The Philippine Navy’s BRP Andres Bonifacio (PS 17), USS Germantown (LSD-42), USCGC Stratton (WMSL 752) and USNS Millinocket (T-EPF 3) break formation after steaming together this week in the Sulu Sea as part of Maritime Training Activity Sama Sama.

The US Naval Institute Proceedings has a short article about the history of a concept that originated in the Coast Guard more than 20 years ago.

Seemed like a good idea at the time. Still does, but not a lot has come of it. A good idea that has languished due to various parts laziness, inertia, fear, jealousy, and arrogance.

If this is ever going to happen, it will require Congress to push the idea.

An important first step would be to include Coast Guard ships in annual count of “Battle Force” ships that the Navy puts out. It currently includes unarmed MSC ships, including ocean going tugs, so National Security Cutters and Offshore Patrol Cutters would not be out of place.

Seems like a lot of significant news releases today. Another one below.

We already know Munro is participating in RIMPAC 2020. What I found most interesting here is this paragraph.

Embarked aboard Munro is a detachment from U.S. Navy Helicopter Sea Combat Squadron 21, who completed over 40 hours of training on board prior to their integration in RIMPAC.

From Wikipedia: 

Helicopter Sea Combat Squadron 21 (HSC-21), nicknamed “Blackjacks”, is an aviation unit of the United States Navy based at Naval Air Station North Island. HSC-21 is made up of five expeditionary detachments that deploy aboard ships including Combat Logistics Force support ships, Hospital Ships and Amphibious Assault ships, among others. HSC-21 flies the Sikorsky MH-60S Seahawk helicopter.

Missions include:

Search and Rescue (SAR)
Logistical Support
Naval Special Warfare (NSW)
Anti-Surface Warfare (ASUW)
Vertical Replenishment (VERTREP)
Medical Evacuation (MEDEVAC)

The MH-60S can be armed with Hellfire, rockets, and forward firing weapons in addition to the door gun and is also expected to conduct mine countermeasures operations.

I am curious both, when and where the helicopter training was conducted and what role the cutter/helo combination will play in the exercise.

(In the previous post, you might have also noticed a photo of USCGC Tahoma doing flight ops with a Danish MH-60R ASW helicopter.)

News Release U.S. Coast Guard Pacific Area Aug. 21, 2020 Contact: Coast Guard Pacific Area Public Affairs Office: (510) 437-3375 After Hours: (510) 816-1700 D11-DG-M-PACAREA-PA@uscg.mil Pacific Area online newsroom Coast Guard Cutter Munro Joins RIMPAC Following 37-day Alaska Patrol The crew of the U.S. Coast Guard Cutter Munro conducts a boarding of a fishing vessel off the coast of Alaska.  Prior to their participation in RIMPAC, the Munro crew patrolled the maritime boundary line to prevent foreign fishing vessel incursions into U.S. waters. Coast Guard Cutter Munro (WMSL-755) began participation Monday, August 17, in this year’s exercise Rim of the Pacific (RIMPAC) following a 37-day Alaska patrol. Ten nations are participating in this year’s RIMPAC, the world’s largest international maritime exercise held biennially in the waters surrounding Hawaii. This marks the 27th iteration hosted by the United States in the series that began in 1971. Twenty-two surface ships, one submarine, multiple aircraft and approximately 5,300 personnel from Australia, Brunei, Canada, France, Japan, New Zealand, Republic of Korea, Republic of the Philippines, Singapore, and the United States join forces from August 17 to August 31. This year’s exercise includes multinational anti-submarine warfare, maritime intercept operations, and live-fire training events, among other cooperative training opportunities. Prior to arriving in Hawaii for RIMPAC, the Munro crew deployed to the waters off Alaska, patrolling the maritime boundary line to prevent foreign fishing vessel incursions into U.S. waters. The crew conducted 11 living marine resource boardings, and oversaw the first Coast Guard operational deployment of an unmanned aerial system in the Bering Sea since 2018. “I am incredibly proud of Munro’s crew and the work we accomplished in Alaskan waters,” said Capt. Blake Novak, Munro’s commanding officer. “We provided a Coast Guard presence, securing our border and protecting vital natural resources in the Bering Sea. We boarded fishing vessels as far north as the Arctic Circle and along the Aleutian Islands to ensure the U.S. fishing fleets continue to operate safely. Munro has transitioned and prepared to leverage our joint and combined capabilities in the Rim of the Pacific exercise.” Embarked aboard Munro is a detachment from U.S. Navy Helicopter Sea Combat Squadron 21, who completed over 40 hours of training on board prior to their integration in RIMPAC. The at-sea-only construct for RIMPAC 2020 was developed to ensure the safety of all military forces participating, and Hawaii’s population, by minimizing shore-based contingents, while striking a balance between combating future adversaries and the COVID-19 threat. RIMPAC provides a unique training opportunity designed to foster and sustain cooperative relationships that are critical to ensuring the safety of sea lanes and security on the world’s interconnected oceans.

