Edenton (ATS1)
These British-built ships are the only oceangoing tugs in active Navy commission. The design features a long forecastle that breaks abaft the superstructure, little sheer, a shallow knuckle forward, large open work spaces forward and aft, and a transom stern. The clipper bow curves up to a prominent sheave, which has a 272-ton dead-lift capacity. A tall vertical bridge face supports a 10-ton-capacity boom. Abaft the stack is the 20-ton crane.
The ships carry four mooring buoys to assist in four-point moors for diving and salvage activities. The ships have compressed air diving equipment and a through-bow thruster for precise maneuvering and station keeping.
DEVELOPMENT •
The Edenton was
funded in FY1966, the other two in FY1967, despite congressional opposition to procuring foreign-built ships. They were built at Brooke Marine in Lowestoft, England, from 1967 to 1972. Two more in the class were canceled in 1973 because of their high cost.
COMBAT EXPERIENCE •
The Beaufort left Sasebo for the Persian Gulf on January 5, 1991, as part of Operation Desert Shield, arriving in the area onJanuary 29. After the Princeton (CG 58) struck two mines in the northern gulf on February 18, the US minesweeper Adroit (MSO 509) led the Beaufort to the scene. Edenton supplied Navy divers to assess the damage and assisted the Princeton out of the area. Although the Princeton could steam, the Beaufort helped the cruiser to maneuver up the channel swept by the Adroit. The tense journey took all night and part of the next day.
The Beaufort remained in the area until mid-June, when she returned to Sasebo.
SPECIFICATIONS •
DISPLACEMENT 3,200 tons full load
DIMENSIONS
length 282 ft 8 in (86.2 m)
overall
beam 50ft f 15.25m)
draft 15 ft 2 in (4.6m)
MACHINERY 4 Paxman 12 YLCM diesels, 6,000 bhp on 2 shafts with Escher-Wyss controllable-pitch pro-pellers=16 kts, range 10,000 nm at 13 kts, electric power 1,200 kW
CREW 115 WEAPONS
2 twin Mk 24 20-mm cannon mounts inATS 1
2 single Mk 68 20-mm cannon in ATS 2,3 SENSORS
SPS-53 surface-search radar SPS-64(V) navigation radar
Emory S. Land (AS 39)
These three ships are improved versions of the L. Y. Spear<\a$s tenders that were expressly designed to support up to four Los Angeles-class nuclear-powered attack submarines simultaneously. These ships, the Spears, and the Samuel Gompers-class destroyer tenders are virtually identical in dimensions and propulsion machinery.
DEVELOPMENT •
Lockheed Shipbuilding of Seattle built all three ships, laying down the Land in March 1976 and delivering the Mckee’m August 1981.
SPECIFICATIONS •
DISPLACEMENT 22,650 tons full load
DIMENSIONS
length 645 ft 8 in (196.9m)
overall beam 85 ft (25.9 m)
draft 25 ft (7.6 m)
MACHINERY 2 Combustion Engineering boilers, 1 De Laval steam turbine, 20,000 shp on 1 shaft=20 kts, range 10,000 nm at 12 kts
CREW 620
HELICOPTERS VERTREP area WEAPONS
4 20-mm Mk 67 in single mounts 2 40-mm Mk 19 grenade launchers in single mounts
SENSORS
SPS-10 surface-search radar navigation radar
Hunley (AS 31)
The Hunley and Hollandvfere the first tenders designed specifically to service Fleet Ballistic Missile (FBM) submarines. Each ship can service three SBBNs alongside simultaneously. Amidships are vertical tubes for 20 Poseidon submarine-launched ballistic missiles. 30-ton-capacity cranes move the missiles between submarine and tender.
The original armament for these ships was four 3-inch/50-cal antiair guns in twin mounts.
DEVELOPMENT •
The Hunley was built by Newport News Shipbuilding from 1960 to 1962; the Holland came from Lit-ton’s Ingalls yard in 1963. Hunley was homeported at Holy Loch, Scotland, for many years until replaced by the Simon Lake. Hunley was decomissioned in FY1994.
