US Navy on the T-AKE As It Beefs Up Supply Ship Capacity

Jan 27, 2020 04:56 UTC

Latest updates[?]: Vigor Marine won a 15.3 million contract or a 75 calendar-day shipyard availability for the regular overhaul and dry-docking of USNS Charles Drew (T-AKE 10). Vigor Marine is a commercial repair and modernization subsidiary of Vigor Industrial. The shipyard offers eight drydocks, more than 15,000 feet of pier space and tens of thousands of square feet of superior indoor facilities to serve vessels of nearly any size. The USNS Charles Drew is a Lewis and Clark Class dry cargo ship of the United States Navy, built in 2009. The Navy vessel was delivered to Military Sealift Command on 14 July 2010 and began conducting missions for MSC in spring 2011, mainly operating in the Pacific Ocean. Work will take place in Portland, Oregon. Expected completion will be by May 9, 2020.

USNS Sacagawea

Warships get a lot of attention, but without resupply, an impressive-looking fleet becomes a hollow force. The US Navy’s supply and support fleet has been aging, and needed new vessels. T-AKE is part of that effort, and the ships have also found themselves performing “naval diplomacy” roles.

The entire T-AKE dry cargo/ ammunition ship program could have a total value of as much as $6.2 billion, and a size of 14 ships, as the US looks to modernize its supply fleet. How do T-AKE ships fit into US naval operations? What ships do they replace? What’s the tie-in to US civilian industrial capacity? How were environmental standards built into their design? And what contracts have been issued for T-AKE ships to date?

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LPD-17 San Antonio Class: The USA’s New Amphibious Ships

Dec 02, 2019 04:56 UTC

Latest updates[?]: Raytheon Integrated Defense Systems won a $74.7 million contract for design agent engineering services for networks and network user systems on operational landing platform/dock LPD-17 Class amphibious transport dock ships. LPD-17 or San Antonio Class landing platform dock is the latest class of amphibious force ship for the US Navy. The mission of the San Antonio Class is to transport the US Marine Corps ‘mobility triad’, comprising advanced, amphibious assault vehicles (AAAVs), landing craft air-cushion (LCAC) and the MV-22 Osprey tilt-rotor aircraft around the world. Construction of the first ship of 12, the San Antonio (LPD 17), began in June 2000. The ship’s keel was laid in December 2000. It was launched in July 2003 and commissioned in January 2006. The San Antonio is home-ported at the Norfolk naval base, Virginia. The vessel achieved initial operating capability (IOC) in May 2008 and made its first deployment in August 2008 as part of the Iwo Jima expeditionary strike group. Work under the deal will take place in California, Virginia and Florida. Expected completion is in December 2024.

LPD-17 cutaway

LPD-17 San Antonio class amphibious assault support vessels are just entering service with the US Navy, and 11 ships of this class are eventually slated to replace up to 41 previous ships. Much like their smaller predecessors, their mission is to embark, transport, land, and support elements of a US Marine Corps Landing Force. The difference is found in these ships’ size, their cost, and the capabilities and technologies used to perform those missions. Among other additions, this new ship is designed to operate the Marines’ new MV-22 Osprey tilt-rotor aircraft, alongside the standard well decks for hovercraft and amphibious armored personnel carriers.

While its design incorporates notable advances, the number of serious issues encountered in this ship class have been much higher than usual, and more extensive. The New Orleans shipyard to which most of this contract was assigned appears to be part of the problem. Initial ships have been criticized, often, for sub-standard workmanship, and it took 2 1/2 years after the initial ship of class was delivered before any of them could be sent on an operational cruise. Whereupon the USS San Antonio promptly found itself laid up Bahrain, due to oil leaks. It hasn’t been the only ship of its class hurt by serious mechanical issues. Meanwhile, costs are almost twice the originally promised amounts, reaching over $1.6 billion per ship – 2 to 3 times as much as many foreign LPDs like the Rotterdam Class, and more than 10 times as much as Singapore’s 6,600 ton Endurance Class LPD. This article covers the LPD-17 San Antonio Class program, including its technologies, its problems, and ongoing contracts and events.

