Maritime Engineering Journal

National Defense •*• Defence nationale

Maritime CIMTHA Engineering l\lews inside! Journal CANADA'S NAVAL TECHNICAL FORUM June 1999

Photo Contest Winner! Leading Seaman Gary Drainville of Halifax, N.S. snapped this winning portrait of LS J.B.Y. Menard "putting on a snort" for the last time before HMCS Ojibwa's final sailpast in May 1998. (First Place $150) Our photo contest brought in 50 great photo submissions. Turn the page to see the rest of the winning entries.

Also: • Converting TSRVs into Diving Tenders • Forum: How important is the Divisional System to morale?

Canada The Rest of our Photo Contest Winning Entries

"HMCS Edmonton" (Second Place $75) by CPO2 Ken Levert, HMCS Protecteur

"Medevac" (Third Place $25) by CPO2 Doug Morris (Submitted by PO1 David Ross, CFB Borden)

"HMCS Calgary in Drydock" (Category: Equipment $25) by PO1 David Ross, CFB Borden

"HMCS Ontario" (Category: Ship/Vessel $25) by Cmdre (ret.) W.J. Broughton, Ottawa

"Damage Control School Esquimalt" (Category: People $25) by MBdr Jon O'Connor, LFCA Headquarters Maritime

Engineering JUNE 1999

Journal Vol. 18, No. 2 (Established 1982)

DEPARTMENTS Guest Editorial: A Change of the Watch by Capt(N) Gerry Humby ...... 2 Commodore’s Corner: Prefacilitated Contracts by Cmdre J.R. Sylvester ...... 3 Letters ...... 3 Forum: Engineering Recognition by Cmdre (ret.) W.J. Broughton ...... 4 The Naval Divisional System and its Fundamental Importance to Morale in the Navy by Lt(N) Keith Coffen...... 5 Director General FEATURES Maritime Equipment Program Management The Canadian Navy’s Solution to Commodore J.R. Sylvester, CD Simulation-based Command Team Training by LCdr Steven Yankowich...... 7 Editor Captain(N) David Hurl, CD Extended Work Period Management — Principles for Success Director of Maritime Management and by Irek J. Kotecki and David B. Jones ...... 14 Support (DMMS) Yard Diving Tenders — A Successful Vessel Conversion Project Editorial Adviser by Ed Chan and Lt(N) Gaston Lamontagne ...... 20 Bob Weaver Greenspace: DGMEPM Special Projects Officer Protecting the Oceans in Future Production Editor / Enquiries by LCdr Mark Tinney ...... 22 Brian McCullough HMCS Fredericton Joins the Solid Waste Management Fleet Tel. (819) 997-9355 / Fax (819) 994-8709 by Sean Gill...... 23 Production Editing Services by Ship Signature Reduction in the Canadian Navy Brightstar Communications, by Mike Belcher and Ping. K. Kwok ...... 24 Kanata, Ontario Year 2000 Ship Readiness Technical Editors by LCdr Richard Gravel and Lt(N) Erick DeOliveira ...... 29 LCdr Mark Tinney (Marine Systems) LCdr Marc Lapierre (Combat Systems) NEWS BRIEFS ...... 31 Simon Igici (Combat Systems) CNTHA NEWS: LCdr Chris Hargreaves (Naval Architecture) Newsletter of the Canadian Naval Technical CPO1 G.T. Wall (NCMs) (819) 994-8806 History Association ...... Insert Print Management Services by Director General Public Affairs – Creative Services Translation Services by The Maritime Engineering Journal (ISSN 0713-0058) is an unofficial publication of the Maritime Engi- Public Works and Goverment Services neers of the Canadian Forces, published three times a year by the Director General Maritime Equipment Program Management. Views expressed are those of the writers and do not necessarily reflect official opin- Translation Bureau ion or policy. Mail can be sent to: The Editor, Maritime Engineering Journal, DMMS, NDHQ, MGen Mme. Josette Pelletier, Director Pearkes Building, 101 Colonel By Drive, Ottawa, Ontario Canada K1A 0K2. The editor reserves the right to reject or edit any editorial material. While every effort is made to return artwork and photos The Journal is available on the DGMEPM in good condition, the Journal can assume no responsibility for this. Unless otherwise stated, Journal ar- website located on the DND DIN intranet ticles may be reprinted with proper credit. A courtesy copy of the reprinted article would be appreciated. at http://dgmepm.d-ndhq.dnd.ca/

MARITIME ENGINEERING JOURNAL JUNE 1999 1 Guest Editorial A Change of the Watch A personal retrospective by Captain(N) Gerry Humby, CD

ooking back, it seems quite officer have even been instrumental in dustry was indeed an education. I fol- amazing to me that more than 37 part of it. lowed this with a three-year stint as years have whizzed by, seem- DMCS 2 (Surface and Air Weapons) dur- L Some of the biggest changes have ingly at the speed of light, since I began ing which time we were prime movers in been cultural. As an AB sonarman my naval career as a mere teenage ordi- NATO Sea Sparrow, and then it was back “maintainer/operator” in the three-year nary seaman at HMCS Cornwallis. In to the Coast in August of 1990, just in old HMCS Gatineau in 1962, the chances those salad days in what was then the time for Op Friction. Shortly afterward, the of me seeing an officer in the course of Royal Canadian Navy, when kit musters, pace began to get really exciting as our my daily work were zero. Officers would boot polish and parade grounds were my long-awaited new patrol frigates and mari- only be spoken to if they troubled to ad- daily fare, it would have been quite im- time coastal defence vessels started arriv- dress you, and as a general rule they possible to imagine that at the end of this ing at a breathtaking rate. Not only that, didn’t. They were in the main unpleas- great adventure I would be a full naval but the navy began a major restructuring antly snobbish, and in some cases un- captain, leading a huge and complex or- ashore which saw my own organization popular with the ship’s company — dis- ganization such as Fleet Maintenance shrink from 2,200 people to 1,100 during tinctly un-Canadian. Clearly this had to Facility Cape Scott. I have been privi- my five-year tenure. Even more exciting change, and of course it did — radically. leged to share the journey with some truly times lie ahead as we anticipate the arrival By the time I was commissioned in 1973, wonderful people — some of the finest of the first two Victoria-class submarines the transition to the wardroom was very people this country has ever produced — from the U.K. next year. pleasant and easy because of the much and it has been great fun, too (which is improved social attitude. As I close out my own naval career, why, I suppose, the 37 years have passed the message I would like to leave our jun- so very quickly). I am happy and con- The sixties brought many other signifi- ior personnel is that your future can be tented, and now that I am at this end of cant changes to the navy. On board just as full of adventure, opportunity and my career I can confidently report that the HMCS Columbia in 1965, we were half- enjoyable challenges as mine has been. marvellous and extraordinary journey has way across the Atlantic on our way to But you must always remember that “your been worthwhile. join our NATO cousins in the first Stand- attitude is the only difference between an ing Naval Force Atlantic squadron when The navy I joined in 1961 was a smaller ordeal and an adventure.” In my estima- we hoisted the new maple leaf ensign for representation of that which saw us tion our navy has the finest calibre peo- the first time. Unification of the Forces through the Second World War, but the ple, sound leadership, and a fleet of followed, and as a navy we gradually dis- people who were training us had served world-class warships. tanced ourselves from our Royal Navy in the North Atlantic convoys, and were roots. By the late sixties we were moving The other day when someone asked passing on the fruits of their hard-won from vacuum tube technology to solid- me if I had any regrets, I hastily replied, experiences. In those days most of the state and digital electronics, and I was in “No.” On reflection, however, as I prepare sailors in our ships still slept in ham- the thick of it with such uniquely Cana- for the change of the watch, I do have mocks, not bunks, and our pay was dian development projects as hydrofoil one regret — that I cannot do it all again. handed to us on top of our doffed caps. VDS, ASROC, and AN/SQS-505 digital Technology (especially in the field of You have the watch! display sonar. electronics) was a crawling infant, and even though Sir Frank Whittle had pat- Throughout the 1970s and early 80s ented his gas turbine in 1930, the idea of my career on the waterfront progressed propelling a warship with an airplane en- first at sea and then ashore through UCS [On behalf of the entire military and gine was still only in gestation. Over the and ADLIPS, after which I went to Ottawa civilian naval support community, we wish years I have witnessed enormous change to join the Canadian Patrol Frigate Project Gerry Humby fair winds and a following in the navy, and as a sailor, engineer and in 1983. Dealing with the captains of in- sea. You stood a good watch! — Editor]

The Journal welcomes unclassified submissions, in English or French. To avoid duplication of effort and to ensure suitability of subject matter, prospective contributors are strongly advised to contact The Editor, Maritime Engineering Journal, DMMS, National Defence Headquarters, Ottawa, Ontario, K1A 0K2, Tel. (819) 997-9355, before submitting material. Final selection of articles for publication is made by the Journal’s editorial committee. Letters of any length are always welcome, but only signed correspondence will be considered for publication.

2 MARITIME ENGINEERING JOURNAL JUNE 1999 Commodore’s Corner Prefacilitated Contracts — Navy is Proceeding with Caution

By Commodore J.R. Sylvester, CD Director General Maritime Equipment Program Management

ast April’s MARLANT Techni- authority, planning, contract manage- affects work currently conducted in- cal Support Seminar included a ment, unique services, etc. — which have house. In most cases, we are simply con- Llively debate on the subject of to be done in-house. Of course, it would solidating R&O, supply arrangements, prefacilitated contracts (PFCs), now the be false economy and frustrating if our FSR support and documentation services preferred support method of the Materiel contract administration were to absorb that have already been contracted to in- Group. Two concerns were tabled: first much of the time saved, and this is where dustry, but in many separate vehicles. that we, the technical community, are prefacilitated contracts come in. By bun- Where a PFC is to include work currently “contracting-out our bread and butter;” dling contract work into larger packages done in-house, consultation will take and, second, that PFCs represent alter- than in the past (e.g. one PFC to cover place. For incremental new equipment, nate service delivery (ASD) without con- hitherto separate contracts for R&O, and even ships like the MCDV, we have sultation or process. TIES/FSR, spares, data warehousing, and utilized large omnibus support contracts so on), PFCs should reduce both the from the outset because it made sense to On the first concern, we must accept amount and cost of contract administra- do so as part of a new procurement. that the world, industry and government tion. policy have all changed. The Canadian With all of this in mind, I remind you government “built” this country’s first The issue, therefore, is not with PFC that the overall objective is to provide the railway, the St. Lawrence Seaway, and so philosophy, but with the volume and type maximum amount of support for every on, but contrast this with the recent con- of work to be included in a prefacilitated budget dollar we receive. I simply will not struction of PEI’s Confederation Bridge contract. A number of you have sug- recommend to CMS or ADM(Mat) prefa- and Ontario’s highway 407. The trend is gested that downsizing and future con- cilitated contracts, or any other contracts clear: nowadays, if industry has the re- tracting-out will render us incapable of for that matter, which do not achieve sources and expertise, industry should do being a smart customer, meaning that ex- value for money. the work. Government should be as small perience in doing some work is a prereq- as possible, and should “steer, not row.” uisite to proper specification and analysis DND and the CF are no exception. Since of contract deliverables. I fully agree our downsizing, we no longer have the there is a limit beyond which we must not human resources to do as much our- go if we are to remain capable of offering selves, which means we must continue to knowledgeable analysis and independent contract-out work that is economically advice to our navy and our government. I and effectively delivered by private in- am very conscious of this responsibility dustry. and we will proceed with caution. In-house we now focus on the “war- On the second issue — PFCs as alter- rior” aspects of the military role, and on nate service delivery — it is not our in- the “smart customer” activities — design tent to bypass the ASD policy if a PFC

Letters HMAS Westralia Fire: Board of Inquiry report available on Internet was reading the Maritime Engin- Inquiry report, I concluded that a) it was I think it would be a real service to the eering Journal today and started the best BOI report I’d ever seen, and b) Mar Eng community to publicize the re- Ithinking about Cmdre Mack’s com- there were a lot of great lessons in it port and its website: http://www.navy. ments about the fire on board HMAS about engineering practice, and mistakes gov.au/9_sites/o195/boi/report.htm — Westralia (Commodore’s Corner, Feb. that arise from making assumptions Sue Dickout, DMSS 2-4, Ottawa. 1999 ). On reading the Westralia Board of (pretty much what the commodore said).

MARITIME ENGINEERING JOURNAL JUNE 1999 3 Letters

Francis in the Navy? have just been reading the Febru- HMCS “Fort Francis” (sic) in the Hedge- fied to look like a German vessel, rammed ary 1999 edition of the Journal, hog article photo. It is definitely one of the drydock gates at St. Nazaire, thus pre- Iand have noticed what I believe to the Town-class destroyers, as evidenced cluding the use of the dock as an Atlantic be an incorrectly captioned photo. In the by its very distinctive bridge superstruc- docking facility for German capital ships Hedgehog article on page 20, I think the ture. The lower portion is the configura- such as Tirpitz. ship depicted is one of the ex-American tion as per the original build of these Given the evidence, I think it is safe to “four-stackers” named after Canadian ships, and the upper portion is as modi- presume the ship in the photo is HMCS cities and rivers: HMC ships Niagara, fied in Canada in WWII. St. Francis. Regards, — Pat Barnhouse, Annapolis, Hamilton, etc. Definitely not The Town class in RCN service num- DSTM 3, Ottawa. Fort Frances, which was an Algerine- bered eight (among them being HMCS class minesweeper. “St.” Francis). These ships were a por- I do enjoy the Journal very much. Is tion of the 50 ships transferred from the there a chance of getting excess copies United States to the United Kingdom dur- sent to the Warfare Centre? — LCdr ing the fall of 1940 in the “destroyers for [A good eye, gentlemen – the four-stacker Doug Thomas, Editor of Maritime War- bases” deal (Argentia, Bermuda, etc.) to HMCS St. Francis it is indeed! A case of fare Bulletin, etc., Halifax. help the RN close the gap in escort ship mistaken identity on the part of your numbers until sufficient corvettes (and production editor. My apologies to Dr. can now confirm, after consulting later, frigates) could be brought into serv- Douglas, and also to the Directorate of MacPherson’s “Ships of Canada’s ice. Perhaps the most famous of these History and Heritage who had correctly INaval Forces” that it is definitely “four-stackers” was HMS Campbeltown identified the photo in the first place! — not the Algerine-class minesweeper which, loaded with explosives and modi- B. McC.] Forum Engineering Recognition Article by Cmdre W.J. Broughton (ret.)

continue to enjoy reading the gone into effect. And, on reflection, I am to be valid. Little has changed for them Maritime Engineering Journal sure that I would not have stayed in the since then, other than to put them on the Iand appreciate being kept on the navy for 37 years. three-phase career employment scheme. mailing list. I was particularly interested in When I was sent on Course II of the The second group I examined was air Lt(N) M.D. Wood’s open letter in the Oc- newly integrated Staff College in Toronto force officers. At the time they received tober 1998 issue. Engineering recognition in 1967, I pursued my interest in the sta- extra pay throughout the rank structure is, of course, a long-standing debate and tus of engineering within the service by even if they were flying a desk and only perhaps your readers would be interested selecting, “Dual-professionalism in the putting in minimum hours to maintain in some personal recollections from what Canadian Armed Forces” as my major their flying qualification. (Needless to say is becoming the distant past! paper. Three particular groups were exam- I took a dim view of this.) I concluded Maritime engineers have come a long ined. It is important for clarity to know that their dual-professionalism was dipo- way since 1964. That was just two years that I applied the term “specialty/special- lar, in that they received most of the ben- after I completed my naval architectural ist” to all officers (i.e. we are all officers efits of both the civilian and warrior degrees at M.I.T. You can imagine my first and then have a particular specialty). approaches to dual-professionalism. consternation when the navy considered Hence, I wrote, “Both pilots and naviga- I concluded that the first group, con- establishing a restricted duty list on the tors must come under similar approaches sisting of doctors, dentists, lawyers and recommendation of the Tisdale Report, to their professionalism as do engineers chaplains, enjoyed a civilian view of their according to which any officer with a PG ...flying pay must be eliminated except as dual-professionalism in the CF, which was degree would be too specialized to rise a risk pay when on flying duty, and status valid considering they were almost com- above the rank of commander! I submit- and career opportunities must be equal- pletely divorced from the prime warrior ted my concerns and a rebuttal quoting ized between pilots and navigators and function of integrating available man- the M.I.T. calendar which specifically between aircrew and other specialists.” In power and equipment into an effective stated that the purpose of postgraduate effect, I was saying that their professional fighting system. Hence, the policies of the studies was to broaden (and deepen) the obligation to be professional in the wartime — particularly with respect to profes- student. If integration had not come rior role was no different from the obliga- sional pay for doctors —were considered along, the intended policy would have tion of engineers in theirs. As an aside, I

