Category Archives: 2nd Fleet

“USS St. Louis Returns from Deployment in Support of Southern Border Operations” –Seapower

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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.

 

Coast Guard “Rear Admiral Randall takes the helm of Key West Joint military command” –SOUTHCOM

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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.

July 16, 2025

Rear Admiral Randall takes the helm of Key West Joint military command

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.

US Navy Securing the Southern Border?

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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 offloads more than $138 million in illicit drug interdictions in Caribbean Sea

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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“U.S. Navy Expands Maritime Border Security Mission with USS Stockdale Deployment” –gCaptain

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USS Stockdale (DDG 106). U.S. Navy File Photo

gCaptain reports,

“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.

“Coast Guard Force Design 2028” –News Release

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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.

April 3, 2025

Coast Guard Force Design 2028

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:

  • People
  • Organization
  • Acquisition and Contracting
  • Technology

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:

  • 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.
  • Starting in Promotion Year 2026, best qualified selection boards will be required to employ in-zone reordering to the maximum authorized by law to reorder those officers of particular merit for promotion.
  • Remove administrative burdens on our members by reducing reporting and other requirements that are redundant and of little value. (See ALCOAST 145/25 for details.)
  • Restore maximum Commander and Officer-in-Charge discretion and flexibility in their use of non-judicial punishment (NJP) under Article 15 of the Uniform Code of Military Justice (UCMJ).  This change is consistent with the ultimate responsibility entrusted to commanders to maintain good order and discipline at their units.

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:

  • Delegate operational authorities to the appropriate level of command to increase mission effectiveness and reduce risk to Coast Guard personnel. The recent delegation of non-compliant vessel use of force authorities to pursuit coxswains and cutter commanding officers is one example that empowers those at the tactical edge with the authorities, capabilities, and effective command and control needed to deliver operational results.
  • Establish a USCG HQ Director of Staff, reporting to the Vice Commandant, who is responsible for streamlining executive decision-making, enhancing agility and integration, aligning strategic messaging, and optimizing HQ processes.
  • Restructure the Deputy for Personnel Readiness (DPR) enterprise to optimize support for our most valuable resource-our people. This transformation establishes a comprehensive, people-centric approach across four business lines: accessions and training, total workforce management, workforce and family services, and healthcare delivery. We will separate policy/program management from service delivery to best meet the needs of our people.
  • Restructure the Deputy for Materiel Readiness (DMR) enterprise to focus on a systems approach to assets, ensuring the Coast Guard has the right capabilities, in the right place, at the right time. This transformation includes creating new business lines to oversee the total lifecycle management of our surface, air, C5I, and shore infrastructure, and integrating acquisition and sustainment functions for greater efficiency and effectiveness.
  • Establish the Assistant Commandant for Operational Integration and Response Policy (CG-3/5R) to align operational integration and planning at the Service level to increase decision-making speed and resource allocation to our operational commanders and advance national level planning and preparedness while increasing situational awareness for the Secretary, Department, Joint Staff, and Interagency partners.

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:

  • Eliminate or minimize bureaucratic delays to delivering the assets the Service needs. An example is the recent elevation the Simplified Acquisition Procedures and micro- purchase limits to the maximum extent allowed by law and regulation, ensuring rapid distribution of goods and services to the field units charged with carrying out our front-line missions.
  • 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.
  • Improve the speed of contracting and procurement by empowering our contracting professionals in the field, reducing redundant and sequential approval and review process that add unwarranted mission risk.
  • Provide improved transparency and accountability in the contracting process through development of a quick-to-field contract tracking system and establish clear metrics and targets that consider mission impact.

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:

  • Leverage efficient industry solutions to dramatically accelerate the Authority To Operate (ATO) process for Information Technology systems and achieve the goal of ATOs in 30 days. This will begin with the Software Factory and minimize bureaucratic delays to deliver essential capabilities required for Coast Guard mission success.
  • Establish data teams in each mission domain to make sure we’re fully leveraging data to improve operations.
  • Establish a Rapid Response Rapid Prototype Team to transform how we deliver mission-critical technology solutions. This effort will span operations, engineering, acquisitions, finance, information technology, logistics, data science, and change management/integration – delivering proven innovation where it matters most.

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 Bolsters Polar Capabilities Moving Ahead With Next-Generation Icebreaker” –gCaptain

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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.

“Brazil to start the construction of 11 new NPa500MB offshore patrol vessels” –Navy News

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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.

