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When it comes to Type 26 Global Combat Ship (GCS) capabilities there are things we can guess from open source materials today, there are things we can guess from open source materials as the programme progresses, and of course, there are things we will never, rightly, know.
This second part of the series will have a look at the first, and as the programme progresses, will be updated to reflect the second.
The latest media of the Type 26 Global Combat Ship (GCS) was released by BAE/MoD during DSEi 2015.
De-Risking the Type 26
The most sensible part of the whole programme is its attitude to technology risk. Whether this is wholly intentional, or merely a happy by-product of Type 23 obsolescence and timing issues is for others to argue, but the fact remains, Type 26 has a relatively low level of technology risk.
Most of the major systems have been, or will be, de-risked on Type 23, with perhaps a few on CVF.
From an old Royal Navy publication (page 120);
To reduce programme risk, and in keeping with the principles of through-life capability management, there is a drive to maximise pull-through from the Queen Elizabeth-class aircraft carriers, Type 45 destroyers and ongoing Type 23 capability sustainment/upgrades, in an effort to both reduce risk and capitalise on previous investment, and/or existing system inventory. So while the Type 45 is characterised by approximately 80 per cent new to service equipment and 20 per cent reuse, these percentages will be effectively reversed for Type 26
The air defence system, gas turbine, countermeasures, helicopter handling, combat management system, medium calibre gun, sonars and even the chip fryers will be in service on ships other than Type 26 GCS before they are in service on the Type 26 GCS.
Without a shadow of doubt, this is a good thing.
There is of course, design and engineering challenges, but at least, there are no major systems to develop in parallel.
Some of the physical systems from Type 23 may be transferred to under construction Type 26’s, depending one would assume, on crossovers between out of service, build and in-service schedules.
The Type 23 has been continually upgraded but the most recent package of improvements has been defined as the Type 23 Capability Sustainment Programme (CSP), this from a presentation at RUSI in 2012 shows the intended scope of the CSP.
The slide above is merely an indicator but it provides a good overview of the planned upgrades.
Combined with a number of equipment obsolescence changes improve the life of the hull and superstructure, the CSP has started to be incorporated into the existing Type 23 fleet, the first being HMS Argyle. This Life Extension (LIFEX) to HMS Argyl that started in June this year will not only add the ARTISAN radar and Sea Ceptor missile system but also such seemingly mundane improvements as a chilled water ring main and new paint.
General Issues and Costs
The weight and size of Type 26 have changed, and possibly will continue to change until the detailed design is frozen and steel cut.
This original baseline was reportedly 141m long, displacing 6,850 tonnes and costing an estimated £500m each.
As part of the ongoing cost/capability trade-offs, it was repeatedly reported that this cost was undesirable to the MoD and capabilities (and size) pared down to achieve a target cost of £250 million to £350 million each.
The displacement was reduced to 5,400 tonnes and the ship dimensions, 148m length with a beam of 19m. Sharp-eyed readers will note that the length had actually increased from the baseline.
Cast your mind back to the history of Type 26 and the C1 (Versatile Surface Combatant) was expected to displace about 6,000 tonnes and the C2 (Medium Vessel Derivative), 4-5,000 tonnes.
The latest from BAE is that the ship will be 149.9 metres in length, have a maximum beam of 20.8 metres and a displacement of 6,900 tonnes, not a million miles away from the original baseline.
Funny that!
There seems to be some concern about the changing size and displacement of Type 26 but this is simply reflective of its desired capabilities and equipment fit and the realities of current regulations and standards, to coin a phrase, it is what it is.
Top speed is 26+ knots and endurance has been reported at 60 days against a range of 7,000 nautical miles at 15 knots.
In line with contemporary ship construction methods, there has and will be a great deal of thought and effort put into ease of upgrade, reflecting the likelihood of major systems change over the life cycle of the ships. Blown fibre optic cable, block construction, COTS computing hardware and prefabricated internal fixtures like accommodation spaces are just a few of the features that are designed to keep construction and refit costs down.
Clean lines, facetted construction and carefully chosen materials are designed to reduce the ships electromagnetic signature although there are of course obvious limitations in this regard.
