Canadian Polar Icebreaker John G. Diefenbaker
Some information from Canadian ship design agency VARD, on the planned Canadian polar icebreaker John G. Diefenbaker. The project is long delayed and construction has not yet begun.
There is much more detail in the VARD brochure and Wikipedia entry linked above, but a few significant data points.
- Displacement, full load: 23,500 tons
- Length overall: 150.1 m 492’-6”
- Length waterline: 137.6 m 451’-5”
- Breadth moulded 28.0 m 91’-10”
- Design draft: 10.5 m 34’-6”
- Generators: 39,600 kW 53,100 hp
- Propulsion: two 11 MW (14,751 hp) wing shafts and a 12 MW (16,092 hp) azimuth thruster. total 34 MW (45,595 hp),
- Speed: 18 knots ice free, 3.0 kn, 2.5m ice
- Range: 26,000 NM @ 12 kn ice free
- 1,800 NM @ 3.0 kn 2.2 m of ice
- 60 core crew + 40 program personnel
- Endurance 270 days
For comparison these are figures for the planned Polar Security Cutter. Projected delivery dates, 2024, 2025, 2027.
- Displacement, Full Load: 22,900 tons
- Length: 460 ft (140 meters)
- Beam: 88 ft (26.8 meters)
- HP: 45,200
- Accommodations: 186
- Endurance: 90 days
In many ways the designs are remarkably close. Looks like the Canadian breaker will be slightly larger than the PSC, but will have a much smaller crew.
Presumably there will be no provision for armament since the Canadian Coast Guard does not arm its vessels.
The Diefenbaker’s very long endurance is a bit of a surprise, in view of Canada’s lack of a requirement to go to Antarctica, a feature that has driven the design of the PSC.
Propulsion power is almost identical, a bit over 45,000 HP, and both designs include three propellers, but the way it is done is different. While the PSC has a conventional shaft on the centerline and rotatable drive units to port and starboard, the Canadian design has a single rotating drive unit on the centerline and conventional shaft driven props port and starboard. This may provide the PSC with a redundancy advantage in that it might allow steerage even if one unit is damaged. On the other hand the single Canadian unit may be less likely to be damaged because of its position.
I am a bit embarrassed to admit, I have been behind on this subject. My post from Saturday, linked the 19 September version of the report, but there was already a more recent version, dated 4 October. You can see it here.
The significant change in this edition is the addition of the new section at the top of page 15. (This new section reflects the questions Tups has raised here earlier.)
“Parent Design and PSC Design
“One potential aspect of the issue of technical, schedule, and cost risk in the PSC program relates to the parent design for the PSC design. As mentioned earlier, a key aim in using the parent design approach is to reduce cost, schedule, and technical risk in the PSC program. As also mentioned earlier, VT Halter states that its winning design for the PSC “is an evolution from the mature ‘Polar Stern II’ [German icebreaker] currently in design and construction; the team has worked rigorously to demonstrate its maturity and reliability.” As also mentioned earlier, VT Halter and ship designer Technology Associates, Inc. reportedly made “a lot of modifications” and went through six design spirals to refine the PSC’s design. Potential oversight questions for Congress include the following:
- “To what degree was Polarstern II’s design a completed and proven design at the time it was used as the parent design for developing the PSC design? How much of Polarstern II’s detail design and construction plan was completed at that time? When did Polarstern II begin construction, and when is the ship scheduled to complete construction and undergo sea trials to confirm the ship’s design and operational characteristics?
- “How closely related is the PSC’s design to Polarstern II’s design? How many changes were made to Polarstern II’s design to develop the PSC design? What were these changes, and what technical, schedule, and cost risks, if any, might arise from them?”
19 September, the Congressional Research Service has issued an update to its “Coast Guard Polar Security Cutter (Icebreaker) Program: Background and Issues for Congress” replacing an edition published on eight days earlier. You can see the latest version here. The only significant changes I see in the latest edition is reflected in table C-1 to include future year PSC funding though FY2024 and table C-2 that provides projected Procurement, Construction and Improvements (PC&I) funding through FY2024. Notably these PC&I projections are well below the $2B annually that the Coast Guard has been saying they need.
