Archives: Projects

Hythe Marine Services Repair Storage Equipment for Pharmaceutical Company Porton Biopharma Ltd. 

Even with the best-maintained systems, unexpected issues can still occur. In 2020, Hythe Marine Services (HMS) were on hand to resolve an issue with a freeze dryer shelf for Porton Biopharma, who work in the pharmaceutical industry. 

The problem was down to a shelf in a freezer unit that had warped.  This meant the shelf was no longer distributing the freezing oil evenly around the plate. The shelf in question was part of storage for Juvenile Leukaemia treatment vials, each with a cost of £30k per vial, so the urgency to fix was paramount. 

HMS worked closely with experts from Freeze Drying Services and got the freeze dryer back up and running as efficiently as possible. 

 

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“cGMP and GEP are critical requirements within the pharmaceutical industry. However, even with the best maintained system unexpected issues occasionally occur.  During one such event recently, Hythe Marine Services Ltd were quick to respond, especially considering COVID-19.  Their attention to detail, work ethic, craftsmanship and specialist knowledge on stainless steel works were just a few attributes that delivered this job and resolved the issue.  Well done, it was a pleasure working with you.”

Renaldo Davis, Process Engineer, Porton Biopharma Limited

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Porton Biopharma and Freeze Drying Services

Porton Biopharma Ltd. protect patients’ health through the quality-assured development and production of biopharmaceuticals. They develop new vaccines, therapeutic proteins and enzyme products. Their work has been crucial to the healthcare industry throughout the global pandemic and development of vaccine technology.

Since 1991, Freeze Drying Services design, install, calibrate, service, upgrade, and provide full technical support for all types of freeze drying equipment.

In the pharmaceutical industry, freeze drying, also known as lyophilisation, is a low-temperature dehydration process that involves freezing the product, lowering pressure, then removing the ice by sublimation. 

A freeze dryer shelf evenly distributes freezing gas or oil around the plate.

 

What Did The Engineering Project Involve? 

Although HMS have a history of maintaining Royal Naval Vessels, the skilled team are also experts in delivering bespoke solutions for commercial and industrial applications. 

The repair of the new shelf started with a witnessed reverse engineering of the existing shelf so it could be precisely recreated. HMS then produced drawings for the new shelf. These included the dimensions, weld positions and bend angles for Porton biopharma to approve. 

Greg Strange, who completed the project alongside Director of Value Engineering Luke Fitzgerald, explained, “Repair was initially discussed, but once the shelf was taken to the workshop and dismantled the team were able to identify the exact issues and recommended a complete replacement. This involved providing totally accurate measurements and drawings. A bespoke unit was constructed using materials in compliance with industry requirements, i.e. non-animal-based products.”

 

Testing the Freeze Dryer Shelf 

Due to the nature of the project, there were key requirements that had to be met. Rigorous testing of the welds and freeze dryer itself ensures the product is fit for purpose. 

Some of the tests and inspections carried out during this project included:

• Material test and inspection
• Pressure testing
• Vacuum test by Freeze Drying Services
• Weld samples and non-destructive testing (NDT)

Find out more about non-destructive testing and quality-assured welding at HMS in our article Lloyd’s Coded Welders: Why We’re Different…

 

Interested in working with Hythe Marine Services? Contact our team to discuss how we can assist with your next project. 

 

Working with the Royal Navy on service vessels can be tough work. Especially with a one-day project turnaround and challenging conditions. 

Hythe Group and BAE Systems recently teamed up to complete a maintenance project on HMS Queen Elizabeth that had to be done in a very short timeframe, within a tough working environment. One of Hythe Group’s mechanical fitters and three others showed exceptional commitment in completing this project and received special recognition for their hard work.

Maintaining the Royal Navy Fleet

Hythe Marine Services, part of Hythe Group, specialise in turnkey design, fabrication, engineering and repair services to the marine industry. 

One of Hythe Marine Services clients is the UK Ministry of Defence which often involves working on projects with the British Royal Navy. Projects such as these may last anywhere from 24 hours to over 6 months. Routine maintenance usually has a longer timeframe, but occasionally a vessel is required back out at sea within a day, and as such the Hythe Marine team need to be able to respond instantly, putting in long hours to get the work done on time. 

We spoke with a Hythe Marine Services Mechanical Fitter about a recent restoration project on HMS Queen Elizabeth to find out more about what goes down. 

When HMS Queen Elizabeth came into dock she required overnight maintenance due to an issue with the pipework and exhaust system. The group of four were asked to go onboard and get it sorted, working through the night to get the work completed.

Working on diesel generators can be very hot, so touching parts of the exhaust may be uncomfortable. The project required a lot of manual labour as well as working safely with numerous different parts and scaffolding to get the mechanism back together again. 

Out of the team working on the Naval vessel, Hythe’s mechanical fitter had been there the longest and had the most experience of working with these components. It was extremely important for the team to get the diesel generator running again, as there was more work to be done the next day on other aspects of the ship.

Because of the projects tight timescale, there were a lot of people watching and observing the work being carried out to make sure it all went to plan and that quality standards were met. It’s safe to say the project was completed with great success, with the efforts of BAE Systems and Hythe Marine Services being recognised by the Royal Navy.

Challenges and Reasons for Project Success

During our conversation with Hythe’s mechanical fitter, we asked why he thinks the diesel generator project went so well. He responded, “I’ve worked a lot on exhausts in the past, and with stainless steel and items that are bound together, so I have a lot of experience from previous jobs. If you have the experience you’ve got the tricks of the trade and know-how to make things work.”

