Below is a press release from District 14 (Hawaii). It suggest two things.
- They are paying more attention to the threat of illegal, unregulated, and unreported (IUU) fishing in the Pacific, and
- They are exploring the limits of recently arrived Webber class “Fast Response Cutters” (FRC).
The Joseph Gerczak is based in Honolulu. The distance from Honolulu to Pago Pago by air is 2259 nautical miles (4184 km). That is less than the nominal 2500 currently being reported as the range for the class and less than the 2950 miles that was claimed for the class earlier, but that appears to leave little in the way of reserve. The nine day transit referred to also exceeds the nominal five day endurance of the FRCs.
The news release also indicates that the USCGC Walnut (WLB-205) is also in the area, so the Walnut may have escorted the FRC and may have refueled and replenished it underway as was done when Walnut provided underway replenishment for Oliver F. Berry (WPC-1124) for a 2200 mile transit to the Marshall Islands.
I would welcome any comments about how the operation was actually done. But could an FRC make the trip unrefueled? As I recall the 2950 nmi range claim was based on a speed of 14 knots. Transiting at a lower speed should increase range. How fast did they go? Nine full days, 216 hours would have averaged about 10.5 knots. Still nine days may have meant a short day at the start and another short day on arrival so it may have been closer to eight 24 hour days or about 192 hours total that would equal an average speed of a little under 12 knots. In any case it is likely the transit could have been made unrefueled with a reasonable reserve. Even if that were the case, CCGD14 probably kept Walnut close in case they ran into trouble. They are pushing the envelope.
The news release (more pictures here):
PAGO PAGO, American Samoa — The Coast Guard Cutter Joseph Gerczak (WPC 1126) arrived in the Port of Pago Pago, Saturday.
The crew is participating in Operation Aiga to conduct fisheries law enforcement and strengthen partnerships in American Samoa and Samoa throughout August.
“It was a good transit, the longest we’ve conducted yet, nine days at sea and we’re proving the capabilities of these new cutters to operate over the horizon throughout the remote Pacific,” said Lt. James Provost, commanding officer of Joseph Gerczak. “This is the first time a Fast Response Cutter has come to Pago Pago. We’re looking forward to hosting our partners and the public during tours Monday from 1 to 3 p.m. here at the port.”
The U.S. Coast Guard is uniquely positioned to enforce U.S. federal laws and regulations in the territorial waters of American Samoa. Worldwide, tuna is a $7 billion dollar annual industry and roughly 70 percent of that tuna comes from the Western and Central Pacific. These pelagic fish migrate and it is essential the U.S. and its partners protect the resource from illegal, unregulated, and unreported fishing. Estimates place the value of IUU fishing around $616 million annually.
“After this port call, we will be working with NOAA fisheries and the American Samoa Marine Police to enforce fisheries regulations in the region while on patrol. Oceania countries adhering to the rule of law deserve and even playing field. Presence, partnerships, and regular enforcement can deter IUU fishing and safeguard these critical fish stocks,” said Provost.
The Coast Guard Cutter Walnut (WLB 205) crew will also be conducting a fisheries mission with shipriders from Samoa aboard to enforce sovereign laws in their EEZ and deter IUU fishing. This effort is being undertaken in coordination with Australia and New Zealand as Samoa transitions their organic patrol assets, upgrading their fleet. Both cutter crews will also respond to any emergent search and rescue needs in the area and seek out opportunities to work with partner nation assets.
The Coast Guard exercises 11 bilateral shiprider agreements with Pacific Island Forum nations to help ensure regional security and maritime sovereignty.
“The U.S. is committed to supporting our allies and neighbors in the Pacific, which is essential to a free and open Indo-Pacific.”
The Joseph Gerczak is a 154-foot Sentinel-Class Fast Response Cutter homeported in Honolulu. It is one of the newest patrol boats in the fleet, replacing the aging 110-foot Island-Class patrol boats serving the nation admirably since the late 1980s. Three Fast Response Cutters will be homeported in Honolulu, the third arriving in August. Three will also be stationed in Guam and are to begin arriving there in 2020.
