More info on the new class of three planned Coast Guard Polar Security Cutters has bubbled up.
In short, they will be big boys, at 460-feet long and 33,000-tons. For reference, the Coast Guard’s current 50-year-old icebreaker, USCGC Polar Star (WAGB-10), is 399-feet long and weighs in at comparatively paltry 13,800-tons.
However, the Polar Sea is a bruiser, packing 75,000 shaft horsepower in her CODAG plant. This allows her to crush up to 21 feet of ice by backing and ramming and cruise through 6-feet of pack at a continuous 3 knots. According to a statement released this week, the new PSC’s will have 42,500 shp but will still meet an 8-foot mark on ice-busting.
Of note, the Coast Guard’s single medium icebreaker, the 11,000-ton Healy can crack ice up to 10 feet thick.
More from VTH in Moss Point:
As you can see, the design is based on Finnish and German tech that is being used on the (under construction) German research breaker Polarstern II, which is about the same size.
The plan for Polarstern II is a good starting point as that ship includes:
-Maximum 130 persons on board.
-44 person crew living in single and double rooms.
-Normal cruises up to 60 scientists.
-Safety equipment (lifeboats) on each side 100%.
-80 places for 20” Containers (laboratories and storage).
-Seakeeping stabilizer suitable for the transit cruises and station operation.
-Helicopter Deck and Hangar for 2-3 Helicopters.
In short, these big breakers, larger than the planned German ship, could potentially carry a light company-sized landing force with a couple of helicopters.
Currently, the USCG’s cutters just carry a small arms locker with the capability to mount a couple of M2 .50-cals if absolutely needed. The penguins and polar bears have not put up much of a fight in recent years.
That could be changing.
Changes from the design to make the Coast Guard’s new vessel capable of fighting are still being decided. However, according to the USNI, “The ship’s combat system will be derived from the Aegis Combat System, and the Coast Guard is still mulling over the weapons loadout, [USCG Adm.] Schultz told reporters on Wednesday.”
In 2017, Coast Guard Commandant Paul Zukunft said the new icebreakers would be fully weaponized to include canister launched anti-ship missiles.
“We need to look differently at what an icebreaker does… We need to reserve space, weight, and power if we need to strap a cruise missile package on it… U.S. presence in the Arctic is necessary for more than just power projection; it’s a matter of national security… If they remain unchecked, the Russians will extend their sphere of influence to over five million square miles of Arctic ice and water.”
Things could get interesting.
Seattle saw the reappearance of “Building 10,” the common designation of the U.S. Coast Guard Cutter Polar Star (WAGB-10), as she returned this week to her homeport after an epic 105-day deployment to Antarctica in support of Operation Deep Freeze, the 63rd year for the annual mission to supply McMurdo Station in Antarctica.
As the vessel is 43-years-young and has seen lots of hard service (she rams icebergs on purpose) things did not go as planned along the 11,200-mile sortie.
From the Coast Guard:
During the transit to Antarctica, one of the ship’s electrical systems began to smoke, causing damage to wiring in an electrical switchboard, and one of the ship’s two evaporators used to make drinkable water failed. The electrical switchboard was repaired by the crew, and the ship’s evaporator was repaired after parts were received during a port call in Wellington, New Zealand.
The impact from ice operations ruptured the cutter’s centerline shaft seal, allowing water to flood into the ship. Ice breaking operations ceased so embarked Coast Guard and Navy Divers could enter the water to apply a patch outside the hull so Polar Star’s engineers could repair the seal from inside the ship. The engineers donned dry suits and diver’s gloves to enter the 30-degree water of the still slowly flooding bilge to effect the vital repairs. They used special tools fabricated onboard to fix the leaking shaft seal and resume ice breaking operations.
The Polar Star also experienced ship-wide power outages while breaking ice in McMurdo Sound. Crew members spent nine hours shutting down the ship’s power plant and rebooting the electrical system in order to remedy the outages.
