Navantia: 1294252

Artist’s impression of the S-80A submarine at sea. Rejecting suggestions that it is merely a
scaled-up derivative of the Scorpene, Navantia insists the S-80A is “all new from the keel up”.

Spain’s S-80A submarine

comes up to the surface
Navantia believes the Armada Española’s next-generation S-80A design will
establish its credentials as a submarine prime contractor and systems integrator.
Richard Scott reports on the evolution and contents of the submarine programme

A
cigar-shaped steel hull sited to over-
look the waterfront in the historic
naval port of Cartagena, on the
southeast coast of the Iberian peninsula,
serves as a reminder that Spain has been
involved in the design and construction of
submarines for more than 120 years.
This monument is in fact the Isaac Peral,
the world’s first electrically powered sub-
mersible vessel, launched from the San
Fernando shipyard in 1888.
Although primitive by modern standards,
it was in its day a trailblazer. As well as
pioneering new concepts in hull design, it
also demonstrated its ability to fire White-
head torpedoes and maintain full propul-
sive power and control while submerged.
Today, just over 1 km from where this
little piece of naval history stands, the
frames are being welded and the steel
shaped at Navantia’s Cartagena shipyard
for a new class of submarine some 10 gen-
erations removed from Isaac Peral. These
are the structures of the new S-80A design,
the most advanced submarine ever to be
built for the Armada Española and, accord-
ing to both Navantia and its customer,
a true ocean-going force-projection asset
that will set new standards in non-nuclear
submarine performance when delivered in
2013. Indeed, putting aside the absolute
speed, mobility and power available to a
nuclear-powered attack submarine (SSN),
the S-80A weapon system will be similar to
that of a modern SSN in many respects,
including the ability to fire land-attack
cruise missiles.
A first few rings of the pressure hull of
the first of class — the as yet unnamed
S-81 — are already assembled. However, it
will be the conclusion of the programme’s
Critical Design Review, scheduled for sign-
ing off at the end of November 2007, that
will sanction the release of detailed engi-
neering drawings to the shopfloor.
In advance, Navantia has already com-
pleted source selection and concluded
commercial terms for all major S-80A

26 jni.janes.com ■ JANE’S NAVY INTERNATIONAL DECEMBER 2007

subsystems, contracting for equipment from
a diverse international supplier base. Its 400-
strong engineering team has been utilising
the FORAN computer-aided design (CAD)
tool to progressively refine the three-dimen-
sional electronic design in preparation for
its release to manufacture.
Additionally, a series of land-based test
facilities are beginning to take shape to
de-risk and demonstrate a number of dev-
elopmental integrated systems critical to
the capability of the submarine.
While the S-80A design solution has been
driven by the specific operational require-
ments of the Spanish Navy, Navantia also
sees it as the baseline for an export design
intended to compete at the ‘high end’ of
the non-nuclear submarine market. Having
latterly collaborated with France’s DCNS
on the Scorpene design — sold to Chile,
India and Malaysia — Navantia believes it
is ready to strike out alone in an effort to
replicate the international success already
enjoyed by its surface shipbuilding arm;
indeed, Turkey has publicly declared the
S-80A as one of the candidates for its next
submarine requirement alongside rival pro-
posals from DCNS and ThyssenKrupp-
owned HDW.
Of course, the challenges inherent in
the design, development, manufacture, in-
tegration, test and acceptance of a brand
new submarine design — and one incorp-
orating so many new-to-type systems —
are not lost on any independent observer,
nor on Navantia’s project management
team. The chronic problems and delays
afflicting the Royal Australian Navy’s Col-
lins-class submarine programme perhaps
resonate most, given that this was a simi-
larly ambitious and complex engineering
endeavour that also attempted to emu-
late many of the fighting characteris-
tics of an SSN.
The first pressure
hull rings for S-81
are taking shape
inside Navantia’s
Cartagena yard.
DECEMBER 2007 JANE’S NAVY INTERNATIONAL ■ jni.janes.com
While by no means complacent, Navantia
believes its experience as a platform system
integrator, rather than a submarine builder
per se, will count in its favour. So too, it
suggests, will the experience of its Faba
Systems subsidiary, which is taking a piv-
otal role as design authority for the supply
of the Integrated Platform Management
System (IPMS) and, in partnership with
Lockheed Martin, the combat system core.
