StarshellA little light on what’s going on!

A publication for the Naval Assocation of Canada • Winter 2019, No. 85

WHO’S RESPONSIBLE? WITH THE MULTI-NATIONAL NATURE OF MERCHANT SHIPPING, WHO’S ON THE HOOK WHEN THERE’S A DISASTER AT SEA? pages 10-15 2 | Starshell Winter 2019 Starshell ISSN-1191-1166 From the Editor National Magazine of the Naval Association of Canada Carmel Ecker Magazine Nationale de L’Association Navale du Canada www.navalassoc.ca Seeing the broader picture

What a jam-packed issue this is! Our writers have given you plenty to ponder as you wait for the winter cold to give way to the vibrant colours of early spring. PATRON: HRH THE PRINCE PHILIP, DUKE OF EDINBURGH Where last issue was dominated by internal NAC happenings, HONORARY PRESIDENT: H. R. (HARRY) STEELE this issue we look at the broader picture, both nationally and HONORARY COUNSEL: DONALD GRANT internationally. OFFICERS OF THE CORPORATION Dr. Aldo Chircop, professor of Law at the Schulich School of PRESIDENT: Bill Conconi Law and an expert on marine and environmental law, enlightens VICE PRESIDENT: Barry Walker us about the quandry of who is responsible for cleaning up and TREASURER: King Wan paying for marine environmental diasters due to shipping acci- SECRETARY (EXECUTIVE DIRECTOR): David Soule (ex-officio) dents. While not specifically a navy issue, this maritime challenge is in line with NAC’s aim to eliminate maritime blindness among COMMITTEE CHAIRS Canadians. As a country that is surrounded by water on three NOMINATING COMMITTEE: Mike Hoare sides, what happens in that environment is of critical importance NAC ENDOWMENT FUND COMMITTEE: Michael Morres to us. The collapse of the Atlantic Cod fishery in the 1990s is just NATIONAL AWARDS SELECTION COMMITTEE: Barry Walker one example of how ignoring what is happening in the ocean can NAVAL AFFAIRS COMMITTEE: Ian Parker have disastrous impacts on our economy and society. MEMBERSHIP COMMITTEE: William (Bill) Thomas On a national level, this issue features two briefing notes pro- FINANCE AND INVESTMENT COMMITTEE: King Wan duced by NAC’s new Naval Affairs Program. These relate to Can- NATIONAL APPOINTMENTS ada’s shipbuilding challenges and shine a light on why the process takes so long and costs so much. While learning about the machi- NATIONAL ARCHIVIST: Richard Gimblett nations that affect the procurement process may not make us feel CHAIR, HISTORY AND HERITAGE: Alec Douglas any better about long delays and budget over-runs, understanding EDITOR, STARSHELL: Carmel Ecker it may give us pause next time we think of cursing anyone in EXECUTIVE DIRECTOR, SECRETARY / COMMUNICATIONS: government for “bad news” in the delivery of much-needed new David Soule • 613-837-4026 • [email protected] ships. People in government are working within a cumbersome STARSHELL EDITOR system that, as you will learn from the briefing notes, is designed Carmel Ecker • 250-661-1269 • [email protected] to ensure that no detail is overlooked and the government is protected from litigation. STARSHELL magazine is published quarterly by the Naval Association Putting on my writer’s hat this issue, I had the pleasure of in- of Canada (NAC) in March, June, September and December. The editor terviewing Dr. Richard Gimblett about his recent Meritorious is solely responsible for the selection of material. Contributions are Service Cross. Dr. Gimlett has left an indelible mark on the Ca- encouraged and should be sent direct to the editor. NOTE: All material nadian Navy, both during his 26 years as an officer and in his must reach the editor no later than the 15th day of the month prior to civilian career that followed. He was involved in the completion the month of publication. All photographs submitted for publication of the centennial naval monument, the introduction of a distinc- must be accompanied by suitable captions and accreditation. Changes of address are to be sent to the executive director, David Soule, tive naval ensign and the writing of Leadmark 2020, among other [email protected]. things. And despite being retired, he’s not done yet. We can ex- The opinions expressed in this publication are deemed to be exclusively pect a lot more on Canadian naval history from Dr. Gimblett. those of the author(s) and are not necessarily shared by the Naval And, of course, there’s lots more in this issue. Enjoy! Association of Canada, the Royal Canadian Navy or the Department of National Defence. If copyright is specified for any item, permission to copy must first be obtained through the editor, otherwise material may be copied without permission provided appropriate attribution is given to both the author(s) and STARSHELL. DISTRIBUTION and SUBSCRIPTIONS – STARSHELL is circulated Editorial services, layout and elecrontically via email and displayed on issuu.com. Anyone wanting a design are provided by subscription should contact the Executive Director at executivedirector- [email protected]. In this Edition

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From the Bridge 4 The Three Sisters 30 Front Desk 6 Admiral Welland’s Memoirs: NAC member awarded Meritorious Service Cross 8 What was accomplished in Korea? 32 Ship casualties and the marine environment—who BOOK REVIEWS is responsible? 10 • Learning War 36 Naval Shipbuilding In Canada—why does it • Progressives in Navy Blue 38 take so long and cost so much? 16 • The Kissing Sailor 40 The complexities of naval procurement 20 Last Post 42 Impressions of MV Asterix 22 Past advocacy to be proud of 45 Hamilton, A Unique Naval Heritage Site 26 Our Navy 46 A place for Hammy Gray 28

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Starshell Winter 2019 | 3

CM154619_T26_Canada_Advert_v3.indd 1 31/01/2019 13:18:41 From the Bridge Bill Conconi, National President

A new season but old challenges remain March brings the promise of spring, promoted to Rear-Admiral and will in attracting new members who can new growth and change. For the Royal be appointed to a new position as the continue to carry out that task. Canadian Navy, this change has already Vice Commander of the US Second We have taken many steps already. Our begun with the release of the General Fleet in Norfolk, VA. members made significant contributions and Flag Officers’ appointments. Congratulations to all on these pro- to the development of Canada’s De- Of particular note this year will be motions and appointments. fence Policy, helping to shape the navy the retirement of Vice-Admiral Ron As our navy positions and prepares it- of tomorrow. Our Naval Affairs program Lloyd as Commander RCN. We extend self for the future, so too must NAC. As continues to develop additional resourc- our sincere appreciation for his lead- an organization we are evolving and in es and discussion papers for the future. I ership and many contributions to our that process we face a number challeng- urge you to check out the Naval Affairs navy. With an upcoming move back to es, particularly with respect to attracting section of our website (www.navalassoc. the West Coast for his retirement, we new members. As older members “time ca/naval-affairs/about-naval-affairs/) to hope he will be able to join in NAC out” or become unable to participate see what has been accomplished and I activities on a regular basis. fully in our events, we are challenged to invite you to contribute your thoughts Notable promotions and appoint- find newer members who support the and expertise to this important work. ments include: aims of our organization. We are not Our next step will be to get the word • Rear-Admiral Art McDonald will be alone in this as many associations see out. Work on an extensive communica- promoted to Vice-Admiral and will declining membership. As an example, tions plan is underway. replace VAdm Lloyd later this spring. we note with regret the disbandment of Informing the public also increases • Commodore Chris Sutherland will be the Atlantic Chiefs’ and Petty Officers’ our relevance and will help us to expand promoted to Rear-Admiral and will be Association. our membership base. It will also build appointed as Deputy Commander of Our branches do an excellent job of public confidence in our navy. This is im- the RCN, replacing RAdm McDonald. organizing luncheons, speaker evenings portant work, and we cannot leave it to a • Commodore Simon Page will also be and tours, and periodic conferences. But few individuals. Our branches will have promoted to Rear-Admiral and take we need to go beyond our current branch a key role in this work and it remains on the challenging role of Chief of structure to become a truly national as- important that we support each other Staff to the Assistant Deputy Minister sociation that is seen to be relevant in and enjoy our camaraderie. (Materiel). educating Canadians on the continuing Yours Aye, • Commodore Steve Waddell is to be need for the RCN and to be relevant Bill

VAdm Ron Lloyd, Com- RAdm Art McDonald Cmdre Chris Sutherland; Cmdre Simon Page; pro- Cmdre Steve Waddell; mander RCN, is retiring will be promoted to Vice promoted to Rear-Admiral moted to Rear-Admiral and promoted to Rear-Admiral this year. Admiral and become and appointed Deputy appointed Chief of Staff to and appointed Vice Com- Commander RCN. Commander of the RCN. the Assistant Deputy Min- mander of the US Second ister (Materiel). Fleet in Norfolk, VA.

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A sustainable navy: there is work to do!

The past couple of months have been ing the publication electronically. I do Endowment Fund grant applications good news for the Royal Canadian Navy: need your feedback on whether or not Grant applications are due to me by the warship design for the RCN’s future the formats we are using meet your the end of May 2019. While this activity Canadian Surface Combatant has been needs and if you know of better ways is normally coordinated by your branch awarded, the build of the Joint Support to electronically publish and present executive, they may not be aware that Ship (JSS) has been advanced, the in- Starshell. I have received very little some deserving activity in your local terim fleet auxiliary Asterix is back at feedback, (some good advice received area is worthy of consideration for a sea, AOPS will be introduced into the from a couple of folks) and feedback grant. The guidance as to what kind of fleet in the coming months, the Com- is important. As a subscriber to several activities are eligible is described in the mander RCN has said that the Victoria electronic newspapers and journals, all NAC Administration Manual and on the class modernization program will get are not equal and several leave much to website. Your branch will have someone underway, and the Cyclone helicopter be desired in terms of their layout and who coordinates these applications. fleet has completed its first deploy- ease of use on an electronic device. While the funds allocated for some of ments. And yes, I know I have missed NAC Awards these activities seem small, they often some other positive navy news… The annual canvassing for NAC allow for some very useful work to get All this good news is tempered by the awards nominations is underway. While done, such as enhancing a display in a fact that the RCN is facing personnel this activity is coordinated by the indi- local museum, providing scholarship issues that are complex and difficult to vidual branch executive, you, the mem- funding and other leadership building address. Many of you would probably ber, can play a role in recognizing those activities for sea cadets, or for a project say this is an old problem, but it remains in your branch who deserve recognition that promotes naval awareness in your a problem nonetheless, and no number by bringing their names forward to your local community, to name a few worthy of ships and submarines will ensure we branch executive. The administration causes. As with the medallion awards, it have a viable navy if we cannot recruit process and description of what these would be great to announce and pres- and retain personnel. I would also add awards are for is described in the NAC ent as many of these grants as we can at that there is no guarantee that what the Administration Manual and is well- the October meeting in Vancouver. government has approved will actually known by your branch executive. NAC Membership happen. In terms of future ships and Medallion and other award nominations We are working diligently to see how submarines, these builds can be slowed that require national level approval/ best to implement a national-level mem- down or fewer numbers ordered or review are to be submitted to me by bership registration system that would programs cancelled. May 31, 2019. I hope we will be able to allow a member to pay dues to national So while there is good news about, award some of these at the upcoming and the branch, receive a tax receipt au- there are no guarantees on the future October NOABC 100th anniversary tomatically, register for national events, shape and size of the navy—I include celebration in Vancouver. donate to various NAC charities, and fleet numbers, fleet make-up and per- I will also be updating the medal- more importantly use modern online sonnel to man and support operations, lion award web page list for 2017 and payment methods for our banking. Ideal- etc. As a result, I believe our mission to 2018 in the coming week or so. I have ly, this should take some of the adminis- inform Canadians about the need for been told that some names are miss- trative burden off the branches. Branches a navy (and a coast guard) will be re- ing from earlier lists so if you have who wish to use their current online reg- quired now, in the near future and over been awarded a medallion, please take istration system would continue to do so the long term. All to say, there is work a look at the web page and make sure or migrate to the national system. The to do! your name is there. If it isn’t, let me other advantage is that some model sys- Starshell know: www.navalassoc.ca/national/nac- tems function as a website and allow for As you are aware, we are distribut- awards/. emailing “products” such as NAC News

6 | Starshell Winter 2019 and branch newsletters. In effect, the NOABC 100th Anniversary/NAC NAC Banking plan is to work toward a “one-stop-shop” Special Meeting Oct. 2-6, 2019 in In the coming months we will be system for administration. Vancouver moving to an accounting system that Naval Affairs As most of you are aware, this will be will allow for electronic transfer of I encourage all of you to visit the Na- a very special event and I encourage you funds, etc. For day-to-day activity I val Affairs pages on the NAC website: to keep checking the NAC and NOABC will be responsible, with King Wan www.navalassoc.ca/naval-affairs/about- website for updates. NAC News will also providing necessary oversight. This naval-affairs/. There is a lot of new and provide reminders and program updates should improve how we do business relevant older information that branches right up until the event happens. The on a national level (fewer cheques and and NAC members can use to support NOABC team has been hard at work letters back-and-forth, etc.). I am also our mission. One new item is the Ni- to develop an interesting program that hoping to include an online ability to obe Papers. These are research papers all can enjoy. The NAC Special Meet- purchase kit shop items. This is taking of topical maritime-related interest. In ing will allow for all members to discuss longer than expected to implement, addition, we continue to build on the items that are of interest. I am really but we want to make sure everything briefing notes. looking forward to meeting some of you works correctly from the start. NAC Communication Strategy there for what should be a grand event! Hopefully, this edition of Starshell We are just about to release our com- NAC AGM 2019 provides a bit of escape for what many munication strategy, subject to a couple As was the case last year, the NAC of you have found to be a long and hard of final editorial checks. This will be fol- AGM will be held via electronic means winter. As always, let me know if some- lowed up with a plan to execute the strat- using GoToMeeting software. The cur- thing piques your interest or becomes egy. I think you will find this provides the rent plan is to hold the AGM in early a bee in your bonnet so Starshell can scope of the audience we are targeting in to mid-June 2019. More details will be continue to serve your needs. regard to maritime awareness and the fo- forthcoming shortly. You can expect the As you go about your life, find some cus we need to support, among other agenda and items requiring a vote to be time to have a good laugh, enjoy the things, our Naval Affairs Program. From similar to last year’s AGM. The NOABC company of fellow members, and per- my perspective, the plan should give ev- special meeting will allow for other haps recruit at least one new person to ery member an idea of what they can do items to be discussed and voted on as the fold. to help make this work. necessary.

The Naval Association of Canada:

• Actively supports the Royal Canadian Navy. • Educates. We do not lobby. • Produces position papers, not opinion papers. Join us! Members are encouraged to state opinions, but NAC does not.

All memberships include • Educates all politicians of all parties for they will a subscription to our certainly change and naval ships are around for many quarterly magazine, political cycles. Starshell (yep, you’ll get this snazzy magazine • Welcome all who are interested in ensuring Canada delivered four times a year has a capable and effective Navy for all three oceans. electronically!). • Has local Branches in many major cities across Canada with local activities, social and otherwise.

Visit www.navalassoc.ca for information on your local Branch and its website.

