Author Archives: Chuck Hill

“Coast Guard awards task order for Polar Star service life extension contract” –CG-9

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USCGC Polar Star in dry dock, Mare Island Dry Dock LLC, Vallejo, CA. Photo: Official USCG Polar Star Facebook

Below is information from the Acquisitions Directorate (CG-9) about the coming Service Life Extension planned for USCGC Polar Star. The SLEP is to be extended over five years and will be conducted during annual availabilities at a Shipyard in Vallejo, California.

I really would have thought the Coast Guard would have recognized the stress these long periods away from homeport are having on the crew and changed the ship’s homeport to the San Francisco Bay area. Its not too late.

Feb. 23, 2021 —

 

The Coast Guard awarded a task order with a total value of $11.1 million Feb. 19 to execute Coast Guard Cutter Polar Star service life extension project (SLEP) activities under an indefinite delivery, indefinite quantity contract with Mare Island Dry Dock LLC of Vallejo, California. The task order will cover annual maintenance of the cutter and support systems as well as SLEP work items including propulsion hub removal and reinstallations for all three propulsion shafts, boiler biennial maintenance and recapitalization of the starboard disconnect coupling on the main reduction gear. The Polar Star SLEP is part of the Coast Guard’s In-Service Vessel Sustainment program.

The Polar Star SLEP will recapitalize targeted systems such as the propulsion, communication and machinery control systems and conduct major maintenance to extend the cutter’s service life by four years. By replacing obsolete, unsupportable or maintenance-intensive equipment, the Coast Guard will mitigate the risk of lost operational days due to unplanned maintenance or system failures. The SLEP work items and recurring maintenance will take place within a five-year, annually phased production schedule running from 2021 through 2025. Each phase will be coordinated so that operational commitments such as Operation Deep Freeze missions in Antarctica will still be met.

Work under this task order will begin later this year. The Polar Star is completing a historic mission this winter to support national security objectives in the Arctic. The 399-foot cutter, commissioned in 1976 and the nation’s only active heavy icebreaker, supports nine of the 11 Coast Guard statutory missions.

The Coast Guard is also investing in a new fleet of polar security cutters (PSCs) that will sustain the service’s capabilities to meet mission needs in the Arctic and the Antarctic. The first PSC, currently under design, is on contract for delivery in 2024.

For more information: In-Service Vessel Sustainment program page and Polar Security Cutter program page

“U.S., Japan Coast Guard strengthen capabilities through joint exercise” –D14

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Ships from the U.S. Coast Guard and Japan Coast Guard conducted exercises near the Ogasawara Islands of Japan, Feb. 21, 2021. The U.S. Coast Guard Cutter Kimball and Japan Coast Guard Ship Akitsushima, two of the respective services’ newest and most capable vessels, operated alongside helicopters and unmanned aerial vehicles to practice interdicting foreign vessels operating illegally inside Japanese waters. (U.S. Coast Guard photo courtesy of the Coast Guard Cutter Kimball/Released)

Below is a D14 news release. The Japanese Cutter referred to, AKITSUSHIM (PLH-32),  is one of the largest cutters in the world. It may not look like it in the photo, but it is twice as large as the KIMBALL. Only the Chinese have cutters that are larger.

This is more evidence of the Coast Guard’s continued interest in aiding our Western Pacific allies.

united states coast guard

News Release

U.S. Coast Guard 14th District Hawaii and the Pacific
Contact: 14th District Public Affairs
Office: (808) 535-3230
After Hours: HawaiiPacific@uscg.mil
14th District online newsroom

U.S., Japan Coast Guard strengthen capabilities through joint exercise

 

Editors’ Note: Click on images to download a high-resolution version.

JAPAN — The U.S. Coast Guard concluded a joint law-enforcement exercise Sunday with the Japan Coast Guard in the Philippine Sea, furthering interoperability in performing law-enforcement missions.

This weekend, ships from the U.S. Coast Guard and Japan Coast Guard conducted exercises near the Ogasawara Islands of Japan. The U.S. Coast Guard Cutter Kimball and Japan Coast Guard Ship Akitsushima, two of the respective services’ newest and most capable vessels, operated alongside helicopters and unmanned aerial vehicles to practice interdicting foreign vessels operating illegally inside Japanese waters.

“These illegal activities, such as illegal, unregulated, and unreported fishing, can have a major impact on the fragile marine ecosystems in the Indo-Pacific region,” said Capt. Holly Harrison, commanding officer of the Coast Guard Cutter Kimball. “We always benefit from and enjoy working with our Japanese Coast Guard partners as it enhances our collective ability to respond to any number of maritime threats and challenges.”

