Among the many new ships now showing up in the Fleet, one in Amphibious Force Pacific catches the eye of every man-o’-warsman. She is the only one of her kind in either fleet, the prototype of postwar AKAs. Tulare is her name. The ex-Evergreen Mariner, she never sailed in her civilian capacity before being commissioned in the Navy.
Her inception goes back to the period immediately following the outbreak of hostilities in Korea. Our Amphibious Forces in being at that time were woefully inadequate for the tasks required of them. They were almost tripled in size practically overnight, using not only ships from the Navy Reserve Fleet, but some from the Maritime Reserve Fleet. In fact every AKA available in all Reserve Fleets (except one reciprocating engine ship) was commissioned. Most of them were assigned to the Amphibious Forces, while some worked for the Service Forces. Those in MSTS were reassigned to the Fleet.
The need for some prototypes of new and better ships for our Amphibious Forces was apparent. With the exception of landing ships, including LSDs, our Amphibious Forces consisted of hastily built, World War 11 conversions with maximum speeds of from fourteen to eighteen knots.
On 26 July, 1951, the characteristics of a new AKA, known as Project No. 77 were approved by the Chief of Naval Operations. These characteristics were based on the conversion of a Maritime Commission single-cargo vessel design C4-S-1A. It was several years before the money was appropriated for the acquisition of a ship. The Evergreen Mariner was originally built by the Bethlehem Pacific Coast Steel Corporation at San Francisco, California, in 1953. In June of the following year she was taken back to her building yard for her Navy configuration—i.e. to get her uniform. The conversion period lasted from June 1954 to 12 January, 1956, on which date she was commissioned as the USS Tulare (AKA-112), our first and, to date, our only postwar AKA. She reported to Commander Amphibious Force, U. S. Pacific Fleet for duty and went on her shakedown cruise in 1957 to the South Pacific in conjunction with her first deployment to the Seventh Fleet. She is now serving as a unit of Amphibious Squadron Three, Amphibious Force, U. S. Pacific Fleet.
Tulare as a Mariner-class ship is one of the fastest single screw ships in the world, capable of sustained sea speeds in excess of twenty knots, for a distance of over 10,000 miles. She is as much an improvement over the latest of our World War II AKA conversions, our six Rankins (C2-S-AJ3 hulls), as the Iowa was over the West Virginia. She is about 28 per cent more ship. This is indicated by size, speed, cargo, and troop-carrying capacity, maneuverability, and versatility comparisons. Tulare's length over-all of 564 feet, beam of 76 feet, and tremendous freeboard in comparison with the Rankin's over-all length of 459 feet and beam of 63 feet give her an even larger look than the rough 28 per cent figure would indicate. Their maximum drafts are about the same. Tulare is about 12,000 tons light, and 18,000 tons full load as against the Rankin's 7,000 tons light and 14,000 tons full load. Her engineering plant is capable of 22,000 shaft horsepower ahead, and 6,125 SHP astern. She can go astern faster with about the same total SHP in the Rankin as the Rankin can go ahead. Both have geared turbine drive. Tulare's fuel consumption on the gallons per mile basis is slightly greater at all speeds since she is a larger ship. The Rankins can travel about 17,000 miles at an economical speed of twelve knots, while Tulare can travel about 15,000 miles at her economical speed of 17.8 knots. She can go around the world at twelve knots without refueling. The Rankins can make about 12,000 miles at their maximum sustained speed of fifteen knots, while Tulare can make about 10,000 miles at maximum sustained speed. Tulare's fuel capacity is about 40 per cent larger, giving her greater capability for fueling other ships.
The Rankin's cargo capacity is about 265,000 cubic feet bale, and she can carry only 22 officers and 66 enlisted personnel in her troop spaces. Tulare has a cargo capacity of 310,000 cubic feet bale (7,750 MT) and accommodations for eighteen officers and 301 enlisted personnel in her troop spaces. Her crew accommodations are for 38 officers and 399 enlisted personnel.