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LCS: The USA’s Littoral Combat Ships

Nov 28, 2019 04:56 UTC

Latest updates[?]: The Naval Sea Systems Command awarded Austal USA a modification for Littoral Combat Ships (LCS) industrial post-delivery availability (IPDA) support for LCS 24. This contract modification is for IPDA efforts for LCS 24. Austal USA will provide shipboard support to implement approved engineering change proposals, approved government-responsible deficiencies identified during test and trials, and crew-related activities and preventative maintenance. Austal will also provide program management support and logistics support for technical documentation affected by the work performed. LCS 24 or USS Oakland is the 12th Independence-variant LCS and the third US Navy ship to be named in honor of Oakland. The ship will be homeported in San Diego naval base. The LCS is designed to operate in near-shore environments and open-ocean. It has the capability to tackle modern coastal threats such as submarines, mines, and swarming small craft. Work will take place in Pittsfield, Massachusetts and estimated completion will be by October, 2020.

Austal Team
Trimaran LCS Design
(click to enlarge)

Exploit simplicity, numbers, the pace of technology development in electronics and robotics, and fast reconfiguration. That was the US Navy’s idea for the low-end backbone of its future surface combatant fleet. Inspired by successful experiments like Denmark’s Standard Flex ships, the US Navy’s $35+ billion “Littoral Combat Ship” program was intended to create a new generation of affordable surface combatants that could operate in dangerous shallow and near-shore environments, while remaining affordable and capable throughout their lifetimes.

It hasn’t worked that way. In practice, the Navy hasn’t been able to reconcile what they wanted with the capabilities needed to perform primary naval missions, or with what could be delivered for the sums available. The LCS program has changed its fundamental acquisition plan 4 times since 2005, and canceled contracts with both competing teams during this period, without escaping any of its fundamental issues. Now, the program looks set to end early. This public-access FOCUS article offer a wealth of research material, alongside looks at the LCS program’s designs, industry teams procurement plans, military controversies, budgets and contracts.

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SSGN “Tactical Trident” Subs: Special Forces and Super Strike

Jul 02, 2019 04:56 UTC

Latest updates[?]: International Marine and Industrial Applicators LLC was tapped with $8.5 million for the accomplishment of preservation and non-SUBSAFE structural repairs and maintenance on USS Michigan or SSGN 727. The deal will provide preservation, structural repairs, anode removal and safety track repair requirements and include all necessary management, material support services, labor, supplies and equipment deemed necessary to perform this work. Non-SUBSAFE means the structural repairs and maintenance are not part of the Submarine Safety Program, a quality assurance program of the US Navy designed to maintain the safety of the submarine fleet. The USS Michigan is the second sub of the Ohio Class of ballistic missile submarines and guided missile submarines. The Michigan was launched on April 26, 1980. It was built to carry the Navy's third generation submarine-launched ballistic missile (SLBM), the Trident C-4. Work under the contract will take place in Bremerton, Washington and is scheduled to be complete by June next year.

Trident II SLBM

From these…

In the aftermath of the START-II arms control treaty, some of the USA’s nuclear-powered Ohio Class SSBN nuclear missile submarines were converted to become long range conventional strike and special operations SSGN “Tactical Tridents.” Four ultra-stealthy Ohio-class SSBNs had their 24 Trident II D-5 nuclear ballistic missiles removed. They were replaced with up to 154 Tomahawk cruise missiles, plus space in the sub for 66-102 special forces troops, special attachments for new Advanced SEAL Delivery System (ASDS) or older Seal Delivery Vehicle (SDV) “mini-subs,” and a mission control center. Unmanned Underwater Vehicles, and even UAVs for aerial operations, are expected to become equally important options over the SSGN fleet’s career.

…to these

These modifications provide the USA with an impressive and impressively flexible set of conventional firepower, in a survivable and virtually undetectable platform, which can remain on station for very long periods of time. As surveillance-strike complexes make the near-shore more and more hazardous for conventional ships, and the potential dangers posed by small groups continue to rise, America’s converted SSGN submarines will become more and more valuable. This updated, free-to-view article covers their origins and timeline, the key technologies involved, contracts from the program’s inception to the present day, with all 4 submarines back in service.

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LCAC Hovercraft: US Navy’s Champion Schleppers Get SLEPped

May 13, 2019 04:56 UTC

Latest updates[?]: The Navy awarded Rolls-Royce an $8.6 million contract modification in order to procure 10 MT7 marin turbine installation parts kit shipsets for the Landing Craft, Air Cushion (LCAC) 100 class craft. The LCAC 100 will enhance the US amphibious force’s ship-to-shore capacity with a rated load capacity per craft of 74 short tonnes. LCAC-1s have a 60-short tonne-rated payload. The landing craft was originally designated the Ship-to-Shore Connector and is intended to support the rapid movement of Marine expeditionary forces from naval vessels to shore and will be able to tactically deliver personnel and heavy equipment. The LCAC 100 craft consists of four MT7 turbines. The Rolls-Royce MT7 delivers between 4 to 5 MW and shares common core architecture with the AE1107C-Liberty aero engine. The procurement is in support of the Ship-to-Shore Connector Program. An MT7 installation parts kit is one “shipset” consisting of four engine intakes, two right-hand engine exhausts and two left-hand engine exhausts. Work will take place in Indiana and is expected to be finished by January 2021.