SPECIFICATIONS •
DISPLACEMENT 19,819 tons full load DIMENSIONS
length 599 ft (182.7 m) overall
beam 83 ft (25.3 m)
draft 24 ft (7.3 m)
MACHINERY 10 Fairban ks-Morse diesels turning electric motors; 15,000 bhp on 1 shaft=19 kts, range 10,000 nm at 12 kts
CREW 612-659
HELICOPTERS VERTREP area WEAPONS 4 20-mm Mk 67 in single mounts
SENSORS
SPS-10 surface-search radar navigation radar
Impeccable (T-AGOS 23)
These ships were to have been the third generation of T-AGOS ships, an improved version of the Victorious (T-AGOS
19)-class SWATH (Small Waterplane
Area Twin-Hull) ocean surveillance ships. Like the T-AGOS 19 class, the T-AGOS 23 class was to operate the US
Navy’s AN/UQQ-2 Surveillance Towed-
Array Sonar System (SURTASS).
The T-AGOS 23 was based on the Victorious design. The design was to have twin, fully submerged hulls that resemble long torpedoes; these were to provide buoyancy, carry fuel, and have electric-drive propellers. The propeller was to be protected by a ring supported by four arms. Forward of the propulsion set were to be fins on the inboard sides of the hulls that help to control pitching. Rising up from each hull a thin side wall that broadens above the waterline to support the main deck and superstructure was planned. Above the waterline, the boxy hull was to have a broad bridge forward, abaft of which was to be the single, tapered engine stack. The SURTASS winch would sit on the fantail with a lattice cable boom extending aft from the stern.
The new design extended the original envelope of the SURTASS operations into higher-latitude sea states than the earlier class. And the addition of a second acoustic system resulted in greatly expanded acoustic collection capabilities.
The T-AGOS 23 was to displace 60% more than the older design and was intended to have an electric-drive propulsion plant. Steering was to be through angled canard surfaces well forward and angled rudders aft as well as two azimuthing thrusters forward.
DEVELOPMENT •
The first ship was requested in the FY1990 budget, with the construction contract to be awarded in FY1990. The actual award of the lead ship (with options for up to five more) went to American Shipbuilding’s Tampa Shipyards Division on March 28, 1991.
The delay in ordering the lead ship and a general cutback in planned defense procurement caused the elimination of two ships in the FY1992 and FY1993 budgets, leavingjust one ship to be requested in FY1993. That ship was later moved forward to FY1992.
Contract problems led to this ship’s cancellation in 1994.
SPECIFICATIONS •
DISPLACEMENT 5,370 tons full load DIMENSIONS
length 281 ft 6 in (85.8m)
overall
beam 95 ft 9 in (29.2 m)
draft 26 ft (7.9 m)
MACHINERY diesel-clectric drive, 5,000
shp on 2 shafts=12 kts, range 3,000
nm, endurance 60 days CREW 45 SENSORS
navigation radar
1 UQQ-2 SURTASS sonar John McDonnell (T-AGS 51)
These burly ships collect hydrographic data in coastal and near-coastal areas for the US Navy’s Oceanography Command. They are outfitted for shallow-water data collection in depths of 5.35 to 328 fathoms (10 to 600 m) and deep-water data collection down to 2,187 fathoms (4,000m).
One hydraulic crane stands on the forecastle ahead of the superstructure. A second hydraulic crane is mounted on the after deckhouse. The design has a total of 1,500 ft* (139.4 m2) of working deck area. Laboratory work space is 700 ft2 (65 m2) and includes a wet lab, facilities for survey control, and space for electronic maintenance. Scientific storage amounts to 2,000 ft3 (56.6 m3). Helicopter facilities are limited to a hover-only resupply capability during daylight hours.
The extensive shipboard sonar survey systems include a shallow-water echo sounder operating at either 40 or 200 KHz, a 12-KHz deep-water echo sounder, a multibeam hydrographic survey system sounding at 95 KHz, and a towed side-scan sonar operating at 105 KHz. The 34ft (10.3-m) survey launches also use the shallow-water sounder and the towed side-scan sonar.
Navigation and communications equipment include Global Positioning System (GPS) for mission-related location, short-range positioning (Microfix) for harbor surveying, and SatNav and Loran-C receivers.
