gCaptain is reporting that Canada is laying claim to the North Pole as part of their Continental shelf. But so are Denmark and Russia.
The US can’t make claims to an extended continental shelf beyond their EEZ because they have not yet ratified the UN Convention on Law of the Sea (UNCLOS).
Good news is looks like all parties are willing to take it to court rather than fight over it.
Just a quick note to say the CG has redesigned its retiree website. You can find it here:
It looks like a small attack aircraft, but it is being marketed as a an ISR (Intelligence, Surveillance, Reconnaissance) asset–kind of a manned drone.
“Weaver also indicated that the suitability for maritime surveillance could lead to sales with the Coast Guard.” (emphasis applied)
Probably ravings of a delusional company executive, but it is a bold move on the part of Textron, maker of Cessna aircraft.
Here is the Company’s web page. Five of the six missions they suggest are Dept. of Homeland Security Missions–Border Security, Maritime Security, Counter-Narcotics, Humanitarian Assistance/Disaster Response, Aerospace Control Alert (the CG sort of does this around DC). Somehow I think it is doubtful the DHS will start getting their own “fighters.” That will almost certainly be how they would be seen–they have six underwing hardpoints.
It is a straight winged twin engine jet and probably has much in common with the Cessna Citation family of business jets. Reportedly it will fly 400+ knots, go out 150 miles, loiter for 5 hours, and return while carrying 3,000 pounds of ISR equipment, at a cost of “only” $3000/hour (how does that compare with the HC-144?) Didn’t we just give up our jets? And I think they had a toilet for those longer missions.
Once again we are at the anniversary of Pearl Harbor. I am repeating my previous posts, but again I will recommend the Coast Guard Historian’s very extensive treatment of the Coast Guard’s role available here.
This is another post I prepared for Center for International Maritime Security (CIMSEC) as part of “Corvette Week.”
The US Coast Guard is currently in the first part or a two part program to select a design for a planned class of 25 ships referred to as Offshore Patrol Cutters (OPC) also called the Maritime Security Cutter, Medium (WMSM). In many respects these might be thought of a third class of Littoral Combat Ships. They have different characteristics and different strengths and weaknesses, but there is considerable overlap in there characteristics. Like the LCS they will be small, shallow draft, helicopter equipped warships with the 57mm Mk110 gun. It seems likely the OPC will be 2,500 to 3,500 tons, similar in size to the Freedom and Independence class LCS.
The existing LCS classes emphasize adaptability, are faster and have more spacious aviation facilities. The cutters will emphasize seakeeping and will:
The acquisition process:
A two step Acquisition process is being used. First, up to three contractors will be selected to develop their concepts into fully detailed contract proposals. This selection is expected by the end of the second quarter of FY2014. These three will then compete for a contract which will include all documentation, construction of the first OPC (expected delivery in FY2020) and options for up to ten follow-on ships.
Eight yards have submitted bids:
There has been international interest in the project. VT Halter has partnered with French Defense Contractor DCNS. Vigor is allied with Ulstein, Bollinger is working with Dutch Ship builder Damen. It appears Eastern may have teamed with STX (supposition on my part, based only on their concept‘s similarity to the New Zealand Navy’s Protector Class OPV.
An early DCNS concept
The funding schedule is expected to look like this:
There was also a statement of intent to hold the maximum price of units four through nine to $310M each.
Specifications:
The ships are to be built to modified American Bureau of Shipping Naval Ship Rules excluding explosive or underwater shock hardening.
They are expected to operate in cold climates. They will be equipped “to operate in areas of broken plate, pancake, and sea ice ranging from 10 to 30 inches thick.” There is also a required capability to operate an ice capable small boat and to have automated topside de-icers.
“The WMSM will provide increased protection for (sic.) small caliber weapons and shrapnel fragmentation around the bridge, CIC, and magazine spaces.”
It will tow up to 10,000 tons.
The ships are expected to be able to do Fueling at Sea (FAS), Replenishment at Sea (RAS), Vertical (Helicopter) Replenishment or VERTREP, and to refuel smaller vessels (apparently reflecting an expectation of sustained operations with smaller patrol vessels (WPCs or WPBs) at locations remote from their bases).
I did not have access to the latest specifications, but have deduced some details of the proposed equipment from the Allowance Equipage List included in the Draft RFP. All the systems below are referenced. (In a few cases there may be duplicate listing if different nomenclature is used for the same system.) The outfit, in most respects, repeats or even improves on that of the National Security Cutter:
Communications:
Sensors:
Weapons:
Electronic Warfare:
Navigation:
Intelligence:
Aviation:
Coast Guard HH-65 Dolphins
Unresolved
Having watched this program develop over a number of years, it is remarkable that the specifications have moved from specific to general as the need to minimize cost has resulted in softening of the requirements. As with many contracts, threshold and objective characteristics were defined, but if there are incentives for going beyond threshold requirements, they have not been made public. For this reason there seems little reason to expect the capabilities to exceed the threshold requirement which include a speed of 22 knots (objective 25).
The aviation support requirements also seem to have gone soft and may result in the ability to support only smaller helicopters and UAVs
Potential Naval Roles
Weapons–A minimal projected fit has been identified, but the Commandant has stated that the ships will have space and weight reservation for additional weapons, but I have not been privy to the extent of this reservation. It may be limited to replacing the Mk38mod2 with a Phalanx, but there is reason to hope the ships have greater potential.
The ships do have an unusual specification. For the Alien Migrant Interdiction Operations, they are required to be able to feed and provide basic shelter for up to 500 migrants for 48 hours, all while keeping them on the main deck or above. This actually constitutes a substantial weight/moment reserve for other missions. If we assumed 150 pounds for each person, that would equate to 37.5 tons.
