In 2002, then-President George W. Bush signed the American Service-Members’ Protection Act into law, authorizing the use of military force to free its citizens from incarceration in the Hague and trial by the International Criminal Court.
The act, dubbed the “Hague Invasion Act” for the name of the city in the Netherlands where the ICC holds prisoners, allows the President to use the American military to free its service members or those of any allied country who might be captured for trial there.
More menacingly for potential U.S. allies, the act allows the United States to end military assistance for signatory countries to the ICC treaty, unless they agree not to extradite American citizens to The Hague. It also restricts American forces in UN peacekeeping forces until those troops are granted immunity from prosecution under certain international laws.
Under the law, the U.S. is still able to help bring accused war criminals to justice — unless they are American citizens. The law prohibits the extradition of anyone in the United States to The Hague and prevents ICC officials from conducting investigations on American soil.
A sitting President can decide American participation in such endeavors on a case-by-case basis. To underscore the projected enforcement of the act, the United States vetoed the UN’s continuing peacekeeping operation in Bosnia in 2002.
The ICC was founded by the Rome Statute treaty in 1998 and is the first permanent, independent judicial body to try persons accused of genocide, war crimes, crimes of aggression, and crimes against humanity — crimes that are agreed to have no statute of limitations and where other states are unwilling or unable to try. The UN Security Council may also entrust the ICC to try certain cases.
The Court is paid for by the nations that have ratified the Rome Statute and began its service life in 2002. There are currently 138 signatories to the treaty.
In 2017, now-White House National Security Advisor to the United States, John Bolton, penned an op-ed in the Wall Street Journal warning about the movement of the ICC to target U.S. troops in Afghanistan, so the United States is unlikely to revisit the Hague Act legislation anytime soon.
In October 2018 New Orleans Saints quarterback Drew Brees officially became the leading passer in NFL history. While leading his team to a 43-19 win over the Washington Redskins, Brees overtook Peyton Manning in the record books when he hit Trequan Smith for a 62-yard touchdown late in the second quarter. Brees has now thrown for an astounding 72,103 yards in his 18-year career.
Officials stopped the game as soon as the play was completed so that Brees could celebrate his incredible accomplishment. The Super Bowl-winning quarterback took the time to savor the moment with his teammates and coaches at midfield before taking the ball from the referee and finding his family on the sidelines ⏤ they had been brought down on the field in anticipation of his record-setting pass. He then shared an inspiring message with his three sons and daughter.
“You can accomplish anything in life that you work for,” Brees told his four kids as he hugged them on the Saints sideline.
This message will come as no surprise to anyone familiar with Brees’ journey. The 39-year-old gunslinger played college at Purdue, where he nearly won the Heisman Trophy his senior year. However, his relatively short stature (Brees is 6’0″, which is short for an NFL quarterback) caused him to fall to the second round of the NFL draft in 2001, where he was picked by the San Diego Chargers. Brees played five seasons in San Diego before the Chargers eventually let him become a free agent after he tore his labrum in 2005.
Brees then joined the Saints, where he won a Super Bowl in 2010, made 10 Pro Bowls, and led the NFL in passing yards 10 times. Along with holding the record for passing yards, Brees is also expected to compete with Tom Brady for most passing touchdowns in NFL history. Both he and Brady are within 40 touchdowns of Manning, who currently holds the record.
As great of a quarterback as Brees is for the Saints, he does an equally great job raising his three sons, Baylen, 9, Bowen, 7, Callen, 6, and daughter, Rylen, 4 with his wife Brittany. Brees coaches his sons’ flag football teams when he’s not busy being the most prolific quarterback ever and said the birth of Rylen“melted [his] heart.”
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
The Norfolk-based, guided-missile destroyer USS Mason (DDG 87) took part in the transport of passengers from a damaged seaplane that was adrift at sea in the Western Atlantic Ocean Aug. 25, 2018.
Mason was conducting operations in the Atlantic with Carrier Strike Group 12, when the U.S. Navy diverted the ship to rendezvous with the container ship M/V Polar Peru to transport the rescued passengers back to the United States.
“It was a great team effort to safely rescue the seaplane crew,” said Cmdr. Stephen Aldridge, Mason’s commanding officer. “Those who go to sea have a special bond to help fellow mariners in distress. From the team ashore, to the U.S. Coast Guard, to the merchant ship in the area, the ‘destroyermen’ and naval aviators aboard Mason, it was great to see the collaboration that resulted in locating, rescuing, and returning the stranded passengers ashore.”