Different beasts
The very provenance of the S-80A design
is something that Navantia is anxious to
clarify, the company de-basing the miscon-
ception that it is nothing more than a
scaled-up derivative of the Scorpene export
design jointly offered to the international
market in partnership with DCNS. While
the two designs may exhibit a superficial
resemblance in their general arrangement
and hydrodynamic form, they are in fact
very different beasts in terms of their size,
engineering design, equipment outfit and
operational performance, according to Fer-
nando Miguelez, director of Navantia’s
Cartagena shipyard.
“The simple fact is that the S-80A is an
all-new design from the keel up… there has
been nothing taken from the Scorpene, and
the two project teams are run by different
managers in different buildings,” he says.
“This is a new submarine designed from
scratch by Navantia to match the Spanish
Navy’s specific operational requirement
and operating profile, which calls for a
submarine offering performance some way
in excess of the Scorpene.
“Whereas the Scorpene is
very much a defensive
submarine, designed
for ASW [anti-
submarine
warfare] and ASuW [anti-surface warfare] in
local waters, the S-80A is a far more able
ocean-capable design, incorporating AIP [air-
independent propulsion] as standard, offer-
ing longer range and endurance, and afford-
ing a strategic force-projection capability.”
Like for like, the S-80A is about 30 per
cent bigger than the Scorpene (it is only 4.5 m
longer but has a larger hull diameter of 7.3 m
vice 6.2 m). Submerged displacement works
out at 2,400 tonnes, significantly greater
than the 1,740 tonnes of the Scorpene.
“There are also important differences in
the hydrodynamic form,” says Miguelez.
“Yes, the two designs share a classic Alba-
core hullform, but the S-80A has some-
what larger rudder control surfaces, and
the fin position on the hull is different.”
It is, however, ‘under the skin’ where the
different genealogy of the S-80A becomes
far more apparent. “The Scorpene is an
export design which, for quite obvious rea-
sons, is largely based on systems and equip-
ment provided by a French supplier base,”
Miguelez points out.
He continues: “As Spanish industry only
offers solutions in certain niche areas, for
the S-80A we have gone out to the world
market to source the ‘best of breed’ equip-
ment to suit the Spanish Navy’s perfor-
mance specification.”
The end result, he says, will be “a highly
automated, ultra-quiet boat with a com-
pletely new set of equipment being supplied
from a wide range of vendors across plat-
forms, machinery and combat systems”.
There are also several technical innova-
tions that mark the S-80A out from the
crowd. “We are installing a new AIP system
based on the use of Ethanol reformer cell
technology; adopting a truly open, inte-
grated combat system architecture; and
using a positive discharge weapon launch
system that will be fully prepared for the
Navantia: 12942523
27

Navantia: 12942523
S-80A general arrangement.
Tomahawk land attack missile from the
outset,” Miguelez says. “We are also intro-
ducing a high level of automation into the
design to permit a crew of just 32.”
Origins in ALTAMAR
The genesis of what was, in its original
form, the Serie 80 (S-80) programme can
be traced as far back as 1989 when the
Armada first promulgated its ambitious
recapitalisation programme under Plan
ALTAMAR. Early submarine concept and
feasibility study work concluded in 1991,
but it was not until July 1997 that S-80
project activity began in earnest.
A mission needs document was approved
in September that year, with a draft naval
staff target circulated in November and
subsequently formalised in April 1998. Foll-
owing approval of the formal naval staff
requirement by the Almirante Jefe del Est-
ado Mayor de la Armada (AJEMA) in Oct-
ober 1998, Empresa Nacional Bazan (later
incarnated as IZAR and latterly Navantia)
was awarded a two-year project definition
contract in November 1999. This activity
concluded in October 2001.
At this juncture the development pro-
gramme took a new turn. The Spanish
Navy, in reviewing the original require-
ments captured in its statement of oper-
ational need, judged that the staff require-
ment needed to better reflect new missions
and operating patterns consequent of the
changed post-Cold War strategic situation.
As a result, the naval staff requirement was
revisited and updated, being approved by
the AJEMA in its new form in July 2002.
