National Defense 1*1 Defence nationals Maritime Engineering

Journal January 1992 Crisis in the Gulf Making Happen

Canada Looking Back: DEMS at War! The real enemies were boredom, cold, wet, fear and fatigue. ...page 22

MARITIME ENGINEERING JOURNAL. JANUARY 1992 Maritime Engineering Journal

January 1992

DEPARTMENTS Editor's Notes 2 Letters 3 Commodore's Corner 4 FEATURES Crisis in the Gulf— Making Operation Friction Happen b\ Imran Mirza.... 5 Flight of the Golden Bird —Athabaskan's AIM 7M Missile Upgrade Director General by LCdr "Rogie" Vachon 9 Maritime Engineering and Maintenance The CFR CSE — An Endangered Species Commodore M.T. Saker by Cdr Roger Cyr 13 Project Update: The Canadian Patrol Frigate Editor by LCdr Leo Mosley 15 Capt(N) David Riis, DMEE FORUM 17 Technical Editors Cdr Dave McCracken (Marine Systems) GREENSPACE: LCdr Boh Jones (Marine Systems) An Interim Blackwater System for HMCS Huron LCdr Bill Dziadyk (Combat Systems) by LCdr Richard B. Houseman 20 LCdr Imran Mirza (Combat Svstems) Cdr Boh Chanter (Naval Architecture) LOOKING BACK: LCdr Paul Brinkhurst (Naval Arch.) DEMS at War! From the book by Capt(N) Max Reid 22 Production Editor BOOK REVIEW: LCdr(R) Brian McCullough (819) 997-9355 by LCdr R.J. Summers 24 NEWS BRIEFS 25 Graphic Design Ivor Pontiroli, DPGS 7-2 INDEX TO 1991 ARTICLES 27

Word Processing by DMAS/WPRC 4MS Mrs. Terry Brown, Supervisor

Translation Services by Secretary of State Translation Bureau Mr. Louis Mcirtineau, Director

OUR COVER The Phalanx anti-missile galling gun was The Maritime Engineering Journal (ISSN 0713-0058) is an authorized, unofficial publication of the the major weapon upgrade for Canadian maritime engineers of the Canadian Forces, published four times a year by the Director General Maritime Engineering and Maintenance. Views expressed are those of the writers and do not necessarily warships sailing to the Gulf. With its radar- reflect official opinion or policy. Correspondence can be addressed to: The Editor, Maritime controlled 3,000-rounds-per-minute rate of Engineering Journal, DMEE, National Defence Headquarters, MGen George R. Pearkes Building, fire, the Phalanx offered reliable close-in Ottawa, , K1A OK2. The editor reserves the right to reject or edit any editorial material, defence for the task group. (Base Halifax and while every effort is made to return artwork and photos in good condition the Journal can assume photo HSC 90-1069-572) no responsibility for this. Unless otherwise stated. Journal articles may be reprinted with proper credit.

MARITIMK F.NGINHKRING JOURNAL. JANUARY 1W2 Editor's Notes

Operation Friction: It was teamwork that won the day

By Captain(N) David W. Riis, OMM, CD Director of Marine and Electrical Engineering

From a Canadian naval engineering sea must understand how the Captain issues of the Journal we expect to perspective. Operation Friction will thinks and what the Captain needs to bring you more of the stories and the long be remembered as an outstanding know under each situation to allow the engineering lessons learned from success story of determination, resource- ship to work as a team. This is why Canada's naval contribution to the fulness and co-operation. In just two time spent on the bridge and in the ops United Nations effort in the Gulf. weeks, with the threat of war hanging room is always time well spent by an And we've got something new for over the , two , engineer. The same requirement exists you. Starting with this issue we are a supply ship and five helicopters ashore in the support organization in opening up a little bit of greenspace were outfitted for operations with the order to establish the communication in the pages of our branch magazine. UN-sanctioned multinational force. In that makes teamwork possible. Operation When we ran our full-edition Journal the words of Commodore Ken Summers Friction, I believe, was a true success on maritime environmental protection (who we are delighted to welcome to story of the navy working as a team. a year ago, we didn't want to produce the Commodore's Corner in this issue) In our cover story, LCdr Inn an a "one-hit wonder" and then wash our it was "the finest example of Canadian Mirza chronicles the events behind hands of the subject. The navy is com- engineering excellence." the incredible undertaking of making mitted to becoming an environmentally Operation Friction was a great Operation Friction "Phase One" happen friendly force in our nation, and in opportunity for we engineers to hone from a DGMEM perspective. As the that regard there is a veritable host of our skills at clarifying the requirement, DGMEM co-ordinator for Op Friction, activity on the naval engineering scene. analyzing the options and then design- LCdr Mirza was in a good position to "Greenspace" will be a permanent ing and implementing change. For me it observe and abet the excellent team- feature of the Journal where we can once more underlined how important it work between the operations, engineer- showcase our environmental activities is for engineers to understand the oper- ing and logistics worlds. We will and concerns. ator's requirement, to understand how also follow the remarkable story of Finally, I want to take a couple of the operator thinks. As every Maritime Athabaskan's AIM 7M missile upgrade lines to express the appreciation I know Engineer officer knows, the engineer at during her deployment. In upcoming we all have for the efforts of LCdr Brian McCullough, our production editor. Over the past seven years Brian has laboured hard under often difficult conditions to develop the Maritime Engineering Journal into the high- quality publication it is today. It is indeed a journal all MAREs can be truly proud of. Brian, you've heard this before, but it's time you heard it again — thank you for your enthusiasm, your professionalism and especially for the personal interest you continue to bring to our Journal.

HMCS Profecfeur entering upon her return from the Gulf last April. (Photo by Karen Blais)

MARITIME ENGINEERING JOURNAL. JANUARY 1992 Maritime Engineering Journal Objectives Letters • To promote professionalism among maritime engineers and technicians. Who best to do software In any system, there is a need for • To provide an open forum where top- programming? people who have experience in the use ics of interest to the maritime engi- of that system. That is, people with neering community can be presented experience in the end-use of that sys- and discussed, even if they might be Having just read Cdr Cyr's article tem are needed to define the require- controversial. on software in the October '91 Journal, ments for the system and to test the I have concerns with his view that system to ensure that its performance • To present practical maritime engi- programming and analysis should be is acceptable. neering articles. left to civilian programmers in the For example, with the space shuttle, • To present historical perspectives on department or civilian contractors. This astronauts are consulted when the shut- view is short-sighted in that it fails to current programs, situations and tle system requirements are defined and take into account the experience and events. when the systems are tested. However, skills which the military programmer astronauts are not used to program the • To provide announcements of pro- brings to the problem. grams concerning maritime engineer- system. This technical function is left ing personnel. Although it would appear at first that to programmers. Similarly, for naval civilian programmers are the most cost- systems, the end-users (naval officers) • To provide personnel news not efficient method of developing and are needed to define the requirements covered by official publications. maintaining software, it does not take of these systems and to test the systems Writer's Guide into account the learning curve required to validate the performance of these to understand naval systems and the systems. They are not needed as pro- The Journal welcomes unclassified submissions, in English or French, on milieu in which the systems will be grammers. This is a technical function subjects that meet any of the stated employed. The military programmer that is best performed by technicians objectives. To avoid duplication of effort has attained the experience from back- trained in programming. — Cdr Roger and to ensure suitability of subject mat- ground training and previous military Cyr, DIAC(4), Ottawa. ter, prospective contributors are strongly employment. This experience would advised to contact the Editor, Maritime prevent programming errors and helps Engineering Journal, DMEE, National in the on-site analysis of programs as Defence Headquarters, Ottawa, Ontario, they are developed, which prevents K1A OK2, Tel. (819) 997-9355, before extra cost being incurred when errors submitting material. Final selection of have to be removed from the program articles for publication is made by the Journal's editorial committee. (or, in the worst case, from the system) after the fact. As a general rule, article submissions should not exceed 12 double-spaced Thus the best method for the pages of text. The preferred format is Canadian Forces, and the navy in par- WordPerfect on five-and-a-quarter-inch ticular, to develop and maintain its diskette, accompanied by one copy of software is to have a mix of civilian the typescript. The author's name, title, contractors with departmental civilian address and telephone number should and military programmers. The military appear on the first page. The last page programmers should be on-site, both should contain complete figure captions for all photographs and illustrations at the contractor's office and the Fleet accompanying the article. Photos and Software Support Centre, and should be other artwork should not be incorporated present at all levels of software produc- with the typescript, but should be pro- tion. Cdr Cyr's ideal of only utilizing tected and inserted loose in the mailing civilian programmers and analysts is envelope. A photograph of the author not the most cost-effective method for would be appreciated. the Service as has been evident in the Letters of any length are always wel- TRUMP and CPF projects cited in his come, but only signed correspondence article. — LCdr I.C.D. Moffat, will be considered for publication. Software Manager(4), Canadian Patrol Frigate Project, Ottawa.

