Sunday, June 3, 2018

Of ships and shipyards; Type 31 and Fleet Solid Support



Babcock has now unveiled its offer for the Type 31e programme, and in so doing has revealed the full extent and effect of its alliance with the danish group Odense Maritime Technology (OMT). The Arrowhead 140 is effectively a Iver Huitfeldt frigate hull with modified top decks, pushed by an impressive alliance called Team 31 and comprising two Babcock yards, Ferguson Marine and Harland & Wolff. 





The Iver Huitfeldt class, in service in the Royal Danish Navy, is an impressive family of ships which have cost surprisingly little for the huge capability they pack. The unitary cost per frigate was 325 million in FY 2010 US dollars, which is extremely competitive for a high end, 6600 tons warship equipped with good sensors and a big silos of 32 Strike Length MK41 cells flanked by MK56 launchers for 24 ESSM. Up to 16 Harpoon are also carried. Of course, that is in no small measure possible because OMT includes the commercial shipping colossus Maersk, but Denmark is confident that it can offer good deals for customers abroad as well, and OMT and Babcock apparently believe that they can build the Arrowhead 140 in british yards, staying within the infamous 250 million all-in price.




The Iver Huitfeldt design makes limited but important use of the StanFlex concept in which modular “wells” are provided in the design for the easy slotting in of capability modules, for example the guns. The ships have been delivered with re-used Oto Melara 76mm guns in StanFlex modules, with the option of installing a 127mm later on. The total budget for three ships was 940 million USD plus 209 million USD in reused equipment. Spread on three hulls, it gives a total pricetag of 383 USD million per ship.


Shock Testing with explosive charges was carried out in late 2010 

The ship is fit to receive a variable depth sonar but was delivered fitted only with an hull mounted one. The propulsion arrangement is CODAD with 4 MTU8000 diesels delivering 32800 KW of power to two shafts. The ship’s max speed is given as 28 knots, although it has demonstrated 29.3 knots, reaching them in under 120 seconds during trials. Range at 18 knots is a flattering 9300 nautical miles.

Babcock’s Team 31 proposal would keep the hull unchanged and focus on relatively minor modifications to the top decks. Obviously, sensors and weapons fit would also change. This would cut down design costs to the very minimum, and still give the UK a proven hull which was put even through explosive shock testing. The Iver Huitfeldt achieved their cost-effectiveness by making large reuse of design features from the Absalon class, and the Arrowhead 140 seeks to pull through even more content from the Huitfeldt themselves.

Compared to the Danish ships, the Arrowhead 140 is expected to be lighter, at 5700 tons, with a reduced draft and, one assumes, benefits to range and speed while maintaining very significant margins for working weight back in with design variations for export and/or capability insertions through life.
The design trades out the MK56 launchers in favor of two extra boat bays / mission spaces. The Arrowhead 140 is being marketed with the Thales TACTICOS open architecture combat system and with Thales NS100 AESA radar enclosed within a conical mast topped by IFF array, although some images of the “Royal Navy variant” seem to carry an Artisan 3D on a different mast.
24 CAMM missiles in a “mushroom farm” silos are seen in place of 32 MK41 cells amidships, although the design maintains the capability to fit the strike length cells. The gun seems to be an Oto Melara 76mm.
The Danish ships, which operate as the principal AAW platform of the navy and which may one day soon serve in the anti-ballistic role as well, operate with a crew of around 117. At one point they hoped to make do with as few as 99, but that proved a step too far. Still, it is a very impressive achievement and the Type 31e, given its simpler mission and weapons fit, should be perfectly able to make do with fewer, while retaining plenty of space for the at least 40 EMF spaces the RN hopes to have on the vessel.

The impressive firepower of the Iver Huitfeldt class: 32 Strike lenght MK41 cells flanked by MK56 launchers for a total of 24 ESSM missiles. 

The proposal seems solid. There probably isn’t another hull which is proven, cheap and capable as that of the OMT design. BAE System’s Leander is based on the Khareef class corvette, stretched longer, and does not compare all that well. It is also arguably riskier, because while the Arrowhead 140 would literally take the hull and propulsion “as is”, the Leander would require changes, albeit relatively minor.

Babcock’s offer is now truly interesting, and there is even a possibility that the Arrowhead 140 might make a surprise foray into the FFG(X) competition for the US Navy. Huntington Ingalls Industries (HII)’s sudden silence about its proposal for what could become an immensely important shipbuilding contract has got some people thinking. Craig Hooper has recently raised the prospect of a Danish incursion into the competition, and he correctly notes that the Iver Huitfeldt design is not without its fans in the US. The Royal Danish Navy has been promoting its ships for years and organized a successful tour in the US as far back as 2014. He might or might not be on the right path with his analysis, but it is certainly a fascinating prospect and one which is not without merits.





Leander or Arrowhead 140?

At the moment, the Team Arrowhead and the Team Leander seem to be the leading contenders. Moreover, if the Arrowhead 140 truly can fit the Type 31 budget, the Cammell Laird/BAE Systems ‘Team Leander’ design is now in an uncomfortable spot. Babcock’s proposal now looks more convincing: much larger and more adaptable, both through life and for export; considerably greater speed (28+ knots against 25) and endurance (9000+ nautical miles at 18 knots compared to 8100 at 12); much greater space for weapons (easily configurable for 32 MK41 Strike Length versus 12 small SAM cells up front and a single 8-cell Strike Length amidship for Leander). Both ships claim the possibility of fitting guns up to 127mm, but Arrowhead’s claim is more immediately belieavable. The tightness of the Type 31e budget might mean that this is not relevant for the Royal Navy as funding a 127mm gun might be out of the question, but adaptability for the future, as well as for potential (albeit unlikely) export orders is still key.



Navy Recognition obtained these BAE images at DIMDEX 2018 

The Team Leander now claim that the flight deck of their ships will be rated for 16 tons helicopters, which would accommodate Merlin operations, while for the hangar they are reporting “up to Sea Hawk plus UAV”, but conspicuously not mentioning Merlin. The Arrowhead 140 would be fully Merlin compatible from day one, and this for me is a major factor, even though the Royal Navy will struggle to have many Merlin for frigates since their main focus will be the aircraft carrier group. With the merger of 829 NAS into 814 NAS there are now only 3 flights permanently focused on Small Ship Deployments (Tungsten, Kingfisher and Mohawk Flights) and their priority will be the Type 26, but this is still not a reason to be unable to operate with the most important machine in the Fleet Air Arm’s arsenal.