Speaking at the IQPC Underwater Bat-
tlespace conference in London, UK, in
January 2005, the then commander of the
Spanish submarine flotilla, Captain Jaime
Munoz-Delgado, described the changes
28
impacting his command and the submarine
community as a whole. “The strategic guid-
ance issued by the AJEMA in January 2002
made it clear that naval operations involving
power projection over land and protecting
naval and land forces in shallow waters are
more likely than conventional naval combat,”
he said. “For the submarine force, that means
building on our classic missions of anti-sub-
marine warfare and anti-surface warfare to
embrace a range of additional tasks.
“These include naval power projection;
support to special operations; intelligence,
surveillance and reconnaissance; indicators
and warnings; amphibious/land force pro-
tection; deterrence; offensive mining; task
group support; and naval force protection.
“A consequence of this was the need to
look again at the staff requirement for the
S-80. In particular, we confirmed the need
for AIP, which was previously regarded as
an option only.”
Capt Munoz-Delgado added: “We also
recognised the need for the submarine to
make a substantial contribution at force
level. This demands a reliable and assured
system of communications and real-time
information exchange.”
This new thinking was enshrined by the
Spanish government’s strategic defence
review, published in February 2003, which
reaffirmed the need to acquire a new sub-
marine capability. It also set out a require-
ment to have a minimum of two submarines
available to be deployed concurrently on
separate operations; noted the importance
of AIP to extend submerged endurance; and
recognised the ability of submarines to con-
tribute to force projection by launching
deep-strike weapons against land targets.
The corollary for the S-80 programme
was a second definition phase, starting in
November 2002, that saw IZAR (as was)
tasked to re-engineer the original design to
jni.janes.com ■ JANE’S NAVY INTERNATIONAL DECEMBER 2007
meet the updated requirements set. This
resulted in a larger-diameter boat re-desig-
nated as S-80A, the ‘A’ suffix being added
to indicate the substantial evolution from
the original S-80 concept.
A government go-ahead for the S-80A
programme finally arrived in September
2003. This was followed in March 2004 by
the award of a design-and-build contract
to what is now Navantia, for an initial four
boats to be delivered from 2011.
However, a government-led decision on
the principal industry partner for the combat
system was not forthcoming until 2005. This
delay has had a significant impact on the
master schedule, given the complex inter-
dependencies between the platform and
combat system, with the delivery of S-81
now re-baselined for 2013. All three follow-
on boats are due for handover by the end
of 2015.
Design aspects
Adopting a single-hull ‘teardrop’ or Alba-
core design, the external form of the S-80A
has been optimised to reduce self-noise.
“The hullform has been subject to exten-
sive modelling, simulation and testing to
prove its flow self-noise characteristics,”
reports Mauricio Alvarez Ortiz, Navantia’s
S-80 programme manager. “This has inc-
luded tow tank testing [at SSPA in Goth-
enburg, Sweden] to validate the hydro-
dynamic characteristics. Tow tank test also
proved the design of the skew-bladed fixed-
pitch propeller.”
The decision to go for a conventional cru-
ciform rudder configuration, rather than an
X-form arrangement, was the subject of
significant analysis and debate within the
design team. “We looked very hard at an
X-form design,” Alvarez says, “and acknow-
ledge that it offers some advantages in
manoeuvring and control.”
But in the final analysis it was the better
intrinsic safety of the classic cruciform
arrangement that convinced Navantia. “In
the event of a control system failure, the
cruciform surfaces can be operated effec-
tively with just two sticks,” Alvarez says.
“Manual operation of an X-form rudder
is far more difficult in the manual rever-
sionary condition.”
He points out that safety and survivabil-
ity have been given a high priority in the
design philosophy. “We have sought a
greater safety operating envelope than oth-
er submarines, and have specified a high
level of emergency recoverability. This can
be attributed to the excellent performance
of both the aft hydroplanes and the emer-
gency ballast tank blowing system.”
According to Alvarez, the excellent depth-
plane control performance accorded by the
S-80A will mean no limitations in speed
with depth. Furthermore, the boat will be
highly responsive, “being able to perform a
‘crash stop’ in less than 80 seconds or five
lengths, and able to dive from periscope
depth to 100 m [assuming a speed of 5 kt
while ‘snorting’] in just 50 seconds”.
