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AMI - La ministre du Développement Rural, Mme Lamina Mint El Ghotob Ould Moma, a visité, lundi à Keur Macène, Wilaya du Trarza, un projet...

Au premier jour de son procès, l’un des deux accusés s’est fait remettre à l’ordre par son propre avocat. Récit d’audience.

Une nouvelle fuite de données révèle comment des banques suisses ont accepté des millions d’origine douteuse. Auriez-vous refusé de faire transiter ces versements? Faites notre test.

L’expert antiblanchiment Daniel Thelesklaf commente nos révélations sur le «Laudromat» et l’argent russe en Suisse.

Ein Gericht in Tokio hat die Freilassung des seit November inhaftierten Automanagers Carlos Ghosn gegen Kaution angeordnet. Die Kaution wurde auf eine Milliarde Yen oder umgerechnet 8,9 Millionen Franken festgelegt.

Americas

The Navy awarded Austal USA a $13.6 million contract modification for the 11th and 12th Expeditionary Fast Transport (EPF) ships. The modification provides for the incorporation of a structural bow section engineering change proposal. The Spearhead-Class EPF is a Navy-led shipbuilding program. The class was previously designated as Joint High Speed Vessel (JHSV). The EPF ships provide high-speed, shallow-draft transportation capability to support the intra-theater maneuver of personnel, supplies, and equipment for the Navy, Marine Corps and Army. The EPF program received Milestone A approval in May 2006. On 16 September 2016, Austal won a contract to design and construct EPF-11 and EPF-12. In 2015, the USNS Spearhead, the lead ship of the class, experienced bow-damage from rough seas requiring more than a half-million dollars to repair. It was determined that a design change recommended by Austal to the Navy late in the design phase in order to save weight has resulted in a weakened bow structure. The current modification is an undefinitized contract action for implementation of change to the bow structure on EPF 11 and EPF 12 on the DD&C Contract Line Item for each respective ship. Work will take place in Alabama, Mississippi, and Massachusetts and is scheduled to be finished by July this year.

The Navy contracted Chemring Ordnance $10.4 million for the manufacture, assembly, test, and delivery of 57mm High Explosive – Point Detonating (HE-PD) cartridges. The 57mm HE-PD Cartridge is a 57mm/70, electrically-primed cartridge designed to function in the 57mm MK 110 Gun Mount (GM). The MK 110 GM is employed on the Navy Littoral Combat Ship (LCS) class as well as the Coast Guard Legend-class National Security Cutters (NSC). The LCS is a fast, highly maneuverable, networked surface combat ship designed to satisfy the requirement for shallow draft vessels. The NSC is the largest and most technically advanced class of cutter designed for the US Coast Guard under the Deepwater program. The contract is to develop and produce 57mm HE-PD cartridges intended for combating surface and ground targets. The cartridge consists of a high explosive projectile with the ability to point detonate, a brass cartridge case loaded with propellant charge, and an electric primer. Chemring Ordnance designs, develops, and manufactures ordnance, pyrotechnic, and other munition components for military, homeland security, and first responders. The company offers 40mm low and high velocity ammunition, pyrotechnic marking, smoking, signaling, and tactical illumination devices, battlefield effects simulators, hand grenade fuses, and other ammunition components. Work under the contract will take place in Perry, Florida and is scheduled to be completed by February 2021.

The Missile Defense Agency awarded Lockheed Martin a $830.6 million contract modification for Terminal High Altitude Area Defense (THAAD) element development and support services. THAAD is an anti-ballistic missile defense system established to shoot down enemy ballistic missiles in their descent phase by intercepting and destroying them. The THAAD interceptor carries no warhead, but relies on its kinetic energy of impact to destroy the incoming missile. The program is similar to the Navy’s sea-based Aegis Ballistic Missile Defense System. The new contract modification exercises an option for additional incremental development, support to flight and ground test programs, and responsive support to requirements to sustain the Ballistic Missile Defense System throughout its life cycle. Work will take place in Sunnyvale, California, and Huntsville, Alabama. Completion dates for work are expected under future task order awards.

Middle East & Africa

Israel Aerospace Industries (IAI) presented the ADA-O, a variant of the ADA system, which addresses GPS jammers to ensure GPS availability for land platforms. ADA is an advanced turnkey solution that hardens avionic systems against GPS jamming. It ensures the availability of GPS- and GNSS-based navigation, communication, and EW systems even under direct, electronic attack from GPS jammers or other methods of interference. The ADA involves the use of advanced digital processing techniques that provide a high-level of immunity in severe and dynamic multi-jammer scenarios. IAI recently won a contract to provide the ADA system for an unknown Asia-Pacific country. With the new ADA-O variant the land platform can be integrated into a range of platforms, providing operational response capabilities for telecom, navigation and C2 systems. The system supports end users such as armored vehicles, artillery, C2 centers, and communication carriers.

Europe

Airbus delivered the first upgraded Tranche 1 Eurofighter to Spain. The company performed the upgrade at its facilities in Getafe near Madrid, Spain. The enhancements included the introduction of hardware modifications, which support the Operational Flight Program 02 (OFP-02) developed by Spain’s Armament and Experimental Logistics Centre (CLAEX). The company also integrated Tranche 2 and Tranche 3 equipment on the aircraft, including a computer symbol generator, digital video and voice recorder, laser designator pod and maintenance data panel. CLAEX will use this first single-seat Eurofighter, to be followed by a second two-seat aircraft currently undergoing the upgrade, as a test aircraft for the qualification of these new capabilities that will be implemented on the Air Force’s fleet of 15 Tranche 1 Eurofighters. The Eurofighter Typhoon is a project with four European nations, the UK, Germany, Italy and Spain as founding members.

Asia-Pacific

The US Air Force contracted Polish aircraft manufacturer Polskie Zaklady Lotnicze $19 million to deliver a pair of PZL Mielec M28 short take-off and landing (STOL) light transport aircraft to Nepal. The PZL M28 Skytruck is a twin-engined high-wing strutted monoplane with an all-metal airframe, twin vertical fins and a tricycle fixed landing gear. The Nepalese Army Air Wing already has one M28 in its inventory, which was donated by the Polish Air Force in 2004. The aircraft crash-landed at Kolti Airport in 2017. The award to the Polish aircraft manufacturer covers two of the latest Block 5 aircraft, as well as services and support. The aircraft are scheduled to be delivered to Kathmandu by December 20. Work will take place in Mielec, Poland.

The Royal Australian Navy (RAN) prepares to retire its Bell 429 helicopters, Jane’s reports. The RAN progressively transitioned its naval aviation training operations to the Airbus EC-135T2+ helicopter. The EC135 T2+ is a member of the H135 family of light twin-engine helicopters. Airbus delivered the final EC135 T2+ to Australia in 2016. The RAN previously operated a fleet of three Bell 429s to prepare its pilots for the MH-60R Seahawks or the MRH-90 helicopters. These helicopters were leased from a Raytheon-Bell partnership under a $26 million deal signed in September 2011. The final Bell 429 made its last public appearance at the Avalon Airshow 2019.

Today’s Video

Watch: U.S. B-52 Bombers are Getting New ‘Eyes’ that will make them Deadlier

WMSL-750 Bertholf
(click to view full)

The Legend Class National Security Cutters were the largest ships in the The US Coast Guard’s massive $25 billion Deepwater meta-program, and served as its flagship in more ways than one. The 418 foot, 4,400 ton ships will be frigate-sized vessels with a 21 foot draughts, and are rather larger than the 379 foot, 3,250 ton Hamilton Class High Endurance Cutters (HECs) they will replace. Controversies regarding durability and potential hull fatigue, as well as significant cost overruns, have shadowed the new cutter’s construction. The program has survived, and is pushing toward its end in a few years – but will the number of ships bought be enough to help the USCG?

This DID FOCUS Article covers the Legend Class cutters’ specifications, program history, and key events…

Quick Background: The Deepwater Program

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The US Coast Guard is currently operating vessels that date from the 1950s and 1960s, and a fleet-wide recapitalization had become an urgent priority given its new domestic security responsibilities. That effort is being handled as an integrated, multi-year $25 billion meta-project called Deepwater that encompasses everything from long-range patrol aircraft and UAVs, to new communications and computing backbones, to new ship designs.

Deepwater has been fraught with difficulties since the program’s inception. The Coast Guard was guaranteed a rough ride due to the issues with its existing fleet, and lower status than the military services. In fairness, the events of 9/11 changed the Coast Guard’s perceived role, leading to widespread re-evaluation of designs and specifications that have complicated several programs, and raised Deepwater’s overall cost from $17 billion to over $25 billion. With that said, the Coast Guard’s choice of program structure has also received negative reviews (as well as some official reports of improvement) for some time, culminating in a series of failures and scandals that have deeply wounded the overall program. The USCG’s Island Class cutter modification program, and the Deepwater Fast Response Cutter that was supposed to replace it, were especially fraught.

In the wake of these problems, the Integrated Coast Guard Systems (ICGS) joint venture between Lockheed Martin and Northrop Grumman was replaced as the program’s overall system-of-systems integrator by US Coast Guard personnel. See “US Coast Guard’s Deepwater Effort Hits More Rough Sailing” for more in-depth background.

The National Security Cutters are built by Northrop Grumman Ship Systems in Pascagoula, MS. Lockheed Martin is building and integrating the command, control, communications, computer, intelligence, surveillance and reconnaissance (C4ISR) systems.

The Legend Class National Security Cutters

WMSL 750 Bertholf,
Sea trials
(click to view full)

More akin to a full-fledged warship than a Coast Guard cutter, the 418-foot NSC is designed to be the USCG’s flagship vessel, capable of meeting all maritime national security needs. It will routinely carry a small boat and will be outfitted with an aviation detachment, whose composition will depend on individual mission requirements. The Legend Class cutters will displace 4,400 tons fully loaded, with a 21 foot draught and a crew of 110.

