Battlespace June11

1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31
32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Welcome to our interactive version of Battlespace c41star technologies Volume 14, issue 3 June 2011
Please use either the buttons on the left or top right of the page to navigate your way around this interactive PDF
ImPortant InFormatIon:
Copyright Issued four times per year. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means electronic, mechanical, photocopying, recording or otherwise without the prior written permission of the Copyright owner.
BATTLESPACE
C4ISTAR TECHNOLOGIES
ISSN 1478-3347 Volume fourteen Issue three June 2011
Contents
Whats in this issue

feature artiCles
Future Vehicle Capability Vision The Road Ahead for the Future Public Order Vehicles The Next Generation Night Driving in a Hostile Environment Changing of The Guard The Future of Logistics is in the Bag! Steroid Abuse U.S. Tactical Truck Update
june 2011
Volume 14 Issue 3
Battlespace Publications 8 Sinclair Gardens London W14 0AT T/F: +44 (0)207 6105520 M: +44 077689 54766 E: sales@battle-technology.com W: www. battle-technology.com
VEHICLES
COMMUNICATIONS
ARMOUR
COMPUTERS
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Contents
44
Editor: Julian Nettlefold Industry Editor: John Reed Advertising: Battlespace Publications
Contents
Whats in this issue

feature artiCles
20
Published by: Battlespace Publications 8 Sinclair Gardens London W14 0AT United Kingdom Contacts: Julian Nettlefold Tel/Fax: +44 (0)20 7610 5520 Mobile: +44 (0)77689 54766 Email: j.nettlefold@battletechnology.com John Reed Tel: +44 (0)1726 61225 E-mail: 100517415@compuserve.com
All rights reserved in all countries. No part of this publication may be reproduced, stored in retrieval systems or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of the Publisher. Infringements of any of the above rights will be liable to prosecution under UK, European or US civil or criminal law. Subscriptions: www.battle-technology.com Designed and Printed by: Aquatintbsc 48 Weir Road Wimbledon London SW19 8UG United Kingdom Battlespace C4ISTAR technologies (ISSN 1478-3347) is published six times per year in Jan, Feb, Jun, Sept, Oct, Nov by Battlespace Publications and distributed in the USA by SPP, 75 Aberdeen Road, Emigsville PA 17318. Periodicals postage paid at Emigsville, PA. POSTMASTER: send address changes to Battlespace C4ISTAR Technologies, c/o PO Box 437, Emigsville PA 17318-0437.
34
In this months issue
Ricardo combines advanced automotive technology and innovation with a rich heritage of providing truly exceptional and game-changing defence vehicles
26
BATTLESPACE E-NEWS
FEATURE DEX 2011: BACKDROP TO AN UNCERTAIN FUTURE By John Reed EUROPEAN NEWS EUROPEN C4I UPDATE 2010 By Stefan Nitschke, International Defence Analyst and Consultant EVOLUTION OF THE GUN MOUNT By Bob Morrison EVOLVING TO MEET NEW TECHNOLOGIES By Julian Nettlefold US AND CANADIAN NEWS U.S. SECRETARY GATES REVEALS EFFICIENCIES KILLS EFV RESTRUCTURES F-35 EARL LEWIS CEO OF FLIR BATTLESPACE BUSINESSMAN OF THE YEAR 2010 By Julian Nettlefold GLOBAL HAWK SPREADS ITS EUROPEAN WINGS By Julian Nettlefold GLOBAL MOMENTUM FOR MISSION CRITICAL MOBILE LOCATION TECHNOLOGY By Brian Varano, Director of Marketing, TruePosition REST OF THE WORLD RANGE SURVEILLANCE AND CONTROL SYSTEM FOR EGYPT By David Maxwell INDIAN ARMYS WHEELED GUN TRIALS NEXT MONTH KEREMETAL STAYS IN RACE By Julian Nettlefold NEW TECHNOLOGIES SPONSORED BY OXLEY GROUP PLC www.oxleygroup.com MANAGEMENT ON THE MOVE
5 6 8 14 20 26 32 34 44 48 48 49 50 51 52
Desert Warrior Upgrade Imminent By Julian Nettlefold BAE Systems opt out of Indias Big Ticket Gun Tender Raises Several Questions By Bulbul Singh
News in Brief
Features Future Vehicle Capability Vision The Road Ahead for the Future By Julian Nettlefold Public Order Vehicles The Next Generation By Bob Morrison Night Driving in a Hostile Environment By
David Maxwell
Changing of The Guard By Shaun Connors The Future of Logistics is in the Bag!
By Julian Nettlefold
Ricardo are your advanced engineering partner of choice. We design and develop, high quality defence vehicles offering exceptional standards of operational flexibility, agility, performance and fuel economy, as well as low noise and exhaust emissions. Cost effective solutions Reset, readiness and sustainment improving protection Increasing efficiency Reducing emissions Technology transfer for new and legacy platforms
Steroid Abuse By Shan Connors U.S. Tactical Truck Update By Scott Gourley Technology Feature Special Feature on Advanced Vehicle Systems By Julian Nettlefold Force Protections Vehicle Tactical Hub Management System (VTHMS) Motorsport Structural Simulation and Electronics Improve Crew Survivability
By Martin Gambling, GRM Consulting
june 2011
Volume 14 Issue 3
General Dynamics UK Core Infrastructure Distribution System (CIDS)- Lite for Electronic Architecture on Jackal Dytecna Leads in HUMS By Julian Nettlefold
www.ricardo.com/defence
Delivering Value Through Innovation & Technology
Broadening Capability
The Battlespace Interview

Front Cover Photograph courtesy of Force Protection
BATTLESPACE C4ISTAR TECHNOLOGIES
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Letter from the editor

Dear Reader, Welcome to the third issue of BATTLESPACE for 2011, our annual review of vehicle technology. In a recent conversation the Editor was asked how it was possible that a Third Country Army in Afghanistan could bring the worlds most advanced forces to their knees through the use of simple and uncomplicated Improvised Explosive Devices or IEDs! Their very name improvised amply describes the level of technology deployed to deadly effect. As Admiral Tony Johnstone-Burt described in a recent interview at FLIR Systems in the U.K., Parallel Warfare is deadly. A Taleban warrior can be sitting in his cave cooking his meal over an open fire at the same time as surfing the net with his laptop looking at the latest technology to defeat on the battlefield and crucially finding the solution. That solution may be a plastic jar filled with ball bearings and explosive or three 120mm shells wired together to destroy a vehicle. Whatever the effect, these systems are deadly and difficult to detect. In this issue, which supports the MoDs Protective Mobility event at Millbrook we examine these issues and the solutions required to build the vehicles of the future. The recent NAO Report stated that the Piranha E put forward for the U.K.s FRES UV would not have met the stated requirement, quite correct and given that the U.S. fleet of Strykers is now being fielded with double hulls, this was the right solution delay until the right solution is found. This also happened with the U.S. Ground Combat Vehicle (GCV) Requirement to replace the Bradley. The result as amply shown by the BAE Systems mock-up was a vehicle resembling a small warship on tracks! In this issue we discuss Future Vehicles, Future Logistics Solutions and advanced Vehicle Electronics Systems whilst Scott Gourley and Shaun Connors describe the current and future requirements for U.S. and U.K. Military Trucks. The leveraging of Formula 1 technology in a number of these new projects, particularly the new U.K. Foxhound LPPV vehicle points the way to lighter, faster and better protected vehicles using advanced composite technologies to defeat current and future threats. Bob Morrison discusses the new Public Order vehicle, Thetis, produced by Hobson Industries for Police and law Enforcement Agencies across the world. Thetis includes the latest in protection technologies to meet current and future threats. Shaun Connors discusses the new contracts in the light vehicle sector. Yours sincerely,
News in brief
Desert Warrior Upgrade Imminent

One big potential contract doing the rounds during IDEX was the requirement by Kuwait to have its fleet of Desert Warriors, supplied by GKN Defence after the first Gulf War, upgraded. BATTLESPACE understands that the vehicles have been languishing in barracks after a seven year absence of the supply of spares by BAE Systems following internal disagreements with the Rulers of Kuwait. The availability numbers were not released. The closure of the U.K. Government Contracts Office in Kuwait, opened as part of the Desert Warrior contract, has not helped smooth the path to a much needed upgrade contract. In 1993, Kuwait purchased 254 Desert Warrior vehicles. Desert Warrior was an export version of the original British Army Warrior adapted for operations in hostile desert conditions. It is fitted with the Delco turret as used on the LAV-25 wheeled IFV, mounting a stabilised M242 Bushmaster 25 mm chain gun with coaxial 7.62 mm chain gun and 2 x Hughes TOW ATGM launchers (one mounted on each side). BATTLESPACE was told that the original Kuwaiti intention was to build on the excellent relationship with U.S. industry with the M1A1 tank overhaul facility in particular and use FMS to develop a Desert Warrior Program led by Raytheon and including others such as Lockheed Martin and CAT in particular. We understand that, due to lack of U.S. content, the FMS option was shelved in February. BAE Systems told BATTLESPACE that they would consider a bid when the Statement of Work was produced by Kuwait. maintaining the British Army Warrior vehicles through our MoD PFI contracts at Borden and Bovingdon. To transition this to Kuwait would be no problem using local specialist firms. We also have considerable expertise on the Hawk Trainer which also requires a number of key equipment upgrades in Kuwait. Morri Leland of Lockheed Martin told BATTLESPACE that Lockheed Martin UKs INSYS facility would be able to provide not only key automotive and drivetrain technology through its Warrior WCSP Programme but also be able to provide a turret solution as developed for WCSP. Richard LeBlanc of ADVS(UK), told BATTLESPACE that, We believe we are one of the companies seen as key to this project, given our development and supply of 105 Modular Remote Turrets to Kuwait for its Desert Chameleon Internal Security 6x6 vehicle developed by ADVS in the USA by my brother James. We are working with the UK to develop a solution for Desert Warrior. ATK told BATTLESPACE that it expects Kuwait to refurbish the existing M242 Bushmaster 25mm chain guns on the vehicles. ATK is working closely with ADVS(UK) to develop the ADVS(UK) MRT which it had on its stand at AUSA. ATK and ADVS(UK) Limited have teamed together to develop two remote turret systems as alternatives to the legacy manned turret found on todays platforms. The Modular Remote Turret (MRT) and the Light Weight Remote Turret (LWRT) provide soldiers with effective platform weight reduction, load under
armor capability, and increased ability to carry troops and equipment, all while upgrading lethality. ATK and ADVS introduced this latest technology at AUSA. The MRT is optimized for ATKs full suite of medium-caliber chain guns, and allows the end user to equip the coaxial mount with a variety of small, medium, and heavy machine guns. The turret, integrated with ATKs Advanced Fire Control System (AFCS) and state-of-the-art Electro-Optical/Infra-Red (EO/IR) optics, allows the warfighter to maintain 360degree situational awareness from safely inside the vehicle. The gun control unit and associated hardware are contained within the turret shell, so the only intrusion into the hull is the man-machine interface. The MRT mounting interface is designed to fit most ground combat vehicles, bringing upgraded capability and firepower without a platform redesign. The LWRT is a purpose-built mount designed for ATKs Light Weight (LW) 25mm Bushmaster Chain Gun. With the LW25mm Bushmaster, the LWRT gives the warfighter the ability to engage with lethal or non-lethal munitions. The LWRT is ideal for either a stand-alone turret or as a commanders independent weapon station. The LWRT can be fitted over existing hatches or turret interfaces. ATKs AFCS provides an easy-to-use, manmachine interface with an operational concept that is readily accepted by todays warfighter. The LWRT also provides under armour access. ATK wants to see its Modular Remote Turret on the Armys future Ground Combat Vehicle, but officials say it can be
Contents
Whats in this issue

feature artiCles
U.K. Ltd. Solution

A number of companies have expressed interest to UKTI in developing a solution for Desert Warrior once the Statement of Intent and contract requirements are released. Although this is not expected for at least a year to 18 months, UKTI is formulating for an all-British bid believed to be led by Babcock International. Babcock has considerable vehicle expertise having built a number of jackals for the U.K. MoD and has been working on an M113 requirement in Libya, prior to the recent troubles. Mark Thompson, Business Development Director of Babcock International told BATTLESPACE that he saw Babcock as a key enabler in the Desert Warrior process. We have considerable capability in
june 2011
Volume 14 Issue 3
Julian Nettlefold Editor, BATTLESPACE
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
bolted on most of the Armys existing combat vehicles to give soldiers more firepower and better protection. There are very few turrets out there on the market that will give you a remote weapons station with the capability to load under armor, ATK, told the Editor at IDEX. The new MRT protects against 7.62mm armor-piercing ammunition but can be upgraded. It features a main gun section that can house a number of weapon systems such as the M2 .50 calibre machine gun or ATKs Lightweight 30mm, the cannon on the AH-64 Apache helicopter. The turret also features a coaxial weapon station alongside the main gun. It can be outfitted with a 7.62mm machine gun. The MRT can also be outfitted with ATKs Commanders Independent Weapon Station, a system that can handle weapons systems from 5.56mm to .50 calibre. All weapons are controlled from ATKs Advanced Fire Control System from inside the safety of the vehicle. We designed the 5,000-pound MRT to fit on a whole range of legacy and new vehicles. The MRT will fit onto Stryker wheeled vehicles, M113 armoured personnel carriers, Warrior and FV432 APCs and versions of the Mine Resistant Ambush Protective vehicle. It is particularly suited to the U.K. CVR(T) range of vehicles which will give the U.K. MoD an all-British solution to the burgeoning upgrade market for this range of vehicles. Richard LeBlanc of ADVS(UK) told the Editor. Other companies involved in this programme are expected to be Astrum for tracks; CAT for engines; Allison for gearboxes; Thales and Selex for optics, DVEs and sights; Moog, Turret Slip Ring, Cobham, intercoms; Raytheon, TOW Missile upgrade; COMROD antennae; BAE Systems, wheels, sub-assemblies and Design Authority.
Augustin Courtauld V1 George Courtauld Samuel Courtauld
1685
NP AEROSPACE A COMPANY BUILT BY PIONEERS

NP Aerospace is now one of the largest composite moulding companies in Europe. The name over the door may have changed many times over the years but the technical excellence of our pioneering heritage remains the hallmark of our unique team today. We manufacture an extensive range of products in engineering thermoset and composite materials for a wide variety of customers in the defence, aerospace, electrical, automotive and medical industries.
Contents
Whats in this issue

feature artiCles
1910
1926 1962
BAE Systems opt out of Indias Big Ticket Gun Tender raises several questions By Bulbul Singh
In early May, BAE Systems took a last minute decision not to take part in the multi-million tender of the Indian Army to procure 155mm/52 calibre towed gun. BAE Systems did not file its bid before the expiry of the date for the tender on April 28th. BAE Systems decided not to take part in the re-issued tender, (it would have had significant edge with its 77B-5 gun) because the company found that the qualitative requirements in the re-issued tender had been watered down. An executive of BAE Systems said, With watered down requirements in the tender, the competitive advantage of our gun would have been lost to another vendor. BAE Systems did not want to go through the exercise of fielding its gun for trials at large costs to the company and then find that another vendor has been selected due to lowered down requirements. The Indian Army plans to procure a total of 1,580 towed guns, out of which 400 units are to be purchased off-the-shelf and the remaining 1,180units are to be license-produced in India by the Ordnance Factory Board (OFB) using technology transfer. Another executive of a global defence company said, BAE Systems decision not to field their gun in the big ticket tender shows how global defence companies feel frustrated with the Indian defence procurement system which is often cumbersome, costly and not transparent. The current tender is a result of the cancelled tender issued in 2008 in which BAE Systems was the sole bidder, the second short-listed vendor Singapore Technologies, was blacklisted by the Indian government in mid-2008 for alleged involvement in corruption related to the state-owned Ordnance Factory Board. BAE Systems gun was rated technically the best amongst all bidders. Bids were sent to defence companies in France, U.S., Israel and the Czech Republic. It is however, intriguing why BAE Systems decided not to participate in the current tender. One anonymous defence analyst said, India is only waiting until it makes its own 155mm gun at DRDO facilities, thus the tenders will keep derailing on some change or another. said a senior Indian Army official. The Indian Army has requirements for over 2000 155mm guns, as it proposes to change all existing artillery guns to 155mm/52 calibre guns by 2025 spending over $4 billion. India has not bought a single howitzer gun for over 24 years when it bought 410 Bofors FH 77B howitzers in 1987, which were also clouded in allegations of corruption and came to known as the Bofors scandal in which the former Prime Minister Rajiv Gandhi and late husband of Sonia Gandhi, President of the ruling Congress Party was alleged to have been involved in a payoff scandal. However, no charges have been proved so far but the Bofors Scandal caused a political fallout on the Rajiv Gandhi government. India is on the verge of buying 145 M-777 ULH howitzers. The ULH is being bought from BAE Systems GCS via FMS. BAE Land Systems, from whom Indian army is now buying the light howitzer, is also the current owner of the erstwhile Bofors AB which supplied the 155mm howitzers in 1987.
1967 1986 1992
1996 2006
june 2011
NP Aerospace leaders in integrated protection
473 Foleshill Road, Coventry CV6 5AQ, England Tel:+ 44 (0)24 76702802 Fax:+ 44 (0)24 76687313
E- mail: info@np-aerospace.co.uk Web: www.np-aerospace.co.uk
Volume 14 Issue 3
NP DE FE SU AE OV NC PP RO ER E F OR SP 30 OR TIN AC YE CES G E AR F S OR
N P AEROSPACE LTD
News in Brief
BATTLESPACE C4ISTAR TECHNOLOGIES Aerospace is a subsidiary of Morgan Crucible plc NP
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
At a briefing on defence procurement reform in London in 2009 Lord Drayson the then Minister for Defence Procurement stated that the time had come for the development of a new procurement policy to stop defence procurements of equipment where the contract had met problems or cost overruns. Could this be the way to deal with the Scout programme and its sister FRES UV? Our views on the FRES debacle are well rehearsed, not least being the 300 million of MoD money wasted without producing one single vehicle which could have been used to save lives in Afghanistan. However, the debacle could be used to great effect by the MoD to defer the buy of Scout and FRES, a system which is now so tainted that only consultants and Civil Servants make money from it, to have a major rethink on the future armoured vehicle requirements for the British Army. What has in essence happened with Scout and FRES and is clearly also facing the DoD over the proposed Ground Combat Vehicle is that current designs have hit a technology brick wall. Whether you dress up Scout as a new Warrior the fact remains that both vehicles are broadly similar in weight performance and technology with Scout coming wrapped in brand new paper to give those championing it a plinth to claim the huge advances in technology wrong! Why buy a vehicle for the next 25 years which was developed in the 1980s? It will be old before its time and cost huge sums of money to update it over the coming years. The huge 500 million slated for seven Scout prototypes comes on top of the FRES money. What will the MoD get for this huge spend, an ASCOD with an advanced databus system, network and advanced protection. Not a lot for 500 million! What the MoD should consider doing as stated Lord Drayson is to scrap Scout and FRES UV, use the money to buy a small number of UORs for Afghanistan and invest the savings in the future. The FRES UV programme was damned by many, including BATTLESPACE as the worst procurement ever and a waste of money. However an analysis of vehicles purchased by other countries including the USA in particular and Germany show that these vehicles were designed for a pre-IED war and that they will need updating to meet this new threat. The U.S. DoD has quietly got the Stryker double hull update underway to offer greater protection, the next stage being an automotive update to accommodate this extra weight. These enhancements are also being fed through to the new GD Piranha 5. These enhancements certainly give the user a better protected and user-friendly vehicle, but it is just an upgrade rather than an update. The spend of 300 million was perhaps far more than was required to find out these problems but had the MoD gone ahead with the purchase of Piranha but it is likely that any upgrades required to bring the vehicles up to Theatre Level Entry standard would cost a great deal more. The answer is a complete rethink of future vehicle designs, tearing up the technology of the past and start again from a clean sheet. This is exactly what the U.K. MoD has done with its Future Protected Vehicle Capability Vision (FPV). The Editor wrote to Lord Mandelson during the financial crisis and suggested that as part of the excellent Composites Initiative that the government include the design of a new armoured vehicle which would give the UK a world lead and leap frog existing technologies. Well, it looks like FPV might be the beginnings of this process. Above: Safeguard (BAE Systems).
ABSOLUTE CONFIDENCE.
Future Vehicle Capability Vision The Road Ahead for the Future
Contents
Whats in this issue

feature artiCles
Future Vehicle Capability Vision The Road Ahead for the Future Public Order Vehicles The Next Generation Night Driving in a Hostile Environment Changing of The Guard The Future of Logistics is in the Bag! Steroid Abuse
Its what they need in their integrated communications system. Its what Harris delivers.
U.S. Tactical Truck Update
june 2011
Integrated vehicle and platform systems C4ISR systems Tactical ISR systems Soldier systems Wide area network systems Homeland and border security systems
Volume 14 Issue 3
Our prepackaged systems provide a custom solutionbut without the cost, risk, or time. Drawing on more than a half-century of experience as the leading global supplier and innovator in tactical communications, we can quickly integrate our eld-proven products and help deploy and support your systems in the eld. Customers in more than 150 countries trust Harris to bring it all together, for system performance that really stands out.
harris.com
Count on us for all of your critical communications needs: Harris.com/Condence 8 Future Vehicle Capability Vision The Road Ahead for the Future BATTLESPACE C4ISTAR TECHNOLOGIES 9
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Future Protected Vehicle Capability Vision

