It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Friday, December 13, 2024
After Bribery Charges, Adani Cancels U.S. Gov't Loan for Sri Lankan Port
CWIT Phase 1 is well on its way to completion, and is scheduled to come online soon (CWIT image)
Facing a corruption scandal at home and investment-fraud charges in U.S. courts, India's Adani Group is withdrawing from a U.S. development finance loan to build a new container terminal at Colombo, Sri Lanka. Adani plans to continue with the project, but will self-finance the $550 million tranche of funding that would have come from the U.S. government.
In charging documents unveiled last month, American prosecutors claimed that billionaire industrialist Gautam Adani bribed Indian officials to secure high-priced power offtake contracts for a giant solar farm, then defrauded U.S. investors about the nature of the agreements. The U.S. charges have seen other Adani deals scrutinized or canceled, including the $1.85 billion project to modernize Kenya’s Jomo Kenyatta International Airport (JKIA).
Adani Group holds a dominant position in India's ports sector through subsidiary Adani Ports and Special Economic Zones (APSEZ), and it has significant ambitions for port expansion abroad - including in Sri Lanka, where it is building a new container terminal at the port of Colombo. In November 2023, this project received approval for a $550 million loan from the U.S. International Development Finance Corporation (DFC), a new agency formed in 2019 as a counterweight to China's Belt and Road.
The Port of Colombo was a natural investment choice for DFC, given China's active construction program in Sri Lankan ports. The collapse of the loan to Adani will be a setback for the newly-formed agency, but it should have limited impact on U.S. taxpayers: no funds have yet been disbursed, according to DFC. Adani will proceed with the port project, which is already nearing completion of its first phase. The rest of the construction "will be financed through the company's internal accruals and capital management plan."
Going forward, Adani may also have regulatory challenges in Sri Lanka. Given recent allegations of bribery in Adani Group's operations, Sri Lanka's newly-elected government has said that it will review Adani's agreements with previous administrations, starting with a controversial wind energy project at Mannar. The proposed wind farm happens to be located at an important stopover point for migratory birds, and the agreed power offtake price is twice the amount that Adani charges to Indian wholesale customers, opponents say. The power price deal signed by the previous government "was a problem," Foreign Minister Vijitha Herath said earlier this year, and he suggested that it would need to be reviewed.
Crew Assaulted as Robberies Continue in Singapore Strait
Crewmember aboard a tanker transiting the Singapore Strait was stabbed overnight by robberies (file photo)
Vessels have been repeatedly warned of the dangers while transiting the Singapore Strait but the latest report includes a rare instance of violence against the crew. Ambrey is reporting that a crewmember was stabbed and taken ashore to a hospital overnight on Wednesday, December 11.
Most of the incidents in the Singapore Strait are attempted robberies of spare parts or other equipment from vessels most often underway. Usually, they are small groups of people at most armed with knives and when spotted or confronted the boarders flee.
However, according to last night’s report, two boarders were seen aboard a tanker underway transiting eastbound through the Phillip Channel. Ambrey in an update said that the robbers had knives and one crewmember was stabbed repeatedly before the boarders left the vessel. The incident has not yet been confirmed by the regional authorities.
ReCAAP (Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia) set up 20 years ago to promote and enhance cooperation to suppress piracy and armed robbery against ships in Asia has highlighted an increased number of attacks. The reports show more violent incidents than in the past.
So far in 2024, it has already received reports of 86 incidents and 10 attempts this year. That compares with 100 reports in all of 2023. This year it tracked 17 cases where the crew was threatened, held hostage temporarily, or rarely injured versus nine reports of this level in 2023.
Last week, ReCAAP tracked three instances where vessels were boarded either in the Singapore or Malacca Strait. One report indicated that the perpetrators were armed with knives but no one was reported injured. In two of the reports, it indicates that equipment was stolen. Also in December, a bulk carrier was boarded in the Malacca Strait. In that report, it says a crewmember was tied up by the perpetrators who stole engine spare parts.
More than half the incidents reported since January 2024 (55 total) were in the Singapore Strait. ReCAAP continues to advise ships to exercise enhanced vigilance when transiting in the area. It also calls on the littoral states to increase patrols and enforcement in these areas.
Shipowners Need to Prepare for the HKC Hazardous Materials Inventory
On June 26, 2025—right around the corner—the International Maritime Organization's (IMO) Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (Hong Kong Convention) will enter into force. This landmark agreement is crucial for ensuring that the ship recycling industry operates safely and sustainably, aiming to protect both workers and the environment from the dangers posed by hazardous materials on ships.
