In the later years of the Cold War, the US Navy recognized the need to revitalize its seagoing transport capacity. During the Second World War, the military had built a massive fleet to support transatlantic and transpacific campaigns. Mothballed after the war, much of it had rotted away by the time reconstruction began under presidents Nixon and Carter and accelerated under President Reagan. One necessity for the new fleet was equipment to move cargo – especially containers – from ship to shore. After experiments with lifting by helicopter or balloon, the Navy settled on fitting a series of cargo ships with heavy cranes to unload cargo in ports that lacked the necessary infrastructure. The first ship to be converted was the SS President Harrison, previously operated by American President Lines, which was renamed the SS Keystone State (T-ACS-1) upon completion of its refit in 1984.
Confusingly, the T-ACS-1 is not the only US military crane watercraft named the Keystone State. In 1998, the US Army launched a engine-less crane barge BD-6801 with the same name, chosen to honor the 28 soldiers from Pennsylvania’s 14th Quartermaster Detachment killed in a SCUD attack during the first Gulf War (in this instance, BD stands for Barge Derrick). Operated by the Transportation Corps, the BD-6801 was built to help unload military cargo in any of the many ports around the world unequipped to handle the cargo. It carries a single crane with a reach of 175 feet and a lift capacity of 115 long tons which, unlike the cranes on previous army barges, is able to lift a 60 ton M1 tank off of a cargo ship.
Between 1985 to 2005, at least one Army floating crane like the Keystone State was always aboard the MV American Cormorant, a float-on/float-on (FLO/FLO) heavy lift ship at Diego Garcia that carried a package of Army watercraft for operating a damaged or unequipped port. The American Cormorant and its cargo deployed to many major crises as part of the army response, including the first Gulf War and Operation RESTORE HOPE in Somalia. Until the launch of the Keystone State, the crane barge carried aboard the American Cormorant was one from the BD-89T class, with an 100 foot reach and an 89 long ton (100 short ton) capacity.
It was a BD-89T barge, the Algiers (BD-6072), which was deployed to be used by the Army 10th Transportation Battalion (Terminal) during the Gulf War. In addition to performing more than 1,500 lifts in Saudi ports, the Algiers was used to help clear damaged Kuwaiti ports of obstructions – harbor clearance being a mission shared between the US Army and Navy. After having built-up an extensive salvage force after the Second World War, changes to salvage doctrine meant the US Navy only sent one salvage ship and no heavy-lift gear to the Gulf. Commercial salvors being paid by the Dutch government took up much of the slack, but there were limits to what the contractors could do. With rental fees for barges and cranes running as much as $150,000 a day for a 600 ton Ringer crane barge, the Americans ended up mostly going without the heaviest equipment. The biggest harbor clearing lift involving the Algiers was a sunken Iraqi Osa II missile boat in the Kuwaiti port of Ash Shuaybah. Though small by seagoing standards, the Osa II was 127 feet long and displaced almost 200 tons in standard load. Even in combination with a quayside 140 ton crane, the crane barge couldn’t lift the ship whole. Only after army divers cut off the still-life missile launchers could the boat be raised. Looking back at the operation in the navy after-action report, perhaps with a little bit of envy, one of the navy salvage engineers called the army crane “very workable.” Other sunken craft the divers lifted at Ash Shuaybah, with or without the help of the crane, included a 90 foot sludge barge and two other boats.
The deployment of the Algiers during the first Gulf War is only the tip of the iceberg when it comes to the military roles played by American floating cranes, which since the conversion of the battleship Kearsage into Crane Ship No. 1 have worked to construct warships, salvage sunken submarines, and clear wrecks from the Suez Canal.
Source Notes: Much of the information for this post came from various sources around the internet, and in particular the website for the US Army Transportation Corps’ history office. The Corps’ 1994 official history, Spearhead of Logistics, was also useful. Details on the salvage operations during the Gulf War came mostly from the two-volume US Navy Salvage Report: Operations Desert Shield/Desert Storm, printed in 1992 and available online at the Government Attic (volumes one and two); the report’s chronology was the only place I was able to find which US Army crane barge was actually operated during the war.