“South China Morning Post reported that while the purpose of the ship has not been specified, the plan is to have a 152-metre long, 32-metre wide and with a displacement of 30,000 tonnes.”
U.S. Coast Guard Fact Sheet
Fiscal Year 2020 President’s Budget
BACKGROUND: The FY 2020 President’s Budget requests $11.34 billion for the Coast Guard, including $9.32 billion in discretionary funding. This begins to address the Service’s erosion of readiness through critical investments in the workforce, cybersecurity, and depot maintenance of legacy assets and infrastructure. The Budget also supports the Service’s highest priority acquisition, the Offshore Patrol Cutter (OPC), and continues recapitalization efforts for capital assets and infrastructure.
- Maximize Readiness Today and Tomorrow—increasing global complexity and expanding demand for Coast Guard services necessitates investment in the workforce, assets, and infrastructure to address the erosion of Service readiness.
- Address the Nation’s Complex Maritime Challenges—as the Nation’s unique instrument across the full spectrum of maritime operations, the Budget invests in capabilities and capacity to detect, deter, and counter maritime threats in support of homeland security and defense operations.
- Deliver Mission Excellence Anytime, Anywhere—the Coast Guard is an agile and adaptive force whose greatest value to the Nation is an ability to rapidly shift among its many missions. The Budget advances modernization efforts in both operations and acquisitions by adapting to the dynamic nature of maritime operations.
MAXIMIZE READINESS TODAY AND TOMORROW: The FY 2020 Budget requests $7.9 billion for Operations & Support (O&S). Budget highlights include:
- $118 million for requisite military pay and allowances as per the FY 2019 National Defense Authorization Act requirements, which keeps DoD and Coast Guard military members compensated equitably, as well as providing civilian benefits and retirement contributions.
- $59 million for new assets including: crew and shore-side support for NSC #9; operations and maintenance for FRCs #3741; crews for FRCs #39-43; shore-side maintenance personnel for FRC homeports; crew for OPC #1; maintenance support personnel for the C-27J fleet; and operations, maintenance, and flight crews for HC-130J aircraft #12.
- $27 million for human capital support infrastructure, and vessel, aircraft, and C5I maintenance funding to address spare parts inventory shortfalls that have led to decreased operations and lower readiness levels due to unplanned repairs.
- $22 million for the final phase of Federal Aviation Administration (FAA) compliance upgrades, including the replacement of obsolete aircraft equipment and systems necessary to meet 2020 airspace requirements.
ADDRESS THE NATION’S COMPLEX MARITIME CHALLENGES: The FY 2020 Budget requests $1.2 billion for Procurement, Construction, & Improvements (PC&I) to continue recapitalization of the Service’s highest priority acquisitions:
- $792 million for vessels, including: $457 million for the construction of Offshore Patrol Cutter (OPC) #3 as well as long lead time materials for OPCs #4 and #5; $140 million for the procurement of two Fast Response Cutters (FRCs); $60 milllion for post-delivery activities for the seventh through eleventh National Security Cutters (NSCs); $35 million for program management and production activities associated with the detail design and construction contract for Polar Security Cutters (PSCs); and $15 million for a multi-year Service Life Extension Project (SLEP) for POLAR STAR.
- $200 million for aircraft, including: $20 million to support service life extensions for MH-60T helicopters; $50 million for a service life extension and avionics upgrade on the H-65 helicopter fleet; $120 million for missionization of fixed-wing HC-27J and HC-144A aircraft; and $9 million for small unmanned aircraft systems (sUAS).
- $174 million for shore infrastructure projects, including funding for: utility upgrades and construction at Air Station Ventura, CA; improvements at Station Tillamook Bay, OR; replacement of moorings at Station Siuslaw River, OR; and facility upgrades and construction to support FRC and OPC homeports.
DELIVER MISSION EXCELLENCE ANYTIME, ANYWHERE: In FY 2020, the Coast Guard will make sound, riskbased decisions to efficiently allocate resources while investing in critical recapitalization initiatives. Highlights include:
- $15 million to address obsolete communications equipment on cutters, aircraft, and shore facilities to ensure continued interoperability with DoD Combatant Commanders (COCOMs) in theater, as well as in the high latitudes, and during disaster response.
- $12 million in savings associated with the planned decommissioning of one High Endurance Cutter (WHEC) and three 110foot Patrol Boats (WPBs). These assets are being replaced by new, more capable NSCs and FRCs, respectively.