A spacious hangar should always figure high up on the list of requirements: even with Wildcat being the most likely visitor, space is always precious, especially since the expectation is that UAVs will become a common feature in the next decade. The last thing the Royal Navy needs is a ship with handicapped aviation facilities causing headaches already a few years after entry in service.

The Arrowhead 140’s problems, in turn, are its use of a new main radar and of a new Combat Management System at a time when the Royal Navy has heavily invested in commonality and fleet-wide fits. Artisan 3D, Common CMS and Sharpeye navigation and air direction radars are now fleet-wide standards and departing from them would imply unnecessary costs and complexities.



The CGI of the "british variant", the Arrowhead in Type 31 guise, clearly uses a different mast from the one seen in the video. The radar on top looks a bit small to be Artisan, but it probably represents it nonetheless. MK41 cells are replaced by (surprisingly few) Sea Ceptor "mushrooms". 

The Arrowhead 140 team includes Ferguson Marine on the Clyde, Harland & Wolff in Belfast and the Babcock Appledore facilities in Devon and in Roysth. Judging from the brochure, each shipyard would build a “superblock” that would then be shipped out to Rosyth for final assembly.

Note that the various partners seem to have already decided which superblock they will build. Rosyth is proposed as final assembly facility. 

This spreads the financial and technical benefits of the programme across the wider shipbuilding industry, but would cut out Cammell Laird at a time in which it is arguably the most successful shipbuilder out there, picking up new orders for ferries; while building the impressive new Polar Research Vessel, the RRS Sir David Attenborough.


Pick a design and enlarge the consortium?

I’m not in a position to make choices, obviously, but I come back to my original points about theShipbuilding Strategy to at least make my recommendations.
A Financial Times report recently said that Babcock is very active on the Fleet Solid Support requirement as well, and is talking to BAE and others to craft a joint, british bid for this 1-billion pound programme which will involve building two or three ships in the 40k tons range. In other words, a lot of precious work.
Building the FSS in blocks around the country and assembly in Rosyth’s big dock, on the lines of what has been done for the carriers, remains an attractive option.

The best possible outcome, in my mind, would be to have the Fleet Solid Support work staying in the UK, with assembly in Rosyth.
For the Type 31 the best possible outcome would be selection of the Arrowhead 140 design, followed by enlargement of the consortium to include the other team. The main reasons are that the Type 31 should be fitted with the BAE-developed Common CMS on shared infrastructure as the rest of the fleet, in the interest of commonality. It should also be fitted with the Artisan radar, again in the interest of fleet standardization, especially considering that there will be up to 8 spare systems available as an effect of 5 coming off the Type 23 GPs as they are withdrawn plus the 3 new sets purchased to avoid shortage of components during the delicate transition.
For those who might have missed this development, the Royal Navy has actually purchased 3 new sets of main equipment pieces for the first three Type 26 ships, in order to avoid having to pull Type 23s out of service early to strip pieces off them, refurbish them and deliver them to the shipyards.
Since then, however, it has become clear that the Type 26 assembly will be a very slow affair: parliamentary under-secretary for defence Guto Bebb is on record saying that the first ship in the class, HMS Glasgow, is due to be accepted by the Royal Navy in summer 2025 and then, after trials and preparations, enter service in 2027. In theory, this is acceptable because the first Type 23 in ASW configuration, with 2087 towed sonar, would leave service in 2028 under the last known plans. 



Type 23 OUT OF SERVICE DATE  (February 2016 assumption)

HMS Argyll 2023
HMS Lancaster 2024
HMS Iron Duke 2025  
HMS Monmouth 2026
HMS Montrose 2027
HMS Westminster 2028             [ASW]
HMS Northumberland 2029      [ASW]
HMS Richmond 2030                [ASW]
HMS Somerset 2031                  [ASW]
HMS Sutherland 2032               [ASW]
HMS Kent 2033                         [ASW]
HMS Portland 2034                   [ASW]
HMS St Albans 2035                 [ASW]


Despite the Royal Navy's careful approach with the ordering of three extra sets of equipment to avoid having to remove equipment from the Type 23s early on, it is also painfully evident that Type 23s might effectively go out of service early anyway. It must be remembered that at least one ship from the class in the last few years has been tied up in mothball, serving as harbor training vessel because of the enduring shortage in manpower. Even more ominously, the Fishery Protection Squadron is currently down to a single ship as OPVs leave service early to allow the crews to transition to the new ships, and even this has had to be aided by using some of the MCM crews, given "on loan" to the Squadron (Project JICARA). I'm sure the Navy hopes to solve the worst of the manpower crisis at some point, and the last few reports show that it is the only service with an inflow matching or exceeding outflow, but technical roles are difficult to form, and the percentage of fully trained manpower is the lowest in the three services, shy of 90%. At the moment it is hard to be optimistic, and even harder to imagine that the frigates transition can be any easier than the OPVs. If anything, it'll be much more complex.


Note: the OPV transition and project JICARA

The Royal Navy has up to 16 MCM crews, 8 in Scotland (MCM 1 Sqn, Faslane) and 8 in Portsmouth (MCM 2 Sqn). They rotate on and off the Sandown and Hunt class ships respectively.

Under JICARA:

Beginning from 1 April 2017, MCM2 Crew 6 moves from the minesweeper HMS Middleton onto HMS Tyne, allowing the crew of the latter OPV to transition to the new HMS Forth.
They were later relieved by the crew of the Hunt class minesweeper HMS Atherstone after this ship was suddenly decommissioned as part of emergency budget cuts in December 2017 while she was already in the shed for her refit and life extension.

HMS Forth commissioned on 13 April 2018, but remains alongside for defects rectification and final preparations. She is not yet ready for patrols, and anyway seems to be earmarked for replacing HMS Clyde down in the Falklands. HMS Clyde's out of service date is currently unclear.
HMS Tyne has decommissioned days ago, on 24 May 2018.

MCM2 Crew 7 moved from the MCM vessel HMS Ledbury onto HMS Mersey and will stay on the OPV until she decommissions (expected to happen this November). Mersey is currently the facto the only Fishery Protection Vessel actually patrolling UK waters.
Thanks to the MCM crew stepping in, personnel from Mersey can move on to the new HMS Trent.

The Royal Navy should this month accept the new HMS Medway, which is crewed by personnel from HMS Severn, the first River Batch 1 to be decommissioned, on 27 october 2017.
HMS Medway will then make ready to begin operational patrols early in 2019.

