cabatli_53
ELITE MEMBER
- Joined
- Feb 20, 2008
- Messages
- 12,808
- Reaction score
- 62
- Country
- Location
As its shipyards complete a raft of pioneering naval construction programmes, the country's maritime industry hopes to position itself as a player on the commercial shipbuilding stage, writes Kate Tringham
On 28 August, the Anadolu Deniz Insaat Kizaklari (ADIK) shipyard in Tuzla, Turkey, is set to deliver the last of eight locally designed and built, 80 m high-speed landing craft tanks (LCTs) to the Turkish Naval Forces Command (TNFC). The date is significant not only because it marks the completion of the commercial shipyard's first naval shipbuilding programme under Turkey's ambitious new maritime shipbuilding strategy, but because despite all the challenges this has entailed, the project has also met its original completion date - 37 months after contract signing.
At the same time, the neighbouring Dearsan Shipyard is ahead of schedule with deliveries of its Tuzla-class 56 m New Type Patrol Boat (NTPB) vessels, having handed over six of the 16 units ordered by the navy. The company has also exported eight vessels of this type to other countries.
Meanwhile, RMK Marine, also in Tuzla (a suburb of Istanbul on the Sea of Marmara), is poised to deliver its first 89 m search-and-rescue (SAR) offshore patrol vessel (OPV) to the Turkish Coast Guard, with all four ships expected to be completed on time by the end of 2012, according to the shipbuilder.
As the three pioneering private-sector naval construction programmes come to fruition, shipbuilding programmes at the state-run yards are also steaming ahead. The Milli Gemi/National Ship (MILGEM) corvette programme, for example, is nearing completion of its first phase at Istanbul Shipyard. In September 2011, the yard handed over the first of eight vessels of the class - TCGHeybeliada - to the navy and launched second shipBuyukada ahead of delivery in 2013.
Under a new naval shipbuilding strategy unveiled by the Undersecretariat for Defence Industries (Savunma Sanayii Müstesarligi/SSM) five years ago, the first phase of a number of domestic shipbuilding programmes are now reaching maturity, with delivery schedules being met, ships in service and exports under way, the calculated risks involved in progressing this ambitious project are now paying off.
Echoing the SSM's wider defence industrial strategy for the period 2009-19, the maritime industrial strategy has set out to nurture an efficient and technologically proficient capability for the indigenous design and construction of naval ships engineered to meet the specific needs of the TNFC. As a prime means of achieving this objective, the SSM over the past five years has initiated a programme to develop and upskill an established private-sector commercial shipbuilding base, with a view to this capability being exercised for export work once its credibility has been established in its home market.
Reflecting on the past five years, Murad Bayar, the undersecretary for defence industry, toldIHS Jane's that while the policy was ambitious, the pioneer projects have exceeded his expectations in terms of overall performance. "If we look back and make an assessment of how it went,' he said, "first of all, we did meet most of the goals of most of the programmes we launched. We have met the objectives, we have delivered boats to the navy and they have started service, so I think that has been an accomplishment.
"However, after seeing all the challenges involved in the programmes, I think there was an element of luck in getting the ships delivered almost on time. The reason I say that is because these shipyards were building a military standard ship for the first time and we were also designing most of them. Second, the relationship between the navy and private shipyards was very new. In addition, some of the designs were very complicated, not only from a platform point of view, but also in terms of the systems of board. So the projects weren't necessarily easy and they didn't come in steps. We couldn't start one platform and see how that went. They were all launched at about the same time and delivered at the same time. In that way, we weren't able to use the learning from one programme to inform the other."
Most of the programmes had some delays in scheduling, some had technical issues in development during testing - including some redesign - and there were also some significant risks in the process, Bayar said. In spite of this, almost all programmes were delivered on time and have successfully entered service.
As the private shipyards in particular came to grips with building their first naval ships, Bayar noted there were some teething problems in terms of forging relationships between the yards and the armed services.
"Our customers - not only the navy in Turkey, but other services too - set very high standards and don't necessarily have any sympathy for Turkish shipbuilders [who are still learning best practice with regard to naval programmes]," he said. "They just want the best ship meeting their standard. So in that regard it was not an easy relationship."
"Our navy is very technically capable; they know what they're asking for not only from an operational point of view, but also a technical point of view, so there were some question marks and hesitations. But I'd say that once the MILGEM project, which is somewhat the 'admiral ship' in this whole programme, was having some good progress, their confidence started building."
A positive dynamic that has helped smooth out the process is that retired naval engineers who previously had no clear, defined career path beyond the navy now have found the opportunity to work with the shipyards. "That has created a fusion of experience from the navy to the shipyards and helped bridge communication between the [two]," Bayar noted.
"These factors have helped, so that now, with the completion of the first cycle of programmes, it's much easier. There is a good level of confidence that with the surface ships, we can do almost everything. Of course, at frigate level or with larger platforms, especially with the systems involved, it will continue to be a complex area. But in terms of the platform, most of the thinking is there that we can now meet naval requirements for shipbuilding in Turkey."
The three primary programmes had ambitious technical objectives, according to Bayar. The LCT, for example, has a maximum speed of about 20 kt, making it one of the fastest vessels of its type anywhere. "That brought challenges in the execution of the programme, which were solved. At the end of the day, it's an optimisation - you have a good parameter in one part of the ship, but it affects other parts."
The Tuzla-class NTPB was the best-managed programme, he said. It too had technical issues, but, overall, the programme is on schedule, deliveries are proceeding well and the navy is happy with the patrol vessel. "It looks to be a very good fit in terms of what the navy needs in today's operational environment," Bayar said. "This is almost one-fifth of the cost of a corvette - even less - and can do most of the functions in operational roles. And I believe they have a good potential market in the world. Those types of ships are in good demand. It's an optimal platform for today's types of missions. It's a very successful programme."
