Amphibious Assault and Power Projection Platforms

Massimo Annati
Amphibious Assault and Power Projection Platforms
Amphibious warfare was among the most important winning factors
during World War 2, the Korean War, and the Falkland-Malvinas War.
Troops and their equipments were transferred ashore, directly onto the
battlefield, changing the outcome of the conflict.
The two MISTRAL-class LHDs are the most recent addition to the French Navy's amphibious
assault capabilities. (All photos: via Author unless otherwise stated)
It is however common opinion that in today's scenarios, similar forcible entry
frontal assault operations would be just impossible in face of the likely high
casualties. No contemporary government would survive anything even vaguely
resembling the terrible loss of lives that was experienced during amphibious
operations like Normandy, Okinawa or Inchon - which incidentally explains why
there was no amphibious assault during the 1991 conflict against Iraq.
While coastal defences became more and more powerful, the inventory of
amphibious warfare ships increases its cost and simultaneously drastically
reduces the overall number of available platforms, which are becoming larger,
more capable, but also desperately expensive and scarce.
On the other hand, the use of the Sea Lines of Communication (SLOC) remains
the only truly reliable and feasible way to transfer huge amounts of equipment
over long distances, even during short-of-war contingencies with a permissive
(i.e. non-hostile) receiving side, to include consensual peacekeeping deployments, humanitarian and disaster-relief operations, security assistance missions,
and so on. Sea based platforms offer a unique solution in terms of freedom of
movement, cost, feasibility, limited or no dependency on host countries, etc.
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A problem however sometimes arises at the moment of delivering these materiel
ashore. The lack of deep water access, long quays and other adequate harbour
infrastructures (which furthermore may also be damaged or sabotaged) implies
the need to move the cargo from the ships to the beach, exploiting some kind of
"shuttle service". Therefore, naval platforms designed for amphibious assault
remain the most effective and sometimes the only solution to move heavy
equipments into the battlefield or to the place of employment, even though the
likelihood or large-scale seaborne assault operations appears to be rather remote.
Main Operational and Design Trends
If one compares a traditional landing ship to the current and most advanced
amphibious platforms, a number of differences are immediately evident. First of
all the method of delivering troops and equipment ashore. The slow landing craft
and the beaching operations have been almost entirely replaced by over-thehorizon assaults, exploiting vertical lift and/or fast craft (i.e. air-cushion vehicles
and fast-running assault boats). While there still are many traditional landing
ships being built and operated, most of the contemporary amphibious assault
vessels are being conceived with built-in aviation facilities and with a stern well
dock for operating fast ship-to-shore connectors, or at the very least are faster
than their predecessors.
Organic aviation not only provides transport capability and inward vertical assault
well over the limits of the beach line where watercraft have to stop, but also has
a significant fire support dimension in terms of close air support, battlefield
interdiction, armed reconnaissance, escort to assault helicopters, (limited)
combat air patrols, etc.
During amphibious raids and coup-de-mains, requiring limited or no logistic
support thanks to their very short duration, helicopters are usually the most
important craft, being capable to move small units very quickly overcoming
natural and man-made obstacles. Troops are landed just on the spot where they
are needed, rather than on the beach, at sometimes long and dangerous
distances from their objectives. These swift manoeuvres are the core of a wide
range of tasks, ranging from non-combatant evacuation missions, to Special
Operations, and up to forcible early entry in preparation of heavier follow-on
forces.
Although aviation assets are lightweight in themselves, it must be appreciated
that their on-board support and related facilities are one of the most heavy and
space-absorbing elements, to the point that the aviation component is the main
responsible for the dramatic dimensional growth experienced by amphibious
vessels over the last years.
Another element influencing the overall size is represented by the need to deploy
water-craft. Unlike standard cargo transports, amphibious warfare ships must
allow cargo movement from vehicle decks and/or from storage holds to the flight
deck or to the stern well deck. This absorbs large spaces, making a naval
amphibious platform (apparently) less profitable or less effective when compared
to a civil-type ro-ro cargo vessel. Amphibious ships are also usually loaded with
different criteria, requiring the capability to strike-up/strike-down the payload as
mandated by the tactical situation, without having necessarily to unload all the
cargo at one time. Also, the living spaces for the Embarked Military Force (EMF)
require a different arrangement than other vessels. This includes not only
accommodations (bunks, lavatories, food processing, mess and recreational
spaces) but also other infrastructures and facilities (fresh water production, waste
management, fresh and frozen provisions, air conditioning, weapons storage,
etc), and availability of selected paths for quickly and orderly moving hundreds of
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fully-equipped servicemen from their living spaces to the selected "departure"
spaces (mostly the flight deck and stern well deck).
