THE NAVAL ENGINEER
SPRING/SUMMER 2019, VOL 06, EDITION NO.2 All correspondence and contributions should be forwarded to the Editor: Welcome to the new edition of TNE! Following the successful relaunch Clare Niker last year as part of our Year of Engineering campaign, the Board has been extremely pleased to hear your feedback, which has been almost entirely Email: positive. Please keep it coming, good or bad, TNE is your journal and we [email protected] want to hear from you, especially on how to make it even better.
By Mail: ‘..it’s great to see it back, and I think you’ve put together a great spread of articles’ The Editor, The Naval Engineer, Future Support and Engineering Division, ‘Particularly love the ‘Recognition’ section’ Navy Command HQ, MP4.4, Leach Building, Whale Island, ‘I must offer my congratulations on reviving this important journal with an impressive Portsmouth, Hampshire PO2 8BY mix of content and its presentation’
Contributions: ‘..what a fantastic publication that is bang up to date and packed full of really Contributions for the next edition are exciting articles’ being sought, and should be submitted Distribution of our revamped TNE has gone far and wide. It is hosted on by: the MOD Intranet, as well as the RN and UKNEST webpages. Statistics taken 31 July 2019 from the external RN web page show that there were almost 500 visits to the TNE page and people spent over a minute longer on the page than Contributions should be submitted average. This is in addition to all the units and sites that received almost electronically via the form found on 2000 hard copies, those that have requested electronic soft copies, plus The Naval Engineer intranet homepage, around 700 visitors to the internal site. All in all, TNE is out there, reaching the RN and UKNEST websites. people and is a great way to get your message or story heard across the Naval Engineering community. All photographs and graphics are to be high resolution wherever possible We hope you enjoy this new edition in which we have our first (300dpi), and supplied separately. “Letter to the Editor”, and we are very grateful to all the contributors.
Feedback: TNE cannot succeed without you. This is your journal. Make it yours! The Naval Engineer is your journal. If you have any feedback regarding The Naval Engineer, please complete the feedback form located on the TNE THE EDITORIAL BOARD’S TOP PICK! Intranet Homepage, the RN and UKNEST websites, or email the Editor. With so many excellent articles in the relaunched first edition of TNE it has been very difficult single out Distribution: any particular one. But the Editorial Board If you would like to update your contact highlighted “A GEM of an idea” by WO1 details, or if you are the representative Hughes for special mention. Why? Because of a unit or organisation that would like it epitomises the value that engineers to be added to the distribution, please bring; in solving what might appear to be contact the Editor. mundane problems engineers safeguard operational capability and can also save Editorial Board Defence millions of pounds. It is said that Chair: Capt Matt Bolton RN engineers are “solutions looking for a Members: Cdr Rachel Singleton RN problem”. We should always be curious WO1 James Stuart RN and never be afraid to propose answers CPO Ben Pillar RN – well done Mr Halton and PO Tim Moore RN WO1 Hughes. TNE Autum/Winter 2018, Vol 06, Edition No 1 PO Daniel Piper RN PO Marc Ryan RN Chloe Woodger-Smith, UKNEST
Editor: Clare Niker
The views expressed in The Naval Engineer, unless otherwise stated, are those of the authors alone, and do not necessarily reflect the official opinion of the Ministry of Defence. All images are courtesy of Fleet Photography, unless otherwise stated. CONTENTS
Produced on behalf of Chief Naval Engineer Officer, The Naval Engineer (TNE) is a professional journal for all Engineers across the Naval Enterprise, managed by the Future Support and Engineering Division in NCHQ. TNE celebrates the success of naval engineers, provides opportunity for academic recognition, and generates interest and discussion on topics relevant to the delivery of naval engineering. Articles are welcomed from all ranks and rates of Royal Navy, Royal Marine, Royal Fleet Auxiliary and Royal Corps of Naval Constructors specialisations, and from our civilian partners in industry. Refreshed as part of the RN’s Year of Engineering 2018 campaign, TNE is proud to be working with UKNEST and The Royal Corps of Naval Constructors.
ENGINEERING TECHNOLOGY OPERATIONAL ENGINEERING ENGINEERING PEOPLE
8 Explosive Safety in the Modern 20 The Cost of Human Factors 34 The Year of Engineering – Delivered Warship Lt Andy Vance raises awareness of the Cdr Neil Benstead rounds up the significant Our first Royal Corps of Naval Constructors impact that human factors have on contributions made by the RN to YOE18. article discusses maritime explosive capability. 40 #Innovation at HMS Collingwood accidents, and the ongoing safety culture to Supported by DARE and the drive for reduce them. 24 What are the RN Fleet’s Miles Per innovation, find out what was achieved Gallon Figures? …or Should That be 12 How Technology Can Alter Grand by an intake of Weapon Engineer Officers Strategy Gallons Per Mile? eager to solve a real ship issue. The second in a series of articles looking at Are MPG costs just something to consider 44 Accelerating Our Apprentices what history can offer, Cdr Barton examines when buying a car, or could Marine PO Derek Nicholls reflects on the journey what history can add to our current and Engineers play a part in managing fuel taken by the first entry of Weapons future strategy. consumption costs for ships? Engineer General Service Accelerated 14 Engineering the Remnants of 28 Defensive Cyber as an Engineering Apprentices. Yesteryear Discipline 47 Maintaining the Present to Operate in The MOD owns over 5700 wrecks which lie The first in a series of three articles, Lt Cdr the Future all over the world, whose job is it to manage Nick Jones examines what cyber and cyber How are we developing and supporting them? Madeleine Parsley explains. defence mean in the context of the RN. Engineering Technicians to become Robot 16 Mission Modularity: Toward Enhanced Hive Mind Control Node 10 – or the WO1s Flexibility and Cdrs of the future? Modularity is not a new concept, but 50 Underwater Engineering – Deployed how is it being utilised in the modern Read what happened when the SALMO warship context? Underwater Engineering team were tasked to support HMS Albion in Japan.
51 Project Keyham Update A look at the priorities emerging from the Project Keyham recommendations.
52 Rewards and Recognition A look at recent awards, celebrating award winning engineers. 58 Meet Your Heads of Specialisation A brief introduction to your Heads of Specialisation. 60 Letter to the Editor Lt Cdr Jim Briscoe writes to the Editor about the delivery of AI in the RN. 62 The Final Word How could issues around the safe launch and recovery of unmanned surface vessels be resolved?
THE NAVAL ENGINEER
Font: Comfortaa Bold Pantones: Warm Red C 640 C THE NAVAL ENGINEER CNEO Foreword
Rear Admiral Jim Higham OBE BEng(Hons) MSc MA FIMarEST RN
My son is thinking about a job in Engineering Of course, technology alone doesn’t win – hallelujah! When you look at all the wars. The Navy will continue to need the uncertainty facing some elements of our very best talent our nation can produce and economy, engineering looks a pretty good we must be innovative in the ‘how we do bet doesn’t it? It’s one of the most productive things’, not just the ‘what with’. In this area sectors in the UK economy, contributing at we have, perhaps, our biggest fight; to attract least 20% of the UK’s gross value added and retain our nation’s best talent in a very and half our exports. ‘Tech’ is touching competitive market. The UK has an annual every part of our lives and the prospect of a shortfall of 59 000 engineering graduates and 4th industrial revolution, driven by artificial technicians to fill core engineering roles. And intelligence and advanced production a lack of diversity is fundamental to this – the techniques, suggests no letup in the pace engineering workforce is 92% white and 88% of change. male. So, we’re missing out on the talent we need and young people are missing out on I see every bit of that same sense of the chance to make a positive difference to Rear Admiral Jim Higham OBE BEng(Hons) MSc MA FIMarEST RN opportunity and excitement in Naval their future, that of the planet and everything Engineering. In the most straightforward that calls it home. sense, the RN is an organisation that is growing… growing for the first time in So as I take on the role of CNEO, my first over 30 years. We’re growing the number priority is our people, right across our sector, of people in the Service and the size and building on the success of the Year of numbers of our ships. Next year, Portsmouth Engineering 2018. Recruiting and retaining will be operating more tons of grey steel the very best our country has to offer will than at any time since 1956 and, from 2015 be crucial. I look forward to getting out and to 2025 the tonnage of the RN Fleet overall about over the coming months, meeting as will grow by 30%; supported by new Tide many of you as possible and hearing your and FSS classes for the RFA. Programmes like issues and ideas. The breadth and vibrancy T26 and T31 are arriving right behind our of Naval Engineering is clear from the two carriers. Beneath the waves, Astute and pages of TNE, for which I am grateful to all Successor represent a truly exciting present contributors. Please use this, your journal, to and future for our submariners and these four share your experiences, successes, challenges programmes alone provide a very tangible and concerns and, in the meantime, my inbox £50Bn commitment from our nation to the is always open. future of our Service and the engineers that will design, deliver and operate it. Add to Regards that, the absolute step change in aviation Rear Admiral Jim Higham capability that the F35 will bring, capabilities CNEO like unmanned mine countermeasures vessels and unmanned rotorcraft, open architecture command systems, high energy weapon systems and I hope you’ll take my point about opportunity and excitement.
