A U.S. Navy L3 Harris Arabian Fox MAST-13 drone boat and the U.S. Coast Guard cutters USCGC John Scheuerman and USCGC Charles Moulthrope transit the Strait of Hormuz on Wednesday, April 19, 2023. (Information Systems Technician 1st Class Vincent Aguirre/U.S. Coast Guard)

Below the break, I have reproduced a U.S. Naval Forces Central Command (NAVCENT) news release. 

Meanwhile, Defense One reports the remarks of a Pentagon spokesman on the subject,

In the meantime, Ryder said, the U.S. military will be increasing the “rotation of in-theater assets patrolling the Strait of Hormuz with the intent of bolstering our vigilance and our presence at this location.” Those assets include “manned and unmanned aerial platforms, as well as surface naval vessels from the Navy, [and] the Coast Guard, to help enhance our maritime surveillance.”

Would love to know the rules of engage for both NAVCENT and Islamic Revolutionary Guard Corps Navy. Move, counter-move, counter-counter-move.

PATFORSWA is sure to be front and center.

Below are four videos produced by Naval News, reporting aspects of the IMDEX Asia 2023 Trade Show, some of which included paid sponsorship. 

I have also reproduced the commentary that accompanied each video where it was posted on YouTube.

Day 1 at IMDEX Asia 2023. In this video, we focused on the MRCV (multi-role combat vessel) program of the Republic of Singapore Navy (RSN).

We interviewed Saab, the prime contractor for the basic design phase, ST Engineering, prime contractor for the detailed design, and Thales who will provide multi-function radars for the these vessels. The RSN shared an animated video with us which we comment.

The design of the MRCVs incorporates the ’mothership’ concept, where a manned vessel is able to operate multiple unmanned systems to expand its surveillance and influence over a large area. The MRCVs will support the operations of unmanned drones and vessels, which will be key force multipliers for the RSN’s operations. It will be configurable to be fitted with modular mission modules so that it can conduct a wide range of missions from peace to war. In addition, we will incorporate automation and data analytics into our combat and platform systems to enhance situational awareness, accelerate decision-making, and improve efficiencies in logistics and engineering support.

The ’mothership’ concept is a natural progression from the RSN’s unmanned journey since the early-2000s. We incorporated the lessons learnt from past shipbuilding projects, including the locally designed littoral mission vessels. We also leveraged technology, such as 3D modelling and detailed model testing, to test and evaluate the design. At the same time, our RSN operators and engineers work closely with the Defence Science and Technology Agency (DSTA) engineers during the design stage to ensure that operational, logistics and maintenance requirements are properly incorporated.

Day 2 at IMDEX Asia 2023 in Singapore. In this video, we discuss the Mine Counter Measure (MCM) vessel built by German shipyard Abeking & Rasmussen for the Indonesian Navy (TNI AL). We also meet with Kraken of Canada to find out more about their KATFISH High-Speed Towed Synthetic Aperture Sonar system. Last but not least, we learn all the details about the MU90 lightweight torpedo (and a key future feature: hard kill counter-torpedo) with Eurotorp.

• 00:36 – Abeking & Rasmussen MCM Vessel and USVs
• 03:21 – Kraken’s KATFISH High-Speed Towed Synthetic Aperture Sonar system
• 05:43 – Eurotorp’s MU90 LWT torpedo

• 01:03 – BARAK MX Integrated Air & Missile Defense System
• 01:40 – Gunnery solution / weapon control computer
• 02:02 – MF-STAR digital AESA radar
• 02:53 – LAHAT advanced lightweight laser homing missile
• 03:10 – LORA Long Range Artillery Precision Strike Tactical Missile
• 03:41 – Mini HARPY Multi-Purpose Tactical Loitering Munition
• 04:57 – VTOL UAV
• 05:18 – Containerized solution

At IMDEX Asia 2023, Rafael Advanced Defense Systems highlighted for the first time the IRON BEAM’s naval application and unveiled the new C-DOME Mission Module. =====================

Rafael’s NAVAL IRON BEAM is designed to quickly and effectively engage and neutralize a variety of threats, including short-range ballistic rockets, drones and UAVs of various sizes. Like its land-based variant, the naval application can be integrated into an existing air defense system such as the IRON DOME, thus constituting a complementary, cost-effective defense solution, in addition to the kinetic air defense capability. The company also showcased its newest configuration of the naval application of IRON DOME, known as the C-DOME Mission Module. With C-DOME already tested and operational in the Israeli Navy, RAFAEL has developed the C-DOME Mission Module concept for local defense applications, providing advanced solutions for OPVs, auxiliary ships, and other naval support ships and assets, enabling them with advanced air defense capabilities, without the need for deck penetration, vessel hull retrofit or complex platform integration.