Without proper management, hazardous materials can lead to acute and chronic illness as well as environmental pollution, including oil spills, leakage of toxic substances, and contamination of soil and water. These issues can harm marine life, local ecosystems, and even drinking water supplies.
Each year, approximately 500 ocean-going commercial vessels reach the end of their service life and undergo the process of shipbreaking (i.e., the dismantling of ships for recycling). In accordance with the HKC, vessels over 500 gross tonnage (GT) are required to maintain an Inventory of Hazardous Materials (IHM). This inventory details all hazardous substances on board, such as asbestos and heavy metals, thereby enabling safe and compliant handling and disposal during the ship dismantling process.
As the HKC comes into force, all ships greater than 500 GT will need to have an IHM prepared and approved by the date of implementation. This requirement applies to vessels flagged under countries that are parties to the HKC, and flag Administrators are expected to enforce adherence to it. The HKC outlines specific hazardous materials that must be inventoried and managed, including asbestos, heavy metals, chromium-6, and polychlorinated biphenyls (PCBs). Proper identification and handling of these substances will mitigate the risks associated with their disposal during recycling.
Regrettably, the history of ship recycling has been marred by numerous accidents. These incidents highlight the urgent need for stringent safety measures and compliance with regulations stipulated by the HKC. The IHM, integral to the HKC, plays a crucial role in mitigating risks associated with hazardous materials. It establishes best practices widely accepted in the shipping and recycling industries.
IHM inventories should be conducted at various stages of a ship’s life:
Approval and Certification (PART I): Initial inventory creation
Maintenance and Renewal: Regular updates every five years
Dismantling and Recycling (PART II and III): Final inventory management during the recycling process.
Experienced hazardous materials (HAZMAT) certified inspectors carry out these assessments and can guide shipowners on compliance. If hazardous materials are identified, remediation can be implemented under expert supervision, including the removal and replacement with non-hazardous alternatives.
As the HKC approaches its enforcement date, it represents a leap forward in improving the safety of ship recycling processes and protecting both workers and the marine environment. By ensuring all vessels possess a comprehensive IHM, the maritime industry can foster a safer, more responsible approach to ship disposal, ultimately benefiting society at large. Monitoring hazardous materials throughout a ship's lifecycle is essential for minimizing health risks and adhering to environmental regulations. The HKC, together with the implementation of IHM, underscores the commitment of the shipping industry to sustainable practices and the well-being of communities worldwide.
Pim Versteegt is the Technical Manager at SGS Search, managing the quality and maintenance of Inventory of Hazardous Materials (IHM) surveys. Under his guidance, SGS Search has conducted hundreds of IHM surveys globally and actively ensures the ongoing compliance and updates for over 400 vessels.
Captain Jos Geene, with more than three decades of experience in the dredging and offshore industry, plays a key role in shaping the SGS IHM program (including IHM maintenance). Additionally, he provides global support to SGS Inspectors, contributing to the high standards of the maritime industry.
Ersi Zacharopoulou, MSc (Eng) is the Development Manager of SGS, Europe, Africa and Middle East Marine Services, where she leads efforts to promote environmental compliance projects for the shipping industry. Additionally, she is a member of the Technical Chamber of Greece.
Lisa Drake, PhD manages marine environmental services in the Americas for SGS, the world's leading testing, inspection and certification company. She—along with a global team of experts—guides this work in more than 600 ports worldwide.
The opinions are the authors' alone and do not necessarily reflect the views of SGS.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
RightShip Revises Timeline for Increased Safety Inspections for Bulkers
The timeline is expanded but safety inspections will still be expanded to begin at 10 years and to include smaller bulkers (iStock)
The widely used digital maritime platform RightShip which tracks safety and sustainable practices has agreed with the bulker industry to revise the timeline for increasing its safety inspection program. Two months ago, the group cited safety concerns saying that it was responding by lowering the age of a vessel to trigger inspections and expanding the regime to wider segments of the industry.
While one of the key segments of merchant shipping, and one of the largest categories, the average age of bulkers is increasing, and with it comes more safety risks. In addition, like all parts of the industry, bulkers are under pressure to increase their performance and sustainable operations. The group reported that its data showed the average of bulkers has reached 14.7 years and is continuing to rise. Construction of new bulkers has also lagged other segments which are aggressively adding new tonnage.