THE NAVAL ENGINEER From the Editor
By Clare Niker
A very warm welcome to the second As before, we have a great Reward and edition of the The Naval Engineer. Recognition section in this issue. Naval engineers are doing some amazing work, and Firstly, I want to thank all of you who took the rightly being rewarded for it. Please help me to time to let me have your comments about the celebrate their recognition by sending me your new style journal. The overwhelmingly positive or your team’s achievements. You really have response has been amazing. You will have seen so much to be proud of. from the Editorial Board comment on page 2, that TNE is really getting your stories and Once again I have to thank those of you who messages to people. Over time, I hope that have taken the time, and significant effort, to you will see the journal develop in response to write an article for this issue. You all have busy your feedback so please do keep that feedback ‘day jobs’, so this makes your contributions all coming. We have developed both a feedback the more valuable. This edition is only possible Clare Niker and a submission form, which you will find on because of you. Please do keep sending in the TNE Intranet homepage and the RN and those articles, letters, rewards and messages. UKNEST web sites. I cannot stress enough how much we want you to help us make this journal My thanks also go to the Editorial Board for relevant to you, so do please check these out. their support, and the wonderful Graphics team at NCHQ. Last year saw the considerable success of the Year of Engineering 2018. The RN made As always, I hope you enjoy the read, and a substantial contribution to this campaign, I look forward to hearing from you. and whilst the wider effects of this campaign Clare may not be seen for some years, there have been some real achievements already, The Naval Engineer being just one. This year sees the move into the Era of Engineering, keeping engineers at the forefront of minds of the next generation. Of course, this year also sees a new Chief Naval Engineer Officer (CNEO) take over in the shape of Rear Admiral Jim Higham CBE (see the CNEO Foreword on page 5), with the annual CNEO’s conference to take place in May at HMS Sultan. If you have any questions you want to put to CNEO through TNE, why not write to me?
In this edition we are so fortunate to continue to have some fantastic articles. PO Derek Nicholls writes about the first Accelerated Apprenticeships on page 44, whilst SALMO’s Madeleine Parsley looks at the management of wrecks on page 14. We have our first article from a member of the Royal Corps of Naval Constructors (check out Phil Pitcher’s article on page 8), as well as our first Letter to the Editor. I hope these articles will continue to promote some really good discussions.
6 THE NAVAL ENGINEER ENGINEERING TECHNOLOGY Explosive Safety in the Modern Warship
By Constructor Lt Cdr Phil Pitcher MSc CENG FIExpE MIMechE RCNC DE&S & SDA Specialist Fellow, Naval Authority Group, SDA
This paper discusses maritime explosive During the US involvement in the Vietnam accidents and the ongoing safety culture War several munition safety related munition to remove/reduce these. It covers legacy incidents occurred within their maritime issues and considers todays timeline domain. In particular, the US aircraft carrier with the significant changes to munition incidents in the mid to late 1960’s was chemistry formulations and weapon significant, the USS Forrestal being the most design. The Insensitive Munitions (IM)1 noteworthy. In this incident 134 personnel programmes are continuing to reduced died, 161 critically injured and 21 aircraft risks to host munitions from threat destroyed. A decision to embark Korean weapons and accidents. It has made War Composition B bombs filled with very significant improvements to munition shock and heat sensitive bombs that were safety moving them from ‘ship sinkers’ in poor condition was not a popular one to fire risks as worst case scenario with the munition experts. This is a good and in some cases, no reaction at all. example where the operational requirement It concludes with considerations that to meet the daily mission tempo had over platform duty holders and construction ridden known risks concerns leading to the stakeholders can do for magazine design devastating consequences. The illustration to integrate these new risks beyond that in figure 1 shows how the first munition Figure 1. 29 July 1967 – USS Forrestal. This figure showing of the current regulations. safety failure escalated with the detonation the location of aircraft prior to the catastrophe. Likely cause of several non-IM high explosive bombs [3, 4, is that a Zuni rocket accidentally initiated from F-4 (Phantom) History – Operational tempo aircraft No. 410 which then struck an external fuel tank on 5 and 6]. balanced with safety constraints and A-4 (Skyhawk) aircraft No. 405. The Rocket’s warhead safety survivability Implementation of IM policy into mechanism prevented it from detonating, but the impact tore the tank off the wing and ignited the resulting spray maritime safety regulations The Battle of Jutland in late May 1916 of escaping fuel, causing an instantaneous conflagration. highlighted a handling deficiency of British NATO nations now strive to comply with the Soon after explosive ordnance on other planes a thermal shells [1]. The practice of storing as many Insensitive Munitions (IM) goals detailed in the explosion (cooked off). As the fire spread on the flight deck approximately nine bombs detonated during the fire and shells as possible in the gun turrets, coupled Standard NATO Agreement (STANAG) 4439. another one by sympathetic reaction [3]. with the fact that the propellant charges were This has been achieved using less sensitive stored in highly flammable bags, effectively Energetic Materials (EM), improved munitions US Senator John McCain was in an A-4 Skyhawk Pilot in 416 turned the turrets into powder kegs waiting technology design, bespoke packaging or a and survived this catastrophic incident. It has been argued and debated that efforts once he succeeded a political career for an errant flame. Conversely, propellant combination of all three. was the impetus to ‘kick start’ the Insensitive Munitions (IM) charges aboard German warships were Ship and ammunition design criteria has programme. stored in brass cartridges, which were also improved significantly to reduce the more resistant to flash fires. This resilience, vulnerability of ammunition and explosives to The performance requirements are along with the German practice to avoid As Low As Reasonably Practicable (ALARP). supplemented by Approved Codes of Practice over-filling their main batteries with These risk requirements are defined in the (ACOP) and guidance, which provide design ammunition, rendered the German battle Defence Safety Authority (DSA) 02 Defence best practice based on corporate knowledge cruisers less prone to catastrophic explosive Maritime Regulator (DMR) and supports the and experience. fires. The sinking of HMS Hood [2] by the survivability statement of a maritime platform. German Cruiser Bismark during WWII was In addition to these standards, new munition believed to be a result of burning host Contributing to these regulatory goals, procurement policy encourages greater munitions confined in the magazine, a UK MoD has tried and tested standards2 for use of IM and the intelligent planning of testament to the massive pressure rise that MoD platform magazine construction. These the stowage for all munitions within the occurs from burning munitions is in the region provide mandatory performance requirements magazines to protect and provide mitigation, of tens of tons. for the design of MoD ships in respect of therefore reducing the risk of catastrophic explosives safety issues arising from stowage, scenarios. The historic munitions are being handling and use of explosives on board. gradually replaced by stores that only burn as
1 This is where the chemical formulations or weapon design is less sensitive to heat and shock. Packaging design can also alter the sensitivity of the weapon. Many Subject Matter Experts in the field of explosive testing prefer to use the terminology ‘Reduced Risk’ or the French term MURAT (Munitions à Risque ATtenués) rather than the term ‘Insensitive Munitions’. The latter can give an over-safe description to the non-experts within this specialised field. 2 Defence Standard 00-101 (Design Standards for Explosive Safety) and Naval Authority Notice Exp/03 (Classified Annex to Defence Standard 00-101).