MARITIME ENGINEERING JOURNAL. JANUARY 1992 Commodore's Corner

BY Commodore K.J. Summers, OMM, CD

I very much appreciate the invitation The equivalent of a six-month Of course SRU and FMG support to write the Commodore's Corner as I ship refit (100,000 person-hours) was were provided when required, and the understand it represents the first time expended during that two-week period combined efforts were superb as the a MARS officer has been invited to do and the results speak for themselves. team continually evolved innovative so. My father, a former CERA, would Not only were the SATCOM, CIWS, and unusual solutions using resources be pleased for I'm sure he had a tinge , 3"50 gun (for Protecteur), and sources born of necessity. of regret when I chose to join the SHIELD decoy, .50-calibre and 40-mm "Dibby Dab" branch rather than be guns and all the other systems fitted and I must, as well, compliment the rest of CANMARLOGDET under Cdr Dave a naval engineering officer. checked out, but they all functioned correctly on sailing. With minor Banks for their uncanny ability to This opportunity is welcomed for exceptions, they would remain on line organize critical spares, more than it permits me to focus on one of the throughout the entire deployment. 600,000 Ibs of stores, and over 50 tons most important reasons why Protecteur, of mail. The "can do" attitude of Athabaskan, Terra Nova and Huron It has to be the finest example of CANMARLOGDET was fundamental were able to play such a prominent part Canadian engineering excellence — to being able to sustain a very high in the multinational effort in the Gulf. from the skills of our welders and elec- tempo of operations prior to and during Simply stated, we would not have been tricians through to the competence and the conflict. able to enter the Arabian Gulf or remain professionalism of our highly qualified In summary, the Gulf conflict saw there save for the extraordinary effort civilian and military engineers. To by our maritime engineering commun- their credit they completed a major the entire maritime military and civilian ity (both military and civilian) and the upgrading of combat capability which family become truly focused on one strong engineering support provided made those three ships young and important national naval operational those ships by CANMARLOGDET modern in defiance of their hull ages. mission and, in my opinion, it was this focus by all that was responsible for during their eleven-month deployment. Similar feats were performed by aero- nautical engineers and technicians in the success attained by the naval task What occurred in Halifax from Shearwater to provide our ships with group in the Arabian Gulf. I salute each August 10 to 24, 1990 in the vicinity five Sea King helicopters specifically and every one involved. of the new SRU(A) building defies modified for Gulf operations. Provided It is amazing what we can do when description. Immediately following with the capability, the naval task group the prime minister's announcement to it is necessary. soon mastered the equipment and deploy three ships to the Gulf, under excelled in the allied surface surveillance the strong leadership of Capt(N) Roger and interdiction roles. Chiasson, dockyard engineers, tech- nicians and workers began chalking If the challenge was there to upgrade out areas on board the ships to fit the our ships and helicopters, then it was In August 1990 Commodore Ken Summers borrowed CPF and TRUMP sensor and an equally daunting task to maintain assumed command of the Canadian naval weapon systems that would be flown them in operation throughout the task group ordered to the Arabian Gulf, and in from across Canada and the United eleven months they were deployed in in earl\ of that year was appointed States. The work went on 24 hours the Gulf. The small engineering staff Commander, Canadian Forces Middle East. a day for two weeks. Engineering draw- within CANMARLOGDET, led by Commodore Summers is now the Chief of ings were produced overnight (the LCdr Clyde Hillier and LCdr Kevin Staff, in Esquimalt. principles of common sense and KISS Woodhouse, operated in a war zone being very much in evidence), arc- where supplies and materials were welding and steel cutting turned night limited, the capabilities of the local into day, and dockyard workers crawled shipyards and handlers unknown. All all over those ships checking, fixing this was further complicated by language and fine-tuning all systems. and cultural barriers. Major undertak- ings included the complete changeout of a CIWS mount and the installation of a reverse osmosis desalinator. The minor undertakings were legion.

MARITIME l-.NdlNI.I,KINi; JOURNAL. JANUARY 1992 Crisis in the Gulf Making Operation Friction happen

By LCdr Imran Mirza Photographs by LCdr Richard B. Houseman, except where noted.

When the Canadian naval task group sailed for the Persian Gulf in late August 1990, a new chapter opened in the history of Canadian Forces opera- tions. For the first time since the Korean conflict, Canadian warships were being dispatched to a potential war zone. The departure of the three ships along with 934 sailors, soldiers, air personnel and civilian engineering sup- port staff was momentous for another reason, too. It marked the culmination of a remarkable "front and centre" story of commitment, teamwork and pride. "Miracle" might seem too strong a word to use, but that is virtually what the civilian and military members of the Department of National Defence and a group of dedicated field service representatives achieved last August. In just 14 days they prepared three war- ships, five Sea King helicopters and their crews for operations in the Persian Gulf in support of Canada's commit- ment to the United Nations. How did these dedicated men and women accomplish so much in such a short time? Let's start with a summary of key events as they unfolded in Logistics cells from across Canada, the and August 1990. filled more than 7,000 individual materiel demands. Dockyard crews On Thursday the 2nd of August, wasted no time getting the equipment on board the ships. In the Iraq invaded Kuwait. The United case of the Phalanx CIWS, four complete systems were installed and tested in just fourteen days — a record in anybody's books. Nations Security Council reacted quickly with Resolution 660, demanding that Iraq withdraw immedi- At ten o'clock in the morning of At the meeting DGMEM and DNR ately. When Saddam Hussein failed to August 6th, the same day as sanctions were tasked to analyze the feasibility respond, the Security Council passed were imposed by the UN, Cmdre of Canadian naval participation in the Resolution 661 on August 6th, initiat- M.T. Saker, Director General Maritime Persian Gulf. For the remainder of ing economic sanctions against Iraq. Engineering and Maintenance, and that day, and on into August 7th they Capt(N) K.A. Nason, Director of quickly, but quietly, went about deter- There was now a real possibility that Naval Requirements, were called into mining the engineering requirements for the international community, including an emergency meeting with Cmdre a Gulf operation. Warships and heli- Canada, would need some means of L.E. Murray, Director General Maritime copters, it was felt, would be the most enforcing the sanctions. Anticipating a Doctrine and Operations. Their discus- effective means of enforcing sanctions government decision to react to the sit- sion would focus on two issues — as most of Iraq's trade was by sea. They uation in the Gulf, Chief of the Defence how the navy could contribute to a concluded that our ships and aircraft Staff General de Chastelain directed his multinational operation, and what the would require fairly extensive upgrading, staff to consider military options which impact would be on Canadian maritime but that Canada could likely dispatch would aid in a multinational effort to resources if the government decided to the HMCS Athabaskan, the enforce economic sanctions and prevent commit naval forces to the Gulf. supply ship Protecteur and five Sea further Iraqi aggression in the area. King helicopters on fairly short notice.

MARITIME KNGINl-KRINt; JOURNAL, JANUARY 1992 On August 8th, key personnel from the sensitive role of economic blockade MARCOM and NDHQ got together in and the new primary threat from Ottawa, and it was at this meeting that the air. the CPF and TRUMP offices were The major weapon system installed brought into the picture. They would in all three ships was the Phalanx anti- play a major role in the supply and missile defence system. To provide fur- engineering of modern weapon systems ther air-defence capabilities, 40-milli- and other equipment from their own metre Bofors anti-aircraft guns were projects to help outfit any ships slated also added to the now crowded upper- for the Gulf. During the next 48 hours, deck spaces. (Contrary to certain media as NDHQ refined its lists of requirements reports, the 40-millimetre guns were not and resources, Maritime Command got museum pieces. Although some older busy planning and preparing for an models are displayed in museums, those influx of new weapon systems, stores, fitted in the task group were updated instructors — in short, for everything versions destined for new application in they would have to deal with should our coastal defence vessels. It is inter- a deployment be announced. esting to note that during the Falklands Two days later, at 2 p.m. on August crisis, the Royal Navy fitted similar 10th, the prime minister announced 40-millimetre guns in its ships). Canada's participation in support of the multinational effort in the Gulf. Fifty-calibre machine guns were installed to assist in the blockade role, Profecreur's newly installed SATCOM Implementation of the previous four complete with a new pedestal. while Terra Nova was fitted with a days' planning could now begin in Dockyard crews often had only rough earnest — and then some. The original Harpoon surface-to-surface missile sys- sketches, or less, to work from when plan had called only for At ha haskan tem to defend against missile-carrying manufacturing and installing equip- and Protecteur to be made ready for sea Iraqi patrol boats. (For the Harpoon ment support structures. in seven days. However, the prime min- system to operate correctly, an inertial navigation system had to be installed!) ister had announced that the Canadian It was no small undertaking. Whereas task group would also include the In addition, all the ships' electronic support and countermeasures were the navy had engineering and produc- Improved Restigouche-class destroyer tion facilities already in place in Terra Nova — a late addition. The navy upgraded and, in some cases new sys- tems were installed. Mine-avoidance Halifax, the Maritime Air Group had now had three ships to ready for sea by no such capability in Shearwater. It the original deadline of the 17th. sonar was installed in each ship, and numerous changes were made to the fell to the Director General Aerospace Refits on the Run ships' boats, search lights, communica- Engineering and Maintenance to take an active role in leading the Shearwater The task was daunting. Our ships tions and control systems to facilitate implementation team. The Aerospace and helicopters are equipped primarily the boarding of commercial ships. Maintenance Development Unit at CFB for anti-submarine warfare in the North Simultaneously, the Maritime Air Trenton, and the Aerospace Engineering Atlantic, their crews are trained ASW Group at CFB Shearwater was prepar- Test Establishment at CFB Cold Lake operators. But apart from the airborne ing six Sea King helicopters, five of were called in to assist. Personnel from sand and heat of the Gulf, the primary which would deploy with the ships in bases Greenwood and Summerside, threat would be from aircraft and surface surveillance and co-ordination along with civilian personnel from missiles. The destroyers Athabaskan roles. The sixth would remain in IMP Aerospace, reinforced the shop and Terra Nova had minimal air-defence Shearwater for engineering support and teams at Shearwater. capability, Protecteur had none. The training. All told, more than 600 pounds crews, ships and helicopters of the task of ASW equipment would be removed The helicopter upgrades included group would thus have to be transformed from each helicopter to make room for armoured seats for the crew, a laser to handle the challenging environment, the new equipment. warning receiver, a fitted light machine gun, and a capability to detect ships

More than three tons of welding rod were used by SRUA to support Operation Friction. Here, welders finish up the foundation for the Phalanx sys- tem on board Terra Nova, left, and the SHIELD seatings on Athabaskan, right.

MARITIME-: INCilM I.KINC JOURNAL. JANUARY IM92 at night with the help of a forward- looking infra-red device. (This infra- red detector subsequently proved to be extremely useful in the search for merchant ships in the Gulf, for it was a key ingredient in the success enjoyed by the Canadian task group in the theatre of operations. By mid-December the Canadian task group would account for 25 percent of the 1,760 interceptions and 22 boardings eventually made by the coalition up to the time hostilities commenced on January 16th.) Implementation plans for re-equipping the ships were developed between Maritime Command Headquarters in Halifax and National Defence Head- The Operation Friction refits got a running start when equipment and quarters in Ottawa. Maritime Command weapons earmarked for CPF and TRUMP, such as these Phalanx systems, would be responsible for implementing were diverted to the task group ships in Halifax. the necessary changes and training the crews, with the headquarters in Ottawa and industry at large playing an sailed. "This hunk of steel would go the requirements and often the initial essential supporting role. into the welding shop, and eight hours source for the equipment as well. Life- later this beautifully crafted mast would cycle material managers then verified The success of the entire operation come out — and all this without any the source and availability of the equip- hinged upon extremely close co-opera- kind of drawings." ment to meet the requirement. The tion among operations, training, engi- process was not clear cut, however, and The teamwork produced marvellous neering and logistics staffs. MARCOM discussions on the run became the order results. The previous record for getting staff would research and identify the of the day. In some cases there was no a Phalanx close-in weapon system up operational requirements, NEUA would time to wait for a clear confirmation and running in a ship was held by the transform these requirements into rough of the requirements, and LCMMs U.S. Navy — they once did it in two technical drawings and specifications, took it upon themselves to start the weeks. During the preparations for and SRUA would turn these outlines procurement process. This initiative Operation Friction, four complete into reality. Meanwhile, the logistics was absolutely critical in achieving Phalanx systems were installed, set to cells in Maritime Command would the short turnarounds required for the work and trialled in the same amount co-ordinate the acquisition and mar- many installations. shalling of equipment and materiel of time. The process in DGMEM was geared necessary to execute the plan. The materiel control and distribution toward identification, procurement, aspects of the operation were of similar The work went well, but by August technical assistance through the life- magnitude. Logistics staffs at the 16th it became clear the deadline of cycle material managers and company receiving end were severely taxed in the 17th could not be met. However, field service representatives, and co- dealing with the dozens of truckloads to maintain the incredible momentum ordination of effort. The logistics job of materiel that rolled through the of the workforce at SRUA and NEUA, was made easier with the Director of dockyard gates on a daily basis. More the official deadline was not changed Procurement and Supply Maritime as than 7000 individual demands for items until the next day when it was extended DGMEM's single point of contact ranging from nuts and bolts to a Harpoon across the weekend to Monday, August for procurement. 20th, at which time the destroyers missile system were satisfied by the would sail for sea trials. logistic cells across the country and, in Training personnel in the operation some instances, from Europe and the and maintenance of the new equipment In the majority of cases there was United States. Meeting the many dead- was another major achievement during no time for the customary rigour of lines often called for priority airlifts. the first phase of Operation Friction. engineering drawings; moreover, there The Maritime Air Group's Aurora and Fortunately, there was a solid founda- were few manufacturing drawings for T-33 aircraft, and Air Transport Group's tion of individual trade training already the parts needed to support and fit the heavy-lift C-130 Hercules aircraft flew held by the sailors, soldiers and air equipment in the ships. Working closely hundreds of hours of support missions. personnel who would be sailing with with the staff of the Naval Engineering the task group. Unit, Ship Repair Unit personnel- A tremendous amount of good frequently had only conceptual or judgment and superb initiative were Ship and helicopter crews averaged "back of the envelope" drawings with exercised at all levels to minimize the 18 to 20 hours a day of work and which to work — or sometimes none. bureaucracy and administration that training, receiving instructions and would normally be required. Staff advice from a multitude of formal and "It was like magic," said one life- officers from the NDHQ Directorate informal sources. Much of the training cycle material manager upon his return of Naval Requirements, in consultation for the new equipment was provided to Ottawa soon after the task group with Maritime Command, identified through a combination of field service

