General Dynamics NASSCO to build more John Lewis-class oilers to keep U.S. aircraft carriers at sea.

General Dynamics NASSCO received a $1.7 billion U.S. Navy contract to construct two John Lewis-class fleet replenishment oilers, USNS Joshua L. Goldberg (T-AO 215) and USNS Thomas D. Parham (T-AO 216).

On November 11, 2025, General Dynamics National Steel and Shipbuilding Company (NASSCO) has been awarded a $1.7 billion contract by the U.S. Navy to construct two new John Lewis-class fleet replenishment oilers, the USNS Joshua L. Goldberg (T-AO 215) and USNS Thomas D. Parham (T-AO 216). Keeping U.S. Navy carrier strike groups operational across the globe, these ships serve as mobile fuel stations, allowing aircraft carriers and escorts to remain at sea for extended periods without returning to port. With these two units, NASSCO also responds directly to the Navy’s ongoing shortage of replenishment oilers, a shortfall that has limited its endurance and global deployment flexibility.
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Each John Lewis-class replenishment oiler provides underway replenishment of fuel and limited dry cargo to carrier strike groups, amphibious ready groups, and surface forces so they can remain on station without returning to port. (Picture source: US Navy)

The contract, announced on November 10, 2025, is part of the Navy’s larger multi-ship procurement covering T-AO 214 through T-AO 221 under a block-buy structure valued at $6.754 billion. These contracts collectively aim to maintain continuous shipbuilding output, stabilize NASSCO’s industrial workforce, and ensure the timely delivery of logistics vessels required for fleet operations. The company described the program as the longest continuous production series in its history, emphasizing its workforce stabilization effect through backlog continuity and prevention of future layoffs. Both ships are included within the latest series of eight hulls scheduled for completion by January 2035. According to the Navy’s contracting data, work is being performed across multiple states, including California, Michigan, Virginia, and Louisiana. The award confirms NASSCO’s role as the sole shipbuilder for the class, extending its production beyond the current line of active and under-construction vessels.

The new contract continues an expansion that began with the Navy’s 2016 order for six ships, modified in 2022 to include three additional hulls, followed by the 2024 extension authorizing eight more. The John Lewis-class fleet replenishment oiler program is intended to replace the Henry J. Kaiser-class, many of which are over 30 years old and nearing the end of operational service life. The class is operated by the Military Sealift Command (MSC) and forms part of the Combat Logistics Force that provides fuel and limited dry cargo to U.S. Navy ships at sea. Each of the new vessels under construction will be named to honor individuals recognized for significant historical contributions, including Captain Joshua L. Goldberg, the first rabbi to volunteer for naval service, and Captain Thomas D. Parham Jr., the first African American sailor promoted to the rank of Captain. The current NASSCO production plan aligns with Navy efforts to sustain a long-term cadence in hull fabrication, testing, and outfitting. Four John Lewis-class ships have already been delivered to the Navy, while five others remain under construction at NASSCO’s San Diego yard. The remainder of the 20 planned ships are in various stages of pre-production and contract finalization.

Each John Lewis-class oiler is 742 feet (227 meters) in length, 106 feet (32.4 meters) in beam, and 33.5 feet (10.2 meters) in draft, with a full load displacement of approximately 49,850 tons. The ships are double-hulled and classed to American Bureau of Shipping standards in compliance with OPNAVINST 9070.1 environmental and safety requirements. Propulsion is provided by two Fairbanks-Morse 12V48/60CR medium-speed diesel engines driving two propellers, producing a top speed of 20 knots and an endurance exceeding 6,140 nautical miles. Each vessel carries up to 162,000 barrels of petroleum products, including marine diesel, jet fuel, and lubricating oil, and can also transport dry stores and refrigerated cargo. Five fueling stations and two dry cargo transfer rigs allow simultaneous replenishment of multiple receiving ships during underway operations.

The John Lewis-class incorporates aviation capability with a helicopter flight deck for vertical replenishment. Space, weight, and power are reserved for future self-defense systems, including CIWS or SeaRAM, as well as an anti-torpedo torpedo defense system. These characteristics position the class as a critical logistics asset capable of sustaining fleet operations across multiple theaters. The hull designation “T-AO” (Transport Auxiliary Oiler) refers to a transport oiler operated by the Military Sealift Command (MSC) with a predominantly civilian crew. This class also offers improvements over the earlier Kaiser-class through greater fuel capacity, additional dry cargo storage, and enhanced survivability and environmental compliance due to double-hull construction. The vessels’ design integrates more advanced replenishment-at-sea equipment, updated electronic control systems, and a reconfigured internal layout for more efficient cargo handling. Crew accommodations support approximately 125 personnel, including 99 civilian mariners and 26 mission personnel, reflecting MSC’s civil service crewing model.

