The U.S. Coast Guard Cutter Waesche (WSML 751) crew members reunite with family, friends and loved ones after returning to their Base Alameda, California, home port, Aug. 11, 2024, following a 120-day Indo-Pacific patrol. The Waesche participated in various engagements, exercises, and events throughout their deployment. U.S. Coast Guard photo by Chief Petty Officer Matthew Masaschi.
President Donald Trump signed a bill Thursday to fund the Department of Homeland Security, including the U.S. Coast Guard, after a 76-day partial government shutdown.
The signing came hours after the House passed Senate-approved legislation to fund the department. The bill funds DHS agencies that are not involved in Trump’s immigration crackdown through the end of the fiscal year on Sept. 30.
This could have happened months ago if Coast Guard funding had not been tied to non-Coast Guard programs.
The Coast Guard has broad bi-partisan support. The Coast Guard should be an independent agency since no single department covers all eleven Coast Guard missions. Department heads and members of Congress should not be allowed to leverage support for the Coast Guard to support non-Coast Guard programs.
SAFE Boats International, a U.S. manufacturer of high-performance aluminum vessels, announced the successful delivery of its Response Boat–Small (RB-S) demonstrator unit to the U.S. Coast Guard in Charleston, South Carolina.
Dimensions/Speed:
Length: 32′ 4.5″ overall
Beam: 8′ 6″
Cruising speed: 28 knots
Maximum speed: 49 knots
The article goes on to describe the features of the boat. Very impressive.
Wreckage of U.S. Coast Guard Cutter Tampa Discovered Off Cornwall, United Kingdom
WASHINGTON – The wreckage of the Coast Guard Cutter Tampa has been located and confirmed by the British technical-diving team Gasperados. The site lies approximately 50 miles off Newquay, Cornwall, United Kingdom, at a depth exceeding 300 feet deep in the Atlantic Ocean.
Tampa was lost in 1918 during World War I after being torpedoed by a German submarine in the Bristol Channel. The vessel sank in less than three minutes, resulting in the death of all 131 people aboard—111 Coast Guardsmen, four U.S. Navy personnel, and 16 British Navy personnel and civilians. This remains the largest single American naval combat loss of life in World War I.
“Since 1790, the Coast Guard has defended our nation during every armed conflict in American history, a legacy reflected in the courage and sacrifice of the crew of Coast Guard Cutter Tampa,” said Adm. Kevin Lunday, commandant of the Coast Guard. “When the Tampa was lost with all hands in 1918, it left an enduring grief in our service. Locating the wreck connects us to their sacrifice and reminds us that devotion to duty endures. We will always remember them. We are proud to carry their spirit forward in defense of the United States.”
In 2023, the Coast Guard Historians Office was contacted by the Gasperados Dive Team regarding the Tampa. Over the past three years, the all-volunteer team conducted an extensive search for the wreckage.
“We provided the dive team with historical records and technical data to assist in confirming the wreck site,” said Dr. William Thiesen, Coast Guard Atlantic Area Historian. “This included the archival images of the deck fittings, ship’s wheel, bell , weaponry, and archival images of the Tampa.”
The Coast Guard is now developing plans for underwater research and exploration in coordination with its offices of specialized capabilities, historians, cutter forces, robotics and autonomous systems, and dive locker.
Additional information about the Tampa’s legacy can be found here.
We talked about this project with a post May 31, 2023. As you can see reading the flyer above, these ships are still a long way from being finished, but I think Canada may be recognizing a need to speed things up. They have more than adequate shipbuilding capacity.
I think they are interesting ships with a design that might be useful as a Coast Guard cutter capable of operating in ice with a WMEC sized crew.