RMK Marine's SAR vessel programme faced issues involving traditional construction practices that had to be modernised, and the fact that the OPV will be the coast guard's largest ship. "It's a big platform that requires manning, support and structure," Bayer continued. "That side of the programme - making sure the end user is organised and able to put it into service in an effective way - is the challenge."
In developing its sovereign military industrial strategy, the SSM originally envisaged a potential requirement for up to seven shipyards to cover construction of surface combatants, amphibious ships, logistic ships (auxiliaries) and aluminium boats. This has been reduced to five - ADIK, Dearsan, Istanbul, RMK Marine and Yonca-Onuk - which, according to the head of the undersecretariat's department for naval systems, Mustafa Seker, have adequately met the targets for naval platforms for the first phase of the plan.
"In my opinion, we have covered all the areas, and in each area we have created an excellent and experienced private shipyard," Seker said, noting that there may potentially be a sixth yard, depending on who wins the upcoming contract for a landing platform dock (LPD) ship.
"In the strategic plan, we identified Yonca-Onuk as the best company for aluminium boats, and we'll continue with them while also seeking another company to maintain the competition. Yonca is extremely good in this area. In addition to delivering seven boats to us, it has delivered more than 90 to third parties. So in terms of capabilities for the small boats area, this has been a success.
"In the amphibious area we gave the LCT programme to ADIK. As of today, seven of the eight vessels have been delivered to the navy, and they are very happy with them. Following delivery of the final vessel in August, we will have completed this programme and we share our expectation with ADIK in selling the product to third parties. We are looking at the programmes in this way and measuring our success not just in the deliveries of the product to our navy, but on whether we sell to third parties - that is the criteria for us."
With two of the eight MILGEM corvettes having been constructed at the navy's Istanbul Shipyard, production is set to transfer to a privately owned yard under a technology transfer programme. RMK Marine and Dearsan responded to a request for proposals (RfP) in May, and the SSM expects to announce the preferred bidder by the end of the year.
The MILGEM programme is described by Bayar as Turkey's "highest-priority [naval] programme" and the most ambitious executed thus far under the new strategy, requiring the SSM to deliver an advanced patrol and anti-submarine warfare ship with maximum indigenous content.
The construction and delivery of the first two MILGEM corvettes was undertaken at Istanbul Shipyard in order to capitalise on its warship-building experience, with design services having been contracted out to industry. STM was contracted to co-ordinate the shipbuilding activities at the naval yard, taking responsibility for design services, platform systems and materiels acquisition.
"It has been very exciting for us to see the first ship in service, and I get constant feedback from the navy as to how it's performing - and they seem very happy with it," Bayar commented. "Now, we want to ramp up construction and create a fleet for the navy.
"For the next phase, the intention is that whoever wins the tender will work together with Istanbul Shipyard on one or two of the follow-on ships so that the know-how is transferred to the private shipyard, after which construction of subsequent ships will move to the private shipyard."
If in the longer term, the MILGEM programme needs to accelerate to meet navy requirements or the demands of other customers, corvettes could be built simultaneously at both yards. The first ship under this new public-private initiative is expected to be completed within three years of contract announcement, with deliveries of the remaining corvettes to follow by 2020.
Meanwhile, in October 2011, the SSM selected Istanbul Shipyard to build a 91 m submarine rescue mothership (SNR-MOSHIP) and two 69 m rescue and towing ships (SNR-RATSHIPs). Designed primarily for underwater SAR tasks at depths of up to 600 m, the three vessels will be delivered to the TNFC within three years of the contract.
The trio will be able to locate a submarine in distress and provide life support to its crew and initial medical treatment for evacuees. Common features will include a towed sidescan sonar, facilities for remotely operated submersibles, decompression/recompression chambers and what the shipyard describes as "extensive" medical facilities. Both the MOSHIP and RATSHIPs will have a maximum speed of 18 kt, a range of 4,500 n miles at 14 kt, a bollard pull of 60 tonnes and a dynamic positioning system capable of maintaining a fixed position in a 4 kt current at Sea State 4. With both types now under construction, Istanbul Shipyard is set to begin a third programme in August for the construction of a seismic survey ship.
Complex platforms
With the first five years of the industrial strategy focused primarily on relatively simple vessels such as OPVs and landing craft, the next five years will see attention turning to more complex ships, including two new 138 m landing ships tanks (LSTs), an LPD and a future air-defence frigate.
ADIK signed a contract for the LST programme in mid-2011, and construction is expected to start in 2012, once a financial package is organised for the Turkish treasury. "This will be the second programme for ADIK," said Seker. "It will build on the learning and significant experience gained with the LCTs, which was a start programme to gain some experience in this area."
Three local shipbuilders - Desan Shipyard (partnered with China Shipbuilding Industry Corporation [CSIC]), RMK Marine (using its own design) and SEDEF (partnered with Navantia) - responded to a request for tender (RfT) to design and build the LPD, submitting proposals to the SSM in May 2011.
A decision on the winning applicant is expected to be made by the end of 2012, Bayar said. "But it's a very complicated platform, so this will really be the next level for the Turkish shipyards, compared with what they have achieved so far."
While the SSM mandated an indigenous prime contractor for the LPD programme, it has allowed Turkish shipbuilders to partner with overseas shipyards and design houses. SEDEF teamed with Spain's Navantia to bid a variant of the latter'sJuan Carlos I strategic projection ship and Desan's design is believed to have been developed in conjunction with CSIC. And while RMK Marine developed its LPD design in-house, it has employed UK-based BMT Defence Services as a consultant for aspects of its solution.
The RfT has specified a vessel with at least four helicopter landing spots, hangar space for four helicopters and a stern dock for two air cushion landing craft or four landing craft mechanised. "The LPD is actually a helicopter ship," said Bayar. "This will be a very capable platform, and the navy is looking forward to having it, especially in today's operating environments where you can use it almost as a sea base in some missions."