DEVELOPMENT •
Trinity Marine
Group began building the first in the class. Original 1990 delivery dates slipped because of the contractor’s termination of engineering drawing subcontractor services. Trials of the John Mcdonnell began in August 1991 with delivery following in December; Littlehales was delivered one month later.
SPECIFICATIONS •
DISPLACEMENT 2,000 tons full load DIMENSIONS
length 208 ft 2 in (63.45 m)
overall
beam 45ft (13.72m)
draft 22 ft 6 in (6.86 m)
MACHINERY 2 diesels, 2,000 bhp on 1
shaft= 12-16 kts sustained speed, 312 kts survey speed, range 13,800 nm
CREW 22 civilian +11 survey party
SENSORS 1 navigation radar
LY. Spear (AS 36)
These were the Navy’s first submarine tenders designed specifically to support SSNs; they can support four submarines alongside at one time.
As built, these ships each had two 5-inch/38-cal dual-purpose guns that were later deleted in favor of the minimal 20-mm gun armament.
DEVELOPMENT •
Both ships in the class were built at General Dynamics’ Quincy, Massachusetts, yard from 1966 to 1971. The AS 38 of this design was authorized in the FY1969 budget, but was not built because of funding shortages in other ship programs. Dixon (A537) is the first to decommission, leaving the fleet in FY1995.
SPECIFICATIONS •
DISPLACEMENT 23,493 tons full load
DIMENSIONS
length 645 ft 8 in (196.9m)
overall
beam 85 ft (25.9 m)
draft 24 ft 8 in (7.5 m)
MACHINERY 2 Foster Wheeler boilers, 1 General Electric steam turbine, 20,000 shp on 1 shaft=18 kts, range 7,600 nm at 18 kts, 10,000 nm at 12 kts
CREW 532
HELICOPTERS VERTREP area WEAPONS 4 20-mm Mk 67 cannon in single mounts
SENSORS
SPS-10 surface-search radar navigation radar
Mercy (T-AH 19)
These former San Clement&cl&ss tankers were fully converted to hospital ships to support the US maritime prepositioning and intervention (amphibious) forces. They are the largest ships ever to be dedicated to hospital functions, which equal those of a very large city medical center.
Most of the visible changes have been made at the main deck level and above. The forward superstructure has much greater volume, its several-deck block overhanging the hull sides. Abaft the forward block is the large helicopter pad, a narrow superstructure section extending aft to a tall superstructure block and a single tapered stack. As hospital ships they have 12 operating rooms, four X-ray rooms, and an 80-bed intensive-care facility, with a bed care casualty capacity of about 1,000 patients; up to 1,000 more patients can be accommodated for limited care. The ships are intended to accommodate a peak admission rate of 300 patients in 24 hours with surgery required by 60% of the admissions and an average patient stay of five days.
The ships are designed to take aboard casualties primarily by helicopter; there is a limited capability for taking on casualties from boats on the port side.
DEVELOPMENT •
Both ships were converted at the National Steel and Shipbuilding yard in San Diego; the T-AH 19 conversion was authorized in FY1983 (begun July 1984) and the T-AH 20 in FY1984 (begun April 1985). The Mercy operates out of Oakland, California, and the Comfort out of Baltimore, Maryland.
COMBAT EXPERIENCE •
The Mercy was deployed to the Philippines in 1987 as soon as she was operational, carrying medical personnel from each of the US military services as well as from civilian organizations. The ship operated in the Philippines as a hospital facility from March to June 1987, after which the ship visited several South Pacific islands before returning to the United States in July 1987.
The Mercy and Comfort sailed for the Persian Gulf in August 1990 as part of Operations Desert Shield/Desert Storm. The Comfort, sailing from Baltimore, entered the theater on August 31; the Mercy followed two weeks later after a minor breakdown delayed her departure by a day. The two ships remained in the Persian Gulf until mid-March 1991.
Projections of thousands of casualties during a ground war against Iraq prompted fears that the two ships might be overwhelmed by the demand. The rapid course of Operation Desert Storm’s ground war in February 1991 yielded unprecedentedly low casualties, however, which meant that the medical facilities were barely used.
