LPD-17 cutaway
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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.
LPD-17 San Antonio Class: Capabilities and Features
Roles and Innovations
LPD-17 Class & ATF
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The LPD-17 Class featured both an innovative development process, and 21st century features that optimize them for a number of roles. These range from an assault ship that carries and sustains Marine Expeditionary Units, to use as a US Navy command node, the ability to play the lead roles in disaster relief operations, etc.
The ships will operate as part of larger Amphibious Task Forces (ATFs) in conjunction with a full set of airpower, additional assault ships, and air and sub-surface defense vessels. They can also be parceled out as the keystones of smaller three-ship Amphibious Ready Groups (ARGs)/ Expeditionary Strike Groups (ESGs). At minimum, they can operate independently in low-threat scenarios during “split-ARG” operations, helping the group cover multiple areas of responsibility and respond to more than one contingency simultaneously.
A total of 11 ships of this class are slated to assume the functional duties of up to 41 previous ships, including the USA’s older LSD-36 USS Anchorage class dock landing ships (all decommissioned as of 2004, LSD-36 and LSD-38 transferred to Taiwan) and its LPD-4 USS Austin Class ships (12 built and serving, LPD 14 Trenton now India’s INS Jalashva). The San Antonio class ships may also replace 2 classes of ships currently mothballed and held in reserve status under the Amphibious Lift Enhancement Program (ALEP): the LST-1179 Newport class tank landing ships, and LKA-113 Charleston class amphibious cargo ships.
MV-22 Osprey
The San Antonio Class will also serve in a number of roles beyond combat.
While LPD-17 vessels will have their own helicopter contingent for patrols and transport operations, their large deck also makes them useful inshore “lilly pads” that can quickly refuel and turn around rotary aircraft from elsewhere in order to keep them on station longer. The ships are also designed to function as casualty receiving and treatment vessels, with 24 beds and two operating rooms. With communications capabilities that surpass most US and foreign vessels,
San Antonio Class vessels are potential command ships for US and joint task forces, and should make excellent UAV hosts and/or controllers.
Their 72,000 gallon per day reverse-osmosis water production certainly improves onboard creature comforts. It also allows the ship to operate in a critical lifesaving role in the wake of natural disasters like Hurricane Katrina or the 2005 Asian tsunami, when fresh water is often the most urgent and difficult requirement.
Yet the ships’ combat role remains top-of-mind, and reminders of their purpose are deeply embedded in the names – and in some cases, the very fabric – of these ships. The USS New York [LPD 21] incorporated bow steel cast from salvaged remains of the World Trade Center. Later vessels in its class include USS Arlington [LPD 24], named after the section of the Pentagon that was also hit by an airliner on September 11. USS Somerset [LPD 25] is named in memory of United Flight 93, whose passengers’ heroic struggles with al-Qaeda hijackers crashed the plane in a Somerset County, PA field instead of the intended targets of the Capitol building or White House.
Basic Specifications
Specs
More Fun Facts
The US Navy has taken a tip from the cruise ship industry, and relied on heavy automation to bring down crew size. That frees up more space for troops, but these systems’ performance and resilience have become an issue.
The ship auxiliary systems are all electric, including electric heating and water heaters, 7 big York air-conditioning units (which will be appreciated by many troops), and a 72,000 gallon per day reverse osmosis water-generating plant.
A new high-power “low-drag” propeller hub design provides improved propeller efficiency, and helps them power the ship to speeds above 20 knots.
Within the ship, passageways are 25-30% wider than previous LPDs so combat-loaded Marines can move in full gear inside the skin of the ship just as if they were topside.
Those L-shaped berthing spaces have an extra 1-2 feet of headroom, enough for sailors and Marines to sit up in their racks. Personal storage space in all the berthing areas has gone up by 40%, compared to past LPDs.
The ships are also designed from the outset to accommodate the modern reality of mixed-gender sailors and Marines.
Food service has been modeled for maximum efficiency on both ends via simulation and task/traffic flow analysis that aim to keep both chow line waits and food production humming along.
San Antonio Class ships also feature amenities such as a ship services mall to ease long deployments, a fitness center, and learning resource center/electronic classroom enabled by the ship’s improved bandwidth and computing capabilities.
Self-Defense & Survivability: Options & Issues
AN/SPS-48E on LPD 17
In order to survive both their missions and the need for upgrades during their long service lives, LPD-17 ships have incorporated significant advances in ship self-defense, survivability, and C4I systems. The question is whether they will be enough, given the ships’ size and cost.
Step 1 involves making detection and lock-on harder. The San Antonio Class was intended to have a significantly reduced radar cross section signature (1/100th of the LSD-41 Class). Indeed, the San Antonio Class works to minimize its signature across a number of spectra. It optimizes radar cross-section by streamlining topside layout, and incorporating reduced radar signature technologies and design. Relevant design features include a boat valley instead of a boat deck, removable coverings over the rescue boat and fueling at sea stations, and accommodation ladders that fold into the ship’s hull. Meanwhile, the advanced composite-enclosed mast/sensors, which cover the ship’s SPS-48E and SPQ-9B radars and its communications antennas, give the ship its distinctive profile. In the end LPD-17 designs do have a smaller signature than the ship classes that preceded them, but a July 2007 article in the San Antonio Express-News points out that the ship’s radar signature won’t be reduced as much as planned, compromising its survivability in near-shore regions.
