NEWPORT NEWS, Va. —Huntington Ingalls Industries’ Newport News Shipbuilding division has reached new heights in the refueling and complex overhaul (RCOH) of the aircraft carrier USS George Washington (CVN 73), the company announced in a March 15 release. The shipyard installed the final piece of the ship’s new main mast — the 34-foot upper mast section — that raises the ship’s distinctive profile 123 feet above the flight deck. The RCOH is now 50 percent complete.

“Landing the upper mast is one of the most visible construction milestones in the mid-life refueling overhaul and maintenance availability of an aircraft carrier,” said Chris Miner, Newport News’ vice president, in-service aircraft carrier programs. “We are making significant progress with George Washington and look forward to returning a fully recapitalized, mission-ready ship to the fleet for another 25 years of service.”

To commemorate the milestone, George Washington sailors on March 15 held a brief mast-stepping ceremony that recognizes an ancient maritime custom of placing a coin underneath the ship’s mast to bring good fortune. A time capsule containing photos, a piece of the old mast, several coins and other artifacts was attached to a metal plate, which later will be welded under the mast.

“Mast-stepping is a way to link the past with the future,” said Capt. Glenn Jamison, the ship’s commanding officer. “It is a way to honor the heritage of this ship and our namesake. George Washington once said that ‘without a decisive naval force we can do nothing definitive, and with it, everything honorable and glorious.’ Now, with this new mast signifying the progress we’re making during RCOH, USS George Washington is ready to carry on the mantle of representing the Navy as only Gen. George Washington could have imagined and wanted.”

The ship arrived at Newport News in August 2017 to begin the complex engineering and construction project and is in dry dock for hull and freeboard blasting and painting; repairs to its propellers, sea chests, shafts and rudders; and defueling and refueling of its power plant.

George Washington, the sixth Nimitz-class aircraft carrier to undergo this major life-cycle milestone, is on track for delivery in 2021.

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The fiscal year 2020 national defense budget unveiled March 12 provides substantial funding for the Marine Corps’ major aviation and ground combat programs and promises help in repairing the heavy damage inflicted on its East Coast bases by hurricanes last year.

The proposed defense funding would buy 10 more fifth-generation F-35B strike fighters for the Marines, six CH-53K heavy lift helicopters, 56 Amphibious Combat Vehicles to replace the aged AAV-7s, additional Joint Light Tactical Vehicles, the advanced Ground/Air Task Oriented Radar, HIMARS rocket artillery systems and an early attempt to provide defenses against unmanned aerial vehicles.

Despite a robust Navy shipbuilding fund that would buy 12 ships and two large unmanned vessels, the proposed $205.6 billion total Department of the Navy (DON) budget does nothing to advance the Marines’ decades-long quest for 38 amphibious combat ships, holding the gator fleet at the current 33 ships. The five-year budget plan shows the next America-class amphibious assault ship, LHA-9, would not be bought until fiscal 2024, despite an urgent appeal by the amphibious shipbuilding coalition to avoid an eight-year construction gap that could wreak havoc on the shipyard.

The total proposed Marine Corps funding of $45.9 billion provides for an end-strength increase of only 100, for a total of 186,200 active-duty Marines, and holds the Marine Corps Reserves at the current 38,500. But that small gain in personnel is in keeping with Marine Corps Commandant Gen. Robert B. Neller’s goal of focusing his resources on accelerated improvements in modernization and combat readiness, rather than more people.

And within the stable end-strength numbers are substantial changes in specialties, with some shifts from basic ground combat capabilities to “Marines with special skills,” including special operations, and intelligence, electronic, information and cyberwarfare, the DON’s budget book said. That reflects Neller’s drive to produce “a more experienced, better trained and more capable force,” the budget said.

Those personnel realignments are in response to the U.S. military’s overall shift from nearly two decades of anti-terrorism and counter-insurgency fighting to preparing for the return of great power competition against peer adversaries.

PASCAGOULA, Miss. — The keel-laying and authentication ceremony for the future USS Bougainville (LHA 8) was held March 14 at the Huntington Ingalls Industries (HII) Pascagoula shipyard, the Naval Sea Systems command said in a release.

The ship’s sponsor, Ellyn Dunford, authenticated the keel by having her initials welded into the keel plate.

