There is much current discussion about having foreign shipyards build U.S. Navy warships as a way to increase production and fleet numbers. That sounds good on paper, but if the target is combatant ships, then there will be significant challenges.

First, U.S. Code (10 USC 8679 of 1993 states, “no vessel to be constructed for any of the armed forces, and no major component of the hull or superstructure of any such vessel, may be constructed in a foreign shipyard,” unless a presidential waiver in the interest of national security is granted. Even with such a waiver in hand, every nation builds ships to their own standards and reaching commonality, even among close allies, has been historically difficult. The recent Constellation-class frigate debacle exemplifies some of the difficulties that foreign shipbuilders have faced in getting a ship to the U.S. Navy standard, even when such ships are being constructed in the United States. And few if any recent foreign built surface combatants have been actually tested in combat.

Fortunately, there is a U.S. market where foreign shipbuilders can immediately have impact, and that is the long list of badly needed auxiliary and service vessels that the U.S. Navy has also neglected building over the last 40 years; to include tenders, repair ships, hospital vessels, icebreakers and command ships. Building these units will allow foreign shipbuilders to develop the necessary experience to later compete for other U.S. Navy designs but the challenges with combatant warships will persist.

National standards for warship construction vary, and even relatively close allies such as those in NATO have experienced challenges in creating common warship designs. Several attempts have been made over the last 60 years to create a common frigate design which all NATO nations might embrace.

The first of these began with a 1968 working group to build a common antisubmarine warfare frigate for the alliance. There were numerous arguments, however, over what systems the NATO frigate would incorporate, and which nations would provide them. The proposed “Type 70” NATO frigate became eight different national designs, with Belgium, the United Kingdom, France, West Germany, the Netherlands, Denmark, Italy, and the United States all pursuing different specifications. The 1990s saw another attempt to create a common NATO frigate, which also foundered on differing weapons outfitting and missions. Begun in January 1988, eight nations (U.S., U.K., Spain, France, Italy, Canada, Germany, and the Netherlands,) again tried to combine their national frigate requirements. The United States dropped out early in the process, with the U.S. Surface Combatant Force Requirement Study stating there was no need for a new U.S. frigate design, leaving the FFG-7 Oliver Hazard Perry class to soldier on into the 2010s. The British, French and Italians formed the “Horizon” program that ultimately produced air defense destroyers rather than low-end frigates, with the British breaking off of the group to produce what ultimately became the Type 45 destroyer.

Learning Priorities and Concepts

Getting navies to agree on common components is hard, and even when one navy buys another navy’s ship, with a supposedly agreed design, the results can still be mixed. In the early 1990s the U.S. purchased the Italian navy’s Lerici-class coastal mine hunter design, which became the Osprey class in U.S. service. While there is anecdotal evidence the ship’s Voith Schneider propeller system, a major change from the Italian parent design, was not well received by U.S. Navy Sailors and officers, the ships were built and commission as planned and served well until retired (with less than 10 years’ service in some cases) in the mid-2000s to make way for the planned mine warfare capabilities of the littoral combat ship.

The problems of the Constellation-class frigate, and its alleged 85% deviation from its Italian/French FREMM design, are well known and need not be belabored. The FREMM has been a very successful design for the Italian, French, Tunisian and Algerian navies, but the vast number of changes imposed on the design by the U.S. Navy hints at the very different idea of what elements of ship design characterize a U.S. frigate. U.S. Naval Sea Systems Command (NAVSEA) representatives would need to monitor every step of design and construction as they do for ships built in the United States. It would take time for each side (foreign shipbuilder and NAVSEA) to learn the other’s priorities and operating concepts. The practicalities of that level of oversight are likely to make current standards impossible to guarantee.

Classification would be another issue even with a presidential waiver to build overseas in hand. Will large numbers of foreign shipbuilders need U.S. background checks and/or security classification to work with a U.S. surface combatant build? If no, would large numbers of U.S. workers need to move to foreign yards, probably with appropriate language expertise to work within an unfamiliar foreign shipyard environment? Such special considerations would need advanced coordination before any shipbuilding takes place and are likely to involve increased costs. Overlay the complexities of Union acquiescence and the difficulties fall into sharper focus.

The habitual relationships developed during associations between U.S. shipbuilders and the U.S. Navy contribute to generally a smooth building organization, notably in mature U.S.-design aircraft carrier, submarine, destroyer and amphibious vessel building programs. Regardless of other shipbuilding challenges with the littoral combat ship and the Constellation-class frigate, U.S. warships have performed to design in naval combat in the Red Sea and other parts of the globe.

While there has not been sustained, high end naval warfare since 1945, few navies other than the United States Navy have engaged in anything approaching World War II combat. U.S.-built ships such as the Perry-class frigates Stark and Samuel B. Roberts, and the Arleigh Burke-class destroyers Cole, Fitzgerald and John S. McCain, all suffered significant battle or collision damage and survived to be repaired and rejoin the active fleet. Expert U.S. Navy damage control provided by well-trained, brave, and resolute U.S. Navy Sailors contributed to the saving of all these ships, but so too did their robust construction and durability in operations. Any foreign-built, U.S. Navy combatants would need to equal these high standards. Could they?

