ENDEAVOUR REMAINS A STRATEGIC ASSET BY KEITH INGRAM In n March the Royal New Zealand Navy invited Professional Skipper to join HMNZS Endeavour to observe the Navy at work at sea for three days. During this time the ship was exercising with both the visiting Australians and our own ships off the back of Great Barrier Island, doing officer of the watch and fleet manoeuvres, live gunnery firings, replenishment at sea, sea boat transfers and all things naval. It was interesting to note that the first four ANZACs built the two Aussies, HMAS Anzac and Arunta, two Kiwis, HMNZS Te Mana and Te Kaha, along with our new inshore patrol vessels were all participating in Tasmanex, a joint naval training exercise in our local waters. But first, a bit of history. The name Endeavour has been synonymous with naval history and the Royal New Zealand Navy continues to maintain the traditional use today, so it is timely to look back briefly. On August 26, 1768, Captain James Cook departed Plymouth, England on HMS Endeavour, bound for the South Pacific to observe the transit of Venus in 1769. The North Island was sighted on October 7, 1769 and the rest, as we say, is history. Since this time some 16 ships have carried the name Endeavour, with the New Zealand Navy adopting the name for its Antarctic and fleet support vessels when its first ship was commissioned as HMNZS Endeavour on August 15, 1956. Originally built by the United States Navy as one of 40 woodenhulled net layers, she was commissioned in 1944 for boom defence against underwater saboteurs and saw service in Britain. The French were experts in underwater warfare and were not to be trusted under German occupation, or otherwise, as it would appear in later years, when even New Zealand was to experience the skill and impact of French military saboteurs, given the Rainbow Warrior experience. The John Biscoe was purchased in 1956 for research work and as part of the New Zealand Antarctic Expedition to ensure we could maintain our sovereign claim over our Antarctic territory and the Ross Sea dependency. Commissioned HMNZS Endeavour, one of her first tasks was to transport the New Zealand section of the Commonwealth Trans-Antarctic Expedition, including the late Sir Edmund Hillary, to the ice. She also carried essential building materials Endeavour is the third New Zealand ship to bear the name, making 54 years of proud history in the RNZN and supplies to assist the establishment of the Antarctic research station at Scott Base. Between Antarctic expeditions, Endeavour undertook a variety of tasks from oceanographic research to servicing our meteorological stations on Campbell and Raoul Islands. She was paid off in November, 1961. A replacement ship, USS Namakagon, was found mothballed among the US Navy s laid-up silent fleet in San Francisco Bay. Built to support the war in the Pacific as a light fuel (dieso, aviation 16 Professional Skipper July/August 2010
HMNZS Endeavour VIP.S75 The bridge and management team closed up for leaving harbour Avcat kerosene and water) and general stores supply ship, she immediately underwent a major refit to strengthen her hull and bow plating. She was commissioned in 1962 on a five-year long-term loan, extended another five years to June, 1972. On her arrival in New Zealand she was fitted with stern gallows, science laboratories and quarters before beginning the Antarctic duties for which she was well suited. This was the first time the RNZN had a fleet and logistic supply ship capable of refueling ships at sea astern. Carrying a cargo of 2000 tonnes of automotive light diesel, 120 tonnes of Avcat helicopter kerosene, 10 tonnes of frozen cargo, 350 tonnes of dry cargo and tonnes of fresh water, with the capacity to make more if required, she proved to be a very useful ship for the Navy. The government retired her in 1971 and she returned to the US Navy, which immediately gave her to the Republic of China, Taiwan defence forces. The current Endeavour is the third New Zealand ship to bear the name, making 54 years of proud history in the RNZN. Endeavour, was specifically built for the Navy at the Hyundai Heavy Industries shipyard in Ulsan, Korea, as a fleet replenishment tanker and was commissioned into service in April, 1988. Although built to a commercial tanker design and operated to IMO Lloyds Classification Society class 3 product tanker, she has been fitted with a variety of special equipment to fulfill her role as a naval replenishment at sea (RAS) supply tanker. As we get to look around, many of her IMO requirements stand out, with no smoking restrictions throughout the ship, except for a fire-safe ventilated compartment in the bowels, where the smell VIP.S76 July/August 2010 Professional Skipper 17