8 THE NAVAL ENGINEER a worst case when subjected to the STANAG EMs exposed to SCJ still have a propensity The words High Explosives (normally 4439 testing regime. to detonate (Type I) but the newer munitions warheads) have always been accepted was a exposed to SR are meeting the Type III goal worst-case scenario with propellants (rocket The STANAG 4439 IM testing regime and occasionally exceeding it with Types IV/V motors) giving less of a concern. Under the In complying with the STANAG policy, every results. In some instances, the expert opinion right circumstances propellants can exhibit munition must have an IM footprint statement will dictate that the munition will fail a a Type I response and for the large Guided on their response to the following stimuli bespoke test and therefore there is little value Missiles (GM) this may have explosive mass (representing threat weapons and accident in conducting it. forty times that of the warhead. A GM rocket scenarios): motor used on warships can >200kg for each If a munition cannot meet the STANAG munition in the magazine. Multiply this by the a. Fast Heating (FH) – a fuel fire. criteria, and has a higher response level, total number of GMs held on a warship and a Ships Explosive Threat Hazard Analysis b. Slow Heating (SH) – a test to represent a the explosive mass (commonly referred to as (SETHA) may indicate that a specific IM heat rise incrementing by a few degrees NEQ4) can be many thousands of kilograms. test is not credible or the risk is mitigated C per hour to represent temperature rise Table 2 shows a typical example of an IM by platform integration measures. The in a ships magazine with a fire in adjacent response of a GM following the STANAG munition inventory in a modern warship may compartments. test processes. Highlighted in red is the SH have a mixture of IM and non-IM stores in result of the rocket motor. Some propellant c. Bullet Attack (BI) – a 12.7mm armour magazines. The NATO policy, and onus on chemical formulations find the current piercing ammunition at a velocity munition duty holders, is to ensure that the SH criteria challenging to pass but severe >850m/s. criteria of STANAG 4439 are applied. Table 1 reactions usually occur tens of hours after highlights the stark difference in results and d. Fragment Impact (FI) – these are slow the temperature has reached few hundred the risks from legacy munitions can still be and fast fragment cubes >1000m/s and degrees C. encountered today. <2500m/s. e. Shape Charge Jet (SCJ) – basically an Test (meeting STANAG 4439 criteria) anti-armour warhead. SCJ tip velocity Munition IM Non-IM >6000m/s. Energetic Energetic FH SH FI BI SC SR f. Sympathetic Reaction (SR) – this is where Material Material an identical munition (or an EM element ‘No Such’ Comp. B of) is detonated adjacent to the test store. Naval Gun (TNT/RDX) IV I I I I I Commonly referred to as a detonating Shell ‘donor’ store to assess the response of ‘No Such’ ROWENEX V V V V I V the ‘acceptor’ store. Strike Bomb 1400
These can be conducted either by a series of Table 1. An example of STANAG 4439 test results for a complete store. The ‘traffic light’ colour coding identifies what passed very expensive test procedures or evaluation (green), failed (red) and what has nearly passed (amber). This is referred to as the IM signature. of previous similar EM tests by a team of subject matter experts. Due to the time Ammunition Warhead Rocket Test (meeting STANAG 4439 criteria) and expense of each test, only one serial of EM Motor EM each is generally conducted. Therefore, the ‘No Such’ Comp. B robustness and confidence in each result can Guided (TNT/RDX) FH SH FI BI SCJ SR lack statistical assurance. The results3 are Weapon graded from Type I to Type V with the former PBXN109 V V IV V N/A N/A being the most severe. The target for the HMX/HTPB munition to pass is a Type V response for FH. IV I V V N/A N/A SH, BI and FI, and no more than Type III for SCJ and SR. Most new munitions coming into Table 2. The ‘traffic light’ colour coding identifies what passed (green), failed (red) and what has nearly passed (amber). The service have technical challenges to achieve munition clearly ‘fails’ the SH test. As an example, a SETHA may mitigate this risk with application of Rapid Reaction Spray SCJ and SR Type III signatures. However, most Systems and/or escape & evacuation will be completed before a reaction occurs.
3 Type I = detonation, Type II = semi-detonation, Type III = explosion, Type IV = deflagration and Type V = burning. 4 Net Explosive Quantity. ENGINEERING TECHNOLOGY ENGINEERING TECHNOLOGY
THE NAVAL ENGINEER 9 The effects of a munition Type V (b) The burning reaction lasted for reactions in a magazine approximately the same length of time irrespective of whether the aluminised IM An IM store with a NEQ of more than store was in air or in a container being 100 kg can burn for up to 20+ minutes at a sprayed with water from the fire-fighting temperature more than 2000°C depending system. The water from the spray system on the shape, chemical composition and did, reduce the temperature (measured confinement mechanisms. There have been via thermocouples on the IM store casing 5 many studies tackling the incipient fires and and the upright deck plate). cooling effects within the magazine (including Figure 4 – Results from burning IM store with RRS system weapons) but with the increasing risk from (c) The water that fell on the burning IM in operation (external view of the ISO container) insulted burning IM, there is little knowledge store was rapidly turned to steam. This how to control, mitigate or possibly remove combined with gaseous products from this risk. Recent trials conducted by the SDA the combustion of the energetic material Naval Authority Group (NAG) in the UK have contained in the IM store was enough to produce a significant overpressure highlighted that the application of water via which it is believed caused structural Rapid Reaction Spray Systems (RRSS) does not deformation. STG vent algorithms for control the burning IM6 store but may induce magazine vent sizes only currently increased pressure on the magazine structures consider the burning propellants. by the creation of copious amounts of steam (introducing a separate and unforeseen Figure 5 – Results from burning IM store with RRS system in problem). operation (Internal views of the ISO container). Project Phoenix was the first NAG initiated Another recent Phoenix trial involving a trial to understand the effects of burning similar set up to those in figure 3 used a aluminised IM stores within a magazine with donor and an acceptor munitions where and without the application of water RRSS. no RRSS was applied. A pre-trial modelling Two magazines were represented using ISO activity replicating the test parameters and containers and one of these was fitted with predicted that after about 10 minutes of the an automatic RRSS as defined in the Defence donor munition burning the acceptor would Standard 00–101. Figures 3, 4 and 5 show the exhibit a Type V reaction. During the live trial post trial results. the acceptor exhibited no response at all, it Figure 3 – Result from the burning IM store without RRS The results and instrumentation evidence system in operation remained intact. This is a valuable example of identified a significant increase of over the limitations of modelling may not show an pressure causing structural deformation This work has moved forward, with NAG-Exp accurate result for large, expensive projects. of the ISO container. These containers had advice and guidance, into design proposals Conversely, and like an IM trial, only one trial identical venting arrangements embodied for future platform magazines (the use and was conducted so the statistical value of the into the structure. These were calculated application of fire fighting and heat shielding result would need to be considered. 7 methods to reduce the risks from burning using the accredited STG venting software . The way forward These early Project Phoenix produced several IM stores). For instance, the effects from observations, the important ones being: multiple burning munitions caused by the The NAG-Exp conducted a ‘deep dive’ review elevated heat rise being communicated into how many munitions have been damaged (a) An aluminised IM store that had from an insulted store to an adjacent store by smoke / fire in the magazine environment undergone an insult creating a Type (donor to acceptor) or multiple insults to during peacetime. Detailed information V reaction would continue to burn many weapons invoking a burning response obtained from the MoD Munitions Incidents regardless of the prescribed amount of (i.e. caused by fragmentation strikes from an Database (fed by NLIMS8) revealed that there water from the standard spray system Anti-Ship Missile or armour piercing small has been no recorded damage to stores from applied. arms ammunition). incipient smoke or fires but there were many
5 Incipient fires are those that happen locally from the ignition of flammable magazine non-EMs. 6 EMs have their own fuel and oxygen. Once burning even with the application of RRSS are almost impossible to extinguish. 7 Sea Technology Group (STG) Vent software. This is a NAG endorsed spreadsheet calculator for ensuring the correct size vent plate size is place based on the propellant mass stored in the ships magazine. Particularly important for large GM rocket motors. 8 Fleet Lessons Identified Management System.
THE NAVAL ENGINEER accounts of damage created by ‘wetting’. Conclusions This has been due to human error or RRSS The last 30 years has highlighted a significant design/maintenance faults with considerable reduction in munition catastrophic incidents munitions inventory loss from water from intentional (enemy action) or accidental contamination. stimuli, thereby improving the safety of This observation and Project Phoenix trials crews and platforms. RRSS systems have results have raised some interesting questions: served the ships magazine community well, but the continued introduction of more IM (a) Is RRSS required with the low risk compliant munitions presents opportunities incipient fire in every magazine storage to rethink the way many things are done. scenario9? Constructor Lieutenant Commander Whilst a Type V reaction is the safety target, Phil Pitcher (b) If it is proven that thermal transfer from risks remain that must be considered and acceptor munition does not reach ignition managed effectively. Further studies and Phil has worked in UK Ministry of Defence point, would RRSS still be required as they analysis like Project Phoenix will provide the (MoD) Explosive Safety Organisations as have been over the last 30 plus years? correct answers so ship designers based on a Technical Specialist for 14 years. He is a Defence Equipment and Support (DE&S) (c) Could future technology systems (i.e. cold the accuracy of munition risks. and Submarine Delivery Agency (SDA) gas) be considered in lieu of RRSS? The author has written this article from his specialist fellow for maritime explosive safety (d) Is the burning munitions communication own personal experience and observations technology. His current role is to support an issue in storage with the excessive from experimental/trial results and should not Naval Authority Group (NAG) trials and burning times and ability to control the be taken as a view of the MoD. evaluation programmes for the explosives event? References section. He also advises maritime project (e) Is the current firefighting mechanisms 1. Ott, N.G, ‘Battle cruisers at Jutland: teams and external stakeholders on mitigation enough to cool adjacent munitions A Comparative Analysis of British and German Warship techniques and threat protection design Design and its Impact on the Naval War’. A Senior Honours sufficiently from donor burning munitions solutions to remove/reduce associated risk(s). Thesis. The Ohio State University. July 2010. to gain operational recovery? Before his MoD civilian career, he was a 2. Taylor, Bruce (2008). The Battlecruiser HMS Hood: An weapons engineer in the Royal Air Force (f) What more do we need to do to Illustrated Biography, 1916–1941. Annapolis, MD: Naval (RAF) for 26 years where he was employed on understand these effects in a mixed Institute Press. pp. 218 – 221. ISBN 978-1-861-216-0 aircraft weapon systems including air to air munition magazine in an action damage 3. Wikipedia accessed 30 August 2013 missiles, ejection seats and explosive licencing scenario? (http://en.wikipedia.org/wiki/HMS_Hood_(51), http:// en.wikipedia.org/wiki/USS_Arizona_(BB-39) , http:// before moving into the world of Joint Service (g) As fires in other areas of the ship are en.wikipedia.org/wiki/USS_Forrestal , EOD/IEDD operations. relatively common, is the real peacetime http://en.wikipedia.org/wiki/1967_USS_Forrestal_fire / risk from adjacent compartment fires, 4. Coffelt, John (24 July 2012). “Forty-five years later, Phil is a Fellow in the Institute of Explosive which may prevent access to magazines veteran remembers worst naval disaster since WW II”. Engineers, a chartered engineer to the to effect boundary cooling? Manchester Times Institute of Mechanical Engineers, a member 5. Freeman, Gregory A. (2004). Sailors to the End: The of the International Ballistics Society and holds (h) Would Type IV reactions be more Deadly Fire on the USS Forrestal and the Heroes Who Fought the rank of Constructor Lt Cdr in the Royal acceptable where once integrated into a It. HarperCollins. pp. 123, 124. ISBN 978-0-06-093690-7. Corp of Naval Constructors (RCNC). He is a maritime platform10? 6. Department of the Navy – Naval History and Heritage chairman for UK Engineering Council (EC) Command, 805 Kidder Breese SE, Washington Navy Yard, Professional Review Interviews supporting Washington DC 20374-50. USS Forrestal (CV-59). the mechanical institute. Since 2012 he has 7. Joint Service Publication 862. MoD Maritime Explosives there is little produced several academic papers which have Regulations Part 1 (Surface Ships) Issue 6. knowledge how been published in the International Ballistics Symposium, Journal of Applied Mechanics, to control, Elsevier, Explosives Institute Journals and mitigate or Defence Technology. In 2018 he successfully possibly remove completed the Advanced Command Staff Course for Reserve Officers at the UK this risk Defence Academy.