SPECIFICATIONS •
DISPLACEMENT 69,360 tons full load (44,578 tons Mercy, 44,762 tons Comfort deadweight)
DIMENSIONS
length 894 ft (272.6 m) overall
beam 105 ft 9 in (32.3m)
draft 32 ft 10 in (10.0m)
MACHINERY 2 boilers, 1 General Electric steam turbine, 24,500 shp on 1 shaft=17.5 kts, range 13,400 nm at 17.5 kts, electric power 9,250 kW (including a 750-kW emergency diesel generator)
CREW 76 civilian -I- 1,083 Navy; patients 1,000 beds
HELICOPTERS landing area
SENSORS 2 navigation radars
Pathfinder (T-AGS 60)
Known as the T-AGS (Ocean) type, these oceanographic survey and research ships are similar in design to the Thomas G Thompson (AGOR 23). The principal difference is in who operates them. An AGOR is operated by a private academic institution, usually an oceanographic research institution. The T-AGS 60s operate under Military Sealift Command (MSC) direction.
The MSC mission statement gives an overview of the purpose of these ships:
“Conduct general-purpose ocean-ographic surveys and research worldwide and year-round in coastal and deep ocean areas.
—physical, chemical, and biological oceanography,
—multi-discipline environmental investigations,
—ocean engineering and marine acoustics,
—marine geology and geophysics,
—surveys (bathymetry, gravimetry, and magnetometry).”
The superstructure is centered in the profile, with the bridge level being considerably smaller than the upper deck, and bridge glazing affords a 360° view. Machinery consists of two steerable propellers aft (Z-drives) and a 1,140-horsepower bow thruster.
DEVELOPMENT •
Halter Marine won the contract for the first two ships in January 1991; the option for the third was exercised in May 1992.
The Pathfinder replaced the Lynch (T-AGOR 7); the Sumnerreplaced the De Stei-guer (T-AGOR 12); both ships operate in the Atlantic. The T-AGS 62 will relieve the Bartlett (T-AGOR 13). Benson (T-AGS-63) was ordered in 1994.
SPECIFICATIONS •
DISPLACEMENT 4,762 tons full load DIMENSIONS
length 328 ft (100.0 m) overall
beam 58 ft (17.7 m)
draft 19 ft (5.8 m)
MACHINERY dicsel-electric, 8,000 shp
with 2 Azimuth propellers=16 kts,
range 12,000 nm at 12 kts, endurance more than 29 days CREW 30
Safeguard (ARS 50)
These ships replaced the Bolster (ARS 38) class in the salvage and towing role. They are fitted for towing and heavy lift, with a limited diving support capability. Tall masts fore and aft bear crane booms, the after crane having the greater capacity. Bow and stern sheaves allow for towing. Maneuvering in restricted waters is aided by a 500-horsepower bow thruster
DEVELOPMENT •
All 4 ships were built by Peterson Builders of Sturgeon Bay, Wisconsin from 1982 to 1986. One additional ship had been planned for the FY1990 program but was never requested.
SPECIFICATIONS •
DISPLACEMENT 2,880 tons full load
DIMENSIONS
length 255 ft (77.8 m) overall beam 51 ft (15.5 m)
draft 15 ft 5 in (4.7m)
MACHINERY 4 Caterpillar geared diesels, 4,200 bhp on 2 shafts=13.5 kts, range 8,000 nm at 12 kts
CREW 90
WEAPONS 2 .50-cal machine guns in
single mounts SENSORS SPS-55 surface-search radar
Samuel Gompers (AD 37)
These six ships were the Navy’s first post-World War II destroyer tenders and were designed to support ships with nuclear and gas turbine propulsion. They are similar to the L. Y. Spear (AS 36)-class submarine tenders.
All ships have two 30-ton-capacity cranes and two 6.5-ton cranes. 65 storerooms occupying a total volume of 63,400 ft3 (1,795.3 m3) carry 60,000 different types of parts.
As built, the AD 37 and 38 had a single
5-in/38-cal dual-purpose gun forward with a Mk 56 gunfire control system; this armament was removed. Plans to install NATO Sea Sparrow missile launchers in these ships were dropped in the late
1980s.
