ambitions

The Navy has announced plans to buy 30 new drone boats, 10 from each of three companies, under its Medium Unmanned Surface Vessel (MUSV) program. The deals are an important step forward for the Navy’s latest attempt to field larger USVs after years of setbacks and shakeups, but it remains to be seen when these new capabilities might actually become operational.

Galliano Marine Services, Huntington Ingalls Industries (HII), and Saronic Technologies each received so-called Other Transaction Authority (OTA) agreements in relation to the MUSV program today. OTA is a contracting mechanism designed to support rapid prototyping and other research and development work without having to use more traditional and often lengthy processes.

The awards “mark a significant step forward in translating the strategic vision into a tangible fleet capability,” Chris Miller, the Navy’s Acting Direct Reporting Portfolio Manager for Robotic and Autonomous Systems (DRPM RAS), told TWZ and others at a media roundtable earlier today. “Each agreement is for the procurement of 10 MUSV at an average procurement cost of $40 million per vessel.”

Saronic and HII submitted their Marauder and Romulus designs, respectively, to the MUSV Phase I competition. Galliano Marine Services, which does business as Edison Chouest, does not appear to have announced its entrant publicly. At a unit cost of $40 million, the total price tag for 30 MUSVs, regardless of type, would be $1.2 billion.

“Production will begin immediately at shipyards in Loreauville, Houma, and Franklin, Louisiana, with deliveries starting as early as the fourth quarter of [Fiscal Year] 2027,” Miller added.

To take a step back quickly, the Navy has used a variety of definitions for what qualifies as a “medium” USV over the years. It’s also important to note that the Navy already fields several speedboat and jet ski-type USVs operationally that are capable of performing various different missions, including employment as one-way attack munitions.

Threshold MUSV program requirements the service put out in March included a range of at least “2500 nm [nautical miles] at 25 knots while carrying a 25 MT [metric ton] load on the payload deck in NATO STANAG 4194 Sea State 4.” Sea State 4 is characterized by wind speeds of 17 to 21 knots and wave heights between four and eight feet, per that NATO standard. The MUSVs also had to be able to carry forty-foot equivalent units (FEU) containerized payloads and refuel at sea at a rate of “2,000 gallons per minute of fuel through deck connections.” Various other operational and sustainment requirements were laid out at that time, as you can read more about here.

The OTAs announced today were awarded “following successful at sea testing” under Phase I of the MUSV program, according to a press release the Navy put out today. A total of seven companies competed in this initial phase, with the others being Birdon, Leidos, PacMar Technologies, and Sea Machines. That work was conducted under an earlier round of OTAs.

“The testing evaluated, among other things, the vessel’s ability to see and understand the surrounding maritime environment, how well the vessels navigated autonomously according to the international regulations for preventing collisions at sea, and the vessel’s ability to conduct a long-duration mission,” the Navy’s Miller said at the roundtable earlier today. “The demonstrations had to prove that the designs were mature enough to meet the Navy’s operational standards and our requirements.”

In terms of the long-duration mission requirements, “the test was that they had to be able to execute [over] roughly 26 hours and over 360 nautical miles with only a single input during that time from a C2 [command and control] station allowed,” Milleter further explained. “So, it basically demonstrated that the vessel could run for an excess of 24 hours at an extended range with very minimal input from the actual operator from a C2 station. This provided basically our input and our ability to assess how truly autonomous the functionality was of the platforms.”

Overall, the OTA awards “were based on the optimal mix of autonomy, performance, design, production schedule, and cost,” he added.

The MUSV Phase II contracting notice outlines additional parameters, including that submitted designs cannot be more than 295 feet (90 meters) long or displace more than 5,000 metric tons. The USVs also have to be able to accommodate “at least 2x Twenty-foot Equivalent Unit (TEU) [containerized payloads] weighing 24,000 kg each and consuming 25 kW each” and be “capable of executing multi-day unmanned operations of at least 10 days.” The drone boats need to be “operable in NATO STANAG 4194 Sea State 4 and survivable in Sea State 6,” as well. The full lists of threshold requirements and desired attributes are reproduced below.

In addition, “to be considered for this Call for Solutions, the proposed MUSV must be ready for operational demonstration at the time of solution submission,” according to the Phase II contracting notice. “An MUSV requiring substantial modifications for the production platform compared to the as-demonstrated platform will not be considered.”

“The Phase II solicitation allows entrants to compete and existing vendors to submit updated product blocks and modular payload configurations,” Miller, the Acting DRPM RAS, said today. “Testing evaluations will begin as early as November 16th, and proposals will be assessed on a continually rolling basis over the next five years.”

Miller also drew attention to the elimination of the speed and at-sea refueling targets previously outlined in Phase I.

