HMCS Preserver paid off after 46 years of service

DND Press Release

HMCS Preserver concluded its service to the Royal Canadian Navy (RCN) on Friday. The Auxiliary Oilier Replenishment (AOR) was officially "paid off", receiving a final salute from current and former sailors, soldiers, airmen, and airwomen during a ceremony at HMC Dockyard Halifax. The paying-off ceremony signals the end of the ship’s service to the Royal Canadian Navy.

According to RAdm J. Newton, Commander of Maritime Forces Atlantic, the Protecteur-class ships set the standard in modern navies for safe and expedient replenishment at sea. The essential but inherently difficult and dangerous task of resupplying ships at sea with food, fuel, munitions, and spare parts was executed by Preserver, and sister ship Protecteur, for 46 years. To accomplish this task, the ships travelled in the North Atlantic, across the wide Pacific, and into Canada’s Arctic waters.

First of class, HMCS Protecteur was commissioned in 1969, and HMCS Preserver was commissioned a year later in August 1970. The RCN intended to operate the ships until 2017. Protecteur suffered a serious engine room fire in 2014 and was sold for scrap metal in 2015, and corrosion problems were identified on Preserver, which contributed to her early retirement and today's paying off ceremony.

Canada intends to build two new auxilliary vessels, the Queenston-class joint support ship, at Seaspan shipyards in the Vancouver area, however, those will not be complete before 2019.

In a stop-gap measure, the RCN’s replenishment requirements are currently being addressed through leasing arrangements with Spain and Chile. The Spanish replenishment ship ESPS Patino is currently supporting the Atlantic Fleet.

In another answer to the serious capability gap left by the Protecteur-class AORs, the Government of Canada signed a contract in August 2015 (Project Resolve) with Davie Shipyard of Quebec to convert a German commercial container ship (built in 2010) to take on the resupply role for the RCN. The conversion was expected to be completed and the ship active in service by 2017.

Quick Facts

The term “paying off” refers to the British age-of-sail practice of paying a crew their wages once a ship has completed its voyage. In the RCN, the tradition continues with the term paying off referring to the formal ceremony where the naval jack, ensign, and commissioning pennant are hauled down, the crew departs a ship for the last time, and the ship is then no longer referred to as HMCS (Her Majesty's Canadian Ship).

HMCS Preserver has participated in numerous missions and operations, including the United Nations peacekeeping effort in Cyprus and the enforcing of sanctions on the former Yugoslavia, as well as Operations DELIVERANCE, APPOLLO, CARIBBE, among others.

Over the course of HMCS Preserver’s 46 years of service, it is estimated that more than 8,000 sailors have been part of its crew.

Over the course of its lifespan, Preserver has used/delivered over 800,000,000 litres of fuel since commissioning or 800,000 m3. This is equal to filling up a standard car 13.5 million times.

HMCS Preserver is 546 feet long, 76 feet wide, and displaces 22,100 tons. Engine power is 21,000 SHP and the maximum speed is 20 knots. It normally has a complement of 270 officers and non-commissioned members.

The disposal method for HMCS Preserver will be determined in due course, with careful attention paid to environmental, safety, and financial considerations. Disposal options include selling or donating the vessel, or dismantling it for scrap material.

Davie Applauds Irving's Pitch for Maritime Support Ship

By: David Pugliese, Defence Watch 

These are interesting days indeed in the defence industry. On Tuesday I reported in the National Post/Ottawa Citizen about Irving Shipbuilding’s new proposal to construct a ship specifically designed to aid in a humanitarian crisis.

The Nova Scotia-based shipyard would take a commercial roll-on/roll off vessel and convert it to carry a hospital, medical supplies and emergency equipment to respond to a variety of missions ranging from earthquake relief to providing aid to refugees.

Irving submitted the proposal Friday to the officials coordinating the Liberal government’s defence review.

The Liberal government has yet to respond to the proposal.

The firm is hoping to take advantage of the government’s interest in having the Canadian military play more of a role in humanitarian operations.

