Utah Beach. D Day.

Temujin · Nov 30, 2022

Welcome Jim……just sent you a PM

EKB · Dec 1, 2022

Trux said: ↑

LANDING SHIPS TANK.

A simple distinction between ships and craft is that ships are deemed to be self sufficient and commanded by a capable navigator and can thus proceed independently. Craft should sail in groups commanded by a competent senior officer.

LSTs.
LST Flotilla 10.

30 LST.

Group 29.
LST 47, 48, 230, 281, 282, 501,
49, 50, 283, 284, 491, 492.

Group 32.
LST 46 (Flag), 58, 294, 351, 509, 515.
57, 290, 499, 500, 508, 539.
311, 346, 371, 380, 382, 400.

View attachment 260255

The Landing Ship Tank Mark 2 had a displacement of 3,700 tons, was 328 foot long, fifty foot wide and drawing only 3 foot of water at the bows when beaching. There were two decks. The Tank Deck could carry the heaviest tanks in service while the Main Deck was limited to a weight of 10 tons. There were bow doors which opened and a ramp which when raised formed a watertight door and when lowered could rest on the shore. Access to the Main Deck was via a lift situated at the bow. This could lift 10 tons, took 56 seconds to raise and 52 seconds to lower. This made unloading the Main Deck a slow process. Later types were equipped with a ramp which speeded up the discharge of vehicles from the Main Deck. Accommodation was provided for 12 officers and 165 men in addition to the ship’s crew. Catering and medical facilities were provided. Top speed was 10 knots. Two propellers and two rudders made the LST manoeuvrable at low speed for beaching. A kedge anchor was provided so that the LST could winch itself of a beach, and also keep itself correctly positioned.

Correct loading was essential and was the result of much planning. The regimental staff, prepared detailed stowage plans in conjunction with unit Commanding Officers. Scale cardboard cut outs of vehicles were fitted onto a scale deck drawing to ensure the plan was workable. A loading plan was then made. This showed the position of each tank and vehicle together with its unit and priority. The plan was then submitted to the Senior Officer Assault Group and the commanding officer of the LST.

Vehicles arrived at the LST in serial order and the Upper Deck was be loaded first. These vehicles drove forwards onto the lift and then turned round when they were on deck (the last vehicles had to reverse as no room to turn remained). Vehicle reversed into the Tank Deck. Vehicles were secured by chocks and lashings.

Landing.
On approaching the shore the following were standard procedures:
Troops should have a hot meal two hours before landing.
All vehicle engines should be turned over to ensure that they will start. If any are out of commission arrangements will be made to clear it out of the way or to tow it ashore.
Ventilators on the Tank Deck will be checked.
Fuel in the vehicles will be topped up.
Chocks and lashings will be removed. Hand brakes will be on and vehicles in gear.
15 to 30 minutes before landing ventilation fans will be started and checked. Engines will be warmed up.
Vehicle crews will mount their vehicles.

The standard method of landing was a straightforward beaching in which LST arrived on a rising tide, preferably just before high water, and unloaded as rapidly as possible. The D Day timetable did not meet this ideal. In any case the slope of the Normandy beaches was too shallow for normal beaching and it was intended that LSTs would unload using Rhino Ferries. These were 175 foot long, 43 foot wide and 5 foot deep, with a ramp at the bow. They were powered by a separate tug of similar construction with two 160 horse power outboard motors. There was sufficient deck space to allow an LST to unload in two trips.

A Rhino Ferry was towed behind the LST. On arrival at the unloading point the ferry moved to the bows of the LST. A centre line was passed to the LST and the ferry reversed towards the LST ramp. The LST doors were opened and the ramp lowered to 6 foot above the water. The ferry was then winched up to the LST ramp using the centre line. Side lines then secured the ferry to the LST and the ramp was lowered to the ferry deck. Vehicles could then drive directly on to the ferry, which headed to the shore under its own power when loaded. On arrival at the beach the vehicles could drive straight down the fixed centre ramp into 1½ foot of water. While the ferry was away the vehicles on the Upper Deck could be lowered to the Tank Deck so as to be ready to board the ferry on its return. This meant that the order was reversed as the first vehicles to be lowered from the bow of the Upper Deck must reverse to the rear of the Tank Deck.

Although it was not thought wise to do so in the early stages of the landings because of the threat of enemy action it was soon found that the beaches were suitable for LSTs to beach and dry out. They then had to wait for the tide to go out and in again before refloating. These LST could unload in the normal way through the bow doors and down the ramp. Once it was certain that vehicles would be landing onto dry sand the standard procedure was to remove as much waterproofing as possible while waiting to unload thus saving time once ashore. The delay caused in drying out did not matter much in the later stages since return convoys only sailed once a day.

All LSTs could carry casualties but a number were modified for casualty evacuation from the beaches. Three tier stretcher racks were fitted down both sides of the Tank Deck. These could be folded against the sides and did not reduce the vehicle space. 120 stretchers could be carried on the racks. Eighty more stretchers could be carried on the floor and walking wounded could also be carried. A steriliser and sink, with water laid on, were fitted on the rear bulkhead of the Tank Deck. Special lighting and fittings for curtains were provided so that the rear part of the Tank Deck could be used as an emergency operating theatre.
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Trux · Dec 1, 2022

Thank you Jim.

I have corrected this.

Mike

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Utah Beach. D Day.

Temujin Member

EKB Well-Known Member

Trux 21 AG

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Utah Beach. D Day.

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EKB Well-Known Member

Trux 21 AG

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