“UNITAS LXV Begins in Valparaiso, Chile” –SOUTHCOM

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UNITAS LXV commenced today in Valparaiso, Chile, with 17 ships, two submarines, and 23 aircraft operated and supported by more than 4,300 Sailors and Marines from 24 nations. UNITAS is the world’s longest-running multinational maritime exercise, conceived in 1959 and executed without fail since 1960.

Below is a U.S. Naval Forces Southern Command / U.S. 4th Fleet Public Affairs news release. 

Notably there are no Coast Guard floating units or aircraft participating this year but U.S. Coast Guard (USCG) Tactical Law Enforcement Team (TACLET) Pacific Law Enforcement Detachment (LEDET); and USCG Maritime Security Response Team East (MSRTE) Direct Action Section are providing their special expertise.

This exercise is about disaster response and law enforcement as much as war fighting.

The ship visible in the upper left hand of the photo is a Fassmer designed 80-meter Offshore Patrol Vessel (OPV). It is the Chilean Navy’s Comandante Policarpo Toro (OPV-82). Chile has four ships and Colombia three ships built to this design.

The ship immediately astern (red hull and white superstructure) appears to be an icebreaker, but I don’t recognize it.

Sept. 2, 2024

UNITAS LXV Begins in Valparaiso, Chile

VALPARAISO, Chile – Navy and Marine forces arrived in Valparaiso in support of UNITAS LXV (65), the world’s longest-running multinational maritime exercise in the world, which officially commenced September 2, 2024. 

The Chilean navy is hosting this year’s UNITAS, which will feature 17 warships/vessels, two submarines, 20 aircraft (fixed wing/helicopter), and more than 4,300 personnel from 24 partner nations. Forces will conduct operations off the coast of Valparaiso, Chile, and ashore in the vicinity of Puerto Aldea, Chile, through September 12.

Rear Adm. Rich Lofgren provided opening remarks as U.S. Naval Forces Southern Command/U.S. 4th Fleet Deputy Commander, addressing the opportunities to build relationships ashore, including subject matter exchanges, operations briefs, and a Women, Peace, and Security symposium. Creating these spaces to build relationships on shore will pay dividends at during the at-sea phase of the exercise and beyond.

“Sailors go to sea,” Lofgren added. “I look forward with great excitement to joining you at sea, as we conduct combined and joint operations. We will enhance our capabilities and improve our interoperability in these maritime events – together. Make no mistake, all of us will work hard the next 12 days. But we will communicate effectively – together. We will operate effectively – together. And we will overcome obstacles – together.”

UNITAS, which is Latin for unity, united, or oneness, was conceived in 1959 when representatives at the first Inter-American Naval Conference in Panama agreed to conduct an annual maritime exercise with one another. Prior to UNITAS I in 1960, U.S. Chief of Naval Operations Adm. Arleigh Burke reviewed preparations for the multinational exercise. He commended planners for their progress, especially in building compatible communication systems among navies, and predicted that UNITAS would build strong relationships among Sailors of the Western Hemisphere.

UNITAS I took place in 1960 with forces from Argentina, Brazil, Chile, Colombia, Ecuador, Peru, Uruguay, the United States, and Venezuela. This year marks the 65th iteration of the world’s longest-running annual multinational maritime exercise.

Including the United States, UNITAS LXV will bring together 24 nations from all over the world to train forces in joint maritime operations that enhance tactical proficiency and increase interoperability. Participating nations include Argentina, Brazil, Canada, Chile, Colombia, Dominican Republic, Ecuador, France, Germany, Guatemala, Honduras, Italy, Jamaica, Japan, Mexico, Paraguay, Peru, Portugal, South Korea, Spain, Trinidad and Tobago, United Kingdom, United States, and Uruguay.

Following the UNITAS LXV Opening Ceremony on September 2, the in-port phase of the exercise will feature subject matter expert exchanges, professional symposia, ship rider exchanges, and operations meetings. During this time, Marines and Sailors will conduct training events in Valparaiso to include medical, cyber defense, and diving and salvage operations.

During the UNITAS LXV Underway Phase, forces will participate in events testing all warfare operations, to include live-fire exercises such as a SINKEX and an amphibious ship-to-shore landing and force withdrawal.

Unmanned and hybrid fleet systems will return for a second year to UNITAS with the presence of unmanned undersea vehicles. As part of the U.S. Navy’s future hybrid fleet, the Chief of Naval Operations has tasked U.S. 4th Fleet to scale unmanned platforms to the fleet level.

