How Long Should an OPV be? Is There a Minimum?

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Flower class corvette HMCS REGINA (K234) circa 1942 – 1943
Source:Canadian Navy Heritage website. Image Negative Number CT-252

Decades ago, I read a Royal Navy research paper that asked essentially, “What is the proper length for a corvette?” A balance of adequate seakeeping and minimum cost? The report had originated shortly after World War II when the British had operated hundreds of 205 foot (62.5 meter) long Flower class and 252 ft (77 m) Castle class corvettes. Their answer was 270 feet (82.3 meters, probably they were talking waterline length. In this post, I will be using length overall (loa) and full load displacement (fl)), but there was a caution, that while that was appropriate for the Atlantic, operation in the Pacific would require a larger ship because of the longer swells prevalent in the Pacific.

This introduced me to the idea that there might be a step function in effectiveness based on length, and that it might vary with the environment.

A very pleasant experience with the 327 foot (100 meter) cutter Duane also seemed to suggest there might be a sweet spot where ships become much more seaworthy.

Is there a minimum length for a vessel to function effectively as an Offshore Patrol Vessel? There is room for some scholarly research into the question.

Lacking a naval engineering background, I approach the question in a different way. On the assumption that given experience, OPV users move toward an optimum balance of capability and cost, let’s look at the experience of navies and/or coast guards of five nations that have created more than one class of OPV over the last 30 or so years, the US Coast Guard, French Navy, UK Royal Navy, Japan CG, and Indian Navy and Coast Guard. We will look at the ships created about 30 years ago and the ships they have chosen to build most recently.

FRANCE

France has the largest EEZ of any nation, 11,691,000 km2, about 103% that of the US, most of it in the Pacific and Indian Oceans.

The Old

Floreal class. Six ships (plus two for Morocco) commissioned 1992-1994: 93.5 meter, 307 feet, 3000 ton, 20 knots. FS Ventose pictured. 

The New

Artist drawing of the future Modular and Multirole Patrol Corvette MMPC. (Picture source: Navy Recognition)

European Patrol Corvette. First Delivery expected 2030: 110 meters. 361 feet. 3,000 tons, 24+ knots.

France has their open ocean coast guard functions performed by their navy. In 1992 the French Navy commissioned the first of six Floréal class “surveillance frigates” pictured above. These are expected to be replaced by a version of the 110 meter, approx. 3,000 ton, 24 knot European Patrol Corvette.

The Old

Patrol ship Tapageuse at sea near Tahiti (18 June 2003). Photographer: Jean-Michel Roche

P400 class of ten vessels. Commissioned 1986-88, 54.8 m (179 ft 9 in). 480 tons fl. 24 knots. 

The New

Rendering of the future “POM” OPV of the French Navy

Patrouilleurs Outre-mer (POM), or Félix Éboué class: Six ships to be commissioned 2023-25, 80 m (262’6″), 1300 tons fl.

Their latest acquisitions are six 80 meter Offshore Patrol Vessels (Patrouilleur d’Outre-Mer – POM).

They replace the P400 class. Like the Floreals, these ships and their replacements are of simple design intended to operate for long periods from austere bases in French overseas territories. Most of the P400s were operating in the Western Pacific in the same environment where we currently operate the smaller Webber class FRCs. Significantly, “Since late 2008, ships of the D’Estienne d’Orves class, with their heavy armament removed, were planned to replace the P400 in the high sea patrol role, a task for which the P400 class have proved to be underweight.” This was 20 years after the the vessels were commissioned but clearly the French thought they were “going to need a bigger boat.” The replacement POM class turned out to be very similar to the D’Estienne d’Orves class in length and displacement, 80 m and 1,300 tons.

File:FS Surcouf.jpg

La Fayette class Frigate Surcouf 

In 1996 France commissioned the first of five nominally general purpose 125 m (410 ft 1 in), 3,800 ton, 25 knot La Fayette class frigates, but as built, they had no ASW capabilities, so they were more high performance OPVs not unlike the USCG Hamilton class WHECs. France’s EEZ is widely distributed and varied. The French seem to have a wide array of solutions to their patrol requirements. They seem to produce designs for specific outposts. In addition to those discussed above they have built these relatively unusual OPVs: here and here.

The former French Ship L’Adroit, now the Argentinian OPV, ARA Bouchard (P-51)

Perhaps it is telling that, when French shipbuilder Naval Group built an OPV on speculation for a world market, the result was the 87 meter L’Adroit, which after service with the French Navy was sold to Argentina along with three new construction near sisters. Recently France contracted for ten Offshore Patrol vessels that have been reported to be 90 meters in length. I suspect these will be similar to L’Adroit

US Coast Guard:

The US EEZ, the second largest, is very nearly as large as that of France at 11,351,000  km2.

The Old

Bear class Medium Endurance Cutters, class of 13, commissioned 1984-1991, 82 m (270′), 1800 tons, 19.5 knots.