Hybrid Methods

This is not to suggest foreign yards could not make contributions to U.S. warships. There are some hybrid methods through which vessels can be partially built in foreign shipyards and then moved incomplete to a U.S. naval or civilian shipyard for final outfitting of government-furnished equipment. Australia’s Landing Ship, Helicopter Dock (LHD) Canberra class of two ships (Canberra and Adelaide) were built as a joint project between Navantia shipbuilding (Spain) and then-Tenix Defence (now part of BAE Systems) from 2007-2015. Navantia produced the hull of the ship and associated machinery up to the flight deck, while BAE systems completed what was termed the “Australianization” of the ships and its supply chain systems after the hulls were moved from Spain to Australia via heavy-lift vessel.

Sweden similarly had its new intelligence gathering ship HSwMS Artemis partially built in the Polish Nauta shipyard, but the vessel was delivered earlier than planned due to business issues within the Polish yard and finished by Sweden’s only naval yard operated by Saab Kockums, with assistance from Polish shipworkers working at the Swedish yard. While this was not the intended plan to complete the vessel, it is an example of primary construction by a foreign yard that was finished in the vessel’s own flag state.

These examples illustrate the challenges of building combatant ships of any navy in a foreign shipyard. It’s not “mission impossible,” but there are enormous challenges to overcome before such construction can take place. In the meantime, the United States Navy has significant requirements for its long-neglected service fleet and combat logistics force that can be met by foreign shipyards. The U.S. has purchased logistics vessels from other nations in the past, and much of the construction of tenders, repair ships, hospital vessels, and command ships could, like the Australian LHD vessels, be built largely in foreign yards and then outfitted as U.S. or Military Sealift Command ships in U.S. shipyards. Those ship types are good starting points for foreign yards seeking U.S. navy — specifically Military Sealift Command — business.

From Courtesy Story, March 11, 2026 

Arleigh Burke-class guided-missile destroyer USS Mustin (DDG 89) will forward deploy to Yokosuka, Japan, as part of a scheduled rotation of forces in the Pacific. This move will be a permanent change of station for the crew and family members. 

Mustin will replace Ticonderoga-class guided-missile cruiser USS Robert Smalls (CG 62), which will depart Yokosuka and shift to San Diego. 

The forward presence of Mustin supports the United States’ commitment to the defense of Japan, enhances regional deterrence and ensures we maintain combat credible force ready to operate in a contested environment. Mustin will directly support the Defense Strategic Guidance to posture the most capable units forward in the Indo-Pacific Region. 

The United States values Japan’s efforts to strengthen its defense capabilities and its hospitality in hosting U.S. forces forward deployed there. The U.S.-Japan alliance is important to upholding deterrence and preserving peace in the Indo-Pacific region. These forward deployed forces, along with their counterparts in the Japan Self-Defense Forces, make up the core capabilities needed to improve coordination and upgrade the alliance for effective denial defense and joint warfighting. 

The Department’s peace through strength approach is rooted in credible military power, forward-postured forces, and sustainable alliances deter aggression and preserve peace. By positioning the most capable ships forward, this posture rapidly brings our most capable ships with the greatest operational capability to bear in the event of a crisis. 

Maintaining a forward deployed naval force capability with the most advanced ships supports the Department’s priority of preserving combat credible forces forward to deter aggression and ensure peace through strength in the Indo-Pacific region. 

From Commander, Naval Surface Force, U.S. Pacific Fleet, 11 March 2026 

The U.S. Navy will commission the future USS Harvey C. Barnum Jr. (DDG 124) on April 11, 2026, in Norfolk, Virginia. 

The Arleigh Burke-class destroyer is the first ship to bear the name of Medal of Honor recipient, U.S. Marine Corps Col. Harvey Curtiss “Barney” Barnum Jr. The ship honors Barnum’s gallantry and intrepidity at the risk of his life beyond the call of duty during the Vietnam War. 
 

On Dec. 18, 1965, then-1st Lt. Barnum assumed command of his company after the commander was mortally wounded. His actions stabilized decimated units and ultimately led to a successful counterattack against key enemy positions. With two armed helicopters under his control, he moved fearlessly through enemy fire to lead air attacks against the enemy’s well-entrenched positions while directing one platoon in a successful counterattack on the key enemy positions. Having cleared a small area, he requested and directed the landing of two transport helicopters to evacuate the deceased and wounded. He then assisted in the seizure of the battalion’s objective. He is among the few living namesakes to witness the commissioning of his ship. 
  

