Thought I would start a thread on how to maximize ALL of the NZDF assets with a view to strengthening alliances. Started off with the MRV.
The MRV
Recognizing Drawbacks
The recent new build of New Zealand's MRV is a good step in the right direction, but with the wrong vessel.
Its a RORO and by its very nature is vulnerable when participating in ship-to-shore operations where there are no port facilities (over the beach operations). There also doesn't appear to be any facility for a deck through hatch when unable to use the ramps due to higher sea states and weather.
RORO cargo operations become very hazardous when the deck is slick from rainwater, simply because of lack of grip for wheeled vehicles. i.e. An LAV-III is going to have trouble making it down the ramp to the LCM if the ramp approaches are wet, its going to "broach" and if the driver has had to "gun it" to get up over any significant riser to the ramp, the friction strakes (strips of metal welded across the ramp) on the ramp are not going to be as effective when the driver hits the brakes in his/her attempt not to careen into the waiting LCM wheelhouse.
Using the side ramp however might alleviate these problems as the ship can create a larger lee and side ramps are normally located level with the vehicle deck, so a slick vehicle deck becomes less of a problem. But as to whether anyone has thought of this and made the side ramp(s) strong enough is another thing.
The ideal (in these circumstances) is being able to use the 60 ton crane to lift the LAV onto the LCM. Safe, quick and efficient (without compromising your water tight integrity to the extent that opening a stern door will) provided you have modified the LAV with heavy duty lifting Lugs to facilitate the operation.
Also being a RORO makes it vulnerable to damage from light arms fire (as small as 7.62mm at a strike velocity of around 500m/s should do the trick for a single skinned v/l.... That's not good for the NZN as an AK47 has a muzzle velocity of 700m/s) that could compromise its watertight integrity and lead to capsizing. Hopefully the v/l is designed with longitudinal ballast tanks down each side of the vehicle deck that would create "spaced armor", but sometimes European ROROs don't have this feature.
It requires just 1.5 to 2 cm of water on the vehicle deck to seal its fate. Which in layman's terms means about 300 x 7.62mm holes and 6 hours in sea state of 5 or more to say goodnight. Less if it was in a sea way with higher wave amplitudes, such as shallow areas with a large fetch like The Great Lakes, Chesapeake bay, Bass Strait, Cook Strait, or making a run Southwards along the 100 fathom line on the East Coast of Australia or South Africa.
The good thing about 7.62mm holes is that they are easy to patch.
Oh one other point, a catamaran stern to assist maneuver in shallow water would have been good (A feature I think you'll find that is standard on the later "Chief boats" of Meho design that service New Zealand and Southern Pacific Islands). Bit of a blooper that, not following standard commercial practice for the very same islands you wish to provide sea lift capability without the facilities the commercial boats use. For example A Cat stern allows you to transit the waterway between Port Morsby (?) and Milne Bay with relative ease. Like wise the Western and possibly the Northern channel of Ulithi atoll, and even Bangkok.... Shanghai (not that you want to go there) would be a breeze.
What To Do About It
All said and done, the concept is a good one and the drawbacks can be reduced by developing proper cargo handling and damage control procedures, as well as adding new equipment such as;
1) A tracked forklift to assist wheeled vehicles up and down the stern ramp. A tracked forklift is good as this will eliminate cargo stoppages due to flat tires from running over lashing points as well, in addition to being able to cart containerized cargo up the beach as referred to in (4) below... Or A winch and cable to attach to vehicles and control descent/ascent along the stern ramp.
2) Partitioning the vehicle deck with water proof bulkheads to improve water tight integrity and decrease Free Surface Effect.
3) Creating a large through hatch in the weather deck to unload cargo and stores vertically (If it is not already in place).
4) In disaster operations the LCM could still be useful if the NZN used an old Nuku’alofa (Tonga) Container Terminal trick, where they moved containers (TEU) around with a 10 ton forklift, by lifting one end of the box while the other has specially fitted wheels or "dollies" that slot straight into the twistlock points on the container (1 or 2 man operation). That way you could use a forklift to tow a container onto the LCM and then move it up the beach before coming back to the ship.