Tulare has six holds, four of which have hatch openings of thirty by forty feet. She has three sixty-ton booms and one forty- ton boom along with many lighter booms to service these hatches. The hatch covers on all levels are of the quick-opening roller type.
Though Tulare no longer carries nested LCVPs, she has a capability of carrying fifteen of them along with nine LCM-6s (Mod 1) and three LCPLs. The eight LCVPs on board are carried in the two triple-bank Welin Davits and in a frame on #2 hatch.
One of her unique features is her helicopter platform built over the fantail. This is a flight deck of over 4,000 square feet for handling both cargo and personnel to and from the beach expeditiously by air.
As part of her conversion characteristics, Tulare has the usual rigging to fuel and transfer freight and provisions to other ships while underway. Her capacity in this regard is proportionately greater than the older ships, due to her increased power and the know-how built into her. She has improved facilities for handling combat casualties. The arrangements for provisions handling and the location of reefers relative to the galley and mess hall are extremely efficient.
She is a highly maneuverable ship. In fact, her ease of handling is enough to dispell the fears that any multiple-screw-ship conning officer might have in regard to single-screw ships. With the light load she normally carries in the Amphibious Force, her bow does provide somewhat of a sail effect. When the writer relieved Captain E. R. Crawford, USN, he inquired if she normally backed to port. The answer was, “If she wants to.” This is literally true, but nothing to worry about. It depends on the wind and the load conditions. Taking all this into consideration, a good conning officer uses this force to his advantage instead of fighting against it. The Mariners are designed to steam loaded while drawing about 26 feet on an even trim (only six inches of drag). When the draft forward is fourteen feet instead of 26 feet, there is bound to be a corresponding wind effect. The bull- nose is about 45 feet above the water under such conditions. Tulare will back to port generally; however, as indicated, she has backed to starboard and on occasion she can be steered going astern. Her response to rudder and engine control is quick and effective. She uses about ten degrees of rudder for a standard tactical diameter of 1,500 yards to port and about fourteenth degrees to starboard. She can turn in a minimum tactical diameter of 700 yards with full rudder.
Her stability characteristics are amazing even for a conventional-type warship. This is the more remarkable since Tulare was originally designed as a cargo carrier. Her GM light is 5.4 feet—a very healthy figure. At full load it changes to only 5.0 feet. In other words, her stability characteristics are such that if properly loaded she does not change appreciably from light load to full load. She is an excellent ship at sea. Her roll and pitch under most conditions are at a minimum and very comfortable.
Except for the forecastle superstructure, she is a flush-decked ship with a minimum freeboard of twenty feet at maximum draft. She is equipped with strong bulwarks throughout, which combine for safety as well as dryness on deck. Over-all she has rather clean lines.
Before the writer relieved Captain Crawford as Commanding Officer, he made it a point to talk with the commissioning skipper, Captain D. W. Todd, USN and his successor, Captain C. J. Mackenzie, USN. All three predecessors were enthusiastic about everything concerning the ship. This enthusiasm is shared throughout the wardroom and the crew. The praise for the Mariners is not limited to the Navy, as evidenced in the article by Walter Hamshar on page 133 of the April 1959 Proceedings. The owners of the thirty civilian Mariners, including the American President Lines, United States Lines, Matson Line, and others are equally enthusiastic about the performance of these great ships. Of the remaining five, the Amphibious Forces have only two at present, the Tulare (AKA-112) and the Paul Revere (APA-248); although the Francis Marion (APA-249) is being converted.
The more or less conventional APAs and AKAs regardless of their size and capability may not be the ultimate answer for the Amphibious Forces, but they do fill today’s need. Tulare is the first AKA commissioned since 1944. Our hastily built World War II ships are rapidly wearing out and will have to be replaced in the near future. Pending the design, authorization, and construction of some composite amphibious ship of the future, the Tulare is serving as an excellent example of a class currently available to carry out the mission of the Amphibious Forces. She is indeed a prize to be commanded, and any officer so assigned can consider himself most fortunate.