U.S. Naval Vessels

FAS Military Affairs Network
U.S. Naval Vessels

CV-9 ESSEX Class
The numerous World War II vintage Essex-class carriers served over a span of nearly
half a century in various configurations and at least half a dozen roles as the core of the
US postwar fleet. Many of the ships were extensively modified in later years, with many
boasting a reinforced angle flight deck and a mirror landing system to accomodate jet
aircraft as a result of Fleet Rehabilitation and Modernization (FRAM) upgrades. The
conversions included a hurricane bow and the installation of an angled flight deck which
permits the simultaneous launching and recovery of aircraft.
The USS Essex (CV 9) was placed out of commission in reserve on 09 January 1947. The
first of the World War II carriers to do so, she then underwent modernization which gave
her a new flight deck, and a streamlined island superstructure. On 04 June 1947 the CNO
approved Project 27A by which Essex-class carriers were modernized to be able to
handle aircraft to 40,000 pounds and included the installation of two H-8 catapults,
strengthening the flight deck and clearing it of guns, increasing elevator capacity and
adding special provisions for jet aircraft such as blast deflectors. USS Oriskany (CV 34),
the first of nine carriers modernized under this project, began conversion at the New
York Naval Shipyard on 01 October 1947. USS Essex (CV 9) was recommissioned 16
January 1951, and on 23 August 1951 she went into combat in Korea, the first carrier to
launch F2H Banshee twinjet fighters on combat missions.
On 01 February 1952 the CNO approved Project 27C, a modification of Project 27A.
These changes included more powerful arresting gear, higher performance catapults, and
a replacement of the number three centerline elevator with a deck-edge type of greater
capacity. Three Essex-class carriers incorporating these modifications were completed
under Project 27C.
On 12 January 1953 test operations begin on USS Antietam (CVA 36), which emerged in
December 1952 from the New York Naval Shipyard as America's first angled-deck
aircraft carrier.
The Lexington was commissioned on February 17, 1943, and was responsible for
destroying over 1 million tons of shipping and more than 1,000 enemy planes during
World War II. Tokyo Rose called the Lady Lex the `Blue Ghost' because of numerous
reports of her sinking only to return to battle painted a blue-grey color which was
different from the camouflage coloring of other naval vessels. After the Lex's brilliant
stint during World War II, she was involved with the 7th Fleet off of Taiwan in 1958, and
was on standby for the Laotian crisis of 1959, and served as an attack carrier during the
Cuban missile crisis in 1963.
After the Cuban missile crisis, she sailed back to Pensacola to serve as an aviation
training carrier. She was homeported in Pensacola since 1962 , where it served as the
Navy's only aircraft carrier used exclusively for training. This important new role allowed
her to train new student aviators and maintain the high state of flight training for active
duty and reserve naval forces. In fact, her decks trained the Navy and Marine pilots who
fought to preserve the peace in conflicts from the Vietnam war to the Persian Gulf war.
The training aircraft carrier USS LEXINGTON (AVT 16) operated out of Pensacola,
providing deck-landing and takeoff experience for Naval aviation cadets for over 20
years prior to being decommissioned on 08 November 1991. When the Navy announced
the decommissioning and retirement of the Lexington in 1991, several communities
launched efforts to have the ship transferred to their respective areas for use as a naval
museum and memorial. On February 18, 1992, the Secretary of the Navy notified the
Congress of his intent to transfer the obsolete aircraft carrier Lexington to the Corpus
Christi Area Convention and Visitors Bureau.
Specifications
Displacement 27,100 tons
41,200 tons fully loaded as modified
Length 872 feet
910 feet as modified
Beam 147' 6"
Draft 28' 7"
Speed 33 knots
Crew 2,631-3,448
Ships
Laid
Numb Build Homep Launch Commissio Decommissio
Name Dow
er er ort ed ned ned
n
CV 9 Essex 1941 1942 1942 1947
CV 10 Yorktown 1941 1943 1943 1947
CV 11 Intrepid 1941 1943 1943 1947
CV 12 Hornet 1942 1943 1943 1947
CV 13 Franklin 1942 1943 1944 1947
CV 14 Ticonderoga 1943 1944 1944 1947
CV 15 Randolph 1943 1944 1944 1948
CV 16 Lexington 1941 1942 1943 08 Nov 1991
CV 17 Bunker Hill 1941 1942 1943 1947
CV 18 Wasp 1942 1943 1943 1947
CV 19 Hancock 1943 1943 1944 1947
CV 20 Bennington 1942 1944 1944 1946
CV 21 Boxer 1943 1944 1945 1959
Bon Homme
CV 31 1943 1944 1944 1947
Richard
CV 32 Leyte 1944 1945 1946 1959
CV 33 Kearsage 1944 1945 1946 1950
CV 34 Oriskany 1944 1945 1950 1976
CV 35 Reprisal 1944 - - 1945
CV 36 Antietam 1943 1944 1945 1963
CV 37 Princeton 1943 1945 1945 1949
CV 38 Shangri-La 1943 1944 1944 1947
CV 39 Lake Champlain 1943 1944 1945 1947
CV 40 Tarawa 1944 1945 1945 1949
CV 45 Valley Forge 1944 1945 1946 1961
CV 46 Iwo Jima 1945 - - 1945
CV 47 Phillipine Sea 1944 1945 1946 1969
CV 50 - - - - 1945
CV 51 - - - - 1945
CV 52 - - - - 1945
CV 53 - - - - 1945
CV 54 - - - - 1945
CV 55 - - - - 1945
* It is the belief of FAS that the caption labeled 1956 is in fact incorrect and
should be labeled 1966, we applogize for any undue confusion..
CV-41 MIDWAY class
The carriers of the Midway class, displacing more than 67,000 tons fully loaded, carried a
crew of 4,500 and up to 70 aircraft. These 1,000-foot-long warships were once the largest
carriers afloat, though they had a displacement about two-thirds that of contemporary
nuclear-powered flattops. When operating at sea the ships were refueled every three days,
burning approximately 100,000 gallons of oil a day. When first built, the USS Midway's
bow was open to the sea, and was enclosed in 1957 as part of a major overhaul.
In a demonstration of carrier long-range attack capabilities, a P2V-3C Neptune took off

from USS Franklin D. Roosevelt (CVB 42) off the coast of Jacksonville, FL on 07
February 1950 . The Neptune flew over Charleston, SC, the Bahamas, the Panama Canal,
up the coast of Central America, over Mexico, and landed on Feb. 8, at San Francisco's
Municipal Airport. The flight, covering 5,060 miles in 25 hrs. 59 min., was the longest
ever made from a carrier deck.
The USS Midway was commissioned on September 10, 1945. Named for the Battle of
Midway, the carrier was the lead ship of her class, three of which were completed, with
another two ships cancelled. Serving her country for 47 years, more than 200,000
American veterans served aboard her. In that time, the USS Midway saw service off
Vietnam, in the Persian Gulf and in a number of other conflicts and crises. After being
the first aircraft carrier forward deployed for 17 years in Yokosuka, Japan, she returned to
North Island Naval Air Station in San Diego for decommissioning in April of 1992.
The ability to adapt to new technologies, systems, platforms, and operational needs is
nowhere better exemplified than in the design and 50-year operational history of the USS
Midway. Designed during World War II, in 1945 this "flattop" initially operated piston-
driven propeller aircraft, yet returned from her last deployment in 1991 with the Navy's
most modern, multipurpose strike-fighters. Her original axial-deck design was modified
to an angled-deck layout, her original hydraulic catapults were replaced with more
powerful steam catapults, and the most basic electronics replaced by advanced sensors
and communications equipment. Her air wing included four squadrons of F/A-18 Hornets
and two squadrons of A-6 Intruders (a strike capability of 68 attack aircraft). While
unable to operate either the F-14 Tomcat or S-3 Viking, MIDWAY was still an amazing
and powerful national asset over forty years after her commissioning.
The former USS Midway, now part of the Navy's mothball fleet in Bremerton,
Washington, is available as a donation. Eligible recipients include any US state,
possession, municipal government, or non-profit entity. The recipient of the aircraft
carrier will be required to maintain the ship as a non-moving museum or memorial.
Specifications
Displacement 62,000 tons full load
Length 979 feet
Beam 121 feet
Flight Deck Width 238 feet
Speed 30-plus knots
Power Plant 12 boilers, four geared steam turbines
four shafts, 212,000 shaft horsepower
Aircraft Approximately 65
Armament Sea Sparrow missiles
3 Phalanx CIWS 20mm mounts
Combat Systems SPS-48C 3-D Air Search Radar
SPS-49 Air Search Radar
SPS-65 Navigation Radar
2 Mk115 Fire Control
WLR- 1 ESM
WLR-10 ESM
WLR-11 ESM
Complement 2,533 ship's company; 2,239 in air wing
Ships
Numb Homep Commissio Decommissio
Name Builder Ordered
er ort ned ned
Newport Yokosu 01 Aug 10 Oct
CV 41 Midway 11 Apr 1992
News ka 1942 1945
Franklin D New York 27 Oct
CV 42 1942 01 Oct 1977
Roosevelt NSY 1945
Newport 01 Oct
CV 43 Coral Sea Norfolk 1942 30 Apr 1990
News 1947
CV 44 [CANCELLED] 1942 - 11 Jan 1943
CVB
[CANCELLED] 1945 - 28 Mar 1945
56
CVB [CANCELLED] 1945 - 28 Mar 1945
57
CVA 58 United States
After several years of planning, on 29 July 1948 President Truman approved construction
of a "supercarrier", for which funds had been provided in the Naval Appropriations Act
1949. This first postwar carrier was laid down in April 1949. The flush-deck 65,000-ton
CVA 58 United States was designed to launch and recover the large aircraft of 100,000
pounds required to carry early nuclear weapons, which weighed as much as five tons. The
ship was to be over 1000 feet long, without an island, and of a radical new design. The
construction cost of the new ship was estimated at $190 million, with the additional
thirty-nine ships required to complete the accompanying task force estimated to cost
$1.265 billion. The United States was also intended to provide tactical air support for air
and amphibious forces and to conduct sea control operations. But the general perception
was that the United States was primarily intended as a platform for long-range nuclear
bombardment.
The Air Force viewed the United States as the embodiment of the Navy's nuclear
aspirations as an attempt to challenge what had been an effective Air Force monopoly on
strategic nuclear weapons delivery. A majority of the JCS maintained that the super
carrier’s main function would be a duplication of the primary role of the Air Force. In the
face of limited budgetary resources, and responding to opposition from the Army and Air
Force, Defense Secretary Louis Johnson announced on 23 April 1949 the cancellation of
construction of the United States. This prompted the immediate resignation of Navy
Secretary John Sullivan.
This marked the beginning of a major onslaught on Navy funding. The fiscal constraints
placed on the military in the late 1940’s were severe, and plans debated in the summer of
1949 for the Fiscal Year 1951 budget called for deep cuts in naval aviation. Operational
Essex Class carriers were to be reduced from eight to four, Carrier Air Wings from
fourteen to six, operational Saipan Class carriers from ten to eight, Marine Squadrons
from twenty three to twelve, Anti Submarine Warfare Squadrons from eight to seven, and
Patrol Squadrons from thirty to twenty. While the Navy was struggling to maintain its
carrier fleet, the Air Force was pushing for a seventy-group bomber force.
The famous "Revolt of the Admirals" cost Admiral Denfield his position as CNO, but it
saved carrier-based naval aviation. The first atomic bombs went to sea on the USS
Franklin Roosevelt in 1950. The Navy’s inability to convey carrier doctrine to policy
makers negatively effect America’s preparedness for subsequent wars and conflicts of a
limited nature. It would take the accumulated experience of numerous limited
engagements, and more particularly, the Vietnam War, for defense planners to recognize
anything approaching the full potential of the carrier.
Specifications
Displacement 75,900 to 79,300 tons full load
Length 1,090
Beam 130 feet
Speed 33 knots
Power Plant Eight boilers
four geared steam turbines
four shafts
280,000 shaft horsepower
Aircraft 12 VA [89,000 lb 2,000-nm radius bombers]
45 XF2H Banshee fighers
Armament 8 5-inch/54 guns
6 3-inch/37 guns
Complement 3,019 ship's company
2,480 in air wing
Ships
Numbe Homepo Commissione
Name Builder Ordered Cancelled
r rt d
United CVA Newport 18 Apr 23 Apr
--
States 58 News 1949 1949
CV-59 FORRESTAL class
The development of the Forrestal, the U.S. Navy's first super carrier, represented many
significant improvements over previous carrier designs. Forrestal was the first carrier
designed specifically to operate jet aircraft, and included an angled deck which permitted
simultaneous takeoffs and landings. Forrestal's revolutionary design became the basis for
all US carriers that followed. The flight deck had a different layout than later aircraft
carriers, with the island placed closer to the bow and a different starboard elevator
configuration (one forward, two aft). On the port side, the number four elevator is
forward of the two waist catapults -- on later carriers, that elevator is aft of the waist cats.
On July 29, 1967 the USS Forrestal was operating off the coast of Vietnam, when a Zuni
rocket accidentally fired from an F-4 Phantom into a parked and armed A-4 Skyhawk.
The impact caused the belly fuel tank and a 1,000 pound bomb on the Skyhawk to fall
off, spilling JP5 (jet fuel) onto the flight deck and ignited a fire. The bomb exploded,
causing a massive chain reaction of explosions fed by fuel and bombs from other aircraft
that were armed and ready for the coming strike. Fuel and bombs spilled into the holes in
the flight deck igniting fires on lower decks. This was the single worst loss of life on a
navy vessel since the USS Franklin (CV-13) was bombed in WWII: 134 lost their lives,
while an additional 64 were injured.
For over 30 years, the sailors and aviators of the Forrestal sailed her though 21 successful
operational deployments. In 1991, Forrestal provided support for Operation Provide
Comfort, the international relief effort for the Kurds in northern Iraq. The ship completed
the first noncombatant evacuation exercise ever conducted from a carrier, as well as
many NATO and other multi-national exercises during her final deployment. In February
1992, the Forrestal changed her homeport from Mayport FL to Pensacola FL to become
the US Navy's training carrier for naval aviators and support personnel. Forrestal arrived
at the Philadelphia Naval Shipyard in September 1992 for her scheduled 14-month
complex overhaul. The overhaul was discontinued in March 1993 when the Forrestal was
designated for decommissioning in response to the decision to accelerate the closure of
the Pennsylvania Naval Shipyard. USS Forrestal was decommissioned on 11 September
1993 in a ceremony at pier 6E at the Philadelphia Naval Shipyard. USS Forrestal remains
moored at Philadelphia Naval Shipyard, awaiting final dispostion. Currently assigned to
the U.S. Navy donation Program, she is being held for possible service as a museum and
historical center.
Saratoga was launched in Brooklyn, NY on October 8, 1955. Saratoga patrolled off the
coasts of Cuba near Guantanamo Bay during the Cuban missile crisis. She was stationed
off the coast of Lebanon during the Six-Day War. She saw combat in the Tonkin Gulf
during the Vietnam war and in the Red Sea during the Persian Gulf war, and she was the
first carrier to transit the Suez Canal by night. Saratoga began her final deployment--the
22d of her 38-year career--on January 12, 1994. Entering the Adriatic on February 1,
Saratoga and her embarked carrier Airwing 17, launched the first of thousands of sorties
in support of United Nations and NATO operations `Deny Flight' and `Provide Promise'
over Bosnia and Herzogovina. Saratoga was decommissioned on August 20, 1994.
USS Independence (CV 62) was commissioned as a "Forrestal Class" attack aircraft
carrier (CVA 62) at the Brooklyn Naval Shipyard, New York, on January 10, 1959. In
June 1988 Independence completed The Service Life Extension Program (SLEP) at the
Philadelphia Naval Shipyard. The ship changed homeports on September 11, 1991,
deploying to Yokosuka Japan to become the Navy's only forward deployed aircraft
carrier. On June 30, 1995, the 36-year-old Independence became the oldest ship in the
Navy's active fleet, the first aircraft carrier to hold the honor. The ship is scheduled to
decommission in the Fall of 1998. USS Kitty Hawk (CV 63), homeported in San Diego,
California, departed 15 July 1998 for Yokosuka, Japan, where will replaced USS
Independence (CV 62) as part of a planned rotation of forward-deployed naval forces.
Subequently Independence returned to the United States, and was decommissioned on 30
September 1998.
The navy originally planned eight ships of the Forrestal class. When improvements in the
original Forrestal design were incorporated into the last four, they were designated as the
separate Kitty Hawk class.
Specifications
Displacement 75,900 to 79,300 tons full load
Length 1,063 to 1,086
Beam 129 feet
Speed 30-plus knots
Power Plant Eight boilers, with Forrestal's plant approximately 50
percent lower pressure than other ships in class;
four geared steam turbines, four shafts
260,000 shaft horsepower for Forrestal, 280,000 for
others
3 Phalanx CIWS 20mm mounts [installed during
SLEP]
Combat Systems SPS-48C 3-D Air Search Radar
SPS-67
3 Mk91 Fire Control
SLQ-29 EW
WLR- 1 ESM
WLR- 3 ESM
WLR-11 ESM
Complement 3,019 ship's company
2,480 in air wing
Unit Operating Cost
$142,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Numb Builder Homepo Ordered Commission Decommissio
Name
er rt ed ned
Newport Pensacol
Forrestal CV 59 1952 1955 11 Sep 1993
News a
New York
Saratoga CV 60 Mayport 1953 14 Apr 1956 20 Aug 1994
NSY
Newport San 01 Feb
Ranger CV 61 10 Aug 1957 10 Jul 1993
News Diego 1954
Independen New York Yokosuk 02 Jul
CV 62 NSY 10 Jan 1959 30 Sep 1998
ce a 1954
CV 63 Kitty Hawk
USS Kitty Hawk is a conventionally powered aircraft carrier. Combined with the aircraft
of Carrier Air Wing FIVE, it carries F-14, F/A-18, EA-6B, S-3 A/B, E-2CA aircraft and
SH-60 helicopters, which give a multi-dimensional response to air, surface, and
subsurface threats. KITTY HAWK underwent two overhauls in the Bremerton, Wash.,
Naval Shipyard in 1977 and 1982. The ship's most significant maintenance period,
however, was a Service Life Extension Program (SLEP) in the Philadelphia Naval
Shipyard beginning from 1987 through 1991. That rigorous four-year overhaul added an
estimated 20 years to the planned 30-year life of the ship.
Over a three month period in early 1998, nearly 4,000 shipyard workers, Sailors and
contractors completed $65 million in repairs (over 500 major jobs) in the Complex
Overhaul of the dry-docked Kitty Hawk. All four of the Hawk’s screws were repaired
(number three was replaced), and all the line shaft bearings were replaced. Containments
were built around the shafts to maintain temperature and humidity levels while complex
fiberglass work was completed. For the rudders, large holes were cut through the decks,
and the rudders and all associated systems were removed. Refurbished rudders were then
removed from the decommissioned carrier USS Ranger while that ship was in the water,
to be re-machined and installed on the Hawk.
The aircraft carrier USS Kitty Hawk departed from Naval Air Station North Island on 06
July 1998, ending a 37 year relationship with the city of San Diego. USS Kitty Hawk
(CV 63) departed to Yokosuka, Japan, on 15 July 1998 where it replaced USS
Independence (CV 62) as part of a planned rotation of forward-deployed naval forces.
USS Kitty Hawk arrived in Yokosuka in August 1998. Less than a week after arriving in
her new homeport, civilian contractors from US Naval Ship Repair Facility (SRF),
working with Kitty Hawk Sailors, began over 150 separate jobs. Projects range from
repairing water-tight doors and hatches to replacing corroded deck drains. While a
majority of the tasks are taking place in out-of-the-way areas, the largest job was
replacing non-skid on the Flight Deck. Non-skid is an epoxy/sand compound used to
protect the metal decking from corrosion and to provide traction for aircraft and
personnel.
Built at the New York Naval shipyard as the second ship in the "Kitty Hawk" class of
aircraft carriers, USS CONSTELLATION has more than 30 years of service, which have
seen it sail from Yankee Station off the coast of Vietnam to the Gulf of Oman in the
Indian Ocean. In February 1990, USS CONSTELLATION departed San Diego, returning
to the East Coast for a three-year overhaul. The $800-million Service Life Extension
Program (SLEP), completed in the Philadelphia Naval Shipyard in March 1993, added an
estimated 15 years to the carrier's operational life. The overhaul saw upgrades to virtually
every system on the ship, from the galleys to the engine rooms, and the flight deck to the
anchors.
USS Constellation's Combat Systems Suite is one of the most advanced and capable in
the fleet. SPS-48E three-dimensional fire control, TAS missile targeting and SPS-49
long-range air search radar systems operate together to allow the ship's Tactical Action
Officer to accumulate and assess all hostile contacts. Enhanced by worldwide satellite
communications and high frequency data links, information is available for anyplace, at
any time. Other state-of-the-art systems, include the Aircraft Carrier Data system, Super
High Frequency communications, Automatic Identification and Tracking, Joint Tactical
Identification, and Positive Identification, Friend or Foe.
The Electronic Chart Display and Information System (ECDIS) can show charts of most
of the world's waterways with the simple click of a button. It automatically plots the
ship's position by Global Positioning Satellite and keeps a complete record, alleviating
yet another time consuming job aboard ship. Available on less than half of the Navy'
ships, ECDIS was installed aboard Constellation before its most recent Western Pacific
deployment. Also new to the ship is the Flat Panel Display. Seven such displays,
strategically placed around Constellation's Bridge and Auxiliary Conn, give the crew
instant access to every piece of ship control data available on one notebook sized screen.
The displays also make complex computations, such as what course and speed will create
enough head wind to launch aircraft from the waistcatapults, automatically.
The recent integration of a Commercial Off-The-Shelf (COTS) computer system with the
existing UNIX based system is the first step in a project that will ultimately provide a
system which is easier to work with and maintain, and which will be substantially smaller
and cheaper to operate. New software gives the Aerographer's Mates (AG's) the ability to
detect holes in land-based radars and track overhead orbiting polar satellites and
download their images. With the new computer, AG's can log onto the classified Internet
and check the status of weather, download imagery from orbiting satellites, or "chat" with
other Navy weather commands in real time. This new equipment is the prototype to a
METOC system that's still on the drawing board - Tactical Environmental Support
System Next Century (TESS NC). The Navy is currently using the TESS 3 version. With
TESS NC, several Pentium processors in the OA Division office will be linked and
provide the same functions as the current equipment, while generating a substantial
savings of time and money.
USS Constellation's Intelligence Center (CVIC) recently augmented its intelligence

capabilities with satellite communications and digital imagery technology. These new
systems will allow the center to form a more complete and accurate picture of the battle
space. The new satellite communication system Challenge Athena III (CA III) allows
data to be transmitted and received at the rate of 1.54 megabytes per second, a near real-
time connection with the rest of the battle group and other intelligence centers around the
world. Digital imaging systems such as the Joint Services Imagery Processing System-
Navy allow the battle group commander to plan and execute tactical Tomahawk Land
Attack Missile (TLAM) strikes by receiving images over the CA III satellite. Other new
imagery systems include a Vexcel Scanner and Digital Camera Receiving Station
(DCRS). The DCRS, in combination with the F-14 Tactical Aircraft Reconnaissance Pod
System (TARPS) allows CVIC to collect near real time digital images from an airborne
F-14 aircraft. Finally, CVIC has installed secure video teleconferencing equipment which
can use the CA III satellite. These new systems have made Constellation's CVIC a
powerful, versatile intelligence gathering center able to operate independently in a variety
of operational situations.
USS CONSTELLATION returned to San Diego on July 22, 1993, following its third
transit around Cape Horn at the tip of South America. On April 1, 1997 USS
CONSTELLATION beginning a six month deployment to the Western Pacific, Indian
Ocean and Arabian Gulf. The USS Constellation Battle Group replaced the USS Kitty
Hawk Battle Group which had been forward deployed for six months to a variety of
regions including the Western Pacific, Indian Ocean and the Persian Gulf. In October
1997 the USS Constellation battle group returned home on schedule after a highly
successful six-month forward deployment to the waters of the Pacific and Indian Oceans
and the Arabian Gulf. Carrier Air Wing Two (CVW-2), flew over 1,000 sorties in support
of Operation Southern Watch enforcing the no-fly zone over southern Iraq.
USS America CV-66, a slightly modified variant of the Constellation, was de-
comissioned on 09 August 1996 after a surprisingly short active career spanning three
decades, and is presently in inactive reserve in the Naval Inactive Ship Maintenance
Facility (NISMF), Philadelphia, PA. America returned from its last deployment 24
February 1996, where its squadrons flew 250 combat missions over the skies of Bosnia
and Herzegovina. The ship and crew also distinguished themselves during Operation
Desert Storm. America is the only carrier to have launched strikes against Iraqi targets
from both sides of the Arabian Peninsula: Red Sea and Persian Gulf. The aircraft carrier
was commissioned Jan. 23, 1965, at Norfolk Naval Shipyard. During its second
deployment, America assisted with the rescue and medical treatment of crew members
from the technical research ship USS Liberty (AGTR 5) after it was attacked by Israeli
torpedo boats and jet fighters, June 8, 1967. America also completed three deployments
off the coast of Vietnam, where it spent as many as 112 consecutive days on station.
The de-comissioning of USS America made room in the active fleet for the newly
comissioned CVN-74 USS John C.Stennis. USS Constellation is slated for replacement
by the new CVN-76 Ronald Reagan in 2003. USS Kitty Hawk is slated for replacement
by the as yet un-named CVN-77 in 2008.
Specifications
Power Plant Eight boilers, four geared steam turbines, four shafts,
Length, overall 1062.5 feet (323.8 meters)
Flight Deck Width 252 feet (76.8 meters)
Beam 130 feet (39 meters)
Displacement Approx. 80,800 tons (72,720 metric tons) full load
Approx. 78,500 tons (72,720 metric tons) full load CV-
66 America
Speed 30+ knots (34.5+ miles per hour)
Aircraft 85
Crew Ship's Company: 3,150 - Air Wing: 2,480
Combat Systems SPS-48C
SPS-49
SPS-10f or
SPS-67
3 Mk91 Fire Control
SLQ-29 EW
WLR- 1 ESM
WLR-11 ESM
Unit Operating Cost ~$141,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Numb Homepo Commission Decommissio
er rt ed ned
Kitty NYSB Yokosuk 01 Oct
CV-63 29 Sep 1961 2008
Hawk Camden a 1955
Constellati New York San 01 Jul
CV-64 27 Oct 1961 2003
on NSY Diego 1956
Newport 25 Nov
America CV-66 Norfolk 23 Jan 1965 09 Aug 1996
News 1960
CV-67 John F. Kennedy
USS JOHN F. KENNEDY (CV 67) was named for
the 35th President of the United States. The ship's
keel was laid October 22, 1964, at the Newport
News Shipbuilding and Drydock Company in
Virginia. President Kennedy's nine-year-old
daughter, Caroline christened the ship in May 1967
in ceremonies held at Newport News, Virginia; the
ship subsequently entered naval service on
September 7, 1968. KENNEDY was originally
designed as a CVA-67, attack aircraft carrier. In the early 1970's, the classification was
changed to CV-67, indicating the ship was capable of supporting anti-submarine warfare
aircraft, making it an all-purpose, multi-mission aircraft carrier.
In September 1995, the USS John F. Kennedy became the Naval Reserve's first aircraft
carrier. Homeported at Mayport, FL, her primary function during contingency operations
is to provide a surge capability, and in peacetime to support Navy force training
requirements. As with all other Reserve ships, she remained fully mission ready.
Since the Bottom-Up Review in 1993, the Defense Department routinely categorized the
aircraft carrier force structure as consisting of 11 active carriers and one operational
reserve/training carrier. In response to Quadrennial Defense Review analyses and a six-
month deployment in 1997 with an active air wing, DoD reevaluated the concept of
employing the John F. Kennedy (CV-67) primarily as an operational reserve/training
carrier. As a result, this carrier was fully integrated into the active fleet’s deployment
schedule, while still functioning as a reserve and training asset when not operating in
forward areas.
KENNEDY spent the winter of 1984 in drydock at the Norfolk Naval Shipyard for
complex overhaul. KENNEDY departed Norfolk, Virginia, for her 12th major
deployment to the Mediterranean in August 1988. On January 4, 1989, while conducting
routine operations in international waters, F-14s from the embarked air wing shot down
two Libyan MIG-23s that were approaching the battle group in a hostile manner. In the
spring of 1989, the ship entered Norfolk Naval Shipyard for a short industrial period.
On January 16, 1991, aircraft from the ship's Carrier Air Wing THREE began Operation
Desert Storm with attacks on Iraqi forces. The ship launched 114 strikes and 2,895
sorties, with the aircrews of CVW-3 flying 11,263 combat hours and delivering more
than 3.5 million pounds of ordnance in the conflict. After the cease fire, KENNEDY
transited the Suez Canal for the fourth time in seven months and began her journey home.
KENNEDY arrived in its homeport of Norfolk on March 28, 1991, to enter a four-month
shipyard restricted availability at Norfolk Naval Shipyard. The ship departed the shipyard
at the end of September with extensive repairs and maintenance accomplished on
engineering systems, flight deck systems and equipment.
The 1991 Defense Base Closure and Realignment Commission recommended that the
Philadelphia Naval Shipyard [PNSY] be closed but acknowledged that PNSY would
perform the Service Life Extension Program for the USS. Kennedy from September 1993
until mid-1996. The work on the USS. Kennedy subsequently changed to a 24-month
complex overhaul, which Congress required to be performed by PNSY. The Secretary of
Defense concurred in this plan in September 1991. KENNEDY completed a two-year
comprehensive overhaul in the Philadelphia Naval Shipyard on September 13, 1995.
Following the overhaul, KENNEDY moved to its new homeport at the Mayport Naval
Staion in Mayport, Florida.
Kennedy returned home October 28, 1997 after six months of deployment in the
Mediterranean Sea, the Adriatic Sea in support of Operation Deliberate Guard, and the
Arabian Gulf supporting Operation Southern Watch. As the sole conventionally powered
aircraft carrier in the Atlantic Fleet, JFK deployed with the most advanced command,
control, communications, computers and information systems (C4I) in the Navy.
Specifications
Power Plant Eight boilers, four shafts, 280,000 total shaft
horsepower
Length, overall 1052 feet (315.6 meters)
Beam 130 feet (39.6 meters)
Displacement 82,000 tons (full load)
Speed 30+ knots (34.5 miles per hour)
Crew Ship's Company: 3,117 - Air Wing 2,480
Combat Systems SPS-43
SPS-48C
3 Mk91 Fire Control
SLQ-29 EW
WLR- 1 ESM
WLR-11 ESM
Annual Average
Ships
Numb Builder Homepo Ordered Commissio Decommissio
Name
er rt ned ned
John F. CV-67 Newport Mayport 30 Apr 07 Sep 1968 2018
Kennedy News 1964
CVN-65 Enterprise
At the commissioning of ENTERPRISE on September 24, 1960, the world's first nuclear-
powered aircraft carrier was the mightiest warship to ever sail the seas. Enterprise is the
longest carrier in the Navy at 1,123 feet. It is also the tallest (250 feet) and fastest (30+
nautical miles per hour) carrier in the fleet. She was built with a distinctive square island
supporting phased-array radars and a complex EW system.
In August 1962 ENTERPRISE joined the Sixth Fleet in the Mediterranean, and made its
second and third deployments to the Mediterranean in 1963 and 1964. During the latter
deployment, on May 13, the world's first nuclear-powered task force was formed when
USS LONG BEACH and USS BAINBRIDGE joined ENTERPRISE. On July 31, the
three ships were designated Task Force One and sent on "Operation Sea Orbit," a historic
30,565-mile voyage around the world, accomplished without a single refueling or
replenishment. She was the first nuclear ship to enter combat when her aircraft struck
targets in Vietnam, and she assisted in the evacuation of Saigon at the end of the Vietnam
conflict.
In October 1964 ENTERPRISE returned to Newport News Shipbuilding and Dry Dock
Company for its first refueling and overhaul. ENTERPRISE returned to Newport News
Shipbuilding and Drydock Company in 1970 for an overhaul and second refueling.
Following the 1973 cease-fire in Vietnam, ENTERPRISE proceeded to Puget Sound
Naval Shipyard, Bremerton, Wash., where "Big E" was altered and refitted to support the
Navy's newest fighter aircraft -- the F-14A "Tomcat."
The years 1979 to 1982 were spent at Puget Sound Naval Shipyard receiving a
reconstructed island and numerous improvements. When first completed the island of the
Enterprise had a very unique shaped structure consisting of a dome shaped top resting on
a box, supporting SPS-32 and 33 radars, plus many ECM antennas, which were located
on all four sides and top dome of the ship. These were all removed during retrofit, and the
island was completely altered to resemble the island of Kitty Hawk class carriers. And in
October 1990 ENTERPRISE moved to Newport News Shipbuilding and Drydock
Company for refueling and the Navy's largest complex overhaul ever attempted, being
updated for service through 2015. ENTERPRISE completed its overhaul, the most
extensive in U.S. Naval history, on Sept. 27, 1994.
In mid-January 1995, "Big E" returned to Newport News Shipbuilding and Drydock
Company for a five month Selected Restricted Availability. The yard period involved
upgrades to all of the combat and communications systems, intelligence suites, command
and control capabilities, ventilation systems, berthing and dining areas, and underway
replenishment equipment. In January 1997 Big "E" returned to Newport News
Shipbuilding and Drydock Company for a six month Selected Restricted Availability.
The focus of the yard period was habitability upgrades and various combat systems. An
extended overhaul for the Enterprise began at Newport News Shipbuilding in 1999 and
continued through mid-year 2000.
Upon her planned replacement by CVX-78 in 2013 she will be 52 years old.
Specifications
Power Plant Eight nuclear reactors, four shafts
Length, overall 1,101 feet 2 inches (335.64 meters)
Displacement 89,600 tons (80,640 metric tons) full load
Speed 30+ knots (34.5 miles per hour)
Aircraft 85
Crew Ship's Company: 3,350 - Air Wing 2,480
Combat Systems SPS-48C/E
SPS-49
SPS-67
3 Mk91 Fire Control
SLQ-29 EW
WLR- 1 ESM
WLR-11 ESM
Unit Operating Cost
~$220,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Name Number Builder Homeport Ordered Commissioned Stricken
Enterprise CVN 65 Newport News Norfolk 15 Nov 1957 25 Nov 1961 2013
CVN-68 Nimitz-class
Twelve aircraft carriers form the centerpiece of US Naval global forward presence,
deterrence, crisis response, and warfighting. In addition to their power-projection role,
they serve as joint command platforms in the worldwide command-and-control network.
The carrier air wing can destroy enemy aircraft, ships, submarines, and land targets, or
lay mines hundreds of miles from the ship. Aircraft are used to conduct strikes, support
land battles, protect the battle group or other friendly shipping, implement a sea or air
blockade. The air wing provides a visible presence to demonstrate American power and
resolve in a crisis. The ship normally operates as the centerpiece of a carrier battle group
commanded by a flag officer embarked in the carrier and consisting of four to six other
ships, including guided missile cruisers, destroyers, frigates, replenishment ships and
submarines.
The NIMITZ-class carriers are a floating airport, capable of launching as many as four
aircraft a minute. The ship's four catapults and four arresting gear engines enable her to
launch and recover aircraft rapidly and simultaneously. The ships carry seven different
types of aircraft with a total complement of more than 80 planes. During flight
operations, the flight deck of 4.5 acres is a scene of intense activity, with crew, aircraft
and other equipment functioning as a well-rehearsed and carefully choreographed team to
ensure both efficiency and safety. Four aircraft elevators, each the size of two average
city lots, bring the aircraft to the flight deck from the hangars below. Small tractors spot
the planes on the flight deck. Aviation fuel is pumped up from tanks below, and bombs
and rockets are brought up from the magazines. Powerful steam catapults (affectionately
known as "Fat Cats") can accelerate 37-ton jets from zero to a safe flight speed of up to
180 miles per hour in about 300 feet and in less than three seconds. The weight of each
aircraft determines the amount of thrust provided by the catapult. When landing, pilots
use a system of lenses to guide the aircraft "down the slope," the correct glide path for
landing. The four arresting wires, each consisting of two-inch thick wire cables connected
to hydraulic rams below decks, drag landing aircraft going as fast as 150 miles per hour
to a stop in less than 400 feet. High in the island, seven stories above the flight deck, the
"Air Boss" and his staff coordinate the entire operation, which is carefully monitored
from the flight deck level as well as by the Captain on the ship's bridge. The various
functions of the flight deck crew are identified by the colors they wear: yellow for
officers and aircraft directors; purple for fuel handlers; green for catapult and arresting
gear crews; blue for tractor drivers; brown for chock and chain runners; and red for crash
and salvage teams and the ordnance handlers.
The NIMITZ-class self-defense measures include: missiles, guns, and electronic warfare.
The NATO Sea Sparrow Missile System is comprised of two launchers with eight
missiles each. Sea Sparrow is a radar-guided, short-to-medium range missile capable of
engaging aircraft and cruise missiles. NIMITZ-class also has Close-In Weapon System
mounts for short range defense against aircraft or missiles. Each mount has its own
search and track radar, and a six-barrel, 20-millimeter Gatling gun capable of firing 3,000
rounds per minute
The carrier's two nuclear reactors give her virtually unlimited range and endurance and a
top speed in excess of 30 knots. Eight steam turbine generators each produce 8,000
kilowatts of electrical power, enough to serve a small city. The ship has enough electrical
generating power to supply electricity to a city of 100,000. The ships normally carrys
enough food and supplies to operate for 90 days. Four distilling units enable NIMITZ-
class engineers to make over 400,000 gallons of fresh water from seawater a day, for use
by the propulsion plants, catapults and crew. The ship carries approximately 3 million
gallons of fuel for her aircraft and escorts, and enough weapons and stores for extended
operations without replenishment. These ships also have extensive repair capabilities,
including a fully equipped Aircraft Intermediate Maintenance Department, a micro-
miniature electronics repair shop, and numerous ship repair shops. Keeping a NIMITZ-
class carrier ready at all times requires repair shops to maintain machinery and aircraft,
heavy duty tailor shops to repair parachutes and other survival gear, and electronic ships
that keep communication, navigation and avionics equipment in good condition.
NIMITZ-class carriers boast all the amenities that would be found in any American city
with a comparable population, including a post office with its own ZIP code, TV and
radio stations, a newspaper, a fire department, a library, a hospital, a general store, two
barbershops and much more.
USS Theodore Roosevelt (CVN 71) departed Newport News Shipbuilding (NYSE: NNS)
on July 2, 1998 after a year-long period of maintenance and overhaul work. The ship
returned to its homeport in Norfolk, Va. Work performed on Roosevelt included the
replacement of all four ship propellers, blasting and painting of the hull, major
renovations of onboard storage tanks and miscellaneous systems upgrades.
The USS Abraham Lincoln (CVN 72) joined the fleet in 1990 as, concurrently, USS
Coral Sea (CV 43) was decommissioned. USS Abraham Lincoln underwent a one-year
comprehensive overhaul and a change of homeport from Alameida, Calif. to Everett,
Wash. since its last major deployment in 1995. On 11 June 1998 USS Abraham Lincoln
(CVN-72) departed Naval Station Everett to the Arabian Gulf and back over a six-month
period, the ship's fourth major Western Pacific deployment.
CVN 73, 74 and 75 were authorized to replace conventionally powered carriers as they
retired in the 1990s. The Congress authorized full funding in 1988 for CVN 74 and 75.
These ships are modified repeats of CVN 73.
The keel of USS Harry S. Truman was laid 29 November 1993 and the ship was
christened at Newport News on 07 September 1996. Harry S Truman (CVN 75)
completed acceptance sea trials on 24 June 1998, was delivered to the US Navy a few
days later. The ship was commissioned and put into active service on 25 July 1998 at the
Norfolk Naval Base in Norfolk, VA. At that time, the Navy's oldest active commissioned
ship, Independence (CV 62), transitioned to the inactive fleet. CVN 76's keel has been
laid for a 2002 delivery, and CVN 77 will enter the fleet in 2008, as the two remaining
Kitty Hawk-class carriers are retired. CVN 77 will act as a transition ship toward CVX,
incorporating numerous new technologies and process design changes that will move
naval aviation to a future carrier design.
Technological improvements will begin to be seen in CVN-76 RONALD REAGAN,
which will be commissioned in 2002. REAGAN will have a redesigned bulbous bow for
increased propulsion efficiency and trim stability. Her aircraft elevators will also have
greater capacity then those currently in use aboard her sister ships. According to studies
conducted by the Newport News Shipbuilding Carrier Innovation Center, one possibility
evaluated would be to remove elevator number one (on the starboard side, near the bow
catapults) and simply make it part of the flight deck. Elevators two and three would be
widened and strengthened to handle up to three aircraft. This would vastly improve
aircraft operating efficiency. According to Rear Admiral Alfred G. Harms, Commander,
Carrier Group Three, the number one elevator is…"rarely used. Particularly at night
because of the safety considerations." This improved flight deck layout would increase
air operations safety as well as the ship’s sortie rate. As a modified repeat of USS
HARRY S. TRUMAN (CVN-75), REAGAN will provide an important step on the road
to CVNX.
The Navy plans 33-month nuclear refueling Refueling Complex Overhauls for its Nimitz-
class carriers beginning with the USS Nimitz in fiscal year 1998. On 01 May 1998
Newport News Shipbuilding was awarded a contract by the U. S. Navy to perform
refueling and overhaul work on the USS Nimitz (CVN 68). The contract, valued at
approximately $1.2 billion, was signed by Navy and Newport News Shipbuilding
officials on April 30, 1998. Nimitz, the lead ship of the class, is also the first of its class
to undergo this major life-cycle milestone. The ship will arrive in late May 1998 and the
work performance period is scheduled to last approximately 33 months. In addition to the
refueling of both of the ship’s reactors, there will be significant modernization work. This
includes a major upgrade of the island house that will involve the shipyard removing the
top two levels of the island house and replacing them. This action is driven by the
installation of a new antenna mast that runs down along the island and will provide for
better radar capabilities. The shipyard is also integrating a new radar tower aboard
Nimitz. The Navy elected to overhaul the Nimitz without adding cooperative
engagement, integrated ship self defense, the advanced combat direction system, the
rolling airframe missile, the SPQ 9 navigation radar, a common high-band data link, the
battlegroup passive horizon extension system, an outboard weapons elevator, conversion
of nuclear magazines, emergency ordnance handling, and improved propellers. More than
3,200 Newport News Shipbuilding employees will be working aboard Nimitz during
peak periods of the overhaul and refueling project.
The second overhaul is scheduled for fiscal year 2001, and the third is projected to begin
about fiscal year 2005. The overhaul of the Dwight D. Eisenhower (CVN 69), scheduled
for 2000, will be the ship's first and only refueling during a service-life expected to span
approximately 50 years. On 12 February 1999 Newport News Shipbuilding was awarded
a $169,790,050 modification to previously awarded contract for the FY 99 advance
planning of the refueling and complex overhaul of Dwight D. Eisenhower (CVN 69) and
its reactor plants. Eisenhower is scheduled to arrive at Newport News in late 2000 and
remain for approximately three years. Other Nimitz-class carriers will follow so that a
carrier will be in a shipyard undergoing a nuclear refueling overhaul for about the next 30
years, with the exception of about 4 years during this period.
The 1993 decision to close Naval Air Station Alameda, Ca. made it necessary to develop
the facilities and infrastructure to accommodate one NIMITZ-class aircraft carrier in San
Diego. The USS John C. Stennis (CVN 74) is expected to arrive in San Diego in 1998.
This will be in addition to the two conventionally-powered aircraft carriers, USS Kitty
Hawk (CV 63) and USS Constellation (CV 64), presently homeported there. The nuclear-
powered NIMITZ-class aircraft carrier is a much larger and deeper draft ship than its
steam-driven predecessors. Thus, the dredging of the berthing areas, turning basin and the
access channel adjacent to NAS North Island is necessary.
Aircraft carriers are generally estimated to have useful operating lives of 50 years.
Specifications
Builder Newport News Shipbuilding Co., Newport News, Va.
Power Plant Two Nuclear Power Plant (A4W Pressurized Water Reactor)
Four shafts, Four propellers, with five blades each
Length, overall 1,092 feet (332.85 meters)
Aircraft 85
Aircraft elevators Four
Catapults Four
Crew Ship's Company: 3,200
Air Wing: 2,480
Departments
Administrative Medical
Aircraft Maintenance Navigation
Air Operations
Chaplain Public Affairs
Combat Systems Reactor
Deck Safety
Dental Supply
Engineering Training
Legal Weapons
Maintenance
Armament 4 Sea Sparrow launchers
3 Phalanx CIWS 20mm mounts [Nimitz & Ike]
4 Phalanx CIWS 20mm mounts [Vinson and later]
Combat Systems SPS-48E 3-D air search radar
SPS-49(V)5 2-D air search radar
3 Mk91 Fire Control
AN/SLQ-32(V)4 active jamming/deception
AN/WLR-1H ESM
Service Life 50 years
Unit Operating Cost
~$160,000,000 [source: [FY1996 VAMOSC]
Annual Average
Total Costs Investment cost
Ship acquisition cost $ 4,059
[$millions Midlife modernization cost $ 2,382
constant $FY97] Total investment cost $ 6,441
Average annual investment cost $ 129
Operating and support cost

Direct operating and support cost $11,677
Indirect operating and support cost $ 3,205
Total operating and support cost $14,882
Average annual operating and support cost $ 298
Inactivation/disposal cost
Inactivation/disposal cost $ 887
Spent nuclear fuel storage cost $ 13
Total inactivation/disposal cost $ 899
Average annual inactivation/disposal cost $ 18
Total life-cycle cost $22,222

Average annual life-cycle cost $ 444
[source: GAO]
Ships
Nimitz CVN-68 Newport News Norfolk 31 Mar 1967 03 May 1975 2025
Dwight D. Eisenhower CVN-69 Newport News Norfolk 29 Jun 1970 18 Oct 1977 2027
Carl Vinson CVN 70 Newport News Bremerton 05 Apr 1974 13 Mar 1982 2032
Theodore Roosevelt CVN-71 Newport News Norfolk 30 Sep 1980 25 Oct 1986 2036
Abraham Lincoln CVN 72 Newport News Everett 27 Dec 1982 11 Nov 1989 2039
George Washington CVN 73 Newport News Norfolk 27 Dec 1982 04 Jul 1992 2042
John C. Stennis CVN-74 Newport News San Diego 30 Jun 1988 09 Dec 1995 2045
Harry S. Truman CVN-75 Newport News Norfolk 30 Jun 1988 25 Jul 1998 2048
[ex United States]
Ronald Reagan CVN-76 Newport News San Diego 08 Dec 1994 2002 2052
CVN-77 Newport News building 03 Sep 1998 2008 2058
CVN-77
The Navy aircraft carrier acquisition program responds to future challenges and
requirements with a two-track strategy. The near-term track of this strategy is CVN 77,
the tenth NIMITZ Class and the first carrier of the 21st Century. The post-Cold War
carrier force structure includes 12 aircraft carriers, 11 in the active force and one in the
reserves. To maintain this force structure, the Navy must begin construction of its next
carrier, CVN-77, by fiscal year 2002 in order to complete it by fiscal year 2008.
Completion in this year is necessary to replace the last conventional carrier, USS Kitty
Hawk (CV-63), that will still be in service in the active force. Kitty Hawk will be 47
years old at that time.
The Fiscal Year 1998 budget request would have funded CVN-77 in the traditional
manner by means of advance procurement funding of $695.0 million in fiscal year 2000,
with the remaining balance of $4.5 billion included in fiscal year 2002. The previous
nuclear aircraft carrier, CVN-76, was authorized in fiscal year 1995. The seven year gap
between CVN-76 and CVN-77 exceeded any construction interval between individual
carriers in the previous three decades, which was the six years between USS Carl Vinson
(CVN-70), a fiscal year 1974 ship, and USS Theodore Roosevelt (CVN-71), a fiscal year
1980 ship.
In 1997 Newport News proposed what it termed a "Smart Buy" procurement strategy for
the next Nimitz class carrier, under which a portion of CVN-77 funding originally
budgeted for 2002 would be incrementally funded in FY98 through FY01. The company
claimed that this advanced funding would reduce the cost of the carrier by an estimated
$600 million by ensuring a strong supplier base and preserving essential shipbuilding
skills that might otherwise be lost during the construction gap between CVN-76 and
CVN-77.
The FY1998 budget request included no funding for CVN 77, a posture supported by the
House. However, the Senate authorized $345.0 million for procurement and construction
of components for the CVN 77 aircraft carrier, authorized the Secretary of the Navy to
enter into a contract or contracts with the carrier shipbuilder for such purposes, and
authorized $35.0 million for research, development, test, and evaluation of technologies
that have potential for use in the CVN 77. The Senate directed the Secretary of Defense
to structure the procurement of the CVN 77 so that the carrier is acquired for an amount
not to exceed $4.6 billion.
The conferees supported construction of the CVN 77 and encouraged the Secretary of
Defense to make available up to $295.0 million in fiscal year 1998 and to include in the
FYDP accompanying the fiscal year 1999 budget request the funding necessary to
achieve the savings required to remain within the $4.6 billion cost limitation.
CVN-77 ANNUAL FUNDING

[In millions of dollars]
-----------------------------------------------------------------------
--------
Fiscal year--
-------------------------------------------------------
Total
1998 1999 2000 2001 2002
-----------------------------------------------------------------------
--------
FYDP........... 0 0 695 0 4,505
5,200
Senate......... 345 170 875 135 3,074
4,600
------------------------------------------------------
--------
Difference..... +345 +170 +180 +135 -1,430
-600
-----------------------------------------------------------------------
--------
Responding to FY 1998 Congressional action, the Navy substantially revised the

Department's SCN funding profile for CVN 77 in the FY 1999 budget submission.
Including the $48.7 million provided by the FY 1998 Appropriations Act, the Department
applied a total of $241 million above the advance procurement for nuclear components,
for non-nuclear advance procurement and advance construction of components in FYs
1998 through 2000. With assistance in top line accommodation from the Office of the
Secretary of Defense and the Office of Management and Budget, this accelerated the full
funding of CVN 77 one year to FY 2001. The resultant profile, which shortens the
production gap between CVN 76 and CVN 77, will provide significant industrial base
benefits and savings while balancing other shipbuilding priorities.
CVN-77 will provide a transition from the Nimitz-class nuclear aircraft carrier to the
next-generation CV(X). As such, CVN-77 is a candidate for development, evaluation,
and incorporation of a range of advanced technologies and acquisition reform initiatives
which, not only could result in lower life cycle costs, but could also set the standard by
which further improvements in the application of advanced technologies and acquisition
initiatives to the design and construction of the CV(X) will be measured. Technology
innovations fielded in CVN 77, which are targeted to achieve a 15% reduction in
Operation and Support Costs, will also be backfit as feasible in the other nine ships of the
NIMITZ Class through the Carrier Improvement Plan, and forward fit to achieve cost
savings and risk reduction in the next class, CVX. The FY 1999 budget request included
$38 million in RDT&E funding to support incorporation of critical transition
technologies in CVN 77.
Features of CVN 77 Concept Design
1 Passive Jet Blast Deflector: Redesigns and new materials mean reduced
maintenance costs.
2 Island Designs: Improve flight deck access and reduce signature and
electronic self-interference.
3 Signature Reduction: Curved flight deck edges, enclosed antenna farms,

smaller islands and internal aircraft elevators add up to maximum stealth.
4 Aircraft Pit Stop: Semi-automated refueling and servicing in a new

configuration and deck location provides faster, more efficient airwing pit
stops and requires fewer people.
5 Hanger Bay: New designs reduce clutter.
Other features incorporated in this concept include:
Manpower Reductions: Technology, space rearrangement, operational procedure

changes, advanced sensor technologies and condition-based maintenance systems all
allow for a smaller, specially-trained crew.
Reconfigurable Spaces: Life-of-the-ship modular construction designs provide flexibility

and reduce cost.
Expanded Bandwidth: More onboard and offboard capability gives the ship a
communications edge.
Zonal Electrical Distribution Systems: Isolate the potential for problems and minimizes
the effect on the rest of the ship.
Automation Insertion: Material movement devices, semi-autonomous, gravity

compensated weapons handling devices, damage control automation systems and
components will reduce the ship's crew and costs.
CVX
The CVX is a new ship class that is the second and
long-term part of the Navy's two-track strategy for
aircraft carrier recapitalization. The Navy's vision
for CVX is to develop a new class of aircraft carriers
to significantly reduce total ownership cost and
incorporate an architecture for change and
flexibility, while maintaining the core capabilities of
Naval aviation (high-volume firepower,
survivability, sustainability and mobility) for the
21st Century and beyond. Achieving this vision will
require significant design changes to incorporate advances in technology and to focus the
design on enhanced affordability since little carrier research and development has been
undertaken since the 1960's.
The Joint Requirements Oversight Council approved a mission needs statement (MNS)
for a New Tactical Aviation Sea-Based Platform for the 21st Century, the CV(X), in
March 1996. Among the potential alternatives that may compete with CV(X) in meeting
the operational requirements of the MNS are the Mobile Offshore Base (MOB) and the
Arsenal Ship, as well as land-based aircraft. For CVX purposes, in terms of aircraft spots,
large is considered a ship carrying approximately 80 aircraft , medium a ship capable of
carrying approximately 60 aircraft, and small is a ship capable of carrying approximately
40 aircraft.
The Navy's FY 1999 plan for CVX includes $40 million in RDT&E funding for
feasibility and trade studies supporting CVX design and a Milestone I decision. The FY
1999 request for CVX also includes $149.5 million in RDT&E funding for the
development of critical technologies. These R&D efforts include: advanced technology
catapult, advanced propulsion concepts, enhanced survivability features, integrated
information management technologies, automation for reduced manning, and computer
aided design tools. These critical technologies are started in FY 1999 to ensure that CVX
can reduce the total cost of ownership of its aircraft carriers and meet its required Initial
Operational Capability date of 2013, when the first CVX is slated to relieve the 52 year-
old Enterprise (CVN 65).
CVNX-1 will feature a new design nuclear propulsion plant leveraging three generations
of submarine reactor technology. The requirement for a new nuclear propulsion system
reflects a need for a reduction in manning, maintenance, acquisition, and life cycle costs.
This new powerplant will enable CVNX-1 to meet the large-scale electrical demands
predicted for 21st century shipboard technology. A new electrical generation distribution
system will also be a critical feature of the CVNX design. This feature will result in
immediate warfighting enhancements in several areas:
 Survivability. A redundant grid electrical system will enhance damage control
features. Electrical auxiliary systems will require reduced maintenance and allow
the ship to utilize all generated electric power more effectively than the current
design, where the carrier cannot always efficiently access all power available.
 Availability. Reduced maintenance and greater reliability will enable CVNX-1 to
have a greater availability in reduced shipyard periods.
 Flexibility. The advanced electrical features of this new powerplant will allow for
the rapid reconfiguration of CVNX-1 to utilize advanced technologies, as they
become available.
The tentative goals with CVNX-1 will also include a further reduction in operating costs
and manpower requirements from CVN-77.
CVNX-2 will be the culmination of the evolutionary carrier design program started with
CVN-76. Key features of CVNX-2 will include an electromagnetic aircraft launching
system that will have reduced manpower and maintenance as well as lower wind over
deck requirements for aircraft launch and recovery. This system will also extend aircraft
life, as peak loads on the airframe will be reduced. This design utilizes technology similar
to that used by European rail systems to propel ‘bullet’ trains. The benefits will be freeing
the catapults from dependence on ship-generated steam, as well as an increase in
available energy and a major reduction in both weight and volume. Consideration had
been given to an internal combustion catapult that would utilize a combination of JP-5
and an oxidizer to propel the launch assist mechanism. A drawback to this system was the
separate storage and piping systems required for the oxidizer, as well as the drain on JP-5
resources. CVNX-2 will be designed with modular architecture and systems that are
reconfigurable to provide operational flexibility. CVNX-2 will have an advanced armor
system to improve her combat survivability. Commercial systems will be adapted for use
in ship operations, habitability, mooring, and maneuvering. An advanced weapons
information management system will automate the process of weapons inventory control,
weapons movement, and weapons deployment from the magazine to the aircraft. The
long-term goals with CVNX-2 envision additional reductions in total operating costs and
manpower requirements.
The Navy remains committed to a 21st century aircraft carrier utilizing advanced
technological applications. The goal is to create a sea based tactical air platform that not
only retains the warfighting relevance of the NIMITZ class, but also is designed with
architecture for change. This approach will allow the Navy to take advantage of maturing
technologies that not only enhance warfighting capabilities but also provide opportunities
to reduce life cycle costs. While this new ship will be the most advanced sea-based
aviation platform ever deployed by the Navy, it will be an evolutionary progression of the
current NIMITZ design. CVNX will have stealthier features than current carriers but will
not be a completely stealth design. The stealth wave piercer design seen in speculative
drawings is definitely not the shape of things to come.
The Navy has adopted an evolutionary design approach for future carriers, beginning
with the CVN 77 as a transition ship and retains the Nimitz-class hull form largely
unchanged through at least CVNX 2.
The FY2001 budget request included $21.9 million for advance procurement and advance
construction of long lead time components for CVNX 1. The Navy's long-term plan is to
provide full funding for CVNX 1 in fiscal year 2006. There are a number of castings for
the large machinery associated with an aircraft carrier propulsion plant that have a very
long production lead time. To maintain the schedule for CVNX 1 and deliver these
needed pieces of machinery as required by the construction sequence, the Navy needs to
obligate funds for some of these components in fiscal year 2001.
On 13 July 2000 the Senate authorized the Secretary of the Navy to procure the aircraft
carrier to be designated CVNX-1. The Secretary may enter into one or more contracts for
the advance procurement and advance construction of components for the ship, with
$21,869,000 authorized for the advance procurement and advance construction of
components (including nuclear components) for the CVNX-1 aircraft carrier program.
Specifications
Builder
Power Plant
Length feet
Beam feet
Draft feet
Displacement tons
Capacity
Speed knots ( mph)
Crew
Aircraft
Ships
Nam Numbe Builder Homepor Ordere Commissione Decommissione
e r t d d d
CVX-78 Newport 2006 2013 2063

News
Newport
CVX-79 2011 2018 2068
News
Arsenal Ship
Arsenal ship was a joint Navy / DARPA program to acquire a moderate cost, high
firepower demonstrator ship with low manning as soon as possible. The Arsenal Ship was
planned to restore the naval support of the land battle, the modern day equivalent of the
firepower that battleships provided during World War II and in Korea. The plan was to
produce the demonstrator ship for initial operational capability (IOC) by the year 2000.
Based on successful demonstration, a total force of four to six Arsenal ships would be
funded. The goal was to develop an Arsenal Ship (AS) functional design by the end of
FY97. This timeline from concept design (FY96) through fabrication (FY00) represented
half the development time of previous naval vessels of this complexity. The Arsenal Ship
would contains four times the VLS cells found on a CG-52 class ship, have a fixed unit
sailaway price of $450 million, and a life-cycle cost 50% less than that of a naval
combatant.
But in early 1997 the House National Security Committee concluded that the Arsenal
Ship and the SC-21 were two separate major warship development programs, and that the
cost of carrying out two such programs would be unaffordable, while the requirement for
both had been validated by the Secretary of Defense. On 24 October 1997 the House-
Senate conference committee on the FY1998 Defense Authorization Bill on refused
additional funding for the Arsenal Ship. With only $35 million appropriated, the Navy
needed an additional $115 million to sustain the program. That day the Secretary of the
Navy announced that the program would not be pursued. Some of the design work has
been incorporated into the SC-21 and DD-21 program. On 01 December 1997 the
National Defense Panel report criticized the cancellation of the Arsenal Ship, noting that
the ship could have reduced the need for aircraft carriers.
The Arsenal Ship was developed initially as a demonstration program to provide a large
increase in the amount of ordnance available to ground- and sea-based forces in a
conflict, particularly during the early days. The Navy envisioned that the ship would have
a large capacity of different missiles, including Tomahawk and Standard, and space for
future extended range gun systems. The ship could also have a sea-based version of the
Army Tactical Missile System. This ship could greatly increase capabilities in littoral
operations to conduct long-range strike missions, provide fire support for ground forces,
defend against theater ballistic missiles, and maintain air superiority.
The Arsenal Ship has the potential to provide substantial fire support to a variety of
missions in regional conflicts without the logistics burden of transporting both delivery
systems and ammunition to the shore and forward areas. The Arsenal Ship is expected to
carry a large number of VLS cells but without the sophisticated command and control
and radar equipment found on Aegis-equipped ships.
The ships would be theater assets that will operate under the authority of the joint
Commanders-In-Chief (CINCs) and receive their targeting along with command and
decision information from other assets. This ship will rely on other military assets,
including surface combatants, to provide the targeting information and connectivity
necessary to launch its weapons. The Arsenal Ship would server as the magazine for a
distributed sensor network. A unique aspect to the Arsenal Ship is that all the command
and decision functions would be made off board.
Thus, the Arsenal Ship will not be fitted with long range surveillance or fire control
sensors, but will be remotely controlled via robust data links. The data links will be
secure, redundant and anti-jam in order to provide high reliability in the connectivity of
the Arsenal Ships in high jamming operational scenarios. The overall program is an
attempt to leverage the significant joint investment in Link 16 and CEC. Early in arsenal
ship's life this control will be exercised through an Aegis platform. As the theater
connectivity matures, the Arsenal Ship would accommodate a more robust set of controls
from a wide variety of sources that would include JSTARS aircraft, AWACS or an E-2
with Cooperative Engagement Capability (CEC) and, a soldier or a Marine on the ground
or a command post ashore. This concept allows for remote missile selection, on-board
missile initialization and remote launch orders, and provides remote "missile away"
messages to the control platform.
The ship would have the equivalent ordnance—about 500 vertically launched weapons
from a wide variety of the military’s inventory—of about four or five Aegis cruisers and
destroyers. Employing the Cooperative Engagement Capability (CEC) “remote
magazine” launch concept, the arsenal ship would provide additional magazine capacity
for Theater Ballistic Missile Defense (TBMD) and Air Supremacy missiles.
The Navy envisioned the ship to have a small crew (possibly less than 50 members) and
be highly survivable. Associated with minimizing ship costs and manning is the planned
reliance on passive survivability, so that it would be very difficult for the Arsenal Ship to
be hit by modern weapons. This may be achieved by a combination of reducing the
signatures of the ship and the tactical use of countermeasures. If the ship is hit by a
missile or a torpedo, the design would insure that the magazines are not violated. Finally,
the hull would be sized and designed such that, even if the ship encounters a large
torpedo or mine, the ship won't sink.
The Navy planned to maintain the Arsenal Ship forward

deployed in major overseas regions for extended periods by
rotating the ship’s crew and returning the ship only for major
maintenance and overhauls. This plan would allow the Navy
to use fewer Arsenal Ships to maintain overseas presence
than if the ships were deployed routinely from the United
States and permit their early availability in a conflict.
Additionally, if the Arsenal Ship concept proves successful
and within its cost projections (around $500 million for
construction of each ship), DOD and the Navy may be able
to retire or forego purchases of some assets, such as aircraft
carriers, surface combatants, ground-based launchers, or combat aircraft.
The Arsenal Ship Program's acquisition approach represented a major departure from the
way Navy ships have been acquired in the past. The program turned the systems
development process over to industry at its earliest stage and challenges industry to
develop and design the optimum mix of performance capabilities which can be
accommodated within production and life-cycle affordability constraints. In an effort to
optimize streamlined technical and business approaches, the program used DARPA's
Section 845 authority to conduct prototype development and acquisition experiments
outside normal constraints of the Federal Acquisition Regulations.
Experience during the Arsenal Ship Project showed that to achieve a design balanced
between cost and performance, a significant amount of interchange was required among
subject experts, analysts, and the technical personnel developing the system and
functional designs. Additionally, subject experts from outside of the team were used to
assure critical performance requirements were understood and satisfied. However,
because of the limitations on access applied during the Arsenal Ship Project, achieving
the design balance became quite difficult.
In July 1996, DARPA awarded each of five industry teams $1 million Phase I agreements
under full and open competition. Since that time, the five teams performed various trade-
off studies and developed their initial Arsenal Ship design concepts based upon the
governmentÕs Ship Capabilities Document and the Concept of Operations. The Phase I
Arsenal Ship Concept Designs, in conjunction with the three successful offeror's Phase II
proposals, formed the basis for the Phase II selection and were deemed as providing the
best value to the government.
In early 1996 the program was redesignated the Maritime Fire Support Demonstrator
(MFSD). The new effort broadened the scope to insert technologies into the demonstrator
in preparation for risk reduction for SC-21. The MFSD was to be an at-sea technology
testbed for the SC-21, the next-generation CVX aircraft carrier, and other future ships.
In Phase II, which lasted one year, three industry teams continued to develop their
concept designs into functional designs consisting of an integrated engineering and cost
baseline for the Arsenal Ship Program. On 10 January 1997 DARPA selected three
industry teams for Phase II of the Arsenal Ship Program. The three selected industry
teams were each awarded $15 million modifications to their existing Phase I Arsenal
Ship agreements. The three Phase II industry teams were:
 General Dynamics, Marine/Bath Iron Works, Bath, Maine, Team Leader, with:
General Dynamics, Marine/Electric Boat, Groton, Conn.; Raytheon Electronic
Systems, Lexington, Mass.; and Science Applications International Corp.,
McLean, Va.
 Lockheed Martin, Government Electronic Systems, Morrestown, N.J., Team
Leader, with: Litton Industries/Ingalls Shipbuilding, Pascagoula, Miss.; and
Newport News Shipbuilding, Newport News, Va.
 Northrop Grumman Corporation, Sykesville, Md., Team Leader, with: National
Steel and Shipbuilding Co., San Diego, Calif.; Vitro Corp., Rockville, Md.;
Solipsys, Columbia, Md.; and Band Lavis & Associates, Inc., Severna Park, Md.
After Phase II, DARPA planned to select one industry team to enter into Phase III, with
the Navy to award an MFSD design and construction contract to one of the three Arsenal
Ship teams in January 1998. During that phase, the industry team chosen would complete
its detail design and construct an Arsenal Ship Demonstrator, as well as provide an
irrevocable offer to construct five additional Arsenal Ships and convert the Arsenal Ship
Demonstrator into a fully operational asset in the production phase (Phase V). Phase IV
consists of performance testing and a fleet evaluation. The value of the research and
development portion (Phases I-IV) of the program was approximately $520 million.
Specific objectives to be demonstrated included the ability to perform the operational

mission for 90 days; architecture, communications, and datalink functions capable of
satisfying the AS concept of operations; and the capability for remote launch of strike,
area air warfare, and fire support weapons. The planned test program will include a salvo
launch of up to three Tomahawk missiles in 3 minutes; a single SM2 launch using the AS
as a remote magazine for a cooperative engagement capability ship, a single Tomahawk
launch using the AS as a remote magazine for air-directed and shore-based targeting, and
a single weapon launch from a VLS cell in support of a naval surface fire control mission
digital call for fire.
Programmed DTO Funding ($ millions)
PE Project FY97 FY98 FY99 FY00 FY01 FY02 FY03
0603763E MRN-01 15.0 47.0 50.0 36.0 22.0 0 0
Total S&T 15.0 47.0 50.0 36.0 22.0 0 0
0603852N* S2294 25.0 141.0 90.5 80.2 11.4 0 0
Total 40.0 188.0 140.5 116.2 33.4 0 0

Specifications
500-cell Vertical Launch System (VLS)
Armament Tomahawk Land-Attack Missiles (TLAMs)
Army Tactical Missile System
Crew ~~ 50; designed to be highly automated
Low radar signature ("stealthy")
Design double hull
possible length 500-800 feet
Estimated Number Six vessels
$500-800 Million each
Cost
missiles will cost ~~$500 million
BB-61 IOWA-class
Battleships were tasked to conduct prompt and sustained combat operations at sea,
worldwide, in support of national interests. They operated as an element of a carrier battle
group or amphibious group. In areas of reduced anti-air warfare threat, they were capable
of surface action group and battle group operations, centered on the battleships, with
appropriate anti-submarine and anti-air warfare escort ships.
All four Iowa-class battleships authorized for reactivation during the early 1980s have
been de-commissioned. They were activated briefly to help the Navy correct a shortage in
major fleet deployment elements that developed during the 1970s and 1980s. These
powerful, flexible capital ships increased the Navy's ability to provide an important new
capability in maritime power, plus much-needed flexibility in carrier deployment
schedules. No smaller ship can sustain a comparable level of offensive efforts in terms of
volume, weight and duration of firepower and in terms of both guns and cruise missiles,
and survivability. Additionally, the cost to reactivate and modernize a battleship is about
that of a modern guided missile frigate.
Congress directed the reactivation and modernization of the first Iowa-class battleship in
the summer of 1981. This ship, USS New Jersey (BB 62), was commissioned for the
third time on December 28, 1982. USS Iowa (BB 61) was recommissioned April 8, 1984.
USS Missouri (BB 63) was recommissioned May 10, 1986 and USS Wisconsin (BB 64)
was recommissioned October 22, 1988. The Navy spent about $1.7 billion to modernize
and reactivate the four Iowa class battleships.
After two and a half decades in "mothballs", Iowa was modernized under the 1980s
defense buildup and recommissioned 28 April 1984. Iowa was in inactive service twice
as long as it was in active service (36 years, 9 months, compared to 18 years, 11 months).
USS Iowa participated in operations in the Caribbean and the North Atlantic. She went to
European waters in 1985, 1986 and 1987 through 1988, with the latter cruise continuing
into the Indian Ocean and Arabian Sea. On 19 April 1989, an explosion of undetermined
cause ripped through her Number Two sixteen-inch gun turret killing 47 crewmen. Turret
Two remained unrepaired when she decommissioned in Norfolk, Va., for the last time 26
October 1990.
USS Missouri (BB 63) began her new life with an around-the-world cruise, the first such
cruise for a battleship since the Great White Fleet sailed in 1907. In 1987, Missouri
deployed to the Persian Gulf area and spent the following three years in exercises in the
Pacific. Missouri again went to the Persian Gulf in January 1991 and actively participated
in the War with Iraq in January and February. Her subsequent operations were in the
Pacific, including another visit to Australia and participation in December 1991
ceremonies at Pearl Harbor remembering the fiftieth anniversary of the Japanese attack
there. USS Missouri decommissioned in March 1992 and was placed in Reserve at
Bremerton, Washington.
The retirement of USS Missouri generated competing requests from organizations in
Bremerton, Washington and Long Beach and San Francisco, California, before the Navy
awarded it to Pearl Harbor.
The first battleship battle group (BBBG) deployed

to the Western Pacific in 1986, built around USS
New Jersey (BB 62). In addition to demonstrating
the desired flexibility and US presence, USS New
Jersey's BBBG deployment was an exercise of
Navy interoperability with land-based US Air
Force units. USS New Jersey's performance
during her initial deployment demonstrated the
ability of the modernized battleship to do the job.
Her reliability, responsiveness and endurance
confirmed their value and the need for battleships
in the surface Navy of the 1990s and beyond.
During that initial ll-month deployment, which
began as a three-month shakedown cruise, USS
New Jersey fired her 16-inch guns for the first
time since rejoining the fleet at gun emplacements
ashore while off Beirut, Lebanon.
Despite long-standing private sector interest in

obtaining the New Jersey under the donation program, the ship was subject to several
administrative and legislative actions that caused it to be taken off, then placed back on,
the Naval Vessel Register in the 1990s, before being finally removed in 1999. It was
removed from the Register in January 1995 as part of a Navy decision to remove the four
Iowa class battleships built for the Navy during World War II.
Section 1011 of the National Defense Authorization Act for Fiscal Year 1996 included
battleship readiness requirements to (1) list and maintain at least two Iowa class
battleships on the Naval Vessel Register [the official inventory of ships in custody or
titled by the Navy] that are in good condition and able to provide adequate fire support
for an amphibious assault; (2) retain the existing logistical support necessary to keep at
least two Iowa-class battleships in active service, including technical manuals, repair and
replacement parts, and ordnance; and (3) keep the two battleships on the register until the
Navy certified that it has within the fleet an operational surface fire support capability
that equals or exceeds the fire support capability that the Iowa-class battleships would be
able to provide for the Marine Corps' amphibious assaults and operations ashore. The
Navy placed two Iowa Class battleships [Wisconsin and New Jersey] on the register
about 2 years after the act's requirement took effect. Both ships were in good material
condition and had been maintained on the register in the highest readiness category for
inactive ships. The Navy planned to keep the battleships on the register until its naval
surface fire support gun and missile development programs achieve operational
capability, which was estimated to occur between fiscal year 2003 and 2008.
Before section 1011 was enacted, the Navy had begun to demilitarize the New Jersey by
welding down the training mechanisms of its 16- inch guns. Despite this action, the Navy
selected the New Jersey over the Iowa, which had one of its 16-inch gun turrets rendered
inoperable, due to an earlier explosion because repair cost estimates for the latter were
greater. In the Strom Thurmond National Defense Authorization Act for Fiscal Year
1999, Congress directed the Navy to substitute the Iowa for the New Jersey on the NVR
and to arrange for its donation. One of the legislation's requirements was that the ship be
located in New Jersey as a condition of the donation. The Navy made this change in
January 1999.
On 20 January 2000, the Secretary of the Navy approved the selection of the Home Port
Alliance, a nonprofit organization, to receive the New Jersey under the Navy's ship
donation program. The organization had sought to obtain the ship for use as a floating
museum to be moored in Camden, New Jersey. The Secretary's decision represented the
culmination of a competition between the Alliance and the USS New Jersey Battleship
Commission, another nonprofit organization, which had sought to obtain the ship for a
proposed museum in Bayonne, New Jersey.
Placed out of commission at Bayonne on 08 March 1968, Wisconsin (BB-64) joined the
"Mothball Fleet" there, leaving the United States Navy without an active battleship for
the first time since 1896. Subsequently taken to the Philadelphia Naval Shipyard,
Wisconsin remained there with USS Iowa (BB 61) until recommissioned again on 22
October 1988. USS Wisconsin returned to war when Iraq invaded Kuwait. In February
1991, Wisconsin fired her 16-inch guns at targets just north of Khafji, Saudi Arabia, the
ship assisted shore-based ground units in their tasks. Wisconsin shared gunnery duties
with USS Missouri (BB 63). USS Wisconsin was decommissioned for the final time, on
30 September 1991. After being berthed at the Naval Station Norfolk, VA, she was
moved on 31 May 2000 to the Norfolk Naval Shipyard. She will be moored in downtown
Norfolk as a museum in late 2000.
The Kentucky (BB-66) was built at the Norfolk Navy Yard, Portsmouth, Virginia, but
never completed. Her keel was first laid in March 1942. Construction was suspended in
June of that year and not resumed until December 1944. Work was again suspended in
February 1947. The ship, completed only up to her second deck, was launched to clear
the building drydock, so that USS Missouri (BB-63) could undergo repairs for damage
received when she went aground on 17 January 1950. Though several schemes were
entertained for completing Kentucky as a guided-missile ship, none were pursued. Her
bow was removed in 1956 to repair USS Wisconsin (BB-64), and she was sold for
scrapping in October 1958. However, Kentucky's engines remain in service to this day,
powering the fast combat support ships USS Sacramento (AOE-1) and USS Camden
(AOE-2).
Specifications
Light Displacement: 45231 tons
Displacement Full Displacement: 57271 tons
Dead Weight: 12040 tons
Length Overall Length: 888 ft
Waterline Length: 860 ft
Beam Extreme Beam: 109 ft
Waterline Beam: 108 ft
Draft Maximum Navigational Draft: 38 ft
Draft Limit: 37 ft
Max Speed 35 knots
Power Plant Eight boilers, four geared turbines, four shafts,
Armament 32 - Tomahawk ASM/LAM - 8 armored box
launchers
16 - Harpoon ASM - 4 quad cell launchers
9 - Mk 7 - 16-inch / 50 caliber guns
12 - Mk 28 - 5-inch / 38 caliber guns
4 - Mk 15 - 20mm Phalanx CIWS
Combat Systems SPS-49 Air Search Radar
SPS-67 Surface Search Radar
4 Mk37 Gun Fire Control
2 Mk38 Gun Direction
1 Mk40 Gun Director
1 SPQ-9 [BB-61]
SLQ-25 NIXIE
SLQ-32 EW system
Aircraft None embarked
landing area and unhangared parking area
4 SH-3 or
4 SH-60
Compliment 1,515 ship's company
65 officers
1,450 enlisted
58 Marines
Builders New York Navy Yard -- BB 61, 63
Philadelphia Navy Yard -- BB 62, 64
Ships
Numb Builder Homepor Ordered Commission Decommissio
Name
er t ed ned
New York 01 Jul
Iowa BB 61 Norfolk 22 Feb 1943 26 Oct 1990
NSY 1939
New Philadelphia Long 01 Jul 23 May
BB 62 08 Feb 1991
Jersey NSY Beach 1939 1943
New York Long 12 Jun
Missouri BB 63 11 Jun 1944 31 Mar 1992
NSY Beach 1940
Wisconsi Philadelphia 12 Jun
BB 64 Norfolk 16 Apr 1944 30 Sep 1991
n NSY 1940
Philadelphia 09 Sep CANCELLE
Illinois BB 65 12 Aug 1945
NSY 1940 D
New York 09 Sep
Kentucky BB 66 SCRAPPED 31 Oct 1958
NSY 1940
CGN 9 LONG BEACH
USS LONG BEACH was the first nuclear powered cruiser and first large combatant in
the US Navy with its main battery consisting of guided missiles. She was also the first
American cruiser since the end of World War II to built entirely new from the keel, up,
and, when completed, boasted the highest bridge in the world. She was also the last
warship to be fitted with teakwood decks. Built in Bethlehem Steel Company's Fore
River Shipyard at Quincy, Massachusetts, the ship's keel was laid on December 2, 1957.
The ship was later launched on July 14, 1959. USS LONG BEACH got underway on
nuclear power for the first time on the morning of July 5, 1961. On September 9, 1961,
the ship was commissioned at the Boston Navy Shipyard,
From January to October 1985, the TOMAHAWK cruise missile system was installed
onboard at Puget Sound Naval Shipyard, replacing the previously removed TALOS
system.
Specifications
Length 721 feet
Beam 73 feet
Max Speed 30-plus knots
Power Plant 2 - Westinghouse C1W nuclear reactors
2 geared turbines, 2 shafts
Aircraft None - helo landing area only
Armament Standard Missiles (ER)
ASROC (from MK 16 box launcher)
8 - Harpoon (from two quad launchers)
8 - Tomahawk ASM/LAM (from 2 armored box
launchers
6 - MK 46 torpedoes (from 2 triple tube mounts)
2 - 5-inch/38 caliber guns
2 - 20mm Phalanx CIWS
SQQ-23 Sonar [keel-mounted]
1 Mk14 Weapon Direction System
2 Mk56 Gun Fire Control System
4 Mk76 Missile Fire Control System
1 Mk111 ASW Fire Control System
4 SPG-55 Radars
2 SPW-2 Radars
SLQ-32 EW system
Mk 6 FANFARE
Complement 825 (55 officer, 770 enlisted); Marines: 45 (1 officer,
44 enlisted)
Ships
Numbe Builde Homepor Commissione Decommissione
Name Ordered
r r t d d
Long Quincy San 15 Oct
CGN 9 09 Sep 1961 01 May 1995
Beach Diego 1956
CG-16 Leahy class
Modern US Navy Guided Missile Cruisers perform primarily in a Battle Force role.
These ships are multi-mission (AAW, ASW, ASUW) surface combatants capable of
supporting carrier or battleship battle groups, amphibious forces, or of operating
independently and as flagships of surface action groups. Due to their extensive combat
capability, these ships have been designated as Battle Force Capable (BFC) units.
The Leahy-class were "double-end" guided missile Guided Missile Destroyer Leader
[DLG], which as with other similar ships were reclassified as Guide Missile Cruisers
[CG] on 30 June 1975. The class was given an AAW upgrade during the late-1960's and
early 1970's, with Terrier launchers modified to fire Terrier or Standard SM-1ER
missiles. The 3"/50 guns were replaced by 8 Harpoon missiles, the Terrier launchers were
upgraded to fire the Standard SM-2ER missile, and 2 Phalanx CIWS were added. All
were upgraded under the late-1980's New Threat Upgrade (NTU) program, which
included combat system capability improvements to the ship's Air Search Radars (SPS-
48E and SPS-49), Fire Control Radars (SPG-55B), and Combat Direction System (CDS).
These improvements provided an accurate means of coordinating the engagment of
multiple air targets with SM-2 Extended Range missiles. During the NTU overhaul, all
spaces were renovated, berthing and food service areas were refurbished, and the
engineering plant was fully overhauled.
The entire class was taken out of service in the early 1990's, stricken and transferred to
the Maritime Administration for disposal.
Specifications
Length 533 feet;
Beam 55 feet
Max Speed 33 knots
Power Plant 4 - 1200 psi boilers; 2 geared turbines
2 shafts 85,000 shaft horsepower
Aircraft None - VERTREP hover areas only
Combat Systems SPS-48 3D Air Search Radar
SPS-10 Surface Search Radar or
SQQ-23 Sonar
4 SPG-55 Radars
SLQ-25 NIXIE [Mk 6 FANFARE on CG-17]
SLQ-32 EW system
Complement 455 (27 officer, 428 enlisted)
Ships
Numb Homepo Order Commissio Decommissi
Name Builder
er rt ed ned oned
San 04 Aug
Leahy CG 16 Bath 1959 01 Oct 1993
Diego 1962
Harry E. 02 Feb
CG 17 Bath Norfolk 1960 29 Oct 1993
Yarnell 1963
Pearl 03 Aug
Worden CG 18 Bath 1960 01 Oct 1993
Harbor 1963
23 Nov
Dale CG 19 New York SB Mayport 1960 27 Sep 1994
1963
Richmond K. Pascagou 13 Jun
CG 20 New York SB 1960 13 Apr 1995
Turner la 1964
Puget Sound San 25 May
Gridley CG 21 1960 21 Jan 1994
NSY Diego 1963
San 07 Dec
England CG 22 Todd 1960 21 Jan 1994
Diego 1963
San Francisco San
Halsey CG 23 1960 20 Jul 1963 28 Jan 1994
NSY Diego
Puget Sound Yokosuk 15 May
Reeves CG 24 1960 12 Nov 1993
NSY a 1964
CGN 25 BAINBRIDGE class
The USS BAINBRIDGE was commissioned on October 6, 1962. The world's first
nuclear frigate carried was powered by two pressurized water reactors, and carried two
twin Terrier missile launchers, two twin 3" .50 caliber radar controlled gun mounts, two
torpedo mounts, an ASROC launcher, and was equiped with state of the art electronics
and communications suites. In April 1964, during her second Mediterranean deployment,
she joined USS LONG BEACH for the first time and later in May, along with USS
ENTERPRISE, formed the world's first nuclear powered task group, Task Group 60.1.
She entered dry dock at Mare Island Shipyard in August 1967 for her first refueling. In
1974 she began a 27 month shipyard modernization and overhaul in Bremerton,
Washingto. While in the shipyard, her 3" .50 caliber guns were removed and replaced
with 20MM cannon, she received the AN/SPS-48 radar, and the Naval Tactical Data
System was installed. Additionally, the aft superstructure was constructed and an
additional level was added on the forward superstructure to support the SLQ-32. On 30
June 1975, BAINBRIDGE was redisgnate a cruiser during the Navy's reorganization of
ship designations; DLGN 25 became CGN 25. After deactivation, BAINBRIDGE was
towed to Norfolk Naval Shipyard for defueling and preparation for the final movement of
the hull to Bremerton, Washington.
Specifications
Displacement
Full Displacement: 9265 tons
Draft Limit: 21 ft
2 - D2G General Electric pressurized, water-cooled
Power Plant reactors
2 geared turbines, 2 shafts @ 60,000shp each
Aircraft None - capable of VERTREP only
launchers
Radar SPS-48C 3D search
SPS-49 Air search
SPS-67 Surface search
Sonar SQS-23 bow mounted
Fire Control 1 Mk 14 weapon direction system
4 Mk 76 Missile Fire Control System
1 Mk 111 ASW FCS
4 SPG-55C radars
Electronic Warfare SLQ-32
Unit Operating Cost
~$35,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
er rt ed ned
Bainbrid CGN Bethlehem 01 Sep
Norfolk 06 Oct 1962 13 Sep 1996
ge 25 Quincy 1958
CG 26 BELKNAP class
Modern US Navy Guided Missile Cruisers perform primarily in a Battle Force role.
These ships are multi-mission (AAW, ASW, ASUW) surface combatants capable of
supporting carrier or battleship battle groups, amphibious forces, or of operating
independently and as flagships of surface action groups. Due to their extensive combat
capability, these ships have been designated as Battle Force Capable (BFC) units.
The primary mission of Belknap-class was to provide anti-air (AAW) and anti-surface
(ASUW) defense for aircraft carrier task force. Her secondary missions were to provide
defense against submarines (ASW) and to conduct shore bombardment (NGFS) in
support of amphibious operations. Designed to operate at high speed for extended periods
of time in support of long range Battle Group operations, the Belknap-class was fitted
with air search radars and a weapons direction system that uses digital computers. This
system processed data on air targets and feeds it to the missile fire control and launching
systems in order to aim and fire extended range standard missiles at any attacking aircraft
or missile.
The Belknap-class was equipped with long range sonar which provided data to the
underwater battery fire control system. The ASW armament included Anti-Submarine
Rockets, Light Airborne Multi-Purpose helicopters, and torpedoes. They were also
equipped with a single dual-purpose rapid fire five-inch 54 caliber gun for defense
against air and surface attacks as well as for NGFS. Other armament included two 20mm
Gatling guns (CIWS) for close-in air defense, the HARPOON surface-to-surface missile
system for use against enemy ships over the horizon, and the Super Rapid Blooming
Offboard Chaff (SRBOC) for use as a decoy.
Originally classified as Guided Missile Destroyer Leader [DLG] these ships were
reclassified as Guide Missile Cruisers in 1975. The comprehensive New Threat Upgrade
(NTU) included combat system capability improvements to the ship's Air Search Radars
(SPS-48E and SPS-49), Fire Control Radars (SPG-55B), and Combat Direction System
(CDS). These improvements provided an accurate means of coordinating the engagment
of multiple air targets with SM-2 Extended Range missiles. During the NTU overhaul, all
spaces were renovated, berthing and food service areas were refurbished, and the
engineering plant was fully overhauled. Although the Belknap-class cruisers had only
recently acquired these new capabilities, they were retired in the early 1990s after
roughly 30 years of service.
Specifications
Length 547 feet
Beam 55 feet
Max Speed 32 knots
Power Plant 4 - 1200 psi boilers; 2 geared turbines,
2 shafts; 85,000 shaft horsepower
Aircraft 1 - SH-2F (LAMPS) or
1 - SH-3 [CG 26 only]
1 - 5-inch/54 caliber MK 42 gun
Radar SPS-10F Surface search
SPS-48C 3D search
SPS-49 Air search
Sonar SQS-26BX bow mounted
Fire Control 1 Mk 14 weapon direction system
1 Mk 68 GFCS with SPG-53F radar
2 SPG-55B radar.
Complement 477 (27 officers, 450 enlisted)
Ships
Numb Homepo Commissio Decommissi
er rt ned oned
18 Apr 07 Nov
Belknap CG 26 Bath Gaeta 15 Feb 1995
1961 1964
Josephus 08 May
CG 27 Bath Norfolk 1961 21 Jan 1994
Daniels 1965
Charlest 08 Jan
Wainwright CG 28 Bath 1961 15 Nov 1993
on 1966
Puget Sound San 10 Dec
Jouett CG 29 1961 28 Jan 1994
NSY Diego 1966
San Francisco Long 15 Apr
Horne CG 30 1961 04 Feb 1994
NSY Beach 1967
Puget Sound Subic 20 Sep 08 Apr
Sterett CG 31 NSY 24 Mar 1994
Bay 1961 1967
William H. San
CG 32 Bath 1961 09 Jul 1966 11 Feb 1994
Standley Diego
San 08 May
Fox CG 33 Todd 1961 15 Apr 1994
Diego 1966
16 Jan 21 Jan
Biddle CG 34 Bath Norfolk 30 Nov 1993
1962 1967
CGN 35 Truxtun
On 27 May 1967 USS TRUXTUN was commissioned as the US Navy's fourth nuclear-
powered surface ship following USS BAINBRIDGE (CGN-25), USS LONG BEACH
(CGN-9) and USS ENTERPRISE (CVN-65). TRUXTUN made history in 1971 by
becoming the first nuclear powered surface ship to visit Yokosuka, Japan. From February
1974 to June 1975 TRUXTUN underwent her first comprehensive overhaul and nuclear
refueling at Puget Sound Naval Shipyard, Bremerton, Washington. Upon completion of
overhaul USS TRUXTUN (DLGN-35) was redesignated as a Nuclear Guided Missile
Cruiser (CGN). From September 1982 to July 1984 USS TRUXTUN underwent her final
complex overhaul at Puget Sound Naval Shipyard which included upgrading the combat
system suite to its final configuration.
Specifications
Length 564 feet
Beam 58 feet
Power Plant 2 - D2G General Electric nuclear reactors;
2 geared steam turbines, 2 shafts, 60,000 shp
Aircraft 1 - SH-2 (LAMPS)
ASROC
8 - Harpoon (from two Mk141 quad launchers)
4 - MK 46 torpedoes (from fixed single tubes)
1 - Mk42 5-inch/54 caliber lightweight gun
Combat Systems SPS-48 3D Air Search Radar
SQQ-26 Sonar [bow mounted]
2 SPG-55 Radars
SLQ-25 NIXIE
SLQ-32 EW system
Ships
Numbe Builder Homepo Ordered Commission Decommission
Name
r rt ed ed
USS CGN New York San 23 Jun 27 May 1967 11 Sept 1995
Truxtun 35 SB Diego 1962
CGN 36 California Class
The mission of CALIFORNIA-class nuclear-powered guided missile cruisers is to
operate offensively in the presence of air, surface, and subsurface threats. These actions
may be performed independently or in support of sealift convoys, high-speed aircraft
carrier task forces, or amphibious task forces. The nuclear-powered engineering plant
allows the cruiser to conduct operations over extended periods of time anywhere in the
world. To accomplish its mission, these ships are equipped with the latest technology and
equipment including the New Threat Upgrade modernization. With a fully integrated
combat system, it has the capabilities to quickly detect modern threat platforms, perform
high-speed data processing and employ powerful weaponry.
This was the first class of nuclear-propelled surface warships intended for series
production. These ships essentially are nuclear-propelled version of guided missile
designs proposed in the early 1960s. To aid in accomplishing their assigned tasks, these
ships are equiped with an extensive array of weapons and sensors. They have the older
SM-1 series SAM on single arm, Mk13 Mod 3 launchers (fore and aft), two 5 inch guns
(fore and aft), anti-ship capability with Harpoon SSMs, the 20mm Close In Weapon
System (CIWS) and USW capability with ASROCs, These do not carry TLAMs. Sensors
include a 3D air search radar, 2D air search radar, an array of surface search radars and
fire control radar systems. They are also equiped with passive electronic surveillance and
jamming systems unequaled by any other cruiser in the Navy. These weapons and sensors
give them the ability to attack and defend against targets that are over 70 nautical miles
away while being able to protect themselfs from close range attacks. Two nuclear
reactors provide all the energy required for the propulsion plant and electric generators.
The two propulsion plants deliver 70,000 shaft horsepower, allowing sustained speeds in
excess of 30 knots (nautical miles per hour) all over the world.
On the 04 September 1998 USS South Carolina completed her service to the active fleet
of The United States Navy. Beginning the final Deactivation process, on 04 November
1998, the ship entered Drydock 4 at Norfolk Naval Shipyard. As of 01 October 1998
CGN-36 California was in commission in Reserve (Stand Down) at Bremerton WA at the
start of the inactivation cycle.
Specifications
Power Plant Two D2G General Electric nuclear reactors,
two shafts, 60,000 shp
Draft Limit: 23 ft
Displacement Light Displacement: 10373 tons
Speed 30 plus knots
Aircraft None
Helicopter Landing
Landing area only, no support facilities
Capability
Armament Standard Missiles (MR)
ASROC
SPS-48 3D Air Search Radar
4 SPG-51 Radars
SLQ-25 NIXIE
SLQ-32 EW system
Crew 40 Officers, 544 Enlisted
Unit Operating Cost
~$40,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
er rt ed ned
CGN Newport Bremert 13 Jun
California 16 Feb 1974 01 Oct 1998
36 News on 1968
South CGN Newport 13 Jun
Norfolk 25 Jan 1975 04 Sep 1998
Carolina 37 News 1968
click image for a better view
CGN-38 Virginia Class
The four Virginia class guided missile cruisers were equipped to fulfill multiple tasks in
all warfare mission areas. The ships were equiped with two twin-rail missile launchers for
AAW with ASROC capability; two 5" .54 caliber gun mounts for AAW and ASUW; two
three-barrel torpedo launchers for ASW; and a LAMPS helicopter for ASW. Two
pressurized nuclear reactors were capable of propelling the ship at speeds in excess of 30
knots, providing the endurance and capability to operate with other conventional and
nuclear ships over extended periods of time and great distances. During the 1980s the
ships were was outfitted with the Tomahawk Cruise Missile System, the Standard
SM2(MR) Missile System, and the AN/SPS-49 Air Search Radar. Planned Refueling
Complex Overhauls were canceled in the early 1990s due to the expense of maintaining
the nuclear propulsion components, and the ships were all decommissioned after a
relatively brief period of service averageing somewhat less than two decades. Thus the
CGN-41 was commissioned in 1980 with a life expectancy of 38 years, though it was
retired in 1997 after only half that period in service.
Specifications
Power Plant 2 D2G General Electric nuclear reactors,
two shafts, 60,000 shp
Draft Limit: 23 ft
Speed 30 plus knots
Aircraft None
Helicopter Landing None
Capability
ASROC
launchers
SPS-48 3D Air Search Radar
4 SPG-51 Radars
SLQ-25 NIXIE
SLQ-32 EW system
Unit Operating Cost
~$40,000,000 [source: [FY1996 VAMOSC]
Annual Average
Unit Cost $675 million [1990 prices]
Ships
Numbe Homepo Commission Decommission
r rt ed ed
CGN Newport 21 Dec
Virginia Norfolk 11 Sep 1976 10 Nov 1994
38 News 1971
CGN Newport 21 Dec
Texas Alameda 10 Sep 1977 16 Jul 1993
39 News 1971
Mississip CGN Newport 21 Jan
Norfolk 05 Aug 1978 28 Jul 1997
pi 40 News 1972
Arkansas CGN Newport Bremerto 31 Jan 18 Oct 1980 07 Jul 1997