The sponsor of DDG 124 is Barnum’s wife, Martha Hill. Since the ship’s keel laying ceremony in 2021, Barnum and Hill have maintained a close relationship with the crew. In keeping with Navy tradition, she will give the order during the commissioning to “man our ship and bring her to life!” At that moment, the crew will hoist the commissioning pennant, and USS Harvey C. Barnum Jr. will become a warship and enter the fleet. 

Following its commissioning, DDG 124 will be homeported at Naval Station Norfolk. 
  

Arleigh Burke-class guided-missile destroyers are the backbone of the U.S. Navy’s surface fleet. DDG 124 is a Flight IIA destroyer equipped with Aegis Baseline 9, which provides Integrated Air and Missile Defense capabilities, increased computing power, and radar upgrades that improve detection range and reaction time against modern air warfare and Ballistic Missile Defense threats. These highly capable, multi-mission ships provide a wide range of warfighting capabilities in multi-threat air, surface, and subsurface environments. 
  

The commissioning ceremony will stream on the Defense Video Information Distribution Service (DVIDS) at www.dvidshub.net/webcast/37421. The live stream will begin at 9:50 a.m. EST, and the ceremony will begin at 10 a.m. EST on April 11. 
  

The mission of Commander, Naval Surface Force, U.S. Pacific Fleet (CNSP) is to man, train, and equip the Surface Force to provide fleet commanders with credible naval power to control the sea and project power ashore. For more news from Commander, Naval Surface Force, U.S. Pacific Fleet, visit https://www.surfpac.navy.mil/. 

From U.S. Central Command, March 11, 2026 

TAMPA, Fla. – On March 11, U.S. Central Command (CENTCOM) is issuing a warning to civilians that the Iranian regime is using civilian ports along the Strait of Hormuz to conduct military operations that threaten international shipping. 

This dangerous action risks the lives of innocent people. Civilian ports used for military purposes lose protected status and become legitimate military targets under international law. 

CENTCOM urges civilians in Iran to immediately avoid all port facilities where Iranian naval forces are operating. Iranian dockworkers, administrative personnel, and commercial vessel crews should avoid Iranian naval vessels and military equipment. 

Iranian naval forces have positioned military vessels and equipment within civilian ports serving commercial maritime traffic. 

Although the U.S. military also cannot guarantee civilian safety in or near facilities used by the Iranian regime for military purposes, American forces will continue taking every feasible precaution to minimize harm to civilians. 

Issued Warning Message: 

U.S. forces urge civilians in Iran to immediately avoid all port facilities where Iranian naval forces are operating. Iranian dockworkers, administrative personnel, and commercial vessel crews should avoid Iranian naval vessels and military equipment. The Iranian regime is using civilian ports along the Strait of Hormuz to conduct military operations that threaten international shipping. This dangerous action risks the lives of innocent people. Civilian ports used for military purposes lose protected status and become legitimate military targets under international law. 

From U.S. Coast Guard Headquarters

WASHINGTON – The U.S. Coast Guard authenticated the keels for future Coast Guard cutters Allen Thiele, Fred Permenter and Samuel Wilson on Friday in Bayou La Batre, Alabama. 

In a special proceeding, the keels for three cutters were authenticated simultaneously, a departure from the traditional single-vessel ceremony. Keel authentication is a time-honored maritime tradition in which the ship’s sponsor welds their initials onto a ceremonial plate that is permanently affixed to the cutter, signifying the foundation of the vessel. 

“Today marks a monumental step forward in the modernization of our inland fleet,” said Master Chief Petty Officer of the Coast Guard Phillip Waldron. “The new fleet has been designated the ‘Chief Petty Officer’s Class’ and the crews onboard who carry out critical missions on behalf of the Nation will honor the legacy of the senior enlisted leaders whose names they bear.” 

The “Chief Petty Officer Class” designation for these cutters highlights the close involvement of the chief petty officer community, many of whom were in attendance. 

All three cutter sponsors attended the ceremony. They are Delia Corbley, sponsor for future cutter Allen Thiele and daughter of the cutter’s namesake; Kristin Permenter Melvin, sponsor for future cutter Fred Permenter and granddaughter of the cutter’s namesake; and Barbara Wilson, sponsor for future cutter Samuel Wilson and widow of the cutter’s namesake. 

Master Chief Petty Officer Allen Thiele, a boatswain’s mate, served in the Coast Guard from 1958 to 1990 and was selected as the fifth master chief petty officer of the Coast Guard. 

Chief Petty Officer Fred Permenter, a boatswain’s mate, was awarded the Gold Lifesaving Medal in 1952 following the rescue of four of five crew members when St. George’s Reef Light Station’s motor launch capsized as it was lowered in heavy seas. 

Chief Petty Officer Samuel Wilson, a boatswain’s mate, was awarded the Coast Guard Medal of Extraordinary Heroism in 1979 during the rescue of 81 crew members from the Japanese Fishing Vessel Ryuyo Maru No.2 that ran aground on St. Paul Island, Alaska. 