Traditionally, keel laying marks the first step in ship construction. However, with today’s advanced modular shipbuilding, the keel-laying ceremony now recognizes the joining together of a ship’s components and is a major milestone in the ship’s construction. Fabrication of Bougainville began in October.

“We are honored to have Ellyn Dunford with us today to commemorate this milestone,” said Tom Rivers, Amphibious Warfare program manager, PEO Ships. “The production team has made steady progress and we look forward to bringing the next generation of amphibious capabilities to Navy and Marine Corps warfighters.”

The future USS Bougainville is the third ship of the America (LHA 6) class of amphibious assault ships built to facilitate forward presence and power projection. LHA 8 is the first Flight I ship of the America class with a reincorporated well deck to increase operational flexibility while maximizing the aviation capability inherent on the Flight 0 ships, USS America and the future USS Tripoli.

Designed to support the Marine Corps tenets of Operational Maneuver from the Sea and Ship-to-Objective Maneuver, America class ships are capable of rapid combat power buildup ashore the America class accommodates the Marine Corps’ Air Combat Element, including F-35B Joint Strike Fighter and MV-22 Osprey, essential to maintaining power projection, air superiority and theater logistics.

HII’s Pascagoula shipyard also is in production on Tripoli (LHA 7), the guided-missile destroyers Delbert D. Black (DDG 119), Lenah H. Sutcliffe Higbee (DDG 123), Jack H. Lucas (DDG 125), and amphibious transport dock ships, Fort Lauderdale (LPD 28) and Richard M. McCool Jr. (LPD 29). The shipyard also is

under contract for six Flight III Arleigh Burke class destroyers awarded as part of the fiscal 2018-2022 multiyear procurement.

WASHINGTON — Navy Secretary Richard V. Spencer said the new class of towing, salvage and rescue ship will be named Navajo in honor of the major contributions the Navajo people have made to the armed forces, the secretary’s public affairs office said in a March 12 release.

The new class of vessels will be based on existing commercial towing offshore vessel designs and will replace the current T-ATF 166 and T-ARS 50 class ships. The first ship of this class will be named USNS Navajo and designated T-ATS 6.

“The Navajo people have fought and served our armed forces with honor and valor in nearly every major conflict since the birth of our nation, so it is fitting and right to name a new class of ship in their honor,” Spencer said. “The Navajo class of towing, salvage and rescue ships will serve our nation and continue the legacy of the Navajo people, and all Native Americans.”

The contract includes options for potentially seven additional vessels, and each additional ship will be named in honor of prominent Native Americans or Native American tribes.

Gulf Island Shipyards was awarded a $63.5 million contract for the detail design and construction of the new towing, salvage and rescue ship, which will be based on existing commercial towing offshore vessel designs and will replace the current T-ATF 166 and T-ARS 50 class ships in service with the U.S. Military Sealift Command.

The T-ATS will serve as open ocean towing vessels and will additionally support salvage operations and submarine rescue missions. The first ship in the class will be built at the company’s shipyard in Houma, La., and is expected to be completed in March 2021.

WASHINGTON — Although the Marine Corps is responding to the National Defense Strategy’s focus on preparing for the return to great power competition, “we still have to operate across the full range of military operations,” the Marines’ top officer said March 13.

While the potential risk from a major regional fight against a peer competitor is high, it’s hard to say what is the probability of that occurring, Marine Corps Commandant Gen. Robert B. Neller said.

“How much of your force do you focus on that? How much of your force do you focus on the day-to-day capacity” for missions such as humanitarian assistance, disaster relief, crisis response, Neller asked rhetorically.

In addition to explaining the major changes in training the Corps is making to prepare for a possible high-end conflict against a great power rival, Neller noted that the counter-insurgency, counter-terrorism fights the Marines have been waging for 18 years “is still going to go on.” The “physical caliphate” created by the ISIS extremist in Iraq and Syria may be about to be eliminated, “but ISIS is not going to go away.”

“Ninety percent of what we do will not be against peer competitors, it will be against somebody else,” Neller told the audience at the McAleese/Credit Suisse defense forum.

