Below is a news release from Eighth District.

Multimedia Release U.S. Coast Guard 8th District Heartland Contact: 8th District Public Affairs Office: 504-253-4857 After Hours: (618) 225-9008 Eighth District online newsroom Coast Guard conducts overflight, port assessments along the Western Gulf Coast region affected by Hurricane Laura        Editors’ Note: Click on images to download high-resolution version. NEW ORLEANS — The Coast Guard assesses damage along the Louisiana and Texas border Thursday after Hurricane Laura made landfall, which caused flooding and other damage. The Coast Guard is working closely with all local and state emergency operation centers to manage Coast Guard storm operations. “The Coast Guard will continue to provide search and rescue capabilities, assess the damage done by Hurricane Laura ensuring we can assist those in need of rescuing, as well as ensuring the ports along the Western Gulf Coast can be safely reopened for the flow of maritime commerce,” said Capt. Jason Smith, Unified Commander for the Houston-Galveston response area. “In the midst of this catastrophic event, the teamwork between all federal, state and local agencies has been amazing and the resilience is inspirational.” The Coast Guard has deployed more than 3,000 servicemembers, 32 aircraft crews and nearly 40 boat crews to respond to flooded and damaged areas that were affected by Hurricane Laura along the Louisiana and Texas border. Port conditions change based on weather forecasts, and current port conditions can be viewed on the following Coast Guard homeport webpages: Sector Mobile, Alabama Port Directory page. Sector New Orleans Port Directory page. Sector Houston-Galveston Port Directory page. Sector Corpus Christi, Texas Port Directory page. For more information follow us on Facebook and Twitter.

Marine Log reports that Congress has taken exception to the use of a Mnemonic in Coast Guard furnished training material.

DeFazio and Maloney wrote: “Within the USCG accredited captain’s license course offered by ‘Mariners Learning System,’ students are encouraged to use the mnemonic device ‘true virgins make dull company—just add whiskey’ to remember how to calculate compass error. We are sure you will agree that the use of this crude phrase in certification materials approved by the Coast Guard is unacceptable.”

They may have a point, but don’t we have more urgent issues?

Below is a news release reproduced in its entirety.

News Release U.S. Coast Guard Pacific Area Aug. 24, 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 Healy suffers fire, propulsion failure en route to Arctic ARCTIC OCEAN – The U.S. Coast Guard Cutter Healy (WAGB-20) is in the ice Wednesday, Oct. 3, 2018, about 715 miles north of Barrow, Alaska, in the Arctic. The Healy is in the Arctic with a team of about 30 scientists and engineers aboard deploying sensors and autonomous submarines to study stratified ocean dynamics and how environmental factors affect the water below the ice surface for the Office of Naval Research. The Healy, which is homeported in Seattle, is one of two ice breakers in U.S. service and is the only military ship dedicated to conducting research in the Arctic. (NyxoLyno Cangemi/U.S. Coast Guard) ALAMEDA, Calif. — The U.S. Coast Guard Cutter Healy (WAGB-20) suffered a fire in one of the ship’s main propulsion motors Aug. 18 while underway for operations in the Arctic. No injuries were reported. The Healy was 60 nautical miles off of Seward, Alaska, en route to the Arctic when an electrical fire was reported at 9:30 p.m.  A fire team disconnected the affected motor, and the fire was confirmed extinguished by 9:56 p.m.  The cause of the fire is currently unknown. The propulsion motors are critical equipment that use the power generated by the ship’s main diesel engines to spin the shaft and propeller. This design protects the engines from variations in shaft speeds inherent to ice operations.  Due to the fire, Healy’s starboard propulsion motor and shaft are no longer operational, and the ship is transiting back to its homeport in Seattle for further inspection and repairs. Prior to the fire, the Healy completed a 26-day patrol in support of Operation Arctic Shield, demonstrating U.S. presence and influence in the Bering Sea, along the U.S.-Russian Maritime Boundary Line, and in the Arctic. On Aug. 15, the Healy was in Seward and embarked 11 scientists before departing on Aug. 18 to ensure national security and conduct science operations in the Arctic.  As a result of the fire, all Arctic operations have been cancelled. “I commend the crew of the Healy for their quick actions to safely combat the fire,” said Vice Adm. Linda Fagan, the Pacific Area commander.  “This casualty, however, means that the United States is limited in icebreaking capability until the Healy can be repaired, and it highlights the nation’s critical need for Polar Security Cutters.” In April 2019, the Navy and Coast Guard awarded a contract to VT Halter Marine, of Pascagoula, Mississippi, for the detail design and construction of the Polar Security Cutter. The initial award includes non-recurring engineering, detail design and construction of the first Polar Security Cutter and has options for the construction of two additional hulls. Construction of the first Polar Security Cutter is scheduled to begin in early 2021 with delivery in 2024. The fiscal year 2021 President’s Budget requests full funding for the construction of the second Polar Security Cutter.

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.