Irving president Kevin McCoy told the Ottawa Citizen it would take about one year to convert a commercial vessel into what the company is calling a maritime support ship.

“This is not an unsolicited proposal,” he said. “It’s in response to several of the key questions raised by the government’s Defence Review.”

The vessel would be offered to Canada for a five-year lease. The cost, under $300 million, would include the leasing of the ship, conversion of the vessel for its humanitarian role, a 30-member civilian crew to operate the vessel and maintenance for the lease period.

McCoy said the proposal would not undercut the government’s current shipbuilding strategy, which calls for the building of two Joint Support Ships. Construction of the first of those ships is expected to proceed in 2018 at Seaspan shipyards in Vancouver. The first of those ships would be ready in 2020.

Davie shipyards in Quebec is also converting a commercial vessel for the navy. That ship will be used on an interim basis to handle at-sea refueling for the navy’s warships.

Davie has also promoted the vessel’s ability to be of use during a humanitarian crisis.

What was interesting was the reaction from Davie. It took a “more the merrier” approach.

Davie issued a news release Tuesday commending Irving Shipbuilding on “taking a positive and innovative approach to solving some of the major capability gaps facing the Royal Canadian Navy and Canadian Coast Guard with regards to the current federal shipbuilding programs.”

“Realizing this, East coast shipyards in Canada’s key shipbuilding hubs in Nova Scotia and Quebec have pro-actively provided alternative, cost-efficient and innovative ways to convert existing commercial vessels to fill gaps in Canada’s non-combat fleet,” the firm noted.

Speaking at the CANSEC in Ottawa, Alex Vicefield, Davie’s chairman, said Irving Shipbuilding’s proposal “is confirming what has been universally recognized over the past months, including by the Government of Canada in the Canada Transportation Act review. That there are several classes of ship which Canada urgently needs and the current shipbuilding program is not capable of delivering. This is a great initiative from Irving Shipbuilding – these kind of unsolicited proposals where industry takes what it has learnt in how to provide fast-track, cost-efficient solutions to address critical operational gaps, is exactly what is needed right now.”

Vicefield said “these kind of interim and supplementary programs to ensure that we can close the capability gaps” are needed.

RCN Announces Names of its 3 Possible AORs

Written by David Pugliese, Defence Watch 

It will be several more years before the Royal Canadian Navy’s Joint Support Ships are in the water (2020-2021 are estimated times of arrival, although some argue that is optimistic since construction of the ships hasn’t even begun yet).

The RCN has selected the names of the two ships; HMCS Queenston and HMCS Chateauguay.

The RCN focused on a War of 1812 theme for the JSS names (required by the Conservative government of the day which was highlighting that conflict in a national public relations effort). The names reflect battles of that war.

There is an option for a third Joint Support Ship, although a number of folks in the RCN question whether the JSS project will have enough funds to produce more than two vessels.

But if a third JSS is built, the name selected for that ship is HMCS Crysler’s Farm, according to Canadian Forces documents obtained by Defence Watch and David Pugliese.

The battle of Crysler’s Farm was a key event during the War of 1812, in which British forces defeated an American army that had plans to march on Montreal.

An Artists rendering of the Queenston-Class AOR vessels for the Royal Canadian Navy: Photo: RCN

According to the Royal Canadian Navy: 

The two planned Queenston-class Joint Support Ships (JSS) will replace the Royal Canadian Navy’s Auxiliary Oiler Replenishment vessels. The new ships will provide core replenishment, limited sealift capabilities, and support to operations ashore. The JSS will be one of the first of the Royal Canadian Navy’s ships to be built by one of the competitively selected Canadian shipyards, as part of the National Shipbuilding Procurement Strategy.

The JSS are a critical component for achieving success in both international and domestic CAF missions, as laid out in the Canada First Defence Strategy. The ships constitute a vital and strategic national asset. The presence of replenishment ships increases the range and endurance of a Naval Task Group, permitting it to remain at sea for significant periods of time without going to shore for replenishment.

