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January/February 2017 Fighting back against the engineering skills crisis Getting the measure of emissions Rapid Respo
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Fighting back against the engineering skills crisis Getting the measure of emissions
Rapid Response How this prototype stays firmly grounded
Contacts Institution of Engineering Designers Courtleigh, Westbury Leigh, Westbury, Wiltshire, BA13 3TA Telephone: +44 (0)1373 822801 Fax: +44 (0)1373 858085 Email: [email protected] Website: www.ied.org.uk
@InstEngDes
Institution of Engineering Designers
Fighting back against the engineering skills crisis
President Ms Maggie Philbin Immediate Past President Sir George Cox HonFIED Chair Dr Tania Humphries-Smith BSc PGDip MPhil EdD CTPD CEng MIED FHEA FRSA Immediate Past Chair Simon Benfield CTPD CEng CEnv FIED(PCh) Vice Chairs EurIng C Ledsome BEng MEng CEng FIMechE FIED MCMI FBIS MDS Eurlng Professor SP Vaitkevicius BEng(Hons) MSc CEng FIED Ordinary Councillors PKR Bateman EngTech MIED Professor GN Blount BSc MSc PhD CEng FIMechE FIED(PCh) EurIng Dr L Buck BSc(Hons) MA PhD CTPD CEng FIED FHEA FRSA DTH Castle IEng RCADMan FIED MBCS CITP CMC Dowlen BTech CTPD CEng FIMechE REngDes FIED FRSA PFHEA D Farrell BSc(Hons) MTech CEng CTPD FIED Dr DJB Maffin PhD BEng CEng MRINA MIED(PCh) MAPM N Phelps IEng MIED Dr C J Simcock MEng&Man(Hons) EngD CTPD CEng FIMechE FIED Dr GAL Tizzard BSc MPhil DIC PhD MIEEE CEng MIED FHEA I Treacy BA MSc IEng MIED MIET Dr B Watson MDes(Hons) PhD LCGI CEng CEnv CTPD MIED Dr K Winning BEng(Hons) MEng MSc PhD CEng MIMechE CEnv FIED CGeog FRGS R Yuen MEng CEng MIED Note: (PP) – Past President, (PCh) – Past Chairman Honorary Treasurer ATA Keegan CEng FIED(PCh) Chief Executive EK Meyrick BSc(Hons) FRSA Managing Editor Libby Meyrick Editorial Committee SJ Benfield, MK Chowdhree, KL Edwards, PC Hills, GJ Jeffery, KW Kempson, C Ledsome, LJ Meaton, EK Meyrick, JD Poole
Getting the measure of emissions
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ISSN: 00137898 The Journal of The Institution of Engineering Designers Hawley Mill, Hawley Road, Dartford, Kent DA2 7TJ Email: [email protected] Website: www.engineeringdesigner.co.uk Contact the Editor If you would like to write a feature, add to the news or send your points of view, write to: Brian Wall MA Business, Hawley Mill, Hawley Road Dartford, Kent DA2 7TJ Telephone: +44 (0)1322 221144 Email: [email protected]
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View from the Chair 4
Tackling the skills crisis
Everywhere, design thinking is making its mark. But what role should the IED play?
Post-Brexit, a renewed focus on industrial strategy is key to the UK's competitiveness, warns the engineering industry
Embracing the O-shaped designer Solving a sticky problem!
Colin Ledsome's latest 'Aside' tackles those plastic carrier bags you can't prise open
Brexit: skills shortages and the future
IED News
Spotlight on council member Keith Winning, plus a round-up of all the latest Elections & Registrations
Gust of change
42 Technology and Briton EMS have joined forces to develop a control system for a pioneering new gust generator, capable of simulating gusts at transonic, or cruising, speeds typically experienced by aircraft
11 Your industry needs YOU!
A full-size replica of a Spitfire fighter has been completed, in all of the splendour that made it so celebrated
COVER STORY Aerodynamic drive
Women make up around 8% of the workforce, so how can diversity and STEM careers be addressed in your local community?
When designing its lightweight sports car, Elemental's starting point was performance and then styling had to fit around that, whatever the cost
With a commitment on the UK to achieve an 80% cut in carbon emissions by 2050, an update to Highways England's carbon accounting framework was much overdue
Is it time to move away from the traditional 'T-shaped designer' with a broad set of skills and specialisation in one sector, towards one that is 'O-shaped', with a circular and systemic mind-set?
Glory days relived Wright Hassall
Beyond carbon counting
An enterprising researcher has upgraded the traditional white cane, used as a mobility tool for centuries, by adding a low-cost embedded computer
VIEW FROM THE CHAIR
n the Sept/Oct 2016 issue, Ben Watson wrote about 'Design Thinking as Strategy' (p18) – essentially about applying the methodology used by designers to business and strategy development. Tim Brown, CEO of IDEO, has also spoken about using design thinking for business strategy. Design thinking is something in which I have a personal interest and an area from which I believe the IED, going forward, should seek members – I wrote about this in my second 'View' in the Nov/Dec 2015 issue. I have just read an article published a few days ago by Bradford Goldense on design thinking for the Internet of Things, which considers how design thinking has affected the product development process, producing 'Generation 8', according to Goldense. Gen 8 From primary ovarian insufficiency to improving suggests: "Right now, the value of the product psychological interventions, design thinking is making is largely about the product itself. In the its mark. IED Chair Tania Humphries-Smith future, the value of the product will also be its information content, and its ability to aggregate takes up the story vertically and horizontally in the cloud." This is, of course, of particular interest to engineering and product designers. However, precisely where design thinking is now being applied is much broader than that considered by Ben Watson in his article. A quick trawl on Google Scholar produced academic papers reporting on design thinking surfacing in a diverse range of subject areas – from primary ovarian insufficiency to improving psychological interventions . And before you all say it's not the same kind of design thinking, 'Oh, yes, it is!' (well we are in panto season!). To quote: "Most clinicians are not prepared to provide integrated personal care to address all the clinical needs of women with primary ovarian insufficiency. Design thinking is an engineering methodology used to develop and evaluate novel concepts for systems." (Martin L.A.et al). However, it is noteworthy that virtually all the publications are from the US. So, what is happening in the UK? How broadly is design thinking being adopted and how broadly should the IED embrace it? Have your say on this matter by voting in our new poll on the IED website. Dr Tania Humphries-Smith CEng CTPD MIED FHEA FRSA ([email protected])
Design thinking – everybody is doing it!
Brown, T. (2016) Design Thinking: thoughts by Tim Brown. Accessed on 7 Dec 2016 at https://designthinking.ideo.com/ Goldense, B. (2016) Design Thinking for IoT in the Product Development Process, MachineDesign. Accessed on 5 Dec 2016 at: http://machinedesign.com/contributing-technical-experts/design-thinking-iot-product-development-process Martin, L.A. et al (2016) A design thinking approach to primary ovarian insufficiency, US National Library of Medicine. Accessed on 6 Dec 2016 at https://www.ncbi.nlm.nih.gov/pubmed/27827529 Yeager, D.S.et al (2016) Using design thinking to improve psychological interventions: The case of the growth mindset during the transition to high school. Journal of Educational Psychology, Vol 108(3), Apr 2016, 374-391. http://dx.doi.org/10.1037/edu0000098
If you would like to contribute to any discussions, write to: Dr Tania Humphries-Smith CTPD CEng MIED FHEA FRSA, Chair, at: The Institution of Engineering Designers, Courtleigh, Westbury Leigh, Westbury, Wiltshire BA13 3TA. Or email: [email protected]
www.ied.org.uk
Solving a sticky problem! M
ost people going to a supermarket buy fruit or vegetables and put them in a plastic bag – hopefully, bags they've brought from home for reuse, of course. Sometimes, they are obliged to purchase new ones, though, and here comes the challenge: trying to get the things open. The same happens with all the endless rolls of sandwich, rubbish, freezer, storage and other bags of all sizes that we buy and use to fill our cupboards and drawers. Add up all the time and we probably spend several hours a year trying to open plastic bags. If you wet your fingertips, they tend to stick to the plastic and help to slide one side over the other until air gets in. But it still takes a while to get the job done. So, how did we get into such a sticky situation? It's all to do with the manufacturing process.
The bags are made from a continuous plastic tube, which passes through guides and rollers to produce a symmetrical pleat down opposite sides as it is flattened. A series of cutting (or perforating) and heat-sealing operations produces a sealed bottom and a pair of handles for each bag, but also flattens all of the air out of them. And here's the rub, if you'll forgive the pun. It's this vacuum between the sides of the bag that makes them difficult to open. A cross-section of a typical bag is shown below, with the pleated section allowing the handles to have more material to give them strength: However, only a slight adjustment to the guides could make the pleats asymmetric, like so:
This is enough to leave a single fold protruding down each side. Grasp these with a finger and thumb of each hand, pull apart and the two sides will slide across each other, admitting air and allowing the bag to be easily opened. So, it isn't perfectly symmetrical anymore! If the pleats are deeper, the total width can still be the same. If it saves a few seconds a bag, that's hours of frustration saved for thousands of customers in a year at every supermarket and countless other retail outlets. And, after all, keeping your customers happy is the basis of any successful business. Roll on next Christmas?
