First Responder - USS New York LPD21

Strength Forged Through Sacrifice. Never Forget.

FIRSTRESPONDER

COMMISSIONINGNOVEMBER 7, 2009CO SS O G

USS NEW YORK

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NEVER FORGET

We were there when it started, we will be there when it is finished.

Halmar … when it matters. Proud to be part of the team rebuilding the World Trade Center.

1 Blue Hill Plaza

Time and again, when America has asked, our military has bravely answered. And at Remington, we are proud and honored

to have provided the tools to defend freedom since 1816. As we mark this day with solemn reverence, we affi rm our commitment

to those who so selfl essly protect and defend the liberties we all share – one precision shot at a time.

Remington Arms Company, Inc. » Government Sales DirectoratePO Box 700 » 870 Remington Drive » Madison, NC 27025-0700336-548-8899 » Fax: 336-548-7800 » remingtonmilitary.com

The New York Yankees are Honored to Support the Commissioning

of the USS NEW YORK

Dear Friends and Family,

It is truly an honor and a privilege to bring this magnificent warship to New York for her commissioning and to “bring her to life.” The commissioning of a naval vessel is traditionally a time of celebration, the welcoming of a new ship and its crew, to the fleet. This ceremony marks the culmination of much hard work and is a symbol of our great national pride and steadfast resolve. Today’s events capture these things, but also encapsulate so much more. Specifically, this commissioning is also a homecoming, a chance for each of us to bring NEW YORK home and introduce her to all New Yorkers.

September 11, 2001, will forever be a day that stands in the minds of those who experienced it. On that day, all

the citizens of the United States became New Yorkers, and our country was transformed. An act that was meant to tear us apart and show our weakness brought us together as a nation and made us stronger. With 7.5 tons of steel recovered from the World Trade Center site and forged into the bow of this ship, the crew of USS NEW YORK will ensure that the world will never forget that day. The spirit of those who have gone before us inspire us each day. We draw strength from their sacrifice and have placed the mantle of their memory upon our shoulders.

Today, Mrs. Dotty England will help commission NEW YORK with the words, “Man our ship and bring her to

life.” This moment is the product of several years of planning and dedicated effort by many great Americans. The shipbuilders of Northrop Grumman persevered in the aftermaths of Hurricanes Katrina and Gustav to complete this very special ship built to carry the Navy-Marine Corps team well into the 21st century. Many of those shipbuilders, as well as the Navy’s support team, made significant sacrifices to continue production, in order to get us here today. My heartfelt thanks to them, for their hard work and dedication and to so many more, who were vital in completing this effort that we now know as NEW YORK.

Additionally, a specific group of people have been relentless in their labors to make this day both a reality and a

success. We could not have reached this moment without the personal support of Governor Paterson and Mayor Bloomberg. The Commissioning Committee, led by Mr. Robert “Woody” Johnson and RADM(ret) Robert Ravitz, have strived for years to bring this day to fruition. All of their work and support is humbly appreciated.

The Navy specifically selected the members of the crew before you today for the unique responsibilities and

challenges of pre-commissioning duty. NEW YORK sailors are smart, hard-working and enthusiastic, and they have done a magnificent job in preparing her for fleet service. Each crew member has their own story as to how they became part of the NEW YORK team. I encourage you to talk to them, to find out why they have joined, why they are here and why they serve. I am incredibly proud of each and every one of them!

After commissioning, NEW YORK will take her place in the fleet and serve for 40 years as a roving ambassador

and symbol of American technological prowess, industrial might, security personified and dreams fulfilled. Thank you for joining us to celebrate the commissioning of this great warship and to commemorate those who

have gone before us.

Strength Forged through Sacrifice. Never Forget.

F.C. Jones CDR, USN

DEPARTMENT OF THE NAVYUSS NEW YORK (LPD 21)

FPO AE 09579-1721

David A. Paterson, Governor, New York State

Patrick Hooker, Commissioner, New York StateDepartment of Agriculture & Markets

THE NEW YORK STATE DEPARTMENT OF AGRICULTURE AND MARKETS

congratulatesCOMMANDER CURT JONES, USN

AND THE CREW OF THE

USS NEW YORK

New York’s agricultural producers are proud to be part of this historic day.

H H H

H H H

13

IPAA Leadership:

H.G. “BUDDY” KLEEMEIER | CHAIRMANBRUCE H. VINCENT | VICE CHAIRMAN

DIEMER TRUE | TREASURERBARRY RUSSELL | PRESIDENT AND CEO

INDEPENDENT PETROLEUM ASSOCIATION OF AMERICA

THANK YOU.

TO THE MEN AND WOMEN OF AMERICA’S ARMED SERVICES WHOSE DEDICATION

AND BRAVERY KEEP OUR NATION SAFE AND PROTECT FREEDOM ABROAD.

ENDURINGRESOLVE.

The MissionMatters Most

We honor the many lost in the

name of freedom. We remember

their sacrifice and congratulate

the crew of LPD 21.

Every day, Alion’s maritime

experts help the Navy

engineer mission success.

Because that’s what matters.

www.alionscience.com

CONTRIBUTING WRITERS .............................................................................................................. 22

COMMANDING OFFICER ............................................................................................................... 29

EXECUTIVE OFFICER ....................................................................................................................... 31

COMMAND MASTER CHIEF.......................................................................................................... 33

DOROTHY HENNLEIN ENGLAND ............................................................................................... 34

USS New York Sponsor

OFFICIAL SPONSORS ........................................................................................................................ 36

USS NEW YORK COMMISSIONING COMMITTEE .............................................................. 39

MARK OF WARRIORS ........................................................................................................................ 41

By Rear Adm. Joseph F. Callo, USNR (Ret.)

USS NEW YORK: A NEW SHIP, A NEW MISSION, A NEW RESOLVE.............................. 44

By Arthur Herman

NEW YORK, NEW YORK ................................................................................................................... 58

By Bob McManus

THE MAIN BATTERY .......................................................................................................................... 60

By Col. Gary J. Ohls, USMCR (Ret.) and Lt. Col. David F. Overton, USMC (Ret.)

USS NEW YORK WELL DECK AND FLIGHT DECK OPS .................................................... 68

By Mark D. Faram

BUILDING USS NEW YORK ............................................................................................................. 80

Pride Overcomes Construction Challenges

By Edward L. Winter

A SHIP, A STATE, A CITY, AND ITS PEOPLE ........................................................................... 90

By Doug Tsuruoka

USS NEW YORKSTRENGTH FORGED THROUGH SACRIFICE. NEVER FORGET.

COMMISSIONING NOVEMBER 7, 2009

For over forty years, ACL has safely transported

thousands of shipments across the Atlantic. This

particular shipment was one tall order!

ACL transported the steel beams that anchor New

York City’s FREEDOM TOWER. The first shipment of 99

beams, ranging in length from 31' to 56', was manufac-

tured in Luxembourg. They were secured at the steel

mill onto ACL’s unique 42' flatbed trailers and then

driven directly onto the ACL vessel in Antwerp. The

load presented no problem for the ship’s 420 metric

ton capacity stern ramp.

Upon arrival in the USA, ACL followed up with the

delivery – all the way to the building site at Ground Zero

in New York City. The steel columns that ACL transported

are being used to anchor the FREEDOM TOWER, rising

from approximately 70' below street level.

Shipping to/from Europe, West Africa, Mediterranean

and the world, ACL is the recognized expert in handling

shipments that are too tall, too wide, too long or too

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parts in our containers, making ACL the ideal carrier

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CLEAR VISION.DECISIVE RESULTS.

THE WAY AHEAD FOR AMERICA’S SEA SERVICES ........................................................... 98

A Strategy for the 21st Century


EXPEDITIONARY WARFARE COMES OF AGE IN WORLD WAR II ............................... 110

By George Daughan

THE LEGACY OF THE SHIPS NEW YORK ..............................................................................124

By James L. Nelson

THE HISTORY OF THE U.S. NAVY AND MARINE CORPS RELATIONSHIP AND

ITS IMPACT ON AMPHIBIOUS WARFARE ...............................................................................132

By Col. Gary J. Ohls, USMCR (Ret.)

THE NAVY AND NEW YORK CITY .............................................................................................144

By Richard H. Wagner

SILVER WEDDED TO STEEL:

A TRADITION CARRIES ON IN USS NEW YORK (LPD 21) ................................................156

By Colin E. Babb

A HISTORY OF THE NEW YORK COUNCIL ............................................................................ 162

Navy League of the United States


SHIPBUILDER: AN INTERVIEW WITH MIKE PETTERS,

PRESIDENT OF NORTHROP GRUMMAN SHIPBUILDING ................................................ 171

By John D. Gresham and Susan L. Kerr

PLANKOWNERS ................................................................................................................................. 177

USS NEW YORK LPD 21

22

Colin E. Babb

Colin Babb is a senior writer with Naval Air Systems Command, and he previously served for more than six years

as an associate editor for U.S. Naval Institute Proceedings and Naval History magazines. He is currently working on

his doctorate in military history at the University of Maryland in College Park. email: [email protected]

Rear Adm. Joseph F. Callo, USNR (Ret.)

Rear Adm. Callo’s latest book, John Paul Jones: America’s First Sea Warrior, earned the Naval Order’s Samuel

Eliot Morison Award. He has also written three books about Adm. Lord Nelson and was U.S. editor for Who’s Who

in Naval History. He writes frequently on naval subjects for magazines and newspapers. Callo is a Yale University

NROTC graduate, and he earned a Surface Warfare designation during two years of sea duty in the U.S. Navy’s

Atlantic Amphibious Force. He was a senior advertising agency executive and a producer for NBC-TV and PBS

programs. He earned a Peabody Award as line producer for the NBC-TV prime time program, “Tut: The Boy King,”

and a Telly Award for his script “The Second Life of 20 West Ninth,” which aired on the History Channel and PBS.

He is a Naval History magazine Author of the Year. email: [email protected]

George Daughan

George Daughan holds a Ph.D. from Harvard University. He spent three years in the United States Air Force dur-

ing the Vietnam War and was an instructor at the Air Force Academy. Subsequently, he taught at the University of

Colorado, the University of New Hampshire, Wesleyan University, and Connecticut College. He is the author most

recently of: If By Sea: The Forging of the American Navy From the Revolution to the War of 1812, for which he

received the Samuel Eliot Morison Award from the Naval Order of the United States. email: [email protected]

Mark D. Faram

Mark Faram is currently the senior staff writer and the Hampton Roads Bureau Chief for the Navy Times.

His assignments have taken him on board scores of U.S. Navy operating units, including USS San Antonio,

the first of the Amphibious Transport Dock (LPD)-class ships. His interests include researching and writing

about the lives and history of those in the Navy and he has published a book entitled Faces of War – The

Untold Story of Edward Steichen’s World War II Photographers. Faram served on active duty in the Navy

for nine years as a photographer’s mate and as a diver, second class, and he continues to apply his special

combination of writing and photographic skills in his work. He is a graduate of the Military Photojournalism

Program at Syracuse University. email: [email protected]

John D. Gresham

John D. Gresham lives in Fairfax, Va. He is an author, researcher, game designer, photographer, and mili-

tary commentator with numerous publishing, design, speaking, and television appearance credits in his

portfolio. He was the primary researcher and partner to Tom Clancy on his best-selling series of non-fiction

“guided tour” books about military units. These include Submarine (1993), Armored Cav (1994), Fighter

Wing (1995), Marine (1996), Airborne (1997), Carrier (1999), and Special Forces (2001), all published by

Berkley Books.

His book DEFCON-2 (with Norman Polmar), a new single-volume history of the Cuban missile crisis,

was published in 2006. His latest book, Beyond Hell and Back (October 2007, with Dwight Zimmerman),

describes seven key U.S. special operations missions. email: [email protected]

Arthur Herman

Arthur Herman has authored five books. His latest, Gandhi and Churchill: The Epic Rivalry That Destroyed an

Empire and Forged Our Age (2008), was a finalist for the Pulitzer Prize. His previous book, Rule the Waves: How the

British Navy Shaped the Modern World (2004), moved him to the forefront of American naval historians and was a

U.S. and Canadian best-seller. How the Scots Invented the Modern World (2001), a New York Times best-seller, sold a

half-million copies. His military analyses appeared in Commentary, The Wall Street Journal, New York Post, and Wall

Street Journal Asia. His Commentary article predicting the success of the Iraq surge circulated at senior Pentagon

and White House levels, while his article, “Who Owns The Vietnam War?”, was featured in a public discussion with

Henry Kissinger at the New York Historical Society. He has been commentator on military matters on major network

television news programs. email: [email protected]

CONTRIBUTING WRITERS

For employment opportunities, visit www.buschjobs.com

25

LPD 21 USS NEW YORK

Bob McManus

Bob McManus has lived in Buffalo, Binghamton, Albany, Brooklyn, and Manhattan. He is editorial page editor of The

New York Post and a Cold War veteran of the U.S. Navy’s submarine service. email: [email protected]

James L. Nelson

James L. Nelson was born and grew up in Lewiston, Maine, and after working in the television industry for two

years he ran away to sea, sailing aboard reproductions of three famous ships of the Age of Sail: Golden Hind, Lady

Washington and HMS Rose. In 1994, Nelson finished By Force of Arms, his first book, and married former ship-

mate Lisa Page. They now live in Harpswell, Me., with their four children. Nelson has written 14 books, both fiction

and nonfiction. His novel Glory in the Name was the 2004 winner of the American Library Association/William

Young Boyd Award for best Military Fiction and his latest nonfiction work, George Washington’s Secret Navy was

selected for the 2009 Samuel Eliot Morison Award for Naval History. He is a graduate of UCLA Film School. Noted

author Patrick O’Brian described Nelson as “a master of both his period and the English language.”

email: [email protected]

Col. Gary J. Ohls, USMCR (Ret.)

Gary Ohls currently serves as associate professor of Joint Maritime Operations in the Naval War College Program

at the Naval Post Graduate School. He received a Ph.D. in history from Texas Christian University in Fort Worth, Texas,

holds three master’s degrees, and is a distinguished graduate of the U.S. Naval War College in Newport, R.I. Prior to

his current assignment, Professor Ohls served as a member of the Maritime History Department at the Naval War Col-

lege in Newport. Colonel Ohls served 35 years in the United States Marine Corps, including duty as an enlisted man,

regular officer, reserve officer, and reserve officer on active duty. During this service, he performed in both command

and staff positions at various locations worldwide and at sea. Additionally, he has worked in management positions

with Northrop Grumman Corporation and the Aerospace Corporation. email: [email protected]

Lt. Col. David F. Overton, USMC (Ret.)

David F. Overton, MS, is associate professor of Joint Maritime Operations at the U.S. Naval War College in Mon-

terey, Calif., and adjunct faculty for the Marine Corps University Command and Staff College Distance Education

Program. He served 26 years in the U.S. Marine Corps; four years as an enlisted electronics technician and 22 years

as a Naval Flight Officer in the EA-6B Prowler aircraft. He has more than 2,000 flight hours, with 250 hours logged in

air combat operations. He and his wife, Susanne, are both Norwalk, Conn., natives. He is a retired lieutenant colonel

and now resides in Monterey with his wife. email: [email protected]

Doug Tsuruoka

Doug Tsuruoka is a former foreign correspondent who has worked for Newsweek, the Far Eastern Economic Review,

AP-Dow Jones News Service and other publications. He is currently an editor at Investor’s Business Daily. A native New

Yorker, Tsuruoka spent his early years editing community papers in Brooklyn. He also worked on the staff of the New York

State Assembly and the New York City Board of Correction. He graduated from Harvard College and the Graduate School

of Journalism at Columbia University. email: [email protected]

Richard Wagner

Richard Wagner is a writer and photographer specializing in ships and history. He is the editor of The Log, the official

journal of the Navy League of the United States, New York Council and publishes Beyondships.com, which is devoted to

ships and naval history. His articles have also appeared in The Supreme Court Historical Society Quarterly, the World

Ship Society Porthole, the Journal of Supreme Court History, and the New York Law Journal Magazine. Mr. Wagner holds

degrees from Cornell University, John G. Hagan School of Business and Pace University School of Law. He also studied

law at Cambridge University. A member of the New York bar, he was Senior Litigation Counsel for Verizon and appeared

regularly before the federal and New York courts. He is an officer and director of the New York Council of the Navy

League and a member of the Naval Order of the United States. email: [email protected]

Edward L. Winter

Edward Winter, APR, is manager of communications for the Avondale Facility of Northrop Grumman Shipbuilding –

Gulf Coast. He has worked at the Avondale shipyard in the New Orleans area, where USS New York (LPD 21) was built, for

nearly 25 years in various positions in employee relations, public affairs, public relations, and communications. A native

of New Orleans and a graduate of the University of New Orleans, Winter is an accredited member of the Public Relations

Society of America and a member of the International Association of Business Communicators and the Press Club of New

Orleans. He is also a board member of the Jefferson Parish Chamber of Commerce and Raintree Children Services. He

resides in the New Orleans area with his wife of 25 years, Yolanda, and the couple has one daughter, Emily.

email: [email protected]

Services provided by Empire HealthChoice HMO, Inc. and/or Empire HealthChoice Assurance, Inc., licensees of the Blue Cross and Blue Shield Association, an association of independent Blue Cross and Blue Shield plans.

www.empireblue.com/75years

Looking to the future with their strength and spirit in mind.

Empire BlueCross BlueShield is proud to support the launch of the USS New York, representing the best of our city and the people we serve.

Publishers

Ross W. Jobson and Peter M. Antell

Chief Operating Officer

Lawrence Roberts

[email protected]

Vice President,

Business Development

Robin Jobson

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Assistant to the Publisher

Alexis Vars

Project Director

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Project Lead

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Account Executives

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John Griffin, Lt. USN (Ret.)

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Controller

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Director of Information Systems

John Madden

[email protected]

Webmaster

Clyde Sanchez

Cover photo courtesy

of Northrop Grumman

Contributing Writers

Colin E. Babb, Rear Adm. Joseph F.

Callo USNR (Ret.), George Daughan

Mark D. Faram, John D. Gresham

Arthur Herman, Bob McManus

James L. Nelson, Col. Gary J. Ohls

USMCR (Ret.), Lt. Col. David F. Overton

USMC (Ret.), Doug Tsuruoka,

Richard H. Wagner, Edward L. Winter

Editorial Director

Charles Oldham

[email protected]

Consulting Editor

Rear Adm. Joseph F. Callo

USNR (Ret.)

Senior Editor

Ana E. Lopez

Editors

Rhonda Carpenter

Iwalani Kahikina

Assistant Editor

Steven Hoarn

Art Director

Robin K. McDowall

Design and Production

Rebecca Laborde

Daniel Mrgan

Lorena Noya

Kenia Y. Perez

Production Assistant

Lindsey Brooks

Editorial Intern

Stephanie Whitehall

Sales Support

Joshua J. Roberts

Office Administrator

Aisha Shazer

©Copyright 2009, Faircount Media Group. All rights reserved. Reproduction of editorial content in whole or in part without written permission is prohibited. Faircount Media Group does not assume responsibility for the advertisements, nor any representation made therein, nor the quality or deliverability of the

products themselves. Reproduction of articles and photographs, in whole or in part, contained herein is prohibited without expressed written consent of the pub-lisher, with the exception of reprinting for news media use. Printed in the United States of America. Permission to use various images and text in this publication was obtained from the U.S. Department of Defense and its agencies, and in no way is used to imply an endorsement by any U.S. Department of Defense entity for any claims or representations therein. None of the advertising contained herein implies U.S. government, U.S. Department of Defense or U.S. Department of

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Strength Forged Through Sacrifice. Never Forget.

FIRSTRESPONDER

COMMISSIONINGNOVEMBER 7, 2009COMMISSIONING

USS NEW YORK

More than seven tons of steel that once towered above a nation will now be put into service to protect it.

With more than seven tons of steel from the World Trade Center forged into her bow, the USS New York has entered service as a fully commissioned ship in the greatest Navy on earth. Campbell-Ewald and The Interpublic Group of Companies are proud to serve as sponsors of such an inspirational part of America’s past, present and future.

Photograph courtesy of Northrop Grumman Shipbuilding.

The Port Authority of New York & New Jersey celebrates the commissioning of USS New York.

“Strength forged through sacrifi ce. Never forget.”

29

LPD 21 USS NEW YORK

Cmdr. F. Curtis Jones was born and raised in the Finger Lakes region of New York.

He has most recently been on the staff of the Naval Personnel Command (NPC) as deputy direc-

tor of Surface Warfare Officer Distribution. While attached to NPC, he deployed to Afghanistan and

became part of Joint Task Force Paladin, the counter-improvised explosive device team.

He previously served as executive officer of USS Coronado (AGF 11), the flagship of the Com-

mander, Third Fleet based in San Diego. Prior to duty on USS Coronado, Jones was assigned to the

United States Strategic Command (USSTRATCOM) in Omaha, Neb., as an emergency actions officer

and later became aide-de-camp for the Deputy Commander, USSTRATCOM.

Jones’ previous sea duty included the pre-commissioning crew of USS Bataan (LHD 5), both in

Pascagoula, Miss., and Norfolk, Va., and as chief engineer for USS Cleveland (LPD 7), homeported in

San Diego. There he received the Surface Navy Association’s Arleigh Burke Award for operational

excellence.

His initial sea assignment was in 1989 on the USS San Jose (AFS 7), homeported in Guam. From

1989 to 1993 he made deployments to the Western Pacific and the Middle East, including Operation

Desert Shield and Operation Desert Storm.

A 1989 graduate of the Massachusetts Institute of Technology with a bachelor’s degree in philoso-

phy, Jones received his commission through the Navy Reserve Officer Training Corps at MIT.

He earned a master’s degree in national security affairs from the Naval Postgraduate School in

Monterey, Calif., where he was active in student government and served a term as chairman of the

Officer Student Advisory Committee.

Jones’ personal awards include the Defense Meritorious Medal (two awards), Meritorious Service

Medal (three awards), Navy Commendation Medal (two awards), Navy Achievement Medal (two

awards), and the Army Achievement Medal.

COMMANDER F. CURTIS JONES

COMMANDING OFFICER

31

LPD 21 USS NEW YORK

Cmdr. Erich Schmidt was most recently on the staff of the Commander, U.S. Fleet Forces

Command as the current readiness officer.

He previously served as chief of staff for Maritime Pre-positioning Ship Squadron One,

forward-deployed to the Mediterranean. Prior to duty with the squadron, Schmidt was as-

signed to the Operational Test and Evaluation Force Command in Norfolk, Va., as the op-

erational test director for the Navy’s newest amphibious ship type, the San Antonio class.

Previous sea duty included USS Sides (FFG 14), homeported in San Diego, where he

served as operations officer. During that tour, the Sides was awarded the “Battle E” award

for operational excellence on a deployment to the Western Pacific in support of a readiness

and training exercise with five allied navies. He later served as operations officer in USS

Austin (LPD 4), homeported in Norfolk.

In 1997, Schmidt was assigned to the Expeditionary Warfare Training Group, Pacific in

San Diego, Calif., as an instructor in amphibious warfare, where he qualified as a master

training specialist.

Schmidt’s initial sea assignment in 1992 was with the USS South Carolina (CGN 37),

aboard which he deployed to the Mediterranean and Adriatic in support of peace-keeping

operations in Bosnia. In 1995 he served on the staff of Commander, Amphibious Squadron

Five, where he was supporting arms coordinator and assistant operations officer, deploy-

ing to the Western Pacific and the Arabian Gulf.

Schmidt graduated from the University of Arizona in 1991 with a bachelor’s degree in me-

chanical engineering, receiving his commission through the Navy Reserve Officer Train-

ing Corps. He earned a master’s degree in educational technology in 2004 from Troy State

University.

Schmidt’s personal awards include the Navy Commendation Medal (four awards), the

Navy Achievement Medal (three awards), and numerous campaign and unit citations.

COMMANDER ERICH SCHMIDT

EXECUTIVE OFFICER

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33

LPD 21 USS NEW YORK

CMDCM(SW) Robert W. Stocklin has served on active duty for 28 years.

Stocklin’s most recent assignment was command master chief of Naval

Support Activity Mid-South in Millington, Tenn. He was previously command

master chief of USS John L. Hall (FFG 32), homeported in Pascagoula.

Prior to serving in USS John L. Hall, he was CMC of USS Portland (LSD

37), during which time he deployed with Amphibious Task Force East,

landing Marines in the Gulf Region in advance of the initial air strikes at

the beginning of Operation Iraqi Freedom.

Previous sea duty included USS Inchon (MCS 12), where he served as

legal officer and force protection officer; USS Detroit (AOE 4), where he was

legal officer; and USS Kitty Hawk (CV 63), where he served in the legal de-

partment.

Stocklin entered active service in 1981 at the Great Lakes, Ill., Recruit

Training Center, receiving yeoman training at “A” School prior to reporting

to USS Peterson (DD 969) in 1982. He earned a legalman rating, attended

Naval Justice School, and served in the staff judge advocate’s office in New-

port, R.I. He is a native of Philadelphia, Pa.

Other shore assignments included a Naval Legal Service Office Detach-

ment in Corpus Christi, Texas, and the Senior Enlisted Academy in New-

port, R.I.

Stocklin’s personal awards include the Navy Commendation Medal (four

awards), the Navy Achievement Medal (two awards), and the Good Conduct

Medal (five awards).

CMDCM(SW) ROBERT W. STOCKLIN

COMMAND MASTER CHIEF

USS NEW YORK LPD 21

34

her husband was serving two separate tours as Secretary

of the Navy during 4.5 years between 2001 and 2006, she

devoted her time to the families of the men and women of

the Navy and Marine Corps, with particular emphasis on

their housing, medical care, and the other special needs of

our U.S. Navy and Marine Corps families. Presently she is

enjoying activities with her extended family, traveling, and

participating in community activities in Fort Worth.

As part of her role as the sponsor of USS New York, Mrs. Eng-

land also focused on the well-being of the shipyard workers

who were part of the ship’s construction team. She pointed out

that those workers, many of whom had their homes destroyed

and their families dispersed by Hurricane Katrina, had “re-

mained undaunted in carrying out the important work of build-

ing not only a ship, but a tribute to the spirit of America and to

the spirit of New York.”

In 2003, Mrs. England participated in the ceremonial pour-

ing of 7.5 tons of steel salvaged from the World Trade Center

Twin Towers to form USS New York’s bow stem. She also offici-

ated over the keel laying of the ship in 2004.

When asked to describe her role as the sponsor of USS New

York. Mrs. England put strong emphasis on the future:

“While part of USS New York’s motto is ‘Never Forget,’ it’s

very important to think in terms of this ship’s future and her

important role in the defense of the United States. The men

and women of the U.S. Navy and Marine Corps who will go to

sea in USS New York embody the first half of the ship’s motto:

‘Strength Forged through Sacrifice,’ and they deserve every bit

of support we can give them in the coming days and years. They

are the best our nation has to offer, and they will be involved in

difficult and at times dangerous tasks, and I will do my part

in seeing that they continue to get the support they need and

deserve.” The last lines of that promise reflect the final part of

the traditional role of a ship’s sponsor: remain in contact with

the ship’s crew in the future.

With the words of that time-honored naval ceremony, includ-

ing the accompanying expression of hope for the safety of

those who defend our country on and from the sea, the wife of

then-Deputy Secretary of Defense Gordon England brought a

new ship another significant step closer to becoming an official

part of the United States Navy.

With her words, England was leading a traditional obser-

vance that has been an essential step in making a ship an of-

ficial unit of the United States Navy since the nation’s founding

more than two centuries ago. In this instance it was a ship with

a very special link to 9-11 and New Yorkers.

Following the ceremony at Northrop Grumman Shipbuilding

in Avondale, La., she added a personal note:

“For me it is a humbling and profound honor to represent

the victims, their families, and the heroes of 9-11, the people

of New York, and all Americans in sponsoring this ship. Navy

tradition says that during christening the ship receives the

spirit of the sponsor. But with this unique ship, we now give

it not only my spirit but the spirit of the 9/11 heroes, the spirit

of New Yorkers, and the indomitable American spirit. We will

keep that same spirit in our hearts and minds forever. … We

will never forget our heroes and their loved ones, and we will

never forget all those who stand on watch today to preserve

our freedoms and liberties.”

England is a native of Maryland and is a proud resident of

Fort Worth, Texas. She and her husband met when they were

students at the University of Maryland, and they were married

in the campus chapel. She and former Secretary England

have three grown children and three grandchildren. During

her husband’s service in Washington, she divided her time

between Texas and Virginia and took an active interest

in community and cultural affairs in both locations. While

DOROTHY

HENNLEIN

ENGLAND

With a firm two-handed swing, the bottle

shattered and the Champagne sprayed over

the bow of a ship with a unique place in

history from her very beginning. The future

USS New York’s sponsor, Dotty England,

spoke the essential words: “In honor of the

city, the state, and the people of New York and

in the name of the United States of America,

I christen thee New York. May God bless this

ship and all who sail in her.”

USS New York Sponsor

©T

&C

O.

200

9

TIFFANY & CO.

CONGRATULATES

THE OFFICERS AND CREW OF

USS NEW YORK (LPD-21)

USS NEW YORK LPD 21

36

ADMIRALCity of New York

Edelman

Robert Wood Johnson IV, Owner and Chairman, New York Jets

Merrill Lynch

New York State Department of Agriculture and Markets

COMMODOREINTREPID Sea, Air and Space Museum

New York Yankees

North American Airlines

CAPTAINConde Nast

New York Yacht Club

Tiffany & Co.

COLONELCampbell-Ewald Advertising

DeVito Fitterman Advertising

Interpublic Group

Navy League of the United States, New York Council

New York Post

Port Authority of New York and New Jersey

September 11th Families’ Association

COMMANDER

American Society of Composers,

Authors and Publishers (ASCAP)

American Defense Systems, Inc.

Rear Adm. Joseph Callo, USNR (Ret.) and

Capt. Sally McElwreath Callo, USN (Ret.)

DRS Technologies, Inc.

Fairbanks Morse Engine

Gryphon Technologies

Hess Companies

Home Box Office (HBO)

L-3 Communications Corporation

Mutual of America

Northrop Grumman Shipbuilding

Raytheon Integrated Defense Systems

Rolls-Royce Naval Marine, Inc.

Florence and Robert A. Rosen Foundation

Treadwell Corporation

MASTER CHIEF American Legion Post 754, New York Athletic Club

ASCO Power Technologies

Mr. and Mrs. Joseph Benaroya

Dunkin’ Donuts

Faircount Media Group

H&H Bagels

New York Community Bank Foundation

Northrop Grumman Information Systems

Mr. and Mrs. Erik Olstein

Juliette and Frank Reidy

SERGEANT MAJORDiageo

Lt. and Mrs. Norman Keller, USNR (Ret.)

Mr. and Mrs. David Molloy

Overseas Military Sales Corporation

Sandy Hook Pilots

Sperry Marine Northrop Grumman

Matt Wilson – Insite Media, LLC

PETTY OFFICER Ms. Pauline Brown

Fleet Reserve Association, Northeast Region Fund, Erie, Pa.

Knights of Columbus, Cavallero Council, Brooklyn, N.Y.

Mr. Scott Koen

The Wolkowski Family

OFFICIAL SPONSORS

The USS New York Commissioning Committee would

like to express appreciation for the generous support

of corporations, foundations, other organizations and

individuals. Listed by level of giving, they include:

37

LPD 21 USS NEW YORK

SHIPMATE

American Legion, St. Stanislaus Memorial Post 1771,

Brooklyn, N.Y.

Mr. Kenneth Anderson, USNR (Ret.)

Mr. Arthur S. Bookbinder

Ms. Martha Duncan and Ms. Maggie Thompson

EWA Technologies, Inc.

Fleet Reserve Association Branch 115, Bethlehem, Pa.

Albert Fried & Company, LLC

Mr. and Mrs. F. Thomas Jones

Mr. Timothy Jones

Mr. Michael A. Kling

Mr. J. Robert Lunney

Mr. Michael Luper

Mrs. Marilyn McLellan

Marine Corps League, ET Brisson Detachment, Naples, Fla.

Marine Corps League – Troy, New York Detachment

Naval Reserve Association,

ENS James Burke Chapter, Larchmont, N.Y.

Omni Financial

Mr. Raymond Saleeby

Mr. Kevin Wensing

NEW YORK CREW MEMBERMr. William Adelaar

American Legion, Board of Education Post 1088, Bronx, N.Y.

American Legion, Dan O’Connell Post 272

American Legion, Patrick J. Salessio Post 1310,

Staten Island, N.Y.

American Legion, Samuel H. Young Post

American Legion Watkins-Kellett Post 277, Staten Island, N.Y.

Capt. Robert S. Bazan, USN

Mr. Bryan Birch

Catholic War Veterans Post 1934, Staten Island, N.Y.

Catholic War Veterans, Eugene L. Kelley Post 1937,

Pine Bush, N.Y.

Capt. Matthew Coffey, USNR (Ret.)

Commander, Naval Enlisted Reserve Association 3rd District

COMSACO, Inc.

Mr. and Mrs. Donald P. Dillon

Mr. Bernard Eldredge

Mr. John Festa

Fleet Reserve Association Branch 226, Staten Island, N.Y.

Fleet Reserve Association, Long Island Branch 071

Fleet Reserve Association, James R. Smith, RVPNE

FRA, NERA, AL, Scranton, Pa.

Mrs. Antonia Fontana

Mr. Timothy Forbes

Radioman 1st Class Richard K. Hadley, USN (Ret.)

Mr. John M. Harrington

Joe Buff Incorporated

Korean War Veterans Association Chapter 171, Brooklyn, N.Y.

Korean War Veterans Association, Rockland County

Korean War Veterans, Central Long Island Chapter

Ladies Auxiliary, FRA Northeast, Manchester, N.J.

Ladies Auxiliary, FRA Unit 124, Lakehurst, N.J.

Ladies Auxiliary, FRA Unit 226

Dr. and Mrs. Michael Langan

Marine Corps League, Catskill Detachment

Masonic War Veterans Post 6, Staten Island, N.Y.

Mr. James V. Mazzone, Sr.

Mr. Albert Menendez

Naval Enlisted Reserve Association, USS Briarcliff Chapter,

Staten Island, N.Y.

Nicholas & Lence Communications LLC

Northeast New York State Chapter of the Chosin Few, Inc.

Mr. Jose Noyes

Mr. Benedict P. Reyes

Mr. John Reynolds

Ms. Melissa S. Ryan

Mr. and Mrs. Sanderson

Mr. Phillip Sattler

Ms. Kathleen Shear

Mr. Larry Slack

Mr. Andres Tous

United Staten Island Veterans Organization

Veterans of Foreign Wars, Argonne Marine Park Post 107,

Brooklyn, N.Y.