As well as valuable knowledge and experience, a key factor in the success of the project was good teamwork. Having a team that works well together as a unit is even more important when operating in dangerous surroundings. 

Before starting work on a diesel generator as big as those on HMS Queen Elizabeth the engine needs to be warmed up. The team were kitted up in the necessary PPE and overalls, but because of the hot engine, everything you touch is sitting at around 70 degrees Celsius. Imagine working in those temperatures!

The engine bolts are stainless steel so as they’re heated the metal binds to each component and seizes up. This is where prior knowledge of exhausts really shows its value.

Hythe’s mechanical fitter explained, “You’re not going to win against seized stainless steel. You have to get the right lubricants on it and know the exact way to push and when to pull, which requires experience.”  

Other notable challenges were the obvious time constraints and heat exhaustion, and keeping the apprentices safe and focused on the task. 

About the Mechanical Fitter

Throughout his career, he has gained a number of qualifications in commercial diving and Marine Engineering. Before his current role as a Mechanical Fitter, he worked all over the world as a Commercial Diver on Naval ships.

He also did a lot of commercial work for companies like Condor Ferries, Red Funnel and White Link. In these roles, he would be working on anything from cylinder heads to propulsion, and shafts to bearing pumps. 

This recent award isn’t the only time they have been recognised for their hard work and talent. Recently he and his colleague received an IMPACT award from BAE Systems for completing 150% of the work required within a maintenance period which usually takes 4 or 5 people to complete 100% of the work – how’s that for efficiency!

We asked Hythe’s mechanical fitter what his favourite part of his job is and he told us, “Learning something new every day. If there’s anything I don’t know, I want to learn it and I thrive off that process.”

The most challenging part of his job is coordinating multiple teams to get the job done within short timeframes.  As we spoke, he was sitting pool-side on a well-deserved break, before he heads back to the UK to start work on a new top-secret project. 

Are you looking for support with your next project?

Speak with our engineers via the link below.

Hythe Marine Services (HMS) is expanding its capabilities within the luxury superyacht industry. The new composites lamination department will mainly be doing GRP (glass reinforced plastic) boat building and moulding of luxury yachts, working closely with the joinery department who will handle the decks and woodwork finishes.

 

Why is GRP Composite lamination so popular in the luxury superyacht industry?

GRP laminating is a popular method within the superyacht boatbuilding industry because of its high strength properties once cured. Fibreglass is a durable, non-corrosive material, so it’s a first choice for the boatbuilding industry.

We spoke to a member of the team with composites expertise, who told us, “Fibreglass lamination is popular in boatbuilding for its ease of use, versatility and ability to be laid up in multiple layers.”

GRP is a lightweight material that can be used in many different forms for operations in superyacht building and repair work. Fibreglass mouldings can be sandwiched with all sorts of other materials including Balsa, softwood, hardwood and metals.

The team member explained, “Fibreglass mat in its dry form can be moulded into any shape, and into really tight corners, making it the number one choice for most superyacht boat builders.”

There are many different types of fibreglass lamination, including hand lay-up lamination and vacuum infusion lamination. In vacuum infusion lamination, the infusion is laid down in multiple layers of dry-stacked material and covered with breather membranes and a bag. This is then sucked down by a vacuum pump and resin is fed into the material under vacuum.

The advantages of vacuum infusion over hand lay-up are that the infused parts are so much lighter. Our representative told us, “Vacuum infusion lamination is advantageous when you’re building a product that has weight restrictions, such as with boatbuilding and superyachts.”

 

Speak with our team to discuss your next project!

 

Hythe Group’s expansion into the luxury superyacht industry

The lamination and joinery department will be working closely together on all luxury boat building projects. To facilitate Hythe Marine Services moving into the luxury superyacht boat building industry, the fibreglass lamination team will be moving into the new HMS workshop. Fibreglass lamination requires very specific working conditions, so the woodworking and metalworking workshops are being refitted to optimise the space for safety and quality.

Metalwork and woodwork have their own hazards, but a lamination moulding shed includes the risks from dealing with highly combustible and hazardous materials that deserve the utmost respect from the laminators. A moulding shed should be dust free and clean to keep your mould tools and mat suitable for laminating. The workshop must be kept at optimum moulding shed temperature and the fumes (styrene) extracted out of the moulding shed through proper ventilation.

HMS are ensuring every step to entering the luxury boat building industry is completed correctly and with the right people in the team. One of the team taking on this challenge said, “The luxury superyacht market is hard to break into. We will build up our reputation as a reputable composite department, by focusing on building trust with customers for boat repair work, builds and refits.”

 

What will Hythe Group’s new laminating department be doing?

In the workshop, the team will be managing and making the components for new contracts. One of the team commented, “We want to make sure the quality is better than what our customers are currently expecting, as we strive to deliver quality and in a time-controlled manner. We will be looking at securing contracts by putting out the feelers nationally and internationally and making the department grow, through building up trust and reputation.”

The composites department are kicking off with a big project at the naval base. This new HMS project involves making GRP panels for Royal Naval minesweepers. The fibreglass lamination process for this project includes building up multiple layers of fibreglass to a mould tool, making sure that they are air-bubble free, before curing the moulding by means of rolling out the layers. They will then be de-moulded from the mould tools and trimmed. Once they have been inspected and signed off, they can be delivered to the customer.

Eager to get stuck in, a member of the team expressed, “I’m really looking forward to the new challenge ahead and offering all my years of experience within a boat building and repair capacity. I have heard great things about HMS and can’t wait to see what we can achieve together.”

