Category Archives: Uncategorized

Selling Seapower / Failing PR

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PACIFIC OCEAN (July 27, 2012) Ships and submarines participating in Rim of the Pacific (RIMPAC) exercise 2012 are in formation in the waters around the Hawaiian islands. Twenty-two nations, more than 40 ships and submarines, more than 200 aircraft and 25,000 personnel are participating in the biennial Rim of the Pacific (RIMPAC) exercise from June 29 to Aug. 3, in and around the Hawaiian Islands. The world’s largest international maritime exercise, RIMPAC provides a unique training opportunity that helps participants foster and sustain the cooperative relationships that are critical to ensuring the safety of sea lanes and security on the world’s oceans. RIMPAC 2012 is the 23rd exercise in the series that began in 1971. (U.S. Navy photo by Chief Mass Communication Specialist Keith Devinney/Released)

It is apparent the Federal Government has been failing in demonstrating its value to the public. Of all the government agencies, the Coast Guard is among the leaders in keeping the public informed, but, even there, it seems we could be doing better.

I am a regular user of web sites that are charged with telling the stories of various agencies. Almost every day I go through my “Recommended Blogs” list of 30 web sites looking for news that may be of interest to our readers. The list includes:

  • Four Coast Guard run sites
  • Joint Interagency Task Force South
  • Three Combatant commander sites–for NORTHCOM, SOUTHCOM, and INDOPACOM
  • Four numbered Fleet commands–5th, 4th, 3rd, and 2nd

12 of the 30 are government sites and really the commercial sites tend to be more interesting.

The Coast Guard sites are generally good. MyCG is for internal consumption and United States Coast Guard News is good for both internal and external audiences. Both seem to have something new almost every day. Acquisitions Directorate (CG-9) is more specialized and less frequent, but I pass along virtually everything they post because it is all important and tends not to repetitive.

Unfortunately Defense Video Information Distribution Service Coast Guard News Wire seems to be underutilized. Their latest video was posted February 2, over a month ago. This would seem to be a good venue for providing videos that might appear on TV on a slow news day (although we don’t seem to be having many of those). When I use a video from this site, I usually pull the same videos off of YouTube because they are more easily accessible, but the site does alert me to the existence of the videos. Unfortunately there just isn’t much content there.

I would have thought Joint Interagency Task Force South would have had a lot of Coast Guard related stories, and much of their content is, but currently, the latest story was posted Nov. 19, 2024 and the one before that was Nov. 5, 2024. The one before that was August 27, 2024. Seven stories in the last year. That’s not frequent enough for most news agencies to bother looking at the site.

NORTHCOM’s on line magazine The Watch adds new content frequently. Most is not Coast Guard or Naval related. I think more of it should be, but it is probably not surprising since NORTHCOM is also NORAD.

SOUTHCOM, I would have thought, would have a lot of Coast Guard related content. Their web site has had four posts about the set up of the retention center at Gitmo 4 to 6 February, but before that they were a lot more quiet. Two posts in January; two posts in December; four in November; two in October; eight in September which included UNITAS, but there was never even a wrap-up at the conclusion of UNITAS. I had to go back to June 6,2024 to find a Coast Guard related story, and there were very few Navy related stories.

INDOPACOM”s Indo-Pacific Defense Forum seems to be written more for an international audience than to inform US citizens, and as such it does an excellent job. Much of it is Naval and coast guard related.

Second Fleet has not had a single story this calendar year. Last story was December 3, 2024, eleven weeks ago.

Third Fleet does not seem to have anything to report except units deploying or returning from deployment.

Fourth Fleet, you would expect to have a lot of Coast Guard related stories, since most of their ships are white with racing stripes, but you would be wrong. There were 14 stories in all of 2024, only a little over one a month. Not one story about a Coast Guard unit. No wrap up following UNITAS2024, I entered Coast Guard in the search function for this site and got this, “Sorry, no results found for ‘coast guard’. Try entering fewer or more general search terms.” They have, until recently showing interest in showing how they are helping prepare GITMO to receive immigrants, generally had any stories of any kind only infrequently. Remarkably I got this when I entered UNITAS (their premier annual international exercise) in the search function, “Sorry, no results found for ‘UNITAS’. Try entering fewer or more general search terms.”

