Underwriting preparedness – considering the logistics of the future preparedness system

By David Beaumont.

One of the fundamental questions to answer when preparing a military for war is ‘are the capabilities on hand prepared for X?’. As mentioned in Limping to war: preparedness and its paradoxes,  Dr Thomas Galvin of the US Army War College proposes this question with the routine of military life in mind; the generating of forces, individual and collective training, assessing capabilities through preparedness management systems and conducting the frequent remedial actions to resolve temporary ‘gaps’ in capability. These ‘gaps’ might have come as a consequence of degrading materiel availability, the transition between outdated and newly acquired equipment, personnel issues among many other concerns. More insidious is the impact of the ‘paradox of more is less’ where training and other activities are ‘paid through evanescence and self-destruction’ as people and things tire.

The problems which appear in making ‘capabilities on hand prepared for X‘ are usually things that can be treated easily. Astute defence planners will flex and change the organisation to manage risk, reinvest where required or make decisions on force structure to address core problems. The Australian Army recently went through this process only recently with Plan Keogh, an activity that addressed personnel and materiel ‘hollowness’ throughout the combat and supporting force. What is less easy to treat is the logistics system which underpins the generation of capability. As I have said many times before, the quality of the logistics support given to a military is the sum of innumerable parts. From industry participants, to joint commands, to departmental agencies, to the combat forces, preparing and sustaining forces is a virtually incomprehensibly large activity. The actions of these participants is bound by policy and orders, command direction and doctrinal behaviour.

‘Logistics readiness’ is at the heart of military preparations for the unforeseen, especially for those militaries who consider themselves to be ‘expeditionary’ in nature. It has to be considered, and considered deeply, as the Australian Army thinks about its preparedness. The six characteristics of logistics readiness – mutual understanding between commanders and their logisticians, the balance between logistics and combat resources and elements, logistics plans and policies, logistics organisation, materiel readiness, and the requirement to test the logistics organisation – determine what is practically possible at the outset of war. Behind every major warfighting exercise, such as the recent Exercise Talisman Sabre or the successive multinational exercises underway in Europe, the logistics system is tested. Other exercises are more explicit in assessing readiness such as the ADF’s Exercise Northern Shield which requires a short notice response for a sizable military force into Australia’s inhospitable north west. The logistics system is tested even if in exercise planning uncomfortable truths relating to logistics capability are avoided to ensure the activity can proceed.

Collective training exercises are the culminating events for the ‘certification’ of forces, activities which nominally confirm the readiness of forces for potential operations, but they also reflect the preparedness culture of a military. Too often do these events miss assessments of the components of logistics readiness –  matters which are difficult to assess properly without time and resources. Instead those interested in preparedness look towards models to make the best judgements they possibly can about logistics readiness, or establish preparedness cultures that shape how logistics readiness is considered.  This article proposes two models – force availability and force employment-based models – and the impacts these models might have on preparing the military logistics system for war.

In supporting continuous operations for nearly two decades many Western militaries have adopted a preparedness model which emphasises force availability. This approach advocates an adaptable, modular, force structure which offers strategic planners options for whatever operational commitments eventuate. It is usually executed within a ‘force generation’ model whereby different units rotate into different stages of readiness, thereby allowing for lead-up training and the allocation of resources to enable them to prepare. For example, the Australian Army’s Plan Beersheba, culminating with the standardisation of the force structure of its three regular brigades and the inception of the ‘Force Generation Cycle’, offers the contemporary joint force commander a broad spectrum of combat and support capabilities that can be task organised as required. It is an exceptionally useful approach for long periods of sustained levels of operational activity where the mission requirements are relatively well known and an effective organisational routine can be established. Furthermore, because of its routine nature the costs of maintaining preparedness can be more easily determined than other models.

The logistical complexities of this approach to preparedness are well known to the militaries. To employ a modular force structure properly, you must have a good sense of the ‘slice’ of logistics capability that is required per combat unit across all levels of the organisation and resource, organise and train this ‘slice’ accordingly. Determining what constitutes a ‘slice’ is not easy given the basic assumption of this preparedness model is that forces are inherently modular, structures changeable, and capabilities scalable in terms of their size and capability. Yet if this ‘slice’ is not prepared and resourced adequately, force structures will be imbalanced, ad-hoc logistics arrangements will likely be required for operations, and the materiel readiness of logistics force elements will be compromised. It is ironic that a preparedness model based upon force availability is usually enacted because logistics resources are limited (and not just logistics capabilities) and require prioritisation. In this case, and as currently practiced in most Western militaries who are aware of the insufficiency in their enabling capabilities, the proportionally smaller number of enabling logistics resources and capabilities will be kept at a state of higher readiness for longer periods of time.