4 MARITIME ENGINEERING JOURNAL JUNE 1999 Forum drew attention to my discovery that navi- ism.” Again you will notice that I called almost as much my time in engineering, gators were even worse off than engi- the warrior group a specialty, too, in an and it certainly aided my career. I hardly neers in terms of rank status. Strength effort to seek more parallel treatment in see “purple jobs” (we used to call them figures showed 73 percent as many navi- personnel policies. Such an approach, I “green jobs”) as diluting one’s engineer- gators as pilots overall, but only 10 per- stated, meant unprejudiced personnel ing professionalism as Lt(N) Wood sug- cent as many generals. policies, including the following for the gests. The question of extra pay will engineering group in particular: always reappear, but I still believe MAREs But what about engineers? First, I ar- would lose far more than they would gain gued against the then recent thinking a. no extra pay; by taking that route. The quid pro quo within the navy to train all officers (in- b. equal opportunity for promotion to would undoubtedly be limitations on both cluding engineers) for command at sea. all billets not requiring a warrior expert; job and promotion opportunities. For most, I said, it was “an unattainable c. realistic job requirement specifica- myth and an unnecessary requirement. tions and posting opportunity, particu- Finally, I see the question of profes- Dual-professionalism of all specialists larly with respect to opening up certain sional registration as a matter of personal must be based on professional ability in traditional warrior billets which need not choice. In my experience we were always only one specialty, be it engineering or be restricted to the warrior group (person- encouraged to join appropriate profes- the management of violence, coupled nel being an outstanding example); sional associations such as the Society of with an underlying professionalism in d. promotion percentages in terms of Naval Architects and Marine Engineers, terms of motivation to the service.” As far numbers and time-in-rank on par with the the Engineering Institute of Canada, the as treatment was concerned, I noted that warrior group; and Association of Professional Engineers of engineers fell into two subgroups — “the e. staff training percentages on par Ontario, etc. Senior officers, military and traditional military engineers and gunnery with the warrior group. civilian, were always willing to endorse specialists who had a consistent warrior Although at the time I thought I was our qualifications. Lt(N) Wood’s letter treatment of their dual-professionalism “whistling Dixie,” I think it is fair to say brought back many memories. It is good based on their long history and their inti- that much was redressed, not that I had to see junior officers taking their MARE mate association and training for the con- anything to do with it. The navy in its wis- role and their professionalism seriously, duct of battle,” and “the variety of new dom adopted a “Best Sailor” approach, and being prepared to speak out on such engineers which have emerged in the largely due to the foresight of vice-admirals an important and personal topic. twentieth century...whose status, employ- Jock Allan and Chuck Thomas, and ment and career opportunities failed to re- Cmdre Ray Ross. Flying pay was changed, enforce either a warrior view or a civilian although probably more for budgetary view. The result was considered to be a reasons than for considerations of sound neutral view in that the new engineers personnel policies, and “any” positions Cmdre W.J. Broughton retired from the derive few of the benefits and most of the were worked into the preferred manning navy as DGMEM in 1990. disadvantages of both the warrior and lists of engineering classifications. I my- civilian approaches to dual-professional- self enjoyed my five years in personnel The Naval Divisional System and its Fundamental Importance to Morale in the Navy Article by Lt(N) Keith Coffen

have chosen this moment to write years. Manning problems are not unique to improve. The divisional system is a key an article for the Maritime Engi- to the combat systems MOCs, and work leadership tool, yet in my opinion it is Ineering Journal because the navy is needed virtually everywhere in the suffering as a result of inattention from has begun to encounter significant diffi- navy to ensure these occupations do not the officers who are supposed to lead it. culty in retaining properly qualified and become more critical than they already experienced CSE technicians. As I under- are. Certainly, the recent pay raises and I will preface my remarks by saying stand it, last year there were 36 unplanned the proposed cost of living allowance will that my views have been formed from a releases of NE Techs and 13 unplanned help to resolve some of the problems, but relatively short, four-year period of obser- releases of NW Techs from the West there is more to do than simply throw vation, and it may be that many of you Coast alone. At the Eastern Region Naval money at the problem. who have the benefit of greater experi- Technical Support Seminar held at the end ence will disagree with my point of view. of April, Cmdre Davidson and Cdr Bell of It is my belief, confirmed to some So be it. My intent is less to convince DGNP presented a bleak outlook for all extent by discussions with the sailors in everyone that the navy is in dire straits technical trades on both coasts, as man- Huron, that more important to our sailors than it is to prompt discussion about the ning shortages are expected to continue than pay — is leadership. Our leadership, divisional system among the officers throughout the next five to, possibly, ten especially at the junior officer level, needs charged with its upkeep.

MARITIME ENGINEERING JOURNAL JUNE 1999 5 Forum

The Divisional System less of the burden we assume by doing so. DGNP or any other element of the Person- I recently read a book by historian I have observed officers fail to meet nel system. In reality, we have in those David Bercuson, entitled “Significant one or more of these general principles meetings an ideal forum in which to air Incident” [McClelland and Stewart, 1996]. regularly throughout my brief career. We some of our concerns for our sailors. We While his book focuses primarily on the are busy people, and it often seems unde- have an obligation as officers to focus army and its leadership challenges, some- sirable to take time out to deal with prob- more of our attention on our sailors and thing he said struck me as appropriate to lems that seem to have no immediate less on ourselves, whatever the perceived the navy also: import. We need to remember that failure personal costs may be. While the con- Problems with family life, difficulties to deal promptly and satisfactorily with cerns are raised by and for junior officers with career management systems, such concerns will have a cost in terms of during these meetings do have validity, I complaints about poor equipment, the regard our sailors hold for us. There is question whether the voices complaining and gripes about officers and always off-duty time to catch up on work most loudly about promotions and so- NCOs…are a normal part of army life. that may have shifted to the right as a called “deep” selection are in fact those When soldiers believe that their result of a divisional matter. Officers most deserving of either promotion or leaders...care about them and appre- should be prepared and expected to selection. By complaining so loudly about ciate their sacrifices, the complaints spend that time. our own problems, we demonstrate a cer- mean little. tain blindness to the basics of leadership The proper application of the divisional and our responsibilities as officers — our It is my view that the divisional system system is more important to us than any ships, our men, ourselves, isn’t it? is of paramount importance to the navy technical issue we might ever face. It has, because it is our demonstration of such however, been my observation that many Conclusion care and appreciation. The purpose of the divisional officers have a tendency to The divisional system is one of the divisional system is to foster loyalty to hold the divisional system as a subordi- things makes the navy unique. It is not the navy and to build the morale of our nate concern to “their real job,” which is found in private industry, and the reason sailors by seeing to it that their concerns viewed as strictly technical, or in the case for this, mutinies aside, is that the navy is as individuals are met. In the absence of a of our MARS brethren, strictly opera- (or is at least supposed to be) comprised proper measure of care applied to the wel- tional. I think it should go without saying of better leaders than would be found in fare of our sailors, morale begins to de- that no matter how good an engineer or the average private company. The divi- grade. The ultimate manifestation of such tactician we may be individually, we run sional system is a formal demonstration of degradation would be mutiny, like those the risk of being unable to accomplish our our concern for our sailors and our com- which prompted Admiral Mainguy to rec- mission by not demonstrating strong mitment to their well-being. It is a guaran- ommend that the navy institute the cur- leadership. Strong leadership builds mo- tee that we will put their concerns ahead rent formalized system for the welfare of rale and a genuine desire to accomplish of our own. The divisional system, when our sailors. Today, however, it is much the mission in the hearts and minds of our properly applied, will win loyalty and more likely that degraded morale will re- sailors. There is more to leadership than build morale, which is of course what it sult in sailors simply walking away from simple technical or operational skill. Cer- was designed to do. the navy, or taking on an “eight to four” tainly to win the respect and trust of a Junior officers have a vital role to play attitude, both of which are essentially sailor, an officer must excel in his or her in upholding the divisional system and what we are seeing. For those of us who area of expertise, but this is not enough. using it to serve the needs of their sailors, would blame that on the sailors, I offer Officers must also concern themselves thereby setting a positive tone in the day- these words from Gen. Jacques Dextraze with, and be very visibly seen to be con- to-day working environment in the fleet. (CDS, 1972-77) who once said, “There are cerning themselves with, the well-being We are, in an era of scarce resources and no bad soldiers — only bad officers.” of the teams they lead, without whom the increasing workload, as pressed for time Reduced morale degrades our capabil- mission would either not be accomplished, as anyone, and it does indeed require a ity as a navy to accomplish any given or would be accomplished at greater fiscal great deal of effort to make time available mission by robbing us of people, or by or human cost than necessary. to every member of our division. The fact reducing the willingness of people to I have attended three of the so-called remains, however, that this is our duty. work to their full potential. Morale must “junior officer” symposia, now, and while Officers are officers not because of their be a fundamental concern for any leader each meeting was more than three hours education and training, so much as be- with a mission to accomplish, and the di- long, not one minute of that time was cause of their greater commitment to duty visional system is the naval leader’s tool spent discussing issues that affect our and their ability to lead. We need to ask for building morale. sailors. Instead, we tended to focus in- ourselves regularly whether or not we are As I see it, there are three key elements ward on a steady stream of complaints doing the best job we can for our sailors, to the proper application of the divisional about promotions, pay, and ORO or HOD and act according to the honest response. system: selection. I am as guilty as anyone else in a. Being available at all times to hear this matter, having rationalized that the the concerns of our sailors; forum was really for junior officer issues b. Allowing the sailors to speak, and and that it would not have been appropri- listening carefully to what they have to ate to raise other concerns. Lately, how- Lt(N) Coffen was, until recently, the say; and, ever, I have begun to ask myself how Assistant Combat Systems Engineer in c. Acting in their best interest, regard- often, as junior officers, we get access to HMCS Huron.

6 MARITIME ENGINEERING JOURNAL JUNE 1999 The Canadian Navy’s Solution to Simulation-based Command Team Training

Article by LCdr Steven Yankowich

ith the introduction of 12 Halifax-class frigates into Wthe fleet, the Canadian navy’s operational capability has undergone a significant revitalization. To fully realize the potential of the technology employed by this class of ship, a comprehensive and modern training system must be established. The core of an effective naval training system is command team training, and the Canadian navy’s Operations Room Team Trainer (ORTT) is designed to fulfill this critical role. This paper describes the unique and cost-effective approach through which the ORTT is being designed and implemented. Background Canada’s Halifax-class frigates employ a fully integrated combat systems architecture in which all shipborne control, sensor, weapon and communication systems are interfaced to the central command and control system (CCS). The CCS is comprised of 22 AN/UYK-507 digital computers, executing compiled CMS-2 Fig. 1. Simulated Ship’s Tactical Environment software in an SDX real-time operating system environment. The computers are marine, anti-surface and anti-air warfare rately reflect actual shipborne command deployed in a distributed configuration operations in a realistically simulated and control system functionality. Specific and networked together via a triple-redun- multithreat, multiplatform time-stressed systems requiring high-fidelity simulation dant, four-channel serial data bus. The environment. It must present dynamic include: integrated system performs the functions simulations of tactical engagements to • Radar video — mode dependent ren- of navigation, target detection, acquisi- exercise the team in picture compilation, dering of contacts, coastline, chaff, jam- tion, tracking, classification, threat analy- procedures, operations and the execution ming and environmental clutter; sis and evaluation, localization and of tactics in a variety of simulated sce- • Interrogation Friend or Foe (IFF); engagement. The system is capable of narios which may occur during peace or • Link-11; automatic threat response up to and in- wartime conditions. To satisfy the train- • Weapon, electronic warfare (EW) and cluding weapon firing. ing requirement, the ORTT must be capa- acoustic systems interface and control; The command information organization ble of providing simulated natural and tactical environments necessary to sup- • Fire-control (FC) system interface and (CIO), or operations room team, is com- control; prised of 11 operator positions (including port operator interaction with high-fidel- • Navigation system interface and cu- the bridge officer of the watch) which in- ity communication, sensor and weapon bicle simulated ship (ownship) control; terface to the CCS through multifunction systems (Fig. 1). • All operations room panels and dis- display consoles. The displays provide Simulation Requirements the principle operator-combat system in- plays; The ORTT must provide a realistic • Integrated internal/external communi- terface and facilitate command of the ship, training environment in which the full CIO compilation of the tactical picture and cations system, including all transceivers; teams for two independent Halifax-class and control of the ship’s sensors and weap- ships (herein referred to as “cubicles”), ons. • Visual rendering of the simulated ex- accessing a common scenario, perform ternal environment to the OOW, including The ORTT is required to provide CIO their individual and collective processes visual display of contacts, coastline, sea team training in command, control, com- through interaction with simulation- state and other environmental conditions. munications and intelligence for anti-sub- driven equipment systems which accu-

MARITIME ENGINEERING JOURNAL JUNE 1999 7 Trainer Control Requirements being executed. Prior to a training exer- cally interact with the cubicles’ CIO teams Trainer control is required to support cise, instructors must be able to script a as either a neutral, friendly or hostile ele- scenario generation and execution, opera- scenario, allocating roles, tasks and ment. Gamepieces not specifically control- tional environment simulation, and real event-dependent behaviour to selected led by gamepiece operators must behave time monitoring of the CIO team perform- gamepieces. in accordance with scripted, event-driven behaviour. ance in each cubicle. Trainer control func- Support station operators fulfill the tionality is comprised of three roles: role of the ships’ fire-control, electronic Debrief Requirements instructor, support station operator, and warfare, acoustic warfare, and ship con- Selected portions of monitored data gamepiece operator. trol subteams. They must exchange infor- (both voice and visual) must, at the in- Instructors must have the ability to mation with the CIO team via the internal structor’s discretion, be recorded during monitor the actions of all CIO members in ship communication nets, configure the the execution of a training session. At the both cubicles, with any four positions simulated weapon and sensor systems in conclusion of the training session, the being monitored simultaneously. Instruc- accordance with the direction of the CIO instructor must be able to compile and tors will use this monitoring function to team; and with the aid of semi-automatic execute an integrated debrief whereby all listen in real-time on any communication detection models, input track data to the the recorded data is played back in a for- circuit; view in real time the tactical pic- appropriate cubicle CCS. mal instructional setting. ture compiled at each CIO member sta- Gamepiece operators control the tion; and witness in real time each Scaleability/WAN Requirements movements and actions of individual The ORTT must be scaleable to in- member’s interactions with panels and simulated gamepieces. They must have displays. In addition, instructors must clude additional cubicles situated in dis- the capability to participate in external parate geographic locations. To expand have the capability to dynamically inter- cubicle communication nets and dynami- act with, control and change the scenario beyond intracubicle training, it must be

Fig. 2. ORTT Network Topology and System Architecture

8 MARITIME ENGINEERING JOURNAL JUNE 1999 Fig. 3. Halifax-class operations room Fig. 4. Bridge station (ORTT) compatible with other simulation systems implement than military-standard compli- Ethernet provides the means to effec- employing the Distributed Interactive ant systems of similar complexity. Wher- tively regulate, monitor and manage LAN Simulation (DIS) standard. ever possible, new software was devel- operation. oped using POSIX-compliant C++ com- ORTT System Design There are three backbone switches in piled for execution in a Solaris environ- The ORTT design incorporates a dis- the ORTT architecture. In addition to pro- ment. Network and processing hardware viding data filtering and routing capabili- tributed network architecture and core were selected on the basis of cost, per- system functionality largely consistent ties between network segments, each formance and proliferation in the commer- switch provides two dual-attach FDDI with similar in-service trainers. This func- cial marketplace. tionality is broken down into the follow- ports, six single-attach FDDI ports, and 38 ing subsystems (Fig. 2): Network Architecture Ethernet ports. Each switch provides an The ORTT network topology (Fig. 2) integral FDDI concentrator capability with • Cubicle simulation (trainee interface); single-attach FDDI connections to the • Link simulation; is based on an open and distributed architecture consisting of several intercon- backbone for selected bandwidth critical • Scenario generation and control elements (e.g. DIS Gateway, Link-11 node). (SGC); and nected local area networks (LANs). The • Communication simulation. architecture incorporates the use of het- Communication (network and/or trans- erogeneous platforms, layered communi- port layer) protocols for distributed appli- In addition to the functional require- cation protocols, high traffic isolation and cations hosted across the FDDI and ments (scope), the ORTT design team was distributed application software. In- Switched Ethernet networks are TCP/IP. constrained by established parameters of creased flexibility and scaleability are fa- Between applications, session layer mes- quality, cost and schedule performance. cilitated through the use of multiple sage communication is achieved using Although cubicle fidelity to the actual routing pathways and switching devices UNIX sockets for real-time critical applica- ship system was the primary factor in the equipped with virtual LAN capability. tions, and remote procedure calls for all determination and selection of candidate other applications. solutions, more design flexibility was allo- The ORTT network consists of two cated to the scenario generation and in- independent Fiber Distributed Data Inter- Network monitoring and ORTT system structor interface requirements. Each face (FDDI) timed token rings of Ethernet configuration and maintenance are con- design choice was ultimately evaluated switches. This topology is symmetrical ducted through a trainer maintenance po- on the basis of the following criteria: with two FDDI backbone networks, each sition executing custom software hosted in a Solaris-based Sun Enterprise 2 station • Risk (technical, and schedule); supporting the dedicated simulation elements for one cubicle (e.g. DIS Gateway, interfaced to the network via a Switched • Cost; Ethernet connection. Four Dual Ultra- • Reliability, availability and maintain- panel system interface, communication system interface) and distributing the SPARC fileservers, each interfaced to the ability; and network via a dedicated FDDI connection, • Life-cycle support. common simulation elements (e.g. SGC, Link-11). The two dual-attach contrarotat- provide the means for file loading, saving, Commercial off-the-shelf (COTS) prod- ing FDDI backbones provide redundancy and backing-up the ORTT system to uct-driven solutions, integrated in strict and increase availability of the overall RAID-5 disk arrays. accordance with the open architecture system. The FDDI 100-Mbps bandwidth Cubicle Simulation methodology, were incorporated into the is sufficient to handle the worst-case The cubicle simulation subsystem pro- ORTT system to the maximum extent pos- backbone traffic congestion with enough vides the CIO team with the high-fidelity sible (as dictated by the requirements). surplus bandwidth to enable the addition operations room (Fig. 3) and bridge train- This approach facilitated the implementa- of a third cubicle. Switched Ethernet pro- ing environments (Fig. 4). It is comprised tion of a standards-based system with a vides a mechanism to increase the effec- of the eight segments described below. configuration of software and hardware tive subsystem network bandwidth (sub- Each segment is hosted in its own envi- that was flexible, accessible to a wide system to backbone) to 10 Mbps, while ronment and interfaced to the other seg- range of designers/developers, widely maintaining standard COTS adapter cards ments via a switched Ethernet and/or an supportable, and more cost-effective to in connected hosts. Furthermore, Switched FDDI network connection.