RightShip in October announced it had decided in a two-step process to lower the age of a vessel to start inspections from 14 to 12 years in 2025 and 10 years in 2026. It also reported that the inspection requirement would also be extended to cover smaller vessels under 8,000 dwt, which had been exempt until recently.
Despite saying it had consulted with the industry, the proposal was met with widespread complaints. INTERCARGO, which represents a large portion of the operators, issued a statement expressing “deep concern” saying that it required more consultation and time to prepare for the accelerated timeline.
After discussions with INTERCARGO as well as the International Chamber of Shipping and the Union of Greek Shipowners, RightShip confirmed it was refining the approach to align with the operational realities. It said however the fundamentals of the changes designed to reinforce the shared commitment to safety remain in place.
“Our updated approach directly addresses some of the key stakeholder concerns, balancing inspection workloads, and providing flexibility while maintaining rigorous safety standards,” said Christopher Saunders, Chief Maritime Officer at RightShip. “We've also committed to enhanced transparency in our processes to offer greater clarity through industry dialogue going forward.”
The 10-year trigger to start inspections remains, but RightShip expanded the timeline to four steps starting at 13 years in October 2025 (instead of 12 years in March 2025) and by January 1, 2027 (instead of March 31, 2026) reaching 10 years. They said this would give vessel owners and operators more time to adjust budgets, train crew, and plan for the inspections. Vessels will now have 12 months’ notice before the changes start and it is also providing a three-month inspection buffer.
The expansion to require vessels of less than 8,0000 dwt to undergo similar inspections remains in the program. RightShip emphasizes that this will make the safety standard more consistent across the global dry bulk and general cargo fleet.
“Safety is a collective journey,” said Steen Lund, CEO of RightShip. “This phased rollout is a step forward in working toward zero harm in maritime operations while ensuring a realistic transition period for our stakeholders. We look forward to continuing our dialogue and working with the industry to improving and advocating for higher safety standards.”
INTERCARGO issued a statement welcoming the revision. Chairman Elect John Xylas also highlighted an agreement with RightShip for regular structured consultations. He said it would ensure that dry bulk owners and operators would contribute in the development of industry initiatives that promote safety and sustainability.
Video: LPG Tanker Sinks Fishing Vessel in Hit-and-Run off Tamil Nadu
The crewmembers of an Indian fishing vessel claim that an LPG tanker ran down their boat and sank it off southern India, then continued on its way to its next port of call.
On Wednesday morning, the fishing vessel Paralogamatha was anchored about 25 nautical miles off the coast of Colachel, a small fishing port on the southern tip of the Indian Subcontinent. At about 0430 hours, the LPG tanker Nus approached and hit the anchored boat, sinking it quickly, the survivors said.
Good Samaritan fishing vessels rescued all nine members of the Paralogamatha's crew, but the Nus continued on its commercial voyage without stopping to render aid, according to the district fishermens' association for Kanyakumari.
The tanker Nus' last received AIS signal suggests that it was in the area of the collision on Wednesday morning, just off Tamil Nadu. Its transmission declared the vessel's destination as Sohar, Oman, and the fishermens' group called on authorities to arrange for the ship's arrest on its arrival.
Nus (ex name BW Challenger, Cape Gas, Portofino Gas) is a 1992-built LPG tanker with a questionable history. It is listed as a Comoros-flagged vessel, but its Equasis records show that this was reported as a false flag in April 2024 - the month before Nus changed names. Without a valid flag on its record, it may be (or may have been in the recent past) a stateless vessel. Its last class certificate was also withdrawn in May.
The Nus is managed by a company registered in the Dubai Multi Commodities Centre, a free trade zone in the UAE that has become a hub for trading in sanctioned energy commodities. Its history shows that it has operated primarily in East Asia, Southeast Asia and the Subcontinent for at least the last five years.
Video: Yacht Hits Docked Cruise Ship Allure of the Seas
[Brief] A video is making the rounds on social media and drawing wide attention as a large yacht named Aurora made contact with the docked cruise ship Allure of the Seas. One of the largest cruise ships in the world, the Royal Caribbean ship was on a short cruise to the Bahamas and was tied to the dock when the incident occurred.
Passengers rushed to the rail as a luxury vessel was maneuvering in Nassau harbor in the Bahamas. The vessel can be seen underway coming closer and closer to the cruise ship. It is unclear what was happening with the yacht as it was angled directly toward the cruise ship and at least one crewmember can be seen walking on deck before the contact.
