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National Defense 1*1 Defence nationale CNTHA Maritime /Mews inside! Engineering Journal CANADA'S NAVAL TECHNICAL FORUM Spring 2000

On the Navy's 90th Birthday: Looking Back at the River/Prestonian-class Frigates — Backbone of Canada's Post-war Fleet Also in this Issue: • Forum: Good News on the Weight Control Front for the Iroquois Class • CNTHA News: Directorate of History Launches Naval Oral History Project Canada For 35 years the test ranges at Nanoose Bay, B.C. have been serving the operational needs of the Canadian and U.S. navies —

The story of CFMETR begins on page 18 Maritime

Engineering SPRING 2000

Journal Vol. 19, No. 1 (Established 1982)

DEPARTMENTS Editor's Notes by Capt(N) David Hurl 2 Commodore's Corner by Cmdre J.R. Sylvester 3 Forum A Line in the Sand — One Ship's Perspective by Cdr Joe Murphy 4 A "line in the sand" — Applause and Aide-Memoire by Lt(N) Heather Skaarup 5 FEATURES Director General Looking Back Maritime Equipment Program Management River/Prestonian Class Frigates — Backbone of Commodore J.R. Sylvester, CD Canada's Post-war Fleet by Harvey Johnson 7 Editor Captain(N) David Hurl, CD 'Strapdown" Inertial Navigation in the Canadian Navy Director of Maritime Management by Lt(N) Jim Pederson, Jeff Bird and Henry Stacey .. 12 and Support (DMMS) Canada/US Joint Naval Operations: CFMETR— The Canadian Editorial Adviser Forces Maritime and Experimental Test Ranges Bob Weaver by Cdr Gord Buckingham and LCdr Mike Sullivan 18 DGMEPM Special Projects Officer Greenspace Production Editor / Enquiries Brian McCullough Expert Workshop — Findings: Tel. (819) 997-9355 /Fax (819) 994-8709 Oily Waste Water and Oil Content Monitoring Production Editing Services by by LCdr Mark Tinney 21 Brightstar Communications, Kanata, Ontario NEWS BRIEFS 22 Technical Editors Index to 1999 Articles 24 LCdr Mark Tinney (Marine Systems) LCdr Marc Lapierre (Combat Systems) CNTHA NEWS: Simon Igici (Combat Systems) Newsletter of the Canadian Naval Technical LCdr Chris Hargreaves (Naval Architecture) History Association Insert CPO1 K.D. Tovey (NCMs) (819) 994-8806 Print Management Services by Cover Photo Director General Public Affairs - Creative HMCS Sea Cliff in 1944: The River-class frigates had good seakeeping quali- Services ties, and proved to be very effective ships during the war, with a total of twelve Translation Services by U-boat sinkings to their credit. Story begins on page 7. (CF photo CN-3503) Public Works and Government Services Translation Bureau Mme. Josette Pelletier, Director The Maritime Engineering Journal (ISSN 0713-0058) is an unofficial publication of the Maritime En- gineers of the Canadian Forces, published three times a year by the Director General Maritime Equip- ment Program Management. Views expressed are those of the writers and do not necessarily reflect The Journal is available on the DGMEPM official opinion or policy. Mail can be sent to: The Editor, Maritime Engineering Journal, DMMS, website located on the DND DIN intranet NDHQ, MGen Pearkes Building, 101 Colonel By Drive, Ottawa, Ontario Canada K1A OK2. The at http://admmat.dwan.dnd.ca/dgmepm/ editor reserves the right to reject or edit any editorial material. While every effort is made to return art- dgmepm/publications work and photos in good condition, the Journal can assume no responsibility for this. Unless otherwise stated, Journal articles may be reprinted with proper credit. A courtesy copy of the reprinted article would be appreciated.

MARITIME ENGINEERING JOURNAL SPRING 2000 Editor's Notes Ninety Years Later — The Canadian Navy's Tradition of Excellence Continues

By Captain (N) David Hurl Director of Maritime Management and Support

ooking back to May 10, followed the Allied victories in Eu- bine-powered hydrofoil HMCS Bras 1910, the day the Naval rope and the Pacific. But while the d'Or, reaching an incredible speed of LService of Canada came fleet may have been cut back to a 61 knots on July 17, 1969 to earn a into being, we already had a long his- shadow of its wartime glory, the Ca- place in the Guinness Book of tory of naval technical achievement nadian navy continued its tradition as Records for four years running as the behind us through our close associa- a technologically innovative service world's fastest warship; followed in tion with the Royal Navy. Over the that would go on to redefine the state the 1970s by the sophisticated DDH- years the Canadian navy's fortunes of the art in everything from sonar 280 command and control system, a would rise and fall with the priorities development to new warship design. marvel of integrated computer tech- of the day, but the determination of nology; and more recently the su- Over the years the navy's engi- our predecessors to deliver reliable, perbly capable Halifax-class patrol neering, technical and support technically sophisticated naval ships frigates that were conceived and built branches have produced a seemingly and systems never faltered. "on the shoulders of the giants" who endless number of mega-achieve- went before them. By the time the war ended in 1945, ments that read like a Who's Who of Canada had the third-largest naval naval technical innovation of the 20th Along the way we have often cap- fleet in the world — aircraft carriers, century — such as the ultra-modern tured the imagination of other navies cruisers, destroyers, frigates, cor- St. Laurent-class destroyer escorts of with our high-tech achievements in vettes — more than 400 hulls in all. the 1950s and 1960s which, teamed variable-depth sonar, integrated ma- This couldn't last, of course. Despite with the beartrap, would go on to chinery control, and naval electronic a distinguished war record, the fleet prove the feasibility of operating warfare systems. Not bad for a navy was virtually scrapped overnight in large ASW helicopters from the used to making the most out of some- the drastic military reductions that decks of small ships; and the gas-tur- times very limited resources. Today we continue that tradition of successful inventiveness through the fine efforts of a technologically proficient workforce and a network of industry professionals. Our fleet may be small in numbers, but it re- flects in its sterling performance the heart and soul of an "extended family" of navy and civilian project engineers, technologists and logistical support staff committed to delivering the best. We should be proud of what we have accomplished. Happy birthday, Navy!

HMCS Bras d'Or—Fastest warship in the world, 1969-1973. (CF Photo)

MARITIME ENGINEERING JOURNAL SPRING 2000 Commodore's Corner Renewal of NEM and NaMMS Manuals Raises an "Old Chestnut"

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

ecently — most particu- Ottawa. This is most apparent in the that they are in the business of risk. larly at the East/West Naval Maintenance Management Ultimately, any decision on risk to RCoast seminars — the System, where I accept that entire equipment or personnel remains the state of our Engineering & Mainte- categories of E&M support have dis- purview of Command, having re- nance policy documents has been appeared (such as in the preparation ceived all expert advice. forcefully pointed out. It has been of in-service trials agenda, for exam- While Command is accountable rightly observed that our Naval En- ple). Among other things, this has for adhering to technical orders is- gineering Manual (NEM) and the led to a perception of organizational sued under the authority of the Chief Naval Maintenance Management confusion and duplication of effort. of the Defence Staff, it is well under- System (NaMMS) Manual are out of While the resource issue has cer- stood that these orders cannot reflect date. A myriad of other technical or- tainly not gone away, we have turned all possible circumstances and situ- ders and specifications also need our attention to updating our two key ations that may be encountered. I do review, but certainly the NEM and policy documents. The NaMMS expect, however, that the NEM and the NaMMS Manual are central. Manual is being incrementally rewrit- NaMMS Manual, together with pro- Over the past decade, two factors ten as we, collectively, rebuild our fessional judgement, will form the have combined to place us in this processes and subordinate orders. basis of our advice and, yes, chal- situation. First, our fleet renewal has And, as LCdr Perks noted in the Fall lenge as necessary, to Command. added much to the existing technol- 1999 issue of the Journal, the Naval The Naval Engineering Manual ogy baseline. This is most evident in Engineering Manual is also getting and NaMMS Manual were never in- the NEM which, like its predecessor, a well-deserved overhaul. tended to be self-sufficient. The in- BRCN 5521, has been viewed as the Regarding the raison d'etre of tent of our revisions is for them to marine engineering "bible." And these two manuals, I have been hear- provide overall orders, guidance and notwithstanding that much of the ing the notion, or rather the assertion, procedure, with the detail left to sub- baseline remains relevant, once por- that our cornerstone documents are ordinate documents. They should not tions of it are perceived to be out of needed as "bricks" with which we can be expected to provide simple pre- date the unfortunate tendency is to beat commanding officers and others scriptions to solve all the problems dismiss the entire publication as an over the head whenever they contem- of our complex business — they are, entity, including the good engineer- plate committing some heinous sin however, ignored at one's peril. ing practice and lessons learned over against the E&M community or its many years of naval service. technology! Yes, our ships and sailors The second factor was the dra- represent huge investments of tax- matic downsizing and reorganization payers' dollars; yes, they are public of our Engineering & Maintenance trusts to be operated and maintained organizations on both coasts and in wisely. But we must also recognize

The Journal welcomes unclassified submissions, in English or French. To avoid duplication of effort and to ensure suitability of subject matter, prospective contributors are strongly advised to contact The Editor, Mari- time Engineering Journal, DMMS, National Defence Headquarters, Ottawa, Ontario, K1A OK2, Tel. (819) 997-9355, before submitting material. Final selection of articles for publication is made by the Journal's editorial committee. Letters of any length are always welcome, but only signed correspondence will be considered for publication.