A minor consolation of the class’ stealth design is that there are fewer edges and seams to collect rust, and corrosion-resistant paint and composite building materials were expected to reduce future maintenance and painting costs. Unfortunately, serious construction flaws in several ships of class are quickly piling up maintenance costs in other, unexpected areas.
RIM-116 RAM Launch
Step 2 is active defense. The class will use Raytheon’s SSDS combat system, which will control and partially automate a set of air, surface, and navigation radars, as well as electronic countermeasures systems, towed torpedo decoys, missile decoy systems, and air defense that will include the short-range RAM missile system. That single layer of active protection has been highlighted as a weakness in Pentagon reports, which state that the ship’s radar and defensive systems can’t defend the ship reliably against the most advanced anti-ship missile threats. That may prompt the Navy to add bolt-on launchers for the medium-range RIM-162 Evolved Sea Sparrow missiles that equip many advanced NATO warships. For close-in defense, the LPD-17 class will use the MK46 stabilized 30mm autocannon with advanced sensors, as well as traditional .50 caliber machine guns mounted about the ship.
Step 3 involves the ability take a punch and keep fighting. The ship’s design worked to optimize the separation of redundant vital systems, and possesses a diverse suite of fire-fighting options. Fiber-optic wiring throughout the ship is designed for high-bandwidth SWAN (Shipboard Wide Area Network) applications, and features long-term upgradeability, redundancy, and durability. It will also help the automated ship control systems manage ship systems, and quickly make changes in the event of damage. It is also used as part of an advanced lighting system that improves visual stealth, lowers power requirements, and makes it easy to switch the entire ship to specified lighting modes.
Unfortunately, these features have not lived up to their promise. Pentagon reports cite reliability and effectiveness issues with the Engineering Control System (ECS), the electrical distribution system, and the SWAN, saying that they may magnify the effects of a crisis, instead of helping the crew save the ship.
Other shipboard vulnerability upgrades include improved fragmentation and nuclear blast protection, and a shock-hardened structure with upgraded whipping resistance and structural connections. Overall, Pentagon reports rate the class as more survivable than previous LPDs, but question whether they are survivable enough for the modern environment.
This reflects the horns of the basic design dilemma at work. If a ship is made very large, it offers peacetime efficiencies and better capability per ton, but its cost will rise to a level that pushes it toward the addition of advanced radars, defensive systems, etc. These additions improve the odds that one’s ship won’t be lost and destroy the entire naval mission, but they also drive each ship’s price even higher.
The other classic approach to this problem is to build more but smaller ships, which tends to add costs by using more raw materials and building more hulls. On the other hand, cost per ship drops sharply – foreign LPDs tend to be somewhere between 1/3 to 1/10 the price of an LPD-17. With more hulls in the water, the loss of one ship is less likely to destroy an entire mission, and less expensive defensive systems can be used.
LPD-17 San Antonio Class: Program, Budgets & Timelines
Full flight deck view
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The original December 1996 US Navy contract was awarded to an industrial alliance led by Northrop Grumman Ship Systems (formerly Litton Avondale, now Huntington Ingalls Industries), with General Dynamics Bath Iron Works, Raytheon Electronic Systems and Intergraph Corporation, to design and construct the first of an anticipated 12 ships under the Navy’s LPD-17 program.
Avondale was supposed to build 8 of these ships, while Bath Iron Works would build 4 ships. In June 2002, however, a revised Memorandum of Understanding was signed with Northrop Grumman and Bath Iron Works. Northrop Grumman would be responsible for the construction of all LPD-17 San Antonio Class vessels, but they would trade construction of 4 of the USA $1.5 billion DDG-51 Arleigh Burke Class destroyers to Bath Iron Works.
LPD-17 production, originally authorized for 11 or 12 vessels as functional replacements for 41 1960s-era ships, dropped to just 9 as cost spirals took their toll, and was eventually forced back up to 11 with extra spending. 2013 Navy budget documents show an average cost per ship of over $1.6 billion through all vessels, which offers the unusual phenomenon of no reduction in cost vs. the first ship of class.
According to official Pentagon budget documents, recent funding for the LPD-17 class has included:
San Antonio Class budgets, 2002-2012
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Even by 2002, Research, Development, Testing & Evaluation (RDT&E) was mostly complete for this class, and the vast majority of funds spent under the program have been focused on building ships. Note that requests for a given year generally include both funds to finish building a ship, and funds for long lead-time items like engines, “government-furnished equipment” that isn’t bought by the shipbuilder, and other items that must be ordered early so construction of the next ship can start on time.
FY 2010 funding would technically buy 0 ships; it finishes LPD 26, and buys long lead time items for LPD 27. FY 2011 funding was the bare minimum, and the LPD 27 order hung on passing a FY 2012 budget. The final shipbuilding contract was placed in July 2012.
Timelines
Current and planned ships in this class, and key milestones include:
San Antonio Class LPDs – Timelines
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For some ships still in progress, we’ve noted discrepancies between announced or estimated dates earlier in a contract, and completion dates for key milestones. For ships that are already in service, noticing the time lapses between key stages for an individual ship, and in the progression of ships through a given stage, provides its own indication of problems that have arisen. The effect of August 2005′s Class 5 Hurricane Katrina can certainly be seen in several of the ship timelines above. So, too, can the effect of manufacturing quality problems.
