North Atlantic Run: the Royal Canadian Navy and the Battle for the Convoys Reviewed by Lcdr Patrick Smithers

Maritime Engineering Journal SPRING 2007 (Established 1982)

DEPARTMENTS Commodore’s Corner Sustainable solutions are the key to effective operational support by Commodore Richard Greenwood ...... 2 Forum: A Canadian Common Surface Warship Concept by LCdr Bruce Grychowski ...... 3 FEATURES Machinery Repair: Step-by-step Repair of a Main Gearbox Lube Oil Supply Line in HMCS Ville de Québec by Bob Steeb ...... 7 Director General Maritime Equipment Program Management TML — A Technology Maturity Level Measurement System Commodore Richard W. Greenwood, CD for the Department of National Defence by LCdr Brent Hobson ...... 12 Senior Editor Capt(N) Eric Bramwell Is this YOUR ship? DGMEPM Chief of Staff by CPO1 Jeff Morrison ...... 15 Production Editor / Enquiries Brian McCullough BOOK REVIEWS Tel. (819) 997-9355 / Fax (819) 994-8709 The Japanese Submarine Force and World War II E-mail [email protected] reviewed by LCdr Blaine Duffley ...... 17 Editorial Committee Advisers North Atlantic Run: the Royal Canadian Navy and LCdr Simon Paré (Marine Systems) the Battle for the Convoys LCdr Mike Turpin (Combat Systems) reviewed by LCdr Patrick Smithers ...... 18 LCdr Chris Cole (Naval Architecture) CPO1 Jean-Marc Turcot (NCM Member) NEWS BRIEFS ...... 19 Jean-François Gagné (Civilian Member) NAVAL TECHNICAL OFFICER AWARDS ...... 23 Production Editing Services by Brightstar Communications, CNTHA NEWS Kanata, Ontario Newsletter of the Canadian Naval Technical Associate Production Editor History Association ...... Insert Bridget Madill Print Management Services by Director General Public Affairs – Creative Cover Photo: Staff with Fleet Maintenance Facility Cape Scott in Services Halifax created this challenging, custom repair of a cracked main Translation Services by gearbox lube oil supply line in HMCS Ville de Québec without having Public Works and Government Services to weld onto the gearcase. The step-by-step story of the repair begins Translation Bureau on page 7. (Photo courtesy FMF Cape Scott) Mme. Josette Pelletier, Director ADM(Mat) Translation Co-ordinator M. Clément Lachance The Maritime Engineering Journal (ISSN 0713-0058) is an unofficial publication of the Mari- time Engineers of the Canadian Forces, produced three times a year by the Director General Mari- time Equipment Program Management. Views expressed are those of the writers and do not nec- The Journal is available on the DGMEPM essarily reflect official opinion or policy. Mail can be sent to: The Editor, Maritime Engin- website located on the DND DIN intranet eering Journal, DMSS (6 LSTL), NDHQ, 101 Colonel By Drive, Ottawa, Ontario at http://admmat.dwan.dnd.ca/dgmepm/ Canada K1A 0K2. The editor reserves the right to reject or edit any editorial material. While dgmepm/publications every effort is made to return artwork and photos in good condition, the Journal assumes no responsibility for this. Unless otherwise stated, Journal articles may be reprinted with proper credit. A courtesy copy of the reprinted article would be appreciated.

MARITIME ENGINEERING JOURNAL SPRING 2007 1 Commodore’s Corner Sustainable solutions are the key to effective operational support

By Commodore Richard W. Greenwood, CD Director General Maritime Equipment Program Management

he scope of articles in this what we create. In other words, our ability itself appropriately within the edition of the Maritime En- larger objective is the reliable hierarchy of requirements. gineering Journal has sustainment of effective operational T It falls to the naval technical sup- prompted me to reflect on the vari- capability. This is a key distinction. port community to remain flexible ety of issues, employment and points with respect to future operational of focus we deal with in our collec- One of the great challenges we developments, both in the near and tive endeavour of naval technical face in fulfilling our technical support far terms. Our responsibility is to support. Whether it’s the nitty-gritty role lies simply in maintaining the big consider always how we may best of resolving a recurring in-service picture on our objective and not al- apply the intellectual discipline of failure, graphically demonstrating lowing ourselves to become dis- our training and experience in pro- the need for more careful adherence tracted by sub-optimal solutions. viding sustainable solutions to op- to the principles of shipboard con- Nowhere are the dangers of this type erational requirements, whether or figuration management, examining of distraction more glaring, at least in not those solutions are necessarily in the issues of technological maturity our sphere of effort, than where they the technical domain of our initial and rapid delivery of capability, or de- relate to naval ship procurement training, or in the broader domain of bating the large-scale capability de- projects. Permitting an environment wider CF taskings. sign issues relating to fleet renewal, in which “creeping requirements” it merely reflects the diversity of ac- become the order of the day, or let- tivity that the naval technical branch ting ourselves become unduly and supporting public service and in- swayed by expedient opportunities dustry teams experience on a daily during a project’s definition phase can basis. result in potentially serious, long- lasting “solutions” that are either Looking at all this leads me to unaffordable or unduly limited. Dis- comment on several interrelated ciplined engineering systems analy- points, the most obvious of which is sis is no less essential at the require- the common thread these activities ments definition phase than it is dur- share in their importance to the pri- ing the in-service support phase of macy of operations. Notwithstanding the life-cycle process. that our wide-ranging activities have their effect across very different Developing new capability, timeframes and areas of operation, whether we are talking at the equip- the clear overall objective of our ment level or the ship system level, technical support effort is (as it must is not a simple case of finding the be) to facilitate the achievement of right balance between “technology- maximum effectiveness in opera- push” and “requirements-pull.” It in- tions within the constraints of re- volves careful analysis of the maturity sources. It is also clear that expedi- of given technologies so that we can ency in fielding some new capability walk that fine line between evolution or achieving a given level of systems and revolution as we provide respon- effectiveness is not enough. It is sible and proactive technical leader- equally important to ensure that any ship to the navy. To accomplish this new capability we do introduce “has we must, above all, accept the inevi- legs.” We need to be able to sustain tability of change and establish adapt-

2 MARITIME ENGINEERING JOURNAL SPRING 2007 Forum A Canadian Common Surface Warship Concept

Article by LCdr Bruce Grychowski

ne of the exciting things mixed classes is not unprecedented (IRE-257) class, the three-ship un- about being involved with in Canadian naval experience. While modified Restigouche class (HMC Oa new ship program is the the 20 steam-driven DDE-205 ships Chaudiere, Columbia and St. opportunity to examine what we are St. Laurent-class anti-submarine Croix), the four-ship Mackenzie hoping to achieve in light of what has (ASW) destroyer escorts built in the (DDE-261) class, and the two-ship gone before. Over the next 10 to 20 1950s and 1960s were never in- Annapolis (DDH-265) class. While years Canada will replace its current tended to be the sole destroyer-type the original St. Laurent design was fleet of three Iroquois-class destroy- warships in the Canadian fleet inven- for a 2,800-ton ASW destroyer es- ers, 12 Halifax-class frigates and 12 tory, circumstances dictated other- cort, the final two ships of the design, Kingston-class maritime coastal de- wise. In fact, the 205-class and its HMCS Annapolis and HMCS fence vessels. The burning question variants comprised the bulk of Cana- Nipigon, were 3,000-ton vessels in most people’s mind, of course, is da’s naval surface combatants for built specifically as DDH anti-sub- replace them with what? The navy nearly 30 years — a remarkable marine escorts. That the variant is setting out on the most difficult achievement. classes differed in their combat sys- process of identifying the require- tems and air capability was a testa- ments for a new class of ship that During their three decades of ser- ment to the excellence of the original could potentially be the only class of vice the St. Laurents, or “cadillacs” design in facilitating the addition of surface combatant in the navy. Un- as they were known, evolved into new weapons and sensors, including like the present fleet mix, the new several variants — the seven-ship most significantly a flight-deck and ships must be truly general-purpose Improved St. Laurent (ISL) class of hangar. Across the classes the hull and capable across the full spectrum DDH helicopter-carrying destroyers, form, propulsion system, auxiliary of naval missions. the four-ship Improved Restigouche equipment, electrical system, naviga- Developing a single class of warship to replace an existing fleet of

HMCS St. Laurent, seen at left after her own conversion to carry a helicopter. The 205-class and its variants such as the Improved Restigouche-class destroyer escort HMCS Terra Nova (above) comprised the bulk of Canada’s naval surface combatants for nearly 30 years. (All photos by DND)