MARITIME ENGINEERING JOURNAL, JANUARY 1992 projects. For some other equipment where a purchase was in process or in planning, the challenge then became one of changing delivery dates from a few months or even years hence, to "immediate." The efforts included many examples of co-operation on an international scale with foreign defence agencies and private industry. Operation Friction has been an historic event in Canadian Forces operations. The preparation phase of Operation Friction owes its success to the extraordinary drive, resourcefulness and teamwork of the individual men Terra Nova's new Harpoon launchers are plainly visible as she and Athabaskan and women who overcame all manner refuel from Protecteur during Operation Friction. By mid-December 1990 the of odds to make it happen. The remark- Canadian task group had accounted for a quarter of the nearly 1,800 intercep- able feat is a refreshing reminder of tions and boardings eventually made by coalition forces up until the com- what people can do when the need mencement of hostilities on January 16th. (CF photo HSC 90-1069-701 arises and the urgency is understood. The spirit of the men and women representatives from industry, and spares and trainers." And this is pre- throughout the Department of National civilian and military instructors from cisely how it was delivered. When the Defence who successfully met the the navy's fleet school in Halifax. In truck carrying the system arrived in challenge of Operation Friction is truly some cases maintenance instructions Halifax, out stepped the instructors captured in the Maritime Command were provided to the ships' maintainers looking for their students! motto — Ready, Aye Ready. during installation of the equipment. And when an urgent request for Civilian research and development staff an operating room fan for HMCS were instrumental in not only assessing Protecteur went out to the president of the operational effectiveness of much a Mississauga company in the middle Acknowledgment of the new equipment, but also in of the night, he immediately drove to developing new operating procedures A number of people assisted me by his warehouse, located the fan and to maximize the system capabilities. reviewing the original version of this dispatched it to Halifax by the first paper and providing me with useful Naval crew training came from a available flight. comments. They are: Cmdre M.T. Saker, variety of sources. Army instructors The Surete du was contacted DGMEM; Capt(N) Thomas F. Brown, from CFB Gagetown instructed them in in Lauzon for assistance in clearing DMCS; Capt(N) R.E. Chiasson, the operation of the 40-mm anti-aircraft the way for the road transport of one of CO SRUA; Cdr D.V. Jacobson, DMCS<3); guns; the crews received chemical the Phalanx gun mounts. To the truck Cdr J. O'Connor, DP Sup M(3); Maj warfare training from the navy's own driver's amazement, successive detach- Bob Britton, National Defence Logistics specialists. Throughout, experienced ments of Surete, and later RCMP, Co-ordination Centre; Cdr D.R. Cooper, crew members worked with newer maintained ten miles of clear road ahead DMOPR<3); Cdr C.D. Gunn, DNR(5); members at honing the skills required of the truck as it sped from Lauzon to and Cdr J.D. Peacocke, DCOS to produce combat ready teams in all Halifax. Readiness Staff, MARCOM HQ. areas of the ship. To them I owe a debt of gratitude. From a strategic perspective, the The work in support of Operation Friction quickly became number one ships could not have been deployed as priority, displacing all other work. rapidly as they were without the sub- stantial "fleet in being" investment in Twenty-four hours a day, there was people, infrastructure and projects. This nowhere on the ships, on the jetties or includes the Canadian Forces' substan- in the shops where a person could stand tial in-house engineering and produc- without being affected by the movement of cranes, people or materiel. Members tion capability. Eighty percent of the estimated one hundred thousand person- of one high-ranking delegation, observ- ing the progress, paused momentarily hours needed to prepare the ships for in a normally quiet corridor and found the Gulf were spent by the Ship Repair themselves under foot as a long electri- Unit. We were fortunate too that our resource base of installation expertise cal cable was laid out, measured, cut and materiel was at its peak because of and rolled away at their feet! the Canadian Patrol Frigate and Tribal Lieutenant Commander Mirza wax the The urgency of the task was infec- Class Update projects. Much of the Operation Friction co-ordinator far tious. For example, the requisition for equipment, including the vital Phalanx DGMEM. He is the DMCS 8 Computer the mine-avoidance sonar system speci- close-in-weapon system, had already and Software Engineering Support Services fied "a complete system with manuals, been purchased and delivered for these officer at NDHQ.

MARITIME ENGINEERING JOURNAL. JANUARY I«W2 Flight of the Golden Bird Athabaskan's AIM 7M Missile Upgrade

By LCdr "Rogie" Vachon

The Plan The plan was to retrieve spare elec- AIM 7M Integration tronic and mechanical equipment from In the fall of 1990, in preparation for the supply system, modify it, bench-test The scope of the integration program imminent hostilities in the Gulf, Canada it and prototype it in Huron. Already was vast. Before we could start work saw the need to increase the reliability designated as Athabaskan's relief, in Huron, system interfaces had to be and performance of the Seasparrow Huron was scheduled to sail for Halifax defined which in part would determine missile system in HMCS Athabaskan. on January 4th. Arrangements were the electrical-mechanical design. Spare It was not a decision to be taken lightly quickly made. Before the ship sailed, parts had to be identified and procured since, with Athabaskan already deployed one AIM 7M warshot and four tele- to effect the extensive equipment modi- in the Gulf, such an objective would metered missiles from CFB Cold Lake fications to two fire-control logic units, carry with it many technical risks and would be delivered for the trial. Also, eight Klystron tuning circuit cards and scheduling problems. As the Canadian the USN's Pacific Missile Test Range fifty missile rails. Then there was the NATO Seasparrow "Single Point of would be made available from January fabrication of assemblies, the installa- Contact," both the risks and the prob- 8-10 for Huron to test the AIM 7M sys- tion and check-out of the shipboard lems would become my part ship. tem modifications. A complex missile modifications and all the scheduling On November 15th the Director firing program produced by MARCOM and logistical requirements to attend to. of Naval Requirements (DNR) turned would confirm the engineering design On top of all this we had to consider to the Director of Maritime Combat changes and verify correct implementa- the system and personnel safety factors Systems (DMCS) to determine the tion of modifications. If all went well, of an implementation program forced feasibility of upgrading Athabaskan's we would be ready to join Athabaskan by severe time constraints. It's no RIM 7E Seasparrow missile fit with in the Gulf should the order be given wonder our time-line was viewed by the newer, more effective version of to proceed. many to be extremely optimistic. the Raytheon Sparrow missile procured for the CPF project — the RIM 7M. I received the tasking, and for the next two weeks conducted a feasibility study in HMCS Huron on the West Coast. On December 6th the recommendation was made to DNR: go ahead with the upgrade, but use the more compatible AIM 7M (air-to-air) configuration of the Sparrow missile currently in service with CF-18 . The Deputy Chief of the Defence Staff approved the upgrade program on December 18th, and I went to work pulling together a team of three tech- nicians from NEU(A) and SRUA, a Raytheon engineer from the company Seasparrow program office, a missile telemetry operator and an analyst to accompany the Golden Bird test missile essential to the program. We didn't have a lot of time. Athabaskan's missile system had to be changed-out prior to the UN's January 15th deadline for Iraq HMCS Athabaskan returning home from the Gulf. In mid-deployment, between to withdraw from Kuwait. The deadline January 12 and 15, 1991, the ship's Seasparrow missile system was com- was only four weeks away and we had pletely upgraded. (Photo by Karen Blais) a lot of work to do.

MARITIME ENGINEERING JOURNAL. JANUARY 1992 (A)

Huron's last firing sequence consisted of two shots. The first was a warshot (A) to verify correct functioning of the fuse and the cross-side port launcher with the starboard illuminator. A telemetry round immediately followed to confirm that, with two missiles in flight, the second missile would lock onto the designated frequency by using the new waveguide blanking switches. The telemetry round functioned correctly up to the moment the target was destroyed (B) by the warshot, then began guiding onto the larger debris (C) from the missile and target.

(B) Fortunately, the AIM 7M employs a manual rocket- motor arming mechanism, as does the older RIM IE. Thus, by using the air-launched missile rather than the naval RIM 7M missile with its remote arming feature, fewer electrical and mechanical changes to the umbilical and rails were necessary, thereby saving us valuable time. However, electronic units, test sets, missile clamps and umbil- ical plugs all had to be modi- fied for compatibility, and waveguide switches had to be designed, fabricated and fitted to ensure the missile fired (0 locked-on to the correct illuminator. For the first tests in Huron we would use the "Golden Bird" static test missile provided by the USN through our NATO Seasparrow program office in Washington, DC. The test missile never leaves the launch rail and requires only line-of-sight contact with the target aircraft for guidance to provide an estimated 97-percent level of confi- dence assessment of system operation. Subsequently, however, live missile firings would be essential to test all aspects of the M-22 fire-control system, confirming our engineering design and the modifications as implemented. The outcome of Huron's trials would be critical since live missile firings could not be conducted by Athabaskan in the Gulf.