The cutters are the first three of 30 future WCCs that will replace the Coast Guard’s legacy inland tender fleet, which will strengthen the Coast Guard’s capabilities to facilitate commerce vital to economic prosperity, strategic mobility, and maritime dominance. The WCC fleet will will play a critical role in controlling, securing, and defending America’s ports and waterways. and maintaining the United States’ 12,000-mile marine transportation system. This critical waterway network supports more than $5.4 trillion in annual economic activity and millions of American jobs. 

Acquisition of the WCC fleet is supported by funding from the One Big Beautiful Bill Act – the largest single funding commitment in Coast Guard history – which included $162 million to accelerate production rates and deliver three cutters ahead of schedule. The first Waterways Commerce Cutter is expected to be completed in 2027. 

March 10, 2026 |  By C. Todd Lopez, DoW News 

The U.S. launched strikes on Iran last week to stop the terrorist-run state from its continued and ill-advised pursuit of nuclear weapons it hopes to use to threaten the American homeland. 

Nearly 11 days into Operation Epic Fury, Secretary of War Pete Hegseth says the U.S attacks continue to be strong while Iranian responses wane. 

“Today will be, yet again, our most intense day of strikes inside Iran,” Hegseth said during a press briefing today at the Pentagon. “The most fighters, the most bombers, the most strikes; intelligence more refined and better than ever. So, that’s on one hand. On the other hand, the last 24 hours have seen Iran fire the lowest number of missiles they’ve been capable of firing yet.” 

The secretary told journalists that much of what the Iranians are doing is lobbing missiles at their neighbors in the Middle East, making enemies of what may have once been bystanders, and launching those missiles from near their own schools and hospitals, putting innocent civilians at risk from retaliatory strikes. 

“The [Iranians] are desperate and scrambling. Like the terrorist cowards they are, they fire missiles from schools and hospitals … deliberately targeting innocents … because they know their military is being systematically degraded and annihilated,” Hegseth said. “Iran’s neighbors and in some cases former allies in the [Persian] Gulf — they’ve abandoned them.” 

Iranian proxy groups like Hezbollah, the Houthis and Hamas are also broken, ineffective, or on the sidelines now, Hegseth said. 

“Iran stands alone, and they are badly losing,” the secretary said. “On day 10 of Operation Epic Fury, we are winning with an overwhelming and unrelenting focus on our objectives.” 

The secretary said that, surprisingly, Iran’s response after the initial U.S. assault was to attack its neighbors. The result of that, he said, has not been good for Iran. 

“The big mistake by the Iranian regime was to start targeting its neighbors,” Hegseth said. “I think it was a demonstration of the desperation of that regime … that they still think their pathway out is to try to alienate their Arab partners even more.” 

Those neighbors, Hegseth said, have decided instead to side with the U.S. 

“[They have] instead decided to come to us and have been willing to go on the offense, have been giving us access, basing and overflight in a new partnership that will continue to remake the region,” Hegseth said. 

The U.S. has short-term, clearly defined goals in Iran. First, destroying Iranian missile stockpiles, missile launchers and their defense industrial base. Second, destroy the Iranian navy. And finally, permanently deny Iran the ability to have nuclear weapons. 

“It’s a laser-focused maximum authority mission delivered with overwhelming and unrelenting precision,” he said. 

Air Force Gen. Dan Caine, chairman of the Joint Chiefs of Staff, shared the latest tactical details of Operation Epic Fury. 

“To date, [U.S. Central Command has] struck more than 5,000 targets,” Caine said. “[U.S.] Strategic Command bombers recently dropped dozens of 2,000-pound GPS penetrating weapons on deeply buried missile launchers across the southern flank.” 

Also, Caine said, the U.S. struck several factories the Iranians use to make one-way attack drones. 

“Alongside our regional partners along the southern flank, [we] continue to execute intercepts against one-way attack drones, using fighters and attack helicopters,” he said. “Our strikes mean we’ve made significant progress in reducing the number of missile and drone attacks out of Iran. Ballistic missile attacks continue to trend downward, 90% from where they started. And one-way attack drone [attacks] have decreased 83% since the beginning of the operation — a testament to our air defenders and our air defense systems.” 

When it comes to taking out the Iranian navy, Caine said the joint force is making “substantial progress.” So far, he said, the joint force has taken out more than 50 Iranian naval ships using artillery, fighters, bombers and sea-launched missiles. 

“We struck and sank an Iranian drone carrier ship, and U.S. Centcom continues today to hunt and strike mine-laying vessels and mine storage facilities,” Caine said. “This work will continue.” 

The secretary and President Donald J. Trump have said Operation Epic Fury will not be a long-term, nation-building endeavor, and the secretary reiterated that today. 