A second issue for logisticians relates to the administrative burden incurred in the constant variations of preparedness across the force.  The rotations of the usually limited fleets of vehicles and equipment, prioritisation of supply, and the changes in terms of the effort required to sustain and maintain combat forces in garrison as the preparedness cycle changes demands a high standard of logistical scrutiny. The greater the scrutiny required, the greater the managerial overhead that is needed. This scrutiny is not just a problem for the Services that may enact force availability preparedness systems, but other logistics agencies and units within the joint force that will be expected to contribute to the sustainment burden. Few Services would be able to provide anything other than a general overview of the many different Defence agencies and inputs, including support from industry with respect to maintenance of equipment or the supply of stores, that are ultimately involved in preparedness.

Alternatively, a  force employment model might be used as a defining methodology for preparedness although can be complement to the force availability method. This approach applies a range of arbitrary decisions on a preparedness scenario, made in the context of what capabilities are on hand for that particular scenario. It is there a gamble on the future, and is strongly linked to Galvin’s second question of preparedness, the problem of force modernisation and capability creation, ‘are the right capabilities on hand for X?’. 

The choice of scenario can be defined by strategic events or problems, or to enable a specific operational response such as a strategic mobility goal or a notional operational ‘type’. The former approach is a staple in forward planning for militaries, being practiced every day through exercises and training, and considered in concept planning and experimentation. It enables detailed logistics planning to occur, supports the tailoring of forces including the requisite logistics capabilities. For the logistician, planning is simpler as many predictions relating to distance, demand, dependency, destination and duration can be assumed and with greater confidence. Furthermore, it allows for the development of logistics processes that are suited to the required rates of effort and throughput.

Amphibious Task Group: Road to War

There are obvious risks in developing logistics systems to suit discrete activities and distinct operational scenarios. Although planners may have a good sense of what the future might entail, it is impossible to have a perfectly accurate vision of future warfare which enables an efficient and effective logistics system to be developed. The establishment of an efficient logistics system for one scenario may be viewed as a significant compromise when other problems are considered. The same applies for logistics readiness. It is usually impractical to do what most would like to do; prepare for the most severe event (such as near peer conflict) and develop a robust and adaptable logistics system that meets the challenge. This is prohibitively expensive in a time of peace as it requires the development of huge ‘warstocks’ and reserves, large logistics units across the joint force and a ready industrial sector that can quickly respond to military needs. Compromises are commonplace with this form of planning and while we might find combat forces are being rehearsed and prepared for certain contingencies, logistics capabilities are left relatively undeveloped and at lower levels of preparedness.

There is another form of scenario-based planning that is highly useful for drawing out logistics readiness problems that may otherwise lie hidden; to incorporate strategic mobility goals within the preparedness model. Rather than only identifying what forces might be available in a certain space of time, this approach considers what time a force becomes fully combat effective in an operational area. This naturally requires planners to have a good sense of logistics readiness because such readiness directly translates into a reduction in the time taken for combat forces to be effective. An example of this approach, as discussed in ‘Adapting Atlas: the cost of combat power part two’, is the US Army’s Stryker capability, a capability originally based upon an objective to deploy a Stryker brigade combat team anywhere on the globe in under 96 hours.

Mobility-based preparedness planning is useful for logisticians because it forces planners to consider the most logistically challenging phases of an operation – typically the mounting, deployment and early combat operations phases – as well as the movements and transportation of forces. Given transportation is often the most major limiting logistics factor on the conduct of operations, considering it as the means of achieving a mobility goal is highly important to producing realistic conclusions about force preparedness. Nonetheless, the usefulness of mobility objectives in planning suffers from the same problems afflicting any other form of scenario-based preparedness planning.

Militaries will define themselves on the basis by which they structure and prepare themselves, but they nearly always combine preparedness methods. For example, the Australian Army applies a ‘force generation cycle’ but also requires its ready elements to be prepared for a certain intensity of combat, and other elements on a force availability basis for domestic contingencies. It is unlikely that there will ever be a different situation.  Unfortunately for logisticians this approach to preparedness makes it difficult for militaries – especially at the strategic level of defence forces – to achieve a high standard of ‘logistics readiness’. Different approaches create complexity, and complexity challenges logistics systems that depend on certainty to be efficient and productive. It therefore becomes crucial for planners to understand what risks are being accepted in taking this approach, as it is equally important for them to focus upon those aspects of logistical readiness which will offer future commanders the most operational options.