There will be EIGHT Type 26 Global Combat Ships.
Equipment
The Type 26 Global Combat Ship (GCS), or Frigate, is designed to fulfill a variety of missions but the main one is combat operations, at a high tempo and against a peer enemy.
A summary of what we know, with one or two guesses;
Power and Propulsion
Anti-Submarine Warfare (ASW) requirements influence the hull design and means of propulsion.
The ability to tow a large sonar array, a low acoustic signature hull and ability to carry out ‘sprint and drift’ manoeuvres are essential to anti-submarine warfare. In the future, there may be technological developments such as offboard unmanned netted sensor swarms that change the requirements in the lifetime of Type 26, but for now, the Type 23 concept is still relevant and still, therefore, the design route chosen.
The propulsion and power configuration is COmbined Diesel eLectric Or Gas (CODLOG), sometimes called CODELOG, from Rolls Royce;
A CODELOG (Combined Diesel Electric or Gas Turbine) configuration is to be deployed in the Type 26 Global Combat Ship. The diesel gensets supply electric power for on-board systems and for vessel propulsion in cruising mode. The Rolls-Royce gas turbine will be switched in for high-speed propulsion whenever needed. The propulsion concept is ideally suited for the mission profiles of the future combat ships. For naval applications, the MTU gensets have double-resilient mounting systems and are housed within acoustic enclosures. This creates a propulsion system with an extremely low level of acoustic emissions, making the ship very difficult to locate.
The important difference between Type 26 and other similar vessels is the Or (O) instead of And (A) in CODELAG. Two presentations and papers that describe the differences can be found here and here.
For high speeds, the gas turbine drives the twin shafts through a splitting gearbox and then a reduction gearbox.
At lower speeds, where low noise is absolutely critical, the turbine and associated gearboxes are shut down and the shafts driven by General Electric Power Conversion induction motors. The motor speed is controlled by adjusting its frequency through another GE Power Conversion product, the MV3000 marine converter. Unlike the Type 23, that uses changes in DC voltage, the Type 26 will change the fixed AC supply to DC and then adjust the waveform supplied to the motor using a technique called Pulse Width Modulation (PWM). The MV3000 at the heart of the system is widely used in the marine industry and so support issues with unique equipment should be reduced, although for use in naval applications shock protection and noise reduction are key changes.
Commenting on the contract award, Mark Dannatt, GE Naval Systems Lead said;
Reducing radiated noise from the motor makes it exceptionally quiet, which is obviously very important for naval operations. GE is on the cutting edge with this proven, robust technology. It will allow the Royal Navy to operate more efficiently, cost-effectively and safely. Drawing on our extensive experience over decades in the electrical power conversion systems industry, we are moving to provide the latest in motor and drive technology that is at the forefront of operational efficiency
Rolls Royce will supply a single 36-40 MW MT30 Gas Turbine for each Type 26 GCS, the same as fitted to the QE Class carriers.
The diesel generators will be from MTU, the same Type 20V 4000 M53B as used on the German F125 Frigates. Each ship will have four of them in a double resilient acoustic enclosure.
In August 2015, the MoD awarded a £68 million contract to Rolls Royce for the provision of 48 MTU 12V 4000 M53B gensets, training and logistics support. Twelve Type 23’s will get four of the 1,650kW systems each. Although not identical to the 20V 4000 M53B gensets planned for the Type 26 one wonders if there is a high degree of commonality that will enable some rework and transfer?
(if you want a double decker infographic that the MoD seems keen on at the minute, click here)
David Brown Gear Systems will provide the reduction gearboxes and a load test rig, DCNS the shaft lines and, making an assumption, Rolls Royce, the propellor.
The image of engineering beauty on the right is a Type 23 fixed pitch propellor in the National Maritime Museum.
Although no details have been released on the propellor for the Type 26 GCS, the low noise fixed pitch propellers as fitted to the Type 23 can run on a diesel-powered electric drive at about 90 RPM or 13 to 17 knots. The slow rotation speed and fixed pitch propellers are used to lower the onset cavitation and radiated noise that might interfere with the sonar systems.
