Defense Technology International - October 2007 - (Page 24) DISPATCHES GLOBAL SHIPSHAPE Builders finalize plans for construction of Anglo-French aircraft carriers JORIS JANSSEN LOK • LONDON rench and British naval contractors are debating the shipbuilding strategy for three aircraft carriers planned for both countries, according to senior executives interviewed at the DSEi (Defense Systems & Equipment International) exhibition in London last month. Britain has decided to go ahead with its program to build two 65,000-ton aircraft carriers by 2014-16 (DTI July/ August, p. 9). Though France is undertaking a review of its defense-spending priorities that’s expected to be completed this month, executives believe it will authorize construction of one 68,000ton carrier (known as PA 2) based on the same overall design as the British ships (known as CVF). The CVF has a through-life growth potential of 10%, so CVF and PA 2 could eventually end up with displacements of around 71,500 tons. “France and the U.K. want to achieve maximum savings [in shipbuilding] through cooperation,” says Edward Lowe, managing director of Thales Naval UK. “We’re looking at further sharing of design cost, as well as common procurement, for example, in power and propulsion (P&P), mission systems and other items, including steel.” Each carrier requires approximately 30,000 tons of steel for the main con- F struction. “Going to the market for 90,000 tons of steel instead of 60,000 gives you a better price,” another Thales executive says. “The continuing a ordability challenge faced by both programs will ensure that each customer challenges industry to do more in terms of achieving cost savings,” he adds. Whether French shipyards will build sections of the British carriers and vice versa remains unclear. For the time being, CVF Alliance, the U.K. industry consortium being assembled for the program, is concentrating on a build strategy for the CVFs, says Lowe. This will see the BAE Systems/VT Shipbuilding Shipco joint venture in charge of Blocks 2 and 4 (aft) of both ships; BAE Systems Submarines building Block 3; and Babcock assigned Block 1 (bow) and the upper sections of Block 4. Babcock will also be responsible for wholeship assembly and commissioning. BAE Systems Insyte and Thales are working together on mission systems design and procurement, and Thales will undertake wholeship design supervision, integrate P&P and ensure the ships’ integrity for aviation operations, says Lowe. Thales is also forming a dedicated CVF industry team for P&P called the Sub Alliance, says executive Jim Bennett. This involves key suppliers like Rolls-Royce, Converteam and L-3 Communications (formerly CAE). A core team is being established in Bristol, England, with a satellite o ce in Glasgow, Scotland, says Lowe. The team will be supported by naval architect BMT, the shipbuilders and Imtech Marine & O shore. For the CVF power and propulsion system, a decision has been made to use Converteam advanced induction electric motors—two will drive each propeller in a concept known as integrated electric propulsion. Power for the motors—and all other systems on board—will be provided by a combination of four Wartsila diesels and two Rolls-Royce Marine MT30 gas-turbine engines. The diesel engines, which provide 40 megawatts of power, will be located two forward and two aft in the ship. The gas turbines, generating 70 megawatts, will be in sponsons underneath each of the two islands. In e ect, says Lowe, this creates four “islands of power” providing significant redundancy in case of battle or collision damage. There will also be emergency diesel generators from Wartsila. “Power is distributed throughout the ship via cables based on a design that has been optimized for survivability, and to minimize intrusion on the flight deck and in the hangar bay, with uptakes and downtakes built around the hangar and up to the two islands,” says Bennett. Other key items in the P&P package include the stabilizer, steering gear and rudder (Rolls-Royce Marine Controls), shaft lines and propellers (Rolls-Royce AB, Sweden), low- and high-voltage systems (Rolls-Royce Marine Electrical Systems), propeller drive system (Converteam), and the integrated platform management system (L-3 Communications). The CVF contracting schedule calls for a 30-month pre-manufacturing period based on initial target cost, which will then be followed by the full construction phase based on final target cost. Thales has already started purchasing long-lead items for the P&P package. Propulsion motors, converters and diesel generators are on order, and other major items will follow over the next few months. I THALES In this computer-generated image, a Lockheed Martin F-35B Lightning II fighter makes a vertical landing on the Royal Navy’s CVF aircraft carrier. 24 DEFENSE TECHNOLOGY INTERNATIONAL OCTOBER 2007 www.aviationweek.com/dti http://www.aviationweek.com/dti
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