Polar Security Cutters and Coast Guard ASW

The US Naval Institute Proceedings web page has a couple of Coast Guard related articles that did not appear in the print version of Proceedings,

I have reproduced my comments on these topics below.


In regard to arming the Polar Security Cutters (the author seemed fixated on cruise missiles. We did discuss this topic earlier here)

There are limits to what we want to put on ships bound for Antarctica, since they have to be open for inspection. On the other hand if we ever do have a near peer conflict involving the Arctic or Antarctic, these will become rare and essential naval auxiliaries. As such they will probably operate with other vessels, including more powerful warships if appropriate, but that does not mean they should not be able to defend themselves against the possibility of leakers. We need to make provision for last ditch defense with systems like SeaRAM.

Meanwhile the fact that they are law enforcement vessels means they should be able to forcibly stop any private or merchant vessel regardless of size. So far it seems they will have at most, 25mm Mk38 Mod3 guns.

The follow on Medium Icebreakers or Arctic Security Cutters, which are unlikely to go to Antarctica, are more likely to be more heavily armed from the start.


Coast Guard ASW (comments were generally surprisingly adverse):

It is a fact that in WWII most U-boats were sunk by aircraft, but about a third (about 230) were sunk by surface vessels, primarily those of our allies Britain and Canada.

Even when surface vessels did not sink U-boats, they often performed valuable service in blocking access to convoys and in rescuing mariners from sunken ships.

US Naval vessels only sank about 38 U-boats. Coast Guard cutters and Coast Guard manned Navy ships were involved in sinking a disproportionate number of those (ten) for various reasons. Most of the US Navy effort went into the Pacific and most of the USN effort in the Atlantic at least through mid-1943, was in escorting high speed troop convoys than largely avoided contact with U-boats.

Circumstances we will face in any near peer conflict may be very different.

The advantages provided by code breaking in WWII are unlikely.

The advantages provided by radar equipped aircraft detecting U-boats charging their batteries or transiting the Bay of Biscay on the surface during the night no longer exists.

The Chinese surface and air threat would divert the most capable USN assets from ASW tasks.

Unlike the Japanese during the Pacific campaign, the Chinese are likely to make a concerted effort to disrupt our logistics train.

We simply do not have enough ASW assets.

Augmenting Coast Guard cutters to allow them to provide ASW escort and rescue services for ships that are sunk by hostile subs, in lower threat areas, is a low cost mobilization option that can substantially increase the number of escorts at low cost.

This could be facilitated by augmenting cutter with USN Reserves. Navy reserve ASW helicopter squadrons could be assigned to fly from cutters.
LCS ASW modules could be placed on cutters and manned by reactivated Navy reservists with LCS ASW module experience.

Our few US merchant ships need to be protected and when inevitably, some are sunk, we need someone to rescue those mariners, because they have become a rare and precious commodity.

The crews of the Coast Guard Cutters Midgett (WMSL 757) and Kimball (WMSL 756) transit past Koko Head on Oahu, Hawaii, Aug. 16, 2019. The Kimball and Midgett are both homeported in Honolulu and two of the newest Coast Guard cutters to join the fleet. (U.S. Coast Guard photo by Petty Officer 3rd Class Matthew West/Released)


In answer to this comment from James M

Add : For (millions)

ASIST : 6.263
Mk 32 SVTT : 3.237
SLQ-25 Nixie: 1.727
AN/SRQ-4 LAMPS III: 4.625
VDS/MFTA combo: 14.802
ASW Combat Suite: 33.684
64.338 total. I am sure something could be arrived at for less. I look at this as what it takes to fit out an NSC the whole way. For one, OPC will never fit that VDS/MFTA on its stern. At best it would be a Nixie, maybe a container towed sonar we don’t yet use, and the mods for MH-60R. It would be good to know the plan for MUSV as it might help the equation. After all, the 64.338 would buy 2 MUSVs without payload. It could also buy an additional FRC.

So, we could equip ASW equip all eleven projected Bertholf class National Security Cutters (NSC) for less than the cost of a single frigate.

Why do you believe the VDS/MFTA would not fit on the Offshore Patrol Cutter? It is fully as large as the NSCs and does not have the boat launch ramp cut into the stern. They are also substantially larger than the LCSs.

OPC “Placemat”

“New Missions Push Old Coast Guard Assets To The Brink” –Forbes

The crew of the Coast Guard Cutter Bruckenthal participates in a fueling exercise with the Coast Guard Cutter Campbell on the Chesapeake Bay, April 11, 2020. The Coast Guard acquired the first Sentinel Class cutter in 2012, with the namesake of each cutter being one of the service’s many enlisted heroes. (U.S. Coast Guard photo by Petty Officer 3rd Class Isaac Cross)

Forbes evaluates the Coast Guard’s performance and the dangers inherent in its aging fleet.

“With all the new interest, America’s Coast Guard is transitioning from an overlooked national security afterthought into a more significant geopolitical player, befitting what is, after all, the world’s 12th largest naval force.”

But,

“It all looks pretty good so far. America’s Coast Guard can be proud of its current operational record and new strategic potential. But as the geopolitical importance of Coast Guard missions ramp up, so too will the ramifications of mission failure. The Coast Guard has a lot of fragile ships that can break at any time. The stress may already be showing…”

There is a lot of criticism of the 270 foot WMECs here. I have never been a great fan. When they were being built, the Chief Engineer made keeping the cost down a number one priority. He saw cost closely related to length. Contrary to stories that they were supposed to have been longer, in fact the original design was three feet shorter. I heard at the time, that Naval engineers went “down on bended knees” to get an additional three feet of shear on the bow.

USCGC Citrus, 1984, after conversion from buoy tender to WMEC. US Coast Guard photo.

When the 270 program began, the Coast Guard still had 18 World War II vintage WHECs and WMECs

  • Six larger, slightly faster, and much loved 327 foot cutters.
  • USCGC Storis, 230′, but actually a little larger in displacement
  • Three 213′ former Navy rescue and salvage  vessels, Escape, Acushnet, and Yacona
  • Five 205′ former Navy fleet tugs, Chilula, Cherokee, Tamaroa, Ute, and Lipan
  • three converted 180′ buoy tenders, Clover, Evergreen, and Citrus

Twelve of those, including all the 327s, were decommissioned 1980 to 1991. Tamaroa and Citrus were decommissioned in 1994, Escape in 1995, Yacona in 1996, Storis in 2007, and Acushnet hung on until 2011.

210s Courageous and Durable were decommissioned September 2001.

