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WPB 87' Marine Protector Class

The CPB project was initially chartered by G-CCS in 1993 to replace the aging Point Class WPBs. Various studies have documented the deteriorating condition of the 82' fleet and the urgent need to replace it with a more capable and cost efficient vessel. The CPB acquisition strategy called for an existing parent craft with proven service in Coast Guard type missions. This strategy streamlined the acquisition process by eliminating the need for the Demonstration/Validation phase. Also used was a performance based Circular of Requirements that allowed small business shipbuilders the opportunity of proposing their own designs modified to meet Coast Guard requirements. The CPB contract was awarded to Bollinger Shipyard Lockport (BSL) on 19 March 1996 for their proposal of an 87' patrol boat. The cost for the lead ship Was $8.9M. The contract also provided options to procure between 30 - 50 additional patrol boats. A unique feature of the CPB contract was the incorporation of Human Engineering and System Safety Programs early on in the design phase of the work. The resulting full scale models of the bridge and galley/messdeck areas, as well as other studies, combined with required design reviews served to identify and eliminate poor equipment selection and placement. Two thorough design reviews which covered the physical as well as integrated logistic support aspects of the CPB were conducted prior to any boat construction. This twelve month design period resulted in a better boat while minimizing costs associated with design change. (It is easier to erase lines on paper than it is modify a boat already under construction.)

The CPB design features a stern launched RIB. This system will minimize personnel required on deck for launch and recovery of the RIB as well as extend the capability to operate the RIB in heavy seas. Pre-planned product improvement initiatives have ensured a hull structure with a twenty-five year design life as well as installation of the newly procured Raytheon Surface Search Radar. Other bridge upgrades over the 82' WPB include a Transas Electronic Chart Display and Information System (ECDIS) and 3x the square footage.

Other features of the CPB include MTU main diesel engines coupled to ZF reduction gears, MAN generators, berthing which accommodate any gender mix of a ten person crew, strict noise requirements, and exhaust emission requirements which exceed current regulations. The 87 foot CPB, is without a doubt, the new work horse of the Fleet!

The newly designed CPB has several enhancements over the aging 82s, including improved mission sea keeping abilities (up to sea state 5), significantly upgraded habitability (allowing any gender mix for its 10 person crew, 11 berths max), 25 kt max speed, and compliance with all current and projected environmental protection laws. The CPB also employs an innovative stern launch and recovery system using an Aluminum hulled inboard diesel powered waterjet small boat. The vastly larger pilot house is equipped with an integrated bridge system including an electronic chart display system (ECDIS) which interfaces with the CG's new surface search radar. SWIII computers along with a fiber optic network will also be installed, allowing the crew to access the vessel's CD-ROM tech pubs and drawings.

Based on an operational evaluation of the first 9 CPBs, the a number of enhancements will be installed on follow-on CPBs starting with the first production boat, USCGC TARPON (WPB 87310). These upgrades include:

  • Add weapons and pyro locker alarm system: In order to go to a one-person watch in port an adequate alarm system is installed to prevent access to the small arms and ready service locker.
  • Add galley ice machine: As currently configured, the CPB will have inadequate ice production capabilities during the summer months. An ice machine able to keep up with anticipated demand is necessary and improves habitability. The ice machine takes the place of the cabinet forward of the trash compactor in the galley.
  • Add A/C capacity upgrade: Upgrade the CPB HVAC equipment to provide reserve capacity. All HVAC components including, but not limited to, the condenser, sea water cooling pump/piping, ducting, discharge registers and air handling unit shall be sized appropriately. The A/C system installed on production boats have approximately 40% more capacity than the system on hulls 1-9.
  • Add DGPS to SSR connection: In order to allow the MARPA of the CFE redundant navigational radar to be fully functional, the unit requires a DGPS input. An output from the NEMA amplifier / expander to the input of the SSR is installed
  • Add RIB notch lighting: A bracket is added to the RIB notch to allow one of the existing stripe lights to be used for illumination.
  • Add swing door gate at the top of Pilothouse ladder: This gate improves safety in the Pilothouse.
  • Add manual activation method for machinery space ventilation damper shutdown: A manual trip is added to secure the Engine Room vents from the weather deck.
  • Add additional isolation valves to grey water and MDE & SSDG F/O and R/W systems: Isolation valves are added to allow work to be accomplished on the systems while in use.
  • Anchor ground tackle Enhancements:
    • Elimination of chain stopper: This is not a requirement in the COR and is unnecessary. The pad of the foundation will be kept to protect the deck from the chain dragging.
    • Anchor rode configuration: The current rode is changed to a length of chain on deck connected via a thimble to a 12-plated line rated for 27K lbs. A section of Ultra Poly is added to the deck to prevent damage and chafing.
    • Addition of a Stainless Steel pelican hook: Install a padeye on the forward stbd side of the windlass pedestal and add a pelican hook with a turnbuckle to secure the chain when the anchor is stowed.
    • Addition of padeye for line stopper: Install a padeye on the forward port side of the windlass pedestal for the crew when shifting from the windlass to the bitt and vice versa.
  • Change stainless steel R/W piping to 90-10 copper-nickel: The raw water systems on CPBs, consisting of 316L piping, have been experiencing extensive marine growth. All 316L Stainless Steel piping in the engine room for the seawater system including service to the following systems: HVAC S/W, Firemain (suction up to both fire/bilge pumps), P-100 standpipe (below the waterline), Oily Water Separator and Watermaker. All removed piping shall be renewed with 90/10 CuNi. Plans are for CG yard personnel to retrofit hulls 1-15
  • Add compressed air outlet in the engine room: Currently there is no ship service compressed air capability onboard the CPB, although there is an air compressor for sewage system. By installing a one-piece regulator and gauge set next to the compressor in the engine room, personnel would be able top use various air tools.
  • Add Pilothouse console electrical covers for alarm system circuit board, MTU RCS and 24V breakers: Currently some electrical equipment is not adequately protected from personnel hitting it while under the Pilothouse console.
  • Add hold open support mechanisms for racks: "Northhampton style" berths are not currently furnished with a mechanism to hold them open while accessing the storage area of the rack. As it is extremely difficult and potentially unsafe to access this area single-handedly while underway, the berths are furnished with a mechanism to hold them open.
  • Add galley storage cabinet segregation: The interior of the upper galley storage cabinets is not segregated by any partition between each end. Because there are no partitions, all the contents of the cabinets shifts when the vessel is underway. The addition of partitions decreases the allowable motion of stowed items and make it manageable for the crew to keep items secure for sea.
  • Add ECDIS keyboard back-lighting: The ECDIS keyboard does not have sufficient back-lighting to allow it to be easily used during night operations. A different style keyboard, which is backlit replaces the current model.
  • Change red visual warning light for MDE alarms to orange: The lights signifying CO2 system flooding and a MDE alarm are both red. This is potentially confusing for the crew. No two visual alarms for different systems in the same compartment should have the same light lens color. MDE alarm light is changed to orange.
  • Add switch guard for Pilothouse overhead light: The white overhead lights in the Pilothouse have been accidentally energized on numerous occasions. At night, this will destroy the night vision of all personnel. To prevent this, the control switch for the fluorescent lighting fixtures in the Pilothouse is fitted with a spring loaded cover to prevent accidental energizing of the lights.
  • Change BERP bolts from hex-head to round-head: The bolts on the main engine removal covers protrude above deck level and are a tripping hazard. The towing hawser and fire hoses also get caught on these bolts. To alleviate this problem a round head bolt is installed.
  • Add drain plug for P-100 mount: Currently there is no way to drain water that collects in the P-100 mount. Accumulation of standing water will accelerate corrosion in the area. Since oil and fuel might also collect in the mount, a permanent drain can not be installed. However, a drain hole fitted with a plug would allow personnel to drain the water from the mount provided there are no hazardous materials in it. Therefore the mount is fitted with a drain hole and removable plug.
  • Add fire extinguishers: The fire extinguisher located in the lazarette is relocated to the entrance ladder, not in the aftermost confines of the space. One additional B-1 PKP extinguisher is installed Crew passageway.