To discuss your next boatbuilding project contact our team via the button below.

 

A detailed look at our composite lamination services

GRP composite lamination is more commonly used in manufacturing than metal. The increase in its usage is owed to its flexible, lightweight properties, and the fact that it can be just as strong as steel. These traits make it clear why fibreglass is the material of choice for everything from furniture, warships and supercars, to swimming pools and even structural buildings. 

Creating and repairing fibreglass requires a process called lamination. To find out more, we spoke to one of Hythe Groups Technical Lead for GRP Composite Lamination, Simon Spencer. 

 

Introducing Technical Lead Simon Spencer

With 30 years of experience, Simon Spencer is an expert composite laminator. He has been with Hythe Group for the past eight months, working within Hythe Marine Services (HMS) on fibreglass boat repairs.

Before joining Hythe Group, Simon was a composite boat builder and repair technician for the Royal National Lifeboat Institution (RNLI). Whilst Simon was with the RNLI, a friend contacted him and asked if he was interested in a four-week contract working with BAE Systems and HMS. Simon has since stayed on with HMS, completing maintenance projects on a number of Royal Naval vessels. 

Simon commented, “I’ve enjoyed working with Hythe Marine Services and have a good working relationship with Josh Mathias (Managing Director of Hythe Group). I’m looking forward to staying here for the foreseeable future!”

 

What is GRP Composite lamination?

GRP composite lamination involves sticking individual layers of fibreglass together to create a strong material or object. 

Hythe Groups head of laminating, Phill Large, explained that, “The processes involved with laminating are relatively straightforward. It involves laying layers of fibreglass material together to form strong versatile and durable sheets. You apply your 2 part resin that has been accelerated with an MEKP catalyst to your layers of dry mat material. This then needs to be hand-rolled to make sure that all air bubbles have been removed. This will then start to cure at room temperature. Once cured you have a very strong GRP (glass reinforced plastic) product.”

In the boating industry, there is a lot of wear and tear, impact and damage that can affect the integrity of fibreglass lamination. A common issue that comes with movement in boats, or just over time, is delamination. 

 

What is fibreglass delamination?

Delamination is when some of the fibreglass layers come apart from each other, creating an air pocket inside of the object. This becomes a weak point in the lamination so composite laminators, like Simon, will grind out all of the fibreglass until they reach the delaminated layer. Once the air pocket has been removed, they will reinstate the new fibreglass to build the strength back up to the original standard. 

Currently, Simon is involved with anything to do with structural repairs on Royal Naval minesweepers. A lot of the lamination projects that Simon works on are for the Ministry of Defence and are therefore protected, but they will generally follow the same process.

Firstly, a structural engineer or surveyor will evaluate the fibreglass and decide which areas are in need of repair. The laminators will then grind out the fibreglass until they reach the delaminated layer. The final step is to reinstate the layers of fibreglass so they’re compact and laminated, to ensure everything is structurally sound.

 

Speak with our team to discuss your next project.

 

How to become a GRP composite laminator

Aside from the necessary NVQ in fibreglass and lamination, the main skill of fibreglass lamination comes with experience and time-served. 

Simon has had a full career of working for large international agencies but still picks up new techniques and learns more every single day. Simon told us, “Everybody has a fundamental idea of how to laminate, but the real skill comes from working in different places, watching experienced people do their job and being willing to improve.”

Laminators are continually growing their skill and knowledge to keep up with constant advancements. Composite lamination has evolved so much in the last 15-20 years, producing new methods for laminators to learn, such as fusion lamination and injection moulding. 

We also spoke to Phill Large and asked what special skills laminators require. He told us, “Laminators must have a great eye for detail and an awareness of health and safety due to the dangerous chemicals that are in use. They need to be a good team player and have a methodical approach to their work.”

 

The challenges of GRP Composite lamination

Simon said the biggest challenge with fibreglass lamination is health and safety. Grinding fibreglass can be very harmful, so laminators must take all the necessary precautions and use full PPE protection. Every part of your body and face must be covered by overalls and a mask, and there has to be proper airflow and extraction to the working area. 

Simon explained, “You might spend 2 to 3 hours getting ready to do 20 minutes of grinding. The job can be awkward and challenging, but I absolutely love it.”

Phill also described these tightly regulated conditions required to ensure the quality and safety of fibreglass lamination:

“There are many challenges in fibreglass lamination, including the conditions of working. For example, factory temperature needs to consistently remain between 16 and 25 degrees with a humidity level of under 70%. If the room is above this temperature, resins will cure too fast leaving air bubbles between your plies. If it’s too cold you will get a poor cure causing your resin to drain from the material leaving a weak component. If humidity gets above 70% this can leave moisture within your stacks, which also causes a poor cure and possibly the scrapping of your product.”

Despite these challenges, Simon commented that the job is made easier by the fact both BAE Systems and Hythe Marine Services are very experienced at what they do. “They make sure everything is done in accordance with regulations. I’ve been a laminator for so many years and this is the first place I’ve come across where you’re given the full protective uniform, hats and glasses. I’ve been with many companies and Hythe Marine are the best I’ve ever worked for.”

 

Working for Hythe Group

The pride Hythe Marine Services take in their employees was clear when speaking to Simon. He explained how everybody in the company, right up to the Managing Director, has excellent communication and show genuine interest by checking on you and providing regular updates. Simon told us that the working dynamic at Hythe Group goes, “above and beyond the rest”, with employees constantly being shown how much they’re valued, “With Hythe Group, once you’re through the door you’re not forgotten, that’s where they stand out from the rest.”