On Feb. 10, the crew spent nearly two hours extinguishing a fire in the ship’s incinerator room while the ship was approximately 650-nautical-miles north of McMurdo Sound, Antarctica. The fire damaged the incinerator and some electrical wiring in the room was damaged by fire fighting water. There were no personnel injuries or damage to equipment outside the space. Repairs to the incinerator are already scheduled for Polar Star’s upcoming inport maintenance period.
And keep in mind that for at least one pay period while underway the crew went without the eagle flying due to the lapse in appropriations.
The good news is, the Coast Guard is seeking to pick up six new polar icebreakers and the FY19 budget actually appropriated $655 million to begin construction of a new “polar security cutter” this year, with another $20 million appropriated for long-lead-time materials to build a second. So they may actually get two out of the planned six when all is said and done.
Hopefully, Polar Star can hold out till then.
Also, did I mention the Russians have 50 icebreakers?
The country’s only heavy polar icebreaker has pulled it off again..despite the flooding, engine failure, you know, the regular.
The 42-year-old 399-foot USCGC Polar Star (WAGB-10) last week finished cutting a resupply channel through 15 miles of Antarctic ice in the Ross Sea and escorting supply vessels to the frozen continent to resupply McMurdo Station at the tip of Ross Island, the epicenter of the U.S. Antarctic Program (pop. 1200).
The trip was not without drama for the elderly cutter.
From the USCG:
“Although we had less ice this year than last year, we had several engineering challenges to overcome to get to the point where we could position ourselves to moor in McMurdo,” said Capt. Michael Davanzo, the commanding officer of the Polar Star. “Our arrival was delayed due to these challenges, but the crew and I are certainly excited to be here. It’s a unique opportunity for our crewmembers to visit the most remote continent in the world, and in many respects, it makes the hard work worth it.”
On Jan. 16, Polar Star’s shaft seal failed causing flooding in the cutter’s engine room at a rate of approximately 20-gallons per minute. The crew responded quickly, using an emergency shaft seal to stop the flow of freezing, Antarctic water into the vessel. The crew was able dewater the engineering space and effect more permanent repairs to the seal to ensure the watertight integrity of the vessel. There were no injuries as a result of the malfunction.
Flooding was not the only engineering challenge the crew of Polar Star faced during their trek through the thick ice. On Jan. 11, their progress was slowed after the one of the cutter’s three main gas turbines failed. The crew uses the cutter’s main gas turbine power to breakup thick multi-year ice using its propellers. The crew was able to troubleshoot the turbine finding a programming issue between the engine and the cutter’s 1970s-era electrical system. The crew was able to continue their mission in the current ice conditions without the turbine.
“If the Polar Star were to suffer a catastrophic mechanical failure, the Nation would not be able to support heavy icebreaker missions like Operation Deep Freeze, and our Nation has no vessel capable of rescuing the crew if the icebreakers were to fail in the ice,” said Vice Adm. Fred Midgette, commander, U.S. Coast Guard Pacific Area in Alameda, California. “The crewmembers aboard Polar Star not only accomplished their mission, but they did so despite extreme weather and numerous engineering challenges. This is a testament to their dedication and devotion to duty.”
The cutter refueled at McMurdo Station Jan. 18 and continued to develop and maintain the ice channel in preparation for two resupply ships from U.S. Military Sealift Command, Ocean Giant, and Maersk Peary. The crew of Polar Star escorted the vessels to the ice pier at McMurdo Station, an evolution that requires the cutter to travel about 300 yards in front of the supply ships to ensure they safely make it through the narrow ice channel. The crew escorted the Ocean Giant to the ice pier at McMurdo Jan. 27 and conducted their final escort of the Maersk Peary to Antarctica Feb. 2. The crew escorted Maersk Peary safely out of the ice Feb. 6 after supply vessel’s crew transferred their cargo.