190729-N-AD499-1166 SEATTLE (July 29, 2019) The Royal Canadian Navy Kingston-class coastal defence vessel HMCS Edmonton (MM 703) participates in a parade of ships in Elliott Bay during the 70th annual Seattle Fleet Week. Seattle Fleet Week 2019 is a time-honored celebration of the sea services and provides an opportunity for the citizens of Washington to meet Sailors and Coast Guardsmen, as well as witness firsthand the latest capabilities of today’s maritime services. (U.S. Navy photo by Mass Communication Specialist 3rd Class Victoria Foley/Released)
Canadian Coast Guard cutters are not armed and they do not have large patrol ships. The Canadian Navy fills this role. These ships are to replace the 12 Kingston class Coastal Defence Vessels (Brits and Canadians spell defense with a c). We routinely saw Kingston class doing drug enforcement in the Caribbean. Eight of the class have already been decommissioned. To some extent these were replaced by the five ships of the Harry DeWolf class.
HMCS Margaret Brooke is finishing warm weather trials on the ships cooling systems. HMCS Harry DeWolf is finishing a Op Caribbe with the USCG.
The Kingston class are smaller and less capable than the WMEC 210. The Vigilance class began as a replacement but have grown into something that promises Halifax class like capabilities.
Manning Requirements:
The Canadian Navy is much smaller than the US Coast Guard and is having a much more serious recruitment problem.
The “effective strength” of the RCN is somewhat lower than official numbers would suggest due to serious personnel shortages. In late 2023, the commander of the RCN, Vice-Admiral Angus Topshee, reported that only 6,226 naval personnel could be considered part of the “effective strength” of the RCN, making numerous ships in the RCN inactive due to both crew shortages and broader operational readiness issues. In late 2025, Vice-Admiral Topshee stated that the Navy’s personnel problem had not been solved and remained dire, while the Auditor General of Canada reported deeper systemic problems with Canadian military recruitment. In early 2026, Rear Admiral David Patchell, the commander of Canadian naval forces in the Pacific, reported that the navy was short about 2,000 personnel, or about one-quarter of its authorized strength in early 2024 it was reported that 54 percent of the navy’s frigates, submarines, arctic and offshore patrol ships, and maritime coastal defence vessels were considered “unserviceable”
Canada probably does not want to build ships it may not be able to man.
Canada’s most numerous surface combatants are the 12 ships of the Halifax class each of which has a crew of 225 or 2700 total equalling 35% of the “Regular Force.” These ships are now 30 to 34 years old so they must be replaced.
Canada plans to replace the Halifax class and the four already decommissioned Iroquois Class Destroyers (which had a crew of 280 each) with up to 15 River class but that would require a total complement of 3,150. The River Class are about twice the size of the Halifax class. Three were ordered 3 March 2025, but none are expected to be completed until 2030.
The River Class is the Canadian version of the Royal Navy’s type 26 frigate, a design also being used by Australia and most recently Norway. The Royal Navy had originally intended to build 13 but that has been cut to eight.
I would not be surprised to see Canada cut the number as well, in fact I would be surprised if the did in fact build 15 since that would require a total complement for the totaling 3150 billets.
A Fleet with the Same Manpower:
Canada is replacing a fleet that in 2000 included 28 patrol or escort ships, four Iroquois class, twelve Halifax class, and twelve Kingston class. That required manning to 4264 billets:
Iroquois class: 4 ships, 280 billets each: 1120 total
Halifax class: 12 ships, 225 billets each: 2700 total
Kingston class: 12 ships, 37 billets each: 444 total
As of now the Canadian Navy includes 21 patrol or escort ships, twelve Halifax class, five Harry DeWolf arctic offshore patrol ships, and four Kingston class. That fleet requires 3173 billets:
Halifax class: 12 ships, 225 billets each: 2700 total
Harry DeWolf class: five ships, 65 billets each: 325 total
Kingston class: four ships, 37 billets each: 148 total
How could they provide 28 ships with no essentially no more billets than they have right now? The new fleet could include:
River Class: 5 ships, 210 billets each: 1050 total
Vigilance Class: 18 ships, 100 billets each: 1800 total
Harry DeWolf Class: five ships, 65 billets each: 325 total
Grand Total 3175 billets.