Starshell Winter 2019 | 7 NAC member awarded Meritorious Service Cross

By Carmel Ecker, Editor as the Command Historian for the RCN. to the navy in understanding their past.” Dr. Richard Gimblett’s fingerprints are He “collected a couple of degrees” His expertise focuses primarily on the on many parts of Canada’s naval history during his time in the navy, finishing his post-Cold War era—a time he considers and his contributions were recognized formal education with a doctorate in largely ignored by most naval historians. this past year when the long-time NAC Canadian Naval History. “I say this tongue in cheek; I’m the member was awarded the Meritorious The list of papers, articles, books and only Canadian naval historian who has Service Cross (civil division). reports he’s written or edited during his written nothing on the Second World “I’m honoured and I’m humbled and I career takes up a whopping four pages War. Everybody else does the Second was really quite surprised by it because of his CV and includes “Leadmark, the World War, which leaves the rest open it’s a fairly prestigious award,” said Gim- Navy Strategy for 2020,” for which he to me.” blett in a recent phone interview. was the lead writer. His career as a historian within the But the award isn’t so surprising when “I shaped many of the ideas in it based navy started when he co-authored the you examine Gimblett’s contributions on my analysis of naval operations to official history of the Gulf War. Having to the understanding of Canada’s naval that point, and having looked at the served in HMCS Protecteur as a Combat history and its use in naval strategy for way we had done naval operations in Officer during the Gulf War, he had first the future. the past, especially since the Gulf War,” hand experience in the conflict as well Gimblett started his career as a naval says Gimblett. “We turned many of the as an ability to see the broader historical officer in 1982, serving inHMC Ships factors in there into a strategy—the context. That project took three years to Kootenay, Gatineau, Preserver and Pro- fundamental elements of a Canadian complete. tecteur before his expertise in naval his- naval strategy.” That and his other post-Cold War na- tory took him ashore in 1991. There, he Though his writing has been prolific, val research prompted his MSC citation fulfilled a number of advisory roles in- most of it will never be read by the to deem him “Canada’s premier post- cluding appointments as an analyst for general public, he says. “I’m not a story Cold War naval historian.” the Directorate of Maritime Strategy, a historian. I look at operations, policies, The books most familiar to the general researcher and writer for the Directorate institutions. I’m a boring historian,” he public would be the two Naval Centen- of History and Heritage (DHH), Acting says with a laugh. “It’s just not the sort of nial coffee table books he edited: “Na- Director Navy DHH and most recently stuff that people go for. It’s of more use val Service of Canada: The Centennial Story”, which is available online in the DHH section of the navy’s website; and “Citizen Sailors: Chronicles of Canada’s naval reserve”, which he co-edited with Michael Hadley. Despite recently retiring, Gimblett’s list of current research and writing proj- ects is long and includes the second half of the Cold War, a period he says has very little written about it from a naval perspective. “This is my time at sea; the 70s and 80s is when I was living in the old steam destroyers and tankers,” he says. “So I’m curious about the nature of the work we were doing.” Research and writing aside, Gimblett has also contributed to some highly vis- ible projects that celebrate Canada’s na- val history. He was involved with several initiatives during the navy’s centennial year, including the introduction of a dis- Dr. Richard Gimblett receives the Meritorious Service Cross (civil division) from Governor General tinctive naval ensign. Julie Payette. At the time, the Canadian government

8 | Starshell Winter 2019 had reintroduced the executive curl and Commission (NCC), Capt(N) Pickford Dr. Richard Gimblett’s reinstated the “Royal” prefix for all three and his staff oversaw the design and Meritorious Service Cross military branches. development of the monument. Con- Then Commander Royal Canadian struction began in 2010, but wasn’t yet citation reads: Navy, VAdm Paul Maddison asked Gim- complete when the centennial project Dr. Richard Gimblett, MSC, CD, RCN, blett what else they might suggest since shut down in early 2011. is recognized internationally as our the government was in the mood to As the Acting Director of Navy His- country’s premier post-Cold War na- invest in the naval identity. tory and Heritage, Gimblett was asked val historian. His research and advice “I said, ‘Well, the flags are flying on the to see the project through, which he contributed significantly to the cre- wrong end of the ship,’” Gimblett recalls. did until it was unveiled in 2012. But ation of a national monument to the At the time, the maple leaf was flying at there were a few things left undone due Royal Canadian Navy in Ottawa and the stern, making Canada one of the few to a slight shortage of funding, so when to the re-introduction of the Cana- countries that used their national flag as a little more money was found as part dian Naval Ensign for warships and an ensign. of Canada 150 to see through the few other designated vessels. His analysis VAdm Maddison liked the idea and finishing touches, Gimblett served as an of past operations and partnerships pushed for a distinct Canadian naval advisor to the NCC. ensign. Looking back on his long career has influenced the strategic direction “It was not popular among senior lead- with the navy as a serving officer and a of the navy’s involvement in world ership other than VAdm Maddison, but civilian, Gimblett is proud of what he’s maritime security. now that we’ve got it, wildly popular!” contributed. says Gimblett with a chuckle. “The finishing off of the monument, Gimblett was also responsible for bringing in the distinctive Canadian na- overseeing the completion of the Cana- val ensign and the work that I did on dian Naval Monument in Ottawa, which the operations analysis for the navy, I’m had been started by Capt(N) John proud of those,” he says. “And I’m really Pickford, the Director of the Canadian chuffed someone thought enough about Naval Centennial. it to write me up for the award. It’s an Working with the National Capital honour.”

Starshell Winter 2019 | 9 WHO IS RESPONSIBLE? Ship casualties and the marine environment

By Aldo Chircop, JSD

10 | Starshell Winter 2019 Starshell Winter 2019 | 11 International shipping is vital to trade. ultimately responsible for decisions con- forms is the Lloyds’ Open Form—‘No Over 80 percent of global trade by vol- cerning the safe navigation of the ship. cure, no pay’. Historically, the salvor was ume, and more than 70 per cent of its Difficult decisions may have to be made, entitled to the salvage reward if their value, is carried by over 50,000 vessels, possibly under commercial and head efforts produced a cure and the vessel according to the UNCTAD Review of office pressure. An example of errors was taken to a safe place for the owner Maritime Transport in 2017. Many states in judgement is the case of the Amoco to retake possession. Prior to ISC 89, in rely on marine transportation for their Cadiz, a modern tanker that grounded the case of a major casualty where the exports and imports and generally to on the coast of Brittany in 1978 and damage to the property was extensive fuel their economic development. Over caused massive pollution and economic and valuable cargo was lost or spilled, the years, shipping has become safer losses. A formal investigation found that the salvor risked not getting a reward at and more environmentally sustainable, the captain made the mistake of wast- all, despite best efforts! The convention largely because of the international con- ing precious time attempting to contact remedied this by providing special com- ventions and subsidiary rules adopted by head office in a different time zone be- pensation for the salvor who manages to the International Maritime Organization fore contracting a salvor to assist. The prevent or mitigate environmental dam- (IMO), a specialized UN agency based ship had lost its ability to steer and was age when the potential reward would in London, England. While ship colli- unable to keep a safe distance from the otherwise be low. sions and accidents on board ships con- coast in a gale. The master has the au- The salvage arbitration process deter- tinue to occur, a report in the 2017 Al- thority necessary to contract essential mines the level of the reward, the cost of lianz Safety and Shipping Review shows services for the safety of the ship and to which is absorbed by the ship owner’s major casualties resulting in catastrophic request assistance as needed. policy issued by a mutual protection environmental impacts are declining Salvors and indemnity association, so called P&I year after year. But when they happen, A professional salvor is likely to be Club. Special compensation is intend- what is the expected response and who the first on the scene to assist a vessel in ed to provide an incentive for salvors is responsible? Let us consider this ques- need of assistance. Salvage is a contract- to take on difficult salvage cases. The tion in steps. based professional service and now gov- procedure and compensation have been The Master erned by the International Convention further improved through cooperation The master, as the professional mari- on Salvage, 1989 (ISC 89). between international associations rep- ner in command, is the person who is One of the most common contract resenting ship owners, salvors and insur-

The Amoco Cadiz grounded on the coast of Brittany in 1978, causing massive pollution and economic losses.

12 | Starshell Winter 2019 ance interests and the introduction of a tige where losses were suffered in Spain, supplementary accounting clause. In recent years there France and Portugal even though the Port of Refuge vessel broke up 260 kilometres from The vessel in need of assistance may has been a discernible the Spanish coast. The 63,272 tonnes of require a port of refuge or to be taken heavy fuel oil spilled impacted fisheries, to a place of safety following salvage. increase in instances aquaculture and tourism businesses in At this point, the master and salvor will Spain and France, necessitating exten- have to communicate with coastal state where coastal state sive clean up and preventive measures. authorities to seek permission to enter Further preventive measures were re- port or sheltered waters. In most cases, authorities denied quired in Portugal. Spain claimed losses authorities permit temporary entry into of over $1 billion, France $100 million port or other sheltered waters to enable refuge to ships in need and Portugal $4 million. the ship to stabilise its condition. This Liability is not an easy decision because, while a of assistance. The claims of Spain, Portugal and port is desirable, a damaged vessel could France were compensated in part under potentially pose a risk to port operations. an international legal regime under two Moreover, if the ship is losing cargo—say conventions. it is leaking oil—it poses a threat to the best crewed vessels can suffer mishaps The first is the International Conven- environment. There have been instances in what is a dangerous working environ- tion on Civil Liability for Oil Pollution of a fire on board the ship and no port or ment. The Amoco Cadiz was a five-year Damage, 1969 (CLC), which establishes coastal state authority can be expected to old tanker with an experienced captain the shipowner (and its insurer) as the permit the vessel near coastal settlements. when it was lost. first level of liability. The ship owner’s In recent years there has been a dis- Decision-making framework liability is strict and limited. There is no cernible increase in instances where The IMO has stepped in and adopted need to prove intent or negligence and coastal state authorities denied refuge to guidelines to assist communication and the extent of liability is determined by a ships in need of assistance. The coastal decision-making using a risk-based as- formula based on tonnage. state has a customary duty to assist, but sessment framework to help depoliticize The second is the International Con- it also has a right to protect itself and and remove emotion in such difficult vention on the Establishment of an Oil if the risk of providing refuge is high, it decisions. Many states have endorsed Pollution Fund, 1971 (IOPCF) and rep- has a right to self-protection. In some this framework, but there have been re- resents the cargo owner’s share. There instances, this concern has led to a ‘not cent instances where refuge was denied have been several funds over the years. in my backyard’ (NIMBY) attitude. In to ships without apparent consideration The fund collects levies on imported oil 1999 the tanker Castor was refused ref- of the framework. It was reported that in member states. The IOPCF compen- uge by seven Mediterranean states and authorities in Japan and South Korea in sation is applicable when the limit of the sailed for a month in a risky condition 2013 did not follow the IMO Guidelines ship owner’s CLC liability is insufficient before it was finally granted refuge and with respect to the Maritime Maisie. The or unable to address the claims. The was not lost. Shortly afterwards, the Er- 11-year old 44,404 dwt chemical tank- liability of the IOPCF is not unlimited ika and Prestige, aging tankers in trouble er was under tow for three months af- and its ability to cover claims for a large in stormy weather and leaking cargo, ter a collision in the Sea of Japan while spill may require further contributions were denied refuge and became casu- needing a place of refuge. Admittedly, by member states. alties, causing major pollution and eco- the guidelines are not binding, but they Both conventions apply to persistent nomic loss. Both states were criticized were adopted by consensus and reflect oil only, so light fuel oils are not covered. for not providing refuge and potentially best practice. South Korea eventually The IOPC funds are administered by a averting the subsequent losses. provided refuge in March of 2014. small international organization carry- How can the risk of providing refuge The worst case scenario is a casualty ing the same name and now based at to a ship in distress be mitigated? Simply in which life may be lost together with the IMO in London. In Canada we have scuttling the vessel, although practiced the ship and cargo. The 1992 collision of an additional domestic fund, first estab- on occasion in the past, is not a solution the tanker Nagasaki Spirit and container lished in 1972, and now known as the as it produces other problems, not the vessel Ocean Blessing and the ensuing Ship-Source Oil Pollution Fund, which least of which is the deliberate pollution fire in the Strait of Malacca resulted in is governed by the Marine Liability Act. of the marine environment. Although the loss of all but two members of the Most importantly, the Canadian fund several instances of ships in distress have crews of both ships. The environmental provides compensation for spills from concerned aging substandard ships, the and economic impact can be substantial all types of oil, including mystery spills. reality is that even the most modern and as was evident in the case of the Pres- Continued on page 14

Starshell Winter 2019 | 13 The process of advancing oil spill actual payments made to date are less an arduous process. A ship engaged in claims is complex. Typically, the claims and Spain is pursuing further judicial re- international trade is registered in one are instituted in a domestic court that course. In the case of France, the govern- state but may be owned by interests in has admiralty jurisdiction. Claims against ment’s claim was assessed at €42.2 mil- other states. More than 70 per cent of the ship owner, insurer, director of the lion (USD $53 million) and individual the world’s commercial fleet is registered IOPCF—and in Canada also the admin- claims at €19 million (USD $22 million). under foreign flags, and many of these istrator of SSOPF—are joined. Claims are Like Spain, France has not agreed with are open registers, known also as flags of ascertained and the respective degrees of this assessment and is continuing judicial convenience. liability apportioned by the court. There action. Portugal agreed with an assess- In 2017, the three largest registers— may be other separate actions against ment of €2.2 million (USD $2.6 million) Panama, Liberia, Marshall Islands—were other actors, such as classification societ- and discontinued court proceedings. all open registers, whereas the three larg- ies, and they may occur in foreign courts, Are there other courses of action in the est beneficial owners were Greece, Japan but these are separate from the compen- event an injured state does not receive suf- and China, according to the UNCTAD sation process under the CLC and IOP- ficient compensation to meet all losses? Review of Maritime Transport in 2017. CF conventions. There are strict criteria In both the Erika and Prestige cases, For a ship owner, economics play a ma- for compensation that claims must satisfy the available compensation was insuffi- jor role in ship registration. Open regis- and they must be properly evidenced. For cient to cover all losses. Spain’s attempt ters permit foreign ownership, crewing example, the preventive and clean-up to proceed against the classification soci- of ships by non-nationals, have lower measures must be reasonable given the ety of the Prestige, the American Bureau taxes, and provide for easy flagging and nature, location and other circumstances of Shipping, in a U.S. court failed. Courts reflagging. The ship itself is divided into of the spill. Claims for environmental have tended to consider these non-profit shares that may be held by different per- damage must relate to actual costs in- organizations as providing an essential sons located in various countries. And the curred to clean and restore and possibly community service. In some scenarios, owner might not even operate the ship, monitor environmental loss, but cannot seafarers, as the visible human face of the especially if it is chartered or is run by a be abstract value claims to environmen- casualty, have been criminalized. In the management company. Although, in the- tal damage based purely on mathematical case of the Prestige, the master, who did ory, every ship has a unique IMO identi- models. everything a professional mariner could fication number and a documentary trail, In the case of the Prestige, none of the be expected to do in such situations and in practice it may be difficult to identify claims advanced by Spain, France and was one of the last persons to be rescued the precise owners. At times, this system Portugal were fully compensated. The from the stricken vessel, was subjected to has enabled countries under a Secu- IOPCF assessed the claims of Spain at criminal prosecution. rity Council embargo to circumvent the €300.2 million (USD $351 million) for Ship registration embargo. the government’s claim and €3.9 million Identifying other persons who could Under the United Nations Convention (USD $4.6 million) for other claims. The possibly be held responsible can be on the Law of the Sea, 1982, flag states

A ship engaged in international trade is registered in one state but may be owned by interests in other states. More than 70 precent of the world’s commercial fleet is registered under foreign flags.