41 News n 1975
CG-47 Ticonderoga
Modern US Navy guided missile cruisers perform primarily in a Battle Force role. Due to
their extensive combat capability, these ships have been designated as Battle Force
Capable (BFC) units. Their primary armament is the Vertical Launching System (VLS)
employs both the long range surface-to-surface Tomahawk Cruise Missile and the
Standard Surface-to-Air Missile. These multi-mission ships are capable of sustained
combat operations in any combination of Anti-Air, Anti-Submarine, Anti- Surface, and
Strike warfare environments. They are built to be employed in support of Carrier Battle
Groups, Amphibious Assault Groups, as well as interdiction and escort missions.
The Ticonderoga class, using the highly successful Spruance hull, was initially
designated as a Guided Missile Destroyer (DDG), but was redesignated as a Guided
Missile Cruiser (CG) on January 1, 1980. The Ticonderoga class were the first surface
combatant ships equipped with the AEGIS Weapons System, the most sophisticated air
defense system in the world. Technological advances in the Standard Missile coupled
with the AEGIS combat system in Ticonderoga class cruisers and the upgrading of older
cruisers have increased the AAW capability of surface combatants. The heart of the
AEGIS system is the SPY-1A radar, which automatically detects and tracks air contacts
to beyond 200 miles. The AEGIS Weapons System is designed to defeat attacking
missiles and provide quick reaction, high firepower, and jamming resistance to deal with
the Anti-Air Warfare threat expected to be faced by the Battle Group.
Twenty-two TICONDEROGA-class AEGIS cruisers, starting with CG-52, have vertical

launch systems (VLS) which permit them to carry and launch significant numbers of
TOMAHAWK precision strike cruise missiles against targets of military importance deep
in enemy territory. This land attack capability, coupled to their AEGIS anti-air missile
systems, AN/SQQ-89 Undersea Warfare system and sophisticated C4ISR suite, make
these ships the most powerful surface combatants in service with any navy.
A new modernization plan for surface combatants would decommission some ships early,
but would boost the firepower of the remaining force by adding the Vertical Launch
System (VLS). The five TICONDEROGA-class cruisers in the fleet without VLS would
receive the system: USS TICONDEROGA (CG 47), USS YORKTOWN (CG 48), USS
VINCENNES (CG 49), USS VALLEY FORCE (CG 50) and USS THOMAS GATES
(CG 51).
The Ticonderoga class also brings a multi-warfare capability to the Fleet which
significantly strengthens Battle Group operation effectiveness, defense, and survivability.
The cruisers are equipped with Tomahawk ASM/LAM giving them additional long range
strike mission capability. The addition of Tomahawk ASM/LAM in the CG-47 class has
vastly complicated unit target planning for any potential enemy and returned an offensive
strike role to the surface forces that seemed to have been lost to air power at Pearl
Harbor. Two five-inch gun mounts are used against threatening ships and boats, low-
flying aircraft, or to bombard shore targets. In addition, the ships carry a strong Anti-
Submarine Warfare Suite and the Navy's latest Electronic Warfare Suite is also aboard.
The cruisers have the most advanced underwater surveillance system available today. The
Anti-Submarine Warfare (ASW) equipment consists of a hull-mounted SONAR, an
Acoustic Array SONAR which is towed like a tail behind the ship, and a helicopter that
can locate ships or submarines over 100 miles away.
The "Tico" cruisers, using the SPRUANCE Class hull, measure 567 feet from bow to
stern. Their beam is 55 feet, and displacement is 9,600 tons. Four powerful gas turbine
engines propel the ships to speeds greater than 30 knots, and two controllable-reversible
pitch propellers assist in rapid acceleration and maneuverability.
Authorized in Fiscal Year 1978, TICONDEROGA's keel laying ceremony occurred on

27 January 1980. The first five Ticonderoga-class cruisers—Ticonderoga (CG-47)
through Thomas S. Gates (CG-51)—have an early, less capable version of the Aegis
combat system and do not have VLS or the capability to launch Tomahawk cruise
missiles. Also, the first two ships of the class have two SH-2F helicopters instead of the
SH-60B helicopter employed on later cruisers. The guided missile cruiser Port Royal (CG
73) was comissioned on Saturday, July 9, 1994. Port Royal was the last of 27
Ticonderoga class Aegis guided missile cruisers scheduled to be built. These new cruisers
have replaced older, less capable ships that are being taken out of service as part of the
Navy's overall plan to recapitalize the fleet.
These ships were built in sections, called modules, which allowed improved access to all
areas of the ship during construction. The modules were then moved together to form the
hull of the ship, and the deckhouse sections were then lifted aboard. For launching, the
ship was moved several hundred yards across land to the floating dry dock, which was
used to actually launch the ship.
During their construction, hundreds of subassemblies were built and outfitted with piping
sections, ventilation ducting, and other shipboard hardware. These subassemblies were
then joined to form modules, which were then outfitted with larger equipment items, such
as propulsion and power generation machinery and electrical panels. This represents an
advancement from traditional shipbuilding in which these systems are installed in tight
quarters below decks after the hull is completed. At Ingalls, four of these pre-outfitted
hull and superstructure modules are joined together to form the ship shortly before it is
moved to the water's edge and launched.
At the shipyards, this modular process is supported by an extensive Computer- Aided

Design (CAD)/Computer-Aided Manufacturing (CAM) program that has significantly
enhanced the efficiency of detail design, and has reduced the number of manual steps
involved in converting design drawings to ship components. The three-dimensional CAD
system is linked with an integrated CAM production network of computers throughout
the shipyard. The CAD system directs the operation of numerically-controlled
manufacturing equipment used to cut steel plates, cut and bend pipe, and form sheet
metal assemblies.
Launching involved movement over land via a wheel- on-rail transfer system onto the
shipyard launch and recovery dry dock, which is was ballasted down in order for the ship
to float free and moved to an outfitting berth in preparation for the traditional christening
ceremony. Upon completion of post-launch outfitting, the cruisers went through an
extensive dockside and at-sea testing period to ensure the ship and crew were ready to
safely go to sea.
The Smart Ship Project was initiated by an October 1995 brief from the Naval Research
Advisory Committee (NRAC) panel on reduced manning to the Chief of Naval
Operations. Their report stated that the major obstacle to reduced crew size and decreased
life cycle costs aboard Navy ships was culture and tradition rather than the lack of proven
technology and know-how. The challenge was to demonstrate in an operational ship that
reductions in workload and crew requirements were possible while maintaining mission
readiness and safety. The Commander, Naval Surface Force, US Atlantic Fleet
(COMNAVSURFLANT) was designated as Executive Agent for the Smart Ship Project
and nominated USS YORKTOWN (CG 48) as the ship in which to implement ideas to
demonstrate the concept.
SMART SHIP "CORE TECHNOLOGIES"
 Integrated Bridge System (IBS): automated piloting, ship’s course and track
analysis with radar and chart overlay, including collision avoidance.
 Integrated Condition Assessment System (ICAS): automated condition-based
maintenance recorder for main propulsion and auxiliary equipment; digital
information maintained on fiber optic LAN.
 Damage Control Quarters (DCQ): automated damage control management system
providing information and communication throughout the ship on the fiber optic
LAN.
 Machinery Control System (MCS): automated digital propulsion and electrical
plant control using signals passed via the fiber optic LAN.
 Fuel Control System (FCS): automated digital control of ship’s fuel transfer
system.
 Wireless Internal Communication System (WICS): individual ship’s company
personal communications or near the ship.
 Fiber Optic Ship Wide Area Network (FO SWAN): fiber optic LAN hosting the
above listed core technologies (vice the WICS) utilizing asynchronous transfer
mode (ATM) and being IT 21 compliant
All approved Smart Ship initiatives were implemented aboard YORKTOWN prior to her
deployment in December 1996. Huge chunks of the ship were torn up and thrown away
and replaced by computer consoles and miles of fiber optic cable.
A local area network was
installed, bringing greater
versatility in
communications and
training. Smart Ship
Inovations allowed the
bridge team to go from 13
personnel on watch at a time
down to 3.
Smart Ship inovations

allowed the Engineering
team more flexablility in the
operation of the engineering
plant. It has also allowed the
engineering Central Control
Station to go from 11 people
on watch at one time down
to 4.
With all policy and procedure, technology, and maintenance initiatives implemented,
crew reductions enabled by the decrease in workload were 44 enlisted personnel and 4
officers The Smart Ship Project demonstrated that shipboard workload reductions are
possible while maintaining combat readiness and safety with significant net positive
return on investment. Expenditures on available technology and implementation of policy
and procedure changes make crew size reductions achievable. The required expenditures
for such changes are offset by large potential savings, both shipboard and ashore, and in
operations and maintenance costs aboard ship. Technology, taken as a single package as
installed in YORKTOWN, returns the investment in seventeen years. However, some of
the individual technologies demonstrate a more positive return-on-investment.
In the Fall 1998 USS THOMAS S. GATES (CG 51) was scheduled as the first
installation ship in the US Navy's Integrated Ship Controls (ISC) Program. This upgrade
program will install innovative labor and cost savings initiatives on USS THOMAS S.
GATES, USS TICONDEROGA (CG 47), USS VINCENNES (CG 49) and USS
VALLEY FORGE (CG 50). Many of the technologies to be installed are the result of the
initiatives proven sucessful on YORKTOWN. The upgrade program also includes
options to install systems on the remaining 22 CG 47 Class AEGIS Cruisers.
Modernization of the machinery control system for CG 47 Class ships is required in order
to overcome impending obsolescence, reduce operating and support costs, and facilitate
workload reductions. This will be accomplished with the installation of commercial off-
the-shelf/non-developmental items (COTS/NDI).
The Aegis Cruiser force will remain on the front line into the 21st century, with upgrades
as part of the Cruiser Conversion program. This conversion program will ensure the
relevance of these ships in the future. Without this program, their future is tenuous. In the
program, the modernized combat system will address the growing theater ballistic missile
threat by incorporation of area and theater-wide TBMD capability. Additionally,
introduction of two five inch 62 caliber guns with extended range guided munitions in 22
of these ships will help meet the USMC requirements for fire support. They will continue
to receive upgrades to their command and control suites to ensure they remain full
participants in the joint battlespace. This conversion program takes advantage of the
sizable investment ($22B) already made in these ships, and keeping them ready to meet
the challenge over 40 years of service life. It is important to note that the first five AEGIS
cruisers (CG47 – CG51) are not part of the Cruiser Conversion program because of
affordability.
Specifications
Ingalls Shipbuilding: CG-47-50, CG 52-57, 59,62, 65-66, 68-
Builders 69, 71-73
Bath Iron Works: CG-51,58,60-61,63-64,67,70
Propulsion 4 General Electric LM-2500 Gas Turbine Engines (80,000
Shaft Horsepower)
2 Controllable-Reversible Pitch Propellers
2 Rudders
Overall Length: 567 ft
Length Waterline Length: 529 ft
Extreme Beam: 55 ft
Beam
Maximum Navigational Draft: 33 ft
Draft
Draft Limit: 23 ft
Speed 30 plus knots
Two SH-2 Seasprite (LAMPS) in CG 47-48
Aircraft
Two SH-60 Sea Hawk (LAMPS III)
Armament 1 MK 7 MOD 3 AEGIS Weapons System
2 MK26 missile launcher 0 VLS Standard Missile (MR)
(CG 47 thru CG 51) or Cells
Anti-Submarine
2 MK41 vertical launching 127
Rocket(ASROC)
system (CG 52 thru CG VLS
Tomahawk ASM/LAM
73) Cells
2 Harpoon Missile Quad-Canister Launchers
2 MK 32 MOD 14 Torpedo Tubes - 6 MK-46 torpedoes
2 MK 45 5"/54-Caliber Lightweight Gun Mounts
1 MK 15 MOD 2 Close-in-Weapons Systems (CIWS) (2
Mounts)
1 MK 36 MOD 2 Super Rapid-Blooming Off-Board Chaff
System
2 50-Caliber Machine Guns
Combat Earlier Ships Later Ships
Systems 1 AN/SPY-1A Radar (Four 1 AN/SPY-1B(V) Multi-
Arrays)(CG47-59) Function Radar (CG59-73)
1 AN/SPS-49 Air Search 1 AN/SPS-49(V)8 Air
Radar Search Radar
1 AN/SPS-55 Surface Search 1 AN/SPS-55 Surface Search
Radar Radar
1 AN/SPQ-9 Gun Fire Control 1 AN/SPS-64(V)9
Radar Navigation Radar
4 AN/SPG-62 Illuminators 1 AN/SPQ-9 Gun Fire
1 AN/SQS-53A Hull Mounted Control Radar
SONAR (CG47-55) 4 AN/SPG-62 Illuminators
1 AN/SLQ-32(V)3 Electronic 1 AN/SQS-53C Hull
Warfare Suite Mounted SONAR (CG68-73)
1 AN/SQR-19B Towed
Array SONAR (TACTAS)
1 AN/SLQ-32A(V)3
Electronic Warfare Suite
Unit Operating
Cost $28,000,000 [source: [FY1996 VAMOSC]
Annual
Average
Ships
Numb Builde Commission Decommission
Name Homeport Ordered
er r ed ed
Pascagoul 22 Sep
Ticonderoga CG 47 Ingalls 22 Jan 1983 2018
a 1978
Pascagoul 28 Apr
Yorktown CG 48 Ingalls 04 Jul 1984 2019
a 1980
Vincennes CG 49 Ingalls San Diego 28 Aug 06 Jul 1985 2020

1981
Valley Forge CG 50 Ingalls San Diego 28 Aug 18 Jan 1986 2021
1981
Thomas S. 20 May
CG 51 Bath Norfolk 22 Aug 1987 2022
Gates 1982
15 Jan
Bunker Hill CG 52 Ingalls Yokosuka 20 Sep 1986 2021
1982
15 Jan
Mobile Bay CG 53 Ingalls Yokosuka 21 Feb 1987 2022
1982
20 Jun
Antietam CG 54 Ingalls San Diego 06 Jun 1987 2022
1983
20 Jun
Leyte Gulf CG 55 Ingalls Mayport 26 Sep 1987 2022
1983
20 Jun
San Jacinto CG 56 Ingalls Norfolk 23 Jan 1988 2023
1983
Lake 16 Dec
CG 57 Ingalls San Diego 12 Aug 1988 2023
Champlain 1983
27 Dec
Philippine Sea CG 58 Bath Mayport 18 Mar 1989 2024
1983
16 Dec
Princeton CG 59 Ingalls San Diego 11 Feb 1989 2024
1983
26 Nov
Normandy CG 60 Bath Norfolk 09 Dec 1989 2024
1984
26 Nov
Monterey CG 61 Bath Norfolk 16 Jun 1990 2025
1984
Chancellorsvil 26 Nov
CG 62 Ingalls Yokosuka 04 Nov 1989 2024
le 1984
Cowpens CG 63 Bath San Diego 08 Jan 09 Mar 1991 2026

1986
08 Jan
Gettysburg CG 64 Bath Mayport 22 Jun 1991 2026
1986
Pearl 08 Jan
Chosin CG 65 Ingalls 12 Jan 1991 2026
Harbor 1986
16 Apr
Hue City CG 66 Ingalls Mayport 14 Sep 1991 2026
1987
16 Apr
Shiloh CG 67 Bath San Diego 18 Jul 1992 2027
1987
Anzio CG 68 Ingalls Norfolk 16 Apr 02 May 1992 2027
1987
25 Feb
Vicksburg CG 69 Ingalls Mayport 14 Nov 1992 2027
1988
Pearl 25 Feb
Lake Erie CG 70 Bath 24 Jul 1993 2028
Harbor 1988
Cape St. 25 Feb
CG 71 Ingalls Norfolk 12 Jun 1993 2028
George 1988
25 Feb
Vella Gulf CG 72 Ingalls Norfolk 18 Sep 1993 2028
1988
Pearl 25 Feb
Port Royal CG 73 Ingalls 09 Jul 1994 2029
Harbor 1988
CG-21
The Twenty-First Century Surface Combatant (SC-21) Mission Need Statement (MNS)
was approved by the Joint Requirements Oversight Council (JROC) in September 1994.
Required capabilities called out in the MNS included: Power Projection; Battlespace
Dominance; Command, Control and Surveillance; Joint Force Sustainment; Non-combat
Operations; and Survivability / Mobility. In January 1995 the Defense Acquisition Board
(DAB) gave approval to Milestone 0 for SC-21 Acquisition Phase 0 (Concept
Exploration and Definition).
The CG 21 is the follow on ship to DD 21, and second member of the SC 21 "family of
ships". In the case of the cruisers, it extends their service life by five years, thereby
buying us valuable time to fully develop its successor CG 21. By extending the useful
service life of the combat system onboard the existing CG-42 Ticonderoga cruisers, the
Navy was able to delay the introduction of CG 21, which allowed building additional
lower-cost DD 21 units.
Integrated Power System (IPS) is the all-electric architecture for future ships, providing
electric power to the total ship (propulsion and ship service) with an integrated plant. IPS
offers reduced costs of ownership, reduced construction costs, improved survivability,
and greater architectural flexibility. The Integrated Power System (IPS) will provide total
ship electric power, including electric drive, for all future surface ships including surface
combatants, amphibious, auxiliary, and command ships. Near term ship targets include
but are not limited to DD21, CG 21, JCC(X), and LH(X), with potential application to
future flights of LPD 17. The electric power system must meet individual ship
requirements, support all ship systems, and be able to support operations for as long as
the ship remains afloat. These ships must operate wherever required, particularly in
littoral waters, to enable joint maritime expeditionary force operations and project precise
strike power ashore.
The Advanced Shipboard IRST is the next generation IRST system that will support
future US Navy surface ships such as DD 21 and CG 21. The Advanced Shipboard IRST
is primarily a self-defense system that will be used for autonomous detection, declaration,
and track of sea-skimming Anti-Ship Cruise Missiles (ASCM) and other air vehicles. The
system will also provide detection, declaration and track of surface objects. The system
will provide passive 360 degree, day/night video to the ship for situational awareness,
navigation and covert operation support..
DD-963 SPRUANCE-class
Thirty-one SPRUANCE-class destroyers were developed for the primary mission of anti-
submarine warfare, including operations as an integral part of attack carrier forces. The
Spruance class ships are more than twice as large as a World War II destroyer and as
large as a World War II cruiser. Utilizing highly developed weapons systems,
SPRUANCE is designed to hunt down and destroy high speed submarines in all weather,
but can also engage ships, aircraft, and shore targets. These multi-purpose combatants are
also capable of providing naval gunfire support in conjunction with Marine amphibious
operations worldwide.
Built with future growth in mind, their design is modular in nature, allowing for easy
installation of entire subsystems within the ship. Space and power reservations have been
made to accommodate future weapons and electronics systems as they are developed.
Originally developed as Anti-Submarine (ASW) destroyers, 24 ships of this class were
upgraded with the installation of a 61 cell Vertical Launch Missile System (VLS) capable
of launching Tomahawk and Harpoon missiles.
Navy destroyers have historically been retired by 30 years of service. But in 1998 the
seven Spruance-class destroyers which did not receive the Tomahawk VLS upgrade are
being decommissioned after only two decades of service, to accomodate the introduction
of the improved AEGIS-capable Arleigh Burke destroyers. All decommissioned ships are
scheduled to be scrapped
The Spruance-class destroyer's inherent capabilities make it an ideal ship for surveillance
operations. Endurance and response from the ship's four gas turbine engines make it
possible to conduct such operations with minimal notice and with less fuel logistics
concerns. Excellent command and control capabilities assures a thorough, carefully
controlled effort.
ANTI-SUBMARINE
Anti-submarine warfare capabilities include a sonar suite that contains the most advanced
underwater detection and fire control system yet developed. ASW weapons include two
triple-barrel Mk 32 torpedo tubes and the Vertical Launch ASROC missile. In addition
the ships can embark two SH-60B LAMPS Mk III helicopters to extend the range of the
ship's weapons and sensors. Ultimately fitted with the SQS-53 hull-mounted active sonar,
SQR-19 tactical towed passive acoustic array, anti-submarine rocket (ASROC) launchers
and with twin hangars for LAMPS Mk III helicopters, these ships were in the forefront of
the surface Navy’s defense against submarine attacks.
The equipment on board SPRUANCE enables detection of submarines at considerable

ranges. The Sound Navigation and Ranging (SONAR) transmits a sound wave, which is
reflected by the submarine to allow range and bearing assessment. When the position of
the submarine has been determined, either by the ship or the ship's SH-60B Helicopter,
computers will pass the necessary information to Anti-Submarine Rocket (ASROC)
Missile System and the helicopter. An attack can be conducted with the ASROC (rocket-
thrown torpedo). Once the ASROC is fired, at a predetermined time, the missile releases
a homing torpedo which hunts down the submarine until it is destroyed. An attack can be
conducted using the ASROC or a torpedo launched from the ship's torpedo launchers.
SPRUANCE can stream a decoy from the stern to divert torpedoes fired at the ship.
Another device, an expendable bathythermograph (XBT) measures the sea's temperature
at varying depths and indicates how SONAR waves are bent by layers of warmer and
colder water.
AN/SQR-19 The AN/SQR-19 Tactical Towed Array SONAR (TACTAS) is a series of
acoustic modules designed to be towed at the end of a long cable out of the stern of the
ship. This allows for the reduction of the noise emanating from the SPRUANCE and
increasing the ship's passive capability. The Hoist Room, located under the fantail,
contains the cable and the array. The display consoles are located in SONAR Control.
AN/SQQ-89 SONAR SYSTEM The AN/SQQ-89 SONAR System is designed to
incorporate several subsystems, including the AN/SQS-53B Hull-Mounted SONAR,
AN/SQS-19 Towed Array, LAMPS MK III Sonobuoys, and MK 116 MOD 6 Underwater
Fire Control System (UFCS). It is the most advanced SONAR system in today's Fleet.
Combining three SONAR systems and a fire control system into one suite, it gives
SPRUANCE the ability to use the best of all systems, while overcoming the
disadvantages of any one system.
SH-60B HELICOPTER The Light Airborne Multi-Purpose Systems, or LAMPS MK
III, is a twin-engine helicopter that carries a crew of two pilots and a sensor
operator/crewman. The primary mission of LAMPS MK III is Anti-Submarine Warfare.
The SH-60B Seahawk is equipped with a sonobuoy deployment and interpretation
system, Magnetic Anomaly Detection (MAD) gear, and threat detection/display
equipment. Additionally, the aircraft is capable of carrying ASW torpedoes. LAMPS MK
III secondary missions include gunfire spotting, over-the-horizon targeting, MEDEVAC,
and search and rescue operations. SPRUANCES's flight deck has been modified to
accommodate the Recovery Assist Securing and Transversing (RAST) System. This
system allows helicopter flight operations in heavy weather.
ANTI-SURFACE
SPRUANCE is the first destroyer to be back-fitted with MK 41 Vertical Launching
System (VLS) which is capable of firing the Tomahawk Cruise Missile. This system
enables SPRUANCE to engage shore- based, and naval surface targets at long range. In
its strike platform role, modernization of 24 ships with vertical launch systems (VLS) and
the Advanced TOMAHAWK Weapons Control System (ATWCS) makes these ships
formidable platforms for offensive strikes against targets of military significance deep in
enemy territory. State-of-the-art computer and satellite technology allow the ships to
launch up to 61 precision guided TOMAHAWK cruise missiles from its Mk 41 VLS at
land targets as far away as 700 nautical miles. Ships of this class fired 112 TOMAHAWK
land attack cruise missiles into Iraq during Operation Desert Storm. They have
subsequently been used for preemptive strikes at the direction of National Command
Authorities in both Iraq and Bosnia.
These ships have traditionally had a major role in Naval Surface Fire Support for troops
ashore, employing Harpoon antiship missiles and two 5-inch guns (also used for air
defense and shore bombardment). The Harpoon Missile System is proven effective in
engaging shipping at intermediate ranges. Fitted with two MK 45 lightweight 5 inch/54
caliber guns guns when built, their main battery can throw a projectile over 12 miles with
a firing rate of 20 rounds per minute. The five-inch/54-caliber gun represents a major step
forward in medium- caliber ordnance for the U.S. Navy. The result is a weapon which
allows a single man in a control center to fire a load of 20 shells without help.
ANTI-AIR
Air defense capabilities include the NATO Sea Sparrow surface to air missile system,
two 20mm Close-ln-Weapons Systems, and the SLQ-32 Electronic Counter Measures
system. NATO Sea Sparrow Point Defense Missile System, also know as Sea Sparrow, is
a close-in air defense system employing the RIM-7M Sparrow Missile. The system is
designed to counter the threat of enemy aircraft and anti-ship cruise missiles. The system
is produced as a cooperative effort by the U.S. and other NATO countries - Norway,
Belgium, Denmark, Italy and the Netherlands.
The DD-963 Class has a very capable self defense system, with adequate low flyer
detection source Mk 23 TAS/NSSMS FCR in sector search. It provides moderate field-
of-fire blockage zones for NSSMS off port/starboard bow, and may be stationed in ID
zone to supplement shotgun and provide additional air defense surveillance. However,
the missile range is short, and the long range air search radar is 2D. The ship must be
within 1.5nm of MEU and on threat axis to provide realistic area defense.
COMMUNICATIONS AND TACTICAL INFORMATION
The radio equipment aboard the ship enables SPRUANCE to send and receive messages
from any part of the world. Operating 24 hours a day, speed and accuracy have been
refined to an art by SPRUANCE radiomen. Communicating within a battle group for
tactical purposes is accomplished through the Naval Tactical Data Systems (NTDS). All
combat detection, tracking and fire control systems are integrated through the ship's
digital Naval Tactical Data System Computer, providing the ships with fast and accurate
processing of tactical information. Using high speed computer-to-computer data links,
NTDS welds together the processing capabilities and sensors (radars, SONAR, etc.) of
each of the individual units in company, presenting a complete tactical picture.
ENGINEERING
The ships are the first class of ships in the US Navy to have gas turbine power. The four
General Electric LM-2500 engines are marine shaft power versions of the TF39 turbofan
used on DC-10 and C-5A aircraft. Producing a total of 80,000 shaft horsepower, they can
drive the ship in excess of 30 knots. Each of the three gas turbine generators produces
2,000 kilowatts of power. Twin controllable-reversible pitch propellers provide these
ships with a degree of maneuverability unique among warships of its size.
A high degree of automation permits a reduced crew of 24 officers and 302 enlisted to
operate the ship. Comfort and habitability are integral elements to the ship's design,
which includes amenities such as a crew's lounge, ATM machine, gymnasium, class
room, and ship's store.
Specifications
4 - LM 2500 General Electric gas turbines
Power plant
two shafts, 80,000 shaft horsepower
Length 563 feet (171.6 meters)
Speed 33 knots (38 mph, 60.8 kph)
Range 6000 NM @ 20 knots
Aircraft Two SH-60 Seahawk LAMPS III helicopters
Crew 30 officers, 352 enlisted
Armament 2 - MK 143 Armored Box Launchers for Tomahawk
SLCM or
1 - MK41 Vertical Launch System for Tomahawk
SLCM
2 - MK 141 quad launchers w/ 8 Harpoon missiles
MK 29 launchers for NATO Sea Sparrow Missile
System
2 - MK 15 20mm Phalanx CIWS Close-In Weapons
Systems
2 - 5-Inch 54 Cal. MK 45 Guns (lightweight gun)
2 - MK 32 triple tube mounts w/ six Mk-46 torpedoes)
MK 112 Launcher for ASROC
Combat Systems SPS-40E Air Search Radar
SPG-60 Gun Fire Control Radar
SPQ-9A Gun Fire Control Radar
SQS-53B Sonar SQR-19 Tactical Towed Array Sonar
SLQ-32 (V)3 OUTBOARD II
COMMAND AND JOTS
CONTROL Link 11
HF Radios
UHF Radios
VHF Radios
Annual Average
Ships
Numb Build Homeport Ordered Commission Decommissio
Name
er er ed ned
DD 23 Jun
Spruance Ingalls Mayport 20 Sep 1975 2005
963 1970
DD 01 Jun
Paul F. Foster Ingalls Everett 21 Feb 1976 2006
964 1970
DD 01 Jun
Kinkaid Ingalls San Diego 10 Jul 1976 2006
965 1970
DD 01 Jan
Hewitt Ingalls Yokosuka 25 Sep 1976 2006
966 1971
DD 01 Jan
Elliot Ingalls San Diego 22 Jan 1977 2007
967 1971
Arthur W. DD 15 Jan
Ingalls Norfolk 15 Apr 1977 2007
Radford 968 1971
DD 15 Jan
Peterson Ingalls Norfolk 09 Jul 1977 2007
969 1971
DD 15 Jan
Caron Ingalls Norfolk 01 Oct 1977 2007
970 1971
DD 15 Jan
David R. Ray Ingalls Everett 19 Nov 1977 2007
971 1971
DD 26 Jan
Oldendorf Ingalls San Diego 04 Mar 1978 2008
972 1972
DD
John Young Ingalls San Diego 26 Jan 20 May 1978 2008
973 1972
Comte De DD 26 Jan
Ingalls Norfolk 05 Aug 1978 05 Jun 1998
Grasse 974 1972
DD 26 Jan
O'Brien Ingalls Yokosuka 03 Dec 1977 2007
975 1972
DD 26 Jan
Merrill Ingalls San Diego 11 Mar 1978 26 Mar 1998
976 1972
DD 26 Jan
Briscoe Ingalls Norfolk 03 Jun 1978 2008
977 1972
DD 26 Jan
Stump Ingalls Norfolk 19 Aug 1978 2008
978 1972
Connolly DD Ingalls Mayport 15 Jan 14 Oct 1978 Sep 1998
979 1974
DD 15 Jan
Moosbrugger Ingalls Mayport 16 Dec 1978 2008
980 1974
DD 15 Jan
John Hancock Ingalls Mayport 10 Mar 1979 2009
981 1974
DD 15 Jan
Nicholson Ingalls Mayport 12 May 1979 2009
982 1974
DD 15 Jan
John Rodgers Ingalls Mayport 14 July 1979 04 Sep 1998
983 1974
DD Pearl 15 Jan
Leftwich Ingalls 25 Aug 1979 27 Mar 1998
984 Harbor 1974
DD
Cushing Ingalls Yokosuka 15 Jan 20 Oct 1979 2009
985 1974
DD 15 Jan
Harry W. Hill Ingalls San Diego 17 Nov 1979 29 May 1998
986 1975
DD 15 Jan
O'Bannon Ingalls Mayport 15 Dec 1979 2009
987 1975
DD 15 Jan
Thorn Ingalls Norfolk 16 Feb 1980 2010
988 1975
DD 15 Jan
Deyo Ingalls Norfolk 22 Mar 1980 2010
989 1975
DD Pearl 15 Jan
Ingersoll Ingalls 12 Apr 1980 24 Jul 1998
990 Harbor 1975
DD 15 Jan
Fife Ingalls Everett 31 Mar 1980 2010
991 1975
DD Pearl 15 Jan
Fletcher Ingalls 12 Jul 1980 2010
992 Harbor 1975
DD 29 Sep
Hayler Ingalls Norfolk 05 Mar 1983 2013
997 1979
DD-963 SPRUANCE-class Image Gallery
DDG-993 KIDD-class
The KIDD class are the most powerful multi-purpose destroyers in the fleet. The four
ships of this class, originally designed for sale to the then-friendly Iranian Navy, are
unique among US Warships, in that it combines the combat systems capability of the
former VIRGINIA-class cruisers with the proven anti-submarine warfare qualities of a
SPRUANCE-class destroyer. The four Kidd class guided missile destroyers are similar to
the Spruance class destroyers, but have greater displacement and improved combat
systems. The ships are built on the same hull as the Spruance destroyers, though without
the later's extensive offensive capability.
The four destroyers of the Kidd class were originally built for the Shah of Iran, and were
acquired by the US Navy following the Shah's overthrow in 1979. The US Navy acquired
them in 1981 and 1982 after they were canceled by the succeeding Iranian government.
For this reason they are often referred to as the "Ayatollah class".
On 01 December 1998 the Department of Defense announced that the Government of

Greece had requested a possible combined lease/sale arrangement of four KIDD Class
Guided Missile Destroyers and related munition items and services relating to "hot ship"
turnover of one KIDD Class destroyer, "cold ship" transfer reactivations for three KIDD
Class destroyers from the US Navy.
Built for action in the Persian Gulf, these ships are oriented for general purpose
operations rather than specialized anti-submarine war.These ships feature advanced air-
intake and filtration systems in order to handle dust and sand prevailing in Persian Gulf
operating area as well as greater air-conditioning capacity. With the ability to fire
surface-to-air missiles in support of Aegis cruisers, which, if necessary, can assume
control of the destroyer's missiles. The guided-missile destroyers are outfitted with air-
defense radar that allows them to command a wide ocean area. They can also support
amphibious landing forces.
KIDD-class armaments include the New Threat Upgrade (NTU) anti-air warfare (AAW)
system to improve their anti-air warfare performance against the technologically
advanced threat expected into the 21st century, as well as two Mk 26 launchers for
Standard surface-to-air missiles, and SQS-58 hull mounted active sonar, ASROC, eight
Harpoon surface-to-surface missiles, two five-inch guns and hangar facilities for one
Lamps Mk 1 helicopter.
The most formidable warship of her size ever to patrol the world's oceans, blending the
best features of the SPRUANCE Class destroyers with the combat system of the
VIRGINIA Class nuclear cruisers to produce a ship with unique characteristics:
A ship so quiet, and an ASW system so capable, that she operates offensively
against submarines.
The most sophisticated medium-range AAW systems in the Fleet, quick-reacting

and highly accurate, with the capability for today's air defense environment and
the growth potential for tomorrow's.
An exceptionally reliable and responsive engineering plant.
A deadly surface-to-surface weapons capability.
These characteristics make KIDD a triple-threat, one of the few truly multi-mission ships,
able to operate offensively, to deal with simultaneous air, surface, and sub-surface
attacks.
KIDD's propulsion system is an automated, gas turbine installation, which can be
controlled from either the Pilot House or the Central Control Station. The system is
located in two main engine rooms, each containing two LM-2500 marine gas turbines.
The two LM-2500s are coupled through clutches and locked train, double helical, double
reduction gears to drive a controllable, reversible pitch propeller. With all four turbines
on line and both shafts driving, the plant can deliver 80,000 shaft horsepower, for a top
speed in excess of 30 knots.
KIDD's combat system is her complement of weapons and electronics subsystems and
equipment, which collectively enables her to carry out combat missions.
AAW: Anti-Air Warfare

In air engagements, initial target detection is usually provided by the long-range air
search radar. This is a three- dimensional, electronically-stabilized, computer-controlled
radar, which includes an Automatic Detection and Tracking (ADT) capability. Target
data is transferred, automatically or manually, to the computer of the Naval Tactical Data
System (NTDS). NTDS is the heart of the combat system, tying together the various
subsystems, collecting and processing information from ship sensors, and from off-ship
sensors, via radio digital data links. From NTDS, air targets are sent to one of the
following weapons for engagement:
For long-range engagements, to Combat Air Patrol (CAP) aircraft.
For medium-range engagements, to either of the TARTAR D Missile Systems.
For short-range engagements, to either of the Gun Weapon Systems.
For very close-in engagements, to the Vulcan-Phalanx Close-In Weapons System
(CIWS). The CIWS consists of two mounts (port and starboard), each consisting
of a fire control system and a Gatling- type machine gun. The CIWS
automatically searches for, acquires, and destroys air targets at close range.
ASW: Anti-Submarine Warfare
The primary ASW sensors are the ship-mounted SONAR and a variety of sensors carried
by ASW aircraft. The KIDD's long-range SONAR is capable of detecting, classifying and
tracking underwater targets. Data from the SONAR is provided to the Underwater Fire
Control System (UFCS) and to NTDS for display and decision. The UFCS computes
orders for launching torpedoes from the torpedo tubes, for firing Anti-Submarine Rocket
(ASROC) torpedoes from the missiles launcher, and for weapon release points for ASW
aircraft. The ship can carry two Light Airborne Multi-Purpose System (LAMPS)
Helicopters. These provide an extended localization and weapon delivery capability in
ASW, and expanded surveillance against anti-ship missile threats.
ASU: Anti-Surface Warfare
The surface search radar, and the radar of the Gun Fire Control System, are the primary
active sensors for surface surveillance and detection. Surface targets can be engaged by
one of the following subsystems:
Harpoon Surface-to-Surface Missiles are capable of over- the-horizon attacks on
surface targets. The Harpoon Weapon System consists of two sets of four-canister
launchers, and a fire control system for designating targets to the missiles.
The TARTAR D System, used in the surface mode, is capable of medium-range
attacks on surface targets.
The Gun Weapon System can engage targets at shorter range. Controlled by the
Gun Fire Control System (GFCS), the 5" guns can engage one or two targets out
to the ballistic limits of 5" ammunition.
Against very close-in surface targets, the CIWS can be fired in surface mode.
ELW: Electronic Warfare

The ship's Electronic Warfare Sensor is designated as an anti-ship missile defense sensor.
It provides rapid and automatic detection, processing, and analysis of enemy electronic
emissions. It is used with four deck-mounted Super Rapid-Blooming Off-board Chaff
(SRBOC) mortar-type launchers, which provide defense against homing missiles by
creating deceptive chaff targets.
Communication
KIDD has a modern, automated communications system. For Fleet Broadcast Traffic, the
Naval Modular Automated Communication System (NAVMACS) A-Plus uses a
computer for automated message processing. NAVMACS is joined with a satellite
communications transceiver and a satellite receiver to provide high-speed, low-
interference information transfer via satellite links. For two-way tactical communications,
KIDD carries a full range of modern UHF, VHF, and HF radio equipment.
Only one ship of this class remains active U.S. Navy service. The remaining three ships
of this class, the USS Kidd (DDG-993), USS Callaghan (DDG-994), and USS Scott
(DDG-995) are scheduled for transfer to a foreign navy under the Security Assistance
Program (SAP).
Specifications
4 - LM 2500 General Electric gas turbines,
Power plant 80,000 shaft horsepower
two shafts,
Aircraft 1 - SH-3 helicopter or
2 - SH-2 Seasprite LAMPS helicopter
Armament 2 - Mk26 launchers for Standard Missile
2 - MK 141 quad launchers w/ 8 Harpoon missiles
2 - MK 15 20mm Phalanx CIWS Close-In Weapons
Systems
2 - 5-Inch 54 Cal. MK 45 Guns (lightweight gun)
MK 112 Launcher for ASROC
Combat Systems SPS-48E Air Search Radar
SPG-60 Gun Fire Control Radar
SPQ-9A Gun Fire Control Radar
SQS-53 Sonar
SLQ-32 (V)3 OUTBOARD II
Unit Operating Cost
~$25,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Builde Homepor Commissione Decommissione
Name Number Ordered
r t d d
DDG 23 Mar
Kidd Ingalls 27 Mar 1981 12 Mar 1998
993 1978
Callagha DDG 23 Mar
Ingalls Everett 29 Aug 1981 31 Mar 1998
n 994 1978
DDG 23 Mar
Scott Ingalls Mayport 24 Oct 1981 11 Dec 1998
995 1978
DDG 23 Mar
Chandler Ingalls Everett 13 Mar 1982 1999
996 1978
DDG-2 Charles F. Adams
The Charles F. Adams class guided missile destroyers were constructed in the late 1950s
and early 1960s. Despite periodic modernizations, the class was retired in the early
1990s. Modernization with the New Threat Upgrade (NTU) package was considered for
these ships but was terminated since modernization would not have been cost effective
given the limited service lives remaining. As part of the 1989 Amended budget
submission, the decision was made to accelerate the retirement of these ships to achieve
complete retirement of the class by the end of FY 93. The highly capable, multi-mission,
AEGIS equipped, Arleigh Burke (DDG 51) class replaced these ships.
Specifications
Builders: DDG 2-3, 10-11 Bath Iron Works;
DDG 4-6, 15-17 New York Shipbuilding;
DDG 7-8, 12-13 Defoe Shipbuilding;
DDG 9,14, 23-24 Todd Shipyards;
DDG 18-19 Avondale Shipyards;
DDG 20-22 Puget Sound Bridge and Drydock
Length 437 feet
Beam 47 feet
Max Speed 30 knots
Aircraft None - VERTREP capable only
Harpoon missiles (from Standard launcher)
ASROC (from MK 16 launcher)
2 - 5-inch / 54 caliber MK 42 gun
Ships
Num Homepo Commissi Decommissi
ber rt oned oned
Charles F. DDG 28 Mar 10 Sep
Bath Mayport 01 Aug 1990
Adams 2 1957 1960
DDG 28 Mar 04 Feb
John King Bath Norfolk 30 Mar 1990
3 1957 1961
DDG New York 28 Mar 06 Jan
Lawrence Norfolk 30 Mar 1990
4 SB 1957 1962
USS Claude V. DDG New York Norfolk 28 Mar 05 May 31 Oct 1989
Ricketts 5 SB 1957 1962
(Ex-Biddle)
DDG New York 28 Mar 11 Aug
Barney Norfolk 17 Dec 1990
6 SB 1957 1962
DDG San 28 Mar 17 Dec
Henry B. Wilson Defoe SB 02 Oct 1989
7 Diego 1957 1960
Lynde DDG San 28 Mar 03 Jun
Defoe SB 01 Oct 1991
McCormick 8 Diego 1957 1961
DDG Yokosuk 28 Mar 06 June
Towers Todd Seattle 01 Oct 1990
9 a 1957 1961
DDG 17 Jan 24 Jun
Sampson Bath Mayport 24 Jun 1991
10 1958 1961
DDG Charlest 17 Jan 28 Oct
Sellers Bath 31 Oct 1989
11 on 1958 1961
DDG San 17 Jan 09 Dec
Robison Defoe 01 Oct 1991
12 Diego 1958 1961
DDG San 17 Jan 16 Jun
Hoel Defoe 01 Oct 1990
13 Diego 1958 1962
DDG San 17 Jan 07 Feb
Buchanan Todd Seattle 01 Oct 1991
14 Diego 1958 1962
DDG New York San 21 Jul 15 Dec
Berkeley 01 Oct 1992
15 SB Diego 1959 1962
DDG New York Pearl 21 Jul 20 Apr
Joseph Strauss 01 Feb 1990
16 SB Harbor 1959 1963
DDG New York 21 Jul 13 Jun
Conyngham Norfolk 30 Oct 1990
17 SB 1959 1963
DDG Charlest 21 Jul 10 Dec
Semmes Avondale 12 Sep 1991
18 on 1959 1962
DDG 21 Jul 13 Apr
Tattnall Avondale Mayport 18 Jan 1991
19 1959 1963
DDG Puget Sound Pearl 25 Mar 09 Nov
Goldsborough 29 Apr 1993
20 B&D Harbor 1960 1963
DDG Puget Sound Yokosuk 25 Mar 21 Mar
Cochrane 01 Oct 1990
21 B&D a 1960 1963
Benjamin DDG Puget Sound Pearl 25 Mar 12 Sep 20 Dec 1991
Stoddert 22 B&D Harbor 1960 1964
DDG 03 Nov 07 Mar
Richard E. Byrd Todd Seattle Norfolk 27 Apr 1990
23 1960 1964
DDG San 03 Nov 28 Aug
Waddell Todd 01 Oct 1992
24 Diego 1960 1964
DDG-37 Farragut / Coontz
The Farragut class guided missile destroyers were constructed in the late 1950s and early
1960s. The ships were also known as the Coontz class, since DDG 40 Coontz was the
first designed and built as a guided missile ship. The three earlier ships of the class were
initially designed as all gun hunter killer destroyers (DK), and were were subsequently
converted to carry the new Terrier surface-to-air missile.
The ships were significantly larger than previous destroyers, and the term "frigate" was
reactivated to describe them. This class of ships was initially classified as Destroyer
Leader [DL], and subsequently reclassified as Guided Missile Frigate [DLG] in 1956.
The ships were again reclassified in 1975, as Guided Missile Destroyer [DDG], and given
new hull numbers [eg, DLG 10 King became DDG 41].
Despite periodic modernizations the classes was retired in the early 1990s. Modernization
with the New Threat Upgrade (NTU) package was considered for these ships was
terminated since modernization would not have been cost effective given the limited
service lives remaining. As part of the 1989 Amended budget submission, the decision
was made to accelerate the retirement of these ships to achieve complete retirement of the
class (except Mahan (DDG 42) which received NTU modernization in 1982 as a test
package) by the end of FY 93. The highly capable, multi-mission, AEGIS equipped,
Arleigh Burke (DDG 51) class replaced these ships.
DDG-25 through DDG-30 were DDG-2 Charles Adams class ships built in the United
States for Australia and Germany. DDG-1, as well as DDG-31 through DDG-36, were
destroyers converted to carry guided missiles, all of which were striken from active
service between 1978 and 1988.
DDG-47 Ticonderoga and DDG-48 Yorktown were subsequently redesignated CG-47

and CG-48. It is unclear whether DDG-49 and DDG-50 were formally assigned to
Vincennes or Valley Forge prior to their designation as CG-49 and CG-50, though in any
event the DDG numerical sequence resumed with DDG-51 Arleigh Burke.
Specifications
Length 512 feet
Beam 52 feet
Max Speed 33 knots
Aircraft None - VERTREP capable only
Armament 40 - Standard Missiles (MR) from Mk 10 twin arm
launcher
8 - Harpoon missiles (from 2 quad launchers)
8 - ASROC (from MK 16 launcher)
Ships
er ort ned ned
DDG 27 Jan 10 Dec
Farragut Bethlehem Norfolk 31 Oct 1989
37 1956 1960
DDG 27 Jan 20 May
Luce Bethlehem Mayport 01 Apr 1991
38 1956 1961
MacDonoug DDG Charlest 27 Jan 04 Nov
Bethlehem 23 Oct 1992
h 39 on 1956 1961
DDG Puget Sound 18 Nov
Coontz Norfolk 15 Jul 1960 04 Oct 1989
40 NSY 1955
DDG Puget Sound 18 Nov 17 Nov
King Norfolk 28 Mar 1991
41 NSY 1955 1960
DDG San Francisco Charlest 18 Nov 25 Aug
Mahan 15 June 1993
42 NSY on 1955 1960
DDG Philadelphia 23 Jul 08 Apr
Dahlgren Norfolk 31 Jul 1992
43 NSY 1956 1961
William V. DDG Philadelphia Charlest 23 Jul 04 Nov
30 Sep 1991
Pratt 44 NSY on 1956 1961
DDG Charlest 10 Aug 07 Dec
Dewey Bath 31 Aug 1990
45 on 1957 1959
DDG Norfolk 16 Dec 09 May
Preble Bath 15 Nov 1991
46 1957 1960
DDG-51 ARLEIGH BURKE-class
The composition of the fleet is changing rapidly as modern ARLEIGH BURKE guided
missile AEGIS destroyers enter active commissioned service. The Navy considers the
newest Arleigh Burke-class destroyer to be its most capable and survivable surface
combatant. The DDG 51 was the first U.S. Navy ship designed to incorporate shaping
techniques to reduce radar cross-section to reduce their detectability and likelihood of
being targeted by enemy weapons and sensors. Originally designed to defend against
Soviet aircraft, cruise missiles, and nuclear attack submarines, this higher capability ship
is to be used in high-threat areas to conduct antiair, antisubmarine, antisurface, and strike
operations.
DDG 51s were constructed in flights, allowing technological advances during

construction. Flight II, introduced in FY 1992, incorporates improvements to the SPY
radar and the Standard missile, active electronic countermeasures and communications.
Flight IIA, introduced in fiscal year 1994, added a helicopter hangar with one anti-
submarine helicopter and one armed attack helicopter.
The initial ARLEIGH BURKE-class guided missile destroyers have a full load
displacement of 8,300 tons, are 506 feet in overall length and have a 62 foot beam. They
are driven by two shafts powered by four LM2500 engines. Their maximum speed is in
excess of 30 knots and they have a cruising range of 4,400 n. miles at 20 knots. The ships
complement is about 30 officers and 302 enlisted personnel.
All ships of this class have the AEGIS air defense system with the SPY-1D phased array
radar. They are armed with a 90-cell Vertical Launching System capable of storing and
rapidly firing a mix of Standard, Tomahawk, and Vertically Launched ASROC (VLA)
missiles for either Air Defense, Strike Warfare, or Anti-Submarine Warfare missions.
Other armament includes the Harpoon anti-ship cruise missile, the 5"/54 gun with
improvements that integrate it with the AEGIS weapon system, and the Phalanx Close-in
Weapon System for self-defense.
The AN/SPY-1D Phased Array Radar incorporates significant advances in the detection
capabilities of the AEGIS Weapons System, particularly in its resistance to enemy
Electronic Counter-Measures (ECM). The AEGIS system is designed to counter all
current and projected missile threats to the Navy's battle forces. A conventional,
mechanically rotating radar "sees" a target when the radar beam strikes that target once
during each 360 degree rotation of the antenna. A separate tracking radar is then required
to engage each target. In contrast, the computer-controlled AN/SPY-1D phased array
radar of the AEGIS system brings these functions together within one system. The four
fixed arrays of "SPY" send out beams of electromagnetic energy in all directions
simultaneously, continuously providing a search and tracking capability for hundreds of
targets at the same time. Using the SPY-1D and her Mark 99 Fire Control System, these
ships can guide vertically-launched Standard Missiles to intercept hostile aircraft and
missiles at extended ranges. To provide point defense against hostile air targets, the ships
are equipped with the Block 1 upgrade to the Phalanx Close-In-Weapons System
(CIWS).
The ARLEIGH BURKE Class is also equipped with the Navy's latest ASUW Combat
Systems. Land attack cruise missile capability is provided by Tomahawk Missiles, which
are launched from her Mark 41 Vertical Launching System (VLS). The MK 41 VLS is a
multi-warfare missile launching system capable of firing a mix of missiles against
airborne and surface threats. It is modular in design, with eight modules symmetrically
grouped to form a launcher magazine. The modules contain all the necessary components
for launching functions when interfaced with the ship's AEGIS Weapon System. VLS is a
product of Martin-Marietta. The shorter range Harpoon Anti-Ship Cruise Missiles have a
range in excess of 65 nautical miles which are fired from stand-alone launchers. The
5"/54 Caliber Gun, in conjunction with the Mark 34 Gun Weapon System, is an anti-ship
weapon which can also be used for close-in air contacts or to support forces ashore with
Naval Gun-Fire Support (NGFS).
The AN/SQQ-89 integrated ASW Suite is the most advanced anti-submarine warfare
system in the world today. The AN/SQR-19 Tactical Towed Array SONAR (TACTAS)
provides extremely long-range passive detection of enemy submarines, and the AN/SQS-
53C Hull-Mounted SONAR is used to actively and passively detect and locate submarine
contacts. The ships also have the capability to land the SH-60B LAMPS Mark III
Helicopter, which can link to the ship for support in the anti- submarine operations, as
well as conducting over-the-horizon targeting missions. These systems are supplemented
by the SLQ-32V(2) Electronic Warfare Suite, which includes passive detection systems
and decoy countermeasures.
A new, large, waterplane area hull form significantly improves seakeeping ability. The
hull form is designed to permit high speed in high sea states. The seakeeping hull form is
characterized by considerable flair and a "V" shape appearance at the waterline.
The DDG-51 Class engineering plant represents an improvement in US Naval gas turbine
power plant control systems. Aircraft derivative gas turbines are used for both propulsion
and ship service electrical power generation. A high degree of plant automation is
achieved by an interconnected system of control consoles. Four of these control consoles
are located in the Central Control Station (CCS) which is the nerve center of the DDG-51
Class engineering plant.
Four General Electric LM2500 Gas Turbine Engines (GTEs) provide ship's propulsion.
Each Engine Room contains two LM2500s, one propulsion reduction gear to convert the
high speed, low torque output of the gas turbine engine to low speed, high torque output
suitable to drive the propulsion shafting, and the related support systems and equipment.
The port shaft connects 2A and 2B GTEs in Main Engine Room #2 and the starboard
shaft connects 1A and 1B GTEs in Main Engine Room #1. When viewed from the stern,
the port shaft rotates counterclockwise and the starboard shaft clockwise, producing
outward propeller rotation. Since the GTEs cannot be reversed, the Controllable Pitch
Propeller (CPP) system provides ahead and astern thrust by hydraulically positioning the
pitch of the propeller blades.
Each of the three Gas Turbine Generator Sets (GTGS) is rated at 2500 KW and supplies
450 VAC, three-phase, 60 HZ power. #1 GTGS is located in Auxiliary Machinery Room
#1, #2 GTGS is located in Main Engine Room #2, and #3 GTGS is located in #3
Generator Room. The GTGS are separated from each other by three watertight bulkheads
for survivability. Each Gas Turbine Generator Set is comprised of an Allison 501-K34
Gas Turbine Engine, a module assembly, a reduction gear assembly, and a generator.
The DDG-51 Class ships are specifically constructed from a survivability-enhanced

design that affords passive protection to personnel and vital systems. This design
provides protection against underwater shock, nuclear air blasts, fragment incursions into
vital spaces, radar detection, electronic countermeasures, gun and missile attacks and a
Chemical, Biological and Radiological (CBR) attack. A comprehensive Collective
Protection System guards against nuclear, chemical, or biological agents. The ship's
damage control features and constructional design make the DDG-51 Class Destroyer the
most "survivable" surface ship in the world.
In the ARLEIGH BURKE Class, all-steel construction is used. Extensive top-side armor
is placed around vital combat systems and machinery spaces. The bulkheads are
constructed of steel from the waterline to the pilot house. The bulkheads are designed
with double-spaced plate construction for fragment protection. The frontal plate causes
fragments to break up and the backup plate stops the fragments from causing further
damage to the interior of the ship. Othe Aegis combat system equipment rooms are
protected by Kevlar shielding. And, topside weight is reduced by incorporating an
aluminum mast.
Acoustic, infrared, and radar signatures have been reduced, and vital shipboard systems
are hardened against electro-magnetic pulse and over-pressure damage. Sound isolators
or "shock absorbers" have been placed on the reduction gears, giving the ship an added
advantage when pursuing submarines. State-of-the-art propulsion and damage control
systems are managed by an all-new data multi-plexing system. Fire detectors and
increased AFFF and Halon protection add to improved survivability.
Ingalls Shipbuilding builds Aegis destroyers using modular techniques pioneered by the
shipyard in the 1970's, and refined during two decades of assembly line construction of
destroyers, cruisers, and amphibious assault ships. The ships also benefit from Ingalls'
pioneered efforts to integrate advanced computer technology into ship design and
construction. The design process for ships built at Ingalls is accomplished using a three-
dimensional Computer-Aided Design (CAD) system, which is linked with an integrated
Computer-Aided Manufacturing (CAM) production network of host-based computers and
localized minicomputers throughout the shipyard. Ingalls' system produces digital data
used by the CAM equipment to electronically direct the operation of numerically-
controlled manufacturing equipment cutting steel plates, bending pipe, and laying out
sheetmetal assemblies, and supporting other manufacturing processes. The technology
significantly enhances design efficiency, and reduces the number of manual steps
involved in converting design drawings to ship components, improving productivity and
efficiency.
During the construction of a DDG-51 destroyer, hundreds of subassemblies are built and
outfitted with piping sections, ventilation ducting and other shipboard hardware. These
subassemblies are joined to form dozens of assemblies, which were then joined to form
the ship's hull. During the assembly integration process, the ship is outfitted with larger
equipment items, such as electrical panels, propulsion equipment, and generators. The
ship's superstructure, or "deckhouse," is lifted atop the ship's midsection early in the
assembly process, facilitating the early activation of electrical and electronic equipment.
When the ship's hull integration was complete, the ship is moved over land via Ingalls'
wheel-on-rail transfer system, and onto the shipyard's launch and recovery drydock.
The Navy had 38 Arleigh Burke-class destroyers in its force, under construction, or under
contract as of April 21, 1997, and planned to procure an additional 19 destroyers through
the next decade, completing the 57 ship DDG-51 program by procuring the remaining
ships through fiscal year 2004. The Navy plans to build 12 ships between 1997 and 2001
which are planned to be delivered to the fleet without cooperative engagement or theater
ballistic missile defense capability.
DDG 51 class ships were originally planned to be procured at a rate of five per year. A
forty-five percent reduction in the procurement rate since the program began has resulted
in higher unit costs, lower efficiency, poor overhead planning, and questionable viability
of shipbuilders and key subcontractors. To mitigate the risks associated with industrial
base stability, the Navy proposes building at a more constant rate of three DDG 51s per
year. Completion of the Arleigh Burke destroyer program, along with the earlier
procurement of Ticonderoga-class cruisers, will allow the Navy to achieve a force of 84
Aegis-capable surface combatants by fiscal year 2010.
Congress appropriated $3.6 billion for construction of 4 new destroyers in fiscal year
1997 and gave the Navy authority to procure a total of 12 destroyers in fiscal years 1998
through 2001 using a multiyear acquisition strategy. In its biennial budget submission for
fiscal years 1998 and 1999, the Navy requested about $2.8 billion and $2.7 billion,
respectively, for a total procurement of six destroyers.
The FY 1999-2003 shipbuilding program included funds for 15 DDG-51-class
destroyers, achieving the procurement objective of 57 of these ships. Twelve of the 15
DDG-51s will be procured under a multiyear acquisition strategy approved by Congress
in the FY 1998 budget. The changes made to the shipbuilding program this year have
achieved a stable procurement rate of three DDG-51s per year in FY 1999-2003.
Advance procurement funds are programmed for FY 2001 to support the revised
acquisition profile and a possible extension of the multiyear plan that was approved in FY
1998.
The FY2001 Future Years Defense Program (FYDP) showed that the Navy plans to buy
only two DDG 51 destroyers per year over a three year period (fiscal years 2002 2004)
and two destroyers (one DDG 51 and one DD 21) in fiscal year 2005. The Navy's Arleigh
Burke (DDG 51) Class Industrial Base Study of 1993 stated that procurement of three
destroyers per year could only sustain the destroyer industrial base if some additional,
non-DDG 51 work, were available to each sipbuilder. The study also stated that at a rate
of two ships per year, a very substantial amount of non-DDG 51 work would be required
for each shipbuilder and risk to survival of one or both shipyards could be high. The
Navy testified that a proposal to build two DDG 51 ships per year would result in
potential reductions in shipyard workforces and the workforce skill mix, and that
maintaining the industrial base would be perilous. The Senate Armed Services committee
concurred with the Navy's assessment regarding the industrial base at the time of the
original study
Stretching out this procurement would cause reductions in workforce skill mix that will
result in higher costs for not only the DDG 51 ships, but also for other Navy work in the
shipyards that build DDG 51 ships. In fact, the FY2001 budget request showed a
dramatic cost increase of between $60.0 million and $100.0 million per ship when a
projected procurement rate of two DDG 51 ships per year was computed. Therefore,
buying six ships at a rate of two ships per year for three years would cost the taxpayers
between $360.0 and $600.0 million more than buying the same ships over a two year
period. The Navy appeared to be willing to pay this premium in an attempt to partially
accommodate the destroyer industrial base potential problems (three destroyers per year
are required to maintain the industrial base) caused by delaying DD 21 one year.
The Navy has documented over $1.4 billion in savings by buying three ships per year
under the multiyear procurement authority provided by Congress. Continuing the proven
economical rate of three ships per year and use of multiyear authority would save
additional taxpayer dollars on this program which the Navy intends to complete.
Therefore, the Senate Armed Services committee recommended an increase of $143.2
million in advance procurement for DDG 51 to achieve the maximum savings for the
taxpayer and to relieve some pressure on the shipbuilding account in future years. The
additional advance procurement, coupled with the savings to the taxpayer of buying six
ships in two years instead of three years, should result in procurement of six ships on a
two year multiyear contract for the approximate cost of five ships procured at a lower
rate.
Flight IIA
Class changes in production Flight IIA critical to littoral warfighting effectiveness

include the incorporation of embarked helicopters (SH-60R), an organic minehunting
capability and the introduction of area theater ballistic missile defense capability to
protect near coastal air-fields and seaports essential to the flow of forces into theater in
time of conflict.
The first 28 Arleigh Burke-class destroyers have a helicopter deck but no hanger or
embarked helicopters. Ships in production Flight IIA, starting with USS OSCAR
AUSTIN (DDG-79), also have landing and hangar facilities for operation of two multi-
purpose Light Airborne Multipurpose System LAMPS MK III helicopters. This
capability will be added for the remaining 29 ships of the class. The modifications require
removal of Harpoon missile capability. The addition of a helicopter hangar and the
upgraded baseline 6.1 AEGIS Combat System are two of the most significant upgrades.
Also beginning with this ship, the number of VLS cells will be increased from 90 to 96,
and the Phalanx close-in weapon system will be replaced by vertical-launched the North
Atlantic Treaty Organization (NATO) Evolved Sea Sparrow missiles when they become
available.
The construction of the helicopter hangar is the most visible change for this new
generation of AEGIS Destroyers. Located aft of the after Vertical Launching System
(VLS), the hangar will be large enough to accommodate 2 SH-60F helicopters, support
equipment, repair shops and store rooms. Modifications were also made for additional
crew required for a helicopter detachment to deploy with the ship. As a result of the
increased elevation of the after section of the ship, the aft facing AN/SPY-1D arrays were
raised 8 feet to provide visibility over the hangar.
The ship's Recovery, Assist, Securing, and Traversing (RAST) system is utilized to move
the helicopter into and out of the port and starboard hangars. Helicopter facilities
including the following: dual hangars with bridge cranes and Navy standard helo hangar
doors, Helo Control Station, RAST Control Station, Torpedo, Missile and Rocket
Magazine with bridge crane and weapons hoist, Landing and Helo In-Flight Refueling
(HIFR) facilities for LAMPS MK III SH-60B helicopters. VLA lighting, Stabilized Glide
Slope Indicator (SGSI)/ Wave-Off Light System (WOLS) and Horizon-reference set are
included. The deck aft is designed for Level I, Class 1, 2A, 4 (Type 2), and 6
Certification, and for RAST operations. Facilities on the bow are designed for Level III,
Class A (Type 1) certification.
Starting with Winston Churchill (DDG 81), DDGs will have the 5"/62 cal. gun and dual
SH-60R helicopter facilities. They also will have LASM, NFCS and Link 16. The
forward fit of the 5 inch 62 caliber gun aboard DDG81, USS WINSTON S.
CHURCHILL (DDG81), which commissions in 2001, marks the beginning of the
evolution of the highly successful ARLEIGH BURKE class destroyer design to meet the
rapidly expanding littoral warfighting mission. McCampbell (DDG 85) marks the
introduction of Navy Area TBMD capability aboard DDGs.
The Navy will begin deployment of the remote minehunting vehicle system on a select
number of Arleigh Burke class Flight IIA destroyers beginning in 2005. One of the
greatest threats to today’s naval battlegroup is mines. In fact, of the 18 U.S. Navy ships
destroyed or damaged in conflicts since 1950, mines caused no fewer than 14 of those
casualties. To give the modern battlegroup the optimum chance of survival in hostile
"brown water" regions, the Program Executive Office for Mine & Undersea Warfare
(PEO MUW) began the development of an organic mine-hunting capability to be carried
aboard the Navy’s Aegis destroyers. These ships are traditionally among the first surface
combatants to enter the littorals ahead of a battlegroup. Once launched from the host ship,
the vehicle deploys a towed variable depth sensor (VDS) designed to detect, localize,
classify and identify moored and bottom mines in deep and shallow water. The 23-foot
long vehicle searches for the mines under the surface of the water. A streamlined
combination snorkel and antenna mast, which draws air to the vehicle’s 370 hp Cummins
diesel engine, will be its only visible feature above the surface. The remote minehunting
vehicle can search for mines autonomously along a pre-programmed track, or can be
controlled manually in real-time from the host ship by a single operator. All control and
display functions will be integrated with the ship’s AN/SQQ-89 undersea warfare combat
system, with mine contact data linked to the Aegis combat system.
The Navy intends to incorporate the ideas and technologies from Smart Ship into all 27
of its Ticonderoga class cruisers and 25 Arleigh Burke-class destroyers, starting with
DDG 83. These ideas bring automation to maintenance, engineering, damage control, and
bridge functions, saving the Navy money.
In early 1996 Bath Iron Works, the lead design yard for DDG-51 Flight IIa, awarded a
contract to York International to manufacture 200-ton HFC-134a centrifugal compressor
air-conditioning (AC) plants for DDG-83 and follow-on ships. This will be the first
installation of the Navy's newly developed ozone-friendly AC plant. Each ship will
receive four plants. This plant, in addition to using an ozone-friendly refrigerant, offers
significant improvements over the CFC-114 AC plants currently used on DDG-51-class
ships.
DDG 51 Upgrades
The DDG 51 baseline upgrade plan incrementally improves DDG 51 systems in a time
phased manner. These improvements are centered on currently planned upgrades
included in Aegis Baseline 6 Phase III, Baseline 7 Phase I, Baseline 7 Phase II, and
selected implementation of Smart Ship technologies. Some of these capabilities are
planned for backfit into CG 47 class ships. The Navy plans to upgrade the ship’s
multifunctional phased array radar to improve its capabilities while operating in littoral
environments and add new capabilities to permit sharing targeting data with other Navy
and joint sensors and defend against theater ballistic missiles.
Navy destroyers have historically been retired by 30 years of service. In recent force
planning for ships, the Navy uses notional estimated service lives of 35 years for Aegis-
capable cruisers and all current classes of destroyers.
Specifications
4 - LM2500 GE Marine Gas Turbines (100,000 shp)
3 Allison 2500 KW Gas Turbine Generators
Power Plant 2 Shafts with CRP (Controllable Reversible Pitch)
Propellers
2 Rudders
Length FLIGHT I FLIGHT IIA
505 feet overall
466 feet (142 509.5-513.0 feet overall
meters)waterline
Beam Max 66 Feet
waterline 59 feet (18 meters)
Navigational Draft 31 feet
Displacement FLIGHT I FLIGHT IIA
8,300 tons full load 9,192-9,217 tons full load
Speed 31 knots (36 mph, 57 kph)
Aircraft FLIGHT I FLIGHT IIA
None. LAMPS III
Two multi-purpose Light
electronics installed on Airborne Multipurpose
landing deck for
System LAMPS MK III
coordinated DDG 51/helo
helicopters
ASW operations
Armament FLIGHT I FLIGHT IIA
Two MK 41 Vertical Two MK 41 Vertical
Launching Systems (90 Launching Systems (96
Cells) Cells)
[Standard missile and [Standard missile and
Tomahawk ASM/LAM] Tomahawk ASM/LAM]
(NATO) Evolved Sea
Two MK 15 MOD 12 Sparrow
20mm Close-in-Weapons
Systems (Phalanx
Mounts)
Two Harpoon Anti-

shipping Missile
Quad Canisters
One MK 45 MOD 1 5"/54 caliber Gun Mount
(lightweight gun)
Two MK 32 MOD 14 Triple Torpedo Tubes (six MK
50/46 Torpedoes)
SENSORS FLIGHT I FLIGHT IIA
AN/SPY-1D 3-D Radar
AN/SPS-67(V)3 Radar AN/SPY-1D 3-D Radar
AN/SPS-64(V)9 Radar AN/SPS-67(V)3 Radar
AN/SQS-53C(V) Sonar AN/SPS-64(V)9 Radar
AN/SQQ-28(V) LAMPS AN/SQS-53C(V) Sonar
III AN/SQQ-28(V) LAMPS
AN/SQR-19(V) TACTAS III
Sonar
ESM/ECM AN/SLQ-32(V)3
AN/SLQ-25A NIXIE Torpedo Countermeasures
MK 36 MOD 6 Decoy Launching System (6
Launchers)
FIRE CONTROL MK116 MOD 7 Underwater Fire Control System
AN/SWG- I A (V) Harpoon Launcher Control System
AN/SWG-3A TOMAHAWK Weapon Control System
EXTERIOR  LF through HF Receive,10 kHz - 30 MHz
COMMUNICATIONS R-1051 H/URR; twelve receivers
R-2368 H/URR; three receivers
 HF Transmit; 2-30 MHz / AN/URT-23D; nine
transmitters
 VHF Transmit and Receive, 30-162 MHz
AN/GRR-211; two transceivers for non-secure
voice
ANNRC-46A; two FM transceivers for secure
voice
AN/URC-80 (V)6; one transceiver for bridge-
to-bridge communications
 UHF Transmit and Receive, 220-400 MHz
AN/URC-93 (V)1; two transceiver for Link 4A
AN/WSC-3 (V)7,11; fourteen transceivers
AN/WSC-3 (V)11, have-quick transceiver
 SATCOM Transmit and/or Receive
AN/SSR-1A; one receiver for fleet broadcast
ANNWSC-3A (V)3; five transceivers for
digital voice
 Infra-Red, Transmit and Receive
AN/SAR-7A; two IR Viewers
 Land Line Terminations, Transmit and/or
Receive
AN/SAT-2B, one IR Transmitter
Single Channel DC Secure TTY
 Telephone Special Communications Channel
AN/USQ-69 (V)7; OTCIXS
AN/USQ-69 (V)8; TADIXS
AN/SYQ-7 (V)5 and AN/USQ-69 (V)6;
NAVMACS/CUDIX
AN/USQ-83 (V) and AN/USQ-125 (V); Link
11
AN/SSW-1 D; Link 4A
AN/SRQ-4; HawkLink (LAMPS MK III)
AN/ARR-75 Sonobouy antenna
Navigational AN/WSN-5 Inertial Navigation System
Equipment AN/WRN-6
ANISRN-25 (V)
MK 4 MOD 2 Underwater Log
MK 6 MOD 4D Digital Dead Reckoning
Tracer
AN/URN-25 TACAN
AN/SPS-64 (V) 9 I Band Radar
Navy Standard No. 3 Magnetic Compass
Chronometer Size 85
Flux Compass
Replenishment-at-Sea CONREP fore and aft
VERTREP fore and aft
Boat Handling and Two MK 6 rigid inflatable boats (RHIB), 18 person
Stowage capacity with slewing arm davit
Fifteen (15) twenty-five person encapsulated
lifeboats
Stability Design for ship stability includes the following
consideration:
Intact Stability
100 knot beam wind in all loading conditions
Damage Stability
15% length of hit criterion
Crew FLIGHT I FLIGHT IIA
32 Officers, 348 enlisted
(including helicopter
23 officers, 300 enlisted
detachment of 4 officers
and 14 enlisted)
Departments Administration
Combat Systems
Engineering
Navigation
Operations
Supply
Weapons
Unit Operating Cost $20,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Numbe Builde Homeport Ordere Commission Decommission
Name
r r d ed ed
FLIGHT I
Arleigh Burke DDG 51 Bath Norfolk 1985 04 Jul 1991 2026
Barry DDG 52 Ingalls Norfolk 1987 12 Dec 1992 2027
John Paul Jones DDG 53 Bath San Diego 1987 18 Dec 1993 2028
Curtis Wilbur DDG 54 Bath Yokosuka 1989 19 Mar 1994 2029
Stout DDG 55 Ingalls Norfolk 1989 13 Aug 1994 2029
John S. McCain DDG 56 Bath Yokosuka 1989 02 Jul 1994 2029
Mitscher DDG 57 Ingalls Norfolk 1989 10 Dec 1994 2029
Laboon DDG 58 Bath Norfolk 1989 18 Mar 1995 2029
Pearl
Russell DDG 59 Ingalls 1990 20 May 1995 2030
Harbor
Pearl
Paul Hamilton DDG 60 Bath 1990 27 May 1995 2030
Harbor
Ramage DDG 61 Ingalls Norfolk 1990 22 Jul 1995 2030
Fitzgerald DDG 62 Bath San Diego 1990 14 Oct 1995 2030
Stethem DDG 63 Ingalls San Diego 1990 21 Oct 1995 2030
Carney DDG 64 Bath Mayport 1991 13 Apr 1996 2031
Benfold DDG 65 Ingalls San Diego 1991 30 Mar 1996 2031
Gonzalez DDG 66 Bath Norfolk 1991 12 Oct 1996 2031
Cole DDG 67 Ingalls Norfolk 1991 08 Jun 1996 2031
The Sullivans DDG 68 Bath Mayport 1992 19 Apr 1997 2032
Milius DDG 69 Ingalls San Diego 1992 23 Nov 1996 2032
Pearl
Hopper DDG 70 Bath 1992 06 Sep 1997 2032
Harbor
Ross DDG 71 Ingalls Norfolk 1992 28 Jun 1997 2032
FLIGHT II
Mahan DDG 72 Bath Norfolk 1992 14 Feb 1998 2033
Decatur DDG 73 Bath San Diego 1993 29 Aug 1998 2033
McFaul DDG 74 Ingalls Norfolk 1993 25 Apr 1998 2033
Donald Cook DDG 75 Bath Norfolk 1993 04 Dec 1998 2033
Higgins DDG 76 Bath San Diego 1993 24 Apr 1999 2034
Pearl
O'Kane DDG 77 Bath 1994 23 Oct 1999 2034
Harbor
Porter DDG 78 Ingalls Norfolk 1994 10 Mar 1999 2034
FLIGHT IIA
Oscar Austin DDG 79 Bath Norfolk 1994 19 Aug 2000 2034
Roosevelt DDG 80 Ingalls Mayport 1995 14 Oct 2000 2035
Winston
DDG 81 Bath Norfolk 1995 2000 2035
Churchill
Lassen DDG 82 Ingalls building 1996 Apr 2001 2036
Howard DDG 83 Bath San Diego 1996 2001 2036
Bulkeley DDG 84 Ingalls Norfolk 1996 2001 2036
McCampbell DDG 85 Ingalls building 1996 2001 2036
Shoup DDG-86 Ingalls authorized 1997 2002 2037
Mason DDG-87 Bath authorized 1997 2002 2037
Preble DDG-88 Ingalls authorized 1997 2002 2037
Mustin DDG-89 Ingalls authorized 1998 2002 2037
Chaffee DDG-90 Bath authorized 1998 2003 2038
Pinckney DDG-91 Ingalls authorized 1998 2003 2038
Momsen DDG-92 Bath authorized 1998 2003 2038
Chung-Hoon DDG-93 Ingalls authorized 1999 2004 2039
DDG-94 Bath authorized 1999 2004 2039
DDG-95 Ingalls authorized 1999 2004 2039
DDG-
Ingalls authorized 2001 2006 2041
100
DDG-
Bath authorized 2001 2006 2041
101
DDG- Ingalls authorized 2002 2007 2042
102
DDG-
2002 2007 2042
103
DDG-
2002 2007 2042
104
DDG-
2003 2008 2043
105
DDG-
2003 2008 2043
106
DDG-
2003 2008 2043
107
NOTE: In 1997 DDG-89 through DDG-101 were authorized in FY1998 Multi-Year
Procurement to be incrementally funded through appropriations in subsequent years.
FLIGHT I
FLIGHT IIA
DD-21 Zumwalt
The DD-21 Zumwalt-class Land Attack Destroyer replaces the
DD 963 and FFG 7 Classes of destroyer and frigate in today's
inventory. The DD 21 System will provide an advanced level of
land attack in support of the ground campaign and contribute to
naval, joint and combined battlespace dominance in littoral
operations. The DD 21 will be a true fleet destroyer, capable of
handling any mission that a Fleet commander might ask, from key
wartime missions in land attack and undersea warfare to the
equally important presence missions, noncombatant evacuations,
escort, and diplomatic missions that have been closely associated
with Navy destroyers for almost a century.
Like today's Arleigh Burke-class guided-missile destroyers, DD

