Lots of interesting things involving the Coast Guard happening lately. Recommend this report from The War Zone. Two tankers seized in one day thousands of miles apart, one reportedly protected by a Russian submarine.
Polar Star, Storis, and Healy. U.S. Coast Guard Cutter Healy (WAGB-20) arrives at Pier 46 on Coast Guard Base Seattle, Oct. 26, 2025. The crew of the Healy transited over 20,000 miles, supporting Operation Arctic West Summer and Operation Frontier Sentinel, protecting U.S. sovereign rights and territory, and promoting national security in the Arctic. (U.S. Coast Guard photo by Lieutenant Christopher Butters)
Below is a post from MyCG.
It is worth noting that our ally, Canada, is also building a new generation of icebreakers in cooperation with the Finns. In fact the Arctic Security Cutters will be built to two designs shared with Canada.
Canadian Coast Guard Multi-Purpose Icebreaker (MPI). Source: Seaspan
Note: The MPI image does not show the right propulsors; it will use Steerprop’s contra-rotating propulsors (CRP). Additionally according to Seaspan, the design could easily be upgraded to PC3. Confirmation from Seaspan and Aker Arctic.
By Katie Duckett, The Circuit writer
Editor’s note: This article was originally published in The Circuit C5ISC blog. (CAC required)
After decades of watching its polar fleet degrade toward obsolescence, the Coast Guard is now poised for a historic transformation in the world’s coldest waters. The spending bill signed on July 4, 2025 has delivered nearly $9 billion for icebreaker construction to the Coast Guard, the single largest polar investment in service history, setting the stage for what officials are calling a new era of American presence in the Arctic and Antarctic.
The timing couldn’t be more fitting. For years America’s polar ambitions have rested largely on the shoulders of USCGC POLAR STAR (WAGB-10), an icebreaker commissioned in 1976. Now 49 years old and nearly two decades past her designed service life, she remains the only American ship capable of punching through the thick ice surrounding McMurdo Station in Antarctica, a mission she has performed faithfully for 28 consecutive years during Operation Deep Freeze.
Alongside POLAR STAR, USCGC HEALY (WAGB-20) has spent a quarter century conducting Arctic research and patrol, identifying underwater volcanoes and mapping the seafloor while monitoring the increasing presence of Russian and Chinese vessels in polar waters. But electrical fires and mechanical strain have tested this workhorse; in December 2024, USCGC STORIS (WMEC-38) became the first polar icebreaker added to the fleet in 25 years, offering immediate relief. Commissioned in Juneau last August, she completed a 112-day inaugural Arctic patrol that fall, shadowing five Chinese research vessels operating in American waters. The purchase served as a bridge strategy, buying time until heavier reinforcements would arrive.
Announced this May, the Coast Guard’s Force Design 2028 initiative has designated polar capability a cornerstone of service transformation. FD28 explicitly calls for delivering “icebreakers needed to provide assured U.S. access and presence to the polar regions” while streamlining acquisitions to accelerate timelines that have historically lagged.
The Coast Guard’s vision for polar operations is now bankrolled at historic scale. This year’s spending bill allocates $4.3 billion for three Polar Security Cutters, massive 460-foot heavy icebreakers capable of smashing through ice 21 feet thick. The first of these, USCGC POLAR SENTINEL (WMSP-21), is expected to enter service around 2030. Another $3.5 billion will fund the Arctic Security Cutter program, which received a dramatic boost in October 2025 when the President signed an agreement with Finland to deliver 11 medium icebreakers, with the first five set to arrive by 2028. When combined with the additional light icebreaker funding included in the bill, the legislation enables construction of 17 new vessels in total, a number that would have seemed unthinkable just five years ago.
The urgency of Arctic operations extends beyond aging hulls. Russia currently operates more than 40 icebreakers, continuing to militarize its Arctic coastline. China, despite possessing no Arctic territory, has declared itself a “near-Arctic state” and deployed its own coast guard vessels alongside Russian patrols near Alaska. And a changing climate is unlocking shipping lanes and resources that will demand American presence and enforcement.