The photo above accompanied the press release reproduced below. There is no caption or credit attached to the photo (I hate that). There is no mention of flight ops in the news release. The helicopter may not actually be landing, but that’s what it looks like. This may have just been a training flight with no aviation detachment embarked. The 270s were designed to operate H-60 size helicopters, but it has been very rare. As the service moves to a homogeneous rotary wing fleet of all MH-60s, it should become common.

Doesn’t look like the 210s could operate H-60s at all. That is a mighty small flight deck. My understanding is that the first four 270s had a design flaw that meant that while an H-60 could land on the ships, they could not traverse the deck and be hangared. That means only ten of the 27 currently commissioned WMECs (Haley, 13 x 270s, 13 x 210s) will be able to operate MH-60s. (I assume Haley has the capability.)

The other 17 ships are not going to be replaced anytime soon. Unless they are decommissioned without replacement, it looks like the last 210 will not go out of service until 2031 (at least 62 years old at that point); the four earliest 270s not before 2033 (at least 49 years old); and the last WMEC not until 2038 (Really looks like 2039 to me).

If the Coast Guard wants to continue operating helicopters from these less capable ships, they may have to keep at least a few H-65s for another ten years. The CG has put a lot of money and effort into upgrading these aircraft, reportedly increasing their service life by 10,000 hours. That is a lot of hours. The conversions to MH-65E are not even completed yet. As of 27 April, 2023, 63 of 98 have been completed. It looks like enough MH-65s could be maintained to support the WMECs that cannot support the MH-60 until they are decommissioned, but the service may choose not to do so.

We are seeing a lot of 210s and even 270s operated without an embarked helicopter, particularly while operating in the Caribbean where fixed wing support is readily available and where the flight decks are often used as a holding area for migrants.

There is also the possibility that the ships would be better served by replacing the helicopter with an Unmanned Air System. At least in terms of search capability, a UAS is probably a better choice, but we haven’t seen a UAS capable of HITRON’s airborne use of force/armed overwatch function so essential for the drug interdiction mission.

https://www.dvidshub.net/video/883077/coast-guard-research-and-development-center-overview

Video above linked from the Acquistions Directorate (CG-9) web site. It’s only three minutes, but some interesting stuff.

A Coast Guard Cutter Valiant crew member embraces his family Feb. 27, 2020, as he returns home to Naval Station Mayport, Florida. The Valiant crew returned home after completing a nine-week patrol in the Caribbean Sea supporting Joint Interagency Task Force South. (U.S. Coast Guard photo by Petty Officer 2nd Class Ryan Dickinson)

Military.com reports,

Commandant Adm. Linda Fagan has instructed her workforce management team to consider creative options such as a part-time active-duty employment track, or lateral entry and revolving door policies, to draw new personnel.

The Commandant seems to be willing to reimagine the personnel system. Does seem likely that shorter periods of commitment and guaranteed geographic stability in a station of choice could bring more people in.

Sounds like we might be headed for a kind of military reserve/civilian hybrid.

Something we might think about is a professional mariner that can sign on for a voyage and is off entirely when it is completed. It works for Military Sealift Command, but rather than civilians, they might be Reservists. Probably would require a lot higher sea pay.

Thanks to Blake for bringing this to my attention. Blake tells me, “Turns out she already has the authority to do this using the Temporary Reserve program that has laid dormant in federal law since ww2.”

An earlier Western Pacific Deployment. U.S. Coast Guard Cutter Stratton (WMSL 752) participates in a exercise with the Australian maritime surveillance aircraft in the South Pacific Ocean, Feb. 23, 2022. The Stratton is currently underway conducting exercises and operations with partner nations in the South Pacific region. (U.S. Coast Guard photo by U.S. Marine Corps Sgt. Sarah Stegall)

Passing along this news release. You might want to check out the original. They have more photos. The officer seen in two of the photos in fatigues is Air Force three star Lt. General Ricky Rupp, Commander of United States Forces Japan and Fifth Air Force.

Below is a news release from the makers of Hull Vane. I, of course, have no direct knowledge of how well this works or what unmentioned disadvantages there may be, but it does look like this is no longer theory. There have been years of experience with these by sophisticated end users. I have been tracking this for a while (see below) and have hoped the US Coast Guard would investigate its application. The cost saving appears substantial. If it has been looked into, and found disadvantageous, please let me know.

