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HSV-2 Swift


HSV-2 Swift is a high-speed, wave-piercing vessel measuring 97.22 meters in length with a of 26.6 meters, powered by four engines enabling speeds in excess of 45 knots. Originally constructed in 2001 by as a commercial vehicle ferry, it was chartered by the Navy's in 2003 for experimental roles including mine countermeasures testing, sea basing demonstrations, and high-speed logistics support. During its decade of U.S. service, Swift participated in multinational exercises such as 2004, where it demonstrated capabilities, and provided delivery following the 2004 as part of Operation Unified Assistance. Returned to private ownership in 2013, the vessel was subsequently leased to the , operating under UAE flag for logistics in the Saudi-led intervention in until it sustained catastrophic damage from anti-ship s fired by Houthi forces on 1 October 2016 while moored at the Port of . The incident, which gutted the with fire and , underscored the vulnerabilities of lightly armored high-speed transports to asymmetric missile threats, though no fatalities occurred among the estimated 30 UAE personnel aboard.

Design and Specifications

Hull and Propulsion System

The HSV-2 Swift employs a wave-piercing hull form optimized for high-speed transit and stability in varied sea states, with a shallow draft enabling access to austere ports. The aluminum alloy construction reduces weight while maintaining structural integrity, supporting payloads up to approximately 627 tonnes deadweight. Key dimensions include a of 97.22 meters, of 92.00 meters, overall of 26.60 meters, individual hull of 4.50 meters, and a loaded draft of 3.43 meters. The wave-piercing bows minimize hydrodynamic resistance by slicing through waves rather than climbing them, which enhances fuel efficiency and ride quality at speeds exceeding 35 knots. This design lacks traditional water-tight compartments, prioritizing open deck space for logistics over combat survivability. Propulsion is delivered exclusively by four 3618 marine diesel engines, each rated at 7,200 kW (totaling 28,800 kW) at maximum continuous rating, coupled to four LIPS LJ120E steerable waterjets without conventional shafts or propellers. This azimuthing waterjet system provides exceptional maneuverability, eliminating the need for tug assistance in confined waters, and supports operational speeds of 38 knots at full deadweight or up to 42 knots at lighter displacements of around 300 tonnes. Range extends to 1,100 nautical miles at 35 knots or 4,000 nautical miles at reduced speeds of 20 knots, emphasizing endurance for theater support missions. The diesel-only configuration prioritizes reliability and lower maintenance over gas turbine boosts seen in some other high-speed vessel prototypes.

Performance Capabilities and Armament

The HSV-2 Swift employs a wave-piercing hull powered by four 3618 marine diesel engines, each rated at 7,200 kW, driving four LIPS LJ120E waterjets through ZF 53000 NRH gearboxes, enabling sustained high-speed operations in littoral environments. This propulsion system supports speeds of approximately 38 knots at 627 tonnes deadweight and up to 42 knots at lighter loads of 300 tonnes, with a top speed exceeding 35 knots under typical operational payloads. Range varies with speed and load, extending to 1,100 nautical miles at 35 knots or 4,000 nautical miles at 20 knots, facilitating rapid intra-theater logistics without reliance on tug assistance due to inherent maneuverability. The vessel maintains a shallow draft of 3.43 meters, allowing access to austere ports and near-shore areas, while accommodating up to 627 tonnes deadweight payload—including vehicles on a 2,114 m² vehicle deck—and 353 personnel. A stern ramp enables roll-on/roll-off vehicle transfer, and a 24.7 m × 15.24 m helideck supports operations with helicopters such as the MH-60S or CH-46. Armament is limited to defensive systems, consisting of four 0.50 caliber M2 Browning machine gun mounts for close-range protection against small threats, reflecting the vessel's primary role as a non-combatant transport rather than a dedicated warship. The design prioritized speed and payload over offensive capabilities, with no provisions for missiles, autocannons, or grenade launchers in standard configuration.

