The Whidbey Island-class ships are relatively conventional, being evolutionary follow-ons to the LSD-36 class, with small but significant improvements. Only 609 ft/185.8 m long and 84 ft/25.6 m in beam, they are much smaller ships than the Wasp. Displacement is just 17,745 tons fully loaded. The have a shallow draft of 19.5 ft/6 m versus 26 2/3 ft/8.1 m for the LHDs. Whidbey Island is powered by medium-speed marine diesels, rather than steam turbines. The four SEMT-Pielstick engines deliver a combined total of 41,600 hp to twin shafts, for a top speed of 22 kt/40.25 kph. At an economical 20 kt/36.5 kph, they can cruise for 8,000 nm/ 14,816 km without refueling--an excellent match for the LHDs and LHAs. A relatively small crew of 334 officers and enlisted sailors reduces operating costs.
Looking forward into the cavernous well deck of the USS Whidbey Island (LSD-41). This deck can accommodate up to four LCACs or three LCUs. or be used to store vehicles.
JOHN D. GRESHAM
The most notable features of the Whidbey Island class are the large deckhouse forward for stowage and accommodations, and long well deck, topped by a flight deck with a pair of landing spots for helicopters up to the size of a CH-53E Sea Stallion. Since the class lacks hangar or support facilities, no helicopters are based aboard while on cruise, and LSD-41s can only refuel helicopters based on other ships. The well deck has room for up to four LCACs, three LCUs, or ten LCM-8s should there be a need to utilize those older craft. The well deck resembles the one on Wasp, using ballast tanks to lower the stern and flood the deck so landing craft can arrive or depart. Measuring 440 ft/141.1 m in length, 50 ft/15.2 m in width, and 27 ft./8.2 m. in height, it is the largest well deck on any amphibious ship. Landing craft park end-to-end, as on Wasp, and can be loaded by driving vehicle through one landing craft to get to another.
Despite their minimalist design, the LSD-41s are quite capable at handling landing craft and off-loading cargo. They carry two electric two-ton forklifts, two pallet jacks, two five-ton rough terrain forklifts, an eight-ton cargo elevator, and three large cranes with (fifteen, twenty, and sixty ton capacity). A special turntable in the ramp between the well and helicopter decks speeds vehicle movement and handling. With 13,500 ft2 of vehicle space and 5,100 ft3 of cargo space, they are smaller than the LHDs and LHAs, but still capable of carrying a useful payload. Berthing space for up to 454 Marines is similar to what we saw on Wasp.
The LSD-41 s lack many of the features found on the Wasp class. These include:* Command and Control Facilities--The LSD-41 s have only a CIC and a Tactical Landing Support Group space. There are no provisions for a flag staff, and no flag plot.
* Medical Facilities--The Whidbey Island class has only a single operating theater and eight beds (one intensive care, two isolation, five primary care), with no real overflow capability. It depends on the large-deck amphibs for medical support. The landing dock ship USS Harpers Ferry (LSD-49), It is a near-copy of the USS Whidbey Island (LSD-41), but its well deck has been shortened to provide more cargo and vehicule stowage and one cargo crane has been deleted.
JACKk RYAN ENTERPRISES, LTD., BY LAURA ALPHER
* Sensors--SPS-49 air search, SPS-64 (V)9 navigation, and SPS-67 surface-search radars are carried. There are no fire-control systems of any kind.
* Defensive Armament - The LSD-41s are armed with only a pair of Mk 16 20mm CIWS, two Mk 67 25mm Bushmaster cannon mounts, and two mounts for M2 .50-cal. machine guns. The basic SLQ-32 (V)1 electronic warfare suite has only a radar-warning receiver and four Mk 137 SRBOC/decoy launchers. They also have an SLQ-25 Nixie system. No radar jammer is fitted. These ships require combatant escort to survive in a hostile environment.
Though the Whidbey Island ships seem austere compared to Wasp-class LHDs, they do have features that make them valuable amphibs, including:* Structures/Protection--The LSD-41s have the same structural protection as the Wasp class, including hardening of the deckhouse against fragment damage from a near miss.
* Environmental Protection--The Whidbey Island class has the same kind of nuclear/chemical/biological CPS system as the LHDs, and thus the same levels of air-conditioned comfort.