21 will be a multi-mission ship, capable of providing forward presence and deterrence,
and operating as a vital part of naval, joint and combined maritime forces to gain
battlespace dominance in littoral operations. But unlike today's destroyers, DD 21's
primary mission will be land attack support for ground forces. Armed with 5-inch/62
extended range guided munitions and 155mm Howitzers, the ship will provide naval
gunfire support up to 100 miles inland. A land attack missile system will extend support
between 100 and 200 miles. Tactical Tomahawk missiles will be able to reach targets
from 200 to 1,600 nautical miles.
DD 21 will have the most advanced undersea warfare combat systems ever installed on a
surface combatant. The ship's hangar will house attack helicopters as well as a system of
unmanned aerial vehicles (UAV). In concert with other ships, DD 21 will contribute
surveillance and force to establish and maintain local air superiority.
The DD 21 program emphasizes more than just improved offensive and defensive
capabilities. Because DD 21's design will incorporate only the most advanced systems
and materials on the market today, ships of the class can remain battle-ready with
minimal maintenance and greatly reduced manpower. Design characteristics such as
submarine-like survivability and a significantly reduced radar signature, achieved through
a fully integrated topside design, will significantly expand the mission of the surface
combatant.
As with previous destroyer designs, DD 21 will be focused on the key mission areas
facing the nation and the Navy during its design phase. The Navy believes it needs a
destroyer that is capable of exceptional performance in the littoral regions of the world
and one that can provide significant support to forces ashore. As a result, DD 21 must
excel in mission areas that include land attack and maritime dominance. DD 21 will
provide an advanced level of land attack in support of the ground campaign, while
contributing to naval, joint, and combined battlespace dominance in littoral operations.
Given the large inventory of upgraded CG 47 and new DDG 51 Class ships that will be in
the fleet by the time the first few DD 21 class ships begin to join the fleet after 2008, a
robust self defense capability in air defense will be sufficient for this ship.
The DD 21 ships must possess the operational flexibility to meet the multimission
forward presence and war-fighting requirements of the littoral environment and employ
self defense against the threats documented in the 21st Century Surface Combatant
Program System Threat Assessment Report. The DD 21 ships must also be capable of
taking advantage of and maintaining the benefits of the military revolution stimulated by
the rapid advances in information and information related technologies and exploit them
through automation and system architectures capable of disseminating information to
widely dispersed and dissimilar units to achieve an overall dominant maneuver concept
of operations, as outlined in Joint Vision 2010 and concepts for future joint operations.
Beginning with the first ship award in 2004, the Navy plans to acquire 32 DD 21s at a
rate of three ships per year, each with an expected service life of 35 years. The lead ship
is expected to be delivered to the Navy in 2008, with subsequent production timed to
coincide with the conclusion of production of the DDG-51 class. The DD 21s will enter
the Fleet as the Spruance (DD-963)-class destroyers (31 ships commissioned from 1975
to 1983) and the Oliver Hazard Perry (FFG-7)-class frigates (51 ships commissioned
from 1977 to 1989) retire, sustaining the 116-ship surface combatant force level validated
by the 1997 Quadrennial Defense Review.
According to the FY2001 Authorization Conference Report of 13 October 2000, it is the
sense of Congress that there are compelling reasons for starting the program for
constructing the DD 21 destroyer during fiscal year 2004 with available procurement
funds and continuing with sequential construction of DD 21 class destroyers during the
ensuing fiscal years until 32 DD 21 class destroyers have been constructed. The Report
also noted that the establishment of a stable configuration for the first 10 DD 21 class
destroyers should enable the construction of those ships with the greatest capabilities at
the lowest cost.
The Secretary of Defense was directed to submit to the Committees on Armed Services
of the Senate and the House of Representatives, not later than April 18, 2001, a report on
the Navy's plan for the acquisition and maintenance of DD 21 class destroyers. The report
shall include a discussion of commencing construction of the first destroyer in that class
during fiscal year 2004, with delivery of the completed ship during fiscal year 2009, and
delaying commencement of construction of the next destroyer in that class until fiscal
year 2006. The other alternative to be considered was commencing construction of the
first destroyer in that class during fiscal year 2005 (rather than fiscal year 2004), with
advance procurement during fiscal year 2004 and delivery of the completed ship during
fiscal year 2010, and delaying commencement of construction of the next destroyer in
that class until fiscal year 2007 (rather than fiscal year 2006).
The DD 21 achieved Milestone I with the signing of the Acquisition Decision

Memorandum (ADM) by Dr. Gansler, USD (A&T), on 12 January 1998. The Navy
released the DD 21 formal solicitation 24 March 1998 with proposals due 22 May 1998.
This solicitation is unique in that it departs from using traditional Federal Acquisition
Regulations and Defense Federal Acquisition Regulation contract clauses. This approach
will provide greater market competition for DD 21 development, increased industry
innovation, and decreased Navy oversight in the early phases, among other advantages.
There are only two shipbuilders building the DDG 51 Class. The Navy believes that there
are more than two shipbuilders capable of building future surface combatants. The
shipyard concept is to have two shipbuilders on board for the completion of systems
design (Phase III) and detailed design and construction of the DD 21 lead ship (Phase IV
and V) so that both shipbuilders will have input in the design and both will have the
knowledge to build DD 21’s. The Navy desires long term shipbuilder competition
throughout the 32 ship construction period.
The Navy has established a new Program Executive Office (PEO) responsible for
producing the DD 21 System including associated systems, which is organizationally
independent and is focused on obtaining the most innovative design that meets the DD 21
Objectives. The DD 21 Collaborative Engineering Data Center (CEDC) is located at
NSWCDD, Dahlgren, VA. The primary function of the CEDC is to provide a facility in
which Industry can research government information and data. It is not a facility where
analytical and engineering product development will occur.
The Navy desires to maximize industry innovative solutions for DD 21. Accordingly,
there has been no determination to use DDG 51 designs, solutions, processes, systems or
shipyards. Rumors to the contrary, the Navy states that there is no "DDG 51 Class
Transition" program under which later DDG 51 class ships would be configured to
accommodate DD 21 mission systems and would perhaps then evolve to become the DD
21 Class. There is no plan, proposal, or program under consideration that causes DDG 51
ships to meet DD 21 requirements. There is a DDG 51 baseline upgrade plan that
incrementally improves DDG 51 systems in a time phased manner. These improvements
are centered on currently planned upgrades included in Aegis Baseline 6 Phase III,
Baseline 7 Phase I, Baseline 7 Phase II, and selected implementation of Smart Ship
technologies. Some of these capabilities are planned for backfit into CG 47 class ships.
The Navy is currently evaluating the benefits of incorporating other programs into this
DD 21 acquisition, including the following:
 Advanced Computing - 21 (ADCON-21)

 Vertical Gun for Advanced Ships (VGAS)
 Multi-function Radar (MFR)
 Under Sea Warfare -21 (USW-21)
 Naval Surface Fire Support Weapon Control System (NWCS)
 Integrated Propulsion System (IPS)
 Volume Search Radar (VSR)
 Integrated Topside Design (ITD)
It is envisioned that the decision to incorporate some or all of these programs into the DD
21 acquisition will occur during Phase I, and will be implemented into each of the
Contractor's agreement during the later part of Phase I or the beginning of Phase II.
The Navy has incorporated the Maritime Fire Support Demonstrator (MFSD) lessons
learned into the DD 21 program. This included transferring the MFSD contract
deliverables and the bulk of the people working on MFSD to the DD 21 Program Office.
Analysis of all three Maritime Fire Support Demonstrator proposals has been completed,
and the good aspects of the program, of which there were many, are being incorporated in
the DD 21 and CVX programs. The Navy incorporated the MFSD lessons learned into
the DD 21 program. Besides transferring all of the contract deliverables and most of the
personnel supporting the MFSD program to the DD 21 Program Office, the Navy also
incorporated key MFSD precepts into the DD 21 acquisition strategy including:
 Early industry involvement to reduce life-cycle costs and to focus contractor

expertise on total ship integration.
 The use of Section 845 contracting strategy to encourage Industry participation
and innovation.
 Employment of state-of-the-art engineering tools for Modeling and Simulation
and Computer Aided Design (CAD) to explore the effects of alternative system
characteristics on system performance and life cycle cost.
 Extensive use of commercial components to meet the cost effectiveness
requirements levied on the program.
 Integration of industry risk mitigation techniques along with an appropriate mix
of at-sea and land-based testing.
 Use of "Cost as an Independent Variable" (CAIV) principles to ensure meeting
the cost and affordability goals of the program.
The Navy has completed a review of the MFSD industry team proposals, and has
determined that a significant number of the technical concepts used for MFSD are also
applicable to DD 21. Two examples are revolutionary manning and signature reduction
initiatives. Although the MFSD program was not afforded the opportunity to demonstrate
these and other innovative technologies at sea, the effort pursued for MFSD supports the
requirements levied upon for DD 21.
Cost is a key factor in the design of these ships. Projected shipbuilding budgets, declining
operations and maintenance budgets, coupled with plans to recapitalize submarine,
aircraft carrier, and logistics fleets in the early 21st Century dictate that DD 21 must be
an affordable ship to build and operate. This has led the Navy to seek, and find, new
approaches to ship design and acquisition and apply them to DD 21. The DD 21 program
is fostering increased industry involvement and enhanced opportunities for industry
competition through use of innovative acquisition strategies and is currently considering
use of Section 845/804 authority for the first portion of the DD 21 development process.
The surface combatant acquisition community has been completely reorganized to allow
for this, and the Navy's FY 2000 budget request will show a significant realignment of
DD 21 funding request as the full effects of the revolutionary acquisition strategy for DD
21 take effect. Competitive industry involvement is critical to the success of this
program, and the Navy is working closely with the Office of the Secretary of Defense to
foster a competitive environment.
The cost savings that can be derived from the DD 21 class destroyers include
 savings in construction costs that would result from achievement of the Navy's
target per-ship cost of $750,000,000 by the fifth ship constructed in each
construction yard;
 savings that would result from the estimated reduction of the crews of destroyers
by 200 or more personnel for each ship; and
 savings that would result from a reduction in the operating costs for destroyers by
an estimated 70 percent.
To implement Cost as An Independent Variable (CAIV) in order to achieve an

Operations and Support (O&S) cost of $2,700 or less per hour underway and a
production Objective/Threshold cost of $650/$750 million for the fifth DD 21 System in
FY 96 dollars. For a year of ship operation, 3,274 hours are steaming hours underway and
1,886 hours are steaming hours in port, the remaining hours are hours in port in which
"hotel" services are provided. For the $650/$750M targets, assumptions for the timing
and procurement rates for buying these ships are a quantity of 32 DD 21s, at a rate of
three per year beginning one year after the lead ship award.
In June 1998, teaming arrangements under which two competing total ship concepts and
designs will be produced for DD 21. Bath Iron Works Corp. has been selected by the DD
21 Alliance to lead the Alliance. Two competing teams will perform the work: the "blue
team" led by Bath Iron Works with Lockheed Martin Government Electronics Systems
and the "gold team" led by Ingalls Shipbuilding with Raytheon Systems Co. and United
Defense Limited Partnership.
While on competing teams to determine a ship design and systems integrator, Ingalls and
Bath will share equally in the construction of the ships, once a design is chosen from the
two teams. Ingalls and Bath will lead the teams with their respective systems integrator
partners, however, each shipyard will have a small contingent representation on the
other’s team. This process, the Navy said, is designed to ensure that efficiency and
producibility during ship construction will be properly considered as part of the design
process.
In July 1998 the Navy’s Shipbuilder Alliance of Ingalls and Bath will submit a detailed
competition plan for the two competing teams and a proposal for the initial phase of the
DD 21 program. Each competing team will be awarded approximately $105 million over
a three-year period to complete a system concept design, initial systems design, and a
virtual prototype of the team’s total ship concept. At the end of the initial design period,
the Navy will select one team’s concept for continued development, design, and eventual
ship production.
DD 21 will be a multi-mission destroyer tailored to maritime dominance and land attack

missions. Contract award is planned for 2004 with delivery in 2008. CG 21 will be a fully
capable next generation air dominance cruiser to replace today’s AEGIS Cruisers. DD 21
will be designed with the necessary growth capacity to accommodate the additional
missions of CG 21. This common design, along with an open systems architecture, will
facilitate affordable and flexible mission upgrades to ensure this family of ships remains
mission capable over its full service life.
DD 21 will be an offensive, multi-mission destroyer capable of operating independently

or with a Naval, Joint, or combined task force. The ship’s offensive, land attack
orientation is being engineered and balanced with traditional multi-mission surface
combatant capabilities that will be needed for DD 21 to dominate the maritime
battlespace. While tailored for land attack, the ship’s ultimate mission is to fight and win
any battle...open ocean or littoral.
DD 21 is the first U.S. Navy surface combatant founded entirely upon 21st century
strategic concepts set forth in policy documents such as the Chairman of the Joint Chiefs
of Staff’s Joint Vision 2010 and the Navy-Marine Corps’ Forward . . . From the Sea and
Operational Maneuver from the Sea publications. Collectively, these concepts emphasize
seamless interoperability, information superiority, and precision firepower to enable
battlespace dominance and to influence operations ashore, directly and decisively. DD 21
will feature two primary operational capabilities: Land Attack and Maritime Dominance.
Armed with a wide array of land attack weapons, including a next-generation naval gun
system, DD 21 will provide precise, sustained, and distributed (i.e., geographically
dispersed) naval fires over a wide area in support of expeditionary forces ashore
operating deep inside the littoral nation’s territory. The Navy and its Industry partners are
developing revolutionary land attack weapon systems and technologies for naval surface
fire support, battlefield interdiction, and strike warfare in support of the Operational
Maneuver from the Sea strategic concept.
DD 21’s Advanced Gun System will provide the volume of fires and sustainability,
improved lethality, and increased range needed for 21st century warfare. It will provide
extremely accurate sustained fires using precision-guided Naval and Joint Service
munitions with nearly 10 times the range of current shipboard guns. Built by United
Defense, the advanced gun will meet the Marine Corps surface fire support requirements.
Additionally, the gun system will support other DD 21 requirements:
 Reduced manning: The advanced handling system will be fully automatic and
unmanned.
 Reduced signatures: The gun design, with its above deck structure, will meet the
stealth requirement of DD 21.
 Reduced O&S Costs: The entire system will have reduced maintenance
requirements.
The Advanced Gun System will expand on the Army and Marine Corps 155MM gun and
will leverage existing ordnance technologies (e.g., 5” ERGM, Army XM982 155MM
projectile, SADARM / Unitary warheads, Army Crusader program). United Defense
recommended a traditional pointing gun for DD-21 and the Navy concurred. The Navy
decided against a vertical gun for DD-21 in part because "stealth" technologies can
reduce the signature of a traditional pointing gun mount and because a vertical gun would
not always meet the 100-nm range requirement. Among other disadvantages, the vertical
gun would have a shorter range and its projectiles would take longer to reach their target.
Plans now call for a fully automated pointing gun firing 12 rounds per minute. Associated
with the gun are gunfire control functionality integrated into the DD 21 Total Ship
Computing Environment (TSCE), an automated magazine, and low-radar and IR
signatures for the gun and barrel. AGS design includes a family of 155mm extended
range guided projectiles with warheads matched to the projected land attack target set.
Efforts are underway to achieve as much commonality as possible with US Army 155mm
projectiles.
Another DD 21 primary operational capability is maritime dominance - the seagoing

component of Joint Vision 2010’s tenet of dominant maneuver. Maintaining maritime
dominance demands better situational awareness, full spectrum offensive engagement
capability, robust self defense, and sufficient mobility to employ multi-dimensional
forces to provide a decisive advantage over an enemy at sea. Maritime Dominance is a
prerequisite for land attack operations which allows naval forces to first control and then
extend the littoral battlespace inland. The effect is to provide Joint and combined forces
unimpeded access to strategic and tactical areas of interest ashore. DD 21 will establish
and maintain superiority over the surface, subsurface, and local air battlespace by
performing a variety of maritime missions including air, surface, submarine, mine, and
special warfare, and other fleet support operations.
For air dominance, DD 21 will employ a leading edge radar suite tailored for littoral
operations. This radar suite combined with surface-to-air missiles and cooperative
engagement capability will support the requirement to establish and maintain local area
air superiority. The Multi-function Radar (MFR) is a key part of the next generation
AAW System. As low elevation air threats continue to evolve in capability, advances in
radar technologies become essential to support operational and manning requirements.
MFR, to be designed and built by Raytheon Systems Corporation, is a solid state active
array radar system. This radar is more than a cruise missile defense radar. It must provide
ulti-function surveillance that can meet the performance requirements in all related
mission areas. The Volume Search Radar (VSR) will complement the MFR. It will
provide situational awareness, air control, track identification and counter battery locating
data. The VSR will provide cue quality track data to the MFR and complement MFR for
ship self defense.
DD 21 will operate and support LAMPS helicopters and remote minehunting systems as
well as broadband sonars. These organic systems will support a variety of littoral
missions including battlespace surveillance, over-the-horizon identification and targeting,
in-stride mine avoidance, and localization and destruction of enemy submarines.
To improve survivability in this complex and dynamic environment, DD 21 will be

designed with “stealth” technologies to reduce its visual, radar, infrared, acoustic, and
magnetic signatures. DD 21 will have an integrated topside design with an advanced
superstructure and advanced multi-function apertures. In addition to improving self-
defense, DD 21’s revolutionary signature reduction will greatly enhance its offensive
capabilities by allowing it to operate closer to shore despite threat conditions. The unique
notional DD 21 hull form is a dramatic visual representation of the vastly reduced
signatures envisioned for this combatant. As the first U.S. warship to incorporate an
integrated approach to signature reduction, DD 21 is the critical bridgehead for
development of these technologies. While specific types of signature-reducing
technologies will not be disclosed until the Navy downselects to one industry team ship
design concept in 2001, requirements to reduce DD 21's radar signature necessitate an
integrated topside design (i.e. reduced signatures through the use of an advanced
superstructure incorporating embedded multi-function apertures for antenna and
electronic systems). The ship design will also likely include radical composite
construction materials, some radar absorbing materials, and optimized hull shaping both
above and below the waterline. Extensive attention will also be given to acoustic quieting
and degaussing for both equipment and propulsion systems. The integrated power system
is expected to provide substantial quieting capability.
Technologies being developed for potential inclusion in a damage-tolerant DD 21 design

include a shock-resistant hull, a robust electrical power distribution system, and an
integrated magazine protection system. DD 21 survivability performance must support
damage control operations in a reduced manning environment. This may be satisfied with
advanced automation, sensors and control, and systems such as robotic fire-fighting.
Automated systems will be used to pre-configure and reconfigure systems for combat;
monitor equipment status; and detect and counter smoke, fire and flooding.
Integrated Power System (IPS) is the all-electric architecture for future ships, providing
electric power to the total ship (propulsion and ship service) with an integrated plant. IPS
offers reduced costs of ownership, reduced construction costs, improved survivability,
and greater architectural flexibility. The Integrated Power System (IPS) will provide total
ship electric power, including electric drive, for all future surface ships including surface
combatants, amphibious, auxiliary, and command ships. Near term ship targets include
but are not limited to DD21, CG 21, JCC(X), and LH(X), with potential application to
future flights of LPD 17. The electric power system must meet individual ship
requirements, support all ship systems, and be able to support operations for as long as
the ship remains afloat. These ships must operate wherever required, particularly in
littoral waters, to enable joint maritime expeditionary force operations and project precise
strike power ashore.
Specifications
Builder
Power Plant Integrated Power System (IPS)
Length feet
Beam feet
Draft feet
Displacement tons
Capacity
Speed knots ( mph)
Crew Threshold: 150
Objective: 95
[vice traditional = 440]
Aircraft
Ships
Numbe Homepor Ordere Commissione Decommissione
Name Builder
r t d d d
Zumwal DD-21 Bath/Ingall 2004 2008 2049
t s
Bath/Ingall
DD-22 2005 2009 2050
s
DD-23 Ingalls 2005 2009 2050
DD-24 Bath 2005 2009 2050
DD-25 Ingalls 2006 2010 2051
DD-26 Bath 2006 2010 2051
DD-27 Ingalls 2006 2010 2051
DD-28 Bath 2007 2011 2052
DD-29 Ingalls 2007 2012 2052
DD-30 Bath 2007 2012 2052
DD-31 Ingalls 2008 2013 2053
DD-32 Bath 2008 2013 2053
DD-33 Ingalls 2008 2013 2053
DD-34 Bath 2009 2014 2054
DD-35 Ingalls 2009 2014 2054
DD-36 Bath 2009 2014 2054
DD-37 Ingalls 2010 2015 2055
DD-38 Bath 2010 2015 2055
DD-39 Ingalls 2010 2015 2055
DD-40 Bath 2011 2016 2056
DD-41 Ingalls 2011 2016 2056
DD-42 Bath 2011 2016 2056
DD-43 Ingalls 2012 2017 2057
DD-44 Bath 2012 2017 2057
DD-45 Ingalls 2012 2017 2057
DD-46 Bath 2013 2018 2058
DD-47 Ingalls 2013 2018 2058
DD-48 Bath 2013 2018 2058
DD-49 Ingalls 2014 2019 2059
DD-50 Bath 2014 2019 2059
DD-51 Ingalls 2014 2019 2059
DD-52 Bath 2015 2020 2060
DD-53 Ingalls 2015 2020 2060
FF 1037 Bronstein
The Bronstein-class frigates, both of which have been retired, fulfilled a Protection of
Shipping (POS) mission as Anti-Submarine Warfare (ASW) combatants for amphibious
expeditionary forces, underway replenishment groups and merchant convoys.
Specifications
Length 371 feet; Beam: 40 feet
Max Speed 26 knots
Power Plant 2 - 600 psi boilers; 1 geared turbine, 1 shaft; 20,000
shaft horsepower
Aircraft None
Armament 8 - ASROC (from MK 16 launcher)
2 - 3-inch / 50 caliber MK33 ( 1- enclosed twin gun
mount)
Builders Avondale Shipyards
Ships
Numbe Homepor Commissione Decommissione
r t d d
Bronstei Avondal 13 Jun
FF 1037 San Diego 16 Jun 1963 13 Dec 1990
n e 1960
Avondal 13 Jun
McCloy FF 1038 Norfolk 21 Oct 1963 14 Dec 1990
e 1960
FF 1052 KNOX class
The Knox-class frigates, all of which have been retired, fulfilled a Protection of Shipping
(POS) mission as Anti-Submarine Warfare (ASW) combatants for amphibious
expeditionary forces, underway replenishment groups and merchant convoys. The Knox-
class frigates initially formed the backbone of the Innovative Concept Reserve Training
Program. Under this program, the last eight ships remaining in service were designated
Type II Reserve Training Frigates [FFT], while 32 other frigates were deactivated and
designated Type III ships. The Type III ships can be completely reactivated in 180 days.
Each of the eight Reserve Training Frigates ship had its own reserve crew, and was also
assigned four "nucleus crews" which would man the 32 Type III ships. The Reserve
Training Frigates ships were to be homeported in New York, Mobile and Ingleside
Texas. The Reserve Training Frigates were all inactivated in 1994, and some of them
have been disposed of through the Security Assistance Program (SAP) foreign military
sale program. Replacing the Knox-class frigates in this role, by the year 2000, seven of
the 10 FFG-7 Oliver Hazard Perry frigates in the Naval Reserve Fleet will be
modernized to the Flight III baseline. These ships fulfill an important role in reducing the
Active force's operational and personnel tempo by responding to contingencies such as
the Haitian embargo, counter-narcotics operations, and overseas deployments, such as
Carat 96 in the Western Pacific.
Specifications
Length 438 feet
Beam 47 feet
Max Speed 27 knots
Power Plant 2 - 1200 psi boilers; 1 geared turbine, 1 shaft; 35,000
shaft horsepower
Aircraft 1 - SH-2F (LAMPS)
8 - Harpoon (from MK 16 box launcher)
4 - MK-46 torpedoes (from single tube launchers)
1 - 20mm Phalanx close-in-weapons system
8 - Sea Sparrow BPDMS (on some ships)
Combat Systems AN/SPS-40 Air Search Radar
AN/SPS-67 Surface Search Radar
AN/SLQ-32 Electronics Warfare System
AN/SQS-26 Sonar
AN/SQS-35 IVDS Sonar on some ships
AN/SQR-18 Towed Array Sonar System
Mk68 Gun Fire Control System
Mk114 ASW Fire Control System
Mk115 Missile Fire Control System
Complement 285 (18 officers, 267 enlisted)(active duty ships)
175 USN (10 USN officers, 165 USN enlisted)+;
Approx. 150 reserve personnel: (9 officers, 141
enlisted)(NRF ships)
Builders: FF 1052-1054, 1062, 1066, 1070-1071; Todd
Shipyards, Seattle;
FF 1055, 1058, 1060, 1067, 1074, 1076 Todd
Shipyards, San Pedro;
FF 1057, 1063, 1065, 1069, 1073, Lockheed
Shipbuilding;
FF 1056, 1059, 1061, 1072, 1068, 1075, 1077-1091,
1092-1097 Avondale Shipyards
Ships
Numb Homepor Commissio Decommissi
er t ned oned
FF Todd Long 22 Jul 12 Apr
Knox 14 Feb 1992
1052 Seattle Beach 1964 1969
FF Todd San 22 Nov 14 Dec
Roark 1964
1053 Seattle Francisco 1969 19991
FF Todd San 04 Apr
Gray 1964 29 Sep 1991
1054 Seattle Francisco 1970
FF Todd San
Hepburn San Diego 1964 03 Jul 1969 20 Dec 1991
1055 Pedro
FF 30 Aug
Connole Avondale Newport 1964 30 Aug 1992
1056 1969
FF Pearl 16 May
Rathburne Lockheed 1964 14 Feb 1992
1057 Harbor 1970
FF Todd San 28 Nov
Meyerkord San Diego 1964 14 Dec 1991
1058 Pedro 1969
FF
W. S. Sims Avondale Mayport 1964 03 Jan 1970 06 Sep 1991
1059
FF Todd San San 28 Mar
Lang 1964 12 Dec 1991
1060 Pedro Francisco 1970
FF Philadelph 14 Mar
Patterson Avondale 1964 30 Sep 1991
1061 ia 1970
FF Todd Pearl 22 Aug
Whipple 1965 14 Feb 1992
1062 Seattle Harbor 1970
FF
Reasoner Lockheed San Diego 1965 31 Jul 1971 28 Aug 1993
1063
FF Todd Long 05 Dec
Lockwood 1965 27 Sep 1993
1064 Seattle Beach 1970
FF
Stein Lockheed San Diego 1965 08 Jan 1972 19 Feb 1992
1065
Marvin FF Todd 10 Apr
San Diego 1965 02 Jul 1992
Shields 1066 Seattle 1971
Francis FF Todd San Long
1965 25 Jul 1970 02 Jul 1992
Hammond 1067 Pedro Beach
FF 13 Jun
Vreeland Avondale Norfolk 1965 30 Jun 1992
1068 1970
FF 05 May
Bagley Lockheed San Diego 1965 26 Sep 1991
1069 1972
FF Todd 28 Aug
Downes San Diego 1965 05 Jun 1992
1070 Seattle 1971
FF Todd Pearl 01 Dec
Badger 1965 20 Dec 1991
FF
Blakely Avondale Charleston 1965 28 Jul 1970 15 Nov 1991
1072
Robert E. FF Pearl 23 Sep
Lockheed 1965 07 Aug 1992
Perry 1073 Harbor 1972
FF Todd San Pearl 26 Mar
Harold E. Holt 1965 02 Jul 1992
1074 Pedro Harbor 1971
FF 19 Sep
Trippe Avondale Newport 1965 30 Jul 1992
1075 1970
FF Todd San
Fanning San Diego 1965 23 Jul 1971 31 Jul 1993
1076 Pedro
FF Pearl 12 Dec
Ouellet Avondale 1965 06 Aug 1993
1077 Harbor 1970
FF 25 Aug 24 Apr
Joseph Hewes Avondale Charleston 30 Jun 1994
1078 1966 1971
FF 25 Aug 22 May
Bowen Avondale Norfolk 30 Jun 1994
1079 1966 1971
Paul FF Avondale Mayport 25 Aug 14 Aug 14 Aug 1992
1080 1966 1971
FF 25 Aug 18 Sep
Aylwin Avondale Newport 15 May 1992
1081 1966 1971
Elmer FF 25 Aug 30 Oct
Avondale Mayport 30 Jun 1993
Montgomery 1082 1966 1971
FF 25 Aug 18 Dec
Cook Avondale San Diego 30 Apr 1992
1083 1966 1971
FF 25 Aug 18 Mar
McCandless Avondale Norfolk 06 May 1994
1084 1966 1972
Donald B. FF 25 Aug
Avondale Norfolk 22 Jul 1972 20 May 1994
Beary 1085 1966
FF Pearl 25 Aug 08 Jul 1972
Brewton Avondale 02 Jul 1992
1086 Harbor 1966
FF Long 25 Aug 09 Sep
Kirk Avondale 06 Aug 1993
1087 Beach 1966 1972
FF 25 Aug 11 Nov
Barbey Avondale San Diego 20 Mar 1992
1088 1966 1972
Jesse L. FF 25 Aug 17 Feb
Avondale Charleston 27 Jul 1994
Brown 1089 1966 1973
FF 25 Aug 31 Mar
Ainsworth Avondale Norfolk 27 May 1994
1090 1966 1973
FF 25 Aug 30 Jun
Miller Avondale Newport 15 Oct 1991
1091 1966 1973
Thomas C. FF 25 Aug
Avondale Norfolk 28 Jul 1973 30 Aug 1993
Hart 1092 1966
FF 25 Aug 17 Nov
Capodanno Avondale Newport 30 Jul 1993
1093 1966 1973
FF 25 Aug
Pharris Avondale Norfolk 26 Jan 1974 15 Apr 1992
1094 1966
FF 25 Aug 01 Jun
Truett Avondale Norfolk 30 Jul 1994
1095 1966 1974
FF 25 Aug 27 Jul 1974 16 Dec 1991
Valdez Avondale Newport
1096 1966
FF 25 Aug 02 Nov
Moinester Avondale Norfolk 28 Jul 1994
1097 1966 1974
FF 1098 Glover
Glover was designed as an experimental ship to test various shipboard systems. Glover
held several different classifications including: frigate research ship, escort research ship
and miscellaneous auxiliary before being designated frigate in 1979. At that time the ship
was assigned the hull number of a canceled Knox class frigate. The hull was similar to
the retired Garcia (FF 1040) class but carries some modifications including a shrouded
"pumpjet" propeller. Glover served as an operational frigate, though at the time of its
decommissioning it was designated as Auxiliary Genearl Frigate [AGFF].
Specifications
Length 414 feet
Beam 44 feet
Max Speed 27 knots
Power Plant 2 - 1200 psi pressure fired boilers; 1 shaft, 35,000 shaft
horsepower
Aircraft None
1 - 5-inch / 38 caliber MK30 gun
Builder Bath Iron Works
Ships
Name Number Builder Homeport Ordered Commissioned Decommissioned
Glover FF 1098 Bath Boston 28 Jun 1961 13 Nov 1965 15 Jun 1990
FFG-7 OLIVER HAZARD PERRY-class
The Perry class FFG forms a capable undersea warfare [USW] platform with the
LAMPS-III helicopter onboard. The Mk 13 Mod 4 missile launcher provides secondary
anti-air capability. Ships of this class are often referred to as "FFG-7" (pronounced FIG-
7) after the lead ship, U.S.S. Oliver Hazard Perry (FFG-7).
Frigates fulfill a Protection of Shipping (POS) mission as Anti-Submarine Warfare

(ASW) combatants for amphibious expeditionary forces, underway replenishment groups
and merchant convoys. PERRY-class frigates are primarily Undersea Warfare ships
intended to provide open-ocean escort of amphibious ships and convoys in low to
moderate threat environments in a global war with the Soviet Union. They could also
provide limited defense against anti-ship missiles extant in the 70’s and 80’s. The ships
are equiped to escort and protect carrier battle groups, amphibious landing groups,
underway replenishment groups and convoys. They can also conduct independent
operations to perform such tasks as counterdrug surveillance, maritime interception
operations, and exercises with other nations. The addition of NTDS, LAMPS helicopters,
and the Tactical Towed Array System (TACTAS) has given these ships a combat
capability far beyond the class program expectations of the mid-1970's, and has made the
ships an integral and valued asset in virtually any war-at-sea scenario and particularly
well suited for operation in the littoral.
The Navy's fleet of PERRY-class FFG 7 frigates will remain in the fleet well into the
second decade of the 21st century. The most capable FFG-7s will be retained the longest.
The goal of current plans is to transform the FFG-7 force into an all SH-60 helicopter
capable force by FY'03. The primary mission of the ships will remain antisubmarine
warfare and escort.
While the guided missile frigates (FFG) bring an anti-air warfare (AAW) capability to the
frigate mission, they have some limitations. The FFG-7 Class has good capability against
(2 or less) medium and high altitude ASMs. If equipped with the SM-1 BLK VIB and
Mod 6 FCS, it also has a good capability against low altitude ASMs. It features an
improved 2D air search radar, and high SM-1 salvo rate against a single target. However,
the cycle time for SM-1 is relatively long, and the capability against low ASMs for Mod
2/SM-1 BLK VIA ships is poor. Radar illuminator blockage zones are excessive, and the
radars must illuminate target continuously during missile flight. The long range air search
radar is 2D, and track capacity is limited.
Designed as cost effective surface combatants, they lack the multi-mission capability of
modern surface combatants faced with multiple, high technology threats. The Perry class
were originally fitted with Raytheon's AN/SLQ-32(V)2, a self-defence electronic support
measures (ESM) system offering limited frequency-cover and questionable security. The
SLQ-32 antennas in a Perry are carried at about 50ft above the waterline, providing an
intercept range of only 23nm. Following the Iraqi air-launched Exocet attack on the USS
Stark (FFG-31) on 17 May 1987 it was decided to upgrade the (V)2 installation by
adding a jammer codenamed "Sidekick". The new variant was later designated SLQ-
32(V)5, and to date a number of (V)2s have been brought to the new standard, including
most but not all the Perrys.
The class has only a limited capacity for further growth. Despite this, the FFG-7 class is a
robust platform, capable of withstanding considerable damage. This "toughness" was
aptly demonstrated when USS Samuel B. Roberts struck a mine and USS Stark was hit
by two Exocet cruise missiles. In both cases the ships survived, were repaired and have
returned to the fleet.
The FFG-7 class was designed from the keel up as a total warfare system, capable of
operating independently or as an integral part of a carrier or surface action group.
Innovations in high speed digital computer technology enable the on-board weapons
system to instantly detect and evaluate contacts at greater ranges with minimum human
interface, thus providing increased reaction time. To enhance the on-board anti-
surface/anti-submarine capabilities, the new LAMPS Mark III Helicopter System adds
significantly to the ship's sensor and weapons delivery range.
The Navy developed the FFG 7 class using the minimal manning concept. This concept
has a profound effect on engineering organization. Supervisors must accomplish all tasks
with fewer people than larger ships. Below decks, two gas turbine engines (similar the
engines on the wings of a DC 10) provide power for propulsion that enables the ships to
reach speeds in excess of 25 knots. Gas turbine engines are more cost effective than
steam or diesel propulsion ships. These advanced propulsion units allow a ship to get
underway quickly and rapidly change operating modes. The propulsion plant as well as
the electrical power plant is computer controlled and monitored to ensure a smooth
running and efficient system. The gas turbine engines can be started and be ready to come
up to full power in five minutes. This quick reaction time allows the ship to be more
maneuverable and reduces the preparation time to get underway.
PERRY-class ships were produced in two variants, known as "short-hull" and "long-
hull", with the later variant being eight feet longer than the short-hull version. The long-
hull ships [FFG 8, 28, 29, 32, 33, 36-61] carry the SH-60B LAMPS III helicopters, while
the short-hull units carry the less-capable SH-2G. These ships have a full load
displacement of that ranges from 3,658 tons to 4,100 tons, are either 445 or 453 feet in
overall length, have a 45 foot beam and a draft of 22 feet. They are powered by a single
shaft driven by 2 LM2500 gas turbines. Their maximum sustained speed is about 29
knots and the have a 4,200 nautical mile range at 20 knots. The ships active complement
is about 15 officers and 179 enlisted personnel.
A total of 55 FFG-7 OLIVER HAZARD PERRY-class ships were built, including 51 for
the US Navy and four for the Royal Australian Navy. Of these, 33 are in active
commissioned service and 10 are in the Naval Reserve Force (NRF). The "short-hull"
Perry-class frigates are being retired at an advanced rate, even though they have 20 years
left on their life. The Navy had hoped to phase out construction of this class with the FY
83 ships, FFG 59 and 60, but Congress authorized (but did not fully fund) FFG 61 in FY
84.
Two ships of this class suffered heavy damage while patrolling in the Persian Gulf. On 17
May 1987, two Iraqi fired Exocet SSMs hit the U.S.S. Stark (FFG-31), one of which
detonated near berthing spaces resulting in heavy loss of life. On 14 April 1988 the
U.S.S. Samuel B. Roberts (FFG-58) struck a mine which detonated an estimated 250
pounds of TNT. The explosion heavily damaged propulsion systems and blew a nine-foot
hole under the keel. In both attacks, the ships suffered intense fires aggravated by the all
aluminum construction of the hull. Nevertheless, exceptional damage control efforts
carried out by their crews kept both ships on the surface and enabled them to reach
friendly ports in the Persian Gulf. The Stark returned to the United States on her own
power and underwent repairs. The Roberts was transported to the United States on the
Dutch-flag heavy-lift ship, Mighty Servant 2.
The Naval Reserve currently operates 10 Oliver Hazard Perry (FFG 7)-class frigates
These ships maintain full readiness status and deploy with their Active Component
counterparts when needed. One of their primary missions, which they fulfill simply by
being available, is to make it possible for the Active Component to maintain its operating
tempo at acceptable levels. Incidences of Reserve ships playing a part in what used to be
exclusively Active force mission areas are becoming common. Perry-class frigates have
been responsible for 16.3 percent of Navy steaming days in support of counter-narcotics
operations and will continue to relieve the operational and personnel tempo of Active
combatants by assuming more forward presence deployments. By the year 2000, seven of
the 10 FFG 7s in the NRF will be modernized to Flight III baselines. These ships fulfill
an important role in reducing the Active force's operational and personnel tempo by
responding to contingencies such as the Haitian embargo, counter-narcotics operations,
and overseas deployments.
In 1996 one FFG 7 supported Baltic Sea operations, two served in the Western Pacific for
Carat 96, and three others patroled the Caribbean in counter-narcotics operations. One
Reserve FFG (USS Wadsworth) to deploy in support of Carat 97, one FFG (USS Estocin)
participated in BALTOPS 97.
Specifications
2 - General Electric LM 2500 gas turbine engines
Power Plant
1 shaft, 41,000 shaft horsepower total.
Length Short: 445 feet (133.5 meters)
Long: 453 feet (135.9 meters) with LAMPS III
modification
Speed 29 plus knots (33.4+ miles per hour)
Aircraft Long: Two SH-60 (LAMPS III) in FFG 8, 28, 29, 32,
33, 36-61
Short: One SH-2F (Lamps Mk-I) in FFG 9-27,30,
31,34.
Crew ACTIVE: 13 Officers, 287 Enlisted
NRF: 83 Active, 76 TAR, 57 SELRES
Armament Standard Missile (MR)
Harpoon (from Standard Missile Launcher)
6 - MK-46 torpedoes(from two MK 32 SVTT triple
mounts)
1 - 76 mm (3-inch)/62 caliber MK 75 rapid fire gun
1 - Phalanx close-in-weapons system
Mk92 Fire Control System
AN/SLQ-32 Electronics Warfare System
AN/SQS-56 Sonar
Mk36 SRBOC Decoy System
AN/SQR-19 Towed Array Sonar System
AN/SQQ-89 ASW Integration System
Unit Operating Cost
$16,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Numb Homepo Order Commissio Decommissi
Name Builder
er rt ed ned oned
SHORT
USS Oliver Hazard 17 Dec
FFG 7 Bath Mayport 20 Feb 1997
Perry 1977
Todd San 02 Apr
USS Wadsworth FFG-9
San Pedro Diego 1980
FFG Todd Long 24 May 19 Dec 1994
USS Duncan
10 Seattle Beach 1980
FFG- 17 May
USS Clark Bath Norfolk
11 1980
FFG- Todd San 15 Nov
USS George Philip
12 San Pedro Diego 1980
USS Samuel Eliot FFG- 11 Oct
Bath Mayport 1999
Morison 13 1980
FFG- Todd San 30 May
USS Sides 14 San Pedro Diego 1981
FFG- 10 Jan
USS Estocin Bath Norfolk 1999
15 1981
USS Clifton FFG Todd Philadelp 21 Mar
02 Jun 1995
Sprague 16 San Pedro hia 1981
FFG [Australi
17 an]
FFG [Australi
18 an]
USS John A. Moore 30 Sep 1998
FFG Todd 26 Sep
USS Antrim Mayport 08 May 1996
20 Seattle 1981
FFG 20 Jun
USS Flatley Bath Mayport 15 May 1996
21 1981
FFG- Todd 16 Jan
USS Fahrion Mayport
22 Seattle 1982
USS Lewis B. FFG- Todd San 17 Apr
Sep 1998
Puller 23 San Pedro Diego 1982
FFG 19 Sep
USS Jack Williams Bath Mayport 13 Sep 1996
24 1981
FFG Todd San 07 Aug
USS Copeland 18 Sep 1996
FFG 05 Dec
USS Gallery Bath Mayport 30 Sep 1996
26 1981
USS Mahlon S. FFG Todd San 13 Nov
27 Sep 1996
Tisdale 27 San Pedro Diego 1982
FFG- Todd San 23 Feb
USS Reid Sep 1998
FFG- Todd 23 Oct
USS Stark Mayport May 1999
31 Seattle 1982
FFG 09 Oct
USS Aubrey Fitch Bath Mayport
34 1982
FFG [Australi
35 an]
FFG [Australi
44 an]
LONG
15 Dec
USS McInerney FFG-8 Bath Mayport
1979
FFG- Todd 15 May
USS Boone Mayport
28 Seattle 1982
USS Stephen W. FFG- Pascagou 17 Apr
Bath
Groves 29 la 1982
FFG- Pascagou 26 Jun
USS John L. Hall Bath
32 la 1982
FFG- Todd San
USS Jarrett 02 Jul 1983
33 San Pedro Diego
FFG- 09 Jan
USS Underwood Bath Mayport
36 1983
FFG- Todd Pearl 18 Jun
USS Crommelin
FFG- Todd San 08 Oct
USS Curts
FFG- 21 May
USS Doyle Bath Mayport
39 1983
FFG- Todd 07 Jan
USS Halyburton Norfolk
40 Seattle 1984
FFG- Todd San 10 Dec
USS McClusky
FFG- 30 Aug
USS Klakring Bath Norfolk
42 1983
FFG- Todd Yokosuk 17 Mar
USS Thach
43 San Pedro a 1984
FFG- 19 Nov
USS Dewert Bath Mayport
45 1983
FFG- Todd San 30 Jun
USS Rentz
FFG- 10 Mar
USS Nicholas Bath Norfolk
47 1984
USS Vandegrift
48 Seattle Diego 1984
USS Robert G. FFG- 11 Aug
Bath Norfolk
Bradley 49 1984
USS Taylor FFG- Bath Mayport 01 Dec
50 1984
USS Gary
FFG- Todd
USS Carr Norfolk 27 Jul 1985
52 Seattle
FFG- 09 Feb
USS Hawes Bath Norfolk
53 1985
FFG- Todd 29 Jun
USS Ford Everett
54 San Pedro 1985
FFG- 29 Jun
USS Elrod Bath Norfolk
55 1985
FFG- 09 Nov
USS Simpson Bath Norfolk
56 1985
FFG- Todd Pearl 22 Mar
USS Reuben James
57 San Pedro Harbor 1986
USS Samuel B. FFG- 12 Apr
Bath Norfolk 1983
Roberts 58 1986
FFG- 28 Feb
USS Kauffman Bath Norfolk 1983
59 1987
USS Rodney M. FFG- Todd Yokosuk 09 May
1983
Davis 60 San Pedro a 1987
FFG- Todd 05 Aug
USS Ingraham Everett 1984
61 San Pedro 1989
NFR-90 NATO Frigate Replacement
The Navy was an active participant with other NATO allies in a multi-nation NATO
frigate program known as NFR-90. Under study since the early 1980s, the program was
established by a 25 January 1988 memorandum of understanding for the project
definition phase of a NATO frigate replacement for the 1990s (NFR 90). The ultimate
configuration of NFR-90 and its full capabilities were the subject of extensive study and
debate. It was intended to be "stealthy" with shaped superstructure, radar absorbent
materials, advanced degaussing and sound isolation mounting for engines and auxiliaries
to reduce electromagnetic, radar cross section and noise signatures. The ship was also
been intended to include modular component groupings in the platform and combat
systems to easily re-configure the ship for a specific mission or to meet a projected threat.
However eventually the decision regarding eventual procurement of the NFR-90 was in
the negative. US Navy studies such as the Surface Combatant Force Requirement Study
did not define any need for a single mission ship such as the frigate. Consequently there
are no frigates planned in the Navy's five-year shipbuilding program.
Following the termination of NFR90, the HORIZON Frigate Program and in light of
reductions in their defense budgets the French, British and Italians collaborated to
develop the HORIZON Program in order to meet their objectives of substantial savings.
Similarly the Netherlands, Spain, and Germany combined their frigate programs in the
Trilateral Frigate Program to achieve cost reductions through the development of
common components and subsystems.
PHM 1 Pegasus
PHM 1 Pegasus hydrofoil boats were designed to operate offensively against hostile
surface combatants and other surface craft; and conduct surveillance, screening and
special operations. The six PHMs of the Pegasus class formed a single squadron which
operate from Key West. They were the Navy's fastest ships when foilborne and driven by
their single gas turbine. They had good range on their diesels, excellent seakeeping
qualities, amazingly fast response to requirements for speed, and a potent punch. Since
becoming operational, they established an unusually high availability rate while
participating in a variety of missions, including significant involvement in the national
drug interdiction program.
Specifications
Builder Boeing Marine Systems
Power Plant Foilborne
one gas turbine, 18,000 shaft horsepower,
waterjet propulsion units;
hullborne
two diesels, 1,600 brake horsepower,
waterjet propulsion units
Length Foils extended, 133 feet;
foils retracted, 145 feet
Beam 28 feet
Draft
Displacement 255 tons full load
Armament 8 - Harpoon
1 - 76mm gun
Speed Foilborne, in excess of 40 knots;
hullborne, 12 knots
Crew 25
Ships
Name Ordered
r r t d d
USS 02 Feb
PHM-1 Boeing Key West 09 Jul 1977 30 Jul 1993
Pegasus 1973
USS PHM-2 Boeing Key West 20 Oct 18 Dec 1982 30 Jul 1993
Hercules 1977
USS Taurus PHM-3 Boeing Key West 20 Oct 10 Oct 1981 30 Jul 1993
1977
20 Oct
USS Aquila PHM-4 Boeing Key West 26 Jun 1982 30 Jul 1993
1977
20 Oct
USS Aries PHM-5 Boeing Key West 18 Sep 1982 30 Jul 1993
1977
20 Oct
USS Gemini PHM-6 Boeing Key West 29 Jul 1982 30 Jul 1993
1977
Sea Shadow
Sea Shadow is a test craft developed under a combined program by the Advanced
Research Projects Agency (ARPA), the Navy, and Lockheed Martin Missiles and Space
Company. The Sea Shadow program was begun in the mid-1980s. Its purpose is to
explore a variety of new technologies for surface ships, including ship control, structures,
automation for reduced manning, seakeeping and signature control. In 1993-1994, the
craft was revealed to the public and underwent daylight testing. Since 1994, Sea Shadow
has been maintained in a lay-up status and is currently homeported at Naval Station San
Diego. In anticipation of conducting future ship research and development testing, the
U.S. Navy reactivated the Sea Shadow craft in early 1999. Sea Shadow will support risk
reduction for future surface ship platforms such as DD 21, the Navy's 21st Century Land
Attack Destroyer. The platform will allow the Navy to explore and test, in a realistic at-
sea environment, important DD 21 advanced information and automation technologies
that support reduced manning and ship survivability.
Specifications
Builder Lockheed Martin
Power Plant Diesel electric
Draft 14.5 feet (4.42 meters)
Displacement 560 tons (568.99 metric tons) full load
Speed 10 knots ( mph)
Crew 10
Ships
Name Builder
r t d d d
Sea LockMar San Diego
none
Shadow t
SSN-585 Skipjack
Skipjack Class was the first "top to bottom" new attack submarine design using nuclear
propulsion. In 1954 the USS Nautilus, the world's first nuclear powered submarine, was
launched. Nuclear power enabled this submarine to become the first true "submersible" -
able to operate underwater for an indefinite period of time. In 1958 the the USS Albacore
entered service with a "tear drop" hull design to reduce underwater resistance and allow
greater submerged speed and maneuverability.
The first submarine class to combine nuclear power with the new hull design was the
USS Skipjack. USS Skipjack was also unique in that it was the first nuclear submarine
with a single shaft. Placement of the bow planes on the sail greatly reduced flow noise at
the bow-mounted sonar. Deep-diving and high speed capabilities were the result of HY-
80 construction and a new reactor design, the S5W. This reactor became the US Navy’s
standard until the Los Angeles class joined the fleet in the mid-1970’s.
SSN 589 SCORPION was lost on 22 May 1968 with 12 officers and 87 enlisted men --
one of the worst casualties in the Navy's history. Based on prior experience with such
problems and an analysis of the accoustic signature of the Scorpion loss, the Navy
initially concluded that the most probable cause of the loss of the Scorpion was the
launch of an inadvertently activated torpedo, which turned and struck the submarine. A
six-month search eventually located the Scorpion's wreckage some 400 miles southwest
of the Azores. Investigation of the boat's wreckage on the ocean floor found no evidence
of torpedo damage. A six-month expedition in 1969 by Trieste II found no direct
evidence to support the theory that the Scorpion was destroyed by a torpedo. While some
portions of the Scorpion's hull were never found, the wreckage that was examined did not
exhibit the conditions expected from the hydrostatic implosion of a submarine hull
structure.
In 1970 a Navy panel completed a classified report that disavowed the Court of Inquiry's
conclusion. Instead of an accidental torpedo strike, the new group suggested a mechanical
failure caused an irreparable leak that flooded the submarine. That report said the bulk of
the evidence suggested an internal explosion in the sub's massive electrical battery caused
the sub to flood and sink. The large number of accoustic signals detected from the loss of
the Scorpion was characteristic of a submarine going through deep depths after
experiencing substantial flooding, rather than an intact submarine passing through
collapse depth. At the time of its loss, the boat had a history of unresolved maintenance
problems, poorly functioning safety systems, and had received an extremely abbreviated
overhaul prior to its final mission.
Specifications
Displacement 3,070 tons surfaced
3,513 tons submerged
Length 252
Beam 31 feet
Speed 15 knots surfaced
29 knots submerged
Test Depth 700 feet
Power Plant One nuclear reactor, two steam turbines, one shaft
Ships
Numbe Commission Decommissio
Name Builder Homeport Ordered
r ed ned
SSN- Electric 05 Oct
Skipjack Norfolk 15 Apr 1959 19 Apr 1990
585 Boat 1955
SSN- 23 Jul
Scamp Mare NSY San Diego 05 Jun 1961 30 Sep 1991
588 1957
SSN- Electric 31 Jan
Scorpion Norfolk 29 Jul 1960 22 May 1968
589 Boat 1957
SSN- 18 Jan
Sculpin Ingalls San Diego 01 Jun 1961 03 Aug 1990
590 1957
SSN- Newport 31 Jan
Shark Norfolk 09 Feb 1961 15 Sep 1990
591 News 1957
USS SSN- New 18 Jan
Ingalls 24 Oct 1961 16 Oct 1986
Snook 592 London 1957
SSN-594 Permit class
In 1956 Admiral Arleigh Burke, then CNO, requested that the Committee on Undersea
Warfare of the National Academy of Sciences to study the effect of advanced technology
on submarine warfare. The result of this study, dubbed "Project Nobska" was an
increased emphasis on deeper-diving, ultraquiet designs utilizing long-range sonar. The
Permit class was based on Project Nobska’s recommendations. Hull streamlining,
reduction in sail dimensions by approximately 50%, quieting of the propulsion plant and
an increase in test depth all led to a dramatic advance in submarine operational
capabilities and stealth.
The SSN-594 Permit class was the world's first modern, quiet, deep-diving fast attack
submarines, integrating such advanced features as a hydrodynamically shaped hull, a
large bow mounted sonar array, advanced sound-silencing features, and an integrated
control/attack center with the proven S5W reactor plant. These submarines were a major
advance over previous submarine designs, and established the pattern of all successive
American attack submarine classes, in several extremely important respects:
 They were the first submarines to have hulls constructed of High Yield-80 (HY-
80) steel alloy, which allowed operations at substantially greater depths than
previous submarines.
 They were the first submarines to have raft mountings for turbines, motors and
other equipment, resulting in substantially quieter operations.
 They were the first submarines to have a large bow-mounted sonar requiring the
installation of torpedo tubes amidships, aft of the forward crew compartment.
Although they were larger than the previous SSN 585 Skipjack class, and used the same
nuclear power plant, their hull design did not compromise their underwater speed.
Designed for prolonged periods submerged, they were limited only by the amount of food
that she can carry, and were capable of sustained operation at high speed.
These submarines were originally designated the THRESHER class, but the USS
Thresher (SSN 593) was lost 200 miles off the coast of New England on 10 April 1963.
According to investigators, a seawater pipe in the aft engine spaces broke, spraying water
into the engine room and shorting one of the main electrical bus boards. The sub lost
electrical power and couldn't operate the reactor. Darkness, a sea mist, and sheer terror
inhibited the crew from manually actuating the valves. The aft part of the sub filled up
with water and tilted down. With no power to get back on line, the sub drifted down to
crush depth and imploded. A ghastly death for an entire crew, and one the US Navy
vowed never to allow happen again.
The ill-fated USS Thresher (SSN-593) and her crew did not suffer in vain. Out of that
terror and the lessons learned grew the SubSafe Program. Through this program, every
submarine in the US Fleet, every pressure hull integrity-related system aboard those subs,
and every pressure-related part within those systems must be certified as being 100% safe
for use on a submarine. The goals are to ensure that in case of a casualty, the ship and its
crew can be recovered and to ensure that the integrity of the material used on the ship can
operate at design test depth. Directly related to the Thresher tragedy, sea-connected joints
can no longer be brazed; they must now be welded. The SubSafe program brought other
controls, too. Now when an emergency arises aboard a sub, all vital equipment which
sailors would need quick access to in the event of an emergency is clearly marked and
easily accessible. At all times an operator is one second away from flipping the
emergency main ballast tanks to vent, so the sub can rise to the surface.
The Navy took other steps to ensure such a tragedy never occur again. Following the
recommendations of a special Presidential Deep Submergence Review Group, the Deep
Submergence Rescue System was developed in the mid-1960s. The deep submergence
rescue vehicles Mystic (DSRV 1) and Avalon (DSRV 2) of the Deep Submergence Unit
are the genesis of that program.
The last three units of this class [Flasher, Greenling, Gato] were modified during
construction to incorporate lessons learned from the loss of the Thresher. Fitted with
heavier machinery and a larger sail, they were ten feet longer than the other units of the
class to correct stability problems caused by weight growth.
The SSN 605 Jack was fitted with an experimental direct-drive propulsion system
coupled with a pair of counter-rotating propellers. The engine spaces were lengthened by
ten feet and the shaft was lengthened by seven feet to accomodate this additional
equipment. Although counter-rotating propellers had previously produced impressive
gains in speed on the experimental Albacore, in this instance the results were
disappointing and led to the abandoment of this approach in subsequent submarine
design.
Specifications
Displacement 4,200 tons submerged
3,540 tons Light Displacement
Length 278 feet
297 feet SSN-605
292 feet SSN-613-615
Beam 32 feet
Draft 28 ft Maximum Navigational Draft
Speed official - 20-plus knots
actual - 30 knots [35 mph] submerged
actual - 15 knots [17 mph] tactical
Operating Depth official: 400 feet
Actual: 1300 feet [400 meters] test depth
Actual: 1900 feet [600 meters] collapse depth
Construction High Yield-80 (HY-80) steel alloy
Power Plant One S5W nuclear reactor
two steam turbines, one shaft, 15,000 shp
Armament MK 48 Torpedoes, four torpedo tubes
UUM-44A SUBROC
UGM-84A/C Harpoon
MK 57 deep water mines
MK 60 CAPTOR mines
Sensors BQQ-5 bow-mounted sonar
TB-16 Towed Sonar Array
Complement 143
Annual Average
Builders SSNs 594, 595, Mare Island Naval Shipyard; 596, 607,
621, Ingalls Shipbuilding; 603, 604, 612, New York
Shipbuilding; 605, 606, Portsmouth Naval Shipyard;
613-615, General Dynamics' Electric Boat Division
Ships
Numb Commission Decommissio
er ed ned
Threshe SSN- Portsmouth Portsmout 15 Jan
03 Aug 1961 10 Apr 1963
r 593 NSY h 1958
SSN- Mare Island 27 Jan 29 May
Permit San Diego 23 Jul 1991
594 NSY 1958 1962
Plunger SSN- Mare Island 23 Mar 21 Nov 1962 02 Feb 1990

595 NSY 1959
SSN-
Barb Ingalls 1958 24 Aug 1963 10 Mar 1989
596
SSN- 03 Mar 26 May
Pollack New York SB 01 Mar 1989
603 1959 1964
SSN- 03 Mar
Haddo New York SB San Diego 16 Dec 1964 12 Jun 1991
604 1959
SSN- Portsmouth New 13 Mar
Jack 31 Mar 1967 11 Jul 1990
605 NSY London 1959
SSN- Portsmouth New 17 Dec
Tinosa 17 Nov 1964 15 Jan 1992
606 NSY London 1958
SSN- 03 Mar
Dace Ingalls 04 Apr 1964 02 Dec 1988
607 1959
Guardfi SSN- New York SB San Diego 09 Jun 20 Dec 1966 04 Feb 1992
sh 612 1960
SSN- 09 Jun
Flasher Electric Boat San Diego 22 Jul 1966 14 Sep 1992
613 1960
Greenli SSN- Portsmout 09 Jun
Electric Boat 03 Nov 1967 18 Apr 1994
ng 614 h 1960
SSN- New 09 Jun
Gato Electric Boat 25 Jan 1968 25 Apr 1996
615 London 1960
Haddoc SSN- 24 Aug
Ingalls Vallejo 22 Dec 1967 07 Apr 1993
k 621 1960
SSN-637 Sturgeon class
STURGEON class submarines were built for anti-submarine warfare in the late 1960s
and 1970s. Using the same propulsion system as their smaller predecessors of the SSN-
585 Skipjack and SSN-594 Permit classes, the larger Sturgeons sacrificed speed for
greater combat capabilities.
They are equipped to carry the HARPOON missile, the TOMAHAWK cruise missile,and
the MK-48 and ADCAP torpedoes. Torpedo tubes are located amidships to accomodate
the bow-mounted sonar. The sail-mounted dive planes rotate to a vertical position for
breaking through the ice when surfacing in Arctic regions.
Beginning with SSN-678 Archerfish units of this class had a 10-foot longer hull, giving
them more living and working space than previous submarines of the Sturgeon Class.
A total of six Sturgeon-class boats were modified to carry the SEAL Dry Deck Shelter
[DDS], one in 1982 and five between 1988 and 1991. The are SSN 678-680, 682, 684,
686 are listed as "DDS Capable" -- either permanently fitted with the DDS or trained
with them. In this configuration they are primarily tasked with the covert insertion of
special forces troops from an attached Dry Deck Shelter (DDS). The Dry Deck Shelter is
a submersible launch hanger with a hyperbaric chamber that attaches to the ship's
Weapon Shipping Hatch. The DDS provides the most tactically practical means of SEAL
delivery due to its size, capabilities, and location on the ship.
Rapidly being phased out in favor of the LOS ANGELES and SEAWOLF Classes of
attack submarines, this venerable and flexible workhorse of the submarine attack fleet
continues to operate in the forward areas of the world to this day. Attracting little
publicity during its heyday, this class of ship was the platform of choice for many of the
Cold War missions for which submarines are now famous. After a 5-year study was
completed on the SSN-637 class submarine, the design life was extended from 20 years
to 30 years, with a possible extension to 33 years on a case-by-case basis. However,
many boats of this class were retired prior to this limit in order to avoid expensive reactor
refueling operations.
Specifications
Displacement 4,250 tons standard, except SSN 678-687 4,460 tons
4,780 tons submerged, except SSN 678-687 4,960 tons
Length 292 feet
302 feet SSN 678-687
Beam 32 feet
Draft 28.8 feet
Speed Official: 20-plus knots
Actual: 25 knots
Operating Depth official: "greater than 400 feet"
Power Plant One S5W nuclear reactor,
two steam turbines, 15,000 shp, one shaft
Armament MK 48 Torpedoes, four torpedo tubes
UUM-44A SUBROC
UGM-84A/C Harpoon
MK 57 deep water mines
MK 60 CAPTOR mines
Radars BPS-14/15 surface search
Sonars BQQ-5 multi-function bow mounted
BQR-7 passive in submarines with BQQ-2
BQR-26 in SSN 666
BQS-6 active in submarines with BQQ-2
BQS-12 active on SSN 637-664
BQS-13 active on SSN 665-687
TB-16 or TB-23 towed array
EW Systems WLQ-4(V)
WLR-4(V)
WLR-9
Unit Operating Cost
$11,000,000 [source: [FY1996 VAMOSC]
Annual Average
Builder SSNs 637, 650, 667, 669, 673-676, 678, 679, 681, 684,
General Dynamics' Electric Boat Division; 638, 649,
General Dynamics' Quincy Shipbuilding Division; 639,
647, 648, 652, 680, 682, 683, Ingalls Shipbuilding; 646,
660, Portsmouth Naval Shipyard; 662, 665, 666, 672,
677, San Francisco Naval Shipyard; 651, 653, 661, 663,
664, 668, 670, 686, 687, Newport News Shipbuilding
Ships
er rt ned oned
SHORT HULL
SSN- Charlesto 30 Nov 03 Mar
Sturgeon Electric Boat 01 Aug 1994
637 n 1961 1967
SSN- 30 Nov 12 Oct
Whale Quincy Groton 25 Jun 1996
638 1961 1968
SSN- Pearl 30 Nov 17 Aug
Tautog Ingalls 31 Mar 1997
639 Harbor 1961 1968
SSN- Portsmouth Charlesto 05 Sep 11 Oct
Grayling 18 Jul 1997
646 NSY n 1962 1969
SSN San 23 Mar 15 May
Pogy Ingalls 04 Jan 1999
647 Diego 1963 1971
SSN- Pearl 26 Mar 20 Feb
Aspro Ingalls 31 Mar 1995
648 Harbor 1963 1969
SSN- Charlesto 26 Mar 15 Mar
Sunfish Quincy 31 Mar 1997
649 n 1963 1969
SSN- Bremerto 26 Mar 05 Jan
Pargo Electric Boat 14 Apr 1995
650 n 1963 1968
SSN- Newport Pearl 26 Mar 06 Dec
Queenfish 14 Apr 1992
651 News Harbor 1963 1966
SSN- Pearl 26 Mar 09 Aug
Puffer Ingalls 12 Jul 1996
652 Harbor 1963 1969
SSN- Newport Charlesto 26 Mar 12 Apr
Ray 16 Mar 1993
653 News n 1963 1967
SSN Portsmouth 24 Oct 25 Sep
Sand Lance Groton 07 Aug 1998
660 NSY 1963 1971
SSN- Newport 24 Oct 14 Dec
Lapon Norfolk 08 Jun 1992
661 News 1963 1967
SSN- San Francisco San 24 Oct 06 Dec
Gurnard 28 Apr 1995
662 NSY Diego 1963 1968
SSN- Newport 28 May 28 Jun
Hammerhead Vallejo 05 Apr 1995
663 News 1964 1968
SSN- Newport Charlesto 28 May 30 Jan
Sea Devil 16 Oct 1991
664 News n 1964 1969
SSN- San 18 Dec 09 Sep
Guitarro Mare Island 29 May 1992
665 Diego 1964 1972
SSN Pearl 18 Dec 04 Feb
Hawkbill Mare Island 1999
666 Harbor 1964 1971
SSN- New 09 Mar 13 Jun
Bergall Electric Boat 06 Jun 1996
667 London 1965 1969
SSN- Newport 09 Mar 14 Aug
Spadefish Norfolk 11 Apr 1997
668 News 1965 1969
SSN- Charlesto 09 Mar 19 Sep
Seahorse Electric Boat 17 Aug 1995
669 n 1965 1969
Finback SSN- Newport Norfolk 09 Mar 04 Feb 28 Mar 1997
670 News 1965 1970
SSN- San 29 Dec 11 Sep
Pintado Mare Island 26 Feb 1998
672 Diego 1965 1971
SSN- Bremerto 15 Jul 29 Apr
Flying Fish Electric Boat 16 May 1996
673 n 1966 1970
SSN 15 Jul 14 Aug
Trepang Electric Boat Groton 04 Jan 1999
674 1966 1970
SSN- 15 Jul 08 Jan
Bluefish Electric Boat Norfolk 31 May 1996
675 1966 1971
SSN 15 Jul 12 Mar
Billfish Electric Boat Groton 04 Jan 1999
676 1966 1971
SSN- San 15 Mar 15 Apr
Drum Mare Island 30 Oct 1995
677 Diego 1967 1972
LONG HULL
SSN- 25 Jun 17 Dec
Archerfish Electric Boat Groton 31 Mar 1998
678 1968 1971
SSN- Bremerto 25 Jun 05 May
Silversides Electric Boat 21 Jul 1994
679 n 1968 1972
William H.
SSN Pearl 25 Jun 01 May
Bates Ingalls
680 Harbor 1968 1973
[ex-Redfish]
SSN 25 Jun 01 Sep
Batfish Electric Boat Groton 02 Nov 1998
681 1968 1972
SSN- Pearl 25 Jun 26 Jan
Tunny Ingalls 13 Mar 1998
682 Harbor 1968 1974
SSN- San 25 Jun 17 Aug
Parche Ingalls ? 2003
683 Diego 1968 1974
SSN- Pearl 24 Jul 09 Feb
Cavalla Electric Boat 30 Mar 1998
684 Harbor 1968 1973
L. Mendel SSN Newport 01 Jul 01 Feb
Norfolk 2001
Rivers 686 News 1969 1975
Richard B. SSN- Newport 25 Jul 16 Aug
Vallejo 24 Jun 1994
Russell 687 News 1969 1975
SSN 640 BENJAMIN FRANKLIN class
Originally commissioned as ballistic missile submarines, the two remaining members of
this class of submarine have been converted to special operations attack submarines, with
a capacity for carrying and delivering special operations forces added.
The ‘boomers’ converted to dual DDS carriers are huge compared to STURGEON SSNs.
On the SSBN the SEALs and crew can be berthed without ‘hot racking’ - three men
sharing two bunks on a rotating basis. Enough exercise equipment can be loaded for the
SEALs (and crew) to maintain the physical conditioning required for mission success.
Mission planning, briefings, and operations can be conducted with minimum crew
disruption. Submarine crew training and casualty drills can be conducted with minimum
impact on the SEALs. Both the submarine crew and SEAL teams can better maintain
operational proficiency.
USS KAMEHAMEHA (SSN 642) is a BENJAMIN FRANKLIN class fleet ballistic

missile submarine, built in 1965, recently completed conversion to a drydeck
shelter/swimmer delivery platform. USS KAMEHAMEHA is now a very capable attack
submarine with extensive modifications to enable her to conduct missions in support of
special warfare operations.
In March of 1994 USS JAMES K. POLK (SSN 645) completed a 19-month conversion
from ballistic missile submarine to attack/special warfare submarine at Newport News
Shipbuilding. She then changed homeports to Norfolk where she was a mainstay at
Submarine Squadron SIX. As the only dual dry-deck shelter submarine in the U.S.
Atlantic Fleet, POLK made three deployments to the Mediterranean Sea. The submarine
held its inactivation ceremony 08 January 1999 at Naval Station Norfolk after nearly 33
years of service.
The inactivation of the POLK leaves the KAMEHAMEHA (SSN 642) as the Navy's only
former ballistic missile submarine equiped with Dry Deck Shelters (DDSs).
Specifications
Length 425 feet
Beam 33 feet
Speed 25+ knots submerged
Depth Greater than 800 feet
Complement 143 (approx.)
Horizontal Tubes Four Tubes
Vertical Tubes 12 Vertical Launch System Tubes
Special Operations 2 Dry Deck Shelers
2 SEAL Delivery Vehicle [SDV]
Annual Average
Ships
Numb Homepor Commissio Decommissio
er t ned ned
Kamehame SSN Mare Island Pearl 01 Aug 12 Dec
ha 642 NSY Harbor 1962 1965
James K. SSN 01 Nov
Electric Boat Norfolk 16 Apr 1966 08 Jan 1999
Polk 645 1962
SSN-671 Narwhal
The USS NARWHAL (SSN-671) was the quietest of submarines at the time of her
commissioning, the result of a natural circulation reactor. She has been modified for
special missions, and is fitted to operate a Remotely Opearted Vehicle. She was
decommissioned in 1999. The USS Narwhal (SSN 671) was built as the prototype
platform for an ultra-quiet natural circulation reactor design. This allows for operation
with the large water circulating pumps, a major source of radiated noise, secured. It is
similar to the Sturgeon design in other respects. NARWHAL used new engineering
technology and several other innovations that led to advances in the submarine
development program, laying important groundwork for the LOS ANGELES and OHIO
class submarines which followed her. She was truly a one ship class.
According to some reports Narwhal was employed for intelligence collection, and was
fitted with a structure, called a "turtleback" -- just forward of her rudder that some have
suggested may possibly be for remote-controlled underwater vehicles. However, a more
prosaic explanation suggest that the big bulge on her stern is a casing for TB-23 towed
array fitted with the new BQQ-5D sonar.
During her career, Narwhal was highly decorated, receiving the Navy Unit
Commendation, three Meritorious Unit Commendations and five Battle Efficiency "E"
awards. She has conducted 17 deployments to all corners of the world. Most recently,
during her 1998 deployment to the Mediterranean, Narwhal was underway 86 percent of
the time, conducting numerous international exercises and two extended operations of
vital importance to national security.
After commissioning, NARWHAL was assigned to Submarine Detachment TWO in New

London CT. She made her first deployment in the summer of 1970 and was eventually
assigned to Submarine Squadron TWO in New London. In November 1979, NARWHAL
was reassigned to Submarine Squadron FOUR in Charleston SC which was her home
until she was transferred to Submarine Squadron SIX in Hampton Roads during October
1994. USS Narwhal was inactivated on 16 January 1999 at Naval Station Norfolk, and
She will began the decommissioning process at Newport News Shipbuilding later in the
month. Newport News Shipbuilding is the only private source with the knowledge,
experience, and facilities required to prepare for and accomplish the defueling and
inactivation of SSN 671.
Specifications
Length 314 feet
Beam 38 feet
Speed 20-plus knots
Power Plant One S5G nuclear reactor,
two steam turbines, one shaft, 17,000 shp
Armament Torpedoes, four torpedo tubes
Harpoon
Tomahawk
Complement 141
Unit Operating Cost
~$17,000,000 [source: [FY1996 VAMOSC]
Annual Average
Builder General Dynamics' Electric Boat Division
Ships
Name Builder
r t d d d
Narwha SSN- Electric 27 Jul
Norfolk 12 July 1969 16 Jan 1999
l 671 Boat 1964
SSN-685 Glenard P. Lipscomb
The USS Glenard P. Lipscomb (SSN 685) was the US Navy’s second prototype design
using a turbo-electric power plant similar to the Tullibee. The Glenard P. Lipscomb was
generally similar to the SSN-637 Sturgeon class, apart from the use of submarine turbo-
electric drive [TEDS] rather than the standard geared drive. Intended to test the potential
advantages of this propulsion system for providing quieter submarine operations, the
substantially larger and heavier machinery also resulted in slower speeds. Those
disadvantages, along with reliability issues, led to the decision not to utilize this design
on the follow-on SSN-688 Los Angeles class of submarines. Although serving as a test
platform, the "Lipscomb Fish" was a fully combat-capable attack submarine.
Specifications
Length 365 feet
Beam 32 feet
Speed 20-plus knots
Power Plant One nuclear reactor, turbine-electric drive, one shaft
Armament Torpedoes, four torpedo tubes
Harpoon
Tomahawk
Complement 141
Builder General Dynamics' Electric Boat Division
Ships
er ort ned ned
Glenard P. SSN- Electric 16 Dec 21 Dec
01 Sep 1989
Lipscomb 685 Boat 1968 1974
SSN-688 Los Angeles-class
The LOS ANGELES class SSN specifically included ASW against Soviet submarines
trying to sink the US carrier and ASUW against capital ships in the Soviet surface action
group [SAG]. The LOS ANGELES class SSN was designed almost exclusively for
Carrier Battlegroup escort; they were fast, quiet, and could launch Mk48 and ADCAP
torpedoes, Harpoon Anti-Ship Missiles (no longer carried), and both land attack and anti-
ship (no longer carried) Tomahawk cruise missiles. The new submarines showed another
step improvement in quieting and an increase in operating speed to allow them to support
the CVBG. Escort duties included conducting ASW sweeps hundreds of miles ahead of
the CVBG and conducting attacks against the SAG.
Submarines of the LOS ANGELES Class are among the most advanced undersea vessels
of their type in the world. While anti-submarine warfare is still their primary mission, the
inherent characteristics of the submarine's stealth, mobility and endurance are used to
meet the challenges of today's changing global geopolitical climate. Submarines are able
to get on station quickly, stay for an extended period of time and carry out a variety of
missions including the deployment of special forces, minelaying, and precision strike
land attack.
These 360 foot, 6,900-ton ship are well equipped to accomplish these tasks. Faster than
her predecessors and possessing highly accurate sensors, weapons control systems and
central computer complexes, the LOS ANGELES Class is armed with sophisticated MK-
48 Advanced Capability anti-submarine/ship torpedoes, Tomahawk land attack cruise
missiles, and mines.
These submarines were built in three successive variants:
 SSNs 688-718 - Original Los Angeles class

 SSNs 719-750 - Starting with SSN 719 and beyond the last 31 hulls of the class
have 12 vertical launch tubes for the Tomahawk cruise missile, along with an
upgraded reactor core.
 SSNs 751-773 - The final 23 hulls [SSN 751 and later] referred to as "688I" (for
improved), are quieter, incorporate an advanced BSY-1 sonar suite combat system
and the ability to lay mines from their torpedo tubes. They are configured for
under-ice operations in that their forward diving planes have been moved from the
sail structure to the bow and the sail has been strengthened for breaking through
ice.
The USS MEMPHIS (SSN 691) has been modified to serve as a test and evaluation
platform for advanced submarine systems and equipment, while retaining her combat
capability.
The submarines are outfitted with a wide variety of antennas, transmitters and receivers
necessary to support accomplishment of their assigned tasks. Interior communication is
possible on a wide range of circuits and sound powered phones which do not require
electrical power and are reliable in battle situations. Various alarm and indicating circuits
enable the Officer of the Deck and the Engineering Officer of the Watch to continuously
monitor critical parameters and equipment located throughout the ship.
The nuclear power plant gives these boats the ability to remain deployed and submerged
for extended periods of time. To take advantage of this, the ship is outfitted with auxiliary
equipment to provide for the needs of the crew. Atmosphere control equipment
replenishes oxygen used by the crew, and removes carbon dioxide and other atmosphere
contaminants. The ship is equipped with two distilling plants which convert salt water to
fresh water for drinking, washing and the propulsion plant. Sustained operation of the
complex equipment and machinery on the ship requires the support of repair parts carried
on board. The ship carries enough food to feed a crew of over one hundred for as long as
90 days.
Los Angeles class submarines are divided into two watertight compartments. The forward
compartment houses all the living spaces, weapons systems, control centers, and
sonar/fire control computers. The after compartment houses the nuclear reactor and the
ship's propulsion equipment.
1. Engine Room. The engine room houses all the propulsion machinery, as well as the
Ship's Service Turbine Generators that supply the ship's electricity, and the evaporator,
which distills water for the propulsion plant and other shipboard use.
2. Control Room/Attack Center. Located in the upper level of the forward compartment
is the control room--the heart of the ship. The Officer of the Deck stands his watch here,
controlling all activities on board. In control, the ship's location is continually determined
and plotted, the course and depth are controlled, and all sonar contacts are tracked. The
control room also functions as the attack center, where all of the ship's weapon systems
are controlled from.. The sail helps to add stability to the submerged vessel. Additionally
it houses all of the periscopes and antennae. In the forward top portion of the sail is the
bridge. When the ship is on the surface, the Officer of the Deck will shift his watch to the
bridge. Here he has clear view of all the surrounding waters, in addition to getting a
breath of fresh air and seeing the welcome sun.
4. Mess Decks, Berthing, and Wardroom. The middle level of the forward compartment
is dedicated to the crew's living spaces. Here is found the mess decks and galley which,
when underway, serve four meals a day, one every six hours (allowing for all
watchstanders to get a hot meal). Also here are the berthing spaces. Here is the only
personal space that a crewman gets--his bed (known as a "rack". These racks are stacked
three tall throughout the berthing spaces and have only a curtain to close them off from
the rest of the boat. With this as the only private area on board, it is not uncommon to
find pictures of family and friends put up on the wall in a rack along with personal
cassette and CD players for entertainment. The wardroom> is the officers own room.
Here is a big table around which the officers eat, train, and work
5. Torpedo Room. The lower level of the forward compartment is the Torpedo Room.
This room stores the ship's weapons which include Mk48 ADCAP torpedoes, Tomahawk
cruise missiles, and mines. The torpedo room houses the handling equipment and access
to the ship's four torpedo tubes. Weapons are moved from their stowage positions, loaded
into the tubes, and readied for launch all in this room by the ship's Torpedomen. The
torpedo room also houses controls for the vertical launch tubes which add 12 more
Tomahawk cruise missiles to the ship's load.
6. Sonar Sphere. Housed in the very forward end of the submarine is the sonar sphere.
This is an array of over 1,000 hydrophones which makes up part of the advanced BQQ-
5E sonar suite. Out in front of the ship, positions the sphere as far as possible from the
ship's own noise, thereby giving it the best listening conditions.
SSN 688-class submarines, which will comprise 68% of the attack submarine force in
2015, must be modernized to ensure that they remain effective against increasingly
sophisticated undersea adversaries. The use of COTS and open systems architecture
(OSA) will enable rapid (annual) updates to both software and hardware, and the use of
COTS-based processors means that sonar system computing power can grow at the same
rate as commercial technology.
The creation of the Acoustic Rapid COTS Insertion (A-RCI) program was based on a
detailed review of the U.S. acoustic advantage compared to foreign nuclear and diesel
electric submarines. This program is the centerpiece of the Los Angeles (SSN 688)-class
modernization effort. SSN 688 class submarines, which will comprise 68% of the attack
submarine force in 2015, must be modernized to ensure that they remain effective when
operating against increasingly sophisticated undersea adversaries. The use of COTS and
Open Systems Architecture (OSA) will enable rapid (annual) updates to both software
and hardware, and the use of COTS-based processors means that sonar system computing
power can grow at the same rate as the commercial world.
A-RCI is a four phased transformation of existing sonar systems (AN/BSY-1, AN/BQQ-

5, or AN/BQQ-6) to a more capable and flexible COTS/OSA-based system. It also will
provide the submarine force with a common sonar system. The process is designed to
minimize the impact of fire-control and sonar system upgrades on a ship's operational
schedule, and will be accomplished without the need for major shipyard availabilities.
Phase I, which commenced in November 1997, will enhance towed-array processing.
Phase II will provide additional towed- and hull-array software upgrades. Phase III will
upgrade the spherical array, and Phase IV will upgrade the high-frequency sonar system
on SSN 688I-class submarines. Each phase will install improved processing and control
and display workstations. The current installation plan completes all SSNs through Phase
III by FY03.
Between 1998 and 2001 the US will retire 11 Los Angeles class submarines that have an
average of 13 years left on their 30-year service lives. SSN-688 class submarines could
operate for much longer than 30 years; one of the shipbuilders stated that 10 to 20 years
of additional service would not be unreasonable. Past Navy actions indicate that
extending a submarine's service life may be feasible. After a 5-year study was completed
on the SSN-637 class submarine--the predecessor of the SSN-688 class--the design life
was extended from 20 years to 30 years, with a possible extension to 33 years on a case-
by-case basis. The 18 SSN-688 class submarines that will be refueled at their mid-life
could make good candidates for a service life extension because they could operate for
nearly 30 years after the refueling. After these submarines serve for 30 years, they could
undergo a 2-year overhaul and serve for one more 10-year operating cycle, for a total
service life of 42 years. The cost for the additional overhaul of SSN-688 class submarines
would be about $406 million per boat.
Eight older Los Angeles-class submarines, without a vertical launch system, could be
refueled at a cost of $210 million more than it would cost to inactivate them.
 FY2000 - SSN 713 Houston

