“Illegal Drugs Seized by CMF French-led Combined Task Force 150 in Arabian Sea” / “Canada Assumes Command of Combined Maritime Forces’ Combined Task Force 150” –Combined Maritime Forces

Posted on January 19, 2024 by Chuck Hill

ARABIAN SEA – ARABIAN SEA (Jan. 16, 2024) Illegal narcotics seized by the U.S. Coast Guard Sentinel-class fast response cutter USCGC Emlen Tunnell (WPC 1145) sit on the deck of a vessel in the Arabian Sea, Jan. 16. Emlen Tunnell was operating under Combined Task Force 150, one of five task forces under Combined Maritime Forces, the largest multinational naval partnership in the world. CTF 150 focuses on maritime security operations outside the Arabian Gulf.

Below is a Combined Maritime Forces – U.S. 5th Fleet news release.

Below that is a second news release reporting a transfer of command of CTF 150 but also providing information about the organization.

Illegal Drugs Seized by CMF French-led Combined Task Force 150 in Arabian Sea

MANAMA, Bahrain —

A U.S. Coast Guard cutter operating under the French-led Combined Task Force 150 of the Combined Maritime Forces seized about $8.1 million worth of illegal drugs from a vessel in the Arabian Sea, Jan. 16.

The Sentinel-class fast response cutter USCGC Emlen Tunnell (WPC 1145) seized 173 kilograms of methamphetamines following a search. The Coast Guardsmen properly disposed of the drugs and released the vessel.

This is the second interdiction by CTF 150 of the year and marks the 14th time they have seized illegal narcotics at sea since France took command in July 2023. During their tenure, more than 16 tons of illegal narcotics with a street value of over $600 million were seized and disposed of, preventing criminal and terrorist organizations generating income from drug smuggling. The seizure came one day before France turned over command of the task force to the Royal Canadian Navy.

The mission of Combined Task Force 150 is to disrupt the ability of non-state actors to move weapons or drugs, or engage in other illicit activities, in the Gulf of Oman, Arabian Sea and Indian Ocean.

CTF 150 is one of five task forces under Combined Maritime Forces, the world’s largest multinational naval partnership, and focuses on maritime security operations in the Gulf of Oman, Arabian Sea and Indian Ocean.

The 39-nation naval partnership upholds the international rules-based order by promoting security and stability across 3.2 million square miles of water encompassing some of the world’s most important shipping lanes.

Canada Assumes Command of Combined Maritime Forces’ Combined Task Force 150

MANAMA, Bahrain —

The Royal Canadian Navy assumed command of a multinational maritime task force during a change-of-command ceremony Jan. 17.

French Navy Capt. Yannick Bossu turned over command of Combined Task Force 150 to Royal Canadian Navy Capt. Colin Matthews. CTF 150 was established in February 2002, and is one of five operational task forces under Combined Maritime Forces. CTF 150 conducts maritime security operations outside the Arabian Gulf against threats from non-state actors. The core staff of CTF 150 consisted of French, British, New Zealanders, Australians, and Bahrainis.

Since France took command of CTF 150 in July 2023, ships working in support of the task force carried out 14 successful boardings, in which more than 16 tons of illegal narcotics with a street value of over $600 million were seized. These seizures prevent criminal and terrorist organizations generating income from drug-smuggling.

While Commander of CTF 150, Bossu also spread CMF’s message through key partner engagements with countries including Seychelles, Mozambique and India. These engagements help strengthen ties between CMF nations and provides an opportunity to discuss the work of CMF with countries not yet members.

“Today marks the end of the French Navy’s successful 12th command of CTF 150. I would like to express my thanks to all those who have continually supported us during our tenure, including Vice Admiral Cooper, Commodore Anderson, Commodore Dennis and Rear Admiral Al bin Ali,” Bossu said. “Integral to CTF 150’s achievements over the past six months are, of course, the French, British, American, Indian, and Pakistani ships that have been working in support and my team made up of staff from a range of nations. We are pleased to welcome the Royal Canadian Navy to Combined Task Force 150; it has been a pleasure to meet your team. To everyone, keep on enjoying and serving in Combined Maritime Forces.”

Matthews joins CTF 150 following a tour as Director of Naval Information Warfare. Over the years, he has participated in numerous overseas deployments to the Arabian Gulf and Arabian Sea regions in support of counterterrorism operations.