Construction and Early Acquisition

Building Process and Delivery

The HSV-2 Swift was constructed by Tasmania Pty Ltd at its shipyard in , , , as 061, utilizing an all-aluminum wave-piercing design optimized for with a shallow draft. occurred in 2002, with construction emphasizing modular assembly techniques typical of Incat's fast ferry production, incorporating advanced composite materials and propulsion integration for sustained speeds exceeding 35 knots when loaded. The build was facilitated through a partnership with /Incat USA of , , which handled U.S.-specific adaptations for leasing under the High Speed Vessel program. Following fabrication and outfitting with waterjet propulsion systems from and initial sea trials in Tasmanian waters, the vessel was launched on July 29, 2003. Delivery to the U.S. took place in August 2003 during a ceremony in , marking the formal for a five-year as the third Incat-built high-speed acquired by the U.S. military. The included provisions for operation under U.S. flag, with the ship subsequently transiting to American waters for integration into experimental roles.

Initial Lease to U.S. Military Sealift Command

The HSV-2 Swift, a 97.22-meter wave-piercing catamaran ferry hull adapted for military use, was initially leased to the U.S. Military Sealift Command (MSC) under a five-year charter agreement commencing in 2003. The vessel, constructed by Incat Tasmania Pty Ltd in Hobart, Australia, was delivered to MSC representatives on August 12, 2003, during a ceremony attended by high-ranking U.S. military officials, marking the completion of transit modifications performed by Bollinger Shipyards in Lockport, Louisiana. Ownership remained with Sealift Inc., a U.S.-flagged operator, which facilitated the lease through Bollinger/Incat USA, LLC, enabling MSC to evaluate the platform's potential for rapid personnel and equipment transport without full commissioning as a naval vessel. This initial lease supported the U.S. Navy's Joint High Speed Vessel (JHSV) program, positioning HSV-2 Swift as a proof-of-concept for high-speed, shallow-draft operations, including intra-theater , mine countermeasures experimentation, and basing concepts. The agreement emphasized operational flexibility, with the catamaran's aluminum hull and water-jet propulsion allowing speeds up to 45 knots and capacities for over 300 troops or 500 tons of cargo, though it carried no inherent armament and relied on civilian crew supplemented by military detachments for specific missions. Early post-delivery activities included transit to U.S. waters for , demonstrating the vessel's role in accelerating evaluations of commercial-off-the-shelf high-speed designs for military logistics.

U.S. Flagged Operational History (2003–2013)

Testing and Experimental Roles

The HSV-2 Swift served primarily as an experimental platform for the U.S. Navy's high-speed vessel concepts following its lease by the Military Sealift Command in August 2003. It functioned as a prototype for the Joint High Speed Vessel (JHSV) program, evaluating capabilities for rapid intra-theater logistics, sea basing, and modular mission payloads. As part of the Theater Support Vessel (TSV) Advanced Concept Technology Demonstration, the vessel tested attributes such as sustained speeds exceeding 35 knots with heavy payloads, extended operational ranges, and adaptable configurations for diverse missions including command-and-control and humanitarian support. Early testing emphasized littoral combat and mine warfare . Operating from bases in , and Little Creek, , with rotating Blue and Gold crews, Swift evaluated mine countermeasures systems, including command-and-support architectures and modules. It served as an interim Mine Warfare Command and Support Ship, succeeding the decommissioned in 2002, and incorporated the Lockheed Martin Integrated Combat Weapons System for enhanced command-and-control. Aviation trials included of the MH-60S Knighthawk equipped with anti-mine sensors and preparations for Fire Scout unmanned aerial vehicle landings, with shipboard tests conducted in in mid-June 2004. Sea trials from February to May 2004 validated the vessel's performance in heavy weather and high-speed operations, achieving average speeds of 39 knots during initial Fifth Fleet evaluations in waters. Experimental roles extended to joint exercises, such as RIMPAC 2004 at on July 5, where Swift tested mine hunting protocols and multinational coordination. These efforts informed littoral environment operations and rotational crewing models, with crews alternating every approximately 90 days to assess sustainment in extended deployments. The vessel's facilitated rapid reconfiguration for transformational payloads, contributing data to broader doctrines for fast, flexible .