What are the consequences if they do not? Firstly, the requirements of commanders across the military may vary thus confusing requirements and the mutual understanding between logisticians and commanders consequently. Secondly, it disrupts the logic which prescribes the right balance between logistics and combat resources and elements. Thirdly, it increases the quantity of policies and plans required to enable effective and efficient logistics processes, as well as making it impossible to establish the most efficient and optimised logistics organisation. Varying requirements make the allocation of resources to achieve materiel readiness difficult, especially in cases where numerous combat capabilities are afforded high priority. Finally, it makes it especially challenging to exercise and assess the logistics system when there is little certainty as to most important preparedness requirements. This issue exacerbates the issues generated by the avoidance of exercising logistics-intensive activities in many military exercises. In sum, logistics readiness is compromised, as is the preparedness of the entire force.

If militaries were exceptional at preparing themselves for war, we would not see the chaos and confusion that characterises the outset of conflict repeated throughout military history. Instead, a high standard of logistics readiness would ensure sustainment problems were addressed swiftly and effectively. Logistics friction would be non-existent. There would be no ‘logistics vacuum’ whereby the quality of sustainment degrades significantly immediately after war begins and until logistics forces can reconstitute. The fact is, however, militaries have been given a hard task in preparing for war. Every option taken in preparedness planning has connotations for logistics processes and readiness, and not all outcomes are positive. There is no obvious solution to logistics readiness until just before the first shots are fired, and much of the uncertainty is removed from the planning equation. By then, unfortunately, the die is cast and outcomes are set. At this point the question becomes ‘how resilient and effective are our combat forces actually going to be because of the logistics readiness that was achieved?’

This is an update of a LIW article, ‘Problems with preparedness – why we always seem logistically unprepared for war’, published in 2017.

Choosing forces in a crisis – logistics and the art of strategic decision making

By David Beaumont.

‘The quartermasters claim on history may, at its root, lie in the effect of logistics on timing …… the longer a nation requires to bring its force to bear, the more time its enemies have to seize whatever objectives they consider desirable.’
– Thomas Kane, Military Logistics and Strategic Performance

In 2017 there was much rhetoric, and undoubtedly planning, for significant military operations in the North Asian region. Such public discussion tends to focus the military mind on modern tactics and technology, and gives cause to exercise new operational concepts. It also compels them to reassess the preparedness of forces. There has been an understandable proliferation of military articles describing the need for forces to be ready, including logistics forces essential for any operational response. The impact of logistics on strategic decision making is much less discussed, as is the way logistics factors ultimately shape the choice of forces and strategy for a possible conflict.

When militaries are surprised, or a contingency operation is required, logistics capability and capacity is one of the most significant influences on the nature of the response. I will go so far, as I have done so before at Logistics in War, to argue logistics leads strategy in these instances. It shapes decisions and command direction, determining what is practical and most certainly what is possible. As Kane’s comments above identify, logistics reveals itself in timing and the ‘overcoming’ of geography, in preparedness, mobility and other areas. Moreover, logistics factors – enabling and constraining – determine the nature of the military commitment itself. For all the investment we, as military professionals, might make into understanding the art and science of tactics and strategy, it means very little when plans unravel as the cold truth of logistics factors which inform the way in which forces are actually employed.

The reality is that the impact of logistics on strategy and preparedness is easily found. That is, if you choose to look for it. In a contingency response by a military it is abundantly clear. This is because logistics features in many of the activities that establish the preparedness of forces, or when the established preparedness methods fail to match the operational requirement, logistics limitations and constraints begin to influence and decisions that strategic leaders might make. One of the most important issues for strategic leaders is the identification of forces required as a response to a contingency plan or unforeseen circumstance, as this in itself influences the strategy in which will be used. This article will briefly touch on three of the most relevant aspects which might influence the nature of any commitment.

