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CANADA’S NAVAL TECHNICAL FORUM Summer 2006

Replenishment at Sea — The Navy’s First Steps with “One-stop Shopping”

Also in this Issue: • Women in Defence and Security • Recertifying Submarine HP Cylinders In Situ • Exploring the Wartime Wreck of HMCS Athabaskan ...and doestheship’s missingstern in theEnglishChannel1944? What sankHMCS section holdtheanswer? — Story inside Athabaskan

Athabaskan image courtesy DND Directorate of History and Heritage Maritime Engineering Journal Summer 2006 (Established 1982)

DEPARTMENTS Commodore’s Corner Crunch time for naval technical training by Commodore Richard Greenwood ...... 2 FEATURES Forum: CPO1 Denis Chitouras — A Story of Success and Inspiration by Cdr Marcel Hallé ...... 4 Looking Back: One-stop Shopping — Replenishment at Sea and the , 1945 to 1961 by Dr. Ken Reynolds ...... 5 Introducing...Women in Defence and Security (WiDS) Director General Maritime Equipment Program Management by Brian McCullough ...... 10 Commodore Richard W. Greenwood, CD Experiences of a (Female) Petty Officer First Class, Canadian Navy Reserve Senior Editor Capt(N) Eric Bramwell by PO1 Cheryl Bush ...... 11 Editorial Adviser One (Female) Engineer’s Experience Cdr Wayne Rockwell by Lt(N) Mélanie Mountan ...... 12 DGMEPM Chief of Staff A Female Civilian’s Perspective in Defence Production Editor / Enquiries by Sue Dickout ...... 13 Brian McCullough Tel. (819) 997-9355 / Fax (819) 994-8709 Simulation Technology: Operational Capabilities in Heavy Seas E-mail [email protected] by Michael Dervin ...... 15 Editorial Committee Advisers Exploring the Wartime Wreck of HMCS Athabaskan LCdr Simon Paré (Marine Systems) — A Naval Architect’s Adventure in Underwater Archaeology LCdr Mike Turpin (Combat Systems) by LCdr Jocelyn Turgeon...... 21 Yves Perron (Naval Architecture) CPO1 Dave Gordanier (NCM Member) Recertifying Submarine High-pressure Cylinders In Situ Jean-François Gagné (Civilian Member) by Daniel Laplante, Stanley Lyczko and CPO2 (ret.) David Sankey...... 26 Production Editing Services by NETE News ...... 29 Brightstar Communications, Kanata, Ontario CNTHA NEWS Newsletter of the Canadian Naval Technical Associate Production Editor History Association ...... Insert Bridget Madill Print Management Services by Director General Public Affairs – Creative Cover Photo: Military historian Dr. Ken Reynolds tells the story of Services the navy’s introduction to replenishment at sea. (DND photos): HMCS Translation Services by Yukon refuels from HMCS Provider. (Inset) HMCS Cape Breton at Public Works and Government Services sea in 1953. Article begins on page 5. Translation Bureau Mme. Josette Pelletier, Director The Maritime Engineering Journal (ISSN 0713-0058) is an unofficial publication of the Maritime En- ADM(Mat) Translation Co-ordinator gineers of the Canadian Forces, produced three times a year by the Director General Maritime Equip- M. Clément Lachance ment Program Management. Views expressed are those of the writers and do not necessarily reflect official opinion or policy. Mail can be sent to: The Editor, Maritime Engineering Journal, DMSS The Journal is available on the DGMEPM (6 LSTL), NDHQ, 101 Colonel By Drive, Ottawa, Ontario Canada K1A 0K2. The editor reserves website located on the DND DIN intranet the right to reject or edit any editorial material. While every effort is made to return artwork and photos at http://admmat.dwan.dnd.ca/dgmepm/ in good condition, the Journal assumes no responsibility for this. Unless otherwise stated, Journal arti- dgmepm/publications cles may be reprinted with proper credit. A courtesy copy of the reprinted article would be appreciated.

MARITIME ENGINEERING JOURNAL SUMMER 2006 1 Commodore’s Corner Crunch time for naval technical training

By Commodore Richard Greenwood, CD Director General Maritime Equipment Program Management

he MARE Council, the na- naval technical officers and NCMs of the project itself and the resulting val technical community’s alike, as well as for personnel in the impact on ship schedules have yet to Tsenior advisory body, other seagoing trades. be fully defined, and we also have to meets twice a year to examine issues, look beyond the frigates to their So where do we stand with this? priorities and actions affecting offic- eventual single-class replacement As you can imagine, the MARE ers of the MARE career field and the and consider the implications and Council is working very closely with NCM (non-commissioned) naval options for how we train our people. the other concerned naval advisory technical occupations. If there is one If history is any indication, we can groups to find a workable solution. item pushing itself to the forefront of almost certainly expect that a new Until now we have depended on a the Council’s discussions these days, generation of ships will bring some well-established training process it is the burning issue of how the fundamental changes, and that by the that includes prescribed amounts of navy expects to meet its personnel time the smoke clears from the frig- sea experience to deliver the knowl- training requirements (and even ate modernization program in 2016 edge and develop the skill sets we what those requirements should be) we will be on track with a much dif- require of our technical personnel. I during the upcoming Halifax-class ferent long-term training and career don’t think anyone would disagree modernization project. vision. that, as a result, the Canadian navy The complicated issue of possibly The frigate modernization project realigning the navy’s technical train- poses serious challenges on a It doesn’t take a math- ing and career employment to meet number of fronts, not the least of ematician to figure out future requirements is on the front which is the impact a reduction in the burner at all levels of the navy right number of available seagoing train- that the premium for now. The goal, of course, is to devise ing billets will have on personnel bunk space will increase a 100-percent solution that meets the training and career advancement. dramatically. needs of the fleet and the career as- Beginning around 2010 and continu- pirations of the navy’s personnel. Is ing through 2016, as many as five enjoys a world-class talent in its this achievable? We think so. Con- out of the 12 ships in the fleet of technical officers and NCMs. The structive compromise will be the or- Halifax-class patrol frigates could be question we have to consider now is, der of the day as we take a fresh look expected to be out of service at any Have our requirements changed? at our requirements and reposition one time for midlife refit and mod- The quality of our naval technical ourselves for what promises to be a ernization. The challenge of manag- training has certainly left us well po- new era in naval technical training. ing even a temporary loss of sea sitioned for the challenges of today Making up for the anticipated loss of billets for six years is formidable and the near future, but what about platform availability for at-sea train- enough given our current personnel for the longer term? It takes years to ing opportunities will call for crea- numbers, but the navy is aggres- develop our officers and NCMs to tive workarounds, to be sure, and it sively recruiting additional naval the standard we currently demand, is very likely that any solution will technical officers to make up for cur- yet we are facing a serious shake-up include greater reliance on simula- rent shortfalls. It doesn’t take a math- to the training status quo with the tor-based training. ematician to figure out that both the upcoming Halifax-class moderniza- premium and demand for bunk space It’s a tough nut we have to crack, tion project. will increase dramatically. This issue sorting this out, but the possibilities will have a direct impact on the The situation right now is any- for the future of naval technical availability of shipboard billets for thing but clear. The implementation training and employment are excit-