“It is an honor to take command of Combined Task Force 150 and a privilege to lead this team of dedicated personnel from Canada, Bahrain, Australia, and New Zealand for the next six months,” Matthews said. “We are eager to build on the achievements of Capt. Bossu and his team. The success of this operation lies with our ability to work with like-minded nations toward the same goals, ensuring that legitimate commercial shipping can transit the region free from non-state threats and we are ready to face this task.”

Combined Maritime Forces, headquartered in Bahrain with U.S. Naval Forces Central Command and U.S. 5th Fleet, is the largest multinational naval partnership in the world, with 39 nations committed to upholding the international rules-based order at sea. It promotes security, stability and prosperity across approximately 3.2 million square miles of international waters, encompassing some of the world’s most important shipping lanes.

CMF’s other task forces include CTF 151, which leads regional counter-piracy efforts; CTF 152, dedicated to maritime security in the Arabian Gulf; CTF 153, providing maritime security in the Red Sea; and CTF 154, which delivers maritime training.

WMEC 210s in Retrospect

Posted on January 17, 2024 by Chuck Hill

210 foot WMECs are going to be with us for several more years, but we are beginning to see them being decommissioned.

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This year will see the 60th anniversary of commissioning for the first three of the class.

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They were new when I reported to the Academy. They were Cadillacs compared to the 125s, 165s, 143s, 205s, and 213s that were still numerous at the time. They were faster, had better accommodations, and best of all, they had a helo deck.

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USCGC Confidence, soon to be decommissioned, is the only one of the four ships I was assigned to that is still in commission with the US Coast Guard, (although the Midgett (WHEC-726) is still active with the Vietnamese Coast Guard).

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Below are two articles about the origin and introduction of the 210 and its then groundbreaking helicopter operations. The first is part of the Long Blue Line Series published on the MyCG website on 12 January 2024. The Second is one of a long series of posts recording Coast Guard aviation history, available on the Coast Guard Aviation Association (CGAA) website.

The Long Blue Line: Built to Last – The early days of the 210-foot cutter fleet

The Long Blue Line blog series has been publishing Coast Guard history essays for over 15 years. To access hundreds of these service stories, visit the Coast Guard Historian’s Office’s Long Blue Line online archives, located here: THE LONG BLUE LINE (uscg.mil)

With the Fast Response Cutter and National Security Cutter programs nearing completion, and the recent launch of the first Offshore Patrol Cutter, Argus, the Coast Guard is well on its way to recapitalizing the fleet with highly capable assets. Meanwhile, the two leading ships of the 210-foot Reliance-class cutters, Coast Guard cutters Reliance and Diligence, will turn 60 years old in June and August of this year, respectively. While ships of this vintage might otherwise be considered maritime museums, these iconic cutters and their dedicated crews continue to carry out Coast Guard lifesaving, law enforcement, and homeland security missions. The following is a look back at the beginning of Reliance and Diligence’s distinguished 60 years of service.

The decision to name the first two 210-foot cutters — Reliance and Diligence — came early in 1962. A study that concluded in November of 1961 evaluated more than 15 categories of names, including lakes, indigenous tribes, islands, seamounts, universities, historic cutters, and commandants. It was decided that the Reliance-class would include seven ships with historic names and the rest would take on names that, “connote action, aggressiveness, and daring.” Some of the initial suggested names were seen as too aggressive, and this direction was later amended to use names that were, “desirable human traits.” While some of the names on the list were adopted for the 210-foot cutters we know today, there were many that thankfully did not make the cut, such as, CGC Eager, CGC Lively, CGC Aggressive and CGC Timely.

It is no mystery why the lead ships were named so. The many preceding cutters bearing the names Reliance and Diligence were rich in heritage and service history. The current Reliance is the fourth so-called cutter, with the first being a steam tug commissioned in 1861 that saw service in the Civil War and was sold in 1865. The second Reliance was commissioned in 1867 and patrolled the waters of Alaska until it was decommissioned in 1876. The third Reliance was a 125-foot cutter built in 1927, during Prohibition, to interdict rumrunners and later refitted as a sub-chaser in World War II. The cutter was stationed in Honolulu, Hawaii, at the outbreak of World War II and attacked an enemy submarine near Johnston Atoll in 1944.

