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 , 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 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 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 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 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 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 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 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 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 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 & 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. 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 . 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 which was sunk by torpedoes in associated with these wrecks in the event owned ships that took up from trade in 1939 in in , 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 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, emerging technology as NATO strives to a. BAE Systems 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 . 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 AOR 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 AO A O A ourselves? Do 10 blade strikes on the E ATA 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, AA 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

A LON

2 BRd 9424(1) Feet Operating Orders (FLOOs) Para 0504.b. 3 RNTM 05-023/17 Surface Electronic FLUBCON Report. OPERATIONAL ENGINEERING OPERATIONAL

THE NAVAL ENGINEER 25 Fuel Consumption Rates The intention is to provide the most accurate • Ensure timely and accurate submission data possible to ships and ensure that all of FLUBCON returns; where fuel usage CB 2002, Navy Maritime Warfare Centre stakeholders are working from a single, is over or under allocation, provide Logistics, provides data for fuel consumption correct set of data which is regularly updated; comments in the FLUBCON which explain rates for RN and RFA ships. This data is this will be of significant benefit in Maritime the reasons for this. Further details are currently being reviewed and updated using Task Group Logistics planning. provided in RNTM 05-023/17. the following sources: What can you do to help? • Monitor hull fouling in accordance • Design data; calculations for both ships with the Marine Engineering Manual7 and improvements, for example T23 To ensure fuel usage is accurately monitored and the current RNTM for hull fouling Hydrodynamic improvements4, T45 Power in order assist in improving the Fleet’s management. Improvement Programme (PIP) and the efficiency and support effective operational fitting of LED lighting. logistics planning, Marine Engineers in surface ships can assist through the following: • Feedback from individual units and records based on experience from plant • ‘The MEO is to ensure that the machinery operation. and systems in their charge are operated to achieve maximum fuel economy. Fuel • Trials data, including the use of data usage is to be monitored and managed by gathered during the BAE Systems Sea the NO with the assistance and oversight Cores trial in HMS Dragon5. of the MEO6’ • Analysis of FLUBCON fuel consumption data against allocations.

4 ‘Making the Duke less of a drag! The Type 23 hydrodynamics improvement programme’; J J Bailey, T Dinham-Peren, N Ireland, G, N Lidiard, C Pyke, Conference Proceedings of INEC 2016. 5 https://www.baesystems.com/en/article/new-software-could-transform-ship-maintenance. 6 BR 3000, Marine Engineering Manual, Para 0313.a. 7 BR 3000, Marine Engineering Manual, Para 0332 and RNTM 04-035/18.

THE NAVAL ENGINEER Improving Efficiency Conclusions Lieutenant Commander Co-ordinated by the Marine Systems and So, what are the RN Fleet’s MPG figures? The Francis Griffiths Naval Architecture Capability Planning answer to this question is that the figures are Working Group, several initiatives are being SECRET and contained within CB 2002 (as cz/ Lieutenant investigated to further improve the efficiency nm or cz/ day) and this document is currently Commander of RN and RFA surface ships. The gains in undergoing a comprehensive update, using Francis Griffiths is efficiency can be significant; as an example, data from a variety of sources. It is safe to say a General Service the fitting of ‘transom flaps’ to T23 reduced though that, for the majority of classes, the Marine Engineer 5 drag by 12% . Recent work has included figures would be gallons per mile not MPG! Officer; his career hydrodynamic improvements to T23 and Accurate fuel consumption rates are central to has included assignments as DMEO in HMS the BAE Systems Sea Cores trial in HMS success in operational planning and used to Portland, EO in HMS Enterprise and MEO in Dragon. There are, however, some resource inform monthly fuel allocation figures based HMS Dragon. He has also previously worked and requirement challenges to the full on ships’ programmes. To meet the RN’s on the staff at BRNC Dartmouth and within implementation of spend-to-save measures efficiency target, there will be a requirement the Operating Safety Group of Ships Division across all surface ships. to continue to improve understanding of at NCHQ. In his current role in Engineering actual and predicted fuel consumption and Support Division, he is embedded within International Maritime Organisation (IMO) provide information to assist Ships’ Staff the Navy Commitments and Navy Force MARPOL Annex VI Regulation 22 requires in operating their platforms efficiently, in Generation areas to provide engineering vessels over 400 gross tonnage to have a order to maximise operational capability, advice in the scheduling of ships’ programmes Ship Energy Efficiency Management Plan reduce unnecessary fuel costs and reduce and force generation. In addition to this, his (SEEMP). The SEEMP is intended to assist Ships environmental impact. role includes supporting Commitments in the Staff and tasking authorities to understand monitoring and management of surface ship the actions that can be taken to reduce fuel fuel usage. consumption, delivering both financial benefit and reduced impact on the environment. SEEMPs are currently in production for all required vessels and will be rolled out across the surface fleet early in 2019.

Programme Nelson has partnered with the Maritime Warfare Centre Logistics pillar to explore new ways to manage and report Programme Nelson is currently working to explore new ways fuel usage across the fleet. The team of to manage and report fuel usage across the fleet researchers, designers, developers and data Looking to the future, work by Programme engineers is looking at the systems and data Nelson and other projects should enable the sources that indicate fuel usage, as well as exploitation of ‘big data’ to better manage prototyping new user interfaces that give task group sustainability. This will also support Group Logistics the information the tracking of efficiencies gained through they need in a clear and flexible way. Nelson implementation of design improvements is delivering a service that supports planning, and new equipment fits such as the Type 23 enabling the Commander visibility of the hydrodynamic improvements and PIP in Type Recognised Theatre Logistics Picture. This will 45. Meeting the RN’s efficiency target will lead to more informed decisions that could require an accurate understanding of actual drive fuel efficiencies and more sustainable and predicted fuel consumption; this will Maritime Task Groups. provide information to assist Ships’ Staff in Further recommendations for improvements operating platforms efficiently to maximise which would improve energy efficiency are operational capability and reduce unnecessary always welcome via the submission of S2022s, fuel costs and the RN’s impact on the S1182s or through the DARE Innovation route. environment. OPERATIONAL ENGINEERING OPERATIONAL

THE NAVAL ENGINEER Defensive Cyber as an Engineering Discipline

By Lt Cdr Nick Jones PhD MBCS, Cyber SO2, Information Warfare Division

Cyberspace has become increasingly pervasive, posing both threats and opportunities from a national and Defence context, as well as in everyday life. Cyber security is therefore of growing importance for both national and personal security. In the first of a series of three cyber articles, Lt Cdr Nick Jones introduces some of the underpinning concepts and orientates cyber in a Naval context.

Despite its popularity there is no universally accepted definition of the term cyber so its meaning varies from one person to another. It follows that the understanding of what constitutes cyber defence is equally subjective and open to interpretation depending on the perspective, knowledge and experience of the Figure 1. The layers of cyberspace. individual. Within Defence doctrine the term cyber is defined as “to operate and project The Defence model of cyberspace has 6 There’s no need to remember the specific power in and from cyberspace to influence interdependent layers: social, people, persona, differences between each layer of the the behaviour of people or the course of information, network and real. By contrast cyberspace model, but it is important to events”, with a slightly abridged definition of the US DOD model has just 3 layers: physical, appreciate that cyberspace is so much more cyberspace being “the operating environment logical and cyber-persona. A description of than just the physical and logical networks consisting of the interdependent network the layers is given in figure 1. and systems, the Internet, or in our case the of digital technology infrastructures and the Defence Intranet. data therein spanning the physical, virtual and cognitive domains.”

THE NAVAL ENGINEER It is not the purpose of this article to repeat doctrine, so if you want to learn more take a look at the documents listed in the bibliography. Some of them are surprisingly accessible, others less so.

We should expect our adversaries to exploit and operate offensively in cyberspace therefore contesting our freedom of manoeuvre. Within Defence doctrine defensive cyber operations are “active and passive measures to preserve the ability to use cyberspace”. Even this definition is still subjective, but it is evident that our ability to conduct defensive operations in cyberspace is mission critical: we need agile capabilities that can anticipate, deter, prevent, detect, assess, protect, respond to and recover from attacks Figure 2. The NCSC 10 Steps to Cyber Security. against us.

The foundation for good cyber defence is To bring some focus and rigour to cyber The five functions of identify, protect, cyber hygiene, that is getting the basics hygiene a RNTM titled Cyber Essentials: Level detect, respond and recover are taken from right. The UK National Cyber Security Centre One Cyber Protection for the Naval Service the US National Institute of Standards and (NCSC), the public facing wing of GCHQ, was published in July 2017. This was the Technology (NIST) Cybersecurity Framework has published a guide “10 Steps to Cyber mandate to establish and sustain a foundation which is widely used as an international Security” which is aimed at UK industry but level of cyber protection for all platforms standard. applies just as well to the Royal Navy. The and deployed units across the Naval Service. • Identify. Develop an organizational steps it identifies are shown in figure 2. It explains that cyber protection is to be delivered by anyone with responsibilities for understanding to manage cybersecurity It should be self-evident that we must protect CIS system management or administration risk to systems, people, assets, data, and our systems, networks and information, not and goes on to list the requirements and capabilities. least because the threat to cyberspace has responsibilities, which are conspicuously • Protect. Develop and implement been categorised as a tier 1 threat to National similar to the NCSC 10 steps. appropriate safeguards to ensure delivery Security. Indeed, we have been doing so of critical services. for years under the less-trendy terms of IT The importance of cyber defence has been recognised at the highest levels of Defence security and Information Assurance. Except • Detect. Develop and implement and by the single Service Commands. The for home and mobile working, the NCSC appropriate activities to identify the current model is that ISS defend the enterprise steps to cyber security should look familiar occurrence of a cybersecurity event. and should be being undertaken for all Royal and the single Service Commands defend Navy platforms. Most of these functions are their own networks, systems and data. • Respond. Develop and implement the preserve of the system maintainers and appropriate activities to take action Cyber defence comprises six specific ITSO, although security risk management following a detected cybersecurity functions, as shown in figure 3. is a core executive responsibility and user incident. education and awareness is typically achieved • Recover. Develop and implement through the annual security brief and the appropriate activities to maintain plans for Defence Information Management Passport. resilience and to restore any capabilities or services that were impaired due to a cybersecurity incident.