The ships are equipped with torpedo countermeasure systems, modern communications, and integrated navigation suites for precision station-keeping during connected replenishment evolutions. The overall design provides higher payload flexibility and operational endurance, allowing each oiler to sustain multiple carrier strike groups or amphibious ready groups without frequent port calls. The Navy plans to use the class as the principal fleet oiler for at least two decades, replacing all remaining Kaiser-class units as they retire. Each ship’s construction involves a national industrial base that supplies key propulsion, electrical, and structural components from multiple states. The class is also designed to meet Navy and U.S. Coast Guard standards for pollution prevention and damage control resilience, which becomes increasingly relevant when examining how current oiler availability issues have affected the Navy’s broader logistics capacity.

The Navy’s replenishment oiler shortage stems from aging hulls, limited shipyard capacity, and a severe shortage of civilian mariners. Of the fifteen active oilers operated by MSC, the majority are Henry J. Kaiser-class ships commissioned between 1984 and 1996, which have exceeded or are approaching their intended service lives. As maintenance requirements grow, operational availability has declined, reducing the number of ready ships at any given time. Meanwhile, the transition to John Lewis-class vessels has been slower than initially expected, leaving the Navy with insufficient coverage to support its global commitments. The shortfall became evident during recent operations when USNS Big Horn (T-AO-198) ran aground near Oman in 2024, temporarily removing one of the few available tankers supporting a carrier strike group in the region. This incident highlighted how the loss of even a single oiler can disrupt refueling cycles for deployed forces.

To mitigate capacity gaps, the Military Sealift Command (MSC) has occasionally chartered commercial tankers capable of limited underway replenishment, reviving a Cold War-era practice. However, these vessels lack the specialized rigging, crew training, and interoperability of purpose-built Navy oilers. Manpower shortages have intensified the logistics strain. MSC currently operates with about 5,500 civilian mariners and 1,500 contractors, far below the estimated 10,000 personnel required to fully staff the 140 logistics ships under its management. The mariner-to-billet ratio was reported at approximately 1.27 in late 2024, meaning that for every 100 positions, only 127 mariners were available, leaving little margin for rotations or leave. In response, the Navy has sidelined seventeen logistics vessels, including fleet oilers and dry cargo ships, to reassign crews to higher priority units.

The measure is expected to add about 700 mariners to the available pool and temporarily raise the ratio to 1.75. The Navy has also launched a workforce initiative approved by the Secretary of the Navy, Carlos Del Toro, to improve recruitment and retention through partnerships with the U.S. Merchant Marine Academy and state maritime academies, tuition assistance, credentialing reforms, and better work-life balance. These steps are intended to rebuild the long-term mariner workforce and reduce the high turnover that affects fleet readiness. Despite these efforts, the process of training and retaining skilled personnel for underway replenishment remains slow. Industrial base limitations further compound the challenge. NASSCO’s shipyard capacity is focused primarily on the John Lewis-class program, with major subcontractors spread across the United States supplying engines, generators, and modular sections. The distributed nature of the production network adds logistical complexity but maintains industrial capability in multiple regions. The Navy’s block-buy approach seeks to stabilize production lines, reduce unit costs, and preserve critical skills within the shipbuilding workforce. However, repair and maintenance availability remains constrained, with backlogs extending turnaround times for older vessels.

The Navy’s long-term plan includes the procurement of thirteen new Light Replenishment Oilers (T-AO(L)), with the first acquisition projected for fiscal year 2028. These smaller auxiliary vessels, previously known as the Next-Generation Logistics Ships, will complement the larger John Lewis-class by providing distributed refueling capacity suited for Expeditionary Advanced Base Operations and Distributed Maritime Operations. The T-AO(L) program is supported by advanced procurement funding of $100 million in fiscal year 2025 and will be reviewed by Congress as part of the fiscal year 2026 defense budget process. Operational risks remain significant while the transition progresses. With limited oiler availability, deployed carrier strike groups and amphibious ready groups must operate closer to logistics hubs or rely on alternative fuel sources. This restricts sustained operations in distant theaters and reduces flexibility in responding to crises.

Analysts note that adversaries could exploit this vulnerability by targeting the logistics fleet, which lacks extensive self-defense capabilities. The grounding of USNS Big Horn illustrated how the temporary loss of a single oiler can force wider fleet adjustments, including reassigning escorts or diverting assets from other commands. The Navy’s adoption of commercial consolidation tankers and redeployment of Pacific-based oilers such as USNS Rappahannock to the Middle East demonstrated how stretched the logistics network has become. These measures, while necessary in the short term, emphasize the critical importance of accelerating delivery schedules and ensuring adequate manpower levels. The modernization of the replenishment fleet through the John Lewis-class and future T-AO(L) series remains essential for restoring operational resilience and stabilizing the Navy’s global replenishment capacity and sustaining operational reach across the Pacific, Atlantic, and Middle Eastern theaters.

Written by Jérôme Brahy

Jérôme Brahy is a defense analyst and documentalist at Army Recognition. He specializes in naval modernization, aviation, drones, armored vehicles, and artillery, with a focus on strategic developments in the United States, China, Ukraine, Russia, Türkiye, and Belgium. His analyses go beyond the facts, providing context, identifying key actors, and explaining why defense news matters on a global scale.