Marine Air-Ground Tablet (MAGTAB)

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A moving map on a MAGTAB. (Image credit: USMC/Cpl. Lisa Collins)

Having recently read a couple of posts about a test of a new missile system launched from a Marine Attack helicopter, discovered that the Marines have what is effectively a secure handheld tactical data link, and it has been in the field since at least 2019.

That it is also capable of being used as a fire control system for missiles in the maritime environment appears promising, but more importantly, the Coast Guard could use something like this for coordinating with small units like helicopters, patrol boats, cutter boats, and response boats. This appears to provide much of the capabilities of a Combat Information Center.

Maybe the R&D center should look into it.

Screengrab of a Nov. 27, 2019 video by the US Marine Corps on the MAGTAB, showing the mission status of various tactical actions and asset movements. (Image credit: USMC/Cpl. Lisa Collins)

This Day in Coast Guard History, February 16/17

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Based on the Coast Guard Historian’s timeline, https://www.history.uscg.mil/research/chronology/
With inspiration from Mike Kelso

February 16

US Coast Guard Academy, New London, CT

1926  Congress authorized the Secretary of the Treasury to “acquire a site at New London, Connecticut, without cost to United States, and construct thereon buildings for the United States Coast Guard Academy at a total cost not to exceed $1,750,000.”

February 17

USCGC Nike, same class as the ships of the West Coast Squadron

1934  CGCs Daphne, Hermes, Perseus, Aurora, and Calypso stood out from New York harbor, bound for their new duty station on the West Coast.  They arrived safely in San Diego, California on March 21, 1934 after passing through the Panama Canal.  The cutters formed and were referred to as the “West Coast Squadron” of the Coast Guard.

Operation Catchpole, February 1944. U.S. Marines who died from wounds received in the attack on Parry Island, Eniwetok Atoll, Marshall Islands, being transferred from transport to be carried to beach for burial. Photograph received February 22, 1944. Official U.S. Navy Photograph, now in the collections of the National Archives. (2016/11/25). Accession #: 80-G-216210

1944  Coast Guardsmen participated in the invasions of Eniwetok and Engebi, Marshall Island.

USCGC CASCO 1961

1956  CGC Casco saved 21 persons from a U.S. Navy seaplane that was forced to ditch 100 miles south of Bermuda. The cutter then took the disabled seaplane under tow and delivered both the survivors and the seaplane to the Naval Air Station at St. Georgia Harbor, Bermuda.

This Day in Coast Guard History, February 15

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Based on the Coast Guard Historian’s timeline, https://www.history.uscg.mil/research/chronology/
With inspiration from Mike Kelso

February 15

Fort Trumbull

1911  Congress transferred Fort Trumbull, New London, Connecticut from the War Department to the Treasury Department for the use of the Revenue Cutter Service as its cadet training school.

USCGC  Calypso’s sister ship USCGC Argo, World War II.

1943  CGC Calypso removed 42 persons from a lifeboat from the torpedoed vessel SS Buarque (Brazil) east of Cape Henry.

1980  The 70-foot fishing vessel Donna Catalina sank 40 miles south of Nantucket Island.  After pumps lowered to the four-man crew failed to keep up with the flooding, a Coast Guard helicopter lifted the fishing vessel’s crew to safety.

2015  CGC Polar Star successfully rescued the Australian-flagged F/V Antarctic Chieftain which had been trapped in Antarctic ice 900 miles northeast of McMurdo Sound, Antarctica, for nearly two weeks.  The rescue operation spanned more than 860 miles and required Polar Star to break through 150 miles of thick Antarctic ice and navigate around icebergs that were miles wide.  Antarctic Chieftain damaged three of its four propeller blades in the ice, which required Polar Star to tow the vessel through about 60 miles of ice into open water.  Towing the 207-foot fishing vessel through heavy ice placed varying strain on the tow line, which broke three times during the rescue mission.  Once in open water, Antarctic Chieftain was able to maneuver under its own power.  The crew of F/V Janas escorted Antarctic Chieftain to Nelson, New Zealand.  Polar Star reached the crew of the fishing vessel February 13 after traveling across more than 150 miles of ice.  The fishermen requested assistance from Rescue Coordination Centre New Zealand Tuesday evening after becoming trapped in the ice.  RCC New Zealand requested CGC Polar Star, homeported in Seattle, to respond to Antarctic Chieftain’s request for assistance.  Polar Star was deployed to McMurdo Station, Antarctica, as part of Operation Deep Freeze.  After the successful rescue, Polar Star then continued its journey home to Seattle.

