“Coast Guard to hold rescheduled commissioning and ribbon-cutting ceremony for newest air station in more than 25 years” –D11

The first MH-60T medium range recovery helicopter to operate out of new Air Station Ventura lands on the station’s ramp on June 8, 2024. U.S. Coast Guard photo.

Below is a District eleven (California) media advisory. More information about the air station and the MH-60T program in this earlier post. The ribbon cutting was originally to have been done June 18. I’ve seen no explanation for the delay. There has been an aviation detachment in the LA/Long Beach area for some time. With the addition of Ventura, there will be five CG air stations in District Eleven, San Diego (MH-60T), Ventura (MH-60T), San Francisco (MH-65), Sacramento (C-27J), and Humbolt Bay (MH-65).

The new Coast Guard Air Station Ventura and its MH-60T hangar is located at Naval Base Ventura County in Point Mugu, California. U.S. Coast Guard photos.

Nov. 12, 2024

Editor’s Note: Media are asked to RSVP by 5 p.m., Tuesday, Nov. 12 by contacting District 11 public affairs at 206-815-6689 or PADETLA@USCG.MIL.

WHAT: Commissiong and ribbon-cutting ceremony for Coast Guard Air Station Ventura

WHO:

  • Vice Adm. Andrew J. Tiongson, commander, Coast Guard Pacific Area
  • Rear Admiral Joseph R. Buzzella, commander, Coast Guard District 11
  • Rear Adm. Mike E. Campbell, director, Coast Guard Acquisition Programs and Program Executive Officer
  • Cmdr. Amanda Sardone, commanding officer, Coast Guard Air Station Ventura

WHEN: Nov. 13, 2024 at 10 a.m. to 11 a.m.

WHERE: Naval Base Ventura County Point Mugu: 190 Third St., Point Mugu, CA 93042.

SAN PEDRO, Calif. — The Coast Guard is scheduled to hold a commissioning and ribbon-cutting ceremony for Coast Guard Air Station Ventura at Naval Base Ventura County in Point Mugu, Wednesday. The ceremony will mark the official establishment of the newest Coast Guard air station in more than 25 years.

Recently, the aircrew of Air Station Ventura conducted three rescues:

  • Oct. 13, 2024: Air Station Ventura medevac a 63-year-old woman suffering from abdominal pain from the Cruise Ship Grand Princess
  • Oct. 17, 2024: Air Station Ventura conducted hoist from vessel in 10-foot seas for a diver suffering decompression sickness near Anacapa Islands in Channel Islands.
  • Oct. 31, 2024: Air Station Ventura medevac a man suffering from seizures from Cruise Ship Celebrity Radiance 90-miles from Air Station Venture.

The air station serves a crucial role in protecting the maritime region from Orange County to San Luis Obispo County including the vital ports of Los Angeles and Long Beach. Its missions will include 24/7 emergency response; search and rescue; drug and migrant interdiction; law enforcement; and marine safety and environmental protection. The permanent presence of the Coast Guard in Ventura County provides enhanced security and quicker response times to emergencies, benefiting both the local community and maritime industries.

Air Station Ventura features:

  •  $70 million state-of-the-art, 43,000 square-foot hangar facility
  • 12,000 square-foot administration facility and berthing facility
  • One MH60-T Jayhawk helicopter and expected to receive two more
  •  Approximately 100 Coast Guard personnel

District 11 now consists of four active air stations ranging from Humboldt Bay down to San Diego.

DOD Arctic Strategy, 2024, a Critique

Screen grab from page 2 of the DOD Arctic Strategy, 2024

Here is a link to the new DOD Arctic Strategy here. I found it disappointing. There isn’t much strategy here. I would sum it up as–we are going to keep doing what we are doing, but we are going to do it better. (See critique below.)

“This strategy will strengthen the ability of the United States to build integrated deterrence and effectively manage risk to U.S. interests in the Arctic region by enhancing our domain awareness and Arctic capabilities; engaging with Allies, partners, and key stakeholders; and exercising tailored presence.”

About the US Coast Guard:

The US Coast Guard or USCG was mentioned in three places, once in a caption of a picture of USCGC Healy and these two paragraphs.

DoD will partner with the Department of Homeland Security (DHS), including through the U.S. Coast Guard (USCG), which plays a vital role in maintaining U.S. presence in the Arctic region and supporting domain awareness. The USCG is responsible for operating and maintaining the United States’ icebreaking capability, and DoD will continue to support the USCG’s long-term acquisition of at least eight polar icebreakers that will provide needed icebreaking capability for both military and civilian purposes, including PR/SAR. While disaster response is not a force sizing or shaping requirement, DoD remains ready to support DHS and the Federal Emergency Management Agency in the event of disaster, terrorist attack, or other mass-casualty incident in the Arctic when directed by the President or when requested by a lead Federal department or agency and approved by the Secretary of Defense.