There are many U.S. forces participating in UNITAS LXV, including USS Germantown (LSD 42), USS St Louis (LCS 19), and USS Hampton (SSN 767). Other U.S. participants include Patrol Squadron Five (VP 5); Mobile Diving and Salvage Unit (MDSU) 2; Explosive Ordnance Disposal Mobile Unit (EOD) 2; Mine Countermeasures Group 2 (MCMGRU TWO); Helicopter Maritime Strike Squadron 50 Detachment 4 (HSM 50 Det 4); 2nd Battalion, 7th Marines (2/7); 1st Battalion, 24th Marine Regiment (1/24); 4th Light Armored Reconnaissance Battalion (4th LAR); 4th Reconnaissance Battalion (4th Recon); Combat Logistic Regiment 4 (CLR 4); 2nd Battalion, 14th Marines (2/14); Marine Aerial Refueler Transport Squadron 234 (VMGR-234); Marine Wing Communications Squadron 48 (MWCS-48); Marine Aircraft Control Group – 48 (MACG-48); Marine Fighter Attack Squadron 112 (VMFA-112); U.S. Coast Guard (USCG) Tactical Law Enforcement Team (TACLET) Pacific Law Enforcement Detachment (LEDET); and USCG Maritime Security Response Team East (MSRTE) Direct Action Section. Operational and tactical level leadership will be provided by Commander, Destroyer Squadron 40, (COMDESRON 40); Commander, Amphibious Squadron Seven (COMPHIBRON SEVEN); U.S Marine Corps Forces South (MARFORSOUTH); USNAVSOUTH/FOURTHFLT; and U.S. Southern Command (USSOUTHCOM).

U.S. Naval Forces Southern Command/U.S. 4th Fleet supports U.S. Southern Command’s joint and combined military operations by employing maritime forces in cooperative maritime security operations to maintain access, enhance interoperability, and build enduring partnerships in order to enhance regional security and promote peace, stability and prosperity in the Caribbean, Central and South American region.

U.S. Marine Corps Forces, South is the Marine Corps component to U.S. Southern Command, is responsible for planning exercises, operations, and overall Marine Corps support for the SOUTHCOM assigned area of responsibility.

“Increased focus on combat capabilities for new Danish patrol ships” –Naval News

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Flexible patrol ship scale model on Danske Patruljeskibe booth at DALO Industry Days 2024.

Naval News reports that the Danish Navy is now planning to increase the armament of a proposed class of up to six ice strengthened patrol vessels. The design has not been finalized, but they have decided the security situation demands additional installed weapon systems.

We talked about these ships earlier, Arctic Patrol Cutter, State of the Art–Revisited. Basically, they were expected to perform Coast Guard type missions around Greenland and into the Arctic, replacing the Thetis class patrol frigates.

The additions include Vertical Launch (missile) Systems (VLS).

“USCG Pacific Comments Latest Chinese Ramming of Philippine Coast Guard Vessel” –Naval News

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USCGC Waesche accompanies the PCG’s Melchora Aquino (sister ship of BRP Teresa Magbanua (MRRV-9701) during a search-and-rescue exercise in the South China Sea in July 2024. (USCG)

Naval News reports on the comments of Rear Admiral Andrew M. Sugimoto, Deputy Pacific Area Commander, about the US Coast Guard’s position regarding Chinese attempts to intimidate the Philippine Coast Guard. Read it. It is excellent reporting.

I will just note a couple of things.

What is this? I think it is a can opener, meaning this tactic was premeditated in the construction of this class.

China Coast Guard cutter 5205 was the same ship that used a laser against the Philippine Coast Guard in February 2023.

I would also note that while the Chinese cutter involved has both a 76mm gun and 30mm auto cannon, the 97-meter (317′) Japanese built Philippine cutter is armed with nothing larger than .50 caliber machine guns, so the China Coast Guard cutter could be confident, the Philippine cutter would not respond to the attack with gun fire.

The Philippine Cutter may have been marginally faster than the Chinese cutter, but she may have also been boxed in by other Chinese vessels on scene.

“Austal USA Cuts Steel on Yard’s First Offshore Patrol Cutter, First OPC Argus to Sail in Winter” -USNI

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Future USCGC Pickering (Image: Austal USA)

The US Naval Institute news service reports Austal has begun to cut steel for the future USCGC Pickering, the first of eleven Offshore Patrol Cutters contracted to be built by Austal if all options are exercised.

