The Polar Retrospective – Turning a walrus into hope for the US Coast Guard
A fire that forced the only operational icebreaker Healy to end its 2024 Arctic season prematurely and to sail back home as well as the other icebreaker Polar Star undergoing upgrading and life-prolonging measures in California are the two latest setbacks that the US Coast Guard Arctic program is faced with. However, nerningnaq (Inupiaq for “hope”) appears on the horizon in the shape of an 12-year old vessel named Aiviq, which means “walrus” in Inupiaq. The USCG plans to secure this US-built vessel and transform it into an appropriate replacement within two years. But will this be enough considering all the issues around the USCG Arctic vessel program?
The urgency of modernizing the U.S. icebreaker fleet is underscored by the current state of the existing vessels. The Coast Guard’s two heavy icebreakers, the Polar Star and the Healy, are both facing challenges due to their age and heavy use.
On one side, the Polar Star, commissioned in 1976 is the U.S. Coast Guard’s only active heavy icebreaker capable of breaking through multi-year ice. Therefore, it is undergoing a major service life extension project (SLEP) at Mare Island Dry Dock in Vallejo, California. This multi-year project is intended to extend the vessel’s operational life beyond its original design by replacing obsolete equipment and systems. The fourth phase of this project is currently underway, with completion expected in 2025.
The Healy, commissioned in 2000, is primarily a research vessel with limited icebreaking capabilities compared to the Polar Star. While it remains a valuable asset for scientific research in the Arctic, it cannot fully replace the need for heavy icebreakers capable of operating year-round in thick ice. Additionally, the vessel has been and still is struggling with technical issues. An electrical fire in late July this year has knocked out the vessel from the current Arctic operations that included both scientific missions and a patrol cruise through the Northwest Passage. This situation now leaves the USA without any operational icebreaker in the Arctic and further highlights the need for a short-term solution.
Aiviq: A Pragmatic Stopgap with a Unique History
The Aiviq, a 360-foot anchor handling tug supply vessel with Arctic Class icebreaking capabilities, was originally built in 2012 for oil drilling support in the Arctic. Its ability to break ice up to 4 feet thick makes it an asset for the Coast Guard, particularly for tasks like escorting vessels through ice, supporting scientific missions, and responding to emergencies in ice-covered waters. The vessel has a notable history, including its involvement in the 2012 rescue of the drilling rig Kulluk, an event that ultimately led Shell to abandon its Arctic drilling plans. More recently, the Aiviq served in the Australian Antarctic Program during the 2021/22 and 2022/23 seasons, demonstrating its capabilities in challenging polar environments. Its acquisition underscores the pressing need for additional capacity, especially in the Arctic, where climate change is opening new opportunities and challenges. A key advantage of acquiring the Aiviq is its relatively low price—estimated at several tens of millions of dollars—and its quick availability. This is crucial in the current situation of the USCG. Overall, the purchase of the Aiviq can only be a short-term solution. A more sustainable and long-lasting solution to the US icebreaker problem is the Polar Cutter Security Program (PSCP).
The Polar Security Cutter Program: Ambitious Goals, Complex Reality
The PSC program, envisioning the development and construction of a new generation of heavy polar icebreakers, is vital for the long-term U.S. strategy in the Arctic. These vessels, with a planned icebreaking capability of up to 8 feet, are intended to replace the aging icebreakers and ensure a year-round U.S. presence in the polar regions.
However, the program faces significant delays and cost overruns. Technical challenges, such as integrating complex systems and developing a robust powertrain, coupled with a lack of experience in icebreaker construction and the still felt impact of the COVID-19 pandemic, have significantly impacted the timeline. As the Government Accountability Office (GAO) noted in a 2023 report, “The Coast Guard has not built a heavy polar icebreaker in nearly 50 years, and the complexity of the PSC design has contributed to delays and cost increases.” The first delivery, initially planned for 2025, is now expected no earlier than 2028.
These delays inevitably lead to cost increases, putting the program in a difficult position budget-wise. The exact cost of the program remains uncertain, with estimates exceeding $1 billion per ship, making budgeting difficult and potentially leading to political disputes.
An Arctic strategy plus a political gridlock equals a budgetary conundrum
The U.S. government’s Arctic strategy, based on increased presence and cooperation with allies, requires significant investment in infrastructure, research, and military capabilities. The cost of building and operating icebreakers is an essential part of this strategy, and the delays and cost overruns in the PSC program pose a serious challenge.
The current political gridlock in the U.S. Congress, where Republicans and Democrats share control of the two chambers, contributes to the difficulties of the PSC program, particularly regarding the budget. Budget disputes, differing political priorities, and increasing polarization turn decision-making processes into a nightmare and lead to delays in funding and implementation. Apart from the financial aspects, also the confirmation of senior officials responsible for the program can be hampered by the current political disputes.
The uncertainty about the future budget situation and the possibility of cuts or delays in funding pose a significant challenge to the PSC program. As a Congressional Research Service report highlighted, “Given the size and complexity of the PSC, as well as cost increases in other shipbuilding programs, there are concerns about the accuracy of the estimated acquisition costs.”
Adding another factor to this uncertainty on the future of the PSCP is the outcome of the upcoming US elections. Although the US Arctic strategy by the US Department of Defense, which was released only a few weeks earlier, clearly calls for ice-capable vessels to secure US-American interests in its Arctic regions, it remains unclear if the following government will really heed the call, too. For the time being, it seems as if Aiviq is better renamed Neringnaq, turning a walrus into hope.
Dr. Michael Wenger, Polar Journal AG
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