2 MARITIME ENGINEERING JOURNAL SUMMER 2006 Photo: Brian McCullough

The MARE Council’s primary responsibility is to provide advice on issues, priorities and actions affecting officers of the MARE career field and NCM naval technical occupations. The Council most recently met in Halifax in late March around the time of the MARLANT Technical Support Seminar, and will meet again in Victoria this October to coincide with the West Coast MARE Seminar. Minutes of all MARE Council meetings are available on the DGMEPM website. From left to right, the Council includes: Capt(N) Eric Bramwell, Capt(N) Martin Adamson, Capt(N) Gilles Hainse, Cdr Richard Gravel, Capt(N) Mike Williamson, Cmdre Richard Greenwood, Capt(N) Jim Jollymore, Capt(N) Richard Payne, Capt(N) Richard Houseman, CPO1 Jean-Marc Turcot (DGMEPM Unit Chief), and Capt(N) Pat Finn. Unavailable for the photo were RAdm Ian Mack, Cmdre Jim Sylvester, Capt(N) Alex Rueben, Capt(N) Mark Eldridge, Capt(N) Andy Smith and Cdr Wayne Rockwell (Secretary). ing. As we wrestle with these issues ship at all levels to ensure we don’t equipment. It also includes the op- over the next several years, the one lose anyone along the way. It is erator/maintainers. thing we can rely on is the ability and something we do very well, provid- willingness of the naval technical ing systems solutions for the navy, community to adapt to any change always remembering that a system and to provide the necessary leader- comprises much more than just the

Maritime Engineering Journal Objectives • To promote professionalism cussed, even if they might be con- • To provide announcements of among maritime engineers and troversial. programs concerning maritime technicians. • To present practical maritime engineering personnel. • To provide an open forum engineering articles. • To provide personnel news where topics of interest to the • To present historical perspec- not covered by official publica- maritime engineering commu- tives on current programs, situations tions. nity can be presented and dis- and events.

MARITIME ENGINEERING JOURNAL SUMMER 2006 3 Forum CPO1 Denis Chitouras — A Story of Success and Inspiration

ast October I had the good had to make the decision to commit partment that didn’t matter. Denis fortune to attend Chief to getting his qualification. He knew his role cold. As CERA it was LPetty Officer 1st Class worked hard, achieved his Cert 3C, his responsibility through the engi- Denis Chitouras’s retirement func- and never looked back. He was on a neer to ensure the technical readiness tion at the Chiefs & Petty Officers roll. of the engineering department. It was Mess in Ottawa. I planned to just a responsibility he took seriously, wish him farewell and good luck, Denis went on to get his Cert 4, and he was smart enough to realize and enjoy a quick pint. After all, he and was promoted CPO2 and ap- that the boat’s technical readiness wasn’t going far. He was trading his pointed Chief ERA in HMCS was directly linked to the readiness uniform for an EG-06 position Ojibwa. By this time I was the sub- and capabilities of his men. First and within DGMEPM. foremost, he looked after the well- being of his people. The rest fell into I had no intention of speaking. I place simply because he took care of was just going to sit back and listen his men and provided them with to what others had to say, and re- strong leadership. It was a pleasure member some of the experiences I to watch him instill in his subordi- had shared with Denis. As the nates the confidence, trust and mo- speeches and accolades came to an tivation necessary to ensure the end, however, I realized that the submarine was operating at its peak. speakers had covered only the last His solid leadership was directly re- few years of Denis’s career — the sponsible for the profound impact “twilight years” he spent at NDHQ the engineering department had in in the career shop and in DGMEPM. the successes enjoyed by Ojibwa

No one really mentioned his time in Photo: Brian McCullough throughout his service on board. Halifax, or, more importantly, his time at sea in submarines. I knew I CPO1 Denis Chitouras As I spun this tale at his going couldn’t sit idle. His story needed to marine squadron technical officer, away, I regretted there were no jun- be told, so I got up and “spun the dit.” and I worked closely with Denis and ior NCMs there to hear his inspiring success story. Having gone from a CPO1 Chitouras’s career is truly his engineer officer as they took petty officer 2nd class who had one of success and inspiration. I first Ojibwa out of refit and through the ceased training and had little ambi- met him in the mid-80s when he was demanding rigour of sea trials, tion for moving up, to a chief petty a PO2, Cert 2C, and I was joining ramping the boat up to high readi- officer 1st class in such a relatively submarines as a Part 3 trainee. I was ness. Many was the time we found short period of time was a tremen- doing my submarine and head of de- ourselves on the submarine jetty at dous feat. It required hard work, de- partment training on board HMCS some ungodly hour in the morning termination, guts and strong Onondaga and Denis was one of fixing defects to maintain the boat’s leadership — character traits that three engineering officers of the program. I was watching a now con- speak to the core of what and who watch. Not only was he a P2 Cert 2, fident, highly motivated and inspira- Denis Chitouras is. He served but he had ceased training, some- tional CERA performing like never Canada proud as a sailor, and I am thing that was allowed back then for before. sure he will continue to do so as a those who were happy to remain in It was well known throughout the public servant. their current rank and job. This fleet that Denis was a competent policy changed a few years later, stoker, but not the most adept at Bravo Zulu, Denis, and all the forcing Denis back into the training swinging a spanner. He may not al- best. — Cdr Marcel Hallé, pipeline to get his Cert 3C. Unfortu- ways have been the first person to be DMEPM – SM 5, Submarine nately, his training didn’t go as picked when a critical job required Class Desk quickly as it should have and he was some intricate dismantling and repair confronted with being released for of marine systems equipment, but lack of progress. At the brink, Denis now as the senior NCM in the de-

4 MARITIME ENGINEERING JOURNAL SUMMER 2006 One-stop Shopping — Replenishment at Sea and the Royal Canadian Navy, 1945 to 1961*