After decades of deferred maintenance and delayed procurement, the Coast Guard’s polar plans are finally scaled to the challenge. This frozen frontier, once patrolled by a single aging ship, will soon host a fleet befitting American strategic interests at both poles.
NAVAL STATION MAYPORT, Fla. (Nov. 10, 2025) — The Freedom-variant littoral combat ship USS St. Louis (LCS 19), operating under U.S. Northern Command (USNORTHCOM), returns to Naval Station Mayport, Fla., after completing a surge deployment, Nov. 10, 2025. (U.S. Navy photo by MC3 Jasmin L. Aquino)
The Navy League on-line magazine, Seapower reports,
The Freedom-variant littoral combat ship USS St. Louis (LCS 19), operating under U.S. Northern Command (USNORTHCOM) in the Gulf of America, returned to Naval Station Mayport ), along with the “Valkyries” of Helicopter Maritime Strike Squadron (HSM) 50 Detachment 5 and embarked U.S. Coast Guard Law Enforcement Detachment (LEDET) 408 after completing a surge deployment on November 10, 2025.
This deployment is a bit unusual in that apparently the patrol was in the Gulf under the direction of NORTHCOM and Second Fleet, rather than in the Caribbean and or Eastern Pacific under SOUTHCOM and Forth Fleet like her last patrol.
Neither NORTHCOM nor 2nd Fleet included the news release on their website, 2nd Fleet apparently sending it directly to the Navy League. (In fact 2nd Fleet has not had a news release on their website since 10 August.) We don’t know how long this deployment was since their departure date was not included in the release.
There was no report of a successful interdiction, which is not surprising since historically we do not find much maritime drug smuggling in the Gulf.
USS St. Louis’ previous patrol was more successful, spending eight months operating under 4th Fleet, where she, “disrupted and confiscated over $100 million worth of illicit contraband in five different operations” in addition to participating in exercise UNITAS 2024.
Below is a SOUTHCOM news release.
I knew the Coast Guard had officers on the staff of Joint Interagency South, but I was not aware that a Coast Guard Officer was in charge, though it makes a lot of sense.
Coast Guard Rear Admiral Jeff Randall assumed command of Joint Interagency Task Force South (JIATFS) in a Change of Command ceremony held today at the Tennessee Williams Theater in Key West, FL.
Supporting U.S. national security priorities, JIATFS is a U.S. Department of Defense command that leverages the capabilities of U.S. Intelligence and Law Enforcement agencies, Allies and Partner Nations to detect, monitor, and support interdiction of illicit narcotics movements in the air and maritime throughout the Western hemisphere.
Rear Admiral Randall is the 19th director of the 36-year-old task force and assumed command from Coast Guard Rear Admiral Jo-Ann Burdian, who has been nominated as Commander, Coast Guard Atlantic Area.
A native of Abilene TX, Rear Admiral Randall is a 1993 graduate of the U.S. Coast Guard Academy where he earned a Bachelor of Science in Civil Engineering. He also holds a Master of Marine Affairs from the University of Washington and served as the Coast Guard’s Fellow to the Brookings Institution and Council on Foreign Relations.
He was awarded numerous personal, unit, campaign, and service awards.
The Change of Command ceremony was presided over by Admiral Alvin Holsey, Commander of U.S. Southern Command.
USCGC Valiant (WMEC 621) crew moors at Port Everglades in Fort Lauderdale, Florida, June 6, 2025. The Valiant crew offloaded more than $132 million in illicit drugs interdicted in the Caribbean Sea. (U.S. Coast Guard photo by Petty Officer 1st Class Diana Sherbs)
Below the line is a Coast Guard News release.
It includes a report of offload of drugs seized by USS Gravely.
Since March the Navy has kept two or three ships deployed to “secure the Southern Border” against illegal immigration and drug smuggling.