Passing the fuel hose The gunline is fired Hauling in the highwire or jackstay A smoke-filled room is reminiscent of the inside of a camel s jock strap. Yuck! It s enough to make you want to give up. Now there s a thought. Her primary role is to provide fuel to RNZN, Commonwealth and Allied surface units. She can resupply ships at sea or in overseas ports from the 6600cu m of fuel in her four tanks. In addition, she is capable of providing fuel to helicopters fitted with in-flight refueling. On deck she also carries four shipping containers, two of them refrigerated, for key mission support or disaster relief. We are advised that the International Force for East Timor would not have happened without the logistic and supply support of Endeavour, with diesel, aviation fuel and water being the life-blood for the mission ashore. Over the ditch, our nearest Allies, Australia, often refer to Endeavour as their third or east coast tanker. The ship has also conducted many re-supply missions for the Department of Conservation around New Zealand and into the Pacific. She is only one of three replenishment tankers based in the South Pacific and logistically she is a key asset to the New Zealand Defence Force, as she gives global reach for our bluewater fleet, the Anzac frigates Canterbury and the offshore patrol vessels, not forgetting the frequent support she gives the Australians in extending their operational requirements in South East Asia and the Pacific. Likewise, being a tanker, the New Zealand Defence Force view her fuel cargo as part of New Zealand s strategic reserve in case of disaster. So just what does she do when at sea? Obviously, her role is different to that of a normal commercial tanker steaming from port to port with her liquid cargo or in ballast. Manned by a crew of 50 officers and ratings, Endeavour has Able Technician Ben Martin long legs as she is able to draw on or refuel herself from her own cargo tanks. She can make her own fresh water so her only restrictions to being at sea for lengthy periods would be any constraints on her crew. She is powered by a single 3950kW MAN Burmeister & Wain marine diesel driving a controllable pitch right-hand propeller to deliver a service speed of 14 knots at 682rpm. Wind her maximum continuous rating of 720rpm and the ship can make 16 knots underway. Power on board is supplied via three Diahatsu 6DL-20 series diesels each turning a 600kVa generator at 900rpm. Once at sea, Endeavour is protected by the fleet she supports. Being a flammable product carrier, Endeavour is fitted with two 56-man fully enclosed self-launching rescue craft situated under each bridge wing on the superstructure, as well as a full compliment of inflatable lifejackets. In addition there are two crane-launched naval RHIB ship s boats for general use, transfers at sea and the like. Aft behind the bridge and accommodation structure is the main flight deck and helo (helicopter) hanger, which doubles as the ship s gymnasium when a helicopter is not tasked to the ship. This compact flight deck is capable of landing small military or rescue helicopters, or alternatively, the crew can refuel larger helicopters using her helicopter in-flight refuelling capability. In this procedure, the helicopter hovers beside the flight deck while the crew winch the refuelling hose up into the helicopter and fill the tanks while the chopper is flying using a special closed circuit system. The ability to be able to land or fuel a range of helicopters is a strategic advantage, particularly when Endeavour is employed in emergency situations like East Timor or disaster relief in the Pacific, where multi-agencies or military support from other nations may be participating. As we move for ard over the tank deck we note the presence of a number of large, foam-making water cannons covering every area of the cargo tanks in case of a blow-out or fire. Positioned in the centre castle is the RAS deck, dominated by the two RAS derricks and their umbilical hoses. When in use they snake out to bridge the 70m to 100m gap between ships when refuelling at sea. While a bit on the slow side at 14 knots when compared with modern fleet tankers, Endeavour is still favoured by many ship s captains both in the RNZN and other friendly navies as a nice tanker to refuel from. 18 Professional Skipper July/August 2010
The wire and hose is controlled from inside the RAS control room Connected and pumping She can refuel ships at sea from either her port or starboard side and until recently also astern. This was removed because modern naval vessels are no longer fitted with over-the-bow refuelling mechanisms, which were common in earlier years as a means to refuel in very rough weather. Given that modern warships have longer endurance times, the modern paradigm is simply to wait a day or so until the weather improves and then refuel via the beam. When preparing for a replenishment at sea, or RAS, Endeavour s captain will know how much fuel is requested for transfer and the speed which the recipient ship can handle the delivery. Endeavour s fuel pumps can transfer fuel at up to 600 tonnes per hour via either the high wire jackstay and probe on the port side or the largederrick NATO quick-release coupling on the starboard side, the choice being made by the recipient ship. Once the preparations are made, Endeavour sets a course and speed to best suit the prevailing conditions and closes up to RAS stations. including the bridge management team and engineering staff down