14 | Starshell Winter 2019 have a legal duty to exercise effective ju- on the white list. These include The Ba- that take on the risk to ensure that there risdiction and control over their ships. In hamas, Liberia, Malta, Marshall Islands is sufficient shipping for global trade. reality, not all states are parties to all the and Panama, among others. The grey list, Aldo Chircop received a Doctorate in key IMO safety, security and environmen- which accounts for 5.78 per cent of ships the Science of Law (JSD) from Dalhousie tal conventions, and may not have capa- inspected, includes the US flag. It is also University. He is Professor of Law at the ble maritime administrations to discharge true that the black list, accounting for Schulich School of Law and a member of this duty effectively. But even those that 6.72 per cent of inspected ships, include the Nova Scotia Bar. He was formerly are parties to most conventions and have a few open registers (e.g., Belize, Cook Is- Chair in Marine Environment Protection a capable maritime administration are lands, Vanuatu). The fact is that accidents at the IMO’s World Maritime University not necessarily responsible for the ships and ship losses have decreased over the in Malmö, Sweden and held directorships of registered under their flags. National ship years also due in part to vigorous port the Marine Affairs Program and Marine & registers enjoy sovereign immunity. In state inspections, but there continue to Environmental Law Institute at Dalhousie, the case of the Erika, judicial proceed- be slippages in substandard shipping and and International Ocean Institute and the ings in a French court against the Malta maritime fraud. Mediterranean Institute in Malta. His cur- Maritime Authority, which registered the The need to compensate losses result- rent research program includes comparative substandard vessel, failed because of the ing from ship casualties while ensuring Arctic policy, the international regulation of sovereign immunity enjoyed by a foreign that there continues to be sufficient re- international shipping and navigation in the government authority. sponsible shipping to carry maritime trade Arctic, and comparative Canadian-Russian That many ships are registered under is a delicate balancing act. Lord Denning regulation of shipping in the Northwest Pas- open registers does not in and of itself famously stated the harsh reality of the sage and Northern Sea Route respectively. mean that such ships are substandard, limitation of liability in shipping: “...there Professor Chircop is a member of the Inter- nor does it necessarily mean that ship- is not much justice in this rule; but limita- national Working Group on the Arctic and ping is less safe because of such regis- tion of liability is not a matter of justice. It Antarctic of the Comité Maritime Interna- tration. The most modern tanker fleet is is a rule of public policy which has its ori- tional. Professor Chircop has co-authored registered under the Liberian flag. The gins in history and its justification in con- or co-edited over 20 books and 80 articles Paris Memorandum of Understanding on venience.” And that sums up the liability and book chapters. Professor Chircop Port State Control 2017 report includes regimes in international shipping. In the has received awards in book publica- several open registers as low risk ves- interests of maritime trade, public policy tion, teaching and distinguished service sels among the 86.70 per cent of ships has dictated certain protections for those to graduate studies at Dalhousie.

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Starshell Winter 2019 | 15 Naval Affairs Program Briefing Notes

The complexities of naval procurement

By Dave Perry sor in DND/the CAF. During this stage, secured. This sometimes, but not always, Canada’s process for procuring potential funding sources are identified, requires a memorandum to cabinet. A defence equipment involves multiple the strategic context within which the business case analysis is completed, and government departments, is long and is potential project exists is described, a the preferred option is briefed for ap- extremely complicated. The Department project brief is written, and the high level proval at the Defence Capabilities Board of National Defence (DND) guideline mandatory requirements are outlined. At at the end of this phase, followed by an- on its internal process alone runs to 265 this point, a Project Complexity and Risk other review by IRPDA. pages. The following Briefing Note de- Assessment is undertaken and ranks the In Options Analysis, the project is pre- picts only the major activities involved in potential project on a four-point scale sented to a Senior Review Board, and Canada’s process for buying equipment where a four indicates the most compli- from this point forward it is briefed to for the Royal Canadian Navy (RCN) and cated and risky projects. If the proposal that board annually. The risk and com- makes many simplifications and general- to address the capability deficiency is ap- plexity assessment is also refreshed. At izations for the sake of brevity. proved by the Defence Capability Board, this stage the project is reviewed by an The RCN’s projects follow the same it officially becomes a project. interdepartmental governance team, in- basic process as the other military ser- In recent years, an identified fund- cluding representatives from Public Ser- vices,1 with the exception of the Arctic ing source was required to move from vices and Procurement Canada (PSPC), and Offshore Patrol Ship (AOPS), Ca- the Identification stage into Options the department responsible for conduct- nadian Surface Combatant (CSC), and Analysis, unless the project was identi- ing the actual procurement activity and Joint Support Ship (JSS) projects. These fied as a “key” initiative. The approval by negotiating contracts. fall under Canada’s National Shipbuild- government of Strong, Secure, Engaged: A key part of the procurement process ing Strategy (NSS), and are therefore Canada’s Defence Policy in 2017, at least from this point forward is interdepart- subject to a few small, but meaningful, for a time, identified those projects with mental meetings coordinated by the De- differences outlined below. funding that could make this transition. fence Procurement Strategy Secretariat The key characteristic that distin- In the future, new projects moving at PSPC, chaired by varying levels of guishes the RCN’s equipment projects from Identification to Options Analy- senior executives depending on a proj- from those of the wider DND and Ca- sis, or projects in Identification with ect’s cost. This secretariat function is nadian Armed Forces (CAF) is that the cost increases since the publication of provided in part by the National Ship- RCN has a relatively small number of Strong, Secure Engaged, must complete building Secretariat for the RCN’s three projects—25 projects out of a defence- an investment plan change proposal to NSS projects. All projects with budgets wide total of 234, or 11 per cent—with identify a source of funds within DND’s over $20 million are reviewed for the significant costs. Naval project budgets investment plan before moving to the potential application of the Industrial range from roughly $70 to $80 billion, next phase. Technological Benefits Policy, and those between 34 and 55 per cent of the de- Options Analysis over $100 million must comply with fence-wide total. Thus, the RCN has At the beginning of the Options Anal- this policy, resulting in engagement with relatively few projects, but a dispropor- ysis stage, all projects with budgets over officials from Innovation Science and tionate share of the most costly ones. $100 million (and some others) must Economic Development Canada. The five stages of a Canadian defence have their high level mandatory require- Definition procurement process are: ments reviewed by the Independent Re- At the end of Options Analysis the 1. Identification view Panel for Defence Acquisition (IR- project is briefed to the Program Man- 2. Options Analysis PDA). During this stage the statement agement Board for approval to enter the 3. Definition of operational requirement is developed, Definition phase, and onward for rec- 4. Implementation options for addressing the capability gap ommended approval to the Investment 5. Close-Out identified, including an assessment of the Management Review Committee for Identification costs and benefits of options. Initial en- approval if aspects of the project exceed In the Identification stage, a capability gagements with industry will sometimes the $50 million budget threshold. Once deficiency is identified by a project spon- occur, and policy coverage, if required, is approved at this board, a Corporate

16 | Starshell Winter 2019 Submission outlining the project and its Funding, special financial authority used Close-Out plans in detail must then be prepared when capital expenditures exceed $5 At this point, the project moves to the to secure expenditure authority, usually million, some of which is used to create Close-Out stage, which ends when all from either the Minister of National De- a dedicated DND project management administrative project activities are of- fence or the Treasury Board. The Minis- office, which determines substantive re- ficially completed. All told, the current ter can approve a project if its assessed quirements, cost and schedule estimates. average timeline for a major DND proj- complexity and risk falls within DND’s During the Definition phase the pro- ect is 16 years, with the time to comple- capacity to manage projects, which is curement strategy is developed and ex- tion increasing with a project’s complex- assessed on the same four-point scale ecuted, including the release of any ten- ity and risk. Many variables, including noted earlier. Currently, DND’s assessed der documents and evaluation of bids political decisions, the project budget, capacity is a three, so the Minister can (if applicable). At the end of Definition and the alignment, or lack thereof, of in- approve projects with an assessed risk phase—once a procurement strategy has ter-departmental actors when decisions and complexity of three or lower. been executed—the project must again or approvals are needed can add or sub- The AOPS, CSC and JSS projects are secure approval from the same gover- tract years to a project’s life. The RCN’s somewhat distinct from many other nance bodies required to enter Defini- three NSS projects, amongst the most capital projects in that they all received tion, to proceed to the Implementation risky and complex at DND, have expe- conditional expenditure authority in the phase. In this phase, PSPC must obtain rienced all of these factors in addition Definition phase, which has required contracting approval to sign the contract to the complication of being part of an multiple Treasury Board approvals for from the Treasury Board. industrial strategy to revitalize Canada’s that phase of the project’s life. In contrast, As equipment is delivered, the project shipbuilding industry. The shipbuilding many projects receive a single approval. eventually reaches an Initial Operational projects can therefore be expected to Implementation Capability; in project management terms, take longer than other RCN projects. When expenditure authority is grant- this is the milestone reached when the Footnotes ed, this marks the transition from deter- capability provided by the project can be 1. It is the same for non-service parts of mining what should be done to mitigate used operationally on a sustained basis. DND too like CJOC, the intelligence groups, a capability deficiency, to determining The next meaningful milestone is Full information management, etc. how the preferred option will be imple- Operational Capability, which is the A bibliography is available at www.navalas- mented. This approval also means that when all project deliverables have been soc.ca/wp-content/uploads/2018/10/biblio- the project is assigned ‘Vote 5’ Capital delivered. Procurement.pdf

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RRV035_battle_of_the_atlantic_8.75inx5.6inh_v4.indd 1 16/03/2018 16:43 Naval Affairs Program Briefing Notes

NAVAL SHIPBUILDING IN CANADA Why does it take so long and cost so much?

MISSILE DEFENCE · COMMAND AND CONTROL · SENSORS AND IMAGING · CYBER ELECTRONIC WARFARE · PRECISION WEAPONS · TRAINING · MISSION SUPPORT HMCS Harry DeWolf under construction. Photo by Waye Mason, https://commons.wikimedia.org/w/index.php?curid=68915143

If you follow the news, and have read about cost first, but the two questions da for more than 20 years.2 And getting Briefing Note #6 about the National are related. information from outside Canada can be A WORLD OF Shipbuilding Strategy (NSS), you’ll One of the main reasons for cost in- problematic. For one thing, not every- know that Canada is in the midst of creases is that the initial number the one wants to share information on their building new ships—“recapitalizing the government announces is just an esti- costs, and for another, the ships won’t be INNOVATION fleet”—for the Royal Canadian Navy mate. It seems like it should be easy to exactly the same so the costs will differ. and the Canadian Coast Guard. And put a price on a ship and stick to it. But it As well, costs for labour, materials and Raytheon innovations help customers in more than 80 you’ll also know that it takes a long time isn’t. In his 2012 article “Estimating the technology will be different. So the gov- countries protect people, secure information, defend from the announcement that a ship will Costs of Naval Ships,” in the Canadian ernment makes an educated estimate of infrastructure — to make the world a safer place. be built to the actual operation of the Naval Review, David Peer wrote, “Initial the cost at first. We should not be sur- ship, and the costs always go up. cost estimates for a purpose-designed prised that this cost changes over time. Why do the costs go up during the ship typically quote an error of ±40%, so As decisions are made about the ship, a project? And why does it take so long? the risk of under-or over-predicting cost more formal budget is developed. And Before we begin, let us note that these with early estimates is significant.”1 this budget will include more than the two issues are not unique to Canada (or Getting good data to make an accu- cost of the ship itself. It will include to the navy). Virtually every country rate estimate of cost is difficult. There things like long-term maintenance and/ will experience cost increases and delays is almost no Canadian data because no or service contracts for the ship, which in its procurement processes. Let’s talk major warships have been built in Cana- often represent significant costs. As well, Raytheon.com

18 | Starshell Winter 2019 © 2017 Raytheon Company. All rights reserved.

17IDS374_Raytheon_NavalSpnshp.indd 1 7/20/17 5:05 PM factors that were used to come up with Peer in his 2012 CNR article, “Historical small crews and their focus is to maxi- an estimate will change over time. For information from a known design and mize cargo space. Naval ships have much example, interest rates go up and down, cost data for selected major systems larger crews—although that may change steel prices vary, foreign exchange rates and equipment can provide first ap- as technology relating to unmanned ves- varies and this is relevant because many proximations of ship cost for a series of sels is developed—and have much more components come from outside country. concept designs that meet the capability complicated propulsion, communica- This means that the timing of purchases requirement.” tion and weapon systems. Warships are will affect the price. The problem with this method of also built to different standards of “sur- There are a number of other consid- determining costs is that the hull is of- vivability” than commercial cargo ships erations that affect the cost. The design ten not the most expensive element of —they’re warships after all. This makes and build of naval ships is extremely a ship. In the United Kingdom, for ex- warships heavier and denser than cargo complicated and involves many naval de- ample, “systems represent the biggest ships.5 signers, engineers and technicians from a percentage of the price of a warship—70 Another possible consideration related variety of manufacturers. So it’s not just per cent compared to 30 per cent for the to cost is where to build the ship. The a matter of getting one quote from one hull.”4 government must decide if it wants to company. There are often many compa- The numbers may be somewhat dif- design and build a ship in Canada, or if nies involved, and to ask all of them how ferent in other countries, but the trend it wants to buy a ship “off-the-shelf” (i.e. much they would charge for theoretical is similar. The technology inside the ship an existing ship). The Canadian govern- equipment in a theoretical ship would has a major effect on the price and the ment no longer has the ability to design be a long and painful process. Weight is government won’t necessarily know ships­—the navy’s design offices were often seen as the easiest attribute upon what technology it will acquire when it closed years ago—so designs could come which to base an initial design cost. You estimates cost. from industry inside or outside the coun- don’t need to know the exact capabili- Instead of trying to find existing naval try. Some people argue that because of ties or characteristics at this point—just ships to estimate costs, why not look at labour costs and lack of efficiencies of the size—and you can use other existing commercial cargo ships? Unfortunately, scale, Canada could get ships faster and ships for this basic element. that’s problematic. Commercial ships for less money if it bought them or had According to naval engineer, David are very different. They function with Continued on page 18

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Starshell Winter 2019 | 19 © 2017 Raytheon Company. All rights reserved.

17IDS374_Raytheon_NavalSpnshp.indd 1 7/20/17 5:05 PM them built elsewhere. This has been a decide what capabilities it wants, put out there were few people left who knew recurring debate but many would ar- a request for proposals for ship designs, how to manage a project this big. It takes gue that it is a false debate.6 Most states carefully assess the bids, and then nego- time to hire people, and they can only with mature navies build their own na- tiate with the winning bidder to make get experience over time. As well, the val ships and have some sort of strate- sure all the ducks are in a row. There can shipyards had to hire and train person- gic alliance with domestic shipbuilders. be a design study, a feasibility study, a nel to build the ships. This was a major France buys its ships from The Naval preliminary design, a contract design and concern at the start of the process. War- Group/DCNs, Germany gets its ships finally a detailed design. Only after this ships are extremely complicated entities. from B&V, the UK from BAE, and even can you start to build the ship.9 It requires meticulous work to get them in the United States, where the yards are A slow procurement process isn’t nec- right. A warship needs to be able to private, there are specialties. essarily a bad thing—Canadians want to float, move and fight. Basic as they are, The majority of Canada’s allies believe know that their tax dollars are being well- all these elements must be taken into ac- that to protect their long-term national spent—but it means that there are many count when building a ship. security interests, they must have the hoops to jump through before the gov- Floating involves consideration of hull capability to construct, sustain, repair ernment will select a design, a builder and strength, balance of the ship, and making and upgrade their naval vessels. Thus, the capabilities. We are talking about a lot sure that the hull is secure. To move a they tend to sole source their naval and of money and the government is keen to ship you need to think about the pro- coast guard acquisitions to their national make sure that opportunities for disputes pulsion system—how will it move? And shipbuilding industry with no competi- and law suits from losing bids, for exam- fighting, the raison d’être of a warship, tion. In addition to these sovereignty ple, are reduced as much as possible. This involves incorporating a vast array of concerns, governments want to promote slows everything down. As Peer notes, sensors, communication and weapon local industry and create jobs. getting a new ship is not like buying a systems. Based on the advice of the navy and car. “Unlike buying a car, the time it takes On top of that, you have to consider coast guard the government has to de- to buy a warship must include all design the safety and comfort of the crew. cide on the capabilities of the platform activities as well as construction. If you You may have heard talk about “Ca- and that will affect the cost. There is a had to wait for your car to be designed nadianization” of ships. What does that tendency, of course, to want the latest and and then built, car buying would also be mean? This is one of the reasons why most impressive technology because the a long process.”10 some people object to buying naval ships in the RCN and CCG areoften used In addition to building new ships for ships “off-the-shelf.” Canada has unique for up to 40 years and you want them to the navy and coast guard, one of the rea- legislative rules and geographic and de- be as modern as possible right from the sons for the National Shipbuilding Strat- mographic circumstances that affect its start. Technology choices affect the cost. egy—originally called the National Ship- warships. These include matters inside Delays and costs are related. Usually, building Procurement Strategy—was to the ship as well as outside. For exam- the costs go up if there are delays. This end the boom-and-bust cycle that has ple, inside the ship, Canada has certain is because prices of raw materials and/ characterized Canadian shipbuilding. In power supply standards and settings. or labour costs have increased. The origi- this cycle, the government would order Canada has rules about the space pro- nal budget is also affected by inflation, a ship and the shipyards would be busy vided for crew members and policies which, for the defence industry, is higher for a while, then there wouldn’t be an- about the accommodation of women on than in society at large.7 As the govern- other ship ordered for years, sometimes board ships, and these rules may differ ment makes decisions about design, decades, and the shipyards would lose from other countries. Canada has strict builder and capabilities, the value of the workers and capability. Part of the idea rules about the security of weapons on budget it has allocated to the project behind the NSPS/NSS was to imple- board ships, and this has to be accom- erodes. Unfortunately, “[t]he time value ment a project that ensured ships were modated. As well, there has to be both of money is often ignored in the discus- continuously being built over a long heat and air-conditioning in Canadian sion, but every year a project budget sits period. But before that could be done, ships, something navies based in more unused, it buys less.”8 Canadian shipbuilders had to modernize temperate climates don’t need to con- Now that you have a sense about why their facilities. That took time. The ship- sider. On the outside of the ship, Cana- the costs increase, let us examine why yards are now modernized and hence- dianization may mean adapting ships so building a ship takes so long. The pro- forth the building process can proceed they can operate in a cold, unforgiving curement process in Canada is a slow Another thing that has been problem- climate. The waters around Canada can one. To start, the government must be atic for the smooth unfolding of the NSS be rough, and there may be ice—if not in persuaded that there is a capability gap, has been the shortage of personnel. As the water, then forming on a ship in cold or that ships are at/near the end of their noted, Canada hasn’t had a major na- weather. As well, Canada has rules about useful life. Then the government must val shipbuilding project for 20 years, so how waste water is to be handled and