10 MARITIME ENGINEERING JOURNAL. JANUARY 1992 With equipment modifications and logistical requirements complete, we boarded our aircraft and flew to Esquimalt, B.C. The date was December 20th. All Systems Are Go Upon arrival in Huron, SRUP was busy removing the seized lower missile- holding clamps. We mustered our equipment, special tools, test sets and missiles, then began the task of instal- lation. Preliminary system checks were completed on December 29th —just in time for one NEU(A) team member to return to Halifax for his own wedding! The ship sailed on January 4th, and two days later at sea we ran a success- ful system check-out against target air- craft. The success of the system check- out was certainly a relief and gave us more confidence in our engineering Huron's trials on the Pacific Missile Test Range complete, a U.S. Navy heli- modifications and ultimate success of copter begins transferring personnel and equipment to Point Mugu, California our task. However, the Golden Bird trial where a Challenger jet will pick them up to begin their long journey to the Gulf. had failed. We suspected (correctly, as it turned out) that the fault was resident East. Our Challenger jet arrived the just like clockwork. Forty-two hours with the test missile and not due to the next day, January 10th, and we were after departing North America, via modifications made to the system. The on our way — to Dubai! In view of the Iceland, and Cyprus, we were recommendation to proceed with the overwhelming success of the 7M missile on the ground in Dubai. It was six live firings was accepted by Huron's integration and firings in Huron, the o'clock in the morning of January 12th. Canadian Task Group Commander in commanding officer and the DCOS NET Now with only three days to modify the Gulf and the Maritime Commander (New Equipment Trials) team ashore at bottom loader clamps, remove and in Halifax had decided to proceed with the Pacific Missile Test Range. replace hardware, test, load-out the new the upgrade in Athabaskan. On January 8th Huron moved onto missiles and finish up with the Golden the range. We now had three days of As we settled in for the first leg of Bird trial, time was critical. Two hours reserved range time in which to com- our flight to Dubai in the United Arab after arriving we commenced the instal- plete an ambitious trials program. As Emirates, there was guarded optimism lation in Athabaskan. The work went it turned out, we didn't even need one for the difficult task that lay ahead. But well, and 43 hours later — at 0300 on full day. By early afternoon the ship we wondered. Four aircraft ferrying the 14th — the installation was com- had successfully fired four telemetry personnel and equipment were heading plete. Then began the long process of missiles and one warshot. We had from three different locations for Dubai. loading-out the magazine and checking completed the test in record time and What were the chances we would all each 7M missile on its rails with the there was even a bit of "icing on the arrive there more or less at the same MK-567 Missile Test Set. time so that we could start work imme- cake." The firing plan, remember, was At 0800 the next day, January 15th, diately? Everything had to happen like designed to be an engineering trial, not Athabaskan sailed into the Gulf waters clockwork, yet there had already been a tactical exercise to assess operator to conduct Golden Bird trials against a hitch with our Challenger flight. The capability or missile effectiveness. Yet six CF-18 aircraft assigned to us. By weight distribution of four passengers to the cheers of the ship's company, the 1600 the trial was successfully com- and our crated electronic equipment telemetry missiles scored "direct hits" pleted and I reported to the command- and modified clamps for Athabaskan and the warshot was assessed as a ing officer that the AIM 7M missile had been unacceptable. Before we "hard kill." Astounded, the American integration was complete. The surface- range personnel hailed the results as could take off we had to uncrate every- to-air missile system was now fully thing and redistribute the weight. a first. operational. At 1730 the team, the The next morning the team and In the end it all came together — the Golden Bird and the telemetry equip- equipment were lifted off Huron by C-130 carrying the Golden Bird from ment were flown ashore and Athabaskan helicopter and flown to Point Mugu, Point Mugu, the C-130 from Trenton proceeded to her area of operations. California. There we would wait either carrying our two SRUA technicians for orders to return home, or for final and the majority of the modified mis- clearance to proceed to the Middle sile stowage clamps we'd need for the change-out, the aircraft from CFB Bagotville with the load of AIM 7M missiles, and our own Challenger jet —

MARITIMl. E-iNGlNliKRINC; JOl'RNAI.. JANUARY 1W2 11 to the port authority. There we filled out papers indicating we had arrived from sea (which in a sense we had, having just come ashore from Athabaskan), then got back into our cars and headed for the airport, stop- ping on the way to pick up our bags. When we arrived, the airport was in chaos. People were scrambling to get out of the country, away from the Gulf. >; Without ceremony we were steered past the check-in counters, around security and placed on a British Airways flight to London. It was the last scheduled commercial flight out of Dubai. Twenty-six hours later we were home, back at our respective units in Canada and the United States. Only then, as life returned to normal, did we acknowl- edge that our mission was over.

Conclusion Postscript Depending on your perspective, the All good things come to an end. 7M missile upgrade could not have However, for us the story didn't end been more timely...or more untimely. when we flew off Athabaskan on the Acknowledgment While the change-out in this instance afternoon of the 15th. We had returned To Bob Keddy and Peter Smedley of was necessary and completed in the to our hotel, hoping for a hot shower NEU(A), and to Bruce Poole of SRUA: nick of time, it can be argued quite and our first good night's sleep in more your resounding support and tireless reasonably that, had the surface-to-air than a fortnight, only to be told by efforts toward this project contributed missile system been subjected to support staff that we had 20 minutes significantly to its success. improvements through an evolutionary to check out of the hotel and report to process throughout its service life, a Port Rashid authorities for passes to change-out under the severe conditions exit the country "legally!" described here might possibly have Having arrived in-theatre by military been avoided. However, further discus- flight, and expecting to leave by the sion on such a topic is clearly beyond same means, we had had no cause to the scope of this article. have our passports stamped on the way The results of this extraordinary mis- in. But now we were in a bind. All sile upgrade program were extremely military passenger flights out were gratifying, both to the team members cancelled. We would have to travel by and to the crews of Athabaskan and commercial airline — a sticky prospect Huron. Considering that Athabaskan'^, without the necessary entry stamps in missile upgrade was but one of many our passports. What followed was noth- significant projects in the overall effort ing short of unbelievable. After check- LCdr Vachon is the DMCS 2 project officer to prepare our ships for duty in the Gulf, ing out of our hotel, three white stretch for the NATO Seasparrow missile system. much can be said for the effectiveness passenger cars chauffeured by locals of our navy's developed, in-depth engi- whisked us away. As we sped through neering capabilities that can be called the streets of Dubai we felt ill at ease upon at a moment's notice. with the situation, but we were in no But perhaps it was Raytheon, home position to question the arrangements. of the Patriot and Sparrow missiles, After some minutes the vehicles that summed it up best. "Canada exe- pulled up in a dark side street outside cuted a remarkable program by which the entrance to Port Rashid. We were they systematically and effectively told to get out and remove our luggage prototyped and trialled Huron, then from the cars. The situation was getting changed out Athabaskan's missile sys- tense. As we piled our bags onto the tem and complete missile inventory curb we began to wonder if everything under extremely difficult conditions in was on the up and up. Then, while one an unprecedented 46 days and nights; local watched over the bags, we were a program that should have taken directed back into the cars and driven 18 months to complete."

12 MARITIME ENGINEERING JOURNAL. JANUARY 1W2 The CFR CSE — An Endangered Species

By Cdr Roger Cyr, OMM, CD, P.Eng.

Introduction Why So Few CSE CFRs? possess, and there are perceived career For a time during the early 1980s the One of the reasons most often cited limitations for CSEs who commission Maritime Engineering (MARE) classi- for there being so few CFR CSEs is the from the ranks. fication experienced some fairly hefty shortage of technicians in the four The CFR CSE Program Today shortages of officers. Thanks to stepped Naval Electronic Technician (NET) up recruiting and a number of other feeder occupations. The problem is The technician-candidate who enters initiatives under the MARE Get Well being addressed, but it still doesn't the CFR CSE program today must Program the shortages today are nowhere explain why the CSE subclassification undertake an intensive four-year pro- as severe as they once were. But short- recruiters have not turned to the feeder gram of study, the first three years of falls do remain, particularly in the occupation first as a matter of course. which are spent qualifying as an elec- numbers of Combat Systems Engineers Surely it makes better sense to draw tronics technologist (CFR CSEs do not (CSEs). upon this pool of experience and engi- work toward engineering degrees). neering talent, and step up recruiting Yet this same candidate has already In its search for MARE officers over for technicians, than to recruit CSEs completed the navy's QL5 (technician the years the navy has neglected to take from square one. NETs have a proven level) and 6A (technology level) full advantage of its Commissioning record of engineering education, train- courses, and was only four credits shy From the Ranks (CFR) program, espe- ing and leadership, and yet serving of full certification as an electronics cially as it applies to the CSE sub- officers from other classifications technologist before ever setting foot classification. The CFR program has are brought in to serve as CSEs even in the CFR program. Having to spend produced some very capable and dedi- though they often have no formal engi- three years working on a diploma that cated maritime engineers, but in the neering background and frequently do could have been obtained in four months last ten years CFRs have made up only not even undertake the basic CSE train- might explain in part why NETs aren't eight percent of the total MAREs ing. There appears to be some reluctance falling all over themselves to sign up recruited. Compare this to the 19 percent on the part of the CSE community to for the CFR program. (see figure) recruited by the aerospace accept the CFR officer among their engineering (AERE) and communica- The last part of the program includes number. tions and electronics engineering (CELE) a four-month basic engineering prep- classifications through their own CFR Having said that, I believe the pri- aratory course and an eight-month entry programs. And yet, naval techni- mary reason for there being so few course at the Technical University of cians receive more in-depth engineer- CFR CSEs is that naval technicians are covering the basic elements ing training than do their counterparts not really interested in commissioning of electrical engineering (followed by in the other classifications. under the MARE CFR program as it an eight-month application phase at stands today. The program fails to con- Fleet School Halifax.) All told, it's a This article looks at how the CFR sider the combat systems engineering very laborious four years of academics program for CSEs could be made more training and experience the NETs since for the most part it is a repeat of productive. what was learned in the QL5 and QL6A courses. Four years with no real gain in academic qualification to the student. Officer Entry Programs for Engineering Classifications Still lacking the basic education (1981 to 1991)* requirement of the MARE classifica- tion — an engineering degree — the DEO ROTP CFR TOTAL %CFR CFR CSE faces a limited career as AERE 58 444 118 620 19 a MARE officer. CELE 89 363 105 557 19 Although the CFR CSE possesses much more experience in combat system MARE 116 373 41 530 8 engineering maintenance and manage- ment than does a graduate engineer * Source DPIS new to the navy, it does not seem to