Looking to another high-end warship, the SSM continues to develop its procurement strategy for the next-generation TF-2000 air-defence frigate. No RfP has been issued as of yet, but the programme aims to provide up to six frigates at an estimated cost of USD1.6 billion to USD3 billion. According to Bayar, the TNFC is conducting an assessment of potential missile and combat management system components, and once these have been defined, a concept will be formulated for the ship itself.
The navy is currently deciding which version of Raytheon's Standard Missile will be most suitable for the new frigate. "They are working with the [United States (US)] on whether we can get the necessary data to integrate the missile to our sensors, and this is one of the areas causing delays," noted Seker. "This is a critical area because it's not enough to get the missile or weapons - we need to be able to integrate it to our sensors."
In early 2012, the Turkish government rejected an invitation from the UK to become a partner in BAE Systems' Global Combat Ship (GCS) programme. While there was speculation that Turkey rejected full partnering due to the potential costs involved and uncertainty over the benefits to be gained by such an arrangement, Bayar explained that the partnership could not go ahead chiefly because the two countries could not achieve 'step zero'.
"Between the MoD and industry, we can talk about building a ship together, but that includes steps one, two and three," he said. "First you need step zero, which is having the navies agree on a common requirement, and I think we failed there.
"The GCS is a multipurpose frigate, whereas what we're looking at is an air-defence frigate, and that makes it very different. So on that level, we couldn't come together - we could not move to the next step. Otherwise, we are still open to a joint naval programme with the UK. I think it's of benefit to both countries to fund a development together, especially with these large platforms."
Until 2016, the SSM will focus on developing competencies in critical technologies, according to Seker. "We already locally produce some products, but we need to go deeper in some technology areas. This is one of the lessons learned from previous programmes. We are now producing ships, but we're still procuring some products from someone else - for example, the propulsion system - and sometimes we are facing restrictions because of this if we want to sell a ship to a third party. So now we have to define some of the areas that are critical for us where we face restrictions and this is where we will focus on developing our own technologies."
Other changes in the new strategy include a boost in the local content requirement from 50 per cent to 70 per cent, an increase in export turnover from a UD1 billion to USD2 billion and income generation for local industry from USD2 billion income to USD8 billion.
As well as technological competence, reliability and survivability are also key elements of the mid-term strategy. "We have created some experience in our shipyards, but after this point, the number of projects will decrease," Seker noted. "So the main question is: how will we keep this experience alive? We feel that our companies should take precautions and focus on cooperations with some foreign companies, but they should also focus on export - this is the only way to keep this experience."
In terms of naval platforms specifically, the first phase of the strategy included building up private shipyard expertise in specific areas. Now that this has been achieved, said Seker, the mid-term aim is to create a design company that will serve all shipyard projects. In the long-term to 2023, the ultimate aim will be to combine the shipyards and design teams into one company looking after all of naval ships.
"The current number of companies and projects will not keep some experienced people - it's a problem of lessons learned from the previous strategy," Seker noted. "We have five companies and two more competing to enter this list, but each has a team of around 10 to 25 experienced personnel whom they keep only for the beginning or duration of the programme. Once the design is complete, these people are not retained. However, if we created another company that could keep all of these experienced people, who served all of the projects, then it would be more possible to keep the assets in our hands."
Overseas intervention
Turning to individual shipbuilders, Yonca-Onuk has established itself as one of the world's leading constructors of composite-hulled interceptors and fast patrol craft. In addition to completing orders for the coast guard, the company has captured export orders from Egypt, Georgia, Malaysia, Pakistan and the United Arab Emirates (UAE).
Yonca-Onuk developed the MRTP20 to meet the requirements of the Turkish Coast Guard, as well as navies/law-enforcement forces around the world, and delivered a prototype to the customer in 2006. In 2010, the company secured a contract to deliver a further 17 craft by 2017, three of which have been handed over. Based on the Onuk KO-03 deep-V hullform, the MRTP20 has also been introduced to service with Turkey's navy and Georgia's border police. The design tank, tested to 75 kt, has previously demonstrated speeds up to 65 kt in calm sea conditions and more than 60 kt in Sea State 3.
The company's Tuzla facility is supplying six 22.5 m MRTP20 high-speed intervention craft to the Egyptian Navy under a contract signed in September 2010. Deliveries began in late 2011 and the first three boats are now in service. Under an associated licence-build and technology-transfer arrangement, the three remaining craft are set to be built in Egypt by Alexandria Shipyard. Under the transfer of technology programme, a composites manufacturing plant is being established in country to allow for the production of additional MRTP20 boats or larger members of the family. The programme is open-ended and the new facilities are on track to be operational by October, Ekber I N Onuk, who founded Yonca-Onuk Shipyard, toldIHS Jane's .
In February 2009, Abu Dhabi Ship Building (ADSB) was awarded a AED460 million (USD125 million) contract to build 34 new 18 m MRTP16 interceptors for the UAE's Critical National Infrastructure Authority, with Yonca-Onuk as principal subcontractor and design partner. The Tuzla yard so far has delivered 10 MRTP16 interceptors under this contract. Under a transfer-of-technology agreement, the remaining 22 craft are to be built locally by ADSB, 10 of which are now built and in service. The project is expected to be completed within three years.
Turkish systems house Aselsan is to test a new laser beam-riding missile system for these MRTP16s, probably in November. "It's a standard eagle-fire carrying four Thales LMM beam-riding missiles. This will be fitted on the MRTP16 and will be a world premiere - the first time that such a boat will be equipped with such a sophisticated short-range missile system."