How would all this work in combat? Consider the following example. In most cases, the ARG staff will load up the LSD-41 with heavy vehicles like M 1A1 Abrams tanks and wheeled LAVs. This provides an armored punch for the early waves of a Marine assault or raid. Once Whidbey Island's own load of equipment and cargo is off-loaded, the landing craft help other ships to unload vehicles and cargo, thus speeding the flow of combat power to the beach. This secondary role of landing craft base is what makes the LSDs so valuable to an ARG commander.
A total of eight LSD-41s were built. These include three Lockheed-built units; Whidbey Island (LSD-41), Germantown (LSD-42), and Fort McHenry (LSD-43), plus five Avondale-produced ships: Gunston Hall (LSD-44), Comstock (LSD-45), Tortuga (LSD-46), Rushmore (LSD-47), and Ashland (LSD-48). Four additional units are being built to a modified configuration that has an interesting origin. You see, the new amphibious ships, when combined with over-the-horizon delivery systems like the CH-53E Sea Stallion and LCAC, can actually put troops, vehicles, and cargo onto a beach faster than Navy beachmasters can handle it. There is a physical limit to how fast you can move stuff over a beach, and the beach control parties that serve as the ARGs "traffic cops" have hit that limit. The LCACs turned out to be faster at doing their jobs than expected. This gave NAVSEA an opportunity to modify the last four ships of the LSD-41 class. Since the new LHDs could carry up to three LCACs, and the older LPD-4 class assault ships could carry two, this meant that an ARG only required two more to reach the desired level of seven such craft. So, the last four units of the Whidbey Island class, redesignated the Harpers Ferry (LSD-49) class, were redesigned with a shortened well deck (only 184 ft/56 m long). The remaining space would be used to enlarge the vehicle and cargo footprints of the new ships, as the table below shows: LSD-41/49 vs. LSD-36 Payload Footprints
As you can see, the cargo2/vehicle space in LSD-49 has been expanded by 15% over LSD-41, and the cargo3 space by a whopping 994%. This makes the LSD-49s very valuable amphibious ships. Any CO of a forward-deployed unit will tell you that they never have enough stowage space for "stuff," and the trade-off on these ships makes them an outstanding value for the money. All four--Harpers Ferry (LSD-49), Carter Hall (LSD-50), Oak Hill (LSD-51), and Pearl Harbor (LSD-52-named for the facility, not the battle!)--are built by Avondale in New Orleans. The first two are already in service, and the other two are scheduled for completion by early 1997. One LSD-41/49 will be assigned to each of the Navy's 12 ARGs. Right now, 12 ARGs only provide about 2.5 MEBs of lift, as opposed to the 3 that the Marine Corps considers necessary to meet mission requirements. Additional LSDs are unlikely though, since the Navy is committed to construct new LPD-17-class assault ships to replace aging Austin-class LPDs.
USS Shreveport (LPD-12)
The USS Shreveport (LPD-12) leaves Morehead City, N.C., on August 29th, 1995, on her way to the Mediterranean. She is fully loaded for "split ARG" operations, and is headed to Bulgaria for an exercise.
JOHN D. GRESHAM
The Landing Assault Ship USS Shreveport (LPD-12) is a living legacy of the 1960s-era shipbuilding program that has been the backbone of the amphibious force for three decades. While old by warship standards (she was commissioned in 1970), cramped, and antiquated compared to contemporary designs, she still has many years of service ahead. Part of the eleven-ship Austin class (LPD-4 to -15), Shreveport may serve for another ten to fifteen years. The LPD is the "swing" ship--a virtual "utility infielder" among the three ships that usually comprise an ARG. While the LHDs/LHAs and LSDs work together as the "big" decks of the ARG, the LPD is a general-purpose workhorse, taking on missions that used to be assigned to the LSTs and LKAs. When an ARG splits to undertake more than one mission at a time, the LPD is frequently on her own. LPDs tend to pick up the stray "cats and dogs" of the embarked MEU (SOC), such as amphibious tractors, Force Recon teams, and the SEAL team. They act as a floatin
g Forward Fuel and Arming Point (FFARP) for helicopters, and a base for the AH-1W Cobra attack helicopters and the embarked Pioneer UAV unit. That's a lot to ask of an old ship like Shreveport (LPD-12), but she does her best in a world where she is little loved, but heavily used.