This would provide a total of 23 combatants with up to 408 VLS. Of course this will stretch over many years and if recruitment improves and the Royal Canadian Navy increases in size, it would be possible to replace some of the Vigilance class with additional River class.
Alternatives:
I was surprised that the Canadians would build a combatant with a potential ASW mission that could not hangar a helicopter. Maybe they should look at the Finnish Pohjanmaa class, which has an even smaller complement.
Parajumpers assigned to the U.S. Air Force 31st Rescue Squadron parachute down after deploying from an Air Force 36th Airlift Squadron C-130 Hercules airplane northeast of Pagan in the Commonwealth of the Northern Mariana Islands April 19, 2026. The parajumpers worked alongside the crew of fast response cutter USCGC Frederick Hatch (WPC 1143) and used an underwater remotely operated drone to search the interior of the capsized cargo vessel Mariana. (U.S. Coast Guard photo, courtesy Cutter Frederick Hatch)
Below is an update on an unusual SAR case. It is remarkable in its complexity and the number of agencies involved including units from the USAF, USN. New Zealand Air Force, and Japan Coast Guard (see the full list below).
U.S. Coast Guardsmen assigned to the fast response cutter USCGC Frederick Hatch (WPC 1143) provide support as a parajumper assigned to the U.S. Air Force 31st Rescue Squadron enters the water near a capsized cargo vessel northeast of Pagan in the Commonwealth of the Northern Mariana Islands April 19, 2026. Parajumpers met up with the crew of fast response cutter USCGC Frederick Hatch (WPC 1143) and searched the interior of the Mariana, which initially experienced a disabled engine about 125 nautical miles northwest of Saipan on April 15. (U.S. Coast Guard photo, courtesy Cutter Frederick Hatch)
April 23, 2026
UPDATE 5: U.S. Coast Guard, partners search for crew of capsized vessel offshore Saipan
Editor’s note: Days and times included in this press release are Hawaii Standard Time (HST) unless otherwise specified.
HONOLULU — The U.S. Coast Guard and partners continue to search Thursday for missing crew members of the cargo vessel Mariana.
Coast Guard aircrews and the crew of fast response cutter USCGC Oliver Henry (WPC 1140) are searching east of the Northern Mariana Islands. A Japan Coast Guard Gulfstream V jet crew is slated to conduct additional searches Thursday afternoon.
On Wednesday, Coast Guard HC-130 Hercules airplane crews conducted search patterns 44 nautical miles northeast of Agrihan, about 250 miles north of Saipan.
U.S. Air Force 31st Rescue Squadron divers recovered one deceased individual from the overturned cargo vessel Mariana during dive operations Monday. The divers conducted a comprehensive subsurface evaluation of the Mariana’s exterior and used an underwater remotely operated drone to search the interior of the vessel.
Crews continue to search for the five missing crewmen and an orange 12-person life raft in the vicinity of the Commonwealth of the Northern Mariana Islands. So far, Coast Guard crews and partners involved have searched for more than 71 hours, covering approximately 100,000 square nautical miles.
Anyone with information that may assist in search efforts should contact the Coast Guard on VHF-FM channel 16 or call the Joint Rescue Coordination Center Honolulu at 1-800-331-6176.
Below is a Central Command news release. The video above goes into much more detail and discusses some of the considerations that come into play when seizing a large container ship.
I was very impressed that the Destroyer was confident that they could target engine room from miles away. It was relatively short range, for a 5″/62, but having observed dozens of gun shoots, my observation was that even in a good exercise, only a minority of rounds were hits. This is a demonstrated capability to forcibly stop any vessel regardless of size, something cutters should be able to do.
U.S. Forces Disable Vessel Attempting to Enter Iranian Port, Violate Blockade
USCENTCOM
TAMPA, Fla. – U.S. forces operating in the Arabian Sea enforced naval blockade measures against an Iranian-flagged cargo vessel attempting to sail toward an Iranian port, April 19.