The New

Offshore Patrol Cutter, Artist’s Rendering, Credit Eastern Shipbuilding

Offshore Patrol Cutter, projected class of 25, projected delivery 2025-2038, 110 m (360′), 4,500 tons, 22+ knots

Thirty years ago, the US Coast Guard had just completed the 82 meter, 270 foot, 1,800 ton, 19.5 knot Bear class, the first of which was commissioned in 1984, the newest, Mohawk in 1991. They replaced 143-, 205-, 213-, 311-, and 327-foot cutters built during and before the Second World War.

The US Coast Guard would not build any additional Offshore Patrol vessels until the 127 meter, 4,500 ton Bertholf class National Security Cutters (NSCs), the first of which was commissioned in 2008. Despite the age difference, the NSCs were not replacements for the WMEC270s, but rather the twelve 115 meter (378-foot) Hamilton class commissioned 1967 to 1972.

The direct replacement for the Bear class WMEC270s (as well as the 64 meter, 210 foot Reliance class) is the 110 meter Argus class Offshore Patrol Cutter, (OPC).

The relatively large size of both the NSC and the OPC, displacing at least 4,500 tons full load, reflect demanding requirements for launch and recovery of boats and helicopters in heavy weather.

These requirements seem to reflect experience on Alaska Patrol. While the Bear class seem to have served well in the Atlantic and the equatorial Eastern Pacific they were found to be inadequate for operations in Alaskan waters.

The 64 meter Reliance class were never really designed to be offshore patrol cutters in the modern sense. Designed before the United Nations Convention on the Law of the Sea, when the territorial sea was still three miles, and before the advent of the 200 mile Exclusive Economic Zone, they were only expected to go out 50 miles offshore.

Meanwhile, the relatively small 47 meter Webber class have proven remarkably capable but are operated with an eye on their endurance and weather limitations.

Looking at the large cutters that were in the fleet when I entered the service in the ’60s, we had three classes of ships that stood weather station patrol, demanding long open ocean patrols. Of these, the 100 meter Secretary class 327s were considered the most successful. The 95 meter Casco class “311s” were also successful and their huge fuel capacity allowed great operational flexibility. The 77.7 meter Owasco class “255s” operated at significant disadvantage, in that they were rough riding and their limited fuel capacity forced them to drift when being able to maintain a favorable heading would have been desirable.

United Kingdom’s Royal Navy: 

The UK’s EEZ is the fifth largest in the world at 6,805,586 km2 (60% that of the US).

The Old

HMS Leeds Castle during the Falklands War.

Castle Class, two ships, commissioned 1981 and 1982, 81 m (266′), 1,550 ton fl, 20 knot 

The New

River Class (Batch II), 5 ships, commissioned 2017 to 2021, 90.5 m (297′), 2,000 tons fl, 25 knots

The Royal Navy has never had a great many OPVs. They currently have eight in commission. They have tended to use frigates and MCM vessels to perform coast guard duties.

The Castle class were designed to replace the 61.1 m (200′), 1,280 ton, 16 knot Island class OPVs commissioned 1977 to 1979, that were criticized as unseaworthy, too slow, and lacking a flight deck. Originally it was to have been a class of six, but only two were completed and the Island class soldiered on into the 21st century. The two Castle class served the Royal Navy for 28 and 29 years before being sold to Bangladesh in 2010 where they still serve.

The Castle class was followed by three 79.5 m (261′), 1,700 ton, 20 knot River class (Batch I) and a forth modified, slightly longer River class the 81.5 m (267 ft 5 in) HMS Clyde that unlike the earlier ships included a flight deck. Initially the River class Batch 1 ships were leased, but the first three were subsequently purchased and continue to serve as fisheries protection vessels. HMS Clyde has been sold to Bahrain.

These were followed by five 90 m River class Batch II ships. Despite the similar nomenclature, these are an entirely different class.

Japan Coast Guard: 

Japan’s EEZ is 4,479,388  km2 (39.5% that of the US) and is the eighth largest in the world. Their entire EEZ is in the North Pacific, which can be a challenging environment.

The Old

Ojika-class patrol vessel Yahiko (PL-04). First of clasPhoto credit: Cp9asngf though Wikipedia

Ojika class, seven ships, commissioned 1991 to 2000, 91.5 m (300′), 2,006 tons fl, 20 knots

The New

JCG Kunigami class cutter PL82 Nagura. Photo from Wikipedia Commons, by Yasu

Kunigami-class, 20 ships+1 building (+ 2 for the Philippine CG, commissioned 2012 to 2020, 96.6 m (317′}, 2260 tons, 25 knots

Unlike the US Coast Guard, the Japan Coast Guard produced “High Endurance Cutters” (PL and PLH) continuously over the last 30 years, 62 ship in 13 classes, including some very large cutters, some up to 150 meters and approaching 10,000 tons.

Thirty years ago, the Japan Coast Guard was building the Ojika class, seven ships commissioned 1991 to 2000. Six of the seven are still in service, they are 91.5 meters (300 feet) in length, with a full load displacement of 2,006 tons, a max speed of 20 knots, and a crew of 34.

The most recent, general-purpose “High Endurance Cutters” built by the Japan Coast Guard have been the 96.6 m (317 ft) Kunigami-class. There are currently 20 of these cutters in service with three more on the way. In addition, Japan has built two modified versions of this class for the Philippine Coast Guard. With no end in sight for their construction, these may become the most produced OPVs of the 21st century.