Fifth Fleet, US Naval Forces Central Command, is something of a bright spot. They add a story about once a week, but perhaps more importantly the stories tend to be more operationally focused. Coast Guard Fast Response Cutters featured regularly.

“USCGC Clarence Sutphin Jr. Rescues Seven Mariners” –NAVCENT

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M/V SHAYESTEH listing in the Arabian Gulf. Photo courtesy CENT COM

Below is a News release from U.S. Naval Forces Central Command Public Affairs. Other reports, here and here, indicate that the ship was Iranian owned but of Qatari registry and the rescued included five Iranians and two Indian nationals.

Feb 15, 2024
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U.S. 5TH FLEET – The U.S. Coast Guard Sentinel-class fast-response cutter USCGC Clarence Sutphin Jr. (WPC 1147) seizes a vessel carrying military-grade weapons and other lethal supplies in the Arabian Sea, Jan. 28. Clarence Sutphin Jr. operates in the U.S. 5th Fleet area of operations to help ensure maritime security and stability in the Middle East region.

20250218-G-NO416-1001 CENTRAL ARABIAN GULF – A U.S. Coast Guard team from the fast-response cutter USCGC Clarence Sutphin, Jr. (WPC 1147) rescue seven mariners as their vessel slowly sinks in the Central Arabian Gulf, Feb. 18. The mine countermeasures ship USS Devastator (MCM 6) watches over the scene as backup during the rescue operation. (Photo by U.S. Coast Guard)

USCGC Clarence Sutphin Jr. Rescues Seven Mariners

February 19, 2025

Crewmembers of the U.S. Coast Guard fast-response cutter USCGC Clarence Sutphin, Jr. (WPC-1147) and the mine countermeasures ship USS Devastator (MCM 6) rescued seven mariners from a disabled vessel in the international waters of the Central Arabian Gulf, Feb. 18.

Following a distress signal from the mariners, the Coastguardsmen embarked a rigid-hull inflatable boat to offer assistance. After determining the vessel was no longer sea worthy, the Coastguardsmen brought the mariners back to their ship. Devastator provided back-up support during the operation.

None of the mariners appeared to be injured.

“Providing assistance at sea to mariners in distress is a core Coast Guard mission,” said Coast Guard Lt. Michael O’Dell, Clarence Sutphin, Jr.’s commanding officer. “It is inherently dangerous, but the team executed without hesitation – without fear – to extend their compassion to people in a dire situation. I’m incredibly proud of to be a part of this team.”

Clarence Sutphin, Jr. is forward deployed to the U.S. 5th Fleet area of operations as part of Patrol Forces Southwest Asia. Devastator is an Avenger-class mine countermeasures ship also forward deployed to U.S. 5th Fleet. Both ships help ensure maritime security and stability in the Middle East region.

The U.S. 5th Fleet area of operations encompasses about 2.5 million square miles of water area and includes the Arabian Gulf, Gulf of Oman, Red Sea and parts of the Indian Ocean. The expanse is comprised of 20 countries and includes three critical choke points at the Strait of Hormuz, the Suez Canal and the Strait of Bab al Mandeb at the southern tip of Yemen.

This Day in Coast Guard History, February 19

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Based on the Coast Guard Historian’s timeline, https://www.history.uscg.mil/research/chronology/
With inspiration from Mike Kelso

February 19

1845  Administrative control of the Lighthouse Establishment was transferred to Revenue Marine Bureau.

1845  Metal buoys were first put into service. They were riveted iron barrels that replaced the older wooden stave construction.

1862  Congress authorized revenue cutters to enforce the law outlawing the importation of Chinese “coolie” labor.

1941  The Coast Guard Reserve was established after Congress passed the Auxiliary & Reserve Act.  The Auxiliary was created from former Reserve.  The legislation was introduced by Representative Gordon Canfield of New Jersey.

USS Bayfield (APA-33) in the transport area off Iwo Jima, 20 february 1945.
Frames from a short film called “Amphibious Invasion of Iwo Jima, H-Hour Minus One”. Dept. of the Navy. National Archives ID 80201, Local ID 428-NPC-15841.