MARITIME ENGINEERING JOURNAL SPRING 2000 Forum A "line in the sand" One Ship's Perspective

Article by Cdr Joe Murphy

s I was about to take up my du- Aties as Marine Systems Engineering Of- ficer on board HMCS Iroquois in June 1998, I spoke to LCdr Garry Pettipas in DMSS 2-2-4 to gain his insight into the weight-critical TRUMP ships. As he pointed out later in this journal, Iroquois-c\ass ships reentered service after the Tribal-class Update and Modernization Program (TRUMP) with no margin for weight growth ("A line in the sand," Mari- time Engineering Jour- nal, October 1998, page 26). DGMEPM's concern Flagship of the Iroquois class: keeping a close eye on weight growth. (Canadian about possible weight Forces photo) growth was evident in that a monitoring process was instituted. mander of the Standing Naval Force The removal of redundant cable Configuration changes were tracked Atlantic (C-SNFL). runs, however, was deferred because of suspect cable identification. Their and a "pound on/pound off' policy Operation Slimfast was imple- was initiated. Furthermore, com- removal later could offer additional mented in three phases. The first weight savings. Also during this manding officers were made respon- phase was to reduce the onboard sible for controlling and reporting phase, stores above 2 deck were stores by 25 percent. This target was moved to 3 deck and below, and changes to ship weight. Accordingly, not only accomplished, but sur- when Iroquois began a docking from forward to aft to assist in passed by all departments, in large changing the ship's trim. maintenance period at MIL Davie in part due to the enthusiasm of the Halifax in July 1998, the ship's com- leading seamen and master seamen The third phase was to more ac- manding officer, Capt(N) S.E. King, who reviewed the stores ashore in curately monitor the ship's liquid launched Operation Slimfast. The lay-a-part from July to November load. After reviewing the ship's Pe- primary objective was to reduce the 1998. Command had ensured they riodic Weight Reports, it was deter- ship's overall displacement and trim both understood the importance of mined that Iroquois had been the ship more by the stern (Iroquois the reduction and were committed to ballasting unnecessarily. A new liq- had been sailing trimmed by the bow success. uid load worksheet was therefore prior to the docking). The second developed by Iroquois to calculate objective was to ensure the ship The second phase was to remove the ship's displacement daily at sea. would be ready for its upcoming de- redundant brackets throughout the The worksheet (which was later dis- ployment as flagship of the Corn- ship, an activity that is still ongoing. tributed to all TRUMP ships) ac-

MARITIME ENGINEERING JOURNAL SPRING 2000 counts for black water, fresh water, class frigates as well. Although the This reduction in growth will have fuel, ballast and the contents of the frigates are not weight-critical at significant benefits for the ship and two main machinery space bilges in present, if one were to extrapolate the navy in that it recovers future calculating the ship's minimum liq- their current weight growth over the growth, improves fuel economy and uid load. The results were found to projected life of the Halifax class, improves damaged stability capabil- be consistently accurate within 10 weight could very well become an ity. tons (normally checked against issue. draught marks on the first day back Prior to sailing with the Standing alongside). Using the data from the Naval Force Atlantic in July 1999, worksheet, Iroquois was able to sig- Iroquois was subjected to an inclin- nificantly reduce the amount of bal- ing experiment, the results of which last she was carrying. Furthermore, CdrJ.R. Murphy is the commandant were very favourable. The ship had as most ballast tanks are situated for- of the Canadian Forces Naval En- experienced minimal weight growth ward of frame 50, the approximate gineering School Halifax. when compared to the results re- pivot point of the ship, the reduction corded just after coming out of of ballast assisted in achieving a TRUMP refit in 1992. Thanks to stern trim. DGMEPM policies, the new liquid All of these efforts could easily be load worksheet and other Operation applied throughout the remainder of Slimfast measures, Iroquois was the weight-critical Iroquois-class able to sail for flagship duties at un- ships (Huron, Athabaskan and der 5000 tons, some 200 tons lighter Algonquin), and in the 12 Halifax- than she had been the previous year.

A "line in the sand" Applause and Aide-memoire Article by Lt(N) Heather Skaarup

A fter reading a pre-publica- placement by about three tons a nately, this sort of weight reduc- /\r Murphy's year through the natural accumu- tion cannot be used to offset new J. \submission to the Mari- lation of paint, stores, accommo- engineering changes, a number of time Engineering Journal, I felt dation items and any number of which are currently on hold for compelled to add a few supportive small (under 50 kg), authorized lack of a weight offset. All naval words.... engineering changes — in other personnel are encouraged to assist words, by about 18 tons! in identifying configuration items The results of the HMCS which may be candidates for re- Iroquois inclining experiment on In recent years, the Periodic moval through the engineering July 10, 1999 confirmed that Op- Weight Reports from the Iroquois change process, and to notify the eration Slimfast had indeed paid class have shown a general level- DGMEPM Stability Desk (DMSS off; the ship was calculated to have ling-off in ships' sailing 2-2-2). decreased her displacement by five displacements. In 1998/99, though, long tons since her last inclining in PWR data indicated for the first As a result of the HMCS 1993. This is a particularly note- time that the ships were sailing at Iroquois inclining results, a new worthy achievement given that lighter average displacements than Manual of Trim and Stability will HMCS Iroquois had already re- in 1997/98 and even 1996/97. It be issued to all Iroquois-cl&ss ceived most of her C-SNFL up- appears the weight control and re- ships this year. The manual uses grades. Even more remarkable is duction efforts of engineering staff revised consumable stores load that, in the six years between are beginning to pay off as excess figures that agree with stores inclinings, we could have expected stores and consumables are re- weight data collected since a ship of her size to grow in dis- moved from the ships. Unfortu- TRUMP, and recommends a new

MARITIME ENGINEERING JOURNAL SPRING 2000 minimum seawater ballast load of hydrostatic details, and provide a available for intact conditions 147 tons (versus the current 204 report of solid and liquid loads ac- only) with any specified compart- tons) mainly to reflect changes in cording to input data collected dur- ments flooded. Suggestions for the location of stores following the ing normal engineering rounds. further improvement will be wel- TRUMP modernization. This With GLM, ship's staff can simu- comed by the DGMEPM Stability should assure that, with good late fluid transfers and observe the Desk. onboard weight management, the changes to trim and heel that ships will be able to leave harbour would result. Load data for stores, for extended deployments below spares, ammunition, personnel their 5300-ton maximum displace- numbers and tank contents can ment. easily be adjusted, and complete stability assessments can be pro- Lt(N) Skaarup is the Stability Officer It is hoped that the upgraded duced and printed with only a few in DGMEPM. General Load Monitor (GLM) keystrokes. software now in service throughout most of the Canadian naval The General Load Monitor soft- fleet will provide a more func- ware is being regularly improved tional replacement for the liquid to better meet the needs of the load worksheet developed by Cdr fleet. For instance, a recent up- Murphy. General Load Monitor grade to add the capability of mod- can convert draught mark readings elling a ship with flooded compart- to corresponding displacement and ments means that it is possible to evaluate a ship's freeboard, trim, heel, righting arm, etc. (previously

Maritime Engineering Journal Objectives • To promote professionalism can be presented and discussed, even • To provide announcements among maritime engineers and if they might be controversial. of programs concerning maritime technicians. engineering personnel. • To present practical maritime • To provide an open forum engineering articles. • To provide personnel news where topics of interest to the not covered by official publica- • To present historical perspec- maritime engineering community tions. tives on current programs, situations and events. Submission Formats As a general rule, article sub- tie, address and telephone number script, but should be protected missions should not exceed 12 should appear on the first page. The and inserted loose in the mailing double-spaced pages of text. The last page should contain complete envelope. If at all possible, elec- preferred format is MS Word, or figure captions for all photographs tronic photographs and drawings WordPerfect, on 3.5" diskette, ac- and illustrations accompanying the should be in TIFF or JPEG for- companied by one copy of the article. mat. A photograph of the author typescript. The author's name, ti- Photos and other artwork should would be appreciated. not be incorporated with the type-

MARITIME ENGINEERING JOURNAL SPRING 2000 Looking Back RiverlPrestonian Class Frigates — Backbone of Canada's Post-war Fleet

Article by Harvey Johnson

HMCS New Waterford (Canadian Forces photo E-44531)

t the beginning of the Although the corvettes were the The ships were all built in Cana- war in 1939, the total mainstay of the fleet as escort ves- dian yards: Yarrows (Esquimalt, Ainventory of warships in sels during the height of the Battle B.C.), Morton Engineering (Quebec the Royal Canadian Navy consisted of the Atlantic from 1941 to 1943, an City), Davie Ship (Lauzon, Quebec), of six destroyers. Immediate efforts improved type of anti-submarine Canadian Vickers (Montreal), and were made to build up the fleet as ocean escort was needed for opera- George T. Davie and Son (Lauzon). quickly as possible, which resulted tional and seakeeping requirements. Shipyards on the Great Lakes could in the construction of the Flower- The designer of the corvette, not be used for the simple reason that class corvettes. Based on a basic William Reed, OBE, of Smith's the frigates were too long to transit trawler design, the corvettes could Dock Company, South Bank-on- the existing canal and lock system be built quickly and 107 of them Tees, U.K, put forward a design for leading into the St. Lawrence River. were constructed in various Cana- a "twin-screw corvette" which was Thirty-three frigates were built un- dian shipyards. The first corvette accepted by the British Admiralty der the 1942-43 program, and 37 (in- to enter service was HMCS and laterally by the RCN in the per- cluding 10 ships for the Royal Collingwood, commissioned in late son of Vice-admiral Percy Nelles, Navy*) were built under the 1943-44 1940. They were originally intended Chief of the Naval Staff. It was Vadm program. [*Two of these ships were for coastal deployments, but were Nelles who suggested that the ships acquired by the USN and became the soon assigned to North Atlantic con- be classified as "frigates," and an prototypes for their "77" ship class, voys and patrols, a role for which order for 60 of the new vessels was and later became the basic design for they became famous through the gal- placed by the Canadian Navy. their massive escort shipbuilding lant efforts of their crews. program.] The first Canadian frigate

