L'Ictineu 3 necessita ajuda*

El submarí científic català Ictineu 3 -el submergible més modern del món que situaria Catalunya i l’Estat com a sisena potència mundial en capacitat d'immersió tripulada- és a punt de sortir a la llum però, quan falten pocs mesos per completar-lo, la manca de finançament pot fer endarrerir de manera considerable el projecte. La primera immersió està prevista a principis de 2013. Per això l'empresa responsable -Ictineu Submarins- va engegar ja fa una any una campanya de subscripció popular adreçada a particulars, empreses i entitats que ara es veu obligada a perllongar per poder veure acabat el submarí.

A aquestes alçades, segons els responsables, i a curt termini, aquests diners no es poden aconseguir ni pels mitjans habituals per a projectes de R+D+I ni a través de préstecs bancaris o inversors privats. Fins ara, s'han recaptat uns 71.000€ i ara el projecte busca un impuls final amb l’objectiu de recaptar els 200.000€ necessaris per poder enllestir el muntatge, la certificació i les proves de mar.

“Apadrina l’Ictineu 3”

Ictineu Submarins fa una crida per ampliar la col·laboració i difusió d’aquest projecte 100% català, cercant el suport de la societat civil i del país a través de la subscripció popular online per fer reviure l’esperit de Narcís Monturiol, creador dels submarins Ictineu 1 i 2.



L'esforç es traduirà en grans beneficis per a la societat ja que Catalunya disposarà d'una potent eina d'intervenció i investigació submarina. A través del web www.ictineu.net, els subscriptors populars poden fer donacions a partir de 10€ fins a 10.000€, amb dret a diferents premis, com l’oportunitat de fer una immersió al fons marí. Pels primers 500 subscriptors que facin una aportació de 50€ fins a 1000€, entraran al sorteig de dues immersions al fons marí amb l'Ictineu 3. Fins ara, més de 240 persones ja han apadrinat el submarí, que s’afegeixen a les més de 150 persones, empreses i institucions que ja van apostar pel projecte abans de la campanya.

Han calgut 8 anys, més de 55.000 hores de treball i 2,1 milions d'euros invertits per arribar fins a aquest punt de no retorn on encara no es pot veure el final del túnel. Els diners ingressats fins ara provenen en un 12%, de subvencions públiques; un 52%, de préstecs; un 30%, de capital privat; i un 7%, de vendes i donacions.

Ictineu 3, submarí català punter a nivell mundial

Gràcies a la subscripció popular, Catalunya pot tenir a partir del 2013 el submarí científic més modern del món. Tan sols cinc grans potencies mundials estaran per davant (Xina, Japó, Rússia, França i Estats Units), cosa que pot fer situar Catalunya com la sisena potència mundial en capacitat d'immersió tripulada.

Actualment, a l'Estat espanyol no existeix cap eina amb prestacions similars. Si bé algunes institucions han comprat vehicles tele-operats no tripulats que poden baixar fins a 1.000 o 2.000 metres, aquests (encara) són més petits, tenen menys potència i menys capacitat de treball

L'Ictineu 3, amb capacitat per submergir-se fins a 1.200 metres de profunditat amb tres tripulants, serà el 10è submarí més profund del món, amb una gran cúpula de metacrilat de 1,5 metres de diàmetre exterior, que oferirà a la tripulació un ample camp de visió i exploració mai experimentat fins ara i excel·lent per a múltiples tasques científiques, mediambientals i econòmiques pel país, com pot ser el gran potencial per a immersions per a turistes amb inquietuds per a l’ecologia i la biologia submarina.

D’aquesta manera, l'Ictineu 3 podrà explorar gairebé el 50% dels fons del mar Mediterrani i esdevindrà l'eina amb la que es podran fer la major part dels descobriments científics submarins dels propers anys en aquesta zona.

A més a més, aquest submarí revolucionari també podrà desenvolupar tasques inimaginables fins ara, gràcies a l'innovador sistema energètic, pioner al món, que s'ha desenvolupat a partir de bateries d'ió liti polímer tolerants a pressió: un sistema cinc vegades més lleuger que els mètodes convencionals aplicats en aquests casos.

Els beneficis del submarí Ictineu 3 per a la societat

L’Ictineu 3 serà un submarí de gran utilitat al nostre país, que compta amb centenars de quilòmetres de costa en el mar Mediterrani. A banda de satisfer les necessitats dels científics, el submarí també serà una eina crucial en múltiples aspectes com: control i fre de l'espoli que està patint el patrimoni submergit; treballs oceanogràfics; treballs de prospecció, filmació, estudi i protecció del patrimoni submergit; estudis geològics, suport a l'estudi i gestió dels recursos pesquers; investigació d’ecosistemes marins, neteja d’escombraries del fons marí; i tot un conjunt de treballs subaquàtics com la revisió de canalitzacions, cablejats, plataformes, emissaris, prevenció de riscos ecològics, seguiment i avaluació de desastres ecològics o activitats perjudicials per als fons marins.