Flight II: What’s Next
LPD Flight II changes
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The LPD-17s aren’t quite done production yet, but unless the shipyard receives new orders, that time is coming soon. HII’s response has been to look ahead, and look beyond amphibious ships.
An LX(R) competition looks to replace existing LSD-41/49 amphibious ships with up to 10 new amphibious support vessels, in the unlikely event that programs like the F-35 and SSBN(X) don’t gut US Navy procurement. The stated goal is 10 ships, with the 1st ship delivered between 2018 – 2022. HII’s response is the LPD Flight II, which keeps the same basic hull, but carries fewer Marines, holds less cargo, and removes a number of elements that add costs. Their stated target is a 30% cost reduction; unfortunately, that still makes their 23,000t design about twice as expensive as a foreign 17,000t LPD like the Dutch Johann De Witt. The benefits of using a mature production line and many common elements are real, but a $1.1 billion price tag per ship simply may not be affordable amidst hugely expensive programs and fiscal crises.
Fortunately for Huntington Ingalls, they didn’t stop there. Once they had stripped the LPD-17 design down and removed the hangar and some superstructure, they realized that they had a platform for other roles as well.
Joint Command and Control. The US Navy currently operates 4 dedicated command ships, all of which are over 30 years old. At some point soon, the Navy must either replace them of forego them. The LPD Flight IIs begin with advanced communication suites, and contain all the space one might require to house and run a full theater command. HII would have some decisions to make about organic on-board helicopter capability, but otherwise, most of the modifications would involve internal layouts and wiring.
Hospital Ship. The USNS Comfort and USNS Mercy are converted oil supertankers, originally launched in 1975 and 1976. The San Antonio Class has an internal hospital with 24 beds; in contrast, the USA’s hospital ships can hold and care for up to 1,000 patients, complete with a full pharmacy, advanced tools like radiology, optometry, testing lab, etc. The LPD Flight II is far smaller than these 65,000t+ behemoths, but it does have a good deal of internal space that could be put to good use, and that capacity may be more than adequate for most deployments. USNS Mercy actually sat pierside from 1991 – 2004, whereas a platform that could operate at lower cost would be easier and more tempting to deploy.
Innovative approaches could even modify the Flight II’s enhanced deck space to stack containerized TransHospital systems, for medical satellite deployments ashore.
LPD Flight II for BMD?
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Ballistic Missile Defense. This seems like the most radical change, but it isn’t if you think of the ship as specialized for this air and space defense role. A Flight II BMD ship would remove the well deck, in favor of a deck elevator that leads down to a helicopter hangar. It would also add a superstructure with the 21′ AMDR-S radar that the Navy considers ideal for ballistic missile defense, but which current destroyers cannot carry. The AEGIS BMD combat system would be installed, and the space cleared by the removal of most LPD-17 Class superstructure would be used to mount vertical launch cells around the edges. Notional designs show a nearly-ridiculous 288 Mk.41 VLS cells, or they could cut the number of cells and improve survivability by switching to the same Mk.57 PVLS on board the DDG-1000 Zumwalt Class battlecruisers.
US Navy 2009 estimates pegged a similar arsenal ship concept at around $2.55 billion, which still seems about right. This design would be more costly than the LPD-17s, or existing DDG-51 Flight IIA BMD destroyers (around $1.8 – 2 billion). It might be cheaper than the $2.5 – 3 billion estimates rumored for DDG-51 Flight III destroyers, but it would have limited versatility. It has enough VLS cells to act as an air defense ship, but it would lack the speed required to perform the “plane guard” role for carriers on calm days. It’s possible to load some cells with VL-ASROC anti-submarine missiles, and deploy an MH-60R helicopter from the under-deck hangar, but the ship itself wouldn’t have the systems needed to detect and track submarines. It would be a very effective arsenal ship for land attack with cruise missiles, but other ships and submarines can do the same thing, without putting such high-end BMD capability at risk.
Effectively, a FLT II BMD aerospace warfare cruiser would create a more potent air and missile defense platform than current American destroyers, at a similar cost, in exchange for less versatility. That might be an acceptable trade, depending on the Navy’s commitment to leadership of American missile defense efforts. On the other hand, it would probably have to be paid for by sacrificing DDG-51 destroyers. Bath Iron Works needs those destroyers to remain a major shipbuilding concern, which means HII would probably be cannibalizing its own DDG-51 production.
LPD-17 Program: Performance Problems
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The LPD-17 program has done some things well. Reduced operational costs and an improved capability to incorporate technological advances over its 40-year service life were essential design objectives for LPD 17. In working to accomplish these objectives, the design team incorporated hundreds of suggestions and recommendations from more than 1,000 sailors and Marines in the “Design for Ownership” process. Simulation and modeling were used heavily, and virtual crews drawn from other areas of the US Navy took “virtual tours” of the design zones of the ship via a 3D model at initial reviews, at 50% design reviews, and at 90% design reviews. Cargo functions received particular attention.
Meanwhile, the entire project alliance worked together at the same location along with the project sponsor, in order to maximize communication. Those efforts show through in many aspects of the ships’ design.
Unfortunately, the LPD-17 Class has experienced a number of long-running problems, particularly those ships built at the Avondale shipyard near New Orleans.