MARITIME ENGINEERING JOURNAL. JANUARY 1992 13 count for much with the MARE com- Conclusion munity. (For example, at present, no CFR officer in the MARE classification In its present state the CFR CSE program remains unchallenging and holds a rank higher than commander.) Given the apparent mind set of the unrewarding. Under the UTPCFR pro- community there is only one way in posed here, CFR training for CSEs which career limitations (real or per- would not only become much more ceived) can be alleviated, and that is to attractive and challenging to the naval make the CFR a graduate engineer. technician, but would also take less time to complete. A Proposed Program CFR CSE candidates have proven A viable CFR CSE program must in that they can successfully undertake a Cdr Cyr was commissioned from the ranks essence be a degree-oriented university demanding program of academic study as a MARS officer in 1971, and has been a training program that builds on the — they have already completed two CSE since 1973. CFR technician's training and experi- such programs in the QL5 and QL6A ence. It is therefore proposed that a courses. Having been selected for CFR new program be established for CFRs also shows that they have the determi- that is similar to the present University nation, maturity and leadership quali- Training Plan Officers (UTPO) plan. ties that will virtually ensure successful This new "University Training Plan completion of an electrical engineering for CFRs," or UTPCFR. would consist degree program. Perhaps then the CFR primarily of taking naval technicians CSE would become an equal member of at their present level, i.e. four credits the Maritime Engineering community. short of a technology diploma, and aca- demically upgrading them to electrical engineers. Candidates would do the third and fourth years of the regular Electrical Engineering program at the Royal Military College in Kingston, and graduate with a Bachelor's degree in Electrical Engineering. Given the background, training and experience of today's naval technicians, a UTPCFR program could be completed in two years. CFR CSE candidates would go to RMC in May and under- take a three-month intensive refresher course in mathematics and pure sciences. If successful they would simply join the commencement of third-year elec- trical engineering classes in September. The summer break between years three and four could be set aside for extra academic upgrading if required. On receipt of their B.Eng., CFRs would proceed directly to ships to begin the MARE Phase VI Afloat OJT package. (In recognition of the CFR's broad experience in equipment engineering and maintenance applications, the pre- sent eight-month fleet school applica- tion phase would be foregone.)

14 MARITIME ENGINEERING JOURNAL. JANUARY 1992 Project Update: The Canadian Patrol Frigate

By LCdr Leo Mosley

The delivery of HMCS Halifax nificant: approximately 70 percent of The Trials Process (FFH-330) on June 28, 1991 signified the CPF contract — some 50,000 person- The trials process, including pre- the beginning of a long overdue techno- years of work — involves work done paring trials agenda, scheduling and logical boost for the navy. Ever since directly in Canada. conducting trials, and submitting trial the lead ship of the CPF project began In addition to eventually providing reports, has proven to be a monumental building in 1986, anticipation for this the navy with modern, capable vessels, task. Hundreds of alongside equipment state-of-the-art vessel, the navy's first the CPF project has already revived installation verification checks, stand- new ship in twenty years, has been run- Canada's industrial capability for large- alone equipment tests and system ning high. Much of the anticipation has scale naval warship construction. The performance trials must be completed centred around the contractual arrange- learning curve for government and prior to each ship delivery. ment (new for the navy) by which Saint industry has been steep, but each has John Shipbuilding Limited (SJSL) was The CPF lead-ship trials process successfully risen to the challenge. given total systems responsibility for has not been easy, but considering the the new frigates. As prime contractor, For example, a significant next step learning curve with the new technology SJSL is carrying the can for the design, to the modular construction approach this isn't surprising. Long and some- construction, integrated logistics sup- has been taken by Saint John Ship- times frustrating, the process has proven port, trial and delivery of 12 City-class building. Starting with CPF 07 (HMCS to be extremely valuable in exposing frigates. ), unit joining in the drydock areas where improvements to systems will be done in nine "megamodules" are required. A fix at this point Nine of the frigates are being built as opposed to 26 erection units. Mega- (one ship versus twelve) is clearly by SJSL in Saint John, and three are module construction offers significant cost-effective. being built under subcontract by cost savings as it allows increased pre- Limited (MIL) at Sea trials of Halifax got under outfitting of machinery, piping, electri- Lauzon, Quebec. The design, integra- way in August 1990, and from then cal systems, minor bulkheads, etc. in tion and delivery of the combat systems until June 1991 the ship was under the controlled environment of the have been subcontracted to Paramax the control of the contractor's master assembly hall. A new dockside crane Electronics in Montreal. As such, the and crew, with a contingent of about and larger unit transporters at SJSL will economic and regional benefits of the 35 naval personnel from Halifax ship's be used to load-out the megamodules Canadian patrol frigate project are sig- company on board as augmentees. and position them in the dock. Since June 28, 1991, HMCS Halifax has been operating with a complete navy crew. To date, all aspects of the propulsion system have been trialled (e.g. full power and engine changeovers) to demonstrate various propulsion modes, and the electrical system has been put through its paces to demonstrate auto- matic paralleling of generators, load- shedding and blackout capability. Trials have also been conducted on the auxiliary systems, including steering, air conditioning, domestic systems and damage control systems. Anchoring and boat handling trials have also been conducted. On the combat side, sensors, computers, navigation and communica- tion equipment have all been tested, and the fully integrated system oper- ability of the command and control system has been confirmed.

MARITIME ENGINEERING JOURNAL, JANUARY 1992 15 The Canadian Patrol Frigate

STIR FIRE HARPOON SEA GIRAFFE TACAN ANTENNA PHALANX CONTROL RADAR ANTI-SHIP MISSILES SEARCH RADAR CANEWS ELECTRONIC WARFARE SYSTEM CLOSE-IN DEFENCE ' NAVIGATION RADAR TORPEDO DECOY RAMSES SPS-49 LONG-RANGE TOWED ARRAY AIR SURVEILLANCE RADAR SONAR STIR FIRE CONTROL RADAR

\O TUBES BOFORS 57MM GUN SHIELD DECOY SYSTEM SONAR

Displacement: 4750 tonnes A Canadian-designed integrated machinery control Length Overall: 134.1 m system controls and monitors all platform system functions; colour video display units provide the Beam: 16.4 m operator-machine interface. Draft (Midships/Propeller): 5.0 m/7.1 m Weapons/Sensors: (as illustrated) A Canadian- Complement: 225 designed command and control system (CCS) Machinery: Combined Diesel or Gas (CODOG) provides operator-machine interfacing and central system incorporating two GE LM2500 gas turbines control of combat systems for AAW, SSW and and Pielstick 20-cylinder cruise diesel. Prime ASW tactical operations. The CCS performs such movers drive controllable pitch propellers through functions as navigation, target detection, acqui- a cross-connect gearbox, allowing maximum flexi- sition, tracking, classification, localization and bility in drive mode selection. Electrical power engagement, and will be capable of automatic is provided by four 850-kW diesel generators. threat response up to and including weapon firing.

Halifax is now in the post-delivery At Lauzon, Quebec CPF 03 (Ville 4. O.K. Nicholson, "Requirements trials phase. During this period the de Quebec) was launched in May, 1991 Influencing the Design of Canadian Naval remaining trials are being conducted; and is scheduled to start sea trials late Gearing," MEJ, April 1988, p.22. such as live weapon firings, replenish- this year or in early 1993. CPF 05 5. LCdr R. Payne, "The Product Work ment-at-sea trials, tropical and arctic (Regina) was launched in October, Breakdown System — Blueprint for CPF operation trials, shock trials and others 1991 and is scheduled for delivery in Construction," MEJ, September 1988, p. 17. as necessary to prove performance in December, 1993. Units of CPF 06 6. LCdr B. McCullough, "New frigates a a multi-threat environment. Although (Calgary) have been erected and she shipbuilding success story," MEJ, these trials are being carried out by will be launched next year. September 1988, p.21. naval personnel, their successful com- 7. LCdr B. Staples, "The Black Art of pletion remains the responsibility of Propulsion System Alignment," MEJ, the shipbuilder. January 1989, p.22. Project Status 8. Cdr D. Hansen, "Canadian Patrol Frigate LCdr Leo Mosley was the CPF Marine Quality Assurance — Who cares?" MEJ, At Saint John, CPF 02 (HMCS Systems Quality Assurance Officer at the April 1989, p.5. ) and CPF 04 (HMCS lead yard in Saint John until his posting to 9. Lt(N) C. Wardle, "CPF Main Engine Toronto) are both in the water. CFFS Esquimalt last August. Removal Trial," MEJ, September 1989, Vancouver will soon commence sea p.22. trials and is scheduled to be delivered Readings 10. Capt(N) R. Chiasson, "Total Systems later this spring. Toronto should start Responsibility — Will it work?" MEJ, sea trials by the end of the year. CPF 1. Cdr P.C. McMillan and LCdr B. Staples, September 1989, p.24. 07 (Montreal) is almost half finished " Ltd. and CPF and will be floated-up this year. CPF 08 Construction," MEJ, January 1987, p.5. 11. M. Beaulne and G. Walker, "AAW Computer Modelling of CPF and TRUMP," (Fredericton) and 09 (Winnipeg) are 2. LCdr D. Flemming, "The CPF Combat MEJ, July 1990, p. 13. both well under way. System Development Process," MEJ, September 1987, p.7. 12. LCdr R. Houle, "Challenging the TRUMP and CPF Above-water Warfare 3. Lt(N) D. MacDougall, "The CPF Combat Systems," MEJ, October 1991, p.24. System Test and Trials Program," MEJ, April 1988, p. 17.