The current Diligence is sixth in a long line of cutters of the same name, beginning with one of the service’s original ten revenue cutters built in 1790. Built in 1798, the second Diligence was larger and could carry between 10 and 14 guns. This cutter was transferred to the U.S. Navy in 1799 to fight in the Quasi-War with France. Little is known of the third cutter Diligence other than it was lost in a hurricane in July of 1806 near Ocracoke Island, North Carolina. The following year, a fourth Diligence was built that saw action in the War of 1812 and was in service until 1831. The name was not used again until 1927, when the fifth cutter Diligence was commissioned. Like its sistership Reliance, Diligence’s main purpose was to stem the flow of illegal rum smuggling and it served until 1961.

In the early 1960s, America was a country on the brink of social and political change. The civil rights movement was in full swing, and the Cold War threatened global stability. The vibrant sounds of the Beatles and Motown dominated the airways, a fitting soundtrack to the start of dynamic decade. Art and design reached new heights with Googie architecture and the radical car designs from the Detroit automotive companies. One person in particular, Raymond Loewy, had a tremendous impact on industrial design the first half of the 19th century and continued to make his mark well into the 1960s. His repertoire included a wide variety of “streamlined” designs for furniture, kitchen appliances, automobiles, and trains, as well as the well-known Coca-Cola bottle, and even spaceship interiors.

In 1961, the Raymond Loewy and William Snaith design team took on the interior design of the Coast Guard’s first shipbuilding endeavor since World War II — the Reliance-class cutter. This ship design program included general arrangements of interior spaces, furniture, materials, and colors. The firm’s work in the area of ship interior design would lead to fundamental changes in habitability standards for U.S. Navy ships.

The Reliance-class cutters were originally designed with search and rescue as their primary mission. Requirements published in 1961 called for a cutter 210-feet in length with a 34-foot beam and equipped with a novel combined diesel and gas-turbine propulsion plant (CODAG), giving the cutter a cruising range of 5,000 miles at 15 knots. Special features included a flight deck large enough to land a Coast Guard Seahorse helicopter, a 360-degree visibility bridge, and exhaust piped through the stern. The contract was awarded to Todd Shipyard in Houston, Texas, which subcontracted a majority of the detail design to J.J. Henry, Inc., Naval Architects in Philadelphia.

Reliance-class cutter concept art with interior sketches from the Loewy/Snaith Design company. The artist for the ship profile is unknown. (Coast Guard Historian’s Archive)

At the time, the Reliance-class’s construction materials and processes were state-of-the-art and included advanced epoxy protective coatings and noise reducing materials. The cutters equipment and general arrangements were designed to reduce personnel and maintenance requirements and best utilize available space. The cutters were not intended for wartime use but were equipped with a 3-inch, 50-caliber gun and space allocation was made for anti-submarine warfare equipment should the need arise.

Reliance was christened and launched on May 25, 1963, and Diligence held a similar ceremony on July 20, 1963. Both ships were commissioned the following year in June and August of 1964, respectively, beginning a new era for the Coast Guard cutter fleet. Initial plans called for as many as 30 Reliance-class cutters, but only 16 were built with the last, Alert, entering service in 1969. The ships performed favorably and were able to reach their target speed of 18 knots, however, the CODAG arrangement was difficult to operate and took up much of the engine room space. Only the first five cutters received the CODAG propulsion system, and the rest received Alco diesel engines. In the 1970s, the more reliable Alco engines became standard for the entire class.

Reliance proved its value to the fleet early on by providing a proof of concept for cutter helicopter operations. Up to this time, landing helicopters on cutters had been experimental and not part of standard operations. The Reliance-class cutters, along with their forthcoming bigger siblings, the Hamilton-class cutters, were designed with a helicopter landing pad. Because this capability was unproven, the future of cutter-based aviation hinged on the successful operational testing on the 210s. In preparation for the operational tests, a wooden grid was added on Reliance’s flight deck to stabilize the helicopter during landings by capturing the landing gear. Due to scheduling complications, initial cutter helicopter operations took place during Reliance’s sea trials, from July 7 to 10, 1964, off the coast of Galveston. During this three-day period, a HH-52 helicopter completed 170 landings, including 20 nighttime landings. A second set of flight-deck landings was scheduled in November of that year, this time in more challenging environmental conditions. At the conclusion of these evolutions, Reliance had proven that the Coast Guard was ready to advance shipboard helicopter operations.