Until the first National Security Cutter, Bertholf, was commissioned Aug. 4, 2008, the only addition to the fleet, after the completion of the 270s, was 283′ Alex Haley, transferred from the Navy in 1999.

So at the end of 1991, the year the last 270 was delivered, we had 47 WHECs and WMECs (12 x 378s, 13 x 270s, 16 x 210s and 6 WWII vintage ships). By the time the first NSC came out, we were down to 41 (12 x 378s, 1 x283, 13 x 270s, 14 x 210s and 1 WWII vintage ship). We are currently at 37 (8 x NSCs, 1 x 378s, 1 x283, 13 x 270s, 14 x 210s) and working toward 36 (11 NSCs and 25 OPCs). I suspect we will the the number drop below that before the OPC program is complete.

USCGC Tahoma (WMEC-908)

While I always felt we would have been better off evolving an improved 327, the 270 was a net improvement. Unlike the ships they replaced, they had a helicopter deck and hangar. Even the 378s did not have a hangar at that point. The 270s introduced the digital Mk92 fire control, 76mm Mk75 gun, SLQ-32 ESM, and Mk36 SRBOC. They were a half knot slower than the 327s, but were substantially faster than the other ships they replaced, none of which were capable of more than 16 knots.

It was perhaps a lost opportunity to build something better, for only a little more money, but they were an improvement. We should have built at least six more to replace the WWII built ships, and maybe another 16 to replace the 210s beginning in 1994 (perhaps a block 2 with a bit more bow). We should have awarded contracts to start replacing the 270s more than a decade ago.

Now that we do have bipartisan support in Congress, we need to translate that into consistently larger Procurement, Construction, and Improvement funding and an accelerated build rate for the OPCs. After all, we currently have only one WMEC less than 30 years old, that just barely. We really should not wait 17 or 18 years to replace them all.

 

 

A Reevaluation, Ruminating on Homeports While Playing the Red Cell, Part 2

This is the second part of a reexamination of where critical ports are in the US and where the cutters that might be needed to protect them are homeported.

Consolidated Target and Homeport List:

I have reproduced this listing from part 1. It has been changed slightly to reflect the move of USCGC Seneca from Boston to Portsmouth, VA. Again, we have 31 target ports or port complexes in bold  and 23 current or planned cutter homeports with the cutters in bold. In many cases a critical port is also a homeport for cutter(s).

CCGD1:

  • Bath, Me–Major Naval shipbuilder
  • Kittery, ME/Portsmouth, NH –Naval Shipyard: 2×270 (908, 909)
  • Boston, MA: 2×270 (905, 907)
  • Newport, RI Plan to add 2xOPC (919, 920)
  • Groton, CT–Submarine base
  • Hudson River complex, New York, NY/Elizabeth and Bayonne, NJ–a major cultural target, #3 US Port by tonnage, #3 Container port, #4 Cruise ship port (NYC) and #13 cruise ship port (Cape Liberty, NJ)

CCGD5:

  • Delaware Bay/River Complex–Strategic Seaport (Philadelphia), Wilmington DE/Cape May, NJ: 3xFRC (1119, 1120, 1135)
  • Chesapeake Bay Complex, VA–Base for aircraft carriers and submarines, Major naval shipbuilder, Strategic Port, #9 port by tonnage, #5 container port; plus water route to Washington, DC (major cultural target) and Baltimore, MD–#14 port by tonnage, #13 container port, #12 cruise ship port/ 7×270 (Portsmouth 901, 902, 903, 904, 906, 911, 912), 2×210 (Little Creek 626, 627)
  • Morehead City, NC–Strategic Seaport/Atlantic Beach, NC: 2xFRC (1127, 1128)
  • Cape Fear River–Strategic Seaport, Wilmington, NC

CCGD7:

  • Charleston, SC–#7 container port, #15 cruise ship port, Strategic Seaport/ 2xNSC (753, 754) Plan to add 3xNSC (758, 759, 760)
  • Savannah, GA–#4 container port, Strategic Seaport
  • Jacksonville complex, FL (including Kings Bay, GA)–SSBNs, Navy Base Mayport, #14 cruise ship port, Strategic Seaport/ Mayport, FL: 1×210 (617)
  • Port Canaveral, FL–#3 Cruise Ship port/ Cape Canaveral, FL: 2×210 (619, 621)
  • Port Everglades/Fort Lauderdale, FL–#11 container port, #2 Cruise Ship port
  • Miami, FL–#12 container port, #1 Cruise Ship port/ 6xFRC (1101 to 1106)
  • Key West, FL: 2×270 (910, 913), 6xFRC (1107 to 1112)
  • San Juan, PR–#5 Cruise Ship port, #15 container port/ 7xFRC (1113 to 1118, 1133)
  • Tampa, FL–#7 Cruise Ship port/
  • St. Petersburg, FL: 2×210 (620, 625)

CCGD8

  • Pensacola, FL–4×210 (615, 616, 624, 629)
  • Mobile, AL–major naval shipbuilder, #11 port by tonnage
  • Pascagoula, MS–major naval shipbuilder/ 2xFRC (1123, 1125)
  • Gulfport, MS–Strategic Seaport
  • Mississippi River Complex, LA–New Orleans #6 port by tonnage, #14 container port, +#10 Cruise Ship port; South Louisiana #1 port by tonnage; Baton Rouge #8 port by tonnage; Port of Plaquemines #13 port by tonnage.
  • Lake Charles, LA–#12 port by tonnage
  • Sabine Pass complex (Beaumont/Port Author/Orange, TX)–#4 port by tonnage (Beaumont), Strategic Seaport (both Beaumont and Port Author), It also has an LNG exporting terminal
  • Houston/Galveston/Texas City, TX–#2 port by tonnage (Houston),  #13 port by tonnage (Texas City), #5 container port (Houston), #6 Cruise ship port (Galveston)/Galveston, TX: 3xFRC (1136, 1137, 1138)
  • Corpus Christi, TX–#7 port by tonnage, Strategic Seaport

CCGD11:

  • San Diego, CA–Base for aircraft carriers and submarines, major naval shipbuilder (NASSCO), Strategic Seaport
  • Los Angeles/Long Beach/Port Hueneme, CA–A major cultural target, #5 port by tonnage (Long Beach), #9 port by tonnage (Los Angeles), #1 container port (Los Angeles), #3 container port (Long Beach), #9 cruise Ship port (Long Beach), #11 cruise ship port (Los Angeles), Strategic Seaport (Long Beach and Port Hueneme)/San Pedro: 4xFRC (1129 to 1132) Plan to add 2xOPC (915, 916)
  • San Francisco Bay complex,, CA–A major cultural target, #6 container port (Oakland), Strategic Seaport (Oakland and Concord)/Alameda, CA: 4xNSC (750, 751, 752, 755)