KUALA LUMPUR – The U.S. Coast Guard will increase its presence and deployments to Asia – particularly around Oceania and U.S. Pacific territories – and test out a new operational deployment concept in the region, service head Adm. Karl Schultz told reporters on Thursday.
We have been seeing this happening. The Coast Guard has begun spending more time in and around the Western Pacific, particularly around US Western Pacific territories and Oceania.
The reference to use of a buoy tender as a mothership to support patrol craft operations looks like a test to see how useful the proposed basing of three Webber class cutters in Guam might be.
The Commandant suggested that the tender might partner with Australian, New Zealand, or Japanese vessels as well. He promised,
““In the face of coercive and antagonistic behavior, the United States Coast Guard offers transparent engagement and partnership,…”
There is no reason this should not work, hopefully it will lead to similar multi-unit operations in the Eastern Pacific drug transit areas where the Webber class could augment larger cutters.
Here is a link to a power point style update on the Waterways Commerce Cutter apparently given at the Navy League’s Sea-Air-Space Exposition, 7 May, 2019.
They are hoping for initial operational capability for the new vessels in FY2024 and full operational capability (which I interpret as all the new vessels in commission FY2030.
Thanks to Lee for bring this to my attention.
The following is a quoted from the Acquisitions Directorate (CG-9) web site. The boats referred to here do not seem to be the same as the Over the Horizon Boats currently being used on Bertholf class NSCs and Webber class FRCs discussed on the linked page. An earlier release available here outlines the Request for Proposal, indicating an intent to replace an existing fleet of 36 boats, with total procurement of up to 46 boats over the next five years.
The Coast Guard awarded a firm-fixed price indefinite delivery, indefinite quantity contract Aug. 30, to MetalCraft Marine U.S. Incorporated of Cape Vincent, New York, for a fleet of cutter boats-large (CB-L).
The contract has a maximum value of $20 million and allows for the acquisition of more boats over an ordering period of five years. The initial delivery order for two CB-Ls, trailers, delivery, training and associated logistics documentation was placed for approximately $590,000.
The CB-L will replace the current fleet of 24-foot cutter boats in service onboard 210-foot medium endurance cutters, 225-foot seagoing buoy tenders, and Coast Guard Cutters Alex Haley and Mackinaw. The boats will support operations on the East, West, and Gulf Coasts, as well as in Hawaii, Guam and Alaska.
“We are very excited about getting this asset out to the fleet,” said Cmdr. David Obermeier, deputy program manager for boats acquisition. “A single boat class for multiple cutter classes will provide enhanced operational flexibility.”
For more information: Cutter Boats program page
Above is the video of the Senate Subcommittee hearing for which I provided the Commandant’s prepared remarks earlier.
Participating Senators I noted were:
- Dan Sullivan, Sub-Committee chair (R, Alaska)(Lt.Col., US Marine Corps Reserve)
- Gary Peters, ranking member (D, Michigan)(LCdr. US Navy Reserve, Supply Corps)
- Bill Nelson, ranking member of the Commerce Committee (D, Florida)(Capt. US Army Reserve)(NASA Scuttle payload specialist)
- Roger Wicker, Chairman of the Seapower sub-committee (R, Mississippi)(Lt.Col. ret. USAF reserve)
- Richard Blumenthal (D, Connecticut) (USMC Reserve 1970 to 1976 discharges as Sargent)
- Brian Schatz (D, Hawaii)
- Ed Markey (D, Mass.) (Spec4, US Army Reserve, 1968-73)
- Jim Inhofe (R, Oklahoma) (Spec4, US Army, 1956-1958)
- Maria Cantwell (D, Washington)
You can also check out the original post from the Senate Committee on Commerce, Science, and Transportation. (Same video is available there, but the meeting does not actually start on that version of the video until minute 36.) There you can also find the written statements of the other three witness who constituted the second panel. The Commandant was the sole witness on the first panel.
This was something of a love fest for the Coast Guard with repeated praise for the people and actions of the Coast Guard.
This hearing was reputedly about how the Coast Guard had been impacted by the unusually severe Hurricane season. There is not a lot new here but there were some interesting remarks.