20 | Starshell Winter 2019 these rules may differ from other coun- tries. These are the sorts of things that Footnotes need to be considered when construct- 1. David Peer, “Estimating the Costs of Naval Ships,” Canadian Naval Review (CNR), Vol. 8, ing/adopting a ship for Canadian use. No. 2 (2012), p. 5. Making sure that a design incorporates 2. This does not count the eight Orca-class patrol vessels built (on time and on budget!) for Canadian requirements lengthens the the RCN, 2005-2008. It also doesn’t include the 12 Kingston-class Maritime Coastal Defence process. Vessels built in the 1990s. See David Peer, “The Orca Project: A Procurement Success,” CNR, Conclusions Vol. 9, No. 2 (2013), p. 29-31. This briefing note has illustrated why 4. Timothy Choi, “The Costs of 21stCentury Shipbuilding: Lessons for Canada from the Lit- shipbuilding takes so long and why it toral Combat Ship Program,” CNR, Vol. 8, No. 4 (2013), p.25. He says the reverse is true for never seems to cost what was original- commercial ships—80 per cent of the cost for the hull, versus 20 per cent for systems. ly promised. Building ships takes time 5. See Ibid., p. 27. because they are complex. The costs in- 6. See, for example, Eric Lerhe, “Fleet-Replacement and the ‘Build at Home’ Premium: Is It crease because the original number is an Too Expensive to Build Warships in Canada?” Vimy Paper #32, Conference of Defence As- estimate that is adjusted as the process sociations Institute (CDAI), July 2016. unfolds. 7. See Mark V. Arena, Irving Blickstein, Obaid Younossi and Clifford A. Grammich, “Why has I’ll end with two positive thoughts. the Cost of Navy Ships Risen?” RAND Monograph 484 (Santa Fe, California: RAND Corpora- First, as noted at the beginning of this tion, 2006). briefing note, cost increases and delays 8. Peer, “Estimating the Costs of Naval Ships,” p. 7. are not unique to Canada—check the 9. David Peer, “Realistic Timeframes for Designing and Building Ships,” CNR, Vol. 9, No. 1 procurement process in other countries (2013), p. 5. and you’ll see the same trends. The sec- 10. Ibid., p. 5. ond positive thought is that, as the NSS 11. The first ship of each class tends to take the longest and cost the most per unit. For a proceeds, the personnel will gain experi- discussion of this see Howard Moyst and Biman Das, “Factors Affecting Ship Design and ence, the government will get better at Construction Lead Time and Cost,” Journal of Ship Production, Vol. 21, No. 3 (2005), pp. estimating costs, and the shipyards will 186-194. get better at building ships.11

Starshell Winter 2019 | 21 IMPRESSIONS OF THE MV ASTERIX By Robin Allen

When MV Asterix arrived in Victoria, participating with the maritime forces of way to provide the capability—by private B.C. in mid-December 2018, more than Canada (HMC Ships Vancouver and Otta- industry, with no risk to government—by 40 NAC-VI members were given the op- wa), the U.S. and many other Pan-Pacific December 2017. The Project Resolve portunity to tour the ship. We were also nations. Following RIMPAC, she contin- contract was eventually approved by the welcomed to sail with the vessel over- ued west and joined HMCS Calgary to Harper government at the end of No- night and two of us took up the offer. participate in maritime operations and vember 2015 and was awarded to a pan- As an old AOR sailor—CO HMCS Pre- exercises in Australian waters, the South consortium consisting of Chantier Davie server 1992-1994— I was keen to see the China Sea, East China Sea, Korean and Canada, Aecon Pictou Shipyard and new ship and what it offered. Japanese operating areas. Departing the NavTech, the conversion designer. The I was impressed before I even stepped West Pacific, she transited east, withCal - owner of the concept ship is Federal Fleet on board, knowing that the ship, in its gary in company to arrive in Victoria. Services who purchased a commercial first year of operation had already tran- Background containership, the MS Asterix, which was sited 51,062 nautical miles during the The genesis of the ship resulted from launched in Germany in 2010. year, conducted over 132 liquid and solid the lack of adequate federal govern- Prior to design, Federal Fleet Services RAS operations and spent only 15 days in ment and DND funding to replace the and partners interviewed hundreds of a Canadian home port. This was an amaz- Provider and Protecteur Class AORs be- personnel who had served and operated ing accomplishment in the first year of a fore they reached the end of their useful in RCN AORs to determine what im- new concept ship. lives. The RCN no longer had a RAS ca- provements could be incorporated into a Her odyssey began in early January, pability and the requisite RAS skills had new design. The takeaway from this and 2018 with her acceptance by the gov- commenced to atrophy. Stop gap mea- ongoing construction of AORs in ship- ernment after embarking the navy crew sures ensued by renting Naval Supply yards around the globe, resulted in an and conducting the requisite trials, train- ships from Spain and Chile for two 40 innovative design, the results of which ing and certifications. Operations com- day periods to retain skills, but this was will be discussed later. To meet the short menced immediately with her first transit not the answer. The bottom line was that timelines, the container ship was used south to the Caribbean, conducting nu- the RCN’s 12 combat ships were now as the base of the ship and commencing merous Replenishment at Sea (RAS) op- fettered and their operational flexibility May 2016 was cut down to just above the erations with Canadian and USN ships. minimized. keel, forward of the engine room, and for- Continuing west through the Panama With the JSS Project to eventually pro- ward to the bow section. A double hull Canal she proceeded to the Hawaiian vide two ships moving slowly, an emer- AOR was then constructed from mod- operating areas for RIMPAC, the largest gency plan was required. The resulting ules for fuel, water and ballast tanks, con- maritime exercise conducted anywhere, plan was Project Resolve, an innovative tainer storage areas, workshops, storage

22 | Starshell Fall 2018 areas, hospital services, vehicle storage, the frigate fleet and arctic patrol vessels. system was utilized. Two reverse osmosis RAS stations and accommodation. The first is the integrated navigation and systems are fitted, producing 50 cubic The result in December 2017 was a tactical system integrating the electronic metres of purified water per day. Once ship 182.5 metres length, 25.2 metres chart, S and two X band radars with tar- again, the small size of the engineering beam, full load displacement of 26,000 get acquisition, ships log, gyro and wind department (12 personnel), who are re- tonnes, powered by a MAN diesel with a anemometer, ships head, AIS (satellite sponsible for operating and maintaining fixed pitch propeller capable of 22 knots, input of all ships at sea and data) and all these systems, is remarkable. built to commercial standards, on time GPS system. Deck Department and budget, a feat not seen often in DND The second system, the integrated The small deck department includes procurement. platform management system (IPMS) the bridge officers mentioned above, Manning and Navigation monitors and controls the propulsion sys- and, under the First Officer, the remain- The MV Asterix is first and foremost a tems—main engine, tunnel bow thruster, der, who are responsible for all the deck commercial ship, and it’s run and regu- and fold down azimuth thruster—elec- equipment: anchor and cable, all lines lated as such. It is the result of an innova- trical units, auxiliaries, and damage con- and winches for berthing, all upper deck tive concept: utilizing both a civilian and trol systems. The IPMS also provides an areas, two 30 ton gyro stabilized cranes, military component to optimize resupply on-board training system, battle damage container stowage and associated system, operations at minimum expenditure. The control system, digital CCTV system— through deck (located under upper deck civilian component of 36 personnel (both monitors all compartments—and condi- and extending from bow aft to area un- male and female) basically operates and tion-based maintenance system. These der hangers) and associated fittings for maintains the ship and is divided into ap- systems are incorporated in one console, securing stores, all fuel and water transfer proximately three parts: and easily accessible by the Second Offi- pumps, all RAS equipment and associat- • Navigation and Deck services cer, located near the centerline of the ship ed winches, and all boats and davits with • Engineering services with seats for the Second Officer and the the exception of the two navy RHIBs and • Hotel services Helmsman. Another seat for the Master davits. Members operate on a six months is located further aft. A second console, The First Officer is responsible for all per year cycle spending approximately for redundancy purposes, is located on fuel transfers and operates the enclosed 42 days on and 42 days off with some the port side of the bridge. The bridge RASCO station located above the four overlap of personnel to provide conti- itself is enclosed, is massive, and extends RAS stations. The two forward stations nuity. The control and navigation of the over the side of the ship, providing a mag- provide both solid or fuel transfer and ship underway is provided by the Master, nificent view forward for RAS operations the aft two stations provide fuel, distil- three Second Officers—one responsible and for berthing. late and aviation. This equipment is sup- for the overall navigation plan—along Engineering Department plied by the firm Hepburn, based in On- with a helmsman/lookout when required. The engineering spaces in the aft sec- tario, which supplies navies worldwide. The second officers stand a one in three tion of the ship are the only major part of The RASCO is co-manned with up to watch system and manning of the bridge the ship that is original. The main engine four navy station operators if a two ship is normally one officer and a helmsman space, occupied by a MAN B&W diesel solid and fuel transfer is conducted. The in busy waters or just the officer in quiet engine driving a fixed propeller produc- dump area at each station is manned by times using auto pilot. During two ship ing 16,600 kW of power resulting in navy personnel. To reduce maintenance, RAS operations, the bridge would be aug- ship speeds up to 22 knots. The system all RAS winches, tensioners and valves mented with two naval communications is very nimble, providing the demanded are located below decks. Deck person- personnel—one per wing—with the Mas- revolutions within seconds. A machinery nel man the two fast rescue boats, each ter on one wing and the OIC of the Naval control room, fitted with the IPMS, can launched by one person. The RHIBs are Replenishment Unit (NRU) on the other, be manned or the system run from the manned and launched by navy personnel, and with a Second Officer and helmsmen bridge. For berthing or bow control, a tun- using a larger team. Also, the department at the centre line console. All civilian per- nel bow thruster is provided, and for re- provides the latest fire-fighting and dam- sonnel carry a ship’s phone and can be dundancy—a get home capability at low age control services using both remote called at any time to rectify problems as speed if the main power plant failed— control and attack teams augmented by they occur, which negates the require- and dynamic positioning purposes, a fold the management and control system. ment for a ship’s broadcast, except for down azimuth thruster is located about Hotel Department emergency purposes. Compared to naval 60 metres aft of the bow. For electrical This department of 12 personnel pro- practice, this manning is considerably less. production and redundancy, five diesel- vides for all meal production, allocation The operations and monitoring of the generator sets are provided, producing of accommodation spaces, and the clean- ship as a whole from the bridge is aid- enough power for a city of 10,000. The ing of the entire after house (six decks), ed by two systems that are common to original electrical control and distribution Continued on page 24

Starshell Winter 2019 | 23 including; the galley, main cafeteria, four lounges, multi-media training room, equipment training room, five offices, 36 For a video about MV Asterix’s participa- cabins for the civilian crew, and all pas- sageways. Hotel personnel work 12 hour tion in Rim of the Pacific Exercise 2018, visit shifts each day. All spaces and passage www.youtube.com/watch?v=wSROncbYdEk ways are designed and constructed of easy to clean surfaces. The galley is manned by four personnel and can provide 500 high milk, juices and snacks from the galley, loaded into a large container bay for- class meals a day. The 36 civilian and 40 comfortable seating, laptop work stations ward in an enclosed house. This area navy crew are fed in one well-appointed and TV monitors that are connected to holds 38 containers, 14 of which can be cafeteria. The galley is state of the art, the world by satellite. refrigerated. The stacked containers can maximizing efficiency and maintaining Aviation Capability all be accessed and unloaded with pallets the highest sanitation standards. The scul- The aviation capability of Asterix is moved in an elevator linking all decks to lery is manned by two personnel—one far superior to our previous AORs. The the through deck and upper deck. Eight per watch. flight deck and hangar space is capable more containers can be stored above the Naval Replenishment Unit (NRU) of landing not only the CH-148 Cyclone container bay and eight more on deck aft This unit is currently composed of 40 maritime helicopter but also the Cana- of the bay. personnel, which can be expanded to 114 dian CH-147F Chinook heavy lift heli- Another enhancement is the provision when required. The NRU provides per- copter. The deck is certified by Transport of a through deck (next deck below up- sonnel for: command and administration, Canada for civilian helicopters, and by per deck) linking the container bay right sustained underway replenishment (four the Air Force for the cyclone helicopter aft to the hanger. Fork lifts can move pal- RAS teams), aviation (when helicopters for daylight landing. For the Cyclone, lets from forward to aft to the helicopter are embarked), medical and dental ser- this will be extended to day/night flight hanger via an elevator in preparation for vices to support the NRU and personnel operations, and will hopefully be fol- Vertrep operations. For solid transfers from other military units and ships, and lowed by Air Force certification for the to alongside ships, stores can be moved communications support. They man and Chinook. The ship has two large hangars from the container bay directly to the operate four 50 cal. machine gun mount- to house two helicopters with folded RAS stations. The large size of the ship ings used for low intensity self-defence. blades. The aviation spaces are well de- (beam 25.2 metres) provides space for The NRU is headed by an OIC who signed, providing maintenance shops, store rooms on both sides of the through has the powers of a commanding officer. administrative offices, changing facilities deck. The through deck can be used to He provides the liaison with the ship’s for crew, and a tempest certified crew carry military trucks and other equip- Master to ensure a seamless provision of briefing room. The FLYCO space is lo- ment of equal size and weight. A small services to the fleet. The NRU is estab- cated high above the flight deck with a number of Light Armoured Vehicles can lished on a Home Port system with the magnificent view of landing operations be secured on deck. Two landing craft two crews alternating every six months, and is kitted out with the latest equip- can be secured on deck, but are not cur- with some overlap to provide continu- ment. The latest remote firefighting ca- rently available. The landing craft should ity. The Home Port does not determine pability has been installed, reducing the be provided soonest to enhance the where the ship will actually operate. requirement for a large firefighting crew. ship’s capability to land stores from off When not embarked, personnel conduct The aviation capability provides flexibil- shore. (I found this essential in Preserver pre-deployment readiness training, other ity for enhanced support for maritime off Somalia when out size stores were career courses, post-MV Asterix employ- task group operations, joint force opera- not suitable for Vertrep because they ment ashore, annual leave, or sea duty as tions, and humanitarian/disaster relief might damage the aircraft). required in other ships. operations better than ever before. It is Opposite the small hospital complex, The NRU spaces include offices, a tem- believed that the forthcoming JSS will along the through deck, a large space pest certified communications room for support two Cyclone aircraft. is available for the fitting out of two crypto security, a tempest certified opera- Design Enhancements 60 person hospital wards. Alternately, tions room (not currently utilized at di- One main design enhancement en- this space can be converted to berth rection of the government), a five-person compasses a new method of loading, un- a Special Forces Company (approxi- hospital ward, a surgical facility with one loading and storing dry and refrigerated mately 120 souls), with their equipment bed, an X-Ray compartment, and a den- stores, ammunition and vehicles. In place containerized. tal facility. The NRU have been provided of the large holds in the old AORs, the In the aft section of the ship is the with lounges appointed with bar seating stores are loaded in containers ashore, largest gymnasium and associated train- and equipment for provision of coffee, lifted by the ship’s 30 tonne cranes, and ing equipment space imaginable at sea.