Firstly, we see the impact of logistics in the preparedness methods undertaken during peace. Most Western militaries have applied a ‘force-generation’ model that has suited two decades of continuous military operations. Simply put, this approach identifies relevant capabilities to be ready for a specific period of time, resources and sustains them accordingly, before transitioning this level of preparedness to another element at a later time. I hope to discuss an often seen alternative, a ‘force-expansion’ model, at a later time. Although the model usually includes a ‘certification’ process to validate that the force is ready, at its core the preparedness model is concerned with the apportionment of resources to where it is needed to ensure that a force is ready to deploy. When a force-generation model is ‘broken’ to suit a contingency, significant logistics risks are incurred as a forces race to improve materiel standards, personnel requirements, indent for stores and equipment and so forth. These logistics risks are always factors in the decision making of leaders, the strategy chosen and the forces employed to successfully implement it.

Secondly, we see the impact of logistics in the decision making concerned with the choices of forces. In the case of contingencies, especially at times where the determination of a level of commitment is a freedom of action, logistics problems in areas such as materiel readiness can be avoided by an appropriate choice of forces. This is a feature of contributions made by smaller militaries to coalitions. Often specific capabilities that can be sustained by a coalition supply-chain or a national effort are chosen for the commitment. As an example, the ADF has historically contributed Special Forces, specific air force capabilities, naval shipping and other valuable but niche capabilities at the outset of conflicts given the relative ease by which they can be deployed or sustained once in the field. It is also why we tend to see less land combat forces deploy earlier, as they often prove more difficult to bring to a heightened state of preparedness and sustainable combat capability. This factor was a major consideration as to when the Australian Army deployed its Light Armoured Vehicles to Iraq, and conventional forces into Afghanistan.

Thirdly, there are a range logistics problems and issues that weigh on the minds of senior leaders as they decide upon operational options. These concerns reflect the accepted doctrinal view that strategic activity is predominantly concerned with logistics and intelligence. In most cases, they are consistent across many operations as seen in the decision making about Australian commitments to East Timor in 1999, Iraq operations in 2003 and to a variety of humanitarian assistance operations over the last decade:

– What are the arrangements to evacuate nationals, and how does this impact deployment of forces?
– What are the financial costs to increasing preparedness?
– How much time is required to increase the preparedness level as it applies to stockholdings of repair parts and consumables?
– What are the consequences of increasing preparedness to the existing force generation process?
– What is the availability of strategic (war) commodities such as fuel and natures of ammunition, and what constraints exist in terms of access to global supply?
– How fast can forces deploy with available transportation capabilities, or those obtained through industry or from coalition partners?
– What are the constraints on mobilising specific components of the Reserve capability (such as medical specialists)?
– What is the national support capacity and capability to support military operations?
– What logistics activities can we perform ourselves, or what do we need to ask for?

These questions by no means represent an exhaustive list. Moreover, they were considerations for commitments other than a major conflict scenario. When such a major war is initiated logistics additionally shapes discussions and choices about force expansion and mobilisation, the exposure of supply to interdiction by the adversary, the defining of an operational area, and mobilising national industrial capacity. Having the right strategic and logistics command architecture to enable sensible decisions to be made is an essential criteria for success in the subsequent war. Strategic leadership will be nearly completely focussed on identifying, appropriating and ultimately employing resources to ensure that any strategy will be successful.

An understanding of logistics has always been an essential component of effective ‘generalship’ and staff planning at the strategic level. Decisions on strategy and force commitment depend upon it. This is not an excuse for logisticians to be lazy, as their actions in contributing to preparedness give strategic decision makers a freedom of choice given the availability of resources. Colin Gray, a modern-day doyen of strategy who most readers will be familiar with, closes his introduction to Kane’s book with the ‘the key to offensive success is not the mindless maximisation of supply, but rather the timely reliability of sufficient supply, yielding the opportunity for the art of strategy to show its true magic’. This reminds us of the obligations of both strategist and logistician to understand each other’s work, and the role each plays in establishing the strategic options from which leaders can choose.

Problems with preparedness – why we always seem logistically unprepared for war

By David Beaumont.

‘Logistics readiness’ is at the heart of military preparations for the unforeseen, especially for those militaries who consider themselves to be ‘expeditionary’ in nature. The six characteristics of logistics readiness – mutual understanding between commanders and their logisticians, the balance between logistics and combat resources and elements, logistics plans and policies, logistics organisation, materiel readiness, and the requirement to test the logistics organisation – determine what is practically possible at the outset of war. Behind every major warfighting exercise, such as the recent Exercise Talisman Sabre or the successive multinational exercises underway in Europe, logistics readiness is tested. It is tested even if in exercise planning uncomfortable truths relating to logistics capability are avoided to ensure the activity can proceed. Other exercises are more explicit in assessing readiness such as the ADF’s Exercise Northern Shield which requires a short notice response for a sizable military force into Australia’s inhospitable north west, or the US Army Africa sustainment exercise, Exercise Judicious Activation, which assesses expeditionary sustainment operations conducted in Africa.