The seaplane had departed Elizabeth City, North Carolina, early Aug. 25, 2018, morning when it was forced to make an emergency landing after striking an object during takeoff, which damaged the aircraft’s front node. The plane landed approximately 460 miles southeast of Cape Hatteras, North Carolina.
Watchstanders at the Coast Guard’s 5th District received notification of the distressed plane by the International Emergency Response Coordination Center. An HC-130 Hercules aircraft was launched from Air Station Elizabeth City to monitor the situation while the Coast Guard used the Automated Mutual Assistance Rescue System to contact the Polar Peru, which was transiting nearby. The Polar Peru recovered the passengers until the Mason could arrive on scene.
US Coast Guard HC-130 Hercules.
Mason launched two rigid-hull inflatable boats and picked up the five passengers, which included the seaplane’s flight crew and an oceanography researcher. Once aboard, the passengers were able to contact their families.
“There was an excitement on the deck plates for the opportunity to help fellow Americans in trouble at sea,” said Command Master Chief Maurice Purley. “It was a reminder to the crew of Mason why we love being in the U.S. Navy.”
“Although not a frequently-executed mission, search and rescue is a mission that Navy destroyers train for,” added Aldridge. “In fact, just days ago, Mason conducted integrated rescue training with our small boats and helicopters to practice rescuing survivors from the sea and into the helicopter.”
Additional search and rescue mission aircraft aboard Mason include an embarked MH-60R helicopter of Helicopter Maritime Strike Squadron (HSM) 46, based out of Naval Station Mayport, Florida.
Russia’s only aircraft carrier, the Admiral Kuznetsov, sustained massive damage from a 70-ton crane falling on it after an accident at a shipyard, Russian media reports.
The Kuznetsov, a Soviet-era ship already known for having serious problems, now has a massive 214 square foot hole in its hull after a power supply issue flooded its dry dock and sent a crane crashing down against it.
Russia’s only aircraft carrier, the Kuznetsov, is a floating hell for the crew
“The crane that fell left a hole 4 by 5 meters. But at the same time … these are structures that are repaired easily and quickly,” Alexei Rakhamnov, the head of Russia’s United Shipbuilding Corporation, told Russian media.
“Of course when a 70-tonne crane falls on deck, it will cause harm,” Rakhmanov continued, according to the BBC. “But according to our initial information, the damage from the falling crane and from the ship listing when the dock sank is not substantial.”
Harry Colebourn was born an Englishman but moved to Canada to study veterinary surgery. When World War I broke out and British subjects were called up to defend the empire, he joined the unit of Fort Garry Horse to treat the horses. On Aug. 24, 1914, he was traveling with his unit by train when they stopped at a small lumber town.
Colebourn got off to stretch his legs like everyone else, but he spotted a trapper standing near the train, trying to sell a small bear cub. Colebourn got into veterinarian sciences because of his love of animals, and the baby bear captured his heart almost immediately.
The trapper explained that he had killed the mother, but then couldn’t do the same to the cub. He was asking for the cub, about the same as 0 today. It was a princely sum for a bear cub, but Colebourn paid it out. He named the cub “Winnipeg Bear” after his adopted hometown.
1914 photo of Colebourne and Winnipeg the Bear.
(Library and Archives Canada)
The bear cub followed Colebourn around during training, climbing trees and begging for treats as the cavalrymen and the veterinarian trained to take on the Kaiser’s armies. Winnie quickly rose to be the regimental mascot. By October, the men were on their way to England with Winnie in tow for final training and then deployment.
In England, Winnie was once again popular, but it was quickly clear that the front in France would be no place for the animal. Colebourn, hoping that the war would be over within months, arranged for Winnie to spend a little time in a brand new bear habitat at the London Zoo. He promised her that they would return to Canada together once the war ended.
But, of course, the war did not end quickly. Colebourn went to the front in December 1914, and the war would go on for almost four more years. He visited Winnie whenever the unit was granted leave or pass in England, but the war dragged on too long for their relationship. By the time it was over, Winnie was well-established in London and pulling her out would have been a disservice.
Harry Colebourne and Winnipeg the Bear when Winnie was still young.
(Manitoba Provincial Archives)
So she remained there, a celebrity of the post-war city. Children, especially, loved their war-time gift from the Canadian officer. It was there that a young Christopher Robin Milne, the proud owner of a Teddy Bear named Edward first met Winnie. He was smitten with the black bear and renamed his teddy to “Winnie the Pooh,” combining her name with the name of a swan he used to feed.
