As the price of oil skyrocketed in 2008, some in Congress argued that it was pointless to keep building oil-powered warships. Surely the future lay with a return to the vision of the 1960s, when it seemed that nuclear power would soon dominate. A congressionally mandated study by the Congressional Research Service concluded that once oil was $70 per barrel, “the total life-cycle costs of a nuclear-powered medium-size surface combatant would equal that of a conventionally powered medium-size surface combatant.” It seems likely that the future cruiser, (CG[X]), at one time seen as a variant of the Zumwalt-class destroyer, will be nuclear powered. Therefore it appears to be a good time to take stock of the current nuclear program, to ask what has changed since the rush toward nuclear power stopped in the 1970s, and also to look at foreign nuclear-powered surface warships.

In the late 1950s, it was assumed by some observers that at some point the U.S. Navy would build only nuclear warships. About 1955, the Bureau of Ships (the ancestor of the current Naval Sea Systems Command [NAVSEA]) produced a booklet of futuristic surface combatants, down to the level of frigates (then called destroyer escorts), all of them nuclear. The nuclear power organization within the bureau developed a range of reactor designs, including ones suitable for a cruiser (Long Beach) and, what was considered remarkable at the time, a large destroyer (Bainbridge), as well as for the carrier Enterprise. Excluding carriers, the U.S. Navy commissioned nine nuclear surface ships between 1961 and 1980. Long Beach (CGN 9), Bainbridge (CGN 25), and Truxtun (CGN 35) were each unique, the only ships of their class. These were followed by the two cruisers of the California class – California (CGN 36) and South Carolina (CGN 37) – and the four cruisers of the Virginia class – Virginia (CGN 38), Texas (CGN 39), Mississippi (CGN 40), and Arkansas (CGN 41). All of these ships were attractive because they could operate at maximum speed on a sustained basis. They were no faster than conventionally powered ships, but a ship using oil fuel cannot maintain high speed for very long. Particularly before the Soviets had nuclear submarines, speed itself offered considerable immunity to submarine attack. Even after the Soviets had submarines as fast as U.S. aircraft carriers, they could not hope to intercept such fast ships unless they were already trailing them, or they were cued by the Soviets’ complex ocean surveillance system. The latter was graphically demonstrated in 1968 when a Soviet November-class submarine intercepted USS Enterprise en route to Vietnam.

Current naval views of nuclear propulsion are inevitably colored by the way in which Adm. Hyman G. Rickover, for decades the chief of the program, handled it – and, more importantly, nuclear personnel. Rickover had a keen sense of the tactical and strategic potential of nuclear power. In effect he created a separate nuclear machinery organization outside the Bureau of Ships and its successor. His experience with conventional machinery convinced him that the nuclear innovation would succeed only if nuclear power was perceived as absolutely reliable. To that end, he insisted on intense training for all reactor operators (and all officers of nuclear ships had to be qualified operators). He rejected automation, the result being that nuclear engine rooms needed unusually large numbers of personnel who also were much more expensive than the average. Personnel made nuclear ships more expensive than might have been imagined. So did extremely strict standards for construction – which Rickover pointed out were the inevitable cost of the attractive new technology…

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