MARITIME ENGINEERING JOURNAL SPRING 2000 ; : to enter service was HMCS didn't escape the notice of former length as opposed to 63 m (205 feet) Waskesiu, commissioned in June corvette crews who went on to man for the corvette, and displaced 1570 1943. them). They carried a complement of tons, versus the corvette's 900 tons. eight officers and 133 other ranks, a The River class had good seakeeping The new ships, originally desig- 65-percent increase over the crew qualities, and their large fuel capac- nated "PF" and classified "River" size of a corvette. The frigates were ity (some 720 tons, almost a third of class, were a considerable improve- larger, some 92 m (301 feet) in the ship's loaded displacement) al- ment over the corvettes (a fact that lowed a range of 9500 nautical miles at 12 knots. This was a vast improvement over the corvette's 4000 mile range at the same speed, but was not always cheered by the crews who were called on to do "an additional stint" before returning to port from an extended patrol. Two triple-expansion reciprocating engines, developing 5500 h.p., along with twin screws, gave the frigates more manoeuvrability and increased speed capability over the single-engine corvettes. The engine- room was fitted with 12 skylights that could be opened for ventilation. Two Admiralty pattern, three- drum boilers were located in two pressurized boiler rooms, with fans supplying air to the spaces and the boilers. This system, which was standard for the time, required Prestonian class vs. River class: Compare the flush-deck profile of the the boiler rooms to have double-door modernized HMCS Sussexvale (top, CF photo) with the cut-down airlock access. Care had to be taken quarterdeck arrangement of HMCS Antigonish (below, CF photo F-3206) not to open both doors at the same seen here in her wartime camouflage during the summer of 1944. The time as the loss of air pressure in the upgraded combat suite in the Prestonians replaced the hedgehog ASW space would cause an immediate weapon with two triple-barrelled Squid mortars aft. Other significant flashback from the boiler. Warning changes included the addition of an enclosed bridge and a taller funnel. signs were well posted, large and Gone, too, were the Carley floats. obvious. The anchor windlass was a steam-driven unit which could be a bit cantankerous at times. The little steam engine driving it required some dexterity on the throttle to get the speed required when hauling in the "pick." The main 220-volt d.c. electrical power was supplied by three steam generators and one diesel generator. The diesel generator was not fitted with a starter, but was started by motoring the generator from the starting batteries. As with all d.c. systems, the frigate d.c. power system required a high level of maintenance. Commutator refurbishment and brush replacement were ongoing

MARITIME ENGINEERING JOURNAL SPRING 2000 There were losses. In May 1944, HMCS Valleyfleld sank off Cape Race, Newfoundland with the loss of 125 lives (nearly her entire crew) when she was torpedoed after leav- ing a convoy. Others were so badly damaged in action that they were not repaired for further service. HMCS Magog was torpedoed in October 1944 while escorting a convoy in the St. Lawrence and had almost 30 metres of her stem blown off. She was declared a total loss. Another ship, HMCS Chebogue, was torpedoed off the coast of England on her third convoy and lost most of her quarterdeck. She was towed to Port Talbot, Wales and was eventually scrapped. Following the victory in Europe, many of the frigates were to be con- With their twin-mounted four-inch guns, the frigates could speak with verted for use in the South Pacific some authority. This photograph, dating from December 1961, shows against the Japanese, but few were HMCS Cap de la Madeleine's guncrew closed up during a shoot. Note actually completed by VJ-Day. With the hawser and fender stowage forward of the gun. (Photo courtesy the war over, eight of the frigates Mr. Ted Lemoine) were scrapped, while 11 others were stripped and sunk as breakwaters for tasks for the electricians, who also Harris Tractor company), were various logging operations on the had to deal with the occasional elec- found only on Tribal-class destroy- British Columbia coast. A number of tric motor fire! ers. Other weapons included four the surplus frigates were sold to the Combat equipment included two twin Oerlikon 20-mm guns, a navies of India, Pakistan, Israel, improved sonar sets, one to provide foc'sle-mounted hedgehog launcher Chile and Peru. Of note is HMCS bearing and range data on a subma- that fired 24 anti-submarine contact Storemont which was sold to ship- rine contact, the other to determine projectiles, and four depth-charge ping magnate Aristotle Onassis for the submarine's depth. The frigates throwers aft. While depth charges conversion into his well-known were the first Canadian warships to (some 150 to 200 were carried on yacht, Christina. (After the conver- be fitted with this advanced equip- board) had to be launched across the sion, the ship was practically unrec- ment. Also included were an HF/DF ship's noisy wake at the last detected ognizable from her original direction-finder, which was at the position of a submarine, the 24 configuration.) Some of the frigates time a top-secret device capable of hedgehog projectiles were fired in an were retained for other roles. HMCS zeroing in on enemy radio transmis- elliptical pattern ahead of the ship Victoriaville became the diving ten- sions, an improved radar, a gyro while still in sonar contact with the der Granby, while Stonetown, St. compass and the new ARL plotting submarine in the quiet water ahead Stephen and St. Catherines became tables which provided a near-real- of the ship. ("Canada and Hedge- weather ships for the Canadian time "action plot" of enemy ship and hog: The First Ahead-throwing Anti- Coast Guard. submarine Weapon," Maritime submarine movements in relation to Birth of the Prestonian Class the frigate's position. Engineering Journal, February 1999, page 18.) Between the years 1953 and 1959, The first 15 frigates built were twenty-one River-class frigates were fitted with single, four-inch gun The River-class frigates proved to converted and redesignated "FFE." mountings fore and aft, but after that be very effective ships during the The first of the new class, HMCS the remaining ships were fitted with war, and with a total of twelve U- Prestonian, was recommissioned on twin-mounted, four-inch guns for- boat sinkings to their credit were Aug. 28, 1953. (The ship was actu- ward. Up to this point, twin-mounted considered to be one of the best anti- ally named after Preston, Ontario, four-inch guns (made by the Massey submarine vessels in the world. but there was already an HMS Pres-

MARITIME ENGINEERING JOURNAL SPRING 2000 tem was a function of voltage control only, rather than of speed as is the case with alternating current systems.) The voltage regulators were controlled at the main switchboard which was in a tiny compartment the size of a telephone booth. This was adequate, however, since no watchkeeper was required. Combat upgrades were made to the sonar, plotting tables and radar equipment, and to the weapons fit as well. The hedgehog and depth- charges were replaced by two modern triple-barrelled ASW mortar "Squid" mounts installed in a quarterdeck well. The associated metadyne drive-control system and magazine were fitted on either side. The new mortars could fire 180-kg bombs forward over the mast to the Sailors from HMCS Swansea go ashore near Washington, D.C. indicated target with a high degree (Canadian Forces photo HS-17269) of accuracy. The bombs were armed in three stages, by a depth-setting ton in the Royal Navy.) She did not Antigonish after a misinterpreted mechanism before firing, by inertia remain in the fleet, but was loaned flag signal during officer-of-the- when fired, and by pressure once in to the Norwegian navy in 1956 and watch manoeuvres on a bright sunny the water. The four-inch gun ar- renamed Troll, then sold outright to day back in the 1960s, she struck so rangements remained unchanged, Norway in 1959. In that year she be- hard that Antigonish heeled over to but the original Oerlikon guns were came a submarine depot ship, re- a considerable angle. The port an- replaced with one quad and four sin- named Horten, and was eventually chor temporarily became an occu- gle 40-mm Bofors. The quad Bofor scrapped in 1972. pant of the P2's mess, and when was trained and fired remotely from exiting, created a 4 m x 2 m "win- a director mounted on top of the af- The conversion package was an dow" in the steel plating. (The only ter superstructure (which housed the extensive one, the most obvious de- occupant of the mess, who was nap- bos'n and shipwright workshops), tail being the change to the foc'sle ping over the noon hour, recalled that and was powered by a metadyne deck which was extended all the way he didn't think his feet even touched drive follow-up system. aft, making the ships flush-deckers. the deck until he arrived on the up- A much larger superstructure was per deck.) Repairs basically con- A new laundry and a 12-man incorporated to house the new com- sisted of replacing the plating and cooks and stewards mess were fitted mand position, operations, sonar straightening the frames in the local abaft the mortar well. The mess, control and radio rooms, and re- area of the damage. No other area of which later became "home" for petty quired the installation of a taller fun- the hull was affected. officers second class, offered an ex- nel. The seven ships of the Fourth hilarating ride in heavy seas as it was Canadian Escort Squadron were fit- The entire steamplant was over- situated directly over the screws (the ted with a large deckhouse to provide hauled and upgraded in some areas, author speaks from experience, classroom and messing facilities for but retained the original Admiralty here). Overall, though, habitability officer cadets under training. pattern boilers and triple-expansion was significantly improved in the reciprocating engines. The original Prestonian class. While living con- Another change to the hull struc- 220-volt d.c. electrical system was ditions would not be considered pa- ture was a strengthening of the bows upgraded by the addition of a second latial by today's standards, the days against possible ice damage, even diesel generator in favour of one of of hammocks and broadside messing though the hulls were very rugged to the three steam generators, providing were over, replaced by cafeteria style begin with. When Beacon Hill greater total current capacity. (Par- messing and the fitting of bunks. rammed the starboard quarter of alleling the generators in a d.c. sys-

10 MARITIME ENGINEERING JOURNAL SPRING 2000 The demise of the antiquated broadside messing system, where meals had to be drawn from the galley and carried back to the messes (where the dishes would also later be washed), was not mourned by anyone. Occasionally at breakfast, a late sleeper's hammock would still be slung above the messdeck table, and a foot would suddenly appear beside one's plate of bacon and In addition to their Cold War anti-submarine patrols, the frigates deployed on extensive "red lead" (heated training cruises. The large deckhouse abaft the boat position visible here on HMCS canned tomatoes), Antigonish contained classroom and messing facilities for officer cadets under training. standard breakfast (Canadian Forces photo E-79010) fare in those days. The comments made on those occa- Every so often, he noticed, one of the sioned and sold to other countries or sions need no clarification here. bartenders would crouch down out scrapped. As it turned out, HMCS Sadly, air-conditioning was not of sight below the bar, which was Granby was the last of the class to part of the new package, and the lack situated near one side of the quarter- survive in Canadian naval service of it was cursed by the crews when deck. Easing his way through the and was sold for scrap in 1974. crowd to get a better look from the on deployment in southern latitudes. Acknowledgement rail, he soon cleared up the mystery Another "hot" source of irritation The assistance of Marilyn Gur- was the system of steam lines (for the of the disappearing booze. As the engineer officer watched, one of the ney, director of the Maritime Com- steering gear) running underneath mand Museum in Halifax, in the cafeteria deck, adding to the al- bartenders carefully lowered a bot- tle over the side of the ship to a wait- supplying photographs for this arti- ready hot conditions below decks. cle is gratefully acknowledged. "Air-conditioning" consisted of ing hand extending from the scuttle opening the scuttles and fitting the in the P2's mess immediately below traditional wind scoops. This was the bar! The engineer went below done in moderate seas only, but even and advised the startled accomplice then there was the occasional un- in the mess that the operation was scheduled deckwashing when a bust. The various bottles were re- freak wave came along. turned and nothing more was said. Harvey Johnson served in the frigates New Waterford and Antigonish Scuttles apparently had other ad- The Prestonian-class frigates as the electrical sonar and weapons vantages, as well. During one cock- went on to become the backbone of maintainer. He retired with the rank tail party being held on the the RCN fleet. After the war they of chief petty officer first class in quarterdeck to host dignitaries in a were assigned lengthy training 1981, and now works in DMSS 2 as foreign port, the engineer officer no- cruises, and maintained this coun- a life-cycle material manager for ticed that the bar seemed to be go- try's Cold War anti-submarine pa- ships hull and domestic equipment. ing through an inordinate amount of trols on both coasts. They became alcoholic refreshment. As the obsolete with the arrival of the new evening wore on, he began keeping St. Laurent and Restigouche classes a close eye on the two petty officers in the late 1950s, but continued in who, earlier, had been quick to vol- service until the late sixties when unteer to tend the bar that evening. they were gradually decommis-

