This is alist of United States Navy amphibious warfare ships. Thistype of ship has been in use with theUS Navy sinceWorld War I.
Ship status is indicated as either currently active [A] (including ready reserve), inactive [I], or precommissioning [P]. Ships in the inactive category include only ships in the inactive reserve, ships which have been disposed from US service have no listed status. Ships in the precommissioning category include ships under construction or on order.
There have been four generations ofamphibious warfare ships, with each generation having more capability than the previous:
The first generation simply landed troops and equipment ashore with standard (i.e., non-specialized) boats and barges. These ships are not listed in this article since they were indistinguishable from thetroopships and othersurface combatants of their day, and as such were not assigned specializedhull classification symbols.
The second generation was designed duringWorld War II to land personnel and vehicles ashore, either directly or via carried specializedlanding craft.
The third generation was designed beginning in the 1950s to usehelicopters for amphibious operations, with the result that such operations were no longer limited to beaches.
The fourth generation was designed beginning in the 1980s to usehovercraft (Landing Craft Air Cushion (LCAC) specifically), with the result that the numbers and types of beaches which could be accessed dramatically increased.
During the naval build-up for World War II, almost 200Maritime Commission (MARCOM) standard designs were converted to US Navy amphibious warfare ships. In theCold War these and newer standard designs were built under MARCOM's successor agency, the United States Maritime Administration (MARAD):
The first amphibious warfare ships had a top speed of 12 to 17 knots. With the appearance ofhigher speed submarines at the end of World War II, the US Navy decided that all new amphibious warfare ships would have to have a minimum speed of 20knots (37 km/h; 23 mph) to increase their chances of survival. The High Speed Transport destroyer conversions (APD/LPR), the Landing Platform Docks (LPD), and all new ships with a full flight deck (LPH, LHA, LHD) would meet this criterion. The other major types would see relatively small numbers of new ships constructed with this 20 knot requirement, with the last appearing in 1969.[1]
Amphibious warfare ships were considered by the US Navy to beauxiliaries and were classed with hull classification symbols beginning with 'A' until 1942. Many ships were reclassed at that time as landing ships and received new hull symbols beginning with 'L'; others would retain 'A' hull symbols until 1969 and then receive 'L' symbols. This article pairs the two lists of what are the same ships, with each 'L' list preceding the respective 'A' list.Littoral Combat Ships also use 'L' hull symbols but are not solely intended for amphibious warfare.
In 2015 the US Navy created new hull classification symbols that began with an 'E' to designate 'expeditionary' vessels. Expeditionary vessels are designed to support low-intensity missions, allowing more expensive, high-value amphibious warfare ships to be re-tasked for more demanding missions. Most of these ships are not commissioned warships, but rather are operated by theMilitary Sealift Command.[2]
TheTarawa-class LHA was the first to combine the features of thewell deck of the Landing Ship Dock (LSD) or Landing Platform Dock (LPD) and the fullflight deck of the Landing Platform Helicopter (LPH) into one ship. Though not designed to carryLanding Craft Air Cushion (LCAC)s, they could accommodate one in their well decks.[3]
TheAmerica-class LHA would be a follow-on to theWasp-class LHD. The first two ships,America andTripoli, would not have a well deck, so as to dedicate more space to the support of air operations. This was criticized as a repeat of the mistakes of theLPH concept, and so it was decided thatBougainville and all future ships of this class would have a well deck.[4]
The well deck of theTarawa-class LHA was not designed to accommodate the LCAC, which came into service just six years after the last of that class was completed. TheWasp-class LHD and the later units of theAmerica-class LHA were designed to be LCAC compatible; theWasp-class could carry 3 LCACs.[9]
The Landing Platform Helicopter (LPH) would be the first ships to operate helicopters for large scaleair assault behind beaches. One major defect of the LPH concept was that these ships did not carry landing craft to disembark Marines when weather or hostileanti-aircraft systems grounded helicopters; onlyInchon would be modified to carrytwo landing craft. In such situations the LPH would be reliant on landing craft supplied by other ships, which proved awkward in practice. This defect would drive the design of theTarawa-class LHA, in effect a LPH with a well deck.[12]
As the 'definitive' LPH design under project SCB 157, theIwo Jima class would be the only class to be built as such, with sufficient 'hotel' accommodations for the embarked Marines. All other LPH ships would be conversions of aircraft carriers, and so had accommodation deficiencies (for example, some Marine units could not bunk together, andwater evaporation was insufficient to allow all personnel showers within a 24 hour period).[14]
The Landing Platform Dock (LPD) concept began as a compromise design, an attempt to build a ship with much more capability than a Landing Ship Dock (LSD) - the LPD superficially resembles an LSD with an enlarged flight deck - but without the expense of a LPH. The well deck is smaller than that of an LSD. TheRaleigh andAustin classes could be fitted with a temporary telescoping helicopter hangar.[18]
Several of these ships were built with space dedicated for command capabilities. Two of these,La Salle andCoronado, would be redesignated asauxiliary command ships (AGF).