MARITIME ENGINEERING JOURNAL SPRING 2007 3 Forum tion system and accommodation arrangements remained the same, of- fering significant economies in terms of training and support. The St. Laurent design was also the basis for a general-purpose frigate that was designed in the late 1950s. The GP frigate program was ultimately scrapped, but the design for the star-crossed ship was to be 20 metres longer and 1,000 tons more in displacement than the 205- class. The GP frigate’s planned hull form was similar to the St. Laurent design and would have been pro- pelled by the same Y-100 steam main machinery system. The design also incorporated improvements to ac- commodations, combat systems and hull strength. The ship was intended to become the fleet’s air warfare frigate and, as such, influenced the design of the DDH-280 Iroquois class commissioned into service in the 1970s. A possible common class of surface warship designed to maximize core capability, with specialization for individual ships: command and In effect, the GP frigate and the control variant (top); general-purpose ship (middle); patrol vessel St. Laurent ships were the equiva- (bottom). (Diagram courtesy the author) lent of today’s “spiral development” concept of dividing a common ship class into variants by capability. Al- vidual ships. The variants, as I envi- ble” than the larger command and though the detailed operational re- sion them, would comprise a com- control variant, optimized for anti- quirements for a single-class surface mand and control ship, a general- shipping operations, underwater war- combatant are still being studied by purpose ship, and a patrol ship, fare, naval fire support and support the navy, the program could certainly each having capabilities particular to to forces ashore. A major component result in a build of common design, its employment. of its defensive suite would be a mine with some ships differing in size and The command and control ship countermeasures capability to allow capability outfit to meet a broad would be the largest of the three vari- it to operate safely in littoral waters. spectrum of operational require- ants and would conceivably fill a For reasons of economy the pa- ments. The benefits of building to force-level area air-defence role for a common hull and general ar- trol variant would be more or less the the fleet. A capable sensor and fire- same as the general-purpose ship, rangement would be felt immedi- control suite and a large missile in- ately through reduced construction but would have only a subset of the ventory would have to be carried to GP ship’s sensors and weapons. The costs, and over the long term support this role. As this variant through more economical single- design would be modelled along a would also be used as a task group “fitted-for-but-not-with” scheme to class crew training and life-cycle command ship, it would also be material support. allow for full outfitting should the outfitted with additional systems for need arise. The patrol vessel would A Common Class Concept specialized command, control, com- be capable of area surveillance and A possible future Canadian war- munications, computers, intelligence, boarding activities, and would be best ship program could consist of three surveillance and reconnaissance suited for domestic operations — principal major variants on a com- (C4ISR) — functions critical to sup- roles currently fulfilled by the naval mon class, maximizing the principle porting task group level activity. reserve with the Kingston-class of core capability in all fleet units The smaller general-purpose maritime coastal defence vessels bolstered by specialization in indi- ship would be arguably more “nim- (MCDVs). Of note, a patrol vari-

4 MARITIME ENGINEERING JOURNAL SPRING 2007 Forum

The common surface fleet concept is actually based upon a combi- nation and extension of modular concepts similar to those found in use by navies around the world today — such as in the USN’s commercial standard twenty-foot-equivalent unit (TEU) container system, the Blohm and Voss MEKO concept and the Danish StanFlex 3000 concept. Modularity of naval systems em- braces a concept of efficiently replaceable modules for maintenance, interchangeable modules for capability and additional modules for cost savings. Replaceable modules could sensi- bly be used for such equipment as diesel generators, auxiliary machinery and weapons to allow easy change-out for repair and/or replacement. An interchangeable module, in the extreme, could involve swapping- out the main gun in favour of an additional missile launcher, or changing a large-calibre naval fire-support gun The St. Laurent design was the basis for a general-purpose for a medium-calibre, rapid-fire air- frigate (above) that was designed in the late 1950s. Twenty defence gun. Interchangeability also metres longer and 1,000 tons more in displacement than the includes TEU container modules for 205-class, the GP ship was intended to become the fleet’s accommodation, autonomous un- air warfare frigate. The GP frigate program was ultimately manned underwater vehicles for scrapped, but its design in turn influenced the design of the mine countermeasures, ship’s boats, DDH-280 Iroquois class commissioned into service in the 1970s special-purpose boats and unmanned and modernized (top) in the 1990s. aerial vehicles. It could also include purpose-built modules for towed so- nar systems. In ships that are “fitted- ant of the common class could re- ter the superstructure for the com- for-but-not-with,” modules could pro- sult in savings in training costs for mand and control variant. As men- vide a “plug and play” capability for the naval reserve and allow a tioned, the patrol ship would be a weapons and sensors, including com- smoother integration of reservists stripped-down, “fitted-for-but-not- munication systems and their asso- into other fleet units to fill tempo- with” GP design. All three ship ciated antennas, fire-control radars rary manning shortfalls in either of variants would have common ac- and electro-optical systems. Modules the other two variants. It is possi- commodations, propulsion systems, could also be outfitted to accommo- ble that personnel and sustainment communication and navigation out- date special crew detachments as savings would offset the acquisi- fits, command and control set-ups, required for a helicopter air detach- tion and operating costs of a ship self-defence capabilities, boats, ment or trials staff. that would be substantially larger auxiliary systems, electrical power than the MCDV. production and distribution sys- A Workable Solution tems, and a flight-deck/hangar ar- There is no question that a com- Modularity rangement. All ships would be ca- mon class of ships could be produced The concept being described is pable of employing modular, spe- to functionally replace all three sur- a common class design based on cial-purpose systems to permit op- face combatant classes at sea with the general-purpose ship’s require- timization for particular operational the navy today. The benefits in de- ments, but to stretch the hull and al- roles. sign, production, operations, person-

MARITIME ENGINEERING JOURNAL SPRING 2007 5 Forum nel and sustainment costs would still have to be analyzed to validate the concept in a Canadian naval fleet context, but it seems likely that a common class design could meet the navy’s requirements. The concept is not new for us, as it has already been demonstrated as workable with the St. Laurent class and, for that matter, with the 1950s-era general-purpose frigate even though it was never built. The modularity component could provide affordable flexible capability well beyond any ship design past or present. The core of the next generation of Canadian warship should have maximum commonality, specialization to meet mission roles, modular flexibility and spiral development in a con- tinuous building program. The fewer ship classes within the fleet, the HMCS Kingston: The patrol variant of a conceptual common class would smaller the cost of design and acqui- be best suited for the roles now filled by the naval reserve with the sition. Moreover, a move away from Kingston-class maritime coastal defence vessels. (DND photo) feast and famine shipbuilding programs will reduce start-up costs and the significant learning curves asso- mizing commonality, designing in LCdr Grychowski is the combat ciated with each program. A con- flexibility through system and equip- systems manager for the Single struction facility with a long-term ment selection, and developing modu- Class Surface Combatant Project building program can produce econo- lar equipment and systems that can in Ottawa. The opinions expressed mies in time and cost, especially if be moved on and off the ship as mis- in this article are his own, intended many features of the design are com- sion requirements dictate. In a con- for discussion only, and do not mon across the class and over time. stantly changing world this concept represent official opinion or policy could meet Canadian naval require- of the SCSC Project. The goal of generating capable, ments well into the future. affordable and sustainable ships can be achieved. Too much specialization will adversely impact design, construction and sustainment costs. The solution may therefore lie in maxi-

Maritime Engineering Journal Objectives • To promote professionalism cussed, even if they might be con- • To provide announcements of among maritime engineers and troversial. programs concerning maritime technicians. • To present practical maritime engineering personnel. • To provide an open forum engineering articles. • To provide personnel news where topics of interest to the • To present historical perspec- not covered by official publica- maritime engineering commu- tives on current programs, situations tions. nity can be presented and dis- and events.

