President Donald Trump has issued a directive mandating a significant shift in the technological infrastructure of the Ford-class aircraft carriers, ordering a return to traditional steam catapults. This decision, confirmed by a White House official, also includes plans for establishing a new, fifth public shipyard specifically designed to address the pressing need for submarine repair. These provisions, alongside the creation of a new component repair center aimed at reducing submarine repair backlogs, were formalized in a National Security Presidential Memorandum signed by the President.
Specifically, the memorandum dictates that future Ford-class aircraft carriers, such as the Doris Miller currently under construction at HII’s Newport News Shipbuilding, will be equipped with steam-powered catapult systems and hydraulic elevators, mirroring those found on the Nimitz-class carriers. This marks a notable departure from the USS Ford, the inaugural vessel of its class, which presently utilizes the advanced Electromagnetic Aircraft Launch System, commonly referred to as EMALS. President Trump has historically voiced strong opposition to the EMALS system. The Wall Street Journal was the first to report these sweeping changes to the aircraft carrier program.
President Trump had previously hinted at such an executive order last year, signaling his intent to direct the Navy toward these technological reversions. “Seriously, I’m putting out an order. I’m going to sign an executive order. When we build aircraft carriers, it’s steam for the catapults and it’s hydraulic for the elevators. We’ll never have a problem,” Trump stated in October while aboard the aircraft carrier George Washington.
General Atomics, the manufacturer of the EMALS system, has expressed concerns regarding this directive, arguing that abandoning EMALS for the Doris Miller would necessitate “careful reconsideration.” The company emphasized that with nearly 50% of production already complete, a change in course at this stage would introduce substantial costs, scheduling delays, and integration risks. Furthermore, General Atomics warned that such a decision could have broader implications for carrier readiness, national security, and U.S. technological superiority, potentially allowing adversaries to narrow the capability gap. The firm also highlighted the importance of a strong U.S. supplier industrial base, stressing the need to maintain workforce stability, production capacity, and the ability to sustain critical technologies.
Bryan Clark, Director of the Hudson Institute think tank’s Center for Defense Concepts and Technology, elaborated on the complexities involved. He pointed out that Ford-class carriers extensively employ electricity for various functions, including cooking, heating, and water purification, in addition to powering the catapults and arresting gear—functions traditionally reliant on steam in older carrier classes. Clark explained that reinstating steam lines, even just for the catapults, would require an extensive redesign of the ship. He also noted that the Navy has not procured a steam catapult in over two decades, suggesting that suppliers might lack the immediate capability to produce them without significant upfront investment and time to re-establish the necessary production lines.
Beyond the aircraft carrier adjustments, the memorandum also mandates that Secretary of Defense Pete Hegseth submit a report to President Trump within 120 days. This report is to outline a proposal for enhancing submarine and aircraft carrier readiness, leveraging both the private sector and the proposed additional public shipyard. The plan for this fifth shipyard is expected to address several key aspects: ensuring sufficient drydock capacity to accommodate the projected growth of the fast attack submarine fleet over the next two decades; identifying suitable locations proximate to the United States Pacific Fleet, including sites in the continental United States, Alaska, Hawaii, and U.S. territories; evaluating site options that incorporate up to three new drydocks designed to handle all current and anticipated submarine classes; exploring innovative financing mechanisms such as public-private partnerships; and detailing timelines and resource requirements.
Russ Vought, Director of the Office of Management and Budget, had previously indicated in June that the administration was “pushing hard for an additional public shipyard” to support a burgeoning fleet. “If we’re going to spend a one-and-a-half trillion dollars, or have the types of direct foreign investment that’s coming in, we want to make sure that we have the ability to have enough public shipyards to do maintenance,” Vought stated at the Washington Times’ IndoPac 2026 event. While private shipyards also conduct maintenance on military vessels, the nation’s four existing public shipyards—located in Virginia, Maine, Washington, and Hawaii—are typically responsible for major maintenance overhauls and modernization efforts for the Navy’s nuclear-powered aircraft carriers and submarines.
Chief of Naval Operations Adm. Daryl Caudle acknowledged in April at the Sea Air Space Symposium that the Navy had been exploring the feasibility of a fifth public shipyard. However, Caudle raised concerns about the availability of a sufficient workforce to staff such a facility and the extensive resources required to build that presence. “A new yard is expensive, and so is that infrastructure worth it if I can’t get the workforce there?” Caudle questioned. When asked for comment, the Navy referred inquiries to the White House. This remains a developing story.