There is a loud thud as the yacht makes contact with the hull of the 225,282 gross ton vessel. Allure of the Seas is over 1,187 feet long and has 18 decks making it a very visible ship. Full it would be carrying as many as 6,800 passengers and over 2,000 in crew.
After the initial contact, the yacht can be seen scraping alongside the cruise ship. The next contact comes as the yacht’s mast hits the protruding lifeboats. As the yacht moves past, the top of the mast and one of the radar domes are seen hanging down. A passenger is heard calling to the crew on the yacht ”Are you ok?”
The captain of the cruise ship made an announcement which for many passengers was the first they knew of the incident. They were warned there could be a delay in departing Nassau as the cruise ship needed to conduct an inspection.
The ship was able to depart Nassau and is spending a day at sea today. Allure of the Seas is due back in Miami on Friday, December 13.
Lightering Gets Under Way For an Attempt to Refloat Grounded Laker
Lightering operations have begun aboard the grounded laker Tim S. Dool, which has been stranded off Morrisburg, Ontario for three weeks.
On November 23, the Tim S. Dool was under way in the St. Lawrence Seaway with a load of wheat when it grounded in U.S. waters southwest of the Eisenhower Lock, near Massena, New York. Seaway System management authorities are working with the U.S. Coast Guard and Canadian Coast Guard to manage the response and minimize commercial disruption.
Work got under way on a new refloat attempt early Thursday morning, the St. Lawrence Seaway Corporation announced. Speed restrictions on vessel traffic are in place while the salvage operations are in progress.
AIS data showed that as of Thursday, the Tim S. Dool was attended by the tug Ocean Aqua, the mini-tug Ocean Catatug 2 and the grab dredger Borromee Verreault. (Tim S. Dool is not a self-unloading laker, and therefore requires a crane and grab for lighterage.)
The Coast Guard hopes that lightering off the ship's cargo of wheat should be completed within a few days, at which point it will be refloated and pulled free. A previous refloat attempt using three Canadian tugs was unsuccessful.
The cause of the casualty is still under investigation. No pollution or injuries have been reported, and the vessel is far enough out of the main traffic lanes that it is not impeding marine commerce. Navigation is set to close for the winter on the Montreal-Ontario section of the waterway in January, and Great Lakes shipping interests are keen to keep cargo moving as much as possible before the seasonal shutdown.
Tim S. Dool is a 1967-built laker operated by Algoma Central Marine. She has a deadweight capacity of 29,000 tonnes and about 11,000 horsepower available for maneuvering.
It is not the first time that a vessel has gone aground in the area. In August, a Dutch cargo ship lost power in another section of the waterway and blocked traffic. It remained stuck for two days till tugs were able to pull it free and reopen the waterway.
Slow Progress Aligning Global Ship Finance with IMO's Climate Goals
Some categories of shipping are making more progress as the financial institutions use emissions in their lending decision and plans (file photo)
The Poseidon Principles for Financial Institutions, a framework for measuring the alignment of financial institutions’ ship financing with climate goals, released its fifth annual report showing what the organizers highlighted as slow progress. Shipping remains behind the trajectory required to meet the IMO’s goals for reducing emissions, but the report shows progress and wider participation and transparency among the world’s leading financial institutions.
Bank lending represents approximately 62 percent of all types of financing for the global shipping industry, and according to the Global Maritime Forum which supports the Poseidon Principles, it serves as an essential, and often the lowest cost, source of capital for shipowners. As the program marks its fifth anniversary, the report highlights the financial institutions participating in the Poseidon Principles now represent approximately $240 billion, or nearly 80 percent of global shipping finance. There are currently 35 signatories from 14 countries, with approximately 70 percent from Europe and North America and 30 percent from Asia-Pacific.
The goal of the initiative is to provide a framework for measuring and reporting climate alignment in shipping finance. In addition to providing a public “report card” on each institution, the hope is that it will drive participation and provide an incentive for shipping companies to invest in green programs.
“The average climate alignment scores showed a noticeable progression from last year,” the report highlights saying that, “portfolios’ alignment to the IMO’s ‘minimum; and ‘striving’ decarbonization trajectories” is improving. The report shows a seven percent overall improvement in the average but also a wide disparity with the worst performance 70 percent above the trajectory. The average for the portfolios is 25 percent above. Four signatories disclosed a score of 10 percent or below and one is 3.5 percent below the trajectory.