The boy’s father, A.A. Milne, began using Christopher’s stuffed animals to tell him stories, including stories about his own responses to the war. A.A. Milne had fought on the Western Front, same as Colebourn, and it was a horrible place to be.
The stories that the prolific author told his son were first included in a collection in 1924, followed by a book of stories focused on “Winnie-the-Pooh” in 1926. Today, the stories of the adorable bear and his friends in the Hundred Acre Wood endures, largely thanks to a Canadian veterinarian who saved the cub and an English veteran who told the stories.
China offered an unprecedented look at its new DF-26 “carrier killer” missile in a video seen by military experts as a direct warning to US aircraft carriers that they’re in danger of being sunk.
The footage of the DF-26 broke with norms in several ways. China strictly controls its media, and any data on a its ballistic missiles or supporting infrastructure amounts to military intelligence for the US, which considers China a leading rival.
And a close look at the video reveals a capable weapon with several strengths and features that seriously threaten the US Navy’s entire operating concept.
“This is the first time, to my knowledge, the DF-26 has really been materially visible in any video,” Scott LaFoy, an open-source missile analyst at ArmsControlWonk.com tweeted in response to the video. “This sort of imagery wasn’t released for literally decades with the DF-21!” he continued, referencing China’s earlier, shorter-range “carrier killer” missile type.
The DF-26 warhead revealed.
(CCTV / YouTube)
What we know about the missile
The DF-26 has a known range of 1,860 to 3,500 miles, putting much of China’s near periphery in range, along with much of the US military’s Pacific basing and infrastructure.
With at least a 2,500-pound throw weight, China can use the missile to carry conventional, nuclear, or anti-ship warheads.
First off, the missile is road-mobile, meaning that if the US sought to kill the missiles before they’re fired, they’d likely be able to run and hide.
Second, the missile is solid-fueled. This means the missile has fuel already inside it. When North Korea launched its intercontinental-ballistic-missile prototypes in 2017, it used liquid fuels.
The ranges of Chinese ballistic and cruise missiles, air-defense systems, and warships.
(Center for Strategic and Budgetary Assessments)
Liquid-fueled missiles must take fuel before the launch, which for road-mobile missiles, requires a large team of fueling and support trucks. The long convoy makes the mobile missiles easier to track and would give the US about 30 minutes to hunt the missile down.
Third, the missile is cold-launched, according to LaFoy. This makes a minor difference, but essentially allows the missile to maximize its range by relying on compressed gas to eject it from the tube to get it going, rather than a powerful blast of fuel.
Submarines, for example, shoot cold-launched missiles near the surface before letting their engines rip.
Finally, according to LaFoy’s close analysis of the launch, the DF-26 may carry field reloads, or essentially get close to rapid fire — which could allow China’s batteries to overwhelm a carrier’s robust defensive systems.
If the DF-26 units carry with them additional rounds and operate as portrayed in the video, China may truly have a weapon that they can confidently show off knowing the US can scrutinize it but likely not defeat it.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
New York City struggled to meet its recruitment goals during the spring of 1917. The United States had recently entered World War I, which had been raging in Europe since 1914, and the military needed volunteers. While New York City had a population of around 6.5 million at the time, it lagged behind its goal of 2,000 recruits to the United States Navy by under half.
So New York City’s Mayor, John P. Mitchel, decided that he needed a gimmick to spark young men’s interest and convince them to volunteer for the war. What better way to draw attention to the Navy than to construct a battleship in the middle of Union Square? Teaming up with the Navy on the project, the Mayor’s Committee on National Defense raised approximately $10,000 (about $187,000 today) to fund the ship and hired Jules Guerin and Donn Barber to design the appropriately named USS Recruit, basing the design loosely on the USS Maine.
With work rapidly completed by the U.S. Navy, the USS Recruit, also known as the Landship Recruit, was built on the island of Manhattan. Construction finished for a “launch” on May 30, 1917, with the ship being christened by Olive Mitchel, the Mayor’s wife.
The wooden battleship mockup measured over 200 feet long and had a beam, or width, of 40 feet. While not actually armed for battle, the ship featured wooden replicas of two cage masts, six 14-inch guns inside three twin turrets, and ten 5-inch guns. It also had two 50-foot masts, an 18-foot tall smokestack, a main bridge, and a conning tower.