The first four OPCs (915-918) are being built by Eastern. Rear Admiral Campbell, Acquisitions Directorate (CG-9), went on to say of Argus (915) the first of the four, “Dock trails start probably in January and get underway in the early spring and the acceptance trails in [the] third quarter of [Fiscal Year 2025],”

It will be interesting to see if the fourth Eastern OPC (918) is actually delivered before the first Austal OPC (919).

Below is the Acquisitions Directorate’s news release about the event.

Aug. 30, 2024 —

Production begins for the Coast Guard’s fifth offshore patrol cutter

The Coast Guard joined Austal USA on Aug. 29 at the contractor’s facility located in Mobile, Alabama, to mark the start of production of the fifth Offshore Patrol Cutter (OPC), Coast Guard Cutter Pickering. Pickering is the first of up to 11 cutters that will be delivered to the Coast Guard through the Stage 2 contract with Austal USA and the fifth OPC to enter production.

Pickering is named after a Revenue Cutter of the same name, built in 1798. That vessel was named in honor of the second Secretary of War, Timothy Pickering. Pickering, who later served as Secretary of State before becoming a U.S. senator and member of the House of Representatives from Massachusetts, advocated for and oversaw the construction of the first frigates built to enforce tariff and trade laws and to prevent smuggling. The cutter is the third Coast Guard vessel to carry the Pickering name. In addition to the Revenue Cutter Pickering, the Coast Guard operated a concrete-hull floating base in the 1920s. The newest addition to the Pickering legacy is expected to be delivered to the Coast Guard in late 2027.

OPCs play an important role in addressing the Coast Guard’s long-term need for cutters that can deploy independently or part as a task group. The OPC will provide a capability bridge between the national security cutter, which patrols the open ocean in the most demanding maritime environments, and the fast response cutter, which serves closer to shore. The ships will feature state-of-the-market technology and will replace the service’s 270-foot and 210-foot medium endurance cutters, which are becoming increasingly expensive to maintain and operate. OPCs are a part of the Department of Homeland Security’s layered security strategy, performing a variety of missions such as responding to disasters, rescuing mariners, performing drug interdictions, uncovering smuggling activities and enforcing fisheries laws.

For more information, visit the Offshore Patrol Cutter Program page.

“Runaway costs and design delays: Are Coast Guard’s new icebreakers worth it?” –The Sandboxx

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Xue Long 2 on sea trials. Photo by PRIC.

The Sandboxx has a brief look at the problems the US has had in fielding replacement icebreakers.

What I think they leave out of the article is that while the Chinese seem to be planning heavy icebreakers including possibly nuclear-powered ones, the Chinese icebreakers built so far are nowhere near as powerful as Polar Star or the Polar Security Cutter. Mostly they have been ice capable research ships. Their only Chinese built medium ice breaker, Xue long-2, is smaller and a third less powerful than Healy. The three Chinese icebreakers currently in the Arctic include the much smaller 5,600-ton, 8,600 HP (6.4KW) Polar Class 6 Ji Di, smaller than the old Wind class icebreakers.

Aerial view of China’s icebreaker Ji Di berthing at the pier of Qingdao Olympic Sailing Center on July 3 in Qingdao, Shandong Province of China.
© Sun Qimeng/VCG via AP, “China and Russia to Expand Scientific Cooperation in Arctic: Report” –Newsweek

By some counts the US, and most notably Canada, have more icebreakers than China. All of China’s icebreaker construction is not directed at the Arctic. They also have interests in Antarctica (which I find more troubling), and they have ports that ice over requiring domestic icebreaking.

The Sandboxx also describes the 8,500 ton Project 23550 ice class patrol vessels as Russia’s “… first “combat icebreaker,” a small, agile, and armed-to-the-teeth escort ship with launchers installed for anti-ship and cruise missiles.” That is hyperbole. It has provision for placing two containers on the stern. Those containers could contain cruise missiles, but any ship that can mount containers in a position where the space above the container is unobstructed could have a similar capability. Other than being armed with containers, they are armed very much like a Coast Guard cutter. They have a single medium caliber gun, either 76mm or 100mm. They have no surface-to-air missile system other than perhaps man portable air defense systems (MANPADS) and no CIWS of any kind. Furthermore, they are not Russia’s first armed icebreaker. Russia has had armed icebreakers since at least WWII, including the Project 23550’s predecessors, the Ivan Susanin class, eight ships completed 1973 to 1982, four of which are still in service. I went aboard one of them in San Francisco, when they came to help celebrate the 200th anniversary of the beginning of the US Coast Guard.

It would not be too difficult for the US to build counterparts to the Project 23550s for the US Coast Guard or Navy, especially after the recent ICE Pact agreement with Canada and Finland. Ships don’t have to be as capable as the Polar Security Cutters to be useful. The Chinese are proving that.