9 Risks from incipient fires in magazines seem statistically exceptionally low due to the comprehensive explosive safety regime detailed in JSP 862 [7]. 10 Low peak/duration blast pressure may only rupture the munition but this event will be over in a nanosecond unlike the uncontrolled burning. ENGINEERING TECHNOLOGY ENGINEERING TECHNOLOGY
THE NAVAL ENGINEER How Technology Can Alter Grand Strategy
By Cdr Mark Barton BEng MA CEng MRINA RN, Eng Support SO1 Doctrine & Policy, Navy Command Headquarters
Lessons from History 2
The second in a series of articles looking at what lessons history can offer, this article considers what history can add to our understanding of future, or even current strategy. The next article in the series will consider how even Leander Class frigate & Daring Class – Sixty years of change, 1959-2009 experiments that do not work out can still going on. This was called the dependent on coal mined in Wales. No longer still be useful. Comet3 and was used to ferry people to a could vessels deploy for years away from hotel near Glasgow. It was not until 1822, any base. Captain Vancouver’s expedition While it has been said, “those that fail to after the war, that the Royal Navy took its that left in 1791 took four and a half years. learn from history are condemned to repeat first steam ship into service. This was a Throughout that time, it was self sustaining it.”1 we also must remember the corollary that 238-tonne paddle steamer also called the and had no supply chain. They arranged and “we can learn from history, but we can also Comet. However, less than 50 years later, conducted their own maintenance, finding a deceive ourselves when we selectively take in 1871, the Royal Navy commissioned quiet beach to careen the vessel and clean the evidence from the past to justify what HMS Devastation. Those 49 years saw the hull. They purchased or acquired supplies as we have already made up our minds to do.”2 Navy move from sail to paddle wheels to the opportunity arose. Steam ships, however, So we must be open to what that past propellers. It saw the move from using wind were completely dependent on coal depots teaches but not fixated on parallels – the and being completely dependent on its set up around the world; while iron hulls past provides a lesson not a prophecy. unpredictability to be able to manoeuvre and depended on having a network of docks We tend to think technology is changing for passage time, to coal with a reliable 12 where they could be repaired. We created more rapidly now than at any time in the knots moving directly towards the destination. the Colonial Dock Loan Act in 1865 to pay past. However, when you look at the rate of It saw hulls change from wood to iron and for docks in other countries. We even built a change over the past 60 years and contrast then to steel. Weapons altered from a cannon floating dock and sent it to Bermuda in 1869. that with the rate of change a century broadside, where you tried to get as close The Royal Dockyards at home also underwent before, you can see how we may be fooling alongside as possible and use the number considerable change. In 1865, the plan for a ourselves. For the Royal Navy, the past 60 of cannon to achieve the effect with each significant change to Portsmouth Dockyard years takes us from a Leander Class frigate cannonball being relatively small (the first rate were presented to Parliament. While these (first one built 1959) to the Daring Class (first HMS Victory had 104 guns, the largest firing were not fully incorporated, the Number one commissioned 2009). Both of these are a 15kg cannon ball) to, in the case of HMS 3 basin (with the docks leading off it and powered by a fuel oil, both have steel hulls, Devastation, two turret-mounted pairs of using locks to access) was the main feature both have screw propellers, both travel at 12-inch guns, firing shells weighing more than and was built. around 30 knots. Both use a mixture of a 300kg forward over 20,000 yards. Therefore, the new technology and the helicopter, missiles and a 4.5 inch gun to fight These immense changes in technology also support it required drove changes in our with. Both use radars and other electronics to drove significant change in the support grand strategic alliances. Britain now needed find the enemy. needed. Even the manning structure of a ship to be friends with those able to provide us However, taking the 60 years from the end of completely changed; a new branch came access to coaling depots and we no longer the Napoleonic War, we see a very different into existence that would account for up to needed our Baltic allies. It is interesting to picture. You might expect to see a slowing 50% of crew – the Engineering Branch. It note how quickly the changes in strategy down of the rate of change, given that it even changed the national alliances needed. came about. Although the first iron-hulled was largely peacetime, but the truth is quite No longer did the RN depend on fir being RN vessel was HMS Aetna in 1855, it was different. The very first civilian steam ship delivered from Canada and the Baltic and built for a specific theatre and did not need a operated in Britain in 1812, while the war was hemp from the Baltic. Instead, it became global system. The first iron-hulled warship,
1 This is often attributed to Winston Churchill but is a paraphrase of George Santayana in his book The Life of Reason: The phrases of Human Progress (1905). 2 Attributed to Margaret MacMillan Professor of International History and Warden of St Antony’s College, University of Oxford. 3 Paddle ships were not given the title HMS until 1827.
THE NAVAL ENGINEER A port broadside view of HMS Devastation (turret ship, 1871) at anchor. © Trustees of the National Museum of the Royal Navy
Commander Mark Barton
Commander Mark Barton has had a career that has tended to alternate between naval architecture roles and operational support, having completed five sea appointments and three Op Tours. His 5th sea appointment was as Commander E of HMS Bulwark. He is currently employed as the SO1 Doctrine and Policy in the Engineering Support Division at NCHQ and has been responsible for authoring Volume 2.9 of Fighting Instructions which is Maritime HMS Victory anchored off the Isle of Wight – artist John Carmichael 1800–1868 Engineering. He is now writing the Naval © Trustees of the National Museum of the Royal Navy Engineering Policy BR. Tied in with this he supports various engineering aspects of HMS Warrior was commissioned in 1860 and was designed to deploy and operate as required – operational planning and provides input within five years of that launch we had started funding docks around the world and altering our to support aspects for strategic planning. main naval base. With an interest in Naval history, he has But while recent developments in technology over the past 60 years have not brought the need several publications including the book for strategic change in any way comparable to the same period 150 years earlier, we cannot British Naval Swords and Swordsmanship, assume that the same will be true for the next 60 years. It is possible that the move to new writes regularly for The Naval Review and technologies will increase our dependence on rare earth materials, for example, and significantly is currently endeavouring to complete a grow their demand. Much as with the Baltic and the colonies 200 years ago, this might mean PhD in Napoleonic naval history. As part of we need to change our allies. Recently there were significant finds4 of rare earth minerals off his contribution to Year of Engineering he Minamitori Island in Japan’s Exclusive Economic Zone. These supposedly contain enough yttrium researched and authored the history of The to meet the global demand for 780 years, dysprosium for 730 years, europium for 620 years, Engineering Branch of the Royal Navy, which and terbium for 420 years. has been distributed around the Navy.