1945  The invasion of Iwo Jima commenced.  Coast Guard units that participated in this campaign included the Coast Guard-manned USS Bayfield, Callaway, 14 LSTs, and the PC-469.  Three of the LSTs were struck by enemy shore fire: LST-792, LST-758, and LST-760.

The U.S. Navy attack transport USS Callaway (APA-35) off the New York Naval Shipyard (USA), on 18 September 1943. Callaway was loading supplies from a civilian barge. Also alongside is the tug handling the barge and two Coast Guard motor boats.

1988  The largest drug bust in Hawaiian waters to date took place with seizure of the Panamanian-flagged freighter Christina M 800 miles southeast of Hawaii.  The units involved were the Navy fast frigate USS Ouellet with a Coast Guard Law Enforcement Detachment from the CGC Jarvis embarked, the CGC Mallow, and an AIRSTA Barbers Point HC-130.

 

“South Korea to Transfer BAE Jambelí to Ecuador to Strengthen Its Maritime Capability in Pacific” –Navy News

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BAE Jambelí, Former S. Korean Coast Guard cutter KCG3001 (screen grab)

Navy News reports that South Korea is transferring a 30 year old Coast Guard cutter to Ecuador,

“The Ecuadorian Navy will soon receive an addition to its fleet with the transfer of the BAE Jambelí (MP-56), a large patrol vessel previously part of the South Korean Coast Guard. The ship’s transfer to Ecuador, officially announced in mid-2024, highlights the strengthening of international cooperation and the strategic realignment of military resources between nations.”

The ship was the former S. Korean Cutter KCG3001.

KCG3001

Hull Vane Update

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Below is a news release from Hull Vane. Not the first time I have passed along the reports of success with this adaptation and the suggestion that the Coast Guard should look at this.

“RNLN Patrol Ship Hull Vane Retrofit Matches Predicted Performance” –Naval News

“New Danish 64m Patrol Vessel Nordsøen optimised, built and delivered with Hull Vane®” –News Release

“Hull Vane To Be Fitted On Royal Netherlands Navy OPV” –Naval News

“Dutch Navy To Test Hull Vane Hydrofoil On HNLMS Zeeland OPV” –Naval News

Hull Vane Experiment on 52 Meter OPV

Hull Vane Claims Improved Performance

Hull Vane on an OPV

Hull Vane and TotalEnergies conducted a pilot project by installing a Hull Vane® on one of the company’s chartered Fast Support Vessels (FSVs) in order to reduce the CO2 emissions. Following successful sea trials, which confirmed the predicted savings in fuel consumption and CO2 emissions, and having used the Hull Vane® for several months in operation, TotalEnergies confirms the fuel saving of 11% in general.

The pilot project was done on Ava J McCall, a 59m (194 ft) Fast Support Vessel owned by Seacor Marine, and designed by Incat Crowther. The vessel is in operation in West-Africa, transporting goods and personnel to the oil fields offshore Nigeria. Ava J McCall is powered by five waterjets, with a combined propulsion power of just over 10.000 kW. Hydrodynamic studies at Hull Vane showed that the Hull Vane® would save around 10% in fuel consumption at the ship’s typical operating speeds of between 15 to 25 knots. The Hull Vane®, built in the Netherlands, was shipped to Ivory Coast where it was installed during Ava J McCall’s scheduled maintenance period in late 2022.

The Naval Architects of Incat Crowther USA took care of the structural integration of the Hull Vane®. The Hull Vane® is placed underneath the waterjets, and does not increase the draft, the beam or the length of the vessel. Upon completion, DP trials showed no effect on the Dynamic Positioning Capabilities of the vessel, which has DP-2 notation.

Once in operation, the fuel consumption data was compared with the measurements after the last dry-docking, a year ago, to eliminate the effect of cleaning and re-painting the hull. Ava J McCall now consumes 14% less at 16 knots and 9% less at 21 knots. This is a bit higher and very close to the CFD predicted results. Over a full year, the CO2 reduction provided by the Hull Vane® on Ava J McCall amounts to 650 tons. That’s 250.000 litres of diesel less consumed per year.