It seems likely that, with the number of MCM ships dropping, some of the crews will permanently become part of the OPV squadron to take in the additional River Batch 2s. The possible re-activation of the River Batch 1s parked in reserve waiting for a government decision is another factor.

- Ends


With the Type 31e supposedly entering service one per year from 2023, replacing the Type 23 GPs one by one, it seems like the spare Artisan radars, Sea Ceptor launchers, etcetera will be more useful on this class rather than on the 26s. For the 26s there should be time to employ equipment taken off from the 5 GP Type 23s as they decommission, at this point. 

It is not entirely clear yet, but the Royal Navy appears to also have ordered 3 new 2087 towed sonars, that added to the 8 installed on Type 23s ASW give a total of 11.
Once the equipment from all Type 23s is removed and refurbished, the UK will have reusable equipment for 16 ships, including 11 Type 2087 sonar arrays.
One has to hope that, whichever design is chosen for Type 31e, this treasure is not squandered. Fitting the “extra” 2087s (if there truly are three full such sets: Thales has received a contract but has not specified exactly what is included) to three of the Type 31e would be immensely beneficial, even though Type 31e will never match the expensive acoustic stealth of the super-specialized Type 26. It would be a low cost expansion to ASW capabilities that would come as a logic consequence of the recognized increased threat coming from submarines lurking in the North Atlantic as Russia probes british waters. It would also make the Type 31 far more belieavable as Fleet Ready Escort, a role she is supposed to cover but that, without a proper sonar fit, would still require a Type 26 to be kept at readiness as on-call Towed Array Patrol Ship to respond to submarine incursions in home waters. Having at least 3 Type 31 with wider ASW usefulness would then truly begin to take some tasks off the Type 26s' shoulders, allowing the latter to focus on high end training, NATO groups and carrier task group.  
So, of course, it probably won’t happen.This is the british government and MOD we are talking about, after all. Rhetoric is never matched by facts. 

The availability of radars, decoys, missiles, light guns, even sonars and other sensors and components should be seen as a blessing and incorporated into Type 31e whenever and wherever possible.
Purchasing new radars while having spare Artisans is something I certainly wouldn’t recommend.

Finally, I’d ideally want to see the Type 31 assembled south of the Scottish border. Cammell Laird is my ideal candidate for that. Aiding the revitalization of Birkenhead would be an insurance policy against the SNP and a strong political message.

One of the (undoubtedly numerous) difficulties with such an approach is the fact that the Type 31e and FSS timelines do not align. The contract award procedures for the FSS are expected in 2020, while Type 31e should clear that stage already next year. Without FSS work for Rosyth and for the other shipyards it will hardly be possible to negotiate such a change in plans.
This is the kind of conundrum that I hoped the Shipbuilding Strategy would finally end, but the document did not go far enough and did not commit the government to any specific path forwards for shipbuilding capability. It is still down to the individual programmes to determine the future of british yards, and without real multi-programme coordination there will continue to be gaps.
Together, FSS and Type 31e could truly be transformational for the british shipbuilding sector, but only if they are considered as part of a truly joined-up strategy.


Speaking of Fleet Solid Support…

The MOD has published the call for bids for the programme, and the three ships requirement has translated into two firm and one option, a development that, given previous history, does not inspire confidence.

Among the cuts and reductions caused by Strategic Defence and Security Review (SDSR) in 2010 was the removal of the requirement for concurrent, geographically displaced Carrier Strike and Littoral Manoeuvre task groups. With Carrier Enabled Power Projection and the final acceptance of a future without HMS Ocean came the necessary unification of all the remaining resources in the single Response Force Task Group.

Among the other implications, the once separated Fleet Solid Support Ship and Combat Support Ship Auxiliary requirements were finally merged into a single FSS class of 3 hulls.
The Naval Design Partnership Team was then asked to produce a series of designs to assess the technical feasibility and cost implications of this requirement merge. The main result was the famous image of a modern, large joint supply ship including provisions for the carrying of a couple of LCVPs as well as a well deck in the stern. Both additions obviously came from the Combat Support Ship Auxiliary requirement, earlier still known as the Joint Sea Based Logistics requirement, which was to provide afloat supply and support to forces ashore.


The design initially put forwards by the NDP. Fascinating, but probably never to become reality. Note the two Heavy Rigs on the port side, for QE class replenishment. 

That design has probably been deemed too expensive, however, and the latest images coming out of the NDP through DE&S suggest that the Fleet Solid Support vessel is losing all of the more “amphibious” features in favor of a design very much in line with the American T-AKE “Lewis and Clark” class.


A US Navy CVN aircraft carrier receiving stores through one of the aircraft lift openings. The same method is used by the QE class. 


In turn, the uncertain fate of the amphibious capability as a whole might be part of the reason why the third ship is now only an option. If the Modernising Defence Programme ends up destroying the amphibious capability, the third vessel might simply not be needed anymore.

The T-AKE class is not incapable to support an amphibious force ashore, but obviously is not optimized for the role as the earlier NDP design would have been thanks to the well deck. The USNS still keeps two T-AKE ships within the USMC Prepositioned groups, using the vessels to carry the vast range of stores needed for an amphibious operation. The new NDP design, which very closely follows the general ships arrangement, would be similarly able to crane stores into landing crafts and sustain a force ashore.
As a solid stores vessel, the T-AKE is very rationally arranged, with all accommodations grouped in the single citadel on the stern rather than split at the two ends like in the earlier NDP design which was closer to the current Fort class in general shapes.
A single, full-width cargo preparation deck runs from the bow to the flight deck on the stern, and multiple heavy RAS rigs are provided. The british design has three rigs on the port side and, apparently, a single rig on starboard. This is because the first and third rig on the port side are specifically spaced out to “meet” the aircraft lifts opening of the Queen Elizabeth class carriers, which are fitted to receive the heavy stores. The two rigs remaining, one per side, would be used to support the other ships. 
The american T-AKE also carries and transfers fuel, while the british ship will not. The Royal Navy has chosen to keep the two roles well separated: Tide class for fuel, FSS for stores and ordnance. 

The latest FSS CGI, as published on the latest DE&S annual department plan. 

A USNS Lewis and Clark T-AKE supply ship. 





Until the new FSS enter service, in the second half of the 2020s, the QE class will be supported by RFA Fort Victoria, which is currently in refit to prepare for the “new” role. In order to comply with today’s regulations she is being double-hulled since she carries not only solid stores but also fuel and oils. 