Article by Dr. Ken Reynolds

hen she left Canadian waters for the last time Win 2002, the former HMCS Provider (AOR-508) sailed a quarter of the way around the world to work as a supply barge in the Greek islands. Commissioned into the Royal Canadian Navy in September 1963, Provider (the sec- ond ship of that name) was the first of her kind for this country, the “one- stop shop” replenishment at sea ves- sel, older sister to Her Majesty’s Canadian ships Protecteur (AOR- 509) and Preserver (AOR-510). Early days: the first HMCS Provider. (All photos courtesy DND) How the RCN ended up with such a ship, such a series of ships, is a fas- Nothing else compared to the Pacific, but one warship late in the cinating story with roots going back American organization. The Royal war did not effect any change in some 60 years. Navy relied mainly on shore stations Canadian policy. Underway Replenishment — the for replenishment, and what refuel- Canadian Observations and Early Days ling at sea it did conduct in the North Practice after 1945 Atlantic and in the Russian convoys Underway replenishment is an reflected cumbersome procedures Underway replenishment contin- activity that the United States Navy developed long before the war. It was ued to be a topic of interest for the perfected during the Second World only when they joined the USN in American and British navies imme- War. Before 1944 the only replenish- the Pacific that the British began to diately following the war, and the ment at sea the Americans typically take a comprehensive look at the RCN kept watch on developments. carried out involved oilers refuelling matter. The truth was, an American- In late 1947 Canadian naval staff ships at sea. Warships came to port style fleet train was a very expensive reported on recent British replenish- to be resupplied. As the Pacific cam- proposition and was only partially ment trials carried out by HMS paign progressed, however, task adopted by the British. Bulawayo, a former German U-boat groups stayed at sea longer and used fuel and supply ship. Although most more ammunition and supplies than For the Royal Canadian Navy, of the trials involved refuelling at ever before. Oilers started to carry replenishment at sea during the war sea, experiments in transferring extra items and, in late 1944, the closely followed the doctrine and stores and ammunition were also Americans formed a logistics sup- practice of the British. Canadian conducted. The RCN also sent Com- port group incorporating ammuni- warships spent most of the war strug- mander (S) Charles Dillon and other tion and stores ships to conduct gling with the difficult astern method officers south in 1947 to observe the replenishment at sea. This “fleet of refuelling from tankers and oilers. American mobile replenishment set- train” allowed the task groups to be The cruiser HMCS Uganda did ex- up with the U.S. Atlantic Fleet. replenished at sea in a fraction of the perience the American method of Dillon informed the Naval Board of time it had previously taken. alongside replenishment while in the his experience and the benefits the

[*This article is an abridged and edited version of a paper of the same name presented by the author at the 7th Maritime Command Historical Seminar in Ottawa on September 23, 2005. The full, referenced version con- taining a more complete account of the navy’s investigation into a nuclear propulsion option for fleet replen- ishment ships will be found in the proceedings of the Maritime Command Historical Seminar when they are published.]

MARITIME ENGINEERING JOURNAL SUMMER 2006 5 RCN would receive if it acquired similar logistics vessels, but Cana- dian developments in underway re- plenishment were caught up in the postwar downsizing and were slow to materialize. Two former Fairmile motor-launch depot ships, HMCS Provider (1st) and her sister, HMCS Preserver (1st), were even paid off in 1945 and 1946. Doctrinally, it was apparent that Canada would follow the lead of the Americans and British. After all, Ca- nadian warships would be operating with their warships on exercise or in a war and would need to use their The Canadian Forces Auxiliary Vessel (coastal tanker) Dundalk oilers to refuel. At the same time it was decided that Canadian warships should continue to practise passing lowed the RCN ships to remain on ment at sea in their own ways, and stores, ammunition and personnel station at sea, it made the fleet par- each had an influence on the route from ship to ship whenever possible. ticularly dependent on the Ameri- the RCN ultimately followed. So This line of thinking was typified in cans for its logistical support. too, ironically, did the wartime Ger- 1948 when a request to have the aux- Meanwhile, the American and man navy. The smaller, geographi- iliary oiler Dundalk modified to re- British navies continued their exami- cally dispersed, and resource-chal- fuel warships at sea (at the grand cost nation of former German replenish- lenged RCN had much in common of $692) was declined. It was argued ment vessels. The Americans had re- logistically with the . that it would be more beneficial for ceived the ex-German Dithmarschen, All of these influences would make Canadian warships to practise refu- sister ship to HMS Bulawayo (ex- their mark in two separate, yet inter- elling at sea with one another. Nordmark), and commissioned her connected paths of thinking and de- Dundalk and her sister ship Dun- into the USN in 1953 as the USS velopment in the RCN in the 1950s durn, it was noted, were coastal tank- Conecuh. She was eventually desig- and 1960s. The first path followed ers not meant for use in the open sea. nated AOR-110 (auxiliary oiler, re- the development of a mobile logis- By the end of 1950 the office of plenishment), the first ship to receive tics program for the navy, especially the Director of Weapons and Tactics that prefix, and served as a replen- as it tied into the needs of the North had produced draft staff require- ishment fleet tanker in the Atlantic Atlantic Treaty Organization. The ments for fast fleet oilers for the and Mediterranean until 1956. It is second path involved converting RCN. Capable of keeping up with quite clear that this ship helped pave existing vessels to help meet the the fleet at 20 knots these ships the way for the development of the fleet’s logistical needs. would support the fleet during long American AORs and the AOE fast At the end of September 1955 the periods at sea by refuelling four combat support ships. navy’s Director of Naval Plans and ships simultaneously — one ship on British trials continued with HMS Operations, Captain William Landy- each side and two astern. The re- more, noted that with the growing sponse from Naval Constructor-in- Bulawayo until 1955. The lessons learned from her were built into the size of the navy and more frequent Chief Captain Rowland Baker in NATO exercises Canadian warships March 1951 noted this would require British Tide-class fleet oilers, the first of that class being launched in would need to refuel from British or a large vessel costing $10 million to American tankers. The role of the build in Canada. The navy was not 1954. Canada was given an opportu- nity in 1953 to purchase one of the RCN in NATO was having an in- considering acquiring such ships, but creasing impact on Canadian naval was instead resolving the require- Tide-class vessels under construc- tion, but decided to decline the offer planning. In May 1956 the Naval ments for using commercial tankers Board reviewed the navy’s mobiliza- in an emergency. as construction of a tanker in Canada would better suit the long-term inter- tion plans in light of NATO’s MC 48 During the Korean War, Canadian ests of the RCN. strategic guidance policy which rec- warships were primarily supported ognized the Atlantic Ocean as both by American and British base facili- NATO and the RCN’s NATO’s “defensive depth” and its ties and supply organizations. As a Progression Toward RAS avenue for reinforcing land forces in senior naval officer acknowledged The American and British navies Europe. During that meeting, Con- some years later, although this al- followed the concept of replenish- structor Captain Baker announced he