In 2010, Yonca-Onuk formed a joint venture with Malaysia's Boustead Heavy Industries, known as Boustead Yonca-Onuk (BYO) Marine. In early 2011, BYO Marine was awarded a contract for 10 MRTP16 interceptors for the Malaysian Maritime Enforcement Agency. Seven boats are now operational; the first four were built in Turkey and delivered in December 2011, while the remaining three were built in Malaysia and delivered in early 2012. Production is expected to be completed by the third quarter of 2012.
Under the terms of the joint agreement, once this contract is fulfilled, BYO Marine will focus on sales of fast intervention craft to other nations in the Asia-Pacific region. "The deputy minister of defence has said the project will continue and we hope it does, because our company in Malaysia has the right to build boats and do the marketing for the whole Asia-Pacific region east of India, excluding mainland China," Onuk said.
In the first quarter of 2012, the shipyard signed contracts with the Qatar Armed Forces for the construction and delivery of three MRTP16 interceptors and three MRTP34 improved fast patrol/attack craft. Construction is already under way on both versions, with all units to be delivered in 20 and 28 months respectively. According to Onuk, the MRTP34 programme is open-ended, with delivery of the first craft expected in nine months and follow-on units every three months thereafter.
Yonca-Onuk delivered two 24 m MRTP22/U special operations craft for the TNFC's Underwater Attack (Su Alti Taarruz/SAT) unit in late 2009/early 2010 and is expecting a follow-up order. "The Turkish navy are extremely happy with these boats," said Onuk. "They are designed to be better than the existing accepted to be state-of-the-art special operator craft; We are 10 kt faster and carry five per cent more payload and the seakeeping is beyond comparison to the best existing craft."
The boatbuilder is now working on new designs, including that of the 26 m Kangal-class MRTP24 fast-attack craft (FAC), developed to escort commercial vessels in pirate-infested waters, and the 26 m MRTP24/U, a new special operations craft with its gun moved behind the superstructure. Finally, the company is in discussions with two potential customers about its new 47 m MRTP44 craft.
RMK Marine's assistant general manager for electronic systems, Pertev Cinalioglu, toldIHS Jane's that the shipyard had high hopes for its proposal for the Turkish navy's LPD programme.
"We're confident about the ship that we've submitted," Cinalioglu said. "Our engineering guys have worked a lot on it and we've come up with a number of improvements to the original ship. I believe we have a very good ship now that addresses the navy's requirements, as well as the operational aspects. At this point in time, the Turkish navy doesn't have LPD experience, but we have been able to bring some operational experience into the design we have submitted, so we believe it's going to be [the preferred] design."
RMK Marine has recently stepped up its export drive, concentrating its marketing efforts in three geographical areas - Gulf Cooperation Council member states, northern Africa and southeast Asia. "We're also looking at opportunities in the southeastern US, but are as yet undecided on that," said Cinalioglu. "We are also now leading the Turkish team [as the prime contractor candidate] in Qatar for its corvette programme, and we hope to learn the result by the end of this year."
For the Qatar programme, RMK Marine intends to offer a derivative of its SAR OPV according to customer requirements. The company has also developed two further platforms, including an FAC in multiple versions and a multirole OPV that it is actively promoting on the export market.
The 42 m FAC has a maximum speed of 35 kt and an endurance of 2,000 n miles at 15 kt. Armament includes a mix of 40 mm or 30 mm guns, 12.7 mm stabilised machine guns, surface-to-surface missiles and surface-to-air missiles.
The new-generation, multi-role OPV (OPV-600) is a 66 m vessel designed for operation in littoral waters with extended seakeeping capabilities. Displacing 700 tonnes at full load, it has a maximum speed of 28 kt, a range of 2,000 n miles at 15 kt, with an endurance of 14 days. A variant with a landing/take-off capability for a medium-size helicopter is also available. Armament includes a 40 mm gun and two 12.7 mm machine guns.
Also in development is a new corvette-class ship, 85 m in length and with a top speed of 26 kt, a range of 3,000 n miles and an endurance of 30 days. It features a platform for a general-purpose helicopter of up to 10 tonnes.
Having satisfactorily completed its LCT deliveries to the TNFC within 37 months, ADIK chief executive officer Ertug Yasar toldIHS Jane's that his company is now offering the vessel to some Middle Eastern and north African countries and is also in discussions with potential customers further afield. The LCT's 75 per cent local content has been an advantage, he said.
Once the financial package is organised for the Turkish treasury, ADIK is expected to commence construction of the new LSTs within two to three months and has already drawn export attention for this platform.
"There is interest from international markets for this vessel because the LST is not too much short of the MILGEM, and most of the softkill [countermeasures] and guns that exist in the MILGEM project also exist in the LST project," Yasar said.
However, ADIK's senior executives are conscious that the company will not survive another 30 years if it continues to rely on orders for amphibious vessels for the TNFC. "We have to look at the world and the possibility of manufacturing other potential vessels," said Yasar. "We have our eye on the Turkish programmes - for example, the upcoming frigate project - and we're looking at other international programmes as well."
Dearsan Shipbuilding, meanwhile, secured its first export customer for the P 1200-class patrol craft when in early 2011 it signed a contract with Turkmenistan for the construction of two units similar to the 56 m NTPBs being built for the Turkish navy. Delivery is expected in 2012-13, with six further craft planned to be built in Turkmenbashi. Intended for anti-submarine warfare as well as surface engagements, these 406-tonne ships have been assembled at a shipyard on the Caspian Sea using materiel packages and kits shipped from Turkey.
Speaking at the IQPC Offshore Patrol Vessels Conference in Hamburg on 20-22 September 2011, Dearsan executives said the company was now ready to deliver the first NTPB to "an export customer". Sea trials and training were scheduled to continue until January 2012, with commissioning thereafter.
