Canada, despite being a G7 country and a longstanding member of NATO, has long had a reputation for maintaining a modest military posture. Its global image has leaned more toward peacekeeping and diplomacy than hard power. But this may be changing — not through massive investments in fighter jets or aircraft carriers, but through targeted strategic expansion in logistical capabilities.
In today’s shifting global security landscape, much of the public and political attention gravitates toward the flashiest aspects of military might: fighter jets, submarines, drones. But a quieter, arguably more crucial element often escapes the spotlight — the logistics systems that power military operations across vast distances.
Andrew Erskine, a research fellow at the Institute of Peace & Diplomacy — a Canadian think tank focusing on international affairs — is making a compelling case that Canada’s military expansion should start not with teeth, but with muscle: the strategic lift and sealift capabilities that keep armed forces mobile and self-sufficient.
“Amateurs talk strategy. Professionals talk logistics,” Erskine says, quoting WWII U.S. General Omar Bradley. “And that’s especially true for a country like Canada.”
Canada’s geography is both a strategic advantage and a logistical nightmare. It is the second-largest country in the world by total area, with vast, sparsely populated northern regions, coastlines on three oceans, and a lack of overseas territories. While it may not have the global basing network of the United States or the colonial hangovers of Britain and France, its desire to influence global affairs — as demonstrated through its support of Ukraine and NATO deployments — demands a military that can move quickly and reliably.
And movement — sustained, large-scale, cross-theater movement — is exactly what Canada is under-equipped to perform.
Currently, the Royal Canadian Air Force (RCAF) operates a capable but uneven fleet. On the high end, it fields five Boeing C-17A Globemaster III aircraft (designated CC-177 in Canadian service), widely considered among the most effective strategic airlifters in the world. These are backed by a mixed fleet of older C-130H and newer C-130J Hercules aircraft (CC-130), the latter of which serve a versatile tactical and strategic role.
But as Erskine points out, there’s a hole in the middle — particularly for missions like domestic support, Arctic patrols, and short-range overseas lifts that don’t warrant the use of C-130s, let alone the much larger Globemasters.
To fill this gap, he recommends acquiring 8 to 10 C-27J Spartans — rugged, medium-lift aircraft made by Leonardo, capable of operating from unprepared runways, icy strips, and in low-visibility conditions. These aircraft are already used in similar roles by the U.S. Coast Guard and U.S. Army Special Operations Command. Their presence in North America makes integration and interoperability less of a challenge.
More importantly, their introduction would allow the RCAF to reassign its C-130s for missions more in line with their design — including support of fighter deployments overseas and longer-range tactical missions.
“You don’t use a 5-ton truck to deliver pizza,” Erskine quips. “Yet that’s essentially what we’re doing when we use the C-130s for small or domestic missions.”
The argument for expanding Canada’s airlift capabilities is not theoretical. Since 2022, the Canadian Forces have maintained a logistical presence at Glasgow Prestwick Airport in Scotland, dubbed Air Task Force Prestwick. Operating primarily with three forward-deployed C-130Js, the task force acts as a staging point for missions throughout Europe, the Middle East, and Africa — particularly those connected to Canada’s support of Ukraine.
From Prestwick, Canadian aircraft ferry supplies, equipment, and humanitarian aid deep into contested and allied territories alike. The operation has been efficient, but it’s also stretched resources thin. Having more versatile airframes — such as the proposed C-27Js — would alleviate pressure and offer commanders greater flexibility in how to respond to emerging situations.
Canada’s current setup is effective, but only just. The growing demands of global engagement — especially in volatile regions — mean it’s only a matter of time before this thin logistical thread begins to fray.
While airlift gets more attention in the media due to its speed and visibility, Erskine argues that Canada’s sealift capability is an even more pressing concern. Naval logistics — the ability to move cargo, troops, equipment, and even unmanned systems by sea — is critical for sustained global operations.
Canada currently relies on the MV Asterix, a converted civilian container ship operated under contract. Though it has served well since 2017, Asterix is not a purpose-built naval auxiliary and lacks many of the defenses and capabilities necessary for operating in hostile environments.
This will begin to change with the commissioning of two Protecteur-class joint support ships, purpose-built naval vessels designed to provide fuel, ammunition, and supplies to other Canadian and allied ships at sea. These multirole ships are a significant step forward, but according to Erskine, they are not enough.
“We’re only scratching the surface of what’s required to operate independently on the world stage,” Erskine explains. “Two ships — even with increased capacity — won’t cut it.”
He argues for the construction of two additional Protecteur-class ships, but with modifications: the addition of roll-on/roll-off (RO-RO) capabilities. RO-RO allows vehicles, including heavy armor and unmanned surface vessels, to drive directly on and off ships via ramps, rather than relying on cranes or container infrastructure.
This is no small upgrade. RO-RO functionality is vital in crisis zones where ports are damaged, non-existent, or under cyberattack — a plausible scenario in a future conflict involving near-peer adversaries. It also provides the kind of organic mobility Canada would need to independently deploy forces or equipment to forward positions without relying on U.S. lift capacity.
That last point is key. The longstanding alliance between Canada and the United States is deep and multifaceted — but not immune to strain. Recent political rhetoric in Washington, particularly under the previous Trump administration, has raised questions about the reliability of U.S. commitments to NATO and other allies.
Canada has already felt the sting of unpredictability. Tariffs, disputes over border agreements, and public statements dismissing Canada’s sovereignty have alarmed policymakers in Ottawa. This growing uncertainty strengthens the argument for a more autonomous Canadian defense strategy.
“We can’t always bank on the U.S. lifting our gear,” says Erskine. “If we want a seat at the table, we need to bring our own chair.”
That chair, in this case, is a combination of upgraded air and sea logistics, enabling Canada to project power, deliver aid, or deploy rapid-response forces anywhere in the world — with or without allied support.
Erskine’s conclusions are clear: expansion of Canadian strategic mobility — especially in airlift and sealift — is not a luxury. It is a requirement, born of geography, politics, and international ambition.
While Canada continues to modernize its front-line capabilities — including replacing its aging CF-18 Hornet fleet with F-35A Lightning II fighters — it cannot ignore the systems that enable those fighters to operate beyond Canadian borders. Fuel, ammunition, spare parts, and support personnel don’t magically appear in theater. They are moved by ships and planes — often under the radar, but always essential.
Investing in logistics may not win headlines or photo ops, but it may well be the difference between a capable force and a stranded one. As Canada’s global role expands — whether through NATO, Arctic patrols, humanitarian operations, or peacekeeping — the ability to move quickly and independently will define its relevance on the world stage.
Erskine isn’t calling for a dramatic reimagining of Canadian military doctrine. He’s advocating for a practical, focused approach that addresses Canada’s real-world challenges. A better-supported, better-connected force is not only more effective — it’s more resilient, more flexible, and better prepared for the uncertain world ahead.