Hulls 87301 through 87309 will not recieve the following enhancements.

  • Add improved ladder treads: Although the current ladder treads supplied by BSI are COR compliant, the PRO has found ladder treads, which provide better traction particularly when wet. These tread caps are bolted to the existing ladder treads.
  • Reconfigure crew lockers to allow SDBs to be hung: The provided lockable storage for clothes, toiletries and personal effects is not able to accommodate hanging the CG Service Dress Blue uniform on a standard hangar. As this is a required uniform for the crew, the shelf is removed from the locker to allow for uniform storage onboard the vessel.
  • Move clearview window to starboard of centerline: The clearview is installed directly in the line of sight of the helmsman. In order to steer the vessel when the clearview is not in use (approx 90% of u/w time), the helmsman has to continually shift from looking through the clearview to above and around it. This is distracting and fatiguing to do. By moving the clearview to the starboard side window, the helmsman would have a consistent unrestricted line of sight in good weather. In bad weather, when the clearview is needed, the helmsman only needs to move slightly to the starboard side to be able to look through the clearview.
  • Add additional electrical outlets in the mess area, ship's office and Pilothouse: The Mess area, Ship's Office, and Pilothouse are lacking an adequate number of electrical outlets. Two electrical outlets shall be added to the Mess area along with three additional outlets in the Ship's Office and Pilothouse / under the console. CG Yard has installed the outlets in the ship's office and pilothouse as part of their post delivery electronics installation.
  • Install Freeman-style hatch for fore peak tank: The manhole installed to access the fore peak tank is cumbersome to use and, as was evidenced on the 110's, will require extensive maintenance. To alleviate these problems the access is changed to a Freeman quick acting model with Stainless Steel ring and escape handle.
  • Add additional full-sized chart table drawer: The current chart table has open cabinet space, but no place to store unfolded full size charts. The addition of a drawer allows charts to be easily and conveniently stored. DC diagrams / status board are also placed on the chart table top below a piece of plexiglass covering the top of the table.
  • Remove port electrical shore tie: The CPB has two electrical shore tie plugs fitted which are only approximately 5 feet apart from each other. This is an unnecessary redundancy and can be deleted.
  • Change LAN connectors from SC to ST type: TISCOM has changed the standard fiber optic connector from SC to the ST type. As such, the CPB LAN has ST connectors vice the SC starting with hull 87309. The LAN is fully functional for hulls 87301 through 87308 and the SC connectors can be changed upon failure.
  • Add thermometer box: There is no thermometer box on the CPB. One thermometer box housing, one wet bulb and one dry bulb thermometer needs to be installed on the aft exterior of the Pilothouse.
  • Increase strength of electronics rack: The electronics equipment rack provided does not have suitable rigidity and strength for the equipment being installed. The rack has been modified to provide additional support for the equipment installed. The CG Yard has performed a strengthening modification to the racks on hulls 87301 through 87309.
  • Install Freeman WTD for Pilothouse: The Pilothouse door is awkward to access and overkill as it is watertight and only needs to be weathertight. The Pilothouse door has been changed to a Freeman Heavy Duty Aluminum - Model 14 quick-acting door with single window.
  • Modify P-100 watertight cover to allow pump to continually remain connected to F/M and standpipe: The P-100 cover shall fit on the pump with all suction and discharge hoses attached to the pump and respective piping. Currently the cover has to be removed and the suction and discharge hoses then need to be connected prior to using the pump.



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