Logistic Support Ships: European designs and programmes

By Luca Peruzzi

The Italian Navy has a requirement for three 27,200 tonnes Vulcano-class Logistic Support Ships (LSSs), of which the first-of-class was delivered by Fincantieri last March with a 10-year support package. The second ship is being financed in the 2020-2022 defence planning document. © Luca Peruzzi

The current and future geostrategic scenarios which require forward operating naval capabilities beyond the waters around the Old Continent have been pushing European navies and shipbuilders to develop new Logistic Support Ships (LSSs) also called Combat Support Ship (CSSs) capable not only to conduct replenishment of liquid and solid payloads at sea but also to provide command and control, maintenance and medical support (including humanitarian aid) for the naval task groups operating in distant waters. This already happens for missions in the Indian, Atlantic and Pacific Oceans but more emphasis will be given in the future towards the Asia-Pacific theatre of operations also by the European navies. The missions to be conducted by the LSSs and CCSs are more demanding than the previous single-mission Auxiliary Oiler Replenishment (AOR) platforms, which are also evolving while in service. The new LSSs and CCSs are more commonly equipped with small combat systems with self-protection weapons and command, control and communications equipment and space for afloat commands, as reported in this analysis looking to the main European programmes.

Italy and France

The French MoD and Navy satisfied their replenishment and support-at-sea requirements joining the Logistic Support Ship (LSS) programme, managed by the OCCAR agency on behalf of the Italian MoD and awarded to Fincantieri shipbuilding group in May 2015 for an overall € 374.5 million cost including one vessel and 10-year logistic support. The Vulcano firstof-class LSS for the Italian Navy was launched in 2018 but due to restoration work following a huge fire occurred during fitting-out, and pandemic delays, it was delivered last March. The Italian Navy has a total requirement for three ships, the second being financed with the 20202022 Defence multi-year planning document, while the French Navy has a requirement for four customized platforms fully contracted.

The RINA-classified double-hull 27,200 tonnes full load displacement, 193 metres long and 24 metres large Vulcano-class LSSs feature a stern one spot flight deck and hangar capable to accommodate up to two EH101 or NFH90 helicopters, NATO Role 2 Basic extensive medical accommodations with 17 hospital beds, maintenance/repairs facilities, the capability to accommodate an afloat command, and transport and transfer to other ships and ashore both liquid and solid payloads including 2,500 kW electrical power, in addition to accommodate up to 235 persons, including 167 crew members. With a replenishment at sea (RAS) package provided by Hepburn Engineering including four abeam (two per side) refuelling masts for marine and aviation fuels and water, two stations (one for each side) each for heavy and light material transferring, and one aft refuelling station for marine fuel, the LSS can carry respectively 8,700 and 3,900 m3 of marine and aviation fuel, 800 m3 of fresh water, 220 tonnes and 15 tonnes of respectively ammunitions and lube oil, 40 tonnes food rations, 20 tonnes spare parts, and up to 28 20-ft ISO standard or TEU containers, which can be embarked with two 30 tonnes (one offshore-stabilized) cranes. The LSS’ CODLAD (Combined Diesel ELectric And Diesel) configured propulsion plant with very low environmental impact is based on two MAN Diesel & Turbo 20V32/44CR 12MW-each diesel engines and two 1.5 MW each MarelliMotori Marine electric motors on two shaft lines, and four MAN 6L27/38 2000 kWe each gensets (with Selective Catalytic Reduction, IMO Tier III), capable to jointly deliver 20 knots maximum speed or 10 knots on electric motors and a 7,000 nm/16 knots endurance. The LSS is also equipped with two thrusters (one bow and one aft) to enhance manoeuvrability in confined waters. Fincantieri’s

The temporary consortium between Chantiers de l’Atlantique and Naval Group is building the first of four 31,000 tonnes Bâtiments Ravitailleurs de Forces (BRF) for the French Navy under a contract received in January 2019. Delivery is planned for early 2023. © Chantiers de l’Atlantique

Seastema company provides the integrated platform management system (IPMS) while the combat system is based on Leonardo SADOC Mk4 command management system (CMS) with five workstations and a communication package with multi-band civil/military satellite terminals. The LSS is equipped with the GEM Elettronica air/surface surveillance 3D Columbus radar, Leonardo EO/IR suite with two Janus-N turrets, and a self-protection package centred on two OTO 25 mm KBA remotely controlled weapon systems (RCWS) and two Sitep MASS surveillance/non-lethal weapon systems. The platform and combat system can easily accept additional electronics and weapon systems.

