Authors9 Proposal a Naval Reserve NCM Engineer Training Plan

National Defense 1*1 Defence nationale Maritime *t&<£V Engineering Journal July 1990

Canada Update: Whatever happened to Kootenay's old bow? ...page 36

MARITIME ENGINEERING JOURNAL, JULY 1990 Maritime Engineering Journal

JULY 1990

DEPARTMENTS Editor's Notes Letters 4 Commodore's Corner 5 FEATURES NaMMS EDM - Automated Maintenance Management for the Fleet by LCdr R.H. Bayne, LCdr W. Dziadyk and Lt(N) J. Roop 7 AAW Computer Modelling of CPF and TRUMP Director General by Michel Beaulne and Greg Walker 13 Maritime Engineering and U.S. Navy Ship Shock Trial: Maintenance Commodore W.J. Broughton An Observer's Account by Ole Bezemer 18 Editor Authors' Proposal: Capt(N) Dent Harrison A Naval Reserve NCM Engineer Training Plan by Lt(N) Dave Marecek and PO1 Ken Quick 20 Technical Editors Cdr Roger Cyr (Combat Systems) Why Ada Makes Good Sense LCdr Rick Bracken (Combat Systems) by Cdr Roger Cyr 25 LCdr N. Leak (Marine Systems) LCdr Darcy Byrtus (Naval Architecture) FORUM 29 LCdr Cliff Johnston (Naval Architecture) LOOKING BACK : DDH-205 Destroyer Towing Incident 33 Production Editor LCdr(R) Brian McCullough NEWS BRIEFS 34 (819) 997-9355 Graphic Design Ivor Pontiroli DPGS 7-2 Word Processing by DMAS/WPRC 4MS Mrs. Terry Brown, Supervisor Translation Services by Secretary of State Translation Bureau Mrs. Elaine Lefebvre, Director

OUR COVER The Maritime Engineering Journal (ISSN 0713-0058) is an authorized, unofficial publication of the Domenic Racanelli, NETE system manager maritime engineers of the Canadian Forces, published four times a year by the Director General Mari- for the NaMMS EDM (see story inside), time Engineering and Maintenance. Views expressed are those of the writers and do not necessarily reflect official opinion or policy. Correspondence can be addressed to: The Editor, Maritime Enginee- explains VMS operating system commands ring Journal, DMEE, National Defence Headquarters, MGen George R. Pearkes Building, Ottawa, to MSET Jim Green and P2 Gilles Desrosiers Ontario, Canada K1A OKI. The editor reserves the right to reject or edit any editorial material, and of HMCS Huron. (CFphoto by Cpl Richard while every effort is made to return artwork and photos in good condition the Journal can assume Sirois, Base Photo Esquimalt) no responsibility for this. Unless otherwise stated, Journal articles may be reprinted with proper credit.

MARITIME ENGINEERING JOURNAL, JULY 1990 Editor's Notes The investment is paying off Keep those cards and letters coming in. . .

We've done it! After eight years of What was certain, however, was that And finally, as I prepare to leave publication the Maritime Engineering the Journal had to be made more acces- DMEE and the Journal to take up my Journal has officially gone quarterly. sible to the membership it serves. Breaks new posting as Director of Military Pro- Only three issues will appear during this of even four months between issues were gram Planning in NDHQ, I would like calendar year, but the publication of the just too long for the magazine to func- to extend farewell best wishes to three issue you are reading now marks the tion properly as a working journal of senior MAREs who will be retiring this beginning of our new quarterly produc- Canadian maritime engineering activity, summer: Rear-Admiral D.R. Boyle tion schedule. From here on in we'll be ideas and concerns. It would have to ap- (Chief of Engineering and Main- bringing you the Journal four times a pear at least quarterly. So we pressed tenance), Commodore Ed Bowkett year — in January, April, July and on, believing that somehow enough (Project Manager Canadian Submarine October. article submissions would find their way Acquisition Project) and Commodore into our mail-bag. Bill Broughton (Director General This is a significant milestone for us Maritime Engineering and Main- because it marks the achievement of a As it turned out, the supply of arti- tenance). These officers deserve the con- goal that was set back in 1985. That was cles was the least of the worries. Con- gratulations of the maritime engineering the year the Journal began publishing tributions have reached the point now community for their many years of dedi- three times a year after being redesigned where we must produce four issues a cated and meaningful naval service. into more or less the format we see year just to accommodate them all today. In the five years since then the within a reasonable time frame. This is editorial staff has been steadily groom- tremendously encouraging, especially ing the Journal and streamlining its since we're beginning to see some fairly production process to make quarterly strong feedback to articles published in production of our branch journal a recent issues. If ever proof were needed reality. of the Journal's importance within the maritime engineering branch, few things So why a quarterly. Well, it might in- could be more convincing than the Our thanks go to Captain Harrison for terest you to know that we did not step present demands for publishing space. the discerning editorial direction and up publication to accommodate an in- guidance he provided during the past creasing number of article submissions. two years, and we extend to him our best To the contrary, when the Journal was wishes for a successful term with his new started along this path five years ago, directorate. (The editorial staff) there was some concern we wouldn't receive enough articles to "fill" four issues every year.

MARITIME ENGINEERING JOURNAL, JULY 1990 Cmdre E.G.A. Bowkett

Cmdre W.J. Broughton

MARITIME ENGINEERING JOURNAL, JULY 1990 Letters to the Editor

Dear Sir, Thank you for sending me the Provincial statutes (in Ontario "The The apparent contradiction is this: (January/April issue) of the Maritime Professional Engineers Act") require even though many engineers within the Engineering Journal. I especially that no person shall practice engineering DND are licensed "P.Eng." (or "ing." enjoyed the article on the HMCS Koo- in the province without licensure as a in Quebec), we are not necessarily com- tenay collision repair as I was working Professional Engineer. This requirement pliant with all of the requirements of the at NEU(P) when this work was done. is cascaded from a federal statute which Act. requires the provinces to enact such Slt(R) Bruce Trayhurn legislation, but exempts employee engi- It would seem that the situation HMCS Unicorn neers of the federal government from within the federal civil service creates an Saskatoon, Sask. compliance with the licensing requi- environment where incompetent and rement. negligent engineers could continue to Dear Sir, work, and escape responsibility and To quote from the Ontario Act, Arti- accountability for their actions. A short while ago I had occasion to cle 2.(3) : "The principal object of the read an article in the April 1989 edition Association is to regulate the practice of A further complication arises in the of the Maritime Engineering Journal professional engineering and to govern MARE community as many of our entitled "Naval Officers as Program- its members, holders of certificates of number are relocated to different pro- mers - A Wasted Resource" by Cdr authorization, holders of temporary vinces on a regular basis. Should we be Roger Cyr. Being the present course licences and holders of limited licences seeking to be relicensed every time this officer for the Advanced Programmer in accordance with this Act, the regula- happens? An unworkable situation Analyst course at the Canadian Forces tions and the bylaws in order that the would result. Fleet School in Halifax, I am opposed public interest may be served and pro- The opinions of the readership are to much of the content of this article. tected." Clear evidence of the results of solicited. Accordingly, I am enclosing a paper this activity are reflected in the bi- which looks at Canadian naval pro- monthly APEO journal "Engineering G.E.Clunis, P.Eng., ing. grammers from a different perspective. Dimensions," with its publishing of dis- (formerly) DMEE 2-7-3 ciplinary actions against members. Lt(N) C.P. Conrad M.L. Gingras, ing. APA Course Officer Specific obligations under the Act DMEE 2-3-4 CF Fleet School, Halifax include compliance with a Code of Pro- fessional Conduct, a Code of Ethics, (Lt Conrad's paper and other commen- and Performance Standards (Ontario taries appear in the Forum section of Regulation 538/84 Sections 86, 91, and this issue. - Ed.) 9la). To quote from a letter issued by the Order of Engineers of Quebec : Dear Sir, "...the engineer must affix his seal and signature on plans and specifications, We write this letter to explore certain sign reports and studies which he has aspects of professional engineering prepared himself or which have been within the DND. prepared by a non-member, under his immediate supervision. By performing such an act the engineer commits his entire responsibility relative to any fault resulting from his work." There is no provision in the Act exempting licensed Professional Engi- neers from the requirements of the Act should they happen to work for the federal civil service.

MARITIME ENGINEERING JOURNAL, JULY 1990 - Commodore's Corner The View from Washington

By Commodore E. Lawder I was delighted to be asked to write the Commodore's Corner for this issue. The last time I had the honour was in 1985 when I was COSMAT in Maritime Command. In that last job I was very much in a "technical" position so there was some logic to appear on this august page. Other than having "grown up" as a MARE, you may ask what are my credentials now for this honour since I am the Canadian Forces Naval Attache (CFNA) in Washington. Good question! Let me try to explain and then go on to give you some insights from "the most important capital in the world" as our hosts would have us believe. By far the greatest number of naval attaches have been MARS officers. When VAdm Hotsenpiller was in the Personnel Branch he actively promoted a concept of "Best Sailor" for a number of "Naval Operations" and "Naval Engineering" jobs, meaning they would be filled by either MARS- or MARE- background officers. The Naval Attache job became one of those. From my experience, I can say that this job is one of the most gratifying and interesting jobs available to our MARE community. What makes this job so interesting? On maritime matters for our navy, the Naval Attache Section is one of the main doors into the U.S. Navy. On behalf of us with Canada/U.S. Navy problems. the opportunity means the difference be- our navy, we deal with the "technicali- At the direction of MARCOM or tween capitalizing on it or missing it. ties" of engineering and operations mat- NDHQ, we can conduct discussions This can only be done from Washington. ters. Where Canadian interests are with the USN on an attributable basis which could lead to bilateral agree- The importance of the relationship jeopardized, we also deal with substan- between the Canadian navy and the tial issues at the diplomatic and politi- ments. More importantly, though, we can conduct discussions on a non- USN should not be minimized. The cal level. A current example concerns a United States is our strongest ally and, maritime boundary dispute. attributable basis which can set the stage for agreements important to our naval compared to us, they have the ability to The CFNA staff's most important interests. In cases like these, it is address problems with overwhelming international activity is bilateral and vital to look one's counterpart in the eye resources. Canada can benefit from multilateral relations with the USN. Our to judge if he is hiding something, is close ties if we have a common goal or accreditation and location in Washing- bluffing or is sincere about a common interest. There is great potential for ton allow us to know with whom to interest. Often, the opportunity to do cooperation and greater payoff for cooperation that is successful. Notwith- deal, and therefore, who can best help this arises on short notice, and to seize

MARITIME ENGINEERING JOURNAL, JULY 1990 standing, the USN is a big self-interested civilians who work in the United States bureaucracy where often the left hand with the USN. The most important task doesn't know what the right hand is do- is the review of PERs. We also carry out ing. They have relationships with many a major function to clear and coordinate other navies and their attention to any visits to the USN and to arrange bilateral single small navy is therefore limited. staff talks between our navies. CFNA's job is to lobby the USN, and if necessary the Congress, on behalf of In short, there are a considerable our Canadian naval interests to keep im- number of engineering, operational, portant Canadian issues in the forefront diplomatic and administrative issues of of their attention. importance to the Canadian navy which are woven into our relationship with the The Naval Attache staff can quickly United States and the U.S. Navy. The respond to Canadian naval interests. By office of the CFNA must be proactive telephone, we handle a high volume of in these issues in order to represent the technical queries and a high volume of interests of Canada and the Canadian information on diverse subjects ranging navy. It is an interesting and at times a from barbershop chairs to "poopy formidable task. Being on CFNA staff MARITIME ENGINEERING suits" for submariners. We are the requires attention to a wide range of JOURNAL OBJECTIVES "guardian" for many Information activities and is a challenging posting. Exchange projects and memoranda of • To promote professionalism among mar- Our southern neighbour is a friendly itime engineers and technicians. understanding. We provide support to giant who sometimes forgets that we are major Crown projects like CPF and • To provide an open forum where topics there. Our task in the Naval Attache of interest to the maritime engineering TRUMP by monitoring Foreign Mili- Section is to see that the right offices in community can be presented and dis- tary Sales projects for weapon and sen- the USN are prodded in order to con- cussed even if they may be controversial. sor systems. We also provide support vey Canada's and the Canadian navy's • To present practical maritime engineer- through the Commercial Section of the interests. The bottom line is that our ing articles. Embassy to the many Canadian indus- efforts are to support you in NDHQ and • To present historical perspectives on cur- tries which do business with the USN. in Maritime Command. rent programs, situations and events. On the personnel side, the Naval • To provide announcements of programs concerning maritime engineering per- Attache staff looks after the interests of sonnel. 84 naval officers, enlisted ranks and • To provide personnel news not covered by official publications.