24 | Starshell Winter 2019 The space can be alternatively used to battery backup. Additionally, the navy’s below decks, along with the pumps and house in excess of 100 personnel in a newest digital integrated voice/data valves, reduces annual maintenance humanitarian/disaster relief crisis opera- switching system that supports commu- costs considerably. The concept has also tion (such as Provider’s “boat people” in nications and radio room automation is increased the operational utilization of the 1990s). Additionally, a large space also fitted, providing the complex voice, an AOR, as shown by Asterix’s 340 days currently fitted for crew use and training video and data communications needs of deployed in the West Atlantic and East contains a dozen computer terminals, a present and future joint/allied missions. and West Pacific in 2018, and fuelling large monitor, and working space. This The ship’s design included the re- and/or storing over 138 Canadian and space can be used as an NGO office dur- quirement for anti-missile defence and is allied ships. ing a humanitarian operation. fitted for, but not with the AOR Phalanx It should also be noted that this ship To provide an efficient method to close in weapons systems. The systems, has four RAS stations, allowing for simul- quickly run electrical cable and pipes even though available, (removed from taneous transfer of solid and fuel, whereas throughout the ship and to ease future Preserver and Protecteur) were not sup- the yet-to-be-built Protecteur Class (JSS) retro-fits of new equipment, a fore and plied by the government. has only two RAS stations to pass fuel or aft “tween-deck” (a half-deck below the Lastly, a Canadian designed and solid stores to two alongside ships. through deck) provides easy access. produced state-of-the-art solid waste The aviation capability to operate and Because of the attrition of RAS skills management system has been installed, house two maritime Cyclone helicopters during the absence of an AOR, Federal reducing trash to non-toxic vapour. or two Chinook heavy lift helicopters or Fleet Services has created an individual This innovative system was developed a mix of the two provides a flexibility distance learning package and a RAS op- under a separate DND project. Waste not attainable with the old AORs or the erator simulator to increase knowledge disposal is an increasing problem for future JSS. This capability and the extra prior to at sea operations to ensure safe ships. Many ports require garbage to be space in the ship, provides the flexibil- and damage-free operation. double-bagged and segregated, a labour ity to task the Resolve Class to include To provide accommodation, 150 cabin intensive process during long periods the movement and landing of a com- modules (mostly single, but with a few underway. Asterix solves this problem pany of special forces and their equip- doubles) were procured from a cruise for warships being supported. This is ment, or the effective support for either ship supplier fully provisioned with a another of this ground-breaking ship’s humanitarian or disaster relief opera- heated floor bathroom (sink, toilet, and labour savers. Additionally, a changing tions abroad. The ship can also be used shower) bed with drawers, WIFI, televi- and drying room for wet RAS clothing to embark a Joint Force HQ in support sion, satellite cable, desk and telephone was provided with ventilated lockers of Canadian or allied operations ashore. (VOIP), and two lockers for clothing. and a hot air rack to dry footwear. If Asterix was tasked to complement a They are high quality and easy to clean. Conclusions task group going in harm’s way, it would The large tempest certified operations The consortium of Federal Fleet Ser- have to be fitted with close in weapons room, fitted with a LAN and computer vices, Davie Ship Yard and the design systems and the NFU would have to be terminals provides the capability for an agency have produced a first class AOR augmented accordingly. embarked Joint Force HQ when needed to meet navy requirements. Innovative Four AORs have always been our na- (Preserver had to use the Senior Officer’s thought and improvements incorporat- val force development requirement, pro- cabin dining room during the Somalia ed from lessons learned from past AOR viding at least one operational ship on operation for the embarked Joint Staff sailors and engineers, have improved each coast at all times. To support our for a four week period until their “digs” capabilities considerably over the previ- 12 combat capable ships for national, were ready ashore). ous Protecteur Class. The containerized CAN-US and multi-national operations For connectivity with fleet units and system for stores and the movement of in peacetime and crisis, it is even more ashore, Asterix is fitted with four sat- stores within the ship is much better important to provide force multipliers. ellite communications terminals. The than the old AOR class. The manning AOR capabilities provide this in spades. navy’s SHINCOM 3100 system, inte- concept of melding a civilian component Their absence reduces the navy’s capa- grating tactical, administrative, voice and operating under commercial standards bility immensely. Naval leadership and data communications is also fitted. The and regulations, with a Naval Replen- all advocates of our navy should strongly all-digital secure voice system (SVS) ishment Unit has produced both effi- support the immediate purchase, for the interfaces, controls and manages every cient and cost-effective manning of an other coast, of a second Resolve Class aspect of internal and external com- AOR, saving millions of dollars per year. AOR, incorporating lessons learned munications. The system architecture Asterix is the Canadian version of the from Asterix, to augment the two JSS ensures continuity of communications Royal Navy RFAs, the Norwegian Navy when they finally commission. Waiting in adverse conditions with multiple lev- supply ship, and the USN USNS ships. until the mid or later-2020s for the next els of built-in redundancy and internal With much of the RAS gear system AOR should not be an option.

Starshell Winter 2019 | 25 Hamilton, A Unique Naval Heritage Site By Robert Williamson CD, CDR, nessing the return of a flagship status Searching for the two heavily gunned RCNR Ret’d to Hamilton. From 1951 to 1968, this ships 160 years later, even with their When HMCS Haida, Canada’s last outstanding naval reserve port facility approximate location known, was like surviving Second World War Tribal was the headquarters of COND (Com- looking for a needle in a haystack. The Class destroyer, was officially pro- manding Officer Naval Divisions) and search ended unsuccessfully in the claimed the Ceremonial Flagship of GLTC (Great Lakes Training Centre). autumn of 1973. When the scientists the Royal Canadian Navy last spring, This brought a cadre of career Senior disembarked, Captain Hodge turned it’s host, naval reserve division HMCS Officers, naval personnel and ships to for home. Having spent the war years Star, shone brightly. Hamilton, giving it a naval persona searching for submarines in the North To the uninformed, this may have usually attributed to Halifax and Atlantic, Hodge employed his sonar seemed like a lone highlight in the Esquimalt. one last time. His veteran instincts Hamilton, Ontario-based unit. But One of those officers was LCdr Ar- paid off and the world’s best preserved Star has had a surprising amount of chie Hodge, a veteran submarine hunt- 1812 era shipwrecks were found! For notable naval history. er of the Battle of the Atlantic. Upon his role in discovering these beautifully Star’s heritage can be traced back to his retirement from the RCN in 1968, preserved War of 1812 relics, Archie her namesake, one of Upper Canada’s and not wishing to leave the Hamilton Hodge was made a Fellow in the Royal oldest warships, launched in 1813 at area, he transferred to the Canadian Geographic Society. Kingston. She served in Commodore Coast Guard at the Canada Centre for A few years later, in 1980, Alderman Yeo’s Lake Ontario Squadron, which Inland Waters, driving the C.C.G. re- William McCulloch, a retired Naval played a major role in the defence of search vessel, Porte Dauphine. Thus, in Reserve Officer from HMCS Star, con- our budding Canadian nationhood. 1971, Hodge was assigned to a Royal vinced the City of Hamilton to acquire HMS Star sailed third in line with Ontario Museum project in search of these archaeological treasures from the Yeo’s flagshipHMS Wolfe. two 1813 warships, US Ships Hamilton province, envisioning them as a “World But the flagship anomaly does not and Scourge, sunk while trying to evade Class” tourist attraction. A Hamilton end there. Most of the present genera- the British squadron during a violent & Scourge Foundation was created to tion attending the flagship ceremony thunderstorm at the western end of promote the story of these 1813 arche- would not realize that they were wit- Lake Ontario. ological treasures. A memorial garden with 53 headstones was established in Hamilton’s waterfront Confederation Park. These ceremonial graves preserve the names of the lost seamen. The memorial garden overlooks the water vista of these priceless artifacts. They lie on the lake bed, now designated as a naval National Historic Site of Canada (NHSC). You can find more informa- tion, including videos and photos at the Hamilton & Scourge website: www. hamilton-scourge.hamilton.ca. In addition to the National Historic Sites of HMCS Haida and the 1813 warships, USS Hamilton & Scourge, there is yet another naval artifact at HMCS Star that can be found nowhere else in Canada. It is a giant ship’s bell of the Royal Sovereign Class British Dreadnought, HMS Ramillies. It, too, represents a significant piece of our Canadian naval heritage. With its 15- In a ceremony last spring, HMCS Haida was proclaimed the Ceremonial Flagship of the Royal inch guns, it served an important role Canadian Navy. Photo courtesy HMCS Star in protecting Halifax convoys from

26 | Starshell Winter 2019 German surface raiders in the early stages of the Battle of the Atlantic before the German submarine force attained significant strength. Ramillies’ massive fire-power was also used in the D-Day invasions of Normandy and southern France. Consequently, the bell made an ideal Second World War naval memorial for Star’s 75th Anniversary of the Royal Canadian Navy in 1985. You may wonder how such a unique artifact found its way to HMCS Star over a thousand miles from the Atlantic Ocean. It all began in 1947 when a local sea cadet officer, LCdr Moffat, was placed in charge of a sea cadet exchange program to England aboard the aircraft carrier HMCS Warrior. While in Portsmouth, the cadets were billeted in HMS Ramillies, a decommissioned British battleship. The ship was due to be scrapped and the as- tute Moffat purchased the bell as salvage and arranged for the next visiting Canadian war- ship to transport it back to Halifax. He then transported it to his cottage in Ontario where it must have been quite a conversation piece. When LCdr Moffat passed away, the bell was presented to HMCS Star on permanent loan, provided that it could be suitably displayed in his memory. The bell sat ignominiously through a series of administrative changes waiting for an active heritage patron. When I was appointed Executive Officer of HMCS Star in 1982, I found the bell buried un- der a collection of closet detritus in my assigned office. After researching its history, I realized LCdr Archie Hodge, who found the wrecks of USS Hamilton and USS Scourge. Photo that HMCS Star had in its possession an excep- Courtesy Toronto Star Archives tional naval memorial to both the first and sec- ond World Wars. I had it dedicated and mount- ed as such. Not only that, but I discovered that one of Star’s former officers, Lt Robert Morris, RCNR, was one of the sea cadets involved in the 1947 exchange program billeted in HMS Ramillies. Today, at age 91, he is a long-serving member of our local naval association and prob- ably the last surviving member of that memo- rable cadet exchange. That probably makes him a charter member of Hamilton’s naval heritage. I believe that Star’s 1813-14 namesake, the Haida Flagship, the Ramillies Naval Memorial, the Hamilton & Scourge National Historic Site, the original COND headquarters building and the former Great Lakes Training Centre, all make Hamilton an impressive naval heritage site engendering an honorable maritime aware- ness in our Canadian Society. USS Scourge in its final resting place. Photo courtesy Hamilton & Scourge Foundation

Starshell Winter 2019 | 27 Donald Connolly’s painting, entitled “Finale”, captures the violent end of Lt Robert Hampton Gray, Canada’s last Victoria Cross winner, and his target, the Japanese destroyer Amakusa. a place for HAMMY GRAY

Many know of Lt. Robert Hampton tacks on the German Battleship Tirpitz. Gray, VC, DSC, RCNVR—a hero rec- Sadly, on Aug. 9, 1945, while lead- ognized not only by Canadians, but also ing air attacks on Japanese naval ships by the nation he fought against in the in Onagawa Bay—sinking the destroyer Second World War. Amakusa—his plane was hit by anti-air- Raised in Nelson, B.C., he was attend- craft fire and crashed into the bay where ing UBC at the outbreak of the war. He his remains lie to this day. and reconciliation, a memorial was erect- joined the RCNVR as an Ordinary Sea- Hammy, as his fellow pilots called ed to Hammy overlooking Onagawa man and was selected for flying training. him, was posthumously awarded the Bay. It is the only memorial ever erected On gaining his wings he was commis- Victoria Cross, making him the most to a former enemy on Japanese soil. Vis- sioned as a sub-lieutenant and sent for highly decorated Canadian Navy hero iting Canadian Navy ships always send training in carrier operations in the UK. in the Second World War as well as the a contingent to conduct a ceremony He served in several theatres of war and only British Columbia pilot to receive there. While recognizing the huge hon- was awarded the Distinguished Service the honour. our signified by the Onagawa memo- Cross for fearlessly pressing home air at- In 1989, in a unique gesture of respect rial and other markers here in Canada,

28 | Starshell Winter 2019 former navy man Joe Buczkowski felt strongly that we must erect a me- The citation for Lt Gray’s VC, gazetted on November 13, 1945 read: morial to Hammy here in Victoria so that young Canadians in the future may admiralty whitehall, 13th november 1945. also know of Hammy Gray’s bravery and the king has been graciously pleased to approve the sacrifice. award of the victoria cross for valour to: Initial planning is for a memorial cairn the late temporary lieutenant robert hampton gray, in black marble with etchings of Hammy r.c.n.v.r., and his Corsair aircraft. His story will be for great valour in leading an attack on a japanese told in lettering on bronze plaques. The memorial will be set in a land- destroyer in onagawa wan, on 9 august 1945. in the face scaped area of quiet reflection at a newly of fire from shore batteries and a heavy concentration designed entrance to the British Colum- of fire from some five warships lieutenant gray pressed bia Aviation Museum in Sidney, B.C. home his attack, flying very low in order to ensure suc- We need to raise $25,000 to make this cess, and, although he was hit and his aircraft was in plan a reality. The Naval Association of flames, he obtained at least one direct hit, sinking the Canada (NAC) Endowment Fund has donated $2,500 and the local branch, destroyer. lieutenant gray has consistently shown a NAC-VI, has agreed to accept donations brilliant fighting spirit and most inspiring leadership. on behalf of the project.

Please send your donation to: Naval Association of Canada, Vancouver Island Box 5221, Victoria, B.C. V8R 6N4 Make your cheque payable to: Naval Assn of Canada – VI On the memo line write “Lt Gray Project”. Provide a return address for your receipt.

