The EPFs can reach speeds of 35–45 knots (65–83 km/h; 40–52 mph), and allow the rapid transit and deployment of conventional or special forces, equipment and supplies.

[9] The EPF is an aluminum twin-hull catamaran shell containing four diesel engines, rudimentary facilities for up to 40 crew members, and 312 airline-style passenger seats, with an expansive flight deck on the top.

The stateroom-style berthing areas for the ship's crew have private features including toilet stalls, outlets, air conditioning, and thermostats.

[2] The U.S. 4th Fleet has expressed interest in using the EPF as a low-cost ship for performing drug interdiction missions around Central and South America.

U.S. Southern Command is experiencing a shortage of Coast Guard cutters available to interdict drug runners due to ship age and budget cuts.

[18] Chief of Naval Operations Jonathan Greenert has suggested using the ships as a cheaper way to perform counter-piracy missions to free up blue-water combatants.

When performing at-sea transfers of equipment with a Mobile Landing Platform (MLP), the EPF ramp used for vehicle transfers could not effectively operate with it in open ocean sea states of 2–3, and was determined to only be able to work in calm sea states found in protected harbors, an unacceptable constraint for operational deployment.

[22] Marine Corps General John M. Paxton, Jr. called the EPF "a very capable ship" for certain missions, but cites several deficiencies as a substitute amphibious assault ship, including inability to operate in difficult sea states, survivability in contested waters, lack of a well deck to launch amphibious vehicles, and lack of "splash capability" to drive vehicles off the ramp into the sea.

[23] The ship has been rejected as a platform on which to base MV-22 Ospreys due to its weight, and potential flight deck damage from engines during take-off and landing.

[24] The USMC is investigating changes to the EPF ramp to enable the "splash capability" for placing Amphibious Combat Vehicles into the water near the shore.

[28] The Flight II variant is designed to bring enhanced medical capabilities at the request of Combatant Commanders, and allows patients to recover onboard rather than in a higher-level facility.

[31] Two 11-meter rigid-hulled inflatable boats allow for the transfer of patients from other ships or water rescue; the flight deck has room for a single V-22, or an H-53 or H-60 helicopter.

[44][citation needed] In May 2016, the procurement of long-lead-time material and initial engineering support for the Expeditionary Fast Transport (EPF) 12, formerly Joint High Speed Vessel 12, was announced under the Naval Sea Systems Command's contracting activity.

[47] In October 2018, the navy awarded Austal a $57.8 million order to fund the procurement of long lead-time materials, which included diesel engines, water jets and reduction gears, for the construction of the 13th EPF.

[48] In December 2018, the navy awarded Austal a $40.4 million order to fund the procurement of long lead-time materials, which included diesel engines, water jets and reduction gears, for the construction of the 14th EPF.

[49] In March 2019, the Navy awarded Austal a $262 million contract for the design and construction of two additional Expeditionary Fast Transport Ships, EPF-13 and EPF-14.

[51] Austal USA secured a contract from the US Department of Defense to carry out the detailed design, procurement, production implementation, and demonstration of autonomous capability in EPF-13.

[54] During operations in 2015, the first ship of the class, USNS Spearhead, experienced bow damage from rough seas requiring more than a half-million dollars (USD) to repair.

[55][56] In early 2014, Austal announced it had been awarded a $124.9 million contract for two High Speed Support Vessels (HSSV) for a foreign customer, later revealed to be the Royal Navy of Oman.