The Landship Recruit contained ample space for the job of recruiting and training sailors, with multiple waiting rooms and physical exam rooms, complete with full amenities. Doctors, officers, and sailors lived aboard the ship in their separate quarters.
As for the latter, the initial complement was thirty-nine sailors-in-training from the Newport Training Station and their commander, Captain C.F. Pierce. The crew maintained a similar routine to the one of a crew at sea. As reported by Popular Science Magazine in August of 1917,
The land sailors arise at six o’clock, scrub the decks, wash their clothes, attend instruction classes, and then stand guard and answer questions for the remainder of the day. There is a night as well as a day guard. From sunup to eleven o’clock all lights of the ship are turned on, including a series of searchlight projectors.
In addition to recruiting volunteers for the Navy and training new sailors, the USS Recruit served as a public relations tool. Citizens were invited onto the ship to learn about then modern battleships, and the sailors aboard routinely answered the public’s questions during their guard duty. Both patriotic and social events were also held on the battleship with the sailors acting as hosts. One patriotic event, according to a contemporary account from The New York Times, was the presentation of a recreation of Betsy Ross’s American flag. Other events were just social in nature, such as dances held for New York’s social elite. There were reportedly even Vaudeville shows held on board.
World War I ended in November of 1918 when both Austria-Hungary and Germany agreed to an armistice while the terms of peace could be negotiated. However, the USS Recruitcontinued its recruitment mission until March of 1920. It had helped the Navy recruit an astounding 25,000 new sailors (enough to man the USS Maine, which the Recruit was loosely modeled after, a whopping 45 times over) during its three years of operation.
At this time, the Navy announced that it would move the wooden battleship from Union Square to Luna Park on Coney Island and maintain it as a recruitment site there.
Yesterday when 10 o’clock came around and with it ‘sailing time’ all of the ceremonies were put on. The crew of eighty men lined up on the quarterdeck and the ship was formally abandoned while the Stars and Stripes and the commissioned pennant were hauled down. The ship’s band struck up ‘The Star-Spangled Banner’ as the colors were lowered to the deck.
The ship was then carefully dismantled over the course of a few days, with the pieces shipped off to Coney Island. Though The New York Times estimated that it would take just two weeks for the Navy to complete the move of the battleship, it was never rebuilt.
Out of sight, out of mind, no contemporary news source seems to have bothered to cover why the ship, which was supposed to be immediately rebuilt, was not. What happened to the pieces of the dismantled ship is also a mystery to this day. A search through the Navy archives for the period in question likewise turned up nothing insightful concerning the ship’s demise. Presumably it was simply decided at the last minute that rebuilding and maintaining the ship was an unnecessary expense given the Navy’s recruitment needs at the time. Alternatively, perhaps the 1920 New York Times piece simply got it wrong, news outlets, even then, not exactly known for their accuracy on the details of reports for various reasons, such as often having to rush submissions.
While this was the end of the Union Square battleship, it would not be the end of the name in the U.S. Navy. The USS Recruit (AM-285) was launched in 1943 and served during WWII before being decommissioned in 1946 and ultimately sold to the Mexican Navy in 1963. Following this, another landlocked ship was built, the USS Recruit (TDE-1), at the San Diego Naval Training Center in 1949. Built to scale at two-thirds the size of a Dealey-class destroyer escort, the ship was made of wood with sheet metal overlay and was used to train tens of thousands of recruits over the coming decades. It was, however, decommissioned in 1967, funny enough, because it could not be classified in the Navy’s new computerized registry. However, commissioned or not, it was in continuous service from 1949 to 1997 (with a complete re-model in 1982) when the base it is on was closed. While no longer being used, the ship still stands, with some thought to perhaps turning it into a maritime museum at some point.
The Camouflage Corps of the National League of Women helped the original USS Recruit to better resemble battleships in combat in 1918, painting it a camouflage pattern (designed by artist William Andrew Mackay).
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
Russia says a fighter jet intercepted two U.S. military surveillance planes in the Black Sea — the latest in a series of midair encounters between U.S., NATO, and Russian forces.
Military officials told the state TASS news agency on August 5 that the Su-27 jet met the U.S. planes in international waters in the Black Sea.
“The Russian fighter jet crew approached the aircraft at a safe distance and identified them as an RC-135 strategic reconnaissance aircraft of the U.S. Air Force and an R-8A Poseidon, the U.S. Navy’s maritime patrol aircraft,” the Defense Ministry said.