Departures of US Navy destroyers were widely reported, frequently with implications that the Coast Guard had not been paying attention to the Southern border or that the Coast Guard was incapable. Center for Strategic and International Studies stated,
First and foremost, the deployments send a powerful signal that the United States is taking border security, and the Western Hemisphere more broadly, seriously. In a statement from U.S. Northern Command (NORTHCOM) upon deployment of the Spruance, the ships will “restore territorial integrity at the U.S. southern border” and will support operations related to “combating maritime related terrorism, weapons proliferation, transnational crime, piracy, environmental destruction, and illegal seaborne immigration.” The tasking of some of the United States’ most exquisite naval capabilities to support Southwest border operations accordingly provides yet another indicator that a strategic pivot to the Western Hemisphere in general, and the U.S.-Mexico border in particular, is well underway.
The DDGs are marvelous ships as demonstrated by their performance against the Houthis in the Red Sea. Their more sophisticated sensors were also touted, but the results have been underwhelming.
Results:
So what happened? Let’s give credit where credit is due.
Guided missile destroyers involved, as far as I can determine, have been USS Gravely, USS Spruance, USS Stockdale which replaced Spruance in mid April, USS Cole which very recently replace Gravely, and Sampson which just replaced Stockdale.
As far as I can tell, the interdiction of 840 pounds of cocaine valued $13.7M by USS Gravely, which deployed March 15, reported below, is the only interception of drugs reported by a destroyer in the almost three months since their intervention began.
By comparison:
USS Minneapolis-Saint Paul (LCS-21) which deployed March 25 has made three interdictions. USS Charleston Deployed May 21. I presume she is replacing Minneapolis-Saint Paul. The first two resulted in seizure of 580 kilograms (1,279 pounds) of cocaine valued at $9,463,860 and 1,125 kilograms (2,480 pounds) of marijuana valued at $2,807,360. I was not able to find similar figures for the third.
In an earlier post I posted the results of drugs landed on thirteen different occasions from February 13 to May 2, 2025 comparing interdictions in the Eastern Pacific with those made in the Atlantic, Gulf, and Caribbean. In total 168,574 pounds or more than 84 tons, valued at $1,702.9 million. There have been additional offloads since then including the one below.
That is 196 times as much as was seized by Navy Destroyers. Only a very small part of which was marijuana rather than cocaine, none of which was seized in the Eastern Pacific. Notably no Fentanyl was included.
Our Canadian and Netherlands Navy partners each seized more contraband than the US Navy this period.
Why the poor showing?:
Functionally the DDGs should have been at least as effective as other units doing this mission, so why weren’t they more effective?
I think because they were looking in the wrong place.
Early announcements seem to indicate they primarily being deployed primarily to interdict immigrants with drug interdiction a secondary mission, but as I noted in the earlier post,
Perhaps surprisingly, cutters in the Western Atlantic areas looking for drugs don’t intercept many migrants and cutters looking for migrants don’t find much in the way of drugs or even migrants. There were four WMEC patrols identified as looking for migrants. None of the four found any drugs. One intercepted no migrants. The three remaining patrols intercepted a total of 184.
The West coast deployment seems to have been in vicinity of San Diego. Most drug interdictions in the Pacific happen off the Central and South American coast.
There has been something of a surge in maritime illegal migrant interdictions on the West Coast but they have been concentrated close to shore near San Diego and the Mexican border, using recreational style small craft, but the totals are still relatively small.
As far as I have heard (and I think I would have) none of the US Navy ships have intercepted any immigrants.
Other thoughts:
Any assistance the Navy might provide is always welcome, but any implication that the Coast Guard has not been working the problem with considerable success, limited only by resources available, is unfair. There simply is no such thing as 100% secure.
The Navy has also provided additional ISR resources. Both the Navy and Coast Guard can only benefit from better Maritime Domain Awareness even if the information is used for different purposes.
Having an alert, active DDG positioned off US naval bases (like San Diego) might be a good idea since, as yet, we really have no land based missile defenses capable of countering cruise missiles that might be launched from container ships in an initial surprise attack.