“What we learned from Phase I is that as you increase the speed requirements and some of these other things, it does present certain challenges for industry,” according to Miller. “So I’m trying to actually find the sweet spot in the market where there is healthy competition, and there’s opportunities, and we can have more things that potentially are dual use, both military and civilian.”

So far, the Navy has only offered limited insights into exactly what specific mission sets it wants the MUSVs to perform, even initially.

The “MUSV Phase I requirements were closely tailored to fulfill operational requirements for a specific mission set focused on demonstrated ability to carry containerized payloads while meeting specific vessel performance requirements for speed and range,” Miller said during today’s roundtable. “However, there is an ever-increasing demand signal that we must be ready to meet. To ensure scalability across the broader mission sets and to support our joint force, we issued a formal call for solutions for MUSV Phase II integration and testing.”

He also stressed that the modularity of the designs being acquired now would allow for the continued evolution of their capabilities as time goes on.

With the focus on containerized payloads, “honestly, inside you could have a sensor, you could have repair equipment for ships,” Rebecca Gassler, who was the Navy’s Portfolio Acquisition Executive for Robotic and Autonomous Systems (PAE RAS) until August, also told TWZ and other outlets back in March. “You could have any number of payloads inside those, and you basically are able to just swap them on.”

In announcing the new OTAs today, as well as discussing the Phase II MUSV plans, the Navy also highlighted continued opportunities for the other companies that had been involved in Phase I.

“Leidos, PAC MAR, and Sea Machines were determined to complete the project provided for in their prototype other transaction agreement and will receive a $15 million award as part of the previously established terms of the prototype OTs,” the Navy’s MUSV announcement today adds. “Alongside the OT awardees, will be accepted onto the Drones.mil hosted Maritime Marketplace, where they are now eligible to receive follow-on production agreements from authorized acquisition authorities across the DOW [Department of War].”

Birdon did not complete the required testing. Based on the terms of the Phase I OTAs, Galliano, HII, and Saronic will also receive $15 million awards and be included in the marketplace. The aforementioned Phase II CFS is intended “to expand its acquisition pipeline through a Maritime Marketplace to broaden offerings and satisfy future MUSV mission sets,” as well, per the Navy.

The Navy stressed the importance of this open-ended “marketplace” model as a way to accelerate the acquisition process when it first outlined the MUSV program to the public back in March, as you can read more about here. Just last week, the service also established a new Robotic and Autonomous Systems Warfighting Development Center (RASWDC) to serve as a focal point for “the development, operational integration, and employment of robotic and autonomous systems (RAS) across the maritime domain,” to include the MUSV effort.

The Drones.mil marketplace also extends to all branches of the U.S. military and beyond just USVs. Miller today did highlight the potential for possible cooperation with other services on drone boat efforts through this framework. He also said the Navy might be willing to consider additional acquisition strategies, including leasing uncrewed platforms, in the future.

Larger USVs have long been seen as key to bolstering the U.S. Navy’s overall operational capacity above the waves, and doing so in a cost-effective and rapidly producible manner. They are also viewed as central to enabling new, more distributed concepts of operations designed to help expand operational coverage and reduce the vulnerability of crewed ships, especially in any future high-end fight in the Pacific with China.

“Unmanned technology is redefining operations and providing our combatant commanders with unprecedented scale, persistence, and risk tolerance,” the Navy’s Miller said at the roundtable.

At the same time, as mentioned, the Navy has attempted to acquire operational fleets of larger drone boats in the past without success. Today, the service’s capabilities in this regard remain limited to a pocket force of still largely experimental optionally-crewed designs.

Since the Navy first unveiled it in March, MUSV has already faced certain hurdles. This includes a major leadership shakeup in August that saw PAE RAS Rebecca Gassler, the first person to ever hold that post, removed from her post after just eight months for reasons that are still not immediately clear.

In July, it also emerged that Blue Water Autonomy and Saildrone had filed suit against the Navy over being left out of Phase I of the MUSV competition. The companies alleged that the service did not follow its own selection criteria. That lawsuit is still ongoing. Blue Water Autonomy, among others, had also previously made investments in response to requirements the Navy had laid out for a previous effort called the Modular Surface Attack Craft (MASC) last year. The MUSV program has now fully supplanted MASC.

In speaking at the roundtable today, Miller acknowledged potential budget limitations and other hurdles that could still impact MUSV going forward. “I’m trying to be prepared depending on where that demand goes,” he said.

As said at the start, today’s MUSV announcement is an important new step forward for the Navy’s efforts to acquire fleets of larger USVs, but the service still has to transition these efforts into operational realities.