6 MARITIME ENGINEERING JOURNAL SPRING 2007 Machinery Repair: Step-by-step Repair of a Main Gearbox Lube Oil Supply Line in HMCS Ville de Québec

Article by Bob Steeb Illustrations courtesy the author, FMF Cape Scott

here have been a number of failures in Halifax-class Tships of the lube oil lines that supply the bearings of the main gearbox. The fall 2005 issue of the Maritime Engineering Journal contained an article1 on the technical investigation into this problem and its cause. This article describes a particularly challenging repair made to one of the failed lines. In October 2005 the patrol frigate HMCS Ville de Quebec (FFH-332) experienced a cracked lube oil sup- Location of oil feed pipe ply line to bearing No. 111 on the star- on gearbox (sound panel board gearbox at the external pipe/ removed) gearcase weld (Figs. 1 and 2). This bearing is the aft journal of the upper primary gearwheel. The leak was temporarily repaired with Devcon® Plastic Steel Putty (A) Fig. 1 (Fig. 3). A permanent repair consisting of The permanent repair described a custom flange arrangement had to here was carried out by Fleet Main- be carried out as DMSS 3 had pro- tenance Facility Cape Scott in Hali- hibited welding on the gearcases fax in June 2006. because of inherent safety concerns and the possibility of damage to the Reference: gearing elements due to stray cur- [1] Lyczko, Stanley & Claude Cracked weld rents. The difficulty with this par- Tremblay, “Main Gearbox Lube ticular repair was that the gearcase Oil Supply Line Cracking in Hali- Fig. 2 is curved where the oil pipe pen- fax-class Ships,” Maritime Engi- etrates the casing, and a flat surface neering Journal, Fall 2005, pp. was required for the gearcase, gas- 18-20. ket and custom flange. Also, the drill/spot-face jig had to have a radius machined that corresponded to Temporary the gearcase curvature at this loca- Bob Steeb is a former navy marine Devcon tion. This repair method eliminated systems engineering officer (com- repair the need to weld on the gearcase it- missioned from the ranks) and is self and shifted the weak point from currently the Gearing and Gas Tur- the previous weld on the gearcase to bine Machinery Inspector at Fleet a flanged pipe segment that can be Maintenance Facility Cape Scott easily replaced if necessary in the in Halifax, Nova Scotia. Fig. 3 future. Follow the repair

MARITIME ENGINEERING JOURNAL SPRING 2007 7 The Repair — Step by Step

Bearing No. 111

Upper primary gearwheel

STEP 1

The gearcase cover and interference items were removed to gain access to bearing No. 111. The bearing cap nylock nuts, steel plates and locating dowels were Quill and turning gear also removed. extension shaft flange

STEP 2

Dial indicator 111 journal (Cap and upper to monitor lift bearing shell removed. Lower bearing shell rolled to bottom of shaft.)

The journal cap and upper half of the bearing shell were removed, and a dial indicator was fixed above the turning gear extension shaft to measure the lift required to roll out the bearing. A screw jack was used to lift the shaft into the bearing oil clearance. Screw jack for lift

8 MARITIME ENGINEERING JOURNAL SPRING 2007 Bearing oil feed hole plugged with foam STEP 3

Plug extraction The lower half of the bearing shell wire was rolled toward the bottom of the shaft until the oil supply hole from the bearing pedestal was uncovered. This hole was then stopped using a dense foam plug with an extraction wire fixed to it to prevent dirt from entering the gearbox while the oil feed pipe was being cut.

Pipe fatigue fracture area

STEP 4

Oil feed pipe removed, weld ground at gearcase penetration

On the outside of the gearcase the temporary Devcon® repair material was removed and the feed pipe was cut at the weld. The pipe broke free when it was cut approxi- mately half-way through its diameter, exhib- iting a fatigue crack that was consistent with previous lube oil supply line failures in the Halifax class. Another foam plug and extraction wire were inserted into the oil feed line on the external side of the gearcase, and the weld/pipe area was ground to bare metal.

MARITIME ENGINEERING JOURNAL SPRING 2007 9 Plug used to locate jig to centre on oil feed hole ½” UNC bolt Gearcase tap with ¼” hole drilled through centred for jig’s ½” UNC pilot drill threads, then tapped

Jig radius approximates gearcase curvature. Initially glued in place

STEP 5

A custom jig was manufactured to attach to the gearcase so that a flat gasket surface could be milled in situ. The main block of the jig was centred on the oil feed and glued temporarily into position on the gearcase. After drilling two quarter-inch pilot holes, holes were drilled through the gearcase for two half-inch UNC thread studs that would be used to fasten a custom flange. The cuttings from this procedure were captured from the underside (inte- rior) of the gearcase. The jig was then used to guide a custom-end mill manufactured to spot-face the curved oil inlet area to take a flat gasket. The mill’s side-cutters were ground off so that only the end of the mill would cut. The milling was done by hand due to the limited access.

STEP 6

After spot-facing the gasket surface, the internal oil feed to the bearing was thoroughly vacuumed, cleaned and flushed. As planned, the plugs had captured most of the debris. The cleaning was done by spraying and bottle-brushing liberal quantities of brake cleaner from the spot-face area to the internal bearing feed. A vacuum set up at the oil feed into the bearing captured everything.

10 MARITIME ENGINEERING JOURNAL SPRING 2007 STEP 7 A custom flange was machined to attach a short replacement section of oil pipe to the gearcase. The old square flange was machined and used to connect the upper end of the new pipe to the oil supply. Both flanges had sockets machined to accept the new piece of pipe. The replacement pipe section was fab- ricated from readily available one-inch schedule 40 steel pipe, whose internal diameter of 1.049” is close to the nominal 25-mm internal diameter of the original pipe. The greater wall thickness of the schedule 40 pipe would provide added strength. The two flanges and the new pipe section were test-fitted, then welded in the shop. An eighth-inch-thick Teflon gasket was machined for the spot-face/custom flange joint, allowing just enough gasket material to protrude above the spot-face for a good “squeeze.” Two B- 16 custom studs were machined, fitted and glued into the gearcase as permanent fasteners for the custom flange.

STEP 8

Remachined The bearing, gearcase and interference original square items were reassembled and the main lube flange oil system was run for an extended period. New pipe No leaks were detected.

Custom flange covering a Teflon gasket

MARITIME ENGINEERING JOURNAL SPRING 2007 11 TML — A Technology Maturity Level Measurement System for the Department of National Defence

Article by LCdr Brent Hobson

nder the current DND ing and Manufacturing Readi- and is used by NASA for integrated equipment/system acqui- ness Levels (EMRLs).4 The technology planning.7 The basic Usition process, the opera- agency uses this maturity measure- system is also in use with the US tional, engineering, scientific and pro- ment scale to support assessments and UK navies, and has been curement communities all play major of the maturity of the design, related adopted by NATO.8 The system roles. The technology transition proc- materials, tooling, test equipment, bases its ratings on demonstrated ess involves a series of linear steps manufacturing, quality and reliabil- system performance in the labora- by which information relating to ity levels, and other manufacturing tory, in the field and operationally. equipment and systems being devel- characteristics. The UK Ministry of Among these systems, Technology oped or purchased is systematically Defence has developed a similar Readiness Levels has found the great- 5 passed for action between these scale based on a nine-level system. est degree of acceptance and imple- groups. Unfortunately, there is no System Readiness Levels (SRL)6 — mentation in the US, UK and common system that allows the vari- looks beyond the straight technologi- Australian navies. In Canada, the De- ous organizations to have the same cal aspects of getting a system to fence Research and Development clear understanding of a given tech- work and interact with other systems; Canada (DRDC) organization is also nology’s maturity level at any point reflects the degree to which docu- implementing TRL for use with its in the process. This makes the task mentation, training, life-cycle support Technology Demonstration Program.9 of determining the risk associated considerations, etc., have been com- However, as noted by William Nolte with bringing a technology into ser- pleted; and (US Air Force Research Laboratory, vice very difficult. Technology Readiness Levels (TRL) Wright-Patterson AFB, Ohio), Maturity Measurement — The TRL concept originated with “The TRL scale measures ma- Concepts National Aeronautics and Space turity along a single axis, the axis of A wide body of work has been Administration in the early 1980s, technology capability demonstra- completed with regard to technology maturity measurement in the United States and the United Kingdom. As a result, a number of different sys- TMP tems have been created to measure Programmatics aspects of the technological maturity System Manufac- of equipment/systems being devel- Tech’y Tech’y Interface Design Readi- turing oped for military applications. The Maturity Readiness Maturity Maturity ness Readiness most commonly used systems are: Level Levels Levels Levels Levels Levels (TML) (TRL) (IML) (DML) (SRL) (MRL)1 Design Maturity Levels (DML)1 — establishes a series of design review 001 targets over the life of a project to 1121 improve its chances for success; 2 2 3, 4 2 Interface Maturity Levels (IML)2 — 335313 rates a technology (equipment or 4 4 6 4 2, 3 4 system) with a confidence level as 5 5 7 5 4, 5 5 to how well it will integrate with 668666 technology already in the field; 779777 Manufacturing Readiness Levels 88 888 3 (MRL) — measures the charac- 99 999

teristics necessary for a producible 1 and affordable commercial product. The UK Manufacturing Readiness Levels were selected due to the fact that there are nine levels and the UK MOD had already The US Missile Defense Agency established equivalency levels with the TRL system. has developed a five-tier measurement system known as Engineer- Fig. 1. Cross-system Integration Levels