The original announced names of the Queenston-class ships are:

• HMCS Queenston
• HMCS Châteauguay

Ship Capabilities

The JSS project will procure two ships with an option for a third with capabilities such as:
Underway Support to Naval Task Groups: Underway support is the term that describes the transfer of liquids and solids between ships at sea. This underway support also includes the operation and maintenance of helicopters, as well as task group medical and dental facilities;
Limited Sealift: To meet a range of possibilities in an uncertain future security environment, JSS will be capable of delivering a limited amount of cargo ashore; and
Limited Support to Operations Ashore: The JSS will leverage to the maximum extent possible its onboard facilities.

The JSS will replace the core capabilities of the Auxiliary Oiler Replenishment ships, including: provision of fuel, ammunition, spare parts, food, and water, and other supplies; modern medical and dental care facilities, including an operating room; repair facilities and expertise to keep helicopters and other equipment functioning; and basic self-defence functions.
Construction

On January 12, 2012, Prime Minister Stephen Harper announced that the Government of Canada has reached agreements with Irving Shipbuilding Inc. and Vancouver Shipyards Co. Ltd. This charts the course for construction of Canada’s combat and non-combat surface fleets under the National Shipbuilding Procurement Strategy.

The strategic sourcing arrangements, called umbrella agreements, with each of the selected shipyards have been signed. Individual ship construction contracts will now be negotiated with the respective shipyards.

The building of the first Joint Support Ship is expected to start in the 2016-2017 timeframe, in keeping with the existing schedule. This means that the first ship would be anticipated in 2019, assuming no further delays in the schedule.

The Joint Support Ship project is currently conducting the Initial Design Review contract. This will enable Vancouver Shipyards Co. Ltd. to fully review the proven, off-the-shelf ship design from ThyssenKrupp Marine Systems Canada, selected in June 2013. The contract negotiation and design preparation work will take place in 2015/2016, in order to bring the Joint Support Ship Design to a production ready state."

Naming

On October 25, 2013, the Honourable Rob Nicholson, P.C., Q.C., M.P. for Niagara Falls, Minister of National Defence, announced the names of the Royal Canadian Navy’s (RCN) new Joint Support Ships (JSS), which will be built by Vancouver Shipyards Co. Ltd. in North Vancouver, B.C. The two Joint Support Ships (JSS) will be named Her Majesty’s Canadian Ship (HMCS) Queenston and HMCS Châteauguay in recognition of the significant battles of Queenston Heights and Châteauguay during the War of 1812.

“The names recognize the achievements and sacrifices of those early Canadian soldiers who fought and died in these critical battles during the War of 1812,” said Minister Nicholson. “The War of 1812 was a defining moment in our nation’s history that contributed to shaping our identity as Canadians and ultimately our existence as a country.”

“Canada’s rich military history is a source of inspiration for the men and women who currently serve in the Royal Canadian Navy,” said Vice-Admiral Mark Norman, Commander Royal Canadian Navy. “The events surrounding the War of 1812 remind us of the sacrifices of soldiers and sailors who fought for their country during a pivotal moment in Canadian history.”

Traditionally, the name of a class of warship is derived from the name of the first vessel in this class to be constructed. HMCS Queenston will be built first, therefore, the two JSS will be known as the Queenston-class.

Chilean AOR Almirante Montt arrives in Esquimalt

DND Press Release:
April 4, 2016 – Esquimalt, B.C. – National Defence / Canadian Armed Forces

The Chilean resupply ship Almirante Montt arrived at Canadian Forces Base Esquimalt today as part of the short-term Mutual Logistic Support Arrangement between the Royal Canadian Navy (RCN) and the Chilean Navy.

This agreement provides RCN sailors with essential operational experience that enhances their individual skill sets and core seamanship abilities. It also assists RCN sailors in retaining the expertise necessary to operate the Queenston-class supply ships once they are delivered, while fostering a collaborative relationship between the RCN and the Chilean Navy.