Modelling of depth-keeping at periscope
depth suggests no snort mast immersions or
sail emergencies while snorkelling in cond-
itions up to Sea State 6. Control speed, using
the ‘Chinese’ effect of the hydroplanes, is
just 2.8 kt. “Most submarines struggle to
go at less than 4 kt,” says Alvarez, “so the
S-80A will benefit from enhanced manoeu-
vrability — something that is very important
while operating in shallow-water conditions
— and reduced noise.”
In seeking to minimise vulnerability and
achieve maximum stealth, Navantia has con-
ducted extensive signature studies looking
at the widest possible range of acoustic and
non-acoustic influences, the latter including
magnetic, electrostatic, ELFE (extra-low fre-
quency electric), radar, pressure, wake and
visual. “The combat system has been de-
signed to be fitted in a noise-optimised plat-
form,” remarks Alvarez. “Our self-noise cal-
culations are now being used to optimise the
positioning of the sonar arrays on the hull.”
Significant attention has also been paid
to minimising target echo strength. At this
stage the Spanish Navy has decided not
to fit anechoic tiling, “although the option
remains for their fitting at a later date
should requirements dictate”, Alvarez says.
Machinery, selected for inherent low vib-
ration and airborne noise characteristics,
will be fitted on shock/noise mounts and
then grouped on floating rafts in the pres-
sure hull. Flexible couplings are employed
to ensure that equipment and systems are
isolated from the hull. Other signature re-
duction measures include a diesel exhaust
gas diffuser (to suppress thermal and noise
8 Q W L W O H G   2007
DECEMBER  JANE’S NAVY INTERNATIONAL ■ jni.janes.com
emissions) and the selective application of
radar-absorbent material around the masts.
The pressure hull structure itself will be
formed from HLES 80 steel, the same mat-
erial as used for Scorpene. “Finite element
models were used to calculate collapse pres-
sure, their predictions then being validated by
the manufacture of a sub-scale [6.8 m length
and 1.46 m diameter] pressure hull model,”
says Alvarez. “This was used to test the real
pressure of collapse in as-built conditions.”
Manufacture of the fore and aft pressure
domes for the first two boats has been out-
sourced to BAE Systems Submarine Solu-
tions in Barrow, UK. “Each dome has a large
number of penetrations,” explains Alvarez,
“and we decided to find a specialist subcon-
tractor for these structures. The domes for
boats three and four will be partly assembled
in Barrow then completed in Cartagena.”
Navantia has, under the terms of a frame-
work contract, accessed specialist technical
advice and design assurance from UK sci-
ence and technology group QinetiQ. This
has included support in the areas of hydro-
dynamics, structures, shock, signatures, vul-
nerability and towed-array handling.
Platform and propulsion
The propulsion plant developed for the
S-80A is a hybrid arrangement of classic
diesel-electric (combining three 1,200 kW-
rated Navantia MTU 16 V 396 SE 84L –
GB31L diesel alternator rectifier sets and
two 180-cell groups of Tudor batteries) and
a 300 kW AIP system based on reformed
ethanol and liquid oxygen. The latter sys-
tem, seen as one of the S-80A’s principal
performance discriminators, is being devel-
oped by Navantia in conjunction with UTC
Power and Hynergreen, with a land-based
test site to be built at Cartagena to prove
the system and allow for an evaluation of
long-endurance performance.
“UTC is, we believe, the best in the
world in this area,” says Alvarez. “They are
the pioneers in fuel-cell technology, with
over 40 years’ experience and a range of
expertise in different fuel-cell types. The
open anode proton exchange membrane
technology we will use is unique to UTC,
and represents the very best technology
available today.”
The full AIP system will be accommo-
dated in a 7.89 m section in the centre
part of the boat. This will be split horizon-
tally into two separate compartments:
the fuel-cell system, bio-ethanol proces-
sor, power-conditioning system, CO2 dis-
posal system and auxiliaries on an upper
deck; and the liquid oxygen tank fitted
in a lower compartment.
Navantia is confident it can deliver the
Spanish Navy’s requirement for an AIP sol-
ution providing an endurance of 15 days at
4 kt (assuming a nominal 110 kW hotel
load). “If you can switch off non-essential
power consumers and reduce hotel load to
50 kW, then endurance could be extended
to 20 days,” says Alvarez. “Alternatively, a
submarine on the bottom could conserve
              D P 29
 power, and therefore prolong its sub-
merged endurance, by removing the pro-
pulsion load.”