June 6, 2025
Coast Guard Seventh District – 786-367-7649
MIAMI –U.S. Coast Guard Cutter Valiant’s crew offloaded 17,450 pounds of cocaine and 2,585 pounds of marijuana worth $132 million, Friday, at Port Everglades.
U.S. Coast Guard Cutter Vigorous crew offloaded approximately 840 pounds of cocaine worth an estimated $6.2 million, Thursday, at Coast Guard Base Miami Beach.
The seized contraband was the result of six interdictions in the Caribbean Sea by Coast Guard and interagency partners.
“I am incredibly proud of our Valiant team and how they exemplify American values. They sacrifice time away from their families and when necessary, put themselves in harm’s way to secure our borders and protect the American people,” said Cmdr. Matthew Press, commanding officer of Valiant. “Collaborating with the United States Navy, Royal Canadian, and Royal Netherlands Navies, our multinational team disrupted transnational criminal organizations making the world a safer place.”
On May 19, a maritime patrol aircraft located a suspicious vessel approximately 85 miles north of Aruba. Valiant’s crew interdicted the vessel and seized approximately 2,645 pounds of cocaine.
On May 22, a maritime patrol aircraft located a suspicious vessel approximately 170 miles north of Aruba. Valiant’s crew interdicted the vessel and seized approximately 7,750 pounds of cocaine.
On May 25, a maritime patrol aircraft located a suspicious vessel approximately 290 miles south of the Dominican Republic. USS Gravely’s crew and embarked U.S. Coast Guard Law Enforcement Detachment 401 interdicted the vessel and seized approximately 840 pounds of cocaine. The narcotics were transferred to the Vigorous.
On May 29, a maritime patrol aircraft located a suspicious vessel approximately 140 miles south of the Dominican Republic. His Majesty’s Canadian Ship William Hall’s crew and embarked Coast Guard LEDET 103 interdicted the vessel and seized approximately 750 pounds of cocaine. The narcotics were transferred to the Valiant.
On May 29, a maritime patrol aircraft located a suspicious vessel approximately 15 miles north of Venezuela. The Royal Netherlands Navy ship HNLMS Friesland crew and embarked Coast Guard LEDET 404 interdicted the vessel and seized approximately 4,050 pounds of cocaine and 2,585 pounds of marijuana. The narcotics were transferred to the Valiant.
On May 31, a maritime patrol aircraft located a suspicious vessel approximately 185 miles north of Colombia. HMCS William Hall’s crew and embarked Coast Guard LEDET 103 interdicted the vessel and seized approximately 2,250 pounds of cocaine. The narcotics were transferred to the Valiant.
The following crews assisted with interdiction operations:
Detecting and interdicting illicit drug traffickers on the high seas involves significant interagency and international coordination. Joint Interagency Task Force-South, in Key West, conducts the detection and monitoring of aerial and maritime transit of illegal drugs. Once an interdiction becomes imminent, the law enforcement phase of the operation begins, and control of the operation shifts to the U.S. Coast Guard for the interdiction and apprehension phases. Interdictions in the Caribbean Sea are performed by members of the U.S. Coast Guard under the authority and control of the Seventh Coast Guard District, headquartered in Miami.
These interdictions relate to Organized Crime Drug Enforcement Task Forces’ Strike Force initiatives and designated investigations. OCDETF identifies, disrupts, and dismantles the highest-level criminal organizations that threaten the United States using a prosecutor-led, intelligence-driven, multi-agency approach. Additional information about the OCDETF program can be found at https://www.justice.gov/OCDETF.
USCGC Valiant is a 210-foot medium endurance cutter homeported in Jacksonville under U.S. Coast Guard Atlantic Area Command.
USCGC Vigorous is a 210-foot medium endurance cutter homeported in Virginia Beach, Virginia under U.S. Coast Guard Atlantic Area Command.