Background of Future Protected Vehicle Capability Vision (FPVCV) as published by the MoD. Since WWII the development of armoured vehicles has been largely evolutionary rather than revolutionary. This has resulted in increases in weight or compromises in capability in order to meet constraints of weight, size and cost. This Capability Vision (CV) seeks to break out of the traditional evolutionary Armoured Fighting Vehicle (AFV) design cycle through generating radical concepts for a Next Generation family of AFVs which exploit electric drive and other emerging technologies. The CV will aim to de-risk the integration of critical technologies and exploit the benefits of flexibility and synergy that they could provide. It will culminate in an integrated physical demonstrator which will embody the effectiveness, survivability and high tactical mobility currently associated with a MBT but with the logistic footprint and strategic mobility of a rapidly deployable, lightweight, air portable system. The vision will encompass the modular, open architecture approaches required to underpin a future generation of mission configurable platforms covering the following four roles: Lethal Effects, Recce, Troop Carrier, General Utility. The overall maximum operational target weight is 30 tonnes but with the ability to transport the system in C130 Hercules air transportable packets. The Scope required by the MoD is: An electric 30 tonne vehicle which will embody the effectiveness and survivability currently associated with a Main Battle Tank (MBT) but with high tactical mobility, reduced logistic footprint and strategic mobility of a rapidly deployable, air portable system G It will employ a modular, open architecture approach to underpin a future generation of mission configurable platforms G A Troop Carrier variant capable of carrying a fully equipped eight man section is to be the main demonstration focus G Enhance survivability and other performance aspects, through adjustable ride height (2 meters of suspension travel is the target) G Test Bed Demonstrator within 4 years G Experimental Operational Capability: ~2013
G
battlefield currently estimated at $400 per gallon delivered and the fact that 70% of vehicles in theatre are currently logistic vehicles, fuel savings is a key enabler for FPV. Hisham Awad said. The armour will be either composite or a mixture of composite and metal alloys.
Pointer
Pointer is an advanced UGV which will enable troops to recce buildings and caves remotely as the current range of iRobot systems do. Pointer will also have the ability to be armed and have a mission duration of 8 hours powered by a fuel cell without GPS.
Defense (now BAE Systems under FCS in 2003. These five-ton vehicles, controlled remotely, were also, like Raider slated to provide Reconnaissance, Surveillance and Target Acquisition or remotely controlled direct and indirect fires in support of mounted and dismounted operations by FCS. The vehicles had a Carnegie Mellon autonomous guidance system, a variant of which is now fitted to the Boeing/John Deere UGV vehicle currently under trails for the U.K. MoD, with another variant in service with the U.S. Forces in Afghanistan.
Contents
Whats in this issue

feature artiCles
Atlas
Atlas is a pure cargo vehicle which can be used in convoy tandem systems operating as many as eight vehicles in a convoy autonomously from a Safeguard UGV. Atlas utilises advanced fuel-saving oil filtration systems such as those used on Eurofighter Typhoon, advanced energy harvesting systems on the shock absorbers and brakes such as currently being used in Formula 1 and thermal power generation systems for sensors.
Bearer
Bearer is the Utility Variant of FPV and will have up to 20 varieties of modular bodies from EW Systems to weapons fits to standard flat bed configurations and humanitarian fits which can be mounted and dismounted from a common wheeled chassis with optional slack tracks. The Commander can select his range of configurations during the mission planning process to suit the threat and terrain requirements. The vehicle will be driven by electric hub motors. Bearer will have transparent armour being developed in association with Permali, a remote Overhead weapons Station and electric power in the body. Above: Bearer (BAE Systems). innovative and novel ideas in the following areas: Electric drive systems to realise the potential for such a fighting vehicle system, this can range from complete drive system solutions to component parts G Long travel suspension systems with active control and energy recovery G Power generation and energy storage G Novel control systems and power management G Ideas at sub-system level G General thinking and approaches G Survivability technologies G Lethality solutions, including less than lethal G Vehicle sub-systems G Aids to availability G Vehicle sub-systems G Man Machine Interfaces (MMI) G Materials and structures
G
Wraith
Wraith is a 7 tonne vehicle the size of a Ford Focus which relies on stealth to conceal its position. BAE Systems in Sweden is currently working on a Swdish military Requirement on vehicle silhouette systems using Active Thermal Signatures which in effect distort the si\e and weight of the vehicle using signatureprevention techniques. The system is currently being installed on a CV90 vehicle as we speak at TRL 5-6 levels. Combining this with acoustic processors and high-powered microwave emitters,
Raider
developments of what is in essence a purely technology driven programme looking at possible technology concepts not building and testing of prototypes. We engaged our partners MIRA, Loughborough, Coventry, Hertfordshire and Cranfield amongst others to come up with the solutions for FPV. We developed a whole range of vehicle concepts to meet the technology requirements. These included Safeguard, Pointer, Bearer, Raider, Atlas, Wraith and Charger. We are also pursuing vehicle technology developments in other areas, particularly Sweden where we are working with Atlas Copco on an electric drive vehicle and developing CV90 as an autonomous vehicle along the lines of the system already in place with Terrier. up their systems just by lying back onto their seat. Optional weapons fit include a turreted weapon system with a selfdefence system and a rail-launched medium missile and UAV Loitering Munitions. The vehicle will have a cluster of disposable EO sensors which can be dispensed from the vehicle acting as unmanned ground sensors to protect the vehicle and troops. The suspension will have the ability to be raised by 1.3 metres, thus doing away with the need for a V shaped hull. The front wheels, which have an advanced tread system that can be widened for wet terrain, will also have the ability to be raised or lowered depending on weight and terrain. Power will be from a piston diesel 1KW,kg 50,~%ef 300 tonne miles/gallon generator which will create huge fuel savings given that a current Challenger 2 has a 13 tonne miles/gallon. Given the huge cost of fuel to the Raider very much resembles the cancelled Armed Robotic Vehicle (ARV) variants initially ordered from United Below: Raider (BAE Systems).
june 2011
Volume 14 Issue 3
Safeguard
Safeguard is the Utility variant of FPV. It is a wheeled vehicle with the power system built into the armour. This system allows soldiers in the vehicle to power
This project announced in 2009 under a 2 million Programme awarded to BAE Systems and partners, and Team Innov8, primed by Thales, invited
BATTLESPACE caught up with Hisham Awad, Technical Programme Manger, Emerging Programmes, BAE Systems Global Combat Systems to discuss the
10
11
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: Charger (BAE Systems). the vehicle can be made almost invisible. Hisham Awad said. technologies. Vehicle and aerospace technologies are converging rapidly making new vehicle systems, faster lighter and more manoeuvrable. The next stage will be a contract expected in June 2011 to develop these vehicles in a synthetic environment. Hisahm Awad concluded. Below: Wraith (BAE Systems). If the MoD can hold its nerve and proceed to the next stage then the U.K. will have a world lead in vehicle technology with the possibility of some of this technology converging into the U.S. Ground Combat vehicle project. The Editor concluded.
Contents
Whats in this issue

feature artiCles
Charger
Charger is a 30 tonne tank-like vehicle which is equipped with soft verticallylaunched non-line-of-sight missiles as currently deployed on ships, a cannon with a co-axial weapon, a PLOS mortar for urban situations and Loitering Munitions with a mast-mounted laser rangefinder. This will give commonality of missiles cutting down on logistic supply, support and training. Charger will have Butterfly electromagnetic spaced armour with the ability to widen the air space between armour and hull giving advanced protection from the majority of threats. The vehicle will have a 360 degree vision system, no windows, with the crew located in the rear of the vehicle for better protection
june 2011
Volume 14 Issue 3
Conclusion
This is quite an array of vehicles for the future. When do you expect concept to become reality? The Editor asked. We have developed 547 technologies with over 200 vehicle variants from FPV using aerospace techniques and
12
13
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
For fifty years the Land Rover has been seen as an ideal platform for low profile armour protected vehicles for use in public order situations where the deployment of more overt armour could be inflammatory. From the late sixties, throughout the period usually referred to as The Troubles and right through to the present day, steel armour bodied Land Rover public order vehicles used by the police have been a familiar sight on the streets and lanes of Northern Ireland and so successful were they in this role that derivatives of the original design were both widely exported by Belfast manufacturer Shorts and, from the late eighties, produced in quantity in Turkey by Otokar for both internal security duties and export. Hobson Industries of Donington on Bain, Lincolnshire, who have a quarter century of asset management experience with the Land Rover marque, were responsible for the refurbishment at the turn of the millennium of the then Royal Ulster Constabulary (now Police Service of Northern Ireland (PSNI)) fleet of Tangi armoured Land Rovers, designated the ALR Mk.III by its users. This fleet of several hundred vehicles, evolutions of the Hotspur Land Rover design first produced on the leaf sprung Series III chassis in the seventies by T Davies & Sons of South Wales using their trademarked Hotspur armour plate, had seen extensive service since integration of the basic body style with the coil sprung One-Ten chassis in 1986 and by the end of the nineties was in serious need of refurbishment. Ideally the RUC would have liked to have procured new vehicles to replace the tired Tangi fleet but progression of the peace process and the de-escalation of violence in response to the 1998 Good Friday, or Belfast, Agreement, ruled this out in the short term on political grounds. However fleet refurbishment was only viewed as a temporary solution and specifications were drawn up for an Armoured Land Rover Mk.IV by what had now become PSNI, though on budget grounds this project was put on hold in early 2006. Appreciating that there were other markets for Land Rover based armoured public order vehicles and realising that it was merely a matter of time before PSNI would have to bite the bullet and order replacement vehicles for their ageing and deteriorating ALR Mk.III fleet, Peter Hobson continued to develop his basic Mk.IV proposals, first with a full military specification diesel engine as the Ranger and then as the Mk.IV+ Public Order version which he calls Thetis. Explaining to BATTLESPACE how the Mk.IV+ armoured Land Rover evolved after the PSNI cancelled their programme in 2006 Peter Hobson said, We didnt sit on our Mk.IV proposal but continued to develop it because we knew there would be a future requirement and felt they should have the best. The name Thetis was chosen from Greek mythology for the Mk.IV+ by Barbara Hobson. Father of Achilles, Thetis had the power to create a shield around those he loved. We have designed a vehicle with that in mind, Peter Hobson continued. To protect those people we put in harms way. Based on research conducted both when designing his original ALR Mk.IV proposal and subsequently evolving the better protected military specification Ranger derivative, in Thetis Peter Hobson has been able to create a vehicle which he believes better shields its occupants than any previous steel bodied armoured Land Rover, but through incorporating the latest design and materials technology in strategic alliances with other specialists in associated fields he has been able to increase protection level while maintaining operational payload. Thetis has been designed to deal with multiple threats and attacks from above, below and all sides, ranging from bullets
Contents
Whats in this issue

feature artiCles
Public Order Vehicles The Next Generation

By Bob Morrison
june 2011
Volume 14 Issue 3
14
15
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: Newly refurbished ALR Mk.III Tangi Land Rovers, Drumcree in 2002. and improvised weapons through to petrol bombs and fire scenarios. For example, the Dawson Roof overhead protection principle has been improved and integrated into a one-piece design which also assists in fire protection for the occupants in the type of situation often encountered in urban civil disorder and indeed witnessed frequently during the Jasmine Revolution which swept through much of the Arab World in the first half of 2011. The original Dawson Roof concept came about following the first successful attack on an RUC vehicle with a drogue bomb improvised explosive device, which peeled the roof of a Hotspur armoured Land Rover in Dawson Street Belfast on 9th August 1987. Questioned about his Dawson-derivative roof Peter Hobson stated, I wont go into the details of the Mk.IV+ roof suffice to say that it is a multi-layer design that works on the spacial armour principle. Ive done most of the research on this for getting this armour system going. He continued, What weve done with Thetis is raised the height of the body and used a Dawsonderivative design, because of the weight, to give us more height and of course a smoother surface for flammable liquid to run off. It is basically the same as the original concept of a multi-layer design except ours is also impervious to 7.62mm fire. When queried by BATTLESPACE as to whether the new design was fully composite Peter told us, No, it not all composite. Its a clever use of materials. What you must remember is that when the RUC did the Tangi roof upgrade it was in a rush to protect the vehicles. What weve done with Mk.IV+ is refined that, used better materials and incorporated more understanding of explosive blast effects of shaped charges. Turning to side protection, we asked Peter how he has been able to increase protection levels without incurring weight penalty. The original side gigs used on Ulster vehicles were makeshift standoffs to trigger what was then called the coffee jar bomb. This early side armour design was absorbent and posed a sideeffect threat to occupants as any flammable liquid which does not speedily run off poses potential flash explosion danger. Additionally, as the panels were sharp edged they posed a danger to pedestrians or demonstrators accidentally struck as the vehicle passed. We improved the side gig design considerably, said Peter, and now its an integrated part of the vehicle. It is designed to disintegrate on explosion so its actually sacrificial but the outer is made out of exactly the same material as they make the top hats for the Land Rover Wolf so it is designed to crush in an accident without giving shards out. It is actually quite an expensive piece of kit, being layered and autoclaved, and of course it meets Road Traffic Act legislation for collision, which is important. We cant use the bath spray type technique on it because it would shatter in shards. As its designed to be sacrificial we want it to actually tear apart. Peter explained that although the Thetis roof outer is of similar material to the side gigs it is of much sturdier construction as it acts as a trauma barrier as well as a triggering device. In addition to posing secondary danger from flying metal shards in an explosion, the older style of roof lent itself quite readily to holding burning flammable liquid because of the way it was put together, so the Mk.IV+ Thetis roof has been specifically designed to allow fuel to run off. Hobsons were well aware that the most common problem in a public order situation, and usually a much greater threat than the IED, is the easily constructed Molotov cocktail or petrol bomb. So although there was much focus on both the bullet and the bomb, they also looked in depth at the fire protection system and improved on past developments in this sphere. On the Mk.IV+ Thetis the outside surface is coated with fire retardant paint throughout and the design has very few seams through which flammable liquid can get into the vehicle. Peter told BATTLESPACE, We noticed when we looked at videos of petrol bomb attacks on vehicles that the areas they used to hit were the door opening aperture at the front and the front screen, both of which we addressed immediately through design changes, and the tyres. He does not wish to go into too much detail about design change protection measures for the doors and front screen, but Hobsons will say that they get around the tyre problem by putting a barrier paint on the inner wing and sealing all the inner wing completely, putting other solutions in there and not just fitting the galvanised wheel arch liner that Land Rover supply. The paint coating used in the wheel area Above: Hobson Thetis demonstrator. is designed so that when it catches fire it bubbles up and actually creates a barrier of inert gases. The rubber tyre can still burn but because the wheel has Tyron run-flats fitted the vehicle can be driven out of trouble and burning rubber no longer poses a threat to the engine compartment. Another area which was a major fire vulnerability was the front of the vehicle. On earlier vehicles the RUC had tried lots of remedies to try to stop inflammable liquid getting in but Hobsons took a completely different approach. What Peter did was look at the way that fluids react when they are in motion and he realised very quickly that if he could make a labyrinth seal and get the angles of the inclined planes correct what would happen was the fuel would hit the bonnet area and joint between bonnet and cab and simply run off rather than seeping in. A labyrinth seal is like a maze for flowing liquid, which uses all its energy up trying to get around, therefore Hobsons created a completely new bonnet designed so that liquids would run onto the sides of the wings and then off down the side of the vehicle rather than into the gulley below the screen or under the bonnet edges. There is no rubber at all to catch fire on the Mk.IV+ Thetis bonnet and only the labyrinth seal design is used to prevent ingress of liquids, but the engine can still breathe because air comes from a separate location. Hobsons demonstrated the labyrinth seal principle to the RUC during the trials of their original Mk.IV prototype when they put cameras inside and actually petrol bombed the vehicle. They threw two gallons of neat petrol over it and then hit it with four petrol bombs with occupants inside. Says Peter, We just drove it, petrol bombed it, and drove it away. The crash vent system worked perfectly as soon as the petrol was thrown over it, the petrol ignited, the whole front was ablaze externally. If you throw petrol on a vehicle unlit, explained Peter, all the fumes go into the vehicle. If you then ignite that petrol its like an internal combustion engine. It just explodes. So the first thing we had to do was put a crash vent system in so that it would seal it. I dont want to go into details of the system but, lets put it this way, it stops all fans and blowers and closes a flap which stops any residual fumes getting into the vehicle. Its a very clever system. Peter used knowledge gained in his time in the Royal Navy, where a gas turbine fire could be death for a ship, combined with the experience of BF Goodrich from the racing car industry, to ensure that anything which carried flammable liquid on Thetis was protected from fire. Although armoured Land Rover fuel tanks are explosive proof, later models are plastic so he had to make a shroud and wrap it in fire protective material, of the same sort that firemen use in their suits, to withstand 1000 degrees for at least a couple of minutes. Such protection allows the vehicle to be driven away from fire without worrying about the fuel tank igniting, but this also means that any plastic fittings in the fuel lines need to be changed and the lines themselves have to be shrouded and shielded. The bottom of the fuel tank also has to be protected against blast. Fire inside the vehicle was also an issue here so Hobsons teamed up with joint venture partner Line-X of America to run spall liner trials with them. Originally the chosen material came in as a backing spall liner for the floor and as a secondary guard for the inside, but by working with Line-X they produced a fire retardant material. Hobsons were then granted one of only three military licences by Line-X to apply this new fire retardant spall liner type material and the inside of the Mk.IV+ Thetis is therefore uniquely sprayed with this compound. From years of experience Hobsons knew that armoured Land Rovers in Northern Ireland were routinely running at 4.2 or even 4.4 tonnes, so they decided on a major weight reduction programme with
Contents
Whats in this issue