These are relatively simple ships, not much different from the Ojika class.

JCG Hateruma class cutter Plhakata. One of a class of nine commissioned 2008-2010. 89.0 m (292.0 ft) loa. 1350 tons fl. 30 knots max speed. Crew of 30. Photo by Takaaki.

Frequently cutters of different classes have been built concurrently rather than consecutively.  Aside from three 79 meter Aso class, commissioned 2005/2006, designed as high-speed interceptors of North Korean spy ships, the smallest “high endurance cutters” built in the last 30 years are the nine ship, 89 meter Hateruma class pictured above, commissioned 2008 to 2010.

The JCG cutters discussed here, unlike their larger PLH cutters, have no hangar, only basic weapon and sensor suites. Their size is not determined by features incorporated in the design. It appears their size is a reflection of the environment where they operate, the North Pacific.

India:

India’s EEZ is 2,305,143 km2, 20.3% that of the US, but still more than the entire EEZ under the Atlantic Area.

In 1986 the Indian Coast Guard had 80 officers and 400 men. They have come a long way. The Indian Coast Guard got a big boost after the 2008 Mumbai Terrorist Attack, which came by sea. The Indian Coast Guard operates 27 Offshore Patrol Vessels, all commissioned within the last 28 years, 18 since 2015.

The Old

Indian Coast Guard Ship Varuna. Indian Government photo.

Vikram-class offshore patrol vessels, nine ships commissioned 1983-92, 74 m (243′), 1,224 tons, 22 knots.

The New

ICGS Vigraha (39) during sea trials, 28 August 2021, Indian Coast Guard photo.

Vikram-class (different Vikram class) offshore patrol vessels, Class of seven ships commissioned 2018-2021, 97 m (318’3″), 2140 tons, speed 26 knots.

And

105 meter, Off Shore Patrol Vessel (OPV) ICGS Samarth, 10 November 2015, photo Indian Coast Guard

Samarth-class, 11 ships, commissioned 2015 to 2022, 105 m (344.5′), 2450 tons fl, 23 knots

The first Vikram class was not considered entirely successful because they could not operate helicopters in heavy weather because of the ships’ roll characteristics. The class is no longer in service with the Indian Coast Guard, but two ships were transferred to Sri Lanka.

Since 1990 the Indian CG has not commissioned an OPV of less than 93 meters. Their largest are 105 meters. None of their smaller patrol craft (WPCs) exceed 51.1 meters so there is a clear distinction between OPVs and Inshore Patrol Vessels.

INDIAN NAVY

The Indian Navy operates 12 Offshore Patrol Vessels, six of each of the two class below.

The Old

Sukanya class OPV INS Sharda (P55). Indian government photo.

Sukanya-class, seven ships, commissioned 1989 to ’93, 101 m (332′), 1,890 tons fl, 21 knots

The New

INS Saryu. Indian Government phot

Saryu class, six ships, commissioned 2013-2018, 105 m (344′), 2,230 tons, 25 knots

OBSERVATIONS

Speed: Speed has typically increased by about four knots. The trend seems to be to a maximum speed of 24-26 knots. Increasing speed is made easier by increasing waterline length. It may not be an accident that a waterline length of 97.8 m (320.8′) provides a hull speed of 24 knots, typical max speed for a modern OPV, while 20 knots, the typical speed for an OPV 30 years ago, only required a waterline length of 67.9 m (222.8′).

There is now little or no difference between the speeds of OPVs and corvettes or light frigates. For warships, except those that have to be able to keep up with nuclear powered carriers, the value of absolute top speed has diminished while the value of high sustained cruising speed has increased. This is apparent if you compare the Oliver hazard class FFGs with the new Constellation Class. Top speed is down 3-4 knots to 26 knots, but range is up with a powerplant designed for economical cruising.

Aircraft: Flight decks are now ubiquitous. Hangars are common but are not included in every new design. Designs that support two embarked helicopters are still the exception. The French POM, which seems to be a minimalist approach, bucks the trend and includes aviation facilities for only unmanned air systems.

Length: Of the current generation OPVs, none of those discussed is less than 80 meters (262,4) and only the minimalist French POM was that small.

The Royal Navy study I mentioned seems to have gotten it right, that 270 feet (82.3 m) is a reasonable minimum and in some environments, length should be greater. Desire for greater capabilities (e.g., greater speed, better aviation facilities, more weapons and sensors} may to be driving designs of greater length than would be required simply for seakeeping, but the choices made by the Royal Navy and Japan and Indian Coast Guards tend to confirm that about 90 meters or more and at least 2,000 tons is the new norm.

“Shipbuilder Austal executives accused of inflating earnings” –MSN

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Future USCGC Pickering (Image: Austal USA)

MSN reports,

“Three current and former former executives of a shipbuilder that constructs vessels for the U.S. Navy have been indicted on accounting fraud charges accusing them of falsely inflating the company’s reported earnings, federal prosecutors said.”