Last but not least, the larger amphibious warfare vessels are also fitted with
important additional facilities, such as a joint C4I suite or a fully equipped
hospital, which allow them to be operated also in other different roles.
In many cases the major amphibious vessels can act as command vessels, thanks
to relevant facilities for an embarked staff and large availability of communication
suites as well as command-and-control systems. Thanks to the presence of large
spaces onboard, together with the availability of small watercraft, helicopters,
accommodations, etc, their role was expanded also to new tasks as different as
Mine Counter Measures Command and Support Ship (MCS), floating base for
Maritime Interception Operations with an Embarked Military Force, support of
patrol craft during security operations to distant areas, transport, humanitarian
and disaster-relief operations, and more.
Artist's impression of the future Spanish JUAN CARLOS I Strategic Projection Ship (right)
sailing alongside the STVOL carrier PRINCIPE DE ASTURIAS.
The humanitarian/disaster-relief role is of significant importance. Amphibious
vessels offer an unique an often critical capability, being capable to transfer huge
amounts of supplies and/or engineering and rescue equipment even without the
availability of harbour infrastructures (or even no harbour at all). Furthermore,
their onboard medical facilities and the large availability of accommodations
enable these Vessels also to play a vital role as hospital ships, and as rescue
coordination centre.
These considerations, coupled to the progressive conversion of Western armed
forces for power projection roles, are making naval planners more and more
eager to procure amphibious warfare vessels in face of their emerging
requirements - even as regards navies, that would never contemplate the possibility of planning and executing amphibious assault operations in the traditional
meaning of the expression. Indeed, the list of operators of modern and capable
amphibious ships is quickly enlarging, well over the limited number of traditional
blue-water navies with a long-established experience in amphibious warfare.
Some navies, usually considered emerging regional powers, are building new
capabilities around these vessels, exploiting their features not only for the main
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(and, for them, novel) role of power projection, but also as centrepieces of naval
task groups. Additionally, the need to participate to multinational Peace Support
Operations is also shaping the needs of navies which had no previous experience
in expeditionary and amphibious operations.
Though it is nearly impossible to cover with a significant degree of depth all the
recent worldwide designs for amphibious vessels, some interesting solutions that
are currently under construction are well worth to be described, either for their
technical aspects or for the operational relevance they are going to provide to the
respective navies.
US - the Gator's Navy
The US is for very many good and evident reasons by far the most important
operator of amphibious warfare vessels. The current requirement involves the
capability to operate twelve Expeditionary Strike Groups (ESG), which replaced
the former concept of Amphibious Ready Group (ARG). An ESG is nominally
composed by an aviation capable ship (either a LHA or a LHD), one LPD and one
LSD, with the addition of a cruiser, a destroyer, a frigate, an attack submarine
and other supporting forces as required.
The eight 16,000 tons LSDs of the WHID-BEY ISLAND class and the four
HARPERS FERRY-class Cargo Variant-LSDs were commissioned during the
nineties and offer traditional capabilities (at least in the US view). Their most
relevant feature is, probably the four-LCAC capable'well deck (or three LCUs, or
21 LCMs) for the standard version, while the Cargo-Variant has a shorter well
deck but much increased cargo-carrying capabilities. The remaining amphibious
vessels (seven LPD-4s, four reserve LSTs and five reserve LKAs, plus the already
decommissioned LSD-36 class) are being replaced by the 25,300 tons SAN
ANTONIO class LPDs, five of which have already been commissioned with four
further units building or planned. There are debates about the final number,
because with just nine LPDs, the twelve-ESG goal wouldn't be feasible.
RAF LARGS BAY is the
lead vessels in a new
class of amphibious
landing ships for the
Royal Navy. (Photo: UK
MoD)
The SAN ANTONIOs (LPD-17s) are the first ships designed to operate the MV-22
OSPREY tilt-rotor aircraft (one in the hangar and four on flight deck, two of which
simultaneously operating), and the first amphibious vessels to have a significant
combat system, including even Mk41 VLS for 64 ESSM missiles (though presently
not yet fitted), Cooperative Engagement Capability, and two advanced enclosed
masts with SPS-48E long range 3-D radar and SPQ-9B for surface horizon search
and target acquisition. The LPD-17s are also the first amphibious ships to be
designed to be stealth.