The NSC is powered by a combined diesel and gas turbine power propulsion plant known as Combined Diesel and Gas Turbine (CODAG). A pair of 9,925 hp medium speed MTU 20V 1163 TB93 diesel engines will provide regular propulsion, with GE’s ubiquitous LM2500 gas turbine available to offer 29,500 hp for high speed and intercept operations. The ship’s 14 foot controllable pitch propellers will turn at 231 rpm, and can drive the ship to a sustained top speed of 29 knots. A trio of 1360 Kw Ship Service Diesel Generator Sets will also be on board, to power the ship’s electrical and communications systems. With all three engines working together the total combined output of the plant is 36,800 kW (49,350 hp). The propulsion plant and its auxiliaries are all controlled and monitored by an MTU provided automation system. When operating at most efficient speed, the ships will have a range of up to 12,000 nautical miles.

Onboard sensors will include surface search & navigation radars in X & S Band, EADS’ TRS-3D Air Search Radar and the SPQ-9B Fire Control Radar, complemented by a Mk46 Electro-Optical Infrared Sensor for long-range passive surveillance. Legend Class ships will also use an advanced Deepwater communications suite that will allow Legend Class ships act as a flagship and command vessels, HF, VHF & UHF Communications, a radio direction finder, and multiple sensors on board for intelligence collection and sharing. A Sensitive Compartmented Information Facility (SCIF) aboard ship makes it easy to process and receive data in place.

Given the kinds of industrial accidents and terrorist aftermaths the Coast Guard is tasked to deal with, it isn’t surprising that sensors to detect chemical, biological and radiological attacks will also be included in the NSC’s package, and a Collective Protection System (CPS) will serve to keep such contaminants out of the ship’s interior. As a greatly appreciated side benefit, CPS systems provide excellent air conditioning.

Mk 110 MOD 0 concept
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Legend Class ships will carry several weapons systems, including BAE Systems’ 57mm Mk 110 naval gun. The Mk110 also outfits the Navy’s new Littoral Combat Ship, and will equip its DDG 1000 Zumwalt Class destroyers and the Coast Guard’s smaller Offshore Patrol Cutters. Its 6-mode programmable ammunition can be used against air threats as well as surface targets, and its offensive and defensive punch will be complemented by the same Mk15 Phalanx Block 1B 20mm gatling gun that offers US Navy ships their last-ditch defense against anti-ship missiles. The Phalanx Block 1B model adds the ability to destroy surface targets as well; its 4,500-7,000 rpm firing rate should give fast attack boats pause. Ancillary .50 cal machine gun mounts and/or remotely-operated weapons can also be expected. A “Slick 32” AN/SLQ-32 system provides electronic jamming, just as it does for the US Navy’s high-end destroyers, and the US-Australian Mk53 Nukla automated decoy system rounds out the NSC’s protective fittings.

A series of ancillary systems will enhance the NSC cutter’s capabilities over its lifetime. The ships are eventually expected to deploy with a multi-mission MH-65 Dolphin helicopter (2 slots each) and 2 vertical unmanned aerial vehicles (1 slot each), though different mixes are possible. The H-60 family of helicopters can also be embarked.

Eventually, the ships are expected to carry aerial UAVs and sea-going UUV/USV unmanned craft. The Deepwater program specified Bell Textron’s tilt-rotor Eagle Eye as the full-size UAV of choice, but that program died without a replacement. The Navy MQ-8B Fire Scout helicopter UAV could easily step into that role, but the Coast Guard is in no rush to make a decision. Smaller UAVs like Boeing’s ScanEagle/ Integrator families should also be expected on board eventually.

The NSC cutter’s Stern Launch Ramp for small boats is a vital part of any large Coast Guard ship. The Legend Class can carry up to 2 rigid hull inflatable boats (RHIBs): The Deepwater Short-Range Prosecutor (7m RHIB, speed up to 33 knots) and Long-Range Interceptor (11m RHIB, speed up to 45 knots, can be armed) are currently forecast as typical load-outs, and a starboard davit also exists for the SRP. These slots could also be occupied by future Unmanned Surface Vessels, some of which are based on existing RHIB hulls.

Ships of class include:

• WMSL 750 – USCGC Bertholf
  
• WMSL 751 – USCGC Waesche
  
• WMSL 752 – USCGC Stratton
  
• WMSL 753 – Hamilton
  
• WMSL 754 – James
  
• WMSL 755 – Munro
  
• WMSL 756 – Kimball
  
• WMSL 757 – Midgett

The Legend Class Program: Contracts & Key Events FY 2014-2019

Main contract for #7; Long-lead contract for #8; Progress on NSC 4-6.

USCG on NSC

March 5/19: 57mm HE-PD The Navy contracted Chemring Ordnance $10.4 million for the manufacture, assembly, test, and delivery of 57mm High Explosive – Point Detonating (HE-PD) cartridges. The 57mm HE-PD Cartridge is a 57mm/70, electrically-primed cartridge designed to function in the 57mm MK 110 Gun Mount (GM). The MK 110 GM is employed on the Navy Littoral Combat Ship (LCS) class as well as the Coast Guard Legend-class National Security Cutters (NSC). The LCS is a fast, highly maneuverable, networked surface combat ship designed to satisfy the requirement for shallow draft vessels. The NSC is the largest and most technically advanced class of cutter designed for the US Coast Guard under the Deepwater program. The contract is to develop and produce 57mm HE-PD cartridges intended for combating surface and ground targets. The cartridge consists of a high explosive projectile with the ability to point detonate, a brass cartridge case loaded with propellant charge, and an electric primer. Chemring Ordnance designs, develops, and manufactures ordnance, pyrotechnic, and other munition components for military, homeland security, and first responders. The company offers 40mm low and high velocity ammunition, pyrotechnic marking, smoking, signaling, and tactical illumination devices, battlefield effects simulators, hand grenade fuses, and other ammunition components. Work under the contract will take place in Perry, Florida and is scheduled to be completed by February 2021.

November 28/17: Milestone-Launch Huntington Ingalls Industries launched last Wednesday, its eighth National Security Cutter vessel, Midgett, for the US Coast Guard. A Legend-class cutter, the vessel was launch at Pascagoula, Miss., ahead of its christening on December 9. It is named after John Allen Midgett, who was awarded the Silver Cup by the UK Board of Trade in 1918. Midgett received the award for rescuing 42 British sailors aboard the British tanker Mirlo after it was torpedoed by a German U-boat off the coast of North Carolina. The Legend-class is the largest and most technologically advanced class of cutter and are being procured to replace the service’s legacy Hamilton-class cutters, which have been in service since the 1960s.

Aug 18/14: #4 trials. HII announces that Hamilton [WMSL 753] has successfully completed 2 days of US Navy INSURV sea trials in the Gulf of Mexico. Hamilton is scheduled for commissioning on Dec 6/14 in Charleston, SC. Sources: HII, “Ingalls Shipbuilding Completes Acceptance Sea Trials on Fourth National Security Cutter”.

Aug 16/14: #5 christened. HII christens U.S. Coast Guard National Security Cutter James [WMSL 754], today in front of nearly 1,000 guests. Charlene James Benoit, great-great niece of the ship’s namesake, Capt. Joshua James (q.v. May 6/14), is the ship sponsor. Sources: HII, “Ingalls Shipbuilding Christens Fifth National Security Cutter, James”.

June 14/14: #8 long-lead. HII announces a 76.5 million fixed-price contract from the U.S. Coast Guard to purchase long-lead materials for WMSL 757 Midgett, the company’s 8th NSC ship. Materials will include steel, the main propulsion systems, generators, electrical switchboards and major castings.

With respect to the rest of the program, WMSL 753 Hamilton will have builder’s sea trials later this summer, WMSL 754 James will be christened in August, and the keel for WMSL 755 Munro will be officially laid later in 2014. Sources: USCG, “Acquisition Update: Option Exercised for Long Lead Time Materials for Construction of Eighth National Security Cutter” | HII, “Ingalls Shipbuilding Awarded $76.5 Million Advance Procurement Contract for Eighth NSC”.

May 6/14: #5 launched. WMSL 754 James is launched at HII’s Pascagoula, MS shipyard. Note that “launch” doesn’t mean what it does in some movies. It just means that the ship can be moved out of the building on rails to a drydock, then floated to a berth while construction finishes. James is expected to deliver in 2015. So, who is the ship named after?

“Joshua James… was born in Hull, Mass., Nov. 22, 1826. He conducted his first rescue in 1841, at age 15, when he joined volunteers from the Massachusetts Humane Society, then a maritime rescue organization…. By 1886, he had been involved in countless rescue operations and was estimated to have saved over 100 lives.

In 1889, at age 62, James was appointed keeper of the U.S. Lifesaving Service’s newly established Point Allerton Lifesaving Station in Hull, Mass. Despite being 17 years beyond retirement age, his record of lives saved was so impressive that Congress granted him a special dispensation to serve as keeper. He and his crews saved 540 lives during his 13-year tenure at the station. James passed away in 1902, suffering a heart attack following a training exercise at the station. “

Sources: USCG, “Acquisition Update: Fifth National Security Cutter Launched” | HII, “Ingalls Shipbuilding Launches Fifth U.S. Coast Guard National Security Cutter”.

March 31/14: #7 bought. HII receives a $497 million fixed-price, incentive-fee contract from the U.S. Coast Guard to build WMSL 756 Kimball, the 7th Legend Class National Security Cutter. Construction is expected to begin in January 2015, and delivery is scheduled for some time in 2018.

When combined with the long-lead contract (q.v. June 14/13), the total reaches $573.8 million.

Ingalls has delivered the first 3 NSCs. WMSL 753 Hamilton is 81% complete and will deliver in Q3 2014; WMSL 754 James is 52% complete and will launch in April 2014; and WMSL 755 is scheduled for launch in the Q4 2015. Sources: USCG, “Acquisition Update: Production Contract Awarded for Seventh National Security Cutter” | HII, “Ingalls Shipbuilding Awarded $497 Million Contract for Seventh U.S. Coast Guard National Security Cutter”.

NSC 7 order

October 26/13: #4 Hamilton. WMSL 753 Hamilton, the 4th ship of class, is christened on schedule. It was launched in August and will be delivered in the fall 2014, a couple of months later than originally anticipated.