Austal also has the second phase contract to build Offshore Patrol Cutters. Their alleged actions, which were reputedly intended to mislead shareholders and investors, even if proven, don’t necessarily affect the shipbuilder’s pricing or product, but the report goes on to note,

The U.S. Securities and Exchange Commission said in a news release that the three “engaged in a scheme to artificially reduce the cost estimates to complete certain shipbuilding projects for the U.S. Navy by tens of millions of dollars.”

Could they mislead shareholders and investors without also falsifying publicly available contract information?

U.S. Navy Decommissions Last Patrol Craft Stationed in Bahrain –NAVCENT

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DAHLGREN, Va. (Nov. 6, 2004) Coast Guard Cutter Shamal (WPC-13) patrols the Potomac River near the Naval Surface Warfare Center in Dahlgren, VA. On Sept. 29, 2004, USS SHAMAL was transferred to the U.S. Coast Guard in Little Creek, VA and placed in Commission Special status. After a two-month dockside availability at Integrated Support Command Portsmouth, SHAMAL will make itstransit to her new homeport of Pascagoula, MS., where it will be officially commissioned on December 6, 2004. SHAMAL’s planned major missions will be alien migrant and drug interdiction operations within the D7 and D8 AORs. MS. USCG photo by Joseph P. Cirone,USCGAUX

Below is a NAVCENT news release. More a Navy story than a Coast Guard one, but a class of ships the Coast Guard not only worked closely with, but also operated. Their departure puts an even greater load on the six Patrol Forces SW Asia Webber class cutters.

U.S. Navy Decommissions Last Patrol Craft Stationed in Bahrain

By U.S. Naval Forces Central Command Public Affairs | March 28, 2023

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MANAMA, Bahrain (March 28, 2023) U.S. 5th Fleet leaders and Sailors salute during the U.S. national anthem at a decommissioning ceremony in Bahrain for USS Chinook (PC 9), March 28, 2023. The event marked the end of the patrol craft’s 28 years of U.S. naval service. (Photo by Mass Communication Specialist 2nd Class Jacob Vernier)

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MANAMA, Bahrain (March 28, 2023) Lt. Cmdr. David Hartmann, commanding officer of USS Chinook (PC 9), delivers remarks at a decommissioning ceremony in Bahrain for both Chinook and USS Monsoon (PC 4), March 28, 2023. The event marked the end of nearly three decades of U.S. naval service for the patrol craft. (Photo by Mass Communication Specialist 2nd Class Jacob Vernier)

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MANAMA, Bahrain (March 28, 2023) Lt. Cmdr. Dre Johnson, commanding officer for USS Monsoon (PC 4), delivers remarks at a decommissioning ceremony in Bahrain for both Monsoon and USS Chinook (PC 9), March 28, 2023. The event marked the end of nearly three decades of U.S. naval service for the patrol craft. (Photo by Mass Communication Specialist 2nd Class Jacob Vernier)

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MANAMA, Bahrain (March 28, 2023) Capt. Anthony Webber, commander of U.S. 5th Fleet’s Task Force 55, delivers remarks at a decommissioning ceremony in Bahrain for both USS Monsoon (PC 4) and USS Chinook (PC 9), March 28, 2023. The event marked the end of nearly three decades of U.S. naval service for the patrol craft. (Photo by Mass Communication Specialist 2nd Class Jacob Vernier)

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MANAMA, Bahrain (March 28, 2023) Sailors man the rails aboard patrol coastal ship USS Chinook (PC 9) during a decommissioning ceremony in Bahrain, March 28, 2023. The event marked the end of the patrol craft’s 28 years of U.S. naval service. (Photo by Mass Communication Specialist 2nd Class Jacob Vernier)

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MANAMA, Bahrain —

The U.S. Navy decommissioned the last two Cyclone-class patrol coastal ships stationed at Naval Support Activity Bahrain, March 28, during a pierside ceremony attended by U.S. 5th Fleet officials.

Leaders and crewmembers of USS Monsoon (PC 4) and USS Chinook (PC 9) marked the end of nearly three decades of U.S. naval service.

“I’m honored to be a part of the legacy on this waterfront,” said Lt. Cmdr. Dre Johnson, during the ceremony. “PC Sailors are a unique bunch, and only they can understand the amount of work they’ve done and the pride they have in what they’ve accomplished.”

Johnson is Monsoon’s last commanding officer. The U.S. Navy initially commissioned the ship in 1994 and then recommissioned it in 2008 after Monsoon served four years in the U.S. Coast Guard. Chinook was commissioned in 1995.

“With 28 years of crew covering multiple generations, each one was dedicated to the mission, adapting to rapidly changing mission sets, and working together as a team to accomplish whatever obstacle that came their way,” said Lt. Cmdr. David Hartmann, Chinook’s commanding officer.

Monsoon and Chinook are the last of a group of 10 ships designed for shallow-water operations that were stationed in Bahrain. The Middle East region includes 5,000 miles of coastline from the northern Arabian Gulf, around the Arabian Peninsula, through the Red Sea and Suez Canal.