Colin Ledsome CEng FIED, on how customers might be saved thousands of hours of frustration when trying to open up unused plastic bags
INDUSTRIAL STRATEGY
Tackling the engineering
skills crisis
In the wake of the Brexit vote, a renewed focus on industrial strategy is key to the UK's global competitiveness outside the EU, warns the engineering industry
he government's renewed focus on industrial strategy is a major opportunity to help the UK compete on the world stage – but Brexit must not restrict access to the engineering skills from across Europe that our economy relies on. That is the findings of a new report, 'Engineering a future outside the EU: securing the best outcome for the UK', published by the UK engineering profession. Compiled by an alliance of the UK's professional engineering organisations, including the IED, led by the Royal Academy of Engineering and representing over 450,000 engineers, the report draws on wide-ranging consultation with engineers from all corners of the profession, including from academia, industry and the public sector. With engineering contributing at least £280 billion in gross value added to
Libby Meyrick: IED is actively engaged in seeking to lessen the Brexit impact
the economy – 20% of the total – the report aims to inform government of the key issues that impact on the UK's engineering performance as it forms its position on leaving the EU. Highlighted is the challenge that Brexit could present to the supply of skilled engineers from the EU, who are essential to maintaining the world-class quality and success of UK engineering companies and universities. In academia, engineering has proportionally more staff originating from the EU (15%) than across all subjects as a whole. The report findings emphasise that uncertainty about the status of EU workers in the UK and further risks to the supply of skilled engineers are likely to result in delays to major infrastructure projects such as HS2, Thames Tideway and Hinkley Point C, which will face recruitment difficulties and increasing costs, if demand for labour outstrips supply. In response to these potential challenges, the report calls on government and the engineering community to work together to take decisive action on the engineering skills crisis, as well as to develop a 'Shortage Occupation List' for engineering positions that cannot be filled domestically in the short term. It advocates straightforward solutions, such as temporary visas for skilled engineers from EU countries with the specialist skills that the UK lacks. The report also calls on the UK government to extend procedures for intracompany transfers to cover EU citizens, as many companies require their engineers to move freely to support and fulfil contracts.
IMPACT ON RESEARCH AND INNOVATION Innovation is critical to the UK's economy and productivity , the engineering industry points out, as sectors with high concentrations of graduate engineers report greater than average levels of innovation activity and innovation-related income alongside greater productivity . The UK has a globally excellent and highly productive research and innovation base, to which EU support and collaboration has significantly contributed. The report warns, however, that losing access to EU research and innovation funding programmes would pose a considerable risk to the quality and quantity of UK research and innovation, and, in turn, to UK GDP. Evidence suggests that EU collaboration with UK researchers is already been put on hold or has been scaled back since the referendum and, if European project funding becomes less available, the UK is likely to become a less attractive destination for the brightest and best students and researchers. In recognition of the importance of European funding streams and collaboration frameworks to UK research and innovation, a key recommendation is that government seeks the closest
achievable association with relevant EU programmes, and develops long-term funding streams that complement current funding by encouraging international mobility and collaboration, particularly between industry and academia.
OPPORTUNITY FOR GLOBAL LEADERSHIP Throughout the consultation process, one opportunity was pointed to repeatedly: the development of a new industrial strategy, in partnership with academia and industry, as a route to enabling engineering to maintain and increase its contribution to economic development and social progress after the UK leaves the EU. Engineering a future outside the EU highlights the UK's strengths in attracting foreign direct investment (FDI), including a relatively open attitude to foreign ownership of assets and a flexible labour market. It calls on the government to continue to create the conditions for the UK to attract a high level of FDI by developing policies and frameworks that are designed to lower the costs of doing business and that make the UK an attractive place to invest in. Standards and legislation are recognised in the findings as non-tariff
barriers that are crucial to strong trade relations, with the UK's continued leading role in developing European and global standards seen as being particularly important. The report emphasises, for example, that it will be necessary for data protection and cyber security laws to be closely comparable to EU law, in order to avoid barriers to trade, and that frameworks need to be put in place that allow the UK to continue to collaborate in the digital single market. The internet economy contributes 8% of the UK's GDP, a greater contribution than in any other G20 country, and policy changes that limit ongoing collaboration in the sector would undermine the UK's leadership.
ENORMOUS CONTRIBUTION Professor Dame Ann Dowling OM DBE FREng FRS HonFIED, president of the Royal Academy of Engineering, comments: "Engineering makes an enormous contribution to economic and social progress in the UK, and we have heard from a significant cross-section of the engineering profession that leaving the EU poses a real challenge to this contribution. "For many we have consulted over the last two months, plans to trigger Article 50 raise questions about our ability to
Professor Dame Ann Dowling HonFIED: questions raised about our ability to train enough skilled engineers train enough skilled engineers to meet the country's needs, to attract the brightest and best international talent to the UK to address specific skills shortages, and to collaborate with colleagues in non-UK European Union countries in a way that accelerates innovation that is of value to wider society," she adds. Libby Meyrick, CEO of the IED, comments: "A poll of IED membership taken before the EU vote showed that 65% of members thought that Brexit would be detrimental to their industry. The work by the IED and others within the community to create this paper, which has been widely welcomed by government, aims to lessen that impact and ensure the best deal for engineers and engineering in a post-EU industry."
Great expectations for the
-shaped designer
Economic and environmental considerations are putting more responsibilities on engineering and design students, academics and professionals to explore, create, try out and implement innovative solutions for a sustainable future. Here, Francesco Mazzarella and Clare Brass ponder this massive challenge
of students in the transition towards sustainability. Within this context, education plays a key role in shaping a new kind of professional as driver of a sustainable future, able to accelerate the transition from a consumerist economy, towards a sharing and circular economy, shifting from material consumption to collaborative consumption. If we accept Einstein's view that 'we cannot solve our problems with the same thinking we used when we created them', it is clear that a new ecology of engineering and design culture Einstein: 'we cannot solve our problems with the is needed, challenging many of their same thinking we used when we created them' traditional paradigms. innovative solutions for a sustainable With this in mind, we believe it is future. Here, the co-authors share with time to move away from the traditional Engineering Designer their insights on 'T-shaped designer', who has a broad set what informed that paper: of skills and specialisation in one sector, In the face of complex challenges towards one that is 'O-shaped', with a such as climate change, biodiversity circular and systemic mind-set. Such a loss, ageing population, austerity, professional focuses on the processes mass migration (to name but a few), and services necessary to drive new engineering and design students are ecosystems that go beyond the design of broadening their skills sets to address physical things. issues outside of the traditional remit of However, if we want engineering and their discipline. design to be part of the solution, are At the same time, academics are we asking the right questions? Both in finding ways to integrate new methods to postgraduate engineering and design satisfy the changing needs and interests education and businesses, briefs tend MARKA / Alamy Stock Photo
he 2015 and 17th Engineering & Product Design Education (E&PDE) conference was an impressive affair, providing an international panel of representatives from education, research and industry with a forum for discussing current issues in the disciplines of engineering and design, and shaping new approaches for education. E&PDE was hosted by Loughborough Design School, in partnership with the Design Education Special Interest Group of the Design Society and the IED. 'Great Expectations: Design Teaching, Research & Enterprise' was that conference theme, articulated in a rich programme of strands, ranging from pedagogy to learning paradigms and environments, to research into problemand project- based learning, including social and ethical issues, innovation and technology transfer. Under the 'Exploring Design Education' track, a paper by Clare Brass and Francesco Mazzarella, titled 'Are we asking the right questions?', reflected on how the current economic and environmental crisis is creating growing expectations on engineering and design students, academics and professionals to explore experiment and implement
to focus on products, market and on economic growth, following a linear problem solving approach. Instead, we – as citizens, policy makers, businesses and educators – should pose more suitable briefs, which incorporate strategies, services and systems, addressing holistic sustainability.
DRIVING SUSTAINABILITY The reframing of questions has been embedded into teaching practice at the Royal College of Art, largely thanks to SustainRCA, an independent research unit set up in 2011. SustainRCA has been fundamental in driving sustainability as one of the core learning objectives and assessment criterion across the college, with a particular focus on Innovation Design Engineering (IDE), a two-year
postgraduate programme, with students from a variety of backgrounds. SustainRCA provides tutorials, workshops, talks, exhibitions and a network of experts to encourage students to address sustainability challenges in innovative and entrepreneurial ways, following a rigorous double-diamond process. The broad brief given in the initial phase stimulates deep research into a specific issue and stretches the emphasis from products to include systems, stakeholders and the relationships between them. A detailed brief is generated during the next phase and ideas that are viable in the real world are explored, with a focus on economic models and the potential of technology to scale up their innovative ideas within future scenarios. After mapping and imagining possible futures, students are encouraged to zoom in, exploring users and their journeys, in order to define the product and service needs of the system, and pursue lifecycle analysis, using specialist tools. Finally, to develop and assess their concepts, students are asked to zoom out again to the real world and generate compelling stories to explain their ideas. Continued
ABOUT THE AUTHORS Francesco Mazzarella is a PhD researcher at Loughborough University (UK), within the Sustainable Design Research Group, funded by the AHRC Design Star CDT. His research project aims to explore how the service designer can contribute to identifying pathways for transitioning textile artisans' communities towards a sustainable future. He has international experiences as a design researcher, teaching assistant and practitioner. His work has been published in international peer-reviewed conference proceedings, presented at PhD symposia and included in academic poster competitions. Clare Brass is founder and head of SustainRCA, a cross-departmental research centre for sustainability at the Royal College of Art, and cofounder of Department 22, an educational and training organisation for sustainability and circular economy. She coaches in various design and business schools, helping participants use their creative skills to find circular economy responses to social and environmental issues through tutorials, as well as national and international workshops. She is also senior design tutor for Sustainability and Enterprise in IDE (Innovation Design Engineering) and a mentor for the Ellen McArthur Foundation. Ooho!, designed by a group of IDE graduates, is an open-source, doit-yourself, cradle-to-cradle water 'packaging' concept.