“This is not [an] endless nation-building … quagmire — it’s not even close,” Hegseth said. “Our generation of soldiers will not let that happen again, and nor will this president — who very clearly ran against … never-ending, nebulously scoped missions; those days are dead. Instead, we’re winning decisively with brutal efficiency, total air dominance and an unbreakable will to accomplish the president’s objectives on our timeline.”  

From U.S. Fleet Forces Command, March 9, 2026 

BARENTS SEA – Commander, Submarine Forces officially kicked off Operation Ice Camp (ICE CAMP) Boarfish in the Arctic Ocean on March 7, 2026, after the building of the camp and the arrival of two U.S. Navy fast attack submarines, USS Delaware (SSN 791) and USS Santa Fe (SSN 763).  

ICE CAMP Boarfish is a three-week operation designed to research, test, and evaluate operational capabilities in the Arctic region. In addition to U.S. Navy, U.S. Marine Corps, and Air National Guard participation, personnel from the Royal Australian Navy, Royal Canadian Navy, Royal Canadian Air Force, French Navy, Royal United Kingdom Navy, Norwegian Defence Research Institute, and the Japan Agency for Marine-Earth Science and Technology are also taking part. 

This operation, held biennially, partners with the Arctic Submarine Laboratory and was elevated from an exercise to an operation to better reflect the Navy’s strategic priorities in the Arctic. ICE CAMP provides the necessary training to maintain a working knowledge of a constantly changing region. 

“The Arctic is a critical region for national security and global stability. Our commitment to a sustained presence and operational readiness here is unwavering,” said Vice Adm. Richard Seif, Commander, Submarine Forces. “ICE CAMP Boarfish allows us to test and refine our capabilities, deepen our interoperability with key allies, and ensure our Submarine Force can project power and defend our nation’s interests in any environment, at any time. Our strength in the Arctic is a testament to the skill and resilience of our sailors and partners.” 

The Navy’s Arctic Submarine Laboratory, a detachment of the Undersea Warfighting Development Center, is the lead organization for planning and executing the operation. ASL serves as the “Center of Excellence” for Arctic matters for the U.S. Submarine Force. The Arctic is experiencing a trend of diminishing sea ice, which increases the likelihood of maritime activity in the region, including trans-oceanic shipping and resource extraction. 

The camp, named Ice Camp Boarfish, serves as a command center for conducting operations and research. Established on a drifting ice floe, the camp consists of shelters, a command center, and the necessary infrastructure to safely house and support the multi-national contingent of personnel throughout the operation. 

“Leading this multinational team in such a demanding environment is a privilege,” said Capt. David Nichols, Officer in Tactical Control of this year’s ICE CAMP. “The complexity of establishing a fully functional base on a moving sheet of ice cannot be overstated. The professionalism and dedication of every service member and civilian here is what makes this vital mission possible. We are focused on executing our objectives safely and effectively, further enhancing our collective readiness for Arctic operations.” 

The camp gets its namesake from the USSBoarfish(SS 327), aBalao-class submarine commissioned on September 23, 1944.During her service in World War II,Boarfishearned a battle star for sinking two Japanese vessels in the South China Sea. 

In 1947,Boarfishserved as the flagship for Operation Blue Nose, the first-ever exploration under the polar ice cap, where she tested new under-ice sonar technology. This historic mission demonstrated that extended under-ice navigation was practical and paved the way for future submarine operations in the Arctic. 

Submarines have conducted under-ice operations in the Arctic for more than 60 years. USS Nautilus (SSN 571) made the first transit in 1958, and USS Skate (SSN 578) was the first U.S. submarine to surface through Arctic ice at the North Pole in March 1959. Since those initial voyages, the U.S. Submarine Force has completed 99 such evolutions, with ICE CAMP Boarfish being the 100th. 

U.S. Submarine Forces execute the Department of the Navy’s mission in and from the undersea domain. In addition to lending added capacity to naval forces, Submarine Forces are expected to leverage those special advantages that come with undersea concealment to permit operational, deterrent, and combat effects that the Navy and the Nation could not otherwise achieve. 

U.S. Submarine Forces and supporting organizations constitute the primary undersea arm of the Navy. Submarines and their crews remain the tip of the undersea spear. 

By Steve Ghiringhelli, NIWC Atlantic Public Affairs, March 10, 2026 

As one of the Navy’s top labs in systems integration, NIWC Atlantic engineering and ingrained innovation culture continue to deliver information warfare-dominant platforms that make the Naval and Joint Force more connected, resilient and lethal. 

CHARLESTON, S.C. — Throughout 2025, Naval Information Warfare Center (NIWC) Atlantic helped deliver the drone-defeating Marine Air Defense Integrated System (MADIS) to the Marine Corps, shepherding a critical breakthrough in air defense technology that significantly improves warfighter survivability and lethality. 
 
The MADIS system, which is mounted on two Joint Light Tactical Vehicles (JLTVs), detects aerial threats and defeats them with a 30mm cannon, Stinger missiles and electronic warfare capabilities. 
 