Last year, the U.S. Navy decommissioned and transferred five patrol craft to the Royal Bahrain Naval Force: former ships USS Tempest (PC 2), USS Typhoon (PC 5), USS Squall (PC 7), USS Firebolt (PC 10) and USS Whirlwind (PC 11). Additionally, the U.S. Navy decommissioned and transferred former ships USS Hurricane (PC 3), USS Sirocco (PC 6) and USS Thunderbolt (PC 12) to the Egyptian Navy last week during a formal ceremony in Alexandria, Egypt.

Monsoon and Chinook are slated for transfer to the Philippine Navy. Officials from the Philippines attended the ceremony.

“I’m proud of our crews for reaching this milestone and representing our nation and Navy with utmost pride and professionalism,” said Capt. Anthony Webber, commander of Task Force 55, which oversees operations for U.S. 5th Fleet’s surface forces. “I’m also proud that we are turning over great ships to our Philippine partners.”

Bahrain, Egypt and the Philippines are members of the largest multinational naval partnership in the world called Combined Maritime Forces (CMF). Led by the United States, forces from the organization’s 38 nations operate across approximately 3.2 million square miles of international water space in the Middle East. The partnership ensures maritime security and stability in some of the world’s most important shipping lanes.

Another Rotary Wing Air Intercept (RWAI) Mission

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MH-65E interior.

Below is a news release from the Acquistions Directorate (CG-9). This is only the second “Rotary Wing Air Intercept” (RWAI) unit that I have heard of, but this may be a trend. The first unit has been flying over the Washington DC area since the 9/11 attack. Over time, it is likely the realization of a need for air policing will grow, and it looks like at the low and slow end of the spectrum, the Coast Guard is getting the job. 

Air Station Savannah plays key role in airspace security during SpaceX launches

March 30, 2023 —

SpaceX Crew-6 launch

The SpaceX Crew-6 launch underway March 2, 2023. Photo courtesy of SpaceX.

Pilots from Air Station Savannah’s Rotary Wing Air Intercept (RWAI) unit stood ready to take to the skies March 2 in the air station’s new MH-65E Dolphin helicopter to provide security support for the manned SpaceX launch from Cape Canaveral, Florida. While this is the first time that the new Echo model was deployed, it marked the seventh launch for which the air station has provided critical flight restriction enforcement since NASA resumed manned space flights in 2020.

All airspace surrounding a space launch is restricted by the Federal Aviation Administration. The highly trained RWAI crew is poised to fly in very close quarters and intercept any unfamiliar aircraft that might trespass into the restricted airspace during a launch. Pilots who fly for the unit possess exceptional flight skills and decision-making abilities as the mission dictates pilots fly in extremely close quarters with other aircraft in order to intercept them.

The upgraded MH-65E helicopter is also more qualified for the task – the Echo configuration automates more flight control functions through use of the Common Avionics Architecture (CAAS) and Automatic Flight Control systems, allowing pilots to set parameters like altitude limits to prevent accidental overclimb into uncontrolled airspace. This and other upgrades ensure that pilots are able to focus on flying the mission with heightened awareness.

“The Echo drastically increases situational awareness and allows for much more complex mission calculations,” says RWAI pilot Lt. Cmdr. Sam Ingham. “This creates larger safety margins in an inherently dangerous environment.”

According to Aviation Special Missions policy director Lt. Cmdr. Mike Gibson, Air Station Savannah has sent NASA-requested RWAI resources to every official U.S. Government human spaceflight launch as part of Operation Noble Eagle. The latest launch was supported by Lt. Cmdr. Felipe Guardiola, Lt. Cmdr. Michael Gonzales and Petty Officer 2nd Class Connor Covert.

“NASA and the Coast Guard have a great relationship, and we’re happy to come down and help where we can,” said Ingham. “Also, it’s cool to have front row seats to watch rockets go to space.”

The MH-65 Conversion and Sustainment Program regularly receives feedback from the operational fleet on how the capabilities of the upgraded Echo allow the crew to continually be safer and more efficient when executing the mission. “It’s really incredible to hear from these crews that the upgrades to the Echo model are increasing their situational awareness,” said Cmdr. Karyn Forsyth, acquisition program manager for the MH-65. “Crews have more confidence in CAAS and its capabilities, especially when performing these special missions.”

The Coast Guard short range recovery helicopter program delivered the fifth and final MH-65E to Air Station Savannah Jan. 18, making it the ninth air station to fully transition to the upgraded configuration.

For more information: MH-65 Short Range Recovery Helicopter Program page

The National Fleet Plan–Redux

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US Coast Guard cutter Munro transits the Taiwan Strait with US Navy destroyer USS Kidd in August. US Navy

A recent discussion with frequent contributor Peter Ong, lead to Peter pointing to “The National Fleet Plan.”

It was an important publication for the Coast Guard and its interface with the Navy. It portended the FRCs in Guam and WMECs in Pensacola. Among other things, it listed equipment to be included in cutter classes, much of it supplied by the Navy (p.24). I did a post on it.

Trouble is, while much of the information is probably still accurate, it was published in August 2015. Maybe it is time for new edition.

“Coast Guard to Send Additional Cutter to Hawaii” –Military.com

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USCGC Harriet Lane (WMEC-903), March 17, 2009. US Coast Guard photo. She may look a little different now having gone through the Service Life Extension Program.

