Seattle to be Homeport for Polar Security Cutter

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.

“Coast Guard Needs Congress for Budget Bailout” –National Defense

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.

 

“Coast Guard Polar Security Cutter (Polar Icebreaker) Program: Background and Issues for Congress, Updated May 9, 2019”

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.

“VT Halter releases more details of winning Polar Security Cutter design” –Marine Log

Marine Log provides some additional details on the specifications for the Polar Security Cutter (Heavy Polar Icebreaker) construction project, recently contracted to VT Halter.

Projected delivery dates, 2024, 2025, 2027.

  • Displacement, Full Load: 33,000 tons
  • Length: 460 ft (140 meters)
  • Beam: 88 ft (26.8 meters)
  • HP: 45,200
  • Accommodations: 186
  • Endurance: 90 days

For comparison, USCGC Polar Star is:

  • Displacement: 13,623 long tons (13,842 t) (full)
  • Length: 399 ft (122 m)
  • Beam: 83 ft 6 in (25.45 m)
  • HP: (3 × 25,000 hp (19,000 kW))
  • Accommodations: 187

Thanks to Secundius for bringing this to my attention

Thoughts on PSC Diver Support Requirements

I am passing along some thoughts on Diver Support requirements for the Polar Security Cutter from a former USCG diver, Michael W. Carr, 

Divers are assigned to all Coast Guard Icebreakers, but this operational requirement has, in the past, been an afterthought. Dive lockers were cramped, not designed to support diving operations, and hampered equipment maintenance. Additionally, Coast Guard Icebreakers have rarely carried recompression chambers, even though these ships operate thousands of miles from diving medical assistance. I have not seen the specifications for these new vessels but I hope this new design incorporates DIVING features, and there is a DIVING OFFICER assigned to the design and construction team. Listed below are features which should be on these new Coast Guard Icebreakers:

1. Doublelock Navy approved recompression chamber.
2. Full suite of Surface Supplied Diving Systems, capable of supporting a US Navy MK21 Diving System.
3. Two independent Air Compressors capable of supporting Recompression Chamber Operations, Surface Supported Diving Systems, and SCUBA Operations.
4. A dedicated Diving equipment repair and maintenance space.
5. A dedicated space for a Diving Medical Corpsman.
6. Direct Access to the outside (weather) deck and diving station, with necessary heat and lighting for day/night operations.
7. Necessary equipment to support both hot water suit and dry suit operations.
8. Systems for supporting hydraulic and pneumatic tool operations.
9. Equipment necessary to support ship husbandry operations (propellor, sea chest, transducer, etc maintenance, and repair).
10 Dedicated meeting/training room for Dive Team planning and operations.
11. A Navy approved diving stage and crane to lower and raise divers (In the past divers conducted diving operations from the ice alongside the ship, or from a small boat tied alongside the icebreaker.
12. And finally: NO overboard suctions or discharges in the area of the diving station.

We need to think far into the future, ensuring these vessels meet both present needs, and the expansion of responsibilities as the Arctic and Antartic change due to our rapid climate changes. Coast Guard Divers assigned to Icebreakers are likely to be tasked with many more missions repairing other vessels and offshore structures, oil spill response actions, maritime security, and a myriad of other tasks. Lets really think this through and get it right. Bring on Divers with experience and knowledge to ensure we make these new icebreakers state of the art. Let’s examine icebreakers from all the other countries which operate in Arctic and Antarctic regions, and incorporate that knowledge.

Michael W. Carr is a Coast Guard Academy graduate (1977) and attended US Navy Diving & Salvage Officer training while in the Coast Guard. He then served as Diving Officer on US Coast Guard Atlantic Strike Team Dive Team for 6 years. After 10 years in the Coast Guard, Carr went into the US Army Watercraft community. He retired from Army in 2015.

FY2019 Budget


US Capital West Side, by Martin Falbisoner

With a bit of help from a friend, the actual FY2019 budget documents were located:  “The Joint Explanation” and “The Conference Report.”

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

Aircraft

  • 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.

FY2019 PC&I Appropriations

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

Coast Guard C-130J

$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.