Modules–While there was apparently no stated requirement to host mission modules or containers in the specifications, some of the foreign designed potential contenders may already include provision for taking containers. For instance, the Damen designed OPV 2600 (ton) has provision for five 20 foot containers. Others may use containers as part of their plan to meet the 500 Alien Migrant holding requirement.
Vigor concept with its Ulstein X-bow. It was reported to have a length of 328 feet, a beam of 54 feet, a draft of 16.5 feet, and a max speed of 22knots. It included a reconfigurable boat hangar.
Manning:
The Coast Guard’s latest Manpower Estimate for the Offshore Patrol Cutters (OPCs), completed 18 March 2011, was 104 (15 officers, 9 CPOs, 80 E-6 and below) plus an aviation detachment (five personnel) and Ship’s Signals Exploitation Space (SSES) detachment (seven personnel) for a total of 116. Accommodations are planned for at least 120 (threshold requirement) and hopefully as many as 126 (“objective”). The manning assumes four section underway watches.
Unlike the two current LCS classes, the OPCs are expected to train junior personnel: “The Coast Guard depends on cutters to expose our junior personnel, officers and enlisted, to our wide mission set. With this real world experience derived from a first tour operational assignment, these sailors populate critical billets such as law enforcement detachments, independent duty corpsmen, and XOs on patrol boats.”
These ships, like the LCS are expected to have multiple crews, with four crews for a group of three ships, allowing them to operate up to 225-230 days away from home port per year. (I personally don’t like the concept as proposed)
Survivability: The preliminary manning documents assumes that two full Repair Lockers (27 crew members in each locker) plus a Rapid Response Team (RRT) will be constituted for General Emergency Situations, but only one full Repair Locker and the RRT will be available at General Quarters. Two engine rooms will provide a degree of propulsion redundancy.
LCS Council:
The CNO saw the need for high level coordination of the introduction of the LCS to insure that they made the most of their potential. Since established they have added oversight of the Joint High Speed Vessels.
I see a need for the Coast Guard to also have a seat the Council to
LCS 2.0, or a Missed opportunity?:
I keep hearing that many, including former undersecretary Bob Work, may not be entirely happy with the characteristics of the existing LCS designs, but that because they are the design we have, we should continue to build them. I have hoped that the Offshore Patrol Cutters would offer a possible alternative for an LCS 2.0. It may be that cost considerations and program choices will make them unsuitable, but at the very least, the eight design proposals and the three fully developed contract proposals should make interesting reading for those who would like to consider alternatives to the existing designs.
In addition, these ships, or designs developed from them, may offer a cheaper alternative basis upon which to offer our allies interested in American built corvettes or OPVs.
If I had my druthers:
If I had my druthers these ships would be designed, but not necessarily equipped, from the start, for wartime roles including ASW and NSFS.
Background: “What might Coast Guard cutters do in wartime.”
I don’t normally make note of this sort of thing, because it should be routine, but it hasn’t happened since 2006. Dec. 3 Polar Star got underway enroute McMurdo.
MarineLog is reporting that Fincantieri, owner of Marinette Marine Corporation in the US (which built the USCGC Macinaw (WLBB-30) is building an icebreaking research ship for Norway.
“The project, promoted by the Norwegian government, has a total value of about 175 million euro.
That is about a quarter the cost of the projected Polar Icebreaker and even less than the cost of the OPCs. With its small crew it should also be inexpensive to operate.
“With a gross tonnage of 9,000 tonnes, a length of over 100 metres and a breadth of 21 metres, the vessel will be able to accommodate 55 persons in 38 cabins – research personnel, students and crew – and will be fitted out with the highest standards of comfort for passenger ships. On the bow, its hangar will be able to accommodate two helicopters (emphasis added–Chuck) and will be equipped with complex instrumentation able to investigate the morphology and geology of the seabed.”
This is smaller than our Polar class but still a very useful size, larger than the Wind Class, about the size of the USCGC Glacier (WAGB-4).
It might be a good basis for the two additional medium icebreakers we need.
gCapatin has an amusing post about traditional toasts that meanders to include some songs, but definitely worth the read.
Photo from Japanese Wikipedia; ja:ファイル:JapanCoastGuard Shikishima.jpg
More than two decades after the first of class was delivered the Japanese Coast Guard has taken delivery of the second ship of the Shikishima Class, Akitsushima (PLH 32), These are the largest offshore Patrol Vessels in the world.
These ships have some notable features.
As Coast Guard cutters go they are very large. At 9,300 tons full load, they twice the displacement of the National Security Cutters. The vessels have a length of 150m (492 ft), beam of 17m (56 ft), and draft of 10m (33 ft). They can accommodate two relatively large Eurocopter EC225 helicopters (Max Gross weight: 11,000 kg (24,251 lb)). They are the only Japanese Coast Guard vessels with anti-aircraft weapons. Their outfit includes two 35mm mounts on the centerline with one mount well forward and a second on top of the hangar, the older Shikishima uses twin mounts and the newly built Akistsushima uses single mounts. There are also two 20 mm Sea Vulcan Gatling guns mounted port and starboard forward of and below the bridge.
They look more like merchant ships than warships, but they are good for 25 knots, and their range of 20,000 miles allows them to transit between Japan and Europe unrefueled. They also have a relatively large number of davits. It appears they have six, two of which are used for lifeboats.
There has been a report that Yemen’s navy destroyed a boat attempting to attack Yemen’s LNG export terminal.
Yemen’s coast guard is largely equipped with equipment from the USCG’s Foreign Military Sales program, including two 87ft Marine Protector WPBs and twelve 25 ft Defender class patrol boats. Would not be surprised if they were involved.
Chuck Hill's CG Blog 