TheRaleigh class would be designed under project SBC 187 (La Salle under SBC 187A) and theAustin class under SBC 187B.
TheSan Antonio-class were the first LPDs designed to accommodate Landing Craft Air Cushion (LCAC); two could be carried. They were also the first LPDs to be built with a permanent helicopter hangar.[19]
The LSD came as a result of a British requirement during World War II for a vessel that could carry large landing craft across the seas at speed. The design was developed and built in the US for the Royal Navy and the US Navy, with the US Navy originally classifying these ships asMechanized artillery transports (APM), then changing them to LSDs. The first LSDs could carry 36Landing Craft Mechanized (LCM) at 16knots (30 km/h) in a flooding well deck, the first ships with this capability. Late in the war they were modified with the addition of a temporary superdeck over the well deck; this could carry vehicles, support helicopter operations, or be removed for outsized cargo.[23]
In December 2020 the U.S. Navy's Report to Congress on the Annual Long-Range Plan for Construction of Naval Vessels stated that it was planned that all LSDs would be placed Out of Commission in Reserve by 2027.[24]
TheAnchorage class, designed under project SCB 404, was basically theThomaston class with the well deck enlarged (49 feet longer and 2 feet wider) to accommodate the new larger LCU-1610 class. They would later be modified to carry up to 3 Landing Craft Air Cushion (LCAC).[33]
TheWhidbey Island-class were the first LSDs designed to accommodate LCACs - up to 5 could be carried - and the first in which the helicopter deck would not be removable.[34]
TheHarpers Ferry-class is basically theWhidbey Island-class with more cargo capacity at the expense of a shorter well deck which could carry 2 LCACs.[36]
TheBlue Ridge-class would be the only amphibious command ships purposely built as such by the US Navy, and the first and only class capable of exceeding 20 knots. Their hulls were based on theIwo Jima-class Landing Platform Helicopter (LPH) design due to the need for flat deck space for multiple antennas. After the retirement of the fleet flagships [cruisers] (see alsoList of cruisers of the United States Navy § Command cruisers (CLC, CC)) these ships would be pressed into that role despite their lack of speed relative tocarrier strike groups.[38]
The Attack Cargo Ship (AKA) hull symbol was introduced on 1 February 1943; all AKA ships remaining in service in 1969 were reclassed asAmphibious cargo ships (LKA).
The Artemis class was deliberately smaller than other classes of attack cargo ships, to reduce the risks of having too many troops and large quantities of cargo in a single hull. After WW2 most were quickly disposed of as uneconomical.
Two transports with the hull symbol AP,USS George F. Elliott (AP-13) andUSS Leedstown (AP-73), had been configured as attack transports but were sunk in 1942 before the introduction of the APA hull symbol on 1 February 1943.
The Gilliams were deliberately smaller than other classes of attack transports, to reduce the risks of having too many troops and large quantities of cargo in a single hull. After WW2 they were quickly disposed of as uneconomical.
In 1969 the remainingdestroyer escorts which had been converted intoHigh-speed transports (APD)s were reclassified as Amphibious transports, small (LPR)s with no change of hull number.
