USCG WMEC-617 Block Island

General characteristics
Displacement: 759 tons
Length: 210 ft 6 in (64.16 m)
Beam: 34 ft (10 m)
Draught: 10 ft 6 in (3.20 m) max
Propulsion: 2 x V16 2550 horsepower ALCO diesel engines
Speed: max 18 knots; 2,700 mile range
Range: cruise 14 knots; 6,100 mile range
Complement: 12 officers, 63 enlisted
Sensors and 2 x AN/SPS-64
processing
systems:
Armament: 1 x Mk 38 25mm machine gun
Weapon Damage Critical Type Range RO Magazine Size
F

25 mm Cannon 4d12 20 B 150 ft. A Linked Huge

2 x M2HB .50 caliber machine gun

Weapon Damag Critical Type Range ROF Magazin Size
 e e
.50 Cal 2d12 20 B 150ft A Linked Huge
Aircraft HH-65 Dolphin
carried:

The 210-foot cutters were added to the Coast Guard as part of an effort to upgrade the aging fleet
of World War II-era cutters. The Naval Engineering Division designed these cutters for search
and rescue and law enforcement patrols of a "medium endurance"--i.e. they could conduct
patrols of up to three weeks without requiring replenishment. The outward appearance of these
new cutters reflected the evolving nature of Coast Guard operations during the latter part of the
20th Century. They had sleek lines with the most prominent feature being their flight decks.
They were originally fitted with transom exhaust ports that provided more room for a larger
flight deck and kept the flight deck clear of exhaust smoke. In practice, however, the exhaust
system proved problematic. Their high pilot house gave the bridge crew unrestricted all-around
visibility, making ship-handling easier. A number of other concerns figured into the design phase
including maximum serviceability, improved habitability, long service life, and safety.
Her superstructure is arranged in three levels forward of midship affording the wheelhouse 360
degrees visibility. Featured also is a flight deck suitable for carrying the Coast Guard's newest
type of rescue helicopter. A streamlined tower type mast with platform, yard and gaff
accommodates the navigation and signal lights and antennae. Conspicuously missing is the
conventional stack, which is eliminated by the use of an exhaust vent in the stern. She is
equipped with facilities for ocean towing of vessels up to ten thousand gross tons. The crew
accommodations are so modernistic in design and comforts they can only be compared with
those aboard some of the modern merchant ships
Two shafts capped by controllable pitch propellers drove these cutters to a top speed of 18 knots.
Those shafts were powered by a number of different power plants. The Coast Guard actually
designed two types of propulsion. Cutters 615-619 received a CODAG propulsion plant
consisting of two Cooper-Bessemer Corporation FVBM-12 turbocharged diesel engines coupled
with two Solar Aircraft Company gas turbines, the first U.S. vessels to receive this unique
propulsion system. The other cutters received only the diesels. The propulsion system could be
remotely controlled from the pilothouse, either bridge wing, or the engine room control booth.
Crew comfort and convenience were also a priority. The Coast Guard actually hired the interior
design firm Raymond Loewy Associates of New York to design the cutters' interior arrangement,
colors, materials, furniture and appointments. The interior spaces were paneled and all piping
and cables were hidden behind removable panels. The entire interior of the cutter was air
conditioned for crew comfort. Additionally, "color schemes have been designed to give varied
and pleasing effect." The recreation rooms included television sets, tape recording and playback
equipment, AN/URR-44 radio receivers, and commercial AM/FM high fidelity radio receivers.
These cutters were also designed to incorporate additional armament in case of national
emergency. This equipment originally would have consisted of: an additional 3-inch gun; a total
of six .50 caliber machine guns with mounts; an SQS-17 sonar (later suggestions included using
a SQS-36); one anti-submarine projector (Hedgehog); two torpedo launchers and two depth
charge tracks. Space was included in the original design to incorporate the additional equipment
although stability issues were a continual concern. No cutter, according to the historical
documents, was actually ever fitted with this wartime armament (the stats are listed below)
Each cutter underwent a "Major Maintenance Availability process," or MMA, between 1986 and
1996 at a cost of between 19 and 21 million dollars per cutter. The Coast Guard Yard conducted
the work on all but two cutters and Colonna's Shipyard, in Norfolk, Virginia, converted the
remainder. The first five cutters traded in their unique powerplants and every cutter received the
following modifications and upgrades: improved habitability, improved stability by rearranging
tank locations, replacement of all asbestos paneling, increased the berthing space, upgraded the
flight deck and helicopter equipment, increased the amount of helicopter fuel carried, improved
the evaporator, increased and upgraded the communications and electronics capacities, installed
vertical exhaust stacks and associated ballast, and installed a smoke detection system and new
fire-fighting equipment.
As of June 2000, all WMEC-210 platforms, including CGC Alex Haley, have been updated to
the SCCS-210 version 1.0.0 baseline. In December 1999, a USCG HQ Configuration Control
Board (CCB) chose to interface the AN/SPS-73 SSR with the COMDAC INS software, similar
to the SCCS-270 platforms, and providing a new ECDIS functionality. This system concept was
proven during the Paragon Smartship initiative conducted on CGC Dependable. During April
2000 funding was appropriated to provide this baseline change, designated SCCS-210 version
1.2.0. Throughout summer 2000, C2CEN selected and procured hardware to allow expansion of
the SCCS-210 suite with an additional QMOW flatscreen console. During late FY2000, the
Coast Guard Yard conducted these upgrades to the SCCS-210 system, combining many
installations with the AN/SPS-73 installations. Return Yard visits were conducted for those
SCCS-210 platforms already in receipt of the AN/SPS-73.
The Coast Guard established the Ship Structure and Machinery Evaluation Board [SSMEB] as a
way of assessing the condition of ships and determining if their service life can be extended. The
assessments are supposed to be conducted on one or more ships of each type 10 years after the
commissioning of the lead ship and at each 5-year interval thereafter. An SSMEB consists of a
review of the repair history of a class of cutters, an assessment of the future supportability of the
main propulsion, auxiliary, and prime mission equipment on that class of cutter, and a thorough
physical examination of the hull, engines, and auxiliary equipment. An SSMEB's determination
that a ship's service life can be extended by a certain period (e.g., 5 additional years) should not
be taken to mean that the ship will necessarily reach the end of its useful life when the 5-year
period has ended. A subsequent SSMEB will determine if the useful life can be extended further.
SSMEBs conducted on two 210-foot cutters in 1997 showed that their service life was longer
than that shown in the DMAR (at least 2 additional years for one cutter evaluated and at least 5
years for the other).
Endurance: 3 weeks
1575 lbs/units of food and water to feed 75 people (Each crewman consumes 1 pound/unit per
day)
5 person occupancy has food for 315 days (45 weeks) for normal consumption

National Emergency Wartime Armaments Package: This equipment originally would have
consisted of: an additional 3-inch gun; a total of six .50 caliber machine guns with mounts; an
SQS-17 sonar (later suggestions included using a SQS-36); one anti-submarine projector
(Hedgehog); two torpedo launchers and two depth charge tracks
Weapon
6 x M2HB .50 caliber machine gun
2 x 3 inch Naval Gun 7d12 20 Ballistic 150ft
16x Mk. 48 Torpedoes 10d6 20 Ballistic 200ft
24 x Depth Charges 8d6 20 Ballistic 80 ft