SEA POWER INTERNATIONAL

Rolls-Royce Establishes U.S.-Oriented Naval Facility

By ANTONY PRESTON

Antony Preston, a London-based naval analyst and broadcaster, is cofounder of the international newsletter NAVINT.

Rolls-Royce (R-R) has unveiled the structure of a dedicated U.S. marine organization intended to showcase the company's complete range of products and services for the U.S. Navy, Coast Guard, and naval defense contractors. The Rolls-Royce facility in Walpole, Mass., that formerly belonged to the Bird-Johnson Company has been selected as the lead-site for Rolls-Royce Naval Marine Inc in the United States.

R-R officials said they believe that the company's U.S. naval business will continue to grow. Customers are increasingly looking for companies that can provide equipment and systems or service packages from a single source. This simplifies the supply chain, facilitates greater product integration, and reduces cost and risk. Since R-R acquired Vickers plc in 1999, its marine capabilities have expanded to include gas turbines, propellers, podded propulsors, waterjets, stabilizers, steering gear, and deck-handling equipment.

The company already is supplying new propeller technology to the U.S. Navy for its Whidbey Island (LSD 41) and Harper's Ferry (LSD 49) classes of amphibious ships; the R-R technology improves fuel efficiency by over 6 per cent, and saves on load-management and maintenance. R-R software algorithms also control propulsion systems in Arleigh Burke-class (DDG 51) destroyers, Supply-class (AOE 6) replenishment ships, and San Antonio-class (LPD 17) amphibious ships. The companies turbine overload protection systems are also fitted in the Spruance-class (DD 963) and Kidd-class (DDG 993) destroyers and Ticonderoga-class (CG 47) cruisers.

R-R also supplies the U.S. Navy with gas turbine generators, including those installed on the Arleigh Burke-class DDGs. Almost 300 Model 501 gas turbines provide auxiliary power for all U.S. Navy destroyers and cruisers, and have logged almost 10 million hours of operating experience.

Among other R-R systems now used by and/or available to the U.S. Navy and U.S. Coast Guard are the following:

* KaMeWa waterjets, ranging from 90kW to 50MW;
* The proven Mermaid 5-25MW electric pod propulsion system;
* Fixed fin stabilizers--standard in all Oliver Hazard Perry-class (FFG 7) frigates;
* Brown Brothers' non-retractable stabilizers for various naval vessels;
* Steering gear of various types; and
* A range of automated, electrically powered underway replenishment systems compatible with the all-electric-ship concept.

The AWJ-21, an innovative application of proven waterjet technology configured for underwater discharge, is under development in cooperation with the U.S. Navy's Office of Naval Research. The AWJ-21 offers markedly improved cavitation performance, enhanced low-speed maneuverability, higher efficiency, the elimination of exposed shafting, struts and rudders, reduced draught and lower torque.

R-R is now carrying out hydrodynamic model tests on the AWJ-21; these will be followed by a quarter-scale technology demonstrator program in which a 1.5MW AWJ-21 will be tested at sea in a 30-knot vessel powered by electric drive. These tests will help to validate the system's powering, maneuvering, and cavitation characteristics, and help to predict the performance of larger units.

R-R also supports the Northrop Grumman advanced-cycle WR-21 marine gas turbine. Northrop Grumman's Marine Systems Division in Sunnyvale, Calif., is the prime contractor for the WR-21 program and has overall responsibility for engineering and systems integration. R-R designed and developed the gas generator and power turbine.

WR-21 is currently being qualified for U.S. Navy applications, in conjunction with the U.K. Royal Navy (RN) and the French Marine Nationale (at its DCN Indret facility, near Nantes).

Related Note: Northrop Grumman and Rolls-Royce plc won a contract worth about $120 million earlier this year from prime contractor BAE Systems to supply 12 WR-21 gas turbine sets for the first six of the Royal Navy's Type 45 destroyers.

Rand Corporation to Arbitrate In British Shipbuilding Dispute

The U.K. Ministry of Defence (MOD) has asked the U.S. Rand Corporation to help resolve the dispute between BAE Systems and Vosper Thornycroft (VT) over construction of the Royal Navy's Type 45 anti-air warfare destroyers (DDGs). VT was to build one of the first three ships, but Prime Minister Tony Blair agreed to consider an unsolicited bid from BAE Systems to build all 12 destroyers in its yards, which would give BAE a de facto monopoly.

The Rand Corporation performs research for the U.S. Department of Defense, with particular emphasis on the Air Force, which was involved in its establishment. British analysts say the appointment of Rand is an indicator of how difficult it was for the MOD to resolve the dispute.