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USS Stockdale (DDG 106). U.S. Navy File Photo
“The US Navy continues to strengthen its southern border security presence with the deployment of USS Stockdale (DDG 106), which departed Naval Base San Diego on April 11, 2025. The Arleigh Burke-class guided-missile destroyer takes over duties from USS Spruance in supporting U.S. Northern Command’s (USNORTHCOM) border security operations.”
There has been a long standing pattern of cruisers and destroyers deploying with and staying close to carriers, but increasingly it seems, the Navy is also using cruisers and destroyers as independent units and not just in support of Coast Guard interdiction efforts.
In addition to USS Spruance (DDG-111) and its replacement, USS Stockdale (DDG-106) on the West Coast and USS Gravely (DDG-107) on the Gulf coast supporting the Coast Guard, on March 15 USS Truxtun (DDG 103) departed Norfolk for independent operations. USS Chosin (CG-65) was in Panama and USS Normandy was off Guyana.
These are large and powerful ships, each with 90 to 122 vertical launch cells, some of which may be loaded with Tomahawk land attack cruise missiles.
Those operating off the US coast also provide a degree of protection US ports do not normally have.
The U.S. Coast Guard’s headquarters campus in Washington, D.C.
Below is a Coast Guard News Release.
It is too early to say where these changes will take the Coast Guard, but both the acting Commandant and the Senior Advisor to the Secretary for the Coast Guard (SASCG) Mr. Sean Plankey, are Coast Guard Academy graduates (class of 1987 and 2003). Both seem to be firmly grounded in the military nature of the Coast Guard. Both have spent a lot of time in close contact with DOD.
“Force Design 2028 is the way we will become a more agile, capable, and responsive fighting force (emphasis applied–Chuck) to best serve the American people,” ADM Lunday said.
Some of the steps outlined in Force Design 2028 appear specifically intended to move the Coast Guard closer to DOD.
–Align with the DoD’s “Rapid Force-Wide Review of Military Standards” for physical fitness, body composition, and grooming standards. We’ll follow DoD standards to the maximum extent possible and build processes that are necessary to ensure total force readiness.
–Increase Coast Guard engagement with the Defense Innovation Unit (DIU) to accelerate technology and capability acquisition and adoption by leveraging leading edge disruptive technology development in the private sector. This includes increasing our footprint at DIU and maximizing the number of training allowance billets available at the DIU Immersive Commercial Acquisition Program.
I certainly see a need for more attention to the Coast Guard’s Defense Readiness Mission and to Ports, Waterways, and Coastal Security.
My impression is that the Coast Guard will be increasingly focused on protecting the Maritime Transportation System, particularly in cyberspace.
By MyCG Staff
Acting Commandant Kevin E. Lunday recently announced Force Design 2028 (FD 2028). Directed by Department of Homeland Security Secretary Kristi Noem and led by the Senior Advisor to the Secretary for the Coast Guard (SASCG) Mr. Sean Plankey, FD 2028 is creating a blueprint to ensure the Service is ready for the future and the Nation’s demands.
“Force Design 2028 is the way we will become a more agile, capable, and responsive fighting force to best serve the American people,” ADM Lunday said.
FD 2028 is focused on four campaigns:
Here are some details about each campaign, including some of the first steps already underway. Additional details can be found in ALCOAST 155/25.
People
We are building the Coast Guard’s future force, starting today. Increased national demand for our Coast Guard requires a larger, more capable military workforce. This campaign will improve training systems, boost access to medical care, and modernize both the Coast Guard Reserve and the civilian management system.
Early actions:
Organization
As global security threats, technological advancements, and operational demands continue to evolve, the Coast Guard must adapt its organizational construct and internal decision making and governance processes to remain relevant, effective, and responsive.
Early actions:
Acquisitions and Contracting
Develop a high velocity acquisition and contracting system to rapidly deliver the assets the Service needs to fulfill its commitment to the American people.
Early actions:
Technology
The Coast Guard will accelerate the adoption of secure, state-of-the-market technologies to enhance data sharing, situational awareness, and operational effectiveness.