Key Deployments and Exercises

In 2003, shortly after delivery, HSV-2 Swift deployed to the in support of Operation Iraqi Freedom, serving as a for U.S. Navy and other forces conducting missions in Iraqi coastal waters. The vessel facilitated rapid logistics transport and provided a mobile platform for mine countermeasures testing and operations near . During the multinational Rim of the Pacific () exercise in July 2004, HSV-2 Swift demonstrated its replenishment capabilities by refueling the mine countermeasures ship USS Avenger (MCM-1) off the coast of , highlighting its potential for at-sea logistics support in joint operations. The exercise involved multiple nations and tested high-speed vessel integration with traditional naval assets.2_Swift_refuels_the_mine_warfare_ship_USS_Avenger(MCM_1).jpg) From 2005 to 2006, HSV-2 Swift conducted deployments in the Western Pacific, including port visits to , , while carrying detachments from Helicopter Maritime Strike Squadron (HSM) 37, Squadron 7, and elements of a Marine platoon for training and operational evaluations. These missions focused on theater security cooperation and experimental roles in littoral environments. In 2010, the vessel supported a five-month deployment in the U.S. Southern Command area, conducting visit, board, search, and seizure (VBSS) training with partner navies, such as Nicaragua's, to enhance regional maritime interdiction capabilities against drug trafficking._and_members_of_the_Nicaragua_navy_prepare_to_board_a_mock_fishing_vessel_while_conducting_visit,_board,_search_and_seizure_subject_matter_expert.jpg) HSV-2 Swift played a central role in Southern Partnership Station () missions from 2011 to 2013, transporting U.S. , Seabees, and teams to Central and South American ports including the , , and for joint training, humanitarian assistance, and exchanges. In SPS 2012, it enabled site surveys, engineering projects, and medical outreach, while SPS 2013 extended these efforts to strengthen partner nation capabilities in the and . Additionally, in 2013, it supported counter-narcotics operations and African Partnership Station detachments along for medical aid and training.

Transfer and UAE Service (2014–2016)

Acquisition by United Arab Emirates

Following the expiration of its charter with the U.S. in 2013, HSV-2 Swift was acquired by the UAE Marine Dredging Company, a private entity, which subsequently chartered the vessel to the for logistics support. The transfer enabled the UAE to repurpose the high-speed catamaran's 98-meter hull, wave-piercing design, and 45-knot top speed for rapid in the and regions, addressing needs for quick deployment of supplies and personnel without integrating it directly into naval inventories. No public details emerged on the purchase price, but the acquisition aligned with UAE efforts to enhance expeditionary capabilities amid rising regional tensions, including the onset of Yemen's civil war. The vessel, originally built by Tasmania in 2003 as a commercial before U.S. modifications, underwent a refit post-transfer to adapt for UAE-specific missions, including delivery and troop movement. By mid-2015, HSV-2 Swift had shifted to UAE-flagged operations, flying the and conducting missions under oversight despite its ownership structure. This arrangement reflected pragmatic UAE , bypassing full costs while utilizing the ship's proven endurance—over 4,000 nautical miles at high speeds—for efforts.

Logistics Support in Yemen Operations

Following its transfer to United Arab Emirates ownership in 2014, HSV-2 was chartered for military use by the UAE, primarily to provide high-speed logistics support in the Saudi-led coalition's intervention against Houthi forces in , which commenced on March 26, 2015. The vessel, owned by the UAE's National Marine Dredging Company, leveraged its design for rapid intra-theater , capable of transporting armored vehicles, troops, and supplies at speeds exceeding 40 knots while operating in the contested waters of the Bab el-Mandeb Strait and southern Yemeni coast. This role addressed the coalition's need for agile resupply amid limited port infrastructure and Houthi threats to lines. A key deployment occurred during Operation Golden Arrow in July 2015, when coalition forces sought to retake from Houthi control. HSV-2 Swift supported amphibious operations by transporting elements of a UAE armored and mechanized , enabling their landing at Aden's port alongside by August 3, 2015. This rapid insertion contributed to the coalition's ground advances, with the vessel's ramp system facilitating offload of heavy equipment directly onto shore facilities under from air and naval assets. In subsequent months through mid-2016, HSV-2 Swift conducted ongoing logistics runs for partners, delivering munitions, under military escort, and evacuating casualties from forward positions along Yemen's coastline. Its operations underscored the UAE's reliance on converted commercial high-speed vessels for expeditionary support, compensating for the navy's smaller amphibious fleet in a theater where speed was critical to evading asymmetric threats.