No News About Eastern’s Offshore Patrol Cutters / OPC Alternatives

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Future USCGC Argus at launch Eastern Shipyard

No News from Eastern: 

I was hoping for some news about Eastern’s progress on the Offshore Patrol Cutter (OPC) program, but I could not find any. Eastern has contracts to build four ships,

  • Argus (915) and Chase (916) to go to San Pedro, CA
  • Ingham (917) and Rush (918) to go to Kodiak, AK

Reported milestones for the four ships are as follows:

  • Argus:     Steel cut Jan. 7, 2019; Keel laid April 28, 2020; launched Oct. 27, 2023
  • Chase:    Steel cut April 27, 2020; Keel laid May 27, 2021
  • Ingham:  Steel cut Sep. 27, 2021; Keel laid July 15, 2022
  • Rush:     Steel cut Oct. 18, 2022

Nothing since October 2023, not even a report of keel laying for Rush, which should have happened in 2023. Was Rush’s keel laid? Are sea trials being conducted on Argus? WTFO!

The Planned Timeline:

The Congressional Research Service report, “Coast Guard Cutter Procurement: Background and Issues for Congress” noted.

“The posting for the RFP for the Stage 2 industry studies (October 11, 2019–Chuck) included an attached notional timeline for building the 25 OPCs. Under the timeline, OPCs 1 through 7 (i.e., OPCs 1-4, to be built by ESG, plus OPCs 5-7, which are the first three OPCs to be built by the winner of the Stage 2 competition) are to be built at a rate of one per year, with OPC-1 completing construction in FY2022 and OPC-7 completing construction in FY2028. The remaining 18 OPCs (i.e., OPCs 8 through 25) are to be built at a rate of two per year, with OPC-8 completing construction in FY2029 and OPC-25 completing construction in FY2038.

Using these dates—which are generally 10 months to about two years later than they would have been under the Coast Guard’s previous (i.e., pre-October 11, 2019) timeline for the OPC.

The Current Optimistic Timeline: 

We are in the middle of FY2025 and still waiting for OPC#1, so we are at least an additional three years late on delivery of USCGC Argus and we are almost certainly an additional two years late getting the first ship from Austal (though I am hoping for a pleasant surprise).

Eastern was expected to deliver one ship every year. I would have expected construction to speed up with experience, but the intervals between steel successive steel cuttings and between successive keel layings never got down to 12 months. But let us presume that Argus OPC #1 will be delivered in 2025 and Eastern will deliver #2- 4 at 12 month intervals.

Austal started cutting steel for OPC #5, Pickering (WMSM-919), on August 29, 2024. I assume they will deliver four years after starting steel cutting and annually thereafter with two per year delivered after #7. It should look like this.

  • 2025 #1
  • 2026 #2
  • 2027 #3
  • 2028 #4 & #5
  • 2029 #6
  • 2030 #7
  • 2031 #8 & #9
  • 2032 #10 & #11 These will replace the last of WMEC210s
  • 2033 #12 & #13. These will begin replacement of Alex Healy and the 13 WMEC270s
  • 2034 #14 & #15 These are the last that will be built under existing contracts
  • 2035 #16 & #17
  • 2036 #18 & #19
  • 2037 #20 & #21 These will begin replacement of the six SLEP WMEC270s
  • 2038 #22 & #23
  • 2039 #24 & #25 These will replace the last of the WMEC 270s

This does assume a smooth continuation of the program, delivering two ships a year without interruption even after exercising all options and completion of existing contracts.

All the WMEC210s will not be replaced until 2032. At that point even the youngest of the 210s would be 63 years old. It is by no means certain any will last that long, but Reliance is already 61 years old.