12 MARITIME ENGINEERING JOURNAL SPRING 2007 tion. A full measure of technology TML Description maturity, or in the commercial world Level T = Technology Readiness P = Programmatics product maturity, would be a multi- M = Manufacturing Readiness dimensional metric. It’s not uncom- T – Analytical and Experimental Critical Function and/or mon to find references to 12 or Characteristic Proof of Concept: more dimensions of product or tech- • Analytical studies and laboratory/field studies to physically nology maturity. One writer speaks validate analytical predictions of separate elements of the of 16 different dimensions of matu- technology are undertaken. Example R&D outputs include rity. The TRL measures only one of software or hardware components that are not yet integrated or the 16.”10 3 representative of final capability or system. P – Interfaces demonstrated at modular level in a synthetic In 2003 DND’s Maritime Research environment: and Development Oversight Group • Identify key design risks established the Maritime Technology • Training needs analysis started Insertion Working Group to develop • Safety and environmental user requirements captured recommendations on improving tech- • Overall system availability requirements identified nology transition processes for the • High-level human factors analysis completed navy. In an attempt to broaden the M – Manufacturing concepts identified scope of technology maturity measurement in DND, the group developed a T – Component and/or “breadboard” validation in laboratory/ prototype called the Technology Ma- field (e.g. ocean) environment: Basic technology components turity Level (TML) system. are integrated. This is relatively low fidelity compared with the eventual system. Examples of research and development results The TML System include integration and testing of ad hoc hardware in a laboratory/ The Technology Maturity Level field setting. Often the last stage for funded R&D activity. system utilizes the NATO TRL sys- P – Interfaces partially demonstrated, system/subsystem in tem as a baseline, but expands each high-fidelity synthetic environment: level to incorporate measurement 4 • Review of system requirements and specifications completed criteria from the other systems de- • Preliminary safety/environmental assessments complete • Supportability work breakdown structure completed scribed in this article. It should be • Subsystem reliability and maintainability case developed for noted, however, that this prototype of subsystems. the TML only incorporates a rough • Initial human-machine interface design completed equivalency from the US and UK • Key subsystem schematics completed systems. Further work is required to • All subsystem specifications defined fine-tune the matching-up of levels. • Engineering and operational communities have negotiated a formal commitment to use the results of the research The table shown as Fig. 1 illus- M – Laboratory manufacturing process demonstrated trates that for each technology maturity level numbered vertically from 0-9, corresponding criteria from the Fig. 2. Technology Maturity Level (TML) Scale Extract other systems are shown horizontally across the table. Each level of the Applicability to DND’s Defence decision points. To use the Technol- TML scale is comprised of three Management System ogy Maturity Level system as a subareas whose criteria must be met The Defence Management Sys- tracking tool within the Defence when making determinations of tech- tem is the primary DND vehicle for Management System, the linkages nology maturity. The first subarea is bringing new systems and equipment shown in Fig. 4 would apply. the technology readiness level into service, either through the capi- (T-TRL); the second subarea, tal acquisition process or through the Conclusion programmatics (P), combines the in-service support stream.11 As Technology maturity measure- measurement criteria for interface, shown in Fig. 3, the DMS vehicle for ment is a concept that is being em- design and system issues; and the seeking program decisions is the Syn- ployed in varying degrees by NATO third subarea is manufacturing opsis Sheet (SS), with its three ma- and Canada’s principal naval allies. readiness (M). To demonstrate the jor decision points: Identification – Given the complexity of the DND different types of measurement SS(ID); Provisional Project Ap- material acquisition process and the criteria that are included in a proval – SS(PPA); and Effective interaction between the large number technology maturity determination, Project Approval – SS(EPA). Any of sections, departments and indian extract of the resulting Technol- technology maturity measurement viduals involved, some form of tech- ogy Maturity Level scale is shown as system that is being considered for nology maturity measurement would Fig. 2. use must line up with these major serve the DND acquisition system

MARITIME ENGINEERING JOURNAL SPRING 2007 13 Identification Options Analysis Definition Implementation Close-out

Formulate options Discard invalid Management/ Full operational options Detailed review, risk monitoring, i.e., initial/ capability Identify capability assessment and full operational deficiency Assess benefits of costing of selected capability milestones Operational remaining options option handover Capability-based Procurement/realty Decision: planning validation Decision: Examine risk Decision: Implementation strategies Completion

Project Approval report Decide which option Project Approval planning should be pursued Reports on status of implementation Lessons learned Definition planning Sheet — Effective Synopsis Synopsis Sheet — Provisional Synopsis Synopsis Sheet — Identification Synopsis Fig. 3. Defence Management System Phases participants well. Although a number DMS Phase/Decision Point of different systems have been de- Technology Maturity Level veloped to measure various aspects Identification 1, 2, 3 of technology maturity, no single one Synopsis Sheet — Identification Level 3 Confirmed of them adequately presents a complete picture of technological matu- Options Analysis 4, 5 rity. The prototype Technology Synopsis Sheet — Provisional Level 5 Confirmed Maturity Level system was therefore Project Approval developed to provide a composite of Definition 6, 7 the major maturity submeasurement Synopsis Sheet — Effective Project Level 7 Confirmed systems as a working tool for DND Approval that can easily be utilized within the Implementation 8 Defence Management System. Fur- Close-out 9 ther details and complete references concerning this system may be ob- Fig. 4. TML/Defence Management System Linkages tained in the full report published by DRDC Atlantic (DRDC Atlantic CR 2005-279, May 2006). [6] United Kingdom, MoD, System e-mail Tuesday 2 August 2005 Readiness Level (SRL) Guidance, 17 12:58 p.m. References March 2006, available at http:// [11] Department of National Defence/ [1] United Kingdom, MoD, Design Ma- www.ams.mod.uk/ams/content/docs/ VCDS Defence Planning and Man- turity Levels, 8 February 2006, avail- srl/srl.pdf, 13 June 2006. agement, available at: http:// able at: http://www.ams.mod.uk/ams/ [7] Mankins, John C, Technology Readi- www.vcds.forces.ca/dgsp/pubs/pag/ content/docs/trl_guide/ ness Levels — A White Paper, Ad- pag_e.asp?chp=2&sec=90, 4 April prodmaty.htm, 14 June 2006. vanced Concepts Office of Space 2005. [2] United Kingdom, MoD, Acquisition Access and Technology NASA, 6 Management System, available at April 1995. http://www.ams.mod.uk/ams/ [8] NATO Undersea Research Centre, default.htm, 12 October 2005. Technology Readiness Levels, avail- [3] United Kingdom, MoD, Manufacturing able at http://www.dtic.mil/ndia/ Technology Maturity Levels, 10 June 2003science/shaff.pdf, 12 January LCdr Brent Hobson is the secre- 2004, available at http://www.ams. 2006. tary for the Maritime Technology mod.uk/ams/content/docs/trl_guide/ [9] Maritime Technology Insertion Insertion Working Group with the prodmaty.htm, 25 October 2005. Working Group, MTIWG Final Re- Defence Research and Develop- [4] United States, DOD/Undersecretary port, Annex E — Using Technology ment Canada (Atlantic) agency in of Defense, Managers Guide to Tech- Readiness Levels at DRDC, March Dartmouth, Nova Scotia. nology Transition in an Evolutionary 2006. Acquisition Environment Ver 1, 31 Janu- [10] Nolte, William L, Supportability & ary 2003, pgs 57, 58. Systems Engineer AFRL Sensors [5] United Kingdom, Manufacturing Directorate, Wright Patterson AFB, Technology Maturity Levels. TRL Calculator, MRL Background

14 MARITIME ENGINEERING JOURNAL SPRING 2007 Configuration Management Is this YOUR ship?

Article and photos by CPO1 Jeff Morrison, with Brian McCullough

treadmill stowed in the flats, an extra ice machine Snack attack — Aattached to a bulkhead, a coffee hotplate set up in a conven- ient location — non-conformance to a ship’s authorized configuration plan can show itself in many ways. Fre- quent informal visits to ships by Fleet Technical Authority and Sea Train- ing staffs, and formal engineering and maintenance (E&M) inspections and configuration management audits have uncovered numerous such non- conformities. Unfortunately, unap- proved modifications such as the ones described in this article can cause all sorts of difficulties that may not be obvious at first glance. Within a class, compartments are supposed to have the same name from one ship to another, and ships are all supposed to carry the same equipment in the same location. There are good reasons for this. Sail- ors moving from ship to ship must know exactly where to go in the event of an emergency pipe, and know exactly what equipment they It’s hard to believe, but this poorly secured fridge and coffee can expect to find there. Confusion brew station were installed in a ship’s machinery control room. can have serious safety repercus- Note the third coffee pot sitting in the “waiting station” up top. sions. Compartments must be indi- The vented panel to the right is the machinery control console cated on the class incident board by which contains controls for 5,000-plus machinery sensors. If their official names, not by some new the contents of that one pot of full-bodied dark roast coffee name created on the whim of current were to somehow find their way into the open vents of the MCC, the ship could suffer inconvenient failure of such nice- or previous ship’s staff. Likewise, to-haves as the main machinery, steering and valve controls. damage control equipment and other safety gear must not only be consistent from ship to ship, but ac- cessible at all times. When that ac- ture, paneling, freezers, exercise electrical short hazards. In some tion alarm goes off, there just isn’t equipment — all of this must be ap- cases, fitted ship’s equipment such time to clear a treadmill out of the proved, and meet rigorous stand- as electrical runs and water pipes way of a fire-fighting locker...and ards for fire-retardancy, safe stow- have been altered to accommodate put it where? age and, in the case of electrical unauthorized “improvements.” equipment, correct hook-up. Of One ship even removed a bulkhead- Unauthorized furnishings, gen- particular concern are the non-ap- mounted locker containing an erally what could be termed “crea- proved electrical devices (ice ma- emergency burning and welding ture comforts,” have been a long- chines, bunk lights, hotplates, etc.) kit...and replaced it with a poorly standing problem in ships. Furni- which pose significant fire and secured freezer.