Houthi Missile Attack: Events and Immediate Aftermath

On October 1, 2016, the HSV-2 Swift, operating under the United Arab Emirates flag as a logistics support vessel in the southern Red Sea off the coast of Yemen near Mokha, was struck by two anti-ship cruise missiles fired by Houthi forces. The Houthis, an Iran-backed rebel group controlling parts of Yemen, claimed responsibility for the attack, describing the Swift as a UAE military vessel targeted in retaliation for Saudi-led coalition operations against them. The UAE military, however, characterized the ship as a civilian ferry providing logistical and humanitarian support to coalition forces and denied it had offensive capabilities or personnel aboard beyond a civilian crew of 14, all of whom survived without injuries. The missiles caused extensive structural damage to the starboard , igniting fires that burned for hours and rendering the inoperable; the vessel was quickly beached by its crew to prevent sinking. Initial assessments indicated the absorbed the impacts without secondary explosions from its aluminum superstructure, highlighting vulnerabilities in lightly armored high-speed vessels operating in contested waters. In the immediate aftermath, the UAE condemned the strike as an act of against a non-combatant ship, prompting the to issue a statement denouncing the attack and affirming the right of vessels to . The responded by repositioning three Arleigh Burke-class destroyers—USS Mason, USS Nitze, and USS Farragut—near the Bab el-Mandeb Strait to deter further Houthi aggression, though no direct U.S. involvement in the incident was reported. Houthi media released footage purportedly showing the missiles' launch and impact, but independent verification of the weapons' origin—potentially Iranian-supplied C-802 or similar systems—remained inconclusive at the time. The event escalated tensions in the region, leading to heightened patrols and underscoring the growing threat of asymmetric missile attacks on maritime logistics in the Yemen conflict.

Analysis of the Yemen Attack and Strategic Implications

Damage Assessment and Vulnerability Lessons

The HSV-2 was struck by an anti-ship , likely an Iranian-supplied C-802 variant, on its starboard bow on 1 October 2016 off , , resulting in a massive and immediate . The ignited widespread fires that gutted the forward superstructure, warping aluminum framing and plating from intense heat while propagating rapidly due to the vessel's open, undivided interior layout. Although the impact occurred above the , preventing or flooding-induced sinking, the 1,600-ton suffered catastrophic structural compromise, rendering it a total mission loss and economically unrepairable given the extensive aluminum deformation. The civilian crew of 24 evacuated without reported fatalities, as confirmed by UAE statements. Vulnerability assessments highlighted the HSV-2's commercial heritage as a core weakness, with its lightweight aluminum construction—optimized for speed and payload over survivability—offering negligible resistance to effects, , and post-impact fires from precision-guided munitions. Absent armor , watertight compartments, or dedicated damage control teams, a single sufficed to disable the platform, demonstrating how thin hulls amplify secondary hazards like unchecked in auxiliary vessels. Key lessons emphasized the perils of deploying unescorted, minimally defended logistics ships in missile-threatened littorals, particularly against asymmetric actors armed with proliferated anti-ship weapons. Operations must incorporate robust air defenses, layered escorts, or hardened designs featuring subdivision and fire-suppression redundancies to mitigate such risks, while civilian-manned auxiliaries require enhanced training or restrictions to low-threat zones. The incident validated concerns over strategic overreach, urging navies to balance cost efficiencies against attrition rates in contested seas.

