August 4, 2010: The U.S. Navy is having major problems with its LPD 17 class amphibious ships. Originally, the plan was for twelve of these ships to replace 41 smaller, older and retiring amphibious ships. Then, disaster struck. Five years ago, the USS San Antonio (the first LPD 17 class ship) entered service. Or at least tried to. The builders had done a very shoddy job, and it took the better part of a year to get the ship in shape. The second of the class, the USS New Orleans, was also riddled with defects that required several hundred million dollars to fix. This pattern of shoddy workmanship, incompetent management and outright lies (from the ship builders) continued with the five LPD 17 class ships now in service. Now the order has been cut to ten ships, partly because of all these problems. To add insult to injury, the last ship in the class is being named after politician John P. Murtha, who is generally hated by soldiers and marines for the way he politically exploited and defamed the troops who served in Iraq and Afghanistan. This is particularly painful because the LPD 17s carry marines into combat.
Many consider the San Antonio class as a poster child for all that's wrong with American warship construction. The ships are being delivered late, and hundreds of millions of dollars over budget. The list of problems with the ships is long and embarrassing. Although the San Antonio did get into service, it was then brought in for more inspections and sea trials, and failed miserably. It cost $36 million and three months to get everything fixed. The workmanship and quality control was so poor that it's believed that the San Antonio will always be a flawed ship and will end up being retired early.
Each LPD 17 displaces 24,900 tons and is 221 meters/684 feet long. The navy crew is 360, and 720 marines and all their equipment are carried. There is 25,000 square feet (2,500 square meters) for vehicle storage and a 24 bed hospital, with two operating rooms and the ability to set up another hundred beds in an emergency. Onboard weapons include two Bushmaster II 30mm Close In Guns and two Rolling Airframe Missile (RAM) launchers to defend against anti-ship missiles. The ship is designed to carry and use two LCAC (Landing Craft Air Cushion vehicle), and 14 of the new AAAV (Advanced Amphibious Assault Vehicle), as well as the current AAV. Five MV-22 (Osprey tiltrotor aircraft), as well as even more helicopters, can operate off the ship's flight deck. The AAAV and MV-22 are expected to be in service in the next few years. Each LPD 17 costs about $800 million, although the first one cost $1.4 billion. The LPD 17 class replaces four other classes of amphibious ships (LPD 4, LSD 36, LST 1179 and LKA 113).
While the admirals are correct in blaming the shipyards for many of the problems, the navy shares a lot of the blame as well. It is, after all, the navy that draws up the contracts, and supplies inspectors during construction of the ships. However, the inspectors were regularly deceived and lied to (about the quality of work and supervision and known defects being fixed). While Congressional interference can be blamed as well, in the end, it's the navy that has the most to say, and do, about how the ships are built. The problem is, admirals who stand up and take on the contractors and politicians put their careers on the line. The ship builder deploys a large number of lobbyists and has many key politicians as allies.
The builder (Northrop Grumman) did try to fix things, but the Avondale shipyard (in Louisiana) seemed cursed. Nothing Northrop Grumman did (in terms of changing management) seemed to work. So Northrop Grumman is shutting down Avondale (once the largest employer in the state) and shifting all LPD 17 work to their Pascagoula (Mississippi) yards. It's not certain that will fix the problems, which many admirals believe resides with the senior management of Northrop Grumman.
Meanwhile, a growing number of admirals are willing to take career risks, and try for some fundamental reform, and finally fix the "system" that turns out more problems than warships. Victory is not assured. The shipyards and their suppliers have powerful allies in Congress. All that money translates into votes that gets incumbent politicians reelected. Congress is not inclined to attack this kind of patronage and pork, since nearly all members of Congress depend on it. The admirals can openly complain, but offended legislators can quietly cripple the careers of those critics. The smart money is betting against the good guys here. So far, the smart money is right.