Petty Officer 2nd Class Dale Veverka, a boatswains mate, Seaman George Degener, and Petty Officer 2nd Class Joshua Post, a machinery technician, conduct maneuvers on the Coast Guard Cutter Northland’s “over-the-horizon” small boat during transit to Rio De Janeiro, Brazil, April 9, 2008. UNITAS exercise, a multinational naval exercise the helps tests the interoperability of U.S. and foreign naval forces. U.S. Coast Guard photo by PA2 Nathan Henise.

Below is a press release from the Acquisitions Directorate (CG-9):

The Coast Guard released a request for proposal (RFP) Aug. 13, 2020, for the next generation of over-the-horizon capable cutter boats (OTH-V). The RFP is available here.

Proposals are due by noon (EDT) Oct. 12, 2020.

Following on the success of the OTH-IV program, the OTH-V is viewed as an evolutionary step in providing capability for the Coast Guard’s major cutter fleet. The program is designed to expand the service’s mission readiness and meet the Coast Guard’s cutter-based surface prosecution needs for the next decade. With an estimated production of close to 200 boats, the OTH-V will be the primary cutter boat for the Coast Guard’s major cutters.

The acquisition is being conducted in two phases. In the first phase, evaluation of the submitted proposals will result in up to four individual awards. Each awardee will produce a single boat that will be used to demonstrate the boat’s capabilities in selected scenarios. The second phase will update the initial evaluations based on the demonstration, leading to selection of a single best-value boat to move into production.

OTH-V notional characteristics include a top speed of 38 to 42 knots powered by a diesel engine with waterjet and a range of 150 to 200 nautical miles. The boat will carry up to 13 people, with dimensions limited to 26 feet long by 8.5 feet wide, and a performance weight of approximately 8,700 pounds.

The OTH-V will continue to consolidate boat classes, generating efficiencies in training and supportability. The delivery schedule calls for production and deliveries of 12 to 24 OTH-Vs per year starting in 2023.

Cutter boats deployed aboard cutters facilitate mission accomplishment in almost all mission areas, with emphasis on search and rescue, drug interdiction, alien migrant interdiction operations, living marine resources, defense readiness, and ports, waterways and coastal security.

For more information: Boat Acquisition program page. Previous industry engagement materials can be found under the resources tab at the bottom of the page.

ARES 35, Turkish CG patrol boat. Photo: ARES shipyard

MarineLink reports,

“ARES Shipyard in Antalya, Turkey has been awarded a contract to build 122 patrol boats for the Turkish Coastguard.”

These will be 12-meter Fiberglass Reinforced Plastic [FRP] and carbon composite.

Deliveries are expected over a five year period at a rate of 36 boats per year.

440 kW (590 HP) is routed though water jets provided by HamiltonJet.

“Access to HamiltonJet is unrestricted with the global headquarters and factory in New Zealand complemented by Regional Offices in the USA, UK and Singapore, and our distribution network in over 55 countries worldwide.”

The Turks have a history of making some very fast patrol boats.

W B Young asked a question, wondering if perhaps the crew requirements for the new fleet of patrol cutters might be significantly greater than for the fleet being replaced. I ran the numbers and was surprised by the answer.

The program of record was for 91 new ships (8 NSCs, 25 OPCs, and 58 FRCs) to replace a legacy fleet of 90 ships (12 WHECs, 29 WMECs, and 49 Island class WPBs). Instead it appears we are building a fleet of 100 ships (11 NSCs, 25 OPCs, and 64 FRCs). I will compare the 90 ship legacy fleet with the 100 vessel fleet we are building.

Replacing the WHECs: 

In a recent interview by Seapower Magazine the Commandant was asked, “Does the Coast Guard have enough people to man these new cutter coming online?” He really only talked about the NSC/WHEC comparison, but he did provide crew numbers for each, 178 for the 378s and 128 for the NSCs.