There was no immediate confirmation of the incident from U.S. or NATO officials, though civilian radar-tracking sites showed U.S. aircraft in the Black Sea region on August 5, not far from Ukraine’s Crimean Peninsula.
Crimea was forcibly annexed by Russian in 2014, a move that few foreign countries have recognized. The peninsula is home to the Russian Black Sea Fleet and multiple military installations.
U.S. and NATO jets routinely intercept Russian surveillance and strategic bomber aircraft off NATO member countries and U.S. airspace over the Pacific and Atlantic oceans. The vast majority of incidents are routine and considered nonthreatening.
In May, a NATO official told RFE/RL that Russian military aircraft activity in the Black Sea and other parts of Europe had increased since 2014.
Last year, the official said that NATO aircraft took to the skies 290 times to escort or shadow Russian military aircraft across Europe.
Reserve and active duty pararescuemen were undergoing dive and jump training Sept. 11, 2018, in Key West, Florida, when they were recalled back to their home units to immediately begin the process of pre-positioning for Hurricane Florence search-and-rescue operations.
Reserve airmen within the 920th Rescue Wing at Patrick Air Force Base, Florida, put their lives on temporary hold to respond to a natural disaster.
“When we returned to Patrick (AFB) that evening, we unpacked our dive gear and repacked all of our hurricane gear,” said Senior Master Sgt. Joe Traska, 308th Rescue Squadron pararescueman. “We went home to see our families briefly and returned the following morning to begin the trip to Moody Air Force Base, Georgia.”
In all, 140 Reservists dropped what they were doing on a Wednesday afternoon to fix and fly search-and-rescue aircraft, and perform everything imaginable in-between, to get four HH-60G Pave Hawk helicopters and all the necessary personnel and equipment heading north to Moody AFB, Georgia, when the prepare-to-deploy order was given Sept. 12, 2018.
HH-60 Pave Hawk helicopter aircrew airmen with the 334th Air Expeditionary Group, sit alert on the Joint Base Charleston, S.C.flightline Sept. 16, 2018.
(U.S. Air Force photo by Tech. Sgt. Kelly Goonan)
The 920th RQW airmen integrated forces with active duty personnel at Moody AFB’s 23rd Wing and began posturing for an official disaster relief operation as one cohesive Air Expeditionary Group, waiting out Hurricane Florence as it crawled through the Carolinas.
Two days later, Maj. Gen. Leonard Isabelle, director of search-and-rescue operations coordination element for Air Force North Command, officially established the 334th Air Expeditionary Group tasked with positioning the fully integrated forces of airmen and assets for relief efforts to assist those most severely impacted by Hurricane Florence.
Within 18-hours, 270 airmen working together seamlessly picked up and moved their search-and-rescue operation from middle Georgia forward to Joint Base Charleston, S.C.
Senior Master Sgt. Will Towers checks the tail rotor blades as part of his preflight checklist at Joint Base Charleston, S.C., Sept. 16, 2018.
(U.S. Air Force photo by Tech. Sgt. Kelly Goonan)
However, the coastal installation was still under evacuation orders leaving the 334th AEG faced with establishing a bare base operations center while contending with lingering unfavorable weather conditions.
“The base had to literally open their gates for our arrival,” said Lt. Col. Adolph Rodriguez, 334th Mission Support Group commander. “They (JB Charleston officials) began recalling critical personnel to give us the necessary assistance for this operation to be a success.”
With the aid of the host installation, the 334th AEG was at full operational capability, ready to conduct search-and-rescue missions when the first HH-60 Pave Hawk helicopter landed Sept. 15, 2018.
Col. Bryan Creel, 334th Air Expeditionary Group commander, discusses search-and-rescue operational plans with Lt. Col. Jeff Hannold, 334th AEG deputy commander, at Joint Base Charleston on Sept. 15, 2018.
(U.S. Air Force Photo by Technical Sgt. Kelly Goonan)
Switching gears from readiness training in South Florida to real-world operations in South Carolina is a prime example of, “being constantly fluid and flexible,” said Capt. Jessica Colby, 334 AEG public affairs officer. “Search and rescue is often like that: You never know where you’re going to go, you never know how big of a footprint you can bring, or what will be needed.”
There is one constant in situations like these, training, explained Rodriguez. “Reserve citizen airmen must constantly train to not only stay current, but to propel their capabilities beyond just meeting the minimum requirement. Honing their proficiencies will ultimately provide the best possible performance in real-world operations. All of the readiness training efforts that the 920th RQW has conducted has better positioned the Wing to this current operational pace.”