5) Adding a run about working boat to actively keep threats away from the v/l when working. No USS Coles.
6) Purchase a complimentary LOLO v/l, to do the things the MVR is not good at and add additional sea lift that gives further weight to New Zealand's contribution to allied efforts.
Because the technology already exists (and is therefore cheap), there is no reason why you could not purchase a "modified" LOLO or 2 to compliment the MVR and get into places it can't. If you were going for another new build, make it an icebreaker.
Remember the greatest asset the MVR has is helicopter operations. You don't have to search around for that with a complimentary v/l.
Using the MRV: Opportunities Missed and Available
As far as capability the only real lack of fore sight is that it is not an icebreaker. Why? Because The Australian Antarctic Division currently Time Charter an obsolete v/l called the Aurora Australis and will be or are currently looking for a replacement. The MRV could have fit the bill while patrolling Southern waters and deliver stores to Antarctic bases AND make NZ money by doing so. There is nothing like a military asset paying for itself, while it is also doing its job. A missed opportunity as well as justifying the 100 Million USD price tag.
http://www.lib.utexas.edu/maps/islands_oceans_poles/antarctic_region_2000.jpg
Having said that the MRV can patrol Southern Ocean waters like no existing Australian Naval v/l can, so there is an opportunity to "lease" there, or at the very minimum provide a capability (persistence) that the RAN simply do not have. This is an incredibly important capability in pursuing illegal fishermen and adds value to the ANZAC relationship hand over fist because the MRV will literally be saving Australia 100s of thousands of dollars in saved resources every month. E.G. A single 30 ton Orange Roughy catch is worth about 88000 USD at 2 USD per filleted pound.
Conclusion
To sum up the MRV, the best significant enhancement that is "doable" right now is get tracked forklifts. Reduces accidents on the ramps, lowers maintenance (and very important) keeps cargo flowing where the wheeled forklift can't.
Armor to follow.
Cheers
W
The MRV
Recognizing Drawbacks
The recent new build of New Zealand's MRV is a good step in the right direction, but with the wrong vessel.
Its a RORO and by its very nature is vulnerable when participating in ship-to-shore operations where there are no port facilities (over the beach operations). There also doesn't appear to be any facility for a deck through hatch when unable to use the ramps due to higher sea states and weather.
RORO cargo operations become very hazardous when the deck is slick from rainwater, simply because of lack of grip for wheeled vehicles. i.e. An LAV-III is going to have trouble making it down the ramp to the LCM if the ramp approaches are wet, its going to "broach" and if the driver has had to "gun it" to get up over any significant riser to the ramp, the friction strakes (strips of metal welded across the ramp) on the ramp are not going to be as effective when the driver hits the brakes in his/her attempt not to careen into the waiting LCM wheelhouse.
Using the side ramp however might alleviate these problems as the ship can create a larger lee and side ramps are normally located level with the vehicle deck, so a slick vehicle deck becomes less of a problem. But as to whether anyone has thought of this and made the side ramp(s) strong enough is another thing.
The ideal (in these circumstances) is being able to use the 60 ton crane to lift the LAV onto the LCM. Safe, quick and efficient (without compromising your water tight integrity to the extent that opening a stern door will) provided you have modified the LAV with heavy duty lifting Lugs to facilitate the operation.
Also being a RORO makes it vulnerable to damage from light arms fire (as small as 7.62mm at a strike velocity of around 500m/s should do the trick for a single skinned v/l.... That's not good for the NZN as an AK47 has a muzzle velocity of 700m/s) that could compromise its watertight integrity and lead to capsizing. Hopefully the v/l is designed with longitudinal ballast tanks down each side of the vehicle deck that would create "spaced armor", but sometimes European ROROs don't have this feature.