Veterans of Foreign Wars, Ridgewood Post 123

Mr. Benedict J. Vilardo

Mr. and Mrs. Viviano

Mr. Russell Warshay

Ms. Alice White

Mr. Adrienne Zysman

FRIENDSAnheuser-Busch

AT&T

Empire State Building

Genpak

Gray Line New York

Hard Rock Cafe New York

I Love NY

L&B Spumoni Gardens

McDonald’s

Mini Cards NYC

Modell’s Sporting Goods

NYC & Company

New Yorker Hotel

New York Marriott Downtown

New York Marriott Marquis

PepsiCo

Planet Hollywood

Silverstein Properties

Starbright Floral Designs

Toys”R”Us

HESS CORPORATION

39

LPD 21 USS NEW YORK

SPONSORDorothy Hennlein England

CHAIRMANRobert Wood Johnson IV

CO-CHAIRMAN & EXECUTIVE DIRECTORRear Adm. Robert A. Ravitz, USN (Ret.)

VICE-CHAIRMENMatthew J. Harrington

Merrill Lynch

Harold Z. Steinbrenner

DIRECTORCapt. Sally C. McElwreath, USN (Ret.)

FINANCECmdr. Peter D. Galasinao, USN (Ret.)

Richard T. Kenney

PROJECT COORDINATORPeter A. Wolkowski

WORKING COMMITTEESFund Raising: Erik K. Olstein, Chairman. Joseph Benaroya,

Senior Chief James E. Brown, USN (Ret.), BMCM(SW) Eugene Culligan, USN (Ret.),

The Hon. Steven S. Honigman, Councilwoman Sheila Marcotte

Special Events: Jenna Marrone, Chairwoman. Christopher Hughes, Kerri Giovanelli

Crew/Family Event Coordination: Jenna Marrone and Donald H. Rullman Sr., co-chairs.

Larry Bamberger, Ira Goldberg, John Romanovsky

Media: Christopher Mittendorf

Web Site: JOC Kerry E. Smith, USNR (Ret.), James Barker, Merrilly Noeth

Sponsor Relations: John R. Dillard, Chairman. Peter A. Wolkowski

Government Liaison: Capt. Christopher P. Boylan, USN (Ret.)

INTREPID Sea, Air & Space Museum Liaison: Lisa Yaconiello

Internal Ship Theme: Capt. Frank Pascual, USN

Advertising: Anthony DeVito

Gifts: Richard H. Wagner

Committee MembersJennifer Adams, Rob Binns, Lt. Col. Robert Black, NYNM, Bryan Birch, Larry Brennan, Lu Caldara,

Rear Adm. Joseph F. Callo, USNR (Ret.), Phil Crosland, Chris DeVito, Joan Donovan,

Linda Federici, Steven Forsyth, Robert Haggerty, Matthew Higgins, The Hon. John G. Ingram,

Ross Jobson, Jonathan Jones, Clarice Joynes, William Kraus, Lee Ielpi, The Hon. Vincent I. Leibell,

Steve Loevsky, J. Robert Lunney, James Mazzone, Debbi McCallam, James D. McDonough,

Capt. Andrew McGovern, Capt. Henry Mahlmann, Jack McDermott,

Roger Newman, Richard Othmer, Rear Adm. Robert A. Rosen, NYNM, Ralph Slane, Kenneth Sparks,

Thomas Spina, Dr. Daniel M. Thys, MD, Capt. Kevin Wensing, USN (Ret.), Ken Winkler

Navy Commissioning CoordinatorWilliam Huesmann

Commissioning ProtocolJanice Comber

USS NEW YORK COMMISSIONING COMMITTEE

41

LPD 21 USS NEW YORK

It was a warm, crystal clear morning on March 1, 2008, as guests gathered at

Northrop Grumman Shipbuilding in Avondale, La. They were at the shipyard for

the christening of USS New York (LPD 21). There was a special anticipation in

the air that you could feel. The speeches and the music – punctuated regularly

by heartfelt applause – moved briskly. As the ship rode comfortably at her

mooring lines, Chief of Naval Operations Adm. Gary Roughead distilled her

mission into a few words: “to be globally positioned and to take the fight forward.”


MARK OF WARRIORS

Then came the climax. New York’s sponsor Dotty

Hennlein England gave a determined swing, shatter-

ing the Champagne bottle on the ship’s bow. Then

she followed quickly with an historic declaration and

an ancient blessing: “I christen thee New York. God-

speed to all who sail in her.”

A Special Mark

The bow of the ship towered up and over the of-

ficial party during the christening ceremony, and

there were two things that were very special about

that bow. The first was that it contains seven and a

half tons of steel reclaimed from the World Trade

Center after 9/11. The second was a small reproduc-

tion of New York’s coat of arms – generally referred to

as the ship’s crest – that had been fixed to the ship’s

bow for the ceremony.

It’s hard to image anyone focusing on the small

crest in the excitement of the moment. Few – perhaps

nobody – actually thought about its importance to

the men and women who would take New York to

sea. But the details of that crest are very significant.

Those who will bring New York to life at the moment

of commissioning in the United States Navy and

those who follow them in her crew will surely shape

a true character for their ship day by day. But the

crest is the beginning of that process. And it will

also be an ongoing reminder of how and why this

special ship came to be.

The tradition of the coat of arms goes back thou-

sands of years, appearing first in Egypt, before the

recorded dynasties of the pharaohs. In those dim

early times, the predecessor to the coat of arms was

called a “serekh,” and it was used to identify mili-

tary allegiances as well as the products of different

groups. The use of coats of arms for towns, families,

military units, and kings and queens burgeoned

during medieval times, and that usage continues to-

day as a distinctive mark for ships of the U.S. Navy.

42

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Today, and among other things, a

ship’s crest reminds us of the individual-

ity of each Navy vessel. Those ships may

be manufactured in colossal shipyard

“assembly lines,” they may be part of a

class of similar ships, and they may fre-

quently be ordered about in squadrons

or fleets, but any sailor will tell you that

each ship takes on a distinct personality

all its own.

Connections

Toward the top of USS New York’s

crest there is a cluster of elements that

connect the ship with New York State and

New York City. First, there are seven gold-

en rays of light, representing the seven

rays of light projecting from the crown of

the Statue of Liberty in New York Harbor.

And there is a coincidence in the number

of light rays and the seven seas that will

be New York’s domain. Then there is a

depiction of the hills and lakes of New

York State, along with curved rows of ma-

ple leaves, all adapted from the official

seal of New York State.

Beneath the cluster of items repre-

sentative of New York State and New

York City, there is a shield. Within the

shield there is a gray chevron pointed

upward, representing New York ’s bow,

which contains the steel from the Twin

Towers. There also are two gray bars

representing the Twin Towers. A phoe-

nix is depicted rising from the flames

of the 9/11 attack. On the phoenix’s

breast there is a small shield with two

drops of blood that represent the sac-

rifice of life of the first responders, as

well as blue, red, and light blue stripes

representing the New York Police De-

partment, the Fire Department of New

York, and the Port Authority of New

York and New Jersey respectively.

Three stars symbolize the three battle

stars earned by the battleship New

York (BB 34) during the Atlantic and

Pacific actions of World War II.

Behind the shield there are crossed

swords; one is a ceremonial sword for a

U.S. Marine enlisted person and the oth-

er is a ceremonial sword for a U.S. Navy

enlisted person. The crossed swords

focus on the historic importance of the

enlisted men and women of the Navy

and the Marine Corps. They also re-

mind us of the important links between

the Navy and Marine Corps. Finally, the

traditional Navy colors of blue and gold

are prominent in the crest, with blue

representing the sea and gold symbol-

izing excellence.

Food for Thought

The words “Never Forget” are embla-

zoned at the bottom of the crest. Those

words are the second half of New York ’s

motto: “Strength Forged through Sac-

rifice. Never Forget.” Those six words

carry a double message.

There is appropriate emphasis on the

importance of remembering the attack

on innocent civilians on 9/11 as well as

those who responded with great cour-

age on that day, running toward danger

and their duty when everyone else was

running away from peril.

Of equal importance, the statement is

also forward looking. It reminds us of the

special strength of the men and women

who will take USS New York to sea – now

and in the future – in defense of their

country and their fellow citizens.

With thousands observing, Dotty H. England (right), ship’s sponsor, triumphantly raises the Champagne bottle she used to christen LPD 21, New York. The fifth Northrop Grumman-built amphibious transport dock ship of the San Antonio class contains 7.5 tons of World Trade Center steel in her bow. Joining England in celebration are (left to right) U.S. Navy Cmdr. F. Curtis Jones, LPD 21’s prospective commanding officer; her husband, then-Deputy Secretary of Defense Gordon England; and Northrop Grumman Shipbuilding President Mike Petters.

On this special day, the families and friends of those we lost at the

Pentagon on September 11, 2001 rise together to salute the crew and mission of the U.S.S. New York.

We stand with you in our belief that patriotism is a moral duty; that freedom must be defended; and that a vigorous defense of freedom is the only guarantee of America’s enduring liberty.

The terrorist attacks on September 11, 200l took more than 3,000 lives in New York City, Shanksville, Pennsylvania and Washington, D.C. The Pentagon Memorial Fund, Inc. was organized by the families of victims to build and maintain a quiet, dignified shrine of reflection to remember and honor the 184 men, women and children who lost their lives in attack on the Pentagon.

Officially dedicated on September 11, 2008, the Pentagon Memorial reminds visitors that every one of these lost lives was special — their dreams cut short, their loved ones left behind. The Pentagon Memorial will remind all who visit that patriotism is a moral duty; that freedom comes at a price; and that the victims of the September attacks paid the ultimate price.

The Pentagon Memorial is now complete, but critical resources are still needed to preserve and maintain it for future generations of visitors from around the world. Your support today can ensure that new generations always have a special place to visit, to learn about and reflect on the events on September 11, 2001.

Returning the Salute.

Thee PPeenttagogon MMeemooriaal FFuundd, Incc. iss a 5501(cc)(3)3) non-p-profitt organnnizationn establishhed to raisee fuuundds nneeeddeed toto coonnsstruccctt anndd mmainntain n in ppeperpettuity tthe Peeentagonn Memoriaal.

pentagonmemorialfund remember. reflect. renew.®

Please contribute on-line by going to:

www.pentagonmemorial.orgOr mail your tax-deductible gift to:

Pentagon Memorial Fund, Inc.P.O. Box 3879

Gaithersburg, MD 20885

USS NEW YORK LPD 21

44

USS New York (LPD 21) is also about the size of a young bat-

tleship. The famous Royal Navy battleship Dreadnought and

Germany’s feared Graf Spee in World War II displaced less

tonnage. Her length of 684 feet is 110 feet longer than her be-

hemoth World War II namesake, the battleship New York (BB

34). Today she arms herself with 30 mm chain guns and Roll-

ing Airframe Missile launchers instead of 14-inch guns; and

she carries a multitude of technologies that would bewilder

the builders of the old battlewagon. Yet New York’s four super-

charged diesel engines give her a top speed nearly twice that

of comparable ships of the World War II engine era, with the

smooth handling of a speedboat.

USS New York is special in another way, as well. In her bow

she carries 7.5 tons of steel melted down from the ruins of the

World Trade Center. Everywhere she goes she will be a visible

and defiant reminder of the 3,000 lives lost in the attack eight

years ago on 9/11: the worst attack ever suffered on American

soil.

New York’s motto is “Strength Forged through Sacrifice.

Never Forget.” Her mission is force projection in the 21st cen-

tury. This is a ship built for action on a truly global scale.

She is designed to transport and land some 800 Marines,

plus their equipment and supplies, using LCAC air cushion

landing craft and EFVs, or Expeditionary Fighting Vehicles,

which travel as efficiently on land as they do at sea. These she

can carry in her 24,000 square feet of vehicle deck space,

along with an LCU (Landing Craft Utility), which can transport

three M1A1 Abrams battle tanks at a time. In addition, she’ll

offer a ride to more Marines using various combinations of MV-

22 Osprey tilt-rotor aircraft, CH-53 Super Stallion helicopters, or

CH-46 Sea Knight helicopters, from her flight deck.

Historically, the U.S. Navy’s mission has dictated the shape

of every naval vessel bearing the name New York. There was

the gunboat of the American Revolution that served on strategi-

cally important Lake Champlain and the frigate that protected

U.S. commerce in the Mediterranean during the Quasi-War

with France. There was a 74-gun ship of the line built for a Navy

of wooden walls and iron men, when America sought to defend

herself from possible European adversaries. There was an ar-

mored cruiser commissioned in 1893, on the eve of the building

of the Panama Canal and creation of America’s first blue-water

fleet. Then came the battleship New York (BB 34), which was

USS NEW YORK:

A NEW SHIP,

A NEW MISSION,

A NEW RESOLVE

A San Antonio-class amphibious transport

dock (or LPD) is an impressive sight at sea or

in port. She may not have the majestic pres-

ence of a fleet aircraft carrier or the sleek

lines of an Aegis destroyer. But her broad,

confident bulk sits easy in the water; her mas-

sive twin masts stand proudly against the sky.

By Arthur Herman

Phot

o co

urte

sy o

f Nor

thro

p Gr

umm

an S

hipb

uild

ing

45

LPD 21 USS NEW YORK

commissioned in 1917 and which served with distinction in two

world wars.

New York (LPD 21) is the sixth U.S. Navy ship to carry that

name and fifth in her class of amphibious transport dock ships,

which are an essential part of the new face of amphibious/ex-

peditionary warfare in the 21st century.

Once upon a time, amphibious/expeditionary warfare was

the neglected stepchild of naval strategy.

Americans have always been superb at putting fighting men

into action on land from the sea. The Navy’s first major amphibi-

ous operation came during the Mexican War in 1847, when its

ships landed more than 13,000 troops at Vera Cruz. It was the

single largest number of American soldiers to disembark on

hostile foreign soil until D-Day in World War II.

That latter war also saw the famous Marine amphibious as-

saults at Tarawa, Iwo Jima, Saipan, and a host of other lesser

islands. And of course, the Navy and Army joined forces in the

biggest and most famous amphibious attack of them all: D-Day,

on June 6, 1944.

A successful amphibious landing could change the course

of a war, as D-Day proved, and later Gen. Douglas MacArthur’s

daring landing at Inchon during the Korean War. However, un-

less they achieved complete surprise, these old-fashioned fron-

tal assault landings were also highly risky.

Putting large numbers of men ashore in the presence of

an enemy left both men and ships exposed and vulnerable.

Lengthy bombardments from naval guns or from airplanes

were necessary to reduce enemy positions along the beach,

The future USS New York (LPD 21) during builder’s trials, a major piece of a new amphibious paradigm.

USS NEW YORK LPD 21

46

Phot

o co

pyrig

ht M

ark D

. Far

am

and to secure approaches to the beachhead. The air bombard-

ment before the Marines stormed Iwo Jima lasted nearly six

months. For three days before the final assault, five battleships

steadily pounded the island at a range of less than 3,000 yards

(by a strange twist of historical fate, one of those battleships

was BB 34 New York).

Even after that, Marines landed in a hailstorm of enemy fire

that killed or wounded nearly 2,312 men in the first 18 hours.

At Tarawa in 1943 less than 30 percent of the first wave of Ma-

rines even reached the beach. That entire three-day operation

cost the Marine Corps 1,000 killed and 2,000 wounded – all

for an island of less than 3 square miles. A year later, the first

hours on Omaha Beach cost more than 3,000 men and dozens of

amphibious vehicles. Things looked so bleak from Gen. Omar

Bradley’s flagship USS Augusta, that he contemplated calling a

halt to the entire Normandy invasion.

It was not just the men in the assault waves who suffered,

or the crews of the DUKWs and amphibious tractors (or am-

phtracs) who transported them. As they waited offshore, Navy

ships were just as vulnerable. At the Veracruz landings in 1847,

a sudden storm tore more than 20 ships loose from their anchor-

ages and ran them aground. During landings in World War II

at Salerno and Anzio, American and British ships came under

constant air attack by German planes. During operations off

Okinawa in 1945, no less than 26 ships were sunk by Japanese

kamikazes, and another 368 damaged.

Amphibious warfare was demanding in other ways. The term

implies a dual capability, meaning for use on land and at sea.

However, it was hard to judge which should take precedence,

and no armed service ever felt entirely at home with the notion.

Naval strategy, for example, focused on the clash of fighting

ships at sea; or later, on aircraft carriers, “the queen of battles,”

and submarines and nuclear deterrence from under the waves.

Army and Marine commanders kept their minds on what hap-

pened on the beach and farther inland; they largely took the

Navy’s role as a glorified shuttle service, for granted.

Organizing a major amphibious landing was an exercise in

improvisation, and frustration. It meant having to come up with

suitable vehicles (like the “swimming” Sherman tanks devised

for D-Day, many of which sank), equipment, and tactics. It also

required a sharing of resources and coordination of leadership

among services with very different cultures and command

structures. This ensured that things rarely, if ever, went strictly

according to plan.

And at every stage, one question dominated every task force

commander’s mind: will the beachhead we have just taken with

such a loss of lives and vehicles, hold? After all, the scene at

the beachhead could be fast and furious, confusing to men and

officers alike. Having to decide from scant or contradictory

information whether a seemingly disastrous assault like

Omaha Beach might actually be a success, could stretch a

commander’s judgment to the breaking point. The heavy stakes

Landing Craft Air Cushioned (LCACs) from the Norfolk, Va.-based Assault Craft Unit Four, move between the amphibious assault ship San Antonio and Onslow Beach at Camp Lejeune, N.C., as the ship offloaded Marines and their equipment after its seven-month inaugural deployment to the Persian Gulf and Horn of Africa. The amazing LCACs, which “fly” over water and land, are one leg of LPD 21’s “amphibious triad.”

L-3com.comC3ISR > GOVERNMENT SERVICES > AM&M > SPECIALIZED PRODUCTS

Photo courtesy of Northrop Grumman Shipbui lding.

L-3 is honored to have contributed our systems and expertise to this outstanding new addition to the U.S. Navy’s fleet. We wish the USS New York and its crew great success in the years ahead. You will carry the spirit of New York wherever your mission may take you.

THE SEAS ARE SAFER THANKS TOTHE USS NEW YORK

CONGRATULATIONS AND BEST WISHES TO THE UNITED STATES NAVY ON THE COMMISSIONING OF THE USS NEW YORK (LPD 21)

Gordon M. Aamoth Jr.

Joseph P. Anchundia

Thomas M. Brennan

Mark J. Bruce

Timothy G. Byrne

Kathleen Hunt Casey

Judson J. Cavalier

Jeffrey M. Chairnoff

Thomas R. Clark

Christopher R. Clarke

Thomas J. Collins

James L. Connor

John Cooper

Frederick J. Cox

Kevin R. Crotty

Thomas G. Crotty

Welles R. Crowther

David A. DeFeo

Constantine Economos

Michael H. Edwards

John W. Farrell

Thomas J. Fitzpatrick

Christina Donovan Flannery

Howard G. Gelling Jr.

Evan H. Gillette

Thomas Glasser

Douglas J. Irgang

Allison Horstmann Jones

Robert A. Lawrence Jr.

John R. Lenoir

Alan P. Linton Jr.

Salvatore Lopes

Stuart S. Louis

Garry W. Lozier

Vita M. Marino

Kevin D. Marlo

Kenneth M. McBrayer

John F. McDowell Jr.

Stacey Sennas McGowan

Daniel W. McNeal

Sharon Moore-Mohammed

James D. Munhall

Christopher Newton-Carter

Diana J. O’Connor

J. Andrew O’Grady

Peter J. O’Neill Jr.

Christopher T. Orgielewicz

Debra Paris

Christopher Quackenbush

A. Todd Rancke

David H. Rice

John M. Rodak

Mark H. Rosen

Kristin Irvine Ryan

Frank G. Salvaterra

Michael V. San Phillip

Herman S. Sandler

Susan Kennedy Schuler

Davis G. Sezna Jr.

Linda J. Sheehan

Craig A. Silverstein

Bruce E. Simmons

Jeffrey R. Smith

Colleen M. Supinski

Richard J. Todisco

Kevin M. Williams

Alan L. Wisniewski

Martin P. Wohlforth

John W. Wright Jr.

Julie Zipper

We salute the men and women of USS New York (LPD21) as they sail in defense of freedom.

USS NEW YORKLong may she carry the memory of those we lost and love.

Sandler O’Neill + Partners, L.P.

We will never forget them.

49

LPD 21 USS NEW YORKU.

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of success or failure prior to the British landings at Gallipoli in

1915 forced one admiral to resign in a state of nervous collapse.

No wonder Gen. Dwight D. Eisenhower wrote out a letter of

resignation as Allied Supreme Commander the day before the

Normandy invasion, just in case the landings failed. And no

wonder President Harry S Truman preferred to drop the atomic

bomb to force Japan to surrender at the end of World War II,

rather than risk the horrendous American casualties that an

amphibious invasion of Japan would have cost (Japanese navy

planners estimated that kamikazes alone could wipe out 30 to

50 percent of the Allied invasion fleet).

Today, the old paradigm is gone, along with Mae West life

vests and DUKWs. Contemporary amphibious warfare, known

more accurately as expeditionary warfare, is no longer impro-

vised or undersized – or precariously perched between victory

and disaster. In fact, the new joint-force, combined arms expe-

ditionary era, of which USS New York (LPD 21) is an essential

part, is going to set the new paradigm for all warfare in the 21st

century.

This marks a sea change in military thinking. For all its risks

and costs, the Navy, Army, Marines, and Air Force used to see

the amphibious battlefield as only a transitional phase between

their normal modes of engaging the enemy on the land, at sea,

or in the air. The beachhead itself was a temporary foothold be-

fore men and machines got down to the real business of fight-

ing farther inland, and before ships returned to their normal

duties at sea.

A globalizing age has forced military strategists to envision

a very different scenario. It can be summed up as “continuous

forward deployment.” In an era in which dire threats can mate-

rialize with dizzying speed at any point on the globe, from pi-

racy and terrorism to natural disasters like the 2003 tsunami in

the Indian Ocean, the U.S. Navy will need a steady and strong

forward-presence posture in order to be the first responder. Its

Expeditionary Strike Groups are the foundation of this capa-

bility. The new amphibious transport dock ships like USS New

York are the building blocks on which that foundation is built.

In the new paradigm of expeditionary warfare, Navy amphib-

ious assault ships enable the Marine Corps to set its “mobility

triad” in motion. These are the air-cushioned LCACs, which can

transport 24 Marines and 60 tons of their equipment into battle;

the EFVs, which can hit the beach with 17 troops on board and

An HH-60H Sea Hawk helicopter assigned to the “Tridents” of Helicopter Anti-submarine Squadron (HS) 3 takes off from the flight deck of USS San Antonio (LPD 17) during a vertical replenishment with the Military Sealift Command fleet replenishment oiler USNS Tippecanoe (T-AO 199). San Antonio was the flagship of Combined Task Force 151, a multinational task force established to conduct counter-piracy operations in and around the Gulf of Aden, Arabian Sea, Indian Ocean, and the Red Sea. San Antonio’s use as flagship on the deployment confirms the advanced command and control and other capabilities of the San Antonio class, of which New York is a part. This photo also shows the very large flight deck and hangar area of the class.

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drive inland at speeds up to 45 mph; and the new vertical take-

off, tilt-rotor aircraft known as the Osprey, which has a combat

range of more than 400 miles and can put up to 32 Marines into

action at a time.

The new amphibious transport dock will allow an Amphibi-

ous Ready Group/Marine Expeditionary Unit or ARG/MEU to

project American power just about anywhere from the sea and

then withdraw; or if need be remain on station – over the hori-

zon and out of sight – to watch and wait for a crisis to dissipate;

or alternately, to move in to dominate and control events.

At the typical ARG/MEU’s core is a cruiser-destroyer squad-

ron consisting of an Aegis cruiser, Aegis destroyer, and a frig-

ate; a submarine; and the ships of the Amphibious Readiness

Group proper. These include an amphibious assault ship (LHA)

carrying a formidable combination of helicopters and vertical

take off aircraft; a landing ship dock (LSD); and one or more

LPDs like New York or one of her sister ships, plus the men,

tanks, and equipment of a Marine Expeditionary Unit or MEU:

some 2,200 Marines in all. These in turn can be augmented by

special operations forces, including Navy SEALs and Marine

Force Reconnaissance detachments.

Once set in motion, the ARG/MEU is a smooth, well-oiled

machine geared for forward deployment and force projection.

It involves a seamless coordination of ships, Marines, and air

support into a single integrated battle force, ready to move into

action from 200 miles at sea to 150 miles inland.

What will be the new face of amphibious operations? While

submarines clear the water ahead of the strike group, un-

manned aerial vehicles (UAVs) circle overhead providing infor-

mation on the enemy’s positions and capabilities. Aircraft like

the AV-8B Harrier II and AH-1W Super Cobra attack helicopters

provide 360 degree protection from the air as Marines load up

in their LCACs, EFVs, and Ospreys some 20 miles from their

target – even as special operations teams are flown in by Os-

preys or landed covertly in LCACs in order to reconnoiter the

situation on the ground, disable enemy defenses, or secure key

positions in advance.

Within an hour or two the first Marines are landing – not as

exposed targets on the beach but snug and secure in their

armored EFVs as they move quickly from the shore and drive

inland to dominate and control vital strategic points. At the

same time, satellite links enable the Navy’s Force Net system

to convey images of the assault to, and maintain real-time com-

munications with, the strike group’s commander and his staff in

his combat information center (CIC), as well as a multitude of

status screens at the Pentagon and the White House.

In the new expeditionary warfare, the old beachhead con-

cept is gone, along with many risks and uncertainties. Instead,

Representing two generations of Marine Corps rotary-wing aircraft, a CH-46 Sea Knight helicopter completes a landing near a V-22 Osprey tilt-rotor aircraft aboard the amphibious transport dock USS San Antonio (LPD 17). San Antonio was conducting several tests in the Atlantic Ocean using the Osprey and Sea Knight to determine what these aircraft are capable of doing with the Navy’s newest class of amphibious transport dock ships.

Edelman is proud to sponsor and support the USS New York. We congratulate the ship’s crew and their families.

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a coordinated “combined arms warfare” approach enables the

Navy and Marines to control the tempo of the operation from

start to finish. And since the amphibious fleet may be dozens

of miles from the objective, and since there is no prolonged

naval bombardment, the enemy have no idea when the Marines

are coming or where they will strike. Even when it is operat-

ing alone, USS New York will be able to deploy EFVs, LCACs,

and Ospreys from sea to shore to points inland with a seamless

speed that will surprise and frustrate our foes – just as it reas-

sure friends and neutrals on the ground.

In fact, the new expeditionary paradigm dissolves the differ-

ence between land and sea fighting, creating a true joint hybrid

form of warfare. The same “hybrid effect” can be seen in the

new technologies that are vital to it. The EFV is an amphibi-

ous assault vehicle like its World War II ancestors the DUKW

and amphtrac. But it is also an armed and dangerous light tank

free to maneuver many miles inland. The Osprey is a tilt-rotor

aircraft that is half a helicopter and half a twin-engine aircraft,

able to transport Marines into the combat zone and then carry

the wounded, or move civilians, out of harm’s way.

Likewise, the new New York will be connected to a joint

command and control system that dissolves the old conflict be-

tween the different service’s cultures and resources. In fact,

the ARG/MEU can be commanded by a Navy admiral or a Ma-

rine general, since both will know what the other service’s men

and resources can do, and what they can accomplish together.

Backed by a lean core staff of no more than 12 members, this

marks a major breakthrough in joint arms warfare and inter-

service cooperation.

All this is made possible by the Navy’s new communications

technology, or Force Net, which has in effect linked every ves-

sel into a single integrated network. It is apparent everywhere

you go on USS New York, where 500 miles of electrical cable

service the computer systems that make it one of the “smartest”

ships afloat.

Step into her combat information center, and you are as close

to the bridge of the starship Enterprise as you’ll ever be. Com-

puter screens and video displays surround you on all sides,

monitoring every aspect of the ship’s position, weaponry, and

performance. Force Net also enables commanders half a world

away to see what her captain sees in the CIC, and monitor the

ship’s progress as she sails into port – or sails into the battle

zone.

The same internal net system allows New York’s engineers

to drive her four supercharged diesels and check their status,

not just on the bridge or in the engine room, but from a variety

of points in the ship. Damage control officers use the same sys-

tem to check electrical relays and watch for warning signs of

a possible fire outbreak or other threats to the ship. Add in the

unceasing round of damage and fire control drills; special anti-

chemical and anti-bio warfare equipment; and anti-terrorist

force protection training exercises involving every member of

The Marine Corps’ EFV is several times faster in water than its predecessors, representing a game-changing capability in amphibious tracked vehicles. On land, its speed, agility, networking capabilities, and firepower make it a formidable fighting vehicle.

We Will Never Forget.Deloitte is proud to congratulate the United States Navy on the commissioning of the USS New York.

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pM i i Y

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the crew, and USS New York is not only a smart but a safe and

secure vessel for everyone on board.

The weapons, warfare, and technology at this level of sophis-

tication demand a skilled and motivated crew. When you meet

the men and women of USS New York, you realize that they are

“switched-on” in the best, military sense of the word: alert, fo-

cused, and confident even under adverse circumstances. New

York’s Executive Officer Cmdr. Erich Schmidt, has guided

them through every step of their pre-commissioning training.

“I’ve watched this crew come together for almost two years,”

he said, “they are truly the best America, and the Navy, have

to offer.”

The crew comes from a variety of backgrounds and from

a spread of states from Hawaii and Kansas to New York. But

all share a dedication to their work, to their service, and to

the New York Navy tradition. The building and christening

of this New York has enabled them to meet and stay in touch

with the World War II veterans who served in the old BB 34

battleship, and who wear the same USS New York ball cap

with pride.

However, there is also a special pride in serving in LPD 21:

its direct ties to 9/11 and its legacy for this country. For many, it

was 9/11 that got them into the Navy in the first place – or kept

them in it. Chief Petty Officer Keenan Gresham, for example,

was headed for retirement after 22 years in the Navy when the

planes hit the Twin Towers. “I knew then we were at war,” he

recalled. He put off retirement, and swung back into active ser-

vice with an extra sense of purpose and will. Now, to actually

serve on board the “Twin Towers ship” is, Gresham admitted,

the highlight of a two-decade-long career.

Other sailors and officers feel the same. One said he knows

he will have other tours of duty on other ships, after New York.

But he’ll always ask himself, “Will they be as good as my first

ship, LPD 21?”

Others have an even more personal connection. Her skipper,

Cmdr. F. Curtis Jones, is a native New Yorker; Yeoman 2nd Class

Aaron Palacio was sitting in his high school class in Manhattan

on Sept. 11, 2001, when his stunned teacher had to tell her stu-

dents that the World Trade Center had just been attacked.

Hospital Corpsman 3rd Class Kevin Muse’s high school

teacher had a brother who was in the WTC when the planes

hit. Both of Muse’s grandfathers had been in the Navy, but the

incident galvanized his decision to join. “It gave me a chance

to fight back,” he said.

Muse originally chose to fight back as part of the Marines,

and served a full tour of duty in Iraq. That gave him a chance to

see the war on terror up close and personal, and see American

courage and resolve in action. “They tried to break our spirit”

on 9/11, Muse added, “but it didn’t work.” Now he has a chance

to vindicate the sacrifice of 9/11 in an even more direct way.

At least two members of New York’s fire and damage con-

trol team know that sacrifice, as well. At her firefighting train-

Sailors aboard the amphibious dock landing ship USS Tortuga (LSD 46) launch a Landing Craft Utility (LCU) during training exercises. LCUs are also employed by am-phibious transport dock ships like the New York, and can carry three M1A1 Abrams main battle tanks or more than 400 Marines at a time.

CORNELL

PO Box 807, Woodbury, NJ 08096www.cornellcraneandsteel.com

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ing school, Damage Controlman 3rd Class Christina Gallegos

worked with civilian firefighters who knew 9/11 firsthand. Fire-

fighters from as far away as Norfolk, Va., and Washington, D.C.,

had been summoned to help to fight the conflagration. Many

had colleagues who had died there.

These civilian firefighters were, she said, a constant source

of awe and inspiration to her. For Gallegos, serving in the ship

made from steel from those Twin Towers is a matter of supreme

pride.

Damage Controlman 1st Class (SW/AW) Bershers has

watched firefighters working with steel from the Twin Towers:

men from his grandfather’s fire station in Long Island making

crosses at the request of victims’ families, after they them-

selves fought the horrific blaze in vain. Bershers is a career

Navy man as well as a New York native; USS New York is going

to be his seventh ship. Bershers had planned to be in lower

Manhattan on that fateful September 11, on leave with friends:

“I would have been seven blocks away,” he remembers, when

the planes hit.

Instead, his leave was canceled and he remembers the wave

of emotion that swept over him when he heard the news back

in Norfolk. He tried desperately to go to New York City to help

in the volunteer effort, but he was ordered to stay: “The whole

base [Norfolk Naval Station] was in lockdown at the time.” How-

ever, like many on the crew he fought long and hard to get a

berth in LPD 21. At his own expense, he drove down to New

Orleans to attend the ship’s christening. Serving in USS New

York is more than the culmination of 18 years in the Navy; for

Bershers, it is a personal mission.

Finally, there is Personnelman Specialist Seaman Dupree.

She’s from Kansas, but comes from a Kenyan family.

She had heard the news of 9/11 on the radio, when it “really

hit home” what this country meant to her. “I had to give back to

the society that has changed so many people’s lives for the bet-

ter,” including her own family, she said with quiet pride. “I knew

I needed to join the military.”

Like the rest of the crew of USS New York, Dupree knows the

terrorists hate us for not for what America has done wrong, but

for what it has done right as a haven of prosperity, freedom, and

liberty for all peoples of all races and religions. Serving in this

ship is her way of thanking America for extending a helping

hand to her, “a legacy for my children and family,” and a way to

remember the thousands who unexpectedly paid the ultimate

sacrifice for freedom on 9/11.

The motto is: “Strength Forged through Sacrifice. Never for-

get.” As New York’s skipper Jones said: “The men and women

of USS New York will never forget.” Nor will we. And we will

always feel grateful for these men and women’s brave dedi-

cated service – and the ship that proudly carries them across

the seas.

The amphibious dock landing ship USS Carter Hall (LSD 50), the amphibious transport dock ship USS San Antonio (LPD 17), and the guided-missile destroyer USS Roosevelt (DDG 80) transit the Atlantic Ocean. Carter Hall, San Antonio, and Roosevelt were deployed as part of the Iwo Jima Expeditionary Strike Group, which was supporting maritime security operations in the U.S. Navy’s 5th and 6th Fleet areas of responsibility. Expeditionary Strike Groups can project American combat power from the sea to almost any place on Earth.

USS NEW YORK LPD 21

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He sought easy passage to the Orient. What he found was

something quite different: Passage to the interior of a vast wilder-

ness that time and toil would transform into an American state of

the first rank – by some standards, a great nation in its own right.