MARITIME ENGINEERING JOURNAL SPRING 2000 11 "Strapdown" Inertial Navigation in the Canadian Navy Article by Lt(N) Jim Pedersen, B.Sc., 44C, with technical input from Defence Scientist Jeff Bird, M.Eng., and Litton-Marine Systems Engineer Henry Stacey, B.Eng.

the spring of 1996, staff at ment and the Directorate of Mari- their only source of heading infor- ic Canadian Patrol Frigate time Ship Support built a convincing mation. reject Management Office case for sole source replacement of E On board the steamers, the gyro- (PMO CPF) in Ottawa were alerted the Mk-29 system with the Mk-49. to a serious problem being experi- In March 1998, DND's Senior Re- compass was just that — a gyrocom- enced by one of our ships on opera- view Board granted funding and ap- pass. It fed heading information, but neither pitch nor roll information to tional duty. HMCS Calgary, berthed proval to proceed. in Valparaiso, Chile, was without a the various peloruses and tape re- working heading reference. Both of Just over a year later the first unit peats, weapons and sensors. The her inertial navigator/attitude refer- was installed in the Pullen Building fire-control solution "gyro" hard- ence systems were unserviceable. in CFB Halifax, while the first ware was autonomous to each gun or This was the latest and most serious shipborne installation took place on ASROC (anti-submarine rocket) of a number of such system defi- board HMCS Montreal in early mounting. I have noted some simi- ciency reports to reach PMO CPF 2000. The Canadian version of the larities between the "old" and "new" during the previous two years. Cdr Mk-49 is called the "SINS-HFX," navigation data distribution Fred Jardine, head of the combat sys- for Ship's Inertial Navigation Sys- architectures. First, the old featured tems team at PMO CPF, immediately tem for Halifax-class Ships. two ship's gyrocompasses, remotely located from each other (forward mobilized the author to look at ways Some Combat Systems History to replace the gimbal stabilized Mk- and aft). Second, there were four Anyone who has performed a de- vital steering repeats, fed by two in- 29 inertial navigators with some- tailed assessment of a modern war- thing a bit more robust. dependent distribution panels, with ship's combat system will have each of the panels slaved to an indi- From the outset, it was decided noted that a ship's inertial navigation vidual gyro. Two were on the bridge, that the replacement would be based system is nothing less than critical in and two in the wheelhouse. The on the NATO Ship's Inertial Naviga- the combat system architecture. It "non-vital" repeats for the radars, tion System (SINS). Litton-Marine wasn't always this way. The combat fire-control directors, the ADLIPS Systems had already developed and philosophy of the Halifax class rep- Automatic Data Link Plotting Sys- built such a system — the Mk-49 resents a huge departure from that of tem, bridge wings, etc., were fed Ring Laser Gyro Navigator—in re- the steam destroyers of just a few from a single non-vital distribution sponse to a 1985 NATO staff re- years ago. In the steamers, each gun panel which in turn could be fed quirement. Canada was involved director had its own gyros to provide from either gyro. This was a good re- with the Mk-49's development right attitude and attitude rates to the dundancy feature. You could lose a from the start, with National De- weapons it was controlling. On gyrocompass and still have synchro fence's research and development board HMCS Saskatchewan, for in- heading data to vital and non-vital branch contributing a principal stance, there was a gun director repeats from the other gyro. member to the international NATO mounted atop the bridge that had SINS Steering Committee, as well as two built-in single-axis gyros, pro- The similarity between the old providing significant funding for viding attitude correction and rate and new architectures ends right vendor initiatives. By 1996 Mk-49 signals to the twin 3" 70 guns for- there. A graphical depiction of the systems were alive and well in the ward, as well as to the twin 3" 50 steamer navigation data distribution navies of Britain, Spain, the Nether- mount aft. The after "director" was system is given in Fig. 1. To keep the lands, Australia, New Zealand and little more than a conical scan fire- diagram in context (not to mention the United States. control radar snuggled between the uncluttered), some blocks have been barrels of the 3" 50, but it, too, had deliberately omitted. Most con- With the weight of this product built-in gyros, and could provide at- spicuous by its absence is that track history behind it, PMO CPF, titude and attitude rate information "olde space heater" of an analogue along with the Directorate of Mari- to the after mount. Both directors re- fire-control computer which of- time Policy and Project Develop- lied on the ship's gyrocompass as fered niceties such as ballistic and

12 MARITIME ENGINEERING JOURNAL SPRING 2000 parallax corrections into the gun- helm operator's console, and a repeat lose both vital distribution panels! control signals. in the ops room. (One wonders about As was pointed out in the first para- the use of the term "non-vital" as it graph, being left up the proverbial As stated previously, each applies to the combat system repeats. creek by this navigation system is steamer weapon system had its own Aren't these also "vital" systems? not an entirely remote possibility. source of attitude data. With the Just saying something is non-vital Halifax class, the generation of atti- The auxiliary switchboard is in implies we can live without it.) tude data was centralized. Heading, CCER no. 3 just above the forward pitch and roll are taken from the Mk- Most weapons and sensors in the INS space; the main switchboard is 29s and distributed to "non-vital" Halifax class need non-vital synchro in the machinery control room. The repeats like fire-control radars, attitude data to function. (The Mk- Halifax-class navigation data distri- weapons and other sensors through 29s are not the only home to spin- bution system is depicted (simpli- a synchro distribution network. As ning gyros in the ship; there are fied) in Fig. 2. Incidentally, the well, an improved level of redun- spinning gyros in the 57-mm Bofors, forward vital panel is a real "panel," dancy was built into the Halifax but they are for rate determination near the forward Mk-29. The after class. There are two heading refer- for the elevation and train limiting "vital panel" is simply heading re- ences and two vital heading distribu- functions of the gun.) Since the fire- peats hardwired from the after INS tion systems, as there were in the control solution for all CPF weapons into the after navigation switchboard steamers, but there are also two non- relies heavily on the Mk-29 inertial and distributed to the bridge and ops vital synchro distribution panels navigator, the ships carry two Mk- room. (whereas the steamers had only one). 29s, along with two reliable non-vi- In summary, it appears we have The non-vital synchro heading dis- tal synchro distribution systems evolved a distinctive area of vulner- tribution system was the single point ("navigation switchboards") spa- ability in our Halifax-class combat of failure in the steamer combat sys- tially distributed for added redun- system. With the steamers, a multi- tem; we have eliminated that vulner- dancy. Still, if you lose both Mk-29s tude of gyros had to fail before we ability in the Halifax class. The or both navigation switchboards, you lost the ability to fight. Now that "vital" repeats on board the Halifax cannot fight. But with one good Mk- multitude has been reduced to just class are the centreline pelorus, the 29 you can still steer, unless you also two, which can quickly become a

Gyros Forward 370 Gun Synchro Heading AE, AH Gun Dhve Signals

Alter 3-60 Gun GYRO SYSTEM NON-VITAL AE, AH Gun SWITCHBOARD Drive Signals,

400- 80- and "W Type Heading

Changeover Switch

Fig. 1: A graphical depiction of the steamer navigation data distribution system.

MARITIME ENGINEERING JOURNAL SPRING 2000 13 "multitude of one" should your af- riodicity, when it is actually keeping of degrees per second] Imagine the ter Mk-29 be commandeered by a the same orientation. The earth is engineering chore of developing a higher-readiness ship! moving around it! It wouldn't take torquing device that can cancel ve- much torquing force to keep this hicle rates as efficiently as Earth The Solution: gyro in the same orientation relative rates. One solution is to isolate ve- How Ring Lasers Solved the to the observer, even on the equator hicle rates from the inertial equa- Tuned Rotor Gyro Design where Earth velocity is maximum. If tions through gimbal stabilization, Problem this gyro were then moved to another as was done with the Mk-29 INS There are two ways to mechanize latitude, say 20 degrees farther north, in the Halifax class and the WSN- inertial navigation — through "plat- less torquing force would be re- 5 in the Iroquois class. Then the form stabilization" and "strapdown." quired to keep the gyro level because torquers only have to measure Earth For years the guidance systems com- the Earth velocity at the higher lati- effects. But gimbal mechanisms panies dreamed of building a reliable tude is less. So if we didn't compen- have a lot of moving parts. They are strapdown system. In fact, they sate our torquers, the gyro would maintenance-intensive and involve wanted nothing more than to get move relative to the observer. Meas- use of the "S" word. Yes, slip rings! away from platform stabilization. uring (integrating) this change in Another solution is to use small Why? Because a nagging two-part torquing rate is analogous to meas- tuned rotor gyros, as is done in a problem had to be solved. uring a displacement in position, and lot of aircraft strapdown inertial The Tuned Rotor Gyro Design this is the basis for inertial naviga- applications. A smaller moment of Problem (Part One) tion. inertia in the gyros will allow for With gyroscopic precession, a cir- Unfortunately, it's not that simple. easier torquing, even for scream- cular mass spinning at great speed In a moving ship or aircraft, Earth ing vehicle rate effects. So why not wants to keep the same orientation, rates, measured in fractions of a de- just use small gyros in our inertial regardless of Earth or vehicle rates. gree per hour, must be measured navigators? There is another So an untorqued free-spinning gyro with the same precision as vehicle problem...which takes us to Part will appear to move with 24-hour pe- rates, which can be as high as tens Two.

STIR I- and K-Band Tracking Radar and J-Band Continuous Wave Illuminator

Line I ConsoleI Console I I Room

Target Antenna AE, AH control, including attitude AUXILIARY 57mm Gun correction NAVIGATION SWITCHBOARD

AE. AH Gun [Backup Synchro Drive Signals Distribution System]

STIR Fire Control System

MAIN NAVIGATION Synchro Heading, Pitch and Roll SWITCHBOARD

SYNCHRO ATTITUDE 1X.36X Heading, 2X and 36X Pitch 2X and 36X Roll Changeover Switches

'It's really part of the Main Switchboard

Fig. 2. Halifax-class navigation data distribution system.