The U.S. Coast Guard and Japan Coast Guard have been bolstering each other’s capabilities and effectiveness since the founding of the Japan Coast Guard in 1948. The agencies work together to counter illegal maritime activity and assist foreign maritime agencies in the Indo-Pacific region in improving their own capabilities necessary for maritime law enforcement.

“This exercise reaffirms our long-standing alliance and assures our two coast guards operate seamlessly together,” said Vice Adm. Linda Fagan, commander, Coast Guard Pacific Area. “Together we are committed to safeguarding mariners at sea, preventing destructive illegal fishing and smuggling, and promoting a free and open Indo-Pacific.”

Looking at Replacing the 52 Foot MLBs

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Coast Guard crew members aboard four 52-foot Motor Life Boats and one 47-foot Motor Life Boat transit in formation outbound of Yaquina Bay, Ore., April 9, 2019. The four 52-foot MLBs are the only active vessels of their kind and the crews are assigned to different units across the Pacific Northwest, which is why having all four together for the roundup was a rare occurrence.
(U.S. Coast Guard photo by Petty Officer 3rd Class Trevor Lilburn)

It looks like the Coast Guard may be finally looking at replacing the 52 foot Motor lifeboats.

“The U. S. Coast Guard (USCG) is conducting market research in preparation for the replacement of four Special Purpose Craft – Heavy Weather (SPC-HWX).  The primary purpose of the SPC-HWX is to conduct Search and Rescue (SAR) missions in extreme weather conditions to include surf and extreme seas and be able to tow larger fishing vessels.  Other missions will include Ports, Waterways, and Coastal Security (PWCS) and law enforcement.  These boats will replace 52-foot SPC-HWX boats that were built in the 1950s and are increasingly difficult to maintain.  The SPC-HWX boats will be deployed to four USCG stations in the Pacific Northwest.  A preliminary table of requirements that outlines the features desired in a new SPC-HWX is attached…”

We could see this coming. One has already been taken out of service. They are approaching 60 years old, and, while they have warranted affection from those that have served on them, we can certainly do better. We have been discussing possible replacements for over seven years, here, here, here, here, and here

There are two specifications that I saw as unnecessarily limiting, first the dimensions, length, 64′, beam, 22′ max with fendering, draft 7′, and secondly the maximum speed, 25 knots. Are the maximum dimensions based on infrastructure limits, or are we unnecessarily limiting our choices? Limits on length in particular might preclude use of innovations like the Axe Bow. We really should not have to specify a maximum length, unless there are limits on supporting facilities. Competition will inevitably favor smaller craft as long as they can meet the other specifications. Higher speed is desirable and attainable, so why not add 30 knots as an objective speed and provide an incentive in the contract for reaching speeds over 25 knots. On the other hand the RFI include nothing about noise of G-force limits.

This RFI only refers to replacing the four 52 footers, but in many places, a larger, relatively fast motor lifeboat could be a suitable replacement for the 87 foot WPBs, after all you can expect heavy weather from time to time, anywhere the Coast Guard operates. If the Coast Guard does see the advantage of replacing WPBs with these larger MLBs, it is also possible to make this type of vessel ice-capable for operation in Alaska and and other Northern ports.

There should be no problem finding a builder with the appropriate experience. I expect  Vigor now owner of the former Kvichak Marine Industries, Seattle, WA will be a bidder.

I do hope someone will look at the RAFNAR hull form.

Thanks to Lee for bringing this to my attention. 

“U.S. Navy Reports On Arctic And North Atlantic” –Naval News

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Official portrait of Admiral Burke as Commander NAVEUR-NAVAF

Naval News reports on a Webinar conducted by Admiral Robert Burke who is Commander of U.S. Naval Forces Europe, Commander of U.S. Naval Forces Africa, and Commander of Allied Joint Forces Command in Naples. Previously he served as Vice Chief of Naval Operations. He is a submariner. Sounds like he spent some time under the ice.

There is a lot here about the Arctic. Keep in mind he is talking primarily about the Atlantic side rather than the waters around Alaska. This is primarily about the Russian threat, but there are concerns about China as well.

“Chinese Assessment of New U.S. Naval Strategy” –USNI

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The US Naval Institute news service provides a translation of a Chinese review of the Tri-Service Naval Strategy, “Advantage at Sea.”

It is, in my view, a surprisingly even handed evaluation. Not that it does not reflect the Chinese position, but it is at least fairly accurate.

One particular paragraph references the US Coast Guard.