MARITIME ENGINEERING JOURNAL JUNE 1999 9 1. CCS Software and Hardware. The heart of the Halifax-class ship is the integrated command and control system (CCS). The stringent fidelity requirements, coupled with the large quantity of un- known combinations and permutations of operator interactions occurring during team training, preclude the ready application of COTS simulation development tools to emulate this system. Conse- quently, it was decided that the best risk/ cost solution was to retain the off-the- shelf CCS unmodified software as a fundamental component of the cubicle simulation subsystem. The unmodified CCS software necessitated using hardware which identically emulates that deployed in the ship. The risk and cost associated with the emulation of the shipboard UYK-507 computers and serial data bus were substantially reduced by rebuilding the required CCS hardware to commercial standards using commercial power supplies, chip sets, boards, interconnects and chassis. The performance and net saving of employing this “commercialized” hardware was more than 50 percent. Other CCS component emulations, such as the trainee display console, were completely redesigned and built using commercially available tool sets and hardware solutions. 2. Trainee Display Console Emula- tion. The primary operator interface to the CCS is facilitated through a multifunction display console which supports the dis- Fig. 5. ORTT main menu HMI play and control of all CCS functions as well as the display of processed radar video. The in-service military-standard tem. In each trainee display emulation, a development and cost risk. Fortunately, a display console satisfies the ORTT CCS local X-server is used to detect HMI proven Halifax-class combat system I/O requirement, but the monitoring and events and generate graphic/video in re- simulation (CSS) software/hardware archi- radar video requirements render it difficult sponse to X-requests transmitted from a tecture already exists. Used for CCS soft- to integrate into the cubicle simulation client. Since X-servers can be either local ware support and lower level team/ subsystem. Accordingly, a less expen- or remote, active or passive, this ap- subteam training, the CSS architecture sive, wholly COTS derived solution was proach enables remote instructor stations provides functionality applicable to the implemented. to monitor trainee actions by recreating, ORTT requirement: using X-requests transmitted over the • Proven functional I/O to CCS inter- To satisfy the human/machine inter- network, the complete graphic/video pic- faces; face (HMI) fidelity requirements, the ture seen by a given trainee. All X-re- • Models to support simulation of each trainee display console emulation chassis quests from all display emulation X-serv- combat system; was built, using commercial standards ers are transmitted via a Switched • User interface to control the simula- and products, to replicate the look and Ethernet connection across the ORTT tion of the combat system equipment; feel of the Mil-Std display console. A network, enabling any instructor to simul- and gateway application hosted in a VME- taneously monitor any combination of • Management of a simulated target mounted Power PC processing environ- trainees. database. ment and employing the VxWorks real- time operating system provides the bidi- 3. Combat System Simulation (CSS). The existing CSS software is compiled rectional interface between the Naval Tac- In addition to the 11 display consoles, the and executed in the same processing en- tical Data System and the CCS. The gate- Halifax-class command and control sys- vironment as the operational command way is interfaced to a Solaris-based tem has 26 discrete interfaces to the and control system software. The sub- 300-MHz, dual Pentium PC which hosts weapons, sensor and operator panel sys- stantial modifications required to enable and executes the graphic generation and tems comprising the ship’s overall combat the level of simulation and instructor con- the HMI control applications. All HMI system. Providing a new high-fidelity trol specified for the ORTT could not be events, graphics and radar video are gen- simulation for each of these interfaces accommodated within the constraints of erated using the X-Window Library sys- would have required substantial software this legacy environment. Consequently,

10 MARITIME ENGINEERING JOURNAL JUNE 1999 jection monitors. Land topography (consistent with the area of the world in which the game is situated), environmental effects and a dynamic sea state are displayed in conjunction with the gamepiece models. Each model is updated 30 times per second, creating a realistic visual environment. Consistent with the open architecture design approach employing COTS technology, the gamepiece model, dynamic sea-state model and land topography (coastline) visual simulations are created using Multigen OpenFlight databases. Real-time rendering software is OpenGL compliant, with simulation extensions provided by IRIS Performer and Paradigm Vega. A Silicon Graphic’s ONYX II computer running IRIX 6.2 provides the host environment. 8. DIS Gateway. The DIS Gateway is used to connect the cubicle simulation subsystem to the other subsystems. It Fig. 6. ORTT trainer control receives natural and tactical environment information in DIS PDU format and trans- the off-the-shelf CSS software was modi- incorporate semiautomated, system-spe- lates the data into intermodule messages fied to enhance individual combat system cific detection and information process- which are used to populate and maintain simulation functionality and increase the ing functionality that closely replicates the CSS target database and to control track database capacity. Additional simu- the behaviour of the actual system. Cus- the CSS simulations. Conversely, the DIS lation and all CSS human/machine inter- tom HMIs are used to ease the support Gateway translates the intermodule mes- face functionality were offloaded to station operator workload and facilitate sages into DIS protocol data units for use commercially developed software hosted efficient transfer of information to the CIO by simulations external to the cubicle in COTS processing environments distrib- teams. Support station simulation soft- simulation subsystem. It also provides uted across the ORTT network. The CSS ware is hosted by a Pentium PC running intermodule message translation services and the CCS are interfaced to the rest of the Solaris operating system, and is con- for non-DIS compliant intrasubsystem the ORTT system via a purpose-built nected to the ORTT network via a dedi- simulations such as the panel system. gateway developed and hosted in a cated Switched Ethernet connection. Due to the large data throughput require- COTS environment and linked to the 6. Master Radar Video Simulation. ment, the DIS Gateway is interfaced di- ORTT network via a dedicated FDDI con- The master radar video simulation syn- rectly to the ORTT system FDDI back- nection. chronizes the associated video contact, bone. The host processing environment 4. Panel System. The panel system land topography and environmental ef- is a VME bus architecture with multiple emulates the required panels and con- fect databases, and generates the radar Power PC processors running the soles used for team training. Panels are video picture for each operating mode of VxWorks real-time operating system. either recreated virtually on a commercial each of the three search radars. The video Scenario Generation and Control (SGC) PC, or rebuilt using commercial compo- picture generated by the various sensor nents with a micro-controller driven simulations is compiled in real-time and The SGC subsystem provides the ca- Ethernet interface to the ORTT system. transmitted in the form of X-requests via a pability to define, script, execute and con- The panel simulations accept input from Switched Ethernet connection to each trol simulation scenarios containing both the individual micro-controllers and the trainee display emulation and instructor cubicles and up to 300 simulated game- CCS (via the DIS Gateway). Depending on station. The processing environment is a pieces. It is comprised of three distinct the panel, responses to operator input are Solaris-based multiprocessor SPARC En- components: a user interface for the sup- processed by either the modified CSS or terprise 4000 server (one per cubicle) port station, gamepiece operator and in- the new CCS interface simulations. shared with the SGC subsystem. structor station positions; a customized version of the COTS integrated software 5. Support Station Simulations. Sup- 7. Officer of the Watch (OOW) Visual system Export Computer Generated Sur- port stations provide functionality to al- Simulation. The OOW visual simulation face Forces; and services for real-time low the training staff to substitute for was developed and implemented by a monitoring, recording and debriefing Halifax CIO members for whom there are third party vendor. The system receives trainee performance in the simulation en- no ORTT trainee positions. In the ORTT, DIS protocol data units (PDUs) from the vironment. support stations are required for ownship cubicle simulation and SGC subsystems manoeuvring and control, fire-control/ via a Switched Ethernet connection to the Support Station, Gamepiece Operator weapon system operation and control, ORTT system. Gamepiece-specific entity and Instructor Station Human/Machine sonar/torpedo system operation and con- state PDUs are converted to high-fidelity Interface (HMI). The HMI pages for each trol, and electronic warfare sensor opera- models and rendered in real-time on three position were designed by navy subject tion and control. Support stations high-resolution 67-inch BARCO rear-pro- matter experts for efficient and intuitive

MARITIME ENGINEERING JOURNAL JUNE 1999 11 ner, independent of be designated as Net Control Ship. The operator control. instructors have the capability to dynami- Predefinable scripts cally create and change the Link-11 envi- and behavioural rule ronment for each cubicle and gamepiece. sets enhance the com- Trainees interface with the simulation plexity and realism of through the CCS and a high-fidelity large tactical sce- microcontroller-based panel simulation. narios. Scenarios are The simulation is comprised entirely of created off-line with new development software hosted on a the operator selecting VME bus with SPARC processors run- and configuring the ning the Solaris operating system and sensor, weapon and interfaced directly to each cubicle CCS via behavioural character- a direct point-to-point NTDS connection. istics of constituent A dedicated Switched Ethernet connec- entities. This information is used to interface the simulation tion is stored in a da- with the rest of the ORTT system. Spe- tabase where it is ex- cific synthetic tactical environment infor- Fig. 7. ORTT Brief/Debrief Theatre tracted and used by mation (gamepiece identity, location, high-fidelity simula- emitter information, etc.) is exchanged control of information dissemination tion models to run real-time tactical sce- with the SGC subsystem via the transmis- (Fig. 5). Individual pages were built us- narios. The effectiveness of these prede- sion/receipt of DIS protocol data units. ing Motif widgets selected from a custom- fined scenarios can be validated off-line Communications Simulation ized UIM/X tool kit. at accelerated execution speed. The communications simulation sub- Each support station and gamepiece To satisfy the ORTT requirements, Ex- system provides the internal and external operator position is configured with one port CGF has been modified to incorpo- radio environment through which the cu- Solaris-based, 166-MHz Pentium PC and rate a custom HMI, as well as more entity bicle CIO teams and the instructors com- one 21-inch monitor. Each instructor sta- models, scripting functionality and be- municate. The entire communications en- tion is configured with one Solaris-based havioural rule sets. The software is vironment is simulated using a custom- Dual 300-MHz Pentium PC with a graphics hosted on two Solaris-based multiproces- ized COTS solution supplied by a third- card driving four 17-inch monitors. This sor SPARC Enterprise 4000 servers party vendor. High-fidelity microcontrol- architecture enables the instructor to dy- shared with the Master Radar Video Simu- ler-based panel replicas are used to namically configure and change the infor- lation. Connectivity to other ORTT sub- simulate the actual shipboard communica- mation displayed on each monitor. Using systems is achieved through the tions interface for each trainee position. the previously described X-request tech- transmission and receipt of DIS protocol Instructors interface to the system nique, the instructor is able to monitor up data units over the ORTT network via a through a customized HMI, and have the to four different trainee consoles at any dedicated Fibre Distributed Data Interface ability to dynamically select and simulta- given time. connection. neously monitor/record up to four sepa- Information from each ORTT subsys- Monitoring, Recording and Debrief- rate circuits. Radio frequency propaga- tem is made available to the support sta- ing. Through the custom HMI, instruction, communications range filtering and tion, gamepiece operator and instructor tors can monitor and record the true jamming effects are realistically modeled stations via a Switched Ethernet connec- synthetic tactical picture, all trainee dis- as part of the COTS simulation package. tion. Consequently, all positions, depend- play pictures, panel system interactions, The communications simulation subsys- ing on the user’s access permission, may and communication circuits. Events tem interfaces with the ORTT network via be configured to enable real-time control within the recorded information can be a Switched Ethernet connection. Inter- of the other ORTT subsystems. Under tagged during game execution for extrac- gamepiece range and emitter status data normal operation, the instructor station tion and playback during exercise debrief. are exchanged with the cubicle simulation positions are granted access to all HMI All recorded information is stored over and SGC subsystems via the transmis- pages and functions, while the support the network. Prior to exercise debrief, an sion/receipt of DIS protocol data units station and gamepiece operator positions instructor selects, extracts over the net- over the network. are granted access to a subset of these work, and compiles specific segments of WAN Connectivity pages. This architecture provides flexibil- recorded information for synchronized Connectivity with other DIS-compliant ity and redundancy to the ORTT trainer display (on one of three large-screen simulations is facilitated through a single control organization (Fig. 6). visual projectors) and audio playback in connection to one of the FDDI/Ethernet the ORTT Brief/Debrief theater (Fig. 7). Export Computer Generated Forces switches and a separate connection for (CGF). Export CGF is a COTS integrated Link-11 Simulation each of the communication simulation and software system that configures and runs The Link-11 subsystem provides a tac- Link-11 simulation subsystems. A routing a synthetic tactical environment. It pro- tical data exchange radio link environment table provides appropriate field of view vides the core functionality through to support each cubicle’s Link-11 opera- filtering for the ORTT and distributes DIS which the instructors create and control a tions. It simulates Link-11 communication data to the appropriate simulation. The tactical scenario comprised of large num- between reporting and participating units customized COTS communication sub- bers of gamepieces. Definable physical, to produce a consolidated tactical picture. system provides a separate interface for environmental and gamepiece behaviour A total of 14 gamepiece participating the integration of external communication models enable individual or groups of units, and two Halifax-class participating circuits into a WAN exercise. Similarly, the gamepieces to function in a realistic man- units are supported — any of which can Link-11 simulation can be integrated into

12 MARITIME ENGINEERING JOURNAL JUNE 1999 Forum a WAN exercise through a dedicated the information provided by the system multiplatform, multithreat high-fidelity TADIL-A compliant interface. specification and the detailed design data simulated command team training envi- Development and Integration Strategy package, the ORTT system is subdivided ronment. Its powerful simulation applica- into six manageable increments (builds) tions and scenario generation and control The ORTT development and integra- with each successive build adding func- subsystem enable the creation and dy- tion strategy incorporates the incremental tionality to the system as a whole. Each namic interactive execution of realistic build paradigm. This approach is based build is defined by its functional traceabil- complex virtual exercises situated any- on a structured design and development ity to the system specification, and is de- where in the world. Its open architecture methodology which enables design is- scribed with a statement of functional and Distributed Interactive Simulation sues to be identified and corrected early objectives which may be directly associ- compliance facilitate reduced life-cycle in the development cycle. A necessary ated with the ORTT high-level system costs and flexible expansion to incorpo- prerequisite for the incremental build ap- requirements. In general, the ORTT incre- rate additional cubicle simulations and/or proach is a firm validated requirements mental build approach achieves two ob- participation in a networked exercise com- specification. In the ORTT this specifica- jectives. First, it mitigates risk by enabling prising other DIS-compliant simulations. tion is comprised of two substantial docu- high-risk system elements to be devel- ments: the customer system specification oped early in the program cycle. Second, and the ORTT detailed design data pack- it compresses the project schedule by age. The system specification is a high- facilitating and synchronizing parallel de- level text document enumerating 600 velopment and integration of system specific requirements. Its focus is what components. functionality the ORTT shall provide. The LCdr Yankowich is the former project design data package focuses on how the Builds 1 and 2 provide the entire net- manager for the ORTT and MPT projects. ORTT system will provide the specified work and message communication infra- He is now on exchange with the Royal functionality. The system design is com- structure. Builds 3, 4 and 5 integrate the Navy in England. prised of eight computer software con- COTS simulation applications and vendor figuration items and five hardware supplied subsystems. Build 6 is reserved configuration items. The computer soft- for the resolution of outstanding software ware configuration items are comprised of deficiency reports. At the time of writing, comprehensive software requirement Build 4 has been successfully closed out, specifications developed using the Build 5 is 10 percent complete and Build 6 Rumbaugh Object-Oriented design ap- is scheduled for completion by summer proach. The hardware configuration items 1999. The Canadian navy expects final provide detailed hardware system prod- acceptance of the ORTT in early 2000. uct specifications. Conclusion In the ORTT adaptation of the incre- The Canadian navy’s Halifax-class mental build paradigm, timing and execu- frigate Operations Room Team Trainer tion of the system development, test and combines the integration of legacy soft- integration, qualification and delivery ware solutions with hardware emulation tasks are addressed based upon capabil- and developmental COTS-based solu- ity precedence and risk priorities. Using tions to create a cost-effective

Maritime Engineering Journal Objectives • To promote professionalism among • To present practical maritime engi- • To provide announcements of pro- maritime engineers and technicians. neering articles. grams concerning maritime engineering personnel. • To provide an open forum where • To present historical perspectives on topics of interest to the maritime engi- current programs, situations and events. • To provide personnel news not neering community can be presented covered by official publications. and discussed, even if they might be controversial. Submission Formats As a general rule, article submis- should appear on the first page. The last in the mailing envelope. If at all possi- sions should not exceed 12 double- page should contain complete figure cap- ble, electronic photographs and draw- spaced pages of text. The preferred tions for all photographs and illustra- ings should be in TIFF or JPEG format. format is MS Word, or WordPerfect, on tions accompanying the article. A photograph of the author would be 3.5" diskette, accompanied by one copy Photos and other artwork should not appreciated. of the typescript. The author’s name, be incorporated with the typescript, but title, address and telephone number should be protected and inserted loose

MARITIME ENGINEERING JOURNAL JUNE 1999 13 Extended Work Period Management — Principles for Success Article by Irek J. Kotecki and David B. Jones

hen the scheduled refits for preparation time is approximately nine responding project budget has been ap- HMCS Athabaskan (DDH- months, and many of the activities carried proved, detail planning commences. It W282) and HMCS Iroquois out in this period will directly affect the should be noted that the cost and dura- (DDH-280) had to be postponed until af- conduct of the EWP. Any errors in judge- tion may vary depending on a contrac- ter the ships returned from their 1999 de- ment or failure to effectively carry out tor’s geographical location and commer- ployment with NATO’s Standing Naval certain tasks at this stage can jeopardize cial market workload. It is important that Force Atlantic, it was deemed prudent in the successful completion of the work in all factors be fully analyzed and that a the interim to schedule shorter duration the contract yard. realistic budget and schedule be estab- extended work periods (EWPs) to handle lished. Preparation begins with the establish- essential maintenance and implement cer- ment of realistic milestones for the EWP. Critical Path and Risk Management tain design configuration changes. The The milestones leading to contract award A contracted work period has its criti- EWPs were relatively brief (17 weeks), but and commencement of the EWP are iden- cal risk areas. Properly assessing these very intense, with configuration change tified and initiated by the Dynamic Deliv- areas and developing risk management being the predominant work. Both EWPs erable List letter, and should include the strategies to deal with them should be were highly successful, with all scheduled following principal events and minimum one of the most important activities of the work being completed on time and to a recommended lead times (longer in the project manager during the preparation satisfactory quality standard. By review- case of a refit): phase. The risk assessment must consider ing the conduct of these two work peri- • 36 weeks prior to EWP start – Main- such issues as: ods (Athabaskan’s in 1997; Iroquois’ in tenance and Repair Specification List • Is the proposed work achievable in 1998), certain common denominators can (MRSL) and configuration change speci- the specified time frame? Assume that be identified as critical success factors for fication preparation commences; ship- the implementation schedule is based on EWP management. The same principles board MRSL review meeting; a single shift, working weekdays. and criteria would apply to any refit or • 22 weeks prior – MRSL approval; • Will material be available? Consider other work period conducted in a commer- • 20 weeks – MRSL distribution; the assembly and delivery schedule for cial shipyard. MRSL review and revision; government-supplied material, and the Normally, the EWP project is initiated • 17 weeks – Request for Proposal is- availability of contractor-furnished mate- several months prior to the actual com- sue; rial, long-lead items, substitute material, mencement of work and does not termi- • 12 weeks – bidders conference; etc. nate until some time after completion of • 9 weeks – bid closing; • What are the technical risk areas? work on the ship. Although extended work • 6 weeks – contract award; Produce risk notes to identify potential periods must be treated as stand-alone • 3 weeks – Ship preparations problems and propose solutions. projects, each EWP should build upon the (destoring, deammunitioning, etc.); and • Does the on-site team fully appreci- lessons learned from previous efforts — • 0 weeks – EWP start ate the risk issues? This requires on-site an especially important consideration in team involvement in the preparations. the implementation of large configuration The project manager prepares and im- changes throughout a ship class. plements a detailed activities plan to meet During implementation — be prepared the set milestones. for the unexpected. Take a proactive ap- The overall success of the EWP de- proach and work with the contractor to Cost and Duration pends on a series of linked activities, and anticipate and resolve problems. on the actions and interactions of four Several months before the Dynamic groups: the project manager and his on- Deliverable List letter is issued, the The On-site Team site team; the parent organization project’s budget and duration must be The composition and capability of the (NDHQ); the customer organization (for- established. The project manager esti- on-site team is the most instrumental fac- mation/ship) and the contractor. The mates the level of effort required (work tor in the success of the EWP. During project manager can improve the probabil- scope, duration and proposed schedule) implementation, it is this team that man- ity of success through careful planning based on the ship’s maintenance history, ages the day-to-day EWP activities on and execution of the project, and by being condition, the backlog of configuration behalf of the project manager. Since the mindful of certain critical success factors. changes and the anticipated post-EWP project manager must have complete faith This paper sets out some of these key deployment of the ship, and seeks project in the on-site team and trust their judge- factors. approval from the Director General Mari- ment, he must have the right to select key time Equipment Program Management in team members. Due to the complexity and EWP Preparation conjunction with the Director Maritime intensity of the EWP, there is no time for a Planning Policy and Project Development and the learning curve for the on-site team. To be The importance of EWP preparation formation. Once the work scope and dura- effective from day one, the core team cannot be overemphasized. The average tion have been agreed upon and the cor- members must have proven track records

14 MARITIME ENGINEERING JOURNAL JUNE 1999 Inventory and Bill of Material to the drawing. This is an unwieldy process and is prone to errors.