16 MARITIME ENGINEERING JOURNAL. JANUARY 1992 Forum MARE Professionalism: MAREs — naval officers first, engineers second

ByR.G. Weaver, P.Eng., Cdr(ret'd)

I read LCdr Garon's article on trade CPOs, with the same body of Finally, the article takes pains to MARE professionalism (MEJ: April knowledge as many MAREs and sub- point out the differences between mili- 1991) with interest. I recall wondering ject to the same assumed code of ethics, tary/naval engineers and civilian engi- at Staff School many years ago during are surely just as much engineering neers. Having seen both sides in DND lectures on the subject, why the mili- professionals. The point is simply that it seems to me that, if they do their job tary found it necessary to go to such the MARE classification is not a well and with dedication, the two are lengths to persuade us that we were profession in itself. not really all that different at all. really members of a profession. Graduating engineers receive no such indoctrination nor, one suspects, do "The MARE classification doctors or lawyers. Still, with only is not a profession in itself.' moderate prompting, most in today's society would accept the existence of a military/naval profession. The paper counsels MAREs to aim for excellence "not as engineers, but as Perhaps inadvertently the article engineering officers." Perhaps they suggests that MARE officers are also would do better to aim for excellence "professionals" simply by virtue of as both: naval officers and engineers. their classification, and here I would (Engineering credibility is just as disagree. Most professions, engineering important to a MARE as to a civilian included, require a significant level of engineer, and not many reach high rank post-secondary education which some without it.) Nevertheless, an important of our MAREs do not have. It could area where LCdr Garon is very right is be argued that such education is not a Bob Weaver is the DMEE 3 section head that MAREs must be naval officers first for marine systems integration at NDHQ. prerequisite for an engineering profes- and engineers second; I know this can sional, but then many of our technical be hard for young MAREs to accept. MARE Professionalism: Look to the commissioning scroll for a code of ethics

By Lt(N) Patrick A. Warner

As a long-time reader of the Maritime remark about the officer's commission Engineering Journal, I generally look being a one-way commitment is off "It is all too simplistic to forward to reading the next issue in target. The foundations of our officers' ...search elsewhere for leisure moments — however few and code of ethics is found in the wording far between those moments may be of the commission. Her Majesty holds a code of ethics when it in these hectic times. So, it was with us in high esteem and sets out in the text stares us in the face." great anticipation that I picked up the the ethics we are expected to uphold. April 1991 edition. The reason we do not recognize this The first line of the text of the com- LCdr Serge Garon's article, "MARE as our code of ethics is because it is incorporated into our commission as missioning scroll states Her Majesty Professionalism in Today's World," holds us, her officers, in a special regard. caused me to pause to reflect on being officers. It is all too simplistic to ignore the basic document which empowers us She places her "trust and confidence" an officer in the Canadian Forces. LCdr in our "loyalty, courage and integrity." Garon has made a powerful argument as officers and search elsewhere for a code of ethics when it stares us in the This is the foundation of our code of for the profession of engineering within ethics. These qualities may not be the profession of arms. I disagree with face. The text of the commissioning scroll is worth re-reading from time unique to military officers, but they are his contention that we as officers do not expected of us. have a code of ethics. His parenthetic to time.

MARITIME ENGINEERING JOURNAL. JANUARY 1992 17 Because of this belief in our good The commission specifically makes the The words written on our commis- character, Her Majesty empowers us to point these orders must be in accordance sioning scrolls define and expand upon carry out her orders as commander in with the law. This incorporates the con- the meaning of the profession of arms chief. She uses the words "carefully and cept of the "rule of law" where no one and on being a commissioned officer in diligently" in commanding us to carry is above the law; not us and not our Her Majesty's . out her orders, so "care and diligence" superiors. We must exercise prudence This is our code of ethics. We would do become part of our code of ethics. In in formulating our orders and obey all well to remember the first orders we return, Her Majesty holds us in high orders except those that are manifestly received as officers. Engineers in the esteem and grants us a rank at the time unlawful. The Geneva Convention service of Her Majesty are officers she commissions us as officers. reinforces this point, especially with first, engineers second. respect to the protection of the human In the next line we are instructed rights of civilians and prisoners of war. to "exercise and well discipline" the (The Laws of War should be required officers and men serving under our reading for all junior officers as part of command. Her Majesty instructs us to their professional development.) keep them in "good order and discipline." In return, she orders our subordinates to The final phrase is a repetition of obey our orders as their superior officer. the recognition in the first line: "in pur- This is where we obtain our legal suance of the trust hereby reposed in authority to give orders and to expect you." This recurring concept of trust is those orders to be obeyed. Our code of of obvious importance to us as officers ethics therefore includes the concept in describing our code of ethics. of good order and discipline. To recap, our code of ethics as We are further commanded to observe officers includes the concepts of trust, and follow such orders and directions confidence, loyalty, courage, integrity, Patrick Warner is a naval reserve officer that we receive from our own superiors prudence, diligence, good order and with HMCS Carleton. In civilian life he is a and from Her Majesty. Our code of discipline, obedience and the rule marine engineer with the Canadian Coast ethics includes the concept of obedience. of law. Guard in Ottawa. MARE Professionalism: Views of a foreign duty officer

By Cdr G.L. Trueman, CD Which is the higher calling — profes- sional service to the defence of the Greetings from New Zealand! "After listening to countless junior officer views on sea country or professional service to the I was delighted to see in the public good? Hopefully, the two would April 1991 edition of the Maritime time getting in the way of be mutually compatible, but perhaps Engineering Journal editorial comment engineering aspirations, they are not always. on our engineering profession and I concluded that either From time to time corollaries need LCdr Serge Garon's article on the to be addressed. Should uniformed MARE profession. Given that the first recruiting indoctrination engineering professionals be devoting objective of the Journal is to promote wasn 't getting the message time, talent and public funds on the professionalism among engineers and right, or that we weren 't development and perfection of weapon technicians in the MARE community utilizing sea time to systems, or on environmental protec- and that the subject is one of particular tion technology? Is the engineering interest to me, I would like to offer best advantage." of some weapon systems in the best some additional thoughts in that regard. interests of the public good? I believe The Concise Oxford Dictionary Our profession requires personnel each of us must personally face such a defines a profession as being a vocation with advanced learning in engineering philosophical issue during our careers, or calling, especially one that involves sciences that culminates in the Calling much as do padres or military doctors. some branch of advanced learning or of an Engineer ceremony during which I would be interested in hearing science, and a professional as either an oath is taken to uphold the canons of opinions on this. a person belonging to a profession engineering ethics. Over the years I have discovered that some of these canons The editorial comments on the need or calling or a person performing for for sea experience as a mandatory monetary reward. (One could ostensibly are at odds with military ethos and the requirement for professional develop- question the professional motivation notion of "unlimited liability" mentioned ment were very welcome and, I might of uniformed personnel who would by LCdr Garon. For MARE officers who engineering degrees there is add, sorely needed. After two years as profess to being professional engineers SSO TECH in Training Group Pacific, as opposed to being members of an a personal moral issue to be resolved: engineering profession).

18 MARITIME ENGINEERING JOURNAL. JANUARY IW2 listening to countless junior officer to review and accept designs produced I realize that a viable, formalized, wardroom views on sea time getting by other professional, registered engi- mid-career professional update program in the way of engineering aspirations, neers. It is interesting to note that the is neither easy to establish nor easy to I concluded that either recruiting indoc- 1983 MARE Study recommended that implement, given all of the other pres- trination wasn't getting the message uniformed engineer officers register sures on the classification, but I am right or that we weren't utilizing limited with an association or order of pro- also of the opinion that the risk of not individual sea time to best advantage, fessional engineers as one element undertaking something in this regard particularly during the classification of a continuing MARE professional is equally undesirable. Hence, we training phases. development program. should be actively researching existing opportunities to alleviate some of the Hopefully, the revised classification The subject of continuing develop- development workload. training schemes will help to address ment is one that distresses me most as a these concerns. However, I maintain member of our engineering profession. The U.K. Engineering Council has that we need to be more imaginative in Since the 1983 study, a significant recognized the need for such a program our methods of acquiring sea experience amount of attention and effort has been in its development of PICKUP (Pro- so that all MARE officers can attain a given to the redevelopment of classifi- fessional Industrial and Commercial threshold level of appropriate experi- cation qualification training, and con- Updating). The Institute of Professional ence to fully understand the principles tinuing attention has been paid to our Engineers of New Zealand intends to of maritime engineering and leadership. development as members of the military follow suit. Perhaps there may be profession (eg. staff courses). However, opportunities or ideas in this initiative I believe we are standing into danger with a moral obligation to ensure all that would be of use to the MARE by developing individual training members remain current with engineer- methodologies that are founded upon the classification. Alternatively, the ing developments, management and Canadian Engineering Council could be psychology associated with Canadian contracting practices, industrial organi- approached for similar type develop- navy bunk limitations. Head of Depart- zations and practices, etc., I believe our ment experience in a warship is indeed ments in Canada. profession has much work to do. the best sea experience for a blossom- I would also suggest that the Journal ing MARE. But rather than offer no could play a role in this regard. Not all meaningful sea experience at all, as "While I agree with the officers have continuous access to other could be the case for some MAREs, maritime engineering, industrial or why not second MSEs to the Canadian notion of self-regulation, foreign navy technical publications, Coast Guard or Department of Fisheries I view registration as a many of which contain articles which for equivalent engineering sea experi- fundamental procedure for would be of direct interest to the con- ence, and send CSEs to vacant seagoing the upholding of our tinuing professional development of billets in other allied navies? the MARE at large. The Journal could engineering profession serve as a vehicle for the injection of Last Christmas I placed a newly new engineering, management and qualified (44B equivalent) RNZN MSB standards." officer in a U.S. Coast Guard ship for a industrial practice ideas from outside two-month deployment to the Antarctic. our own engineering profession by Continuing development is very reprinting selected articles or soliciting As Second Engineer he gained some much dependent upon personal initia- very unique seagoing experience that articles from other related associations tive and exposure to particular working and societies. he might not otherwise have attained, environments, such as major projects, and the ship was delighted to have his shipyard overseeing and exchanges. Having aired my personal concerns talents and navy engineering experience However, I feel that the more senior for our chosen profession, I would say on board. The experience provided levels of the MARE classification that we have much to be proud of as significant personal motivation to that require a more formalized updating naval officers and engineering profes- particular officer. process. For example, how many sionals. As the sole Canadian naval Your editorial also discussed the MARE officers are currently aware of officer and MARE in this part of the thorny issue of licensing or registration the details of the restructuring that has world, I was extremely proud to dis- of military and civilian engineers in taken place at the technical level at seminate articles on Canadian navy and DND. I noted that LCdr Garon chose Foxhill in Bath (CASE), or the number Canadian naval engineering achieve- not to delve into that subject. While I and nature of naval information ments during the Gulf crisis to my agree with the notion of self-regulation, exchange or technical co-operative contemporaries in Wellington and I view registration as a fundamental agreements that the Canadian navy is Auckland. However, as in any profes- procedure for the upholding of our currently a participant, or the problems sion, we should not rest on our laurels; engineering profession standards. It encountered with the commercialization we should continue to strive to improve would provide senior MARE officers a of the RAN Garden Island Dockyard in our engineering profession. quantifiable measurement of a particular Sydney, Australia (now ADI-NED)? individual's professional engineering capabilities, as well as a ready inventory listing of individuals deemed suitable Cdr G.L. Trueman is on assignment with the Naval Staff of the New Zealand Defence Force in Wellington.

