Due to a shortage of suitable training areas, the Singapore Armed Forces (SAF) have to conduct much of their training overseas. In support of this, the present Republic of Singapore Navy (RSN) landing ship tanks (LSTs) have always been used as a means of transportation for equipment and troops to and from these overseas training areas. However, these ships are old and slow (mainly of World War II vintage) and are becoming increasingly difficult and less cost-effective to operate and maintain. There is, therefore, a need to procure a faster and more efficient platform to replace these ships in this transportation role.

Some of the training areas that the SAF go to lack proper harbour facilities and thus will require the use of the RSN's own landing craft to transport personnel and equipment from the LST to shore. To allow our landing craft to embark and disembark equipment and personnel with greater efficiency and safety, the new LST has been designed with a dockwell so as to keep this entire operation away from the weather. The other consideration is the use of the LST to conduct humanitarian assistance / relief (HA/DR) operations. The dockwell will afford the LST the flexibility to conduct such operations in remote areas with little or no port facilities.

The new LSTs are also designed with a high degree of automation in mind, so that they can be operated with a small crew. One feature of such automation is the Integration Bridge System (IBS), which will reduce the size of the watchkeeping team while the ship is at sea.

THE STEM 1400 LST CLASS LANDING SHIP TANK (LST)

The 140m STEM 1400 LST Class Landing Ship Tank (LST) has been developed by Singapore Technologies Marine (ST Marine) as a replacement for the five vintage exCOUNTY Class LSTs presently in service with the RSN. Having been in operation for well over half a century, the existing LSTs will be replaced by the new, more cost-effective vessels, developed to meet the exacting requirements of the RSN.

A series of four of these new class of vehicles are on order with ST Marine. The RSS ENDURANCE, the first of the class, was launched on March 14, 1998. She will be going through harbour acceptance trials in March 1999.

The STEM 1400 LST Class LST has been tailored to meet the needs of small navies such as the Republic of Singapore Navy. The platform is cost-effective, with low manning requirements and is highly versatile, with a wide range of capabilities, from naval transport to naval support operations, to meet many naval operational requirements.

The ship's form, a twin screw displacement hull form with a bulbous bow, is designed with several considerations in mind, including speed, range, seakeeping, dockwell and helicopter operations, stability and shallow water operations. The seakeeping of the ship is enhanced by large bilge keels to provide for passive roll damping. The ship's hull form has been developed through a comprehensive programme that included extensive model tests, and Computational Fluid Dynamic (CFD) Analysis.

TRANSPORTATION AND NAVAL SUPPORT OPERATION

The stem of the ship is equipped with a wide stern door / ramp for the deployment of various types of landing craft from a dock facility at the aft. The dock is of sufficient size for four landing craft. The dockwell is to enable the embarkation and disembarkation of equipment and personnel to and from the LST, by the `Marine Trucks', with greater safety and efficiency.

The bow is fitted with a bow door / ramp capable of transloading tracked and wheeled vehicles of up to MLC 60 onto the tank deck. The bow door / ramp is of state-of-the-art design, being one of the first in the world to be designed to meet the latest International Maritime Organization (IMO) regulations. Two 25 tonne capacity deck cranes have been provided on the main deck of the vessel. This allows the loading and unloading of equipment and stores to be carried out from the main deck to and from shore, as well as to and from other craft alongside.

In peacetime, the vessel features make it ideal for deployment to support rescue and disaster relief operations in the event of an emergency.

HELICOPTER OPERATIONS

On the main deck aft of the superstructure, a large flight deck is provided for landing and take-off operations for up to two medium-sized helicopters, by day and night, and in sea conditions up to sea state 5. Two aircraft / ship integrated securing and traverse systems are provided to secure the helicopters to the deck at two landing spots on the flight deck and traverse the helicopters to and from the hangar. A helicopter control room is situated directly above the hangar so that the operator has a complete view of the flight deck. There is also a helicopter control station where the flight safety officer is situated to assist in helicopter operations.

WEAPON AND COMBAT SYSTEMS OUTFITS

The LST is fitted with a range of anti-surface (AsuW) and anti-air (AAW) capabilities for selfdefence.

The main surface weapon installed is an OTO BREDA 76/62 Super Rapid Naval Gun Mounting installed on the foredeck of the ship. This features fully-automatic loading from an 80-round revolving magazine, with a maximum rate of fire of up to no less than 120 rounds per minute. Two 0.5-inch machine guns are installed on the port and starboard of the bridge wings for close range protection.

The LST is also armed with Matra Defense's Surface-to-Air Missiles (SAM) at the port and starboard of the ship for defence against air attack. The 76mm gun can also be used for antiair missions if required.