Financial. Overall, the class’ financial and budgetary performance has been a long-running failure. The LPD 17 San Antonio was initially budgeted at $954 million, but ended with a final price tag of about $1.76 billion. The LPD 18 New Orleans was budgeted at $762 million, but finished at a similar cost to LPD 17.
Northrop Grumman isn’t solely to blame for these overruns. The need to tear down and rebuild completed sections of the LPD 17 San Antonio was a major cause of its cost increases, while workforce attrition rates as high as 35% annually led to its construction delays. According to San Antonio Express-News, a less obvious but equally consequential source of trouble was a computer design program dubbed 3D CAD, which was touted for its ability to give 3-dimensional views, but was not up to the task of designing an entire ship.
What’s far more disturbing is the fact that these massive cost increases over the original $800 million projections have continued throughout the class’ lifetime. Indeed, they showed no improvement at all. That’s never supposed to happen, but FY 2013 budget documents show an average $1.6 billion cost over the full 11 ships.
Workmanship. The 2nd performance failure has involved ship quality. Northrop Grumman delivered the 1st ship, USS San Antonio [LPD 17], in the summer of 2005, but difficulties with her INSURV inspections and acceptance sea trials forced a delay of almost 3 years before her 1st mission, which featured a major mechanical breakdown. A similar fate befell the USS New Orleans [LPD 18], and those delays are clearly visible in the timelines, above.
In contrast, USS Mesa Verde [LPD 19], which was built at Northrop Grumman’s Ingalls yard in Mississippi instead of its Avondale yard near New Orleans, performed well in sea trials, and has been reliable in service.
Unfortunately, that wasn’t the end of the class’ problems. In 2010 a number of ships of class, especially the Avondale-built ships, discovered very serious problems that took them out of service for difficult repairs. They included USS San Antonio [LPD 17], USS New Orleans [LPD 18], USS Green Bay [LPD 20], and USS New York [LPD 21].
Once again, the bright spot was USS Mesa Verde, built at the Ingalls yard in Pascagoula, MS, which moved to substitute for USS San Antonio on a recent deployment.
Governments have generally ignored this shipyard quality problem. A $50 million grant from the state of Louisiana did help Northrop Grumman modernize production at Avondale, and another $98.6 million in federal funding has also filtered down to local NGSS shipyards in the wake of Hurricane Katrina. Nevertheless, scathing Navy inspector general reviews that detailed shoddy construction and basic workmanship problems at Avondale are cause for legitimate concern in areas that will not be fixed by modernization alone.
Eventually, Northrop Grumman spun off its shipbuilding units as Huntington Ingalls Industries, and moved to close the Avondale, LA shipyard. That may finally resolve the issue – after more than $15 billion had been spent on a supposed cornerstone of the future amphibious fleet.
DID will continue to spotlight this issue, in “LPD-17 Reliability Issues Surface Again.”
The Vicious Cycle
The San Antonio class’ problems fit into a larger set of trends. The Navy and Congress make life very difficult for American military shipbuilders, who also operate in ways that come back to bite them. Key challenges include yo-yoing political budget projections and military requirements. That problem leads to “binge and purge” hiring cycles, impairs shipyard effectiveness, and ultimately raises costs, while lowering quality. The growing costs of US Navy ships then feed back into this phenomenon, as budgets and projections break, and require drastic changes to fix.
On the contractor side, lowball initial prices, followed by cost increases once projects begin, leads to inevitable build reductions part-way through. Which means fewer ships per dollar, as R&D dollars are amortized over fewer ships. The Pentagon is often a collaborator in these games, assuring lawmakers of the initial contract’s reasonableness long after outside reports question their realism. Such approaches may ensure shipyard work in the near term, but they also feed into yo-yoing federal budgets, as cost growth makes it impossible for the Pentagon to fund all of the programs it has started.
Poor accountability and oversight can compound these issues, and has, but good oversight alone won’t remove them.
Ultimately, the US Navy loses the most. These escalating requirements and costs mean fewer ships overall. While the resulting fleet may be more capable, the number of contingencies it can cover, and the setbacks that it can safely absorb, drop. Even as the entire process shrinks a US industrial base that no longer builds many civilian vessels, and so has little resiliency.
It’s a vicious cycle – one that is damaging American global power.
LPD-17 San Antonio Class: Contracts & Key Events (1996-Present)
Unless otherwise noted, all contracts were issued by the US Naval Sea Systems Command (NAVSEA) in Washington, DC.
FY 2014
LPD 25 trials
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Nov 20/13: LPD 25. General Dynamics NASSCO in San Diego, CA receives a $12.1 million contract modification, exercising the option for Somerset’s [LPD 25] fitting-out availability. The ship hasn’t been commissioned yet.
$730,431 is committed immediately, and $215,383 will expire on Sept 30/14. Work will be performed in San Diego, CA, and is expected to be complete by December 2014. This contract was competitively procured, with 4 proposals received (N00024-12-C-2400).
Nov 15/13: LPD 17. General Dynamics NASSCO-Earl Industries, Portsmouth, VA receives an $11.4 million cost-plus-incentive-fee contract for the USS San Antonio [LPD 17] phased maintenance availability. They’ll conduct miscellaneous structural and mechanical repairs. All funds are committed immediately, and will expire on Sept 30/14.
Work will be performed in Norfolk, VA, and is expected to be complete by May 2014. This contract was competitively procured via Navy Electronic Commerce Online, with 3 offers received by the Norfolk Ship Support Activity in Norfolk, VA (N50054-14-C-1401).
