Sorry, still have not seen any specs.
Thanks to Sven for bringing this to my attention.
Comparing Wikipedia descriptions, the Shannon class are composite compared to aluminum construction for the Coast Guard’s 47 foot MLB. Displacement is lower (14.6 tons vs 18 tons). Length is slightly less (44’7″ vs 47’11”). Beam is slightly greater (14’11” vs 14’0″). Draft is less (2’6″ vs 4’6″). Speed is slightly higher (27 knots vs 25). Range is up (250 vs 200)
As reported in the Wikipedia description of the class,
Most Shannons are launched by a newly-designed launch and recovery system by which a tractor propels the lifeboat on its cradle into the water. The cradle is then tilted and acts as a mobile slipway as the boat is launched by release of a single chain from the wheelhouse, rather than the old carriage launched method of four chains being released by crew members on deck. Recovery is bow first onto the cradle, which then rotates through 180 degrees, enabling the boat to be launched again within ten minutes. Some Shannons will be kept afloat at moorings or a pontoon berth and the boats are also capable of being slipway launched, although only Swanage currently has a slipway launched Shannon. The boat at Workington uses the same unique davit crane system as the previous Tyne class boat.
Thanks to Lee for bringing this to my attention.
War on the Rocks offers a suggestion as to how to build greater cooperation and trust and support international norms in the Western Pacific.
“…establishment of a Combined Maritime Task Force Pacific that would be modeled off the Standing Naval Forces Atlantic construct that NATO operated in the 1970s and 1980s… It included 6-10 surface ships (destroyers, cruisers, frigates and support ships) that attached to the squadron for up to six months at a time…the real utility was that its permanent and consistent nature allowed contributing navies to work together to build interoperability during peacetime…it was always signaling contributing navies’ growing alignment and desire to work together.”
This seems like a pretty good idea, but I would suggest one change. Make the purpose of the force Law Enforcement (particularly fisheries), SAR, and Disaster Relief/Humanitarian Assistance and use primarily Offshore Patrol Vessels instead of conventional warships.
Signaling a shared belief in the norms of international behavior, and a determination to uphold those norms, would be the primary objective.
There are lots of potential participants beside the USCG, they might include navies or coast guards of Vietnam, Indonesia, Brunei, Singapore, Australia, India, Malaysia, Thailand, Japan, S. Korea, and the Philippines. COM7thFleet has already asked for a USCG presence, but this would not be under the COCOM. It would be a cooperative enterprise between participating nations, in most cases, coast guard to coast guard.
All the vessels involved could host ship riders from the nation(s) where the force is operating.
We already plan to have most of the Bertholf class cutters in the Pacific, and putting three OPCs in Guam could further facilitate the arrangement.
This avoids the complications of a military alliance, but strengthens the hand of SE Asian nations that might otherwise be intimidated by China.
The Canadian Coast Guard does not operate SAR aircraft the way the USCG does. Canadian SAR aircraft are operated by the Royal Canadian Air Force (RCAF). They have a fleet of 14 AgustaWestland AW101 (formerly EH101) helicopters. According to Wikipedia,
In June 2011, several US VH-71s, which are also based on the AW101, were purchased by Canada to be used as spare parts for the CH-149 fleet.
In 2017, the Liberal government announced funding for the mid-life upgrade of the fleet, to be led by ‘Team Cormorant’, a team composed of Leonardo Helicopters and IMP Aerospace and Defense. Estimated at around C$1.5bn, the programmes will offer a common fleet featuring latest avionic and mission systems, advanced radars and sensors, vision enhancement and tracking systems as well as a new 3,000 horsepower (2,200 kW) GE CT7-8E engine. On May 10, 2017, a report by the Senate Standing Committee on National Security and Defence recommended the government move forward with a proposal to expand the Cormorant fleet by upgrading the 14 CH-149 aircraft and converting seven VH-71 airframes currently in storage to the same operational capability. This would expand the Cormorant fleet to 21 aircraft, and keep them operational until 2040. All of the upgraded helicopters are expected to be delivered by 2024.