(photo: Coral3, Nell Bennett [MA/MSc Innovation Design Engineering] 2014)
Social entrepreneur Nell Bennett's project, Coral3, is a 3D printed rock whose alkaline structure is designed to allow water flow to dissolve it over time, increasing the pH value of the ocean water surrounding endangered coral reefs
BRIEFING RADICAL INNOVATIONS This teaching practice has led to the development of new tools and methods, as well as some innovative outcomes. A research project funded by WRAP (Waste and Resources Action Plan) in 2016 was set up to develop new service design-led business models, tackling the environmental impacts of clothing. The project brought in students from two business schools to work together with MA Service Design and MA Fashion Design students, not only with the aim of addressing the end-of-life recycling of fashion and textiles, but also to explore circular business models for the sector, encouraging extended use, maintenance, care, reuse and repair. Repeatedly in this kind of process, the most successful ideas were those that started with goalfocused questions, provoking radical innovations that reimagine lifestyles and behaviours in the future. Another project, 'Ooho!', designed by a group of IDE graduates, is an open-source, do-it-yourself, cradle-tocradle water 'packaging' concept. This started not from the brief of 'designing a sustainable water bottle', but from the question: 'How can we carry water with us on the move and have a net-positive impact on the environment?' By mimicking the way nature encapsulates liquids using membranes, 'Ooho!' is an edible
gelatinous structure made of brown algae and calcium chloride, grown around a sphere of frozen water; the disposal of the membrane into the biosphere would provide a nutrient to the soil. By asking students to consider a different question at the start of a project, cutting-edge ideas can be brought into discussion. The idea that nature is 'a mechanical artefact open to scientific investigation in the pursuit of rational progress, to be dominated by humans' has driven our world-view since Elizabethan times and has pervaded our training as designers and engineers. In this universal mind-set, humans are positioned at the centre of the universe and all other living beings are evaluated in relation to their usefulness to us. Instead, we believe in a new narrative of bio-centrism, acknowledging humans as one species amongst many, all with intrinsic and instrumental values, and focusing on the sustainable interdependence between diverse ecosystems. This bio-centric framework was applied by SustainRCA, for example, in the Chicken Run project, with the aim to improve the environmental impact of the poultry industry and enhance the welfare conditions in modern chicken production facilities. In all, 25 students worked in groups together with a leading team of scientists to holistically explore the world of poultry. A series of personas
and user maps were created, following the journey of a chicken from egg to plate, that focused on three main stakeholders: farmers, consumers and chickens. Finally, a good example of a young social entrepreneur tackling environmental issues is Nell Bennett, MA/MSc Innovation Design Engineering. Her project, Coral3, is a 3D printed rock, whose alkaline structure is designed using a natural algorithm that allows water flow to dissolve the structure over time, increasing the pH value of the ocean water surrounding endangered coral reefs. This project is envisioned as a largescale social enterprise involving many stakeholders, providing local communities with economic and environmental benefits, as well as increased awareness.
CRITICAL JUNCTURE In conclusion, we believe that engineering and design education are at a critical point, opening up the opportunity to nurture cross-disciplinary collaborations between academia and the outside world, and reframe a mindful agenda. New briefs are being set, asking students to explore 'wicked problems' through a palette of new tools, and assessing the viability and scalability of projects according to sustainability criteria. Reframing the brief through asking the right questions is a critical element for creating the new narratives of a sustainable future.
REPLICA SPITFIRE
The finished FRP composite replica Supermarine Spitfire Mk VB.
Glory days RELIVED An exact full-size replica of a Spitfire fighter has been completed, in all its glory. Here is the story behind this remarkable achievement
esigned by Reginald Mitchell – and produced from 19381948 at Supermarine Aviation where he was employed as an engineer – the original Spitfire fighter-interceptor was the first 'all-metal' stressed-skin aircraft. Now the Spitfire Heritage Trust has built from scratch an exact full size 'all fibreglass' replica of the iconic WWII 'Battle of Britain' Supermarine Spitfire Mk VB. Moreover, every single one of the glass reinforced plastic (GRP) aircraft body parts that has been manufactured for this replica plane was moulded using laminating resins and structural adhesive materials supplied by the project's principal sponsor Scott Bader, which donated the majority of the composite materials used to construct the Lesotho replica Spitfire.
GIFT OF WAR TRIBUTE This remarkable GRP replica Spitfire was specially built in the UK for the Kingdom of Lesotho (formerly Basutoland) in southern Africa by a dedicated team of volunteers from The Spitfire Heritage Trust. The driving force was to recognise and pay tribute to the generous 'Gift of War' given in June 1940 by the people of Basutoland, which at the time boasted a population of only 400,000. The response to the war funds appeal was overwhelming, raising sufficient money from donations to pay for the (then) costs of manufacturing 24 Spitfires, so providing much needed new fighter-aircraft for two full-strength Royal Air Force (RAF) Spitfire fighter squadrons. From this 'Gift of War', No. 72 (Basutoland) Squadron was born in 1940 and continues today as an active RAF training squadron, in which trainee pilots
now fly the RAF's advanced trainer, the Tucano T1, built under licence by Shorts of Belfast, before going on to fast–jet training.
REPLICA PRODUCTION TEAM The Lesotho replica Spitfire was manufactured in Victoria, close to St Austell, Cornwall, in the south west of England, using factory space, facilities and GRP expertise provided by Paul Ching, managing director of Evolution Boats. Ching is a master mould designer and keen Spitfire enthusiast, who brought invaluable experience to the team, having previously built a FRP replica Spitfire IIa for the RAF, which is still on permanent display at RAF High Wycombe [http:// www.raf.mod.uk/rafhighwycombe/]. Being a volunteer-manned project, it took a little over four years for the
small production team to finish the replica, which had to be completed and supplied this year to tie in with the 50th Anniversary of Lesotho's Independence from Great Britain. Working alongside Ching, and the mainstay of the Spitfire Heritage Trust Lesotho project production team, was replica manufacturing veteran Patrick J. Mitchell, who has been involved in many similar projects, including previously building four other replica Spitfires; while not related to the famous Spitfire designer R.J Mitchell, with whom he shares the same surname, Pat (P.J. Mitchell) feels connected 'in spirit', given his passion for the aircraft. The team started from scratch, with the key first stage of the project being to fabricate the individual patterns and plugs. New moulds were produced for each of the GRP parts required to produce the replica propeller, and the monocoque composite sections that make up the fuselage, wings and tail sections; exact dimensions were achieved at this critical mould-making stage by copying off an existing original aircraft. Once all the moulds had been produced and checked, the next stage of the project was to start laminating the FRP parts, section by section.
TECHNICAL CHALLENGES For this static display replica aircraft, using hand lay-up glass fibre-UPR resin-based laminate systems was technically sufficient for moulding the GRP parts. However, there were still a number of technical performance-in-use considerations to ensure the correct choice of laminate system for specific sections of the aircraft, so that key areas would have the necessary mechanical and physical properties needed to cope with being exposed long-term to the elements. Annual climatic conditions in Maseru, the capital of Lesotho where the Spitfire is destined as a permanent outdoor display showpiece, typically have seasonal wet and very dry conditions, high winds, extensive periods of intense sunlight and a range of extremes in the ambient temperature, from as low as -10°C (14°F) at night in winter up to an average daytime of 28°C (82.4°F) in high summer, with maximum temperatures sometimes
Replica Spitfire 'BAHLABANI' on display in Lesotho
exceeding 35°C (95°F). To cope with these extreme outdoor conditions, after taking advice from Scott Bader's technical support team, two different Crystic polyester back-up resin grades were specified. For the wings, given the dark paint colours used to camouflage the upper sides, along with prolonged periods in direct sunlight, the upper surface temperature was expected to regularly exceed 30°C (86°F) in high summer. Meanwhile, to ensure the wing sections maintained stiffness, did not warp or twist and could support their own weight in these high ambient temperatures, Crystic 489PA isophthalic unsaturated polyester (UP) resin was specified, due to its elevated temperature performance, providing excellent strength retention up to 40°C (104°F). In addition to the upper and lower GRP wing sections and inner cross stays, the inner 'I' beam-shaped GRP main spars (one for each wing), which run the length of the wing and fit into a rectangular 'carry-through' tube via the lower fuselage section in front of the cockpit, were also laminated, using glass reinforced Crystic 489PA resin on the primary structural bulkhead immediately after the engine nose section. Crystic 489PA is, in fact,a Lloyd's approved marine resin grade, with proven long-term performance in composite boatbuilding for both deck and hull applications. According to published Scott Bader technical data, performance values for fully cured laminate test pieces made using Crystic 489PA back-up resin,
The bare FRP mouldings in early 2015
with four layers of 450 g/sq.m PB CSM (31.8% glass content), include tensile strength figures of 128 MPa, with a flexural modulus of 7400 MPa and flexural strength of 212 MPa. For the main fuselage sections and the tail, Crystic 2.414PA, a low styrene, low exotherm, rapid hardening orthophthalic resin (also a Lloyd's approved marine grade resin) was recommended, being an easy to use, high productivity hand lay-up laminating resin.