Service-specific, Joint, Interagency, and Combined Exercises. Security and stability in the Arctic depend, in  part, on the Joint Force’s ability to respond rapidly and   effectively to threats in the region. Exercises increase interoperability with Allies and partners, validate plans, train our ability to rapidly deploy to all parts of the Arctic region, and provide an opportunity to test equipment in Arctic conditions. As such, the Joint Force will continue to exercise frequently in the Arctic through Service specific training, joint exercises —to include with USCG— and
combined exercises with our Allies and partners. DoD will
ensure CCMDs with Arctic equities work toward global integration through joint exercises and ensure key exercise lessons inform capability requirements and strategic planning.

That’s it.

About Icebreakers: Icebreakers are mentioned twice, it the paragraph above and here,

The PRC seeks to bolster its operational expertise in the Arctic, where its presence, while limited, is increasing. The PRC operates three icebreakers—the Xue Long, Xue Long 2, and Zhong Shan Da Xue Ji Di—which enable the PRC’s dual civil-military research efforts in the Arctic. Over the course of the PRC’s 13 Arctic research expeditions to date, the vessels have tested unmanned underwater vehicles and polar-capable fixed-wing aircraft, among other activities. People’s Liberation Army Navy (PLAN) vessels have also  demonstrated the capability and intent to operate in and around the Arctic region through exercises alongside the Russian Navy over the past several years.

Critique:

“DoD will reach this end state through a monitor-and-respond approach.”

In other words, we will be reactive rather than proactive. 

The threat to Europe in the Polar regions is just part of the long running NATO defense problem. No real change there, except the formal extension of NATO into Sweden and Finland.

The Air Threat over the Pole to North America is looked after by NORAD. Apparently, NORAD does not look after Greenland, but that does not seem to be a central problem.

Ground operations in the Arctic are always going to be difficult. There may be small unit operations but no need to worry about an invasion of North America coming over the pole. NORTHCOM is exercising both land and air assets that would be needed to deal with realistic threats.

The North Slope oil fields and the associated pipeline are probably a target if we become engaged in a long-term conflict that involves combat in or over the arctic. The oil fields are not mentioned in the strategy,

What has changed?

The opening of the Arctic Ocean to maritime commerce has made it a possible avenue for logistics between Russia and China with the potential for militarily valuable shipments moving both ways between the Russian Arctic coast on one end and the Russian Pacific Coast, North Korea, or China on the other. The weakness of Russian transcontinental land transportation systems makes the Northern Sea Route particularly important.

The door to be shut or left open is the Bering Strait.

Bering Strait. 44 Nautical miles (82km) wide, with the Diomede Islands in the center.

The “strategy” mentions the Bering Straits only as a choke point,

The Arctic includes multiple strategically significant maritime chokepoints. Reduction in sea ice
due to climate change means chokepoints such as the Bering Strait between Alaska and Russia and the Barents Sea north of Norway, are becoming more navigable and more economically and militarily significant.

We would certainly want to deny use of the Strait by our enemies and ensure that we and our allies have the option to transit through the Strait.

The planned deep-water port in Nome (currently on hold) will be essential to forces that might be used to control access to the Bering Strait. We would also want to make sure St Lawrence Island and Little Diomede remain in US hands. The US might also want to seize Big Diomede. None of these strategic locations are mentioned in the plan.

Diomede Islands: Little Diomede Island or Kruzenstern Island (left) and Big Diomede Island or Ratmanov Island in the Bering Sea. Photo is from the north. Photo by Dave Cohoe.

But who is in charge?

First look at the map at the head of this post. They have divided the Arctic so that operations there are under three different Unified Combatant Commands, USEUCOM, USINDOPACOM, and USNORTHCOM. In other words, no one below the President is in charge over the whole area.

These are the Unified Combatant Commander’s Areas of Responsibility. What is not made clear in this graphic is that all of Russia including the larger Asian part is under USEUCOM.

Perhaps most critically, the Pacific interface with the Arctic is under all three COCOMs.

  • USEUCOM is responsible for the Russian land areas in spite of the fact that the Bering Strait is 4521 statute miles from the COCOM’s headquarters in Stuttgart, Germany, and that is the shorter distance West from Stuttgart across the Atlantic and over the US, rather than over Russia. –This has got to be wrong.
  • USNORTHCOM has the Bering Strait and the Eastern half of the Bering Sea but normally they have no significant naval force. Their primary responsibility is the air defense of the US and Canada.
  • USINDOPACOM, which has the naval assets in the Pacific that might be used to attack Russian assets in Asia has responsibility for only the Western half of the Bering Sea below the Bering Strait.