Oct 18/13: LPD 25 delivered. Somerset is formally handed over to the US Navy at the Avondale shipyard. Sources: HII, Oct 18/13 release.
FY 2013
LDP 24. Weapons.
LPD 23 & LPD 24
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Sept 20/13: LPD 25. Somerset returns from successful US Navy acceptance sea trials. Sources: HII, Oct 10/13 release.
Aug 19/13: LPD 25. Somerset returns from 3 days of builder’s trials in the Gulf of Mexico. Sources: HII release, Aug 19/13.
May 4/13: LPD 23 commissioned. The US Navy commissions LPD 23 as USS Anchorage, in her namesake city of Anchorage, AK. Her home port will be San Diego, CA. US Navy.
USS Anchorage
April 12/13: Naming. The last San Antonio Class ship is among the 7 named by Secretary of the Navy Ray Mabus, who actually stuck to class naming conventions this time instead of veering into political partisanship.
LPD 27 will become USS Portland, becoming the 3rd ship in the fleet’s history to beat that name. CA-33 was a World War II heavy cruiser, named after Portland, ME. LSD-37 was also an amphibious assault ship, which was decommissioned shortly after Operation Iraqi Freedom began. It was named for Portland, ME and Portland, OR. LPD-27 is named after Portland, OR. Pentagon | Oregon Live.
LPD Flight II
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April 9/13: LX(R)? USMC Commandant Gen. James Amos publicly recommends that the Navy replace its 16,360 ton LSD-41 Whidbey Island Class ships with a San Antonio Class derivative, provided it can be made affordable. The question is whether HII’s stripped-down LPD Flight II proposal drives enough costs out of the base platform to make sense. $1.5 billion per ship won’t cut it for LSD replacement, and even HII’s touted 30% savings of $1 billion for a 23,165t ship would be about double the cost of capable foreign LSDs like the 17,000t Rotterdam/JDW Class.
The Navy is currently conducting an Analysis of Alternatives for its notional 10-ship LS(X), which aims to deliver its first ships to the Navy between 2018 – 2022. It’s called LX(R) because they may want configurability for a wider range of missions than the existing LSDs. The AoA is due in September 2013. Sources: DoD Buzz, “Amos: Replace LSD amphib fleet with LPDs” | Defense News, “Different Missions Might Await New USN Amphib” | USNI News, “Second Act for San Antonio?”.
April 9/13: UAV test. Insitu Inc. announces a successful 1st maritime flight for the RQ-21A UAV from LPD 19, the USS Mesa Verde. The RQ-21A is based on Insitu’s Integrator platform, and was picked as the USMC’s small UAV back in July 2010.
The flight comes after 3 months of land-based development testing and operational assessment, and the RQ-21A’s outstanding endurance for its size will make it an important part of the San Antonio Class’ onboard equipment.
April 6/13: LPD 24 commissioned. USS Arlington is commissioned at Naval Station Norfolk, VA. US Navy Live blog.
Jan /13: Flight II?
Dec 14/12: Weapons. Raytheon in Tucson, AZ receives a $12.3 million firm-fixed-price contract modification for 4 refurbished and upgraded Rolling Airframe Missile MK 49 Mod 3 guided-missile launch systems and associated hardware. these 21-missile launch packs will equip LPD 27 John P. Murtha (2 systems), and the Freedom Class ships LCS 9 and LCS 11 (1 each). All funds are committed on award, and there are options for 4 additional launch systems.
At the time of award, a $5.5 million option is also exercised for 2 remanufactured MK 49 launch packs, with Mod 3 updates and associated hardware. They’ll equip the Freedom Class ships LCS 13 and LCS 15.
Work will be performed in Tucson, AZ, and is expected to be complete by December 2015. This contract was not competitively procured pursuant to 10 U.S.C. 2304c1 (N00024-11-C-5448).
Dec 7/12: Support. Huntington Ingalls Industries in Pascagoula, MS receives a $54.5 million contract modification, to exercising the 3rd of 4 options associated with the Feb 16/10 award. HII will perform Life Cycle Engineering and support services on San Antonio Class ships, with $12.9 million obligated at contract award. The total value of this contract is now $157.9 million.
Work will be performed in Pascagoula, MS, and is expected to be complete by December 2013 (N00024-10-C-2203). See also HII.
Dec 7/12: LPD 24 delivered. Huntington Ingalls Industries delivers LPD 24 Arlington to the U.S. Navy. HII.
Dec 3/12: LPD 24. BAE Systems Norfolk Ship Repair in Norfolk, VA receives an $11.1 million contract, exercising options for the USS Arlington’s fitting-out and post shakedown work.
Work will be performed in Norfolk, VA (90.53%), and Chesapeake, VA (9.47%), and is expected to be complete by May 2013. Contract funds in the amount of $2.8 million will be obligated at time of award. This contract was competitively procured via FedBizOpps, with 4 proposals received (N00024-10-C-2204).
Nov 27/12: Raytheon Integrated Defense Systems in San Diego, CA receives a $41.9 million modification, exercising Option Year 4 for LPD-17 class Integrated Shipboard Electronic Systems life cycle engineering and support services. Last year, it was $40 million.