Broader Military and Geopolitical Context

The attack on HSV-2 Swift occurred amid the , which escalated in 2014 when forces—Zaydi Shiite rebels with longstanding grievances against Yemen's central government—seized the capital and ousted President . provided material support to the , including advanced weaponry such as anti-ship cruise missiles, enabling them to conduct asymmetric attacks against the intervening on behalf of Hadi's government. The , comprising , the , and others, launched Operation Decisive Storm on March 26, 2015, imposing a naval blockade and conducting airstrikes to counter Houthi advances and influence in the . UAE forces, including logistics vessels like Swift, supported amphibious operations and delivery near contested ports such as , where the vessel was struck on October 1, 2016, by two Houthi-fired anti-ship missiles. Militarily, the incident underscored the vulnerabilities of naval operations in the littoral waters of the Bab el-Mandeb Strait, a chokepoint through which 10-15% of global seaborne trade passes annually. Houthi missile salvos, modeled on Iranian designs like the Noor or Ghadir, demonstrated non-state actors' capacity to deny sea access using shore-launched precision-guided munitions, forcing ships to operate at greater distances or under heightened . This paralleled contemporaneous Houthi attempts to target U.S. destroyers such as USS with cruise missiles in the , prompting retaliatory strikes on October 13, 2016, against Houthi radar sites—marking direct U.S. kinetic involvement despite its primary role limited to logistical refueling for partners. The damage highlighted risks inherent to lightly armored, high-value platforms in contested environments, where inadequate organic defenses amplified exposure to proliferated anti-access/area-denial (A2/AD) threats. Geopolitically, the event intensified the Saudi-Iran proxy confrontation, with leveraging Houthi capabilities to bleed resources and assert influence over Yemen's strategic coastline abutting key shipping lanes. It foreshadowed recurrent disruptions to international commerce, as Houthi attacks evolved into a template for asymmetric of vessels, complicating enforcement of the 's blockade and exposing limitations in multinational responses to hybrid threats. The U.S. maintained a supportive but posture, providing and to the while conducting freedom-of-navigation operations, reflecting broader efforts to counter Iranian without full entanglement in Yemen's quagmire. This calculus underscored enduring challenges in balancing regional alliances against escalation risks in a theater where ballistic and proliferation empowered revisionist proxies to contest conventional naval superiority.

Post-Attack Developments and Final Disposition

Repair Attempts and Relocation

Following the strike on October 1, 2016, which inflicted severe structural damage including fires that deformed the aluminum , the HSV-2 was not sunk but required for salvage. The vessel was initially relocated to the port of in for stabilization and initial damage control efforts. Subsequently, the Swift was moved northward through the to Port , , where it docked at the Oceandro Large Yacht shipyard for further assessment of the extensive bow and superstructure damage. This relocation positioned the closer to potential repair facilities while avoiding ongoing threats in the Bab el-Mandeb Strait. However, the commercial-grade construction and widespread fire damage rendered full restoration challenging, with no public records of successful repair operations at . Approximately nine months after the , in mid-2017, the HSV-2 Swift was towed across the Mediterranean to , where it was laid up at Ampelakia near Salamina island. This final relocation likely aimed at evaluating economical repair options in European yards, but the vessel remained inactive, indicating that attempts to restore operational capability were unsuccessful or deemed uneconomical due to the missile's impact on critical wave-piercing features. No subsequent deployments or transfers occurred, marking the end of active service efforts.

Current Status and Legacy

Following the Houthi missile attack on 1 October 2016, HSV-2 Swift sustained severe structural damage, including a large in the starboard bow and extensive internal s that gutted much of the vessel's , rendering it inoperable. The catamaran was towed first to for initial assessment, then to Port , , by June 2016, where visible hull deformation and charring confirmed the extent of the destruction. Despite these efforts, no verified reports emerged of successful repairs or return to UAE service, with the vessel widely regarded as a constructive due to the combination of blast effects, fragmentation, and propagation inherent to its aluminum and minimal compartmentalization. As of October 2025, HSV-2 Swift remains out of commission, with its final disposition undocumented in public military records; the hull was likely scrapped or laid up indefinitely post-assessment, reflecting the UAE Navy's shift away from vulnerable high-speed platforms in high-threat areas. The vessel's legacy endures as a proof-of-concept for wave-piercing designs in military , having demonstrated speeds exceeding 40 knots and utility in prepositioning exercises like RIMPAC 2004, humanitarian relief during Operation Unified Assistance in 2005, and rapid intra-theater under UAE operation from 2012 to 2016. However, the 2016 incident exposed critical limitations of unarmed, commercial-derived hulls against proliferated anti-ship threats, including inadequate damage control, lack of systems, and reliance on operational surprise—factors that amplified the impact of even imprecise guided munitions from non-state actors. This contributed to broader doctrinal shifts, reinforcing the U.S. and allied emphasis on escorted convoys, hardened EPF variants with modular defenses, and avoidance of standalone runs in littorals, while validating Houthi missile proficiency derived from Iranian supply chains.

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