Polar Star is Home–Finally

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Polar Star at Mare Island Dry Dock LLC undergoing the fourth phase of its five-year Service Life Extension Project. U.S. Coast Guard photo by Cmdr. Jeremy Courtade.

Below are two news releases, first one from Coast Guard News, the second from the Acquisitions Directorate (CG-9).

The Coast Guard has been working very hard to make sure that Polar Star can meet her annual commitment to open a path for resupply of the Antarctic Base at McMurdo, but it has to have been hard on the crew. They just completed the fourth phase of a five-part Service Life Extension Program (SLEP), but unlike the single phase SLEPs and MMAs we are seeing with the buoy tenders and medium endurance cutters at the Coast Guard Yard, here the crew stays aboard. After 138 days on the resupply mission, instead of returning to Seattle, their homeport, they went to Vallejo, California, where they spent about 140 days. Altogether, 285 days away from homeport, and over a one-year period, more days in Vallejo than in homeport.

Polar Star has only one more of these to go, but it looks like the Crew of USCGC Healy is going to go through the same 5-year SLEP cycle, where they will spend more time in Vallejo than in their homeport. This is just wrong. There are only two yards on the West Coast that can accommodate ships of this size. The Navy, with its huge presence, is a strong competitor for the use of the one in Seattle. By contrast the Bay Area has virtually no Navy presence. It is likely the Icebreakers will have to use the yard in Vallejo for almost all their drydocking. Maybe it is time to change their homeport to somewhere in the San Francisco Bay Area, maybe even Vallejo.

Improvements are planned for Base Seattle, largely on the assumption that the Polar Security Cutters (PSC) will be based there, but they can expect to run into the same problem. Given the greater size of the PSCs and the long-term probability the Navy presence in Seattle will remain large and may well increase, the problem is not going away. The dry dock in Vallejo was built to accommodate battleships. It is big enough.

U.S. Coast Guard Cutter Polar Star (WAGB 10) (left) sits moored next to U.S. Coast Guard Cutter Healy (WAGB 20) at Coast Guard Base Seattle, Aug. 25, 2024. The Polar Star and Healy are routinely deployed to Arctic and Antarctic locations to support science research or help resupply remote stations. (U.S. Coast Guard photo by Lt. Chris Butters)

Aug. 28, 2024

Coast Guard heavy icebreaker returns to Seattle following Antarctic deployment, months-long Service Life Extension Project in California

SEATTLE — The U.S. Coast Guard Cutter Polar Star (WAGB 10) and crew returned to Seattle, Sunday, after 285 days away from the cutter’s home port.

Following a 138-day deployment to Antarctica supporting Operation Deep Freeze 2024, the Polar Star reported directly to Mare Island Dry Dock (MIDD) LLC. in Vallejo, California, to commence the fourth phase of a five-year Service Life Extension Project (SLEP).

The work completed at MIDD is part of the in-service vessel sustainment program with the goal of recapitalizing targeted systems, including propulsion, communication, and machinery control systems, as well as effecting significant maintenance to extend the cutter’s service life.

Polar Star’s SLEP work is completed in phases to coordinate operational commitments such as the cutter’s annual Antarctic deployment. Phase four began on April 1, 2024, targeting three systems:

  • Boiler support systems were recapitalized, including the electrical control station that operates them.
  • The heating, ventilation and air conditioning (HVAC) system was refurbished through the overhaul of ventilation trunks, fans and heaters that supply the cutter’s berthing areas.
  • The flooding alarm system was redesigned, providing the ability to monitor machinery spaces for flooding from bow to stern.

Additional work not typically completed every dry dock included removing and installing the starboard propulsion shaft, servicing and inspecting both anchor windlasses, inspecting and repairing anchor chains and ground tackle, cleaning and inspecting all main propulsion motors and generators, installation of an isolation valve to prevent seawater intrusion into the sanitary system, and overhauling the fuel oil purifier.

Phase four of Polar Star’s SLEP took place over approximately 140 days and represented a total investment of $16.8 million. By replacing outdated and maintenance-intensive equipment, the Coast Guard will mitigate lost mission days caused by system failures and unplanned repairs. The contracted SLEP work items and recurring maintenance is taking place within a five-year, annually phased production schedule running from 2021 through 2025.

