WMSL-750 Bertholf
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The US Coast Guard’s massive $25 billion Deepwater meta-program (really Deepwater-II given post-9/11 changes) has endured more than its share of ups and downs. Nevertheless, Congressional support has remained strong, and efforts are being made to restructure the program and get it back on track. Yet the USCG’s Island Class cutter modification program, and the Deepwater Fast Response Cutter supposed to replace it, have faced many difficulties.
The Legend Class National Security Cutters are the largest ships in the Deepwater program, and represent the program’s flagship in more ways than one. The 418 foot, 4,400 ton ships will be frigate-sized vessels with a 21 foot draughts [1], 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. rhe 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. Integrated Coast Guard Systems (ICGS), a joint venture between Lockheed Martin and Northrop Grumman, has been serving as the program’s overall system-of-systems integrator but will be replaced in that role 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
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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
The Legend Class Program: Contracts & Key Events
FY 2014
Progress on NSC 4, 6.
USCG on NSC
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, the 7th Legend Class National Security Cutter. Construction is expected to begin in January 2015, and delivery is scheduled for some time in 2018.
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: HII, “Ingalls Shipbuilding Awarded $497 Million Contract for Seventh U.S. Coast Guard National Security Cutter”.
NSC 7 order
October 26/13: #4 Hamilton. Hamilton (WMSL 753), the 4th ship of the 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. Sources: USCG, “Acquisition Update: Fourth National Security Cutter Christened”.
October 7/13: #6. Production of Munro (NSC 6) started 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. 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
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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
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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
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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
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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 | <a href="http://www.irconnect.com/noc/