Mari-Tech 2012 Exhibition and Conference – Re-birth of the Marine Technical Community

T 103 G – Leveraging Offshore Oil & Gas Technology for Handling and Refueling

Unmanned Vehicles from Surface Combatants

Geoff Lebans Program Executive

Rolls-Royce Canada Limited Biography

Geoff Lebans is the Advanced Programs lead and Business Development Director for Rolls-Royce Naval Marine Canada. Based in Halifax, he is a former co-owner of Brooke Ocean Technology and has spent most of his 28 year career working on the design and development of shipboard handling equipment, towed systems, and sensor profiling systems. Geoff is a mechanical engineer and a graduate of Mount Allison University and Dalhousie University.

Description Future Navy and Coast Guard vessels will use unmanned vehicles (UxVs) to carry out a variety of missions. Many next generation combatant and ocean going patrol vessels will be equipped with a stern or midship mission bay from which these vehicles will be stowed, deployed and recovered. One of the technology gaps is the ability to launch, recover and stow these vehicles in up to sea state 4-5 conditions. These requirements are somewhat similar to the requirements for the offshore oil and gas industry. Technologies developed for these offshore industries can be adapted for use on new surface combatants.

Geoff Lebans1, Bill Spencer

1, Malcolm Robb

2, and Gary Webb

2

1Rolls-Royce Naval Marine Canada Ltd. 2BAE Systems Maritime – Naval Ships Ltd.

Leveraging Offshore Oil & Gas Technology for Handling

and Refuelling Unmanned Vehicles from Surface

Combatants

Disclaimer: opinions expressed are those of the authors and are not necessarily those of their

respective companies.

ABSTRACT

Future Navy and Coast Guard vessels will use

unmanned vehicles (UxVs) to carry out a variety

of missions. Many next generation combatant

and ocean going patrol vessels will be equipped

with a stern or midship mission bay from which

these vehicles will be stowed, deployed and

recovered. One of the technology gaps is the

ability to launch, recover and stow these

vehicles in up to sea state 4-5 conditions. These

requirements are somewhat similar to the

requirements for the offshore oil and gas

industry. Technologies developed for these

offshore industries can be adapted for use on

new surface combatants.

INTRODUCTION

The search for offshore oil and gas has been

ongoing for more than a century. This search

has steadily intensified over the last 50 years

with decreasing land based resources and

increasing energy costs. The high financial

returns and the world's ever increasing demand

for energy have led to a rapid development of

offshore oil and gas technology. Typically

technology used by the military takes longer to

develop and is often subject to tighter fiscal

constraints.

Future surface combatants and ocean going

patrol vessels are being designed with the ability

to change roles throughout their anticipated life

of thirty to forty years. Many will be designed

with large multi-purpose mission bays or

mission hangars. These are similar to the

mission bays found in seismic ships, which are

equipped with deckhead mounted hardware for

deploying, towing, recovering and stowing large

arrays and sources.

The ODIM division of Rolls-Royce has been

supplying deckhead mounted handling equipment

for the mission bays of seismic survey vessels for

over 30 years. Many of these designs can be

adapted for the mission bay of surface

combatants.

FUTURE SURFACE

COMBATANTS

It is expected that next generation surface

combatants will carry a variety of unmanned

vehicles, including unmanned surface vehicles

(USVs) and unmanned underwater vehicles

(UUVs). These vehicles will be used for

missions such as mine countermeasures, anti-

submarine warfare, anti-surface warfare, rapid

environmental assessment, coastal security,

exclusive economic zone (EEZ) protection and

intelligence, surveillance, and reconnaissance

(ISR).

These mission critical vehicles will require a

reliable method of deployment, recovery and

stowage. Some of the future combatants will

incorporate a large mission bay for these

vehicles and containerized mission packages.

Examples include the US Navy’s Littoral

Combat Ship (LCS) and the BAE Systems UXV

Combatant.

