Arctic ice breakers and US Coast Guard updates

[morganism]

Coast Guard Polar Security Cutter (Polar Icebreaker) Program: Background and Issues for
Congress

Summary
Required number of polar icebreakers. A 2023 Coast Guard fleet mix analysis concluded that
the service will require a total of eight to nine polar icebreakers, including four to five heavy
polar icebreakers and four to five medium polar icebreakers, to perform its polar (i.e., Arctic and
Antarctic) missions in coming years.

Current operational polar icebreaker fleet.

The operational U.S. polar icebreaking fleet currently consists of one heavy polar icebreaker, Polar Star, and one medium polar icebreaker, Healy. A second Coast Guard heavy polar icebreaker, Polar Sea. Polar Sea, suffered an engine casualty in June 2010 and has been nonoperational since then. Polar Star and Polar Sea entered service in 1976 and 1977, respectively, and are now well beyond their originally intended 30-year service lives. The Coast Guard plans to extend Polar Star’s service life until the delivery of at least the second Polar Security Cutter (PSC; see next paragraph).

Polar Security Cutter (PSC).
The Coast Guard Polar Security Cutter (PSC) program aims to acquire four or five new PSCs (i.e., heavy polar icebreakers), to be followed at some later point by the acquisition of new Arctic Security Cutters (ASCs) (i.e., medium polar icebreakers).
The Coast Guard in 2021 estimated PSC procurement costs in then-year dollars as $1,297 million (i.e., about $1.3 billion) for the first ship, $921 million for the second ship, and $1,017 million (i.e., about $1.0 billion) for the third ship, for a combined estimated cost of $3,235 million (i.e., about $3.2 billion). The PSC program has received a total of about $1,731.8 million in procurement funding through FY2024. The Coast Guard’s proposed FY2025 budget requests no procurement funding for the PSC program. One oversight issue concerns the accuracy of the PSC’s estimatedprocurement cost, given the PSC’s size and internal complexity as well as cost growth in other Navy and Coast Guard shipbuilding programs. If substantial cost growth occurs in the PSC
program, it could raise a question regarding whether to grant some form of contract relief to the
PSC shipbuilder. Another oversight issue concerns the delivery date for the first PSC: the Coast
Guard originally aimed to have the first PSC delivered in 2024, but the ship’s estimated delivery
date has been delayed repeatedly and may now occur no earlier than 2029.

Commercially available polar icebreaker (CAPI).
The Coast Guard’s proposed FY2024 budget requested, and the FY2024 Department of Homeland Security (DHS) Appropriations Act (Division C of H.R. 2882/P.L. 118-47 of March 23, 2024) provided, $125.0 million in procurement funding for the purchase of an existing commercially available polar icebreaker (CAPI) that would be modified to become a Coast Guard medium polar icebreaker. The ship the Coast Guard intends to purchase and modify is Aiviq, a U.S.-registered ship that was originally built to serve as an Arctic oil-exploration support ship, and which has an icebreaking capability sufficient for the ship to serve following modification as a Coast Guard medium polar icebreaker. The Coast Guard’s proposed FY2025 budget requests no procurement funding for the CAPI program.
The Coast Guard’s FY2025 Unfunded Priorities List (UPL) includes an item for $25.0
million in procurement funding for the ship.

Great Lakes icebreaker (GLIB). The Coast Guard’s FY2024 budget initiated a program for
procuring a new Great Lakes icebreaker (GLIB) that would have capabilities similar to those of
Mackinaw, the Coast Guard’s existing heavy GLIB. The FY2024 DHS Appropriations Act
(Division C of H.R. 2882/P.L. 118-47 of March 23, 2024) provided $20.0 million in procurement
funding for the GLIB program. The Coast Guard’s proposed FY2025 budget requests no
procurement funding for the program. The Coast Guard’s FY2025 UPL includes an item for $25.0
million in procurement funding for the program.
(more)

https://crsreports.congress.gov/product/pdf/RL/RL34391



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Coast Guard Cutter Procurement:  Background and Issues for Congress

https://crsreports.congress.gov/product/pdf/R/R42567

[morganism]

(x-post from the politics thread. No specifics in the report, tho does mention faster than expected warming effects on permafrost and coastal erosion)

(...)

