Multi-Year Contract for the Offshore Patrol Cutter?

Posted on February 16, 2014 by Chuck Hill

FierceHomelandSecurity is reporting a bill, H.R. 4005, out of the House Transportation and Infrastructure Committee (the Coast Guard’s traditional authorizers) that would set authorization levels for the Coast Guard in FY2015 and 2016. “No large spending increases under proposed Coast Guard reauthorization”

Their write up contained an unexpected and pleasant surprise,

“Among its provisions would be one authorizing the service to enter into a multiyear contract for procurement of Offshore Patrol Cutter ships. The Coast Guard and its advocates have a long-standing argument with the Office of Management and Budget over whether it should have multiyear funding for ship procurement. The Coast Guard contends it keeps the per-unit cost of new ships down; OMB prefers to have ships fully funded before the service lets a new acquisition contract.”

Congressional Researcher Ronald O’Rourke has been pointing out the advantages of multi-year contracts for years, “Multiyear Procurement (MYP) and Block Buy Contracting in Defense Acquisition: Background and Issues for Congress” (pdf), Congressional Research Service, Ronald O’Rourke and Moshe Swartz, June 27, 2012.

Frankly, I had little hope it would be applied to the OPC, and only hoped it might be applied to the Fast Response Cutters, “Six More FRCs and Approval of Full Rate Production, Time for a Multi-Year Contract.”

It is hugely advantageous, in saving money for the American Tax Payer, and it eliminates uncertainty for both the contractor and for the Coast Guard. All the most successful Navy shipbuilding contracts are multiyear including those for both SSNs and Burke Class destroyers.

Now lets hope the bill becomes law and that a multiyear contract is awarded.

Bath Iron Works Offshore Patrol Cutter Concept

Posted on February 15, 2014 by Chuck Hill

Our Friend at Navy Recognition was good enough to provide a copy of an artist’s concept of the BIW proposal he had found. We talked about the other two contenders for the OPC contract here.

The proposal is a variation of the the Navantia BAM (Buque de Acción Marítima) (more here).

The BAM has provision for carrying up to six containers. Hopefully this feature has been retained. It looks like all of the proposals may have this feature to some degree.

Presumably the ship will include the BAM’s hybrid propulsion system, with electric motors (two motors of approximately 1,000 HP) run off the ship’s service generators for slow to moderate cruising. The BAM’s main propulsion engines (12,240 HP total providing 21 knots) would probably need to be upgraded to meet the Coast Guard’s speed requirement (22 to 25 knots), but that should be fairly easy. Using the same diesels that are used in the Bertholf Class National Security Cutters (19,310 HP total) would supply the necessary power and simplify training and logistics. Alternately a four engine power plant similar to that used in the closely related Navantia built Venezuelan Guaiqueri class (approx 24,000 HP for 24 knots) would provide the necessary additional power and additional flexibility and redundancy.

In some respects the Bath proposal looks more like the Guaiqueri class with its larger central funnel, although the Bath proposal has a smaller funnel and a small additional stack presumably for the main generators to starboard.

The BAM’s length, beam, and draft are 93.9×14.2×4.2 meters (308×46.6×13.8 feet) their displacement is 2,900 tons, the Venezuelan Guaiqueri class are 98.9×13.6×3.75 (324.4×44.6×12.3 feet) and just over 2,400 tons.

It may only be that the conceptual drawing is slightly distorted, but I am a little concerned that it appears the hangar may not be long enough to take an H-60 sized helicopter. Even if we don’t need that now, we may in the future. The ship is as beamy as an FFG, so it could certainly accommodate a large double hangar.

Like the Eastern design, it looks like the Mk38mod2 on the top of the hangar is going to have a limited field of fire on one side. It does look like there is room for a second mount on top of the bridge. The 57mm, on the other hand, is up out of the green water that will inevitably washs over the bow, and has excellent fields of fire, including the ability to engage contacts close aboard, even when the ship rolls away from the target.

Both the BAM and Guaiqueri class have fewer accommodations than are expected to be provided in the OPC. So some changes were necessary there.