Despite these innovative features, or possibly because of them, the first ship is
experiencing severe delays and teething problems which will be, no doubt, solved
in follow-on units, yet are causing significant concerns.
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Both the LPD and LSD classes lack a relevant aviation capability that is essential
for the present-days type of operation. The latter is provided by the large LHDs
and LHAs. The need to replace the ageing LHA class (set to be fully
decommissioned by 2015) caused the US Navy to find a new solution. An
additional LHD (LHD-8 MAKING ISLAND) is now being built, seven years after the
last "traditional" LHD. The main difference is the presence of an all-electric drive,
with two LM-2500-Plus gas turbines replacing the former steam plant, while other
improvements include the combat system and the electronic outfit. A second aviation vessel boasting new features is being built, the LHA-6, previously known as
LHA(R) and LHX. Though apparently similar to the LHD and LHA design, LHA-6
lacks a stern well deck (for the first time on a contemporary US amphibious
vessel) therefore lacking the capability of operating landing craft and heavy vehicles. In exchange, it will offer a significant expansion as regards the capability for
operating and maintaining aircraft (two more F-35Bs or three MV-22s, 40% more
hangar surface, double the JP5 fuel capacity). Many other relevant features will
be directly inherited by the LHD-8 design, such as the island structure, the electronic suite, and the propulsion plant. It is still unclear whether additional ships
will have the same configuration. Another relevant doubt is related to the final
number of aviation-capable ships required, especially concerning the fate of one
LHD and two LHA(R)s, scheduled to be part of the Sea Basing Squadron - will
they be additional vessels or will be taken from the existing inventory?
In addition to their main roles,
amphibious assault ships are often
modified for command and control
roles mainly due to the large spaces
available. Picture shows the
operations control room onboard
the Dutch LPD JOHAN DE WITT.
The nominal squadron embarked on these newest vessels will be composed of
twelve MV-22s, four CH-53E SUPER STALLIONs, seven AH-1Z COBRAs or UH-1Y
HUEYs, and six to eight F-35B LIGHTNING Ms, with the possible future addition of
some RQ-8B FIRE SCOUT UAVs. Despite their huge aviation capability, and their
secondary task as Sea Control Ship (with 20 STOVL fighters and six MH-60
helicopters) these vessels won't be fitted with a ski jump, therefore limiting the
performances of the fixed-wing aircraft. There are two possible explanations for
this apparent incongruence: first, a flat deck increases the number of available
spots for operating helicopters; second (and perhaps more politically important),
the LHA-6 and the follow-on vessels shall not interfere with the supremacy of the
large CTOL carriers.
A Strategic Projection Ship for Spain
The choice made by the Spanish Navy with its Strategic Projection Ship (BPE,
Buque de Proyeccion Estrategica), recently named JUAN CARLOS I is quite unique
for a number of reasons. First of all, with its 24,700 tons full load displacement,
this is the largest warship ever built in Spain, larger than the PRINCIPE DE
ASTURIAS aircraft carrier and flagship. Second, and perhaps more important, it is
the first and only amphibious through-deck vessel in the world fitted with a 12°
ski jump, therefore capable to operate STOVL aircraft at their full potential. The
reason behind his choice is quite evident: the BPE could supplement and even
replace the country's only aircraft carrier, therefore enabling a continuous
availability of an aviation-capable platform despite any planned stop for
maintenance.
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The JUAN CARLOS I, which is planned to be launched in November 2007 and
commissioned in June 2008, will be fitted with a full-electrical propulsion plant
(CODAGE) with one LM2500 gas turbine, two diesel generators and two podded
propulsors, offering great flexibility and an outstanding manoeuvrability. The
maximum speed is limited to 21 knots, quite scarce for a "real" carrier but good
for an amphibious vessel. The overall length of 230m enables a 202 x 32m flight
deck with six landing spots for helicopters and two elevators, one fore the island
on the starboard side and one central on the stern. The flight deck can also
operate up to four CH-47 CHINOOK heavy helicopters of the Army Aviation, and
the aft landing spot was dimensioned also to operate the V-22 OSPREY tilt-rotor
aircraft.