MARITIME ENGINEERING JOURNAL SPRING 2007 15 Making unauthorized changes to a ship’s configuration — I won’t Exercise your right to breathe — even begin to describe the problems associated with buckshee software “upgrades” — doesn’t only compro- mise ship and shipboard safety. From a maintenance perspective, maintenance facilities or shipyards compet- ing for work periods generally look at class drawings and related documentation when preparing their bids, not at individual vessels. If something has been modified, removed or added and does not show up in the official class documentation, the confusion could lead to substantial extra costs and time delays. Furthermore, significant damage can occur when size- able changes have been made to a ship, especially when done by per- sons not qualified to do so. Grinding Picture this: The flats have suddenly filled with smoke. Visibility off welds, removing equipment seats is zero. You have seconds to reach the EEBD locker containing or welding things to a ship’s hull can emergency escape breathing devices that will give you 25-30 inadvertently cause unseen cata- seconds of additional breathing time as you make your escape. But first, “see” who else might be stumbling by in the darkness strophic damage. and ask them if they wouldn’t mind putting their own escape It is also very important that weight plans on hold for a moment to give you a hand throwing off a growth in naval vessels be kept to a few lashings and moving a hundred kilos of exercise machine minimum. Weight gain and the redis- out of the way of the EEBD locker. Larger exercise equipment than this has also been found parked in front of fire-hose racks tribution of weight in ships are always and hydrants. significant concerns as the uncontrolled movement of weight aboard ship can critically affect a ship’s stability performance and capability. a bit of a different story as they are [3] MARCORD G-22, Vol. 2 So why do so many ships not con- generally fast-tracked to get a ship [4] NEMS Part 10 form to standards? Non-compliance ready for deployment as quickly as [5] 10040-1 (DGMEPM) March is often attributed to quality-of-life possible. Unfortunately, these special 2003 issues that lead a ship’s senior per- temporary equipment fits are difficult sonnel to bypass the engineering to reverse once a ship has returned change (EC) process and have the from deployment, especially if there work done by ship’s staff. In some was no temporary EC paperwork cases, as with fitness equipment, for filled out at the front end. No paper- example, the lack of policy and/or di- work means no specifications, end date rection leaves ships to purchase or approval, and we are back to where CPO1 Jeff Morrison is the staff of- whatever they like. Unfortunately, we started with many of the problems ficer for configuration manage- treadmills, free weights, etc., often associated with configuration non-con- ment in Maritime Forces Atlantic. end up in areas not suitable for such formance. His job is to ensure the control of equipment, and are not appropriately So look around your own ship. You configuration items and layout secured. be the “talent scout.” Is there any- aboard ships, as per CMS policy thing you see that could earn itself a on configuration management. He Not all configuration problems can featured spot in a future installment presented this topic at the 2006 be blamed on comforts and luxuries. of “Is this YOUR ship?” MARLANT naval technical semi- For example, when engineering nar in Halifax. changes have been approved but no References priority has been assigned to them, [1] R 301940Z APR 99 – Configu- ships are put in a position of either do- ration Management Survey ing without, or implementing the [2] C-03-005-033/AA-000 – NEM changes themselves. Mission fits are Part 7, Section 3

16 MARITIME ENGINEERING JOURNAL SPRING 2007 Book Reviews

The Japanese Submarine Force and World War II

Reviewed by LCdr Blaine Duffley

The Japanese Submarine Force nese began their own construction and World War II programs, and by the end of the Sec- by Carl Boyd and ond World War had built the largest Akihiko Yoshida submarines in the world. Notably, Blue Jacket Books the Japanese I-400 displaced 5,223 Naval Institute Press © 1995 tons surfaced, comprised two pres- ISBN 1-55750-015-0 sure hulls, could embark and recover 272 pages, illustrated, indexed three seaplanes, and had a range of $28.50 37,500 nautical miles. This was impressive capability even by modern espite its strategic impor- submarine standards. Dtance and geographic scope, The main premise of the authors the war in the Pacific, particularly the that flows throughout the book is that naval component, tends to get some- the Japanese submarine force was what less attention in general by Ca- often misemployed by the Imperial nadians due to our more significant staff. Had the Japanese conducted role in the Atlantic. This observation their submarine operations more ef- is especially true when speaking of fectively (read, similar to Allied or anti-submarine warfare in the Pa- German doctrine) they would have Their mission was 80 percent com- cific theatre, and on the role of Japa- had much greater impact. As it was, plete when, on the return voyage to nese submarines in particular. despite some impressive successes, Japan the boat hit a British mine in Carl Boyd, professor emeritus of the tale of Japanese submarines Japanese-occupied Singapore and history and eminent scholar emeritus throughout the Second World War is was lost. at Old Dominion University in Nor- more one of frustration and missed Boyd and Yoshida make it clear folk, VA, and Captain (ret.) Akihiko opportunities. through numerous examples that Yoshida, Japanese Self Defense code-breaking Ultra (Enigma in the Some of the early technological Force, have filled a notable gap with Atlantic) led to the sinking of many advances, such as guns, seaplanes their detailed account of the Japa- Japanese submarines. This situation and advanced torpedoes (triple the nese submarine force’s service in the led one Japanese commander to range of USN torpedoes), were Second World War. state that, “you could walk from Sin- driven by open-minded innovation. As gapore to Tokyo on American peri- The authors commence their the war progressed, however, the scopes.” Ultra turned this perception chronology with a detailed account functional employment of the subma- into an unfortunate “reality” for the of the birth and development of Japa- rine force — submarines were be- Japanese. nese submarine capability. The es- ing used for resupply, as transport for tablishment of the Japanese subma- midget submarines and for mass The authors sprinkle the book with rine force in the early 20th century evacuations — became representa- numerous stories of missed opportu- was part of the Imperial plan for na- tive of the increasingly desperate nities by the Japanese that will pique val dominance in the region. It began, state of affairs Japan was finding it- the interest of readers who enjoy the in an industrial pattern to be much re- self in. “what ifs” of history. These include: peated, with the purchase in 1904 of What if the Japanese had rendered five 54-foot (16.5-metre) Holland One can’t help but sympathize the Panama Canal inoperative? What submersibles from the Electric Boat with the crew of submarine I-30. if they had sunk the USS Indiana- Company in Groton, CT. This pre- After conducting operations in the polis before she had delivered the ceded purchases from the British, Indian Ocean and taking on supplies atomic bombs? or, What if Japanese French, Germans and Italians. With south of Madagascar, I-30 voyaged submarines had emphasized patrol- this rapidly attained and broad appre- to Lorient, France to embark some ling the eastern Pacific and effec- ciation of submarine design the Japa- sophisticated German technology. tively isolated Hawaii?