New York, in its 50-million-square-mile entirety, is a study in

physical contrast, cultural conflict and hopeful aspiration. Its

history parallels America’s – indeed, in some ways American

history begins in New York.

Hudson could push Halve Maen, scarcely 85 feet long, only

to present-day Albany, 150 miles upriver from the great bay to

the south. Beyond that, travel along the Hudson – all the way to

its wellspring, Lake Tear of the Clouds, deep in the Adirondack

high peaks – was by Iroquois canoe, or by foot.

That would change.

The first Europeans – most of them mapmakers – had quick-

ly grasped the strategic character of the Hudson River-Lake

George-Lake Champlain corridor. Armies – French, English,

American – moved up and down its length for decades. And

so it was not by happenstance that in the autumn of 1777, a Brit-

ish invasion force under Gen. John Burgoyne was southbound

along the Hudson, intent on bisecting the fledgling American

revolution.

Battle was joined at Freeman’s Farm, and concluded at Be-

mis Heights, both overlooking the widening river at present-day

Schuylerville. When the Battle of Saratoga was over, George

Washington’s ragtag army had gained international credibility

and an independent United States of America had become a

very real possibility.

And so it came to pass.

Soon Robert Fulton’s steam boats were plying the Hudson to

Albany, and railroads were running along its banks. A grand

canal was dug, linking the river to the Great Lakes, transport-

ing the Industrial Revolution first into the Mohawk Valley and

then to the vast interior of America – transforming the entire

continent in the process.

New York, especially.

Tangible wealth, personal freedom and seemingly limitless

opportunity worked as magnets among the restless poor of Eu-

rope and beyond.

Waves of immigration broke over the state: first came the

Irish, Germans and Italians; then Eastern Europeans, Jews and

African-Americans – and, most recently, newcomers from Cen-

tral and South America, Southwest Asia, the Caribbean Basin

and Africa.

This was – and remains – a fractious mix. But therein resides

the magic – the genius – of New York.

Its politics are contentious, and often corrosive – but four

of its governors have gone on to the White House, including

the transformative Roosevelt cousins, and that’s more than any

other state can claim.

Its economics can bewilder – vast wealth arrayed conspicu-

ously alongside crippling poverty. But appearances deceive:

New Yorkers care for their own, and penniless new arrivals –

through hard work, entrepreneurial spirit and an occasional

touch of good fortune – are soon on their way to the economic

and cultural mainstream.

And nowhere more quickly than in New York City, where The

Bronx is still up, the Battery’s still down, and the people still

ride in a hole in the ground. After all these years, still a helluva

town.

There is friction; how could there not be. And there’s been

wrack and riot across the decades because of it. But friction

generates energy, too, vast pools of it – an essential raw mate-

rial for material success and cultural cohesion.

In that respect, New York is peerless.

The city can seem forbidding to newcomers. And in fact it is

not for everybody.

Yet those who arrive and linger find it intoxicating, compel-

ling. Broadway. Museum Mile. Ruth and Mantle and Maris. The

Giants. The Jets. The ’69 Mets. It may not be true that if you hang

out in Times Square long enough, you’ll run into everybody you

know – but it seems as if it could be.

Then there are the landmarks: The statue in the harbor, the

iconic bridge, the ballpark in The Bronx – and the skyline rec-

ognized ‘round the world, now missing two tall buildings.

This also speaks to the singularity of New York.

Those who declared war on America in the fall of 2001

wanted the world to take note – so where better to begin than

at the intersection of Wall Street and the loudest media mega-

phones on the planet. The World Trade Center fell and the city

shuddered – but it survived and recovered. This is nothing

new.

Ground Zero is only a cannon-shot from where Henry Hud-

son made landfall those four centuries ago. Then came the

Dutch, and the English. There was revolution, civil war, do-

mestic insurrection, financial panic and social unrest well

into recent times.

Through it all, New York City coped.

It evolved.

It became the economic, cultural and social locus of Ameri-

ca – envied, a little, by civilized people around the world for its

brash good humor, its studied nonchalance and its unflappable

attitude.

It’s not always easy to love New York.

But who would want to live anywhere else?

Not I.

NEW YORK, NEW YORK

It was fully 400 years ago when Henry Hudson – an Englishman under hire to the Dutch – turned

the bow of Halve Maen into the mouth of the river that today bears his name.

By Bob McManus

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Of course the weapons, equipment, and tactics of Marines

have changed since that exceedingly tough amphibious fight

at Iwo Jima. But the determination, mission orientation, and agil-

ity of the individual Marine remains constant. Today’s Marines

have many specialties – just as those of World War II – yet the

idea that all Marines are primarily riflemen remains fundamen-

tal to Marine Corps training and thinking.ii Each Marine learns

basic infantry skills upon entering the Corps, and receives re-

fresher training throughout his career, be that one enlistment

or many. The phrase “every Marine a rifleman” essentially

means, “Every Marine – regardless of military occupation spe-

cialty – is first and foremost a disciplined warrior.”iii

The essential rite of passage for a U.S. Marine is the Corps’

legendary boot camp, which introduces young American

civilians into the demanding world of the United States Marine

Corps. Marine Corps boot camp has traditionally been tough

and, if anything, has become more so over the years. During

the late 1990s, Marine leaders introduced a capstone event

called “The Crucible,” which tests the physical and mental

stamina of recruits before they graduate and earn the title of

THE MAIN BATTERYBy Col. Gary J. Ohls, USMCR (Ret.)and Lt. Col. David F. Overton, USMC (Ret.)

The main battery of the new and highly capable USS New York remains the same as for all am-

phibious ships in the American fleet – the embarked U.S. Marine. The standing of that Marine

in the American military ethos was perhaps most eloquently expressed by Fleet Adm. Chester

W. Nimitz. Reflecting on the Marines who fought the battle of Iwo Jima during World War II,

Nimitz avowed that “Uncommon valor was a common virtue.” The granite base of the U.S. Ma-

rine Memorial at Arlington, Va., now bears these words.i In the tradition of the Corps, today’s

Marines constantly strive to be worthy successors to those who have gone before.

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Marine. The Crucible lasts 54 hours and includes food and

sleep deprivation, more than 45 miles of marching, combat

courses, problem solving reaction courses, and team-building

Warrior Stations, to name only some of the events.iv

Although an important culminating experience, the Crucible

is only part of the boot camp experience. Numerous other time-

tested activities fill the crowded days of this demanding cur-

riculum, including confidence courses, rappelling, combat wa-

ter survival, marksmanship training, tactical movement, pugil

stick fighting, close order drill, physical training, and academic

study on essential subjects from administration to warfighting

tactics. The ultimate goal of all this effort is to create a basic

Marine of high character and moral strength who embodies the

core values of Honor, Courage, and Commitment.v

After graduation from boot camp, the new Marine receives

orders to the School of Infantry at Camp Pendleton, Calif., or

Camp Lejeune, N.C., for further training in basic infantry skills.

Those who specialize in the infantry occupational field report

to the Infantry Training Battalion for advanced training in that

military occupational specialty. Those designated to serve

in non-infantry specialties report to Marine Combat Training

Battalion (MCTB) to enhance the fighting skills they learned

in boot camp.vi Upon completion of the MCTB program, these

Marines attend a follow-on school for their military specialty.

Throughout their time in the Corps, all Marines, regardless

of their area of specialty, continue to maintain basic fighting

skills, including physical fitness, weapons training and

requalification, and essential subjects training and testing.

The oft repeated phrase “Every Marine a rifleman” is clearly

not an empty slogan, but a cultural imperative of the Corps.vii

And although New York will hold Marines possessing many

different specialties, they will all be Marine riflemen first and

foremost.

Another unique program that contributes to the individual

Marine’s fighting skill is the Marine Corps Martial Arts Pro-

gram (MCMAP). Initiated in the year 2000, the MCMAP aug-

ments Marine Corps capability by “providing a systematic

training regimen for the mental, character, and physical de-

velopment of Marines.”viii The MCMAP applies to all Marines

regardless of rank or specialty as they progress through their

careers. The program involves a ranking system consisting of

five levels of belts, with the highest – Black Belt – having six

degrees. Advancing through these ratings not only includes

the three basic elements of the program (mental, character,

and physical development), but also involves completing cer-

tain rank-appropriate professional military education require-

ments.ix The MCMAP is an innovative program that has made

an already good Marine even better.

The typical Marine warrior today carries a combat load that

is simultaneously similar and dissimilar from that of his World

War II equivalent. Both had the best protective system avail-

able for their time and carried a state-of-the-art combat rifle.

But the protection available to today’s Marine is far greater

than during the 1940s. In addition to an improved and lighter

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Opposite page: U.S. Marine Corps Gen. James F. Amos, assistant commandant of the Marine Corps, poses with Marines with Personal Security Detail, Regimental Com-bat Team 6 at Camp Ramadi, Iraq, Feb. 7, 2009. Marines comprise the “main battery” of the Gator Navy. Above: New U.S. Marine Corps (USMC) recruits from the Marine Corps Recruit Depot (MCRD) Parris Island, S.C., finish the final phase of basic training. “The Crucible” is a final three-day field exercise where recruits participate in day and night operations along with food and sleep deprivation to test their endurance.

WE HONOR ALL THOSE WHO PERISHED IN THE

DEADLY ATTACKS OF SEPTEMBER 11, 2001. WE

ALSO SALUTE THE COURAGE AND COMPASSION

OF COUNTLESS AMERICANS IN THE WAKE OF

THESE ATTACKS. THE USS NEW YORK IS A PROUD SHIP WHOSE BOW IS

FORGED FROM THE STEEL OF THE WORLD TRADE CENTER. SHE TAKES

AMERICA’S FIGHTING SPIRIT WITH HER WHEREVER SHE SAILS IN THE WORLD.

Thomas Group, Inc. has been privileged to provide cultural

change management, process improvement and enterprise

governance professional services to the US Navy for 12

years on the following programs: NAPPI, NAVRIIP, Naval

Aviation Enterprise (NAE), SHIPMAIN, Surface Warfare

Enterprise (SWE), Naval NETWAR FORCEnet Enterprise

(NNFE), Naval Expeditionary Combat Enterprise (NECE)

and the Fleet Readiness Enterprise (FRE).

International Headquarters | 5221 N. O’Connor Blvd, Suite 500 | Irving, TX 75039 USA | www.thomasgroup.com

A m e r i c a n Fi g h t i ng S p i r i t S a i l s o n

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helmet, the Marines who serve on board New York will possess

personal protective equipment (body armor and other protec-

tive devices), which they can tailor to the tactical needs of their

mission.x As opposed to the sturdy M-1 Garand rifle of World

War II, today’s Marine carries the lighter yet more rapid firing

M16A4 assault rifle with an optical scope and illuminator.xi Ar-

guably, both the M-1 Garand and the M16A4 represent the pre-

mier combat rifle of their time. Another item newly available to

commanders is the individual communications system based

on the PRC-153 radio. When utilized, this system will, for the

first time, permit squad leaders to talk by radio to every Marine

within the unit.xii Other items of individual equipment such as

cartridge belts, canteens, load bearing devices (packs), and

field uniforms have substantially improved over the years, yet

provide a similar function to all generations of Marines. The

same is true for their various supporting units, including artil-

lery, close air support, logistical systems, and naval support.

But regardless of differences or similarities, the Marines de-

ployed on board New York – like those who fought at Iwo Jima

– can have full confidence that their country will provide the

best equipment, support, and preparation available at the time.

Today’s Marine is more likely to operate in a joint environ-

ment than in times past, even though the Navy and Marine

Corps team remains the key context for deployment and op-

Above: Sgt. Maj. Larock W. Benford, I Marine Expeditionary Force’s Ground Com-bat Element’s 47-year-old sergeant major, demonstrates wrestling techniques to the service members of I MEF Headquarter Group (Forward)’s most recent martial arts instructor course. Benford was one of many guest instructors who took his time to teach the 95 service members who attended the Marine Corps Martial Arts Program MAI class on Camp Fallujah. Left: Marine Corps Sgt. Ed-ward Mertz of Combat Service Support Group Three (CSS-3), Marine Corps Base Hawaii, Kaneohe Bay, conducts Marine Corps Martial Arts Program (MCMAP) Tan Belt training to fellow Marine Corps cadre on board Naval Station Pearl Harbor. The training is conducted in order to prepare the Marines for various security taskings.

USS NEW YORK LPD 21

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erations.xiii Although the Navy and Marine Corps team is tech-

nically a joint force, it is actually something much more. For

more than 200 years, the Navy and Marine Corps have worked

together, building a common institutional culture in the field

of amphibious and expeditionary warfare.xiv The Marines em-

barked on New York, along with their sailor counterparts, are

the clear beneficiaries of this rich tradition and symbiotic re-

lationship.

In a broader sense, the concept of team effort suffuses all

aspects of the professional environment in which Marines

operate – past or present. Regardless of how much individual

training is included in the various Marine Corps programs, it is

always within a framework of team effort and the dependence

of one Marine upon another. Whereas it is crucial that Marines

have faith in their country’s support, it is even more critical that

they trust in the fidelity of fellow Marines once committed to

action. This concept permeates Marine Corps training and pro-

vides the key ingredient for success across the entire range of

military operations. Individual Marines fight and operate as a

tightly knit team within well exercised units, always ready to

live up to their tradition of being the “first to fight.”xv

A notable aspect of the Marines who will serve on board

New York is their youth. Today’s Marines are not only younger

than those who served at Iwo Jima, but are considerably

Lance Cpl. Ryan R. Irving (left), infantryman, from Elburn, Ill. and Lance Cpl. Curtis D. Land, infantryman, from Cedar Falls, Iowa, take security posts during a meeting be-tween Marines and villagers. In preparation for elections, Marines conducted a preemptive attack on known areas of anti-coalition militia activity. The hybrid battlefields of today demand more leadership and decision-making capability from within the ranks.

�

We Will Never Forget

June Jurgens, Levittown, NYHeroes Tribute Scholarship

To join our eff orts visit www.mcsf.org or call 1-866-IWO-JIMA (496-5462).

We join the USS New York inhonoring those who have servedour country. Th e Marine Corps Scholarship Foundation honors Marines, and Navy Corpsmen serving with Marines, by providing life-changing scholarships to their

sons and daughters, with special emphasis on children whose parent was killed or wounded in action on or since September 11, 2001.

Honoring Marines by Educating Their ChildrenMarine Corps Scholarship Foundation

We’re proud to be part of the USS New York Commissioning Team.Feel free to contact us for your next mission.

We’re proud to be part of the USS New York Commissioning Team.Feel free to contact us for your next mission.

67

LPD 21 USS NEW YORK

younger than the average age within other U.S. services. The

Marine Corps also has the fewest number of officers in relation

to its enlisted members.xvi This means that younger and more

junior enlisted Marines must assume greater responsibility

in combat situations than is the case with other services. As

a result, Marine Corps leaders have undertaken to enhance

leadership and decision-making capability within the junior

ranks – particularly for noncommissioned officers in the ranks

of corporal and sergeant. The irregular and hybrid battlefield

upon which Marines of the 21st century must operate further

compounds the need for such an endeavor. Marine Gen.

Charles C. Krulak best gave voice to the problems of this new

reality while serving as Commandant of the Marine Corps

during the late 1990s. Among other things, Krulak became the

proponent of two transformational concepts – the “three block

war,” and the “Strategic Corporal.”xvii Only slightly understood

at that time, Krulak’s concepts have become hallmarks for how

U.S. forces must adjust for the ambiguous battlefield of the

twenty-first century.xviii

As Krulak pondered the chaotic environment in which his

Marines would likely operate in the future, he observed that

individual Marines on the ground could potentially confront

the entire spectrum of tactical challenges. Conceived of for

an urban environment, Krulak contended that Marines could

conduct humanitarian activity, separate warring factions, and

engage in pitched battle all within three contiguous blocks.xix

In Krulak’s words, “Without direct supervision, young Marines

will be required to make rapid, well-reasoned, independent

decisions while facing a bewildering array of challenges and

threats.” In the hybrid and amorphous conflicts Krulak envi-

sioned in the world’s littorals of the future, battles could be won

or lost not in the minds of great commanders, but in the minds

of “our strategic corporals.”xx

The Marines of New York will benefit from Krulak’s pre-

science as the Marine Corps has adjusted its training pro-

gram to better prepare not only “Strategic Corporals (and Ser-

geants),” but also Marines of all ranks for the new operational

environment they must face.xxi Yet with the focus on junior

leaders that Krulak brought to the surface, ongoing efforts

are under way to continue enhancement in this area. Among

the more recent innovations is the squad leaders’ initiative,

resulting in a professional military education (PME) oppor-

tunity at the junior NCO level.xxii As stated in the recent Ma-

rine Corps publication, Marine Corps Vision & Strategy 2025,

“The ability to conduct both types (civil-military and combat)

of operations, simultaneously, is the essence of the force as

a “two-fisted fighter” – capable of offering an open hand to

people in need or a precise jab to an adversary in an irregular

warfare environment; while at the same time, ready to wield a

closed fist in the event of major combat operations.”xxiii When

Marines on board New York go ashore, they enter not only a

nebulous situation, but also one which is likely to be highly

dynamic, requiring all their training, intelligence, and expe-

rience to be the warriors expected by the nation in an age

of hybrid warfare. The program that resulted from the squad

leaders’ initiative will greatly contribute to that end.

The Marines of New York are likely to be up to the task,

not only due to their education and training, but because of

the extent of their experience. Although youthful in years,

today’s Marines are highly experienced, spending as much

time deployed abroad as at home. Of course, this is due

in large part to the demands of operations in Iraq and Af-

ghanistan. Yet Marine Corps leaders intend to reduce this

deployment-to-dwell rotation cycle from a ratio of 1:1 as it

now exists to a ratio of 1:2 as a result of the increase in force

structure currently under way. As a point of reference, the

rotation cycle before the advent of Operation Enduring Free-

dom and Operation Iraqi Freedom amounted to a 1:3 ratio.xxiv

It is clear that the demands of this high operational tempo,

coupled with the greater level of responsibility required of

the junior ranks, has placed an unprecedented burden on

today’s Marines. Fortunately, the young Marines of our era

have risen to the challenge.

It is clear that today’s Marines – many of whom will serve

on board New York – are both similar to and different from

their predecessors. The greatest difference is in their equip-

ment and the operational environment in which they serve.

But in the most important things, such as dedication to duty,

integrity, and courage, they are truly worthy successors to the

Marines who landed on Iwo Jima in 1945, and to those who

have served America in myriad places and times for well over

two centuries.

i www.nps.gov/archive/gwmp/usmc.htm.ii Marine Corps concept paper, Marine Corps Strategy 21, 3 March 2000, 6. iii Marine Corps concept paper, Marine Corps Vision & Strategy 2025,

(undated), 8.iv www.marines.com/main/index/making_marines/recurit_training/

training_matrix; USMC pamphlet, Description of Recruit Training. Copy in

possession of the authors. v http://marines.com/main/index/making_marines/recurit_training/train-

ing_matrix; U.S. Marine Corps pamphlet, Description of Recruit Training,

undated. Copy in possession of the authors. vi www.cpp.usmc.mil/schools/soi/new/index.htm.vii U.S. Marine Corps concept paper, Marine Corps Vision & Strategy 2025,

(undated), 8. viii Marine Corps Order 1500.54A, 16 December 2002, 2.ix Marine Corps Order 1500.54A, 16 December 2002, 4-8. x Lieutenant Colonel Sean Riordan, USMC, Interview by the authors, 13 May

2009; Marine Corps Message R 162016z, MARADMIN number 0254/09, 16

April 2009. xi Marine Corps brochure, Typical Personal Infantry Marine Combat Load,”

28 January 2009. Copy in possession of authors. xii Major David Wallace, USMC, interview by the authors, 13 May 2009. xiii Marine Corps concept paper, The Long War: Send in the Marines,

(undated), 31. xiv Marine Corps concept paper, Marine Corps Strategy 21, 3 November

2000, 2, 21. xv Marine Corps concept paper, Marine Corps Vision & Strategy, 2025,

(undated), 6. xvi Marine Corps Community Services, Headquarters, Marine Corps,

Personal and Family Readiness Division, The Marine Corps “A Young and

Vigorous Force” Demographics Update, June 2008, 2; “United States Marine

Corps Organization and Missions,” Seapower Magazine Almanac, January

2004. xvii Charles C. Krulak, “Cultivating Intuitive Decisionmaking,” Marine Corps

Gazette, May 1999. xviii United States Marine Corps, Marine Corps Combat Development Com-

mand, Evolving the MAGTF for the 21st Century, 20 March 2009, 3. xix Brill P. Arthur, Jr., “The Three-block War,” Sea Power, November 1999. xx Charles C. Krulak, “Cultivating Intuitive Decisionmaking,” Marine Corps

Gazette, May 1999. xxi Marine Corps concept paper, Marine Corps Vision & Strategy 2025,

(undated), 14, 20, 24; Marine Corps concept paper, The Long War: Send in

the Marines, (undated), 29; Marine Corps concept paper, Marine Corps

Strategy 21, 3 November 2000, 6-7. xxii Lieutenant Colonel Sean Riordan, USMC, interview by the authors, 13

May 2009. xxiii Marine Corps concept paper, Marine Corps Vision & Strategy 2025, (un-

dated), 6; Marine Corps concept paper, The Long War: Send in the Marines,

(undated), 34-35. xxiv Marine Corps concept paper, The Long War: Send in the Marines,

(undated), 14.

USS NEW YORK LPD 21

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That crisis could be a war, humanitarian relief, or even a

hostage rescue. For those reasons, every detail of the ship was

designed and built to ensure that the deployment and eventual

recovery of the Marines, or other embarked forces, goes off

quickly and efficiently. The operation eventually comes down

to the ship’s flight deck and well deck operations.

“That’s what we’re here for and the reason this ship was built

– for Marines and their needs from the ground up – and with

their input along the way,” said Navy Lt. Terry Menteer, who for

the past 18 months has been responsible for safe operation of

the flight deck as air boss for New York’s sister ship, USS San

Antonio (LPD 17). The two ships are part of a new class of LPDs,

the Navy designation as “amphibious transport dock.”

As a result of those joint Navy-Marine development efforts,

the new San Antonio-class ships are light-years ahead of their

predecessors in the ability to complete their basic missions,

and as each successive ship in this new class hits the fleet, new

missions previously not thought of or even possible for a gator

in the past are becoming routine.

“We not only have the ability to operate as part of a larger

expeditionary strike group, but we can also operate indepen-

dently or as a command ship of our own group of ships,” Men-

teer said. “New possibilities for this class of ships are being

realized every day we’re out here.”

The most basic theories of amphibious warfare operations

are the same as when Marines stormed ashore in the island

hopping campaigns of World War II, though the gear used to

get them there has improved exponentially.

USS NEW YORK

WELL DECK AND

FLIGHT DECK OPS

By Mark D. Faram

When USS New York (LPD 21) deploys for the

first time, the measure of her success will be

her ability to get Marines and their gear ashore.

She is, after all, a “gator” – a reference to one

of nature’s aggressive amphibians and sailor

talk for an amphibious ship. And as a gator her

whole reason for being is to transport Marines

wherever they are needed and deploy them

quickly to deal with the crisis at hand.

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LPD 21 USS NEW YORK

A Landing Craft, Air Cushioned, from the Norfolk, Va -based Assault Craft Unit Four

exits the stern gate of the USS San Antonio’s well deck in Chesapeake Bay, just off Naval Amphibious Base, Little Creek, Va. The craft were leaving the ship for the final time after

the ship’s seven-month inaugural deployment to the Persian Gulf and Horn of Africa.

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Conventional landing craft have given

way to LCACs, (Landing Craft, Air Cush-

ion), Marine Expeditionary Fighting Ve-

hicles, and other specialized amphibi-

ous craft to speed men and equipment

ashore. Helicopters, too, are now gradu-

ally giving way to new technology as

well, with a new generation of “tilt-rotor”

MV-22 Osprey warbirds that can hover

like a helicopter, but fly fast and far like

a fixed-wing aircraft.

With the first four San Antonio class

of ships – and now with New York – that

evolution has taken the next step, com-

bining tried-and-true practices with new

ship designs and technology in a way

that will make the nearly 800 Marines on

board even more of an effective fighting

team. Here’s a peek at how it’s done.

Flight Deck Ops

Air boss Menteer has flown from

some of the Navy’s smallest flight decks

on destroyers and frigates as a fleet SH-

60 Seahawk pilot, and he said San Anto-

nio’s 98-foot wide and 15,200 square feet

of black non-skid is a relatively spacious

platform for any pilot, Navy or Marine, in

the middle of a pitching sea.

As the man in charge of all flight deck

operations on a new LPD, he said he’s

got a slightly different view today than

he did in the pilot seat. “Doing this job

gives me a completely different per-

spective on what a ship has to do to

make what I do possible – there are a lot

of moving parts and pilots get a little im-

patient with that,” he said. “I’ll take that

perspective back to the fleet with me

when I leave this assignment.”

But for those in the cockpit, he said

New York’s flight deck will be a wel-

come sight in the middle of an open

ocean, when compared to many other

flight decks in the fleet.

“It’s far less scary, because it’s a very

large deck. It’s significantly larger than

the LPD-4 class of ship – the predeces-

sor of the San Antonio class – so that

makes it a lot nicer to work off of,” he

said. “As far as versatility,” he added,

“there’s four or five flight deck configu-

rations you can use, depending on what

the winds are, what the mission is, and

the mix of aircraft on board.

“Obviously,” he said, “the San Antonio-

class ships can’t launch and recover the

same mix of aircraft that the larger deck

Wasp-class amphibious ships or even

the still bigger, full decked, nuclear

powered, attack aircraft carriers [can],

but for its size, it packs a punch rarely

seen in a ship with ‘limited real estate.’”

Though the ship primarily embarks

Marine aircraft, Menteer’s flight deck

crew is all Navy, with 19 flight deck

specialists in his air department. There

are aviation boatswain’s mates (aircraft

handling), who direct the movement of

the aircraft around the flight deck and

individually control the launching and

recovery operations using hand signals.

Also on board are their companion rat-

ings of aviation boatswain’s mate (fuels)

who are responsible for fueling aircraft

on deck and maintaining the supply of

aviation fuel on board.

Like any flight deck in the fleet, these

sailors wear special uniforms for their

environment. The aircraft handlers wear

fire-resistant clothes, including heavy

duty pants and bright yellow turtleneck

shirts for the senior handlers, while the

junior sailors in the group wear blue

shirts.

Their fuels counterparts wear the

same uniform, but their jerseys are pur-

ple in color, giving them the nickname

of “grapes.”

Left: Members of the flight deck crew of USS Mesa Verde (LPD 19), an amphibious transport dock and sister ship of New York, prepare for the arrival of an MV-22 Osprey aircraft. Mesa Verde sailors and approximately 375 Marines participated in an Amphibious Squadron/Marine Expeditionary Unit exercise used to test the capabilities of both entities during joint forces missions. LPD 17-class ships can operate up to five Ospreys. Above: Air department sailors wash salt water off the flight deck of the amphibious platform dock San Antonio in preparation for flight operations in the Atlantic Ocean. The massive hangar bay is open behind the sailors, while the “tower,” where the air boss controls operations, is on the upper left of the structure.

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Also on board are a couple of aviation

support equipment technicians, sailors

who operate and maintain the ground

support equipment needed to move air-

craft around the deck and in and out of

the ship’s hangar.

Aircraft land on and launch from

“spots” on the flight deck. For normal,

non-combat operations, Menteer said,

they use two spots, one on the forward

part of the flight deck and one on the aft

area of the flight deck.

When aircraft land on the ship in this

configuration, they approach the ship

from either the starboard or port side at

a 45-degree angle to the ship’s centerline

and land facing that direction as well.

“If we get into a more combat orient-

ed environment where we need to put

more aircraft in the air such as the [UH-

1] ‘Hueys’ and [AH-1] ‘Cobra’ gunships

ships, each of those two main spots can

be split in half, increasing my landing

capacity from two to four,” Menteer said.

“But in this configuration the pilots must

land from aft to forward along the ship’s

centerline.”

Menteer said the original concept

for the ship was to launch two aircraft

simultaneously, and for the larger

aircraft that’s how it works. But pushing

the envelope, he’s found with smaller

aircraft, such as the Hueys or Cobras

armed with missiles, they can rework

the deck to handle four at a time,

allowing for a quicker launch of more

combat power. “That gives us the ability

for a near simultaneous launch of two

sections of two aircraft each,” he said.

For the most part, the pilots and air-

craft that operate from an amphibious

ship are from the U.S. Marine Corps,

though from time to time Navy aircraft

operate from the LPDs.

The ship was designed and built to

handle the new tilt-rotor MV-22 Osprey.

These aircraft take off and land like a

helicopter, but once airborne, they fly

like a fixed-wing aircraft, with a greater

range and speed. They are ideal for not

only Marines, but special operations

forces as well.

By the time New York makes her first

deployment, officials said, the Osprey

will be a common sight in the Marine

“air combat element” on the flight decks

of LPDs.

“We have the ability to operate with

two Ospreys on the flight deck and one

in the hangar,” Menteer said. “But in spe-

cial circumstances, we can handle five,

two operating on the flight deck, two

folded on the flight deck, and one in the

hangar.”

When the ship is flying aircraft, Men-

teer is orchestrating the ballet from

a perch overlooking the flight deck,

known as “the tower.” There, he and

his assistant, known as the “mini-boss,”

watch the whole deck from just inside a

large window high up on the port side of

the ship, looking aft.

Between the seats in the tower are the

air boss’s controls for the landing deck

lights, firefighting equipment, and the

equipment for communications with the

deck, other stations in the ship, and the

aircraft. On the older amphibious ships,

the tower operator had access to only

one communications frequency. But on

the new LPD class, the air boss can dial

into any communications net on the ship

from a handset right next to his seat and

talk to the bridge as easily as to the pi-

lots hovering over his deck.

The air boss is also has responsibili-

ties in flight deck emergencies, includ-

ing fires, and from his seat, the air boss

can start the major firefighting equip-

ment running, saving precious time in

the crucial first moments of a fire.

To fight fuel fires on the flight deck,

the Navy uses “AFFF” – aqueous film

forming foam. Sailors call it “A triple

F.” This mixture is sprayed on the fire,

smothering it. On older ships, sailors

had to first go below decks and start

the system that mixes the formula and

pumps it up to the deck hoses.

“Now we hit that button and that acti-

vates the pump down in the AFFF station

and that sets the proper AFFF mixture,”

Menteer said. “That way it’s already go-

ing before our people get out on deck

and are exposed to the fire.”

Teams of sailors can attack a flight

deck fire from one of four locations split

between the two main deck spots. The

forward spots are contained inside the

ship, one in the starboard passageway

and one in the port passageway leading

to the flight deck. For the aft spot, they

are accessed through the ship’s catwalks

– one on the starboard side and the other

on the port side.

Here, too, the Navy is using

advanced ship design to improve

existing firefighting technology.

“Instead of having the gear exposed

on the catwalks and out in the weather,

it’s been moved into a compartment

inside the skin of the ship,” Menteer

said. “We take the panel off prior to

flight quarters, a little more work for us

on the front end in setting up for flight

From top to bottom, a UH-1N Huey, an AH-1W Super Cobra, a CH-46 Sea Knight, and a CH-53E Super Stallion fly in formation. New York and other ships of the class can sustain any of these aircraft on a deployment.

DCM Erectors, Inc.

We salute the Builders and

Crew of the USS New York!

Our dedicated Ironworker

Locals 40/361/580 and

Operating Engineer Locals

14/15 clean-up crew removed

some of the steel that became

We are proud to be part of

the rebuilding effort of

One of the four Fairbanks Morse Colt-Pielstick PC 2.5 STC main propulsion diesel engines during installation at the shipyard.

Proud to Power the USS New York

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operations, but it keeps the gear protected from the salt water

and the elements. That also prevents wear and tear on the

gear, making it more dependable.”

One of the new LPD’s most obvious features is the 1,500-square-

foot hangar space. How many aircraft the ship can keep in the

hangar at one time varies by aircraft. For example, at one time

the hangar can accommodate: four AH-1 Cobras, or three UH-1

Hueys, or two CH-46 Sea Knights, or two SH-60 Seahawks, or one

CH-53 Sea Stallion, or a single MV-22 Osprey.

Though the ship doesn’t have aircraft mechanics aboard

full-time, she does have the capability to support basic main-

tenance. “We can provide level-one maintenance for the Os-

preys. We have everything we need here to sustain an Osprey

for a deployment,” he said.

The same holds true for just about any helicopter in the Navy

and Marine Corps inventory, up to and including the large

CH-53 Sea Stallion aircraft operated by the Navy and Marine

Corps.

“When the aircraft come on board, they come with all the

support personnel required for them during the deployment,”

he said. “What we provide are dedicated maintenance shops

for them and storerooms for their gear and spare parts.”

Well Deck Ops

The well deck is where the Marines and their equipment

are loaded into the “LCACs,” Marine Expeditionary Fighting

Vehicles, and other specialized amphibious assault craft. It’s

part of a cavernous space, but once loaded with Marines and

deployed, it’s cram-packed with vehicles and the rest of the

Marine’s combat cargo.

Keeping track of all this material in San Antonio and mak-

ing sure it gets to shore quickly is the duty of Marine Chief

Warrant Officer 2 Anthonie Scott, the ship’s combat cargo

officer.

One of the few Marines attached to the ship’s company, Scott

has served for 17 years in the Corps, most as combat cargo

Above: Sailors work in the massive well deck aboard San Antonio washing down Landing Craft, Air Cushioned (LCACs) from the Norfolk, Va.-based Assault Craft Unit Four. The craft had just returned to the ship after completing their offload of Marines and their equipment at Onslow Beach, Camp Lejeune, N.C. Right: LCACs from the Norfolk, Va.-based Assault Craft Unit Four preparing to depart the ship.

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officer on three other ships. He says it’s the size and versatility

of the LPD’s cargo areas that make well deck operations run

efficiently and quickly.

There’s a capability to deploy with 797 Marines and their

gear on board these ships. For the Marines, this means armor-

ies in each berthing area for weapons such as M16 rifles and

sidearms. Also aboard are five other Marine armories to store

machine guns and larger weapons.

Stowing their other gear, such as tanks, artillery pieces, and

assorted trucks, is another story. Those items end up in the

23,261 square feet of total stowage area on the ship, split among

the 9,348 square feet of main vehicle area, 6,538 square feet

of upper vehicle area, and 7,375 square feet of lower vehicle

area – 4,500 more square feet of space than the previous class

of amphibious transport docks had.

“This space and configuration gives us an incredible amount

of versatility in how we initially load the equipment aboard the

ship, but more importantly in how we plan mission packages

later for off-load,” Scott said. “It allows us to spread the equip-

ment out and then pull it out in custom mission packages.”

That just wasn’t the case in the cramped cargo area on

the older class of amphibs, where the gear for the most part

had to leave the ship in the reverse order from how it was

on-loaded.