All WMECs would be replaced by the end of 2039 by which time the youngest WMEC270 will be 48 years old.

Will the program continue uninterrupted after the completion of the currently optioned 15 OPCs? This would be easy only if Austal wins the contract for a Phase 3. Is that a forgone conclusion?

If some other company wins the Phase 3 contract, will they also initially deliver the first three ships at the rate of one ship per year as was done with the first two contracts?

Alternatives: 

It can take up to ten years from the beginning of planning to delivery of the first ship. In reality it has taken considerably longer for the first OPC to get this far and we still no finished product. Even if all options are exercised, the last currently contracted OPC will be funded in FY2030 or 2031.

Do we still want to be building a design in 2030 that is 15 years old? Does the Coast Guard now own the design that could be handed over to another contractor to build the last ten ships or would a third yard have to provide a third detailed design, creating a “C” class of OPC?

Now is the appropriate time to consider alternatives.

Assuming we want to continue with the same design, Phase Three might be started with the idea of awarding a contract in FY2027 and delivering one additional OPC each year 2032, 2033, and 2034 by either Austal or a competing shipyard, with the winner producing two per year thereafter, until all 25 are completed. It would allow completion of all 25 a year and a half earlier.

If we want to look at an alternative that could replace the last ten currently planned OPCs and start delivering ships by 2035, we should issue an RFP in 2026.

There are two directions this new design could go.

  • A cheaper design that can be made in larger numbers.  A primary goal would be a smaller crew as a way to reduce operating costs.  It might be smaller and cheaper (we already have contracted for more than enough ships to do Alaska patrols), but should be able to support alternative mission modules and unmanned systems.
  • Ships that can be more readily upgraded for a wartime role. We might accelerate the design process by looking at the European Patrol Corvette, Australia’s Tier 2 combatant under the AUKUS umbrella, or if the country needs an ice capable combatant look at Finland’s Pohjanmaa-class corvette.

This Day in Coast Guard History, February 14

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Based on the Coast Guard Historian’s timeline, https://www.history.uscg.mil/research/chronology/
With inspiration from Mike Kelso

February 14

1903  An Act of Congress (31 Stat. L., 825, 826, 827) that created the Department of Commerce and Labor provided for the transfer of the Lighthouse Service and the Steamboat Inspection Service from the Treasury Department.  This allowed the Secretary of Commerce and Labor to succeed to the authority vested in the Secretary of the Treasury under the existing legislation.

The crew of the Coast Guard Cutter Bruckenthal participates in a fueling exercise with the Coast Guard Cutter Campbell on the Chesapeake Bay, April 11, 2020. The Coast Guard acquired the first Sentinel Class cutter in 2012, with the namesake of each cutter being one of the service’s many enlisted heroes. (U.S. Coast Guard photo by Petty Officer 3rd Class Isaac Cross)

2016  CGC Campbell returned to its homeport at Portsmouth Naval Shipyard in Kittery, Maine, following a 61-day counter narcotics patrol of the Caribbean Sea and Eastern Pacific Ocean.  In the span of one month Campbell seized or disrupted a total of seven smuggling vessels carrying cocaine from South America bound for the United States.  The amount of cocaine seized was estimated to be 4,800 pounds and worth more than $80 million dollars.  In addition, Campbell’s crew rescued eight Cuban migrants attempting to sail from Cuba to the United States in an unseaworthy vessel.  Campbell deployed in support of the Joint-Interagency Task Force-South, which is in an international operation to disrupt the transportation of narcotics.  In doing so, Campbell worked with air, land, and naval assets from the U.S. Department of Defense and the Department of Homeland Security, as well as Western Hemisphere partner agencies, to counter drug trafficking.

“Ensuring Coast Guard Readiness Act”

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The Geoje Shipyard Boasts the World’s Greatest Dock Turnover Rate
The dock turnover rate is the number of ships that a dock can launch ships. The greater the turnover rate indicates the more sophisticated shipbuilding capacity and production efficiency.
In addition, dock turnover rate is the most reliable yardstick for measuring shipyard’s technical capacity and production efficiency. The largest dock at SHI’s Geoje Shipyard, Dock No.3,is 640m long, 97.5m wide, and 13m deep.