The Turkmen NTPBs have a similar weapon and sensor fit to the Turkish navy ships, albeit with some changes, such as a Thales Scout/Variant 2-D air surveillance radar, two 25 mm Aselsan STOP gun mounts and a different sonar system.
Source:Janes
On 28 August, the Anadolu Deniz Insaat Kizaklari (ADIK) shipyard in Tuzla, Turkey, is set to deliver the last of eight locally designed and built, 80 m high-speed landing craft tanks (LCTs) to the Turkish Naval Forces Command (TNFC). The date is significant not only because it marks the completion of the commercial shipyard's first naval shipbuilding programme under Turkey's ambitious new maritime shipbuilding strategy, but because despite all the challenges this has entailed, the project has also met its original completion date - 37 months after contract signing.
At the same time, the neighbouring Dearsan Shipyard is ahead of schedule with deliveries of its Tuzla-class 56 m New Type Patrol Boat (NTPB) vessels, having handed over six of the 16 units ordered by the navy. The company has also exported eight vessels of this type to other countries.
Meanwhile, RMK Marine, also in Tuzla (a suburb of Istanbul on the Sea of Marmara), is poised to deliver its first 89 m search-and-rescue (SAR) offshore patrol vessel (OPV) to the Turkish Coast Guard, with all four ships expected to be completed on time by the end of 2012, according to the shipbuilder.
As the three pioneering private-sector naval construction programmes come to fruition, shipbuilding programmes at the state-run yards are also steaming ahead. The Milli Gemi/National Ship (MILGEM) corvette programme, for example, is nearing completion of its first phase at Istanbul Shipyard. In September 2011, the yard handed over the first of eight vessels of the class - TCGHeybeliada - to the navy and launched second shipBuyukada ahead of delivery in 2013.
Under a new naval shipbuilding strategy unveiled by the Undersecretariat for Defence Industries (Savunma Sanayii Müstesarligi/SSM) five years ago, the first phase of a number of domestic shipbuilding programmes are now reaching maturity, with delivery schedules being met, ships in service and exports under way, the calculated risks involved in progressing this ambitious project are now paying off.
Echoing the SSM's wider defence industrial strategy for the period 2009-19, the maritime industrial strategy has set out to nurture an efficient and technologically proficient capability for the indigenous design and construction of naval ships engineered to meet the specific needs of the TNFC. As a prime means of achieving this objective, the SSM over the past five years has initiated a programme to develop and upskill an established private-sector commercial shipbuilding base, with a view to this capability being exercised for export work once its credibility has been established in its home market.
Reflecting on the past five years, Murad Bayar, the undersecretary for defence industry, toldIHS Jane's that while the policy was ambitious, the pioneer projects have exceeded his expectations in terms of overall performance. "If we look back and make an assessment of how it went,' he said, "first of all, we did meet most of the goals of most of the programmes we launched. We have met the objectives, we have delivered boats to the navy and they have started service, so I think that has been an accomplishment.
"However, after seeing all the challenges involved in the programmes, I think there was an element of luck in getting the ships delivered almost on time. The reason I say that is because these shipyards were building a military standard ship for the first time and we were also designing most of them. Second, the relationship between the navy and private shipyards was very new. In addition, some of the designs were very complicated, not only from a platform point of view, but also in terms of the systems of board. So the projects weren't necessarily easy and they didn't come in steps. We couldn't start one platform and see how that went. They were all launched at about the same time and delivered at the same time. In that way, we weren't able to use the learning from one programme to inform the other."
Most of the programmes had some delays in scheduling, some had technical issues in development during testing - including some redesign - and there were also some significant risks in the process, Bayar said. In spite of this, almost all programmes were delivered on time and have successfully entered service.
As the private shipyards in particular came to grips with building their first naval ships, Bayar noted there were some teething problems in terms of forging relationships between the yards and the armed services.
"Our customers - not only the navy in Turkey, but other services too - set very high standards and don't necessarily have any sympathy for Turkish shipbuilders [who are still learning best practice with regard to naval programmes]," he said. "They just want the best ship meeting their standard. So in that regard it was not an easy relationship."
"Our navy is very technically capable; they know what they're asking for not only from an operational point of view, but also a technical point of view, so there were some question marks and hesitations. But I'd say that once the MILGEM project, which is somewhat the 'admiral ship' in this whole programme, was having some good progress, their confidence started building."
A positive dynamic that has helped smooth out the process is that retired naval engineers who previously had no clear, defined career path beyond the navy now have found the opportunity to work with the shipyards. "That has created a fusion of experience from the navy to the shipyards and helped bridge communication between the [two]," Bayar noted.
"These factors have helped, so that now, with the completion of the first cycle of programmes, it's much easier. There is a good level of confidence that with the surface ships, we can do almost everything. Of course, at frigate level or with larger platforms, especially with the systems involved, it will continue to be a complex area. But in terms of the platform, most of the thinking is there that we can now meet naval requirements for shipbuilding in Turkey."
The three primary programmes had ambitious technical objectives, according to Bayar. The LCT, for example, has a maximum speed of about 20 kt, making it one of the fastest vessels of its type anywhere. "That brought challenges in the execution of the programme, which were solved. At the end of the day, it's an optimisation - you have a good parameter in one part of the ship, but it affects other parts."
The Tuzla-class NTPB was the best-managed programme, he said. It too had technical issues, but, overall, the programme is on schedule, deliveries are proceeding well and the navy is happy with the patrol vessel. "It looks to be a very good fit in terms of what the navy needs in today's operational environment," Bayar said. "This is almost one-fifth of the cost of a corvette - even less - and can do most of the functions in operational roles. And I believe they have a good potential market in the world. Those types of ships are in good demand. It's an optimal platform for today's types of missions. It's a very successful programme."