This division of responsibility, placing Russian Asia under USEUCOM, also means that if the US should be at war with both China and Russia, then at least officially, conducting the war in the Pacific would be under two or perhaps three different COCOMs. I doubt this would actually work this way.

“USACE cancels solicitation for Nome’s port expansion project, future uncertain” –KNOM.org

USCGC Alex Haley moored in Nome, AK.

KNOM.org reports,

The U.S. Army Corps of Engineers (USACE) says plans to build the country’s first deep draft port in the Arctic are too expensive.

USACE canceled its port expansion contract solicitation on Wednesday, October 16. It cited two key factors: the proposed pricing exceeded both the cost limits set by U.S. law and the available funding for the project.

Plans were to dreg to 40 feet. Sounds like they may need to be another Congressional action before work can proceed.

Rendering provided by the City of Nome shows how the Port of Nome, Alaska, would have appeared following an expansion project that would have cost more than $600 million.  (PND Engineers Inc./City of Nome via AP)

“Enhancing Domain Awareness in the Arctic” –Third Fleet

A U.S. Navy P-8A Poseidon takes off at Joint Base Elmendorf-Richardson, Alaska, Sept. 14, 2024. The P-8 Poseidon aircrew assigned to Patrol Squadron (VP) 9 and a U.S. 3rd Fleet Naval and Amphibious Liaison Element (NALE) supported joint and bi-national forces from Alaskan North American Aerospace Defense Command Region and Alaskan Command during Operation POLAR VORTEX by providing maritime domain awareness in conjunction with the 611th Air Operations Center air component to provide domain awareness during operations and exercises in remote regions of Alaska and the Arctic. (U.S. Air Force photo by Senior Airman Quatasia Carter)

Below is a 3rd Fleet press release. Notably missing is any mention of the Coast Guard, that might be understandable, but I have also seen no Coast Guard news release about participation in Operation POLAR VORTEX. If you are doing Maritime Domain Awareness anywhere around Alaska, you would think the Coast Guard would be involved.


Oct. 28, 2024

Enhancing Domain Awareness in the Arctic

By Tech. Sgt. Donald Hudson

During Operation POLAR VORTEX, a Naval and Amphibious Liaison Element (NALE) led by U.S. 3rd Fleet and supported by U.S. Fleet Forces was embedded into the bi-national Alaskan North American Aerospace Defense Command (NORAD) Region at Joint Base Elmendorf-Richardson, Alaska.

The NALE is primarily a function of the Navy Reserve, with Reserve personnel filling roughly 98 percent of NALE billets, given the operational tempo of this unique work. NALE Sailors train in mobilization to billet (MOB to-billet) positions and generally deploy on 90 to 270-day orders, responding both to planned operations and emergent crises, including training exercises, freedom of navigation operations, and humanitarian assistance and disaster relief. MOB-to-billet is the activation (other than for training) of SELRES Sailors to serve in the authorized and funded manpower billet at the command to which they are permanently assigned.

NALE units are attached to U.S. Fleet Forces Command, U.S. Pacific Fleet, U.S. Naval Forces Europe and Africa, and most numbered fleets.

While in Alaska, the NALE worked alongside U.S. Air Force and Royal Canadian Air Force (RCAF) members in the 611th Air Operations Center (AOC) to increase domain awareness in the Arctic region during Operation POLAR VORTEX by instantly linking maritime and air domain awareness.

“The situational awareness the NALE has provided is the most maritime awareness the AOC has had in the 14 years I’ve been here,” said Alaska Air National Guard Col. Jeff Smith, deputy commander, 611th AOC. “It’s been great to see the coordinated efforts between air and maritime domains.”

By co-locating, the NALE and 611th AOC were able to coordinate information instantly to the Joint Force Air Component Commander (JFACC) and provide a detailed real-time operating picture from the surface to air across some of the most remote operating areas in Alaska.

The NALE worked to seamlessly integrate their expertise of maritime domain awareness and employ a Navy P-8 Poseidon alongside joint and bi-national air assets. The cooperation increased tactical performance of joint forces validating command and control and tactical execution of mission objectives between various aircraft including exercising simulated air-to-surface strikes.

“The NALE has been essential to air operations,” said RCAF Brig. Gen. David Moar, deputy commander, Alaskan NORAD Region. “They were key in synchronizing air operations with naval air assets and providing information to enable the JFACC to coordinate and support the maritime component.”

3rd Fleet operations in U.S. Northern Command’s (USNORTHCOM) area of responsibility throughout the Gulf of Alaska aligned with Commander, U.S. Pacific Fleet objectives to demonstrate resolve and credible deterrence in defense of the homeland in the area. The operations also supported USNORTHCOM and NORAD’s mission of homeland defense, aerospace warning and control, and preserving a stable Arctic region in cooperation with U.S. Allies and partners.