LCAC versatility

The US military calls them Landing Craft, Air Cushion (LCAC). They’re high-speed, fully amphibious hovercraft capable of carrying a 60-ton payload (75 tons in overload) over water and land at speeds in excess of 40 knots and a nominal range of up to 200 nautical miles. Carrying equipment, troops, and/or supplies, the LCAC launches from inside the well deck of an amphibious warship, then travels the waves at high speed, runs right through the surf zone near the beach, and stops at a suitable place on land. Its cargo walks or rolls off. The LCAC returns to the surf to pick up more. Rinse. Agitate. Repeat.

LCAC, ashore

A total of 91 LCACs were built between 1984-2001, and their design itself dates back to the 1970s. They require regular maintenance, refurbishment, upgrades, and even life extension programs to keep them operational into the future. This free-to-view Spotlight article will covers the program from 2005 forward, tracking contracts and key events.

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Canada’s C$ 2.9B “Joint Support Ship” Project, Take 3

Apr 09, 2019 04:58 UTC

Latest updates[?]: Lockheed Martin contracted Saab to deliver Sea Giraffe AMB 3-D surveillance radars to the Royal Canadian Navy’s two new Protecteur Class Joint Support Ships. According to a press release by Saab, the Sea Giraffe AMB will form part of the command management system for the new ships. The Sea Giraffe Agile Multi Beam (AMB) is a C-band maritime 3D mid-range multifunction radar. The radar provides airspace reconnaissance and simultaneous target tracking, weapon system targeting and high-resolution navigation. The Sea Giraffe AMB has been optimized for use on the Swedish Visby Class corvettes and the Independence Class US Coast Guard. The AMB contains a number of independent elevation-angle antenna beams. Saab will perform work in Gothenburg, Sweden and Halifax, Canada with deliveries scheduled between 2020 and 2022.

HMCS Protecteur
(click to view larger)

As part of its spate of military modernization announcements issued just before Canada Day (July 1) 2006, the Canadian government issued an RFP that began the process of defining and building 3 “Joint Support Ships.” The aim was to deliver 3 multi-role vessels with substantially more capability than the current Protecteur Class oiler and resupply ships. In addition to being able to provide at-sea support (re-fueling and re-supply) to deployed naval task groups, the new JSS ships were envisioned as ships that would also be capable of sealift operations, as well as amphibious support to forces deployed ashore.

This was expected to be a C$ 2.9 billion (USD $2.58 billion) project. This article describes the process, the industry teams participating, and some of the issues swirling around Canada’s very ambitious specifications. Specifications that ultimately sank the whole project, twice, in a manner that was predictable from the outset. Leaving Canada’s navy with a serious problem, as its existing ships were forced into retirement. Will another go-round in 2012-13 help any? And what will Canada do in the meantime?

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The USA’s Spearhead-class, expeditionary fast transports

Mar 27, 2019 04:58 UTC

Latest updates[?]: The US Navy awarded Austal USA a $261.8 million contract modification for two additional Expeditionary Fast Transport Ships (EPFs). The modification provides for design and construction and will also definitize the long-lead-time material undefinitized contract actions for EPF 13 and 14. Australian Shipbuilder Austal builds EPF ships in support of the EPF program by the Navy. The 14-ship EPF program has been worth over $2 billion. According to the DOD, the EPF class provides high-speed, shallow-draft transportation capability to support the intra-theater maneuver of personnel, supplies and equipment for the US Navy, Marine Corps, and Army. The vessels are to join coalition force operations of the Army and Navy. The Spearhead-Class EPF ships’ main roles include transportation of troops, military vehicles, cargo and equipment for a range of global missions. They will also support military logistics and humanitarian relief operations. The construction of EPF 13 will start in late 2019 and after that the construction of EPF 14 will commence in the middle of 2020, extending the EPF program to 2022.

Austal MRV/JHSV concept

When moving whole units, shipping is always the cheaper, higher-capacity option. Slow speed and port access are the big issues, but what if ship transit times could be cut sharply, and full-service ports weren’t necessary? After Australia led the way by using what amounted to fast car ferries for military operations, the US Army and Navy decided to give it a go. Both services leased Incat TSV/HSV wave-piercing catamaran ship designs, while the Marines’ charged ahead with very successful use of Austal’s Westpac Express high-speed catamaran. These Australian-designed ships all give commanders the ability to roll on a company with full gear and equipment (or roll on a full infantry battalion if used only as a troop transport), haul it intra-theater distances at 38 knots, then move their shallow draft safely into austere ports to roll them off.