Installed power is put to work by a 3,500 kW
synchronous AC permanent magnet motor
driving a single shaft. “We have sourced
this from Gamesa Cantarey in Cantabria,”
says Alvarez. “Their design [a prototype of
which has already undergone successful
testing] is based on four three-phase semi-
motors and features IGBT [insulated gate
bipolar transistor] power electronics con-
trolled by pulse-wave modulation.
“It is lightweight, compact, quadruple-
redundant and offers shock performance
double that of the competition,” says Alva-
rez. “And, importantly for safety, it can
continue operating in the event of a cooling
system failure.”
Although Navantia’s Faba Systems div-
ision is long established as a supplier of
IPMS systems for surface ships, the S-80A
Navantia: 12942525
(Above) S-80A mast arrangement.
Navantia: 12942526
The S-80A will be delivered ‘Tomahawk-ready’, according to Navantia. Weapons already earmarked
include the DM2A4 heavyweight torpedo and the Sub-Harpoon anti-ship missile.
30
programme will see the first implementation
of a submarine IPMS by the company. Op-
erated from two Sainsel-supplied CONAM
consoles, this highly automated Sistema de
Control de Platforma (SCP) will control
and monitor equipment throughout the
vessel, taking signals from the propulsion
plant, AIP system, auxiliaries, safety sys-
tems, steering station and combat system.
Local service stations distributed around
the submarine will collect and transmit sig-
nals over the SCP network.
A damage-control system is embedded
in the SCP. Other functionality includes
condition-based monitoring and diagnos-
tics, and onboard training.
Faba acknowledges that the biggest chal-
lenge in the development of the S-80A’s
SCP is the safety-critical nature of the
system. Accordingly, a land-based test and
reference system is about to start building
at Faba’s Cartagena facility to support
jni.janes.com ■ JANE’S NAVY INTERNATIONAL DECEMBER 2007
development and provide a high-fidelity
test and simulation environment.
Italy’s Avio SpA is supplying its GAUDI
(Guidance Automation Unit Distributed Int-
elligence) steering-control system to Faba
Systems for the S-80A programme. Based
on a distributed architecture, GAUDI is
claimed by its manufacturer to offer greater
flexibility, survivability and reliability than
more conventional centralised systems.
Combat core
One of the most critical and contentious
decisions in the formative years of the S-80A
programme was that concerning the archi-
tecture of the combat system core. Following
a protracted evaluation of competing solu-
tions, culminating in a face-off between US
rivals Lockheed Martin and Raytheon, the
former was in 2005 selected to partner Faba
Systems in the design, development and inte-
gration of a fully integrated combat system
core that included a multi-array sonar suite
and associated processing functionality,
a command-and-control subsystem and a
weapon-control subsystem.
The adoption of an open-system archi-
tecture, leveraging commercial off-the-shelf
technology already proven on the US Navy’s
Virginia- and Los Angeles-class SSNs, is
intrinsic to the combat management and
weapon-control system and its associated
integrated sonar suite, says Ramón Andréu,
Navantia’s S-80A combat system manager.
“What we are getting is in many respects a
scaled version of the system going aboard
the Virginia class,” he says. “It will also
enable the S-80A to keep pace with the int-
roduction of new technology and capabili-
ties for enhanced performance and greatly
reduced cost over the life of the platform.”
At the heart of the S-80A combat system
are seven Sainsel CONAM SUB multi-
function common consoles. “The mantra
is ‘any function, any console’,” says And-
réu. “Each will be capable of processing
and displaying sensor data, or alternatively
employed for tactical functions such as
track management, weapon planning and
weapon control.”
He continues: “The first CONAM SUB
shipsets are due for delivery from Sainsel
by the end of 2007. Seven consoles will
go to the Lockheed Martin land-based
test site in Manassas [Virginia], with an-
other seven going to Faba to populate
their combat system core land-based test
site in San Fernando.”
A multi-array integrated sonar system
supplied by Lockheed Martin (EDO has
been subcontracted to manufacture the
sonar outboard elements) features cylind-
rical, passive-ranging, wide-aperture flank,
acoustic intercept, and mine- and obstacle-
detection arrays, together with an own-noise
monitoring system. Also integrated into the
sonar suite is the indigenous SAES Solarsub
low-frequency towed-array sonar (for which
QinetiQ is managing the acquisition of a
reelable handling system).