While en route to Esquimalt, Almirante Montt rendezvoused with HMCS Vancouver to complete replenishment-at-sea training, providing an invaluable learning opportunity for the Vancouver‘s crew.
On March 15, 2016, eight RCN sailors, including a liaison team and bridge watchkeepers under training, embarked on the Almirante Montt. The team worked closely with the crew and prepared them for the additional 20 trainees from the RCN who will work on board in rotations while the ship supports the Pacific Fleet.

The vessel will sail with the Canadian Pacific Fleet from April to June, participating in exercises that will provide sailors with essential operational experience.
In 2015, Almirante Montt supported the Canadian Pacific Fleet from July to August and conducted naval operations and training opportunities with HMC Ships Calgary and Vancouver.

“Having Almirante Montt back in Esquimalt is just another example of the strong partnership between the Canadian and Chilean Navies. This opportunity provides vital knowledge and expertise that will allow our Fleet and sailors to maintain operational readiness, while sustaining individual skills and core seamanship abilities.”

– Rear-Admiral Gilles Couturier, Commander MARPAC

The AOR Almirante Mott in July 2015 entering Victoria. Photo: RCN

RCN to Lease Two Spanish AORs during 2016

By: Esteban Villarejo, Defense News 

MADRID — The Spanish Navy will deploy two auxiliary oiler and replenishment (AOR) vessels in 2016 to "cover the Canadian Navy's temporary need for logistic support vessels in the North Atlantic," military sources told Defense News.

Both replenishment ships — Patiño and Cantabria — will support training for the Royal Canadian Navy's Atlantic fleet in two different time periods: Patiño will operate between February and March, and Cantabria between mid-September and November.

"This support is based on NATO’s principle of solidarity among its allies, by which a country provides a capability that the other does not have," a Spanish military source said. "The deployment will not have additional costs and will not have an impact in our capabilities."

The main mission of a combat-replenishment ship and hospital is to supply fuel, fresh water, ammunition, provisions, spare parts, military equipment, uniforms, medicines and medical assistance to other combat units at sea.

The Cantabria deployed with the Royal Australian Navy in 2013. The government of Australia paid the expenses of that deployment during the year.

This year Canada chose the German Navy’s Berlin-class design to replace its two Protecteur-class supply ships, which have been removed from service.

On Wednesday,, December 8, 2915 the RCN confirmed the Defense News report.

LCdr Alain Blondin, the RCN’s Deputy-Head of Public Affairs, told  the Ottawa Citizen's Defence Watch:

“We can confirm that the RCN is continuing the process of developing a Mutual Logistic Support Arrangement (MLSA) with the Spanish Navy where we will receive services from two separate Spanish vessels in 2016 to fulfill replenishment responsibilities and facilitate training in support of Maritime Forces Atlantic training and exercise activities. The current plan is for the first vessel, the Spanish Navy Ship Patino, to arrive in late January to March, and the second is planned for the fall of 2016. The exact dates are yet to be negotiated. Full details are still to come as negotiations are still ongoing and the MLSA is not yet finalized.”

Villarejo wrote that the Cantabria will be on Canada’s east coast between mid-September and November.

Some RCN sailors are already familiar with the Patiño. In 2014 HMCS Toronto conducted five replenishment-at-sea “evolutions” with both French supply ship Marne and the Patiño, the RCN website noted.

As readers know, Canada is facing a supply ship gap as the new Joint Support Ships are not expected in the water until 2020/2021. Davie is working on converting a container ship into an interim refueller (iAOR) for the RCN. That is expected to be ready in late 2017.

Last summer Canada made arrangements with Chile’s navy to have a supply ship available on the west coast.

Project Resolve: Liberal Government OK's Davie Deal for iAOR

Published by: The National Post - Canadian Press

LEVIS, Que. — After putting the project on hold, the federal government announced Monday the Chantier Davie Shipyard in Quebec will be granted the sole-source contract to provide a temporary supply ship for the navy.

Procurement Minister Judy Foote said the contract, which is valued at up to $587 million, will be given to the shipyard to upgrade a civilian tanker to act as a military replenishment ship while the navy’s long-delayed, joint support ships are built as part of the national shipbuilding program.