Rand's brief is to examine the whole of the British naval shipbuilding strategy, not just the Type 45 DDG program. The aim is to complete the study in a few weeks to allow a government decision on the dispute before the U.K. Parliamentary Recess late this month.

STE Warship Designs Prominent at Singapore Show

The electronics and marine sectors of Singapore Technologies Engineering (STE) exhibited a full range of designs at IMDEX Asia, held in Singapore in May.
Singapore Technologies Marine (ST Marine), the shipbuilding and repair arm of STE, has built the Republic of Singapore Navy's (RSN) new Endurance-class 141-meter tank landing ships, Fearless-class 55-meter patrol vessels, Victory-class 62-meter missile corvettes, and Sea Wolf-class 45-meter fast attack craft, as well as 15-meter high-speed inshore patrol boats, 45-meter Coast Guard patrol vessels, and a number of fast utility craft (FCUs) and various amphibious craft.

ST Marine exhibited models of two new designs: an 81-meter offshore patrol vessel (OPV) and a 27-meter Fast Craft--which was designed with special operations in mind. The OPV and the Fast Craft both have been extensively model-tested to achieve optimum hullforms for the best performance and seakeeping characteristics.

The OPV is designed as a multipurpose platform to meet the varying needs of the navies and coast guards of potential customers. The vessel--designed for what is claimed to be "excellent performance including speed, fuel economy, and seakeeping capabilities"--is capable of sustained operations up to sea state 5. Its design includes a landing platform for helicopters up to 10 tons.

The OPV is capable of speeds ranging from 23 to 30 knots, depending on the propulsion system selected. Besides its low-observables features, the vessel also is fitted with self-defense weapons for enhanced survivability. Vital areas of the ship such as the major shipboard, navigation, communications, and combat systems may also be hardened to withstand a certain degree of underwater shock. Its mechanical and electrical systems are arranged with what seems to be sufficient redundancy.

The OPV is designed with a high degree of automation for low manning, including a ship control, monitoring, and management system (SCMMS). The design also allows for unmanned engine room operations.

The vessel can be fitted with different combat systems for a range of capabilities ranging from coast guard functions to protection against various threats including anti-surface warfare (AsuW), anti-submarine warfare (ASW), and anti-air warfare (AAW).

The Fast Craft has a unique Vee-hull designed to provide optimum performance as a high-speed interceptor even in prolonged operation in rough sea conditions. The hull and superstructure of the Fast Craft are constructed of a combination of marine-grade aluminum plates, profiles, and extruded panels. The structural arrangement features an innovative use of the extruded profiles on the exposed decks to provide a higher degree of flatness that translates into a low radar cross section (RCS).

Designed as a versatile, multipurpose vessel, the Fast Craft can be configured for various missions, ranging from light coastal patrol to littoral warfare. Its waterjet propulsion system provides excellent shallow-water capability and high maneuverability. Depending on the selection of propulsion unit, the vessel is capable of speeds in excess of 35 knots. In its basic configuration it is equipped with two high-speed diesel engines and two waterjets.

In a separate announcement at IMDEX Asia, U.S. underwater specialist EDO confirmed that it has sold its new Advanced Low Frequency Towed Sonar (ALOFTS) to the RSN. This active sonar is destined for installation on the RSN's six modified LaFayette-type "corvettes" being built by ST Marine, and is expected to significantly improve the RSN's ability to detect and track quiet diesel-electric submarines.

Iran Launches New Craft Fitted With Rocket Launchers

Iran has launched the first of a new type of locally built craft equipped with "rocket launchers," according to Tehran Radio, which noted that the ship had been delivered to the Islamic Revolution Guard Corps (IRGC) by the Ministry of Defense and Armed Forces Logistics.

The same ceremony, presided over by Defense Minister Rear Adm. Ali Shamkhani, saw the launch of two Barak-class oilers, of 1,000 tons capacity, and one Karbala-class tank landing ship (LST). All were designed and built by the Defense Ministry's naval industry department.

The report said that Shamkhani also had attended a ceremony inaugurating a 1,600-ton capacity shiplift "the size of five parking lots" that also was designed and built by the naval industry department.

The landing ship is one of three Hormuz 21-type LSTs, and may be the one launched at Boushehr in 1997. It is not clear from published sources what type of oilers were launched--the same is true of the missile craft. Iranian official statements seem designed to confuse rather than enlighten, and the new craft could even be one of the reported trio of 1,200-ton corvettes under construction at Bandar Abbas.

On the other hand, descriptions of new ships generally err on the side of optimism about capability, with a missile boat often being described as a corvette, and a corvette promoted to a frigate.