 FY2001 - SSN 698 Bremerton
 FY2001 - SSN 699 Jacksonville
 FY2001 - SSN 714 Norfolk
 FY2005 - SSN 716 Salt Lake City
 FY2006 - SSN 717 Olympia
 FY2007 - SSN 718 Honolulu
 FY2008 - SSN 710 Augusta
These submarines can still be used in strike missions, however, by firing Tomahawk land
attack missiles through their torpedo tubes.
The existing DOD guidance calls for a force of 50 attack submarines, although some
studies have called for raising the number of subs to as many as 72. Existing plans are
sufficient to meet the goal of 50 boats, although higher numbers would require
modification to these plans. According to Navy secretary Richard Danzig, as of October
1999 the Joint Chiefs of Staff were studying options for increasing the size and capability
of the submarine force. The three options under review include by converting older Ohio-
class SSBN submarines to so-called SSGNs at a cost of $420 million; refueling and
extending by 12 years the service life of perhaps eight Los Angeles-class (SSN 688) subs
at a cost per copy of $200 million; or building new Virginia-class (SSN 774) subs at a
rate of at least four over the next five years, at a cost of roughly $2 billion per boat. The
FY2000 Defense Authorization bill requires the Navy to study converting four of the
oldest Tridents to the new SSGN configuration.
The JCS Submarine Force Structure Study, completed in November 1999, concluded that
the optimal force structure would be 68 attack submarines by 2015 and 76 by 2025, with
the minimum being at least 55 by 2015 and 62 by 2025. The first would be to refuel some
Los Angeles-class submarines previously scheduled to be decommissioned.
Specifications
Builders Newport News Shipbuilding Co.
General Dynamics Electric Boat Division.
Power Plant One S6G reactor
one shaft at 35,000 shp
Improved Performance Machinery Program Phase I [on
688 Improved]
Displacement 6,927 tons (6210 metric tons) submerged
Speed Official: 20+ knots (23+ miles per hour, 36.8 +kph)
Actual: 30-32 knots maximum submerged speed
Operating Depth official: "greater than 800 feet"
Hull HY-80 Steel
Departments
Combat
Engineering
Executive
NAVOPS
Medical
Supply
Armament Harpoon and Tomahawk ASM/LAM missiles from
VLS tubes
MK-48 torpedoes from four 533-mm torpedo tubes
(Seawolf has 8)
Combat Systems AN/BPS-5 surface search radar
AN/BPS-15 A/16 navigation and fire control radar
TB-16D passive towed sonar arrays
TB-23 passive "thin line" towed array
AN/BQG-5D wide aperture flank array
AN/BQQ-5D/E low frequency spherical sonar array
AN/BQS-15 close range active sonar (for ice
detection);
MIDAS Mine and Ice Detection Avoidance System
SADS-TG active detection sonar
Type 2 attack periscope (port)
Type 18 search periscope (starboard)
AN/BSY-1 (primary computer);
UYK-7; UYK-43; UYK-44
WLR-9 Acoustic Intercept Receiver
ESM
Annual Average
Ships
er rt ned oned
SSN Newport Pearl 08 Jan 13 Nov
Los Angeles
SSN- Newport 08 Jan 25 Jun
Baton Rouge Norfolk 13 Jan 1995
689 News 1971 1977
SSN Electric 08 Jan 25 Jun
Philadelphia Groton
690 Boat 1971 1977
SSN Newport 04 Feb 17 Dec
Memphis Groton
691 News 1971 1977
SSN- Electric Pearl 31 Jan 11 Mar
Omaha 05 Oct 1995
692 Boat Harbor 1971 1978
SSN- Newport 04 Feb 10 Jun
Cincinnati Norfolk 29 Jul 1996
693 News 1971 1978
Groton Groton 08 Jul 1978 07 Nov 1997
694 Boat 1971
SSN- Newport Pearl 24 Jan 16 Dec
Birmingham 22 Dec 1997
SSN- Electric Pearl 24 Jan 03 Mar
New York City 30 Apr 1997
SSN Electric Pearl 24 Jan 05 Jan
Indianapolis 17 Feb 1998
SSN Electric Pearl 24 Jan 28 Mar
Bremerton ~2001
Jacksonville SSN Electric Norfolk 24 Jan 16 May ~2001
699 Boat 1972 1981
SSN Electric 31 Jan 26 Jun
Dallas Groton
700 Boat 1973 1981
SSN Electric San 10 Dec 30 Sep
La Jolla
701 Boat Diego 1973 1981
SSN- Electric 31 Oct 12 Dec
Phoenix Norfolk 29 Jul 1998
702 Boat 1973 1981
SSN Electric 10 Dec 30 Jan
Boston Groton 18 Jan 1999
703 Boat 1973 1982
SSN Electric 31 Oct
Baltimore 24 Jul 1982 10 Jul 1998
704 Boat 1973
City Of Corpus SSN Electric 31 Oct 08 Jan
Groton
Christi 705 Boat 1973 1983
SSN Electric 31 Oct 21 May
Albuquerque Groton
706 Boat 1973 1983
SSN Electric San 10 Dec 01 Oct
Portsmouth
707 Boat Diego 1973 1983
Minneapolis-St. SSN Electric 31 Oct 10 Mar
Norfolk
Paul 708 Boat 1973 1984
Hyman G. SSN Electric 10 Dec
Norfolk 21 Jul 1984
Rickover 709 Boat 1973
SSN Electric 31 Oct 19 Jan
Augusta Groton ~2008
710 Boat 1973 1985
SSN Newport Pearl 01 Aug 21 Apr
San Francisco
SSN Newport 01 Aug 06 Mar
Atlanta Norfolk 22 Jan 1999
712 News 1975 1982
SSN Newport San 01 Aug 25 Sep
Houston ~2000
713 News Diego 1975 1982
SSN Newport 20 Feb 21 May
Norfolk Norfolk ~2001
714 News 1976 1983
SSN Newport Pearl 23 Feb 05 Nov
Buffalo
SSN Newport San 15 Sep 12 May
Salt Lake City ~2005
716 News Diego 1977 1984
SSN Newport Pearl 15 Sep 17 Nov
Olympia ~2006
SSN Newport Pearl 15 Sep
Honolulu 06 Jul 1985 ~2007
718 News Harbor 1977
SSN Electric 16 Apr
Providence Groton 27 Jul 1985
719 Boat 1977
SSN Electric 16 Apr 23 Nov
Pittsburgh Groton
720 Boat 1977 1985
SSN Newport Pearl 13 Aug 27 Oct
Chicago
SSN Newport Pearl 13 Aug 12 Sep
Key West
SSN Newport 13 Aug
Oklahoma City Norfolk 09 Jul 1988
723 News 1981
SSN Electric Pearl 11 Feb 08 Nov
Louisville
SSN Electric Pearl 19 Apr
Helena 11 Jul 1987
725 Boat Harbor 1982
SSN Newport 19 Apr 03 Jun
Newport News Norfolk
750 News 1982 1989
IMPROVED 688 - 688I
SSN Electric 30 Nov 06 Aug
San Juan Groton
751 Boat 1982 1988
SSN Electric Pearl 30 Nov 11 Feb
Pasadena
SSN Newport 20 Nov 07 Apr
Albany Norfolk
753 News 1983 1990
SSN Electric Pearl 28 Nov 21 Oct
Topeka
SSN Electric 28 Nov 30 Jun
Miami Groton
755 Boat 1983 1990
SSN Newport 26 Nov 26 Jan
Scranton Norfolk
756 News 1984 1991
SSN Electric 26 Nov 29 Jun
Alexandria Groton
757 Boat 1984 1991
SSN Newport Pearl 26 Nov 28 Sep
Asheville
SSN Newport San 26 Nov 29 Feb
Jefferson City
759 News Diego 1984 1992
SSN Electric 21 Mar 11 Apr
Annapolis Groton
760 Boat 1986 1992
SSN Electric 21 Mar 09 Jan
Springfield Groton
761 Boat 1986 1993
SSN Electric Pearl 21 Mar
Columbus 24 Jul 1993
762 Boat Harbor 1986
SSN Electric Pearl 21 Mar 11 Dec
Santa Fe
SSN Newport 06 Feb 07 Nov
Boise Norfolk
764 News 1987 1992
SSN Newport 06 Feb 13 Mar
Montpelier Norfolk
765 News 1987 1993
SSN Newport Pearl 06 Feb 16 Sep
Charlotte
SSN Newport 06 Feb 16 Nov
Hampton Norfolk
767 News 1987 1993
SSN Electric 30 Jun 10 Dec
Hartford Groton
768 Boat 1988 1994
SSN Newport 10 Jun 24 Feb
Toledo Groton
769 News 1988 1995
SSN Newport Pearl 10 Jun 18 Aug
Tucson
SSN Electric Pearl 14 Dec 09 Oct
Columbia
SSN Newport Pearl 14 Dec 16 Feb
Greenville
SSN Newport 28 Nov 13 Sep
Cheyenne Norfolk
773 News 1989 1996
SSN-688 Los Angeles-class Image Gallery
SSN-21 Seawolf-class
Seawolf-class submarines were designed to operate
autonomously against the world's most capable
submarine and surface threats. The primary mission
of the Seawolf was to destroy Soviet ballistic missile
submariness before they could attack American
targets. The Soviet submarines are one of the most
survivable elements of their intercontinental ballistic
missile arsenal. In addition to their capabilities in
countering enemy submarines and surface shipping,
Seawolf submarines are suited for battlespace-
preparation roles. Incorporation of sophisticated
electronics produces enhanced indications and
warning, surveillance, and communications
capabilities. These platforms are capable of
integrating into a battle group's infrastructure, or
shifting rapidly into a land-battle support role.
The Seawolf features a strengthened sail, designed to permit operations under the polar
ice cap for taking the fight to the Soviets in their own front yard. It sports an eight-tube,
double-deck torpedo room to simultaneously engage multiple threats. It incorporates the
latest in quieting technology to keep pace with the threat then posed by an aggressive
Soviet Union.
The Seawolf has the highest tactical speed of any US submarine. Much much of the
design effort was focused on noise reduction, and it is expected that the fully coated boat
will restore the level of acoustic advantage which the US Navy enjoyed for the last three
decades. The Seawolf's propulsion system makes it ten times more quiet over its full
range of operating speeds than the Improved-688 class and 70 times more quiet than the
initial generation of Los Angeles 688-class submarines. The Seawolf's quieter propulsion
system will also enable it to have twice the tactical speed as the I-688. Tactical speed is
the speed at which a submarine is still quiet enough to remain undetected while tracking
enemy submarines effectively. Overall, the Seawolf's propulsion system represents a 75-
percent improvement over the I-688's -- the Seawolf can operate 75 percent faster before
being detected. It is said that SEAWOLF is quieter at its tactical speed of 25 knots than a
LOS ANGELES-class submarine at pierside.
With twice as many torpedo tubes and a 30% increase in weapons magazine size over the
Los Angeles (SSN 688)-class submarines, Seawolf is capable of establishing and
maintaining battlespace dominance. Seawolf's inherent stealth enables surreptitious
insertion of combat swimmers into denied areas. SSN 23 will incorporate special-
operations force capabilities, including a dry deck shelter (DDS) and a new, specially
designed combat swimmer silo. The DDS is an air-transportable device that piggy-backs
on the submarine and can be used to store and launch a swimmer delivery vehicle and
combat swimmers. The silo is an internal lock-out chamber that will deploy up to eight
combat swimmers and their equipment at one time.
Construction of the submarine has relied on a new welding material to join the steel into
plates, hull subsections and large cylindrical sections. The Seawolf is the first American
attack submarine to use a hull made entirely of high-pressure HY-100 steel -- previous
sumarines used HY80 steel. HY-100 steel was first used in submarines in the early 1960s
in the Navy's deep-diving SEA CLIFF and TURTLE,, which were capable of reaching
depths in excess of 10,000 feet. More recently, the Moray, an advanced conventional
submarine designed by the Dutch shipyard R.D.M. (Rotterdamsche Droogdok
Maatschappij B.V), incorporated HY-100 steel to achieve an operational diving depth of
300 meters, and an incidental diving depth of 360 meters.
The SEAWOLF program began in the mid-1980s to ensure U.S. submarine superiority
over Soviet counterparts well into the next century. The first U.S. attack submarine in
decades designed from the keel up to accommodate the latest weapons, sensors,
propulsion, and communication advancements, SEAWOLF exceeded expectations during
lead ship sea trials in the summer of 1996. The test program included first underwater
submergence, acoustics trials, engineering inspections and at-sea training for the crew.
Seawolf (SSN 21) was commissioned on 19 July 1997 at Electric Boat Shipyard.
Seawolf was projected to be the most expensive ever built, with a total program cost for
12 submarines estimated in 1991 at $33.6 billion in current dollars. As many as 29
submarines were planned. The Navy's plans for Seawolf would have resulted in spending
25 percent of the Navy's shipbuilding budget on a ship that was designed for threats that
vanished with the end of the Cold War. In the 1992 State of the Union address, President
Bush [and Defense Secretary Dick Cheney] proposed the rescission of $2,765,900,000
previously appropriated for the procurement of the second and third Seawolfs. Two
Seawolf Class submarines were authorized by Congress, which in 1995 agreed to
terminate the program at three boats. President Clinton endorsed the construction of SSN-
23 as the most cost- effective method of retaining the vitality of the submarine industrial
base while bridging the gap to the future New Attack Submarine. The Fiscal Year 1998
$153.4 million budget request was the final increment of funding required for the third
SEAWOLF to complete the program. The program continues to be managed within the
Congressionally mandated cost cap.
On 10 December 1999 Electric Boat was awarded an $887,113,628 modification to

previously awarded contract N00024-96-C-2108 for new efforts on USS JIMMY
CARTER (SSN 23) to accommodate advanced technology for naval special warfare,
tactical surveillance, and mine warfare operations. Work will be performed in Groton,
Conn. (73%); Quonset Point, R.I.. (21%); and Newport News, Va. (6%), and is expected
to be completed by June 2004.
Specifications
Builders General Dynamics Electric Boat Division
Power Plant One S6W reactor
one shaft at with 52,000 shp with pumpjet propulsor
Improved Performance Machinery Program Phase II

one secondary propulsion submerged motor
Draft 35 feet (10.67 meters)
Displacement 7,460 ton surface displacement
9,137 tons submerged displacement
Speed Official: 25+ knots (28+ miles per hour, 46.3+ kph)
Actual: 35 knots maximum submerged speed
Actual: 20 knots tactical ["silent"] speed
Operating Depth Official: "greater than 800 feet"
Actual: About 1600 feet
Jane's Fighting Ships: 2000 feet
Armament eight 660-mm torpedo tubes
50 Tomahawk cruise missiles or
50 Harpoon antiship missiles or
50 Mark 48 ADCAP torpedoes or
up to 100 mines
Crew 12 Officers; 121 Enlisted
Ships
er rt ed ned
Seawolf Groton 17 Jul 1997 2027
21 Boat 1989
Connecticu SSN- Electric 03 May
Groton 11 Dec 1998 2028
t 22 Boat 1991
Jimmy SSN- Electric 29 Jun
Bangor Dec 2001 2031
Carter 23 Boat 1996
SSN- [Electric
[#4 through #12 cancelled in 1992]
24 Boat]
SSN- [Electric [#4 through #12 cancelled in 1992]
25 Boat]
SSN- [Electric
26 Boat]
SSN- [Electric
27 Boat]
SSN- [Electric
28 Boat]
SSN- [Electric
29 Boat]
SSN- [Electric
30 Boat]
SSN- [Electric [#4 through #12 cancelled in 1992]
31 Boat]
SSN- [Electric
32 Boat]
SSN- [Electric
[cancelled -- 29 boats originally planned]
33 Boat]
SSN- [Electric
34 Boat]
SSN- [Electric
35 Boat]
SSN- [Electric
36 Boat]
SSN- [Electric
37 Boat]
SSN- [Electric
38 Boat]
SSN- [Electric
39 Boat]
SSN- [Electric
40 Boat]
SSN- [Electric [cancelled -- 29 boats originally planned]
41 Boat]
SSN- [Electric
42 Boat]
SSN- [Electric
43 Boat]
SSN- [Electric [cancelled -- 29 boats originally planned]
44 Boat]
SSN- [Electric
45 Boat]
SSN- [Electric
46 Boat]
SSN- [Electric
47 Boat]
SSN- [Electric
48 Boat]
SSN- [Electric
49 Boat]
SSN-774 Virginia-class
NSSN New Attack Submarine
Centurion
The Secretary of Defense in his October 1993 bottom-
up review determined that production of the Seawolf
class submarine would cease with the third submarine,
and that the Navy should develop and build a new
attack submarine as a more cost-effective follow-on to
the Seawolf class, with construction beginning in fiscal
year 1998 or 1999 at Electric Boat. The New Attack
Submarine is the first U.S. submarine to be designed
for battlespace dominance across a broad spectrum of
regional and littoral missions as well as open-ocean,
"blue water" missions. The program design goal is to produce a submarine flexible
enough to carry out seven very different missions:
 Covert Strike by launching land-attack missiles from vertical launchers and

torpedo tubes;
 Anti-Submarine Warfare with an advanced combat system and a flexible payload
of torpedoes;
 Anti-Ship Warfare, again, using the advanced combat system and torpedoes;
 Battle Group Support with advanced electronic sensors and communications
equipment;
 Covert Intelligence, Surveillance and Reconnaissance, using sensors to collect
critical intelligence and locate radar sites, missile batteries and command sites as
well as to monitor communications and track ship movements;
 Covert Minelaying against enemy shipping; and
 Special Operations, including search and rescue, reconnaissance, sabotage,
diversionary attacks, and direction of fire support and strikes.
The New Attack Submarine is designed for multi-mission operations and enhanced
operational flexibility. SEAWOLF (SSN-21)-Class quieting has been incorporated in a
smaller hull while military performance has been maintained or improved. Compared
with the Seawolf, the NSSN is slower, carries fewer weapons, and is less capable in
diving depth and arctic operations. On the other hand, the NSSN is expected to be as
quiet as the Seawolf, will incorporate a vertical launch system and have improved
surveillance as well as special operations characteristics to enhance littoral warfare
capability. While the 688-I submarines are noisier than the improved Russian Akula
class, the Seawolf is quieter than Akula and the upcoming Russian SSN-P-IX class. The
primary design driver for the NSSN is acoustic quietness equal to that of the Seawolf,
even at the cost of reducing maximum top speed. With a focus on the littoral battlespace,
the New Attack Submarine has improved magnetic stealth, sophisticated surveillance
capabilities, and Special Warfare enhancements.
Operating in the shallow waters of littoral areas imposes a different accoustic

environment for which previous submarinen classes were optimized. As reported in ONR
Ocean Science and Engineering Newsletter # 2 (Feb. 1997) it is well known that as a
result of the selective frequency effect of the shallow-water sound channel, a band of
frequencies exist in which the propagation is enhanced (i.e., the transmission loss is
relatively small). This "optimum frequency" regime arises from the combined effect of
the volume attenuation at the higher frequencies and the loss due to interaction with the
sea bottom at the lower frequencies.
Because of the proximity of the boundaries in shallow water, multipath transmission and
multi-angle scattering from the sea bottom are concomitant characteristics of shallow-
water acoustic reverberation. Consequently, long-range reverberation in shallow water is
far more complex than the deep-water case. Because of interaction with the bottom, long
range sound propagation in shallow water is characterized by separation of the
constituent modes as a result of the differences in modal group velocities. This results in
elongated, low amplitude signals. Further, because of the non-uniform effects of the
interaction--e.g., the higher-angle modes suffer greater attenuation--only several modes
may be needed to characterize the sound field. Hence, mode filtering is a useful approach
for investigating multipath fields in shallow water.
The spatial structure of the accoustic signal in the waveguide formed by the surface and
bottom in shallwo water is significantly different from the that in the free field of deep
water. Hence, due to modal interference in a waveguide, conventional beamforming
techniques cannot be used. Several on mode filtering methods are possible source ranging
and depth estimation in the shallow water wave guide. Signals of several modes may be
separated, and after correction for arrival time and phase, these filtered normal modes
may be recombined to obtain a compressed and enhanced signal.
In some shallow water regions very strong and sharp summer thermoclines exist, and are
accompanied by conspicuous internal waves. Anomalous attenuation of sound between
300 Hz and 1200 Hz is associated with these conditions, with very large variations (as
much as 30 dB at some frequencies) in the frequency response of the transmission loss.
These abnormally large attenuation can be attributed to internal wave-induced acoustic
mode coupling. In particular, the internal waves cause a transfer of energy into the
higher-order modes, which, since they interact more with the lossy bottom, leads to a
frequency-dependent energy loss (or attenuation) in the sound wave.
Los Angeles Seawolf NSSN

360 feet (110 353 feet (108
Length: 377 ft. (115 m)
meters) meters)
Beam: 33 feet (10 meters) 40 ft. (12.2 m) 34 ft. (10.4 m)
Submerged displacement (long
6,900 9,100 7,800
tons):
Submerged speed: 25+knots 25+knots 25+knots
800+ ft. (250
Depth: 800+ ft. (250 m) 800+ ft. (250 m)
m)
Weapons
Mk 48 ADCAP torpedoes x x x
Tomahawk cruise missiles x x x
Mk60 Captor mines x x x
Advanced mobile mines x x x
Unmanned underwater vehicles -- -- x
The New Attack Submarine is engineered for maximum design flexibility,
responsiveness to changing missions and threats, and affordable insertion of new
technologies to ensure that it will continue to be the right submarine well into the 21st
Century. Integrated electronic systems with Commercial-Off-The-Shelf (COTS)
components facilitate state-of-the-art technology introduction throughout the life of the
class and avoid unit obsolescence. The Navy has never attempted such a large-scale
integration effort on a submarine. While the BSY-1 and BSY-2 systems did have some
level of integration, the NSSN combat system will have to be totally integrated. Both the
BSY-1 combat system for the Improved Los Angeles-class and the BSY-2 combat system
for the Seawolf-class submarines had problems that resulted in late delivery and
increased costs.
The Command, Control, Communications, and Intelligence (C3I) electronics packages

also promote maximum flexibility for growth and upgrade. Coupled with the Modular
Isolated Deck Structure (MIDS) and open-system architecture, this approach results in a
lower cost and effective, command and control structure for fire control, navigation,
electronic warfare, and communications connectivity.
The New Attack Submarine's sonar system is state-of-the-art and has more processing
power than today's entire submarine fleet combined to process and distribute data
received from its spherical bow array, high-frequency array suite, dual towed arrays, and
flank array suite.
The New Attack Submarine's sail configuration houses two new photonics masts for
improved imaging functions, and improved electronics support measures mast, and multi-
mission masts that cover the frequency domain for full-spectrum, high data-rate
communications. The sail is also designed for future installation of a special mission-
configurable mast for enhanced flexibility and
warfighting performance.
The VIRGINIA Class submarine program has been

designed with long-term technological innovation in
mind. The built-in flexibility of VIRGINIA, including
incorporation of modular design techniques, open
architecture, and COTS components, allows for
technological insertion and innovation. As an example of the flexibility inherent in the
design of VIRGINIA, the Navy anticipates placing an advanced sail on hulls 5-6 of the
VIRGINIA Class. The new sail shape and size might well provide the required volume
for advanced future payloads.
The new attack submarine is armed with a variety of weapons. It carries the most
advanced heavyweight torpedoes, mines, Tomahawk cruise missiles, and Unmanned
Undersea Vehicles (UUVs) for horizontal launch. In addition, Tomahawk missiles are
carried in vertical launch tubes. The New Attack Submarine also features an integral
Lock-Out/Lock-In chamber for special operations and can host Special Operations
Forces' underwater delivery vehicles.
Reducing acquisition and life-cycle costs is a major objective of the New Attack
Submarine design and engineering process. Cost avoidance is anticipated through the
application of concurrent engineering design/build teams, computer-aided design and
electronic visualization tools, system simplification, parts standardization, and
component elimination. These innovations are intended to ensure that the ship is
affordable in sufficient numbers to satisfy America's future nuclear attack submarine
force level requirements.
The New Attack Submarine Program Office is applying the lessons learrned from
successful government and industry programs of similar scope and complexity to
improve producibility and lower costs. Integrated Product and Process Development
(IPPD) teams bring the combined experience of the shipbuilders, vendors, designers and
engineers, and ship operators to bear on the ship design. The early involvement of
production people on these teams is intended to provide a match between the design and
the shipbuilder's construction processes and facilites, a smoother transition from design to
production, and reduction in the number of changes during construction. The ship is
designed using a state-of-the-art digital database, which allows members of the IPPD
teams to work from a single design database and provides three-dimensional electronic
mockups throughout the design process.
The Milestone I COEA examined twelve alternatives. The JROC reviewed and validated
the key performance parameters (KPPs) for the selected new attack submarine design.
The Milestone I DAB approved NSSN to enter Phase I in August 1994. The Milestone II
DAB approved NSSN to enter the Demonstration and Validation Phase on June 30, 1995.
A number of systems that will be part of NSSN underwent testing in FY97. TB-29 towed
array and the ADCAP Torpedo Block Upgrade III completed OPEVAL in September
1997. The Submarine Advanced Tomahawk Weapons Control System (Sub-ATWCS),
Ring-laser Gyro Navigator and Doppler Sonar Velocity Log underwent operational
testing as well. A scale model of the propulsor was tested. When USS SEAWOLF went
to sea, the following equipment common or similar to NSSN were observed; propulsor,
wide aperture array (WAA), impressed current cathodic protection system, and active
shaft grounding system.
The Electric Boat Corporation of Connecticut is the lead design authority for the New
Attack Submarine [NAS]. The build of the first submarine is scheduled to start at the
company's Groton Shipyard in 1998, and funding has been allocated for the second and
third submarines.
The 1993 Bottom Up Review decided not to consolidate all carrier and submarine
construction in one shipyard due to concerns "about the resulting loss of competition as
well as other long-term defense industrial base and national security implications that
would result from having only one provider for two key classes of naval vessels..." The
BUR directed construction of CVN 76 at Newport News Shipbuilding and the New
Attack Submarine at Groton. The Navy's original plan approved in May 1995 was to
build one ship in fiscal year 1998, a second ship in fiscal year 2000, and two ships per
year beginning in fiscal year 2002--all at Electric Boat Corporation, Groton, Connecticut.
However, after the CVN 76 construction contract was awarded in FY 95, Congress
questioned the BUR policy concerning New Attack Submarine. Congress rejected the
Navy's plan, directing that the NAS would not be a serially-produced new class of
nuclear attack submarines and further directing that Newport News Shipbuilding would
participate in the future construction of such submarines. Public Law 104-106 directed
the Navy to start construction of an NSSN at Newport News Shipbuilding and Drydock
Company (Newport News) in 1999 and submit a plan for building four NSSNs between
fiscal year 1998 and 2001, two of which were to be built by Electric Boat (one in 1998
and one in 2000) and two by Newport News (one in 1999 and one in 2001). According to
the Navy, this change increased the estimated cost of developing and building 30 NSSNs
by $3 billion. The Congressional plan stated that the best designs from each shipyard
would form the basis for serial production of the first of a new class of next-generation
submarines beginning in 2003 (amended to 2002 by the National Defense Authorization
Act for Fiscal Year 1997 (Public Law 104-201)).
In December 1996, Electric Boat and Newport News Shipbuilding proposed to construct
New Attack Submarines as a team, rather than as competitors. This wase consistent with
the Congressional direction to involve both nuclear submarine shipbuilders; to foster
cooperation between the shipbuilders on both construction and design improvements; and
to facilitate the cross pollination of knowledge and the insertion of advanced technology.
Both shipbuilders would use Electric Boat's digital design database to construct New
Attack Submarines and each shipbuilder would specialize in certain assemblies, thereby
approaching single learning curve efficiencies. Both would initially deliver alternating
ships with Electric Boat delivering the lead fiscal year 1998 submarine.
The fiscal year 1997 budget requested $296 million for the design and component
construction of the first New Attack Submarine in fiscal year 1998. As allowed by the
fiscal year 1996 Department of Defense Authorization Act, the funding required to
finance construction of the fiscal years 1999 and 2001 submarines, which would include
$504 million in fiscal year 1997, was not included in the President's FY97 Budget
request. The Navy's budget request for fiscal year 1998 was premised upon having the
two shipyards team to produce not only the first four NASs, beginning construction in
fiscal years 1998, 1999, 2001 and 2002 respectively, but all NASs thereafter.
The FY 1999 budget request included $1.5 billion for the construction of the second of
four New Attack Submarines plus $0.5B for advance procurement for the third ship, that
are part of the unique single contract and construction teaming plan approved by
Congress in 1997.
The January 1997 Operational Assessment [OA] report indicated high risk existed in
several programmatic areas, since formal plans or funding didn’t exist for the external
communications system, the towed array, mines or ASUW missiles. As a result of DoD
funding shortfalls, NSSN and supporting programs faced significant down-scoping which
could reduce the effectiveness of the submarine. Technical risks were found in high data
rate antennas and in other areas addressed in the classified version of this report. DOT&E
concured with the OA report. Since then, funding has been obtained and a program
started for an improved towed array. The Navy has identified and funded a number of
technological improvements for insertion into different NSSN hulls as the improvements
become available, and is studying others, which will be implemented if funding becomes
available. In October 1997, DIA released a new STAR. The impact of this on NSSN
performance margin will require additional assessment.
In 1997 GAO found that the NSSN program is not likely to meet the objective of
producing a submarine that is significantly less costly than the Seawolf. Based on Navy
estimates for a 30-ship, single shipbuilder program, the Seawolf's average acquisition
cost was estimated to be about $1.85 billion compared to the NSSN's estimate of about
$1.5 billion, and based on a 30-ship, two shipbuilder program, the Navy's current
estimated acquisition cost for the fifth ship of the NSSN class had risen from about $1.5
billion to about $1.8 billion as of March 1996.
The JCS Submarine Force Structure Study, completed in November 1999, concluded that
the optimal force structure would be 68 attack submarines by 2015 and 76 by 2025, with
the minimum being at least 55 by 2015 and 62 by 2025. The report called for at least 18
Virginia-class submarines by 2015. The current Navy acquisition plan calls for ordering
one per year through 2006, and two a year after that. The proposal in the Force Structure
Study calls for the Navy to go to two a year in 2004, two years early, and to buy three in
2008. To meet the goal for 18 Virginia class boats by 2015 and to meet the minimum
goal of 62 boats by 2025 would require construction of roughly three subs a year. This
would require an additional $4 billion a year for perhaps 14 years -- $56 billion more than
the currently planned construction rate.
As of mid-2000 the acquisition and construction strategies for the procurement of the first
four Virginia -class submarines appeared to be yielding positive results to date. However,
the two shipbuilders had not yet completed the critical test of joining sections constructed
in two separate shipbuilder facilities. In addition, the subsystems being developed by a
number of subcontractors required continued oversight regarding cost and schedule
excursions.
The Senate Armed Services committee recommended in July 2000 a provision that would
authorize the Secretary of the Navy to enter into a contract for up to a total of five
Virginia -class submarines between fiscal year 2003 and fiscal year 2006. The provision
would authorize the Secretary to continue the shipbuilder teaming arrangement
authorized in the National Defense Authorization Act for Fiscal Year 1998 (Public Law
105 85). The Committedd required the Secretary of Defense to submit a report to the
congressional defense committees with submission of the fiscal year 2002 President's
budget to include a plan for maintaining at least 55 attack submarines through 2015, and
a plan for achieving a force of 18 Virginia -class submarines by 2015; and assessments of
savings to the program of production rates of two submarines per year, if that rate were to
begin in fiscal year 2004 and construction were to continue at that rate in fiscal year 2006
and thereafter.
Specifications
General Dynamics Electric Boat Division [lead design
authority]
Contractors Newport News Shipbuilding
Lockheed Martin Federal Systems (Combat System)
Raytheon Electronics Systems (Combat System)
Power Plant One S9G pressurized water reactor
??,000 shp, one shaft with pumpjet propulsor
Improved Performance Machinery Program Phase III
one secondary propulsion submerged motor
Length 377 feet
Draft 32 feet
Beam 34 feet
Speed 25+ knots submerged
Depth Greater than 800 feet
Horizontal Tubes Four 21" Torpedo Tubes
Vertical Tubes 12 Vertical Launch System Tubes
Weapons 38 weapons, including:
Vertical Launch System Tomahawk Cruise Missiles
Mk 48 ADCAP Heavyweight Torpedoes
Advanced Mobile Mines
Unmanned Undersea Vehicles
Special Warfare Dry Deck Shelter
Advanced SEAL Delivery System
Sonars Spherical active/passive arrays
Light Weight Wide Aperture Arrays
TB-16, TB-29, and future towed arrays
High-frequency chin and sail arrays
Countermeasures 1 internal launcher (reloadable 2-barrel)
14 external launchers
Crew 113 officers and men
Total Program 30 systems
Total program cost (TY$) $67034M
Average unit cost (TY$) $2110M
Status Full-rate production 1QFY07
Ships
Virginia SSN-774 Electric Boat Jun 1998 Jun 2004
Texas SSN-775 Newport News Jun 1998 Jun 2005
Hawaii SSN-776 Electric Boat Jun 1998 Jan 2007
SSN-777 Newport News Jun 1998 Jun 2008
SSN-778 2004 2010
SSN-779 2004 2010
SSN-780 2005 2011
SSN-781 2005 2011
SSN-782 2006 2012
SSN-783 2006 2012
SSN-784 2007 2013
SSN-785 2007 2013
SSN-786 2008 2014
SSN-787 2008 2014
SSN-788 2009 2015
SSN-789 2009 2015
SSN-790 2010 2016
SSN-791 2010 2016
SSN-792 2011 2017
SSN-793 2011 2017
SSN-794 2011 2017
SSN-795 2012 2018
SSN-796 2012 2018
SSN-797 2012 2018
SSN-798 2013 2019
SSN-799 2013 2019
SSN-800 2013 2019
SSN-801 2014 2020
SSN-802 2014 2020
SSN-803 2014 2020
Future Attack Submarine
The Defense Science Board (DSB) task force on the “Submarine of the Future” in its July
1998 report called for pursuing a vigorous technology development program in
preparation for a new and more capable successor to the Virginia class in the 2020s.
Dismissing the suggestion for a force mix that includes diesel-electric submarines, the
panel “firmly reaffirmed” that the Virginia-class follow-on should be a “large” nuclear
ship offering high transit speed, independent logistics, and endurance – as well as the
substantial internal volume necessary for unconventional payloads, such as auxiliary
vehicles. Suggesting that “weapon-specific interfaces” such as torpedo and Vertical
Launch System tubes be avoided, the group postulated “using ‘bomb bay’ techniques or
other large aperture openings, coupled with external storage of rapid-response weapons.”
In this concept, today’s torpedo room would be supplanted by a free-flooding weapons
bay reconfigurable for a variety of weapon and offboard sensor payloads.
The task force recommended that the traditional emphasis on SSN propulsion and
quieting be shifted to “connectivity, sensors, weapons, adjuvant vehicles, and interfaces
with the water.” And finally, the panel suggested that DoD needs to broaden participation
and reallocate taskings in the research, development, acquisition, and performance
verification of new SSN designs. Thus, they recommended a “wide open look” at the
future submarine by the Navy and the Defense Advanced Research Projects Agency
(DARPA), with substantial industry input to the development of alternatives.
Subsequently, DARPA and the Navy have signed a Memorandum of Agreement to study
future fast-attack submarine design concepts, with a focus on advanced payloads and
sensor systems.
The Navy and industry have concluded that electric drive will be a necessary, but not
sufficient, condition for retaining stealth margins (i.e., standoff and counterdetection) into
the far future. This assumes potential adversaries will possess sensor and processor
technology in the 2015 timeframe, which is similar to that which the US is developing
now. Furthermore, electric drive provides the opportunity to use all (rather than only
about 15 percent) of the useful reactor power for a wide range of high power, high
energy, and high endurance payloads, which the future will bring. Today, some 85
percent of the design reactor power can only be used for propulsion. Other benefits
include the flexibility that electric drive brings to naval architecture (eliminate the
tyranny of the shaft through external motors), on-the-fly reapportionment of power to
deal with casualties, battle damage, or countermeasures (for high-speed incoming
weapons), and technology growth potential in related technologies.
Specifications
Builder
Power Plant
Length feet
Beam feet
Draft feet
Displacement tons
Capacity
Speed knots ( mph)
Crew
Aircraft
Ships
SSN-804 2015 2021

SSN-805 2015 2021
SSN-806 2015 2021
Ohio-class SSGN-726
The Clinton Administration's Nuclear Posture Review was chartered in October 1993,
and the President approved the recommendations of the NPR on September 18, 1994. As
a result of the NPR, US strategic nuclear force structure will be adjusted to 14 Trident
submarines -- four fewer than previously planned -- carrying 24 D-5 missiles, each with
five warheads, per submarine. This will require backfitting four Trident SSBNs, currently
carrying the Trident I (C- 4) missile, with the more modern and capable D-5 missile
system. The four boats that will be withdrawn from the strategic nuclear role will be
dedicated to other missions. The Navy has a limited window of opportunity to conduct
the conversion prior to inactivation of the Tridents scheduled to start in FY '03.
At an investment of about $400M/ship (not including replacement cores) the Navy would
acquire a modified Trident capable of carrying 154 Tomahawk missiles as well as Special
Forces.
One or more of the retiring Ohio class SSBNs might be modified to carry large VLS
battery of Tomahawk, with each 40-foot-deep Trident missile tube replaced by cylinders
containing seven Tomahawks apiece. One Trident SSGN would provide about an
additional Battle Group's equivalent of Tomahawk cruise missiles during a crisis.
Trident SSGN also provides the CINCs and Battle Group commander a large SOF
contingent (4 platoons) capable of carrying out a sustained and continuous level of effort
of Special Forces missions. Each boat could carry up to 66 SEALs or other commandos,
and a minisub currently under development would be affixed to the bow. However, there
are not many missions in which such a large force of SEALs would play a significant
role.
Specifications
Builders: General Dynamics Electric Boat Division.
One S8G nuclear reactor, output of 60,000 hp
core reloaded every nine years
Power Plant: two geared steam turbines,
one shaft
Length: 560 feet (170.69 meters)
Beam: 42 feet (10.06 meters)
Surfaced: 16,764 tons
Displacement: Submerged:18,750 tons
Official: 20+ knots (23+ miles per hour, 36.8 +kph)
Speed:
Actual: 25 knots submerged speed
Official: "greater than 800 feet"
Operating Depth:
Actual: greater than 1,000 feet
Crew: 15 Officers, 140 Enlisted
154 Vertical Launch tubes for Tomahawk
Armament:
four torpedo tubes
BQQ-6 Bow mounted sonar
BQR-19 Navigation
Sensors:
BQS-13 Active sonar
TB-16 towed array
Annual Average
Date Deployed: USS Ohio conversion post-2000
Boat List
FY Laid
Boat Name Builder Base Launch Commission Stricken
Order Down
SSBN- 10 Apr
Ohio GD-EB PAC 1974 7 Apr 79 11 Nov 81 2023
726 76
SSBN- Michigan GD-EB PAC 1975 4 Apr 77 26 Apr 80 11 Sep 82 2024
727
SSBN- 14 Nov
Florida GD-EB PAC 1975 9 Jun 77 18 Jun 83 2025
728 81
SSBN- Georgia GD-EB PAC 1976 7 Apr 79 6 Nov 82 11 Feb 84 2026
729
Deep Submergence Rescue Vehicle
When the USS Thresher went down in the early 1960s with all hands aboard, the Navy
took steps to ensure such a tragedy never occur again. Following the recommendations of
a special Presidential Deep Submergence Review Group, the Deep Submergence Rescue
System was developed in the mid-1960s. The deep submergence rescue vehicles Mystic
(DSRV 1) and Avalon (DSRV 2) of the Deep Submergence Unit are the genesis of that
program.
The DRSVs were specifically designed to fill the need for an improved means of rescuing
the crew of a submarine immobilized on the ocean floor. Mystic and Avalon are the first
submersibles that can be transported by land, sea and on or beneath the sea. They can
operate independently of surface conditions or under ice for rapid response to an accident
anywhere in the world.
The primary mission of the DSRV is to provide a quick reaction, worldwide, all–weather
capability to rescue personnel from disabled submarines (DISSUB) at depths of less than
610 meters (2000 feet). The DSRV’s maximum operating depth is approximately 1524
meters (5000 feet). The DSRV can be transported by truck, aircraft, surface ship, or on a
mother submarine. The DSRV can dive, locate the disabled submarine [DISSUB], and
attach itself to the DISSUB’s rescue seat. After the DSRV is properly attached to the
submarine, the DISSUB’s access hatches are opened and submarine personnel can enter
directly into the DSRV. The DSRV then detaches itself from the submarine and transfers
the rescued personnel to the support ship, which can be a specially modified submarine or
a surface ship.
When notified of an accident, the DSRVs, the crew and their specialized support gear can
be loaded on a C-5 galaxy cargo plane at Naval Air Station North Island and flown to the
nearest airport. Once it arrives, the DSRV is transported via its special land transport
vehicle and taken to the staging port for rendezvous with a specially equipped mother
submarine. The mother submarine then piggybacks the DSRV to the accident site to
rescue the crew members. It's this versatility and economy that makes the vehicles such
excellent rescue assets.
Upon notification that a submarine is submerged and disabled, the DSRV and its support
equipment are transported to a port near the submarine, then loaded on a support ship.
For the rest of this discussion, the DSRV support ship will be assumed to be a submarine.
The mother submarine, with the DSRV mated to the after rescue/escape trunk and
supported by four pylons, proceeds to the area of the DISSUB and serves as an
underwater base for the DSRV. The mother submarine can launch and recover the DSRV
at either the forward or after rescue/escape trunk while submerged.
As the DSRV decends to the DISSUB, it uses sonar to detect the submarine’s AN/BQN–
13 submarine distress pingers. The DSRV can detect the afterview of the sail of the
smallest U.S. Navy submarine at about 450 meters (500 yards) under good acoustic and
reverberation conditions. The DSRV can also establish and maintain voice
communications with the submarine using the emergency underwater telephone. After
the DSRV has located the submarine’s rescue/escape trunk and has landed on the rescue
seat, the water in the DSRV mating skirt is pumped overboard or is vented to tanks on the
DSRV. Depending on rescue conditions, such as depth of the submarine, underwater
current, and angle of the submarine, the DSRV can use hold–down devices similar to
those used by the SRC to ensure a watertight seal with the submarine.
When instructed by the DSRV, the submarine’s crew drains the upper hatch cavity,
which equalizes the pressure between the DSRV and the submarine. The submarine crew
then drains the trunk, if necessary. On submarines that have been modified to use the
threaded eyebolt, the DSRV crew installs them, if necessary. The DSRV crew installs the
hold–down devices and then removes the submarine hatch fairing. Next, the DSRV crew
installs a compensating weight onto the hatch or, on SSN 21 class submarines, unscrews
a spring retainer screw to make up for the removal of the fairing. On submarines with
permanently welded padeyes or staples, the DSRV crew removes the submarine hatch
fairing, if necessary. On earlier classes of submarines with 25–inch–diameter upper
access hatches, the fairing covers are not removed. The DSRV crew then installs the
hold–down devices, if necessary. The DSRV crew then installs a compensating weight, if
necessary, onto the hatch or, on SSN 21 class submarines, unscrews a spring retainer
screw to compensate for the removal of the fairing. The DSRV crew signals the
submarine’s crew to open the upper access hatch and then the lower access hatch. The
pressure in the trunk and the access compartment should be the same before the lower
access hatch to the trunk is opened. The fairing plates, if removed, and supplies, as
needed, are transferred to the submarine. These supplies can include oxygen, lithium
hydroxide canisters, water, food, clothes, medical supplies, etc.
Submarine personnel are brought aboard the DSRV. Up to 1905 kilograms (4200 pounds)
of variable ballast water can be transferred to the submarine to make up for the submarine
personnel brought on board the DSRV. After the ballast and supplies are transferred, the
submarine crew is directed to close the upper access hatch and the hatch cavity drain
valve, the trunk flood valve, and the trunk drain valve.
One of the DSRVs is kept in rescue-ready status at all times, ready to respond to an
emergency. Since their initial construction more than 25 years ago, both vehicles have
undergone extensive upgrades and are widely recognized as the most sophisticated
submersibles in the world. They stand ready every day of the year to support the
submarine rescue needs for both the U. S. Navy and its allies world wide.
The DSRV outer hull is approximately 15 meters (50 feet) long, 2.4 meters (8 feet) in
diameter, and is constructed of formed fiberglass (see Figure 594–3–1). The DSRV
weighs approximately 36 metric tons (80,000 pounds). Inside the fiberglass outer hull are
three interconnected spheres that form the pressure hull. Each sphere is 2.3 meters (7–1/2
feet) in diameter and is constructed of high tensile strength steel. The spheres are
connected by hatches that allow personnel to move within the DSRV. The forward sphere
contains the vehicle’s sophisticated control and navigation equipment and is manned by
an operator and a co–operator. The center and after spheres accommodate up to 24
passengers and two DSRV crewman.
Under the DSRV’s center sphere is a hemispherical skirt and shock mitigation system
that allows the DSRV to mate with the rescue seat on the submarine’s rescue/escape
trunk). The skirt allows a watertight seal to be made between the DSRV and the
submarine. After a seal is made, the submarine’s upper access hatch can be opened and
swung up into the skirt cavity.
Propulsion and control of the DSRV is provided by a conventional, battery–powered,
stern propeller in a movable shroud; and four ducted thrusters, two forward and two aft.
The system permits the DSRV to maneuver and hover in underwater currents. The DSRV
can attach to a submarine inclined to angles up to 45 degrees from vertical in either the
fore and aft or athwartships direction, with an internal pressure of up to 3–1/2
atmospheres, and exposed to a current of up to 2 knots.
Specifications
Builder
Power Plant
Length feet
Beam feet
Draft feet
Displacement tons
Capacity
Speed knots ( mph)
Crew
Ships
Mystic DSRV 1
Avalon DSRV 2
Large Scale Vehicle LSV
The Large Scale Vehicle Kokanee (LSV-I) is operated by the Acoustic Research
Detachment (ARD) for the Naval Sea Systems Command (SEA 92R). Kokanee is a one-
quarter scale model of the Seawolf (SSN-21). She is an unmanned, battery-powered, free-
running model, 90 feet long, 150 tons, with batteries weighing approximately 25 tons and
requiring special, high- powered battery chargers. This large-scale structural model was
delivered to Bayview in north Idaho in November 1987 and operated in Lake Pend
Oreille for research work.
Lake Pend Oreille provides a deep (1150 ft), quiet body of water where a free-field
ocean-like environment is available without the attendant problems and costs of open
ocean operations. Unique experimental hardware and floating platforms have been
developed to support a wide variety of R&D programs ranging from the measurement of
flow induced boundary layer fluctuations on sonar domes to the calibrations of full-scale
surface ship sonar transducers. The site's technical programs typically support analytical
efforts at the NSWCCD and contribute to the development of advanced submarine and
sonar designs.
The Advanced Submarine Technology Development program enhances the capability of

the Large Scale Demonstrator System to conduct hydrodynamic/hydroacoustic/flow
management/maneuvering tests, as well as development of an advanced propulsion
system and sensor & processing technologies being considered for insertion in the New
Attack Submarine.
Congress authorized the Secretary of the Navy to pursue a new Large-Scale Vehicle
(LSV II) demonstrator that is not limited by form or single hull design. In January 1997
the Naval Sea Systems Command contracted with Newport News Shipbuilding (NNS),
for the design and construction of an Advanced Large Scale Vehicle (LSV II). These
efforts include all engineering, technical, coordination, support and manufacturing efforts
necessary to design and construct LSV II. LSV II will replicate large scale submarines in
design and capability and is to be used as a demonstration platform for the insertion of
new submarine technologies related to deep diving, nuclear powered attack submarines.
It is envisioned that NNS will team, via a subcontract, with Electric Boat Corporation for
some of these requirements.
LSV II Cutthroat, a quarter-scale version of the New Attack Submarine (NSSN), will be
the world's largest underwater autonomous submarine vehicle. It will be used as a
demonstrator vehicle for the advanced technologies anticipated for the submarine. After
delivery in 2001, the LSV-2 will operate on Lake Pend Oreille at the Acoustic Research
Detachment in Bayview, Idaho. On 12 February 1999 Newport News Shipbuilding was
awarded a $46,868,246 cost-plus-incentive-fee contract for the completion of design and
construction of the submarine large scale vehicle CUTTHROAT (LSV 2). Work will be
performed in Newport News, Va. (40%); Groton, Conn. (35%), and at numerous
undetermined sites throughout the United States (25%), and was expected to be
completed by May 2001. This contract was not competitively procured.
Specifications
Class LSV-I LSV-II
Length 90 feet
Beam 10 feet
Displacement 168 tons
Ships
Kokanee LSV I
Cutthroat LSV II
AS-36 L.Y. Spear
Submarine tenders are the largest of the active auxiliaries. Their crews are made up
mostly of technicians and repair personnel. The L.Y. Spear-class is designed and fitted to
accommodate attack submarines and can service up to four submarines moored alongside
simultaneously. Mr. Lawrence York Spear was President of Electric Boat Company
between 1942 and 1947.
Specifications
Builders General Dynamics' Quincy Shipbuilding Division
Displacement Light Displacement: 14362
tons Full Displacement: 23396 tons
Draft Limit: 29 ft
Speed 20 knots
Power Plant Two boilers, steam turbines, one shaft
Aircraft None
Armament Two 40mm guns,
four 20mm guns
Complement Officers: 87
Enlisted: 1235
Ships
Name Ordered
r r t d d
L 12 May
AS-36 Quincy Norfolk 22 Feb 1970 06 Sep 1996
.Y.Spear 1965
San
Dixon AS-37 Quincy 20 Apr 1966 07 Aug 1971 15 Dec 1995
Diego
AS-38 Quincy cancelled in 1969
AS-39 Emory Land
USS EMORY S. LAND is the first of the Navy's newest class of submarine tender,
designed to support the Los Angeles Class attack submarine. The Emory Land class is
designed and fitted to accommodate attack submarines, furnishing maintenance and
logistic support. Submarine tenders are the largest of the active auxiliaries. Their crews
are made up mostly technicians and repair personnel. To construct a ship the size of the
EMORY S. LAND, 12,500 tons of steel were required, along with 142 miles of electric
cable and 30 miles of piping.
The ships provides food, electricity, water, consumable, spare parts, medical, dental,
disbursing, mail, legal services, ordnance, and any parts or equipment repair that the
submarine may require. To accomplish this, the ships have a physical plant similar to that
of a small town, including 53 different specialized shops. The ships are a mobile support
facility with the capability of tending 12 nuclear-powered submarines simultaneously.
The ship's capabilities include: nuclear system repair and testing, electrical and electronic
repair, hull repair, sheet metal and steel work, pipe fabrication, foundry, woodworking,
underwater diving and rescue, and hazardous material management. Various services are
available to all submarines moored alongside including steam, diesel fuel, water, and
electricity. The ship is capable of handling and storing the Navy's most modern tactical
submarine launched weapons including: MK 48 ADCAP torpedoes, mines and
Tomahawk Cruise Missiles. They provide living quarters for more than 1500 people and
is equipped with full medical and dental facilities, laundry and dry cleaning plants, data
processing equipment and large storage areas for refrigerated and dry cargo food. Cranes,
elevators and conveyors provide movement of material on and off the ship as well as
between decks.
This class of ships was especially designed to tend the nuclear-powered SSN 668 LOS
ANGELES class attack submarines, and have proven their versatility by providing
support to the recently deactivated Submarine Squadron FOUR, which included ten SSN
637 class nuclear attack submarines, one submarine rescue vessel, and a torpedo recovery
vessel; and Submarine Squadron EIGHTEEN which included SSBN 640 class fleet
ballistic missile submarines.
The Frank Cable recently proved its versatility when it changed homeport to Agaña,
Guam, where it is the sole mobile-support platform for all SEVENTH Fleet ships and
submarines. The Emory S. Land will be changing homeports to La Maddalena, Italy in
1999.
Specifications
Built by Lockheed Shipbuilding & Const Co., Seattle, WA
Length 644 feet
Beam 85 feet
Full Load
23,000 tons
Displacement
Full Load Draft 26 feet
Speed 20 knots
Weapons Four 20 mm guns
Two 50 cal. guns
Two 40 mm grenade launchers
Specialized Shops 53
Decks/Levels 13
Crew 1,351
Departments
Administrative Maintenance
Chaplain Medical
Communications Ops / Nav
Deck Safety
Dental Supply
Engineering Weapons
Legal
Ships
Numbe Homepo Ordere Commission Decommission
Name Builder
r rt d ed ed
USS Emory S. Lockhee
AS-39 Norfolk
Land d
Lockhee 20 Nov
USS Frank Cable AS-40 Guam 28 Sep 1979
d 1974
Lockhee San
USS McKee AS-41
d Diego
ASR-7 Chanticleer
ASR-7 Chanticleer class vehicles serve as surface support ships for submarine rescue
operations. They conduct these operations using the McCann rescue chamber and support
deep sea diving operations down to 300 feet. These ships can support divers indefinitely,
lowering them to the ocean floor in pressurized transfer chambers for open-sea work
periods. These vessels also serve as operational control ships to conduct deep-sea salvage
operations.
Specifications
Builders ASR-9 -- Moore Shipbuilding and Drydock
ASR-13-16 -- Savannah Machine and Foundry
Power Plant Diesel electric, one shaft
Length 251 feet
Beam 42 feet
Draft feet
Speed 15 knots
Crew 111
Aircraft none
Ships
Numbe Ordere Commissione Decommissione
Name Builder Homeport
r d d d
Chanticlee
ASR 7 01 Jun 1974
r
Coucal ASR 8 22 Jan 1943 15 Sep 1977
Pearl
Florikan ASR 9 Moore 05 Apr 1943 02 Aug 1991
Harbor
Greenlet ASR 10 01 Feb 1973
Savanna
Kittiwake ASR 13 Norfolk 10 Jul 1945 30 Sep 1994
h
Savanna
Petrel ASR 14 Charleston 26 Sep 1945 30 Sep 1991
h
Savanna
Sunbird ASR 15 Groton 23 Jun 1950 30 Sep 1993
h
Tringa ASR 16 Savanna 28 Jan 1947 30 Sep 1977
h
ASR 21 Pigeon
ASR 21 Pigeon class vehicles serve as surface support ships for deep submergence rescue
vehicles (DSRV's) during submarine rescue operations. They conduct these operations
using the McCann rescue chamber, and also support deep sea diving operations. These
ships can transport, service, lower and raise two Deep Submergence Rescue Vehicles and
support diving operations to depths of 850 feet. They can support divers indefinitely,
lowering them to the ocean floor in pressurized transfer chambers for open-sea work
periods. These vessels also serve as operational control ships to conduct deep-sea salvage
operations. No new ASRs are included in the Navy's long range shipbuilding plans.
The two Pigeon class ships are the first in the world to be built specifically for the
submarine rescue mission and, except for one Military Sealift Command ship, are the
first catamaran hull ships built for the Navy since Robert Fulton's Demologos in 1812.
Specifications
Builder Alabama Drydock and Shipbuilding
Power Plant Four diesels, two shafts
Beam 86 feet
Draft Limit: 26 ft
Speed 15 knots
Crew Ship's Company, 240;
submersible operations, 24
Aircraft none / helipad for landing
Ships
Numb Homepo Commission Decommission
er rt ed ed
Pigeo ASR- Alabama DD & San 15 Nov
28 Apr 1973 31 Aug 1992
n 21 SB Diego 1967
Ortola ASR- Alabama DD & 15 Nov
Norfolk 14 Jul 1973 30 Mar 1995
n 22 SB 1967
AGF 3 USS LA SALLE
As a forward-deployed unit, LA SALLE's primary mission is to provide flagship facilities
and support to Commander. Sixth Fleet (COMSIXTHFLT), and his embarked staff. LA
SALLE assumed the role of flagship for the U.S. Sixth Fleet on 8 November 1994,
bringing expanded capabilities to the Fleet. With the ability and space available to
embark a Joint Task Force staff when necessary, LA SALLE greatly increases the
flexibility of the U.S. Sixth Fleet Commander and his staff. Additionally, LA SALLE has
been outfitted with state-of-the-art communication, command and control electronic
equipment. Any operation or exercise involving sea, air, land, and amphibious forces can
be controlled and directed from the flagship while at sea or in port. This further increases
the U.S. Sixth Fleet's capability to respond to crisis or contingency operations.
Following commissioning, LA SALLE served as flagship for Atlantic Fleet Amphibious
Forces during the Dominican Crisis, and participated in the evacuation of Construction
Battalion Six from Guantanamo Bay, Cuba, during the Cuban Missile Crisis. During
1969, LA SALLE served as the test platform for the prototype AV-8 Harrier Vertical
Take-Off and Landing (VTOL) fighter bomber.
In 1972, LA SALLE was designated a Miscellaneous Command Ship (AGF) and
assumed duties as the flagship for Commander, Middle East Force. Forward-deployed to
Bahrain, and painted white to reflect the Middle East Sun, "The Great White Ghost of the
Arabian Coast" steamed an average of 55,000 miles annually in that role.
La Salle and five other ships in the Persian Gulf were the US Navy presence during the
Iraqi invasion of Kuwait on 02 August 1990. Over the course of Operations Desert Shield
and Desert Storm, La Salle assumed the added responsibility of controlling and
coordinating the Maritime Intercept Force and served concurrently as flagship for
Commander, US Naval Forces, Central Command. On March 12,1991, USS La Salle
became the first United States Navy warship to enter the newly liberated port of Ash
Shuaybay, Kuwait.
USS La Salle became the U.S. Sixth Fleet Command Ship on November 8, 1994. Prior to
assuming the role of Sixth Fleet flagship, LA SALLE underwent an extensive yard period
to upgrade its capabilities.
Specifications
LENGTH 521 Feet
BEAM 84 Feet
DRAFT 21 Feet
DISPLACEMENT
13,900 Tons
(FULL LOAD)
MAIN
PROPULSION De Laval Steam Turbines - Twin Shafts
SYSTEM
PROPELLERS 2 (Combined 24,000 SHP)
BOILERS 2 Babcock & Wilcox (600 psi)
SPEED 20 Knots (sustained)/21.6 Knots (maximum)
ARMAMENT 2 20MM MK 16 Phalanx Close-In Weapons Systems
COMPLEMENT Ship's Company - 420 Enlisted/25 Officers
Staff - 90 Enlisted/48 Officers
Ships
Numbe Builde Homepo Ordere Commissione Decommission
Name
r r rt d d ed
AGF 3
USS LA (formerl NYNS
22 Feb 1964
SALLE y LPD Y
3)
AGF 11 Coronado
The AGF 11 USS Coronado command ships serves as the flagships for the Commander,
Sixth Fleet. Command ships provide communications and accommodations for fleet
commanders and staff. Ships are equipped air and surface radars, helicopter, chaff
launchers, and an electronic warfare suite. Coronado was were converted from an
amphibious warfare ship [LPD-11] for employment as a command ship.
USS CORONADO was built by Lockheed Shipbuilding and Construction Company in

Seattle, Washington. Its keel was laid on 3 May 1965 and the ship was launched on 30
July 1966. USS CORONADO was commissioned 23 May 1970. USS CORONADO was
designed as an Amphibious Transport Dock (LPD), built to transport Marines and their
equipment to the scene of an amphibious assault, and move them ashore by landing craft
and helicopters.
The ship is one of seven fitted with additional superstructure for command ship duties.
The USS CORONADO (AGF 11) has undergone numerous modifications since her
redesignation from LPD to AGF. Among the more significant changes have been to her
Command Control Communications Computers and Intelligence (C4I) capabilities. Other
than C4I modifications the ship physically no longer looks like one of the original LPD's.
Her 3" 50 caliber guns have been removed, the sterngate has been sealed shut, and the
well deck has been replaced with offices to support the staff.
First assigned to the U. S. Atlantic Fleet in the 1970's, CORONADO conducted extensive
operations and deployed on numerous occasions to Northern Europe and the Caribbean
and Mediterranean Seas. In 1980, CORONADO was redesignated an AGF
(Miscellaneous Command Ship). Her first assignment was to relieve the USS LASALLE
(AGF 3) as the command ship for Commander, U. S. Middle East Force, stationed in the
Persian Gulf. Reassigned in October 1985, CORONADO relieved USS PUGET SOUND
(AD 38) as the command ship of Commander, SIXTH Fleet. During her ten month tour
with SIXTH Fleet, she operated out of Gaeta, Italy, participating in operations in the Gulf
of Sidra and strikes against Libyan terrorist support facilities.
In July 1986, CORONADO was relieved as SIXTH Fleet command ship and ordered to
Pearl Harbor, Hawaii to become the command ship for Commander, THIRD Fleet.
Subsequently, CORONADO was relieved as THIRD Fleet command ship and deployed
to the Arabian Gulf to assume duties as command ship for Commander, Middle East
Force in January of 1988. Upon her return to Pearl Harbor in November 1988,
CORONADO again assumed her duties as command ship for THIRD Fleet.
The ship remained homeported in Hawaii until August 1991, when it and THIRD Fleet
changed homeports to Naval Air Station North Island, in her namesake city of Coronado,
California. In March 1998 CORONADO shifted homeports from Naval Air Station North
Island to Submarine Base, Point Loma, San Diego, California in order to accommodate
berthing additional air craft carriers at the Naval Air Station.
CORONADO's communication assets by frequency range:
Ultra High Frequency (UHF)
 CUDIXS (Common User Digital Information Exchange Subsystem) Shipboard

messaging
 TADIXS A (Tactical Data Information Exchange Subsystem)
 TRE/TRAP (Tactical Receive Equipment) circuits for receiving tactical electronic
intelligence information
 TACINTEL (Tactical Intelligence) Secret Messaging
 OTCIXS (Officer in Tactical Command Information Exchange Subsystem)
Provides a common tactical picture of the battlefield.
 LINK-11 Real time tactical radar picture.
Super High Frequency (SHF) connectivity routed via TIMPLEX and ATM modems
supporting:
 SIPRNET (Secret Internet Protocol Router Network) Medium from exchange of

classified multimedia information
 NIPRNET (Non-secure Internet Protocol Router Network) Shipboard internet
access
 TESS (theater environmental support system) weather
 JDISS (Joint Deployable Intelligence Support System)
 GCCS (Global Command and Control System) National Command Authority is
able to communicate with any vertical launch capable ship
 PCMT (Personal Computer Message Traffic) Navy-wide Shipboard messages
 POTS (Plain Old Telephone) Conventional Telephone while at sea
 MMT (Multi-Media Telephone) Secure digital telephone
 VIXS (Video Information Exchange System) Video Teleconferencing while at
sea
 CTAPS (Contingency Theater Automated Planning System) Generation /
Dissemination of Air Tasking Order for air strike missions
 JWICS (Joint World Wide Intelligence Comm System) Able to communicate with
U.S. military intelligence centers around the world
Extremely High Frequency (EHF)
 Voice Command Nets - Established as required by exercises

 Mission Display Unit (MDU) - A strike planning aid for Tomohawk Missile
launches
CORONADO has a civilian system known as Challenge Athena III, which serves as a
back up to the military antenna, WSC-6. CAIII and WSC-6 provide the ship access to the
SHF bandwidth via a satellite.
Specifications
Power Plant two Foster-Wheeler boilers, geared turbines, twin
shafts, 24,000 shaft horsepower
Displacement 16,912 tons (15,375 metric tons)
Speed 21 knots
Fuel capacity(gallons) 750,000
Aviation fuel(gallons) 350,000
Flight Deck 200
Length(feet)
Flight Deck
16,000
Area(sq.ft)
Aircraft two light helicopters
Crew 516 ships company + 120 flag staff
Ships
Name Builder
r t d d d
USS Philadelphi
Coronad AGF 11 a Navy San Diego 23 May 1970
o Yard
LCC 19 Blue Ridge class
Amphibious Command ships provide command and control for fleet commanders.
Commissioned in 1970, these are the only ships to be designed initially for an
amphibious command ship role. Earlier amphibious command ships lacked sufficient
speed to keep up with a 20-knot amphibious force. Subsequently, both ships became fleet
flagships. USS Blue Ridge became the Seventh Fleet command ship in 1979, and USS
Mount Whitney became the Second Fleet command ship in 1981.
USS Blue Ridge (LCC-19) was conceived in 1963 and was in the planning and design
stage for four years. She was built by the Philadelphia naval Shipyard in 1967 and
commissioned November 14, 1970. Unlike her World War II predecessor of the same
name, which had to be converted from a merchantman to an Amphibious Force flagship,
the new 620-foot United States Ship Blue Ridge (LCC 19) represents a unique effort and
achievement in the Navy's Command and Control ship design. Here for the first time is a
platform built from the keel up to accomplish the mission of Command and Control
coordination. In this 18,500 ton ship are found the facilities to direct and manage every
phase of command and control operations. Blue Ridge represents the accumulated
knowledge of four decades of the Navy's experience in meeting difficult challenges of
Control and Coordination.
Blue Ridge utilizes her "main battery" of computers, communications equipment and
other electronic facilities to fulfill her mission as flagship for the United States Seventh
Fleet. These systems are also instrumental in her secondary function as a command ship
for the Amphibious Task Force and Landing Force Commanders during all phases of
fleetwide operations, as well as a Commander Joint Task Force (CJTF) flagship when
national interests require it.
The Blue Ridge is the most capable command ship ever built, with an extremely
sophisticated Command and Control system. The Joint Maritime Command Information
System(JMCIS) consists of numerous powerful computers distributed throughout the ship
from which information and data from worldwide sources are entered into a central
database. This single integrated database concentrates the available information into a
complete tactical picture of air, surface and subsurface contacts, enabling the Fleet
Commander to quickly assess and concentrate on any situation which might arise. This
ability to access information from military and civilian sources throughout the world
gives Blue Ridge a global command and control capability unparalleled in Naval history.
In addition to her sophisticated command and control system, an extremely refined

communications system is also an integral part of the ship's radical new design. Through
an automated patch panel and computer-controlled switching matrix, any combination of
communications equipment desired may be quickly connected. The "clean" topside area
is the result of careful design intended to keep the ship's interference to her own
communications system at a minimum.
A description of Blue Ridge would not be complete without mention of her twenty-knot
plus speed capability. She is a great improvement in ship design, not only in speed, but
also in habitability. Fitness rooms, air conditioning, ship's stores, spacious galleys and
messing areas all help make life at sea a great deal more pleasant for the crew and
embarked staffs. Blue Ridge has accommodations for over 250 officers, 1200 enlisted
men and 100 enlisted females.
Specifications
Power Plant Two boilers, one geared turbine, one shaft; 22,000
horsepower
Length overall 634 feet (190 meters)
Beam extreme 108 feet (32 meters)
Speed 23 knots (26.5 miles, 42.4 km, per hour)
Aircraft All helicopters except the CH-53 Sea Stallion can be
carried
Unit Operating Cost
$37,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Name Builder
r t d d d
USS Philadelphi
Yokosuka
Blue LCC 19 a Naval , Japan
Ridge Shipyard
USS
Mount LCC 20 Newport Norfolk
Whitne News
y
Joint Command Ship (JCC)
The Navy currently operates four dedicated command ships, which also serve as the
flagships for four of the five numbered fleet commanders – USS LASALLE (AGF-3) for
COMSIXTHFLEET, USS BLUE RIDGE (LCC-19) for COMSEVENTHFLEET, USS
MOUNT WHITNEY (LCC/JCC-20) for COMSECONDFLEET, and USS CORONADO
(AGF-11) for COMTHIRDFLEET. COMFIFTHFLEET, headquartered in Bahrain, does
not routinely have a dedicated command ship, but there are plans for USS CORONADO
(AGF11) to swing to the CENTCOM AOR should circumstances warrant. The current
ships have been in service for 28 to 35 years. By the time replacement ships could enter
the fleet, USS LASALLE (AGF3) will have more than 45 years of service.
Although the aging of current command ships is the catalyst for considering a
replacement capability, any replacement will operate in a much different world than the
one that existed when these ships were built. The information revolution is changing the
way that civilian and military organizations operate. In addition, the international scene is
much different than in the late 1960s and early 1970s. Military operations have also
changed; not only are they more joint, but also involve increasing interaction with other
governmental and non-governmental agencies.
The Navy is conducting a study to determine the potential need for a new class of
command ships. The new vessels, initially designated Joint Command Ships (JCC(X)) or
Joint Forces Command and Control ship, would replace the four existing command ships,
which range in age from 30 to 36 years. The JCC(X) would provide a platform for
performing joint command and control functions in forward areas. The first phase of the
Navy study, completed in spring 2000, assessed alternative methods of performing these
functions to determine whether the required capabilities could be provided by systems
other than command ships. The alternatives include relying on land–based facilities (in
both the United States and forward areas); using a mix of existing ships, such as aircraft
carriers, amphibious ships, and cruisers; or employing some combination of these
approaches. Pending completion of the initial phase of the study, the Department has
programmed funds to acquire two JCC(X) ships—one each in FY 2004 and FY 2005.
The Integrated Power System (IPS) will provide total ship electric power, including
electric drive, for all future surface ships including surface combatants, amphibious,
auxiliary, and command ships. Near term ship targets include but are not limited to
DD21, CG 21, JCC(X), and LH(X), with potential application to future flights of LPD
17. The electric power system must meet individual ship requirements, support all ship
systems, and be able to support operations for as long as the ship remains afloat. These
ships must operate wherever required, particularly in littoral waters, to enable joint
maritime expeditionary force operations and project precise strike power ashore.
Specifications
Power Plant Integrated Power System (IPS)
Length overall
Beam extreme
Displacement
Speed
Aircraft
Crew
Unit Operating Cost
Annual Average
Ships
JCC 1 2004
JCC 2 2005
JCC 3 2006
JCC 4 2007
LPH-2 IWO JIMA class
The seven IWO Jima class amphibious assault ships were built is to transport more than
1700 fully equipped Marine Assault Troops into combatr areas and land them by
helocopter at designated inland points. This technique of vertical envelopment pioneered
by the Navy-Marine Corps Team, exploits flexibility and suprise. The ships are capable
of supporting a Marine Batallion Landing Team, it's armament, vehicles, equipment and a
reinforced squadron of transport helicopters and various support personnel. Combat-
ready Marinesare flown in-land behind the enemy's defenses by helicopters to isolate
strategic strong points, disrupt communicatioins, and converge with beach landed
Marines to gain ultimate control of their objective. The ships also supports mine-
sweeping operations with Helicopter Mine Countermeasure Squadrons and provides
humanitarian assistance and a non-combatant evacuations of American Embassy
personnel and citizens caught in civil-conflict overseas. Currently the USS Guam (LPH-
9), homeported at Norfolk, VA, is the only remaining ship of this class in service.
[Confusingly, the seven ships of this class were not sequentially numbered, with
intervening numbers being assigned to ships of other classes converted to perform the
amphibious assault mission].
Deployed to the Persian Gulf as part of the military forces which ultimately would be
used to drive Iraqi forces from Kuwait, on 30 October 1990 Iwo Jima (LPH 2) suffered a
high-pressure steam leak that cost the lives of 10 of its crew, but repairs kept her fully
operational. A steam turbine valve in the fireroom sustained a catastrophic mechanical
failure. This failure resulted in the release of superheated steam at a temperature of 850
degrees Fahrenheit into the fireroom. The Iwo was "stricken" in September 1995 and
scrapped in Philadelphia, then towed upriver. The hulk was sold as scrap in August of
1996 for $140,000 to Mystic Shipping and Trading Co. and she was towed to New
Orleans.
USS Inchon served as a key element of the US Naval Amphibious Forces 1970 to 1994 in
both the Atlantic and Pacific Fleet. Inchon was converted from an amphibious assault
ship to a dedicated command, control and support ship for mine countermeasures
operations. The contract to convert Inchon was awarded in November 1994 to Ingalls
Shipbuilding, Inc., Pascagoula, MS. USS Inchon was redesignated for its new mission on
24 May 1996 after undergoing a 15 month conversion and overhaul. Major changes were
made to the Command, Control, Communications, Computers and Intelligence (C4I)
system, with upgrades including the close-in weapons system (Phalanx) and various
radars. The ship supports an embarked composite helicopter squadron of eight CH-53E
and two SAR/spotter helicopters. It provides an alongside support, resupply and repair
facility for up to four Avenger (MCM 1) Class mine countermeasures ships and Osprey
(MHC 1) Class coastal minehunters. It can support and accommodate four Explosive
Ordnance Disposal (EOD) groups with assigned equipment. Additionally it provides C4I
facilities for the MCM group commander. New repair facilities and upgrades to older one
were also added, giving the MSC 12 the ability to accomplish whatever repairs are
necessary to weapons, LCACs, and aircraft in any theater of operation.
Specifications
Power Plant Two boilers, one geared steam turbines,
one shaft, 22,000 total shaft horsepower
Length Overall Length: 598 ft Waterline Length: 556 ft
Draft Limit: 30 ft
Speed 23 knots (26.5 miles per hour)
Aircraft (actual mix depends upon mission)
11 - CH-53 Sea Stallion helicopters
20 - CH-46 Sea Knight helicopters
1 - UH-1 or SH-3 as SAR helicopters
3 - UH-1 Marine Corps helicopters
3 - AH-1 Marine Corps helicopters
Crew Ships Company: 80 officers, 638 enlisted
Marine Detachment: 1,750
Armament 2 - 20mm Phalanx CIWS
Annual Average
Ships
Numb Homepo Commissio Decommissio
er rt ned ned
Puget Sound 30 Jan
Iwo Jima LPH 2 Norfolk 26 Aug 1961 14 Jul 1993
NSY 1958
Philadelphia San 24 Oct
Okinawa LPH 3 14 Apr 1962 17 Dec 1992
NSY Diego 1958
Guadalcan Philadelphia 21 Dec
LPH 7 Norfolk 20 Jul 1963 31 Aug 1994
al NSY 1959
Philadelphia 21 Sep
Guam LPH 9 Norfolk 16 Jan 1965 25 Aug 1998
NSY 1961
Tripoli LPH Ingalls San 10 Dec 06 Aug 1966 15 Sep 1995
10 Diego 1962
New LPH Philadelphia San 18 Dec
16 Nov 1968 01 Oct 1997
Orleans 11 NSY Diego 1964
LPH
Inchon Converted to Mine Countermeasures Support Ship
12
NOTE: The LPH designation has been applied to a variety of dissimilar ships.
To further confuse matters, the numbering sequence is non-sequential.
LPH 1 was Block Island [ex CVE-106]
LPH 4-6 were converted Essex-class [CV-9] carriers
CV-40 Tarawa, an Essex-class [CV-9] carrier, operated with helicopters, without the
LPH designation.
LHA-1 Tarawa class
The primary war-fighting mission of the LHA-1
Tarawa class is to land and sustain United States
Marines on any shore during hostilities. The ships
serve as the centerpiece of a multi-ship Amphibious
Readiness Group (ARG). Some 3,000 Sailors and
Marines contribute to a forward-deployed ARG
composed of approximately 5,000 personnel.
The ships are designed to maintain what the Marine Corps calls "tactical integrity" -
getting a balanced force to the same place at the same time. One LHA can carry a
complete Marine battalion, along with the supplies and equipment needed in an assault,
and land them ashore by either helicopter or amphibious craft. This two pronged
capability, with emphasis on airborne landing of troops and equipment, enables the Navy
and Marine Corps to fulfill their present-day mission. Whether the landing force is
involved in an armed conflict, acting as a deterrent force in an unfavorable political
situation or serving in a humanitarian mission, the class offers tactical versatility.
The Tarawa class is designed to operate independently or as a unit of a force, as a