It builds upon guidance laid out in the 2022 National Security Strategy and 2022 National Defense Strategy and is part of DODs effort to implement the 2022 National Strategy for the Arctic Region.

"This strategy is very action oriented, which distinguishes it from previous Arctic Strategies" Deputy Assistant Secretary for Arctic & Global Resilience Iris Ferguson said. "We unpack where we need to sustain our investments, especially in critical capabilities. What do we have to see? How do we communicate? Do we have the right equipment to operate in the region? My office exists to champion these capabilities, which are vital to the successful implementation of our strategy."

The Arctic region is undergoing rapid change, both strategically and physically. The People's Republic of China (PRC), which remains DOD's pacing challenge, seeks increasing access and influence in the Arctic, while Russia remains an acute threat in the region despite its losses in Ukraine. Increasingly, these two competitors are collaborating in the Arctic with implications for the security of the United States and our Allies and partners. At the same time, Finland and Sweden's historic decision to join NATO brings all like-minded Arctic states into the NATO Alliance and presents new opportunities for collaboration and cooperation. All of this is underscored by the impact of climate change on the Arctic, which is warming at least three times faster than the rest of the world and increasingly opening to more human activity.

To address this dynamic security environment, DOD will adopt a "monitor-and-respond" approach to the Arctic, supported by robust domain awareness cooperation with our highly capable Allies and partners, and underpinned by the deterrent value of DOD's ability to deploy the Joint Force globally at the time and place of our choosing. The ways DOD will execute this approach are grouped into three main lines of effort:

    DOD will enhance its capabilities to campaign in the Arctic especially its domain awareness, communications, and intelligence, surveillance, and reconnaissance capabilities.
   
DOD will engage with Allies and partners to uphold defense and deterrence in the Arctic, build interoperability, and increase its understanding of how to operate in the region.

    DOD will exercise calibrated presence in the Arctic by regularly training in the region and conducting routine operations critical to upholding deterrence and homeland defense.

You can read the full strategy on the DoD website here.

https://media.defense.gov/2024/Jul/22/2003507411/-1/-1/0/DOD-ARCTIC-STRATEGY-2024.PDF

[morganism]

Op-Ed: Senator Kelly Throws U.S. Maritime Industry a Lifeline — Let’s Seize It

https://gcaptain.com/op-ed-senator-kelly-throws-u-s-maritime-industry-a-lifeline-lets-seize-it/

....

Senators Kelly and Rubio, Representatives Waltz and Garamendi Release National Maritime Strategy Report

https://www.kelly.senate.gov/newsroom/press-releases/senators-kelly-and-rubio-representatives-waltz-and-garamendi-release-national-maritime-strategy-report/

Today, Senator and 25-year Navy combat veteran Mark Kelly (D-AZ) and Representative and combat-decorated Green Beret Mike Waltz (R-FL-6), along with Senator Marco Rubio (R-FL) and Representative John Garamendi (D-CA-8), released the bipartisan report entitled “Congressional Guidance for a National Maritime Strategy” that provides a comprehensive vision for planning guidance, strategic objectives, and actionable steps to revitalize the nation’s maritime sector. 

The legislators believe that, in an era of great power competition, aging infrastructure, and the threat of high intensity war, Congress must adopt a maritime strategy vital to U.S. national security and the world. Unfortunately, despite calls from Congress for the last decade, such a comprehensive strategy has yet to be produced.   

“After decades of neglect, revitalizing the American maritime industry will supercharge our economy and strengthen our national security,” said Sen. Kelly, a U.S. Merchant Marine Academy graduate and Navy veteran. “Our bipartisan report provides a roadmap for the administration and Congress to work together to rebuild our shipbuilding sector and fortify the U.S.-flag fleet. It won’t be easy, but America has always been a maritime nation—and the stakes are too high for us to fail.”

....

CONGRESSIONAL GUIDANCE FOR A NATIONAL MARITIME STRATEGY

https://www.kelly.senate.gov/wp-content/uploads/2024/05/Congressional-Guidance-for-a-National-Maritime-Strategy.pdf

[morganism]

Finnish firm eyes opportunity from Biden’s decision to replace Chinese port cranes

In February this year, president Joe Biden signed an executive order setting in place a plan to replace the nation’s Chinese-built port cranes over concerns they could be fitted with spy devices. Biden has earmarked $20bn over the next five years to get Chinese cranes replaced.