Under the OCCAR-led Franco-Italian programme, the temporary consortium between Chantiers de l’Atlantique and Naval Group received in January 2019 a €1.7 billion contract by the same agency for the delivery of four Bâtiments Ravitailleurs de Forces (BRF) to satisfy the French Navy’s FLOTLOG (FLOTte LOGistique) programme. Their design derives from the Italian Navy’s LSS platform, which has been customized according to French Navy requirements for supporting the carrier strike group centered on the nuclear aircraft carrier Charles de Gaulle and its embarked air wing. The double-hull circa 31,000 tonnes full load displacement, 194 metres long and 27.6 metres large Jacques Chevallier-class BRFs feature a 24 MW diesel-electric propulsion system based on four MAN Energy Solutions diesel engines, two electric motors and two shaft lines, a stern one spot flight deck capable to receive an MV-22 Osprey tiltrotor and a hangar for one NH90 helicopter and one unmanned air system. With medical accommodations, maintenance/repairs facilities, and the capability to replenish two ships including the aircraft carrier simultaneously with both liquid and solid payloads through four multi-purpose stations (two on each vessel side), the BRF carries 13,000 m3 of marine and aviation fuel and 1,500 m3 of different solid payloads. The new vessels can also transport up to 20 20-ft ISO standard containers managed by a single main crane in addition to two smaller ones. The BRFs also have additional protection for ammunition magazines against external attacks. With a 130 crew core and accommodations for additional 60 persons, the new ships are equipped with a combat system integrated by Naval Group and centred on the Polaris CMS and a communication suite including Syracuse IV SATCOM terminal, controlling a sensor suite featuring a Terma Scanter 6002 main air/surveillance radar together with two Safran Paseo XLR EO/IR surveillance

The design of the three 20,000 tonnes Berlin-class combat support ships (CSSs) in service with the German Navy was selected by the Canadian DoD for the Joint Support Ship (JSS) programme. The Berlin-class platforms are being upgraded to keep them up-to-date. © Lürssen

In July 2021 Lürssen has been awarded a contract for the delivery to the German Navy of two new 20,000 tonnes auxiliary oiler replenishment (AOR) vessels of the so-called Class or Type 707 plus training and support. The ships will be built with the Meyer Werft support at its Rostock Neptun shipyard. © German MoD

and protection systems. The BRFs will be armed with two 40 mm Nexter/Thales RAPIDFire Naval RCWS but the first-of-class BRF could be initially equipped with MBDA Simbad-RC launchers with Mistral missiles. The first ship delivery is currently planned for the beginning of 2023 due to the pandemic, followed respectively in 2025, 2027 and 2029 by the remaining platforms.

Germany

The design of the Berlin-class combat support ships (CSSs), in service with the German Navy, has found international success having been selected by the Canadian Department of Defence for the Joint Support Ship (JSS) programme. Commissioned respectively in 2001, 2002 and 2013, the three Berlin-class CSSs have been designed to support German naval groups with liquid and solid payloads at sea, task group command as well as to provide a containerized ship-based hospital facility (MERZ, Marineeinsatzrettungszentrum). With a circa 20,000 tonnes full load displacement, the 174 meters long and 24 meters large double-hull Berlin-class platforms have a max draught of 7.4 meters, and carry around 7,600 and 490 tonnes of respectively marine and aviation fuel, 126 tonnes of lubricants, 71 tonnes of fresh water, 100 tonnes of consumables and 1,075 tonnes of supplies, according to Lürssen shipbuilder involved in the programme together with tkMS and other shipyards. The CSSs are equipped with two at-sea refueling masts, two 22 tonnes cranes and can host up to 84 TEU containers. The propulsion system is based on two MAN diesel engines for a total output of 14.4 MWs (third vessel) offering a maximum speed of 20 knots while the large stern flight deck has a hangar facility for two NH90 helicopters. With a 159 crew core and accommodation for additional 74 persons, the surveillance and combat suite includes a Thales Variant 2D radar, Rheinmetall Defence MSP 500 EO/IR, IFF and Link 11 in addition to four Rheinmetall MLG 27 RCWS. The Berlin-class CSSs are subjected to a multiyear and multi-system upgrading programme to cope with constantly changing requirements. Up to 40 technical modifications are implemented, from enhanced support-at-sea equipment to enlarged rescue equipment, integration of new IPMS and other systems on the first two ships, as well as of the NH90 helicopter and the new integrated (i-MERZ) instead of containerized hospital, to self-defence improvements. The two JSS being built for the Canadian DoD by Seaspan shipyards in Canada are multi-purpose vessels for replenishment at sea, support training and naval operations, in addition to humanitarian missions. Deliveries are planned for 2023 and 2025 respectively.