Work will be performed in San Diego, CA (98%) and Norfolk, VA (2%), and is expected to be complete by December 2013. $7.3 million is committed on the contract’s award, and $703,893 will expire at the end of the current fiscal year, on Sept 30/13. US Naval Sea Systems Command in Washington, DC manages the contract (N00024-10-C-2205).
Nov 5/12: LPD 24 trials. LPD 24 Arlington successfully completes US Navy INSURV acceptance trials. She is now set to be commissioned in Spring 2013. HII.
FY 2012
LPD 21 to 23.
Osprey onto LPD 21
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Sept 17/12: LPD 23 delivered. HII delivers the amphibious transport dock ship Anchorage [LPD 23] to the US Navy. HII.
Aug 24/12: LPD 24. LPD 24 Arlington returns from successful builder’s sea trials in the Gulf of Mexico. The real key is US Navy sea trials, which are next. HII.
Aug 1/12: Bolted. A new issue involving improperly installed bolts has emerged in the latest ships built by the Avondale shipyard near New Orleans. The Navy’s acceptance of LPD 23 Anchorage is now delayed, and LPD 25 Somerset is also affected.
An Ingalls inspector discovered the issue, which could lead engine mountings to shear under sudden shock, or loosen enough over time to set up damaging vibrations in the ship’s propulsion systems. Fitted bolts that don’t meet the ultra-tight tolerances for engine mountings are being replaced, and the Navy is also checking the 520 applicable bolts on every other Avondale-built ship. The problem is apparently confined to the Avondale shipyard, which has been the source of so many previous problems with the class. Ingalls-built ships from the Mississippi shipyard are unaffected. Gannett’s Navy Times.
More workmanship problems
July 28/12: LPD 25 christened. Nearly 1,800 guests attend the christening of LPD 25 Somerset, at HII’s company’s Avondale shipyard near New Orleans. LPD 25 is named to honor the courage of the passengers and crew members of United Airlines Flight 93, who fought the hijackers and brought their plane down near Shanksville in Somerset County, PA. US Navy | HII.
July 27/12: LPD 27 ordered. Huntington Ingalls Inc. in Pascagoula, MS receives the main order contract for LPD 27: a sole-source $1.514 billion fixed-price-incentive contract modification. When added to previous long-lead item orders, the shipbuilding cost is $1.8 billion, with key “government furnished equipment” like weapons on top of that.
Work will be performed in Pascagoula, MS (82%), Crozet, VA (4%), Beloit, WI (2%), and New Orleans, LA (1%), with other efforts performed at various sites throughout the United States (11%). Work is expected to be complete by June 2017 (N00024-06-C-2222). See also HII release.
LPD 27 main order
June 25/12: LPD 23 completes INSURV. HII announces that LPD 23 Anchorage has returned to her Avondale, LA shipyard, after successfully passing 3 days of Navy trials in the Gulf of Mexico. Delivery to the US Navy is set for Q3 (summer) FY 2012.
May 21/12: LPD 23 trials. LPD 23 Anchorage returns to Avondale, LA from successful builder’s trials in the Gulf of Mexico. The ship will now prepare for acceptance sea trials by the U.S. Navy’s Board of Inspection and Survey (INSURV), in preparation for delivery later in 2012. HII.
May 19/12: USS San Diego. The US Navy commissions LPD 22 into the 3rd Fleet as USS San Diego, based in San Diego. US Navy.
USS San Diego
May 15/12: LPD 27 lead-in. Huntington Ingalls Industries, Inc. in Pascagoula, MS receives a maximum $133.8 million cost-plus-fixed-fee contract modification for advance buys of LPD 27 long-lead-time materials and pre-construction activities. HII confirms that this is their 5th long-lead materials contract for LPD 27. This brings total long-lead contracts for this ship, from all contractors, to $419.6 million.
Work will be performed in Pascagoula, MS, and is expected to complete by June 2017 (N00024-06-C-2222).
April 13/12: LPD 19. Small business qualifier MarineTec, a joint venture between Marine Hydraulics International, Inc., and Tecnico Corp. in Norfolk, VA, wins a $10 million cost-plus-incentive-fee contract for USS Mesa Verde’s [LPD 19] phased maintenance availability (PMA). They’ll perform miscellaneous structural, mechanical, and electrical repairs, and the contract runs until September 2012. All contract funds will expire at the end of the current fiscal year, on Sept 30/11.
This contract was competitively procured via the Norfolk Ship Support Activity’s solicitation website, with 4 proposals solicited and 3 offers received (N50054-12-C-1203).
March 27/12: LPD 21 deploys. The Iwo Jima Amphibious Ready Group (IWO ARG) and 24th Marine Expeditionary Unit (24 MEU) depart for deployment from Norfolk and Camp Lejeune, NC, headed to the Mediterranean and Persian Gulf/ Indian Ocean areas.
The IWO JIMA ARG/24 MEU includes the amphibious assault ships USS Iwo Jima [LHD 7], USS New York [LPD 21], and USS Gunston Hall [LSD 44]; and is manned by Battalion Landing Team, 1st Battalion, 2nd Marine Regiment (BLT 1/2); Aviation Combat Element, Marine Medium Tiltrotor Squadron 261 (Reinforced); and Combat Logistics Battalion 24. USS New York.
March 19/12: General Dynamics NASSCO in San Diego, CA receives a $29.3 million contract modification for post shakedown work on USS San Diego [LPD 22] and fitting-out work on USS Anchorage [LPD 23]. Work will include program management, planning, engineering, design, liaison, scheduling, labor, and procurement of incidental material.