Hythe Groups Managing Director, Josh Mathias, said, “Our retention rate is incredibly high because we treat our workforce correctly and allow them to showcase their specialities. This builds respect within the company structure and is displayed as a finished product for the client.“

HMS, at its foundation, is an engineering company and therefore knows the high standards required to carry out projects. As a result, when offering clients one of their newer services, known as a labour only service, they are being guaranteed one of Hythes own workforce who has been vetted and, more likely than not, worked within Hythe on various projects over many years. With this type of service, customers are getting the full support of a highly capable, multi-skilled engineering company with each person that joins their self-managed team. 

Josh commented, “We have built teams that work closely with our clients for many years, going as far back as our older companies Mathon & Avrotech. Within our network, we can build teams across multiple trades and quickly, mobilise and relocate them to where the work is required. If your project is in need of additional specialist support, there are not many better companies to approach. We will only ever say yes to projects when the client’s expectations can be reached. ”

To discuss how our fibreglass lamination services can help your next project contact us via the button below.

 

Hythe Group welcomes Adam Vince to the team.

In perfect timing with the recent launch of Hythe Group’s new woodworking workshop, experienced boatbuilder and shipwright, Adam Vince, has joined the team. Adam’s exciting career in the marine industry has earned him a wealth of skill and knowledge in boat building. These skills include exterior fit-out, teak decking, exterior furniture, marine glazing, fibreglass work and joinery. 

Adam’s career focused on the world of traditional and luxury yachts. Until recently Hythe Marine Services (HMS) had predominantly been involved with dockyards, working on commercial projects. Adam’s specialist knowledge of luxury and traditional boat building will boost Hythe Group’s diversification of additional boatbuilding services. Adam told us, “My knowledge and experience from working with luxury yacht companies has given me an attention to detail that isn’t the customer’s priority in the commercial world.”

 

Adam’s career as a boat builder and shipwright

Like most skilled tradesmen, Adam started out completing apprenticeships and building up his experience. During school, he did a Level 3 marine engineering course and then went on to complete his City and Guilds Level 4 in Boat Building and Maintenance with Oyster Yachts (then SYS). Adam stayed with Oyster Yachts for 7 years working on some of the most famous yachts in the world. Adam told us he spent most of his time there working in the restoration shed instead of on the production side, commenting that, “I was actually doing the one-off projects, rather than run-of-the-mill jobs, which was probably why I loved it so much.”

After making the decision to move on to his next step, Adam went to a large refit project in Portchester, a motor yacht called SHEMARA. Adam started this job as a tradesman but left there as a foreman, assisting with running the exterior side of the project. Following this, Adam returned to Oyster Yachts to work on an 8-month classic refit project. 

From there he went on to run a Wally 100 sailing yacht fit-out project at Green Marine where he was recruited for his expertise with superyacht interior and exterior interior fit-outs. Ever the explorer, Adam followed this yacht around the Mediterranean and Caribbean, before heading to Dubai for six months. Next up was a project working on a rather well known vessel, Lord Alan Sugar’s superyacht, Lady A!

 

Experience with luxury and traditional yachts

Whilst talking to Adam it was clear that he is passionate about traditional woodwork and the history of yachts, “My favourite yachts I’ve ever worked on were a 1928 boat called Cambria, and another historic boat called Merrymaid, which were both designed by William Fife.” 

Adam loves working on wooden, traditionally constructed boats as these restorations take a lot of specialist work and skill. “The best jobs for me are classic yachts. I love the woodworking side but there’s also a lot of history there. I find it fascinating that people manage to preserve a boat that’s wooden for such a long time, especially when they’ve survived through wars when people were melting down lead.”

 

Why Adam joined Hythe Group 

Throughout his career, Adam amassed valuable experience, contacts and skills, which led him to set up his own company with a friend, who was a joiner. Adam mainly ran classic yacht projects under his own company until his partner decided to make the move to house joinery. 

In the last few months of his own business, Adam was actually working with Hythe Group, and decided he’d like to join the company himself, commenting that, “We first started working with Hythe Group because they have such great connections in the dockyard. I later approached Josh (Hythe Group’s Director) about a job after witnessing the relaxed but professional atmosphere at the company.”

 

Adam’s role at Hythe Group 

Due to the current working restrictions (due to COVID-19) in the UK, Adam is yet to meet the team or have his ‘proper’ induction. Although he’s new to the company, he has already recognised the great working dynamic at Hythe Group, “If you’re skilled at something there’s a lot of respect there. When you’re good at what you do, they’re good to you and respect you a lot – rather than just being a number, they think highly of you.”

Once it’s safe to do so, Adam will be looking for and working on projects involving superyachts and luxury or older boats where he can apply his boat building expertise. Alongside maintaining their existing reputation for commercial shipbuilding, Hythe Group are diversifying into new areas. Adam will work with the team to make Hythe Group as well known for their skill on luxury and classic yachts, as they are for their knowledge of commercial projects. 

Adam will be working in the new woodworking workshop with Pete and Mike, who actually worked alongside Adam at his old company, carrying out traditional boat renovations. In particular, Adam recalls one notable project where an old boat was actually pulled up from the bottom of a riverbed and then used as a reference to be able to recreate it, cool huh? 

Once things are back to normal, Adam is looking forward to meeting the team and getting stuck in using his classic and luxury yacht knowledge for even more new and exciting projects with Hythe Marine Services.

