As work on the Tamar class lifeboat design gathers pace, Neil Chaplin, RNLI principal naval architect, gives the Lifeboat a look behind the scenes. We also follow the introduction of a radical new electronics system that could herald a step change in the use of electronic systems on all-weather lifeboatsThe Tamar class, formally known as Fast Slipway Boat 2 (FSB2), is the replacement for slipway launched Tyne lifeboats. The 18-knot Tynes have given years of sterling service but are approaching the end of their 20-year lives. The extra speed and capability of the Tamar will provide Tyne crews with similar, and in some aspects better, capabilities to those with Severns orTrents.

Prototype trials Following successful trials, the experimental boat was converted during 2002. She then became known as the prototype Tamar (pictured). The prototype's main purpose is to act as a floating trials platform for the newly designed and fitted integrated electronics system. The systems and information management system (SIMS) will allow crews to access more information on board than ever before and to operate the boat more easily and safely.

Many of the 50 crew members who took part in the experimental boat trials will be involved in trialling the prototype when she begins SIMS trials from Poole in April/May this year.

Experimental becomes prototype Although the prototype is mainly aimed at trialling SIMS, a number of other changes were incorporated into the conversion carried out by builders, Devonport Management Ltd (DML).These included: • New Caterpillar C18 engines installed • New radar fitted • Bow thruster installed • Keel extensions fitted • Companionway moved to starboard side • New crew seating layout • Wheelhouse console re-designed • Stretcher securing arrangement installed in wheelhouse • Upper steering position (USP) height raised • Survivor recovery gantries modified • Side deck cut-down arrangement changed • Hydraulic capstans fitted fore and aft • Fore deck fibre optic lighting re-arranged • Deck microphones and 'low light1 cameras fitted.

...and not forgetting the hot water boiler which was replaced with a more efficient unit. Tea can now be ready in 15 minutes instead of the current 45 minute wait on the Tyne! Tamar design team While the prototype is out on trials, a joint RNLI/DML design team at Poole will continue to develop the design and take it from prototype stage to the final station boat.The team has a core of 12 engineers (six each from the RNLI technical office and DML's design department) and has made good progress, resulting in some substantial changes. The main drivers behind the design are to make the boat easier to build, operate and maintain while ensuring crew safety.

Build -The design team are in close liaison with hull builder Green Marine to ensure that the build is as efficient as possible, while keeping costs and weight to a minimum. DML engineers are supported back in Plymouth by the production team to make sure that the design is suitable for fitting out.

Operate-Two staff members from the RNLI operations department, who are both coxswains with a lot of coastal experience, are attached to the team to ensure that the design is effective from a crew point of view.

Maintain - Lifeboat refits can be costly, so the design team also has an RNLI technical surveyor on board. He will feed back on any refit problems from other lifeboat classes andhelp to ensure that potentially expensive refit issues are 'designed out' of theTamar.

Safety - The team are looking closely at each aspect of the design and support decisions with formal safety assessments.

This includes everything from tripping hazards to the boat's self-righting characteristics, What happens next? As the Tamar designers develop the detail for the future boats, they are producing drawings for Green Marine to modify the hull mould to a new shape. Building work on the pre-production boat should begin just after this issue of the Lifeboat goes to press - with the boat in the water in the summer of 2004. If all goes well, the first boat should be delivered to station around the end of 2005.

For further information on theTamar's project history see the Fast Slipway Boat 2 feature in the winter 2000/01 issue of the iifeboat.fhts article is also available on request from [email protected].

Systems and information management system (SIMS) Why SIMS? The past 50 years have seen a seemingly endless advance in technology. As with most of the marine industry, lifeboat designers have embraced new technology - progressively updating and adding equipment, generally in lifeboat wheelhouses. This has resulted in many stand-alone systems that can, generally, only be operated by a single person in a single position. Now though, it is possible to integrate a variety of complex systems so that multiple users can benefit from sharing information and workload.

SIMS has allowed the RNLI to provide increasingly complex systems onboard the Tamar, while dramatically simplifying the use of that equipment.Through SIMS, it has been possible to remove non-essential functions from the screens to make both operation and training easier. Crew members can access more information and can remotely control many functions around the boat. This means that they can remain safely seated instead of moving around the boat at sea, when there is always a risk of accidents.

SIMS has been designed with bad weather in mind. It has five potential power sources, a solid state computer memory which replaces hard drives, a shock mounted rack, waterproof computer boxes, screens and trackballs.The RNLI believes that SIMS will be able to live up to the demanding lifeboat environment and will help to make theTamar safer and easier boat to operate.

What is SIMS? SIMS has been developed as part of the Tamar project by the RNLI, DML and Servowatch Ltd. It is a computer system that gathers information from many onboard systems and presents it to the crew in both the wheelhouse and the upper steering position. Crew members interact with it using a computer display, headset and a track ball. This has reduced clutter in the wheelhouse (see the comparison between the Severn and the Tamar - seen to the right) by relocating the majority of the equipment safely below decks.

The rack contains six computers (each capable of running the system itself) as well as all the other processors required to control and monitor the boats systems.

Dual redundant networks ensure that data remains available in the event of a partial system failure.

Some of the systems controlled and monitored through SIMS are: radar, chart plotter, VHF and MF radios, intercom, VHP direction finder, autopilot, CCTV, bilge system, sea water systems, hydraulics, fuel, fire detection and hatches.

Is it difficult to use? RNLI trials officer, Rob Aggas, recently experienced SIMS for the first time.

Although second coxswain at Swanage for a few years, Rob hadn't been involved in the SIMS project until he went to drive the prototype Tamar for the first time.

'SIMS is great,1 said Rob. 'In 45 minutes, I'd been shown how it worked and felt confident in operating any of the systems.

It's going to feel like hard work going back to the other boats now,' he added..