Figure 3. Op AUGITE Cyber Defence Functions. OPERATIONAL ENGINEERING OPERATIONAL

THE NAVAL ENGINEER defence system which we are generating Bibliography for use on our platforms is a variant of the Cyber Primer (2nd Edition), 2016, DCDC. capability which protects the fixed Defence enterprise, so provides consistency of tooling, Joint Doctrine Publication 0-50, UK Cyber Doctrine, DCDC. training, procedures, and so on. The deployed US Joint Publication 3-12, Cyberspace Operations, 2018, capability collects and fuses cyber data and DOD. information from multiple sources, ranging from raw network traffic capture through to 10 Steps to Cyber Security, 2018, NCSC. cyber threat intelligence, to provide platform RNTM 03-037/17 Cyber Essentials: Level One Cyber cyber situational awareness. The main effort Protection for the Naval Service, 19 Jul 2017. is currently directed at generating platform The overarching function of assure has cyber defence capability for those units Framework for Improving Critical Infrastructure Cybersecurity been added specifically by Defence. deploying with Carrier Strike Group 21, v1.1, 2018, NIST. In order to truly defend freedom of although our intent is to provide a scalable CDS Operational Directive 29/13 (Op AUGITE), 10 Dec 2013. manoeuvre in cyberspace we must defend cyber defence capability for all RN platforms. MOD. at all layers of cyberspace. Too often The development of afloat network cyber defence is considered exclusively monitoring solutions means that current at the network layer and dismissed as an cyber defence capability development within Lieutenant administration function. Furthermore, it the Royal Navy is resoundingly engineering Commander is often only considered for traditional focussed. However, this is but one line of Nick Jones enterprise information systems. Holistic cyber development in the delivery of a cyber defence must consider every layer of every Lt Cdr Nick Jones defence capability and can be considered as system, from the physical security of the left industry to join an enabler of future operational resilience. components through to the social identities of the RN in 2005 At the same time the Royal Navy is making all those who interact with the systems. as an Engineering organisational, doctrinal, personnel and For the Royal Navy the scope of cyber defence (Information training changes which will enable us to extends beyond traditional IT systems to Systems) officer. This exploit the wider defence enterprise approach include systems such as weapons systems, branch was later merged with the Weapons to cybersecurity. The contribution of other navigation systems, platform management Engineering leaving him as a legacy WE(IS). Royal Navy organisations engaged in the systems and aviation systems. Therefore, to His career has varied from the ‘proper’ WE wider cyber defence enterprise should not be a greater or lesser extent, everyone with a path and instead he has done CIS-centric overlooked. responsibility for operating or maintaining posts: DCCIS, JFCIS(ME), MBS N6, PJHQ J6, such a system needs to be a cyber defender! In order to truly defend our use of cyberspace MCSU Systems Support and he is now the we must consider the totality of the domain. cyber desk officer within Navy Information Historically the focus for cyber defence has I hope I have argued that this is much more Warfare Division. concentrated on the network and information than just the networks and systems. Defence layers. Within the Royal Navy this is managed of the network is unquestionably the remit of from the Cyber Defence Operations Centre the WE and CIS department so cyber defence (CDOC) which is effectively the Network and in its current state can indeed be considered Security Operations Centre for those systems an engineering discipline. However, the over which we have responsibility. As is Royal Navy can only grow its cyber defence common across industry we are continually capability, and be prepared to face ever developing and maturing our cyber defence evolving cyber threats, by broadening cyber capability across all the functions detailed defence into a whole-ship activity. Cyber is above, being aware that we must not overly In the next Edition: inextricably linked to delivery of the Future focus on one function to the detriment Force Concept, and as such demands Lt Cdr Trevor Bradley, of others. command focus at the strategic, operational Cyber Vulnerability and tactical level. Cyber defence must The Royal Navy cyber defence capabilities Investigations – Beyond are aligned with the wider Defence cyber inherently have an operational focus. programme, specifically we are using common Ones and Noughts tools and systems. The deployed cyber

THE NAVAL ENGINEER ENGINEERING PEOPLE

THE NAVAL ENGINEER 4,500,00 people reached across al RN owned SM channels (Facebook, 71,000 Twitter & Instagram) and people saw our INWED18 over 400 SM posts videos highlighting the opportunities that are available to young women

594,000 1,000,000 people who were reached people reached with separate stories of engineers with our RN STEM personal achievements over the course of the campaign outreach content alone

175,000 views of INWED 18 and related content in support of young female engineers

RN marks International Women’s Day with one of many STEM events

THE NAVAL ENGINEER 136,000 1,200,000 total reach for the people reached through Navy News readership and Royal Naval Engineering dedicated YoE articles and feature page each month Challenge at HMS Sultan

249,000 people reach with the media coverage of the RN attendance at the Big Bang Fairs across the country

7,000,000 280 estimated audience reach throughout campaign based events across the country on content shared/created across non RN media channels

Naval engineers launch the nationwide schools competition at Westminster

49,000 people saw that Naval Engineering isn’t confined 4,500,000 to grey ships or audience reached through RN social Media channels alone just engines.

266,000 number of people who saw the success of the Royal Navy hosted Sea Cadet Corps Engineering Summer Camp at HMS Sultan ENGINEERING PEOPLE

THE NAVAL ENGINEER The Year of Engineering – Delivered

By Cdr Neil Benstead BEng (Hons) MSc MA CEng CMaeEng MCGI FIMarEST RN, Chief of Staff Future Support & Engineering Division

The Year of Engineering 2018 (YOE18) The most obvious way to report on the To provide some background, the UK concluded officially on 31 Dec 18 and this success of the campaign is to highlight continues to suffer from a significant shortage article aims to provide a round-up of the the numbers of people who attended RN of engineers and technicians and research contribution made by Royal Navy. stands at various events and who may have shows that many gatekeepers (parents/ directly interacted with members of the teachers etc) do not fully understand what RN, particularly STEM Ambassadors who engineers do. There is also a significant assisted at specific events. Such a report gender imbalance in the sector – while would, however, only give part of the overall women comprised 47% of the overall picture; a more precise (and modern) way workforce in 2016 they only made up 12% to assess how many people were contacted of those in engineering roles, and 30% of or influenced can be achieved by including girls, when surveyed, said ‘No’ when asked if analysis of the media aspects of the they thought they could become an engineer. campaign. This was therefore completed Something therefore needs to be done by the RN Media Comms and Engagement address the gender imbalance. Recognising (RNMCE) team who made a significant the problems faced, the pan-Government contribution to the campaign, working across campaign, led by the Department for the service and with partners across all areas Transport (DfT), sought to raise the profile of of industry. The aim of this article is not to engineers in society, especially highlighting list every contributor and thank them, but the role that engineering plays in our everyday to highlight the success of the RN’s YOE18 lives. The UK has a proud engineering campaign, noting where the significant heritage and the sector contributed 25% of campaign goals were achieved and where the total UK GDP in 2015 (£420.5bn). improvements could have been made, while As the old perception that engineers always There were over 2,000 also highlighting our future role in the work in dirty conditions in boots and a hard ‘Era of Engineering’. hat persists the Government’s challenge industry partners to was to demonstrate to young people and the pan-Government gatekeepers that while there were some roles that these ideas applied to, there are campaign thousands of roles in engineering that are available and open to all, whatever their background.

THE NAVAL ENGINEER The campaign was led by Stephen Metcalfe MP, who as the Government’s YOE18 Envoy worked to demonstrate the Government’s involvement and commitment, with input at a Ministerial level from Nusrat Ghani MP too. There were over 2,000 industry partners to the pan-Government campaign and as a large employer of engineers and technicians the RN was identified as a key strategic partner in the campaign; our involvement was therefore a ‘once in a generation’ opportunity to promote engineering and make a significant difference nationally. Rather than watch it happen around us, the RN took an active part in promoting the variety and creativity of engineering and generating an interest in STEM subjects amongst young people and their ‘gatekeepers’. The efforts of everyone involved in the RN’s own campaign meant that the RN was recognised for setting best IET Young Woman Engineer of the Year Awards, December 2018 practice in many areas. Whilst the goal was The YOE18 campaign therefore celebrated The RN’s YOE18 campaign was led by Capt not to boost recruiting, there was clear and promoted the world and wonder Matt Bolton RN, DACOS ES, supported by cross over, and so Captain Naval Recruiting of engineering, challenging ideas and Cdr Neil Benstead RN, YOE18 SO1 (now (CNR) teams were also involved in aspects perceptions, and inspiring the next generation COS FS&E) and was coordinated by a of the campaign, particularly as many of innovators, inventors and problem solvers YOE18 Working Group (co-chaired by Capt schools careers advisors may not even have by showing them what engineers actually David Joyce RN, UTC TL, now DACOS BM). been aware of the breadth of opportunities do. The campaign was also part of the Effective delivery of the campaign relied upon available. Government’s industrial strategy to ensure proactive STEM Ambassadors and YOE18 that engineering industry is boosted across Champions at all Naval Bases, Establishments the UK, ensuring everyone has the skills and Air Stations (including the RN presence at needed to thrive in a modern economy. The RAF Cosford and RAF Marham), tied together Royal Navy was therefore perfectly placed with RNMCE and CNR support. The Working as a key partner in the national campaign, Group met regularly and established the RN’s highlighting the roles and responsibilities that extensive YOE18 Calendar of Events, which engineers have and demonstrating the ‘cradle oversaw the delivery of over 280 events and to grave’ benefits to individuals through social activities nationwide, enabled by RN YOE18 mobility. The RN is unusual in that it has a branded banners and materials which were nationwide footprint, recruits from across shared amongst the various outstations. the country, and is recognised nationally as Presentation of the Sir Donald Gosling Award with VAdm Capt Matt Bolton with VAdm Sir Alan Massey, CEO MCA, an outstanding provider of apprenticeships Sir Robert Hil at the International Naval Engineer Conference 2018 signing the MoU. and training. The RN campaign was therefore tasked to engage heavily with young ...our involvement people through STEM (Science, Technology, Engineering and Maths) Outreach events and was therefore a open days. The RN’s YOE18 campaign sought “Once in a generation” to reaffirm engineers as the ‘beating heart’ of operational capability and demonstrated how opportunity engineering is fundamental to the design, to promote build, generation and sustainment of ships, submarines, vehicles and aircraft globally on engineering operations. ENGINEERING PEOPLE

THE NAVAL ENGINEER The 280 events hosted or attended by the RN in various formats included STEM Outreach events, school and/or college visits, talks, presentations, fairs and engineering challenges. Although it’s impossible to list all the events that were held, some of the key ones are outlined below:

• In April 18 the flagship event for the Royal Navy YOE18 campaign was launched; the RN-UKNEST Naval Engineering Competition challenged schoolchildren aged 5-18 to design vessel that was capable of rescuing 1000 people from the sea. The Royal Navy is actively engaged in such tasks daily and the competition encouraged schoolchildren to think of a solution to a real-world problem. With entries from over 200 schools, around 1200 schoolchildren took part

in the competition until 1 Dec 18, when RN STEM event at NEC entries were judged by a panel from the what they had learnt in the classroom. • The RN STEM Outreach team attended RN and UKNEST. The quality of work Their week finished with a small parade a series of Big Bang events across the demonstrated that significant effort was to mark their achievements. Despite there country. The Birmingham Big Bang Fair put into creating the entries and the being only 24 cadets at the camp their in April 18 was by far the biggest RN winners were fully deserving of Apple achievements were seen by over 266,000 stand at any such event; with 88,000 iPads for their entries, which were kindly people through social media. people attending it was a fantastic way to donated by UKNEST. The prizes (three per demonstrate the role of the RN and the each age group) were presented at the • The Human Powered Submarine Race is engineering careers available. It was also winning schools/cadet units in early 2019. a series of annual competitions entered the largest ever UK MOD STEM stand. by teams from across the world. Whilst • To coincide with Information Warrior Coverage of such events reached 249,000 not a specific YOE18 event it was used 18 the Royal Navy partnered with through the RN channels alone; reach as a STEM event to spark an interest in QinetiQ and developed a cyber puzzle, amongst non-RN channels would have young people from across the region highlighting the role that cyber is been significant, however is not counted and involved us supporting and working expected to play in the future. The as a part of this campaign. closely colleagues from IMarEST. competition was set so that entrants had to solve several stages of a puzzle, RN-UKNEST Naval Engineering Competition – Pupils from Overmonnow Primary with their winning entry HMS OPS BARC drawing information from a variety of sources, and then solve a final stage. The competition had 507 entries, exceeding the target number of entries and reached over 200,000 people on social media. A Sea Cadet Engineering Summer Camp was held in HMS Sultan in July 18 where 24 cadets from around the country completed a range of activities, including leadership tasks, sport, and lectures in engineering and naval architecture. Their week included a visit to the ship testing tanks at Qinetiq Haslar and engineering focused ship visits to a T23 and a T45 in Portsmouth, reinforcing

