Geometry and Hydrostatics
There are some 47 active utility landing craft in the LCU-1610 series; four others have been reclassified as YFBs and seven as YFUs. These ships have an overall length of 136.25 feet and a length between perpendiculars of 134 feet. Beam is 29 feet and depth to the vehicle deck amidships is 8 feet with a bulkwark extending up to 12.5 feet. Landing displacement, carrying three T-43 tanks, is 374 tons which gives a draft forward of 3.92 feet and a draft aft of 7.13 feet. Light displacement is 193 tons. The ships are fitted with both a bow ramp and a stern gate to allow through passage of vehicles; ail house structure is on the starboard side only. Maximum height to the top of the mast is 34.13 feet above the design waterline. When the mast is stowed on deck, the highest point is the radar atop the pilot house which is 20.63 feet above the water-
line. Berths are provided for two CPOs, a crew of four, and eight transients.
The vessel is constructed of all-welded steel (except for LCU-1637, which is aluminum) with transverse frames spaced at 1.75 feet throughout the entire length. Fourteen transverse bulkheads provide structural support for the cargo deck; each bulkhead is stiffened with tee-beams spaced at 1.75 feet. There are no longitudinal structural bulkheads within the hold but 12-inch-deep web-plate keelsons and longitudinal deck girders run the entire length of the ship, 4.5 feet off centeriine port and starboard. These are supplemented by hull and deck longitudinals spaced 1.75 feet to give adequate support for carrying 60-ton tanks on the cargo deck.
Lifesaving equipment includes one 15-man inflatable lifeboat and four life rings. Cleats, chocks, and bitts are installed along the deck edge port and starboard sufficient for line handling. The stern anchor is stowed hanging from an A-frame on the starboard side aft at frame 70; the anchor line runs through fairleads to the anchor windlass compartment in the hold where the winch drum is on the centerline between frames 64 and 65. The stern gate is handled by a pair of deck winches and a pair of davits located just forward of the gate on the cargo deck port and starboard. Hie bow ramp winch is located in the ramp handling machinery compartment in the hold forward with cables passing through the port and starboard void spaces between the cargo deck and the forecastle deck. Ramp raising and powering controls are located on the starboard side forward.
The conventional ship of this class is propelled by four 250-brake-horsepower diesel engines coupled through reverse-reduction gears to two shafts. The 3.5-foot-diameter propellers are housed in 4.5-foot-diameter Kort nozzles to increase dead pull performance, with conventional rudders abaft each propeller. The design shown in the accompanying drawings is powered by the two 500-bhp engines that are used on a few ships of this class and also has a pair of flanking rudders forward of each main screw for improved maneuvering performance in the astern mode of operation. In all ships, engine throttle and reverse con trols are actuated on the bridge from the main steering stand. This propulsion system drives the ships at a maximum speed of 10.2 knots. At a cruising speed of 8 knots, the 3,840-gallon fuel capacity gives a range of 1,200 nautical miles. Electric power is provided by two diesel-generators, one located in the forward engine room and one in the after engine room, together with the corresponding power distribution switchboards.
With the stern gate and bow ramp up, in the seagoing condition, the clear length along the cargo deck is 112.75 feet. Ahead and astern of the deck house structure the clear deck width is 22 feet and abreast of the deck house structure it is 18 feet. The bow ramp width is 14.5 feet and the stern gate is 19 feet wide. Throughout this area, deck sockets are spaced every 5 feet fore and aft and in three parallel rows, 7 feet apart athwartships. In addition, bumper sockets are installed along the rail, port and starboard, and numerous padeyes are provided for lashing down heavy cargo. These vessels are so constructed that they can be cut into three separate sections for overseas transport with field cutting lines between frames 27 and 28, just forward of the deckhouse, and between frames 49 and 50, at a break in the deck house structure. Although the basic mission of the LCU-1610 class is as a logistics platform with beaching capabilities, this class of vessels can readily be converted to serve in a number of ocean construction work platform capacities, particularly those requiring clear deck space and through passage, fore and aft.
Was this article helpful?