“We are constantly looking for ways to reduce the carbon footprint of our operations, and when we found out about Hull Vane®, our interest was raised,” said David Flajolet, Marine Specialist at TotalEnergies. The pilot project we did with Hull Vane® has been a success; contrary to most of the decarbonizing systems on board vessels, Hull Vane® does not require active management from the crew and this is a key point for us. Its ability to be retrofitted for a limited cost and technical complexity make the solution a quick win for TotalEnergies. Further to the return of experience with the Ava J Mc Call, it has been decided to make it mandatory on the future Call for Tender for FSIVs in Nigeria.

Niels Moerke, CEO of Hull Vane BV: “There are now six FSV’s operating with Hull Vanes worldwide, and on all of them, savings have been proven to exceed 10% over their operational profile. It has been a real pleasure to work with TotalEnergies, and we are delighted with this solid endorsement of our solution. We think that TotalEnergies is right that oil majors should take the initiative to apply Hull Vane® in the offshore market. Hull Vane® is probably the easiest way for oil majors to reduce their operational CO2 emissions without impacting their actual operation. With relative short payback periods ranging from one to three years for these kinds of vessels, it’s also a risk-free investment. We look forward to design and build the Hull Vanes for other FSVs in the fleet chartered by TotalEnergies

This Day in Coast Guard History, February 13

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Based on the Coast Guard Historian’s timeline, https://www.history.uscg.mil/research/chronology/
With inspiration from Mike Kelso

February 13

Douglas R5D-3; “OFF TO HEAT AN ICEBERG: A 1,000-pound thermite bomb enclosing a cluster of small bomblets, each capable of burning at a temperature of 4,300 degrees Fahrenheit, rides under the wing of a Coast Guard UF-2G amphibian plane toward an iceberg target in the foggy Grand Banks region of Newfoundland. The temperature of one bomblet equals half the sun’s surface temperature. This bomb was one of twenty cluster bomb of thermite and petroleum types air-dropped on selected icebergs during heat destruction tests made by the International Ice Patrol force in June, at the height of the 1959 heavy ice season. Above the bomb carrier is a large passenger type Coast Guard R5D plane, one of three used on regular ice observation flights out of Argentia, Nfld. The more modern R5Ds this year replaced old World War II B-17 bomber type planer with plexiglass noses where ice observation instruments and carries a crew of about seven. Ice is observed from many windows. Averaging 6 to 8 hour ice observation flights, the R5D patrols an area of about 14,000 square miles in the Grand Banks region. The R5D plane here wears one of the new paint schemes currently being tested for easy air visibility by the U.S. Coast Guard on its various planes. In place of the dull silver gray and orange trim formerly used, the new dress is made of glowing fluorescent colors–orange nose, wing tips, tail and body strip with black edgings, and main body in brilliant white.”; Photo No. 5854; 17 July 1959; photographer unknown.

1960  A Coast Guard R5D aircraft from Honolulu dropped a pump to the Japanese training vessel Toyama Maru, which had radioed that it was taking on water and was in danger of sinking off Palmyra Island.  The pump controlled flooding until the arrival of CGC Bering Strait, whose crew made repairs to the Japanese vessel, using 2,500 pounds of sand and cement parachuted by a Honolulu-based SC-130B plane.

1963  The Bureau of Customs requested Coast Guard assistance to search the M/V Holland Diepe in Tacoma, Washington, for narcotics.  Narcotics agents had previously apprehended three Chinese crew members of the vessel in a Seattle hotel.  COTP Seattle provided a search party of two officers and eight enlisted men, who were joined by 10 Customs agents.  Two-man teams searched assigned areas of the vessel.  A first search of seven hours uncovered a considerable quantity of raw opium.  The search party then departed, as if the search were ended, but 45 minutes later they boarded the vessel once more, lined up the crew in the mess hall, and searched them and the ship again.  This search, lasting three hours, uncovered more opium, both raw and prepared for smoking, a small quantity of heroin, and several opium pipes.  A total of six pounds of opium was seized.  WPB 82336 conducted waterside surveillance during the search.

1969  The National Transportation Safety Board issued its “Study of Recreational Boat Accidents, Boating Safety Programs, and Preventive Recommendations”.