The ship is named after Founding Father Alexander Hamilton. He’s also known as the 1st Secretary of the Treasury, but he’s also the founder of the Revenue Marine, which became the United States Coast Guard. His direction to his newly-appointed Revenue Marine captains to “always keep in mind that [their] countrymen are freemen” is timeless and refreshing. Sources: USCG, “Acquisition Update: Fourth National Security Cutter Christened” | USCG Compass, “Building the national security cutter: Christening”.

October 7/13: #6 starts. Production of WMSL 755 Munro starts at Ingalls Shipbuilding in Pascagoula, MS. Sources, “Acquisition Update: Coast Guard begins fabrication of NSC 6”.

FY 2013

NSC 6 ordered; Long-lead for #7; US naval future & NSC.

Waesche, Java Sea
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Aug 10/13: #4 launched. Hamilton is launched at at Ingalls Shipbuilding in Pascagoula, MS. Sources: “Acquisition Update: Fourth National Security Cutter Launched”.

June 14/13: #7 long-lead. HII announces a $76.8 million fixed-price contract from the U.S. Coast Guard to purchase long-lead materials for WMSL 756 Kimball, the company’s 7th NSC ship. Materials will include steel, the main propulsion systems, generators, electrical switchboards and major castings.

This is actually the 1st of 2 long lead-time contracts. Construction and delivery of the ship will be performed at the company’s Pascagoula, MS facility. USCG | HII.

May 17/13: #5 keel. Keel-laying/ authenticating the keel of WMSL 754 James. USCG.

May 1/13: #6 bought. Huntington Ingalls Industries receives a $487 million, fixed-price-incentive-fee contract to build the 6th National Security Cutter, WMSL 755 Munro. Construction is expected to begin in October, and this could be the last ship of class. Adding the March 20/12 long-lead material buys raises the total cost to around $563 – 574.9 million.

WMSL 753 Hamilton, is currently 40% complete, with launch scheduled for this summer and christening in October. WMSL 754 James is just 17% complete, and will have its keel laid on May 17/13. Launch isn’t expected until spring 2014. HII.

NSC 6 order

Feb 2/13: Commandant of the Coast Guard Adm. Bob Papp is joined by Commandant of the Marine Corps Gen. James Amos and Chief of Naval Operations Adm. Jonathan Greenert to discuss maritime strategic issues during the WEST 2013 Luncheon Town Hall Address in San Diego, CA. Papp makes this point about the NSC fleet:

“Many years ago the Coast Guard rebalanced its high endurance cutter fleet to the Pacific due to the longer transit distances and harsher weather. But the 12 high endurance cutters are slated to be replaced by only eight national security cutters. “Regardless of how advanced those eight ships are, they can’t be in all the same places that 12 could be, so I’m very hopeful we can continue the construction of all eight and then get into acquisition of our offshore patrol cutters because we need those as well. The Pacific is a big part of what we do.”

Fewer of its largest ships combined with an expanding mission space in the Arctic is making it more challenging for the Coast Guard…”

Well, yes. The program may even end at 6 ships (q.v. Feb 20/12). Wouldn’t the time to think of this sort of thing be before the program begins? US Coast Guard Compass.

FY 2012

HII unveils frigate derivatives; USCGC Stratton commissioned, but springs some holes; A challenging rescue and an Arctic patrol; Program to terminate at 6?.

Bertholf & Waesche
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Sept 26/12: #3 accepted. The USCG announces formal acceptance of USCGC Stratton. The ship had already been commissioned, but some defects were found during the shakedown period.

Sept 17/12: Arctic. USCGC Bertholf crosses the Arctic Circle, in the class’ first patrol excursion into the Arctic waters. The waters around Alaska are famously treacherous, and operations in this region face a number of unique challenges as well. USCG.

Sept 5/12: #4 keel. HII and the USCG lay the keel for WMSL 753, the future Coast Guard Cutter Hamilton, at Ingalls Shipbuilding in Pascagoula, MS. USCG.

May 8/12: Holy Stratton! Gannett’s Navy Times reports that:

“Capt. Charles Cashin… called in engineers last month when his crew discovered a trio of ‘pinholes’ and a fourth hole ‘slightly smaller than a golf ball’ in the ship’s hull […] in mid-April while the ship was working off the coast of Los Angeles […] patched for now but the Stratton soon will head to a dry dock… The intent is to get out of the water […] We are literally just waiting for a contract.”

The Coast Guard has reportedly concluded that it’s not a design problem, since Bertholf and Weasche haven’t had this issue. Estimated time for dry-dock repairs is 4-6 weeks.

April 2/12: USCG Stratton. WMSL 752 Stratton, the 4th Legend Class cutter, is commissioned in Alameda, CA by First Lady Michelle Obama. She had also christened the ship, back on July 23/10.

The ship is named after The cutter is named after Captain Dorothy Stratton, the first woman to serve in women’s reserve of the Coast Guard in World War II. Pacific patrols are expected to begin later this month. White House | USCG Compass.

NSC 3 commissioned

April 1/12: Rescue me. CGC Bertholf rescues a pair of sailors 250 miles off the California coast, after their yacht got in trouble during an around-the-world race. Bertholf’s executive officer, Cmdr. Dave Ramassini, offers some insight into the Legend Class’ differences from previous HECs:

“All that lay between us and the distressed sailing vessel was about 300 nautical miles and a low pressure system harboring 40 to 50-knot winds and 20 to 30-foot seas… Bertholf landed a Jayhawk helicopter out of Air Station San Diego and then proceeded overnight into the next day directly into the heart of the storm. While unthinkable in our nearly 50-year-old high endurance cutters the national security cutters are replacing, we proceeded with a medium range helicopter secure on our large flight deck making full speed dead into the 20-foot seas… The Bertholf, in this case, proved an extreme endurance cutter giving us the ability to travel twice as fast in howling gale while carrying a larger helicopter that could fly twice as far…”

March 30/12: #6 long-lead. HII’s Ingalls yard receives a $76 million fixed-price contract to buy long-lead materials for a 6th National Security Cutter. If recent budget submissions come to pass, this would be the last. WMSL 755 will be built at the company’s Pascagoula, MS facility, and a 2nd second phase of this advance buy contract could bring the overall value to $87.9 million. The US Coast Guard touts the fact that they saved $1.7 million by executing the contract within 1 year of that for the 5th National Security Cutter, Joshua James. The increased value of the U.S. dollar to the euro also helped.

The contract will buy critical main propulsion and navigation systems, generators, electrical switchboards, and major castings, using $75.9 million in FY 2012 funds appropriated for this purpose. Two sub-contract line item numbers will be established for valves ($2.8 million) and Ships Integrated Control System ($9.1 million). Funding requested in the president’s FY 2013 budget request supports this remaining $12 million, unless funding is made available sooner. USCG | HII.

Feb 20/12: Just 6? The US Department of Homeland Security’s FY 2013 budget documents ask for $658 million to build a 6th National Security Cutter, but they also show an intent to end the program at 6 ships, instead of 8. Congress will decide whether or not they wish to agree to this. Defense Daily Network | Washington Post.

Jan 30/12: Frigate derivatives. HII unveils a pair of Navy patrol frigate designs, derived from the Legend Class. This is a concept the firm has been considering for some time, but the possible early end of the NSC program adds additional motivation. Even so, positioning and sales will be challenging.

Patrol Frigate 4501 are very similar to current NSC ships, though they would displace 4,600 tons instead of 4,400. They are better suited to nations who want long-range coast guard type ships, but may be challenged to compete against sales of used USCG High Endurance Cutters (vid. recent Philippines transfers), or nearly-free transfers of used US Navy FFG-7 Oliver Hazard Perry frigates (vid. Pakistan’s “Almagir Class”).

Patrol Frigate 4921 adds improved anti-aircraft, anti-submarine, anti-surface and mine-warfare capabilities. The 57mm gun becomes a 76-mm gun, a 12-cell vertical launch system is added to hold a wide variety of missiles and ASROC torpedoes, an anti-ship missile launcher and torpedo tubes give it naval strike punch, a sonar dome helps it detect submarines, and models have shown it with an improved CEAFAR active array radar system. The overall package is reasonable, but the NSC’s base price will place them head to head against high-end frigate options like the Franco-Italian FREMM, Britain’s Type 26, the modular Dutch Sigma Class, etc. All are highly capable ships, built by shipyards whose technology levels make it challenging to compete with them on price. See also Defense Media Network.

FY 2011

NSC 4 & 5 ordered.

Stratton sea trials
(click to view full)

Sept 9/11: #5 ordered. The US Coast Guard formally awards the rest of the contract for the 5th NSC ship, to be named the Joshua James [WMSL 754]. Huntington Ingalls receives a $482.8 million fixed-price incentive contract, raising totals so far to $576.8 million (vid. Jan 17/11 entry). This is the 2nd NSC production contract awarded outside of the original “Deepwater” project’s Lead Systems Integrator framework, under direct management by the USCG’s Acquisition Directorate. Construction and delivery will be performed at HII’s Pascagoula, MS shipyard. The official “start of fabrication” milestone is expected in Q2 2012, with delivery expected in mid-2015.

Captain Joshua James (1826-1902), served in the USCG’s predecessor service, the U.S. Life Saving Service, for nearly 60 years. During his career in Massachusetts, James was credited with saving more than 600 people. USCG | USCG Compass re: Joshua Jones | HII.

NSC 5 order

Sept 2/11: Stratton delivered. Huntington Ingalls Industries, Inc. delivers USCGC Stratton [WMSL 752] to the U.S. Coast Guard, via a shipboard transfer of ownership ceremony. She is the 3rd ship of class to be transferred to the USCG. HII.

Aug 30/11: #4. Huntington Ingalls Industries, Inc. marks the official “start of fabrication” for the 4th NSC ship, Hamilton [WMSL 753]. The shipbuilding milestone signifies that 100 tons of steel have been cut and fabricated at Ingalls’ steel fabrication complex, using a robotic plasma arc cutting machine.