Marine Link has an article, “S. Korea Shipyards Soar as U.S. Bill Eyes Navy, USCG Ship Construction Options” that reports

Senators Mike Lee (R-UT) and John Curtis (R-UT) have introduced two new bills aimed at enhancing the readiness and capabilities of the United States Navy and Coast Guard. The “Ensuring Naval Readiness Act” and the “Ensuring Coast Guard Readiness Act” seek to modernize shipbuilding processes and strengthen partnerships with allied nations to expedite maritime procurement.

The Coast Guard bill would allow”... the Coast Guard to construct a vessel or a major component of the hull or superstructure in a foreign shipyard if:
• The shipyard is located in a NATO country or in an Indo-Pacific country with which the U.S. has a current mutual defense agreement;
• The cost is cheaper in such shipyard than would otherwise be in a domestic shipyard;
• The Commandant of the Coast Guard to certifies, prior to construction of a U.S. vessel, that the foreign shipyard is not owned or operated by a Chinese company or multinational domiciled in China

Of course this is only a bill. 

“South Korea to Transfer BAE Jambelí to Ecuador to Strengthen Its Maritime Capability in Pacific” –Navy News

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BAE Jambelí, Former S. Korean Coast Guard cutter KCG3001 (screen grab)

Navy News reports that South Korea is transferring a 30 year old Coast Guard cutter to Ecuador,

“The Ecuadorian Navy will soon receive an addition to its fleet with the transfer of the BAE Jambelí (MP-56), a large patrol vessel previously part of the South Korean Coast Guard. The ship’s transfer to Ecuador, officially announced in mid-2024, highlights the strengthening of international cooperation and the strategic realignment of military resources between nations.”

The ship was the former S. Korean Cutter KCG3001.

KCG3001

Hull Vane Update

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Below is a news release from Hull Vane. Not the first time I have passed along the reports of success with this adaptation and the suggestion that the Coast Guard should look at this.

“RNLN Patrol Ship Hull Vane Retrofit Matches Predicted Performance” –Naval News

“New Danish 64m Patrol Vessel Nordsøen optimised, built and delivered with Hull Vane®” –News Release

“Hull Vane To Be Fitted On Royal Netherlands Navy OPV” –Naval News

“Dutch Navy To Test Hull Vane Hydrofoil On HNLMS Zeeland OPV” –Naval News

Hull Vane Experiment on 52 Meter OPV

Hull Vane Claims Improved Performance

Hull Vane on an OPV

Hull Vane and TotalEnergies conducted a pilot project by installing a Hull Vane® on one of the company’s chartered Fast Support Vessels (FSVs) in order to reduce the CO2 emissions. Following successful sea trials, which confirmed the predicted savings in fuel consumption and CO2 emissions, and having used the Hull Vane® for several months in operation, TotalEnergies confirms the fuel saving of 11% in general.

The pilot project was done on Ava J McCall, a 59m (194 ft) Fast Support Vessel owned by Seacor Marine, and designed by Incat Crowther. The vessel is in operation in West-Africa, transporting goods and personnel to the oil fields offshore Nigeria. Ava J McCall is powered by five waterjets, with a combined propulsion power of just over 10.000 kW. Hydrodynamic studies at Hull Vane showed that the Hull Vane® would save around 10% in fuel consumption at the ship’s typical operating speeds of between 15 to 25 knots. The Hull Vane®, built in the Netherlands, was shipped to Ivory Coast where it was installed during Ava J McCall’s scheduled maintenance period in late 2022.

The Naval Architects of Incat Crowther USA took care of the structural integration of the Hull Vane®. The Hull Vane® is placed underneath the waterjets, and does not increase the draft, the beam or the length of the vessel. Upon completion, DP trials showed no effect on the Dynamic Positioning Capabilities of the vessel, which has DP-2 notation.

Once in operation, the fuel consumption data was compared with the measurements after the last dry-docking, a year ago, to eliminate the effect of cleaning and re-painting the hull. Ava J McCall now consumes 14% less at 16 knots and 9% less at 21 knots. This is a bit higher and very close to the CFD predicted results. Over a full year, the CO2 reduction provided by the Hull Vane® on Ava J McCall amounts to 650 tons. That’s 250.000 litres of diesel less consumed per year.