Not to be outdone by her slightly older sister-ship, Diligence was soon pioneering a new concept as well. After a referral from President John F. Kennedy, the Coast Guard once again collaborated with the Loewy and Snaith team — this time to design a new service logo. In March of 1965, the design firm presented their ideas for the new service logo to senior leaders at Coast Guard Headquarters. Soon after, Diligence was chosen as one of the units to prototype the new logo, along with the cutter Androscoggin, several aircraft, and small boats. This design was later implemented service wide in 1967.

The 1960s was an exciting decade for space exploration. At the time, the “Space Race” was in full swing and by 1965 the National Aeronautics and Space Administration’s (NASA) was ready to launch the third Gemini mission. Gemini III was the first crewed space mission for the Gemini program. CGC Diligence and her sister ship Vigilant, with attached HH-52 helicopters, joined the aircraft carrier USS Intrepid as part of the Gemini III capsule recovery force. The pilots that flew in the recovery operations were the same that had participated in the initial helicopter operational tests aboard Reliance. The Gemini III mission was launched on the morning of March 23, 1965, and splashed down approximately four hours later just short of the designated landing area. Diligence was first on scene and launched its helicopter to ensure the safety of the Gemini and crew. Sometime afterward, Navy helicopters from USS Intrepid recovered the astronauts. Although the Coast Guard was largely uncredited, this mission proved the versatility of the new class of cutter.

For Reliance and Diligence these early missions were just the beginning of six decades of service to our nation. These ships and the generations of crewmembers to cross their decks went on to launch daring rescues, pursue drug smugglers and poachers, responded to natural disasters, and remain to this day enduring symbols of U.S. sovereignty on the high seas. There are many newer and more sophisticated cutters in the Coast Guard’s fleet today; however, none can match the character and legacy of these two ships.

1964 : First of the 210 foot Coast Guard Cutters Were Launched

by John “Bear” Moseley, Coast Guard Aviation Association Historian
CGAA Historian”

A long range plan, suggested by the Assistant Secretary of the Treasury, to address the obsolescence of the cutter fleet was undertaken in 1959. The first cutters built under this plan were thirty six 95 foot patrol boats followed by seventy nine 82 foot patrol boats. Meanwhile the first postwar cutters were being designed to replace the 125 and 165 footers. They were the first cutters, designed from the keel up to facilitate helicopter operations. The helicopter landing platform required a minimum 200-foot waterline.

The initial concept of helicopter operations from cutters was pioneered by Frank Erickson during the Coast Guard development of the helicopter during World War II. Operation High Jump and subsequent Arctic and Antarctic operations demonstrated the value of the helicopter to the icebreaker. This concept, strongly supported by their Commanding Officers, did not carry over into the rest of the cutter fleet during this period. However, CAPT John P Latimer, a LT at the time, while attending postgraduate school after WWII, with assistance from CDR Frank Erickson and LTJG Art Pfeiffer, did a design project of a ship with a helicopter landing platform. It was about the size of the future Hamilton Class cutters with a configuration similar to the future Hamilton and Reliance Class. Latimer had consulted with Erickson and flew onto ships in a helicopter. His design provided for a helicopter deck and a hangar. Latimer said that he was surprised when he later served a tour in the Headquarters Engineering Section (ENE), that the design had received quite a bit of study by a couple of civilian architects. One of these gentlemen was Sam Frank, who was the senior civilian when the Reliance and then the Hamilton were designed. CAPT Gil Schumacher, Chief of ENE in 1962, with the assistance of CDR CG Houstma and Sam Frank, evolved and pushed through the design.

The outward appearance of these new cutters reflected the evolving nature of Coast Guard operations during the latter part of the 20th Century. They had sleek lines with the most prominent feature being the flight decks. They were originally fitted with transom exhaust ports that provided more room for a larger flight deck and kept the flight deck clear of exhaust smoke. In practice, however, the exhaust system proved problematic. Their high pilot house gave the bridge crew unrestricted all-around visibility, making ship-handling easier. A number of other concerns figured into the design phase including maximum serviceability, improved habitability, long service life, and safety. Two shafts capped by controllable pitch propellers drive these cutters to a top speed of 18 knots. The first five Cutters had a propulsion plant consisting of two 1,500 HP Cooper-Bessemer diesel engines and two 1,000 HP Solar Saturn gas turbines. The propulsion system could be remotely controlled from the pilot house, either bridge or wing, or the engine room control booth.