BAE Systems UxV Combatant concept warship

Legacy platforms and smaller multi-role vessels

such as the Type 23 Frigate in service with the

UK and Chilean Navies will have considerable

space, volume and weight constraints that must

be considered when adding a UxV capability.

Due to these constraints, it is expected that the

USVs (and UUVs) will be limited to 12m/10

tonnes for both next generation and legacy

vessels.

Type 23 frigate

Whether the ship is equipped with a mission bay

or not, options for deploying and recovering

unmanned vehicles are available to handle

payloads from the stern or the ship’s side.

LAUNCH and RECOVERY

OPTIONS

In considering launch and recovery operations

the following methods cover the majority of

handling options usually considered:

Stern Ramp/Slipway – stern ramps that are

built into the ship are proven for use in rough

weather and (with a secondary on board lifting

system) are capable of handling multiple

vehicles. These ramps are suitable for handling

USVs with a traditional V form hull but are not

designed to launch and recover other vehicles

such as semi-submersible USVs and UUVs.

Portable Stern Mounted Ramp – portable

stern mounted ramps which are extended while

handling and stowed when not in use have

proven useful for handling UUVs. These

devices are suitable for vessels with lower

freeboards and are limited to handling a single

UUV.

Towed Surface Cradle - towed surface cradles

have been designed for USVs and UUVs. These

cradles, which provide a method of capturing the

unmanned vehicle, require a handling device for

themselves and the vehicle. If the handling

device involves lifting, this can significantly

increase the size/weight of the lifting device.

Cradles can be integrated with a stern ramp.

Towed Docking Device – towed surface and

underwater docking systems have been

developed that can dock with the bow of the

USV at the surface and UUV underwater. These

solve the problem of making a mechanical

connection to the vehicle, and must be integrated

with a handling system. A towed docking

device can be integrated with a stern ramp or a

lifting system.

Stern Mounted Crane or Boom – a stern

mounted crane is not feasible for most

combatants and patrol vessels, as it will take up

too much space and its height may interfere with

the aircraft handling. A deckhead mounted

telescoping boom may offer a viable solution for

higher freeboard vessels, where there is

sufficient clearance between the boom and sea

surface to eliminate the possibility of impact

with the unmanned vehicle in rough seas. A

method of connecting a lifting cable, and in

some instances a tow/tag line, may be required.

Side Mounted Davit – davits are proven for

handling manned work boats and can be adapted

for unmanned vehicles. A method of connecting

a lifting cable and in some instances a tow/tag

line is required. In some instances an existing

davit can be used provided the vessel can afford

the loss of the manned craft. Most davits are

limited to handling a single vehicle but do have

the advantage of being very compact with a

small footprint, and in some instances have a

stowage cradle built into their structure.

Side Mounted Crane – if there is deck space

available, a side mounted slewing crane has the

ability to handle and stow multiple vehicles of

various types.

Deckhead Mounted Davit – a deckhead

mounted davit has the advantage of keeping the

deck clear, and can handle multiple vehicles.

The addition of a docking/capture system to a

lifting device will control the pendulum motion

of the vehicle and allow operations in higher sea

states. A constant tension winch is often

required to reduce snap loads on the cable.

STERN RAMP

Stern ramps, as a method of deploying and

recovering craft from host ships, have become of

more interest in the last ten years. However

there are many issues that have to be addressed

before stern ramps are accepted as the method of

choice to launch and recover USVs and possibly

UUVs.

There are several areas of concern with stern

ramps. The stern ramp can affect the sea

keeping and stability of the vessel due to

reduced buoyancy in the after part of the ship.

Also, the hydrodynamic response of the

unmanned vehicle will be different from the host

ship, and propeller wash, wake and wind also

contribute to the confused seas in the stern area.

