tv Politics and Public Policy Today CSPAN August 26, 2016 12:53pm-2:54pm EDT
we have more presidential debates tonight on american history tv here on c-span3. beginning at 8:00 p.m. eastern, the first debate of the 2000 general election between texas governor george w. bush and vice president al gore. then we'll show you the town hall debate from the 2000 presidential election. and later a 1996 debate between president clinton and the republican nominee former senator bob dole. coming up this weekend on american history tv on c-span3, the abraham lincoln presidential library foundation published a book of musings by public figures and ordinary americans celebrating or responding to lincoln's gettysburg address. kohl the editor of gettysburg replies, the world responds to abraham lincoln's gettysburg
address reads passages from the book saturday night at 8:50 p.m. eastern. >> his presence resonates from the words he's written and the artifacts and documents that he has left behind for our posterity. he was a simple, yet deeply complex man, who looked at complex issues plainly and purely. he accepted and spoke the truth. many believe lincoln transcended all other presidents to have served before him, and since. his great american story has reached and continues to reach across borders and oceans, races and religions, politics and party lines. >> then, at 10:00 p.m., on reel america, the march in washington, on august 28th, 1963, the u.s. information agency filmed the march on washington for jobs and freedom and proud a documentary for foreign audiences. sunday at 4:30 p.m. eastern,
this year marks the 40th anniversary of the nasa viking landing on mars. at nasa's langly research center, historians recently discussed the viking program, which landed the first u.s. spacecraft on mars on july 20th, 1976. >> the events surrounding the week of july 20th, 19 76 were incredibly exciting. when the lander landed, it was almost powered up, and the team had programmed in two photographs to be taken so that they could be delivered fairly quickly back to earth for the press to see and for nasa to be able to confirm that the landers had in fact landed on mars. >> then, at 8:00 p.m. eastern on the presidency, i had storians look at president harry truman's leadership and how he interacted with three prominent national politicians. then madeleine albright speaks with historian michael beschloss about harry truman's commitment
to public service as vice president and president. >> in his life, this is someone who should have gone to college, a great college, should have gone to graduate school, deeply wanted to, couldn't do it mainly because of his family's economic circumstances. and if there is one thing i think he felt strongly it was that when he became president, he wanted to help others. one of the ways he did that was to strengthen the community college system. >> for our complete american history tv schedule, go to c-span.org. the head of the navy's air forces, vice admiral mike shoemaker, spoke recently about the future of naval aircraft. he talked about the f-35 fighter jet, unmanned aerial drones and cockpit oxygen problems in naval aircraft.
good morning, everyone. welcome to csis. i'm dr. kathleen hicks, i direct the international security program here. and it is with great pleasure that i'm introducing this morning's event on the future of naval aviation. before we begin today, i'm just going to give our usual safety reminder on our precautions, we feel very safe and secure in our building, but should a fire alarm or something of that sort go off there is doors behind you in the audience and, of course, to my left and right there are exits for the back of the building. so you just make sure that you're paying attention to csis official who will stand up in that case to lead you through the room. the maritime security dialogue is a product of csis and the u.s. naval institute coming together to highlight the particular challenges facing the navy, marine corps, and coast guard, from national level maritime policy to naval concept development and program design.
we're very fortunate to have this series sponsored by lockheed martin and huntington ingles industry. and we'll be focusing on the future of naval aviation. our discussion is with vice admiral mike shoemaker who is commander of naval air forces and commander of naval air forces u.s. pacific fleet in the past. and the event will be moderated today by vice admiral pete daly, the ceo of the u.s. naval institute. my job is to get off the stage so they can get on the stage to begin the discussion. so please join me in a round of applause for our speakers. [ applause ] >> thanks. pete, thanks for the invitation to come back and do this, to ccis and naval institute, lockheed and huntington ingles for sponsoring. great crowd, great turnout. last time we did this a year
ago, i was up here with admiral preer. i look forward to coming back and having an opportunity to talk about a couple of things today. i've been an air boss for about a year and a half now. and it has been an honor and privilege to serve in that capacity. most importantly as we all know and if any of you are wearing uniforms are clear the people you get to work with, the folks doing the heavy lifting day in and day out, if you look at cno, our naval design, corps attributes, the initiative piece of our quality and talented folks, they truly embody all of that. and roll in the toughness as well. they continue to be, i think, our asymmetric advantage, our people. we can talk more about that. we'll talk future of naval aviation. what i would like to do today, i'll talk for maybe 20 minutes, if that, hopefully, get through quickly -- i'll talk about the where we are today, across the force, across the fleet from a demand perspective. then focus on the future platforms as we move forward. i covered a couple of those, you
know, last time here with general davis. really focus on three that f-35, the mv 22 osprey, working a couple of different things on that's two platforms and mq 25. our unmanned carrier launched air vehicle. then i'll talk about the challenges. if we get to that, that's really some readiness challenges, working across the force, my concerns. then get to questions so we can get to what is on your mind. look across the force today, in naval aviation, we remain in high demand, not just naval aviation, but navy in general. i think that's -- it is because of the value, the relevance and the -- what we bring to our combatant and fleet commanders around the world. we're delivering combat effects now in the middle east. we have been doing that for the last 15 years. we do it very well. few months ago, we had four carrier strike groups. harry s. truman, air wing 7, turning it over with eisenhower
and air wing 3. in the western pacific, john c. stennis and we're operating outside the first island chain. that's first time in a long time we had two carriers operating together and one dedicated deployment to the western pacific, not going through the pacific to the middle east. that was significant. so four carrier strike groups operating. and then we have three more in workups at that same time. today we have got truman is home, stennis is home, eisenhower stands to watch in the north arabian gulf. reagan is getting ready to get under way for fall patrol. and then vincent and bush in the next to go. they'll be out the door here in a couple of months and then follow by nimitz not too far after that. george washington is under way now off the eastern coast and i'll talk about this in a second, doing our third developmental test integration with f-35. that's going very well. in addition to the carrier
strike groups, look at the expeditionary forces, squadrons and depatchments around the world. our helicopter detachments, vaq, single squadron. it is not just carrier strike groups. they provide that visible for deployed presence and deterrent value that reassure our partners and give our leaders options to respond quickly if needed. look to the future of naval aviation, you know, i think it is very bright. there are some challenges near term, get to those at the end. i think in the environment we're in, our resource sponsor have done a great job in transitioning each of our platforms. so in every community, except for two, hm, countermeasures and in our e 6 bs that fly and
provide nuclear command and control and communications missions set, those are the only two looking to sustain in the near term. everyone else is in the middle of transition. as i talked about last time, the growlers are complete in their transition. they -- as the marine corps faces out of there last prowlers, they'll be the only airborne electronic attack we'll have in the dod inventory. they have been -- we have got some of those capabilities, f-35, electronic attack. you look at what is -- they have been operating in joint exercises, and up in alaska, our joint partners clearly value the contributions of that growler. what it brings to that flight. they remain in high demand. then we bring on next generation jammer, makes it more formidable as we work in the electromagnetic spectrum. i talk to helicopters through their transition. we did it this year. the last transition, their
complete. i said before, they're very potent combination as you fly them in the carrier air wing for the surface warfare mission in and around the care yes, close in defense zone. you partner those romeos with p-8s, good job in warfare environment. as we go by hawaii, each of our deployments, those platforms operate together against our own forces as we practice. those submarine commanders say it is very difficult to penetrate, get in to the high value. they're doing very well in that environment. the east coast is complete. the fall starts their transition with vp 4 to hawaii later this year. they're in their second year of deployments. p-8 in the western pacific. we focused on delivering the new platform. operating europe and first detachment in bahrain recently. they're doing a very good job as we prioritize to those aors that
need maritime domain awareness. they're doing a good job following the p-3. for the e 2 ds, they're not as fast as i with like, but we're moving in the right direction. we had one complete deployment on theodore roosevelt. and then we'll move that squadron to japan early next year. that's again -- that will make air wing 5 in japan our most capable, pushing our most capable platforms and -- to the western pacific. much has been talked about with e-2s and new sensor suite. that platform will be the quarterback, essentially, for the air wing of the joint forces. but, again, also seeing some very significant overlay improvements as the airplane flies in conjunction with the air wing. legacy f-18s, we have five left. general davis has more on the marine corps side. like the marine corps, have some