• Hull Vane on an OPV, Sept., 2015
• Hull Vane Claims Improved Performance, June 2017
• Hull Vane Experiment on 52 Meter OPV, July 2018
• “Dutch Navy To Test Hull Vane Hydrofoil On HNLMS Zeeland OPV” –Naval News, Nov., 2020
• “Hull Vane To Be Fitted On Royal Netherlands Navy OPV” –Naval News, June 2022

Danish 64m Patrol Vessel Nordsøen optimised, built and delivered with Hull Vane®

May 9, 2023 

Quiet, efficient, comfortable

Last summer was a hectic time at Hvide Sande Shipyard, based on Denmark’s West Coast. July and August were filled with sea trials, finishing touches and commissioning of systems of the newbuild Nordsøen. Hvide Sande Shipyard won the public tender to build the vessel in late 2020. On August 24, 2022, the ship was named and handed over to her owner. It is the first Offshore Patrol Vessel which combines azimuthing propulsion pods with a Hull Vane^® behind the transom.

Regardless of the speed, Nordsøen sails almost wakeless, thanks to the Hull Vane^®  (Photo credit: Thorbjørn Sund)

12 to 17% less CO₂ emissions
Given that the public tender awarded a lot of points on low lifecycle costs and energy efficiency, Hvide Sande Shipyards contacted Hull Vane BV during the concept design stage. Due to her length, displacement and speed range (10-18 knots), it was quickly determined that Hull Vane^® would provide great benefits, which was later confirmed with CFD computations with and without Hull Vane^®. The resistance reduction from the Hull Vane^® amounts to 12% at 10 knots, 17% at 14 knots and 14% at 18 knots.

Wave profile without (top halve) and with Hull Vane^® (bottom halve) at 14 knots.

Diesel Electric pod drives
Bruno Bouckaert, sales director of Hull Vane BV: “The project was atypical, in the sense that from the first conversation about Hull Vane^® up to its installation, everything was done through online meetings, as we were in full Covid lockdown-times. That said, the project couldn’t have run smoother. There are some interesting firsts for Hull Vane^®: Nordsøen is the first ship where Hull Vane^® is installed on a ship with azimuthing propulsion drives. The combination works perfectly, and in fact, because of the Hull Vane^®, the pods have to do less steering corrections in bow- or stern-quartering seas, which also improves their efficiency and reduces the noise level.
Another first is the stern ramp system. On Nordsøen, the stern ramp is equipped with a slide-out system. All we had to do is make sure that the Hull Vane^® was out of the path of this system. We see a benefit of such systems as it allows patrol vessels and naval ships with a stern ramp to be designed with an optimal hull shape, without a lot of transom immersion. Offshore Patrol Vessels sail a lot of time at moderate speeds (5-15 knots), and then it’s really beneficial to have not too much transom immersed”.

Quietly efficient
So what’s the verdict after the sea trials and several months of usage? All expectations have been met, and the vessel is said to be exceptionally quiet and efficient. The ship has never sailed without Hull Vane^®, but it’s obvious that Nordsøen makes very few waves, a clear sign of her efficiency.

According to the operational profile published in the tender documents, the Hull Vane^® on Nordsøen saves 317.000 liter of marine diesel fuel per year. That’s enough to drive all the way around the earth every other day with a normal diesel car. The CO₂ emissions are reduced by 1.090 tons per year, at an off-the-charts low CO₂ abatement cost of – 212 €/ton CO₂ abated. The reduced resistance from the Hull Vane^® allowed the shipyard to purchase smaller azimuthing pods and diesel-generator plant, a cost saving which exceeded the Hull Vane^® cost and therefore reduced the total build cost. It may sound against the laws of quantum mechanics, but the Hull Vane^® on Nordsøen actually has a negative payback period. The investment in the Hull Vane^® was recovered before the ship even sailed her first nautical mile.

Hull Vane team on site visit during construction

Hull Vanes have now been installed on many patrol vessels operating in the Netherlands, France, Belgium, Denmark and Nigeria. On all these vessels, the reduction in fuel consumption from the Hull Vane^® exceeds 10%. It’s a proven and very cost-effective solution for governments wishing to reduce the use of energy and CO₂ emissions of their fleet, at a negative cost due to the energy savings. Whatever the fuel of the future will be, Hull Vane^® makes the future energy transition easier and more affordable.

Hull Vane^® marking on the transom