feature artiCles
Below: Various crew compartment seating options are available dependent on precise role.
Below: ALR Mk.II Tangi Land Rovers deployed on the streets of Belfast during the Marching Season.
june 2011
Volume 14 Issue 3
16
17
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
what is now Mk.IV+ Thetis. Although the company had a Letter of Approval from Land Rover to produce a 4.0 tonne vehicle they felt there had to be a new generation of vehicles where the weight was massively reduced, so they went into a weight reduction programme and started developing spacial armour. In simple terms spacial armour allows the use of two thin plates to do more than the work of one thick plate of the combined thickness. Through careful use of materials they dropped the standard vehicle down from nearly 4.0 tonnes to 3.2 tonnes kerb weight, to allow a fully crewed gross vehicle weight within the 4.0 tonnes approved by Land Rover. Hobsons also completely redesigned the braking system on the vehicle in conjunction with Alcon to not only meet the 4.0 tonne target but to also cater for 4.4 tonnes GVW as, to quote Peter, they always overload! At Hobsons they work in strategic partnerships and believe it is the way for the industry to go. They worked with Alcon as a joint venture to design the braking system for the new vehicle and as a result it is far superior to anything that is currently fitted to armoured Land Rovers. However despite uprated springs, better shock absorbers, reconstructed anti-roll bars and a better braking system they still had a vulnerable underside to the vehicle. The Hobsons team knew that the RUC had been putting an exterior blast plate underneath, but noticed that this was actually a pain for the operators as it caught things on the road and was difficult to take off for maintenance, so they decided to redesign the floor of the vehicle completely. They designed a new floor in spacial armour so it actually gives a twin floor; the first floor takes the blast and deforms, taking any fragments. The blast then goes into a void (precise details are not for public consumption) and then hits another trauma plate, by when its velocity is reduced as most of the effect has been taken by the first plate and void. The Mk.IV+ Thetis therefore has a military specification STANAG Level 1 floor at half the weight that would normally be considered appropriate and this gives considerable savings on weight as well as providing a solution which greatly exceeds B6 protection level. Another thing Peter was keen to point out is that while everybody talks about B6 level ballistics, Irish dissidents and others frequently use the slogan: Through Armalite and ballot box. Well, says Peter, the Armalite is .223 calibre and the SS109 round will go straight through steel. Youve got to have a massive amount of steel to stop a 223 bullet, so for Mk.IV+ Thetis we decided we would go to a thickness where you would stop all conventional .223 rounds. The only other major weight saving Hobsons felt they could make was with the spall liner so they decided to design one which was lightweight yet would absorb energy very fast and still keep its rigidity. Like all materials used in Thetis Mk.IV+, this lightweight spall liner is also fully compliant with end of life disposal requirements. Hobsons also worked with Romag, makers of bullet resistant security glass, on the weight reduction programme. Armoured glass is both very thick and its heavy, so working with the knowledge he had of Northern Ireland vehicle attacks Peter realised that the biggest threat was actually from a sniper round and so developed a glass to meet NIJ 0108.01. A competitive shooter and firearms expert of long standing Peter, in conjunction with Romag, developed a multi-layered glass which works on the cricket ball effect of dissipating energy. This glazing solution not only easily stops a 150grain sniper round at 3000 fps but also caters for another common threat, which is ball bearings fired at the windows to crack the glass and take the vehicle out of service. This secondary threat is addressed by provision of a potted glazing system with the glass being sheathed in its own frame meaning it is just a matter of unscrewing a few screws, taking the old glass out, and inserting a new cassette in double sided tape to make it waterproof. My cassetted glazing system design, says Peter, gives an easy stop for a high powered sniper round, which is what the primary threat would be. If a ball bearing is fired at it, because its front face is a heavier glass it is less likely to shatter, but if it does the cassette system allows it to be changed literally in minutes and the vehicle can then be returned to service. The original chassis Hobsons worked with Land Rover on was known as Storm and was massively strengthened and this is now the standard heavy duty chassis in the Land Rover range. This chassis, which is essentially the same as that used on the R-WMIK+ model which grosses at 5.0 tonne, has been beefed up all round to take the massive loading imposed by an armoured body, so that original chassis that Hobsons did design work with Land Rover for on the original ALR Mk.IV project is now Land Rovers standard heavy duty chassis of choice. Hobson Industries Mk.IV+ Thetis has therefore been a rethink from top to bottom. With complete redesigns for all of the armour shell, all of the improved Dawson-derivative roof, all of side gigs, all of spall liners, all of the bonnet and wing petrol bomb protection, all of the suspension and all of the braking system, plus redesign of seventy percent of the fire protection system, Peter Hobson is confident that his design is the best current solution for those requiring a comparatively benign appearance armoured Land Rover type of vehicle for high threat level public order situations.
Designed to work. Engineered for life.

Dytecna is a leading independent engineering solutions, technology systems and support services company providing design, product and manufacturing innovation to defence and industry where reliability, safety and protection are paramount.
Contents
Whats in this issue

feature artiCles
Below: Thetis engine compartment is protected from petrol bomb attack by labyrinth seals.
Engineering solutions
Force protection Vehicle modications Workspace systems Power solutions
Technology systems
Digital systems Electronic systems Software solutions Secure communications
Support services
NATO codication Through-life support Safety management Training services
june 2011
Volume 14 Issue 3
Designed to work. Engineered for life.

+44 (0)1932 339120
Public Order Vehicles The Next Generation BATTLESPACE C4ISTAR TECHNOLOGIES
www.dytecna.com
19
18
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Driving the family saloon in a peaceful urban environment is Standard Operating Procedure (SOP) to the average domestic motorist. The roads are familiar, there is signposting and street lights. Move into the country and you gradually loose the street lighting, so headlights go to main beam and all is well. The periphery is dark but the road ahead is well lit. Take any military vehicle and under the same conditions, circumstances are virtually the same. However, if you relocate the scenario to rural Afghanistan, for example, almost everything changes. Whatever the vehicle, it will still have a set of road lighting for civilian roads but driving on main beam down a dirt road in Helmand Province is likely to attract the unwanted attention of the local opposition. A more covert way of driving is recommended. This feature outlines a number of solutions being adopted and available to the military. Since the arrival of image-intensified (II) night-vision devices some 40 years ago, armoured vehicles have had this facility incorporated into the drivers viewing systems for use when closed-down. For utility vehicles and trucks of all sizes, the driver has been issued with night-vision goggles (NVGs) if required. However, in a situation with little or no ambient light to intensify or activate the II tube conditions that exist in many areas of Afghanistan then infrared (IR or thermal) imaging has been introduced on an urgent basis. At the same time, as armoured vehicles (including types previously categorized as soft-skin that have been up-armoured against local threats) find themselves in urban environments, the need for allround visibility has become equally urgent in order to increase the drivers local situational awareness (LSA) against close-in threats. While the bulk of the cameras installed in such systems are of the charge-coupled device (CCD) TV-type, many with the ability to image across dawn-and-dusk light levels (i.e. into the near infrared or NIR spectrum 0.4 to 1.5 microns), there is at least one IR imager per system, usually positioned to view the forward hemisphere of the vehicle. Some vehicles may also be equipped with mastmounted sensor turrets (with IR and TV cameras, plus the optional laser suites should targeting data be required as well) that can be elevated to provide deeper penetration into the dark of night. Thus it may be argued that LSA systems and night-vision capability for ground vehicles go together like the proverbial horse-and-carriage. The biggest user of such systems is the US military, principally the US Army and US Marine Corps (USMC). In September 2009, the US Army's Communications Electronics Command awarded BAE Systems and DRS Technologies a US$1.9 billion indefinite delivery/indefinite quantity (ID/IQ) contract each to produce a system of IR sensors that provides 24hour all-weather visibility for US Army and USMC ground vehicles. Based on the AN/VAS-5 Driver's Vision Enhancer (DVE), originally produced by Raytheon in the late-1990s, the new system is known as the Driver's Vision Enhancer Family of Systems (DVE-FOS). The original DVE used an external 8-12 microns (long-wave infrared or LWIR) detector with a 320x240 pixel, cooled Barium Strontium Titanate (BST) staring array, offering a frontal field-of-view (FoV) of 30x40 degrees, displaying the image produced on a TV-like screen. As thermal technology improved, the US Army re-competed the DVE production
Contents
Whats in this issue

feature artiCles
DRIVERS VISION ENHANCEMENT SITUATIONAL AWARENESS
Night Driving in a Hostile Environment

By David Maxwell
VEHICLE RSTA AND FORCE PROTECTION
VEHICLE AND CONVOY SELF PROTECTION
june 2011
Volume 14 Issue 3
Above: The Check-6 drivers rear-view camera system uses the LWIR detector from the AN/PAS-13C thermal weapon sight. [BAE Systems]
20
21
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: The DVE-FOS Lite system mounted on an HMMWV. [DRS Technologies] contract in 2004, with production passing to DRS Technologies, which offered a higher resolution 640x480 pixel uncooled Vanadium Oxide (VOx) LWIR microbolometer detector (with BAE Systems taking a share of production from 2009, using an uncooled VOx LWIR microbolometer derived from that used in its AN/PAS-13C(V) Thermal Weapon Sight). These systems had a slightly larger FoV (nominally 31x42 degrees) but the system remained forward-facing. DRS is also supplying the DVE for the British Army Husky vehicles. The DVE-FOS takes the AN/VAS-5 DVE development forward and comprises four versions, depending on application, as follows: G DVE Lite intended for line-haul truck and tactical vehicle applications; G DVE TWV(Tactical Wheeled Vehicles) uses an electronic pan-and-tilt module; G DVE FADS (Forward Activity Detection System) provides detection or surveillance at long-range to monitor suspicious activities (such as those associated with planting IEDs); and G DVE CV (Combat Vehicles) compatible with fighting vehicles. DVE-FOS is not, yet, a full 360-degree LSA system. Such systems have evolved, initially by adding a rear- view camera as in the Tank Urban Survivability Kit (TUSK) developed by the US Army for the M1-series Abrams tanks to use in urban environments. An integral part of TUSK was the drivers rear-view camera (DRVC), which is based on the BAE Systems Check6 unit also using the AN/PAS-13Cs VOx microbolometer. The DRVC, which is integrated into the tail-light assembly of the Abrams, was initially ordered in 2008 and has since been adapted for the Bradley and Stryker families of vehicles, as well as the various incarnations of MRAP (mine-resistant, ambush-protected) vehicles. A rival product for the DVE-FOS requirement from FLIR Systems the modular Thermovision DV-FADS continues to be marketed, as a complete system or in its various component parts. This includes the various camera elements for such systems. An early UK thermal imaging drivers viewing system, introduced in 2002, was the Selex Galileo (formerly BAE Systems) Driver's Night Vision System dual channel (DNVS 2) for the Titan Armoured Vehicle-Launched Bridge, Trojan Engineer Tank System and Terrier CEV Combat Engineer Vehicle. It has since been fitted to up-armoured BvS10 Viking all-terrain vehicles. DNVS 2 is a forward-facing unit mounting a colour CCD TV camera with a 64x48-degree FoV and LWIR 320x240 thermal imager (with a 52x38-degree FoV) located on the front of the hull. The driver views the imagery on a heads-down 8.4-inch colour LCD display. Daylight TV cameras from Ultra Electronics have been subsequently fitted to cover the vehicle flanks. This system evolved to the Caracal DVNS 3 with a wider, 90x75-degree FoV for the CCD TV camera (colour or monochrome to customer requirement). It has been fitted to up-armoured Challenger 2 tanks, Challenger Armoured Repair and Recovery Vehicles and M270B1/2 MLRS launcher vehicles of the British Army. A trans-Atlantic collaboration between Thales Canadian and UK companies has levered their experience to meet specific individual customer requirements. Thales' work is based on thermal night-vision systems for drivers, including the Thermal Drivers Sight 2 (TDS2), the all-digital Drivers Vision Enhancer 2 (DVE2), the Vision Enhancement Module 2 (VEM2) and the Remotely Operated Driver's Vision Enhancer 2 (RODVE2) available in analog or digital formats. The British Army's Panther command and liaison vehicle is equipped with TDS2. In 2009, prior to deployment in Afghanistan, an Urgent Operational Requirement (UOR) saw 67 Panthers equipped with a VEM2 unit as a rear-view camera (together with other enhancements) to bring them up to Theatre Entry Standard (TES). The VEM2 uses uncooled LWIR 640x480 detectors (with an FoV of 16-90 degrees) sourced from ULIS of France. Thales describes the system as being of flexible, modular and scaleable configuration, adding that the digital system allows the application of auto detection and target-tracking algorithms. Provision of a rear-view TI camera is now SOP for a drivers viewing system, and by adding side cameras or a 360-degree arrangement, an LSA system emerges. Thales UK and Thales Canada has put together an analog Integrated Local Situational Awareness (ILSA) system for two undisclosed customers. This system brings together two RODVE cameras, six low-light and colour TV cameras, four displays and a signal distribution unit (SDU). Recognising the arrival of LSA systems, the UK Ministry of Defence (MoD) has, with the collaboration of industry, compiled and, in August 2010, released a Defence Standard relating to such systems: DEF-STD-23-09 Generic Vehicle Architecture Design (GVAD). A year earlier, in August 2009, it had issued an interim version of an associated Defence Standard applicable to LSA systems: DEFSTD-00-82 Vetronics Infrastructure for Video Over Ethernet (VIVOE). No doubt the fruits of further development work on these topics will be on display at this years Protected Mobility Exhibition Conference at the UKs Millbrook Proving Ground. At DVD 2010, a Panther vehicle featured a system from BAE Systems Platform Solutions (merging the imageprocessing and integration experience from the Rochester, UK, facility with its Austin, Texas, sensor capability) known as the Local And Tactical Information System (LATIS), developed in accordance with the emerging requirements of DEF-STD-23-09. What is interesting about LATIS is that it concentrates on the system architecture rather than the cameras themselves, as LSA systems have fast become 'sensor agnostic. Among its key features is the driver's display. It comprises a forward 180-degree coverage comprising three 'stitched' views (the central one being a thermal image), a rear-view display (located and reversed to
Contents
Whats in this issue