readiness challenges as we try stretch them yopd thebeyond the hour life. we talked strike patterns over the years. we'll continue to do that as we sustain the platforms in the navy side and do the same thing for general davis. f-18s and s, the work horse of the force. the 4 1/2 generation aircraft, very perfect complemented partner for f-35. we get that platform in the fleet. importantly modernized, so we keep them up to speed, keep it relevant. as we see, look out 10 to 15 years, they'll make up three quarters of the strike force in the air wing. i've been advocating for more. i look ahead to when the platform will reach its service life of 6,000 hours. we have to plan for that service life extension, take the lessons learned and make sure we do that
right. we keep them relevant and part of the air wing moving forward. i watch utilization across the force flying forward deployed and track that closely. but we're putting hours on that part of the fleet. we have got to ensure we get that service life extension right. we shift into unmanned. flying fire scout for a while now. just finished their initial deployments, partnered with romeo and sent them out with sierra helicopters partnering with fire scout. learning curve is very steep as we integrate man and unmanned and bring the maritime isr capability to our lcs fleet and use elsewhere. unmanned wing for our p-8, three air vehicles testing at pax now. that's progressing well. we expect our first orbit in the western pacific in 2018. mq-25 stingray. our carrier based, evolved over
time, from u class, a while back, call it c bar for a little bit, now into the -- i think we got to mq 25. we finished our final concept following that. rfp went out to industry. those are back. we're looking at the -- where the trade space is. there is a tanker study. tanker trade study that dod commissioned and to get at the design of the two mission sets we think that airplane will do. the tanker piece mission tanking i think is its priority focus there. and certainly intelligence, surveillance, reconnaissance, a gap we need filled on the carrier there. as i talk to the industry partners, i realize there is those two platforms, two designs to do one of the other mission sets alone are different. you drive a high endurance probably not a lot of fuel, very efficient large wingspan efficient platform for the isr, if you're a tanker at range, you got to be able carry a fair
amount of fuel internal to the platform. that drives a different design. the industry is working on it, we have done the same analysis. where that sweet spot both of those missions to be able to give mission at range, number of hoses required, how big that platform will be on the ship, a key attribute, spot factor, on the carrier. how many people take to run that deta detach. a way to go there, but we need to get that to the fleet as quick as we can. start learning about that manned, unmanning teaming and integrate that into the air wing. i'm encouraged by nav airs to accelerate that process. we need that isr to the fleet soon. f-35, i mentioned gw at sea with the dt 3, our third and final developmental test going on now. our squadron, our frs was just out there on the ship.
they qualified i think six pilots. maybe a few more than that. test pilots going now. we have got about 100 traps they flew out on the gw and of those, 80% were three wire. i say that because there is some unique things that come with f-35, i'll talk about in a second when we talk magic carpet and delivering capabilities to rhino as well. we have a couple dozen down in eglin, move to stand up the frs, va 125 and the first squadron position late fall. ready for late 18 is what we're planning for. right now we're working through some challenges with operational tests. but we'll be ready, everything is on track from a training perspective to be ready to accept and declare the f-35. the big concern is the software. that has to happen. part of the calculation. the j-post is working it hard.
i'm confident we'll get there. understand what that really brings from a capability perspective. flying with rhino and growler, we understand the observable penetration capability, but look at the ability to fuse data, put it all together, active and passive sensors, share that with other platforms in the air wing and joint force, long range combat i.d., where the view value will see in f-35. we did learn it passed beyond the boundaries of that range up there. both air space and electromagnetic spectrum. have to push that training, ability to practice the high end mission sets to the virtual and constructive world. we have done that with -- we broke -- we have just now completed an air defense striker facility, we run about four different integrated air defense, exercises with surface ship counterparts, super hornets
and e 2 ds. we'll expand that to all of our fleet concentrations. i mentioned the number of three wires. this platform comes with the delta flight path capability. similar that we'll put into our super hornets with magic carpet. talked a lot in the paper recently, as they work for the bounce period, the time on board gw, they practiced in pensacola called choctaw. they were landing in the same spot on the runway every time, tearing up where the hook touches down, same spots. we realized we got to either fix the runway now or adjust, put variance into the system. that's how precise this new system is. we bring it to supermore n horn magic carpet, that will give us unique ability to work up and expend the number of sorties in
terms of bouncing. it will change the way we operate around the ship given the majority of the force will be rhino or growler. in terms of number of tankers up, both daytime and nighttime, that will give us a lot of flexibility in the air wing. i think that will shape a little bit the discussion on mq 25 as well with maybe reduction in the overhead requirements, but still needing the ability to tank at range. last platform in transition is the -- from our -- to the osprey, we just finished up two weeks fleet battle experiment out on the carl vincent. running the operation like we would on deployment. very successful integration into those operations. we flew our c 2 pilots in the jump seat each of those events going out, watched osprey operate, very excited about the opportunities this platform will bring to the air wing. and then as we got on board, the air boss and handler, all
excited about the way they can use that integrated into our -- and make that the future care on board delivery. that's a good news story and how that worked up. how they worked up. ford will be working through hopefully the trials here in late fall, early october, november, and then deliver. working through the testing pieces now, propulsion plant, combat systems, integrated flight deck, few concerns with new technology on board, but i think in first -- not unusual for first of class, and i don't think any are insurmountable. you'll get to see operate during the trials, do a post shakedown period after that, couple of different independence steam exercises and get into a post shakedown availability. then again her real operational test in integration. eventually deploy in 2021. i think we could use her sooner, talk about the number of
carriers we have got now. but got a chance to tour her a few months ago, and i can tell you the ship has come to life. i look around the flight deck, the design, the layout, the way we intend to launch recover, spot, arm, rearm, refuel, much more efficient than this class. i'm excited about what that brings to the fleet. look at the self-defense capabilities, combat systems on that platform, the survivabili y survivability, all good things, quality of life for sailers, look at the way we take care of them, very, very good news story there. like all of our carriers with a 50-year life, the value of nuclear power i think will get us the opportunity, lots of space available on board for ordinance, storage, fuel, et cetera, and to bring the endurance and flexibility that all of our carriers bring. like you've seen in our history here, it will continue to evolve with that air wing over time. we have ten right now. i have one in rca awaits the
mid-life refueling overhaul, one in a docking availability, one up in japan all the time now, so really seven to meet 2.0 demand for pacific and either ucom or centcom requirements. with 4 to 1, we're short. last thing for the future stuff, i talked platforms. that's key we have continued to -- those transitions. but there is sustainment that has to happen with those. then the weapons, the sensors and probably most important the networks that have to be all part of that future air wing as we link it to the other. weapons and development bring us the ability air to air surface to extend the reach of the air wing well beyond our air wings of the past. and i'm confident that what we're delivering, working on and in '98 will give us that. long range i.d., i.d. at range, service and air context. that's where the sensors and integration with manned and
unmand, joint space, all des moines domains and share it together. they'll be key. those networks to building that battle space awareness to assure we can command and control the forces forward and then the most important pieces coordinating integration fire. all of that done through a very robust and common network technology. okay. i've probably gone a little bit too long here. real quick, i mention the two challenges and we can get to them in questions if you would like. it is really the ability to generate readiness. i mentioned demand signal, supply of our forces is not sufficient to meet the demand now. i think in terms of recovery readiness, that's our number one priority inside the naval enterprise. the biggest challenge of the budget pressures, fiscal
uncertainty of the world we're in now, and being able to prioritize that -- both the future capabilities with the wholeness of the current force. and it shows in both sustaining our aircraft and our carriers, which are coming out of maintenance a little longer as we continue to operate them forward. in the recent past year. the challenges are increasing, and the funding is decreasing. davison went back. he went to the hill, testified with four of our major commanders about readiness challenges across the force. representative forbes had a statement at the beginning of that testimony. and said, we're not currently providing our navy with the resourc resources. i couldn't have said it better than that. i'll leave that as the encapsulation of our current readiness challenges. i look forward to the future of naval aviation is bright. but we have to work through the fiscal uncertainties in the near term readiness challenges. as i look across the force, i