WRITER'S GUIDE A farewell message We are interested in receiving unclassi- fied submissions, in English or French, on from Commodore subjects that meet any of the stated objectives. Final selection of articles for publication is made by the Journal's editorial W.J. Broughton, committee. Article submissions must be typed, double spaced, on 8 1/2 x 11" paper and DGMEM should as a rule not exceed 4,000 words (about 17 pages). The first page must Just about the time that this issue goes to distribution, I will be going on include the author's name, address and retirement leave after thirty-seven years in the navy. Since entering the Royal telephone number. Photographs or illus- Roads Military College in September, 1953 I have had numerous fortunate trations accompanying the manuscript must happenings, have met innumerable first-class officers and sailors, and had have complete captions. We prefer to run author photographs alongside articles, but many challenging and interesting appointments. this is not a must. In any event, a short biographical note on the author should be Without question, the most rewarding and satisfying appointment has been included with the manuscript. this last one - as DGMEM and Branch Co-Adviser for the Naval Technical Letters of any length are always wel- Occupations. The support I have enjoyed has been tremendous and it is with come, but only signed correspondence will a deep sense of gratitude that I bid farewell. be considered for publication. Maritime Engineering will soon be in the very capable hands of Commodore Mike Saker, and I urge you all to give him the same high quality of support that you gave me. Thank you and Godspeed. Yours aye,

W.J. Broughton

MARITIME ENGINEERING JOURNAL, JULY 1990 NaMMS EDM Automated maintenance management for the fleet

By LCdr R.H. Bayne, LCdr W. Dziadyk and Lt (N) J. Roop CF photos by Cpl Richard Sirois, Base Photo Esquimalt

Introduction At present the Naval Maintenance Management System Exploratory De- velopment Model (NaMMS EDM) is one of the most important maintenance management projects of the Canadian navy. It has far-reaching implications for the maintenance and readiness of future naval vessels, including TRUMP and CPF. With the addition of these new naval vessels, along with updated marine and combat systems, the 1990s will bring great advances and even greater challenges in the field of automated data processing (ADP) within the Cana- dian navy. The installation and implementation of the HMCS Huron Exploratory Development Model is the first coordinated attempt at investigat- ing the uses of networked ADP in au- tomating the Naval Maintenance Management System. System Manager P1ET Jim Christie performs checks on the Huron EDM local area network. The success to date with the EDM signals a major step forward Background in the process of naval maintenance administration. The Naval Maintenance Management System is the policy document that has particular, SMMIS. From out of the last of the Tribal class to undergo directed the Canadian navy in main- NAMMIS development project, the TRUMP refit.) tenance administration for over a de- NaMMS EDM was born as a demon- Using an ethernet local area network, cade. NaMMS uses the Ship's stration project to prove the feasibility the workstations were connected to a Maintenance Management Information of shipborne ADP equipment and to de- ruggedized, rack mounted, hard-disk System (SMMIS) to provide computer- velop the "way ahead." data base which stores all the ship's ized services throughout the navy. data. The Digital Equipment of Cana- Although SMMIS has developed a large System Description and Scope of the EDM da Ltd. (DEC) VAX-based hardware data base, its input/output mechanisms and software platform is managed by are obsolete and do not satisfy user re- The scope of the NaMMS EDM two petty officer first class tradesmen quirements at each level of support. project is to evaluate the feasibility of (HT and ET). They ensure defective a computerized, on-board maintenance equipment is sent to the contractor (who In order to take advantage of new administration system over a two-year technology, a replacement information has offices worldwide) and that system period. The first six months would be software is operating correctly. system, NAMMIS (Naval Maintenance critical since opinions and work prac- Management Information System), is tices would be established during this in- The primary software under investi- under development to upgrade not only itial stage. gation is the Equipment Management the existing shipboard maintenance in- System (EMS), a contractor-developed formation system, but the command In October 1988 DMES 6 installed program for the automation and im- and NDHQ systems as well. Enhanced ten colour Z286 PC-AT workstations in provement of shipboard maintenance input/output features, state-of-the-art workshops and offices in HMCS Hu- management. Designed particularly for hardware and software, and user- ron, each with its own dot matrix printer ship's engineers and technicians, EMS oriented philosophy will combine to as shown in Figure 1. (Huron was select- is able to: ed for the trial because she will be the eliminate the deficiencies associated with * screen a Maintenance Action Form first-generation information systems; in (MAF) for endorsement;

MARITIME ENGINEERING JOURNAL, JULY 1990 Dlpttl Eltorn«t Multi-Port R»p««t«r

•PRINTERS WITH FORHS.SUPPLY VOUCHERJ1AF 13B4.UCR.

ALL PMNTER5.LETTEB OUAUTY.OIGITftL LA75. EXCEPT ELECTRICAL WOnCSHOP.WTOC CARRIAGE NEAR LETTER OUMJTY LA21B.

ALL PC/AT. 4 XT FITTED WITH A DIGITAL ETHERNET PC ADAPTER CARODEPCA)

THE IV OPEN RACK LOCATED IN F.C.WORKSHOP.

DEC SERVER AND DEMPR LOCATED IN EBR.

P.M. OFFICE CSE

Port A^nyMd. Fig. 1. NaMMS EDM local area net not fitted work on board HMCS Huron.

FX. WORKSHOP

* print the MAP for transmission to * screen and print UCRs and supply The use of equipment health repair facilities ashore; documents; and monitoring techniques is a prerequisite * schedule and print planned main- * provide software for graphing, to the implementation of reliability tenance routines; storing and reporting equipment centred maintenance (RCM) policies. RCM can eliminate unnecessary routine * transfer the MAP to floppy disk health monitoring (EHM) activities within the ship. maintenance and prolong equipment life for upload to the SMMIS data cycle. This means considerable cost sav- base; A block diagram of the EMS appli- ings both in terms of manpower and * automatically record MAP actions cation program is included as Figure 2. spare parts. The NaMMS EDM project in the EMS "electronic Kalama- includes an experimental EHM module zoo" equipment record register; which provides SOAP, Diesel Lube Oil Condition, Diesel Cooling Water Con-

MARITIME ENGINEERING JOURNAL, JULY 1990 * two programming languages; * a scheduler; f OPERATING SYSTEM } ^T~ * a communications package; EMS ACCESS/PASSWORD CONTROL 1 * a windowing system which pro- T vides an appointment calendar, EQUIPMENT RECORD I REGISTER | screenable clock, file cards, phone lists, editor, graphics program and \< 1 '

EQUIPMENT | many other handy programs; and HEALTH 1 SELECT 1 , SEAECAT 1 MONITORING 1 EQUIPMENT f| crpEPSCREEMN I| * several other software utility programs. 1 '

CHOOSE EHM TECHNIQUE 1 .fc. EQUIPMENT L^ WEAPONS I The NaMMS EDM project is also DATA 1 DATA 1 evaluating the suitability of both com- r r r | EHM | mercial grade and ruggedized computer ALARMS SELECT 1 EQUIPMENT 1 .. EHM ll HISTORY 1 I ^J UST__J hardware in a shipboard environment. | I | (The Naval Engineering Test Establish- ITT PARTICULAR* ment in LaSalle, Quebec developed ap-

CHART j GRAPH j ™™ j propriate mountings for the workstations for testing in an operational destroyer.) _^ CANAVMOD I IS4) EDM Development and Preparation i ' .. MAF I Development of such an ambitious MAINT. 1 REMARKS 1 ADMIN. 1 EDM required specialists in computer engineering, the naval engineering dis- _ SUPPLY I " USAGE 1 ciplines of combat and marine systems, and in software design. These areas of expertise are provided, respectively, by

SIGN-OFF 1 MAF 1 NETE, DGMEM and Fleetway Con- si MAF 1 n PRINTOUT! sulting Services Inc. of Ottawa.

PREVENT. | _- COMPLETE, 1 JPM ROUTINEJ In January 1987, DMES 6 and NETE MAINT 1 INCOMPLETE! n PRINTOUT J conducted a fleet-wide survey of ships' t maintainers with the aim of assessing the

r=| ^KALAMA^OOJ requirements for a computerized maintenance management system. This study

MAFs j f MAF | collected the data which formed the ba- S2 TO S5 F *1 PRINTOUTj sis for the selection of the basic hardware and software systems which were CONDITION MONITOR used in Huron. FILE The next step was to approach the Fig. 2. Equipment Managernent System Program Organization Naval Modification Review Board (NMRB) for permission to trial the equipment. NMRB was told that, based on the experience and information from dition and Millipore Patch Test utility military personnel administration part such shipboard trials, the navy could de- programs. of the Base ADP program, soon to be velop a comprehensive maintenance installed in all Canadian Forces bases. maintenance management system for The Huron EDM also provides the the entire fleet. Approval was granted opportunity to test the Computer Based One of the NaMMS EDM objectives in the fall of 1987. Systems Timer (CBST), a device which was to measure the usefulness of com- automatically records equipment oper- mercial microcomputer software under The complete EDM system, includ- ating time for automatic recording on shipboard conditions. To assess this, a ing software, was first installed at the MAF and UCR. This Canadian in- number of software packages were in- NETE. For four months both the hard- vention uses the power-main current stalled on the computer network ware and software underwent exhaustive fluctuations to indicate when the equip- together with a menu program which testing and evaluation. This land-based ment is being switched on and off. In controls and records their usage rates. testing and verification of the system this manner, accurate mean time be- The network services include: proved to be extremely valuable. Sever- tween failures (MTBF) can be obtained al hardware and software failures were automatically. * a word processor with thesaurus detected which could have crippled the and spell-checker; evaluation had they occurred during the The NaMMS EDM also hosts the * a database management system; sea trials. The experience was similar in shipborne version of BLIPSS-M, the * a spreadsheet; the case of the BLIPSS-M software.

MARITIME ENGINEERING JOURNAL, JULY 1990 After successfully passing this rigorous testing period, the system was moved to the Canadian Forces Fleet School in CFB Esquimalt. During the summer months classes were given on various software packages such as system management, word processing spreadsheets, MS-DOS applications and the Equipment Management System. NETE Involvement The Naval Engineering Test Estab- lishment has established a section of computer specialists which has as one of its mandates the evaluation of commercial grade ADP equipment for use in HMC ships. NETE engineered and su- pervised the Huron installation and as- sisted in training ship's staff for the EDM. They also provided ongoing hardware and software maintenance support for Huron. NETE set up the following evaluation plan: * Conduct a preinstallation survey to Ship's staff was very positive about the availability of computing equipment establish baseline maintenance on board Huron. Computer expertise increased during the first six months practices and attitudes of the ship's of the NaMMS EDM trial, and the effect of computers on non-maintenance- company; related work was beneficial. * Conduct a six-month post- ministration practices and attitudes. The use of the EHM utility programs installation survey, reassessing This information was compared to the such as SOAP, Diesel Cooling Water maintenance practices and at- July 1988 pre-installation baseline data Condition and Millipore Patch Test was titudes; and, wherever possible, to the fleet-wide low during the trial. However, those * Automatically record computer survey results from 1987. maintainers who did make use of the ap- usage according to user class, sta- The assessment of the DMES plications felt they were beneficial. tion and software package em- 6/NETE evaluation team was unani- The most popular packages proved to ployed; mous in judging the NaMMS EDM tri- be the word processing and database * Record all relevant information, al, to date, a success. Moreover, the management systems. Other software interruptions, system malfunc- majority of the ship's company warmly was only available on a single-user ba- tions, etc. on event logs; endorsed the project, having adapted sis, which may explain its relatively low their work pattern to the computerized usage rate. Generally, the ship's staff * Compare automatic time recorder maintenance management system. All in was very positive about the availability readings with results of manual all, Huron's staff judged it to be more of computing equipment on board logs of hourmeters; efficient than the manual process. For HMCS Huron. According to 60 percent * Assess the effectiveness of training example, whereas most maintainers of the survey respondents, computer ex- through interviews and surveys; readily admitted the paper version of the pertise increased during the first six * Compare, where appropriate, the equipment record register does not pro- months of the trial and the effect of NaMMS EDM survey results with vide an accurate indication of equip- computers on non-maintenance-related the findings of the original, Janu- ment status, the automatic database work (such as the watch-and-station- ary 1987, fleet-wide survey; and update and MAF search features of the bill) was also beneficial. NaMMS EMS electronic Kalamazoo * Conduct periodic post-installation met with their unequivocal approval. The commercial grade microcom- assessments. puters were found to perform accepta- The complaints voiced most often bly in the operational environment, Interim EDM Findings during the interviews focused on the provided they were mounted to with- In March 1989 DMES 6 and the slow response time of the system and the stand shock and vibration. Unfortunate- Naval Engineering Test Establishment lack of an adequate number of worksta- ly, the performance of the ruggedized conducted a six-month post-installation tions. In particular, a workstation is re- MicroVAX met with design problems assessment of the NaMMS EDM on quired in the Avionics Workshop. The and was replaced in March 1990 by a board Huron. In addition to collecting system response problem will be ad- commercial grade CPU which is expect- and analyzing technical data, the ship's dressed by the installation of the latest ed to be more reliable. The Equipment officers and maintainers were ques- DEC software, and several other areas Management System software used dur- tioned to determine maintenance ad- requiring system improvement have al- ing the EDM trial fulfilled the require- ready been actioned.