These factors may affect the ability of the

unmanned vehicle to be launched and recovered

in higher sea states. This type of complex

problem is difficult to solve analytically, and

although mathematical modelling is steadily

advancing, large scale model testing still appears

to be the best method to evaluate stern ramps

and to determine the best heading for recovery.

The best heading of the host ship appears to be a

function of the hull shape and length. The

Canadian Coast Guard Ship Gordon Reid (50 m

long with a beam of 11 m) has a stern ramp that

works best in beam seas whereas larger

combatant hulls work best in head or bow

quartering seas.

Rolls-Royce has developed a stern ramp system

for manned craft that has overcome the above

challenges. The Work Boat Recovery System

(WBRS) is installed on vessels that are up to 100

m in length with displacements of about 5000

tonnes. This system is used to launch and

recover 10 m work boats in 7-8 m seas.

The WBRS incorporates a capture net and

automatically engages with a hook on the bow

of the craft and hauls it into a stowed position.

The net also serves to decelerate the craft if

necessary.

WBRS is specified by Statoil and ENI for offshore

support vessels. Users have completed recoveries

in up to 10 m seas.

The success of reboarding with a stern ramp is

dependent of the skill of the coxswain. To

adapt the WBRS for USVs, an auto guidance

positioning system should be developed. This

could be similar to the Optical Landing System

(OLS or "meatball") used on aircraft carriers.

WBRS slipway will have to be reconfigurable to

accommodate various unmanned and manned

craft.

It may also be possible to launch and recover

UUVs from the WBRS by having the UUV dock

with a cradle that is compatible with the shape of

the slipway.

OVERHEAD CRANE

The mission bays of surface combatants require

a way of moving payloads within the bay. This

is a similar requirement to offshore supply and

seismic vessels that must move large loads in

high sea states. Deckhead mounted cranes have

been developed to meet this requirement. They

generally are linear cranes that provide x, y, and

z motion control. ‘Tween deck height is often at

a premium on ships and these cranes are

designed to take up little vertical space.

A number of Rolls-Royce deckhead mounted X-Y

overhead cranes are in service in seismic vessels.

Rolls-Royce has produced overhead cranes for

seismic vessels that can telescope astern as well as

well as move payloads athwarthsips inside the

mission bay.

DECKHEAD MOUNTED OVER-

THE-SIDE HANDLING SYSTEM

Some surface combatant designs that do not

incorporate stern ramps must deploy and recover

payloads over the side of the ship. If there is a

mission bay or mission hangar amidships there

will also be a need for some method of moving

payloads within the bay. These two

requirements can be combined with a deckhead

mounted crane system that also has

overboarding capability. This arrangement is

very low profile to accommodate low ‘tween

deck height.

Deckhead mounted ROV LARS can be adapted

for handling USVs and UUVs. This system moves

on rails and stows close to the deckhead when not

in use.

ADVANCED CRANE/DAVITS

Several advanced systems have been developed

for offshore use that can be adapted for military

use. Travelling cranes used on workboats can be

used to reduce human exposure to the dangers of

handling heavy equipment at sea. A robotic arm

has been developed that mimics the behavior of

the human arm and hand. Although developed

for handling anchors it could be used for

handling unmanned vehicles and other

equipment.

For a vessel with a large open deck, UxVs could be

handled with anchor handling cranes up to 150

tonne-metre capacity can move on rails to cover

the entire deck.

Tele-operated robotic arm utilizes master-slave

control and force feedback. A larger version of

this arm could be used for launching and

recovering unmanned vehicles.

ISO CONTAINER HANDLING

Modern warships are designed with the

recognition that throughout their life their role

may change many times. The use of ISO

containers for storage, control rooms and

modular mission packages is a good way to

increase flexibility and ease of shifting roles.

The offshore industry has developed efficient

systems for handling and stowing these

containers that can augment the aforementioned

overhead lifting equipment.

New automated sea fastening system (ASFA) for

positioning and securing cargo on the deck of

supply vessels. ASFA uses retractable fittings to

index/secure payloads and move them

athwartships on tracks.