In response to the Iraqi action of firing oil wells and pumping stations in Kuwait, two HU-25A Falcon jets from Air Station Cape Cod, equipped with Aireye technology, which precisely locates and records oil as it floats on water], departed for Saudi Arabia. The Falcons mapped over 40,000 square miles in theatre and located every drop of oil on the water. This was used to produce a daily updated surface analysis of the location, condition and drift projections of the oil. The Aviation Detachment was deployed for 84 days, flew 427 flight hours and maintained an aircraft readiness rate of over 96 percent.

1991  During Operation Desert Storm, two HU-25A Falcon jets from Air Station Cape Cod, equipped with AIREYE technology, departed for Saudi Arabia for service with the Inter-agency oil spill assessment team. They were accompanied in flight by two C-130 aircraft from Air Station Clearwater carrying spare parts and deployment packages.

This Day in Coast Guard History, February 12

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Based on the Coast Guard Historian’s timeline, https://www.history.uscg.mil/research/chronology/
With inspiration from Mike Kelso

February 12

1802  Revenue Marine had a total of 38 commissioned officers in service: 9 captains, 10 first mates, 9 second mates and 10 third mates.

The Marine Electric, a 605-foot cargo ship, as seen underway before its capsizing and sinking on Feb. 12, 1983. The converted WWII-era ship foundered 30 miles off the coast of Virginia and capsized, throwing most of its 34 crew into 37-degree water, where 31 of them drowned or succumbed to hypothermia.

1983  The 605-foot bulk carrier Marine Electric, completed as a tanker in 1944, capsized and sank off Virginia during a gale.  Three of the 34 crewmen on board were rescued by Coast Guard and Navy assets.

“Investigations by the Coast Guard, led by Captain Dominic Calicchio and independent examinations of the wreck discovered that the Marine Electric had left port in an un-seaworthy condition, with gaping holes in its deck plating and hatch covers. These had been noted at multiple points by surviving Chief Mate Bob Cusick, who testified that no effort had been made by MTL to rectify the issues.[6] The hatch covers, in particular, posed a problem, since without them the cargo hold could fill with water in the storm and drag the ship under.

Investigators discovered that much of the paperwork supporting MTL’s declarations that the Marine Electric′s seaworthiness was faked. Inspection records showed inspections of the hatch covers during periods when they had in fact been removed from the ship for maintenance; inspections were recorded during periods of time when the ship was not in port. A representative of the hatch covers’ manufacturer warned MTL in 1982 that their condition posed a threat to the ship’s seaworthiness, but inspectors never tested them. Yet the Marine Electric was repeatedly certified as seaworthy.

Part of the problem was that the Coast Guard delegated some of its inspection authority to the American Bureau of Shipping. The ABS is a private, non-profit agency that developed rules, standards and guidelines for ship’s hulls. In the wake of the Marine Electric tragedy, questions were raised about how successfully the ABS was exercising the inspection authority delegated to it, as well as about whether the Coast Guard even had the authority to delegate that role. Also there was a conflict of interest in that the inspection fees paid to the ABS were paid by the ship owners.

In the wake of the Marine Electric sinking, The Philadelphia Inquirer assigned two reporters, Tim Dwyer and Robert Frump, to look into old ship catastrophes. In the series, the writers concluded that government programs designed to strengthen the merchant marine had actually kept unsafe ships afloat. Frump later wrote a book, Until the Sea Shall Free Them, about the sinking.

In the wake of the Marine Board report, and the newspaper’s investigation, the Coast Guard dramatically changed its inspection and oversight procedures. The Coast Guard report noted that the ABS, in particular, “cannot be considered impartial”, and described its failure to notice the critical problems with the ship as negligent. At the same time, the report noted that “the inexperience of the inspectors who went aboard the Marine Electric, and their failure to recognize the safety hazards…raises doubt about the capabilities of the Coast Guard inspectors to enforce the laws and regulations in a satisfactory manner.”

While the Coast Guard commandant did not accept all of the recommendations of the Marine Board report, inspections tightened and 90 old World War II relics still functioning 40 years after the war were sent to scrap yards.(“Disasters at Sea” S01E02 Deadly Neglect 2019). In 2003, Coast Guard Captain Dominic Calicchio was posthumously awarded The Plimsoll Award by Professional Mariner magazine in part because of his role as a member of the Marine Board of Investigation.