“The NALE is an essential part of integrating the Maritime Operations Center (MOC) and AOC to provide multi-domain awareness to both Component Commanders,” said U.S. Navy Capt. Chris “Turtle” Turl, NALE director. “By coordinating information between each Commander’s guidance, the NALE facilitates the planning and execution of the mission to effectively meet the commander’s intent.”

NALE Sailors regularly engage in training exercises, freedom of navigation operations, and humanitarian assistance and disaster relief to enable better integration between joint air assets. The NALE provide the necessary face to-face contact among planner, commanders and staff to ensure mutual understanding, unity of effort and reduce friction between components.

Operating across the vast distances and remote areas in the Arctic comes with many operational hurdles to overcome such as harsh weather and sea conditions causing increased risk to aircrews should an incident occur. Enhancing communication between joint forces is essential to meet the mission while overcoming obstacles and lowering operational risks.

Through joint and bi-national teamwork the NALE and 611th AOC were able to maximize domain awareness and more effectively employ air assets saving time, and costs while reducing risk and increasing efficient use of tactical air assets and manpower.

“Coast Guard to send 3 more cutters to Guam, has no plans to escort Philippine ships” –Stars and Stripes

A U.S. Coast Guard boat crew and boarding team from U.S. Coast Guard Cutter Oliver Berry (WPC 1124) approaches a foreign fishing vessel to conduct a joint boarding inspection with members of the Western and Central Pacific Fisheries Commission on the high seas in Oceania, Sept. 22, 2024. U.S. Coast Guard Cutter Oliver Berry’s crew recently completed a 45-day patrol in Oceania in support of Operation Blue Pacific, promoting security, safety, sovereignty, and economic prosperity in the region.

Stars and Stripes reports,

The Coast Guard will double its Guam fleet to six cutters but doesn’t plan to accompany the Philippine coast guard as it struggles to maintain territorial claims in the South China Sea, the service’s Pacific-area commander said Friday.

This is based on a video news conference by Pacific Area Commander Vice Adm. Andrew Tiongson speaking from Japan.

“The Coast Guard will not escort Philippine resupply missions to the BRP Sierra Madre, a grounded warship garrisoned by Filipino troops at the Second Thomas Shoal in the South China Sea, according to Tiongson.”

The Philippines has not asked for escorts, Tiongson said. “We do advise, and we do assist,” he said. “We provide what we would do in this situation.”

He also said, “It’s possible we may get another Indo-Pacific support cutter,” using the description applied to USCGC Harriet Lane, recently arrived in the Pacific Area to support operations in the Western Pacific.

There is more in the article.

“U.S. Coast Guard encounters joint Chinese Coast Guard, Russian Border Guard patrol in Bering Sea” –Coast Guard News

Russian Okean class Patrol Ship. This is the larger of the two Russian ships. “An HC-130J Super Hercules airplane crew from Coast Guard Air Station Kodiak observes two Russian Border Guard ships and two Chinese Coast Guard ships approximately 440 miles southwest of St. Lawrence Island Sept. 28, 2024. This marked the northernmost location where Chinese Coast Guard vessels have been observed by the U.S. Coast Guard. (U.S. Coast Guard courtesy photo)”

Below is a CG news release, presumably from District 17 (Alaska).

An earlier post reported joint Russian/Chinese Coast Guard exercises and the formation of this four-ship combined task force.

They are in the Bering Sea. Will be interesting to see if they go up into the Arctic. It is a period of near minimal ice.

There is an interesting contrast between the two Russian ships and the two Chinese ships. In spite of the fact that this is happening in Russia’s back yard, the Chinese ships clearly outclass the Russian ships, being newer, larger, and faster.

China Coast Guard type 818 cutter like the two deployed with the Russian Coast Guard

Why four ships hanging together when the US Coast Guard does Alaska Patrols in the Bering with only one ship? The Chinese tend to operate in groups. We haven’t seen this with the Russian Coast Guard, but I really haven’t seen much from them anyway.

Could the Chinese be teaching the Russians how to do gray zone operations, or is it just that totalitarian regimes need someone to do the work and someone to watch them?

On the other hand, the China Coast Guard has lots of ships but relatively few aircraft, and they operate primarily in two heavily trafficked, contested areas, the South and East China Seas.

News Week also has a good report on this.


Oct. 1, 2024

JUNEAU, Alaska – The U.S. Coast Guard located four vessels from the Russian Border Guard and Chinese Coast Guard conducting a joint patrol in the Bering Sea, Saturday.

While patrolling the maritime boundary between the United States and Russia on routine patrol in the Bering Sea, a HC-130J Super Hercules airplane crew from Coast Guard Air Station Kodiak observed two Russian Border Guard ships and two Chinese Coast Guard ships approximately 440 miles southwest of St. Lawrence Island.