Military.com reports USCGC Harriet Lane is to be the new “Indo-Pacific Support Cutter,” and that she will be based in Honolulu beginning early FY2024. This is a change of homeport from Portsmouth, VA.

We knew this was coming, and Harriet Lane was the likely candidate. She will be the only WMEC 270 in the Pacific and will be used to counter Illegal, Unregulated, Unreported (IUU) fishing in the US EEZ and that of our friends and allies. They will also probably do a lot of training with friendly maritime law enforcement agencies. Her capabilities are a good match for the role. WMEC270s have been doing similar tasks off West Africa for years.

Thanks to Walter, a former dirt dart, for bringing this to my attention.

USCG Posture Statement, 2024 Budget Overview

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US Capital West Side, by Martin Falbisoner

The Coast Guard has published their FY2024 Budget Overview. It is a 40 page document but easily readable. It is much more than a tabular budget request. In fact you don’t get to the actual budget summary until page 26. It is, after all, an attempt to justify the budget. There is a lot of why the Coast Guard is needed, what we have done for you lately, and what we are going to do in the future. It is pretty impressive.

Bottom line. The budget request is for about $13.45B of which $12.05B is discretionary funding, of which $1.55 is Procurement, Construction, and Improvement (PC&I).

The PC&I budget request is actually down a bit.

Procurement, Construction, and Improvements (in thousands)

  • 2021 enacted        2,264,041
  • 2022 requested     1,639,100
  • 2022 enacted        2,030,100
  • 2023 requested     1,654,858
  • 2023 enacted      $2,080,100

You can see how Congress has tended to add to the amount requested, which is why I believe several of the items on the Unfunded Priorities List will ultimately be funded.

There is a more complete comparison with the enacted FY 2022 and 2023 budgets on page six of this document.

Coast Guard’s FY2024 Unfunded Priority List

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The crew USCGC Oliver Henry (WPC 1140) visit Ulithi Atoll on Oct. 31, 2022, the first time a fast response cutter visited the atoll and delivered 20 boxes of supplies, 50 personal floatation devices, and sporting equipment donated by the cutter crew, the extended U.S. Coast Guard Guam family, Ulithi Falalop Community Action Program, Guam Island Girl Power Foundation, and Ayuda Foundation. Ulithi was a central U.S. staging area during World War II, and home to a U.S. Coast Guard Loran-C communications station from 1944 to 1965 before operations relocated to Yap and ultimately shuttered in 1987. (U.S. Coast Guard photo by Petty Officer 3rd Class Zena Suzuki)

The Coast Guard has published its FY2024 Unfunded Priority List. The ten page document includes 26 line items totaling $1.6B. Much of it is infrastructure improvement, but there are also items to expand capabilities.

Four Additional Fast Response Cutters:

The single largest item is four additional Webber class WPCs. I think this will be approved and that this includes funding of facilities for a new base in American Samoa.

$400M “Funds the acquisition of four FRCs to further the Indo-Pacific Strategy of the United States through expanded presence and engagement to promote a free an open Indo-Pacific. Additional FRCs will begin to transform the Coast Guard from an organization which currently provides episodic presence, to be persistent and visible, strengthening coordination with Allied and partner nations to bolster regional security.”

Historically FRCs have been funded at about $65M each, and even that included support costs in addition to construction costs. There has been inflation, but the list gives us some information about that effect in a separate line item.

$34M “Fast Response Cutter (FRC) Economic Price Adjustment (EPA). Funding aids in reducing unfunded EPA growth resultant from the unprecedented rise in material and labor indices associated with contractual costs for production of hulls 1145 -1164 and procurement of spares. This amount provides the $34 million necessary for the projected EPA liability in FY 2024.

That is $34M spread over 20 ships or an increase of less than $2M per ship, so there is probably at least $120M for support costs over and above construction costs.

Aviation Improvements (note the third item indicates C-27Js will be assigned to CGAS Clearwater, FL, presumably replacing the C-130Hs there now): 

  • $138.5M One Missionized HC-130J Aircraft. rovides funding to purchase one missionized HC-130J aircraft in the Block Upgrade 8.1 configuration, manufactured by Lockheed Martin, and currently missionized by L3 Technologies. This funding supports acquisition costs for one of the unfunded three missionized C-130Js required to achieve the Coast Guard’s current program of record of 22 airframes and initial sparing.
  • $113M Four MH-60T Aircraft. Provides funding to outfit and assemble 4 MH-60T aircraft that would facilitate a future Air Station transition from MH-65s to MH-60s in FY 2026. These aircraft would be assembled at the Coast Guard’s Aviation Logistics Center in Elizabeth City, NC.
  • $25M Sparing for Fixed-Wing Aircraft Transitions. Provides initial sparing to establish on-site inventory for HC-130J and HC-27J aircraft planned for delivery to Barbers Point, HI, ($10 million) and Clearwater, FL ($15 million). This funding includes spare parts for aircraft, sensor suites, depot maintenance material, and ground support equipment necessary for aircraft operations as well as LLTM required to accelerate the missionization of HC-27J aircraft. (Scalable)

Infrastructure improvements are requested for:

  • Polar Security Cutter (PSC) Homeport Seattle (Phase 1-2), $130M
  • FRC Homeport Astoria (Phase 2), $30M
  • Waterways Commerce Cutter (WCC) Homeports – Sault Ste Marie, MI and Memphis, TN, $48M
  • NSC and Ocean-Going Buoy Tender (WLB) Homeport – Honolulu, HI (Phase 2), $15M
  • Offshore Patrol Cutter (OPC) Homeport – NAVSTA Newport, RI (Phase 2), $100M
  • Training Center Cape May -Multipurpose Recruit Training Facility, $130M
  • Alaska Housing (Kodiak), $26M
  • Sector Facilities – Sector Sault Ste Marie, MI, $35M
  • Consolidated Base Facilities – Base Charleston, SC, $22.6
  • Coast Guard Yard Upgrade: Ship Handling Facility – Baltimore, MD (Phase 1), $60M
  • Sector Facilities – Sector Lower Mississippi River – Memphis, TN, $37M
  • Station Waterfront – Station Rockland, ME, $40.7M
  • Mission Support Facility (MSF) – Joint Base Andrews, MD (Phase 3), $20M

Miscellaneous:

  • Great Lakes Icebreaker – Long Lead Time Material (LLTM), $20M
  • Special Purpose Craft (MLB)– Heavy Weather Recapitalization, $24M
  • Mariner Credentialing Program, (Navita) Acquisition, $11M
  • National Security Cutter (NSC) –Follow-On Acquisition Funding, $50M
  • National Security Cutters Operational Support Initiatives, $9.7M
  • Operations and Defense Industrial Base, $42M
  • Recruiting & Retention, $9m
  • Modernized Learning Management System, $3M

What does it all mean:

None of these items are in the current budget request, but Congress has historically added to the Coast Guard request. The Coast Guard has been shy about providing an unfunded priority request in the past. Several years there was no unfunded priority list. This is the first time I have seen mention of the Coast Guard’s list in industry news publications (here and here). The new CG administration is making public a good case for increased funding.

We shouldn’t expect everything on the list to be approved, but I think we will definitely see the additional C-130 and at least three additional FRCs. Some of the other items will probably be approved as well. Those items not funded in FY2024 will likely be included in the FY2025 budget.

Pacific NW WMEC-210s Doing Drug Interdiction

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USCGC Active (WMEC 618) Aug. 16, 2019. Active is a 210-foot Medium Endurance based out of Port Angeles, Wash. (U.S. Coast Guard photo by Petty Officer 2nd Class Steve Strohmaier)

Below is a news release from the Coast Guard News website. What I would like to talk about is here:

  • The Waesche’s crew was responsible for two interdictions seizing approximately 881 pounds of cocaine and 9,500 pounds of marijuana. 
  • The crew of the Coast Guard Cutter Steadfast (WMEC 623) was responsible for one interdiction, seizing approximately 3,300 pounds of cocaine. 
  • The crew of the Coast Guard Cutter Active (WMEC 618) was responsible for two interdictions seizing approximately 2,116 pounds of cocaine and 3,716 pounds of marijuana.

The two WMECs, each over 50 years old, probably each seized drugs of higher street value than the 13-year-old National Security Cutter (NSC) that is about four times as large. No, they are not necessarily better at drug interdiction than the NSC. There is a lot of luck involved, but it does seem to suggest that, as the saying goes, “quantity has a quality all its own.”

There are simply not enough cutters (or Navy ships) to interdict all the known smugglers being tracked.

Earlier, when the current Commandant was Commander PACAREA, we saw some attempts to use Webber class Fast Response Cutters (FRC) in the Eastern Pacific drug transit zones. For some reason those efforts don’t seem to have been continued. Perhaps their endurance was a problem.

There can be little doubt the Coast Guard needs more cutters, yet the current program of record will supply 8 fewer large cutters than we had in the year 2000. We need more large cutters, but they don’t all have to be 4500 tons.

Frankly, I do think they should be bigger than 210s. You can make a very capable cutter of around 2,000 tons with a crew smaller than that of the 210s, but we don’t seem to have been doing the analysis that would clearly identify our needs.

USCGC Steadfast (WMEC-623) (This is an old photo, given the hard sided boat and davits.)

 March 28, 2023

MEDIA ADVISORY: Coast Guard to offload approximately 6,325 pounds of cocaine and more than 13,000 pounds of marijuana in San Diego

WHO: Capt. Robert Mohr, commanding officer, Coast Guard Cutter Waesche, Alexandra (Sasha) Foster is the Criminal Chief in the Southern District of California U.S. Attorney’s Office

WHAT: The crew of the Coast Guard Cutter Waesche is scheduled to offload approximately 6,325 pounds of cocaine and more than 13,000 pounds of marijuana, worth more than $166 million, seized from the drug transit zones of the Eastern Pacific Ocean.

WHEN: Wednesday at 9:30 a.m.

WHERE: 10th Avenue Marine Terminal, 1150 Terminal St., San Diego, CA 92101

Editor’s Note: Media interested in attending should arrive no later than 9 a.m., and bring a government-issued photo ID, press credentials, proof of vehicle registration and insurance. Media will be escorted to the event location following security screening.