DEVELOPMENT *
Although grouped
as a single class, the third ship was laid down nine years after the second was completed. Puget Sound Navy Yard built the first two ships in 1965-68. AD 39,
authorized in FY1969, and AD 40, funded
in 1973, were canceled before construction began.
National Steel and Shipbuilding constructed the remaining four from 1978 to 1983, delivering the Shenandoah in December 1983. An AD 45 was planned for the FY1980 program but was not funded and additional ships were dropped from Navy planning. The AD 41 and later ships are generally referred to as the Yellowstone class. The Acadia (AD 42) decommissioned in FY1995, the first of the class to do so.
COMBAT EXPERIENCE •
The Puget Sound, Yellowstone, and Acadia were deployed to the Persian Gulf region as part of Operation Desert Shield.
The Yellowstone-WAS in the theater from September 25 to October 13, 1990, and January 8 to February 27, 1991; she returned to Norfolk on March 23. The Aca-dia left for the theater on September 5, 1990, arriving on October 18; she left the area on March 12, 1991, and returned to Oakland on April 26. The Puget Sound arrived in the theater on February 18; she left the theater in May and returned to Norfolk on June 28.
SPECIFICATIONS •
DISPLACEMENT 20,500 tons full load (AD 37,38); 20,225 tons full load (others)
DIMENSIONS
length 643 ft 4 in (196.1 m)
overall beam 85 ft (25.9 m)
draft 22 ft 8 in (6.9m)
MACHINERY 2 Combustion Engineering boilers, 1 De Laval steam turbine, 20,000 shp on 1 shaft=20 kts (18 kts sustained), electric power 12,000 kW
CREW 1,367
HELICOPTERS landing area WEAPONS
2 40-mm Mk 19 grenade launchers in
single mounts 4 20-mm Mk 67 AA in single mounts
on first 2, 2 20-mm in others
SENSORS
SPS-10 surface-search radar LN-66 navigation radar
Simon Lake (AS 33)
These two large, high-freeboard tenders are designed to service simultaneously up to three Fleet Ballistic Missile (FBM) submarines moored alongside. In addition to regular AS (submarine tender) capabilities, FBM submarine tenders also store ballistic missiles.
These ships have side-by-side 30-ton cranes over 16 vertical cells that hold the missiles. Originally these were Polaris FBMs, but the Simon Za&Awas modified in 1970-71 and the Canopus in 1969-70 to support the Poseidon missile. At the end of the 1970s, the Simon Lake was again modified, this time to deal with the Trident C-4 missile; Canopus received her refit in 1984-85.
Note that the 3-in guns have been retained. Two Mk 63 directors for the 3-in guns were removed, leaving local gun control only.
DEVELOPMENT •
Simon Lake was built by the Puget Sound Navy Yard in 196364. Litton’s Ingalls yard constructed the Canopus in 1964-65. AS 35 of this design was authorized in FY1965, but construction was deferred and the ship was not built.
The Simon Lake left her home port at Holy Loch, Scotland, in March 1992 as the last overseas ballistic missile submarine base closed. The shrinking numbers of US Posiedon-launching SSBNs was given as the reason. Canopus (AS 34) was the first in the class to decommission, going into mothballs in FY1995.
SPECIFICATIONS •
DISPLACEMENT 19,934tons full load
(AS 33); 21,089 tons full load (AS 34) DIMENSIONS
length 643 ft 9 in (196.3m)
overall beam 85 ft (25.9 m)
draft 24 ft 6 in (7.5m)
MACHINERY 2 Combustion Engineering boilers, 1 De Laval steam turbine,
20,000 shp on 1 shaft=18 kts, range
7,600 nm at 18 kts, electric power ll,OOOkW CREW 915 (AS 33), 660 (AS 34)
HELICOPTERS VERTREP area
WEAPONS 4 3-in (76-mm)/50-cal Mk 33 AA in twin mounts
SENSORS
SPS-10 surface-search radar LN-66 navigation radar
Stalwart (T-AGOS 1)
These 18 Surveillance Towed-Array Sonar System (SURTASS) ships were developed to patrol vast regions providing passive surveillance of Soviet submarine forces. Early Navy planning envisioned 90-day patrol periods and eight days in transit, resulting in more than 300 days at sea per year. MSC rejected so intense a schedule as impractical and unrealistic. Actual patrol durations amounted to 60 to 74 days.