Ingalls only received the contract for this 4th National Security Cutter in November 2010, and says that the ship isn’t scheduled for delivery to the U.S. Coast Guard until the fall of 2014. That’s about 3 years after the 3rd ship of class, Stratton. HII.

Aug 12/11: #3 INSURV. Stratton [WMSL 752], returns to her Pascagoula shipyard after successfully completing INSURV acceptance sea trials in the Gulf of Mexico. She received just 2 “starred card” issues, compared to 8 for Bertholf, and 3 for Waesche. USCG | HII.

July 1/11: Testing. Northrop Grumman spinoff Huntington Ingalls Industries announces that the 3rd NSC ship, Stratton [WMSL 752], has successfully completed 3 days of builder’s sea trials in the Gulf of Mexico, testing basic operations and electronic systems.

Jan 17/11: #5 long-lead. An $89 million long-lead materials contract for WMSL 754, the 5th National Security Cutter. The contract is actually an option that was part of the Nov 30/10 contract for WMSL 753, and this firm fixed-price contract has options of its own that would increase its potential value to $94 million. US Coast Guard | Northrop Grumman

Jan 12/11: C4ISR for #4. Lockheed Martin announces a $66 million contract from Northrop Grumman to provide the Command, Control, Communications, Computers, Intelligence, Surveillance and Reconnaissance (C4ISR) system for the 4th National Security Cutter, WMSL 753.

Lockheed Martin also provides the C4ISR systems for the Coast Guard’s HC-130J Hercules and HC-144A Ocean Sentry aircraft, which will work with the cutters.

Nov 30/10: #4 ordered. Northrop Grumman announces a $480 million fixed-price incentive contract to build WMSL 753, the 4th National Security Cutter. Construction and delivery will be performed at the company’s Pascagoula, MS facility.

At present, USCGC Bertholf [WMSL 750] and USCGC Waesche [WMSL 751] have been commissioned and are executing Coast Guard missions. The 3rd ship in the class, Stratton [WMSL 752], was christened in July 2010, is over 65% complete, and is scheduled for delivery in 2011.

NSC 4 order

FY 2010

USCGC Waesche commissioned.

Bertholf & HC-144
(click to view full)

July 23/10: #3 christened. First Lady Michelle Obama christens the Stratton [WMSL 752]. Stratton is the 3rd NSC ship, and is named in honor of Captain Dorothy C. Stratton (1899-2006), the U.S. Coast Guard’s first female commissioned officer and director of the SPARS (“Semper Paratus – Always Ready”), Women’s Reserve during World War II. SPARS mainly replaced men in shore stations, but as the war progressed SPARS began to work in jobs like parachute riggers, aviation machinists’ mates and air control tower operators. NGC.

May 7/10: USCG Waesche. USCGC Waesche [WMSL 751] is commissioned into Coast Guard service in her home port of Alameda, CA. U.S. Coast Guard Capt. Lance Bardo assumes command as her commanding officer. NGC.

NSC 2 commissioned

April 30/10: SCIF secures secrets. USCGC Bertholf’s Sensitive Compartmented Information Facility (SCIF) gets Authority To Operate. That makes it the service’s 1st onboard SCIF, and indeed the 1st SCIF certified outside of the US military. As the Coast Guard puts it:

“The events of Sept. 11, 2001, caused the nation, as well as the Coast Guard, to dramatically review its security posture. As a result, Coast Guard leadership took a close look at the intelligence capabilities of the yet-to-be-constructed first National Security Cutter (NSC).

Leadership recognized the imperativeness of reserving a space with electrical and air conditioning requirements on the NSC for the [SCIF]. Knowing the requirements and funding for this new initiative were still being developed, it was recognized that the SCIF installation would occur post-delivery of the first NSC, the USCGC Bertholf. The addition of SCIF technology would require a dramatic increase in Coast Guard communications technology…

In September 2009, Bertholf began the last phase of the rigorous installation and testing of the SCIF and its dependent system… including both visual and instrumented Tempest inspections. On April 8, 2010, Certification, Test and Evaluation approval was granted by the Department of Homeland Security. This enabled the Bertholf to have a one-year authority to operate the SCIF’s core capabilities, known as Ship’s Signals Exploitation Equipment (SEEE) and the Sensitive Compartmented Information network systems. By next March, 2011, SEEE upgrades will enable Bertholf’s SCIF authority to operate to be upgraded to a three-year approval.”

mid-January 2010: #2 C4ISR. USCG Waesche is granted Authority to Operate its Command, Control, Communications, Computers, Intelligence and Surveillance (C4ISR) systems, which lets it share communications and data with other local and federal law enforcement agencies, U.S. Coast Guard ships, air and shore stations, and the Department of Defense (DoD), including the U.S. Navy. USCG Director of Acquisition Programs Rear Adm. John H. Korn says that “In nearly all aspects, Waesche is far ahead of where Bertholf was at the same point in time.” Waesche’s ATO authorization was accomplished in just over 2 months after preliminary acceptance, whereas Bertholf, took a year to obtain ATO certification. USCG.

Nov 12/09: #2 INSURV. Gannett’s Navy Times reports that the Waesche [WMSL 751] received only 3 “starred cards” (deficiencies that could affect mission performance) during Navy/Coast Guard INSURV acceptance trials, vs. 8 for the CGC Bertholf. Coast Guard acquisition directorate chief Rear Adm. Ron Rabago told reporters that almost every system showed improvement, saying that the quality of the workmanship has improved, and lessons learned from WMSL 750 are being incorporated. The report adds that:

“Work to complete and certify for operation the new cutter’s complex command-and-control suite, known as TEMPEST assurance, also will be finished significantly sooner than on the Bertholf. That work, which includes requirements for the Navy to install and certify equipment, took about 18 months on the Bertholf. That same work will be done in about eight months on the Waesche… The third ship in the class, the Stratton, is nearly 30 percent complete, Rabago said, with that ship’s christening by First Lady Michelle Obama set for next summer.”

Oct 1/09: Testing. Waesche [WMSL 751] completes a successful Coast Guard acceptance trial, paving the way for her delivery in early November 2009. NGC release.

FY 2009

Bertholf – 1st patrol & final acceptance; Whistleblower lawsuit.

WMSL 751 Waesche, trials
(click to view full)

Aug 17/09: Testing. Waesche [WMSL 751] completes successful Builder’s Trials, after undergoing rigorous testing in the Gulf of Mexico. The trials featured extensive testing of propulsion, electrical, damage control, and combat systems. The ship will return to sea in September 2009 for her acceptance trials, and will be delivered to the Coast Guard in 2009.

Waesche’s keel was laid Sept 11/06, and she was christened on July 26/08. NGC release.

May 8/09: Bertholf accepted. The US Coast Guard’s Final Acceptance of CGC Bertholf [WMSL 750]. In plain English, problems with the ship after final acceptance become the Coast Guard’s budgetary problem, rather than the builders’ contractual problem. The move takes place exactly 1 year after Preliminary Acceptance, and represents the Coast Guard’s assessment that all of the 8 major issues (or “starred” trial cards) have been addressed and closed, along with “the overwhelming majority of the less serious identified issues.”

An iCommandant guest post by RADM Gary Blore, Assistant Commandant for Acquisition (CG-9), states that information assurance and TEMPEST testing has been part of this process.

The ship will now follow its post-delivery plan, including mission systems and weapons testing; follow on manpower and training analysis; and installation of additional communications and sensors.

NSC 1 acceptance

June 2/09: Lawsuit. Deepwater whistleblower and former Lockheed Martin engineer Michael DeKort files a qui tam False Claims Act lawsuit against Integrated Coast Guard Systems, a joint venture of Lockheed Martin and Northrop Grumman Corp. He claims that a series of known deficiencies by the contractors, and acquiescence in the deficiencies of other contractors, has led to major safety, security and national security problems with the entire Deepwater acquisition program. This includes the critical area of communications security, which reportedly extends to the new National Security Cutters due to system re-use. Read “US Coast Guard’s Deepwater Effort Hits More Rough Sailing” for more.

April 2009: Costs. In this month’s issue of the US Naval Institute’s Seapower Magazine, “Economic Realities” reports that the National Security Cutters will cost an addition $60-90 million per ship over their baseline cost, which was expected to be $500 million. High commodity costs in 2008, when materials were purchased, are blamed for the 12-18% increase.

As an example, the Deepwater program appropriated $357.3 million for NSC 4 Hamilton, but actual costs are expected to come in at $560-590 million, leaving the service over $200 million short. Instead of beginning in FY 2009, therefore, an additional FY 2010 funding request will be required in order to begin construction.

The Coast Guard’s HC-144 Ocean Sentry, an EADS-CASA CN-235MPA variant, is also facing sharp cost hikes. That aircraft has been affected by a weakening US dollar exchange rate versus the Euro, and the $1.7 billion program for 36 planes looks set to rise to $2.2 billion. The plane contains 65% American-made parts, but all parts are bought by EADS-CASA, and final assembly takes place in Spain.

March 4/09: USCG Bertholf [WMSL 750] returns to her Alameda, CA homeport, after a successful 8-week underway period that included Combat System Ship Qualification Trials (CSSQT). The crew tested the ship’s weapon systems’ ability to engage surface and aerial targets, as well as delivering warning shots and disabling fire on target vessels. They also ran full power trials of the propulsion system, and performed the ship class’ first fueling at sea and towing exercises. US Coast Guard, incl. CSSQT YouTube videos.

Nov 16/08: 1st patrol. USCG Bertholf returns to its homeport in Alameda, CA, marking the completion of the cutter’s first operational patrol. Bertholf’s crew conducted a shakedown of the ship’s systems and carried out flight operations, small-boat operations and weapons testing. US Coast Guard.

FY 2008

USCGC Bertholf commissioned following “preliminary acceptance”; Serious questions raised re: communications security, overall class issues; GAO Report.