Contact the author: joe@twz.com

Accra, Ghana – The Africa Space Expo (ASPEX), which closed in Abidjan, Ivory Coast, last week, was not designed as a showcase for rockets and astronauts. Organisers presented it instead as a marketplace for space applications in food security, climate resilience, territorial monitoring, connectivity and maritime security, bringing start-ups, project labs and investors together to move ideas from demonstration to deployment.

The event also produced several concrete agreements. The Ivory Coast signed the Artemis Accords, becoming the 75th signatory of the agreement on space exploration and development, while Angola signed a letter of intent on space cooperation with the United Arab Emirates.

But beyond the agreements, the expo highlighted a question that is becoming harder to avoid: Can Africa move from using space technology to building more of it itself?

Ghana offers a clear illustration of both the progress and the gap.

Ghana’s ambitions in space and nuclear science date back to its early years of independence. In 1961, President Kwame Nkrumah’s government initiated a nuclear reactor project in Accra. Two years later, the government established the Ghana Atomic Energy Commission through an act of Parliament with a mandate covering the peaceful applications of nuclear energy.

The reactor project was shelved after Nkrumah was overthrown in 1966, but the institution he helped establish remains the parent body of the Ghana Space Science and Technology Institute (GSSTI).

Joseph Tandoh, director of the GSSTI, traces Ghana’s more recent space programme to a partnership with South Africa.

“Ghana became a partner through South Africa,” he told Al Jazeera. “Through that project, we were able to reconstruct the old satellite antenna at Kuntunse into a radio telescope.”

Through its partnership with South Africa on radio astronomy, Ghana converted a redundant 32-metre (105ft) antenna at Kuntunse into a functioning radio telescope. Ghana became the first of South Africa’s eight African Square Kilometre Array partner countries to complete the conversion, and the telescope was launched in August 2017.

Ghana’s National Space Policy was approved by the cabinet in 2022 and launched in 2024. The government approved the establishment of a Ghana Space Agency in 2025, beginning the process of creating a dedicated national institution for the sector.

The institutional framework is taking shape. The harder question is how Ghana moves from using space technology to developing and building more of it itself.

What Ghana is already doing

At the GSSTI, that transition is already under way.

Tandoh told Al Jazeera GEOMAIZE, a partnership between the GSSTI and VITO, the Flemish Institute for Technological Research in Belgium, has demonstrated how satellite data can be applied to Ghanaian agriculture.

The project monitored crop health and developed algorithms to classify crops. Ghana is also expanding its use of Earth observation data and artificial intelligence for crop monitoring and yield prediction.

But predicting yields has proved more difficult. Tandoh said the model’s accuracy fell short of expectations, largely because many Ghanaian farmers practise smallholder mixed cropping and satellite soil-moisture data are too coarse to capture differences between small farms.

A follow-up project supported by the French embassy and international research partners, is now working to improve the estimates.

The GSSTI has also used satellite data to track forest loss linked to mining and is working with partners in Nigeria on a digital twin to simulate coastal erosion at Keta and Agavedzi. Japanese cooperation has provided technical training while the French government supported work on space legislation that produced a draft now being reviewed by the attorney general.

“We always say that Ghana Space Science and Technology Institute becoming an agency is to position Ghana in a way that we will not only be users of the technology but we will also contribute to designing, developing and building our own tools,” Tandoh said.

The funding wall

Victor Tagborloh founded Galaxy Aerospace Ghana in 2020. Two years later, his team launched a high-altitude balloon into near space, capturing images of Ghana’s geography with clearance from national security and airport authorities.

The company has since designed mini-rockets for the GSSTI, trained young people in space robotics and artificial intelligence and pushed for the introduction of Starlink in Ghana in 2024.

But Tagborloh said the company has yet to secure an investor, six years after it was founded.

Galaxy’s longer-term plans include a space university on 33,000 hectares (82,000 acres) that it has secured at Apam in Ghana’s Central Region as well as a ground station that would give the country greater capacity to monitor floods, mining activity and coastal erosion.

The company is seeking investors for the ground station and a geospatial intelligence platform. Tagborloh said the curriculum is ready and the land is available. What is missing is the capital to turn those plans into infrastructure.

He also argued that Ghana’s position near the equator could provide an advantage for launching spacecraft, potentially reducing the fuel required to reach orbit. Several other African countries share similar geography.

But Tagborloh’s ambition goes beyond launching rockets. He wants Ghana to develop more of the infrastructure and expertise needed to build its own space capabilities.

Who is building the industry?

Bright Atsu Sogbey, president of the Africa Development Council and a senior research engineer at the Ghana Atomic Energy Commission, argued that the private sector cannot build the industry alone.

“Borrowed technology cannot be sustainable,” Sogbey told Al Jazeera. “The state must be in the driver’s seat, using the natural resources we have to ensure that, in partnership with the private sector, we can have laboratories and manufacturing hubs for the space industry.”