The vessels were transiting in formation in a northeast direction, remaining approximately five miles inside the Russian Exclusive Economic Zone. This marked the northernmost location where Chinese Coast Guard vessels have been observed by the U.S. Coast Guard.

 “This recent activity demonstrates the increased interest in the Arctic by our strategic competitors,” said Rear Adm. Megan Dean, commander of the 17th Coast Guard District. “The demand for Coast Guard services across the region continues to grow, requiring continuous investment in our capabilities to meet our strategic competitors’ presence and fulfill our statutory missions across an expanding operational area.”

The HC-130 aircrew operated under Operation Frontier Sentinel, an operation designed to meet presence with presence when strategic competitors operate in and around U.S. waters. The Coast Guard’s presence strengthens the international rules-based order and promotes the conduct of operations in a manner that follows international law and norms.

Fisheries Enforcement from a Littoral Combat Ship

PACIFIC OCEAN – Sailors from USS Omaha (LCS 12), along with five U.S. Coast Guard law enforcement members, transit in a rigid-hull inflatable boat to a foreign flagged fishing vessel in support of the Oceania Maritime Security Initiative (OMSI) in the Pacific Ocean, Sept. 12. Omaha, assigned to U.S. 3rd Fleet, is operating in support of OMSI in the Indo-Pacific region. A U.S. Coast Guard law enforcement detachment from the Pacific Tactical Law Enforcement Team embarked aboard Omaha is supporting maritime fishery law enforcement operations for U.S. and Pacific Island nations in Oceania. OMSI is a Secretary of Defense program that leverages Department of Defense assets to increase U.S. Coast Guard maritime security and maritime domain awareness support in Oceania through operations in remote U.S. Exclusive Economic Zones and bilateral maritime law enforcement agreements with Pacific Island nations. (U.S. Navy photo by Hospital Corpsman First Class Weiju Lai)

Below is a news release from 3rd Fleet. TACLET taking the opportunity to use a Navy unit’s transit time to do some fisheries enforcement. Photo below for reference.

PACIFIC OCEAN (Aug. 8, 2021) The Independence variant littoral combat ship USS Omaha (LCS 12) simulates a refueling-at-sea with the aircraft carrier USS Abraham Lincoln (CVN 72). (U.S. Navy photo by Mass Communication Specialist 3rd Class Javier Reyes)


Sept. 20, 2024

USS Omaha participates in Oceania Maritime Security Initiative

By Commander, Littoral Combat Ship Squadron 1

The Independence-variant littoral combat ship USS Omaha (LCS 12), with an embarked detachment from Helicopter Maritime Strike Squadron (HSM) 35 and a law enforcement detachment from U.S. Coast Guard Tactical Law Enforcement Team Pacific, began operations in support of Oceania Maritime Security Initiative (OMSI) Sept. 8.

A Secretary of Defense program, OMSI is aimed at diminishing transnational illegal activity on the high seas in the Pacific Island nations of Oceania’s Exclusive Economic Zones (EEZ), as well as increasing interoperability with partner nations.

Omaha’s range and capabilities allow the embarked U.S. Coast Guard law enforcement detachment the ability to access the remote U.S. and Pacific Island nations’ EEZs.

“We embrace the opportunity to work closely with the U.S. Coast Guard as we help enforce economic policies among some of our closest partners in the Western and Central Pacific,” said U.S. Navy Cmdr. Kevin Smith, commanding officer of Omaha. “It is rewarding to work with these island nations to patrol their waters, maintaining a free and open region.”

The objective of OMSI is to reduce and eliminate illegal, unregulated and unreported fishing, combat transnational crimes in EEZs of the Western and Central Pacific region and enhance regional security.

“The partnership between the U.S. Navy and U.S. Coast Guard plays an integral role in the OMSI mission,” said Coast Guard Chief Maritime Enforcement Specialist Kyle Smouse. “Deploying U.S. Coast Guard law enforcement detachments aboard U.S. Navy vessels allows the Coast Guard to have a greater presence and impact in enforcing Western and Central Pacific Fisheries Commission (WCPFC) regulations. These areas of operation would be difficult to reach without the support of the U.S. Navy.”

The WCPFC international fisheries agreement focuses on the long-term conservation and sustainable use of fish stocks in the Western and Central Pacific Ocean. The WCPFC seeks to address problems in the management of the high seas fisheries in the Western and Central Pacific Ocean, where there is unregulated fishing and vessel re-flagging to evade controls.

Omaha, homeported in San Diego and assigned to U.S. 3rd Fleet, is on a scheduled deployment in the Pacific Ocean. Littoral combat ships are fast, optimally manned, mission-tailored surface combatants that operate in near-shore and open-ocean environments, winning against 21st-century coastal threats.