Bertholf & HH-65, Miami
(click to view full)

Aug 15/08: Radars. EADS Defence & Security (DS) announces a follow-on order from Lockheed Martin MS2 for its TRS-3D radars, bringing the number employed in the Deepwater program to 5. So far, 3 radars have been delivered on time, with 2 more deliveries planned for end of 2008 and summer 2009.

The TRS-3D is a 3-dimensional multimode naval radar for air and sea surveillance, and can correlate target information with the MSSR 2000 I identification system for automatic identification of vessels and aircraft. With this order, the radar has sold 50 units worldwide for ships including the new K130 corvettes of the German Navy, the “Squadron 2000” patrol boats of the Finnish Navy and the Norwegian Coast Guard “Nordkapp” and “Svalbard” icebreakers.

Aug 3/08: USCG Bertholf. USCG Bertholf [WMSL 750] is commissioned in Alameda, CA. Navy Times.

NSC 1 commissioned

July 26/08: Waesche christened. Christening of the Waesche [WMSL 751]. Waesche is named for Adm. Russell R. Waesche, who was the first Coast Guard commandant to achieve the rank of admiral. He led the Coast Guard from 1936 to 1946, which is the longest tenure of any USCG commandant. NGC release.

Meanwhile, Bertholf is undertaking a publicity tour along the eastern seaboard.

May 8/08: “Preliminary Acceptance.” The U.S. Coast Guard accepts delivery of the National Security Cutter Bertholf [WMSL 750], via “preliminary acceptance”. USCG Brief [PDF] | NGC release | Defense News’ article “New U.S. Coast Guard Cutter Delivered” includes a detailed list of key issues remaining, and proposed measures.

April 2008: Bertholf INSURV. A Navy Board of Inspection and Survey team (INSURV), went aboard the Bertholf to give the cutter a top-to-bottom assessment. InSurv identified 2,816 points on the ship, listed as “trial cards,” that were incomplete or needed attention; that’s actually a pretty good number for a first-in-class ship. INSURV also highlighted 8 major systems that needed improvement, but reported that overall, Bertholf “was found to be a unique and very capable platform with great potential for future service.”

One issue worth noting is a computer software problem with its Wonderware system, which has forced the ship to rely on backup station control for the main engines, auxiliaries and pumps’ primary controls. Wonderware has been dismissed, and a new contractor, Matrikon, is working to fix the situation by end of May 2008.

The key unresolved issue remains the security of the Bertholf’s command, control, communications, computers, intelligence, surveillance and reconnaissance suite, commonly known as C4ISR. Much of the information systems gear was not yet installed when INSURV came onboard. The Navy says this issue will be fixed after the ship moves to its homeport of Alameda, CA. Navy Times | Defense News.

March 11/08: GAO on Deepwater. The US Government Accountability Office releases report# GAO-08-270R: “Status of Selected Aspects of the Coast Guard’s Deepwater Program” [Report page | Plain text | PDF, 20 pages]. Key passages related to the NSC program include a very useful cost growth table (reproduced above), and:

Changes to the NSC have had cost, schedule, and performance ramifications. The estimated costs for the first three ships have generally doubled from the initial projected costs due to a number of contributing factors, including requirements changes as a result of September 11, Hurricane Katrina damages, and some program management actions by the Coast Guard. Delivery of the ship could be delayed. An aggressive trial schedule leaves little time for dealing with the unexpected, and most certifications have yet to be completed. Coast Guard officials expect the ship to meet all performance parameters, but will not know for certain until the ship undergoes trials. Further, Coast Guard engineers have concerns that most of the ship’s available weight margin has been consumed during construction, meaning that subsequent changes to the ship will require additional redesign and engineering to offset the additional weight. We have closed two of the five open recommendations from our previous report… Coast Guard has taken actions on the three recommendations that remain open… at this time, the actions are not sufficient to allow us to close them.

…Of the 987 certification standards, ICGS was to submit documentation on 892 for review and acceptance by the Coast Guard Technical Authority. Almost all remain outstanding… Coast Guard officials told us that they requested the [TEMPEST-related] test be done earlier than usual so that issues could be identified and corrected sooner… Coast Guard officials noted, however, that a mitigation strategy is in place and adjustments are being made that will increase the service life weight margin.”

March 11/08: Bertholf issues. In a telephone news conference, USCG Chief Acquiistion Officer Rear Adm. Gary Blore, assistant commandant for acquisition, and Program Execurtive Officer Rear Adm. Ronald Rabago discuss allegations rearding the Bertholf. [vid. Federal computer Weekly | Gannett’s Navy Times]. Key contentions include:

• The Bertholf was preliminarily scheduled for acceptance at the end of February 2008 [DID: originally 2006, revised twice to get to Feb 2008, see above] but the date was pushed back to late April or early May due primarily to problems with launch-and-recovery apparatus and safety equipment, not C4ISR.

• It is routine for the Coast Guard to accept delivery of a ship and then take several weeks or months to test for and correct, C4ISR-related problems before granting the ship certification for full mission capability [DID: our sources agree re: Navy ships as well].

• Contractors have fixed 80 percent of the problems discovered to date, and final certification of the C4ISR suite is expected “within weeks or months” after the ship is accepted in late April or early May 2008.

• C4ISR certification is unlikely to cause further delays [DID: note that full operational status, which is the only thing TEMPEST could delay, is not planned until March 2010]

• The C4SIR electronics systems on the Bertholf are different from those on the patrol boats. [DID: doesn’t really answer, absent specifics explaining the lack of commonality with the flawed systems in question].

March 3/08: Deepwater choices. After receiving the service’s formal “Deepwater alternatives analysis” in February 2008, USCG Chief Acquisition Officer Rear Adm. Gary Blore forwards recommendations to Coast Guard senior leadership in a formal decision memorandum. Commandant Adm. Thad Allen is expected to approve Blore’s decision in the near future – which includes approval of the way forward for the NSC ships. Part of the Deepwater AoA report, however, suggests that if the Coast Guard can buy more capability in Deepwater’s smaller Offshore Patrol Cutters, it might consider reducing the number of National Security Cutters by 2. Inside the Navy’s March 10/08 report [PDF] offers more details, see also Gannett’s Navy Times.

March 3/08: Systemic problems? Writing in World Politics Review, defense journalist David Axe says in “Cutter Delay is Latest Evidence of Systemic Problems with Coast Guard Ships” that:

“…last week at the Bertholf’s scheduled acceptance, the Coast Guard declined to sign the “DD250” forms that accompany any handover of major defense items from the manufacturer. The refusal to sign is apparently related to the discovery that Bertholf’s electronics are, as predicted by critics, vulnerable to leaks. This was a problem originally identified on the 123-foot boats by Lockheed whistleblower Mike DeKort and initially denied by the Coast Guard, then later acknowledged in the course of congressional and internal investigations… Ron Porter, a civilian Coast Guard employee, four years ago issued waivers to paper over known network problems with the 123-foot boats, according to [April 2007] Senate testimony by Jim Atkinson, a senior engineer with Massachusetts-based consulting firm Granite Island Group. Atkinson is one of the handful of engineers trained to inspect electronics equipment for compliance with the National Security Agency’s “Tempest” emissions standards. Tempest ensures that enemy snoopers can’t tap into U.S. communications…”He waived – accepted – systems with critical security failures that were pointed out by the Navy,” DeKort said of Porter. “Since this is a system of systems design, that meant the NSC had to use common designs, systems and equipment as the 123s. The 123s set the pattern.”… Atkinson likewise told World Politics Review. “As the Coast Guard accepted the flaws in the 123s, the contractor feels that they do not have to resolve the problem that the Coast Guard has already accepted and certified.”

Coast Guard spokeswoman Laura Williams said the Navy will return to do a 3-week inspection on Bertholf before its rescheduled acceptance in April 2008.

Feb 25/08: C4ISR security. USCG Assistant Commandant and Technical Authority for C4IT Rear Adm. David T. Glenn, and Capt. Leonard L. Ritter Jr. from the Office of Cyber Security & Telecommunications, post to the Coast Guard Journal blog re: Bertholf info-security certifications [see also Gannett’s Navy Times article]:

“Before the BERTHOLF becomes part of the Coast Guard’s fleet it must go through a standardized Information Assurance (IA) process based on Federal and Department of Defense (DOD) policies, wherein delivered equipment and installation procedures are certified for compliance by the Coast Guard. This process includes such activities as TEMPEST [DID: Telecommunications Electromagnetic Performance and Emission Standards] testing and inspections of emission security requirements… initial approval is called an Interim Authority to Operate (IATO), which is a “qualified” certification to operate designated C4&IT systems. As Technical Authority, we anticipate authorizing BERTHOLF a limited authority to operate some or all of its systems prior to its special commissioning status to facilitate the vessel’s transit to its new homeport in Alameda, CA.

While the Coast Guard is eager to deploy with the new technological capabilities of the NSC class of vessels, they recognized early on that as a “first in class” they would need to pay close attention to IA issues… began testing and evaluating the systems as early as possible, often before installations were even complete… Full instrumented TEMPEST surveys along with IA scans of the BERTHOLF’s networks and systems will be performed after Acceptance Trials (AT) with TEMPEST and IA status highlighted and documented on our acceptance agreement with the shipbuilder (DD250)… Similar to the process undertaken by the U.S. Navy for its own ships of comparable size and complexity, the Coast Guard has formed a dedicated government-industry working group to resolve or mitigate IA discrepancies aboard BERTHOLF.”

Dec 14/07: Weapons. BAE Systems in Minneapolis, MN received a $7.7 million firm-fixed-price modification under previously awarded contract (N00024-05-C-5117), exercising an option for a 57mm MK 110 MOD 0 gun system. Its primary mission is to deliver high rates of fire, with extreme accuracy, against surface, airborne and shore-based threats with proven effective six-mode programmable, 57-mm Mk 295 ammunition.

Work will be performed in Louisville, KY (78%); Karlskoga, Sweden (21%); and Minneapolis, MN (1%), and is expected to be completed by December 2009. Contract funds in the amount of $88,898, will expire at the end of the current fiscal year. The Naval Sea Systems Command, Washington Navy Yard, D.C., issued the contract.