The Coast Guard is investing in a new fleet of polar security cutters (PSC) that will sustain the service’s capabilities to meet mission needs in both the Arctic and Antarctic regions. The SLEP allows Polar Star to continue providing access to the Polar regions until the PSCs are operational and assume the high latitude missions. Polar security cutters will enable the U.S. to maintain defense readiness in the Polar regions; enforce treaties and other laws needed to safeguard both industry and the environment; provide ports, waterways and coastal security; and provide logistical support – including vessel escort – to facilitate the movement of goods and personnel necessary to support scientific research, commerce, national security activities and maritime safety.

“Completing a dry dock availability is a positive milestone, and despite challenges due to being away from home port, our crew’s energy and resilience inspires me every day,” said Capt. Jeff Rasnake, Polar Star’s commanding officer. “The amount of time and effort put into Polar Star and its mission is truly remarkable. The dedication and teamwork displayed across all stakeholders exemplifies the Coast Guard’s flexibility and commitment to ensuring the continued success of Operation Deep Freeze as well as strengthened partnerships among nations invested in the Antarctic latitudes. I look forward to observing how this crew will continue to grow as a team and to discovering what we can accomplish together.”

Along with the rigorous maintenance schedule, Polar Star held a change of command ceremony on July 8, 2024, in Vallejo, where Rasnake relieved Capt. Keith Ropella as the cutter’s commanding officer. Rasnake served as the deputy director for financial management procurement services modernization and previously served as Polar Star’s executive officer. Ropella transferred to the office of cutter forces where he will oversee the management of the operational requirements for the cutter fleet and develop solutions for emerging challenges facing the afloat community.

Polar Star is the Coast Guard’s only active heavy polar icebreaker and is the United States’ only asset capable of providing year-round access to both polar regions.

Commissioned in 1976, the cutter is 399 feet, weighing 13,500 tons with a 34-foot draft. Despite reaching nearly 50 years of age, Polar Star remains the world’s most powerful non-nuclear icebreaker with the ability to produce up to 75,000 horsepower. Polar Star’s SLEP is important to the survival of the Antarctic mission and crucial to the well-being and success of Polar Star and crew during these long missions.

Aug. 30, 2024 —

Coast Guard completes fourth phase of service life extension work on Polar Star

Coast Guard Cutter Polar Star completed the fourth phase of its five-year Service Life Extension Project (SLEP) at the Mare Island Dry Dock LLC in Vallejo, California. The cutter departed the San Francisco Bay Area on August 22, for its homeport in Seattle.

The SLEP, a key initiative within the Coast Guard’s In-Service Vessel Sustainment (ISVS) Program, aims to extend the service life of the Polar Star by modernizing targeted systems, including propulsion, communication, and machinery control systems. Concurrent with the SLEP work, crews conducted significant maintenance efforts to ensure the cutter remains capable of operating within some of the most extreme environmental conditions on earth.

SLEP work on the Polar Star is conducted in phases to align with the cutter’s operational commitments, such as the cutter’s annual Antarctic deployment. Phase four began on April 1, 2024, focusing on the following systems:

  • Heating, ventilation and air conditioning systems were refurbished with ventilation trunks, fans and heaters to improve air circulation and maintain comfortable living environment for the ship’s crew during extended deployments.
  • Boiler support systems were recapitalized, including the electrical control station that operates them to generate reliable heating and steam supply to the water maker.
  • The flooding alarm system was redesigned to enable the crew’s ability to monitor the ship’s machinery spaces for flooding from bow to stern.

Additional work completed during this phase, beyond routine dry dock maintenance, was critical to ensuring the Polar Star’s operational readiness. This included significant overhauls and inspections of key propulsion and anchoring systems that are essential for the cutter’s operational performance.

Kenneth King, Program Manager for the ISVS Program, commented on the milestone, saying, “I am tremendously proud of the joint In-Service Vessel Sustainment Program, the Long Range Enforcer Product Line team and their significant efforts in completing Phase 4. Our dedicated professionals continue to exemplify our service’s core values to ensure Polar Star meets its multifaced missions in the polar regions until the arrival of the Polar Security Cutter Fleet.”

For more information: In-Service Vessel Sustainment Program page and Polar Security Cutter Program page.

“Coast Guard Cutter Campbell returns home following 73-day patrol in Windward Passage” –CG News

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USCGC Campbell (WMEC-909)

Below is a news release from Coast Guard News,

I found this paragraph interesting and encouraging.

While deployed, Campbell served in the lead role as commander, task unit for multiple assets operating in the Windward Passage and coordinated the employment of Coast Guard Cutters Venturous (WMEC 625), Isaac Mayo (WPC 1112), Joseph Napier (WPC 1115) and Robert Yered (WPC 1104).