10 MARITIME ENGINEERING JOURNAL, JULY 1990 In addition to naval maintenance management, several shipboard applications could benefit from the use of computers: personnel management, financial services, inventory control, office automation, supplies/stores, training and the requirements of the medical office. Care, however, should be taken to coordinate the hardware in- stallations and system development for these applications. The current addition of the BLIPSS-M application to the NaMMS EDM hardware is a good example of such coordination and efficient use of the physical resources. The NaMMS EDM project is providing valuable first-hand experience with a shipboard ADP installation. The success to date with the EDM signals a major step forward in the process of naval maintenance administration. The feasibility of a fleet-wide, computerized on-board maintenance management system now seems assured, and it can only be a matter of time before the navy reaps the full benefits that such a system can provide. The Way Ahead The first six months of the EDM were just the first step in the introduction of on-board non-tactical ADP to the ships of the fleet. The NaMMS EDM will continue until HMCS Huron enters TRUMP refit. The major activities associated with the remainder of the EDM are: * Suggestions of the ship's staff and the evaluation team are being considered for immediate implementation. (Most will have been done by the time this article appears in print). * Planned improvements to the system are being carried out; e.g., transfer of MAP data to the Data Collection Centre through asyn- The central processing unit for the NaMMS EDM network with the system chronous communication lines. manager's workstation mounted above it. Atop this (not shown here, but visi- (Those considered cost-effective ble on this issue's front cover) is the Computer Based Systems Timer. have either been done or are being engineered.) ments, and the low-cost commercial cies established. The current method of * System management staffing re- software packages were found to be ade- maintenance action recording utilizes an quirements are being determined. quate for other shipboard work. outdated system, SMMIS, which does A new "System Manager" role is not hold the confidence of its major There is no question that the effec- emerging which will be a departure users, the LCMMs and ship maintain- from the traditional Assistant and tiveness of ship's maintenance, to a ers. The NaMMS EDM project is great extent, depends on accurate Departmental Maintenance Coor- demonstrating that the first step in im- dinator roles of the past. record-keeping. Based on analysis of the proving maintenance record-keeping collected data, short-term maintenance must be at the level of data input. * Concepts introduced by the decisions are made and long-term poli- NaMMS EDM are being consi-

MARITIME ENGINEERING JOURNAL, JULY 1990 11 LCdr R.H. Bayne is the DMES 6subsection head for naval maintenance information systems and is Project Director for NAMMIS.

A Maintenance Action Form is printed on the LA75 printer in Huron's Planned Maintenance Office. The automated features of the Equipment Management System software were well received by the ship's maintenance personnel.

LT(N) J. Roop was the DMES 6 NaMMS dered for adoption in the new ves- Acknowledgment EDM project officer from 1987 until his sels of the Canadian navy. posting last February to PM DELEX. * A comprehensive report and feed- The authors would like to express back will be given to the staff of their appreciation to the captain and HMCS Huron. crew of HMCS Huron for making the shipboard evaluation of the NaMMS * A second interim evaluation will be EDM a success. In particular, P1HT conducted a year and a half from Don Nicholson and PIET Jim Christie the date of installation. deserve special mention for their efforts At the time of writing the second in- in pioneering the new System Manager terim evaluation was under way in Hu- position. ron . Although the full data had not yet been assessed, early indications seemed to support the successful results of the March 1989 evaluation. One thing is clear, though. If the fleet is to capital- ize on this positive, initial experience Reference with a NaMMS exploratory development model, both a process and an or- 1. NETE Report 33/89, " Interim Evalua- tion of the NaMMS EDM on HMCS HU- ganization to oversee the updating of RON", by Ivan G. Fuchs. LCdr W. Dziadyk was the HMCS Huron non-tactical ADP software will be re- Combat Systems Engineer during the quired within the Canadian navy. NaMMS EDM evaluation. He is currently the senior electronic warfare project officer in DMCS 9.

12 MARITIME ENGINEERING JOURNAL, JULY 1990 AAW Computer Modelling of CPF and TRUMP

By Michel Beaulne and Greg Walker Introduction Where's the simulator? I want to see what As the application of computers con- this baby can do. tinually expands, computer simulation is being realized as an increasingly more important and cost-effective tool for decision-making and analysis. Com- puter models and simulations are used to predict the operation of physical systems. These models are defined by mathematical or logical relationships which correspond to processes and events in a "real-world" system. As Figure 1 might suggest, experimentation with the actual system or physical model is not always possible and a validated computer model can be beneficial. Some of the benefits for naval combat system simulations are: a. Cost — a computer model reduces By having a common naval combat sys- lar design of the SCSS program allows the number of costly sea trials re- tem model, many users can benefit from for reconfiguration into different com- quiring test targets, aircraft, am- sharing such developments as bat system architectures. munition, ships, and crew. (Note: parameters for a given ship, modules some sea trials are required to describing a new weapon, and the post- An SCSS user's group with members validate the computer model.) processors used as analysis tools. This in DMCS, Defence Research Establish- leads naturally to increased communi- ment Valcartier and Defence Research b. Repeatability — performance Establishment Suffield is working to es- evaluation scenarios can be cation and exchange, while reducing redundant effort. tablish this simulator as a common tool. repeated as many times as is neces- Upgrades for electronic warfare, threat sary, using the model with identi- Background profiles and new weapon modules are cal target, environmental and ship being exchanged within the group and system conditions, In 1988 the Surface and Anti-Air Weapons Systems section of DMCS ac- with the U.S. Naval Surface Warfare Center. c. Adaptability — parameters quired a powerful, validated Ship Com- representing weapons, sensors and bat System Simulation (SCSS) model Immediate Applications threats are easily modified to from the U.S. Naval Surface Warfare evaluate ship performance under Center in Dahlgren, Virginia. The model The flexibility of SCSS to model different scenarios. is currently being tailored to simulate the naval combat systems and threat It is important to note that it is not anti-air warfare (AAW) suites for scenarios has suggested some immediate inexpensive, in terms of time and TRUMP and CPF. applications. money, to design, develop and validate The contractors for TRUMP and a computer simulation. However, these SCSS is a simulation program written in SIMSCRIPT II.5, a general- CPF have proposed weapon-system ac- costs can be reduced by using an exist- purpose simulation language which sup- ceptance trials which have been designed ing validated model possessing sufficient ports software engineering principles to demonstrate the capabilities of their fidelity to do the studies desired. If a systems through a series of test combat system model is well document- such as structured programming and modularity. SIMSCRIPT provides con- scenarios. It is not feasible to test the ed, modular and written in a high-level ships against a full range of threats due language, it should be relatively easy for structs such as processes, resources, events, attributes, entities and sets to technical, safety and cost reasons, so new users to acquaint themselves with the contractors have developed their its limitations and tailor it with the designed especially to make formulation of a simulation model easier. The modu- own computer models to demonstrate parameters of their own combat system.

MARITIME ENGINEERING JOURNAL, JULY 1990 13 contractual compliance. SCSS can act as the Crown's comparison model to vali- Aircraft date the contractor model's predicted ship's performance against these types of threats. The correct choice of vertically launched missile to install aboard the TRUMP ships can also be verified by modifying SCSS with the parameters defining various systems. The models can be run under the same series of scenarios for each missile configuration to determine if there is a significant difference in ship survivability. Future Applications Experiments with SCSS code can be used to develop more powerful, faster Threat Evaluation and Weapon Assign- ment (TEWA) algorithms which will op- timize ship survivability. A ship's separate tracking and illumi- nation radars (STIR) "light up" incoming threats to provide guidance for semi-active missiles. Thus the number of missiles which can be launched and guided is limited by the illuminating radars (typically fire-control radars) and the way they are employed. An opti- mum TEWA scheduling algorithm can control the missile launches so that an Fig. 2. Structure of the SCSS Model illuminating radar will be available to "light up" the target when the missile enters terminal mode. Thus each illumi- Validation Each scenario described in the plans has been analyzed and the expected nator could control several missiles in A validation test plan is necessary to the air simultaneously if the missiles are times and ranges at which significant show that the components of a simula- events should occur have been predict- spaced appropriately. The TEWA tion model operate as expected. The scheduling algorithms will be investigated. After executing a statistically signifi- Crown as well as the CPF and TRUMP cant number of runs of a particular ed using SCSS to achieve this capabili- contractors have designed tests to vali- ty for Canadian ships. scenario, the results will be compared to date their own models. the expected values and any large devi- Improvements will also be necessary As an example of a test scenario for ations will give cause to further investi- for the TEWA algorithms which com- the TRUMP AAW suite, ten shallow- gation and refinement. By examining pute weapon assignment tactics utilizing diving missiles could be simulated at- results from other models, such as all the weapon systems available to the tacking the ship. TEWA would compile Thomson's Tactical Simulation (TAC- ship. The perfect TEWA processor the threat list as each is detected and cal- SIT) model, discrepancies can be at- would be one that could instantly read culate engageability. The STIRs, mis- tributed to invalid expected values or the the incoming threat, examine all the pos- siles, 76 mm gun and the close-in models' design. sible defence scenarios and execute, in weapon system (CIWS) would be as- fully automatic mode, or recommend to signed their targets. The Monte Carlo Model Structure the Command team in semi-automatic "dice" would be rolled and the scenario The structure of the SCSS model can mode, the defensive action which op- would unfold. be broken down into three distinct com- timizes the ship's survivability. Task ponents (see Figure 2): force TEWA characteristics could also Validation tests such as this are be improved to quickly coordinate all designed to give an incremental ap- a. the external environment model; proach in validating a model's capabil- weapons into a defence plan which op- b. the platform model; and timizes the force's survivability. ities. In this way, components which have been validated in earlier tests can c. the simulation control and data be incorporated in later, more compli- input/output management cated scenarios. routines.

14 MARITIME ENGINEERING JOURNAL, JULY 1990 LEGEND

DA 08 - Medium-Range Search Radar DETECTION OTO EQUIPMENT MELARA AUTO.DT — Automatic Detect and Track 76mm GUN TRCKNQ — Tracking TRKSUP - Tracking Supervlaor LW 08 — Long-Range Search Radar

COC — Control Officer Console QF.COM — Qun-FIre Computer QCC — Qun Control Console LIROD — Lightweight Radar Optronlc Director 76mm Qun — Gun TR. Module FC.COM — Fire-Control Computer FCSC. EC FC.OPS — Fire-Control Operations SWC VLSS — Vertical Launch Sea Sparrow RADAR — Tracking and Search Radar PH.COM - Phalanx Computer STIR hH FC.OPS I PHALANX - Phalanx Gun

Fig. 3. TRUMP ship platform PHALANX components as represented BLOCK 1 VERTICAL CIWS by SCSS MISSILE LAUNCHER

SCSS POLAR PLOT * . * • * DATE : 15-MAY-1989 SHIP : HMCS-IRUMP • * . SPEED : 0.1 m/s HEADING : 180.0° . TITLE : EXAMPLE

. ' INITIAL THREAT INFORMATION TYPE : ASM RCS : 3.0 BEARING : 135° • . * • HEADING : 315'- ALT : 1000.0m SPEED : 354 m/s *. • -^ TYPE : ASM RCS : 3.0 BEARING : 225° * * • . HEADING : 45° ALT : 1000.0m SPEED : 354 m/s • • t * TYPE : ASM RCS : 3.0 BEARING : 45° 4- . • • • . HEADING : 225° ALT : 1000.0m SPEED : 354 m/s TYPE : ASM RCS : 3.0 BEARING : 315° V • ' "•"' HEADING : 135° ALT : 1000.0m SPEED : 354 m/s • x 4-;. TYPE : ASM RCS : 3.0 BEARING : 180° X. • . HEADING : 0° ALT : 1000.0m SPEED : 350 m/s . .• * • *T»• • TYPE : ASM RCS : 3.0 BEARING : 270° ••••*>••: + -:x- • • • * HEADING : 90° ALT : 1000.0m SPEED : 350 m/s ENGAGEMENT INFORMATION • f_ • SYM EVENT THRT* MPN TIME RANGE BEAR