The decline of the naval threat after the collapse of the Soviet Union led to shrinkage in the active fleet and reassignment to several nonmilitary posts.
The hull is similar to that of the Pow~ hatan (T-ATF 166) class; it is bluff with a high bow, short forecastle broken at the bridge, tall side-by-side stacks, and a reversed tripod mast with a WSC-6 Satcom link radome at top. The low fantail has a large winch drum for the AN/UQQ-2 SURTASS. Mothballed ships do not have either the UQQ-2 SURTASS or the WSC-6 Satcom link.
The civilian crew members enjoy a high degree of habitability, including single staterooms for all crewmen, with three single and four double staterooms for technicians.
A bow thruster powered by a 550-horsepower electric motor aids in station keeping. Special features reduce self-radiated machinery noise.
DEVELOPMENT •
The lead ship, the
Stalwart, was laid down in November 1982. The program suffered from significant cost increases over original estimates and equipment failures, resulting in a three-year delay over the original schedule. In particular, the Tacoma yard sought reorganization under bankruptcy laws, and some observers believed that the yard would not be able to complete its remaining two ships (T-AGOS 11 and 12). However, the Navy officially reordered these ships from Tacoma in September 1987, and the completion dates were pushed back one year to 1989 and 1990 respectively.
Halter’s Moss Point, Mississippi, yard finished up the class, delivering T-AGOS 13 through T-AGOS 18 in 1988-90.
The T-AGOS fleet completed its 100th surveillance mission in October 1988.
Beginning with the Tenacious in April 1992, MSC began mothballing or transferring Stalwarts out of the MSC to other operations. Adventurous went to the National Oceanic and Atmospheric Administration (NOAA), Contender to the US Merchant Marine Academy at King’s
Point. By the end of FY1994, ten more of the class had been laid up.
SPECIFICATIONS •
DISPLACEMENT 2,285 tons full load
DIMENSIONS
length 224 ft (68.3 m) overall
beam 43 ft (13.1 m)
draft 15 ft (4.6 m)
MACHINERY 4 Caterpillar D-348B diesel generators with 3,200 bhp total turning 2 General Electric electric motors on 2 shafts=ll kts (array towing speed 3 kts), range 6,000 nm at 11 kts
CREW 21 civilian + 7 technicians
SENSORS
2 Raytheon navigation radars
UQQ-2 SURTASS Victorious (T-AGOS 19)
These four craft are the world’s first operational military ships with the Small Wa-
terplane Area Twin-Hull (SWATH)
design. Their mission is to stream the
AN/UQQ-2 Surveillance Towed-Array
Sonar System (SURTASS) in operations in high-latitude areas and in heavy weather. The SWATH design offers a high degree of stability and a large deck working area in comparison wilh conventional-hull designs. For example, a Victorious-class ship can maintain operations in all headings in sea state 6 and in the “best” heading in sea state 7.
Twin, fully submerged hulls resemble long torpedoes and provide buoyancy, carry fuel, and have electric-drive propellers. Forward of the propulsion set are fins on the inboard sides of the hulls that help to control pitching. Farther forward are canard surfaces and azimuthing thrusters.
Thin side walls support the main deck and boxy superstructure that has a broad bridge and side-by-side engine stacks. The SURTASS system’s winch is mounted on the fantail with a lattice cable boom extending aft from the stern.
DEVELOPMENT •
McDermott won in October 1986 for Victorious’detailed design and construction. She and her three
sisters entered service in 1991-93. Five more were cut from the program in favor of the larger Impeccable-class ships.
SPECIFICATIONS •
DISPLACEMENT 3,384 tons full load
DIMENSIONS
length 234 ft 6 in (71.4m)
overall
beam max 93 ft 6 in (28.5 m);
of box at waterline 80 ft (24.4 m) draft 24 ft 11 in (7.6m)
MACHINERY 4 Caterpillar 3512-TA diesel engines with a total of 4,800 bhp turning 4 Kato alternators (3,320 kW total) of which 2 drive propellers=9,6 kts, range 3,000 nm at 8.5 kts, electric
power 1,970 kW
CREW 25
SENSORS
navigation radar UQQ-2 SURTASS
Wafers (T-AGS 45)
This built-for-the-purpose ocean survey ship replaces the outdated Mizar (T-
AGOR11). The T-AGS 45 conducts deep-
ocean hydrographic, magnetic, and gravity surveys in support of strategic programs.