Could this shift global power balances and remove some of the power of China as the main source for these currently? Likewise, the move to new fuels, with shale gas being See: included within marine engines and even the work on nuclear fusion mean we could lose our dependence on oil imports and no longer need to keep the Straits of Hormuz open for TNE Autumn/Winter global trade. Adaptive manufacturing could significantly reduce international maritime trade, 2018, Vol 06, Ed. No. 1 particularly if it occurred at the same time as a rise in nationalism and protectionism. The future For Lessons from of maritime security may be all about protecting maritime mining and farming – not routes. We have got used to engineering changes being small enough to not need to adjust our national History Part 1 strategy, but recent trends are not necessarily indicative of the future.
4 Nature Journal, Scientific Report dated 10 April 2014 The tremendous potential of deep-sea mud as a source of rare-earth elements by Yutaro Takaya et al. ENGINEERING TECHNOLOGY ENGINEERING TECHNOLOGY
THE NAVAL ENGINEER Engineering the Remnants of Yesteryear
By Madeleine Parsley, MSc BA(Hons), Project Professional Graduate, Salvage & Marine Operations
The Ministry of Defence is responsible Who manages the wrecks? Which wrecks are the MoD for over 5700 wrecks across the world. responsible for? These wrecks are not romanticised The Ministry of Defence owns over 5700 wooden sail-powered shipwrecks, they post-1870 wrecks which lie all over the world. The wrecks include all MoD shipping sunk are huge steel carcasses with hazardous Salvage and Marine Operations (SALMO), during either peace or war time and all material on-board. A leak of this part of Defence Equipment & Support, were foreign military ships sunk up to the end hazardous material has the potential delegated responsibility for managing these of WW2 within the UK counter pollution to have a devastating impact on the wrecks on behalf of the Royal Navy in 2009. zone, as well as all sunk MoD shipping environment. These wrecks have an associated liability cost in the territorial waters of the UK Crown estimated to be in excess of £3 billion, due Dependencies and Overseas Territories or The HMS Royal Oak is a Second World War to the safety and environmental concerns High Seas. Also included are commercially battleship which was sunk by torpedoes in associated with these wrecks in the event owned ships that took up from trade in 1939 in Scapa Flow in Orkney, Scotland. of a serious oil leak. SALMO took on the direct support of war fighting in either It is a good example of the work required responsibility without full knowledge of the National or High Seas or those operated by to manage a wreck. Natural decay of the scale of the Wrecks portfolio, which was military crews. wreck lead to a significant release of oil in estimated to be 1500 wrecks at the time. the 1990’s so intervention was requested. Since then, SALMO has worked to identify Continued maintenance work has been the full scale of the mission to support the The Ministry of Defence is carried out on the vessel over the past two safety and environment of the wrecks all decades. The most recent tasking was in over the world. responsible for over 5700 September 2018; SALMO tasked an in-house wrecks across the world dive team to carry out essential cleaning The Wrecks team is comprised of Matt of the valves and install anodes to prevent Skelhorn, Wreck Researcher, and Dr Polly corrosion. Whilst doing this, we were Hill, Wreck Environmental Scientist. Matt’s able to assess the overall condition background is in archaeology and Polly’s in Ships that sank before 1870 are included if of the wreck to allow us to marine science and oil spill modelling, risk they pose a pollution or safety risk, however effectively manage the wreck in assessment and contingency planning. it is assumed that the likely risks associated the future. This varied background enables with these wrecks will be negligible as the them to pool their knowledge to ships were made of wood and driven by sails. develop in-depth understandings of wrecks and their environments. HMS Image Royal courtesy Oak in 1937. of Orkney Library and Archive
14 THE NAVAL ENGINEER Aerial image of the tasking carried out on HMS Royal Oak. Drone image taken by and courtesy of Tom Booth
Image of the hot tap valves previously installed on the HMS Royal Oak wreck by SALMO to facilitate the oil removal ops, with the sacrificial anodes which the team attached in September 2018 along with carrying out essential maintenance of the valves to ensure their functionality for any future pump off.
Why is it important to manage the How are the wrecks managed? The future of wrecks management wrecks? Managing the wrecks is a three-staged We are looking forward to upcoming surveys The wrecks can damage the environment process, comprised of desk-based assessments, in the next year on high priority wrecks, as and marine wildlife if not properly managed on site surveys and, finally, intervention. well as the continued challenge of dealing with emerging situations as they develop. because many contain oil and ammunition. The historical component of the desk-based The wreck inventory is ageing. As such, there is Most of the wrecks are from the First and assessment delves into archives to compile a risk that some wrecks may be approaching a Second World Wars, with those from the detailed information about the vessel, its critical threshold of corrosion that may lead to Second World War posing a greater risk due cargo, the circumstances of its loss and any a significant number decaying/leaking within to the switch from using coal to oil for fuel. potential pollutants/hazardous materials. a short space of time. In the future, we hope A leak of hazardous material from a wreck has This gives us an idea of how likely the wreck is to expand and get more involved in research the potential to cause major environmental to release oil. The environmental component projects to enable them to manage the wrecks harm as well as severely impacting tourist, of the desk-based assessment uses oil spill more scientifically. recreational and business concerns. modelling and environmental sensitivity data to assess the potential impact of an oil spill. Additionally, there is the problem of illegal This assessment allows us to prioritise wrecks salvage, especially of those wrecks in remote for further investigation. Madeleine locations that are difficult to monitor closely. Parsley This problem is two-fold in that theft of British Priority wrecks are investigated further with intellectual and physical property occurs, such an on-site survey to assess the physical Madeleine as in cases of the illegal salvage of engines, condition of the wreck, the potential for is a Project but also because several of the wrecks are harmful materials to remain, and to look for Professional classed as war graves that must be treated with evidence of local contamination. This survey Graduate sensitivity and are not if they are the victim of may show that direct intervention is required undertaking her illegal salvage to reduce any identified risks to ALARP first placement (As Low As Reasonably Practical) status. as a project Intervention is likely to be the extraction of manager in SALMO. She holds degrees from oil from the wreck, which tends to be carried the University of Exeter and the University out by our in-house dive team with their of Bristol where she completed a Masters in specialised underwater engineering expertise Gender and International Relations. and equipment. ENGINEERING TECHNOLOGY ENGINEERING TECHNOLOGY
THE NAVAL ENGINEER Mission Modularity: Towards Enhanced Flexibility by Edward Blackwell MEng AMIMechE, UKNEST
Modularity is a not a new concept in Having witnessed the Royal Danish Navy’s there will come a time when a ship or class the marine sector. After the Second StanFlex system, many countries began is required to be decommissioned, at which World War, converted tankers became substantial research into the modularisation time the modules can be reused by other the earliest container ships; these of their own naval capabilities and came vessels. [2] vessels paved the way for the advent of to realise the potential benefits, such containerisation in the 1950s. It was so as increased operational flexibility and Theoretically, a module could be taken from efficient, shipping time and costs were availability, which led to a reduced total a vessel at the end of a long operation and reduced by 84% and 35%, respectively, number of mission modules for the fleet. slotted straight into another vessel. However and by 2001, 90% of world trade in Despite some higher structural costs, it makes more sense, for the Navy, to rely on a non-bulk goods was transported in these resulted in significant procurement mature production line, whereby an outbound ISO containers. [1] improvements as well as capital expenditure vessel receives a module that is in the best and through-life cost saving opportunities for condition. The inbound, “exhausted”, module It was the Danish who pioneered the modular multi-ship classes. Cost savings are vital to would receive precautionary diagnostics and approach for their naval vessels, in the government interest in warship modularity. undertake any necessary maintenance. Once 1980s, as financial constraints dictated that [3] [4] in an operable condition it would be stored in three classes of minor warships could not a controlled environment, reducing the need be replaced on a one-for-one basis. A single Maintenance is the one of the main cost for any preventative maintenance, until it is class of multi-role ships could be modified to drivers when considering a vessel throughout required by another vessel. This also provides include mission specific payloads built into its life. A conventionally outfitted ship will an opportunity for a land based common modules, which would fit into standardised be required to be taken out of service during user facility to maintain, store and load the slots to allow the vessel to assume a particular its maintenance period which results in a modules of the fleet. Although