Tag Archives: Type 45

The Royal Navy’s new carrier – is it a waste of space?

 

QE and GWB front.jpg

Beyond the hyperbole and hysteria that will greet the arrival of the Queen Elizabeth to Portsmouth, it’s worth bringing up its use as a platform and what has been sacrificed elsewhere in order to achieve this milestone.

Pushing around 70,000t at full load with a full complement of crew and aircraft, the carrier is without question the largest naval vessel ever to serve in the UK Royal Navy and a benchmark for the country’s return to maritime power.

Or not?

The two carriers, Queen Elizabeth and Prince of Wales, have topped the £6 billion mark to build and will soak up hundreds of naval service personnel from a hugely diminished pool. Capital ships being decommissioned are being cannibalised of their own crews to make up the numbers, while destroyers and frigates take it in turns to become alongside training ships on account of manpower shortages, equipment removals and engineering failures.

Capable as they are, only six T45 ADDs have entered service, down from 12 planned. These vessels have not been without their own controversies.

The 13 Type 23 frigates will be kept on beyond planned working lives because of delays to the Type 26 programme. Eight T26 will enter service, and be augmented by a yet-to-be designed and barely conceptual T31(e).

There has been no proper response from the UK MoD to Sir John Parker’s National Shipbuilding Strategy report.

Harpoon missiles fitted to the T23s and T45s will be retired next year leaving a national navy, that purports to be a blue water service, without ship-based ASuW capability. The scenes recently showing the Brazilian Navy dispatching the former HMS Brazen in a sinkex with a range of kinetic systems will be beyond replication by the RN from 2018.

The hard-used Ocean will leave. Albion and Bulwark take it in turns to sit mothballed. The SSN fleet will fall to six hulls as delays impact the planned one-out, one-in replacement of the Trafalgar’s with the Astute’s.

Embarked unmanned capabilities were removed this year from the frigate fleet amid cost crunches, a notion that the RN has done little to deny.

The new River Batch 2 OPVs will have to shoulder more of the maritime policing and low-end participatory duties the navy has to cover.

RFA Diligence, the only forward repair ship able to service RN ships, is unlikely to be replaced. One of the four Bay-class landing ship docks was sold after the 2010 ‘review’.

What has been missed after 2010 is an opportunity to mould the RN for the challenges of the 21st century. Can it create that onion-layer of security that a carrier strike group can work within? Will the carriers have the embarked capability necessary to fulfill their roles?

The navy has fewer hulls. Less amphibious capability. No ship-to-ship missiles. Fewer personnel. Less innovation. All for two big ships.

The carriers will slot into the US Navy’s demands, moving into the gaps created by its own CVN replacement programme and emerging challenges elsewhere. It’s an instrument of policy and bombast that could cause more harm to its service than good.

The service seems stripped of its core. Is it now an unbalanced bobblehead of an organisation standing on some pretty unsteady ground?

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Royal Navy: Maintaining the fleet

The UK’s Royal Navy is patiently awaiting the arrival of the Queen Elizabeth-class (QEC) carrier at its new home in Portsmouth in the coming weeks.

On Monday I visited Her Majesty’s Naval Base (HMNB) Portsmouth to find out more about some of the other class of ships based there, the Type 23 and 45, but I also got a glimpse at some of the impressive infrastructure at the base which will support QEC.

Navigation aids have been installed to guide the 280m vessel into the port. There is also an onshore power generation source which will keep the vessel running while it is docked and an airport-style arrivals hall to support the 500-plus contractors which will be coming and going from the carrier each day when in Portsmouth.

Meanwhile, on 1 August, it was announced that £3 million was to be saved on the QEC as part of a new deal to supply the RN with more than 10,000 different types of consumable items – covering everything from fittings and fixtures to pistons and pumps.

It ought to be noted that maintenance of such a vessel is no mean feat, Babcock currently has a contract to do so.

While I was at HMNB I spoke with BAE Systems about some of its experiences maintaining the RN’s Type 45 and Type 23 fleets.

The Type 45 has notably been making headlines with various issues with its propulsion systems and at one time all six were seen to be alongside or in dock at one time.

BAE Systems has said that one of the lessons learned from its support of the Type 45 programme is the need to have spares readily available.

Additionally, there was supposed to be one serious mid-life upgrade but a continuous engineering philosophy was adopted with a lot of the maintenance to be done during fleet time under the original BAE Systems contract. That was the concept as it evolved over a decade ago, according to BAE Systems.

The reality has been that the ships staff have been required to do much more than operate and maintain only – something the enterprise should have thought about beforehand, BAE admitted.

A single mid-life upgrade just did not work and capability insertion has been a continuous feature for the Type 45s.

An ongoing effort, Project Napier, is also being carried out to enhance the vessel’s power and propulsion systems

The Type 45s are now moving to a common support model which will see DE&S take over more of the maintenance, supported by BAE Systems. Design, maintenance and equipment management will return to DE&S and the QEC will follow this model from the outset.

The company is already working with teams to implement this support model on the future Type 26s and it has been implemented on the Type 23s.

With new vessels coming into service it is imperative that the RN looks closely at both the successes and failings of previous projects.

More on this, lessons learned and future plans for maintenance can be found on the Shephard Media website.