The U.S submarine community's effort to foster a major increase in attack submarine (SSN) numbers is based primarily on the intelligence, surveillance, and reconnaissance (ISR) role. A traditional component of ISR activities has been the clandestine landing of people in foreign territory and their retrieval.
Until now, submarines had sent people ashore, primarily SEALs and other special operations forces, in rubber boats and in "wet" SEAL delivery vehicles (SDV). There are about 15 Mk VIII Mod 1 fiberglass vehicles in the fleet today, and each can carry eight SEALs using individual self-contained breathing apparatus, one of whom pilots the vehicle. The SEALs are wet and exposed to ambient temperature and pressure, as are their weapons and other equipment.
Trials now are being conducted out of Pearl Harbor of the long-awaited advanced SEAL delivery system (ASDS), a "minisubmarine" that will carry swimmers in a submarine-like environment. The craft—the first of six planned—is scheduled to become operational next year.
In service, the ASDS will be operated by a pilot, who will be a submarine officer, and a copilot, who will be a SEAL officer. Eight SEALs normally will be embarked, with all of their gear, transported in a dry and heated environment. Without breathing gear, weapons, and equipment, up to 16 passengers could be carried.
The ASDS has a dry weight of 55 tons, a length of 65 feet, beam of 6 3/4 feet, and height of 8 1/2 feet. Internally, it has three compartments—the forward, control compartment; an amidships lock-in/lockout and hyperbaric chamber; and the after, SEAL compartment. Top and bottom hatches to the lock-in/lock-out chamber provide for ingress and egress of the vehicle.
Electric motors power the main propulsion, a shrouded propeller; two small, trainable ducted thrusters aft provide precise maneuvering and hover capabilities. These are needed for "mating" operations with submarines. Maximum speed is about 8 knots, maximum range is in excess of 100 nautical miles, and operating depth is greater than 200 feet.
Among the craft's several unusual features are her "folding" communications mast and periscope. The craft is not large enough to be fitted with conventional telescoping devices. In addition, the folding scheme means less weight and fewer hull penetrations.
In normal operations the ASDS will be carried on the after deck of modified attack submarines and, if they are converted, ex-Trident submarines configured as combination cruise missile and special operations submarines (SSGNs). Each of these submarines will be able to carry a single ASDS, and studies are under way to determine if two could be embarked. (In addition, the SSGNs would be able simultaneously to embark a dry deck shelter that could be used for swimmer lock-out operations or to carry an older Mk VIII SDV.)
The "mother" submarines would be fitted with pylon supports to attach an ASDS (mounted over the after hatch); hydraulics to operate the latching mechanism; a modified air system to recharge the ASDS; and a modified electric power system to recharge the ASDS batteries.
The Greeneville (SSN-772) is the Pacific Fleet's test platform for the ASDS. Under current planning, the Greeneville, the Charlotte (SSN-776), one other submarine of the Los Angeles (SSN-688) class, the Jimmy Carter (SSN-23), and at least six submarines of the Virginia (SSN-774) class will be fitted to serve as mother submarines. And, if the Trident SSGN conversions are undertaken—four are proposed by the submarine community—they also would be configured to carry and support the ASDS.
The ASDS also is air transportable, to permit the vehicle and SEALs to be flown to forward bases for mating with mother submarines. The vehicle and its ground trailer are designed for the C-5 Galaxy and C-17 Globemaster cargo aircraft.
ASDS No. I was delivered to the Navy in August. The second vehicle is planned for procurement in fiscal year 2003 and delivery about two years later, with additional vehicles to be procured in alternate years. This approach would provide the U.S. Special Operations Command—the unified combat command responsible for special operations—with the planned six vehicles by about 2012. This is a ludicrous schedule for a vehicle that could have so great an impact on special operations.
The Special Operations Command both sets the requirements for these vehicles and funds them. While this arrangement has some benefits for the Navy, it could deter broader experimentation for using the ASDS in other roles, such as submarine rescue, minelaying or clearance in littoral waters, etc.
Developed and built by Northrop Grumman's Oceanic and Naval Systems in Annapolis, Maryland, the lead vehicle was estimated at $230 million? Including start-up and development costs, the total price tag for the first vehicle has been estimated at $275 million.
ASDS No. 1 has been at Pearl Harbor since the spring of 2000. The contract for her design and construction was awarded in 1994. She was completed in 1999 and from September of that year until April 2000 underwent testing in the water facility of the Army's test center at Aberdeen, Maryland.
The relatively high cost and long gestation period of the lead vehicle will be questioned, and certainly will be cited by critics of the program. Still, the operational opportunities presented by the ASDS are considerable and the program should be pursued—and preferably accelerated.