The T-AGS 45′s environmental survey components will include the ability to:
‘ tow up to three acoustic projectors
• perform bathymetric, hydrographic, or oceanographic surveys
• launch, control, and recover a Remotely Operated Vehicle (ROV)
She is built to ABS/US Coast Guard
standards and is ice-strengthened to ABS class C. Davits for Rigid Inflatable Boats (RIB) flank the narrowed forward superstructure abaft the bridge. Farther aft,the after superstructure block is topped by a square-section, slightly raked stack. Well aft, handling gear for undersea surveillance gear and a ROV are mounted on the fantail.
DEVELOPMENT •
Avondale Shipbuilding of Westwego, Louisiana, won the contract in April 1990 and delivered the ship in 1993. She operates in the Pacific.
SPECIFICATIONS •
DISPLACEMENT 12,208 tons full load DIMENSIONS
length 442 ft (135.6 m) overall
beam 69 ft (21.0m)
draft 21 ft 2 in (6.45m)
MACHINERY 5 GM 12-645-F3B diesel
engines turning electric motors, 7,400
bhp on 2 shafts=13.2 kts
CREW 95
SENSORS 2 navigation radars
Wright
Roll-On/Roll-Off (RO/RO)-container merchant ships provide maintenance and logistic support for Marine aircraft in forward areas. They retain their RO/ RO ability; vehicle storage space is
168,000 ft2 (15,608 m2). In addition,
they also pack 300 standard containers when deployed as maintenance ships. To speed setup on shore, many of the unit’s facilities make up from standard container-size modules. These have access ladders, scaffolding, and shipboard electrical power and other services, which allow the unit to begin operation before disembarkation.
Some 300 of the troops embarked in the AVB are associated with the maintenance unit; the others serve in communications and other support capacities. Troop berthing and mess are installed above the number 7 hold.
Seven cargo holds are served by 10 30-ton-capacity booms (which can be joined for 60-ton lifts); a single 70-ton Stuelcken
boom is also installed. Once the maintenance unit is disembarked, the Wrights can carry 684 standard containers.
The conversion included fitting a helicopter deck above the two forward holds; the deck can be removed to permit full access to the holds with the use of off-board cranes.
DEVELOPMENT •
Both ships were converted at Todd Shipyards in Galveston, Texas. The Wright began conversion in June 1984,finishingin May 1986, and the
Curtiss converted between December
1985 and March 1987. When not activated, the Curtiss is laid up in the Ready Reserve Force fleet at Suisun Bay, California; Wright is in the RRF fleet at James River, Virginia.
COMBAT EXPERIENCE •
In August
1990, both ships were activated and sent to the Persian Gulf in support of Marine Corps aviation as part of Operation Desert Shield. Soon after she sailed on August 19, 1990, the Curtiss suffered a boiler failure; she put into Adak, Alaska, for repairs and arrived on September 10. Once there, the two AVBs performed
“magnificently,” according to a Marine general, judging the ships’ AVB concept as “right on target.” The Wright was based at Bahrain and supported A-6 Intruders and F/A-18 Hornets. The Curtiss supported primarily AV-8B Harriers and helicopters from her post atjubayl, Saudi Arabia.
The Wright was returned to Marad control for layup on December 11,1991, Cur-
tiss joining her on December 17.
SPECIFICATIONS •
DISPLACEMENT 23,872 tons full load (15,694 tons deadweight)
DIMENSIONS
length 602 ft (183.49 m) overall
beam 90 ft (27.43 m)
draft 34 ft (10.36m) (to
summer freeboard) MACHINERY 2 Combustion Engineering boilers, 2 General Electric steam
turbines, 30,000 shp on 1 shaft=23.6
kts, range 9,000 nm at 23 kts, electric
power 3,000 kW
CREW 41 civilian HELICOPTERS landing area
SENSORS 2 navigation radars