Aquest submarí serà també una eina excepcional a l'hora de resoldre possibles desastres ecològics com el Prestige, intervenció en desastres humans o la vigilància del patrimoni arqueològic submergit, que no es va poder fer en el cas Odyssey, per exemple.

Es pot trobar tota la informació sobre el projecte i els mecanismes de donació a través del webwww.ictineu.net (apartat www.ictineu.net/empresa/index.php?m=5)

Més informació útil per a premsa: www.ictineu.net/premsa

Materials d’imatge: www.ictineu.net/premsa/Imatges i www.dropbox.com/s/dnpoyf1ccn41mmp/carenat_2.jpg

Contacte Premsa:
Albert Riera
comunicacio@ictineu.net
661108175
www.ictineu.net

Segueix-nos a Twitter i a Facebook:
twitter.com/ICTINEU3
facebook.com/IctineuSubmarins

* Blau Naval, per descomptat, dóna suport al projecte Ictineu 3 i animem a tothom qui pugui, donar-hi un cop de mà

Canberra Class Landing Helicopter Docks (LHDs), Australia*

The Canberra Class Landing Helicopter Docks (LHDs) will be the largest vessels ever constructed for the Royal Australian Navy (RAN). Navantia and BAE Systems Australia are constructing two 27,800t ships of the class under the Joint Project 2048 Phase 4A/4B.

BAE Systems Australia is the prime contractor for the $3bn project, while Navantia is responsible for the design and construction of the ships.

The two Canberra class LHDs, HMAS Canberra and HMAS Adelaide, are scheduled to be commissioned in January 2014 and June 2015 respectively. The ships will replace one of the Kanimbla Class landing platform amphibious ships and the Tobruk Landing Ship Heavy (LSH) vessel.

The Canberra Class LHD can transport over 1,100 troops, 100 armoured vehicles and 12 rotary wing aircraft.

Design features of the Canberra Class LHD

"The Canberra Class LHD can transport over 1,100 troops, 100 armoured vehicles and 12 rotary wing aircraft."

The Canberra class ships incorporate a conventional steel mono hull with the superstructure placed on the starboard side of the flight deck. The shallowest possible draft allows the LHD to operate in shallow waters that are common in the littoral regions.

The ship will comprise four main decks including Well Deck and Heavy Vehicle Deck, Main Accommodation Deck, Hangar and Light Vehicle Deck, and Flight Deck. The ramp at the stern of the ship provides access to the well dock. The heavy vehicle/cargo deck is accessed through two lateral ramp doors on the starboard side. A fixed ramp on the port side allows the vehicles to move between the heavy and light vehicle decks.

The well deck normally accommodates four LCM 1E amphibious landing craft. Four additional rigid hulled inflatable boats (RHIBs) can be carried during emergency situations. The well deck is also capable of housing landing craft utilities (LCUs), amphibious vehicles and landing craft air cushions (LCACs).

The LHD will have an overall length of 230.8m, moulded beam of 32m and a draft of 7.08m. The full load displacement will be 27,500t. The ship can complement a crew of 400 including the watercraft and flight deck crews. It will be jointly operated by crew from Navy, Army and the Air Force.

Construction of the LHDs for Royal Australian Navy

The Canberra class ships are being built using a modular construction approach. Each module is built and fitted out as a separate unit, before being assembled to form the complete ship. The process accelerates the construction as the modules are built at different sites across the shipyard before being brought together for final outfitting.

The construction of the body from the hull up to the flight deck is being carried out at Navantia's Ferrol-Fene shipyard in Spain. The hull will be transported to Williamstown dockyard in Australia for the installation of the island structure.

The construction of the first ship, HMAS Canberra, began in late 2008. Her keel was laid in September 2009 and the ship was launched in February 2011. The first steel was cut for the second ship, HMAS Adelaide, in February 2010. HMS Adelaide was launched in July 2012.

Canberra Class flight deck

The flight deck will be 202.3m long and 32m wide. It will allow the operation of the rotary wing aircraft of Australian Defence Forces (ADF), such as NRH-90, CH-47 Chinook, Blackhawk, Seahawk, ARH, and Future Navy Aviation Combat System. The deck will be provided with six spots on the port side to support the simultaneous operations of medium-sized helicopters. The flight deck will also allow the takeoff and landing of four CH-47 Chinooks simultaneously.