Last June, the German Parliament budget committee has given the green light for the reported € 914 million shipbuilding programme regarding the two new auxiliary oiler replenishment (AOR) vessels of the so-called Class or Type 707 plus training and support. This programme is to replace the two Class 704 vessels entered into service in the late ‘70s with more capable platforms responding to the latest environmental and military standards. Few weeks later, at the beginning of July, the Frie-

Early last June, Damen celebrated the keel-laying of the Combat Support Ship (CSS) Den Helder for the Royal Netherlands Navy (RNLN), which contract was awarded in February 2019 by the Dutch Defence Material Organization (DMO). © Damen

The new 22,300 tonnes Combat Support Ship (CSS) Den Helder is being built on the same design of the Joint Support Ship (JSS) Karel Doorman at Damen’s Galati facility to be delivered to the RNLN in 2025. © Damen

drich Lürssen shipbuilder unveiled to have been awarded the contract for the two new AORs to be delivered from 2024. According to Lürssen, the Meyer Werft shipbuilder is also involved, with the largest proportion of the two vessels to be built at its Rostock Neptun shipyard. According to information provided by the Germany Navy during the tender, the new double-hull 20,000 tonnes full load displacement, circa 170 meters long and 23 meters large platform with a max draught of 9,5 meters, will have a circa 12,000 m3 capability of marine fuel, 500 m3 of aviation fuel and 100 m3 of lubricants together with two at-sea refueling masts and a minimum of 10 TEUs acting as modular spaces in which, for example, workshops or spare parts are housed, alongside a dedicated crane. Fully IMO Tier III compliant and ballast water treatment equipped, the new AOR are expected to reach a maximum speed of 18 knots (16 knots sustained) and an endurance of 8,000 nm. The Class 707 will feature a stern flight deck, but no hangar, for at least a medium-size helicopter, and a civilian crew of 42 with accommodations for additional 23 persons.

The Netherlands

Early last June, Damen shipbuilder celebrated the keel-laying of the Combat Support Ship (CSS) Den Helder for the Royal Netherlands Navy (RNLN), which contract was awarded in February 2019 by the Dutch Defence Material Organization (DMO) for a total € 375 million project. Thanks to the new shipbuilding programme, which involves more than one hundred national companies, the maritime supply capacity of the RNLN will be restored, after the previous CSS Amsterdam was prematurely decommissioned in 2014 as a cost-saving measure. The arrival of Den Helder into the fleet, alongside the Joint Support Ship (JSS) Karel Doorman, capable of both underway replenishment and amphibious warfare support, but used prominently in the latter mission, will fill the capability gap and enable the RNLN to maintain a near-permanent afloat- support capability.

Based on the same design of the JSS Karel Doorman, the new CSS has been designed to operate worldwide and under high threat,

protected by frigates. In addition, she can be used in the fight against drug trafficking, controlling refugee flows and providing emergency aid. Displacing circa 22,300 tonnes fully loaded, with an overall length of 179 meters, a beam of 26.4 meters and a draught (design) of 8.3 meters, it will have a crew complement of 75, with accommodation for an additional 85 persons. The vessel will have a total liquid capacity of 8,600 m3 and two replenishment at-sea rigs for both liquids and solid cargos, in addition to two 40 tonnes cranes with 12 meters arms and a 1.5 tonnes crane for cargo transfer, including up to 20 TEUs. It will also feature a single spot medium-size helicopter deck and hangar to accommodate up to two NH90 helicopters, Role 2 medical support and protected cargo holds for ammunition storage in addition to carry two fast, raiding, interception, and special forces rigid-hull inflatable boats. The diesel-electric propulsion system based on two propulsion motors and four diesel generators on two shaft lines will provide a 18+ knots speed. The design considered fuel consumption and exhaust emissions, with a combination of propulsion system, hull shape and propeller design reducing fuel consumption by around 6% compared to the JSS Karel Doorman. Although construction of the CSS is taking place at Damen’s Galati facility, design and engineering activities were largely carried out in the Netherlands. Construction is expected to be completed and commissioned in 2023, after which the ship will sail to the Netherlands for final outfitting in Den Helder. This will see the installation of the combat management system together with sensors including the Thales Netherland Scout Mk3 air/surveillance radar, IFF and self-protection systems. Under current planning the new ship will be handed over to the RNLN in 2025. The Dutch shipbuilder offers a family of logistic support vessels ranging from 16,000 to 40,000 tonnes displacement with a length from 165.5 to 209.4 meters and a nominal refuelling capacity based on two-tofour underway replenishment masts and from 5,100 to 20,000 tonnes of marine fuel and from 250 to 2,500 tonnes of naval aviation fuel. All are equipped with a small dedicated combat system with self-protection weapons and a stern flight deck and hangar capable to accommodate two medium size helicopters.