said though we're accepting risk in some of the parts of our fleet response plan, the early maintenance phase and probably come coming who home from deployment, those forces that are working up and on deployment have what they need to do the job required as they go forward. i couldn't be more proud of the way the sailors are operating at sea around the world today. so i'll stop there. and be ready for any questions. thanks. [ applause ] >> okay. well, thank you, admiral, for that speed definition of where you stand. it was very comprehensive. you know, one of the things that -- one thing that comes up all the time is carriers and a contested environment. and there has been a lot of discussion but there is i think agreement on a few points. one is that the enemy, the near
pure competitors, and their ability to muster anti-access area defense denial is increasing. >> right. >> and especially in certain areas of the world, they bring a bigger capability, also seems to be agreement that in the near past we have been operating in a fairly permissive environment. it allowed us to do things more easily, we could take up some of the slack just because of what we were being asked to do. now there seems to be agreement it changed. can you talk about that, and in addition talk about the fact that maybe that is just is vulnerable and the aircraft and the reach and the composition of the air wing for the task at hand. >> this is very much in the news and the discussions as you go back and forth about the vulnerable of our carriers. i'm confident with what our
resource sponsor has been doing with our platforms and the weapons that will bring with the platforms and sensors and networks. mirror that up with carriers and the strike group as a whole when it goes forward. i'm confident we have in an unclass environment to talk about the ability to create the -- to maneuver in a contested environment, create battle space to do what we need to do, maneuver again and operate not with impunity, but with awareness of the risk that is out there. i often see the lines of the df-21 drawn on a map. we give it a piece of -- of 1-0. that's a long kill chain. we have lots of things we do to disrupt that from all angles. and final piece being what we do to defend it and make it hard to target. admiral swift talks about this a lot, in his environment, if you're not maneuverable, you're
not relevant. as i look around the force and how we operate and how our strikers and commanders, how they practice and operate in that environment, i'm confident we'll be able to do as i described. create the sanctuaries where we need to operate. if i had a son or daughter, you know, in the navy right now, and someone said is it safe to be out in that environment, i would say if the place where they're -- i have no problem with them being on the carrier, very confident that they're in a good spot, because of the ability to maneuver, the things we're practicing, the capabilities we're delivering in the integrated air wing ship and strike group moving forward. >> how about the air wing itself. you talked about the good place that you're in, with those two exceptions, where you're introducing that new type model series, and is there any rethinking about the capabilities inherent in that -- in those aircraft and the air wing that that makes up, any
rethinking there, do you think we have got it right in terms of capability and reach of the air wing? >> i think as we -- we have what i talk about today, we have -- that will be the air wing as we intercept 35 with what i laid out, 35 and mq 25, that will be the air wing of 2025. and i see it compositionwise fairly similarly to what we have today. i mentioned magic carpet, that will give us some opportunities to maybe bring on a few additional growlers, give up a few of the -- just the numbers. right now we can figure between 6 and 8 tankers on the ship. i don't think we need to do that many of our -- i think it will give us some flexibility and strike fighter numbers, increase the growler numbers which i know we need to do and probably e-2 d as well. we need to get that to the fleet as soon as we can. so that whether -- however that looks, start that manned,
unmanned teaming, learning to operate unmanned in that environment, look for other ways to take advantage of that with other technologies that are out there. but i think from just the pure platforms, you know, as i look to 20, 25, and little bit beyond that, the composition is good. the weapons that we're delivering i think give us that expanded reach when you fly out to the ranges and maybe even do some refueling, but out to the range of our platforms, and then add on a missile that gives us the ability to touch something, well beyond what we did in the past. and, again, the key piece is the long range combat i.d. >> thanks. so you mentioned the challenge, one of your challenges is current readiness. and didn't dispute congressman forbes' statement but didn't endorse it either, you just said i think he's probably right. >> i think he's got it right. >> if he is right, you know, you hear a lot of stories that remind at least me of the 2000
time frame. we had the whole thing that got the naval enterprise going, maintainers, swapping engines, leaving the navy. we were in a dive. now, today, you hear stories about 70%, like the one quote from the marines, 70% of the aircraft they had on the ramp were not flyable, not ready aircraft. you get a sense at the operational level of maintenance and the depo level that the maintainers are overwhelmed by the situation. what gives here. do you think we need a new approach it that that might involve bringing in different help, maybe the original aircraft manufacturers, teams or also from the aspect of slip and slap, do we need to revisit
those strategies? do we have it right? >> we learned a lot in the strike management inventory journey. in the main lines of effort you mentioned them, depo production, to get the airplanes beyond the service life. that happens on a regular interval. then there is a opportunity to tap into oems to help us in terms of flight line repairs, in service repairs, things that can't be done by o level squadron maintainers. that's a great story in the f-18 world because we have dedicated teams in each of our main concentration areas. beaufort, oceana and la more. that's another line of effort. the supply piece is always in the news. general davis talks about it. very much engaged with the leadership up there, the things that john ewan and paul just
left, duke hines came in as our -- he does weapons systems support. he and his team up there engage in leaning forward with obligational authority, working with oem to find alternative sources for parts that we need. i think, you know, i mentioned general davis and i that things we learned from the legacy hornets, all the lines of effort were applied across our model series now. we briefed cno tomorrow on a third brief on a update on readiness recovery plan. the needles are moving, moving slowly, not as fast as dog or i would like. but i think -- i think we're -- i think we have the problem bounded and i think we have got the support we need in most cases from here in the city and then from our industry partners. >> if you -- i don't know how much you can share with us, but if you could -- you said you think you've got it about right, bounded, if you could change
something, would it be just resources, hours, people? more aircraft to fill the gap between hornets and f-35. if you could change a couple of things, what would that be? >> i think the first would be -- we have talked at length about this, it is the readiness enabler accounts, resourcing. we pay attention to the flight accounts. that directly translates into readiness. recovering from sequestration, we have seen that we -- we're not able to fully execute the accounts. don't have sufficient up air planes to fly. our risk is helping in the maintenance phase and coming back from deployment. what is required, there is -- if we continue to not fly that flight account, it becomes a
vicious circle. there are other accounts, ones that fund depo maintenance, ones that fund our contract logistics support, that pay for parts and the ability to get -- to buy ahead. those accounts and probably one of the key ones that is not a big investment, but air system support, gets at the emergent readiness issues on the flight lines with people and processes that allow us to nip things in the bud quickly. we dug a huge divot in every one of them. 11, 12, 13 all were years where we disinvested. so we're still trying to dig out of that readiness david that we dug. we're not there yet. those enabler accounts are critical. you mentioned buying more, the slap piece for super hornets, as we approach the first 6,000 hour
super hornet next year, we have got to make sure we got that right. we're partnering and working with industry. we're going to have to do that. but i think if we look at where we are from an outer reporting, we try to manage that. we got to keep that number down at a fifth maybe as our target. and so that's going to require both the accommodation of organic and oem support to do that. that's a big concern as we move forward. >> i'll open it up to the audience. i have to ask, i can't ask you about readiness without this one alibi, which is you see reports and since 2009 there has been an increase in incidents in the cockpit of decompression sickness and hypoxia. seems to be a significant safety issue. can you tell us where we're at? >> absolutely.
inside the enterprise, our number one safety item focus. we are -- so lots of things we're learning here. we have the engineers engaged at nav air, the smart guys working on ways to better understand both our on board oxygen generating system, we adjusted the warnings we get in the cockpit, adjusted the emergency procedures we respond to for the various scenarios. we have been out to the fleet to talk with the how to test -- how the maintainers work, test for the different failure modes. awareness to talk to the pilots. we have remote oxygen breathing device we practice. if we ever get in an airplane, you go in a simulator, practice degrading the oxygen so you get a sense of what it is like.
there are some contaminants in the system. we're trying to identify that. i think we see an increase in the reporting. i think part of that is tied to increase in awareness. guys are coming back. we said we don't -- there is nothing wrong with reporting this. we need to understand and make sure we understand all the failure modes. i think we're doing a good job of that. paul and his team work at fast as they can, including oems to get solutions. either some -- there is some scrubbers in the system that clean the air we use. we come away with a new design for that. that's coming to the fleet very soon. as quick as we can accelerate. full court press on this. it is our number one safety issue. i think with the awareness and the importance of just understanding the emergency procedures, when you comply with those, i think it is manageable. not -- guys aren't comfortable with where we are.