flagship or individual ship unit in both air and/or surface assaults, these ships are key
elements of the amphibious assault forces for the Navy. They incorporate the best design
features and capabilities of several amphibious assault ships currently in service: the
Amphibious Assault Ship (LPH), Amphibious Transport Dock (LPD), Amphibious
Cargo Ship (LKA), and Dock Landing Ship (LSD).
A capital ship, the Tarawa class can simultaneously fulfill six war-fighting requirements:
flagship for embarked amphibious squadron, flag or general officer staff; aircraft carrier,
with a 35-aircraft complement including AV-8B fighter/attack V/STOL Harrier jets, AH-
1 helicopter gunships, CH-53E Super Sea Stallion "heavy lift" and CH-46D/E Sea Knight
helicopters; amphibious assault launching platform, employing a variety of surface
assault craft including the Navy's newest 40+ knot LCAC, 135-foot Landing Craft Utility
(LCU), and other amphibious assault vehicles; hospital ship, equivalent to the nation's
finest local hospitals with 17 ICU beds, 4 operating rooms, 300 beds, a 1,00-unit blood
bank, full dental facilities, and orthopedics, trauma, general surgery, and x-ray
capabilities; command and control (C4I) ship, with the Navy's most sophisticated SHF
and EHF satellite communications capability; and assault provisions carrier able to
sustain embarked forces with fuel, ammunition and other supplies.
The LHA's full length flight deck can handle ten helicopters simultaneously, as well as
the AV-8 HARRIER jump-jet aircraft and OV-10 BRONCO fixed-wing turboprop
reconnaissance aircraft. There is also a large well deck in the stem of the ship for a
number of amphibious assault craft, both displacement hull and air cushion. Although the
LHA usually doesn't carry Landing Craft, Air Cushioned (LCAC) boats onboard, they
frequently operate with them and control them.
The ships have an extensive command, communication and control suite. These
electronic systems give the amphibious task force commander nearly unlimited versatility
in directing the assault mission. The heart of the LHA's electronic system is a tactical
amphibious warfare computer which not only keeps track of the landing force's positions
after leaving the ship, but tracks enemy targets ashore. With current information on troop
positions in relation to enemy targets, the tactical data system can also direct the targeting
of the guns and missiles from the ship as well as the support ships. Additionally, the
system maintains air and surface traffic control during the landing not only for her own
helicopters and assault craft, but for the combat air control and task force support ships as
well.
Nearly three football fields in length and 20 stories high, these ships are capable of
embarking 3,000 Sailors and Marines when deployed. The ship's two-acre flight deck,
18,519 square-foot hangar deck, and 250-foot well deck enable an embarked landing
force to accomplish its mission around the globe. Two-marine boilers provide steam to
the turbines which drive the twin screw ship, providing 70,000 total shaft horsepower.
The ships have a range of 10,000 miles at a speed of 20 knots.
The ships have an extensive mechanical system for vertical and horizontal movement of
containerized and palletized supplies from deep cargo holds to assault craft or
helicopters. A system of five centerline elevators, conveyor lines and a monorail system
move cargo and supplies. Two large elevators, one aft and one portside, move aircraft
and equipment from the hangar deck to the flight deck. Wheeled vehicles, trucks, jeeps
and tanks can be driven or pulled from any deck level storage position via inclined ramps
to either awaiting craft in the well deck or helicopters on the flight deck.
BELLEAU WOOD participated in her first full-scale operation in 1979 off the coast of
Hawaii. BELLEAU WOOD's third successful SEVENTH Fleet deployment ran from
January to July 1984. The ship then completed an 11-month complex overhaul at Puget
Sound Naval Shipyard, Bremerton, Washington. BELLEAU WOOD entered her second
complex overhaul in Long Beach California in 1990. Major work included an upgrade to
CIWS and installation of the Rolling Airframe Missile System.
Four additional units were canceled in 1971.
The Navy's current plan is to conduct a service life extension program (SLEP) overhaul
on the Tarawa class amphibious assault ships when they reach the 35 year point in their
operating life. The SLEP would provide another 15 years of life at a cost of nearly $1.0
billion per SLEP. The SLEP would extend the machinery operating life and provide
communications upgrades. However, stability would remain a main concern and the LHA
has limited capabilities to support 21st century littoral warfare systems such as the
landing craft air cushion (LCAC) and MV-22 Osprey tilt-rotor aircraft.
Specifications
Power Plant Two boilers, two geared steam turbines, two shafts,
70,000 total shaft horsepower
Length 778 feet (237.1 m) waterline
820 feet (249.9 m) overall
Draft Limit: 27 ft
Speed 24 knots (27.6 miles per hour)
(22 knots sustained)
Aircraft (Actual mix depends upon mission)
6 AV-8B Harrier attack planes
4 AH-1W SuperCobra attack helicopter
12 CH-46 Sea Knight helicopters
9 CH-53 Sea Stallion helicopters
4 UH-1N Huey helicopters
OR
Boats 2 LCU
1 LCAC
4 LCPL
Elevators 1 deck edge (40,000-pound capacity)
1 stern (80,000-pound capacity)
Marine Detachment 1,900 plus
Armament 2 - 21 Cell Rolling Airframe Missile (RAM)
4 - 25mm MK38 Gun Mounts
2 - 20-mm Close In Weapons System Block 1
5 - .50 Cal Mounts
2 - SLQ-25 NIXIE
6 - Mk 36 Super Rapid-Blooming Off Board Chaff
System (SRBOC)
Sensors: Mk-23 Target Acquisition System (TAS) Mod 5
SPS-67 surface search radar
SPS-40E air search radar
SPS-48E 3-D air search radar
SPS-64 navigation radar
SPN-35A aircraft control/approach radar
SPN-43C aircraft control/approach radar
SLQ-32(V)3 electronic warfare suite
URN-25 TACAN
Furuno navigation radar
Annual Average
Ships
Nu
Buil Hom Order Commis Decomm
Name mbe der eport ed sioned issioned
r
Tarawa </ LHA Ingalls San 01 29 ~ 2011
-1</ </ Diego May May - 2026
1969 1976
Saipan LH Ingal Norfo 15 Nov 15 Oct ~ 2012 -
A-2 ls lk 1969 1977 2027
Belleau LH Ingal Saseb 15 Nov 23 Sep ~ 2013 -
Wood A-3 ls o 1969 1978 2028
(ex-
Philippine
Sea)
Nassau LH Ingal Norfo 06 Nov 28 July ~ 2014 -
(ex-Leyte A-4 ls lk 1970 1979 2029
Gulf)
Peleliu LH Ingal San 06 Nov 3 May ~ 2015 -
(ex-Da A-5 ls Diego 1970 1980 2030
Nang,
ex-Khe
Sanh)
CANCEL LH Ingal
LED A-6 ls
CANCEL LH Ingal
LED A-7 ls
CANCEL LH Ingal
LED A-8 ls
CANCEL LH Ingal
LED A-9 ls
LHD-1 Wasp class
The Wasp-class are the largest amphibious ships in
the world. The LHD is an improved follow-on to the
five ship Tarawa-class LHAs, sharing the basic hull
and engineering plant. The LHD l has an enhanced
well deck, enabling it to carry three LCACs (vice one
LCAC in the LHAs). The flight deck and elevator
scheme is also improved, which allows the ship to
carry two more helicopters than its predecessor, the LHA.
Ships of the LHD 1 multipurpose amphibious assault ship program are named for famous
U.S. Navy warships which themselves were not named for battles. In naming LHD 1
"WASP," the Navy honors nine previous ships, dating to the American Revolution,
which have borne this illustration name. In February 1984, Ingalls Shipbuilding in
Pascagoula, Miss., was awarded the contract to build the lead ship of the LHD 1 class,
USS Wasp, which was commissioned June 24, 1989 in Norfolk, Virginia. The second
LHD was awarded in September 1986 in a competitive bid, also to Ingalls, as a single
ship with options, which were awarded in 1988 and 1989. In December 1991, Ingalls
won a major competition to build a fifth LHD. That contract included an option exercised
with Ingalls in December 1992 for the construction of LHD 6, and an option exercised in
December 1995 for the construction of LHD 7. LHDs beyond number five will go toward
replacing the aging LPHs which will reach the end of their service lives from the mid
1990s on. Construction of the ships of the class continues at Ingalls Shipbuilding,
Pascagoula, Miss.
WASP class ships are the first to be specifically designed to accomidate the AV-8B
Harrier jump jet and the LCAC hovercraft, along with the full range of Navy and Marine
helicopters, conventional landing craft and amphibious assault vehicles to support a
Marine Expeditionary Unit (MEU) of 2,000 Marines. The ships also carry some of the
most sophisticated communications, command and control capabilities afloat, alongwith
state of the art electronic systems and defensive weaponry.
WASP class ships are 844 feet long with a beam of 106 feet. Two steam propulsion
plants, the largest in the Navy, develop 70,000 shaft horsepower for each of the two
propulsion shafts. These plants allow the 40,500 ton ship to reach speeds greater than 20
knots. The ship's two propulsion plants generate a total of 400 tons of steam per hour. If
the energy of the two boilers were converted to electrical power, it could power a city of
160,000. Electrictal generators aboard ship provide more than 16,000 kilowatts of power
for shipboard systems. Two pumping stations give KEARSARGE a 450,000 gallon
fueling capacity for embarked aircraft and other vehicles. Onboard distilling plants
provide up to 200,000 gallons of fresh water each day. Each WASP class ship has
accommodations for 3,000 troops and crew members. Ships crew consists of 98 officers
and 983 enlisted personnel. The ships have six fully equipped operating rooms and a 600
bed hospital, by far the largest at sea with the exception of hospital ships.
These ships conduct prompt, sustained combat operations at sea as the centerpiece of the
Navy's amphibious strategy of "Forward ... From the Sea." They provide the means to
deliver, command and support all elements of a Marine Landing Force in an assault by air
and amphibious craft. In carrying out their mission, the ships have the option of utilizing
various combinations of helicopters, Harrier II (AV-8B) Jump Jets and air cushion
landing craft (LCAC), as well as conventional landing craft and assault vehicles,
illustrating the LHD's flexibility. Off the landing beach, Boxer can ballast more than
15,000 tons of seawater for trimming during landing craft launch and recovery operations
in the well deck.
WASP-class ships can also provide command and control and aircraft facilities for sea
control missions, while operating with an aircraft carrier battle group. They transport and
land ashore not only troops, but also the tanks, trucks, jeeps, other vehicles, artillery,
ammunition and various supplies necessary to support the amphibious assault mission.
Monorail trains, moving at speeds up to 600 feet per minute, transport cargo and supplies
from storage and staging areas throughout the ship to a 13,600 square foot well deck
which opens to the sea through huge gates in the ship's stern. There, the cargo, troops and
vehicles are loaded aboard landing craft for transit to the beach. Air cushion landing craft
can "fly" out of the dry well deck; or the well deck can be ballasted down for
conventional craft to float out on their way to the assault area. Helicopter flights also
transfer troops and equipment to the beach, while the ship's air traffic control capability
simultaneously directs close air tactical support provided by embarked jet aircraft and
helicopter gunships.
Although the ships are capable of embarking two LCU’s this configuration is not
recommended to be used for deployment planning due to the requirement to lash, block,
and shore LCU’s in accordance with current wet well procedures. During an
administrative onload, two LCU’s can be embarked and offloaded with proper planning
considerations. Only pax and cargo (4K forklift and monorail) operations can be
conducted when two LCU’s are brought far enough into the well to close the stern gate.
To conduct simultaneous vehicle operations with two LCU’s, the second LCU must
extend out of the well. The ships can can carry up to 61 Amphibious Assault Vehicles
(Landing Vehicle Tracked Personnel LVTP-7), with 21 stowed in upper vehicle stowage
and 40 stowed in the well deck.
Fabrication work for BATAAN (LHD-5) began at the Ingalls Shipbuilding facility on
August 2, 1993, and the ship's keel was laid on March 16, 1994. LHD-5 was launched on
March 15, 1996. BATAAN was built utilizing efficient preoutfitting and modular
construction techniques. Hundreds of smaller subassemblies, in which piping sections,
ventilation ducting and other shipboard hardware, as well as major machinery items, such
as main propulsion equipment, generators, and electrical panels were constructed. The
preoutfitted subassemblies were then joined with others to form assemblies which were
welded together to form five completed hull and superstructure modules. These five giant
ship modules, each weighing thousands of tons, were joined together on land to form the
completed ship's hull prior to launch. The result of this early outfitting and modular
construction was a ship 74 percent complete at launch. The ship's launching was just as
innovative as her construction. LHD-5 was rolled from her construction area to a floating
drydock for launch on a rail transfer system. The drydock was then positioned over a
deep-water pit and ballasted down, allowing LHD-5 to float free.
LHD-5 is the Navy's first amphibious assault ship designed and built from the keel up
with accommodations for female sailors. This "Women at Sea" modification provides
LHD-5 with living areas for nearly 450 female officers, chiefs, enlisted personnel and
embarked troops. Overall, the ship has living areas for nearly 3,200 crew members and
troops.
Funding for the LHD-6 was provided in two stages in fiscal year 1993 and in fiscal year
1994. In 1993, at the initiative of the Appropriations Committee, the Congress
appropriated $50 million to initiate advanced funding for the LHD-7. The conferees of
the defense appropriations bill noted that they expected the Navy to request funds in
fiscal year 1995 for the balance of the ship before the Navy obligated the $50 million
appropriated. However, instead of requesting the additional funds, the Navy sought to
rescind $50 million from this appropriations. The Defense Department reviewed this
issue in its fiscal year 1995 budget and determined that it could not afford to purchase the
LHD-7 in fiscal year 1995. It argued that 11 large deck carriers fulfill 96 percent of the
forward presence requirements of the Navy and Marine Corps. It also noted that the first
LHA ship will not need to be retired until the year 2011, and therefore the Department
recommended that the Navy and Marines wait until the turn of the century to build the
LHD-7. The Secretary of Defense and the Joint Chiefs of Staff determined that sealift
ships were a higher priority, and the President's fiscal year 1995 budget requests reflected
this priority--it requested funds for sealift, and did request funds for the LHD-7.
Proponents argued that the the contract option on LHD-7 would expire in December
1994, and that if the contract option expired and the Congress waited until the year 2000
to get the seventh LHD it would cost $800 million more. However the $600 million set
aside by the Congress in 1994 to incrementally fund in two parts LHD-7 was not
sufficient for the Navy to award a contract for that ship, since LHD-7 was expected to
cost about $1.3 billion or $1.4 billion. The LHD-7 was incrementally funded at 40
percent of its actual costs of $1.4 billion. In addition to authorizing $600 million in fiscal
year 1995, the Congress approved the additional $800 million the following year.
The Senate's FY99 Defense Authorization bill included a $50 million down payment on
an additional $1.5 billion amphibious assault ship that was not requested by the Navy.
The committee recommended the increase for procurement of long lead materials for the
construction of LHD-8 in lieu of a future SLEP for LHA-1. The Navy's current plan is to
conduct a service life extension program (SLEP) overhaul on the Tarawa class
amphibious assault (LHA) ships when they reach the 35 year point in their operating life.
The SLEP would provide another 15 years of life at a cost of nearly $1.0 billion per
SLEP.
The LHA can transport one LCAC when the LCAC is placed in the well deck sideways,
while the Wasp class amphibious assault (multipurpose)(LHD) ship carries two LCACs
which drive in and drive out of the well deck fully loaded. The LHD has 20,000 more
cubic feet storage capacity but 5,000 square feet less vehicle storage than an LHA. The
LHD has more hangar and deck space than an LHA giving the LHD the capacity to carry
three more CH-46 helicopters than the LHA. A Marine Expeditionary Unit (MEU) with
an LHA as the large deck amphibious ship requires three additional ships to provide the
capabilities required of an MEU. When an LHD is the large deck amphibious ship in the
MEU, one to two fewer ships are needed to support the MEU.
In the view of the Senate, replacing the LHA with an LHD would provide a platform with
the capability to support 21st century requirements. The service life estimate for a LHD is
35 years while the LHA SLEP will add an additional 15 years of life. From a force
capitalization perspective, the Navy will have 20 more years of ship life at a drastically
reduced procurement cost per year of life by building the LHD instead of performing a
SLEP on the LHA. In addition, authorizing construction of a new LHD will leverage
efficiencies gained by continuing an experienced workforce which will be completing
LHD-7.
Under the Administration's FY2000 budget request submitted in early 1999, investments
in amphibious assault ships will continue during the FYDP period, with funds for one
additional LHD-class ship programmed in FY 2005. Acquisition of an eighth ship would
provide sufficient large-deck amphibious assault vessels to sustain a 12-ARG force when
the first ship of the LHA-1 class reaches the end of its 35-year service life around 2010.
Studies being conducted by the Navy are examining cost-effective design changes that
could be incorporated into LHD-8.
The Defense Department’s Fiscal Year 2000 funding bill, which was approved by the
Congress in October 1999, included an appropriation of $375 million for the Navy’s
eighth multipurpose amphibious assault ship, LHD 8, to be built at Ingalls [Mississippi’s
largest employer]. This funding followed $45 million appropriated by Congress in 1998
for advanced engineering on the ship, making $420 million available to the Navy for
initial funding for an 8th LHD. Its construction can follow directly in line behind LHD 7.
US Senate Majority Leader Trent Lott called the FY 2000 Defense Appropriations Bill
the best in a number of years. “It includes funding for acquisition of LHD 8 and other
Ingalls programs which are vital to our nation’s evolving defense needs,” said Senator
Lott.
Specifications
Power Plant Two boilers (600 PSI), two geared steam turbines,
Beam 106 feet (31.8 meters) at waterline
200 feet w/flight deck elevators extended
Draft 27 feet Maximum (Full Load)
36 feet at the stern [ballasted]
Aircraft (Actual mix depends upon mission)
4 AH-1W SuperCobra attack helicopter
4 UH-1N Huey helicopters
OR
OR
Assault
OR
Sea Control
6 ASW helicopters
Landing Craft 2 LCU Landing Craft, Utility or
3 LCAC Landing Craft, Air Cushion or
6 LCM-8 Landing Craft, Mechanized or
40 AAV Amphibious Assault Vehicle [normal] or
61 AAV Amphibious Assault Vehicle [stowed]
Armament 2 - MK29 launchers for NATO Sea Sparrow
3 - MK15 20mm Phalanx CIWS mounts
8 - MK33 .50 cal. machine guns
Combat and Control AN/SLQ-49 Chaff Bouys
Systems AN/SLQ-25 NIXIE Towed Torpedo Countermeasures
AN/SLQ-32(V)3 Electronic Warfare (EW) system
1 AN/SPS-48 radar
1 AN/SPS-49(V)7 radar
1 AN/SPS-64 radar
1 AN/SPS-67 radar
AN/SYS-2 Detection/Tracking System
1 MK-23 Target Acquisition System (TAS)
1 MK-36 Chaff Launcher
MK-91 Fire control System
Crew Ships Company 104 officers, 1,004 enlisted
Departments
Aircraft Maintenance Engineering
Air Executive
Combat Systems Medical
Combat Cargo Navigation
Communications Operations
Deck Safety
Dental Supply
Ships
Numb Build Cost Homep Commissio Decommissio
Name Ordered
er er $ M ort ned ned
LHD- Ingall $822 Norfolk 28 Feb 06 Jul 1989 ~ 2029 - 2039
Wasp
1 s 1984
LHD- Ingall San 10 Sep
Essex $403 17 Oct 1992 ~ 2032 - 2042
2 s Diego 1986
LHD- Ingall 20 Nov
Kearsarge $353 Norfolk 16 Oct 1993 ~ 2033 - 2043
3 s 1987
LHD- Ingall San 03 Oct 11 Feb
Boxer $341 ~ 2035 - 2045
4 s Diego 1988 1995
LHD- Ingall 20 Dec 20 Sep
Bataan $731 Norfolk ~ 2037 - 2047
5 s 1991 1997
Bonhomme LHD- Ingall San 11 Dec 15 Aug
$761 ~ 2038 - 2048
Richard 6 s Diego 1992 1998
LHD- Ingall 28 Dec
Iwo Jima $795 Feb 2001 ~ 2041 - 2051
7 s 1995
LHD- Ingall $1,5
[Trent Lott] 2005 2004 ~ 2050 - 2060
8 s 00
LHX
LHX amphibious assault ships are a conceptual next-generation assault ship intended to
replace the Tarawas. The Navy's current plan is to conduct a service life extension
program (SLEP) overhaul on the Tarawa class amphibious assault ships when they reach
the 35 year point in their operating life. The SLEP would provide another 15 years of life
at a cost of nearly $1.0 billion per SLEP. The SLEP would extend the machinery
operating life and provide communications upgrades. However, stability would remain a
main concern and the LHA has limited capabilities to support 21st century littoral
warfare systems such as the landing craft air cushion (LCAC) and MV-22 Osprey tilt-
rotor aircraft.
In the event the Tarawa SLEP is not funded, and if possible further units of the LHA-1
Wasp class are not authorized, the first of the LHX class is planned for authorization
2005 with commissioning in 2011, with at least five units to be constructed. The design
would probably be based on the Wasp design, apart from the use of a dry deck for
hovercraft instead of a docking well.
Specifications
Power Plant Two boilers, two geared steam turbines, two shafts,
Aircraft Assault -- 42 CH-46 Sea Knight helicopters
Sea Control -- 20 AV-8B Harrier attack planes; Six
ASW helicopters
Crew Ships Company 104 officers, 1,004 enlisted
Armament Two NATO Sea Sparrow launchers; three 20mm
Phalanx CIWS mounts; eight .50 cal. machine guns
Ships
Hull Name Builder Authorized Laid Launched Commissioned Striken
Down
LVX (
Tarawa 2006 2008 2010 2011 2046
1
)
LVX (
Saipan 2007 2009 2011 2012 2047
2
)
(
LVX
Belleau 2008 2010 2012 2013 2048
3
Wood )
(
LVX
Nassau 2009 2011 2013 2014 2049
4 )
(
LVX
Peleiu 2010 2012 2014 2015 2050
5
)
Seabase
Operational Maneuver from the Sea (OMFTS) is the
Marine Corps' new warfare doctrine expected to be in
place by 2010. The idea is that all logistics support will
come from the sea, rather than from a large, land-based
supply point (as in traditional combat service support).
This means that the several support ships comprising the
sea base will have to operate as "floating warehouses," a
task for which they are not configured.
The Marine Corps’ concept paper “MPF 2010 and
beyond”, signed by the Commandant on 31 December 1997 describes four pillars for
future MPF operations and a triad of capabilities. The four pillars describe new
capabilities for the MPF ships, to allow full participation in OMFTS and to allow Marine
Forces to deploy and be indefinitely supported from an MPF sea base. The capabilities
triad describes three capabilities, of which the first and third are increases from today’s
capability. Our analysis discovered that all three capabilities could be accomplished with
a single type of moderate-speed monohull ship. Fast deployment did not require a fast
ship. Sustained sea basing with the full range of logistics support can be done from large
conventional ships without the need for a mobile offshore base.
The MPF MAGTF Aviation Combat Element (ACE) is composed of a fixed wing and a
rotary wing component. The Marine Corps aviation plan would substitute 5 squadrons
(60 aircraft) of VSTOL Joint Strike Fighters (JSF) for the two F/A-18A/B (12 plane), one
F/A-18D (12 plane), and one AV-8B (20 plane) squadrons. The KC-130 and EA-6B
aircraft remain as in today’s ACE. Similarly three squadrons (36 total aircraft) of MV-22
aircraft are substituted for the two CH-46 (12 plane) and one CH-53D (8 plane)
helicopter squadrons. The CH-53E heavy lift helicopter squadron and the attack and
utility helicopters remain. The AH-1W and UH-1N helicopters are upgraded to 4 bladed
rotors, increasing range and payload.
Two ship design agents, NAVSEA/AME and BLA were tasked to develop cost effective
solutions for the intermediate capability options. Cost was
to be the principal design driver for their ship and
squadron designs. Their scope was to include current and
evolving technology to develop solutions that could be
achieved within the current state-of-the-art of
shipbuilding technology. They succeeded. Their solutions
for the intermediate capability options demonstrate that
current technology monohull ships can be designed to
meet the requirements for the MPF 2010 sea-basing
capability. The final MPF 2010 ship design will probably incorporate features from both
design agents, and will be a blend of the best technologies of both designers.
On the sea base ship for options “C”, “C(+)”, and “D” helicopters are based aboard the
sea base, and proportionally loaded on each of the 6 ships required in the squadron. The
ship is similar in size to the minimum air capable ship shown earlier, but a small hangar
deck fills the bottom after portion of the superstructure. Each ship can carry 10 folded
helicopters plus 2 additional operational spots for helicopters. The hangar deck can hold 5
helicopters. Aircraft stowed in the hangar impact the ramp for delivery of cargo to the
flight deck. A single large ship optimized for point-to-point delivery of the fixed wing
portion of the ACE is required to complete the MPF squadron.
The option “D” capability to sea-base the VSTOL JSF aircraft is achieved by adding two
of the fully air capable ships pictured above to the option “C” squadron. Each has the
capacity to operate and service 30 JSF aircraft. The flight deck, hangar deck and aviation
shops are well laid out. Option “D” requires 8 total ships -- 6 proportionally air capable
helicopter sea-base ships, and 2 JSF fully air capable ships. The large number of ships
makes this option costly to procure and operate.
The two BLA sea base ships share a common hull, and internal design to the main deck.
The minimum air capable ship, on the left, has a flight deck forward, and a large
superstructure house aft. The fully air capable ship, on the right, has a smaller
superstructure house on the aft-starboard side of the flight deck, and more open deck
space, including a full 1,000 feet for JSF takeoff runway. Both ships have a port side
quarter-stern ramp for pierside RO/RO discharge, and a external integrated landing
platform (ILP) for assault craft interface on the starboard quarter. The flight deck has a 40
foot overhang on the port side. The internal-external gantry crane system rails run under
this overhang. The cranes travel from the internal, under
flight deck area through large cargo hatches to the
external rails. The ILP and gantry crane system limit the
ship to berths “port side to” the pier. The flight decks are
not optimized for naval aircraft operations. Helicopters
and VSTOL aircraft routinely land from the aft of the
ship. The arrangement of the superstructure requires
aircraft to land forward of the deck house. The JSF
takeoff runway requires planes to taxi down the runway
and turn in the narrowest part of the deck. The cargo/aircraft elevator also interrupts the
takeoff run area. All of these design issues could be corrected in subsequent stages of
design with little additional cost.
The three BLA designs are identical to the “B” deck, just below the main deck. The ACE
support ship has the main deck removed aft to allow more containers to be stowed (up to
4 high) on the “B” deck below. The two sea base ships are identical to the flight deck,
with only the superstructure house different. The use of
only 3 total ship designs leaves some of the capability
options sub-optimized. The option “B” ACE support ship
must carry the supplies for the full ACE. In option “C”,
the rotary wing portion of the ACE is based aboard one
of the fully air capable ships, and the ACE support ship is
significantly underutilized. Options “C” and “D” carry
significantly more cargo fuel than required. BLA felt the
acquisition savings from identical hull forms was more
important than exactly matching the required lift to the
squadron. Small changes in the fuel capacity can fix some of these problems. A redesign
to optimize the BLA “C” option into 4 ships with identical hull forms -- one sea base
design with 3 ships and a single ACE support ship should be pursued.
LPD-1 Raleigh
The LPD-1 Raleigh Amphibious Transport Dock [LPD] ships transport and land Marines,
their equipment and supplies by embarked landing craft or amphibious vehicles
augmented by helicopters in amphibious assault. These versatile ships replace
amphibious transports (APA), amphibious cargo ships (AKA) and the older LSDs,
although their capabilities are less than those of the new LPD-4 and LSD-41 classes.
Both ships of this class were retired in the early 1990s.
EX-U.S.S. Raleigh (LPD 1) was disposed as a target in surrogate Ship Shock Test/Trials
to provide insight into platform vulnerabilities with respect to underwater proximity
bursts on 04 December 1994.
Specifications
Builder
Power Plant Two boilers, two steam turbines,
Draft Limit: 23 ft
Armament 6 - MK33 three-inch/50-caliber guns
Speed 21 knots
Crew 429 ship's company;
930 troops
Aircraft Landing only
Ships
Numb Homepo Ordered Commission Decommission
Name Builder
er rt ed ed
LPD-1 New York 19 Dec

Raleigh Norfolk 08 Sep 1962 31 Dec 1991
NSY 1958
Vancouv New York San 30 Dec
LPD-2 10 May 1963 31 Mar 1992
er NSY Diego 1959
La Salle LPD-3 COMPLETED AS AGF-3 COMMAND SHIP
LPD 4 Austin class
The LPD 4 Austin class of ship combines the functions of three different classes of ships;
the landing ship (LSD), the tank landing ship (LST), and the attack cargo ship (LKA).
The Amphibious Transport, Dock, is used to transport and land Marines, their equipment
and supplies by embarked landing craft or amphibious vehicles augmented by helicopters
in amphibious assault.
Although their capabilities are less than those of the new LSD-41 class, the ships of the
Austin class, built between 1965-1971, were considered sufficiently modern to have their
service lives extended, and the Navy had planned to inaugurate an overhaul program for
all 11 of them commencing in early 1988. Their modernization could have extended their
service lives to 2005. However, Congress did not authorize funding for the program.
Although the predecessor LPD-1 Raleigh class was retired after three decades of service,
the ships of this class will remain in service for nearly four decades until they are
replaced by the LPD-17 class beginning in 2003.
These ships are configured as a flagship and provide extensive command, control and
communications facilities to support an Amphibious Task Force Commander and
Landing Force Commander. In an amphibious assault, the ship would normally function
as the Primary Control Ship that would be responsible for coordinating boat waves and
vectoring landing craft to the beach.
A secondary mission is evacuation and civilian disaster relief. Hundreds of tons of relief
materials can be carried aboard and can be delivered to disaster victims within minutes of
the ship's arrival on the scene. The ships' medical and dental facilities can provide limited
hospitalization care, as well as out-patient treatment for hundreds of sick or injured.
USS SHREVEPORT departed Norfolk VA on June 8, 1998 as for Exercise
MARCOT/Unified Spirit. SHREVEPORT, acting as Advanced Force Command ship,
along with several other ships, was a test platform for the new Joint Countermine
Application (JCA). JCA is a JMCIS application being developed to support all aspects of
countermine warfare. The JCA’s functions include collection and distribution of the mine
countermeasure picture, allowing units to receive and analyze data.
The ships have has a large flight deck for helicopter operations and a well deck that
carries amphibious landing vehicles. The ships can carry one landing craft air cushion
(LCAC), or one utility landing craft (LCU) boat, or four mechanized landing craft (LCU),
and six CH-46 amphibious transport helicopters, or three CH-53 helicopters, and over
800 combat troops. They can also cary 2,000 tons of supplies and equipment, all in
addition to her crew of 400 officers and enlisted men.
The LPD 4 Austin class has a helicopter platform built over a well deck in the rear of the
vessel. This provides the tactical advantage of being able to lift troops, their combat
equipment and supplies onto the same ship. Therefore, the ship contributes to all phases
of the amphibious assault.
The well decks are upper and lower vehicle storage areas, which hold most of the
embarked troops' heavy combat equipment, such as tanks, tracked amphibious landing
vehicles (AAV), jeeps and trucks. The well deck is capable of holding one (1) LCU or
one (1) LCAC and two (2) LARC-5. A mix of LCM-8 and LCM-6 is possible up to four
(4) LCM-8 or two (2) LCM-8 and three (3) LCM-6. To facilitate the docking and loading
of various sized landing craft, the ship can ballast down in the water, thereby flooding the
well deck with enough water to enable the landing craft to enter the well deck through the
stern gate door. Once docked inside the well deck, troops, supplies and combat
equipment can be loaded into or off of the amphibious boats and vehicles while
simultaneously transporting troops and equipment via helicopter from the flight deck.
The ships can simultaneously land or launch two (2) H-1, H-2 , H-3, CH-46, CH-53 type
aircraft from the landing spots on the flight deck. The ship is certified for expanded flight
deck operations and four (4) H-1 or two (2) H-1 and one (1) H-46 type aircraft can be on
deck and turning at the same time. All helicopters will be launched or landed one at a
time. One AV-8 can be landed under VFR conditions during daylight hours only.
Propulsion consists of two Foster Wheeler 600 psi boilers, powering two De Laval GT
turbines, driving two propellers, providing 12,000 Shaft Horsepower (SHP) each. The
four electrical power generators, which are powered by the steam from the boilers, can
generate enough electricity to power a city of 26,000 people. The ships have laundry and
pressing services, barbershop, ship's store, disbursing, administration, post office, library,
welding shop, machinery repair shop, valve shop, diesel engine repair shop, AC&R shop,
two evaporators capable of 25,000 gallons of water a day, each. The ships have their own
doctor and dentists, with a twelve bed medical ward, bacteriological laboratory, X-ray
facilities, sterilizing room and dental operatory. Storerooms and refrigerated spaces, can
subsist 1,500 crew members for 60 days, or 500 men for 90 days.
Specifications
Power plant Two boilers, two steam turbines, two shafts, 24,000
shaft horsepower
Draft Limit: 23 ft
Ballasted: 34 feet
Speed 21 knots (24.2 mph, 38.7 kph)
Aircraft Up to six CH-46 Sea Knight helicopters
Well Deck Capacity: 1 - Landing Craft, Air Cushion (LCAC), or
1 - Landing Craft, Utility (LCU), or
4 - LCM-8 Landing Craft, Mechanized (LCM), or
9 - LCM-6 Landing Craft, Mechanized (LCM), or
24 AAV Amphibious Assault Vehicle
Crew Ship's Company: 420 (24 officers, 396 enlisted)
Marine Detachment: 900
Combat Systems SPS-40 - Air Search Radar
SPS-60 - Surface Search Radar
SPS-64 - Navigational Radar
Furuno - Navigational Radar
Armament 2 - 25mm Mk 38 guns
2 - Phalanx CIWS
8 - .50-calibre machine guns.
Unit cost $235-419 million
Annual Average
Ships
Numbe Homepo Commissione Decommission
r rt d ed
21 Sep
Austin LPD 4 NYNSY Norfolk 06 Feb 1965 ~2003
1961
San 21 Sep
Ogden LPD 5 NYNSY 23 Sep 1965 ~2004
Diego 1961
NYNSY San 21 Sep

Duluth LPD 6 31 Jan 1966 ~2004
Diego 1961
Clevelan San
LPD 7 Ingalls 25 Jan 1963 03 Apr 1967 ~2005
d Diego
San
Dubuque LPD 8 Ingalls 25 Jan 1963 21 Aug 1967 ~2005
Diego
Lockhee San 23 May
Denver LPD 9 18 Oct 1968 ~2006
d Diego 1963
Lockhee 23 May
Juneau LPD 10 d Sasebo 07 Jul 1969 ~2006
1963
AGF- Lockhee
Coronado
11 d
Shrevepo Lockhee 15 May
LPD 12 Norfolk 01 Dec 1970 ~2007
rt d 1964
Nashville LPD 13 Lockhee Norfolk 15 May 26 Dec 1969 ~2007
d 1964
Lockhee 17 May
Trenton LPD 14 Norfolk 12 Feb 1971 ~2008
d 1965
Lockhee 17 May
Ponce LPD 15 Norfolk 25 Jun 1971 ~2008
d 1965
LPD 16 1966 CANCELLED Feb 1969
LPD-17 SAN ANTONIO-class
(formerly LX Class)
The SAN ANTONIO (LPD 17) Class of amphibious
transport dock ships represents the Navy and Marine
Corps' future in amphibious warfare, and is one of the
cornerstones in the strategic plan known as
"Forward...from the sea". The San Antonio class will be
the first designed, from the keel up, to execute
Operational Maneuver From The Sea [OMFTS] and
Ship to Objective Maneuver. It is designed to support
embarking, transporting, and landing elements of a
Marine landing force in an assault by helicopters,
landing craft, amphibious vehicles, and by a combination of these methods to conduct
primary amphibious warfare missions.
The LPD 17 will integrate with the existing amphibious ship force structure and the
Navy's declining shore infrastructure. The LPD 17 class program will be the replacement
for three classes of amphibious ships that have reached the end of their service life -- the
LPD 4, LSD 36, and LST 1179 classes - and one class that has already been retired, the
LKA 113. Naval amphibious ship forces with embarked Marine Corps units provide an
essential component of the forward presence mission capability required to implement
United States foreign policy. The LPD 17 ship class primary mission is Amphibious
Warfare. Thus, LPD 17 must be able to embark, transport, and land elements of the
landing force in an assault by helicopters (all USMC helos as well as the MV-22 Vertical
Take Off and Land aircraft, Osprey), landing craft including air cushion (LCAC) and
conventional (LCU) landing craft, amphibious vehicles (AAV) and expeditionary
fighting vehicles (EFV), and by a combination of these methods. The combat power of
this ship is it's embarked Marines and their equipment.
Ensuring that the ship maintains a robust self defense capability as threat systems evolve
is key to survivability in the littoral environment where the ship will fight. As a class,
these ships will overcome amphibious lift shortfalls caused by the decommissioning of
aging LPDs, LSTs, LKAs, and LSDs. Maintaining projected delivery schedules and
attaining operational readiness of this ship class is key to eradicating existing shortfalls in
amphibious lift. Of particular concern is the high average age of amphibious ships which
have high maintenance costs, higher manning levels, and lower reliability compared to
ships being built today. The introduction of the LPD 17 into the fleet is intended to
mitigate this problem.
The LPD 17 program represents the Navy's best case of capitalizing on acquisition
reform. Examples include:
 early industry involvement to solicit ideas on design, production and cost

reduction;
 teaming of shipbuilders and combat systems integrators to pool organizational
strengths;
 developing a "teaming for life" concept where the winner of the LPD 17 will have
the opportunity to provide the Navy with life cycle support;
 reduced Mil-Specs requirements to only those few that are absolutely essential.
A contract for final design and construction of San Antonio (LPD 17), the lead ship in the
class, was awarded in December 1996; actual construction commenced in August 2000.
The lead ship contract contained options for the New Orleans (LPD 18) (FY 1999) and
one of the FY 2000 follow-on ships, Mesa Verde (LPD 19). These options were exercised
in December 1998 and February 2000. A negotiated modification added the second FY
2000 ship, Green Bay (LPD 20), in May 2000. The Navy awarded the contract to build
New York (LPD 21), in November 2003 and a Request for Proposal is pending for the
award of San Diego (LPD 22).
In 2002, the Navy initiated an agreement in which Bath Iron Works ceased building LPD
17 ships by swapping responsibilities for their four LPD 17 class ships with Northrop
Grumman Ship Systems for four DDG 51 class ships. Northrop Grumman will construct
all ships at their Gulf Coast shipyards. At the end of 2003, construction of San Antonio
was more than 80 percent complete, New Orleans was more than 35% complete, and
Mesa Verde was more than 25% complete. The keel of Green Bay was laid in August
2003 and the bow stem of New York was cast in September 2003, using tons of steel
salvaged from the World Trade Center.
The operational flexibility of Amphibious Readiness Groups (ARGs) will be significantly
enhanced with the FY 02 delivery of the USS San Antonio, the first of nine landing
assault ships to be procured between FY 1996 and FY 2003. This represents a reduction
from twelve ships initially planned over this period in 1997. The FY 1999 budget request
included $638 million for the second of this 12 ship program. This amount, in
conjunction with the $96M of advance procurement provided by Congress in FY 1998,
fully funds this ship. Construction of LPD 18, the second ship of the class, is scheduled to
begin in FY 99 with procurement of two additional ships planned for FY 2000, with a
total procurement of an additional nine ships by fiscal year 2003. The plan is to procure a
total of twelve LPD 17s to replace 27 amphibious ships from the classes now in service.
This plan will not only modernize amphibious forces, but will also result in significant
manpower and life-cycle cost savings by reducing the total fleet manning required for the
older amphibious ships that are replaced.
As of October 1999 it was reported that the LPD-17 could cost as much $245 million
above the original estimate, a 41 percent cost increase for the first ship in that class. And
as of March 2000 Litton Industries was about 30 percent over budget and 10 months
behind schedule in building the LPD-17, which was is estimated to cost $802 million --
$185 million more than its $617-million target cost.
The SPS-73 system is a commercial surface search radar that replaced the SPS-67 and
SPS-64 radars. More reliable than the other two radars, the SPS-73 consolidates training
requirements, reduces maintenance, and possesses lower acquisition costs. The net result
is a better radar that will save as much as $30 million dollars over the lifetime of the 12-
ship LPD 17 class
The Advanced Enclosed Mast/Sensor (AEM/S) System

was selected for installation on SAN ANTONIO (LPD-
17)-class amphibious transport dock ships. The LPD-
17 AEM/S System is an octagonal, detachable
structure that enables affordable modular upgrade of
future combat sensors and Command, Control,
Communications, Computer, and Intelligence (C4I)
systems. The Office of Naval Research and the LPD-
17 program office undertook a risk mitigation effort to
leverage the Navy’s investment in the AEM/S System ATD. The LPD-17 transition will
build on and extend the technology developed by the demonstration, significantly
reducing cost and risk.
The AEM/S System mast [a 93-foot-high
hexagonal structure 35 feet in diameter ] is
constructed of a multi-layer, frequency-
selective composite material designed to
allow passage of own-ship sensor
frequencies with very low loss while
reflecting other frequencies. The mast’s
shape is designed to provide a smooth
silhouette to reduce radar cross section.
Signature and electro-magnetic design
requirements are based on criteria
associated with sensor and antenna
performance, electro-magnetic
interference, lighting protection electromagnetic shielding, and electrical bonding and
grounding.
Traditionally World War II and post-War Navy ship design used a stick mast to mount
radars and communications antennas. The AEM/S System serves the dual-purpose of
both supporting and protecting ship sensors. It provides the structural support of a
traditional mast while providing protection from the elements. Its new function is
enabled by the mast’s composite hybrid frequency selective surface that allows radar and
communication signals to pass through. In LPD 17 the AEM/S System will enclose or
support the SPS-48E three dimensional search radar, the SPQ-9B horizon search radar,
the TACAN, and all of the ship’s communications antennas. The AEM/S System concept
totally modified ship appearance topside and improves the war fighting capability
through reduced radar cross-section signature, improved sensor performance, and greatly
reduced maintenance costs of the mast and antennas. The concept was proven at-sea on
the RADFORD (DD 968) and two of the masts will be installed in each ship of the SAN
ANTONIO (LPD 17) Class.
Participating in the development, design, and construction of the AEM/S System were
representatives of the Office of Naval Research, Naval Sea Systems Command, Naval
Research Laboratory, Carderock and Dahlgren Divisions of the Naval Surface Warfare
Center, Naval Command and Control and Ocean Surveillance Center, and Norfolk Naval
Shipyard. Industry participants were Ingalls Shipbuilding, Seemann Composites, Mission
Research Corporation, Material Sciences Corporation, Ohio State University, and
Analysis & Technology. Northrop Grumman Ships Systems builds the AEM/S System,
the largest composite material structure ever installed in U.S. Navy ships.
Specifications
DIMENSIONS Length, LBP 200.0m 661 ft
Length, Overall 208.5m 684 ft
Beam, Extreme 31.9m 105 ft
Draft, FL 7.0m 23 ft
Displacement Full Load: approx. 25000

PERFORMANCE Sustained Speed, kts ~22
CREW Configuration
Total Ship Troops Surge

Officers 109 32 66 11
CPO/SNCO 82 34 42 6
Enlisted 1005 330 591 84
Total 1202 396 699 101
MISSION SYSTEMS Vehicles/Carg (Net):
 Three Vehicle Decks (2229 sq m)

 Two Cargo/Ammo Magazines (963 cu m)
 Cargo Fuel, JP-5 (1190 cu m)
 Cargo Fuel, MOGAS (38 cu m)
 Two LCACs
Medical and Dental:
 Two Operating Rooms

 24 Person Hospital Ward
 Two Dental Operating Rooms
AVIATION Hangar: "O" Level Maintenance Facilities for:

FACILITIES One CH-53E, or Two CH-46s, or One MV-22, or
Three UH/AH-1s
Landing:
Two CH-53s, or Four AH/UH-1s, or Four CH-46s, or
Two MV-22s, or One AV-8B Harrier
MAIN PROPULSION 4 - Medium Speed Sequentially Turbocharged Marine
Diesels
2 - Shafts
2 - Single Reversing Reduction Gears
2 - Inboard Rotating (top) Controllable Pitch Propellers
ELECTRIC PLANT 5 - 2500 KW Ship Service Marine Diesel Generators
5 - Main Ship Service 60 Hz SWBS
3 - Ship Service 400 Hz SWBS
3 - 60 to 400 Hz solid State Frequency changers
Zonal 60 Hz Power distribution system
Magnetic Signature Control System
AUXILIARIES 7 - 200 ton A/C plants
3 - 24000 GPD Reverse Osmosis Desalination Units
10 - 1000 GPM Navy Standard Firepumps
2 - MP Air Compressors
3 - LP Air Compressors
3 - Deballast Air Compressors
Navigation Digital Flux Gate Magnetic Compass
An/WSN-7(V)1 Inertial Navigation System
AN/WQN-2 Doppler Sonar Velocity Log Sys
AN/UQN-4A Sonar Sounding Set
Dead Reckoning System
Voyage Management System
AN/SSN-6 NAVSSI
Ships Weapons 2 - Mk 31 Mod 1 RAM Guided Missile Weapon
System
2 - Mk 46 Mod 1 30mm Gun (Ship version of
Expeditionary Fighting Vehicle Gun)
4 - MK 26 Mod 17 .50 Cal Machine Guns
Command & Control: AN/SPQ-14 (V) - Advanced Sensor Distribution
System (ASDS)
MK 2 SSDS
AN/USQ-119E (V) 27 - Global Command and Control
System – Maritime (GCCS-M)
AN/KSQ-1 Amphibious Assault Direction System
MK 91, 2 Channel MFCS
AN/USG-2 CEC
Radar Systems AN/SPS-48E
AN/SPQ-9B
AN/SPS-73
EW & Decoy Systems AN/SLQ-25A NIXIE
AN/SLQ-32A(V)2
MK 36 SRBOC
MK 53 / NULKA
Ships
Numb Builder Homepo Ordered Commission Decommissio
Name
er rt ed ned
Northro
San LPD- p- Norfolk, 17 December
2005
Antonio 17 Grumm VA 1996
an
Northro
San
New LPD- p- 25 November
Diego,
Orleans 18 Grumm 1998
CA
an
Northro
Mesa LPD- p-
February 2000
Verde 19 Grumm
an
Northro
LPD- p-
Green Bay May 2000
20 Grumm
an
Northro
LPD- p-
New York November 2003
21 Grumm
an
Northro
LPD- p-
San Deigo
22 Grumm
an
Northro
LPD- p-
Anchorage
23 Grumm
an
Northro
LPD- p-
Arlington
24 Grumm
an
Northro
LPD- p-
Somerset
25 Grumm
an
LPD-
26
LPD-
27
LPD-
28
LPD-17 - Initial Design
LPD-17 New Design

LSD-36 Anchorage class
Dock Landing Ships support amphibious operations including landings via Landing Craft
Air Cushion (LCAC), conventional landing craft and helicopters, onto hostile shores.
These ships transport and launch amphibious craft and vehicles with their crews and
embarked personnel in amphibious assault operations.
The Anchorage class Dock Landing Ship (LSD) designed to operate as an integral part of
a balanced, mobile and modern amphibious strike force. The ship couples a well deck
with a flight deck to give greater dimension to the Navy's troop and vehicle lifting
capability. Primarily designed to transport pre-loaded heavy landing craft to the shore and
discharge them rapidly, the ship is also equipped with machine shops and facilities to
provide dry docking and repairs to small boats.
Intrinsic in the well deck operation is a ballasting system that fills the deck with sea water
to a depth necessary for loading landing craft such as the LCU and LCAC. The ships are
designed to transport and operate heavy landing craft from a large well deck, and have
been modified for operations with the Landing Craft Air Cushion (LCAC). USS Mount
Vernon was the first West Coast ship to be modified for operations with the Landing
Craft Air Cushion (LCAC), used for transportation of personnel and equipment for
amphibious operations. Wet well evolutions are facilitated through the use of complex,
electro-hydraulically controlled ballasting and deballasting systems. The helicopter
landing platform can be used in support of helicopter assaults and logistic operations. The
ships' habitability features provide for the berthing, messing and cargo transportation of
approximately 300 fully equipped combat troops of the landing force in addition to the
360 crew members assigned. Installed electronic equipment includes air, navigation, and
surface search radars, a complete communications suite and an Electronic Emitter
Detection System to support the ship's amphibious mission.
Two Anchorage-class LSD-36s will be retired from service by FY 1999.
Specifications
Power Plant Two 600 psi boilers, two geared steam turbines, two
shafts, 24,000 total shaft horsepower
Speed 22 knots (25.3 miles per hour, 40.5 km, per hour)
Aircraft None
Landing Craft 3 LCAC Landing Craft, Air Cushion
Marine Detachment: 330
Departments
Deck
Engineering
Navigation
Operations
Supply
Armament 4 - 3-inch/50 cal. twin barrel guns
2 - 25mm MK 38 Machine Guns
Unit Operating Cost
$20,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Numbe Homepor Commission Decommission
r t ed ed
LSD- 29 Jun
Anchorage Ingalls San Diego 20 Feb 1969 ?~ 2000 - 2004
36 1965
LSD- Bath Little 25 Feb
Portland 03 Oct 1970 ?~ 2000 - 2005
37 [GD] Creek 1966
LSD- Bath Little 25 Feb
Pensacola 01 Mar 1971 ?~ 2000 - 2006
38 [GD] Creek 1966
Mount LSD- Bath 25 Feb
San Diego 01 Apr 1972 ?~ 2000 - 2007
Vernon 39 [GD] 1966
LSD- Bath
Fort Fisher San Diego 02 May 09 Dec 1972 27 Feb 1998
40 [GD] 1967
LSD-41 Whidbey Island class
embarked personnel in amphibious assault operations.
The LSD 41 is a modified version of the LSD 36 class with design efforts directed to
support emerging amphibious warfare concepts.The ships transport and launch loaded
amphibious craft and vehicles with their crews and embarked personnel in amphibious
assault operations. The ships feature a 440-foot well deck capable of holding four
LCACs, a flight deck able to land and launch up to two CH-53E helicopters, the Navy’s
latest diesel propulsion and engineering technology, advanced repair facilities, complete
medical and dental facilities, and troop berthing accommodations for up to 627 embarked
Marines. Limited docking and repair service are provided for both conventional and air
cushion craft.
The LSD 41 class ship program replaced the eight aging LSD 28 class ships which
reached the end of their service lives during the period 1984-1990. LSD-41 was designed
specifically to operate LCAC vessels. It has the largest capacity for these landing craft
(four) of any U.S. Navy amphibious platform. The ships use a well deck which is flooded
to launch and recover landing craft. LCACs are assault landing craft capable of speeds in
excess of 40 knots when carrying a 60-ton payload. Using this versatile craft,
RUSHMORE is able to carry out an amphibious assault against a wider range of beaches
at distances that were not operationally feasible in the past. After departing the ship, the
assault craft are directed toward the shore by the ship's Combat Information Center
(CIC).
The LSD-41/49 Class Smart Gator Enabling Technologies (Enabling Technologies)

upgrade replaces specified existing machinery control and monitoring systems
units/consoles plus the addition of specific equipment. Overcoming component
obsolescence, reducing equipment support costs, and reducing workload are key
objectives in the Navy’s upgrade plan. Reducing the number of different assembly types
and total number of assemblies required are considered key factors in meeting this
objective. The descriptions of Enabling Technologies follows:
 The Local Area Network (LAN) is installed as a ship wide fiber optic
communications network used to interface with the Enabling Technology multi-
functional workstations (MFWS), view ports and interface input/output (I/O)
devices. The LAN will be installed with expansion in mind to support future
additional users/technologies. The new Machinery Control System, Damage
Control Quarters/Ballast Control System, Integrated Bridge System, and
Integrated Condition Assessment System ships Enabling Technology network will
utilize this LAN.
 The Machinery Control System (MCS) installation replaces specified existing
machinery control and monitoring systems units/consoles associated with both the
Main Propulsion (MP) and Electric Plant (EP) control systems. The MCS consists
of software-based control system utilizing MFWS and Data Acquisition Units
(DAUs) controlling the main propulsion, electric plant and selected auxiliary
systems.
 The Damage Control Quarters (DCQ)/Ballast Control System (BCS) consists of
several software-based LAN-resident subsystems including, but not limited to:
Damage Control sensor/systems integration; firemain and ventilation/control and
display, ballast system control and display. The system will replace the individual
control allowing creation of a "central control station" (CCS) in what is currently
Damage Control Central (DCC). The Government will provide the DCQ/BCS
software, Programmable Logic Controller (PLC) software and Interface Control
Documents (ICDs) for DCQ/BCS.
 The Integrated Bridge System (IBS) converts legacy navigational information
sources, such as; GPS, Speed Log, Gyro, Wind bird and depth sounder, into
digital data formats and provides them throughout the ship via the LAN. The IBS
contains a computer program that uses the navigational data and interfaces with
MCS and the steering gear to provide steering and propulsion control both on the
bridge and in CIC. The capabilities of the IBS shall include the traditional non-
follow-up control, hand electric, auto pilot and track steering.
 The Integrated Condition Assessment System (ICAS) software products provide a
computerized engineering tool to implement Condition Based Maintenance
(CBM) and equipment availability management. Inputs to ICAS consist of both
manually collected and on-line sensor data. ICAS shares on-line sensors with the
MCS. New ICAS specific on-line sensors shall also be installed by the contractor.
ICAS continuously assesses machinery performance conditions and transmits the
information over the LAN to be viewed at the applicable MFWS(s). The
Government will provide HMI software, PLC software, and ICDs for ICAS.
 The Wireless Internal Communications System (WICS) is an internal wireless
communications system installed to provide internal communications for
command and control of combat systems, damage control, security, beach guard,
sea and anchor detail, administration, and integrated team training. The system
shall consist of an antenna/transmission/receiving system, portable radio units,
and charging stations.
The Smart Gator Enabling Technology upgrade provides for electronic technology
modernization by replacing the existing rigid HMI console designs with Software
Alterable Graphic Interfaced multi-functional workstations.
Specifications
Propulsion Four Colt Industries 16 Cylinder Diesels,
Two five-blade Controllable Pitch Propellers
Draft Limit: 21 ft
Well Deck 440 feet long, 50 feet wide, floodable to 10 feet aft, 6
feet forward
Water Barrier 12 feet 3 inches high, 50 feet long,
divides well deck into forward (dry) and aft (wet)
compartments
Helicopter Deck Two spots, 212 feet long, 83 feet wide
Landing Craft 4 LCAC Landing Craft, Air Cushion
AN/SPS-64 Navigation Radar
AN/SLQ-32 Electronic Counter Measures set
MK-36, MOD-6 SRBOC
AN/SLQ-25 (NIXIE) Torpedo Counter Measures
system
Armament 2 - 25mm MK 38 Machine Guns
2 - 20mm MK 15 Phalanx CIWS mounts
2 - .50 cal. machine guns
Generators Four Fairbanks-Morse 12 cylinder Ship Service Diesel
Generators, each capable of producing 1300 kw.
Ship's Boats One Mk-6 50 foot Utility boat
Two Mk-12 36 foot LCP (L)'s
One 14 foot punt
Cranes One 15-ton gantry crane
One 20-ton fixed kingpost crane
One 60-ton fixed kingpost crane
Turntables 36 foot diameter, 360 degree rotation, capable of
handling two MK-55 trucks
Marine Detachment: 402 plus 102 surge
Unit Operating Cost
$20,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Numb Builde Homepo Commissio Decommissio
Name Cost Ordered
er r rt ned ned
Whidbey LSD- Lockhe $339 Little 09 Feb 09 Feb
~ 2015
Island 41 ed M Creek 1981 1985
Germantow LSD- Avond $304 26 Mar 01 Feb
Sasebo ~ 2016
n 42 ale M 1982 1986
Fort LSD- Lockhe $272 27 Jan
Sasebo 24 Jul 1987 ~ 2017
McHenry 43 ed M 1983
Gunston LSD- Avond $167 Little 21 Nov 24 Feb
~ 2019
Hall 44 ale M Creek 1984 1989
LSD- Avond $153 San 26 Nov 12 Jan 1990
Comstock ~ 2020
45 ale M Diego 1984
LSD- Avond $153 Little 26 Nov 07 Sep
Tortuga ~ 2020
46 ale M Creek 1984 1990
LSD- Avond $149 San 11 Dec 26 Apr
Rushmore ~ 2021
47 ale M Diego 1985 1991
LSD- Avond $149 Little 11 Dec 12 Mar
Ashland ~ 2022
48 ale M Creek 1985 1992
LSD-49 Harpers Ferry class
The primary mission of the Harpers Ferry (Cargo Variant) ship is to dock, transport and
launch the Navy's Landing Craft, Air Cushion (LCAC) vessels and other amphibious
craft and vehicles with crews and Marines into potential trouble spots around the world.
The ship also has the capability to act as primary control ship during an Amphibious
Assault.
The ships were designed as a minimum modification variant of the LSD 41 Whidbey
Island Class and contains the same lines and propulsion plant as the first eight ships. The
major difference is that the well deck has been shortened to accommodate added vehicle
stowage and cargo storage areas, reducing the number of LCAC's carried from four to
two.
embarked personnel in amphibious assault operations. The ships combat load, transport
and launch amphibious craft, or vehicles, together with their crews and embarked
personnel, and render limited docking and repair services to small ships and craft.
Wheeled vehicles can be embarked/debarked via three methods: pier crane, ship's crane,
or the well deck. The well deck will accommodate one (1) LCU or two (2) LCACs.
Vehicles may be onloaded/offloaded via the well deck by either landing craft while the
ship is ballast down or by dropping the stern gate and backing up to a quay wall. The
ships are equipped with a hydraulically-operated stern gate. This system has a watertight
hinged closure located at the stern which swings out and down to permit entry of landing
craft and vehicles into the well deck. The port and starboard hydraulic rams raise or lower
the gate in approximately (5) minutes and provide positive control of the gate during
travel. The stern gate can support the weight of two (2) AAVP7A1 Amphibian Vehicles,
an M60A1 or M1A1 Main Battle Tank, or two (2) M923 5 ton trucks simultaneously.
Loaded LCAC's can be launched while underway on their own power. The ship needs to
be ballasted at 0 - 6 inches at the sill. Loaded conventional landing craft (such as LCU,
LCM-8, or LCM-6) are launched under their own power with the ship ballasted down
sufficiently to float the craft. Amphibious vehicles (such as LVT and LARC-V) are
launched under their own power with the ship ballasted just below the sill. The practice
of carrying AAVP7s and conventional landing craft in the same well should be avoided
for safety reasons. It does not provide a dry well for an AAVP7 in trouble to return due to
the ballasting for the launch of the landing craft. In addition, if AAVP7s are stowed
alongside a LCU in the well deck there is not enough room to fully shore up the LCU,
thus creating a safety hazard in heavy weather.
Lighting, visual landing aides, and flight deck facilities are provided to allow launching /
landing, and VERTREP/hover under minimum conditions of day and night VFR. The
two landing spots allow for operation of aircraft as large as the CH-53E.
When the Department of the Navy lift study was completed in May 1983, the authors
realized the most critical shortfall not addressed up to that time was in cargo lift
capability. Thus the follow-on to the LSD 41 class was born. At first it was to be a new
class of ship; however, as the process of design approval continued, the Navy realized
that considerable time and money could be saved by modifying the LSD 41 class, for the
LSD 49 and beyond. In the forward half of the LSD 41 well deck, in the area allocated
for two LCAC, Naval Sea Systems Command designed a covered ramp with cargo space
beneath. Other changes were necessary in various parts of the ship to compensate for the
added weight, but essentially, the changes amount only to a broad modification of the
baseline ship.
The class was called LSD 41 Cargo Variant class (or LSD 41(CV). In 1987, the Navy
requested $324.2 million to fund one LSD-41 (Cargo Variant). USS HARPERS FERRY
(LSD 49) was built by Avondale Industries in New Orleans, Louisiana. It was
commissioned on January 7, 1995, the first of the United States Navy's four new cargo
variants of the Whidbey Island Class (LSD 41) of Landing Dock Ships.
To achieve force level objectives, there were to be at least six LSD 41(CV) ships in
addition to the mix of LHDs, LSD 41s, and other amphibious ships. Beyond that, the
Navy expected to keep building the LSD 41(CV)s to sustain the lift capability as older
ships retired. As of 1989 estimates were that 12 LSD 41(CV)s might eventually be
delivered. Procurement plans provided for the Navy to request one LSD-41(CV) per year
through 2000 in order to continue to meet the amphibious lift requirement. In 1991 Navy
requested $245,134,000 for the LSD -41 Cargo Variant, but the appropriations conferees
provide no funds for the program. Due to cost growth in the program, in 1992 the House
appropriated addition money for the LSD-41 cargo variant program, in the amount of
$27,000,000 for 1992, $31,000,000 for 1994, and $30,000,000 for 1995. The Senate
appropriated a total of $300,000,000 for the LSD-41 cargo variant ship program, in
addition to the House figures for cost growth on the prior years program. Although no
funds were requested for the program the following year, $300,000,000 was appropriated
at the initiative of the House.
Specifications
Height 177 ft., 2 in
Draft Limit: 21 ft
ballasted - 21.48 ft FWD / 34 ft AFT [No Cargo
ballasted - 22.76 ft FWD / 36.11 ft AFT [w/Cargo]
Compartments/
733
Spaces
Propulsion 4, 16 cylinder Colt-Pielstick Diesel Engines
33,000 combined shaft Horsepower at 520 rpm
Propellers 2, 13.5 ft. controllable pitch blades
Speed 20+ knots
Well Deck Capacity: 2 Landing Craft, Air Cushion (LCAC), or
1 Landing Craft, Utility (LCU), or
4 LCM-8 Landing Craft, Mechanized (LCM), or
9 LCM-6 Landing Craft, Mechanized (LCM), or
15 AAV Amphibious Assault Vehicle
Weapons 6 - MK36 Super Rapid Blooming Outboard Chaff
(SRBOC)
6 - .50 Caliber Machines Guns
2 - MK 38 25MM Machine Guns
2 - MK 15 MOD 12 BK 1 Close-In Weapons Systems
Mounts
Complement Ship's force 24 officers, 328 enlisted
Landing force 504 Marines (incl. 102 surge troops)
Annual Average
Ships
Numb Builde Homepo Commissio Decommissio
Name Cost Ordered
er r rt ned ned
Harpers LSD Avond $157 San 17 Jun 01 Nov
~ 2024
Ferry 49 ale M Diego 1988 1994
LSD- Avond $128 Little 22 Dec
Carter Hall 30 Sep 1995 ~ 2025
50 ale M Creek 1989
LSD- Avond $135 Little 27 Mar 08 Jun 1996
Oak Hill ~ 2026
51 ale M Creek 1991
Pearl LSD- Avond $258 San 12 Oct 30 May
~ 2028
Harbor 52 ale M Diego 1993 1998
CANCELL LSD- Avond
1993
ED 53 ale
CANCELL LSD- Avond
1994
ED 54 ale
CANCELL LSD- Avond 1995
ED 55 ale
CANCELL LSD- Avond
1996
ED 56 ale
CANCELL LSD- Avond
1997
ED 57 ale
CANCELL LSD- Avond
1998
ED 58 ale
CANCELL LSD- Avond
1999
ED 59 ale
CANCELL LSD- Avond
2000
ED 60 ale
LST-1179 Newport-class
The Newport-class Tank Landing Ships are larger and faster than earlier LSTs, and
represent a complete departure from the previous concept of Amphibious Tank Landing
Ships. The traditional bow doors, which have characterized LST's construction since the
first vessels of this type were built during World War II, were replaced by a 40-ton bow
ramp supported by two distinctive derrick arms. The hull form necessary for the
attainment of the 20-knot speeds of contemporary amphibious squadrons would not
permit bow doors. The conventional flat bottom hull was redesigned to include a
destroyer-type bow enabling the ships to attain speeds in excess of 20 knots. This feature
enables her to operate with modern high-speed amphibious forces. A stern gate also
makes possible off-loading amphibious vehicles directly into the water.
The Tank Landing Ship (LST) mission is to load and transport cargo, vehicles of all
types, and troops to a combat area. These ships can launch amphibious vehicles via a
stern gate as well as land vehicles to a beach or causeway over a bowramp. Troops and
equipment can also be transported via helicopter. Two ten-ton booms offload cargo to
boats or a pier. Frederick's lift capacity includes 29 tanks and over 350 troops and their
equipment.
The USS FREDERICK was part of the 13 ship amphibious task force that departed on 1
December 1990 for the Persian Gulf in support of Operation Desert Shield. Upon arriving
in the Gulf of Oman, the Frederick along with various amphibious ships from the Atlantic
and Pacific Fleets conducted amphibious exercises in preparation for an amphibious
landing, if needed, in Kuwait. Upon commencement of Operation Desert Storm, USS
FREDERICK and various elements of COMPHIBGRU TWO and COMPHIBGRU
THREE headed into the Persian Gulf and conducted one of the greatest mock amphibious
invasions in modern warfare. That operation pinned down 15 Iraqi Divisions, thus
ensuring a quick and decisive victory for the allied forces. The Frederick was also
involved in the only actual amphibious landing of the Gulf War. In 1994, Frederick
deployed to Somalia in support of humanitary aid operations.
In 1993, as part of its Bottom-Up Review, the Department of Defense examined the
amount of amphibious lift that would be required to fight two nearly simultaneous major
regional conflicts. It concluded that the Navy should maintain enough lift to transport the
personnel, aircraft, landing ships, vehicles, and supplies for 2.5 marine expeditionary
brigades or MEB's.
In a legislative proposal dated April 15, 1994, the administration proposed the transfer of
15 Newport-class tank landing ships to a number of foreign countries. Two LST's would
be sold to Australia; one LST would be provided on a grant basis to Morocco; two LST's
would be leased to Spain; two LST's would be leased to Chile; one LST would be leased
to Argentina; one LST would be leased to Brazil; two LST's would be leased to
Venezuela; one LST would be leased to Malaysia; and three LST's would be leased to
Taiwan.
The 15 LST's in the administration proposal were among a total of 20 that were
commissioned between 1969 and 1972. These ships constituted a significant part of the
US amphibious shipping fleet as they transport tanks, other heavy vehicles, engineering
equipment, and supplies. The LST's were relatively young in terms of their age and have
impressive capabilities, as demonstrated by the interest of foreign navies in them. The
administration's proposal to transfer 15 LST's to foreign countries would have reduced
the amount of lift available to transport vehicles to only 73 percent of the 2.5 MEB goal
in fiscal year 1994.
In response to the Congressional concern, the Navy proposed a new concept for
maintaining 2.5 MEB's worth of vehicle space in the amphibious shipping fleet. In this
concept two LST's were retained in a reserve status that would enable them to be
available for active service in a few days. Four more LST's were stored in a nesting
arrangement in which several months could be required to make them available for an
emergency. The Navy's plan for these six LST's was intended to maintain the necessary
amphibious lift capability. Subsequently the Congress in July 1994 authorized the five
most pressing LST transfers for Australia, Brazil, Morocco, and Spain. In these cases,
foreign crews were already training in the United States.
The two remaining ships of this class, USS Frederick (LST-1184) and USS La Moure
County (LST-1194) are now assigned to the Naval Reserve Forces as the only remaining
ships of this 20-ship class. These ships will serve with the Reserve until about 2004,
when sufficient numbers of new LPD 17-class multi-purpose amphibious ships will be
available bringing the Active forces back up to a 2.5 Marine Expeditionary Brigade lift
capability. Naval Reserve Force Active (NRFA) ships have a reduced or skeletonized
crew of active duty personnel assigned to provide training of assigned reservists for
limited operations and maintenance. Under mobilization reservists assigned to a
particular ship are activated, complementing the active duty personnel.
The Frederick was transferred to the Naval Reserve Force in January 1995 and changed
homeport to Pearl Harbor, HI. As the only amphibious ship in Pearl Harbor, she conducts
bilateral exercises with South East Asian armed forces, continuous training exercises with
the United States Marine Corps's and is on standby to conduct humanitarian assistance /
disaster relief missions, throughout the Pacific.
The LaMoure County was participating in an annual maritime exercise called UNITAS --
Spanish for Unity -- when it grounded on rocks 12 September 2000, sustaining
irreparable damage. The ship was maneuvering in a pre-dawn fog, preparing to off-load
some of the 240 troops aboard, when the accident happened. The ship's hull scraped
along a rocky bottom, opening up three forward compartments where fuel and Marines
are housed. One hole measured 45 feet long. The Atlantic Fleet commander
recommended that the ship be decommissioned, rather than repaired or towed back to the
Little Creek Naval Amphibious Base. The ship is to be sunk during a gunnery exercise in
2001 during the annual UNITAS exercise.
Specifications
Draft Limit: 19 ft
Speed 20 knots
Power Plant Six diesels, 16,000 brake horsepower,
two shafts, Twin Controllable Pitch Screws
BOW THRUSTER - Single Screw, Controllable Pitch
Armament 4 - three-inch/50-caliber guns
Phalanx close-in weapons systems to be fitted
VEHICLE 19,000 Square Feet (1,767 Square Meters)
STOWAGE lift capacity includes 29 tanks
Complement ship's company -- 14 Officers, 210 Enlisted
360-400 troops
Unit Operating Cost
$12,500,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Numbe Homepor Commissio Decommissio
r t ned ned
LST- Little 29 Dec
Newport PNSY 07 Jun 1969 01 Oct 1992
1179 Creek 1964
LST- Little 29 Dec 24 Jan 1970
Manitowac PNSY 30 Jun 1993
1180 Creek 1965
LST- Little 29 Dec
Sumter PNSY 20 Jun 1970 30 Sep 1993
1181 Creek 1965
LST- NASSC 15 Jul 22 Nov
Fresno San Diego 08 Apr 1993
1182 O 1966 1969
LST- NASSC San Diego 15 Jul 21 Feb 1970
Peoria 28 Jan 1994
1183 O 1966
LST- NASSC Pearl 15 Jul 11 Apr 1970
Frederick 2004
1184 O Harbor 1966
LST- NASSC 15 Jul
Schenectady San Diego 13 Jun 1970 15 Dec 1993
1185 O 1966
LST- NASSC 15 Jul 08 Aug
Cayuga San Diego 26 Aug 1994
1186 O 1966 1970
LST- NASSC 15 Jul
Tuscaloosa San Diego 24 Oct 1970 18 Feb 1994
1187 O 1966
LST- NASSC 15 Jul
Saginaw San Diego 23 Jan 1971 28 Jun 1994
1188 O 1966
LST- NASSC 15 Jul 27 Mar
San Bernardino San Diego 30 Sep 1995
1189 O 1966 1971
LST- NASSC Little 15 Jul
Boulder County 04 Jun 1971 28 Feb 1994
1190 O Creek 1966
LST- NASSC Long 15 Jul
Racine 09 Jul 1971 02 Oct 1993
1191 O Beach 1966
Spartanburg LST- NASSC Little 15 Jul
01 Sep 1971 16 Dec 1994
County 1192 O Creek 1966
Fairfax County 16 Oct 1971 17 Aug 1994
1193 O Creek 1966
La Moure LST- NASSC Little 15 Jul 18 Dec 1971 2004
County 1194 O Creek 1966
LST- NASSC 15 Jul
Barbour County San Diego 12 Feb 1972 30 Mar 1992
1195 O 1966
Harlan County 08 Apr 1972 14 Apr 1995
1196 O Creek 1966
Barnstable LST- NASSC Little 15 Jul 27 May 29 Jun 1994
County 1197 O Creek 1966 1972
LST- NASSC 15 Jul 05 Aug
Bristol County San Diego 29 Jul 1994
1198 O 1966 1972
LKA-113 Charleston
The amphibious cargo ships are the first class of ship designed specifically to carry
troops, heavy equipment and supplies in support of amphibious assaults. Four of the five
ships in the class had been transferred to the reserve fleet in the late 1970s and early
1980s. The need for additional sealift capacity resulted in all four being returned to the
active fleet in 1982-1982. They are among the first Navy ships to have a fully automated
main propulsion plant.
The lead ship of the class, USS Charleston (LKA-113) was decommissioned in 1992, and
was joined by USS Saint Louis (LKA-116) in FY-93. Both ships were mothballed for
possible activation in the future. The remaining ships will remain active through the end
of their service life.
In 1993, as part of its Bottom-Up Review, the Department of Defense examined the
amount of amphibious lift that would be required to fight two nearly simultaneous major
regional conflicts. It concluded that the Navy should maintain enough lift to transport the
personnel, aircraft, landing ships, vehicles, and supplies for 2.5 marine expeditionary
brigades or MEB's.
Under the 1994 Navy concept for maintaining 2.5 MEB's worth of vehicle space in the
amphibious shipping fleet, two amphibious cargo ships [LKA-113 class] were retained in
a reserve status that would enable them to be available for active service in a few days.
Three more LKA's were stored in a nesting arrangement in which several months could
be required to make them available for an emergency. The Navy's plan for these five
LKA's was intended to maintain the necessary amphibious lift capability.
Specifications
Power Plant
Draft Limit: 28 ft
Capacity
Speed knots ( mph)
Crew Officers: 34
Enlisted: 375
Aircraft
Ships
r rt ed ed
Charlest LKA Newport 11 Jun
14 Dec 1968 27 Apr 1992
on 113 News 1965
LKA Newport 11 Jun
Durham 24 May 1969 25 Feb 1994
114 News 1965
LKA Newport 11 Jun
Mobile 29 Sep 1969 04 Feb 1994
115 News 1965
LKA Newport 11 Jun
St. Louis 22 Nov 1969 02 Nov 1992
116 News 1965
LKA Newport 22 Aug
El Paso 17 Jan 1970 21 Apr 1994
117 News 1966
MCS-12 Inchon
Mine Countermeasures Support Ship
Operations Desert Shield and Desert Storm identified the need for a dedicated command,
control and support ship to support mine countermeasures operations. The contract to
convert Inchon was awarded in November 1994 to Ingalls Shipbuilding, Inc., Pascagoula,
Miss. USS Inchon was converted from an amphibious assault ship with major changes
made to the Command, Control, Communications, Computers and Intelligence (C4I)
system including upgrades to the close-in weapons system (Phalanx) and various radars.
The ship supports an embarked composite helicopter squadron of eight CH-53E and two
SAR/spotter helicopters, and provides alongside support and services for up to four
MCM/MHC ships. It can support and accommodate four Explosive Ordnance Disposal
(EOD) groups with assigned equipment. Additionally it provides C4I facilities for the
MCM group commander. New repair facilities and upgrades to older one were also
added, giving the MSC 12 the ability to accomplish whatever repairs are necessary to
weapons, LCACs, aircraft, etc., in any theater of operation.
Specifications
Builders Ingalls Shipbuilding, Pascagoula, MS
Power Plant 600-pound steam plant, one shaft, 22,000 shaft
horsepower
Draft Limit: 30 ft
Speed 21 knots (24 miles per hour)
Aircraft 2 - UH-46D Sea Knight helicopters
8 - MH-53E Sea Stallion helicopters
Armament 4 - .50 caliber machine guns;
4 - 25mm MK 38 machine guns;
2 - MK15 Phalanx CIWS;
Stinger missiles
Crew 122 officers;
1,321 enlisted
Ships
Inchon MCS 12 Ingalls Ingleside 16 Jun 1966 20 Jun 1970
MCM-1 Avenger
Mine Countermeasures Ships
In the early 1980s, the U.S. Navy began development
of a new mine countermeasures (MCM) force, which
included two new classes of ships and minesweeping
helicopters. The vital importance of a state-of-the-art
mine countermeasures force was strongly underscored
in the Persian Gulf during the eight years of the Iran-
Iraq war, and in Operations Desert Shield and Desert
Storm in 1990 and 1991 when the Avenger (MCM 1)
and Guardian (MCM 5) ships conducted MCM
operations.
Avenger class ships are designed as mine hunter-killers capable of finding, classifying
and destroying moored and bottom mines. The mission of MCM 1 class ships is to detect,
classify and neutralize all known and projected types of influence and contact mines.
There are three primary mission objectives: Minehunting , Mine Neutralization, and Mine
Sweeping. The MCM 1 performs precise navigation and clears minefields by sweeping
moored, magnetic and acoustic influence mines. The MCM 1 also conducts coordinated
operations with airborne and other mine countermeasure forces.
This is the largest US Navy Minesweeper to date. The last three MCM ships were
purchased in 1990, bringing the total to 14 fully deployable, oceangoing Avenger class
ships. These ships use sonar and video systems, cable cutters and a mine detonating
device that can be released and detonated by remote control. They are also capable of
conventional sweeping measures. The ships are constructed of wood covered with Glass
Reinforced Plastic (GRP) sheathing. They are the first large mine countermeasures ships
built in the United States in nearly 27 years.
Osprey (MHC 51) class ships are also designed as mine hunter-killers. The MHC 51 has
a 15-day endurance and depends on a support ship or shore based facilities for resupply.
Four of the 14 Avenger-class MCMs transitioned to the Reserve in FY 1996. These state-
of-the-art mine countermeasures ships are homeported in Ingleside, TX along with the
rest of the Navy's surface mine warfare assets.
Specifications
Builders Peterson Shipbuilders, Sturgeon Bay, Wis.;
Marinette Marine, Marinette, Wis.
Power Plant Four diesels (600 horsepower each),
two shafts with controllable pitch propellers
Draft (Navigation) 15 ft
Displacement 1,312 tons (1,180.8 metric tons) full load
Speed 14 knots (16.1 mph, 25.76 kmph)
Crew 8 officers,
76 enlisted
Combat Systems AN/SLQ-37 - Magnetic/Acoustic Sweep System
AN/SLQ-38 - Mechanical Sweep System
AN/SLQ-48 - Mine Neutralization Equipment
AN/SQQ-32 - Minehunting Sonar
AN/SQQ-30 - Variable Depth Minehunting Sonar
AN/SSN-2 - Navigation/Command and Control
AN/SSQ-94 - On board Trainer
Two .50 caliber machine guns
Annual Average
Ships
Numbe Builde Homepor Ordere Commissione Decommissione
Name
r r t d d d
USS Avenger MCM 1 Ingleside 12 Sep 1987
USS Defender MCM 2 Ingleside
USS Sentry MCM 3 Ingleside
USS MCM 4 Ingleside
Champion
USS Guardian MCM 5 Sasebo
USS
MCM 6 Ingleside
Devastator
USS Patriot MCM 7 Sasebo
USS Scout MCM 8 Ingleside
USS Pioneer MCM 9 Ingleside
MCM
USS Warrior Ingleside
10
MCM
USS Gladiator Ingleside
11
MCM
USS Ardent Manama
12
MCM
USS Dextrous Manama
13
MCM
USS Chief Ingleside
14
MHC 51 Osprey
Coastal Mine Hunters
Osprey (MHC 51) class ships are mine hunter-
killers capable of finding, classifying and
destroying moored and bottom mines. Eleven of
the twelve Osprey-class Coastal Minehunter are
assigned to the Reserve and homeported at
Ingleside, TX. The MHC 51 has a 15-day
endurance and depends on a support ship or shore
based facilities for resupply. This mine hunter
(coastal) is designed to operate from CONUS
bases against enemy bottom and moored mines. It
is the first US Navy mine countermeasures ship to be constructed of Glass Reinforced
Plastic (GRP). The design is based on the Italian Navy Lerici Class. Voith-Schneider
rotors replace the conventional propellers of the MCM and MSO classes. The ship will
have modular sweep systems which can be installed as needed.
In the early 1980s, the U.S. Navy began development of a new mine countermeasures
(MCM) force, which included two new classes of ships and minesweeping helicopters.
The vital importance of a state-of-the-art mine countermeasures force was strongly
underscored in the Persian Gulf during the eight years of the Iran-Iraq war, and in
Operations Desert Shield and Desert Storm in 1990 and 1991. Avenger class ships are
also designed as mine hunter-killers. Overall Length: 188 ft
Waterline Length: 174 ft Extreme Beam: 38 ft
Waterline Beam: 36 ft Maximum Navigational Draft: 11 ft
Draft Limit: 11 ft
Specifications
Builders Avondale Industries Inc., Gulfport, MS
MHC 53, 54, 56, 57
Intermarine USA, Savannah, GA
MHC 51, 52, 55, 58, 59, 60, 61 and 62
Power Plant Two diesels (800 hp each);
two Voith-Schneider (cycloidal) propulsion systems
Draft (Navigation) 12 ft 1 in
Displacement 893 tons (804 metric tons) full load
Speed 10 knots (18.4 kmph)
Combat Systems AN/SLQ-48 - Mine Neutralization Equipment
AN/SQQ-32 - Minehunting Sonar
AN/SYQ-13 - Navigation/Command and Control
AN/SSQ-94 - On board Trainer
Two .50 caliber machine guns
Annual Average
Ships
r rt ed ed
MHC Intermari 22 May
Osprey Ingleside 23 Aug 1993
51 ne 1987
MHC Intermari 17 Feb
Heron Ingleside 22 Jul 1994
52 ne 1989
MHC 03 Oct 18 Nov 1995
Pelican Avondale Ingleside
53 1989
MHC 02 Aug
Robin Avondale Ingleside 11 May 1996
54 1990
MHC Intermari 01 Apr
Oriole Ingelside 16 Sep 1995
55 ne 1991
MHC 29 Mar
Kingfisher Avondale Ingleside 26 Oct 1996
56 1991
MHC 29 Mar
Cormorant Avondale Ingleside 12 Apr 1997
57 1991
Black MHC Intermari 22 Apr
Ingleside 11 May 1996
Hawk 58 ne 1992
Falcon Ingleside 08 Feb 1997
59 ne 1992
Cardinal Ingleside 18 Oct 1997
60 ne 1992
MHC Intermari 31 Mar
Raven Ingleside 05 Sep 1998
61 ne 1993
MHC Intermari 31 Mar
Shrike Ingleside 31 May 1999
62 ne 1993
MSO 422 Aggressive
These ocean going minesweepers were designed to counter North Korean mining during
the Korean War. They were capable of sweeping for moored and bottom contact,
magnetic and acoustic mines. During the 1987-88 Persian Gulf escort missions, active
and reserve MSO's were dispatched to the Gulf. Both ships and crews performed
extremely well in very demanding conditions, clearing hundreds of mines from the
international waterway.
During the Cold War the US mine warfare concept was designed around a European war
scenario which relied on North Atlantic Treaty Organization (NATO) allies to participate
substantially in mine warfare operations. The Navy's MCM capabilities in the Persian
Gulf included the surface mine countermeasures (SMCM) capabilities of three 30-year-
old USS Aggressive and USS Acme (MSO 422 and 508) class minesweepers. These
minesweepers used the AN/SQQ-14 MCM sonar to detect bottom and moored mines and
mechanical minesweeping gear to cut mine cables.
All units of this class have been stricken, with some to be disposed of by the Security
Assistance Program (SAP) for cash sale and others to be sold by the Defense
Reutilization and Marketing Service (DRMS) for scrapping. Some units were stricken
and sold, but the Contractor defaulted and the ship was repossessed by the Navy to be
resold.
Specifications
Builders Various companies, including:
Colberg Boatworks, Stockton CA
Higgins Incorporated
J.M. Martinac Shipbuilding Corporation
Martinolich Shipbuilding Company
Wilmington Boat Works
Displacement 853 tons (full load)
Length 172 feet
Beam 35 feet
Max Speed 15 knots
Power Plant 4 - Aluminum block Diesels; 2 shafts, 2,400 bhp
Aircraft None
Armament 2 - .50 cal twin machine guns
Complement Active: 77: 7 officer, 70 enlisted;
NRF: 57: 5 officer, 52 enlisted plus 25 reserve
Annual Average
Ships
Numbe Commission Decommissio
r ed ned
MSO-
Agile
421
Aggressi MSO-
ve 422
MSO-
Bold
424
MSO-
Bulwark
425
MSO-
Conflict 426
MSO-
Constant San Diego 09 Sep 1954 30 Sep 1992
427
MSO-
Dash
428
Detector MSO-
429
MSO-
Direct
430
Dominan MSO-
t 431
MSO-
Dynamic
432
MSO-
Engage Colberg Mayport 29 Jun 1954 30 Dec 1991
433
MSO-
Embattle
434
Enduranc MSO-
e 435
MSO-
Energy
436
MSO-
Enhance Tacoma 16 Apr 1955 13 Dec 1991
437
MSO- Martinolic Seattle 07 Aug 10 Sep 1955
Esteem 30 Sep 1991
438 h 1951
MSO- San
Excel 24 Feb 1955 30 Sep 1992
439 Francisco
MSO-
Exploit Newport 31 Mar 1954 16 Dec 1993
440
MSO-
Exultant Higgins Charleston 22 Jun 1954 30 Jun 1993
441
MSO-
Fearless Higgins Charleston 22 Sep 1954 31 Oct 1990
442
MSO-
Fidelity
443
MSO-
Firm
444
MSO-
Force
445
MSO-
Fortify Little Creek 16 Jul 1954 31 Aug 1992
446
MSO-
Guide
447
MSO-
Illusive Mayport 14 Nov 1953 30 Mar 1990
448
Impervio MSO-
Mayport 15 Jul 1954 12 Dec 1991
us 449
MSO-
Implicit Tacoma 10 Mar 1954 30 Sep 1994
455
MSO-
Inflict Little Creek 11 May 1954 30 Mar 1990
456
MSO-
Loyalty
457
MSO-
Lucid
458
MSO-
Nimble
459
MSO-
Observer
461
Pinnacle MSO-
462
MSO-
Pivot
463
MSO- Wilmingto 31 Mar
Pluck San Diego 11 Aug 1954 29 Nov 1990
464 n 1952
MSO-
Prime 466
MSO-
Reaper
467
MSO-
Skill
471
MSO-
Vigor
473
MSO-
Vital
474
MSO- JM 29 Dec
Conquest Seattle 08 Jul 1955 29 Jun 1994
488 Martinac 1952
MSO- JM San 29 Dec
Gallant 14 Sep 1955 29 Apr 1994
489 Martinac Francisco 1952
MSO- JM 29 Dec
Leader Charleston 16 Nov 1955 18 Mar 1992
490 Martinac 1952
MSO-
Persistent
491
MSO- JM 29 Dec
Pledge Seattle 20 Apr 1956 31 Jan 1994
492 Martinac 1952
MSO-
Sturdy
494
MSO-
Swerve
495
MSO-
Venture
496
NOTE:
Ships not otherwise detailed were built in the 1950s and stricken in the 1970s.
This class is rather poorly attested in the Naval Vessel Register -
MINESWEEPER,OCEAN section.
MSO 508 Acme
Approximately the same size as, though with improved capabilities over, the Agile and
Aggressive classes, these Naval Reserve Force ships performed the function of Mine
Division flagships. During the Cold War the US mine warfare concept was designed
around a European war scenario which relied on North Atlantic Treaty Organization
(NATO) allies to participate substantially in mine warfare operations.
The Navy's MCM capabilities in the Persian Gulf included the surface mine
countermeasures (SMCM) capabilities of three 30-year-old USS Aggressive and USS
Acme (MSO 422 and 508) class minesweepers. These minesweepers used the AN/SQQ-
14 MCM sonar to detect bottom and moored mines and mechanical minesweeping gear
to cut mine cables.
Two units of this class were stricken in the mid-1970s, to be sold by the Defense
Reutilization and Marketing Service (DRMS) for scrapping, with the remaining two units
similarly discarded in the mid-1990s.
Specifications
Displacement 818 tons (full load)
Length 173 feet
Beam 36 feet
Max Speed 14 knots
Power Plant 4 - Aluminum block Diesels; 2 shafts, 2,800 bhp
Aircraft None
Armament 2 - .50 cal twin machine guns
Complement NRF 57 - 5 officer, 52 enlisted
plus 25 reserves
Builders Frank L. Sample, Jr., Boothbay Harbor, Maine
Ships
Number Builde Homeport Ordered Commissione Decommissione
Name
r d d
MSO
ACME
508
MSO Sampl Little 25 Jun
ADROIT 04 Mar 1957 08 May 1992
509 e Creek 1954
ADVANC MSO
E 510
MSO Sampl 26 Jun
AFFRAY Charleston 08 Dec 1958 20 Dec 1992
511 e 1954
T-ACS 4 Gopher State
T-ACS 4 Gopher State is an auxiliary crane ship with four 30-ton cranes. Gopher State
was renamed in 1987 after conversion from a container ship, and the ship is named in
honor of the state of Minnesota. Gopher State is owned by the Maritime Administration
and operated by Interocean-Ugland Corporation. Its mission is to provide crane support
when no improved pier facilities exist. It has two twin 30-ton-capacity boom cranes
mounted on the starboard side of the ship. When moored inboard of another ship, cargo
can be unloaded either from itself or from the outboard ship to the pier facility. In
addition to the crane capability, the vessel carries 284 TEUs of transportation and
quartermaster equipment. Although not employed for their ability to carry cargo, these
ships have an overall capability of carrying 711 TEUs of containers.
Gopher State is prepositioned in Guam, and is the only T-ACS serving with the Army
Prepositioning Afloat program.
The T-ACS 5 Flickertail State T-ACS 6 Cornhusker State T-ACS 7 Diamond State T-
ACS 8 Equality State and T-ACS 9 Green Mountain State, assigned to Maritime
Prepositioning Ships Squadron Three, are among the more than 30 Military Sealift
Command ships in the Prepositioning Program.
T-ACS 10 Beaver State is assigned to the Ready Reserve Force (RRF), crewed by
Maritime Administration (MARAD) personnel in an increased state of readiness that
would permit activation within a few days. When activated, RRF ships come under the
operational control of the Military Sealift Command.
In October 1992 the Congress directed the Secretary of the Navy and the Secretary of
Transportation to increase the contract price (the contract price, including all
modifications as of the date of enactment of the Defense Appropriations Act) for the T-
ACS 7 and T-ACS 8 conversion and reactivation contract by $13,300,000 based upon the
Defense Contract Audit Agency's estimated incurred costs sustained by the contractor,
and to pay to the contractor which built and delivered T-ACS 7 and T-ACS 8 the amount
of $13,300,000, no later than November 1, 1992.
Specifications
T-ACS 4 - 6 T-ACS 7 - 8 T-ACS 9 - 10
Builder Ingalls
Power Plant Steam turbines, 2
Steam turbines, 1 Steam turbines, 1
boilers,
shaft shaft
17,500 shp, 1 shaft
Length Overall : 610 ft Overall : 668 ft Overall : 668 ft
Waterline : 581 ft Waterline : 635 ft Waterline : 635 ft
Beam 91 feet 76.1 feet 76 feet
Draft 50 feet 33.5 feet 33 feet
Displacement Light : 13900 tons Light : 16400 tons Light : 11714 tons
Full : 26670 tons Full : 31498 tons Full : 24477 tons
Dead Weight: Dead Weight: Dead Weight:
12770 tons 15098 tons 12763 tons
Crew
Aircraft none
Ships
Numbe Build Commissio Decommissi
Name Homeport Ordered
r er ned oned
T-ACS 10 Oct
Gopher State Bath Guam 22 Jan 1973
4 1970
T-ACS Cheatham 30 Nov
Flickertail State Bath
5 Annex 1965 20 Jun 1969
Cornhusker T-ACS Cheatham 30 Nov 21 Feb
Bath
State 6 Annex 1965 1969
T-ACS 05 Aug 19 Apr
Diamond State Todd Houston
7 1959 1962
T-ACS Todd Houston 05 Aug 02 Jan 1962
Equality State
8 1959
Green Mountain T-ACS Ingall 29 Jun 26 Mar
Vancouver
State 9 s 1962 1965
T-ACS Ingall 29 Jun 28 May
Beaver State Portland
10 s 1962 1965
T-AH 19 Mercy Class
Two hospital ships [HSS] operated by Military Sealift Command are designed to provide
emergency, on-site care for US combatant forces deployed in war or other operations.
Hospital ships have two missions. First, to provide a mobile, flexible, rapidly responsive
afloat medical capability to provide acute medical and surgical care in support of
amphibious task forces, Marine Corps, Army, and Air Force elements, forward deployed
Navy elements of the fleet and fleet activities located in areas where hostilities may be
imminent. Secondly, to provide a full-service hospital asset for use by other government
agencies involved in the support of disaster relief and humanitarian operations
worldwide. The HSS mission in joint operations is to minimize the effects of wounds,
injuries, and disease on unit effectiveness, readiness, and morale. This mission is
accomplished by a proactive preventive medicine (PVNTMED) program and a phased
health care system (echelons of care) that extends from actions taken at the point of
wounding, injury, or illness to evacuation from a theater for treatment at a hospital in the
continental United States (CONUS). One measure of this system's effectiveness is its
ability to save life and limb, to reduce the disease and nonbattle injury (DNBI) rate, and
to return patients to duty quickly and as far forward in the theater as possible. Another
measure is the system's ability to stabilize patients for evacuation to the Communications
Zone (COMMZ) or out of the theater as appropriate, within the operational evacuation
policy guidelines, and with minimum delay.
Hospital ships have inpatient capabilities comparable to major medical facilities ashore.
USNS Mercy (T-AH 19) and USNS Comfort (T-AH 20) each contain 12 fully-equipped
operating rooms, a 1,000 bed hospital facility, radiological services, medical laboratory, a
pharmacy, an optometry lab, a cat scan and two oxygen producing plants. Both vessels
have a helicopter deck capable of landing large military helicopters, as well as side ports
to take on patients at sea.
Both hospital ships are converted San Clemente-class super tankers. Mercy was delivered
in 1986 and Comfort in 1987.
The ships are maintained in five-day reduced operating status (ROS) at East and West
Coast layberths [in Baltimore, MD and San Diego CA] at their respective Sea Port of
Embarkation (SPOE), and within 50 miles of their respective supporting Naval Medical
Center/Hospital. In 1996 the requirements for USNS Mercy were realigned to NMC San
Diego, consistent with the BRAC closure of Naval Hospital Oakland. The location and
sourcing for USNS Comfort remained under close study.
In ROS-5, the ships are maintained by a small crew of civilian mariners and active duty
Navy medical and support personnel at a level of readiness which will permit activation
for primary mission employment in five days. Activation for other than the primary
mission or for training are not subject to this five-day requirement because of the
potential need to reconfigure manning, medical supplies, and ship systems to meet the
unique requirements of such missions. The notional objective for non-primary mission
activation is 90 days depending upon the extent of change required and the urgency of the
mission. Each ship shall be activated annually for engineering sea trials for periods of
approximately seven days as scheduled by the respective Naval Commander, and
quarterly for engineering dock trials. Concurrent full or partial activation of the MTF, or
fleet exercise participation, will be scheduled during these trials as directed by the
operational or type commanders.
While the decision to employ assigned naval forces is generally reserved for the
respective Unified Commander acting through and in concert with their Naval
Component Commander, any decision to activate a hospital ship for other than the above
routine requirements must be coordinated with the Chief of Naval Operations (CNO).
Mercy went to the Philippines in 1987 for a humanitarian mission. Both ships were used
during Operation Desert Shield/Storm. Comfort twice operated during 1994 — once for
Operation Sea Signal's Cuban/Haitian migrant interdiction operations, and a second time
supporting US forces and agencies involved in Haiti and Operation Uphold Democracy.
The hospital ship USNS Mercy was activated during Kernel Blitz 97, a major amphibious
exercise in Southern California and waters offshore between 20 June 1997 and 03 July
1997. More than 200 Sailors and Marines were cosmetically prepared to play the role of
casualties who were treated by active duty and reserve medical personnel during the
medical exercise over a four-day period. Casualties were treated through five echelons of
medical care from initial treatment in the field to medical facilities aboard amphibious
ships to more extensive treatment on the hospital ship and, finally, to fleet hospital
facilities ashore. Casualties were evacuated by National Guard and Coast Guard Medevac
helicopters. In 1998, Comfort participated in exercise Baltic Challenge '98, a
multinational exercise involving 11 European nations and the United States to improve
cooperation in peace support operations.
Specifications
Builder National Steel and Shipbuilding Co., San Diego, Calif.
Power Plant 2 GE turbines; two boilers; 24,500 hp (18.3MW);
one shaft
Draft 33 feet
Speed 17.5 knots (20.13 mph)
Crew 63 civilian mariners
956 Naval medical staff
258 Naval support staff
Aircraft
Ships
Name
r rt ed ed
USNS Mercy T-AH NASSC Oakland 29 Jun 01 Feb 1976