STRUCTURAL BONDING BENEFITS The wing sections were also bonded together, using Scott Bader's primerless MMA Crestabond M1-30 structural adhesive, especially in high stress areas. Crestabond M1-30 was used to join the upper and lower FRP wing sections together, the internal FRP spars in the tail and fuselage, as well as for bonding in metal inserts where needed. A critical stress area where Crestabond M1-30 was used was to secure the underside rigid mountings on which the replica is permanently secured in its display
provided by the Spitfire Heritage as a legacy for future generations, in the hope that this will stimulate interest and help to foster stronger social and economic connections with Great Britain in the future. The legacy includes the creation and provision of a new composites apprentice training programme for a number of young adults working in SMEs in Lesotho. Scott Bader South Africa, which has its main chemical production plant located in Hammersdale, some 215 km from the border with neighbouring Lesotho, has also agreed to provide technical support, including the use of its laboratories
The stressed wing skins, supported by rib and I-beam spar components
position; the mounting must be able to withstand the very high stress loading coming through the wings, in particular during high winds. David Spencer Evans, chairman of The Spitfire Trust and replica expert, explains: "It is less well known that replica aircraft wings and mountings can come under higher loads than in flight during high winds. This is one of the reasons that the project team spent the time we did evaluating all of the technical requirements with Scott Bader, selecting the most suitable laminating resins and level of glass fibre reinforcement for each FRP part, and pinpointing where it was advantageous to use a structural adhesive," he explains.
Work in progress - closing the wings and camouflage
for projects and advice regarding the programme. Today, there is only a very limited number of surviving original airworthy Spitfire fighter aircraft, totalling around 60 worldwide, with only half that number typically airworthy at any given time; sadly, so few planes simply cannot meet the huge annual demand for 'Battle of Britain' aircraft appearances at air shows around the UK and in Commonwealth countries across the world. To address this issue, the Spitfire Heritage Trust team has, over the past six years, been developing an airworthy full-scale replica two-seater
Spitfire that can be cost effectively produced in small to medium numbers. A prototype is planned to be ready for airtesting in 2019. The full size, airworthy, near-identical replica, known as a Spitfire Type 2K, is aerodynamically very similar to the original Mk I Spitfire, but will be just over half the weight, due to having a carbon fibre technology-based monocoque airframe. As part of the critical design stage, all of the structural elements are being developed and optimised using finiteelement-analysis software. Preliminary discussions have taken place between the Spitfire Trust's project team and technical experts in Scott Bader to evaluate the use of an advanced carbon fibre reinforced composite vacuum infusion laminate system, using the high performance Crestapol 1251PA urethane acrylate resin; in the USA, Crestapol 1250LV has already been used in a replica aircraft development project, in combination with carbon/Innegra hybrid woven fabric reinforcements, cores and other reinforcements to vacuum infuse outer composite skin CFRP fuselage halves that attach to the steel fuselage frame of a replica American WW2 fighter aircraft. The Spitfire Heritage Trust intends to replicate the Tribute program across the Commonwealth, offering both static and airworthy replicas. The aim for the trust, given sufficient funding, is to enable many more people and future generations to experience the thrill of seeing a Spitfire flying in the skies across the UK and all over the world, and to remember and pay tribute to those from the Commonwealth countries who gave so much during the Second World War.
OFFICIAL HANDOVER CEREMONY The finished replica Spitfire was shipped to Lesotho, reassembled and formerly handed over on Remembrance Sunday, 13 November 2016, as part of the official Armistice Day events this year in the capital Maseru. This long overdue WW2 tribute to the people of Lesotho has been
Left wing being attached to the fuselage
Laid-back approach to
AERODYNAMIC DRIVE
Designing a sports car starts with making it look good. Or does it? Elemental started with aerodynamics and it resulted in a fundamental shift in the driving position. Tim Fryer reports
lemental kicked off in 2012 when former McLaren engineer John Begley set out on a quest to design and build the ultimate lightweight track day car that would also be road legal. It was a notion that came to Begley when he was trying to buy himself a track day car and found during his test drives that every car was a compromise – there was always something in the design, the performance or the functionality that could be done better. And so he set out to try to do better himself. His goal was to design a car that would be capable of driving to Le Mans, a car designed with F1/LMP inspired aerodynamics, cutting edge materials, modern powertrains and built to the highest production standards. LMP (Le Mans Prototypes) require all the mechanics to be covered and are regarded as the fastest closed wheel cars. Peter Kent, another ex-McLaren engineer who built up experience of composites working on the P1, has had a critical input into the design of the car. However, the use of advanced materials was always going to be a given. The fundamental design was not. "It's all derived from the aerodynamics," he says. "The aerodynamics has defined the seating position of this car and it turns out that it's incredibly comfortable. So it actually made it quite hard for Guy [Colbourne], who's done all the styling on the vehicle, because a lot of the time styling dictates and it can have a detrimental effect on the aerodynamics or the performance. But not with this one; performance comes first and then styling has to fit around that, whatever the cost." Mark Fowler, who is the co-founder of Elemental, brought his F1 experience of aerodynamics to the company. Introducing the novel seating position, otherwise only used in motorsport, needed some hard evidence, if it was to become the starting point for the design. "I think the most
elegant way to generate downforce is with the floor," comments Fowler. "You don't have any wings and aerofoils sticking out. It's also very efficient, because you've got a very large surface. The air's going to go into the car anyway, so all we wanted to do was use it. So, by putting the feet up, you can fit in a front diffuser and, by packaging the engine longitudinally, we can fit in a large rear diffuser." More importantly, it means the path the air takes can be started early and use the full length of the car, so the maximum amount of 'work' can be extracted from the air. This aerodynamic work is essential, because the vehicle is so light (either 540kg or 580kg, depending on the engine) and therefore not supplying enough intrinsic load on the tyres to provide grip while cornering at high speed would result in poor handling. Essentially, he says, it operates like an upside down wing with a splitter at the front of the car sending as much air as possible under the vehicle. "The more air you put under there, the lower the pressure you get. Then, once you have that air, you want the big diffusers to extract work from it. By giving those diffusers as much air as possible, you maximise the amount of downforce they can generate. So that's why it was conceived right from the start." More complex analysis was to follow, as iterations of the concept developed. Such analysis required more sophisticated software and for this Elemental turned to LCS, a consultancy specialising in computational fluid dynamics (CFD) for high-end customers. Its CFD package, Fast, was used to refine the design of the RP1 – the name of the launch vehicle. This is authentic, high-end technology," says LCS's CEO Mark Taylor. "Freeware was a useful tool initially, but no use if you want to get the type of performance these guys want. They have twice the downforce of any of their competitors.
They definitely do have that, although some of their competitors are not so sure how. So, as soon as you want to push the boundaries like that, you need the higher end tools to be sure of the accuracy, which is where we came in. "The first thing we did was take the concept car to a wind tunnel to verify our CFD was right. Because CFD is a mathematical model, it has assumptions about turbulence. So the initial step that's involved is make sure that your mathematical model is correct. Having established that with data from the wind tunnel, we can do the next design with confidence," he adds. Using this tool, it was possible to tune the aero balance on the front and
Rp1 Vital Statistics WIDTH 1775 mm LENGTH 3740 mm HEIGHT 1070 mm GROUND CLEARANCE 110 mm (adjustable) TURNING CIRCLE 10.2 m
1.0l Ecoboost MAX SPEED || 145 mph 0 – 60MPH || 3.2 sec 0 – 100MPH || 7.8 sec POWER 180 bhp WEIGHT 540 kg
2.0l Ecoboost MAX SPEED 65 mph 0 – 60MPH 2.8 sec 0 – 100MPH 6.4 sec POWER 320 bhp WEIGHT 580 kg
rear axles, ensuring that the car behaved properly – no understeer or oversteer when it was operating at its limit. Taylor continues: "We can refine that based on what Mark [Fowler] understands from the mechanical side. From the vehicle dynamics side, you get the aero integrated with mechanical and the driver gets the optimum car behaviour. So, before Elemental spent any money making carvings or designing the tooling, they know it's going to work."
MATERIAL MATTERS The original plan had been to build an aluminium frame and clad it with carbon or glass fibre bodywork. It took a long time to build, so the company pulled on its experience of composites in Formula One and aerospace, and decided to make the central tub of carbon and bolt the front and rear chassis on to that. As Kent comments: "We were really pleased with the results on that and the torsional stiffness is phenomenal." The material is a prepreg carbon fibre material that is well proven in F1 and aerospace, but it comes at a cost. However, when Kent looked further into the reason why it cost so much, it emerged that the material itself is not expensive at all. The costs come from the labour-intensive methods in which parts are made. He describes how Elemental tackled the problem: "We developed processes that completely minimise that labour time. That's how we've got the cost out of it, but still use the very high-tech material."
