SURFACE COMBATANTS
• Range of 5000nm at 18knots (task
group operations) or 7000nm at
12knots (as a dispersed unit)
• Sustain a transit in Sea State 6, and
remain operational in Sea State 4/5
• Accommodate a complement of at
least 60 (stretch to 80)
• A mission payload of up to 700tonnes
including (as fixed systems) a medium The concept design examined in Venator could be reconfigured to execute MCM, MCM
calibre gun, an air/surface search support, hydrographic survey, maritime security operations (MSO), or offshore patrol missions.
radar, and a flight deck/shelter sized
for a Lynx helicopter
UUVs, and the height restrictions imposed • MCM Support = 79
A series of mission-based payloads, to be on payload modules by the height of the deck • MSO = 78 (20 embarked force)
embarked according to a specific tasking, was head. • H&O = 48 plus temporary
also identified. These comprised: As regards re-roling, the Venator analysis • OPV = 68 (20 embarked force)
• MCM: largely based on offboard identified the need for a dockside crane, a
systems including minesweeping potential clash as regards the use of the flight The Venator exercise explored a range
unmanned surface vehicles (USVs), deck, and the need for a secondary system of of platform solutions, most based on a
reconnaissance unmanned underwater movement within the vessel to locate equipment conventional monohull design. Parametric
vehicles (UUVs), one-shot mine into a payload bay or ‘garage’. analyses performed by BMT SEATECH
disposal vehicles, self-defence fit A broad range of potential solutions were considered nine different monohull options
(air/surface search radar, guns, studied. These included human or ‘mandraulic’ (examining lengths of 90m, 100m, and 110m,
obstacle avoidance sonar) deployment of smaller unmanned vehicle types; with three different length/beam ratios for
• MCM Support: MCM Tasking vehicle manufacturer’s proprietary launch and each). All were required to carry an identical
Authority and (limited) Forward recovery devices; stern ramps (to deploy RIBs); payload, but with other weights scaled by
Support Capability with logistics sled systems (RIB only); a forklift to perform re- size. Each solution was assessed against intact
office, planning space, spares, role (a platform would be required); or a gantry stability, pitch, roll, heave, slamming, deck
workshops, diver support, and system. Indeed, an x/y gantry crane serving wetness, and powering requirement. An
recompression a large payload ‘garage’ area aft was judged to alternative Small Waterplane Area Twin Hull
• MSO: two (manned) 11m Rigid provide the most flexibility in movement. (SWATH) form was also studied by BMT
Inflatable Boats (RIBs), USV, The design of the ‘garage’ itself raised a Nigel Gee against the same payload as the
helicopter, EW/sur veillance, number of engineering issues for the project monohull.
unmanned aerial vehicle, self-defence team. Having studied the potentially conflicting
fit (air/surface search radar, guns, Three types of garage/hangar were considered. sea-keeping, powering, and stability
obstacle avoidance sonar) In assessing the merits of a fully enclosed ‘dry’ requirements, BMT concluded that the
• Survey: survey UUVs, survey launches, structure, the BMT study group expressed specified requirements have to be carefully
laboratories/offices reservations as to the potential for corrosion defined to allow the designer to optimise the
caused by the stowage of in-water equipment. ‘global deployment’ performance against the
A key consideration for BMT’s Project Equally, while an ‘open’ deck would ease the actual use to which the platform will be put.
Venator team was how to effect payload ability to lift equipment on or off the platform, BMT concluded that a 90m monohull
modularity in the platform in terms of both it would leave equipment open to the ravages of could just meet the payload requirement,
storage and movement. Although standard the salt-laden maritime environment. although it sees advantages in a larger ship
ISO containers were examined, they were The third option studied was a ‘wet’ hangar, of 100m-110m size to achieve sea-keeping
judged to impose an unacceptable tyranny only partially enclosed. This was seen to offer performance commensurate with genuine
owing to their size, weight, immobility, and two key benefits: first, it offers environmental ‘global deployability’. The 25knot maximum
relative lack of flexibility. protection but remains open to ventilate; speed requirement also favours a monohull
Instead, the study favoured a solution based second, it can be more easily incorporated solution; however, if the maximum speed
on sub-intermodal containers, reasoning that within the ship’s structure as part of the overall requirement was relaxed to 20knots then the
they are flexible in form and fit, extremely ship design. merits of a SWATH solution (greater stability
mobile, and can be scaled according to payload Complementing studies examined the and better open ocean performance) would
size. crewing requirements of an Auxiliary Surface become increasingly attractive.
Movement of payloads within the vessel was Combatant in a number of roles. Aggregating The outcomes of Project Venator have been
also examined. Specific issues arising from the these estimates, Project Venator suggests the presented to the Ministry of Defence to outline
study included the deployment and recovery following complements: both the conclusions of the study, and the
of RIBs and USVs, the launch and retrieval of • MCM = 59 further questions arising from the work. WT
34 Warship Technology January 2008
WT Jan - p33+34.indd 34 08/01/2008 15:06:41
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