“Getting grunts and gear to the beach,” he said, “is also

substantially faster on the new LPDs, not just because of in-

creased space but because of how the interior of the ship was

designed.”

For example, Scott said, “Our ladder openings are large

enough to accommodate fully loaded Marines wearing their

packs and carrying their rifles. Before, on the older ships, when

you had 10 Marines trying to get from one deck level to another

for debarkation it was labor intensive.

“Marines would have to stop at the bottom or top of each lad-

der and pass their gear through one item at a time. Now they

keep moving, and that cuts the time it takes to load them out

in half.”

The final loading out takes place in the well deck, an area

the size of a gymnasium in the aft area below the main deck.

The well deck provides an interior dock and allows the landing

craft to be loaded inside the ship, sheltered from the rolling

waves outside – where most of their World War II counterparts

were forced to load.

Craft go in and out of the ship through the stern gate, huge

doors that make up the stern of the ship. But that gate can be

dropped, opening the well deck to the sea. The hollow sides

of the well deck – they’re called “wing walls” – can be flood-

ed, allowing the ship’s stern to be lowered in a controlled

A look from the wing walls of the well deck forward into the cargo storage areas of the amphibious transport dock ship San Antonio.

Deutsche Bank proudly salutes the brave men andwomen of the USS New York (LPD 21).

Our commitment to a better tomorrow starts today.

www.db.com

Honor. Courage. Commitment.

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sinking to the desired depth, which depends on the type of

craft being used.

Well decks in older class ships had a bottom made of wood.

Maintaining the wood by cleaning and sanding and especially

replacing it was one of the dirtiest jobs in the Navy.

But all that has changed with this class of ship, Scott said.

“Our well deck has composite flooring that is bolted into place

in four-foot squares,” he said. “So if there’s damage or corro-

sion, we can go in and unbolt that section and replace it eas-

ily. The material helps the LCACs operate more efficiently

as the composite material offers significantly less friction as

the craft moves over it, resulting in smoother operation and

less chance of damage to their huge inflatable rubberized air

bags the craft ride on.”

The wing walls of the well deck are coated with a special

rubberized composite material that protects both the ship and

the landing craft from the inevitable crunches that occur – es-

pecially in rough seas.

When it’s time to hit the beach, the men and material to be

loaded out make their way from the cargo areas, down steep

ramps and onto the landing craft. As with the flight deck, the

craft are guided into “spots” for loading. Spot one is in the for-

ward part of the well deck and spot two is in the aft area, and

the LCACs line up front-to-back down the center of the well.

“We have the ability to do what we call ‘speed bumping,’”

Scott said. “That’s when you drive a vehicle over the LCAC

in spot one to load the LCAC in spot two, allowing us to load

two vehicles simultaneously.” This wasn’t possible in the older

classes of amphibious ships, Scott said, where the LCACs had

to be loaded out one at a time.

“The flexibility of this ship gives us so many options in the

well deck,” he said. “We are able to move equipment without

forklifts and to stage equipment when and where we need to,

making load planning very easy.”

The Long View

The christening brochure for New York pulls the long range

potential for her and her sister ships together: “The ships will

support amphibious assault, special operations, or expedi-

tionary warfare missions throughout the first half of the 21st

century … The multi-mission, versatile LPD ships will … take

the power, will and courage of the United States to the four

corners of the world.”

LCACs from the Norfolk, Va. – based Assault Craft Unit Four head for home after exiting the stern gate of the USS San Antonio’s well deck in the Chesapeake Bay, just off Naval Amphibious Base, Little Creek, Va.

USS NEW YORK LPD 21

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Each ship built by Northrop Grumman has a special place in the hearts and minds of all the

workers who built it. USS New York (LPD 21), however, is truly special, because it contains 7.5

tons of World Trade Center steel in its bow stem. In tangible terms, New York holds sacred the

memory of the heroes and victims who died on Sept. 11, 2001. It’s also special because the ship-

builders who built it share a kindred spirit with the people of New York, a unique bond born

from two separate tragedies.

By Edward L. Winter

Pride Overcomes Construction ChallengesBUILDING USS NEW YORK

The shipbuilders who built New York endured their own

tragedy with Hurricane Katrina, the worst natural disaster in

our nation’s history. They felt an affinity with all New Yorkers

because – even though the dimensions of the event were dif-

ferent – they also knew what it was like to experience loss and

devastation as a result of a catastrophic disaster. Since then,

restoring their personal lives has been paramount. With an eye

toward the future, recovery, restoration, and rebirth have been

dominant motivations.

If certain indomitable qualities such as determination, resil-

iency, and perseverance were the driving forces in the person-

al recoveries of the builders of New York, these same qualities

were also manifested when it came time to resume building

the ship. Many of the workers were back in the shipyard with-

in a couple of weeks after Katrina. They needed their jobs, of

course, but they also felt compelled to continue building New

York. They’re proud of the ship and they needed the ship, as did

New Yorkers and the nation.

Northrop Grumman Shipbuilding President Mike Petters

commended the workers at the New York christening ceremo-

ny in 2008: “I’m very proud of our shipbuilders who are build-

ing New York. They overcame many personal challenges and

construction obstacles and they persevered. This ship liter-

ally symbolizes so much of what is great about our nation and

Americans; our strength in overcoming tragedy, our tradition of

honoring heroes, and our universal belief in a brighter future.”

Such a special U.S. Navy vessel had its origins more than

two decades ago when the Navy implemented new ways of pro-

curing ships. This LPD 17 class acquisition reform movement

led to new and innovative design processes as well as to major

changes for future ships.

In the beginning, increased emphasis was placed on incor-

porating shipbuilding considerations during the earliest stag-

es of design. But despite these new design concepts and so-

phisticated computerized engineering tools that produced as

near-complete design drawings as possible, building ships as

complex and innovative as New York was nonetheless a daunt-

ing challenge.

It still required all the sweat equity, hands-on strength, and

creative problem-solving that are part of all naval construc-

tion. New York was no different, and Northrop Grumman’s

shipbuilders worked with their hands, heads, and hearts to

make it happen.

New York is big: 684 feet long, 105 feet wide, about 18 stories

tall (more than twice the height of the Statue of Liberty if you

stood it on end). It contains more than 500 miles of electrical

cable, enough to reach from New York City to Cleveland, and

then some. There are nearly 60 miles of pipe, and over 40 miles

of fiber-optic cable, enough to install high-speed digital Inter-

net service to 1,000 homes. It also contains more than 315 tons

of paint, enough to paint nearly 2,000 average-sized homes, in-

side and out. So the task at hand was huge.

New York features many first-of-a-kind capabilities, and it

represented an ongoing learning experience for the builders.

But it was an experience they welcomed and ultimately mas-

tered. The builders compare it to a floating city, with the same

infrastructure requirements, including generators and electri-

cal systems, piping and plumbing systems, air-conditioning,

heating, ventilation, living accommodations, food services, fire

control, and medical facilities, to name just some of a city’s in-

frastructure requirements.

But because this was also a warship, many additional ca-

pabilities were essential, including propulsion systems, com-

mand and control, combat, communications, tactical lift, and

ship’s self-defense systems, among several others.

According to Northrop Grumman Shipbuilding’s LPD Pro-

gram Manager Doug Lounsberry, overseeing this massive LPD

21 construction process were highly skilled and exceptionally

motivated program managers, construction managers, and di-

rectors, all ably assisted by superintendents, line foremen, and

thousands of workers. “Managing this complex job required

detailed preparation, planning, and constant attention to budget

81

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Construction aboard the amphibious transport dock ship New York (LPD 21) at Northrop Grumman Shipbuilding’s Gulf Coast shipyard. More than 11,000 tons of steel were used in building the ship’s hull.

Darya Linand

Suzanne Kondratenko

In memoriam

May your memory be honoredin the commissioning of this vessel.

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and schedule,” noted Lounsberry. “We worked closely with the

Navy from the outset as an Industry-Navy team, and we also had

a strong working relationship with all the subcontractors and

vendors who supported ship construction.”

While a major management responsibility of a ship program

manager is to pay close attention to schedule and budget, it

also includes monitoring the daily work of the project’s direc-

tors and managers, along with hundreds of workers in many

different crafts – welders, ship fitters, electricians, pipefitters,

machinists, sheet metal mechanics, painters, and many others.

“One of our biggest challenges is in sequencing all the craft

work to achieve the highest possible first-time quality and avoid

re-work, which is very costly and affects schedule,” explained

LPD 21 Program Manager John Wilson. “At peak production,

Above: Three veteran employees of Amite Foundry open the ladle containing more than 20 tons of molten steel from the World Trade Center. The steel became the bow stem of USS New York (LPD 21), named in honor of the victims and heroes of the Sept. 11, 2001 tragedy. Left: Throughout her service to the nation, USS New York will carry a piece of New York City, the embodiment of the sacrifice of more than 3,000 New Yorkers.

Honors the Commissioning of the

And Wishes Its Crew and Troops

Safe Passage and a Speedy Return Home

USS NEW YORK

The Scrap Recycling Industry Is Proud

of the Role It Played in

Recycling and Forging the Steel

from the World Trade Center

into the Bow Stem of the USS New York

The Institute of Scrap Recycling Industries, Inc. (ISRI) is the “Voice of the RecyclingIndustry.” ISRI represents more than 1,600 companies in 21 chapters nationwide thatprocess, broker, and consume scrap commodities, including metals, paper, plastics, glass,rubber, electronics, and textiles.With headquarters in Washington, D.C., the Instituteprovides education, advocacy, and compliance training, and promotes public awarenessof the vital role recycling plays in the U.S. economy, global trade, the environment andsustainable development. For more information about ISRI, please visit www.isri.org.

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more than 1,300 workers are onboard

during a single shift, and for them to be

effective requires a manager’s under-

standing the entire scope of work and

communicating effectively. We needed

to be constantly focused on safety while

also achieving the next construction

milestone, and do so within budget. It

demands constant attention and is a

delicate balancing act.”

Managers must be proactive and me-

ticulous in planning all work to ensure

that necessary tools are on hand and

proper equipment is in the right place,

at the right time, and in good working

order. “We had to make sure all needed

materials were flowing on board in a

timely fashion,” noted John Lotshaw, who

served as an LPD 21 ship director. “We

needed to be creative and innovative in

executing the work, and expect the un-

expected. You have to be flexible, and

keep the work moving, even if material

is not there when you need it, or a crane

malfunctions, or something else doesn’t

go as planned.”

The construction process begins with

steel fabrication and assembly. New

York is built with 11,250 tons of steel. It is

made up of 210 ship modules, with each

unit ranging in weight from about 30

tons to 140 tons. Steel plates and struc-

tural beams are welded together to form

these ship units in the steel fabrication

and assembly areas.

Shipbuilders pre-outfitted units for

New York with as much material as

possible prior to their addition to the

ship. “This is a critical step to improving

Left: Part of New York’s armament is a 30 mm cannon. The Mk. 46 Mod 1 is a remotely operated naval gun system using a 30 mm high-velocity cannon and second-generation thermal day-night sight for close-in ship’s protection. Built by General Dynamics, Mk. 46 Mod 1 is the naval derivative of the turret originally developed for the U.S. Marine Corps’ Expeditionary Fighting Vehicle. Below, left: Pictured top to bottom, Northrop Grumman Shipbuilding composites fitters Delwin Bass and Kimmy Lizana and fiberglass mechanic leaderman David Seals sand the joints of the New York‘s (LPD 21) aft lower mast in preparation for lamination. Production work at Northrop Grumman’s Gulfport Center of Excellence had restarted following the aftermath of Hurricane Katrina, with all work being done on diesel-generator power and the company working with Mississippi Power to restore permanent electric hookup.

ALLPRO Imaging is a manufacturer of imaging systems for the security and industrial markets and is a division of Air Techniques, Inc., a leading dental equipment manufacturer with a history of high quality products and innovation since 1962. ALLPRO maintains a 200,000 square foot manufacturing facility in New York and employs over 350 dedicated, talented employees.

ALLPRO Imaging is the manufacturer of the ScanX Scout™ Digital Imaging System. You can depend on the ScanX Scout for your most critical imaging applications. Developed exclusively for the security industry, the ScanX Scout is easy to deploy and produces high-resolution digital images in just seconds. Bomb technicians and EOD/IED specialists can swiftly and safely obtain the data necessary to make critical decisions on the spot.

ALLPRO ImagingProudly Supports the Commissioning

of the USS New York.

w w w. a l l p r o i m a g i n g . c o m

To the Men and Women who protect and defend the American way of life, we

thank you.

To the USS New York: Proud journey and much

appreciation to every Man and Woman aboard.

87

LPD 21 USS NEW YORK

efficiency and reducing the construction cycle time,” noted

Dave Bergeron, who was director of unit construction in the

build area. “Piping, ventilation, electrical wire-way hangers,

ladders, gratings, and other components are all installed on the

units prior to erection.”

Package units are also built at this stage. “They consist of

a skid or steel base, on which pumps, motors, piping, valves,

gauges, and other instrumentation are installed,” continued

Bergeron. “These packages are then installed either on units

or directly on the ship. It’s much easier and safer on the worker

and more cost-efficient to pre-outfit than it is to install every-

thing inside the ship once it is erected.”

Towering gantry cranes with lift capacities up to 300 tons

raise units onto the ship in the building ways. Often, several

units are blocked together into a grand block assembly and

erected onto the ship by multiple cranes. “A 578-ton grand

block assembly for New York consisting of six units was lifted

by four cranes and set the sector record for ships,” noted Crane

Department Superintendent Mike Norman. “Blocking multiple

units for erection increases efficiency and reduces construc-

tion time. But all lifts require the utmost attention to safety, ac-

curacy, and precision by all involved, including engineering,

rigging, and safety.”

The shipyard’s accuracy control experts, responsible for

verifying accurate dimensions and measurements on ship

units, played pivotal roles in New York’s construction from the

beginning, utilizing advanced optical measuring tools and in-

struments to ensure the units matched up, fit properly, and were

of high quality.

According to LPD 21 Construction Manager Doug Blethen,

the well-planned unit erection process and craftwork sequenc-

ing began from mid-ship over the keel, stretching out port and

starboard, extending fore and aft, and ultimately, straight up.

“Once the ship had taken shape, riggers and ship fitters land-

ed and installed large pieces of equipment for the power and

propulsion systems, including five generators, four main die-

sel propulsion engines, the 350-foot-long starboard propeller

shaft and nearly 200-foot-long port propeller shaft, as well as

the heavy struts and rudders.”

Completing the more than 1,100 compartments and tanks on

New York was critical to delivering the ship to the Navy. “The

craftsmen assigned this task worked hard and often in cramped,

tight spaces, but again, sequencing the right craft in the right

order was very important to achieve compartment completion,”

added Blethen, “and for the workers’ comfort and safety. We

needed them to perform first-time, high-quality work.”

Another challenge was pulling thousands of feet of ca-

ble throughout the ship, over and around sharp angles and

through tight spaces. “The ship’s sheer size and configuration

complicated this task, but good coordination and execution

paid off,” explained LPD 21 Ship Superintendent Tommy Bar-

rett. “It was a big, difficult job that required shipbuilder brawn

and muscle to pull and connect all this cable to so many dif-

ferent systems.”

Because New York carries upward of 800 Marines, extra

wide passageways were built into the ship to better accommo-

date them and their full battle gear and weapons. “This is a

marked improvement, allowing Marines to more easily embark

on their missions from either the well deck or the flight deck,”

said Gawain “Hank” Corcoran, who was a ship director for New

York. “Even the location of the armory on this ship is different,

much closer to where the Marines need it to be for when they

exit the ship.”

Since New York accommodates a mixed gender crew, its

builders not only had to include such obvious needs as sepa-

rate living quarters, they also had to be aware of ergonomic

design factors that differed from ships with an all-male crew.

“Having female crew members also led to other ergonomic

changes,” added Corcoran, “such as installing equipment, me-

ters, and instruments at lower heights to accommodate shorter

females who would operate them.”

Installation of components for command and control, com-

munications, combat, and weaponry and radar systems can be

extremely intricate. On New York, these jobs were assigned to

experienced technicians and electronics specialists who had

experience in this type of work on previous LPD ships.

Another LPD technological advancement on New York is

the incorporation of stealth design features, which present-

ed building challenges over earlier LPDs. According to Jay

Jenkins, who was involved early on as an LPD program man-

ager, the unique profile of these ships, with their two com-

posite enclosed masts and the clean lines, are not just for

aesthetics. “These elements are part of the stealth design to

reduce the ship’s overall radar cross section,” said Jenkins,

“making them more difficult for enemy radar to pick up and

identify.”

The angled projections on LPD ships’ hulls are a dramatic

departure from the standard 45 or 90 degrees built into more

conventional hulls. “A challenge to building stealthy ships is

meeting the surface flatness tolerances on the shell plating and

eliminating distortion of thin steel plates during welding,” ex-

plained Jenkins. “To solve this problem, our R&D experts devel-

oped a process called flame straightening. Very skilled crafts-

men heated small areas of the plate and then rapidly cooled

the spots with a spray of water, causing the steel to contract,

and eliminating most of the surface deflection. Our craftsmen

mastered this technique so it was not a major construction chal-

lenge on New York.”

A different approach to topside design is also incorporated

into New York’s stealth features. The absence of typical top-

side clutter, such as fire equipment racks, antennas, speakers,

vents, and other hardware, further reduces the radar cross sec-

tion. Workers were creative in finding ways to make the topside

equipment retractable, portable, or stowable below deck – all

with the stealth design idea of making the ship appear smaller

on radar.

Because metal reflects radar, special composites and other

materials that absorb radar were used on New York, including

reflective film for glass. The Advanced Enclosed Mast/Sensor

System consists of two large, eight-sided composite structures

that enclose radar and communications antennas within an ad-

vanced hybrid frequency surface. These masts are the largest

composite structures ever installed on U.S. Navy steel ships

and they represent revolutionary advancement in topside de-

sign. They are designed to significantly reduce the ship’s radar

cross section signature and are a dramatic departure from the

traditional stick masts installed on previous Navy ships.

The composite masts are built at Northrop Grumman Ship-

building’s Composite Center in Gulfport, Miss., where engineers

and highly trained craftsmen work with special resin composite

materials. They are regarded as some of the most knowledge-

able and skillful professionals in the composites field.

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Another specialized material used on New York is titanium, a

non-corrosive material that has an expensive up-front cost, but

because of its durable qualities will require no maintenance

and actually outlast the life of the ship. Primarily used for fire

main and saltwater piping systems, approximately 12,000 feet

of titanium pipe is on New York.

Titanium is a very delicate and tricky material to work with,

so welders underwent rigorous training to learn how to weld it

to meet stringent Navy certification requirements. The welders

have progressed to the point that Northrop Grumman’s titani-

um shop is widely recognized as a leader in the use of titanium

in construction.

Also new to the LPDs and New York is the Shipboard Wide

Area Network (SWAN) that links all the ship’s systems by a

computer and fiber optics network, supporting everything from

combat systems to directions to the rudder. The development

of the automated SWAN helped make it possible to dramati-

cally reduce crew size.

“Because all of the ship’s systems are linked by the SWAN,

its proper installation was crucial for all of New York’s systems

and operations to function properly,” explained Tommy Du-

frene, who served as LPD 21 ship director. “So we made sure

that all the shipbuilders put early emphasis on accurately in-

stalling this vital shipboard network.”

Dufrene added that not only was the SWAN complicated to in-

stall, but it was even more challenging to test. “Shipbuilders who

tested this network on New York were aware that for the SWAN to

pass testing, all of its components and electronic connections had

to work flawlessly, so proper installation was critical and challeng-

ing.” Sadly, Dufrene passed away in December 2008 and did not

get to see New York completed. But he was extremely important in

this ship’s construction and is remembered by his fellow Northrop

Grumman shipbuilders. His skill and dedication is a special ex-

ample of the spirit instilled in New York during her construction.

Despite the many challenges, shipbuilders are a hearty and

robust group, especially those who built New York. Because of

Katrina they faced serious personal problems and construction

obstacles, but persevered. USS New York’s future in the Navy

fleet and in service to America officially begins with the com-

missioning ceremony. But Northrop Grumman’s shipbuilders

know that it really began years ago in their shipyard. “All of us

at Northrop Grumman are proud and privileged to have played

a part in bringing about this great new ship,” added Petters,

“and we all wish her and her crew nothing but the best.”

Cmdr. Curt Jones, prospective commanding officer of the San Antonio-class amphibious transport dock ship Pre-Commissioning Unit New York (LPD 21) signs the delivery document aboard the ship at 9:11 a.m. on Aug. 21, 2009. Also participating in the ceremony is Irwin F. Edenzon, vice president and general manager of Northrop Grumman Shipbuilding, and Supervisor of Shipbuilding Gulf Region Capt. Mary Beth Dexter.

90

History shows that famous ships often carry pieces of the

communities that made them.

Copper spikes from Paul Revere’s Boston foundry secured

the stout planking for the first six frigates of the U.S. Navy au-

thorized by Congress in 1794. USS Philadelphia – lost in the war

against the Barbary pirates in 1803 – was among them.

Rarely has the bond between a ship and a community been

more powerful than in the case of the USS New York (LPD 21).

The nearly 700-foot-long amphibious warship carries seven

and a half tons of recycled steel in its bow from the World Trade

Center in memory of the 9/11 terror attacks.

LPD 21’s commanding officer, Cmdr. F. Curtis Jones, of Bing-

hamton, N.Y., is himself a native New Yorker. “Heroism literally

is the backbone of this ship,” Jones said at New York’s christen-

ing in Avondale, La., in March 2008.

The ship’s motto, “Strength Forged Through Sacrifice. Never

Forget,” is a vivid reminder of the events of that day. It is this

symbolism that will bind LPD 21 to generations of New Yorkers

in years to come.

But the ship’s ties to New York are as much about people as

they are about symbols and mottos. Here, in their own words, is

what the ship means to New Yorkers, and a few of their stories.

The Siller family of Staten Island knows a lot about strength,

sacrifice and not forgetting 9/11. On that day more than eight

years, ago, Stephen Siller, a member of Squad 1, an elite res-

cue unit of the Fire Department of New York, had just finished

the overnight shift at his firehouse in the Park Slope section of

Brooklyn. The father of five was off duty and driving home to

spend the day with his family.

Siller heard on his scanner about the attack on the Twin

Towers. He immediately turned around and sped toward

the Brooklyn-Battery Tunnel – hoping to join his unit at the

Trade Center. When police told him that cars weren’t allowed

through the tunnel, he strapped on his fire-fighting gear and

dashed along the tunnel catwalk toward Lower Manhattan.

A passing fire truck picked up Siller and drove him to West

Street, near Ground Zero. That was the last time anyone saw

him alive. Family members believe that he met up with his

Squad 1 teammates and went to save lives in the towers,

where they died together.

One thing the Siller family did over the last seven years to

keep Stephen’s memory alive was to organize a “Tunnel to

Towers” run every year on Sept. 29. The 1.7-mile race traces

the firefighter’s course on that fateful morning. Twenty-five

thousand people signed up for the last run, and their numbers

surge each year. The Sillers have used the tunnel run and other

events to raise more than $4 million to aid military families and

other causes.

The commissioning of USS New York has a special meaning

for Frank Siller, Stephen’s brother. “To me, my brother was a

firefighter who had an option [on 9/11],” Frank said. “Stephen

was on his way home from work. He turned around, went back

and ran through the Brooklyn-Battery Tunnel to get to the Tow-

ers, where he perished with 343 other firefighters. To me, that’s

a direct correlation with our military and our first responders

and the strength and courage they always show in protecting

this great country. This steel that came from Ground Zero to me

shows the strength and resolve that America always has and

which is not going to go away. This war on terror is going to be

an everlasting battle. And we have to have the backbone of the

steel [in this ship] that was taken from Ground Zero to stand up

and continue to protect America.”

A SHIP, A STATE, A CITY, AND ITS PEOPLEBy Doug Tsuruoka

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LPD 21 USS NEW YORK

The name “USS New York” reportedly had its genesis in a let-

ter that former New York Gov. George E. Pataki wrote to then-Na-

vy Secretary Gordon England shortly after 9/11. Mayor Michael

Bloomberg of New York City also wrote to the secretary. They

asked the Navy to revive the name “USS New York” in honor of

9/11’s victims and to confer it to a surface warship involved in the

war on terror. Although until then it was Navy policy to reserve

state names for nuclear submarines, they asked that an excep-

tion be made so the name New York could be given to a surface

ship. The request was granted in August 2002.

When news of the ship-naming was announced, it was done

from the deck of the former carrier USS Intrepid, the floating

air and space museum docked at Pier 86 on Manhattan’s West

Side on Sept. 7, 2002. Officials involved in the project informed

the public at this time that the new Navy ship would carry steel

from the World Trade Center in its bow.

Publishing consultant Russell MacAusland is descended

from a long line of New England sea captains and soldiers. The

U.S.

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Opposite page: Sailors assigned to Pre-Commissioning Unit (PCU) New York (LPD 21) have a moment of silence for fallen New York City first responders and civilian victims

as they touch a steel beam recovered from the World Trade Center. The ship has 7.5 tons of World Trade Center steel in her bow. Above: A firefighter emerges from the

smoke and debris of the World Trade Center. Right: While working around-the-clock to find survivors, a rescue worker takes a moment to reflect on the impact of the devastating

terrorist attack on the World Trade Center. It was an emotional time for the rescue workers because many of them had lost co-workers and friends in the day’s devastation. Bottom, right: A lone fire engine at the crime scene in Manhattan where the World Trade

Center collapsed following the Sept. 11 terrorist attack. Surrounding buildings were heavily damaged by the debris and massive force of the falling Twin Towers.

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19th-century clipper ship William H. Prescott, which sailed out

of Salem, Mass., was named after his great-great-grandfather,

a famous U.S. historian. His great-great-great-great-great-

grandfather, Minuteman Col. William Prescott, led Continental

troops at the Battle of Bunker Hill in 1775. It was his ancestor

who shouted, “Don’t fire until you can see the whites of their

eyes!” as the Redcoats attacked.

MacAusland was at home on the morning of 9/11 when he

learned of the attack on the Twin Towers. He raced to the roof

of his Midtown Manhattan apartment building with a pair of

binoculars. He saw the billowing black smoke and the men and

women trapped on the upper floors. He will never forget what

he saw that day.

Said MacAusland: “In colonial times, the Minutemen provided

a select, highly mobile, and rapidly deployable force, qualities

that the USS New York will provide our country going forward.”

Dennis McKeon is executive director of Where To Turn, a

support group for 9/11 survivors and their families. “I’ve had

discussions with many 9/11 families and most are very support-

ive of the fact that steel from the World Trade Center is being

used in the ship. It’s because it keeps alive the memories of

those who died,” McKeon said.

McKeon says the emotional symbolism of the steel in the

New York’s bow can’t be overstated. “At least a portion of the

steel from the Trade Center is being used to support our mili-

tary personnel in the war on terror,” McKeon said.

Where To Turn is busy with its own project to honor the vic-

tims of 9/11. They’re searching for an exhibition site to house

a 16,000-square-foot quilt that lists the names of everyone who

died. The huge patchwork was made by artist Corey Gammel.

“It has photos and other personal items sewn into it. It’s a pretty

phenomenal thing, and we plan to house it in a renovated build-

ing on Staten Island,” McKeon said.

Younger New Yorkers also feel the ship’s connection to 9/11.

The New York Military Youth Cadets provides a military-based

program for boys and girls between the ages of 12 and 18. The

goal of the Queens-based nonprofit group is to instill self-confi-

dence, discipline, and respect for society in kids from some of

the toughest neighborhoods in the city.

“At the time of 9/11, I was only 6 years old and in school,” said

Cadet Corp. Perez Jesus. “I remember being told by my teach-

er that the city had been attacked. Everyone was real scared

and confused. It was not until three years later that I joined the

cadets, and it was there that I began to learn and understand

what had happened. I’m 13 years old now and because of being

a cadet, I have met older cadets who are now serving in the

armed forces, and I have come to understand what took place

that day and the fact that if it were not for those who serve we

would not be able to live in the freedom that we have. Some

[former cadets] enlisted because of what took place that day

and have served in Iraq and returned safely, and others are

serving at the present time. This is why I feel that the USS New

York represents that commitment to defend this country and

our way of life.”

“The USS New York means peace of mind and a feeling of

safety,” said 14-year-old Cadet Corp. Gabriela Mejia. “We can

go to sleep knowing that our sailors are protecting us and the

rest of the world.”

Jonathan Salazar, an adult staff member of the cadets said:

“I’m 19 now, but when I was 12, I lived through the events of 9/11.

With the building of the USS New York, I know the rest of the

world will get to see the resolve of the people of New York and

be reminded that we will never forget.”

Left: Rescue workers conduct search and rescue attempts, descending deep into the rubble of the World Trade Center. Above: Workers pour steel, recycled from the World Trade Center, into a mold, which would form the bow stem of the amphibious transport dock ship USS New York (LPD 21), at the Amite Foundry. About 24 tons of steel was salvaged from the World Trade Center. Approximately 10 percent of the steel was lost when the foundry superheated the 48,780 pounds of steel to 2,850 degrees Fahrenheit.

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Brooklyn baseball writer and historian Tom Knight says that

metal building material from the city’s past sometimes occupies

an ironic place in history. In the 1930s, Knight, 82, recalls that

the rusting iron girders from the Fifth Avenue elevated subway

tracks in Brooklyn were dismantled and sold as scrap metal to

Japan several years before Pearl Harbor. The same thing hap-

pened to the Second Avenue elevated subway in Manhattan.

“All that iron went to Japan. People used to say that pieces

of the El [came back as shells and bombs] that killed a lot of

Americans during World War II,” said Knight, who holds the

title, “Official Baseball Historian of Brooklyn,” and whose an-

cestors fought with the Union Army in the Civil War.

But of the steel from the Trade Center in the New York’s bow,

Knight said: “It’s a great memorial for those who died. I lost a lot

of friends on 9/11. I don’t think anything like this has ever been

done before.”

It’s fitting to end this story about USS New York by talking

about another uncanny coincidence that binds LPD 21 even

more tightly to the city and state for which it’s named. It’s a di-

rect connection to what historians say was one of the first ships

to drop anchor in New York Harbor nearly 400 years ago.

In the late summer of 1613, Dutch captain Adriaen Block and

his ship Tyger visited the tip of Lower Manhattan to trade mus-

kets for animal skins with the local Lenape Indians.

Disaster struck in November when a fire broke out in

Tyger’s hold and burned the ship to the waterline. Block and

his crew were forced to winter over, building crude cabins

that represented the first European community on Manhattan

Island – not far from where St. Paul’s Church and Ground Zero

stand today.

The Dutchmen salvaged sails and other fittings from Tyger

before she burned. By the following spring, they had cobbled

together another ship, Onrust or “Restless,” with help from the

Native Americans. They used their new ship to explore the East

River and Long Island Sound, venturing as far north as Cape

Cod, before returning to Europe in 1614.

Born of fire, Onrust, with timbers hewn from the then primeval

forests of Manhattan, was literally the first ship to be built and

launched in the great bay that later became New York Harbor.

The story is amazing in its own right. Yet something else hap-

pened a few centuries later that connects Tyger directly to USS

New York and 9/11.

In 1916, work crews digging a tunnel for New York City’s

first subway line uncovered some ancient timbers near the

intersection of what’s now Greenwich and Dey Streets. It

turned out to be the prow and keel of Tyger, just as Block’s

crew had abandoned it four centuries earlier. The wreck was

found buried with an old Dutch ax, beads, and other objects

that historians said made it certain that it was Block’s ship.

The charred prow was hastily excavated, preserved, and

eventually displayed in the Marine Gallery of the Museum of

the City of New York. What remained of the ship was reburied

Wounded warriors await the start of the 8th Annual Tunnel-To-Towers Run in New York City on Sept. 27, 2009. The run commemorates Firefighter Stephen Siller, New York City Fire Department, who ran 3.1 miles through the tunnel connecting Brooklyn and Manhattan on Sept. 11, 2001, carrying 70 pounds of gear to assist at the World Trade Center before dying in the towers’ collapse.

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and lay undisturbed until 1968, when work began on the first

World Trade Center site.

According to Unearthing Gotham by Anne-Marie E. Cantwell

and Diana diZerega Wall, officials of the South Street Seaport

Museum realized that work on the 110-story Twin Towers was

taking place almost on the exact spot where the Tyger’s keel

had been covered over a half century earlier.

The museum recruited two urban archaeologists – Bert Sal-

wen and Ralph Solecki – to recover the rest of the Tyger before

the bulldozers got to it.

The two men dug at a spot about 20 feet below ground,

some yards east of where the North Tower of the Trade Cen-

ter was being built. After weeks of painstaking work, they

found nothing.

One explanation is that the coordinates were off and that Sal-

wen and Solecki dug in the wrong spot. This is likely, since the

archaeologists, at the time, had information that hardhats had

found an old flintlock pistol and other Dutch artifacts nearby.

In all probability, what was left of the Tyger became part of the

permanent foundation of 1 World Trade Center.

So the story turns full circle – the timbers of one of the

first ships to moor in New York City likely became part of the

soaring glass and steel of what was for a few years the tallest

building on Earth. And it is a few of the steel girders hurled

down in that inferno on 9/11 that today form the bow of USS

New York.

“Blessing a vessel has been a part of maritime culture for

thousands of years,” said Reverend David M. Rider, president

and executive director of the Seamen’s Church Institute of

New York and New Jersey, a 175-year-old nonprofit that aids

merchant sailors. “We bless a ship when we dedicate it with

symbols of our hope for strength and safety. This new ship by

its very nature is imbued with the hopes and blessings of a re-

silient people with a rich history.”

USS New York will embody the memory of those who died on 9/11, as well as the strength and resolve of those who remember them.

USS NEW YORK LPD 21

98

The aircraft carier USS Kitty Hawk (CVN 63) sails in formation with Australian, Canadian, South Korean, and U.S. Navy ships during a Rim of the Pacific (RIMPAC) 2008 exercise group photo off the coast of Hawaii. Kitty Hawk was taking part in RIMPAC with units from the United States, Australia, Chile, Japan, the Netherlands, Peru, South Korea, Singapore, and the United Kingdom. Exercises such as RIMPAC are examples of the everyday execution of “A Cooperative Strategy for 21st Century Seapower,” as was the homeporting in Japan of the Kitty Hawk and her battle group. Kitty Hawk has now been replaced by USS George Washington (CVN 73).

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LPD 21 USS NEW YORK

The first of those strategies was the white paper initiated in

the late 1970s by then-Chief of Naval Operations Adm. Thomas

Hayward. The challenge at the time, as Hayward put it, was that

the United States had “a one-and-a-half ocean navy for a three-

ocean commitment.”