But now Defense News reports that Sikorsky will be offering the civilian version of their S-92 (known as the CH-148 in Canada) claiming to be “more affordable at acquisition and thoughout the entirety of the lifecycle.”
These helicopters are larger than the USCG MH-60 Jayhawks (empty weight 14,500 lb (6,580 kg)/max take-off weight 21,884 lb (9,926 kg))
The RCAF has already begun operating the CH-148 as a replacement for 50 year old SeaKing (H-3) helicopters. Navy Recognition reports a navalized ASW variant of the S-92, has recently completed a series of test with the Canadian Navy, operating day and night from Canadian frigates HMCS Montréal and HMCS Halifax (12% larger than the National Security Cutter) in up to and including Sea State Six seas.
Key among the design features for the Cyclone, Sikorsky engineered:
a retractable probe on the belly of the aircraft to more securely cinch the 29,300-lb. Cyclone to the ship’s flight deck in high sea states;
a ground support tool with an articulating arm that, with the Recovery, Assist, Secure and Traverse (RAST) system, allows the deck crew to remotely align the aircraft’s nose prior to guiding the helicopter into the hangar.
This program was plagued by developmental delays and may have left a bad taste in the mouths of Canadian procurement personnel, but there would be undoubted advantages in operating a common type of helicopter.
A decision is expected soon.
National Defense is reporting that the Air Force is building two “Polar Scout” SAR satellites for the Coast Guard, expected to be launched this year.
These satellites, or “cubesats,” are capable of detecting transmissions from emergency position indicating radio beacons (EPIRBs), which are carried on board vessels to broadcast their position if in distress. The Coast Guard will deploy the cubesats in cooperation with the Department of Homeland Security (DHS) Science and Technology Directorate’s Polar Scout program, the Air Force Operationally Responsive Space Office, and the National Oceanographic and Atmospheric Administration (NOAA).
These two satellites will only provide intermittent coverage of EPIRB signals from the polar regions so more satellites may follow.
This appears to be first fruit of a growing cooperation between the Coast Guard’s R&D Center and the Air Force Research Laboratory which has been formalized by a recent Memorandum of Understanding (MOU) signed by the heads of the two organization on April 12, 2018.
We have discussed the Liquid Robotics Wave Glider before, as a way to improve Maritime Domain Awareness, noting it is being used by the Brits for fisheries monitoring and by Boeing in support of the US Navy.
Now NavyRecognition brings us a report that the Japanese are using it to monitor the environment providing real time information
Certainly better information about surface currents could help us in search planning.
A friend, Lee W., sent me some information on Pea Island and the Life Saving Service on the Outer Banks of North Carolina. More travel log than an organized post, but hope you find it interesting, as I did.
Oregon Inlet. The surge under the old bridge and through the inlet was wicked!
They tore the old high bridge down and built a combination causeway and bridge on the sound side. See below. The Station house that used to be on the spit of land to right. Now it has been restored at the Pea Island Wildlife Refuge.
Here is more about the Pea Island Life Saving Station & crew
In 1880 Captain Richard Etheridge, a former slave and Civil War veteran, was appointed as keeper of the Pea Island Lifesaving Station, 30 miles north of Cape Hatteras.
Benjamin Bowser, Jr., who served with the United States Life-Saving Service at the Pea Island Life-Saving Station from 1884 until his death in 1900 honored in a ceremony
USCG photo. World War I Pea Island surfman
Pea Island LSS cook house reconstructed in Manteo
Map of the US LSS stations
Map by Mark Anderson Moore, courtesy North Carolina Office of Archives and History, Raleigh
Sumner I. Kimball, Superintendent of the US Life-Saving Service 1871-1915.
The Midgett and Etheridge families are still on the Outer Banks
USCGC Richard Ehteridge WPC-1102