feature artiCles
Above: A pair of LSA cameras installed in the turret of a Leopard 2 tank, displayed at Eurosatory 2010. [Author] replicate the conventional rear-view mirror), and a wing mirror view on the main displays two lower corners. The displays all feature intelligent symbology (leveraging expertise from the companys aviation display products), including a predictive track projection. Digital mapping and image fusion facilities are also possible. The key to LATIS and equivalent systems is the need for a flexible architecture with high bandwidth and low latency. Latency may be defined as the time it takes a photon from hitting the sensor head to being displayed on the screen, measured in milliseconds. A system suitable for driving requires a latency of less than 80 ms is required. In the UK, both Selex Galileo and Thales are also working on systems that are DEFSTD-00-82 and DEF-STD-23-09 compliant. Thales UK is now promoting a digital variant of its ILSA with an open architecture system, using the VEM2 for the forward and rear-view sensors, plus TV cameras, but is essentially sensor agnostic. The Canadian side of the company now offers a Local Situational Awareness System (LSAS) using the RODVE2 (with LWIR 640x480 detectors) and VEM2, plus TV camera, SDU and HMI. The Canadian Forces have adopted variations of driver thermal viewing systems using RODVE2 and VEM2 on seven vehicles, including the Leopard 2 tank, M113, LAV and Bison (all having seen service in Afghanistan since 2008). Development of night-driving and LSA systems has not been the exclusive province of the UK and US alone. From Scandinavia, the Security and Defence Solutions business unit of Saab offers a local situational awareness system based on FLIR Systems ThermoVision SA90 uncooled LWIR 640x480 VOx microbolometers (one of the modular elements of DV-FADS), presenting a 270degree coverage of the flanks and rear of the vehicle (leaving the front quadrant to whichever drivers thermal viewer is fitted). The system architecture is based on the companys proprietary real-time Video Distribution System, operating on Gigabit Ethernet (claiming a latency of 1-2 ms) and integrated into the vehicle's battle management system. In mainland Europe, Belgian display manufacturer Barco offers an LSA with options of covering the rear-view case and the full panoramic case. The latter is described as an all-digital open architecture system, capable of using up to eight cameras and claimed to be UK DEF-STD-00-82 compliant. Image processing techniques and stitching allow 180-degree or 360-degree panoramic views to be presented in a single screen. Image fusion, moving target indication and target recognition capabilities are also built in. The company claims one unspecified customer. Germanys Rheinmetall Defence Electronics is promoting a tank-oriented situational awareness system offering full 360-degree azimuth coverage (30 degrees in elevation), using four triple-sensor units at each turret corner. A demonstration system was displayed on a Leopard 2 tank
june 2011
Volume 14 Issue 3
Left: The MX-10GS sensor turret on a mast-mount. [L-3 Wescam]
22
23
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
at the 2010 Eurosatory exhibition in Paris. The baseline sensor is a high-resolution daylight colour TV camera, although uncooled TI detectors are offered as an option. The displays allow picture-inpicture capability with options for alert-and-tracking functions and an interface to the tank's fire-control system. The cross-over of sensor technology and system architecture between aviation and ground vehicles is illustrated by the IRCentric product from Israel's Elisra Electronic Systems (now fully part of Elbit Systems) launched at the 2010 Farnborough air show. Although aimed at aerial platforms, it has equivalent applications on land systems. It uses imagery from the existing IR sensors of a missile warning system such as the company's PAWS system processed using the companys proprietary SAPIR (Situational Awareness Panoramic InfraRed) algorithms to present a panoramic image that can be viewed on a pilots helmet-mounted display. As many front-line armoured vehicles already possess such IR missile warners, the application for ground systems is obvious, although not yet demonstrated. Other sources of night-vision imagery to assist drivers can come from a mastmounted surveillance system or the cameras associated with a remotecontrolled weapons system. To be used effectively (by integrating with the drivers viewing screen/display) an open vetronics architecture is essential. One of the early instances of mastmounted driving aids, intended primarily as a detection means for improvised explosive devices (IEDs), is the Vehicle Optics Sensor System (VOSS) developed, initially, for the USMC by what is now Lockheed Martin Gyrocam Systems and subsequently adopted by the US Army. The USMC required a mast-mounted observation system for its MRAP-class vehicles to help detect roadside IEDs. VOSS Phase I (2006) comprised 117 ISR 100 sensor turrets, each equipped with a MWIR 320x256 thermal imager; an HD three-chip CCD TV camera; a low-light single-chip CCD TV camera; and an eye-safe laser illuminator, all in a 15-inch-(381 mm-) diameter gimbal. In May 2008, the US Army contracted VOSS Phase II (expected to reach 500+ units). The VOSS II turret is based on the companys ISR 200 or ISR 300 unit using a higherresolution 640x512 MWIR thermal imager; the same two CCD TV cameras; day/night optical zoom lenses; and an eye-safe laser rangefinder in addition to the laser illuminator. The ISR 300 unit also features an inertial measurement unit. Since the acquisition by Lockheed Martin, the ISR 100, 200 and 300 units have Above: The VEM-2 camera module is being used as a rear-view camera in several Thales LSA systems. [Thales] been merged into one product line, known as 15 TS. VOSS units are mounted on Buffalo, Cougar JERRV (Joint EOD Rapid Response Vehicles), RG31 and RG33 MRAPs, mainly deployed in Iraq and Afghanistan. As might be expected, the major suppliers of airborne sensor turrets have also provided ground vehicle equivalents. FLIR Systems offers a variant of its 15indiameter Star SAFIRE (Sea-Air Forward-looking Infrared Equipment) III unit. Known as Star SAFIRE LV (Land Vehicle), the sensor payload mix comprises a 640x512 MWIR thermal imager, a colour zoom CCD TV camera, a colour spotter scope CCD TV camera (long-range, narrow FoV) and a low-light TV camera, plus three laser targeting sensors. The company is also producing an equivalent version of its 9in-diameter Talon turret, with a similar sensor payload mix. Similarly, L-3 Wescam has recently launched a mast-mounted variant of its airborne MX-10 turret, known as MX10GS, at the CANSEC show in Ottawa, Canada. The 26cm-diameter turret can accommodate up to six sensors: 640x512 MWIR thermal imager, a daylight colour CCD TV camera and a low-light ElectronMultiplying CCD TV camera, plus three laser targeting sensors. Meanwhile, in May 2011, Israel Aerospace Industries (IAI) announced that it has delivered its new MiniPOP lightweight sensor turret for inclusion on the Samson 30 RCWS (Remote Controlled Weapons Station) provided by Rafael Advanced Defense Systems to be installed on the GDELS-Steyr KBVP Pandur wheeled infantry fighting vehicles operated by the Czech Army in Afghanistan. MiniPOP features a 384x480 MWIR thermal imager, a colour CCD TV camera and two laser sensors. Rafael itself offers its Toplite sensor turret, with a similar sensor mix, adopted for ground vehicle use. As can be seen from all the examples cited above, there is a wide choice of sensors available to feed into LSA systems; virtually all of them are off-the-shelf and many are from commercial security suppliers. The list of companies and products is vast and it is a matter of mix and match to vehicle requirement, budget and timeframe required. It is not so long ago that night driving capability for a vehicle was virtually an also ran requirement. However operational requirements in austere and hostile environments have changed all that. Systems once considered nice-tohave are now de rigeur, while the vehicle architecture into which they are integrated has evolved into an LSA capability that is now considered essential.
Contents
Whats in this issue

feature artiCles
TURNS POWERTRAINS INTO POWER PLANTS.

By modifying the drivetrains of a wide range of military vehicles, DRS Technologies has made mobile electrical power possible. Anywhere. Which saves fuel and provides commanders with operational flexibility. DRS On-Board Vehicle Power is just one example of our creative power solutions in action.
june 2011
Volume 14 Issue 3
Power Anywhere: Thats Go To.

DRS.com/GoTo
Left: A LATIS prototype camera unit installed on the rear of a Stryker vehicle. [BAE Systems]
25
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
TRAKKER
Keep Moving Stay Protected
Contents
Whats in this issue

feature artiCles
Future Vehicle Capability Vision The Road Ahead for the Future Public Order Vehicles The Next Generation
By Shaun Connors
Changing of The Guard

The British Armys truck fleets are undergoing a period of significant change. A Stobart-type high-profile commercial truck operator with a good-sized fleet would usually look to run a heavy truck for little more than three years (maybe stretching to a year or so longer in the current financial climate), during which time it can be expected to cover anything between 300,000 and a half a million miles. Military trucks are a different ballgame and the differences between those sort of figures and what the military projects for its trucks could hardly be further apart. The British Army, as a fairly standard example, generally procures trucks with a projected service life of anything up to 25 years, albeit at miserly anticipated annual mileages of around 10,000 miles. A further military difference is that most military truck purchases are made with some form of mid-life refurbishment or overhaul scheduled in at time of purchase, this particular approach demonstrating its value when usage figures (and associated wear and tear) peak as they are currently doing on the back of ongoing deployed operations. If the British Armys current truck fleet is compared with that of its NATO/European allies it stands out as a relatively modern one, even if in the commercial terms outlined above most of that fleet would be considered of pensionable or near-pensionable age. However, things might not look as good
Night Driving in a Hostile Environment Changing of The Guard The Future of Logistics is in the Bag! Steroid Abuse U.S. Tactical Truck Update
overall for the British Armys truck fleet as they currently do had the sizeable Wheeled Tanker and Support Vehicle procurements not reached their current respective status of full capability delivered for Wheeled Tanker and twothirds of the way through deliveries for Support Vehicle, by the time the 2010 Strategic Defence and Security Review (SDSR) began to impact.
Young Blood
The $1.3 billion Support Vehicle contract was awarded to MAN ERF Ltd in March 2005, with the first vehicles entering service on schedule in June 2007. By year-end around 5,500 are expected to have been delivered, with final deliveries scheduled during 2013.
Above: Support Vehicle originally called for 4,815 cargo trucks plus 314 recovery vehicles with 69 associated recovery trailers, however, following an exercised 2,077 cargo truck option, some delivery revisions and additional orders, the total number of Support Vehicles and derivatives now contracted has increased to 7,479 (Shaun Connors). Below: Seddon Atkinson LET with original Trailmaster-supplied trailer; LET will be replaced under the pending CAVP programme (Shaun Connors).
4x4 Flexible Logistics
6x6 Load Carrier
8x8 Fuel Tanker
8x8 Hook Lifting System
june 2011
Volume 14 Issue 3
A PROVEN SOLUTION FOR THE TOUGHEST LOGISTIC MISSIONS. Trakker is the heavy duty workhorse of the Iveco range. Designed to meet the most demanding civil off road duty cycles, it has proved equally capable of handling rigorous military missions. Available as 4 x 4, 6 x 6 and 8 x 8, with a wide range of drivelines and wheelbases, Trakker combines the cost effectiveness, ease of support and exibility of a commercial truck with the robustIveco S.p.A. Defence Vehicles Headquarters I-39100 Bolzano, via Volta 6 +39 0471 905 111 dvdbzcom@iveco.com BATTLESPACE C4ISTAR
ness and durability of a specialist military vehicle. The chassis is highly adaptable and is already used for a wide range of logistic and engineer support roles. Now available with a ballistic steel cab with class leading survivability, the Trakker range provides support in the most demanding operational environments.
26
Iveco Defence Vehicles, UK Iveco Limited, Iveco House Station Road, Watford WD171SR +44(0) 1923259728 andrew.bucknall@iveco.com TECHNOLOGIES
27
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: Wheeled Tanker, with 218 20,000-litre Close Support Tanker (CST) and 82 15,000-litre Tactical Aircraft Refueller (TAR) [shown] variants, was intended to replace all tri-service vehicle types used for the bulk distribution of fuel on deployed operations (Martin Pagh). Support Vehicle originally called for 4,815 cargo trucks plus 314 recovery vehicles with 69 associated recovery trailers, however, following an exercised option for an additional 2,077 cargo trucks (in preference to refurbishing the Leyland DAF 4-tonne fleet), some delivery revisions (including a reduction to 288 recovery vehicles) and additional orders, the total number of Support Vehicles and derivatives now contracted by the MoD has increased to 7,479. In a forward-thinking move the Support Vehicle contract also included a requirement for 1,098 appliqu protection kits, these capable of installation on all except a 161-vehcile training fleet. For operations in Afghanistan and Iraq, under Project Fortress some 280 Support Vehicles of all types were subject to a selection of protection and capability enhancements during 2008. More recently, 324 Support Vehicles (including 211 Project Fortress vehicles) are currently being further upgraded to the latest Theatre Entry Standard (TES) for use in Afghanistan. Wheeled Recovery Vehicle, these requirements (plus Future Fuel Vehicle) all then proposed Private Finance Initiative (PFI) procurements. The PFI route was ultimately abandoned for these procurements, and in April 2001 it was announced that Future Cargo Vehicle and Future Wheeled Recovery Vehicle had combined to become Support Vehicle. Support Vehicle is based around fleets of MAN TGA-based HX and military-specific SX models. The fleet, following some delivery revisions, will be made up of the following:
G G
older TM 4-4 fleet until full replacement occurred, 1,308 vehicles were refurbished between financial year 199596 and 1999-00. Currently around 2,600 Leyland-DAF remain in service from around 4,400 delivered between 1989-95. A plan to rotate this fleet to overseas training areas which are late along the Support Vehicle delivery plan is currently being managed. The Leyland-DAF fleet was not refurbished, a Support Vehicle purchase option exercised in preference to this. In April of this year the decision was made to retain 650 Leyland-DAF 4-tonners to replace retired Reynolds-Boughton RG44 in mortar and 105 mm gun tractor roles. Foden delivered 313 heavy recovery vehicles from 1985, with around 250 of these currently remaining to be replaced. These vehicles had a projected OSD (Out of Service Date) of 2012, and between 1996-2002 and in two tranches, an In Depth Repair was carried out by Selwood and the now DSG. The Support Vehicle requirement also includes the replacement of the UBRE (Unit Bulk Refuelling Equipment) system, UBRE a self-contained field refuelling system that essentially allows suitably adapted cargo trucks to be used as a refueller. The UBRE concept remains valid, however, within Support Vehicle this capability will be replaced by the 7,000-litre Unit Support Tanker (UST). Outside of the Support Vehicle contract the MoD has also procured 87 (56 + 31) HX77-based Enhanced Palletised Load
System (EPLS) trucks (the 31 a training fleet), and will also receive an additional 107 HX60 cargo trucks as carrier vehicles for the BAE Systems-supplied Falcon Area Communications System. Falcons originally procured Supacat chassis did not have the growth potential to accept the now-required capability to accept an appliqu armour kit. With Future Cargo Vehicle and Future Wheeled Recovery Vehicle having combined to become Support Vehicle, Future Fuel Vehicle then evolved to become Wheeled Tanker, this awarded to Oshkosh Truck in 2003. Wheeled Tanker, with 218 20,000-litre Close Support Tanker (CST) and 82 15,000-litre Tactical Aircraft Refueller (TAR) variants, was intended to replace all tri-service vehicle types used for the bulk distribution of fuel on deployed operations. This covered the Armys primary fuel asset of around 300 Foden 12,000-litre 6x4 and 22,500-litre 8x4 tankers, but also included 170 Bedford MK/MJ 4,500-litre TARs and 54 SeddonAtkinson-fronted 32,000-litre General Support Tankers (GSTs). The GST fleet, procured 1994-96, remain in service, with the 54 remaining examples now planned to be withdrawn during 2011-12. Prior to its award to Oshkosh, Wheeled Tanker had evolved to include a new bulk potable water tanker capability, and a total of 57 (48 + optional 9) 18,000-litre Close Support Tanker (Water) (CST(W)) were delivered. The 357 tankers ultimately ordered
Contents
Whats in this issue

feature artiCles
923 HX77 15-tonne 8x8 cargo trucks (some converted to EPLS role) G 181 SX44 9-tonne 6x6 (100 cargo/81 7,000-litre Unit Support Tanker) G 288 SX45 8x8 recovery trucks and 69 associated recovery trailers.
G
5,213 HX60 6-tonne 4x4 trucks 611 HX58 9-tonne 6x6 trucks (381 cargo/230 7,000-litre Unit Support Tanker)
Below: All Bedford MKs have been cast, 1,300 MJs currently remain; the UBRE system will also be replaced under Support Vehicle (Shaun Connors).
Support Vehicle was procured to replace aging fleets of Bedford MK/MJ 4-tonne 4x4, Leyland DAF 4-tonne 4x4 (small number upgraded to 5-tonne), Bedford TM 4-4 8-tonne 4x4, and Bedford TM 6-6 14-tonne 6x6 cargo trucks, plus a fleet of Foden-based 6x6 recovery vehicles and their associated recovery trailers. As of mid-2011 just under 1,300 Bedford MJ remained in service. To prolong the service life of the fleet until full replacement occurred, around 3,441 Bedford MJ vehicles were refurbished to at Least Field Standard between financial year 1995-96 and 2006-07. Also remaining in service are eight specialist light recovery vehicles on a Bedford MJ chassis, these used by 16 Air Assault Brigade. Work on a replacement capability for these Light Recovery vehicles, initially as a UOR procurement but later a core replacement, is currently underway. In March of this year the last of the 2,099 Bedford TM 4-4 8-tonne delivered from 1981 and 1,045 TM 6-6 14-tonne delivered from 1986 were withdrawn and the type was officially declared Out of Service. To prolong the service life of the
Below: Currently around 2,600 Leyland-DAF remain in service from around 4,400 delivered between 1989-95, and in April of this year the decision was made to retain 650 examples to replace retired Reynolds-Boughton RB-44 in mortar and 105 mm gun tractor roles (Shaun Connors).
june 2011
Volume 14 Issue 3
Gestation
Support Vehicle traces back to 1998/1999 as Future Cargo Vehicle and Future
28
29
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: Foden delivered 313 heavy recovery vehicles from 1985, with around 250 of these currently remaining to be replaced (Shaun Connors). under Wheeled Tanker were delivered 2005-06. As an articulated solution replacing predominantly far smaller rigid chassis, Wheeled Tanker was initially received with some scepticism by the user, however, the type is now well-liked and continues to exceed its targeted 80% availability target. One further Army fuel and water asset was the Foden-fronted 20,000-litre fuel and 20,000-litre water Multidrive 8x6 tankers. A total of 59 (52 fuel/7 water) were procured in batches between 199599, and specifically for use on deployed operations. These tankers were not scheduled for replacement by Wheeled Tanker, but by 2008 all had been withdrawn from service. from 1998) fleets respectively. The remainder of the ALC delivery is split between small quantities of drilling rigs and flush capping system platforms, plus 33 Truck-Mounted Loader (TML), the TML a new capability that features a 20 ft flatbed body (fitted with twistlocks for a 20ft ISO container) and rear-mounted Terex-Atlas materials handling crane. Outside of this PFI procurement, IVECO is also supplying the MoD direct with 25 more specialist Self-Loading Dump Trucks (Protected) (SLDT(P)), these ordered in two batches. SLDT(P) is based on a Trakker AT410T45P 8x8 chassis, this mounting a Thompson body and Terex crane. For use on deployed operations these trucks are fitted with an all-steel armoured cab developed in conjunction with Krauss-Maffei Wegmann (KMW). Right: Under the pending NAVP programme the remaining 1,400 Leyland (rear) and 375 Foden (front) DROPS vehicles will be withdrawn by Dec 2014 (Shaun Connors). that Frazer-Nash Consultancy had been appointed to oversee production of the CAVP Requirements Documents (URD/SRD). CAVP is now expected to call for a common tractor unit in a requirement that in addition to FLET will include a replacement for the GST, plus a small number of specialist transporters for the RAF. As an interim FLET expedient, six Oshkosh Wheeled Tanker tractors have been converted to operate with the LET trailer in a cargo role (at a reduced GTW) in support of DROPS on deployed operations. The current Seddon-Atkinson tractor lacks the required level of mobility and is unable to accept the now obligatory add-on armour. LET tractors were originally used with 44-tonne Trailmaster three-axle stepframe lowloaders procured at the same time. Trailmaster ceased trading shortly after delivery, and in-service support for these trailers was supplied by King Trailers. Due to ongoing problems with these Trailmaster trailers, 99 replacements were ordered from Broshuis in 2004. The NAVP requirement is essentially the former Heavy Load Distribution Capability (HLDC), the programme to replace the DROPS (Demountable Rack Off-loading and Pick-up System) fleet. From 1990 a total of 1,612 Leyland DROPS Medium Mobility Load Carriers (MMLC) were delivered to the Army, the entire MMLC fleet undergoing In Depth Repair at ABRO Warminster and Catterick, the last vehicle completed mid-2006. From January 1994 the MMLC fleet was joined by 404 Foden DROPS IMMLC (I Improved). Prior to the 2010 SDSR it had been suggested that a DROPS replacement capability might not be delivered until 2022. The latest NAVP update now suggests the remaining 1,400 Leyland and 375 Foden DROPS vehicles will be withdrawn by Dec 2014, and that until NAVP delivers a full replacement capability, the current EPLS (Enhanced Palletised Load System) fleet will be expanded to cover any capability shortfall. Current EPLS procurements have been as UORs (Urgent Operational Requirements) for deployed operations. Under EPLS MAN HX77 8x8 chassis are fitted with a Multilift DROPS-type load handling system with integral container handling unit, these vehicles when delivered initially supplemented Leyland and Foden DROPS vehicles on deployed operations, these not capable of accepting the now obligatory add-on armour.
Contents
Conception Stage
The UK MoDs next scheduled sizeable planned truck buys are CAVP (Common Articulated Vehicle Programme) and NAVP (Non-Articulated Vehicle Programme), these both affected by the SDSR. CAVP is essentially the evolution of the programme to replace the Seddon Atkinson-fronted Light Equipment Transporter (LET) fleet, FLET (F Future). A total of 107 LETs were delivered, of which 99 remain in service. The original LET was delivered as a modification to a contract awarded to Seddon-Atkinson in 1992 for white fleet (non-combat) tractor units for all three services, this made up primarily of 4x2 tractors for the Royal Navy and Royal Air Force, and 6x4 tractors for the Army. In January 2009 it was disclosed that following submissions by MAN (HX Support Vehicle derivative) and Oshkosh (Wheeled Tanker derivative), FLET had been cancelled for reassessment; in September 2009 the MoD announced
Whats in this issue