“As one of the Navy’s top labs in systems integration, NIWC Atlantic collaborates with industry partners to adopt the latest software and engineering innovations and quickly turn them into information-dominant platforms,” said Erick Fry, NIWC Atlantic acting executive director. “In the case of MADIS, our Expeditionary Warfare (ExW) Department very rapidly delivered a capability to U.S. Marines that defeats low-altitude threats and makes the Naval and Joint Force more connected, resilient and lethal.” 
 
The effort began in 2022, when ExW Department engineers used commercial off-the-shelf (COTS) components and leveraged the command’s On Demand Manufacturing Lab to outfit JLTVs with the necessary weapons, sensors, radar and other equipment to complete MADIS Increment 1.0 in less than one year’s time. The capability then matured through rigorous tests and trials before fielding to Marines at the 3rd Littoral Anti-Air Battalion and the Marine Corps Communication-Electronics School in late 2024 and throughout 2025. 
 
Fry said MADIS is one of many examples at NIWC Atlantic that builds upon the command’s historic successes in working with the Marine Corps and industry partners to rapidly innovate, prototype and integrate command, control, communications, computers, intelligence, surveillance and reconnaissance (C4ISR) components onto warfighting platforms like the JLTV. 
 
“NIWC Atlantic engineers modernize and streamline the complex work of systems integration each time they iterate,” Fry said. “I couldn’t be prouder of their accomplishments and continued advances on the innovation front.” 
 
‘Speed of MRAP’ 
 
A triumph still remembered today for its rapid warfighter response is NIWC Atlantic’s C4ISR integration of thousands of Mine Resistant Ambush Protected (MRAP) vehicles for Marines in Iraq and Afghanistan, an effort that began in 2008 and ended up blasting through slow bureaucratic processes to save countless lives. 
 
Last November, Secretary of War Peter Hegseth invoked the MRAP effort during a speech he delivered at the National War College announcing sweeping reforms in how the Department of War (DOW) will procure warfighting capabilities. With the current backdrop of a complex and ever-evolving threat environment, the Secretary stressed an urgency to move at “the speed of MRAP.” 
 
“Our objective is simple—transform the entire acquisition system to operate on a wartime footing,” he told the crowd. 
 
For a warfare center like NIWC Atlantic, rapidly integrating commercial products and information technologies onto mission-ready platforms is job No. 1. 
 
But speed and government are not often synonymous. 
 
Nevertheless, NIWC Atlantic has long been a driver for disrupting the status quo to gain greater flexibilities to navigate the complex world of military acquisitions. From MRAP to MADIS, NIWC Atlantic has rapidly delivered capabilities to provide warfighters speed, connectivity, lethality and survivability, despite the roadblocks. 
 
For example, when the JLTV first entered the U.S. military, the ExW Department overcame strict size, weight and power limitations to integrate components like sensors, jammers, advanced radio systems, battle-management software and communications equipment onto four distinct JLTV variants. Eventually, the department would field more than 5,000 of the high-tech vehicles to the Marine Corps and another 17,000 JLTVs to the Army, Navy and Air Force. 
 
Today, the JLTV and its advanced onboard suite of C4ISR services is considered by many a cornerstone platform of Marine Corps modernization in protected and expeditionary vehicles. 
 
More recently, the ExW Department began integrating the new Amphibious Combat Vehicle (ACV), the Marine Corps’ next-generation, amphibious transport that will replace the older Assault Amphibious Vehicles. 
 
“NIWC Atlantic is committed to delivering cutting-edge capabilities to the warfighter with speed and precision,” said ExW Department Head Ashlee Landreth. “By applying lessons learned from MRAP and embracing modularity, rapid prototyping, rigorous testing and warfighter feedback, we are accelerating the development and fielding of next-generation technologies that give the Naval and Joint Force a decisive edge on the battlefield.” 
 
Engineers who have worked at the command for decades say teams have refined and baked lessons learned into the systems-integration process, something that intricately includes COTS solutions, to build the systems for the platforms that Marines take to war. 
 
For example, NIWC Atlantic’s signature Networking on the Move (NOTM) technology was designed in 2012 in response to an urgent Marine Corps request by U.S. Central Command to expand the capability to vehicles beyond the MRAP. Once the JLTV emerged, the Marine Corps asked ExW Department to develop a transferrable variant for it. 
 
So the team engineered a way for NOTM to be integrated onto three separate JLTVs, operating as one system, providing Marines a sophisticated communications hub to transmit and receive vital information across the battlespace in seconds, allowing infantry troops to fight at high speeds while still maintaining critical command and control functions. 
 
More recently, the ExW Department also integrated long-term power supplies and a completely redesigned, state-of-the-art communications system onto the Ground/Air Task-Oriented Radar (G/ATOR), a 360-degree, 3D surveillance, air-defense and air-control radar system that has replaced five legacy systems for the Marine Corps. 
 