That process was developed with a Portuguese company called Optimal Structural Solutions (OSS), which manufactures the tubs and all the composite bodywork. OSS is run by another McLaren associate, Antonio Reis, who became involved when Elemental started to gear up towards production. Kent was delighted to have him fully involved. "He's known about this project from day one and he's always done the stress analysis on the vehicle. He's set up a tooling and composite manufacturing business in Portugal − he wanted to be part of this and we were really happy for him to be manufacturing the parts for us. It just seemed perfect." Taking the cost out of the moulding process essentially came down to making it very quick and easy to produce by designing it in manageable pieces. Rather than try to use a single sheet to make an entire moulding, a kit of plies in easy shapes is created. "If you're clever about the way you split it up, it becomes incredibly easy to laminate a part," says Kent. There are actually four composite parts now in the tub – two side pods, the dash panel and the centre console – along with the aluminium floor and bulkheads. Just about everything else on the vehicle is made within a 20-mile radius of the Elemental base in rural Hampshire. Even the engine comes from the Ford dealership in Portsmouth. One departure in the material regime is the rear wheel arch, where Elemental is trialling a new carbon fibre composite from Coats Industrial. Processing it is a two part drill, different from the other moulding techniques. "It's not complicated once you've got the tooling," he states. "There are initial tooling costs for this, but part cost is
minimal. Because it's a brand new process, we would look to start using it in other areas of the car. And also, unlike a lot of other new materials out there, you can keep 99% of the properties of the material. You can align the fibres in exactly the direction, and orientation, that you want them. It's called tailored fibre placements. "When we designed the tub, this material didn't exist. We were approached by Coats and Shape Machining, which carries out work with us on this car. They approached us and said, 'We'd like to trial a part on the car'. So we had a look around the vehicle and thought, right, what can we start with? This [the rear wheel arch] actually seemed perfect, because it's going to get a whole load of stuff thrown at it by the tyre and it's got to be fairly stiff, because it's linking one of the 200L luggage pods to the rear structure," he confirms. The balance is delicate. Higher tooling costs against lower piece costs on account of the reduced manufacturing time. Potentially the material could be rolled out to all the other body parts of the car. The pre-production car made a successful debut in June doing the hill climb at the Goodwood 2016 Festival of Speed and the first production models have rolled off the assembly line since. But has it satisfied Begley's original vision – a road/track high performance car with no compromises? His response is cautiously confident. "It looks like it's going to be unnerving to get in, but the controls, and the feel of the car, just seem right. The performance is extreme, but you can work within that. It's not hit the pedal and you go at a million miles an hour; it's controllable." Article appears courtesy of Eureka magazine
Beyond Carbon Counting With a legally binding commitment on the UK to achieve an 80% cut in carbon emissions by 2050, an update to Highways England's previous carbon accounting framework was much overdue. Bram Miller PIEMA and Mike Pantling CEnv C.WEM MCIWEM report
eading engineering, design and consultancy company Ramboll was commissioned by Highways England (formerly the Highways Agency) to create a new carbon framework (ie, for infrastructure or construction, not a general tool) that would give Highways England the means to record more accurately the sources of their construction and maintenance supply chain carbon emissions. The project team delivered a sophisticated and robust carbon accounting tool, using VBA excel coding and interactive guidance documents. The new tool and documents provided a
framework that gives Highways England the tools to facilitate carbon reductions in construction and maintenance activities, and provides them with the future ability for "carbon accounting". Highways England has been collecting data on its construction and maintenance suppliers' carbon emissions since 2009. Suppliers provide data in an Excel spreadsheet where they record the materials, fuels and energy used during each quarter of their contract. The spreadsheet then calculates the emissions these inputs generate and this is provided back to Highways England to record in a central database.
The previous tool, which was used to collect this data, allowed Highways England to report on its carbon emissions as part of the corporate reporting processes in its annual reports and accounts, in accordance with HM Treasury requirements. "The UK has a legally binding commitment to achieve an 80% reduction in its carbon emissions by 2050. The Government has also committed to halving UK emissions during the 2023 to 2027 carbon budget period, relative to 1990. Although there are no sectorspecific targets, the infrastructure sector does have control over almost one sixth
ABOUT THE AUTHORS Bram Miller CEnv C.WEM MCIWEM has very wideranging experience as a sustainability professional as a director with Ramboll Environ (Gifford, prior to acquisition by Ramboll), the United Nations Development Programme (UNDP) Ghana and as an advisor to the Cambodian government. He has significant experience of embedding sustainability into engineering projects and processes, in sectors such as waste management, transport infrastructure, commercial and residential buildings and energy. Recently, he has led various tasks for Highways England aimed at optimising its sustainability performance, such as developing designs for innovative environmental barriers and investigating opportunities for minimising water use in highways operations and construction. Michael Pantling PIEMA is a consultant in environmental planning and sustainability at Ramboll Environ. He has deep experience in strategic level sustainability, most notably for Highways England, as well as project level environmental planning. Projects in which he has played a key role include sports stadium waste management design, highway noise barrier innovation and urban development.
of total emissions and therefore has a key role to play in contributing to the national reduction." (HMT, Nov 2013). In the context of these targets, the previous carbon accounting framework, which had been in operation for several years, needed to be updated. Through both internal and external Highways England audits, opportunities became apparent to improve the tool. These included increasing robustness of data, improving performance management (ie, shifting to carbon accounting, as opposed to carbon 'counting') and improving the usability.
UNDERSTANDING CARBON ACCOUNTING Carbon accounting is an evolving discipline, which Ramboll's clients are often required to consider, to fulfil requirements placed upon them by government or to show their customers and stakeholders that they are aware of, and are trying to reduce, their carbon footprint. Genuine carbon accounting is more than just measuring carbon: it is the measurement of carbon in a way which facilitates management and reductions. Therefore, the objective of this project was to provide a tool that was sufficiently robust for Highways England to base future carbon management decisions on. This required a tool that captured a greater level of detail in a more systematic way. Furthermore, the new carbon framework also needed to include the capability for suppliers to provide a forecast of their emissions for the next month or quarter. This provides a first step towards future forecasting, as opposed to retrospective measurement, with the aim of facilitating future reductions, similar to financial accounting.
THE NEW TOOL It was decided that the new tool would continue to use an Excel platform. This allowed Ramboll to utilise a full range of Excel VBA coding capabilities and provide a familiar platform for users. In line with guidance, Publically Available Standard PAS2050 and the Greenhouse Gas Protocol, the tool needed to aim to capture at least 95% of all carbon emissions produced by a supplier for a given project. This required a detailed analysis of the most carbon intensive and critical aspects of the construction and maintenance process to ensure they were sufficiently captured. The tool also needed to provide flexibility. Therefore the emissions factors used are displayed within the carbon tool to allow suppliers to understand how their data has been converted into tCO2e. Through stakeholder engagement, it became clear that suppliers wanted to be able to demonstrate proactive carbon reduction decisions in the tool. For example, if they have sourced a lower
Off-site fabrication in progress
carbon steel. As such, the framework has built in functionality for suppliers to enter bespoke emissions factors, backed up by evidence, if they consider this to be appropriate.
INTUITIVE LIST OF MATERIALS Ensuring that the new tool would be intuitive to use was one of the biggest priorities. The first step to achieving this was to provide the user with a list of materials they could understand instantly, without needing to perform calculations to enter the necessary data. To make the process more intuitive, research was conducted to ascertain the materials, fuels and energy used on site, and the most convenient unit for a supplier to record this in. Essentially, this is the unit in which they purchase it. For example, pipework is ordered by length (m) and gravel by weight (t), so these are the units included in the tool. The flow chart, above right, shows the process that the contractor would have to go through in the previous carbon tool to enter data, compared to our new carbon tool, using the example of plastic pipework. The complex calculation step is
document. These are all readily available online: https://www.gov.uk/government/ publications/carbon-tool By providing these different formats, Ramboll's aim was to ensure that all users, which includes people working on site or in head office locations, would understand the tool and be able to access guidance when they needed it.
ENGAGEMENT WITH END USERS Integral to the success of the project was a focus on the needs of the end user, Highways England's construction and maintenance supply chain. This provided Ramboll with a unique opportunity to engage with several key players in the highway construction and maintenance
STORING ALL DATA IN THE SAME FILE Within the new tool, all the months or quarters they record data for are stored in the one Excel file. This has numerous advantages: ● The supplier can see and compare the data for the duration of their project, providing them with the data they need to act and reduce their emissions ● The supplier can amend their previous entries, if better data becomes available or corrections are needed ● A new file is not required each reporting period; this simplifies the audit process and data storage for projects that can span several years ● It enables data to be packaged and sent to Highways England in a dedicated export file to be uploaded automatically into the central database.
FULLY AUTOMATED PROCESS One of the key benefits of the new carbon management framework is that it provides a fully automated process,
Previous Tool no longer required by the contractor, as the tool does this itself.