Third, the U.S. will also introduce a new style of struggle, namely, it will bolster competition in the “gray zone.” That is, the U.S. will take greater action in the domains of social media; supply chains, especially defense industry chains; and space and cyber. A fairly obvious early indicator of this was that the USCG—which traditionally operates in the vicinity of the U.S. coast to defend the security of U.S. territory—has recently moved forward into the South China Sea region. It is preparing to conduct military operations in the South China Sea, with the aim of striking China’s maritime forces as well as bolstering joint law enforcement with regional states in the South China Sea, in order to respond to China’s South China Sea rights protection operations.

The idea of the USCG moving into the South China Sea “with the aim of striking China’s maritime forces” is a bit far fetched, but the rest is reasonably accurate and reflects the Strategy’s recognition of the Coast Guard as uniquely qualified to counter aggression in the “Gray Zone.”

“Winston S. Churchill Seizes Illicit Weapons from Two Dhows off Somalia” –Seapower

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DDG-81 USS Winston Churchill, US Navy photo, 2008

The Navy League’s online edition of Seapower Magazine reports that an “Advanced Interdiction Team” [Army, Navy and Coast Guard] from the destroyer USS Winston S. Churchill (DDG 81) had seized weapons found on two stateless dhows off the coast of Somalia.

“The cache of weapons consisted of thousands of AK-47 assault rifles, light machine guns, heavy sniper rifles, rocket-propelled grenade launchers, and crew served weapons. Other weapon components included barrels, stocks, optical scopes and weapon systems. “

Update, “Coast Guard Waterways Commerce Cutter (WCC) Program: Background and Issues for Congress” –CRS

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Shown above are Coast Guard indicative designs of a river buoy tender WLR), inland construction tender (WLIC), and inland buoy tender (WLI).

The Congressional Research Service has updated their two page explanation of the Waterways Commerce Cutter (WCC) program on Feb. 11, 2021.

Some highlights:

  • Three classes, WLR, WLIC, and WLI, will replace 18 WLRs, 13 WLICs, and 4 WLIs in nine classes with an average age of 56 years.
  • Single construction contract for WLRs and WLICs expected to be funded in FY2022. Separate contract later for WLIs. Final numbers not yet decided.
  • First to enter service 2025
  • All WCC vessels to be delivered by 2030.

How The Fleet Forgot to Fight” –CIMSEC

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USCGC Stratton (WMSL-752), left, and the U.S. Navy Arleigh Burke-class guided-missile destroyer USS McCampbell (DDG-85) maneuver in formation during Talisman Sabre 2019 on July 11, 2019. US Navy Photo

Currently the CIMSEC web site is migrating to a new server so it is off line, but they have provided something a shorthand critique of how some think the Navy has fallen short, since the collapse of the Soviet Union.

The Coast Guard still has Defense Readiness as one of its eleven missions. We in the Coast Guard are highly dependent on the Navy helping us know what needs doing, but I don’t think we should fail to think for ourselves.

This short five page outline of what the Navy has been doing wrong may be helpful because we have probably been making some of the same mistakes, not just in our preparation to fight a “near peer” major conflict, but in our response to the terror threat, and perhaps in our on-going war with drug smugglers.

“VIDEO: New pilot boats enter service in Port of Los Angeles” –Marine Log

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Just wanted to pass along this video of new pilot boats for Los Angeles found on MarineLog. Requirements for pilot boats can be similar to those for motor lifeboats. As the 52 footers are reaching the ends of their very long lives, with one taken out of service already, these might be worth a look. In some places a motor lifeboat larger than 44, might effectively replace 87 foot Marine Protector class patrol boats as well. Specs are here.

The designer of these boats, Carmarc, in the UK, also designed a larger, self-righting 29 knot 75’6″ pilot boat that was built by Kvichak Marine Industries, Seattle, WA, now Vigor, Ballard, for the Columbia River Bar Pilots. Kvichak Marine was the developer of the Response Boat, Medium, also a Carmarc design.

MARCH 19, 2014 — Seattle headquartered Kvichak Marine Industries has delivered Astoria, a self-righting 75 ft 6 in all-aluminum pilot boat, to the Columbia River Bar Pilots (CRBP) of Astoria, OR.

“Coast Guard Cutter Polar Star conducts research, collects valuable high-latitude data to expand knowledge of remote Arctic region” –D17

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JUNEAU, Alaska – U.S. Coast Guard Cutter Polar Star transits the Gastineau Channel en route Juneau, Alaska, on Feb. 12, 2021. U.S. Coast Guard photo by Chief Petty Officer Jonathan Woods.