“U.S. Coast Guard encounters Russian naval vessels near Point Hope, Alaska” — CG News

“The crew of U.S. Coast Guard Cutter Stratton (WMSL 752) encountered and shadowed four Russian Federation Navy (RFN) vessels 57 miles northwest of Point Hope, Alaska, Sept. 15, 2024. The Russian Surface Action Group consisted of a Severodvinsk-class submarine, a Dolgorukiy-class submarine, a Steregushchiy– class Frigate, and a Seliva-class tug. Stratton patrolled under Operation Frontier Sentinel, a Coast Guard operation designed to meet presence with presence when strategic competitors operate in and around U.S. waters. (U.S. Coast Guard courtesy photo)”

Below is a news release from Coast Guard news.

Point Hope, Alaska is well North of the Bering Strait and the Arctic Circle, bordering the Chukchi Sea, 312 miles SW of Utqiagvik (formerly Pt. Barrow) and almost a thousand miles North of Dutch Harbor. None of my Alaska Patrols ever got that far North.

Russian Yasen class SSGN

The Severodvinsk or Yasen class submarine is a nuclear submarine equipped with eight missile silos for up to 32 cruise missiles and ten torpedo tubes.

Russian Borei class SSBN

The Dolgorukiy or Borei class submarine is a SSBN with 16 silos for ballistic missiles.

The surface combatant seems to have been miss identified. It is Gremyashchiy (337) lead ship of her class of 2,500 ton Project 20385 corvettes (NATO considers them frigates).

Note, USCGC Stratton is not an ice strengthened vessel.

This may have been a transfer of the SSGN and SSBN to the Russian Pacific Fleet.

The post story seems to indicate Stratton stumbled across this group. Shouldn’t we have known they were there?


Sept. 16, 2024

JUNEAU, Alaska — The U.S. Coast Guard located four Russian Federation Navy (RFN) vessels Sunday, 57 miles northwest of Point Hope, Alaska.

While on a routine patrol in the Chukchi Sea, the crew of U.S. Coast Guard Cutter Stratton (WMSL 752) observed the RFN vessels transiting southeast along the Russian side of the Maritime Boundary Line (MBL).

The crew of the Stratton witnessed the RFN vessels cross the MBL into the U.S. Arctic and moved to observe the vessels. The Russian vessels were assessed to be avoiding sea ice on the Russian side of the MBL and operated in accordance with international rules and customs as they transited approximately 30 miles into the U.S. Exclusive Economic Zone.

“We are actively patrolling our maritime border in the Bering Sea, Bering Strait, and Chukchi Sea, with our largest and most capable cutters and aircraft, to protect U.S. sovereign interests, U.S. fish stocks, and to promote international maritime norms,” said Rear Adm. Megan Dean, Commander of Coast Guard District Seventeen. “Coast Guard Cutter Stratton ensured there were no disruptions to U.S. interests.”

The Russian Surface Action Group consisted of a Severodvinsk-class submarine, Dolgorukiy-class submarine, Steregushchiy– class Frigate, and Seliva-class tug.

The Stratton is patrolling under Operation Frontier Sentinel, an operation designed to meet presence with presence when strategic competitors operate in and around U.S. waters. The Coast Guard’s presence strengthens the international rules-based order and promotes the conduct of operations in a manner that follows international law and norms.

Coast Guard Cutter Stratton is a 418-foot legend class national security cutter homeported in Alameda, Calif.

“Runaway costs and design delays: Are Coast Guard’s new icebreakers worth it?” –The Sandboxx

Xue Long 2 on sea trials. Photo by PRIC.

The Sandboxx has a brief look at the problems the US has had in fielding replacement icebreakers.

What I think they leave out of the article is that while the Chinese seem to be planning heavy icebreakers including possibly nuclear-powered ones, the Chinese icebreakers built so far are nowhere near as powerful as Polar Star or the Polar Security Cutter. Mostly they have been ice capable research ships. Their only Chinese built medium ice breaker, Xue long-2, is smaller and a third less powerful than Healy. The three Chinese icebreakers currently in the Arctic include the much smaller 5,600-ton, 8,600 HP (6.4KW) Polar Class 6 Ji Di, smaller than the old Wind class icebreakers.

Aerial view of China’s icebreaker Ji Di berthing at the pier of Qingdao Olympic Sailing Center on July 3 in Qingdao, Shandong Province of China.
© Sun Qimeng/VCG via AP, “China and Russia to Expand Scientific Cooperation in Arctic: Report” –Newsweek

By some counts the US, and most notably Canada, have more icebreakers than China. All of China’s icebreaker construction is not directed at the Arctic. They also have interests in Antarctica (which I find more troubling), and they have ports that ice over requiring domestic icebreaking.