Early actions:
How we will stay on course
An FD 2028 implementation team comprised of permanently assigned military and civilian personnel is being established and will report to the new Director of Staff. The team will coordinate a Coast Guard wide effort to implement the Secretary’s intent on FD28 as well as continue the actions already started.
“We are executing transformational change to renew the Coast Guard,” said ADM Lunday. “Force Design 2028 will ensure the Coast Guard remains Semper Paratus, Always Ready, to serve the American people.”
South Korea’s research icebreaker Araon, operated by the Korea Polar Research Institute. (Source: Korea Polar Research Institute)
gCaptain reports South Korea is building an icebreaker, “With a displacement of 16,560 tonnes the dual-fuel icebreaker – it can use both low-sulfur diesel and LNG – will be twice as large as the country’s existing icebreaker, Araon.”
But more interesting to me is that South Korea has been instrumental in operationalizing Russia’s Norther Sea Route.
All fifteen Arc7 ice-class LNG carriers for the Yamal LNG project were constructed by DSME (now Hanwha) with additional vessels and vessel elements for Arctic LNG 2 built by both Hanwha and SHI. Ice-capable oil tankers also originate at South Korean shipyards.
The country has also been a key anchor for expanded Arctic shipping with several container ship voyages via Russia’s Northern Sea Route originating or terminating at South Korean hubs, including Busan.
The Northern Sea Route certainly has the potential to facilitate trade between South Korea and Europe. The ships they have been building can traverse the Northern Sea Route without the aid of icebreakers.
The planned total cost for the eight NPa500MB OPVs is estimated at 2.8 billion reais (~476 million USD), while three other vessels will be specifically configured for mine countermeasures operations. (Picture source: Emgepron)
Army Recognition’s Navy News reports,
“…February 24, 2025, the Brazilian Navy’s Naval Systems Design Center (CPSN) delivered the basic engineering plan for the 500-ton offshore patrol vessel (NPa500MB) to Emgepron, a state-owned company responsible for naval projects, in late January. This step is part of the Patrol Vessel Acquisition Program (PRONAPA), which involves the domestic construction of 11 offshore patrol vessels (OPVs) with a high percentage of locally sourced components. These vessels are designed for the surveillance and protection of the Exclusive Economic Zone (EEZ), search and rescue operations, and combating illegal activities such as illegal fishing.
Brazil has the tenth largest EEZ in the world at 3,830,955 km sq., about one third that of the US, less than Canada, Japan, or New Zealand, but more than Chile, Kiribati, or Mexico.
Brazil has no Coast Guard. The Brazilian Navy operates 22 vessels they refer to as offshore patrol vessels. Only three are what the USCG would call medium endurance cutters. Four are near 40 year old former Royal Navy 890 ton 14 knot steel hulled minesweepers. 12 are 217 tons full load, 152’7″ (46.5 m), 26.5 knot patrol craft commissioned 1993 to 2009.
The remaining three are 500 ton, 182’5″, 21 knot Macaé class. Two vessels of this class are still building.
Macaé class patrol craft Navio-Patrulha Maracanã (P72) – 2023
If the Brazilian patrol vessel fleet were to provide the same coverage as the US Coast Guard in proportion to the size of their EEZ, they would need 12 large patrol ships (over 1000 tons) and about 20 smaller patrol craft. (They may be supplementing their patrol force with other classes of vessels.)
The new design appears to be an evolutionary outgrowth of the Macaé class since it is only slightly larger and has similar layout and performance: overall length of 58.9 meters (193’3″), a beam of 9.0 meters (29’6″), a maximum draft of 2.5 meters (8’2″), and a displacement of 564 tons
Presumably the Brazilian Navy sees the Macaé class as successful, but the new ships do not appear to be a significant improvement over the Macaé class. As I noted earlier (How Long Should an OPV be? Is There a Minimum?) I believe a length of at least 80 meters is the minimum for a truly fully capable OPV. In addition to better range, endurance, and seakeeping, the additional length allows incorporation of features that appear to be becoming standard on OPVs, including multiple, more capable, 8 to 11 meter RHIBs (perhaps a stern ramp), space for containerized mission modules and unmanned systems, and a flight deck and hangar for at least UASs.