Dec 4/07: Testing. The first-of-class National Security Cutter Bertholf [WMSL 750] sails away from Northrop Grumman’s Pascagoula, MS facility under its own power for the first time, to begin its sea trials in the Gulf of Mexico. Initial reports from the first 2 days are positive.

The ship will complete 3 sets of trials, including these initial Machinery Trials which will last for about a week. Builder’s Trials are scheduled for early 2008, and Bertholf is scheduled to be delivered to the Coast Guard following Acceptance Trials in spring 2008. NGC release.

FY 2007

Hearings & controversy lead to big shifts in Deepwater program; NSC 3 ordered; C4ISR contract for first 3 ships; Costs keep rising.

WMSL-750 Bertholf,
final fitting
(click to view full)

Sept 11/07: Northrop Grumman announces the completion of a pair of construction-related milestones. On Bertholf [WMSL 750], which stands at 90% complete, the two main propulsion diesel engines completed a successful light-off. Following this accomplishment, the stern assembly was erected onto Waesche [WMSL 751], which now stands at 33% complete. NGC release.

Sept 3/07: Costs. A Defense News report mentions both the Bertholf’s expected delivery date, and its final cost. The new delivery date is Feb 26/08; it was set as part of the major program agreement with the Coast Guard announced Aug 8/07. The contract also fixed the total price for the new ship at $641 million – a figure that includes $441 million to build the ship, money to buy government-furnished equipment such as weapons, and future costs for structural improvements and modifications.

See “USCG National Security Cutters: Bad News, Good News” for further details regarding ongoing process improvements, and an explanation of the connections between the two releases.

Aug 9/07: C4ISR contract. Lockheed Martin announces an agreement re: their consolidated contract action (CCA) over the command, control, communications, computer, intelligence, surveillance and reconnaissance (C4ISR) systems on board the first 3 National Security Cutter ships. Lockheed serves as the NSC ships’ overall integrator for electronics and sensor systems, and the craft’s C4ISR systems are critical to ensuring that the crew can see vessels in distress or targets of interest, collaborate with other Coast Guard platforms of all kinds; and take action on the most current and pertinent information available. The systems also need to be very inter-operable, in order to work with 117 agencies and organizations as part of the Coast Guard’s duties.

The Lockheed Martin portion of the $592 million contract awarded to Integrated Coast Guard Systems on Aug 8/07 is valued at $82.7 million, and includes both new work on the 3rd ship of the Legend Class and resolution of their $12.1 million request for equitable adjustment for post-9/11 changes to NSC 1 (Bertholf) and NSC 2 (Waesche). Those changes included enhanced interior voice communications, added C4ISR systems and equipment associated with classified information handling and messaging, and updated C4ISR system performance specifications as well as modifications associated with government furnished weapons systems.

As of this release date, Lockheed Martin says that development of the NSC’s C4ISR systems is 90% complete. Shipboard integration and test is well underway on NSC 1 Bertholf, leading up to USCG acceptance trials at the end of the calendar year. The crew of the Bertholf has completed initial C4ISR operations training at the Coast Guard’s training center in Petaluma, CA, and is preparing for live shipboard training. Meanwhile, equipment for the NSC 2 Waesche is now available, and is being delivered to the shipyard for installation. Lockheed Martin release via CNN Money.

C4ISR contract

Aug 8/07: #3 ordered. As part of an over-arching agreement with the industry teams involved, the US Coast Guard announces a $337 million award to Integrated Coast Guard Systems for construction of the 3rd national security cutter. Northrop Grumman’s Pascagoula facility has the lead role, and NGC will receive $285.5 million of that amount. The USCG says that its 3rd national security cutter incorporates cost-saving efficiencies and process improvements learned during the ongoing construction of the first two national security cutters, as well as design enhancements to ensure it meets a 30-year fatigue life and all operational requirements.

The agreement also includes $255 million to settle outstanding issues over the first 2 Legend Class ships. In a written statement, Coast Guard commandant Adm. Thad Allen said that: “This agreement resolves more than 192 outstanding technical and contract issues and incorporates plans to complete prudent structural enhancements to the National Security Cutter.” Issues included Northrop’s Request for Equitable Adjustment to reflect the numerous changes made in the first 2 ships since construction of the Bertholf was ordered in 2002, along with material cost changes, damages by Hurricane Katrina and the effects of a recent strike at the Ingalls shipyard. They also included ICGS partner Lockheed Martin’s request for equitable adjustment for changes to the ships’ communications systems (see Aug 9/07 entry).

See: USCG release | NGC release | Sen. Trent Lott [R-MS] statement | South Mississippi Sun Herald article | Gannett Navy Times article.

NSC 3 order + settlement on first 2

Turbine Light-Off
(click to view full)

Aug 7/07: Testing. The Coast Guard fires up the USCGC(US Coast Guard Cutter) Bertholf’s General Electric LM 2500 gas turbine engines for the first time, as Coast Guard Chief Warrant Officer 3 Walt Probst presses the switch. The procedure was an initial operational test of the ship’s combined diesel and gas (CODAG) turbine propulsion system, and the next test will be a diesel engine light-off. NGC release | ICGS Deepwater release | Gannett Navy Times article.

July 31/07: Deepwater shifts. By a unanimous roll call vote, the US House of Representatives approved bill H.R. 2722, 426-0. It was introduced by Elijah Cummings [D-MD-7], chairman of the House Transportation and Infrastructure Committee’s subcommittee on Coast Guard and Maritime Transportation.

The bill makes far-reaching changes in the U.S. Coast Guard’s Deepwater program, removing the NGC/ Lockheed Martin Integrated Coast Guard Systems consortium from the project within 4 years, installing a civilian Chief Acquisitions Officer, and imposing a series of deadlines, reports and oversight on its programs. The removal clause may not be that significant, however, as this is a 2007 vote and the ICGS Deepwater contract ends in 2011.

With respect to the NSC ships, Rep. Cummings, said that the bill would require that the designs for cutters 3 – 8 be reviewed by the Naval Surface Warfare Center – Carderock Division, which helped identify potential concerns with the hull fatigue life of cutters 1 and 2. That provision, and other components, satisfy Rep. Gene Taylor [D-MS, and chair of the House Armed Services Committee’s Maritime & Expeditionary Forces subcommittee], who had called for the review by the naval experts in an amendment when the bill was approved by the House Transportation Committee in June 2007. The bill would also require that the design and construction be certified by an independent third party. HR 2722 | Mississippi Sun-Herald article.

Big shifts in Deepwater program

July 19/07: Mast stepping. Northrop Grumman Corporation observes a traditional naval custom known as “mast stepping” during the construction of the U.S. Coast Guard National Security Cutter Bertholf (WMSL 750). “Stepping the Mast” is an ancient custom of placing coins under the step or bottom of a ship’s mast during construction that dates back to Greek mythology. It was thought that if the ship wrecked at sea, the coins would help the sailors pay the wages for their return home. Northrop Grumman and Coast Guard officials permanently affixed $7.50 in coins – to represent the hull number of Bertholf – under the mast. Each coin commemorated a significant date in the life of this ship and its namesake, the USCG’s first Commodore Ellsworth Bertholf.

Other activities related to the Bertholf included removing and re-installing the LM2500 gas turbine engine to demonstrate that those activities could be accomplished within 48 hours, and installation of a Mk15, Block 1B Phalanx 20mm Close-In Weapon System (CIWS) that can target incoming missiles, helicopters, or even surface boats. NGC’s release adds that Bertholf is 86% complete, with Main Engine Light-Off as the next major test.

March 14/07: Infrastructure. The U.S. Coast Guard today formally opens its new Deepwater shipboard operations training facility at Coast Guard Training Center Petaluma. The $26 million facility was equipped by Lockheed Martin with state-of-the-art simulators, radars and electronics equipment to train Coast Guard crews assigned to the new Legend Class National Security Cutters.

In addition to National Security Cutter crews, the facility will train U.S. Navy crews to operate and maintain the TRS-3D air search radar. In exchange, the Navy will train Coast Guard crews to operate the 57mm medium caliber deck gun. Lockheed Martin release, via GlobalSecurity.org.

Feb 14/07: Report. The US House of Representatives Committee on Commerce, Science & Transportation holds its “Oversight Hearing on Recent Setbacks to the Coast Guard Deepwater Program.” The NSC is discussed.

Jan 23/07: Report. The US Department of Homeland Security, Inspector General’s Office releases its report: Acquisition of the National Security Cutter, US Coast Guard.

FY 2006

From naming to launch for Bertholf; Waesche keel laid.

Bertholf construction
(click to view full)

Sept 22/06: #1 launch. Northrop Grumman Ship Systems launches the U.S. Coast Guard’s first National Security Cutter, Bertholf [WMSL 750]. NGC release.

Sept 11/06: #2 keel. Keel laying for the NSC 2 Waesche [WMSL 751] takes place.

Nov 11/06: #1 christened. The first Legend Class ship, Bertholf, is christened. Rep. Gene Taylor [D-MS] reminds all present that it will take more than technology:

“In the course of your career, you are going to have some tough times… see another Hurricane Katrina… and generals and admirals have convinced me that you are going to see a major attack on the heartland of America – and you are going to be called upon to respond… So it is fitting that our nation is providing you with a great ship and great training, but at the end of the day it’s going to take the great people that you are, to make those things work.”

Nov 22/05: Naming. NGC relays the U.S. Coast Guard’s announcement that the first Deepwater National Security Cutter (NSC) will be named Bertholf in honor of the organization’s first Commandant, Ellsworth Price Bertholf (1866-1921). NGC release.

Footnotes

fn1. A ship’s draught measures how deep the water must be for the ship to float, rather than resting on the bottom. Return

fn2. Hurricane Katrina caused considerable damage to the shipyard, but more important, it caused an exodus of experienced workers, forcing contractors to use more overtime hours and disrupting the traditional learning curve. [Return]

Appendix A: The Pitfalls of Being a Legend – NSC Issues & Action

Boutwell HEC in
Iraqi waters, OIF
(click to view full)

The Legend Class National Security Cutter’s transition from drawing board into service was not smooth, and matters eventually reached a point that put the entire program in doubt. With the passage of legislative bill HR 2722 in July 2007, however, the US Congress decided to move forward with the Legend Class cutters. in exchange, they demanded more stringent monitoring and certification procedures. Barring further difficulties, it appears that the 8 planned NSC ships will in fact be built.