High-speed Transports (APD) were converteddestroyers anddestroyer escorts; they received the US hull classification symbol APD: "AP" for transport and "D" for destroyer. In 1969, the remaining ships were reclassified asAmphibious transport, small (LPR) with no change of hull numbers. This classification is not to be confused with hull code "HST", also for "High Speed Transport", previously assigned only to experimental high-speed catamaran designs, and high-speed catamarans chartered from private ferry companies.
During World War II a number of small boats were built to direct the movements of landing craft as they approached beaches. These were 56 feet in length, displaced 30 tons, and ran 13-16 knots in speed. They were equipped with multiple radios and SO radar (the same radar as on PT boats). During theinvasion of southern France they were used to control drone minesweepers.[43]
The United States Navy built 1,394 landing craft tank, designatedLanding Craft Tank (LCT) in World War II. Those that were still in use in 1949 were redesignated as Landing Craft, Utility (LCU).
The United States Navy built the LCU 1466, 1610 and 1627 classes after World War II.[45] Seventy old LCUs (likely ex-LCTs) were retired from amphibious duties and reclassified asHarbor utility craft (YFU).
Towards the end of World War II the United States Navy built 558Landing Ship Medium (LSM) type vessels across three classes. They were originally designed under the classificationLanding Craft Tank - Mark 7 but were reclassified after exceeding 200 feet in length.
As of February 2023 the US Marine Corps has proposed the purchase of 18 to 35 modern LSMs; this LSM concept was previously known as the Light Amphibious Warship (LAW).[46][47]
The United States Navy built nearly 1,200tank landing ships, classified as "Landing Ship, Tank" or "LST", from the World War II-era up through the early 1970s.[48] TheNewport class, which entered service in 1969, would be the last class built and the only class capable of exceeding 20 knots. The 1987 introduction of Landing Craft Air Cushion (LCAC) — which allowed for over-the-horizon amphibious landings onto a far larger number of beaches — made LSTs obsolete, but they remained with the fleet for another decade because they were the only means by which the hundreds of thousands of gallons of motor vehicle fuel needed by aMarine Expeditionary Force could be landed. Only the development oftankers with the Offshore Petroleum Discharge System (OPDS) and the later development of special fuel bladders which gave the LCACs a tanker capability allowed for their retirement.[49]
Thirty-fivePC-461-classsubmarine chasers were converted into amphibious landing control vessel during World War II and reclassified as Patrol Craft, Control after the war. Extra personnel (eight radiomen, two signalmen, one quartermaster and two communications officers), accommodations and improved radar and communications equipment were added. PCs proved exceptionally adept as Control Vessels, guiding waves of landing craft during numerous amphibious landings in the European and Pacific Theaters.[53]
Thirteen Patrol Craft Sweepers (which were built on 134-footYMS-1-class minesweeper hulls) were converted into amphibious landing control vessel during World War II and reclassified as Patrol Craft Sweeper, Control.[54]
In January 2023, the Navy announced that three Expeditionary Medical Ships (EMS) had been approved in the2023 military budget.[57] By May 2023 the three ships had been officially reclassified from EPF to EMS.[58]
USNSVice Adm. K. R. Wheeler (T-AG-5001)SS Chesapeake (AOT-5084), note the green barge-like Single Anchor Leg Mooring (SALM) on the deck aft of center for use in deploying the OPDS hoses, hose reels are forward
OPDS ships support amphibious operations by pumping needed fuel ashore without the need for port facilities. They do not have unique hull classification symbols.[62]
Berkhouse, L. H.; Davis, S. E.; Gladeck, F.R.; Hallowell, J. H.; Jones, C. R.; Martin, E. J.; McMullan, F. W.; Osborn, M. J.; Rogers, W. E. (1983).Operation Sandstone: 1948(PDF). Washington, D. C.:Defense Nuclear Agency.OCLC10437826.Archived(PDF) from the original on October 21, 2013. RetrievedAugust 17, 2011 – via Defense Technical Information Center.
Friedman, Norman (1987).U.S. Small Combatants: An Illustrated Design History. Annapolis, Maryland: United States Naval Institute.ISBN978-0-87021-713-5.
Friedman, Norman (2002).U.S. Amphibious Ships and Craft: An Illustrated Design History. Annapolis, Maryland: United States Naval Institute.ISBN1-55750-250-1.
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