The $118M quoted above for military pay and allowances is to fund the pay increase not the full amount of pay and allowances.
The top line amount in the budget request, $11.34B, is roughly $770M less than the final FY2019 budget and about $860M less than the FY2018 budget as enacted. Fortunately Congress has usually made additions to the request, but this request is also less than last year’s request.
The big difference, more than $1B, is in the Procurement, Construction, and Improvement account. Amounts requested for Ships and Boats, Aircraft, and Shore-side Infrastructure are all lower. The $1.2B total is little more than half the approximately $2B/year the Coast Guard has been saying they need.
Items missing in the description of the budget that might have been expected, are a second “Polar Security Cutter” (better to do it in 2020 when we are not trying to also fund two OPCs), the Waterways Commerce Cutter, any additional HC-130J aircraft, and a land based Unmanned Air System. The procurement of only two Fast Response Cutters is below the optimum build rate and appears to have resulted in higher unit costs.
Below is a PacArea news release quoted in full. Sounds like a tough deployment, but they had the talent to pull it off.
March 11, 2019
Nation’s only heavy icebreaker returns home following 105-day Antarctic trip
Editors’ Note: Click on images to download high resolution version.
SEATTLE — The 150-member crew of the U.S. Coast Guard Cutter Polar Star returned Monday to their homeport of Seattle following a 105-day deployment to Antarctica in support of Operation Deep Freeze.
Operation Deep Freeze is an annual joint military service mission in support of the National Science Foundation, the lead agency for the United States Antarctic Program. Since 1955, the U.S. Department of Defense and the U.S. Coast Guard have assisted in providing air and maritime support throughout the Antarctic continent.
This year marks the 63rd iteration of the annual operation. The Polar Star crew departed Seattle on Nov. 27 for their sixth deployment in as many years and traveled 11,200-nautical-miles to Antarctica.
Upon arrival in McMurdo Sound, Antarctica, the Polar Star broke through 16.5 nautical miles of ice, six to ten feet thick, in order to open a channel to the pier at McMurdo Station. Once the channel was open, the crew refueled Polar Star at McMurdo Station, the United States’ main logistics hub in Antarctica. At the conclusion of a three day port visit to McMurdo Station the ship provided a six-hour familiarization cruise to 156 McMurdo station personnel.
On Jan. 30, the Polar Star escorted the container ship Ocean Giant through the channel, enabling a 10-day offload of 499 containers with 10 million pounds of goods that will resupply McMurdo Station, Amundsen-Scott South Pole Station and other U.S. field camps for the coming 12 months. The Ocean Giant is an ice strengthened vessel contracted by the U.S. Navy’s Military Sealift Command for Operation Deep Freeze.
As in years past, getting the 43-year-old Polar Star to Antarctica was accomplished despite a series of engineering casualties aboard the ship. Commissioned in 1976, the cutter is operating beyond its expected 30-year service life. It is scheduled for a service life extension project starting in 2021.
During the transit to Antarctica, one of the ship’s electrical systems began to smoke, causing damage to wiring in an electrical switchboard, and one of the ship’s two evaporators used to make drinkable water failed. The electrical switchboard was repaired by the crew, and the ship’s evaporator was repaired after parts were received during a port call in Wellington, New Zealand.
The impact from ice operations ruptured the cutter’s centerline shaft seal, allowing water to flood into the ship. Ice breaking operations ceased so embarked Coast Guard and Navy Divers could enter the water to apply a patch outside the hull so Polar Star’s engineers could repair the seal from inside the ship. The engineers donned dry suits and diver’s gloves to enter the 30-degree water of the still slowly flooding bilge to effect the vital repairs. They used special tools fabricated onboard to fix the leaking shaft seal and resume ice breaking operations.
The Polar Star also experienced ship-wide power outages while breaking ice in McMurdo Sound. Crew members spent nine hours shutting down the ship’s power plant and rebooting the electrical system in order to remedy the outages.
On Feb. 10, the crew spent nearly two hours extinguishing a fire in the ship’s incinerator room while the ship was approximately 650-nautical-miles north of McMurdo Sound, Antarctica. The fire damaged the incinerator and some electrical wiring in the room was damaged by fire fighting water. There were no personnel injuries or damage to equipment outside the space. Repairs to the incinerator are already scheduled for Polar Star’s upcoming inport maintenance period.