The question is, “at what cost and timeline”?

First-of-class ships are often more expensive, post 9/11 changes did add 1,000 of the final design’s 4,300 tons, and the NSC program compares favorably in many respects with past programs like the US Navy’s current core of AEGIS DDG-51 destroyers and CG-47 cruisers. Even so, that National Security Cutter’s $641 million per ship price tag begins to place the Bertholf Class in the same realm as the new Fridtjof Nansen Class AEGIS air defense frigates that form the high end core of Norway’s navy. In every respect, this is a very high-end ship.

Price tags often decline as more ships are built, but there are also cases like the LPD-17 San Antonio Class, whose $1.7 billion cost and 100% overrun on the first ship appear to have perpetuated throughout the build cycle. The Coast Guard’s existing High Endurance Cutters (HECs) are wearing out, which only adds urgency to the key question: which example will this new NSC ship class follow?

A table from the GAO’s March 11/08 report is instructive. Note that all figures are in millions, that “Economic changes” include, for example, escalation of material/labor following the departure of many shipyard workers post-Katrina, and some costs associated with settling the REA. “Other GFE” includes certifications, tests, and training, and also additional government oversight for NSC 3:

Cost Growth for NSC 1 – 3 NSC 1 NSC 2 NSC 3 Design 67.7 Build 264.4 200.7 189.2 Govt. furnished equipment (GFE) 52.8 50.0 40.0 Initial projected costs (2002) $384.9 $250.7 $229.2 Requirements changes post 9/11 75.9 60.0 60.0 Hurricane Katrina [2] 40.0 44.4 38.7 Economic changes 58.3 69.9 86.8 Structural enhancements 40.0 30.0 16.0 Other GFE 41.5 40.7 73.9 Current projected costs (2008) $640.7 $495.7 $504.6

Timing is also important. The original 2006 delivery date for the first-of-class USCGC Bertholf [WMSL 750] slipped. Post-9/11 design changes pushed the date back to August 2007, then a revised 2007 program agreement moved the timeline back to February 2008. Bertholf was delivered via a “preliminary acceptance” procedure in August 2008. The second ship, Waesche [WMSL 751], was commissioned in May 2010.

That’s a long gap, and there’s a reason for that. First-of-class ships often have issues that require fixing before full operational certification is granted, and sea trials frequently last a year or more. After acceptance of WMSL 750, the Coast Guard planned to conduct operational testing at sea for approximately 2 years; March 2010 became the target date for full operational status, but key features like the SCIF only received Authority to Operate in April 2010, and some capabilities like UAVs remain works in progress.

Speculations concerning further progress, or regress, need to consider the program’s history.

As far back as 2002, technical experts for the Coast Guard raised doubts about the ship’s hull, contending that significant flaws exist in its structural design. In 2004, assistant commandant Rear Adm. Errol Brown sent a memo detailing more than 5 design deficiencies to Rear Adm. Patrick Stillman, urging the program officer to resolve any disputes over engineering before proceeding with construction of the first cutter. That apparently did not happen; a 2007 Office of the Inspector General report revealed that hull fatigue was still a concern, and that some USCG specifications still had not been met, even as the ship’s cost had increased by more than 33% since the Deepwater program began.

Worse revelations followed. In 2007, Rep. Henry A. Waxman [D-CA, chairman of the House Oversight and Government Reform Committee], was quoted in the Washington Post saying that a Navy engineering report in December 2005 included “bottom-line” warnings. Red ink on a pair of Navy engineering briefing slides concluded the cutters would not last the required 30 years. But the warnings were allegedly deleted in a copy of the report given by Coast Guard officials to Department of Homeland Security auditors, and altered in an edited version included in a wider briefing. See “Additional Readings & Sources” for more documents and reporting.

In 2007 testimony to the US Congress, the US Department of Homeland Security’s Inspector General said that:

“On the NSC acquisition, the cutter’s performance specifications were so poorly worded that there were major disagreements within the Coast Guard as to what the NSC’s performance capabilities should actually be… The cost of NSCs 1 and 2 is expected to increase well beyond the current $775 million estimate, as this figure does not include a $302 million Request for Equitable Adjustment (REA) submitted to the Coast Guard by ICGS on November 21, 2005 [DID: this and other REAs were resolved in July 2007]. The REA represents ICGS’s re-pricing of all work associated with the production and deployment of NSCs 1 and 2 caused by adjustments to the cutters’ respective implementation schedules as of January 31, 2005… The current $775 million estimate also does not include the cost of structural modifications to be made to the NSC as a result of its known design deficiencies. In addition, future REAs and the cost of modifications to correct or mitigate the cutter’s existing design deficiencies could add hundreds of millions of dollars to the total NSC acquisition cost…

The NSC, as designed and constructed, will not meet performance specifications described in the original Deepwater contract. Specifically, due to design deficiencies, the NSC’s structure provides insufficient fatigue strength to achieve a 30-year service life under Caribbean (General Atlantic) and Gulf of Alaska (North Pacific) sea conditions… The Coast Guard’s technical experts first identified and presented their concerns about the NSC’s structural design to senior Deepwater Program management in December 2002, but this did not dissuade the Coast Guard from authorizing production of the NSC in June 2004 or from its May 2006 decision to award the systems integrator a contract extension. Due to a lack of adequate documentation, we were unable to ascertain the basis for the decision to proceed with the production of the first two cutters, knowing that there were design flaws…”

NSC-class Cutter Concept
(click pic to view full)

In response, Northrop Grumman Ship Systems President Philip Teel outlined the issues as NGSS saw them:

“The NSC is designed to meet a 30 year service life and many of the structural items raised by the Coast Guard have been addressed and were incorporated in the Bertholf and Waesche (NSC 1 and 2) prior to production. For example, upgraded steel, thicker steel, modifications to Fashion Plates and Re-entrant Corners, and the addition of 2 longitudinal Hovgaard bulkheads to provide increased stiffness at the stern were incorporated into the design.

With regard to NSC fatigue life, even the best engineers will have different opinions. Analysis has been performed on the NSC utilizing a relatively new model developed by Naval Surface Warfare Center, Carderock Division (Carderock) utilizing two different approaches. The difference in the two approaches is whether or not the model is benchmarked by calculating the fatigue strength of proven ship designs with similar operational characteristics and hull form that has been at sea for the desired time. This enables the calculation of permissible stress levels that can be applied to test the new design. The results of these two analyses have generated a responsible dialog between the engineers which will lead to final agreement about enhancements to fatigue structure… The American Bureau of Shipbuilding (ABS) certified 14 Systems Level drawings, including structural design drawings. ABS will also certify 35 ship systems during this acceptance process… During the design process, there will be a total of 46 independent third party certifications prior to or as part of the USCGC Bertholf (NSC 1) delivery process… The US Navy’s Board of Inspection and Survey (INSURV) will conduct the Ship’s Acceptance Trials (AT) when the cutter gets underway later this year.

Cost growth has also been mentioned in the media. Two elements have led to the majority of cost growth on the NSC – increased post 9/11 requirements and the impact of Hurricane Katrina. The NSC that will be delivered to the Coast Guard this year is not the same ship that was first proposed in 1998. Today’s NSC has greatly improved operational capabilities that address post 9/11 requirements including Chemical, Biological & Radiation (CBR) protection, a Sensitive Compartmented Information Facility (SCIF) and more robust aviation installations so that the NSC, in addition to its normal embarked Coast Guard aviation complement, will be able to launch, recover and operate US Navy, US Government Agency and partner nation manned and unmanned rotary wing aircraft. These enhancements have added approximately 1000 tons to the displacement, including a one third increase in electrical power systems, a tripling of air conditioning and ventilation capacity (HVAC), the addition of 25 antennas and a 26% growth in the size of the berthing spaces.

It is true that Katrina delayed the delivery of Bertholf by several months and added cost to the program… Even taking into account Katrina, Bertholf continues to set new lead ship standards in quality and efficiency with, higher performance to standards than both the first or second Arleigh Burke Class (DDG 51) destroyer and labor utilization measures that routinely out perform other programs in our shipyard. Much of what has been done on the NSC program is being transitioned to the rest of the shipyard to other construction programs. In addition to the specific actions as they relate to the NSC program, we are investing $57.3 million dollars of our own money in a new suite of management tools that will increase our visibility, work sequencing capability, material and engineering modeling and capacity and resource planning. These tools will enable the reduction in the number of units we construct to build the NSC. Currently we build the vessel in 45 units and integrate these sub assemblies into 29 erection lifts on the ship. The new tool set will allow us to plan and construct the vessel in less lifts, our target is 16, and as we know the less number of lifts the less cost. We are investing in our human capital, process improvement, and our facilities to reduce the cost associated with building future ships.”

WMSL-751 Waesche
(click to view full)

As that last sentence notes, NGSS is taking action to improve the ships over time, as part of a structured improvements process. As each milestone is met, personnel involved in the ship’s construction meet to discuss “lessons learned.” Good practices, as well as opportunities for improvement, are noted and applied to the construction process of the next ship in the series. Through lessons learned on Bertholf, work on the Waesche improved significantly, moving thousands of hours of work out of the integration area where ship sections are joined, and into the shop areas. This allows work to be accomplished earlier in the process, more efficiently, and at a reduced cost to the Coast Guard. As an example, the engine and propulsion install took 8 days on Bertholf, but just 1.5 days on Waesche.

These kinds of lessons and improvements are typical in ship-building programs.

In addition, the Bertholf is the first ship to be constructed using a new shipyard configuration in Pascagoula. The Bertholf and the Waesche were built side by side, making it easy for personnel to access both ships for comparison and/or referencing activities. The new shipyard configuration also allows tests and trials to be conducted on the ships without relocating them. Over time, Northrop Grumman also aims to reduce the number of “block lift” sections required to finish the ship, by improving each block’s level of final readiness and avoiding tricky post-lift installs that may force rework, or encounter difficulties because it’s harder to get access to key areas.