To discuss your woodworking, traditional or luxury boatbuilding projects, get in touch with our team via the button below.

 

Sea Tube and Pump Bowl Maintenance

To ensure the highest standard of safety and performance, Royal Navy vessels periodically dock at Naval Bases for maintenance. This includes the inspection of underwater fittings and hull integrity to ensure the components are fit for service. These inspections are completed by external inspection authorities, such as Lloyds and BAE systems. When a component requires maintenance, Hythe Marine Services (HMS) will check its condition and carry out any required work. 

We spoke to one of Hythe Group’s key managers, Ken Keeling, to find out about one of his current projects – Sea Tube and Pump Bowl maintenance on a T45 Royal Naval Warship.

Introducing Hythe Group key manager Ken Keeling

Before his role at Hythe Group, Ken gained experience on Naval Bases working for the Royal Navy as a Warrant Officer Marine Engineer and for BAE Systems.  

Ken is a project manager on this particular Royal Naval warship maintenance project. As part of his current role, Ken is monitoring resources, timescales and value management for the project. Ken told us, “Essentially, as a Project Manager with Hythe Group, my main responsibilities are to monitor the project’s progress with regards to cost and time alongside other Hythe Group Project Managers.” 

Hythe Marine Services history of maintaining Naval vessels

HMS have been maintaining Royal Naval vessels for years, allowing them to build world-renowned expertise and experience. 

When Ken was working for BAE Systems he used HMS services himself: “I used to use Hythe Marine Services whilst working at BAE Systems, because of their ability to provide 24/7 high-quality fabrication services.”

Within this specific sea tube (or Sea Inlet) and pump bowl maintenance project, there are a whole range of HMS services being used and numerous roles all working together. These include pipefitters, machinists, managers like Ken, and fully-trained Belzona application representatives. Also on the project are welders, Senior weld inspectors and fire-watchers to ensure the safety of the weld whilst in a compact environment. And of course, the HMS’ apprentice steelworkers, pipefitters and welders are working closely with existing tradesmen, gaining valuable experience. 

What is sea tube maintenance?

Sea tubes, which are more widely known as sea inlets and outlets, directly connect the services required in the ship, such as cooling water or discharge systems, to the sea. Their condition is critical to the watertight integrity of the hull, so they are key to whether or not the vessel is fit for service. High volumes of water pass in and out of these tubes at varying pressures and velocity, so they can become subject to erosion.

Sea tube maintenance involves analysing the pipe condition and exercising any necessary repair options. HMS may perform weld repairs, apply Belzona coatings or remove the sea tube completely, replacing it with a brand new one.  

What’s unique about this work is that some repairs necessitate cutting the sea tube, where only a small section is corroded or damaged. The HMS team will remove the damaged part and create a replacement in accordance with defence and manufacturing specifications. This will then be welded into the parent sea tube that’s still in the hull. 

What is pump bowl maintenance?

A similar process to sea tube maintenance applies to pump bowls. They have routine inspections that monitor their performance, check for wear and may show that defects are arising.

Generally, a pump has rotating elements, which whilst in service can be subject to erosion and wear. When HMS are performing maintenance, elements of the pump unit will be dismantled and worn or damaged equipment that require repairs will be identified. The pump casing (bowl) is an example of equipment that usually requires repair. Once removed, they will blast it, clean it, and build it up with a polymer coating to bring it back to manufacturing specifications. In this project, this will be Belzona polymer coatings.

HMS use Belzona because it’s a hard-wearing coating that adheres and bonds to metals very well. As a result the Royal Navy doesn’t have to purchase new components as often so it’s a great cost-saving measure. With castings like pump bowls, it’s difficult to weld repair. Belzona allows restoration of the pump’s original dimensions and increases its longevity. 

The challenges of working on Naval Vessels

One of the problems faced by HMS when they are working on Naval warships is accessibility. The vast majority of the tubes are in the machinery spaces to allow cooling water to get to the various systems. When the ship is being built, the sea tubes are one of the first things to be installed. At this point, there is still plenty of space. After sea tube installation, the systems, pipework, support platforms and machinery seating are put in. The sea tubes end up being confined in very small spaces with huge access restrictions. Ken and the other Project Managers must consider the time and resources needed to strip out necessary components to give access to the sea tubes. Once the job is complete, all of these elements then need to be replaced in their correct design configuration.

Another challenge to the team is time constraints. The Naval ships docked maintenance periods vary depending on vessel class, and could be anywhere from 18 months to 6 weeks. If a sea tube needs urgent maintenance, HMS could be called to work 24/7 depending on the severity and impact on the ship.

What’s next for the Hythe Marine Services Team?

Despite the challenges brought to the team by the current COVID-19 pandemic, they are continuing to work in support of the Royal Navy whilst respecting social distancing rules. 

When asked about his upcoming projects, Ken told us, “You never know what the next project will be. We are a very reactive company. We get a shout from the customer and start to deal with it immediately. Reactive work is a large part of Hythe’s past and continues to be a requirement our customers rely on us to deliver.” 

Get in touch with our team to discuss your upcoming projects.

Hythe Marine Services team up with the Royal Navy crew onboard HMS Queen Elizabeth for pit stop service and maintenance.

The Royal Navy’s HMS Queen Elizabeth is the newest flagship within her class of aircraft carriers. Capable of carrying up to 40 F-35 Lightning jets and weighing an astounding 65,000 tonnes HMS Queen Elizabeth is the largest, and arguably the most impressive, vessel ever built for the Royal Navy.