100 meters of 150mm diameter HDPE pipe arrives on site
New Tool
Flow chart of data entry - cutting out unnecessary steps
Supplier has to calculate the weight of plastic using their own formula
Supplier enters value into tool. Tool requires weight of plastic in the pipe
Tool calculates carbon emissions
Supplier enters value into tool. Tool requires length and diameter of plastic
meaning that no manual data entry is required by Highways England. This has been achieved by providing an intelligent 'master', which uploads data from the users' export files at the click of a button. The master spreadsheet then provides Highways England with a series of summary tables and graphics that can be used to focus carbon management efforts going forward.
industry. These meetings included running through a draft version of the tool and allowing them to have real influence over its development. Feedback was received by these organisations, which highlighted the appreciation and importance of engagement. Furthermore, several solutions were raised in these meetings that contributed to the overall success of this project.
COMPREHENSIVE GUIDANCE
The guidance for the previous carbon tool was extremely lengthy and unlikely to be read by all the tools users. To ensure that the new guidance was read by all users of the tool, and to make it accessible and engaging to all the various suppliers that would use it, a variety of versions and formats was created, including within tool guidance, an e-learning programme and a full guidance
Highways England now has a framework at its disposal to help contribute to the governments ambitious long-term targets for carbon emission reductions. The carbon tool at the heart of this new framework is more user-friendly, robust, and provides outputs that will help Highways England to reduce the carbon intensity of their construction and maintenance supply chain activities.
Gust of 42 Technology and Briton EMS have joined forces to develop a control system for a pioneering new gust generator, capable of simulating gusts at transonic, or cruising, speeds typically experienced by aircraft
igh-speed wind tunnel testing presents several significant challenges in the simulation of an aircraft flying close to the speed of sound, and the accurate measurement of the forces, moments and pressures associated with that. For example, the resolution of small differences in drag of a few Newtons, vital for the reduction of fuel burn in the cruise, needs to be done while the model simultaneously experiences thousands of Newtons of lift force. Normally, the wind tunnel aims to have the most uniform, lowest turbulence flow possible, in order
to make these measurements. However, as most passengers know, real flying is not always super smooth like the tunnel. Now, though, 42 Technology and electronics manufacturer Briton EMS, along with other UK companies, have joined forces to help the Aircraft Research Association (ARA) develop and launch an innovative new research tool for use within its high-speed wind tunnel in Bedford. The two companies have developed a sophisticated control system for ARA's new gust generator, the first of its kind in the world capable of simulating gusts at transonic, or cruising,
A scale model of a wing coated in pressure-sensitive paint was used to test the operation of ARA's new gust generator during its installation
speeds that are typically experienced by aircraft.
AIRCRAFT PERFORMANCE The new generator will help drive new research into improving understanding of how turbulence affects aircraft performance and is part of an investment at ARA in new systems and services, funded to the order of £9 million by the Aerospace Technology Institute. The tool could help manufacturers to optimise their aircraft designs or to develop systems to compensate for gusts, leading to smoother flights and lower operating costs. 42 Technology and Briton EMS – who have frequently worked together for industrial and consumer electronics clients – teamed up with ARA's in-house engineering team to design, manufacture and install the control system for the new generator. 42 Technology designed the system to link the generator's control desk with a network of 1,800 solenoid valves, each of which needs to be opened and closed within 20 milliseconds to deliver the required gust profiles. The control system is housed in four two-metre high electronics cabinets and was completed from initial design to installation in less than two months.
ideal pulse widths and voltages," he says. "As a result, the team was able to demonstrate optimised turn-on/turnoff times of one to two milliseconds, compared with ARA's previous levels of 10-15 ms. Reservoir capacitors were proposed as a practical way to deliver up to 72 kW of pulse power during a turn-on pulse and to avoid the need for expensive and large-scale power supplies, plus associated cabling."
DETAILED DESIGN GO-AHEAD
A 1/30th scale model of an Airbus A350 fabricated in high grade steel and ready for a series of wind tunnel tests
KEY OBJECTIVES Tolga Aydemir, the electronics engineer at 42 Technology who was responsible for designing and developing the control electronics from idea creation through to design for manufacturing, describes the design process involved. "ARA had already defined the mechanical construction and proposed use of monostable solenoids to create the required gust profiles when they appointed 42 Technology and Briton EMS to help design and develop the control system," he explains. "The use of monostable valves is unusual for this application, because they offer fast turn-on times, but slower springreturned closures. The project's three key objectives were: to develop a control system that could drive the solenoids as fast as possible, to provide the same shape of turn-on and turn-off signals, and to have the system manufactured and installed within two months." ARA had already successfully developed a prototype control unit to switch 10 valves during proof-of-principle studies, but recognised the need for a more efficient approach. "Assuming each solenoid draws 200 mA at 24 V, then driving 1,800 of them could potentially cause significant thermal issues and
Tolga Aydemir, 42 Technology
a peak current demand of 350 A from a 24 V rail," points out Aydemir. "In addition, ARA planned to install the new control system within the basement of its transonic wind tunnel building, which could limit turn-on/turn-off times with cable lengths of around 25 metres between the solenoids and their driver electronics." One of the principal challenges for 42 Technology was to find a faster and more controlled way to switch the solenoids. "The design team identified several options before recommending a pulsed switching topology, and then carried out detailed simulations to determine
Within a month of being appointed, 42 Technology had produced a proofof-principle demonstrator unit from off-the-shelf parts and components that allowed ARA to carry out further testing before giving the go-ahead for detailed design. At the same time, 42 Technology and Briton EMS started work on the PCB designs and layouts, and were looking for opportunities within the system design to speed up manufacturing, in order to meet ARA's challenging installation deadline. Kevin Williams, chief engineer at ARA, adds: "Briton EMS and 42 Technology were instrumental in helping to develop ARA's new gust generator and to meet the demanding delivery deadlines for this large-scale project. Their engineers worked well alongside our in-house team to recommend the ideal switching topology, to develop and integrate the control system, and to help us launch a world first for aerospace research." As Peter Curtis, chief technical officer, ARA, points out, the company's new gust generator was principally developed to help organisations validate
The new control system links the generator's control desk, housed in the wind tunnel control room, with a network of 1,800 solenoid valves
Each vane contains 900 solenoid valves with pressure reservoirs for the air supplies to the valves, associated electronics and other components
Kevin Williams, chief engineer, ARA their computational models, although aircraft manufacturers and ARA's other clients are now showing considerable interest in using it to help with aircraft certification. "Aircraft need to be designed to withstand a vertical gust loading in transonic cruise, but designers typically need to make conservative assumptions: there is limited understanding on the size of gusts, how they affect an aeroplane and almost no tools available to validate through physical testing. Taking a conservative approach means, for example, that the wings are potentially stronger and heavier than they need to be, which impacts fuel efficiency." So, what makes ARA's new gust generator special? Curtis points to three key elements: two removable vanes, located in the high speed/transonic wind tunnel (TWT), which use the physical amplification of trailing edge blowing to make fast changes to the tunnel flow direction; the large numbers of control valves that enable fine tuning of the gust shape; and the complex control system for all these valves. "The shape of the gust is defined within the certification requirements,
Peter Curtis, chief technical officer, ARA although the control system for the new gust generator provides the capability to alter the duration, magnitude and shape of the gust as required," he explains. "Each vane comprises a steel spar with an aluminium skin, weighs around 1 tonne, and contains 900 solenoid valves, pressure reservoirs for air supply to the valves, associated electronics and other components."
SINGLE MAJOR EVENTS Moreover, the use of solenoid valves in this application is unusual. "Most rigs tend to work in low speed tunnels where oscillating vanes can be used to study the effects of turbulence," he adds. "The ARA gust generator is designed to work in a high-speed environment where the valves and associated control system are used to generate much shorter, high magnitude gusts; in other words, single major events typically lasting from 4 to 100 ms. The magnitude of gust is such that the angle of attack of the aircraft changes in the order of a couple of degrees. This might not sound much, but at high speed it can effectively double the lift generated by the wing for an up-gust, or reduce it
The gust generator's two vanes each weigh around one tonne and are installed in the transonic/high speed wind tunnel to virtually zero for a down-gust, both of which are possible with this new rig." To verify the gust rig's capability, ARA is using dynamic pressure sensitive paint (PSP) for the first time, alongside more traditional wind tunnel data acquisition systems. "Dynamic PSP, from US company Innovative Scientific Solutions, has a response time that is significantly faster than the expected pressure change and is 'visualised' using high-power illumination and sensitive cameras with high frame rates and fast exposures. The system can be used to acquire up to 10,000 samples per second," states Curtis. ARA's in-house team of specialists, with help from selected external partners, took around 18 months to develop the gust rig from first concepts through to initial tests in the TWT. "Following the initial tests some detailed re-design has proved necessary to reduce air leakage in the system and make some other refinements. Further work is also needed to fully characterise the performance of the rig," he adds. ARA is on track to complete both the re-work and the performance assessment within the next six months.
Engineers: your industry
needs YOU!
With the engineering industry facing a massive skills gap by 2020, and women only making up around 8% of the total workforce, what can your company do to promote diversity and STEM careers in your local community? Tom Austin-Morgan finds out
ccording to a survey by the UK Commission for Employment and Skills, despite the engineering sector contributing around 27% of the UK's GDP in 2014, more than 55,000 engineering jobs go unfilled every year. This trend is projected to cost the economy £27 billion by 2020.
