At Sea on the Hi-Tech IPVS
By Keith Ingram*
Professional Skipper magazine was invited aboard HMNZS HAWEA for her delivery voyage and was given a good look over the new Patrol Vessel.
The HAWEA provides a comfortable ride. At 24 knots into a brisk 30 knot sou-wester there was no need to use the active fin stabilisers. (No doubt there will be times when the crew will be thankful of them.) HAWEA and her sisters are far more sophisticated than the IPVs’ predecessors. They use modern, off the shelf equipment and automated systems, including unmanned machinery spaces and are significantly more capable in range, modern communications and surveillance systems … and they look smart!
These inshore patrol vessels are built to meet New Zealand’s conditions and operating areas. The design accommodates their military role as well as the need to be maintained in civilian class survey requirements. At 55 metres long, and with a contracted 3000-nautical mile range, they have some legs. The acceptance sea trials show that the range may be about double the contracted requirement. The ships’ endurance will be tempered by crew stores such as fresh food, as the fresh and frozen stores capability will be about ten days at most. Hence the new ships will make short stopovers in our regional ports.
The Bridge
HAWEA has a fully enclosed Bridge, which gives the Captain and the Watch the added benefits of height and shelter. With unmanned machinery spaces, the Engineer sits at his own control and monitoring panel on the port side of the bridge, opposite the Captain. Between them sits the Officer of the Watch and the helmsman in front of a most sophisticated set of electronics, suitable to grace any conning position.
The company ENL dedicated their skills and huge resources over the last few years to equip the Project Protector vessels with the very latest in marine electronics from the world’s leading manufacturers. To meet the exacting contract standards, ENL had to draw from years of experience in designing and integrating ships systems—this includes key navigation systems such as Furuno radars, GPS, gyro compass, auto pilot, CCTV systems, phone systems and all the required communication equipment to efficiently command and control these modern vessels.
ENL also teamed up with UK manufacturer Servowatch, to supply the Integrated Platform Management System (IPMS) which monitors and controls all the ship’s systems, from propulsion systems through to all the electrical and auxiliary systems, such as tanks, hatches, air conditioning and the like.
ENL has also customised its DataMaster communication system to provide the tactical communication system to manage all voice and data communications on the Protector vessels. The system has been built at ENL’s facility in Westhaven. It manages and integrates voice communications with Navy specialist equipment such as crypto boxes. The company is now focussed on efficient support all ENL-supplied equipment, using its technical service team as part of the contracts requirement, over the long life of the Protector vessels.
Because of the mix of off the shelf electronics and the need to have a stable power supply, an Enertec-supplied Mastervolt Mass 24/50 and Mass 24/100 battery charger is fitted to these patrol craft. Each vessel is also fitted with a Global Maritime Distress Safety System (GMDSS) panel that monitors the battery and battery charger systems on board.
Behind the main control positions on the Bridge, and central in a raised position, is the main compass binnacle which has repeats on each bridge wing. The Navy still uses manual fixing and navigation as part of its seamanship training, as well as blind pilotage. (Skills we are unfortunately seeing a demise of in the merchant marine as more and more reliance is placed on electronic aids and plots.)
A forward-facing trainable Closed Circuit TV, complete with zoom and low light capabilities, is an excellent observation and identification tool that far exceeds the capabilities of the watch binoculars. The main chart table is to the rear and the communications centre is to starboard behind the captain.
The Bridge affords excellent all-round visibility with large sheltered bridge wings.
On deck
One deck down and behind the Bridge on each side are the two gun decks where a .50 cal machine gun is mounted when on patrol. The ship’s Boarding Party will also carry small arms when required.
Moving aft to the boat deck are two single point, powered davits, each hosting a 7.3m RHIB—the main tool for the boarding parties. On deck, further aft, is the large clear quarterdeck with a single centrally mounted Maxwell 6000 warping drum for berthing lines.
The life rafts are 4 x 25 man RFD SOLAS-class rafts, mounted in quick launch racks. While the capacity is far in excess of the crew numbers, they do provide for redundancy loss in an emergency, or for the occasions where the ship might be assisting another vessel in emergency or disaster relief.
Between decks
On stepping below, the grey has gone and one is met with a clean smart décor with a tasteful use of colours and timber panelling. Crew cabins range from single berth to twin to three berth or more for passengers. The multi-berth cabins are fitted with privacy curtains on the bunks and all have ensuite bathrooms. The passageways, or flats as they known, are wide and clear of the usual warship paraphernalia.
The messes are comfortable with separate dining for the officers in the wardroom, senior ratings’ and junior ratings’ messes. The passengers, depending on their status, dine amongst them. The main galley is functional and capable of catering for a full complement.
All external doors are watertight and the hull compartments are separated by watertight doors, although we note in the aluminium superstructure the use of internal smoke stop doors and hatches is evident.
Engine room
Down aft, the main engine spaces are unmanned. The duty stoker does regular rounds and if an alarm were to sound on the engineer’s panel in the bridge, grease hands are quick to respond. Not that there is a lot of grease evident as these machinery spaces are spotless.
Powered by twin MAN-Paxman 12VP185 marine diesels these babies are capable of delivering a service speed of 25 knots and may cruise at an economical fuel pinching speed of 12 knots on one engine. There are two main generator sets in the Engine Room with a further auxiliary generator set up in the funnel space. An onboard sewage plant ensures that the vessels remain environmentally friendly.
Conclusion
These four ships are probably the last naval vessels to be built and launched at Whangarei [BAES Australia seems unlikely to place future work with the Whangarei facility.] At $30m apiece, these ships appear to be excellent value to the taxpayer The Navy has never had anything as capable and sophisticated as these ships for patrol, surveillance and support work within our EEZ. My guess is that there will be many a senior officer watching these young commanding officers with envy, as the IPVs are significantly better than any of their predecessors.
Adapted from NZ Professional Skipper magazine.
*The Author. Keith Ingram is the editor of Professional Skipper Magazine and he was formerly in the RNZN.”While I well remember my days on the coast in a wooden HDML with fondness, the Navy has progressed since then!”
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