The Macaé class was based on the 400 ton, 55 meter French P400 class patrol vessel. The French came to believe they needed a larger vessel and have begun replacing their P400 class with vessels with the 80 meter POM. Perhaps Brazil should again look to France and base their next OPV on the more capable POM.
Yesterday we learned that Canada had awarded a contract to Seaspan to build a 26,000 ton Polar Icebreaker. Today we learn that Canada awarded a second contract to a different shipyard, to build an additional 22,800 ton, 138.5 meter, polar icebreaker to a different design.
Below are news releases from Davie and Helsinki Shipyard.
It is almost impossible to accurately compare shipbuilding costs internationally, but the cost of this Canadian contract, $3.25B Canadian ($2.26B US), seems to suggest current estimates for the Polar Security Cutter are at least in the ballpark, and not outrageously high, rather that the initial contract was significantly underbid.
March 8, 2025
Lévis — Davie, the Québec-based international shipbuilder, today announced it has been awarded a contract by the Government of Canada for the construction of a needed polar icebreaker. This initiative will leverage Davie’s international presence, with work beginning in 2025, under a robust contract framework that will enable Davie and Canada to set new standards of efficiency and productivity in vessel procurement.
Through this agreement, valued at $3.25 billion, Davie will deliver its production-ready heavy icebreaker design called the Polar Max to Canada by 2030. To support the rapid delivery of the ship, Davie will capitalize on the expertise of Helsinki Shipyard, which was acquired by Davie in 2023 with the support of the Québec government. Helsinki Shipyard has built over 50% of all the world’s icebreakers.
“Today marks a significant milestone in our commitment to enhancing our nation’s maritime capabilities” said The Honourable Jean-Yves Duclos, Minister of Public Services and Procurement and Quebec Lieutenant. “The contract awarded to Chantier Davie Canada Inc. for the build of a new polar icebreaker underscores our dedication to ensuring safe and efficient navigation in Arctic regions. This state-of-the-art vessel will not only strengthen our icebreaking fleet, but will also support critical scientific research and environmental protection efforts, and ensure national security in the Arctic. We are proud to take this step forward in strengthening our maritime infrastructure for safeguarding Canada’s sovereignty in the Arctic.”
While the early phase of the polar icebreaker construction is underway, the modernization of Davie’s Lévis Shipyard will continue, giving Davie time to accelerate the hiring of skilled workers across all trades. This will enable Davie to leverage its Canadian supply chain sooner than anticipated, while ensuring the completed polar icebreaker is delivered from Lévis. Davie plans to implement a workforce exchange, enabling Québec employees to learn world-class icebreaker construction expertise first-hand from their Finnish colleagues.
Davie President & CEO, James Davies, said: “Today’s announcement is truly transformative. Canada deserves immense credit for partnering with Davie on this groundbreaking procurement. Delivering such a special ship in a timely manner is in the best interests of all Canadians. It will accelerate economic benefits for Quebecers and strengthen the skills of our talented Lévis’ shipbuilders. In a volatile world, we can and must forge shipbuilding collaborations with trusted allies like Finland to secure shared interests. If not now, then when?”
“It is fitting that this announcement comes as Davie celebrates its 200th anniversary. The construction of the polar icebreaker will create opportunities for our employees and will place us firmly on track to create thousands of jobs far more quickly. Our Québec suppliers will be rapidly activated to help us deliver this needed ship in record time. There is a geopolitical imperative to act to protect our interests and we thank the Government of Canada and the Government of Québec for their vision and recognizing the time is now,” commented Alex Vicefield, Chairman and CEO of Inocea, the parent company of Davie Shipbuilding.