6 MARITIME ENGINEERING JOURNAL SUMMER 2006 had prepared a design for a 10,000- construction of three tanker/supply civilians. Until such information was ton, 20-knot fleet replenishment ves- ships be made an “A” level priority provided, the Naval Board would sel “to provide mobile logistics sup- in the naval estimates for 1958-59. defer a final decision. port to the fleet.” The ship was ca- pable of carrying fuel oil, aviation The pressure to procure these ves- It is of interest to note that during fuel, stores and up to 12 helicopters. sels was maintained by Captain this period the Naval Staff also dis- In a pattern that continued to recent Landymore in July 1957 in a report cussed the possibility of providing years, he recommended two tankers on underway replenishment. Noting the new supply ships with nuclear for the Atlantic coast and one for the that all modern warships were propulsion. By April of 1958, how- Pacific. equipped to be replenished at sea, he ever, this idea was shelved due to the saw this activity as the means “to estimated cost of $20 million per At the end of May the Naval sustain the highest possible intensity ship, and the navy’s own change in Board discussed the draft prelimi- of operations in war” for the Cana- priorities which now focused on nary naval estimates for the next fis- dian fleet. He estimated that during placing nuclear propulsion within cal year (1957-58), which called for active operations five or six Cana- Canadian-built submarines. a design study to be initiated on a dian anti-submarine warships would “tanker/maintenance ship.” Vice- be away for refuelling and resupply The Cape-class Ships, 1950-1957 admiral Harry DeWolf, Chief of at a fixed base at any one time. Ei- While the process to get three the Naval Staff, questioned the ther more escorts needed to be built, tanker/supply ships approved contin- proposal, finding it “difficult to or the fleet needed to be resupplied ued, other developments of note envisage a ship were taking place that could carry within the RCN. In out all the in- 1951 two escort tended functions.” maintenance ves- DeWolf’s vice- sels built in Canada chief, Rear-admi- during the war for ral Horatio Lay, re- the sponded to the were returned home. contrary by noting Beachy Head and that preliminary Flamborough Head staff studies indi- each measured 442 cated that it was feet in length, dis- indeed a feasible placed about 10,000 proposition. Fur- tons and had a speed ther study fol- The Royal Fleet Auxiliary vessel Tidepool of 10 knots. Each lowed, and at the was equipped with end of July Captain Landymore sub- on station. He recommended the lat- workshops and able to maintain one to mitted draft staff requirements for a ter through the purchase of three two dozen escort warships away from tanker/maintenance ship similar to Canadian-built replenishment ves- shore support. that proposed in May. sels in the 15-to-22-knot range, ca- Initially the plan was to refit both pable of carrying fuel and provi- Tanker/Supply Ships — Round 1, ships as maintenance or headquar- sions. 1957 ters vessels, but a lack of trained The seed had been planted, but the The Naval Staff approved Landy- technical trades personnel in the project would still take more than more’s proposal one month later, navy led to the use of Flamborough two years to be fleshed out and ob- passing it on to the Policy and Head as an apprentice training facil- tain the necessary approvals. In April Projects Co-ordinating Committee ity, providing both classrooms and 1957 Captain Robert Murdoch, Di- (PPCC) which agreed that three accommodations for instructors and rector of Tactics and Staff Duties, tanker/supply ships should be made students. Modifications complete, signed off on the latest draft staff an “A” level priority for the navy. In the ship was commissioned into the requirements for a tanker/supply October the Naval Board examined RCN as HMCS Cape Breton (hull ship. The ship would have to be able the proposal in the context of ensur- pennant 100) in 1953. Moored to operate in arctic and tropical con- ing the most effective use of Cana- alongside the Halifax dockyard, this ditions and would be equipped with dian warships in the initial phase of “floating schoolhouse” trained about sonar, but it would have no gun or a war. The board wanted more infor- 300 naval technical apprentices over missile armament. Countermeasures mation on such things as the size and the next five years. Beachy Head, would be limited to defence. displacement of the ship, its pro- meanwhile, was renamed Cape Scott In May the Naval Staff recom- posed uses in peacetime, and whether (101) but was not commissioned. mended to the Naval Board that the it would be crewed by the navy or by She also participated in the training

MARITIME ENGINEERING JOURNAL SUMMER 2006 7 program by dealing with overflow from Cape Breton. By the end of 1954 questions had been raised about the desire to modify the Cape ships as escort maintenance vessels. It was argued that proper maintenance and repair of the Canadian fleet would require a repair ship displacing 25,000 to 30,000 tons — up to three times the size of the Cape ships. After more than a year of silence on the matter, the first draft staff requirements for an escort maintenance ship were is- sued in March 1956. Details were HMCS Cape Breton sketchy, but the document fuelled debate as to whether the Cape ships Tanker/Supply Ships — Round 2, would be asked to recommend to the were up to the task. The draft docu- 1957-1958 Cabinet Defence Committee that ment outlined a ship with an endur- By the late winter of 1957-58 the construction of the tanker/supply ance of 15,000 miles at 15 to 17 ships begin in 1959-60. knots, armed with four 3-inch guns senior naval leadership was ready to and defensive measures, and fitted recommend the construction of the A few days before the Chiefs of with extensive workshops and stor- tanker/supply ships to the Chiefs of Staff met, Captain John Charles, age facilities. Over the next 14 Staff Committee in the hope of re- Director of Naval Plans and Opera- months debate within naval head- ceiving its approval to forward the tions, expanded the overall debate quarters led to calls for many signifi- request to the federal government. within the navy concerning what cant additions to the capabilities and, On Feb. 21, 1958 VAdm DeWolf types of logistics vessels were nec- in particular, to the structure of the signed the navy’s proposal, main- essary. He proposed the navy acquire proposed vessels. One suggestion taining it was in line with the needs a “fleet issue ship” for each coast to even called for one of the Cape ships of NATO’s military policy that the supplement the ability of the tanker/ to be modified as a one-stop supply Atlantic be defended as far forward supply ships to provide ammunition ship to carry provisions, refrigerated as possible. The tanker/supply ships and stores to the fleet through replen- goods, general stores and, possibly, would form part of the navy’s ishment at sea. He realized such armament stores. overarching logistics support pro- “mobile supply depots” would be gram along with shore infrastructure expensive to build and recom- Captain Murdoch brought the and fleet repair abilities. mended acquiring two Canadian discussion back under control. In In terms of procurement, the navy National Steamships cargo ships. May 1957 he noted that although The PPCC reviewed this proposal, the navy seemed to want a ship of had looked at chartering or requisi- tioning commercial tankers, but deter- but felt that in view of the decision “far greater dimensions” than a to pursue construction of the tanker/ Cape-class vessel, that option was mined this would not meet the navy’s needs. Purchasing or renting existing supply ships, fleet issue ships would “most unlikely.” The Cape ships be of marginal use. would have to do. He submitted naval vessels had also been consid- another draft of staff requirements ered. Ten existing foreign designs The Naval Board examined the lat- for the proposed escort mainte- were examined, including the British est, largely unchanged, draft staff re- nance ships, which in addition to Tide class, which most closely met quirements for the tanker/supply ship their primary duties also called for Canadians requirements, but these on July 17, 1958. The ship was to pro- these vessels to provide “limited ships might no longer be available. vide replenishment at sea with respect logistic support” to escorts away Instead, VAdm DeWolf proposed mostly to fuel, but also to stores, am- from port. The Cape ships would that the tanker/supply ships be built munition and replacement helicop- be modified to operate in arctic in Canadian shipyards at an esti- ters. The vessel needed to sail at 20 and tropical conditions, strength- mated cost of $15 million each, with knots, have a range of 5,000 miles, ened for navigation in ice, and construction starting in 1959. have a deep displacement of not more outfitted to operate two helicop- The Chiefs of Staff Committee than 22,000 tons, and incorporate a ters. The ships would remain un- reviewed the RCN’s submission on crew of 12 officers and 124 sailors. armed. The Naval Board gave its June 10, 1958 and after some discus- The board accepted this latest draft. approval for this plan on Nov. 27, sion agreed to the navy’s proposal. In September 1958 The Honour- 1957. The Minister of National Defence able George R. Pearkes, Minister of