CCGD13:

  • Warrenton, OR: 2×210 Plan to add two FRCs (Longview, WA is a significant port, but it is 66 miles up the Columbia River, so unlikely to be a target)
  • Puget Sound Complex, Seattle/Tacoma, WA–Base for aircraft carriers (Bremerton), SSBNs (Bangor), and submarines, major naval bases, #8 container port (Seattle), #10 container port (Tacoma), #8 Cruise ship port (Seattle), Strategic Seaport (Indian Island and Tacoma, WA)/Port Angeles, WA: 1×210

CCGD14:

  • Honolulu/Pearl Harbor, HI–Major Naval base, including submarines/2xNSC (756, 757), 3xFRC (1124, 1126, 1134)
  • Apra, Guam–Submarine Base, Strategic Seaport/ Plan to add 3xFRC (1139, 1140, 1143)

CCGD17:

  • Ketchikan, AK: 2xFRC (1121, 1122)
  • Kodiak, AK: 1xWHEC, 1×282 WMEC Plan to add 2xOPC (917, 918)
  • Planned to be based in Alaska, ports have not been identified 4xFRC
  • Anchorage, AK–Strategic Seaport

The Present and Future Coast Guard Fleet: 

Bertholf class National Security Cutters: 

These ships are only based in three ports, all three of these are potential target ports.

  • Charleston, SC two NSCs now, three additional planned
  • San Francisco Bay Complex, CA, four NSCs
  • Honolulu, HI, two NSCs

That might suggest that these ports are well protected, but as I have said, these ships don’t spend any time on standby, and when they are in port they are usually down hard.

Honolulu is also a Naval bases and has three Webber class WPCs assigned, so it is about as well protected as any port could be with our current equipment.

The Webber class WPCs:

As I have noted, currently the Webber class are potentially the most important asset for port protection.

Of the 31 potential target ports, these nine have, or we know will have, two or more Webber class cutters assigned.

  • Delaware Bay/River Complex–Strategic Seaport (Philadelphia), Wilmington DE/Cape May, NJ: 3xFRC (1119, 1120, 1135)
  • Morehead City, NC–Strategic Seaport/Atlantic Beach, NC: 2xFRC (1127, 1128)
  • Miami, FL–#12 container port, #1 Cruise Ship port/ 6xFRC (1101 to 1106)
  • San Juan, PR–#5 Cruise Ship port, #15 container port/ 7xFRC (1113 to 1118, 1133)
  • Pascagoula, MS–major naval shipbuilder/ 2xFRC (1123, 1125)
  • Houston/Galveston/Texas City, TX–#2 port by tonnage (Houston),  #13 port by tonnage (Texas City), #5 container port (Houston), #6 Cruise ship port (Galveston)/Galveston, TX: 3xFRC (1136, 1137, 1138)
  • Los Angeles/Long Beach/Port Hueneme, CA–A major cultural target, #5 port by tonnage (Long Beach), #9 port by tonnage (Los Angeles), #1 container port (Los Angeles), #3 container port (Long Beach), #9 cruise Ship port (Long Beach), #11 cruise ship port (Los Angeles), Strategic Seaport (Long Beach and Port Hueneme)/San Pedro: 4xFRC (1129 to 1132) Plan to add 2xOPC (915, 916)
  • Honolulu/Pearl Harbor, HI–Major Naval base, including submarines/2xNSC (756, 757), 3xFRC (1124, 1126, 1134)
  • Apra, Guam–Submarine Base, Strategic Seaport/Plan to add 3xFRC (1139, 1140, 1143)

With four additional FRCs going to Alaska, I have to assume Anchorage, AK will be protected. Its geography protects it to a great extent. It is far up Cook Inlet. Kodiak’s position South of Cook Inlet pushes the US EEZ out, so it is much further than 200 miles from the edge of the EEZ to Anchorage. Homer, at the mouth of Cook Inlet, has been an Island class WPB in the past and may be a Webber class homeport in the future.

These seven potential target ports have, or we know will have, two or more Webber class cutters homeported within 100 nautical miles, offering some degree of protection.

  • Cape Fear River–Strategic Seaport, Wilmington, NC (WPCs from Atlantic Beach)
  • Port Everglades/Fort Lauderdale, FL–#11 container port, #2 Cruise Ship port (WPCs from Miami)
  • Mobile, AL–major naval shipbuilder, #11 port by tonnage (WPCs for Pascagoula)
  • Gulfport, MS–Strategic Seaport (WPCs for Pascagoula)
  • Lake Charles, LA–#12 port by tonnage (WPCs from Galveston)
  • Sabine Pass complex (Beaumont/Port Author/Orange, TX)–#4 port by tonnage (Beaumont), Strategic Seaport (both Beaumont and Port Author), It also has an LNG exporting terminal (WPCs from Galveston)
  • San Diego, CA–Base for aircraft carriers and submarines, major naval shipbuilder (NASSCO), Strategic Seaport (WPCs from San Pedro)

The following 14 potential target ports have no Webber class WPCs assigned or currently planned to be based within 100 nautical miles:

  • Bath, ME, –Major Naval shipbuilder
  • Kittery, ME/Portsmouth, NH–Naval Shipyard, currently homeport 2×270(908, 909)
  • Groton, CT–Submarine base
  • Hudson River complex, New York, NY/Elizabeth and Bayonne, NJ–a major cultural target, #3 US Port by tonnage, #3 Container port, #4 Cruise ship port (NYC) and #13 cruise ship port (Cape Liberty, NJ)
  • Chesapeake Bay Complex, VA–Base for aircraft carriers and submarines, Major naval shipbuilder, Strategic Port, #9 port by tonnage, #5 container port; plus water route to Washington, DC (major cultural target) and Baltimore, MD–#14 port by tonnage, #13 container port, #12 cruise ship port/7×270 (Portsmouth 901, 902, 903,904, 906, 911, 912), 2×210 (Little Creek 626, 627)
  • Charleston, SC–#7 container port, #15 cruise ship port, Strategic Seaport/ 2xNSC (753, 754) Plan to add 3xNSC (758, 759, 760)
  • Savannah, GA-#4 container port, Strategic Seaport
  • Jacksonville complex, FL (including Kings Bay, GA)–SSBNs, Navy Base Mayport, #14 cruise ship port, Strategic Seaport/ Mayport, FL currently homeport for 1×210 (617)
  • Port Canaveral, FL–#3 Cruise Ship port/ Cape Canaveral, FL: 2×210 (619, 621)
  • Tampa, FL–#7 Cruise Ship port/
  • Mississippi River Complex, LA–New Orleans #6 port by tonnage, #14 container port, +#10 Cruise Ship port; South Louisiana #1 port by tonnage; Baton Rouge #8 port by tonnage; Port of Plaquemines #13 port by tonnage.
  • Corpus Christi, TX#7 port by tonnage, Strategic Seaport
  • San Francisco Bay complex,, CA–A major cultural target, #6 container port (Oakland), Strategic Seaport (Oakland and Concord)/Alameda, CA: 4xNSC (750, 751, 752, 755)
  • Puget Sound Complex, Seattle/Tacoma, WA–Base for aircraft carriers (Bremerton), SSBNs (Bangor), and submarines, major naval bases, #8 container port (Seattle), #10 container port (Tacoma), #8 Cruise ship port (Seattle), Strategic Seaport (Indian Island and Tacoma, WA)/Port Angeles, WA: 1×210