“Davie Awarded Major Contract by Canada to Build Polar Icebreaker” –Davie News Release

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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.

Davie Awarded Major Contract by Canada to Build Polar Icebreaker

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.

DAVIE AND CANADIAN GOVERNMENT AGREE ON HEAVY ICEBREAKER CONSTRUCTION – WORK TO BEGIN AT HELSINKI SHIPYARD

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.

“Seaspan to Build Made-In-Canada Heavy Polar Icebreaker” –Seaspan News Release

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Canadian Polar Icebreaker to be built by Seaspan

Below is a news release from Canadian shipbuilder, Seaspan.

March 7, 2025 – North Vancouver, BC – Today, Seaspan Shipyards (Seaspan) has been awarded the construction contract to build one of the Canadian Coast Guard’s (CCG) new heavy polar icebreakers.

The polar icebreaker will be built entirely in Canada at Seaspan’s Vancouver Shipyards, located in North Vancouver, British Columbia. With the contract now in place, Seaspan is ready to cut steel on this ship and begin full-rate construction on Canada’s newest vessel under the National Shipbuilding Strategy (NSS). Construction of this ship will support the work of a team of more than 1,000 local shipbuilders and a broad Canadian supply chain of over 800 Canadian companies contributing massive strategic value, innovation and economic benefits to Canada.

Building this complex and densely-outfitted multi-mission ship will mark the first time a polar icebreaker has been built in Canada in more than 60 years and will have more advanced capabilities than the CCG’s current heavy icebreakers. Once delivered, this made-in-Canada heavy polar icebreaker will be one of the most advanced and capable icebreakers in the entire world. It will be one of only a handful of Polar Class 2 ships in operation and will allow for the CCG to operate self-sufficiently year-round in the high-Arctic, down to temperatures at -50°C.

The new polar icebreaker will be the seventh vessel designed and built by Seaspan under the NSS. It will also be the fifth Polar Class vessel to be built for the CCG, and one of up to 21 icebreaking vessels overall that Seaspan is constructing.

Functional design of the polar icebreaker was completed in 2024 by Seaspan, prior to the start of construction. For this ship, Seaspan worked extensively to build out the largest marine design and engineering team in Canada, which includes Seaspan employees and Canadian partners, while simultaneously working alongside established Finnish companies who have extensive experience in designing Arctic-going vessels.

Seaspan is the only Canadian shipyard with the expertise, facilities, and domestic supply-chain to build polar icebreakers in Canada. Official start of construction for this new heavy polar icebreaker is scheduled for April 2025.

QUOTES

“Today’s contract signing is the next step in our journey of fulfilling the vision of the National Shipbuilding Strategy, which is to build ships for Canada, in Canada, by Canadians. The NSS is demonstrating that a made-in-Canada approach is not only possible, but also imperative to our security and sovereignty. We look forward to starting construction on this ship next month, and to building more Polar Class vessels for Canada and our Ice Pact partners.”

  • John McCarthy, CEO, Seaspan Shipyards

“The contract awarded to Seaspan’s Vancouver Shipyards for the build of a new polar icebreaker is a significant step forward for Canada’s economic and natural resource sectors. This advanced vessel will not only ensure safe and efficient navigation in our polar regions but also support the sustainable development of our natural resources. By enhancing our icebreaking capabilities, we are opening new opportunities for economic growth, scientific research and environmental stewardship. This project exemplifies our commitment to leveraging cutting-edge technology to benefit our economy and protect our unique polar environments for future generations.”

  • The Hon. Jonathan Wilkinson, Minister of Energy and Natural Resources and MP for North Vancouver

“Today marks a significant milestone in our commitment to enhancing our nation’s maritime capabilities. The contract awarded to Seaspan’s Vancouver Shipyards 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.”

  • The Hon. Jean-Yves Duclos, Minister of Public Services and Procurement and Quebec Lieutenant

“The National Shipbuilding Strategy is providing the Canadian Coast Guard with its fleet of the future. The polar icebreaker to be built by Vancouver Shipyards will be able to operate in the Arctic year-round, further bolstering our ability to deliver crucial services to Northern communities and support Canadian sovereignty in the Arctic.”

  • The Honourable Diane Lebouthillier, Minister of Fisheries, Oceans and the Canadian Coast Guard

“Our partnership with Seaspan to construct a polar icebreaker underscores our government’s steadfast commitment to ensuring the Canadian Coast Guard can continue to protect Canada’s sovereignty and interests, while also revitalizing Canada’s shipbuilding industry, creating high-paying jobs and maximizing economic benefits across the country.”