The analysis of the 2023 reports concludes, “The slight increase in the number of signatories reporting a score of less than +10 percent supports the notion that, while overall scores are misaligned, they have gotten closer to alignment with the striving ambition.” The organizers believe the climate alignment scores provide actionable insights.
“As we celebrate the fifth anniversary of this initiative, we recognize both the progress made and the opportunities ahead – this milestone shows how far we have come in five years, but also serves as a reminder that we are now five years closer to critical decarbonization targets for 2030, 2040, and 2050,” said Michael Parker, Poseidon Principles Chair and Chairman of Global Shipping & Logistics, Citi. “We must accelerate efforts, addressing key areas of misalignment and ensuring collective ambition turns into transformative action.”
The report illustrates the progress since the initiative was announced in 2019. They point to an increased level of transparency among the participants and that five additional financial institutions released reports for 2023. Institutions adopting the principles are given a grace period before they are required to begin reporting.
“Alignment with 2050 net zero goals remains a challenge, in particular for certain vessel types that are facing operational complexities,” admitted Paul Taylor, Vice Chair of the Poseidon Principles and Global Head of Maritime Industries, Societe Generale. He however also highlights the continuing evolution of the program and the level of transparency it is providing. “The Poseidon Principles’ adoption of well-to-wake emissions reporting offers a robust foundation for addressing these challenges head-on.”
Chief among this evolution was the 2023 adoption of well-to-wake emissions reporting, encompassing full lifecycle emissions of fuels. The organizers say it is setting a new benchmark for climate reporting in line with the latest climate science and supporting the IMO’s latest ambition.
As the Poseidon Principles enter their sixth year, the organizers said they are celebrating the transformative power of collective action and the tangible progress made toward decarbonizing global shipping. While challenges remain, they believe the shared commitment of signatories, shipping clients, and stakeholders is a testament to what can be achieved through collaboration and transparency.
The full report, including individual report cards on the financial institutions, is available online.
For a long time, the waters of the Gulf of Oman have been used by arms and drugs smugglers. These smugglers tend to stay in international waters, outside the 12-mile territorial zone where they can be legitimately stopped and searched by the Omani Coastguard. On occasions, smugglers can dip into territorial waters when the Coastguard is not about, but normally they transit through Oman’s 200-mile deep Exclusive Economic Zone (EEZ), where international maritime law gives vessels freedom of navigation and a right of passage. These waters are shared by high volumes of oil and container traffic en route to the Gulf and Asia, with the smugglers thus able to hide themselves amongst the legitimate merchant traffic crowding these busy sea lanes.
In recent years, Oman has made strenuous efforts within the constraints of international maritime law to intercept such smugglers. While most illicit traffic is in transit toward Yemen, the Red Sea and the Horn of Africa - areas served by traditional dhow traffic - regular attempts are also made to land illegal migrants and narcotics on Omani beaches, their ultimate destination normally being the United Arab Emirates.
A recent article published by the Washington Institute has analyzed the Omani efforts to tighten up on this smuggling activity.
The first priority has been the upgrading of the Maritime Security Centre in Muscat, designed to exchange ship movement information between allies and the different Omani agencies that detect and identify traffic in home waters. All of these Omani agencies are being upgraded in terms of surveillance and interception capability.
The Omani Coastguard, responsible for patrolling both the 2,000-mile coastline and the adjoing territorial waters, is being upgraded with 14 Hercules 28-meter fast patrol boats, equipped with X-band radar, electro-optical and night vision systems, with additional smaller patrol boats being procured as well.
The Royal Navy of Oman, primarily responsible for patrolling the EEZ, has five corvettes and 12 patrol vessels, but is looking to expand the fleet.
Indian-Owned Tanker Saves 73 Migrants South of Gavros
Panama's flag registry reports that the tanker Nestos (IMO 9417464) recently played a role in a migrant vessel search and rescue mission coordinated by the Greek Coast Guard.
Late last month, the Greek Coast Guard reported that a wooden boat with 73 foreign nationals had been spotted at sea about 33 nautical miles southwest of Gavdos, an island just off Crete.
According to the Nestos' designated person ashore (DPA), the tanker responded immediately to a request for assistance from Greek authorities. Through the quick response of the crew, 73 individuals were rescued from the boat. Onboard the Nestos, the survivors were provided with medical attention, food, water, and shelter. In a statement, the Panama Maritime Authority commended the Nestos' crew for their assistance.