This contract is huge win for the ICE Pact. The Polar Max will be the first flagship project of the trilateral partnership. It will be proof that transatlantic collaboration is possible with the Polar Max delivered by Canadian shipbuilders supported by their Finnish colleagues.
A Win for Québec and for Canada
This announcement will bring immense benefits to Québec and the rest of Canada. Davie is committed to building a strong network of shipbuilding suppliers and plans to invest more than $200 million in local small- and medium-sized businesses to help them scale and reap the opportunities of shipbuilding contracts over the coming years and further Québec’s position as a naval construction hub.
Building on the success of our delivery of the NSC Asterix in 2018, Davie is once again committed to delivering on time and on budget.
As the global leader in Arctic shipbuilding, Davie stands out for its innovative approach and commitment to doing things differently. By working closely with Canada, Davie designed the strategy to expedite production and improve efficiency. This program will showcase Davie’s shipbuilding excellence, strengthen the local shipbuilding value chain, and create future major export opportunities for everyone involved.
About Davie
Based in Québec, Canada since 1825, Davie is a world-class designer and builder of specialist, mission-critical ships such as icebreakers, ferries and warships for government and commercial customers. Davie became a partner in the Government of Canada’s National Shipbuilding Strategy on April 4, 2023. This historic agreement is for the design and construction of the largest and most technologically advanced ice-going ships ever constructed in and for Canada. The initial $8.5 billion package of work includes seven heavy icebreakers and two large hybrid-powered ferries. In November 2023, Davie acquired Finland’s Helsinki Shipyard, the world leader in icebreaker design and construction. Find out more at davie.ca and helsinkishipyard.fi.
8.3.2025
Canadian-owned Davie, which owns the Helsinki Shipyard, signed an agreement with the Canadian government to construct a heavy icebreaker. The new vessel will be based on Davie’s advanced Polar Max icebreaker, created by the Helsinki Shipyard basing on Aker Arctic’s original Aker ARC 148 hull form.
Polar Max is the first newbuild project at the Helsinki Shipyard under Davie’s ownership, and it will be carried out in collaboration between Finnish and Canadian maritime industry experts. The work will begin in Helsinki and be completed at Davie’s shipyard in Canada. The finished vessel is scheduled to be delivered to the Canadian government by 2030. The unique expertise of the Helsinki Shipyard will play a significant role in delivering the vessel on such a fast schedule.
The construction of the icebreaker is expected to increase the direct workforce at the Helsinki Shipyard by around 500 employees, with many hundreds more employed throughout the Finnish maritime industry cluster.
The icebreaker order is part of Canada’s national shipbuilding program. This new order is the second heavy icebreaker project in this program. The project is also aligned with the principles of the Icebreaker Collaboration Effort (“ICE Pact”) between Finland, the United States and Canada, which originated from President Trump’s 2020 discussions with the Finland government. The ICE Pact supports the West’s urgent need to build advanced icebreaker fleets to counter the expansion of adversaries in the polar regions.
“When we acquired Helsinki Shipyard, we pledged to rebuild this historic business. The Polar Max project is evidence that we are delivering on our promise. We can’t wait to begin this new chapter in Helsinki Shipyard’s story. The Canadian government deserves immense credit for partnering with Davie on this groundbreaking procurement. In such a volatile world, we can and must forge shipbuilding collaborations with trusted allies like Finland to defend our shared interests. If not now, then when?” said James Davies, President & CEO, Davie Shipbuilding.
“The Polar Max project is an important milestone in expanding production and design in Helsinki. The project is an excellent example of Finland’s leading Arctic shipbuilding expertise, which is in significant demand internationally,” said Kim Salmi, CEO of Helsinki Shipyard.
Polar Max will be 22,800 tonnes vessel with a length of 138,5 meters. Additionally, it functions as a research vessel, capable of performing oil spill response operations and emergency towing year-round. Davie continues to promote similar projects internationally and aims to accelerate the development of Finland’s maritime industry ecosystem and the creation of Finnish maritime innovations.
Chuck Hill's CG Blog 