It appears the step-down from the flight deck to the fantail is less than a full deck. If so, then the ship is almost flush decked. e.g. the foc’sle is on the main deck. If that is the case, then the bridge would be on the O-3 deck just as it is on the 210s, 270s, 378s, and NSCs and the ship is really not as tall as it appears in the illustration. On the other hand if the step-down is a full deck (and it is on the BAM), the ship is going to feel unusually tall (but it will give a greater visible horizon).

Chinese Coast Guard Tactics

Posted on February 12, 2014 by Chuck Hill

The Diplomat reports on a documentary providing new incite into the aggressive tactics being employed by the Chinese Coast Guard in their disputes with their neighbors. Scary stuff, but apparently the aggressiveness starts at the top.

Preliminary and Contract Design Contract Winners for OPC Announced

Posted on February 12, 2014 by Chuck Hill

The Acquisitions Directorate has announced the three winners of contracts to develop preliminary and design contracts for the Offshore Patrol Cutter (OPC) intended to replace all existing medium endurance cutters.

“The U.S. Coast Guard today awarded three firm fixed-price contracts for preliminary and contract design (P&CD) for the Offshore Patrol Cutter (OPC) acquisition project. The contracts were awarded to Bollinger Shipyards Lockport LLC (Lockport, La.), Eastern Shipbuilding Group Inc. (Panama City, Fla.), and General Dynamics, Bath Iron Works (Bath, Maine). The total value of the award is approximately $65 million.”

We talked about what we knew about the concepts earlier. I still have not seen any information on Bath Iron Works’ proposal, but they do have an excellent reputation for building destroyer types, and it is gratifying to see them among the selectees.

Presumably Bollinger will be modifying a Damen design, possibly related to the Vietnamese OPV we discussed here.

As noted earlier, it appears Eastern’s concept may be a modification of an STX design, the New Zealand Protector Class, that we recently saw in operation off Antarctica.

New Zealand’s “OPC” (OPV) in Action

Posted on February 10, 2014 by Chuck Hill

NavalToday reported on HMNZS Otago recently returned from an almost three month voyage doing Coast Guard style operations, including fisheries enforcement, in the Ross Sea, near Antarctica. Interesting they feel an obligation to do fisheries 2000 miles frim New Zealand.

HMNZS Otago is a ship similar in concept to the Offshore Patrol Cutter, being an ice strengthened medium sized (1,900 ton, 85 meter) offshore patrol vessel. The class was discussed along with a few other potential Arctic Patrol Cutters here and to a limited extent as the basis for a potential OPC design here.

More EEZ Friction–This Time the Med

Posted on February 9, 2014 by Chuck Hill

The American Interests reports on the apparently increasing friction between parties in the Eastern Mediterranean, including Cyprus, Turkey, Lebanon, and Israel, now that oil and gas have been found offshore.

The Chinese Coast Guard to Build World’s Largest Offshore Patrol Vessel–and More

Posted on February 8, 2014 by Chuck Hill

This is a post I prepared for CIMSEC. It reiterates material we’ve already discussed, but also adds some additional thoughts.

Japanese Coast Guard Cutter Shikishima, this class of two are currently the largest offshore patrol vessels in the world. Photo from Japanese Wikipedia; ja:ファイル:JapanCoastGuard Shikishima.jpg

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Since its formation in 2013 by the consolidation of four previously independent agencies into a single entity (notably excluding the SAR agency), the Chinese Coast Guard has been experiencing phenomenal growth and has become China’s instrument of choice in its “small stick diplomacy” push to claim most of both the South China Sea and the East China Sea.

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They commissioned two 4,000 ton cutters in January alone. It appears the growth will continue. The Wuchang Shipbuilding Industry Company has just been awarded a contract for four new 5,000 ton cutters, and China Ship-building Industry Corporation has been contracted to build two additional surveillance ships, one of 10,000 tons and another of 4,000-tons.

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The US Coast Guard’s largest patrol cutters are the 418 foot, 4,500 ton full load Bertholf Class National Security Cutters. The illustration that accompanies the story of the four new 5,000 ton cutters shows a ship, in many ways similar to the National Security Cutter. It appears there is a medium caliber gun on the bow. (This would be a significant but not unexpected change for the Chinese Coast Guard.) There is a frame over what appears to be a stern ramp not unlike that on the NSC. The hull shape also appears similar to the NSC.