A side view of the multipurpose amphibious ship USS Shreveport (LPD-12).
JACK RYAN ENTERPRISES, LTD,. BY LAURA ALPHAER
The original LPDs of the Raleigh class (LPD-1) were designed in the late 1950s to transport a large load of amphibious troops and supplies, at the expense of off-load capability. LPDs have relatively small well decks compared to the LHAs, LHDs, and LSDs, as well as smaller aviation facilities, with only a single helicopter landing pad. They are nevertheless one of the three types of amphibious ships that will survive (along with the big deck LHDs/LHAs and the LSD) into the 21st century. There even are plans to build a new class of twelve (the LPD-17s), though the LPD-4s will stay around for almost a decade before these new ships enter service. Following the three Raleigh-class ships, a further class of LPDs was constructed in the late 1960s. These became the Austin class (LPD-4), in service around the world today.
The Shreveport and her sister ships look a lot like the older LSD-36-class dockships, except that they have a larger superstructure, as well as a shorter main deck/helicopter platform and well deck. She is some 570 ft/173.7 m long, with a beam of 84 ft/25.6 m, and a nominal draft (with the ballast tanks dry) of 23 ft/7 m. Full displacement is 16,905 tons. The twelve ships of the class were constructed in three separate shipyards. USS Austin (LPD-4), USS Ogden (LPD-5), and USS Duluth (LPD-6) were built at the government-owned New York Naval Shipyard, some of the last U.S. warships built there. Ingalls built USS Cleveland (LPD-7) and USS Dubuque (LPD-8) at Ingalls in Pascagoula, Mississippi. USS Denver (LPD-9), USS Juneau (LPD-10), USS Coronado (LPD-11), USS Shreveport (LPD-12), USS Nashville (LPD- 13), USS Trenton (LPD-14), and USS Ponce (LPD-15), were all built by Lockheed Shipbuilding in Seattle. Coronado (LPD-11) was converted into a command ship.
Shreveport (LPD-12) was laid down in Seattle, Washington, on December 27th, 1965, launched on October 25th, 1966, and commissioned on December 12th, 1970. She is powered by two 2.600-PSI Babcock and Wilcox boilers feeding a pair of De Laval steam turbines for a total of 24,000 hp to the twin shafts. Maximum speed is 21 kt/38.4 kph, though the efficiency of the powerplant allows it to cruise at 20 kt/ 36.6 kph. The steam plant is old and cranky by comparison to newer Navy steam, diesel, and gas turbine ships. Nevertheless, her dedicated "snipes" keep her going. Shreveport is one of nine ships in the class with extra bridge and berthing space, so it can act as a squadron flagship in "split ARG" operations.
When you walk around Shreveport, you find it generally similar to other Navy warships: gray paint, the overhead crowded with piping, conduits, and wiring runs, and hatches that need to be opened and closed by hand. But Shreveport is different from the ships we have visited so far. While some systems have been updated, there is a 1960s "feel" to the structure you see. Austin-class (LPD-4) ships were designed for a crew of drafted conscripts instead of volunteer professionals. The ship's systems had minimal automation (which required costly analog electronics) and maximum utilization of manpower, which was comparatively cheap (and more reliable!) in those days. Warship designers knew that a larger crew increases the ability of a ship to take damage and survive. Damage control is labor-intensive; and until recently, packing lots of men into a small hull was a good thing. You see this in Shreveport and her sister ships.
Let's go to particulars. Down in the crew and passenger (one of the Navy terms for "Marine") accommodation areas, you find the bunks are smaller and a bit shorter, and personal stowage space is more limited, than on Wasp or Whidbey Island. You find almost no recreational or fitness facilities. And Shreveport lacks the environmental-control systems found on every new warship today. In fact, her air-conditioning is even more cranky than her power plant, which can be tough on the crew and embarked Marines. During the MEU (SOC) workup in the summer of 1995, most of Shreveport's air-conditioning system went out during a major heat wave. Even though the ARG was at sea, temperatures in the Marine berthing areas quickly rose to over 90deg F/32deg C with high humidity. Little could be done other than to push cold fluids to the men, and to shift some smaller units over to spare berthing on Wasp and Whidbey Island. Everyone took it in stride, but such problems sometimes occur in older vessels.