Additionally, the Coast Guard required that survival suits be required on all winter North Atlantic runs. Later, as a direct result of the casualties on the Marine Electric, Congress pushed for and the Coast Guard eventually established the now famous Coast Guard Rescue Swimmer program.

1986  Rains began in northern California that lasted for a week, causing severe flooding.  Coast Guard units participated in rescue and relief operations.

CG 44363 in its final resting place on James Island. U.S. Coast Guard photo

1997  Three of the four crewmembers of MLB-44363 out of the Quillayute River Motor Lifeboat Station were lost in the line of duty when they responded to a distress call from the sailing vessel Gale Runner.  They were BM2 David A. Bosley, MK3 Matthew E. Schlimme, and SN Clinton P. Miniken. Staffing levels and high personnel turnover contributed to the incident. A summary of findings is here. Two items stand out.

No member of the boat crew was wearing helmets. Additionally, only SA Wingo and SN Miniken definitively wore their heavy weather belts. SA Wingo assumed that MK3 Schlimme wore his and was clipped in as well, but he was unsure if BM2 Bosley wore his belt.

The autopsy reports for BM2 Bosley, MK3 Schlimme, and SN Miniken all stated that the cause of death was blunt force injuries to the head.

“The Homeland Fight in the 2026 U.S.-China Scenario” –USNI

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U.S. Coast Guard Petty Officer 2nd Class Wesley Armstrong, a boarding team member assigned to the USCGC Stone (WMSL 758), fires flashbang warning rounds during vessel on vessel use of force training in the Atlantic Ocean, Jan. 18, 2023. Stone is the ninth Legend-class national security cutter in the Coast Guard fleet and currently homeports in Charleston, South Carolina. (U.S. Coast Guard photo by Petty Officer 3rd Class Riley Perkofski)

A US Naval Institute Proceedings essay in the September 2024 edition, by Captain Craig Allen Jr., U.S. Coast Guard contends that, “The Coast Guard would lead in countering China’s efforts to degrade the United States’ ability to sustain the war at home.”

A mass conflag should be front of mind when considering the challenges posed in the American Sea Power Project 2026 U.S.-China contingency scenario.1 In the scenario, there is an absence of detail on how such a conflict could affect the U.S. homeland, and it could be seen as a Department of Defense problem in which the Coast Guard plays only a niche role. Indeed, the warfighting challenges inside and near the first island chain with which many excellent authors have grappled are not, for the most part, Coast Guard mission areas. However, believing the conflict would be contained to a fight “over there” underestimates the havoc China could and almost certainly would unleash to prevail in a protracted war.

As a U.S. homeland-centric corollary to the American Sea Power Project scenario, consider one in which China might directly or indirectly degrade the United States’ ability to sustain the war effort logistically and economically, foment chaos and erode social cohesion, and overwhelm domestic-response capacity. Like the original scenario, this one is neither predictive nor comprehensive. Rather, it highlights another important dimension to consider when evaluating U.S. seapower readiness for a major conflict with China.

“UH-60 Black Hawk Begins Ground Tests With Far More Powerful T901 Engines”

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The first MH-60T medium range recovery helicopter to operate out of new Air Station Ventura lands on the station’s ramp on June 8, 2024. U.S. Coast Guard photo.

A new more powerful engine is being developed for the H-60. The War Zone reports,

“Compared to the previous engine, the T901 offers 50 percent more power — which translates to a maximum of roughly 3,000 shaft horsepower — bringing a considerable advantage in terms of hot-and-high performance, which is otherwise a significant limiting factor for rotorcraft. The new engine is also intended to bring improved fuel efficiency. On top of this, more powerful engines should ensure that the Black Hawk and Apache can carry heavier loads over greater distances…

“Meanwhile, a simpler design and fewer parts should translate into reduced life-cycle costs. As well as traditionally manufactured components, the T901 also makes use of more exotic production techniques, including additive manufacturing and ceramic matrix composites.

This could mean a significant improvement in range both because of better fuel efficiency and greater max takeoff weight.

“Once installed in the UH-60 and AH-64, the T901 promises to provide these aircraft with increased range, longer loiter time, and reduced maintenance and sustainment costs.”