14 MARITIME ENGINEERING JOURNAL SPRING 2000 The Tuned Rotor Gyro Design The fundamental equation and ful bonus that "solving" the tuned Problem (Part Two) Fig. 3 show that as the angular mo- rotor gyro design problem by plat- Drift in tuned rotor gyros is di- mentum (H) of the gyro gets larger, form stabilization gives us? Answer: rectly related to parasitic torque, more torque (T) is required to make If a gimbal system is used to elimi- which is in turn an inverse function the gyro precess at a given rate (Q). nate vehicle rates, and the inertial of the gyro's moment of inertia. In There are two ways to change the platform is kept in a fixed-level ori- other words, bigger gyros drift less angular momentum of the gyro — entation as a result, why not use the and therefore work better in inertial change its spin rate, or change its platform offset as an attitude refer- applications. But bigger gyros are moment of inertia (its mass and di- ence? It's as easy as picking-off the harder to torque! In response to a ameter). In strapdown or other high synchro signals on the gimbal drive requirement for an extremely low- dynamic-rate applications, therefore, mechanisms. No computing, no data drift gyrocompass, Litton-Marine it would be advantageous to keep the conversion, just pure, real-time Systems built a stabilized heading angular momentum of the gyro small synchro. reference with enormous, 16-cm- so that less torque is required to keep With the design and production of diameter iron wheel gyros. They the gyro stabilized under high input- the navy's platform stabilized iner- had to pay the Devil to torque them. rate conditions. However, Fig. 4 tial systems in the late seventies and Despite that particular challenge, the shows why this is a trade-off. early eighties, a central source of Mk-19 gyrocompass was a highly Friction and imbalances within a attitude data became available. The successful product line. spinning gyro can never be elimi- "bonus" became the raison d'etre for The two parts of the design prob- nated. These forces cause unwanted shipboard inertial navigators, with lem are graphically presented in Fig- torques that result in gyro drift. The all shipborne weapon and sensor sys- ures 3 and 4, which are qualitative same equation above can be used to tems now using a common, central- representations, not graphs of real demonstrate the effects of these un- ized attitude reference. experimental data. Figure 3 repre- wanted (or parasitic) torques: Q(DRIFT) = T(PARASITIC) x 1/H. The Move to Strapdown sents the simplified fundamental Applications equation of a spinning wheel gyro, This shows that to minimize the T=HxQ, where H represents the an- drift rate, one must maximize the Like most engineering problems, gular momentum of the spinning angular momentum. This is the the gyro design problem wasn't wheel and equals the product of the classic trade-off in gyro design: solved, it was dealt with. However, spin rate and the wheel's moment of larger angular momentum mini- the preferred "fix" of platform inertia. In this representation, mizes the unwanted drift, but in- stabilization resulted in mainte- H1

MAR1T1ME ENGINEERING JOURNAL SPRING 2000 15 ing beams produce a fringe pat- Doubly integrating these accelera- is required. By the mid-eighties we tern. When the device experiences tions yields position displacement. were cooking with computational rotational movement along the In the Mk-49 there are three ring gas, as it were, with the advent of normal axis of the laser path, the laser sensors and three accelerom- the 286 processor. Together with beam propagating in the direction eters in the sensor block. They are the ring laser sensor, this made of rotation experiences an appar- used to produce three acceleration strapdown inertial navigation ent increase in path length. This values; one each for the pitch, roll practical. beam will have an apparent de- and heading axes. An Early Ring Laser Sensor crease in frequency as a result. The This is a clean, functional sensor. Application converse applies to the beam It can pick out an Earth effect from propagating in the direction oppo- In the seventies the United vehicle noise with the greatest of site to rotation. States Navy's fire-control philoso- ease. No torquers here — there are phies were identical to our own. The difference in frequencies no spinning masses in the inertia! The first thing the USN cried out between the two beams will result block! No platform stabilization is for was a reliable attitude refer- in the fringe pattern moving (rela- required, either. The sensing ele- ence for their directors. In response tive to the gyro) at rate and direc- ments are effectively strapped down to this, Litton-Marine Systems built tion proportional to the frequency to the deck, hence the title, the Mk-16 Strapdown Attitude difference, i.e. the input angular "strapdown navigator." (That literal Reference (Fig. 5) which was used rate. The passage of each fringe cognizance yet again!) in the Mk-68 fire-control system. past the photo-diode beat detector Apart from the gyro design This was the first shipborne use of indicates that the integrated fre- problem, there was another stum- the ring laser sensor. It required quency difference (integrated in- bling block on the path to heading from the ship's gyro, and put rate) has changed by a strapdown. The computational produced training and elevation specified increment, and a gyro chore of performing multiple di- correction signals for the guns pulse of integrated angular rate (a rection cosine matrix and and missiles. They were clearly gyro "count") is generated. quaternian differential transfer ap- a long way from the inertial sys- The gyro counts, together with plications at a rate sufficient to tems of present. The evolution of accelerometer outputs are resolved effect real-time attitude and posi- the strapdown inertial navigator about direction cosine matrices tion data was not trivial. A rate of is depicted in the photo-essay in into acceleration components. at least 50 transfers every second Fig. 5. Conclusion The best solution to any engineering problem is to eliminate the source of it. With our hot new motion sensor, spinning mass gyros are becoming obsolete, but even the new toys can't save us without good supporting equipment. Any strapdown application, ring lasers or not, still needs good processing power and effective technique to converge. With the advent of ring laser sensors, the 286 processor, and Litton-Marine System's development of advanced gyro bias Q compensation techniques, real- time strapdown attitude and position computation became possible. Finally, a confession. All Mk-49 systems, including those being built as our SINS-HFX systems, are not purely strapdown in nature. When people who are so inclined Fig. 4. Friction and imbalances within a spinning gyro can never be (not just acoustic techs, I hope) eliminated. To minimize the drift rate, one must maximize the angular start looking inside our SINS-HFX momentum. units, they will actually see a two-

16 MARITIME ENGINEERING JOURNAL SPRING 2000 Circa 1970: Circa 1978: Circa 1990: MK-29 Inertial Navigator and MK-16 Attitude Reference, the first MK-49 Inertial Navigator Attitude Reference. "Traditional" warship use of the ring laser and Attitude Reference. tuned rotor gyro sensors, with sensor. Though a good "torque Ring laser sensors, 486 gimbal stabilization to isolate free" motion sensor was now processor power, and vehicle rates from the inertial available, the bias correction good bias compensation equation. A "strapdown" quality techniques to implement inertial techniques enabled motion sensor was not yet navigation had not been strapdown inertial naviga- available. developed. tion.

Fig. 5. Evolution of the modern-day strapdown inertial navigator. axis gimbal system. This is for a effects from the inertial sensors. sors, and it has worked very well proprietary gyro-indexing process However, full strapdown equations in this application. (bias reduction) which occurs pe- are still absolutely required. This riodically. In addition to this in- partial stabilization serves to re- dexing process, the roll axis duce the dynamic range of motion gimbal also serves to isolate roll that must be measured by the sen-

Henry Stacey works for Litton Ma- Lt(N) Pedersen is the Maritime Jeff Bird is a Defence Scientist at the rine Systems in Charlottesville, Vir- Navigation Systems Engineering Navigation Section of Defence Re- ginia as a systems engineer on the Officer in DMSS. search Establishment Ottawa. MK-49 line of products.

MARITIME ENGINEERING JOURNAL SPRING 2000 17 Canada/U.S. Joint Naval Operations: CFMETR — The Canadian Forces Maritime Experimental and Test Ranges Article by Cdr Gord Buckingham and LCdr Mike Sullivan Photographic support courtesy of Terry Berkley, CFMETR

f anyone thought CFMETR's future at Nanoose Bay, B.C. Iwas in some doubt during the recent dispute over seabed rights in military exercise area "Whisky Golf," Ottawa's decision to expro- priate this area has assured the con- tinuance of joint Canada/U.S. naval operations here. Although a few court challenges remain to be resolved, testing, training and evaluation continue apace. Situated 80 km west of Vancou- ver, the Nanoose Bay ranges have been in constant use by the Canadian and U.S. navies since 1965. That was the year CFMETR was formed as an ADM(Mat) field unit with the primary role of operating an instrumented, three-dimensional test range (jointly operated by Canada and the The tug CFAV Lawrenceville nudges the USS Greeneville alongside at United States). Today, the 70 or so CFMETR in December 1999. The improved LA class SSN was visiting employees of this state-of-the-art fa- the Nanoose Bay ranges for torpedo testing. (Photo: LCdr C. Hierons.) cility capture and package data obtained from range operations, baseline hydrophone arrays situ- ity that is particularly useful to the analyze Canadian torpedo and ship ated on the seabed. ships of the USS Abraham Lincoln system trials, perform acceptance and USS Carl Vinson battle groups, The location is also advantageous testing of sonobuoys, and repair and and to the Canadian naval fleet, each to the majority of customers since it overhaul the Sea King AQS-502 air- a half day's sail away in home ports is within 15 minutes' flying time for borne sonar. of Everett, Washington and Comox-based Canadian Forces Au- Esquimau, B.C. respectively. The Strait of Georgia near rora aircraft, 40 minutes away for the Nanoose Bay was selected for the Sea King helicopters from Pat Bay, CFMETR's staff is made up of 11 range because of its soft, muddy and about the same for the P-3 Canadian military personnel, 49 sea bottom and its 300-to-400-me- Orions from U.S. Naval Air Station DND civilian employees, six U.S. tre depth over 217 square kilome- Whidbey Island, Washington. To- Navy civilian technicians, and vari- tres. This is large enough to test gether with a sister unit, the Naval ous contracted support personnel in- most underwater sensors and Undersea Warfare Center — Divi- cluding Commissionaires. Approxi- weapons to their design limits, and sion Keyport, Washington (approximately half of the Canadian employ- affords some shelter from open mately 210 km to the south), ees belong to DGMEPM, while the ocean conditions. Excellent track- CFMETR provides a significant rest are members of CFB Esquimau ing accuracy is provided by short- training, test and evaluation capabil- detachments tasked directly by