i'm not either. before we get to the engineering solutions, we have done what we can from an awareness, and emergency procedures in the fleet to be safe to operate airplanes. >> got it. when we have microphones, people raise their hand, i ask that you ask a question and identify yourself and we'll start here, this gentleman right here. >> thank you. john harper with national defense magazine. admiral, you mentioned some of the design challenges, regarding unmanned aircraft that can perform the tanker and isr mission. to what extent do you want the mq 25 or next generation aircraft to have stealth capabilities and to what extent does that further exacerbate the design challenges? >> remember back to u class, that was part of our initial
design, forum ans parameters we were looking for was survi survivabili survivability. i think fairly recently they identified a need for the tanking role. i think in the latest round of things we have not stressed the survivability piece. now, if you look at the way you're going to -- you would conduct mission tanking, you got to push something out ahead of everybody to get it on station so you can launch your other airplanes, get up there at range and tank. if you're sending it out by itself, the mq-25 and doesn't have survivability, make sure yo know where you're sending it. so it is not going to get shot down. the -- i think there is -- if you look at where we have been with the industry partners there, there is some shapes they have designed already that help in that survivability piece. if there is a way to capitalize
on existing designs, in what we come to in terms of the -- i won't call it a compromise solution, even though we have not said survivability is a key parameter, there is ways to take advantage of some of the shapes already out there. if it was going to be the old u class, use that to be our eyes and ears for the striker, you want that survivability piece, the stealth portion of it. an article recently talked about stealth tanker. those two don't go together. that's something we'll continue to work and probably evolve, that's why we need to get that to the fleet as soon as we can so we can start practicing, use it, integrate it with the air wing and figure out where it best fits into the -- into that support going into the contested environment. >> okay. this gentleman right here. >> scott, washington institute.
when the air force pivoted to unmanned isr platforms over the last 15 years, they have to solve new problems with training retention, force management. what is the state of the navy's pilot force and what challenges do you see coming over the next 10 or 15 years for them? >> specific to unmanned integration or across the force? >> in general and specifically if you see any challenges related to the growth for isr capabilities for the navy. >> let me start with what we see from a pilot perspective. a lot of discussion about air force challenges keeping pilots around. as i -- as we work very close we with folks down in milling ton and monitor the state of naval aviation, i think we're -- we don't have a shortage right now. we have come off -- we had a retention trend where we peeked at 2009. have come off that a little bit. we still have in our process, still have selectivity, clearly
of quality across the force as we move from officers to squadron cos. we're seeing at the initial decision point, when minimum service requirement is up, we're seeing the take rate on the bonuses that will keep guys around. that's trending down slightly. still in a place where -- in a good spot, but the trends are coming down a little bit. in the post command, command and retention, that's kind of peaked up and it has my attention as well. but there are some things in place that those are starting to trend back to normal -- watching very closely. but across the force this year and ahead to what we project for next year, we don't see a shortage in pilots. airlines mi s hiring, some challenges, if you're in a squadron, sitting for a long
time, you may not be getting the flight hours as your peers are. but i think across the force we're okay now, but i'm clearly paying attention to those key trends. as we move to unmanned, the way we have chosen in fire, scout and trydent is doing that when they put the detachments forward, the combination will fly both helicopters and the unmanned. it will come from the pa community to operate that platform. we'll manage sea shore rotation to do that going forward. still working on the mq-25 and how we'll integrate that, create a community or try and do that internal to a community like the e-2 community. isr, maybe tanking piece. that's one we're working through. unlike the air force, i don't think we'll be in -- where we
create an unmanned community and potential challenges that come with it. we're still working through those. that discussion in terms of mq-25. >> okay. this gentleman here in the midd middle. >> good morning. lucas tomlinson, fox news. there has been an increase in crashes in naval aviation in the past few years. would you call that a crisis? >> actually i don't like to call it a crisis. i go back ten years and watch the trends in naval aviation, overall trends are coming down. 2014 was not a great year for us. we had a rash of mishaps, we went two-thirds of this year with one class alpha. and then went -- we had three in the span of eight days. and as hard as it is to explain how we went two-thirds of the year with one, the same thing is with the three in eight days.
there is no -- as i look back at those, and then the last couple of years, trying to make a tie to readiness or proficiency, in every case that's not there, there is some other lower level mishaps, you know, ground related mismishaps, experienced levels of folks may play into it, but i look at the trends and a target that admiral davis has given each of the type commanders to get toward a target in 2020, from 14 to 15 to where we are today, or the trends is coming down. i wouldn't characterize it as a crisis. i get a question a lot do you tie it to readiness. i can't make that connection. there are other procedural things, crew resource management things, but not a direct tie to readiness impacts. i think because we're focused
very much on, you know, what i mentioned the challenges for maintenance phase and digging out of deeper bathtub, those quad rons are very proactive in how they manage risk until they're back up to a good level. >> here in the front. >> hi, megan eckstein. you talked about the issue of your pilots not having access to all the flight hours available due to lack of ready aircraft. general davis talked in pretty specific detail about how that is affect the different communities. can you characterize in more detail how those ready aircraft are affecting the different communities you have. >> so i just had a meeting two days ago with all of my community common doors and they update me on production and how the fleet squadrons are doing. they went -- i asked them to go back and give me a sense of where the in maintenance phase,
the ones most acutely affected, what were the pilots getting on average for flight time. and look across the force, two most impacted by the ready -- up airplane challenges are vfa and e 2 c 2. they were the lowest ones, but all of them averaging between 12 and 14 hours a month in maintenance phase. that's a little below where we're supposed to be, but above what we defined a few years ago as our tactical hard deck. not ideal. if that's the average, there are some down in the single digits and some flying above that. squadron cos are managing that. where general davis talked about some of his squadrons for a long time sitting -- they don't do the tiered readiness like we do, i don't think we're in the -- in the -- in that -- in that state, i guess, of readiness from that perspective. i watch that closely. i've been tracking it every
month i get the reports on the pilots, number of hours they're flying. right now, it is below what we target for maintenance phase. it is above tactical hard deck, and the risks that go with that. i think our squadron cos are doing a good job managing it. >> okay. over here on the right side. >> thank you, sir. reserve officer association. you mentioned recapitalization being 50% complete. does navy have intentions to recapitalize 62 and 69 or continue in the p-3 and if they continue in the p-3, i would be interested your concerns on the loss of that capability and expertise in the face of a rising china when the squadrons have to sun down. >> good question. i work with mike crane, the commander of naval air forces reserve. and that's one conversation we had with our resource sponsors back here in d.c. what do we do with 62 and 69?
they have been huge -- they participated routinely in forward deployed detachments. it is not in the plan now to transition them to p-8. they will be used as we finish the p-3 to p-8 transition on the active side to fill gaps and some of the key platforms or capabilities that they bring and will bring to the aor. but we're, again, in a perfect world, we transition those guys to -- unlimited resources, absolutely. right thing to do so we can build that active reserve transition or integration for that community. we are not in that position right now from a resource perspective. we're watching that closely. we'll need them around, i think, for a little while to still fly p-3s. if that's what we leave them in, they'll fly good airplanes.