 

Hythe Marine Services fast response team

In August this year Hythe Marine Services (HMS) Director of Value Engineering Luke Fitzgerald, a Hythe Marine veteran of over thirteen years, was contracted to carry out routine maintenance work on HMS Queen Elizabeth at Portsmouth’s naval base.

Unlike normal service pit stops this one required rapid response from the HMS team who needed to ensure HMS Queen Elizabeth was fighting fit and ready to dock-out in record time, ahead of the vessels departure for sea trials in America.

Quality of workmanship, speed and efficiency is essential when working within the fleet, delays and or unforeseen repair work can not only cost a huge amount of money, but cause knock on effects for the ship and crews entire operational schedule.

As Luke explained, “Not just any welder can jump in and do the work we do, as you must have specialist qualifications. Any of the welding undertaken on these vessels requires you to be a Lloyds registered welder before you’re even permitted to step onboard. To do this we weld a pipe (or a test piece) in our workshop, Lloyds witness it and then it gets sent away for testing. When Lloyds confirm the test piece qualifies within their quality standards, then you’re allowed on the ship. Every time we do a job we are required to submit evidence that then gets sent to a third party for non-destructive testing, to prove the quality is there.”

 

Sea inlet maintenance and servicing

One of Luke’s jobs was the inspection and maintenance of sea inlets onboard the aircraft carrier. Sea inlets are used to allow water into the ship to cool machinery. By their nature these pipes are regularly exposed to salt water and as such detailed maintenance and care is essential. You have to know what to look for so you can spot any possible signs of wear in the early stages, make repairs and avoid costly delays.

 

What makes Hythe Marine services different?

One of the things that sets HMS apart is their deep history within the industry, Luke in particular has worked on every vessel across the Royal Navy fleet and knows the crews and managers well.

As Luke commented, “We are acutely aware that time is of the essence for the Royal Navy. Requests for support might come in at the last minute and you need to be able to respond instantly, retaining the skills in-house, to get the job done right there and then. My mission is to keep service and maintenance disruption to a minimum by keeping an eye on metal work and ensuring it’s looked after well.

The key thing about HMS ship repair welders is that we can do the same quality of work as someone in a spacious workshop, but in the rather limited confines of a ship. We know the crews, the rules and regulations so rather than losing time and money by having to remove parts and bring them back ashore for servicing, our team wedge themselves into some rather interesting spaces to get the job done onboard. The result is valuable time saving for the Royal Navy and in some cases quick solutions to what otherwise might be seen as a mission impossible.”

 

Ramp light design services

Luke wasn’t the only Hythe Marine Engineer onboard that day, Greg Strange, an HMS Production Engineer, was busy collaborating with BAE Systems on designs and drawings for the installation of new ramp lights.

HMS Queen Elizabeth set sail at the end of August to carry out F-35 Lightning sea trials in North East America, we look forward to seeing her back in Portsmouth with HMS Prince of Wales soon!

 

About Hythe Marine Services

With a global reach, HMS have a highly skilled team of shipbuilding engineers and designers.

As an independent family run business HMS is the leading turnkey provider of engineering, fabrication, design and repair services to the marine, civil engineering and waste management sectors. Trusted to deliver projects and packages for the full life-cycle of valuable afloat and civil infrastructure assets.

Hythe Marine Services. No ordinary day at work.

Ever wondered what it’s like to build a submarine? What about a Type 45 destroyer, superyacht or aircraft carrier? These may seem like radical projects to most of us, but for Hythe Marine Services (HMS) Structural Engineers and shipbuilding Designers, it’s a lifetime of craft, and ultimately, another day at work.

Structural Engineers are the creative brains behind many of our most beloved vessels. Often seen as a sub-discipline of Civil Engineering, Structural Engineers are responsible for the core form, and shape, of a structure. Working closely with Designers they ensure vessels are stable, rigid and strong (to put it simply). In essence they create the muscles and bones that hold a ship together.

Having a comprehensive understanding of static and dynamic loading is just the start line in this profession. As modern Designers keep raising the bar, so too must our engineers strive for creative techniques that meet the brief, whilst ensuring structures can both support and resist the loading they will be subjected to.

Hythe Marine Structural Engineers must be clever with materials, calculate the effects of loading and be adept at working within budgets, and with Designers. In essence they are the person in the background, without which, we would not have many of the incredible vessels we see today.

Currently contracted by HMS to BAE Systems in Barrow, Hythe Marine Engineers and Designers are assisting with the Dreadnought Programme.

Here we find out what it’s like to be a Structural Engineer and Designer, working on some of the biggest projects in the world. And why many of the team have been doing it for over forty years.

 

The Dreadnought Programme

BAE Systems are leading the design and construction of a new class of submarines. A class that will carry the UK’s independent nuclear deterrent.

Hythe Marine Services contract specialist Engineers to BAE Systems, where they provide structural and design support. As the leader of the build, BAE Systems is due to deliver four new submarines to the Royal Navy, replacing the current Vanguard class.

With the first of the submarines due in 2030 it’s clear the team are incredibly busy. BAE Systems stated on their website that, “The next generation of nuclear deterrent submarine is widely considered to be one of the world’s most complex engineering challenges. Technological advances, threat changes, new methods of design and production mean the new submarines will be a completely new design. Once built, the submarines will measure 152.9 m long, with a displacement of 17,200 tonnes.”