this approach role when required. The term “Standard Flex”, significant amount of associated non-value may benefit the Navy’s needs, it will innately or “StanFlex” for short, was coined for this added time, which predictably translates to cost a government more to have spare units modular payload system. [2] cost. However, if new systems and weapons lying dormant, therefore a robust supply are modularised these can be swapped out chain and management system would need for maintenance so the ship is no longer to be established in order to strike a balance required to be taken out of service and between a lean production line and the negates the need for refitting the entire ship, availability of modules. reducing downtime and cost. Inevitably, Vessel design is another area where costs can be reduced. Modular weapons and systems remove the need to be built into the ship; therefore do not have to be factored into the purchase cost of a new ship. In 2006, a proposed Danish 6,000-ton frigate modular design was predicted to cost DKK 1.6 billion (GBP 188 million) per ship, while similar non-modular European projects were stated to cost between DKK 2.6 billion and DKK 6.3 billion (GBP 305 million to GBP 740 million). This potential discount might scream “no-brainer”; however other factors have to be considered at the design phase. Two of the main concerns are power and weight. The weight of the modules and supporting structure will naturally differ; therefore the amount of power required by the ship will be higher. The size of the ship will also need to be larger in order to maintain stability and to ensure adequate deck space when adding and subtracting modules. [4] [5]
Stanflex VDS module: Image courtesy of David Manley
16 THE NAVAL ENGINEER modularity tend to be nation specific, such as the US Littoral Combat Ship which has been C designed with a number of surface warfare and mine coountermeasures packages whcih are class-specific. While this is satisfactory from a national perspective, there is a clear opportunity to increase interoperability Font: Comfortaa Bold Pantones: Warm Red C 640 C and cooperation between nations if a standardised approach was employed. NATO is interested in pursuing the possibility of C a modular system owned and operated C by one member nation to have a standard C interface to allow it to be deployed on the C warship of another. For example an RN mine countermeasures team could be deployed on C a French OPV. [9]
To allow nations to buy into this model, a set Mission flexibility of modular adaptability vs. robustness. [6] of international naval standards for Mission There is a danger of creating a multi-role ship by other navies, which is why it is developing Modularity needed to be investigated and that “spreads itself too thin” when modularity a Modularity Strategy with MARCAP. The developed. Therefore, in order to achieve is taken to extremes. Overloading a vessel strategy looks to agree the direction to an this research, and to the demonstrate the with a multitude of responsibilities can have increased modularised capability, in order potential significance of this concept, NATO an opposite effect on the intended result to maximise the potential benefits for the established a Specialist Team on Mission of flexibility. A prime example would be the RN and wider UK defence. The Type 26 Modularity (ST/MM) which is supported by crew, as modularity would require the ship’s Global Combat Ship is an example of the a succession of NATO Industrial Advisory company to operate a number of different RN’s commitment to an increased flexibility Group (NIAG) teams. The short to medium systems, rather than specialising in one. This and capability as the design includes the focus for the ST/MM has been based around leads to the requirement of more training, integrated MK41 Vertical Launching System developing interface standards for mission which will increase the complementing cost (VLS). The MK41 is able to launch anti-air, modules based on 20’ ISO containers, as of a vessel. Compromising capability would anti-submarine, surface-to-surface, and strike- well as associated design guidance for lead to the vessel becoming less efficient length missiles, making it the most versatile modules and ships. There have also been than a dedicated ship in a particular role. It British warship in decades. [8] considerations of wider aspects such as is important to be certain of what is in the logistics, maintenance and training. These A recent Dstl study suggested ten broad scope of the vessel when defining its roles at themes and more are explored further in the categories in which mission modularity could concept. [7] 2016 INEC paper on Mission Modularity by be applied; the Vertical Launch Missile Silo Manley et al; it was used as a reference for What if the mission changes and the ship is was at the top of the list. The other categories this article and has much more information on thousands of miles from home port? In theory include: Deck and Compartment (Stanflex); the future potential of modularity. [9] the modules could be air delivered or changed Deck Only (e.g. Phalanx, Small Calibre Guns); at sea whilst on deployment; however this Container (TEU); USV/UUV Launch and From the UK’s perspective, it is clear from the potentially negates the aforementioned Recovery System (boat, towed body on ISO government’s National Shipbuilding Strategy, cost savings to do so. The Danish currently Skid); Large boat/USV/UUV (modular chocks as well as the examples already identified in decide on the configuration of the modules and lifting points, payload craft compatibility this article, that mission modularity is going in the preparation phase of the operation with recovery sled); Flight Deck, hanger or to play a part in the future of the Royal Navy; and will only reconfigure in the home port vehicle deck; small modules (e.g. Minicons); the extent of which is yet to be confirmed. after a deployment, which could last up to Compartment, rack or component modules; However, it could become significant if there 12 months. However, this protocol might be Personnel (austere accommodation or built in is a decision to pursue a MoD ‘Joint Concept altered under extreme circumstances when accommodation margin). [9] Note’ entitled “Future Black Swan-class cost is not the primary consideration. [4] Sloop-of-war”. The note was published in Stanflex has gained a good reputation within 2012 and outlines the future maritime needs Despite the drawbacks, the Royal Navy the Western navies, but has not been adopted and challenges of the Royal Navy. recognises that modularity is the way outside Denmark. This is just one example forward and is ensuring it is not left behind of how the current applications of mission ENGINEERING TECHNOLOGY ENGINEERING TECHNOLOGY
THE NAVAL ENGINEER Modular Hospital HDMS Absalon Images courtesy of David Manley Stanflex 76mm Gun Module Stanflex deck HDMS Absalon Stanflex ESSM Module HDMS Absalon
The publication focused on the Royal Navy References Edward theoretically returning to large numbers of [1] Bohlman, M., 2001. ISO’s container standards are Blackwell sloops, proposing a class of approximately nothing but good news: containers standards help to remove 40 sloops-of-war, displacing 3,150 tonnes, technical barriers to trade. ISO Bulletin, pp.12-15. Ed moved to a length of 95m and a relatively low unit [2] Richard Scott 1 Oct 1999 Versatility the key to Denmark’s Edinburgh last price of £65 million. Crucially, these sloops evolving navy September after would incorporate a modular design which [3] International Maritime Conference 2010: Maritime graduating Industry – Challenges, Opportunities and Imperatives, 27-29 would include a mission bay for UAVs, USVs, from Newcastle January 2010, Sydney, Australia and UUVs during mine countermeasures University with [4] Modular Warships, Janet Thorsteinson, Canadian Naval and hydrography tasks; a large flight deck a Master’s Review, Volume 8, Number 4 (Winter 2013) capable of accommodating a Boeing CH-47 Degree in Mechanical Engineering. He is [5] Lok, Joris Janssen (2006-06-01). “New Danish combat currently coming to the end of his first year Chinook sized helicopter for disaster relief; support ships offer greater flexibility for NATO operations”. and external modular stowage for the ability Jane’s International Defense Review. 39 (6). ISSN 0020- in Babcock Rosyth’s Graduate Scheme. to add and remove various offensive and 6512. During this time, in addition to the rigorous defensive weapons when required. [10] [11] [6] A module configuration and valuation model for placement schedule, Ed became a member of operational flexibility in ship design using contract scenarios FutureNEST (a sub-group of UKNEST) which Whether or not you think the idea of – M. Choi and S. O. Erikstad (2017) has broadened his outlook on industry as he standardising and modularising a vessel to [7] Scott, Flexing a snap-to-fit fleet works towards chartership with the IMechE. create a multi-disciplined fleet is the way [8] https://ukdefencejournal.org.uk/the-type-26-frigate- forward for the Royal Navy; it is incredibly could-be-the-most-capable-royal-navy-warship-in-decades- exciting to witness the conceptualisation if-funded-properly/ of a radical idea that could change the [9] INEC Conference 2016 paper: Mission modularity and the way that NATO navies operate together in adaptable fleet – a NATO perspective. the future. There is the potential for vast David Manley MSc FRINA RCNC, Ministry of Defence, UK. cost savings by eliminating the design of R A Logtmeijer MSc Defence Materiel Organisaition, NL. Jennifer Lin MSc, Naval Sea Systems Command, US. incorporated systems; reducing maintenance [10] http://researchbriefings.files.parliament.uk/documents/ time periods; and reusing modules after the CBP-7737/CBP-7737.pdf The Aut/Win 18 edition of TNE carried an host ship is decommissioned. However, it is article titled ‘Gaming Technologies – Are [11] https://assets.publishing.service.gov.uk/ clear that a balance needs to be struck. The government/uploads/system/uploads/attachment_data/ We on the Brink of a New Age of Human vision is still very much in its infancy and file/658163/20120503-JCN112_Black_Swan-U.pdf Interaction with Naval Ships?’. The author, the next challenge is to produce a set of Natalie Mitchell, would like to acknowledge naval standards that will act as guidelines to the authors of the original paper that gave designing and operating the modules and the context for her piece; The contributing vessels to ensure a compliant interface for authors were: as many NATO member nations as possible. a b c c These standards will provide a robust N. Mitchell , A. Anand , E. Gray , C. Shewell c foundation for further development of this and E. Trivyza , UKNEST, United Kingdom emerging technology as NATO strives to a. BAE Systems Submarines increase interoperability. b. BAE Systems Naval Ships c. Babcock International