Other sensors onboard the LST include surface surveillance target designation radar, electrooptic director and gun fire control system.

Command and control of warfare is done via an Action Information System (AIS) using Standard Operating Common Console (SOCC) supplied by Singapore Technologies Electronics Limited through a fibre-optic local area network. The heart of the AIS is located in the Combat Information Centre (CIC). Also located in the CIC is an embedded trainer, which could be used to train the operators in all types of warfare scenarios.

COMMUNICATION & NAVIGATION

A comprehensive Integrated Communication System (ICS) using a fibre-optic network system is integrated by Singapore Technologies Electronics Limited to cater for both the internal as well as external communication requirements of the vessel.

A Global Positioning System (GPS) supplied by Trimble Navigation has been fitted for the navigation of the vessel. The vessel is fitted with a dual display colour tactical display navigation radar system supplied by Kelvin Hughes Limited.

SURVIVABILITY

The ship is designed to meet both the German Navy Standards for stability as well as the latest IMO requirements for Ro-Ro vessels for damaged stability. The hull structure is generally designed to classification society's requirements with vital areas hardened to withstand a certain degree of shock due to underwater explosions. Vital equipment such as major shipboard, navigation, communication and combat systems are mounted on shock mounts to remain functional even after the ship has encountered an underwater explosion.

In addition, the mechanical and electrical systems are arranged such that there are sufficient redundancies to survive any unforeseen danger.

LOW MANNING FEATURES

The bridge front is provided with large windows to give the ship's Captain and officers an obstructed view forward. An IBS, incorporating the Dynamic Ship Control System (DSCS), supplied by IMTECH Marine and Industry is located on the bridge. The DSCS is able to assist the crew in performing the following special manoeuvering operations: heading keeping, track keeping, course keeping, stern control for helicopter landing and take-off, docking and transit modes. An extensive closed-circuit television (CCTV) system via a fibre-optic network supplied by Thomson-CSF Securite is also provided to assist in the internal control and monitoring of the ship operation.

A ship control, monitoring and management system (SCMMS) has been provided by IMTECH Marine & Industry for the control, management and monitoring of shipboard operations. A ship loading and stability system, ballast control and monitoring system as well as fire-fighting and damage control system are also incorporated into the SCMMS. The ballast system onboard can be controlled automatically, semi-automatically or manually through the SCMMS for the various controlled ballast operations which the ship is expected to perform. A fire-fighting and damage control mimic panel is installed on both the Bridge and Machinery Control Room for fire detection, fire-fighting and damage control. The high degree of automation provided by such a system allows for unmanned engine room operation and a reduced level of manning.

COMPLEMENT AND ACCOMMODATION

The level of automation provided has enabled the ship to require a manning level of not more than 65. Accommodation is, however, provided for up to 100 crew to provide for flexibility in operations. Habitability has been a key consideration in the layout of the accommodation areas and ample space has been provided for the messing, catering and recreational needs of the crew. Separate accommodation arrangements have been provided for a number of female crew members.

The accommodation is fully air-conditioned for crew comfort in tropical conditions and heating is provided for winter conditions.

PROPULSION SYSTEM

Two medium-speed engines, each driving a controllable pitch propeller through a reduction gearbox and intermediate shafting deliver a total power of 1000 kW. The engines are located in two separate, independent engine rooms for better survivability. Two machinery control rooms are located between the two engine rooms. The engine rooms are designed for 24hour unmanned operations.

ELECTRICAL POWER

Electrical power for the ship is provided by 700kW diesel generators. Two generators and one switchboard are located in each engine room for redundancy and survivability.

AUXILIARY SYSTEMS

Twin rudders with rotary vane steering gears are provided for manoeuvring. The redundancy required for manoeuvring is provided by the twin arrangement. One bow thruster is provided for slow-speed manoeuvring. To meet with IMO MARPOL pollution requirements, a sewage treatment plant and oily water separator have been installed.

For shipboard fire safety, an extensive fire detection and fire-fighting system have been installed. For the protection of the hangar and tank deck area, water and AFF foam sprinker systems are provided. On the flight deck, in case of crash landing, pop-up nozzles enhanced with fire monitors are provided. For the protection of all electronic rooms and the two engine rooms, FM200 fire-fighting gas, which meets the Montreal Protocol requirements for environmental protection, is provided. Numerous fire hydrants and portable fire extinguishers are also provided for all other spaces meeting SOLAS requirements.

Two reverse osmosis plant and two waste heat exchangers are installed to produce additional water during long voyages.

OUTLOOK