MARITIME ENGINEERING JOURNAL SPRING 2007 17 Book Reviews

While the book is exceptionally submarines by the Japanese Imperial unique and important perspective well referenced and scholarly, it is staff, rather than providing them with regarding a theatre of war for which perhaps most engaging when the au- patrol orders that exploited the sub- much has been written from the Al- thors highlight the personal sacrifice marine’s tactical advantages. lied perspective. and frustration of the Japanese submarine service. When they were While The Japanese Submarine successful, the effects were devas- Force and World War II is highly tating. As the authors posit, the Al- recommended as an engaging read lies were fortunate that the Japanese for anyone interested in naval war- LCdr Duffley is currently serving successes were limited by the regu- fare in general, it would be an essen- as the acting section head for sub- lar misemployment of Imperial sub- tial reference for those with a par- marine combat systems engineer- marines. This was generally demon- ticular penchant for submarine war- ing in DMEPM(SM) in Ottawa. strated by the frantic retasking of fare in the Pacific. It provides a

North Atlantic Run: The Royal Canadian Navy and the Battle for the Convoys Reviewed by LCdr Patrick Smithers

North Atlantic Run: The Royal white training films at the Naval Of- Canadian Navy and the Battle for ficers Training Centre in the mid- the Convoys 1980s. Identical in content to the by Marc Milner* hardcover, this new paperback edi- Vanwell Publishing Limited tion of naval historian Marc Milner’s ([email protected]) © 2006 work contains volumes of informa- ISBN 1-55125-108-6 tion which had previously been una- paper, 327 pages vailable to the general public. The illustrated, indexed book draws on first-hand accounts, $17.95 personal recollections and memoirs of naval officers who served during the Battle of the Atlantic to examine nyone with an inkling of our the bureaucracy, material limitations A naval history knows that the and personalities that shaped our Royal Canadian Navy came of age navy’s role in the battle for the con- during the Battle of the Atlantic. The voys. performance of our corvettes, the Milner effectively illustrates how tough little ships on the North Atlan- Canada’s unofficial war aims — bol- Interesting parallels between the tic run, epitomized the can-do attitude stering our national identity, benefit- navy of today and the wartime RCN that is still prevalent in the Canadian ing materially from the war, and using can be drawn from the book. Then, navy today. what was first perceived as a short as now, procurement and force gen- I purchased and read the original European conflict to build up the de- eration were complex functions of hardcover edition of this book as a stroyer fleet — helped shape the people, things, money and time — all young and impressionable naval ca- RCN’s contribution to the conflict. in short supply. The book recounts det during MARS II training. North But that contribution was hindered how the small RCN struggled to Atlantic Run, originally published in from the outset by a shortage of come to terms with a simultaneous 1985 to coincide with the navy’s 75th trained and experienced personnel, need for rapid force generation and anniversary, captured much of what and by professional rivalries between broad force employment. Early on the official histories still don’t tell us officers of the RN, RCN, and later Milner discusses how the demands and added some colour to what we the USN, charged with securing the of building the Tribal-class destroy- were seeing in the old black-and- North Atlantic sea lanes. ers the RCN wanted, conflicted with

18 MARITIME ENGINEERING JOURNAL SPRING 2007 Book Reviews manning and maintaining the Town- raising brief encounters with enemy navy’s roots, or appreciate the story class destroyers and Flower-class (and sometimes friendly) forces are of the convoy battles beyond the corvettes the RCN had neither recounted in detail. Also included is popular tactics, raw statistics and dry wanted nor expected. an account of the deadly fight for official histories. convoy SC 42, during which the Some passages relate clashes of RCN’s first U-boat kill was overshad- will between flag officers in the owed by the loss of 16 ships. RCN, RN and USN, and the impact these had on the war against the U- I offer only two criticisms of this boats. Familiar RCN historical fig- edition of the book. First, Milner’s ures such as RAdm L.W. Murray, new preface states that the 2006 LCdr Patrick Smithers is a naval VAdm Percy Nelles and Captain edition is not a revision of his original combat systems engineer with the J.D. “Chummy” Prentice are dis- work, despite later allusions to hav- Halifax-class Modernization Pro- cussed in the book. The tug-of-war ing an older and more-informed per- gram in the Directorate of Mari- over ships and men between the spective. One would think that new time Requirements Sea (DMRS 8) commanders of Halifax- and New- information and, hence, new or bet- at National Defence Headquar- foundland-based forces receives as ter-supported conclusions could have ters in Ottawa. much attention as disagreements been added to the work 21 years between the RN, RCN and USN later. Second, like most naval histo- over tactics, escort composition and ries, the book speaks volumes of [* Historian Marc Milner is also the command and control over the west- ships and senior officers, but dwells author of Battle of the Atlantic, pub- ern Atlantic. little on the stories of the sailors who lished by Vanwell in 2003 and re- sailed the ships beyond how rotten viewed in the Winter (March) 2005 The book goes far beyond ac- their living and working conditions issue of the Maritime Engineering counts of flag officers and Naval were at sea. Journal.] Service Headquarters’ “paper war.” Generous attention is paid to the main In all, North Atlantic Run is as business of “fighting the ships.” The good a book as it was when I first drudgery of some convoy runs, as read it. I highly recommend it to any- well as some of the more hair- one who wants to understand our

News Briefs

Victoria-class Service Level Agreement

GMEPM and the Defence Research and Devel- Dopment Canada (Atlantic) agency in Dartmouth, Nova Scotia have signed a service-level agreement for Victoria-class submarine scientific support services. The SLA will directly support the submarine design authority, making key contributions to several vital aspects of the Victoria-class submarine program. Services range from submarine structural and hydrodynamic analyses to forensic investigation and metallurgical examinations

to support through-life management of submarine hull (Photo by Cdr Derek Buxton) valves. The service-level agreement provides a frame- work for enhanced communication and streamlined ser- Cmdre Richard Greenwood (DGMEPM), John Porter (DRDC–A), LCdr Mark Russell (DMEPM–SM) and vice delivery, and aims to significantly improve Dr. Ross Graham (DRDC–A) following their June 22, collaboration between the two organizations. 2006 signing of a Victoria-class service-level agree- — Cdr Derek Buxton ment for submarine scientific support services.

MARITIME ENGINEERING JOURNAL SPRING 2007 19 News Briefs

Special naval exhibit n Jan. 30 the Eastern Cana- ships and torpedoes collected by resi- Odian Section of SNAME dents of the Gulf of St. Lawrence and partnered with the Submariners As- Gaspé communities, to document the sociation of Canada (Central RCN’s two-year battle against the Ger- Branch) and industry to host the man submarine threat in Canada’s Gulf opening of a special naval exhibit at of St. Lawrence region. the Canadian War Museum in Ot- Dr. Alec Douglas, a prominent tawa. Canada Under Attack — Second World War naval historian The Battle of the St. Lawrence and former Director of History for (1942-1944) gathered stories and DND, presented an intimate keynote artifacts, including the wreckage of account of the naval battle for the St. Lawrence before an unprecedented crowd of 150 people attending this special historical event. Cdr Marcel

Hallé, the acting director of the na- (Photos by Brian McCullough) vy’s submarine technical directorate in Ottawa delivered an update on the German torpedo wreckage challenges currently being addressed recovered from the Battle of the with the Victoria-class submarines. St. Lawrence. Special thanks went to BAE Sys- historian Dr. Richard Gimblett for tems Canada, L-3 Communications their assistance in making this memo- MAPPS, Lockheed Martin Canada, rable event possible. — Glenn Thales Canada, Weir Marine Engi- Walters, Vice-chair Eastern Cana- neering, Weir Strachan & Henshaw dian Section, Society of Naval Ar- Canada, the Submariners Associa- chitects and Marine Engineers Naval historian, Dr. Alec Douglas tion of Canada, and naval command

SNAME professional development evening at NETE he Society of Naval Archi- the key commercial Ttects and Marine Engineers marine sectors of liq- held an evening of professional de- uified natural gas velopment at the Naval Engineering transportation and Test Establishment in Montreal on Arctic offshore re- Nov. 14. With the co-operation of source development. NETE commanding officer Cdr Joel Thanks to in- Parent and site manager Serge volvement from Cdr Lamirande (Weir Marine Engineer- Mike Wood (DMSS ing), the event included a summary 2), this well-attended of the testing capabilities resident at meeting coincided NETE and a tour of the facilities. with the 11th Annual One of the evening’s highlights Naval Architect Con- came from SNAME Central Region ference and proved vice-president Peter Noble, chief to be an excellent op- naval architect and technical services portunity to expand The SNAME Eastern Canadian Section executive: manager for ConocoPhillips Floating people’s professional Pierre Demers (past chair), Peter Noble (SNAME Systems, Houston. In a mysteriously network of contacts. regional VP), Bruce Cutler (treasurer), LCdr titled presentation, “Existential Ad- Jocelyn Turgeon (chair) and Glenn Walters (vice- — Glenn Walters ventures in Naval Architecture,” chair). (Photo courtesy SNAME) Peter described his experiences in

