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US Navy's Medium Landing Ship (LSM) Program: Transforming Amphibious Warfare for Indo-Pacific.
The Navy Medium Landing Ship (LSM) Program: Background and Issues for Congress, published on January 23, 2025, examines the Navy’s initiative to develop a fleet of 18 to 35 cost-effective amphibious vessels, a key component of the Marine Corps’ Expeditionary Advanced Base Operations (EABO) strategy, aimed at enhancing U.S. operational agility in Indo-Pacific maritime environments.
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The US Navy's new Medium Landing Ship (LSM) will play a pivotal role in supporting the Marine Corps' island-hopping operations under the Expeditionary Advanced Base Operations (EABO) strategy in the Indo-Pacific. (Picture source: US Congress)
The U.S. Navy’s Medium Landing Ship (LSM) program, formerly known as the Light Amphibious Warship (LAW) initiative, is a crucial component of the Marine Corps’ Expeditionary Advanced Base Operations (EABO) strategy. Designed to operate in contested maritime environments, particularly in the Indo-Pacific region, the program aims to procure between 18 and 35 amphibious ships. These vessels will enhance the Marine Corps’ ability to rapidly deploy, maneuver, and sustain small, mobile units as part of the broader U.S. military concept of Distributed Maritime Operations (DMO).
The Navy’s proposed FY2025 budget includes $268.1 million to procure the lead ship in the program. Subsequent vessels are expected to be less costly due to the distribution of nonrecurring engineering and design costs, with per-ship costs stabilizing around $152.5 to $155.7 million by FY2029. The first ship in the class, named LSM-1 "McClung" in honor of Major Megan M. L. McClung, a Marine Corps officer killed in action during the Iraq War, is expected to be delivered in February 2029, following a contract award in March 2025.
The LSM program emphasizes affordability, simplicity, and operational efficiency. The ships are smaller and less expensive to operate than traditional amphibious vessels like the LHA, LHD, and LPD classes. They are designed with a shallow draft, enabling them to operate in littoral waters and beach directly onshore. Each ship will have the capacity to transport 50 Marines, 648 short tons of equipment, and provide approximately 8,000 square feet of deck cargo space. Equipped with a helicopter landing pad, roll-on/roll-off beaching capability, and light defensive armament, the LSM is tailored for the Marine Corps’ vision of swift, distributed, shore-to-shore operations.
The LSM is essential to the Marine Corps’ EABO strategy, which focuses on small, platoon-sized units maneuvering across island chains to deny adversaries sea control. These units are envisioned to operate from remote bases, conducting missions such as firing anti-ship cruise missiles, providing forward arming and refueling for aircraft, and delivering intelligence and early warning capabilities. The LSM’s ability to transport, sustain, and support these forces will play a pivotal role in countering potential adversaries, particularly China, in the Western Pacific.
Congressional oversight of the program has intensified, with concerns about cost estimates, schedule risks, and design stability. Historical challenges with lead-ship construction in Navy programs, such as significant cost overruns and delays, remain a point of contention. The Congressional Budget Office (CBO) has projected higher per-ship costs than the Navy’s estimates, with a potential average cost of $340-430 million compared to the Navy’s projection of approximately $150 million per ship for the first eight vessels. In December 2024, the Navy canceled its original Request for Proposals (RFP) for the LSM program due to higher-than-expected bids and is now exploring the acquisition of non-developmental vessels as an interim solution.
Efforts to refine the program include examining the possibility of adapting existing Army Logistics Support Vessels (LSVs) or using commercially available designs to meet operational needs. Army watercraft, such as the General Frank S. Besson-class and Runnymede-class vessels, have been identified as potential options for bridging the capability gap. These vessels, already equipped with beaching capabilities and significant cargo capacity, could provide a cost-effective alternative while the Navy works to refine the LSM’s final design.
The industrial base implications of the program are another critical aspect under congressional review. The Navy has indicated a preference for having a single shipyard build all LSMs but remains open to multi-yard construction if it expedites delivery or reduces costs. The program has the potential to distribute shipbuilding work across multiple U.S. yards, fostering competition and strengthening the industrial base. However, lawmakers have expressed concerns that delays or design immaturity could lead to costly rework and jeopardize the program’s long-term affordability.
The Marine Corps has also explored interim solutions to address the operational gap before the LSM becomes operational. These include chartering civilian vessels, using existing Navy platforms like the Expeditionary Fast Transport (T-EPF), and experimenting with commercially available stern landing vessels. These bridging efforts aim to support Marine Littoral Regiments (MLRs), which have already begun forming in regions like Hawaii, where they are tasked with testing the EABO concept in realistic scenarios.
Despite the program’s challenges, the LSM remains a critical investment for the future of U.S. naval and amphibious operations.