Amphibious assault operations in
the classical sense: a WHIDBEY
ISLAND-class LSD releasing
amphibious AFVs and other
assault craft.
The 3,000m2 hangar deck can house up to twelve aircraft, while the adjacent light
vehicle garage can provide additional space if required. The maximum aircraft
transport capability amounts to 30 helicopters, including up to ten CH-47s in
storage configuration without rotor blades. In turn, also the hangar can be used
as extension for the light vehicle garage. In the vehicle transport configuration
the full load displacement rises to 27,100 tons, and the overall capacity includes
up to 30 LEOPARD 2 MBTs, a large number of wheeled vehicles, and up to 144
TEU containers. The stern well deck has a capability of four LCM-1E landing craft
and is compatible with the US LCAC air cushion landing craft; when no landing
craft are carried, the well deck offers additional space for up to 16 MBTs. The BPE
offers accommodations for 1443 personnel: 243 ship's complement, 103
command staff, 172 aviation, 23 landing craft, and 902 troops.
The Royal Netherlands Navy's
ROTTERDAM is the first ship built
to the Royal Schelde "Enforcer"
modular design.
The BPE will be capable to fulfil the roles of Maritime Component Commander
(MCC), Commander Joint Task Force (CJTF), or Commander Amphibious Task
Force (CATF), thanks to the large communications suite, command facilities, and
staff accommodations. Another important feature is the extensive medical
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facilities, with a dedicated elevator linking the stern well dock, the flight deck and
the hangar to the hospital, in order to facilitate and accelerate the movement of
casualties.
With the arrival of the JUAN CARLOS I the Spanish Navy’s amphibious task group,
now based on two GALICIA-class LPDs and a NEWPORT-class LST, will achieve a
significant capability.
Artist's impression
of the two future
CAMBERRA-ciass
LHDs for the Royal
Australian Navy
(modified Navantia
BPE design) sailing
in formation.
(Photo: Navantia)
French MISTRAL Class
The French Navy's overall amphibious capabilities were first expanded during the
'90s with the commissioning of two FOUDRE-class LPDs, and then in 2006-2007
with the arrival of the two MISTRAL-class LHDs or BPCs in the French acronym
(Batiments de Projection et Commandement, Projection and Command Vessels).
Immediately after being commissioned MISTRAL was deployed to the shores of
Lebanon, conducting a non-combatant evacuation operation in the aftermath of
the last Middle-east bloodshed.
The two BPCs have a full load displacement of 21,300 tons, an overall length of
199m, and a beam of 32m. The choice of an all-electric propulsion scheme with
two pods and a side thruster enables a high manoeuvrability; the ships can make
a 180° turn on the spot, or maintain dynamically their position. The flight deck
offers six landing spots for NH-90 or TIGER helicopters, and up to 16 aircraft can
be housed in the 1800m2 hangar which is served by two 13-tons elevators (one
aft the island and one on the centre of stern). The 2650m2 vehicle garage
develops on two decks, with ramps allowing the movement between the garage
itself and the landing craft. Access of the vehicles is possible through either a side
ramp or the ramp of the stem well dock; the two US LCAC for interoperability.
Also the flight deck is dimensioned for maximum interoperability with the allies,
as it can operate CH-47 and CH-53 heavyweight helicopters.
The garage and hangar decks allow a good cargo flexibility. A typical combination
can include eight helicopters and 60 vehicles, or no helicopter in hangar and 230
vehicles (up to about 1200 tons). The BPCs can accommodate 450 fully equipped
troops (half of a mechanised regiment), in addition to a 200-strong staff and a
crew of just 167. This is a striking result for such a large platform, especially
when compared to the smaller though recent FOUDRE-class LPDs that have a
235-strong crew. The accommodations are defined as being the best ever
arranged for an amphibious warfare vessel, and even the EMF troops enjoy 4berth cabins with personal lavatories. The space for the command staff (PC NOE,
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meaning Embarked Command Post at Operational Level) covers 850m2 with 150
plug-and-play workstations in a modular and flexible arrangement. Besides the
standard navy equipment, the communication suite includes Fleet SatCom,
Inmarsat, and the Syracuse military SatCom. The 750m2 hospital includes two
surgical rooms, one X-ray room, and 69 beds, 19 of which for intensive care. An
additional 50 beds can be provided by fitting an ETM modular medical facility
within the helicopter hangar.