Below is a District 17 News release regarding USCGC Polar Star’s unusual Winter Arctic deployment. (I did do some editing to remove repetition in the photo captions.)

united states coast guard

 

News Release

U.S. Coast Guard 17th District Alaska
Contact: 17th District Public Affairs
Office: (907) 463-2065
After Hours: (907) 463-2065
17th District online newsroom

Coast Guard Cutter Polar Star conducts research, collects valuable high-latitude data to expand knowledge of remote Arctic region

JUNEAU, Alaska - U.S. Coast Guard Cutter Polar Star transits the Gastineau Channel to moor up in Juneau, Alaska, on Feb. 12, 2021, as the crew nears the end of their months-long Arctic deployment. In addition to Polar Star’s strategic national security objectives, the nation’s sole heavy icebreaker sailed north with scientists and researchers aboard to work in partnership with the U.S. Army Corps of Engineers Cold Regions Research and Engineering Laboratory (CRREL), the National Oceanic and Atmospheric Administration (NOAA), University of Washington, and Woods Hole Oceanographic Institute (WHOI) to gather data and lessen the void of information from the region and better understand how to operate year-round in Arctic waters. U.S. Coast Guard photo by Chief Petty Officer Kip Wadlow.
JUNEAU, Alaska – U.S. Coast Guard Cutter Polar Star transits the Gastineau Channel to moor Juneau, Alaska, Feb. 12, 2021. U.S. Coast Guard photo by Senior Chief Petty Officer Trevor Bannerman.

JUNEAU, Alaska — The Seattle-based Coast Guard Cutter Polar Star (WAGB 10) arrived in Juneau, Friday, for a logistics stop as the crew nears the end of their months-long Arctic deployment conducting scientific research and protecting the nation’s maritime sovereignty and security throughout the polar region.

In addition to Polar Star’s strategic national security objectives, the nation’s sole heavy icebreaker sailed north with scientists and researchers aboard to work in partnership with the U.S. Army Corps of Engineers Cold Regions Research and Engineering Laboratory (CRREL), the National Oceanic and Atmospheric Administration (NOAA), University of Washington, and Woods Hole Oceanographic Institute (WHOI) to gather data and lessen the void of information from the region and better understand how to operate year-round in Arctic waters.

“The Arctic is cold, dark, and difficult to navigate in the winter,” said Capt. Bill Woityra, the Polar Star’s commanding officer. “Deploying with researchers and scientists aboard has aided in the development, understanding and pursuit of technologies that will mitigate risks and enable future mission performance so that looking forward, the Coast Guard can safely operate continually and effectively in this remote environment.”

Working aboard Polar Star, Shalane Regan, a member of the Coast Guard Research and Development Center (RDC), teamed up with Lt. Lydia Ames, a NOAA Corps officer to assist CRREL researchers by deploying buoys onto the ice where they will, over time, collect and transmit information about ice flow to help fill in data gaps for higher latitude oceans.

The Polar Star crew also aided in a research project concerning water flow regimes in the Arctic, specifically the Chukchi Sea, a study developed by Dr. Robert Pickart of WHOI. The data collected during Polar Star’s patrol will be used to develop a more complete understanding of the hydrology of the dynamic region.

To support Dr. Pickart’s research, WHOI provided 120 Expendable Conductivity-Temperature- Depth (XCTD) instruments to measure temperature and salinity. These profiles of the water column will give a better picture of what water and nutrient flow look like in the Arctic winter. Polar Star crew members deployed the probes every 12 hours when above 65 degrees north.

Additionally, Regan, who is a mechanical engineer and researcher with the RDC Surface Branch, worked with other scientists and researchers on board to find ways to operate most effectively in the frigid Arctic environment.

For technology, Regan brought a 3D printer and Remotely Operated Vehicle aboard Polar Star to evaluate how the systems would react to the Arctic climate and ship life.

“I used the 3D printer to complete many small projects that resulted in large lifestyle improvements for the crew,” said Regan. “Most importantly, the knowledge I was able to gather about larger issues the crew faces, for example, visibility issues due to frost accumulation on the bridge windows, I can take home for my team to develop solutions that will create a better-equipped, mission-ready fleet.”

Another big item the RDC team is focusing on is underway connectivity, specifically in the Arctic region.

To better understand high latitude communications, The Mobile User Objective System (MUOS) was installed on Polar Star to test its abilities at high latitudes in the harsh Arctic winter conditions. Developed for the U.S. Navy by Lockheed Martin, the MUOS is an ultra-high frequency satellite communications system that provides secure connections for mobile forces.

“Looking towards the future, all signs point toward the Coast Guard deploying more platforms to the Arctic, more often and during different seasons of the year,” said Woityra. “The Coast Guard is robustly proficient at summer-time Arctic operations, while winter presents an entirely new set of challenges. Polar Star’s winter Arctic deployment has served to better understand and prepare for the challenges of operating in such a harsh and unforgiving environment.”

The cutter will be visiting Juneau to close out its operational patrol and will be moored downtown through the weekend. Due to COVID-19, the cutter will not be open to the public for tours.