The construction of the 210 foot cutters to provide for helicopter operations was not without strong opposition on the part of some. With many it was an aversion to change but there were legitimate unknowns and problems to overcome. While the model of the vessel was given a thorough evaluation at the Taylor Model Test Basin in Washington D.C., only the characteristics as far as sea handling could be obtained. ENE was emphatic that they had no idea how the vessel would handle or reset with an 8500 pound helicopter on the flight deck. In addition, Sikorsky stated that under static conditions the HH52A helicopter, at normal gross weight conditions, would probably roll over after being tilted past 15 degrees.

CGC Vigilant conducting flight operations – note transom exhaust ports

There were three vessels under construction at Houston’s Todd Shipyard; the Reliance being first with the Diligence and the Vigilant not far behind. The helicopter-shipboard operations evaluation was conducted on the Reliance. Headquarters Office of Aviation (OAU), strongly in favor of the helicopter-ship concept, realized that should this vessel not be capable of operating safely with the HH-52A helicopter that the remaining WMEC cutters would be built without the flight deck. With this in mind the Commandant, at the behest of the Chief OAU, directed that a well qualified aviator experienced in open sea shipboard helicopter operations be assigned to assist the Commanding Officer of the Reliance in developing a capability for helicopter operations. LCDR John C. Redfield was selected for the assignment.

On May 15, 1964 LCDR Redfield met with CDR Frank Fisher, the prospective Commanding Officer of the Reliance, to discuss the up-coming tests and evaluation. In addition, Redfield obtained permission from Petroleum Helicopters to use their support facilities at the Galveston, Texas support facility. He further obtained the services of Lt William Russell to assist in the program. Russell, with the assistance of the Houston Air Station trained the Reliance crew in proper procedures and fire-fighting techniques. The sea trials were delayed until 7 July because of vessel machinery and yard problems. The vessel had a further commitment to be in the Coast Guard Yard, Baltimore, Maryland in early October. This resulted in the sea trials and helicopter operations being conducted simultaneously. LT. Russell was able to provide the crew with some preliminary training while the vessel was still in the shipyard. This was extremely important since the crew, almost to a man, from the officers on down, were new to ship-helicopter operations.

Preliminary evaluation of the helicopter on a metal deck aboard a Navy LST and previous experience aboard the Coast Guard icebreakers indicated the surface of the Reliance would have to be painted with abrasive paint and in addition some form of “chock” would have to be provided to assist in stabilizing the helicopter until the tie down equipment could be attached. The static stability of the helicopter on the helicopter deck required high tie down points affixed to the aircraft above the wheel shock-absorber housing. Extensions were fabricated to enable a person on the helicopter platform to “tie-down” and secure the helicopter. A wooden grid similar to those used by Petroleum Helicopters was designed to fit the Reliance flight deck and was constructed by Coast Guard Base Galveston.

On 6 July, with the permission of CDR Fisher, the HH-52A 1356 landed on board the Reliance while still tied to the dock. The aircraft was left on the deck, in proper position, in order to mark and paint the deck. On the morning of 7 July, the Reliance was underway and aircraft operations commenced when five miles off Galveston Beach. They continued intermittently for three days while the vessel underwent sea trials. Numerous landings were made by LCDR Redfield, LT Russell and Sikorsky pilot Mr. Bob Keim. On 10 July the Reliance moved off the Louisiana coast to conduct landings with a selected group of pilots from CGAS New Orleans to get their reaction and inputs to the rough draft of an operations bill for helicopter recovery. A total of 170 landings, 20 at night had been made. It was apparent that the Reliance was an excellent new concept for Coast Guard operations but it had yet to be tested in rough water weather operations.