The success of the process improvements outlines above, and resolution of outstanding design issues, will play a large role in determining whether the coast guard’s flagship cutters can make the next transition. A transition from ‘rescued program,’ to a good program that delivers acknowledged value, and begins to place the troubled $25 billion Deepwater modernization program back on track.

Appendix B: Additional Readings Program and Ships

• US Coast Guard Acquisition Directorate – National Security Cutter.

• HII – U.S. Coast Guard National Security Cutters.

• Integrated Coast Guard Systems (ICGS), the Lockheed/N-G partnership that served as Deepwater’s systems integrator until the USCG announced that it was taking back control of the program. 2009 snapshot.

• ICGS Deepwater – Long-Range Interceptor (LRI) and Short Range Prosecutor (SRP) Spec Sheet [PDF].

• Plant Automation (Feb 14/08) – MTU Powers Deepwater National Security Cutter. Offers details re: the propulsion system.

News & Views

• DID – US Coast Guard’s Deepwater Effort Hits More Rough Sailing. Describes issues with the program while it was still part of Deepwater; includes a wealth of external resources and reports.

• IBM Center for the Business of Government – The Challenge of Contracting for Large Complex Projects: A Case Study of the Coast Guard’s Deepwater Program. This report was also discussed in USCG Rear ADM. Blore’s Dec 31/08 blog post. The report rates the National Security Cutter program as a “mixed” success/ failure.

• USCG Compass (Feb 2/13) – Adm. Papp discusses maritime strategic issues with Adm. Greenert and Gen. Amos.

• Washington Post (Feb 9/07) – Waxman Sees Potential Coverup in Ship Contract.

• Gannett’s Navy Times (Feb 1/07) – IG report shows early concerns over cutter.

• NY Times (Dec 14/06) – Lawmakers Say Coast Guard Withheld Warning of Flaws in Cutter Design.

Official Reports & Testimony

Note that USCG links are forcibly excluded from archiving, and Senate links are likewise blocked. URLs may or may not still work. GAO and DHS links remain reliable.

• US Congressional Government Accountability Office (#GAO-08-270R March 11/08) – Status of Selected Aspects of the Coast Guard’s Deepwater Program.

• Inside the Navy, via USCG Acquisitions Directorate (March 10/08) – Re-Analysis Validates Coast Guard’s Way Ahead With Deepwater [PDF].

• US Senate Committee on Commerce, Science, & Transportation; Oversight Hearing on Recent Setbacks to the Coast Guard Deepwater Program (Feb 14/07) – Statement of DHS Inspector General Mr. Richard L. Skinner. See also Statement of Phillip Teel, President of Northrop Grumman Ship Systems for their position re: the NSC; and statements made by other invitees.

• Committee On Oversight And Government Affairs, US House Of Representatives (Feb 8/07) – Statement Of Admiral Thad W. Allen, Commandant, On The Procurement Practices Of The Department Of Homeland Security: Integrated Deepwater Systems [PDF]. This is a key document regarding the future of Deepwater, and of USCG acquisitions. An almost identical submission was made to the United States Senate Committee on Commerce, Science & Transportation on February 14, 2007.

• USCG, Admiral Thaad Allen (?) – Commandant’s All Hands Message – National Security Cutter Update.

• US Department of Homeland Security, Inspector General’s Office (Jan 23/07) – Acquisition of the National Security Cutter, US Coast Guard. [Full report, PDF].

• US Congressional Government Accountability Office (#GAO-06-546, April 28/06) – Coast Guard: Changes to Deepwater Plan Appear Sound, and Program Management Has Improved, but Continued Monitoring Is Warranted.

• US Congressional Government Accountability Office (#GAO-05-757, July 22/05) – Coast Guard: Progress Being Made on Addressing Deepwater Legacy Asset Condition Issues and Program Management, but Acquisition Challenges Remain.

Knapp drei Monate vor der Europawahl fordert Frankreichs Präsident Emmanuel Macron  tiefgreifende Reformen für die EU. In einem Artikel, der am Dienstag zeitgleich in 28 Tageszeitungen erscheint, fordert er einen Neubeginn für Europa.

The Council added seven ministers to the list of persons and entities subject to restrictive measures in view of the situation in Syria.

The Council added seven ministers to the list of persons and entities subject to restrictive measures in view of the situation in Syria.

The Council added seven ministers to the list of persons and entities subject to restrictive measures in view of the situation in Syria.

Approximately three billion people around the world depend on marine and coastal biodiversity for their livelihoods as fisheries alone generates over 360 billion dollars to the global economy. However, human activity continues to threaten this crucial landscape including through overfishing. Credit: Nalisha Adams/IPS

By Tharanga Yakupitiyage
UNITED NATIONS, Mar 5 2019 (IPS)

Over recent years, there have been shocking reports of marine endangerment and plastic pollution. The threats are clear, and now urgent action is needed more than ever.

Marking World Wildlife Day on Mar. 3 with its theme “Life below water”, the United Nations has stressed the need to promote and sustain ocean conservation not simply to protect underwater life, but also societies.

“‘Life below water’ may sound far away from our daily life; a subject best left to scientists and marine biologists; but it is anything but,” said President of the General Assembly Maria Fernanda Espinosa.

“Increasingly we are coming to understand how connected our world is and how much impact our actions are having on the oceans, on the rivers and waterways, and in turn on the wildlife, above and below water, that have come to rely on them,” she added.

Secretary-General of the Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) Ivonne Higuero echoed similar sentiments, stating: “When we think about wildlife, most of us picture elephants, rhinos, and tigers…but we should not forget about life below water and the important contribution they make to sustainable development, as enshrined in Goal 14 of the U.N. Sustainable Development Goals.”

The oceans and its critters have been among the foundations of human societies. Approximately three billion people around the world depend on marine and coastal biodiversity for their livelihoods as fisheries alone generates over 360 billion dollars to the global economy.

More than that, oceans help regulate the climate, producing 50 percent of the world’s oxygen and absorbing 30 percent of carbon dioxide released into the atmosphere.

Yet, human activity continues to threaten this crucial landscape including through overfishing.

According to the U.N., around 30 percent of fish stocks are overexploited, often at unsustainable levels. While some policies are in place to reduce overfishing, illegal fishing is still commonplace.

Illegal and unregulated fishing constitutes an estimated 12 to 30 percent of fishing worldwide.

For instance, the high prices of caviar has fuelled illegal overfishing and near extinction of species of sturgeon and paddlefish.

The International Union for Conservation of Nature (IUCN) has listed 16 of the 27 species of sturgeon and one of the six species of paddlefish as endangered.

Espinosa particularly pointed to the issue of plastic pollution in oceans which has become a growing concern worldwide.

“Every minute a garbage truck worth of plastic makes its way to the sea. Some of this plastic remains in its original form, while much more is broken down into microplastics that are consumed by fish and other creatures, eventually finding their way into our own food, our own water,” she said.

“This is not the way we treat our home, our planet. This is not the way we maintain a sustainable and healthy ecosystem,” Espinosa added.

An estimated 5 to 12 million tonnes of plastic enter the ocean every year and many have ended up on the beaches of the world’s most isolated islands and others in the guts of whales and sea turtles.

Even in the 7-mile deep Mariana Trench, research found all specimens had plastic in their gut.

According to a report by the Ellen MacArthur Foundation, the oceans could have more plastic than fish by 2050 if current trends continue.

But through the dark clouds, there is a glimmer of hope as civil society organisations, U.N. agencies, and governments band together to protect oceans.

Launched by U.N. Environment (UNEP), the Clean Seas campaign is now the world’s largest global alliance for combating marine plastic pollution with commitments covering over 60 percent of the world’s coastlines.

The 57 countries who have joined the campaign have pledged to cut back on single-use plastics and encourage more recycling.

Already, many governments have taken up the challenge.

In December, Peru decided to phase out single-use plastic bags over the next three years.

In the U.S., cities such as Seattle and Washington, D.C. have implemented a ban on plastic straws and businesses could receive fines if they continue to offer the items.

Though this makes up only a small fraction of the marine plastic pollution issue, such low-hanging fruit seems to be the best place to start.

International non-profit organisation Global Fishing Watch has established an online platform where they record and publish data on the activity of fishing boats, providing a map of hot spots where overfishing might occur and who is responsible.

After recording data on more than 40 million hours of fishing in 2016 alone, they found that just five countries and territories including China, Spain, and Japan account for more than 85 percent of observed fishing.

The Environmental Defence Fund (EDF), on the other hand, has utilised a rights-based management approach, working directly with fishermen who receive a secure “catch share” upon complying to strict limits that allow fish populations to rebuild.

This approach has helped combat the issue of overfishing, which has dropped 60 percent since 2000 in the United States, and provides stable fishing jobs with increased revenue.

For instance, EDF worked with fishermen in the Gulf of Mexico where red snapper stocks were overexploited and continually declined. Scientists determined a sustainable threshold to catch red snapper which was then divided into shares and allocated to the fishermen.

With strict limits as to how much to fish, the red snapper population quickly flourished and by 2013, it was taken off the “avoid” list organised by the Monterey Bay Aquarium.

Higuero also highlighted the role CITES which regulates international trade in marine species, ensuring it is sustainable and legal.

“Well-managed and sustainable international trade greatly contributes to livelihoods and the conservation of marine species…we are all striving to achieve the same objective of sustainability: for people and planet – where wildlife, be it terrestrial or marine, can thrive in the wild while also benefiting people,” she said.

Secretary-General Antonio Guterres pointed to the importance of marine life for current and future societies.

“Marine species provide indispensable ecosystem services…let us raise awareness about the extraordinary diversity of marine life and the crucial importance of marine species to sustainable development.  That way, we can continue to provide these services for future generations,” he said.

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The post Healthy Oceans, Healthy Societies appeared first on Inter Press Service.

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