Configuration When technical and logistics person- Configuration MRSL Change nel encountered problems identifying Change Material Specification and pre-staging government-supplied Drawings material for the Iroquois EWP in 1996, the on-site team generated a database in Microsoft Access™ to correlate the drawings, the Inventory and Bill of Material, and the Consolidated Material List (Fig. 1). The database proved to be invaluable Inventory & Bill of Material Consolidated Material List as incoming material could now be read- (IBM) (CML) ily identified by item, by the applicable configuration change, by drawing number and title, by drawing item number and by the MRSL specification number. In other words, the end use of each item was identified. IBM/CML Integrated Database There were more than 7000 line items of government- and contractor-furnished material in the database for both the GSM Identification GSM/CFM Receipt & Inventory CFM Identification Athabaskan EWP at Port Weller Dry & Assembly Management & Purchasing Docks in St. Catharines, Ont., and the Iroquois EWP at Davie Industries in Levis, P.Q. To reinforce the spirit of co- Contractor’s Procurement operation, DND provided the contractors & Inventory Mgmt Database with a copy of the integrated database created by the on-site team. In both Fig. 1. Material Identification and Control cases, the contractors found the database to be an extremely useful and time- in their field, know the ship and its sys- • provides time to incorporate neces- saving tool as it allowed them to combine tems, and have engineering capabilities. sary changes to a specification (including the procurement of like items required for The project manager can further stimulate lessons learned from a previous installa- more than one configuration change (e.g. the probability of success by: tion); and cables, valves, etc.) rather than have to • developing the commitment and • permits comparison of the installation order material separately for each con- sense of mission from the start; drawings against the ship’s configuration, figuration change. This resulted in sig- • generating an attitude of co-opera- and identification of interference points or nificant economy of scale when tion and mutual respect and support; and other areas of conflict. purchasing. • having key team members participate Government-supplied Material At Davie Industries, the unexpected in the decision-making and problem-solv- When confronted with schedule con- provision of the database by DND ing. straints imposed by a short time frame and showed that the on-site team was sympa- Specification Review highly labour-intensive work periods, it is thetic to the contractor’s procurement Another critical factor for a successful vital that government-supplied material be problems, and went a long way toward EWP is the detailed review of specifica- organized and available at the contract establishing a team approach to the con- tions and drawings for Maintenance and yard when work commences. Material is duct of the EWP. What’s more, a soft- Repair Specification List (MRSL) work, identified in the configuration change ware interface established between the and configuration change work by key specification and drawings through the material database and Davie’s procure- members of the on-site team and by the Inventory and Bill of Material. From this, a ment and inventory control system sim- life-cycle material managers (LCMMs). Consolidated Material List (CML) is gen- plified and expedited the contractor’s This review serves several purposes in erated and included with the specification procurement and inventory control proc- that it: to combine like items such as cable or pip- esses. And since virtually all of the gov- • familiarizes the on-site team members ing in a single line item. Columns are ernment-supplied material was assembled with the work requirements; added to the CML so that the LCMM and prior to the commencement of the EWP, • permits an assessment of areas where supply managers can indicate whether an there were no schedule delays attributed one specification affects another, thus item is government- or contractor-sup- to any late supply of material by the gov- eliminating conflicts, contradictions and plied. Thus, the Consolidated Material List ernment. Taken together, these factors duplications; becomes the primary document for mate- played a major part in the contractor’s • permits an understanding of the inter- rial procurement. However, because the ability to deliver the required product on connection of work items in the same CML items reflect the requirements of schedule. work zone; more than one drawing item, it is not pos- Ship Preparation Plan • permits identification of material defi- sible to determine the details of the item’s A comprehensive and widely promul- ciencies; end use without going back through the gated ship preparation plan is an impor-

MARITIME ENGINEERING JOURNAL JUNE 1999 15 tant factor in the successful commence- rived at the yard. This means that several the ships, it also set the tone for co-opment of the EWP. The plan is prepared by critical activities first have to be com- eration with the contractor. the EWP project manager, reviewed by pleted. For instance: • Destoring ship is an all-hands activ- the responsible authority in the formation • The compartment turnover effort ity, with labour provided by the ship, and and by the ship’s commanding officer, should begin prior to the vessel’s transit cranes, forklifts and warehouse space and promulgated as a joint planning to the contractor’s yard, continue provided by the contractor. This usually document. The plan sets out the respon- throughout the transit and be completed takes three to four days to complete. sibilities for the various players in the within two or three days after arrival. • And finally, all government-supplied EWP, including the on-site team, and de- • The initial work phase in the EWP material should be delivered to the con- tails the ship preparation requirements. involves stripping-out redundant equip- tract yard immediately after the ship ar- There are many potentially conflicting ment and systems as required by the vari- rives in the yard. Any discrepancies or activities that require co-ordination, such ous configuration change specifications. shortfalls at this point should be aggres- as deammunitioning, removing radar an- All of this material — the piping, cables, sively pursued and resolved. tennas and weapons, defuelling the water valves, panels, equipment, etc. — has to displaced fuel tanks, destoring, and start- Procedures be tagged to indicate whether it will be On arrival at the contract yard, the on- ing the compartment turnover process. scrapped, saved for re-use, or returned to The successful commencement of the site team should set up in the designated stores. An offer should be made to the office area and establish smooth adminis- EWPs in both Athabaskan and Iroquois contractor to begin this work at the same were the result of commendable effort by trative procedures for handling work aris- time as the compartment turnover and ings, deviations, requests for technical the ship’s crew, the fleet maintenance fa- continue it during the transit. cility, formation personnel and the on-site information and government-supplied • It is also important that the ship be material, technical inspection require- team, guided overall by a jointly devel- gas-freed as soon as possible after arriv- oped, detailed plan. ments, etc. To facilitate this, the team pre- ing in the yard — but it has to be pares process flow charts which should EWP Implementation defuelled first. Iroquois-class vessels be discussed with the contractor, Setting the Tone have a water-displaced fuel system which amended as required, agreed to by the As soon as possible after contract requires special procedures for removing contractor, and promulgated to all con- award, a “kick-off” meeting should be the fuel and effluent. Since the proce- cerned parties. arranged with the contractor. This meet- dures are somewhat risky and should not be undertaken by inexperienced person- At the same time, the on-site team de- ing is extremely useful for a number of velops a responsibility assignment matrix reasons. First, it permits the key players nel, it was judged prudent in the case of the Athabaskan and Iroquois EWPs to to designate which member of the on-site from the contractor’s staff to meet with team is responsible for each element of the contract officer from Public Works have the ship’s upper-deck stoker work with the on-site team to provide guidance the work and for each technical discipline and Government Services Canada associated with that work. The matrix is (PWGSC), the DND project manager and to the contractor’s staff on the defuelling. This DND assistance not only contrib- then passed to the contractor to identify key members of the on-site team. An im- his counterpart staff responsible for each portant aspect of the meeting is to culti- uted to the safe and prompt defuelling of vate a “team” approach so that the contractor can be assured that the PWGSC/DND team un- Ch il le r CC Chiller CC Electrical Ch il le r CC derstands the pressures Installation Inspection Ch ec ks Co mp Complete faced by the contractor and will deal fairly with Hydronic System issues faced by both Valve Overhaul Relief Valve Refrig. Monitor sides. The meeting also Bl owo ut Tr ial System Trial sets the stage for the De -aerate Hydronic System Chilled Water System delivery and turnover of Va lves Inst alled A/C DEA Chiller FSR the ship to the contract Available Available yard by dealing with such aspects as compart- Chilled Water Post Flushing Chilled Water C h il le d Wate r Sys . Chiller ment turnover, berthing, Ch emical Fl ush Req’mts Complete Pressure Test Bal anced Se t-to -W ork jetty services, security, safety, defuelling and SW Circ. Pump Ship undocked destoring assistance. A/C Controls Overhaul for Pump Suction Ca li brat ed Ship’s Steam System The short duration Available and highly labour-inten- He at Lo ad Available sive nature of the work LP Air period make it absolutely Available crucial that the contractor be able to ramp up From Generator 44 0 P o we r resources very quickly Trials Logic Chart Available and begin meaningful work as soon as possible after the vessel has ar- Fig. 2. Logic Chart for Chiller Set-to-Work

16 MARITIME ENGINEERING JOURNAL JUNE 1999 work item. In this way, personnel on both other engineering authority for technical work was an essential habitability prereq- sides can meet at the commencement of advice. uisite to remanning the ship, yet the the EWP and begin to establish a smooth chiller reconfiguration work was itself af- and co-operative working relationship. Contractor’s Master Schedule fected by other related work items, includ- One of the most important factors in ing the overhaul of 67 chilled water sys- In the case of the Athabaskan and the success of the EWP is the integrity of Iroquois EWPs, a large portion of the tem valves, the removal of 300 Measure- the master schedule that is developed flo valve diaphragms, a chemical and work entailed implementing large-scale, and followed by the contractor. Because technically complex configuration freshwater flush of the hydronics system, these schedules are largely generic, they reassembly and reactivation of the sys- changes. It was imperative, therefore, that do not always logically integrate work the on-site team have sufficient technical tem, and a complete balancing of the items nor take into account the need to chilled water system. It also incorporated knowledge of the configuration changes reactivate systems in an orderly and (including how the new systems inte- a new requirement to install a refrigerant achievable fashion. Thus, with a view to monitoring system for two of the chillers. grated with other related ship systems) to providing constructive suggestions for be able to respond quickly and profes- improvement to the contractor, the on-site To demonstrate the logical sequence sionally to contractor requests for de- team must undertake a detailed review of of events, the on-site team developed a tailed technical clarification right down to the master schedule. colour-coded logic diagram (Fig. 2), iden- the subtiers of referenced specifications tifying both contractor and DND activi- called up by the configuration change To do this effectively the team must ties. But note in Fig. 2 that a key require- specification. Individual members of the first fully understand the highly complex ment is 440 electrical power. Since jetty on-site team also had to be aware of how interconnection of work items. Consider power was insufficient, it was necessary the implementation of certain configura- an example from HMCS Iroquois’ 1998 to ensure that at least one of the ship’s tion changes affected the implementation EWP. At one point the critical path work generators was available for the chiller of other changes, and what impact that involved stripping-out four 75-ton chiller set-to-work. This in turn required its own had on the EWP schedule. They also had units and installing three 125-ton units in sequence of events (and another logic to know when to go to the LCMM, or a new configuration. Completing this diagram). Using the logic in the charts, the on-site team was able to develop a detailed schedule for the integrated hydronics and chiller work (Fig. 3). Both charts il- lustrate the degree of interdependence of various work items and the need to consider these linkages when scheduling the work. These logic charts were developed for a number of linked work items and were used by the contractors in both Port Weller and Davie to revise the master schedule. Each week, the schedule was reviewed and, where slippage occurred, the contractor amended the schedule to reflect the revised dates. The willingness of both contractors to adopt and adhere to the revised Fig. 3. Sample of detailed schedule for the integrated hydronics and chiller work

MARITIME ENGINEERING JOURNAL JUNE 1999 17 and field service representatives with the contractor’s own activities and completion dates as laid out in the master schedule. A draft of the integrated schedule was discussed at length with the contractor, PWGSC, DND staff and the ship, and was finally adopted by all concerned as the plan for completion and delivery of the vessel. Daily meetings were held throughout the set-to-work period to review progress, plan events for the coming week, and fine-tune the schedule to resolve conflicts and meet the target dates. The integrated completion plan showed its worth to management on both sides by making problems readily visible and by making it easier to determine the impact of late completion of any one activity on subsequent activities. Thus, the contractor was able to sensibly arrange his priorities and plan for shift work or overtime Fig. 4. EWP Integrated Completion Schedule when required. Set-to-work of new schedule was a very important factor in With such a complex series of inter- systems and equipment installed as con- successfully meeting project milestones. linked activities under way the potential figuration changes requires careful plan- Final Phase is there for many conflicts and problems, ning. Most new systems are set-to-work One of the most difficult challenges in yet there is little or no margin for slip- and trialled by DND using LCMMs, field managing an extended work period in- page. This is one of the most critical man- service representatives and ship’s staff, volves the co-ordination of work, trials, agement areas with potentially serious with assistance as required from the con- set-to-work and compartment acceptance schedule consequences if errors are tractor. Prior to any set-to-work activity, a in the last few weeks leading to delivery. made. As problems arise, they must be configuration change installation must be The contractor’s production supervisors dealt with and resolved quickly. Thus, thoroughly inspected by the responsible are often competing for time and re- management experience in the DND on- member(s) of the on-site team together sources and are hard-pressed to complete site team is an extremely important risk with contractor’s staff to ensure compli- assigned tasks on schedule. Subcontrac- control factor in meeting the vessel com- ance with the relevant specifications and tors such as flooring, insulation and sheet pletion schedule. To ensure appropriate drawings. Deficiencies are noted and (as metal workers are trying to complete their management visibility, all of the final EWP far as possible) the parties agree on work. Refuelling is required for set-to-work work and certain non-EWP activities must whether correction of the deficiency is the activities. Attendance by field service rep- be integrated into the contractor’s work responsibility of the contractor or DND. resentatives, LCMMs and designated en- schedule for the final portion of the work The deficiency list is processed by the gineering authorities must be planned in period. contractor’s organization into a prelimi- advance for set-to-work of configuration In the case of the EWPs for Atha- nary CF1148 Report of Inspection docu- changes and related systems. Compart- baskan and Iroquois, an integrated com- ment. The deficiencies that affect the ment by compartment, the ship must be pletion schedule covering the last four or set-to-work of equipment change items cleaned, inspected and accepted by the five weeks of the EWP was prepared by (ECs) are identified and marked for imme- Crown. The ship must also be made ready the on-site team (Fig. 4). This schedule diate action by the contractor. for the return transit as soon as possible co-ordinated set-to-work, trials and ves- after the EWP is complete. sel reactivation activities by ship’s staff

