Category Archives: 3rd Fleet

“Canada, U.S. conduct live-fire exercises, ship exchanges in Bering Sea” –The Watch

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The Royal Canadian Navy ship Regina and the U.S. Coast Guard cutter Waesche sailed through the Bering Sea together for a week in last August 2025, conducting maritime maneuvers, including live-fire exercises, in Operation Latitude. U.S. ALASKAN COMMAND

NORTHCOM’s on-line magazine The Watch reports on a week of joint operations between  USCGC Waesche and Canadian Forces including particularly the Frigate Regina. The two ships are in some ways surprisingly similar, sharing the 57mm Bofors gun, Phalanx CIWS, and LM2500 engine.

The story goes on to describe other exercises the Canadian Navy is conducting.

“ASW Should Be a Coast Guard Mission­–Again” –USNI

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USCGC Duane on North Atlantic Convoy Duty. AS seen from USCGC Spencer.

The US Naval Institute September Proceedings includes an argument that major cutters need to be prepared to take on anti-submarine equipment. In an long war the author envisions the Coast Guard will ultimately have their own ASW equipment but recognizes that initially the helicopters, towed array sonar, and crews could be Navy..

The author, a submariner, also believes the equipment could help with peace time missions.

Important, ASW investment would offer immediate peacetime benefits. Enhancing the Coast Guard’s underwater surveillance capabilities would directly strengthen its border security and counternarcotics missions, improve boarding team safety, and extend interdiction range in the maritime domain. Many of the technologies necessary for submarine detection would be valuable in locating low-profile drug smuggling vessels, including go-fast boats and semisubmersibles. (See “Interdicting Narcotics at Sea,” pp. 10–11, August 2025.) These crafts’ minimal radar and visual signatures pose detection challenges similar to those of modern diesel-electric submarines.

There were good reasons ASW equipment was removed from the 378s in 1991 as the Soviet Union fell apart, but things have changed. I would expect the Chinese to use their conventional submarines to lie in wait for US submarines and aircraft carriers in the Western Pacific. They are unlikely to engage American subs with their own SSNs. I think they are more likely to engage US logistics with their SSNs. The US Navy does not want to divert highly capable AAW assets to convoy escort but currently those are the only type of escorts the Navy has.

“Trump Bill Secures $9 Billion for U.S. Arctic Surge, Six New Icebreakers to Counter Russian and Chinese Dominance” –gCaptain

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gCaptain reports,

“President Trump’s vast tax and spending bill has secured funds the U.S. Coast Guard has been searching for since the early 2010s. The “One Big Beautiful Bill Act” appropriates close to $9 billion for the expansion of the Coast Guard’s Arctic icebreaker fleet.”

The report provides a breakdown of the appropriations that includes money for Polar Security Cutters, Arctic Security Cutters, and infrastructure in Juneau to support USCGC Storis,

Interestingly it also states,

“Rounding out the Arctic package, the U.S. Navy will also receive $115 million for the exploration and development of existing Polar infrastructure.”

That sounds like improvements in Adak that the Coast Guard might also exploit. It might also refer to development of facilities at Nome but it is not nearly enough to fund plans for a deepwater port that had been shelved by the previous administration.

This rendering provided by the City of Nome shows how the Port of Nome, Alaska, will appear following an expansion project that will cost more than $600 million. Shipping lanes that were once clogged with ice for much of the year along Alaska’s western and northern coasts have relented thanks to global warming, and the nation’s first deep water Arctic port should be operational in Nome by the end of the decade. (PND Engineers Inc./City of Nome via AP)

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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NAS Adak Reopening?

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A U.S. Coast Guard C-130 participates in forward arming and refueling point (FARP) operations during Arctic Expeditionary Capabilities Exercise (AECE) in Adak, Alaska on Sept. 18, 2019. US Marine Corps Photo

I am seeing strong indications that DOD may reopen the former US Naval Air Station Adak.

First there was this from Task and Purpose, “The Navy may revive this forgotten Alaskan base that sits halfway to Russia,” published April 17, 2025.

The this, “Shuttered Aleutian naval air base straddling Arctic and Pacific oceans may reopen,” from a more official source, The Watch, NORTHCOM’s on line magazine. 

There is more discussion here.

Adak, one of the Aleutian Islands, approximately 877 nautical miles South of the Bering Strait. About 901 nmi from Kodiak, about 2075 imi from Vladivostok.

Why do we care?

For the Coast Guard, it is a potential forward operating base for fixed wing aircraft monitoring fishing in the Bering Sea, and a fueling/replenishment stop for cutters on Alaska Patrol.

For Defense it puts assets in place to protect allied shipping and movements between the US and Asia and to prevent the passage of potentially enemy shipping and movements between the Russian Arctic and China, North Korea, and Russia ports in Asia via the Northern Sea Route and the Bering Strait.

The Coast Guard and DHS should add their voices in support of the idea. 

Ports along the Northern Sea Route have seen a quadrupling of cargo since 2003 from 26.4 million tons in 2003 to 104.8 million tons by 2019 (if slipping to 96 million tons last year (2020) due to Corona). They now handle as much cargo every year as the entire Baltics, which have stagnated for more than a decade.

“Trump Administration Opens Pacific Remote Islands Marine Monument to Commercial Fishing” –gCaptain

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Pacific Remote Islands Marine Monument. Map courtesy U.S. Fish and Wildlife Service

gCaptain reports,

President Donald Trump signed a proclamation on Thursday opening the Pacific Remote Islands Marine National Monument (PRIMNM) to commercial fishing, marking a substantial change in U.S. fishing policy.

The proclamation specifically permits U.S.-flagged vessels to conduct commercial fishing operations within 50 to 200 nautical miles of the PRIMNM’s boundaries. This decision affects an expansive marine protected area spanning approximately 495,189 square miles in the central Pacific Ocean – a region nearly five times the size of all U.S. National Parks combined.

This would seem to provide additional justification for a Coast Guard base and cutters (presumably Webber class WPCs) in American Samoa to provide additional safety for US fishermen and to keep unwelcome foreign fishermen out.

“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.

“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.