Guided-missile destroyer USS Spruance (DDG 111) intercepted M/V Touska as it transited the north Arabian Sea at 17 knots enroute to Bandar Abbas, Iran. American forces issued multiple warnings and informed the Iranian-flagged vessel it was in violation of the U.S. blockade.
After Touska’s crew failed to comply with repeated warnings over a six-hour period, Spruance directed the vessel to evacuate its engine room. Spruance disabled Touska’s propulsion by firing several rounds from the destroyer’s 5-inch MK 45 Gun into Touska’s engine room. U.S. Marines from the 31st Marine Expeditionary Unit later boarded the non-compliant vessel, which remains in U.S. custody.
American forces acted in a deliberate, professional, and proportional manner to ensure compliance. Since the blockade’s commencement, U.S. forces have directed 25 commercial vessels to turn around or return to an Iranian port.
A U.S. Coast Guard Cutter Polar Star (WAGB 10) crewmember reunites with his family at Coast Guard Base Seattle following a 146-day Antarctic deployment in support of Operation Deep Freeze, April 13, 2026. The Polar Star is the United States’ only surface asset capable of providing year-round access to both Polar Regions. It is a 399-foot heavy polar icebreaker commissioned in 1976, weighing 13,500 tons and is 84 feet wide with a 34-foot draft. (U.S. Coast Guard photo by Petty Officer 2nd Class Briana Carter)
A couple of things worth noting. First that Polar Star will be dry docked this year in prep for Deep Freeze 2027. Unlike most ships, she is dry-docked annually. Second that they were observing fisheries, but apparently not doing boardings.
“Polar Star supported the Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR) by completing sighting reports of fishing vessels in the Ross Sea. Through monitoring and documenting fishing activity, the crew helped ensure compliance with established regulations, protecting marine resources and U.S. interests in one of the world’s most remote and scientifically significant regions.”
Actually this is the first time I have seen any mention of the US Coast Guard doing anything about fisheries in Antarctica. I know the New Zealand Navy does fisheries enforcement in Antarctic waters, but I think this may be a first for the USCG. I don’t know what other claimants may be doing.
The Ross Sea Marine Protected Area (MPA), one of two designated under CCAMLR, was established in 2016 having been proposed by New Zealand and the United States in 2012. Three more MPAs have been proposed.
If we start sending one of the Arctic Security Cutters with the Polar Star to provide backup, Antarctic Fisheries Patrol might be a good secondary mission for the ASC.
April 20, 2026
Coast Guard’s sole heavy icebreaker returns home following Antarctic deployment
SEATTLE — The crew aboard the U.S. Coast Guard Cutter Polar Star (WAGB 10) returned home to Seattle on April 13, following a 146-day Antarctic deployment in support of Operation Deep Freeze (ODF) 2026.
Polar Star departed Seattle Nov. 20, traveling more than 20,000 nautical miles through ocean and ice to complete ODF 2026. ODF is the logistical support provided by the Department of War to the U.S. National Science Foundation (NSF)-managed U.S. Antarctic Program (USAP).
While spending 62 days in Antarctic waters, Polar Star conducted multiple mission sets before departing the Antarctic region on March 8. The cutter established a seven-mile-long channel through fast ice up to eight feet thick and escorted a fuel tanker and container vessel through the ice in McMurdo Sound in order to resupply McMurdo Station. Polar Star also escorted a tug with the 330-foot-long NSF Discovery Pier for install at McMurdo Station to provide a semi-permanent means to moor ships for the USAP.
Polar Star supported the Commission for the Conservation of Antarctic Marine Living Resources (CCAMLR) by completing sighting reports of fishing vessels in the Ross Sea. Through monitoring and documenting fishing activity, the crew helped ensure compliance with established regulations, protecting marine resources and U.S. interests in one of the world’s most remote and scientifically significant regions.
“Coming back to Seattle following deployment for the first time in a few years means a lot, especially considering how we spend over 300 days away from homeport each year,” said Rasnake. “So, we’ll enjoy the warm embrace of friends and family for a minute before quickly getting back after the hard work of maintaining this cutter and getting it ready for next year’s mission.”