Most likely future Webber Class Homeports: 47 of the planned 64 Webber class cutters have already been paired with their homeports as noted above (including six to go to Bahrain). Of the 17 remaining we know two will go to Astoria OR, and four will go to Alaska.  That leaves eleven to potentially protect other ports. Grouped two or three to a port, that means we will have no more than four or five additional Webber class homeports. In my view, the most likely additional ports are:

  • Kittery, ME/Portsmouth, NH (also within 100 nmi of Boston and Bath, ME)
  • New London, CT (to protect sub base at Groton, CT might also protect the Long Island Sound approaches to Hudson River complex, New York, NY/Elizabeth and Bayonne, NJ)
  • Corpus Christi, TX–#7 port by tonnage, Strategic Seaport
  • San Francisco Bay complex,, CA–A major cultural target, #6 container port (Oakland), Strategic Seaport (Oakland and Concord)/Alameda, CA: 4xNSC (750, 751, 752, 755)
  • Puget Sound Complex, Seattle/Tacoma, WA–Base for aircraft carriers (Bremerton), SSBNs (Bangor), and submarines, major naval bases, #8 container port (Seattle), #10 container port (Tacoma), #8 Cruise ship port (Seattle), Strategic Seaport (Indian Island and Tacoma, WA)/Seattle, WA: 1xWHEC, Port Angeles, WA: 1×210

Where we are naked: Potential target ports that likely will not have a Webber class within 100 nmiles:

  • Hudson River complex, New York, NY/Elizabeth and Bayonne, NJ)
  • Chesapeake Bay Complex, VA–Base for aircraft carriers and submarines, Major naval shipbuilder, Strategic Port, #9 port by tonnage, #5 container port; plus water route to Washington, DC (major cultural target) and Baltimore, MD–#14 port by tonnage, #13 container port, #12 cruise ship port/6×270 (Portsmouth 901, 902, 903,904, 911, 912), 2×210 (Little Creek 626, 627)
  • Charleston, SC–#7 container port, #15 cruise ship port, Strategic Seaport/ 2xNSC (753, 754) Plan to add 3xNSC (758, 759, 760)
  • Savannah, GA-#4 container port, Strategic Seaport
  • Jacksonville complex, FL (including Kings Bay, GA)–SSBNs, Navy Base Mayport, #14 cruise ship port, Strategic Seaport/ Mayport, FL currently homeport for 1×210 (617)
  • Port Canaveral, FL–#3 Cruise Ship port/ Cape Canaveral, FL currently homeport for 2×210 (619, 621)
  • Tampa, FL–#7 Cruise Ship port/ St. Petersburg, FL currently homeport for 2×210 (620, 625)

The Hudson River Complex is protected to some extent by geography, given the length of its approaches. WPCs at Cape May and New London would provide a degree of protection though both are a bit more than 100 nmi away.

The strong Navy presence in the Chesapeake Bay Complex, VA should provide a degree of protection. 

7th District has 8 of the 31 critical ports and 19 of the 58 Webber class homeported in the US (I understand they will get a 20th), but all are in three ports, Miami, San Juan, and Key West, which is not a critical port. Five ports have no Webber class within 100 nautical miles.

  • Charleston, SC–#7 container port, #15 cruise ship port, Strategic Seaport/ 2xNSC (753, 754) Plan to add 3xNSC (758, 759, 760)
  • Savannah, GA-#4 container port, Strategic Seaport
  • Jacksonville complex, FL (including Kings Bay, GA)–SSBNs, Navy Base Mayport, #14 cruise ship port, Strategic Seaport/ Mayport, FL currently homeport for 1×210 (617)
  • Port Canaveral, FL–#3 Cruise Ship port/ Cape Canaveral, FL currently homeport for 2×210 (619, 621)
  • Tampa, FL–#7 Cruise Ship port/ St. Petersburg, FL currently homeport for 2×210 (620, 625)

There are of course other considerations, but from the perspective of protecting ports we would be much better off redistributing all but three WPCs in Miami and three in San Juan to Charleston (which would also provide a degree of protection for Savannah), Jacksonville, Port Canaveral, and Tampa/St Pete. This would leave Key West without WPCs, but it does look like a good place for OPCs.

We would also have no Webber class within 100 miles of the Mississippi River Complex.

  • Mississippi River Complex, LA–New Orleans #6 port by tonnage, #14 container port, +#10 Cruise Ship port; South Louisiana #1 port by tonnage; Baton Rouge #8 port by tonnage; Port of Plaquemines #13 port by tonnage.

Fortunately it is protected to some extent by the long and relatively difficult passage up the Mississippi River before these ports can be reached. You are not likely to make it up the Mississippi with a ship without getting a pilot. Also Webber class at Pascagoula are only a little over 100 nautical miles from the mouth of the Mississippi.

HECs and MECs and OPCs, Oh My:

There are currently 29 WHECs/WMECs. They are to be replaced by 25 Offshore Patrol Cutters (OPCs). Because of the nature of their operations and scheduling, they are unlikely to respond to a threat from their homeport, but they may be employed locally off shore for fisheries, drug, or Alien Migrant enforcement. Where will they be based?

We could say 25 ships divided among eight districts means three ships in seven districts and four in one. That might not be a bad way to start, but in all likelihood the OPCs will be distributed much as the one remaining WHEC and 28 WMECs are now, but some changes are likely because of tendencies observed of late.