The department also outfitted the JLTV with the Navy-Marine Expeditionary Ship Interdiction System, or NMESIS, which is a cutting-edge, land-based, anti-ship missile capability tailored for the complex littoral environment. 
 
Jenny Bennett, who leads the ExW Department’s platform integration team that was responsible for fielding the JLTV, said every integration has to be meticulously managed through workflow processes that ensure the end-user, the warfighter, always gets into the identical JLTV variant—same look, same feel, same function. “We baseline every truck before turning it over to our MADIS, NOTM or NMESIS teams,” she said. 
 
Modularity & Speed 
 
As a result of MRAP lessons learned, the ExW Department eventually broke with tradition and began procuring technical data packages (TDPs) from industry. Owning the TDPs that are tied to a COTS solution ensured government could find alternative, competitive sources in the marketplace during times of supply chain instability. 
 
Peter Ward, ExW Department deputy, who was a young systems engineer just joining NIWC Atlantic 20 years ago, said the department continued to innovate. It bought and standardized data and focused heavily on incorporating a more vendor-neutral, “modular open systems approach,” or MOSA. 
 
“We have focused on modularity for a long time,” Ward said. “No matter which commercial solution is available, the MOSA framework specifically enables a collaborative environment for working with vendors and filling specific operational needs.” 
 
With TDPs and other sensitive data, Ward said MOSA concepts help ensure proprietary data does not later keep engineers from achieving interoperability. 
 
Recently, MOSA also enabled ExW Department engineers to tailor COTS software to build a secure, hardware-agnostic platform called the Common Hosting Environment (CHE). Using next generation technologies, CHE is the first container-hosting environment that can run apps for Marines in the field. 
 
Perhaps just as important as the unseen innovations in software, agile processes and engineering insights, the physical infrastructures stood up at NIWC Atlantic since the MRAP buildup is paying enormous dividends now 20 years later. 
 
In 2007, NIWC Atlantic first stood up Poseidon Park for radio frequency testing of vehicle-mounted antennas. Instead of shipping vehicles hundreds of miles away on rail, JLTVs, ACVs and other vehicles drive onto an automated vehicle turntable to be tested and validated under an overhead gantry through range checks, antenna cosite analysis and verifications of survivability. 
 
In 2011, the command unveiled the nearby Small Autonomous Unmanned Systems Research (SAUSR) Range to support drone swarming technologies, resilient communications, C4ISR test and evaluation, and other science and technology research. 
 
Last year, the SAUSR Range expanded its footprint and mission set to unveil a new laser range focused on advancing naval communications through the research and development of free-space optics. 
 
In addition to the two outdoor capabilities, NIWC Atlantic began building indoor systems integration labs, or SILs, enabling engineers to test and integrate new commercial solutions within physically constructed replicas of real-world platforms, such as one resembling the inside of a JLTV and another one the Marine Corps’ new advanced reconnaissance vehicle. 
 
“The systems integration process becomes a lot more agile and iterative when you are working in these controlled environments,” said Jeff Sims, who leads the Expeditionary Platform Integration Division at ExW Department. “SILs enhance continuous improvements and the rapid adaptation of solutions.” 
 
SILs have also institutionalized rapid prototyping practices, bringing together diverse vendors, industry partners and subject matter experts to optimize the integration of the latest innovations, from GPS technologies, radios, ruggedized laptops, sensors and cameras to data-fusing AI, advanced networking, driver-vision systems and electronic warfare. 
 
“The cool thing is how the SIL speeds us up, gives us more flexibility and gets us across the finish line through modeling and simulation,” Ward said. “Instead of requiring that everyone come together all at the same time to integrate, whenever a program discovers a new commercial product offering, we can just go in with all the other equipment, see how it configures, design it, integrate a new system and get it out the door.” 
 
Platforms successfully integrated inside of a SIL are then dispatched for environmental and operational testing at Poseidon Park, SAUSR Range and other labs on base. Before final warfighter acceptance, a field user evaluation is typically coordinated with Marine units. 
 
“All of these developments have helped us field equipment faster, because it’s not only about researching and finding products off the shelf,” Ward said. “When you procure them, you need to integrate them and modify them, so they work together and do no harm to one another, and then test them. Without these labs and ranges on site, where we can physically drive the vehicles to see which ones perform best, it would take forever.” 
 
At NIWC Atlantic, innovations in automation, engineering, modularity, systems integration and software-defined communications have made the command good stewards of their many MRAP lessons-learned. Rather than be cloistered in labs, teams are external-facing, working closely with pioneers in industry, constantly experimenting with the integration of systems, walking lockstep with their Marine sponsors and very appreciative of the multifaceted stakeholder relationships a Navy lab like NIWC Atlantic must continually foster and support in order to continue delivering worldclass information warfare solutions to the Fleet. 
 
“We know the Marine Corps requires information warfighting capabilities to create and exploit information advantages on all points of the competition continuum,” Landreth said. “This is why NIWC Atlantic—from MRAP to MADIS and beyond—plays such a critical role in the success of the modern-day Marine.” 
 