Passenger comfort is not why warships are built; and despite her advancing years, Shreveport is well equipped to operate not only as an ARG flagship, if necessary, but as an independent amphibious unit. Shreveport's systems include:* Command and Control Capabilities--In addition to accommodations as a flagship, Shreveport has full command and control facilities, although smaller and more limited than those aboard an LHD or LHD. These include a CIC, LFOC, SSES, and data links and communications gear.
* Troop Capacity--Along with her crew of 402 (plus a flag staff of 90 if carried), Shreveport can carry up to 840 Marines.
* Vehicle/Cargo Capacity--While she was designed before automated cargo handling, the Shreveport has 14,000 ft2/1,301 m of vehicle space, as well as 51,100 ft3/1,447 m for cargo. This is far more than Whidbey Island (LSD-41), allowing a great deal of autonomy if the ship must operate alone.
* Transport/Off-load Capability--Shreveport's robust aviation and transport facilities also enable her to to operate independently if required. These include a helicopter pad with two landing spots, as well as a hangar and air traffic control. The well deck can berth and support a LCAC or LCU, or up to four LCM-8s.
* Cargo Handling Capacity--Shreveport's cargo handling gear includes ten two-ton forklifts, a pair of three-ton rough terrain forklifts, three pallet conveyers, an eight-ton weapons and cargo elevator, and six cargo monorails like those aboard Wasp. There is also a thirty-ton deck crane for general-purpose lifting.
Shreveport can hold up her end of the amphibious task, either as part of an ARG, or all by herself, should that be required. Shreveport's armament is typical of her generation. Back in the 1960s the Navy did not expect that amphibious ships would have to defend themselves; that was the job of aircraft carriers, surface escorts, and submarines. Times have changed since then, though, and Shreveport has been fitted for basic self-defense. In addition to an SPS- 10F surface-search and SPS- 40C air-search radar, she carries the SLQ-32 (V1) ESM package, which can detect an incoming missile and attempt to confuse it with chaff or decoys from four Mk 137 SRBOC launchers. Two of the original four twin 3-in/76-mm gun mounts have been removed, and replaced with a pair of 20mm Phalanx CIWS mounts. There is none of the splinter armor that you find aboard Wasp or Whidbey Island. This means that she could suffer severe fragmentation damage from a sea-skimming cruise missile even if the CIWS detonates the warhead before impact.
As the Shreveport and her sisters enter the twilight of their careers, you might expect the Navy to ease up a bit and try to stretch out their remaining service life. But the LPD-4s will stay at the forefront of amphibious operations until the new LPD-17-class assault ships arrive in the early part of the 21st century. The plan is to stretch the life of the class from the normal thirty years to roughly forty to fifty years! This will demand improvements to environmental systems, some communications, a fiber-optical data network, and perhaps even the Cooperative Engagement System designed into the LPD-17. These will be difficult to fund in the current budget environment. But the LPD-4s are a national asset, and you can expect General Krulak to fight like a "big dog" to ensure these venerable ships stay ready to land Marines.
Landing Craft
Ever since Stone Age men built the first raft to raid the neighbors downstream, small boats have been essential to amphibious operations. Captains of amphibs do not like to bring their large and sometimes vulnerable vessels within range of enemy artillery as they close a hostile shore. After the retirement of the last LST-1179-class ships, the option of running an ocean-going amphib up onto a beach (and getting her off again) wi
ll be gone forever. Given the dangers from mines, missiles, and guns, this is probably no great loss to our capabilities.
The amphibious equivalent of a delivery truck is the landing craft. As noted earlier, the development of landing craft during World War II was one of the key technologies that made amphibious warfare possible. Today, the Navy's landing craft range from the high-tech LCAC (Landing Craft, Air Cushioned) to conventional Landing Craft, Utility (LCU) and Landing Craft, Medium (LCM). While older craft are on their way out, they still provide amphibious planners with a range of delivery options. This is critical as the Navy and Marine Corps wait for long-delayed systems like the AAAV and MV-22B Osprey to enter service in the early 21st Century. The older landing craft provide vital support to Maritime Prepositioning Force (MPF) units for contingency and follow-on forces. Let's take a look at these delivery vans. Other than the Marines themselves, nothing is closer to the tip of the amphibious spear.
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