but right now there is not a plan to transition them in the current environment. okay. >> this lady right here in the front. >> megan myers, navy times. so my question is in terps of the osprey, what are you doing to address some of the concerns in the fleet about its safety and also about its ability to carry as much cargo as the c-2 does? >> its safety record, i'm not hearing that in the fleet. earlier we introduced the osprey, some growing pains. right now the marine corps is playing it and it is very happy with its safety record, its performance. our guys saw the same thing as they were operating on carl vincent. if you look at the cargo inside, it is slightly smaller. slightly smaller than what you put in a c-2. a couple few less passengers. but the way you do the reconfiguring of seats inside
gives you opportunity to do some passenger cargo mix and quickly reconfigure we didn't have in the c-2. when we put in the package, it will be out at c-2 range, comparable. around 1100 plus miles for legs. so i think between -- so we looked at this pacifically during the fleet battle experiment in terms of capacity and cargo and i think though slightly smaller, it brings the ability to land to come out at knight. that was value added. so although we give up a little bit, people and cargo, i think the flexibility will be good. >> could you just elaborate a little bit on -- is there any surprises, you know, good, bad and others with the recent testing on the flight deck and
specifically could you speak to the impact of operating the aircraft on the flight deck and the ability to generate sortis.s >> the air boss really liked it, the nextability it brings. probably the one guy that had some comments is the handler. he's got to -- he's got to work the bring an airplane in between cycles. what we found is we learned how to do this, if you weren't refueling the osprey, you could get pack loads in and out in 20 minutes. land it in the l.a., land it after the one wire in the l.a., and you can't leave it turning for long, but we found both with packs and cargos we quickly as we learned how to operate it determine we could do that in 20 to 30 minutes. 30 minutes, little over 30 minutes with cargo, easily 20 minutes with passengers on and off. that's in between cycles. the big flexibility outside the
fly day is when you bring osprey out to the ship, do it day, night, but don't man up all the catapult and resting gear folks. it takes about six folks to launch and recover osprey, would take 40 to man up the ship to bring in the cot. that's unique operating benefits that come with osprey. the handler, there is a -- as long as we package the cargo in the right way, and take advantage of the opportunity to roll forklifts on and off, and there is lots we learned in the experiment, but we can make it fit inside, and really take full advantage of what osprey would bring. >> thanks. right here. third row. >> hi, austin wright with politico. are you pushing for the navy to continue buying super hornets after fy '18.
should that be taken as a rebuke to the f-35? >> first question, yes. i think as i look ahead to the -- to our ability to make sure that as we modernize -- do the service life extension on rhinos, and plan for a certain amount that we'll be at reporting to maybe get that year long process done to take them to the next flight hour milestone and we're working through what that would be. even if we can manage it at 20 or 25 or 30%, that will be -- we're still going to be -- we'll still accept risk to ensure squadrons have the airplanes they need throughout the frp. to do it all the way out until we're through the initial stuff well into the next probably 20, 25. that gives us -- we're utilizing rhinos now. i think that helps pay for the utilization as we hedge against the outer reporting numbers. it also -- that's a platform that we'll win to modernize and
as i said, i call it 4 1/2 gen platform as we pair it up and partner with f-35. not to say we don't want f -- we need f-35f-35 in the fleet as soon as we can get it. there have been some challenges, we've, a little bit behind timeline, as part of our legacy horn of challenges, but we'll get f-35 to the fleet. when you pair those two up together, i think they bring a very good complement from terms of if you call it a high-low mix. if my low part of the mix is super hornet, we're in a pretty good spot. >> over here. >> hey, justin with inside defense. i want to ask you about the next-generation fighter research and development projects. where does the navy stand in developing the requirements for that project? to what extent will you collaborate with the air force? >> so they're in initial, it's work that's been ongoing
obviously in the pentagon in '98, a resource sponsor. that's a brief i'll get when i go back tomorrow with admiral miller. they're collaborating. part of when you talk about whether that future platform will be manned or unmanned, the value of bringing unmanned to the air wing to the ship, to the carrier environment quickly and learning if that is key. i think that will help inform the future for that next-generation air dominance. there's, then you ask, would we partner with the air force? i don't know the answer to that. i know there's been some growing pains. we did the joint program for f-35. we started out with a lot of commonality. now i've sort of, i think we, as i look at it, deinvolved into three different platforms. but that's, and that's making life for general bogden, a challenge. there's benefits of doing that and probably when we can partner with the air force, we certainly will. where we've got to lock at unique capabilities for the
carrier environment, as replacement for our eventual super hornets, we need to make sure we're considering that as well. we've involved in it. i've not been involved heavily. i guess i'll get an update tomorrow on where we stand. to help shape that. but we'll be build on that, f-35, all the things we've attributes it brings, plus i think what we learned with the manned/unmanned teaming with the mu-25. other points here. right here. >> hi, i'm jack repowsky, unaffiliated. what about launch and recovery systems. how happy are you with what you have today? and how would you like to see that evolve over the next five to ten years. as a follow-up, do you want to see carriers get bigger or smaller? especially with regard to the launch and recovery capability. >> yeah. so what we have right now on our
nimitz class are very reliable. i think they're doing well. we've got new technologies, we're introducing on ford with the electromagnetic system catapults, we've operated those on ship power. done the dead load shots into the james river. that's going i think very well. the rest of year piece, that's a little more concern. there's some challenges working through there. unlike our legacy systems, we're operating with two different essentially feeders for the rest of the gear wired, water twisters, that rest of your cable is housed. and the challenges, of the software, airplanes land. insurance that we can have a recentering software for planes that land with a drift or off-center. when the block and tackle assembly did that for you a
little bit. with the new separate containers, if you will, that has to be built into the software to do that. they're working through that right now. i think it will eventually mature. it gives us the ability to launch probably a much, launch and recover much lighter apes and heavier airplanes. it allows us a little more trade space as we bring on new platforms, manned and unmanned. what i see on ford in terms of emols, working through some challenges, i think we'll be in a good spot. we have a proven system on our nimitz class if we need to fall back. >> we have time for one more question here, this lady in the third row. >> hi, with military.com. i know there's an osprey that made a flight with 3-d printed
or edited manufacturing parts. i was curious to hear your thoughts about the full potential of that technology and how the next five or ten years could change the game for naval aviation. >> it very much could and will. admiral grossclags updated the chiefs on that specific part and he they both chimed in. we've got to get there sooner faster and get to the point where we're bringing the cost down for that part. and admiral grossflags where they did this, he said we're not to the point where it's making sense you know right now from what it cost. it's still about you know, he said between eight and ten times more expensive to do it now. as we start to do it more often, he we'll quickly bring that cost difference down. this will allow us deployed on ships to have one of those printers or our am-fibs or
carriers and the ability to have that at our depots around the world to print as we need. pulling us away from the reliance on a much longer maybe a longer supply system. but tremendous capability and advantages of being able to do that kind of printing, we've got to get through that like all new technology it will be expensive up front. we'll start to use it and see where key can take full advantage of what that brings in terms of supply support. which is huge. >> well admiral thank you for your time today. i know your time is precious, it's terrific opportunity for this audience inside the beltway to get a chance to talk to you when you're here and to get your perspective, which is truly different. you're having to make it happen, and do a lot of not just future and planning activities, community management, but also the essential execution activ y
activities and hearing you talk about it all together was very informative. so on behalf of csis, the naval institute we thank you, we thank you for your time and we also need to acknowledge one more time our sponsors, lockheed martin and hentington engels, without whom this program would not able to be presented. so thank you very much. [ applause ]
>> if it doesn't have stealth characteristics, wouldn't it just get shot down in an a 2 ad environment? >> yes. it would so that's why i think you got to manage, you got to figure out what assets you have that help before you move into the a-280 or contested air space, somebody has to help understand what's out there. >> as i said, i think there's some shapes out there that give us a little bit of that and maybe as we look to operate and understand that integration better there will be ways to
bring in some more of that stealth at a later date. but what you describe is the concern i have. and how they operate that platform in a contested environment. >> so would you need platforms that can take out enemy anti-air capabilities? >> well i focus on a maritime kind of sea control initially the environment we would go into. that's now understanding where the high-end threats would be, talking ships now and how we track and understand where they are growler does a great job of helping us understandnd locate where those are. tracking is like sending a m-225, up in altitude, but still vulnerable, something has to help us as we move into that environment, this is why the integration of sub and service,
so you don't just push mp 25 out into some place where you're not sure what's out there. we'll build that sa across the joint force, certainly internal to the strike force. >> we got to go. sorry. follow-ups. >> i know you're running out of here. up next here on c-span 3, it's a look at the 2016 summer olympics, we're live at george washington university here in the nation's capital.