Presently, the U.S. Coast Guard maintains two icebreakers – the Coast Guard Cutter Healy, which is a medium icebreaker, and the Polar Star, the United States’ only heavy icebreaker. If a catastrophic event, such as getting stuck in the ice, were to happen to the Healy in the Arctic or to the Polar Star near Antarctica, the U.S. Coast Guard is left without a self-rescue capability.
By contrast, Russia currently operates more than 50 icebreakers – several of which are nuclear powered.
Reserved for Operation Deep Freeze each year, the Polar Star spends the Southern Hemisphere summer breaking ice near Antarctica, and when the mission is complete, the Polar Star returns annually to dry dock in order to complete critical maintenance and repairs in preparation for the next Operation Deep Freeze mission. Once out of dry dock, the ship returns to Antarctica, and the cycle repeats.
The Coast Guard has been the sole provider of the nation’s polar icebreaking capability since 1965, and is seeking to increase its ice breaking fleet with six new polar icebreakers in order to ensure continued national presence and access to the Polar Regions.
In the fiscal year 2019 budget, Congress appropriated $655 million to begin construction of a new polar security cutter this year, with another $20 million was appropriated for long-lead-time materials to build a second.
In response to the demands of the region, the service is set to release an updated version of its Arctic Strategy, which Adm. Karl Schultz, the commandant of the Coast Guard, is scheduled to discuss March 21 during his annual State of the Coast Guard Address.
“The Coast Guard greatly appreciates the strong support from both the Administration and Congress for funding the polar security cutter program,” said Schultz. “These new cutters are absolutely vital to achieving our national strategic objectives in the Polar Regions – presence equals influence, and we must be present to meet the Nation’s national security and economic needs there in the future.”
I found the Joint Explanation easiest to wade through. The Budget breakdown is found on pages 65 to 69 of the 612 page pdf.
Note in some cases I have rounded to the nearest $0.1M
Our total Coast Guard FY2019 budget is $12,015,921,000. This is $91,803,000 less than last year, but $577,720,000 more than the budget request.
The Operations and Support allocation is $7,808.2M. That is $434.9M more than last year (a 5.6% increase), and $215.1M more than requested.
I have provided information on the PC&I budget below including a complete list of line items that I was unable to provide before.
PROCUREMENT, CONSTRUCTION, AND IMPROVEMENTS (PC&I) $2,248.26M
Vessels and Boats
- Survey and design: 5.5M
- In service vessel sustainment: 63.25M
- National Security Cutter: 72.6M (Follow up on ships already funded)
- Offshore Patrol Cutter: 400M (Second of class + LLTM for third)
- Fast Response Cutter: 340M (Six Webber class including two for PATFORSWA)
- Cutter boats 5M
- Polar Security Cutter: 675M (First of class + LLTM for second)
- Waterways Commerce Cutter: 5M
- Polar sustainment: 15M (Polar Star Service Life Extension)
—-Vessels Subtotal: $1,581.35M
- HC-144 Conversion/Sustainment: 17M
- HC-27J Conversion/Sustainment: 80M
- HC-1330J Conversion/Sustainment: 105M
- HH-65 Conversion/Sustainment: 28M
- MH-60 Conversion/Sustainment: 120M
- Small Unmanned Aircraft: 6M
—Aircraft Subtotal: $356M
Other Acquisition Programs:
- Other Equipment and System: 3.5M
- Program Oversight and Managemen: 20M
- C4ISR 23.3M
- CG-Logistics Information Management System (CG-LIMS): 9.2M
—Other Acquisitions Programs Subtotal: $56M
Shore Facilities and Aids to Navigation:
- Major Construction; Housing; ATON; and Survey and Design: 74.51M
- Major Acquisition Systems Infrastructure: 175.4M
- Minor Shore 5M
—Shore Facilities and Aids to Navigation Subtotal: $254.91M
The PC&I total, $2,248.26M, was $446.48M less than FY2018, but it was $361.51M above the budget request.
R&D was cut by almost a third. This is probably a place to spend more not less.
Reserve Training disappeared as a separate line item, so I can’t tell what happened there.
Also included in the new budget is $5M for the National Coast Guard Museum
Incidentally, the total amount appropriated for the polar security program includes $359.6M (FY2018 and prior) + $675M (FY2019), or $1,034.6M, of which $20M is for Long Lead Time Material for the second ship, and the remainder is for the first ship and other program-related expenses.