The Dreadnought class are expected to be the largest submarines ever built for the Royal Navy. They will require 42.5 km of piping, almost 13,000 electrical items and 20,000 cables. This will also be the first submarine class to have separate female quarters, toilets and washing facilities, as well as an innovative lighting system that enables the crew to simulate night and day.

The Royal Navy are calling this project the Successor Programme and on October 21, 2016, the name of the first Successor was announced as HMS Dreadnought.

At present Structural Engineers and Designers from HMS continue to work with BAE Systems at Barrow-in-Furness. By nature they are not able to tell us much about their work, but as and when they are permitted to do so, we will share their stories with you here.

To read more about the Dreadnought Programme click here.

 

A career and a lifestyle of Structural Engineering and Design

Aside from their current work on submarines Hythe Marine’s history with BAE Systems goes back much further. The design talent of HMS can be traced right back to the 60’s when the company was known under the names Mathon Engineering B.V. and Avrotech International Design.

When asking a member of the team why he’s stayed with HMS for so long, he simply commented, “I have enjoyed working with my colleagues immensely as they have always been happy to stand up to a challenge. There has always been a social but professional side to this business which has helped me to sustain longevity within the industry.

In terms of the work, HMS have a core team of loyal, regular people who have worked on past projects together. As a result they all have a network of experienced colleagues, which gives HMS the advantage of being able to take on work with complete confidence in the ability of their team.”

 

Contracting specialist Engineering Services

When we asked what other projects some of the Hythe Marine team have worked on, the list was endless. The first to be mentioned was a 70 metre Fast Cat Car Ferry design.

“We were contracted to do the full steelwork, outfit, piping and mechanical packages from design scantlings and arrangements to piping and instrument diagrams and fabrication drawings.

From there we went on to work on a roll-on-roll-off ferry build, where the project was based on modifications to a previous client design. Due to these modifications the team had to work with the designer to revise existing steel and pipe work to meet the new specifications.”

 

BAE Systems before the submarines

After the ferry projects Hythe Marine sent a team of engineers to assist BAE Systems with their Landing Platform Dock and Auxiliary Oiler Naval Vessels. A package that included scantling drawings, equipment seat design, fabrication drawings and steelwork outputs for the primary steel.

After which they were seconded by BAE Systems to work on Type 45 destroyer vessels. This involved integration of equipment into a 3D model together with pipe systems for the ships mid-section.

As if the collection of incredible projects were not enough, it seemed they were only set to continue. After completing work on Type 45 destroyers the Engineers went on to contract services to warship design and construction company Vosper Thornycroft (VT) (later acquired by BAE systems in 2009), providing piping and steelwork for their Offshore Patrol Vessel Helicopter Project.

The team also checked structural drawings for the Trinidad and Tobago Offshore Patrol Vessels and the Oman Royal Navy Corvettes, with the majority of this work being carried out in Romania.

 

Why choose Hythe Marine for Engineering and Design services?

A simple question, with which the team replied, “When you work with Hythe Marine you get access to an incredibly experienced personnel resource. The team has a long established background of producing quality packages of work, on time, and to budget. This was a deep rooted trait of the past associated companies, in which most of the personnel have worked, a trait that still carries on today.

Many of the team previously worked for Mathon Engineering and later for Avrotech Design, a team and design talent that was later absorbed by Hythe Marine Services. Our teams enjoy working and socialising together. This industry is a small place and the comradery is simply unbelievable.”

What a great way to look at your career!

Looking for project support?

HMS Prince of Wales is the second Queen Elizabeth-class aircraft carrier commissioned for the Royal Navy and will be in full active service by 2020. The vessel has been designed to operate V/STOL aircraft, and is currently planned to carry up to 40 F-35B Lightning II stealth multirole fighters and Merlin helicopters, for airborne early warning and anti-submarine warfare.

HMS Prince of Wales has a minimum crew of 700 which will rise to 1,600 once the aircraft and their crew are also onboard. It is hard to comprehend the size of this supercarrier, currently undergoing sea trials in Scotland, which is 280 metres in length and weighs an impressive 65,000 tonnes.

 

Hythe Marine Services: Working on-board HMS Prince of Wales

We spoke to Pete Davies, Site Manager at Hythe Marine Services, about the work their team was involved with on-board. Based in Rosyth, Hythe were initially recruited to work on a ‘water-tight-doors’ project. Starting in February 2019 the team worked to ensure there were no leaks on the vessel once the ship had been released into the water. There is a certain level of settlement on any new ship when going from the dry dock to the water stage, as they are designed to move without fractures. However, this settlement does mean that the vessel can be put under different strain points throughout the boat. Once the vessel was put in the water, and the shape of certain fittings had changed, the Hythe Marine team worked to make the required adjustments, such as those made to the corridor doors, by refitting door frames and welding them securely in place.

Initially, the contract was just for these doors, but once onboard Hythe was also recruited to supply joiners to C.C.I. compartments. This involved the completion of individual sections, for example, emergency signage for exits and “way out” arrows, in case of black out, brackets for fire extinguishers, and so on.

Hythe Marine Services then fitted smoke boundaries throughout the internal corridor lengths. Using safe water-tight doors at either end of each long corridor can cause potential issues when it comes to fire safety. Hythe Marine Services overcame this by fitting smoke boundary doors throughout the lengths of these passages.

The team also provided 400 eyelet switches for air conditioning units, many of which are at a great height. The switches allow for an immediate manual shut-off lever to be actioned on the air conditioning unit, to prevent the movement of smoke. 