It is making good use of the talent on scene rather than attempting to coordinate everything from the district.

Aug. 29, 2024

NEWPORT, R.I. — The crew of the Coast Guard Cutter Campbell (WMEC 909) returned to their home port in Newport, Wednesday, following a 73-day migrant interdiction patrol in the Windward Passage.

Campbell deployed in support of Homeland Security Task Force – Southeast (HSTF-SE) and Operation Vigilant Sentry (OVS) while underway in the Seventh Coast Guard District’s area of responsibility. During patrol, Campbell’s crew conducted maritime safety and security missions while working to detect, deter and intercept unsafe and illegal maritime migration ventures bound for the United States.

While deployed, Campbell served in the lead role as commander, task unit for multiple assets operating in the Windward Passage and coordinated the employment of Coast Guard Cutters Venturous (WMEC 625), Isaac Mayo (WPC 1112), Joseph Napier (WPC 1115) and Robert Yered (WPC 1104).

During the patrol, Campbell’s crew cared for and repatriated 11 Haitian migrants. In addition, the combined presence of U.S. Coast Guard assets in the Windward Passage supported the interdiction and deterrence of 643 migrants throughout Campbell’s deployment.

“I am continuously impressed by the professionalism and work ethic demonstrated by the many other U.S. Coast Guard crews on cutters and aircraft that are constantly operating in the Windward Passage,” said Cmdr. Jonathan Harris, commanding officer of Campbell. “Teamwork is one of our greatest strengths on Campbell, and that was a key factor in preventing unsafe migrant ventures on board overcrowded vessels in these waters.”

To ensure operational readiness for this mission, the crew of Campbell trained extensively while underway with Coast Guard Air Station Clearwater and Coast Guard Air Station Cape Cod. Campbell conducted bow hoisting, flight deck hoisting, helicopter launches and landings. These exercises were aimed at preparing for medical emergencies and improving response times when working with aviation assets.

HSTF-SE serves as the Department of Homeland Security lead for operational and tactical planning, command and control, and acts as a standing organization to interdict unlawful maritime migration attempts with federal, state and local partners. HSTF-SE continues to enhance enforcement efforts in support of OVS, which is the 2004 DHS plan to respond to mass maritime migration in the Caribbean Sea and the Florida Straits.

Campbell is a 270-foot, Famous-class medium endurance cutter. The cutter’s primary missions are counter-narcotics operations, migrant interdiction, living marine resources protection, and search and rescue in support of U.S. Coast Guard operations throughout the Western Hemisphere.

For more information on how to join the U.S. Coast Guard, visit GoCoastGuard.com to learn about active duty, reserve, officer, and enlisted opportunities. Information on how to apply to the U.S. Coast Guard Academy can be found here.

For more, follow us on Facebook, Instagram and X.

Atlantic Area Cutter Back in the Eastern Pacific Drug Transit Zone

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The crew of Coast Guard Cutter Escanaba (WMEC 907) poses for a group photo on the cutter’s flight deck during a contraband offload, Aug. 23, 2024, alongside select personnel from Coast Guard Cutters Spencer (WMEC 905), Legare (WMEC 912), Coast Guard Helicopter Interdiction Tactical Squadron, Pacific Area Tactical Law Enforcement Team, and Coast Guard Atlantic Area Command while moored to the pier in Fort Lauderdale, Florida. Escanaba conducted a 46-day counter-drug patrol in the Eastern Pacific Ocean. (U.S. Coast Guard photo by Petty Officer 2nd Class Brandon Hillard)

Below is a news release from Coast Guard News.

Two things of note in what would normally be a routine report:

First, despite the fact that most Atlantic Area cutters are closer to the Eastern Pacific drug transit zone than those based on the West coast, recently they have been too busy with migrant interdiction to do drug enforcement in the Pacific. This patrol marks a return to previous practice of having LANTAREA cutters, as well as those from the Pacific Area, working the drug problem in the Pacific.

Second, reading the caption of the photo above, you may note that the crew included “...select personnel from Coast Guard Cutters Spencer (WMEC 905), Legare (WMEC 912)…” Spencer and Legare are at the Coast Guard yard as the first and second of six Bear class WMEC270s that will receive full Service Life Extension Program (SLEP) upgrades.  The crews are reassigned after the ships enter SLEP, so it appears some were temporarily assigned to Escanaba to make up for shortfalls in the crew. The shortfalls may have been exacerbated because the patrol was over the summer transfer season.