  • There will be a tendency to base in groups, so at least two and preferably three or more will be based together.
  • There will be a tendency to move closer to the drug transit zones in order to shorten transit.
  • There may also be a tendency to put some additional emphasis on the Western Pacific.

Breaking it down by district even though they are Area assets, I will note how many in the district and what percentage of the current WHEC/WMEC fleet that constitutes.

CCGD1: 4 or 13.8%

  • Kittery, ME/Portsmouth, NH 2×270(908, 909)
  • Boston, MA: 2×270 (905, 907)
  • (Newport, RI Plan to add 2xOPC (919, 920))

CCGD5: 9 or 31%

  • Chesapeake Bay Complex, VA 7×270 (Portsmouth 901, 902, 903, 904, 906, 911, 912), 2×210 (Little Creek 626, 627)

CCGD7: 7 or 24.1%

  • Jacksonville complex, FL  Mayport, FL: 1×210 (617)
  • Port Canaveral, FL–#3 Cruise Ship port/ Cape Canaveral, FL: 2×210 (619, 621)
  • Key West, FL: 2×270 (910, 913)
  • Tampa/St. Petersburg, FL: 2×210 (620, 625)

CCGD8: 4 or 13.8%

  • Pensacola, FL– 4×210 (615, 616, 624, 629)

CCGD13: 3 or 10.3%

  • Warrenton, OR: 2×210
  • Puget Sound Complex, Seattle/Tacoma, WA Port Angeles, WA: 1×210

CCGD17: 2 or 6.9%

  • Kodiak, AK: 1xWHEC, 1×282 WMEC (Planned homeport for 2xOPC (917, 918))

If we distributed the 25 OPCs in the same proportion we would have:

  • D1: 3
  • D5: 8
  • D7: 6
  • D8: 3
  • D11: 0
  • D13: 3
  • D14: 0
  • D17: 2

But we already know that two OPCs will be based in San Pedro, they probably represent a movement Southward from D13, and there is a good possibility they will be joined by a third OPC.

In the same vain I think we will see one or two fewer OPCs in D5. They might go to D7, but there is also a possibility they could go to PAC Area.

This is what I think we will ultimately see, with destination of three OPCs much less certain. Possible locations for these three are in parenthesis. It is going to be a very long time (Late 2030s) before we see the last three, so much can change.

  • D1: 3 (we already know two are going to Newport, RI. Probably the third as well.)
  • D5: 6 (presumably all in Portsmouth)
  • D7: 6 (+1 or 2) (Most likely in Key West and St. Petersburg, possibly Mayport or Charleston)
  • D8: 3 (presumably in Pensacola)
  • D11: 2 (+1) (We already know two are going to San Pedro, CA. Probably a third as well)
  • D13: 0 (+2) (If it happens, Port Angeles, WA)
  • D14: 0 (+2) (Honolulu)
  • D17: 2 (+1) (We already know two are going to Kodiak. A third is less likely here.)

Historically the Coast Guard has based two thirds of its large cutters in Atlantic Area and one third in the Pacific Area. If that were to be the case, PAC Area should get six OPCs in addition to the six NSCs they have now, and LANT Area should have 19 OPCs in addition to the five NSCs currently planned.

If you look at the distribution of the US EEZ, I think there is a strong case for more ships in the Pacific.

  • Total US EEZ: 11,351,000 km2
  • East Coast EEZ: 915,763 km2
  • Gulf Coast EEZ: 707,832 km2
  • Puerto Rico EEZ: 177,685 km2
  • Total LANT Area EEZ: 1,801,280 km2 15.9%
  • Total PAC Area EEZ: 9,549,720 km 84.1%

With the increased emphasis on IUU and capacity building in the Western Pacific, we may see up to eight OPCs going to PAC AREA.

Alternative Mission Set:

PAC Area has been very aggressive in the use of their resources for drug interdiction, sending FRCs down to the Eastern Pacific transit zones off Central and South America, but PAC AREA could have more cutter time for operations in the Western Pacific, without adding cutters, if LANT AREA took full responsibility for the Eastern Pacific drug interdiction effort. There are good reasons, that might be desirable.

  • East Coast ships, particularly those based in the South East, are generally closer to the drug transit zone than PAC Area ships.
  • Forth Fleet is the Naval component commander for SOUTHCOM. Fourth Fleet is part of LANT Fleet and is headquartered in Mayport, Jacksonville, FL.  SOUTHCOM is located in Doral, FL, part of greater Miami.
  • LANT AREA is the Coast Guard counterpart of LANT Fleet and so should be the primary point of contact between Navy and Coast Guard for the Eastern Pacific drug transit zone.

US Navy Fleet Organization

The Missing Class–Response Boat, Large–the WPB replacement:

All along, I have been saying our cutter are not adequately armed to have a high probability of being able to stop a terrorist controlled vessel. Currently the Webber class WPCs seem to be the most likely craft to be in a position to take on that role, but in many scenarios they simply would not be up to the task. In addition we know that about half the critical ports or port complexes will have no Webber class homeported there so that they might respond most rapidly in the case of an attack.

We still need to replace the 87 foot Marine Protector class WPBs. As we have discussed here and here, properly equipped, a vessel half the size of the Webber class could take on this job.

There were 74 Marine Protector class built. Wikipedia indicates there are 73 currently active and we know there is a proposal to decommission eight in the belief that their missions will be performed by Webber class and response boat, mediums. That would still leave 65.

Assuming we put two WPB replacements in position to protect each of the 31 critical ports, so that we could always have one either on standby or underway near by, it would only require 62. It the Webber class were better armed, and we only needed to protect those critical ports with no Webber class homported there, we would need no more than 34. If we also redistributed the D7 Webber class as suggested we would need only 26.

Basing for Larger Patrol Cutters

W B Young asked,

“I was wondering if they are going to base these two WMSM in R.I., what base/homeport is losing ships to make up for this? What with 25 tentative WMSM replacing 28 current WMEC some homeport(s) were already going to be losing a currently based ship{s}”

Trying to answer this turned out to be a bit more than I wanted to put in just a comment. I am going to look at homeports for the larger patrol cutters, WHECs, WMECs, OPCs, and NSCs, breaking it down by district, as we move toward 36 large patrol cutters (11 NSCs and 25 OPCs).

Keep in mind these changes will not happen quickly. First OPC is not expected to be delivered until 2022 and then only one per year through 2028. Then only two per year, so we are looking at #25 arriving in 2037.