The white paper, called “The Future of the United States

Navy,” became the cornerstone of the dramatic rebuilding of

the Navy during the administration of President Ronald Rea-

gan, and it was the strategic rationale for the “six hundred-ship”

force shaped by then-Secretary of the Navy John F. Lehman. In

the opinion of many, that Reagan-era Navy played an indispens-

able role in the demise of the Soviet Union in 1991.

Then, toward the end of 1992, the Navy and Marine Corps

published a new strategy called “…From the Sea.” It began:

“The world has changed dramatically in the last two years, and

America’s national security policy has also changed … our strat-

egy has shifted from a focus on a global threat to a focus on

regional challenges and opportunities.”

One of the different elements of “…From the Sea” was its

recognition of the need for “capabilities required in the com-

plex operating environment of the ‘littoral’ or coastlines of the

earth.” During the initial years of the 21st century, “…From the

Sea” was adjusted to match the continuingly shifting geopoliti-

cal landscape.

In October 2007, again based on a changed geopolitical

landscape, the U.S. Navy, U.S. Marine Corps, and U.S. Coast

Guard jointly published “A Cooperative Strategy for 21st Cen-

tury Seapower.” The preface spells out a new approach to creat-

ing a coherent strategy:

THE WAY AHEAD

FOR AMERICA’S

SEA SERVICES

During the past three decades, the U.S. Navy

has published a number of strategies. Those

documents not only determined how U.S.

naval power would be employed, they also

helped determine the kind of weapons and

the number of people the Navy needed to

support U.S. national policy.


A Strategy for the 21st Century

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“Never before have the maritime forces of the United States

– the Navy, Marine Corps, and Coast Guard – come together

to create a unified maritime strategy. This strategy stresses

an approach that integrates seapower with other elements of

national power, as well as those of our friends and allies. It de-

scribes how seapower will be applied around the world to pro-

tect our way of life, as we join with other like-minded nations to

protect and sustain the global, inter-connected system through

which we prosper. Our commitment to protecting the homeland

and winning our Nation’s wars is matched by a corresponding

commitment to preventing war.”

An Unusual Process

The strategy that follows that statement is the result of a pro-

cess that had begun a year earlier, and it recognizes that the

strategic landscape has once again changed radically; how

radically was violently underscored by 9/11.

In the new “Cooperative Strategy for 21st Century Seapow-

er,” the emphasis shifts from the possibility of a symmetrical,

large-scale war, accompanied by the probability of regional

conflicts, to the actuality of an asymmetrical war – including

direct attacks on the United States – plus the possibility of sym-

metrical war with one or more national powers.

To complicate today’s strategic challenges, a broad

spectrum of dangerous geopolitical problems are playing

out beyond – sometimes far beyond – the initial arenas of

ongoing, asymmetrical combat in Afghanistan and Iraq.

There are, for example, Iran and North Korea embarked on

nuclear weapons programs, an increasingly aggressive and

rearming Russia, constant armed violence in various formats

in the Middle East, unfriendly and bellicose behavior by

anti-United States dictators in the Caribbean, destabilizing

terrorist attacks in Pakistan and India (both nuclear powers)

and other areas of Asia and Africa, pirates practicing their

trade in a strategic portion of the oil tanker route off the coast

of Somalia, and a global economic collapse with significant

strategic implications, to name a few. It was indeed a time for

a revised seapower strategy to meet the more diffused and

more immediate threats.

Faced with the radically different geostrategic paradigm,

the Navy, Marine Corps, and Coast Guard did more than set

out to develop parallel strategies, they got together to develop

a common strategy. It was, as the strategy itself states: “a his-

torical first.” The nation’s three sea services began the process

by introducing a surprising element to the methodology to be

used for framing a new maritime strategy.

In addition to reaching out to expected sources, such as the

Office of the Secretary of Defense, the Joint Chiefs of Staff,

combat and component commanders, and relevant Navy, Ma-

rine Corps, and Coast Guard components, the three maritime

services introduced a distinctly non-military aspect to the pro-

cess: They sought input from local community leaders, civilian

opinion makers, and civic groups. This “thinking outside the

box” was called “A Conversation with the Country.” That notably

different initial part of the process was led by Navy Vice Adm.

John G. Morgan, Jr., then-Deputy Chief of Naval Operations for

Information, Plans, and Strategy.

An F/A-18 Hornet from the “Tomcatters” of Strike Fighter Squadron (VFA) 31 flies over Afghanistan during routine operations. VFA-31 was assigned to Carrier Air Wing (CVW) 8, deployed aboard USS Theodore Roosevelt (CVN 71). The Nimitz-class aircraft carrier was on a scheduled deployment in the 5th Fleet area of responsibility, focused on reassuring regional partners of the United States’ commitment to security, which promotes stability and global prosperity.

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In a letter of invitation to one local session that was part

of the “conversation,” Morgan pointed out, “Exactly how these

forces (Navy, Marine Corps, and Coast Guard) should be em-

ployed to support national policy objectives in this new and

complex security environment is the subject of an ongoing

discussion.” He went on to describe the civilian outreach he

was leading: “We are seeking the ideas and opinions of dis-

tinguished men and women from all walks of life, which will

help to inform the analyses we are conducting through more

traditional means.”

The Product

One of the most noteworthy features of the strategy that re-

sulted was the greater degree to which it commits the three

maritime services to cooperation among themselves. Interser-

vice cooperation has been a rallying cry among the military

services since World War II, but the new strategy moves signifi-

cantly beyond commitment; it’s a call to assertive action.

In addition, the new strategy requires seriously increased

cooperation with U.S. economic, political, and military partners

around the world. In this respect, it reflects a global view of

maritime defense based on the strong links between maritime

power and the ongoing trends toward a steadily increasing

global interdependence among the world’s nations.

Those interservice and international aspects of the strategy

recognize a need to preserve peace and prosperity as well as

win wars.

Finally, the new strategy puts increased emphasis on the

inherent flexibility of naval power to meet the expanding and

shifting challenges of an asymmetrical war in which indiscrim-

inate terror is the main weapon. It also recognizes the need to

meet a conceptually and geographically wide variety of future

contingencies.

At its heart, the new “Cooperative Strategy for 21st Century

Seapower” identifies six core capabilities that must be main-

tained for it to work successfully: forward presence, deter-

rence, sea control, power projection, maritime security, and

finally, humanitarian assistance and disaster response.

Forward Presence

Forward presence of naval forces increases the

efficiency of the strategy. In particular, reacting to an

emergency immediately and on scene often resolves or

mitigates a problem at a reduced cost of money, materiel,

U.S. Marines assigned to the 24th Marine Expeditionary Unit assist U.S. citizens departing from the American Embassy in Beirut, Lebanon. At the request of the U.S. ambassador to Lebanon and at the direction of the secretary of defense, the United States Central Command and the 24th Marine Expeditionary Unit (24 MEU) assisted with the departure of U.S. citizens from Lebanon. Forward presence of naval assets greatly speeds the reaction time required for such operations.

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and lives than would be expended after the emergency had

expanded with time.

Evacuating U.S. citizens trapped in a combat zone, as has

happened in the Middle East, or delivering humanitarian aid

in a natural disaster, as is done regularly after hurricanes,

tsunamis, earthquakes, and other natural catastrophes, are

examples. In a military context, reacting to Saddam Hussein’s

invasion of Kuwait before he had time to consolidate his con-

quest contributed to the ability to oust him without a prolonged

military campaign and greater loss of life.

Forward deployment of naval forces also provides visible ev-

idence of the U.S. commitment to its partners around the world,

as well as the ability to join with them quickly to meet mutual

threats. The U.S. 6th Fleet in the Mediterranean and the U.S. 7th

Fleet in the Western Pacific have been highly visible examples

of this capability, as is the homeporting of an aircraft carrier in

Yokosuka, Japan.

Deterrence

The Cooperative Strategy states: “Preventing war is prefer-

able to fighting wars,” and this involves the proactive use of

maritime forces to raise the negative potential of war for po-

tential enemies. This capability encourages the resolution of

disputes through diplomacy. This capability is, however, ines-

capably linked to a credible national will that naval force will

be used – as a last resort – when the safety of the United States

and its people is threatened. This is an important point that is

often missed: there must be the will for the presence of the way

to be a credible deterrent.

Sea Control

Free access to the seas is a prerequisite to the use of naval

power. If those who would do us harm control ocean choke

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points, if local law contravenes long-standing international

custom by denying access to ocean areas traditionally open

to all nations, if an enemy is capable of denying U.S. use of an

ocean area through the use of submarines, or if modern-day

pirates are able to threaten commercial sea lanes, execution

of a credible maritime strategy becomes increasingly

difficult.

Power Projection

This element of the strategy emphasizes the ability of such

elements of U.S. naval power as carrier battle groups, em-

barked Navy-Marine Corps expeditionary forces, submarines,

or special warfare units to apply national power where and

when needed and at times and places that are inconvenient

for our enemies. Advanced technology aircraft, large-deck air-

craft carriers, flexible and hard-hitting expeditionary warfare

forces, technologically advanced submarines, and adaptable

littoral combat ships are among the elements of this maritime

capability.

As was the case with deterrence, this is a strategic element

that is closely linked to the national will to employ naval forces

in something more than a purely defensive posture. It requires

a national consensus that offensive capability is an ongoing

part of a sound seapower strategy.

Maritime Security

The ability of all nations to use the oceans for non-aggressive

purposes is a strategic companion to the U.S. ability to use the

oceans for its defense. This element of the strategy is closely

connected with the need for increased interoperability with

other navies and coast guards around the world. Realistic and

ongoing training with allies and potential allies is basic to this

element of the strategy.

Humanitarian Assistance and Disaster Response

This component of the strategy is an extension of all of the

other elements of the strategy and it involves the move of hu-

manitarian assistance from a corollary of naval activity to a

central element in a seapower strategy. The rapidly transport-

able technical capabilities of Navy ships and squadrons, the

skills of Navy, Marine Corps, and Coast Guard personnel, and

the underlying goodwill of Americans are all part of this core

capability.

Ethos

In November 2008, the Chief of Naval Operations Adm. Gary

Roughhead published a description of the Navy Ethos. In many

ways it is the necessary companion of “A Cooperative Strate-

gy for 21st Century Seapower.” It defines the most basic Navy

values that sustain the strategy’s core capabilities. It adds the

people factor to the equation by identifying, in the Chief of Na-

val Operation’s words: “our service’s overarching set of beliefs,

embracing Navy core values.”

To characterize the Navy Ethos in 21st century terms, the

Chief of Naval Operations reached out for input from active

duty and Reserve component, as well as civilian employees of

the Navy throughout the world. The articulation that emerged

reflects how the members of today’s Navy define themselves,

and it reads:

“We are the United States Navy, our nation’s seapower

– ready guardians at peace, victorious at war. We are

professional sailors and civilians – a diverse and agile force

exemplifying the highest standards of service to our nation,

at home and abroad, at sea and ashore. Integrity is the

Opposite page: The Military Sealift Command hospital ship USNS Mercy (T-AH 19) is anchored off the island coast of Weno, part of Chuuk State in the

Federated States of Micronesia, during Pacific Partnership 2008. Mercy is the primary platform for Pacific Partnership, a four-month humanitarian mission

providing engineering, civic, medical, and dental assistance to Southeast Asia and Oceania. Humanitarian assistance is a central element of the seapower

strategy. Right: A U.S. Coast Guard Air Station Barbers Point C-130 crew flies over USS Crommelin (FFG 37), homeported in Pearl Harbor, Hawaii, and the FSS Independence, a patrol boat from the Federated States of Micronesia, patrolling

in the Western Pacific Ocean. Both the Coast Guard and Navy have shared goals of protecting the fragile ecosystems of Oceania as well as enforcing maritime

laws throughout mutual areas of responsibility.

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foundation of our conduct; respect for others is fundamental to

our character; decisive leadership is crucial to our success.

We are a team, disciplined and well-prepared, committed to

mission accomplishment. We do not waver in our dedication

and accountability to our shipmates and families. We are

patriots, forged by the Navy’s core values of honor, courage

and commitment; in times of war and peace, our actions reflect

our proud heritage and tradition. We defend our nation and

prevail in the face of adversity with strength, determination

and dignity. We are the United States Navy.”

At a U.S. Naval Institute conference in February 2009, a ju-

nior Marine Corps officer commented on his career motiva-

tion in a panel discussion. He talked of seeing the events of

9/11 unfold on television and why he and others have enlisted

in the Marine Corps. In summing up, he said: “Simply put, it’s

because we want to win.” In blunt Marine Corps style, he man-

aged to express the basic rationale for a maritime strategy

within an ethos supporting its execution, and he did it in eight

words.

On Any Given Day

“A Cooperative Strategy for 21st Century Seapower” is a re-

al-time guide for Navy/Marine Corps/Coast Guard support of

national policy, but in the end, it must be defined by actions,

the specifics that add up to the future safety and prosperity of

ourselves, our children, and our grandchildren. Following are a

few typical examples of the everyday execution of the Coopera-

tive Strategy at a variety of locations. The items provide repre-

sentative “snapshots” of what the U.S. Navy, Marine Corps, and

Coast Guard were doing on any given day during 2008:

Harry S. Truman Carrier Strike Group

departed Jebel Ali, United Arab Emirates, for ongoing

combat support of Operation Iraqi Freedom and the

maintenance of maritime theater security in its area of

operations.

San Jacinto conducted operations in the

Black Sea with NATO and Partnership-for-Peace units from

Bulgaria, Romania, and Ukraine.

Members of a visit, board, search, and seizure (VBSS) team from the guided-missile cruiser USS Gettysburg (CG 64) and U.S. Coast Tactical Law Enforcement Team South Detachment 409 capture suspected pirates after responding to a merchant vessel distress signal while operating in the Combined Maritime Forces (CMF) area of responsibility as part of Combined Task Force (CTF) 151. CTF 151 is a multinational task force established to conduct counter-piracy operations under a mission-based mandate throughout the CMF area of responsibility to actively deter, disrupt, and suppress piracy in order to protect global maritime security and secure freedom of navigation for the benefit of all nations.

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New York

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Jacksonville

Elrod

Freedom

Theodore Roosevelt

A Focus on the Future

The guided-missile destroyer USS O’Kane (DDG 77), the Japan Maritime Self Defense Force destroyer Setogiri (DD 156), and the guided-missile frigate USS Rodney M. Davis (FFG 60) steam in formation during a photo exercise for the Rim of the Pacific 2008 exercise.

110

USS NEW YORK LPD 21

Once in the war, the United States became the leader of

a tripartite alliance with the British and Russian empires

− a strange coalition that Hitler, until the very end, thought

would fall apart. The first job of the Allies was to stop Ger-

man and Japanese advances. This happened quicker than

anyone expected. The Nazi invasion of Russia in 1941 failed

to reach Leningrad, Moscow, or the Caucasus before the on-

set of winter, and once the fighting resumed in May 1942,

Hitler was defeated at Stalingrad in a few months. Japanese

expansion was halted even sooner − at the Battle of the Coral

Sea the first week of May 1942, and a month later at the Battle

of Midway.

Having stopped the Axis advances, the Allies then had to roll

them back − a daunting task. The United States was required to

mount expeditionary assaults in the Atlantic, the Mediterranean,

and the Pacific on a scale never before imagined. Misguided

disarmament policies after World War I had left us militarily un-

prepared, forcing our armed forces to pay dearly while we got

fully geared up to fight. By the middle of 1943, however, Amer-

ica’s industrial strength was totally engaged, and our superb

political and military leadership, supported by the indomitable

patriotism of our fighting men and women, doomed our enemies.

Even though ultimate victory was never in doubt, the Axis

fought with a tenacity that tried our soul. Germany’s relative

EXPEDITIONARY WARFARE COMES

OF AGE IN WORLD WAR II

The United States entered World War II 27 months after it began officially with Adolf Hitler’s in-

vasion of Poland in September 1939. It took a direct Japanese attack on Dec. 7, 1941, and a Ger-

man declaration of war four days later to get us fully engaged. While we slept, Hitler extended

his dominion over most of Europe and invaded Russia, with excellent prospects for success.

In the east, Japan extended her empire to Manchuria, eastern China, Indo-China, Burma, the

Malay Peninsula and Singapore, the Philippines, the Dutch East Indies, and Thailand. Italy, the

third Axis power, proved more of a burden than a help to her allies. Germany and Japan alone,

however, were powerful enough to create a new totalitarian order in the world. But they had to

move quickly, before the United States became aroused, since neither had the industrial ca-

pacity to defeat us. Fortunately, their hubris blinded them to this fundamental reality, and they

awakened the sleeping giant in the nick of time.

By George Daughan

111

strength led Roosevelt and Churchill in 1941 to give the Euro-

pean Theater priority, but because of Pearl Harbor, America

was not about to ignore the Pacific. Thus, we fought a gigantic,

two-ocean war simultaneously, carrying nearly the entire bur-

den against Japan.

America’s Army chief, Gen. George Marshall, recommended

a cross-channel invasion in 1942 aimed directly at the heart of

Germany, taking advantage of Hitler’s preoccupation with Rus-

sia. Churchill and Roosevelt, however, decided they were not

yet ready and opted instead for a landing in North Africa in

November 1942.

With Hitler still distracted in Russia, a combined American-

British expeditionary force under Gen. Dwight D. Eisenhower

made a remarkable crossing of the Atlantic, avoiding German

U-boats, and began landing in Morocco and Algeria on Nov.

8, 1942. Because Vichy Adm. Jean-Francois Darlan decided to

change sides, the Allied landings at Oran, Algiers, and Casa-

blanca met minimal resistance. Eisenhower pressed on toward

Tunis to meet British Gen. Bernard Montgomery’s Eighth Army

− fresh from its triumph at Alamein in early September. They

planned to trap German Gen. Erwin Rommel in Tunis, thus

reclaiming all of North Africa. Hitler, however, despite being

bogged down in Russia, reinforced Rommel, igniting a long

battle that did not end until May 13, 1943.

Even before Eisenhower’s landing, an American expedi-

tionary force on Aug. 7, 1942, landed on Guadalcanal, one of

the Solomon Islands in the southwestern Pacific, to start rolling

back Japanese conquests. Only 2,200 Japanese guarded the

island and its unfinished airbase, making the initial amphibi-

ous landing relatively easy for the U.S. Marines. But the Japa-

nese high command, realizing this was just the beginning,

made a mighty effort to defeat us. As Tokyo committed more U.S.

Mar

ine C

orps

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ter

U.S. Marines in Landing Craft, Vehicle and Personnel (LCVPs) head for the beach at Iwo Jima on Feb. 19, 1945, during the initial landings. Mount Suribachi looms in the background, and to its left is USS New York (BB 34), bombarding Japanese positions.

www.rolls-royce.com

Congratulations to the officers and crew of USS New York. Rolls-Royce is behind you all the way.

Florence & Robert A. Rosen

Family Foundation

THE FLORENCE AND ROBERT A. ROSEN

FAMILY FOUNDATION

WELCOMES THE USS NEW YORK (LPD 21)

TO NEW YORK CITY AND TO OUR GREAT

U.S. NAVY FLEET

YOUR CRITICAL MISSION IS ESSENTIAL

TO MAINTAINING PEACE THROUGHOUT

THE WORLD

“STRENGTH FORGED THROUGH SACRIFICE. NEVER FORGET.”

REAR ADMIRAL & MRS. ROBERT A. ROSEN,

NYNM (RET.) AND FAMILY

33 So. Service Road, Jericho, New York 11753-1006

113

LPD 21 USS NEW YORKNa

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resources, the fighting turned grim,

lasting until Feb. 7, 1943. Sixteen hun-

dred American Marines and soldiers

died and 4,200 were wounded, while

23,000 Japanese soldiers were killed.

Five major naval battles were fought, in

which a combined total of 24 warships

were sunk. The number of sailors and

airmen lost was heavy.

In every theater, amphibious landings

were the hallmarks of American expe-

ditionary forces, as we became highly

proficient at combining, in the words

of Samuel Eliot Morison, “air, surface,

submarine, and ground forces to project

fighting power irresistibly across the

ocean.” Learning and improving as we

went along, we nonetheless paid a heavy

price in blood for not being prepared

earlier.

By the summer of 1943, American in-

dustry was producing weapons in stu-

pendous quantities. “The United States

Navy … enjoyed almost an embarrass-

ment of riches,” wrote British historian

John Keegan. Large, Essex-class carri-

ers; light, Independence-class carriers;

escort carriers; new battleships; refur-

bished old battleships; heavy and light

cruisers; dozens of new destroyers; new,

fast transports; cargo vessels; and large

numbers of specialized support ships

were all being built.

To make our fleets even more devas-

tating, we developed the capacity to op-

erate them at long distances from their

bases for extended periods. Utilizing

specially designed ships for fuel, repair,

ammunition, spare parts, and other sup-

plies, medical services, and even float-

ing dry docks, American expeditionary

forces, particularly our fast carriers,

could operate at heretofore unheard of

distances from their home bases for a

long time. In addition, the supply forces

allowed us to set up advanced bases

rapidly and to re-supply them quickly.

We developed nine different landing

and beach craft – LSTs (Landing Ship,

Left: U.S. Marines of the 1st Marine Division storm ashore from their landing craft at Guadalcanal on Aug. 7, 1942. The initial landing was essentially uncontested, but thereafter the Japanese fought a grim battle against the Marines. Below: Landing Ships, Tank (LSTs) at the French naval base of La Pecherie in Tunisia take M-4 Sherman tanks aboard two days before the invasion of Sicily in July 1943. Landing Craft, Vehicle and Personnel (LCVPs) wait in the harbor just beyond the tanks, which are equipped with wading gear.

114

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Tank), LVTs (Landing Vehicle, Tracked−amphtracs) LCMs

(Landing Ship, Mechanized−tank loaded), LSDs (Landing Ship,

Dock), LCPs (Landing Ship, Personnel), LCIs (Landing Ship,

Infantry), LCTs (Landing Craft, Tank), LCVPs (Landing Craft,

Vehicles and Personnel), and LSMs (Landing Ship, Medium),

as well as the amphibious truck, DUKW. American factories

produced in excess of 80,000 of these indispensable vehicles.

They played essential roles in the amphibious landings at Sic-

ily, Salerno, Anzio, Southern France, Normandy, and against

the Japanese on New Guinea, the Solomons, the Philippines,

the Gilbert, Marshall, Caroline, and Mariana Islands, and on

Okinawa.

Supported by America’s stupendous productivity, the war

to reclaim Europe and the Pacific proceeded, after the mid-

dle of 1943, at an accelerated pace. On the night of July 9-10,

1943, Eisenhower landed troops on Sicily’s southern beaches.

“There can be no drawn battle, no half-success, in an amphibi-

ous landing,” Morison wrote, “it is win all splendidly or lose

all miserably.” The combined American-British force, unlike

the confused earlier landings in North Africa, got ashore with

The first wave of Marines hits the beach at Saipan from their Landing Vehicles, Tracked (LVTs), and take cover behind a sand dune while waiting for the following three waves to come in.

USS NEW YORK LPD 21

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NOT FORGOTTEN.MACK® SALUTES THE CREW OF THE USS NEW YORK AND IS FOREVER INDEBTED TO THE BRAVE MEN AND WOMEN OF THE U.S. ARMED FORCES SERVING AROUND THE WORLD.

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117

U.S. Army 1st Division troops wade into the fight at Omaha Beach, Normandy, June 6, 1944, from a Coast Guard-manned LCVP.


tiona

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119

LPD 21 USS NEW YORK

Two Coast Guard-manned LSTs open their great jaws in the surf that washes on Leyte Island beach, as soldiers strip down and build sandbag piers out to the ramps to speed up unloading operations.

Natio

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Pride. Honor. Patriotism. Raytheon salutes the men and women of the USS New York for your service and commitment to the safety and security of our country and our freedoms.

USS New York (LPD 21)

www.raytheon.com

© 2009 Raytheon Company. All rights reserved.“Customer Success Is Our Mission” is a registered trademark of Raytheon Company.LPD 21: U.S. Navy Photo by Mass Communication Specialist 1st Class Corey Lewis

121

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little difficulty, utilizing the new seago-

ing landing craft: LSTs – LCTs, LCIs,

and DUKWs – to good effect. In the first

48 hours, 80,000 men were ashore and

more than 8,000 assorted tanks and ve-

hicles. By Aug. 16, Sicily was liberated.

Subsequent landings on the Ital-

ian mainland at Salerno in September

1943, and at Anzio in January 1944, were

more difficult. Under Gen. Albert Kes-

selring, the Germans fought hard to pre-

vent American Gen. Mark Clark’s four

divisions from acquiring a foothold at

Salerno, but the dogged G.I.s, supported

by naval gunfire, naval air, and ground-

based air, succeeded within a week in

establishing a beachhead. Kesselring re-

treated, and Clark took Naples on Oct. 1.

Making a large commitment of men

to force the Nazis out of Italy, however,

was questionable, since tying down a

substantial number of German units

could have been accomplished just

as well by a low-casualty holding

operation south of Rome.

In the Pacific, a dual road to Tokyo

was planned, whereby Gen. Douglas

MacArthur and Adm. William F. Halsey

would move simultaneously up the coast

of New Guinea and the Solomons, with

a view to crushing the main Japanese

base at Rabaul on New Britain and then

re-taking the Philippines as a prelude to

striking Japan itself. The second track,

supported by Adm. Ernest King, chief

of Naval Operations, and led by Adm.

Chester W. Nimitz, would conduct am-

phibious attacks on Japanese bases

in the Gilbert, Marshall, Caroline, and

Mariana Islands, preparatory to joining

in the attack on the Philippines and then

Japan. Bases at Guam, Tinian, Saipan,

and Okinawa were to be used for the

strategic bombing of the Japanese

homeland.

Although there were enormous diffi-

culties along the way, this two-pronged

strategy worked well, and in a remark-

ably short time. Things were speeded

up when Nimitz began the practice of

leapfrogging, starting with Tarawa and

Makin in the Gilbert Islands. The battle

for Tarawa was four days of bloody hell,

Nov. 19-23, 1943. One thousand Marines

and sailors lost their lives and double

that number were wounded. All the Japa-

nese defenders were killed. Weakly de-

fended Makin was taken easily on Nov.

24, but the Japanese deployed nine sub-

marines against the attack force, and

they exacted a heavy toll.

Next on Nimitz’s agenda were the

Marshall Islands. On Jan. 31, 1944, U.S.

forces landed on the northern islands

of Kwajalein Atoll, and the next day on

the much larger Kwajalein Island itself.

All told, Americans landed on 30 of the

atoll’s various islets, and by Feb. 7, 1944,

were in full control. The hard lessons

learned at Tarawa were put to good use.

Three hundred seventy-two American

Marines and soldiers died, and nearly

8,000 Japanese.

Nimitz kept up the momentum. On

Feb. 14, American forces attacked Eni-

wetok Atoll, and simultaneously hit Truk

Island, a major Japanese base. Eniwetok

was taken by Feb. 22 at a cost of 339

Americans and almost 2,700 Japanese −

nearly their entire force. No amphibious

landing was needed to neutralize Truk.

Guam, Tinian, and Saipan in the Mari-

ana Islands were next. Japan considered

Saipan part of her home islands. Three

thousand five hundred miles from Pearl

Harbor and 1,000 from Eniwetok, the

Marianas required an unprecedented

sea effort against fanatical Japanese

resistance. From June 15 to Aug. 12, the

battle raged.

In the midst of the fight for the Mari-

anas, the Battle of the Philippine Sea

took place from June 19 to 21. It was the

greatest of the carrier battles of the war

and destroyed Japanese naval air pow-

er. After this great victory, the Marianas

were secured, but at a mind-numbing

price. Three thousand four hundred

and twenty-six American soldiers and

Marines died on Saipan alone, while

the Japanese − fighting till the last man

again − lost 24,000.

While we were fighting for the Mari-

anas, the supreme battle for Europe

commenced with the greatest amphibi-

ous landing of them all at Normandy on

June 6, 1944. The Allies − particularly

the British − had hoped that an invasion

would be unnecessary, that the Allied

air campaign against Germany would

bring her to her knees, or that Hitler

would be assassinated and a new, more

flexible government formed. But nothing

of the kind occurred, and the Normandy

invasion went forward.

A group of Marines in the Iwo Jima beachhead get organized as preparations are made for move-ment inland. Behind them is one of the specialized LVT (A)-4s, with its turreted 75 mm howitzer for destroying pillboxes and strongpoints.

USS NEW YORK LPD 21

122

Although the American and British air forces had not forced

the surrender of Germany, they did provide critical support by

destroying a good deal of Germany’s widely dispersed indus-

try, particularly many of her aircraft factories. They also crip-

pled the German communications network in northern France,

hit guided missile stockpiles, and contributed to blocking the

English Channel to U-boats (58 of them).

More than 6,400 vessels were committed to the Normandy

battle, including more than 4,000 landing craft and hundreds

of transports. One hundred and four destroyers, seven battle-

ships, and 23 cruisers provided critical naval fire support, and

12,000 aircraft, including 5,000 fighters, were employed. Brit-

ish and American strategic bombing was momentarily turned

away from Germany to support the landing. In addition, hun-

dreds of planes and gliders dropped or carried thousands of

paratroopers behind the beaches.

In all, 130,000 troops were landed on five Normandy

beaches on D-Day. The defenses were far more severe than Natio

nal A

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A massive task force carves out a beachhead at Okinawa, April 13, 1945. Landing craft and ships of all classes and sizes blacken the sea out to the horizon.

LPD 21 USS NEW YORK

any encountered in the Pacific. Nonetheless, within five

days more than 325,000 Allied men were ashore, with more

than 54,000 vehicles and 105,000 tons of supplies. Within a

month, 1 million troops and their equipment had been land-

ed. But the costs were severe. The Allies suffered 209,000

casualties during the battle for Normandy. Thirty-seven

thousand Allied troops died, along with 16,714 airmen. The

dearly bought victory at Normandy was the beginning of

the end for Hitler.

In support of the thrust at Normandy, an amphibious landing

− code-named Dragoon − was made in southern France on Aug.

15, 1944. By Aug. 28, Marseilles and Toulon, the two immediate

objectives, had surrendered.

Having obtained a firm foothold in France, the Allied drive

from both the west and the east inexorably crushed the Nazis.

After Hitler’s suicide, Germany surrendered on May 8, 1945.

In the Pacific, the two-pronged assault on the Japanese

empire continued to drive relentlessly toward Tokyo.

MacArthur landed his troops on Leyte on Oct. 20, 1944,

beginning the liberation of the Philippines. The amphibious

landing triggered the great naval Battle for Leyte Gulf – four

separate engagements that established, along with the Battle

of the Philippine Sea, American dominance on the water.

By the middle of December, Leyte was in American hands.

On Jan. 9, 1945, MacArthur began the fight for Luzon, and Manila

was finally cleared of Japanese defenders on March 4, 1945. In

the meantime, beginning on Nov. 24, 1944, B-29 Superfortress-

es began the bombing of Japan from the Marianas. This led to

the amphibious attack on Iwo Jima on Feb. 19, 1945. A grueling,

bloody fight ensued. By the time the island was captured on

March 16, more than 22,000 Japanese had been killed − nearly

their entire force − while the Americans suffered a heartrending

6,812 killed and 21,837 wounded.

Nimitz next attacked Okinawa in the Ryukus. Amphibious

landings began on April 1, 1945. Kamikazes, which had been in

use by the increasingly desperate Japanese since Leyte, were

now fully employed. Almost 300 suicide attacks occurred, with

devastating results for U.S. ships. The battle on the island was

expected to be bloody, and it was. In the end, nearly 5,000 sail-

ors were killed, and 4,800 wounded, while 7,613 American sol-

diers and Marines died and 31,800 were wounded.

The United States was, at that point, poised to invade Ja-

pan’s home islands. The largest expeditionary force ever

contemplated was in the offing, and based on past experi-

ence, millions on both sides were sure to die. To avoid this

slaughter, President Harry S Truman decided to drop two

atom bombs – one on Hiroshima and one on Nagasaki – forc-

ing Japan to surrender on Aug. 15, 1945.

The greatest catastrophe in human history thus ended. Fifty

million had died, and tens of millions more endured unimagina-

ble suffering. The disaster was made more awful by the knowl-

edge that it was preventable. The resentments and ambitions of

the Axis powers could have been contained had not the folly of

disarmament obtained such a hold on the American mind after

World War I. Since 1945, the United States, having learned the

lessons of the war, remained, at great cost, prepared militarily,

and although, tragically, there have been small conflicts, there

has not been another all-embracing war. Instead, the world

has enjoyed what might be called Pax Americana, under which

there has been a general peace, making possible an era of un-

precedented growth and prosperity for all people.

123

124

THE LEGACY OF THE SHIPS NEW YORK

By James Nelson

U.S.

Nav

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It was sometime in September of 1776 when the first armed vessel of the United States to carry

the name New York slid into the lower reaches of Lake Champlain. She was an odd looking

thing, about 50 feet long and 15 feet on the beam, drawing around 5 feet from the waterline to

her flat bottom. Though she had a mast that carried a square mainsail and a square topsail, she

was essentially an oversized rowboat. She was known in the local vernacular as a gundalow, or

gondola.

USS NEW YORK LPD 21

This New York was not, strictly speaking, a part of the Conti-

nental Navy. That branch of the service had been established

by the Continental Congress in October 1775. Five months be-

fore the gondola New York slid into fresh water, the Continental

Navy and Marine Corps had staged their first amphibious land-

ing on the island of New Providence (now known as Nassau in

the Bahamas).

But there was no official naval presence on Champlain. The

defense of the lake was an Army affair.

The enemy, 10,000 British and German troops, were coming

south, but their only way through that wilderness was over the

water. Both sides understood that the issue would be decided

not between armies but between fighting ships. But first, those

ships would have to be built.

The British could call on the expertise of their naval person-

nel stationed in the St. Lawrence to build a fleet to contest the

lake. The Americans, building their own fleet, had no such re-

source. That, to some extent, explains the New York’s appear-

ance. The one boat that the people on the frontiers knew how to

build was the bateaux, the flat-sided, flat-bottomed, ubiquitous

transport used on northern waters. New York was, in essence,

an oversized bateaux, with a 12-pounder cannon over her bow,

and two 9-pounders on each side.

Around the time that New York’s keel was laid, Gen. Horatio

Gates, the commanding officer at Fort Ticonderoga, put in com-

mand of the little fleet his most experienced sea-going officer,

Gen. Benedict Arnold. Arnold, a former merchant captain, lit a

fire under the boatbuilders, greatly speeding production, ea-

ger to beat the British in their wilderness arms race.

On Oct. 11, 1776, New York took her place in the line of

battle, ready to stop the British movement down Lake Cham-

plain. Arnold, in a brilliant tactical move, formed his fleet up

in a half-moon line tucked in behind Valcour Island. The en-

emy, he knew, would have to sail past the island, and then try to

claw their way upwind to attack, which the larger, better armed

ships would not be able to do.