' • • * • ' FIRM TRACK 1 --- 12 16097 m 135° .*• . * MPN DESIG 1 SAM 13 15385 m 135° WPN DESIG GUN 13 15321 m 135° • • . • • XA, MSL LAUNCH SAM 17 14187 m 135° X GUN FIRING GUN 19 13618 m 135° • . • X • GUN FIRING GUN 23 12320 m 135° x • GUN FIRING GUN 27 11075 m 135° x GUN FIRING GUN 31 9814 m 135° x- . .x. DESTROYED GUN 34 8981 m 135° 4 ' ' ' ^ FIRM TRACK 2 13 16753 m 225° • . . * MPN DESIG 2 SAM 14 15703 m 225° t '••%.•" . MSL LAUNCH 2 SAM 19 14087 m 225° • DESTROYED 2 SAM 45 6421 m 225° • FIRM TRACK 3 --- 15 15771 m 45° . * MPN DESIG 3 SAM 34 9735 m 45° • FIRM TRACK 3 47 6061 m 45° . • • CIMS FIRING 3 RFG 59 2477 m 45° • • . • . . • ' DESTROVED 3 RFG 59 2477 m 45° • FIRM TRACK 4 18 s 16422 m 315° Fig. 4. Polar Plot Example

MARITIME ENGINEERING JOURNAL, JULY 1990 15 The external environment model cre- WEAPON FIRING ates and maintains the physical objects in the scenario. These objects include THREAT: Generic Example hostile and friendly ships, aircraft and missiles. TOTAL RUNS: 25 SHIP SURVIVABILITY: 92% The platform model describes the combat systems of a ship. Figure 3 illustrates the nodes and links of the TRUMP ship's platform model as de- VLSS-P: 17.33% VLSS-S: 17.33% fined by the SCSS model. Each node GUN: 58.67% represents a key component of the com- CIWS: 06.67% bat system and the links represent the communication lines between the nodes. For example the fire-control computer (FC.COM) and the vertical missile launcher (VLSS) are represented, and since each of these nodes must commu- nicate with the other there is a link between them. WEAPON KILLS The simulation control and data in- WEAPON EFFECTIVENESS put/output management component of (Weapon Kills / Weapon Firing) : the model oversees the interactions between the user and the program. These VLSS-P VLSS-S GUN CIWS interactions are limited mostly to input 84.62% 61.54% 56.82% 80.00% and output files. Through the input file, the user has control of the parameters VLSS-P: 21.57% VLSS-S: 15.69% defining the capabilities of the modelled GUN: 49.02% ship, the nature of the threats, the struc- CIWS: 07.84% ture of the simulated scenario and the NO KILLS: 05.88% degree of output detail produced in the output files. The output files contain external object information, event varia- ble numbers and all on-board messages between combat systems during a scenario run.

% THREATS KILLED VS RUN NUMBER

100 -,

90 -

% 80 AVERAGE = 77.2% THREATS PER RUN : 10

H 7° R E 60 A T S 50 -

K 40 I i;30 D 20

10 -

I I I I I I I I I 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 RUN NUMBER

Fig. 5. Pie Chart and Histogram Examples

16 MARITIME ENGINEERING JOURNAL, JULY 1990 Model Adaptation Post-processors for generating pie charts and histograms to illustrate The SCSS model will be modified statistical information have also been and refined to create two versions, us- created (see Figure 5). A number of runs ing the sensor and weapon parameters of a particular scenario must be execut- and combat doctrines of TRUMP and ed. Each run will have the same type and CPF. An existing contract has installed number of threats, but the heading of SCSS on DMCS 2's Tempest MicroVax the threats and probable results will and has created a data file and working differ from one run to the next. Infor- executable image of the TRUMP AAW mation accumulated by the post- combat suite. This data file represents processors, such as the percentage of the vertical launch missile, gun, CIWS, threats killed per run and the percen- command and control system, associat- tages of weapon firings/kills for each ed radars and TEWA. SCSS is being scenario, will help in determining modified in-house, at DMCS 2, to in- weapon effectiveness. corporate the main features of the CPF AAW combat suite. Conclusion More specific enhancements are re- A naval combat simulator's ability to Greg Walker is the DMCS 2 project engineer quired for the models to facilitate the predict the performance of an actual for above-water warfare computer simula- test scenarios described in the validation AAW suite makes it an important tool tion at NDHQ. test plan. Some of these enhancements in development and analysis. Numerous include: applications for the modified SCSS pro- a. modifying the platform model to gram have already been suggested for include soft-kill capability; i.e. de- the Canadian Patrol Frigate and Tribal veloping nodes and links to simu- Class Update and Modernization late flare and CHAFF systems; projects, with a view to maximizing the effectiveness of these ships. Wider use b. IFF capability to classify targets of computer simulation, however, is es- as friendly or hostile with an ap- sential to evaluating the naval techno- propriate time delay; logical advances and changes in c. a capability to insert and use NO operational doctrine designed to op- FIRE zones; and timize the ships' performance against the challenging threats of the present d. more detailed output from the and future. LW08 long-range and DA08 medium-range search radars; i.e. status of each radar scan — hit or miss, track creation or track drop. Post-Processors . Michel Beaulne was a University of Water- The information gathered in the loo Co-op student in DMCS 2 during the SCSS output files can be used by post- summer of 1989. Last fall he entered his processors to serve in the detailed anal- graduate year in Waterloo's Applied ysis of each SCSS simulation run. One Mathematics and Computer Science such processor called Polar Plot uses the program. positions of the simulated objects in a naval combat scenario to overlay their trajectory plots on a polar graph. Sig- nificant events such as firm tracks, weapon designations, weapon firings and weapon kills are represented on the plot by distinct symbols for each type of event. The ship is located at the centre of the plot (Figure 4) and the positions of the symbols indicate where the event occurred with respect to the ship's position at that time. The text data section to the right of the plot includes ship, initial threat, engagement and engagement summary information.

MARITIME ENGINEERING JOURNAL, JULY 1990 17 U.S. Navy Ship Shock Trial An observer's account

By Ole Bezemer As part of our information exchange and cooperative R & D programs with the United States Navy, Canada was invited to witness the underwater shock trial of the "Improved Spruance"-class destroyer, USS Kidd. Kidd and three sis- ter ships had originally been construct- ed for the Iranian navy, but were diverted to the USN in 1979 following the Iran hostage crisis. The ships were sufficiently different from the 963 class to warrant a separate shock trial. Since the trial would take place off Key West, Florida, this visit looked most attractive in addition to being interesting. I flew first to Fort Lauderdale* where the U.S. trial teams had gathered for briefings and a walkabout inspection on board the Kidd. It was surprising to see how many people were involved in the trial. In addition to the ship's crew, there were at least a hundred. I met two other observers, one from Australia and one from the U.K., both pleasant fel- lows. (* The reason for meeting the ship in Fort Lauderdale was that Kidd's so- nar dome stuck too deeply into the water certain corrosion for unprotected brief- tal bow. (Apart from the horrendous cases. I saw the results next day: the for her to comfortably enter Key West noise, we were literally making a deep metalwork on many briefcases had harbour. This meant that once in Key impression on the poor ship.) The lad- turned a vivid rust colour. At last dawn West all trials personnel would have to der in the meantime was folding up and broke and we spotted the menacing sil- down alarmingly and only three brave be ferried to and from the ship at sea houette of the USS Kidd on the grey each day, an exciting prospect because and foolhardy souls scampered across horizon. the sea was quite rough from a storm before an enraged destroyer captain just a few days before.) waved us off. The chaps who got across Earlier I had noticed a hinged ladder- seemed heavy-hearted as they watched like contraption on the landing craft's The day after arriving in Key West we us bear away for terra firma and cool bow. Its purpose became clear when we departed the motel at five in the morn- drinks poolside. They were stuck on a ing in pitch darkness. The temperature approached the square stern of the "dry" ship with a C.O. who, not sur- already hovered around 21° C. About Kidd. The idea was to come right up prisingly, heartily disliked the prospect 80 of us boarded an open landing craft against the stern with the rubber buffers of having 100 irreverent civilian trials and chugged out to join Kidd at sea. As on each side of the landing craft's bow, personnel knock his ship about for the soon as we hit open water the situation and open the ladder up onto the destroy- next four days. became miserable. The sea was rough er's flight-deck. Not a bad idea in a dead and at regular intervals waves would calm sea. However, when we butted up break over the square bow, drenching to the Kidd's stern in the considerable us. I was glad to have hidden my brief- swell, the rubber scraped away from the case under a waterproof tarpaulin be- buffers of the landing craft and we because the seawater soakings meant gan gouging Kidd's stern with our me-

18 MARITIME ENGINEERING JOURNAL, JULY 1990 Back in Key West I spent the day with zarre. While the radar unit closest to the ing. Obviously they were relieved it was the two other observers seriously dis- shock side survived undamaged, the unit over, but also — and this is something cussing the trial and reminiscing over on the far side had lifted off its pedestal I have observed during other shock tri- past ones. Next morning we dutifully and been heavily damaged. The low- als — they had developed a strong con- boarded the landing craft and chugged frequency response of the bridge super- fidence in the ability of their ship to out again. The sea was still rough and structure to the shock energy must have survive combat conditions. we heaved and rolled towards the in- been considerable and complex. After trepid Kidd. Farther out to sea I noticed this, I was not looking forward to what While quite a few of the trials person- the huge floating crane which would be was in store for us the next day. nel remained on board to work on their used to handle the explosive charges for reports, my two observer friends and I the trial. (The charge for the most se- Day five: for the final, severest shock returned to Key West. There we vere shock weighed 20 tons!) Halfway of the trial I was stationed in the main celebrated the end of an eventful week to the Kidd, though, we received the machinery control room. The count- at the famous Sloppy Joe bar (of message to turn back because the crane's down was agony, and when the explo- Hemingway fame). Later as we were cables had become entangled while lift- sion came my first thought was that, walking back to the motel a passing car ing one of the charges in the rough sea. surely, the ship would open up and send backfired loudly. The three of us us gurgling down to feed the sharks. The jumped at the sound. Obviously, we had Day three arrived with calmer machinery that had been running had become sensitive to explosive sounds! weather. Once again we went out in our stopped instantly and now we were We laughed nervously and walked on, (by now) familiar craft, clutching ir- bathed in the unearthly glow of the somewhat chastened by the experience. reversibly corroded briefcases. The emergency lighting. Amidst the pan- boarding procedure had been sensibly demonium of console alarm claxons, si- modified, and we now boarded the des- rens, horns and blinking red lights I saw troyer via a Jacobs ladder which hung the officer-in-charge gaping at the con- over the side of the ship. One simply fusion with open mouth. I sympathized grabbed the ladder when the landing with him — "What the hell do you do craft was on the crest of a wave and first!" climbed up! Once on board we gathered in the huge hangar where tables had It could only have been seconds be- been set up for the use of the test crews. fore he reacted. His first move was correct as far as I was concerned: he started Toward the end of the morning the one of the three diesel generators. When ship was ready for the first shock. We everything seemed all right he started took our designated places and waited one propulsion engine after the other. for the countdown. The explosion came During the damage assessments later exactly as planned and felt as if the ship that day I learned that all the machinery had been hit with a heavy hammer. The had tripped on spurious signals like ex- effect of this relatively mild shock was cessive vibration, low fuel pressure, etc., only very minor and no significant except for the third generator. It had damage was noticed. At the end of the tripped on overload since it could not afternoon we boarded the landing craft shed its load quickly enough when the and returned to Key West. other two generators shut down. Next day, to make up for time lost It was heartening to see what little during the first two days, the trial agen- damage there was. A few bulkheads had Ole Bezemer is the DMES 3 section head for da was pushed ahead to proceed direct- mildly buckled at the deck joints and naval passive protection systems. ly with the "third" shot. For this one some equipment damage had occurred, I positioned myself on the bridge. The but nothing that would prevent the ship effect of the shock on the bridge was bi- from moving and manoeuvring. The crew's reaction to the trial was interest-

MARITIME ENGINEERING JOURNAL, JULY 1990 19 Authors9 Proposal A Naval Reserve NCM Engineer Training Plan

By Lt(N) Dave Marecek and PO1 Ken Quick, CD Introduction Traditionally, naval reserve NCM engineers have been operator-maintainers responsible for engineering, hull, electrical, fire-fighting and damage control. Currently, the trade is defined as R315 Diesel Mechanic, with the majority of training emphasizing diesel theory and operation. The training over the last ten years has led the Diesel Mechanics down a road to where the naval reserve has diesel watchkeepers, but few charge- tickets and a minimal number of qualified maintainers capable of first-line maintenance. New Role The naval reserve today has responsibility for two maritime functions: naval control of shipping and maritime coastal defence, including the clearing of mines. With the new role, upgrading of the reserve NCM engineer will be of paramount importance due to the mas- sive shift from 1940s technology to modern integrated systems. The delivery of mine countermeasure vessels and their full complement of integrated machinery control systems means the reserve engineer will have to have improved operational training. But more importantly, the reserve engineer must become a knowledgeable first-line maintainer of modern integrated machinery control, electrical, propulsion, control and auxiliary systems. Aim It is the purpose of this paper to pro- pose a naval reserve NCM engineer training plan which would allow the naval reserve to meet the engineering commitments of maritime coastal defence. The prime focus of the discussion is the training of NCM engineers from the recruit level through to the qualified CERA, within the confines of the naval reserve training system. This will include a proposed training plan to