Early in October, after the Reliance had completed work at the Coast Guard Yard, arrangements were made for rough water weather tests upon the arrival of the ship at Corpus Christi. Texas. CDR Frank Shelly, who had done the development and acceptance, flights for the HH-52 joined the group. On 19 November, with a good sea running and a brisk wind, the Reliance moved off shore. Five aviators flew the helicopter over a two day period on different wind and sea combinations. All landings were successful and LCDR Redfield stated that it was apparent that the Reliance had the desired characteristics for helicopter operations and was capable of working under sea conditions that were before impossible during wind class icebreaker operations. As a direct result of these test and evaluations the remaining WMEC 210’s and follow on cutters were designed for ship/helicopter operations.

The full utilization of the ship/helicopter was slow to develop. The 210’s had a crew of 70 and helicopter operations were labor intensive and helicopter operations, at that time, did not enjoy the full support of most of the Commanding Officers. The Air Stations were also reluctant to advocate full utilization as a deployment of a helicopter and crew would leave the duty sections short handed. No additional personnel were assigned to compensate for this. Training was conducted and limited SAR utilization took place but operational commitments were controlled by the District Commander and utilization was in direct proportion to his view point. The HQ Floating Units Section and the HQ Office of Aviation Units did not aggressively pursue the concept because they never envisioned at the time all of the uses for the ship/helicopter team. Drug enforcement was not a major factor in 1964 and there were not yet boat loads of people coming from Cuba. The Commander First Coast Guard District was the first to direct all ships capable of carrying a helicopter to do so while conducting fishery patrol and enforcement. The Coast Guard’s role in the Drug War started in 1976 and the Mariel Boat Lift in 1980. The helicopter/ship combination became indispensable to effectively carry out the mission. Today the concept is fully implanted in Coast Guard operations.

Each cutter underwent a “Major Maintenance Availability” process, or MMA, between 1986 and 1996 at a cost of between 19 and 21 million dollars per cutter. Every cutter received the following modifications and upgrades: improved habitability, improved stability by rearranging tank locations, replacement of all asbestos paneling, increased the berthing space, upgraded the flight deck and helicopter equipment, increased the amount of helicopter fuel carried, improved the evaporator, increased and upgraded the communications and electronics capacities, installed vertical exhaust stacks and associated ballast, and installed a smoke detection system and new fire-fighting equipment.

In the course of Coast Guard history there are numerous things that have been done well that directly affect and improve upon Coast Guard operations. Some of these accomplishments acquire a much greater significance than imagined at the time they were accomplished. Such was the case with LCDR John Redfield. In addition to being a people person who was extremely competent he had the capability to innovate and solve unforeseen problems effectively. The successful evaluation and implementation of the ship/helicopter concept was due largely to his efforts. Without this success the remaining cutters in the immediate building program and those that followed would have been built without helicopter capabilities. Without this capability the Coast Guard would have been significantly restricted in operational capabilities during the years that followed.

“SNA 2024: Adaptable Deck Launcher, MK 70 Missile Launcher, PAC-3 Missile and SPY-6 Radar” –Video

Posted on January 16, 2024 by Chuck Hill

The video above is from Naval News via Youtube.

Just wanted to point out that, should a need arise to equip the NSCs, OPCs, or even icebreakers for combat, there are two options in the video above:

As to alternatives, on the NSCs, we know they were designed to be able to accept twelve MK56 VLS and could probably accept eight Mk41 VLS in their normal deck penetrating configuration. Using quad packed ESSMs this could allow them to carry up to 32 ESSMs or alternately perhaps 16 ESSMs and four vertical launch ASROC. (Since the latest versions of the ESSM are fire and forget weapons that no longer require an “illuminator,” it now requires less supporting electronics and can engage more than one target at a time.)

I know of no information publicly available that suggests planned upgrades for the OPCs, although I did speculate, “What Might a Wartime OPC Weapons Fit Look Like?”

The Mk70 would probably just be a temporary install on the flight deck to meet the requirements of a planned operation, but there is little doubt we could put at least four strike length four tube launchers, on NSCs, OPCs, or icebreakers.

For the OPC, the Adaptable Deck Launcher is a possible more permanent installation and would probably be mounted on the Focs’le. Weight and space requirements might mean a trade-off would be required. Loss of the 57mm in exchange for even four Mk41 tubes might be worthwhile, but we might also consider replacing the gun with eight deck penetrating Mk41 cells. If Strike length cells proved impossible, tactical length cells could still provide weapons with anti-air, anti-surface, and ASW capabilities we do not have with the 57mm.