The Heavy RAS receiver on HMS Queen Elizabeth, deployed for use and folded away. The Queen Elizabeth class can receive fuel from two stations on the starboard side and simultaneously take on stores from the port side. Refueling station is available also on port side.  

She will not be refitted with the new heavy RAS equipment, so she’ll only be able to transfer loads of 2 tonnes rather than the 5+ enabled by the new Rolls Royce kit already demonstrated on land at HMS Raleigh.


Drop one FSS, convert two Points?

What if FSS followed the path of the Type 26, which came out of the merge of what had originally been planned as two separate frigate classes, and eventually was cut back with the appearance of Type 31e?
Instead of building a third expensive and not truly fit-for-role FSS to support the amphibious force, I would suggest that, for a much smaller investment, the UK could re-acquire the two Point class RoRos it dismissed in 2011 and convert them in a way similar to what the US have done with the virtually identical MV Cragside, now MV Ocean Trader.

The US conversion had the Special Forces in mind and focused on adding a lot of spaces for planning, training, accommodation for up to 207 embarked forces with endurance of 45 days. Multiple davits for a variety of boats and assault craft are provided at the sides and a jet skis launch and recovery system was also required. The requirements as published included carrying 12 20 foot containerized equipment stowage module and 22 11-feet lockers for weaponry. The flight deck can accommodate any helicopter including the large Chinook, the MV-22 Osprey and the even larger CH-53. The hangar has two bays, each large enough for a MH-60 class helicopter, and spaces for aviation support and maintenance are provided. For aviation and craft fuel, the requirements specified the possibility of using containerized tanks but specified armor protection for them in that case. A single RAS station is specified, to enable the reception at least of fuel. A vast boats storage and maintenance area, conference and planning rooms, communications, dedicated space for UAV detachment and lots of different storage solutions were also required. The capability the ship can express is impressive, but in the American case also very Special Forces specific.



The MV Cragside before and during conversion. The photo during the conversion makes it easy to identify the boat bays being opened in the sides, and the new blocks of superstructure: the double hangar and the big, white, windowless extension of the citadel towards the stern. 

But the space available is such that organizing afloat workshops; transporting stores and vehicles and supporting aviation through the construction of a flight deck and hangar like on the Ocean Trader are real possibilities.
The Point class continues not to have a well deck, but on the other hand has already demonstrated the feasibility of opening the stern cargo ramp out at sea, weather permitting, to enable the roll in and out of vehicles over mexeflote rafts.


These photos by David Kozdron, published by Tyler Rogoway on TheDrive.com. show the "MV Ocean Trader" as she is today. Note the hangar, the abundance of antennas, the stealth boats on the davits and the two hangar bays, plus what looks like Insitu catapult and recovery hook-wire system for UAVs like Scan Eagle and Integrator. 

Converted container ships of this kind could provide the afloat support the amphibious forces needs. A ship could also be relatively easily transformed into a RFA Argus replacement, embarking hospital facilities.
Moreover, these ships could replace the Bay class vessels tied down in the Caribbean and in the Gulf respectively on Humanitarian Assistance & Disaster Relief (HADR) and MCM support. That would make them twice as useful to the amphibious force.

Canada's Irving Shipbuilding put out its own proposal for a Point-like containership conversion, . 




Point Ro-Ro and Mexeflote operations. 




Personally, I’d gladly trade out the third FSS for a number of converted civilian vessels like these, especially because the alternative is losing RFA Argus possibly as soon as 2024 almost certainly without replacement as well as continuing to struggle to put together an amphibious task group because the necessary ships are stuck in other long-term roles abroad.  




Friday, May 18, 2018

Tales from a hundred years of Royal Air Force - The Centenary Collection



The Royal Air Force turned 100 on 1st April this year, and carries its age in great fashion. It was the first air service to become independent of the other two, and was born out of the hard-won experience built up over the battlefields of the Great War by the Royal Flying Corps and Royal Naval Air Service. The achievements of those two corps and of the air force that emerged from their unification are certainly worthy of celebration, and Penguin is doing so by publishing a collection of books that tell some of the countless great stories of the RAF.

The Centenary Collection is a series of six paperback books, united by same style of cover and by the same agile format, which bring together a good selection of tales of that human courage that has seen the RAF through the great challenges of its century.



Naturally, the skies of the Second World War get most of the attention, but of the many stories out there, Penguin has selected an interesting few:

The Last Enemy by Richard Hillary is not only the story of a Spitfire pilot in the terrible hours of the Battle of Britain, but also the extraordinary tale of a man who was shot down and survived through months in the hospital, becoming a member of the “Guinea Pig Club” that Archibald McIndoe created by pioneering plastic surgery.




Every so often, Richard writes the name of a comrade, of a friend, noting “from that flight, he did not return”. It hits home hard, every time. Not much else needs to be added.
There is no attempt on Richard’s part to reconstruct how he was shot down: just falling into darkness and pain, with hands and face burned, eyesight lost. Weeks of suffering, followed by the return of eyesight and a long struggle to get back in control of his hands and have his face rebuilt. It is a tale of courage and also a story of evolving medical practice. The strength of character that emerges from the pages is hard to describe: Richard is direct, sincere and concise in his memories: the intensity comes from what he sees and goes through, there is no need for tinsels.  
Richard decided to write his story, and that of his lost comrades, when he was in the hospital, slowly recovering. He said he wrote for humanity whole, to let at least some of the stories of those men be known, to show what they were ready to do for their ideals.
Richard Hillary was not tamed by what he went through. He helped rescue a mother and her children from a bombed house, and that ensured that he would never rest. He managed to get back to a flying unit.
The Last Enemy was first published in 1941. It is an open ended book, because Richard died 7 months later in a second crash.
Few stories could better underline the value of the men who made the RAF what it is.

Tumult in the Clouds by James Goodson is another inspired choice. Anglo-American, James survived the sinking of the SS Athenia off the Hebrides and distinguished himself by helping other survivors. He decided to become a fighter pilot in the RAF and served in 43 Squadron and for a stint in 416 Squadron, Canadian, before being posted to fly Spitfires with 133 Squadron, one of three Eagle Squadrons set up for American volunteers.  