It worked just as Arnold had hoped. By noon the enemy’s

smaller, oar-driven gunboats had come up and engaged the

Americans, while the larger vessels were unable to sail against

the adverse wind. For 5 hours, the New York and her consorts

delivered a brutal pounding to the British fleet, and received as

much or worse in return.

The modernized USS New York (BB 34), leads USS Nevada (BB 36) and USS Okla-homa (BB 37) during maneuvers in 1932.

125

LPD 21 USS NEW YORK

New York took more than her share of punishment. By late

afternoon all of her officers save her captain were dead. Her

aging bow gun exploded, sending shards of iron through her

crew, wounding one man and killing another. By the time dark-

ness put an end to the battle, New York and her companions

were battered, their crews decimated, their guns all but out of

ammunition.

Rather than wait for destruction to come with the morning

sun, Arnold led his fleet under the cover of darkness and fog

right through the British lines, a move that impressed even the

enemy, and away south toward Ticonderoga. A two-day running

battle followed, in which nearly all of Arnold’s fleet were taken

or destroyed by their own crews. New York, alone among the

gondolas, managed to reach Fort Ticonderoga. There was noth-

ing left to oppose the British advance, but the campaigning sea-

son was too far advanced for them to continue, so they withdrew

to Canada for the winter.

The following year, Gen. John Burgoyne led the British troops

in another push for Albany. This time, the British naval force

was so overwhelming that the Americans could offer no resis-

tance, and they did not even try. New York and the other ships

left from Arnold’s brave little fleet were burned at Skenesbor-

ough (now Whitehall, N.Y.) where they had been built.

The only battle that the first New York fought was, in the

short term, a defeat for the Americans. But in the long term it

was anything but. The year’s delay that Arnold had won for the

Americans, at the cost of his fleet’s destruction, allowed the

American army to rebuild to the point where it could actually

defeat Burgoyne at Saratoga the following year. The little New

York and her consorts were the first link in a chain of events

that would ultimately lead to American victory in the War for

Independence.

It would be another 27 years before a vessel named USS New

York fired a gun in anger.

The second New York was a considerably more impressive

vessel than the first, a 36-gun frigate built in her namesake city

and launched on April 24, 1800. Lofty, fast, and well-armed with

9- and 18-pounder guns, USS New York was part of the second

wave of naval shipbuilding that had begun in 1794 with the

construction of USS Constitution and the other five frigates that

comprised the early Navy. Those first ships had been built to

counter the menace that Algerian pirates presented to Ameri-

can shipping in the Mediterranean, but by the time New York

was commissioned, the Navy had bigger fish to fry.

By the mid-1790s, France was in the early days of its bloody

revolution, and the new French government viewed the United

States’ new treaty with England, the Jay Treaty, to be in viola-

tion of Revolutionary War agreements signed between the two

127

LPD 21 USS NEW YORKLi

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A period illustration of the armored cruiser USS New York (ACR 2).

governments. French privateers began to scoop up

American merchantmen that were trading with the

British, and the Quasi-War with France was under way.

New York sailed for the Caribbean in October of

1800, where she convoyed American merchantmen

and patrolled the waters for French warships and pri-

vateers. But by the time New York was on station, the

Quasi-War was winding down. By May of the following

year, the United States had managed an uneasy peace

with both Britain and France, and the frigate was laid

up in ordinary at the Washington Navy Yard.

Even though England and France were no longer

causing problems for the United States, the nations

of North Africa, the Barbary States, could always be

counted on to stir up trouble. Around the time that

the frigate New York was laid up, the rulers of Tu-

nis, Tripoli, and Algiers were upping their demands

for tribute, which the United States had been pay-

ing for nearly a decade. With the U.S. Navy now free

from having to protect American shipping from the

French, it was decided that the Barbary States had

received enough payment in specie, and payment of

another kind would be in order. New York was recom-

missioned in 1802, and under the command of James

Barron sailed for the Mediterranean, where she be-

came the flagship of Commodore Richard Morris.

Morris made the best of his little squadron, escort-

ing American shipping and showing the flag off the

Barbary coast. New York twice engaged Tripolitan

gunboats that swarmed out of harbors of North Africa,

hoping to overwhelm the superior American ships

with sheer numbers of boats and men. The pirates

were, however, driven off by the devastating fire from

the frigate’s broadsides.

New York was sent to Malta to replenish her stores.

There she received a 17-gun salute from the British

fleet under the command of Vice Adm. Horatio Nel-

son. Soon after, Morris was relieved of command of

the squadron by Edward Preble, whom the Jefferson

administration hoped would be more aggressive in

his dealings with the Barbary pirates. New York re-

turned to the Washington Navy Yard, where she was

again laid up in ordinary. The lovely, graceful frigate

had the bad luck to still be there 11 years later when

the British captured the Navy yard during the War of

1812 and burned her to the waterline.

The next USS New York met a similar fate, though

before she was able to accomplish much, in fact,

USS NEW YORK LPD 21

128

before she was even launched or commissioned. Originally

intended as a 74-gun ship-of-the-line, she was laid down in

1820 at the Norfolk Naval Shipyard in Virginia. By 1825 she

was ready to launch, but nonetheless remained on the stocks

for an incredible 36 years as the world of men-of-war shifted

from sail to steam. Finally, on the night of April 21, 1861, she

was burned where she sat by the panicked Union defend-

ers of the shipyard, who were certain that they were about

to be overrun by secessionist forces. Also going up in that

conflagration was the Union sail and steam ship USS Mer-

rimack, which would be reborn as the Confederate ironclad

CSS Virginia.

Seventy years separated the laying of the 74 gun New York’s

keel and the building of the next ship to bear that name, but

in that time the science of naval warfare had undergone a

transformation unmatched in the entire history of seafaring.

The fourth New York (including a screw sloop that had been

renamed New York in 1869), was designated ACR 2. It was a

384-foot armored cruiser, a thoroughly modern ship of war that

incorporated the latest thinking in armor plating, heavy guns,

and long cruising range.

During the years of peace from her launching in 1891 to the

outbreak of the Spanish-American War in 1898, USS New York

sailed with the South Atlantic, the North Atlantic, and the Euro-

pean Squadrons. At the outbreak of the war she steamed out of

Hampton Roads, Va., bound for Cuba, where she participated

in the bombardment of Matanzas and San Juan while the fleet

searched for the Spanish naval forces under the command of

Adm. Pascual Cervera y Topete. New York was made the flag-

ship of Adm. William Sampson’s fleet, which soon had the Span-

ish fleet bottled up in Santiago.

New York had actually left the blockading fleet, carrying

Sampson to a meeting with army commander Maj. Gen. Wil-

liam Shafter, when the Spanish fleet finally emerged. Sampson

raced back to the fight, arriving in time to command the last

stages of the battle, which resulted in the destruction of the

Spanish squadron. “The fleet under my command,” Sampson

wrote to the Navy department, “offers the nation as a Fourth of

July present the whole of Cervera’s fleet.”

Over the decade following the Spanish-American War, the

armored cruiser New York served as flagship to the Asiatic

Fleet, calling at Japan, China, Russia, and the Philippines. She

transferred to the Pacific Squadron where she again served

as flagship before she was decommissioned in 1905 for mod-

ernization.

In 1909, New York was recommissioned and rejoined the

Asiatic Fleet. Two years later, still in the Far East, her name

was changed to Saratoga. At the beginning of World War I, her

name was again changed, this time to Rochester. She spent the

war primarily escorting convoys across the Atlantic, and after

the armistice served as a transport bringing troops home. In

the years between the wars, the former New York was stationed

in Central and South America, before once again, and for the

last time, steaming to the Far East. In 1933 she was decommis-

sioned in Shanghai and then moved to the Philippines, where

she remained at her mooring until she was scuttled in Decem-

ber 1941, to prevent her being captured by the Japanese. Like

her predecessor at Norfolk, the armored cruiser New York was

destroyed to keep her out of enemy hands. Unlike the wooden

ship-of-the-line, she saw much honorable service before she

was lost.

The 19th century armored cruiser New York was sailing un-

der the name Saratoga when the fifth New York (whose keel

was laid on 9/11/1911) was launched at the Brooklyn Navy Yard

in Brooklyn, N.Y. Designated BB 34, the latest USS New York

was 200 feet longer than ACR 2 and displaced four times the

tonnage. New York slid into the East River on Oct. 30, 1912,

and soon after was flagship of Rear Adm. Frank F. Fletcher’s

squadron, blockading Vera Cruz during the crisis with Mexico

in 1914.

In 1917, New York steamed for Europe to take part in the

naval action of World War I. At Scapa Flow she joined the

American Squadron in the Grand Fleet, a naval presence so

powerful that the Germans did not even attempt a major na-

val engagement. New York ended the war as part of the fleet

that escorted President Woodrow Wilson to the Versailles

Conference.

From the end of World War I to the beginning of World War

II, New York was primarily part of the Pacific Fleet, serving

also as a training vessel for midshipmen at the Naval Acad-

emy. With America’s entry into World War II, the battleship

became part of the North Atlantic convoys, fending off Ger-

man U-boats and bringing merchant vessels safely into port.

In 1942, New York was stationed off the coast of Africa, pro-

viding gunfire support for the Allied invading forces. She then

escorted convoys from the United States to Africa in support

of the invasion. She continued in that mission until 1944, and

after another brief turn as a training ship, she steamed for the

West Coast to prepare for amphibious operations in the Pacific

Theater.

New York was getting on in years by the time she was

called upon to help drive the Japanese out of the Pacific Is-

lands, but she was nonetheless at the vanguard of that offen-

sive, joining the pre-invasion bombardment of Iwo Jima. The

aging battleship took her place in the most prolonged bom-

bardment of the war, firing more rounds than any other ves-

sel, and scoring a direct hit on an enemy ammunition dump

with her 14-inch shells.

After repairs to her propellers she joined in the attack

on Okinawa, arriving in time to participate in the five days

of shelling that preceded the landing on the island. For 76

consecutive days, New York was in the thick of the action,

covering landings, shelling enemy positions and providing

close support for troops on shore. A kamikaze swept down

on her, but she proved to be a lucky ship. The enemy plane

only grazed her, taking out her spotter plane as it sat on the

catapult. Shortly before the hard-won capitulation of Okinawa

was secured, New York was under way for Pearl Harbor. There

she began preparations for the coming invasion of Japan, a

final battle that was made unnecessary by the bombing of Hi-

roshima and Nagasaki.

New York ’s fighting career was ended by the atomic bomb,

and the ship herself nearly was as well. After serving as a

transport, she was selected to take the part of a target ship

for the atomic bomb tests at Bikini Atoll, a project known as

Operation Crossroads. On July 1, 1946, New York endured

and survived a surface blast of an atomic bomb, and later

that month lived through an underwater explosion as well.

She was later towed to Pearl Harbor, where she was studied

for the next two years. Finally, in the summer of 1948, the

35- year-old ship, veteran of both world wars, winner of three

battle stars during World War II, was towed out to sea 40

Never

Joao A. Aguiar, Jr.

Swarna Chalasani, CFA

Kevin R. Crott y, CFA

Dean P. Eberling, CFA

David M. Graifman

Allison Horstmann Jones, CFA

Nauka Kushitani

Elizabeth C. Logler

Sara E. Manley, CFA

Vita M. Marino, CFA

Marni Pont O’Doherty, CFA

Tu-Anh Pham

Ronald Tartaro, CFA

Jennifer Tzemis, CFA

Edward R. Vanacore, CFA

Todd C. Weaver, CFA

David H. Winton, CFA

Forget

The September 11th Families’ Association SalutesUSS NEW YORK (LPD 21)

www.tributewtc.org

“Strength forged through

The September 11th Families’ Association supports victims of terrorism through education and peer support. The Tribute WTC Visitor Center, a program of the Association, connects and educates visitors to the World Trade Center site with the experiences of people directly affected by the events of February 26, 1993 and September 11, 2001.

120 Liberty St., New York, NY 10006

131

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An aerial port bow view of the Los Angeles-class nuclear-powered attack submarine USS New York City (SSN 696) under way. While not named for the state, the New York City preserved the tradition of service to the nation.

miles from shore to again serve as a target. For eight hours

she was pounded by sea and air attacks before finally slip-

ping beneath the waves.

Then in 1979, the nuclear-powered attack submarine USS

New York City was commissioned. Although not carrying

exactly the same name as the U.S. ships named New York

that preceded her, New York City faithfully preserved the

tradition of service to the nation during a major portion of

the Cold War.

From the American Revolution through World War II, wher-

ever American naval power was most needed, a ship with

the name New York was under way, sailing or steaming to the

sound of the guns. It is a proud tradition. It is a tradition that

will carry on.

USS NEW YORK LPD 21

132

During the 18th and 19th centuries, no such equipment

or weapons existed for assaulting defended beaches. Com-

manders attempted to land their forces in areas where re-

sistance would be light or nonexistent. Even the two most

sophisticated landings of the 19th century – the assault on

Veracruz during the Mexican-American War and the attack

at Fort Fisher, N.C., during the Civil War – did not require

assault forces to fight their way ashore. The advantage of the

initiative coupled with the inherent mobility of sea forces

usually permitted the naval echelon to deliver forces at the

point of attack faster than land-based defenders could react.

On occasions where landing forces experienced opposition

on the beach, it usually consisted of light resistance used

only to delay and harass.

During the second half of the 20th century, amphibious

thinking from World War II began to change. Although re-

taining the ability to conduct forced entry against defended

beaches, American commanders no longer expected to con-

duct such operations. With the advent of larger and more ag-

ile amphibious ships, advanced assault landing craft, and in-

novative helicopter technology, options for amphibious attack

developed well beyond the frontal assault mode. Harkening

back to amphibious warfare of earlier America, new doctrine

THE HISTORY OF

THE U.S. NAVY AND

MARINE CORPS

RELATIONSHIP

AND ITS IMPACT

ON AMPHIBIOUS

WARFARE

By Col. Gary J. Ohls, USMC (Ret.)

For many Americans, the concept of amphibi-

ous warfare derives from the World War II

model where landing forces assaulted foreign

shores against determined resistance. These

actions resulted in very high casualties, yet

proved uniformly successful in achieving

American military objectives. They involved

isolating and preparing the amphibious ob-

jective area with naval and air power, then

aggressively introducing landing forces to

assault defended positions. Naval task forces

not only inserted amphibious troops, but also

sustained them with naval gunfire, tactical air-

craft, and logistical support once ashore. The

circumstance of geography coupled with the

weapons and equipment available at that time

dictated this type of warfare. To ensure incre-

mental progress in the war effort, military and

naval forces of the United States needed to at-

tack Pacific islands held by Japanese forces

and conduct forced entry on the European

continent against beaches defended by the

German army. Weapons such as attack air-

craft and precision naval gunfire coupled

with newly designed amphibious ships, land-

ing craft, and tracked vehicles made these

attacks possible.

133

called for unopposed insertions at landing sites where enemy

forces could not concentrate. In a manner of speaking, mod-

ern technology and innovation permitted amphibious warfare

to progress forward into the past.

Whereas the amphibious navy of the 21st century has mod-

ernized its weapons, equipment, and doctrine, its fundamental

role in landing operations has not changed appreciably from

the days of early America. It still must deliver ground forces

ashore, provide supporting fires, sustain the operation, and

withdraw for future actions. In accomplishing this mission, the

benchmark for success has been the strength and quality of

the relationship between naval and landing force command-

ers. In the modern era, this equates to Navy and Marine Corps

leaders because that unique team has become America’s pre-

eminent amphibious and expeditionary force.

The sui generis relationship between the U.S. Navy and Ma-

rine Corps began during the Revolutionary War when Con-

gress established the Continental Navy on Oct. 13, 1775, and

the Continental Marine Corps on Nov. 10, 1775. The following

year, as America’s commander in chief, Gen. George Wash-

ington, remained preoccupied with British strategy and op-

erations in the American Northeast, the new Navy and Marine

Corps team – under Commodore Esek Hopkins and Marine

Capt. Samuel Nicholas – conducted a successful amphibious

raid on the Bahamian island of New Providence. The amphibi-

ous force captured two forts, the town of Nassau, and carried

off large quantities of ordnance and military stores – all vital

to the American war effort.

The New Providence operation constituted the most suc-

cessful American amphibious action of the Revolution and U.S.

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“New Providence Raid,” by V. Zveg, depicts Continental sailors and Marines landing on New Providence Island, Bahamas, on March 3, 1776. Their initial objective, Fort Montagu, is in the left distance. Close off shore are the small vessels used to transport the landing force to the vicinity of the beach. They are (from left to right): two captured sloops, the schooner Wasp and the sloop Providence. The other ships of the American squadron are visible in the distance. The operation was commanded by Commodore Esek Hopkins, and the Marines by Capt. Samuel Nicholas. The New Providence raid was the most successful American amphibious operation of the Revolutionary War, and proved the logic of using Marines in landing operations. As such, it was the beginning of the Navy and Marine Corps’ amphibious warfare team.

USS NEW YORK LPD 21

134

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one of its most important naval victories. In addition to the

stores of ordnance, Hopkins brought back three captured

ships, along with Gov. Montford Browne and two other British

officials as prisoners of war. This later proved helpful to Wash-

ington, who exchanged Browne for generals John Sullivan and

William Alexander (Lord Stirling), captured during the battle

for New York. Not all Navy and Marine Corps operations of the

Revolution proved so successful, nor were all landings limited

to the sea services. Many large-scale attacks involved Army

forces with Marines participating only as their shipboard du-

ties allowed. But the logic of using Marines in landing opera-

tions proved irresistible, and the professional relationship

forged by Hopkins and Nicholas initiated a tradition that grew

– through a process of both cooperation and conflict – into an

important American institution.

At the end of the American Revolution, the United States

found itself in a state of near exhaustion. Needing to economize

on expenses and having a weak central government under the

Articles of Confederation, American leaders effectively dis-

banded the active services, auctioning off the last vessel of the

Continental Navy in August 1785. Although the new republic

possessed no naval service between 1785 and 1794, pressure

mounted throughout that period to create a credible capability.

The capture of American seamen by Algerian and Moroccan pi-

rates as early as 1784 drove pro-defense advocates to demand

creation of a maritime service able to protect the American

merchant fleet. During March 1794, Congress passed an act

that authorized President Washington to either buy or construct

six frigates and provide for their crews. Ostensibly intended

to protect American commerce from state-sponsored piracy

along the North African coast, the Navy Act of 1794 marked the

first important step toward creating a professional navy. Subse-

quent treaties with Algiers and Tripoli stemmed the immediate

crisis, but advocates of naval power proved strong enough to

retain at least some semblance of a navy thereafter.

Within the next 25 years, the United States found itself in-

volved in no fewer than four wars. These included the Quasi

War with France, fought mostly at sea in the West Indies be-

tween 1798 and 1801; the Barbary War against Tripoli in the

Mediterranean during 1801-1805; the War of 1812 (often called

the second war for independence) conducted from 1812 to

1815; and a brief naval conflict with Algiers in 1815. All except

the War of 1812 were primarily naval conflicts, and that war

contained essential naval and amphibious elements.

The most interesting amphibious incident of the Quasi War

occurred in May 1800 at the Spanish port of Puerto Plata,

From the very beginning, the Navy and Marine Corps were a team. One of the primary missions of early Marines aboard U.S. Navy ships was delivering accurate fire against personnel of an enemy ship, as these Marines in the rigging of USS Wasp are doing in the painting “USS Wasp vs. HMS Reindeer,” by Staff Sgt. John F. Clymer, 1945.

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137

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Santo Domingo, where French authorities held a captured

British ship named Sandwich. Capt. Silas Talbot of the frigate

USS Constitution learned of its presence in the Spanish port

and sought an opportunity to capture the prize. Talbot placed

about 90 Marines and sailors under command of Navy Lt.

Isaac Hull and Marine Capt. David Carmick into an innocuous

looking sloop named Sally. Once alongside Sandwich, the

sailors quickly captured the vessel while Marines assaulted

the protective forts and spiked their guns. The amphibious

raid on Puerto Plata proved a model of cooperation, speed,

efficiency, and effectiveness – even though of dubious legality.

A second amphibious raid of the Quasi War occurred in

September 1800 on the Dutch island of Curaçao. When local

authorities refused to assist the French frigate Vengeance –

severely damaged in battle with the American frigate USS

Constellation – they evoked the ire of French officials who in-

vaded the island, driving its inhabitants into a single fort and

intimating hostile intentions toward expatriate Americans.

The United States Navy responded by sending the sloops of

war USS Merrimack and USS Patapsco into the area and land-

ing a force of Marines led by Lt. James Middleton. The Ameri-

can naval and amphibious action forced the French to with-

draw, leaving the island in allied hands. These amphibious

actions, like the naval service in general, proved an effective

(if limited) tool of U.S. policy during the Quasi War.

The Barbary War of 1801-1805 began primarily because

the Bashaw of Tripoli, Yusuf Karamanli, resented the larger

American tribute paid to Algiers, Tunis, and Morocco for

safe passage within the Mediterranean Sea. Despite treaties

negotiated during the 1790s, unstable relations between the

United States and Barbary rulers remained the norm. During

the initial phases of the war with Tripoli, American leaders

attempted to bring Yusuf to heel through a naval blockade

and offshore bombardment. When this approach proved

ineffective, the idea of regime change gained credibility

among American leaders. This concept sprang from an

ongoing effort by Hamet Karamanli – Yusuf’s older brother,

who believed himself the rightful ruler – to regain control of

Tripoli. Hoping to exploit the conflict between America and

Tripoli, Hamet guaranteed lasting peace if the United States

helped restore him to power. Commodore Edward Preble,

the American commander in the Mediterranean, believed

supporting Hamet offered a prospect for success and that

restoring him to power would bring substantial benefits to the

United States throughout the Barbary Coast.

Commodore Samuel Barron arrived in the Mediterranean dur-

ing September 1804, commanding the largest naval force the

United States had ever assembled up to that time. In addition to

a powerful naval squadron, Barron carried instructions from the

president of the United States directing, in the strongest terms

yet, aggressive and determined action against Tripoli and other

Barbary powers if necessary. In addition, he brought William Ea-

ton, who held a commission from the Secretary of the Navy as

the U.S. naval agent to the Barbary Regencies, subject only to the

Left: Maj. Samuel Nicholas. As a captain, Nicholas led the Continental Marines in the young nation’s first amphibious raid. Right: Lt. Presley O’Bannon, with seven other Marines, a U.S. Navy midshipman, and a mercenary army, took the fortress at Derna and raised the American flag for the first time over foreign soil.

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139

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orders of Barron. Eaton was determined

to install Hamet as Bashaw of Tripoli, and

believed the first step involved capturing

the city of Derna in the eastern part of the

principality. Attacking Derna would open

a second military front, thereby increas-

ing political, economic, and diplomatic

pressure on the Bashaw in the view of

American commanders on the scene. To

undertake the Derna operation, Eaton

first needed to find Hamet, last known to

be in Alexandria, Egypt.

Barron assigned Master Comman-

dant Isaac Hull – who had previously

worked with Marines in the capture of

Sandwich at Puerto Plata – and the brig

Argus (later Hull added Hornet and Nau-

tilus), to support Eaton’s effort to locate

Hamet and conduct operations against

Derna. Marine Lt. Presley O’Bannon

became the third key officer of this dy-

namic team that exemplified, in every

way, the concepts of cooperation and

mutual support. Arriving in Alexandria

in November 1804, Eaton located Hamet

– who had allied himself with a Mam-

eluke faction – and made final plans

for joint and combined action with Hull,

O’Bannon, and Hamet’s supporters. The

American commanders envisaged an at-

tack on Derna from both land and sea,

and then driving westward along the

coastline to capture Benghazi and the

capital city of Tripoli. The expedition’s

strength would reach about 500 to 600

men including O’Bannon’s detachment

of seven U.S. Marines.

While Hull prepared his ships for

the assault, Eaton and O’Bannon under-

took one of the most heroic and ardu-

ous marches in military history across

a hostile desert with limited provisions

and mutinous comrades. After arriving

outside Derna, Hull began a powerful

bombardment of the city and its forts,

destroying several batteries and eventu-

ally driving some of the Tripolitans from

their guns and defenses. The Marines

then attacked along the beach at water’s

edge with Hull’s naval guns clearing

the way. Concurrently, Hamet and his

mounted Arabs circled south and west

of the city, attacking from the opposite

direction. Eaton and O’Bannon led a

direct assault that carried the hostile

ramparts and part of the city. O’Bannon

then turned the defender’s guns on the

fleeing enemy just as Hamet’s Arabs at-

tacked from landside, resulting in com-

plete victory and possession of both fort

and city. Just before turning the fort’s

guns on the fleeing enemy, O’Bannon

had removed the enemy standard from

its staff and planted the American flag

for the first time on a hostile foreign

shore. The United States Marines had

gone “to the shores of Tripoli.”

The loss of Derna, coupled with the

bombardment and blockade of Tripo-

li, caused the Bashaw to seek peace

through the offices of the Spanish consul

in Tripoli. Tobias Lear – the U.S. consul

general to Algiers – negotiated a favor-

able treaty in 1805, which did not include

the traditional tribute or customary pres-

ents to the Bashaw. American success

in the Tripolitan War had many compo-

nents, of which the capture of Derna was

only one. Yet that action constituted the

key ingredient, and succeeded despite

its complexity and many potential fail-

ure points. In the final analysis, Derna

was captured because of the active, as-

sertive, and cooperative leadership of

the three principal commanders: Eaton,

Hull, and O’Bannon.

Throughout the 19th and 20th centu-

ries, there followed numerous expedi-

tionary operations in the Caribbean,

Central America, and the Pacific Basin.

A depiction of the landing of the American forces under Gen. Winfield Scott at Veracruz, March 9, 1847. The cooperation between U.S. Navy Commodore David Conner and Scott represented a future model for the Navy and Marine Corps team.

USS NEW YORK LPD 21

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The subjugation of California during the 1846-1847 Mexican-

American War resulted primarily from a series of amphibi-

ous landings along the Pacific coastline spearheaded by the

Navy and Marine Corps team, often in conjunction with Army

units ashore or afloat. Of course, the landing at Veracruz dur-

ing 1847 ultimately resulted in the capture of Mexico City

and the subsequent treaty of Guadalupe Hidalgo. The Vera-

cruz operation primarily involved Army and Navy elements

with Marines serving in a more subsidiary role, though many

served all the way to the Halls of Montezuma. The cooperation

between Commodore David Conner and Gen. Winfield Scott

in capturing the key costal city of Veracruz proved exemplary

and provided an excellent future model for the Navy and Ma-

rine Corps team.

Over time, the role of the Marine Corps evolved from a small

ancillary organization into the major military force that exists

today. An important reason for that expansion involved the lead-

ership of key officers in the 1920s and 1930s. During that era,

senior military officers throughout the world believed amphibi-

ous warfare had no place in serious military planning, due to

the disastrous 1915 Gallipoli campaign of World War I. But a

small group of Marine and Navy officers thought otherwise,

and worked to develop the theory, concepts, doctrine, and

equipment that proved so critical to the amphibious successes

of World War II. This intellectual undertaking, coupled with

operational achievement in actual warfighting, established the

Marine Corps as the lead service for amphibious warfare with-

in the American military establishment, and created the basis

for its elevation among the military services.

Although disagreement and discord often exists between

Navy and Marine Corps leaders on important issues including

equipment design, tactical and operational employment

of forces, and command relationships, it is typically the

productive type that results in better policy, doctrine,

plans, and operations through the interchange and vetting

of ideas and concepts. Ultimately, this process contributes

to improved war preparation and success in combat. The

most notable example of this at work is the World War II

relationship between two giants of that era, Richmond Kelly

Turner and Holland M. Smith. As a rear admiral during the

Central Pacific Campaign of 1943-1945, Turner commanded

the navy’s amphibious force while Smith, holding the rank

of major general and later lieutenant general, commanded

the Marines. Both men were highly intelligent, strong willed,

and totally dedicated to the honor and success of their

service. They often clashed and some of their confrontations

became legendary throughout the Pacific. Yet both valued

the role of the other’s branch and their disagreements always

focused on how to best accomplish the mission. They often

compromised, but only after all possible options received

Secretary of the Navy James Forrestal (second from left), confers with Vice Adm. Richmond Kelly Turner (left), Lt. Gen. Holland M. Smith, and Rear Adm. H. W. Hill (right). The relationship between Turner and Smith was sometimes stormy, but they worked together to develop outstanding operational plans, and fought and won their way across the Pacific together during World War II.

143

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due consideration under the strongest

possible sponsorship. As Smith

characterized their relationship after

the war, “Kelly Turner and I were to

be teammates in all my operations. He

commanded Fifth Amphibious Force

while I commanded the expeditionary

troops that went along with the Navy

and our partnership, though stormy,

spelled hell in big red letters to the

Japanese.”

Technically, the Navy and Marine

Corps team constitutes a joint force, and

its expeditionary incursions qualify as

joint operations. Yet in reality, the Navy

and Marine Corps team constitutes

something much better than a joint

organization. The two services have roots

in a close and integrated tradition built

over two centuries of operating together,

making them two integral elements of a

single naval force. This goes far beyond

simply working together in planning and

operations. It includes such key elements

as combined staffs, common doctrine,

frequent exercises and operations, and a

sense of shared experiences, all of which

contribute to a common institutional

culture in the field of amphibious and

expeditionary warfare. The fact that both

services reside within the Department

of the Navy is also important, but does

not adequately explain the symbiotic

nature of their relationship. That is

more correctly found in the history and

traditions of the two branches.

During the 1990s, as America’s sea

services sought new roles and missions

for the post-Cold War era, they issued a

series of strategic and operational con-

cept papers most typified by the docu-

ment entitled “…From the Sea.” This

missive attempted to redirect the Navy

away from the blue water strategy of the

1980s toward a more littoral approach

focused on peace operations, humani-

tarian actions, and power projection

in support of U.S. overseas objectives.

The concepts embodied in “…From the

Sea” emphasize the importance of un-

obtrusive forward presence and the

flexibility of sea-based expeditionary

forces. It brought the Navy closer to the

Marine Corps in terms of roles and mis-

sions and seemed to offer a new and

different approach in the use of naval

forces within the “New World Order.”

The resulting expeditionary mindset

created an environment exemplified by

high operational tempos for America’s

Amphibious Ready Groups.

Although raised to a new level of prom-

inence in “…From the Sea,” Amphibious

Ready Groups have been around for a

very long time and are the true inheritor

of traditions crafted at New Providence

in 1776, Derna, Tripoli, in 1805, the Cen-

tral Pacific in the 1940s, and numerous

climes and places in the over 200 years

of American history. As Lt. Cmdr. Terry

O’Brien stated in his 1993 Marine Corps

Command and Staff College thesis

paper, “‘…From the Sea’ has not discov-

ered a new form of warfare – it has re-

discovered the capabilities of the Navy/

Marine Corps team.” In an era heavily

influenced by the “jointness” mentality

spawned by the 1986 Goldwater-Nicho-

las Act, it would be hard to find a better

model than the Navy and Marine Corps

amphibious team.

U.S. Marine Corps MV-22 Ospreys, assigned to Marine Medium Tiltrotor Squadron (VMM) 263, Marine Aircraft Group 29, prepare for flight on the deck of the multipur-pose amphibious assault ship USS Wasp (LHD 1). Wasp was on surge deployment to the Middle East. Today’s Amphibious Ready Groups are the inheritors of traditions crafted over more than 200 years of Navy and Marine Corps history.

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The amphibious assault ship USS Kearsarge (LHD 3) passes by the Statue of Liberty as it steams up the Hudson River during the Parade of Ships for Fleet Week New York 2008. More than 4,000 sailors, Marines, and Coast Guardsmen would participate in various community relations projects and make a port call to New York City.

THE NAVY AND NEW YORK CITY

To those who don’t know its history well, New York City may not appear to

be a Navy town. However, the connection between the U.S. Navy and New

York goes back to the dawn of the country. In fact, New York Harbor was

a site of major military action during the American Revolution, and the

relationship has continued to the present.


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rary

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istor

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The first naval engagement in New York was not a battle

between warships but rather a joint operation where sailors

transported soldiers. George Washington knew that, after

being forced to evacuate Boston in March 1776, the British

would probably attack New York next, because New York

City was America’s most important port, and if the British

could capture the Hudson River, it would split the colonies

in two.

As Washington anticipated, on June 28, 1776, Gen. William

Howe landed an army on Staten Island, and during July, the

Royal Navy under Howe’s brother, Adm. Lord Richard Howe,

brought more troops and more ships. An eyewitness wrote:

“The whole bay was full of shipping as it could be. I thought all

London afloat.”

Because then-New York City and the immediately surround-

ing area was ringed by water, the British could strike where

they wished. Washington’s 20,000 men were positioned along a

line running from Flatbush in Brooklyn, across the East River,

to the southern tip of Manhattan and then up to Washington

Heights in northern Manhattan. Washington’s artillery at the tip

of Manhattan made an attack on the American center a poor

option, and also precluded the British sailing up the Hudson

and attacking Washington’s right flank. However, if the British

could take Brooklyn Heights – the highest point in the area –

Washington’s position would be untenable.

Realizing the importance of the Heights, Washington de-

ployed the majority of his army to Brooklyn. But on Aug. 22, us-

ing nearly 90 frigates, the British moved 20,000 men from Staten

Island to Brooklyn. Over the next few days, the British inflicted

heavy casualties, and the Americans retreated to their fortifica-

tions on Brooklyn Heights.

Because of the casualties they had sustained attacking

fortified positions during the Battle of Bunker Hill, the British

decided not to assault Brooklyn Heights immediately. After all,

Washington had his back to the East River and the Royal Navy

controlled the waters. To the British, Washington’s position was

unsustainable.

While Washington did not have any ships to challenge the

Royal Navy, he did have sailors. A regiment of seamen from

Marblehead, Mass., had come down to fight in New York. Wash-

ington directed the Marbleheaders to secure some small boats

Above: David Bushnell’s Turtle. Sgt. Ezra Lee attacked the Royal Navy’s HMS Eagle unsuccessfully in New York Harbor with the submarine. Right: Commo-dore Stephen Decatur’s unsuccessful sortie in command of USS President also originated in New York Harbor.

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149


tiona

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and ferry the Continental Army across

the East River during the night of Aug.

29-30. Everything had to be done in com-

plete silence to avoid alerting the en-

circling British Army or the Royal Navy.

Accordingly, the sailors tied their shirts

around the oars to muffle the sound. In

the morning, a thick fog covered the fi-

nal stages of the evacuation. Washing-

ton was in the last boat across.

The significance of what these sailors

did cannot be overstated. If the Con-

tinental Army had been forced to sur-

render in Brooklyn, the rebellion would

have been only a footnote in British his-

tory textbooks.

Within a few days of the evacuation

the Americans struck back against the

British fleet in New York Harbor with the

first attack by an American submarine

on an enemy warship.