18 MARITIME ENGINEERING JOURNAL SPRING 2000 ety of targets, and also measure tem- perature and salinity vs. depth, as well as underwater noise. These three vessels are crewed by civilians from the Queen's Harbour Master (Nanoose Bay detachment), while a range patrol vessel, the Pelican (YAG-4), is crewed by naval personnel. The QHM team also responds to environmental emergencies in the bay. Sonobuoy Testing and Sea King Sonar Repair and Overhaul The sonobuoy test facility oper- Nanaimo ates separately from the 3-D range, although it shares the area and some of the infrastructure. Developmental CFMETR. Everyone lives in the lo- lent to an aircraft's black box) prior program support, design qualifica- cal communities, as there is no on- to loading. Whenever possible, to tion and production quality assur- site accommodation. reduce the cost of firing real torpe- ance testing are conducted in does, specially configured, reusable The3-D Range Nanoose Bay, Georgia Strait, Jervis non-motorized torpedo-shaped Inlet or Hotham Sound. Typically, The instrumented 3-D range is a "REXTORPs and HOTTORPs" are Canada/U.S. joint venture in which one of the TSRVs is configured with used. Most lightweight torpedoes are a purpose-built, modular laboratory the United States Navy provided the launched by ships and aircraft, and capital for technical equipment, to support testing. To save the ex- recovered by a Hughes 500D heli- pense of tasking an Aurora patrol some technical personnel (including copter on contract from Airspan in the salaries of five Canadians), and aircraft from Comox, many air Sechelt, B.C. Heavyweight torpe- launches of sonobuoys are made some range vessels manned by a does are launched by a yard torpedo U.S. contractor. The Canadian De- from a Turbo-Beaver aircraft char- tender or a submarine, and are picked tered from SEAIR in Richmond, partment of National Defence pro- up by a torpedo retriever boat. vided the fixed facilities, including B.C. Sonobuoy manufacturers and the earthquake proof main jetty, The Canadian range vessels — authorities who make use of some range craft, as well as com- two torpedo and ship ranging vessels CFMETR's operations on a cost-re- mand, control and security of opera- (TSRVs) and a sonobuoy recovery covery basis include Hermes Elec- tions. vessel (YAG-680) — deploy a vari- tronics of Dartmouth, N.S., Sparton From the range operations centre on Winchelsea Island, all platforms and underwater weapons on the range can be tracked three-dimen- sionally by differential global positioning systems, radar and cine-theodolite, or underwater by a complex system of transducers and receivers. Acoustic pulses from pingers on ships, submarines and test weapons are received by one or more of 30 bottom-mounted hydrophone arrays. The computed tracks are dis- played in real-time on various screens and plotters, or transmitted digitally for debriefings in remote lo- cations (e.g. air squadron briefing rooms).

All torpedo warheads are re- HS 443 Squadron personnel load a Mk-46 exercise torpedo at CFMETR placed by an exercise head (equiva- in November 1999. (Photo: Cpl Mike Weber)

MARITIME ENGINEERING JOURNAL SPRING 2000 19 test, dismantle, re- larly make presentations to various pair, reassemble and groups and support local events such retest the projectors as the Nanaimo Marine Festival and and hydrophones in World Championship Bathtub Race. the facility's work- The mayors and chambers of com- shops. Final in-water merce of the three nearby communi- testing is conducted ties of Nanaimo, Parksville and from a special barge Qualicum Beach have been fully that houses auto- supportive of CFMETR's existence. mated equipment and The recent jurisdictional dispute a submersible test rig. between the federal and provincial Over the past year the governments over the seabed rights acoustics section has in area WG has now been settled. An also overhauled sev- area of approximately 8!/2 square eral of the similar kilometres, containing several rocky AN/AQS-13B units islets, was severed from the original for Canadian industry tenure and remains choice habitat for representing foreign the myriad species of wildlife and Sonar technician Bill Reynolds prepares a clients (again, on a sealife that have populated this area helicopter sonar hydrophone for in-water testing cost-recovery basis). for eons. as part of the R&O process. (Photo: Terry Berkley) This repair capability no longer exists in of Florida, Ultra from the U.K., and private industry. recently, the U.S. Navy in-service Community Relations engineering authority for sonobuoys Cdr Buckingham is the Command- in Crane, Indiana. Over the years various protest groups have voiced their opposition ing Officer of CFMETR. LCdr Mike As well, the AN/AQS-502 heli- to CFMETR, but CFMETR's envi- Sullivan is the Range Officer Des- copter-borne sonar has been re- ronmental record is excellent. A ignate at CFMETR. paired on the West Coast for more 1996 study by the Pacific Marine than two decades. While the "dry Technology Centre found the envi- end" is refurbished by FMF Cape ronmental consequences of range ac- Breton in the dockyard in tivities to be minimal — and the unit Esquimau, the "wet end" is over- continues its efforts to be a good cor- hauled at CFMETR. Here, staff porate citizen. Staff members regu-

A United States Navy torpedo retriever boat stationed at CFMETR carries Canadian Mk-48 torpedoes being tested on the ranges. (Photo: Terry Berkley)

20 MARITIME ENGINEERING JOURNAL SPRING 2000 Greenspace: Maritime Environmental Protection Expert Workshop — Findings: Oily Waste Water and Oil Content Monitoring Article by LCdr Mark Tinney

s indicated in the previous of the term "oil." Many existing Ultimately, it is intended to prepare edition of the Maritime regulations do not differentiate be- a submission to the International AEngineering Journal, tween free oil, dissolved oil and to- Maritime Organization's Maritime DGMEPM/DMSS 4 hosted a NATO tal hydrocarbons. Environmental Protection Commit- Special Working Group 12 work- • There is a requirement for a uni- tee to formally amend MARPOL 73/ shop in Hamilton last fall to discuss versally accepted standard against 78 accordingly. and share information concerning all which to measure oil content in the Summary facets of shipboard oily wastewater effluent of an oil/water separator. These actions could lead to oily treatment and control (Greenspace, • There is no existing oil content MEJ, Fall 1999/Winter 2000, p. 14). water separators and oil content monitor that can accurately, reliably, monitors being developed to a com- In that article I promised to pass quickly and consistently measure oil mon recognized standard, which is along the results of the workshop content in water when subjected to once the conclusions and recommen- not currently the case. Furthermore, widely varying influent. (This situ- information concerning the technol- dations had been tabled at the sub- ation could be rectified if there were sequent SWG12 meeting. This has ogy and processes employed to sepa- a clear definition of the term "oil," rate and monitor oil content from been done, and findings and in- and a universal standard for measur- tended actions are listed below. bilge water will become universally ing oil content.) recognized and interchangeable During the workshop it became • There is no requirement for an among NATO navies. Perhaps the apparent that each nation had a dif- oil content monitor to verify the per- function of oil content monitors will ferent definition of the term "oil." To formance of a membrane-based oil/ devolve to that of an alarm in the further complicate matters, we were water separation that has been tested event of membrane failure, and will all using different methods to meas- and certified to meet a certain stand- no longer be the "Achilles heel" of ure oil content in water. As a result, ard. The nature of membrane tech- membrane-based bilgewater treat- when we compared notes on equip- nology is such that it acts as a physi- ment systems. It is also believed that ment performance we were compar- cal barrier to the flow of oil through membrane-based oil/water treatment ing "apples with oranges." In some the membrane. As such, once a systems will become the minimum cases the differences were remark- membrane-based oil/water separator required standard for future ship- able. It became obvious that this was has been certified to a certain efflu- board oily water separator systems. a significant problem when the effluent quality, the system will continue ent quality of a highly sophisticated to meet this standard as long as the oil/water separation process, using integrity of the membranes remains the most stringent testing method, intact. In view of this, the only re- was compared to the effluent qual- quirement for an oil content monitor After three years as project manager ity of a very simple system using the is to serve as an alarm to alert the of the navy's Maritime Environmen- least accurate method to measure oil operator to stop the system and tal Protection Project, the Journal's content. On paper the results looked check the membranes. Marine Systems technical editor the same, though in reality they were LCdr Mark Tinney moves on to the In response to this, as a first step, career management shop in Ottawa. not. These results and other discus- the NATO SWG12 committee sions on the problems with oil con- The editorial staff of the Journal agreed to convene a special working wishes him well. tent monitors led to the group group to agree upon a precise defi- drafting the findings as follows: nition of the term "oil," and to agree • There is a requirement for a pre- upon a single analytical procedure to cise, universally accepted definition measure oil content in bilge water.

MARITIME ENGINEERING JOURNAL SPRING 2000 21 News Briefs ALSC senior project staff appointed Obituary: LCdr Patrick W. Brett, CD It is with great sadness that I vived by a daughter, Danielle, The navy's Afloat Logistics announce the passing of Lieu- from a previous marriage. Sealift Capability Project is gaining tenant Commander Patrick In the con- momentum. As proof, an ALSC Walter Brett on duct of his du- project management office (PMO) is December 24, ties, Pat em- being established at NDHQ to pro- 1999, peace- bodied the vide the necessary support while the fully at home quiet humanity project charter, statement of require- after a long ill- and profes- ments and procurement strategy are ness. developed. sional grace of Pat joined the true intel- Cdr Eric Bramwell has been ap- the navy in lectual naval pointed Project Manager, and will 1975, was edu- officer. He was head up the PMO at National De- cated at Water- my divisional fence Headquarters in Ottawa. Cdr loo University, officer for Dave Harper, a Maritime Surface and served on three years, officer in the Directorate of Mari- board Her Maj- and I can attest time Policy and Project Develop- esty's Canadian that he was ment, has been appointed Project ships Gatineau "ever on duty," Director. and Kootenay. with mature The ALSC PMO will, of neces- In 1994 after guidance for sity, remain modest in size. Current extensive com- his people and requirements are for an engineering bat systems en- expert engi- project team of six to eight individu- gineering duties LCdr Pat Brett neering care als having skills in project manage- on both coasts, for the systems ment, systems engineering, integrated Pat, his wife Wendy and daughter in his charge. He will be dearly logistic support and acquisition/pro- Kaighley settled in east end Ot- missed by a loving family and by curement. The project aims to de- tawa while Pat continued his serv- his navy colleagues who wish liver an as yet unspecified number ice to the navy in the offices of the him fair winds and following of ships that will give the Canadian Canadian Patrol Frigate Project seas. — Lt(N) Jim Pedersen, Forces the broadest possible flex- and later the Directorate of Infor- DMSS 8-5-6.± ibility for the next generation of mation Services. Pat is also sur- strategic sealift, underway fleet re- plenishment and joint task force operations. TRUMP. Most recently, he has perience working with require- Cdr Bramwell is a member of the served as section head of DMMS 5, ments issues. He last served at sea MARE 44E, naval architect the acquisition management section as the executive officer of HMCS suboccupation. His previous capital for DGMEPM. Cdr Harper is a Protecteur. 4 project experience includes CPF and MARS officer with five years' ex-