Spain

Based on the successful Cantabria-class design for the Spanish Navy, Navantia shipbuilding group won an AU$ 642 (US$ 460) million contract in 2016 to deliver two new AOR to the Royal Australian Navy (RAN) with local industrial content. With a two blocks superstructure, the double-hull 19,620 tonnes full load displacement, 173.9 metres long and 23 metres beam Cantabriaclass AORs feature a stern one spot flight deck for an EH-101 class helicopter and hangar for two 10 tonnes MRH-90 or MH-60R helicopters, medical facilities with different services and laboratory with eight beds, maintenance/repairs facilities and the capability to transport and transfer to other ships and ashore both liquid and solid payloads. The Navantia AOR design is equipped with four abeam (two per side) refuelling points for marine and aviation fuel, water and solid payloads (up to 2 tonnes) together with an aft refuelling station for marine fuel, in addition to two receiving stations for aviation fuel and fresh water and four for marine fuel. It is capable to

Based on the successful 19,620 tonnes single-ship Cantabria-class design for the Spanish Navy, Navantia won an AU$ 642 (US$ 460) million contract in 2016 to deliver two new AOR to the Royal Australian Navy with local industrial content. © NATO ESPS Blas de Lezo

Navantia has built the first-ofclass Supply (II) AOR for the Royal Australian Navy, which completed fitting out in the Asia-Pacific country and was commissioned into service last April. The second-of-class, Stalwart (III), reached Australia last June to follow a similar path and will be commissioned later this year. © Australian DoD

Based on the design from British consultancy BMT Defence Services, which developed a series of support vessel concepts under the generic AEGIR brand, all four 39,000 tonnes Tide-class tankers were delivered between 2017 and 2019. © NATO_Bryan Underwood

transport and transfer respectively 8,310 and 1,530 m3 of marine and aviation fuel, 170 m3 of fresh water, 90 tonnes of general stores, 255 tonnes of ammunitions, 150 and 90 tonnes of respectively cold and dry food, in addition to up to 20 TEU containers which are managed by a single 20 tonnes crane with a 17 meters extendable arm. With accommodations for up to 160 persons, the Navantia AOR has a propulsion system based on two MAN 18V 40/45 for a total of 16 MWs on a single shaft line capable to offer 20 knots maximum speed and a range of 6,000 nm at 15 knots in addition to a bow thruster for operations in restricted waters. According to Navantia documentation, alongside an IPMS, integrated bridge and navigation system and integrated communications suites, the AOR can accommodate a reduced combat management system controlling a sensor suite with navigation and surveillance/helicopter radars, EO surveillance & laser range finder, radar-band ESM system, IFF and Link 11 and 16. The AOR in service with the Spanish Navy has Navantia SCOMBIA CMS radar and ESM suite provided by Indra together with decoy launchers and an anti-torpedo towed system, and two Escribano 12.7 mm RCWS. According to Navantia, the AOR can be equipped with two 25 mm guns and two inner-layer defence systems.

Based on the contract awarded in 2016, Navantia has built the first-of-class Supply (II) AOR that in October 2020 reached Australia, where final fitting-out and testing activities were conducted before the commissioning into service by the Royal Australian Navy last April. The secondof-class, Stalwart (III), reached the Asia-Pacific country last June to follow a similar path to be commissioned later this year. With similar refuelling and solid payload transfer capabilities and a single helicopter accommodation, the AOR for the RAN features a propulsion system with different MAN diesel engines and generator sets as well as an IPMS provided by NSAG joint-venture between Navantia and Australian SAGE Automation, a new integrated bridge and navigation suite, together with a small combat system centred on Saab CMS and Raytheon communication systems in addition to a selfprotection suite based on a 20 mm Phalanx.

UK and Norway

All British seagoing replenishment vessels are allocated to the Royal Fleet Auxiliary (RFA) service; they were the subject of a major renewal programme known as the Military Afloat Reach