As regards above-water sensors, the
S-80A is specified with a comprehensive
suite comprising optronics, electronic sup-
port measures (ESM), a low-probability-of-
intercept (LPI) radar, IFF (identification
friend-or-foe) and AIS (automatic identi-
fication system). These pieces of equipment,
together with communications antennas,
will be raised using universal modular masts
supplied by Calzoni.
Having considered the option of specify-
ing two non-hull-penetrating optronic
masts, the Spanish Navy has opted for a
more conservative approach that will see
the S-80A fitted with a conventional attack
periscope (incorporating a thermal imager
and low-light TV) alongside a non-hull-
penetrating surveillance mast (combining a
high-definition TV, a colour camera, a ther-
mal imager and a laser rangefinder). Koll-
morgen Electro-Optical has been contrac-
ted to supply both pieces of equipment
(designated Model 2010 AP and Model
2010 OS), with Indra providing its MVT
640 3–5 µm thermal imager for both.
The Pegaso ESM suite is a home-grown
product from Indra based on wideband
digital receiver technology, combining func-
tionality for radar and communications
band intercept and analysis. According to
Andréu: “The system features two separate
antennas: a main omnidirectional/direc-
tion-finding antenna on the dedicated
ESM mast, and a secondary antenna atop
the optronic mast.
“Indra is also responsible for supplying
an IFF transponder [the TXP-25 Mk XIIA
supporting Mode 5/S] and a navigation
and surface surveillance radar in the shape
of its ARIES-S LPI radar,” Andréu adds.
Part of the ARIES family of frequency-
modulated continuous-wave LPI radars,
the ARIES-S variant has been designed to
fit in a non-hull-penetrating architecture,
with the transmitter/receiver unit sized for
installation inside a submarine mast.
The integrated communication system
specified for S-80A by Faba Systems will
be based around an EID ICCS-5 commu-
nications control system and Rohde &
Schwarz radio equipment. Antenna sub-
systems are being furnished by Aeromari-
time, Nereides, Dowding and Mills and
Calzoni. Indra is supplying an SHF satel-
lite communications terminal, thought to
be a derivative of the company’s TSUB sat-
com equipment. Andréu also notes that
S-80A “will be Link 22-enabled”, with
Spanish company Tecnobit supplying the
datalink processor terminal.
Firepower
Weir Strachan & Henshaw is supplying
the weapon-handling and discharge system
(WHDS) for the S-80A programme. Com-
prising six torpedo tubes with positive air
discharge provided by two rotary air-tur-
bine pumps, the WHDS will be able to host
and launch torpedoes, mines and missiles.
Weapons already earmarked for the S-80A
submarine comprise the Atlas Elektronik
DM2A4 electrically powered heavyweight
wire-guided torpedo; the Boeing Sub-
Harpoon anti-ship missile; and the SAES
Mincoa multi-influence mine.
One specific feature of the WHDS is
the ability to automatically eject mines in
sequence, using all six torpedo tubes in alt-
ernation. Furthermore, says Alvarez, the
WHDS has been designed to be ‘Toma-
hawk-ready’. “We have been provided with
all the information necessary to ensure that
the structures, handling system and braces
are all fully prepared to take the weapon.
Provision has also been made in the design
— in terms of space, power and interfaces
— for the associated control hardware in
the weapon compartment.”
As well as the WHDS, Weir Strachan &
Henshaw is supplying a countermeasures
ejector system for the S-80A programme. A
total of 20 ejectors are fitted under the
submarine casing aft of the fin, with space
reserved forward for a further 10 systems.
Alongside its standard complement of 32
crew members, the S-80A will have perm-
anent accommodation for a force of eight
special forces personnel. A lock-in/lock-out
hatch is fitted for the egress and entry of
special forces divers. ■
RELATED ARTICLES:
● Submarine forces, juws.janes.com, 18.10.07
● Spanish order for submarine pressure hull domes
comes to UK, jni.janes.com, 02.05.07
● DCN, Navantia face split over submarine designs,
jdw.janes.com, 31.10.06
● Pegaso to protect S-80A submarines,
jdw.janes.com, 27.07.06

    


    
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DECEMBER 2007 JANE’S NAVY INTERNATIONAL ■ jni.janes.com 31