  • The Honourable François-Philippe Champagne, Minister of Innovation, Science and Industry

QUICK FACTS

  • The polar icebreaker will be 158 metres long and 28 metres wide, with a design displacement of 26,036t.
  • Highlights of key design features, include:
    • IACS Polar Class 2 (PC2) Heavy Icebreaker
    • More than 40MW of installed power
    • Ice-classed azimuthing propulsion system
    • Complex, multi-role mission capability
    • Scientific Laboratories
    • Moon Pool (to allow for safe deployment of equipment from within the ship)
    • Helicopter flight deck and Hangar
    • Vehicle Garage and future Remotely Piloted Aircraft System (RPAS) capability
  • Seaspan has already gained significant experience designing and building Polar Class vessels including three offshore fisheries science vessels which are now in service with the CCG; an offshore oceanographic science vessel that will be delivered to the CCG in the coming months; and a class of up sixteen multi-purpose icebreaking vessels (also Polar Class) that is currently in Construction Engineering.
  • Seaspan is one of the most modern shipyards in North America, following its privately funded $200M+ shipyard modernization, development of a skilled workforce and state-of-the-art, purpose-built infrastructure to deliver large, complex vessels.
  • Under the NSS, Seaspan has become a major economic and job creation engine. According to an economic analysis conducted by Deloitte, Seaspan has contributed $5.7 billion to Canada’s GDP between 2012-2023, while also creating or sustaining more than 7,000 jobs annually.
  • Seaspan’s NSS supply-chain has now grown to ~800 Canadian companies from coast-to-coast, with more than half being SMEs.

“Coast Guard Cutter Valiant offloads $141 million in illicit drugs interdicted in the Caribbean Sea” –News Release

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U.S. Coast Guard Cutter Valiant (WMEC 621) and French Navy Frigate FS Ventôse (F733) conduct joint exercises at sea, Sept. 29, 2024, while underway in the Windward Passage. The crew of Valiant conducted a 49-day migrant interdiction operations patrol in the region to protect life at sea and enforce U.S. maritime law. (Photo courtesy of FS Ventôse)

Below is a news release. It included no photos. I wanted to give some more credit to the other units and countries involved, so I have added photos of all four ships involved in the six interdictions. We get a lot of help from allies with territories in the Western Hemisphere–UK, France, and in this case Canada and the Netherlands.

USCGC Joseph Doyle (WPC-1133)

Netherlands OPV Groningen, 19 April 2017.

USCGC Richard Snyder (WPC 1127) participates in Operation Nanook in the Davis Strait on Aug. 4, 2021. Snyder worked alongside USCGC Escanaba (WMEC 907), the Royal Canadian Navy’s HMCS Harry Dewolf (AOPV 430), and HMCS Goose Bay (MM 707) in Operation Nanook to enhance collective abilities to respond to safety and security issues in the High North through air and maritime presence activities, maritime domain defense, and security exercises. (U.S. Coast Guard photo by USCGC Richard Snyder)

March 5, 2025

MEDIA ADVISORY: Coast Guard Cutter Valiant offloads $141 million in illicit drugs interdicted in the Caribbean Sea

MIAMI — Members of Coast Guard Cutter Valiant are scheduled to offload 12,471 pounds of illicit narcotics with a street value of more than $141 million.

WHO: Coast Guard Cutter Valiant, Seventh Coast Guard District

WHAT: The Coast Guard Cutter Valiant’s crew will offload 12,471 pounds of illicit narcotics with a street value of more than $141 million. Media are invited to interview a Coast Guard Cutter Valiant crew member in both Spanish and English.

WHEN: Thursday, March 6, at 9 a.m.

WHERE: Coast Guard Base Miami Beach, 100 MacArthur Cswy, Miami Beach, FL 33139

The offload is a culmination of six interdictions conducted by the crews of:

  • U.S. Coast Guard Valiant
  • U.S. Coast Guard Joseph Doyle
  • Royal Netherlands Navy HNLMS Groningen
  • Royal Canadian Navy HMCS Harry DeWolf
  • U.S. Coast Guard Tactical Law Enforcement Team Pacific
  • U.S. Customs and Border Protection Air and Marine Operations

Media are required to bring media credentials to get on Base Miami Beach. Media who do not have official credentials or do not RSVP will not be allowed entry. It is recommended to carpool due to space constraints. Plan to arrive at the front gate no later than 8:30 a.m. for escort to the pier.