Their successful use, and continued success on operations, attracted favorable comment and notice from all services. So favorable that the experiments have led to a $3+ billion program called the Joint High Speed Vessel. These designs may even have uses beyond simple ferrying and transport.

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Britain’s A330 Voyager FSTA: An Aerial Tanker Program – With a Difference

Oct 19, 2018 04:50 UTC

Latest updates[?]: The UK Royal Air Force marks another milestone in its F-35 JSF program. One of the RAF's B variant was successfully refuelled by a Voyager tanker aircraft. The refuelling took place earlier this week over the North Sea at 19,000 feet. Britain's Voyager, is an Airbus A330 Multi-Role Tanker Transport (MRTT) that functions both as an aerial tanker and a transport aircraft. A F-35B pilot told Forces TV that "it’s fantastic to be able to link up the UK’s 5th generation asset with the RAF’s Voyager tanker in UK skies for the first time."

Voyager & friends

Back in 2005, Great Britain was considering a public-private partnership to buy, equip, and operate the RAF’s future aerial tanker fleet. The RAF would fly the 14 Airbus A330-MRTT aircraft on operational missions, and receive absolute preferential access to the planes. A private contractor would handle maintenance, receive payment from the RAF on a per-use basis – and operate them as passenger charter or transport aircraft when the RAF didn’t need them.

The deal became politically controversial, and negotiations on the 27-year, multi-billion pound deal charted new territory for both the government, and for private industry. Which may help to explain why a contract to move ahead on a “Private Financing Initiative” basis had yet to be issued, and procurement had yet to begin, over 7 years after the program began. In March 2008, however, Britain issued the world’s largest-ever Defence Private Finance Initiative (PFI) contract. This FOCUS Article describes the current British fleet, the aircraft they chose to replace them, how the new fleet will compare, the innovative deal structure they’ve chosen, and ongoing FSTA developments.

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Hypersonic Rocket-Plane Program Inches Along, Stalls, To Restart

Jun 03, 2015 00:40 UTC

Latest updates[?]: The Air Force is reportedly working on a new hypersonic test vehicle, with the aim of developing the new vehicle by 2023. The Air Force and DARPA are hoping to build on a previous 2013 test, with the X-51A WaveRider intended to be used as a proof of concept.

FALCON HTVs

The path toward a hypersonic space plane has been a slow one, filled with twists and turns one would expect given the technological leap involved. Speeds of Mach 8+ place tremendous heat and resistance stresses on a craft. Building a vehicle that is both light enough to achieve the speeds desired at reasonable cost, and robust enough to survive those speeds, is no easy task.

Despite the considerable engineering challenges ahead, the potential of a truly hypersonic aircraft for reconnaissance, global strike/ transport, and low-cost access to near-space and space is a compelling goal on both engineering and military grounds. The question, as always, will be balancing the need for funding to prove out new designs and concepts, with risk management that ensures limited exposure if it becomes clear that the challenge is still too great. In October 2008, the US Congress decided that FALCON/Blackswift had reached those limits. That decision led to the program’s cancellation, though some activities will continue.

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AN-70 Aerial Transports Finally To Be Produced

Jan 29, 2015 12:11 UTC

Latest updates[?]: Testing is complete. Now, whom can you sell it to? Ukraine is now stepping up to order three of the heavy transports. A deal was reportedly signed on January 13.

AN-70

Antonov’s AN-70 has had a long and difficult development history from its first studies and concepts in 1979. Roadblocks have included the dissolution of its sponsoring state in 1991, the crash of the initial prototype aircraft in a 1995 collision with its chase plane, and the selection of the EADS A400M development project as the basis of Europe’s Future Large Aircraft (FLA). Antonov’s project has been kept alive on a shoestring budget by the participating companies, who believe that they have a winner on their hands if they can just bring it into production. The A400M’s struggles and cost escalation, and the C-130J‘s 20-ton limitations, have validated that assessment – but assessments don’t meet payroll, or pay for equipment.

The FLA loss was indeed a bitter blow to a Ukrainian program that had already seen many setbacks. As the program inched along in limbo for many years, it even looked like the FLA loss might turn out to be fatal, consigning the AN-70 to “what if” status on par with Canada’s fabled CF-105 Avro Arrow fighter. Recent developments, more than 30 years after the project first began, have finally changed that status.

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