feature artiCles
Adoptions
The Private Finance Initiative (PFI) route may not have been selected for Support Vehicle and Wheeled Tanker, but in a PFI-first for the green army, with the Scammell Commander tank transporter fleet replacement, it was. To meet this requirement, from 2001 FASTTRAXsupplied a total of 92 Oshkosh 1070F 8x8 tractor units and 89 King GTS 110/7 semitrailers, plus three Tru-Hitch recovery systems. The most recent development here would be the late-2009 announcement that as an Urgent Operational Requirement (UOR) Broshuis would supply 20 heavy-duty 45-tonne trailers, the originally delivered legislative compliant King trailers proving unsuitable for the terrain encountered on deployed operations. IVECO recently delivered 182 AD380T45W Trakker 6x6 trucks to ALC, these delivered as part of ALCs 2005awarded 600 million 16-year PFI undertaking for the MoDs C-vehicle (engineer) fleet. The bulk of the IVECO delivery are tippers, these split 63 Medium Dump Truck (MDT) and 71 SelfLoading Dump Truck (SLDT), these replacing Foden Alpha (55 delivered 2001-2003) and Volvo FL12 (144 delivered
Below: As part of ALCs 2005-awarded 600 million 16-year PFI undertaking for the MoDs C-vehicle (engineer) fleet, IVECO recently delivered 182 Trakker 6x6 trucks to ALC, these including 63 Medium Dump Truck (MDT) (Edbro).
june 2011
Volume 14 Issue 3
30
31
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
In April, GKN Aerospace gave us a glimpse into the future of logistics management and parts manufacture following the announcement of the agreement with EADS to pursue Additive Layer Manufacturing (ALM) technology. In the future, there will be no requirement for the expensive and time consuming shipment of parts to the front line, the task will be undertaken by an Additive Layer Manufacturing machine and using powdered material which can be formed into whatever part required at the touch of a button. ALM is being considered as a process that could be deployed in the field reducing the need for large spares stocks and extended logistics. Frank Bamford of GKN Aerospace said at a press briefing to journalists at the Royal Aeronautical Society in London on April 13th. On April 12th 2011 EADS and GKN Aerospace launched a collaboration to examine industrialising ALM. The ALM process grows solid 3D shapes from powdered raw material. The shape is created as a digital model which is split into horizontal slices. A laser or electron beam then traces the shape slice by slice onto a bed of powdered material, heating the material, melting it and bonding it to the layer below. It then quickly cools to form a solid. The process is repeated slice by slice by sweeping a fresh layer of powder over the top each time. This technology has the potential to advance the design and manufacture of parts in ways that cannot be achieved today, delivering lighter, purpose-made parts which use less material, generate less waste and produce lower emissions. Early results indicate that manufacturing waste could be reduced by up to 90% particularly significant in industries where high-cost materials are used, such as the aerospace sector. The collaboration will be supported by a 1.96 million investment provided through a UK Department for Business, Innovation and Skills Regional Growth Fund grant. Work will focus on the use of ALM within the aerospace sector, including certification for use in primary and secondary aerospace components, as well as the manufacture of parts and accessories for motor vehicles. This will bring together many years of EADS expertise with the ALM process and GKN Aerospace manufacturing skills across metal and composite structures. The project will be based in a new shared facility based near the existing EADS Innovation Works and GKN Aerospace manufacturing facilities at Filton in Bristol. It is expected to create up to 30 new sustainable engineering jobs and develop a new supply chain of companies which will secure further jobs in the South West region and beyond. UK Business and Enterprise Minister Mark Prisk said, Promoting innovation is vital if we are to drive growth in our local communities. We have received a large number of ambitious and highly competitive bids to the first round of the Regional Growth Fund, which will help a number of businesses across the country, and I am delighted to announce funding for this collaboration between EADS and GKN Aerospace. Aerospace is one of Britain's international successes and one that we should be proud of. We are number one in Europe and number two in the world with a 17 per cent global market share. I look forward to seeing the collaboration build further on this success, creating more jobs here in Bristol and providing an invaluable boost to the local economy. Ian Risk, Head of EADS Innovation Works UK commented, This collaboration takes a significant step towards bringing this unique technology into industrial reality. As a more efficient, sustainable process, ALM has the potential to revolutionise industrial manufacturing and secure the UKs position at the forefront of high tech innovation. EADS and GKN Aerospace are leaders in cutting-edge engineering and technology and we are proud to bring our skills and expertise together to benefit the future of British manufacturing. Marcus Bryson, Chief Executive of GKN Aerospace commented, We are delighted to be teaming with EADS in studying the uses of this potentially transformational manufacturing process. This project will begin developing the skilled work force and expertise needed in the UK to take ALM technology forward, helping us maintain our world-leading British manufacturing base. components world-wide. Our global production and sales network employs approximately 6,500 staff in more than 35 companies on five continents. We have been developing and manufacturing sintered metal based on powder metallurgy since the 1940s. Today, we are one of the world's market leaders for the manufacture of sintered metal filters and components, with production sites in a number of countries, including Germany, India, China and USA. GKN offers its customers a wide range of metallurgical powder products, technologies and services extending from engineering and design consultation, to product testing and the manufacture of even the most complex of components. GKN manufactures and sells: G Filter technology and components of specified porosity G Self-lubricating bearings G Sintered mouldings G Powder metal injection mouldings G Soft magnetic material G Powder forged components G High-performance plastics ALM is already being used by a number of specialist manufacturers in Formula 1 for the manufacture of specialist components. But we can see huge potential in the defence arena where different metals can be bonded together using ALM to manufacture specialist armour and metal components. Another key area we are developing is the ability to repair composites after damage or missile strike. We are working with SLCR in Germany to develop this process which is also portable onto the battlefield. Although developed initially for aircraft the system can also be used for vehicles. This process will work alongside the ALM manufacturing process. Richard Oldfield continued. In March 209 a collaborative agreement was signed between GKN Aerospace (Isle of Wight, U.K.) and SLCR Lasertechnik (Dren, Germany) to initiate a joint investigation of the use of automated lasers in composite aircraft structure repair. Intended to replace the manual grinding currently required to prepare damaged surfaces for bonding, the laser technique reportedly will apply no force or vibration to the structure and, therefore, will have no detrimental impact on the composite components strength or integrity. The process uses a CO2 laser generator the size of a small, three-drawer filing cabinet, with a camera mounted on the top. It is linked to a receiver camera mounted on a small robot of the appropriate size for each task. The robot contains a laser gun with the laser optics, in a package small enough to permit accurate movement over the part surface. says John Cornforth VP technology at GKN Aerospace. The laser evaporates the organic resin one ply at a time, leaving the damaged fiber behind, until good structure is reached. Cornforth notes that part of the development effort will involve refining the process for clearing away the fibers left behind. Damaged areas prepped with the laser can be repaired using conventional methods, achieving comparable strength in one-third of the time required for hand grinding, with a potential 60 percent cost reduction. The technique is reportedly useful in the workshop or while the part is still mounted on the aircraft and can be applied to both monolithic laminates and honeycomb structures. As composite materials increasingly dominate the airframe, says Oldfield, Their effective and swift repair becomes ever more critical. This new agreement with SLCR aims to deliver first-generation equipment in just two years. Once ALM becomes established BATTLESPACE can envisage a complete Just in Time for the military whereby part numbers are contained within the ALM machine and parts and assemblies manufactured or modified on demand. This would eliminate the huge costs of logistics and storage. For military aircraft, particularly carrier-based aircraft, a machine can be based at the air base or aircraft carrier which will drastically improve repair times and cut down on costly logistics.
Contents
Whats in this issue

feature artiCles
EADS Airbike
To prove a point EADS has produced the worlds first bike using this revolutionary ALM technology grown from highstrength nylon powder. Called the Airbike because Airbus was the first EADS company to use the technology. Called the Airbike because Airbus was the first EADS company to use the technology ((c) EADS). Airbike is a bike with a difference. Made of nylon but strong enough to replace steel or aluminium, it requires no conventional maintenance or assembly. It is grown from powder, allowing complete sections to be built as one piece; the wheels, bearings and axle being incorporated within the growing process and built at the same time. The Airbike can be built to rider specification so requires no adjustment. Robin Southwell, Chief Executive of EADS UK, commented, The Airbike is a fantastic example of British innovation at its very best. The team at EADS in Bristol includes world-class engineers who continue to push boundaries by working at the forefront of technology. I believe that ALM technology represents a paradigm shift. While the Airbike is only a technology demonstrator at this stage, EADS has developed the technology to the extent that it can manipulate metals, nylon, and carbon-reinforced plastics at a molecular level which allows it to be applied to highstress, safety critical aviation uses. Compared to a traditional, machined part, those produced by ALM are up to 65% lighter but still as strong. The technology is likely to be employed in due course in industrial applications such as aerospace, the motor industry and engineering. Studies show that for every 1kg reduction in weight, airlines can save around $3500 worth of fuel over the lifespan of the aircraft, with corresponding reductions in carbon-dioxide emissions. Richard Oldfield, Technical Director of GKN Aerospace told BATTLESPACE, One of the key reasons for EADS choosing GKN was our long involvement in the sintering metal process through our Powder Metallurgy segment. GKN Sinter Metals is the leading supplier of metal powder precision
The Future of Logistics is in the Bag!

june 2011
Volume 14 Issue 3
32
The Future of Logistics is in the Bag!
33
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Contents
Whats in this issue

feature artiCles
Future Vehicle Capability Vision The Road Ahead for the Future Public Order Vehicles The Next Generation
By Shaun Connors
Steroid Abuse
To meet demands for ever-increasing protection levels and payload allowance, light armoured vehicles continue to increase in both size and weight Given the so-called asymmetric nature of ongoing multi-national deployments to Afghanistan, Iraq and elsewhere, some commentators have been quick to suggest that the once traditional light utilitytype vehicle with its average 4-tonne GVW has little or no future as a viable military asset in the green fleet or tactical sense. Such an assertion is almost certainly a little premature, and without doubt within those armed forces that fall a level or two below NATO-grade, it is almost impossible to foresee the day when no requirement for a vehicle of this weight class exists. Further, within the more capable NATO-grade armed forces there will almost certainly always be some green fleet (tactical/semi-tactical) roles that remain suited to such a vehicle type. However, what is most definitely clear from recent events is that for many roles far more substantial designs are now a prerequisite. This feature will primarily focus on protected vehicles, but it should be noted the previously mentioned more substantial design requirement is most definitely not exclusive to protected vehicles. Even for roles where no protection is required, that 4-tonne GVW is all-to-often now being stretched. Quite simply more complex and space-

never be fully comprehensive in its coverage and acknowledges that some difficult selection choices were made throughout the editorial process, and that some designs comparable and equally as capable as those featured, have been omitted on the grounds of available space.
filling equipment now has to be carried, and even the soldier now occupies more space than ever, with items such as body armour and other protective personal equipment now becoming almost standard issue
Changing of The Guard The Future of Logistics is in the Bag! Steroid Abuse U.S. Tactical Truck Update
Protect & Serve

Previous generation 4-tonne GVW Snatch Land Rover-type protected designs will struggle to provide occupants with anything greater than basic ball ammunition ballistic protection, this complimented by little more than underbody protection from basic handgrenades. And while such protection levels do remain satisfactory for some applications, on those previously mentioned ongoing multi-national deployments where the safety of the soldier (sadly partly as a political expedient.) has become paramount, newer designs offering far greater protection levels are now a mandatory requirement. Different armed forces have differing views as to what levels of protection should be provided, and how, and to accommodate this manufacturers offer an equally differing variety of designs, these with an equally wide range of capabilities, this feature will take a look at a selection of those designs. The author recognises that a feature of this type can
Growth Pattern
From the current batch of betterprotected designs that are currently in-service and available two examples that are perhaps closest in overall configuration and design style to the earlier Snatch Land Rover-types are Panhards Petit Vhicule Protg (PVP) and Mercedes-Benzs LAPV 5.4. Mercedes-Benzs LAPV 5.4 was developed in conjunction with Armoured Car Systems (ACS) of Germany, and was initially targeted at Germanys GFF Group 1 requirement (GFF -Geschutzte Fuhrungs und Funktionsfahrzeug (Armoured Command-and-Control Vehicle)). The aim of the four-segment GFF programme (GFF 1 to GFF 4) is to provide the German Army with four weight classes of wheeled vehicles that are better equipped to deal with current threats and operating environments than currently fielded vehicles. To date 127 (45 + 82) LAPV 5.4 have been
june 2011
Volume 14 Issue 3
Above: Navistar's latest MXT variant seats up to ten (8 + 2) and features rear-wheel steer which reduces turning circle by 12 ft (3.66 m). It is understood that an initial order has been placed for this variant by an undisclosed Canadian customer (Navistar).
34
Steroid Abuse
35
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: Russia could be joining the UK, Italy, Belgium, Norway, Croatia, Spain, the Czech Republic, Slovakia and Austria as a user of IVECO's (Shaun Connors). ordered by the German Army, the type known as Enok in service. Under GFF 1 an initial 45 vehicles were ordered, with a further 82 vehicles now on order for the Military Police. Military Police deliveries, which include a small number of specialist dog vehicles, will be delivered during 2011-2012, and with a final small batch following in 2013. The LAPV 5.4 is based on a modified Mercedes-Benz G-Class light vehicle chassis, over 60,000 of which have been supplied to military users since 1979. Full length or crew citadel-type armoured bodies can be fitted, the LAPV 5.4 having a GVW of 5.4-tonnes and a protection level dependant maximum payload allowance of 1.07-tonnes. lArmament (DGA) awarded the now Panhard General Defense an initial order worth 110 million in late 2004 for 933 PVP. Initial deliveries were made early in 2008, by September 2010 almost 700 examples had been delivered, with final deliveries due in 2011. Export sales have been made to Chile (9) and Togo (6). Most recently non-company sources have suggested that a further 300 PVP will be ordered for the French Army in July 2011, and that the UAE Police has a requirement for 200 PVP. PVP is based on a conventional ladder frame chassis, the armoured body constructed of 6 mm ballistic steel to which a 10 mm layer of spaced aluminium armour is fitted. PVP has a GVW of 5.5tonnes, at which just under 1-tonne of payload can be carried; seating options allow for up to 2 + 6 personnel to be carried. In 2010 Panhard completed development of the larger but similar in configuration PVP HD (Heavy Duty) and PVP XL (Extra Large), these having GVWs and payloads of 7.6-tonnes/2-tonnes and 12-tonnes/3-tonnes respectively. developed specifically for the LPPV requirement, with ultimately two vehicles fighting it out for selection, Supacats SPV400 and Force Protection Europes Ocelot. Force Protection Europe was awarded the LPPV contract in November 2010, this valued at 180 million and calling for 200 vehicles. In British Army service Ocelot will be known as Foxhound. Foxhound is built throughout the UK, with final assembly taking place at Ricardos facility in Shoreham, West Sussex. The first vehicles will be available for troop training later this year, with deliveries expected to be complete by Spring 2012. Ocelot/Foxhound is based on a V-shaped armoured steel spine, known as a skateboard that runs the full length of the vehicle. This contains the powerpack and all key sub assemblies including fuel tank and drive line. Ocelots/Foxhounds approach to crew protection is different to many designs that feature a V-shaped hull in that sacrificial components are limited to wheel assemblies, the idea being to retain as much of the vehicles weight in situ, thereby limiting any shock-effects to the crew caused as blast forces lift the armoured hull upward. Mounted on the skateboard is a composite survivability pod that can be hinged to allow maintenance access. The flat sides of the full-length pod allow for additional appliqu armour to be fitted as required, this additional protection possibly including bar-type armour which is especially effective against rocketpropelled grenades (RPGs). Ocelot/Foxhound has a design GVW of 8.5tonnes, although for LPPV the vehicle is rated at 7.5-tonnes GVW at which 1.5tonnes of payload can be carried. Seating options allow for up to 2 + 4 personnel to be carried. Of similar weight to Foxhound but visually very different in that in standard (and original) configuration it has a five-seat
Contents
Whats in this issue

feature artiCles
Above: The HMMWV is often unfairly maligned but is in fact a very good example of how a design can grow and evolve along with ever-changing battlefield requirements (US DoD). (four in comfort) protected crew citadel/compartment as opposed to a fulllength pod/hull, is IVECOs Light Multirole Vehicle (LMV). IVECO developed the LMV as a private venture and as the first European vehicle of its type to be built to a modular concept and with a mine-protected floorpan as standard. The design concept allows for required ballistic or increased mine protection to be installed during the production process, or later as an inservice retro-fit, and not simply fitted as an expedient after-thought. The UK became the first customer for LMV when late in 2003 the then Alvis Vickers (now BAE Systems Land Systems) was awarded the Future Command and Liaison Vehicle (FCLV) contract for 401 Panther, the UK name for LMV. Late in 2003 the Italian Army placed a contract for an initial batch of 66 LMVs (know locally as the VTLM - Veicolo Tattico Leggero Multiruolo (light multirole tactical vehicle) for troop trials. This was followed by a further order for 1,150 vehicles for delivery over a five-year period, with the total requirement - funding permitting - for about 7,700 vehicles in the long term. Current Italian Army LMV orders total around 1,350. Other LMV users include Belgium which awarded IVECO a contract in July 2005 for 440 vehicles and 120 appliqu armour kits; Norway has received 107 examples following an initial order placed in March 2006; Croatia ordered an initial 10 examples in 2007; Spain ordered an initial 40 LMVs late 2007, with an order for a further 80 following. The Czech Republic has a total of 112 LMVs on order, this including an order for 90 placed late 2009, while neighbouring Slovakia ordered 10 LMVs in July 2009, with a total of 40 required. Austria will receive a total of 150 LMVs between 2009-2013. LMVs maximum GVW has grown responsibly throughout its production run, this originally set at 7-/-7.1-tonnes with payload depending on model, wheelbase and any armour package fitted. A GVW increase to 7.25-tonnes for LMV was anticipated during 2008, but to meet emerging requirements that call for greater payload and protection in the relatively small package of an LMV-sized vehicle, IVECO announced an optional GVW increase to 7.5-tonnes in June 2009. In addition to the 7.5-tonne GVW option, from mid-2010 IVECO has also offered a 3.53 m (LWB) LMV with an extended length crew compartment, this having greater internal volume. Pick-up/flat-bed style and LRPV-type versions are also available, as are versions with ambulance-type rear bodies.
Public Order Vehicles The Next Generation Night Driving in a Hostile Environment Changing of The Guard The Future of Logistics is in the Bag! Steroid Abuse U.S. Tactical Truck Update
New Species
For its actual Land Rover Snatch replacing Light Protected Patrol Vehicle (LPPV) project the UK MoD issued technical requirements that were so demanding no inproduction vehicle could meet them. The result of this was that all competing designs were
French Connection
Following an international competition, the French Dlgation Gnrale pour
Below: For its Land Rover Snatch replacing Light Protected Patrol Vehicle (LPPV) project the UK MoD issued technical requirements that were so demanding no in-production vehicle could meet them.
june 2011
Volume 14 Issue 3
Right: GDELS - MOWAG revealed the latest version of Eagle at Eurosatory 2010, this having the same external dimensions as the current production model but featuring greater internal volume and payload and a higher level of protection (GDELS - MOWAG).
To Russia With Love