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)

We are replacing twelve 378 foot WHECs with eleven Bertholf class, so:

• Old Fleet, 12 x 178 = 2136
• New Fleet, 11 x 128 = 1408

A reduction of 728.

Replacing the WMECs:

The legacy fleet of 29 WMECs included Alex Haley, Acushnet, fourteen 210s, and thirteen 270s. We have pretty good figures for the crew size of these older ships. For the 25 projected OPCs, we have only the figure for accommodations, 126. I have assumed the crew size will be the same as for the 270s, 100, but it might be more like 110.

OPC “Placemat”

Old Fleet total: 2524

• 270s: 13 x 100 = 1300
• 210s: 14 x 75 =1050
• Alex Haley       99
• Acushnet         75

New Fleet, 25 x 100 = 2500

For a reduction of 24. On the other hand, if the OPC crew is 110, we have an increase of 226.

Replacing the Island class WPBs:

The Coast Guard Cutter Naushon (WPB 1311) 110-foot Island-class patrol boat and crew conduct training in Kachemak Bay near Homer, Alaska, Feb. 16, 2018.(Picture source U.S. Defense Visual Information)

64 Webber class are replacing 49 Island class 110 foot WPBs. Actually we were down to 41 of the 110s before the FRC contract was awarded because of the abortive attempt to lengthen eight of the class by 13 feet. All eight were withdrawn from service in 2006.

The Coast Guard Cutter Donald Horsley conducts sea trials off the coast of Key West, Florida, on April 5. The Donald Horsley is the Coast Guard’s 17th fast response cutter and was commissioned in San Juan, Puerto Rico, on May 20, 2016. (U.S. Coast Guard photo by Eric D. Woodall)

This is where we see a significant increase. The crews of the 110s was nominally 16, though they may have carried more. For the crew of the Webber class WPCs I used 24, though the original crew was, I believe, supposed to have been 22.

• Old Fleet: 49 x 16 =  784
• New Fleet: 64 x 24 = 1,536

An increase of 752.

Perfection Achieve?:

So to add it all up:

Old Fleet

• WHECs 2136
• WMECs 2524
• WPBs      784
• Total     5444

New Fleet

• NSCs 1408
• OPCs 2500
• FRCs  1536
• Total   5444

Wow, how did that happen, so should be no problem right? Maybe not.

The Timeline: 

Since the this particular Legacy fleet existed, a number of things have happened to reduce the number of afloat billets.

Eight Island class WPBs were decommissioned after the attempt to lengthen them, a 128 billet decrease.

Acushnet was decommissioned, a 75 billet decrease.

378s have been decommissioned faster than NSCs have replaced them. Instead of twelve 378s we now have eight NSCs and two 378s, 24 billets less than the ultimate NSC fleet and 756 fewer than the legacy WHEC fleet.

Billet decreases due to replacement of 378s by NSCs is running ahead of billet increases as a result of replacing 110s with FRCs. About 73% of the NSCs have been commissioned compared to only about 60% of the FRCs.

So we have already seen all the saving we will see from the introduction of the NSCs but not all the increases we expect to see from the introduction of FRCs, I am estimating we will need about 300 additional billets to crew the yet to be completed FRCs.

So the fleet has already seen all the reductions in crew size and for the next few years, we should see an increase in the total number of billets. It appears we will have to add a bit over 500 additional billets to what we currently have.

This may have something to do with the decision to decommission some 87 foot Marine Protector class WPBs without replacement.

A question remains regarding support billets. Will these more complex ships require more support billets ashore?

More perspective. 

The legacy fleet composition used for comparison here represented the Coast Guard fleet during the period after Storis was decommissioned in 2007 and before Acushnet was decommissioned in 2011. If we look back to 2000  we will see that the Coast Guard had all 90 of these ships plus Storis and two more 210s, another 234 afloat billets.

The US Naval Institute News service reports that  Air Force Lt. Gen. Glen VanHerck, nominee to the post of NORTHCOM commander, “told a Senate panel he would support placing a base for the Coast Guard’s new icebreaker fleet in the Arctic.”

That could mean different things. Is it a support base or a home base? There has been talk of a base in the Alaskan Arctic for a while now (here and here). The Alaska Congressional delegation would obvious like investment in additional infrastructure in Alaska.