About NIWC Atlantic 
 
As a part of Naval Information Warfare Systems Command, NIWC Atlantic provides systems engineering and acquisition to deliver information warfare capabilities to the naval, joint and national warfighter through the acquisition, development, integration, production, test, deployment, and sustainment of interoperable command, control, communications, computer, intelligence, surveillance, and reconnaissance, cyber and information technology capabilities. 

by LT.J.G. Paul Fletcher, March 9, 2026 

The Nimitz-class aircraft carrier USS Nimitz (CVN 68) departed Naval Base Kitsap in Bremerton, Washington, for the last time in its 51-year service history, as part of a scheduled homeport shift to Naval Station Norfolk, Virginia, March 7. 

Nimitz has spent the majority of its five decades of service as the “Pacific Northwest’s Carrier,” deploying around the world to affirm the U.S. Navy’s commitment to forward presence, ensuring maritime security, deterring aggression, and protecting the American way of life. 

“This ship and her crew could not be more thankful to the people of Washington State for their decades of hospitality, friendship and trust,” said Capt. Joseph Furco, commanding officer of Nimitz. “It is in no small part due to the support of our local community that Nimitz Sailors have been able to successfully train, fight and win, exemplifying the ship’s motto; Teamwork, a Tradition.” 

Mostly recently, Nimitz returned to Bremerton in December after nine months underway in the U.S. 3rd, 5th, and 7th Fleets. As flagship of the Nimitz Carrier Strike Group (NIMCSG) during this period, the Nimitz and her crew completed more than 8,500 sorties and 17,000 flight hours, carried out 50 replenishments-at-sea aboard the carrier and sailed over 82,000 nautical miles combined. 

Additionally, the NIMCSG supported U.S. Africa Command operations by conducting strikes against ISIS targets in Somalia. 

The lead ship of her class, Nimitz was commissioned May 3, 1975, and named in honor of Fleet Admiral Chester W. Nimitz who achieved the highest rank in the United States Navy as Commander in Chief, Pacific Fleet during World War II. 

An integral part of U.S. Pacific Fleet, U.S. 3rd Fleet operates naval forces in the Indo-Pacific and provides the realistic and relevant training to ensure the readiness necessary to execute the U.S. Navy’s timeless role across the full spectrum of military operations. U.S. 3rd Fleet works together with our allies and partners to advance a shared vision of a free, open, and secure Indo-Pacific in which all nations are secure in their sovereignty and free from coercion. 

Agreement includes provision of Black Eagle 50E systems for ISR and specialized missions supporting U.S. government and DoW operational needs 

From Steadicopter Ltd. 

March 9, 2026 – Steadicopter Ltd., a developer and manufacturer of rotary unmanned aerial systems, announced the signing of a services agreement with U.S.-based flyAlchemy to support operational deployment and evaluation of its rotary UAV platforms in the United States. 

Under the agreement, Steadicopter will provide Black Eagle 50E rotary UAV systems for demonstration, ​customer ​​​evaluation​ programs​, and mission development activities ​supporting ​​     ​ ISR and specialized operational missions. The partnership will include flight demonstrations, regulatory alignment and preparation for future operational deployment for U.S. government and commercial customers. 

“Signing this agreement strengthens our operational footprint in the U.S. market and enables us to align our rotary UAV capabilities with real mission requirements,” said Noam Lidor, CEO of Steadicopter. “The Black Eagle 50E platform provides a flexible and modular ISR solution for a wide range of operational scenarios, and this collaboration creates a strong foundation for expanding our presence in the United States.” 

Initial activities will focus on demonstration flights, regulatory alignment, and payload integration, supporting ISR missions, disaster management, infrastructure monitoring, and specialized mission profiles. The partnership will also support certification pathways and training programs at flyAlchemy’s U.S. flight test locations.  

The partnership strengthens Steadicopter’s expansion into the U.S. market, combining the company’s advanced rotary UAV platforms with flyAlchemy’s operational experience supporting government missions, remote sensing operations, and advanced aerial data services. 

The companies intend to collaborate closely to align Steadicopter’s U.S. market expansion with flyAlchemy’ operational expertise and advanced payload capabilities, with the goal of establishing a long-term strategic presence for advanced rotary UAV capabilities in the United States. 

About the Black Eagle 50E 

The Black Eagle 50E (BE50E) is Steadicopter’s flagship rotary unmanned aerial system, delivering a cost-effective, high-quality real-time ISR capability across land and maritime domains. Its modular open architecture supports multiple payloads including EO/IR sensors, SAR, maritime patrol radar, SIGINT systems, AIS receivers, communications relay systems, and cargo delivery configurations. 

With a minimal logistical footprint and long-endurance hovering capability, the platform enables persistent surveillance and flexible mission configurations supporting military, homeland security, and civilian operational environments.