SAN DIEGO — The crew of the Coast Guard Cutter Waesche (WMSL 751) offloaded more than 6,325 pounds of cocaine and more than 13,000 pounds of marijuana estimating a value worth more than $166 million on Wednesday, in San Diego.

The interdictions were made late February and early March during four separate joint effort interdictions:

  • The Waesche’s crew was responsible for two interdictions seizing approximately 881 pounds of cocaine and 9,500 pounds of marijuana.
  • The crew of the Coast Guard Cutter Steadfast (WMEC 623) was responsible for one interdiction, seizing approximately 3,300 pounds of cocaine.
  • The crew of the Coast Guard Cutter Active (WMEC 618) was responsible for two interdictions seizing approximately 2,116 pounds of cocaine and 3,716 pounds of marijuana.

U.S. agencies from the Department of Defense, Department of Justice and Homeland Security coordinated in the effort to combat transnational organized crime. The U.S. Coast Guard, U.S. Navy, Customs and Border Protection, FBI, Drug Enforcement Administration, and Immigration and Customs Enforcement, along with allied and international partner agencies, served a vital role in counter-drug operations. The fight against drug cartels in the Eastern Pacific requires unity of effort in all phases from detection, monitoring and interdictions, to criminal prosecutions by U.S. Attorneys in districts across the nation

The U.S. Coast Guard Cutter Waesche (WMSL-751) is the second Legend-class cutter of the United States Coast Guard and is homeported at Coast Guard Island in Alameda, Calif. Waesche, the second of eight planned National Security Cutters, is 418 feet long with a top speed of 28 knots and a range of 12,000 nautical miles. The cutter is equipped with a flight deck and hangars capable of housing two multi-mission helicopters, and outfitted with the most advanced command, control, and communications equipment.

“Coast Guard awards contract for work on coastal buoy tenders” –CG-9

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USCGC Ida Lewis

Below is a news release from the Acquisition Directorate (CG-9) about the next class of ships that will go through the “In-Service Vessel Sustainment Program,” the 175 foot, 840 ton, Ida Lewis or “Keeper” class 175 foot Coastal Buoy Tenders.

“…the primary objective of the MMA is to ensure that the 14 tenders reach the end of their 30-year designed service life…The 175-foot coastal buoy tenders were commissioned between 1996 and 2000. Work on the first hull, Coast Guard Cutter Ida Lewis, is scheduled to begin in July 2025 at Coast Guard Yard in Baltimore. The estimated project completion date for all 14 cutters is early 2036.”

There is a bit of double speak there, in that the program will not be finished until well after the “30-year designed service life” of all 14 tenders.  Even in the case of the first ship, USCGC Ida Lewis, she will have been in commission more than 28 years by the time her MMA starts and possibly 29 years before it is completed.

Obviously, these ships are expected to serve well past 30 years. That is not an unreasonable assumption. Many of the 180-foot WLBs built during WWII served more than 50 years, with the last, USCGC Acacia, decommissioned in 2006.

Nevertheless, with it taking 10 years from initial requirements to commissioning for new classes of ships, and both classes of large buoy tenders rapidly approaching 30 years in commission, it does seem like it may be time to start thinking about replacements.

Coast Guard awards contract for work on coastal buoy tenders

March 28, 2023 —

A 175-foot coastal buoy tender sets up a security zone for an event in San Francisco Bay. The 14 Keeper-class tenders will undergo a major maintenance availability starting in 2025. U.S. Coast Guard photo by Petty Officer 2nd Class Cory Mendenhall.

The Coast Guard awarded a contract to Adrick Marine Group of Cocoa, Florida, March 23 to procure HVAC systems as part of the upcoming 175-foot coastal buoy tender major maintenance availability (MMA). The contract has a total potential value of $5 million and supports continued operation of these Coast Guard surface assets through the remainder of each cutter’s expected service life.

This follows another important MMA contract awarded Dec. 19, 2022, for the main crane and central hydraulic system that was awarded to Appleton Marine of Appleton, Wisconsin, for $18.8 million.

A project of the In-Service Vessel Sustainment Program, the primary objective of the MMA is to ensure that the 14 tenders reach the end of their 30-year designed service life. MMA work facilitates fleet maintenance and increased mission availability during a cutter’s later years of service. MMA work focuses on hull and structural repairs and the replacement of obsolete, unsupportable or maintenance-intensive equipment.

The 175-foot coastal buoy tenders were commissioned between 1996 and 2000. Work on the first hull, Coast Guard Cutter Ida Lewis, is scheduled to begin in July 2025 at Coast Guard Yard in Baltimore. The estimated project completion date for all 14 cutters is early 2036.

Coastal buoy tenders play a vital role in directing the traffic of the nation’s Marine Transportation System and support the U.S. economy by maintaining aids to navigation critical in facilitating the safe and efficient flow of over $5.4 trillion worth of goods annually. These cutters also support the Coast Guard in various other missions including search and rescue, law enforcement, migrant interdiction, marine safety inspections, environmental protection and natural resources management. Keeper-class cutters are also used for light ice breaking operations.

For more information: In-Service Vessel Sustainment Program page