Working from that conclusion, Neller made a strong argument for the amphibious force, which he said was “the capability that allows you to do 80 to 90 percent of everything you do day to day,” to get where needed, to do exercises with allies and friends, to establish strong presence and to go ashore if needed without worrying about sovereignty issues.

With a strong amphibious fleet “you can operate across nearly 90 percent of the range of military operations,” up to a high-end conflict. “At the end of the day, it gives the nation one of two forcible entry capabilities,” he said. The other being an Army airborne assault.

“I think the value it brings to the nation is incredibly important.”

The question then is how many amphibious ships are needed, what capabilities they have, and that debate is going on, Neller added.

Asked his reaction to the fact that the Navy’s requested fiscal 2020 shipbuilding budget, which would buy 12 ships, does not contain any amphibs and there are only three in the five-year budget plan that seeks 51 ships, Neller said: “We know we have to compete against other capabilities.”

He said the Marines would have liked to have the first amphibious transport dock (LPD) Flight II, which will replace the aged and low-capability dock landing ships, moved forward. The LPD is planned for fiscal 2021. Neller said he would “make my case as best I can” to the House Armed Services Seapower and

Projection Forces subcommittee chairman, U.S. Rep. Joe Courtney (D-Conn.), and the subcommittee’s ranking member, U.S. Rep. Rob Wittman (R-Va.).

The budget plan also delays the next amphibious assault ship, LHA-9, until 2024, despite concerns from the amphibious shipbuilding industry that the delay would make it difficult to maintain skilled workers and suppliers.

Asked in a separate session with reporters about the low priority for amphibs, Chief of Naval Operations Adm. John M. Richardson said the shipbuilding budget reflected “warfighting priorities.” And he said the LHA-9 “is good where it is.”

Neller described in considerable detail what the Marines are doing to prepare for a potential high-end fight, including developing capabilities to engage in information warfare, offensive and defensive cyber, training to operate in an information-denied environment and conducting intense force-on-force exercises. The Corps also is seeking better long-range, precision-fire weapons, air and missile defenses and the capability to help the Navy fight for sea control against a peer adversary.

He also said he did not ask for an increase in personnel because “I want to be able to train the Marines I have” and did not want to grow the force during a time of rising budgets and then “have people who don’t have the gear they need” if funding was cut.

WASHINGTON — The addition of a third Virginia-class attack submarine (SSN) in the proposed 2020 defense budget is a long-sought goal of the leaders of the Seapower and Projection Forces subcommittee of the House Armed Services Committee. If approved, the third SSN would help with the construction of the Columbia-class ballistic-missile submarine, a congressman claimed.

“Chairman Joe Courtney [D-Conn.] and I were pretty adamant with [then-Defense] Secretary Mattis and said, ‘Listen, we need to add another Virginia-class submarine as we’re transitioning into Columbia class,’ ” said U.S. Rep. Rob Wittman (R-Va.), speaking March 13 at the McAleese Defense Programs Conference in Washington. “It does two things: it gives us an additional submarine and gets us hopefully above the 42 number [the low in 2028 before the number increases toward 66] and, if you do that in combination with taking existing nuclear plants that we can replace into some of the 688[-class] submarines [Los Angeles-class SSNs], we can get close to 50 [SSNs] when it’s all said and done.

“But it also helps us to de-risk Columbia,” Wittman said. “It lets us put work force into place that develops the knowledge, skills and abilities to transition directly over from building a third Virginia-class submarine to building the Columbia class. As we know with new boats in these programs — we watched it with Virginia class and others — the learning curve is steep, where all the risk is embedded in the early side. When you look at welds and all the things that happen with these ships, we want to make sure we de-risk that.

Courtney, who also spoke at the conference, noted that the effort to include the third SSN in the 2019 budget failed, but also noted that, with the administration now supporting the third SSN in the 2020 budget, “even though we lost the battle [in 2019], we won the war.”

On another topic, the Navy’s plan to cancel the Refueling and Comprehensive Overhaul (RCOH) of the aircraft carrier USS Harry S. Truman was met with concern from both Courtney and Wittman. The Truman is 23 years old, and its service life could be extended to 50 years with the RCOH, as has been done with the oldest half of the 10 Nimitz-class carriers to date.