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www.prospectus.ca Starshell Winter 2019 | 29 The Three Sisters By Capt. J.G.R. (Rod) Hutcheson, RCN (ret’d)

HMCS Eastore

In a previous article, “Unsung Hero” seemed to me unusual that her sister ship • Hull No.141, designated FS 554, [Starshell, Summer 2018], I examined would be constructed in Wisconsin. My shown as “Disposition unknown”. the life and times of HMCS/CNAV doubts were reinforced by Don Gorham’s The only feasable conclusion ap- Eastore (510GT, 176 ft). In the course of flikr account, which lists her birthplace as pears to be that the three sister ships researching that subject, I came across a Brunswick, Georgia. (Eastore, Laymore and Westore) were all number of references indicating that she So I turned to Tim Colton’s website on built more or less simultaneously in the had two sister ships of the FS (Freight “U.S. Shipbuilding History, Shipbuilding Brunswick Marine shipyard with: and Supply) class, Laymore and Westore. Records”, which shows that all six ships • FS 552 becoming HMCS/CNAV The available information relating to of the FS class from the Kewaunee yard Eastore, which I have documented as these two vessels contain a number of and all fourteen from FMG built dur- noted above anomalies that I put aside for further ing the war years were delivered to the • FS 554 becoming HMCS/CNAV Lay- examination when I had the time. This USCG or the USN and none to Canada. more whose long life in Canada is well re- brief article is an attempt to clarify the In fact, no other U.S. shipyard building corded (see “For Posterity’s Sake” et. al.) record. this class of vessel during the Second • FS 553 intended to be HMCS Westore, The history of Laymore has been well World War sent any to Canada, with the but was, in fact, retained by the U.S. documented elsewhere, including on sole exception of Brunswick Marine. The Army. the website www.forposterityssake.ca, shipbuilding history of that yard is also Westore (designate) is noteworthy for from her commissioning in Halifax in included in Colton’s website. It shows the nearly complete absence of recorded June 1945 and transfer to the west coast that only three FS 510-tonners were ever information about her history. It’s clear as a CNAV in 1946 to her ultimate de- built there and all were completed in late that orders must have been placed by mise on the B.C. coast some 70 years later. 1944/early 1945. They were: Canada with, or perhaps an offer re- However, her birthplace is variously given • Hull No.139, designated FS 552, ceived from, U.S. authorities for all three as either the Kewaunee, Wisconsin Ship- delivered to Canada in November vessels. Two were delivered—Eastore yard or the FMG Bay Shipbuilding Com- 1944 and becoming HMCS Eastore; and Laymore—with the third being pre- pany of Sturgeon Bay, Wisconsin. Know- • Hull No.140, designated FS 553, assigned her name (Westore), pendant ing that Eastore had been built in the delivered to the U.S. Army in January (Z58) and radio call sign (CGGD) by Brunswick Marine Shipyard in Georgia, it 1945 and ultimately sold in 1965; the RCN in anticipation of her joining

30 | Starshell Winter 2019 the fleet. Although these have lingered on in some records to this day, it ap- FS 553, Westore (designate), just before being pears that her order was cancelled late in sunk to become Wickstrom Reef. construction. As a result, Westore (des- Photo courtesy of MCAC Artificial Reef Fund ignate) was retained by the U.S. Army as FS 553 where she served until 1964 before being sold. The bare bones of the life of FS 553 beyond 1964 can be tracked using her IMO number 6511398. She was first bought by the Caribbean Shipping Company in 1964 and rechristened as Sonic II. A mere two years later she was sold to the Florida-Panama Lines, be- coming Tauros, where she seems to have remained until 1979 when she was again sold to an organization called Yankee Endeavor. There she was rebuilt and re- agents found 1,100 pounds of cocaine the bottom of the sea as a haven for ma- named Taurus, evidently retained for 21 on the Honduran freighter Apemagu at rine life. This event is well documented years—in what role I do not know—be- Guantanamo Bay, Cuba.” on the website of the MCAC Artificial fore changing hands once again in 1998 She was evidently confiscated, put on Reef Fund together with before and af- at 53 years of age. She promptly reap- the block and sold for the final time to ter photos showing her last moments peared with a new name, Apemagu, and Florida Sportsman magazine founder and final resting place. flying the Honduran flag. This turned and editor Karl Wickstrom and the Mar- Hopefully this brings closure to the out to be a fatal move. tin County Anglers Club for the purpose life stories of the three sisters, which FS 553 had no sooner become Apema- of creating an artificial reef. On Jan. 21, were separated at birth or shortly there- gu when a Reuters report of Aug. 19, 2003, Westore (designate), now renamed after, never to meet again. Gone but not 1998 records that: “On Aug. 7, [customs] Wickstrom Reef, took her final voyage to forgotten. Canadian Naval Heritage The serialized naval memoirs of the late RAdm Robert Philip ‘Bob’ Welland DSC & Bar, MiD, psc, Officer of the Legion of Merit (USA), RCN

Returning home. What was accomplished? Athabaskan has been away from home, not of course because of the girl thing, The wind was astern and soon the log protecting the sovereignty of South Korea but for the exercise. At the top of the showed 32 knots. for 10 months. There’s time for just one incredibly steep, rocky, hill were 20 ev- We landed our sick man without put- more wager and some reflection on whether ergreen trees in neat rows. The tallest ting a wire onto the jetty. Stu Peacock anything was accomplished. tree was 18 inches. Some trees. Some and his men just handed him over in Finally, we were ordered back to girls! The U.S. Navy people who ran the a stretcher to the ambulance crew. Canada. We would sail alone; I chose lonely depot asked us to give a wave He lived. We now had to make speed the shortest route. It takes the great- and blow a kiss to their country as we down the west coast of the Charlottes circle north up the Japanese coast, east sailed down Juan de Fuca. and Vancouver Island if we were to be across the Pacific with a fuelling stop One day after leaving Adak a sailor within the brackets of the raffle time; at the U.S. naval base on Adak Island. got sick. Doctor Bruce Ramsay said he we had added 160 miles to the planned Then the final run for home: west of the had a dangerous appendicitis. I had not trip. There would be enough fuel. Queen Charlottes, into Juan de Fuca, lost a man in 10 months of the war; I did a lot of fiddling with the revolu- then past the Fisgard lighthouse at the we were too close to home to have it tions going down Juan de Fuca and es- entrance to Esquimalt. We could make happen now—and the sailor’s welfare pecially between Albert Head and the it in eight days. counted too! I told Eric Revfrem to lighthouse. The Chief Yeoman called I urged the crew to bet on our time- put on the third boiler and altered the out the seconds over the speaker system of-arrival at the lighthouse, 4,600 miles course for Prince Rupert. Ramsay wrote as we neared Fisgard lighthouse; Minus away. I gave a four-minute bracket with out his diagnosis, Chief Sharpe put it 32 ..... Minus 12 ... Minus 3 ... Minus 2. the mid point at zero and 120 seconds into morse and cracked it out to the As he said, “Minus 2” Dick Lier yelled, either side. The canteen sold tickets for naval radio station at Aldergrove, B.C. “Stop”. We were two seconds early. The two dollars each; the navigator and I winner was the foc’s’cle Petty Officer, could not bet. The winner would be the Nick Lazurak, who picked up $440. holder of the “second” when the Fisgard The wharf was crowded, a band was light bore 050 degrees on the bridge playing. Fire boats squirted water, ships gyro-compass as Lieut. Lier read it. We sounded their sirens. We were home. I were in the habit of betting on all sorts made a final alongside and did it well. of things, such as how many 40mm shots I found Stephanie in the crowd; three it might take for Leading Seaman Lond- I had not lost a man in small boys were beside her and a bun- vik to sink ‘that’ floating mine. (He hit dle was in her arms. My little boys bare- it first shot and a junior cook won $40). 10 months of the war; we ly knew who I was. My new daughter We arrived at Adak Island on plan. I smiled as we saw each other for the first hurried alongside the fuelling wharf. A were too close to home time. Stephanie was laughing. Maybe I sign at the end of the pier read, “Adak was crying. National Forest”, the next line read, to have it happen now— On the 5th July 1995, a reunion was “A Girl Under Every Tree”. An arrow held in Esquimalt, 45 years after the day pointed up a steep hill that appeared and the sailor’s welfare we sailed for Korea. There were 225 of barren of vegetation. I said for everyone us in the above picture. There were 76 to be back in two hours. I went myself, counted too! at the reunion. Not bad, noting that 56

32 | Starshell Winter 2019 Christmas day in 1950 was warm and sunny in Sasebo, Japan. So we took our picture. I am in the second row, centre. The XO, Stu Peacock on my right; engineer Eric Revfrem is on my left; Dick Leir is on Eric’s left. Bob Groskurth and Doc. Ramsay are on Leir ‘s left. The Korean sailor in the front row is Lieut. Kim ‘s signalman and was with us for ten months. had died in the interval. I got him to read an RC prayer at our mines without killing himself. He was Amongst those with whom I became “non-denominational” fo’c’sle services, now a building contractor. reacquainted were: at which the captain was usually the It was a fine gathering. Stag. Just like Stewart Peacock, my able Number parson. He is still called Padre Pilon by onboard for 10 months. We “Spliced the One, the ‘Jimmy’ who insisted on lead- his ex-shipmates! He is a millionaire Mainbrace” at the party with Navy rum. ing the landing parties we put ashore. contractor. At the end of each month in Korea He organized training courses that got Able Seaman John Rogers. He was our I rendered my monthly Report of Pro- most of the crew promoted one rank best thrower of a heaving line, able to ceedings as required by the Navy. The during our tour. He became a profes- put the end on the other ship at incred- opening line was always, “Sir, I have the sional educator. ible distances. He was now a judge in the honour to submit ...,” and my closing line Dick Lier, the navigator, said he only B.C. courts. was always, “Sir, I have the honour to be became a real navigator during the time Able Seaman Robert Elvidge, who was your obedient servant, Robert Welland.” in Korea, as he was in a Japanese pris- swept over the side during a gale and I followed the advice given me years on camp from the time he was a junior I went to the trouble of rescuing him, before by Commandeer Ken Adams, midshipman and missed a few courses! even though he had disobeyed orders to “How will they know how deserving we (I knew that.) stay off the open deck. He had become are if we don’t tell them?” I was acutely Petty Officer Andre Pilon. He was the an airline pilot. aware, once a month, that in describing senior Roman Catholic on board—we Able Seaman Ernie Dalton, who was myself as “an obedient servant” was a were manned by west coasters—and very good at attaching explosives to Continued on page 35

Starshell Winter 2019 | 33 A year after returning from Korea, I was serving in Halifax. Vincent Massey, the Governor General, held an investiture at Nova Scotia’s Government House. When he presented my DSC (for Korea) he remembered doing the same thing in 1940 at Canada House in London. Gillie was not quite two, Chris was four, Tony was six, Mike was eight, Stephanie was beautiful.

34 | Starshell Winter 2019 Continued from page 33 were only minutes away at jet speed. fiction that would have made a The American Intelligence re- genuine obedient servant blush. ported they thought little of Chi- I was closer to being a mutinous nese capability and consequently son-of-a bitch, but as the report made grave errors. Our invasion went directly to Ottawa, this at Wonsan was a shambles be- double-speak would be easily ra- cause the harbour was mined, tionalized in those corridors. and noone knew that. (I discov- I was given the following prizes ered the sea-mining on the West for doing what I was paid to do: Coast). This same ‘Intelligence • The American president Service’ knew nothing of the awarded me their Legion of Chinese Army’s intention to in- Merit, degree of officer vade Korea with a million men • The King (George VI) award- and then surprise and slaughter ed me the Distinguished Ser- 25,000 U.S. troops. vice Cross (for the second In WWII we trusted the “In- time) and also a Mention in telligence” people. In Korea we Dispatches (also for the sec- could not. This put unnecessary ond time). strain on everyone at sea. Every • The president of Korea, Syng- single day, I niggled the crew man Rhee, awarded me a about readiness, springing little Korean medal, but I was not exercises at odd times of the day allowed to accept it for some and night. diplomatic reason that was The Canadian newspapers never explained to me. Per- arrived in the ship about two haps the old Headman of weeks after their printing. I can’t Soon after arriving home we held a christening ceremony on the Kokunsan Gunto recom- remember a single edition that board. Gillian has her name engraved on the ship’s bell. (Atha- mended the award because I didn’t contain erudite articles on baskan returned to Korea for a second tour soon after this event) had been so charming whilst the utter foolishness of Canada “Twisting him”? Or maybe his taking part in the “Korean Police granddaughter did it? Action”. No doubt they made I still have opinions about amusing reading if you were sit- my part in the Korean War and ting with your feet up in Etobi- Canada’s participation. From a coke, but if you happened to be a professional aspect, it demand- sailor off the Korean coast for 10 ed my attention, particularly the months straight, with a wife and navigation and pilotage. During kids in Canada, the entertain- the period I was there, six de- ment value was zero. Our Na- stroyers or sloops ran aground. tional Government was hopeless The causes were out-of-date at countering nay-sayers; even I charting combined with the spent time thinking the whole careless use of echo-sounders thing was a stupid waste of my and radar. While there was vir- time and money. tually no opposition at sea, there Perhaps it was worthwhile. If was a constant threat of the our side had not defended the Chinese Navy getting into the South when the North invad- fray. They had a base at Darien ed, all of Korea would now be only a hundred miles away and “North”. At present, 50 years af- a sneak attack was a possibility, ter the events I describe, South especially as they were distrib- Korea is a highly successful, uting mines to the Koreans. The wealthy country, whereas the Chinese Air Force had excellent North is hopelessly backward and planes flown by Russians; they begging for food.

Starshell Winter 2019 | 35 Book Review

Learning War Challenges to Sea Power in an Age of Fiscal Austerity and Political Uncertainty By Trent Hone, Naval Institute Press (2018)

Reviewed by Gord Forbes It was due to the willingness The subtitle of this book, “The evolu- of these officers to adopt tech- tion of fighting doctrine in the U.S. Navy, nological advances such as fire 1898–1945”, aptly bounds the time and control systems that improve- intent of the author. Trent Hone has ments in gunnery were made. combined his knowledge of the USN in The launch of HMS Dread- the early twentieth century and leader- nought in 1906 as the first all ship in the field of complexity science big-gun battleship forced all applied to organizational design to try other navies to invest in this and make sense of the challenges of new style of ship. The US developing a modern navy. Navy was no different. USS If you understand terms like “com- Nevada, laid down in 1912 plex adaptive systems” and “heuristics” and completed in 1916, was you will have no problem understanding the first battleship to be this book. If you don’t understand these designed to engage at more terms, you will soon learn how and why than 10,000 yards using they are used. All you need to do is read the newest types of guns the Introduction carefully. and fire control apparatus. Instead of trying to cover all aspects (As an aside, USS Nevada of naval warfare, the author concentrates will be remembered as the on naval gunnery to carry his message. only battleship that tried to The state of gunnery in 1898, at the escape Pearl Harbor on time of the war with Spain, was relative- Dec. 7, 1941.) These types ly poor, according to the author. Battles of improvements contin- were fought at short ranges of 3,000 ued up until World War II. yards, even by the biggest battleships, The evolution of officers’ and hitting percentages were very low. education and technical It was after this war when a number of improvements also forced an improve- to be the Japanese doctrine until it was men arose who were revolutionary in ment to the study and trial of tactics too late to change. The US, as a result of their view of the navy. and strategy. New doctrines were ana- early battles, learned that this was not In the following years several impor- lyzed at institutions such as the Naval how the war was going to be fought. tant initiatives were started that would War College and trialed at fleet prob- The second part of this book con- revolutionize how officers were trained, lems at sea on an annual basis. This led centrates on two groups of World War promoted and used. Training and learn- to improvements in tactics, control of II battles wherein the USN adapted its ing became a career-long habit. The im- large units of ships and later the inte- doctrine to the new reality. The first portance of the Naval War College grew gration of aircraft carriers in the battle battles considered were the various as a way of instilling improvements in fleet. Nonetheless, by the beginning of encounters around Guadalcanal in late tactics and strategy. Officers were pro- World War II tacticians in Japan and the 1942. These were basically ad hoc bat- moted on merit rather than seniority. U.S. still expected to fight one big fleet tles fought with destroyers, cruisers and Those with innovative ideas were en- action between combined fleets for battleships. Most of the battles were couraged to pursue such ideas. control of the Pacific. This continued fought at night, which the USN had

36 | Starshell Winter 2019 tried to shy away from before the war. the keys to victory in this large set of This book is a good companion to Even though the USN suffered sever- battles. The author’s analysis is quite a “America’s First General Staff”, about al losses in these battles, they learned a revelation from the traditional view. the General Board of the US Navy, a lot of valuable lessons and developed a There was one small section of the book that was reviewed in the Win- number of important innovations. One book that particularly intrigued me. ter 2018 edition of Starshell. It covers of these innovations was the Combat In it, the author compares the efforts much the same era and shows the other Information Centre (CIC), first con- at improvement and innovation by half of the USN’s evolution that was in- ceived by the destroyer USS Fletcher, the USN to those of the Royal Navy fluenced by the General Board and its but soon adopted by the rest of the (RN) and Imperial Japanese Navy studies. fleet with the encouragement of Admi- (IJN) during the pre-war period. In In my opinion, this book should be ral Chester Nimitz. it, he contends that the IJN was too read by both the Canadian Navy’s oper- Nonetheless, many of the rest of the fixated on its success at the Battle of ational and engineering staff when they lessons learned contradicted the doc- Tsushima in 1904. In the case of the serve in such roles as maritime require- trine that had been developed before RN, he contends that this fleet was ments or doctrinal development. As a the war. New doctrines had to be devel- too busy being the world’s ocean po- small navy, the RCN has the ability to oped “on the fly” as the war progressed. lice to have the time or inclination be more innovative. We have done it in The second battle studied was Leyte to make the same effort as the USN. the past and we can continue to do it. Gulf, where many of the new innova- I wondered if this situation is present This book is a good primer on how this tions in technology and doctrine were today in the USN. can be done. NAC Regalia Sales