20 MARITIME ENGINEERING JOURNAL, JULY 1990 cover in-unit training (September-May) and out-of-unit summer training for both the operation and maintenance of naval reserve marine engineering GENERAL MILITARY TRAINING 1,11,111 systems. ABLE SEAMAN Background The naval reserve Diesel Mechanic trade R315 (DMech) is composed of three trade-ticket levels (Fig. 1). For a minor war vessel (MWV) to put to sea, B the minimum manning is one C-ticket, TQ3A 4 WEEK COURSE BASIC DIESEL two B-tickets and two A-tickets for day PROMOTABLE TO LS AFTER 2 YEARS sailing, and an additional A- and B- ticket for overnight steaming. Current DMech Training Problems The naval reserve DMech training system in its current state is not meet- TQ4 OJPR & JLC & 40 HRS STEAMIMG ing the goal of training qualified diesel mechanic operators and maintainers. PROMOTABLE TO MS AFTER 2 YEARS "A" TICKET The following list of concerns arises CERTIFICATION from the current DMech training policy and standards: a. The fleet standard for A-, B- or D C-tickets is unidentifiable as there is no TQ4 or TQ6 course availa- TQ5A 6 WEEK COURSE ble. The available course content PROPULSION, AUXILLIARY, EOOW and duration do not follow the trade progression of the DMech. b. There is no consistency in training at the TQ4 and TQ5 levels as there are no objectives, and only OJPR (on-the-job performance require- TQ5B OJPR & 120 HRS STEAMING ments) at the TQ5 level. The bulk PROMOTABLE TO PO2 AFTER 2 YEARS •B' TICKET of the knowledge is passed down CERTIFICATION from senior to junior personnel — hence, procedures vary throughout the fleet. c. The training relies on the assumption that the recruit has basic TQ6 OJPR & SLC & 150 HRS STEAMING mechanical experience and PROMOTABLE TO PO1 AFTER 2 YEARS •C' TICKET familiarity with hand tools, which CERTIFICATION is not the case in the student- centred recruiting. d. Personnel are rushed to get their tickets with too few steaming hours and minimal experience, PROMOTABLE TO CPO2 AFTER 2 YEARS resulting in poorly qualified operators and no maintainers. This can be attributed to the limited number of vessels for training, ineffi- cient use of fleet school facilities, Fig. 1. Diesel Mechanic R315 Career Progression insufficient numbers of trained in- structors, and ticket shortages caused by limited retention (i.e. DMechs are normally not on hand (average) a year for training and 2-5 years). while actual maintenance is being operations. e. Maintenance, both preventive and carried out by Reserve Training g. Trade qualifications are linked to corrective, is not covered on Unit staff. rank and promotion. The un- courses or demonstrated in the f. Personnel employed by civilian availability of training time and fleet due to limited vessels. employers have only two weeks the inability to attain a higher

MARITIME ENGINEERING JOURNAL, JULY 1990 21 trade qualification stops promotion which leads to unit demorali- zation or the loss of a trained member. Discussion Naval Reserve NCM Engineer Functions To meet the commitments imposed upon the naval reserve, the question that must be asked is "What is the function of the naval reserve NCM engineer in re- lation to the role of the naval reserve?" In the naval reserve environment, an engineer must be able to take a vessel to sea and support the engineering system from an operational and maintenance perspective. The engineer must be familiar with more than diesels, as an MWV has electrical, control, auxiliary, hydraulic and hull systems. With all of these individual systems, it is proposed that the naval reserve NCM engineer training cover all aspects of MWV engineering systems to allow the engineer to operate competently and perform first-line corrective maintenance. (Please the engineering trade. The naval train- The training concept must also ad- note that the title "Engineer" is being ing system has a concept that could be dress in-unit training. Currently, there used in lieu of DMech for the reasons successfully applied, whereby engineers are no in-unit training courses. just stated.) are trained as operators only until the However, 20 out of 40 A-ticket OJPRs, The MOC of DMech or Engineer is leading seaman level or A-ticket. The 15 out of 30 B-ticket OJPRs and 24 out an issue under the Total Force concept, naval reserve could then follow the regu- of 27 C-ticket OJPRs could be taught as the reserve would require a trade that lar force engineering maintainer train- in-unit. Under the present training plan, does not exist in the regular force. Since ing for the B-ticket and administrative engineers spend a large proportion of an MWV will probably not have more training for the C-ticket. their time on the coast in class instead of steaming and operating equipment. than 40 billets, and seven billets are re- This concept would allow the naval quired for engineers (20 percent of the By conducting the training in-unit, the reserve to build up a cadre of qualified operational time would be maximized. crew), there will be no room for separate operators by concentrating initial train- engineering trades as there is in the regu- ing on operating only. This would in- The proposed training concept would lar force. clude all systems, but from an be valid for the following reasons: operational perspective. Once the mem- This would require that the reserve a. The naval reserve has its largest engineer be a reserve-specific trade that bers become qualified operators they would embark on their maintainer train- resource pool in the first 2-5 years would use various portions of regular due to student recruiting. In this force engineering training packages for ing working towards a B-ticket. The final step of their career progression time span operator training only diesels, hull, auxiliary, electrical and would be conducted, thereby control systems. By using portions of would be the C-ticket with its administrative duties. minimizing training costs. each package, equivalence of training b. With an earlier operational would be achievable. The training should also be modified qualification, the number of It is proposed that the reserve en- such that all courses are two-week mod- qualified operators would in- gineer be one of the exceptions to the ules (TWM). This would allow a TWM crease to allow the reserve to meet Total Force trade structure. The re- to be taught as a term course (in-unit) its operational commitments. mainder of the discussion will proceed or as a concentrated course at a specialized facility (e.g. fleet school). Two c. If personnel choose to make a on the assumption that the reserve NCM long-term commitment to the engineer is a reserve-specific trade. weeks is specified because this is the average time a reservist has available naval reserve (i.e. more than three Training Concept from his civilian employer. When a years), they would progress on reservist has a larger block of time, maintenance training toward their It would be preferable to follow the several modules could be completed. In- B-ticket. Since this is time- naval trade structure of separate opera- cluded in every TWM would be a consuming and expensive train- tors and maintainers. However, with Command-wide exam. This system ing, it makes sense to fund it only only one engineering MOC and limited would allow reservists' training to pro- for personnel who are committed space on an MWV, the operator- ceed rather than stagnate. to the naval reserve. maintainer concept must be applied to

22 MARITIME ENGINEERING JOURNAL, JULY 1990 The brunt of the operational hands- MINIMUM TRADE on training must occur at the coasts on LEVEL FOR SENIORITY vessels or in fleet school shops. With the CURRENT current facilities at units, some watch- TRADE VS keeping may be done in-unit on fleet SENIORITY tenders and during gate-vessel weekends (at the coast). However, the unit is still best suited for classroom instruction in operational procedures, maintenance SENIORITY procedures and theory supporting the LEVEL proposed training concept. MINIMUM SENIORITY FOR TRADE LEVEL Improvements in the training aids at each unit may be helpful, but it does not seem feasible to mock up electrical, auxiliary, control, hydraulic and hull systems at the 24 units across the country when these mock-ups already exist in the fleet schools. One solution may be to conduct fleet-school weekends for trades TRADE LEVEL throughout the year. In fact, use of fleet school facilities for teaching senior Fig. 2. Seniority vs. Trade Level maintenance courses on weekends could add the much-needed training time after the initial four-year period. d. This concept would allow in- of eight weeks per year if the member Another option is to procure mobile dividuals to continue training can get leave from civilian employment. training facilities through the purchase throughout their career, thus im- With the constraint of training time for of a 40-foot trailer. Operational diesel, proving morale and job satis- reservists, the training plan must be electrical, auxiliary and control systems faction. structured to maximize available time. could then be trucked from unit to unit e. This concept of two-week training The respecification of Mobilization throughout the training year, thereby modules would make it easier for Military Occupational Classifications eliminating TD travel to a fleet school. reservists (and civilian employers) (MOBMOQ to allow a wider separation During one four-week stopover, up to to schedule time off for naval between trade and rank qualifications 12 full training days could be achieved training. would allow the reserve to accept trained with the equipment. f. This concept would allow class- personnel from industry into a high Trade Progression room training to proceed in-unit trade class, but low seniority class (Fig. and maximize operational time on 2). Additionally, the change would give Trade and rank progression in the the coast, leading to more confi- personnel more latitude in their careers naval reserve are highly dependent upon dent operators. by allowing them to become proficient the amount of training time available. in either management (rank) or technol- Thus the critical path for rank becomes With the function of the naval reserve ogy (trade). trade qualifications under the current NCM engineer defined and a training trade structure. In addition to qualifi- concept established, the naval reserve This concept could increase recruit- cations, the minimum time requirements NCM engineering training plan can be ing of skilled personnel from industry, for each rank still apply as set out by the outlined. thus reducing the CF training costs. It CF. With the incorporation of MOB- could also decrease attrition by allow- NCM Engineering Training Plan MOC, trade progression would offer ing flexibility of career progression to more latitude as the engineer would be either management or technology, and Personnel able to progress either upwards with could improve morale as job satisfaction military knowledge or laterally with Under the CF recruiting plan, univer- would be increased. The concept would technology. sity students form the majority of new ideally suit the training availability limi- recruits in the naval reserve each year. tations placed on reservists. The following naval reserve NCM en- In addition to out-of-unit training (four gineer rank progression is proposed: Facilities months each summer for the first four a. For Able Seaman, the member years), the in-unit training covers ap- Naval reserve engineers train in three should complete basic military proximately 28 3{-hour training nights locations: in-unit, West Coast and East knowledge, basic seamanship and per year (equates to 3 weeks) and ap- Coast. The majority of the units have engineering outside roundsman proximately eight weekends per year (3 only classrooms and a cutaway diesel for classroom training, and at least 80 weeks). Thus, in the first four years, teaching. At the coasts, fleet school fa- hours of steaming time as an out- there are approximately 18 weeks per cilities and operational vessels are avail- side roundsman. year for training. However, after four able. Some exceptions do exist where a years, training is reduced to a maximum unit has a fleet tender for local steaming during part of the year.

MARITIME ENGINEERING JOURNAL, JULY 1990 23 b. For Leading Seaman, the member TQ6 Engineering Administration f. increased operational steaming should be a qualified operator TQ6A in-unit administration self- hours for each ticket, holding an A-ticket. This would study (2 TWMs) g. MOBMOC changes, allowing lati- require at least three TWMs of TQ6B fleet school administration tude in career progression, classroom time and 120 hours of course (1 TWM) h. institution of trade-training steaming toward an A-ticket. TQ6C CERA steaming time (480 weekends at fleet schools, hours) c. For Master Seaman, at least four i. portable training facilities for in- TWMs of maintenance training in With the trade and rank levels de- unit training. the time frame prior to the fourth fined, every course should have a year as this would be the last avail- Course Training Standard developed. Recently, in-unit training of reserve able time period for a long train- For in-unit training, it is especially im- NCM engineers has been discarded, yet ing course. After the classroom, portant that a standard course package more in-unit training and more steam- at least 240 hours of steaming time be made available to naval reserve units ing hours are needed to provide confi- would be required prior to sitting such that engineers across the country dent, qualified operators and the B-ticket board. receive the same level of instruction. Ex- maintainers. This paradox must be ad- ams for every module should be addressed at the Command level with a ra- d. For Petty Officer 2nd class, three tionalization of engineering training. TWMs on administration would ministered at a national level by be completed. Command. e. For Petty Officer 1st class, at least Additionally, the OJPRs for the A-, 480 hours of steaming time as a B- B- and C-tickets should be split into two ticket would be required, followed packages. The first part would be non- by the C-ticket board. vessel-specific. The second portion would be vessel-specific in the same Course Specifications manner as the regular force training Based on all previous assumptions where the type of vessel an individual is within this paper, the following are the assigned to defines the training package. proposed course specifications for naval Conclusions reserve NCM engineering training: General Military Training The current DMech training system GMT I/II in-unit basic military and standards are producing neither the knowledge (1 TWM) confident operators nor the qualified GMT III at-sea basic seamanship (1 maintainers needed to meet the naval TWM) reserve's operational commitments. Meeting the challenge of creating trained TQ3 Engineering Outside Rounds- naval reserve NCM engineers is feasible man if priority is placed on training. It is pro- TQ3A in-unit outside engineering posed that the following concepts be rounds (1 TWM) considered as the possible way ahead for TQ3B on-board outside roundsman reserve NCM engineers: Lieutenant Marecek is the Engineering (80 hours) Officer of HMCS Carleton in Ottawa. An TQ4 Engineering Operator a. redefinition of the DMech trade to ex-regular force CSE, he is now a program Engineer, TQ4A in-unit operating procedures, manager with DY-4 Systems Inc. ofNepean. all systems (2 TWMs) b. operator training in the first three TQ4B fleet school operating proce- years, dures (2 TWMs) c. development of two-week mod- TQ4C steaming time toward A-ticket ules for training, (120 hours) d. increased in-unit training of TQ5 Engineering Maintenance OJPRs, TQ5A in-unit first-line maintenance (1 TWM) e. reserve-wide course training TQ5B fleet school maintenance specifications and exams, course (3 TWMs) TQ5C maintenance steaming hours (240 hours)

Petty Officer Quick is the Chief ERA of HMCS Carleton. He has been a reserve DMech for 14 years and has held a C-ticket for six years. He is currently a self-employed computer consultant.