TRENDS:

There are some trends that seem to be playing out here:

  • Fisheries, Alien Migrant interdiction, and D7 drug interdiction are increasingly being done by Webber class WPCs.
  • Ships of a class are increasingly being based in groups of three or more for better support.
  • 210s are being moved South where they are closer to the Caribbean and Eastern Pacific drug interdiction areas and where the weather is less demanding.

LOOKING BACK: 

When I looked at homeports in 2015:

  • There were six large cutters in CGD1, three in Portsmouth, NH/Kittery, ME (two 270s and one 210) and three 270s in Boston.
  • There were nine in D5, six 270s and three 210s.
  • Nine in D7, two NSCs, two 270s, and five 210s.
  • D8, two 210s
  • A total of 26 in LANTAREA
  • In PACAREA, 14 total, three NSCs, seven 378s, one 282, and three 210s (That is really 11 “high endurance cutters” (NSCs, 378s, and Alex Hailey, rated a WMEC but really an HEC) and three 210s).

WHAT WE HAVE NOW

Currently we have 38 large patrol ships, already down two:

  • D1, five 270s
  • D5, Total of eight, six 270s and two 210s
  • D7, no change, Total of nine, two NSCs, two 270s, and five 210s
  • D8, Four 210s
  • LANTAREA total 26
  • PACAREA total twelve, six NSCs, two 378, one 282, three 210s

The LANT total has not changed, but D1 and D5 have each donated a 210 to D8.

PACAREA is down two ships. One from D11 and one from D13.

What we know about the future:

The last two 378s, both in PACAREA, will not last much longer.

Three more Bertholf class NSCs are going to be based in D7 at Charleston. As unlikely as it may seem, this is actually closer to the Eastern Pacific drug transit zone than San Diego.

The First two OPCs will go to San Pedro. The second pair will go to Kodiak. The third pair will go to D1 in Newport, RI.

What will happen to Alex Haley when the two OPCs arrive in Kodiak is not clear, but there is a good chance it has more life in it than many of the 210s. It is newer and more capable than any of them. In many ways it is close to a SLEPed 270. Hopefully it will be kept on.

Six 270s will undergo life extension program renovations. My presumptions are that,

  • These will probably last about a year, but hopefully less for later ship after we acquire some experience.
  • We will do only one at a time,
  • That the crew that brings it to be renovated will be reassigned, and
  • That a new crew will be assigned, much as if it were new construction.
  • After renovation it is likely that the ship will be assigned to a new homeport.

These renovations will need to start relatively soon. We need to complete the project by 2027, if we are going to get at least 10 years service out of all six before the 25th OPC is completed in 2037. (Wonder if perhaps we can install more powerful engines to get a bit more speed.)

The four OPCs going to PACAREA are really replacing four WHECs not WMECs. There used to be 10 WHECs on the West coast. When the two Webber class currently planned to be homeported in Astoria arrive, they may effectively start to replace the West Coast 210s in PACAREA.

PURE SPECULATION: 

This is what I think we will see, as all the WHECs and WMECs disappear and we are left with eleven NSCs and 25 OPCs.

We will certainly see homeport changes as the healthier ships are moved to ports vacated by those being decommissioned.

As their SLEPs are completed, 270s will replace 210s in D7 and/or D8. Those 210 will then be decommissioned or moved to replace other 210s that are decommissioned. Will be interesting to see if we simply decommission a 210 whenever an OPC is commissioned, or will we do a sequence for the first few ships, commission an OPC, but wait until a 270 completes SLEP before decommissioning a 210. It would be a way to maximize cutter days. The SLEP is going to cost us some ship years.

First District will end up with four OPCs. All probably in Newport, RI. Boston and Kittery will probably loose all their large patrol cutters.

Fifth District will end up with six OPCs. All homeported close together in Virginia, in one or two locations.

Seventh District will, we know, have five NSCs in Charleston, I suspect five OPCs for a total of 10 ships. Currently D7 has large patrol cutters based in five ports: Charleston, Mayport, Cape Canaveral, Key West, and St. Petersburg. Likely only two or three will continue to host this class of ship. Charleston is a certainty. My guess is that Mayport and Cape Canaveral will loose their patrol Cutters. Key West and possibly St. Petersburg (less likely) will have OPCs. Charleston could host OPCs as well, which would probably mean none in St Pete.

The Eight District will have four OPCs, probably all in Pensacola.

The number of large cutters in PACAREA will soon drop to 10 but will ultimately work back to 12, a total of six NSCs and six OPCs. Where do those last two OPCs go? Best guess–to San Pedro for a total of four, but it could be two to San Diego (still close to San Pedro) or one each to San Pedro and Kodiak.

Eleventh District will end up eight, four NSCs and four OPCs.

Thirteenth District will end up with no large patrol cutters, but will host three Polar Security Cutters. Could be wrong. Those last two PACAREA OPCs could end up in D13.

Fourteenth District will have two NSCs.

Seventeenth District will have two OPCs.

Readers with rationale why my suppositions are wrong, please weigh in.

The crew of USCGC Kimball (WMSL 756) arrive in Honolulu for the first time Dec. 22, 2018. Known as the Legend-class, NSCs are designed to be the flagships of the Coast Guard’s fleet, capable of executing the most challenging national security missions, including support to U.S. combatant commanders. (U.S. Coast Guard photo by Chief Petty Officer Sara Muir/Released)

Seapower’s July/August Coast Guard Issue.

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

The July/August issue of the Navy League’s magazine Seapower included a lot of Coast Guard content. I will not try to cover everything included, much of which has already been covered here, but I will mention a few things that stood out for me.

The Commandant’s Interview:

There was an interview with the Commandant, Admiral Schultz, that I found most interesting. There was a fair amount of information that was new to me.

Icebreakers:

Perhaps most significant was a comment regarding the Medium icebreaker.

“We also are looking to build probably a medium breaker, potentially what we’re going to call the Arctic security cutter — a little less capability in terms of icebreaking, but that capability would get us back to being an Atlantic and Pacific icebreaker Coast Guard.(emphasis applied–Chuck)

It may be that, if this ship is intended to transit the St Lawrence Seaway and work part time in the Great Lakes, like Canada’s proposed six “Program Icebreakers,” it would preclude the option of simply building six Polar Security Cutters rather than the three heavy and three medium icebreakers called for in the High Latitude Study. Alternately we might have four heavy Polar Security Cutters (PSC) in the Pacific and two Arctic Security Cutters (ASC) in the Atlantic.