“We are constantly looking for ways to reduce the carbon footprint of our operations, and when we found out about Hull Vane®, our interest was raised,” said David Flajolet, Marine Specialist at TotalEnergies. The pilot project we did with Hull Vane® has been a success; contrary to most of the decarbonizing systems on board vessels, Hull Vane® does not require active management from the crew and this is a key point for us. Its ability to be retrofitted for a limited cost and technical complexity make the solution a quick win for TotalEnergies. Further to the return of experience with the Ava J Mc Call, it has been decided to make it mandatory on the future Call for Tender for FSIVs in Nigeria.

Niels Moerke, CEO of Hull Vane BV: “There are now six FSV’s operating with Hull Vanes worldwide, and on all of them, savings have been proven to exceed 10% over their operational profile. It has been a real pleasure to work with TotalEnergies, and we are delighted with this solid endorsement of our solution. We think that TotalEnergies is right that oil majors should take the initiative to apply Hull Vane® in the offshore market. Hull Vane® is probably the easiest way for oil majors to reduce their operational CO2 emissions without impacting their actual operation. With relative short payback periods ranging from one to three years for these kinds of vessels, it’s also a risk-free investment. We look forward to design and build the Hull Vanes for other FSVs in the fleet chartered by TotalEnergies

This Day in Coast Guard History, February 13

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Based on the Coast Guard Historian’s timeline, https://www.history.uscg.mil/research/chronology/
With inspiration from Mike Kelso

February 13

Douglas R5D-3; “OFF TO HEAT AN ICEBERG: A 1,000-pound thermite bomb enclosing a cluster of small bomblets, each capable of burning at a temperature of 4,300 degrees Fahrenheit, rides under the wing of a Coast Guard UF-2G amphibian plane toward an iceberg target in the foggy Grand Banks region of Newfoundland. The temperature of one bomblet equals half the sun’s surface temperature. This bomb was one of twenty cluster bomb of thermite and petroleum types air-dropped on selected icebergs during heat destruction tests made by the International Ice Patrol force in June, at the height of the 1959 heavy ice season. Above the bomb carrier is a large passenger type Coast Guard R5D plane, one of three used on regular ice observation flights out of Argentia, Nfld. The more modern R5Ds this year replaced old World War II B-17 bomber type planer with plexiglass noses where ice observation instruments and carries a crew of about seven. Ice is observed from many windows. Averaging 6 to 8 hour ice observation flights, the R5D patrols an area of about 14,000 square miles in the Grand Banks region. The R5D plane here wears one of the new paint schemes currently being tested for easy air visibility by the U.S. Coast Guard on its various planes. In place of the dull silver gray and orange trim formerly used, the new dress is made of glowing fluorescent colors–orange nose, wing tips, tail and body strip with black edgings, and main body in brilliant white.”; Photo No. 5854; 17 July 1959; photographer unknown.

1960  A Coast Guard R5D aircraft from Honolulu dropped a pump to the Japanese training vessel Toyama Maru, which had radioed that it was taking on water and was in danger of sinking off Palmyra Island.  The pump controlled flooding until the arrival of CGC Bering Strait, whose crew made repairs to the Japanese vessel, using 2,500 pounds of sand and cement parachuted by a Honolulu-based SC-130B plane.

1963  The Bureau of Customs requested Coast Guard assistance to search the M/V Holland Diepe in Tacoma, Washington, for narcotics.  Narcotics agents had previously apprehended three Chinese crew members of the vessel in a Seattle hotel.  COTP Seattle provided a search party of two officers and eight enlisted men, who were joined by 10 Customs agents.  Two-man teams searched assigned areas of the vessel.  A first search of seven hours uncovered a considerable quantity of raw opium.  The search party then departed, as if the search were ended, but 45 minutes later they boarded the vessel once more, lined up the crew in the mess hall, and searched them and the ship again.  This search, lasting three hours, uncovered more opium, both raw and prepared for smoking, a small quantity of heroin, and several opium pipes.  A total of six pounds of opium was seized.  WPB 82336 conducted waterside surveillance during the search.