19 O 1973
USNS T-AH NASSC Baltimor 01 Jun
01 Feb 1976
Comfort 20 O e 1973
AK 1005 Austral Rainbow
AK 1005 (T-AK 2046) Austral Rainbow, was [apparently until mid-1998] one of three
ships currently under charter to support the U.S. Air Force's ammunition prepositioning
mission. Austral Rainbow is a LASH, or lighter aboard ship, vessel built in 1972. It is
820 feet long, 100 feet wide and has a deadweight tonnage of 41,000 long tons. In its
current configuration, Austral Rainbow can carry up to 100 20-foot containers, 74 LASH
barges and two pusher boats. The two pusher boats are used to move barges which have
been unloaded into the water. Each barge can carry as much as 250 long tons of cargo.
The ship sails at a speed of 16 knots. Austral Rainbow is currently prepositioned in Diego
Garcia.
Specifications
Builder
Power Plant
Length 820 feet
Beam 100 feet
Draft 40 feet, 8 inches
Displacement 55,840 long tons
Capacity
Speed knots ( mph)
Crew
Ships
Numbe Builde Ordere Commission Decommission
Name Homeport
r r d ed ed
Austral AK Diego
Rainbow 1005 Garcia
TAK 2049 Green Valley
Combat Prepositioning Force, or CPF, ships provide quick-response delivery of US
Army equipment for ground troops. The TAK 2049 Green Valley and her sister ships are
barge-carrying LASH, or lighter aboard ship, vessel capable of carrying both barges and
containers. Each is capable of carrying up to 88 cargo barges (lighters), but may carry
less to make room for containers and pusher boats. Each lighter weighs between 82 and
86 long tons and may discharge either pierside or in stream. LASH vessels have two
gantry-style cranes: one 30-long-ton crane (forward) for moving containers and one
465.18-long-ton gantry for moving lighters. This second gantry can move nearly the
length of the ship (except for holds one and two) to discharge pusher boats, lighters, and
hatch covers. In addition to the gantry cranes, LASH vessels have a 3-long-ton general
cargo crane to help load the ship's stores. Green Valley carries U.S. Army ammunition
and is capable of independent, self-sustaining operations. Due to its self-sustaining
capabilities, Green Valley is particularly conducive to loading and unloading operations
where port restrictions preclude the ship from tying up at a pier. The ship are
prepositioned in Diego Garcia.
Specifications
Builder
Power Plant
Length 892 feet
Beam 100 feet
Draft 40 feet
Capacity
Speed knots ( mph)
Crew
Aircraft
data for Green Valley, others are similar
Ships
Number Build Homeport Order Commission Decommissio
Name
er ed ed ned
GREEN T-AK Diego
VALLEY 2049 Garcia
GREEN T-AK Diego
HARBOUR 2064 Garcia
T-AK Diego
JEB STUART
9204 Garcia
T-AK 2062 American Cormorant
T-AK 2062 American Cormorant is a float-on/float-off asset prepositioned in Diego
Garcia. American Cormorant carries port-opening lighterage and small watercraft for the
U.S. Army. The ship is diesel-powered and is operated by Osprey-Acomarit. The
semisubmersible Heavy Lift Prepositioning Ship [HLPS] carries the equipment required
to establish a working port. The ship's cargo deck can be placed 26 feet below the water's
surface by ballasting the ship to a draft of 66 feet. In this way, barges and other embarked
watercraft may be floated off directly into the water. The barges contain the materiel-
handling equipment needed to move container and equipment ashore. Additionally, three
tug boats, two LCM 8s, a ROWPU barge, and a floating 100-ton crane barge are
embarked aboard the HLPS.
The ability to quickly move a significant Army watercraft "package" into a contingency
area is vital. Once the Navy has conducted the initial assault landings during any
contingency, the Army is responsible for all subsequent sustainment operations. These
include getting equipment, troops and supplies ashore, opening and operating ports, and
sustaining water main supply routes. Though most Army watercraft can self-deploy
across great distances, doing so takes a lot of time and endangers the crew. By using
American Cormorant. the Army can project the force in about a third of the time. The
watercraft crews can fly in to meet the prepositioned equipment, cutting the time it takes
to get the vessels into operation. Providing the right mix of watercraft and other
equipment aboard American Cormorant gives local commanders in contingency areas
exactly what they'll need to immediately start solving problems encountered during
theater-opening missions. American Cormorant's embarked watercraft also carry
forklifts, cargo-container handlers and similar devices. These allow soldiers to
immediately begin unloading and moving the supplies and materials carried in the ship's
40 commercial cargo containers.
Designed as a conventional oil tanker, the ship was built in Sweden and launched in 1975
as Kollbris. In 1982 she returned to Sweden for conversion into a semi-submersible,
heavy-lift carrier, returning to service as Ferncarrier. As the term "semi-submersible"
implies, the vessel can load and unload main-deck cargo by sinking low enough to allow
cargo to float on and off. This is accomplished by a process known as ballasting ----
taking on water in special internal tanks ---- which can lower the ship up to 26 feet below
her normal draft in about six hours. It takes about the same amount of time to return the
vessel to her normal draft. Though semi-submersibles were designed primarily to move
large and unwieldy off-shore oil rigs, they soon proved equally adept at transporting
small naval vessels and other military hardware. Indeed, Ferncarrier's 1982 maiden
voyage was a military one. Chartered by Britain's Ministry of Defence, the ship carried
an accommodation barge and two launches to the Falkland Islands just after the end of
fighting there between British and Argentine forces.
In November 1985 Ferncarrier was purchased by Cormorant Shipholding, reflagged as an

American vessel and renamed American Cormorant. She has since been operated on time
charter for the Army by Osprey-Acomarit Ship Management of Bethesda, Md., and is
crewed by some 20 American merchant sailors. Officially homeported in Philadelphia,
Pa., the ship is forward-deployed at Diego Garcia in the Indian Ocean.
Exercise Big Red, conducted every two years, allows American Cormorant's cargo of
watercraft ---- three LCM-8 landing craft, two larger LCU-2000 utility landing craft,
three 100-foot tugboats, a barge-mounted 300,000-gallon-per-day reverse-osmosis water
purification unit and a 100-ton floating crane ---- to be offloaded for inspection, repair
and modification. The comprehensive overhaul is carried out at the US Army Depot at
Hythe, a one-of-a-kind watercraft support facility near the sprawling Southampton port
complex. Once thoroughly repaired and upgraded, the Army vessels are restocked with
refurbished equipment and supplies before being reloaded aboard American Cormorant.
The ship then returns to its "on-station" base at Diego Garcia island in the Indian Ocean,
from where it can quickly deploy to virtually any contingency area in Southwest or
Southeast Asia.
Specifications
Builder
Power Plant
Length 738 feet
Beam 135 feet
Draft 32 feet
Capacity
Speed knots ( mph)
Crew
Aircraft
Ships
Build Order Commissio Decommissio
Name Number Homeport
er ed ned ned
American T-AK Diego
Cormorant 2062 Garcia
TAK-3000 Cpl. Louis J. Hauge Jr.
Maritime Prepositioning Ship [MPS]
Each of the five ships of the TAK-3000 Cpl. Louis J. Hauge Jr. class carries a full range
of Marine Corps cargo, enough cargo to support a Marine Air Ground Task Force for 30
days. Each ship has lift-on/lift-off capabilities, as well as roll-on/roll-off capabilities.
Navy lighterage carried onboard consists of causeways, both powered and unpowered,
and small boats to move them around. They are certified to land up to CH-53E
helicopters. Baugh also has breakbulk cargo capacity, which is used for carrying general
cargo. The ships are prepositioned in Diego Garcia.
Thirteen MSC prepositioning ships are specially configured to transport supplies for the
US Marine Corps. Known as the Maritime Prepositioning Force, the 13 ships were built
or modified in the mid-1980s and are on location in the western Pacific Ocean, the Indian
Ocean and the Mediterranean Sea. The 13 Maritime Prepositioning Ships, or MPS,
contain nearly everything the Marines need for initial military operations -- from tanks
and ammunition to food and fuel to spare parts and engine oil.
The MPS are organized into three squadrons, each commanded by a Navy captain. MPS
Squadron One, usually located in the Atlantic Ocean or Mediterranean Sea, has four
ships; MPS Squadron Two, usually located at Diego Garcia, has five ships; and MPS
Squadron Three, normally in the Guam/Saipan area, has four ships.
Each MPS squadron carries sufficient equipment and supplies to sustain 17,000 Marine
Corps Air Ground Task Force personnel for up to 30 days. Each ship can discharge cargo
either pierside or while anchored offshore using lighterage carried aboard. This capability
gives the Marine Corps the ability to operate in both developed and underdeveloped areas
of the world.
Specifications
Builder Odense Stalskibsvaerft, Lindo, Denmark
conversions by Bethlehem Steel
Power Plant 1 diesel, 16,800 bhp,
1 shaft
Length 755.5 feet
Beam 90 feet
Draft 32 feet
Capacity 120,080 sq. ft. vehicle,
1,283,000 gallons petroluem,
65,000 gallons water,
332 TEU
Speed 17.5 knots
Crew
Aircraft CH-53E Helicopter platform
Ships
Build Homepor Order Commissio Decommissio
Name Number er t ed ned ned
T-AK Diego
CPL L. Hauge, Jr 07 Sep 1984
3000 Garcia
PFC William B. T-AK Diego
30 Oct 1984
Baugh 3001 Garcia
PFC J. Anderson, T-AK Diego 26 Mar
Jr 3002 Garcia 1985
1ST LT A. T-AK Diego 26 Sep 1985
Bonnyman 3003 Garcia
PVT Franklin J. T-AK Diego
12 Sep 1985
Phillips 3004 Garcia
TAK-3005 Sgt. Matej Kocak
The three ships of the TAK-3005 Sgt. Matej Kocak class are assigned to MSC Maritime
Prepositioning Ship Squadron One, which is responsible for the operation, ship-board
materials, and administrative support to non-combatant ships of the Military Sealift
Command Prepositioning Program in the eastern Atlantic Ocean and Mediterranean Sea.
These time-chartered ships carry afloat prepositioned US military cargo for the US
Marine Corps and Air Force. These ships move from port to port in many allied nations
of Europe throughout the year, rarely traveling together. The ships themselves and the
squadron staff form only part of the team needed to deploy cargo. Periodically, through
real-world operations and exercises, the various Marine Corps and Navy units work
together to conduct an off-load.
of the world.
Specifications
Power Plant Steam turbines, 2 boilers, 30,000 shp
1 shaft
Length 821 feet
Beam 105.5 feet
Draft 32 feet
Capacity 152,524 sq. ft. vehicle
1,544,000 gallons petroleum
94,780 gallons water
540 TEU
Speed 20 knots
Crew 7 officers
29 civilian
25 civilian maintenance
Aircraft Helicopter platform only
Ships
Builde Homepo Ordere Commission Decommission
Name Number
r rt d ed ed
SGT Matej T-AK
Sun Europe 05 Oct 1984
Kocak 3005
PFC E. A. T-AK
Sun Europe 15 Jan 1985
Obregon 3006
T-AK Quinc
MAJ S. W. Pless Europe 01 May 1985
3007 y
TAK-3008 2nd Lt. John P. Bobo
The five ships of the TAK-3008 2nd Lt. John P. Bobo class carry a full range of Marine
Corps cargo, enough cargo to support a Marine Air Ground Task Force for 30 days. Each
ship has lift-on/lift-off capabilities as well as roll-on/roll-off capabilities. Navy lighterage
carried onboard consists of causeways, both powered and unpowered, and small boats to
move them around. They are certified to land up to CH-53E helicopters. Four of these
ships are prepositioned in Guam and Saipan, while TAK-3008 2nd Lt. John P. Bobo is
based in Europe.
US Marine Corps. Unlike the other two classes of these ships which were converted from
civilian ships, the TAK-3008 class was initially designed and built for this purpose.
During the planning process, they were designated the TAKX class. Known as the
Maritime Prepositioning Force, the 13 ships were built or modified in the mid-1980s and
are on location in the western Pacific Ocean, the Indian Ocean and the Mediterranean
Sea. The 13 Maritime Prepositioning Ships, or MPS, contain nearly everything the
Marines need for initial military operations -- from tanks and ammunition to food and
fuel to spare parts and engine oil.
of the world.
The Bobo was designed and built for the purpose of delivering Marine Corp vehicles and
gear in the event of a military exercise. There are accomodations aboard for about 130
troops and 25 operating personnel. Due to the ship being a military prepositioning ship,
the operational readiness of the ship is always maintained.
The engine room aboard the Bobo houses two Stork Werkspoor medium-speed
propulsion engines. These engines drive a single, fixed pitch screw through a reduction
gear. The overhead height required by these main enignes is quiet low, making the design
favorable for adding a roro deck above the engine room. The overall compact design of
theengine room makes dedicated storage space in the engine room scarce, but the layout
makes servicing of the pumps and motors for the auxiliary systems very managable in
most cases.
The deck gear on the Bobo included five deck cranes, thus allowing the ship to unload its
own cargo in remote locations where the ship might be called on to deliver men and
materials. The deck cranes along with the roro capability make the ship completely self-
sustained from a cargo standpoint. The compact size of the engine room allows more
space to be used for cargo, thus creating a favorable platform for military exercises
Specifications
Power Plant 2 diesels, 26,400 bhp
1 shaft
Length 673 feet
Beam 105 feet
Draft 29 feet
Capacity 162,500 sq. ft. vehicle
1,605,000 gallons petroleum
81,700 gallons water
522 TEU
Speed knots ( mph)
Crew 7 officers
30 civilian
25 civilian maintenance
Ships
Build Homepo Ordere Commission Decommissio
Name Number
er rt d ed ned
2ND LT John P. T-AK Quinc
Europe 14 Feb 1985
Bobo 3008 y
PFC D.T. T-AK Quinc Guam 06 Jun 1985
Williams 3009 y
T-AK Quinc
1ST LT B. Lopez Guam 21 Nov 1985
3010 y
1ST LT Jack T-AK Quinc
Guam 06 May 1986
Lummus 3011 y
T-AK Quinc
SGT W. R. Button Guam 18 May 1986
3012 y
TAK 3015 1st Lt Harry L. Martin
Maritime Prepositioning Force (Enhanced) MPF(E)
The introduction of new and upgraded combat equipment for Marine Corps personnel
requires additional afloat capacity within the Maritime Prepositioning Force, or MPF,
ships. The Maritime Prepositioning Force (Enhanced), or MPF(E), program was designed
to meet those requirements through the addition of a Maritime Prepositioning Ship, or
MPS, to each of the three MPS squadrons. The three MPF(E) ships, unlike the current
MPF ships, will be converted ships that will be owned by the Navy. Current MPF ships
are long-term chartered vessels owned and crewed by private companies. The MPF(E)
program is one of the new major ship acquisition programs solely managed by MSC; in
the past, most others have been managed by the Naval Sea Systems Command. The first
MPF(E) ship is expected to deploy in 1999, and the program will be completed in 2000.
The MPF(E) procurement is a three-phase program designed to increase the capability of

the three existing Maritime Prepositioning Ship squadrons through the addition of a
converted ship to each of the squadrons. Phase I of the program was executed in April
1996 when the Naval Sea Systems Command awarded five engineering design contracts
for the conversion of an existing ship to an MPF(E) ship. The contract award by Military
Sealift Command constitutes Phase II and Phase III of the process. Phase II is the
selection of a contractor to proceed with the conversion of an existing vessel, and Phase
III is for the operation and maintenance of that ship for the first five years following
conversion.
Acquisition and conversion of three MPF(E) ships satisfy the requirement for additional
MPF cargo capacity. The specific new capabilities to be prepositioned in each MPS
squadron include an expeditionary airfield, a Navy mobile construction battalion and a
fleet hospital. The converted ships will be capable of simultaneous roll-on, roll-off and
lift-on, lift-off operations both pierside and in-stream. Each ship will have a flight deck
for helicopter operations, but will not carry operational aircraft. Prepositioning of this
additional equipment with the MPS squadrons will significantly enhance Marine air-
ground task force capabilities available to the war-fighting commanders.
of the world.
The MV Tarago was officially renamed 1st Lt Harry L. Martin on 01 June 2000 [the ship
was initially to be designated T-AK 3013, but was in fact designated T-AK 3015. Martin
is the first of three Maritime Prepositoning Force (Enhanced) ships that will augment the
capability of the Maritime Prepositioning Force of 13 ships.
Specifications
SHIP TAK 3015 TAK 3016 TAK 3017
Power Plant 1 diesel, 1 shaft, 2 gas turbines, 2
25,704 bhp shafts, 50,000
shp
Length 754 feet 864 feet 885 feet, 4
inches
Beam 106 feet 98 feet 105 feet, 7
inches
Draft 36 feet 35 feet 34 feet, 4 inches
Displacement 48,000 tons full 50,059 tons full 54,298 long tons
load load
Capacity 128,000 sq. ft.
vehicle
1017 TEU
Speed 21 knots 22 knots 24.0 knots
Crew 24 26
Aircraft CH-53E Helicopter platform
Ships
Numbe Homepo Ordere Commissi Decommiss
Name Builder
r rt d oned ioned
1st Lt Harry L.
T-AK Atlantic 14 Feb 01 Jun
Martin Europe
3015 Drydock 1997 2000
[ex MV Tarago]
LCpl Roy Wheat
T-AK 10 Apr
[ex GTS Bender SY Guam
3016 1997
Bazaliya]
Gysgt Fred W. TAK Diego 2000
Stockham 3017 Garcia
T-AK 3015
T-AK 3016
T-AK 4296 Capt. Steven L. Bennett
The T-AK 4296 Capt. Steven L. Bennett is an Air Force ammunition prepositioning ship,
deployed in the Mediterranean. On 21 May 1997 MSC awarded a time-charter contract in
the amount of $47 million to Ultra Maritime, Inc. (a subsidiary of Sealift, Inc.), of Oyster
Bay, N.Y., for the 59-month charter of MV Sea Pride.
The container ship Sea Pride was renamed in honor of Air Force Medal of Honor
recipient Capt. Steven L. Bennett. An Air Force pilot who flew in Vietnam, Bennet died
while saving his back-seater in an OV-10. Bennett is the Air Force's most recent Medal
of Honor recipient. The Steven Logan Bennett is a container ship that will be used to
preposition U.S. Air Force ammunition in the Mediterranean Sea. The vessel, which has
the capacity to carry 1,922 containers, is currently foreign-flagged, but will be re-flagged
as a US vessel prior to beginning performance under the MSC contract. Cranes installed
aboard the vessel makes it self-sustaining for loading and off-loading cargo.
Specifications
Length T-AK 4296 T-AK 4396
Builder
Power Plant
Length 687 feet 652 feet
Beam 100 feet 105 feet
Draft 38 feet 34 feet
Displacement 52,878 long tons 48,000 long tons
Capacity
Speed knots ( mph) 19.0 knots
Crew
Aircraft none
Ships
Number Build Homep Ordered Commissio Decommissio
Name
er ort ned ned
Capt. Steven L. T-AK 20 Nov
Bennett
4296 1997
[ex Sea Pride]
Maj. Bernard F. T-AK 02 Dec
Fisher Aug 1999
4396 1998
[ex Sea Pride]
T-AK 4296
T-AK 4396
T-AK 5029 Cape Jacob
For Navy prepositioning, MSC operates the Navy's first modular cargo delivery system
(MCDS) vessel, SS CAPE JACOB, at Diego Garcia. The vessel will carry Navy
Ordnance and will also have the capability to operate as a shuttle replenishment ship for
naval battle groups. SS Cape Jacob is one of Military Sealift Command's 34 Ready
Reserve Force Ships and is part of the 38 ships in the Prepositioning Program (PM3).
The Modular Cargo Delivery System (MCDS) is a mechanized cargo transfer unit that
acts as a combination elevator and winch, hoisting pallets of cargo into the air and then
across wire lines strung between two ships sailing side-by-side. Two MCDS units have
been installed on Ready Reserve Force ships SS Cape Johnson, SS Cape Alexander, SS
Cape Gibson, SS Cape Girardeau, SS Cape John, SS Cape Juby and SS Cape Jacob.
Specifications
Builder
Power Plant
Length 565 feet
Beam 76 feet
Draft 31 feet
Capacity
Speed 17 knots
Crew
Aircraft
Ships
Builde Homepor Ordere Commissione Decommissione
Name Number
r t d d d
Cape T-AK
Saipan
Jacob 5029
TAK 5089 Ltc. Calvin P. Titus
TAK 5089 Ltc. Calvin P. Titus and TAK 5091 SP5 Eric G. Gibson are container ships,
owned and operated by Maersk Lines. They are used to carry sustainment cargo including
MREs, lubricants, medical supplies, repair parts and chemical defense equipment. These
ships combine the capabilities of RO/RO container and break-bulk ships. They have the
container capacity of 1,526 20-foot-equivalent units (TEUs) and 40,000 square feet of
RO/RO space. The strength of the garage deck, the clear-deck heights, and the immense
stern ramp allow for the transport of heavy armored vehicles, including M1A1 tanks. The
Gibson is prepositioned in Guam, and Titus is prepositioned in Saipan.
In June 1999, MV Lt. Col. Calvin P. Titus, owned and operated under charter to MSC by
Maersk Lines, was replaced by a ship owned and operated under charter to MSC by Titus
Shipholding Corporation. The new vessel was renamed MV Lt. Col. Calvin P. Titus.
Similarly, MV SP5 Eric G. Gibson, owned and operated under charter to MSC by Maersk
Lines, was replaced by the Gibson Shipholding Corporation’s MV SP5 Eric G. Gibson in
July 1999. These two container ships, carrying Army sustainment stocks, are on station in
Guam/Saipan. MV LTC Calvin P. Titus and MV SP5 Eric G. Gibson were completed in
1985 by Odense Steel Shipyard. The new and old Gibsons exchanged their cargo in
Korea, a first for the Prepositioning Program.
Specifications
Pre-1999 Post-1999
Builder Odense Steel Shipyard,
Odense, Denmark
Power Plant 1 diesel, 1 shaft, 31,800 23,030 SHP Sulzer,
bhp Model 7RTA76; 1 shaft
Length 784 feet 652 feet, 3 inches
Beam 100 feet 105 feet, 7 inches
Draft 38 feet 36 feet
Displacement 50,000 tons 48,012 long tons
Capacity
Speed 21 knots 18.5 knots
Crew 25 civilians
Aircraft none
none
Ships
Name Number
r rt d ed ed
Ltc. Calvin P. T-AK Saipan 1995 Jun 1999
Titus 5089
SP5 Eric G. T-AK
Guam 1995 Jul 1999
Gibson 5091
Ltc. Calvin P. T-AK Odens
Saipan Jun 1999
Titus 5089 e
SP5 Eric G. T-AK Odens
Guam Jul 1999
Gibson 5091 e
Pre-1999
Post-1999
AK 9301 Buffalo Soldier
AK 9301 Buffalo Soldier is one of three ships currently under charter to support the US
Air Force's ammunition prepositioning mission. Buffalo Soldier is a roll-on/roll-off self-
sustaining container ship built in 1978. It is 670 feet long, 87 feet wide and has a
deadweight tonnage of 26,438 long tons. The ship has 143,000 square feet of cargo
carrying capacity, or room for 1,063 20-foot containers. Its 120-long-ton capacity roll-
on/roll-off ramp enables most any vehicle to be driven aboard. It can sail at a speed of 16
knots. Buffalo Soldier is currently prepositioned in Diego Garcia. The ship is named in
honor of African-Americans who served in the Union Army during the US Civil War.
Specifications
Builder
Power Plant
Length 670 feet
Beam 87 feet
Capacity
Speed knots ( mph)
Crew
Aircraft
Ships
Build Homepo Commission Decommissio
Name Number Ordered
er rt ed ned
Buffalo T-AK Diego
Soldier 9301 Garcia
T-AK 9655 MV Green Ridge
MV Green Ridge is under charter to support the US Navy's Fleet Hospital afloat
prepositioning mission. Green Ridge is a multi-purpose ship built in 1979. It is 508 feet
long, 70 feet wide and has a deadweight tonnage of 12,702 long tons. It has 62,000
square feet of cargo carrying capacity, or room for 619 20-foot containers. Green Ridge
sails at a speed of 16 knots. The ship carries a 500-bed Navy fleet hospital used to
support Fleet and Fleet Marine Forces engaged in combat operations ashore. The hospital
materials--comprised of 75 wheeled vehicles, 80 pieces of general cargo and 450 20-foot
containers of tents, subsistence and medical supplies--must be rotated back to facilities in
the United States to be refurbished every five years. Green Ridge is currently
prepositioned in Diego Garcia.
Specifications
Builder
Power Plant
Length 507 feet, 2 inches
Beam 69 feet, 7 inches
Capacity
Crew
Aircraft
Ships
Name Number
r t d d d
Green T-AK Diego
Ridge 9655 Garcia
T-AKR 287 Algol
SL-7 Type Fast Sealift Ships
The Fast Sealift Ships, vehicle cargo ships that are
nearly the length of an aircraft carrier, are the
fastest cargo ships in the world. Fast Sealift Ships
are named after supergiant stars. The ships can
travel at speed of up to 33 knots and are capable
of sailing from the US East Coast to Europe in
just six days, and to the Persian Gulf via the Suez
Canal in 18 days, thus ensuring rapid delivery of
military equipment in a crisis. Combined, all eight
Fast Sealift Ships can carry nearly all the equipment needed to outfit a full Army
mechanized division.
Fast Sealift Ships are roll-on/roll-off and lift-on/lift-off ships equipped with on-board
cranes and self-contained ramps which enable the ships to off-load onto lighterage which
anchored at sea or in ports where shore facilities for unloading equipment are
unavailable. The vessels are specially suited to transport heavy or bulky unit equipment
such as tanks, large wheeled vehicles and helicopters.
All were originally built as container ships for Sea-Land Services, Inc., Port Elizabeth,
NJ, but because of high fuel consuption were not cost-effective as merchant ships. Six
ships of this class were approved for acquisition in FY81 and the remaining two in FY82.
The purchase price included 4,000 containers and 800 container chassis for use in
container ship configuration. All eight were converted to Fast Sealift Ships, with the last
of the eight conversions completed in 1986. With speeds up to 33 knots, they are the
fastest cargo ships ever built. Conversion included the addition of roll-on/roll-off
features. The cargo hold was redesigned into a series of decks connected by ramps so that
vehicles can be driven in and out of storage areas for rapid loading and unloading. Four
cranes were installed, giving the ships the ability to discharge in stream or in ports where
shore based cranes have been damaged. When paired, the aft cranes can lift 100 tons
while the cranes midships can lift 70 tons. The area between the forward and after
superstructures allows for emergency high hover helicopter lifts. Ninety-three percent of
a US Army mechanized division can be lifted using all eight ships. Seven of the class
moved thirteen percent of all the cargo transported between the US and Saudi Arabia
during and after the Persian Gulf War. Six were activated for the Somalian operation in
December 1992 and all have been used in various operations and exercises since then.
The FSS are all based in Atlantic and Gulf of Mexico ports. All the FSSs are kept in
Reduced Operating Status (ROS) and can be activated and ready to sail in 96 hours. A
nucleus crew of eighteen maintains each ship, with twenty five additional crew members
coming aboard for activation. The ships are activated periodically to participate in
exercises and operations. The Fast Sealift Ships are operated by Bay Ship Management,
Inc. under contract with the Military Sealift Command and crewed by US Merchant
Marine personnel.
The Fast Sealift Ships performed particularly well [during DESERT SHIELD and
DESERT STORM] in their part of the overall logistics effort, doing more relative to their
numbers than any other type of sealift asset. FSSs have both RO/RO and limited
container capabilities and are a rapid and versatile transportation means for unit
equipment. They have a larger capacity than breakbulk ships and require less time to load
and unload. However, there are only eight FSS ships, thus availability was limited.
Unfortunately, one FSS, the Antares, failed off the East coast of the United States with a
considerable amount of the 24th Infantry Division (Mechanized) equipment aboard. The
ship was towed to Spain. Some of the cargo was airlifted to Saudi Arabia but most had to
be unloaded and reloaded aboard another FSS returning from her initial voyage. This
cargo arrived about three weeks later than planned. (Before the war, the Antares had been
scheduled for major overhaul, but this was delayed. Thus a degree of risk was accepted in
the decision to use Antares to speed the deployment.)
The FSS size and speed allowed the remaining seven ships to deliver more than 13
percent of the total cargo of the unit equipment. FSS carried the 90,000 short tons of
equipment for the 24th Infantry Division (Mechanized) at average speeds of 27 knots.
Although normally on 96-hour standby, the first FSS was ready to deploy in 48 hours.
The typical FSS load included more than 700 Army vehicles such as M-1 tanks, M-2
fighting vehicles, and fuel trucks. By comparison, 116 World War II Liberty Ships would
have been required to move the same tonnage in the same period.
Specifications
Builders: T-AKR 287, 289, 293; Rotterdamsche D.D.Mij N.V.,
Rotterdam, Netherlands
T-AKR 288, 291; Rheinstahl Nordseewerke, Emden,
West Germany
T-AKR 290, 292; A.G. Weser, Bremen, West Germany
Conversions: T-AKR 287, 288, 292; National Steel and Shipbuilding,
San Diego CA
T-AKR 289, 293; Pennsylvania Shipbuilding, Chester
PA
T-AKR 290, 291; Avondale Shipyards, New Orleans
LA
Power Plant: 2 - Foster-Wheeler boilers, 875 psi (61.6kg/cm2 ); 9500 F
(5100 C);
2 - GE MST-19 steam turbines; 120,000 hp (89.5 MW);
2 - shafts(60,000/shaft)
Length: 946.2 feet (288.4 meters) Overall Length
Beam: Waterline Beam: 106 feet (32.3 meters)
Displacement: Light Displacement: 29,692 tons
fully loaded 55,350 long tons
Full Displacement: 61,987 tons
Speed: 33 knots
Crew: 42 (fully operational);
24 (USCG minimum);
18 (reduced operating status)
Ships
Ordere Commissione Decommissione
Name Number Builder Homeport
d d d
T-AKR NASSC New
Algol Jun 1984
287 O Orleans
T-AKR NASSC New
Bellatrix Sep 1984
288 O Orleans
Denebol T-AKR Bayonne
Penn SB Oct 1985
a 289 NJ
T-AKR Avondal New
Pollux Mar 1986
290 e Orleans
T-AKR Avondal
Altair Norfolk Jul 1984
291 e
T-AKR NASSC New
Regulus Aug 1985
292 O Orleans
T-AKR
Capella Penn SB Baltimore Jun 1984
293
T-AKR
Antares Baltimore Nov 1985
294
T-AKR 295 Shughart
Large, Medium-speed, roll-on/roll-off ships [LMSR]
Military Sealift Command's newest class of ships — Large, Medium-speed, Roll-on/Roll-
off Ships, or LMSR — will significantly expand the nation's sealift capability in the
1990s and beyond. Nineteen LMSRs will have been converted or built at U.S. shipyards
by the year 2001. The LMSRs will provide
afloat prepositioning of an Army heavy
brigade’s equipment and a corps’ combat
support, as well as surge capability for lift of
a heavy division’s equipment from the
United States.
The need for additional military sealift ships

was identified in a Congressionally-
mandated study by the Joint Chiefs of Staff
in the early 1990s. The Mobility
Requirements Study focused on Department of Defense transportation during the Persian
Gulf War. It highlighted the urgent need for greater sealift capacity to transport military
equipment and supplies during wartime and other national contingencies. In response to
the sealift shortfall, an ambitious Strategic Sealift Acquisition Program was introduced.
Plans called for adding 19 LMSRs which will provide five million square feet of capacity
early in the next century.
The LMSR program currently has 19 ships, 5 of which are conversions of existing
commercial container vessels, and 14 of which
will be newly constructed ships. All 19 ships use
common cargo handling systems, procured by the
Navy. LMSRs are being built by three
contractors. A performance type procurement
description was used, therefore specific ship
configurations differ as the respective builders
interpret the mission requirements.
During the initial Design Phase, the bidding
shipyards conducted conceptual design studies in response to Navy-developed
performance requirements and commercial standards. These concepts, along with
additional design work by the Navy, were used to refine the performance requirements
for use in the next phase of the program. In the Engineering Design Phase, five U.S.
shipyards selected existing ships as conversion candidates and developed detailed
proposals for their conversion into Large, Medium Speed RO/RO's (LMSR's) which met
the refined requirements. At the end of this phase, two shipyards were authorized to
proceed with the Detail Design and Conversion of five existing ships. On 30 July 1993,
National Steel and Shipbuilding Company (NASSCO) was authorized to proceed with
the Detail Design and Conversion of three existing containerships. The NASSCO project
converts three commercial "L" Class containerships to militarily useful RO/RO's for
prepositioning and transport of tanks, trucks, and other military equipment. Two more
ships were converted at Newport News Shipbuilding and Dry Dock Company, Newport
News, Virginia. These five roll-on/roll-off vessels are operated by Bay Ship
Management, Inc. under US Navy Military Sealift Command charter, and are manned by
US Merchant Marine personnel.
LMSRs can carry an entire U.S. Army Task Force, including 58 tanks, 48 other track
vehicles, plus more than 900 trucks and other wheeled vehicles. The ship carries vehicles
and equipment to support humanitarian missions, as well as combat missions. The new
construction vessels have a cargo carrying capacity of more than 380,000 square feet,
equivalent to almost eight football fields. In addition, LMSRs have a slewing stern ramp
and a removable ramp which services two side ports making it easy to drive vehicles on
and off the ship. Interior ramps between decks ease traffic flow once cargo is loaded
aboard ship. Two 110-ton single pedestal twin cranes make it possible to load and unload
cargo where shoreside infrastructure is limited or nonexistent. A commercial helicopter
deck was added for emergency, daytime landing.
The LMSR ships are Large (950 feet long, 106 feet wide, 55,000 long ton displacement),
Medium Speed (24 knots), Roll-on/Roll-off (RO/RO) vessels. The sealift ships will be
capable of self-sustained RO/RO and Lift on/Lift off (LO/LO) operations at a pier and in
a Logistics-Over-the Shore (LOTS) scenario through stern and side port ramps to a
RO/RO Discharge Facility (RRDF). In addition, the LMSR will be capable of self-
sustained LO/LO cargo operations in a LOTS scenario by interfacing with lighterage.
The LMSR ships are not armed, and do not have a combat system. They do have C3I
suite sufficient to perform their intended mission in conjunction with other Naval vessels.
Although their official homeport is Norfolk, VA, the ships of Afloat Prepositioning Ships
Squadron Four are always forward-deployed to the Persian Gulf and have no tie
whatsoever to Virginia. The normal operational schedule for the ships is to be at anchor
off Bahrain 75 percent of the time with some underway time in the Persian Gulf.
One of two MSC LMSRs working Balkan operations, USNS Soderman, arrived 03 July
1999 to off-load in Greece to support the movement of 7,000 troops to Kosovo as part of
Operation Joint Guardian. Following Joint Guardian operations, Soderman returned to the
US and was held in reserve, ready to sealift combat equipment if called.
In May 2000 National Steel and Shipbuilding Company (NASSCO), a General Dynamics
company, received a contract valued at up to $22 million to complete the second phase of
a program to convert a U.S. Navy Strategic Sealift Program ship to meet the enhanced
readiness capabilities of the US Marine Corps' Maritime Prepositioning Force. The ship
to be converted, the USNS Soderman (T-AKR 299), arrived at NASSCO on Monday,
May 8, and work was to be completed by 01 March 2001. The conversion includes
adding living quarters for 50 Marines, changing the stern ramp to an in-water ramp, and
upgrading the helicopter landing platform to an all-weather flight deck, among other
changes. A $230-million contract for construction of a new LMSR, T-AKR 317, to
replace the Soderman in the Navy's combat prepositioning fleet was awarded to
NASSCO in February 2000.
Specifications
Builder Built in Denmark in 1981 and lengthened by Hyundai
in 1987.
Conversion National Steel and Shipbuilding Co.
Power Plant 1 Burmeister & Wain 12L90 GFCA diesel; 46,653
hp(m) (34.29 MW); 1 shaft; bow and stern thrusters
Length 906.75 (269.8 meters)
Beam 105.5 feet (32.2 meters)
Measurement 55,298 tons (56,177.24 long tons)
Cargo capacity Enclosed fixed decks 228,331
Enclosed hoistable decks 32,448
Weather decks 51,682
GRAND TOTAL 312,461
Speed 24 knots (27.6 mph)
Endurance 12,200 nautical miles at 24 knots
Helicopter Facility Day and Emergency only;
CH-47D and CH-53E capable
Crew 26 civilian crew (up to 45); up to 50 active duty
Ships
Homepo Ordere Commission Decommission
Name Number Builder
rt d ed ed
Shughart
TAKR NASSC
(ex-Laura Manama 08 Feb 1997
295 O
Maersk)
Yano
TAKR NASSC
(ex-Leise Manama 08 Feb 1997
297 O
Maersk)
Soderman
TAKR NASSC
(ex-Lica Manama 11 Nov 1997
299 O
Maersk)
T-AKR 296 Gordon
Large, Medium-speed, roll-on/roll-off
ships [LMSR]
off Ships, or LMSR — will significantly expand the nation's sealift capability in the
1990s and beyond. Nineteen LMSRs will have been converted or built at U.S. shipyards
by the year 2001. The LMSRs will provide afloat prepositioning of an Army heavy
brigade’s equipment and a corps’ combat support, as well as surge capability for lift of a
heavy division’s equipment from the United States.
The need for additional military sealift ships was identified in a Congressionally-
mandated study by the Joint Chiefs of Staff in the early 1990s. The Mobility
The LMSR program currently has 19 ships, 5 of which will be conversions of existing
commercial container vessels, and 14 of which will be newly constructed ships. All 19
ships use common cargo handling systems, procured by the Navy. LMSRs are being built
by three contractors. A performance type procurement description was used, therefore
specific ship configurations differ as the respective builders interpret the mission
requirements.
During the initial Design Phase, the bidding shipyards conducted conceptual design
studies in response to Navy-developed performance requirements and commercial
standards. These concepts, along with additional design work by the Navy, were used to
refine the performance requirements for use in the next phase of the program. In the
Engineering Design Phase, five U.S. shipyards selected existing ships as conversion
candidates and developed detailed proposals for their conversion into Large, Medium
Speed RO/RO's (LMSR's) which met the refined requirements. At the end of this phase,
two shipyards were authorized to proceed with the Detail Design and Conversion of five
existing ships. Two ships were converted at Newport News Shipbuilding and Dry Dock
Company, Newport News, Virginia. Three more ships were converted by National Steel
and Shipbuilding Company (NASSCO). These five roll-on/roll-off vessels are operated
by Bay Ship Management, Inc. under US Navy Military Sealift Command charter, and
are manned by US Merchant Marine personnel.
Although their official homeport is Norfolk, VA, the ships of Afloat Prepositioning Ships
Squadron Four are always forward-deployed to the Persian Gulf and have no tie
whatsoever to Virginia. The normal operational schedule for the ships is to be at anchor
off Bahrain 75 percent of the time with some underway time in the Persian Gulf.
Specifications
Builder Built in Denmark in 1972 and lengthened by Hyundai
in 1984.
Conversion Newport News Shipbuilding
Power Plant 1 Burmeister & Wain 12K84EF diesel;
26,000 hp(m) (19.11 MW);
2 Burmeister & Wain 9K84EF diesels,
39,000 hp(m) (28.66 MW);
3 shafts (center cp prop) bow thruster
Length 956 (289.4 meters)
Beam 105.9 feet (32.2 meters)
Measurement 55,422 tons (56,303.21 long tons)
Cargo capacity 284,064 sq. ft. plus 49,991 sq. ft. deck cargo
Speed: 24 knots (27.6 mph)
Crew: 26 civilian crew (up to 45); up to 50 active duty
Ships
Homepo Ordere Commission Decommission
Name Number Builder
rt d ed ed
Gordon TAKR Newport
(ex- Manama 23 Aug 1996
296 News
Jutlandia)
Gilliland TAKR Newport
(ex- Manama 23 May 1997
298 News
Selandia)
T-AKR USNS Bob Hope
Large, Medium-speed, roll-on/roll-off ships [LMSR]
off Ships, or LMSR — will significantly
expand the nation's sealift capability in the
1990s and beyond. Nineteen LMSRs will
have been converted or built at U.S.
shipyards by the year 2001. The LMSRs
will provide afloat prepositioning of an
Army heavy brigade’s equipment and a
corps’ combat support, as well as surge
capability for lift of a heavy division’s
equipment from the United States.
The need for additional military sealift

ships was identified in a Congressionally-
mandated study by the Joint Chiefs of Staff in the early 1990s. The Mobility
The LMSR program currently has 19 ships, 5 of which will be conversions of existing
commercial container vessels to replace the existing fleet of seven RO/ROs , and 14 of
which will be newly constructed ships. In FY 98, three newly constructed LMSRs joined
the fleet, followed by four more in FY 99-02. At that time, the five converted LMSRs
will be removed from service. All 19 ships use common cargo handling systems,
procured by the Navy. LMSRs are being built by three contractors. A performance type
procurement description was used, therefore specific ship configurations differ as the
respective builders interpret the mission requirements.
Christening ceremonies for the Navy's new Military Sealift Command (MSC) ship took
place 15 March 1997 at Avondale Shipyards in New Orleans. The ship was named Bob
Hope (T-AKR 300) in honor of the veteran entertainer's decades of devoted service to US
military men and women around the world. Bob Hope is the first of 14 large, medium-
speed, roll-on, roll-off ships constructed from the keel up for the Military Sealift
Command. Bob Hope joined MSC's Afloat Pre-positioning Force in 1998.
USNS Bob Hope is the lead ship in the new Bob Hope class of sealift ships being built by
Avondale Industries. The contract for the lead ship was awarded in September 1993 and
called for one ship at a cost of $265 million and included options for up to five additional
ships at a total cost of $1.3 billion. On 27 May 1997 Avondale Industries announced that
it was awarded a new option for the construction of the seventh ship in the Bob Hope
class. The option has a value of $228.2 million upon its exercise which is anticipated in
1999. After consideration of certain additional components and cost escalations, the
option when exercised is expected to total more than $250 million. Avondale's peak
production on the Sealift vessels is anticipated to involve the direct employment by the
company of approximately 3,000 individuals.
In addition to the Bob Hope class ships, contracts for other sealift ships have been
awarded in 1993 including a $1.3 billion contract to the National Steel and Shipbuilding
Company (NASSCO) for one new construction ship plus an option for up to five
additional ships, a $426 million contract to Newport News Shipyard for two converted
ships and a $635 million contract to NASSCO for three converted ships. On 28 May 1997
National Steel and Shipbuilding Company (NASSCO) received a $227 million Navy
contract to build a sixth strategic Sealift ship. And on 14 November 1997 NASSCO
announced that the company had been awarded a $195 million contract for the
construction of the seventh Strategic Sealift Ship.
Initially it appeared that a total of 14 ships of this class would be constructed, equally
divided between NASSCO and Avondale. However, the class will now apparently consist
of at least 15 ships, with the addition of TAKR 317, to be delivered in October 2002. The
Soderman was originally converted by NASSCO from a commercial containership to a
large, medium-speed, roll-on/roll-off (LMSR) vessel and delivered to the Navy in
November 1997. Funding for construction of a new LMSR to replace the Soderman in
the Navy's combat prepositioning squadron of LMSRs was included in the FY-2001
Defense Appropriations bill approved by Congress in October 1999.
The US Navy's Military Sealift Command ship USNS Bob Hope completed its Balkan
operation in early July 1999, moving heavy combat equipment and supplies to U.S.
peacekeeping forces in Kosovo. Following Joint Guardian operations, Bob Hope was
loaded with Army combat equipment and prepositioned off Diego Garcia in the Indian
Ocean.
Specifications
General Bob Hope Class Watson Class
Characteristics
Builder National Steel and
Avondale Industries Shipbuilding
Power Plant 2 GE Marine LM gas turbines;
4 Colt Pielstick 10 PC4.2 V diesels;
64,000 hp (7.7 MW);
65,160 hp(m) (47.89 MW)
2 shafts, cp props
Length 951.4 feet (290 meters)
Displacement 62,069 tons full load 62,968 tons full load
(63,055.9 long tons) (63,969.2 long tons)
Cargo capacity 380,000 sq. ft. 393,000 sq. ft.
Crew 26 civilian crew (up to 45);
up to 50 active duty
Ships
Homepor Ordere Commissione Decommissione
Name Number Builder
t d d d
TAKR Avondal
Bob Hope Bahrain 1993 27 Oct 1998
300 e
TAKR Avondal
Fisher 1994 17 May 1999
301 e
TAKR Avondal
Seay 1994 29 Oct 1999
302 e
Mendonc TAKR Avondal
1995 28 Feb 2001
a 303 e
TAKR Avondal
Pililaau 1996 31 Aug 2001
304 e
TAKR Avondal
Brittin 1997 28 Feb 2002
305 e
Benavide TAKR Avondal 1999 30 Sep 2002
z 306 e
TAKR NASSC
Watson Bahrain 1993 30 Jun 1998
310 O
TAKR NASSC
Sisler Bahrain 1994 02 Oct 1998
311 O
TAKR NASSC
Dahl Bahrain 1994 13 Jul 1999
312 O
Red TAKR NASSC
1996 19 Jan 2000
Cloud 313 O
TAKR NASSC
Charlton 1996 25 May 2000
314 O
TAKR NASSC
Watkins 1997 27 Apr 2001
315 O
TAKR NASSC
Pomeroy 1997 28 Sep 2001
316 O
TAKR NASSC
2000 25 Oct 2002
317 O
T-AKR Cape RO/RO
MV Cape D Ships
Two ships of the Cape D RO/RO class served with the Army Preposition Afloat [APA]
program. They are the MV Cape Decision and MV Cape Douglas. These ships can carry
up to 554 standard (8'x8'x20') ISO containers, but have no shipboard cranes; they require
either pier cranes or an auxiliary crane ship to unload them. They have a fixed 65-ton-
capacity vehicle ramp on the starboard/stern quarter. The ramp allows RO/RO operations
to the starboard side or aft only. These ships are capable of carrying 170,000 square feet
of cargo.
MV Cape H Ships
Three Cape H RO/RO-class ships served with the Army Preposition Afloat [APA]
program: the MV Cape Henry, MV Cape Horn, and MV Cape Hudson. They can carry up
to 6,766 standard ISO containers spread over four holds and have a 39-ton crane to
unload the containers. They have a fixed 63.9-ton capacity vehicle ramp on the
starboard/stern quarter. The ramp allows RO/RO operations to the starboard side or aft
only. These ships have an overall capability of carrying 180,000 square feet of cargo.
MV Cape W Ships
Two Cape W RO/RO-class ships served with the Army Preposition Afloat [APA]
program are the Cape Washington and Cape Wrath. These ships have a container
capacity of 1,203 and one twin-boom shipboard crane with a capacity of 5 tons for self-
unloading of vehicles. They also have a fixed vehicle ramp on the starboard/stern quarter
and a vehicle ramp on the starboard side, amidships. The side ramp allows RO/RO
operations to starboard, and the stern ramp allows RO/RO operations to the starboard side
or aft only. Overall, these ships can carry 190,000 square feet of cargo.
T-AKR 9025 Strong Virginian
Strong Virginian is a lift-on/lift-off, multipurpose vessel that requires no shore-side
assistance for cargo operations because of its 600-ton capacity cargo boom that allows it
to lift extraordinarily heavy cargos. The ship will carry small vessels such as utility
landing craft and mechanized landing craft to be used at ports during contingencies. In
March 1997 Van Ommeren Shipping (USA), Inc. of Stamford, Conn., received a contract
with an estimated value of $23.6 million for the charter of the MV Strong Virginian. The
24-month contract has two options--one for 24 months and a second option for 11
months.
Specifications
Builder
Power Plant
Length 512 feet
Beam 105 feet
Capacity
Speed knots ( mph)
Crew
Aircraft none
Ships
Builde Ordere Commission Decommission
Name Number Homeport
r d ed ed
Strong T-AKR Diego
Virginian 9025 Garcia
T-AOT 181 Potomac
T-AOT 181 Potomac is an offshore petroleum discharge system, or OPDS, tanker.
Potomac can support any logistics over the shore operation with 173,000 barrels of JP-5
fuel delivered through its integral OPDS system. Potomac was the first OPDS tanker
delivered, and as such, has the prototype OPDS system equipment installed. The tanker is
620 feet long, 84 feet wide and has a deadweight tonnage of 27,467 long tons. Potomac
was prepositioned in Diego Garcia. SS Potomac was built in 1957 by Sun Shipbuilding
and assigned to the Afloat Prepositioning Force in 1991. The ship is operated by Bay
Ship Management and owned by MARAD. The RRF vessel SS Chesapeake activated and
replaced SS Potomac in 2000.
Specifications
Power Plant steam turbine
1 propellers:
Draft Limit: 35 ft
Capacity
Speed 15 knots
Crew
Aircraft
Ships
Name Number
r t d d d
Potoma T-AOT Sun SB Diego 01 Jan 01 Dec 1964
c 181 Garcia 1957
T-AOT 5074 American Osprey
The American Osprey [currently designated T-AOT 5074, though apparently initially
designated T-AOT 5075] is an off-shore petroleum discharge tanker and has a 235,000-
barrel capacity. The tanker primarily serves the U.S. Marine Corps, although the ship can
support the Army or Air Force as needed. American Osprey is 661 feet long, 90 feet wide
and has a deadweight capacity of 34,723 long tons. Petersburg [T-AOT 5075] is
prepositioned in the Guam/Saipan area.
Specifications
T-AOT 5074 T-AOT 5075
Builder
Power Plant
Length 661 feet 736 feet
Beam 89 feet, 11 inches 102 feet
Draft 36 feet, 1 inch 36 feet, 1 inch
Displacement 34,723 long tons 48,993 long tons
Capacity
Speed 14.8 knots 14.5 knots
Crew
Aircraft
Ships
Name Number
r rt d ed ed
American T-AOT Beaumon
Osprey 5074 t, TX
T-AOT
Petersburg Guam
5075
T-AVB 3 Wright
Historically, the most difficult problem facing Marine aviation logistics planners was
finding a rapid dedicated means of providing intermediate (I-Level) maintenance
capability for forward-deployed aircraft. The mission of the T-AVB it to provide rapid
and dedicated sealift for employment of a tailored aviation Intermediate Maintenance
Activity (IMA) to support deployment of US Marine Corps fixed and rotary wing
aircraft. The majority of the IMA equipment and supplies required to sustain forward
deployed Fixed Wing (FW) and Rotary Wing (RW) Aircraft will be delivered via the T-
AVB. Without the T-AVB, it would require approximately 140 C-141 lifts to deploy an
equivalent I-level capability, to a crisis area.
In response to the urgent need to improve responsiveness and reduce airlift requirements
during the critical initial stages of major force deployments, in the mid 1980s the United
States Navy procured two (2) Roll-on/Roll-off Cargo Container ships (T-AVBs) to
transport intermediate level aviation for support within a contingency area -- the USNS
Wright and the USNS Curtiss. In addition, at about the same time, the Marine Corps
introduced the Marine Aviation Logistics Support Program (MALSP) to ensure quick
response times for crisis situations. MALSP ensured tailored support for a task organized
Aviation Combat Element (ACE).
The T-AVB is a C5-s-78a Seabridge class, commercial, combination Container, Roll

On/Roll Off (RO/RO) and Lift On/Lift Off (LO/LO) cargo ship adapted by Military
Sealift Command (MSC) for use by the Marine Corps. Both T-AVB ships were acquired
as a result of a Marine Corps "Feasibility Study of the Aviation Logistics Support Ship"
dated 25 NOV 83. The ships have been modified for use by USMC I-Level aviation
maintenance and supply organizations.
The USNS Wright is presently berthed at Baltimore, MD, and the USNS Curtiss is
berthed at Port Hueneme, CA. The Curtis supports the 2nd Marine Aircraft Wing, MCAS
Cherry Point NC, while the Wright supports the 3rd Marine Aircraft Wing MCAS EL
Toro CA. The ships are maintained in a five day Reduced Operating Status (ROS-5) by
the Maritime Administration (MARAD). The ROS-5 status allows for a transition to full
operating status within 120 hours. A civilian commercial US Merchant Marine crew is
stationed aboard each ship to monitor equipment conditions and conduct vessel
maintenance and repair. When activated, the ships are operated by the Military Sealift
Command with civilian manning. During Operation Desert Shield the 3d Marine Aircraft
Wing from southern California deployed to the Persian Gulf along with these two
specialized aviation logistics support ships.
In the late 1980's the Marine Corps introduced the Marine Aviation Logistics Support
Program (MALSP). MALSP incorporates a flexible "building-block concept," known as
Contingency Support Packages (CSPs), that follows a pre-arranged
deployment/employment scenario for assembling the right mix of Marines, support
equipment, mobile facilities, and spare parts within a Marine Aviation Logistics
Squadron (MALS) to support deployed aircraft. The key word is "flexible." Contingency
support packages can be rapidly configured to support the contingency aircraft mix and
marshaled for movement. CSPs are comprised of common and peculiar IMA and Supply
support for the various deploying aircraft. Fly In Support Packages (FISPs)(30 days of
support) are flown into the operational theater as part of the Fly-In Echelon (FIE). The
balance/majority of the Marine Air/Ground Task Force (MAGTF) commander's tailored
aviation logistics support arrives in theater aboard the T-AVB.
These converted ships provide the capability to carry the vans and equipment of a Marine
Corps aviation intermediate maintenance activity and transport them to the desired
theatre of operation. They have both a roll-on/roll-off and self-sustaining containership
configuration which will permit them to offload both alongside and offshore. After the
aviation equipment is offloaded, the ships have the capability to carry breakbulk,
container and roll-on/roll-off cargo. Three basic modes of operation exist for the T-AVB;
Operational Mode,Transport Mode and Combination Mode.
 Operational Mode: Using the T-AVB in operational mode, mobile facilities and
personnel of the aircraft intermediate maintenance and supply departments are
embarked aboard the T-AVB to provide selected, sea based, expeditionary
aviation logistic support to a MAGTF ACE commander. In this mode, up to 300
mobile facilities and 52 access modules can be loaded on the T-AVB; 186 of
which may be fully powered and operational. Operational mode is the primary
mode of operation for the T-AVB.
 Transport Mode: Using the T-AVB in transport mode, mobile facilities and
personnel of the aircraft intermediate maintenance and supply departments are
embarked aboard the T-AVB to provide maximum, land based expeditionary
aviation logistic support to the MAGTF ACE commander, when off loaded
ashore. In this mode, up to 684 mobile facilities can be loaded aboard the T-AVB.
However, few of these mobile facilities may be powered and operational until off
loaded and complexed ashore.
 Combination Mode: Using the T-AVB in combination mode, mobile facilities
and personnel of the aircraft intermediate maintenance and supply departments
are embarked aboard the T-AVB to provide selected seabased and maximum land
based, expeditionary aviation logistic support to the MAGTF ACE commander,
simultaneously. In this mode, the number of mobile facilities that can be loaded
on the T-AVB and the number that can be powered and operational will depend
on the desired support concept required by the MAGTF ACE commander.
Berthing aboard the T-AVB is provided for: 41 crew members, 300 embarked troops,
with an additional 25 berthing spaces for officers and SNCOs. Material Handling
Equipment (MHE) aboard the ship includes: (11) ship booms (ten 30 ton and one 70 ton),
(1) diesel powered front-loading forklift (15,500 lb. max. capacity) for MFs, (1) diesel
powered side-loading forklift (16,500 lb. max. capacity) for MFs, (3) 6000lb electric
forklifts for moving loose gear/pallets
A Helicopter Platform is located on the upper level over Main deck Hatches number 1
and 2 between Frames 35 and 61. The platform is capable of accommodating up to and
including a CH-53E helicopter in landing, takeoff and for emergency parking in storm
conditions. The purpose of the Helo deck is to handle the transfer of personnel and cargo.
Specifications
Displacement, Full 23,800 LT
Load
Length Overall 602 Ft.
Waterline 560 ft
Beam 90 Ft.
Draft (Scantling) 34 Ft.
Draft Full Load
29.8 Ft.
(Mean)
Shaft Horsepower
30,000 HP
(ABS)
Accommodations Ship Crew 41
Embarked Troops 300
Officer/SNCO 25
Total Accommodations 366
Fuel Capacity 3,200 LT Bunker C
Speed at 80% power 18 Knots
Light Ship Weight 14,000 LT
Containers Twenty Foot Equivalent Units (TEUs)
608 Maximum capacity in transport mode using
8'x8'x20' containers.
In the IMA mode, 300 MFs and 52 Access Modules are
carried.
Ships
Wright T-AVB 3 Ingalls Baltimore 01 May 1986
Curtiss T-AVB 4 Ingalls Hueneme 18 Aug 1987
High Speed Sealift
The need for high speed, heavy payload capable, long distance transportation has led to
the investigation of alternate ship designs capable of performing highspeed sealift.
Several options are being explored including hydrofoils, multi-hulls, air cushion vehicles,
and semi-planing hulls. A proposed commercial example of the latter variety is thought to
be capable of 40+ knots with a payload of over 8000 long tons.
National Defense Reserve Fleet (NDRF)
The Merchant Ship Sales Act of 1946 created a Government owned and administered
National Defense Reserve Fleet (NDRF) of inactive but potentially militarily useful
merchant ships. National Defense Reserve Fleet ships serve as an inactive reserve of
vessels which can be activate to help meet U. S. shipping requirements during a national
emergency. . NDRF sites were originally located at Stoney Point, N.Y.; Fort Eustis,
(James River) Va.; Wilmington, N.C.; Mobile, Ala.; Beaumont, (Neches River) Texas;
Benicia, (Suisun Bay) Calif.; Astoria, Ore.; and Olympia, Wash. At its peak, 2,277 ships
were in lay-up. Currently, MARAD maintains inactive merchant ships and naval
auxiliaries in three reserve fleet sites: 98 were located at Ft. Eustis, VA; 49 at Beaumont,
TX and 84 at Suisun Bay, CA. The remaining vessels are either under contract in major
U.S. port cities, or they are at-sea on DOD missions.
A Ready Reserve Fleet component was established in 1976 as a subset of the NDRF to
provide rapid deployment of military equipment, and became known as the Ready
Reserve Force (RRF) in 1984. As of September 30, 1996, 152 of the 303 vessels in the
NDRF sites were being maintained for emergency activations, historic display or spar
parts; 67 were pending disposal, and 84 were owned by other Government agencies or by
the Title XI program. They are maintained on a cost-reimbursable basis in various
degrees of preservation. They are not in the NDRF program and are held for other
Government agencies or MARAD's Title XI program. Seventy-six of these vessels are
expected to be assigned to the NDRF or scrapped.
NDRF vessels have supported emergency shipping requirements in seven wars and
crises. During the Korean War, 540 vessels were broken out to support military forces. A
worldwide tonnage shortfall in 1951-1953 required over 600 ships to be reactivated to lift
coal to Northern Europe and grain to India. From 1955 through 1964, another 600 ships
were used to store grain for the Department of Agriculture. Another tonnage shortfall
following the Suez Canal closing in 1956 saw 223 cargo ships and 29 tankers activated
from the NDRF. During the Berlin crisis of 1961, 18 vessels were activated and remained
in service until 1970. While in the Vietnam conflict, 172 vessels were activated to meet
military requirements rather than requisition commercial vessels away from trade.
Merchant ships added to the NDRF are acquired by MARAD through the provisions of
section 510(I) of the Merchant Marine Act of 1936. Many of these newer vessels are held
for potential upgrade to the RRF, while older vessels, including the remaining World War
II built Victory-ships, are being systematically scrapped.
Some vessels have been stored in the inactive fleet up to fifty years. As of 1998 MARAD
had 70 obsolete NDRF vessels. The yearly cost to maintain the NDRF ships in lay-up
average about $19,000 each. Over a dozen of the oldest ships are in such poor condition
that they will soon require dry-docking for repairs to prevent the ships sinking in place.
Estimates for the cost of repairing the worst ships run as high as $800,000 per ship. Even
proceeding under a "scrap the worst first" formula, some vessels will require repair if not
scrapped in a reasonable period of time. The US Maritime Administration estimates it
will have to scrap an average of 18 ships per year to avoid dry-docking costs.
As National Defense Reserve Fleet vessels become obsolete, the US Maritime
Administration sells them in accordance with the Merchant Marine Act of 1936 (as
amended). Prior to 1994, proceeds from the sale of National Defense Reserve Fleet
vessels were required to be deposited in the Vessel Operations Revolving Fund and used
to maintain and purchase newer vessels for the Ready Reserve Fleet. In October 1991, a
US General Accounting Office report, entitled "Strategic Sealift, Part of the National
Defense Reserve Fleet Is No Longer Needed," recommended that the US Maritime
Administration accelerate its scrapping of older National Defense Reserve Fleet ships.
Consistent with the General Accounting Office report, Congress directed the US
Maritime Administration through the National Maritime Heritage Act of 1994, to scrap
all unassigned obsolete vessels in the National Defense Reserve Fleet by September 30,
1999 (since changed to 2001), in a manner that maximizes the return to the United States.
The US Maritime Administration does not interpret the requirement to maximize benefits
to the US through these sales as a mandate to consider only price when accepting bids for
its vessels.
For the past 15 to 20 years, the highest bids for US ships have been for scrapping in
foreign countries. The US Maritime Administration historically has sold most of its ships
for export at an average price of over $100 per ton. In mid 1997, seven ship scrapping
entities reportedly existed in the United States — six private and one public (Puget Sound
Naval Shipyard, which recycles naval nuclear-powered vessels). It is more difficult for
companies to scrap ships profitably in the domestic market as a result of more protective
environmental, safety, health and labor laws in the United States. India, Pakistan and
Bangladesh dominate the world ship scrapping market, while Vietnam, the Philippines
and Thailand are rapidly developing scrapping industries.
Ready Reserve Force (RRF)
The Department of Transportation's Maritime Administration (MARAD) maintains cargo
ships in the Ready Reserve Force (RRF) to provide prompt sealift support in the event
they are needed for the rapid deployment of military forces. The RRF was created on 14
February 1977 specifically to enhance the readiness of sealift to respond rapidly in any
contingency. The RRF (a quick response subset of the NDRF) is a select group of ships
within the NDRF, which are relatively modern, highly militarily useful ships, rigorously
maintained to meet Coast Guard and American Bureau of Shipping standards.
Ships for the RRF are acquired by upgrading selected ships from the NDRF, transferring
merchant-type ships from the Navy, or direct purchases from U.S. or foreign owners. All
RRF vessels must have both a high degree of military utility and a significant remaining
useful life. MarAd contracts with established ship managers for maintenance and repair,
activation, manning and operation Readiness of the RRF is tested by no-notice
activations of randomly selected ships or scheduled activations for military cargo
operations and exercises. RRF ships are also used as platforms for cargo handling
training by Navy and Army reserve units. Some RRF vessels also receive modifications
and improvements to make them more militarily useful.
The RRF includes RO/RO cargo ships, breakbulk ships, barge carriers, Auxiliary Crane
Ships (ACSs), tankers, and two troop ships for surge sealift requirement which are
capable of handling bulky, oversized military equipment. There is a shortage of RO/RO
ships on the commercial market making RRF ships especially valuable. Thirty-one of the
required 36 RO/ROs needed in the RRF, based on the Mobility Requirements Study
(MRS) and MRS Bottom Up Review Update (BURU), have been acquired. To attain the
program total of 36 RO/ROs, five more ships need to be purchased and upgraded. These
five ships represent 550,000 square feet of capacity — a heavy brigade's worth of lift.
The RRF is expected to increase to a total of 100 ships with the addition of five more
roll-on/roll-off vessels and one auxiliary crane ship by 2000.
Some ships in the RRF are strategically located at outport locations to avoid congestion,
be closer to actual military cargo loading ports, and to provide quick response to military
force requirements, while other RRF ships are at other sites in CONUS and overseas. The
Outporting Program provides contracted lay berths for RRF ships near the expected
loading ports for defense cargoes. At year's end, 53 RRF vessels were assigned to outport
locations, 20 on the East Coast, 10 on the Gulf Coast, and 20 on the West Coast. Three
small, shallow-draft tankers are outported in Japan. MARAD berths 11 ships in its Ready
Reserve Fleet at the former Alameda Naval Air Station navy base.
The Ready Reserve Force is managed by MARAD, but starting with fiscal year 1996, the
RRF is funded from the Navy-controlled National Defense Sealift Fund, not through the
Department of Transportation's budget as in the past. On average, it costs between $2
million and $3 million per ship per year to maintain the RRF ships in 4- to 20-day
readiness status. The FY 1998 level for the RRF is $302 million. MARAD will maintain
the current readiness level of the RRF with the $260 million requested by DOD for FY
1999 activities through planned capacity reductions.
They are crewed by Maritime Administration (MARAD) personnel in an increased state

of readiness that would permit their activation within four, five, ten and twenty days to
meet surge military sealift requirements in the event of war. The highest priority vessels,
which are all Roll-on/Roll-off (RO/RO) ships, are maintained in a status which permits
reliable activation within 4 or 5 days at their berth sites, allowing expedited loading of
critical surge DOD equipment. These vessels have Reduced Operating Status (ROS)
crews of merchant mariners aboard carrying out a planned maintenance program. The
ROS crews become a part of the operating crew that serves on the activated vessels. The
outport and ROS crew provisions greatly enhance the probability of successful activation
as has been demonstrated in all recent vessel call-ups. RRF vessels have consistently
exceeded activation requirements. When activated, RRF ships come under the operational
control of the Military Sealift Command, and are crewed by civilian American seafarers
whose normal jobs are aboard the tankers, grain carriers, containerships and other US-
flag merchant ships serving the nation's domestic and foreign commerce. More than
3,100 merchant mariners would be required to crew all 98 ships.
MARAD carries on a program of planned periodic activation of RRF vessels. High

priority vessels perform an annual sea trial (4 and 5 day readiness status vessels). Lesser
priority vessels perform sea trials in alternate years consistent with their particular
readiness status. This program was established to further enhance the probability of
successful activation by providing a real time insight into the material condition of the
vessels. This enables MARAD to make timely maintenance decisions and repairs and
better allocate resources.
Activations
The first large-scale activation of RRF ships came in support of operations in the Persian
Gulf in 1990 and 1991. On short notice, 3,000 civilians seafarers volunteered to crew the
79 RRF ships activated. In all, U.S.-flag ships with civilian American crews carried about
80 percent of the supplies needed by American and Allied forces in that conflict. In
addition to RRF ships, this included U.S.-flag ships in commercial service and
commercial ships under charter to the military, as well as cargo ships dedicated to
military service.
In 1992, several RRF ships operated in support of humanitarian efforts in Somalia.
In 1994, 14 RRF ships were activated to support America's armed forces in Haiti. More
than 400 civilian American seafarers were required to crew them. All were activated
ahead of schedule, with an average activation time of 3.1 days.
In support of the deployment of NATO's Rapid Reaction Force intervention in the Bosnia
conflict, President Clinton committed the United States to supply sealift capability to
move vehicles, ammunition and support equipment to Croatia. Two MARAD RRF ships,
the CAPE RACE and CAPE DIAMOND (homeported in Jacksonville) were called upon
to carry NATO's cargo in support of Britain's 24th Air Mobile Brigade. The CAPE
RACE and CAPE DIAMOND carried more than 92 percent of the total cargo transferred
from the UK to Croatia. Included were 2,015 military vehicles, 232 containers and 3,629
pallets of breakbulk cargo. Upon completion of the final delivery, the CAPE RACE was
released for return to the United States, stopping briefly at Rota, Spain, to pick up a load
of U.S. military cargo on its way to Norfolk.
Ready Reserve Force Ship Manager Contracts

June 1998
Ship Manager Contract Amount RRF Ships Where Located

Term Assigned
Apex Marine Ship $7,870,195 Cape Juby JRRF

Management 5 years Cape Johnson Baltimore
Lake Success, N.Y.
$13,792,725 Cape Taylor Houston
5 years Cape Texas Houston
Cape Trinity Houston
$5,074,365 Cape John BRF

5 years Cape Jacob BRF
$9,052,940 Diamond State Houston

5 years Equality State Houston
$1,384,143 Gulf Gulf BRF

3.25 years Trader Banker BRF
Interocean Ugland $10,923,265 Gopher State Prepositioning Ship

Management Corp. 5 years Flickertail State Cheatham Annex,
Voorhees, N.J. Cornhusker State Va.
Cheatham Annex
$6,257,735 Cape Mendocino
5 years Cape May JRRF
Norfolk, Va.
$4,620,530 Comet
5 years Meteor NAS Alameda,
Calif.
$6,257,735 Cape Fear NAS Alameda
5 years Cape Mohican
SBRF
$10,844,615 Wright Oakland, Calif.
5 years Curtiss
Cape Nome Baltimore
Port Hueneme,
Calif.
JRRF
Keystone Shipping $9,575,500 Cape Kennedy New Orleans

Services, Inc. 5 years Cape Knox New Orleans
Bala Cynwyd, Pa.
$9,575,500 Cape Victory Beaumont, Texas
5 years Cape Vincent Beaumont
$9,575,500 Admiral Callaghan San Francisco

5 years Cape Orlando San Francisco
$13,822,690 Cape Henry San Francisco

5 years Cape Horn San Francisco
Cape Hudson San Francisco
$9,452,330 Green Mountain Bremerton, Wash.

5 years State Bremerton
Beaver State
Mormac Marine $2,028,988 Lake JRRF

Enterprises, Inc. 5 years Scan JRRF
Stamford, Conn. Cape Catawba Cheatham Annex
$3,983,130 Cape Lambert Wilmington, N.C.

3.25 years Cape Lobos Wilmington
$4,097,519 Cape Archway Baltimore

Cape Alexander Baltimore
5 years Cape Alava JRRF
Cape Ann Baltimore

$8,882,610 Cape Avinof Baltimore
5 years
Mission BRF
$2,104.350 Buenaventura BRF
5 years Mission Capistrano
Marine Transport $1,821,710 Cape Cod JRRF

Lines, Inc. 3.25 years Cape Chalmers JRRF
Weehawken, N.J.
$10,155,570 Cape Edmont Charleston, S.C.
5 years Cape Ducato Charleston
$10,155,570 Cape Decision Charleston

5 years Cape Douglas Charleston
$10,155,570 Cape Diamond Charleston

5 years Cape Domingo Charleston
$1,821,710 Cape Bon SBRF

3.25 years Northern Light SBRF
Ocean Duchess, Inc. $3,036,000 Alatna Tsuneishi, Japan

Houston 5 years Chattahoohchee Tsuneishi, Japan
Nodaway Tsuneishi, Japan
Patriot Contract $6,895,110 Cape Breton Alameda, Calif.

Services, LLC 5 years Cape Bover Alameda
Walnut Creek, Calif.
$9,247,810 Cape Blanco Alameda
5 years Cape Borda Alameda
$8,384,140 Cape Gibson Alameda

5 years Cape Girardeau Alameda
Pacific-Gulf Marine, $1,242,027 Pioneer Commander BRF

Inc Gretna, La. 3.25 years Pioneer Contractor BRF
$1,242,027 Banner BRF

3.25 years Courier BRF
Sea-Land $13,729,875 Cape Race Portsmouth, Va.

Service,Inc. 5 years Cape Ray Portsmouth
Charlotte, N.C. Cape Rise Portsmouth
$8,860,450 Cape Washington Baltimore

5 years Cape Wrath Baltimore
$9,299,650 Cape Intrepid Tacoma,Wash.

5 years Cape Island Tacoma
$8,860,450 Cape Isabel Long Beach, Calif.