The Greek Coast Guard reports that the survivors were transported to Kali Limenes, Crete for onward transfer. In the same statement, the agency reported that another 36 foreign nationals aboard a second wooden boat were spotted about 38 nautical miles south of Gavdos. These foreigners were picked up by another cargo ship, according to the agency, and were transported to the village of Sfakia, Crete.
Gavdos is a small island with 70 inhabitants, and the residents are occasionally outnumbered by the volume of migrants arriving in a single day, according to the Christian Science Monitor. The island is located just 140 nm to the north of the Libyan coast, and its proximity makes it an attractive destination for Libya's human smuggling operators. It received about 1,200 arrivals in the first four months of 2024 alone - in addition to nearby rescues at sea.
Merchant ships play a key role in responding to migrant vessels in distress, often incurring additional risks for crews and extra costs for commercial voyages. In recognition of this public service, the IMO has created a special commendation for all vessels and mariners who rescue migrants at sea.
Nestos (ex name Aion) is owned in India and commercially operated by a firm in the UAE. Until March 2024, she was managed by thetanker firm Fractal Marine DMCC.
Fisherman Survives Three Days in the Water After Escaping Murderous Crew
Survivor Afif Efendy, 37, transfers aboard the patrol boat P 349 (Directorate General of Sea Transporation)
A fisherman who jumped overboard to escape murderous crewmates has been rescued after three days in the water, according to Indonesia's directorate of sea transportation.
On Wednesday, December 11, Indonesian maritime authorities dispatched a patrol ship to rendezvous with the bulker Sikinos. The merchant ship had found and rescued a fisherman who was floating in the water with a lifejacket on. When the patrol boat P 349 picked him up and brought him to the pier at Selayang, East Kalimantan, local officials found that he had a story to tell.
The survivor identified himself as Afif Efendy, 37, and said that he had jumped over the side from the fishing vessel KM Putri Ayu three days prior. Last month the Putri Ayu departed from Jepara, on the north side of central Java, and it got under way on a fishing voyage. Efendy was a new crewmember, and he said that he was disliked by the older fishermen on the crew. Over the course of 17 days aboard, he was beaten, kicked, and threatened by several other crewmembers, he told the authorities, and was forced to work from 0800 until nightfall without stopping.
As the voyage progressed, the threats escalated, and some of the older crewmembers told Efendy that they would kill him if he did not jump overboard. On the 17th day of the voyage, two crewmembers threatened Efendy with knives and forced him to jump into the sea, he said. Choosing an uncertain chance of survival, Efendy put on a life jacket and jumped overboard.
He said that he floated at sea for three days before being found by the Sikinos. The P 349 retrieved him from the bulker and delivered him safely to shore for a medical evaluation.
Littoral Combat Ships Could Come Off the Sidelines With SM-6 Launchers
Destroyer-like armamant, small platform: a Mk 70 containerized launcher fires off an SM-6 from the helideck of LCS USS Savannah, 2023 (USN)
The U.S. Navy's undergunned Littoral Combat Ship classes are both about to get a major armament upgrade, according to USNI. At the USNI Defense Forum on Wednesday, outgoing Navy Secretary Carlos Del Toro told the audience that many LCS hulls will eventually carry the Mk 70 Payload Delivery System, a containerized version of the standard Mk 41 vertical launch system (VLS).
The announcement could enhance the LCS' contribution to the high-end fight. The Mk 70 can deploy the anti-air/antiship SM-6 or the antiship-capable Block V Tomahawk (TLAM) cruise missile, and its footprint is no bigger than a single forty-foot container. It was test-fired successfully from the helipad of the Littoral Combat Ship USS Savannah in October 2023, and may have been tested previously in 2022, according to The War Zone.
Each containerized Mk 70 unit has the equivalent of four VLS cells, and conceptual drawings released by the manufacturer suggest that each LCS might be capable of carrying up to three units. A total of 12 VLS cells would be a small amount of firepower compared to the 90-plus cells aboard an Arleigh Burke-class destroyer, but it would still enhance the LCS' reach for a limited strike mission or for self-defense.
The two distinct LCS classes have no long-range air defense systems of their own, and they rely upon other surface combatants to shield them from the proliferating ballistic-missile and hypersonic threats that confront naval forces today. The addition of the SM-6 could change that equation, so long as the missile receives adequate targeting data (the LCS lacks an onboard AEGIS combat system).