1969  The National Transportation Safety Board issued its “Study of Recreational Boat Accidents, Boating Safety Programs, and Preventive Recommendations”.

In response to the Iraqi action of firing oil wells and pumping stations in Kuwait, two HU-25A Falcon jets from Air Station Cape Cod, equipped with Aireye technology, which precisely locates and records oil as it floats on water], departed for Saudi Arabia. The Falcons mapped over 40,000 square miles in theatre and located every drop of oil on the water. This was used to produce a daily updated surface analysis of the location, condition and drift projections of the oil. The Aviation Detachment was deployed for 84 days, flew 427 flight hours and maintained an aircraft readiness rate of over 96 percent.

1991  During Operation Desert Storm, two HU-25A Falcon jets from Air Station Cape Cod, equipped with AIREYE technology, departed for Saudi Arabia for service with the Inter-agency oil spill assessment team. They were accompanied in flight by two C-130 aircraft from Air Station Clearwater carrying spare parts and deployment packages.

USCGC Emlen Tunnell (WPC-1145) / “CMF’s Combined Task Force 150 Carries Out First Drug Interdiction with New Zealand In Command” –NAVCENT

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(February 7, 2025) Coast Guardsmen from the U.S. Coast Guard Sentinel-class fast response cutter USCGC Emlen Tunnell (WPC 1145) seize illegal narcotics from a stateless vessel in the Arabian Sea. (Photo by U.S. Coast Guard)

Below is a news release from Commander U.S. Naval Forces Central Command Public Affairs.

221207-N-NO146-1001 ARABIAN GULF (Dec. 7, 2022) An Aerovel Flexrotor unmanned aerial vehicle (UAV) takes off from U.S. Coast Guard fast response cutter USCGC Emlen Tunnell (WPC 1145) transiting the Arabian Gulf, Dec. 7. U.S. 5th Fleet’s Task Force 59 launched the UAV during Digital Horizon, a three-week event focused on integrating new unmanned and artificial intelligence platforms, including 10 that are in the region for the first time. (U.S. Navy photo)

ANAMA, Bahrain —

A U.S. Coast Guard fast-response cutter, working in direct support of New Zealand-led Combined Task Force (CTF) 150 of Combined Maritime Forces, seized nearly 2,400 kilograms of illegal drugs from a vessel in the Arabian Sea, Feb. 7.

The interdiction by the Sentinel-class fast-response cutter USCGC Emlen Tunnell (WPC-1145) represents CTF 150’s first drug seizure since New Zealand assumed command Jan. 15.

The cutter’s boarding team discovered and seized 2,357kg of hashish from the vessel. After weighing and documenting the haul, the crew properly disposed of the narcotics.

Commodore Rodger Ward, commander of CTF 150, said he’s proud of the team effort that went into making this interdiction a reality after only a few weeks in command.

“Our command is a small cog in a system focused on interdicting illicit trafficking on the high seas,” Ward said. “This is a team effort and this bust would not have been possible without the support of the 46 nations who make up the Combined Maritime Forces.”

Ward noted that every bust we make reduces the flow of finances to terrorist organizations. “This is why we’re here, to contribute to maritime security and protect the rules-based international order,” he said.

Emlen Tunnell is forward deployed to Bahrain. The fast response cutter is part of a contingent of U.S. Coast Guard ships operating in the region under Patrol Forces Southwest Asia (PATFORSWA). PATFORSWA deploys Coast Guard personnel and ships alongside U.S. and regional naval forces throughout the Middle East.

CTF 150 is one of five task forces under Combined Maritime Forces, the world’s largest international naval partnership. CTF 150’s mission is to deter and disrupt the ability of non-state actors to move weapons, drugs and other illicit substances in the Indian Ocean, the Arabian Sea and the Gulf of Oman.

Combined Maritime Forces is a 46-nation naval partnership upholding the international rules-based order by promoting security and stability across 3.2 million square miles of water encompassing some of the world’s most important shipping lanes.