 Aug. 29, 2024

Coast Guard Cutter Escanaba completes 46-day counter-drug patrol in Eastern Pacific Ocean

PORTSMOUTH, Va. — The crew of the Coast Guard Cutter Escanaba (WMEC 907) returned home to Portsmouth, Wednesday, following a 46-day counter-drug patrol in the Eastern Pacific Ocean.

While deployed, crew members supported the Coast Guard Eleventh District, headquartered in Alameda, California, and Joint Interagency Task Force – South, headquartered in Key West, Florida.

During the patrol, Escanaba’s crew disrupted illegal narcotics smuggling, interdicting 3,408 pounds of cocaine and 4,418 pounds of marijuana valued at nearly $50 million during two separate interdictions. The drugs were offloaded in Port Everglades, Florida on Aug. 23. Additional information about Escanaba’s drug offload, including photos and video, can be found here.

Escanaba’s drug seizures contributed directly to furthering Coast Guard objectives to combat transnational criminal organizations and enhance regional stability and security.

While at sea, Escanaba’s crew was assisted by members of Helicopter Interdiction Tactical Squadron (HITRON), based in Jacksonville, Florida and members of Tactical Law Enforcement Team (TACLET) Pacific – Law Enforcement Detachment (LEDET) 107, based in San Diego, California.

HITRON crew members delivered air support for the use of force and enhanced long-range detection capabilities while deployed aboard Escanaba. The TACLET Pacific LEDET supplied skilled boarding personnel critical for mission execution and served as a force multiplier for other law enforcement activities.

“The crew of Escanaba and our shipmates from HITRON and TACLET are to be commended for executing a demanding mission with professionalism and precision,” said Cmdr. Jared Silverman, commanding officer of Escanaba. “In concert with the Coast Guard’s partner agencies and with support from Joint Interagency Task Force – South, the accomplishments of Escanaba serve as a reminder of how vital this mission is.”

Escanaba is a 270-foot, Famous-class medium-endurance cutter homeported in Portsmouth, Virginia. The cutter’s primary duties are counter-narcotics operations, migrant interdiction, living marine resources protection, and search and rescue in support of U.S. Coast Guard operations throughout the Western Hemisphere.

For information on how to join the U.S. Coast Guard, visit GoCoastGuard.com to learn about active duty, reserve, officer, and enlisted opportunities. Information on how to apply to the U.S. Coast Guard Academy can be found here.

For more, follow us on Facebook, Instagram and X.

Another APKWS Based System, “EAGLS: US Army gets new anti-drone systems featuring laser-guided 70mm rockets” –Interesting Engineering

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Mooresville, NC, July 22, 2024 – MSI Defense Solutions has delivered the first 70mm centric Counter-UAS system acquired by the Department of Defense for use by the United States Army. Through the Rapid Acquisition Authority (RAA), MSI was awarded a contract for six EAGLS™ (Electronic Advanced Ground Launcher System) counter-UAS systems, including associated engineering and maintenance support. The contract was awarded by Naval Air Systems Command (NAVAIR) to support forward deployed forces facing emerging and persistent Uncrewed Aerial Systems (UAS) threats.

Interesting Engineering reports,

The US Army has received the six MSI Defense Solutions’ (MSI) Electronic Advanced Ground Launcher Systems (EAGLS) to improve its counter-drone capabilities.

In April, the US Army’s Naval Air Systems Command (NAVAIR) announced the order for a firm-fixed-price contract with MSI with a not-to-exceed value of $24,186,464.

Aside from the fact that the Naval Air Systems Command (NAVAIR) does not belong to the US Army, there is good information here, about systems that might find their way onto US Coast Guard assets. (Anything that can be mounted on a road going 4×4 vehicle can be mounted on a ship, and I think we have, or should have, a counter UAS capability requirement.)

USCGC Charles Moulthrope (WPC-1141) prior to departure for PATFORSWA.

Those radars on top of the truck cab may look familiar.

The purchase seems to show confidence that APKWS can be used effectively against Unmanned Air Systems. The more modest Vampire system is already being used in Ukraine.

A close-up of the modified CROWS II fitted with the LAND-LGR4 launcher and the added sensor or other system (silver/gray rather than tan). US Army

APKWS, like most 70mm guided rocket systems, is a modification of the Hydra 70mm (2.75″) unguided rocket, which is available with a variety of warheads and fuses, including a proximity fuse.

The system can do more than just counter UAS. This is a system we could put any cutter, WPB size and up, and have most of the effective range and hitting power of a 76mm and at three times the effective range of a 25mm Mk38 Mod2/3 with minimal footprint and support requirements.