During the Boston campaign, Wash-

ington was approached by a young Yale

graduate named David Bushnell, who

had the preposterous idea of attacking

the British fleet from underwater. “Al-

though I wanted faith myself,” Washing-

ton wrote, “I furnished him with money

and other aids to carry it into execution.”

Bushnell called his craft “The Turtle”

because it looked like two turtle shells

glued together. Since she was only 7 feet

high and 4 feet in diameter, there was

only room for one man inside. By moving

handles inside the craft, the driver op-

erated two screw-like oars. One moved

Turtle forward and backward, while the

other helped the craft to ascend and de-

scend. Diving and surfacing were also

facilitated by foot-operated valves that

allowed water to be pumped in and out

of tanks in the hull. Normally, Turtle trav-

eled along with a snorkel extending 6

inches above the surface, but she also

had the ability to dive deeper for short

periods.

Turtle’s armament consisted of a

50-pound keg of gunpowder with a time-

delayed flintlock detonator. After diving

under an enemy ship, the sub’s driver

would drill a hole in the enemy hull

and attach the bomb with a chain. Then

Turtle would pull away before the bomb

exploded.

On Sept. 6, 1776, Turtle was ready to

challenge the British fleet in New York

Harbor. With Sgt. Ezra Lee at the con-

trols, Turtle attacked HMS Eagle, Lord

Howe’s 64-gun flagship, not far from Lib-

erty Island.

Lee dove under Eagle, but his drill

could not penetrate the British ship’s

hull, either because of the copper

sheathing used to protect the wood

against marine growth or because of

the hull’s curvature. With his air supply

running out, Lee gave up and surfaced.

When a patrol boat spotted her, the sen-

tries fired muskets as their boat rowed

after the strange craft. Lee released

Turtle’s bomb, which exploded near the

mouth of the East River. The ensuing

geyser so startled the British that they

did not pursue Turtle any farther.

Bushnell “labored for some time inef-

fectively and though advocates for his

scheme continued sanguine, he never

did succeed,” Washington recalled.

However, he continued, “I then thought

and still think that it was an effort of ge-

nius.”

The War of 1812 also created connec-

tions between the U.S. Navy and New

York. By December 1814, the war was a

stalemate. The Royal Navy, the largest

navy in the world, blockaded America’s

ports, crippling the American economy.

What remained of the small United

States Navy was bottled up in ports

along the East Coast. In New York Har-

bor, Commodore Stephen Decatur wait-

ed for a chance to break out. Decatur’s

bold exploits during the Barbary Coast

war had won him international fame, and

his victory over HMS Macedonian while

commanding USS United States had

been one of the bright spots for America

in the war.

Decatur’s current ship, USS President,

had been built in New York Harbor in

1800, and was a technological marvel.

She was bigger and more powerful than

any British frigate and faster than the

British ships of the line. On the open

ocean, she could outrun anything that

could sink her and sink anything that

could catch her.

The Monitor after her fight with the Merrimack. Near the gunport can be seen the dents made by the heavy steel-pointed shot from the guns of the Merrimack. Monitor’s hull was forged at nine loca-tions in Brooklyn and Manhattan.

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151


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Decatur’s orders were to take President to the Indian Ocean

to attack the commerce between Britain and her Asian colo-

nies, in order to force the Royal Navy to deploy ships away

from America. The only obstacle was a powerful British flotilla,

which included a modified ship of the line, blockading just out-

side New York Harbor.

When an early winter storm blew the British flotilla out to sea,

Decatur seized the opportunity and brought President out into

the outer bay, but the ship ran aground off Sandy Hook. The

crew lightened President, but the waves merely lifted her and

then smashed her keel down against the hard sand. Finally, af-

ter hours of toil, the badly damaged President was free, but the

gale was blowing her away from New York Harbor.

Given the damage and the proximity of the enemy, Decatur

could have scuttled the ship and taken the crew back to the

safety of the shore. However, America did not have ships to

spare, and he took President along Long Island’s coast toward

New England in hope of finding a safe place for repairs.

Suspecting that the Americans might use the gale to break

out, Commodore John Hayes, in command of the British flotilla,

scouted the surrounding waters before returning to station. As

luck would have it, Hayes’ frigates spotted the crippled Presi-

dent and he gave chase with his squadron.

It was clear that President could not outrun the pursuers, so

Decatur launched a desperate plan to turn, board, and capture

the lead British frigate, Endymion. However, although Deca-

New Yorker John P. Holland’s USS Holland. Holland was the world’s first fully operational submarine and was built in Elizabeth, N.J.

USS NEW YORK LPD 21

152

tur succeeded in putting Endymion out of action, she kept far

enough away to prevent Decatur from boarding.

With two more British frigates about to come within range,

Decatur had no choice but to break off. However, President was

suffering not only damage caused by the grounding but also

from the fight with Endymion. Decatur had taken several calcu-

lated risks: leaving New York under the cover of the storm, con-

tinuing on after the grounding, and giving battle to Endymion.

He could turn again, hope to defeat the two frigates before

Hayes in his modified ship of the line arrived, and then outrun

the capital ship. However, that would further risk the lives of

his crew with little chance of success. Rather than go down in a

blaze of glory for pride’s sake, Decatur took what was, for him,

undoubtedly the more difficult path, and he struck his colors.

One of the more unusual connections between New York

City and the Navy involves the only American capital ship lost

during World War I, a ship that now lies just outside of New

York Harbor, 13.5 miles south of Fire Island Inlet. USS San Diego

(ACR 6) was an “armored cruiser” – a class of warship just short

of being a battleship. During World War I, her primary role was

Atlantic convoy duty.

On July 19, 1918, she was returning to New York to pick up

another convoy when a lookout spotted what appeared to be a

periscope in the water. San Diego’s captain, Harley H. Christy,

sent the crew to battle stations and after several shots were

fired, the submarine disappeared. Nonetheless, Christy con-

tinued to zig-zag at approximately 15 knots and kept his crew

at alert.

Less than an hour later, an explosion sent smoke a hundred

feet high, and water began pouring into San Diego’s port en-

gine room. In an attempt to save his ship, Christy decided to

try to beach San Diego on Long Island. However, the engine

spaces flooded and the ship sank within 30 minutes of the ex-

plosion. After abandoning ship, her crew reportedly sang “The

Star Spangled Banner” as their ship went down.

Being a battleground is not New York City’s only connection

to the Navy. For example, New Yorkers have built a long line

of Navy ships; many were innovative and many helped shape

America’s sea services.

USS Monitor, the most famous Civil War warship, was a con-

sequence of the Union’s Anaconda Plan, which sought to end

the rebellion by encircling the Southern states. Vital to this

strategy was a naval blockade that would prevent the Confed-

eracy from trading with countries such as Britain and France.

The Confederate States had no pre-existing navy and no re-

alistic hope of building one. Instead, it looked to technology. Lt.

J.M. Brooke, CSN, proposed to take the remains of a steam frig-

ate that had been burnt to the waterline when the Navy aban-

doned its base at Norfolk, Va., and turn her into an ironclad ram.

Such a ship would be impervious to round shot fired from the

wooden-hulled Navy blockaders, and she would be able to sink

such ships by gunfire or by ramming. Commissioned as CSS

Virginia, she is more often remembered by her original name:

Merrimack.

When news of the Southern plan leaked out, leaders in Wash-

ington called for proposals for a ship to counter Merrimack. New

Yorker John Ericsson submitted a plan for a radically different

ship with no sails or elaborate rigging – just steam power. She

would be made almost entirely of iron and would be only 173 feet

long, with a beam of 41 feet. Rather than rows of guns along the

sides, she would have a revolving turret with two 11-inch guns,

and her freeboard would be so low that the sea would wash

across her decks, making her a very difficult target.

To save time, Monitor’s hull was forged at nine locations in

Brooklyn and Manhattan, and she was built in only 120 days.

On March 6, 1862, she left New York and proceeded to Hamp-

ton Roads, Va., where Merrimack had just begun attacking the

blockading Union ships. Two days later, the two ships met and

battled for four hours until Merrimack withdrew. Although Mer-

rimack was only damaged, she was never again able to attack

the blockade fleet, and the crucial Union blockade continued.

John Holland was an Irish immigrant who taught school on

the New Jersey side of New York Harbor, and he was at the

center of another naval technological advance associated with

New York City. He had always been interested in the sea, and

in his spare time Holland studied the work of ship designers,

eventually developing his own design for a workable subma-

rine. However, when he sent the design to the Navy in 1875, it

was rejected.

Undaunted, Holland found funding from an unusual source.

The Fenian Brotherhood wanted to oust Britain from Ireland,

and Holland persuaded them that with his submarine, they

would be able to challenge the Royal Navy. Impressed by a

30-inch model that Holland demonstrated at Coney Island, the

Fenians funded the construction of two full-size submarines.

“There is scarcely anything required of a good submarine

boat that this one did not do well enough, or fairly well,” Holland

said of the second of these boats. She was built in Manhattan

and launched in the Hudson in 1881. Holland’s design is widely-

recognized as the first modern submarine.

Over time, the Fenians withdrew their support, but various

other backers came and went while the Navy vacillated about

whether or not it needed submarines. Meanwhile, Holland

tested and improved his design in New York harbor. Finally,

after Adm. George Dewey, the hero of the Battle of Manila Bay,

testified before Congress in 1900 in support of Holland’s sub-

marines, the United States made a firm commitment. Its first

true submarine, USS Holland (SS 1), was built in Elizabeth, N.J.,

part of New York Harbor.

New York Naval Shipyard, generally called the Brooklyn

Navy Yard, is another important chapter in New York City’s

connection with the Navy. In 1801, the federal government

purchased 40 acres along the East River in Brooklyn for a

shipyard, and by the time the yard was decommissioned in

1966, New Yorkers had built many famous Navy ships there,

including USS Fulton (the Navy’s first steam-powered ship),

USS Maine (BB 2, one of the first battleships and whose sinking

led to the Spanish-American War), USS New York (BB 34,

which fought in World War I and World War II), USS Arizona

(BB 39, which still lies at Pearl Harbor), and USS Missouri (BB

63, where the Japanese surrender was signed), as well as the

aircraft carriers Bennington (CV 20), Bon Homme Richard (CV

31), Kearsarge (CV 33), Oriskany (CV 34), Franklin D. Roosevelt

(CV 42), Saratoga (CV 60) and Independence (CV 62). The last

capital ship built in Brooklyn, USS Constellation (CV 64), left the

U.S. fleet in 2003.

In addition to building them, ships were repaired and up-

graded at the Brooklyn Navy Yard. For example, Dr. Lee For-

rest’s radiotelephone was tested there in 1907 and then in-

stalled throughout the Great White Fleet. The yard installed the

radar that enabled the battleship Washington (BB 56) to turn

back a more powerful force in a night battle in November 1942,

Blue of the Mighty Deep Gold of God’s Sun.

Celebrating the Commissioning of the USS New York

ARIZONA CALIFORNIA COLORADO MARYLAND NEW JERSEY NEW YORK TEXAS VIRGINIA

USS NEW YORK LPD 21

154

helping thwart the Japanese in their efforts to retake Guadalca-

nal. In 1952, USS Antietam (CVA 36) was modified in Brooklyn to

become the Navy’s first angled deck aircraft carrier.

The fact that the Navy has been shaped by people from

New York is yet one more connection between New York City

and the Navy. For example, Theodore Roosevelt, one of the

most influential advocates for a strong U.S. Navy, was born in

Manhattan in 1858. Teddy Roosevelt influenced naval strate-

gy, and as Assistant Secretary of the Navy, he fought to rebuild

the Navy, which had been allowed to deteriorate following the

Civil War. He also advocated new technologies, and as presi-

dent he continued to strengthen the Navy and deployed the

Great White Fleet to sail around the world to demonstrate that

America had become a world power.

Beyond famous individuals, many thousands of New Yorkers

have helped shape the sea services by serving in the Navy, Ma-

rine Corps, and Coast Guard, and 76 sailors and Marines from

New York State have received the Medal of Honor. Thousands

of New York civilians worked in the Brooklyn Navy Yard and in

satellite industries that supplied the Navy yard. And to these

numbers must be added the thousands of families that have

sacrificed to support loved ones who served directly in the na-

tion’s sea services.

Twenty-five years ago, New York City began an annual tra-

dition called Fleet Week, a few days that focus on those who

are currently serving the United States in its sea services. Dur-

ing that week each year, the Navy arranges for several ships

to spend some of their liberty time in “the Big Apple,” and the

city turns out to express its appreciation for the visiting sailors

and Marines.

When all is said and done, it seems that New York City really

is a Navy town.

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LPD 21 USS NEW YORK

A 1915 photo of USS New York (BB 34) in the Brooklyn Navy Yard, where she was built. Her keel was laid on Sept. 11, 1911.

156

Master Ebbitt was writing to the Herald to donate $2 of his

hard-gotten money – saved up for Christmas – to a state-wide

subscription effort that was raising money for a formal presen-

tation silver service to be given to what was at the time the U.S.

Navy’s newest all-steel warship, the armored cruiser USS New

York (ACR 2). This service would be a representation of the Em-

pire State, preserved in silver, that would accompany the ship

during the course of its career at sea. The cruiser, launched

only days before at the Cramp Shipyard in Philadelphia, Pa.,

was the latest installment in a movement barely a decade old to

create a “new Navy” for a United States that was just reawaken-

ing to the possibilities of modern naval power. Ebbitt, and many

other New Yorkers like him, saw the creation and donation of

a silver service as a way to show just how much this new Navy

meant to him, and today that spirit has been carried on in the

new USS New York (LPD 21).

The Herald had more than a passing interest in the project

to purchase a silver service for the New York; the newspaper,

in fact, led the effort to raise money for the service. The paper

also put its money where its mouth was by contributing $500

toward the $6,000 thought necessary to purchase a service of

suitable size and quality. It was a grand gesture in an era that

appreciated and encouraged flamboyant expressions of patrio-

tism. On the occasion of the presentation of the service to the

armored cruiser New York in October 1893, New York Congress-

man Amos J. Cummings declared that the silver service “embod-

ies not only the gratitude but the hopes of the people. From this

time on it is an integral part of the armored cruiser in war and in

peace, a mute reminder of their love and confidence.”

Today, this presentation silver service, combined with that of

the battleship New York (BB 34) made more than two decades

later, remains a stunning reminder of Empire State craftsman-

ship and artistry from a bygone time. The tradition of donating

silver services and other valuable keepsakes to warships is an

old one, but it saw its heyday in the United States in the years

1890 to 1920, a time corresponding to a renaissance in naval

shipbuilding and a national mood that was profoundly aware

of the role the Navy was playing in the country’s emergence

as a world power. Perhaps more than in any other era of United

States history, many average Americans at the dawn of the 20th

century (even 12-year-old boys) were bound to agree with Presi-

dent Theodore Roosevelt’s assertion that “we have deliberately

made our own certain foreign policies which demand the pos-

session of a first-class navy.”

SILVER

WEDDED

TO STEEL:

A TRADITION

CARRIES ON

IN USS NEW

YORK

(LPD 21)

“I am only a small boy … just twelve years old, but I read the HERALD, and I’m awfully glad that

we are going to have a navy at last that amounts to something,” wrote Henry Ebbitt, a young

Gothamite and reader of The New York Herald, in December 1891. “When I grow up,” wrote the

precocious boy, “I want to know that I have done something to make the fellows who will do the

fighting on the New York feel that they and their ship are appreciated.”

By Colin E. Babb

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USS NEW YORK LPD 21

This flower bowl with Henry Hudson’s Half Moon as a handle was made by Tiffany & Co. and presented to the battleship USS New York (BB 34) circa 1916 by the state of New York.

158

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USS NEW YORK LPD 21

For the generations that funded, built, and manned the ar-

mored cruiser and battleship New York, there was no finer ex-

pression of civic pride in that Navy than the presentation of a

“first-class” silver service. These essentially dining sets were

eminently practical. However fancy or decorative they might

have been, they were meant to be used and not just to be ob-

served from afar. Such presentations by cities, states, or other

organizations go back to the earliest days of the U.S. Navy, and

mirror similar customs in other navies, such as the Royal Navy.

According to the Naval Supply Systems Command, which man-

ages presentation silver in the Navy, currently there are more

than 18,500 objects associated with silver sets in storage, on

display, or on ships.

The earliest U.S. naval presentation silver dates from the

late 18th and early 19th centuries, to the time of the Barbary

Wars and the War of 1812. The deeds of captains during heroic

victories at sea, such as those of Isaac Hull, Stephen Decatur,

and Oliver Hazard Perry, were commemorated with gifts of sil-

ver vases, urns, and tableware sets from thankful citizens in

seacoast cities such as Baltimore, Md., and Philadelphia. The

practice of honoring individual achievement continued to the

Civil War, when Tiffany & Co. marked key moments such as

Abraham Lincoln’s first inauguration in 1861 with a silver pitch-

er presented to the president, and the battle between the USS

Monitor and CSS Virginia in 1862 with a five-piece tea set given

to Monitor Chief Engineer Alban C. Stimers by the ship’s de-

signer, John Ericsson.

In the 1880s, the Navy came out of a 20-year slumber when

the aging wooden, sail-steam hybrid vessels held over from

the days of the Civil War began to be replaced with new ships

of all-steel construction with all-steam power plants, electric

generators, and modern naval weaponry. By the time of the

launching of the armored cruiser New York in 1891, the U.S.

Navy was just beginning to build its first battleships. These

vessels arrived in the midst of the “golden age” of presenta-

tion silver, when people were eager to show their appreciation

for an Army and Navy that were important and visible sym-

bols of the nation’s new-found identity as a modern industrial-

ized country, respected around the world for its technological

achievements. Rather than honoring the activities of individu-

als, the silver of this era was intended to honor vessels and

their namesakes.

The naming of these new ships was done with a certain

amount of thought, and was intended to be both logical as well

as practical. Cruisers were to be named for cities, while the larg-

er battleships would be named for states. “The wisdom of the

laws that assign American place names to our naval vessels is

apparent,” observed The New York Times in 1891. “They supply a

sensible system of nomenclature … instead of the old-time Greek

and Indian medley, spiced with zoology, mythology, and abstract

ideas. And in addition, they often arouse a specific local inter-

est in the navy, which we see nowadays manifesting itself in the

form of very handsome christening gifts.” The service for the ar-

mored cruiser New York was one of the earliest made in this new

movement, and New York City leaders in particular had every

intention of making it the grandest service in the Navy thus far.

The effort to give the New York a presentation silver service

began, perhaps appropriately enough, on Thanksgiving in 1891

with an editorial in The New York Herald. “Knowing how keenly

the officers and men of our navy appreciate every … evidence

of national and State approval the HERALD proposes that our

citizens shall contribute to a service of plate to be presented

the ship when she is first commissioned,” the paper declared.

The following day, the Herald announced the very first con-

tributions to the cause: $100 from J. Seaver Page and $2 from a

“Believer in the New Navy.” Soon, the Herald put $500 of its own

money into the pot, and over the next several months it gave

updates on the campaign, proudly listing new donors by name

and the amount of money they had contributed. Assistant Secre-

tary of the Navy James Russell Soley thought that the gift of a sil-

ver service to the New York was “a capital idea,” and Jefferson

M. Levy, who was the then-current owner of Thomas Jefferson’s

estate of Monticello, hoped that the paper would “succeed in

obtaining a large sum and thereby be enabled to make the ser-

vice of gold instead of silver.”

In March 1892, the campaign came to an end when it was an-

nounced that a final $1,400 would be contributed by Jeannette

Thurber, president of the National Conservatory of Music of

America, from ticket sales for a concert given on March 23 on

behalf of the New York. The Herald announced a prize of $200

for the winning design for the silver service, and eventually

28 sets of designs were submitted, of which 13 were deemed

worthy enough to be submitted to the panel of judges. The win-

ning design chosen by the panel was submitted by Charles Os-

borne, chief designer of the Whiting Manufacturing Company,

one of the nation’s leading silver firms.

It took more than a year-and-a-half to make the service, which

was presented on Oct. 25, 1893, to the newly commissioned New

York. The captain, John W. Philip, accepted it as an important

symbol that would embody “on foreign stations the hospitality

and good fellowship of the American people at home.” The

service was, in terms of number of pieces, somewhat modest

A silver punch bowl, made by Whiting and presented to the armored cruiser USS New York (ACR 2), circa 1878 by the New York Yacht Club.

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161

LPD 21 USS NEW YORK©

Tiff

any

& Co

.

– about 20 major pieces – but it was

decorated with ornate representations

of the Stars and Stripes, an American

eagle, and the Seal of the State of New

York. The centerpieces were several

punch bowls, one of which was an

additional piece donated by the New

York Yacht Club. Recently, the set was

valued at more than $260,000.

The silver service served as an im-

portant part of a ship’s ability to en-

tertain guests, a function taken advan-

tage of perhaps more in the past than

today, but silver services still serve

their original purpose in the modern

fleet. Even in the early decades of

the 20th century, the use of silver ser-

vices for official occasions was often

dictated by the whim of commanding

officers. The elaborate service made

for the cruiser Maryland (ACR 8) in

1905, for instance, was used regularly

in the officers’ mess; by the late 1920s,

however, the service was largely kept

in storage on board the new caretaker,

the battleship Maryland (BB 46). Be-

cause the centerpieces of most silver

sets were almost always punch bowls,

the etiquette and use of presentation

sets for foreign or official visitors often

revolved around the time-honored cer-

emony of toast giving.

Until the early 20th century, such

toasts of course were made with various

alcoholic concoctions. All this changed

in 1914 with the issuance of General Or-

der 99, signed by Secretary of the Navy

Josephus Daniels, which prohibited

alcohol on all Navy vessels and shore

stations. Unfortunately for the new bat-

tleship New York, about to be commis-

sioned in April of that year, the secre-

tary’s order (which would take effect on

July 1) arrived just in time to put a bit of

a crimp in the plans for a new silver ser-

vice to be added to that of the old cruis-

er. On April 7, just before signing the

Carswell Bill that appropriated $10,000

for a new presentation silver service that

eventually would be purchased from Tif-

fany & Co., New York Gov. Martin Glynn

was asked what would be substituted for

the punch bowl now that liquor had been

banned in the Navy. “Pickle dishes, I

guess,” was the governor’s sly reply.

In the end, the new service actually

did receive a punch bowl (presumably

for nonalcoholic punch). The new ser-

vice added important new pieces, such

as coffee pots (to serve the liquid that

soon overtook alcohol as the favored

shipboard beverage) and cigar boxes.

The central design of the service was

the combined use of the seals of New

York and the Department of the Navy,

and incorporated elements from Dutch

and English silver from the 17th century.

The centerpiece, meant for fruit or flow-

ers, has a miniature model of Henry Hud-

son’s ship, the Half Moon, which entered

New York Harbor in 1609. The service,

completed in late 1916, now consists of

more than 80 pieces and is valued at

about $400,000.

The combined sets served faithfully

on board the battleship New York for

nearly 30 years, being removed for op-

erations during both world wars, until

permanently removed in 1945 just be-

fore the ship was decommissioned.

Because of the size and quality of the

ship’s silver service, the set was sent

to the Naval Academy in Annapolis,

Md., nominally under the care of the

academy’s museum. Much of the silver,

however, ended up at Buchanan House,

the residence of the academy’s super-

intendent, where it has been used for

entertaining foreign and domestic dig-

nitaries. By one estimate, Buchanan

House was hosting about 10,000 guests

a year by the 1970s and was thought to

be only second to the White House in

terms of the number of official govern-

ment visitors who were entertained

there. Because of the nearly continu-

ous use of the silver service (greater,

indeed, than that of any active ships

in the fleet), the Navy declined six re-

quests between 1952 and 1986 to have

the service either moved to a new ves-

sel or back to the state of New York.

In each case, various Navy officials

cited the importance of the service to

the Naval Academy and the tradition

of keeping silver services with ships

bearing the name of the state from

which they had been received.

Today, a new USS New York (LPD 21)

is entering the fleet, the first vessel to

bear the name of both the state and

city of New York in more than 60 years.

A large portion of the historic silver

service from the armored cruiser and

battleship New York will go on board

its namesake vessel, carrying on the

old custom. These priceless objects

of naval silver will be carried to sea

once again, to serve as telling remind-

ers of the storied past of the Navy and

as symbols of the people of the Empire

State, which has given – and sacrificed

– so much for the sea services and the

nation.

With the new New York, additional

items will be added to the service. The

first of those new items is a coffee and

tea service donated by Tiffany & Co.

In addition, and as a special feature

to match the more utilitarian needs of

the times, Tiffany has created a regis-

try for the ship’s silver service, a list

of what New York needs in the way of

silver items. Now individuals can use

the registry to purchase silver directly

for the ship, and anyone interested in

becoming part of the history of the

new USS New York can go to the USS

New York Commissioning Committee

official Web site (www.ussny.org) and

click on a navigation bar labeled “Be

Part of Naval History” to get to the Tif-

fany registry.

Once again, silver and steel have

been bonded. This time the steel con-

tains 7.5 tons of that metal from the

remains of the Twin Towers, and the

silver, as established by long tradition,

has come from New Yorkers in support

of those who are defending their values

and lives.

One of the new silver pieces for USS New York from the ship’s silver registry at Tiffany & Co., an exam-

ple of one of the items that individuals or companies have purchased for the ship, some of them bearing

engraving honoring a 9/11 victim or veteran, or simply wishing the ship “Fair Winds and Following

Seas.” The new silver will join pieces from previous ships named New York, circa 1878 and 1914, many

of which were designed by Tiffany.

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A HISTORY OF THE NEW YORK COUNCIL

A student of the history of sea power, Theodore Roosevelt

was very concerned about the type of thinking that led to

such post-war reductions. During the second half of the 19th

century, he had seen the vast state-of-the-art fleet that ex-

isted at the end of the Civil War become small and obso-

lete. Since he believed that a strong Navy was a deterrent to

war, he viewed as short-sighted the notion that spending on

the sea services in times of peace is wasteful. Accordingly,

as a public figure, and especially as Assistant Secretary of

the Navy in the first William McKinley administration, he

pressed for naval preparedness.

At the same time, Roosevelt gathered around him like-mind-

ed people to help campaign for a strong Navy. Since Roosevelt

was a prominent New Yorker, it is not surprising that many of

the people who joined this circle were also New Yorkers.

In 1901, Roosevelt became president of the United States,

and made building and maintaining a strong, modern Navy a

key element of his agenda. Britain, Germany, Japan, and oth-

er powers were modernizing and enlarging their fleets. Still,

there was a need to educate and persuade other public offi-

cials and the general public why it was necessary for America

to do the same when two vast oceans separated her from these

potential belligerents.

During a meeting of the New York Commandery of the Naval

Order of the United States in November 1902, Herbert Satterlee

suggested the formation of a civilian organization that would


Looking across American history, one sees that in the Civil War, the Spanish American War,

World War I, World War II, and at the end of the Cold War, the United States had a large and

powerful fleet. Thus, it is tempting to conclude that from the time of President Lincoln onwards,

America has always had a powerful Navy. However, what actually happened was that after each

major conflict, spending on the Navy and Marine Corps was cut drastically and the size of the

sea services reduced to a shadow of their former selves, only to be rebuilt in haste when the

next war was upon the country.

Navy League of the United States

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LPD 21 USS NEW YORK

Opposite page: A group of New York Navy Leaguers during a visit to USS George Washington (CVN 73). Above: Capt. James B. Boorujy, commanding officer of USS Nassau (LHA 4) addressing members of the New York Council in his quarters on Nassau. Above right: Chairman of the Joint Chiefs of Staff Adm. Michael Mullen speaks with New York Council President Dr. Daniel Thys. Right: Sea cadets of the New York Council sponsored Capodanno unit at the controls of USS Springfield (SSN 761) during a Council visit.

provide support for the United States Navy similar to that pro-

vided to the Royal Navy by Great Britain’s Navy League. The

idea met with general approval and after obtaining the support

of the Navy Department, and with Roosevelt’s encouragement,

a committee met at the New York Yacht Club to draft a constitu-

tion for such an organization. Then, in January 1903, the organi-

zation was incorporated in New York as the Navy League of the

United States.

Membership in the new organization would be open to all

except serving sea services personnel and members of Con-

gress. Members would be grouped into local organizations

called “councils,” which would promote the interests of the

sea services on the local level. There also would be a national

board of directors and national officers who would interact with

the national government. Since the Navy League was a New

York corporation, both the national officers and the New York

Council were based in New York at the beginning.

As is evident from the successful around the world cruise

of the Great White Fleet at the end of the Roosevelt adminis-

tration, Roosevelt and the Navy League met with initial suc-

cess in persuading Congress and the public of the need for

a strong Navy. However, in the administrations that followed,

political and public sentiment turned against spending on

the Navy, which was deemed wasteful at best and provoca-

tive at worst. As a result, the military in general was largely

unprepared when the United States entered World War I in

1918.

The war created new roles for the Navy League beyond that

of educating the public about the sea services. Local councils

assisted in recruiting for the Navy and Marine Corps. In ad-

dition, the Navy League became involved in providing direct

support for members of the sea services and their families, in-

cluding legal services for sailors and Marines and insurance

for their dependents. Also, since the government had not made

adequate preparation to clothe the sea services, Navy Leagu-

ers sent clothing and other items of comfort to those serving in

the Navy and Marine Corps.

Following World War I, America went into disarmament

mode, and the sea services were slashed. At first, this was the

result of optimism that the world would not repeat the mistakes

that led to the war, but then as dictators took power in Germany,

Italy and Japan, isolationism became the driving force. Still, the

Navy League continued to argue for naval preparedness as the

nation’s first line of defense.

One of the ways of engendering support for the sea servic-

es was through Navy Day celebrations organized by the Navy

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LPD 21 USS NEW YORK

League. The first Navy Day was Oct. 27, 1922 – a date selected

because it was Roosevelt’s birthday. The festivities included

visits by Navy ships to American cities, where thousands would

go on board. In New York, it also included an annual dinner

where government officials and senior officers would speak.

These events attracted a great amount of press coverage and

helped to keep the Navy in the public eye.

In 1932, New Yorker Franklin D. Roosevelt became presi-

dent. Like his cousin, he had been an Assistant Secretary of

the Navy and was a great believer in sea power. However, pub-

lic sentiment was still strongly isolationist. Consequently, Roos-

evelt was grateful for the Navy League’s outspoken support for

his ship building program.

When war came, the Navy League again provided direct

support for those serving in the Navy and Marine Corps and

their families. The New York Council started a family assis-

tance program that purchased gifts and household necessities

for Navy families. Some 2,200 shopping orders were placed

each day in New York alone.

It also continued to play an active role in Navy Day celebra-

tions. The parade along Fifth Avenue in 1942 featured 10,000

sailors and drew 300,000 spectators.

After the war, the government once again slashed the fleet.

Indeed, considerable currency was given to the idea that nu-

clear weapons had made the Navy obsolete. The Navy League

argued strongly against such notions and was vindicated when

the Korean War demonstrated that a strong Navy was still very

much needed.

At a Navy League dinner in New York in 1952, Fleet Adm.

William “Bull” Halsey urged the League to “continuously keep

before our people the need for an up-to-the-minute Navy,” and

keeping the Navy in the public eye was a top priority for the

League throughout the Cold War period. To this end, in 1957,

New York Council President John J. Bergen persuaded New

York City officials to hold a parade honoring 67 Navy flag of-

ficers and Marine generals who led the sea services to victory

in the Pacific.

During this period, the Navy League also increased its

commitment to youth programs. At the urging of Adm. Arleigh

Burke, the Navy League created the Naval Sea Cadets Corps

as a separate but related organization. The New York Council

remains a sponsor of several sea cadet units.

Concerned about the unpopularity of the Vietnam War, the

Johnson Administration attempted to reduce the cost of the

war by reducing capital spending on the Navy. It also sought

to reduce cost by under-paying Navy sailors. The Navy League

protested both policies and was successful in persuading Con-

gress to pass an increase in pay for the military.

After the Vietnam War, the sea services once again suffered

severe cutbacks. However, with the election of Ronald Reagan

in 1982, the government’s attitude toward the Navy changed,

and it was recognized that a strong Navy was key to defeating

the Soviet Union. However, the public and Congress also had

to be persuaded.

The New York Council recognized that one of the ways of

developing public support for the Navy was to let the public

get to know the Navy first hand. There were no longer any Navy

bases in New York, ships were not being built at the Brooklyn

Navy Yard, and there was no longer a draft, so most New York-

ers never had any contact with the Navy. To rectify that situa-

tion, the New York Council proposed having a flotilla of Navy

ships come to New York each year so that New Yorkers could

visit the ships and the crewmembers and embarked Marines

could visit the city. After the successful visit to New York by

the battleship Iowa (BB 61) for the re-opening of the Statue of

Liberty, the Navy agreed, and the first Fleet Week was held in

1987. The New York Council has remained an active participant

in Fleet Week ever since.

In addition to the annual Fleet Week visits, the New York

council has sponsored Navy ship commissionings. In April

1997, it hosted the commissioning of USS The Sullivans (DDG

68). Shortly after the attacks of Sept. 11, 2001, the Council played

a leading role in the commissioning of USS Bulkeley (DDG 84),

which, like the commissioning of USS New York, took place at

Piers 86-88 in Manhattan. The Council also participated in the

commissioning of USS Lake Champlain (CG 57) in 1988.

Today, the New York Council is building upon its history. Just

as in 1902, the objective remains to provide support to the sea

services.

The first task undertaken by the Navy League was to educate

people about the sea services. In keeping with that mission,

the council presents programs throughout the year to inform

its members and the public of current issues facing the sea

services. Recently, these included talks by former Secretary of

Defense William Cohen, Deputy Secretary of Defense Gordon

England, Congressman Steve Israel, and Deputy Secretary of

Defense Tom Hall. A panel including former U.S. Senator James

Talent discussed the need for an adequate defense budget.

Rear Adm. Robert Reilly, USN, commander, Military Sealift

Command, was on another panel that discussed the state of the

U.S. Merchant Marine. The council has also presented three

symposia featuring members of the faculty of the Naval War

College.

Capt. Boorujy and New York Council visitors to USS Nassau.

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167

LPD 21 USS NEW YORK

When the sea services were developing a new maritime

strategy, the council hosted a public forum where then-Chief of

Naval Operations Adm. Michael D. Mullen spoke. It also hosted

a public forum where business leaders were able to speak with

Secretary of the Navy Donald Winter.

Each year the council offers opportunities for members to

meet on-duty sea services personnel and thus learn first-hand

about today’s services. In 2008 these included visits to USS

Bataan (LHD 5) and USS Nassau (LHA 4).

Communication is key to getting one’s message across.

Accordingly, in addition to the programs and events described

earlier, the council publishes its own magazine, The Log,

which features articles about the sea services in New York, the

council’s activities, naval history, and the issues confronting the

sea services. It is distributed to the council’s members, senior

officers of the sea services, colleges and universities, libraries,

and to executives of the merchant marine. In addition, the

council’s Web site brings the Navy League’s message to an even

wider audience.