INTEGRATED SOLUTION

An integrated system can be provided for

handling of unmanned payloads. The system

could incorporate a stern ramp, an overhead

crane system and the ability to launch and

recover payloads from either side of the ship.

Such a system would offer redundancy and the

ability to handle multiple vehicles.

Vehicles could be stowed anywhere in mission

bay and control rooms could be installed

anywhere within the bay. There could be

simultaneous operations from both the stern and

sides of the host ship. A weather door could be

provided in mission bay to allow containerized

packages such as variable depth sonar to be

installed and operated.

An example of a variable depth sonar mounted in

an ISO container.

It is also critical that the integration of the

system with the host vessel must be kept as

simple as possible. Ensuring the minimum

number of connections in the interfaces and that

the offboard systems command and control can

be integrated with the platform’s combat

management system are very important.

RETROFIT SYSTEMS

Unmanned vehicles and handling equipment can

be retrofitted to surface combatants and patrol

vessels. As an example, Rolls-Royce has

recently completed a retrofit of a USV handling

system to a naval frigate.

Finding space for new systems on a modern

warship is difficult and generally something

must be sacrificed. In this case Harpoon

missiles were replaced with a semi-automated

crane system to launch and recover 9 m USVs

and manned rigid inflatable boats (RIBs). The

crane was mounted to the missile pads so there

were no extensive ship modifications required.

There were several design challenges that had to

be overcome. This class of ship has very high

sides to reduce its radar signature. Consequently

the USV has to travel over a high bulwark for

deployment and recovery. Additionally, this

means that visibility during the evolution is

extremely limited. A semi-automatic system

was developed that allowed the crane to move

along a predetermined path to reduce the chance

of collision. The geometry constraints were

severe and the high freeboard contributed further

to these constraints.

Custom crane for handling USVs as well as

manned RIBs fitted to missile deck of a frigate.

Weight was a consideration due the height above

the waterline of the system. High strength

materials were utilized as well as a very detailed

stress analysis used to optimize the structure. A

constant tension winch is used to reduce shock

loading. This system has the potential to be

converted to a higher level of automation with

the addition of a better system to control yaw

and pitch of USV after capture.

UUVs can also be handled with retrofit systems

such as that shown below. In this case a marine

crane has been adapted for launch and recovery.

UUVs can be handled over-the side with a davit or

crane. Surface recovery from the stern may be

problematic because the UUV has insufficient

power to travel in the vessel’s wake.

INTEROPERABILITY

It is likely that with the desire to modularize

offboard systems or simply the cost of the

individual units, unmanned vehicles will be

shared between host vessels that are re-roleing

for specific missions (MCM [hunt, sweep or

disposal], patrol/ISR, ASW, hydrographic) or

combinations of these roles. It is also an

operational aspiration for two or more vessels to

work together to perform a task, one vessel

launching the unmanned vehicle and another

recovering it. This leads to the following

requirements:

1. launch and recovery systems will need to be

readily adaptable to suit a range of vehicles.

2. launch and recovery systems must be capable

of operating from several different platforms

without modification; i.e., can be unbolted from

one vessel and moved quickly to another

(providing to ability for platforms to be re-roled

in theatre).

The life cycle of the naval platform is likely to

be far longer than any USV or UUV - the

minimum structural service life for a naval

platform is typically 30 years, while the total life

cycle for a USV/UUV is unlikely to be greater

than 10 years and may be far less. Therefore

any launch and recovery system must be capable

of upgrade or even removal/replacement at a

later stage.

LAUNCH AND RECOVERY

DESIGN DRIVERS ON USV/UUV

DESIGN

To derive the full benefit of unmanned operation

USVs and UUVs should require no manual

intervention after their launch. These vehicles

must be designed so that they can be fully

prepared before launch including starting

propulsion systems, generators and control

systems. Having the vehicle up and running

when it is deployed means it can be immediately

maneuvered clear of the vessel reducing the

window required for launch. If possible the use

of a manned RIB to assist with deployment and

setup should be avoided. It is worth noting that

the engine on a typical RIB can be run for 5

minutes before launch.