THE NAVAL ENGINEER • There were also numerous regional STEM events, for example the Solent Festival Interested in becoming a of Engineering in October 2018 was organised by the MP for Fareham (Suella STEM Ambassador? You can Braverman MP) and attended by over go to www.stem.org.uk or 700 children from the region. The RN had a significant presence there and reached read RNTM 07-059/18 for thousands of people through social media further guidance (approx. 100,000). Much effort has been expended in recent • The RN was also involved in mentoring years in developing the STEM Ambassador teams in the national final of the Race scheme. Steps are in place to formalise the For The Line. Regional heats were held qualification as a competency in JPA and most at RN establishments across the country Officer, SR and JR courses at HMS Sultan and the final was held at RAF Wittering, and HMS Collingwood now include a STEM where it was pleasing to see that the Ambassador Introduction Lecture. If you are final was won by a school which had interested in becoming a STEM Ambassador been mentored by Royal Navy engineers. you can go to www.stem.org.uk or read Through this series of events over RNTM 07-059/18 for further guidance. Alongside all the activities that were run 79,000 schoolchildren were engaged by It’s worth noting that becoming a STEM externally, there was also parallel activity STEM Ambassadors. It was pleasing to Ambassador is not only for engineers, it is within the RN to assist in repositioning see that the overall winners in June 19 also open to other professions, including engineers. At CNEO’s Conference in May were mentored by a team of RN STEM medical branch officers and ratings, 18 the repayment of Professional Body Fees Ambassadors. hydrographers and meteorologists, Navigators through JPA (see RNTM 07-039/18) was and senior Warfare Officers, Pilots and announced and the history of the Engineering All of the events hosted by the RN had one Observers, Survival Equipment Specialists, Branch of the Royal Navy was published, as common theme. The volunteer RN STEM Physical Training Instructors, Chefs and well as the promotion of the 181st Birthday Ambassadors all chose to give up their time Caterers, MoD medics and pharmacists, MoD of the Engineering Branch on 19 July 18. to explain to young people about what they mathematicians, computer scientists and The Rewards and Recognition available to all do as an engineer – and the results speak information analysts. The majority of STEM engineers and technicians in the Engineering for themselves. Estimates indicate that up Ambassadors are serving members of the Branch (see RNTM 09-006/19) were also to 350,000 students and schoolchildren Royal Navy who see the benefits to be gained revitalised, and several new awards have been had face-to-face interactions with RN STEM in the promotion of STEM careers, and it’s established, including the new ‘Institution Ambassadors, a significant achievement when fully supported by the service. of Engineering and Technology (IET) Armed considering that one of DfT’s main objectives Forces Apprentice and Technician of the was to achieve 1 million face-to-face STEM STEM Ambassadors report that they find Year Awards 2018’ (see RNTM 09-009/19), interactions during the campaign. This was a volunteering in this manner to be very the Royal Navy Effectiveness Trophies, RNTM particular area of success for the RN YOE18 rewarding, and in many cases report that 09-001/19, the Admiral Wildish Award, and campaign, especially as the number of RN it helps build confidence in their role when the IMarEST’s Operational Engineering Award STEM Ambassadors rose from 70 in Dec 17 back at work. Many STEM Ambassadors for Engineering Technicians, a new category to 280 in Dec 18, demonstrating the RN’s like to return to their hometowns to ‘give in an established set of awards. commitment to the individual and society something back’ to their old school or as a whole by taking individual stories and community, where activities can range from personal accounts out to the community. speaking about experiences (in engineering The increase in numbers is not a direct or disaster relief activities, for example) to result of the YOE18 campaign, but more a assisting at careers fairs or supporting science combination of factors which have helped or practical experiments in class. The social highlight the benefits of registration. Every media awareness of many STEM Ambassadors naval engineer has a wealth of knowledge really took the YOE18 campaign to the public, and experience to share with a young representing the face of the RN, and making audience, demonstrating that there is a a career in engineering an achievable goal for career open for them. the thousands of people they met. RN STEM evet at NEC ENGINEERING PEOPLE

THE NAVAL ENGINEER As highlighted above, the campaign It’s also worth noting that the above figures The range and diverse nature of positive news maintained momentum and built an ever do not include content for which the RN was stories from deployed units, waterfronts, increasing digital footprint through a not able to manage directly. Information establishments and URNUs added significant comprehensive media and communications regarding external quoting of the RN YOE18 colour and personal interest, and to harness plan, which was ready at the very start campaign does not appear either, and the benefits of a having a focal point for of the campaign. From the launch of the significantly, despite promotion of the three engineers a digital footprint was established. campaign in December 2017 a continuous official hashtags (#yoe, #takeacloserlook A YOE18 Intranet site and Defence Gateway media presence across the internet and and #inspireanengineer) a number of posts page were created, with the intranet site social/print media was established, including from RN units did not actually include gaining an increasing number of visitors a monthly full-page spread in Navy News. these hashtags. Where possible they were until Aug 18, when issues with the transfer The media campaign achieved considerable corrected, however there was a significant to DefNet (across MODNet) stymied further penetration and built awareness, with positive amount of content that didn’t refer to the growth. There was also a Defence Gateway sentiment displayed right across social campaign at all! site, although the content of these sites will media, and included articles in periodicals transfer to the ‘Engineers’ Portal’, which, it and newspapers. Analysis of the media In addition to our own campaign, the is hoped, will become the focal point for all penetration demonstrates the success of the Royal Navy was involved with several other engineering related information. campaign across all media channels, with the organisations. The RN was a key sponsor highlights being that over 7 million people of International Women in Engineering The YOE18 campaign clearly relied heavily were reached across the RN YOE18 campaign Day (#INWED18), hosting an event for over upon the involvement of the RN’s engineering based on content shared/created across 300 people in HMS Bulwalk and also made cadre, raising the profile of engineering to non-RN media channels, and of these over nominations for the Women in Engineering external audiences, who often don’t see what 4.5 million were reached through RN social Awards, as well as providing nominations for we do as being ‘engineering’, so the more media channels alone, 1.3 million through events such as the Young Woman Engineer that we can promote our own stories the non-RN channels and 1.2 million people of the Year Awards at the IET in , more people will witness how engineers form reached through Navy News , as well as and also hosting the Team Portsmouth the ‘beating heart’ of operational capability. 87 internal intranet stories and 47 external Engineering Awards dinner at HMS Nelson, stories on the RN website. The RN also celebrating the range of engineering activities featured in the IET’s annual online current that take place there. Relations with external affairs style programme showing the RN as a organisations such as WES and WISE were modern engineering employer and provider of also developed, in order to share ideas across apprenticeships. Further details can be a range of engineering industry sectors and seen in the centre pages of this journal. the RN’s key STEM partners worked well together to deliver a coherent message to meet the campaign objectives.

Over 7 million people were reached across the RN YOE18 campaign based on content shared/created across non-RN media channel

RN STEM event HMS Bulwalk

THE NAVAL ENGINEER Commander Neil Benstead

Commander Neil Benstead is a General Service Marine Engineering Officer. His early career included serving in Type 42s, as well as assignments to HMS Sultan, UCL and a period in MOD Abbeywood. After three years IET Young Woman Engineer of the Year Awards, December 2018 as the MEO of HMS Iron Duke he worked in Engineering Operations as the Senior Staff It has been shown how the RN made a Through the YOE18 campaign of events and Officer Ships Systems Readiness in Halifax, significant contribution to all Government competitions, and by raising gatekeepers’ Canada, before becoming MEO of HMS and Defence campaign objectives and awareness of the range of possibilities Dauntless in 2011. This was followed by strengthened relationships with numerous available to engineers, we have helped Staff Training at the Joint Services Command engineering stakeholders, including thousands of young people benefit from and Staff College, then an assignment to Professional Engineering Institutions, the a career in engineering in future years and COMUKMARFOR, followed by an Op Tour MoD’s strategic STEM partners, the Royal improved the view that many in society have in . After a period at West Battery, Academy of Engineering, WES, WISE and of engineering. in Nov 17 he took over management of the across industry through support and Royal Navy’s very successful contribution co-operation in various activities and The foundations are there for us to now build to the Government’s national Year of initiatives. Now that the YOE18 has come to upon, especially as the young audience is Engineering 2018 campaign, which sought an end however, we simply cannot stop all aware of the range of engineering disciplines to reposition engineers in society and show our activities. In addition to the competitions available, across industry and the RN. We have that engineers are the ‘beating heart of listed above, the campaign is setting the planted the idea of a career in engineering in operational capability’, and which is set to conditions for an ‘Era of Engineering’, for thousands of young minds, it is now up to us become the ‘Era of Engineering’. Since Jan 19 which we are well prepared, having set the to demonstrate how that idea can become he has worked as the COS at Future Support standard for management of the campaign a reality; using creativity and imagination to and Engineering in NCHQ. and being highlighted across Defence as solve real problems…one of the key roles of ‘best practice’. The RN has contributed to an engineer! the proposed aims and objectives for the ‘Era of Engineering’ which are being worked into the national governance framework. The nomination of a Ministerial level ‘Government Champion for Engineering Skills’ and the formal launch of the ‘Era of … the Legacy Engineering’ is awaited, and the RN is ready. See: must continue, TNE Autumn/Winter brace yourselves 2018, Vol 06, Ed. No. 1 for the Delivering the Year of Era of Engineering! Engineering ENGINEERING PEOPLE

THE NAVAL ENGINEER #Innovation @HMS Collingwood

By Lt Aaron Marshall BEng (Hons) RN, AWEO(SWS) – 1 HMS Victorious

Each intake of Weapon Engineer Officers DWEOs, TWEOs, CISEs and SMOs may need to laborious, error prone and, because of the starting System Engineer & Management call upon those skills from his or her team and current log book approach, is difficult to audit. Course (SEMC) undertake a project join the dots in a systems approach”. Therefore, there is an engineering opportunity module. Spurred by the latest MoD drive to modernise and automate the current The following article describes one such for Innovation, Lt Marin-Ortega, one of armoury accounting system that can be project submission over 13 weeks and three Principles Instructors responsible intuitive, real-time, accurate and auditable. what can be achieved by a small team. for their learning, has evolved this The team consisting of Lt Aaron Marshall, HMS Collingwood is the centre for Ceremonial project from a (sometimes tedious) Lt Rachel Ormston, Lt Daniel Kenyon, Training within the Royal Navy. Consequently, research paper to an innovation hub, Lt Rajdeep Mehon, SLt Andy Rose and the Armoury contains many items used eager to solve issues from within HMS SLt Harry Wagstaff, working together with by Ratings and Officers for such activities. Collingwood to in our Ships. The primary other considerable commitments. The issue Furthermore, due to weekly Training Divisions lesson is taken from Silicon Valley; the is not uncommon and can be juxtaposed and termly VIP Divisions; Ceremonial Staff idea of rapid prototyping and “moon- with many other similar issues for which the training courses and a commitment to meeting shooting” – investigating ideas that could solution could easily be adapted for. the highest standards of Ceremony as set by radically change how we operate (but the Establishment Command, the Armoury don’t get discouraged when they don’t, The Problem: is under constant pressure to ensure the which is often!) Armoury equipment, including swords, availability of all items and, when requested, Supported by DARE, Lt Marin-Ortega is an belts, rifles and bayonets, are regularly used provide assurances to Command of the innovation ambassador and believes that for Divisions and other ceremonial events. condition and readiness of such equipment. this module is the best way to instil its core Consequently, there is a requirement to The current system employs a logbook system tenants of fully “thinking outside the box” by track the movement of such equipment to under the supervision of the Armoury Leading utilising the varied experience, expertise and ensure items are accounted for and who Rate with the OOD completing weekly musters skillsets which the modern Upper Yardman has taken ownership. The Officer of the Day of the Armoury for oversight. and direct grad can bring when they are (OOD) is currently required to muster the With the current system, it was noted that unleashed upon a task. “The most novel armoury equipment every Wednesday. This responsibility for all Armoury items is and unexpected solutions come from when activity takes a considerable amount of assigned to one person, the OOD, differing backgrounds and experiences are time detracting from more critical issues. during their duty, conducting a brought together. Much like The process is muster once per week. This on a Ship these future is followed by a thorough monthly executive muster. Consequently, when the Armoury Leading Rate was unavailable due to other commitments and duties, few items could be accurately checked out or back in. Other personnel were also unacquainted with the records in the logbook, meaning that auditing and reporting was problematic. Another issue arose from Ratings and Officers (particularly senior Officers) not signing for equipment correctly and returning items late. The consequence would Team “SABRE”Team Mid L-R Rose SLt Mehon, SLt Kenyan Slt Wagstaff, Bottom Ormston, SLT SLt Marshall