The council also helps to inform the public about the sea ser-

vices by encouraging scholars to write about the sea services.

It co-sponsors – with the Theodore Roosevelt Association and

the Franklin and Eleanor Roosevelt Institute – the Roosevelt

Naval History Award, which is presented each year to an out-

standing author of a book on naval history.

A council tradition since World War I has been providing

direct morale-enhancing activities to members of the sea ser-

vices. To this end, the council has “adopted” the following ships

and stations: Coast Guard Sector New York; SUBGROUP TWO;

USS Dallas (SSN 700); USS San Juan (SSN 751); and USS Spring-

field (SSN 761). Council members periodically travel to the SUB-

ASE in New London and provide lunch to the crews of one or

more boats. Contributions are also made to the boats’ holiday

parties as well as on other special occasions.

Similarly, the council hosts a number of events for the crews

of ships that have not been officially adopted. In recent years,

these have included a dinner cruise for the sailors from USS

Anzio (CG 68) and USS George Washington (CVN 73) as well

as for sailors stationed in the Norfolk, Va., area. The council

also took over the galley duty during USS The Sullivans’ recent

Above: Council Executive Director Richard Kenney with Rear Adm. Charles Michel (USCG) at the Coast Guard Art Program reception. Right: Navy

Leaguers and Sea Cadets man the galley of USS Winston Churchill (DDG 81).

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169

LPD 21 USS NEW YORK

visit to Staten Island and provided meals to the crew of USCGC

Abbie Burgess (WLM 551) during her call in New York.

The council makes a special effort to ensure that the Navy

crewmembers and embarked Marines visiting New York for

Fleet Week feel welcome. In addition to a reception for the

commanding officers, the council hosts a dinner for junior of-

ficers and a dinner cruise for some 200 senior enlisted person-

nel. The council also distributes tickets to Broadway shows to

visiting service personnel.

Next, the council seeks to support sea services personnel

by furthering their professional education. The council donates

thousands of dollars each year to the Marine Corps University

Foundation, which inter alia distributes books to the fleet and

shore stations worldwide. It also donates to the Naval War Col-

lege Foundation to help it enhance the learning experience at

the War College by providing books, equipment and facilities

not covered by government appropriations.

Another tradition that goes back almost a century is provid-

ing direct assistance to sea services families. The council

offers scholarships to young people whose parents are from

the New York metropolitan area and who have served or are

serving currently in the Navy, Marine Corps, Coast Guard, or

Merchant Marine. These are in addition to the scholarships the

council awards to five midshipmen from the U.S. Merchant Ma-

rine Academy and five cadets from the SUNY Maritime College

at Fort Schuyler.

The council provides scholarships in memory of Corp. Jason

Dunham, USMC, who received the Medal of Honor for his ac-

tions in Iraq, and in memory of Lt. Michael Murphy, USN, who

received the Medal of Honor for actions in Afghanistan. Their

names, along with all of the other New Yorkers who have re-

ceived the Medal of Honor, are engraved on a plaque the coun-

cil maintains in Times Square.

The council also holds a fundraiser each December for the

Marine Corps Toys for Tots program.

Support for sea services youth programs has long been a

priority for the Council. It sponsors NJROTC units at George

Washington High School and at Graphic Communication Arts

High School in New York City and provides support to the

units at Westbury High School and Freeport High School on

Long Island. The council is the sponsor of the Capodanno Sea

Cadet Unit as well as the Aegis and Liberty Divisions of sea

cadets.

In sum, the New York Council is actively maintaining a cen-

tury-old tradition of supporting America’s sea services. The

council is always looking for new members to get involved in

the support of the U.S. Navy. The council office can be reached

at (212) 825-7333 or online at www.NavyLeague.org.

Left: Council Vice President Richard Wagner presents a cake to commanding officer Lt. Amy Florentino during a council visit to USCGC Katherine Walker (WLM 552). Above: Council President Dr. Daniel Thys presents professors from the Naval War College at a Council Symposium.

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LPD 21 USS NEW YORK

Today, only a handful of American companies dare to compete

in this business, and the unqualified leader is Northrop Grum-

man Shipbuilding (NGSB). An amalgam of legacy shipbuilding

enterprises, including Newport News Shipbuilding, Litton Ingalls,

and Avondale Shipbuilding among others, NGSB is the product of

a massive industrial consolidation that only today is being fully

integrated. Exclusive builders of aircraft carriers and amphibi-

ous ships for the U.S. Navy, they also build nuclear submarines

and guided missile destroyers. Employing 40,000 workers in four

main yards, doing $5.5 billion in yearly business, NGSB is the larg-

est private employer in states like Virginia and Mississippi.

Mike Petters, the president of NGSB, runs this massive enter-

prise. A graduate of the U.S. Naval Academy and officer in nucle-

ar submarines, 48-year-old Petters runs the single largest ship-

building concern in the Western Hemisphere. What follows are

his thoughts on USS New York, NGSB, the shipbuilding business,

and the special folks he chooses to associate with: shipbuilders.

John D. Gresham – You’ve been building these things (war-

ships) for a while haven’t you?

Mike Petters – [Laughs] I’m starting to get long in the tooth!

I’ve been building ships at Newport News and for Northrop

Grumman for over 20 years, and I’ve been associated with ship-

building and ships and shipyards for over 25 years.

You’ve worked on aircraft carriers, nuclear submarines, and

all sorts of other warships. What is it you see in the San An-

tonio-class amphibious transport dock ships that makes them

unique, both in terms of their construction and capabilities?

My full introduction to this ship, the San Antonio-class (LPD 17)

amphibious transport dock ship, was about a year and a half ago

when we decided to integrate the business. I think one of the

things that sets warships apart from all other kinds of vessels is

that they are typically very focused in their missions, and their

designs are very specific to what they set out to accomplish. I

don’t think that is different in this class of ships, the LPDs, versus

the nuclear submarine and aircraft carrier designs we produce.

SHIPBUILDER: AN INTERVIEW

WITH MIKE PETTERS, PRESIDENT OF

NORTHROP GRUMMAN SHIPBUILDING

Warships do not just spring to life: They have

to be designed and built for the crews that

will sail them into harm’s way. The process of

constructing ships like USS New York (LPD

21) often takes decades to complete, and rep-

resents one of the most high-risk commercial

ventures available to those with ambition and

a desire to make money. Military shipbuilding

is one of the last great heavy industries left

in America, which used to lead the world in

such ventures. So someone doing it well and

making money in the process is cause for cel-

ebration among investors as well as interest

among politicians and competitors.

By John D. Gresham and Susan L. Kerr

172

In this case, they support our expedition-

ary Navy and carry Marines and put them

ashore. What we’ve found in the process

of building these ships is that they have

a lot of flexibility and capability that has

been called on lately by the U.S. Navy.

What are your general impressions

of the LPD 17-class ships, and the New York in particular?

The whole LPD 17 class is a pretty ca-

pable design. What I think is different

about the New York from earlier ships of

the class is the emotion that’s attached

to it. We have steel from the remains of

the World Trade Center in the bow, and

the ship is being built at our yard in New

Orleans. There is a definite connection

between the cities of New York and

New Orleans over the things that have

happened to both places in the past few

years. The cities have mutually support-

ed each other, and for me, in terms of

all of the shipbuilding experiences I’ve

seen – and I’ve seen a few – this one has

a lot more emotion tied up into it by the

communities involved. The City of New

York and the City of New Orleans are at-

tached to this ship, and they’re attached

to each other. I think that that’s going to

create a strength in the crew that will

serve it well for decades.

Presently, the LPD 17 construction

program is structured and shared be-

tween the Northrop Grumman ship-

yards at Avondale, La., and Pascagou-

la, Miss. What have you accomplished

so far with the two yards supporting

each other?

We’re still working our way through

a lot of that. The New York is from our

Avondale yard, and if you look at the next

four ships we have under contract, two

of them are going to be delivered from

Pascagoula, and two of them will be

delivered from Avondale. The delivery

of New York from Avondale will greatly

inform the delivery team in terms of

the construction processes and proce-

dures. One of the things we did when we

decided to do this integration business

was put a test-and-trials team together

that is responsible for the tests and tri-

als of all the ships we’re going to deliver

from the Gulf Coast.

And it has been a busy summer 2009

for them, because they have been go-

ing through the trials of a destroyer

out of Pascagoula, and they’ve turned

right around in a matter of just days and

gone over to Avondale to lead a very

successful set of trials on New York.

That same team is then scheduled to

come back and lead the builder’s trials

on Waesche, a U.S. Coast Guard cutter

out of Pascagoula. This is just one area

where we are taking the lessons we

have learned in each yard and integrat-

ing them into our delivery teams. The

integration effort of Northrop Grumman

Shipbuilding includes our efforts to in-

corporate quality workmanship into all

of these ships, whether it’s pipe and

welding quality, or electrical quality,

or even the hull and mechanical qual-

ity. We also have developed and imple-

mented the exchange forms to make

sure we standardize our processes,

track our quality metrics, and continue

to drive first-time quality into every-

thing that we’re doing.

Obviously, some of the early units of

this ship class (LPD 17) had some qual-

ity problems, many of which pre-date

the acquisition of either yard (Avon-

dale and Pascagoula) by Northrop

Grumman. What is the current state of

the program from a quality standpoint

at delivery, and what are you doing to

make them better?

Well, first of all we’re absolutely

committed to the quality of the prod-

uct [the LPD 17 amphibious transport

dock ships], and our emphasis has

been on trying to improve the quality

further upstream during the construc-

tion process. My word for that is “first-

time quality.” By this I mean the quality

of the work that is being done early in

construction to be of “delivery” quality.

It is incredibly disruptive to the ship-

building process to do something at the

beginning of construction, only to have

to do it over later in construction. It’s

harder to get at, and it’s disruptive to all

the workers around it.

What we are seeing now is that by

giving our people the tools they need,

by setting the expectations for them,

and then by finding the right metrics

and tracking their performance earlier

in the stages of ship construction, we

are seeing some pretty impressive im-

provements in those first-time quality

metrics. The proof of this will be seen

in the delivery of the ships. I believe the

trials that we just ran on New York rep-

resent just that. It is a data point of “1,”

but I believe that trial is indicative of the

kind of improvement we’re going to see

over this class of ships as we go forward

building the later units of the class.

New York is the fifth unit of the class.

How has she gone together down at

Avondale, and how have those sea tri-

als that you just talked about gone?

Well, she’s gone together very well.

The folks at Avondale now have a cou-

ple of these [LPD 17-class ships] under

their belt, especially as we have begun

the process of integration and really

been able to bring some of the lessons

from all our shipbuilding enterprise

components to bear on this product.

We’ve been able to head off some is-

sues before they became major issues

at the end of construction. What that

led to was a sea trial here last month

[July] that was remarkable in every re-

gard. The fit and finish of the ship was

very good, as was the functionality of

the ship. The Navy appears to be very

happy with the product that we have at

this point, and we’re working our way

through to get to delivery this year.

You referenced earlier the special

story of this ship and the connection

it has to 9/11 and the World Trade Cen-

ter. If you can, please explain to the

people who are going to read about

this what that means in terms of the

construction, and what your workers

did with the metal from the Fishkill

disposal site. What was the reaction

of your employees to working on a

ship like this?

I think that any time you have the

kind of national tragedy that we had

in New York, and you give Americans

the opportunity to participate in some

way to memorialize that, to heal from

that event, I think that they will rise

to that occasion, and I don’t think this

situation is any different. After all that

had happened in New York on 9/11, the

shipbuilders in New Orleans were go-

ing to be honored by having the chance

to build this ship with that steel. That

would have been special in itself. But

then you compound this with the Hur-

ricane Katrina story, and what Katrina

did to the Gulf Coast and our Avondale

shipyard, particularly the flooding in

New Orleans and the shipbuilders who

were displaced from their homes by

that storm. Then they see New York City

firefighters and rescue teams there

on the site helping them. That creates

a special level of bonding between

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174

those two cities. The New Orleans fire

departments and rescue teams were in

New York in September 2001, and the

New York fire departments and res-

cue teams and policemen were in New

Orleans in 2005. For the shipbuilders

to have a chance to participate in that

American history is an incredibly mov-

ing and emotional event for them.

How much recovered steel from Fish-

kill went into the bow of USS New York?

It was about seven and a half tons.

After New York how many more LPD

17s is Northrop Grumman contracted

to build?

Four currently. There is already long-

lead funding for the fifth and the sixth

units. We’re moving to negotiate the

contract for the fifth one presently, and

look forward to building more ships

based upon the LPD 17 hull. Right now

we have two planned in each yard. We

certainly will continue to review how’s

the best way to produce them and

where they should be produced and all

of that, but right now we’ve got two to go

in each [yard]. For a lot of reasons these

ships have been a class run in two ship-

yards, and there have been different

build strategies at each facility. What

we’re doing now is focusing on creat-

ing a single-class build plan, because

we can see where this class is going.

The functionality and capability of the

San Antonio-class carries it far beyond

the existing LPD requirement. We see

having a class plan, a series production

plan, and being able to work through a

common process as a way for us to take

some significant costs out of building

them. To the extent that we’re able to

take the cost out of it, we’re able to de-

termine our future.

A personal question now. Speaking

for the tens of thousands of people of

Northrop Grumman Shipbuilding, how

do you feel about building ships?

[Laughter] Let me tell you about ship-

building. Just who is a shipbuilder?

Shipbuilders are usually the first ones

to leave their neighborhoods in the

morning to go to work and they’re the

last ones to come home at night. Often,

they’re the ones who leave after a Little

League practice to go back to work at

night, and they come home in the morn-

ing just in time to see their kids off to

school. They are the ones who coach

those Little League teams. They are

the ones who hold your schools and

churches together. They are the fabric

of the community. And they are the fab-

ric of the communities wherever they

live, whether it’s in Virginia or Missis-

sippi, Louisiana or California. When

they come to work, they want to do a

good job. And they are able to do some-

thing that most of us don’t get a chance

to, and that is to take raw material and

somehow with their hands transform

it into something that is greater than

themselves.

They make it into something that is

going to go out and make history for 30,

40, or even 50 years. They do that with

their hands. They just didn’t wake up

and say, “I can go do this.” They had to

learn how to do the shipbuilding trade.

They had to take instruction from peo-

ple who have been building ships for

a long time. They had to go to school,

they had to be apprentices, they had

to go to engineering classes, and they

had to get degrees. So, they’ve not only

had to work with their hands, but also

they have a lot of knowledge and intel-

ligence in their head in this, because

shipbuilding is a very complex busi-

ness. We have craftsmen who can run

their fingers across a plate and tell you

whether it’s flat or not. They can also

do that with a laser beam. So, it’s not

just their hands, but their heads too.

But what I love about shipbuilders the

most is that every single thing they do,

they put their hearts into it. Whether it

is the work that they are doing, the work

that their co-workers are doing, the way

they look out for each other from a safety

and quality standpoint. They have the

unique opportunity to come to work ev-

ery day and use their hands, their heads,

and they use their hearts. And then they

go home and they hold our communities

up. Where else would you want to work?

Where else could you find that? There

are other places where you can get that,

but I happen to have the privilege of be-

ing associated with 40,000 people who

get the chance to do that every single

day. When I wake up in the morning, I

can’t wait to get here. That is what ship-

building is!

And it’s a multi-generational busi-

ness, isn’t it?

There’re all kinds of nuances to it. I

mean, we’ve got five generations now

working together here in Virginia. We’re

now on four generations down in Missis-

sippi. You stop and think about how many

college educations were spawned here

in this shipyard, how many nighttime

‘round the dinner table discussions be-

tween parents and their children started

with a day laborer in the shipyard? How

many loaves of bread were baked to sup-

port the work that was going on in the

shipyard? It is mind-numbing to step

back and see what the impacts the peo-

ple in this business have on the fabric of

our society.

How’s your personnel base holding

up in terms of retirements versus new

hires and trainees?

We’re about to go into a pretty heavy

hiring process at Newport News, and

we have been hiring aggressively on the

Gulf Coast. What’s happening in New-

port News is that we’re going through

the post-Cold War retirement phase of

our workforce. What’s happening on the

Gulf Coast is that we’re bringing entirely

new people into the business. So it’s a

couple of different personnel challenges

on both ends of our business geographi-

cally. We’ve by and large been able to

hire to the numbers that we wanted to

hire to. But it’s not just hiring people. It’s

making sure they have the training and

certifications that they need. It’s making

sure they’re qualified to do the work that

we assign them, and that we’re able to

track and evaluate all of that. Creating

or enhancing those training courses and

institutions where we already have them

is a big part of what we’re working on

right now.

As we sit here today, how do you feel

about this company that you run?

I’m pretty optimistic about the future.

If you step back and look at the port-

folio of things that shipbuilding is go-

ing to be doing … somebody has to be

building something, and we’re going to

be making something. We are still work-

ing through some of the challenges of

recapitalizing the Gulf Coast shipbuild-

ing facilities after Hurricane Katrina, for

example. As we have worked our way

through those issues, as we work our

way out of those issues and we integrate

this business, I see a portfolio of work

that will provide a healthy base of busi-

ness for many years. My focus is on mak-

ing sure that we continue to provide the

kind of future and the kind of leadership

that our shipbuilders deserve.

177

LPD 21 USS NEW YORK

Command Leadership

CDR F. Curtis Jones, USN

CDR Erich Brian Schmidt, USN

CMDCM(SM) Robert William Stocklin, USN

Officers

LT Stephen D. Argroves, USN

ENS Maria J. Batdorff, USN

LCDR Laura Jane Bender, CHC, USN

LT Peter J. Blameuser, USN

ENS Mauricio Blondet, USN

LT Reza Chegini, USN

ENS Timothy Gorman, USN

ENS Paul Guebert, USN

LCDR Christopher Harris, USN

ENS Jamal L. Headen, USN

LT Jeffrey A. Hextell, USN

ENS Paul John Kloepping, USN

LTJG Michael R. Kreider, USN

LTJG Angela Laird, USN

ENS Jason Lancaster, USN

LT Erin Elizabeth Millea, D.D.S., USN

LTJG John Moore, USN

ENS Jeremy Mowery, USN

ENS Howard W. Newell III, USN

LTJG Dennis Palaniuk, USN

LTJG Robert B. H. Phaneuf, USN

LT Melissa Renee Proud, USN

LT James D. Raymond, USN

LTJG Kyle Recker, USN

LTJG Richard A. Reese, SC, USN

LTJG Shallia Saptoro, USN

LT Vaughn Schneider, USN

ENS Philip B. Smith, USN

LT Adam Michael Van Den Boom, M.D., USN

LTJG Matt Walton, USN

LT Donald V. Wilson, USN

LT Richard Zabawa, USN

LT Elizabeth Worley Zdunich, USN

PLANK OWNERS

179

LPD 21 USS NEW YORK

Enlisted

BM2 Ryan Abbott, USN

OS2(SW) Mitchell Adams, USN

IT2(SW) James C. Alcorn, USN

EM1(SW) Gary Lynn Allbee Jr., USN

ITSN(SW) Justin R. Anderson, USN

ENFR Matthew Arthur, USN

ET3(SW) David K. Atkins, USN

DCFN Nicholas A. Atkins, USN

SK2(SW/AW) Darrius Mackellis Austin, USN

FCC(SW) Ronald L.B. Bailey Sr., USN

GM3 Scott Bailey, USN

ENFR Dereck Baker, USN

ITSN Joshua A. Barker, USN

EN1(SW) Joshua Barnes, USN

ET2(SW) Joseph R. Bennett, USN

DC1(SW) Paul George Bershers, USN

IT3 Jhrimack E. Besarra, USN

ABF1(AW/SW) Joseph William Birdsell, USN

EN2(SW/AW) Kyle Blackniak, USN

HTC(SW) Joshua Boeltz, USN

ENFR Charles Bolanos, USN

ENFR Esteban Bolanos, USN

ENFR Duane Boltinghouse, USN

EN1(SW) Michael Borden, USN

ABH3 Matthew Thomas Bork, USN

IT1(SW) Geoffrey D. Box, USN

CSSA Andrew Lee Bradford, USN

ABF2(AW) Karlus Breaux, USN

ENFR Benjamin Brennan, USN

ICFN Brandy L. Briggs, USN

ITC(SW/AW) Hakeen S. Bristow, USN

HM1(SW/AW) Mark Gregory Brown, USN

EM2(SW/AW) Ramel Bumanglag, USN

DC1(SW) Clayton D. Byington, USN

ENFA Alan Cai, USN

HM3 Malarie Dawn Campbell, USN

SN Israel Cardenas III, USN

BMSA John Carlson, USN

EN1(SW) Timothy Carlton, USN

YN1(AW) Mia Raychelle Carney, USN

DCFN Michael Carpenter, USN

ENFR Richard Casey, USN

BMSR Thomas Casey, USN

PSC(SW/AW) Ronald Undra Chandler, USN

SK1(SW/AW) Joquel Natarkie Chapple, USN

QMC(SW) Venetta Victoria Charles, USN

IT1(SW) Brett C. Cheuvront, USN

ETCS(SW) David P. Close, USN

HT2 James Coker, USN

BMSA Marcus Coleman, USN

EMFA Andre Collins, USN

SN Tyler D. Collins, USN

SR Peter Colon, USN

GM3 Christine E. Cooke, USN

YN1(SW) Craig Thomas Copeland, USN

BMSA Hector Cortes, USN

EN2 Argenis Cottesgonzales, USN

HM1 Winette Cox, USN

EMFN Christopher Craft, USN

ET2 Darrell E. Crawford, USN

IC3(SW) Zachary L. Cripe, USN

ENC(SW) Mark J. Cromer, USN

ABHC(AW/SW) Timothy Gregory Croxton, USN

SA Bryant Curley, USN

HM3 Dale Melvin Daffron, USN

BMSA Peter D’Alessandron, USN

BM2 Ozell Daniels, USN

GMC(SW/EXW/SCW) Richard Daue, USN

BM1(SW) Alan O. Davenport, USN

BMSN Adrionnia B. Davis, USN

OS1 Robert Earl Davis, USN

CSCS(SW/AW) Mary Beth Davis-Wells, USN

QM2(SW/AW) Brandy Nicole Day, USN

FCC(SW) John James DeAngellis, USN

HM2 Kristina Leonora Decena, USN

CSSR Shawn Clinton DeHorney, USN

CTT1(SW) Charles Denham, USN

SKC(SW/AW) Rosa Esthela-Barrera Diaz, USN

ET3 Matthew J. Dimmick, USN

OS1(SW/AW) Amanda April Doige, USN

SR Lee Van Domingo, USN

ENFN Dwayne Donaldson, USN

ENFR Paul Dotson, USN

CTT3 Richard J. Doucette, USN

BMSA Timothy Dronko, USN

EN2(SW) Samuel C. Dugo, USN

PSSN Ruth Wambraire Dupree, USN

CSSR Brian Joseph Dvorak, USN

BM2(SW/AW) Walter Stanley Dybis, USN

HM2 Cleora Dannyel Edwards, USN

EN3 Kam-Mira Edwards, USN

CTT1 Kerstin Elliott, USN

HM2 Holly Eve, USN

BMSN Felix Fernandez, USN

EN1 Alexander Figueroa, USN

SSgt Juan C. Fisher, USMC

BMSN David Foley, USN

ENFN Vincent Fontana, USN

OS2 Cecilia A. Fosu, USN

DCFN Zita E. Foto, USN

DC2(SW) Christina Gallegos, USN

RP1(FMF) Edmond Peter Garrett IV, USN

ENCM(SW) Christopher Gary, USN

IT1(SW/AW) Genita M. Gentry, USN

BMSA Mark George, USN

QM3 Myra Gillespie, USN

DCFR Randall Ginn, USN

HMC(SW) Colin T. Glynn, USN

EMFN Avinash Gomes, USN

OS2(SW/AW) Daquita J. Goodrich, USN

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Information Systems Technician 2nd Class James Alcorn raises the Navy Jack for the first time aboard the amphibious transport dock ship Pre-Commisioning Unit (PCU) New York (LPD 21) after the Navy took custody of the ship.

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183

LPD 21 USS NEW YORK

CWO2 Greg Gorczyca, USN

IC3 Benjamin Gorter, USN

EN3 Tameka R. Granison, USN

SR Ian Graves, USN

ET1(SW) Thomas M. Grawl, USN

DCFN Nicholas Ryan Gregrow, USN

SKC(SW) Keenan George Gresham, USN

ENFR Max Groesbeck, USN

EMFA Shoulong Gu, USN

EN3 Trevor Gulish, USN

PC1 Joseph Earl Guss, USN

OS2 Andrew Hahn, USN

HTFN Zachary Hanes, USN

FC1(SW/AW) Chad Eugene Hardwick, USN

IT1 Bryan T. Harman, USN

YNSN Kimberly Sue Harman, USN

SKSN Jordan Johnnie Harris, USN

CSSN Noah Tommy Harrison, USN

BMSA Keegan Hartman, USN

BMSN Jeffrey W. Haynes, USN

FC3 Chaley Henderson, USN

GMC(SW) Robert Henderson, USN

IT3 Sylas G. Hensley, USN

EN1(SW/EXW) Brandon Higgs, USN

SHSN Victoria Highsmith, USN

EN3 Christopher Hill, USN

EMFN Jordan Hoff, USN

SA Christopher Hoffman, USN

EN1(SW) Donald C. Holmes, USN

ET3 David L. Howard, USN

SK1(SW) Carl Anthony Hunt, USN

EM3 DeAnna Jackson, USN

EMFR Isaiah Jackson, USN

CSSA Karlows Jea Jackson, USN

IC1(SW/AW) Alan Jernigan, USN

DCC(SW/AW) Enrique C. Jograj Jr., USN

OCS Anthony Johnson, USN

ABF3(AW) Daniel Nevell Johnson, USN

CTT3 Jonathan Johnson, USN

IT2(SW) Lavar Johnson, USN

ENFR Rebbecca Johnson, USN

OS1(SW) Ronald Johnson, USN

ET3 Travis Johnson, USN

ENFR David R. Jones, USN

HMC(AW) Jason Paul Jordan, USN

ENCS(SW) Thomas O. Kane, USN

IC1(SW) Eric Keef, USN

EM1(SW) Kraig Kellar, USN

ET3 Ethan E. Kempf, USN

ETC(SW/SCW/EXW) Michael William Kerrigan, USN

QMSN Timothy Kidd, USN

OSSN Micah Kimbrell, USN

ET1(SW/AW) Daniel E. Kinder, USN

MAC William Jason Kline, USN

OS2(SW/AW) Marrion Canzell Knight, USN

AS3 Michael Vincent Knorr, USN

QMSN Christopher Koch, USN

SR Michael Kolbeck, USN

SHSN Srdjan Kremonic, USN

DC1(SW) Mark A. Kryger, USN

BMCS(SW) Chaas C. Kunze, USN

ITSN Mikal S. Kuyothrote, USN

IT3 Jeremy W. Landrum, USN

ENFN Scott Langford, USN

SKSN Adam Carl Ledet, USN

PS2 Kum-Seng Lee, USN

PSC Thomas Bradford Lehman, USN

MC1(SW/AW) Corey Tryone Lewis, USN

FC2(SW/AW) Neco Lewis, USN

QMSN Jason Lightburn, USN

HTFN Stephen Lippold, USN

CSSR Ronald Anthony Longfellow, USN

BM2 Steven Christopher Love, USN

SN Corey Lyons, USN

OS2 Shatara M. Mackey, USN

ET3 Juan Madrigal, USN

BMSN Darius Magee, USN

SA Marquis Manuel, USN

ABHAA Hannah Lee Marihugh, USN

DC2(SW) Brian Martin, USN

SH1(SW/AW) Daniel M. Martinez, USN

ABFAN Kathy Martinez, USN

OSSN Raulito Martinez, USN

BMSA Darren Martins, USN

CTT3 Mallory Maurer, USN

FC3 Stacey R. Mays, USN

ABHAN Francis Joseph McCarthy III, USN

BM1(SW) Roderick McCaskill, USN

EN2 John McConico, USN

HM1 Michelle Yolanda McCray, USN

SN Benjamin McDowell, USN

CWO3 Shawn E. McGowan, USMC

FC2(SW/AW) Jeremy L. McHenry, USN

CS2 Gloria Nadecha Medina, USN

SR Jhonnier Mejiaherrera, USN

DCFN Donita Milgan, USN

SN Grant Mills, USN

ET3 Eric Miravite, USN

FC2(SW/AW) Derek E. Mitchell, USN

IT3 Brian T. Moller, USN

PSSN Antwan Deawn Montague, USN

ET1(SW) Glen Moody, USN

BMSN Carlos Moore, USN

ABFAN Keith Bernard Moore, USN

HMC(SW/AW) Casey Raquel Moorer, USN

SR Jordan Morelli, USN

ABFAA Edward Moreno-Bahena, USN

OS1(SW) Earl Morey, USN

SR Brandon Morris, USN

HTFN Tiffany Moser, USN

USS NEW YORK LPD 21

184

GySgt John B. Mulder IV, USMC

IT2(SW) James Murray, USN

HM3(FMF) Kevin Joseph Muse, USN

FC2 Kelli N. Myers, USN

ET2(SW) John T. Nagy, USN

SHSN Ronald P. Nepacena, USN

SHC(SW/AW) Hilton L. Newton, USN

QM1 Steven M. Olague, USN

SN Rocky Orr, USN

YN2 Michael Anthony Ortiz, USN

HM1 Donald Charles Orton, USN

HTFN Ty D. Ottbeiriger, USN

YN2(SW/AW) Aaron Elroy Palacio, USN

PS3 Woodson Raynard Parker, USN

EM2(SW) Suzie Sophia Parris, USN

BM2 Tricia L. Pearson, USN

OS3 Anthony Pflugradt, USN

DCC(SW) Matthew J. Platto, USN

ABHAN Kevin Robert Probach, USN

CTTC(SW/AW) Richard Rabineau, USN

BMSN Gaspar Ramos, USN

AS2(AW) Willie Louis Ratliff, USN

BM3(SW) Franklin Rendo, USN

ABFAR Robert Anderson Richardson, USN

GMSN Ashley N. Roberts, USN

MR2 Robert Rodado, USN

SH2(SW) Ebony Kiysha Rogers, USN

EM3 Jaime J. Rojas, USN

SR Zachary Romena, USN

OS2 Arnaldo Romero, USN

BMSR Joseph Romero, USN

FC2(SW) Kenneth G. W. Ruth, USN

OS1(SW/AW) Narissa Latrice Samuels, USN

ENFR Joseph Sanchez, USN

CSSR Jasmine Deneka Sanders, USN

IT2(SW) Nicole Saunders, USN

EN1 David Sellers, USN

EN2(SW) Eric Selmer, USN

ET3 William Adam Shempert, USN

SK1(SW/AW) Ursula D. Sheran, USN

CS1 Jeffrey Shermak, USN

ABH2(AW/SW) Dustin Alyn Shipman, USN

ENFR Paul Silatolu, USN

SR Ryan Simpson, USN

HT1(SW) William Sisk, USN

SR Brandon J. Smalley, USN

QMSN Adam Smith, USN

CS1(SW/AW) Danielle Smith, USN

EM2(SW) Jason Smith, USN

BMSR Lamar Smith, USN

SR Leslie Smith, USN

ENFR Danita Soto, USN

QMSN David Soto, USN

CSSA Florentino Soto, USN

FC3 Mary Spell, USN

HTFN Keiaria Spires, USN

DC2(SW/AW) Jennifer Stage, USN

ETC(SW/SCW) Benjamin Cameron Stearns, USN

EMC(SW/AW) Todd A. Steiner, USN

EM2 Christopher Stevens, USN

ITCM(SW/AW) Sean M. Stewart, USN

HT1(SW) John Stinnett, USN

ITSN Alexander T. Stokes, USN

CSSN Anna Stuckey, USN

HT1(SW) Wesley A. Stump, USN

ET3 Nicholas Styles, USN

FC1(SW/AW) Michael Sullivan, USN

EN2 Glenn Swift, USN

CWO4 Scott Sylvester, USN

BMCS Patrick Taffe, USN

IT1(SW) Shareef H. Talbert, USN

ENFR Darius Talley, USN

HM2(SW) Roy Antoine Teague, USN

ABHAA Donna Joy Terrado, USN

QM3 Debra Thomas, USN

ENFR Dennis Thomas, USN

NCC(SW/AW) Lori Lynn Thomas, USN

CS1 Travis Thomas, USN

ENFR Corey Thompson, USN

CWO3 Manfred Tiedemann, USN

EMFN Lester Toledo, USN

CSSR Guinno Torres, USN

OS1 Jerred M. Truman, USN

GM2(SW/AW) Mindy H. Tutti, USN

CS2 Chrystelle Usher, USN

ENFR Salud Valdez Perez, USN

SK2(SW/AW) Yudi E. Vazquez, USN

ISC Tricia D. Viviano, USN

SR Nicholas Vonpechmann, USN

ITSN Brandon M. Waddell, USN

ICFN Shatara Ward, USN

ENFR Jonathan M. Watford, USN

QM2 Dominique Wheelock, USN

IT2(SW) Daniel D. White, USN

GM3 Eric L. White, USN

ICFN Lawrence White, USN

IT3 Robert D. White, USN

EN1 Antonn A. Williams, USN

OS2 Cory Williams, USN

ABFAA Keon Markee Williams, USN

ABHC(AW/SW) Douglas Lee Wilmoth, USN

HM2(SW) Latoya Monique Wilson, USN

BMC(SW) Jared E. Winegardner, USN

SH2(SW/AW) Jason Raynard Winns, USN

CSC(SW/AW) Jerryl Winters, USN

SR Anthony Wizner, USN

ENFR Randy Woodhead, USN

CTM2 Laron Worsley, USN

Forged with 7.5 metric tons of salvaged

steel from World Trade Towers and the

spirit of American resolve, Curtiss-Wright

is proud to have had a hand in producing

mission critical hardware for the USS

New York. Spirit, sacrifice and dedication

is endemic in the legacy our founding

fathers bequeathed to us. They would be

pleased that we are a part of this mission

to protect freedom wherever it’s

threatened.

A Powerful Symbol of Freedom and Resolve

Never Forget.

USS NEW YORK LPD 21 is the newest addition to the U.S. Navy’s 21st Century amphibious assault

force. Led by 7-1/2 tons of World Trade Center steel melted into her bow stem, the 684-foot-long ship can

transport and land nearly 800 Marines, their equipment, aircraft and supplies. USS New York symbolizes

the strength and courage of our nation. The craftsmanship of our highly skilled shipbuilders who built this

ship and the resolve of the finest men and women in uniform who will sail her into harm’s way, are themselves

a testament to the strength and power of the American spirit. Strength forged through sacrifice. Never forget.

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Date post:	25-Jul-2016
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First Responder - USS New York LPD21

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