While transiting home, Polar Star’s crew made port calls in Hobart, Australia and Wellington, New Zealand. While in Hobart, Polar Star hosted international visitors from CCAMLR, Australian Armed Forces and Australian Government, including the commanding officer of Navy Headquarters Tasmania.
In Wellington, the U.S. Embassy hosted a reception aboard Polar Star, where David Gehrenbeck, U.S. Chargé d’Affaires to New Zealand, hosted 40 distinguished guests, including, the Honorable Judith Collins, the 43rd Minister of Defence. Other guests and Embassy representatives from over ten different countries joined Polar Star’s crew members to acknowledge the U.S. and New Zealand’s joint support of the Antarctic Treaty and celebrate Polar Star’s first visit to Wellington since December 2021.
Commissioned on Jan. 17, 1976, Polar Star is the nation’s only active heavy icebreaker and has served as a cornerstone of U.S. presence in the polar regions. For five decades, the cutter has executed missions ranging from Antarctic resupply and search and rescue to environmental protection and national defense.
“Polar Star reminded us of her age on more than one occasion this deployment, but as always, this crew demonstrated the cutter’s unique capability by working together through each challenge and finding a way to get the job done,” said Capt. Jeff Rasnake, Polar Star’s commanding officer.
Polar Star will be completing its annual dry dock maintenance over the summer, ensuring it is ready to meet all mission requirements for ODF27. The critical work completed during these periods ensures that U.S. maintains year-round access to the high latitudes.
Baltimore-based BlackSea Technologies publicly unveiled its Comet unmanned surface vessel at the Sea-Air-Space exposition
Defense Blog reports, “Baltimore-based BlackSea Technologies publicly unveiled its Comet unmanned surface vessel at the Sea-Air-Space exposition, displaying the platform armed with missiles for both air defense and surface strike missions.”
What got my attention was the sensor and weapons fit.
(Photo by BlackSea Technologies)
This is all on a 43 foot boat. The radars look to be the same as those fitted to PATFORSWA Webber class WPCs. The weapons on the mount look to be two Hellfire or JAGM and two Air-to-Air missile adapted for Surface-to-Air. We know using an Air-to-Air missile in a Surface-to-Air mode can work because the Ukrainians took down an SU-30, a supersonic fighter plane, using AIM-9 Sidewinders from a 26 foot unmanned surface vessel. Hellfire and JAGM also have a demonstrated low altitude capability against UAS and aircraft. The AIM-9X Block II is officially certified for surface-attack missions. It has demonstrated the ability to strike moving surface targets, such as small boats.
Rear Adm. (Dr.) Erica G. Schwartz, 22 October 2015, U.S. Coast Guard photo
On April 16, 2026, the President nominated Rear Admiral Erica G. Schwartz (retired), M.D., J.D., M.P.H., former Deputy Surgeon General of the United States and former Chief Medical Officer for the Coast Guard, as director of the Centers for Disease Control and Prevention.
Below is a quote from Wikipedia regarding her time as the Coast Guard’s Chief Medical Officer.
“Schwartz was appointed to the rank of rear admiral in the PHS Commissioned Corps and became the U.S. Coast Guard Chief Medical Officer on August 17, 2015. As chief, she concurrently served as the Coast Guard’s Director of Health, Safety and Work-Life and had responsibility for managing the service’s 42 clinics and 150 sick bays. She oversaw the Coast Guard’s environmental health and safety program, focusing on risk management and accident prevention. She also led the service’s work-life programs including: child care, culinary services, substance abuse prevention, suicide prevention, sexual assault prevention, personal financial management, ombudsman, health promotion, and employee assistance.
“In January 2018, Schwartz testified before the House Transportation Subcommittee on Coast Guard and Maritime Transportation on the need for the service to transition to an electronic health record system, in line with the other services of the U.S. Armed Forces. She stated that the current paper-based record and prescription system did not allow efficient transfer of records from the Coast Guard to the Department of Veterans Affairs.”
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