Artist's impression of the future
LHA-6. She will be the first modern
US Navy amphibious assault ship
without a stern well deck, this being
replaced by expanded aviation
capabilities, and accordingly she
should rather be designated as a
LPH.
Despite the larger size and capabilities, and the high automation level, the BPC
cost was contained at the same level as their predecessors (€650 million for two
vessels).
Besides the basic Marine Nationale's model, the BPC design is also being offered
to potential export customers in different modular sizes, ranging from BPC 140
(14,000 tons, five helicopter spots, one elevator) and BPC 160 (16,000 tons, five
helicopter spots, two elevators), up to BPC 250 (25,000 tons, seven spots).
USS SAN ANTONIO is the lead
ship in a new class of enhanced
LPDs for the US Navy.
Australia Goes Navantia
Under the JP 2048 programme, the Royal Australian Navy is to significantly
expand its amphibious warfare and sealift capability. The programme calls for two
LHDs, HMAS CAM-BERRA and HMAS ADELAIDE, to be commissioned respectively
in 2012 and 2014, and to be followed by a strategic sealift vessel.
An international competition was launched for the LHD design, and two proposals
were shortlisted: DCNS-ADI with a variant of the MISTRAL-class BPC, and
Navantia-Tenix with a derivative of the BPE. In a moment where the attention
toward amphibious capabilities is sharply rising worldwide, it is certainly significant that two European shipyards were selected for this important programme.
On 20 June 2007 the Australian government announced the selection of the
Navantia-Tenix design. It was definitely a very good day for Navantia, because
simultaneously also came the announcement of the choice of the F-100 design for
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the three Royal Australian Navy's AAW destroyers, leading to an about €6 billion
overall contract value to the Spanish shipyard. The Australian requirement called
for a combined (two ships) capability able to embark, sustain and deliver a
combined arms battle group made up of a landing combat force of some 1200
and a supporting group of 800 for up to 45 days afloat and for ten days ashore.
The combined airlift capability of the two ships will enable to launch a
simultaneous vertical assault with a force of 200, thanks to the MH-90 helicopters
also being procured. Both the DCNS and Navantia designs were modified to better
respond to the Australian requirements. For instance, the French proposed BPC
derivative was fitted with larger elevators in order to move helicopters with
unfolded rotors, while the need to transport a larger amount of troops resulted in
redesigned accommodations, replacing the original 4-berth cabins for 6- and 8berth cabins.
The Spanish solution was primarily selected on the basis of its larger troop
capacity, much more than its competitor, and (possibly) the presence of a ski
jump on the flight deck, that could be interesting to enhance interoperability with
the USMC or should Australia select the STOVL variant of the F-35 Joint Strike
Fighter. The ships will be fitted with the Saab 9LV combat system.
Cutaway drawing of the
variant of the Navantia BPE
design as adopted by the
Royal Australian Navy.
Korean LPX Programme
One of the most ambitious programmes being pursued by the ROK Navy is the
building of a class of three to four amphibious assault vessels, capable to operate
both in the amphibious role as well as command units for the three forthcoming
task groups (each of these will also include two KDX-III AEGIS destroyers and
five KDX-I/KDX-II escorts). For some unknown reasons these vessels are referred
to as LPHs or LHs by the ROK Navy, while given the presence of a well dock they
should rather be described as LHDs or LPDs by international standards. The first
ship, named DOKDO, was launched in June 2005 and commissioned in July 2007,
and a second vessel, MAKADO should be operational by 2010.
Their size (200m long and 31m wide, with a displacement of 18,000t) makes the
DOKDOs the largest Korean warship ever built. The carrier-like flight deck offers
five spots for helicopters, with two elevators connecting the flight deck to the
hangar. The nominal military lift would include ten CH-60 helicopters, 700 troops,
35 AFVs, a number of wheeled vehicles, and two locally built LCAC. Alternatively
a DOKDO could lift 70 MBTs and some 200 trucks without helicopters.