“The same capabilities which make the U.S. armed forces so powerful in combat also lends themselves extraordinarily well to disaster relief.”
“It’s amazing what these citizen airmen did inside and outside their Air Force specialty codes,” Rodriguez said. “They’re doing things they’re trained for, and accomplishing tasks beyond their job scope with zero deficiencies and zero mishaps.”
In the 1950s, nuclear reactors and weapons were all the rage. Bombs were getting bigger, people were hosting nuclear parties, and reactors were enabling the Navy to launch submarines and ships that could go years without refueling.
But all that nuclear activity had a dark consequence — and no, we’re not talking about the fun Super Mutants of Fallout.
We love them, too, Vault-Tec boy!
As most everyone knows, using radioactive materials to generate power also creates waste. Triggering the nuclear process in a material (which is what you need to do to create said power) is basically irreversible. Once activated, nuclear material is dangerous for thousands of years.
The Navy was still in the process of learning that fact in the 1950s as they tried to decide what to do with a newfound problem: dealing with nuclear waste.
Their initial solution, unsurprisingly, was similar to how they dealt with chemical waste and other debris at the time. They dumped it — usually in 6,000 to 12,000 feet of water.
At this point, Godzilla is your best-case scenario.
Sailors like George Albernaz, assigned to the USS Calhoun County in the ’50s, were left to decide how they’d go about their job dumping the materials, typically low-level nuclear waste.
They would take about 300 barrels per trip out into the ocean from docks on the Atlantic Coast and roll them to the edge of the ship. When the ship tipped just right on the waves, they would push the barrels over.
Most of them, filled with dense metals, salts, and tools encased in concrete inside the barrel, would sink right away. Barrels that bobbed back up were shot with a rifle by a man standing on the end of the ship, which usually sent it directly to the bottom of the sea.
But the rifle fire wasn’t always enough.
Navy aircraft take off after during operations in 1957.
In July 1957, two barrels bobbed back up during a dumping mission and simply would not sink. So, the Navy sent two aircraft to fire on them with machine guns until they finally sank to Poseidon’s depths.
While shooting radioactive barrels actually sounds sort-of fun, the sailors involved said that the Navy failed to properly inform them of the dangers of working with radiation, took shortcuts on safety and detection procedures, and failed to provide necessary safety gear.
That left men like Albernaz susceptible to a number of diseases and conditions associated with radiation, including cancer and other lifelong ailments.
A 1992 article in the New York Times detailed other shortcomings of the Navy’s programs, including instances where dumps occurred mere miles from major ports, like Boston, in only a few hundred feet of water, increasing the chances that radioactive particles could make their way into civilian population centers.
These days, Navy nuclear waste is taken to be stored on land, but the U.S. still lacks permanent storage for high-level nuclear waste. Instead, nearly all high-level nuclear waste in the U.S. is stored in temporary storage, often on the grounds of nuclear power generation facilities.
It’s not ideal, and a number of potential permanent sites have been proposed and debated, but at least barrels probably won’t come bobbing back up.
If they do, well, even the F-35 could probably sink them.
As a parent of a child with allergies, I am forever grateful for this one. The auto-injector apparatus was first invented for the military in the early 70’s, as a means to deliver a temporary reprieve from side effects of nerve gas exposure, during a time when the threat of chemical warfare seemed imminent.
At the request of the Pentagon, Sheldon Kaplan, a scientist with Survival Technology Inc., is credited with developing the Nerve Agent Antidote Kit, which works similarly to the EpiPen we use now, and was specifically designed to be easy to use with little training. Shortly after its effectiveness and importance in the military was discovered, Kaplan then went on to make it something that would aid the civilian world as well, by turning it into the lifesaving tools used by many with anaphylactic allergies today.
Mainstream technology has grown by leaps and bounds in a very short period of time. I remember going on family vacations and having to pull off to the side of the road so my dad could put out the map to make sure we were going the right way (and then take another 20 minutes to fold it back up again).
These days, you can get directions to virtually anywhere in the world in less than 30 seconds, all from your phone. GPS devices went from being an expensive luxury to being a built in facet of people’s lives.
While the military use of satellites and tracking goes back to the time of Sputnik, the more recognizable version of GPS was launched by the military in 1978, and was known as the Navigation System with Timing and Ranging (NAVSTAR) satellite. Taking a note from Navy scientists, this system proved to be the start of the type of navigation system the DoD was looking for in an effort to improve military intelligence.