The world’s largest port crane manufacturer, Shanghai Zhenhua Heavy Industries (ZPMC), has repeatedly denied claims from US politicians that its equipment poses a cybersecurity threat. Nevertheless, the Biden administration is determined to push forward with its crane replacement programme.

Konecranes has announced it is establishing a network of partners to build a full range of port cranes in the US, joining Japan’s Mitsui in building cranes on American soil.

The network developed by Konecranes is comprised of US steel structure providers and subcontractors to satisfy domestic manufacturing criteria including ‘Build America Buy America’.

Konecranes is now able to manufacture a full range of domestic manufacturing-compliant port cranes in the US including ship-to-shore cranes

Analysts at Alphaliner, a container shipping consultancy, believe that the US government’s initial aim to replace all Chinese-made cranes in the country’s ports by newbuilt cranes within a fairly short period appears unrealistic.

“Potentially, the new legislation could be watered down after the presidential elections, so that Chinese-made equipment must be replaced at the end of its economic lifetime, which could be around 2040 for some of the recently-installed cranes,” Alphaliner suggested in its latest weekly report.

https://splash247.com/finnish-firm-eyes-opportunity-from-bidens-decision-to-replace-chinese-port-cranes/

[morganism]

Arctic glaciers serve as namesake for 2 future coast guard vessels
Surveillance ships part of Canada's plan to strengthen its Arctic presence

A ceremonial good-luck coin has been welded into the keel of one of the Canadian Coast Guard's two future Arctic and offshore patrol ships — both of which will be named after glaciers.

The names of the CCGS Donjek Glacier and the CCGS Sermilik Glacier were announced Wednesday at Halifax's Irving Shipbuilding, where the keel of the Donjek Glacier is already complete.

The Donjek Glacier is named after a glacier in Yukon's Kluane National Park. The Sermilik Glacier's namesake is found in Nunavut's Sirmilik National Park — and its name is an Inuktitut word meaning "place of glaciers."

Once fully built, the primary purpose of these two ships will be to support fisheries enforcement and surveillance missions along Canada's East Coast.

As a secondary function, the ice-ready ships will be able to both assist in search-and-rescue missions and icebreaking operations and also strengthen Canada's position in the Arctic, Dartmouth-Cole Harbour MP Darren Fisher said at the unveiling.

"We want to ensure that the Canadian Coast Guard has everything they need to protect Canada's marine environment while ensuring our country's sovereignty by maintaining a strong presence in our water, especially in the Arctic," Fisher said.

The two vessels are being built as part of the country's national shipbuilding strategy. The contract was first announced in May 2019 and construction of the Donjek Glacier began in August 2023.

The ships will replace two of five similar patrol vessels in the Canadian Coast Guard's fleet.

As of the end of 2023, more than $26.5 billion in total contracts had been awarded under the strategy.
Broader emphasis on Arctic security

Canada has been putting greater emphasis on Arctic security.

Earlier this month at the NATO summit in Washington, Canada announced a pact with the United States and Finland to build icebreakers for the region.

Russia has 40 icebreakers, with more in production, and China considers itself a "near Arctic power."

Also at the NATO summit, Defence Minister Bill Blair said that Canada is taking the first steps to procure up to 12 conventionally powered, under-ice submarines to replace the aging Victoria-class fleet.

Following the release of the defence policy update in the spring, both Blair and Prime Minister Justin Trudeau indicated it's a matter of when Canada begins buying new submarines — not if.

The Canadian government also confirmed its purchase of a strategically located 21,000-square-foot aircraft hangar in Inuvik, N.W.T., earlier this month for $8.6 million.

The move received praise from northerners and security experts after foreign buyers showed interest in the hangar.

As reported by CBC in June, Canada is in talks with Germany and Norway for a trilateral security pact focused on the North Atlantic and Arctic waters. As part of these talks, Canada has been invited to join a submarine procurement program involving the two other friendly nations.

The German-Norwegian partnership is expected to begin delivering boats in 2026, but that date remains in flux.

https://www.cbc.ca/news/politics/coast-guard-ship-naming-halifax-arctic-1.7281053?cmp=rss

[kassy]

Naming ice breakers after glaciers is just bad taste.