Projected PC&I totals by FY are:
- 2020: $1,234.7M
- 2021: $1,679.8M
- 2022: $1,555.5M
- 2023: $1,698.5M
- 2024: $1,737.0M
You can track the changes made between consecutive editions here.
The Congressional Research Service his issued a revised “Coast Guard Polar Security Cutter (Polar Icebreaker) Program: Background and Issues for Congress” updated 9 August 2019.
It includes a short appendix (Appendix E, pp 63-66) on the issue of a potential new Great Lakes icebreaker. The final paragraph of that appendix states:
“An examination of procurement costs for Mackinaw, the National Science Foundation’s ice-capable research ship Sikuliaq, new oceanographic research ships being procured for NOAA, and OPCs suggests that a new Mackinaw-sized heavy Great Lakes icebreaker built in a U.S. shipyard might have a design and construction cost between $175 million and $300 million, depending on its exact capabilities and the acquisition strategy employed. The design portion of the ship’s cost might be reduced if Mackinaw’s design or the design of some other existing icebreaker were to be used as the parent design. Depending on the capabilities and other work load of the shipyard selected to build the ship, the construction time for a new heavy Great Lakes icebreaker might be less than that of a new heavy polar icebreaker.”
If you would like a quick, only slightly out of date (May 2017), summary of world icebreaker fleets, take a look at Fig. B-1, page 40.
Not surprisingly the Coast Guard has announced that Seattle is the planned homeport for the new Polar Security Cutter (heavy polar icebreaker). Below is the press release.
U.S. Coast Guard announces homeport of newest Polar Security Cutter
WASHINGTON – The U.S. Coast Guard today announced that Seattle, Wash. will be the home of the service’s new Polar Security Cutters.
“I am pleased to announce that Seattle, Washington will be the home of the Coast Guard’s new Polar Security Cutters,” said Admiral Karl L. Schultz, Commandant of the U.S. Coast Guard. “The Pacific Northwest has been the home of our icebreaking fleet since 1976, and I am confident that the Seattle area will continue to provide the support we need to carry out our critical operations in the polar regions.”
The U.S. Coast Guard is the nation’s lead agency responsible for providing assured surface access in the polar regions. The addition of the Polar Security Cutters in Seattle will support the United States’ ability to conduct national missions, respond to critical events, and project American presence in the high latitudes.
The Coast Guard conducted a detailed analysis to identify locations that could accommodate the Polar Security Cutter. Based on operational and logistical needs, Seattle was determined to be the appropriate homeport for the first three Polar Security Cutters.
In April 2019, VT Halter Marine, Inc. of Pascagoula, Mississippi, was awarded a contract for the detail design and construction of the Coast Guard’s Polar Security Cutter class.
US Capital West Side, by Martin Falbisoner
National Defense reports that the Administration’s 2020 budget request makes deep cuts in the Coast Guard budget compared to recent years, but that there is a good chance Congress will make up at least some of the difference.
You can see a brief summary of the budget submission here.
We have Congress plus up the Coast Guard’s budget in the past, particularly in terms of increasing numbers of Webber class cutters funded. The 2020 budget includes only two. This is likely to be increased to four or even six.
Congress has also added three Bertholf class NSC to the program of record and there have been suggestions that a 12th is needed to fully replace the 378 foot WHECs. If we are to get a 12th NSC, it almost has to happen in FY2020 before we OPC construction goes to two per year and before we need to fund Polar Security Cutters 2-6.
The Commandant has been talking about maintenance backlogs recently. Unfortunately maintenance does not have the highly visible job creation impact of new construction, although the dollar for dollar impact may be as great. It seldom makes the evening news, so this may be a harder sell.
The Congressional Research Service has updated their report on the Polar Security Cutter Program. This is the first revision since the award of the contract, so there are significant changes, including a section on the selected design found on pages 5-9.