Related Note: The Iranian Navy has successfully carried out repairs to one of its submarines locally, according to Gholam Abbas Vahmani, a deputy Navy commander in southern Iran. The repair work, which was carried out over four months, allowed the boat to take part in exercises that began on 13 April. Iran owns three Russian-built Kilo-class SSKs.

Joint Indian/Japanese Exercises

The Japanese Maritime Self-Defense Force's 4,000-ton training ship Kashima and ASW destroyer Yamagiri took part in a joint exercise in late spring with the Indian Navy's Eastern Fleet. The two Japanese ships were under the command of Rear Adm. Yasui Nobuharu; the Indian ships were commanded by Commodore P.R. Franklin.

The exercise area was off the coast near Chennai (formerly Madras). The Eastern Fleet, which traditionally supports ships of Russian or Soviet design, has its headquarters at Vishakapatnam. The submarine school INS Satyavahana, the naval air station INS Dega, and the new-entry school INS Chilka are collocated. Nearby, at Vijayaraghavapuram, is the service's very low frequency (VLF) transmitter for communicating with submarines. A major naval shipyard built and equipped by the Soviets during the Cold War is being extended.

Among the ships based at Vishakapatnam are three Rajput-class DDGs (Kashin types built in Russia) and the four Khukri-class missile corvettes (built in India but armed with Russian weaponry) as well as four Kilo-class SSKs and three of the surviving Foxtrot-class SSKs.

Kockums Announces Launch of New Submarine Rescue Vehicle

Swedish submarine specialist Kockums (part of the German HDW Group) announced at IMDEX Asia in May that it is launching a new submarine rescue vehicle. A development of the Royal Swedish Navy's existing URF submarine rescue system, the new vehicle uses an already proven system to offer a whole range of operational benefits, Kockums says. "We have what is probably the most effective submarine rescue system in the world," company officials said.

The new submarine rescue system, known as the S-SRV, can rescue an entire crew of 35 men in a single lifting operation, a capability that can be decisive when time is short. "Our system also makes it possible to transfer a crew from the pressurized environment of a sunken submarine via the S-SRV direct to the decompression chamber of the mother ship," said Lars Larsson of Kockums.

The second-generation S-SRV can rescue crews from depths over 2,700 feet. The S-SRV's navigation aids, which are compliant with the new NATO standard, include advanced sonars and underwater cameras. The system can be transported by rail, road, various types of ships, and by air. It can then be deployed from different types of surface vessels, and from some submarines. *The U.S./U.K. Trimaran Trials Program

Leveraging Joint Research Into the Warship of the Future

By GORDON I. PETERSON Senior Editor

One of the world's most unusual and innovative warship demonstrators--the triple-hull Research Vessel Triton--is progressing smoothly through 18-month collaborative sea trials cosponsored by the U.K. Ministry of Defence (MODUK) and the U.S. Navy's Office of Naval Research (ONR).

The R/V Triton, which is owned and has been developed by the MODUK's Defence Evaluation and Research Agency (DERA), has been described as one of the most significant developments in warship design since the ironclad was introduced during the 19th century.

The "Navy After Next"

Measuring 91 meters (298 feet) in length at the waterline and with a beam of 22.5 meters (74 feet), Triton is the world's first motor-powered trimaran warship demonstrator. Built at the Vosper Thornycroft shipyard in Southampton, England, she was launched in May 2000 and was turned over to DERA three months later.
According to an ONR spokes-man, the purpose of the U.S. Navy's collaboration with the R/V Triton program is to reduce risk during the office's analysis of different hull forms that might provide feasible options for future U.S. warship designs.

"The trimaran hull is one of several designs we're looking at as options for the 'Navy After Next,'" Rear Adm. Jay M. Cohen told Sea Power. Cohen, the chief of naval research, indicated that research data obtained from Triton's trials would provide valuable "risk reduction" information when it is compared to data from other possible sources for future warship design.

According to a DERA spokesman, the demonstrator will determine whether the triple-hull form will be suitable for consideration for the Royal Navy's future surface combatant program and/or replacement of current Type 22/23 frigates.

MODUK retains the lead in the trials program, but the planning and research phases are collaborative efforts. ONR has invested approximately $2 million to install a state-of-the-art Trials Instrumentation System (TIS) on the demonstrator. The data gathered from R/V Triton's at-sea trials is being provided to ONR for analysis. Engineers assigned to the Naval Surface Warfare Center (NSWC) and the Naval Sea Systems Command are participating in the project, and one or two of the engineers are normally aboard during the trials.