and Sustainability (MARS) project, including fleets of respectively tankers and fleet solid support ships. This division between bulk (i.e. liquid) and non-bulk (food, ammunition and general stores) supporting ships has similarities in the US but is unusual in Europe. The UK decided to start with the tanker element, which led to the four Tide-class fleet tankers. The contract was awarded to South Korea Daewoo Shipbuilding & Marine Engineering (DSME) in 2012. The Tide-class tankers are based on the design from British consultancy BMT Defence Services, which developed a series of support vessel concepts under the generic AEGIR brand. All containing features of a commercial design, the Tide-class tankers are derived from the 26,000 tonnes deadweight AEGIR 26 concept but adapted to achieve a higher level of survivability. With a 39,000 tonnes displacement, the 200.9 meters long and 28.6 meters large Tide-class tankers have a draught of 10 meters and can carry circa 19,000 m3 of cargo fuel which is provided to other ships with three abeam replenishment-at-sea rig and stern reel, and up to 8 TEU containers with two 10 tonnes cranes. The CODELOD (Combined Diesel Electric or Diesel) arrangement with Wärtsila diesel engines and generator sets is designed for fuel efficiency across a wide range of speeds. These vessels features a Chinook-capable stern flight and hangar for a Merlin-size helicopter while the enhanced self-protection suite includes two 30 mm guns and is fitted for two Phalanx systems that can be added during overseas deployments. The UK MoD is expected to relaunch the tender for the fleet of up to three solid support ships this year, after the previous competition was cancelled in 2019. The new process will require a UK-based company to head each competing team, with Navantia ready to participate with BMT and Northern Ireland shipyard Harland & Wolff. In mid-2013, DSME and BMT also won the Norwegian MoD programme for the delivery of the Norwegian Navy’s logistic support vessel Maud. An evolution of the BMT AEGIR 18/18R design, the 27,500 tonnes platform is a multirole 182.9 meters long and 25.9 meters large vessel with a similar CODELOD propulsion arrangement capable to carry and transfer circa 8,000 m3 of cargo fuel, 300 tonnes of aviation fuel and 200 tonnes of ammunitions and up to 40 TEU containers. Capable to accommodate up to two NH90 helicopters, the Maud design incorporates reconfigurable accommodation spaces, which can be adapted to expand the core medical facilities in a large, 48-bed hospital. After delivery in November 2018, the ship conducted the first replenishment at sea only last February, while full operational capability will be reached in autumn.

The Norwegian Navy’s 27,500 tonnes logistic support vessel Maud was delivered in November 2018. The ship conducted the first replenishment at sea only last February, while full operational capability will be reached in autumn. © Royal Norwegian Navy

Turkey

Under the DIMDEG project, in July 2018 the Presidency of Defence Industries (SSB) awarded to Sefine Shipyard a contract to provide a socalled Fleet Replenishment Ship (DIMDEG) with delivery planned for 2024. With a 22,000 tonnes displacement, a 194.8 meters length and 24.4 meters beam, the new platform will be powered by two GE Marine LM2500 gas turbines and two diesel engines offering a maximum speed of 24 knots and a maximum range of 4,500 nm. The new ship will satisfy the fuel, water transport and supply needs of the Turkish Navy’s naval groups and will feature an extensive and integrated command, control and combat suite including an Havelsan Advent CMS and ship data distribution system, Aselsan MAR-D radar, EO/IR system, 25 mm STOP RCWSs and Gokdeniz innerlayer defence systems with 35 mm Airburst Ammunition (ATOM) developed by Aselsan or Phalanx Block 1B Baseline 2.

Wolfgang Roehrig, Head of Unit Information Superiority in the Capability, Armament and Planning Directorate of the EDA. © EDA

The key challenges of European Cyber Defence, the EDA view

By Linda Verhaeghe

With the cyber domain continuously increasing its importance in the defence community, EDR Magazine talked to Wolfgang Roehrig, the Head of the Unit Information Superiority within the Capability, Armament and Planning Directorate of the European Defence Agency (EDA), to get the feeling of how Europe is reacting to this increasing threat.

How would you describe EDA’s growing implication and role in the cyber field, and what are its Information Superiority Team’s missions and ambitions?

The EDA has been an actor in the whole cyber spectrum, whether it concerns training (including e-training) and exercises, research and development, identification of capability gaps with respect to

cyber defence in EU-led military operations, and the implementation of solutions for diminishing these gaps through cooperation projects between Member States.

The Information Superiority Team gathers more precisely the EDA’s expertise on capabilities development in the Cyber and the Space domains, as well as on ISR, Information Management, and general CIS. We basically see ourselves as a facilitator of Member States in this specific area: from technical projects, up to the policy level, using a holistic approach towards capabilities, doctrine, training, infrastructures, or CIS development.

Our role is broad, and not limited to ensuring that the technology of two systems are able to connect, but also to enable people to cooperate or interoperate.

According to you, which are the key challenges to acquire Information Superiority and which are the military and industrial priorities in terms of cyber technologies for Europeans to meet these challenges?

First of all, on the technological side, we have without contradiction achieved a certain autonomy in terms of development of capacities, and we are able to produce some of them on the European soil: these are the “the crown’s jewels” of which Information and encryption technologies are the most prominent examples, and our strategic autonomy partly derives.

However, we will not achieve strategic autonomy in all capability areas, and therefore we must also take into account the need for dependency management in areas where we cannot have the

entire manufacturing and supply chain on European soil. Designing certain capabilities only is not compromising per se, as long as one preserves the ability to verify that no element has been introduced in the production and manufacturing processes outside Europe into a system by any “bad guy”.

Secondly, the most recent major incidents we encountered show a need for more system compromise detection capabilities. It is indeed impossible to protect a system 100%, so we must be able to reduce the time to identify a successful compromise as much as possible.