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There was much discussion about a possible role of the DOKDOs as STOVL
carriers. This is a sensitive subject, since many regional powers (China, Japan
and South Korea itself), harbour "carrier ambitions" and would additionally
consider the other's achievement as a threat. Earlier reports described a ski
jump, either fixed or modular and removable, but this wasn't confirmed and the
presence of a GOALKEEPER CIWS just in the middle of the bow seems a clear
indication of a political decision to operate helicopters only. However, arguably in
order to increase interoperability with the US forces, the flight deck is covered
with a heat-resistant layer which would enable STOVL operations with the AV-8B
or the F-35B.
An OSPREY tilt-rotor aircraft operating from
Interoperability is an important consideration
the flight deck of USS SAN ANTONIO (LPD-17). For amphibious assault ships that will often
operate in the framework of coalition
operations. Picture shows a US Navy LCAC
exiting the well deck of the French TONNERRE
LHD (MISTRAL class) during crosscompatibility tests in May 2007.
The DOKDOs can also operate as helicopter carriers for Sea Control operations,
and a Battle Command System with specific C4ISR functions is part of the ships'
outfit, together with a SMART-L long-range 3D radar and a MW-08 surface search
radar.
Apparently this capable design is being considered also by the Royal Malaysian
Navy for an increase of its amphibious and projection capabilities.
Type 071 - China's New Entry
After countless rumours, eventually a new model of amphibious assault ship is
now being built for the Chinese PLA(N). The vessel, known as Type 071, is fitting
out at the Hudong Shipyard in Shanghai where it was launched in December
2006, with a possible in-service date sometimes during 2008.
The most striking feature of the Chinese design is certainly its shape. This is a
rather handsome ship, slender though imposing, therefore quit different from the
aspect of most vessels in this category. Type 071 is estimated to have a 17,600
tons displacement, with an overall length of 210m and a beam of 27m. The
length-to-beam ratio is definitely higher than for any other amphibious vessel,
and roughly comparable to the figure for a destroyer or the innovative Danish
ABSALON-class Flexible Support Ships. The large well deck, likely extending twothirds of the entire vessel, can house up to four air-cushion vehicles. Besides the
stern gate/ramp, two side doors and ramps allow easier and faster pierside
loading operations. There is a large flight deck and hangar, though it is still
unclear whether the Z-8 helicopter (copy of SUPER FRELON) could be housed in
the hangar.The combat system includes one 76mm gun (fore) and four AK-630
Gatling guns, with a remarkable possibility of the presence of a HQ7 eight-cell
launcher for air defence.
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The Type 071 will supplement an amphibious force which is soaring at a rather
impressive rate. Just over the last ten years as many as 15 YUTING-class LSTs,
ten YUNSHU-class LSMs and ten YUBEI-class LCU were added to the fleet
inventory. The Chinese amphibious doctrine requires LSTs to operate in vicinity of
the objective, either beaching or launching Type 63A swimming tanks, with small
units of Special Forces or assault teams to be deployed by helicopters and/or fast
assault boats. The future availability of a number of Type 071 LPDs (up to six
were rumoured), could enhance the feasibility of an over-the-horizon assault
operation, thus reducing the danger of facing coastal defences - like those fielded
by Taiwan.
The modular concept of the
"Enforcer" family by Royal
Schelde allows for many
different configurations.
Another design, provisionally known as Type 081 LHD offers instead a carrier-like
flight deck. The announced building of the Type 081 would offer not only a much
greater helicopter-borne assault capability, but would also provide a number of
attack and ASW helicopters for surface warfare, creating the conditions for a
quicker growth towards a carrier-capable PLA(N).
The "Enforcer" family
Royal Schelde successfully designed the LPD ROTTERDAM, the first example of
the fortunate "Enforcer" family, though at that time it was not yet conceived as a
modular design and was rather known as ATS (Amphibious Transport Ship). The
same design was also selected by Spain and built by Navantia in two units. Then
followed the JOHAN DE WITT for the Royal Netherlands Navy, a modified design
including a relevant command and control capability. Further, the UK selected the
basic design for the four BAY-class LSD(A) replacing all the former SIR-class
amphibious ships operated by the Royal Fleet Auxiliary Service. The Portuguese
Navy is also building a smaller variant of the same family (NAVPOL, Navio
Polivalente Logistico), and the design was considered by the Belgian Navy,
thought shelved for budgetary problems.