8 MARITIME ENGINEERING JOURNAL SUMMER 2006 National Defence, duly made his forming replenishment operations of $14 million per ship. Further study submission to the Cabinet Defence interest to the larger pursuit of of the subject was called for. It took Committee. Noting that the lack of underway replenishment within the another 13 months for Cmdre Canadian mobile logistical support RCN. Of note are a refuelling at sea Boulton to complete his new study, undermined Canada’s naval contri- exercise carried out by Cape Scott in and although he agreed the tanker/ bution to NATO, he supported the December 1959, Cape Breton’s supply ships and the Cape ships navy’s request to construct three work as a headquarters ship during would be able to provide various tanker/supply vessels in Canada. The WINTEX 61, and the 1960-61 inves- types of fuel and stores, he still main- minister called for the construction tigations into using both ships for tained the need for fleet issue ships of the first ship to begin in 1959-60, sealifting Canadian army troops, for the RCN. It was to no avail. Dur- with completion expected in 1962- vehicles and material. ing the PPCC’s review of the proposal 63. Cabinet agreed on Nov. 12, 1958. Tanker/Supply Ships — Round 3, on June 7, 1960, approval for such ves- Cape-class Ships, 1958-1960 1958-1960 sels was withheld. The fleet issue ships would, instead, be placed in the long- After several years of debate the The Naval Board was informed in term forecast of RCN requirements. Cape ships were finally to be modi- December 1958 that the design fied as escort maintenance vessels. drawings for the tanker/supply ship For all practical purposes this de- The apprentice training program on would be delivered to the Depart- cision left the tanker/supply ships as board HMCS Cape Breton was ment of Defence Production in Janu- the sole vessels capable of large- closed down, and in the summer of ary 1959. DDP would be responsible scale replenishment at sea for the 1958 the ship relocated to Esquimalt for contracting out the ship’s con- near future. The tanker/supply ship and was paid off. The conversion struction, which the board hoped soon to be laid down had quietly took more than a year to complete would take place as soon as possible. become the object of one-stop shop- and included the installation of ad- ping in replenishment at sea for the On the very same day that the ditional workshops and a helicopter Royal Canadian Navy. The comple- Naval Board was being briefed, landing platform. She was recom- tion of the transformation of the new Commodore Angus Boulton, the missioned in November 1959 and HMCS Provider (2nd) — the name Assistant Chief of the Naval Staff took up her post in Esquimalt in chosen by the Naval Board in De- (Plans), proposed that the possibil- March 1960. HMCS Cape Scott, cember 1960 — from tanker to op- ity of acquiring fleet issue ships be which had never been brought into erational support ship would extend re-examined in the interests of mo- full service in the RCN, was con- beyond the laying down of the hull, bile logistical support. To make a verted more quickly and commis- through construction, and into opera- long story short, he argued that the sioned in January 1959 with a com- tions. tanker/supply and escort mainte- plement of 270 officers and men nance ships weren’t enough to an- operating out of Halifax. swer the RCN’s needs for underway Both ships carried out their escort replenishment. Boulton’s proposal maintenance and repair duties, and was recommended to the Naval Acknowledgment: I would like to thank at the same time began to provide Board in March 1959, but had trou- my colleagues at the Directorate of His- limited logistical support by per- ble getting past the estimated tory and Heritage, Dr. Isabel Campbell, Lt(N) Jason Delaney, Lt(N) Richard Mayne and Michael Whitby for their ad- vice and assistance on this paper. Com- ments are welcome, and may be addressed to: [email protected]

Dr. Ken Reynolds is an historian with the Directorate of History and Heritage in Ottawa.

HMCS Provider with two Improved Restigouche-class escorts hooked up for underway refuelling in 1983. HMCS Gatineau (IRE-236) is on Provider’s port side.

MARITIME ENGINEERING JOURNAL SUMMER 2006 9 Women in Defence and Security Introducing... Women in Defence and Security (WiDS) Canada Article by Brian McCullough omen have been mak- periences through various network- field to women will broaden the pool ing significant contri- ing opportunities, and even offers a of capable resources to contribute to Wbutions to our nation’s scholarship fund and mentorship Canada’s national security. defence and security throughout Ca- program. Just as important, WiDS is At the request of the Maritime nadian history. Whether on the home also a vehicle for communicating the Engineering Journal, three bright front or the front lines, Canadian merits of a career in defence and and energetic female members of the women have answered the call with security to all women in Canada. naval technical community agreed to their own kind of perspective, share their stories with us. While strength and determination. Today, WiDS is affiliated with the Cana- quite different in the details, the expe- talented and capable Canadian dian Association of Defence and Se- riences of engineering Petty Officer women in unprecedented numbers curity Industries, an industry-led as- First Class Cheryl Bush, engineering are continuing this great tradition in sociation of more than 400 defence Lieutenant(N) Mélanie Mountan, positions of responsibility across the and security firms in Canada. It is and DND chemist Sue Dickout Canadian defence and security es- also a chapter of the American-based share a common thread of positive tablishment. Women in Defense, which provides its members with opportunities for attitude, professional competence In 2005 a not-for-profit organiza- professional development and net- and unqualified success in their cho- tion was established to promote the working, and cultivates the advance- sen careers. We hope that women advancement of women leaders in ment of women leaders in govern- and men everywhere find inspiration the defence and security sectors of ment and industry. in their accomplishments. government and industry. Women in Defence and Security (WiDS) In today’s post-911 environment, Canada seeks to increase the number the public and private sectors are of women employed in defence and sharing greater interdependence in Many thanks to Sarah Pike, Communi- security, and to advance their in- delivering security measures to miti- cations Director for WiDS Canada, for volvement and representation at sen- gate threats and ensure that Canada’s assisting with this introductory segment. ior levels. The association provides population is safe. WiDS is part of The support of WiDS Canada President a forum for professional develop- this process. Promoting opportuni- Wendy Allerton is also gratefully ac- ment, the exchange of ideas and ex- ties within the defence and security knowledged. WiDS Canada can be reached through their website at: www.defenceandsecurity.ca