24 MARITIME ENGINEERING JOURNAL, JULY 1990 Why Ada Makes Good Sense

By Cdr Roger Cyr Introduction Doubts are often being expressed To this was added the fact that qual- Some of the organizations which about the benefits of using Ada for mili- ity control of software was minimal. In adopted Ada as a standard include: tary software applications. Some of the a large number of cases the code was ac- questions that are raised regarding Ada tually written before the high-level sys- * the Ada Joint Program Office, include: tem design or software design was done. which is the U.S. DOD office The end result was unreliable and un- responsible for the implementation a. Is software more maintainable of the language; with Ada? predictable software which was expensive to build and even more expensive * the American National Standards b. Will it cost less to implement a to maintain. Yet, this unreliable soft- Institute; and project with Ada? ware was intended to be the control- * the International Standards Or- c. Will the use of Ada improve the ling element of tactical and strategic ganization. performance of a system? systems. Software Technology and Concepts The intent of this article is to answer The Creation of Ada To appreciate the benefits that can be these questions and clear away the Faced with what was referred to as misconceptions regarding Ada. derived from Ada, it is important to a software crisis, the Department of understand the technology and concepts Background Defense initiated a program to develop of software as they apply to Ada. In the and enforce software standards. The Software has become a very expen- past, specialized languages were deve- High-Order Language Working Group loped for specific uses since no language sive commodity. The U.S. Department was formed in 1975 to come up with a of Defense spent $12 billion on embed- was suitable for all applications. For standard language which would be example, Cobol was developed for ded computer software in 1987, and es- usable for all applications. The language timates show that this expense is business applications, and Fortran for eventually developed by this group was scientific applications. increasing at an annual rate of 17 per- initially called DoD-1. However, in the cent. By its own estimates the U.S. DOD post-Vietnam era it was felt this name Ada was developed primarily for will be spending $42 billion per year on sounded too military and would be embedded computer applications since military software by 1995. scorned by the academic sector. In 1979 this was considered to be the mainstay Past experience with the U.S. DOD, the language was officially named Ada, of military applications. However, Ada however, has revealed that many con- in honour of Augusta Ada Byron, was the first language to be also consi- trollable factors have made software ac- Countess of Lovelace. Ada Byron was dered well suited for all types of appli- quisition unnecessarily expensive. One considered the world's first programmer cations, be they military or commercial. of these factors is diversity. In the late since she was involved in programming It is a sophisticated language which, be- 1970s as many as 300 different computer what is known as the first computer cause of its special features, allows sys- programming languages were being used invented by Charles Babbage. tem designers to describe precise system for military software. There was also the parameters early in the design phase. The purpose in developing Ada was This saves on test, integration and main- problem of ownership of the software to create a language that could be used being developed in insolation by a large tenance costs, and makes the program- to program the embedded computers ming of the design much simpler. number of contractors. There was no that are components of major systems, clear understanding as to whether DOD such as those found in the various sen- actually owned the software being sor and weapons subsystems of a ship's produced. In addition, there was no combat suite. In these applications, plan to reuse existing software, and since where reliability is critical, software re- production methods did not make use quirements are complex. The software of engineering tools, the production product is usually very expensive to de- process was considered somewhat velop, has a long life-cycle and requires archaic. frequent enhancement.

MARITIME ENGINEERING JOURNAL, JULY 1990 25 Ada as a programming language in- corporates improved features which make programming simpler and easier. The more pertinent of these features are: a. Strong Data Typing ensures that data fields only contain the type of data that was specified for that particular field. For example, a programmer could not inadver- tently have numbers assigned to a field which had been declared to contain letters. This sort of error would automatically be detected during compilation with Ada. b. Exception Handling specifies what the program will do when an abnormal condition occurs as a result of a programming error. In- stead of the program corrupting and blowing up as would happen in the old days of the CCS-280 system, program execution would now continue in accordance with prescribed actions. c. Modularity — Ada programs can be broken down into self- contained modular components called tasks or packages. All data associated with a particular package is contained within that Fig. 1. Ada Language System module, with the interfaces to other modules being well defined. These module interfaces are con- Compilers are also an important ele- These are called Ada Programming Sup- trolled by strict rules that are en- ment of the Ada technology and con- port Environments or APSEs. An forced by the Ada compiler. This cepts. Compilers translate the high-level APSE is a total system used to specify, process eliminates the old ways of language into a sequence of machine in- design and manage software. Some of jumping in and out of subpro- structions that will be stored in the com- the tools that form an APSE include: grams which resulted in the even- puter and will form the program to be tual degradation of the program executed. One difference with Ada com- * Computer-Aided Software Engi- neering tools, and in maintenance nightmares. pilers is that they must be tested and cer- SPAR Aerospace used Ada to tified as correct by the Ada Joint Project * Dynamic tools, program the Space Station Re- Office. * Debuggers, mote Manipulator System. In this Ada compilers are unique in that they * Optimizers, application it was found that sys- have a program library feature which * Configuration Managers, and tem integration was much easier stores the results of each successful than if Fortran or Pascal had been translation. A task being compiled can * Database Managers. used, because Ada compilers be compared with tasks previously com- One more aspect of compilers in checked program interfaces as the piled to ensure that the required inter- program was being compiled. general is the run-time executive, a small faces have been included. Other tools in layer of software typically contained in d. Concurrency is supported by the the program library allow for such embedded computers. In the past, the tasking feature of Ada. It pro- things as the analysis and management application software called on this soft- vides the ability to specify multi- of the software development process. ware to make hardware-specific appli- ple tasks that can be executed An aspect of programming support cations happen. This was a problem concurrently. This parallel which is flourishing with Ada is the since all run-time executives were dif- processing is most useful since it availability of tools and environments ferent. As a result, application software allows for a number of tasks to be (Fig. 1) that make software production was not portable from one computer to performed at the same time, more integrated, structured and con- the other. Ada, however, provides the resulting in much faster execution trolled. Such environments incorporate run-time executive features as part of the of programs. all the necessary tools to design software Ada language itself. Consequently, spe- systems in a top-down fashion, and also cial run-time executives do not directly support the management of software.

26 MARITIME ENGINEERING JOURNAL, JULY 1990 d. Reusability — The same Ada

CONVENTIONAL APPROACH ADA'S SAFER APPROACH modules can be reused for a number of different projects, meaning the initial investment can be amortized over a longer time MODULE 1 MODULE 1 ADA CODE DATA frame. CODE DATA MODULE 1 MODULE 1 Software production with Ada can be compared to a civil engineering situation \ where an engineer produces a design specification and a bricklayer stacks the bricks in accordance with the specification. Similarly with Ada, the system or software engineer produces the design ADA CODE DATA specification and the programmer stacks MODULE 2 MODULE 2 the programming instructions. With previous languages the percentage split between design, coding and testing was 40-30-30. With Ada, there is a greater emphasis on design, the split being 60-20-20.

I Rationale for using Ada MODULE N ADA CODE DATA CODE v\EDATA N MODULE N ' MODULE N The Ada language has been accepted worldwide as one standard. Unlike other languages, there is only one Ada. Ada is undoubtedly the best there is at this time. It allows the software design- Fig. 2. Conventional vs. Ada Programming er to ignore the hardware specifics and is not dependent on a specific compiler or computer. Ada code can run on any machine for which there is an Ada com- interface with the applications, and Ada Some of the features which support piler, and when better machines come software becomes portable between long life-cycles include: along the code can be easily transported. different compilers and, hence, different a. Modularity, Abstraction or Infor- computers. Ada also means software engineer- mation Hiding — program ing. The language promotes the use of Software Engineering modules are composed of two sound software engineering principles. physically separate parts — the The major feature of Ada, and ob- Because Ada makes software engineer- specification and the body. This ing easier, it has made the use of the lan- viously the major reason for using it, is way it is possible to compile pro- that it promotes sound software en- guage more widespread. Ada ensures grams which make use of a mod- that software is developed in a dis- gineering practices which result in the ule before the module body even early detection of errors and in lower ciplined fashion and as such contributes exists. All of the information to the production of quality software. life-cycle costs. Sound software en- needed to compile programs gineering practices require that The high-level features of the language referencing a module is given in ensure that a structured approach is fol- programming be structured. Ada as a the module specification. This language enforces the requirement for lowed in the development of software, structure ensures that modules are thereby ensuring good design. structured programming and places the functionally independent from emphasis on the design stage during the each other (Fig. 2) and that their Finally, and most importantly, be- production cycle. The coding activity interfaces are well defined early in cause Ada software is not system- then becomes secondary to the design ef- the system design process. specific, programs will not only be re- fort and flows from it. This process usable, but they will also be available as forces the design engineer to produce a b. Syntax Checks — rigorous check- ing of the syntax facilitates final off-the-shelf software. Indeed, Ada will system design that will be manageable undoubtedly change the way software is throughout its life cycle. integration of the various modules of a large program by ensuring the produced since the language provides consistency of module interfaces. the opportunity to basically do away with tailor-made software. It is quite c. Testing — Ada code can be tested on different target computers, making development easier and faster.

MARITIME ENGINEERING JOURNAL, JULY 1990 27 300 Conclusion

250 First and foremost with Ada is that it promotes the use of software engineer-

200 ing practices. It is making software production truly evolve from an art- form to an engineering discipline. Ada 150 enforces the software engineering discipline. 100 Ada's importance in supporting software engineering has been recognized worldwide. What is most surprising is that even though it was initially deve- 1983 1984 1985 1986 1987 1988 1989 loped for the military sector, it is now widely used commercially. Major industrial projects have chosen Ada because Number of Compilers Number of Vendors the technology is unquestionably mature enough for their applications. Eighty percent of Ada use in Europe is in com- Fig. 3. Current Ada Technology Status mercial applications such as communications, banking and teleprocessing. The underlying value of Ada is that, for the feasible that software for most applica- Ada is now also undergoing its for- first time since the invention of soft- tions, be they military or commercial mal review with Project 9X. For this ware, a single language is being accepted will one day be available over the review, a team of industrial and military as a world standard for both military counter. experts has been assembled to look at and commercial applications. A move ways of improving the language. One which will undoubtedly have tremen- Cost of using Ada particular aspect of the language that is dous long-term benefits for the military. The bottom line for using Ada today being looked at is the use of Ada in mul- is cost. Recent studies conducted by the tiprocessing environments. U.S. Navy indicate that the cost to What is particularly interesting about produce one line of code in any of the the growth of Ada is its worldwide ap- old languages such as Fortran or CMS-2 peal. Some of the commercial projects is $200 (Cdn), whereas the cost to using Ada now include: produce the same line of code in Ada is $65.00 (Cdn). * the Canadian Air Traffic Control System Another interesting aspect of cost is that for traditional languages a line of * project Columbus, of the Europe- code gets more expensive as the project an Space Agency gets larger. With Ada, the line of code * the Copenhagen Airport Traffic gets cheaper as the project gets larger. Control System This is because Ada, with its structured * the Inter-Bank Banking System of engineering approach to programming, Finland actually results in ease of integration and economies of scale. For the same rea- * the Australian Lottery System sons, life-cycle maintenance costs are * the Nippon Telephone and Tele- expected to be much lower for Ada soft- graph Company (for a computer- ware than for code produced in the ized telephone network in Japan) traditional languages. Expectations Current Situation with Ada There is no doubt that the process of Commander Cyr is the DMCS 8 section head There are now more than 200 validat- standardizing on Ada will continue. Nor for naval computer technology at NDHQ. ed Ada compilers available in the mar- is it too presumptuous to believe that ketplace from about 50 different there could eventually be global reposi- vendors (Fig. 3). The compilers cover tories of Ada software applications the entire spectrum of the software and packages. Indeed, with Ada, there is no computer industry. APSE tools are also reason why software programs for naval readily available from more than 100 systems of the future cannot be assem- vendors around the world. bled from standard software components.