Eventually, those Squadrons would become the core of Fourth Fighter Group, Eight Air Force when the United States declared war, and the Spitfires were hesitantly handed over to be replaced by P-47s. Including this particular story is a tribute to the long lasting and key relationship between the UK and the US, between the RAF and what wasn’t yet, at the time, the USAF, but the USAAF, with the extra A for “Army”. It is amusing to read of how an impudent Texan joyously asked King George VI permission to wear Texan boots with the RAF uniform, and touching that the original Eagle squadrons asked to continue wearing RAF wings on their uniforms after becoming USAAF units.
The book is rich of action, and recalls combat actions and rivalry with the great Luftwaffe units, and even the meetings with the Me-262, the first combat jet. One of the best stories to experience what it was like to fly fighters in the Second World War, and a great story of long range bomber escort flights and daring strafing through hellish barrages of Flak.

Going Solo by Roald Dahl brings us to Africa, where Roald is caught by the war. He trains in Nairobi, on Tiger Moths, then out to the huge base at Habbaniya, before joining 80 Squadron with its Gloster Gladiators. But Roald crashes in the desert and has to go through a slow and painful recovery in Alexandria, before ferrying a Hurricane out to Greece and staying there to fight alongside the remaining few, and they were really few at that point, trying to carry through a doomed campaign.




The book is full of photos that appear on many of the pages, and original letters sent at the time are also reproduced inside. It is another deserving story: the battles over Greece are not the most famous, so it is great to include them in this collection.

First Light by Geoffrey Wellum contains one of the most impressive recollections of training to become a fighter pilot. The pages transmit all the burning desire and all the fears and hesitations. The night flying, with its challenges. The difficulties in mastering navigation. The entry, with very little in terms of flying hours, in newly formed 92 Squadron. There is everything, and Geoffrey really transmits his emotions from the page. His account of his first flight in a Spitfire is particularly delightful.



The pages that follow are intense: the Battle of Britain, then fighter sweeps and escort missions over occupied France. All of them gripping, and culminating with Geoffrey taking part in Operation Pedestal, the desperate bid to resupply Malta.

Tornado Down by John Nicol and John Peters brings us to the RAF of our times. RAF Flight lieutenants John Peters and John Nichol were captured in the desert of Iraq in 1991 when their Tornado was hit by Saddam’s air defences. They were prisoners for seven terrible weeks of torture, abuse and interrogations.




The narration alternates between one protagonist and the other, telling the story of those days in vivid detail. The book contains multiple good photos and a cutaway of the Tornado, and gives us the chance to discover what it was like to go through that infernal experience and return to normality after it, which is a formidable feat in itself.

Immediate Response by Mark Hammond is the last book of the collection but, I will admit, the first one I began reading. Its great merit is to bring Kandahar and Bastion to life on the page and tell the story of operations that are very close in time, yet already distant. The key turning point in the Afghan campaign was in 2006 and the book shoves the reader into a Chinook flying in support of British troops holed up in the infamous platoon houses.
Major Mark Hammond is a Royal Marine, a bootneck with experience on Lynx and on USMC Cobra attack helicopters that refused to “fly a desk” and went on to serve in the Chinook force. In his story there is the joinery of modern day operations, and the intricacy of dealing with rules of engagement, political implications, media considerations that are a cornerstone of modern operations.



The most vibrant pages of the book are about a casualty extraction from an incandescent landing zone in Musa Qala, which required a major combined effort to be carried out and which resulted in the award of the Distinguished Flying Cross. This personal, direct, bootneck-speak story – truly hoofing, if you know what I mean – gives an insight of what Afghanistan was truly like, and shows the hard work of the MERT teams as well.
I want to include this extract from the book, which introduces another powerful part of the book, when Chinooks are instrumental to the first large scale Relief in Place between PARAs and Royal Marines, because it shows the complexity of modern operations and the variety of considerations involved.


The book is rich with images from the campaign and is opened by a cutaway of the Chinook.

Immediate Reaction is certainly recommended reading for everyone who wants to better understand operations in Afghanistan. A multitude of good books have been published, and I haven’t read them all so any list I can offer you wouldn’t be complete, but I can certainly recommend Ed Macy’s Apache and Hellfire for the Attack Helicopter side; Aviation Assault Battle Group – The 2009 Afghanistan tour of the Black Watch (3rd Battalion The Royal Regiment of Scotland) might be less known, and is a chronicle more than a novel, but is highly recommended. Rich of photos, maps, data contributed by multiple members of the battle group, this is a great summary of one of the most interesting roles covered by British troops in Helmand, written directly by those who were there. I also suggest picking up Company Commander by Major Russell Lewis and Joint Force Harrier by commander Ade Orchard with James Barrington. For me, Immediate Response was another step in a travel that began with those books and which is by no means finished.

The Centenary Collection is a perfect way to celebrate the RAF’s birthday in this special occasion. The stories that have been chosen show in full the kind of human values and of characters that have made the RAF what it is today. It sheds light to lesser known battles; it shows modern day joint force approaches and shows how the special relationship with the US truly went in force.

It is a collection of tales that I think anyone with an interest in the RAF’s story should possess. I’m certainly glad to add them to my own collection, right by my many aircraft models, because Spitfires and Hurricanes and Typhoons will make a good contour for these books.

These days I often stand accused of being a navy type, while my interest is the health of the UK’s military capabilities as a whole. Those that accuse me of an anti-RAF bias clearly do not know me, and misinterpret my comments. They can’t know, and some might not believe even if told, that it was the Spitfire that started my interest in the military. They can’t imagine that I was reading The Great Circus, the memories of Pierre Henri Clostermann, when I was just a boy; nor that the Dambusters Raid and the “thousand bombers” attacks were arguments of my readings and studies at an age when they probably should not have been. I grew up with pilots such as Guy Gibson as an ideal hero and with a great interest in the Pathfinders and in the agile, fast “wooden wonder” Mosquito which managed to improve the picture for Bomber Command while it was paying such a bloody price to get past German defences. The friends who have lived up with me ranting on about the RAF’s exploits could definitely shoot down any accusation of me having anything other than love for the Light Blue.
That doesn’t mean that I always have to agree with its decisions and their impacts on wider Defence, but that’s a story for another time.

The Centenary Collection is an ideal addition to my vast library, and a source of new inspiration. While I’m writing, though, let me also again recommend that you get your hands on The Great Circus (or The Big Show, in other editions) as well, if you get a chance to do so. Clostermann, Free French ace in the RAF, first on Spitfire and then on his beloved Tempest nicknamed “Grand Charles”, has another great story to tell.
It might have also been responsible, at least in part, for my special, (not) secret love for the Hawker Tempest and Fury... 



Sunday, May 6, 2018

Towards unmanned, stand-off maritime mine counter measures



The MOD has announced that the first unmanned minesweeping system has been accepted by the Royal Navy. This welcome development comes after years of tests, experiments and also delays. It is the result of 3 years of work following a contract announced in march 2015 and is just a step, however important, within a much larger enterprise.