The Sandboxx also describes the 8,500 ton Project 23550 ice class patrol vessels as Russia’s “… first “combat icebreaker,” a small, agile, and armed-to-the-teeth escort ship with launchers installed for anti-ship and cruise missiles.” That is hyperbole. It has provision for placing two containers on the stern. Those containers could contain cruise missiles, but any ship that can mount containers in a position where the space above the container is unobstructed could have a similar capability. Other than being armed with containers, they are armed very much like a Coast Guard cutter. They have a single medium caliber gun, either 76mm or 100mm. They have no surface-to-air missile system other than perhaps man portable air defense systems (MANPADS) and no CIWS of any kind. Furthermore, they are not Russia’s first armed icebreaker. Russia has had armed icebreakers since at least WWII, including the Project 23550’s predecessors, the Ivan Susanin class, eight ships completed 1973 to 1982, four of which are still in service. I went aboard one of them in San Francisco, when they came to help celebrate the 200th anniversary of the beginning of the US Coast Guard.

It would not be too difficult for the US to build counterparts to the Project 23550s for the US Coast Guard or Navy, especially after the recent ICE Pact agreement with Canada and Finland. Ships don’t have to be as capable as the Polar Security Cutters to be useful. The Chinese are proving that.

Polar Star is Home–Finally

Polar Star at Mare Island Dry Dock LLC undergoing the fourth phase of its five-year Service Life Extension Project. U.S. Coast Guard photo by Cmdr. Jeremy Courtade.

Below are two news releases, first one from Coast Guard News, the second from the Acquisitions Directorate (CG-9).

The Coast Guard has been working very hard to make sure that Polar Star can meet her annual commitment to open a path for resupply of the Antarctic Base at McMurdo, but it has to have been hard on the crew. They just completed the fourth phase of a five-part Service Life Extension Program (SLEP), but unlike the single phase SLEPs and MMAs we are seeing with the buoy tenders and medium endurance cutters at the Coast Guard Yard, here the crew stays aboard. After 138 days on the resupply mission, instead of returning to Seattle, their homeport, they went to Vallejo, California, where they spent about 140 days. Altogether, 285 days away from homeport, and over a one-year period, more days in Vallejo than in homeport.

Polar Star has only one more of these to go, but it looks like the Crew of USCGC Healy is going to go through the same 5-year SLEP cycle, where they will spend more time in Vallejo than in their homeport. This is just wrong. There are only two yards on the West Coast that can accommodate ships of this size. The Navy, with its huge presence, is a strong competitor for the use of the one in Seattle. By contrast the Bay Area has virtually no Navy presence. It is likely the Icebreakers will have to use the yard in Vallejo for almost all their drydocking. Maybe it is time to change their homeport to somewhere in the San Francisco Bay Area, maybe even Vallejo.

Improvements are planned for Base Seattle, largely on the assumption that the Polar Security Cutters (PSC) will be based there, but they can expect to run into the same problem. Given the greater size of the PSCs and the long-term probability the Navy presence in Seattle will remain large and may well increase, the problem is not going away. The dry dock in Vallejo was built to accommodate battleships. It is big enough.


U.S. Coast Guard Cutter Polar Star (WAGB 10) (left) sits moored next to U.S. Coast Guard Cutter Healy (WAGB 20) at Coast Guard Base Seattle, Aug. 25, 2024. The Polar Star and Healy are routinely deployed to Arctic and Antarctic locations to support science research or help resupply remote stations. (U.S. Coast Guard photo by Lt. Chris Butters)

Aug. 28, 2024

Coast Guard heavy icebreaker returns to Seattle following Antarctic deployment, months-long Service Life Extension Project in California

SEATTLE — The U.S. Coast Guard Cutter Polar Star (WAGB 10) and crew returned to Seattle, Sunday, after 285 days away from the cutter’s home port.

Following a 138-day deployment to Antarctica supporting Operation Deep Freeze 2024, the Polar Star reported directly to Mare Island Dry Dock (MIDD) LLC. in Vallejo, California, to commence the fourth phase of a five-year Service Life Extension Project (SLEP).

The work completed at MIDD is part of the in-service vessel sustainment program with the goal of recapitalizing targeted systems, including propulsion, communication, and machinery control systems, as well as effecting significant maintenance to extend the cutter’s service life.

Polar Star’s SLEP work is completed in phases to coordinate operational commitments such as the cutter’s annual Antarctic deployment. Phase four began on April 1, 2024, targeting three systems:

  • Boiler support systems were recapitalized, including the electrical control station that operates them.
  • The heating, ventilation and air conditioning (HVAC) system was refurbished through the overhaul of ventilation trunks, fans and heaters that supply the cutter’s berthing areas.
  • The flooding alarm system was redesigned, providing the ability to monitor machinery spaces for flooding from bow to stern.