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The “10,000 ton” cutter is likely to look similar to the Japanese Coast Guard’s two 492 foot, 9,350 full load, Shikishima class high endurance helicopter carrying cutters seen in the illustration above, but they may actually be much larger. Comparing their new ship to the Japanese cutters, the displacement of the Japanese ships was quoted as 6,500 tons, their light displacement. If the 10,000 tons quoted for the Chinese cutter is also light displacement, it could approach 15,000 tons full load. As reported here the new Chinese OPV will have a 76mm gun, two 30mm, facilities to support two Z-8 helicopters, and a top speed of 25 knots.

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The size of the helicopters is notable. The Z-8 is a large, three engine, 13,000 kg helicopter based on the Aérospatiale SA 321 Super Frelon. The transport version of this helicopter can transport 38 fully equipped troops. The same airframe is also used for SAR, ASW, and vertical replenishment.

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Undoubtedly the new vessels tonnage would give it an advantage in any sort of “shoving match” with vessels of other coast guards, but why so large?

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The original justification for the Japanese cutters was to escort plutonium shipments between Japan and Europe, but the second cutter was built long after that operation was suspended, so clearly the Japanese saw a different justification for the second ship of the class.

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Even so the Chinese ship may prove larger still. Other than prestige, why so large? China’s EEZ is small (877,019 sq km) compared to that of the US (11,351,000 sq km) or even Japan’s (4,479,358 sq km). Even adding the EEZ of Taiwan and other areas claimed by China, but disputed by others (3,000,000 sq km), the total is only 3,877,019 sq km, and patrolling it does not require the long transits involved in patrolling the US or even the Japanese EEZ.

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10,000 tons is about the size of a WWII attack transport, and with its potential to embark two large helicopters China’s new large cutter could certainly exceeds the capability of WWII destroyer and destroyer escort based fast transports (APD). Using its helicopters and boats it could quickly land at least an infantry company as could many of the smaller cutters. Chinese Coast Guard ships are already a common sight throughout the contested areas of the South China and East China Seas. Will Asia wake up some morning to learn there have been Chinese garrisons landed throughout the contested areas by the now all too familiar Chinese Coast Guard Cutters.

Canada’s SAR Organization

Posted on February 8, 2014 by Chuck Hill

The Canadian American Defense Review gives us a glimpse into how Canada is handling their SAR responsibilities, and its not all as smooth as we might have expected from our normally extremely competent and civilized friends to the North. There, as well as here, great credit goes to the volunteers and their supporters.

CG Cuts=30% Increase in Drugs

Posted on February 5, 2014 by Chuck Hill

The US Naval Institute’s News Service has a summary of Admiral Papp’s testimony before the House’s Homeland Security Subcommittee on Border and Maritime Security. He outlines what he sees as the effect of budget cuts and sequestration.

He connected the cuts to a general decline in patrol activity,

“Papp acknowledged the sequestration’s impact in another way in answering a question about why the Coast Guard’s patrols in the air and on the water declined by more than 6,000 hours last year because of “asset failures,” in the words of a Department of Homeland Security inspector general’s report.”

Loaning LCS to the Coast Guard

Posted on February 4, 2014 by Chuck Hill

Photo: 130222-N-DR144-367 The littoral combat ship USS Freedom (LCS 1), Mass Communication Specialist 1st Class James R. Evans

This is a rather radical proposal, one that I never thought I would make, but the situation with the Coast Guard’s cutter fleet is almost certain to go from bad to worse as increasing age, budget cuts, and sequestration take effect. It is a long term problem and will take a long term solution.

The Eighth NSC should be funded in FY 2015 and hopefully, we will see this last ship of the class completed by 2019. But the NSCs only replace the 378 foot High Endurance Cutters (and only on an 8 for 12 basis). The Medium Endurance Cutters, some older than any of the 378s, still need replacement and the current plan is very slow to do so.

The first of the Offshore Patrol Cutters (OPCs), destined to replace the existing medium endurance cutters (WMECs), is not expected until 2020, followed by one in 2021, one in 2022, and two per year for the following years until a total of 25 are delivered, presumably in 2033.