brazil initiative at the elliott school of international affairs here at george washington university. i know it's you know, dog days of summer and we're all going to orientations and receptions and so forth. but i think that for many of us that were mesmerized by the summer games in rio. we want a little bit more. so we're here today, to have a conversation, to talk a little bit about the rio de janeiro summer olympic games, what they mean and how they represent some sort of historical trajectory for the olympic movement. i want to welcome everybody here, to the elliott school and also i want to welcome the viewers of c-span to this event here at the elliott school of international affairs, too. my name is mark longevin, the director of the brazil initiative. a researcher here at the elliott school. very excited to play a part in building opportunities for students and faculty to learn
more about brazil, examine brazil and even attempt to explain brazil, if that's at all possible. and today i'm very excited. i don't get excited all the time. but i am very excited, because i was thrilled with the olympics. and i love rio de janeiro. and it's very exciting here today to have professor lisa naroti from the business school to talk about the rio summer games. but before i introduce her, i want to mention that for many of us that love sports, love the olympics, love brazil, and love you, it was a little bit kiss appointed to see a lot of the national/international media, really malign the efforts of the rio olympic committee and the city of rio, build these olympics. i know my students and i are in rio in june. we had a fabulous time. when we left rio, we had no
doubts that the biggest party on earth would be in rio and people would be very happy. and what we've seen is an olympic games held by the first developing democratic nation state in the world. i think that is something that some of the journalists lost track of. but i think we can correct that, at least today with our conversation. obviously we've heard about some of the problems in rio, which you can see very easy, because it's an open society and it's a beautiful place to walk around. so you can see some of the pollution in guanavara bay, and you can see the bottlenecks in the transportation system. and some of the poor housing in the favelas as well. but some of us who have travelled to rio or lived there in the past decades, what we've seen is a city under great transformation, that we're going to learn more about today from lisa. and it's stunning, the transformation for those of us that have been around rio and
enjoyed it for decades. i'm very interested in learning more about the details of this transformation. all galvanized by the 201mmxvi, xxxi olympiad. inspired by the efforts of the population of rio, including raffaella sill silva, who won rio's first gold medal. who is a resident of the poorest, most infamous suburban favelas in rio. coming out of difficult conditions, to be the number one athlete in her sport is a credit to what has happened throughout brazil in the past decades to create the conditions for brazilians to develop their individual talents. and merits, so we're here to learn more about that and i want to turn it over to dr. lisa delphi naroti.
master of tourism information program. associate professor of sport management and the author of numerous books and articles on sports management politics vounting the olympic movement. one just published last year. this year. soon? i would love to read a book on the politics of the rio games so maybe lisa can make that happen as well. or we can help her make that happen. here at the brazil initiative. i believe dr. naroti just stepped off the plane yesterday from rio so we can get a very fresh perspective from her. and very happy that she's agreed to join us today for this conversation. she's going to talk for about 45 minutes, share some information. and some visual images to help us understand the transformation of rio and the olympics. and then after the 45 minutes we'll open it up to questions and comments, okay? thanks.
>> obrigada. thank you very much, mark for the opportunity to be here today and to share my insights and experiences, having been just three weeks in rio de janeiro for the olympic games. i arrived july 28th, and we had some research to do, leading up to the games for the international olympic committee to see what was actually delivered versus what was promised. and then during the games, we were also looking at the utilization of all the different spaces. but i, in addition to that i had, we were with 30 gw students, doing this research and we were also on a lecture series as well. meeting with everyone from ioc members down to volunteers and really understanding how the management and marketing of the games had the opportunity these were my 18th consecutive olympic
games, winter/summer and the 14th time that i brought gw students to go behind the scenes and better understand both the positives, negatives, all the social political economic impacts of this major event. and it really recently cnn did a, a piece summarizing the brazil games and they said that the olympics still have meaning in the world. you look at kind of the recap of the challenges, the wins and the losses and the sportsmanship and there's, the positives outweigh the negatives. we all heard about the lead-up of the doping scandal in russia and some of those challenges. the olympic movement still has to overcome. many of you i'm sure critics of the olympic movement about how
much money it cost to host, and i must say that the research that we're doing, is aligned with the agenda 2020 of the international olympic committee about how can we reduce the scope and make the games more manageable, but keep them as special as they are. for any of you who have not had an opportunity to attend the games. it's hard to explain the magic that happens in a city once the games begin. i know many of you felt that the rio had overly harsh criticism. the lead-up is negative, negative, negative. london had it, terrorism was going to hit. it was going to be a police state. why would anybody go and see these games. it turned out wonderful. sochi, gw almost didn't let us go because of the terrorism threat. and i can tell you that's one of
the best-managed games. i'm not talking about the politics behind it or money spent. but in terms of the experience from a spectator, they were brilliant. it was the same thing, i kept trying to tell everybody. i've been to brazil a number of times in the summer, our summer. you don't see mosquitos, don't be so scared about zika. i know it's a serious thing. all these other, hyperbole that came about. let's get into it and hear how the olympic games impacted brazil and the opportunities moving forward. so the presentation is did rio win, scoring the 2016 summer olympic games. unlike many other summer olympic games starting in 2000, they had this monstrosity, monstrous olympic park that all the venue
were in one place. rio decided to spread it out amongst the four areas of rio de janeiro. and you have barra, which is the new area, where the city is growing. it's a suburb. more wealthy. you had diadoro, a suburb that is underprivileged. and they had built some venues there for the pan-am games and they said let's spend on the pan-am games, use what was there for the pan-am games and embellish it for the olympics. and they felt that since diadara, it would be the second largest park in brazil, since it had no green spaces. and it would add to the otherwise impoverished area. and then had you the machana, i have pictures of how the mayor of rio took that area under his
wing and redeveloped the whole area. and then you have the picturesque copacabana area. which i'm sure you saw all the shots from beach volleyball and the marathon and triathlon and it was just brilliant. so let's look at the olympic budget because i know everybody's heard sochi was $50 billion and you know, london was beijing was 40 billion, sochi at 50 billion. london, was 12 billion and these figures are, are accurate. but in sochi, if you really looked at the figures. half of that was graph and they also had po build a new town. new railroad systems, new hotels, that was the whole picture. it wasn't just the organizing committee. the organizing committee was about 3 billion. so you have to put it all into context. i wanted to start off with this, so the rio 2016 organizing
committee wujt was about 2.25 billion. it was 100% privately funded. so the organization of the games. is funded through tv rights, sponsorship. ticket sales, merchandise and all that money goes to the organizing committee. and it's from the international sponsors which are the likes of coca-cola, visa, panasonic to the local sponsors, which is brodesco, amritel, some of the local companies, and then you have about 2.15 billion, which is 65% private and the matrix of responsibility is here. is the first one is just putting on the games. and the second one is including the construction of venues that would not be needed in brazil. if they didn't host the olympic games. so building the velodrome.
in the initial bid they were going to use old velodrome. when i first went there, when they first won the bid, i was like -- i think they just put this in saying they're going to use the old one because there was no way it was still going to be up to the standards that a velodrome needs. they ended up tearing that one down and building a new one which added to the costs. so 2.15 billion. building venues and infrastructure that related to the olympic games. and you have 6.25 billion. which are legacy projects. so that was the line for the metro. that was improving some treatment plants, that was other infrastructure, the port area. those are projects that government leaders, citizens wanted. but maybe they weren't going to be done unless they had the olympic games. because it put a timeline on it. we have to have these this done
for the olympic games, let's move it as you know, the line 4 opened four days before the opening of the olympic games and i was one of the first riders on that. and it was just so exciting. and then it was closed to people with credentials at first and then first day of the games, we were on a packed train and it was just so exciting to hear all the local people when they came out of the tunnel and they were in barra, they were like wow, there was this big gasp. and i was looking around saying you know, this is not about the olympics. this is about the local people and how excited they were. for now having mass transport, from one side of their city to the other. before it was just constructing, mass traffic jams and we could look around and see everybody in the traffic jam and here we were on this special train that delivered us to barra. so that's the legacy part.