THE NAVAL ENGINEER GUI POWER HDD lead to a reduction in numbers (most notably With NFC technology, the swords) over a prolonged period. Considering user waves the phone near these issues, after consultation with the the NFC tag area and the Armoury staff and the customer, the following information is transferred requirements were identified by research instantly. No need to open an NFC highlighted below. app or wait for analysis. The RASPBERRY Pi INTERNET tag and reader communicate The Research: with each other to complete Block Diagram The research for the Project was complex transactions quickly PyQT (Python Qt). Qt has a python C++ predominantly centred on the development and securely. of a platform that would suitable, safely converter PyQT installed as a library for its UI Raspberry Pi has the advantage over the other and seamlessly work within the Armoury files that allows the GUI to be created under options available including microprocessors environment. Based on available consumables python coding. Other features include: and Arduino, due to the access to the high- and equipment the three main platforms to a. Actual rendering of the display files with level programming language Python and that evaluate were: QR coding, radio-frequency interactions and images. the equipment utilised for the initial design identification and near field communication. was specifically designed to work with the b. Internal process triggering allowing The square code is distinct and easily visible on Raspberry Pi. The Project Team is also at an seamless background transitions and any surface. As a result, people do not have to advantage using the Raspberry Pi due to controls. be notified of a QR code. However, the same extensive prior experience using this platform. 2MFRC522 (NFC). This library includes the is not true for RFID. People must be notified The Arduino micro-computer utilises its own hardware bus decoding and interpretation of that a device is RFID capable or contains a brand language, of which the Project Team the software into the NFC reader, without this transmitting RFID chip. This is the main reason has limited experience and the microcontroller the project would not work and is delivered why QR codes are preferred over RFIDs. uses binary language and would require the straight from the manufacturer. To ensure it hardware to be constructed to support the One of the things that make a real difference met the right specification requirements of this design. is the kind of equipment required by the end project; some modifications were made. user to decode information. For RFID, this The Software: Squid (LED). This is the software interface to usually involves expensive scanning equipment Raspberry Pi (Raspbian Stretch with the hardware LED and comes direct from the that is designed to do one job only – scan desktop image). The biggest factor in manufacturer. This enables external triggering; and decode RFID tags. Comparatively, all one choosing this operating software, is that a a modification was added that allowed this needs to scan a QR code is a smartphone. Raspberry Pi with the native coding software function. All smartphones can be equipped with a being python incorporates many libraries variety of QR code reading and generating Sqlite3 (Database). This open source and versions. This allows quick coding with apps, irrespective of which operating system database library and software is run with advanced features ready to go, that allows they use. This makes QR codes a lot more inside the SABRE program and maintains all facilitates prototyping but with a robust accessible. the registry entries with the relevant data. The flow system. biggest advantage of using this database is The truth about RFID is that you need a Qt (User interface). The user interface was that it is open source and well supported. It database for the technology to be effective. created using Qt GUI Designer V4.6.2 this is secured following correct procedures. The Without a proper database, there is nothing is a graphical and code-based designer for database can be opened on any platform for RFID scanners to decode, even if they GUI screens shown in Figure 1. This program meaning it can be transported off and opened have detected a RFID transmitting chip. A allows rapid prototyping of display screens if an incident or system corruption was custom QR code does not need access to any to get basic features working, but it does to occur. This means database to decode and provide the user with allow extensive and all data is secured by relevant information. NFC offers faster, easier, in-depth work to be several means. more secure transactions and options, yet conducted to provide QR codes currently have greater access since a comprehensive more phones can read them than those that and fully interactive can read NFC tags. As NFC becomes more experience. Each file is popular, however, it narrows the gap between coded in C++ and each itself and QR codes. The major advantage of screen is given a UI file. NFC is its flexibility. Figure 1: Software Graphical Design ENGINEERING PEOPLE

THE NAVAL ENGINEER The project casing several designs were drawn The next phase was to import and make up by the project group, one was identified use of the database in order to meet the as most suitable but as opposed to using requirements of the project at storing something such as CAD to create a case from information. The next biggest challenge was scratch, 3D printing was used to print off the to store the information input into the system case. A design like the groups was found on a in order to hold and represent it later. SQL3 3D printer library and the casing was printed is a simple database program that allows using the Ultimaker 3. The printer itself costs for multiple language to interact is using around £3,000 as of July 2018. It is 342 x 505 some common lines. The code is given an x 588 mm and weighs 10.6 kg. It has a build execute command that carries out functions volume of 215 x 215 x 200 mm and can build in SQL. The next process was to modify the up to a speed of 24 mm³/s. It supports several hardware code to allow certain functions materials; the material used for the project to be used and equally blocked from the casing is CPE. given manufacturer code. This was to ensure security and remove any scanning loops from Coding: Ultimaker 3 3D Printer the NFC reader. By modifying simple code Hardware: To start a development log was used to snippets, the ability to improve the robustness document changes and hours required to of the whole code was increased. Raspberry Pi 3B. The Pi was chosen as a do the project this is a good way to show Once the main sub codes had been converted flexible platform to program on to, normally development and changes to the software written and modified, the main script was priced £30 to £40. The Raspberry Pi has huge that are made. In theory anyone picking up able to be produced. The starting point as capability in terms of programming, hardware this document should be able to recreate the always is to import all files, functions and expansion and optional extras. environment to run the program. external code required. It then becomes a Pi LCD Screen. Connecting to the Pi The actual coding starts with designing case of then writing a code that matches the Computer is the Raspberry Pi Official LCD importing of the libraries and importing the specification of the project. touch screen to display the GUI for the first round of designs from the GUI designer In order to provide backups to data, archiving project. Costing £60-£70, it has a viewable and then converting it into the python format and to ensure that the correct NFC tags were screen size of 155mm x 86mm, a Screen using the converter. By learning classes and allowed, the code was written with several Resolution of 800 x 480 pixels and 10 finger definitions and understanding the interface definitions of essentially sub routines that can capacitive touches. between the library and external files, the be called throughout the GUI interaction. GUI is now able to be interfaced by the user by simple buttons, the code translates those Allowing hardware and software to interact is actions into a serious of presentable windows the hardest part of coding and requires some and interaction areas to the user in a series time to understand how both work and how of screens. The code must be converted they able to interface. Simply calling hardware from C++ from the graphical designer into code does not give the results required, it’s the python language, this is done by setting the manipulation of the data that you call that up a small script file that does in short time, is the real asset. Once you have called your this allowed for any minor changes in the assets the data must be used or saved, this is graphical designer to be quickly changed the done using temporary memory or software Pi LCD Screen script run to update the python code files for storage files, such as pickles and text files. 2MFRC522 NFC Reader. The reader used to the GUI. When converting the C++ to Python There are multiple ways to transfer data, but scan the NFC tags connected to swords and the code is converted to friendly format for it is knowing the software and its capabilities belts is the MFRC522 NFC Reader. Costing £5, python. This becomes a sub code that PyQT i.e. PyQT 5 doesn’t allow the interaction the reader is non-contact communication reads and draws on the display and presented using global flags, therefore data transfer (0-60mm range), designed for low power, to the user. The code also houses the or flags must be done using QTimers which small size and a re-writable chip. interfaces that are required for the buttons is essentially a trigger flag or set time than and user interaction points. will be called by PyQT while python still run The LED provides status light for each action through the code. of the Raspberry Pi that will reassure the user and maintainer that the operation has succeeded.

THE NAVAL ENGINEER Once the code has been written and checked through the beta version was created. Beta testing allows the system to checked through and to find any bugs or errors or allows for addition or modifications of GUI through code. This whole process allowed the system to be seen by the customer and to amend any changes they may require or want removed. In this instance the addition of a rolling save database was implemented, ability to email the code, and addition of NSN to the database. Finished Project The final step is to clean up unwanted code, The team was made up of various Or… If you have a problem, if no one by commenting out the code or the complete coordinators and researchers, however the else can help, and if you can find removal of the unused code snippets. coding was allocated to one person who was them in Marlborough Building at HMS able to research and learn the specifics of the Colllingwood, maybe you can hire the Making it: Once the beta testing stage has coding languages and deploy the code, in SEMC TEAM. been completed the final code and software/ practice this wouldn’t be ideal as the project hardware is able to be delivered as a finished could have easily failed if the main person product fit for purpose to the end customer. was to fall out of the team. As such coding Of course, there may be some further practice should be adhered too to ensure any modifications required not every scenario can one taking up the role would be able to get be catered for, or the operational requirement straight into the coding side and continue the might change, legislation may require further project, a key takeaway being have a good set modifications to ensure compliance etc. of hand over notes – always.

Summary: The project proves compared to industry The project itself came together very quickly that our own engineers have the ability and and in its infancy showed potential through creativity to solve our own problems without the interfacing of the software languages. the need to spend excessive amounts of SLts Ormston and Kenyan from team ‘SABRE’ demonstrating Comparing this to procurement several money on equipment and procurement their prototype designs would have to go back and forth in within a given timeline. Lieutenant order to finalise the project finish. However Is this a good template for WE officer of the Aaron Marshall due to the little oversight required the team future? The Answer is simply yes from design was able to develop the project speedily to concept and prototype took the whole 13 Lt Marshall joined evolving into a final design and layout weeks of SEMC and lots of personal time to the Royal Navy as that was simple to operate while looking complete outside of the core working week an Engineering professional for use. All the while retaining of the already tasking course. However, with Technician. Lt Marshall key features and functions required to meet a bit of grit and determination it can be was selected for Fast the criteria laid down from the outset. shown that a project can be successful. It also Track and selected Coding itself is a simple and quick to learn shows that working as a team is essential to for promotion to complete POETQC gaining skill and is being taught to all generations coming out with a combined output that has his Engineering Foundation Degree. After and children at primary ages that’s can build ingredients of success. a successful attempt at the AIB, Lt Marshall amazing projects. Coding itself is so big that Our challenge: take a moment when you went onto study Electronic Engineering at if you get stuck you will for sure find others go back to your offices and workplaces, look Portsmouth University achieving a First with have taken the same road and found a around and ask yourself what I can solve? Honours before starting INT(O) at BRNC in solution. The communities will also investigate Don’t accept “that’s the way it’s always September 2017. Lt Marshall passed out of resolving your stuck path with a couple of been” then challenge yourself to innovate a BRNC on 19 April 2018. He completed SEMC lines of code or find another working way to way how. WE can all innovate to improve our at HMS Collingwood in August 2018, and has develop the code and bring it forward. output as a collective branch, it takes but a recently completed OTC in Dec 2018. small amount of inspiration and time. I DARE you to do better…

THE NAVAL ENGINEER Accelerating Our Apprentices

By PO Derek Nicholls RN, Training Coordinator and Mentor for the Accelerated Apprentices