The savior of 2 a.m. leftovers, microwaves were actually the product of accidental science. This one wasn’t necessarily invented FOR the military, but it was discovered thanks to already existing military technology.
In 1945, scientist Percy Spencer had been experimenting with and testing U.S. Army radar transmitters, when he discovered that due to the heat they produced, a candy bar in his pocket had melted. From there, the first patent on the microwave was filed within the year, and no one ever had to worry about accidentally microwaving their Hershey bars ever again.
Duct tape was born out of wartime need and a mother’s ingenuity. In 1943, Vesta Stoudt was the mother of 2 sons in the U.S. Navy, and was also employed by the Green River Ordinance Plant, where she was responsible for inspecting and packing ammunition and other tactical gear.
It was here that she noticed discrepancies and potentially dangerous issues with the ways that ammunition boxes were being packed and sealed. Originally, they were sealed with paper tape and then dipped in wax in order to ensure they were waterproof. The problem came from the tabs meant to open the boxes, which were made from the same paper tape used to seal the boxes.
In instances of trying to open these boxes while under fire, it became apparent that this not only wasted time (as the paper tabs ripped prior to opening the box) but it put service members at risk and in a vulnerable position. Stoudt came up with the idea of using waterproof cloth tape, instead of paper, making duct tape a solution that was literally invented for military purposes.
After receiving little to no feedback from those she was employed by, she decided to write to the President, Franklin D. Roosevelt. Not only did the letter include her thoughts on the current problem, she also provided her outline for a solution and detailed diagrams. The idea was passed on to Johnson Johnson, who manufactured the first version of the tape we all know, love and use today.
There are a few different stories as to how and why wristwatches came to be so popular, but they all have roots within the military.
By most accounts, wristwatches, or at least the idea of them, predate the mainstream and military usage of them, but on a very small scale. It’s said that Elizabeth I was the first of her kind to keep a small clock strapped to her wrist, while men prior to WWI still relied on pocket watches to tell time. Unsurprisingly, pocket watches did not make for the most effective tools to use in a combat setting, and since timing is such an important aspect of military strategizing, service members needed an easier way to keep track of it.
The prevalence of more user friendly time pieces skyrocketed and became commonplace. The first version, called trench watches, combined the best of both the pocket watch and wristwatch worlds, and advancement of the look, features and versatility of them still serve military members to this day.
Some artillery pieces become very famous. Some of the most notable are the French 75 of World War I, or the Napoleons used during the Civil War, or the German 88. But some are less well-known, but packed a big punch – or long range – of their own.
One such artillery piece is the M107 self-propelled howitzer. This 175mm artillery piece entered service in 1962, alongside the M110, an eight-inch self-propelled howitzer. It could fire shells as far as 25 miles away – and this long range proved very handy during the Vietnam War.
The M107 is not like the M109 self-propelled howitzer in that it is open, and lacks both a turret and on-board ammunition storage. As such, it needed its ammo vehicles nearby to provide shells. The M107 was fast for an armored vehicle, with a top speed of 50 miles per hour, and could go almost 450 miles on a single tank of fuel.
The M107s used the same chassis as the M110s. In fact, Olive-Drab.com reported that the two self-propelled howitzers could exchange guns, thus a M107 could become a M110, and vice versa. This was used to good effect in Vietnam, where the barrels could be swapped as needed at firebases. Israel also used the M017 for decisive effect in the 1973 Yom Kippur War, destroying a number of Syrian and Egyptian surface-to-air missile batteries, and even shelling Damascus.
According to GlobalSecurity.org, the M107 fired only one type of conventional round, the M347 high-explosive round. The gun didn’t see service long past the Vietnam War. The M107 had a long reach, but it was not accurate – rounds like the laser-guided Copperhead or the GPS-guided Excalibur had not been developed yet.
An extended barrel for the M110 was developed, and in the late 1970s many M107s were converted to the M110A2 standard. The M110s eventually were replaced by the M207 MLRS.
Imagine waking up one day and feeling as if a hurricane hit — except everything is still standing.
The lights are out, there is no running water, you have no phone signal, no internet, no heating or air conditioning. Food starts rotting in your fridge, hospitals struggle to save their patients, trains and planes are stuck.
There are none of the collapsed buildings or torn-up trees that accompany a hurricane, and no floodwater. But, all the same, the world you take for granted has collapsed.