28 MARITIME ENGINEERING JOURNAL, JULY 1990 Forum Naval Officers as Programmers - A programmer's viewpoint

By Lt(N) Chester Conrad Introduction Over the past two decades, a miscon- more - than designing new systems from However, the world is not perfect! ception has existed that all naval officers the start. To suggest that these qualities End-users require help in expressing re- employed in the field of tactical are limited to the Combat Systems En- quirements in technical terms. The navy programming are severely career-limited gineer is ridiculous. The premise that does not have platoons of automatons, and fulfil at best a mechanical function, software design requires engineering known as coders, falien-in three-deep more appropriately carried out by any skills and should be performed by a waiting to code their next application. technician with a bit of training in a Combat Systems Engineer is analogous Testing can be so complex at times that programming language. to saying that writing a letter is a liter- it requires the combined efforts of end- ary skill that should be performed only users, designers and hardware experts This attitude is perhaps best exempli- by a person possessing an Arts degree just to perform a validity check. fied in the April 1989 edition of the Mar- with a major in English. itime Engineering Journal in an article by Cdr Roger Cyr entitled "Naval Software Production - A Methodical "The navy does not have Officers as Programmers - A Wasted Process Resource." It is generally accepted that the platoons of automatons... The article assumes a level of naivete phases of modern software development on the reader's part of very large are Analysis, Design, Coding, Testing fatten-in three-deep waiting proportions. Anyone who has had the and Maintenance. When we speak of slightest involvement with command programming, it is understood that this to code their next appli- and control systems - or any computer- means coding, or converting the soft- ized naval application for that matter - ware design into a form recognizable to cation. " would find it difficult to believe that any a computer by using a programming large software system could be main- language. There is nothing magical What the navy does have is a charac- tained and upgraded over the years by about this process, and yes it is a a group of untrained junior officers hav- ter known as a Programmer Analyst. mechanical function that can be per- This person may commence his or her ing little or no background experience formed by a person with the requisite whatsoever. other career in software by learning a technical background. few programming languages and per- In a previous article published in the Requirements analysis, software de- forming the duties of a coder. As time September 1988 edition of the Journal, sign and testing are phases of generic de- goes on though, the programmer analyst entitled "Software and the MARE," sign that also proceed in a methodical learns to deal with end-users, helping Cdr Cyr pointed out that the entire fashion. They produce the functional them to see things from an automated evolutionary model for system develop- specifications, design specifications and standpoint, and assisting in requirement may be repeated throughout the validation documentation to see the sys- ments specification. He or she begins to maintenance phase of a system's life- tem through to its completion. understand the concepts behind struc- cycle. "Maintenance" is perhaps a weak tured analysis and design and realizes word to describe the effort required to In a perfect world, with ample the importance of following established manage a naval tactical system over money, personnel and time, we could practices in software design and de- some twenty years without any major certainly give the coding tasks strictly to velopment. Programmer Analysts may changes in the underlying hardware ar- programmers, and our computer liter- not be engineers, but that does not mean chitecture - despite the exponentially in- ate end-users could produce glowing that they can't apply sound engineering creasing number of requirements that Statements of Requirements that any principles to produce high-quality soft- must be addressed. The qualities re- designer would have no trouble inter- ware products. quired to be successful in this endeavour preting. They could also test our system include innovation, resourcefulness, te- in great detail, having full knowledge of In short, the effectiveness of any nacity and a good ration of common the required inputs and expected results. programmer analyst involved not only sense. Analysis review, redesign, coding with naval tactical applications, but any and retesting require every bit as much sizable software project, should be skill and grey matter - perhaps even

MARITIME ENGINEERING JOURNAL, JULY 1990 29 measured by the way in which that per- from its inception as an idea through to son puts his or her experience to good the final phases of testing and documen- use. Software engineering in today's tation, regardless of whether these navy is a career, and the people within people are MARS officers, marine that career stream work long and hard Systems Engineers, or Combat Systems to become proficient at what they do. Engineers. The necessary requirements It is not a function that can be carried for a person to be successful in this type out as a secondary duty by somebody of career are aptitude and willingness to just because their job description con- learn. tains the word "engineer." The greatest problem facing Canadi- Conclusion an naval software applications is a lack of personnel to handle the ever- Software maintenance is a very increasing workload. If we continue to different activity than hardware main- perceive Canadian software specialists tenance. In some cases, software main- as "career-limited" and "lacking the tenance may require the whole requisite engineering skills or tactical development life-cycle of a system from experience to adequately produce or analysis through testing be completely manage software," then we will con- Lt(N) Conrad is the Advanced Programmer redone. The programmer analysts and tinually fail to attract the professional system designers that the navy produces Analyst Course Officer at the Canadian and dedicated people that the Canadian Forces Fleet School in Halifax. today in the Canadian Forces Fleet navy requires to meet the software crisis School are capable of taking a system head on.

Naval Combat Trades Structure - Changes now would be premature

By LCdr B.H. Grychowski It is commendable that the MARE There are several problems foreseen reading an instruction set in PM sched- Journal provides a showplace for new with Cdr Cyr's proposed restructure of ules. Under the previous user/maintainer ideas. This forum is essential to the the Combat Systems Department. The concept untrained personnel were only health and growth of the entire MARE first is numbers. No amount of skill can employed under the close supervision of community including the technicians. make up for concurrent activity over an technically trained supervisors. As When a controversial idea is aired, the extended time period. The purported junior technicians demonstrated more Journal also forms the avenue for dis- skills of technologists will never over- knowledge and skill they were given in- cussing it. come the problems of a lack of skilled creasing responsibility. They were re- manpower to perform the duties re- I consider the concept put forward at quired to complete technical On Job quired in a warship on a 24-7 basis. Not Training (OJT) Packages, which was Cdr Cyr's article "A Proprosed Naval only are departmental staff required to time consuming. They also require time Combat Trades Structure for the 1990s" be technically competent but they are to learn to operate the equipment. In the in the September 1989 edition to be very also required to be sailors. As such the CPF, learning to operate the equipment controversial. His argument maintains Combat Systems Department has is considered to be a full-time activity that the systems and equipment to be responsibilities for seamanship evolu- with its own OJT requirements. employed in CPF and TRUMP will be tions and ship's husbandry duties. The extremely reliable and maintainable. full scope of ship operations and re- The next problem foreseen with this With respect to that supposition, Cdr quirements must be taken into account proposal is the amount of faith placed Cyr's article proposes to walk back on when considering any change in man- in the ability of BITE, BIT and the MORPS concept to that of ning levels. software-driven testing. These facilities user/maintainer. It is my understanding are an aid to the technician, not the that MORPS was developed in anticipa- The plan proposed by Cdr Cyr only answer to the repair function. Much of tion of CPF. MORPS is the product of discusses low- and medium-level main- the equipment in CPF, as mature equip- effort by representatives at all rank tenance in passing. Bringing the opera- ment, is of older design. As such, there levels and represents a "corporate plan" tors up to the skill levels necessary to remains a significant requirement for for the trades structure. In CPF the produce quality workmanship would re- conventional fault finding. numbers, trade specialties and rank quire a training course load equivalent levels were assigned at some effort. That to that of the current TQ5. Partially With the extent of software used in structure has not yet been tested at sea; trained personnel could cause the new systems there is also a require- therefore, it seems premature to be con- maintenance-induced failures. There is ment for Combat Systems Department sidering changes. more to performing maintenance than

30 MARITIME ENGINEERING JOURNAL, JULY 1990 and the senior Combat Department per- With the spread of the system through- In his second-to-last paragraph Cdr sonnel to become intimately familiar out the entire ship this becomes a man- Cyr states that the Royal Navy is with the system software. Further, Com- power intensive task. reevaluating their trade structure be- bat Systems Department personnel must cause of the Falklands. It would be in- become experts in their own equipment An area not examined in the pro- teresting to read about the system they and knowledgeable on other equipment posed trade structure is career progres- intend to reach and why they are mak- outside of their discipline in order to sion. If all Combat System Personnel ing changes. We are now mature enough share the maintenance load. Keeping up were technologists, arrived at from an as a navy to not change just because the with the greater number of systems and METTP-like system, they would all RN changes. They might be wrong. equipment will require a more extensive have to be of fairly senior rank. With effort by technical personnel than ever no junior personnel, who would do the In conclusion, we, the Mare commu- before. With the requirement for oper- cleaning stations and seamanship evo- nity should not attempt to change the ators to be very familiar with the detail lutions for the Department? Would all make-up of the Combat System Depart- of software in addition to their opera- this revert to the Combat Department? ment until there is sufficient documented In either case serious dissatisfaction evidence that it is required. Then, tional functions, there may not be time in their careers to train them in hard- would arise. The "technologists" might changes may be made taking all aspects ware repair action. feel demeaned should they have to per- of the current problem and future re- form menial tasks. The Combat Depart- quirements into consideration. ment would feel cheated if it all fell to "There is more to perform- them. To retain a Department comprised ing maintenance than read- solely of technologists would be untena- ble. With highly marketable skills and ing an instruction set in PM experience, the technologists will be in demand both in industry and in the schedules." officer corps. Who will replace them should they go? A working, functional The matter of control must now be Department must be a cohesive organi- addressed. It is anticipated that it will zation with all rank levels represented. be difficult to coordinate and control the It must have its own ordinary seamen action of the existing dedicated techni- and it must have its own chief and petty cal staff. Complicating the issue by hav- officers and officers to ensure that it acts ing to solicit support from another as a viable organization. Our navy has department will make it more difficult. not yet reached this enviable position The Combat Operators have team and and already the winds of change are individual training to perform in har- upon us. The proposed trade structure bour. At sea they will stand in the two- could set the Combat System Depart- watch system. The ORS can be trained ment back to a point where there would to handle routine problems on the sys- be no realistic department as was the tem, but the more serious problems will case in the early 70s. LCdr Crychowski is the CSEO (designate) have to be processed by the technicians. for HMCS Halifax.

Naval Combat Trades Structure - Some insight to the NET occupations

By LCdr William G. Dziadyk The article "A Proposed Naval Com- cussions to proceed effectively, the It is unfortunate that the term "pro- bat Trades Structure for the 1990s" by paper should be put in its proper per- posed" was used in the subject article. Cdr Roger Cyr in the September 1989 spective with respect to the current The term implies that the discussed oc- issue was read with interest. The article problems in the Naval Electronic Tech- cupation structure might be an official will serve well as a catalyst to generate nician (NET) occupations. Any changes proposal. Such terminology has caused further discussion on the subject of to the trades structure must address the some confusion and uncertainty which naval combat system technician known problems as well as the main- amongst members of the NWT and four occupation structures are required to ef- tenance needs of the next generation of NET occupations. Rumours have start- fectively maintain the next generation of combat systems. The readers should also ed, which were not based on fact. sophisticated CPF, TRUMP and SSK(?) be made aware of the mechanism which combat systems. However, for such dis- has been put in place to address and hopefully solve these problems.