The interview goes on to state, referring to its planned five year long progressive service life extension program, “…we could keep the 44-year-old Polar Star around here probably through the end of the decade if things go well.” (emphasis applied–Chuck)

The Western Pacific:

The Commandant noted that the Coast Guard had advisers in the Philippines, Vietnam, Fiji, and that an additional adviser would go to Malaysia and an attache to Australia to work with Australia and New Zealand. That there would also be an advisor assigned to Guam to work with the Commonwealth of Micronesia and the Federated States of Micronesia.

The Coast Guard is becoming more involved in countering Illegal, Unregulated, and Unreported (IUU) fishing, and will be providing leadership in international forums.

In reference to the forthcoming Tri-Service Maritime Strategy the Commandant said we could expect, “…to see the Coast Guard bring some unique capabilities to that conversation, particularly in the Indo-Pacific region.” 

Unmanned Systems:

Regarding land based systems the Commandant noted, “..we’ve completed prototype deployment of ScanEagle in Puerto Rico and Texas.” and “We teamed with U.S. Southern Command and CBP and employed one of those (MQ-9–Chuck) in an operation out of Panama that proved tremendously successful.”

He also mentions the possibility of using UAS of all sizes and mentioned the possibility of unmanned surface systems as well.

Cyber:

Sighting the FY2021 budget, Admiral Schultz said, “That is one of the biggest growth areas for humans in the Coast Guard here in the past budget cycle or two. There is somewhere north of 150 additional cyber warriors in the budget before the Congress right now.” 

“Insitu’s ScanEagle Performs ISR for Coast Guard”

There is a short one page report on the use of ScanEagle. It notes that ScanEagle is currently installed on six National Security Cutters and will be installed on all NSCs.

“A standard pack-out for a deployment of three ScanEagle UASs. The sensor systems include an electro-optical/infrared camera, a laser pointer, a communications relay, an automatic identification system (AIS), and visual detection and ranging (VIDAR)–a surface search capability.”

Interesting that it includes a laser pointer on the Coast Guard aircraft because that is usually used as a designator for laser homing weapons.

“The Era of the New Cutters”

This was a three page story, most of which is familiar to regular readers of this blog, but there was one nugget I had not seen before. “…the Coast Guard still will need to pursue a service-life extension program on six of the ships to ensure sustained fleet capability until the OPC program is finished.”

This almost certainly refers to the service life extension program (SLEP) for 270 foot WMECs. This is, I believe, the first time I have seen a number of ships mentioned, so not the whole class of 13. Notably it is only six so don’t expect a SLEP for 210s. They will soldier on in their current configuration until their long delayed retirement.

Offshore Patrol Cutters to be Based in Newport, RI

Artists rendering from Eastern Shipbuilding Group

Below is a Coast Guard Headquarters news release reproduced in its entirety, announcing two Off Shore Patrol Cutters (OPCs) will be homeported at Newport. That the first two OPCs would be based in San Pedro (Long Beach) and the second pair in Kodiak has already been announced, so presumably these are numbers five and six. These would be the first OPCs based on the East Coast, and also the first of the OPCs completed under the not yet awarded second construction contract. Delivery is expected in FY2026 and 2027.

Ultimately I would expect that most basing locations would ultimate support at least three ships. There seems to be a trend in this direction, and it makes sense for engineering and technical support. It also seems to follow a trend of the Coast Guard moving into moorings largely vacated at existing or former US Navy bases, e.g. Charleston, Pensacola, and Corpus Christi.

united states coast guard

 News Release  

U.S. Coast Guard Headquarters
Contact: Headquarters Public Affairs
Office: (202) 372-4630
mediarelations@uscg.mil
Headquarters online newsroom

 

U.S. Coast Guard announces Offshore Patrol Cutter homeport

WASHINGTON – The U.S. Coast Guard announced today that Naval Station Newport, R.I. will be home to future Offshore Patrol Cutters (OPCs).

“I am excited to announce the homeporting of two Offshore Patrol Cutters at Naval Station Newport, Rhode Island,” said Admiral Karl L. Schultz, Commandant of the U.S. Coast Guard. “NAVSTA Newport provides strategic operational reach and significant logistics support to our Service, helping secure our national interests in the Atlantic. I am grateful to the community and its leadership for their continued support of the U.S. Coast Guard and our families assigned to the region”. 

OPCs are the Coast Guard’s top acquisition priority and will provide the majority of the Coast Guard’s offshore presence, bridging the capabilities of the 418-foot National Security Cutters and the 154-foot Fast Response Cutters. OPCs will conduct missions including law enforcement, drug and migrant interdiction, search and rescue, homeland security, and defense operations. Each OPC will be capable of deploying independently or as part of a Task Group, and be capable of serving as a mobile Command and Control (C2) platform for surge operations such as hurricane, mass migration, or other contingency response operations.  

-USCG-

“Navy Frigate (FFG[X]) Program: Background and Issues for Congress,” Updated June 8, 2020, CRS

The Congressional Research Service has updated their analysis of the FFG(X) program. You can view the 38 page pdf here.

The FFG(X) equipment lists, which you might be better able to see here constitutes a list of possibilities for upgrades to the Polar Security Cutters, Coast Guard National Security Cutters, and Offshore Patrol Cutters.

 

FFG(X) Contract Goes to Marinette, NSC#12 Less Likely?

200430-N-NO101-150
WASHINGTON (April 30, 2020) An artist rendering of the guided-missile frigate FFG(X). The new small surface combatant will have multi-mission capability to conduct air warfare, anti-submarine warfare, surface warfare, electronic warfare, and information operations. (U.S. Navy graphic/Released)

The Navy has announced that the contract for the first of the new FFG(X) class frigates has been awarded to Marinette Marine.

“Navy awarded a contract to design and produce the next generation small surface combatant, the Guided Missile Frigate (FFG(X)) today.  The contract for detail design and construction (DD&C) of up to 10 Guided Missile Frigates (consisting of one base ship and nine option ships) was awarded to Marinette Marine Corporation (MMC) of Marinette, Wisconsin, officials announced. “

One of the arguments for continuing the construction of the National Security Cutters (NSC) has been that it kept a production line open that might roll into production of the FFG(X). That is now no longer the case. The argument that we are replacing 12 ships, so we should build 12 is still valid to a degree.

Currently eleven NSCs are seen as replacing 12 WHECs, but we have yet to hear that 25 OPCs are not enough to replace 32 WMECs: 13 WMEC 270s, 16 WMEC210s, Alex Haley,  Acushnet, and Storis. Maybe what we need is 33 OPCs, to make up for the shortfall in replacing both 12 WHECs and 32 WMECs, 44 ships to replace 44.

Thanks to Secundius for bringing this to my attention. 