With Operations and Support up more than 5% over 2018 and Procurement Construction &Improvement (PC&I) over $2B for the second year in a row, this is the kind of budget we can live with. It just needs to keep happening.
I have not been able to find a complete FY2019 Coast Guard budget as it was signed into law, but we do have at least a partial list of Procurement, Construction, and Improvement appropriations for ships and aircraft based on two Congressional Research Service reports (“Coast Guard Polar Security Cutter (Polar Icebreaker) Program: Background and Issues for Congress” and “Coast Guard Cutter Procurement: Background and Issues for Congress “) and a Homeland Security Today report.
$1,507.6M For Ships (LLTI refers to Long Lead Time Material):
- $675M for the first Polar Security Cutter and LLTM for the second
- $400M for the second Offshore Patrol Cutter and LLTM for the third
- $340M for six Fast Response Cutters
- $72.6M for the National Security Cutter program
- $15M for life extension work on Polar Star
- $5M for initial work on procuring an additional Great Lakes Icebreaker
$208M For Aircraft:
- $105 for the HC-130J program (I think that is one aircraft)
- $95M for MH-60T recapitalization (reworking existing aircraft I believe)
- $8M for upgrades to the MH-65s
That is $1,715M for the items above. This, hopefully, is not all. I don’t have a figure for the Waterways Commerce Cutter (a small figure at this point), no information on unmanned systems, and there should also be money to address the backlog of shoreside improvements, but this does seem to show a recognition of the real needs of the Coast Guard for recapitalization. Looks like the $2+B annually for PC&I the Coast Guard has been saying they need is within reach.
If you have been wondering if the $655M allocated for the first Polar Security Cutter was enough, let me set your mind at ease. The original FY2019 request was for $750M and only $655M was included in the budget, so it appears we are $95M short. There is an explanation.
Incredibly Mr Ronald O’Rourke has already updated “Coast Guard Polar Security Cutter (Polar Icebreaker) Program: Background and Issues for Congress” (as well as “Coast Guard Cutter Procurement: Background and Issues for Congress “) to reflect passage of the FY2019 budget.
A footnote on page 19 of the report on the Polar Security Cutter (PSC) explains.
“47 The Coast Guard’s proposed FY2019 budget was submitted before Congress finalized action on the Coast Guard’s FY2018 budget. In its action on the FY2018 budget, Congress approved the Coast Guard’s request for $19 million in Coast Guard acquisition funding for the program, and provided $150 million in unrequested acquisition funding for the program in the Navy’s shipbuilding account. If the FY2019 request for $750 million is intended solely to complete the funding for the first ship, and if this figure does not assume that more than $19 million would be provided for the program in FY2018, then approving the $750 million request would provide $150 million more than needed to fully fund the first ship. “
There is also $15M for Service Life Extension work on the Polar Star (see Table 3 on page 35.
So, if I understand this correctly, we have $824M for the completion of design work and the construction of the first Polar Security Cutter. Additionally we have $20M for long lead items for the second PSC. If as reported earlier, the first three ships should cost approximately $2.1B, then we have a little over 39% of the funding for the three ship buy.
I would really like to see us do a block buy. Congress has authorized it, and the request for proposal asked for Block Buy quotes, so it should not be impossible.
An interesting discussion of the Navy’s proposed Freedom of Navigation Operation (FONOP) in the Arctic which would presumably require Coast Guard assistance.
Within these stories are three different ideas: first, that the Navy is interested in expanding its physical presence in Alaska, through returning to Adak and/or a port on the Bering Strait ( Nome has been discussed for years); second, that Navy personnel need to regain operational familiarity with the Arctic environment; and third, that the Navy appears to be considering a freedom of navigation operation (FONOP) in the Arctic for summer 2019.
The first two ideas are unremarkable. Given the dearth of infrastructure and the challenging environment, both improved facilities and practical learning opportunities are required to ensure Navy vessels and aircraft operate safely and effectively.
The third idea—conducting a FONOP in the Arctic in just a few months—is a bombshell.
I seem to remember hearing that this had been discussed, and the Commandant had taken the position that the Coast Guard could not support the idea of a Freedom of Navigation Operation given the state of our icebreaker “fleet,” but apparently the idea is still alive, at least as of mid January.