RMK Marine's SAR vessel programme faced issues involving traditional construction practices that had to be modernised, and the fact that the OPV will be the coast guard's largest ship. "It's a big platform that requires manning, support and structure," Bayer continued. "That side of the programme - making sure the end user is organised and able to put it into service in an effective way - is the challenge."
In developing its sovereign military industrial strategy, the SSM originally envisaged a potential requirement for up to seven shipyards to cover construction of surface combatants, amphibious ships, logistic ships (auxiliaries) and aluminium boats. This has been reduced to five - ADIK, Dearsan, Istanbul, RMK Marine and Yonca-Onuk - which, according to the head of the undersecretariat's department for naval systems, Mustafa Seker, have adequately met the targets for naval platforms for the first phase of the plan.
"In my opinion, we have covered all the areas, and in each area we have created an excellent and experienced private shipyard," Seker said, noting that there may potentially be a sixth yard, depending on who wins the upcoming contract for a landing platform dock (LPD) ship.
"In the strategic plan, we identified Yonca-Onuk as the best company for aluminium boats, and we'll continue with them while also seeking another company to maintain the competition. Yonca is extremely good in this area. In addition to delivering seven boats to us, it has delivered more than 90 to third parties. So in terms of capabilities for the small boats area, this has been a success.
"In the amphibious area we gave the LCT programme to ADIK. As of today, seven of the eight vessels have been delivered to the navy, and they are very happy with them. Following delivery of the final vessel in August, we will have completed this programme and we share our expectation with ADIK in selling the product to third parties. We are looking at the programmes in this way and measuring our success not just in the deliveries of the product to our navy, but on whether we sell to third parties - that is the criteria for us."
With two of the eight MILGEM corvettes having been constructed at the navy's Istanbul Shipyard, production is set to transfer to a privately owned yard under a technology transfer programme. RMK Marine and Dearsan responded to a request for proposals (RfP) in May, and the SSM expects to announce the preferred bidder by the end of the year.
The MILGEM programme is described by Bayar as Turkey's "highest-priority [naval] programme" and the most ambitious executed thus far under the new strategy, requiring the SSM to deliver an advanced patrol and anti-submarine warfare ship with maximum indigenous content.
The construction and delivery of the first two MILGEM corvettes was undertaken at Istanbul Shipyard in order to capitalise on its warship-building experience, with design services having been contracted out to industry. STM was contracted to co-ordinate the shipbuilding activities at the naval yard, taking responsibility for design services, platform systems and materiels acquisition.
"It has been very exciting for us to see the first ship in service, and I get constant feedback from the navy as to how it's performing - and they seem very happy with it," Bayar commented. "Now, we want to ramp up construction and create a fleet for the navy.
"For the next phase, the intention is that whoever wins the tender will work together with Istanbul Shipyard on one or two of the follow-on ships so that the know-how is transferred to the private shipyard, after which construction of subsequent ships will move to the private shipyard."
If in the longer term, the MILGEM programme needs to accelerate to meet navy requirements or the demands of other customers, corvettes could be built simultaneously at both yards. The first ship under this new public-private initiative is expected to be completed within three years of contract announcement, with deliveries of the remaining corvettes to follow by 2020.
Meanwhile, in October 2011, the SSM selected Istanbul Shipyard to build a 91 m submarine rescue mothership (SNR-MOSHIP) and two 69 m rescue and towing ships (SNR-RATSHIPs). Designed primarily for underwater SAR tasks at depths of up to 600 m, the three vessels will be delivered to the TNFC within three years of the contract.
The trio will be able to locate a submarine in distress and provide life support to its crew and initial medical treatment for evacuees. Common features will include a towed sidescan sonar, facilities for remotely operated submersibles, decompression/recompression chambers and what the shipyard describes as "extensive" medical facilities. Both the MOSHIP and RATSHIPs will have a maximum speed of 18 kt, a range of 4,500 n miles at 14 kt, a bollard pull of 60 tonnes and a dynamic positioning system capable of maintaining a fixed position in a 4 kt current at Sea State 4. With both types now under construction, Istanbul Shipyard is set to begin a third programme in August for the construction of a seismic survey ship.
Complex platforms
With the first five years of the industrial strategy focused primarily on relatively simple vessels such as OPVs and landing craft, the next five years will see attention turning to more complex ships, including two new 138 m landing ships tanks (LSTs), an LPD and a future air-defence frigate.
ADIK signed a contract for the LST programme in mid-2011, and construction is expected to start in 2012, once a financial package is organised for the Turkish treasury. "This will be the second programme for ADIK," said Seker. "It will build on the learning and significant experience gained with the LCTs, which was a start programme to gain some experience in this area."
Three local shipbuilders - Desan Shipyard (partnered with China Shipbuilding Industry Corporation [CSIC]), RMK Marine (using its own design) and SEDEF (partnered with Navantia) - responded to a request for tender (RfT) to design and build the LPD, submitting proposals to the SSM in May 2011.
A decision on the winning applicant is expected to be made by the end of 2012, Bayar said. "But it's a very complicated platform, so this will really be the next level for the Turkish shipyards, compared with what they have achieved so far."
While the SSM mandated an indigenous prime contractor for the LPD programme, it has allowed Turkish shipbuilders to partner with overseas shipyards and design houses. SEDEF teamed with Spain's Navantia to bid a variant of the latter'sJuan Carlos I strategic projection ship and Desan's design is believed to have been developed in conjunction with CSIC. And while RMK Marine developed its LPD design in-house, it has employed UK-based BMT Defence Services as a consultant for aspects of its solution.
The RfT has specified a vessel with at least four helicopter landing spots, hangar space for four helicopters and a stern dock for two air cushion landing craft or four landing craft mechanised. "The LPD is actually a helicopter ship," said Bayar. "This will be a very capable platform, and the navy is looking forward to having it, especially in today's operating environments where you can use it almost as a sea base in some missions."