MARIT1ME ENGINEERING JOURNAL, JULY 1990 31 The NWT occupation is relatively courses essentially on time ing which is required by CPF and healthy and its Occupation Specifica- while the junior NETs often TRUMP. tions have been updated to reflect the stay on board to provide g. CPF maintenance workload - The needs of CPF and TRUMP. However, operator continuity. CPF CSE Department technician few Combat Systems Engineers or (4) Poor seasoning of knowl- establishment of: senior technicians would argue the ques- edge, skills and leadership at (1) one CSE coordinator tion as to whether or not there are major sea due to resulting back-to- problems in the NET occupations. It is (CP02 QL6B NET(S) back coursing. (When a can- or NWT), difficult to distinguish the NET didate eventually gets his "problems" from the "symptoms," QL5 qualification, he is (2) nine NWTs (four however the major areas of concern are often already time-in-rank QL3/4/5 OS/AB/LS, believed to be: for both promotion and the four QL6A MS/PO2 a. Critical shortage of qualified tech- next qualification course.) and one QL6B PO1), and nicians - The major NET problem d. Inadequate occupation specifica- is a critical shortage of qualified tions - The Occupation Specifica- (3) sixteen NETs (four technicians for ships' positions. In tions do not adequately reflect the QL5 LS, eleven QL6A the three feeder trades, there is a current requirements of the navy. MS/PO2 and one combined shortage of 66% and Notwithstanding the CPF and QL6B PO1) 88% respectively for the Leading TRUMP contractual requirements may not be adequate for the real Seamen QL5 and Master Seamen that the maintenance philosophy requirements of the operational QL6A journeymen technicians. shall be repair-by-replacement to CPF. The subject article proposes These journeymen technician po- the card level and that the appropri- that the three NWT and NET(S) sitions at sea are thus being filled ate BITE and ATE shall allow ap- QL6B systems level technicians by personnel lacking the required propriate fault detection, isolation and the twenty QL3/5/6A elec- qualifications. This shortage of and repair, the real first-line main- tronics and weapons subsystem qualified journeymen causes other tenance requirements are still quite technicians be replaced by nine problems such as the misemploy- uncertain. The various system- "Combat Systems Engineering ment and overtasking of senior specific maintenance plans and as- Technologists" possessing "a high qualified petty officers. sociated level of repair analysis are degree of technical knowledge of b. Attrition - The individual reasons not yet fully visible to the navy. The the total system and the interac- for leaving the service are complex NET Occupation Specifications tion between its various sub- must eventually be updated to and it is not yet possible to generalize systems or components." The as to what a primary common cause reflect the requirements of CPF and degree of required maintenance TRUMP. would be. The subject article's con- effort may be greater than that jecture that technicians are leaving originally expected and contracted "primarily because their profession- for. If this is the case, there will "It is unfortunate that the likely be a need to rationalize the al qualifications as combat systems 0 technicians are going unrecognized" term 'proposed' was used.... establishment after the navy has is only one factor in a complex obtained a full understanding of formula. the maintenance requirements of Rumours have started, the individual subsystems. The c. Delayed start of technician training subject article states that "with the - The prospective NETs are loaded which were not based on technology incorporated in the on to their first technical course systems of our new ships, the (QL5) after about five years' serv- fact." medium-level maintenance skills ice as operators rather than after the are no longer required." Such a MORPS ideal of about 30 months' conclusion cannot yet be drawn service. Very little technical e. Inverse rank ratios of established from the known maintenance knowledge and skill is gained by the positions - The NET problems are needs of the individual sub- NET during this five-year operator being exacerbated by an inability systems. To the contrary, there is employment. This late initiation of of the trades to reach the steady strong evidence that the NWT, technical training has resulted in: state MORPS structure of estab- NET(C), NET(T) and NET(A) lished positions. The occupation QL5/6A journeyman technicians (1) Waivers to promotion poli- profile progression has become cies to allow the use of the will be essential resources on CPF quite volatile due to the need to and TRUMP. Acting Rank / Lacking provide replacement personnel to Qualifications anomaly, the large number of senior techni- h. Employ ability of QL6B systems (2) Very high failure rates, cian and shore infrastructure po- technicians in shore infrastructure (3) Morale problems with sitions from the present number of - The present QL6B training is respect to the Combat journeyman positions. not appropriate for some 75% of the NET(SYSTEMS) taskings. Department operators. The f. Delayed start of digital training Combat Department opera- The tasks in only 25% of the PO1 - The QL5 courses do not present- Systems Technician positions can tors are getting their QL5 ly provide the level of digital train-

32 MARITIME ENGINEERING JOURNAL, JULY 1990 be properly conducted by any Team under the sponsorship of review process, to effectively develop steady state Systems Technician. DGMEM to fully examine the NET further perceptions of the problems and These tasks are those which problems in detail and recommend so- the way ahead. would be performed in shipboard lutions. The major activities in the positions. The remaining 75% of Occupation Review are: the positions involve tasks in the shore engineering and training in- - Complete Problem Definition, frastructure. These positions re- - Review Occupation Specifications, quire specialized subsystem - Establishment Review, backgrounds and thus cannot be - Develop Training Profiles, effectively manned by any steady - Occupation Structure Analysis, state PO1 Systems Technician. - Training Analysis, and - Develop Implementation Plan. The present NET Occupation problems (or symptoms) must be fully As the NET trade adviser within investigated before any proposals for the DMCS, I hope that I have met my ob- 1990s are developed to change our cur- jectives of providing some insight to the rent naval combat trades structure. Any current problems within the NET occu- proposals must be fully substantiated pation and provoking further discus- and must reflect the real technical needs sion. This insight may assist the of the future fleet and shore infrastruc- community of Combat Systems En- gineers and senior Naval Electronic LCdr Dziadyk has NET trade adviser ture. In October 1989 the NPPP con- responsibilities within DMCS. vened an NET Occupation Review Technicians, through discussion and participation in the NET occupation Looking Back ^ , DDH-205 Destroyer Towing Incident

Introduction • Several years ago, a DDH-205 was attempting to make her way to Halifax after refit in Montreal. It was the middle of winter and the St. Lawrence River was heavy with slush, and both pan and rafting ice. At 0735 on 30 Jan the ship was moved off the jetty by tugs with the intention of proceeding down river under her own power. Almost immediately, ingestion of ice caused the loss of seawater circulation to both turbo-alternators, both main condens- ers, no. 1 diesel and three hull-and-fire pumps. The machinery plant was shut down and the ship was returned to her berth by tug. On 5 Feb the ship was prepared to be towed. Ice conditions were still so severe however, that the sailing was postponed until 0800 6 Feb. Events During the shutdown after the abort- ed 5 Feb sailing, the engine-room inside roundsman received a telephone call from the 2 i/c outside machinery advis- ing that "they wanted the steering motors out." As the steering motors were

MARITIME ENGINEERING JOURNAL, JULY 1990 33 already off and the inside roundsman At 0805 the Engine Room Chief went c. the port-side after cruising gear was no longer sure of what he had below and heard the shafts turning. He wheel bearing was wiped and re- heard, the senior man present (a PO1) started the electric forced lube oil pump quired dressing. decided they wanted the "turning gear immediately and notified the EO and the out." The turning gear was removed CERA. The ship continued down river Lessons Learned without the Engine-Room Chief, CERA under tow and the propulsion system A similar incident occurred in 1964 or the Engineering Officer being in- bearings were inspected that night while so it is important to take note of the fol- formed. the ship was secured alongside. lowing lessons learned this time: Prior to sailing on the morning of a. clear orders are essential — the 6 Feb the CERA received reports from EO's night order book was not the Boiler Room, Engine Room and explicit enough to prepare the ship Outside Machinery Chiefs that their for departure and there were no spaces were ready for sea including con- EO's technical instructions or firmation that turning gear was in. (The temporary memoranda giving Engine Room Chief had last sighted the direction in this peculiar situation. turning gear on the previous morning Verbal orders can be, and in this and had not made rounds of the engine- case were, easily misinterpreted. room on the day of sailing.) The CERA The order to shut down the steer- then reported to the EO that the depart- ing motors that resulted in the ment was ready for sea. removal of turning gear is a prime example. Another is the CERA's The ship slipped under tow at 0755 order to sight the shafts which with "modified" special sea dutymen. lost its urgency by the time the The EO was certain that there would be roundsman received it; icing of sea water intakes and had stationed himself in HQ1 and the CERA b. engineering special sea dutymen in the Engineer's office to deal effec- should close up in accordance tively with the imminent damage control with a standard operating problem. The CERA directed the EOOW procedure; to remain with him in the EO's office. Machinery Damage c. constant supervision of shafting At that point there was no one in the The main propulsion power train must be provided in a locked- engine-room since all machinery was rotated without forced lubrication from shaft towing evolution; supposedly stopped. The CERA in- 0755 to 0805 at a shaft speed from 0 to d. the turning gear was removed structed the EOOW that the machinery 20 r.u.m. The cost to inspect the under unusual circumstances and state notwithstanding, "a man was to machinery and effect the necessary should have been reported to observe the shafts for any movement repairs was over $200,000. The damage higher authority; and while under tow." The EOOW detailed was as follows: the job to the outside roundsman who, e. never assume that the machinery unfortunately, started his rounds for- a. all four main turbine bearings state is as you left it a few hours ward and not in the engine-room. Wi- were scuffed and required or days previous. thin the next few minutes there were replacement; several hull-and-fire pump failures due b. both flexible couplings required to ice ingestion. cleaning to remove flaked metal particles; and News Briefs

Bravo Zulu CIMarE Digest editor retires Congratulations go out once again to Retired naval engineer Captain(N) LCdr Kevin Woodhouse of NEU(A). Hank Arnsdorf steps down this summer His article "The Trouble with Turbo- as editor of Marine Engineering Digest. blowers" (MEJ Jan/Apr 90) will be Arnsdorf, 66, was among the first RCN reprinted in the summer issue of Marine cadet class at the newly opened Royal Engineering Digest. Canadian Naval College in Victoria in 1942. Following his retirement from the navy in 1979, he joined The Canadian Institute of Marine Engineering and in 1981 became editor of the Institute's budding Digest.

34 MARITIME ENGINEERING JOURNAL, JULY 1990 706 Communication Squa- Mixed gender crew accom- "There was a big rush to get the thing done," O'Connor said. "We ran into dron Reunion modation some hiccups with it." Most of the On the weekend of 14-16 September The navy has done just about as problems have since been sorted out, he 1990, the 25th anniversary of 706 Com- much as it can for now to integrate added. munication Squadron and the 30th female crew in ships — at least from an CPF and TRUMP shipalts will have anniversary of Camp Borden Signals engineering standpoint. Structural con- to wait until the vessel design warran- Squadron will be celebrated at CFB Bor- version shipalts to accommodate mixed ties expire. In the case of CPF that den. All former members, their spouses gender crews are complete in Provider, means two years after delivery of HMCS and anyone with prior affiliations with Preserver, Protecteur, Cormorant and Halifax and one year after each of the this unit are cordially invited to attend. Nipigon, as well as in the naval reserve follow-on ships. The TRUMP design gate vessels and the PBs (minesweepers). In order to facilitate planning, the or- warranty expires one year after delivery The modifications consist of providing of the last ship. ganizers strongly urge all those desiring separate sanitary facilities and mess- to attend to make it known to the com- decks for male and female crew. The shipalts have been something of mittee as soon as possible. a "design nightmare," as O'Connor The only other steam destroyer puts it, but the results to date have been For further information, or to confirm scheduled for conversion is HMCS attendance, contact 706 Reunion PR largely satisfactory. According to Annapolis, and her shipalt will be com- O'Connor, CPF and TRUMP will be the Chairman, 2Lt Peter Karagiannis at the pleted during refit in mid-1991. Accord- last ships to bear the burden of late-stage following address: ing to John O'Connor, the DMES 5 design for mixed gender accommoda- 706 Reunion Committee subsection head for habitability sys- 706 Communication Squadron tion. "All shipbuilding programs from tems at NDHQ, Annapolis will benefit this point on," he said, "will be capa- Borden, Ontario from the engineering experience of Nipi- LOM ICO ble (from the outset) of accommodating gon's 1989 shipalt for the navy's Com- mixed gender. MCDV will actually be Tel: 424-1200 extn: 84-7284 bat Related Employment of Women the first ship that is designed for mixed or (CREW) trial. gender crew." CSN: 270-7284

Hydraulic Test Facility- opens at SRUA A new state-of-the-art Hydraulic Test Facility capable of testing and certify- ing a full range of hydraulic pumps, motors, actuators and valves opened for business at the Ship Repair Unit (Atlan- tic) in May. Designed by Basic Hydraul- ics Limited of Welland, Ontario, the facility's four computer-controlled test benches will allow diagnostic and post- overhaul testing of virtually all hydraulic components existing in NATO ships. According to DGMEM Project Manager Mike Edwards, the advanced technology available in this facility will make it possible to test new and repaired hydraulic components before they are installed on board ship.

SRUA commanding officer Captain(N) C. Baker accepts the new Hydraulic Test Facility from Boyd DeWaard of Basic Hydraulics Ltd. (CFB Halifax photo by Cpl P.L. Tremblett)

MARITIME ENGINEERING JOURNAL, JULY 1990 35 "Kootenay bow" update In our last issue LCdr Vern Archibald and Lt(N) Doug O'Reilly told the story of how a prefabricated bow unit from the decommissioned Chaudiere was used to replace a damaged bow unit in HMCS Kootenay. By way of a postcript to that article, LCdr Richard House- man, Naval Architect Officer at NEUP, answers the question, where did the Kootenay bow go? "With plans well under way for the disposal of Chaudiere, the ship had to be prepared for the possibility of a final Pacific voyage when disposed of through Crown assets. Without a bow, however, the seakeeping and stability capabilities of the ship would be com- promised. "The most cost-effective "fix" was to replace the missing section of bow with the damaged unit from Kootenay. Repair specifications were prepared by NEUP, and the work was efficiently completed earlier this year by SRU(P). The photograph of Chaudiere alongside Cape Breton illustrates just how cost- Chaudiere wearing Kootenay's nose! effective this fix really was!"

Maritime Environmental Protection How the navy fits in Coming up in October

36 MARITIME ENGINEERING JOURNAL, JULY 1990