MARITIME ENGINEERING JOURNAL, JANUARY 1992 19 Greenspace An Interim Blackwater System for HMCS Huron By LCdr Richard B. Houseman

Local environmental regulations transfer (VCHT) BW systems. One was to submit a shipalt to NDHQ for can and do place severe restrictions on exception, however, was HMCS Huron. approval, however time was running vessels, including warships, seeking Although next in line for TRUMP refit out as all work to be conducted during access to ports around the world. The in the summer of 1990, delays in the the EWP had to be defined as soon major concern centres around the con- project meant maintaining the ship on as possible. trol of blackwater (sewage) discharge, the West Coast for at least one more NEUP received approval to develop and ships not fitted with blackwater year. The question was then asked: on the 8th of March at the 77th Naval systems must resort to portable toilet Could an interim blackwater system be Modification Review Board, based on facilities located on board ship, on the installed economically and within an 2,000 person-hours to install and jetty, or both, or else risk being denied extended work period (EWP) scheduled $45,000 for materials. An additional access to the port. Apart from their for late summer 1990? 1,000 person-hours were allocated for expense, portable toilets are at best an In early February, 1990, the Ship removal of the system prior to TRUMP. inconvenience and a degrading alterna- Repair Unit Pacific (SRUP) forwarded NEUP commenced detailed design of tive to fitted BW systems, especially for a Suggestion Award to the Naval the sewage system, forwarded the ships showing the flag in foreign ports. Engineering Unit Pacific (NEUP) out- shipalt package to DMEE 5 on the The Canadian navy's Ship Pollution lining a simple gravity system which 7th of June and subsequently received Abatement Project has made great used existing lines and saltwater ballast approval in principle on the 25th of July. strides in resolving the blackwater tanks. NEUP and DCOS EM assessed This particular modification is an dilemma for naval vessels. As the ships the proposal and determined that such a example of how the "system" can work come due for refit, so they are fitted modification was feasible and realistic when given the proper attention and with vacuum collection, holding and in terms of the time and resources priority. available for the EWP. The next step

Ol DECK UPPER DECK ,QV^>CV4AR3£, CONNECTION Hy^ 1 D6C< (WSA^HEC DECf FWD.1 g./j« 3 WA.Y &AU- VAtve OFFICERS M-OM.

O 1 2 DECK CREWS HHA.DS N^l Ex»T. B/WA.TER SV5. y C.e, . . E&DS „.,

1 * /-EXlW. Q^B DI9OUAU lo 4 DECK t1 .^Jl i>v A 4- - 5 •^n To-sreo. e, _^ AFT To W8.T<«I 5DECK

A J^ V.\4 KEEL 32 3o 28 26/24 22 \0 la 1C N«»3W.B.TX.t— ' V_N°lWB-i<

Side Elevation INTERIM BLACKWATER INSTALLATION

20 MARITIME ENGINEERING JOURNAL, JANUARY 1992 Blackwater System Design In the end a decision was made to Installation and Trials go with No.3 SWB tank (see figure). Cost and person-hours to implement With 2,000 person-hours allocated It had a much smaller holding capacity were primary considerations for the for installation and only seven weeks (one day), but with a separate pump system design. Because of the DDH- available to complete the job, work fitted to discharge to an upper-deck 280's configuration, the most obvious commenced immediately the ship was connection for transfer to shore facilities choice for the gravity system was to drydocked. Nr. Neale Backhouse of it provided more flexibility with minimal use the existing saltwater ballast tanks NEUP and Mr. Dave Helliwell of risk. An emergency cross-connection to located forward as holding tanks. These SRUP worked together to ensure the No.l SWB tank was included to handle tanks (SWB tanks Nos.l, 2 and 3) are success of the installation, dealing with overflow, but as the name implies this essentially located below the Officers', everything from material substitutions was to be reserved for emergencies as to design changes as problems were Chiefs and POs', and forward crew's the only provision for pumping it out heads and washplaces; hence, a com- encountered. On the 24th of October, was by the bilge suction main. plete representation of the ship's com- 1990, trials were successfully con- plement when alongside. The next step The gravity system chosen was a ducted on the system utilizing salt water. relatively straightforward design with was to determine which tanks to use. Conclusion the following features: A significant departure from a The implementation of an interim VCHT system is the volume of water, a. three-way ball valves at existing blackwater system in Huron prior to overboard discharges, to redirect in this case salt water, that would be TRUMP is proof-positive of the navy's used with the gravity system. In essence, blackwater to holding tanks. Ball commitment to meet environmental valves ensure blackwater does heads would flush to the ballast tanks protection requirements. The interim vice overboard. The least expensive not accumulate in lines when not fit was also considered a cost benefit, solution involved dumping black water in use; bearing in mind the $2,000-per-day into No.l SWB tank and then using the b. maximum grades to ensure satis- rental fees for portable toilets. Huron's eductor system to discharge overboard factory operation of the gravity interim blackwater system has been when at sea. This option carried a certain system, coupled with several successfully used now, and clearly degree of risk, the most significant clean-out points in the event of demonstrates our ability as engineers to being the blockage of eductors. blockage; respond to changing requirements. Approximately four days' holding capacity would be available, but there c. float switches for pump activation would be no capability to discharge and deactivation, and a high-level while alongside. This option was alarm should the pump fail to eventually dropped. activate. A high-level alarm was also fitted in No. 1 SWB tank. Saltwater washdowns for the floats were also incorporated; d. a spray/flush system using salt water from the fire-main to wash down the tank; and e. a discharge pump fitted with a macerator cutter head to discharge to a standard IMO flange on the upper deck.

LCdr Houseman is the Naval Architecture Officer at NEUP.

MARITIME ENGINEERING JOURNAL. JANUARY 1992 21 Looking Back: DEMS at War! Defensively Equipped Merchant Ships — For the 2,000 young Canadian naval reservists who served as gunners, signalmen and telegraphists in Allied merchant ships during the Second World War, the real enemies were boredom, cold, wet, fear and fatigue.

Condensed from the book by While actual attacks on shipping a hell of a smell of burning cordite. Captain(N) Max Reid, RCN Rel'd caused losses, it was the incessant We donned our life jackets and got fear of attack which plagued sailors At its peak in early 1945, there were out of the door and started up the throughout the war, particularly in some 570 Canadian DEMS personnel ladder to the gun deck. Just at that independently routed ships. For exam- at sea in every theatre of the war. Most time the second fish hit her and she ple, on the twenty-day passage of the of these served in the 220 armed ships started to settle fast. SS Beaton Park with a load of coal of Canada's ocean-going, nationally At that time the "Old Man " set off from to Montevideo in early owned merchant marine. Others served rockets to light things up as it was 1944. the ship was in a constant state in Canadian-owned/foreign-registered pitch black out. She was broken up of readiness and on the look-out for and Allied merchantmen. Signalmen very badly and we could hardly German surface raiders — unaware that and telegraphists sailed in the larger stand on deck. We made our way the last one had left that area nearly ships of the convoy on the staff of the to the stern rail to jump. Her screw two years before. convoy commodore. was right out of the water when we Not all trips were so uneventful. Alf jumped. We hit the water together The gunners manned any ship that Emerson, one of the DEMS gun crew in with just our shorts and life jackets. could carry a gun, whether in convoy or the Canadian iron ore carrier SS Rose I have never been so cold in all my sailing independently. The gun crews Castle, wrote many years later of his life. The suction from the vortex of varied from a single DEMS gunner with experiences during the loss of the ship the ship pulled us both under and a "stripped" Lewis gun (World War I by enemy action during the early hours there was a heavy explosion, I pre- vintage) to a Canadian Park ship more of November 2, 1942: sume from the boilers going up. heavily armed than a naval frigate. Each This upheaval threw us back to the DEMS rating was issued an extra sea We picked up our full load and pro- surface, then we went around in bag which contained a duffel coat, long ceeded out into the bay and dropped circles like a whirlpool until things underwear and toque for the Arctic, plus our hook for the night. Joe Tavenor, were still. shorts and pith helmet for the tropics. the gunlayer from Winnipeg, and I settled down to sleep in our cabin in What seemed like hours later getting A layperson's first thought of DEMS shorts with a life jacket for a pillow, towards dawn, we were frozen to the would probably envisage this small Bill (the third gunner) was on watch. point that we had almost given up, group of Canadian sailors constantly The first torpedo struck her at a lifeboat approached. They reached under fire from an unforgiving enemy; approximately ten past two in the down for our hands, but we were however the real enemies of DEMS morning with a violent explosion that cold we couldn 't grasp their were boredom, cold, wet, fear and the that threw us out of our bunks with hands, then they pulled us on board. deprivation of sleep.

SS Beaton Park, 1945

22 MARITIME ENGINEERING JOURNAL. JANUARY 1992 Pay was one of the more contentious The captain altered course for the issues between the merchant seamen nearest port, Bahia, Brazil. Unfortun- on board and the naval personnel, the ately, Able Seaman Kalmon K. King, latter making less than half that of the RCNVR of Wallaceburg, Ontario, merchant seamen. (An RCNVR able didn't make it. He was buried at sea. seaman in 1943 received $48.00 per The other gunner, Able Seaman Max month.) Nor could the navy personnel Reid, RCNVR of North Bay, Ontario, draw overtime or extra pay when the was landed to the Portuguese Hospital ship was in a danger zone or carrying in Bahia. After 45 days he was released hazardous cargo. for rehabilitation and within two weeks caught another Allied ship. Probably the most serious deficiency on board a merchant ship was medical care. Generally, it was a first-aid kit and medical book. One of the ship's officers, or apprentice^], assumed the responsibility for first-aid. However, Max Reid joined the RCNVR in 1943 and things could "turn sour," such as in the served as a seaman gunner (DEMS) until SS Dunlop Park when three of the crew, the end of the war when he transferred to including two gunners, came down with the regular navy. He was commissioned a mixture of typhus and malaria. By the from the rank of petty officer in 1949 time the diseases had immobilized the and rose to command HMC ships Lanark three, the ship was heading across the and Terra Nova. He retired in 1974, but South Atlantic bound for Baltimore remained in the naval reserve as a Convoy with a cargo of chrome ore from East Commodore. He is currently a foreign AB Max Reid, SS Beaton Park, 1943 Africa. The merchant seaman improved service officer and Counsellor, Defence but the two gunners lay critical with Programs at the Canadian embassy in high fever in the ship's hospital/sick bay. Washington, DC. With the rapidly expanding fleet and a growing demand on manpower for the services and war industries, shortages of merchant seamen could be severe. In crewing up the Dunlop Park with a load of steel rails and landing craft for the British 14th Army in Burma, the shortage of volunteers resulted in assis- tance from the prison system. The small group (of inmates) turned out to be excellent shipmates. They were indus- trious and practised personal cleanli- ness to the extreme, including providing "direction" to those other merchant seamen who may have been a little untidy after leaving the washroom. This was a happy ship. Most of the specialized weapons car- ried by DEMS were designed to counter the low-level bombing and strafing attacks; all were rocket propelled and were as frightening to the firer as they were supposed to be to the Luftwaffe pilot. There was always the feeling that when you fired these things you would be caught up in a bight of the wire and taken skyward behind the deafening rocket blast and the swish of hundreds of feet of wire being yanked from its container in a few seconds. Or in the DEMS Ratings, SS Lakeside Park case of the Pillar Box, there was the fear that 10 to 20 rockets would hang up on the rails and fry you on the spot.