A supply of Block V Tomahawk missiles would also tip the scales in the LCS' favor. The newest Tomahawk is antiship-capable, and it has an unclassified range of at least 1,000 miles. This is many times greater than the range of the Naval Strike Missiles that Del Toro wants to mount on all remaining LCS hulls - and Tomahawk hits with a far heavier payload.
Del Toro's Mk 70 concept was received with some skepticism in China, where military analysts have a well-developed interest in U.S. surface warfare capabilities.
Zhang Junshe, a member of the PLA Naval Military Academic Research Institute, told state outlet Global Times that the Mk 70-LCS combination appears "ambitious in design but constrained in reality." He noted the LCS' small size, limited payload capacity and poor reliability record.
"Based on the U.S. descriptions, this is a classic example of 'overloading a small cart with a big load,' making it difficult to achieve sufficient combat capability. This warrants further observation," Zhang said.
After Ferry Fire, MAIB Recommends Infrared Cameras for Engine Inspections
Hot spots on a main engine aboard Stena Europe (MAIB)
The engine room fire aboard the ro/ro Stena Europe last year was caused by a commonplace failure: leaking fuel on exposed exhaust components. A loosened flange connection in a pressurized fuel line sprayed diesel onto a hot exhaust manifold, igniting a fire and causing extensive damage to the compartment - a risk that investigators believe could have been mitigated with proper repairs. In its after-accident report, the UK Marine Accident Investigation Branch suggested that IMO should require thermal imaging inspections for exhaust system insulation, since full-area images would make it easier to identify any dangerous gaps or hot spots that could ignite fuel leaks.
At about 2115 hours on February 11, 2023, Stena Europe was approaching Fishguard harbor when pressure dropped in the port main engine fuel system. There was a fuel leak, and within a minute, fire and smoke alarms sounded for the port engine room and the funnel casing. The third engineer checked the compartment and found that the front inboard side of the number three main engine was ablaze; he activated the water mist system for the compartment and exited. The chief engineer cut the fuel supply, then called the bridge to report the casualty.
At the time, the ferry was located about two nautical miles from the harbor. Response assets from HM Coastguard, the local fire service, Welsh police and the Welsh Air Ambulance headed for the scene, along with RNLI lifeboats.
Firefighters apply cooling water to Stena Europe's stack (Image courtesy RNLI)
By the time that the first response vessel arrived, the fire had been extinguished by the crew. Stena Europe made her own way into the harbor and berthed safely using her starboard propeller and bow thrusters. All 88 passengers and 59 crew were able to safely disembark, and emergency services personnel boarded the vessel from shore to evaluate the aftermath of the fire. No injuries were reported.
The next day, investigators examined the engine and found a partially-shielded fuel pipe flange that had opened up: one of the two flange securing screws was gone, and the sealing o-ring was sticking out of the joint. Nearby, they found a location where the exhaust manifold was not covered by insulation. This spot would have had a surface temperature of about 750 F at the time of the fire, and it was the likely source of ignition for the fuel spray.
Courtesy MAIB
The Stena Europe's aging engines leaked fuel often, according to MAIB, and the same joint on the number-three engine had leaked just two weeks prior. The joint's susceptibility to dangerous leakage was a known issue identified by the OEM in 1995, and the manufacturer had published a service bulletin with a class-approved fix. However, the vessel operator's technical management team had not subscribed to the OEM's notification service, and was unaware of this technical bulletin at the time of the fire. The OEM-recommended upgrade had not been performed on the number-three engine.
After the fire, Stena technical team members used a thermal imaging camera to examine the engine rooms on Stena Europe, and they found exposed hot surfaces on every engine. Previously, they had used an infrared spot thermometer to check individual locations, and this common method overlooked many exposed high-temperature sites. MAIB recommended that IMO should require infrared cameras rather than spot thermometers for these mandatory safety inspections. "The use of thermographic equipment rather than spot thermometers to conduct surveys would improve hot spot identification and facilitate the IMO requirement for running machinery checks to ensure the insulation covering the heated surfaces has been properly reinstalled or replaced," MAIB recommended.
Remedial work was performed on all engines to restore lagging and shielding that had gone missing over the decades of engine repair and reassembly. "Ship’s crew and visiting shore management had become accustomed to the condition of the protection in place and no longer recognized that machinery in the engine room was poorly protected, possibly due to the age of the vessel," MAIB concluded.