As the first entry of Weapon Engineering General Service Accelerated Apprentices (AA) line up on the flight deck of HMS Queen Elizabeth to take part in Procedure Alpha on return from Westlant 18, it seems a perfect moment to reflect on their journey so far and revel in several momentous events for the Royal Navy. As the first entry of Weapon Engineer (WE) AAs it has been a series of steep learning curves interspersed with dynamic problem resolution in order to lay the foundation for future AA classes. Not only that, the first deployment AA Class of 2018 Graduation Ceremony in their career coincided with the RNs return to the world stage of Fixed Wing In the wake of the hard work put in by Having already proven their Engineering Carrier Operations with the extremely the respective AFCOs and the Royal Navy acumen with civilian qualifications, the impressive F-35B. The cherry on top of Acquaint Centre, the next step began on the purpose of their professional training was course was the first visit to New York for 12th November 2017 as the 16 AAs arrived to transfer these skills and knowledge from a British Aircraft Carrier in many years. at HMS Raleigh with no idea what awaited a civilian way of thinking to training them them. Just 10 weeks later and following to apply them as Naval Engineers. With The initial transition from Civilian to Matelot many challenges including stretcher runs, their previous engineering experience, the takes place at HMS Raleigh and takes 10 Initial Military Fitness (IMF), drill and endless AAs easily adapted to this new mindset and weeks. The AAs have successfully completed presentations on C2DRIL (Naval Core Values), enjoyed a very successful time in Phase 2 this transition and done so in the face of many these not long-ago civilians passed out of (Ph2). In the first month of their training, challenges and unanswered questions about HMS Raleigh. Their next port-of-call was the AAs were tasked with competing in their abilities. Their journey began as they HMS Collingwood to undertake Phase 2 (Ph2) an Engineering Challenge. This involved entered their Armed Forces Career Offices professional training. designing and building a craft which could be (AFCOs) with a spark in their eyes and very steered and powered on water whilst having little idea of the path their career would take. a device capable of lifting objects out of the After carefully reviewing their engineering water and placing them onto a jetty. Despite backgrounds and qualifications which the limited time scale and resources, the AAs included BTEC Level 3, A-Levels in Maths & were successful in this challenge and had Physics, Scottish Advanced Highers/Highers relished this first opportunity to show off their and University experience, the 16 were hand- engineering skills. picked to join the Scheme. The onus would be on them to demonstrate the ability to learn at an accelerated pace and fulfil the expectations placed on their shoulders. ...they entered their Armed Forces Career Offices (AFCOs) with a spark in their eyes and very little idea of the LET Barlow, path their career LET Catley, LET Robbins, would take. LET Porton at the Royal Navy Engineering Challenge

THE NAVAL ENGINEER They also had the opportunity to take part in several large-scale training exercises. These included Op Trafalgar, a humanitarian aid exercise set up to introduce Ph2 trainees to situations they might encounter during their naval career and start to encourage them to develop leadership and communication skills. There were also opportunities for some Adventurous Training (AT) through Op Nile. The activities included a day of walking or mountain biking through the countryside and a second day at the RN Sailing School at HMS Excellent. There were opportunities to try activities such as stand-up paddle boarding, kayaking, canoeing and sailing. The real proof of how far they had come was evident in the last week of Ph2 where they achieved the record time in the Victory Assault Course Challenge, leaving a lasting impression on their time in Ph2. After 26 weeks of professional training, the AAs successfully graduated from HMS Collingwood on Friday 14th September 2018 Several Members of the AA Class with the New York skyline in the background before setting off for their initial sea training onboard, spending two weeks learning about Many had also taken full advantage of the onboard HMS Queen Elizabeth. each one. From this they gained valuable helicopter trips offered to members of the experience on how a WE Section is run and ship’s company, where they spent 30 minutes The first day onboard, and reality struck the different roles of individuals within the flying around HMS Queen Elizabeth, which with a harsh blow. They were met by section and department as a whole. They many of them described as “the experience of the WE Department Management Team, shadowed the more experienced Engineering a lifetime”. including; Commander & Senior WE, Weapon Technicians (ETs) and Leading Engineering Engineer Departmental Co-ordinator (WE Technicians (LETs) in their day to day roles, After a few days of seeing the sights in DEPCO), Information Systems Officer (ISO), having the opportunity to carry out a variety New York, the AAs fell straight back into Communications Systems Officer (CSO) of engineering tasks. This encouraged them routine for a further 4 weeks at sea. This and Flag Systems Officer (FSO), who all to start to understand what is required was not to be however as an emergent welcomed them onboard. The AA Mentor of a Naval engineer and their roles and defect meant that they would head straight then arranged a meeting for the AAs in responsibilities once they become fully trained back to Norfolk for a second time, having which he laid out the training plan and LETs heading out to the fleet to potentially already spent their first week in America what needed to be accomplished during the take charge of their own Section. alongside here. This presented a challenge short time onboard. First and foremost was as time alongside meant it would be harder the initial joining routine, followed by the A standard routine was quickly adopted; for them to progress with task books and notorious 21-day questionnaires. Following working on Sections until 1600, task book remain above the infamous “Progress Curve” that would be working towards their Safety work until 1800, supper at 1900 and for that their PO Mentor reminded them about Checks, Roundsman Qualification and finally good measure it was more task book work on a regular basis. As the ship’s company Professional Examination (PE) Boards. All that until 2200. This hard work however did have took full advantage of the opportunity to work would run alongside Task Book and its rewards. After 4 weeks at sea all the explore Norfolk, the AAs were left with tough CBRNDC (Chemical, Biological, Radiological AAs were on target with their progression decisions to make. Either Integrate with the and Nuclear Damage Control) Training. This and were able to enjoy the ship’s visit to ship’s company and accompany them on their was going to be a challenge in their 3 months New York. During their time at sea they had various nights out, or stay onboard and work. onboard and with the minimal amount of RN already taken part in the largest Store Ship The lesson of learning to balance ‘playing experience they had up to this point. To make the RN had undertaken in modern times, as hard’ with ‘working hard’ was a harsh one. this possible, the AAs were split into groups well as many other whole ship evolutions that and rotated around the five WE Sections would soon become second nature to them. ENGINEERING PEOPLE

THE NAVAL ENGINEER Some quotes from the AAs on their experiences so far:

“Sailing into New York in Procedure Alpha, watching the skyscrapers in the distance grow ever larger as we approached was the absolute highlight of the trip for me” – LET Bradford

Following a week alongside, it was back to Sales, volunteered for the Thanksgiving Adopt “I feel grateful to be a part of the scheme sea, where it soon became very clear that a Sailor programme, as well as enjoying a and help pioneer the future of Weapons time was running out to complete everything variety of organised AT including surfing and Engineering within the Royal Navy” required of them. They again dropped into Go Ape. However, this was a short lived high – LET Harding their routines, with only three weeks left as they were soon to sit their Professional “Seeing the jets touch down for the first to complete task books the nights started Examination (PE) Boards and preparations time on a British warship and hearing the to get longer as the work load dramatically had to start early for these. roar from the hangar is something that will increased. As they had now been onboard Over the course of 2 weeks, on the stay with me forever” nearly two months, their responsibilities transatlantic passage back to Portsmouth, – LET Catley within sections had been increased and they all of the AAs sat their PE Boards. This was could now carry out jobs independently. the final assessment of their short but very Most notably on Infra section where they strenuous 3 months. This took into account would each be given a defect at the start Petty Officer everything they had learned from their of the day and would work to rectify this, Derek Nicholls time onboard and tested how broad their seeking guidance from the LETs if required. understanding of not just the WE Department PO Derek Nicholls This helped to increase their knowledge and its routines but also whole ship evolutions joined the Royal on various WE systems and equipment and were and what part they would play as an Navy in July 2001 as would benefit them when undertaking their LET. A brief respite from this however was the a WEA/APP. After Safety Checks, Roundsman Qualification opportunity to enjoy the festivities organised completing initial sea and finally their PE Boards which was an by Command for the trip home, and even had time on board HMs Ocean and completing accumulation of everything they had learnt their first ever Christmas dinner onboard an Artificer’s course at HMS Collingwood he so far onboard. A welcome distraction from RN vessel, served to them by an Officer. All of was promoted to LWEA in 2004. Following the revision and PE preps came in the form of this is what has led the Weapons Engineering a draft on HMS Nottingham as ADAWS the WE sponsored church service which was AAs to their first ever Procedure Alpha, maintainer he was promoted to PO WEA in organised by the AAs. Not only did the AAs onboard HMS Queen Elizabeth, after a very 2006. Subsequent drafts have been spent ensure things were set up and ran smoothly successful first trip at sea. maintaining a variety of equipment ranging but they also prepared the order of the service from Command and RADAR Systems to EW and produced artwork for the occasion, with At present, the AAs are back at HMS and Decoys, as well as time spent at the several individuals even exercising their skill Collingwood commencing their Phase 3 Royal Naval Acquaint Centre (RNAC) in of hand and baking brownies which were training. Those streamed Sensors have already HMS Collingwood. Currently based at well received. started their career course, whilst those streamed Weapons will start in early February. HMS Collingwood and working under the Having arrived in Norfolk once again, the The CIS Stream follow a different path as they WE Branch Manager, PO Nicholls is involved AAs had just completed their most successful are currently completing leadership preps daily with the AAs as Mentor and Training period at sea. In just 3 weeks, all 16 had and will complete LRLC before proceeding Co-ordinator. He has recently returned from successfully passed Roundsman Qualification on to their career course. The AAs will only a very successful initial deployment on HMS and Safety Checks, as well as finishing off be deemed to be fully trained once they have Queen Elizabeth with the first ever class of task books. Now they were to enjoy 10 days completed both Leading Rates Leadership WE General Service Accelerated Apprentices. alongside in Norfolk again, which felt like Course and Leading Engineering Technician The second entry of AAs has now joined the first real bit of downtime since the first Qualifying Course, at which point they will HMS Collingwood and is settling into their day onboard. Taking full advantage of this achieve Trained Strength status. Phase 2 course, in preparation for their own they took a trip to Washington for five days, embarkation on HMS Queen Elizabeth later competed in the Fredericksburg 10k run, this year. visited shooting ranges, abused Black Friday

THE NAVAL ENGINEER Maintaining the Present to Operate in the Future

By Lt Thomas Smith RN OiC Engineering Training Squadron, DEVFLOT

Reading the first Issue of the revitalised shore-side and at sea to consolidate and build Naval Engineer I was inspired. The future on those formal foundations, so as to create is the domain of innovation, of robots, a generation of engineers that will bridge the machine learning, integrated networks gap between the present and the potentially and information superiority. The future is “man-unmanned” future. Today’s ET2s will be In 2018 Engineering bright, a technological wonderland. 2040’s WO1s and Cdrs (or Robot Hive Mind Control Node 10). Training Squadron However, for the Royal Navy to progress to trained ETs in the bright future our focus must remain on Our first challenge to arrive at the future is our people. There will be a requirement for keeping engineers long enough to get there. embarkations and changes to the grass roots of engineering Therefore, it is up to the first assignment produced 72 passes. but first there must be a consolidation of the to inculcate a love of the Navy, a desire to good progress that has already been made. achieve and grow, and the knowledge that Our 2018 success rate Cdrs Clarke and Brennan have emphasised they are respected and looked out for. Within was 78% the change to ICF via Faraday; the balance Devonport this is achieved by a combination of their articles in this respect was about the of strong, professional, Divisional care and formal training environment. I would like to agile employment of ET2s coming from shift that focus to what is happening both Phase 2 prior to their first sea assignment. ENGINEERING PEOPLE

THE NAVAL ENGINEER gainful engineering opportunities. Gaining ETS works closely with the ship which in bunks for the ET to gain more lived experience turn supports the ETs in the embarkation. By the time of publishing at sea for a month; as in HMS Dragon and Dramatically increasing their lived experience HMS Montrose over Christmas. Fundamentally of the RN, gaining qualifications and having ETS will have visited they find areas with real engineering work to an experience where they are pushed to every ship on Devonport be done; from completely stripping a Main ask questions, find answers, think about Engine in HMS Bulwark, or supporting problems, and find themselves held to a Flotilla except Protector HMS Protector in Cape Town, if the future of higher standard of knowledge and thinking. the branch can benefit, utilise and improve All while the ship benefits from having an their experience, they will be sent out. enthusiastic and motivated manpower pool Beyond buzzwords, this means that a New on board. This is part of the second step to Joiner should expect to be assigned to the This may be outside of the experience that the future: growing the skills of our people, Engineering Training Squadron (ETS) where the readership has of the ETS: 12-week giving practical application in an environment they will have a Professional Divisional Officer, embarkations. Where groups of 15 ET(WE) between a training establishment and a a CPO and 2 WO1s to support them. This and 15 ET(ME)s join a unit supported by ETS complement draft. team will be working in conjunction with all Trainers, who coach, mentor and support shore and sea units of Devonport Flotilla and the juniors to achieve ET1 by the end of the The WO1s of the ETS also go out throughout beyond, finding employment in any unit with embarkation. the Flotilla, assuring that ships are managing to support their ETs in the 325 most effective way and in adherence with the spirit The number of people of the ICF and Career given CDJ briefs by the ETS Development Journals (CDJs). Where this is lacking Shore Trainer between then there is not a big stick Sept 2018 – Jan 2019 but support to the ships; coaching and mentoring to improve and encourage departments to think how to achieve their requirements.