The aircraft elevator at the aft of the flight deck can carry large sized rotorcraft such as the CH 47. The medium-sized helicopters can be accommodated by the elevator at the forward of the island on the starboard side.

The hangar facility and the light vehicle deck will be co-located between the flight deck and the accommodation deck. It can accommodate up to eight medium sized helicopters. The storage capacity will expand up to 18 medium-sized helicopters when the light vehicle deck is also used.

Combat management and weapon systems of the Canberra class

The Canberra Class LHDs will be equipped with a Saab 9LV combat management system (CMS). The system performs threat evaluation, engagement planning and weapon-assignment missions. Elbit Systems was awarded a contract in October 2012 for supplying Battle Management Systems (BMS) to be integrated into landing craft aboard the LHDs.

Each Canberra class ship will be armed with four 20mm automated guns, six 12.7mm machine guns, anti-torpedo towed defence system, and Nulka active missile decoy system.

Sensors/radars of the landing helicopter docks

The sensor suite will consist of a Sea Giraffe 3D air search radar, helicopter control and surface radar, and navigation radar. Other systems include Sagem Infrared Search and Track (IRST) System, and Rafael Gun and Electro-Optical Sight (EOS) system.

Propulsion for the Canberra class LHDs

"The ship can accommodate up to 1,400 personnel including 400 ship's company and 1,000 embarked troops."

The Canberra Class LHD will be powered by a combined diesel and gas turbine (CODAG) propulsion system integrating LM 2500 gas turbine and two MAN 16V32/40 diesel generators. The ship will also be equipped with two Siemens azimuth thrusters and two bow thrusters.

The shipboard power will be supplied by a Progener-Mitsubishi S16MPTA 1,350kW emergency diesel generator. The propulsion system will provide a maximum speed of 20kt and a range of 6,000nm.

Accommodation onboard the Canberra class vessels

The ship can accommodate up to 1,400 personnel including 400 ship's company and 1,000 embarked troops.

The crew accommodation facilities will be located in the main accommodation deck, which will include crew cabins, messing, medical rooms, galley, office spaces and recreation facilities.

Article publicat a Naval Technology. La nova classe Canberra és tot un exemple de construcció parcial ( buc per Navantia i sistemes per BAE Australia, etc...), per prendre'n nota per les futures Forces Navals de Catalunya.

Saving submariners – rise of the ROVs*

Advances in the field of remotely operated vehicles have meant that sailors aboard stricken submarines are no longer doomed. Dr. Gareth Evans examines the rise of ROVs in the field, and some of the future challenges awaiting rescue teams.

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While going to sea in a submarine is, inevitably, always going to carry a certain amount of associated risk, things have come a long way from the days when a downed sub meant certain death for its crew. The early successes of the likes of Charles Bowers 'Swede' Momsen's revolutionary rescue chamber in 1939 - saving all 33 survivors of the Squalus - have ultimately led to the sophisticated systems of today, and the thorough, professional training of submariners in how to use them.

"The main factors required to survive within a disabled submarine are confidence, knowledge and determination," says Chief Petty Officer Ian 'Curly' Callow of the Submarine Escape Training Tank (SETT) facility run by the Royal Navy and located opposite HMNB Portsmouth, at Fort Blockhouse, Gosport. "A submariner will gain all three elements from his training at SETT and on board the submarine."

Lessons from losses

Nevertheless, as the loss of the Russian class 949a 'Antey' submarine Kursk in August 2000 showed, disaster may still strike - though hopefully lessons can be learnt when it does. "I think the Kursk was the main influence for many countries around the world to readdress their own training," Callow says.
He explains that the vessel was at a depth where tower escape should have been a viable option, but the crew's lack of training coupled with the poor condition of their escape systems effectively made it impossible - while their survival time was also reduced by the poor atmospheric conditions within the submarine.
It seems improving international co-operation and communication might also be something to bear in mind. "With Kursk, ISE and OceanWorks tried to get the Russians and the Australian Navy moving on using the Australian Dry Transfer remotely controlled vehicle," says Dr James R McFarlane, president of International Submarine Engineering (ISE).

With 18 years' service in the Canadian Navy, including experience as a Lieutenant commander on Oberon Class submarines, and 39 years' building commercial manned and unmanned subs, he laments the fact that nobody simply appeared to be in charge.

Rise of the ROVs

The rise of such remotely operated vehicles (ROVs) is having a major effect on the shape of submarine rescue, with increasing numbers of the world's navies and underwater rescue providers now fielding unmanned submersibles. Once again, as Dr Jason Tisdall, robotic technologies business line manager at Fugro Subsea Services Limited (FSSL) explains: "Training plays a big part in getting it right."