These exercises are the culminating events for the ‘certification’ of forces, activities which nominally confirm the readiness of forces for potential operations, but they also reflect the preparedness culture of a military. Too often do these events miss assessments of the components of logistics readiness –  matters which are difficult to assess properly without time and resources. Instead those interested in preparedness look towards models to make the best judgements they possibly can about logistics readiness, or establish preparedness cultures that shape how logistics readiness is considered. This article examines a scant few of the ways preparedness might be considered, and some of the logistics readiness challenges that flow consequently. These problems can have significant operational consequences for deploying forces. It will do so be examine two preparedness methods in particular being those concerned with force availability and those with force employment.

In supporting continuous operations for nearly two decades many Western militaries have adopted a preparedness model which emphasises force availability. This approach advocates an adaptable, modular, force structure which offers strategic planners options for whatever operational commitments eventuate. It is usually executed within a ‘force generation’ model whereby different units rotate into different stages of readiness, thereby allowing for lead-up training and the allocation of resources to enable them to prepare. For example, the Australian Army’s Plan Beersheba, culminating with the standardisation of the force structure of its three regular brigades and the inception of the ‘Force Generation Cycle’, offers the contemporary joint force commander a broad spectrum of combat and support capabilities that can be task organised as required. It is an exceptionally useful approach for long periods of sustained levels of operational activity where the mission requirements are relatively well known and an effective organisational routine can be established. Furthermore, because of its routine nature the costs of maintaining preparedness can be more easily determined than other models.

The logistical complexities of this approach to preparedness are well known to the militaries. To employ a modular force structure properly, you must have a good sense of the ‘slice’ of logistics capability that is required per combat unit across all levels of the organisation and resource, organise and train this ‘slice’ accordingly. Determining what constitutes a ‘slice’ is not easy given the basic assumption of this preparedness model is that forces are inherently modular, structures changeable, and capabilities scalable in terms of their size and capability. Yet if this ‘slice’ is not prepared and resourced adequately, force structures will be imbalanced, ad-hoc logistics arrangements will likely be required for operations, and the materiel readiness of logistics force elements will be compromised. It is unfortunately ironic that a preparedness model based upon force availability is usually enacted because logistics resources are limited (and not just logistics capabilities) and require prioritisation. In this case, and as currently practiced in most Western militaries who are aware of the insufficiency in their enabling capabilities, the proportionally smaller number of enabling logistics resources and capabilities will be kept at a state of higher readiness for longer periods of time.

A second issue for logisticians relates to the administrative burden incurred in the constant variations of preparedness across the force.  The rotations of the usually limited fleets of vehicles and equipment, prioritisation of supply, and the changes in terms of the effort required to sustain and maintain combat forces in garrison as the preparedness cycle changes demands a high standard of logistical scrutiny. The greater the scrutiny required, the greater the managerial overhead that is needed. This scrutiny is not just a problem for the Services that may enact force availability preparedness systems, but other logistics agencies and units within the joint force that will be expected to contribute to the sustainment burden. Few Services would be able to provide anything other than a general overview of the many different Defence agencies and inputs, including support from industry with respect to maintenance of equipment or the supply of stores, that are ultimately involved in preparedness.

Exercise Predator's Run 2015

Ex Predators Run 2015 – an Australian Army certification lead-up activity. Photo by Australian Army.

Alternatively, force employment might be used as a defining methodology for preparedness; either complementing or divorced from the force availability method. This approach applies a range of arbitrary decisions on a preparedness scenario, and is thus a gamble on the future. The choice of scenario can be defined by strategic events or problems, or to enable a specific operational response such as a strategic mobility goal or a notional operational ‘type’. The former approach is a staple in forward planning for militaries, being practiced every day through exercises and training, and considered in concept planning and experimentation. It enables detailed logistics planning to occur, supports the tailoring of forces including the requisite logistics capabilities. For the logistician, planning is simpler as many predictions relating to distance, demand, dependency, destination and duration can be assumed and with greater confidence. Furthermore, it allows for the development of logistics processes that are suited to the required rates of effort and throughput.