Another aspect to remember is the need to educate and train our personnel within the military system, up to the highest decision-making levels. We must raise awareness across the whole range of employees towards risks, threats and good practices, and not reserve this for experts of the domain, which we lack.

Which cooperation project currently led at a European level would you be able to mention?

There are several projects ongoing with groups of Member States, some even carried out within a military and civil cooperation framework. I would mention two of them: one aiming to improve advanced systems threats detection capabilities. The objective is to strengthen the capacity of evidence collection in a given system, then analyze it and carry out in depth investigation to determine where the incident comes from, and how to react to it.

Also, the EDA Cyber Range Federation project is the first ever cyber defence pooling and sharing initiative, which gathers 11 Member States to improve their respective cyber defence training capabilities, through a large scale of live fire exercises based on realistic cyber attacks scenarios.

Although differences persist between Member States, European countries have achieved remarkable results over the past 10 years in terms of cyber capabilities development. Compared to 2012, progress are considerable since the establishment of the first label by the EDA to identify the center of gravity!

How the pandemic crisis has increased the risk of being targeted ?

The pandemic has totally changed our society. Over the past few months, we have witnessed an increase in the activity of “bad guys” in the cyber world. Until then, it was relatively easy to protect IT infrastructures, because they were placed behind walls and ran mostly through one-way or two-way networks to the outside world. However, teleworking has considerably increased opportunities for attackers.

But this situation has also taught us to be more resilient, and to stop relying on centralized infrastructures easily attackable.

The UK’s confused path to future military capabilities

By David Oliver

Only 148 Challenger 2 Main Battle Tanks of a fleet of 227 will be upgraded to Challenger 3 standard by Rheinmetall BAE Systems Land. © David Oliver

On 31 January 2020 the United Kingdom left the European Union and Brexit was a reality. Although it had almost four years to prepare for it, Brexit has presented a number of challenges for industry, and the defence industry in particular. The date coincided with the onset of the Covid pandemic which has put a great strain on the country’s finances, brought many industries to a virtual standstill, and delayed a comprehensive review of the UK’s future defence capabilities.

When the long-delayed government’s Defence Command Paper, somewhat oddly entitled Defence in a Comprehensive Age, was published on 22 March 2021, it contained more questions than answers.

Having established the threats posed by both Russia and China, the review stated that the UK government will invest in transformative and digital capabilities that will enable multidomain integration and ensure that we are able to compete more effectively in space and cyberspace. Capability in the future will be less defined by numbers of people and platforms than by information-centric technologies, automation and a culture of innovation and experimentation. It then listed a number of cutbacks in the British Army’s and Royal Air Force’s equipment.

Under the Challenger 3 Main Battle Tank (MBT) upgrade contract, awarded to Rheinmetall BAE Systems Land (RBSL) on 7 May, only 148 of the British Army’s 227 remaining Challenger 2 MBTs

will be involved. They will be fitted with the Rafael Advanced Defense Systems Ltd Trophy MV Active Protection System (APS). The upgrade of 250 successful tracked Warrior Infantry Fighting Vehicles (IVF) has been cancelled after £ 580 million had been spent on the programme, but they will remain in service until replaced by 528 wheeled Boxer Mechanised Infantry Vehicle (MIV).

On 3 September 2014, the British Government awarded General Dynamics a £ 3.5 billion contract to develop, manufacture and deliver 589 Scout SV Armoured Fighting Vehicles (AFV), later named Ajax. Based on a family of AFVs originally developed by Steyr-Daimler-Puch Spezialfahrzeug and Santa Barbara Sistemas in the 1990s, both companies were purchased by General Dynamics. However, the programme has been subject to delays and cost overruns and not a single working vehicle was accepted into service by the Army ahead of the planned July 2021 Initial Operating Capability (IOC).

The Ajax AFV programme was cited by a highly critical report from the UK National Audit Office (NAO) published on 24 June 2021 which concluded that the Ministry of Defence (MoD) has changed its requirements after the contract was let, making it more difficult for suppliers to achieve cost and schedule milestones. This has led to renegotiation of aspects of the contract. Furthermore the MoD’s performance in delivering major defence programmes has been mixed. In 2020, the NAO reported there was an average forecast delay of more than two years to achieve full operating capability (FOC) for the most significant capabilities. With regard to the future Royal Air Force (RAF), the government’s Defence Command Paper claimed that ‘the RAF’s cutting-edge equipment programmes will supercharge our contribution to national prosperity through innovation and investment in science and technology, building on our unique partnership with the UK’s aerospace and space technology sector.’