Other tasks involved completing sealing work on the VanDam doors as the lifts for their ammunition needed to be completely sealable. Hythe used a Belzona treatment which is water repellent and breathable. The areas had to be shot blasted first, to ensure that they were perfectly clean before being treated. The HMS team is incredibly privileged to have eight people certified (and growing) in specialist Belzona treatments, as there are not many people within the industry who retain these skills. Luke Fitzgerald and Simon Pay promoted the treatment to the Royal Navy and Babcock as a strong solution to their requirements.

 

The team behind the skills

These tasks were governed by budgets and timescales because of the fixed deadline of the sea trials, so it was essential to have a productive team on the job. Pete’s crew consisted of four platers, two welders and two labourers. As it was such a prestigious role, some apprentices were assigned for on-the-job experience training as well, giving them invaluable insight into what it’s like to work with Royal Navy vessels.

The teams travelled to Rosyth and worked intense twelve hour days, six days per week for six weeks.  They then switched teams and had a few weeks either side as time off. Pete stressed that the ethos that underpins Hythe Marine and its team is that they go above and beyond to protect and care for their employees who often work away from home in some rather extreme environments.

 

The challenges of working on a sea ready vessel 

Being involved in the early design stage of shipbuilding is normal practice for Hythe Marine Services, however, this project was a vessel eight years into the build, in the water and ready for sea trials.  This meant that there were additional safety factors that needed to be considered, as flammable materials were surrounding the work that they needed to complete. All the electrics were running through the ship, along with pipework for plumbing and air conditioning. There was a lot of pre-preparation required, including speaking with the other trades onboard and the HMS Prince of Wales crew, to ensure it was possible to isolate areas, and work safely, without interrupting other operations being carried out at the same time.

 

A great reputation speaks volumes

Hythe Marine Services is based in a Naval dockyard and therefore have a close relationship with the Royal Navy. Every Royal Navy job goes out to tender, but the combination of previous excellence in work conducted with the Royal Navy and on HMS Queen Elizabeth, the 45s and the Minesweepers, along with a highly skilled workforce, ensured that Hythe was at the forefront of this project. As a result HMS recently started work on a submarine project in Barrow based on the excellent response they received from the watertight doors project.

 

What comes next?

When you consider the size of these aircraft carriers, it will always be a work in progress to keep the vessel in top condition. The Hythe Marine teams worked hard to develop strong working relationships with the Duty Officer of the day, the  Duty Mechanical Engineer Senior Rate (D.M.E.S.R’s) and the Duty Weapons Engineer Senior Rate (D.W.E.S.R’s) to ensure tasks were carried out safely. For example isolations had to be put in place if the work to be done was ‘hot work’, electrical, or on sections of pipework to be altered and/or tested. Even though Hythe Marine work to strict time schedules and tight budgets, within this industry safety must always come first.

Ian Cockburn Senior Manager at Babcock International Group stated that “Pete is a credit to the company, his professionalism and working ethos are second to none, he gave clear and precise reports on every aspect of the work that was carried out by Hythe, especially as the packages increased. The work carried out by the site team was seen as a success story, where (once again) the success rate was maintained at a 100% pass, which lays testament to the attention to detail and the leadership demonstrated. To the point that I have made a specific request that the same team be made available for further works if requested when she is in her home port.” He also added that, “the term of endearment we named Pete with ‘Sneaky Pete’ was not a derogatory phrase, it was a reflection of how he just seemed to appear and disappear in a flash!”

 

So, what now for HMS Prince of Wales?

In September the vessel set off for nine weeks of sea trials and will be heading towards Portsmouth in November. Once the sea trials are done and the finished completion package is presented it will be handed over from the Aircraft Carrier Alliance to the Royal Navy.

 

The Royal Navy: Putting their life on the line

Pete Davies’ passion for the company he works for shines through, with him even stating “I really wish I had met Hythe Marine Services earlier in my career. The company and all the staff are great to work with”.

When we asked Pete about his passion for the job, he summarised brilliantly with a few sentences that give you goosebumps. “I’m proud to be looking after our Royal Navy, they are putting their life on the line for our country. I couldn’t serve for our country, so I make sure that I look after the people that do.They deserve a safe working life.  Myself, the team and Hythe Marine Services ensure that for them, in the work we complete for the crew and their military vessels”.  What a great way to think about your working life!

Looking for a solution to a bespoke project?

HMS Queen Elizabeth has successfully completed her first dry docking in Rosyth which comprised primarily of a routine hull survey and maintenance of her underwater systems. This £5M project sustained 100 jobs with Babcock at its peak. The MoD had been considering tenders for this work for over a year but it is not surprising that Rosyth was selected as the winner. HMS Prince of Wales is still being fitted out onsite before delivery and much of the highly skilled workforce and management team that built QE is still employed there. The support facilities are fantastic and the site has a high standard of security.

The team at HMS are proud to have supported both the Royal Navy’s new Flagship and the team at Babcock in Rosyth. Hythe Marine Services conducted welding and fabrication support during the refit as well as Rigging, slinging and fleeting work aboard the carrier.

Hythe was able to showcase its ability to integrate with the fantastic Babcock team with up to 30 HMS staff involved on any given day.

The Royal Navy aircraft carrier has left Rosyth and is making a trip to her home port of HMNB Portsmouth where she will no doubt take pride of place in the upcoming 75th anniversary of D-Day Celebrations.

After the celebrations, Queen Elizabeth will conduct a period of helicopter trials in UK waters before heading to the east coast of the US later this year for more fixed-wing flight trials involving Lockheed Martin F-35B Lightning II aircraft.