5 years Cape Inscription Long Beach
V Ships Marine, $3,722,850.00 Cape Florida BRF

Limited 5 years Cape Flattery BRF
Mineola, N.Y. Cape Farewell BRF
$3,305,660 American Osprey Prepo

5 years Potomac Prepo
$8,458,890 Chesapeake San Francisco

3.25 years Mount Washington Houston
$14,631,130 Keystone State Alameda

5 years Gem State Alameda
Grand Canyon State Alameda
Petersburg Port Arthur, Tex.
Key: JRRF=the James River Reserve Fleet site in Virginia.; BRF=the Beaumont, Texas,
Reserve Fleet; SBRF=Suisun Bay Reserve Fleet in California; Prepo=serves as a
maritime prepositioning ship for the armed forces.
Maritime Security Program (MSP)
The greatest challenge facing the US merchant marine fleet is the ongoing debate over
the role of subsidies in maintaining an adequate capability to meet national defense
needs. US mobility plans rely heavily on the US-owned merchant fleet for the
sustainment of US forces deployed overseas, and subsidies have been considered a cost-
effective means of ensuring that military-useful vessels, primarily container and a small
number of roll-on/roll-off (RO/RO) ships, are available. The Operating Differential
Subsidy (ODS), which expired in 1997, offset higher costs associated with all-US-citizen
mariner crews.
By the end of FY 1995, authorizing committees in both the House and Senate passed
legislative initiatives similar to that proposed by the Administration. The House and
Senate versions allowed for payments to vessels enrolled in the MSP of $2.3 million per
vessel in FY 1996 and $2.1 million for the remaining nine years. Contracts awarded
during the first year would be renewable, subject to availability of funds in fiscal years
1997 through 2005. Opponents believed that the 10-year program's $1 billion price tag
was too steep and that US cabotage laws (the Jones Act) and government cargo
preferences adequately support sufficient sustainment capacity in the US-flagged fleet.
Subsidy opponents also noted that US shipping that does reflag will remain under
effective US control and will continue to be available to meet defense needs. On
September 24, 1996, the United States Senate joined the House of Representatives in
passing H.R. 1350. President Clinton signed Public Law 104-239, the Maritime Security
Act, on October 8, 1996.
Under the Maritime Security Program (MSP), the Government contracts with the owners
of U.S.-flag commercial ships for service when needed for national emergencies or war.
These U.S.-flag merchant ships are owned by U.S. citizens and crewed by American
seafarers. This approach avoids the need to spend billions of dollars to acquire additional
cargo ships dedicated solely to carrying military cargoes, and the millions of additional
dollars required to maintain more standby vessels.
The Maritime Security Program provides limited operating assistance to keep 47 US
commercial militarily-useful ships sailing under US flags. The Department of
Transportation funds this 10-year program which replaces the $4 million a year per ship
Operating Differential Subsidy and provides annual payments of $2.5 million per vessel
for 3 years and $2.0 million thereafter. Participating carriers are required to enroll in an
Emergency Preparedness Program established to provide intermodal sealift support in
time of war or national emergency. The commercial transportation resources to be
provided would include shipping capacity, intermodal equipment, terminal facilities, and
management services. The ship capacity and associated intermodal capabilities of the
MSP vessels are enrolled in the new sealift Emergency Preparedness Program, the
Voluntary Intermodal Sealift Agreement (VISA), providing efficient and effective
maritime capability to support US national security objectives.
All US flag ships — commercial and military (prepositioning, RRF and FSS) — are
manned by US citizen merchant mariners. Today, there are about 26,000 US merchant
mariners. During a contingency, USTRANSCOM will need about 4,000 of them. By the
turn of the century the industry is estimated to be down to about 13,000, of those
USTRANSCOM will still need 4,000. The Maritime Security Program (MSP) prevented
a projected shortfall because of the MSP's reemployment rights and support of a baseline
of US flag merchant vessels that provide civilian employment for the mariners
USTRANSCOM will need during crises.
MSP Participants
American Ship Management, LLC [APL - link] 9 vessels
Central Gulf Lines 3 vessels
Waterman Steamship 4 vessels
Crowley Maritime 3 vessels
First American Bulk Carriers 2 vessels
Farrell Lines 3 vessels
FOBC I,-II,-III 3 vessels
Maersk Line 4 vessels
OSG Car Carriers 1 vessels
Sea-Land Service [link] 15 vessels
Total 47 vessels
21 Large Containerships > 3,000 TEU
15 Medium Containerships < 3,000 TEU
4 LASH
3 Combo Cont-Ro/Ro
4 Car/Truck Carriers
110,000 Total TEU's or 10 Million Square Feet

Military Useful Capacity in MSP
MSP START
DATES
MSP Contract No. Vessel Name Company Actual Start-up Anticipated Start
Name Date Date
MA/MSP-1 APL KOREA ASM 24-Dec-97
MA/MSP-2 APL PHILIPPINES ASM 07-Jan-98
MA/MSP-3 APL SINGAPORE ASM 11-Dec-97
MA/MSP-4 APL THAILAND ASM 31-Dec-97

MA/MSP-5 PRESIDENT ADAMS ASM 13-Nov-97
MA/MSP-6 PRESIDENT JACKSON ASM 13-Nov-97
MA/MSP-7 PRESIDENT KENNEDY ASM 13-Nov-97
MA/MSP-8 PRESIDENT POLK ASM 13-Nov-97

MA/MSP-9 PRESIDENT TRUMAN ASM 13-Nov-97
MA/MSP-10 GREEN BAY CENTRAL 20-Dec-96

GULF
MA/MSP-11 GREEN POINT CENTRAL 15-Apr-98
GULF
MA/MSP-12 GREEN LAKE CENTRAL 20-Dec-96
GULF
MA/MSP-13 SEA FOX CROWLEY 20-Dec-96
MA/MSP-14 SEA LION CROWLEY 20-Dec-96
MA/MSP-15 SEA WOLF CROWLEY 20-Dec-96
MA/MSP-16 TILLIE LYKES FABC 01-Jan-99

MA/MSP-17 TYSON LYKES FABC 01-Jan-99
MA/MSP-18 ENDEAVOR (ex IBN KHALDOUN) FARRELL 17-Nov-97
MA/MSP-19 ENDURANCE (ex IBN JUBAYR) FARRELL 08-Dec-97
MA/MSP-20 ENTERPRISE (ex IBN ZUHR) FARRELL 04-Nov-97

MA/MSP-21 LYKES NAVIGATOR (ex-ALMERIA FOBC 22-Jul-98
LYKES)
MA/MSP-22 LYKES DISCOVERER (ex-MARGARET FOBC 22-Jul-98
LYKES)
MA/MSP-23 LYKES LIBERATOR (ex-STELLA LYKES) FOBC 22-Jul-98
MA/MSP-24 MAERSK CALIFORNIA MAERSK 19-Apr-97

MA/MSP-25 MAERSK COLORADO MAERSK 05-May-97
MA/MSP-26 MAERSK TENNESSEE MAERSK 12-Mar-97
MA/MSP-27 MAERSK TEXAS MAERSK 25-Feb-97
MA/MSP-28 OVERSEAS JOYCE OSG 20-Dec-96

MA/MSP-29 GALVESTON BAY SEA-LAND 20-Dec-96
MA/MSP-30 NEDLLOYD HOLLAND SEA-LAND 20-Dec-96
MA/MSP-31 NEWARK BAY SEA-LAND 20-Dec-96
MA/MSP-32 OOCL INNOVATION SEA-LAND 20-Dec-96

MA/MSP-33 OOCL INSPIRATION SEA-LAND 20-Dec-96
MA/MSP-34 SEA-LAND ATLANTIC SEA-LAND 20-Dec-96
MA/MSP-35 SEA-LAND DEFENDER SEA-LAND 20-Dec-96
MA/MSP-36 SEA-LAND ENDURANCE SEA-LAND 20-Dec-96

MA/MSP-37 SEA-LAND EXPLORER SEA-LAND 20-Dec-96
MA/MSP-38 SEA-LAND INNOVATOR SEA-LAND 20-Dec-96
MA/MSP-39 SEA-LAND INTEGRITY SEA-LAND 20-Dec-96
MA/MSP-40 SEA-LAND LIBERATOR SEA-LAND 20-Dec-96

MA/MSP-41 SEA-LAND PATRIOT SEA-LAND 20-Dec-96
MA/MSP-42 SEA-LAND PERFORMANCE SEA-LAND 20-Dec-96
MA/MSP-43 SEA-LAND QUALITY SEA-LAND 20-Dec-96
MA/MSP-44 GREEN ISLAND WATERMAN 23-Feb-97

MA/MSP-45 ROBERT E. LEE WATERMAN 29-Mar-97
MA/MSP-46 SAM HOUSTON WATERMAN 26-Apr-97
MA/MSP-47 STONEWALL JACKSON WATERMAN 08-Mar-97

Voluntary Intermodal Sealift Agreement
(VISA)
The Voluntary Intermodal Sealift Agreement (VISA) program is an initiative to provide
assured access to commercial shipping and intermodal facilities during contingencies,
and will benefit both commercial industry and DoD. It commits carriers to provide
shipping capacity, rather than a specific number of ships, to support DoD requirements. It
also allows shippers to carry military cargo alongside commercial cargo. DoD's
peacetime business with a carrier will be tied to the level of that carrier's commitment of
assets and services.
All major U.S. carriers have approved and joined the VISA program and its Joint
Planning Advisory Group (JPAG). An interagency, government-industry forum for joint
planning, JPAG has formally convened and is now working on concepts of operations for
sealift support of major defense contingency plans.
Jointly sponsored by MARAD and USTRANSCOM, VISA will provide pre-negotiated
contracts, guaranteed access to needed sustainment assets, contracts for capacity and
intermodal resources in exchange for cargo business and a tailored sealift force to meet
the specific needs of a contingency. It also will permit industry and USTRANSCOM to
plan responses together before a contingency begins.
Mechanized Landing Craft LCM
The LCM(6) is intended primarily for the transport of cargo and/or personnel from ship-
to-ship and ship-to-shore. The craft is a 56-foot twin-screw, welded-steel craft with
forward cargo well and bow ramp. The design of the boat permits its transportation
aboard larger vessels.
In 1959, the LCM-3 was replaced with the larger 70 ton LCM-8. LCM-8 are manned by a
four man crew, Boatswainmate Petty Officer, Enginerman Petty Officer, and a nonrate
fireman and seaman. The LCM-8 is constructed of steel and powered by two 12 V-71
diesel engines. The LCM-8 has twin screws and rudders, which can be controlled from
the pilothouse. LCM-8 is built of welded steel; it's bottom, however, is semiflat.
Specifications
LCM-6 LCM-8
Length Overall 56 ft. 0 in. 73.7 feet (22.5 meters)
(nominal, hull)
Beam (nominal, over
14 ft. 4 in. 21 feet (6.4 meters)
guards)
Draft (max. full load) 4 ft. 3 in.
Hoisting Weight 69,600 lbs.
(max)
Displacement (full 105 tons (95.5 metric tons)
137,600 lbs.
load, approx.) full load
Fuel Capacity 768 gals.
Cargo Capacity 68,800 lbs. or 1- M60 tank or
80 troops 200 troops
Propulsion Engine 2- Detroit 12V-71 Diesel
600 shp per engine at
(hp) engines;
2300 rpm
680hp sustained; twin shafts
Speed 9 kts (10.3 mph, 16.6 12 kts (13.8 mph, 22.2 kph)
kph)
Range 130 miles at 9 kts 190 miles at 9kts full load
Crew 5 persons
Hull Construction Steel
Landing Craft Utility (LCU)
Landing craft are used by amphibious forces to transport equipment and troops to the
shore. They are capable of transporting tracked or wheeled vehicles and troops from
amphibious assault ships to beachheads or piers. The use of landing craft in amphibious
assault dates from World War II. The craft are carried aboard amphibious assault ships to
the objective area. The mission of the LCU is to land/retrieve personnel and equipment
(tanks, artillery, equipment, motor vehicles) during amphibious operations. LCU's are
scheduled to land personnel and equipment after the initial assault waves of an
amphibious operation. The LCU has the capability of sustained sea operations for
approximately seven days. Each LCU has its own galley and berthing spaces.
LCU 1610, 1627 and 1646 Class

The LCU’s built in the 1970s are 135 feet long and can hold 11 crew members. Although
the Navy now has a newer craft, the Landing Craft Air Cushion (LCAC), the LCUs have
the backbone for heavier loads. It can carry 180 tons of equipment or 400 combat
equipped Marines. Its development and design updated the landing craft used in World
War II, made famous by the invasion of Normandy Beach and immortalized in numerous
news reels and movies. However, the LCU requires a 9 foot draft beneath it’s keel to
operate safely, making it less versatile than the LCAC, which flies on top of water or
ground. Another difference between the two landing craft is the LCU is home away from
home for its crew, because it can operate independent of the amphibious ships on which it
embarks. It contains living compartments that include sleeping quarters, a wash room
with shower, a clothes washer and dryer, a lounge with a television and a complete
galley.
The 189 ton LCU are designed to carry 3 M-60 tanks, as many as 450 combat equipped
troops or a variety of other support equipment such as surf cranes, bulldozers, trucks or
artilleries. An LCU has a complement of a ten man crew consisting of a Radioman,
Engineman, Electricians, Mess Management Specialist, Quartermasters and
Boatswainmate, under the command of a Chief or First Class Craftmaster. The
Craftmaster is wholly responsible for this craft and crew.
Assault Craft Unit ONE located at the Naval Amphibious Base Coronado CA is the only
assault craft unit in the Pacific Fleet. It's Atlantic Fleet counterpart ACU TWO is located
at the Naval Amphibious s Base, Little Creek VA. During the mid-60's, ACU-1 received
the first Landing Craft Utility. ACU-1 operates 18 LCU, of three classes, 1627, 1610 and
1646. ACU-1 is an element of the Naval Beach Group ONE. The mission of Assault
Craft Unit ONE Is to operate, maintain and provide assault craft as required by the
Amphibious Task Force Commander for water borne ship to shore movement during and
after and amphibious assault. ACU-l works together with it's sister commands,
Amphibious Construction Battalion ONE and the Beachmaster Unit ONE to fulfill a
variety of missions and tasks. ACU-l's various tasks regularly include the provision of
assault craft in support of the landing of a Marine Amphibious Brigade and a Marine
Amphibious unit simultaneously over one colored and one numbered beach. ACU-1 also
provides assault craft for assault operations within short distances of the assault beaches,
and for transportation and installation of the amphibious assault bulk fuel system.
LCU 2000
The LCU 2000 moves containers/general/ vehicular cargo. It is used for unit deployment
and relocation. It has a bow ramp for Roll-on/Roll-off cargo, and a bow thruster to assist
in beaching and beach extraction. The LCU 2000 can carry cargo from deep draft ships to
shore ports or areas too shallow for larger ships. The LCU-2000 provides worldwide
transport of combat vehicles and sustainment cargo, as well as intratheater movement and
can execute cargo operations along coastal MSRs. It is capable of receiving cargo from a
ship anchored in the stream and transporting that cargo to shore for discharge over the
bow ramp. Because of its shallow draft, the LCU can carry cargo from deep drafted ships
to shore ports or areas too shallow for larger ships.
Specifications
LCU-1600 LCU-2000
Length overall 135 feet 174 feet
Beam 42 feet
Draft 8 feet (light)
9 feet (loaded)
Displacement 575 long tons (light)
375 tons
1087 long tons (loaded)
Deck area 2,500 square feet (5 M1
Main Battle Tanks or 12
[24 double stacked] 20’
ISO containers)
Payload 170 tons of cargo, 350 tons (equivalent
3 tanks or 400 troops payload of 8 C-17 loads)
Propulsion Diesel
Range 10,000 nautical miles at
12 knots (light)
6,500 nautical miles at 10
knots(loaded)
Crew size 11 13
Avg. age 6 yrs
Estimated Useful Life -
25 yrs
Inventory Army = 34 on-hand,
47 required (funded in
POM)
Landing Craft, Air Cushion (LCAC)
The Landing Craft, Air Cushion (LCAC) Transport weapons systems, equipment, cargo
and personnel of the assault elements of the Marine Air/Ground Task Force both from
ship to shore and across the beach. The landing craft air cushion (LCAC) is a high-speed,
over-the-beach fully amphibious landing craft capable of carrying a 60-75 ton payload.
Capable of operating from existing and planned well deck ships, it is used to transport
weapons systems, equipment, cargo and personnel from ship to shore and across the
beach. The advantages of air-cushion landing craft are numerous. They can carry heavy
payloads, such as an M-1 tank, at high speeds. Their payload and speed mean more forces
reach the shore in a shorter time, with shorter intervals between trips.
The LCAC is capable of carrying a 60 ton payload (up to 75 tons in an overload
condition) at speeds over 40 knots. Fuel capacity is 5000 gallons. The LCAC uses an
average of 1000 gallons per hour. Maneuvering considerations include requiring 500
yards or more to stop and 2000 yards or more turning radius. The LCAC, like all
"hovercraft," rides on a cushion of air. The air is supplied to the cushion by four
centrifugal fans driven by the craft's gas turbine engines. The air is enclosed by a flexible
skirt system manufactured of rubberized canvas. Unlike the Surface Effect Ship (SES),
no portion of the LCAC hull structure penetrates the water surface; the entire hull rides
approximately four feet above the surface.
LCAC operates in waters regardless of depth, underwater obstacles, shallows or adverse
tides. It can proceed inland on its air cushion, clearing obstacles up to four feet,
regardless of terrain or topography), including mud flats, sand dunes, ditches,
marshlands, riverbanks, wet snow, or slippery and icy shorelines. Equipment, such as
trucks and track vehicles, can disembark via ramps located both forward and aft, there by
shortening critical off load time.
LCAC is a dramatic innovation in modern amphibious warfare technology. It provides
the capability to launch amphibious assaults from points over the horizon, thereby
decreasing risk to ships and personnel and generating greater uncertainty in the enemy's
mind as to the location and timing of an assault, thereby maximizing its prospects of
success. It is also important to point out the LCAC propulsion system makes it less
susceptible to mines than other assault craft or vehicles. Previously, landing craft had a
top speed of approximately eight knots and could cross only 17% of the world's beach
area. Assaults were made From one to two miles off-shore. Due to its tremendous over-
the-beach capability, LCAC is accessible to more than 80% of the world's coastlines. It
can make an undisclosed, over the horizon (OTH) assault from up to 50 miles offshore.
Its high speed complements a joint assault with helicopters, so personnel and equipment
can be unloaded beyond the beach in secure landing areas. For 20 years, helicopters have
provided the partial capability to launch OTH amphibious assaults. Now, with LCAC,
landing craft complement helos in speed, tactical surprise and without exposing ships to
enemy fire.
With LCACs in the fleet, an amphibious assault force could be nearly 500 miles away at
H-hour minus 24 and still make pre-dawn attack launched from beyond an enemy's
horizon. The LCAC's air-cushion capability also allows it to proceed inland beyond an
enemy's horizon to discharge cargo on dry, trafficable beaches, thus reducing build-ups
of troops, equipment and other material in the surf zone.
LCAC was developed to satisfy the need for an air cushion landing craft capable of
carrying troops, artillery, tanks, combat vehicles, and other major items of combat and
combat support equipment across the beach. LCAC is the production follow-on to earlier
advanced development craft which were tested by the Navy between 1977 and 1981. On
June 29, 1987, LCAC was granted approval for full production. Forty-eight air-cushion
landing craft were authorized and appropriated through FY 89. Lockheed Shipbuilding
Company was competitively selected as a second source. The FY 1990 budget request
included $219.3 million for nine craft. The FY 1991 request included full funding for 12
LCACs and advance procurement in support of the FY 1992 program (which was
intended to be nine craft). The remaining 24 were funded in FY92. As of December 1995,
82 LCACs had been delivered to the Navy.
Initially, all testing had been conducted in Panama City, FL. Subsequently, the LCAC
was tested in California, Australia, and in Arctic waters. Rough weather conditions
forced cancellation of Exercise Valiant Usher 89-4, a joint U.S.-Australian amphibious
assault exercise to be conducted off the northern Australian coastline. Objectives for tests
in Alaska in March 1992 included evaluating all operational effectiveness and suitability
concerns of multiple LCAC in an arctic environment. LCAC was neither operationally
effective or suitable for arctic operations, and merely correcting the cold weather kit
design would not be sufficient to conclude that LCAC was operationally effective and
suitable in an arctic environment. Performance in opposed scenarios and in severe cold
weather conditions would be necessary to fully evaluate LCAC performance. DOT&E
recommended further operational testing. Developmental tests indicated that at colder
temperatures engine power increases until gearbox torque limits capability, but icing and
sea state would reduce that capability. Since then, LCAC has been used in two arctic
exercises, one of which included operations in weather down to 15oF and realistic sortie
rates. Based on this exercise, DOT&E concluded that further operational testing would
not be necessary. LCAC demonstrated the ability to travel over light ice and open water,
in fairly calm seas. The distance traveled per sortie ranged from 3-10 miles each way.
Icing, which occurred in some conditions, also requires periodic interruption of missions
to remove ice. JP-5 fuel was used, which alleviated problems with filters clogging. Also,
LCAC has been involved in several minesweeping exercises, it has shown itself to be a
potentially effective minesweeper in very shallow water. While this was not the original
intent of the program, the system offers significant potential for enhancing force
readiness.
The first deployment of LCAC occurred in 1987 with LCAC 02/03/04 embarked in USS
GERMANTOWN (LSD 42). In July 1987 LCAC 04 transited Buckner Bay, Okinawa
and conducted the first LCAC landing on foreign soil. The largest deployment of LCAC
took place in January 1991 with four (4) detachments consisting of eleven (11) craft
reporting for duty in the Persian Gulf in support of Operation Desert Storm.
The similarities between a Navy LCAC and an airplane are substantial. The craftmaster
sits in a "cockpit" or command module with a headset radio on. He talks to air traffic
control which for LCAC's is well-deck control located near a ship's sterngate. The ride
feels like a plane in high turbulence. The craftmaster steers with a yoke, his feet are on
rudder controls -- and he flies a lot like a hockey puck on an air hockey table, The LCAC
is similar to a helicopter in that it has six dimensions of motion. Operating the LCAC
demands unique perceptual and psychomotor skills. In addition, with a machine as
expensive and inherently dangerous as the LCAC, sound judgment and decision-making
also play an important role. Concerns over escalating training cost, projections for an
increased number of LCAC vehicles and crew, and a high attrition rate in training
highlighted the importance of developing a more accurate means of selecting candidates.
Attrition of operators and engineers has dropped from an initial high of 40% in 1988 to
approximately 10-15% today.
Specifications
Builder Textron Marine and Land ystems
Lockheed
Avondale Gulfport Marine
Power Plant Four Avco-Lycoming gas turbines; 12,280 bhp;
two shrouded reversible-pitch propellers;
four double-entry fans for lift
Length 88 feet
Beam 47 feet
Displacement 200 tons full load
Capacity 60 tons/75 ton overload
Speed 40 plus knots with payload
Armament 2 - 12.7mm MGs. Gun mounts will support: M-2HB
.50 cal machine gun; Mk-19 Mod3 40mm grenade
launcher; M-60 machine gun
Crew 5
Range 200 miles at 40 kts with payload
300 miles at 35 kts with payload
Availability LCACs per Day (from a total of 54)
Day One – 52
Day Two – 49
Day Three – 46
Day Four – 43
Day Five - 40
Operating Time 16 hours per day per LCAC
Time per Sortie Vehicle Load – 6 hours, 8 min
Cargo Load – 8 hours, 36 min
Sorties per Day for 2.6 sorties per LCAC per day
Vehicles Total = 104 LCAC sorties per day @ 40 LCACs per
day
Sorties per Day for 1.86 sorties per LCAC per day
Cargo Total = 74 LCAC sorties per day @ 40 LCACs per
day
Personnel Capacity 24 Troops
180 w/PTM
Short Tons per Sortie 25 STONS
50 pallets (500 lbs per pallet)
Vehicles per Sortie 12 HMMWVs per sortie
4 LAVs per sortie
2 AAVs per sortie
1 M1A1 per sortie
4 M923 per sortie
2 M923 5-Ton Trucks,2 M198 Howitzers, and 2
HMMWVs per sortie
Time Details Transit (45 NM @ 25 kts) x 2 = 216 min
Well Deck Ops 62 min for vehicles
120 min for cargo
Beach Ops 30 min for vehicles
120 min for cargo
Friction = 60 min
Total = 368 min (for vehicles) or 516 min (for cargo)
Unit LCAC Sortie Infantry Regiment
Requirements 269 HMMWVs = 23 sorties
10 5-Ton Trucks = 3 sorties
Tank Battalion
58 M1A1 = 58 sorties
95 HMMWVs = 8 sorties
23 5-Tons = 6 sorties
8 Fuel Trucks = 4 sorties
LAV Battalion
110 LAVs = 28 sorties
29 HMMWVs = 3 sorties
23 5-Tons = 6 sorties
8 Fuel Trucks = 4 sorties
Support Ship  LSD 41 Class..............4 LCAC
Capacity:  LSD 36 Class..............3 LCAC
 LPD-4 Class................1 LCAC
 LPD-17 Class..............1 LCAC
 LHA Class...................1 LCAC
 LHD Class...................3 LCAC
LCAC Operations and
Simulated Amphibious Assaults
USS COMSTOCK -- 19 - 20 September 1996
Sterngate lowered, ready to receive LCAC (10 knots LCAC Number 13 commencing approach to
speed thru water). COMSTOCK (approx. 500 yds away)
LCAC Number 13 on final approach. (Note LCAC 31
LCAC 13 just prior to entering COMSTOCK's well.
on horizon)
LCAC Number 13 beginning to enter COMSTOCK's LCAC Number 13 in COMSTOCK's well, manuevering
well. to final position.
Mark V Special Operations Craft
The Mark V is used to carry Special Operations Forces (SOF),
primarily SEAL combat swimmers, into and out of operations where
the threat to these forces is considered to be low to medium. They also
support limited coastal patrol and interruption of enemy activities. The
MARK V Special Operations Craft (SOC) is the newest, versatile,
high performance combatant craft introduced into the Naval Special
Warfare (NSW) Special Boat Squadron (SBR) inventory to improve
maritime special operations capabilities.
The MARK Vs are a result of a streamlined acquisition effort managed by the United
States Special Operations Command (USSOCOM) Special Operations Acquisition
Executive (SOAE). From the awarding of the contract to actual possession of the first
boat took only 18 months.
A basic MK V SOC operating system, also referred to as an operational detachment, is

comprised of two craft, two transporters, two prime movers, two five man crews, an
eight-man maintenance support team and one deployment support package. A
deployment support package consists of containerized system support equipment
(spares/repair parts, consumables, etc.) carried on cargo transporters. A MK V SOC
detachment is deployable on two USAF C-5 aircraft to a theater of operations within 48
hours of notification and is prepared to commence day/night special operations in support
of a fleet, joint, or combined task force commander within 24 hours after arriving at a
forward staging location (host port facility). A detachment is overland transportable via
arterial, collector and local industrial roadways. A detachment is self-sufficient in its
ability to sustain organizational support for a notional period, but will not be configured
to provide security, messing or berthing for its personnel while forward deployed.
The first 2 craft were received by USSOCOM on 4 Sep 95 and the Operational Test and
Evaluation was completed in Oct 95. Milestone III was approved on 27 Oct 95 followed
by release of the full rate production contract to Halter Marine Inc., of New Orleans. Full
operational capability was achieved in 1st Quarter FY99. The fourth MK V SOC
detachment (craft 7 and 8) was delivered to SBU-20 in Norfolk, VA on 11 Jan 97. The
inventory objective is 20 craft/10 operational detachments. The MK V SOC system Pre-
planned Product Improvements Program (P3I), as dictated by the Systems Improvement
Plan, calls for updating the weapons, navigation, and various electronics systems as
funding allows.
Specifications
Builder Halter Marine Inc., Gulfport, Miss.
Length Overall 82 ft.
Beam, maximum 17.5 ft.
Draft (max. static) 5 ft.
Displacement 57+ tons in operational configuration
Hull Mono hull, 5086 series aluminum
Propulsion Engines 2 x 2285 HP MTU 12V396 TE94 engines
Propulsor 2 x KaMeWa K50S Waterjets
Fuel Capacity 2600 gallons fuel capacity
Radar, GPS, LORAN, chart plotter, fathometer, flux
Nav System gate compass
VHF-BTB, VHF-FM, UHF/VHF-FM UHF AM/FM,
Comm System LOS/SATCOM, VHF-High Band, HF, UHF-
handheld, data, IFF
Accommodations 5 crew,
up to 16 passengers/
up to 4 CRRC/
6 outboard motors fuel
Weapons 5 mounting positions for 7.62 mm,
12.7mm, 40mm;
improvements include
7.62mm gatling guns,
twin 12.7mm,
25mm guns,
STINGER
Cruise Speed (SS3) 25-35 knots
Range at Cruise 550+ nautical miles
Max. Speed (SS2) 47-50+ knots
Range at Max Speed 500+ nautical miles
Payload (variable) 6,500 lbs+
2 Transporter
2 Tractor (M916A1E1)
Deployment Package Containerized on:
2 5-ton truck (M1083 or equivalent)
4 5/4-ton truck (M1097 or equivalent)
Rigid-hull Inflatable Boat (RIB)
By 1995 the Special Operations Command (SOC) found the 10
meter Interceptor Fastboats RIB design, on which initial
developmental efforts were focused, unsatisfactory and adopted a
new strategy for development of a RIB to meet Special Operations
Forces requirements. Naval Special Warfare Rigid Inflatable Boat
(NSW RIB) performs short-range insertion and extraction of SOF;
SOF coastal resupply; and coastal surveillance missions. The
rugged, seaworthy, versatile 36-foot RIB has a 200 nautical miles
range at 32 knots, with a 45 knot top speed. It can carry eight passengers or 3,200 lbs
payload, and is C-130 transportable. Production commenced June 1997, with 70 NSW
RIBs funded. The first delivery was November 1997 with an IOC of January 1998.
Production is scheduled for FY 1998-2003 by the contractor, U.S. Marine, Inc.; New
Orleans, Louisiana. The RIB has a projected 5-year service life.
Early testing was done with close teamwork between OPTEVFOR and the combat users
to maximize the perspectives of each. Prototypes from competing vendors were
developed and tested all the way to acceptance trials and final source selection. The early
testing with contractor prototypes was so operational in nature that the OT&E was
completed in the source-selection phase before a production contract was let. The testing
was so operationally realistic that normal classical TECHEVAL and OPEVAL were
canceled entirely. The NSW RIB testing covered 10,000 nautical miles, in hot and cold,
rough and calm extremes, with five SEAL insertion missions, and C-130, C-141, and C-5
flight tests. There were no deficiencies and all operational issues were satisfied.
A highly successful acquisition program, the NSW RIB was delivered to the combat
teams in just over two years from program initiation to first unit equipped. The program
strategy used commercial boat building experience and practices. The operational
requirements of the NSW RIB were all met or exceeded during the combined DT/OT.
Top speed exceeded objective by 15 percent (46 kts demonstrated, 40 kts objective);
cruise speed exceeded objective by 3 percent (33 kts demonstrated, 32 kts objective);
range exceeded objective by 15 percent (200 nm demonstrated, 175 objective); reliability
was slightly better (91 percent demonstrated, 90 percent required); and availability
exceeded objective by 9 percent (99 percent demonstrated, 90 percent objective).
While it is too early to make final logistical and O&M comparisons of the NSW RIB to
the existing boats, reliability has been much better than for the older craft. This leads
SOCOM to expect the overall parts and maintenance costs to be lower than for the
existing craft. O&M training is performed the same as with the older craft. Preventive
maintenance actions are comparable to the older units. The IOC units are exhibiting
simplified support and cheaper parts costs due to the COTS components in engines and
propulsion systems. Overall the Navy and SOCOM are satisfied enough with the program
to be actively considering a reduction of the deployment logistical support kit size for the
craft.
Specifications
Builder U.S. Marine, Inc.; New Orleans, Louisiana
Power Plant
Length 36 feet
Beam feet
Draft feet
Displacement tons
Capacity eight passengers or
3,200 lbs payload
Speed 45 knots
Crew
SEAL Delivery Vehicle [SDV]
Advanced SEAL Delivery System [ASDS]
Submarines have long been used for special operations -
carrying commandos, reconnaissance teams, and agents
on high-risk missions. Most special operations by U.S.
submarines are carried out by SEALs, the Sea-Air-Land
teams trained for missions behind enemy lines. These
special forces can be inserted by fixed-wing aircraft,
helicopter, parachute, or surface craft, but in most
scenarios only submarines guarantee covert delivery.
Once in the objective area, SEALs can carry out
reconnaissance, monitoring of enemy movements or communications, and a host of other
clandestine and often high-risk missions. Nuclear-powered submarines are especially
well-suited for this role because of their high speed, endurance and stealth. U.S. nuclear
powered submarines have repeatedly demonstrated the ability to carry out special
operations involving many swimmers. During exercises, which include Army, Air Force,
and Marine Corps special operations personnel as well as SEALs, submarines recover
personnel who parachute from fixed-wing aircraft and rappel down from helicopters into
the sea, take them aboard, and subsequently launch them on missions. These Special
Warfare Team Missions include:
 Combat Swimmer Attacks

 Reconnaissance and Surveillance
 Infiltration/Exfiltration Across the Beach
 Beach Feasibility Studies, Hydrographic Survey, and Surf Observation Teams in
support of amphibious landing operations.
Any U.S. submarine can be employed to carry SEALs, however, the Navy has several
submarines that have been specially modified to carry swimmers and their equipment
more effectively, including the installation of chambers called Dry Deck Shelters (DDSs)
to house SEAL Delivery Vehicles (SDVs). These submarines retain their full suite of
weapons and sensors for operations as attack submarines. But they have special fittings,
modifications to their air systems and other features to enable them to carry Dry Deck
Shelters. The DDS can be used to transport and launch an SDV or to "lock out" combat
swimmers. A DDS can be installed in about 12 hours and is air-transportable, further
increasing special operations flexibility.
Several units of the STURGEON (SSN 637) class can carry one chamber each, while two
former ballistic missile submarines can accommodate two shelters each. The DDS, fitted
aft of the submarine's sail structure, is connected to the submarine' after hatch to permit
free passage between the submarine and the DDS while the submarine is underwater and
approaching the objective area. Then, with the submarine still submerged, the SEALs can
exit the DDS and ascend to the surface, bringing with them equipment and rubber rafts,
or they can mount an SDV and travel underwater
several miles to their objective area. The number of
SEALs carried in a submarine for a special operation
varies with the mission, duration, target and other
factors. One or more SEAL platoons of two officers and
14 enlisted men are normally embarked, plus additional
SEALs to help with mission planning in the submarine
and to handle equipment. Former SSBNs employed to
operate with SEALs have special berthing spaces for
about 50 swimmers.
The New Attack Submarine will support the full spectrum of Special Operations missions
- search-and-rescue, intelligence collection, sabotage and diversionary attacks, directing
air strikes, and other clandestine missions that demand a stealthy team of elite forces. A
nine-man lock-out/lock-in chamber will be used to insert Special Operations Forces. Plus,
the New Attack Submarine will host the Advanced Swimmer Delivery System, a ten-man
mini-sub for inserting and extracting Special Operations teams. When fitted with a Dry
Deck Shelter, the New Attack Submarine can also deliver Special Operations Forces and
their equipment quickly and quietly - while remaining submerged and undetected.
For most shallow water operations the submarine would not want to go too shallow, so an
SDV is necessary. As the Technical Direction Agent (TDA) for the SEAL Delivery
Vehicle (SDV), Coastal Systems Station was responsible for developing the Mk-VIII and
Mk-IX boats. Once the boats were developed and supplied to the TEAMs there existed a
need to provide in-service support. CSS was selected to provide this support due to their
extensive experience with both the SDV and the Naval Special Warfare community.
Major functions of the ISEA include: providing overhauls for the SDV; incorporating
Engineering Change Proposals (ECPs); doing test and evaluation; performing the
implementation of all design modifications; providing interim supply support; and
providing configuration management, integrated logistics support, and data management.
CSS is required to maintain complete infrastructure necessary to support SDV testing and
evaluation, modification and updating. This requires port facilities, equipment to handle
the SDV deep water test range, and facilities to handle SDV operators and support
personnel.
Advanced SEAL Delivery System (ASDS)
The Advanced SEAL Delivery System (ASDS) is a long-range submersible capability to
deliver special operations forces for clandestine missions. ASDS provides improved
range, speed and payload, and habitability for the crew and a SEAL squad. ASDS will be
carried to its designated operational area by a host ship, a specially configured SSN-688
Class submarine. ASDS will also be air transportable by either C-5 or C-17 aircraft. A
total of six ASDS will be built for USSOCOM. This manned dry interior battery-powered
submersible is managed by the NAVSEA PMS 395 Deep Submergence Directorate and
developed by Northrop-Grumman Ocean Systems. A component of Northrop Grumman's
Baltimore, Md.-based Electronic Sensors and Systems Division, Oceanic Systems
employs approximately 700 people engaged in designing, producing, testing and
supporting some of the world's most sophisticated undersea systems. A detailed design
and manufacturing development contract was awarded in FY 1994.
The U.S. Special Operations Command has funded procurement of three ASDSs. The
first will complete integration in late 1999 and enter service in 2000. It will be
homeported with SEAL Delivery Team One (SDVT ONE) in Pearl Harbor, Hawaii. The
first 688 class fast attack submarine, as ASDS host, has been identified, and the first
ASDS vessel is to be delivered mid FY 1999. A post shakedown availability was
conducted by USS GREENEVILLE (SSN 772) at Newport News Shipbuilding and
Drydock Company from August 1996 through February 1997 to conduct various
alterations to improve noise quieting, equipment reliability and install support systems for
the Deep Submergence Rescue Vehicle and the Advanced SEAL Delivery System.
GREENEVILLE will become the Pacific test platform for the ASDS.
Dry Deck Shelter
Any US submarine can be employed to carry SEALs, however, the Navy has several
submarines that have been specially modified to carry swimmers and their equipment
more effectively, including the installation of chambers called Dry Deck Shelters (DDSs)
to house Swimmer Delivery Vehicles (SDVs). These submarines retain their full suite of
weapons and sensors for operations as attack submarines. But they have special fittings,
modifications to their air systems and other features to enable them to carry Dry Deck
Shelters. The DDS can be used to transport and launch an SDV or to "lock out" combat
swimmers. A DDS can be installed in about 12 hours and is air-transportable, further
increasing special operations flexibility.
Overall, the DDS is 9 feet wide, 9 feet high, 38 feet long, and displaces 30 tons. It
consists of three interconnected compartments made of HY-80 steel within a fiberglass
fairing, each capable of independent pressurization to a depth of at least 130 feet. The
forward-most compartment, a sphere, is the hyperbaric chamber which is used for
treatment of injured divers. In the middle compartment, or transfer trunk, operators enter
and exit the submarine and/or either of the other compartments. The third compartment,
the hangar, is a cylinder with elliptical ends which houses either the SDV or up to 20
SOF personnel with CRRCs.
The DDS, fitted aft of the submarine's sail structure, is connected to the submarine's after
hatch to permit free passage between the submarine and the DDS while the submarine is
underwater and approaching the objective area. Then, with the submarine still
submerged, the SEALs can exit the DDS and ascend to the surface, bringing with them
equipment and rubber rafts, or they can mount an SDV and travel underwater several
miles to their objective area.
The number of SEALs carried in a submarine for a special operation varies with the
mission, duration, target and other factors. One or more SEAL platoons of two officers
and 14 enlisted men are normally embarked, plus additional SEALs to help with mission
planning in the submarine and to handle equipment. Former SSBNs employed to operate
with SEALs have special berthing spaces for about 50 SEALs.
The concept of a detachable Dry Deck Shelter with the ability to house, deploy, and
retrieve SDVs, was born in the late 1970s. The Electric Boat Division of General
Dynamics Corporation completed DDS-01S in 1982. [Note: The number indicates its
order of construction, and the “S” indicates that its outer hangar door opens to the
starboard side.] Newport News Shipbuilding completed the construction of DDS-02P, -
03P, -04S, -05S, and -06P between 1987 and 1991.
Two shelters can be installed aboard Benjamin Franklin Class former ballistic missile
submarines; other submarine classes are single-shelter ships.
The dual DDS carriers provide a much greater SOF platform than the single DDS
carriers. The dual DDS submarine provides more room on the submarine, allows for
more flexible mission planning, and has inherent redundancy.
The dual DDS carriers have more mission flexibility than the single carriers. One DDS
can be loaded with an SDV and the other DDS loaded with Combat Rubber Raiding
Craft. This allows the flexibility to conduct SDV operations, Mass Swimmer Lock-outs,
or both. An empty DDS also allows the ability to recover an SDV launched from shore or
another submarine (USS JOHN MARSHALL demonstrated the capability to recover and
launch another country’s SDV during a multi-lateral exercise in the Mediterranean). The
ability of the SEALs to maintain physical conditioning allows the submarine/SEAL team
to stay on station longer. The longer the submarine can stay on the station the longer
national leadership has to attempt a diplomatic resolution before the decision must be
made to conduct the mission or depart the area.
The dual DDS submarine has inherent redundancy compared to the single DDS. The two
DDSs operate and interface with the submarine systems totally independently. Therefor,
a material casualty on one system would not result in aborting the mission. The mission
would need to be modified if it originally used both DDSs, but it could still be conducted
while attempts were made to fix the inoperable DDS. Two DDSs also would allow
scavenging, if necessary, from one DDS to ensure the other is fully operational.
Modifications to a submarine allow it to serve as a DDS host ship. These include mating
hatch modifications; addition of electrical penetrations, valves, and piping for ventilation;
divers’ air; and draining water.
The following submarines once accommodated DDSs but have since been
decommissioned: USS John Marshall (SSN 611), USS Sam Houston (SSN 609), USS
Silversides (SSN 679), USS Archerfish (SSN 678), USS Cavalla (SSN 684), and USS
Tunny (SSN 682). Submarines currently configured for DDS use are USS William H
Bates (SSN 680), USS L Mendel Rivers (SSN 686), USS Kamehameha (SSN 642), USS
James K Polk (SSN 645), and USS Dallas (SSN 700).
Four Los Angeles (SSN 688) Class submarines, in addition to USS Dallas (SSN 700), are
slated for conversion to be DDS host ships. As of early 1999 modifications were nearly
complete on USS Los Angeles (SSN 688) and USS Buffalo (SSN 715). Conversion of
USS Philadelphia (SSN 690) has begun, and work on USS La Jolla (SSN 701) will
commence in Fiscal Year 2000.
Following these conversions, USS Jimmy Carter (SSN 23) will undergo similar
modification. Several hulls of the Virginia Class Attack Submarine will serve as DDS
hosts as well. All Virginia Class submarines will also contain an integral Lock-Out Trunk
capable of deploying nine divers and their equipment. It is possible that some of the early
USS Ohio (SSBN 726) Class submarines may also become host platforms.
With an expected service life of at least 40 years, Dry Deck Shelters will likely continue
to support the missions of Seal Delivery Vehicle deployment and Mass Swimmer Lock-
Out, serving both the Special Operations Forces and submarine warfare specialties for
many years to come.
Specifications
Builder Electric Boat & Newport News
Power Plant none
Length 38 feet
Beam 9 feet
Displacement 30 tons
Capacity 1 Swimmer Delivery Vehicles (SDV)
Crew 20 Navy SEALs
Units
Nam Homepor Ordere Commissione Decommissione
Number Builder
e t d d d
DDS- Electric
1982 2022
01S Boat
DDS- Newport
1987 2027
02P News
DDS- Newport
1988 2028
03P News
DDS- Newport
1989 2029
04S News
DDS- Newport 1990 2030
05S News
DDS- Newport
1991 2031
06P News
SSN 683 Parche
The keel of the USS Parche (SSN 683) was laid in
December 1970 at Ingalls Shipbuilding Division of Litton
Industries, Pascagoula, Mississippi. USS Parche, namesake
of one of the most highly decorated subs to serve in the
Pacific Fleet during WWII, was commissioned in 1973 and
served as a unit of Atlantic Submarine Force until 1976
before transferring to SUBPAC. Once arriving at its new
homeport at Mare Island, California, Parche received ocean
engineering modifications.
From 1987 to 1991, Parche began the extended overhaul at

Mare Island Shipyard. The boat was refueled and modified for "research and
development" -- adding a one hundred foot extension to its hull just forward of the
control room and sail, to bring her total length up to just over 401 feet, and submerged
displacement to 7,800 tons. The extended hull is readily noticeable when the submarine is
surfaced. Parche resumed Pacific Fleet operations in 1992 with a new mission as part of
Submarine Development Squadron 5, and was transferred to its new homeport at Naval
Submarine Base Bangor, Washington in November 1994. Parche is scheduled to
decommission in 2003.
The "research and development" function of the extended hull includes intelligence
gathering and underwater salvage. Reportedly, the Parche can support covert
intelligence-gathering operations similar to IVY BELLS and HOLYSTONE, and a
remote grapple extended through a hatch in the submarine's keel can salvage relatively
small items from the ocean floor (such as missiles, nuclear warheads, satellites, etc.)
Like all the Sturgeon-class submarines, Parche is of ice-strengthened construction, with

reinforced sail incorporating diving planes capable of pivoting 90 degrees (vertical) to
avoid damage when the boat crashes through ice to surface. Besides her bow-mounted
sonar (in that location to isolate it the maximum distance from her screw), she mounts
short-range navigational sonars (both upward and forward facing) plus armored spotlights
and closed-circuit television cameras for under-ice operations.
Parche carries a ship's complement of 179 (including 22 officers). She has a self-defense
capability equal to the other units of the Sturgeon class -- four 21-inch diameter torpedo
tubes (two to a side, amidships, angled out from the centerline) capable of firing Mk 48
torpedoes or Harpoon or Tomahawk antiship missiles.
USS Parche (SSN 683) is the second United States ship to bear the name of the beautiful
French butterfly fish. The first Parche (SS 384) was built in Portsmouth, New Hampshire
and commissioned in 1943. One of the most highly decorated ships of the famous World
War II Pacific Submarine Force (SUBPAC), she made six war patrols, earning five battle
stars and two Presidential Unit Citation (PUC) awards. USS Parche (SS 384) was
decommissioned in December 1948 and its proud name stricken from the naval records.
The boat's conning tower and superstructure remain enshrined at Naval Submarine base,
Pearl Harbor, Hawaii.
Specifications
Length 401 feet, 5 1/8 inches
Submerged Displacement 7,800 tons
Submerged Speed Greater than 20 knots
Diving Depth Greater than 400 feet
Crew Compliment 22 Officer, 157 Enlisted
Propulsion Nuclear reactor plant, single propeller
Built by Ingalls Shipbuilding, Pascagoula, Mississippi
Ships
Parche SSN-683 Ingalls San Diego 25 Jun 1968 17 Aug 1974 ? 2003
USS Dolphin (AGSS 555)
USS Dolphin (AGSS 555), homeported at the Naval Research and Development (NRaD)
facility in San Diego, is the Navy's only operational, diesel-electric, deep-diving, research
and development submarine. It can carry scientific payloads of over 12 tons, a
considerably greater capacity than any other deep diving research vessel operating today.
Dolphin can also maintain more extensive onboard laboratory facilities than her deep
submersible counterparts. USS Dolphin is the Navy's deep diving submarine designed to
test advanced submarine structures, sensors, weapons, communications, and machinery
systems. USS DOLPHIN serves as a scientific platform capable of operations at
unprecedented depths greatly exceeding that of any known operational submarine. In
November 1968, she set a depth record for operating submarines that still stands. In
August 1969, she launched a torpedo from the deepest depth that one has ever been fired.
Employed by both Navy and civilian researchers, the submarine is equipped with an
extensive and impressive instrumentation suite that can support multiple missions. Since
the boat's commissioning in 1968, it has amassed a startling record of scientific and
military accomplishments. Shortly after commissioning, Dolphin established an
unmatched world depth record for operating submarines, with a recorded test depth in
excess of 3,000 feet.
Because Dolphin was designed as a test platform, it can be adapted to accept projects
more easily than most operational submarines. A recent example of this modification for
research and development was Dolphin's test run of the Navy's newest sonar system. AS
a result of Dolphin's efforts, this new system will now be retrofitted into the fleet. The
boat can be modified both internally and externally to allow the installation of special
military and civilian research and test equipment. Normally the project's sponsor must
fund these modifications, but the boat allows a variety of researchers to attain
unprecedented flexibility in deep-ocean missions.
Utilizing a large payload (over 12 metric tons) and a highly versatile instrumentation
suite, civilian and Naval activities employ USS DOLPHIN for testing a multitude of
technologically advanced and complex equipment. Presently configured to conduct
extensively deep water acoustic research, oceanic survey work, sensor trials, and
engineering evaluations, USS DOLPHIN operates as a Unit of the U.S. Naval Submarine
Force, U.S. Pacific Fleet, under Commander, Submarine Development Group One.
In over twenty years of operations, USS DOLPHIN has proven most successful in
assessing "the overall Anti-Submarine Warfare (ASW) significance of deep diving
submarines" and exploiting "the limits of present technology in designing for deep
depths." Her operations have been broad based and far reaching, and they include
development of operational concepts and testing of advanced engineering design features,
weapons, launcher and fire control systems, and deep ocean acoustics. Much of this work
is necessarily classified, but examples of USS DOLPHIN's specific achievements are
listed in the following list.
 First successful submarine-to-aircraft optical communications
 Development of a Laser Imaging system of photographic clarity
 Development of an Extreme Low Frequency (ELF) antenna for TRIDENT
 Evaluation of various non-acoustic ASW techniques
 Evaluation of various low probability of interception active sonars
 First submarine launch of a MOSS system
 First successful submarine test of BQS-15 sonar system
 Development of highly accurate (10 cm) towed body position monitoring system
 deepest launching of a torpedo
 Development of a new Obstacle Avoidance Sonar system
 Development of a highly accurate target management system
 Evaluation of a possible "fifth force of nature"
 First successful submarine-to-aircraft two-way laser communication
The USS DOLPHIN has achieved a great deal of success in each of her endeavors and
has many firsts added to her record. She has indeed proved the feasibility of operating
deep in the ocean.
The single most significant technical achievement in the development of the USS
DOLPHIN is the pressure hull itself. It is a constant diameter cylinder, closed at its ends
with hemispherical heads, and utilizes deep frames instead of bulkheads. The entire
design of the pressure hull has been kept as simple as possible to facilitate its use in
structural experiments and trails. Hull openings have been minimized for structural
strength and minimum hull weight, in addition to eliminating possible sources for
flooding casualties.
The USS DOLPHIN 's unique capabilities allow her to conduct independent deep ocean
research missions. She is a unique blend of the lessons learned of the past and the most
advanced technology of the present. The USS DOLPHIN's continuing contributions to
research and development will significantly influence the design of 21st century
submarine sonar, weapon, communications, and engineering systems.
Specifications
Length 165 feet
Beam 18 feet
Submerged
950 tons
Displacement
Propulsion Diesel-electric - Two GM 12-cylinder, 425 HP engines
Power Battery
Operating Depth Greater than 3,000 feet
Submerged Speed 10 knots (short duration), 3-4 knots (sustained)
Scientific Payload 12 tons +
External Mounting
6 port, 6 starboard, forward and aft of sail
Pads
Crew Compliment 5 Officers, 46 Enlisted
Operational Over 15 days (for long deployments, Dolphin can be
Endurance towed at 9-10 knots.)
Ships
Homepo Ordere Commissione Decommission
Name Number Builder
rt d d ed
USS AGSS Portsmout San 10 Aug
17 Aug 1968
Dophin 555 h NSY Diego 1960
NR-1
Naval Research Vessel (NR1), the Navy's smallest and only
research submarine, performs underwater search and recovery,
oceanographic research missions and installation and
maintenance of underwater equipment to a depth of almost half a
mile. NR-1 is a compact, nuclear powered undersea research and
ocean engineering submarine capable of ocean search missions,
such as locating and identifying objects or ships lost at sea, and
recording of ocean topographic and geological features. NR-1
was designed for working near or on the seabed, performing
sample gathering, recovery, implantation of objects on the bottom, or deep ocean repair.
NR-1, the first deep submergence vessel using nuclear power, was launched at Groton on
Jan. 25, 1969, and successfully completed her initial sea trials August 19, 1969.
Homeported at Naval Submarine Base New London CT, NR1 is unique. With a a top
speed of 4 to 6 knots on the surface and never strays far from its support ship. It
maneuvers by four ducted thrusters, two in the front and two in the rear. The vehicle also
has planes mounted on the sail, and a conventional rudder. The NR1 runs on a nuclear-
powered steam-driven turbo-generator.
Its nuclear propulsion provides independence from surface support ships and essentially
unlimited endurance. NR-1 is generally towed to and from remote mission locations by
an accompanying surface tender, which is also capable of conducting research in
conjunction with the submarine. NR1 operates and explores at depths greater than 2,300
feet. NR-1 can travel submerged at approximately four knots for long periods, limited
only by its supplies. It can study and map the ocean bottom, including temperature,
currents, and other information for military, commercial, and scientific uses.
Its features include three viewing ports, exterior lighting and television and still cameras
for color photographic studies. The keys to its underwater research capability are three 4-
inch view-ports on its bottom with nineteen 250-watt gas discharge lights, eight 1000-
watt and two 500-watt incandescent lights. It also sports 16 different low light TV
cameras in various locations. Surface vision is provided through the use of a television
periscope permanently installed on a mast in her sail area.
NR-1 has sophisticated electronics and computers that aid in navigation,

communications, and object location and identification. It can maneuver or hold a steady
position on or close to the seabed or underwater ridges, detect and identify objects at a
considerable distance, and lift objects off the ocean floor. The submarine has no radar for
surface navigation, but does have a very sensitive sonar system. Picking up objects from
the ocean floor is an NR1 specialty. With a hydraulically-powered manipulator arm
attached to its' bow it can pick up objects weighing up to a ton. The manipulator can be
fitted with various gripping and cutting tools and a work basket that can be used in
conjunction with the manipulator to deposit or recover items in the sea. Two retractable
rubber-tired extendible bottoming wheels provide a fixed distance between the keel and
the seabed, so the manipulator can be used.
Because it can remain on the sea floor without resurfacing frequently, NR-1 was a major
tool for searching deep waters. NR-1 remained submerged and on station even when
heavy weather and rough seas hit the area and forced all other search and recovery ships
into port. NR-1's unique capability to remain at one site and completely map or search an
area with a high degree of accuracy has been a valuable asset on several occasions.
Following the loss of the Space Shuttle Challenger in 1986, the NR-1 was used to search
for, identify, and recover critical parts of the Challenger craft. NR-1 conducted many
underwater searches, underwater repair and salvage operations, including the recovery of
critical wreckage from an Air Force F-14 lost off the coast of North Carolina. As part of a
recent survey of Norwegian fjords and harbors, NR-1 discovered the USS O-12 (SS-73),
renamed "NAUTILUS", and 25 other shipwrecks in a 12-hour period. The ship routinely
supports requests for service from both military and scientific customers.
Specifications
Length overall 145 ft 9-7/16 in. (44.4 m)
Pressure hull length 96 ft 1 in. (29.3 m)
Diameter 12 ft 6 in. (3.8 m)
Maximum beam (at 15 ft 10 in (4.8 m)
stern stabilizers)
Maximum
15 ft 1 in. (4.6 m)
navigational draft
BOX keel depth
4 ft O in. (1.2 m)
(below base-line)
Power Plant One nuclear reactor
one turbo-alternator
Two motors (external)
two propellers
Four ducted thrusters (two horizontal, two vertical)
Design operating
2375 ft (725 m)
depth
Displacement
366 long tons, 409.92 short tons
submerged
Speed, 4.5/3.5 knots
surfaced/submerged
Mean Draft 15 ft 3/4 in. (4.6 m)
Crew 2 officer, 3 enlisted, 2 scientists
Endurance 210 man-days (nominal)
330 man-days (maximum)
Ships
Electric
NR-1 NR-1
Boat
Deep Submergence Vehicles
The Navy's Submarine Development Squadron 5 [formerly Submarine Development
Group 1] operates several Deep Submergence Vehicles capable of deep ocean floor
salvage work, and retrieval and emplacement of material of interest to the intelligence
community. These vessels are all part of the single DSV class, although there are
substantial differences in configuration between individual submersibles.
Although there had been attempts since antiquity to work underwater, humans had never
been able to penetrate very far into the depths until the 1930s, when William Beebe, an
American ichthyologist, succeeded in reaching a depth of 1,000 meters in his
"bathysphere" ("bathy" = deep).
The bathyscaphe ("bathy" = deep, "scaphe" = ship) Trieste was built in 1953 at Naples,
Italy, by the Swiss scientist Auguste Piccard. The Trieste, essentially a steel sphere
attached to large float filled with aviation petrol for buoyancy, lacked manipulators or
samplers, and it was quite large and not very maneuverable. But it allowed unprecedented
observations from the water surface down to the benthos (organisms that live on or in the
ocean bottom) and provided a tantalizing glimpse of future discoveries. After several
years of operations in the Mediterranean, she was purchased by the US Navy in 1958,
under the sponsorship of Office of Naval Research. Transported to San Diego CA she
conducted tests in the Pacific during the next several years. In October 1959, after being
fitted with a stronger pressure sphere, Trieste was transported to the mid-Pacific to
participate in Project "Nekton", in which she conducted a series of very deep dives in the
Marianas Trench. On 27 January 1960 the Trieste took two men to a depth of 35,800 ft ft
(10,910 meters) -- the deepest spot in the ocean -- in the Mariana Trench near Guam. It
took 5 hours to fall 7 miles, and when the explorers reached the bottom they stayed 20
minutes. No one has been able to come near that depth since then. At this depth, the
pressure is over 8 tons per square inch. In 1963, she went to the Atlantic to search for the
lost submarine USS Thresher (SSN-593). In August 1963, Trieste found Thresher's
remains off New England, 1400 fathoms below the surface. The bathyscaphe was retired
soon after that, and some of her components were used in the newly constructed Trieste
II. Trieste is currently on display at the Washington Navy Yard museum.
When the submarine Thresher was lost, a committee established under Admiral Stephan
[the oceanographer of the Navy] to assess the implications of the accident concluded that
the Navy did not have the operational assets to conduct missions in the deep sea. To
rectify this deficiency the Deep Submergence Systems Project, initially assigned to the
Special Projects Office responsibile for developing the Polaris Fleet Ballistic Missile
System, was established to develop deep ocean capabilities. Subsequently other
associated development programs were assigned to the Deep Submergence Systems
Project office, including the development of the NR-1 nuclear powered research
submarine. The intelligence community also established Deep Submergence development
requirements.
A decision was made to build a second bathyscaphe, Trieste II, with the original Trieste
assigned to the Deep Submergence Systems Project to test equipment that would be
employed on other deep submergence systems. The new Trieste II, built at the Mare
Island Naval Shipyard in September 1965, was a more sophisticated craft capable of
clandestine operations in the deep ocean. When the Scorpion was lost, the previously
unacknowledged Trieste II was used by the Navy to carry out the investigation. In June
1971 Trieste II was designated Deep Submergence Vehicle [DSV-1], and in May 1984
she was assigned to Submarine Development Group 1. She was moved to the Keyport
Naval Undersea Warfare Center in 1985.
The subsequent development of occupied research submersibles focused on systems

allowing access to undersea depths of up to 6,000 meters (20,000 ft). The ambient
pressure at these depths is over 4 tons per square inch, of order the same pressure that
structural engineers must deal with in designing mechanical support systems for
skyscrapers. Although the design of a simple structural items may be straightforward in
principle, in practice they may fail due to changes in tolerance or material deformation
due to such ambient pressures. Most submersibles have much shallower diving
capabilities (300 meters to 3,000 meters). Of the vehicles in the Navy inventory (or
operated by academic contractors for the Navy), the nuclear-powered NR-1 is rated at
only 3,000 feet, and the DSRVs (Deep Submergence Rescue Vehicles) Mystic (DSRV-1)
and Avalon (DSRV-2) are rated to only 5,000 feet.
In 1962 the Office of Naval Research (ONR) and Woods Hole Oceanographic Institution
(WHOI) began work on a more maneuverable submersible capable of operating at depths
greater than 6,000 feet. Three 6-foot diameter HY-100 steel spheres were fabricated, and
on 05 June 1964 the DSV-2 Alvin was commissioned. The sub proved its worth in 1966
by assisting in the search for and recovery of a US hydrogen bomb accidently lost in 780
meters of water off the coast of Spain. The three-place submersible Alvin", operated by
Woods Hole Oceanographic Institution (in Massachussetts) for the Office of Naval
Research, has four viewing ports, video and still cameras, one six function and one seven
function manipulator, scanning sonar, and can be fitted with a variety of other specialized
equipment. Since 1971 Alvin has been "loaned" by the Navy to Woods Hole. During a
1972-1973 overhaul, a new titanium personnel sphere was installed in Alvin to double the
sub's depth capability to 3,658 meters (12,000 feet). Maximum operating depth was 4,000
m (13,100 fsw), but after a prolonged effort, in 1994 the US Navy approved an increase
of Alvin's operating depth from 4 000 meters to 4500 meters. This depth increase results
in about 25% more of the ocean floor within reach of Alvin, about 86% of the ocean
basins. By 1994, the 30th year of operation, none of the original Alvin remained in use,
since every component of the original vehicle had been replaced over the years, including
the frame and pressure hull.
The other two spheres originally fabricated for the Alvin were later used for the Navy's
Turtle (DSV-3) and her sister ship Sea Cliff (DSV-4), built to a design similar to the
Alvin. Turtle has video and still cameras, two six-function hydraulic manipulators, and
four large view ports. Sea Cliff has two 7-function hydraulically operated manipulator
arms, three 11-cm view ports, and video and still camera systems. While the Turtle is
rated at 10,000 foot operating depth, Sea Cliff had her original HY-100 steel crew sphere
replaced in 1983 with a titanium sphere capable of 20,000 foot operations. Sea Cliff
reached this depth for the first time in March 1985, during a dive in the Middle America
Trench off the Pacific coast of Central America. This increase of 1500 meters over
Alvin's limits provides access to 37% more of the sea floor.
All three of these DSVs are constructed of a fiberglass hull over the metal crew sphere,
batteries and electric motors. The craft have television and still cameras, external lights,
short-range sonars, and hydraulic remote-control manipulators. Alvin weighs 16 tons,
Turtle weighs 21 tons, Sea Cliff weighs 29 tons. These DSVs have an endurance of 8
hours at 1 knot, or 1 hour at 2.5 knots. Due to their limited range and endurance, their
mother ship should be certain to remain in the vicinity.
Alvin's normal support ship is Woods Hole's Atlantis II, although she has on occasion
been transported by appropriately equipped Navy Landing Ship Dock (LSD) vessels.
Turtle and Sea Cliff have also been based from LSDs, or, more commonly, from Navy
oceanographic vessels. Any of the three can be transported by C-5 aircraft, although such
deployments are now uncommon.
Many submersibles control in-water trim by shifting mercury between chambers at either
end of the vehicle. Mercury is also corrosive to aluminum, extremely toxic, requires
extraordinary measures to prevent spills, and is difficult to clean up when a spill occurs.
The Battelle "tungsten ball trim system" is the replacement trim system for Sea Cliff and
Turtle. In this system sintered tungsten balls are the weight medium, stored in two
stainless steel tubing coils at either end of the vehicle which are connected by a transfer
line. Hydraulic fluid moves the balls through the tubing by means of slip flow past each
ball, and plastic balls on either end of the daisy chain of tungsten balls provide a filler in
the transfer tube when all the weight is shifted one way or the other.
Since the end of the Cold War the submersibles Sea Cliff and Turtle and ROV ATV have
been available for limited academic research through a cooperative arrangement between
NOAA and the US Navy's Submarine Development Squadron Five in San Diego CA.
These vehicles have expanded opportunities for peer-reviewed deep submergence
research off the US west coast. Sea Cliff and ATV have provided the science community
with some additional access to the deep sea and permitted observations to depths
approaching 6000 meters, a depth range otherwise only available by using ROV Jason or
the other tethered vehicles of the National Deep Submergence Facility. This increase of
1500 meters over Alvin's limits provides access to 37% more of the sea floor, which
represents an area that is greater than 90% of the surface area presently exposed on the
continents.
Following the Navy's decision to decommission Sea Cliff, NAVSEA requested Woods
Hole Oceanographic Institution (WHOI) to provide a technical assessment and costing of
how to best integrate Sea Cliff into the National Deep Submergence Facility. Perhaps the
most serious and biggest impediment to integrating Sea Cliff into the US deep
submergence program is the lack of an adequate and stable funding base.
With the advent of remotely operated and autonomous vehicles over the last decade, the
crewed submersible's utility has declined, and Turtle and Sea Cliff have been retired.
According to the Naval Vessel Register, the somewhat puzzling "DSV-5" remains in
service, but the fact of the existence of this vehicle is not widely attested and details
remain entirely obscure.
Specifications
Power Plant Five hydraulic thrusters: 3 forward-aft, 2 lift, 1 rudder
Lead-acid batteries, 36 KWH usable, 12/26 VDC, 110
VAC
Length 23 feet - DSV-2
26 feet - DSV-3 & 4
Beam 8 feet, 6 inches
Displacement
30 tons - DSV-4
Speed 1 - 2.5 knots
Depth 4,500 meters (14,500 fsw) - DSV-2
3,050 meters (10,000 fsw) - DSV-3
6,100 meters (20,000 fsw) - DSV-4
Range 6 miles
Dive Duration 6-10 hours
Crew 3
Ships
Numbe Ordere Commissione Decommissione
r d d d
Trieste I 1953
Trieste
DSV-1 Mare Island Keyport 01 Jun 1964 ?~ 1985
II
General Woods
Alvin DSV-2 05 Jun 1964 01 Jun 1971
Mills Hole
Electric
Turtle DSV-3 San Diego 01 Jun 1970 01 Oct 1997
Boat
Sea Electric
DSV-4 01 Jun 1970 01 Aug 1998
Cliff Boat
DSV-5 01 Jun 1970
AN/SPQ-11 COBRA JUDY
The Cobra Judy radar is a ship-based radar program
based on the US Naval Ship Observation Island [T-
AGM-23]. COBRA JUDY operates from Pearl Harbor
and is designed to detect, track and collect intelligence
data on US. Russian, and other strategic ballistic missile
tests over the Pacific Ocean
The AN/SPQ-11 shipborne phased array radar is

designed to detect and track ICBM's launched by Russia
in their west-to-east missile range. The Cobra Judy operates in the the 2900-3100 MHz
band. The octagonal S-band array, composed of 12 288 antenna elements, forms a large
octagonal structure approximately 7 m in diameter. and is integrated into a mechanically
rotated steel turret. The entire system weighs about 250 tonnes, stands over forty feet
high.
In 1985 Raytheon installed an 9-GHz X-band radar, using a parabolic dish antenna to
complement the S-band phased array system. The five story X-band dish antenna is
installed aft of the ship's funnel and forward of the phased array. The X-band upgrade
was intended to improve the system's ability to collect intelligence data on the terminal
phase of ballistic missile tests, since operation in X-band offers a better degree of
resolution and target separation.
The S-Band and X-Band radars are used to verify treaty compliance and provide support
to missile development tests by the Ballistic Missile Defense Organization. The radars
are also being used for research and development work in areas not accessible to ground-
based sensors.
The ship is operated by Military Sealift Command for the U.S. Air Force Technical
Applications Center at Patrick Air Force Base, Florida. Electronic Systems Center
provides sustainment while an AIA detachment at Patrick AFB, Fla. oversees daily
operation.
USNS Observation Island is a converted merchant ship, modified first as a fleet ballistic
missile test launch platform, then as a missile tracking platform. USNS Observation
Island operates worldwide, monitoring foreign missile tests for the Air Force Intelligence
command. The Military Sealift Command operates ships manned by civilian crews and
under the command of a civilian master. These ships, indicated by the blue and gold
bands on their stack, are "United States Naval Ships" vice "United States Ships" as is the
case of commissioned ships.
U.S.S. Observation Island began her career as the SS Empire State Mariner. Her keel was
laid on 15 September, 1952, at New York Shipbuilding Corporation, Camden, New
Jersey. Following a short career as a Merchant Vessel she was placed in the Maritime
Reserve Fleet. ON 10 September, 1956, the vessel was transferred to the Navy for use as
the sea going facility for test and evaluation of the Fleet Ballistic Missile Weapons
System.
The ship was commissioned as USS Observation Island (EAG-154) on December 1958.
During conversion, extensive changes were made to the superstructure and holds to
accommodate the installation of the first compete Fleet Ballistic Missile (FBM) Weapons
System. From commissioning, until 27 August 1959, the efforts of the officers and men
were directed towards the first at sea launch of Polaris Missile. The first launching of a
Polaris test missile at sea was successfully conducted from the deck of the USS
Observation Island about seven missiles off Cape Canaveral in September 1959.
Following this milestone and the subsequent firing of other Polaris Missiles, the ship
began supporting Polairs launchings from the FBM submarines; USS George Washington
(SSBN 598) being the first. On 15 December 1960, Observation Island was awarded the
Navy Unit Commendation for its performance during the first Polaris launches at sea. On
1 March, 1961 the ship successfully launched the new A2 Polaris Missile and on 23
October supported the first successful launch of the new A2 Polaris from an FBM
Submarine, the USS Ethan Allen (SSBN 608).
During November and December 1961, Observation Island played the new role of survey
ship on the Atlantic Missile Range. In January the ship returned to Norfolk Naval
Shipyard for further modification in preparation for firing the new A3 Polaris and upon
return to Port Canaveral in March 1962, rsumed her role as FBM submarine support ship
which continued throught the summer. September and October of 1962 found
Observation Island firing A2 Polaris Missiles on the Atlantic Missile Range. In late
October, the ship departed for Hawaii via the Panama Canal for similar launches on the
Pacific Missile Range. Meanwhile the role of submarine support was taken over by
Destroyers mounting communications and telemetry equipment in portable vans. Up intil
this time, every Polaris submarine had been supported by the Observation Island.
Observation Island departed Pearl Harbor in early December and arrived in Port
Canaveral before Christmas. From late April until early June 1963, Obsrvation Island was
expanding her role in oceanagraphic survey in ocean areas of the Atlantic Missile Range.
Upon return from survey operations, on 17 June 1963, Observation Island made the first
successful at sea launch of the new A3 Polaris Missile. Immediately after firing a second
successful A3 Polaris on 21 June, Observation Island proceeded to Norfolk Naval
Shipyard for further modifications. The ship returned to Port Canaveral in late August
1963, and supported FBM submarine launches including the first submerged launch of an
A3 Polaris missile by the USS Andrew Jackson (SSBN 619) in October. On November
16, 1963, Observation Island was host ship to the late President Kennedy when he came
aboard to observe a Polaris A2 launch at sea form the submerged submarine, USS
Andrew Jackson. During the winter of 1963 the ship continued to support Polaris
launchings from submarines as well as making several launchings from her own decks.
In March 1964 the ship departed Port Canaveral for launch and support operations in the
Pacific Missile Range. In early June the ship returned to her home port, after a brief port
visit in Acupulco, Mexico. The months from June to October 1964 again found the
Observation Island in her familiar role as FBM submarine launching support ship,
operating from Port Canaveral. On 14 October 1964 the ship departed her home port for
operations in support of the Pacific Missile Range. Liberty ports during this deployment
included Pearl Harbor, Hawaii and Hong Kong. The deployment ended with the arrival of
the ship in Port Canaveral on 9 April 1965. The ship returned to the Norfolk Naval
Shipyard in the summer of 1965 for a shipyard availability period of approximately two
months. Following this overhaul period she returned to daily support operations out of
Port Canaveral for FBM submarines and survey work in the Atlantic Missile Range.
The vessel was converted at Norfolk Naval Shipyard, and in reserve from September
1972. On Aug. 18, 1977, Observation Island was reacquired by the U.S. Navy from the
Maritime Administration and transferred to Military Sealift Command and reclassified as
T-AGM 23.
On 14 May 1999 Raytheon Support Services, Burlington, Mass., was awarded an

$11,824,227 firm-fixed-price contract to provide for operation and maintenance from
May 14, 1999, through May 13, 2000, of the Cobra Judy and Cobra Gemini radar
systems deployed on the USNS Observation Island and the USNS Invincible,
respectively. There were four firms solicited and three proposals received. Expected
contract completion date is May 13, 2000. Solicitation issue date was Oct. 20, 1998.
Negotiation completion date was May 13, 1999. The 668th Logistics Squadron, Kelly
AFB, Texas, is the contracting activity.
General Characteristics, USNS Observation Island
Builder: New York Shipbuilding
Conversion: Maryland Shipbuilding and Drydock Company
Power Plant: Two boilers, geared turbines, single shaft, 19,250 shaft horsepower
Length: 564 feet (172 meters)
Beam: 76 feet (23 meters)
Displacement: 17,015 tons (15,468 metric tons)
Speed: 20 kts (23 mph, 37 kph)
Ship:
USNS Observation Island (T-AGM 23)
Crew: 143 civilians
Surveillance Towed-Array Sensor System
(SURTASS)
The Surveillance Towed Array Sensor System
(SURTASS) is an element of the Integrated
Undersea Surveillance System, providing mobile
detection, tracking, and reporting of submarine
contacts at long range. SURTASS was developed
and deployed in the early 1980s as the mobile,
tactical arm of the IUSS, providing long range
detection and cuing for tactical weapons platforms
against both diesel and nuclear powered
submarines. With the SOSUS Arrays being placed in a standby status (data available but
not continuously monitored), SURTASS must provide the undersea surveillance
necessary to support regional conflicts and sea lane protection.
Ocean Surveillance Ships conduct submarine hunting patrols and counter drug missions.
Ships on Submarine hunting duty employ a towed sonar array. Data is transmitted from
the ship to an acoustic processing site ashore via satellite. Stalwart class ships were
designed to search for foreign submarines. Several have since been assigned as drug
interdiction forces. Victorious class ships are built on a Small Waterplane Twin Hull
(SWATH) design for stability at low speeds and in rough waters.
Existing baseline SURTASS suites on monohull-hull T-AGOS ships are being

deactivated and T-AGOS 19 and 23 class vessels will replace them. The new vessels
feature a small water-plane area twin hull (SWATH) design which provides quieting to
enhance performance of the reduced diameter array and greater stability in high sea states
for the LFA source array. T-AGOS 23 class ships are larger than T-AGOS 19 ships in
order to handle the larger and heavier equipment for the LFA system. Original
procurement was projected for up to five T-AGOS 23 class ships; the current program is
in flux, but will certainly be more modest, due to extensive delays by shipyard problems
with construction of the $60,000,000 lead ship whose delivery has slipped to the end of
1998. The SURTASS block upgrade will back-fit into T-AGOS 19 (currently with a
baseline system) and will be the sensor suite (passive receive only) for T-AGOS 20
through 22. Eventually T-AGOS 19 through 22 will also have a capability to receive and
process bistatic LFA signals.
The current, or baseline, sensor is a long array of hydrophones towed by a dedicated non-
combatant ship designated T-AGOS. There are two upgrades.
 The SURTASS Block Upgrade expands the capabilities of this towed array
passive acoustic data collection and analysis system installed on T-AGOS
Monohull and SWATH-P ships. The block upgrade improves the passive-only
sensor with advancements against quiet threats including improved sensitivity and
signal processing and use of a reduced diameter hydrophone array. The upgrade
adds the Reduced Diameter Array (RDA) and a Commercial-Off-The-Shelf
(COTS) processing system to provide increased detection capability, more
flexible and higher resolution spectrum analysis, and improved target bearing. A
communication upgrade will provide additional UHF SATCOM voice and data
connectivity between T-AGOS and tactical platforms.
 SURTASS Low Frequency Active (LFA) is the active adjunct to this towed array.
The low frequency active (LFA) upgrade is a long-range active sonar designed to
detect even quieter threats in the future. The LFA system includes a large source
array for active transmissions and the array of the block upgrade as a separate
receiver. In its final configuration, SURTASS LFA will include the block
upgrade. LFA adds an active transmit array and handling system, power
amplification and control systems, an active signal processing and display receive
system, and an environmental analysis system to the SURTASS Upgrade. A
prototype LFA system has been installed on a leased commercial vessel, Cory
Chouest, and operated as an interim fleet LFA asset pending delivery of the T-
AGOS-23/SWATH-A, which will be equipped with LFA. New smaller active-
source technologies are also under investigation for potential applications in a
Compact LFA (CLFA) system suitable for backfitting into existing SURTASS
ships. These upgrades provide improved shallow-water operational capability in
support of littoral warfare. Open system architecture provides expandability and
flexibility while lowering procurement and life cycle costs.
The SURTASS Block Upgrade has been installed on four SWATH-P T-AGOS ships and
two Monohull T-AGOS. The remaining monohull received the Block Upgrade in FY
1997-1998.
Other SURTASS development efforts include: twin-line array processing, improved

detection and classification/passive automation to counter quieter threats; additional
signal processing and bi-static active capability; integrated active and passive operations;
improved Battle Group support; and improved information processing.
SURTASS has experienced recent passive and active success against diesel submarines
operating in shallow water. A prototype twin-line SURTASS array was tested during
1996 in a variety of locations around the world, with positive results. It is far superior to
any other shallow-water passive towed-array system. SURTASS processing is being
transferred to the AN/SQQ-89 towed-array sonar system to provide an immediate
increase in detection capability without the need to modify or procure additional wet-end
hardware. The minimum fleet requirement of eight SURTASS ships is funded through
the FYDP.
Functional improvements are delivered to the Fleet in software "Builds". Build #1 (FY
95) includes source-set formulation and analysis tools, automated line trackers and
nuclear source auto- detector. Build #2 (FY 96) includes wideband energy trackers,
wideband/narrowband feature association, and diesel Full Spectrum Processing (FSP).
Build #3 (FY 97) includes automated localization and tracking, diesel automated
detection and twin-line integration.
SURTASS is a non-military program staffed by civilian "operations personnel"

contracted to SPAWAR, who operate and maintain the mission equipment under the
operational command of Commander Undersea Surveillance (CUS). The SURTASS
equipment is primarily deployed in Auxiliary Oceanographic Survey ships (T-AGOS)
that are staffed by civilian mariners under contract to the Military Sealift Command
(MSC). The Military Sealift Command operates ships manned by civilian crews and
under the command of a civilian master. These ships, indicated by the blue and gold
bands on their stack, are "United States Naval Ships" vice "United States Ships" as is the
case of commissioned ships.
SURTASS is comprised of a worldwide network of ship and shore systems designed to

do undersea surveillance. This complex network of mission dedicated equipment and
systems routinely requires replenishment, upkeep, maintenance, and service to be
accomplished by IOSC resident personnel. To this end, several "remote" facilities have
been established to provide "bases" of operation in support of the SURTASS mission.
Although operations are based in Norfolk Virginia, SURTASS routinely operates from
ports in Glasgow Scotland, Rota Spain, Yokohama Japan, Pearl Harbor Hawaii, Port
Huneme California, and many other ports of opportunity. SURTASS's Pacific operations
are coordinated from the IUSS Operations Support Detachment (IOSD) located at the
facility within NRaD Activity, Pacific in Pearl City, Hawaii. SURTASS is greatly
reducing costs by consolidating logistics support, using Non-Developmental Items and
commercial hardware, and increasing operator efficiency through computer aided
detection and classification processing.
General Characteristics, Stalwart Class
Builder: Tacoma Boatbuilding, Tacoma, Wash.
Power Plant: Diesel-electric, twin shaft, 1,600 shaft
horsepower.
Speed: 11 kts (12.7 mph, 20 kph)
Ship:
USNS Stalwart (T-AGOS 1)
USNS Indomitable (T-AGOS 7)
USNS Prevail (T-AGOS 8)
USNS Assertive (T-AGOS 9)
USNS Bold (T-AGOS 12)
USNS Capable (T-AGOS 16)
Crew: 18 civilians and 15 Navy personnel
General Characteristics, Victorious Class
Builder: McDermott Marine, Morgan City, Lou.

Power Plant: Diesel electric, twin shaft, 1,600 shaft
horsepower
Speed: 16 kts (18.4 mph, 29.6 kph)
Ship:
USNS Victorious (T-AGOS 19)
USNS Able (T-AGOS 20)
USNS Effective (T-AGOS 21)
USNS Loyal (T-AGOS 22)
General Characteristics, Impeccable Class
Builder: American SB, Tampa, FL; and Halter Marine,

Gulfport, MS.
Power Plant:4 Diesel electric, twin shaft, 5,000 shaft
horsepower
Length:281.5 feet (86.6 meters)
Beam: 95.75 feet (29.6 meters)
Displacement:5,362 tons (4,875 metric tons)
Speed: 12 kts ( 14 mph, 22 kph)
Ship:
USNS Impeccable (T-AGOS 23)
USNS ______ (T-AGOS 24)
USNS ______ (T-AGOS 25)
USNS ______ (T-AGOS 26)
USNS ______ (T-AGOS 27)
COBRA GEMINI
Electronic Systems Center is developing a program that will result
in what is believed to be the first dual-band, sea- and land-based
radar system. The Cobra Gemini program will acquire three X-
and S-band radar systems that can detect, acquire, track and
collect both high-precision metric and signature data on targets of
interest. CG is designed to be transportable and capable of
operating anywhere in the world in either a land or sea-based
mode. This program is included with other funding in Program
Element 31315.
Properly deployed ship-based radars with ranges of about 2000 km can provide a
forward-based radar missile defense interceptor commit function against many of the
potential threats to the US. These radars can remain silent until cued by DSP or SBIRS-
High. Because they would be difficult to target due to mobility and unknown location of
ships, they would add robustness against defense suppression attacks, particularly before
SBIRS-Low is available. Sea-based radars could be added to the NMD architecture to
provide robustness against certain defense suppression attacks before SBIRS-Low is
available, and in some scenarios, to provide an earlier interceptor commit. Two such
radars could be procured, installed on existing ships, and integrated with NMD BM/C3
for a total cost of less than $0.5B. O&S costs for the ships would total about $0.03B/year.
The system, also known as STEEL TRAP, will use a two frequency dish-based radar that
will serve a dual role. The primary mission of CG is to support the Central Measurement
and Signatures Intelligence (MASINT) Office (CMO) requirement for ballistic missile
data collection. CG will be capable of detecting, acquiring, tracking, and collecting both
high precision metric and signature data on tactical ballistic missile launches, but it can
also lend support to future military operations, since metric data can provide launch and
impact point estimates as well as basic missile trajectory.
Although phased-array technology may provide better surveillance and track resolution,
cost considerations dictated the use of a dish system in the Prototype.
Tracking is performed at S-band. The X-Band frequency, essential for signature data
collection and for supporting the wide bandwidth imaging requirement, is not well-suited
for initial target acquisition or tracking complexes which have significant spatial
separation. At S-Band, the area of the beam is ten times greater than at X-Band and
results in an excellent acquisition and tracking capability. X-band monopulse is not being
considered due to cost and complications to feed and receiver design.
The maximum range window to be covered in bow-tie search mode is 1200 km. In the
nominal mission scenario this window will extend from 300 km range to 1500 km range
with 1 second dwell [1 second of noncoherent integration].
The original program concept called for
one prototype system and two production
radar systems. The first prototype system
was designed and built by MIT/LL under
contract to ESC, with the remaining two
(2) systems to be built by industry via a
competitive follow-on production contract.
An option in the contract could fund up to
10 of the radar systems. Because of
funding limitations, the original plan to
have a follow-on production contract for
two additional CG radar systems has been
postponed indefinitely.
An acquisition team composed of Electronic Systems Center, MIT Lincoln Laboratory

and the MITRE Corporation will develop and fabricate a prototype system. The MITRE
Corporation will work closely with MIT/LL to accomplish technology transfer by
capturing hardware and software information and code in industry-standard,
commercially available electronic engineering environments to maximize the usefulness
of the MIT/LL design to the industry follow-on system(s). The MIT/LL prototype
contract commenced in Feb 96, and was a two year effort(followed by an extensive nine
month testing period). The MIT/LL contract commenced in Feb 96, and will be a two
year effort (followed by an extensive testing period). The major milestones are as follow:
Feb 96, CG Development Effort Begins; Jul 97, MIT/LL moves radar to Westford, MA;
Aug 97, MIT/LL starts testing at Westford, MA; Jan 98, Satellite Track Test at Westford,
MA; Apr 98, Complete Ground-Based D/OT&E (Site TBD); Oct 98, Start Ship-Based
D/OT&E; Jan 99, Ship-Based FOC.
After prototype development, a competitive production contract was to be awarded in

1998 to build two more systems and complete integration of a second U.S. Military
Sealift Command modified oceanographic survey ship. The 224-foot-long T-AGOS ships
were formerly used by the Navy in a sensor array mission. Testing of the ground-based
prototype is expected to be complete by mid-1998 and aboard ship by early 1999. Total
weight for the shipboard COBRA GEMINI system is approximately 50,000 kg.
The three radar systems in the initial contract were to each be sea- or shore-capable and
air-transportable aboard U.S. military cargo planes. The system equipment is housed in
environmentally controlled containers and can be mounted/dismounted from
appropriately prepared and supported sea-going vessels. It can also be operated from
appropriately prepared and supported land sites. The system is intended to be used to
detect launches of 'rest of world' missiles in the Scud class. Cobra Gemini is not a
replacement for Cobra Judy, ESC's other shipboard program. Cobra Judy looks for
intercontinental ballistic missiles and Cobra Gemini will look for 'rest of world' missiles
On 14 May 1999 Raytheon Support Services, Burlington, Mass., was awarded an

$11,824,227 firm-fixed-price contract to provide for operation and maintenance from
May 14, 1999, through May 13, 2000, of the Cobra Judy and Cobra Gemini radar
systems deployed on the USNS Observation Island and the USNS Invincible (T-AGOS
10), respectively. There were four firms solicited and three proposals received. Expected
contract completion date is May 13, 2000. Solicitation issue date was Oct. 20, 1998.
Negotiation completion date was May 13, 1999. The 668th Logistics Squadron, Kelly
AFB, Texas, is the contracting activity.
Cable Repair Ship - T-ARC
The Cable Repair Ship performs maintenance
on the Sound Surveillance System (SOSUS)
which is a network of strategically placed
sonar sensors that provide early warning of
submarines. The T-ARC class is capable of
laying and retrieving deep water acoustic
cables, and is also capable of supporting
oceanographic research.
USNS Zeus is the only active Cable Repair Ship in the U.S. Navy. ZEUS is the first
multi-mission cable ship designed and built by the U.S. Navy specifically as a cable ship.
It incorporates advanced propulsion features, centralized integrated displays for
monitoring ship and cable machinery parameters and functions, passive flume
stabilization, better maneuverability and cable handling capabilities at both bow and
stern, and survey equipment designed to combine high performance and versatility with
minimal maintenance.
Main propulsion is diesel-electric (5 GM diesels), rated horse power is 10,000 (5,000 to

each of two shafts), 5 main generators (GE), and 4 motor generators. ZEUS combines the
main propulsion system with bow and stern-mounted tunnel thrusters in an integrated
control system which provides the precise trackkeeping and position holding capabilities
required for cable laying and repair, array laying operations, projector towing, acoustic
surveys, and other mission tasks. Application of roll dampening techniques enable the
ship to provide a stable platform for safe cable operations at slow speeds up to the
maximum permissible sea states specified for each mission.
The Military Sealift Command operates ships manned by civilian crews and under the
command of a civilian master. These ships, indicated by the blue and gold bands on their
stack, are "United States Naval Ships" vice "United States Ships" as is the case of
commissioned ships.
USNS ZEUS is fitted with a wide array of cable handling equipment including 5 cable
tanks, cable transporters, DO-HB tension machines, self fleeting cable drums,
overboarding sheaves, and dynamometer cable fairleader. The secondary mission of the
USNS ZEUS is Oceanographic Survey. USNS ZEUS is fitted with both single beam and
multi-beam (SIMRAD EM 121) sonars for bottom profiling and can deploy towed
sidescan sonars and camera sleds. CTD systems and deployed Acoustic Measurement
Buoys (AMB) and Environmental Measurement Buoys (EMB) provide data
measurement of the ocean environment.
In a major initiative to harden deployed systems, the USNS ZEUS will be fitted with a
Heavy Overboarding System (HOS). The HOS is a 32.5 metric ton A-frame designed and
built by Soil Machine Dynamics, Ltd.. This system is designed to handle and deploy the
CRS I & II, free swimming Remotely Operated Vehicles (ROVs), the Sea Tractor, a
bottom crawler, and the Sea Plow.
General Characteristics, USNS Zeus

National Steel &
Shipbuilder
Shipbuilding
Year 1984/San Diego,
completed/Location CA
LOA 513'02"
Breadth (max) 73'
Draft (max) 25'11 3/4"
Nav Draft 27'9 3/4"
Displacement, FL
14,335
(tons)
Displacement, LL (tons) 8,600
Max HT above keel 112'
Max Speed 15kts
Endurance 10,000 nm
88 civilian and 6
Crew: military and 30
technical
Cable Repair Systems (CRS I & II)

The Cable Repair Systems (CRS I & II) are free swimming, remotely operated vehicles.
They are controled through a fiber optic umbilical to a Tether Management System
(TMS). A neutrally bouyant tether allows the CRS to operate freely within a 600 foot
radius of the TMS. In addition to the installed control and navigation systems, the CRSs
are fitted with jetting skids to assist in trenching and cable burial. The systems are
mission portable. They can be airlifted and deployed from vessels as small as ocean tugs.
Specifications:
 MODEL: CRS, based on HYDRA AT 1850

 SERIAL #: CRS I and CRS II
 MANUFACTURER: Oceaneering International, Inc.
 OPERATING DEPTH: 6000 feet
 DIMENSIONS (LxWxH) (FT) 10 x 6 x 6
 TETHER MANAGEMENT ASSEMBLY (LxWxH):10 x
5x6
 WEIGHT IN AIR: Vehicle - 9000 lbs (13000 lbs w/TMS
& Jetter)
 SPEED: Max Operating Current 5 kts
 STRUCTURE: Syntactic foam atop an open frame of
t6061 aluminum members. Stainless steel fixtures.
 BUOYANCY CONTROL: Vehicle is positively buoyant.
Depth is controlled by thrusters. Payload: 91kg
 POWER REQUIREMENTS: 460VAC, 3-phase, 60hz
 PROPULSION: Six hydraulic thrusters, two
forward/reverse, two vertical, two lateral. Forward thrust:
154kg: reverse thrust: 111kg.
 INSTRUMENTATION: Vehicle: Two TV cameras
(Osprey OE1323 SIT B &W or OE1361 color video) on
pan/tilt device. Scanning sonar (Mesotech Model 971).
Manipulators ((2) 7 function Magnum 1000, spacially
correspondant). Depth sensor (Ametek 258). TMA: TV
camera (Osprey CCD OE1360A) on pan/tilt device, five
250W lights (Remote Ocean Systems QL3000). Tools:
Jetting Skid; Shear cutters for wire rope and soft line;
wire gripper.
 NAVIGATION: Fluxgate magnetic compass: ORE Track
Point II or Nautronics acoustic tracking system.
 SHIPBOARD COMPONENTS: Control console,
hydraulic power unit, surface handling system
(DYNACON).
 OPERATING/MAINTENANCE CREW:Varies
 REMARKS: The US Navy ROV systems are optimized
for under sea cable repair and burial.
Sea Tractor
The Sea Tractor is a 250 HP underwater system for the burial of cable in a wide range of
bottom conditions using a dedicated set of cable burial tools. The Sea Tractor System is
designed to be launched and recovered from the beach, from the deck of a dedicated ship
using the Heavy Overboarding System (HOS), or from a suitable vehicle of opportunity
(VOO) with an adequate handling system. The Sea Tractor is designed to perform the
following tasks: (1) Locate and track cable, (2) Visually inspect cable, (3) Bury cable in a
variety of soil conditions, (4) Bury in-line repeaters, (5) Assist in cable retrieval, (6) Cut
or move cable.
Specifications:
 MODEL: Sea Tractor Mk I Mod 0