How does this focus on our present conduct bring us closer to the bright future? After all the ETS is not teaching coding, and unless Terminator is playing in the Mess deck there is not even AI awareness. The root of this journey is in the CDJ and where the ETS sits as part of Naval Training (N7) pipeline. The CDJ itself is designed to show that an ET understands an engineering concept or principle. It asks ETs to complete tasks but then goes beyond demanding a thorough write up of processes which ultimately goes towards fulfilling competencies of the role. Knowing the foundations and the why of a task allows the ET to reapply those lessons to different environments and cope with change, rather than simply knowing how to do a task on a single piece of equipment. It also shows a new way of learning which is a skill in itself. The SME training in the use of the CDJ allows ETs in Devonport to think in this

THE NAVAL ENGINEER This article has been written around the first steps to 2040, and so has focussed on ET2s and 113 ET1s, who are the centre The number of ETs that of ETS and current N7 were found employment waterfront activity. With good reason as these will opportunities in Devonport be the sailors still in the and around the world by RN in 2040. However, before they become ETS in Dec 2018 that far future’s WO and policy maker, they will be an LET, PO, UY/SUY Lieutenant much sooner. As such I Thomas Smith hope that some of the way which will increase their resilience as strands shown here are Lieutenant Thomas the future arrives in increments, or as a sea of interest to how we can keep developing Smith is the OiC change of technology. beyond the ET level in this same vein. That of the Engineering is strong Divisional support, locally and Training Squadron The pipeline for an engineer is Raleigh, Trade systemically, to encourage retention through Devonport. He is School, First Sea Assignment or Assigned to the next 20 years and beyond. Motivation responsible for Shore (ETS in Devonport). This means the achieved through encouraging mastery of ensuring individual and collective progression, ETS is privileged to check that the output skills, challenges, coaching and the like, to development and motivation of all GS ETs and training of the Trade School is fit for use keep the individual striving for more. An in Devonport remains at the highest level in the front line while the ET is in a more emphasis on learning, developing themselves possible. A TM by trade he is proud of the controlled environment. The CDJ then is under and their understanding of engineering and advances made in coaching while he was constant scrutiny. Feedback on what ETs systems which will allow greater flexibility in FOST (S)’s Quality Management Cell; his are expected to achieve, on the applicability and agility of thought with novel technology, introduction of civilian qualifications for RN of their competencies, on the missing encouraging their own innovation as they Staff in CNR; and the disaster relief efforts he areas in their growth to LET and beyond, is turn a problem and a process over in their was part of in HMS Illustrious. In his current constantly compiled and delivered to the key mind to work out if the two match most role he has found the advancement and stakeholders. This ensures the relevance of efficiently. Sharing knowledge with the HQs, development of the ETS and by extension the training in a more flexible manner than relying the Training Schools and units. We are all a service it provides to the ETs and the Fleet solely on S3018s (which should still be used stakeholder in the future of the RN but also highly fulfilling. His next challenge is with the as a valuable tool for change). The ETS can in the development of our people, as such we OPV Programme in MoD Abbey Wood from quickly see where the training gaps really are should all be engaging with those that shape April 2019. and often advise on practical solutions to these systems. Growing people who can mitigate them. This happens in conjunction dominate and thrive in an AI world to feeding forward information to ships as rather than be at the behest of those part of ongoing support to ET training. with the skills we lack. All of which will become more vital as a generation of ‘screenagers’ and ‘digital natives’ join our ranks with a very different attitude towards learning which we may not be equipped for and current systems are not 92 future proofed against. The number of ETs trained in embarkations by ETS in 2018 ENGINEERING PEOPLE

THE NAVAL ENGINEER Underwater Engineering – Deployed

By Robert Rao, Level 1 Engineer, SALMO Underwater Engineering Team and Rachael Crichton, Apprentice Engineer, SALMO Underwater Engineering Team

The SALMO Underwater Engineering Albion had been experiencing issues with This task was not without its challenges, team were tasked with supporting HMS several hull valves. SALMO divers were able to personnel were able to deploy to Japan at Albion whilst deployed in Yokosuka, fit hull blanks to allow Albion’s engineers and short notice however on arrival it became Japan. The task took place in July during Babcock to investigate the problem and swap apparent that there were issues getting critical the ship’s Mid Deployment Support out the valves without the need to dry dock. SALMO equipment in place in time. To resolve Period where several remedial tasks were As issues persisted, SALMO were required to this issue, SALMO looked to the American undertaken to keep Albion fighting fit. stay longer than initially anticipated which Navy diving team stationed in Yokosuka, who Due to a lack of contractor availability required a personnel rotation to support primarily support the American Carrier USS to support the task, SALMO deployed the full 4 weeks. With the work almost Ronald Reagan and its strike force/support a well experienced dive team made up complete, news of a Typhoon heading for vessels. The American Navy diving team were of personnel from its units in , Yokosuka meant that Albion would need to able to provide a diving support boat with the Faslane and Abbey Wood. The team leave port earlier than expected. The SALMO necessary equipment which was crucial in the consisted of diving supervisors, divers, divers worked hard to complete the propeller success of this task. logisticians and engineering support. clean and get Albion fit for travel before the typhoon hit.

Diving Support Boat alongside HMS Albion

Robert Rao & Rachael Crichton Both Rob and Rachael joined the SALMO Underwater Engineering Team as apprentices on the DE&S Advanced Engineering Managaement Scheme. Rob regraded to a Level 1 Engineering post in the Underwater Engineering Team on completion of the scheme in 2017. Rachael will also be joining SALMO on completion of the apprenticeship

SALMO diver enters the water with second diver standing by this July.

THE NAVAL ENGINEER Project KEYHAM Update

By Cdr John Brennan, Project Keyham SO1

The Keyham Implementation Team (KIT) has conducted a period • Review of training to support areas such as financial management, of due diligence on the recommendations made by the study P3M and risk. EO training currently supports the front line, but phase, utilising numerous working groups consisting of all delivers little preparation for demanding shore assignments. identified stakeholders to indicate recommendations that are complete and to assist in the prioritisation of the remaining • Implementation of the liability review. Working with Branch work strands. Managers, KIT will validate the recommendations, L such as change of career field, the specialisation As a result of the due diligence process, IABI LITY required and the post requirement. KIT the remaining recommendations were will undertake the administrative merged into 12 distinctive works actions required to implement. N strands. This was approved by I A T the OF5 chaired Keyham Conclusion E R steering group on 1 Nov Implementation of 18. Project Keyham is the Project Keyham illustrated in

recommendations Figure 1. R E provides an C opportunity to Priorities are: R U ensure delivery of Project KEYHAM Vision I T • Introduction of an Engineering an Engineering branch that can Officer Under attract high calibre Graduate Entry individuals, which Scheme from will provide EOs Jan 21. This with a rewarding will combine and challenging University career, combined Cadetship Entrant with the opportunity (UCE) and Degree to undertake through

Apprenticeship career training and D (DA) sub-schemes to E to develop individual V appeal to the full range E competencies. L O of A-level students, with P entrants completing BRNC N AI training prior to a paid BEng TR

route, either full time (UCE) or Figure 1 as an apprenticeship (DA).

• Introduction of an Engineering Officer Competence framework Commader John Brennan (EOCF). Using a competence framework developed for Engineering Cdr John Brennan joined the Royal Navy as Officers in 2016, the EOCF is a mechanism that enables through JWEM(O) in November 1987. Sea service career development and career management. An initial working as a rating included HMS Ark Royal, group has been held to investigate the EOCF for the first stage Campbeltown, Marlborough and Lancaster. career and further working groups are planned to investigate the Commissioned via the SUY route in 2005, utility of the EOCF with career fields and into the second stage Cdr Brennan’s recent assignments have career. The competence framework provides coherence to the included WEO of HMS Portland, DSWEO to majority of the Keyham work strands and is therefore a priority FOST(S) and OCWETG at HMS Collingwood. Cdr Brennan joined the to progress. Project Keyham Implementation team in July 2018.

See: TNE Autumn/Winter 2018, Vol 06, Ed. No. 1 For Project Keyham – Engineering our Future ENGINEERING PEOPLE

THE NAVAL ENGINEER Reward and Recognition

Congratulations to all those who have won the awards featured. COMPANION OF THE MEMBER OF THE MOST MOST HONOURABLE EXCELLENT ORDER OF Every effort has been made to ensure as many ORDER OF THE BRITISH THE awards were included as possible, and any EMPIRE (CB) errors or omissions are entirely unintentional. (MBE)

We want to celebrate your achievements! Lt Cdr P Blight Rear Admiral P Methven If you would like to have an award included Lt Cdr C P Dix in the next edition, please send details to the Editor at: NAVYSPT-ENGTNEMAILBOX@ LONG SERVICE & GOOD mod.gov.uk OFFICER OF THE MOST CONDUCT CLASP A revised and updated RNTM on reward EXCELLENT ORDER OF (LS&GC) and recognition for engineers was published THE BRITISH EMPIRE in March – RNTM 09-006/19 Reward (OBE) Lt Cdr M J McCrea & Recognition within the Royal Navy Engineering Branch. It seeks to act as a ‘one stop shop’ for information and guidance on D S G Bartlett awards and will be revised annually. Captain K D Whitfield Cdr Ian Harrop Thank you to the all of the sponsors of the awards:

Lt Cdr McCrea is awarded his LS&GC medal recreated pms by Vice Admiral Tony Radakin

Lt Cdr McCrea was, until recently, the Senior Engineer at DSMarE, HMS Sultan. Previous roles have included DEVFLOT DDH Manager tasked with putting every DEVFLOT ship Cdr Ian Harrop OBE RNR received his OBE through an Operating Safety Statement from HRH Prince William the Duke of Review within his first 3 months, Capability Cambridge at Buckingham Palace on 31st Assurance with MCTA on QEC, HEO of QNLZ, Jan 19, having been named in the June 2018 ACLO in Eastern England, Deputy Dockmaster Queen’s Birthday Honours List. After 34 years’ in the Shiplift, HMS Neptune and AMEO/ service Cdr Harrop used the Firefly process DMEO/MEO of T23s exclusively Having and made a seamless transition to the RNR in completed 16 years, Mark is leaving the RN February 2018, to become a member of the RNR’s Engineering Branch. Based at HMS King but is transferring to the RNR Engineering Alfred, Cdr Harrop is currently supporting Branch through Firefly and hopes to join HMS Sultan as a project manager. In April HMS Hibernia in Lisburn, Northern Ireland. he will be taking part in Exercise Sustainable Warrior which will see the RN’s first use of Maritime Reserves personnel as members of Naval Party 1600; which will provide shore based engineering support to vessels taking part in .