If one makes the assumption that many future

vessels will utilize an automated or semi-

automated single point lift davit/crane system

for over-the-side launch and recovery, the

unmanned vehicle and launch/recovery system

manufacturers should work together to achieve

this capability. Currently there are several

barriers to automated over-the-side handling:

1. A single point lift is required. In the

experience of BAE Systems, twin fall lifts are

limited to Sea State 3; above this hookup

operations take too long leaving the vehicle at

risk of damage. The use of a single lifting cable

has many advantages, including the ability to

easily move the unmanned vehicle around on

land, dockside and at sea. This requires a lifting

point at the center of gravity of the USV (this is

typically achievable with UUVs) and as such

USV designers in particular need to rethink USV

layout. Also, for USVs, consideration needs to

be given to the location of the longitudinal

center of gravity (LCG) at the beginning and end

of a mission (particularly tankage).

2. USV antennas and radars are often located at

or near the LCG. This hardware needs to be

relocated or folded out of the way during launch

and recovery operations.

3. The requirement for improved vehicle control

when operating alongside larger vessel. An

automated guidance and positioning system

would allow recovery operations to be

undertaken in a safer manner, with less crew,

and in higher sea states.

Although not a major issue, a common hull form

is desirable to permit use of a common deck

cradle. This would also be desirable for any

vessels fitted with a stern ramp.

In addition to the above, designers need to

consider what safety factors are to be applied

when the unmanned vehicle is carrying

weapons, as this could increase the weight of the

launch and recovery equipment.

REFUELLING

Currently USVs have to be recovered onboard

the mother ship for refuelling. This is time

consuming and every evolution introduces

additional risk to both the host ship and the

USV. Techniques have been developed for

resupplying off shore rigs that can be adapted

for use with USVs. Rolls-Royce is currently

working on leveraging the above technology to

allow USVs to be refuelled without coming back

aboard the host ship. This technology may be

used in the future for autonomously refuelling

USVs from" tanker" USVs.

Rolls-Royce Automated Bulk Hose Connection

System (ABCS) allows liquid transfer hoses to be

automatically connected between a supply vessel

and offshore platform.

ABCS can be adapted for refuelling of USVs.

ADAPTING TO MEET MIL

REQUIREMENTS

Equipment for offshore use is designed to

withstand the rigors of the harsh environment,

both natural and manmade. However warships

must be designed to withstand an even more

extreme manmade environment. Withstanding

shock loading caused by missiles, torpedoes and

mines is generally a requirement for surface

combatant equipment. Even explosions that are

in the near vicinity of the ship can cause very

high shock loading. The shock requirements are

generally dictated by military specifications such

as MIL-S-901. Equipment is separated into two

grades, Grade A which is essential to safety and

continued combat capability and Grade B whose

operation is not essential to the safety or combat

capability. Equipment is further broken down

into classes depending on the mounting required.

MIL-S-901 lists guidance to designers for

meeting the requirements of the standard in

Section 6.4.

The Dynamic Design Analysis Method (DDAM)

is the U. S. Navy standard procedure for shock

design. The mode shapes and frequencies of the

equipment are determined using the finite

element method. The modal mass and

participation factors are computer for the x, y

and z directions. The shock spectrum

acceleration is then calculated accounting for

spectrum dip effects, mounting location and

orientation. The scaled responses are summed

resulting in the maximum response

(displacement, strain, stress, or force). DDAM

can be used to analyze the equipment and it can

be a valuable tool used to harden commercial

equipment for naval use. Using DDAM,

following the design rules for shock, using

shock mounts and the use of high strength

materials are approaches that can be used to

adapt civilian equipment for the shock

environment necessary for surface combatants.