18 MARITIME ENGINEERING JOURNAL JUNE 1999 Prior to the set-to-work activity, the All of these activities must be com- • A risk management plan must be pre- contractor is expected to provide the Pro- pleted prior to acceptance for a success- pared. visional Acceptance Certificate (PAC) file ful turnover. • The project manager must have the for review and approval by the DND on- right to select key on-site team members; Post EWP Activities site team. This file contains inspection • Key on-site team members must par- reports, certificates and other relevant EC Certificates of Compliance ticipate in preparations by: documentation to provide evidence that At the completion of the contract, the - reviewing the technical data package; the work has been completed in accord- members of the on-site team return to of- and ance with the specifications and draw- fices in the navy dockyard. An immediate - pre-staging government-supplied ings. A designated DND trial conducting priority is to assemble and check all of the material. authority then leads each set-to-work ac- redlined drawings resulting from the in- • A co-operative and mutually support- tivity, noting any defects resulting from stallation of equipment change items dur- ive team approach must be fostered with the trial in the preliminary CF1148. It is the ing the EWP. For each equipment change the contractor. responsibility of the conducting authority the arisings, technical information re- • Constructive input must be provided to ensure that the necessary trial docu- quests and EWP notebooks are reviewed to the contractor’s master schedule. mentation is complete and that the critical to identify any specification deficiencies. • Set-to-work and trials must be parameters have been met. All such deficiencies are recorded on planned and conducted by the Crown. Specification Deficiency Reports (SDRs), • The ship reactivation plan must be As the EWP contract work nears com- and a brief report is also prepared outlin- pletion, the contractor is required to re- developed and integrated with contrac- ing any major problem areas and summa- tor’s activities. store the vessel to an agreed-upon level rizing the installation costs. A package of cleanliness. The physical condition of • The project manager must ensure that containing the summary report, redlined lessons learned, SDRs and redlined draw- the vessel is documented at the com- drawings, SDRs and a certificate of commencement of the EWP by a joint contrac- ings are promptly produced and incorpo- pliance is then submitted to the appropri- rated into the technical data package for tor/DND team using deficiency forms and ate DMCM refit manager at NDHQ. The photographs of each compartment. This the next EWP. priority in preparing this package is put The project manager is ultimately re- process is repeated throughout the final on ECs that are likely to be included in the few weeks of the EWP and requires very sponsible for the success or failure of the contract requirements for a follow-on EWP and the results depend on his ability careful planning by the contractor to en- ship. This allows a clean-up of the speci- sure that a compartment, once accepted, to incorporate the “critical success fac- fication and drawing package to be done tors.” can be secured to prevent unauthorized to reduce the incidence of work arising, access. There is frequently a conflict be- thereby reducing the EC installation cost Acknowledgements tween this activity and the need to enter a in subsequent vessels. The importance of the Public Works compartment to inspect a system installed and Government Services Canada con- Lessons Learned as a result of an equipment change. tract officer’s contribution to the suc- A lessons learned report is prepared cess of the EWP cannot be overesti- An essential prerequisite to the deliv- for discussion at a wash-up meeting some mated. Michael O’Connor represented ery and remanning the vessel is that basic time after the EWP is completed. The con- PWGSC during both EWPs. At Davie, habitability requirements be in place. This tractor should be consulted as to how the he was aided by Mr. Paul Lachance. involves the reactivation and set-to-work Crown can improve EWP management Mr. O’Connor’s contribution to the suc- of many systems, some of which had no processes and procedures. Where signifi- cess of the EWPs is acknowledged and work responsibility by the contractor. The cant improvements can be achieved his professionalism and support to the reactivation of these systems is carried through changes in processes and proce- “team” approach are greatly appreci- out at the same time as the contractor’s dures, the DMCM class desk should un- ated. work is being completed and set-to-work dertake to document and implement the and trial activities are under way. For ex- changes. (The EWPs for Athabaskan and ample: Iroquois prompted a reevaluation of the • the heating, ventilation and air condi- current maintenance policy for refits of tioning system must be operational; Iroquois-class ships. As a result, a modi- • certain auxiliary machinery must be fied, more cost-effective, Iroquois-class available; maintenance profile has been proposed Irek Kotecki is the DGMEPM Iroquois- • the fire-main and pumping systems based on cyclic EWPs.) class refit manager at NDHQ. must be functional; Summary and Conclusions • the ship’s generators must be proven David Jones is the president of LAL and available in the event of an emer- As demonstrated throughout the pa- Marine Technical Services, which gency; per, the success of any work period de- provided key members to the on-site • the main refrigerators and galley must pends on several key factors. Although teams. be functional; some factors are more crucial than others, • fixed and portable fire-fighting sys- to maximize the chance of success all ele- tems must be in place; ments must be included in the manage- • accommodation areas such as ment plan. In summation, the “not messdecks, heads, washplaces and din- negotiable” factors required for a suc- ing areas must be completed and ac- cessful work period or refit are: cepted; • internal communications need to be • An EWP preparation plan must be functional; etc. developed and promulgated.

MARITIME ENGINEERING JOURNAL JUNE 1999 19 Auxiliary Vessels: Yard Diving Tenders — A Successful Vessel Conversion Project Article by Ed Chan and Lt(N) Gaston Lamontagne

hen the navy decided in 1995 that a one-for-one replace- Wment of its only diving support ship HMCS Cormorant would be unaffordable, it meant that manned submersibles would no longer be part of the Canadian diving inventory after 1998. Instead, the navy chose to meet its deep- diving requirement through the acquisi- tion of an unmanned ROV — the 1,000-metre capable Deep Seabed Intervention Sys- tem — and a containerized system of div- Surveys indicated there was insuffi- ments to allow for the different environ- ing workshops and recompression cham- cient deck space on the TSRVs to accom- mental conditions. bers. While the single ROV would have to modate both 20-foot containers simulta- The TSRVs had also been designed as be shuttled from one coast to another as neously, but a decision was made to pro- day boats, but as YDTs they would be required and fitted on one of the maritime ceed with a conversion package that required to operate unsupported for peri- coastal defence vessels (or other medium- would fit the recompression container on ods of up to five days. Their current fuel sized vessel of opportunity), the work- deck and build a new deckhouse on No.1 capacity was adequate, but the blackwa- shop and recompression containers on deck between the funnels for the work- ter, freshwater and ration storage capaci- each coast could be carried on much shop and diving equipment stowage. ties needed to be increased. As a result, smaller platforms. The question was — This arrangement would give the new new black and greywater holding tanks Which ones? YDTs the capability to deploy any ISO would be built in the pump room, a new Two of the navy’s yard diving tenders containerized package, and the flexibility reverse osmosis desalination unit in- (the wooden-hulled YDTs 8 and 9) were of having space available on the open stalled in the auxiliary machinery room, due to be replaced…and, as luck would deck. [Even though the converted YDTs and a new dry provision locker and have it, two other vessels in the Canadian would have a built-in diving workshop, freezer installed. auxiliary fleet — the torpedo and ship a separate containerized diving workshop was also acquired for each coast so The accommodation arrangements also ranging vessels (TSRV) Sechelt and required upgrading. The TSRVs had only Sooke — had been declared surplus on that the maritime coastal defence vessels could, if required, transport a full diving been designed to accommodate a crew of March 31, 1996. (Could the TSRVs possi- four, plus two scientists, but the new re- bly be converted into diving tenders?) payload of a containerized workshop and a recompression chamber.] quirement included accommodations for a crew of 12, which necessitated adding Four of the 33-metre TSRVs had been TSRVs into YDTs delivered to the Canadian Forces Mari- extra bunks and lockers to all cabins, rear- time Experimental and Test Ranges The torpedo and ship ranging vessels ranging the lounge and eating area, and (CFMETR) at Nanoose, B.C. in 1990-91. were designed and built in accordance enlarging the pantry. The numbers of life Built by West Coast Manly Shipyard in with Canada Shipping Act regulations rafts and life-jackets would also have to Vancouver, the steel-hulled vessels were and American Bureau of Shipping classi- be increased accordingly. designed to carry a containerized scien- fication standards, and also to comply with DND stability and buoyancy require- To allow the new YDTs to navigate in tific package during operations. A study restricted visibility, a Furuno 1831 colli- was made to determine whether they ments. It was essential that these requirements be maintained during the conversion avoidance radar capable of accepting could accept the 20-foot ISO containers input from the global positioning system, for the diving workshop and recompression. In addition, since the TSRVs were designed to operate on the West Coast, speed-log and gyro would be installed. sion chamber, and meet all the other re- The communication system was also up- quirements of a YDT replacement vessel and the converted ships would be required to operate on the East Coast and graded to include a UHF transceiver, one including sufficient stowage to support ship-mounted and two hand held VHF mine countermeasure operations, surface- on the Great Lakes as well, changes would have to be made to the heating, units, along with a Spectra A4 VHF/FM supply diving, explosive ordnance dis- transceiver. An internal communication posal and battle damage repair diving ops. ventilation and air-conditioning systems and to the insulation of some compart- system would be installed between the

20 MARITIME ENGINEERING JOURNAL JUNE 1999 new workshop and the recompression Contractors were also required to: Even though a total of 331 work arisings module, and a seating made for side-scan • commence/complete work as follows: were accepted, they accounted for only sonar equipment such as the AN/SQQ- Sechelt: Oct. 23, 1996 – Feb. 6, 1997 15 percent of the contract price, a very 505(V). A third anchor and anchor winch Sooke: Nov. 13, 1996 – Feb. 27, 1997 low figure compared to other navy refits. installed on the quarterdeck would enable • use an electronic planning and work While it is true that the YDTs were deliv- the vessel to carry out precise, three- scheduling system to plan and manage ered somewhat later than expected (on point anchoring. the project; and May 12, 1997), Fleet Diving Unit Atlantic The greatest changes to the TSRV re- • use an ISO 9002 compliant quality was still able to conduct a ship readiness lated to the vessel’s new diving equip- assurance system during the implementa- inspection of YDT 610 Sechelt and make ment systems. Securing points had to the long transit to Halifax prior to the be fitted on No.1 deck to accept the onset of the hurricane season in the 20-foot ISO standard recompression Caribbean. The transit itself was com- container, and the new deckhouse had pleted without any mechanical diffi- to be fabricated. This deckhouse con- culties. tains the diving workshop for con- Both vessels have continued to ducting first-line maintenance, storing perform well with their respective East dive equipment, calibrating pre-dive and West Coast diving units since set-ups and charging diving sets. The coming out of refit, and have been workshop’s dedicated calibration well tested in a variety of naval exer- bench allows up to three divers at a cises and operations. Last fall, YDT time to set up, test or calibrate their 610 Sechelt was deployed as the main rebreather sets. A full system of high- diving platform during Operation Per- pressure air compressors and gas sistence — the Swiss Air Flight 111 banks leading to the calibration panel crash recovery effort off Nova Scotia. lets the divers charge their sets with The recompression chamber in its container (DND During this operation Sechelt logged the required mixture of gases. There is Photo) 10,121 manhours on site, 108 dives in even a water bath for immersing the total, without a vessel-related failure diving bottles during charging. Low-pres- tion of the project (proven to have been of any kind. sure air banks will supply power to oper- in place and used in similar projects). The current chief of Sechelt, CPO2 ate underwater air tools. To facilitate Three bid proposals were received, but Kevin McNamara (a member of the origi- getting divers into and out of the water, a when the lowest was disallowed after the nal transit crew), has described the new diving platform would be installed at the contractor’s quality control system was diving tenders as “the best thing that has stern. The existing deck crane would be examined and found to be non-compliant, ever happened to the trade.” As he told relocated to support diving operations the contract for the refit and conversion Trident, he now “likes his job but loves and lower the rigid-hull inflatable boat. of the two TSRVs was awarded to his boat.” Coming from one of the navy’s The contract for developing the TSRV Nanaimo Shipyards Ltd. on Oct. 28, 1996. most senior divers, this accolade speaks conversion engineering change specifica- The delay in having to evaluate two ship- volumes about the success of the conver- tions and drawings went to competition yards meant that Sechelt would com- sion. It should also put the Canadian and was eventually awarded to MIL Sys- mence refit almost three weeks later than Forces Maritime Experimental and Test tems Engineering Inc. in February, 1996. expected, and Sooke approximately one Ranges on alert. As the two remaining Ed Chan (DMSS 2-7) managed this con- week later than originally scheduled. wooden-hull diving tenders (YDTs 10 and tract, while various life-cycle material A “virtual” project management team 11) move ever closer to retirement, CF managers reviewed the final design. The was established to conduct the refit and METR had better keep a close eye on its conversion packages for Sechelt and conversion. The team was “virtual” in the remaining two range vessels — YPT 611 Sooke were incorporated with other nec- sense that the individual members contin- Sikanni and YPT 613 Stikine — lest the essary periodic refit work, and on Aug.1, ued to carry out their primary functions fleet diving units come up with any long- 1996 an invitation to tender was issued with their parent organizations. The team range plans for diving operations that for a single contract to refit and convert comprised: Project Manager Lt(N) Gaston could benefit from another couple of both TSRVs. The contract was limited to Lamontagne (DMCM/AUX 4); Procure- steel-hulls! suppliers in Western Canada and stipu- ment Officer Ken Black (PWGSC, Pacific lated that the award of contract would be Region); Financial Manager Kathy Pope based on the lowest priced responsive (DMMS 5-3-5); Regional Quality Assur- tender. To be considered responsive, con- ance Manager Al Carter (8 CFQAR); On- tractors were required to: Site Refit Manager and Quality Assur- Ed Chan is the DMSS 2-7 project manager • demonstrate they have completed at ance Representative for YDT 610 Sechelt responsible for the TSRV conversion speci- least one previous ship refit for a vessel — CPO2 Bob Bourdage (8 CFQAR); QA fication. of this size (length 33.07 m; breadth 8.45 Rep for YDT 612 Sooke — CPO2 Kevin m; draft 2.47 m; displacement 275 tonnes) Gates (8 CFQAR); and TSRV Conversion Lt(N) Lamontagne is now the DMSS 2 with a contract value exceeding $0.5M; Specification Project Manager Ed Chan project officer for the navy’s Afloat Logis- • demonstrate a capability to dock (DMSS 2-7). tics and Sealift Capability Project. these vessels, and include a docking certificate for their own facility along with The conversion of the two TSRVs into the name of the dockmaster; and yard diving tenders was successful on a • provide a performance bond, along number of fronts. To begin with, the total with a labour and material payment bond. cost of the project came in under budget.

MARITIME ENGINEERING JOURNAL JUNE 1999 21 Greenspace: Maritime Environmental Protection Protecting the Oceans in the Future Article by LCdr Mark Tinney

egular readers of Greenspace will be familiar with initiatives Runderway to make Canada’s warships compliant with existing environmental regulations. For example, in response to the International Maritime Or- ganization’s call for a complete ban on the disposal of waste plastic at sea, many of our ships are being outfitted with plastic waste processing systems. The equipment illustrated is designed to shred, melt and compress all of a ship’s waste plastic into pizza-size disks which can be conveniently retained on board until the ship reaches its next port of call. This is a typi- cal example of technology being developed specifically to enable ships to comply with regulations currently on the books. Since regulations continue to evolve, however, so must our navy’s response. In this article I intend to provide an opinion on where it’s all heading. HMCS Fredericton’s plastic waste processors. (CFB Halifax photo by Pte. Kent) Protection of the oceans affects every facet of naval operations and will con- discharge regulations. Within the foresee- industry is going to have to develop the tinue to do so to an even greater extent in able future, the discharge of any non- necessary technology, which is cost- future. Navy ships, as well as all other biodegradable solid or liquid waste at sea effective and easy to operate, to enable forms of vessels, will be obliged to treat will be prohibited. Ships will be obliged to ship operators to process waste streams the world’s oceans with the utmost care retain all forms of non-biodegradable in accordance with the law. Second, port and respect. To that end, adherence to waste on board for offloading in port, and authorities are going to have to supply environmental doctrine will be an essen- ship operators will be held fully account- the necessary waste handling facilities to tial element in planning naval operations. able for any breach of the rules. All prod- make it easier and less expensive to off- Non-compliant vessels will be severely ucts brought on board a ship will have to load waste products in port. restricted in the type of operations that be accounted for when they leave the To comply with stricter regulations, they can perform. ship. Ship operators won’t be able to ar- ships will need equipment which can Today’s effluent standards for oily rive in port with the announcement that process solid and liquid waste streams to water, black & grey water, and solid they have no waste to offload; the waste the higher standards. Research and de- wastes can be fairly easily met using ex- miraculously having disappeared in the velopment on technologies which can isting technology. The standards apply middle of the ocean. And in the true spirit make this practical are under way. Several only to certain areas, and generally are of “Big Brother is Watching,” satellites countries, including Canada, are devel- not policed outside of territorial waters. will be used to a much greater extent to oping plasma arc incinerators which can This will change. Effluent standards of monitor ship activities, watching for signs reduce all manner of waste to an inert the future will be challenging to meet, and of illegal dumping of any waste stream. slag. The waste by-products can then be extend to greater areas of the oceans. Fur- Even today, it is very expensive for conveniently retained on board until thermore, the international community is ship operators to comply with environ- they can be off loaded in port. Technol- generally starting to accept that it is not mental regulations. As regulations move ogy and processes being developed to good enough merely to adopt regulations closer and closer to zero discharge it will recycle fluids on manned spacecraft without having an established means for become prohibitively expensive to oper- which one day will be deployed to the enforcing the rules. Thus, policing of ship ate in an environmentally conscientious farthest reaches of the solar system and activities will become a fact of life, and manner. As long as port authorities beyond (without the benefit of a replen- penalties will be severe. charge huge levies to offload waste, the ishment in space), will also be prime can- In the same incremental manner being incentive will remain for ships to try to didates for use in shipboard systems. used to force cigarette smokers into ex- minimize the amount of waste requiring In the near term we can see changes tinction, environmental regulators are offloading (through illegal dumping). So a coming which will have a significant im- leading the world’s navies toward zero- couple of things need to happen. First, pact on the design of liquid waste treat-

22 MARITIME ENGINEERING JOURNAL JUNE 1999 LookingGreenspace Back ment systems. Probably within five years will all need systems which can process come stricter, it is imperative that we do new regulations will require food waste large volumes of solid and liquid waste not falter in our resolve to comply. and grey water to be treated prior to dis- products efficiently and cost-effectively. charge. This will have a huge impact on As the regulations evolve, so will the the size of shipboard liquid waste treat- technology and procedures that we em- ment systems which are already heavily ploy to process waste at sea. With the challenged dealing with black water alone. right equipment it doesn’t need to be- LCdr Mark Tinney is the project manager come an increased burden on ship’s of the navy’s Maritime Environmental The requirements for pollution abate- Protection Project. ment equipment will be enormous. War- crews, beyond the level that it is now. But ships, commercial ships and cruise ships one thing is certain. As regulations be- HMCS Fredericton Joins the Solid Waste Management Fleet Article by Sean Gill