[morganism]

Congressional Report Details New Delays and Cost Overruns for Coast Guard

The bad news for the U.S. Coast Guard’s Polar Security Cutter program keeps on coming. A new Congressional Budget Office (CBO) report details further cost overruns and delays for the program originally authorized in 2019.

Most significantly, little progress has been made on finalizing the vessel’s design over the past several years. According to the CBO as of July 2024 the vessel’s design remains at only 59 percent complete, even less than the 67 percent the Government Accountability Office reported in May of this year.

Progress on the vessel’s functional and traditional design has seen progress at a glacial pace over the past three years, with maturity continuing to hover around the 50 percent mark.

Despite this lack of progress Coast Guard leadership continues to express confidence that construction on the first PSC, tentatively named Polar Sentinel, will begin before the end of the year. The GAO warned that beginning construction before reaching 100% design maturity increases program risks and may lead to delays down the line.

The new CBO report estimates cost overruns for the procurement of three PSC at $5.1 billion, 60 percent above the Coast Guard latest estimates. The increase comes in part due to the late-stage design changes increasing the vessel’s size by 40 percent from 13,000 tons to 18,000 tons; a cost addition the Coast Guard has not fully taken into account the report explains.

Lifetime costs for operation and mission support will total $12.4 billion between 2029 and 2063.  If the USCG were to acquire additional vessels – the service says it may need up to five heavy icebreakers – costs would nearly double to $21.2 billion. The Coast Guard’s budget for FY 2025 stands at $13.8 billion.

In order to have a continuous 2.5 icebreaker-presence the Coast Guard estimates it will require an eight or nine-ship fleet when factoring in maintenance.

Both existing icebreakers, Healy and Polar Star, are out of service this summer following an onboard fire and scheduled dry dock time, leaving the U.S. without surface vessel presence in the Arctic.

The timeline for service entry of Polar Sentinel has now slipped into 2029 the CBO report details, a full 10 years after the contract was awarded.

In contrast, it took only 5 years from authorization to commissioning of the Coast Guard’s last heavy icebreaker from 1971 to 1976.

The delays are a symptom of naval construction in the U.S. generally, the report states.

“The shipyards that built the Polar Star and the Healy have closed, and no existing shipyard in the United States has built a heavy polar icebreaker since before 1970.”

Yards face difficulties hiring new qualified workers and retaining the existing workforce.

“A generation of longtime senior shipyard workers have retired or will soon be retiring. As a result, the workforces in many of those yards are, overall, less experienced than they were in the past,” the CBO concludes.

https://gcaptain.com/congressional-report-details-new-delays-and-cost-overruns-for-coast-guard-icebreaker/

...

https://invidious.poast.org/watch?v=iCsit-HWu48

[morganism]

U.S. Coast Guard Has A Working Heavy Icebreaker Again

USCGC Polar Star returns to service amid a glaring U.S. icebreaker capacity gap that was made worse by a recent fire.

The U.S. Coast Guard’s heavy icebreaker USCGC Polar Star has returned to its home port of Seattle, Washington, after a major service life-extending overhaul – and not a moment too soon. The medium icebreaker USCGC Healy, the service’s only other icebreaker available for operations in the Arctic and Antarctica, also sailed back into Seattle earlier this month after suffering a fire that forced its crew to abandon a planned deployment to the High North. You can read more about that incident, which shined a glaring light on the inadequacy of the Coast Guard’s icebreaker fleets, in the War Zone‘s previous reporting here.

Polar Star sailed back into Seattle on August 25 following the completion of the fourth phase of a Service Life Extension Project (SLEP) at Mare Island Dry Dock (MIDD) in Vallejo, California. The ship was away from home for 285 days, of which around 140 days were actually spent on the overhaul. The SLEP has been ongoing in this incremental way since 2021 and is set to keep the ship, which first entered service in 1976, operational at least through next year.

As part of phase four of the SLEP “boiler support systems were recapitalized, including the electrical control station that operates them,” and “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,” according to a release the Coast Guard put out yesterday. “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,” the release adds.
(more)
https://www.twz.com/news-features/u-s-coast-guard-has-a-working-heavy-icebreaker-again