THE NAVAL ENGINEER For further information, see RNTM 09-007/19. RNTM see information, further For MW170020019). Portsmouth MNT Hoare Phot (PO Award Photo: Winner of the Peregrine Trophy 2018 Engineering Excellence
OPERATIONAL ENGINEERING The Cost of Human Factors
By Lt Andy Vance MSc BEng(Hons) CEng MIET RN. Carrier Strike and Aviation Performance Manager
It’s not just about Safety “I can’t help you if you won’t help yourself”
We are always being told that safety – Amy Winehouse is the top priority in all we do… but is it?? With an inherent risk in any type of flying, especially flying in a military environment, surely the safest thing to do is to pack up and go home? Then all The ‘Top Down’ approach – Defence The 2010 SDSR3 sought to bring efficiencies the risks being held at all levels simply Reform to Defence. Thus, several capabilities were go away. The fact is we tolerate risk to retired. The SDSR 154 looked to backfill those deliver operational capability to defend If things weren’t complicated enough, we gaps. Due to timing, and the degradation our shores, our allies, to protect sea- are now experiencing times of significant of the Sterling (at a 30-year low against the goers from piracy, to prevent illegal severe financial constraint. 2010 and 2011 dollar post-Brexit referendum), the MOD is drugs trafficking etc. This is the top saw reviews of DE&S by the then Chief of forced to consider full capability deletion 1 priority and to be successful we need Defence Materiel, Sir Bernard Gray and to balance the books. Current costs are 2 serviceable aircraft. Yes, we should Lord Peter Levene , respectively. These were increasing by £700m per annum at present. ensure we are as safe as possible at programmed to reform DE&S processes, This suggests that despite the reforms and the all times and that all risk is As Low as imposing increased rigour such that all political and economic benefits delivered, the Reasonably Practicable (ALARP) and stakeholders were incentivised to ensure that Capability Acquisition Strategy (CAS) remains tolerable, but without aircraft available capability acquisition would come in on time unsuccessful. to use, Air Safety ceases to be an issue. and at cost. The ‘Bottom Up’ solution? Post the Nimrod crash in 2006 and Gray stated that DE&S were to use open subsequent Haddon-Cave investigation, Air procurement and buy ‘off the shelf’ whilst With Defence reform struggling to keep Safety has had even more focus, and rightly also ‘up-skilling’ DE&S personnel to reduce us afloat there is a necessity to solve the so… but with this increase in focus, are the risk of cost overrun. Holding DE&S and problem from the ‘bottom up’, to drawing we failing to sufficiently focus on platform Industry to account was also instigated. on innovation where we can, looking for availability? Are we guilty of focussing too Furthermore, Levene ensured that TLBs were efficiencies in our business and minimising much such that we are taking our eye off made accountable for their projects and the amount of times we ‘shoot ourselves in the ball with achieving aviation operational programmes using the Senior Responsible the foot’. This is paramount in enhancing capability? As a junior rate, is aircraft Owner/Responsible Senior Officer construct resilience in our Support and Personnel availability and platform capability even and that requirement setting was improved. Capability across the Fleet Air Arm. A perfect anywhere close to the radar? If I am being Available evidence suggests that these example of these ‘foot shooting’ events is honest, it probably wasn’t when I was in that changes have worked as far as possible, Human Factors5 (HF) – repeatedly discussed position years ago. streamlining capability acquisition and from an Air Safety perspective but not bringing improvements overall. analysed in terms of availability and resources lost. Think about it – when a HF event occurs there can be a loss in the following forms:
1 Ministry of Defence. The Defence Strategy for Acquisition Reform. Ministry of Defence, 2010. 2 Ministry of Defence. Defence Reform: an independent report into the structure and management of the Ministry of Defence. Ministry of Defence, 2011. 3 Ministry of Defence. The strategic defence and security review: securing Britain in an age of uncertainty. Ministry of Defence, 2010. 4 Ministry of Defence. The strategic defence and security review. Ministry of Defence, 2015. 5 The interaction between; people and people, people and machine, people and procedures and people and the environment. The understanding and application of physical, physiological and behavioural factors in the design, operation, maintenance and management of aerial systems to optimise safety, performance and capacity. It is multidisciplinary, and embraces individuals, teams and organizations.
THE NAVAL ENGINEER 1. Cost to capability/output – what is RN A OR the reduction in the ability to meet the Command Plan experienced with each HF event? Any damage to components will create a protracted period of unserviceability, as the mythical hangar of spares6 simply does not exist. With current support contracts financially constrained, any components damaged
by an HF event are out of scope for repair so we need to find extra money which we hadn’t planned to spend to recover those assets.
2. Cost (in £s) – how much do HFs actually cost us in financial terms and where could
that money be spent elsewhere to help AO E A O A O A ourselves? Do 10 blade strikes on the E AT A O hangar door equate to losing funding G
for 20 tool boxes or modular support N O
containers, or could it even be used to Fig. 1: RN DASORs raised 2016-2017 fix a hangar to ensure our personnel are getting the lived experience we want Analysis them to and that they signed up for? Of the 2,327 Defence Air Safety Occurrence Reports (DASOR)8 raised since Jan 2016 nearly 3. Cost in terms of personnel hours7 80+% are deemed to be due to HFs. On further investigation, nearly half are linked to consumed – how many extra personnel maintenance activities, or activities maintenance personal would be expected to complete i.e. hours are consumed, due to HFs, on ground moves etc, with 27% tagged HF Aircrew. the shop floor above and beyond Having identified the number of air safety events arising due to HF (which generously assumes the aircraft’s prescribed maintenance that ALL HF events are reported, via DASORs, to the Air Safety Information Management schedule? Would reducing our 10 blades System (ASIMS)), let’s look at a hypothetical subsequent chain of events post an HF occurrence, strikes enable more people get away using recent real-world evidence and examples… on sport, AT, training and leave? And don’t forget the additional time burden associated with the investigation (safety and technical) required to resolve the issue.
These costs will be felt at all levels across the full hierarchy of the FAA for differing reasons Solve the problem from the ‘bottom up’, and varying, including personal, agendas. drawing on innovation where we can It is noted that although HF training and education across Navy Command already exists, it is likely that these associated costs are not fully understood and/or appreciated at all levels.
6 A ‘Raiders of the Lost Ark’ end scene-style hangar filled with thousands of wooden crates, presumably all complete with shiny new spares. 7 The total number of hours that the equipment is manned by rectification personnel. 8 DASORs figures provided by RN Flight Safety Centre. OPERATIONAL ENGINEERING OPERATIONAL
THE NAVAL ENGINEER Which cost money... HF Event ££ New component required...... and more Spanner turning to achieve serviceable aircraft/flying
Investigation time including ££ Which costs even Occurrence Safety Investigation... more time and money
Fig. 2: Additional activities caused by an HF event
Working through the diagram using If a component is rendered unserviceable we Once time and money has been spent, recent real-world examples 9 10 must either repair or replace, for example: the aircraft needs to be recovered in terms of personnel hours. Looking at Wildcat Following the HF event, the aircraft will be • Seven days for the dented aircraft due to for January 2017 alone, we lost (list not lost to Command impacting upon the Force’s damage during maintenance, requiring exhaustive): ability to meet its tasking. Some examples: a REQCAT. Extra time taken for a Repair Officer to get to the aircraft to inspect • 13.5 hours rectifying an incorrectly fitted • In the third quarter of 2016, several and design a repair scheme. wheel brake. usable days were lost for CHF Merlin ramp/tail boom damage due to incorrect • Several Merlin Main Rotor Head Hubs, • 22.5 hours rectification post application aircrew procedures. procurement replacement post physical of a Rotor Brake at too high a rotational damage from incorrect maintenance. speed. • In the second quarter of 2016 – several usable days were lost to an over-torqued • Merlin Tail Rotor Blades, repaired • 22.5 hours expended on loose article Merlin Main Rotor Gear Box (MRGB). following damage caused by incorrect searches. handling and incorrect maintenance activity. • 5.5 hours rectifying a plug not correctly wire-locked.
• 2.5 hours rectifying incorrectly fitted wire locking.
9 All costs used in these examples are provided by the Merlin Delivery Team. 10 All ‘personnel hours consumed’ figures are provided by GOLDesp data.