20 MARITIME ENGINEERING JOURNAL SPRING 2007 News Briefs

Suzie Dufresne — Executive Assistant to the CO at FMF Cape Breton uzie Dufresne has the distinc- Capt(N) Alex Rueben, the Stion of having served as ex- FMF’s current commanding ecutive assistant to all five com- officer, sums up the praise manding officers of Fleet Mainte- and respect Suzie has earned nance Facility Cape Breton since the for herself during the close to unit was stood up in 1996. Suzie 11 years she has been execu- joined Ship Repair Unit Pacific in tive assistant to CO FMFCB: Esquimalt from Royal Roads Military “CO after CO, she has pa- College following its closure in 1995, tiently taken us through our as she puts it, “just in time to be part learning curves, functioned of the amalgamation of SRU(P), as the FMF nerve centre and Naval Engineering Unit Pacific and corporate memory, and un- Fleet Maintenance Group Pacific erringly kept an extremely that would create FMF Cape busy office on track.” Breton.” Capt(N) Bert Blattmann, That’s high praise indeed, (Photo by MS Louisa Campeau) commanding officer of SRUP at the considering the FMF’s im- time of the amalgamation, became portance as the navy’s centre of Well done, Suzie! the first CO of the newly created maintenance excellence on the West fleet maintenance facility. Coast. (Photo : Brian McCullough)

Last October’s MARPAC naval engineering mess dinner was the perfect occasion to find a “clean sweep” of all five officers who have served as Commanding Officer FMF Cape Breton. Their current or retirement ranks are shown, along with their dates of service as CO FMFCB: From left to right...Capt(N) (ret.) Bert Blattmann (first CO, April 1996 to July 1997); Capt(N) (ret.) Dave “Jake” Jacobson (July 1997 to February 1999); Cmdre (ret.) Roger Westwood (February 1999 to August 2001); Cmdre Richard Greenwood, DGMEPM (August 2001 to July 2004); and current CO, Capt(N) Alex Rueben (July 2004 to present).

MARITIME ENGINEERING JOURNAL SPRING 2007 21 News Briefs

MARPAC Naval Engineering Mess Dinner (Oct. 12, 2006) (Photos : Brian McCullough)

Guest speaker RAdm Ian Mack (left), chief of staff to the assistant deputy minister for materiel, with FMF Cape Breton commanding officer Capt(N) Alex Rueben at the MARE mess dinner. In good navy storytelling fashion, RAdm Mack delivered a professionally inspiring message through a series of short anecdotes.

— Cooks for a day SLt Lance Mooney and Lt(N) Jérémi Thébeau, braved the barbecue smoke to flip some decent burgers and sausages for lunch on Day 1 of the MARPAC Naval Engineering Seminar last October.

MARLANT Naval Technical Officer Awards Mess Dinner (March 22, 2007)

A quiet moment during the MARLANT Naval Technical Officer Awards Mess Dinner held in the CFB Halifax wardroom in March. Naval historian Dr. Richard Gimblett was this year’s guest of honour.

(Photo by Cpl Peter Reed, Formation Imaging Services)

22 MARITIME ENGINEERING JOURNAL SPRING 2007 2005 Naval Technical Officer Awards

Text by Lt(N) Dave Hooper, he Naval Technical Officer Awards are presented annually to recognize CFNES Officer Training Division Tthe achievements of our best junior naval technical officers in their pursuit of leadership and engineering excellence. The 2005 NTO awards were Photographs by Cpl Jodie Cavicchi, presented at the annual Naval Technical Officer Mess Dinner on March 30, Formation Imaging Services 2006 at the CFB Halifax Wardroom.

Naval Officer’s Association MacDonald Dettwiler of Canada (NOAC) Award Mexican Navy Award Award

The NOAC Award is presented an- The Mexican Navy Award is pre- The MacDonald Dettwiler Award is nually to the candidate with the best sented annually to the candidate with presented to the best overall naval academic performance and officer- the best academic standing and of- technical officer who achieved Head like qualities on completion of the ficer-like qualities on the NCS Eng of Department qualification. John Naval Engineering Indoctrination Applications Course. Mexican Naval Moloney, MacDonald Dettwiler, pre- Course. Cmdre (ret.) Mike Cooper, Attaché Capt(N) Chiñas presented sented the award plaque and naval NOAC, presented the award shield the award plaque and Mexican na- sword to Lt(N) Anthony March. and the book, The Ships of Cana- val sword to A/SLt Jennifer Runners-up were Lt(N) Morrell, da’s Naval Forces 1910-1985, to Waywell-Jones. Lt(N) MacDougall and Lt(N) Bank. NCdt Michael Noel. L-3 MAPPS Saunders Lockheed Martin Canada Memorial Award Weir Canada Award Award

The L-3 MAPPS Saunders Memo- The Weir Canada Award is presented The Lockheed Martin Award is pre- rial Award was renamed in memory annually to the best overall candidate sented annually to the best overall of Lt(N) Chris Saunders. It is pre- who achieved the MS Eng (AIRY) candidate who achieved the NCS sented annually to the candidate with qualification. Mike Davies, Weir Eng (AIRX) qualification. Cdr (ret.) the best academic standing and Canada Inc., presented the award Bob Bush, Lockheed Martin Canada, officer-like qualities on the MS Eng plaque and naval sword to Lt(N) presented the award plaque and na- Applications Course. Wendy Aller- Mark McKiel. Runners-up were val sword to SLt Rick Fifield. Run- ton of L-3 Communications MAPPS Lt(N) MacArthur, Lt(N) Sargeant, ners-up were SLt Chouinard, SLt presented the award plaque and the and SLt Plante. Masood and SLt Gervis. Modern Engineer’s Journal to SLt Neil Ellerington.

MARITIME ENGINEERING JOURNAL SPRING 2007 23 2006 Naval Technical Officer Awards

he NTO awards recognize the dedication, hard work and technical excellence of NTOs in obtaining their training milestones during the Photographs by T previous year. Regardless of who wins of any particular award, it is a signifi- Cpl Peter Reed cant accomplishment even to be considered a candidate. The 2006 awards Formation Imaging Services were presented at the Naval Technical Officer Mess Dinner on March 22, 2007 at the CFB Halifax Wardroom. Naval Officer’s Association MacDonald Dettwiler of Canada (NOAC) Award Mexican Navy Award Award

The MacDonald Dettwiler Award is The NOAC Award is presented an- presented annually to the best over- nually to the candidate with the best The Mexican Navy Award is pre- all naval technical officer who academic performance and officer- sented annually to the candidate with achieved the Head of Department like qualities on completion of the the best academic standing and of- qualification. Phil Hancox, MacDon- Naval Engineering Indoctrination ficer-like qualities on the NCS Eng ald Dettwiler, presented the award Course. Cmdre (ret.) Mike Cooper, Applications Course. Mexican Naval plaque and naval sword to Lt(N) NOAC, presented the award shield Attaché Capt(N) Amezaga pre- Darryl Gervis. Runners-up were and the book, The Ships of Cana- sented the award plaque and Mexi- Lt(N) Tim Gibel, Lt(N) Mark da’s Naval Forces 1910-1985, to can naval sword to SLt Raphael McKiel and Lt(N) Simon Summers. SLt Shauna Masson. Liakas. L-3 MAPPS Saunders Lockheed Martin Canada Memorial Award Weir Canada Award Award

The L-3 MAPPS Saunders Memo- rial Award is named in memory of The Weir Canada Award is presented The Lockheed Martin Award is pre- Lt(N) Chris Saunders. It is presented annually to the best overall candidate sented annually to the best overall to the candidate with the best aca- who achieved the MS Eng (AIRY) candidate who achieved the NCS demic standing and officer-like quali- qualification. Serge Lamirande, Weir Eng (AIRX) qualification. Mark Dull, ties on the MS Eng Applications Canada Inc., presented the award Lockheed Martin Canada, presented Course. Gwen Saunders joined plaque and naval sword to SLt the award plaque and naval sword to Wendy Allerton of L-3 Communica- Patrick Larose. Runners-up were Lt(N) Robin Moll. Runners-up tions MAPPS to present the award Lt(N) Brad Pelley, SLt Caitlin Wade, were Lt(N) Adrian Leverton, SLt plaque and the Modern Engineer’s and Lt(N) Mark Miele. Johnathan Plows and SLt Cameron Journal to SLt Troy Hulme. Fancey.