Work will be performed in San Diego, CA and is expected to be complete by December 2014. US Naval Sea Systems Command, Washington, DC, is the contracting activity (N00024-12-C-2400). See also Oct 7/11 entry.
March 14/12: LPD 22 captain relieved. Rear Adm. Gerard Hueber, commander of Expeditionary Strike Group 3, relieves Cmdr. Jon Haydel as captain of the “Pre-Commissioning Unit San Diego,” 1 day before it was due to leave its Pascagoula, MS shipyard for San Diego. Haydel was reportedly well-liked, and the Navy did not disclose the reasons. He was reassigned to Commander, Naval Surface Force, U.S. Pacific Fleet headquarters, pending an investigation into the “personal misconduct” allegations. Stars and Stripes.
March 1/12: LP 27 lead-in. Raytheon Integrated Defense Systems in San Diego, CA wins a $55.1 million contract modification, exercising the option for LPD 27′s integrated shipboard electronics. That’s actually a long list of items, including the engineering control system; magnetic signature control system; ship control system; navigation data distribution system; shipboard wide area network; wireless portable communication system; integrated voice communication system; sensors; Marine Corps support equipment; and AN/SPS-73 surface search radar.
Work will be performed in San Diego, CA, and is expected to be complete by February 2018 (N00024-11-C-2404).
Feb 23/12: LPD 27 lead-in. Huntington Ingalls, Inc. in Pascagoula, MS receives a not-to-exceed $70 million cost-plus-fixed-fee modification for advance procurement of long-lead-time materials in support of LPD 27. Work will be performed in Pascagoula, MS, and is expected to be complete by April 2012 (N00024-06-C-2222). This pushes announced LPD 27 long-lead contracts to $230.8 million.
HII notes that this is the 4th advance procurement contract for LPD 27 since October 2010, adding that these contracts are used for items like main engines, diesel generators, electrical switchboards, deck equipment and fire extinguishing systems. If they’re not ready in advance, they won’t be on hand when HII needs them, which would delay the build.
Dec 20/11: LPD 22 delivered. The US Navy takes delivery of LPD 22 San Diego. The crew will move aboard the ship on Jan 4/11 to begin the certification process, before a short Caribbean sail in mid-March 2012, followed by passage through Panama and then a sail up to San Diego for commissioning in May 2012.
The ship will be homeported in San Diego, alongside USS New Orleans [LPD 18] and USS Green Bay [LPD 20]. Mississippi Press-News.
Dec 6/11: Raytheon Integrated Defense Systems in San Diego, CA receives a $60.4 million contract modification to make and test LPD 26′s Integrated Shipboard Electronics, with an option for LPD 27 that would raise it to $111.3 million. Work will be performed in San Diego, CA, and is expected to be complete by February 2017 (N00024-11-C-2404).
Nov 22/11: Huntington Ingalls, Inc. in Pascagoula, MS received a $51.3 million contract modification, to provide life cycle engineering and support services for LPD-17 San Antonio Class integrated shipboard electronic systems. Work will be performed in Pascagoula, MS, and is expected to be complete by December 2012. $104,981 will expire at the end of the current fiscal year, on Sept 30/12 (N00024-10-C-2203).
Nov 22/11: Raytheon Integrated Defense Systems in San Diego, CA receives a $40 million contract modification, exercising an option to continue providing life cycle engineering and support services for LPD-17 San Antonio Class integrated shipboard electronic systems.
Work will be performed in San Diego, CA (98%), and Norfolk, VA (2%), and is expected to be complete by December 2012. $719,252 will expire at the end of the current fiscal year, on Sept 30/12 (N00024-10-C-2205).
Nov 18/11: LPD 22 passes INSURV. The US Navy’s future USS San Diego [LPD 22] completes US Navy INSURV acceptance trials. Delivery to the Navy is slated for mid-December 2011. HII.
Oct 7/11: Defense News reports that LPD 22 San Diego was damaged in late September 2011, during builder’s sea trials. A relief valve was installed backwards, causing part of the ship’s ballast system to overpressurize and damage 3 ballast tanks. The ballast tanks are used to lower the ship in the water, in order to flood its well decks.
Despite this mishap, the ballasting and de-ballasting tests were completed successfully, and Navy INSURV acceptance trials are expected to take place in November 2011.
Oct 7/11: General Dynamics NASSCO in San Diego, CA receives a $37.4 million cost-plus-fee contract for USS San Diego’s final fitting-out work, which could rise to $134.5 million if all options are exercised. That’s an unusually large figure.
Work will be performed in San Diego, CA, and is expected to be complete by December 2014. This contract was competitively procured via FBO.gov, with 2 offers received (N00024-12-C-2400).
FY 2011
Testing troubles. HII spinoff. NSSA suspended.
LPD 24 Arlington launch
(click to view full)
Sept 7/11: BAE Systems San Diego Ship Repair in San Diego, CA receives a $12.1 million contract modification for the USS Green Bay’s [LPD 20] FY 2011 phased maintenance availability (PMA). PMAs provide for an extensive renovation and modernization of an LPD class ship, including alterations and repairs as well as inspection and testing to all ships systems and components ensuring safe and dependable operation of the ship. the Pentagon says that it won’t require a dry-docking.
