Supply ships are increasingly vulnerable. Navies need numerous small and remotely controlled or autonomous vessels to move material through the most dangerous part of the delivery chain, between large ships held at distance and forces at the tactical edge.
This is not a future problem. It is already visible.
Recent conflict and instability in maritime chokepoints have shown that low-cost systems such as drone boats, aerial drones and sea mines can disrupt or disable large vessels and threaten global trade. These capabilities shift the balance: large, concentrated logistics ships are now high-value and increasingly easy targets.
In a contested Indo-Pacific, big supply ships will be exposed well before reaching the shore if they’re operating within range of persistent surveillance, long-range sensors and AI-enabled targeting.
The problem is most acute in what’s been called the last mile, though it has usually somewhat more than a mile long. It’s a good deal longer now – perhaps 1,700 km or more. Traditionally, the last mile referred to delivering supplies from ship to shore under fire, often with degraded communications. Today, persistent surveillance, low-cost guided weapons and precision strike have expanded the risk envelope. The last mile is no longer a short dash. It is a contested, continuously observed and broad stretch of water.
This demands a shift in how logistics is conceived and delivered.
Rather than concentrating capability in a few big ships, sea logistics must become distributed, low-profile and resilient. Smaller vessels, operating with varying degrees of remote control and autonomy, can move material in a way that complicates adversary targeting while reducing risk to personnel.
Indeed, what’s needed is use of the whole spectrum of hybrid, remotely controlled and autonomous operations.
Hybrid crewing (in which ships combine human crews with AI and autonomy) offers immediate advantages, improving efficiency and reducing crew cognitive load even on ships that haven’t been designed for such operations. Remotely controlled operations allow the most dangerous phases of a mission to be conducted without exposing crews. Full autonomy will expand over time, enabling persistent, low-signature logistics operations in denied or degraded environments.
Importantly, this does not require waiting for a new fleet.
Australia is capacity constrained in shipbuilding but not in access to vessels. Commercial craft, workboats, decommissioned naval ships and other vessels of opportunity represent a latent logistics network that can be rapidly adapted.
Converting such craft would mean fitting software for autonomous or remote control that works with existing hardware. My company is working on such systems, as are others internationally, including Ocean Infinity in the United States and Britain and Kongsberg in Norway.
The need is clear. The Royal Australian Navy has formally stood up the Maritime Autonomous Systems Unit, taking a key step towards a more integrated and highly advanced, technology-enabled future force.
Software-defined autonomy enables existing vessels to be retrofitted and integrated in days, not years. Using them allows Defence to scale capability quickly, test concepts in realistic conditions and evolve doctrine alongside technology.
Globally, navies are developing hybrid fleets that integrate uncrewed maritime systems into operations. The Royal Navy’s first sea lord, General Sir Gwyn Jenkins, has called for hybrid crewing as a strategic priority. Broader interest in hybrid crewing and autonomous maritime systems is growing rapidly across allied nations, including Japan, South Korea and the United States.
In early March, the US Defense Innovation Unit issued a challenge for Autonomous Low-Profile Vessels to resupply units spread over wide distances in contested littoral environments. Autonomous systems are being deployed for mine warfare, surveillance and logistics, and concepts have been proposed for crewed vessels that would operate alongside uncrewed ones, possibly controlling them.
In Australia, the acceleration of landing-craft programs reflects a renewed focus on littoral manoeuvre and distributed sustainment. The next step is to extend this thinking into autonomy-enabled logistics, particularly in the gap between ship and shore.
A distributed fleet of autonomous and remotely operated vessels presents the enemy with a harder targeting problem. Instead of a small number of critical ships – targets – it faces many low-signature, adaptable ships whose routes and behaviour might constantly change. They can operate with reduced reliance on (detectable) communications, using onboard sensing and alternative navigation methods in degraded environments.
They also change the cost equation. Smaller vessels that do not need to support a crew can be simpler, cheaper and more numerous. Losing several becomes tolerable.
However, technology alone is not sufficient.
Doctrine, force design and regulatory frameworks must evolve in parallel. Logistics must be treated as a networked system, not a platform problem. Training, assurance and command structures must adapt to hybrid and autonomous operations. Partnerships will be essential to scale capability across the Indo-Pacific.
By using vessels of opportunity, software-defined autonomy and a phased approach across hybrid, remote and autonomous operations, Australia can rapidly build a more resilient logistics system suited to contested environments. This is not about replacing existing vessels or systems, but augmenting them, providing options and reducing risk.