It requires just 1.5 to 2 cm of water on the vehicle deck to seal its fate. Which in layman's terms means about 300 x 7.62mm holes and 6 hours in sea state of 5 or more to say goodnight. Less if it was in a sea way with higher wave amplitudes, such as shallow areas with a large fetch like The Great Lakes, Chesapeake bay, Bass Strait, Cook Strait, or making a run Southwards along the 100 fathom line on the East Coast of Australia or South Africa.
The good thing about 7.62mm holes is that they are easy to patch.
Oh one other point, a catamaran stern to assist maneuver in shallow water would have been good (A feature I think you'll find that is standard on the later "Chief boats" of Meho design that service New Zealand and Southern Pacific Islands). Bit of a blooper that, not following standard commercial practice for the very same islands you wish to provide sea lift capability without the facilities the commercial boats use. For example A Cat stern allows you to transit the waterway between Port Morsby (?) and Milne Bay with relative ease. Like wise the Western and possibly the Northern channel of Ulithi atoll, and even Bangkok.... Shanghai (not that you want to go there) would be a breeze.
What To Do About It
All said and done, the concept is a good one and the drawbacks can be reduced by developing proper cargo handling and damage control procedures, as well as adding new equipment such as;
1) A tracked forklift to assist wheeled vehicles up and down the stern ramp. A tracked forklift is good as this will eliminate cargo stoppages due to flat tires from running over lashing points as well, in addition to being able to cart containerized cargo up the beach as referred to in (4) below... Or A winch and cable to attach to vehicles and control descent/ascent along the stern ramp.
2) Partitioning the vehicle deck with water proof bulkheads to improve water tight integrity and decrease Free Surface Effect.
3) Creating a large through hatch in the weather deck to unload cargo and stores vertically (If it is not already in place).
4) In disaster operations the LCM could still be useful if the NZN used an old Nuku’alofa (Tonga) Container Terminal trick, where they moved containers (TEU) around with a 10 ton forklift, by lifting one end of the box while the other has specially fitted wheels or "dollies" that slot straight into the twistlock points on the container (1 or 2 man operation). That way you could use a forklift to tow a container onto the LCM and then move it up the beach before coming back to the ship.
5) Adding a run about working boat to actively keep threats away from the v/l when working. No USS Coles.
6) Purchase a complimentary LOLO v/l, to do the things the MVR is not good at and add additional sea lift that gives further weight to New Zealand's contribution to allied efforts.
Because the technology already exists (and is therefore cheap), there is no reason why you could not purchase a "modified" LOLO or 2 to compliment the MVR and get into places it can't. If you were going for another new build, make it an icebreaker.
Remember the greatest asset the MVR has is helicopter operations. You don't have to search around for that with a complimentary v/l.
Using the MRV: Opportunities Missed and Available
As far as capability the only real lack of fore sight is that it is not an icebreaker. Why? Because The Australian Antarctic Division currently Time Charter an obsolete v/l called the Aurora Australis and will be or are currently looking for a replacement. The MRV could have fit the bill while patrolling Southern waters and deliver stores to Antarctic bases AND make NZ money by doing so. There is nothing like a military asset paying for itself, while it is also doing its job. A missed opportunity as well as justifying the 100 Million USD price tag.
http://www.lib.utexas.edu/maps/islands_oceans_poles/antarctic_region_2000.jpg
Having said that the MRV can patrol Southern Ocean waters like no existing Australian Naval v/l can, so there is an opportunity to "lease" there, or at the very minimum provide a capability (persistence) that the RAN simply do not have. This is an incredibly important capability in pursuing illegal fishermen and adds value to the ANZAC relationship hand over fist because the MRV will literally be saving Australia 100s of thousands of dollars in saved resources every month. E.G. A single 30 ton Orange Roughy catch is worth about 88000 USD at 2 USD per filleted pound.
Conclusion
To sum up the MRV, the best significant enhancement that is "doable" right now is get tracked forklifts. Reduces accidents on the ramps, lowers maintenance (and very important) keeps cargo flowing where the wheeled forklift can't.
Armor to follow.
Cheers
W