Courtney, who pointed out that the Navy already has purchased the nuclear reactors for the Truman, said the plan to cancel the RCOH “doesn’t make any business sense to me.”

Wittman, noting that the move would drop the aircraft carrier force level to 10 ships, said: “I would argue that it is not wise.”

Aircraft carriers “are still extraordinarily critical elements of sea power, projecting power forward,” Wittman said.

The Department of the Navy (DoN) is requesting $205.6 billion for fiscal 2020 — $159.7 billion for the Navy and $45.9 billion for the Marine Corps. The 2020 request represents a significant increase over the fiscal 2019 budget of $196.1 billion.

The Navy’s base 2020 request is 29 percent of the overall Defense Department base request of $545 billion. The total DoD request of $718 billion includes the $545 billion plus Overseas Contingency Operations funding of $164 billion and $9 billion for emergency funding for activities such as hurricane relief. The DoN’s OCO funding of $44.7 is included in the DoN’s budget total.

The DoN’s $205.6 billion request includes $52 billion for military personnel; $68.5 billion for operations and maintenance; $61 billion for procurement; $20 billion for research, development, test and evaluation (RDT&E); $3.1 billion for military construction; and $366 million for family housing.

“This [budget] fields a formidable force in all domains of operations,” said Rear Adm. Randy B. Crites, deputy assistant secretary of the Navy for budget, briefing reporters March 12 at the Pentagon.

The end-strength of active-component Navy personnel is planned to rise to 340,500, an increase of 5,100 over 2019. Reserve personnel are planned to decrease slightly by 100 to 59,000. DoN civilian manpower is slated to grow, from 214,284 to 217,476.

During 2020, 10 ships are planned for delivery: four Arleigh Burke-class guided-missile destroyers (DDGs); three Virginia-class attack submarines (SSNs); two littoral combat ships (LCSs); and one Spearhead-class expeditionary fast transport (T-EPF). Also during the year, the Navy plans to retire two Los Angeles-class SSNs and three Avenger-class mine countermeasures ships. The battle force strength will grow by five ships to 301 in 2020.

The Navy has budgeted $23.8 billion for shipbuilding and conversion, the largest amount requested in 20 years, although, because in 2019 Congress added three ships in the 2019 budget, the 2019 total was larger at $24.2 billion. The 2020 budget requests funds for 12 ships: the third Gerald R. Ford-class aircraft carrier, the future USS Enterprise; three Virginia-class SSNs, two of which will be equipped with the Virginia Payload Module; three Flight III Arleigh Burke-class DDGs; one FFG(X) frigate, the lead ship of its class; two John Lewis-class fleet replenishment oilers (T-AO); and two towing, salvage and rescue ships.

For the Columbia-class ballistic-missile submarine, the Navy has requested $533 million in RDT&E funds. Construction of the first Columbia-class hull is planned for 2021.

The Navy expects to save $254 million ($2.5 billion over five years) from divestment of the planned service-life extension of Ticonderoga-class cruisers.

Also requested in the shipbuilding account are the construction of four LCU 1700 utility landing craft and the refueling and comprehensive overhaul of one Nimitz-class aircraft carrier. The Navy is gapping for a year the procurement of the LCAC 100 class of ship-to-shore connectors as that program is restructured.

The Navy is requesting the cancellation of the future RCOH — scheduled to begin in 2024 — for the aircraft carrier USS Harry S. Truman with plans to retire the ship early and use the funds towards other programs. the procurement of Ford-class carriers. The Navy’s official budget document said the adjustment is made to balance the fleet’s high-end platforms with “a greater number of complementary, more affordable, potentially attritable options.”

The Navy plans to fund two large unmanned surface vessels (LUSVs) with $373 million in RDT&E funds and begin experimenting with them to develop such vessels with an offensive missile capability. Transition to procurement is expected to begin in 2021.

The Navy requests $18.6 billion in 2020 for 148 aircraft for the Navy and Marine Corps. The fixed-wing aircraft include 10 F-35B and 10 F-35C Lightning II strike fighters for the Marine Corps and 10 F-35Cs for the Navy; 24 F/A-18E/F Super Hornet strike fighters; four E-2D Advanced Hawkeye early warning aircraft; six P-8A Poseidon maritime patrol aircraft; three KC-130J Super Hercules for the Marine

Corps; and 22 ex-Swiss Air Force F-5 adversary aircraft, 11 each for the Navy and Marine Corps to recapitalize the older F-5 inventory.