MCS Fredericton (FFH-337) is work to ensure the equipment was in- growing list of vessels in the Canadian the most recent Halifax-class stalled and operating properly, and to fleet having the tools to better protect the Hfrigate to be outfitted with the train the ship’s company in how to oper- marine environment by managing their solid waste management equipment se- ate and maintain the equipment. Interest- solid waste in accordance with discharge lected by the Maritime Environmental Pro- ingly, Fredericton accepted our offer to regulations. tection Project (MEPP). Project staff mem- train the crew while the ship was at sea. To the crew of Fredericton, the MEPP bers Mario Gingras and George Power will Making sure the equipment works is team says, Thank You for your enthusi- install a USN plastic waste processor and easy, but providing the best training op- asm, support and friendship. And to LS shredder, and a Hobart pulper on each of portunity to the crew can be a difficult Chisholm — Thanks for the ride home! the 12 patrol frigates by the end of 2001. task if not taught in the right classroom. Fleet oilers have already received a plastic We have found that an underway ship, in waste processor, pulper and Strahan and its at-sea routine, actively generating Henshaw shredder compactor unit, while waste, is the teacher’s best forum. It is the Iroquois class will be outfitted with a here that the sailors can observe and use Sean Gill is the field service representa- trash compactor and pulper only. This the equipment under real-life operating tive for Geo-Centers Inc., of Pittsburgh, equipment will allow each class to effec- conditions. They get to experience actual PA . tively process solid waste for discharge/ waste flow “battle problems” while oper- storage in accordance with discharge ating all the equipment under various regulations. scenarios, including the failures we simu- “Freddie” Goes Green Aboard the Halifax class the pulper is late to teach the maintainers their trouble- — the View from the Ship used to process approximately 70 percent shooting techniques. Another big advan- of shipboard generated waste — paper, tage to conducting the training while the Overall, the training was very well cardboard and food — which can then be ship is under way (apart from our having received; it was exceedingly beneficial discharged beyond the three-mile limit. a captive audience) is that we are able to to have the experts at hand to answer The plastic waste processor is composed offer much more individual instruction questions as they arose. of two distinct machines — a compress than we might otherwise be able to pro- Having completed formal waste- melt unit, or CMU, that turns plastic waste vide. And, we get to watch the newly processing training, the crew will now into 20-inch-diameter plastic disks, and a trained operators in action for the rest of turn its attention to waste collection. solid waste shredder that serves several the time we are on board! During the brief training period, it be- roles: preprocessing plastic waste prior to During the three days we were em- came obvious that sorting garbage at loading it into the CMU; and shredding barked in the ship, we encountered some the source will greatly reduce the work- metal and glass for discharge beyond 200 of our most enthusiastic students to date. load of the waste processing watch. An nautical miles. (As plastic discharge into We trained a total of 32 people — includ- efficient waste management program the oceans is prohibited at all times, the ing six maintainers — who will surely be will therefore depend upon the proper plastic disks must be offloaded ashore.) able to handle any problems they come education of the ship’s company, the The MEPP team visited HMCS Freder- up against with the equipment. key (as always) being the three R’s of Reduce, Reuse and Recycle. — Lt(N) icton in Halifax last February, following The set-to-work on board HMCS the fit of new solid waste equipment by Clark Patterson, Deck Officer, Fredericton was an unqualified success. HMCS Fredericton. Saint John Shipbuilding Ltd. As with all Top-down support combined with a re- new installations, MEPP personnel and ceptive, interested crew made for a very their FSRs were on hand for the set-to- rewarding visit. The ship now joins a

MARITIME ENGINEERING JOURNAL JUNE 1999 23 Ship Signature Reduction in the Canadian Navy — A Balancing Act

Article by Mike Belcher and Ping K. Kwok

hroughout history, the most successful hunters have tracked Ttheir prey using keen senses of sight, hearing, smell and touch. This holds true even in today’s high-tech arena of naval operations. Among the world’s navies, the “prey” is as well armed as the hunter, and the “victor” is often the one who detects the other first. We all instinctively know that invisibil- ity equates to invincibility; if you can’t be seen, you can’t be hurt. This is the basic premise of naval stealth technology, which aims to improve survivability by reducing detectability. Modern sensors operate above and below the ocean’s surface throughout the electromagnetic The funnels show up as hot spots in this normal IR image of the now decommissioned spectrum, searching for signals that can HMCS Skeena (DDH-207). (Photo courtesy W.R. Davis Engineering, Ltd.) find, identify and provide guidance to a target. This task is made easier if the tar- based sites, other surface ships or sub- prisingly, Canada optimized its fleet for get can be remotely monitored and reli- marines, and mines. In the majority of this function over the years in terms of ably analyzed as to identity, location, cases the weapon originates out of visual training, sensors, weapons and acoustic speed and direction — characteristics range of the ship, and the decision to signature reduction. As our ships incor- broadly referred to as the target signature. launch and subsequent guidance to the porated many quietening features such as A signature can be regarded as an target are based on sensor input. Remote gas turbine propulsion, air-emission sys- emission of acoustic or electromagnetic sensors are used for surveillance, detec- tems and effective vibration isolation of energy (either transmitted or reflected), tion, tracking and classification of targets, machinery, the operational community usually with spectral (i.e. frequency), tem- ground-mapping and weapon-homing developed a good awareness of the im- poral (time-dependent) or spatial (shape guidance. portance of acoustics. or directional) content. While the power Sensor systems are divided into two Following the collapse of the Soviet level of the energy can sometimes be broad categories: active sensors, such as Union and the subsequent reduction of used to determine range, it is the other radar and “pinging” sonar which radiate the submarine threat, the navy’s opera- variables which serve to identify and clas- energy to detect a target, and passive tional focus shifted away from transatlan- sify the target. In the case of weapon trig- sensors (i.e. sensors in quiet mode) which tic ASW escort duties to a broader com- gering mechanisms, the identifiable detect, either directly or indirectly, the bat role in support of NATO littoral opera- aspects of a ship’s signature are used to energy emanating from a target. Sensors tions worldwide. And although our determine whether the physical phenom- are also categorized by their operational long-standing attention to acoustic sig- enon the mechanism is monitoring is environment as either above-water sys- nature reduction continues to serve us natural (and can therefore be ignored), or tems (e.g. radar, infrared, optical sensors), well, we must now turn our attention to is a hostile warship that should be de- or underwater systems (e.g. sonar, pres- other areas of signature reduction that stroyed. sure sensors, magnetic field detectors). have assumed greater importance in the To counter the widespread availability For each type of sensor there is a corre- threat scenarios associated with coastal of sophisticated detection and surveil- sponding signature, the primary ones be- operations. Shallower coastal waters are lance sensors among other maritime ing acoustic, underwater magnetic and fertile fields for mines (turn to p. 3 of the forces, navies everywhere are turning to electric, radar and infrared (see sidebar enclosed issue of CNTHA News to see stealth and information denial techniques articles). the result of USS Tripoli’s encounter with to tip the balance in their favour. This arti- a mine off Kuwait in 1991), and ships are Signatures and the Changing Role of cle will address some of the issues relat- within easy striking distance of land- the Canadian Navy ing to signature reduction in Canadian based aircraft, missiles and, in some cases, naval ships. The Canadian navy developed its ex- even coastal artillery. Increased emphasis pertise as a major antisubmarine force on above-water signatures, including Sensors during convoy escort operations in the visual components, therefore needs to be The threats to modern warships are Second World War, a role that was rein- considered. The key lies in a balanced weapons launched from aircraft, land- forced later during the Cold War. Not sur- approach to signature management.

24 MARITIME ENGINEERING JOURNAL JUNE 1999 Signatures and the Evolving Threat ship configurations to incorporate naissance, and the increased likelihood of As sensors become more sophisti- “stealth” technologies such as shaping littoral operations have all combined to cated and are incorporated into weapon and radar absorbent materials. However, make the denial of ship visual identifica- systems, the need to update the signature these measures cannot completely hide tion by other forces important once again. management of naval ships becomes in- the target ship, and some missiles are able While the garish stripes painted on the creasingly important. But because signa- to use multiple sensors to couple radar sides of ships to confuse optical range- tures are not always well understood and IR for targeting. Active countermeas- finders during the First World War are within the naval community, there is a ures like chaff and flares can be effective probably gone for good, more navies are tendency to rely on information that may (the common wisdom being that these considering some scheme of colour and/ be outdated. For example, when magnetic measures must be able to project a more or pattern camouflage for reducing the mines were first developed they could attractive signature than the platform it- visual impact of their vessels. self), but imaging IR sensors negate some only sense variation in the vertical mag- Signature Measurement netic field. Initial degaussing systems, of the utility of flares. In the end, above- The first step in reducing ship signa- therefore, were configured to deal with water threats are best countered through tures is to identify the areas of the ship that threat using horizontal M coils. Un- a combination of signature reduction and that are contributing to the signature, and fortunately, the NATO standards for de- active countermeasures integrated with this calls for accurate measurement. Be- gaussing still refer primarily to vertical weapons. cause of the various physical processes field limits, even though the majority of Interestingly, the visual component of involved, each signature is measured in a mines inventoried around the world today warship signature is front and centre once different manner, using highly sensitive use multi-axis sensors and trigger on hori- again. Prior to the Second World War sensors under controlled conditions. zontal fields. It is important to recognize when ships had to close to within visual that weapon development is a constantly range to identify a target, visual camou- The Canadian navy operates several evolving field, and that countermeasures flage was a key factor in remaining unde- test ranges for dealing with signature designed for last decade’s threat may not tected. The advent of radar during the war management. There are two facilities on be effective on today’s battlefield. seemed to make camouflage an anachro- the East Coast — the Ferguson’s Cove Influence Range and the Bedford Basin The technology has advanced on all nism, but is enjoying something of a re- Degaussing Range. Ferguson’s Cove is a fronts. Underwater sensors are now capa- surgence among today’s navies. Heavier multi-use facility incorporating a deep- ble of detecting changes in AC or DC reliance on passive sensors which do not draught degaussing facility for ships with electric fields, but it is the above-water give away an attacker’s position, the use beams greater than 55 feet (16.8 m), and threat that requires special vigilance. The of electro-optical seekers on weapons, both static and dynamic sound ranges. advent of radar-guided anti-ship missiles the employment of stealthy remotely pi- The Bedford Basin range is strictly a de- have prompted some drastic changes in loted vehicles (RPVs) for airborne recon- Underwater Signatures Magnetic Steel ships develop individual magnetic fields through their gaussing coils permanently installed in the ship generate oppo- interaction with the earth’s magnetic field. During construction site fields to counteract any remaining permanent and induced the structure develops a permanent magnetic orientation in align- fields. A horizontal degaussing loop (the M coil) generates a ment with the earth’s field at that location. Furthermore, moving vertical field, while fore and aft loops (A coils) generate an a ferromagnetic object (such as a steel-hulled ship) within a mag- athwartships field. The longitudinal field is controlled by hori- netic field will cause the field of the object to change as it at- zontal coils of opposite polarity on the foredeck (F coil) and tempts to reorient to the local field. Such induced magnetism is quarterdeck (Q coil), or by a series of circumferential loops (L determined by the ship’s global position and heading, and also coils). By altering both the number of turns in these coils and leads to the formation of eddy currents within the structure. Any the power applied to each, it is possible to vary the field strength electrical machinery operating on board the ship will also gener- in the coils to manipulate the ship’s signature. Changes due to ate its own electromagnetic field. Altogether, these effects make ship’s heading are controlled by a link to the gyro compass. All up the ship’s magnetic signature, normally described in units of Canadian warships, including Kingston-class MCDVs, are fit- field strength (nanoTesla) at some distance below the ship’s keel. ted with degaussing systems. Magnetic signature reduction aims at reducing a ship’s field Electric to a level which will allow the ship to pass at some predetermined Ships also emit underwater electric fields, which are a combi- stand-off distance from mines which trigger on detecting a nation of electric machinery AC signals and a static-electric field change in the earth’s magnetic field. The most effective way to resulting from galvanic currents. The static-electric field can in reduce the signature is to minimize it during design. Modern mine- turn generate an extremely low-frequency electric (ELFE) AC sig- sweepers are typically constructed with GRP or wooden hulls, nal caused by the modulation of the static-electric field by shaft and the machinery is made primarily of non-magnetic metals, but rotation. Halifax-class ships are now fitted with a Canadian-de- for the vast majority of warships other methods are required. veloped active shaft grounding system to counter the ELFE sig- Deperming reduces the permanent field by temporarily wrap- nature. ping the ship with a series of coils which are then energized with strong currents applied in alternating polarities. In addition, de-

MARITIME ENGINEERING JOURNAL JUNE 1999 25 gaussing facility for ships up to 55 feet in the beam. It has both east-west and north-south magnetometer arrays to allow calibration in vertical, longitudinal and athwartship directions. Mooring buoys and a deperming barge in Bedford Basin are available for deperming/wiping. Both ranges have shore facilities where range data is gathered and processed, and offer secure voice communication with ships on the ranges. These facilities use either visual or laser tracking systems, and are now being augmented with a digital global positioning satellite (DGPS) tracking system. This will improve the accuracy of ship tracking, provide track feedback to ships and allow all- weather operation. On the West Coast, facilities include equipment at the entrance to Esquimalt Harbour which incorporates a magnetic check ranging capability, a degaussing Defence Research Establishment Valcartier’s trailer-mounted infrared imaging spectrometer has been used to measure IR signatures of Canadian warships. range at Coburg Spit where a north-south The imaging spectrometer produces a series of multidimensional graphed magnetometer array is situated, and the outputs of a ship’s IR intensity mapped against different variables. Parry Bay dynamic sound range. A trial acoustic range was recently established at Pat Bay to take advantage of better ambient noise conditions. The West Infrared (IR) Signature Coast ranges are also being updated with All objects emit a characteristic pattern of wavelengths in the infrared (IR) region DGPS tracking systems. of the electromagnetic spectrum, with intensities proportional to the temperature and Sound-Ranging surface optical characteristics. IR signatures include spectral signature (intensities of To measure underwater radiated noise, the emitted radiation at specific wavelengths), spatial signature (a pattern of the im- a warship must conduct static and dy- age with the relative intensity defining the target shape), and temporal signature (the namic sound ranging trials on an fluctuation of the target signal over time). instrumented range employing sensitive Infrared signature can be controlled by reducing the contrast of the radiant power hydrophones and accurate positional with the backgrounds against which the ship is viewed and by eliminating any direct tracking. The profile of the ship’s under- line-of-sight to the heat source. Since background radiance varies with time of day, water noise signature can then be used to weather, and geographic location, IR signature management should consist of a pas- predict acoustic detection and sive system designed to keep the IR signature as low as possible against a standard counterdetection ranges, and determine environmental condition, and an active system to vary the ship’s radiance to account the ship’s vulnerability to acoustic weap- for different conditions. ons. Sound-ranging can also detect individual ship and class defects so that Halifax-class frigate gas turbine uptakes are fitted with the “DRES Ball” fan-cooled corrective action can be taken. Typically, exhaust diffuser, while simpler diffusers are used for all other exhausts. Iroquois-class rangings are done before and after a refit, ships have exhaust diffusers on all exhausts. Ship’s internal heat emission is control- and following repairs or changes to major led by insulation fitted throughout the ship, especially around the exhaust pipes and machinery, the hull or propellers. Tactical ducts, and by special ventilation in the funnel. All Canadian major combatants are sound rangings are conducted before any fitted with an NBC defence pre-wetting system which can be used to alter the IR sig- major deployment. nature in the 8-14mm wavelength band. Magnetic Ranging Defence Research Establishment Valcartier, in conjunction with W.R. Davis Engineer- Determining the coil effects and initial ing Ltd., has developed the Naval Threat/Countermeasures Simulator (NCTS) software optimization of the magnetic signature to model the IR signature of naval ships. It can be used to study the impact of engi- require the use of a magnetic range. The neering changes on the infrared signature and on the ship’s susceptibility to antisurface range consists of an array of highly sensi- missile IR seekers under a wide range of operational and maritime conditions. tive magnetometers fixed on the seabed which measure the ship’s magnetic field strength as it passes over. Accurate position measurement of the ship during this pass allows the field strength to be plot- ted against the ship’s keel position, allow- knowledge of the ship’s magnetic charac- Infrared Imaging ing the effects of the various coils to be teristics. The result is a ship with its de- IR imaging systems measure the differ- evaluated. A complete ranging is an itera- gaussing coils set so that the magnetic ential radiance produced by a target and tive process, combining range data with signature is minimized. its immediate background. The image re-

26 MARITIME ENGINEERING JOURNAL JUNE 1999 corded depends on the spectral radiance of the target and background, the trans- mittance of the atmosphere and the spectral response of the imaging system. Canadian warship IR imagery has been recorded by Defence Research Establish- ment Valcartier (DREV) using a portable IR imaging system from a Sea King helicopter. In addition, a DREV IR imaging spectrometer operating in the 2-5mm waveband (see sidebar) has measured ship signatures from Osborne Head near Halifax. Further development is required to establish a permanent shore-based IR imaging system with quick-look analysis capability to support fleet deployment. Radar Cross-section Measurement of Canadian warship radar cross-section has been conducted by Defence Research Establishment Ot- tawa (DREO). Their I/J-band measurement radar (see sidebar) can collect coherent data and includes a high-resolution mode that will resolve one-dimensional RCS Fig. 1. The ever-diminishing “design spiral” for control over a ship’s threshold “hot spots.” Naval Electronic System Test signature shows an iterative process of measurement and improvement. Range Atlantic (NESTRA) and Pacific (NESTRP) both have RCS measurement Signature Reduction — A Balancing Act characteristics and the associated signal systems. A ship’s signature reduction measures processing systems. When multispectral must be in line with the relevant sensor threat systems exist, signature reduction Radar Signature

The radar signature of a vessel is a measure of its ability to reflect radar energy back to a transceiver. It is typically expressed as radar cross-section (RCS) in square metres, or in decibels relative to one square metre. RCS bears little relation to the actual physical size of a target. A complex object such as a ship contains many significant “scattering centres,” and its radar cross-section varies as a function of radar frequency, polarization, elevation and azimuth angle. Radar waves are only reflected from conductive materials. GRP materials are essentially transparent to electromagnetic radiation, but internal metal struc- tures would be visible. The intersection of three orthogonal planes, called a trihedral reflector, is the most efficient design of reflector and should be avoided through careful attention to “shaping.” Similarly, vertical planes in the upper superstructure can combine with the deck to form reflectors, and so should be inclined slightly — 10 degrees or less is sufficient — to reflect radar energy away from the transceiver. Reflective deck equipment such as boat davits, cap- stans and even stanchions can also contribute to the radar cross-section, and some navies have taken drastic steps to remove these items or hide them be- hind screens. Further RCS reduction can be achieved by fitting radar absorbent material either as sheet material permanently attached to the structure, or as flexible panels that can be rigged as required. In all cases, effective use of hull and superstructure shaping, as in the Halifax-class ships, requires rigorous adherence to design principles. The radar cross-section of a ship can be determined through scale-model testing, computer simulation and full-scale range testing. (Scale-model tests of the Halifax-class were conducted to verify the design and to identify the major DREO’s I/J-band mobile RCS measurement scattering sources.) Defence Research Establishment Ottawa (DREO) has analy- system. sis codes to predict the RCS of various targets with complex geometries. How- ever, full-scale ship testing on an instrumented range remains the most accurate method for establishing the radar cross-section of a ship.