FSSL has just launched a new Submarine Rescue Vehicle (SRV) simulator which sets out to further improve emergency response. According to Tisdall, a physics engine lies at the heart of the system, which can be run on a desktop PC or integrated into a rescue vehicle's control console, enabling subsea conditions to be simulated in remarkable detail. He explains that whatever environmental parameters are fed into the software, the virtual vehicle behaves just as its physical counterpart would in the real world - and that means it becomes possible to simulate the sort of bad weather topside, and challenging conditions underwater that would stop the launch of real-life training missions.

Authenticity is the key, and a range of features ensure that the experience for the vehicle's pilot is as close to the real thing as possible. The new simulator is able to navigate to the stricken submarine by both camera and sonar, there is emulation of industry-standard five and seven-function manipulators to allow various interventions to be carried out, and aspects such as crane lifting and recovery and even failure modes can also be faithfully simulated. Tisdall says it all adds up to such a good facsimile that to all intents and purposes it feels almost exactly the same as actually doing it for real, pointing to the successes FSSL have had in convincing the International Marine Contractors Association (IMCA) to accept one-to-one equivalency for hours clocked up on class A and B simulators.

Major benefits of remotely operated vehicles

Although as Tisdall says, there are no statistics available on how effectively such training translates into success in actual submarine rescue - the need being, fortunately for the world's submariners, relatively rare - there is plenty of evidence from FSSL's experience with the offshore oil and gas industry. "We have some stunning examples from subsea. A complex tie-in operation which took 24 hours to complete without simulator based rehearsal, reduced to just seven with it, and some of the best performers were those who had not previously used that equipment."

He explains that the facility to view the task from multiple angles - even ones that are impossible to achieve in real life - helps to overcome the natural variability between each individual operator's ability to hold a 3D image of the world in their heads. This kind of flexibility, however, potentially offers its two biggest benefits on a real life operation.

Firstly, it allows the team to use the transit time to practise the upcoming mission using the available data from the incident site, permitting various rescue options to be tried out ahead of arrival. Then, secondly, as the actual rescue unfolds, it provides real-time situational awareness through 3D visualisation, with different personnel able to watch the events from different angles according to their needs.

FSSL is Europe's leading producer of remotely operated vehicle (ROV) simulators and have been building SRV simulators for more than ten years, during which time they have supplied prototype trainers to a number of the world's navies. According to the company, the new SRV simulator has already attracted the interest of one potential naval customer, and it is hoped more will follow.

Future challenges: survival and escape

McFarlane views this growing move towards the use of vehicles, and at greater depths, as one of the biggest developments that he has seen during his lengthy career - and believes that it, along with tower escape, will probably remain the mainstay of submarine rescue for the foreseeable future. "I think we are probably as far as we are going for the next 20 years," he says.

As all three experts persistently point out, whatever method is involved, the real key to successful rescue comes down to training.

"Technology will always be important to ensure systems are improved in the future. However, pressurised escape training is the only way to prepare a submariner to face the challenges he will experience in the escape tower during an escape," explains Callow.

The main goal for the future, he suggests, is providing training centres able to address the particular challenges associated with both survival within a disabled submarine and then the escape process itself - something which, it seems, is not always straightforward to achieve.

"A new facility will be designed and built in Scotland in the future. The planning is in progress," he says. "However the decision as to which companies will be involved has yet to be made."

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Article publicat a Naval Technology.

Russia Sends New Anti-Piracy Task Force to Gulf of Aden*

VLADIVOSTOK, November 3 (RIA Novosti) - A task force from Russia’s Pacific Fleet, led by the Udaloy class destroyer Marshal Shaposhnikov, has departed on an new anti-piracy mission off the Somali coast, the fleet’s spokesman Capt. 1st Rank Roman Martov said.

The task force, which also includes the Irkut tanker and the Alatau rescue tug boat, will make an official visit to the port of Mumbai in India and conduct joint drills with the Indian navy on the way to the Gulf of Aden.

“The Marshal Shaposhnikov destroyer has two Ka-27 naval helicopters and a unit of naval infantry on board,” Martov said on Friday.

During its first anti-piracy mission in the Gulf of Aden in 2010, Marshal Shaposhnikov freed a Russian tanker hijacked by Somali pirates.

Task forces from the Russian Navy, usually led by Udaloy class destroyers, operate in the area on a rotating basis.

Russian warships have successfully escorted hundreds of commercial vessels from various countries through pirate-infested waters off the Somali coast since 2008, when Russia joined the international anti-piracy mission in the region.

Russia has recently asked France to allow the deployment of two Ilyushin Il-38 naval reconnaissance planes at a French base in Djibouti to facilitate its anti-piracy missions in the Gulf of Aden.

* Notícia publicada a RIA Novosti. L'Armada russa continua amb els seus desplegaments contra la pirateria a l'Índic.