71 Fall 2025 Proceedings with a DLA contract in Nome. Potential fuel locations are entirely dependent on the planned summer barge operations which occur approxi- mately between June and September with limitations imposed outside of that window due to seasonal ice and heavy weather. As an alternative option, Stratton found that fueling off the coast of Utqiagvik, formerly known as Barrow, a village more than 300 miles north of the Arctic Circle, is possible but not advisable. Open market fuel pricing proved prohibitive at more than $14 per gal- lon and the cancellation fee was quoted as $150,000 in an area exposed to extreme weather. Fueling Evolutions After researching options, Stratton worked through Clipper Oil to arrange fuel delivery in Kotzebue Sound through the DLA open market at the same rate as fuel pro- vided in Dutch Harbor, $4.12 per gallon at the time. The day before the scheduled fuel delivery, Stratton anchored in the southwest corner of Kotzebue Sound, keeping the fuel tanker within sight. The crew closely monitored local weather conditions and forecasts, planning the fueling operations for the most favorable weather day. On the fueling day, Stratton encountered perfect condi- tions, with light winds and the landmass of Kotzebue offering shelter from any seas. While the Stratton was anchored, the tug Cavek and a fuel barge made their way from the fuel tanker to the cutter, approached and tied up safely along the port side. Stratton’s fuel team and engineer officer observed certification records for the fuel onboard the barge, as well as live testing of fuel samples. Having observed satisfactory tests, the crew onloaded 49,000 gallons of marine diesel before sending over Stratton hats and coins for the Cavek crew, casting off lines, getting underway from anchorage, and resum- ing patrol. The second evolution was conducted on the next patrol leg, in Port Clarence. While not technically an Arctic port, the port is located only 20 NM south of the Bering Strait and provides ample protection from Bering Sea storm systems. The only major change on the sec- ond evolution was the addition of Stratton’s 8-by-10-foot inflatable fender, produced by Aere. The fender is adver- tised as 10 times stronger than a standard vinyl fender and can be deflated for storage. Stratton found that the addition of the inflatable fender provided greater sepa- ration between the barge and the angled hull of the cut- ter, improving safety. During this evolution, the crew onloaded 73,000 gallons of marine diesel before resum- ing patrol. High-Latitude Logistics In addition to fueling, Stratton researched options to reprovision food and supplies in high latitudes and to provide emergency medical services and personnel transfers. The crew determined that Kotzebue was an ideal location for personnel transfers, with daily flights to Anchorage. Additionally, a forward operating loca- tion, seasonally staffed and maintained by Air Station Kodiak, proved invaluable for managing “last mile” logistics. Stratton also conducted a medevac out of Kotzebue for an ill crewmember and found that ship-to- shore transfer through the 12 NM channel was a viable course of action. South of the Bering Strait, but far closer to the Arctic than Dutch Harbor, Stratton found the city of Nome to be an outstanding logistics port. Although the port is currently too small for an NSC to enter—an expansion plan has been approved—the excellent nearby anchorage offered plenty of opportunities for cutter boat transfers of personnel and provisions. In fact, Stratton found that flights between Nome and Anchorage were more reliable and cost efficient than flights in and out of Dutch Harbor, due in part to more challenging weather and limited air carriers in the Aleutian Island port. Conclusion International maritime traffic of all types will continue to increase throughout the Arctic Ocean and high-latitude waters of the United States. This traffic will require the extended presence of U.S. Coast Guard cutters to uphold maritime governance, safeguard global commerce, and provide maritime domain awareness in our most remote operating areas. With extended distances to established fueling ports in the Aleutian Islands, cutters will need to continue to seek opportunities to extend operational duration through at-sea refueling. About the author: CAPT Brian Krautler has served in the Coast Guard for 26 years. He is a cutterman with 14 years of sea time aboard eight cutters in the Pacific, Alaska, and Great Lakes. His experience at sea includes aids to navi- gation, icebreaking, law enforcement, defense readiness, and search and rescue. Endnotes: 1. Grady, J. (2024, August 8). Recruiting Shortfall Means Coast Guard ‘Can’t Crew All Our Ships,’ Says Vice Commandant. U.S. Naval Institute. https://news.usni. org/2024/08/08/recuriting-shortfall-means-coast-guard-cant-crew-all-our- ships-says-vice-commandant 2. CBS News Online (2024, September 17). Russia Submarines and Naval Ships Cross into Buffer Zone off Alaska, U.S. Coast Guard Says. https://www. cbsnews.com/news/russia-submarines-ships-alaska-us-coast-guard 3. Humpert, M. (2024, August 20). China Deploys Three Icebreakers to Arctic as US Presence Suffers After ‘Healy’ Fire. gCaptain.com. https://gcaptain.com/ china-dispatches-three-icebreakers-to-arctic-us-suffers-healy-fire/ 4. The Associated Press (2024, September 10). Russia Begins Massive Naval Drills Together With China. https://apnews.com/article/russia-naval-air- drills-china-f941584643d6503df2b42dae7abe7f15 5. Reuters (2024, October 1). China’s Coast Guard Enters Arctic for the First Time for Patrol with Russia. https://www.reuters.com/world/chinas-coast- guard-enters-arctic-first-time-patrol-with-russia-2024-10-02