MARITIME ENGINEERING JOURNAL. JANUARY 1992 23 Book Review

By LCdr R.J. Summers

Reid's book sets out to give a com- Reid's discussion of the results and Max Reid. DEMS at War! prehensive overview of all aspects of demise of the DEMS seems out of Defensively Equipped Merchant the DEMS. In the course of 100 pages place in what is essentially an historical Ships and the Battle of the he touches on such disparate topics as account. I have difficulty agreeing with Atlantic 1939-1945. Ottawa: the history of the use of naval vessels his conclusion that a 21st-century Commoners' Publishing Society against merchantmen, the development DEMS should be part of our emergency Inc., 1990. 100 pp., 33 photo- of a Canadian defence industrial base preparedness, even if the resupply of graphs, 11 illustrations, during the Second World War, naval Europe were part of some future armed references, annexes; $12.95, weapons, RCN ratings badges, and conflict. paper. ISBN 0-88970-079-6. the prospect for the use of DEMS in Given the dearth of information future conflicts. While there are many available on the DEMS, DEMS at War! points of interest in this broad survey The Second World War began over is worthy of attention by the naval approach, much of it will not be new half a century ago and, as Max Reid reader. It is hoped that Captain Reid's to the naval reader. himself notes, the number of surviving book will lead to further research on veterans from that conflict is dwindling. The most interesting parts of this this subject, and to a more comprehen- Thus many historians are attempting to book are the accounts of life as a sive collection of first-hand accounts gather first-hand accounts while this is DEMS sailor. My father served as a from DEMS veterans. still possible. In Max Reid's case it DEMS in the Royal Navy and I was is a very personal task as he recounts struck by the similarity between his the events that opened his long and experiences during the war and those of distinguished naval career. the RCN DEMS. However, perhaps Perhaps because their work was less because many of the memories are Reid's own, the stories are told with a LCdr R.J. Summers is the marine systems glamorous than the rest of the navy's, self-consciousness that sometimes officer in PMO CPF in Ottawa. or perhaps because their organization included few senior officers, the story belies the obvious humour in the faces of the young men in the accompanying of the Defensively Equipped Merchant photographs. Ships remains largely unknown by either naval personnel or professional historians. Yet some 2,000 sailors served in the Canadian DEMS and, given that some 62 Canadian-owned or -registered vessels were lost, their losses must have been significant.

24 MARITIME ENGINEERING JOURNAL. JANUARY 1992 News Briefs Update: Torpedo and Ship Ranging Vessels (TSRV) MARE captures ASNE Brand Award Congratulations go out to Lt(N) David Peer who completed his MARE 44E Nav Arch training in style — with a perfect grade-point average in the two-year Naval Construction and Engineering program at the Massachusetts Institute of Technology. Lt(N) Peer's grades placed him first in his class and won him the prestigious Brand Award presented by the American Society of Naval Engineers. The award was last won by a Canadian in 1961. Lt(N) Peer, who now works as a structural project officer in DNASE 3 at NDHQ, received two graduate CFAV Sechelt: one of four new torpedo and ship ranging vessels that degrees while attending MIT: a Master entered service at CFMETR last year. (CF photo by Cpl Michael Jeff cries. of Science degree in Naval Architecture Base Photo Esquimalt) and Marine Engineering, and a degree in Ocean Engineering. The post- It's thumbs up for CFMETR's four new torpedo and ship ranging vessels. graduate training at MIT marked the Delivered last year to the Canadian Forces Maritime Experimental and Test completion of his MARE 44E training Ranges at Nanoose, BC, the CFAVs Sechelt, Sikanni, Sooke and Stikine have so program which began in 1987. far proven out well, meeting or exceeding their operational requirements. The 33-metre, steel-hulled support vessels are being used at CFMETR for test- ing underwater weapons, sonobuoys and other equipment. A modular van (payload container) carried between the funnels is fitted with state-of-the-art acoustic moni- toring and processing equipment, and can be configured for varying research roles. Built in Vancouver by West Coast Manly Shipyard, the TSRVs also feature sound "cocooning" of the generators for quiet operation on the ranges.

DND Merit Award! Congratulations go out to DMEE 5 senior engineering support technologist Joe Meban who received the DND Merit Award last November. Meban was cited for his "exceptional perfor- mance in the technical field over 34 years of service." Listed among First in his class! his achievements were his work on Lt(N) David B. Peer receives the 1991 naval hydraulic systems, acquisition ASNE Brand Award from Captain of the launch and recovery system for Randolph M. Brooks, USN, Naval HMCS Cormorant's submersible, and Construction and Engineering Officer his contribution to the 1990 EG occu- at MIT. pational group classification review and conversion. (CF photo by Cpl John Etherington, Base Ottawa(N))

MARITIME ENGINEERING JOURNAL. JANUARY 1992 25 Desert Shield award for Canadian naval EW effort U.S. honours The DMCS 9 naval electronic warfare DMCS 9 section head George Brown CF Gulf commander section in DGMEM has been recog- told the Journal that, while the AOC nized "for outstanding contributions in award was an "EW award," the task of electronic combat" during the Gulf con- outfitting the ships' EW suites was a flict. The international Association of co-operative team effort. "This (award) Old Crows, formed in 1964 to promote is a recognition of the total Canadian the efforts of defence and industry EW effort," Brown said. DMCS and professionals, presented DMCS 9 with a other NDHQ directorates, Supply and Desert Shield - Desert Storm Award Services Canada, the SRUs, NEUs, during the AOC's annual EW technical the staffs of MARCOM and MARPAC symposium in Washington, DC last as well as industry all played major October. roles, he added. According to the AOC, "electronic "Everyone pitched in," Brown said. warfare and related equipment...con- "This sort of effort only occurs when tributed significantly to the ability of everyone puts aside their differences the coalition forces to accomplish their and their personal priorities, no matter U.S. Ambassador Edward Ney missions effectively with minimum how important, and works with a com- awarded the Bronze Star to losses of equipment and people." mon goal in mind. It was a co-ordinated Commodore Ken Summers during DMCS 9 was recognized for spearhead- effort and everyone busted their Fourth of July festivities in Ottawa ing the work of outfitting and upgrading behinds." last year. (CF photo by Sgt. Gerry the EW suites of HMC ships Fairbrother) Of the 49 Desert Shield/Storm unit Protecteur, Athabaskan, Terra Nova, awards announced in the October 1991 The United States remembered the Huron and Restigouche in preparation Canadian Forces during Fourth of July for their deployment to the Gulf. The issue of the AOC's Journal of Electronic- Defense, only seven went to non- festivities in Ottawa last year when Canadian ships were fitted with a num- American units. Apart from DMCS 9, U.S. Ambassador Edward Ney awarded ber of EW systems, including SHIELD NDHQ's DASP 3 (avionics, simulators the Bronze Star to Commodore Ken decoy launchers, Super Rapid Blooming and photography), four British units and Summers. The Bronze Star is awarded Offboard Chaff and state-of-the-art one NATO unit also received awards. for "courageous or meritorious service" ESM equipment. in time of war, and it is considered unusual for the U.S. honour to be given to a member of another country's mili- tary. Commodore Summers commanded RAdm Julian S. Lake, USN (Ret) (left) the Canadian Forces throughout was president of the Association of Old Crows last October when he Operation Friction and the . presented the AOC's Desert Shield Award to DMCS 9 section head George Brown. Naval units receive Later, Brown joined section personnel for a celebratory photograph (below). commendations for Gulf war (Presentation photo courtesy AOC; Ship Repair Unit Atlantic, Naval CF photo by Cpl Cindy Trevorrow, Engineering Unit Atlantic and 423 CFB OttawafN}) Helicopter Anti-Submarine Squadron have been awarded Canadian Forces Unit Commendations for their part in Canada's efforts during the Gulf war. SRUA and NEUA were commended for their role in supporting operations; 423 Helicopter Anti-Submarine Squadron (CFB Shearwater) for its role in mine detection and interdiction of shipping. Five other CF units also received com- mendations which were announced in November. The first units deployed to the Gulf, including HMCS Protecteur, HMCS Athabaskan and HMCS Terra Nova, were awarded the CF Unit Commendation in January 1991.

26 MARITIME ENGINEERING JOURNAL. JANUARY 1992 Sovereignty enforcement vessel A so-called Canadian surveillance and sovereignty enforcement vessel (CASSEV) is now in the early design stages in the DNASE(2) Future Ships Concepts section of DGMEM. Up to six of the "corvette" type ships, designed to conduct jurisdictional operations in Composite Plan View national waters, could join the fleet around the end of the decade. Specific design requirements have yet to be established, but the current concept calls for a ship that is some- thing between an MCDV and a patrol frigate. Armament and facilities could include a medium-calibre gun, extended-range surface surveillance sensors, state-of-the-art C3I, aviation facilities and torpedoes for self- Outboard Profile defence. DNASE(2) is pursuing several design options for the cost-capped CASSEV, which goes to project CASSEV: Still in the early design stages, up to six of these "corvette" type definition in 1994. sovereignty enforcement vessels could be in service around the year 2000.

Index to 1991 Articles

January April October Commodore's Corner Commodore's Corner Commodore's Corner by Cmdre M. T. Saker by Cmdre M. T. Saker by Cmdre J.E. Green Maritime Environmental Protection — MARE Professionalism in Air-independent Propulsion for Striving for Compliance Today's World Submarines: A Canadian Perspective by Cdr Ron Johnson by LCdr Serge Garon by LCdr K.A. Heemskerk Garbage: More than just a nuisance The Need for an Evolutionary Synthetic Atmosphere Diesel Engines IMO News Transition of Computer and Software for use in Underwater Vehicles Waste Not Technology for Ships by G.T. Reader and J.G. Hawley by Cdr Roger Cyr by Sit Charles Brown Danger — software ahead! Shipboard Waste Management Vibration Investigation on a Type 1200 by Cdr Roger Cyr Icebreaker by LCdr N. Leak and Arlene Key Challenging the TRUMP and CPF by R. Jacobs and J.R. Storey Oh, black water — The Ship Pollution Above-water Warfare Systems Abatement Project AN/SQR-19 Module Reliability during by LCdr Richard Houle by Lt(N) Andrew Elmer the Early Days by LCdr (Ret'd) Leo Smit and Looking Back: Engineering Incident — The NATO Link Lt(N) Chris Putney No. 1 Diesel Failure by Lt(N) M.A. LeGoff Information — Your Key to Success Oil/Water Separators in the by Janet Cathcart Canadian Navy by Lt(N) H.W. Polvi Looking Back: HMCS Fundy(l) 1938-1945 Looking Back: The Royal Naval by LCdr Brian McCullough and College of Canada CPO1 Jim Dean by Marilyn Gurney Smith

MARITIME ENGINEERING JOURNAL. JANUARY 1992 27 Structural Maintenance Coming up in our next issue

28 MARITIME ENGINEERING JOURNAL. JANUARY I