22 MARITIME ENGINEERING JOURNAL SPRING 2000 MARE Journal wins second editing award For the second time in four years their editing and design the Maritime Engineering Journal work on the 1995 vol- has been recognized for the quality ume of the Journal. of its editing by the Eastern Ontario Brian McCullough Chapter of the international Society began his association for Technical Communication with the Journal as a (STC). In February the Society an- naval reserve MARS nounced the results of its annual officer at the maga- technical publications competition, zine's inception in conferring the 1999/2000 Merit 1982, and took over as Award (magazines category) on the full-time production production editing team of Brian editor in 1985. Follow- McCullough and Bridget Madill ing the cancellation of Brian McCullough and Bridget Madill. (Photo: for their work on the October 1998, Class C service in 1994, Lori Prowse) February 1999 and June 1999 issues he established Bright- of the Maritime Engineering Jour- star Communications and has been nal/CNTHA News. technical heritage. The two publica- producing the Journal under ten- tions share production services, but According to STC Technical Pub- dered contract ever since. Bridget maintain separate editorial boards. lications Competition Manager Madill earned her Bachelor of Jour- CNTHA News now appears as a Gordon Brown, the Merit Award is nalism degree from Carleton Univer- regular insert in the Journal. given "when a publication consist- sity in 1973, and worked for many ently meets high standards in most years as an editor for the federal gov- The Society for Technical Com- areas and applies technical commu- ernment in Ottawa. She now works munication was established in the nication principles in a highly profi- as an associate editor with Brightstar 1950s to improve the quality and ef- cient manner." Competitors in the Communications in Kanata, Ontario. fectiveness of technical communica- magazines category were required to tion for audiences worldwide. With In 1998 the Maritime Engineering some 24,000 members, it is the larg- submit three consecutive issues of Journal and CNTHA News, the their publication as a single entry. In est professional society in the world newsletter of the DND-sponsored dedicated to the advancement of the 1996 Brian McCullough and DND Canadian Naval History Associa- graphic designer Ivor Pontiroli re- theory and practice of technical com- tion, joined forces as "strategic part- munication. 4 ceived STC achievement awards for ners" in preserving Canada's naval

No bug bites Over the last two years, signifi- was charged $96,000 in late fees on the date rollover: missile launchers, cant resources were committed to a video rental. Elsewhere, a British propulsion systems, firefighting and preparing systems for the rollover to bank suffered disruptions to its credit monitoring systems, etc. The few Jan. 1, 2000. Since an uneventful card operations, while slot machines Y2K anomalies that we did observe New Year's greeted us, we've collec- in Delaware and automatic bus ticket were minor glitches. tively been wondering what all the dispensers in India went crazy. It is now obvious that Y2K prepa- fuss was about. What to make of all this? Were ration was necessary. In the course Did the Y2K bug not bite at New these anomalies spurious Y2K com- of undertaking this effort we became Year's? Was it thwarted? Was it ever puter glitches, or the tip of an iceberg better able to quantify and manage there? Did we spend a lot of need- of yet-to-come crises? our materiel and operational Y2K less effort? The navy did fix a number of sys- vulnerabilities, and became better The Y2K bug was predicted to tems that exhibited hard Y2K fail- informed about our systems as well. send machinery haywire, cause ures during early testing: global — LCdr Richard Gravel, DMSS 8, power failures, create financial dis- positioning systems, communication andLt(N) Erick DeOliveira, DMSS ruptions and trigger nuclear emer- systems, and certain direction find- 5-6.4 gencies. In fact, nuclear plants in ing equipment, for example. Further- Japan and Spain did suffer system more, other critical systems were failures, and a man in Albany, NY tested and shown to be unaffected by

MARITIME ENGINEERING JOURNAL SPRING 2000 23 Index to 1999 Articles

February June Fall 1999/Winter2000 Focusing on Common Purpose A Change of the Watch Remembering the Lessons ofKootenay by Capt(N) David Hurl by Capt(N) Gerry Humby by Capt(N) David Hurl People, teamwork and the product — Prefacilitated Contracts—Navy is Afloat Logistics and Sealift Capability It's time to return to fundamentals Proceeding with Caution by Cmdre J.R. Sylvester by Cmdre I.D. Mack by Cmdre J.R. Sylvester Life after the Navy — Is the grass The Branch Advisor on PI Cert Four Engineering Recognition greener on the other side? Employment by Cmdre W.J. Broughton (ret.) by LCdr(ret.)Xavier Guyot by Capt(N) D.G. Dubowski The Naval Divisional System and its Halifax-class On-line Technical Data Life After the Forces Fundamental Importance to Morale in Package: Easing the Navy's Paper by LCdr(ret.) Serge Lamirande the Navy Burden by Lt(N) Keith Coffen by Hugh Simpson 1996 Engineering Incident: HMCS Huron Gearbox Failure and Repair The Navy's Solution to Simulation- Bosnia: Greetings from the Front! by LCdr Darren Rich based Command Team Training by LCdr Rob Mack by LCdr Steven Yankowich Naval Maintenance for the New HMS Sultan: Canadian MARE MS Millennium Extended Work Period Management — Officer Training for the 21SI Century by Lt(N) David Evans Principles for Success by LCdr Gary J. Lahnsteiner by IrekJ. Kotecki and David B. Jones Condition Based Maintenance — The Expert Workshop: Oily Waste Water Solution for the Next Millennium? Yard Diving Tenders — A Successful and Oil Content Monitoring by Peter MacGillivray Vessel Conversion Project by LCdr Mark Tmney by Ed Chan andLt(N) Gaston The Elusive Decibel: Thoughts on Lamontagne Department receives U.S. Environmen- Sonars and Marine Mammals tal Protection Agency award by David M.F. Chapman and Dale D. Protecting the Oceans in the Future Ellis by LCdr Mark Tmney They Were as One: Remembering the Victims of HMCS Kootenay Canada and Hedgehog — The First HMCS Fredericton Joins the Solid byLt(N)PatJessup Ahead-throwing Anti-submarine Waste Management Fleet Weapon by Sean Gill Victoria-class Fire Control System by Dr. W.A.B. Douglas Ship Signature Reduction in the New Naval Training Facility Navy's Y2K Ship Systems Project in Canadian Navy — A Balancing Act Naval Engineering Manual Update and Full Swing by Mike Belcher and Ping Kwok Revision Project by LCdr Richard Gravel and Lt(N) ErickDeOliveira Year 2000 Ship Readiness Conferences: Coastal Environment by LCdr Richard Gravel and 2000 (Sept. 18-20), and Oil Spill 2000 Obituary: RAdm Sam Davis, CD, Lt(N) Erick DeOliveira (Sept. 20-22) Ph.D. by Dr. H.W. Smith, Cdr(ret.) Towed Array: CANTASS Update CNTHANews by Lt(N) Scott MacDonald • Obituary: Hal Smith a Moving Force CNTHANews 1998 MARE Training Awards in the CNTHA • RAdm Sam Davis: Remembering a by Roger Sarty Man who Lived to Serve CNTHANews • "Cabinet" Approval by Mike Saker • War Museum Seeks CNTHA Assist- by Michael Whitby • Docking with a Difference: How ance • Messdeck Lighting in HMCS Haida HMCS Restigouche went Under- by Mike Saker by Pat Barnhouse ground • Helping Official History: The Value • Book Review: Salty Dips Vol. 5, "Up by Michael Young of the CNTHA Spirits!" (NOAC) • Sam Davis — Historian by Michael Whitby by Pat Barnhouse by Hal Smith • Book Review: Desert Sailor: A War of Mine (Hewitt) by Michael Young •RCN/RN Relations, 1955 by Hal Smith • Canadians at Harwell by Hal Smith