Although it confirmed the government’s commitment to the continued development of the Future Combat Air System (FCAS) (See separate article on page 14), it painted a somehow negative picture of the force’s future capabilities. It announced the pending retirements of Hawk T.1 training aircraft, 24 Typhoon Tranche 1 fighter aircraft, and most surprising, the highly utilised C-130J Hercules tactical transport fleet with no replacement cited. The five E-3D Sentry Airborne Early Warning and control aircraft will be retired at the end of this year, to be replaced by only three E-7A Wedgetail aircraft in 2023, creating at least a two-year gap in the RAF’s vital AEW&C capability. That is assuming that the Wedgetails, which are modified pre-owned commercial Boeing 737s, are delivered on time. The RAF had already lost a crucial airborne surveillance capability when its fleet of five capable Raytheon Sentinel R.1 Airborne Stand-Off Radar (ASTOR) wide-area ground-surveillance aircraft was retired in March 2021 with no direct replacement planned.

The Ajax armoured fighting vehicle programme has missed significant cost and schedule deadlines. © Crown Copyright

The Royal Air Force’s fleet of 14 capable C-130J Hercules tactical transports will be retired without a replacement. © David Oliver

All of the new aircraft coming on stream or on order for the UK armed forces are being produced in the United States. These include the Lockheed Martin F-35B Lightning II multi-role stealth fighter, although the Defence Command Paper did not confirm that the RAF’s requirement for 138 aircraft would be procured, 16 MQ-9B Protector RG.1 remotely-piloted air systems from General Atomics, nine P-8A Poseidon Maritime Patrol Aircraft, 14 new H-47(ER) Chinook helicopters and 50 upgraded WAH-64D Apache AH.1 attack helicopter to AH64E Guardian standard from Boeing.

However, the cost of some of these procurements have been highlighted by the latest NAO report. Reducing the number of P-8As on order from 12 to nine has resulted in a significant increase of the unit costs while the Protector programme has seen the largest cost increase since approval. The single largest element of the forecast cost increase for Protector was the decision to defer the programme for short-term affordability reasons. It was originally intended to enter service in 2018 to coincide with retirement of the Reaper predecessor capability. The MoD’s forecast date for IOC was July 2021 by the time the decision was taken to delay the programme because of budgetary pressures. IOC is now expected in November 2023, requiring extension of Reaper at an additional cost of £ 50 million.

Earlier this year there were a number of conflicting reports on the future of the UK’s military helicopter requirements. The European Defence Agency’s Annual Report 2020, published in March 2021, highlighted one of the UK’s problems, its loss of a European rotary-wing training facility. Following the closure of RAF Linton-on-Ouse where the European Defence Agency (EDA) used to hold its practical helicopter training, the Agency proceeded in 2020 with the relocation of its helicopter training centre to Sintra Air Base in Portugal which will have become the permanent host of the new Multinational Helicopter Training Centre (MHTC) that will take over EDA’s three helicopter programmes, the Helicopter Exercise Programme (HEP), the Helicopter Tactics Course (HTC) and the Helicopter Tactics Instructors Course (HTIC), all of which previously took part at RAF Lintonon-Ouse.

However, as the UK has ceased to be a participating Member State of EDA, it will not be a part of the MHTC. The EDA’s Political Declaration setting out the framework for the future relationship between the European Union and the UK refers to the possibility of a future Administrative Arrangement to be concluded between the EDA and the UK.

At the end of last year, Colonel Paul Morris, Assistant Head Plans, of the UK MoD’s Capability Air Manoeuvre, addressed the virtual International Military Helicopter Conference to outline details on how the British Army is leading NATO’s development of the Next Generation Rotorcraft Capability.

In November 2020, the Defence Ministers of five NATO member nations, the UK, France, Germany,

Procurement of the Boeing P-8A Poseidon Maritime Patrol Aircraft for the RAF has been reduced from 12 to nine. © Crown Copyright

The initial operating capability of the RAF’s Protector RG.1 remotely-piloted air system to replace Reaper has been delayed until 2023. © Crown Copyright

In July the Puma celebrated fifty years of RAF service after the March Defence Command Paper announced its retirement in 2025. © Crown Copyright

Greece and Italy, signed a Letter of Intent to develop an entirely new helicopter capability. Under this agreement, the members would all benefit from this opportunity to ensure their nation’s requirements are fulfilled in this bespoke craft and benefit from the cost savings that this collaboration will bring. The Next Generation Rotorcraft (NRGC) project is a NATO initiative aimed to develop a solution for these upcoming requirements, leveraging a broad range of recent advances in technology, production methods, as well as operational concepts. Colonel Morris said: “The British Army is delighted to be leading NATO Project NGRC on behalf of UK Defence. It is a really exciting opportunity to develop a capability alongside our allies that will offer maximum interoperability and promises to deliver a step change in capability over our current medium helicopters. Like a number of other NATO members, we are due to see our medium helicopters reach the end of their life cycle in the next 15 years, with a subsequent need for replacements.”