and when you look at these big numbers at the olympic games, always ask the question -- what is the real figure needed just to put on the olympic games, what are the figure for those sports venues, and then what's the legacy part. i say let's amortize, the 6.25 billion over 30 to 70 years. how long is that metro going to be in place? how long is that sewer treatment plant going to be there? how long are those new improvements going to be existing? then when you look at the overall cost of the olympics, it brings it down a bit. when you also look at would that $3 billion to $5 billion of private money have come to rio if they didn't hold the olympic games. everybody says we should have built the $3 billion to $5
billion on schools. well you don't have the money if you don't have the games. so -- it's kind of like building a stadium. people say you know, $500 million should be put towards libraries. well the $500 million doing the national parks has been repaid and the city is still gathering tax dollars. there's a lot of misunderstanding about sports venues and events that i think need to be clarified. >> so really, the organizers of a rio 2016 had a vision. and they really saw these games as games of transformation. and let's discuss how that goes further. they wanted to be a responsible event with no white elements, the velodrome is a white
elephant, the plan is right now, there should be no other white elephants besides the velodrome. if everything goes correctly, the velodrome should be part of a south american training center, it will be owned by the federal government and run by the olympic committee of brazil. right now there's no olympic training center in brazil and south america. most south americans, latin americans pay and come train at the u.s. olympic training center in colorado springs. u.s. olympic committee makes money off of other athletes coming to our training center. so it's, it would be good if they implemented the plans, and one of my students i also teach in the international olympic committee masters program.
one of my students is the architect that has all the plans of reconfiguring the olympic park into this training center. so the plans are there. the issue now is there money to make it into this training center. and sustain it. that's where we're waiting to see. so they use a numb of existing venues. now the mary lenk aquatic center, i'm sure some of you only recognize that as the green pool. i've been to that pool five times in the last four years, it's always been perfectly pristine. i don't know you know there was a mistake, somebody poured the wrong toxins into the pool. it was just unfortunate mistake. and it's a nice venue, it was there for the pan-am games, it's going to continue. there was nothing wrong with the
pool per se. it was a human error, they put the wrong chemicals in. so again it's going to stay, it's going to be used. then we had all of these rio centro is the convention center, the brazil convention center for the world cup. the convention center was the main press center. international broadcast center for these games they were used for competition venues. and then you have lago stadium for copacabana. these were all existing venues that needed the olympic overlay. you put the look of the games, you put extra staging around it. you add lights, et cetera to make it up to olympic standards, then they had new venues. $1.35 billion. i think that has gone over budget a little bit. but the golf course is the first
public golf course in rio. they had two private golf courses, but no public golf courses, this is a legacy, they have a first tee that's starting. so kids from the favelas and other places can learn golf. and what i have heard over and over, it's inspirational, i guess they see golf as something, a wealthy sport and for them to put a golf club in their hand gives them hope. gives them something to strive for. i heard that we did a number of visits to the favelas through nonprofits there, ngos, who are organizing these sports-related programs for youth in the favelas. i want to talk a little bit more about these venues. so part of the olympic park is going to be return to the developer, who put up most of
the money to build the park. that was a public/private partnership. and again, i don't think this was explained well. in the media. so the government didn't put up all this money. they outsourced it to a private contracting company in exchange for them putting developing this park. they then get a piece of it back to build up residential. now with the economy, maybe that developer is out a lot of money now because i'm not sure if the economy is going to support their development. but that's the plan. that part of it was going to turn into an olympic training center and the other half was going to be a residential zone that has a nice park area. and then -- post use and reuse. so this venue here. future arena is supposed to be
divided into four different schools. so another slide i'll show you that the construction of the tennis facility was temporary. the future arena was temporary. the swim pools were temporary. they already have identified areas where these venues are going. so for swimming they're dividing that up. there was both the water polo and the swim venue and those are going to be to different states in brazil. where they needed a swim pool. so it's not going to be staying because they already have the mary lenk swim complex. is so i think the rio '16 organizers did a great job of identifying what was needed in their olympic training center and what venues they didn't need and moved those out. the three arenas are going to stay. they're strong, you saw that brazil had a gymnast and you
know they've never had any place to train. i was there when they had to, they used to train in the bottom of the velodrome. when the velodrome got destroyed to build the new velodrome. the gymnasts had to go find other places to train. now they're going to take over one of these arenas. they're strong in judo and the martial arts, so that's going to be also used in the arenas. the golf course i mentioned before, it will be both for tourism and for public use. diadoro park, is becoming one of the largest recreation parks. again we hope that they're going to have money to maintain the park and it's not going to deteriorate.
now economic boost. we've all heard you know, visitors and honestly, 80% of the spectators that come to an olympic games are locals or nationals. and in the 20% are international visitors, i don't think the tourism dollar to dollar is going to pay off the olympic games. but if you look at the economic impact of small companies and individuals, it does make a difference in their life. so 90 small companies will supply 552 orders, about $700 million, estimated revenue for small companies and then there are about 2,000 companies that are registered to be suppliers. but i want to give you this example. for the u.s. house alone, so the usa house is one of about 50 countries that have houses. ours was quite significant.
it's in sao paolo. they took over this school that's run by nuns. in fact the nuns were still living above the usa house. and it was from an event management perspective which i also teach. it was just amazing to see how run-down school could be turned into a beautiful hospitality area. and that took a lot of work. and they hired 700 brazilians, we're not going to talk about money and how much it cost. but they hired 700 brazilians starting in december to come in, paint, do carpentry. do seamstress, they had curtains hiding the upper level. wood workers, movers, flowers, security. so that was 700 brazilians employed by the u.s. olympic committee. during the games there were 48 hired to work at the store.
they went through a hiring agency and then 125 employed by the caterers. that was, i mean i can tell you, i think they had more caterers running around than they had guests, because we could identify them and our students were volunteered at the usa house, so we were very in tune with what was going on there. >> usa house fed about 300 people a day. it was open from 11:00 to 1:00 in the morning. there was a lot of money being spent there all the food you could imagine. rio negocio is an economic development organization, they focused on the world cup and the olympic games, trying to drive business into rio de janeiro around these megaevents. and this is what the estimates they provided was $2.25 billion
in investments by national and international companies. they were looking at how to bring in foreign companies into rio. 66 projects, monitored by the municipality agency. 16,000 new jobs is what they estimate. so tourism. for five years i've been traveling down to rio. well i must say my first trip to brazil was in 1988 as a tourist. and so i, i've seen it in 1988 and i can tell you that it's come a long way. and i just see it continuing to improve and the olympic games have given it that kind of extra boost to keep it going. but in 2011 i took 28 grad students down and the hotel costs were outrageous, we were paying about $300 for a double
room. we actually had to move hotels in the middle of our stay. because they didn't have enough room in one hotel and we had to move to another hotel. they just did not have the capacity. and when rooms are at a premium. at least nice rooms are at a premium. it keeps people away. the average daily rate in rio was the highest of the world for a hotels for a while. now that they've added nice hotels, a lot of room nights. the costs are going to come down. some people are going to suffer for a while. but overall it's going to attract tourists, because it's going to be more affordable. and also what's the tourism industry people are saying from rio, is that the argentines prefer to be in barra. and they're a nicer suburb and so they can move the argentines from coming to copa and ipanema and out to barra and fill up
those hotel rooms and bring in more of the m.i.c.e. groups, meetings, conventions, incentives and events. to the copa and ipenema places. so the individual tourists, move them out to barra, they have the golf course, they've got other tourism projects developing and they can put more of the meetings and businesses down in the center. i'm still a little leery. because the convention center is out in barra. and it's not so accessible. well now it's accessible by the metro and by the b, bus rapid transit. brt, so it would be accessible by metro. and then this renovation of the port area. for years, nobody would go down there.
it was funny, all the brazilians, we had a gw alumni reception and you can imagine gw alums have done quite well down in brazil. some of them said i have never touched foot in the downtown area or the poor area until the last two weeks. nobody would go down there. now they've put, they built a tunnel, they recaptured the land that's on the waterfront and i'll show you what it looks like now. the beautiful murals, put up the warehouses, this is where the cruise ships come into, so the nba was staying on a cruise ship. you may have seen or heard about them hanging out. nba house was here. there's aquarium that didn't quite get open for the olympic games. they're planning to open it now. thy ink in october. they said the fish are there, but they're in incubation. so it looks like a beautiful place.