Potential Mk41 VLS weapons load outs for tactical and strike length launchers.

” Unlawful Boarding Of The Merchant Vessel St. Nikolas In The Gulf Of Oman” –Naval News

Posted on January 16, 2024 by Chuck Hill

Picture from Atlantique 2 MPA showing tanker St. Nikolas escorted by Iranian Navy patrol vessel. EMASOH picture.

Naval News reports,

Yesterday, on the 11th of January, the merchant vessel St. Nikolas was boarded by armed personnel southeast of the Strait of Hormuz, off the coast of Oman. The boarders were reported to be wearing military style black uniforms with black masks. The Company Security Officer (CSO) of the shipping company also reported that the vessel had altered course towards Iranian territorial waters and communications had been lost. Acting on initial external information, EMASoH sent out a French maritime patrol aircraft Atlantique 2 that rapidly located the ship, which was escorted by two Iranian Navy patrol vessels. The Atlantique 2 continued to monitor the ship’s movement until she entered Iranian territorial waters. She is now at anchor near Bandar Abbas.”

Have to say, my first reaction was, who or what is EMASoH? Wikipedia has the answer, European Maritime Awareness in the Strait of Hormuz. EMASoH is a,

“…French-led maritime monitoring mission with the goal to protect maritime flows through the Strait of Hormuz. It is headquartered at the French naval base in Abu Dhabi and comprises a diplomacy track (EMASoH) and a military track (AGENOR).^[1] The mission has 9 participating countries including Belgium, Denmark, France, Greece, Italy, the Netherlands, Norway, and, with political support, Germany and Portugal. These are all European countries, however EMASOH is not initiated by the European Union.”

The situation there is confusing. I have a hard time keeping up with the players. Looks like the Europeans are about to create their own naval defensive coalition to defend shipping in the Red Sea. Wonder if it will be under AGENOR?

2024 Almanac –SeaPower

Posted on January 15, 2024 by Chuck Hill

Just wanted to put in a good word for the Navy League’s 2024 Almanac. This annual, expanded, special edition of Sea Power alone may be sufficient reason to join the Navy League.

Despite their name, the Navy League is a vital supporter of the Coast Guard and US Merchant Marine and the entire maritime industry.

The almanac includes 189 pages of information about US Navy, Marine Corps, Coast Guard, NOAA, MARAD, and Maritime Sealift Command ships, aircraft, weapons, C4ISR systems, and leadership personnel. It even includes addresses, telephone numbers, and websites.

“Fast Response Cutter Laydown, Report to Congress, November 15, 2023” –USCG

Posted on January 15, 2024 by Chuck Hill

The first three fast response cutters—the USCGC Richard Etheridge (WPC-1102), Bernard C. Webber (WPC-1101), and William Flores (WPC-1103).
U.S. COAST GUARD

Just wanted to alert anyone interested to the existence of this document.

Don’t think there are any real surprises here, but homeports are a bit more complete than the Wikipedia information.

It does further clarify the fate of USCGC Benjamin Dailey (WPC-1123) that suffered a fire while in dry dock. The ship was found beyond economical repair, decommissioned, and is stored awaiting ultimate disposition. That means that the current plan is for 64 operational FRCs with a request outstanding for four more. It may mean at least one of the future FRCs will be based in Pascagoula, as a replacement.

“Anti-Ship Ballistic Missile Hits U.S.-Owned Container Ship In Gulf Of Aden” –The Drive

Posted on January 15, 2024 by Chuck Hill

MV Gibraltar Eagle YouTube screencap

The Drive reports,

” A Marshall Islands-flagged, U.S. owned and operated container ship was struck by a Houthi anti-ship ballistic missile on Monday, U.S. Central Command said.

“There were no injuries or significant damage to the vessel, the M/V Gibraltar Eagle, which is continuing its journey. The vessel is a 200-meter long Ultramax container ship, according to its U.S. owner, Eagle Bulk Shipping.”

The Drive also offers an overview of the Houthi anti-ship capabilities, “The Anti-Ship Missile Arsenal Houthis Are Firing Into The Red Sea.”

I believe this is the first time in history, a ship, underway, has been hit by a ballistic missile.