When the UK government’s UK Defence Command paper was published, it was obvious that the UK medium helicopter force would be replaced in a much shorter time frame than has been envisaged for the NATO NRGC which posed the question of whether the British Army will continue to lead the project. The review stated that the MoD will invest in a single new medium lift helicopter in the mid-2020s to replace the RAF Puma HC.2 and Bell 412 fleets, Army Air Corps Bell 212s, and AS 365N Dauphins that support Special Forces, a total of 32 helicopters. There was no mention of replacing the Army Air Corps 21 Gazelle AH.1 multi-role light helicopter. Likely competitors for the new UK medium lift helicopter requirement are Airbus Helicopters H175, NHIndustries NH90, Sikorsky UH-60 Black Hawk and the Leonardo AW149.

Leonardo claims that the AW149 is the ideal solution for the UK’s New Medium Helicopter requirement. The multi-role utility helicopter is its latest-generation battlefield platform, reconfigurable for a wide range of demanding missions in the most severe operational environments. Advanced platform and system technologies, equipment and weapons coupled with high levels of survivability and crashworthiness would provide the MoD with a highly effective, survivable and cost-effective capability.

A Bell 412 of 84 Squadron at RAF Akrotiri in Cyprus which is the RAF’s last remaining helicopter Search and Rescue force. © Crown Copyright

An Open Systems Architecture enables the rapid and low cost integration of new equipment to meet changing military requirements. The AW149 is currently made in Italy, but if Leonardo wins the contract from the MoD, the helicopters would be manufactured in the UK at Yeovil. Airbus Helicopters said that it will certainly respond when a solicitation is issued. Currently it believes the H175M is the helicopter most likely to be optimum to replace Puma but that would obviously be subject to the details of the eventual requirement. Airbus Helicopters looks forward to addressing the UK’s future medium helicopter requirements as they take shape, and it is confident that it can offer attractive solutions which will both fully meet the armed forces’ operational needs and contribute to a strong national prosperity agenda. Airbus has an established, substantial and world-class design and manufacturing footprint in the UK and it has never been averse to the implementation of a helicopter Final Assembly Line where it makes commercial sense for the world-wide market. Sikorsky stated that it will be happy to talk about Puma replacement in more detail once the process is launched. Depending on actual technical specifications and operational requirements, it may have an interest in pitching latest generation Black Hawk as an option for the UK requirement. Designed from the outset as a military helicopter, rather than one adapted from a commercial platform, it is a rugged, versatile and adaptable platform, suitable for a large number of missions and can be quickly re-roled. Due to its military pedigree it is extremely reliable and easily maintained even when operating far from its home base.

It will be challenging for any single type to replace the four different medium helicopters operated by two services and in the very limited time frame outlined in the UK Defence Command Paper, and how will this impact on the UK’s participation in the NATO NRGC project and the EDA’s MHTC is not clear.

The Cobham-owned Bell 212s operated by 7 Flight Army Air Corps (AAC) in Brunei will also be replaced by the new medium helicopter. © David Oliver

Leonardo claims that the multi-role AW149 is the ideal solution for the UK’s New Medium Helicopter requirement and could be built in the UK. © David Oliver

Airbus Helicopters has built the first H175 airframe in Europe compliant with Western military requirements which would be fully capable of fulfilling the UK’s new medium helicopter needs. © Airbus Helicopters

A Royal Navy Merlin HM.2, equipped with the delayed Crowsnest airborne radar, the ASW helicopter’s Out of Service Dates has been moved to 2040. © Crown Copyright

Not cover in the review was the future of the Royal Navy’s fleet of 51 Merlin HM.2 Anti Submarine Warfare (ASW) helicopters and HC.4 of the Royal Marines Commando Force which were planned to be in service until 2029 and 2030, respectively. In June 2021, it was confirmed that both their Out of Service Dates (OSD) had been moved to 2040.

In addition to its ASW role, a small number of HM.2s will be modified for the airborne surveillance and control (ASaC) role under the Crowsnest programme. In May 2015, the MoD and prime contractor Lockheed Martin UK selected Thales to provide the radar and mission system for Crowsnest.

Again the 2021 NAO report highlighted delays and cost overruns of yet another MoD project. It stated that an internal ‘lessons learned’ review concluded that neither the MoD nor industry understood the complexities of delivering the capability. Changes to funding, scope and timetable, together with a fixed price contract, contributed to subcontractor under-performance, which the prime contractor and the MoD did not detect until it was too late to meet the target delivery date. However, revised plans will see Crowsnest achieve IOC in September 2021 and Full Operating Capability in May 2023.

Although the long-term consequences of the Covid pandemic and Brexit on the UK’s aerospace and defence industries are yet to be clarified, it is already clear that as far as the Ministry of Defence’s procurement policy in concerned, there is a lot of hard questions to be answered.

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