If the thought is that one or more icebreaker should be homeported at a new port in the Arctic, or anywhere in Alaska, that would be a mistake. The benefits of proximity to the operating are proportional to the number of sorties. The fewer sorties to the operating area, the less important. The Polar Security Cutters will probably have the greatest endurance of any ships in the Coast Guard. They will probably deploy to the Arctic only once or twice a year at most. There are a number of other important considerations.

Where will the ships go into dry dock? Ideally, it should be in their homeport. At least there should be good, reasonably priced, frequent transportation between the homeport and the location of the dry dock.

Where will the crew train? Both as teams and as individuals? A lot of training is done at Naval Bases. How easy is it to get there? There are travel costs to consider.

We should consider the quality of life of both the crew and the dependents. Spouses frequently have careers of their own. Families need or want a second income. Will spouses, who want to work, be able to find a job? A good job, in their career field?

For the next few year we can really only consider what will happen to the first three Polar Security Cutters.

• For logistics and support reasons, we will want to base all three of the first Polar Security Cutters together.
• We know the first and second will be used primarily in support of operations in Antarctica.
• Even when we get three, we would not be able to say that number three will never deploy south.

So basing any of the first three PSCs in Alaska is unnecessary, unwise, and perhaps unworkable.

Image: Facebook

Asia Times offers an analysis of a likely coming confrontation between China and Japan.

“Japan’s Sankei newspaper reports that Beijing has warned the Japanese government that many Chinese fishing boats may soon enter waters near the Japanese-held Senkaku Islands, which China also claims as its Diaoyu Islands.”

The ranking US military representative in Japan says the US will help the Japanese monitor incursions.

“The United States is 100 percent absolutely steadfast in its commitment to help the government of Japan with the situation,” Lieutenant General Kevin Schneider said during an online press conference.

“They (Chinese ships) would go in and out a couple of times a month and now we are seeing them basically park and truly challenge Japan’s administration,” he added.

What is going on?

• There are likely mineral resources in the EEZ around these islands which China would like to exploit.
• They would like to turn the South and East China Seas into sovereign Chinese territory to the exclusion of everyone else.
• The Chinese will always welcome a chance exact a bit of revenge on Japan for the aggression suffered during WWII and earlier.
• Perhaps most importantly, in the long run, taking over these islands would potentially complete the encirclement of Taiwan with Chinese bases with shore based missiles that could enforce a blockade.

The Chinese may actually have a valid claim to these islands, but they are unwilling to go to an international tribunal with their case, because they cannot add to the legitimacy of tribunal decisions when their other claims would not hold up in international court.

We can expect the Japanese will attempt to use their Coast Guard to deal with this. The Chinese will counter with their own Coast Guard.

We may end up see seeing more ramming than at any time since the Battle of Salamis.

Arctic Survey Boat

The Coast Guard has issued a Request for Information (RFI) for a “Polar Landing Craft” (PLC) to be used from the Polar Security Cutter (apparently one per ship). (See the link on the photo caption as the foot of the post for information on a similar craft developed for the Canadian Arctic Offshore Patrol Ship.)

The U.S. Coast Guard intends to procure three Polar Landing Craft (PLC) as utility boats for the Polar Security Cutter (PSC) Class heavy icebreakers.  The two existing utility boats used by the USCG’s existing Icebreakers, the USCGC POLAR STAR and HEALY, are the Arctic Survey Boat (ASB) and the Landing Craft Vehicle and Personnel (LCVP).  The performance capabilities of these two boats, have been combined in the attached Specification and Statement of Work to create the desired capabilities of the PLC for deployment and use from the PSC.

Basic specifications are:

• Maximum Length: 38 feet
• Max Beam: 12 feet
• Max Displacement: 20,000 pounds
• Max Height, Keel to Highest Point (Antennas in stowed position) 15 feet

I have copied and pasted here some of the more salient specifications included in the 68 page draft specification document (accessible from the RFI linked above).

051-2.1 Operate – The PLC shall be capable of operating and conducting missions in mid Sea State 3.

051-2.2 Survive – The PLC shall be capable of surviving in Sea State 4.
051-2.3 Water Temperatures – The PLC shall be capable of being operated continuously in water temperatures ranging from 28 degrees to 95 degrees Fahrenheit.
051-2.4 Air Temperatures – The PLC shall be capable of being stowed continuously and
operated continuously in air temperatures ranging from -40 degrees to 95 degrees
Fahrenheit.
051-2.5 The PLC shall operate in ice and slush not to exceed 1/2 inch. Shall operate in
brash ice and ice floes of a minimum of 3/10 coverage.