Singapore Navy is Operating Unmanned Patrol Boats in what may be the Busiest Waterway on Earth

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The USV is equipped with navigation radar, collision detection systems, and a Rafael Toplite electro-optical camera with a laser rangefinder, remote weapon station, and stereovision sensors (Picture source: Singapore MoD)

Below is a Singapore Ministry of Defense News release.

This may be the first routine (as opposed to experimental) operational deployment of Unmanned Surface Vessels in this role.

If Toplite electro-optics sounds familiar, that is the sensor/firecontrol system used with the Coast Guard’s 25mm Mk38 Mod2/3 gun mounts.

The Republic of Singapore Navy’s Unmanned Surface Vessels Progressively Operationalised to Enhance Maritime Security

Singapore is a maritime nation that relies on the sea for survival and economic prosperity. The Republic of Singapore Navy (RSN) is responsible for ensuring the security of these vital waterways, where more than 1000 vessels traverse daily. The RSN constantly enhances its capabilities to counter the evolving maritime security threats.

Today, the RSN relies on a combination of shore sensors and ships at sea to ensure maritime security of the vital waterways, alongside our national maritime security partners. After a series of rigorous tests, the RSN’s Maritime Security Unmanned Surface Vessels (MARSEC USVs) have begun operational patrols since Jan 2025, operating alongside manned ships such as the RSN’s Littoral Mission Vessels (LMVs) to enhance the security of Singapore’s waters.

Enhance Operational Capabilities – Surveillance, Interdiction and Greater Persistence

The USVs will add another layer of surveillance and operational response to our maritime security system. They conduct patrols, and when required, will investigate and interdict suspicious vessels. Operating alongside other manned vessels, the USVs will enhance the RSN’s ability to monitor and respond to situations at sea.By providing more persistent coverage in the Singapore Strait, the USVs also allow other warships like the LMVs to be deployed for other more complex missions, and at the further ranges from Singapore. The MARSEC USVs also allow the RSN to remotely1 and safely conduct potentially risky missions at sea

Indigenously Designed for Autonomous Operations in the Busy Singapore Strait

Designed and developed in close partnership with the Defence Science & Technology Agency (DSTA) and DSO National Laboratories, the new USV harnesses the latest technologies to enable autonomous operations in congested maritime environment. The USVs are equipped with autonomous navigation systems, which includes an indigenously developed Collision Detection and Collision Avoidance (CDCA) algorithm that enables the vessel to navigate through the busy traffic in the Singapore Strait and cope with the constantly changing environmental conditions at sea.

The CDCA autonomous navigation system integrates the USV’s perception and navigation sensors, as well as collision detection equipment used for typical maritime navigation (such as navigation charts, Maritime Automatic Identification System and Differential Global Positioning System) with an algorithm designed for the RSN’s operations. This rules-based system automates the collision avoidance decision-making process while ensuring that the USVs exhibit avoidance behaviour that complies with the Convention on the International Regulations for Preventing Collisions at Sea. This means that the USV assesses and responds to maritime traffic situations in a predictable manner, similar to that of a manned vessel.

The USV and its CDCA algorithm was extensively tested through a comprehensive Verification and Validation (V&V) approach, which included simulated-based testing and at-sea trials. This V&V approach had also been benchmarked against industry best practices, together with our global defence partners and maritime experts. Following an extensive development and testing process, the CDCA algorithm successfully completed over 12 million km of simulated distance with zero collisions, equivalent to 26 years of real-world testing. The USVs have also clocked over 1000 hours of real-world autonomous operations, with zero need for human intervention. The RSN will continue progressive experimentation to enhance the MARSEC USVs for a wider range of maritime security operations in Singapore’s congested waters.

Resource Efficient by Design

The vessel can be operated by just a two-man crew2. In addition, the user-centric design of the Unmanned Systems Mission Control allows the operators to quickly plan and execute patrol profiles, track vessels of interest, and remotely warn, query and investigate vessels at sea.

Length 16.9 metres
Beam 5.2 metres
Displacement 30 tonnes
Speed In excess of 25 knots
Endurance In excess of 36 hours
Operators (when operating remotely) 2
Equipment Strobe Light & Siren
Search Light
Long Range Acoustics Device (LRAD)
12.7mm Stabilised Weapon System with Laser Dazzler
Navigation Radar
Global Positioning System