 MANUFACTURER: Oceaneering Technologies Inc
 OPERATING DEPTH: 4900 feet
 DIMENSIONS (LxWxH)(FT): 11 x 17 x16
 WEIGHT IN AIR: Vehicle - 37,500,
 SPEED: Max Surface - 3000 m/hr
 STRUCTURE: Steel pontoon/track system by
Quality Engineering. Steel Frame. Manipulator arm,
composed of a seven function modified HIAB
Model 80 Seacrane, with a lift rating of 9000 lbs at
1.8m and 2380 lbs at 7m.
 BUOYANCY CONTROL: Track foot print supports
operations in 14 kpa soil. Payload: 8,800-13,200 lb
 POWER REQUIREMENTS: 460VAC, 3-phase,
60hz
 PROPULSION: Two 125 hp Sunstar/Rexroth
hydraulic power units driving two 40 hp hydraulic
motors for tracks and two Hydrovision Curvetech
HS300 thrusters for rotation in the water column.
 TOOLS/INSTRUMENTATION: Five TV cameras
((4)Simrad Osprey Nighthawk ICCD-W &
(1)Simrad Osprey TV 3500-6) with two each, 250W
lights (Remote Ocean Systems QL 3000). Scanning
sonar (UDI Sonavision 4000 200 Khz). Depth
sensor (Simrad 807). Magnetic cable tracker
(Innovatum Multi-Tracker Ultra). Tools: Shear
cutters; wire gripper; Jetter ((2) High pressure and
(6) Low pressure nozzles, (2) Fybroc series Low
Pressure Water Pumps 500 gpm @ 80psi, (3)Hotsy
Series 2000 High Pressure Water Pumps 10 gpm
@1250 psi) Cable Burial - Depth variable to 1m,
Width variable 150-500mm; Chain Cutter (Ditch
Witch Model 710 modified for subsea use. Cable
Burial - Depth variable to 2.2m, Width 200mm);
Rock Cutter (Ditch Witch Model 840 modified for
subsea use), Cable Burial - Depth variable to 1.1m,
Width 150mm
 NAVIGATION: Fluxgate magnetic compass
(KVH); Track Point II or Nautronics acoustic
tracking system.
 SHIPBOARD COMPONENTS: Control console,
HPU/Levelwind/Winch, surface handling system
(Heavy Overboarding System).
 OPERATING/MAINTENANCE CREW: Varies
 REMARKS: The US Navy Sea Tractor systems are
optimized for under sea cable burial.
Sea Plow
The U.S.Navy operates a standard SMD model SCP1 cable plow. This plow uses a
patented burial method which ensures that the cable has optimum protection beneath an
almost undisturbed seabed in which the soil retains most of its strength. The plow can
trench to 1100mm in a range of soil types. It is remotely operated from a control van on
the surface vessel. The control van and the plow are linked via a small diameter, fiber
optic umbilical which allows very long transmission lengths.
 MODEL: Sea Plow SCP 1
 MANUFACTURER: Soil Machine Dynamics
Ltd.
 OPERATING DEPTH: 1500m
 DIMENSIONS (LxWxH): 900cm x 460cm x
380cm
 WEIGHT IN AIR: Vehicle - 14000kg,
 SPEED OF OPERATION: Tow speeds up to
1.5km/hour in most soil conditions
 STRUCTURE: Fabricated from high strength
steel. Max pull at plow 50 tones. Burial depth: 0 -
1000 mm. Cable size 20 - 125mm . Repeaters up
to 380mm
 Steering +/- 12 degrees. Tow force 10 - 50 metric
tons
 BUOYANCY CONTROL: NA; Soil strengths 10
- 100 kPa. Will float on 5 kPa.
 POWER REQUIREMENTS: 460VAC, 3-phase,
60hz
 PROPULSION: Towed by surface vessel
 INSTRUMENTATION: Three TV cameras
(Simrad Osprey OE 1324 SIT) with five 150W
lights (Birns SOR II). Two of the cameras are
mounted on electrically powered subsea pan and
tilt units (Osprey OE 1148) at the front and rear
of the plow. Scanning sonar (Mesotech 971-1
200m). Depth sensor (Mesotech 807 30m).
Hydrophone (Benthos AQ17).
 NAVIGATION: Fluxgate magnetic
compass(KVH C 100): Track Point II or
Nautronics acoustic tracking system.
 SHIPBOARD COMPONENTS: Control van,
hydraulic power unit, Tow winch, Umbilical
winch, surface handling system (Heavy
Overboarding System).
 OPERATING/MAINTENANCE CREW: Four
 REMARKS: NA.
TAGS 26 Silas Bent
Survey Ship
The Silas Bent class of surveying ships were designed specifically for surveying
operations. They have a bow propulsion unit for precise maneuverability and station
keeping. The two similar units of the Wilkes class were recently discarded, with WilkesT-
AGS-33 transfered to Tunisia on 29 September 1995.
Survey Ships gather data which provides much of the military's information on the ocean
environment. Oceanographic and hydrographic survey ships are used to study the world's
oceans. The collected data helps to improve technology in undersea warfare and enemy
ship detection. The oceanographic and hydrographic survey ships' multibeam, wide-angle
precision sonar systems make it possible to continuously chart a broad strip of ocean
floor. Military Sealift Command's Special Missions program supports worldwide
oceanographic programs with ships which perform acoustical, biological, physical and
geophysical surveys.
Dyn Marine Services of Virginia, Inc.(DMS) a unit of DynCorp, manages, operates, and
maintains these ships for the Naval Oceanographic Office (NAVOCEANO) in
Mississippi. DMS provides logistics, operations, engineering, and manning support for
these US Naval oceanographic ships which are coordinated from the DMS Reston office.
The ships are operated worldwide conducting ocean surveys at the direction of
NAVOCEANO, with Commander Military Sealift Command (COMSC) acting as the
Administrative Command.
Specifications
Builder American SB Co., , Lorain OH
Christy Corp, Sturgeon Bay, WI
Defoe Shipbuilding
Power Plant Diesel-electric; 2 Alco diesel generators;
1 Westinghouse/GE motor; 3,600 horsepower (2.69
MW);
1 shaft; cp prop;
bow thruster; 350 horsepower (261 kW)
Length Overall Length: 285 ft [287 ft TAGS-33/34]
Draft Limit: 17 ft
Full Displacement: 2580 tons [2540 tons TAGS-33/34]
Speed 15 knots when towing
Crew 31 civilians (12 officers) plus 28 scientists
Ships
Homepo Commission Decommission
Name Number Builder Ordered
rt ed ed
Silas T-AGS American 23 May
Pacific 23 Jul 1965
Bent 26 SB 1963
T-AGS Christy 05 Feb
Kane Atlantic 19 May 1967
27 Corp 1964
T-AGS 27 Sep
Wilkes Defoe SB 28 Jun 1971 29 Sep 1995
33 1967
T-AGS 27 Sep
Wyman Defoe SB Pacific 03 Nov 1971 10 Mar 1997
34 1967
TAGS 45 Waters
Oceanographic Survey Ship
The USNS WATERS was acquired for multi-purpose surveys, and became operational at
the end of FY1996. Built for the Military Sealift Command (MSC) at a cost of $104.4
million, the Waters replaced the USNS Mizar (T-AGOR 11). Mizar was special-mission
ocean survey / "ocean engineering" ship which undertook a variety of covert "ocean
engineering" missions in support of surveillance operations and the recovery of sunken
hardware of interest to the intelligence community. Funding for that Waters's operations
was reduced soon after her completion, and the ships was been converted to support
additional missile range instrumentation and submarine navigation research support
missions.
Specifications
Builder Avondale
Power Plant
Capacity
Speed knots ( mph)
Crew
Aircraft
Ships
Homepor Ordered Commissione Decommissione
Name Number Builder
t d d
Water TAGS Avondal Atlantic 04 Apr 26 May 1993
s 45 e 1990
TAGS 51 John McDonnell
Survey Ship
Two oceanographic ships survey the sea bottom and collect hydrographic data, charting
three-fourths of the world's coastlines. USNS John McDonnell (TAGS 51) and USNS
Littlehales (TAGS 52) make it easier for navigators to find their way along well-traveled
and not-so-familiar shipping routes. The John McDonnell class of survey ships carries
34-foot survey launches for data collection in coastal regions with depths between 10 and
600 m and in deep water to 4,000 m. A small diesel is used for propulsion at towing
speeds of up to 6 knots. SIMRAD high-frequency active hull-mounted and side scan
sonars are also carried.
Specifications
Builder Halter Marine Moss Point, Miss
Power Plant 1 GM EMD 12-645E6 diesel; 2,500 horsepower (1.9
MW) sustained;
1 shaft
1 auxiliary diesel; 230 horsepower (172kW);
Draft Limit: 14 ft
Crew 22 civilians plus 11 scientists
Ships
Builde Homepo Commission Decommission
Name Number Ordered
r rt ed ed
John T-AGS 10 Nov
Halter Atlantic 15 Nov 1991
McDonnell 51 1988
T-AGS 10 Nov
Littlehales Halter Atlantic 10 Jan 1992
52 1988
TAGS 60 Pathfinder
Survey Ship
The T-AGS 60 Pathfinder class ships are multi-mission oceanographic vessels capable of
effectively performing operations satisfying a broad spectrum of oceanographic
requirements. The T-AGS 60 class is designed and constructed to commercial standards
and coplies with American Bureau of Shipping, U.S. Coast Guard, other regulatory body
requirements for unrestricted ocean service. The ships are manned and operated for the
Oceanographer of the Navy by a civilian crew provided by the Military Sealift Command
(MSC). Mission scientists and technicians are supplied by the Naval Oceanographic
Office (NAVOCEANO). The Pathfinder class of survey ships have three multipurpose
cranes and five winches plus a variety of oceanographic equipment including multibeam
echo-sounders, towed sonars and expendable sensors.
The T-AGS 60 class ships are designed and constructed to provide multi-purpose
oceanographic capabilities in coastal and deep ocean areas including; physical, chemical,
and biological oceanography; multi-discipline environmental investigations; ocean
engineering and marine acoustics; marine geology and geophysics; and bathymetric,
gravimetric, and magnetometric surveying.
Typical missions of the T-AGS 60 class ships may include: oceanographic sampling and
data collection of surface, midwater, and ocean floor parameters; the launching,
recovering, and towing of scientific packages both tethered and autonomous including the
handling, monitoring, and servicing of remotely operated vehicles (ROVs); shipboard
oceanographic dataprocessing and sample analysis; and precise navigation, trackline
maneuvering, and station keeping to support deep ocean and coastal surveys.
Besides mapping the ocean floor to update nautical charts, the Navy's oceanographic
ships typically conduct sampling of the physical properties of the water column as well as
the composition of the ocean floor, launch and recovery of instrument packages, acoustic
property measurements, and process and analyze the data on board with the latest
computer technology. All the Navy's oceanographic survey ships carry the latest in over-
the-side sensors and sampling equipment including bathythermographs, bottom corers,
and seismic equipment.
After the collapse of the Soviet Union, it quickly became apparent that the likely focus of
future naval operations would be the shallow coastal waters of the world rather than the
open ocean and the Chief of Naval Operations signed out a new policy for naval
oceanography. It emphasized that, in addition to the Cold War-era deep-water missions,
naval oceanographers must master the complicated tangle of problems that make up the
science of the littoral, or near-shore areas: beach profiles, reefs, bars, shallows, shoals,
channels, tides, sediment, turbidity, land cover and terrain, dust, traffic, rain rates, river
runoff, sub-bottom characteristics, fine scale hydrography, and biologics, as well as the
complex weather patterns inherent in any coastal area. Navy's new focus on littoral
operations has created a large backlog of high-priority oceanographic, hydrographic, and
geophysical survey requirements. To carry out this expanded mission, Naval
oceanographers employ traditional means (ships, boats, planes), and new technologies
(satellite, remote sensors, etc.), while also making use of the resources of other national
and international agencies.
T-AGS 60 class ships are designed with a common bus diesel electric propulsion system
consisting of twin screw propellers driven through Z-drives. The Z drives, which have
been installed on several new and converted oceanographic ships, include gear reduction
and 360 degree thrust direction control in a compact unit. Elimination of conventional
reduction gears and long propeller shafts frees up space for oceanographic uses.
Complete thrust direction control provides unparalleled ship control and maneuverability
to permit precise position keeping and track line following. Continuous variable control
of ship speed can be maintained up to maximum speed. The Machine Plant is designed
for unattended operation. The integrated electric propulsion and auxiliary machinery
systems are controlled and monitored from the Machinery Control Station (MCS) ,
located on the first platform.
The power generating system is configured for maximum flexibility. Two (2) 2435 KW
and two (2) 1825 KW diesel generators are integrated to provide power to the propulsion
system, ship service, and laboratories through a power conditioner. A portable deck
mounted generator can supply ship service power via a main deck connector for quiet
ship operations.
The 3,500 sq ft working deck affords space for concurrent oceanographic operations. The
handling gear in capable of overside operations including the carrying, launching, and
recovering of equipment on the starboard side from midship to stern. The T-AGS 60 class
ships are equipped with three (3) multi-purpose cranes, one articulated davit, both side
and stern U-Frames, and five (5) types of winches to aid in oceanographic missions and
experiments.
The T-AGS 60 class ships have permanent accommodations for 55 persons. There are
fifteen (15) single and twenty (20) double staterooms. Manning levels are typically 52
persons including 25 ship officers and crew members and 27 scientist/technicians. In
addition to the three (3) permanent spare accommodations, facilities are provided for
portable deck vans offering additional accommodations for five (5) persons. Other
amenities include: separate officer’s and crew’s mess, lounge and laundry facilities, and
exercise room, hospital, and surveyor’s library and conference area.
The detail design and ship construction contract for the first two T-AGS 60 class ships
was awarded to Halter Marine, Inc., Moss Point, MS on January 30, 1991. The contract
included an option for a third ship which was exercised on May 29, 1992. A separate
procurement for a fourth ship was awarded to Halter Marine, Inc., on October 20, 1994.
This contract also included options for two additional ships. The fifth T-AGS 60 Class
ship, (T-AGS 64) is under construction and will be delivered in June 2000. A sixth new
T-AGS 60 class ship was partially funded in the FY98 budget, and when constructed will
complete the modernization of the Oceanographer of the Navy's fleet of eight survey
ships. However, at launch the Bruce C. Heezen was characterized as "the last of five
ships in the Pathfinder class" and the status of the sixth unit is uncertain.
The first three T-AGS 60 class ships are named in commemoration of former surveying
vessels. The first of its class, the T-AGS 60, is named the United States Naval Ship
(USNS) PATHFINDER after PATHFINDER (AGS 1) (1942-1946) which earned two
battle stars in WWII in the Pacific theater. T-AGS 61, USNS SUMNER, commemorates
SUMNER (AGS 5) which earned three battle stars in WWII, and was named for the late
Captain Thomas Hubbard Sumner (1807-1876). The T-AGS 62 is designated the USNS
BOWDITCH commemorating the service of the two previous surveying ships (AG 30
and T-AGS 21) that carried the name of the American astronomer and navigator
Nathaniel Bowditch (1773-1838). The fourth of the T-AGS 60 class ships, T-AGS 63 is
named USNS HENSON in honor of the Afro-American explorer Matthew A. Henson,
who accompanied Robert E. Peary when he discovered the North Pole in 1909. A
nationwide student contest was held in Fall 1997 to select a name for T-AGS 64. That
name, Bruce C. Heezen, was announced in May 1998 by the Secretary of the Navy.
Specifications
Builder Halter Marine Moss Point, Miss
Power Plant Diesel-electric;
4 EMD/Baylor diesel generators; 11,425 horsepower
(8.52 MW);
2 GE CDF 1944 motors; 8,000 horsepower (5.96 MW)
sustained; 6,000 horsepower (4.48 MW);
2 Lips Z drives; bow thruster, 1,500 horsepower (1.19
MW)
Length 329 feet
Beam 58 feet
Draft 19 feet
Displacement Displacement at Full Load 5,000 LT
Lightship Displacement 3,019 LT
Speed 16 knots
Station Keeping 300 foot radius with 2 Kts current, 27 Kts wind
Endurance 12,000 NM @ 12 Kts Plus
29 days @ 3 Kts with 10% Fuel Reserve
Crew Total Accommodations 55
Officers and Crew 25
Scientists 27
Spares 3
Aircraft none
Mission Electronics Multibeam Echo Sounding System
(SIMRAD Inc. EM121A) is a 12 kHz, 121 beam, 1
degreee bathymetric sonar system capable of
hydrographic charting in waters from 10 -11,000 meters
real time with pitch, roll, heave, and azmimuth
correction (see graphic).
Deep/ Shallow Water Echo Sounder System
(ODEC BATHY-2000) is configured as a 12/33 kHz
system which provides single beam data for depths to
12,000 meters for check the accuracy of the multibeam
center beam information.
Sub-bottom Profiler
(ODEC BATHY-2000) is configured as a 3.5 kHz wide
beam shallow penetration system which in water depths
to 10,000 meters is capable of determining sea bed
morphology (external structure of rocks in relation to
erosion of topographic features) and sediment profiles
to 50 meters, and compensating for ship motion.
Seismic System
(DWS International Inc.) is a deep penetration sub-
bottom profiling system which generates and receives
acoustic impulses from a towed sound projector to map
geological formations. Applications include marine
geology, geophysics, topography, and bathymetry
surveys.
Acoustic Doppler
Current Profiles (RD Instruments VM-0150) is a 150
kHz system which provides profiles of ocean current
speed and direction at depths to 380 meters, the
backscatter echo level of the returns from those levels,
bottom depth, and vessels true ground speed.
Expendable Sensor Subsystem
(Sippican) launches and monitors various sensors
including Expendable BathyThermograph (XBT) and
Expendable Sound Velocity Profiles (XSV). Systems
support multipurpose oceanography surveys and
provides correction to sonar systems for speed pf sound
through water columns.
Magnetometer
(E#G&G G811/813) uses magnetics for mapping of the
earth’s magnetic field.
Conductivity, Temperature Depth System
(Falmouth ICTD) provides full ocean profiles of
conductivity and temperature versus depth for depths of
up to 7,000 meters and supports most oceanographic
surveys.
Water Sampler Subsystem
(General Oceanic) operates with the CTD to collect
water samples in depths to 7,000 meters using a rosette
sampler, niskin bottles, and a (Guideline Portasal 8410)
salinometer.
Bottom Transponder Navigation System
(Benthos Inc. DS-7000-16) is a 5 to 50 kHz real time
navigation system for positioning the ship with regard
to a fixed acoustic Deep Licean Pinger (Datasonic BFP-
312) transponder network.
Acoustic Release System
(EG&G 8011A) provides command and control to
activate, interrogate, release, and locate deep ocean
pingers.
Ships
Builde Homepo Commission Decommission
Name Number Ordered
r rt ed ed
T-AGS- 30 Jan
Pathfinder Halter Atlantic 28 Oct 1994
60 1991
T-AGS- 30 Jan 30 May 1995
Sumner Halter Pacific
61 1991
T-AGS- 25 May
Bowditch Halter Atlantic 19 Jul 1996
62 1992
T-AGS- 20 Oct
Henson Halter Atlantic 20 Feb 1998
63 1994
Bruce C. T-AGS- 13 Jan
Halter 25 Mar 1999
Heezen 64 1997
T-AGS- 21 Dec
Halter building Dec 2001
65 1998
Click on the image to see Ship's sensors in action (373kb animated GIF)
ADC(X) Auxiliary Dry Cargo Carrier
Auxiliary Dry Cargo Carrier is a new US Navy Ship acquisition program. The ADC(X)
will replace aging ammunition ships and dry cargo ships in the Navy's Combat Logistics
Force (CLF). The mission of the ADC(X) is to transport ammunition and dry cargo to
navy battle groups at-sea; the cargo is then transferred using underway replenishment.
The purpose of ADC(X) is to replace the current capability of the T-AE 26, T-AFS 1, T-
AFS 8 and AOE 1 Class ships.
The primary mission of the ADC(X) is to provide a steady stream of ammunition, spare
parts and provisions (dry, refrigerated and frozen) to naval forces at sea in its role as a
shuttle ship. The ADC(X) will provide logistics lift from sources of supply such as
friendly ports or at sea from specially equipped merchant ships for further transfer at sea
to ships of a naval battle group. The ADC(X) will also have the capability to remain on
station with the battle group if the situation so dictates. Remaining on station with the
battle group is a secondary mission for the ADC(X). The on station role with the battle
group is typically carried out by a fast combat logistics support ship normally referred to
as a station ship. Station ships carry all three types of products which the battle group
needs to stay at sea for extended periods of time. The three categories of products are dry
stores (food, consumables, spare parts), ammunition (bombs, missiles) and fuel (oil, jet
fuel). A station ship provides the ships of the battle group with one stop shopping. All
three products may be transferred to the customer simultaneously.
The existing shuttle ships (AE and AFS) are single product ships which specialize in
either combat stores (food and spares) or ammunition. Their primary role as shuttle ship
is to resupply the station ship. ADC(X) may be a single product ship or potentially a two
or three product ship. The Navy is currently performing a study to determine the most
cost effective means to resupply the battle group at sea.
The ADC(X) is envisioned to be a conventional monohull. The size, speed (20-26 kts),
and cargo mix (single or multi product) will be the result of various ongoing trade-off
studies. The upper limit of size is that of the AOE 6 Class station ship (length 754 ft,
beam 107 ft, displacement 48,500 long tons). The ships' propulsion plant will either be
diesel, gas turbine, or electric drive.
The ADC(X) will use standard US Navy Underway
Replenishment (UNREP) equipment or improved
systems developed by industry. The transfer rates for
ammunition and stores must be at least equal to those
of the AOE 6 Class. The ship will be capable of
landing, fueling and maintaining two H-46D
helicopters (and its follow on replacement), with
hangar space for both helicopters.
The ADC(X) will be built to commercial standards to

the extent practicable in order to minimize cost and
accommodate the possibility of civilian manning
(Military Sealift Command (MSC) crews). The
Government is interested in industry innovations and
invites recommendations on commercial alternatives that
will reduce life cycle cost and improve efficiencies.
The ADC(X) program will be especially critical to

demonstrate America's ability to produce affordable and flexible container-type ships
without going overseas. These ships will contribute to America's overall shipbuilding
infrastructure because their design will be a common hull having tremendous application
to the civilian shipbuilding industry. ADC(X) represents the re-capitalization of the
Navy's sealift needs, and will greatly impact America's ability to competitively build
ships on the civilian market. Although the final determination has not been made,
ADC(X) will likely be a "Charter and Build" program similar to production of the
successful MPS ships in the 1980s. The Navy was were asked to pursue Charter and
Build by DoD's Defense Planning Guidance (DPG). The ADC(X) program will provide
additional work for commercial US shipbuilders, and will utilize the US Merchant
Marine by employing the expertise of the industry and providing additional sea-going
jobs.
The end force structure will be such that it meets the requirements of the CLF Master
Plan, which is being developed as a product of the ADC(X) Analysis of Alternatives
(AoA). The preliminary results of the AoA indicate a need for 10 to 15 ADC(X) Class
ships to meet the peacetime and wartime lift requirements. Details of the acquisition
strategy for use of this performance specification are in the formative stages; however,
approximately 12 ships of the T-ADC(X) line are anticipated. Initial procurement will
commence in FY 2000. Achieving Initial Operating Capability (IOC) in FY 2005 is
desired and will occur after lead ship Post Shakedown Availability (PSA).
The FY 2001–2005 shipbuilding program procures 11 T–ADC(X) dry–cargo ships,
completing the planned 12–ship buy. The program also accelerated the procurement
schedule relative to previous plans, funding three ships per year in FY 2002 and FY
2003. These new multiproduct vessels will replace aging T–AE and T–AFS ammunition
and dry cargo ships and AOE–1 fast combat stores ships. They will be used to carry both
dry and refrigerated products as well as ammunition and a limited amount of fuel. To
improve affordability, the ships will be procured using commercial business and
construction practices to the maximum extent possible.
Specifications
METRIC Customary
Length Overall 210 M 689 ft
Beam 30.5 M 100 - 105.6 ft
Full Load Draft 8.9 M 28.9 - 29.5 ft
Light Ship
18,157 MT 17,871 LT
Displacement
Full Load
35,850 LT 34,416 MT
Displacement
Sustained Speed 20 kts 20 kts
Endurance (25,000 11,535 nm 11,535 nm
bbl) *
Dry Cargo Weight 5,550 MT 5,463 LT
Dry Cargo Stowage
31,396 m3 1,108,592 ft 3
Capacity
Cargo Staging Area 12,788 m3 451,544 ft 3
Cargo Fuel Weight 2,427 MT 2,390 LT
Cargo Fuel Volume 2,858 m3 18,000 bbl
Fueling at Sea Stations
Port Side - 1 sending
Starboard Side - 1 sending & 2 receive
Replenishment at Sea Stations
UNREP Gear
Port Side - 3 sending
Starboard Side - 2 sending & 1 sliding padeye receive
Elevators
Six 16000 lb elevators - 2 per hold
* Endurance above 10,000 nm is considered cargo fuel.
Ships
ADC-1 2000 2003
ADC-2 2001 2004
ADC-3 2002 2005
ADC-4 2002 2005
ADC-5 2002 2005
ADC-6 2003 2006
ADC-7 2003 2006
ADC-8 2003 2006
ADC-9 2004 2007
ADC-10 2004 2007
ADC-11 2005 2008
ADC-12 2005 2008
AE-21 Suribachi / Nitro
Ammunition ships deliver munitions to warships. Ammunition ships keep the fleet
supplied with ammunition and ordnance, independently or with other combat logistic
ships. Ammunition is delivered by slings on ship-to-ship cables, and by helicopter.
Until recently the Navy operated two classes of ammunition ships: the Kilauea class and
the Suribachi/Nitro class, though the units of the later closely related classes have been
withdrawn from service. The five ships of the AE 21 SURIBACHI-class have been
stricken, to be disposed of by Navy sale, or have been disposed of by Navy with title
transfered to the Maritime Administration. The five ships of the AE 12 WRANGELL-
class have been disposed of by Navy with title transfered to the Maritime Administration.
Specifications
AE-21 Suribachi AE-23 Nitro
Builder
Power Plant One Propeller
steam turbines
Length Overall Length: 511 ft Overall Length: 512 ft
Waterline Length: 486 ft Waterline Length: 487 ft
Beam Extreme Beam: 72 ft Extreme Beam: 72 ft
Waterline Beam: 72 ft Waterline Beam: 72 ft
Draft Maximum Navigational Draft: 28 Maximum Navigational Draft: 27
ft ft
Draft Limit: 29 ft Draft Limit: 29 ft
Displacemen Light Displacement: 9758 tons Light Displacement: 9050 tons
t Full Displacement: 15688 tons Full Displacement: 15489 tons
Dead Weight: 5930 tons Dead Weight: 6439 tons
Speed knots ( mph)
Crew Officers: 18
Enlisted: 327
Aircraft none
Ships
Numbe Homepo Commissione Decommission
r rt d ed
Bethlehe 04 Jun
Suribachi AE 21 17 Nov 1956 02 Dec 1994
m 1954
Mauna Bethlehe 04 June
AE 22 30 Mar 1957 30 Jun 1995
Kea m 1954
Bethlehe 23 Aug
Nitro AE 23 01 May 1959 28 Apr 1995
m 1956
Bethlehe 23 Aug
Pyro AE 24 24 Jul 1959 31 May 1994
m 1956
Bethlehe 23 aug
Haleakala AE 25 03 Nov 1959 10 Dec 1993
m 1956
T-AE 26 Kilauea
The Ammunition ships 's mission is transport and
deliver of bombs, bullets, missiles, mines,
projectiles, powder, torpedoes, and various other
explosive devices and incendiaries, as well as
associated ordnance cargo to the various ships in
the Fleet, while underway. This type of support is
necessary in order to achieve and maintain the
Navy's requirement for a high degree of logistical
independence. These efforts enable the Navy to
more effectively perform its functions of sea control and projection of power ashore.
Their Secondary Mission involves providing limited quantities of fuel, water, and combat
store products, in addition limited ship repair and maintenance services, as well as special
project services. To get their Job done they utilize (CH-46) SEA KNIGHT Helicopters
for Vertical Replenishment (VERTREP), as well as the conventional Connected
Replenishment (CONREP) abilities using seven CONREP Stations.
This modern class of auxiliary support ship has brought an increased capability to the
Fleet for underway replenishment. With their advanced design replenishment facilities,
they can more affectively accomplish the rapid transfer of ammunition and other cargo to
Fleet units at sea. The ships replenish other Fleet units with bombs, bullets, missiles,
mines, projectiles, powder, torpedoes, various other explosive devices and incendiaries,
as well as associated ordnance cargo. Secondarily, they maintain a replenishment-at-sea
capability for limited quantities of fuel, water, and combat stores. The ships also have
facilities for limited ship repair and maintenance services, as well as special project
services.
The ships have four cargo holds, which break down into 14 magazines. A magazine is the
level within the cargo hold, and is defined as a magazine due to the stowage of
ammunition and the requisite fire detecting and fire fighting items found on each level.
The four cargo holds are serviced by six high speed cargo weapons elevators. The ships
have a certified helicopter flight deck and can handle any US military helo as well as
most commercial and allied helicopters. There are 7 unrep cargo transfer stations and 1
fuel delivery station. The ships can receive fuel at sea from any of 4 stations. Flint is also
self-sufficient in the loading and discharge of ammunition or cargo from the ship to a pier
or barge. There are four cargo booms which allow shore or barge transfer.
Modern Underway Replenishment (UNREP) facilities include the capability to support

and operate two assigned medium-lift "Sea Knight" Helicopters - the Navy's CH-46. This
added dimension of logistic support capability allows for the Vertical Replenishment
(VERTREP) of ordnance cargo and combat stores. Fleet units requiring resupply inside,
or even somewhat outside, the immediate horizon of the support ship can now be served
by VERTREP utilizing these helicopters. They also maintain the capability for Connected
Replenishment (CONREP). This can be accomplished simultaneously with VERTREP.
There are seven CONREP stations - four stations to port and three to starboard. They can
all be rigged for the Standard Tension Replenishment Alongside Method (STREAM)
System. The STREAM System employs a specially designed trolley riding on a constant
high-tension span wire. As dictated by the operational situation and resupply
requirements, any or all of the station can be utilized concurrently. One ship can be
replenished underway alongside to port, while another ship is being serviced alongside to
starboard.
Ammunition ships operated by Military Sealift Command provide logistic support to US

Navy ships at sea. USNS Kilauea was the first ship of the Kilauea class ammunition ship
to be transferred to Military Sealift Command Oct. 1, 1980. Flint was transferred in
August 1995, Butte in June 1996, Kiska in August 1996 and Mount Baker in December
1996. USNS Shasta (T-AE 33) was transferred Oct. 1, 1997. USS Santa Barbara (TAE
28) — transfered to MSC operation on September 30, 1998, and the final ship -- Mount
Hood -- is apparently pending transfer. Ships undergo a civilian modification overhaul
during which accommodations are improved, main armament taken out and ships
outfitted for reduced crewing by MSC.
The ships are outfitted with a Fleet satellite communication system. In comparison to
other systems, this modern and efficient system is less likely to suffer processing delays
due to radio frequency interference or message traffic backlogs. Command and control
directives and operation orders can be processed on a near real- time basis, as can logistic
requirement requests from other Fleet units.
The ships are equipped with an automated propulsion system. This system permits
personnel in the Pilot House to control the ship's speed directly, as the propulsion plant
responds to their orders. The system also features a mode that allows personnel in the
engineering operation station to light-off boilers and operate the propulsion plant by
remote control. The ships have three oil-fired Foster Wheeler D-Type Boilers, each
capable of full power of producing 87,900 pounds of steam-per-hour, at a pressure of 615
pounds-per-square-inch. The main propulsion plant consists of a high pressure steam
turbine to a low-pressure steam turbine geared-drive combination which can develop up
to 22,000 shaft horsepower. This drives a single shaft, with a six-bladed propeller, 20 feet
in diameter. The ships have a speed capability in excess of twenty knots, which is
enhanced by their bulbous bow, as is their sea-keeping ability in rough seas. This better
enables her to keep pace with fast-moving Task Forces at sea.
USS Shasta (AE 33) was transferred to the Military Sealift Command (MSC) for further
service to the Pacific Fleet on 01 August 1997. Shasta was commissioned on 22 February
1972 in Charleston,South Carolina and has been homeported in the San Francisco Bay
area ever since. During her quarter century of service, Shasta provided carrier battle
group support in the Gulf of Tonkin during the Viet Nam War and in the Arabian Gulf
during the Gulf War. She was most recently sailing with the Nimitz Battle Group in the
Straits of Taiwan during the 1996 Taiwan elections that drew interest from the Chinese
main land. In addition to these deployments Shasta sailed to the Western Pacific and
Indian Ocean on eleven other occasions.
The five ships of the improved Kilauea-class were to be slightly larger, with gas-turbine
propulsion.
The new Auxiliary Dry Cargo Carrier ADC(X) will replace aging ammunition ships and
dry cargo ships in the Navy's Combat Logistics Force (CLF), including the T-AE 26
Class ships in the 2007 timeframe.
Specifications
Builders: General Dynamics, Quincy and Ingalls Shipbuilding
Power Plant 3 Foster-Wheeler boilers; 600 psi (42.3kg/cm 2); 870 0F
(4670 C)
1 turbine, 22,000 hp (16.4 MW);
1 shaft 22,000 shp, 6 bladed Fixed Pitchpropeller
Automated Propulsion System (APS)
Draft Limit: 28 ft
Speed 20 knots
Aircraft 2 UH-46E Sea Knight helicopters (cargo normally
embarked)
Hangar: 2 /aprox.50' x 15' x 16.5'
Deck: aft helicopter flight deck
Crew 125 civilians, plus 55 naval personnel, including a
helicopter detachment
Armament: None
Miscellaneous Cargo Hold: 60,000 cu.ft./6,000 Tons of Munitions
Features: 2 Refrigerators for Ships Stores (RAS)
7 Replenishment stations for (CONREP)
7 100,000 Gallon Fuel Tanks/ 2,500 Tons
Ships
r rt ed ed
T-AE 30 Mar
Kilauea Quincy [none] 10 Aug 1968 2007
26 1965
T-AE 30 Mar
Butte Quincy Earle 14 Dec 1968 2007
27 1965
Santa T-AE Bethlehe 26 Jan
11 Jul 1970 2007
Barbara 28 m 1966
Mount T-AE Bethlehe 28 Jan
Concord 01 May 1971 2007
Hood 29 m 1966
T-AE 08 Mar
Flint Ingalls Concord 20 Nov 1971 2007
32 1968
T-AE 08 Mar
Shasta Ingalls [none] 26 Feb 1972 2007
33 1968
Mount T-AE Charlesto 08 Mar
Ingalls 22 Jul 1972 2007
Baker 34 n 1968
T-AE 08 Mar
Kiska Ingalls [none] 16 Dec 1972 2008
35 1968
T-AE
[1991] cancelled
36
T-AE
[1992] cancelled
37
T-AE
[1993] cancelled
38
T-AE [1993] cancelled
39
T-AE
[1994] cancelled
40
NOTES:
AE 30 Virgo, an unrelated ship, remains obscure.
AE 31 Chara, an unrelated ship, was discarded in 1972.
!!! 500 kb JPEG !!!
AFS-1 Mars Combat Stores Ship
The mission of the combat stores ship is to conduct underway replenishment in support of
operating forces by providing refrigerated stores, dry provisions, technical spares, general
stores, fleet freight, mail and personnel by alongside or vertical replenishment means.
The seven Mars class combat stores ships are augmented by three T-AFS 8 Sirius-class
stores ships purchased from England.
USNS Concord (T-AFS 5) became the first of five Navy Mars class ships to be
transferred to Military Sealift Command on Oct. 15, 1992. Mars followed on Feb. 1,
1993, USNS San Diego on Aug. 11, 1993, USNS San Jose on Nov. 2, 1993 and USNS
Niagara Falls on Sept. 23, 1994. San Diego was deactivated on Dec. 10, 1997, and Mars
was deactivated on Feb. 12, 1998.
Specifications
Draft Limit: 28 ft
Speed 20 knots
Power Plant Three boilers, steam turbines, one shaft,
Aircraft Two UH-46 Sea Knight helicopters
Armament 4 - three-inch/50-caliber guns;
2 - Phalanx close-in weapons systems to be fitted
Enlisted: 445
Builder National Steel and Shipbuilding
Ships
Name
r rt ed ed
AFS-1 NASSC Oakland 09 May

Mars 21 Dec 1963 01 Feb 1993
O 1961
NASSC 19 Jan
Sylvania AFS-2 Norfolk 11 Jul 1964 05 Jan 1995
O 1962
Niagara T-AFS- NASSC 01 Apr
Guam 29 Apr 1967
Falls 3 O 1964
White NASSC 18 Dec
AFS-4 Guam 23 Nov 1968 24 Aug 1995
Plains O 1964
T-AFS- NASSC 18 Dec
Concord Norfolk 27 Nov 1968
5 O 1964
NASSC 28 Dec
San Diego AFS-6 Norfolk 24 May 1969 11 Aug 1993
O 1965
T-AFS- NASSC
San Jose Guam 07 Jul 1967 23 Oct 1970
7 O
T-AFS 8 Sirius Combat Stores Ship
These ships formerly were Royal Navy replenishment ships [ex-British Lyness Class],
acquired by the Navy because of the increased logistics demands necessitated by
maintaining two carrier battle groups in the Indian Ocean during the Iranian hostage
crisis. Built in England in 1965 and 1966, they were extensively modernized with
improved communications and underway-replacement facilities. USNS Sirius (T-AFS 8)
was transferred from the British Royal Fleet Auxiliary to MSC on Jan. 18, 1981; USNS
Spica (T-AFS 9) on Nov. 5, 1981; and USNS Saturn (T-AFS 10) on Dec. 13, 1983. They
are part of the Navy Combat Logistics Force, and conduct underway and vertical
replenishment in support of operating forces by simultaneously providing refrigerated
stores, dry provisions, technical and aviation spares, general stores, fleet freight, mail,
personnel and other items from five stations and utilizing two H-46 helicopters assigned
per ship.
Specifications
Draft Limit: 26 ft
Speed 18 knots
Power Plant One diesel, 11,520 brake horsepower
Aircraft Two UH -46 Sea Knight helicopters
Armament None
Complement 123 civilian, 47 Navy
Builder Swan Hunter & Wigham Richardson Ltd., Wallsend-
On-Tyne
Ships
Builde Homepor Commissione Decommissione
Name Number Ordered
r t d d
04 Apr
Sirius T-AFS 8 Swan Norfolk 18 Jan 1981
1965
01 Apr
Spica T-AFS 9 Swan 22 Nov 1981
1965
Satur T-AFS
Swan Norfolk 01 Oct 1965 01 Dec 1983
n 10
AO-51 Ashtabula
AO-98 Caloosahatchee
The mission of the fleet oiler is to operate as a unit of an underway replenishment group,
furnishing replenishment of petroleum products to the fleet at sea. Oilers transport bulk
petroleum and lubricants from depots to battle group station ships effecting delivery and
consolidation underway. In addition, they are capable of delivering petroleum and cargo
to combatants and support forces by alongside and vertical replenishment. The number of
Navy-manned fleet oilers has diminished as more and more Military Sealift Command
ships, all civilian manned, have assumed responsibilities for supplying ships of the fleet.
The Caloosahatchee and her sister ship the Canisteo were the two surviving members of
the World War II Ashtabula-Class (AO 51), the majority of which units were retired in
the 1970s. Some of these vessels were retained until the early 1990s in the National
Defense Reserve Fleet prior to disposal and sale by the Defense Reutilization and
Marketing Service (DRMS) for scrapping.
Specifications
Draft 35 feet
Speed 18 knots
Power Plant Steam turbine, four boilers, two shafts, 13,500 shaft
horsepower
Armament Two 3-inch/50-caliber anti-aircraft weapons
Aircraft None; a small area for vertical replenishment is
provided
Enlisted: 362
Ships
Numb Homepo Ordered Commission Decommission
Name Builder
er rt ed ed
Ashtabula AO-51 ~ 1943 07 Aug 1943 30 Sep 1982

Caliente AO-53 ~ 1943 ~ 1943 ~ 1973
Chikaskia AO-54 ~ 1943 ~ 1943 ~ 1976
Aucilla AO-56 Bethlehe ~ 1943 22 Dec 1943 ~ 1976

m
Marias AO-57 ~ 1943 ~ 1944 15 Aug 1982
Nantahala AO-60 ~ 1943 ~ 1944 ~ 1973
Severn AO-61 ~ 1943 ~ 1944 ~ 1974
Bethlehe
Taluga AO-62 ~ 1943 25 Aug 1944 29 Aug 1983
m
Chipola AO-63 ~ 1944 ~ 1944 ~ 1973
Tolovana AO-64 ~ 1944 ~ 1944 ~ 197?
Allagash AO-97 ~ 1944 ~ 1944 ~ 1973
Caloosahatch Bethlehe 02 May
AO-98 Norfolk 10 Oct 1945 28 Feb 1990
ee m 1944
Bethlehe 02 May
Canisteo AO-99 Norfolk 03 Dec 1945 02 Oct 1989
m 1944
NOTES:
Not all sequential hull numbers were assigned.
AO 65, AO 72, AO 77 and AO 93 were units of other classes.
AO-177 Cimarron
Fleet oilers operate as a unit of an underway
replenishment group, replenishing petroleum
products and ordnance to the fleet at sea during
underway replenishments (UNREPS). The oilers
transport bulk petroleum and lubricants from
depots to the ships of the battle group. The ships
also transport and deliver limited Fleet Freight,
mail and personnel to combatants and support
units underway. The ships are simultaneously
capable of providing three double-probe fuel rigs
to port, and two single-probe fuel rigs to
starboard, delivering a maximum of 900,000 gallons-per-hour of diesel fuel marine.
The number of Navy-manned fleet oilers has decreased as more and more Military Sealift
Command ships, manned by a civilian crew and commanded by a civilian master, have
assumed responsibilities for supplying deployed ships.
The ship's fully automated two-boiler steam propulsion plant propel them at sustained
speed of 20 knots while carrying a load of 150,000 barrels of fuel and 625 tons of
ordnance. Liquid cargo transfer is provided by STREAM (Standard Tensioned
Replenishment Alongside Method) double-hose stations located on the port and starboard
sides. For receiving fuel, there are double receivers on the port and starboard sides. Fuel
delivery is controlled by the Ship's Automated Liquid Cargo Control System. There is
one replenishment station located on each side to provide the capability to transfer cargo,
Fleet freight and personnel. Both replenishment stations have a cargo boom for ship-to-
shore transfer of supplies while the ship is in port. In addition, the ship has a flight deck
aft for receiving and sending freight and passengers by helicopter.
WILLAMETTE is the first ship of the class to be protected by two MK 15 Phalanx

Weapon Systems. Extensive damage control equipment and systems ensure rapid
response to control any type of emergency. On September 27, 1991, WILLAMETTE was
the second ship of the CIMARRON class to complete jumboization. A 108 foot midbody
section was added to the center of the ship. This midbody increased fuel capacity by
30,000 barrels and added an ordnance cargo capability of 625 tons. The midbody also
features an additional emergency diesel generator and two standard tensioned
replenishment alongside method (STREAM) cargo stations. Ballast and cargo transfer
systems are fully automated and designed to effect safe and efficient transfer of bulk
petroleum cargo. Habitability has been improved over previous designs, and labor-saving
devices have been incorporated to promote a reduced manning plan.
Specifications
Builders: Avondale Shipyards
Power Plant: 2 - 600psi Boilers (Automated Steam)
24,000 Shaft Horsepower via a Single Shaft and
Propeller
ORIGINAL JUMBOIZED
LENGTH Overall Length: 700 ft
591 Feet 6 Inches
BEAM Extreme Beam: 88 ft
88 Feet Waterline Beam: 86 ft
DRAFT Maximum Navigational
31 Feet 4 Inches Draft: 32 ft
Draft Limit: 35 ft
DISPLACEMENT Light Displacement: 11645
tons
26,000 Long Tons Full Displacement: 36977
tons
SPEED 20 Knots 19 Knots
Cargo capacity CAPACITY - FUEL:
[JUMBO] Cargo Oil - 75,000 Barrels
JP-5 - 45,000 Barrels
Convertible - 30,000
Barrels
(for a Total of 150,000
Barrels)
CAPACITY -
ORDNANCE:
625 TONS
CAPACITY -
PROVISIONS:
Dry Fleet Freight - 360
Tons
Reefer - 60 Tons
Lube Oil 125 55-Gallons
Drums
Bottled Gas - 584
Cylinders
ISO Containers - 21
Armament 2 - Phalanx close-in
weapons systems
2 - 25MM MK 38
Machine Guns
4 .50-Caliber Machines
Guns
Annual Average
Ships
Numbe Commission Decommission
r ed ed
AO- Avondal Pearl 09 Aug
Cimarron 10 Jan 1981 15 Dec 1998
177 e Harbor 1976
Monongahe AO- Avondal Norfolk 09 Aug 05 Sep 1981
la 178 e 1976
AO- Avondal 25 Jan
Merrimack Norfolk 14 Nov 1981 18 Dec 1998
179 e 1977
AO- Avondal Pearl 11 Apr
Willamette 18 Dec 1982
180 e Harbor 1978
AO- Avondal 11 Apr
Platte Norfolk 16 Apr 1983
186 e 1978
NOTES:
AO 182 - AO 185 are Falcon-class transport tankers
AO 181 is the USNS T-AOT Potomac
T-AO 187 Henry J. Kaiser
The Henry J. Kaiser (T-AO 187), the first of an
18-ship series of new oilers, was delivered in
September 1986. Three of the Kaiser class were
delivered in 1987 and one was delivered in 1988.
When they joined the fleet, Kaiser-class ships
permited the retirement of oilers of the 1940s
(Mispillion class) and 1950s (Neosho class). The
ships were built for the Military Sealift Command
(MSC).
There are stations on both sides of each ship for underway replenishment of fuel and
stores. Equipped with 5 fueling stations, they can replenish two ships at a time pumping
up to 900,000 gallons of diesel fuel and 540,000 gallons of jet fuel per hour. These ships
have a capacity for small quantities of fresh and frozen provisions, stores, and other
materials which will permit full replenishment of some of their customers. With a dry
cargo carrying capacity of 7,400 square feet and refrigerated deck vans that can hold up
to 128 pallets of chilled food, they can deliver fleet cargo, mail, and provisions via
CONREP (connected replenishment) from two dry cargo rigs or via VERTREP (vertical
replenishment) on the helo deck.
Three of the newest MSC underway replenishment oilers have double hulls, designed to
meet OPA 90 (Oil Protection Act 1990) requirements. . Fitted with integrated electrical
auxiliary propulsion, the delivery of USNS Patuxent (T-ATF 201), USNS Rappahannock
(T-ATF 204) and USNS Laramie (T-ATF 203) was delayed by the decision to fit double
hulls to meet the requirements of the Oil Pollution Act of 1990. This modification
increased construction time from 32 to 42 months and reduced cargo capacity by 17
percent, although this can be restored in an emergency. Hull separation is 1.83 m at the
sides and 1.98 m on the bottom.
USNS Henry J. Kaiser (T-AO 187) has become part of the MSC Prepositioning Program
at Diego Garcia, carrying aviation fuel. Thirteen of these underway replenishment oilers
are currently operated by Military Sealift Command and provide underway replenishment
of fuel to US Navy ships at sea and jet fuel for aircraft assigned to aircraft carriers.
Although T-AO 189 John Lenthall was retired on 11 Nov 1996, the ship was placed back
in service with the Military Sealift Command (MSC) Naval Fleet Auxuliary Force
Homeport on 07 December 1998.
Naval Sea Systems Command (NAVSEA) originally awarded the construction contract
for T-AO 191 and T-AO 192 to Pennsylvania Shipbuilding Company (PennShip), but the
contract was terminated for default. NAVSEA awarded Tampa Shipyards Inc. (Tampa), a
wholly owned subsidiary of the American Shipbuilding Company (AMSHIP), letter
contract N00024-90-C-2300 on November 16, 1989, for the completion of T-AO 191 and
T-AO 192. During performance of the contract, Tampa and NAVSEA had differing
interpretations over responsibility for correction of defects or deficiencies for work
performed by PennShip and concerning the amount of material necessary to complete the
ships. Tampa experienced significant financial and performance problems which resulted
in Tampa's failure to make progress to meet the T-AO 191 contract delivery date of May
29, 1992. The contract delivery dates for the two ships were extended to January 31,
1993, for T-AO 191 and September 30, 1993, for T-AO 192.
Mr. George M. Steinbrenner, the former Chairman of the Board of AMSHIP, the current
chairman of the AMSHIP Executive Committee and principal stockholder of AMSHIP,
commissioned a study by Paul Maglicocchetti Associates (PMA) of selected Tampa
activities. The study by PMA on Tampa's behalf indicated that Tampa had failed to
adequately staff and organize the company to perform new construction work despite
representations made to the Navy prior to T-AO contract award. NAVSEA's analysis
indicated that transferring the ships to another facility would not add unacceptable cost or
schedule delays, and that Tampa's continued performance of the T-AO 191 and T-AO
192 contract was not essential to the national defense.
The crews of these ships consist primarily of Civilian Mariners, who work under
industry-standard rules regarding hours of work and compensation. The Mariners draw
"base pay " for a forty hour workweek (with a few exceptions), but outside normal
working hours are entitled to overtime pay. In a nutshell, any evolution during normal
working days, and between 0800 and 1700, incurs no overtime. Weekends and holidays
incur overtime costs, as do evolutions between 1700 and 0800. The cost involved is in the
neighborhood of $20/hour per Mariner involved in the evolution. Light Displacement:
9500 tons Full Displacement: 40700 tons Dead Weight: 31200 tons
Specifications
Builder Avondale Shipyards, Inc., New Orleans, La.
Power Plant 2 Colt-Pielstick 10 PC4.2 V 570 diesels;
34,442 hp(m) (24.3MW) sustained; 2 shafts; cp props
Draft Limit: 35 ft
Displacement 40,700 tons (41,347.13 long ton);
42,000 tons (42,667.8 long tons) [T-AO 201, 203-204]
full load
Capacity 180,000 barrels of fuel oil or aviation fuel ;
159,000 [T-AO 201, 203-204] barrels of fuel oil or
aviation fuel
Speed 20 knots (23 mph)
Crew 82 civilian crew (18 officers); 21 Navy (1 officer) plus
21 spare
Ships
Numbe Builde Homepor Ordered Commissio Decommissio
Name
r r t ned ned
T-AO Avond Diego 12 Nov 19 Dec
Henry J. Kaiser
187 ale Garcia 1982 1986
Joshua T-AO Avond 20 Jan
Atlantic 03 Apr 1987 29 Jun 1996
Humphreys 188 ale 1983
T-AO Avond
John Lenthall Atlantic 1983 25 Jun 1987
189 ale
Andrew J. T-AO Avond 22 Nov
Pacific 22 Oct 1987 06 May 1996
Higgins 190 ale 1983
Benjamin T-AO Penn 06 May 07 Dec
29 Dec 1997
Isherwood 191 SB 1985 1991
T-AO Penn 06 May
Henry Eckford Atlantic 1992 02 Feb 1998
192 SB 1985
T-AO Avond Pacific 28 Jun
Walter S. Diehl 13 Sep 1988
193 ale 1985
T-AO Penn 01 Feb 18 Mar
John Ericsson Pacific
194 SB 1986 1991
T-AO Avond 27 Feb 02 Aug
Leroy Grumman Atlantic
195 ale 1986 1989
T-AO Avond 01 Feb 06 Dec
Kanawha Atlantic
196 ale 1987 1991
T-AO Avond 12 Feb
Pecos Pacific 06 Jul 1990
197 ale 1987
T-AO Avond 20 Jun 21 May
Big Horn Atlantic
198 ale 1988 1992
T-AO Avond 24 Mar
Tippecanoe Pacific 08 Feb 1993
199 ale 1989
T-AO Avond Pacific 06 Oct
Guadalupe 25 Sep 1992
200 ale 1988
T-AO Avond 24 Mar
Patuxent Atlantic 21 Jun 1995
201 ale 1989
T-AO Avond Pacific 06 Oct 25 Mar
Yukon
202 ale 1988 1994
T-AO Avond 24 Mar 07 May
Laramie Atlantic
203 ale 1989 1996
T-AO Avond 10 Oct 07 Nov
Rappahannock Pacific
204 ale 1988 1995
AOE-1 Sacramento
Fast Combat Support Ship
The fast combat support ship (AOE) is the Navy's largest combat logistics ship. The AOE
has the speed and armament to keep up with the carrier battle groups. It rapidly
replenishes Navy task forces and can carry more than 177,000 barrels of oil, 2,150 tons of
ammunition, 500 tons of dry stores and 250 tons of refrigerated stores. It receives
petroleum products, ammunition and stores from shuttle ships and redistributes these
items simultaneously to carrier battle group ships. This reduces the vulnerability of
serviced ships by reducing alongside time.
The first two ships of the class, USS SACRAMENTO (AOE 1), USS CAMDEN (AOE
2), are assigned to the US Pacific Fleet. USS SEATTLE (AOE 3) and USS DETROIT are
assigned to the US Atlantic Fleet.
The concept of creating a one station supply ship to perform the functions of three, to
have the speed and be equipped with the weapons, sensors and communications
equipment necessary to operate as an integral part of the battle group originated under the
then Chief of Naval Operations, Admiral Arleigh Burke who embraced the concept as an
answer to the logistics problems he had encountered during World War II. Previously
battle group underway replenishments had to scheduled well in advance due to
communications problems and these unreps were subject to change especially due to
weather and tactical situation changes; The Underway Replenishment Groups which
provided the critical supplies were slow, unwieldy and never seemed to be there when
needed. To counter these problems the multi-product station ship concept originated and
the Fast Combat Support ship (AOE) was designed and funded. When built Sacramento
carried more fuel than the largest oiler and more ammunition than the largest ammunition
ship in the US Navy as well as a significant portion of the supplies that a stores ships
could carry.
The USS SACRAMENTO class ships combine the functions of three logistic support
ships in one hull - fleet oiler (AO), ammunition ship (AE), and refrigerated stores ship
(AF). As an oiler (AO) it carries (95% fully loaded) 5.2 million gallons of marine
distillate fuel and 2.7 million gallons of aviation jet fuel. About 60-million gallons are
pumped each year from this floating filling station to other ships. As an ammunition ship
(AE), SACRAMENTO can replenish the entire ordnance requirements of an aircraft
carrier in three to four hours. It also carries a complete assortment of missiles and
ammunitions for cruisers and destroyers with a capacity of approximately six-thousand
tons when fully loaded. In the capacity of a refrigeration ship (AF), SACRAMENTO
carries over one-thousand tons of frozen, chilled, and dry food items. Mail is as important
as food to sailors. During deployment the SACRAMENTO delivers approximately 100-
thousand pounds of mail to forces at sea. Sacramento is capable of carrying over 300 tons
of refrigerated provisions, 500 tons of dry provisions and 150 tons of other supplies.
While not normally loaded, Sacramento carries 220 different items (dry and refrigerated)
and 120 other items when deployed.
These multi-commodity, fast combat support ships have brought an increased capability
to the Fleet for the underway replenishment of provisions, combat stores, ordnance and
petroleum products. The advanced design of their replenishment facilities and
sophisticated cargo-handling equipment effectively accomplishes the rapid transfer of
combat consumables at sea by providing "one-stop shopping" for customer ships. In
addition, because of their size, these ships also have facilities for limited ship repair and
maintenance service, as well as, for other special assignments.
This capability for providing on-station combat logistic support contributes to the tactical
effectiveness of Carrier Battle Groups or Amphibious Ready Groups operating in any
theater of operation. As an example, one AOE can provide integral logistic support for
one conventionally-fueled, large-decked aircraft carrier with a full air wing embarked,
and three gas turbine powered guided missile escort cruisers or destroyers steaming
12,000 miles, flying 4,000 hours, and reloading a full magazine of ammunition for each.
SACRAMENTO is designed to operate with strike forces necessitating fast handling of
cargo. A system of elevators and package conveyors permits ready access to ammunition
and cargo holds. SACRAMENTO operates a fleet of fork lift trucks, allowing breakout
and positioning of cargo and ammunition with greater efficiency.
Sophisticated automatic cargo equipment like the Standard Tensioned Replenishment
Alongside Method (STREAM), provide rapid transfer of materials from SACRAMENTO
to its customers. Fuel is delivered through four double and two single hose (STREAM)
fuel lines which are fed by large turbine driven cargo fuel pumps capable of supplying
fuel at 40 to 120 psi at a maximum flow rate of three-thousand gallons per minute per
pump used. This process is termed FAS for Fueling At Sea.
Cargo, ammunition and supplies are moved vertically over seven decks (weather deck,
cargo handling and staging deck and five levels of cargo holds) by seven different
elevators. Elevators one through six service the four ammunition holds and number seven
elevator and a package conveyor service the provisions hold (hold five). The supplies are
moved horizontally by a fleet of 33 fork trucks of various types and sizes which allow
breakout, positioning and stowage of cargo and ammunition with efficiency.
Cargo is delivered by four heavy and three standard lift STREAM cargo stations or by a
detachment of two CH-46 helicopters which deploy with the Sacramento. The process of
resupplying a ship alongside by means of a fuel or cargo station is termed CONREP for
connected replenishment.
Vertical replenishment (VERTREP), adds another dimension to SACRAMENTO's
ability to transfer freight, mail, personnel, provisions and ammunition. Two Boeing CH-
46 jet turbine helicopters (Sacramento has hangar space for three), with replenishment
rates of up to 6-thousand pounds per minute, allow delivery to customer ship flight decks.
The VERTREP capability allows Sacramento to resupply ships in a dispersed formation,
reduces alongside replenishment time, and allows transfer of cargo over greater distances.
Additionally, SACRAMENTO can accept other helicopters, for VERTREP support.
To support the crew, the ship must be self sufficient in every respect. Personnel onboard
have enough expertise in a variety of technical skills to maintain and operate all
shipboard equipment. The ship is in essence a floating city and provides services to
support and accommodate the crew.
The nearly 600 officers and crew are divided into seven departments with each
performing a special type of work, coordinated to perform the mission of the ship. Those
departments are: Deck, Engineering, Operations, Supply, Medical. Air and
Administration. These trained professionals maintain, repair, and operate all shipboard
systems. With medical and dental facilities, lounge, gymnasium and library, Sacramento
provides for its crew who perform their duties day and night providing fuel, food,
supplies, ammunition and mail to the striking forces of the fleet.
Sacramento is something of a bench-mark in west coast shipbuilding. It and two of its
sister ships, Seattle and Detroit, are the largest ships ever built on the West Coast. Only
the lowa class battleships and aircraft carriers have greater displacements than
Sacramento. Sacramento's main engines came from the never completed battleship
Kentucky and deliver in excess of 100-thousand shaft horsepower to the two 23-foot
screws, the largest of any ship in the U.S. Navy.
It was originally armed with four, three-inch, 50 caliber guns. The two forward guns
which were mounted forward of the bridge on the 01 level were replaced by the NATO
Seapsparrow Missile System during the ships second regular overhaul in 1976 and the
after gun mounts which were located aft of the stacks on the 04 level were replaced by
two Vulcan/Phlanx mounts during the next overhaul in 1981. Sacramento's cargo
handling methods and equipment have changed somewhat since 1964 as well. A new
metal dunnage system was installed during its 1981 overhaul as were satellite
communications and navigation systems and the Super Rapid Blooming Off-Board Chaff
(SRBOC) system.
Sacramento was originally equipped with the first Fast Automated Shuttle Transfer
(FAST) system to handle ammunition and stores. FAST relied on the use of cranes to
move missiles and cargo containers on weather decks and hoists to move cargo from the
01 level to the main deck. In 1977 Sacramento's elevators were modified to lift cargo
directly to the 01 level and the FAST cranes, transfer rails, and hoists were removed. the
new system allowed cargo to be moved from hold to elevator to transfer station using
standard electric fork truck and is far less prone to equipment malfunctions. In addition
the modern Standard Tensioned Replenishment Alongside Method (STREAM) unrep
system was installed.
The USS Detriot (AOE-4), a fast combat support ship of the Sacramento (AOE-1) class
which is homeported near Philadelphia in Earle NJ, underwent a phased maintenance
availability from May through October 1993. The repairs and alterations required 48,000
mandays and over $15 million. The work package included hull, mechanical and
electrical work, but was much less intensive in combat systems and electronics than is the
work on a combatant ship.
Specifications
Propulsion plant 2 - turbines, producing 50,000 horsepower at 4,829 rpm
Boilers 4 - boilers - 600 psi at 856oF super-heated steam
Main Condenser cooling water flow rate is 50,000 gallons per minute
Main Reduction Gear Diameter 14 feet, 4 inches
FUEL 9,527 Gallons-Per-Hour with all boilers at 100%
CONSUMPTION
Propeller two 23 foot diameter propellers with 6 blades
Length: Overall Length: 795 ft
Beam: Extreme Beam: 107 ft
Draft Limit: 41 ft
Displacement: 53,000 tons full load
Speed: 26 knots (30 miles, 48 km, per hour)
CARGO CAPACITY LIQUID CARGO CAPACITY 8,219,387 Gallons
ORDNANCE CAPACITY 3,000 Tons
PROVISIONS CAPACITY 675 Tons
Aircraft: 2 - CH-46E Sea Knight helicopters
BOATS 2 26' Motor Whale Boats
2 33' Personnel Boats
ANCHORS 2 12-1/2 tons (1,480 of Chain)
CRANES 1 15-Ton (Capacity)
Armament: NATO Sea Sparrow missiles
2 - Phalanx close-in weapons systems
Crew: 24 officers, 576 enlisted
Unit Cost: $458-568 million
Unit Operating Cost
~$37,000,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
er rt ed ned
Sacramen AOE-1 Puget Sound Bremert 08 Aug 14 Mar 1964
to NSY on 1960
Bremert 25 Apr
Camden AOE-2 New York SB 01 Apr 1967
on 1963
AOE-3 Puget Sound 29 Dec 05 Apr 1969
Seattle Earle
NSY 1964
Puget Sound 29 Dec
Detroit AOE-4 Earle 28 Mar 1970
NSY 1965
AOE-5 1968 cancelled 04 Nov 1968
AOE 6 Supply
Fast Combat Support Ship
The fast combat support ship (AOE) is the Navy's largest combat logistics ship. The AOE
has the speed and armament to keep up with the carrier battle groups. It rapidly
replenishes Navy task forces and can carry more than 177,000 barrels of oil, 2,150 tons of
ammunition, 500 tons of dry stores and 250 tons of refrigerated stores. It receives
petroleum products, ammunition and stores from shuttle ships and redistributes these
items simultaneously to carrier battle group ships. This reduces the vulnerability of
serviced ships by reducing alongside time. Congress appropriated the funds for the lead
ship of the AOE 6 (Supply class) in 1987.
The AOE 6 contract design was completed in February of 1986, and steel fabrication
work for SUPPLY began on 23 June 1988 with the official keel-laying conducted on 24
February 1989. NASSCO built SUPPLY utilizing an efficient modular construction
technique. Separate sections of the ship were built, with piping sections, ventilation
ducting and shipboard hardware, as well as major machinery items, such as main
propulsion equipment, generators, and electrical panels, installed. These pre-outfitted
sections were then brought together to form a complete hull. As a result of this
construction technique, SUPPLY was nearly 50 percent complete when launched on 6
October 1990. The next four years were spent completing the electrical wiring, plumbing
and ventilation systems, equipment and hardware installation. During the final phases of
construction, SUPPLY went through a series of dockside and sea trials to demonstrate its
capabilities, and to ensure product quality. SUPPLY was commissioned 26 February
1994 at Naval Air Station, North Island in San Diego, California.
As part of the March 1991 supplemental appropriation bill, the House recommended a
provision (section 205) transferring $237,000,000 from the AOE program funded in 1991
to other AOE ships funded in prior years for potential cost overruns. The House report
noted that no claims have been agreed upon, but directed the Navy to proceed
expeditiously to resolve this matter and complete the ships. The Senate provided no funds
because there had no determination of total government liability. Even though govenment
liability was estimated at $29,300,000, the Secretary of the Navy supported the transfer as
proposed by the House in order that the Navy may proceed expeditiously to complete the
ships. The conferees agreed with the provision of the House, noting the Secretary's
support. The conferees were concerned that providing funding in advance of any known
requirement could be interpreted as a demonstration of congressional intent that this
amount represents the government's liability. The conferees emphatically rejected such an
interpretation. Further, in order to assure a proper accounting of the government's
liability, the conferees directed the General Accounting Office to monitor the resolution
of claims in this instance. The Navy was directed not to obligate any of these funds for
payment of claims until each specific obligation was determined by GAO to be an
appropriate cost to the government.
The 1992 Defense Budget Rescission Conference Report recommended rescissions of
$300 million from the AOE Fast Combat Supply Ship. The AOE ship was on deferral by
the Secretary of Defense. The agreement left $200 million in the program which was
available to be obligated for advance procurement of long-lead material, equipment, and
engineering services for the AOE-10. In 1993 the Congress agreed to provide
$300,000,000 for the AOE program, as proposed by the House. The amount provided,
combined with $200,000,000 of fiscal year 1992 funds for this program, provided
sufficient resources to allow for an expeditious award of the AOE-10 ship construction
contract.
The fast combat support ship BRIDGE (AOE 10) was christened on 28 March 1998 at
National Steel and Shipbuilding in San Diego. The ship is being named for Commodore
Horatio Bridge, first leader of the precursor to today's Supply Corps. BRIDGE, the last of
four fast combat support ships authorized by Congress, was commissioned on 05 August
1998.
The SUPPLY-class is unique among all other navy ships in the world, in that it is the first
ship built to extremely rigid shock, noise, and vibration standards. The AOE 6 class
ships, which are built to a MIL-SPEC combatant standards design, and have survivability
features (i.e., shock, blast, etc.) equivalent to other ships in the CVBG, significantly
extends the endurance of the CVBG for combat operations. SUPPLY is also the world's
largest gas turbine- (jet engine) powered ship. She can easily cruise for sustained periods
at battle group speeds, replenishing and rearming the entire battle force.
The AOE 6 class Reversing Reduction Gears (RRGs) is a transmission speed reducer and
propulsive thrust reversing device. The RRG has been previously designed,
manufactured, and tested as a suitable alternative to controllable pitch propellers (CPPs)
and results in increased overall propulsion plant efficiency. SUPPLY is the first ship in
the US Navy to employ the RRG for astern and maneuvering operation. The AOE 6 class
RRG utilizes a newly designed SSS Clutch and a hydraulic Franco-Tosi Reversing
Converter Coupling (RCC). The AOE 6 class RRG is the first Navy gear set to use the
RCC. The AOE RRG is the largest hardened and ground gear that has been manufactured
for a US Navy ship. There are several differences between the erection of AOE 10's RRG
and the three previous AOEs. The differences began at the factory with some
modifications made by Cincinnati Gear (the gear manufacturer).
SUPPLY can replenish the other ships of the battle group by two methods. Some ships
can maneuver alongside and receive fuel, stores, ammunition, food and personnel through
Connected Replenishment (CONREP). Other ships can receive the same products (except
fuel) through helicopter delivery (Vertical Replishment (VERTREP)). SUPPLY can
replenish up to four warships simultaneously, while carrying out its self-defense,
electronic surveillance, and battle group command and communication functions.
SUPPLY requires fewer crew members than other ships of similar size. The extensive
automation and state-of-the-art engineering will allow the crew "to do more with less."
Prior to the finalization of the concept for the ADC(X) Auxiliary Dry Cargo Carrier
construction of three modified versions of the AOE 6 Supply class ships was slated to
begin in 2003, but these plans appear to have been shelved.
Specifications
PROPULSION 4 - LM-2500 Gas Turbine Engines (100,000 shp)
2 Reversing Reduction Gears (RRGs)
4 Reversing Converter Couplings (RRCs)
2 Shafts with 23-Foot Fixed-Pitch Propellers
Speed: 25 knots
Length: 754 feet (229.9 meters)
Beam: 107 feet (32.6 meters)
Displacement: 48,800 tons full load
19,700 tons
CARGO Diesel Fuel Marine (DFM) - 1,965,600 Gallons
CAPACITIES JP-5 Fuel - 2,620,800 Gallons
DFM/JP-5 Convertible - 1,965,600 Gallons
Lube Oil - 500 55-Gallon Drums
Bottled Gas - 800 Gallons
Ordnance Stowage - 1,800 Long Tons
Chill and Freeze Stowage - 400 Long Tons
Water - 20,000 Gallons (Emergency Transfer)
UNDERWAY 6 Stream Stations (3 Port/3 Starboard)
REPLENISHMENT 1 Receive-Only Sliding Padeye
SYSTEMS 4 10-Ton Cargo Booms
3 Double-Probe Stream Fueling Stations
2 Single-Probe Stream Fueling Stations
Aircraft: 3 - CH-46E Sea Knight helicopters
COMMAND, AN/SPS-67 Surface Search Radar
CONTROL AND AN/SPS-64(V)9 Navigation Radar
COMMUNICATIONS MK 23 Traget Acquisition System
WRN-6 NAVSTAR GPS Satellite Navigation
Receiver
OMEGA Navigation Receiver
MK 22 AIMS IFF
Full Communications Suite
Crew: 40 officers
36 Chief Petty Officers
591 Enlisted
Armament: 1 - NATO Sea Sparrow Missile System (NSSMS)
2 - Close-In-Weapons System (CIWS)
2 - 25MM Machine Guns
4 - .50-Caliber Machine Guns
1 - AN/SLQ-32(V)3 Electronic Warfare System
4 - Decoy Launchers
1 - NIXIE (Torpedo Decoy System)
Unit Operating Cost
~$32,500,000 [source: [FY1996 VAMOSC]
Annual Average
Ships
Name Numbe Builder Homepor Ordered Commissione Decommissione
r t d d
Suppl NASSC
AOE-6 Earle 22 Jan 1987 26 Feb 1994
y O
NASSC 11 Nov
Rainer AOE-7 Bremerton 21 Jan 1995
O 1988
NASSC 06 Dec
Arctic AOE-8 Norfolk 21 Jan 1995
O 1989
AOE-9 1992? cancelled
NASSC
Bridge AOE-10 Bremerton 15 Jan 1993 05 Aug 1998
O
AOE-11 2003 dropped
AOE-12 2004 dropped
AOE-13 2005 dropped
AOR-1 Wichita
Replenishment oilers deliver petroleum and munitions simultaneously to carrier battle
groups using fuel hoses and helicopters. These petroleum munitions underway
replenishment ships are smaller than the AOE class, but are still capable of multi-product
delivery. They can carry 160,000 barrels of petroleum, 600 tons of munitions, 200 tons of
dry stores and 100 tons of refrigerated stores. They also have highly automated cargo
handling equipment.
Specifications
Builder AOR 1-6, General Dynamics, Quincy
AOR 7 National Steel and Shipbuilding
Power Plant Three boilers, steam turbines, two shafts, 32,000 shaft
horsepower
Draft Limit: 37 ft
Armament 1 - NATO Sea Sparrow Missile System (NSSMS)
2 - Close-In-Weapons System (CIWS)
Speed 20 knots
Crew Officers: 34
Enlisted: 463
Aircraft 2 - CH-46E Sea Knight helicopters
Ships
Numbe Homepor Commission Decommission
r t ed ed
GD 02 Jun
Wichita AOR 1 Oakland 07 Jun 1969 12 Mar 1993
Quincy 1965
Milwauke GD 02 Jun
AOR 2 Norfolk 01 Nov 1969 27 Jan 1994
e Quincy 1965
Kansas AOR 3 GD Oakland 06 Jul 06 Jun 1970 07 Oct 1994
City Quincy 1966
GD 06 Jul
Savannah AOR 4 Norfolk 28 Oct 1970 28 Jul 1995
Quincy 1996
GD Long 01 Jul
Wabash AOR 5 20 Nov 1971 30 Sep 1994
Quincy Beach 1967
Kalamazo GD 01 Jul
AOR 6 Quincy Norfolk 11 Aug 1973 16 Aug 1996
o 1967
Long 15 Dec
Roanoke AOR 7 National 30 Oct 1976 06 Oct 1995
Beach 1972
AD-37 Samuel Gompers
Despite their title, destroyer tenders service a variety of ships besides destroyers. The
Gompers class destroyer tenders can provide battle damage repair, maintenance and
logistics support to ships at anchor or moored to a pier, in a wartime environment. The
Gompers class can accommodate ships up to and including the highly complex nuclear-
powered missile cruisers. The crews are formed mainly of technicians and repair crews.
These Destroyer Tenders have a helicopter platform and hangar, and are equipped with
two 30 ton and two 6 ton cranes. They can provide simultaneous services to as many as
five ships moored along side.
Because of the advent of nuclear power and the phenomenal advancement in electronics
and weaponry, AD capabilities had to be vastly increased. The Gompers class was the
first of post-World War II design. More than 15 years elapsed between the launching of
the second of the Gompers class, Puget Sound (AD 38), and first of the subsequent class,
the USS Yellowstone (AD 41).
Specifications
Builder
Power Plant steam turbines
Length Overall 645 ft
Waterline 620 ft
Draft Limit: 30 ft
Displacement Light Displacement: 13,458 tons
Full Displacement: 20,132 tons
Dead Weight: 6,674 tons
Capacity
Speed knots ( mph)
Crew Officers: 136
Enlisted: 1671
Aircraft
Ships
Numb Builder Homep Ordered Commissio Decommissio
Name
er ort ned ned
Samuel AD 37 Puget Sound 31 Oct 01 Jul 1967 27 Oct 1995
Gompers NSY 1963
Puget Sound 20 Dec 27 Apr
Puget Sound AD 38 27 Jan 1996
NSY 1964 1968
AD 40 authorized but never awarded, cancelled 01 Apr 1974
AD-41 Yellowstone
Despite their title, destroyer tenders service a variety of ships besides destroyers. The
Yellowstone, Gompers and Dixie class destroyer tenders can provide battle damage
repair, maintenance and logistics support to ships at anchor or moored to a pier, in a
wartime environment. The Gompers class can accommodate ships up to and including the
highly complex nuclear-powered missile cruisers. The crews are formed mainly of
technicians and repair crews. These Destroyer Tenders have a helicopter platform and
hangar, and are equipped with two 30 ton and two 6 ton cranes. They can provide
simultaneous services to as many as five ships moored along side.
These ships, so vital to fleet operations, range in age from the Dixie class ship Prairie
(AD 15), commissioned in 1940, to the new Shenandoah (AD 44), commissioned in late
1983. Because of the advent of nuclear power and the phenomenal advancement in
electronics and weaponry, AD capabilities have had to be vastly increased. The Gompers
and Yellowstone classes are the first of post-World War II design; however, more than 15
years elapsed between the launching of the second of the Gompers class, Puget Sound
(AD 38), and Yellowstone (AD 41).
Specifications
Builder National Steel and Shipbuilding
Power Plant Two boilers, steam turbines,
one shaft, 20,000 shaft horsepower
Draft Limit: 25 ft
Crew 1,400
Aircraft None
Ships
Numbe Builder Homepo Ordered Commissione Decommission
Name
r rt d ed
Yellowston AD 41 NASSC Norfolk 15 Dec 28 Jun 1980 31 Jan 1996
e O 1975
NASSC San 11 Mar
Acadia AD 42 06 Jun 1981 16 Dec 1994
O Diego 1976
NASSC San 30 Sep
Cape Cod AD 43 14 Apr 1982 29 Sep 1995
O Diego 1977
Shenandoa NASSC 12 Jun
AD 44 Norfolk 15 Jun 1983 13 Sep 1996
h O 1979
AR-5 Vulcan
The Vulcan class repair ship is capable of providing battle damage repair, maintenance
and logistics support to ships assigned, at anchor or moored to a pier, in a wartime
environment. These older ships are all of World War II vintage. They were funded under
1939 and 1940 shipbuilding programs spearheaded by Congressman Carl Vinson. These
ships can simultaneously repair a large number of ship systems and subsystems and can
be forward deployed in time of conflict.
Specifications
Builder AR-5, New York Shipbuilding;
AR-56-8, Los Angeles Shipbuilding and Drydock, San
Pedro CA
Power Plant Four boilers, steam turbines, two shafts, 11,000 shaft
horsepower
Length 529 feet
Beam 73 feet
Draft feet
Displacement Approximately 16,270 tons full load
Speed 19.2 knots
Crew 1,004
Aircraft None
Armament 4 5"/38
8 40mm
Ships
Nam Numb Homepo Commission Decommissio
Builder Ordered
e er rt ed ned
Vulca
AR-5 New York SB Norfolk 14 Jun 1941 30 Sep 1991
n
Los Angeles SB &
Ajax AR-6 30 Oct 1943 16 May 1989
DD
Hecto Los Angeles SB &
AR-7 07 Jul 1994
r DD
Los Angeles SB & San 04 Nov
Jason AR-8 19 Jun 1944 24 Jun 1995
DD Diego 1940
ARS-38 Bolster
Rescue and salvage ships such as the ARS-38 Bolster Class save battle damaged combat
ships from further damage and tow them to safety. Rescue, salvage and towing ships
provide rapid fire fighting, pumping, battle damage repair and rescue towing to warships
in combat and tow them to repair ships or bases in safe areas. The Navy has
responsibility for salvaging US government owned ships and, when it is in the best
interests of the United States, privately owned vessels as well.
Specifications
Power Plant Diesel-electric, two shafts, 3,060 shaft horsepower
Length 213 feet
Beam 44 feet
Draft feet
Speed 14.8 knots
Crew 106
Aircraft none
Armament Two 20mm guns
Ships
Numbe Ordere Commission Decommission
r d ed ed
ARS Basalt Rock Long
Bolster 01 May 1945 24 Sep 1994
38 Inc. Beach
Conserve ARS Basalt Rock Pearl
09 Jun 1945 01 Apr 1994
r 39 Inc. Harbor
ARS Basalt Rock Little
Hoist 21 Jul 1945 30 Sep 1994
40 Inc. Creek
Opportu ARS Basalt Rock Little
05 Oct 1945 30 Apr 1993
ne 41 Inc. Creek
ARS Basalt Rock Pearl
Reclaim 20 Dec 1945 16 Sep 1994
42 Inc. Harbor
Recover ARS Basalt Rock Little
15 May 1946 30 Sep 1994
y 43 Inc. Creek
ARS-50 Safeguard
The Navy has responsibility for salvaging US government owned ships and, when it is in
the best interests of the United States, privately owned vessels as well. Rescue and
salvage ships save battle damaged combat ships from further damage and tow them to
safety. Rescue, salvage and towing ships provide rapid fire fighting, pumping, battle
damage repair and rescue towing to warships in combat and tow them to repair ships or
bases in safe areas. Currently 13 rescue and salvage ships are in service. The newest of
these, the Safeguard ARS-50 class, were commissioned in 1984 and 1985.
Specifications
Builder
Power Plant geared diesel engines
2 propellers
Length 255 feet overall
240 feet waterline length
Draft Limit: 18 ft
Capacity
Speed knots ( mph)
Crew Officers: 7
Enlisted: 92
Aircraft
Ships
Numbe Commissione Decommissione
r d d
Safeguar Peterso 28 Aug
ARS 50 Sasebo 17 Aug 1985 ? 2035
d n 1981
Peterso 11 Feb
Grasp ARS 51 n Little Creek 1982 14 Dec 1985 ? 2035
Peterso Pearl 11 Feb

Salvor ARS 52 14 Jun 1986 ? 2036
n Harbor 1982
Grapple ARS 53 Peterso Little Creek 29 Oct 15 Nov 1986 ? 2036
n 1982
T-ATF 166 Powhatan
Fleet Ocean Tugs
Seven ocean-going tugs are operated by Military Sealift Command and provide the US
Navy with towing service, and when augmented by Navy divers, assist in the recovery of
downed aircraft and ships.
Each vessel is equipped with 10 ton capacity crane and a bollard pull of at least 54 tons.
A deck grid is fitted aft which contains 1 inch bolt receptacles spaced 24 inches apart.
This allows for the bolting down of a wide variety of portable equipment. There are two
GPH fire pumps supplying three fire monitors with up to 2,200 gallons of foam per
minute. A deep module can be embarked to support naval salvage teams.
Fleet tugs are used to tow ships, barges and targets for gunnery exercises. They are also
used as platforms for salvage and diving work, as participants in naval exercises, to
conduct search and rescue missions, to aid in the clean up of oil spills and ocean
accidents, and to provide fire fighting assistance. USNS Apache (T-ATF 172) is the last
of the Powhatan class of ocean tugs delivered to the Navy in 1981.
Specifications
Builder Marinette Marine Corporation, Marinette, Wisc
Power Plant 2 GM EMD 20-645F7B diesels; 5.73 MW sustained;
2 shafts; Kort nozzles (except on Powhatan and one
other);
cp props; bow thruster; 300 hp (224 kW)
Draft Limit: 15 ft
Speed 14.5 knots (16.68 mph)
Crew 16 civilians and 4 naval communications technicians
Aircraft none
Ships
Builder Homepo Ordered Commission Decommission
Name Number
rt ed ed
T-ATF Marinett Atlantic 12 Sep
Powhatan 15 Jun 1979
166 e 1975
Narraganse T-ATF Marinett 12 Sep
Pacific 09 Nov 1979
tt 167 e 1975
T-ATF Marinett 12 Sep
Catawba Atlantic 28 May 1980
168 e 1975
T-ATF Marinett 12 Sep
Navajo Pacific 13 Jun 1980
169 e 1975
T-ATF Marinett 27 Feb
Mohawk Atlantic 16 Oct 1980
170 e 1978
Sioux Pacific 01 May 1981
171 e 1978
Apache Atlantic 23 Jul 1981
172 e 1978
ATS-1 Edenton
Rescue and salvage ships save battle damaged combat ships from further damage and tow
them to safety. Rescue, salvage and towing ships provide rapid fire fighting, pumping,
battle damage repair and rescue towing to warships in combat and tow them to repair
ships or bases in safe areas. The Navy has responsibility for salvaging U.S. government
owned ships and, when it is in the best interests of the United States, privately owned
vessels as well.
Specifications
Power Plant diesel engines
Draft Limit: 17 ft
Speed knots ( mph)
Crew Officers: 10
Enlisted: 96
Ships
r rt ed ed
Brooke 19 Aug
Edenton ATS 1 23 Jan 1971 29 Mar 1996
Marine 1966
Brooke 26 Sep
Beaufort ATS2 22 Jan 1972 08 Mar 1996
Marine 1967
Brunswi Brooke 26 Sep
ATS 3 19 Dec 1972 08 Mar 1996
ck Marine 1967
ATS 4 authorization cancelled 01 Mar 1973
ATS-1 Edenton
Rescue and salvage ships save battle damaged combat ships from further damage and tow
them to safety. Rescue, salvage and towing ships provide rapid fire fighting, pumping,
battle damage repair and rescue towing to warships in combat and tow them to repair
ships or bases in safe areas. The Navy has responsibility for salvaging U.S. government
owned ships and, when it is in the best interests of the United States, privately owned
vessels as well.
Specifications
Power Plant diesel engines
Draft Limit: 17 ft
Speed knots ( mph)
Crew Officers: 10
Enlisted: 96
Ships
r rt ed ed
Brooke 19 Aug
Edenton ATS 1 23 Jan 1971 29 Mar 1996
Marine 1966
Brooke 26 Sep
Beaufort ATS2 22 Jan 1972 08 Mar 1996
Marine 1967
Brunswi Brooke 26 Sep
ATS 3 19 Dec 1972 08 Mar 1996
ck Marine 1967
T-AGM-19 / T-AG-194 Vanguard
The USNS AGM-19 Vanguard and AGM-20 RedstoneApollo instrumentation ship
performed tracking, telemetry, and communication functions for the Apollo lunar landing
missions in the early years of the space age. During the spacecraft launch phase and Earth
orbit insertion, these ships filled the gaps beyond the range of land tracking stations.
After the Apollow era, the antennas and associated communications gear were stripped
from the ship, and equipment for testing different modes of submarine navigation
installed. Without the antennas, the ship lost its visual character, but nevertheless retained
its importance in the furthering of science and national defense. The USNS Redstone was
deactivated on 06 August 1993.
USNS Vanguard was reclassified as a navigational test launch ship [T-AG-194] in

September 1980, which perform assorted tests related to research on various missile
navigational systems. In May 1997, equipment was installed to enable the ship to serve as
a range instrumentation ship in support of the fleet ballistic missile program, and is under
the operational control of Director, Strategic Systems Program. USNS Vanguard (TAG
194) is one of 30 special missions ships operated by Military Sealift Command providing
operating platforms and services for unique US military and federal government
missions. Special missions ships work for several different U.S. Navy customers, such as
the Naval Sea Systems Command, Space and Naval Warfare Systems Command and the
Oceanographer of the Navy. USNS Vanguard supports sponsor programs in navigation
research by providing a platform for testing fleet ballistic missile guidance and missile
systems.
Specifications
Builder Marine Ship Corporation, Sausalito, Calif.
Power Plant turbo-electric; two boilers;
8 Westinghouse turbo-generators; 10,000 horsepower;
one motor, one shaft.
Displacement 13,882 tons (14,104.78 metric tons) light
24,761 tons (25,158.37 metric tons) full load
Crew 45 civilians, 18 scientists plus 141 spare
Ships
Build Homepo Ordere Commission Decommissio
Name Number
er rt d ed ned
Vangua T-AGM-20 / T-AG-
rd 194
Redston
T-AGM-20 07 Dec 1993
e
T-AGM-22 Range Sentinel
The USNS T-AGM-22 Range Sentinel Missile Range Instrumentation Ship was
originally built as a Navy APA Victory Class freighter, and later converted into a
tracking ship for the Submarine Service. After 52 years of service, the Range Sentinel
was deactivated during a ceremony 09 July 1997 at Port Canaveral. The ship's history
dates back to World War II. It was present in Tokyo Bay on Sept. 2, 1945, for the
Japanese surrender. At that time the vessel was called the USS Sherburne. During its
second extended period of service as the USS Range Sentinel, which began in 1971, she
supported and tracked 509 Polaris, Poseidon and Trident test missiles launched from both
Launch Complex 46 and submarines operating off the Florida coast. She completed her
final mission May 30. The ship's crew was unusual in that they were civil service
employees under the Military Sealift Command, and the captain of the vessel was called
a Master. The Sentinel had an Operational Test Support Unit - Navy men embarked under
the civilian captain responsible for their welfare, and safety, as were all other hands.
Specifications
Overall Length 455 ft
Waterline Length 437 ft
Extreme Beam 62 ft
Waterline Beam 62 ft
Maximum 28 ft
Navigational Draft
Draft Limit 23 ft
Light Displacement 8853 tons
Full Displacement 11800 tons
Dead Weight 2947 tons
Propulsion Type Steam Turbines
Number of Propellers 1
Speed knots ( mph)
Accommodations 27 Officers 94 Enlisted
Ships
Homep Commissio Decommissio
Name Number Builder Ordered
ort ned ned
Range T-AGM- Permante 01 Apr 20 Sep 1944 03 May 1999
Sentinel 22 NO 2 1943

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The most sophisticated medium-range AAW systems in the Fleet, quick-reacting

A deadly surface-to-surface weapons capability.

AAW: Anti-Air Warfare

ELW: Electronic Warfare

DDG-47 Ticonderoga and DDG-48 Yorktown were subsequently redesignated CG-47

DDG 51s were constructed in flights, allowing technological advances during

The DDG-51 Class ships are specifically constructed from a survivability-enhanced

Class changes in production Flight IIA critical to littoral warfighting effectiveness

Two Harpoon Anti-

Like today's Arleigh Burke-class guided-missile destroyers, DD

The DD 21 achieved Milestone I with the signing of the Acquisition Decision

 Advanced Computing - 21 (ADCON-21)

 Early industry involvement to reduce life-cycle costs and to focus contractor

To implement Cost as An Independent Variable (CAIV) in order to achieve an

DD 21 will be a multi-mission destroyer tailored to maritime dominance and land attack

DD 21 will be an offensive, multi-mission destroyer capable of operating independently

Another DD 21 primary operational capability is maritime dominance - the seagoing

To improve survivability in this complex and dynamic environment, DD 21 will be

Technologies being developed for potential inclusion in a damage-tolerant DD 21 design

Frigates fulfill a Protection of Shipping (POS) mission as Anti-Submarine Warfare

Plunger SSN- Mare Island 23 Mar 21 Nov 1962 02 Feb 1990

USS KAMEHAMEHA (SSN 642) is a BENJAMIN FRANKLIN class fleet ballistic

After commissioning, NARWHAL was assigned to Submarine Detachment TWO in New

These submarines were built in three successive variants:

 SSNs 688-718 - Original Los Angeles class

A-RCI is a four phased transformation of existing sonar systems (AN/BSY-1, AN/BQQ-

 FY2000 - SSN 713 Houston

On 10 December 1999 Electric Boat was awarded an $887,113,628 modification to

Improved Performance Machinery Program Phase II

 Covert Strike by launching land-attack missiles from vertical launchers and

Operating in the shallow waters of littoral areas imposes a different accoustic