24 MARITIME ENGINEERING JOURNAL SPRING 2007 as Hood SPRING 2007 SPRING Vice-admiral (ret.) Sir Louis Le Vice-admiral a junior engineer and retired from the Royal Navy in 1975, took over the King-Lewis at a presidency from Dr. Inn Volunteer monthly meeting at the in December 1980. Yealmpton at Le Bailly also served as mess (VAdm president at RNEC Manadon during the construction of the wardroom from Le VAdm 1956 to 1958.) In 1998 Hammers- Bailly wrote to RAdm P.G. back to “When I first went ley, Keyham on the staff as Lieutenant in 1941 there were only two Quart Club members. It was when we got the show on the road again that I was run in by the Crownhill Police for being drunk in charge of a bicycle as we raced from Roborough to Manadon.” Hammersley went back in the records and found, “February 1941: The Bailly, who served in HMS Bailly, The Blacksmith Arms, Lamerton, Devon. This The Blacksmith Arms, Lamerton, meeting of the English pub was the site of the first in 1930. Royal Naval Engineers Quart Club (RNEQC) he Royal Na- val Engineers and to discourage CANADIAN NAVAL TECHNICAL HISTORY ASSOCIATION HISTORY TECHNICAL CANADIAN NAVAL The founding president was Lieu- T Quart Club “gin habit.” In people’s December 1930 it was decided to extend the activities of the club beyond the bar and form a general sports club. Since then the club has taken on a more general character, with particular emphasis on charity work. It consists in the main of retired and serving engineering officers, with worldwide membership now over 1,200. tenant (E) H.C. Brown who, as a was killed in action in commander, 1941. The other founding members were engineering-lieutenants F.L. Wilkinson King-Lewis and F.B.A. (who died in 1989). King-Lewis was invalided out of the navy in 1934 and He became presi- became a doctor. dent of the Quart Club in 1947, the post having been vacant since death in 1941. He stayed on Brown’s as president for 33 years until 1980, and when he died in 1997 the club turned out in numbers for his funeral. was founded at the Royal Naval Engineer- ing College at Keyham, Plymouth on July 1, 1930, the object being to form a beer drinking club Photographs courtesy the Canadian Quart Club Photographs courtesy The Royal Naval Engineers Quart Club Naval Engineers The Royal Smith Article by Gordon • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Est. 1997 is the unofficial newsletter of the newsletter is the unofficial Directorate of History and Herit- Preserving Canada’s Naval Technical Heritage Naval Technical Canada’s Preserving CNTHA News Canadian Naval Technical History Association. History Technical Canadian Naval Please address all correspondence to the pub- Chief of the attention Michael Whitby, lisher, Naval Team, age, NDHQ Ottawa, K1A 0K2. Tel. (613) 998- Tel. 0K2. K1A NDHQ Ottawa, age, expressed are 7045, fax 990-8579. Views those of the writers and do not necessarily re- The editor DND opinion or policy. flect official reserves the right to edit or reject any editorial material. CNTHA Chairman Saker RAdm (ret.) M.T. CANDIB Committee Chairman Thatcher Tony Directorate of History and Heritage Liaison Michael Whitby Maritime Engineering Journal Liaison Brian McCullough Newsletter Production Editing Services by Communications Brightstar Ontario Kanata, CNTHA News anniver- th Preserving Canada’s Naval Technical Heritage Naval Technical Canada’s Preserving The idea of a Canadian branch of CNTHA News — Spring 2007 — Spring News CNTHA sary of D-Day commemorations at sary of D-Day commemorations Portsmouth. the Quart Club was first raised in late Gosden, a Steve 1990 by Lt. Cdr. Royal Navy exchange officer serving in the Directorate of Marine and Elec- trical Engineering in Ottawa, and who Gerry Lanigan, ex-Royal Navy, work, and dedication of successive the Presidents and Secretaries and to is support of the membership which stronger than it has wider and today, ever been.” In 2005 the Quart Club presidency passed to RAdm (ret.) the former Chief Naval Wood, Mike Engineering Officer for the Royal and the man responsible for Navy, planning and staging the 50 On loan from the Royal Navy, Lt Cdr Nigel Navy, On loan from the Royal in company with Kennedy lifts his glass the Canadian Quart former president of Club , Gerry Lanigan. (Ottawa, 2006)

VAdm Le Bailly handed over the Le VAdm The club survived a transfer of the The Canadian Quartists with their spouses at the Quart Club’s January 2006 The Canadian Quartists with their spouses at the Quart Club’s January annual dinner hosted by John Frank at the Royal Ottawa Golf Club. George at Roborough – It had been Roborough – George at was hard but the meeting snowing action Due to enemy well attended. room was no gas and the there was was discussed for freezing. Business we repaired to the about 5 minutes and a fire.” By 1944 bar where there was again but having the club was thriving short- difficulties with transportation, and other problems age of beer, caused by the war. Pillar William Adm Sir presidency to club for 12 years. in 1983 who led the When RAdm Hammersley took over in 1995, he shared these thoughts during his after-dinner speech: “The Club is thriving, though it has sometimes been criticized and indeed its existence is threatened. Some people feel that it elitist, but I am not sure what is wrong with that as long as it is not divisive. If a group of congenial and like-minded people choose to get together to quaff some ale, why shouldn’t they as long as they don’t hurt others? If those same people go further and do a great the deal of positive good for others, existence is totally justified.” Club’s headquarters branch from Manadon, in Plymouth to Sultan/Collingwood Portsmouth. According to Adm Ham- “The Club owes its existence mersley, of and its strength to the influence some great men over the years, to hard • • • • • • • • • • • • • • • • • • • • • • • • •• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 26 27 .rneqc.ca/ http://www Gordon Smith is Honourary Smith Gordon of the Royal Naval Secretary Engineers Quart Club Canada. information and photos More may be found at the club’s website: Ottawa Golf Club. It is a wonder- ful event, with spouses in attendance. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• In May 1999 J.Y. Clarke stepped In May 1999 J.Y. Membership in the Canadian Quart Cleaning House? “Quartists” Dave Riis, Bryan Allen and Gerry Lanigan with Riis, Bryan Allen and Gerry Lanigan “Quartists” Dave their pub gathering last Quartist-author Gordon Smith at Royal Naval The Canadian branch of the October. in 1992. Engineers Quart Club was founded down as branch president and was succeeded by Gerry Lanigan. Cdr deRosenroll was elected Tony honourary secretary in January 2000, but had to relinquish the post less than the a year later when he was posted to Coast. Gerry became the ad hoc West secretary until the author volunteered in to assume the secretarial mantle 2003. stands Club, which is by invitation only, at about 50 active members, six of whom live outside the Ottawa area. The club meets every six weeks at different pubs throughout the Ottawa area. Our “highlight” meeting of the year is now hosted each January by John Frank of the Royal Of- Bytown The Canadian Naval Technical History Association is working hard at preserving Canada’s naval technical Association is working hard at preserving Canada’s History Technical The Canadian Naval technical documents, drawings, heritage. If you are planning to dispose of any unclassified/declassified naval Acting Sinclair, Warren contact videos, or other material you think might have historical significance, please Arrangements will be made to exam- of History and Heritage in Ottawa. Archivist with the Directorate Chief Sinclair Warren significant. ine your material, and steps will be taken to preserve whatever may be historically important naval Thank you for doing your bit to preserve Canada’s can be contacted at (613) 998-7060. technical historical record. In early 1992, after consultation In early 1992, after Meetings were held about every six CNTHA News — Spring 2007 — Spring News CNTHA with headquarters at the Royal Naval with headquarters Manadon, ap- Engineering College, to establish a Ca- proval was granted the Quart Club in nadian branch of to elect Ottawa, with permission In locally. honourary life members Clarke (now de- June 1992 Jim (J.Y.) life ceased) was elected as the first vice-president, with Gerry Lanigan The named as honourary secretary. early meetings included such stalwarts Allan Allen (1956), Dudley as Bryan (1949), Jim Clarke (1950), Keith Davies (1957), Steve Gosden (1980), Charles Gunning (1956), Dick Hodgson (1963), Stan Hopkins (1950), Don Jones (1946), Jim Knox (1952), Bob Lane (1942), Gerry Lanigan (1966), and Mike Saker (1967). weeks, with attendance and member- a In 1994 ship increasing steadily. charitable element of the Canadian activities was established Quart Club’s the in the form of an annual donation to the Perley Rideau Foundation. Over years the Remembrance Day cheque presentation at the Perley and Rideau well Health Centre has been Veterans’ attended by hospital residents and members. ficers Mess to gauge interest, which ficers Mess to gauge proved to be strong. Preserving Canada’s Naval Technical Heritage Naval Technical Canada’s Preserving had immigrated to Ottawa 10 years to Ottawa had immigrated “Quar- of Canadian number A earlier. the Ottawa known to be in tists” were meetings a couple of trial area, so HMCS were held at the Preserving Canada’s Naval Technical Heritage Naval Technical Canada’s Preserving CNTHA News — Spring 2007 — Spring News CNTHA CANDIB Oral history interviews for the Canadian Naval Defence Industrial Base Oral history interviews for the Canadian At top, Gord Smith interviews (CANDIB) Project are still going strong. Thatcher (above and Tony Wilson RAdm (ret.) Bill Christie, while Don Porter. centre) learn what they can from Frank left, Interviews

Oral History Oral

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •• • • • • • • This beautiful builders hull-plating model of a Fundy-class minesweeper is one of several This beautiful builders hull-plating model of a Fundy-class minesweeper in Victoria, BC. such half-models on display at the Maritime Museum of British Columbia (Photo by Brian McCullough) Museum Quality — 28