the concern here is there's no housing yet. so they're putting up offices, they're putting up retail restaurants, and some of these warehouses that they have like casa brazil is there. those are going to turn into terminals for the ships. right now, they don't have any proper terminal space. and so now they're having proper terminal space where passengers can check in, check out and have a nicer experience. instead of coming off into a sketchy area in brazil. it's a beautiful, pleasant area now. so again this was the mayor's project. it was a live site, an olympic live site. and you know, the readings that i had down there was this is where all the brazilians were going, this he were so excited to have a new place that they've never been. so there was a lot of activities
down there. so the live site, the new port area and barra were the two big hubs. >> the other thing, 2009. large capacity, public transport was 16%. seven years later, 2016, 63%. so it's the same legacy i saw in athens. i must admit that athens olympic games were probably the least productive except for the mass transit that they put in a metro that was desperately needed. and that legacy continues. and it was because of the olympic games that that, it moved them to add that metro. so it's very similar here. that now and we've heard it from numerous people like in our taxi cabs and things they were talking about how it's reduced
their commute by you know, an hour. by having more of these lines. before they just had these, they called them portuguese buses. so i remember when i went down there, when the games had these small ratty packed buses. people running around brazil. causing traffic, more traffic. now these have these bus rapid transit. so with designated lanes for the buses, very nice, like a metro. i always felt brazil was one of the leaders in environment in terms of their cars and they just continued the green operations throughout the olympic games, the three pillars of the olympics. sports, culture and environment. and so they try to incorporate some environmental aspects throughout their operations. >> we've all heard a lot about
quanabara bay and the pollution that's in the bay. from 2007 to 2014, they had an expansion of the sewer collection and treatment network they put pipes from the favelas to treatment plants, you cannot in seven years correct what has been happening for you know, 100 years. i think even though the organizing committee had expectations of reaching 80% clean-up. they did reach 50% clean-up. this has been identified by greenpeace and others that they did make progress. they weren't able to make as much progress as they had hoped. for me i think something is better than nothing. and it's also with all the attention that the bay has received.
it's also inspired and given the public the will to continue the clean-up. so let's just hope that happens. however, one of our alums, who worked for world west bank now has her own ngo down in brazil was on a environmental task force where $750 million came in from a conglomerate of japanese companies to clean up the bay. and idb was the managing organization. and with all world bank idb groups, they always have to identify stakeholders, they identified stakeholders in favela, they said they're the ones who dump the trash. the problem is, that the stakeholders live far away from the bay, they don't smell it, they don't see it they aren't involved with the bay. and so when they started identifying priorities, they said oh, disease, and poverty
was their priorities. and that money ended up not going to clean up the bay, but going to other things that it wasn't designed for. so she was very frustrated. because she said i get the whole process of why stakeholders have to be identified. but you have to have the right stakeholders, and they thought they identified the right stakeholders, but in the end, it wasn't. so in the end she said the $750 million basically vanished and did not help the bay any. so we still have to work through things like that and we've seen waste. it's not unique to brazil. it happens all throughout the world. beyond what you read about in the newspapers, about the costs of the games and there's so many
social contributions and this is an area that i am very passionate about and what i study. is you look at each of the olympic sponsors. they go above and beyond. they aren't required. but they pay anywhere from $100 to $500 million to be an olympic sponsor. and on top of that. then they pay for hotels, they pay for tickets, they pay for the transportation. they pay for additional advertising. they also pay for social programs and communities. and this happens at every olympic games. and omega, they spent an additional i think it was $10 million to $20 million on these 12 projects within the rio favela. and they did 12 leading, it was like a countdown and they opened and cleaned up different educational centers throughout that community. they also had a photographic
competition where they asked kids from the favela. they gave them cameras and equipment to photograph sports in favelas, and those pictures were seen throughout the olympic venues. coca-cola has a collectivo program that's been going on for years. they train young people from the favelas how to work cash registers, how to work stores where coca-cola is sold like gas stations. and they have trained 4,000 people thus far, the employment rate, i think they increased the appointment, i think it was about 18%. but they employed 2,000 of those 4,000 that they trained, they hired 2,000 of them to work hospitality or concessions during the olympic games. so those people had hands-on experience, they had the training and they had the hands-on experience and they're working with them to get them
employed. after the olympic games. nissan was another olympic sponsor. they have a nissan institute. nissan had a big plant. they just built a big automobile plant in southern brazil. they have an institute in rio. they partnered with a local ngo in kaiji, which is one of the poorest favelas they say to support educational programs over five years impacting 6,000 lives. so some of the programs, it was the same thing for fifa. they kind of kicked off. you would think they had seven years to plan and get it going. but they didn't particularly start right around the major event and then continue. i was there for world cup and i went back and saw some of the world cup legacies. to see if those programs were still going and fortunately they were. nike is one of the biggest supporters. well let me continue on here. ge, they have a big research center in brazil.
they also spend additional money on supporting the brazil kayak team with, doing all of their data analytics. before they were rudimentary, they would put a compass up and see how they were tilting. here ge used their scientists to outfit and work with their coaches and said what do you need? what kind of data do you need? and the design, all this fancy analytics for the team. the team just missed bronze, but that's okay. they always have next year. because they're going, ge's going to continue their work with them. all the national houses, also contributed to the renovations of schools and all share more information about that. this is one of our alums who went on a visit to fight for peace in the favela. it's goal-setting, inspiration, it's community. because the kids come to a
center. they learn martial arts. everything from boxing to jiu-jitsu to judo. and now with the gold medalist it's even more inspiration. then throughout the city, there's 22 olympic villages they're called and nike is supporting all of those. they're close to schools. they're open to the community. so it's dual function, the school kids can use it. the sports complexes. for their physical education and activities. but then when it's also open to the public to have use. and i was able to visit a couple of those and when nike invests in something, they do it well. and then there's another program called transforma. and this is sponsored again by nike, but also baro american states and is focused on education. five million students.
again they're using sports for motivating, inspiring, teaching leadership. and other characteristics that sports offers to kids. to keep them interested in school. keep them motivated. and as well as healthy. brazil has a sedentary life. not too many them -- you're either really active, or you're pretty sedentary. and so it's great that they've increased interest of physical activity. so here's some examples of national house's contribution, holland house had a bunch of bicycles that their staff used. but also denmark did the same thing, they had bikes because denmark's known for bikes and there was more like activities, they're giving all of those bikes, leaving them obviously, the swiss house was built on an old baseball field and so once
they dismantled the swiss house, they are modernizing the baseball field and returning it back to the city. qatar took over this beautiful old interestingly catholic school. and completely redid it. and are turning it back over it's going to be a bilingual public school after the games. the belgium house, this is really interesting, got an invitation to come here. i didn't know where it was, all of a sudden we're going up to a favela. they rented out one of these new private small hotels that were built in a favela and they said we know that the u.s. would never put their hospitality house in a favela. but we felt we would like to do that and contribute back to the community. the u.s. olympic training center in addition to having a hospitality house, u.s. also spends money on taking over a
university or a club because we have almost 600 athletes, if we tried to get practice space for all of our athletes, trying to squeeze our athletes in squeeze in with the other 200 countries it would be really hard so u.s. olympic committee identifies other places to practice separately. and they always go into a place and completely renovate it. they have new track, new football pitch. they really contribute back to the local venue. in this case it was flamingo club. all of them had upgrades to their telecommunications, internet access, et cetera. so grading the olympics. it really depends on the -- your
expectations and where you come from. so ioc was doing research, games time research. all the brazilians and south americans were rating it fours and fives. everything was great. you look at the americans and europeans. they are like it's good. it's pretty. it's fine but we are a little lower on our grading scale. and it is just basically to the south americans having security at all going into gates and having formal lines and having everything look nice. that was really high standard. and it was all the transportation flowed nicely. for americans, the security wasn't as sight as we're normally used to.
and so i think some people were a little like i just got through with my water bottle. personally i thought it was more enjoyable than london where i was asked for my ticket. i felt like i was going into jail or something. i would stop every two seconds moving and it wasn't that enjoyable. you look at gradient from are you working the games or are you there as a spectator? to you mind waiting in line for a hot dog? they didn't have hot dogs. they had oily pizza and other things. and for most south americans
they typically don't have concessions anyway. i think it is a cultural difference. if because a language barriers we didn't understand so it was frustrating. you think you are standing in one line and you get to the front like where is your ticket? the signage was very poor. and i must say from game start to the finish by the end great signage. unfortunately, it came a little late, but they continued to improve. that's what i think was the spirit of the brazilians. they didn't give up. they kept listening to suggesti