CONCLUSION

The offshore oil and gas industry has developed

technology that can be economically adapted to

solve many of the USV and UUV handling and

refuelling requirements of modern multi-purpose

surface combatants.

REFERENCES

MIL-S-901D, Requirements for Shock Tests,

H.I. (High Impact) Shipboard Machinery,

Equipment, and Systems.

Leveraging Offshore Oil & Gas Technology for Handling and Refueling Unmanned Vehicles from Surface Combatants

T-103

Leveraging Offshore Oil & Gas Technology for Handling & Refuelling

Unmanned Vehicles from Surface Combatants & Patrol Vessels

Geoff Lebans & Bill Spencer, Rolls Royce

Malcolm Robb & Gary Webb, BAE Systems Surface Ships Ltd.

Disclaimer: opinions expressed are those of the authors and

are not necessarily those of their respective companies.

Future Navy and Coast Guard vessels will use UxVs (USVs, UAVs, UUVs & Gliders) to carry

out a variety of missions

BAE Systems UxV Combatant

Concept Warship

BAE Trimaran Combatant Concept Vessel

Many of the larger

vessels will be

equipped with large

reconfigurable

mission bay

Operation of UxVs from Legacy Platforms & Smaller Multi-Role Vessels

Type 23 Frigate

Will have

considerable space

& weight

constraints

Expected USVs

(and UUVs) will be

limited to 12 m/10

tonnes

4

Requirements for Operating USVs and UUVs from Future Combatants & Patrol

Vessels

Stern or// over-the side handling system that does not require a boat or diver in the water

Method of moving crafts and containerized mission packages around on deck or within a mission bay

For USVs, an offboard refuelling system would be desirable

Technology solutions for launch, recovery, stowage and refuelling can be leveraged from the offshore oil

and gas industry

5

Launch and Recovery Options

Stern ramp/slipway – proven for rough weather; not designed for semi-submersibles & UUVs, impact on stability and buoyancy

Portable stern ramp – used for handling UUVs from low freeboard vessels; limited to single UUV

Towed surface cradle – designed for USVs and UUVs. Handling device required for cradle and vehicle.

Towed docking device – developed for surface (USV) and underwater (UUV).

Stern mounted crane/boom – crane may not be feasible, but deckhead mounted telescoping boom may be viable for higher freeboard vessels.

Side mounted davit – proven for manned craft, & can be adapted for unmanned systems, but limited to single vehicle

Side mounted crane – can handle and stow multiple vehicles but not feasible to install on many combatant vessels

Deckhead mounted crane/davit – keeps deck clear, and can handle multiple vehicles

6

Handling UUVs from Naval & Patrol Vessels

Readily achievable from minehunters (low

freeboard, maneuverable at low speeds)

May be problematic from larger naval vessels

where there is little overlap between minimum

speed of vessel and maximum speed of UUV, and

maneuverability is limited

Launch and recovery of

small and medium

sized UUVs from USVs

may offer best solution

Integrated USV/UUV Handling Solution for Future Combatants and Patrol Vessels

Deckhead mounted X-Y

overhead crane for

mission bay

WBRS Stern Ramp Deckhead mounted davit

for over-the-side handling

8

Work Boat Reception System (WBRS)

Automated stern ramp developed for rough weather (7-8 m seas) launch and recovery of work boats. The WBRS can be readily adapted for handling a variety of marine vehicles including USVs and UUVs.

3-6 knot speed

differential required

current design can

accomodate up to 11

m/10 tonne craft

specified by Statoil

and ENI Norway for

standby vessels vessels

WBRS and Slipway Looking Aft

WBRS in Operation

Solution: utilize deckhead mounted handling hardware developed for

seismic survey vessels. Many of these vessels have 2 mission bays

equipped with handling equipment for overboarding and moving payloads

within these mission bays.