The "Enforcer" family is being offered in three different beams and different
displacements ranging from 8,000 to 22,000 tons. The deck arrangement
includes either a LPD configuration with fore superstructures or a LHD scheme
with a starboard side island, for a total of different 20 versions. Additionally for
the propulsion either standard propellers, azimuth thrusters or electrical pods can
be arranged. Traditional mechanical propulsion or all-electric is also possible,
offering nearly countless combinations.
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The "Enforcer's" unique modular concept offers pre-designed customised options
for dock, garage, flight deck and hangar area, accommodation and propulsion,
fitting to the needs of the operator with a significant cost-effectiveness and the
reliability of a large number of successful outcomes.
The first Type 071 LPD for the PLA Navy fitting out in Shanghai. Her graceful, slender hull
lines are a significant departure from conventional design criteria for amphibious assault
ships.
An Italian LHD To Come
The Italian Navy operates three small LPDs of the SAN GIORGIO class, which
recently underwent a major overhaul and significantly improved their helicopter
operations, thanks to the enlargement and redesign of the flight deck. The entire
Italian amphibious task group, including also the country's sole STOVL carrier
GIUSEPPE GARIBALDI, saw action last year when deployed to the shores of
Lebanon a joint landing group as early entry force for the UN sponsored peacekeeping mission.
Discussions about the proposed construction of a new amphibious ship, previously
defined as "fourth LPD" lasted for a few years. The future flagship of the Italian
Navy, CA-VOUR, was initially conceived as a LHD, then the design was changed
to a pure 27,500 tons STOVL carrier - though fitted with accommodations for 325
marines, an hangar reconfigur-able as garage for vehicles and equipment, space
for a large staff (140 people, and up to 225 for surge) for the roles of CATF-CLF
or CJTF, adequate C4I facilities for joint and amphibious operations, an improved
medical facility with two surgical theatres, intensive care unit, etc. In parallel,
discussions on the "fourth LPD" progressively shifted towards the requirement for
a much larger LHD solution, with a carrier-like flight deck, a capable stern well
deck, and an estimated full load displacement around 18-20,000 tons.
The DOKDOs are the
largest warships
ever built for the Korean
Navy. The presence of a
GOALKEEPER CIWS
just in the middle of the
bow suggests that at least
for the time being, these
vessels are not intended to
operate STOVL aircraft.
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The preliminary design indicates a ship with an overall length of 175m and a
maximum beam of some 30m, capable to transport a landing force of 600 people.
The stern well deck should house four landing craft, similar to the Spanish LCM1E (as required by the Joint Spanish-Italian Landing Force). Apparently the well
deck should be capable to operate the British GRIFFON-2000 hovercraft, but not
the larger US-made LCAC. The flight deck would feature five landing spots for
helicopters, with a hangar and garage decks connected by two elevators.
The military requirements call for three LHDs, progressively replacing the present
SAN GIORGIO-class small LPDs. However the definition process is still in
progress, with the aim of contracting the ship first ships in late 2008 and having
it in service by 2012, with the two further units following at some three year's
interval. A possible international cooperation programme is also being evaluated,
especially considering that other countries could be interested in such kind of
amphibious vessel.
The Indonesian TANJUNG DALPELE LPD was ostensibly procured as a hospital ship, but it is
being operated for a variety of military roles.
A Growing Market
Besides the major programmes as mentioned above, several other countries are
interested in creating or renovating their amphibious and power projection
capabilities. Poland, for instance, has a requirement for up to four Strategic
Support Ships of some 10,000 tons, capable to transport 500 troops, 20 vehicles
and up to six helicopters, though the programme is currently stopped for lack of
funds. Brazil wants to replace two vintage ex-USN LSDs, and different solutions
are being evaluated. During late 2006 the Canadians tested an US Navy LSD for
operating a infantry company and five helicopters of the Standing Contingency
Force, but despite a strong interest, no decision was yet taken on the way ahead
(either procuring or leasing). Turkey is looking for an advanced LPD or an LHD to
increase its amphibious resources.
The Indonesian TANJUNG DALPELE (11,400 tons) LPD offers an interesting solu
tion, and though originally procured as hospital ship, is being operated also as
military cargo ship, support vessel for minor craft and eventually also for patrol
duties (and in this role had an accident with some Chinese fishing vessels
operating in her area of responsibility). A further four units were announced (one
of which is to have a command capability), and the second unit is now being built
in Korea.