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Starshell Winter 2019 | 37 Book Review

Progressives in Navy Blue Maritime Strategy, American Empire, and The Transformation of U.S. Naval Identity By Scott Mobley, Naval Institute Press (2018)

Reviewed by George Forward somewhat little-known history, Scott Mobley has produced a tome to his credit, Mobley disentan- with a rather narrow scope, which, de- gles an extremely complicated spite the arcane nature of the topic in- intra-political snarl and pro- dicated by the title, has far-reaching and vides the reader with a ready lasting effects. How could it not? After resource to understand many of all, it is the story of the foundation of the the issues that plagued Ameri- modern U.S. Navy, the most powerful can naval planners and chiefs armed force on the globe. during these two hectic de- Mobley concentrates on the radical cades. Imagine, if you will, new changes felt within the USN between and emerging technologies the years of 1873 and 1898. In the span together with a total trans- of two decades, this instrument of Amer- formation of the curricula of ican foreign policy transformed from an the Naval Academy coupled institution that existed primarily to po- with a country just emerging lice and promote U.S. commercial activi- onto the world stage and de- ties abroad to an instrument of national manding the instrument with defence and all that entailed. Interesting- which to project its power. ly, at the very time that the United States Heady stuff! was essentially building an empire, a con- Mobley starts his work by sequence of the Spanish-American War, setting the scene. He writes the navy was transitioning away from about how the “Culture of “imperial policing”. the Quarterdeck” pervaded To understand this irony, Mobley takes naval thinking and practice us through the transformation of the of- in the 1870s; how gunnery ficer’s corps during this period, a trans- and seamanship was a priority and how rial” roles and commercial focus to estab- formation at least as radical as the move fleet operations or strategy was relegated lish fleets of defence to then mature that from sail to steam or that which emerged to the few commanders who read some- strategy to project it even further into a from a focus on seamanship and gunnery thing other than a seamanship manual. new and broader imperial role. to one of fleet tactics and projection of He starts his study in 1873, the year that It was particularly stunning to me, a power. marks the birth of the U.S. Naval Insti- student of history, to realize that strate- He also writes of the massive reorga- tute, the organization that provided a “… gy—defined as a specific body of knowl- nization of the naval structure. This fi- vital forum for innovation, sparking an edge, skills and practices exercised by nal piece encompassed everything from explosion of interaction and discourse commanders and their staffs—was ab- procurement to manning and so we see among naval professionals.” sent and even discouraged within the emerge an organization that remade itself The other end of the timeline is—no U.S. Navy prior to the 1870s. Yet, scarce- not based on function or historical role, surprise—the war with Spain that ironi- ly 20 years later, strategy formed such an not governed by ship design or limitations cally presents America with the need for essential element of professional identity but rather, born of the new and emerging an “imperial navy”, but one born of do- for naval officers that it would colour and ideals of strategy and mechanism. mestic defence. In other words, America influence decisions made, ships launched Peppered with conclusions based on had to step back from its previous “impe- and wars fought from then to now.

38 | Starshell Winter 2019 Following on from the initial chap- ters where Mobley traces the evolution It was particularly stunning to me, a student of of officers in tandem with technology from “mariner-warriors” to “warrior-engi- history, to realize that strategy...was absent and even neers”, the book then embarks on a se- ries of chapters that address the further discouraged within the U.S. Navy prior to the 1870s. influence of intelligence, the Naval War College and the inevitable push back stitutions had emerged as the dominant egy, but also the nature of such think- in a delightful chapter focussing on the force in naval policy and that an ideology ers as Mahan and Luce demand further navy’s culture wars. Having it laid out of progress was to be the USN’s mantra study. The reader runs the risk of getting how Mahan, Taylor and Luce had to fight going far forward into the future. Great lost occasionally in some of the minutiae tooth and nail not only for survival of national wealth was to ensure the arena of American-defined concepts that as the War College, but also for validity in of innovation within which naval plan- Canadians, we can relate to, but rarely their thinking reminds us how lassitude ners could operate. But the forward- equate. I thoroughly enjoyed this book and resource competition lurks around thinking and far-reaching ideas produced despite it demanding uninterrupted time. every corner, threatening to kill even the were a direct result of an armed force This book’s value lies in its well-re- most glaringly obvious need for change. that was as progressive in its thinking as searched text that gives the reader a use- Mobley finishes with how, in the span it was respectful of its past. ful reference into the foundations of the of three short years between 1894 and Mobley’s treatment of a very compli- present USN and an appreciation for an 1897, this groundswell of change had so cated and multi-layered topic is admi- unrealized and thoroughly alternative cemented itself within the USN that the rable and very readable to those that are history if some innovative and somewhat emerging ideal of progressivism survived truly interested. I caution, however, that radical officers had merely toed the line. even the Cold War. this is no easy read without a little bit of Recommended for the naval historian at Mobley concludes his work by sum- existent background in naval theory and heart. ming up the prevalent theme that at least a passing knowledge of the evolu- Captain E.G. Forward, RCN, currently strategy and mechanism—two alto- tion of sail to steam in the final decades serves as the Director of Military Pay and gether foreign concepts just a few years of the 1800s. The narrow scope and very Allowances Processing. He is the author of before—changed the USN irrevocably. detailed examination of not only a na- several historical novels of Newfoundland By the mid-1890s, strategic ideas and in- tion’s emerging values and national strat- and Labrador.

HAVE OLD PRINT COPIES OF STARSHELL LYING AROUND?

The Naval Museum of Manitoba wants them!

Members wishing to donate old print copies of Starshell would be greatly appreciated by the museum. Extra/duplicate copies will be shared with other naval museums. Many thanks! Please address to: Claude Rivard, Curator, Naval Museum of Manitoba, 1 Navy Way, Winnipeg MB R3C 4J7

Starshell Winter 2019 | 39 Book Review

The Kissing Sailor The Mystery Behind the Photo That Ended World War II By Lawrence Verria & George Galdorisi, Naval Institute Press (2018)

Reviewed by Gord Forbes Square starting in late morning Well this is quite a bit different from to watch the scrolling headline your normal book being reviewed for on the New York Times build- Starshell. It does relate to an important ing which kept flashing “V-J, historical event. It does feature a few V-J, V-J”. The two people in sailors. It does delve into a mystery. But the picture were total strang- a significant historical drama it is not. ers who did not even say a This story is about a picture taken by word to each other before, a famous photojournalist for Life Maga- during or after the kiss. A total zine on V-J Day, Aug. 14, 1945 of a sail- of five pictures were taken of or kissing a young woman dressed in a the couple; four by the photo- nurse’s uniform. It was published in the journalist, and one by a Navy Aug. 27 edition of Life, but not on the Lieutenant. front page as some people assumed. It Unfortunately, while this became one of the most iconic pictures historic picture was being of the Second World War. taken, nobody bothered to Although the announcement by Presi- find out who the kissing dent Harry Truman of the official end to couple were. Thus, a mystery the war was not made until 7 p.m. that was created. evening, the picture was taken about It was not until 1980 that 2 p.m. in anticipation of the Japanese Life tried to unravel the surrender. People had gathered in Times mystery. To their surprise, hundreds of ex-sailors and nurses responded that they were one of the people in the picture. After a short review of the results of these studies, claims and Unfortunately, while the candidates, Life gave up and ended why, ultimately, the authors issue their the contest. However, over the next findings and identify the ex-sailor and this historic picture was few years, three men and three women the woman (who was not a nurse) who emerged as the most likely candidates. were actually the subjects of the famous being taken, nobody One nurse and one ex-sailor became picture. the most vociferous in their demand The authors may be considered a bothered to find out that they were the ones. They gained strange pair for such a project. Lawrence a wide audience and many agreed that Verria is a high school social studies who the kissing couple they were the ones. But other claims teacher. George Galdorisi is a retired US had legitimacy as well. The result was Navy Captain who was a naval aviator. were. Thus, a mystery several studies by recognized experts in But together, they have produced a well- such fields as photographic analysis and researched and very readable book about was created. forensic physiology. This book explores an iconic subject. It is worth a read.

40 | Starshell Winter 2019 NAC Endowment Fund Donation Money raised through the NAC Endowment Fund allows our association to meet its mandate of increasing the awareness of Canada as a maritime nation and bringing attention to the critical role our Navy plays in the protection and development of our maritime interests. ✓Yes, I want to help! I want to support our Naval Heritage and Endowment Fund with Please make your cheque payable to “NAC my cheque, which is my enduring property gift for: Endowment Fund” and mail to: NAC Endowment Fund $100 ____ $500 ____ $1,000____ Other amount $ ______PO Box 42025 Oak Bay 2200 Oak Bay Avenue Victoria, BC V8R 6T4 Name______Receipts will be provided for income tax purposes NAC Branch (if applicable)______(in the case of a donation through Canada Helps, they will be issued by that organization). The Can- UNTD____ Venture____ Other____ (Check all applicable) ada Revenue Agency charitable registration num- Address______ber is 11924 6551 RR0001

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Starshell Winter 2019 | 41 Last Post Post Compiled by Pat D. C. Barnhouse ‘Starshell’ Obituaries Editor

Kindly forward all obituaries to Pat at 535 Kenwood Avenue, Ottawa, ON K2A 0L7 or by email to [email protected]

NAC MEMBERS LCdr(S) Douglas George MEREDITH, CD, RCN(Ret’d) NAC-O, 95 in Ottawa26/12/18. Srv’d RCNVR WWII. Jn’d Cdr Gerald Arthur BEAMENT, KStJ, CD**, RCN(Ret’d) RCN(R) at Carleton 20/11/47 as Lt(S) (sen. 06/03/47). Tsf’d NAC-O, 87 in Ottawa 17/11/18. Jn’d RMC 09/50, RCN(R) to RCN as Lt(S) (sen. 08/03/47, thence NSHQ (USN for Cdt 03/51 and RCN Cdt(S) 11/53. Prom A/S/Lt(S) 06/54 Courses) 01/50, Nootka (Korea) 11/51, Stadacona 02/53 and thence Ontario 06/54, Naden 11/54 and Royal Roads 06/55. Shearwater 07/54. Prom LCdr(S) 08/03/55 fll’d byPatriot Prom S/Lt(S) 09/55 fll’d byStadacona 07/55. Prom Lt(S) 02/56, Niagara 10/56, Bytown 07/59, Cape Scott 07/62 and 06/56 fll’d byBuckingham 09/56, Griffon 12/57, Hochelaga CFHQ 08/64. Ret’d in ’66. (Citizen) 09/59 and Niagara (Exch USN) 07/62. Prom LCdr 12/63 thence Provider 07/65 and CFSAL 07/69. Prom Cdr 03/74 Cdr John Robert Silverio PIRQUET, CD*, RCN(Ret’d) fll’d by CFB Borden 05/73 and NDHQ (ADM(PER) and CPS) NAC-VI, 78 in Victoria 08/12/18. Jn’d RCN as Cdt at Ven- 04/74. Ret’d 05/86. Bronze Medallion (’82). (Citizen) ture 08/09/58, tsf’d to Royal Roads 09/59 and RMC 09/61. Prom S/Lt 05/63, thence Stadacona 06/63, Qu’Appelle 01/64, Cdr Philip George BISSELL, CD**, RCN(Ret’d) St.Croix 12/64 and Saguenay 05/65. Rls’d mid ’66, reenrolled NAC-VI, 92 in Victoria 12/01/19. Jn’d RCN as OS in ’44, fll’d 11/10/67 and prom Lt 10/67 fll’d byGatineau 01/70 and by selection for Upperyardman Trg. Prom A/S/Lt 05/49 and CDLS(L) (RNEC Dagger Cse.) 04/72. Prom LCdr 04/73, S/Lt same day, thence Sioux (Korea) 04/51. Prom Lt 12/51 thence Columbia 08/73, Qu’Appelle 02/74, NDHQ 08/75, EX fll’d byNiobe (Long “G” Cse.) 08/53, Stadacona 01/55 and St. DUTY UK (Bath) 07/76, CDLS(L) 07/79 and NDHQ 02/80. Laurent 06/57. Prom LCdr 01/10/59 thence Stadacona 12/59, Prom Cdr 08/81 fll’d by CFB Esquimalt 07/83 and MARCOM Niobe 11/60, Micmac (XO) 08/64, Qu’Appelle (XO) 02/64, HQ 08/85. Ret’d 15/10/87. (KB, RNDM) FOPC 07/65 and Chaudiere (i/c) in ‘67. Prom Cdr 05/09/72 fll’d by CDLS(W) 09/72 and CFFS Esquimalt 07/74. Ret’d Lt(P) George Edward PUMPLE, CD*, RCN(Ret’d) 07/10/77. President NAC-VI Br. 1989-90. Bronze (’91) and Calgary Br., 90 in Calgary 23/11/18. Srv’d RCEME 1944-45, jn’d Silver (’95) Medallions. (RNDM). RCAF as Flt Cdt 1948 and srv’d till 1954. Jn’d RCN as Lt(P) 04/54 at Prevost, thence Cornwallis in ’54, Shearwater (VT-40, Lt Brooke Shaw CAMPBELL, CD, RCN(R)(Ret’d) VU-32 and VS-881) starting in’54, Malahat (VC-992) in ’59, NOABC, 76 in Vancouver 02/09/18. Jn’d UNTD as Cdt at Dis- Naden (VU-33 XO) in ’61, Malahat (VC-992 in ’64, Naden (VU- covery in 1960 and prom RCN(R) S/Lt in 1962 and Lt 07/64. 33) in ’64, Shearwater in ’64, York (RCAF Borden ATC Cse.), in Ret’d in ’76. Silver (’08) and Gold (’15) Medallions. (WC) ’65, Shearwater (Snr ATC Officer) in ’65, MARCOM HQ in ’66, Bonaventure (COD Plt) in ’67, Shearwater in ’69 and CFB Hali- Capt John R. “Jack” COLGAN, USN(Ret’d) fax in ’73. Ret’d 06/73. Calgary Br. President 1985-86; Bronze NAC-O, 86 in Virginia Beach VA USA 12/10/17. Naval avia- Medallion (’90). (MB, Canada’s Naval Aviators) tor, srv’d 33 years, 5,000+ flight hrs., 750 deck landings, de- ployed Mediterranean, Atlantic, Pacific and Vietnam, CO Na- OTHERS val Air Reserve Unit Norfolk, CO VF-43, SA to CNP and US Naval Attache Ottawa. (JN, The Virginian Pilot) Capt Douglas BENN, CD**, RCN(Ret’d) Former Member NAC-O, 89 in Ottawa 17/01/19. Jn’d RN as S/Lt Reginald William KOWALCHUK, RCN(R) Tech Apprentice, selected for officer training, attending RNEC Toronto Br., 76 in Mississauga, ON 18/10/18. Jn’d UNTD as for applications and dagger courses. Prom Lt(E) 04/52 and Cdt at Chippawa in 1962, prom RCN(R) A/S/Lt 09/62 and S/ RCN Exchange (NDHQ) 05/56. Tsf’d to RCN in ’58. Prom Lt same date. Rls’d in ’63. Bronze (’91) and Silver (’05) Medal- LCdr 01/01/60, Cdr 01/07/66 and Capt 01/06/74. Srv’d HM lions. (WC) Ships Devonshire, Gambia, Liverpool, Implacable, Indomitable Note: * indicates bar to the medal

42 | Starshell Winter 2019 “All these were honoured in their generations, and were the glory of their times. There be of them, that have left a name behind them, that their praises might be reported.”