There are obvious risks in developing logistics systems to suit discrete activities and distinct operational scenarios. Although planners may have a good sense of what the future might entail, it is impossible to have a perfectly accurate vision of future warfare which enables an efficient and effective logistics system to be developed. The establishment of an efficient logistics system for one scenario may be viewed as a significant compromise when other problems are considered. The same applies for logistics readiness. Nor is practical to do what most would like to do; prepare for the most severe event (such as near peer conflict) and develop a robust and adaptable logistics system that meets the challenge. This is prohibitively expensive in a time of peace as it requires the development of huge ‘warstocks’ and reserves, large logistics units across the joint force and a ready industrial sector that can quickly respond to military needs. Compromises are commonplace with this form of planning and while we might find combat forces are being rehearsed and prepared for certain contingencies, logistics capabilities are left relatively undeveloped and at lower levels of preparedness.

There is another form of scenario-based planning that is highly useful for drawing out logistics readiness problems that may otherwise lie hidden; to incorporate strategic mobility goals within the preparedness model. Rather than only identifying what forces might be available in a certain space of time, this approach considers what time a force becomes fully combat effective in an operational area. This naturally requires planners to have a good sense of logistics readiness because such readiness directly translates into a reduction in the time taken for combat forces to be effective. An example of this approach, as discussed in ‘Adapting Atlas: the cost of combat power part two’, is the US Army’s Stryker capability, a capability originally based upon an objective to deploy a Stryker brigade combat team anywhere on the globe in under 96 hours. Mobility-based preparedness planning is useful for logisticians because it forces planners to consider the most logistically challenging phases of an operation – typically the mounting, deployment and early combat operations phases – as well as the movements and transportation of forces. Given transportation is often the most major limiting logistics factor on the conduct of operations, considering it as the means of achieving a mobility goal is highly important to producing realistic conclusions about force preparedness. Nonetheless, the usefulness of mobility objectives in planning suffers from the same problems afflicting any other form of scenario-based preparedness planning.

Militaries will define themselves on the basis by which they structure and prepare themselves, but they nearly always combine preparedness methods. For example, the Australian Army applies a ‘force generation cycle’ but also requires its ready elements to be prepared for a certain intensity of combat, and other elements on a force availability basis for domestic contingencies. It is unlikely that there will ever be a different situation.  Unfortunately for logisticians this approach to preparedness makes it difficult for militaries – especially at the strategic level of defence forces – to achieve a high standard of ‘logistics readiness’. Different approaches create complexity, and complexity challenges logistics systems that depend on certainty to be efficient and productive. It therefore becomes crucial for planners to understand what risks are being accepted in taking this approach, as it is equally important for them to focus upon those aspects of logistical readiness which will offer future commanders the most operational options.

What are the consequences if they do not? Firstly, the requirements of commanders across the military may vary thus confusing requirements and the mutual understanding between logisticians and commanders consequently. Secondly, it disrupts the logic which prescribes the right balance between logistics and combat resources and elements. Thirdly, it increases the quantity of policies and plans required to enable effective and efficient logistics processes, as well as making it impossible to establish the most efficient and optimised logistics organisation. Varying requirements make the allocation of resources to achieve materiel readiness difficult, especially in cases where numerous combat capabilities are afforded high priority. Finally, it makes it especially challenging to exercise and assess the logistics system when there is little certainty as to most important preparedness requirements. This issue exacerbates the issues generated by the avoidance of exercising logistics-intensive activities in many military exercises. In sum, logistics readiness is compromised, as is the preparedness of the entire force.

If militaries were exceptional at preparing themselves for war, we would not see the chaos and confusion that characterises the outset of conflict repeated throughout military history. Instead, a high standard of logistics readiness would ensure sustainment problems were addressed swiftly and effectively. Logistics friction would be non-existent. There would be no ‘logistics vacuum’ whereby the quality of sustainment degrades significantly immediately after war begins and until logistics forces can reconstitute. The fact is, however, militaries have been given a hard task in preparing for war. Every option taken in preparedness planning has connotations for logistics processes and readiness, and not all outcomes are positive. There is no obvious solution to logistics readiness until just before the first shots are fired, and much of the uncertainty is removed from the planning equation. By then, unfortunately, the die is cast and outcomes are set. At this point the question becomes ‘how resilient and effective are our combat forces actually going to be because of the logistics readiness that was achieved?’