The normal life for ships like WMECs is assumed to be 30 years. If we assume no change of plan, the last 210 should be replaced when the 14th OPC is completed. That will, presumably, be in 2028, and the last 210 will be at least 59 years old.

USCG photo, USCGC Reliance (WMEC-615), 210 foot cutter

If we assume that the last 270 is decommissioned when the 25th OPC is delivered, about 2033, then the last 270 will be at least 43 years old at that time.

USCG photo, USCGC Harriet Lane (WMEC-903), 270 foot cutter

I propose that the Navy start lending the Coast Guard half of their Littoral Combat Ships (LCSs) as they are completed. They would be used as interim replacements for the Coast Guard’s oldest medium endurance cutters, until there are sufficient Offshore Patrol Cutters (OPCs) to replace them all. There is ample precedence both for the Navy transferring ships to the Coast Guard and for Coast Guard manning of Navy ships.

I am not suggesting the Coast Guard keep them, because they are not the ship we want ultimately, but they would be an improvement over the ships we have now.

The LCS Program:

The Navy has already bought or contracted for 24 LCS. Multi-year contracts awarded in FY 2010 fund the building of 20 LCS of two classes, over five years, in addition to the four previously funded, two Freedom class and two Independence class annually. Originally the intention was to build 55, the Navy cut that to 52 and now it looks like DOD may stop the program at 32 ships. The jury is still out on the final number, and congressional support, particularly from the states where they are built has been strong. Even at only 32 that is an additional 28 ships yet to be completed.

Defense Industry Daily has an excellent summary of the LCS program you can access here.

The proposal:

Beginning as soon as possible, perhaps beginning with LCS 5, man half the LCSs with Coast Guard crews and put them under Coast Guard control, while continuing construction of the NSCs and OPCs as planned.

What’s in it for the Coast Guard:

Compared to the existing 210, 270, and 282 foot WMECs, the Coast Guard will be operating newer, larger, more capable ships, with much improved aviation facilities. LCSs are capable of hangaring and supporting both helicopters and UAVs, while the 270 is limited to a single helicopter in a retractable hangar and the 210s have no hangar at all. The LCSs are also much more capable of dealing with large numbers of Alien Immigrants, particularly if holding facilities are provided in the reconfigurable space. They are also much more capable of running down fleeing drug suspects in go-fast boats. The LCS are designed to operate with relatively small crews. Currently the “core crew” is 50. In all probability, Coast Guards operating concepts would result in a crew similar in size to that of a 210 (75). So the crew costs should not be substantially different from those of the 210s, and might be lower than those of the 270s.

Most importantly, these newer ships will be supportable while this will become increasing difficult as the older cutters age.

What’s in it for the Navy:

The Navy will be able to call on the ship in wartime, but will not have the operating cost associated with running the ships on a daily basis. The navy will save on manning, fuel, and maintenance. If they are looking for a way to reduce operating costs while preserving wartime capability, this is a viable option.

The Navy already sees these ships as contributing to the counter narcotics effort. Handing them over to the Coast Guard would result in direct benefit to the drug enforcement effort without the Navy having to divert manpower and other resources.

The Timeline:

The program might work like this:

Vessels delivered to the CG:        Totals under Coast Guard control:     LCSs returned USN
FY                 LCS        OPC                    LCS        OPC
2016                 2                                       2
2017                 2                                       4
2018                 2                                       6
2019                 2                                       8
2020                 2    1       10     1
2021 2    1     12       2
2022 2    1 14       3
2023 2    2       16       5
2024 2    2                        18           7
2025                             2                         16           9                                  2
2026                             2                         14           11                                  2
2027                             2                         12           13                                    2
2028                             2                         10           15                                2
2029                             2                         8           17                                2
2030                             2                           6           19       2
2031       2       4    21       2
2032       2       2    23       2
2033       2       0    25       2

If this program were implemented as described, the last 210 could be replaced seven years earlier than currently planned, in 2021 instead of 2028, so that when replaced it will be “only” 52 years old. The last 270 could be replaced in 2024, instead of 2033, nine years earlier than planned, when the last 270 is 34 years old.

U.S. Navy photo by Naval Air Crewman 2nd Class Nicholas Kontodiakos, USS Independence (LCS-2) showing her large flight deck