 
RNMB Hussar in action, towing the Combined Influence Sweep package 





UK-only development; Combined Influence Sweep replacement

12 October 2005 was an historic day for the Royal Navy, because the Hunt class minesweepers HMS Middleton and HMS Ledbury conducted the last evolution at sea involving sweep gear, both the Oropesa mechanical wire system and the combined influence sweep equipment. The Royal Navy at that point had already operated unmanned, remotely controlled sweep systems in 2003 during waterway clearance work in Iraq, notably the opening of Umm Qasr. Under a UOR, a number of Combat Support Boats with remote controls were used to tow the Mini Dyad System (MDS) produced by Australian Defence Industries (ADI) and Pipe Noise Makers. Called Shallow Water Influence Minesweeping System (SWIMS), they were sent ahead of the RN minehunters as precursor sweeps against ground influence mines. The future of MCM was taking the path of stand-off action through unmanned systems and it was felt that the more than 100 years of manned ships sweeping were at an end.

The replacement for the sweep equipment was to come through the Flexible Agile Sweeping Technology, or FAST. The idea was to put two unmanned surface vehicles on the Hunt class vessels by modifying their open, capacious stern area. FAST, however, proved anything but fast, and even though a contract was signed in 2007 by the MOD with the Atlas-QED consortium, comprising Atlas Elektronik UK, QinetiQ and EDO Corporation, the resulting Technology Readiness Demonstrator never made it on the Hunt class. FAST became a test platform that spent the following years doing all sort of trials and demonstrations. Initially intended only for towing sweep kit, it ended up testing remote deployment and recovery of Sea Fox unmanned underwater vehicles, demonstrating that stand off clearance of minefields was possible.



The above photo, from Mer et Marine.com, show FAST during tests involving the launch and recovery of Sea Fox at range. The Sea Fox UUV is visible on the launch arm to the right. 

Atlas Elektronik UK continued to work with the MOD and on its own, and eventually developed in-house the ARCIMS (ATLAS Remote Combined Influence Minesweeping System) system, which has enjoyed a first export success in an unnamed Middle East navy and has gone on to become the much delayed replacement for the Hunt’s sweeping capability within the Royal Navy.
An ARCIMS seaframe, but manned, was delivered to the Royal Navy in 2014 for trials and development purposes, and remains in service with the Maritime Autonomous System Trials Team (MASTT) of the Royal Navy as RNMB Hazard.    
On 6 march 2015, Atlas received a 12.6 million pounds order from the MOD for a first ARCIMS-derived system, in the unmanned configuration, configured to tow sweeping equipment. The system has now been accepted, and according to MASTT, which has already trialed it extensively, the new boat is called RNMB Hussar.

The RNMB Hazard, manned precursor to Hussar, is used in tests since 2014 
Redeployability directly from the shore after being transported by air, land or sea is a major advantage of the unmanned, stand-off MCM solutions. Here, Hazard is being moved.  

The 2015 contract for this system included the groundwork for two further “Blocks” of work, to be confirmed and funded later. Block 2 covers the integration with the Hunt class vessel: a refit will be necessary to clear the stern and add an A frame for launch and recovery of the 11-meters unmanned surface vehicle. A dedicate Reconnaissance Unmanned Underwater Vehicle Hangar is also envisaged. Block 2 is not yet under contract, nor is Block 3, which would consist of the acquisition of further systems. In 2015, four were envisaged.

This old image from the early phases of FAST shows the look of a modified Hunt turned into FAST mothership. The general arrangement is unlikely to change much with Hussar and MMCM, but the modifications to the Hunt class are not yet under contract, at least as far as i know

In late 2017 the First Sea Lord gave a speech in which he announced that the unmanned MCM project would be “speeded up” to deliver a workable system for “routine mine clearance” in UK waters within 2 years. The 2015 contract was always meant to last 3 years, so there is not an evident schedule change for the better; nor there is any evidence of rapid progress on Block 2 and 3. The unmanned system can be launched directly from the shore, so its use in UK waters probably does not require the modification of a Hunt. In other words, I’m not sure the 1SL speech is something to be happy about, or really a cut worded nicely.
In light of the coming of MMCM next year, Block 2 and Block 3 might never take place as originally envisaged.


MMCM; working with France

The Royal Navy is working on a second and much more ambitious programme, which is the Maritime MCM (MMCM) system jointly funded and developed alongside France. The contract for the manufacture of two full prototype systems, one for each country, was signed at Euronaval in October 2016, and next year the system should be delivered for trials.
The MMCM system-of-systems consists of multiple unmanned / remotely operated elements that will enable stand-off detection and disposal of mines up to 30 miles away from the mothership. The system is centered on a 11-meters Unmanned Surface Vehicle which will be used to tow a Synthetic Aperture Sonar and to deliver a Remotely Operated Vehicle for mine disposal. A large, autonomous underwater vehicle is also included, for reconnaissance of minefields.

Thales is tasked with delivery of the integrated Portable Operations Centre (POC), which will use a command & control solution jointly developed by Thales and BAE Systems. BAE Systems will provide the Mission Management System, the virtual visualization and experimentation suite. The BAE NAUTIS command and control system is expected to be at the core of the MMCM solution. NAUTIS is already operational on the RN minesweepers and in service in several other countries, from Turkey to Australia.

The Royal Navy in the meanwhile has been repeatedly using the Autonomous Control Exploitation Realisation (ACER), a containerized command post, complete with sensors, able to receive and fuse data streams from multiple unmanned air, surface and underwater systems. The ACER was successfully demonstrated at the Unmanned Warrior 2016 event, where it integrated data from 25 different unmanned systems supplied by 12 different organizations. For the occasion, it was embarked on the SD Northern River. It has also been used from the shore at the British Underwater Test and Evaluation Centre (BUTEC) range, and it was well visible on the flight deck of RFA Tidespring during exercise Joint Warrior 2018.
Whatever command system the MMCM employs, it will be important to integrate lessons from the ACER experience to ensure that integration of new unmanned vehicles, including eventually the rotary wing UAS that the Royal Navy hopes to put in service in the 2020s, is smooth.