He pointed to South Africa, Egypt and Nigeria, which have established space laboratories and manufactured test satellites. Ghana, he said, still lacks the state-backed laboratories and manufacturing hubs needed to produce more of its own components rather than importing them.

“Enough of the talk shop,” Sogbey said. “The next expo should see African satellites assembled on this continent and launching capability for African satellites.”

Engineer Daniel Aboagye, CEO of African Progressive Research and Innovations, said the change must also begin in education.

“With how technology is advancing, Africa must introduce space science into its education systems,” Aboagye told Al Jazeera. “We cannot continue to be consumers of technology we do not understand.”

Kwadwo Dwomo II, CEO of COMCENT Ghana, works on agritech systems that depend on satellite data. He also called for greater government investment in the sector.

Ghana is home to a small cluster of companies, including Galaxy Aerospace, Xavier Space Solutions and Ayeji Aerospace, working in areas such as satellite technology, Earth observation and geospatial services.

Galaxy Aerospace confirmed to Al Jazeera that it was unable to participate in this year’s expo. The company said it hopes to participate in the next expo.

A continental project

The challenge facing Ghana is shared across much of Africa: moving from using space technology to developing and building more of it locally while overcoming limited investment, infrastructure and manufacturing capacity.

ASPEX was designed in part to address that gap.

The African Space Agency, headquartered in Egypt, is intended to provide a continental framework for cooperation while the expo aims to connect investors with African start-ups, researchers and space projects.

But the distance between the ambitions presented at the expo and the resources available to engineers trying to turn them into businesses remains substantial.

For Tandoh, Ghana’s immediate priority is to build the application layer: a satellite-data processing hub capable of serving ministries across government before the country moves further into designing and launching its own satellites.

“Space cuts across all the ministries,” he told Al Jazeera. “We should be able to build and validate our own tools first.”

For Tagborloh, the timeline is more urgent.

“We shouldn’t wait for tomorrow,” he told Al Jazeera. “Whatever decision we have to take, especially for human resource capital in the space industry, it has to be now.”

Ghana has the policy. It has engineers, research institutions and companies trying to build a space industry. What it does not yet have is the capital and manufacturing capacity to turn those capabilities into a domestic industry.

“We have the team, the knowledge, the research and the technical know-how,” Tagborloh told Al Jazeera. “We just need funds.”

Chelsea announce that Clearlake will acquire the stakes of Todd Boehly and director Mark Walter.

Xabi Alonso said Chelsea’s ambition was “very clear” after Clearlake Capital took full control of the Premier League club, ending Todd Boehly’s chairmanship.

Chelsea announced late on Wednesday that Clearlake, led by co-founders Behdad Eghbali and Jose E Feliciano, would acquire the stakes of Boehly and director Mark Walter.

US billionaires Boehly and Walter partnered with Clearlake to buy the London club from Roman Abramovich in May 2022 in a sale mandated by the British government.

Prior to the new deal, private equity company Clearlake had owned 61.5 percent of the club, with Boehly and Walter carving up the remaining shares with another investor, Swiss billionaire Hansjorg Wyss.

Chelsea said Wyss would “remain an important stakeholder and partner in the ownership group”.

Boehly and Walter are among the co-owners of the Los Angeles Dodgers baseball team, while Walter recently sold the Los Angeles Lakers basketball franchise for $12.5bn.

The Financial Times reported that the pair were set to receive 950 million pounds ($1.27bn) for their combined stakes in Chelsea, in a deal that values the club at about five billion pounds, including debt.

In a new statement on Thursday, Chelsea said: “Our ambition is clear: to compete at the highest level, to win major trophies, and to build sustained success”.

Blues boss Alonso, who started at Chelsea on July 1 , told reporters that the change was “an important day for the club”.

“Thanks to the former owners for what they’ve done. I was not here, but I know they played an important role,” he said on the eve of Chelsea’s Premier League match at Brentford on Friday.

“And now that Behdad is taking more control, almost full control, I think it’s good that the main one is clear.

“I have very good relations with Behdad. He was the one that came to Madrid to explain to me the project, to convince me and we are working well together.”

“We know where we want to be, we know that everything takes time, but the ambition for that is very clear,” the Spaniard added.

Since the takeover in 2022, Chelsea’s highest Premier League finish is fourth in 2024/25, when the club won the UEFA Conference League and FIFA Club World Cup.

Former Real Madrid and Bayer Leverkusen coach Alonso has a brief to revitalise the underachieving Chelsea squad, which finished a dismal 10th in the Premier League last season.

The Blues have made a mixed start to the new campaign, taking seven points from their four Premier League games to sit sixth in the table.

Boehly and Walter have also sold their stakes in Chelsea’s partner club, French Ligue 1 side Strasbourg, giving full control to Clearlake.