051-2.6 Speed – The PLC, in the Performance Condition Weight, shall be capable of
transiting at full speed in Sea State 0, 10 knots in Sea State 3, and at a minimum of
6 knots in Sea State 4 without damage to the boat’s structure, equipment or harm
to the crew or embarked passengers.

051-4.1 Full Speed – The PLC shall be capable of achieving 25 knots sustained speed in Sea State 0 in the Performance Condition Weight.
051-4.2 Range – The PLC shall be capable of transiting 100 NM (threshold) or 200 NM
(objective) in the Performance Condition Weight at the most economical speed
with a useable 10% fuel reserve in Sea State 0.

051-7.1 The PLC shall be capable of towing a variety of craft of similar displacement and weight, astern and alongside, in conditions up to Sea State 3.
051-7.2 The PLC shall be capable of being towed by the bow or alongside.

070-3.1 The PLC shall have a fully enclosed pilothouse and shall include seating for 5
persons (threshold) or 6 persons (objective) onboard.

070-3.7 The PLC shall be capable of operating with a total of twelve (threshold) or fifteen (objective) persons onboard.
070-3.8 The PLC machinery and systems shall be capable of being easily reached for
inspection, removal, or maintenance without removal of permanent boat structure.
070-3.9 The PLC shall be equipped with a powered bow ramp with a minimum width of at least 6 feet and rated for at least 1,000 lbs.
070-3.9.1 The bow ramp shall have a minimum length of at least 4 feet 6 inches.
070-3.9.2 The bow ramp shall be capable of deployment up to 45 degrees below
horizontal.
070-3.9.3 The bow ramp shall be electrically or hydraulically powered.
070-3.12 The PLC shall have at least 75 square feet of recessed open deck space forward of the pilothouse to store a minimum of 3,000 lbs of cargo, personnel and
equipment. (assuming the width of the recessed open deck space is the same as the minimum width of the ramp-6′, then the space would be at least 12.5′ long, less than a third of the maximum permissible length–Chuck)

Arctic Landing Craft for Canada’s AOPS

The U.S. Coast Guard Cutter Waesche (WMSL 751) conducts a replenishment-at-sea with the fleet replenishment oiler USNS Laramie (T-AO 203) while patrolling the Eastern Pacific Ocean, April 20, 2020. Waesche is deployed to the U.S. Southern Command area of responsibility to support Joint Interagency Task Force South’s mission, which includes counter illicit drug trafficking in the Caribbean and Eastern Pacific. U.S. Coast Guard photo by Chief Petty Officer Dave Horning.

CIMSEC has provided us with both a pdf copy of the new Naval Warfare Doctrine and a comparative analysis of the 2020 version with the preceding 2010 version, done by Jimmy Drennan, President of the Center for International Maritime Security (CIMSEC).

The doctrine is jointly published under the signature of the Coast Guard Commandant as well as that of the CNO and Commandant of the Marine Corps. The Coast Guard is mentioned 58 times in the 88 pdf pages.

The new doctrine is easy to read, and appears to be written for a wide audience. Acronyms are kept to a minimum. It is really a return to the fundamental concepts of Seapower. In particular it talks about five enduring functions:

• Sea Control,
• Power Projection,
• Deterrence,
• Maritime Security, and
• Sea Lift

The Coast Guard certainly has major roles in Maritime Security and Sea Lift, along with possible lesser roles in other areas.

It is not difficult reading at all, 68 pages in the basic document, in large format, with lots of pictures. There is a ten page glossary and just over a page of acronyms at the end, most of which you will not need.

COLONIA, Yap (July 4, 2019) The U.S. Coast Guard Island-class patrol boat USCGC Kiska and Mark VI patrol boats assigned to Coastal Riverine Squadron (CRS) 2, Coastal Riverine Group 1, Detachment Guam, moored in the Micronesia port of Yap. CRG 1, Det. Guam’s visit to Yap, and engagement with the People of Federated States of Micronesia underscores the U.S. Navy’s commitment to partners in the region. The Mark VI patrol boat is an integral part of the expeditionary forces support to 7th Fleet, capability of supporting myriad of missions throughout the Indo-Pacific. (U.S. Navy photo by Mass Communication Specialist 2nd Class Jasen Moreno-Garcia/Released)