USCGC Polar Sea (WAGB-11)

USCGC Polar Sea (WAGB-11) is a United States Coast Guard Heavy Icebreaker. Commissioned in 1977, the ship was built by Lockheed Shipbuilding and Construction Company of Seattle along with her sister ship, Polar Star (WAGB-10).

Homeported in Seattle, Washington, Polar Sea and Polar Star operate under the control of Pacific Area and coordinate their operations through the Ice Operations Section of the United States Coast Guard. The Coast Guard plans to decommission the ship by September 2011.

Polar Sea has been out of service since 2010 due to engine failure. It was slated for demolition in 2012, but the scrapping of the 35-year-old icebreaker was postponed by at least six months in June.

Machinery
Polar Sea uses four different methods of electronic navigation to overcome the difficulties of high-latitude operations, and a computerized propulsion control system to effectively manage six diesel-powered propulsion generators, three diesel-powered ship's service generators, three propulsion gas turbines, and other equipment vital to the operation of the ship. The extensive use of automation and low maintenance materials have greatly reduced staffing requirements.

Polar Sea's three shafts are each turned by either a two diesel-electric or one gas turbine power plants. Each shaft is connected to a 16-foot (4.9-m) diameter, four-bladed, controllable-pitch propeller. For all three shafts, the diesel-electric plants can produce a total of 18,000 shaft horsepower (13,425 kilowatts) and the gas turbine plants a total of 75,000 demand shaft horsepower (56 MW) or 60,000 continuous horsepower (44.8 MW).

Hull design and strength
Polar Sea has sufficient hull strength to absorb the high-powered ice ramming common to her operations. The shell plating and associated internal support structure are fabricated from steel with superior low-temperature strength. The portion of the hull designed to ram ice is 1¾ inches thick (44 mm) in the bow and stern sections, and 1¼ inches thick (32 mm) amidships. The hull strength is produced almost entirely from a sophisticate internal support structure that features canted ribs for approximately the forward two-thirds of the ship's frame. Polar Sea's hull shape is designed to maximize icebreaking by efficiently combining the forces of the ship's forward motion, the downward pull of gravity on the bow, and the upward push of the inherent buoyancy of the stern. The curved bow and heavy weight allows Polar Sea to force ice edges to break off downward as cusps. Contrary to some myths, this design does not use sharp edges or hammer-like blows to cut or break the ice, as the round bow and massive weight are sufficient. With high power to back it up, the 13,000-ton (13,200-metric ton) Polar Sea is able to continuously progress through 6 feet (1.8 m) of new hard ice at 3 knots (6 km/h) and break up to 21 feet when using back-and-ram methods.



Crew
Operations in the remote, hazardous and unforgiving polar regions make it necessary for the crew of Polar Sea to be highly self-sufficient. The crew consists of personnel trained in navigation, engineering, welding, machinery repair, electronics, boat handling, firefighting, damage control, diving, medicine, and nearly every other kind of special skill that could possibly be needed. Duty on an icebreaker is long and strenuous, especially when it involves being away from homeport for up to eight months out of the year. There is a crew of 24 officers, 20 chief petty officers and 102 enlisted. The ship has four sizable lounges, a library (recently converted), a gymnasium (in an engineering space), and a small ship's store. It also has its own U.S. Post Office, satellite pay telephones, amateur radio equipment, photo lab, and movie library.

Missions
Polar Sea has a variety of missions while operating in polar regions. During Antarctic deployments, the primary missions include breaking a channel through the sea ice to resupply the McMurdo Research Station in the Ross Sea. Resupply ships use the channel to bring food, fuel, and other goods to make it through another winter. In addition to these duties, Polar Sea also serves as a scientific research platform with five laboratories, additional space for seven portable laboratories on deck and accommodations for up to 35 scientists. The "J"-shaped cranes and work areas near the stern and port side of ship give scientists the capability to do at-sea studies in the fields of geology, vulcanology, oceanography, sea-ice physics and other disciplines.

Aircraft carried
Polar Sea carries two HH-65 Dolphin helicopters during major deployments. They support scientific parties, do ice reconnaissance, cargo transfer, and search and rescue as required. The Aviation Detachment comes from the Polar Operations Division at Coast Guard Aviation Training Center, Mobile, Alabama.

Notable operations
In nautical history, Polar Sea holds several notable records. It is one of only three ships that has ever completely transited the Arctic Ocean and circumnavigated North America. On 22 August 1994, Polar Sea was one of the first two North American surface vessels to reach the North Pole; it sailed together with the CCGS Louis S. St-Laurent.

1985 controversy
In 1985, the Polar Sea triggered a diplomatic event by navigating the Northwest Passage from Greenland to Alaska without formal authorization from the Canadian government. It was the United States’ position that the Northwest Passage was an international strait open to shipping and it sought only to notify Canada rather than ask for permission. Publication of the plans enraged the Canadian public opinion as it was regarded as a breach and disregard of sovereignty and prompted the government to take preventive measures in defending Canada’s arctic territories. The U.S. never recognized Canada’s claim over the Northwest passage but nevertheless, the two countries reached an agreement two years later which stipulated that in the future, the U.S. would ask permission before navigating the disputed waters.

Refit plans
On March 25, 2008 the Navy Times described options for the refit or replacement of the older Polar-class vessels. The four options laid out were:
 * {| class="wikitable" border="1"

! plan || cost || notes
 * replacement || $925 million each ||
 * full refit || $400 million each || Would make the vessel good for another 25 years.
 * minor refit || $56 million each || Would make the vessel good for another seven to ten years.
 * one season refit || $8 million || Good for just one season's deployment.
 * }
 * minor refit || $56 million each || Would make the vessel good for another seven to ten years.
 * one season refit || $8 million || Good for just one season's deployment.
 * }
 * }

On June 16, 2008 the US Coast Guard announced that the Polar Sea would undergo a $6.3 million refit in the Todd Shipyards in Seattle. The refit was expected to be completed by September 2008.

On May 21, 2009, Todd Shipyards announced it had been awarded an additional $5,515,503 for its maintenance of the Polar Sea.

On February 15, 2011, the Coast Guard via ALCOAST 059/11 announced that the Polar Sea would be decommissioned by September 2011; the ship is currently in dry dock in Seattle.