Rotary-wing and tiltrotor aircraft requested in the budget include six CH-53K King Stallion heavy-lift helicopters and six VH-92A presidential transport helicopters for the Marine Corps; 38 helicopters of a design yet to be selected to replace TH-57 training helicopters; and 10 CMV-22B Osprey carrier-onboard-delivery aircraft for the Navy. Deliveries of more MV-22B Ospreys for the Marine Corps is gapped for 2020.

Large unmanned aircraft requested include two MQ-4C Tritons for the Navy and three MQ-9 Reaper medium-range UAVs, the first of this type for the Marine Corps.

LONG KEY, Fla. — The U.S. Coast Guard interdicted 26 migrants 48 miles southeast of Long Key attempting to illegally enter the United States, the Coast Guard 7th District said in a March 12 release.

Coast Guard Sector Key West watch-standers received a notification from a good Samaritan boat reporting a 30-foot disabled wooden sail vessel with 26 passengers aboard waving their arms.

A U.S. Navy ship that was conducting maritime operations in the area assisted the vessel in distress. The crew of the Arleigh Burke-class guided-missile destroyer USS James E. Williams (DDG 95) arrived on scene and safely transferred the 26 Cuban migrants to the Coast Guard Cutter Charles Sexton crew (WPC-1108).

“Illegal migrant ventures on unsafe and ill-equipped vessels are not only against the law but incredibly dangerous,” said Capt. Jason Ryan, chief of enforcement for the Coast Guard’s 7th District in Miami. “It is fortunate that the vessel did not capsize or end in tragedy, as we have seen all to recently in the Florida straits, and we are grateful for the assistance by the good Samaritan and the U.S. Navy in this case.”

One of the migrants was transferred to U.S. Customs and Border Patrol for further investigation and possible prosecution. The remaining 25 migrants were repatriated to Cuba on March 12 by the Coast Guard Cutter Kathleen Moore (WPC-1109).

The Charles Sexton and Kathleen Moore are 154-foot fast response cutters homeported in Key West, Fla.

SEATTLE — The 150-member crew of the U.S. Coast Guard Cutter Polar Star returned March 11 to their homeport of Seattle following a 105-day deployment to Antarctica in support of Operation Deep Freeze, the Coast Guard Pacific Area said in a release.

Deep Freeze is an annual joint military service mission in support of the National Science Foundation, the lead agency for the United States Antarctic Program. Since 1955, the U.S. Department of Defense and the U.S. Coast Guard have assisted in providing air and maritime support throughout the Antarctic continent.

This year marks the 63rd iteration of the annual operation. The Polar Star crew left Seattle on Nov. 27 for their sixth deployment in as many years and traveled 11,200 nautical miles to Antarctica.

Upon arrival in McMurdo Sound, Antarctica, the Polar Star broke through 16.5 nautical miles of ice, 6 to 10 feet thick, to open a channel to the pier at McMurdo Station. Once the channel was open, the crew refueled Polar Star at McMurdo Station, the United States’ main logistics hub in Antarctica. After a three-day port visit to McMurdo, the ship provided a six-hour familiarization cruise to 156 McMurdo station personnel.

On Jan. 30, Polar Star escorted the containership Ocean Giant through the channel, enabling a 10-day offload of 499 containers with 10 million pounds of goods that will resupply McMurdo Station, Amundsen-Scott South Pole Station and other U.S. field camps for the coming year. The Ocean Giant is an ice strengthened vessel contracted by the U.S. Navy’s Military Sealift Command for Operation Deep Freeze.

As in years past, getting the 43-year-old Polar Star to Antarctica was accomplished despite a series of engineering casualties aboard the ship. Commissioned in 1976, the cutter is operating beyond its expected 30-year service life. It is scheduled for a service life extension project starting in 2021.

During the transit to Antarctica, one of the ship’s electrical systems began to smoke, causing damage to wiring in an electrical switchboard, and one of the ship’s two evaporators used to make drinkable water failed. The electrical switchboard was repaired by the crew, and the ship’s evaporator was repaired after parts were received during a port call in Wellington, New Zealand.