With UK companies reportedly faring better than expected after Brexit, how is it that the skills gap isn't being closed and what can be done about it? "It's no secret that one of the key issues we need to address in engineering is the low proportion of women entering the industry," ponts out Paul Jackson, chief executive of EngineeringUK. "We
need 1.82 million people with engineering skills by 2022, in order to keep up with demand," he states. To its credit, the engineering community is working to create a more diverse workforce and to boost the numbers of girls joining engineering. There are many national programmes and events held across the country promoting STEM subjects and careers to young people, including Tomorrow's Engineers Week, which was last staged in November last year. "Tomorrow's Engineers Week highlights the amazing work produced by female engineers who play a pivotal role in our everyday lives. We want girls to understand they have the same
opportunities as boys in this exciting and creative industry," adds Jackson. Tomorrow's Engineers Week is run by EngineeringUK and The Royal Academy of Engineering, with support from many other organisations across the country. Schools, universities, companies and institutions come together to find creative ways to highlight the huge range of careers that engineering encompasses through hands-on events, as well as online content. The ultimate aim of the initiative is to double the number of graduates and apprentices entering the industry. "We need more work experience and summer placements," says Helen Cavill, manufacturing engineer at TTP Labtech.
HELEN CAVILL Helen Cavill always had an interest in maths, science and how things worked. That interest was reinforced when, while at school, she went on a week's work experience at Siemens Gas Turbines. Seeing engineering up close convinced her that this was what she wanted to do as a career. During A-levels, she took part in the Engineering Development Trust's (EDT) Head Start scheme, attending engineering lectures and practical sessions. She then signed up for the EDT's year in industry scheme, making automotive body casings in an iron foundry. In 2009, she graduated from Cambridge with a degree in Manufacturing Engineering. She then spent six years working at plastic bottle manufacturer M&H Plastics and has just started in a new role at TTP Labtech. In 2015, Cavill won the IET's Women's Engineering Society Prize, which has provided her with many more opportunities to spread the word through her work and involvement as a STEM ambassador.
JULIET MURRAY Juliet Murray hadn't considered engineering while at school in Australia, but signed up to a summer course that offered subjects enabling her to apply for a degree in civil engineering. Her first job was with a small engineering consultancy where she felt she was giving something back to the community through the projects on which she worked. She moved to the UK in 2013 and worked for Balfour Beatty in the London Underground. For the last 18 months, she has worked as a track field engineer on the Crossrail project where she splits her time between the office and being on-site. Murray is involved with the Young Crossrail programme, showing groups of school children around the sites where they get to see exactly what engineers do, while at the same time promoting the idea that engineering is as much a job for women as it is for men.
MONYA ALKHALISI Monya Alkhalisi grew up in Morocco where she enjoyed subjects such as physics and chemistry. She was encouraged into pursuing a career in STEM by her parents. She graduated with a degree in Mechanical Engineering from King's College London in 2006 and has worked at Bechtel since then, starting out on its graduate programme, in oil and gas, mining and infrastructure, working in Italy and Canada, as well as the UK. Alkhalisi became a chartered mechanical engineer in 2010 and moved into engineering and design management roles, including working on the Crossrail project. She is now a project manager at Gatwick Airport.
"It's really important for companies to put the time and effort in to have someone come in and see what the job's about. I've had several work for me and it's really rewarding when you hear that they have chosen to study engineering subjects at university, because of the time they spent with you. It's getting that practical experience that really helps." The Crossrail project in London set a target to recruit 400 apprentices over the lifetime of the project. This included the contractor companies working on the project employing a certain number of apprentices, depending on their budget. Andrew Dempsey, media relations manager at Crossrail, explains: "That was the first time that kind of model was used in industry and we've smashed our target. We're now at over 600 apprentices. 27% of those who joined in the last year were women, which is far higher than the industry average." The government will apply this model to future projects, including Tideway, HS2 and Hinkley, and aims to reach gender parity in the construction industry by 2030. Another barrier against attracting women into engineering is the prevailing stereotype of what an engineer is and does. Typing 'engineer' into a search engine brings up countless images of people, predominantly men, in hard hats. Juliet Murray, track field engineer at Crossrail, says: "I have seen diversity improve massively. The first company I worked with was a very small consultancy where I was one female engineer in a team of twenty. Now, within our Crossrail team, there's five female engineers in a
team of around twenty. Some of the health and safety boards on our sites show women in safety glasses and you just feel like you belong. I think it's important that Crossrail is promoting the women on the project, especially women in senior management positions." Monya Alkhalisi was a design engineer with Bechtel and has progressed over the last 10 years to become manager of a project at Gatwick Airport. "I'm a member of the IMechE and some of their events have female engineers presenting," she comments. "It's important for 15- and 16-year-old girls to see themselves represented and think that it could be them in 10 years doing well in their career and deeing engineering is a cool industry to be involved in." Tomorrow's Engineers Week, as well as all the other national events and programmes, needs help to carry out its agenda in a wide variety of support roles. All it takes is to send an email to get the ball rolling. Alkhalisi, Cavill and Murray all work for companies that have some form of social engagement: apprenticeship schemes, visits to schools or having children visit their places of work. These programmes not only raise the profile of their companies, but also help to close the skills gap. "I just like being an engineer," says Cavill. "The fact that I'm female is kind of irrelevant to me, but if that inspires more young girls into this exciting industry, then I'm happy." Article appears courtesy of Eureka magazine
Smart cane could transform lives A n enterprising researcher from The University of Manchester has developed a prototype tool that could prove a massive boon to those who are blind or visually impaired. Vasileios Tsormpatzoudis has upgraded the white cane – which has been used as a mobility tool for centuries – by adding a low-cost embedded computer that functions in a similar way to a car parking sensor. PhD student Vasileios, from the University's School of Electrical and Electronic Engineering, was inspired to develop mySmartCane after witnessing the struggles of his mother who has a hereditary eye disorder that affects the retina."mySmartCane allows visual impaired people to sense their environment beyond the physical length of their cane," says Tsormpatzoudis, who is researching energy storage and power network integration. "The user is alerted to approaching objects using gentle audio, rather than waiting for the cane to physically bump into the object. Navigation is therefore easier and much faster," he points out."My main inspiration was my mother, who has retinis pigmentosa. I have seen first-hand the struggle visual impaired people have to put up with when they try to navigate with the traditional white cane. This project was my opportunity to give this traditional device a 21st century upgrade." First, he conducted many conversations with existing white cane users. "The key takeaway was that my modernised white cane had to be simple and low cost, so I used 3D printing and cheap sensors to create an ultrasonic sensory ball, which attaches to the bottom of most existing white-canes."
MySmartCane was developed during his industrial placement at National Instruments. The ultrasonic ball wirelessly measures the distance to approaching objects and converts this data into an audio signal – much like a common car parking sensor does. The visually impaired user can gauge the object distance from the frequency of the sound. The user can hear the sounds, using either a single headphone or a pair of bone-conducting headphones, so they can listen to their external environment without losing their freedom. Tsormpatzoudis' prototype is still at an early stage. "I do have many ideas to refine the design further. For example, I want to add an additional sensor to detect overhead obstacles, such as signposts or doorways that could cause injury and are impossible to detect with a normal white cane. Another innovation could be using vibration, rather than sound." Says Richard Roberts, Tsormpatzoudis' project supervisor at National Instruments: "I was blown away by Vasileios' invention. It's an inspiring example of the life-changing impact that young engineers can have. It's also a testament to practical engineering skills taught at The University of Manchester, the power of National Instruments' technologies and, of course, Vasileios' unbounded creativity." Readers of Engineering Designer may have ideas on how the design of the smart cane might be advanced. Take a look first at 'mySmartCane' being put to the test – https://www.youtube.com/watch?v=E1uFdXlTrqY – and then email me your thoughts at: [email protected]
Brexit: skills shortages and the future – the immigration question Matthew Davies, Partner and business immigration lawyer at Wright Hassall, considers how a post-EU immigration policy might impact the design and engineering sectors
nce Britain was the workshop of the world, but our post-war manufacturing sector has declined from 41% to less than 14% of the economy. The service sector has ballooned to 80%. Concern that the UK is drifting to a low-skilled, lowpay economic model is nothing new. Nor are arguments that investment in high-end design and manufacturing stimulates growth in international markets where we can compete and win. Many businesses in the sector identify skills' shortages as a block to that growth and competitiveness, and generally view the prospect of tighter restrictions on skilled migrants, postBrexit, with dismay. Two contrasting BBC news stories from the West Midlands illustrate this. First, a report showing that manufacturing has shrunk to less than 12% of output in a region whose economy was built on it. The fastest growth sector is low-skilled temporary work – typically associated with EEA migrants currently exempt from
Matthew Davies: Brexit may bring many opportunities for sectors needing to import highly skilled migrants – design and engineering in particular
labour market immigration controls and, the Government implies, responsible for displacement of resident workers. More promising news comes from the 'motor city' of Coventry, whose once world-leading automotive industry almost vanished when the last traditional car factory, the Peugeot plant at Ryton, closed a decade ago. Now, engineering company RDM Group, which once produced routine parts for JLR and Rolls-Royce, is at the cutting edge of automotive software technology for selfparking and driverless cars – on the site
of the old Humber factory. Penso Group, from a standing start in 2000, is now a 200-strong engineering and design-driven manufacturer – with a Union Jack logo at the heart of its branding. Coventryheadquartered JLR itself, which already makes the most cars in the UK, has earmarked the city (where it is already the sixth largest employer) as its "global centre of excellence" for electric vehicle research, and announced plans both to double production and also create thousands of jobs in the region. Many other high-end automotive businesses are expanding, supported locally by two research and developmentled universities. More aerospace companies operate in the region than in any other in the world. They need land, infrastructure – and specialist, skilled engineers. And the UK is still not producing enough of them. Which brings us back to immigration. As Home Secretary, Theresa May declared that "we just don't need" migrants at current levels. As Prime Minister, she has cheerfully asserted that those who voted for Brexit did so because they wanted less immigration – and now she has to deliver. The Coalition Government, elected
in May 2010, adopted the Conservative commitment to reduce net migration from hundreds to tens of thousands a year; and that commitment continues. Despite a tightening of the economic migration system – the Points Based System (PBS) introduced by the last Labour Government purportedly to bring objectivity and control – numbers are still close to record levels. About half of the annual total – equivalent to the entire population of Coventry – are EEA nationals whose free movement rights may not be available for much longer. So, what can we expect? Brexit, and the political climate in its wake, may contain more opportunity and less threat than first appears for sectors needing to import highly skilled migrants in specialist sectors – design and engineering, in particular. Here are the main areas to watch:
Designated Shortage Occupations These have existed for many years for skilled roles. They still offer enhanced access to the Points Based System for the small and medium-sized licensed sponsor of skilled migrants (see PBS
below). In the carefree dot-com boom era anything loosely classified as 'IT related' fell in the shortage criteria, but now the list is heavily prescriptive. Its latest iteration is largely industryspecific: from production managers in nuclear waste management to engineers in various industries involving construction, transportation, energy and automotive. The Government is careful, through the commissioned work of the Migration Advisory Committee, to apply rigour; but it understands the potential cost to industry and fears any loss of competitive edge resulting from immigration policy. There is no serious threat to the Shortage Occupation List. More likely that, as the brakes are applied to EEA migration, further occupations and sub-sectors will join the list.