The original WiDS executive at the organization’s launch on March 2, 2005. The launch was attended by Gen. Rick Hillier and VAdm (ret.) Gregg Maddison, Patron for Women in the Forces at the time of the event. Back row, left to right: former treas- urer Michelene Zdunick, former asso- ciate director Heather Herman, mar- keting director PO1 Cheryl Bush, communications director Sarah Pike, and VP (events) Suzanne Belanger. Front row: VP (finance and member- ship) Anne Healey, VP (programs) Louise Mercier, president Wendy Allerton, and vice-president Anne Carroll. (Missing were: VP for public relations Lisa Dudzik, sponsorship di- rector Lynne Leier, and associate di- rector Judy Blundon.)

10 MARITIME ENGINEERING JOURNAL SUMMER 2006 Women in Defence and Security Experiences of a (Female) Petty Officer First Class, Canadian Navy Reserve Article by PO1 Cheryl Bush, CD

ow time flies! I’ve just ticipating in numerous “firsts” for that’s something to brag about). On completed my 20th year women in the Canadian navy, includ- this trip I understudied the CERA Hin the naval reserve, most ing the original trials for women at (chief engine-room artificer) as I of my service on active duty. I’m a sea on board HMCS Protecteur in worked toward my own chief engi- marine engineering system operator, 1988. The diving support vessel neering qualification. What an op- and a qualified chief engineer on HMCS Cormorant (ASXL-20) had portunity it was for me to work with board the maritime coastal defence carried women from the “purple the various engineering trades and to vessels. My engineering log shows trades” (e.g. clerks, medics), but experience the running of a large en- steaming hours on the deck plates of Protecteur was the first naval ship gineering department. It was a the now decommissioned DDH luxury we don’t often get to experi- steam , gate vessels, ence on board most reserve vessels, minesweeping auxiliaries, and the and certainly not aboard the old gate soon-to-be-decommissioned yard vessels. I still remember punching auxiliaries, plus time on board fires down in the boiler-room, and HMCS Protecteur (AOR-509) and conducting rounds on the “vaps” various MCDVs on both coasts. (evaporators). It was my high school guidance Other highlights of my career in- counsellor, a former reservist, who clude qualifying as a ship’s team encouraged me to join the naval re- diver and dive supervisor, again at a serve. In 1985 I got a summer job time when women were just entering through the SYEP Summer Youth the regular navy hard sea trades. For Employment Program, a military three years I worked as a fire-fight- training program funded by Unem- ing and damage control instructor at ployment Insurance Canada. That the Canadian Forces Damage Con- fall I took it a step further and joined trol and Fire-fighting School in Hali- the reserves at HMCS Chippawa in Photo: Brian McCullough fax. From this posting I was selected , . I loved it. Hav- as the first woman to attend the PO1 Cheryl Bush ing grown up on a farm northeast of Royal Navy “10s” course for senior Winnipeg, in Tyndall, MB, and manned by regular force personnel HQ-1 level NCMs (i.e. Chief ERA, worked in the fields and been around to sail with women employed in the Chief Hull Tech, Chief ET) at HMS tractors and other farm machinery, I hard sea trades. This wasn’t the first Excellent in Portsmouth, . It decided to join the engineering time I’d ever sailed with a mixed was an honour to have been selected branch. It seemed like a challenge, gender crew, however. The naval re- to represent Canada — and a sur- and training was on the West Coast serve had been carrying mixed gen- prise to the Royal Navy. This course (the East Coast seemed too far der crews since the late 1970s. Still, is taught to senior rates, and when I away). it was a great experience to partici- attended the course in 1996 the RN My parents were very supportive pate in the Protecteur trial, espe- had been accepting women into sea- of my decision, even though they cially since the ship was finishing off going trades for less than a year. knew nothing about the military. The a NATO deployment. They were still experiencing grow- navy seemed worlds away from the ing pains, and certainly didn’t yet The next time I sailed with the farm, but once I had my engineering have any female senior rates in a regular force was on board HMCS “A” ticket I would fly out to the West hard sea trade. Ottawa (DDH-229) during her Great Coast with my naval reserve division Lakes decommissioning trip in 1992. I eventually qualified as a chief almost every weekend for sea train- It was the first time Ottawa had em- engineer on board the gate vessels ing in the gate vessels. My parents barked women as part of her crew. I and maritime coastal defence vessels were (and still are) very proud of me. was the senior female NCM on in the mid-1990s, a time when there Over the past 20 years I have had board, and the first female member were very few female chief engi- the pleasure of experiencing and par- of no. 3 mess (although I’m not sure neers. Today, I work for the Chief of

MARITIME ENGINEERING JOURNAL SUMMER 2006 11 Women in Defence and Security the Maritime Staff in the navy re- fundamentals of Women in Defence PO1 Cheryl Bush is the Chairperson cruiting cell in Ottawa where I am and Security (WiDS). If you are in- for Marketing and Membership for working on raising the profile of the terested in more information, please the first Canadian chapter of WiDS. Canadian navy and increasing the visit our website to learn more about She lives in Ottawa with her hus- number of recruits into the navy. the WiDS objectives and what we band, retired navy Cdr Bob Bush. have to offer. With my military work experi- ence and the opportunities I’ve had, I certainly feel that I represent the