Polar Icebreaker Contracts
The intention is to Contract for the first Icebreaker and then employ block buy for the next two (28m). To me this seems to negate most of the advantage of a block buy. I don’t believe we will or should buy one and then wait until we have tried it out before contracting for the next two. That would necessitate a delay of at least five years during which we would still have the nightmare scenario of our only heavy icebreaker having no rescue if it should break down in the ice–certainly not an impossibility even with a new ship. If we are going to contract for the remaining two before testing the first, we might as well block buy all three.
First of class is always the most expensive. If the shipyard gets a block buy they know that initial improvements in productivity can be amortized over the entire block buy quantity. In some cases, in order to win the whole project, the shipyard will cut the price of the first ship substantially knowing they will make a profit over the entire project.
If we buy one and then block buy the second and third, we have paid for improvements to the winning yard with the first contract and minimized the chances for a competitive bid for numbers two and three.
Legislation has capped DOD participation in icebreaker procurement, so the bulk of icebreaker procurement costs will come out of the Coast Guard budget.
There was a lot of discussion about the need to have the Coast Guard Authorization Bill signed into law, still not approved. You can see it here.
There was a discussion of the high cost of the Coast Guard response to the recent series of Hurricanes.
Representative Sullivan spent a lot of time, discussing and advocating for an eleven mile road from King Cove (population estimate–989) to Cold Bay, Alaska (population estimate–122) which has an all-weather airport with two runways, one 10,180 feet and one 6285 feet in length. The Coast Guard connection is that the road would minimize or eliminate the necessity for the Coast Guard to Medivac emergencies from King Cove by helicopter, which is frequently hazardous. It is a Federal issue, because the road would run through a Federal reserve. The Commandant fully supported the desirability of completing the proposed single lane gravel road as a means of minimizing the requirement for helicopter medivac.
28m Domestic icebreakers–Design work on new domestic icebreakers is expected to start in 2030. That sounds a bit late to me. Mackinaw was commissioned in 2006 so if that is what he is really talking about, that makes sense, but the 140 foot icebreaking tugs are a different story. The first for of these will be 51 years old in 2030. More than half of them have already completed in-service which was expected to add 15 years to their service life. Morro Bay, at least, is expected to reach the end of her service life in 2030, and considering how long it takes us to build a ship we really need to start the process not later than 2025.
45m Western Pacific Fisheries Protection–They have not seen much risk of Illegal, Unregulated, or Unreported fishing.
51m Inland River Tenders
56m We may need to replace the 52 ft MLBs with something larger than the 47 foot MLB sometime in the future, but their end of life is not yet apparent
58m Coast Guard Museum in New London
60m Sexual Assault in the CG
1h02m Puerto Rico/Virgin Islands continuing commitment and its effects on drug seizures and alien migrant interdiction.
1h05m Vessel homeporting
1h08 CG center of expertise, particularly in regard to clean up spills in ice and fresh water
1h16m Army Corp of Engineers dredging backlog.
1h17m Second Panel begins.
1h19m Medivac from King Cove
1h31m Mr Smithson regarding Deepwater Horizon experience, unified approach, investment in mitigation.
MarineLog reports Gulf Island ship is building an icebreaking/buoy tending tug for the Saint Lawrence Seaway Development Corporation. $18.14 million (About a third the cost of a Webber class WPC). It is expected to be 118′ x 45′ x 16′, all-steel, with an ice-breaking bow, powered by two controllable-pitch Z-drive propulsion units, each driven by a high-speed diesel engine. Crew of 14.
Sounds like a type the Coast Guard might be interested in.
The Coast Guard’s domestic icebreaker tugs are 140′ x 37′ 5″ x 12′ 6″. These ships are up to 36 years old. The Coast Guard’s 65 foot tugs, that also do some domestic icebreaking are all at least 50 years old. Clearly our tugs are getting long in the tooth.
It is certainly not clear how good this new little ship will be either as an icebreaker or as a buoy tender, but sounds like it will be worth a look.
Adding a three or four more small icebreakers in the Great Lakes might be a reasonable substitute for the often called for second icebreaker for the Lakes. If they could help with buoy tending, so much the better.