Triton concluded a busy weeklong port visit to the Washington (D.C.) Navy Yard in early June. A steady progression of U.S. sea-service officials and naval attaches visited the vessel during her stay. Additional trial activities were subsequently conducted with the U.S. Coast Guard in the Chesapeake Bay and Atlantic Ocean.
Matthew Grassman, a naval architect assigned to NSWC's Carderock Division in Maryland, said the collaborative research program is going well.

"It has been a fabulous program," he said. "From a collaboration standpoint it has been an awesome project, and I think it is a really good demonstration of how we can leverage joint cooperation with other governments."

"No Showstoppers"

The R/V Triton's hull structure is representative of a warship and is similar in some design elements to a typical Royal Navy frigate. Strain gauges, monitors, recorders, and on-board computers form the basis for the TIS instrumentation package ONR has installed on the ship. The TIS records more than 300 channels of measurements--distributing, displaying, and archiving data continuously from points located throughout the vessel.

Critical research data includes structural performance measured by strain gauges; environmental data such as wind speed and direction, temperature, and wave height and direction; and hydrodynamic data gathered from accelerometers measuring the ship's motion. Video cameras monitor and record water flow around the hull and in the vessel's wake.

To date, the R/V Triton has successfully completed docking trials at Rosyth, Scotland; seakeeping trials off England's southwest coast; human-factors trials conducted in conjunction with the seakeeping trials; and naval evolutions with the Royal Navy involving replenishment-at-sea and small-craft operations. The preliminary results are said to correlate closely with earlier research using scale models at DERA's facilities in the United Kingdom.

DERA's trimaran project manager offered an upbeat assessment of the trial program's preliminary results. "All of the research has been successful; no showstoppers have been identified," Robert J. Short told Sea Power. "I know it sounds very boring, but everything is going very well at the moment--touch wood--and we just hope it continues to do so."

Key Benefits Projected

The warship demonstrator's trimaran design offers four key benefits, according to DERA: (1) The slender hull form, with its two outriggers, reduces drag at high speeds by 20 percent compared to an equivalent monohull design; (2) The hull's lower resistance at operational speeds will permit a reduction in the size of the propulsion plant (two engines vice three), leading to lower life-cycle costs; (3) The twin side hulls provide greater innate stability--offering growth potential for ship systems and the ability to mount sensors higher above the water line to improve early-warning missile-defense capabilities; and (4) The flight deck area is increased by approximately 40 percent, offering more space for hangars, larger helicopters, and weapons.

The R/V Triton displaces 1,100 tons and has a maximum speed of 20 knots, with a range of 3,000 nautical miles. Her crew consists of 12 civilian mariners and a complement of 12 scientists. Seakeeping characteristics during Triton's maiden Atlantic crossing were judged by Short to be "no worse than and perhaps a bit better than a conventional hull."

The vessel is equipped with a Global Positioning System (GPS) for navigation. Triton's spacious bridge is outfitted with a Litton Industry commercial-off-the-shelf Fully Integrated Bridge System enabling "one-man" navigation and operations. The system features electronic charts for piloting and navigating, an autopilot, and a fully integrated and redundant system for monitoring key machinery spaces. Computerized displays record and depict operating conditions for all propulsion and ship's systems, auxiliary equipment, fire systems, fans, and dampers.

A Candidate for Deepwater?

Several contemporary combat-control systems are installed on Triton for demonstration purposes. They include an Alenia Marconi Systems "Nautis 3" command-and-weapon-control system--a single console that can be used for air, surface, and undersea applications.

"It is a low-cost system, because all the development has been done, and we use all commercial-off-the-shelf equipment," said David Geale, a naval systems manager for Alenia Marconi. "It is low-risk, and it's available today--in service with both the U.S. and Royal Navies."

A BAE Systems Surface Ship Command System also is installed on Triton's bridge. The system's open architecture, modular design, and provision for third-party software-integration reflects an industry trend to develop command-and-control systems that are both adaptable and easy to use. Liberal applications of COTS technology help keep costs low while simplifying future system upgrades.

Not surprisingly, the U.S. Coast Guard is following the progress of the R/V Triton trials program closely, mindful of possible applications of the trimaran hull design for future cutters in its Deepwater Program. The cutter USCGC Campbell, a traditional monohull ship homeported in Little Creek, Va., conducted side-by-side comparative hydrodynamic trials with Triton in mid-June.

Rear Adm. Ronald F. Silva, the Coast Guard's assistant commandant for systems, was one of several senior Coast Guard officials who visited Triton during her call at the Washington Navy Yard. "This is very interesting technology," Silva told Sea Power, "and we're certainly looking forward to innovative ideas like this. I think it looks very promising."