“Coast Guard Cutter Harriet Lane returns home following 68-day Operation Blue Pacific Patrol in Oceania” and More On Her SLEP

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U.S. Coast Guard Cutter Harriet Lane. (U.S. Coast Guard photo by Senior Chief Petty Officer Charly Tautfest)

Below is a Coast Guard news release.

These Pacific deployments are starting to become routine, but Harriet Lane only arrived in their new homeport, Pearl Harbor, December 13, 2023, and completed her first Pacific patrol April 9, 2024.

Over the last two days I was able to talk to the leadership at the Coast Guard Yard. There will be more about that later, but there was some discussion about the Harriet Lane. She was intended to be the second prototype WMEC270 Service Life Extension Program (SLEP) prototype, with electronic and electrical services improvements and replacement of the gun and fire control with the 25mm Mk38, but while in the yard they learned that the ship would change homeport, to somewhere in the Pacific. This prompted additional improvements in habitability and environmental controls, 57 additional work items in total. Despite the expanded scope of work, she was delivered on time.

The rationale for the removal of the 76mm and Mk92 fire control system was that the Navy was no longer supporting either system. The systems were becoming unsupportable. Nevertheless, looks like we will have 76mm and Mk92 on WMEC270s until 2035 unless they also decide to remove the systems from 270s that will not go through SLEP. (That is a question I probably should have asked.) Meanwhile the Coast Guard Yard has a 76mm support facility that does work for foreign services as well as the US Coast Guard. (Removal of these systems would also reduce manning requirements.)

L3 Harris Mk20 mod1 Electro Optic Sensor System. (Picture source Navy Recognition)

If the Mk92 is the real problem, it might be replaced by the L3 Harris Mk20 electro-optic system, also used on the NSC and OPC. The Mk20 could provide better anti-surface fire control than the Mk38 Mod3’s on mount systems. It would also provide an additional search sensor.

Aug. 26, 2024

Editors’ Note: Click here to download video.

HONOLULU – The crew of Coast Guard Cutter Harriet Lane (WMEC 903) returned to Honolulu Friday following a 68-day patrol in support of Coast Guard District Fourteen’s Operation Blue Pacific in Oceania.

The Harriet Lane crew departed Joint Base Pearl Harbor-Hickam in June and traveled more than 13,400 nautical miles spanning from the Hawaiian Islands to Tonga. Patrolling in support of Operation Blue Pacific, the cutter’s crew worked alongside Pacific Island Countries to forge and advance relationships with like-minded allies and partners who share a common vision for maritime governance.

The crew’s efforts included enhancing maritime domain awareness, combatting illegal fishing activities across Oceania, and participating in exercises to bolster partner capacity and interoperability. Leveraging bilateral maritime law enforcement agreements with Tuvalu, Tonga, Samoa and the Cook Islands, the Harriet Lane crew conducted six boardings alongside Pacific Island partners in their respective exclusive economic zones (EEZs). Additionally, Harriet Lane law enforcement teams conducted four fishery boardings on the high seas in concert with the Western and Central Pacific Fisheries Commission.

During Harriet Lane’s patrol, the crew made port calls in Tonga, American Samoa, Samoa, the Cook Islands and French Polynesia. While offshore Niue, the Harriet Lane crew hosted key leaders for a maritime roundtable discussion, offered local high students a tour of the cutter, and sent personnel ashore to assist with community service endeavors.

While transiting home, the Harriet Lane crew conducted the medevac of a 53-year-old fishing vessel crewman experiencing stroke-like symptoms approximately 480 miles offshore Oahu.

“This patrol was another resounding success for the crew of Harriet Lane and reinforces the Coast Guard’s commitment to delivering as a trusted partner across Oceania,” said Cmdr. Nicole Tesoniero, commanding officer, Cutter Harriet Lane. “This patrol took us to the far reaches of the South Pacific that most crew could have never dreamed of seeing and they continue to serve as model ambassadors for our unique mission set. In the final days of our patrol, Harriet Lane answered the call to render aid to a local fisherman in need of medical assistance nearly 500 miles from Oahu. While every aspect of this mission is incredibly rewarding, the knowledge that we were able to assist a member of the local community in a moment of need truly resonated with the crew. I am proud of their tremendous commitment to operational success and look forward to watching Harriet Lane’s impact continue to grow.”

Commissioned in 1984, Cutter Harriet Lane is a 270-foot medium endurance cutter homeported in Honolulu to support Coast Guard missions in the Pacific region. The service’s medium endurance cutter fleet supports a variety of Coast Guard missions including search and rescue, law enforcement, maritime defense, and protection of the marine environment.