52 THE NAVAL ENGINEER WO2 J Jarvis-Broad WO1AET I D Cordner MERITORIOUS SERVICE MEDAL

WO1ET(MESM) S Boulton

WO1AET Cordner is awarded his MSM by Vice Admiral Tony Radakin

WO1ET(MESM) C G Lennox

WO2 Jarvis-Broad is awarded his LS&GC medal by Vice Admiral Tony Radakin WO1ET(MESM) Boulton is awarded his MSM by Vice Admiral Jonathan Woodcock Joining only two weeks after completing his GCSE’s WO2 Jarvis-Broad has now served in both A class and T class submarines WO1AET D H Nichols completing ten deployments, six of those being east of Suez, two ‘across the pond’ and four in ‘undisclosed’ locations. He now works in the Nuclear Systems Engineering Group at HMS Sultan teaching at all levels from his WO1ET (MESM) Lennox is awarded his MSM by Vice Admiral broad spectrum and knowledge. Tony Radakin POAET(M) S J Shovel WO1ET(ME) J Briggs

WO1AET Nichols is awarded his MSM by Vice Admiral Tony Radakin

CPOAET(AV) J M Nourse

WO1ET (ME) Briggs is awarded his MSM by Vice Admiral Tony Radakin

WO1ET(WE) J T Cole POAET(M) Shovel is awarded his LS&GC medal by Vice Admiral Tony Radakin CPOAET(AV) Nourse is awarded his MSM by Vice Admiral Predominately based at RNAS Culdrose Tony Radakin after completing Technical training at HMS Sultan, PO Shovel went on to 824 NAS, WO1ET(WESM) N M Ullett 829 NAS, 820 NAS as an AET, then to LAET(M) Technical Course at HMS Sultan. On completion, he joined 824NAS for Certificate of Competence Aircraft Maintenance Training and Consolidation until he joined 814 NAS. In 2013, he joined HMS Sultan as a Phase 2A WO1ET (WE) Cole is awarded his MSM by Vice Admiral Instructor and was subsequently promoted to Tony Radakin POAET(M) on completion of Qualifying Course. He saw a draft back to HMS Sultan as a Phase 2A examiner in 2017, and is now at 1710 NAS as Repair Technical Co-Ordinator. He was WO1ET(WESM) Ullett is awarded his MSM by Vice Admiral awarded his medal for 15 years’ service. Tony Radakin ENGINEERING PEOPLE

THE NAVAL ENGINEER WO2ET(MESM) J Savell WO1ET(ME) C E J Foreshew LET(WE) C Yeats

WO1ET(ME) Foreshew is presented his award by WO2ET (MESM) Savell is presented his award by LET(WE) Yeats is presented his award by Vice Admiral Ben Key Vice Admiral Tony Radakin Rear Admiral John Weale

CPOET(ME) L Harding FIRST SEA LORD’S JOINT COMMANDER’S GREENWICH HOSPITAL COMMENDATIONS PRIZE – DECEMBER 2018 POET(WE) M A Craib Cdr A J Coulthard CPOET(WE) J G Marron

FLEET COMMANDER’S COMMENDATIONS

CPOET(ME) Harding is presented his award by Lt Cdr T R Dorman RN Vice Admiral Ben Key

POAET(AV) S McVey

CPOET(WE) Marron is presented his award by Admiral Sir Philip Jones

Lt Cdr Dorman is presented his award by Vice Admiral Ben Key

POAET(AV) McVey is presented his award by WO1ET(ME) S P Evans Vice Admiral Ben Key

WO1ET(ME) B D Wright

WO1ET(ME) Evans is presented his award by Vice Admiral Ben Key WO1ET(ME) Wright is presented his award by Vice Admiral Ben Key

THE NAVAL ENGINEER ET(WE) Raeburn SECOND SEA LORD’S HEAD OF THE RNR LAPOET(WESM)ROYAL NAVY Salisbury COMMENDATIONS ENGINEERING BRANCH EFFECTIVENESS COMMENDATIONS TROPHY – FLEET Lt Cdr A P Allen ENGINEERING Lt Cdr A C R Burlingham POET(WE) Bentley EXCELLENCE AWARD CPOET(WE) Curtis (SURFACE) WINNERS POET(WESM) Douglas LET(WESM) Foley CPOET(WE) Hole CPOET(WE) Holifield POET(WE) Homer ET(ME) Makings

Lt Cdr Burlingham is presented his award by Vice Admiral Tony Radakin Lt Cdr L E Cairney

On behalf of the team, Lt Cdr Howe (WEO) (left) and Lt Cdr Cozens (MEO) (right) were presented the award by Rear Admiral Jerry Kyd.

HMS Westminster ME/WE Depts

Cdr Steve Murphy with the winners of the Head of the RNR This has been a rewarding, interesting and Eng Branch commendations challenging year for HMS Westminster’s (WSTR) engineering team. The team have Lt Cdr Cairney is presented his award by Vice Admiral Tony Radakin fought through a number of engineering challenges with grit, determination and Lt Cdr D J Clark high engineering knowledge. The absence of shoreside support inspired the engineers to pull together, drawing upon their experience and good humour to diagnose and overcome any defects. With people being the key to her success, 16 technicians were promoted, ranging from LET to CPO. This came alongside the award of a clutch of MSMs, Herbert Lotts and Flotilla awards. Within the ME department 45 professional qualifications Lt Cdr Clark is presented his award by from ET to Lt were gained. WSTR has gone Vice Admiral Tony Radakin above and beyond to meet the Fleet’s CPOAET M Colbourne operational intent, showing that leadership, determination and innovation continues in the Royal Navy. In the ‘Year of Engineering’, no better example of engineering efficiency and effectiveness is demonstrated than by the men and women of her engineering departments.

CPOAET Colbourne is presented his award by Vice Admiral Tony Radakin ENGINEERING PEOPLE

THE NAVAL ENGINEER ROYAL NAVY ENGINEERING BRANCH LET’S FIRST TO EFFECTIVENESS APPRENTICE OF THE COMPLETE CIS TROPHY – YEAR SPECIALIST POST COMMUNICATION FARADAY COURSE TROPHY LET(WE) Jake Lundon LET CIS Spec 1801’s HMS Enterprise CIS Dept ADVANCED HMS Collingwood APPRENTICESHIP AWARD

LET(WE) Gavin Maidment

APPRENTICESHIP PERSONAL

ACHIEVEMENT The course with Cdre Ian Annett. Cdre Annett, Assistant Chief of Staff Information Warfare, was the Guest of Honour Pictured with Cdre Little ACOS Future Support & ET(WESM) Macauley Wadsworth at the graduation, presenting the certificates to the seven Engineering are DWEO WO1 Steve Tinker, POET(WE) members of the course. (Keith Woodland, Crown Copyright) Fulfit (CIS Maintainer), CPO Eccles, LET(CIS) Claringbold, During the twenty-three week course the Cdr Ladislaus (CO), LET(WE)CIS Davison (CIS Maintainer), AVIATION APPRENTICE LET(CIS) Haddock sailors studied Communications Management, OF THE YEAR Crypto, Message Handling Systems, Data HMS Enterprise was tasked as flagship to Message Processing, Commercial Satellite Commander Standing NATO Mine SET Jacob Travers Bearers and Networking as well as various Counter Measures Group 2 (SNMCMG2) for other modules. This course marks a step 12 months, followed by her annual refit, and change in its predecessor, in that the sailors (immediately after sea trials) again assigned are now the first qualified CIS specialists in as MCM support ship in Exercise Trident their field delivering Operational Capability at Juncture. Of the 28 WE OPDEFs in 2018, sea since Project Faraday. 17 have been on communications equipment. Despite this HMS Enterprose managed to TOP ACADEMIC achieve an impressive output within the TRAINEE ON COURSE taskgroup, always able to provide tactical (LET CIS SPEC) communications to the commander, and HERBERT LOTT allowing him to push for better use of LET CIS Spec Reece Potter equipment and procedures from his NATO minehunters.

APPRENTICESHIP CHAMPION OF THE YEAR

LAET Katherine Jennings

Cdre Ian Annett presents LET (CIS)(Spec) Potter with the Herbert Lott Award for the Top Academic Trainee on his CIS Spec course.

LET (CIS) (SPEC) Reece Potter was the recipient of the Herbert Lott award of the Top Academic trainee on course, achieving and overall average of over 98.4% throughout.

THE NAVAL ENGINEER ROYAL NAVY THE REAR ADMIRAL OPERATIONAL AWARD BATESON AWARD (RATINGS) THE INSTITUTION OF ENGINEERING INSTITUTE OF MARINE ENGINEERING AND TECHNOLOGY (IET) SCIENCE AND TECHNOLOGY (IMarEST)

PO Adrian Culshaw POET (WESM) SIMON CARTWRIGHT

PO A Culshaw receiving his award from IMarEST’s 117th Barry Brooks (IET) presenting the Rear Admiral President, Dr Andrew Tyler CBE Bateson award to PO(WESM) Cartwright

PO Culshaw has been awarded the RN He has become the Combat System SME Operational Award (Ratings) in recognition of within the A Class enterprise and an integral his outstanding contribution to Operational member of the Weapon Engineering Capability through his excellent work on Department onboard. When given delegated Merlin Mk 2 Helicopter rotor vibration control. tasks from his Warrant Officer or Line By careful analysis of data he was able to Manager that are often pan-departmental, identify, propose, and have introduced, he delivers on time demonstrating a high changes to assurance and training procedures degree of technical knowledge with staff which have resulted in a significant increase work at a very high standard that is by far the in the effective available flying hours of best amongst his peers. During operations, that aircraft type. He has demonstrated a a defect threatened Astute’s success; combination of outstanding logical thinking Cartwright’s swift defect investigation and and challenging attitude that is to be repair plan enabled the platform to return to encouraged in all engineers. operations quickly. His proactive nature to maintenance and defects, combined with his excellent staff work, singles him out as the department’s best Engineering Technician. ENGINEERING PEOPLE

THE NAVAL ENGINEER Meet Your Heads of Specialisation

The RN has appointed 1* (Commodore) Heads for each of the seven Specialisations within the Naval Engineering Branch. Their role is to be the Champion for their specialisation and through their own Advisory Panels provide leadership to improve professionalism, the lived experience and cohesion within their specialism, provide access to senior engineering leadership and influence delivery of the Naval Engineering Strategy from their perspective. The Heads of Specialisation are Members of the Naval Engineering Board, which is Chaired by CNEO.

WEGS HEAD OF SPECIALISATION Commodore Ian Annett BEng MSc CEng FIET FBCS FRGS RN

Cdre Annett has responsibility for the development, delivery, generation and support of all RN C5ISR including cyber capabilities, data, Artificial Intelligence and Electronic Warfare. He is the CIO for the RN, the UK representative to the AUSCANNZUKUS maritime C4 board and is head of profession for the CIS branch as the Chief Naval Signals Commodore Ian Annett Officer as well as 1* champion for the Naval Intelligence Branch.

Married with 2 children, he is the Chairman of the RN Equestrian Association, having represented the RN and the Combined Services at polo but also enjoys aerobatic flying when UK weather allows and, as a Fellow of the Royal Geographical Society, travel – both of the adventurous and armchair variety.

MEGS HEAD OF SPECIALISATION Commodore Paul Carroll MA CEng FIMarEST RN

Cdre Carroll is jointly responsible for the Type 31e Frigate procurement within Defence Equipment & Support (DE&S), where he leads the multi-disciplinary technical team procuring an innovative, adaptable Commodore Paul Carroll and affordable class of warships fit for a range of roles for both the Royal Navy and export to international partners.

A Fellow of the Institute of Marine Engineering, Science and Technology, Paul has published papers in various journals. He is Chairman of the RN Rugby League Association as well as being an enthusiastic sailor; racing a 1720 keelboat with much vigour but, sadly, little talent. He is DE&S Champion for Neuro-Inclusivity and, to the annoyance of his neighbours, an aspiring accordion player.

TM HEAD OF SPECIALISATION Commodore Andy Cree BEng MA MSc MIE Chartered FCIPD RN

Cdre Cree moved from the Defence Academy at short notice in Jun 14 to become the project lead for the RN engagement with University Technical Colleges (UTC) and, in particular, prepare a Portsmouth bid. He took over as ACOS (T) in Nov 16 with responsibility for Naval Commodore Andy Cree Training and Education. He is also the RN lead for STEM outreach.

His interests include gardening, stunt kite flying, cycling and recreational mathematics. In what little spare time remains he builds model steam engines and skeleton clocks. He is Vice President of the Fareham and District Model Engineering Society.

THE NAVAL ENGINEER WESM HEAD OF SPECIALISATION Commodore John Macdonald BEng MSc MA FIET CEng RN

Cdre Macdonald heads the Support and Supply team (DSST) which is responsible for the delivery of Government Furnished Assets into the Dreadnought build programme, including responsibility for delivery of the Common Missile Compartment and elements of the combat system. The team is also responsible for Transition into Commodore John Macdonald Service activity including the training solution, the support solution and infrastructure changes required to meets the Dreadnought requirements. The team is split between Bristol, Barrow and sites in the US.