Finally, WR Davis will provide the engine uptakes and down takes.
http://www.thinkdefence.co.uk/the-type-26-frigate/type-26-global-combat-ship-gcs-capabilities/
This second part of the series will have a look at the first, and as the programme progresses, will be updated to reflect the second.
The latest media of the Type 26 Global Combat Ship (GCS) was released by BAE/MoD during DSEi 2015.
De-Risking the Type 26
The most sensible part of the whole programme is its attitude to technology risk. Whether this is wholly intentional, or merely a happy by-product of Type 23 obsolescence and timing issues is for others to argue, but the fact remains, Type 26 has a relatively low level of technology risk.
Most of the major systems have been, or will be, de-risked on Type 23, with perhaps a few on CVF.
From an old Royal Navy publication (page 120);
To reduce programme risk, and in keeping with the principles of through-life capability management, there is a drive to maximise pull-through from the Queen Elizabeth-class aircraft carriers, Type 45 destroyers and ongoing Type 23 capability sustainment/upgrades, in an effort to both reduce risk and capitalise on previous investment, and/or existing system inventory. So while the Type 45 is characterised by approximately 80 per cent new to service equipment and 20 per cent reuse, these percentages will be effectively reversed for Type 26
The air defence system, gas turbine, countermeasures, helicopter handling, combat management system, medium calibre gun, sonars and even the chip fryers will be in service on ships other than Type 26 GCS before they are in service on the Type 26 GCS.
Without a shadow of doubt, this is a good thing.
There is of course, design and engineering challenges, but at least, there are no major systems to develop in parallel.
Some of the physical systems from Type 23 may be transferred to under construction Type 26’s, depending one would assume, on crossovers between out of service, build and in-service schedules.
The Type 23 has been continually upgraded but the most recent package of improvements has been defined as the Type 23 Capability Sustainment Programme (CSP), this from a presentation at RUSI in 2012 shows the intended scope of the CSP.
The slide above is merely an indicator but it provides a good overview of the planned upgrades.
Combined with a number of equipment obsolescence changes improve the life of the hull and superstructure, the CSP has started to be incorporated into the existing Type 23 fleet, the first being HMS Argyle. This Life Extension (LIFEX) to HMS Argyl that started in June this year will not only add the ARTISAN radar and Sea Ceptor missile system but also such seemingly mundane improvements as a chilled water ring main and new paint.
General Issues and Costs
The weight and size of Type 26 have changed, and possibly will continue to change until the detailed design is frozen and steel cut.
This original baseline was reportedly 141m long, displacing 6,850 tonnes and costing an estimated £500m each.
As part of the ongoing cost/capability trade-offs, it was repeatedly reported that this cost was undesirable to the MoD and capabilities (and size) pared down to achieve a target cost of £250 million to £350 million each.
The displacement was reduced to 5,400 tonnes and the ship dimensions, 148m length with a beam of 19m. Sharp-eyed readers will note that the length had actually increased from the baseline.
Cast your mind back to the history of Type 26 and the C1 (Versatile Surface Combatant) was expected to displace about 6,000 tonnes and the C2 (Medium Vessel Derivative), 4-5,000 tonnes.
The latest from BAE is that the ship will be 149.9 metres in length, have a maximum beam of 20.8 metres and a displacement of 6,900 tonnes, not a million miles away from the original baseline.
Funny that!
There seems to be some concern about the changing size and displacement of Type 26 but this is simply reflective of its desired capabilities and equipment fit and the realities of current regulations and standards, to coin a phrase, it is what it is.
Top speed is 26+ knots and endurance has been reported at 60 days against a range of 7,000 nautical miles at 15 knots.
In line with contemporary ship construction methods, there has and will be a great deal of thought and effort put into ease of upgrade, reflecting the likelihood of major systems change over the life cycle of the ships. Blown fibre optic cable, block construction, COTS computing hardware and prefabricated internal fixtures like accommodation spaces are just a few of the features that are designed to keep construction and refit costs down.
Clean lines, facetted construction and carefully chosen materials are designed to reduce the ships electromagnetic signature although there are of course obvious limitations in this regard.
There will be EIGHT Type 26 Global Combat Ships.