One (Female) Engineer’s Experience Article by Lt(N) Mélanie Mountan

eople often used to ask me ence great. I found that the Canadian why I joined the Canadian people I worked with, compared to PForces, but they don’t as some of the English, focused more much anymore. I figure being a on rank, trade, position and expertise woman in the CF is so common now than on gender. I think, even now, that it does not generate the same that our navy is more comfortable interest. with the concept of gender equality in the military workplace environ- I grew up in Sherbrooke, Québec ment than our British allies are. and joined the Canadian Forces right after high school in 1996. I wanted I was posted to HMCS Frederic- to be an astronaut, and it seemed like ton for almost three years to com- all the astronauts had military train- plete my head of department train- ing. I watched Julie Payette become ing. It is interesting to note that the the first Québécoise astronaut, Lt(N) Mélanie Mountan MSEO (marine systems engineering which impressed me with her (neé Leblanc) officer) during my first year-and-a- achievements and aptitudes, but her half on board was one of the Cana- success ended my hope of becoming younger. My mother likes to read a dian navy’s first female engineering the first Québec woman to travel to lot and had tons of books I could use officers. I enjoyed my time on the space. I soon had to forget about for research. I believe this is what Freddy, and was fortunate to see a becoming an astronaut entirely when made me like engineering. I am complete operational/maintenance I was told that my eyes were not proud to be an engineer, and I have cycle that included low-readiness good enough, so I focused (!) on be- achieved one of my life’s goals. operations, workups, high-readiness coming a marine systems engineer I completed a preparatory year at operations such as Op Apollo, a instead. St-Jean-sur–Richelieu prior to at- docking work period and other main- tenance and trials. There was one I thank my father for signing the tending RMC, and eventually gradu- ated in 2001 with a bachelor’s degree downside, however. Like other sail- joining application — I was 17 at the ors, men and women alike, I found time — even if he did make remarks in electrical engineering. My marine systems engineering training in- being away from my loved ones for about women in the military. “It is over four months at a time very hard. your life,” he told me. And a remark- cluded a six-month training journey able life it has turned out to be. to Gosport, England for the Support In the summer of 2005 I was to Engineering and Maintenance posted to the submarine class desk in My interest in engineering was Course (SEMC). Other than the lan- Ottawa as the submarine configura- another driving factor in my choice guage barrier that caused me some tion change manager, and frankly I of a military career, so attending the grief at first, this experience was one was not too keen about it at first. For- Royal Military College (RMC) of the best. A course in England is tunately, it has turned out to be quite seemed a good path to follow. And still just a course, but the opportunity a good place to work, with valuable it was. My father is a mechanic and to travel, to learn about other navies’ challenges and great people. Al- welder, and I spent time following engineering and systems and to meet though I am still figuring out this him around in the garage when I was different people made this experi- new world, I now appreciate the vast

12 MARITIME ENGINEERING JOURNAL SUMMER 2006 Women in Defence and Security

experience of the people in our na- of the new single class surface com- Lt(N) Mélanie Mountan and her hus- val technical community and the batants when they are built. band, CPO2 Phillip Mountan, both challenges they have to overcome to work in DGMEPM in Ottawa. She I have been in uniform for 10 put in place new equipment and enjoys riding her motorcycle, play- years, now, and would like to con- projects. For those who are wonder- ing pool with her husband and tinue my naval service beyond 20 ing if I am interested in becoming friends, and playing the piano. years. There is a simple reason for Canada’s first female submarine en- Mélanie is part of the NDHQ wom- this. As I often say to people, I have gineering officer, the answer is a re- en’s volleyball team, and likes run- the best job in the world! sounding No! What would really ning and weight training. interest me, though, would be to be- come the engineering officer of one

A Female Civilian’s Perspective in Defence Article by Sue Dickout hen I started working as as long as you made a decision based a chemist in DGMEM on the best information available, Win 1980, I was the only took responsibility if you were woman in a technical job in the di- wrong, fixed things, and moved on. vision. Since procurement profes- Making a mistake was always better sionals at that time were in a separate than being afraid to make a decision division, all of the other female ci- and letting things fall apart or grind vilians were in clerical or adminis- to a halt. trative positions. The only female I don’t think the division as a military members were also admin- whole was welcoming toward istrative. It was quite a few years women in technical fields. Officially before women were accepted into Photo: Brian McCullough it was, but I sometimes felt that my hard sea trades and began to appear Sue Dickout major value to senior management in engineering jobs. Some civilian was to score gender points in their female engineers joined DGMEM, the military or a big bureaucracy. annual reports. I was lucky not to end or DGMEPM later on, but most Both were startling and somewhat up in sections where the presence of didn’t stay too long. mystifying. (The attribute I found the women was resented and discour- I hadn’t planned for a career in most striking about my co-workers aged. There definitely were places government, but then I didn’t have was that most of them had like that in the division. Changes in any definite plan. I came from a tattoos...but that was a long time attitude came over time, after women small town in southern Ontario and ago.) were being admitted into hard sea got my degree at the University of I was supremely lucky to work in trades and as officers who had gone Guelph. When I graduated, among a section staffed by fantastic people, through military college with my many applications was one for a both personally and professionally, women arrived in the division. I’m laboratory job in a federal depart- who took a lot of care with me and sure it wasn’t easy for women being ment. That competition was can- brought me along. They helped me in those first classes, but it did make celled, but I was rolled into new laugh at officers who tried to give me a big difference in attitudes. It’s fan- graduate inventory and a few months their typing or ignored my presence tastic now to have 25 or 30 times as later got a call out of the blue for an in meetings, and encouraged me to many female officers, engineers and interview with DND. I’ve been in develop the confidence to stand up technologists as there were in the di- this division ever since. for myself. Each of us had our own vision when I began. Starting work at DND was com- specialty, so I soon had to take re- The worst times in the division plete culture shock. I’d worked in sponsibility for my technical field. were during and after the major university and food plant labs with Early on, my boss taught me the downsizing periods. So much expe- small groups of people, but had most important thing I ever learned rience and talent walked out the never had the slightest contact with — that it was okay to make mistakes, door, and it was difficult to see how

MARITIME ENGINEERING JOURNAL SUMMER 2006 13 Women in Defence and Security those of us who were left could fill ing type of work to be judging a tech- benefit from the knowledge of the the gaps. Somehow we got things nical problem and making a deci- experienced hands (many of whom done, but if you are a newer arrival sion, and I’ve never run out of will be retiring in the next five to 10 you can hardly imagine how much of technical problems. As well, I have years) before they have to make the a relief it is to actually have new em- had many opportunities to travel and decisions that will be demanded of ployees for the first time in 10 or 15 collaborate with specialists from them. years, to have fresh energy and view- other navies, and to represent points. The period coming up, with Canada. new ships and new projects on the The biggest challenge ahead for the horizon, will be so interesting. division now is to recruit and train I’ve stayed in DGMEPM because the people who will be taking on the Sue Dickout has worked in I have always had interesting and next round of projects. As we look DGMEPM since 1980. She is pres- varied work to do. I have been re- ahead, I believe that the contribution ently the subsection head for Mate- sponsible for chemicals, for fire-test- of women to DGMEPM in technical rials and Hull Outfit in DMSS 2. Her ing shipboard furnishing materials, positions and at senior management husband, Maj Bruce Monahan, is an for fuels and lubricants, and for all levels will continue to grow. All be- EME officer in DGLEPM. kinds of miscellaneous materials. I ing well, this time around the new- have always found the most satisfy- comers will have an opportunity to