Work will be performed in San Diego, CA, and is expected to be complete by May 2012. All contract funds will expire at the end of the current fiscal year, on Sept 30/11. The US Navy’s Southwest Regional Maintenance Center in San Diego, CA manages the contract (N00024-10-C-4407).
July 13/11: LPD 20 XO relieved. Gannett’s Navy Times reports that USS Green Bay’s Executive Officer was relieved of duty by the Commodore of Amphibious Squadron 1 “after an investigation substantiated allegations of personal misconduct”. The ship is on deployment in the Persian Gulf, and Jones is being reassigned to temporary duties in San Diego with Expeditionary Strike Group 3.
The report also confirms LPD 20′s 1st mission, which began in February 2011.
July 12/11: LPD 27 long-lead. Huntington Ingalls, Inc. in Pascagoula, MS receives a maximum $98.8 million cost-plus-fixed-fee contract modification for advance procurement of long-lead-time materials in support of LPD 27, the 11th ship of the LPD class. This pushes LPD 27 long-lead contracts to $160.8 million, and HII notes that the category covers “main engines and diesel generators and other equipment, including electrical switchboards, deck equipment and fire extinguishing systems.”
Work will be performed in Pascagoula, MS, and is expected to be complete by January 2012 (N00024-06-C-2222). See also HII release, Oct 20/10 entry.
May 25/11: LPD 26 begins. The official start of fabrication on LPD 26 signifies that 100 tons of steel have been cut and fabricated, using Ingalls’ robotic plasma arc cutting machines. Huntington Ingalls says that the next milestone will be the ship’s keel laying, scheduled for the first quarter of 2012. LPD 26 is scheduled to be launched in Q3 of 2014, and delivered to the Navy in Q4 of 2015.
With respect to other ships, LPD 22 San Diego will undergo sea trials later in 2011; LPD 23 Anchorage is currently 82% complete, and is expected to be delivered in Q2 2012. LPD 25 Somerset is more than 50% complete, and will be launched “in 2012.” HII.
May 6/11: Maintenance termination. NAVSEA announces that it has terminated Earl Industries, LLC’s multi-ship, multi-option (MSMO) maintenance contract for the San Antonio Class. The move comes in response to:
“…Navy findings of improper work performed and concern regarding Earl Industries’ quality assurance program and the company’s ability to control the quality and documentation of work it performs. Those concerns were triggered by the number and severity of corrective action reports issued… “The company’s performance on this contract was not in keeping with the type of quality work the Navy expects from our industry partners,” said NAVSEA Commander Vice Adm. Kevin McCoy. “These failures are unacceptable, and we have lost confidence in Earl’s ability to continue successfully performing this same type of work… under the MSMO contract.”
It’s the most severe option – a complete termination of all work in process by the Norfolk, VA contractor, as well as all options for future scheduled and unscheduled maintenance work on the class over a 5-year period. In place of Earl’s contract, the Navy plans to compete scheduled Chief of Naval Operations availability and all necessary Emergent Maintenance/ Continuous Maintenance work for the San Antonio-class ships homeported in Norfolk, among all eligible contractors in the Norfolk area.
The Virginia Pilot’s “Earl Industries’ $75M Navy contract: What went wrong?” has a pertinent examination, which notes that Earl won the contract, despite having a higher bid, on the basis of Navy evaluations of “exceptional” performance on past contracts. The firm retains maintenance contracts involving the USN’s carriers.
April 20/11: USN suspends NSSA’s warrant. The US Navy announces that it has suspended the oversight authority of its Norfolk Ship Support Activity, at Norfolk Naval Station, VA, which is responsible for supervising maintenance work done by private companies on Navy surface ships in the mid-Atlantic region. Investigations are also underway concerning specific repairs to the USS San Antonio [LPD-17].
By suspending the command’s oversight authority – formally known as its “technical warrant” – the Navy essentially said it no longer trusts it to make sure work by contractors is being done properly. The issue is reportedly that the government can’t tell, based on required reports, what work was done and what wasn’t.
Thomas J. Murphy, who had been the command’s civilian executive director since 2004, was replaced in March 2011, and sources outside the Navy said several other officials at the command were also removed. Virginian Pilot | Information Dissemination | UPI.
NSSA suspended
April 1/11: LPD 26 contract. Northrop Grumman spinoff Huntington Ingalls Industries, Inc. in Pascagoula, MS receives a $1.496 billion fixed-price-incentive contract modification for all detail design and construction of LPD 26. That ship is the future USS John P. Murtha, unless the name is changed during a subsequent administration.
Work will be performed in Pascagoula, MS (82%); Crozet, VA (4%); Beloit, WI (2%); and New Orleans, LA (1%). Other efforts will be performed at various sites throughout the United States (11%). Work is expected to be complete by February 2016. The contract was not competitively procured (N00024-06-C-2222).
LPD 26 main order
March 31/11: HII Spinoff. Northrop Grumman completes the $6.7 billion spinoff of its shipbuilding sector, which begins trading as Huntington Ingalls Industries, Inc. [NYSE:HII] Bloomberg.
From NGC to HII
March 26/11: LPD 24 christened. Northrop Grumman Corporation’s shipbuilding sector, with the U.S. Navy and U.S. Marine Corps participating, christens LPD 24 as Arlington, in memory of those who lost their lives during the 9/11 attacks on the Pentagon. NGC.
March 8/11: US Senate Armed