The Points Based System Enthusiastic Brexiteers called for an 'Australian Style Points Based System' in the heat of the Referendum campaign. Some still do. Yet this is exactly how the current PBS was hailed on its introduction – in 2008. The five-tiered PBS caters mostly for skilled sponsored migrants from outside the EEA and is built to accommodate adjustment of skills, salary and qualification thresholds to respond to labour market needs. The technology underpinning it, although workmanlike, was expensive. It is inconceivable that the Government can find the resource and political justification to dismantle this flagship and put another in its place. This year's modest salary hikes and Immigration Health Surcharge of £200 per migrant per year are a manageable cost for the businesses that really need to bring them in; but there is more.
The Immigration Skills Charge From April 2017, an Immigration Skills Charge levy will be imposed on all Tier 2 sponsors at a headline level of £1,000 per migrant per year. This reflects the PBS philosophy that those who benefit
most from immigration must fund it: the employers who use overseas-trained skilled workers should contribute to the training of a home-grown generation of skilled workers.
The EEA And, finally, the European Economic Area nationals who already enjoy free movement and labour market access for themselves and their families can expect to keep them beyond Brexit – and their employers need not fear losing their skills. The clamour for an absolute guarantee is constant, but the Government has indicated that it will, despite a determination not to reveal a pre-negotiation hand, respect the Vienna Convention on the Law of Treaties which protects these 'acquired rights'. The challenge is around those yet to come. New immigration rules will set out a new regime for EEA nationals who have not already started to exercise Treaty Rights by working here lawfully when we leave the EU. The Government has ruled out using the existing PBS. The first blueprint by the think tank British Future
posited a three-tiered preferential system. Market need, rather than individual rights, will drive it: ● Temporary permits for low-skilled seasonal work – eg, in agriculture ● Long-term permits for those with advanced, in-demand skills in engineering and technology ● Reciprocal free movement for EEA nationals who meet an agreed (high) income, skills and qualification level. There will be more proposals, but the end result can be expected along these lines. As always, the challenge for employers is complying with a 'simplified' system whose inherent complexity is a challenge for all concerned – the Government included. It can still deliver essential skills for those who plan ahead and work within its limitations.
Institution News
Spotlight on IED council members: Keith Winning BEng(Hons) MEng CEng MIMechE CEnv FIED CGeog FRGS
eith Winning is a principal pipeline & geomatics engineer at CB&I Limited, based in its London offices. He has over 25 years' experience in the field of onshore pipeline design and has been involved in all aspects of the project lifecycle. This has embraced projects in the UK, Europe, the former Soviet Union, Africa, the Middle East and the Far East. He is currently the lead pipeline and geomatics engineer on an upgrade of an existing gas pipeline in Azerbaijan and Georgia, involving the addition of 480km of 48" diameter pipe and two new 60MW compressor stations; this project is currently in construction. In addition to being a Chartered Engineer, The winners of the 2014 British Engineering he is also a Chartered Environmentalist and a Chartered Excellence Awards (BEEAs) were revealed at a lunch Geographer. event held in London on 9 October, hosted by IED He started his engineering career in 1983 as a technical president Maggie Philbin, with the IED sponsoring the clerk and trainee draughtsman with John Brown in the 'Consultancy of the Year' award. The winner of this design of offshore structures. In 1989, he moved into the prestigious award was Romax, as it has on average field of pipelines as a draughtsman, eventually becoming grown by 30% each year over the last five years, but the chief draughtsman for Pipeline Systems at John Brown
also because it has developed a reputation, that 14 of the world's top 15 automotive manufacturers use its specialist engineering consultancy, software and services. Romax claims a thriving engineering consulting business, covering design and development issues for gearbox and transmission. Typically, it handles more Registration as Chartered Engineer Transfer to Member than 100 projects a year for a similar number of UK and Charlie Irving Bristol Nathan Lawson McLean international clients. This aspect of its business has Andrew Gabriel-Reed grown threefold since 2009. Registration as Chartered Automotive is the company's strongest sector, with Technological Product Designer Election to Member a rapid increase in the number of consultancy projects Kristof Farrell Windsor Kristof Farrell analysing problems such as gear whine and gear Dirk Schaefer Bath Tejas Mamtora rattle. It has also gained a reputation for the predictive Jeremy Mason analysis of noise, vibration and harshness of vehicle Transfer to Fellow Siddharth Odedra transmissions and for the development of the next Jason Conrad Leinster Kingston Blount Daniel Thomas generation of 9 and 10 speed automatic gearboxes, as Malcolm Robins well as continuously
in 1996. John Brown was acquired by CB&I in 2003. To further his career, he studied part-time for a BEng(Hons) in Mechanical Engineering Design. A quintessential opsimath, he continued his part-time studies, gaining a Masters in Mechanical Engineering – winning the IED Group Project Prize – a Masters in Geographical Information Science (GISc) and a PhD in the 'Application and Development of Advanced Engineering Geographical Information Systems for Pipeline Design'. He has authored a number of peer-reviewed journal and international conference papers, and also acts as a reviewer of technical papers. He became a member of the IED with Engineering Council registration as IEng in 2010 and transferred to Fellow in 2013. He has been the industrial liaison officer at CB&I since 2010. In this role, he was instrumental in developing and promoting a new career path for engineering designers for all disciplines, linked to Engineering Council registration and IED membership. A passionate advocate for professional registration, he has undertaken over 30 professional review interviews on behalf of the IED and IMechE, has acted as a Technical Report Option (TRO) mentor and conducted course accreditations. As part of the knowledge transfer requirements, he was responsible for setting up and teaching the first accredited City and Guilds course to local engineering designers in Baku (Azerbaijan) in 1997. In his spare time, he has given lectures at universities in mechanical engineering and postgraduate research methods, and represented the IED at student open days and prize-giving events. He became a co-opted member of Council in 2016.
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DESIGN EDUCATION
Who are we? This journal is produced by the IED for our Members and those who have an interest in engineering and product design, as well as CAD professionals. The IED, established in 1945, incorporated by Royal Charter in 2012, is a licensed body of both the Engineering Council and Society for the Environment and we register our suitably qualified Members as Chartered Environmentalists (CEnv), Chartered Engineers (CEng), Incorporated Engineers (IEng) or Engineering Technicians (EngTech), Chartered Technological Product Designers (CTPD) and Registered Product Designers (RProdDes). We also offer professional recognition to CAD specialists, including those who teach and lecture in design or CAD. We represent our Members' interests at the highest levels and raise awareness of the professional standards of our Members, whilst providing a resource and information service, and a friendly and approachable route to assessment and registration. www.ied.org.uk
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Why become a member of the IED? Membership of any professional body gives you professional recognition and status, and an acknowledged code of conduct to work to. Membership of the IED gives you the added credibility of being acknowledged for the role you play in Design and Innovation, and helps to develop your skills and knowledge in these areas. As well as the various registrations, membership of the IED gives you the opportunity to meet with other designers and discuss issues particular to your field of expertise or interest. Many of our Members prefer to communicate primarily through the discussion forums on our website, as this lends itself to the busy work schedules – however, we also run seminars, meetings and events where Members can carry out CPD and meet up. The IED is the only Institution that represents designers in all Engineering and Product Design fields, plus those who teach these skills.
development and promoting good practice in those with whom we interact on a daily basis. The IED provides a natural home for those whose roles encompass a diverse range of skills." BH, Chartered Engineer
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