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14 MARITIME ENGINEERING JOURNAL SUMMER 2006 Simulation Technology: Operational Capabilities in Heavy Seas Article by Michael Dervin

aval ships are typically re- A key operational quired to be fully opera- factor in any sea state is Ntional in up to sea state 6 the ability to freely — conditions expected 80 percent of choose the ship’s speed the time in the North Atlantic — with and heading. In heavy a minimal reduction in capability in seas a commanding of- higher sea states. Capability with ficer may be compelled respect to habitability, weapon sys- to reduce speed and/or tem effectiveness and equipment change heading in spite operation are all important. Tradi- of the mission’s objec- tionally, part of the engineering chal- tives to mitigate the lenge in designing a ship has been damaging effects of adequately predicting its operational slamming. The poten- capabilities in heavy seas for various tial damage due to slam- combinations of operational sce- ming extends beyond nario and environmental factors. the obvious deforma- Advances in ship motion simulation tion of the bow’s bot- technology now make this possible, tom plating and sup- giving naval engineers the tools they porting structure. Dam- need to assess a ship’s heavy weather age to the sonar dome capabilities. This is all very useful and bilge keels is possi- for verifying aspects of contract ble (Fig. 1), as are struc- compliance when new ships are be- tural fatigue and whip- ing introduced to the fleet, and for ping in the mast and assisting commanders when drafting antennas. Whipping is operational guidelines by illustrating essentially a vibration the apparent operational limits of a or shock that travels given vessel. through the ship’s struc- ture and can damage the Operational Criteria ship’s mast, equipment The key to evaluating perform- mounts and aerials. In this series of video frames, a model of a Kingston-class coastal defence vessel ance capabilities in heavy seas is The Department of struggles through scaled-down “heavy identifying meaningful criteria National Defence has seas” in a model test tank. Data from such that capture the factors that de- conducted extensive model testing is of enormous value for grade and ultimately limit opera- tests with a flexible validating ship motion simulation programs. tions. Ship motion responses such (hydroelastic) model of (Courtesy National Research Council of as roll and pitch angles, or fre- a Halifax-class ship to Canada Institute of Ocean Technology) quency of keel emergence (an in- measure wave-induced dicator for slamming) have long bending, shear, and tor- been used to determine when op- sional hull girder loading (Fig. 2). analysis, design limits and risk as- erations have become impaired or Other experiments with a Kingston- sessments can be equated to the ac- conditions intolerable. Today, class model (this page) have used tual structural capacity and the na- rather than infer operability indi- pressure transducers in the hull’s ture of a slamming event (magni- rectly through ship motion re- shell to measure local hull plating tude, distribution and duration of the sponses, the trend is to identify and wave-impact loads. Such model test slamming pulse) to more adequately quantify the physical factors that data and ship-trial measurements can assess the vessel’s limits while op- limit operations. The result is a be entered into a structural analysis erating in heavy seas. Several more accurate picture of a ship’s program to assess structural loads seakeeping simulation programs likely operational performance. and deflections. Based on such now include calculations for a ship

MARITIME ENGINEERING JOURNAL SUMMER 2006 15 Fig. 1. The potential damage from hull-slamming extends beyond the obvious deformation of the bow’s bottom plating and supporting structure. Damage to the sonar dome and bilge keels (right) is also possible, as are structural fatigue and whipping of the ship’s mast and antennas. (DND photos) operating in a particular seaway, for accelerations and wind speed are all ability of the ship and its systems can longitudinal bending, shear force combined to evaluate whether a per- now be objectively assessed rather and torsion loading output, and for son (or an object such as a helicop- than estimated. predicting slam loads. To address ter) will tip or slide on the deck. A dynamic loading, standards, criteria high frequency of motion-induced Consider the ship’s gun. To main- and operator guidance can now be interruptions is a strong indicator tain target lock, the mechanical sys- based on the ship’s characteristics in that ship motion would prevent a tems that train the gun on its target a realistic seaway rather than on for- crew member from safely and effec- must counteract the ship’s motions, mulae with built-in margins. tively completing a given task due to which typically results in the barrel- the person stumbling or having to tip vertical velocity being the gun From a human performance per- hold on. As the frequency of motion- system’s limiting motion criterion. In spective, location-specific “motion- induced interruptions increases, in- other words, there comes a point induced interruptions” are now tricate work and walking become where the motion is so violent that commonly used in operability analy- increasingly difficult, heavy manual the target-lock systems can no longer ses. Multiple factors such as deck work becomes dangerous, and peo- keep the gun trained and elevated angle, the deck’s coefficient of fric- ple suffer from motion-induced fa- onto a target. With simulation soft- tion, a person’s height, weight and tigue and seasickness. All these ware, this is something we can now stance, and vertical and horizontal factors that contribute to the oper- specifically evaluate as part of a de-

Fig. 2. The Department of National Defence has conducted extensive tests with a flexible (hydroelastic) model of a Halifax-class ship to measure wave-induced bending, shear, and torsional hull girder loading. Other experiments with a Kingston-class model (see page 15) have used pressure transducers in the hull’s shell to measure local hull plating wave-impact loads. Model test data along with actual ship trial measurements can be entered into a structural analysis program to assess the structural loads and deflections a ship might encounter in a seaway. (Photo courtesy National Research Council of Canada Institute for Ocean Technology. Illustration courtesy Defence Research and Development Canada – Atlantic.)

16 MARITIME ENGINEERING JOURNAL SUMMER 2006 sign review or an operability analy- seaway, current standards can be ity to regain propulsion and manoeu- sis. modified, augmented or replaced. vring capability 60 minutes after Methods to exploit these simulation flooding of any two compartments. A ship’s dynamic stability, technologies, along with rationally Here, ship motions, structural resil- whether the ship is intact or in a dam- based criteria accounting for dy- ience, primary and auxiliary machin- aged condition, is a critical compo- namic and transient stability in a sea- ery functionality and human factors nent of its operability and survivabil- way are currently being developed. would all be aspects of the analysis. ity in a given seaway. The technol- Similar scenario-driven, time- ogy to simulate and assess the risk of As one would expect, certain as- dependent analysis is used in certain capsizing in heavy seas now exists. pects of a ship’s motion in a seaway submarine