Looking to another high-end warship, the SSM continues to develop its procurement strategy for the next-generation TF-2000 air-defence frigate. No RfP has been issued as of yet, but the programme aims to provide up to six frigates at an estimated cost of USD1.6 billion to USD3 billion. According to Bayar, the TNFC is conducting an assessment of potential missile and combat management system components, and once these have been defined, a concept will be formulated for the ship itself.
The navy is currently deciding which version of Raytheon's Standard Missile will be most suitable for the new frigate. "They are working with the [United States (US)] on whether we can get the necessary data to integrate the missile to our sensors, and this is one of the areas causing delays," noted Seker. "This is a critical area because it's not enough to get the missile or weapons - we need to be able to integrate it to our sensors."
In early 2012, the Turkish government rejected an invitation from the UK to become a partner in BAE Systems' Global Combat Ship (GCS) programme. While there was speculation that Turkey rejected full partnering due to the potential costs involved and uncertainty over the benefits to be gained by such an arrangement, Bayar explained that the partnership could not go ahead chiefly because the two countries could not achieve 'step zero'.
"Between the MoD and industry, we can talk about building a ship together, but that includes steps one, two and three," he said. "First you need step zero, which is having the navies agree on a common requirement, and I think we failed there.
"The GCS is a multipurpose frigate, whereas what we're looking at is an air-defence frigate, and that makes it very different. So on that level, we couldn't come together - we could not move to the next step. Otherwise, we are still open to a joint naval programme with the UK. I think it's of benefit to both countries to fund a development together, especially with these large platforms."
Until 2016, the SSM will focus on developing competencies in critical technologies, according to Seker. "We already locally produce some products, but we need to go deeper in some technology areas. This is one of the lessons learned from previous programmes. We are now producing ships, but we're still procuring some products from someone else - for example, the propulsion system - and sometimes we are facing restrictions because of this if we want to sell a ship to a third party. So now we have to define some of the areas that are critical for us where we face restrictions and this is where we will focus on developing our own technologies."
Other changes in the new strategy include a boost in the local content requirement from 50 per cent to 70 per cent, an increase in export turnover from a UD1 billion to USD2 billion and income generation for local industry from USD2 billion income to USD8 billion.
As well as technological competence, reliability and survivability are also key elements of the mid-term strategy. "We have created some experience in our shipyards, but after this point, the number of projects will decrease," Seker noted. "So the main question is: how will we keep this experience alive? We feel that our companies should take precautions and focus on cooperations with some foreign companies, but they should also focus on export - this is the only way to keep this experience."
In terms of naval platforms specifically, the first phase of the strategy included building up private shipyard expertise in specific areas. Now that this has been achieved, said Seker, the mid-term aim is to create a design company that will serve all shipyard projects. In the long-term to 2023, the ultimate aim will be to combine the shipyards and design teams into one company looking after all of naval ships.
"The current number of companies and projects will not keep some experienced people - it's a problem of lessons learned from the previous strategy," Seker noted. "We have five companies and two more competing to enter this list, but each has a team of around 10 to 25 experienced personnel whom they keep only for the beginning or duration of the programme. Once the design is complete, these people are not retained. However, if we created another company that could keep all of these experienced people, who served all of the projects, then it would be more possible to keep the assets in our hands."
Overseas intervention
Turning to individual shipbuilders, Yonca-Onuk has established itself as one of the world's leading constructors of composite-hulled interceptors and fast patrol craft. In addition to completing orders for the coast guard, the company has captured export orders from Egypt, Georgia, Malaysia, Pakistan and the United Arab Emirates (UAE).
Yonca-Onuk developed the MRTP20 to meet the requirements of the Turkish Coast Guard, as well as navies/law-enforcement forces around the world, and delivered a prototype to the customer in 2006. In 2010, the company secured a contract to deliver a further 17 craft by 2017, three of which have been handed over. Based on the Onuk KO-03 deep-V hullform, the MRTP20 has also been introduced to service with Turkey's navy and Georgia's border police. The design tank, tested to 75 kt, has previously demonstrated speeds up to 65 kt in calm sea conditions and more than 60 kt in Sea State 3.
The company's Tuzla facility is supplying six 22.5 m MRTP20 high-speed intervention craft to the Egyptian Navy under a contract signed in September 2010. Deliveries began in late 2011 and the first three boats are now in service. Under an associated licence-build and technology-transfer arrangement, the three remaining craft are set to be built in Egypt by Alexandria Shipyard. Under the transfer of technology programme, a composites manufacturing plant is being established in country to allow for the production of additional MRTP20 boats or larger members of the family. The programme is open-ended and the new facilities are on track to be operational by October, Ekber I N Onuk, who founded Yonca-Onuk Shipyard, toldIHS Jane's .
In February 2009, Abu Dhabi Ship Building (ADSB) was awarded a AED460 million (USD125 million) contract to build 34 new 18 m MRTP16 interceptors for the UAE's Critical National Infrastructure Authority, with Yonca-Onuk as principal subcontractor and design partner. The Tuzla yard so far has delivered 10 MRTP16 interceptors under this contract. Under a transfer-of-technology agreement, the remaining 22 craft are to be built locally by ADSB, 10 of which are now built and in service. The project is expected to be completed within three years.
Turkish systems house Aselsan is to test a new laser beam-riding missile system for these MRTP16s, probably in November. "It's a standard eagle-fire carrying four Thales LMM beam-riding missiles. This will be fitted on the MRTP16 and will be a world premiere - the first time that such a boat will be equipped with such a sophisticated short-range missile system."
In 2010, Yonca-Onuk formed a joint venture with Malaysia's Boustead Heavy Industries, known as Boustead Yonca-Onuk (BYO) Marine. In early 2011, BYO Marine was awarded a contract for 10 MRTP16 interceptors for the Malaysian Maritime Enforcement Agency. Seven boats are now operational; the first four were built in Turkey and delivered in December 2011, while the remaining three were built in Malaysia and delivered in early 2012. Production is expected to be completed by the third quarter of 2012.