In addition to enjoying an active family life with his wife and two teenage daughters, he continues participate in a range of sports and outdoor activities, especially sailing and climbing.

AE HEAD OF SPECIALISATION Commodore Tom E Manson OBE BSc (Hons) MA MBA CEng MIET RN

Cdre Manson commenced his service career as an Air Engineer Pilot. Currently in DE&S, he heads up the UK Military Flying Training System Commodore Tom E Manson Programme, which is delivering the future aircrew training service with five new aircraft types, new infrastructure, and associated support to deliver full training capability by 2020, whilst supporting five other legacy training aircraft platforms.

He lives with his wife and two daughters in Cerne Abbas, Dorset (famous for its chalk giant on the hillside).

MESM HEAD OF SPECIALISATION Commodore Mike Robinson BSc MSc MA CEng MIMarEST RN

In April 2015 Cdre Robinson was appointed as Head of In Service Submarines, responsible for the delivery of safe, available and capable Commodore Mike Robinson in service submarines to Fleet, the operation of the NATO Submarine Rescue Service and the disposal of laid up submarines.

When time permits, he is an enthusiastic walker and gardener, occasional runner and he enjoys reading an eclectic mix of books and visiting to foreign cultural cities.

RFA HEAD OF SPECIALISATION Commodore Ian Schumacker MSc CEng CMarEng FIMarEST CMIOSH RFA

Cdre Schumacker was the Group Technical Superintendent for AOR, AFSH and FRS Class vessels undertaking major RFA refit and SLEP extension projects in the UK and abroad before moving into DES Ships Commodore Ian Schumacker as CSS Deputy Head Availability responsible for RFA, Hydrographic and Patrol Ships. He was promoted to Cdre (E) RFA in 2015.

He enjoys keeping fit, playing football and squash but would like to move onto the more sedate game of golf.

THE NAVAL ENGINEER Letter to the Editor

Thanks to Lt Cdr Jim Briscoe for sending Ma’am, At its core Nelson has, and is continuing such a great first ‘Letter to the Editor’. to develop, a Data Platform (DP) like the If you would like to make a comment or Congratulations on the relaunch of The Naval software layers and operating system of an observation about one of the articles Engineer. I read with interest the article on Apple’s iPhone. The DP, ingests, stores and inside this or the previous edition, page 11 titled “It Takes 300 Years to build makes RN data accessible and coherent. ask a question of one of the Heads of a New Tradition” describing the conceptual This enables intelligent applications to Specialisation or the Naval Engineering model for the introduction of Artificial be developed and delivered swiftly and Board, or start a conversation with the Intelligence (AI) in Warships. I enjoyed efficiently for the Digital era, where the rest of the naval engineering community Paul Strong’s brief at CNEO’s Conference rate of technological change is accelerating about something you feel strongly earlier this year on the same subject, which exponentially and where success no longer about, I really want to hear from you. dovetailed nicely into my brief on Programme goes to the Nation that develops a new You can email me at: Nelson’s progress in the actual delivery of technology first, but rather to the one AI in the RN. that better integrates and adapts its way [email protected] of fighting. or write to Nelson has grown from an experimental Science and Technology project involving just Gathering the RN’s data within a DP is the CLARE NIKER, two people in 2017, to a funded Programme first step on a long journey towards greater The Editor, within ACOS Information Warfare’s sub- automation. Nelson is perceived to be leading The Naval Engineer, portfolio with a multi-disciplined team of Defence in this journey which is excellently Future Support and Engineering Division, 36 personnel. These people are drawn from described in the Joint Concept Note 18-1, Navy Command HQ, Industry, Dstl, the Government Digital Service, titled Human Machine Teaming. This alludes MP 4.4, Leach Building, MOD Civil Servants and the RN, providing to the significant value humans will continue Whale Island, the team with a broad set of digital skills to play, in partnering machines and adapting Portsmouth, including Data Scientists, Network Engineers, how we fight, in that journey. The ethics Hampshire PO2 8BY Developers, Cyber Specialists, Systems involved in AI are already a critical aspect of Architects, User Researchers, Agile Delivery our thinking, yet we realise that independent Managers and Transformational ethical assurance will be required as we scale change experts. We recognise and accelerate. that the need for a sustainable manning model will require a In building a Data Platform and preparing the blend of experience; we are RN for AI, Nelson is developing AI products, already contributing to the some of which are currently deployed and wider RN STEM outreach operational on front line units. These include programme with schools with a a Predictive Maintenance application for T45, view to potentially establishing a Cyber Defence tool detecting Network apprenticeship and graduate anomalies and an ASuW product ingesting schemes directly into Nelson. shipping sensor data to establish regional patterns-of-life and alerting to what is not normal activity. The benefits of this are information advantage in the form of earlier Indicators and Warnings evidenced based decisions and an acceleration of the effects

The ethics involved in AI are already a critical aspect of our thinking

TNE Autum/Winter 2018, Vol 06, Edition No 1

THE NAVAL ENGINEER and supply chains. These exemplar projects Nelson provides an internal Digital Finally, you may be interested to know that aim to inspire the RN of what can be achieved consultancy for the RN, assisting in idea we are developing the 3rd floor of Semaphore with AI, in every Warfare domain and in every creation, commercial processes, funding Tower in HMNB Portsmouth into the RN’s value stream. Importantly, the underlying routes and agile working. Turning ideas into Digital Lab, bringing us closer to Users. message of all of them, is that we must value projects and, hopefuly, sovling prolems with This will be complete in Apr 19 and those and govern our data better. continuous iterative development with Users interested in AI and Digitising their domains at the centre of everything we do. are very welcome to get in touch and visit. Whilst Nelson is guiding the production The Digital Lab is a contemporary space of Intelligent Applications, we also seek to As a team we can be considered a lean providing a cohesive space for Nelson to scale, leverage the power of industry to help solve start-up, operating within the RN yet outside attract and retain the UK’s top tech talent, our problems and challenges in a much more of normal hierachial structures to deliver at demonstrate the RN’s commitment and agile way than we could ever do on our own. pace. Collaboration is fundamental with how ambition to Digital Transformation and inspire By encouraging Defence Prime Contractors we work, functioning as an Agile the Organisation to think Digitally, value and Small and Medium Sized Enterprises self-organising team, with a mandate to data and also be an exemplar of agility in the (SMEs) to orientate their business models challenge process and get things done. organistion by being conceived and delivered to the Nelson Data Platform our coding Whilst this mandate is liberating and within 12 months. standards, design principles and testing empowering it also brings Nelson to the environment the RN retains ownership of its coal-face of the significant cultural challenges The Digital Lab should be a fitting home for Data and becomes the hub with which all that are creating inertia, so we realise that Nelson as it aims for the RN to realise the Data and Applications need to cohere with. in making this pivot towards digitisation we benefits of AI and become a Digital and In this way it is helpful to think of Apple’s should bring the organisation with us and get Data-led organisation, with the Agility to App Store as analogous to the Nelson vision, things done, in the right way. recognise and respond to the opportunities perhaps the Navy’s App Store! and threats of the Digital era.

J W A Briscoe Lt Cdr RN Programme Manager AI and Data.

Nelson’s Digital Lab

THE NAVAL ENGINEER The Final Word

By Richard Trumper & Malcolm Robb, BAE Systems Naval Ships

Launch and Recovery of Unmanned Surface Vessels – How hard can it be?

Launch and recovery of manned small boats to our warships is an everyday activity that with an experienced team is usually straightforward and safe. As the weather worsens, however, this Figure 1: P950 Unmanned Surface Vessel. routine operation becomes substantially more challenging! How will the Royal The unmanned surface vessel (USV), see for For launch, and particularly recovery of USVs, Navy adapt to the launch and recovery example figure 1, is rapidly emerging as a the Naval Operators are keen to maintain way of unmanned surface vessels as such valuable multipurpose asset, with systems to ensure that the ship can rapidly respond systems become more common place? supporting the remote delivery of unmanned to any change in course. The wave field underwater vehicles at range for mine hunting alongside such a moving platform is complex The majority of western navies require surface and hydrographic survey leading the charge. and in high sea states can randomly deflect combatants which are flexible, adaptable Such systems can be remotely piloted but in the planned trajectory of a small USV and and increasingly modular. The ability of a most cases are fully autonomous. potentially lead to capsize and loss. Towing warship to deploy several off board assets, to tank trials have been used to investigate this complete missions, at range, greatly enhances Launch and recovery to smaller platforms interaction between the mothership and the the capability of the vessel, in a cost effective often exploit stern ramp solutions, which USV and also how small boats perform manner. The critical component to delivering are fundamentally integrated into the stern with potential remote capture solutions, this capability and meeting a required level of of the ship, and enable the launch of a see figure 2. availability is the ability to successfully launch much larger daughter craft than could be and recover such assets in a safe and reliable otherwise launched from the vessel by more A number of potential recovery solutions are manner, in a range of sea states, at a variety conventional means. In larger ships, such being developed that allow the USV to be of vessel speeds. as and , the competition captured at a distance where the sea surface for this valuable real estate typically leads to is less affected by the presence of the ship’s the reliance on traditional davits to recover passage. Unlike a manned small boat, the USV small boats amidships, to coincide with boat lacks the coxswain’s innate seamanship skills, stowage points, or the more flexible mission not to mention the ability to manually hook bay such as that on some of the current up to a recovery line and bow line. Practical modern surface combatants. solutions must be suitable for operation in a range of sea states, and ideally up to sea state 6.

THE NAVAL ENGINEER Richard Trumper

Richard Trumper, PhD, MBA, CEng MIMMM, joined BAE Systems in 2011 and is Head of Research and Technology for Naval Ships. He is responsible for exploiting innovations and developing future platform technologies that enhance Naval Figure 2: Towing tank trial to investigate how a USV and the capture solution interact. Ships ability to design and deliver complex One such solution, see figure 3, is called a warships. floating capture device, which, like a paravane, is streamed out to one side and astern of Malcolm Robb the mothership. The USV is programmed to transit to the capture device and latch Malcolm Robb, PhD, on for recovery, while the mothership may AIMechE, leads the Afloat manoeuvre to shield the USV from the worst Capability team within the of the weather during the recovery phase. Research & Technology Group at BAE Systems Naval Another potential solution, see figure 4, is a Ships. He specialises in novel ship design cradle capture device, which acts like a basket, techniques, ship survivability and integration or lobster pot, that the USV navigates to and of unmanned systems. then drives itself into. The cradle and USV Figure 3: Floating capture device undergoing full scale sea are then both recovered to the deck or trials. mission bay.

Such solutions seek to simplify the recovery phase and increase both reliability and robustness, particularly at the higher sea states, and are congruent with the mothership continuing to make way at a reasonable speed.

The launch and recovery team on-board the mothership consists of a significant number of crew. In the longer term, the Navies may wish to move to a fully automated launch and recovery solution, particularly as such manual skills are perishable if not exercised regularly, or where rotation of crews to other platforms Figure 4: Cradle capture solution. may result in temporary reduction of key skills. By utilising unmanned vessels, a mission As more and more vessels incorporate mission commander can have assets at sea, over bays and USVs in the RN and the wider NATO the horizon, operating in conditions and Navies, the ability to share assets across a timescales that would have meant the task group during operations becomes more withdrawal, or even rescue of the vessel, attractive and the need for an agreed common if it had a human crew. interface standard important. This has prompted the work undertaken by the LAURA A robust recovery solution is essential to Joint Industry Project and its cooperation with maintain the mission availability of such the NATO Seaway Mobility Group. systems. Loss of even one USV will have a significant impact on mission availability. Floating capture device. ENGINEERING PEOPLE

THE NAVAL ENGINEER THE NAVAL ENGINEER UK Ministry of Defence © Crown copyright 2018 navygraphics 19/0127