24 MARITIME ENGINEERING JOURNAL SPRING 2000 SPRING 2000

• • • • • • • • • CANADIAN NAVAL TECHNICAL HISTORY ASSOCIATION • • • • • • DHH Launches Post-War • • • • Naval Oral History Project • • ran into Dr. Wilf Inside this issue: • • ILund (Captain (N) • ret’d) at the Bytown From the Archives: • Damage Control in the 1953 • Mess during Up Spirits • on the Friday preceding Huron Grounding ...... 2 • • the Battle of Atlantic Technical Timeline ...... 3 • weekend. He informed • • me of a project upon Landlocked! • which he is working that Can you identify the man • • will be of interest to us in the photo? ...... 4 • all. Dr. Lund has been • About the CNTHA ...... 4 • tasked by the Directo- • rate of History and Her- • itage to conduct an CNTHA News Est. 1997 • • interview program with • CNTHA Chairman • former Maritime Com- RAdm (ret’d) M.T. Saker • manders and other sen- • DHH Liaison • ior naval and air officers. The objective is to capture, for historical record, personal Michael Whitby • perspectives on the development of policy and the major challenges and issues • Secretary • at the higher levels that affected the Canadian Navy in the post-Second World Gabrielle Nishiguchi (DHH) • War period. • Executive Director • The undertaking includes focus on the major acquisition projects such as the LCdr (Ret’d) Phil R. Munro • • general-purpose frigate, the DDH-280 tribal-class destroyer, the Canadian pa- DGMEPM Liaison • trol frigate, submarines, maritime patrol aircraft and helicopters. Specifically, Mr. R.A. Spittall • • DHH hopes to enhance its understanding of the acquisition decisions and proc- Maritime Engineering Journal • esses from the standpoint of both requirements and policy. The interviews will Liaison • Brian McCullough • provide guidance to the interpretation of the extensive documentation available, • as well as important personal insight. Newsletter Editor • Mike Saker • Dr. Lund has asked me to pass this information along to our members, some • Newsletter Production Editing Services, • of whom will be on his list to be interviewed. He also mentioned that a subse- Layout and Design • quent interview program will be conducted by DHH to gather information on Brightstar Communications, • Kanata, Ont. • the more technical aspects of acquisition projects from project managers and • others who were involved. This is precisely the purpose of the Canadian Naval CNTHA News is the unofficial newsletter of the • Canadian Naval Technical History Association. • Technical History Association, to gather and record this type of information for Please address all correspondence to the pub- • historical purposes. Those who wish to be included in these projects, or who • lisher, attention Michael Whitby, Chief of the • would like to provide written input are encouraged to contact the Directorate of Naval Team, Directorate of History and Heritage, • History and Heritage. NDHQ Ottawa, K1A 0K2. Tel. (613) 998-7045, • fax 990-8579. Views expressed are those of • — Mike Saker the writers and do not necessarily reflect offi- • cial DND opinion or policy. The editor reserves • the right to edit or reject any editorial material. • Preserving Canada’s Naval Technical Heritage 1 CNTHA News — Spring 2000 Damage Control in the Huron • • • Grounding Incident• of July 13, • • • • • 1953* • • • • • • • • (*Condensed and edited from file: DHN 1151-355/10,• dated July 30, 1953.) • • • • • • • On July 13, 1953 the destroyer HMCS• Huron went aground during • • • operations in the Korean War. The ship’s• engineer officer, Lt/Cdr.(E) H.D. Canadian Navy • • • Minogue, RCN, submitted the following• damage control report: 90th • • • he ship was cruising in state III. • shores were placed behind the bulk- Anniversary! • T • • All “X” hatches and W/ • head. So long as the ship was oper- • • • T doors were closed. The watertight • ated astern, bulkhead 30 would hold. • integrity of the ship was at its maxi- • • • Damage control parties erected • mum, with only “Y” manholes open to • vertical shoring in the forward upper • living compartments and ventilation on • • • and lower messdecks to carry the • throughout the ship. • vertical weight in the forecastle area • • • Damage control parties were piped • of the ship. Two-by-fours were used • to close up immediately after the im- • for this work because no larger tim- • • • pact at about 0038. Reports coming in • ber was available in the ship. It was • to the DCHQ from damage control • found that two-by-fours placed flat on • • • parties indicated the damaged area to • the deck at either end of a mess bench • be in the forecastle. The engine-room • made good temporary shoring. The • • • reported engines stopped and that • mess benches distributed the loading • machinery was not affected by the • over as wide an area as possible. • • • grounding. Propellers were free and • By 0400 considerable temporary • generators operating satisfactorily. • • • shoring had been completed. As much • The EO and electrical officer went • fuel oil as possible had been pumped • • McNally • forward to determine the extent of the • aft from the forward tanks, and the • damage. A preliminary examination • first lieutenant had slipped both an- • • • showed that maximum damage ex- • chors. Pumping ceased at 0400 to • tended aft to the forward lower • ensure the boilers did not lose suction. 1910-2000 • • • messdeck and forward of W/T bulk- • All personnel except for the • head 30. Number 3 deck was heaved • watchkeepers were piped aft to the • • • up forward of W/T bulkhead 25, riv- • quarterdeck. • ets were missing and the W/T hatches • • • The ship went to “full astern both” • to No. 2 naval stores and No. 1 provi- • in easy stages with no result. The • sion room were distorted. The follow- • • • bridge then ordered “stop port, full • ing spaces were found to be flooded: • astern starboard.” The ship took on a • No. 2 naval stores, No.1 provision • • • definite port list. The bridge then • room and the 144Q2W compartment, • stopped the starboard engine and or- • the refrigerating machinery compart- • • • dered “full astern port.” At about 0426 • ment and the cold room. The 147F • the bridge reported the ship clear of • compartment was examined and rocks • • • the rocks. The ship went slow astern • were seen piercing No. 3 deck. The • to the seaward side of Yang Do, • paint locker and forecastle were not • • • where Huron rendezvoused with the • entered at this time. • USS Rowan at about 0500. The de- • • • W/T bulkhead 30 was the flooding • stroyer squadron engineer officer • boundary. Since it showed no signs of • from Rowan came aboard to see the • • • leakage, it appeared safe to back the • damage and find out what equipment • ship off the rocks before permanent • would be required. Huron requested 2 Preserving Canada’s Naval Technical Heritage CNTHA News — Spring 2000

• • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Technical • • • • • • Timeline • • • • CNTHA members Pat • • Barnhouse and Mike Young are • • • • collaborating on an ambitious ef- • • fort to produce a “Timeline of Ca- • • one complete set of oxyacetylene cut- • sighted on the horizon and it was de- • nadian Naval Technology.” ting equipment, 30 16-foot lengths of • cided to wait for them. They came • • • The timeline is intended to four-by-four, and a quantity of • alongside and the tug proceeded to • identify and briefly describe all the wedges. In addition, Rowan supplied • transfer anchor cable aft to the quar- • • • technological achievements of our a crew of welders to assist. • terdeck. The tug also tried to remove • navy — good, bad and indiffer- • the asdic dome, so that the forward 90 • Since the ship could now manoeu- • • ent! The first version is expected vre astern and W/T bulkhead 30 was • feet of Huron could be put into the • to be published in the Spring 2000 • docking ship. The tug’s underwater • holding, it was decided to recover the • • issue of Maritime Affairs. That watertight integrity forward of bulk- • cutting gear gave considerable trou- • edition will be a special one, com- • ble, but before the dome could be cut • head 30 as far as possible. Curtain • • memorating the 90th anniversary bulkhead 18 forming the after part of • away the effort had to be abandoned • of the founding of the Royal Ca- • as the weather began deteriorating. • No. l central stores would be used as • • nadian Navy. a watertight bulkhead. The entrance • At 2224 Huron started south ac- • • • The authors welcome any com- was considerably distorted, so a sec- • companied by the tug and docking • ment on this work in progress and tion of the door frame was cut away. • ship. With W/T bulkhead 30 now com- • • • it is hoped that the next update Two-by-six planks were placed hori- • pletely shored, Huron could proceed • will be included in a future issue zontally across the opening, and seat • at slow ahead. Progress was satisfac- • • • of this newsletter. cushions were placed horizontally • tory until the afternoon of July 14 • along the planks to make a seal. The • when waves began working at the • — Mike Young • • whole section was backed by a steel • loose plating on the starboard side. The • door, a table top and two mess • ship was stopped at 1652 and the sen- • • • benches. Shores were then placed • ior officer in Rowan ordered the tug • against the backing. Number 3 deck • to take Huron in tow astern. The ship • • • was made watertight by the use of • reached Sasebo, Japan without fur- • small shot plugs, splinter boxes and • ther incident on July 18.… • • • seat cushions backed by half-doors or • Postscript • radiators. An attempt was made to • • • In the covering letter to his engi- • pump out the cold room compartment • neer officer’s damage control report, • using two 70-ton portable pumps and • • • Huron’s CO, Cdr R.E. Chenoweth, • main suction without success. The • MBE, reported to the Commander • attempt was abandoned and shores • • • Canadian Destroyers Far East (em- • were placed on the closed hatch. • barked in HMCS Iroquois): • • • At 0853 on July 13, Huron pro- • “The Ship’s Damage Control or- • ceeded astern to meet the docking • • • ganization was found to work smoothly • ship and rescue tug until 1133 when a • and efficiently. The time element in this • stop was made to cool off main en- • • • • gines. The docking ship and tug were • (Cont’d page 4) • Preserving Canada’s Naval Technical Heritage 3 CNTHA News — Spring 2000

Landlocked! • • • • • • • • • • • • • • • • • • • • • • • • • • About the CNTHA • • • • The Canadian Naval Technical • • • • History Association is a volunteer • • organization working in support of • • • • the Directorate of History and • • Heritage (DHH) effort to pre- • • • • serve our country’s naval techni- • • cal history. Interested persons • • • • may become members of the • • CNTHA by contacting DHH. • • • • A prime purpose of the • • • • CNTHA is to make its informa- • • tion available to researchers and • • • • casual readers alike. So how can • This mid-section mock-up of a St. Laurent• -class hull compartment was one of the you get to read some of it? For the • projects constructed by the Trade Group• 3 shipwrights as part of their course • syllabus at Engineering Division in Stadacona• in the mid-1960s. moment there is only one copy of • • the Collection, situated at the Di- • All three men in the photo are brand new• petty officers (second class), but we only • know the names of two of them: Darwin• Robinson, who is kneeling by the hatch rectorate of History and Heritage • went on to receive his commission and eventually• retire as a lieutenant-commander; located at 2429 Holly Lane (near • • • and Don Teed, who left the navy after seven• years, is standing in the doorway. Can the intersection of Heron and • anyone identify the man at the deadlight?• (DND photo, 71244) Walkley Roads) in Ottawa. DHH • • — Harvey Johnson, DMSS 2 • • is open to the public every Tues- • • day and Wednesday 8:30-4:30. • • • • Staff is on hand to retrieve the in- • • formation you request and to help • (Cont’d from page 3) • • • in any way. Photocopy facilities • case was a major factor in that it was • been the case the shoring time would are available on a self-serve ba- • essential that every effort be made to • have been cut down by 50%. • • sis. Access to the building requires • refloat before first light due to the • (2) That all ships should have stow- a visitor’s pass, easily obtained • proximity of enemy shore batteries…. • age forward as well as aft for bottles • • from the commissionaire at the • ….this case is perhaps unique in • of Oxygen and Acetylene. This would front door. Copies of the index to • that the damage incurred by the ship • eliminate the necessity of having to • • the Collection may be obtained by • subsequent to the refloating and while • move these heavy and cumbersome writing to DHH. • on passage to Sasebo was negligible. • bottles under blackout and adverse • • • This was largely due to the weather • conditions. • and that the ship was taken in tow • • • (3) That at least 90% of all shoring • stern first. As a result this enabled the • lumber should be 4 x 4’s with the re- • maximum amount of stores, equip- • • • mainder 2 x 4’s. It was found that 4 x • ment and personal gear to be recov- • 4’s were the primary requirement, and • ered. • • • in this instance, in addition to the 4 x • It is also desired in the light of ex- • 4’s carried by Huron, the entire sup- • • • perience to submit the following dam- • ply of two USN destroyers was re- • age control recommendations: • quired.” • • • (1) That all ships should be provided • • • • with a power driven saw. If such had • 4 Preserving Canada’s Naval Technical Heritage