Under the terms of the joint agreement, once this contract is fulfilled, BYO Marine will focus on sales of fast intervention craft to other nations in the Asia-Pacific region. "The deputy minister of defence has said the project will continue and we hope it does, because our company in Malaysia has the right to build boats and do the marketing for the whole Asia-Pacific region east of India, excluding mainland China," Onuk said.
In the first quarter of 2012, the shipyard signed contracts with the Qatar Armed Forces for the construction and delivery of three MRTP16 interceptors and three MRTP34 improved fast patrol/attack craft. Construction is already under way on both versions, with all units to be delivered in 20 and 28 months respectively. According to Onuk, the MRTP34 programme is open-ended, with delivery of the first craft expected in nine months and follow-on units every three months thereafter.
Yonca-Onuk delivered two 24 m MRTP22/U special operations craft for the TNFC's Underwater Attack (Su Alti Taarruz/SAT) unit in late 2009/early 2010 and is expecting a follow-up order. "The Turkish navy are extremely happy with these boats," said Onuk. "They are designed to be better than the existing accepted to be state-of-the-art special operator craft; We are 10 kt faster and carry five per cent more payload and the seakeeping is beyond comparison to the best existing craft."
The boatbuilder is now working on new designs, including that of the 26 m Kangal-class MRTP24 fast-attack craft (FAC), developed to escort commercial vessels in pirate-infested waters, and the 26 m MRTP24/U, a new special operations craft with its gun moved behind the superstructure. Finally, the company is in discussions with two potential customers about its new 47 m MRTP44 craft.
RMK Marine's assistant general manager for electronic systems, Pertev Cinalioglu, toldIHS Jane's that the shipyard had high hopes for its proposal for the Turkish navy's LPD programme.
"We're confident about the ship that we've submitted," Cinalioglu said. "Our engineering guys have worked a lot on it and we've come up with a number of improvements to the original ship. I believe we have a very good ship now that addresses the navy's requirements, as well as the operational aspects. At this point in time, the Turkish navy doesn't have LPD experience, but we have been able to bring some operational experience into the design we have submitted, so we believe it's going to be [the preferred] design."
RMK Marine has recently stepped up its export drive, concentrating its marketing efforts in three geographical areas - Gulf Cooperation Council member states, northern Africa and southeast Asia. "We're also looking at opportunities in the southeastern US, but are as yet undecided on that," said Cinalioglu. "We are also now leading the Turkish team [as the prime contractor candidate] in Qatar for its corvette programme, and we hope to learn the result by the end of this year."
For the Qatar programme, RMK Marine intends to offer a derivative of its SAR OPV according to customer requirements. The company has also developed two further platforms, including an FAC in multiple versions and a multirole OPV that it is actively promoting on the export market.
The 42 m FAC has a maximum speed of 35 kt and an endurance of 2,000 n miles at 15 kt. Armament includes a mix of 40 mm or 30 mm guns, 12.7 mm stabilised machine guns, surface-to-surface missiles and surface-to-air missiles.
The new-generation, multi-role OPV (OPV-600) is a 66 m vessel designed for operation in littoral waters with extended seakeeping capabilities. Displacing 700 tonnes at full load, it has a maximum speed of 28 kt, a range of 2,000 n miles at 15 kt, with an endurance of 14 days. A variant with a landing/take-off capability for a medium-size helicopter is also available. Armament includes a 40 mm gun and two 12.7 mm machine guns.
Also in development is a new corvette-class ship, 85 m in length and with a top speed of 26 kt, a range of 3,000 n miles and an endurance of 30 days. It features a platform for a general-purpose helicopter of up to 10 tonnes.
Having satisfactorily completed its LCT deliveries to the TNFC within 37 months, ADIK chief executive officer Ertug Yasar toldIHS Jane's that his company is now offering the vessel to some Middle Eastern and north African countries and is also in discussions with potential customers further afield. The LCT's 75 per cent local content has been an advantage, he said.
Once the financial package is organised for the Turkish treasury, ADIK is expected to commence construction of the new LSTs within two to three months and has already drawn export attention for this platform.
"There is interest from international markets for this vessel because the LST is not too much short of the MILGEM, and most of the softkill [countermeasures] and guns that exist in the MILGEM project also exist in the LST project," Yasar said.
However, ADIK's senior executives are conscious that the company will not survive another 30 years if it continues to rely on orders for amphibious vessels for the TNFC. "We have to look at the world and the possibility of manufacturing other potential vessels," said Yasar. "We have our eye on the Turkish programmes - for example, the upcoming frigate project - and we're looking at other international programmes as well."
Dearsan Shipbuilding, meanwhile, secured its first export customer for the P 1200-class patrol craft when in early 2011 it signed a contract with Turkmenistan for the construction of two units similar to the 56 m NTPBs being built for the Turkish navy. Delivery is expected in 2012-13, with six further craft planned to be built in Turkmenbashi. Intended for anti-submarine warfare as well as surface engagements, these 406-tonne ships have been assembled at a shipyard on the Caspian Sea using materiel packages and kits shipped from Turkey.
Speaking at the IQPC Offshore Patrol Vessels Conference in Hamburg on 20-22 September 2011, Dearsan executives said the company was now ready to deliver the first NTPB to "an export customer". Sea trials and training were scheduled to continue until January 2012, with commissioning thereafter.
The Turkmen NTPBs have a similar weapon and sensor fit to the Turkish navy ships, albeit with some changes, such as a Thales Scout/Variant 2-D air surveillance radar, two 25 mm Aselsan STOP gun mounts and a different sonar system.
Source:Janes