Unmanned vehicles & mission packages must

be stowed and moved within mission bay

12

Seismic vessel deckhead mounted handling equipment

Telescoping 3 axis boom for handling

and stowing air gun arrays

Seismic vessel deckhead mounted handling equipment

Telescoping booms

with capture heads

to facilitate safe

transfer launch,

recovery and

stowage of seismic

sources

Telescoping Boom/Source Handling System

SWL of 6 tonne on each boom

can be designed to traverse entire width and length of mission bay

Overhead X-Y Crane for Open Deck

System is 27 m wide, can traverse the entire length of the 70 m deck, and can lift two 9.5 T packages. A separate telescoping boom is used to deploy the air guns.

Low profile ROV handling system - telescoping davit pivots to deploy

payload closer to waterline

Moves athwartships on rails; alows multiple payloads to be handled

Stows flush with deckhead when not in use, providing clear deck space

Deckhead Mounted Over-the-Side

Handling Equipment

Advanced Crane/Davits

For vessels with an open deck, USVs and UUVs could be handled

with cranes that move on rails to cover the entire deck

Cranes can be fitted with custom docking heads suited to the payload

ASFA- automatic sea fastening system Keeping deck cargo in place

New automated sea fastening system for positioning and securing cargo on the deck of supply vessels, greatly reducing the

exposure of the crew to risk of injury

19

Containerized Towing / Handling Equipment

System with ISO base can be anchored to deck with bolts or ISO corner fittings to provide ability to

reconfigure to suit the mission

Retrofit of USV LARS to Frigate

designed for 9 m USVs and manned RIBs

semi-automated system

ship modifications avoided by mounting

davit to missile launching pads

Interoperability

Expected that unmanned vehicles will be shared between host

vessels that are re-configuring for specific missions (MCM, patrol,

hydrographic, ASW)

Also, two or more vessels may work together to complete a mission,

with one vessel launching an unmanned vehicle and the other

recovering it.

Launch, recovery and stowage systems must be readily adaptable to

a range of vehicles.

As life cycle of naval and patrol vessels may greatly exceed that of

any USV or UUV, launch, recovery and stowage hardware must be

capable of upgrade or removal/replacement.

USV/UUV Design Considerations for Launch/Recovery/Stowage

No manual intervention; once launched, vehicles must be ready to

go (propulsion, generators, control system running)

Common hull form will allow common deck cradle (and stern ramp

runners)

Improved vehicle control required when operating alongside a

mother ship. Automated guidance/positioning desirable.

Are higher safety factors required if USV or UUV are carrying

weapons?

Single point lift desired vs 2 pt lift

For USVs, antennas and radars need to be re-located away from

CG/lift point or folded out of the way

USV refuelling system based on ABCS™ (Automated Bulk Hose Connection System)

Uses a drop ball suspended from

platform crane to make initial

connection with a ship mounted

catcher

Designed to operate with 40 knot

winds and 4 m seas

Future Handling Systems

Future handling systems may be

automated or semi-automated and will

incorporate automation and robotics. This

will increase safety and reduce the number

of crew required on deck.

25

Remote Anchor Handling System (RAHS)

RAHS – utilizes 2 large manipulator arms with master slave control to eliminate the requirement to have crew on the deck of supply vessels during handling operations.

With minimal training operator is able to think of the arms as an extension of their own arms

Automated USV/UUV Handling System

Automatic tracking

device can be

integrated into a

lifting device to

provide an automated

LARS for UUVs and

USVs

Ocean Bottom Seismic Automated Node Deployment System

28

Conclusion

The offshore oil and gas industry has developed technologies that can be economically adapted to solve many of the USV and UUV handling, stowage and refuelling requirements of modern multi-purpose surface combatants and patrol vessels.

Handling equipment and unmanned vehicles must be designed to allow interoperability

Unmanned vehicles must be configured to allow ease of launch and recovery

Questions?