This is what it would look like if hackers decided to take your country offline.
Business Insider has researched the state of cyberwarfare, and spoken with experts in cyberdefense, to piece together what a large-scale attack on a country like the US could look like.
Nowadays nations have the ability to cause warlike damage to their enemy’s vital infrastructure without launching a military strike, helped along by both new offensive technology and the inexorable drive to connect more and more systems to the internet.
What makes infrastructure systems so vulnerable is that they exist at the crossroads between the digital world and the physical world, said Andrew Tsonchev, the director of technology for the cyberdefense firm Darktrace.
Computers increasingly control operational technologies that were previously in the hands of humans — whether the systems that route electricity through power lines or the mechanism that opens and closes a dam.
“These systems have been connected up to the Wild West of the internet, and there are exponential opportunities to break in to them,” Tsonchev said. This creates a vulnerability experts say is especially acute in the US.
Most US critical infrastructure is owned by private businesses, and the state does not incentivize them to prioritize cyberdefense, according to Phil Neray, an industrial cybersecurity expert for the firm CyberX.
“For most of the utilities in the US that monitoring is not in place right now,” he said.
One of the most obvious vulnerabilities experts identify is the power grid, relied upon by virtually everyone living and working in a developed country.
Researchers for the Pentagon’s Defense Advanced Research Projects Agency are preparing for just that kind of scenario.
They told Business Insider just how painstaking — and slow — a restart would be if the US were to lose control of its power lines.
A DARPA program manager, Walter Weiss, has been simulating a blackout on a secretive island the government primarily uses to study infectious animal diseases.
On the highly restricted Plum Island, Weiss and his team ran a worst-case scenario requiring a “black start,” in which the grid has to be brought back from deactivation.
“What scares us is that once you lose power it’s tough to bring it back online,” Weiss said. “Doing that during a cyberattack is even harder because you can’t trust the devices you need to restore power for that grid.”
In November, DARPA staged what a cyberattack on the US power grid could look like.
(Defense Advanced Research Projects Agency)
The exercise requires experts to fight a barrage of cyberthreats while also grappling with the logistics of restarting the power system in what Weiss called a “degraded environment.”
That means coordinating teams across multiple substations without phone or internet access, all while depending on old-fashioned generators that need to be refueled constantly.
Trial runs of this work, Weiss said, showed just how fragile and prone to disruption a recovery effort might be. Substations are often far apart, and minor errors or miscommunications — like forgetting one type of screwdriver — can set an operation back by hours.
A worst-case scenario would require interdependent teams to coordinate these repairs across the entire country, but even an attack on a seemingly less important utility could have a catastrophic impact.
Maritime ports are another prime target — the coastal cities of San Diego and Barcelona, Spain, reported attacks in a single week in 2018.
Both said their core operations stayed intact, but it is easy to imagine how interrupting the complicated logistics and bureaucracy of a modern shipping hub could ravage global trade, 90% of which is ocean-borne.
Itai Sela, the CEO of the cybersecurity firm Naval Dome, told a recent conference that “the shipping industry should be on red alert” because of the cyberthreat.
The world has already seen glimpses of the destruction a multipronged cyberattack could cause.
Besides the attacks on the power grid, the devastating NotPetya malware in 2017 paralyzed Ukrainian utility companies, banks, and government agencies. The malware proved so virulent that it spread to other countries.
Hackers have also caused significant disruption with so-called ransomware, which freezes computer systems unless the users had over large sums of money, often in hard-to-trace cryptocurrency.
An attack on local government services in Baltimore has frozen about 10,000 computers since May 7, 2019, getting in the way of ordinary activities like selling homes and paying the water bill. Again, this is proof of concept for something far larger.
Though the capacity is there, as with most large-scale acts of war, state actors are fearful to pull the trigger.
James Andrew Lewis, a senior vice president and technology director at the Center for Strategic and International Studies, told Business Insider the fear of retaliation kept many hackers in check.
“The caveat is how a country like the US would retaliate,” he said. “An attack on this scale would be a major geopolitical move.”
Despite the growing dangers, this uneasy and unspoken truce has kept the threat far from most people’s minds. For that to change, Lewis believes, it would require a real, large-scale attack with real collateral.
“I’m often asked: How many people have died in a cyberattack? Zero,” he said.
“Maybe that’s the threshold. People underappreciate the effects that aren’t immediately visible to them.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.