Equipment
The Type 26 Global Combat Ship (GCS), or Frigate, is designed to fulfill a variety of missions but the main one is combat operations, at a high tempo and against a peer enemy.
A summary of what we know, with one or two guesses;
Power and Propulsion
Anti-Submarine Warfare (ASW) requirements influence the hull design and means of propulsion.
The ability to tow a large sonar array, a low acoustic signature hull and ability to carry out ‘sprint and drift’ manoeuvres are essential to anti-submarine warfare. In the future, there may be technological developments such as offboard unmanned netted sensor swarms that change the requirements in the lifetime of Type 26, but for now, the Type 23 concept is still relevant and still, therefore, the design route chosen.
The propulsion and power configuration is COmbined Diesel eLectric Or Gas (CODLOG), sometimes called CODELOG, from Rolls Royce;
A CODELOG (Combined Diesel Electric or Gas Turbine) configuration is to be deployed in the Type 26 Global Combat Ship. The diesel gensets supply electric power for on-board systems and for vessel propulsion in cruising mode. The Rolls-Royce gas turbine will be switched in for high-speed propulsion whenever needed. The propulsion concept is ideally suited for the mission profiles of the future combat ships. For naval applications, the MTU gensets have double-resilient mounting systems and are housed within acoustic enclosures. This creates a propulsion system with an extremely low level of acoustic emissions, making the ship very difficult to locate.
The important difference between Type 26 and other similar vessels is the Or (O) instead of And (A) in CODELAG. Two presentations and papers that describe the differences can be found here and here.
For high speeds, the gas turbine drives the twin shafts through a splitting gearbox and then a reduction gearbox.
At lower speeds, where low noise is absolutely critical, the turbine and associated gearboxes are shut down and the shafts driven by General Electric Power Conversion induction motors. The motor speed is controlled by adjusting its frequency through another GE Power Conversion product, the MV3000 marine converter. Unlike the Type 23, that uses changes in DC voltage, the Type 26 will change the fixed AC supply to DC and then adjust the waveform supplied to the motor using a technique called Pulse Width Modulation (PWM). The MV3000 at the heart of the system is widely used in the marine industry and so support issues with unique equipment should be reduced, although for use in naval applications shock protection and noise reduction are key changes.
Commenting on the contract award, Mark Dannatt, GE Naval Systems Lead said;
Reducing radiated noise from the motor makes it exceptionally quiet, which is obviously very important for naval operations. GE is on the cutting edge with this proven, robust technology. It will allow the Royal Navy to operate more efficiently, cost-effectively and safely. Drawing on our extensive experience over decades in the electrical power conversion systems industry, we are moving to provide the latest in motor and drive technology that is at the forefront of operational efficiency
Rolls Royce will supply a single 36-40 MW MT30 Gas Turbine for each Type 26 GCS, the same as fitted to the QE Class carriers.
The diesel generators will be from MTU, the same Type 20V 4000 M53B as used on the German F125 Frigates. Each ship will have four of them in a double resilient acoustic enclosure.
In August 2015, the MoD awarded a £68 million contract to Rolls Royce for the provision of 48 MTU 12V 4000 M53B gensets, training and logistics support. Twelve Type 23’s will get four of the 1,650kW systems each. Although not identical to the 20V 4000 M53B gensets planned for the Type 26 one wonders if there is a high degree of commonality that will enable some rework and transfer?
(if you want a double decker infographic that the MoD seems keen on at the minute, click here)
David Brown Gear Systems will provide the reduction gearboxes and a load test rig, DCNS the shaft lines and, making an assumption, Rolls Royce, the propellor.
The image of engineering beauty on the right is a Type 23 fixed pitch propellor in the National Maritime Museum.
Although no details have been released on the propellor for the Type 26 GCS, the low noise fixed pitch propellers as fitted to the Type 23 can run on a diesel-powered electric drive at about 90 RPM or 13 to 17 knots. The slow rotation speed and fixed pitch propellers are used to lower the onset cavitation and radiated noise that might interfere with the sonar systems.
Finally, WR Davis will provide the engine uptakes and down takes.
http://www.thinkdefence.co.uk/the-type-26-frigate/type-26-global-combat-ship-gcs-capabilities/