– Apocrypha, Ecclesiasticus 44

and Arc Royal; Ottawa, Naden, CFHQ, NDC, CFSRU(A), Lt(MN) Marjorie Aileen FRASER (nee WHITE), RCN MARCOM HQ and 3CFQAR(i/c). Ret’d 13/11/82. 94 in Ottawa 19/12/18. Jn’d RCN as A/S/Lt(NS) 10/49 and later prom S/Lt(MN) same date. Prom Lt(MN) 06/52. Srv’d CPO1 Donald C. AWREY, CD*, RCN(R)(Ret’d) Naden and Stadacona. Rls’d 02/56. (Citizen) 85 in Ottawa 01/12/18. Srv’d RCN circa 1950-55 in Magnifi- cent and Portage. Jn’d RCN(R) at Carleton in ’61 and srv’d 20 S/Lt Reginald Harris HALLAM, RCN(R)(Ret’d) years, retiring in ’81. (Citizen) 91 in NS 11/18. Jn’d UNTD as OS (Officer Candidate) atSco - tian in 1946, designated Cdt 12/48 and prom S/Lt 02/50. To CPO2 Donald Forbes BAKER, CD**, RCN(Ret’d) Ret’d List in ’52. (WC) 86 in Windsor, NS 13/11/18. Jn’d RCN as OS 98/50, prom LS 03/54, PO2 03/56, PO1 12/65 and CPO2 06/71, Srv’d Mag- Surg Lt George Nathaniel Campbell HOBSON, RCN(R) nificent, LaHulloise, Lauzon, Huron, Cape Scott, Yukon, Ottawa, (Ret’d) Margaree, Annapolis, CFB Halifax, CFB Toronto, 73 CDN SVC 88 in Powell river, BC 08/12/18. Jn’d UNTD as Cdt at Chip- BN and 303 CFTSD. Ret’d 04/82. (SR, Chronicle Herald) pawa 13/02/49, later redesignated as Surg Cdt, prom A/Surg S/Lt 01/51, tsf’d to Discovery 10/51 and prom Surg Lt 06/52. LCol(PLT)(Ret’d( Donald Glenn COOK, CD* Tsf’d to Ret’d List in ’56. (WC) 83 in Ottawa 26/10/18. Jn’d UNTD as Cdt at Cataraqui 09/53, qual “P” and prom RCN(R) A/S/Lt(P) 07/56. Tsf’d RCN as S/ CPO1 Samuel Alfred JENNINGS, CD*, RCN(Ret’d) Lt(P) 02/57, prom Lt(P) 07/58, LCdr 07/66 and LCol(PLT) 92 in Halifax 02/11/18. Srv’d RAF in WWII. Jn’d RCN as PO2 01/74. Srv’d RCAF Stn’s for flt trg,Shearwater (VT-40, VS- 06/50 and prom PO1 06/52, CPO2 10/55 and CPO1 12/64. 880, HS-50, VX-10), Bonaventure, Niagara (USN Exch.), Srv’d RN (for trg.in S/M’s incl HMS Sidon), Bonaventure, Ojib- NDHQ, USNPGS, CFSC (Course 8), CFB Summerside and wa, Okanagan and SUBRON ONE. Ret’d 03/76. (Toronto Star) CFB Shearwater. Ret’d 01/83. (Citizen, Canada’s Naval Avi- ators) Cdt John Dillon JEROME, UNTD 85 in Ottawa 06/12/18. Jn’d UNTD as Surg Cdt 01/54 at CPO1 Henry George EINERSON, MSM, CD, RCN(Ret’d) Cataraqui and later redesignated Cdt. Rls’d 05/57. (Citizen) In Halifax 08/12/18. Srv’d 20 years, including Korean tour. (SR, Chronicle Herald). Lt(N)(CIC) Cynthia Ann LAWLESS 46 in Victoria 22/11/18. CPO sea cadet in her youth. Enrolled CPO1[CWO] Irving Morris FAIRBAIRN, MMM, CD**, as CIC officer in 1991 and subsequently commanded RCSCC’s RCN(Ret’d) Admiral Budge, Admiral Waller and Beacon Hill. (RNDM) 80 in Dartmouth,NS 28/11/18. Jn’d RCN as OS 08/55, prom LS 09/64, PO2 04/70, PO1 03/74. CPO2 02/79 and CPO1 LCdr Derek Charles LESTER, MiD, RN(Ret’d) 06/88. Srv’d Shearwater, Preserver, Iroquois, Huron and CFB Former Calgary Br., 97 in Calgary 26/12/18. Srv’d WWII. (MB) Winnipeg. Ret’d 12/93. (SR, Chronicle Herald) LCdr(P) Joseph James MacBRIEN, DSC(US), CD, RCN(Ret’d) LCdr Malcolm George FITZGERALD, CD*, RCN(Ret’d) 93 in Toronto 18/11/18. Jn’d RCN as Cdt at Royal Roads in 80 in Saint John, NB 20/11/18. Jn’d RCN as OS 05/56, prom LS ’42, prom Mid 06/43, A/S/Lt 04/45, S/Lt same date, Lt 01/46, 07/59, PO2 09/64, PO1 10/69 and CPO2 11/73. CFR’d as Lt qual “P” in ’47 and prom LCdr(P) 01/54. Srv’d Naden, Royal 12/74 and prom LCdr 06/83. Srv’d, inter alia, CFFS(Hfx), CFS Navy, Stadacona, Niobe (RN for Plt Trg.), Shearwater, Niagara Mill Cove, Fleet School Pacific, NEU(P),Restigouche and NDHQ (USN Exch. USS Oriskany Korea), Magnificent, RN Staff Col- (TRUMP Project). Ret’d 19/84. ([email protected]) lege and Bytown. Ret’d in ’56. (FMcK, Canada’s Naval Aviators) Continued on page 44

Starshell Winter 2019 | 43 Last Post

Cdr(Ret’d) Charles Lauchlin MacKINNON, CD** LCdr the Rev Alan SAGAR, CD, RCN(Ret’d) 64 in Calgary 05/12/18. Jn’d 06/79 as direct Entry NCdt, 92 in Halifax 23/12/18. Naval service WWII. Jn’d RCN 09/55 prom A/S/Lt 12/79, S/Lt 09/80, Lt 04/82, LCdr 08/93 and Cdr as SSA Lt (sen. 08/52), later made RCN Lt (sen. 10/55) and 12/01. Srv’d Protecteur, Fraser, CFB Lahr, NDHQ (TRUMP prom LCdr 01/65. Srv’d Stadacona, Granby, NRS Churchill Project, CNS Staff), CFCSC, NATO (Brunssum Netherlands) and DRB (Institute for Aviation Medicine – Diving Research). and NATO (Norfolk Virginia). Ret’d 07/14. (WM) Ret’d in ’70. (SR, Chronicle Herald)

LCdr Lorne Percy MILLAR, RCNVR(Ret’d) LCdr Robert Leslie SAVAGE, CD, RCN(Ret’d) Former Toronto Br., 100 in Guelph, ON 16/08/18. Jn’d as a Former NACVI, 93 in Victoria 27/11/18. Jn’d RN as Boy Sea- Prob S/Lt in 1941 at Toronto Division, prom S.Lt 08/41 and man WWII. Jn’d RCN(R) 08/52 as Lt (sen. 01/02/48), tsf’d Lt 08/42. Srv’d Kings, Prince Henry, Dawson, Prince Rupert, La- to RCN as Lt (sen. 03/06/50) and prom LCdr 06/58. Qual Malbaie and Cornwallis. Prom LCdr on transfer to Ret’d List P&RT. Srv’d Cornwallis, Niobe (P&RT Cse.), Toronto, Stadaco- in ’45. (WC, Toronto Star) na, FOPC, Bytown and CFB Esquimalt. Ret’d in ’72. Bronze Medallion (’86). (MM) CPO Robert Ernest MOREHOUSE, CD*, RCN(Ret’d) 91 in Halifax 23/11/18. Srv’d Naden, Stadacona, Cornwallis, CPO2 David Albert SMITH, CD*, RCN(Ret’d) Albro Lake, Portage, Iroquois, Skeena, Nipigon, Huron and Bo- 81 in Greenwich, NS. 29/12/18. Srv’d Cornwallis, Lanark, naventure. (SR, Chronicle Herald) Crescent, Saguenay, Cape Scott, Columbia, Chaudiere, Saskatch- ewan, Skeena, Itoquois, Stadacona, Albro Lake and Mill Cove. BGen(Ret’d) Bendt Alexander O’Neil OXHOLM, CMM, CD* (SR, Chronicle Herald) Former NOABC, 88 in Vancouver 19/01/19. Jn’d RCN as Mid(SSA) 22/08/49, prom A/S/Lt 12/50, S/Lt(P) same date LCdr Donald Howard TAIT, CD*, RCN(Ret’d) and Lt(P) 12/52. Selected for permanent commission and 91 in Ottawa 05/01/19. Jn’d UNTD as Cdt at Scotian 26/10/48, prom LCdr 12/60, Cdr 07/66, Col(PLT) 01/74 and BGen prom RCN(R) A/S/Lt 06/02/51 and S/Lt same day Tsf’d to 08/78. Srv’d Chippawa, RCAF Centralia, Niobe (RN for Trg.), RCN (SSA) at Cornwallis in ’53 as A/INST Lt (sen. 06/02/53) Shearwater, Magnificent, VF-870, VF-871, Cornwallis, Micmac, thence RCN INST Lt same date and prom LCdr 06/02/61. Victoriaville (XO), VS-880, York (RCAF Staff Cse.), NDHQ, Srv’d Naden, Stadacona, Bytown. CDLS(L) (RN Exchange) CFB Baden Sollingen (CO 421 Strike & Attack Sqn.), CFSC and Canadian Forces College. Ret’d 03/12/74. (Citizen) (Syndicate Dir., fll’d by CFSC Dir.), CFB Shearwater (Base Cdr.), MARPAC( COS) and CFB Trenton (Cdr CF Trg. Sys- Lt Charles Brian THOMSON, CD*, RCN(Ret’d) tems). Ret’d in 1981. (PB, Canada’s Naval Aviators) 81 in Smith;s Falls, ON 13/12/18. Jn’d Medical Br. as OS 02/56, prom LS 05/57, PO2 09/61, PO1 06/65, CPO2 08/70 CPO1 Roy Albert ROBERTSON, CD*, RCN(Ret’d) and CPO1 12/76. CFR’d as Lt 05/80. Srv’d, inter alia, NDMC, 93 in Dartmouth, NS 30/11/18. Srv’d RCNVR WWII. Jn’d CFB Lahr (313 FD HOSP), CFLS Ottawa, CFB Kingston and RCN as OS 06/49, prom LS 11/51, PO2 95/52, PO1 05/55, CFMSS. Ret’d 25/05/82. (Citizen) CPO2 06/61 and CPO1 11/66. Srv’d, inter alia, Saskachewan, CFFS(Hfx) and NDHQ (Command Chief Petty Officer). LCdr(P) John Patrick WHITBY, CD*, RCN(Ret’d) Ret’d 12/74. (SR, Chronicle Herald) 94 in Ottawa 15/12/18. Srv’d RCAF WWII and qual Plt. Tsf’d Lt Bruce Woodmen ROBINSON, CD*, RCN(Ret’d) to RNVR 04/45 as A/S/Lt (sen. 09/45), tsf’d to RCNR 09/45 Former NACVI, 88 in Victoria 20/11/18. Jn’d RCN as OS as Lt(P) (sen. 11/09/45), tsf’d to RCN as Lt(P) (sen. 11/06/45) 05/10/50, qual Clearance Diver, CFR’d as CMD O 15/04/65 and prom LCdr(P) 11/06/53. Srv’d Stadacona (RCN Stn Dart- and prom Lt 07/67. Srv’d, inter alia, Yukon, CFB Halifax, CFFS mouth), Warrior, Niobe, Magnificent, Shearwater, Haida, Huron, Halifax, FDU(A), Protecteur and MARPAC HQ. Ret’d 07/80. York, Bytown, RN Staff Cse., NSHQ, CFHQ and Hochelaga (MM) Ret’d 01/06/68. (Citizen, Canada’s Naval Aviators)

44 | Starshell Winter 2019 Opinion Richard Archer

NAC’s past advocacy to be proud of

By Richard Archer dered the Department of erans Associations in Cana- sation were separated and to- As the NAC looks to bol- Transport to destroy all the da; the Company of Master gether the concerned groups ster its membership and be seamen’s service and medical Mariners of Canada; and the drafted a Senate Bill for Rec- a valuable resource for our records, thus denying them Merchant Navy Coalition for ognition, which was never navy and our members, it veterans’ benefits and medi- Equality (later recognized by passed but may have helped is worthwhile remembering cal care for more than half a the Naval Officers Associa- the House of Commons pass one particular initiative of century. tion as the legitimate repre- a similar bill (Bill C-61), national significance to re- The initial Naval Officers sentative group for Merchant which received royal assent mind us that our advocacy Association action, led by the Navy Veterans). on March 25, 1999. efforts matter. Ottawa Branch, was to host The discussions at these NOAC Branch Member A big issue back in the late and chair meetings for the in- meetings for Merchant Navy and Secretary, the late David 1990s was the cause for jus- volved groups at HMCS By- recognition and compensa- Code, a former assistant dep- tice for Canadian Merchant town. These groups included tion resulted in a direct ap- uty minister, provided wise Navy war veterans. During The Royal Canadian Legion; peal for help by our then- counsel as we navigated these World War II, the Canadi- the Canadian Merchant NOAC National President uncharted waters. It should an Merchant Navy was the Navy Veterans Association Ed Williams to Senator Mi- be noted that these various fourth arm of the Canadian Inc.; the Army, Navy and Air chael Forrestall. At the sena- Merchant Navy associations Fighting Services (Order Force Veterans in Canada; tor’s suggestion, the requests involved in the task for com- in Council P.C.14/3550). the National Council of Vet- for recognition and compen- pensation found it very dif- These seafarers faced the ficult to come to agreement. same enemy and endured Fortunately, the new Deputy the same hardships at sea Minister for Veteran Affairs, as the Royal Canadian Navy Vice-Admiral (Ret’d) Larry personnel, but suffered Murray, became a strong proportionally far higher proponent of the issue. He loss of life. It follows that convinced his minister, the compensation and recogni- Honourable George Baker, of tion for these services for the justice of the cause. Canada and the allied cause Adm Murray met with the should be equal to those for Merchant Navy Associations Canadian Naval personnel. in the summer of 1999 and Unfortunately, this had not convinced them of the ne- been the case. cessity to quickly come to a During and after World joint agreement with what War II, various appeals were the veterans department was launched to rectify this situ- proposing. Largely thanks ation, but up to the time to Adm Murray’s interven- that the Naval Officers As- tion, the Bill for Merchant sociation had engaged in Navy Compensation was this issue, nothing had been proclaimed on Feb. 1, 2000. achieved. As early as 1946, Two unidentified survivors of a torpedoed merchant ship find refuge Merchant Navy veterans the government had closed in St. John’s, September 1942. Photo: Library and Archives Canada and their families received the Merchant Navy and or- –PA116455 financial grants.

Starshell Winter 2019 | 45 Our Navy Navy By F. R. (Hamish) Berchem CSMA

R.C.M.P.V. ST. ROCH NORTHWEST PASSAGE 1940-1942

The historic schooner is preserved as a museum vessel, becoming part of the Vancouver Maritime Museum in 1960. It was the first ship to completely circumnavigate North America, and the second sailing vessel to complete a voyage through the Northwest Passage. Crew member Sgt. Fred S. Farrar wrote a book about the ship entitled “Arctic Assignment: The Story of the St. Roch”. which was published posthumously in 1955. The Stan Rogers song “Take It From Day To Day” is the lament of a crew member on St. Roch.

Copyright © 2019 F. R. (Hamish) Berchem CSMA – All Rights Reserved

Please return undeliverable address blocks to / Canadian Publications Mail Retournez les blocs-adresses à l’addresse suivante: Sales Agreement No. 40025187 Ottawa, ON Naval Association of Canada 1138 Sauterne Pk Orleans, ON, K1C 2N8

46 | Starshell Winter 2019