The impact from ice operations ruptured the cutter’s centerline shaft seal, allowing water to flood into the ship. Icebreaking operations ceased so embarked Coast Guard and Navy divers could enter the water to apply a patch outside the hull so Polar Star’s engineers could repair the seal from inside the ship. The engineers donned dry suits and diver’s gloves to enter the 30-degree water of the still slowly flooding bilge to make the vital repairs. They used special tools fabricated onboard to fix the leaking shaft seal and resume icebreaking operations.

The Polar Star also experienced shipwide power outages while breaking ice in McMurdo Sound. Crew members spent nine hours shutting down the ship’s power plant and rebooting the electrical system to recover from the outages.

On Feb. 10, the crew spent nearly two hours extinguishing a fire in the ship’s incinerator room while the ship was about 650 nautical miles north of McMurdo Sound. The fire damaged the incinerator and some electrical wiring in the room was damaged by firefighting water. There were no injuries or damage to equipment outside the space. Repairs to the incinerator are already scheduled for Polar Star’s upcoming in-port maintenance period.

Presently, the U.S. Coast Guard maintains two icebreakers — the Coast Guard Cutter Healy, which is a medium icebreaker, and the Polar Star, the United States’ only heavy icebreaker. If a catastrophic event, such as getting stuck in the ice, were to happen to the Healy in the Arctic or to the Polar Star near Antarctica, the U.S. Coast Guard is left without a self-rescue capability.

By contrast, Russia operates more than 50 icebreakers — several of which are nuclear powered.

Reserved for Operation Deep Freeze each year, the Polar Star spends the Southern Hemisphere summer breaking ice near Antarctica, and when the mission is complete, the ship returns annually to dry dock to complete critical maintenance and repairs in preparation for the next Operation Deep Freeze mission. Once out of dry dock, the ship returns to Antarctica, and the cycle repeats.

The Coast Guard has been the sole provider of the nation’s polar icebreaking capability since 1965 and is seeking to increase its icebreaking fleet with six new polar icebreakers to ensure continued national presence and access to the Polar Regions.

In the fiscal year 2019 budget, Congress appropriated $655 million to begin construction of a new polar security cutter this year, with another $20 million appropriated for long-lead-time materials to build a second cutter.

In response to the demands of the region, the service is set to release an updated version of its Arctic Strategy, which Coast Guard Commandant Adm. Karl Schultz is scheduled to discuss March 21 during his annual State of the Coast Guard address.

CLEVELAND, Ohio — The U.S. Coast Guard and local agencies rescued 46 ice fishermen from an ice floe that broke free near Catawaba Island in Lake Erie on March 9, the Coast Guard 9th District said in a release of the same date.

An additional estimated 100 people were able to self-rescue from the ice floe either by swimming or walking on ice bridges that were still connected to the floe.

At 8:13 a.m., Coast Guard Station Marblehead received notification from an Ohio Department of Natural Resources (ODNR) representative that there were approximately 100 people stranded on an ice floe and that there were an additional 30 to 40 people in the water. Coast Guard District 9 Command Center launched two 20-foot Special Purpose Craft–airboats from Station Marblehead, two MH-65 Dolphin helicopters from Air Station Detroit, and two MH-60 Jayhawk helicopters from Air Station Traverse City to respond for a mass rescue.

Catawaba Island Fire, Put-in-Bay Fire and Southshore Towing also responded with airboats, while ODNR, North Central Emergency Medical Services and Danbury EMS assisted in the search-and-rescue efforts.

Coast Guard Station Marblehead arrived on scene at approximately 8:50 a.m. and there were no persons in the water. Those who had fallen in or intentionally entered the water to try to swim to land were all back on the ice or land.

Approximately 100 people were able to walk to shore via portions of ice that were still unbroken; however, as the temperature continued to rise, the ice broke into multiple separate ice floes. The remaining fishermen were rescued by the airboat crews and helicopter crews.

By approximately 11:15 a.m., all persons who had been stranded on the ice were rescued.

As temperatures begin to rise, the Coast Guard strongly urges people not to go out onto ice. Ice may look safe, but it is difficult to determine the thickness visually and the increase in warm weather will continue to melt and weaken the ice.