Dmo Military - During Captain Kern's second tour of Vietnam in 1969. Fuel logistics problems were worse than the first time he faced the country when he was in command of a cavalry unit. On that tour, his soldiers began hanging fuel bags from trees to refuel their M113 armored personnel carriers. If they were in a better location, they could have ditched the vehicle and put the fuel bags on the ground. Kern was now responsible not only for the M113, but for a large fleet of forty vehicles, including M551 Sheridan armored reconnaissance vehicles, borrowed M548 transporters, and sometimes M48 Patton tanks and M118 trailers. Diesel "recipes" were not standardized at the time and varied by season and region. Logistics took some time to come up with the local mix. But the real problem was the M48 and gasoline. The gas evaporated so quickly in the hot air and the engine ran so inefficiently that the beast required fuel twice a day. When soldiers gave urinals filled with jet fuel to the trapped vehicles, they all had to be evacuated. Kern did not know this when he arrived in Fern. Stewart became a battalion commander a few years later, working increasingly with local diesel recipes, gasoline and jet fuel for his vehicles.
For General Kern and his generation of leaders, the "Single Fuel Concept" (SFC) proved to be a boon. Historically, SFCs have provided flexibility and simplified logistics, particularly for procurement, storage, and transportation of fuel on the battlefield.
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Fuel transition was aimed at reducing the logistical pain of military supplies using semi-diverse fuels for aircraft and ground vehicles in the late 1980s. Following this policy, which has become increasingly standardized with our NATO allies, the United States military uses JP-8 fuel primarily to power ground vehicles and ground-based aircraft. JP-8 is a commercial jet fuel with improved lubricity and military applications for anti-static, anti-icing and corrosion. The main advantage of using JP-8 as a common fuel is that, unlike diesel and gasoline, which can only be used in their respective engines, JP-8 can be used in turbine-engined aircraft and diesel-powered ground equipment. Although JP-8 is not well suited for conventional diesel engines, its chemical properties are close enough that its material efficiency outweighs its performance deficiencies.
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In 2012, all services except Alaska began switching to F-24 fuel in the US to save costs. The F-24 is similar to the JP-8 but has more commercial capabilities, although the JP-8 has a lower freezing point and is part of the exemption from Alaska's switch. Foreign militaries continue to use the JP-8, along with two other variants, the JP-5 and the F-76. Both JP-5 and JP-8 are fuels used in ground vehicles. JP-5 is preferred for use on ships because of its high flash point temperature. F-76 diesel fuel, which fuels marine diesel engines, gas turbines and boilers, is designed to be stable and useful for many years.
When Kern was a colonel and about to deploy the 18th Air Force to Iraq during Operation Desert Storm, the SFC dealt with fuel diversity issues in Vietnam. This time, fuel posed a different problem: the required volume. Before the 2nd Brigade, 24th Infantry Division attacked Jalibah Airfield, refueling was completed only when the vehicles were moved to the attack site.
In terms of logistics, a key feature of the war was its reliance on internal combustion engines on the ground and in the air. Over the past decades, everyone has realized that addiction exists and some have tried to reduce it. Today, new technologies continue to increase rather than decrease. - Martin van Creveld, War Supplies: Logistics from Wallenstein to Patterson
Although the SFC's original purpose was to standardize the use of liquid fuels, Cold War-era energy policy became an ideology that threatened the US military's ability to adapt to future conflicts and gain strategic and operational advantages. By limiting military users to one fuel and thus not experimenting with alternatives, it helped create the perception that fossil fuels would be the only energy source in an advanced environment. The Department of Defense should move beyond the single fuel concept and fully embrace the recommendations of the 2016 Operational Energy Strategy report to reduce risks associated with the future business environment through "renewable" and "diversified" operational energy.
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In 2018, the DoD officially announced that alternative fuels are allowed to operate. Although well-intentioned, this manual will do more harm than good because it limits existing energy systems and processes. The policy limits alternative fuels such as synthetic fuels to replace liquid petroleum — and does not allow genuine alternatives such as hydrogen or propane fuels. That requires alternatives to be "coordinated with existing equipment and infrastructure," and manufacturers must "provide significant volumes to support mission-critical, globally deployed forces."
Despite extensive testing of alternative fuels at leading federal research laboratories, SFC doctrine limits the deployment necessary to achieve strategic and operational benefits. While all services are showing interest and investing in alternative energy research, the single fuel concept remains one of the most significant barriers to their adoption. In the common aspect of adding new energy sources to existing energy logistics, new fuel implementations suffer from the chicken-and-egg problem where logistics operators will not invest and purchase personnel to refuel existing platforms. They don't want to buy new platforms that rely on a fuel infrastructure that doesn't yet exist to a large extent. Without demand for alternative fuel strategic platforms, logistics personnel cannot be motivated to build the necessary logistics infrastructure and train personnel to increase supply. At the same time, program managers are not interested in setting requirements for new tactical vehicles powered by fuel that does not have a supply chain. Logisticians and program managers accustomed to a single-fuel environment are reluctant to risk crossing this demand-trap to finance large-scale programs using new fuels and electricity.
What began as a way to streamline the logistics of US forces in Europe is now limiting operational energy innovation at a critical time for the US military. The US military relies on innovative new operational concepts such as multi-domain operations and Expeditionary Advanced Base Operations (EABO) to counter Chinese and Russian aggression, but operational energy concepts date back to the Cold War era. Distributed operations, seen as an important part of emerging concepts of services, will challenge logistics networks, especially in the areas of fuel and commercial energy.
However, leaders inside and outside the Pentagon fear that the US military will be unable to use the new warfare concept because outdated logistics will be a limiting factor. Maritime leaders are associated with distributed and competitive logistics in the Pacific. In-service conflicts have demonstrated that durability, particularly fuel durability, is a major operating limitation. The Commander did not mince his words in 2020:
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We do not believe we have identified the additional structure necessary to provide the tactical maneuver and logistics necessary to execute DMO [distributed maritime operations], LOCE [littoral operations in a competitive environment] and EABO.
Although a report by the House Armed Services Committee's Future of Defense Task Force identified emerging operational concepts in which the Pentagon could provide a "significant advantage" to the U.S. military in future conflicts, it cautioned that it is "not yet fully operational." " The Department of Defense's 2016 Operational Energy Strategy warned that "these logistics-centric future concepts will not be supported." Even opponents have warned that naval logistics would compete with the US military. It found that it could launch a "campaign of repression." Logistics Struggle to limit and complicate.
Despite efforts to strengthen, the US is forced to take military action in the 2030s to protect its allies in the Western Pacific. Captain Smith was recently assigned to the Marine Coast Regiment in the III Marine Expeditionary Force. A probationary infantry company was tasked with establishing an expeditionary advance base. One platoon operated the Hydrogen Fueling and Refueling Point (H-FARP) system, which can rapidly fuel a range of hydrogen-powered platforms: Stalker and Blackjack helicopters, unmanned utility vehicles (UTVs), and Stratlights—small stratospheric balloons that provide temporary ; Satellite-like capabilities. The hydrogen-powered UAV allowed Captain Smith's company to maintain a continuous flight environment around the clock, scanning the surrounding seas for enemy ships. Without three times the flight endurance
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