“No Injuries or significant damage”:

At about 200 meters in length, M/V Gibraltar Eagle, is not particularly large. I would say that it is medium sized.

This is one of those rare times like, the Tanker War, when we get to see how modern ships, at least merchant ships survive modern weapons.

So far, I don’t think any of these Houthi attacks has resulted in a mobility kill, much less a sinking.

Modern merchant ships are extremely resilient. A lot of their bulk is made up of non-critical space.

This has implication for the Coast Guard’s own Ports, Waterways, and Coastal Security mission. Explosions below the waterline, torpedoes and mines, remain the most effective way to forcibly stop a medium to large ship.

“Navy SEALs describe how boarding a ship is a team’s ‘sketchiest’ mission” –Task and Purpose

Posted on January 15, 2024 by Chuck Hill

Members of the Coast Guard Cutter Waesche (WMSL-751) law enforcement boarding team inspect a self-propelled semi-submersible (SPSS) in international waters of the Eastern Pacific Ocean, Nov. 20, 2023. The interdiction of the SPSS yielded more than 5,500 pounds of cocaine. In November 2023, Waesche crewmembers seized approximately 18,219 pounds of cocaine, with an estimated street value of over $239 million, during four separate suspected drug smuggling vessel interdictions or events off the coasts of Mexico and Central and South America. (U.S. Coast Guard photo)

Task and Purpose reports,

“Two Navy SEALs went missing during a Visit, Board, Search and Seizure action near Somalia. Former SEALs say those VBSS missions were always among their most dangerous.”

Find it gratifying that Seals recognize the hazards of something the Coast Guard does routinely. Does seem they are more likely to do this in the dark.

Ship Positions, 14 January

Image

K-LOGIR, Korean Low cOst Guided Imaging Rocket and Launcher

Posted on January 14, 2024 by Chuck Hill

K-LOGIR launcher fitted on a Textron CUSV USV at Sea Air Space 2021. The system was showcased by Raytheon and LIG Nex1.

Naval News recently did a post highlighting a 4th Fleet live fire test combining a Korean developed fire and forget guided rocket system with the Common Uncrewed Surface Vessel (CUSV) cued to a target by a Radiosonde UAS for a fully uncrewed kill chain.

The “Poniard” Korean-Low cOst Guided Imaging Rocket (K-LOGIR) is closely related to the APKWS, both being based on the 70mm Hydra unguided rocket. Unlike the semi-active laser homing APKWS, the K-LOGIR is a fire-and-forget system allowing multiple simultaneous engagements.

Most of the reports I have read on this exercise are unclear if six missiles hit a single target or if six missiles hit six different targets, but this Defense Mirror report, “Textron’s Unmanned Boat Uses South Korean Weapon to Engage Multiple Targets.” makes it clear that multiple targets were engaged in a single salvo.

I don’t fully understand how they designate different targets for the missiles in the salvo, but it may be that they are sending them to different waypoints before they initiate their search.

The ability to engage several targets simultaneously makes this system attractive for countering surface swarm tactics like those that might be encountered by PATFORSWA, but for the Ports, Waterways, and Coastal Security mission, the APKWS’ semi-active laser homing might be a better solution, in that we are unlikely to have to engage numerous targets in a single salvo and we may want to target particular parts of an adversary’s vessel or perhaps engage low-level air targets such as UAS, helicopters, or general aviation aircraft. Presumably, APKS could be fired from the same launcher.

Textron USV fitted with LIG Next1’s Poniard guided rocket. Textron photo.

Take a look at the launcher above and below. Here it is mounted on an unmanned 39-foot boat. In the photo above you can see that it traverses and elevates. It appears to hold up to six rockets. It might be an appropriate way to arm Coast Guard patrol boats and larger cutters with APKWS, but “Vampire” might be even simpler.

K-LOGIR launcher fitted on a Textron CUSV USV at Sea Air Space 2021. The system was showcased by Raytheon and LIG Nex1.

I would really like to see 4th Fleet make more effort to publicize their experimentation efforts. I’m surprised I was not able to find a YouTube video that documented this test and I have seen no mention of it on the 4th Fleet website.

I am also curious to know if the Navy’s 39′ CUSV could be operated from the stern ramp of a National Security Cutter. Interoperability?