In what could prove to be a most beneficial move for the company, it has
36
Steroid Abuse
37
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: With its Sherpa Light range Renault Trucks Defense offers perhaps what is the largest/heaviest light vehicle available from a European manufacturer (Shaun Connors). been reported (without official confirmation) since mid-2010 that Russia had intentions to procure IVECOs LMV, and in preference to the locally produced GAZ-2330 series, around 200 of which have been delivered to Russias armed forces since 2008. Various figures for Russias intended LMV procurement have circulated, these ranging from 1,000 to 1,775, with values quoted at up to $1 billion. Fact regarding the proposed deal remains in short supply, however, it was officially stated in December 2010 that following an initial two LMVs purchased in 2009 for evaluation, that Russia would buy 10 additional LMVs in 2011. It was suggested these would be assembled by truck-maker KAMAZ, and that if volume production occurs an IVECO/KAMAZ joint venture will be set up, production to take place a new purpose-built facility. Denmark became the launch customer for Eagle IV with an order for 90 vehicles in December 2005. In service these have replaced the 36 older Eagle I ordered from 1995, plus some of the soft-skin in-service Mercedes-Benz G-Class light vehicles. Following competitive trials between the Eagle IV and Rheinmetall Landsystemes Caracal (IVECOs LMV re-branded), the former was selected to meet the German Armys GFF Group 2 requirement. An Initial 25 GFF 2 vehicles were ordered mid2008 as an urgent operational requirement, and by mid-2011 a total of 495 vehicles had been ordered in three variants. A total of 275 Eagle IV had been delivered by April 2011, with production scheduled to continue into at least 2012 under current contract awards. The total number of vehicles ordered could be increased to 672 if all options are exercised. At Eurosatory 2010 GDELS MOWAG revealed the latest version of Eagle, this having the same external dimensions as the current production model but featuring greater internal volume and payload and a higher level of protection. GVW is increased from 8.8-tonnes to up to 10-tonnes, with a configuration and protection level dependant payload of up to 3-tonnes. In addition to the standard four-door four/five-seat version the latest Eagle is also available as a two-door version with a flatbed rear body, and a larger 6x6 version with a GVW of up to 14-tonnes is under development, this to be available in two- or four door-configurations with a flatbed rear body. The first order for the latest Eagle variant was placed earlier this year when to meet an Urgent Operational Requirement for EOD role vehicles the Swiss Army ordered a small quantity for delivery by the end of this year. In addition, earlier this year General Dynamics Land Systems Australia delivered two of the latest Eagle vehicles (one command-and-control configuration, one utility/pick-up configuration) to Australia for trials as part of the Australian Armys Land 121 Phase 4 requirement. Contracts for Land 121s Phase 4 made and supported in Australia (MSA) segment valued at up to A$9 million each were also awarded in May 2010 to Force Protection Australasia with Ocelot and Thales Australia with Hawkei.
Contents
Whats in this issue

feature artiCles
The Eagle Has Landed

Of similar overall appearance and configuration to the LMV, but dimensionally larger and with a greater internal volume and higher GVW is General Dynamics European Land Systems MOWAGs Eagle. As a follow-on to the earlier AM General HMMWV-based Eagle I, II and III, Eagle IV was developed as a private venture by MOWAG from 2003. Eagle IV is based on a MOWAG DURO platform, the former Bucher-Guyer DURO production line acquired by GDELS MOWAG in 2003.
june 2011
Volume 14 Issue 3
Snake in the Grass

Thales Hawkei was originally developed by the company as a private venture, but with potential future Australian Army requirements in mind. Hawkei is often quoted as based on/leveraging off the now highly successful Thales Bushmaster Infantry Mobility Vehicle/Protected Mobility Vehicle (IMV/PMV), however, while the two designs are based around not too dissimilar protection and mobility
38
Steroid Abuse
39
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: Thales Hawkei was originally developed by the company as a private venture, but with potential future Australian Army requirements in mind. Hawkei is one of three designs down-selected for Australia's Land 121 Phase 4 made and supported in Australia (MSA) segment (Thales). concepts, the reality is that similarities end there and while Hawkei takes on lessons learned with Bushmaster, technically the two are quite different designs Hawkei is expected to have an unladen weight of around 7-tonnes, while GVW is expected to be around 10-tonnes. Specific capability detail is sketchy and no overall dimensions have been released for the vehicle. Protection has always been a key element of Hawkeis design, and for maximum protection level flexibility the base vehicle, while armoured, is understood to be built around a scaleable add-on/B-kit armouring concept. A range of add-on/Bkit predominantly ceramic appliqu armour kits will provide Hawkei with higher levels of ballistic, blast and explosively formed penetrator (EFP) protection. The base add-on/B-kit weighs around 350 kg and can be installed or removed in around 30 minutes. For ease of repair and upgrade, Hawkeis monocoque v-hulled crew compartment is constructed from bolted and bonded ballistic steel. To help achieve what Thales has stated will be the highest levels of protection available in a 7-tonne class design, throughout development Israels armour specialist Plasan incorporated significant blast-shaping measures outside of the vehicle, with a floating floor and fully suspended crew seats all forming part of an integral crew survivability package. Phase 4 of Land 121 will, with a fleet of protected vehicles (Protected Mobility Vehicle Light (PMV-L)), replace the 1,300 Land Rover light vehicles that will not be replaced under the light vehicle segment of Land 121 Phase 3. A final platform decision for Land 121 Phase 4 is scheduled for between 2012 and 2015, the project currently valued at an estimated A$ 1.3 to 1.5 billion. In addition to the up to A$9 million contracts awarded to Force Protection Australasia, Thales Australia, and General Dynamics Land Systems Australia for Phase 4s made and supported in Australia (MSA) segment, Land 121 Phase 4 has two other PMV-L procurement options running. The most recently added currentgeneration market available option was announced in the December 2010 Defence Capability Plan (DCP) update, however, at the time of writing this had yet-to-besolicited. With regard to the current-generation market available option, some sources are suggesting that Land 121 Phase 4 is shaping up to be unaffordable and that this latest option will allow for cheaper options to be considered Australias final Land 121 Phase 4 option can hardly be described as cheap, coming in the form of participation in the US Armys Joint Light Tactical Vehicle (JLTV) programme. The current status of JLTV (the HMMWV and others) is covered in detail in Scott Gourleys US Army Tactical Truck Update, but with specific reference to Australian involvement in the programme - from the currently projected 30 JLTV prototypes that will be supplied by the three downselected prime contractors, Australia will fund nine (three from each contractor). The three downselected JLTV prime contractors are: Team Valanx, this consisting of BAE Systems, Navistar, Northrop Grumman and Meritor Defense; General Tactical Vehicles (GTV), a joint venture between General Dynamics and AM General; and a Lockheed Martin-led team that includes BAE Systems Tactical Wheeled Vehicles. Australia has already invested around A$40 million in the JLTV programme, with further investment expected to be required as the programme enters the engineering and manufacturing development phase, this currently scheduled to commence early 2012.
Contents
Whats in this issue

feature artiCles
Future Vehicle Capability Vision The Road Ahead for the Future Public Order Vehicles The Next Generation Night Driving in a Hostile Environment Changing of The Guard
Above: Since the initial delivery order placed in June 2009, Oshkosh has received orders for 8,306 M-ATVs; total M-ATV contract value to date is around $5.6 billion (US DoD). TACOM inc. FMS) are the latest HMMWV models, the M1151 series. M1151, M1152, M1165 and M1167 models were introduced from 2004, and in answer to the evolving situation on deployed operations. The M1151 series differs from all previous production HMMWVs in that all models are manufactured to comply with the US Armys Long Term Armor Strategy (LTAS), this a fitted for but not with A-kit/B-kit approach. Right: Mercedes-Benzs LAPV 5.4 is based on a modified Mercedes-Benz G-Class light vehicle chassis, has a GVW of 5.4-tonnes and a protection level dependant maximum payload allowance of 1.07tonnes (Mercedes-Benz). The US military may believe that even the latest HMMWV versions do not provide their future-required levels of protection, and while US armed forces may well have pretty much exhausted their requirements for new HMMWVs, for others around the world the type will surly continue to provide that all-importance balance of adequate levels of protection, combined with mobility and affordability for a number of years to come. Arguably there remain roles on current deployed operations for which a vehicle of the HMMWV-type is ideal, but where the protection levels offered by such a type are insufficient. Having tried using MRAPs (Mine Resistant Ambush Protected) for such roles but ultimately finding these just too big, too heavy and too unwieldy, the US Armys ultimate answer to this particular problem has been the Oshkosh M-ATV.
End of the line?

Within US armed forces the JLTV is slated to replace the AM General HMMWV, although in reality the extent to which this happens and views as to the overall HMMWV replacement approach are likely to fluctuate somewhat until the design and cost of the JLTV is finalised. The HMMWV, often unfairly maligned by mainstream media and even those with vested interest within industry and the military, is in fact a very good example of how a design can grow and evolve along with ever-changing battlefield requirements. Originally conceived as a multi-purpose soft-skin utility vehicle, the original M998 series HMMWV had a GVW of 3.5-tonnes. The current M998 equivalent, the M1097A2, has a GVW 4.67-tonnes. The first genuine armoured HMMWV (the M1114) was introduced in 1995, this with a GVW of 5.49-tonnes. The official GVW of the latest M1151 series models is 6.1tonnes, although HMMWVs in theatre are (according to the US Army) when fitted with FRAG Kits and mission equipment currently regularly topping the 7-tonne mark. A2 HMMWV soft-skin models do remain in production for the types numerous continuing export customers, however, the bulk of all purchases (including all
The Future of Logistics is in the Bag! Steroid Abuse U.S. Tactical Truck Update
june 2011
Volume 14 Issue 3
40
Steroid Abuse
41
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Above: Panhard General Defense received an initial French Army order worth 110 million in late 2004 for 933 PVP, with non-company sources recently suggesting that a further 300 PVP will be ordered in July 2011 (Debay/Panhard). Oshkoshs M-ATV was designed to offer levels of protection approaching those of the far heavier MRAP designs, but in a far smaller, lighter (up to 10-tonnes lighter than the MRAP models it replaces in theatre) and ultimately more manoeuvrable package. types, for example, the HMMWV always bigger than comparable European vehicles such as the Land Rover or Mercedes-Benz G-Class. However, while some European armed forces have adopted armoured HMMWVs (usually loaned or FMS) for use on deployed operations, the UK was the first to take the step of ordering a super-size US light vehicle design In April 2009 the UK MoD ordered 262 Husky Tactical Support Vehicles (TSV) from Navistar Defense for $180 million, this initial order followed by a second $56 million order in September 2010 for an additional 89 vehicles, the last of these to be delivered later this year. Husky is based on a much-modified International MXT chassis, this based on a DuraStar/4000 Series medium-duty truck platform. Limited specification data has been released for the UK-specific Husky, however, it seats up to five in an armoured crew citadel, with an unprotected rear area for cargo. Husky is slightly longer and wider than the Oshkosh M-ATV, and while the base armoured MXT (with independent suspension) has a maximum permissible GVW of just under 15-tonnes (payload allowance of up to 3.86-tonnes), Husky is believed to operate at between 10- and 12-tonnes GVW. As a private venture and to demonstrate the flexibility of the base design, Navistar has prototyped an extended cab armoured Husky/MXT variant, this fitted with a flatbed rear body capable of accepting two standard NATO pallets with over 3-tonnes of payload. This variant will be displayed at Millbrooks Protected Mobility event on 22nd-23rd June. Also to be displayed at Protected Mobility will be an armoured MXT variant, this also based on a Husky-type chassis and automotives, and featuring a full-length Snatch-style rear body as opposed to the protected crew-citadel configuration of Husky. This latest MXT variant seats up to ten (8 + 2) and features rear-wheel steer which reduces turning circle by 12 ft (3.66 m). It is understood that an initial order has been placed for this variant by an undisclosed Canadian customer. Navistar will also display an extended cab soft-skin MXT variant, this fitted with a recovery body capable of recovering and towing light/medium weight class vehicles. This vehicle, which features coilspring suspension, is based on a chassis that slots in part-way between the base MXT and the much-modified Husky product.
Contents
Whats in this issue

feature artiCles
French Connection 2
With the desire to protect better while carrying ever more showing no signs of dissipating, with its Sherpa Light range Renault Trucks Defense offers perhaps what is the largest/heaviest light vehicle available from a European manufacturer. A wide variety of Sherpa Light are available, these ranging from open LRPVtypes, through armoured four/five-seat designs to APC-style designs that seat ten (8 + 2). An initial Sherpa sale to NAMSA was announced in 2008, and by mid-2011 around 220 examples had been ordered, this figure including a small number to Indonesia announced early 2011, this the first reported export sale of the type. The Sherpa Light is especially interesting in that it serves as a near real-time window into the current light vehicle evolution process. When development of what would mature to become the Sherpa Light commenced in 1999 it was intended to be a locally-produced (Arab markets) alternative to the HMMWV. The original vehicle was shown publicly for the first time at IDEX 2003 where it was branded the Advanced Modular Vehicles (AMV) AlDhabi. By IDEX 2005 the vehicle had migrated to the Renault Trucks Defense stand and with the tentative Sherpa 2.5 designation. Renault Trucks Defense announced its complete acquisition of the Al-Dhabi/ Sherpa 2.5 design in December 2005, and by late-2009 the product had evolved through a series of iterations to the current Sherpa Light. Further development continued, and from 2009 figures that gave GVWs ranging from 7.7to 11-tonnes, the current Sherpa Light range has GVWs that range from 7.9- to 10.9-tonnes. Overall, some considerable growth for a design that began as a 5tonne GVW HMMWV alternative.
Spiral Staircase
To highlight the spiral of increasing protection demands and the need for greater internal space and payload allowance for the latest generation of what are loosely categorised light armoured/protected vehicles, a comparison between an early armoured M1114 HMMWV and the M-ATV should perhaps be drawn, these two vehicles essentially performing the same (albeit slightly evolved) role Dimensionally the M-ATV is just over 1.2 m longer and 0.2 m wider than an M1114, and while the M1114 is a four-seat configuration, M-ATV has internal space (just) for four + gunner. GVW of the M1114 is 5.49-tonnes, while GVW for the more heavily protected M-ATV is more than double that at 12.52-tonnes. Payload allowance difference is as extensive, the M1114 carrying 1.04-tonnes, the M-ATV up to around 3.6-tonnes, and in considerably more space. Since the initial delivery order placed in June 2009, Oshkosh has received orders for 8,306 M-ATVs, this figure including the most recent (May 2011) orders for 177 base variants bringing M-ATV and related contract values to date to around $5.6 billion.
june 2011
Volume 14 Issue 3
Super Sizing
Traditionally it has been US armed forces that are associated with larger vehicle
42
Steroid Abuse
43
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
The US Armys recently-released Tactical Wheeled Vehicle (TWV) Strategy is designed to chart the way ahead to manage the modernization and sustainment of the Armys TWV fleets. Army planners point to the current fleet inventory as representing an investment of over $70 Billion that is worthy of our best efforts at intensive management and planning. The new Strategy covers the timeframe of current through FY 2025 and supersedes the previously-released Army 2009 TWV Investment Strategy, which had focused largely on the financial implications of fleet management. In contrast, the new strategy has been developed to inform the requirements process, TWV Acquisition Strategy, Fleet Management Plan (to be published), and the development of the Army Program Objective Memorandum (POM). Strategy developers are quick to highlight the evolution in the Army truck over the past few decades, from its origins as a simple transport vehicle to its current array of increasingly complex tactical roles and missions. The Light Tactical Vehicle (LTV) fleet provides a good example of this evolution, it states. [T]he High Mobility Multipurpose Wheeled Vehicle (HMMWV) was initially fielded to serve as a light, highly mobile and unarmored vehicle at a procurement cost of roughly $70 thousand when adjusted for inflation. In its efforts to adapt the HMMWV to modern requirements, the Army has increased the performance and protection of the HMMWV, increasing the cost of an uparmored variant to over $160 thousand (over $220 thousand with Fragmentation Kits). This modern Up-Armored HMMWV (UAH), however, still does not fully meet the evolving mobility or protection requirements of our Soldiers. The Army is therefore developing the Joint Light Tactical Vehicle (JLTV) to fill this capability gap. The cost to provide this capability is high it is estimated that each JLTV will cost in excess of $300 thousand before equipping with essential combat systems but not as high as the cost of the MRAP Family of Vehicles (FoV) which cost $430 $900 thousand apiece to procure. Keeping with the financial theme, the strategy points to the substantial increase in funding that has accompanied that TWV evolution, with the Army spending approximately $6 billion per year on its TWVs (not including MRAPS) since FY03, versus approximately $1 billion per year in the six preceding years. As a result, the Army now possesses greater TWV capability than at any time in recent history, it notes. However, capability gaps remain, and the adaptable nature of our enemies continues to stress and challenge these capabilities, necessitating further investment. Without Overseas Contingency Operations funding, the Army budget for TWVs will initially average just over $1 billion/year, slowly rising to back to approximately $2.5 billion/year in the near term. This level of funding will not support the continuation of the current pace of TWV modernization and replacement or recapitalization of the existing vehicles once they reach the end of their Economic Useful Life (EUL). The annualized cost to replace each of our current vehicles every 40 years, with a recapitalization performed mid-way, is over $2 billion/year and over $2.5 billion/year if MRAPs are included. If the Army were to replace all HMMWVs with JLTVs, this would add over $2 - $5 billion/year to these estimates, depending on the procurement rate. The cross challenges of capability gaps and funding issues presents what strategy planners have dubbed a strategic crossroads, where it must provide Soldiers with the appropriate platforms to meet the threats of today and tomorrow, but at the same time cannot afford to sustain and modernize a fleet of the current size given future budget expectations. The Army must therefore examine its budget, capabilities required, fleet size, and allocation processes to determine a strategy to provide the Army with an effective and affordable TWV fleet, it adds. Building on this foundation, the strategy outlines both TWV objectives (end state) as well as ways and means in the areas of fleet operations, fleet size and mix, protection, and industry strength / technology advances. The document then moves into specific strategies for the Armys light, medium, heavy, and MRAP fleets. However, according to the new TWV Strategy, the HMMWV fleet is out of balance in several areas, to include model-type and modernization. For example, the Army possesses a shortage of HMMWV ambulances while it has more armament carriers than it requires. The level of modernization in each component is also currently not balanced. The Army National Guard (ARNG) has a higher percentage of UAHs in its fleet than the active component despite having fewer requirements, but the ARNGs overall level of modernization trails both the active component and U.S. Army Reserve because of its lower level of modernized unarmored HMMWVs. Moreover, the extensive in-theater application of these ubiquitous systems has increased the priorities on recapitalization efforts directed toward both unarmored and UAH variants. Designed to extend the useful life of a fleet as a fraction of new production costs, early recap efforts have included conversion of early model M998/A1, M1025/A1, M1026/A1, M1037, M1038/A1 and M1097/A1 vehicles to M1097R1 and M1025R1 models, providing more payload capacity (through drivetrain and suspension upgrades) and extending the economic useful life by 15 years. Red River Army Depot (24,491), Letterkenny Army Depot (20,232), and Maine Military Authority (1,676) had produced a combined 46,399 recap vehicles as of early February 2011. Early 2011 has witnessed the Army solidifying its desires / plans for the recap of up to 60,000 UAH variants. Following an FY10 pilot program to convert UAH models below SN 300000 to latest production configuration (340 M1151A1 UAH Recap vehicles completed), focus shifted toward an anticipated industry competition for the recap of up to 60,000 vehicles. Recap focus will likely be on areas of crew protection and survivability, fire suppression, armor weight, maintaining operational capabilities, and possible HMMWV engine upgrade. Industry positioning in this environment was clearly evident at the February 2011 Association of the United States Army Winter Symposium, in Ft. Lauderdale, Florida, where companies like BAE Systems [with their Integrated Smart V (ISV)], Textron / Granite Tactical Vehicles, and others highlighted aspects of their approach and capabilities that could be applied to such a recapitalization activity. As recently as the NDIA TWV Conference in February, Army representatives had publicly projected release of a formal
Contents
Whats in this issue

feature artiCles
Light Tactical Vehicles (LTV)