below, who are required to monitor pumping while maintaining the ship s trim. Heading and speed is maintained on autopilot because, contrary to popular belief, this is one time when the machine can outdo the man for trueness of course. The recipient vessel has to maintain station on the supply ship. This is checked by the simplest of methods by using a string line marked at intervals by coloured flags between the ships in the for ard area or bow and kept in hand by the receiving vessel. Meanwhile, the control of the high wire and pipeline is the responsibility of the tanker. As previously stated, Endeavour has a relatively small crew, 305 Akersten Street, Port Nelson, New Zealand Ph (+64 3) 546 7800 info@challengemarine.co.nz Refit and Surveys New Boats Builds Engineering Services Winch Services Providoring VIP.S71 www.challengemarine.co.nz July/August 2010 Professional Skipper 19
The ship s main engine One of the three gensets Launching the seaboat especially when it comes to action and replenishment-at-sea transfers. It was interesting to note that the female petty officer chef was operating the controls of the high wire winch and pipeline to ensure the slack loops did not drop into the water with pressure waves rushing between the ships at some 12 knots. In fact there are a number of women on board as part of this equal opportunities navy. They, along with their male counterparts, are expected to pull their weight at all times in this multi-tasking crew, be it normal duties, on deck doing an RAS, seaboat work or during action and damage control. Speaking of that, apart from fog, one of the greatest dangers at sea is fire. We are all well aware of the reasons why. Fire consumes as smoke invades every safe area on board, which is why the Navy spends so much time in damage control and fire training. With this exercise, part of the ship s shakedown before departing on a five-month deployment in the Pacific, the smoke and fire came from a smoke generator but it was visually the real thing. The smoke itself was harmless to those not wearing damage control breathing apparatus and left no harmful or messy residue. It certainly gave the exercise a degree of reality. Once again, the fire-fighting crews were the same sailors, the men and women who carry out the many tasks and duties on board this ship. All this came with the added pressure of having the Chief of Navy, Rear Admiral Tony Parr, on board as an official observer. (See the interview with Tony Parr in issue 75.) Then came the time to transfer the admiral to Te Kaha by the ship s seaboat in what was a 25 knot sou easterly. There were no problems for the ship, but drop a 7.4m RHIB into it and it s a different story requiring good seamanship by the deck crew and good boat skills by the coxswain. The admiral was obviously enjoying one of his rare opportunities at sea and took the time to talk with as many members of the crew as he could. When it came to transfer him, it was no surprise to see the boss in wet weather gear bound up into the seaboat prior to launching. On lowering, the ship altered course to starboard, which gave a patch of calm water for the seaboat to enter before unhooking and slipping the boat rope. The same manoeuvre was done on the boat s return as the ship provided a safe haven of water for the boat to come alongside, pick up the boat rope and hook on prior to hoisting. The alternative would have been trying to control a bouncing boat with a lumpy 2-3m sea washing down the side. Clearly this is a happy ship with a crew who approach their duties in a professional manner, which makes it easy to understand why the RNZN won a gold award in 2009 for naval excellence at the coveted New Zealand Business Excellence Foundation awards as our Navy strives to maintain its goal of being the best smallnation navy in the world. Although built as a single-hulled tanker, Endeavour is now effectively double-sided as a result of a cunning conversion of her wing tanks into ballast or water tanks. While this has reduced her fuel-carrying capacity by around 1000 tonnes, her ability to meet IMO requirements has been extended to 2013. The Navy and Defence Forces are currently investigating the options of double-hulling her or other future replacement options, because she is in remarkable condition for a ship 22 years of age. She is getting older and the cost of a major half-life refit must be balanced with the options of possible replacement or even the need for her at all. What we can say is that after three days aboard during a very busy exercise, the support this ship gives to our collective defence in the South Pacific is enormous. Her strategic value to New Zealand and our Australian, Pacific and South East Asian neighbours will no doubt bear significant consideration by the powers to be in the future when considering her upgrade or replacement. SPECIFICATIONS Displacement 123,300 tonnes Length 138m Beam 18.4m Draught 7.6m Power 3950kW (5300hp) MAN Burmeister & Wain marine diesel Service speed 14 knots Range 10,000 miles Complement up to 53 officers and ratings 20 Professional Skipper July/August 2010