MARITIME ENGINEERING JOURNAL JUNE 1999 27 established with representation from Acoustic Signature headquarters, the research community and both coasts. This allows open dis- The acoustic signature is the underwa- water near the machinery spaces to create cussion of policy, provides input for the ter noise generated by a ship, expressed an acoustic impedance mismatch, thus development of new and current facilities, in decibels (dB) relative to a reference reducing the transfer of machinery noise and ensures that naval signature manage- sound pressure level of 1 mPa to the water. Acoustic decoupling tiles ment retains high visibility. An Atlantic (micropascal) one metre from the hull. It is attached externally to the hull around the Signature Management Working Group a complex spectrum of sounds, dominated machinery spaces also prove effective. also exists in MARLANT to deal with by narrowband machinery and propeller Although such tiling is more common on issues relating specifically to the East tonal components at slower ship speeds, submarines, and rarely used on surface Coast fleet. West Coast fleet survivability and by broadband propeller cavitation ships, they are currently fitted on HMCS issues are the responsibility of noise at higher speeds. Noise radiated by Montreal. MARPAC/N34. In DGMEPM, technical a ship can be detected at great distances, responsibility for signature management Hydrodynamic noise results from a and can also degrade the performance of falls within the Passive Protection section combination of propeller cavitation and the ship’s own sonars. (DMSS 2-5), which has unique experience flow noises. Flow noise can be controlled in underwater noise, vibration, magnetics, Machinery vibration is transmitted through careful design of the hull and its above-water signatures and survivability. through seatings and piping systems to appendages. The cavitation inception This section is also responsible for main- the hull, then radiated into the water. Air- speed can be increased by good propeller taining the navy’s various signature test borne acoustic energy can also be radiated design and by smoothing the flow of wa- ranges. directly to the hull. Machinery noise is ter into the propeller. To reduce the effect reduced by minimizing vibration at the of cavitation, operators can keep the ship’s Way Ahead source through accurate balancing and speed below the cavitation inception Signature reduction is a passive pro- alignment of rotating parts, and by keep- speed, or run propeller air-emission sys- tection system, an integral part of the ing machines in good repair. Interrupting tems above that speed, accelerate gradu- ship’s defensive system, and cannot be the vibration coupling path is accom- ally and use minimum rudder and stabilizer treated in isolation. The effectiveness of plished by resiliently mounting machinery, angles where practicable. countermeasures will be improved with fitting fluid and acoustic mufflers, install- signature reduction. Underwater signa- ing acoustic enclosures, and avoiding rigid ture management, both acoustic and mag- connections to the hull. Air-emission sys- netic, is well established. Although not all tems distribute a layer of bubbles in the the components required for radar cross- section and IR signature management are in place, requirements to address these must be applied to all signatures for it to low which sensors cannot detect at nor- issues have been identified. With the ad- be tactically effective, although measures mal engagement ranges. vance of new sensors such as millimetre to reduce one signature may increase an- While there are often palliative means microwave (MMW) radar, imaging infra- other. For example, screens to reduce the to improve ship signatures, the most red, and laser detection and ranging IR signature on deck may increase the cost-effective method of ensuring low (LADAR), there will be a need to deal radar cross-section of the ship. Figure 1 signature levels is to build these features with the threat from new missile seekers. provides an overview of the dynamic, in at the design stage. This can be accom- Each new threat will pose unique signa- sequential and iterative process of the plished through proper selection of mate- ture control challenges, and the battle threshold signature management spiral. rials, equipment and structural design between measure and countermeasure Once an acceptable ship self-protection details. In many cases, the cost of build- can be expected to continue. However, system effectiveness has been achieved, ing a stealthy structure is not signifi- with an effective method for understand- the threshold signatures must be main- cantly more than building a non-stealthy ing the effect of signatures and dealing tained to ensure the ship can accomplish one. In other cases, as in the case of mod- with these issues, the Canadian navy is its mission effectively against a set of ern minesweepers, the requirements for well prepared to respond to these chal- threat sensors under a given set of envi- low signature levels will dominate the de- lenges. ronmental conditions. sign. It is important to remember that ship The methods for controlling and re- signatures be considered together with ducing signatures are for the most part the available countermeasures and with well understood. Because the threat is the defined threats. There is a common constantly evolving, and because many misconception that stealth technology elements of ship signature are dependent can make objects invisible to radar. This is Mike Belcher is a survivability analyst in on the maintenance of existing design no more true than saying special paints DMSS 2. features, it is desirable that a signature can make an object invisible to the eye. management organization monitor the The aim of stealth technologies is to re- Ping K. Kwok is the DMSS 2 engineer for “stealth health” of the fleet. The goal of duce the signatures in specific areas be- above-water signature management. this organization should be to review sig- low the sensor acuity in a given set of nature control efforts on a ship-level fo- environmental conditions. In certain cus, to ensure that these efforts are cases, the signature need only be reduced balanced and congruent. below the level at which decoys are effective. By the same token, it makes no To address these issues, a Naval Sig- sense to reduce signatures to levels be- nature Management Committee has been

28 MARITIME ENGINEERING JOURNAL JUNE 1999 Year 2000 Ship Readiness Article by LCdr Richard Gravel and Lt(N) Erick DeOliveira

he year 2000 computer problem overall nature of operations. This in turn CMS/DMPPD. Each LCMM was required anticipates a number of compu- allowed the three environmental elements to prepare a year 2000 certificate and sup- Tter failures that could occur to to prioritize and manage their own Y2K porting technical package for each system should computers misinterpret key dates efforts, such as the navy is now doing or project under his management. The in their internal calculations. The basis for with its joint CMS/DGMEPM Year 2000 package supported the case for the par- the problem lies in the ambiguity of the Ship Systems Project [see “Navy’s Y2K ticular certification category being two-digit year indicator “00” (Is that year Ship Systems Project in full swing,” sought, and provided such details as a 1900 or year 2000?), and in the confusing Maritime Eng. Journal, Feb. 1999]. system and interface block diagram, a ba- logic presented by certain dates (such as sic description of the system’s functions, The Y2K Ship Systems Project (SSP) is April 9, 1999 — the 99th day of the 99th and an analysis summary. Eight possible tasked with ensuring that Canadian naval year — which some computers might read certification categories were established: ship systems and related shore installa- as a 9999 “end-of-file” date field). Two of tions are able to function normally in the • No date usage (the system computes, these key dates, Jan. 1st (the first appear- face of the millennium bug. The project is but no dates are processed); ance of “99”) and April 9th, have already being supported by a full program of • Fully compliant; passed seemingly without incident for the documentation, certification and auditing • Converted (the system has been con- Canadian navy, but there is concern that for Y2K compliance, including system verted, tested and implemented, and is the effects of some of these events might functionality validation trials being con- fully compliant); manifest themselves only later. For in- ducted by the Naval Engineering Test • Replaced (the system has been re- stance, one concern with routine busi- Establishment (NETE). placed by: ______); ness processes is that the bugs • Abandoned (the system will might not show up until software be removed from service before is invoked to perform quarterly Jan. 1, 2000); roll-ups. • Non-compliant with signifi- Y2K bugs are likely to affect cant impact; various systems differently, and • Non-compliant with no sig- operators could see their systems nificant impact; react with anything from quirky • No computing component. behaviour, to a refusal to perform The project adopted a “stem to certain activities and outright fail- stern” approach for shipboard ure and shutdown. Errors in per- systems in each class of ship. forming date interval calculations Many systems were found to could affect database archives, have no computing components. such as those used in message Fig. 1. Status of Mission Critical Systems Among the remaining systems a handling systems, by reporting Compliance and Certification large number did not process dates in any that no messages had been received be- manner, while still more were already year tween, say, December 99 and February 00 The decision to fund Y2K assessment 2000 compliant (using and displaying the — the year 00 having been logically as- and remediation activities has been ad- full four-digit year). Approximately a sumed to have occurred before the year dressed in many ways within the CF and dozen systems needed remediation work. 99. (In a combat system, this type of error throughout the private sector. In the navy, About half of these systems have been could produce ludicrous target informa- senior management was determined not converted, while the remainder were well tion.) A database with a memory optimiza- to mortgage future capital plans against on their way to compliant status, or hav- tion feature could even end up deleting Y2K remediation. Consequently, an el- ing a CRB-accepted workaround put in “stale” data from the year 00 (i.e. 2000) if egant measure was taken when all Y2K place. the computer misinterpreted the 00 as the assessment activities and corrective year 1900. steps were directed to come from the ex- Validation Trials isting maintenance budget. Life-cycle ma- In order to develop the necessary con- At the beginning of DND’s Y2K effort, terial managers (LCMMs) would simply fidence in ship systems’ ability to deal there was a sense that time was tight and prioritize Y2K as the first issue to address with the millennium bug, NETE was that organizations would not have within the scope of all other materiel con- tasked to conduct Y2K system functional- enough time to review and remediate cerns. every system that could be affected by ity trials in HMC ships. These trials the millennium bug. An operational readi- To enable review of year 2000 plans sought to demonstrate that no Y2K bugs ness program was therefore launched to and actions by LCMMs as they related to would propagate across the interfaces of identify and rank those missions that their systems, a certification review board complex, integrated systems, and that were critical to meeting Canadian Forces was established by the project. The board these and stand-alone systems could be national and international objectives. The is chaired by DMSS 8, with membership demonstrated as Y2K-ready in the opera- result of this high-level review was a including the project manager of the Ship tional environment. In addition to demon- much clearer definition of computer sys- Systems Project, as well as representa- strating Y2K system functionality of tems with respect to their criticality to the tives from ship system engineering and integrated systems, these trials served to

MARITIME ENGINEERING JOURNAL JUNE 1999 29 Brie educate our personnel, and to better maritime interdiction/naval boarding op- sage traffic, alarms, or other historical prioritize our remediation efforts. erations. events. Because the stakes of advancing NETE produces reports of each sys- The Y2K bug has also been observed clocks in seagoing ships were high, a pro- tem trial which are scrutinized by a formal to produce special symptoms in certain gressive approach was taken to minimize trials acceptance review board. In this systems, such as in the SRD-502 direction the risk in these trials. Assiduous LCMM way, the SSP closes the loop that begins finding system which loses exactly one efforts to assess the compliance of spe- with LCMM equipment tests and predic- second of clock time upon the rollover. cific equipment and individual systems tions, and NETE field tests of shipsets. While the SRD-502 only needs to be re- provided early confidence that the ship- The result of the trials acceptance review started to resynchronize its clock, more board trials would proceed safely. Where determines whether a system’s Y2K be- severe problems have come to light dur- possible, trial programs for individual sys- haviour is satisfactory, and whether addi- ing recent tests of mission fits for the Ca- tem groups (AWW, UWW, IMCS, Comms, tional tests or remediation are warranted. nadian command ship for the Standing NAV/INS and EW) were tested first in Naval Force Atlantic. The SRD-503, for shore-based trainers before being moved “Ship is...under sailing example, exhibits significant degradation on board the ships. Altogether, NETE has that is directly attributable to Y2K date conducted Y2K testing in 10 different ships, orders to proceed to sea to environments (presently being addressed). including an AOR, two Kingston-class conduct Y2K testing. In Auditing Activities coastal defence vessels, four Halifax- DND has established a review and au- class frigates and three Iroquois-class preparation...the internal dit process to span the entire CF year destroyers. date is to be set at 1 Jan 2000 2000 effort. The purpose of this Monitor- It is important to note that there are by 0730Q (Jan. 20, 1999).” ing Review Program is to conduct inde- systems that will not be investigated by — Extract from HMCS pendent reviews of both system certifica- the navy’s Y2K Ship Systems Project. For Montreal’s Captain’s Night Order Book, tion and the process used to certify sys- instance, the numerous personal comput- Jan. 19, 1999. tems. The program has four streams of ers used on board ship are being looked review, and the SSP is subjected to each. after by other agencies within DND/CF, The first review, sponsored by PMO while large commercial systems such as Known Y2K Anomalies in HMC Ships Y2K, is a verification of system certifica- GPS, Inmarsat, and Satcom satellite net- tion which examines the overall process, works are being addressed outside of LCMM efforts to investigate their sys- including the certification review boards DND (although the compliance of the tems have identified Y2K phenomena in a and NETE integration testing. Specific ground-based receivers for these net- number of systems. In many cases, these systems were chosen, and the process works is being assessed). were subsequently observed during validation trials. The phenomena include all and certification package for each was The NETE system functionality trials of the expected behavioural quirks, but in checked. The second audit program is have sought to establish Y2K compliance most cases the Y2K problems in question conducted by the Chief of Review Serv- by verifying that there is no noticeable can be worked around. These are being ices, and consists of a similar process and operator impact as a result of the Y2K suitably documented and advertised. For documentation review. The most extensive environment. For example, during AAW example: audit is the technical review program, serials, the emphasis was not on the abil- In both Iroquois- and Halifax-class which is mandated to conduct a technical ity to hit a towed target, but on the ability ships, the command and control software review of certain high-priority, mission of the command control system to desig- exhibits Y2K symptoms when analyzing critical systems to ensure that assessment nate a target to a fire-control director, and or playing back history recording files of Y2K activities has been duly diligent. successfully continue the process to the recorded across the millennium transition. The technical review program involved point of target prosecution. This is a common Y2K symptom, and is visits to field and support sites, a review In addition to validating the compli- easily overcome by dividing the task be- of technical data packages, a review of ance of shipboard integrated systems for tween the period prior to, and after, Jan. 1, manuals and specifications, and a detailed each ship class, ship-to-ship interoper- 2000. Also, the software updater in the technical appreciation by a team of experi- ability was tested between HMCS Halifax-class CCS-330 displays leap-year enced technologists and engineers. The Algonquin (DDH-283) and her consort problems and would incorrectly link files fourth audit is a risk reduction process put HMCS Winnipeg (FFH-338). The testing that span the rollover. This particular in place by the Y2K team for ADM(Mat). included such systems as Link-11, mes- problem will be eliminated by updating In all cases, a minimum of 10 percent of sage handling, and the Joint Maritime files so that they all reflect the same year. an organization’s systems was to be ex- Command Information System. The new message handling and distri- amined. All audits and reviews have re- Finally, the Ship Systems Project seized bution system in Iroquois-class ships is vealed a solid process and a proper tech- an opportunity to demonstrate that Cana- also non-compliant in terms of its ability nical approach to the business of ensur- dian warships could perform in a Y2K en- to stamp the proper date-time group. This ing year 2000 readiness of shipboard sys- vironment with an allied force. HMCS will cause some retrieval challenges, but tems. Few changes have been proposed, Regina (FFH-334) participated in a lengthy the problem is being addressed through a and no further review has been recom- exercise with a USN carrier battle group. new software release. Also being ad- mended. The final drafts of the audit re- During this exercise, Regina demon- dressed is the inability of the communica- ports are being submitted to the sponsor- strated functional interoperability in all tions control and monitoring system to ing organization for review. warfare environments (surface, air, sub- accept date ranges spanning the millen- Conclusion surface), SAR events, helicopter air sup- nium as valid intervals. This is reflected in The Year 2000 Ship Systems Project port, communications management, and empty system activity reports for mes- has endeavoured to take a practical ap-

30 MARITIME ENGINEERING JOURNAL JUNE 1999 efs

proach toward Y2K certification of sys- LCMM efforts in the end-use, operational and the completion of at-sea trials for tems and testing in Canadian warships. environment. both major ship classes were completed in The legal requirement to demonstrate early February. The preliminary results of Certification efforts, laboratory testing “due diligence” and collect objective evi- these efforts — system certification and and actual shipboard trials all suggest dence has necessitated a management validation trials together — give us excel- that HMC ships will experience little, if and operational level review of systems. lent reason to be satisfied that ships will any, operational limitations as a result of be available and fully capable after the In 1998 the world’s Y2K gurus were the millennium rollover. The anomalies upcoming New Year’s Eve party. not only concerned that individual sys- which have been identified are predomi- tems might fail, but that interfaces be- nantly confined to archival and history tween integrated systems might also recording functions. Extensive testing at provoke Y2K failures. For this reason, the the single-ship and battle-group level has Naval Engineering Test Establishment continued to reinforce the robustness of was directed to conduct progressive inte- our ships, and confidence in their ability LCdr Gravel is Project Manager of the grated system testing. As an independent to carry out almost any kind of mission navy’s Year 2000 Ship Systems Project. validator, NETE was the first agency (in with system clocks set to millennium place prior to all of the auditing organiza- dates. Lt(N) DeOliveira (DMSS 5-6) is Test and tions) to take a sober second look at the Since its genesis in May 1998, the SSP Trials Manager for the Year 2000 Ship navy’s Y2K activities. NETE reviewed the has tackled an ambitious project with Systems Project. state of both stand-alone systems and creditable results. The certification of the interfacial connections of integrated some 1100 systems for all ship classes systems – delivering an effective check of