ACER on the cargo deck of SD Northern River during Unmanned Warrior 2016 
ACER seen on the flight deck of RFA Tidespring during the recent Joint Warrior (thanks to RFANostalgia on twitter) 
Another ACER node seen again on SD Northern River while she plays prey to HMS Montrose's boarding team in recent exercises

ASV Ltd was selected to deliver the Unmanned Surface Vehicle, which will be a development of their Halcyon USV, an exemplar of which has already been used by the Royal Navy during various trials and experiments. The ASV will be similar in size to the ARCIMS / Hussar, and in theory a modified Hunt could carry two in tandem.
One interesting question going ahead is whether the RN buys further ARCIMS hulls in addition to the ASV Halcyon Mk2, or if it standardizes on one of the two. It is unfortunate that two virtually identical USVs are being procured, as having a single fleet would no doubt ease logistic considerations.


Halcyon is visible to the right, ahead of RNMB Hazard, during Unmanned Warrior 
Halcyon deploying a ROV 


The Halcyon USV that the Royal Navy has already employed has a displacement of over 8 tons and is capable of carrying a 2,5 tons payload at ranges in excess of 300 nautical miles. The vessel is 11.5 m long, has a beam of 3.5 m, is 2.9 m high, and can achieve a top speed of 29 kt (25 kt when fully loaded). It features a full navigation suite comprising GPS, radar, AIS, compass, and chart plotter; forward-looking EO cameras; a pan, tilt, and zoom camera; mission planning and mission management system; and a payload management system. The MMCM USV derivative will not dramatically depart from these dimensions, meaning that deployment from a Type 26’s mission bay will be another possibility.

The Hussar is similarly sized: 11 meters long, with a beam of 3.2m and a draft of 0.5m and a payload of around 3 tons. Propulsion is on two engines with water jet, giving an unladen max speed of some 40 knots and a speed of up to 15 knots while towing the sweep gear.
Atlas Electroniks and Rolls Royce have recently completed a demonstration campaign with an ARCIMS fitted with an autonomous collision avoidance system.
It will be interesting to see how the Royal Navy moves in the future in regards to the unmanned surface vehicle element.

The autonomous underwater vehicle will be a derivative of the French ECA A-27M.  With a speed of 6 knots and an endurance of 40 hours, the A-27 can dive down to 300 meters while carrying a suite of sensors which will include the Thales SAMDIS advanced syntheric aperture sonar, first demonstrated during 2014.
The SAMDIS, but in towed form, will also be streamed by the Halcyon-derivative USV, and will be the primary mine detection sensor.

A-27M AUV

The mines will be destroyed thanks to a multi-shot, reusable Remotely Operated Vehicle provided by SAAB. The Multi-Shot Mine Neutralisation System (MuMNS) could, in other words, replace the current Sea Fox, which was born as a one-shot system. There are two drones under the Sea Fox name: one, reusable, is used for reconnaissance, while the disposal system is sacrificed in the explosion that removes the mine. In more recent times, an add-on mask known as “COBRA” has made Sea Fox reusable by introducing the possibility of detaching the disposal charge and sail away, but the MuMNS is born with this concept of operation already in mind. The ROV can be operated down to 300 meters depth, and thanks to its “storm” magazine can actually carry other payloads in alternative to the mine disposal system.

SAAB MuMNS

Wood & Douglas is responsible for the communications between the elements of the MMCM system.

Currently, the main unmanned underwater vehicles employed by the survey and MCM flotilla are the REMUS 100 and 600 by Hydroid. Recently, the MOD has contracted an extension of support arrangements to ensure that these systems remain operational at least out to September this year, while a replacement contract is negotiated.
The REMUS 100 is used for Very Shallow Waters reconnaissance and its capability has been expanded in 2012 with the addition of extra sensors. A dozen systems should be in operation.
REMUS 600 can dive down to 600 meters for reconnaissance, lasting up to 70 hours. It can be reconfigured to dive down to 1500 and even 3000 meters. Additional sensor modules are added at the front. The basic payload suite consists of dual frequency Side Scan Sonar, CTD (Conductivity, Temperature and Depth) and pressure sensor.
Obviously, these systems are very important to the MCM mission and their extension in service and / or replacement will have to operate alongside the sweep and MMCM modules, and eventually possibly “become one” with said systems. The sweep payload itself would become just a component of the wider MCM system of systems.  

REMUS 100 
Deploying REMUS 600 

Both Hunt and Sandown are being life-extended and upgraded. The Hunt class is receiving new Caterpillar C32 diesel engines that replace her old Napier Deltics; and the Sandown class underwent the the Sandown Volvo Generator Programme (SVGP) that replaces the ageing Perkins CV8 diesel generators with more efficient Volvo Penta D13 Marine diesel generators. The first vessel to receive this upgrade was HMS Bangor, during a dry dock support period at Rosyth undertaken by Babcock in 2014.

Hunt class engine replacement 

Hunt class: the open stern is reconfigurable with relative ease, unlike on Sandown vessels. Note the white dome of the Satcom, added in the last few years, and the minigun positions, standard op Kipion fit 

The sonars fitted to the two classes have received significant updates: the Hunt class, with the hull-mounted Type 2193 sonar, are extremely good at detecting mines in shallow waters, down to 80 meters. The Sandown, with the multifrequency variable depth sonar system Type 2093, can hunt mines down to 200 meters depth. Both sonars have been improved with wideband pulse compression technology which allows for long-range detection and classification of low target echo strength mines by optimising performance against reverberation and noise simultaneously.
The capability of these sonars will have to be replaced though unmanned vehicles as part of the future solution going into the post-MCM ship era.



US Navy unmanned assets are often found in the Gulf on board RFA Cardigan Bay 

With the coming of MMCM, where do Block 2 and 3 of the Sweep technology contract sit?
Block 2 is arguably more necessary than ever, but the Unmanned Vehicles Hangar and launch and recovery equipment should not be just Sweep-focused, but more widely focused on the whole package.




Going ahead with a single USV type would be desirable, so the Sweep module should go on as a payload to be towed by whichever of the two USVs prove more successful.
As a consequence, Block 3 could have to include the migration effort and the delivery of more sweep modules but perhaps not more ARCIMS boats.

HMS Echo, a survey ship, has spent months as NATO MCM Squadron flagship. Here she is in La Spezia, Italy, in September 2017, embarking unmanned vehicles, training mines and other equipment. A sign of things to come. 

There is no telling what the Royal Navy is currently planning to do. Information is extremely scarce, but already in 2014, in the Naval Engineer magazine, the Sweep module was indicated as a component in the wider solution. Both Hussar and the incoming MMCM are, once more, prototypes, and it will be important to bring them together and harmonize the two programmes into one.