Additional work not typically completed every dry dock included removing and installing the starboard propulsion shaft, servicing and inspecting both anchor windlasses, inspecting and repairing anchor chains and ground tackle, cleaning and inspecting all main propulsion motors and generators, installation of an isolation valve to prevent seawater intrusion into the sanitary system, and overhauling the fuel oil purifier.

Phase four of Polar Star’s SLEP took place over approximately 140 days and represented a total investment of $16.8 million. By replacing outdated and maintenance-intensive equipment, the Coast Guard will mitigate lost mission days caused by system failures and unplanned repairs. The contracted SLEP work items and recurring maintenance is taking place within a five-year, annually phased production schedule running from 2021 through 2025.

The Coast Guard is investing in a new fleet of polar security cutters (PSC) that will sustain the service’s capabilities to meet mission needs in both the Arctic and Antarctic regions. The SLEP allows Polar Star to continue providing access to the Polar regions until the PSCs are operational and assume the high latitude missions. Polar security cutters will enable the U.S. to maintain defense readiness in the Polar regions; enforce treaties and other laws needed to safeguard both industry and the environment; provide ports, waterways and coastal security; and provide logistical support – including vessel escort – to facilitate the movement of goods and personnel necessary to support scientific research, commerce, national security activities and maritime safety.

“Completing a dry dock availability is a positive milestone, and despite challenges due to being away from home port, our crew’s energy and resilience inspires me every day,” said Capt. Jeff Rasnake, Polar Star’s commanding officer. “The amount of time and effort put into Polar Star and its mission is truly remarkable. The dedication and teamwork displayed across all stakeholders exemplifies the Coast Guard’s flexibility and commitment to ensuring the continued success of Operation Deep Freeze as well as strengthened partnerships among nations invested in the Antarctic latitudes. I look forward to observing how this crew will continue to grow as a team and to discovering what we can accomplish together.”

Along with the rigorous maintenance schedule, Polar Star held a change of command ceremony on July 8, 2024, in Vallejo, where Rasnake relieved Capt. Keith Ropella as the cutter’s commanding officer. Rasnake served as the deputy director for financial management procurement services modernization and previously served as Polar Star’s executive officer. Ropella transferred to the office of cutter forces where he will oversee the management of the operational requirements for the cutter fleet and develop solutions for emerging challenges facing the afloat community.

Polar Star is the Coast Guard’s only active heavy polar icebreaker and is the United States’ only asset capable of providing year-round access to both polar regions.

Commissioned in 1976, the cutter is 399 feet, weighing 13,500 tons with a 34-foot draft. Despite reaching nearly 50 years of age, Polar Star remains the world’s most powerful non-nuclear icebreaker with the ability to produce up to 75,000 horsepower. Polar Star’s SLEP is important to the survival of the Antarctic mission and crucial to the well-being and success of Polar Star and crew during these long missions.


Coast Guard completes fourth phase of service life extension work on Polar Star

Coast Guard Cutter Polar Star completed the fourth phase of its five-year Service Life Extension Project (SLEP) at the Mare Island Dry Dock LLC in Vallejo, California. The cutter departed the San Francisco Bay Area on August 22, for its homeport in Seattle.

The SLEP, a key initiative within the Coast Guard’s In-Service Vessel Sustainment (ISVS) Program, aims to extend the service life of the Polar Star by modernizing targeted systems, including propulsion, communication, and machinery control systems. Concurrent with the SLEP work, crews conducted significant maintenance efforts to ensure the cutter remains capable of operating within some of the most extreme environmental conditions on earth.

SLEP work on the Polar Star is conducted in phases to align with the cutter’s operational commitments, such as the cutter’s annual Antarctic deployment. Phase four began on April 1, 2024, focusing on the following systems:

  • Heating, ventilation and air conditioning systems were refurbished with ventilation trunks, fans and heaters to improve air circulation and maintain comfortable living environment for the ship’s crew during extended deployments.
  • Boiler support systems were recapitalized, including the electrical control station that operates them to generate reliable heating and steam supply to the water maker.
  • The flooding alarm system was redesigned to enable the crew’s ability to monitor the ship’s machinery spaces for flooding from bow to stern.

Additional work completed during this phase, beyond routine dry dock maintenance, was critical to ensuring the Polar Star’s operational readiness. This included significant overhauls and inspections of key propulsion and anchoring systems that are essential for the cutter’s operational performance.

Kenneth King, Program Manager for the ISVS Program, commented on the milestone, saying, “I am tremendously proud of the joint In-Service Vessel Sustainment Program, the Long Range Enforcer Product Line team and their significant efforts in completing Phase 4. Our dedicated professionals continue to exemplify our service’s core values to ensure Polar Star meets its multifaced missions in the polar regions until the arrival of the Polar Security Cutter Fleet.”

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