One last consideration concerns the LST designs. Though the contemporary
amphibious doctrine favours the choice of LPDs and LSDs, yet a number of
countries are still building LST design, i.e. amphibious vessels capable (at least
theoretically) of beaching, without a stern well deck, with limited (or no)
helicopter facilities. Their main task is to deploy troops and vehicles either directly
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13
on the beach, or through small landing craft carried on davits, or with
autonomous swimming vehicles. Under these constraints LST must evidently
operate very close to the beach with WW2-style operations -a situation which,
though potentially dangerous, is apparently still suitable to many countries,
especially in view of the lower costs.
The Russian Project 11711E IVAN GREN is a modern interpretation of the LST concept.
Line drawing of the future LPH for the Italian Navy.
During the recent years, for instance, Greece procured the five 4,400 tons
JASON-class, South Korea after having built the four 4,300 tons ALLIGATORclass (a variant of which was also exported to Venezuela), now plans an
additional three-four 4,500-ton LSTs to enter service between 2013
and 2016, while India is now building a class of five 5,700 tons LSTs (MAGAR
class) derived from the SIR LANCELOT design, after having commissioned in
January 2007 a 16,500 tons second-hand US LPD, capable to operate, among
other assets, six SEA KING Commando helicopters. Russia is even building a
replacement for the ageing ALLIGATOR class under the form of a very
close follow-on, the Project 11711E IVAN GREN - a LST of just 5000-6000 tons,
though with some apparent effort to achieve a reduced signature design.
LPHs such as HMS OCEAN are
pure helicopter carriers,
designed for vertical assault
operations but without the
capability to operate landing
craft.
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14
Acronyms and Definitions
LPH - Landing Platform, Helicopter: Designed to support the vertical envelopment
concept, LPHs are designed in a similar manner to conventional carriers with
flight and hangar deck facilities. They carry an assault force of personnel, combat
supplies, equipment and transport helicopters.
LHA- Landing ship, Helicopter Assault: General-purpose amphibious assault ships
that serve as the primary landing ships for assault operations of Marine
expeditionary units. Assaults are carried out by both landing craft and helicopters.
The LHAs also have a secondary role for ground support using STOVL aircraft and
anti-submarine warfare using helicopters. LHD - Landing ship, Helicopter Dock:
Multi-purpose amphibious assault ships that can transport, deliver, command and
support all elements of a landing force by air and amphibious craft. LHDs utilize
various combinations of helicopters, STOVL aircraft and LCAC in addition to conventional landing craft and assault vehicles. LHDs can also provide command and
control and aircraft facilities for sea control missions, while operating with an
aircraft carrier battle group. LHDs transport and land ashore troops tanks, trucks,
artillery, ammunition and supplies to support and sustain amphibious assault
missions.
LSD - Landing Ship, Dock: Designed to transport loaded landing craft,
amphibious vehicles and troops into an amphibious landing area, and to release
them through a floodable well deck. LPD - Amphibious Transport Dock: Perform
the mission of amphibious transports, amphibious cargo ships and amphibious
dock landing ships, plus extensive amphibious command and control facilities.
LST - Landing Ship, Tank: Specialised type for getting tanks or other large
vehicles ashore. Unlike other larger amphibious assault vessels, LSTs can beach
and discharge directly onto shore.
Amphibious assault ships are
extremely useful even when no
forcible entry operations are
planned. Picture shows HMS
ALBION (L-14) being escorted by
HMS LIVERPOOL during the early
phases of "Operation Telic" in April
2003. The two 14,600 tons
ALBION-class LPDs were
commissioned in service with the
Royal Navy in 203 and 2005,
respectively.
(Photo: UK MoD)
The two ABSALON-class Command and Support
Ships of the Royal Danish Navy are a technically
and operationally very interesting example of a
small but capable NATO navy reconfiguring itself
around power projection capabilities. These
vessels can perform a number of national and
international task, including transporting
personnel and material, and acting as command
platforms for land, air and sea operations. The
also have a mine laying capacity, and can serve as
hospital ships to support humanitarian operations.
The ABSALONs are fitted with a 900sq.m. flexible
deck configuration to perform in different
operations and have a RO/RO capacity aft. (Photo:
Royal Danish Navy)
This article was printed with the kind permission of our Media Partner:
Mönch Publishing Group
www.monch.com
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