“Coast Guard Cutter Procurement: Background and Issues for Congress, Updated April 15, 2020” –CRS

The Congressional Research Service (CRS) has again updated their “Coast Guard Cutter Procurement: Background and Issues for Congress.” The last updated edition of this analysis, that I reported on here, was dated 28 Jan. 2020. The FY2021 PC&I request includes funding for OPC#3 and long lead time material for #4, plus small amounts for the NSC and FRC program. Not addressed here is the second Polar Security Cutter for which funding is also requested, addressed in a separate CRS report. There is a good breakdown of the entire request for vessels here.

As noted earlier, eight Marine Protector class, 87 foot WPBs are to be decommissioned without replacement. 

Congress has routinely added Webber class Fast Response Cutters to previous budgets. I have to believe the Congress will fund four additional FRCs, if not in FY2021 then in 2022, so that we can ccomplete the program of record and replace all six Island class WPBs of PATFORSWA. A 12th NSC seems much less likely, but not impossible. The summary for the 15 April edition is quoted below. 

Summary

The Coast Guard’s program of record (POR) calls for procuring 8 National Security Cutters (NSCs), 25 Offshore Patrol Cutters (OPCs), and 58 Fast Response Cutters (FRCs) as replacements for 90 aging Coast Guard high-endurance cutters, medium-endurance cutters, and patrol craft. The Coast Guard’s proposed FY2021 budget requests a total of $597 million in procurement funding for the NSC, OPC, and FRC programs. It also proposes a rescission of $70 million in FY2020 procurement funding that Congress provided for the NSC program.

NSCs are the Coast Guard’s largest and most capable general-purpose cutters; they are replacing the Coast Guard’s 12 Hamilton-class high-endurance cutters. NSCs have an estimated average procurement cost of about $670 million per ship. Although the Coast Guard’s POR calls for procuring 8 NSCs to replace the 12 Hamilton-class cutters, Congress through FY2020 has fully funded 11 NSCs, including the 10th and 11th in FY2018. In FY2020, Congress provided $100.5 million for procurement of long lead time materials (LLTM) for a 12th NSC, so as to preserve the option of procuring a 12th NSC while the Coast Guard evaluates its future needs. The funding can be used for procuring LLTM for a 12th NSC if the Coast Guard determines it is needed. The Coast Guard’s proposed FY2021 budget requests $31 million in procurement funding for activities within the NSC program; this request does not include further funding for a 12th NSC. The Coast Guard’s proposed FY2021 budget also proposes a rescission of $70 million of the $100.5 million that Congress provided for a 12th NSC, with the intent of reprogramming that funding to the Coast Guard’s Polar Security Cutter (PSC) program. Eight NSCs have entered service; the seventh and eighth were commissioned into service on August 24, 2019. The 9th through 11th are under construction; the 9th is scheduled for delivery in 2020.

OPCs are to be less expensive and in some respects less capable than NSCs; they are intended to replace the Coast Guard’s 29 aged medium-endurance cutters. Coast Guard officials describe the OPC and PSC programs as the service’s highest acquisition priorities. OPCs have an estimated average procurement cost of about $411 million per ship. The first OPC was funded in FY2018. The Coast Guard’s proposed FY2021 budget requests $546 million in procurement funding for the third OPC, LLTM for the fourth, and other program costs. On October 11, 2019, the Department of Homeland Security (DHS), of which the Coast Guard is a part, announced that DHS had granted extraordinary contractual relief to Eastern Shipbuilding Group (ESG) of Panama City, FL, the builder of the first four OPCs, under P.L. 85-804 as amended (50 U.S.C. 1431-1435), a law that authorizes certain federal agencies to provide certain types of extraordinary relief to contractors who are encountering difficulties in the performance of federal contracts or subcontracts relating to national defense. ESG reportedly submitted a request for extraordinary relief on June 30, 2019, after ESG’s shipbuilding facilities were damaged by Hurricane Michael, which passed through the Florida panhandle on October 10, 2018. The Coast Guard intends to hold a competition for a contract to build OPCs 5 through 15.

FRCs are considerably smaller and less expensive than OPCs; they are intended to replace the Coast Guard’s 49 aging Island-class patrol boats. FRCs have an estimated average procurement cost of about $65 million per boat. A total of 60 have been funded through FY2020, including four in FY2020. Four of the 60 are to be used by the Coast Guard in the Persian Gulf and are not counted against the Coast Guard’s 58-ship POR for the program, which relates to domestic operations. Excluding these four FRCs, 56 FRCs for domestic operations have been funded through FY2020. The 36th FRC was commissioned into service on January 10, 2020. The Coast Guard’s proposed FY2021 budget requests $20 million in procurement funding for the FRC program; this request does not include funding for any additional FRCs.

“Coast Guard Modifies Contract to Construct Second Offshore Patrol Cutter, Acquire Long Lead-Time Material for Third Offshore Patrol Cutter” –CG-9

Above: Artists rendering from Eastern Shipbuilding Group

Contract for the Second Offshore Patrol Cutter, the future USCGC Chase, and long lead time items for the third. Presumably this is a contract modification, rather than the  exercise of a contract option, because the price is higher than the original option. Still this does not look a great deal higher than the previous contract ($317.5M), for the first OPC and long lead time items for the second. Following from the Acquisitions Directorate, CG-9:

The U.S. Coast Guard modified its contract with Eastern Shipbuilding Group (ESG) April 2 to begin construction of the second Offshore Patrol Cutter (OPC) and to acquire long lead-time material (LLTM) for the third OPC. Contract delivery of the second OPC, to be named Chase, is scheduled to occur in 2023.

The total value of the construction and LLTM orders is $343 million. In addition to ordering construction of the second OPC, this contracting action also covers the initial order of components and materials necessary to support the future construction of the third OPC by acquiring propeller and steering components, marine diesel engines, the ship integrated control system, switchboards, and generators.

The lead OPC is currently in production at ESG’s shipyard in Panama City, Florida.  Production of the lead cutter, Argus, commenced January 7, 2019. Delivery of Argus is scheduled for 2022.

The OPC meets the Service’s long-term need for cutters capable of deploying independently or as part of task groups and is essential to stopping smugglers at sea, interdicting undocumented migrants, rescuing mariners, enforcing fisheries laws, responding to disasters and protecting our ports. The acquisition of 25 OPCs will complement the capabilities of the Service’s National Security Cutters, Fast Response Cutters and Polar Security Cutters as an essential element of the Department of Homeland Security’s layered security strategy.

For more information: OPC program page