As an example, the Armys LTV fleet consists of the HMMWV FoV, JLTV (in development) and associated trailers. For the purposes of this Strategy, LTVs are defined as any vehicle capable of being internally/externally transported by a CH47F with a cargo capacity equal to or less than 5,100 pounds, it reads. The LTV fleet is comprised of three specific mission sets. These are the Force Application (armament carriers), Battlespace Awareness (reconnaissance, C2, and general purpose mobility), and focused logistics (light cargo utility vehicles/shelter carrier/casualty evacuation vehicles). All mission sets currently have both armored (UAH) and unarmored variants. The numbers behind the LTV fleet are certainly impressive. In the case of HMMWVs, the Army reached its full MTOW requirements of 153,674 vehicles in February of this year.
By Scott Gourley
Wi-Systems is a modula range of integrated long & short range wireless solutio ar ons tailored to your requirem ments. Transmission of mult tiple audio & video signals (un-licensed or licensed frequencies) Long Range Tr g g ransmi ission system (up to 40km L ) y ( p LOS) - Analogue or COF FDM - To a command centre, another vehicle or repe eater station. - Static, vehicle mounted or portable units. - No signal compre ession for transmission of hig quality images. gh - DVR recordable lo or remote. ocal Body/Helmet Camera (up to 800m NLOS) - Small, rugged & hi quality images. igh - Multi head day/nig PTZ ght - IR system with cam mera + IR lights - Covert / hidden Ca ameras - Ve low lux camer ery ras - Fog/smoke piercing cameras g
june 2011
Volume 14 Issue 3
Specialis surveillance and protection systems available on reque st est. For more information vis us at www. sit .indicomm.co.u uk Tel: +44 (0)1507 600748 or Em e mail: wisystems@indicomm.co.uk
44
45
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
request for proposals on the UAH Recap program in April 2011. However, subsequent efforts to coordinate UAH recap needs of both Army and Marine Corps appear to have delayed that schedule, with current expectations now focusing on a fall 2011 RFP drop. In terms of light tactical trailers (LTT), the Army had fielded over 45,742 General Purpose Cargo Trailer / LTTs as of February and was receiving combined production of 500 per month (on two production contracts awarded in August 2008). Upcoming additional trailer contract awards are expected in first quarter of FY12 for both General Purpose Chassis Trailer for Mounted Generator Applications (tentatively 5300 trailers over 5 years) and General Purpose Flatbed Trailer for Mounted Generator Applications (tentatively 500 trailers over 5 years). Further complexity is added to the LTV arena by the JLTV, which the TWV Strategy describes as, the next generation LTV, adding that it is being designed to provide the necessary leap in protection, performance, and payload to fill the capability gap remaining between the HMMWV and MRAP FoVs. Anticipated JLTV improvements over the HMMWV include increased payload, scalable protection, mobility, operational range, interoperability with new C4ISR, and reduced life cycle costs. The program has evolved through a series of Knowledge Points, a process that has allowed the early and continuous incorporation of lessons learned during the development process. The Knowledge Point process has also helped support ongoing changes in the overall JLTV purchase description. Examples of recent purchase description changes range from the removal of all sixseat variants from the FoV to the abandonment of payload category vernacular. According to the TWV Strategy, JLTV is currently in the Technology Development phase and will enter into the Engineering and Manufacturing Development phase 1st Quarter FY12. The Low Rate Initial Production of the JLTV is expected to start no earlier than FY15. The cost per vehicle is not yet determined, but it is expected to exceed $300 thousand without the inclusion of mission equipment. In apparent contrast to the figure identified in the new TWV Strategy, service representatives at the 2011 National Defense Industrial Association Tactical Wheeled Vehicles Conference, held in Monterey, California in February of this year, identified lower cost targets for JLTV. If we can make JLTV from a cost perspective cost somewhere around $250K, then the program will probably be what the Army requirement is, observed Mr. Kevin Fahey, Program Executive Officer, Combat Support & Combat Service Support. But if it costs $400K, first the question is: Will we go through the milestone? Second, if we do, we will have to figure out a way to field less. Fahey later clarified that the Armys training and fielding costs would be added to the vehicle, stating, The target is around $300K, but when you do all the subtractors the vehicle cost to us has to be a little bit less than that. and 5- and 10-ton dump-truck models), and associated trailers. As outlined in the new TWV Strategy the Armys priorities for the MTV fleet are: Divesting the aging M35 [completion projected for end of FY11], M809-series [completion projected for end of FY12], and M939-series [replacement slated no later than FY22] elements / replacement with FMTV FoVs; Balancing the model-mix and Army component levels of FMTVs; and Incorporating selected JLTV [formerly designated payload category C] requirements into the FMTV requirements documents by FY16. The Army will potentially recapitalize model A0, A1, and A1R FMTVs in the future to extend their service life and fill variantspecific shortages, the TWV Strategy adds. This will be done if recapitalization can provide the required capability more economically than new procurement. It is not economically feasible to render them armor capable through recapitalization. Currently programmed FMTV procurements will bring the MTV fleet to over 50 percent armor capable by FY18. extend service life, balance model mix, and update to an armor-capable configuration, cross-leveling to balance quantities among Army components, and modernizing PLS trailers. Priorities for the HETS (M1070 tractor and M1000 semi-trailer) range from continued procurement of the M1070A1 (capable of accepting B-Kit armor) until fleet armorcapable goals are met to conducting depot-level repair of vehicles returning from theater if cost effective. Projected line haul fleet activities range from continued procurement of the M915A5 Line Haul Tractors and completion of divestment of A0, A1 and A4 variants by FY11 to replacing the M916 Line Haul Tractor with the M983 LET in Engineer units to provide off-road capability and enhanced survivability (M916s will be retained for some specific requirements and as a substitute for the M920 Line Haul Tractor). Other HTV elements addressed in the TWV Strategy include Line Haul Trailers (22.5to 40-ton capacity), Fuel Tankers (5,000 and 7,500 gallon), Fifth Wheel Towing Device, and Interim Stryker Recovery System (ISRS) (a HEMTT LET pulling a modified Fifth Wheel Towing Recovery Device and High Mobility Recovery Trailer). Although the ISRS was designed to lift, tow, and transport damaged Strykers, it has also been authorized by the Army to support MRAP FoV recovery.
Mine Resistant Ambush Protected (MRAP)

While the Marine Corps is the lead service for MRAPs, the Army currently has a fleet of over 19,000 vehicles in four different categories and 19 variants. The new TWV Strategy identifies a number of Army priorities for its MRAP fleet elements, including: Documenting MRAPs, as appropriate, as part of the Army force structure; Preparing to transition MRAP program to Army pending decision of the Office of the Secretary of Defense (OSD) for Acquisition, Technology and Logistics; Developing, resourcing, and executing a plan for the MRAP FoV to achieve Full Materiel Release and Type Classification Standard before actual force integration; Preparing to transition MRAPs to support former HMMWV and other Data Interchange requirements as Program Managers for other Army systems develop solutions for systems that need greater payload and protection than can be provided by their current platforms; Preparing to transition MRAPs to support ambulance requirements and other portfolio requirements (M113, etc.); and Developing and fielding an improved MRAP recovery system, contingent on the acceptance of the ISRS noted above). In closing, the new TWV Strategy touches on the areas of TWV Protection, Resourcing/Availability, and Risks.
The Army of 2010 is engaged in a period of persistent conflict in multiple theaters to meet the highly adaptive threat we face, the Army must provide an increasingly sophisticated TWV capability for its Soldiers, it summarizes. However, the Army is also on the downward side of a phase of increased funding to support fleet growth and modernization. As a result, the Army of the next 15 years must adapt its TWV fleet to meet the threats of today and tomorrow, with reduced funding as compared to the past seven years. The Strategy developers note that the Army will meet this challenge by balancing the quality, quantity, and cost of its TWV fleet to meet its mission requirements and fiscal responsibilities. This process will include continuing the development of the JLTV and procuring enough to field critical LTV combat roles, integrating the MRAP FoV into the Army force structure as a bridge to JLTV, moving at a deliberate pace to achieve Strategy armoring (Protection) goals, extending vehicle service life, and employing servicewide management strategies, including vehicle pooling, to ensure units have the right capabilities for their missions. It concludes, With these measures the Army will procure and manage a modern TWV fleet with the quality and quantity required to ensure that Soldiers are equipped with the right vehicles and the right capabilities, at the right time.
Contents
Whats in this issue

feature artiCles
Heavy Tactical Vehicles (HTV)

The Armys HTV fleet includes the Heavy Expanded Mobility Tactical Truck (HEMTT) FoV, the Heavy Equipment Transporter System (HETS), Palletized Load System (PLS), Line-Haul FoV and associated trailers and support systems. The Armys TWV Strategy outlines five main priorities for the HEMTT fleet: Continue programmed procurements of the HEMTT A4 through FY11; Continue to recapitalize the oldest HEMTT variants and those returning from theater to the A4 variant that can accept B-Kit armor until the armor goals in the TWV strategy are met / Use recapitalization to also balance requirements among HEMTT configurations; Demilitarize and dispose of Generation 1 and 2 AoA [add-on armor]. Repair (sustainment repair at depot) and store Generation 3 AoA for future use; Modernize Engineer formations by replacing the M916 Line Haul Tractor with the HEMTT M983 LET [Light Equipment Transporter] / The LET provides off-road capability and enhanced survivability that the M916 does not; and Divest the oldest variants of the Heavy Expanded Mobility Ammunition Trailers which are currently well over 100 percent of on-hand versus requirements. The PLS consists of a prime-mover truck with integral self loading and unloading capability, a 16.5-ton payload PLS-trailer and demountable cargo beds. With the Army meeting its numerical requirements through programmed procurements of the PLSA1 through FY11, additional priorities include fleet recapitalization to
Home of the BATTLEFIELD MISSION

Millbrook is an independent world-leading development, enhancement and research of military vehicles, as well as being home to the MoD Battleeld Mission
For further information: contact Bruce Lornie on +44 (0)1525 408476 bruce.lornie@millbrook.co.uk
organisation specialising in the
june 2011
Volume 14 Issue 3
Medium Tactical Vehicles (MTV)

The Armys MTV fleet consists of legacy M35 series 2_-ton and M809 series and M939 series 5-ton trucks and the Family of Medium Tactical Vehicles (FMTV). The FMTV component consists of the Armys 2 1/2-ton Light Medium Tactical Vehicle (LMTV), the 5-ton MTV (in multiple variants to include cargo, tractor, van, wrecker, 8.8-ton load-handling system
www.millbrook.co.uk/military
46
47
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Technology Feature
Commander to Gunner and vice versa. The system can be networked to enable any crew station to access any sensor. Autry continued. Other capabilities include, rear-facing situational awareness, automatic sniper detection and location, ICS and displayed alert, navigation, Calculated origin location, Cue and slew and Video motion detection automatic alert. VTHMS provides a transparent, central management and control system that integrates multiple C4, RSTA, Weapons Control, and on-board systems in a common vehicle network. With a modular, scaleable, open architecture, it is interoperable with current and future components. Command, Control & Communications: Intercom Voice over IP (VoIP)/Radio over IP (RoIP) G Selective Cross station communication G Local unit communications G Vehicle position to vehicle position G Broadcast alerts/threat detection data G Seamless cross vehicle data exchange G Video, graphics etc G TUAV Video Down Link & G FalconView Integration G Weapons System(s) G Remote Weapon Station (RWS) G On board sensor cued G Video distribution Other features include: Cross weapon target data exchange, Weapon selection and management, Multiple weapon multiple target engagement, On-board Component/Systems Management and Automotive monitoring. Given the growing importance of onboard HUMS systems can VTHMS be linked to the vehicles sensor data bus and diagnostic functions? The Editor asked. Yes, VTHMS has its own HUMS in the form of an embedded log book and on-board technical manual digital e-library. This is linked to the vehicles power management and control systems, health monitoring and logging and vehicle systems diagnostics. Thus, VTHMS offers reduced crew workload and improves task performance and maintenance cycles by automating and simplifying routine crew tasks. Autry continued.
Contents
Whats in this issue

feature artiCles
Special Feature on Advanced Vehicle Systems

The current deployments in Iraq and Afghanistan and the long supply chain have created huge changes in the availability and deployment of the vehicle fleet. The arduous conditions encountered, heat, dust and rocky terrain coupled with the increased IED threat have created the need for the development of Generic Vehicle Architectures which can not only support the sophisticated on-board electronics but also ensure that the Health and Usage Management Systems (HUMS) produce the required results for the best possible availability of the fleets. In this feature we discuss details of systems currently being offered.
Motorsport Structural Simulation and Electronics Improve Crew Survivability

By Martin Gambling, GRM Consulting
With the increasing challenges faced by military vehicles in theatres of operation and the subsequent effect on personnel, understanding the exact duration and severity of a blast loading can vastly improve survivability. Using the expertise of an international electronics manufacturer and those of a talented safety engineering consultancy, this engineering team have been able to deliver to the MoD blast event monitoring capabilities and rapid injury interpretation. As a well-known manufacturer of electronics, Cosworth Ltd is currently expanding its activities with the MoD and is in the process of delivering a series of contracts to help reduce costs and improve safety on the front line. With a long established background in the use of accident data recorders in motorsport, confidence was high that similar technology could be used to improve the safety of UK armed forces vehicles in combat. GRM Consulting worked in partnership with Cosworth Ltd, delivering industry leading simulation of blast events and vehicle structural response. GRM have a proven track record in the delivery of detailed structural simulation and in understanding the relationship between a computer model and a real-world event. For Cosworth Ltd, defining the location of instrumentation and supporting the development of blast exposure limits for vehicles were key requirements. The initial contract was to identify the potential for using electronics from motorsport to provide accident data recording and blast event monitoring capabilities. With the implementation of such technology, it will be possible to immediately rate casualties for medical attention, log a vehicles exposure to blast events and allow post-event analysis for structural development. The major challenges for GRM were in modelling the blast event, the structural response and repeating this for a large amount of scenarios. The prototype cost and test range time associated with investigating the likely blast locations would have made the project cost prohibitive. However, by engaging GRMs structural simulation experts, Cosworth were able to make a significant reduction in programme timescale. Using test data from Creation UKs Zephyr vehicle, which incorporates a composite occupant survival cell and a V-form belly plate with integral blast mitigation, simulation models were calibrated by GRM to a very high degree. These models allowed very quick investigation of multiple blast locations. GRM worked from sub-system model calibration up to full vehicle models in a very short period of time, giving Cosworth and the MoD a high level of confidence in the results. GRMs Engineering Manager Oliver Tomlin notes The number of blast scenarios
Force Protections Vehicle Tactical Hub Management System (VTHMS)