22 THE NAVAL ENGINEER These are all basic mistakes where the correct Finally, the ‘So What’ procedures have not been followed11 for The point of this article is not to provide a various reasons. In addition to the impact ‘telling off’ or to proffer a new ingenious on availability and capability, it is worth method of reducing HF events. No amount considering the impact to individual sailors. of increased training or additional supervision To contextualise where these 66.5 personnel will completely stop them occurring. HFs are hours could12 have been otherwise used (for a result of us not being perfect; we are not any of the following): robots, we have our flaws and we always will. • 2 members of the watch could have The point of this article is to raise awareness; carried out a week of AT. awareness of the cost to capability during a time where we are being asked to ‘do twice • 22 members of the watch could have the job with half the kit’; awareness of cost claimed their 3 hours per week PDev Lieutenant Andy Vance where there are other pressing uses for it; (equates to 5 members 3 hrs weekly phys awareness of time lost on the shop floor Andy Vance joined the RN in 2002 as an for all 4 weeks of the month). during a time where I hear a lot of ‘we are Artificer Apprentice. After serving with • Many other types of mandatory/ snowers’ and ‘cannot get away for AT’ or 848 NAS (Sea King Mk4), 702 NAS (Lynx competence training, CPD courses, even ‘our three hours of physical development Mk3/8) and JARTS (including brief spells in other extra-curricular activities… And a week’ comments. Basra, Iraq and Camp Bastion and Kandahar, that’s just one month of HF recovery Afghanistan) he was successful at AIB in 2008 Having repeatedly heard the phrases ‘this isn’t effort!! and selected on the Upper Yardman scheme. the Navy I joined’ and ‘you just don’t get the After reading Mechanical Engineering and Finally, many HF events will incur additional perks you used to’, coupled with increasingly Manufacture at Portsmouth University he time lost, personnel hours, admin burden for limited resources to rectify the situation, we was commissioned at BRNC on completion subsequent investigations and Occurrence really need to exercise some self-help. We of Initial Officer Training, before carrying Safety Investigations to learn from mistakes cannot change the financial climate, nor can out his Specialist Fleet Time in HMS Ocean minimise chances of a repeat occurrence. All we simply ask foreign regimes, pirates, or during OP Ellamy (see the winter 2011 edition in all, everyone works harder AND we lose the domestic and foreign enemies to stop what of the Naval Engineer). Post achieving AEOs chance to do lots of the things we want to do. they are doing. What we can do, however, CofC in 2012 he was appointed to 829 NAS is do what we already do… but much more Did you know? as the DAEO during the Merlin Mk1/Mk2 efficiently. In raising awareness of the real transition, took a detachment to Ex Proud The FAA has spent an extra £11 million on and sometimes forgotten costs of air safety Manta, Sicily and concurrently completed an Merlin alone in the last three years for specific incidents and accidents (and individually 13 MSc in Engineering Management, again at Human Factor events . and collectively driving down circumstances Portsmouth University. Achieving Chartered that cause them), we can look to a future Financial Year Total Cost (£s)14 Engineer status whilst in the Materials where we can have our cake and eat it – a and Monitoring section of 1710 NAS, he 16/17 1,240,000 future where we can provide the required wrote and presented papers for both Naval 15/16 4,328,000 output, in warm and dry hangars, with Engineer (see the Spring 2015 edition of 14/15 5,502,000 the correct tooling, inside a secure fence, 16 the Naval Engineer) and the International Total 11,070,000 whilst getting our PFS – mandated AT and Naval Engineering Conference 2015. Having physical development – simply by reducing This could have paid for15 completed Intermediate Command and Staff the common and avoidable errors that we too Course (Maritime), he has resumed his role as Culdrose Dummy Deck update, repair regularly do. of 3 hangars, power issues rectification, the CSAV AE Performance Manager at Navy recovering perimeter fences up to standard, Command Headquarters. ATC radar control room repairs and 5 Wildcat Main Rotor Head Special Type Containers
11 Work is ongoing with Navy Command’s Failure to Follow process programme to understand causes and attempt to reduce the number of occurrences. 12 It is conceded that the use of these personnel hours is not quite as binary as suggested in these calculations but it just highlights what ‘can’ be achieved if we reduce our HF incidents. 13 All monetary figures in this article are based on Net Book Value and do not consider any depreciation deduction. 14 Costs provided by Merlin Delivery Team. 15 Provided by Navy Command Finance. 16 1st Sea Lord’s Personnel Functional Standards. OPERATIONAL ENGINEERING OPERATIONAL
THE NAVAL ENGINEER What Are The RN Fleet’s Miles Per Gallon Figures?
By Lt Cdr Francis Griffiths MEng CEng CIMarEng MIMarEST MNI RN, Engineering Support Operational Planning SO2
If you were researching options to buy a Forecasting Fuel Usage and Fuel ...Or Should car, it is likely that a major consideration Allocations would be running costs, including the In order to manage the consumption of fuel approximate cost of fuel through life. by surface ships, there is a requirement to That Be Gallons You would be keen to understand the forecast the volume of fuel which will be typical ‘Miles Per Gallon (MPG)’ figures consumed by each unit on a monthly basis Per Mile? and could assess how much fuel you and inform units. Predictions of fuel usage would be likely to consume – and how also inform the RN’s Annual Budget Cycle much this would be likely to cost you. (ABC) planning for each FY. Forecasting of You might monitor how much fuel the fuel usage is achieved through use of the car consumed and use this information ‘Force Programming (FP)’ software on the to budget for fuel costs in the future. SECRET IT system ashore – this generates the Running the RN and RFA’s surface ships is Long Term Operations Schedule and Fleet no different in principle. Operations Schedule. FP is used to schedule Fuel represents a major operational cost for ships’ programmes through assigning ‘bricks’ the RN, with an annual fuel bill in the tens of activity to units by date (an example is of millions; additionally, the RN Operational shown in figure 1). Each activity will have Energy Management Target is a 10% an associated fuel code which denotes the improvement in efficiency by 2025/26 against anticipated fuel consumption rate for that the 2015/16 baseline1. There are therefore tasking for that class of ship. Blocks of activity both challenges and opportunities in provide a high level overview of tasking and managing fuel usage and these will become are made up from 6 hour (¼ day) multiples. increasingly important when operating Table 1 shows the main fuel codes used for Maritime Task Groups. The aim of this article surface ship fuel consumption forecasting is to raise awareness of these challenges – against each code, for each class of ship, and opportunities and explain the part that a rate (cubic metres (cz) fuel per ¼ day) will sea-going RN and RFA Marine Engineers play be assigned. Using the fuel codes and a in the management of fuel consumption for unit’s programme, the FP software will then surface ships. calculate the anticipated monthly or annual fuel usage by unit.
CODE TITLE EXAMPLE TASKING Z Zero Alongside, shore power A Auxiliary Alongside/at anchor, ship’s power N Normal Maritime Security, some Operations, Survey EX Exercise Operational Sea Training, Exercises, some Operations U Under Consideration Programme detail under consideration Used for specific classes, where required, for example:
– AT – Alongside (Tropical)
VARIOUS Other Codes – NH – Normal (Hydrodynamic Improvements) – for ships with unit specific fits which reduce drag)
Table 1: Fuel Code Summary
1 Navy Command Energy Efficiency Board response to DCDS MILCAPs Policy on enhancing energy efficiency (measured in volume of fuel consumed per tonne of ship per nautical mile).
24 THE NAVAL ENGINEER Operational Energy Management Target is a 10% improvement in Figure 1: Example LTOS/ FOS – Each coloured ‘brick’ has an associated fuel code, each row represents an individual unit’s programme efficiency by 2025/26 Fuel usage forecasts are sent to all surface Tracking Fuel Usage ships in the weekly Fleet Operational Monthly fuel usage is reported using the Schedule (FOS) amend signals; these provide Fuel and Lubricant Consumption (FLUBCON) a monthly fuel allocation (in cz). This will be Where trends of inaccurate allocation are report3; these are required to be submitted on based on the ships’ programmes in FP and identified, further investigation is conducted the first working day of the month, reporting fuel usage rates associated with the units’ to understand the reason for this and, where data for the previous month. Monthly, data fuel codes. Noting that the programme will required, review fuel usage rates associated from all FLUBCON reports is compiled, be comprised of ¼ day units, monthly fuel with fuel codes. alongside the latest fuel allocations (from allocations provide an estimate only for high FOS amend signals, as detailed above), to It should be noted that there are a number of level planning. On board, a ship’s Navigator provide an overview of fuel consumption for other ‘users’ of FLUBCON data, including: should receive the fuel allocations from the all RN and RFA surface ships. This information FOS amend signal and plan usage against this • Navy Finance to reconcile fuel usage and is then briefed to DACOS Commitments (as figure, monitoring actual usage (provided by invoices charged to NCHQ. the ‘owner’ of the activity budget, which the ME department) to track usage against includes fuel) in order to enable tracking • Fuel Ops to record receipts for FLUBCON allocation. If there is a significant change of fuel consumption against ABC forecast data and match fuel usage to invoices to a ship’s tasking, FP will be updated, the and monthly allocations. Where units have when received. allocation reviewed and promulgated in the consumed fuel either over or significantly • Diesel and Gas Turbine Equipment Teams next FOS amend signal. If it is identified by under allocation (based on the last FOS to track engine data. Ship’s Staff that the unit is likely to exceed amend of the month), this is reviewed in the fuel allocation in the latest FOS Amend • DE&S Ship Hydrodynamics Team to further detail; Figure 2 provides an example signal, ‘Commanding Officers are required monitor hull fouling data. showing how the brief is delivered. As the to request, with suitable justification, fuel uplift system should have been used, all fuel uplifts in excess of the monthly there should be no over usage of fuel against platform fuel allocation to COMOPS’2. Fuel the allocation. uplift requests will be reviewed by Navy Figure 2: Example monthly review of actual fuel usage against allocations Operations/Commitments staff and, so long as appropriate justification is provided, A A R approved. Once approved, the uplift will be added to that unit’s allocation for the month and included in the figure shown in the next FOS amend signal. There is, however, no ability to ‘roll-over’ any unused fuel allocation from one month to the next. A P