News Briefs

Towed Array: CANTASS Update

A Senior Review Board convened in Target motion analysis requirements standing issues with the PAS (including March to review CANTASS project status for Halifax-class frigates will be resolved Y2K concerns). and way ahead activities. The project re- by incorporating the Passive Localization Other Activities... ceived approval to address operational Assistant (PLA) into the adjunct CAN- and training shortfalls (the main thrust of TASS processor. A trial of a stand-alone • CANTASS Mission Simulator free- the way ahead) via the introduction of an version of PLA in the frigates Regina and play week (April 19-23, 1999): Fleet opera- adjunct signal processor for each CAN- Toronto concluded that PLA is a valuable tors assessed the operational/training TASS set, and the procurement of a CAN- and necessary tool for undersea warfare, value performance of the East Coast TASS Mission Simulator for the West and fully addresses the Halifax-class tar- CANTASS Mission Simulator prior to site Coast. (The East Coast simulator, which get motion analysis requirement. It was acceptance testing (May 17-27). was installed in the summer of 1998, is also noted that PLA must be integrated • Fleet Operational Readiness Assess- expected to be fully operational this fall.) into CANTASS due to the limited number ment Check (May 6-12, 1999): Proved the of TASOP billets in Halifax-class ships. operational performance of CANTASS at A signal processing insertion will be sea, and benchmarked the system’s per- implemented to handle HF processing and A contract will soon be let to procure a formance against CANTASS Baseline 3 transient signal detection, which are cru- CANTASS Mission Simulator for the software. cial in detecting high-frequency emis- West Coast. Following its analysis of • CANTASS Mission Simulator — In- sions and speed-related components of CANTASS at-sea performance (using the structors Training Course (June 7-July 9, submarine and surface ship contacts. Post Analysis System), the navy now has 1999): for CFNOS instructors. Transient signals can herald prelaunch a much clearer understanding of its towed • Program Generation Centre Upgrade: and launch activity with torpedoes and array training requirement. The signal will bring the CANTASS software devel- missiles. The signal processing will occur processing, transient detection and PLA opment tools to a more modern and sup- on a COTS chassis adjunct to the existing insertions will be incorporated into the portable environment. This will ensure CANTASS hardware that will host the new trainer, along with improved oceano- long-term support in an open architecture CANTASS signal processing algorithms. graphic and graphical user interfaces. All environment that will enable easier and The input to the adjunct processor will be modifications to the new trainer will be less hardware-intrusive upgrades. — a variety of pre- and post-processed sig- retrofitted into the East Coast system. Lt(N) Scott MacDonald, DMSS 7-8-2. nals and tracker data. The output will be The repair and overhaul contract for [http://dgmepm.d-ndhq.dnd.ca/ integrated back into the CANTASS Data the CANTASS Post Analysis System dmss.dmss7/pcantass/cantassf(3).htm] Management and Distribution Unit, which (PAS) has been awarded to Array Sys- will allow new display formats to be inte- tems Computing of Toronto. The com- grated into the existing CANTASS dis- pany will initially produce a software plays. The upgrade promises shorter support environment for PAS software integration periods. development, then begin to address out-

MARITIME ENGINEERING JOURNAL JUNE 1999 31 News Briefs 1998 MARE Training Awards (Photos by CFB Halifax Photo, Pte. S. Kent, courtesy CFNES Halifax)

The following awards were presented at this year’s East Coast MARE mess dinner on April 29th:

Mack Lynch Memorial Award Northrop Grumman Canada Award SLt Ryan New (presented by Capt(N) D. Hurl) Lt(N) Joseph Pike (presented by Capt(N) G. Humby)

CAE Award Lockheed Martin Award Lt(N) Edward Hooper Lt(N) Keith Coffen (presented by Wendy Allerton, CAE) (presented by Capt(N) (ret.) B. Baxter, Lockheed Martin Canada)

Runners-up: Lt(N) Ducas SLt Bouayed SLt Mondoux

MacDonald Dettwiler Award Lt(N) Greg Marquis (presented by Lee Carson, MacDonald Dettwiler Canada)

Share Your Snaps! The Maritime Engineering Journal is always on the lookout for good quality photos (with captions) to use as stand-alone items or as illustrations for articles appearing in the magazine. Please keep us Runners-up: in mind as an outlet for your Lt(N) Deschenes photographic efforts. Lt(N) Porteous Lt(N) Patterson Lt(N) Gray

32 MARITIME ENGINEERING JOURNAL JUNE 1999 JUNE 1999

• • • • • • • • • CANADIAN NAVAL TECHNICAL HISTORY ASSOCIATION • • • • • • • • War Museum seeks CNTHA • Inside this issue: • • Assistance • Helping Official History: • eaders with a sharp eye will likely have noticed that Dr. Roger Sarty is no longer • The Value of the CNTHA .....2 • Rour point of contact with the Directorate of History and Heritage. Roger, who • was recently recruited by historian Jack Granatstein to head up historical research and RCN Official History • exhibit development at the Canadian War Museum (CWM), is ably replaced by Michael Due in 2010 ...... 2 • • Whitby (who worked with Roger and Dr. Alec Douglas to establish the naval history • program at DHH). Roger, meanwhile, continues to actively participate in the CNTHA, Book Review: • Desert Sailor:A War • and is now asking our readers for assistance. • The war museum is seeking to strengthen its holdings of post-Second World War of Mine ...... 3 • • naval artifacts, especially those from the Cold War era. This is an important develop- The Collection...... 3 • ment as the foundation of the CWM’s collection consists mainly of Canadian army ar- • RCN/RN Relations, 1955 ...... 4 • tifacts from the two world wars. According to Roger, the retirement of the last of Canada’s • steam-driven destroyers presents an unparalleled opportunity to fill in some of the gaps Canadians at Harwell ...... 4 • in the naval collection, but the museum needs advice on what equipment to look for. • • The St. Laurent- and follow-on classes were built at the height of the Cold War in the • CNTHA Chairman • 1950s and 60s, and remained the backbone of our naval fleet right up until the early RAdm (ret’d) M.T. Saker • 1990s. As such, they embody some 30 to 40 years of Canadian naval history. They were • the first major warships to be designed in Canada, and their repeated upgrades over the DHH Liaison • Michael Whitby • years often featured equipment and concepts that were in themselves Canadian inno- • vations. Home to several generations of Canadian naval personnel, these ships harbour Secretary • the essence of the Canadian naval experience from a long and important period. Gabrielle Nishiguchi (DHH) • • Roger is asking for assistance in identifying specific pieces of equipment, perhaps Executive Director • LCdr (Ret’d) Phil R. Munro • even parts of structure, that should be acquired by the museum to meet its mandate of • preserving key artifacts that will serve both as a memorial and as an educational resource. Research Director • One suggestion already passed on to the museum is that they should especially try to Dr. Hal W. Smith • • gather equipment, consoles and displays from the operations room and bridge (which DGMEPM Liaison • the museum says can be worked up into a nice display), but what they need to know is, Mr. R.A. Spittall • • Which specific items? Also, are there reasonably compact pieces of equipment and struc- Maritime Engineering Journal • ture from other parts of the ship (say an engine-room display), that would meet the dual Liaison • objectives of preserving what was familiar and important to service people, and provid- Brian McCullough • • ing a good resource for education and research? Newsletter Editor • Roger Sarty promises to keep us posted on developments. In the meanwhile, if you Mike Saker • • can help him out in any way with the new naval display for the Canadian War Museum, Newsletter Layout & Design • please contact him directly at: Director Historical Research and Exhibit Development, Brightstar Communications, • Canadian War Museum, General Motors Court, 330 Sussex Drive, Ottawa, K1A 0M8. Kanata, Ont. • • ([email protected]); Tel. (819) 776-8664; Fax (819) 776-8657. CNTHA News is the unofficial newsletter of the • Canadian Naval Technical History Association, • published by the Director of History and Herit- • • Mike Saker age, NDHQ Ottawa, K1A 0K2, telephone (613) • 998-7045, fax 990-8579. Views expressed are • those of the writers and do not necessarily re- • flect official DND opinion or policy. The editor • reserves the right to edit or reject any editorial • material. • Preserving Canada’s Naval Technical Heritage 1 CNTHA News — June 1999

Helping Official History: • • • • • The Value of the• CNTHA • • • • • Article by Michael Whitby • • • • • Official History • • • iven the fact that there has been a • curement evolve? Who were the key play- • Gchange in leadership of the naval • ers? How did the technical branches re- due in 2010 • history team at the Directorate of History • late to the naval staff and to each other? • • In January the Directorate of His- • and Heritage, it might be beneficial to re- • How did the navy relate to the Defence • emphasize the important contribution • Research Board, to the Department of De- tory and Heritage received renewed • • priority from the DND Heritage Board • that the members of the CNTHA make to • fence Production and to industry? How to complete a three-volume official • the writing of official history. In doing so, • did the ships and equipment perform in • I will rely heavily upon Dr. Roger Sarty’s • the fleet? What problems arose and how history of the RCN in time for the cen- • • tennial of the Canadian navy in 2010. • discourse on the subject that appeared in • were they tackled? This isgreat news. When completed, • the March 1997 edition of this newsletter, • The recollections of those who wit- • for he captured succinctly the reasons • the project will enhance public under- • • nessed or participated in those events are standing of the vital role the Canadian • why official historians need your assist- • of immeasurable assistance to the histo- • ance. • navy has played, and continues to • • rians who grapple with these critical ques- play, in both peace and war. • First, let’s clarify the term “official his- • tions. That was revealed to me in my work • tory.” It can be misleading, but James • on “Certified Serviceable, The Technical The project will be a massive un- • • dertaking, but DHH is in good shape • Butler, editor of the massive British offi- • Story of Canadian Naval Aviation.” The • cial history series on the Second World • vast expanse of anecdotes, reminiscences, to see it through with our traditional • • high quality. We are in the final stages • War, described official history as that • copies of working papers, accounts of of completing Volume II, which cov- • commissioned and sponsored by a gov- • experience with certain types of kit, along • ernment which then opened its records for • with the photographs collected by a small ers the Second World War. A draft • • should be ready for the publisher at • that purpose and took responsibility for • group of dedicated naval air technicians, the end of this year, with publication • the competence of the authors. That well • shed an enormous amount of light on • sums up the position and role of Canada’s • what would otherwise have been a pretty about 18-24 months after that. • • • official historians at the Directorate of • dark hangar. It’s not that the technical side Some preliminary work has been • History and Heritage. We are given a task, • of naval air would have been ignored in done for Volume I (1867-1938), but we • we receive unfettered access to depart- • the official history, but it is doubtful that are much farther along with Volume • • • mental records and we complete a compre- • it would have been written with the clar- III, which will cover the post-war years • hensive historic volume to the best of our • ity and insight of “those who made it so.” to 1968. The great progress with Vol- • • • ability. Our job is to get it right, warts and • So we welcome, enthusiastically and ume III is thanks in no small part to • all. • the dedication of the naval technical • • gratefully, any material that members of the community which has gathered a vast • In January the Directorate of History • CNTHA can contribute to our growing • and Heritage received the go-ahead to • naval technical collection at DHH. We array of material on specific subjects • • such as naval aviation, sonar devel- • complete a three-volume official history of • also welcome your advice when we seek opment and the hydrofoil project, as • the RCN in time for the centennial of the • to understand the complexities of the post- • Canadian navy (see box at left). This will • war naval experience. You are valuable well as more general technical matters. • • • be a huge undertaking, especially Volume • members of the naval team and you will Over the past decade the naval his- • III which will cover the years 1945 to 1968. • help us to get it right. tory team at DHH has received tre- • Veteran sailors of that period know of the • mendous support from the entire • • • massive changes that took place, not just • naval community. We are grateful for • in the RCN, but in naval warfare in gen- • that and it gives us a great level of • • • eral, and understand the ever-increasing • comfort to know that we will be able • impact that technology had on naval war- • to continue to count upon that same • fare during that time frame. • enthusiasm as we see the naval his- • • Michael Whitby is the chief of the • Documents are useful only to a point • Naval History Team in the Directorate tory project through to completion. • • • to the historian who is seeking to under- • of History and Heritage. M.W. • stand and interpret the complexities of • • technological change. As Dr. Sarty ex- • • • • plained so well, innumerable questions • • arise that must be addressed: How were • • • • ship and equipment requirements • • evolved? How did the teams responsible • • for equipment selection, design and pro- • 2 Preserving Canada’s Naval Technical Heritage CNTHA News — June 1999

Book Review: • • • • Desert Sailor: A• War of Mine • • • • • By James T. Hewitt, Canadian Peace- • mine warfare aspects of the 1991 Gulf War. • keeping Press, Cornwallis Park, P.O. • Sent to the Gulf in late 1990, the author • • • Box 100, Clementsport, NS, B0S 1E0, • ultimately joined the staff of the multina- • The Collection 1998. ISBN 1-896551-17-3. Soft cover, • tional mine countermeasures (MCM) • • • 192 pp, Illus., photos, appendices and in- • force, which was commanded by a USN • (354 Items!) dex. $24.95 plus taxes and shipping. • officer. After the shooting stopped, LCdr • • Hewitt was one of the first ashore at the • Among our latest acquisitions is Reviewed by Mike Young • • • former Kuwait naval base. There he wit- • a VHS tape entitled, “The Tracker o this reviewer’s knowledge this is • nessed some of the effects of the Iraqi • Years.” It is an amateur video pro- • occupation — looting, vandalism and • duced and written by Alfred T. Tonly the second book published by • • a Canadian naval officer on his Gulf War • wanton destruction, coupled with some • Bristow. In the credits he recognizes experience1. A specialist mine warfare of- • nasty booby traps — and collected some • several retired naval officers, two of • • whom are known to me — Robbie ficer, LCdr Jim Hewitt kept a journal dur- • official “souvenirs” for use as training aids • ing his time in the region. He has edited • in the fleet school back in Halifax. • Hughes and Benny Oxholm. The tape runs close to an hour in length and smoothed the entries into a fascinat- • What makes this story fascinating is • • • and is most professional in presen- ing book. the insight the author brings as a special- • • tation. Although primarily opera- • ist in the business of mine warfare. He was • As the title implies, this is both a per- • • tional, it tells the story of the tracker sonal account and an account of the sea • (continued on page 4) • • • aircraft in full and is a joy to watch. • • The production group is called Crys- • • tal Creations, and proceeds from the • • • • sale of tapes (at $34.50 each) are be- • • ing used to support the Shearwater • • • • Aviation Museum Foundation. • • Copies can be obtained from: • • • • Alfred T. Bristow • • #94-100 Burrows Hall, • • • • Scarborough, Ontario M1B 1M7 • • phone (416) 299-8016 • • • • We are continually on the look- • • • • out for new material. If you have • • something and think we have it, • • send it anyway. We can sort it out. • • • • You can reach me by: • • • • mail: 673 Farmington Ave., • • Ottawa, Ont., K1V 7H4 • • fax: (613) 738-3894 • • • • E-mail: [email protected] • • • • Phil Munro • • • • • The amphibious assault ship USS • • • • Tripoli (LPH-10) lies in drydock in • • Bahrain after sustaining damage below • • the waterline from an Iraqi mine off • • Kuwait during the Gulf War in 1991. The • • • • ship was able to continue operations • • after damage control crews were able • • to stop the flooding. (USN photo by JO1 • • Joe Gawlowicz. Used with permission.) • • • • • • • • • • • • • • • Preserving Canada’s Naval Technical Heritage 3 CNTHA News — June 1999

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aboard the MCM command shipUSS so fortunate. This book should be man- • Tripoli when she hit a mine in the barrier • datory reading for naval officers attend- • off Kuwait and he describes the chilling • ing the Canadian Forces Command and • • • scene as damage control parties fought to • Staff College. • contain the flooding, shore up weakened • • bulkheads, restore electrical power and • • • • prevent explosions from a variety of flam- • • mable products released by the mine dam- • Mike Young is an independent consult- • age. The damage caused by a single mine • ant based in Ottawa. • • • to this 20,000-ton ship was major and a re- • minder of just how dangerous mines can • • [1Cmdre Duncan “Dusty” Miller wrote • be. The missile cruiser USS Princeton • about his experiences as a task group RCN/RN • was also severely damaged as a result of • • • commander in the 1995 book, “The • actuating a mine in the same field. • Relations, 1955 • • Persian Excursion,” written in collabora- • It is clear from the observations of the • tion with Sharon Hobson. RAdm Miller In 1955 a number of Canadian of- • author that, once again, when it came to • • • now commands the Canadian Maritime ficers and ratings were serving in • mine warfare, some key naval planners, as • Forces Atlantic.] Royal Navy submarines based in Port- • well as some coalition senior officers, • land, England as part of the deal that • • • overlooked the lessons of history. Fortu- • brought the (RN) Sixth Submarine • nately, this time the coalition forces were • Squadron to Halifax in that year. On • able to side-step. Next time we may not be • June 16, 1955, one of the boats, HMS/ • • • • M Sidon sank alongside the depot • • ship after a torpedo explosion, with • • • • fourteen lives lost. I happened to be • • Duty Staff Officer at NMCJS (London) • Canadians at Harwell• that day. That evening I got a call from • • • Regarding an earlier query of, “Who • power high in naval planning: RCN offic- someone in the Admiralty asking • • whether the Canadian Government • were the Canadians, if any, who joined • ers train in nuclear engineering,” (which I would have any objection to the • the team at Harwell?” • happened to stumble across while look- • • ing for something else!). Most of the arti- Queen sending condolences to the he following people undertook the • • cle is quoted from a survey by RAdm relatives of the one Canadian petty • 16-week course at Harwell, U.K., • T G.A.M. Wilson, RN, Deputy E-in-C in the officer killed in the blast. After a quick • completing it in mid-January 1958: • • • Admiralty, December 1957.] check to make sure that the next of kin • • Cdr(E) (later Vadm) R. St.G. Stephens • had already been informed, I told the • • The article also says that LCdr(L) C.R. • • Constructor LCdr W.M. Ogle (left • Admiralty to go ahead. On reporting • the RCN 1964) • Nixon (left the RCN as Cdr 1963; later this to Commodore Brock the next • • Lt(L) G.A. Kastner (retired as Lcdr) • Deputy Minister of National Defence) and morning, he was appalled by the • • LCdr(L) J.A. Stachon (later Cdr) “are • • R.A. Mitchell, civilian engineer • thought that anyone would even ask • from NEDIT • studying nuclear engineering as part of the question. We’d certainly suc- • • the course they are taking at MIT.” This • They all then went to Y-ARD to work • ceeded (maybe too well) in sensitiz- • • is something of an exaggeration as, at the ing the RN to Canadian • with the RN team studying nuclear pro- • time and for some time afterward, MIT independence. — Hal Smith • pulsion. • offered only one course in nuclear reac- • • • Lt(E) (later Capt) S.E. Hopkins com- • tor control — or about five percent of the • pleted an M.Sc. degree in nuclear engi- • total courses they took. [Source: Me! I • neering at the University of Ottawa in • took this MIT course in 1959.] • • • September 1957. Cdr(E) (later Capt) M.W. • Hal Smith • Anketell-Jones was on the Harwell course • • • • immediately after the above four. [Source: • • Crowsnest, Feb. 1958, pp. 14-19, “Atomic • • • • • • • • • • We’d love to hear from you…• • If you have information, documents or• questions you’d like to pass along to the • • • Canadian Naval Technical History Association,• please contact the Directorate of • History and Heritage, NDHQ, MGen George• R. Pearkes Bldg., Ottawa, Canada • • • K1A 0K2 Tel.: (613) 998-7045/Fax: (613) 990-8579• • • • • • • 4 Preserving Canada’s Naval Technical Heritage