Motherships, not minehunters
  
The successful delivery of the whole future MCM package will transform the way mine clearance operations are carried out. If all goes well, in the new year the Royal Navy will finally be able to abandon its last reservations about the viability of stand-off mine clearance and begin crafting the course for the post-dedicate minehunter hull era.

France has already decided that it will no longer build dedicate, expensive, amagnetic hulls for the MCM mission. The latest Military Planning Law included funding to procure the first twonew-generation motherships by 2025, with two more to follow. The mothership will be large, steel-hulled, and flexible enough to cover other roles as well as MCM. Two designs are being considered: the NS 04 is a SWATH (Small Waterplane Area Twin Hull) complete of flight deck and hangar for medium helicopters as well as a large cargo / mission space in the stern for storage, launch and recovery of the unmanned vehicles.
The second design is a catamaran, with the same base characteristics. Other vessel designs, including more traditional monohulls, have been proposed. BMT in the UK has recently put forward the Venari, and years ago had proposed the Venator. These vessels all bring capabilities commonly found in OPVs, making them suitable for constabulary tasks as well as specialized MCM and hydrographic missions.
France’s future MCM programme (SLAMF, in French) intends to replace the current flotilla of Tripartite MCM vessels with 4 motherships, with another four vessels for Divers support, replacing four existing ships. Numerically, the contraction from 11 Eridan-class minehunters to four motherships is quite impressive, but the new vessels will be multi-role, and more easily deployable. Further units could be built if the same hull is selected for the new survey vessels to be ordered in the early 2020s.

NS04

The designs being considered for the french mothership 
BMT Venator 90 proposal 

Above, the BMT Venari proposal for a future mothership

Their pre-MMCM demonstration project, the ESPADON, launched in 2009, delivered an impressive optionally manned catamaran, the Sterenn-Du, displacing 25 tons, 17 meters long and 7.5 meters wide. Launched in 2010 and then employed in a vast range of tests, the Sterenn-Du is equipped with a launch and recovery “cage” between its two hulls. When the unmanned underwater vehicles return to the cage, they plug into connections that enable to downloading of the data collected. The Sterenn-Du was remotely operated in sea state up to 4, successfully carrying out launches and recoveries at range. The French navy does not exclude the possibility of using such large USVs again in the future, even if for the MMCM programme they have adopted the british approach of using a smaller platform.
For France, the ESPADON project removed all hesitations about the future of MCM being unmanned and stand-off.


The impressive Sterenn-Du, head on (above) and from the stern (bottom), seen with the launch and recovery cage lowered in the water, in this photo by mer et marine.com 

Despite years of work with FAST, the Royal Navy has instead not formally closed the door to the possibility of building a novel class of MCM-specific hulls, but this is looking more and more unlikely. According to current timelines, in any case, there will be plenty of time not just to evaluate MMCM and put it into service, but also to see the first French motherships enter service. The Royal Navy does not expect new vessels for the MCM mission before 2028, although a decision on the design will have to happen quite a lot earlier than that, considering how horrendously slow the british procurement and shipbuilding efforts can be. If ten years for delivering a Type 26 are any indication, the 2028 date for the first next generation mothership might actually end up proving to be hopelessly optimistic.

The programme that will deliver the future capability is known as MHC, MCM & Hydrographic Capability and deliberately envisages the replacement of not just Hunt and Sandown but of the survey ships Echo and Enterprise as well. Until late 2013 it was MHPC, with the P standing for “patrol”, but this was dropped after the order for the River Batch 2 vessels had been signed.
It would be extremely shortsighted to not take note of the multi-role capability of these new motherships and make sure they can adequately cover the “patrol” function as well. The removal of the P from the programme acronym is a most unwelcome development which is to be hoped will be reversed, because to not grasp the full range of advantages of having a new class of deployable ships would be criminal.
The unpleasant sensation, common to many other areas across the MOD, is that planning is so constrained by short-termism that the relationship between programmes is regularly misunderstood or deliberately ignored. From the small to the huge things, it seems like project offices are unable to talk to each other and ensure that the overlap, where it exists, is of the good rather than of the bad kind. Was it truly impossible to avoid developing two USVs for the same role? Was it intentional as a form of “parachute” in case of issues with one of them?
At a far greater scale, why is the relationship between River Batch 2, Type 31 and MHC so confused? The Royal Navy risks to move from a fleet of virtually only “ships of the line” escorts to a fleet with no less than 3 low-end, constabulary capable classes more or less overlapping each other. Worse, it might deliberately handicap the MHC mothership to artificially eliminate the overlap with River B2.
The Royal Navy needs to put order in its ideas, and ensure that the three programmes work together, not one against the other.


Earlier french designs for the mothership as shown by Mer et Marine

Until the new motherships arrive, the unmanned systems (both the Sweep and the MMCM kits) will be used initially in home waters, probably directly from the shore. Deployment at sea can happen from a multitude of different vessels, and we can reasonably expect to see SD Northern River’s capacious deck filled up with these systems in a future Joint Warrior.  
The interim mothership, however, should still eventually be the Hunt. It will be extremely interesting now to see if, when and how the first Hunt vessel is modified for the new era. The Hunt class, unlike the Sandown, has an essentially open stern where the sweep equipment used to be carried and operated from. For over a decade the RN has planned to modify this open space, but the project has been constantly delayed and, in a surprise move, in December last year two Hunt vessels had their refit and life extension cut short by early decommissioning as part of budget cuts.
The SDSR 2015 mandates that a third vessel will eventually bow out before 2025, leaving 12 between Hunt and Sandowns, and further cuts could reduce this number even further.
From the outside, the early decommissioning of HMS Quorn and HMS Atherstone looks symptomatic of the gravity of the crisis the MOD is constantly drowning into. The loss of two of the “reconfigurable” ships is in antithesis with over 10 years of work, plans and experimentations. I can’t know what the exact reasoning was behind the closed curtains of the MOD, but their hasty cut smells of pure desperation.

Is the unmanned future of MCM “speeded up” as the MOD claims? It doesn’t look like it at all. The delivery of the first sweep system is a major step in the right direction, but Hussar alone is just a beginning, 13 years after the legacy sweep capability was lost.
The modification of the first Hunt isn’t yet in sight; the procurement of other sweep systems might or might not happen. More information is needed on what the plan is, and we all know how helpful the MOD is when it comes to explaining itself.
It is really a bittersweet picture. A step has been moved, but it is extremely hard to share the triumphalism of the MOD press release.