Jack Autry of Force Protection showed the Editor its new and unique COTSbased Vehicle Tactical HUB Management System (VTHMS) which the Company has independently developed using its own money and integrated on a tactical wheeled vehicle for demonstration during IDEX. VTHMS provides a framework for integration multiple C4, RSTA, Weapons Control, and on-board systems using a common, vehicle network that is embedded on the basevehicle. It was demonstrated on an Ocelot during the exhibition. Although we are showing VTHMS on Ocelot at IDEX, we are working with the U.S. DoD, the U.K. MoD and other customers to retrofit this system to inservice vehicles; this includes delivery of the system to other manufacturers. Force Protection developed the IP, backbone and system architecture, which are Open Source Plug-and-Play technologies. This enables us to work with partners such as Savox who have supplied the unique dual-mode voice and data intercom system which can also be distributed wirelessly to other vehicles, convoys, troops and facilities. Autry said. With VTHMS, both vehicle operator and commander can have cross-access to systems status in real-time all the time which significantly increases vehicle and unit operational flexibility. VTHMS can also be reconfigured in the field to support multiple mission profiles. We have designed the system so that C4I systems are accessible to vehicle crew using position independent Vehicle Information Terminals. For instance the Driver Vision Enhancer (DVE) thermal imagery are no longer a driver only capability, they can now be distributed throughout the vehicle and beyond. In addition, targets detection and identification can be performed using the Enhanced Low-Profile Pan and tilt roof thermal imager, from QuickSet Moog, sights can be handed over from
june 2011
Volume 14 Issue 3
48
49
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
which we were required to analyse and understand would have been unheard of about 4 years ago. Understanding the blast event, the soil conditions and the interaction with the structure are key elements of blast simulation. Recent advances in software and hardware now allow us to investigate large numbers of blast input conditions and to quickly interpret these results into personnel injury. The soil conditions in any blast test can easily affect the outcome and are closely controlled by the test range. GRM were able to use their optimisation capabilities to calibrate soil models quickly. Expertise gained from the civil engineering sector ensured that the model of the soil was representative and that the calibration parameters were based on real effects. From blast test panels through to full vehicle STANAG level testing, GRM demonstrated outstanding predictive capabilities in the correlation to vehicle integrity and occupant injury. Through the implementation by GRM of advanced structural analysis techniques for blast simulation, Cosworth were able to understand in detail the results of the blast tests. This enabled positioning of the accident data recorder within the vehicle structure to maximise the quality of the results for crew survivability. Furthermore, through a rigourous study including many blast simulation studies, GRM were able to provide Cosworth with a matrix of predictive injury levels and structural performance for differing IED blast sizes and positions. The outcome of the simulation work was that Cosworth were able to improve the reliability of the blast sensors, investigate the best installation and mounting arrangements and demonstrate that they could detect repeated blasts and resultant accumulated damage to the structure of the vehicle. The GRM Consulting and Cosworth Ltd teams have demonstrated the potential to save lives by monitoring the number and ferocity of the blast incidents encountered by vehicles in theatre. Cosworth Ltd were able to quickly develop their Blast Event and Vehicle Integrity System, and began testing in early February on the Mastiff, the UK MoDs vehicle of choice for moving troops around battlefields. The genesis of CIDS lies in General Dynamics UKs work to upgrade more than 13,000 military vehicles of all types from analogue to digital C4I systems during the integration of Bowman for the British Armed Forces a programme that made General Dynamics UK a leading vehicle integrator with the most up-todate skills and techniques in the industry. Based upon the experience gained on the Bowman programme during which the company stripped out hundreds of different vehicle types, each with their own unique EA, General Dynamics UKs engineers became convinced that an EA could be radically simplified and also standardised. And so the germ of an idea that became CIDS was planted. In addition, General Dynamics UK played a key role with various open standards bodies important to the future direction of EA including the MoDs VSI working group, DefStan 00-82, the MilCAN working group and lead the Generic Vehicle Architecture industry team to set open standards for GVA.
Contents
Whats in this issue

feature artiCles
Dytecna Leads in HUMS

For almost a decade Dytecna has been at the leading edge of Health and Usage Monitoring Systems (HUMS) achieving the first UK MoD fleet installation of HUMS on the Panther vehicle. The wider adoption of HUMS in the UK has been a slow and arduous process, everyone wants it but no-one is prepared to pay for it! The cost case for HUMS in the UK will come when there is a defined role and owner for it. Progress in the US has been much more focused with a clear use for HUMS to support Condition Based Maintenance (CBM). By working with the US DoD over the last 3 years we have come to fully understand the Condition Based Maintenance needs and what data is required to enable it. Military vehicles are not just an automotive system; their availability depends on the health and condition of all the critical operational, command, communication and surveillance systems. The health and usage of all these systems is not only determined by usage but also external factors including climatic conditions and terrain covered. To really contribute to CBM HUMS must provide a holistic data set capable of analysis by a variety of on and off board data processing tools. Data processing tools range from local single vehicle reports that enable focused maintenance of a single vehicle, through to spares provisioning systems. The requirement for HUMS is growing and Dytecna technology is now being trialled on a range of Australian vehicles
it has been successfully introduced into service with the UK Royal Navy. Flexible and lightweight C-Shield can be fixed in position or deployed as determined by the theatre of operation. The modular design enables use across a range of positions on numerous types of vessel maximising protection coverage whilst minimising the logistics management burden. This ballistic shield is a survivability multiplier for the platform asset and warfighter alike. Adaptation and evolution of C-Shield will deliver a number of further derivatives that will offer cost effective ballistic protection solutions to both the Naval and Land environments.
(Bushmaster and Hawkei) as options for international customers including Canada.
Modular Force Protection

Transport of goods by sea, the lifeblood of international trade, is under threat by piracy. The rising number of attacks on commercial vessels by pirates operating out of politically unstable countries has provoked the deployment of a number of military vessels to various hotspots around the globe. The military task force is providing commercial transporters protection from well-armed and determined pirates by putting themselves in the line of fire. Terrorist attacks on military ships are regrettably an all too real threat. Recent history has led to the development of a number of force protection measures for vessels to repel close quarter attack. Measures including the deployment of small calibre gun positions to provide a complete 360 lethality capability. In response to such threats Dytecna have developed C-Shield, a new modular armoured shield system to protect those at the frontline of this fight. C-Shield excels in offering modular ballistic force protection to previously exposed gunners operating a range of small calibre machine guns across a wide spectrum of marine vessels. Designed and engineered within a testing timescale against an urgent operational requirement
General Dynamics UK Core Infrastructure Distribution System (CIDS)- Lite for Electronic Architecture on Jackal
Compared with current conventional cabling in a modern AFV, General Dynamics UKs CIDS system delivers 100% growth potential for power and data services; a 60% reduction in the space taken up inside the vehicle, making it more fightable and survivable; and a 21% reduction in the weight of the system. In addition, vehicle re-role and repair times are reduced by an order of magnitude. General Dynamics UKs CIDS provides a standardised, modular infrastructure which allows manufacturers and systems integrators to offer their customers vehicles that are easily tailored to their specifications, highly configurable when in service and capable of being enhanced in the future as new technology becomes available. CIDS is a key part of the design of ASCOD SV which has been selected by the UK MoD as its preferred vehicle to fulfil the Scout SV role. The General Dynamics UKs CIDS infrastructure features an innovative bus configuration with nodes that enable the vehicle manufacturer, integrator or operator to easily install or replace systems using a plug and play approach. The new CIDS system provides improved power, data and videodistribution around the vehicle and is fully compliant to Vehicle Systems Integration (VSI) standards making it possible to connect vehicle and mission systems, with plugand-play simplicity at any one of multiple nodes, while simplifying the end users task in adapting the vehicle to different roles or repairing damage. The benefits of CIDs are felt early on in the life of a vehicle, when new designs are in the planning, specification and development phases. The designer can work with a standard, proven solution thats compatible across all vehicles and the system is scalable and efficient. Flexibility in design is also provided by CIDS compliance with multiple databus standards, all of which are supported at each take-off node, including: CAN, Serial Interfaces and 10G Ethernet. Other features that CIDS brings, ready made, to the vehicle design include: high current distribution; high voltage capability; built-in redundancy; and increased EMC/EMI tolerance. CIDS also helps vehicle manufacturers and systems integrators get their solutions to market faster, with reduced risk, thereby benefiting the end user who receives the new equipment sooner. Similar advantages apply during the manufacturing phase, where the rapid installation of equipment provided by CIDS makes assembly simpler, leading to reduced costs. In service, users can reconfigure or re-role a vehicle rapidly thanks to the modular plug and play nature of the architecture. Commanders are given much greater flexibility in terms of the resources they have available and the vehicles can be easily re-roled for the task ahead. The standardised, modular architecture also means damage repair is simple and fast as the damaged section of the architecture can simply be extracted and replaced. The ability to plug-and-play using standard interfaces provides an easier, low-risk path to future growth, accommodating new technologies so that vehicles can deliver more capabilities and adapt to new roles. With such an open architecture vehicles are readily adaptable to the needs of customers worldwide, while those customers will have access to solutions that genuinely meet the challenges they face.
Vehicle Integration
Dytecna has an excellent record for providing vehicle integration of Electronic Counter Measures (ECM), Communication Systems, Weapons Mounts, TACSAT etc to bring base platforms up to a theatre entry level standard. This capability has seen Dytecna working directly for UK MoD as well as partnering a range of vehicle OEMs, on a wide range of vehicles from armoured tracked to logistic fleets. In 2009 Dytecna was the UK partner for Navistar International and provided the Integration of a range of technologies onto the Husky vehicle to meet the UK MoD in-service requirements. This successful contract saw the whole fleet converted in the Dytecna facility with sixmonths. This excellent programme has been recognised by the award of a further contract in 2010 for the 2nd tranche of vehicles. Dytecna integrated vehicles are now operational in many parts of the world with UK deployed forces providing an excellent solution to the troops on the ground. Dytecna has also been involved with almost all of the UK communication projects for the last 20-years and have played a leading role on projects such as Bowman, Falcon and the SF communications. This expertise along with the allied experience with ECM has given Dytecna key skills and attributes that are recognised throughout the world.
june 2011
Volume 14 Issue 3
50
51
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
The Battlespace Interview
Contents
Whats in this issue

feature artiCles
More than just Offices

Serviced offices in Central Bristol Simple and flexible terms Meeting + Conference rooms available by the hour Seven listed Georgian houses, full of original period details Elegance in the heart of Bristol The difference is our personal service Youll deal with our friendly and empowered team Modern services with old fashioned values
Public Order Vehicles The Next Generation Night Driving in a Hostile Environment Changing of The Guard The Future of Logistics is in the Bag! Steroid Abuse U.S. Tactical Truck Update
BATTLESPACE Editor Julian Nettlefold visited Marshall Land Systems.

In May BATTLESPACE Editor Julian Nettlefold travelled to Cambridge to meet Peter Callaghan, CEO of Marshall Land Systems, a subsidiary of Marshall of Cambridge (Holdings) Limited. Marshall is now one of the largest privately owned Companies in the U.K. with the current Chairman and Chief Executive Sir Michael Marshall, Sir Arthur Marshalls son, appointed in 1989, owning 55% of the shares with the residue owned by family members. Sir Arthur Marshall died in March 2007 at the age of 103, just prior to which he was working a three day week! In 2006 Group sales increased over 10% to 633m following the award of the HIOS contract to Marshall Aerospace and a general increase in activity levels for the engineering companies. Gross profits increased by nearly 19% to 142m representing a return of 22.4% on sales, well up on the 20.8% achieved in 2005. What brought you to Marshall? The Editor asked. I was head hunted from Smiths Detection (previously Graseby Dynamics) in Watford where I was repositioning the Company with the view to a possible move to the USA. Tim Otter, then with Smiths, now with Marshall Land Systems, was asked by Robert Marshall the then MSV CEO, to look for a new CEO to head up the flagging SV vehicle business. From a peak of being the MoDs key vehicle body supplier, Marshall SV was languishing employing 128 people with a military turnover of 12 million. We have now built this to a turnover of 70 million with 608 people across all parts of the company. Peter Callaghan said. Did you have a history of employment with the defence industry to weave your magic on Marshall? No, its all about change and management techniques. Although my early career in Australia was with the Australian DoD dealing with the management of logistics and munitions, my main career was in the mining industry starting with Peko-Wallsend in Sydney where I had a number of management jobs sorting out troubled subsidiaries. My experience with vehicles came with the sale of Canford Engineering to Hosch in 2001 when I worked for Adstream a large Australian corporation. What was the key enabler to bring Marshall Land Systems to where it is today? I found a somewhat unconnected and expensive Company that was not listening to its customers. Thus my first job was to reposition the management to discover what the customer wanted rather than force them to accept a design or system they did not require. My next job was to streamline the workforce, bring in Project Managers and reduce costs. The next stage was to divide, what was then a disparate group of capabilities, into managed segments. We thus formed Marshall Land Systems with a Management Board running six key subsidiaries, Marshall Specialist Vehicles (MSV), with a current turnover of 25 million, specialising in Protected Workspace systems, Marshall Vehicle Engineering (MVE), with a current
june 2011
Volume 14 Issue 3
52
13 -14 Orchard Street, Bristol BS1 5EH T: 0117 905 5000 W: www.orchardstbristol.com
53
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
turnover of 15 million, specialising in vehicle engineering, and logistics systems, Marshall SDG in Petersfield, with a current turnover of 3 million, specialising in Capability Development and Unmanned Ground Vehicles, power management and systems development , Marshall Fleet Solutions, with a current turnover of 27 million, specialising in the management of refrigerated and other trailers for civilian customers such as Tesco, Stobart and Boots, Lorica the 50:50 JV with Plasan and Marshall Land Systems (Australia) recently established to offer our capability to RMMV and others for the Land 121 medium and heavy vehicle requirement and our own responses to a number of other projects. began building specialist vehicles which, initially, included commercial delivery vehicles, before going on to build more than 110,000 vehicle bodies and tactical shelters in over 200 different configurations for the British and other overseas armies. The evolution of what is now Marshall Land Systems Ltd. began with the formation of Marshall SV Limited (MSV) in 1946 under the name of Marshall Motor Bodies Division. During the post Second World War lull in aviation, the reduction in aircraft work led to a diversification into vehicle body building. Aircraft fitters built the first bodies on commercial vehicle chassis which were sold to local and national companies such as Chivers, Millers and Whitbread. The early work of Marshall SV included refurbishment of London Transport buses; this led to the Company going on to build over 80,000 vehicle bodies and more than 5,000 tactical shelters in over 200 configurations for the Ministry of Defence. In all, Marshall SV has built three generations of ambulances for the Armed Forces with the last batch completed in 2002, which are the current ambulances in military service today. In 1957 Marshall SV worked closely with the National Research Development Corporation and Tom Bacon, the inventor of the fuel cell. The Company and Tom Bacon successfully developed a three kilowatt fuel cell powered by hydrogen and oxygen which was demonstrated on an electrical forklift truck. The technology was later developed by Pratt and Witney in the United States and received an accolade from President Nixon when manned flight to the moon was made possible by the use of these fuel cells.
Contents
Whats in this issue

feature artiCles
Development of Marshall Land Systems Ltd

In 2009, Marshalls achieved its Centenary and celebrated with an excellent party at which the Editor was honoured to be asked. Marshall of Cambridge was founded by David Gregory Marshall on 1st October 1909 in a small lock-up premise in Brunswick Gardens, Cambridge, as a chauffeur drive company for Cambridge University students in particular. During the First World War, the chauffeur business continued, and the garage premises, which had relocated to Jesus Lane were used to help with servicing and maintenance of Army ambulances. In 1921, Marshall became the first Austin distributorship for Cambridgeshire. Just after the Second World War, Marshall
june 2011
Volume 14 Issue 3
54
55
1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34-35 36-37 38-39 40-41 42-43 44-45 46-47 48-49 50-51 52-53 54-55 56
Contents
Dont forget the next issue will be published september 2011

If you would like to advertise in the next issue, please contact: julian nettlefold tel/Fax: +44 (0)20 7610 5520 mobile: +44 (0)77689 54766 email: j.nettlefold@battle-technology.com
Whats in this issue

feature artiCles
THE OCELOT. THIS NEW BREED OF VEHICLE IS OUTFITTED WITH LEGENDARY SURVIVABILITY,
BORNE FROM THE SAME BLOODLINES AS THE BUFFALO AND COUGAR, THE OCELOT IS YET ANOTHER EXAMPLE OF THE EXPERTISE AND INNOVATION YOULL FIND IN FORCE PROTECTIONS FAMILY OF VEHICLES. THIS RADICAL VEHICLE FEATURES INTERCHANGEABLE PODS MADE WITH LIGHT, ADVANCED COMPOSITE MATERIALS FOR OPERATIONAL
june 2011
Volume 14 Issue 3
MANOEUVRABILITY AND MODULAR FLEXIBILITY FROM THE OUTSET. EACH ELEMENT WORKS TOGETHER SEAMLESSLY TO CREATE THE BEST-PROTECTED, MOST AGILE VEHICLE OF ITS KIND.
FLEXIBILITY. THE V-SHAPED ARMOURED SPINE PROTECTS OCCUPANTS AND CRITICAL COMPONENTS. INDEPENDENT SUSPENSION PROVIDES MANOEUVRABILITY FOR URBAN ENVIRONMENTS AND ENHANCED OFF-ROAD CAPABILITIES. AND, THE OCELOT IS BUILT TO BE HIGHLY RELIABLE, EXTREMELY MANOEUVRABLE, EASILY MAINTAINED AND EXPANDABLE FOR FUTURE VARIATIONS. ITS NO WONDER THE OCELOT WAS AWARDED THE CONTRACT FOR THE UKS LIGHT PROTECTED PATROL VEHICLE (LPPV) PROGRAMME, AND ALSO DOWNSELECTED FOR AUSTRALIAS PROJECT LAND 121 PHASE 4 COMPETITION.
56
FORCEPROTECTION.NET

Battlespace June11

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Battlespace June11

Uploaded by

Copyright:

Available Formats

1 2-3 4-5 6-7 8-9 10-11 12-13 14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31

Whats in this issue

Whats in this issue

The Battlespace Interview

BATTLESPACE C4ISTAR TECHNOLOGIES

Letter from the editor

Desert Warrior Upgrade Imminent

Whats in this issue

U.K. Ltd. Solution

Julian Nettlefold Editor, BATTLESPACE

BATTLESPACE C4ISTAR TECHNOLOGIES

NP AEROSPACE A COMPANY BUILT BY PIONEERS

Whats in this issue

1967 1986 1992

BATTLESPACE C4ISTAR TECHNOLOGIES Aerospace is a subsidiary of Morgan Crucible plc NP

Whats in this issue

U.S. Tactical Truck Update

Future Protected Vehicle Capability Vision

Whats in this issue

BATTLESPACE C4ISTAR TECHNOLOGIES

Whats in this issue

BATTLESPACE C4ISTAR TECHNOLOGIES

Whats in this issue

Public Order Vehicles The Next Generation

Public Order Vehicles The Next Generation

BATTLESPACE C4ISTAR TECHNOLOGIES

Whats in this issue

Public Order Vehicles The Next Generation

BATTLESPACE C4ISTAR TECHNOLOGIES

Designed to work. Engineered for life.

Whats in this issue

Force protection Vehicle modications Workspace systems Power solutions

U.S. Tactical Truck Update

Designed to work. Engineered for life.

Whats in this issue

Night Driving in a Hostile Environment

VEHICLE RSTA AND FORCE PROTECTION

VEHICLE AND CONVOY SELF PROTECTION

Night Driving in a Hostile Environment

BATTLESPACE C4ISTAR TECHNOLOGIES

Whats in this issue

Left: The MX-10GS sensor turret on a mast-mount. [L-3 Wescam]

Night Driving in a Hostile Environment

BATTLESPACE C4ISTAR TECHNOLOGIES

Whats in this issue

TURNS POWERTRAINS INTO POWER PLANTS.

Power Anywhere: Thats Go To.

Night Driving in a Hostile Environment

BATTLESPACE C4ISTAR TECHNOLOGIES

Keep Moving Stay Protected

Whats in this issue

Changing of The Guard

4x4 Flexible Logistics

6x6 Load Carrier

8x8 Fuel Tanker

8x8 Hook Lifting System

Changing of The Guard

Whats in this issue

Changing of The Guard

BATTLESPACE C4ISTAR TECHNOLOGIES

Whats in this issue

Changing of The Guard