“After amassing the facts and carefully deliberating, the Government of Canada determined that proceeding with (Davie) is the most viable course of action to provide the navy’s (temporary) at-sea oil replenishment capacity,” she said in a statement.

The Conservative government had arranged for Davie to retrofit the ship through a sole-source process rather than a competitive one after it was forced to retire its two, 45-year-old replenishment vessels.

At the time the Harper government’s move was unprecedented.

Documents obtained by The Canadian Press revealed a line was added to contracting regulations giving cabinet authority to award a deal to a single company if there are urgent “operational reasons” and it fulfils an interim requirement.

Defence sources had told The Canadian Press that Prime Minister Justin Trudeau put the plan on hold because his government was uncomfortable with the sole-source nature of the arrangement.

The Liberals also faced pressure from the two companies that received contracts in the national shipbuilding program — Irving Shipbuilding, in Halifax, and Seaspan, in Vancouver. Both wrote letters protesting the deal with Davie.

Trudeau’s decision sparked a strong rebuke from Quebec politicians who pointed out the ship was already purchased and in the Davie yard and that hundreds of workers had already been hired.

Foote noted in her statement that the agreement signed by the Conservatives required the government to pay Davie $89 million should the project not proceed.

The minister said the government will “undertake a review of the process” for sole-source contracts for military procurement.

Davie’s work should be completed within two years and the ship is contracted to serve the navy for a period of five years, with an option to renew for up to another five.

The Quebec shipyard estimated the government contract will create 1,100 jobs with the yard, and another 400 with sub-contractors.

Opposition Parti Quebecois member Martine Ouellet said Davie deserved the contract because the yard was left out of the national shipbuilding program.

Without replenishment ships, the navy’s frigates are forced to rely on other nations for ammunition, fuel and food while on long overseas deployments.

It also affects the navy’s ability to deploy more than one warship at a time.

Davie is located in Levis, across the St. Lawrence River from Quebec City

RCN Sailors Serve on ESPS Cantabria

By Chief Petty Officer 2nd Class Bill McClung

Five time zones and half a world away we arrived at our destination of El Ferrol Naval Base in northern Spain, home of the Spanish auxiliary oil replenishment (AOR) vessel, ESPS Cantabria, on October 18, 2015. Twenty-eight Royal Canadian Navy (RCN) sailors of different ranks, trades and experience levels then embarked on an adventure that would prove both challenging and extremely rewarding at the same time. Our mission was to observe, gather information and ultimately integrate within the ship’s company of ESPS Cantabria in order to maintain skill sets and return with best practices for replenishment-at-sea (RAS) operations, while attached to an allied navy.

With ESPS Cantabria taking part in Exercise TRIDENT JUNCTURE shortly after we arrived, Canadian sailors worked hard to ensure they had a solid understanding of Spanish equipment, methodology and procedures. The lessons learned from this experience will help the RCN build a solid knowledge base within which to design training packages for future exchanges.

During the introduction to the ship by Commander Francisco Javier Roca, ESPS Cantabria’s Commanding Officer, he stated that the Canadian contingent should not look upon themselves as onlookers or “riders”, but as a welcome addition to the Cantabria team. His goals for the exercise were parallel with ours – to fully integrate the Canadian team and conduct seamless replenishment operations within the task group. His crew, including Canadian sailors, took this direction to heart and accepted the challenge – no small feat when you consider the language and cultural differences between the personnel of the two navies. However, the challenge was not only accepted, but overcome, due in no small part to the enthusiasm shown by Canadian and Spanish sailors alike.

While there are some differences between the practices of the Canadian and Spanish navies, the main concept of operations is shared and many of the equivalent trades were able to discuss and exchange ideas on how we each carry out our tasks. As with most militaries today, secondary duties are the norm as bunk numbers decrease and the use of training hours must be maximized. ESPS Cantabria is no exception. For example, the supply officer on board doubles as the ship’s boarding officer and as the landing safety officer during helicopter operations.

Lieutenant-Commander Jason Walsh, our mission Officer in Command, guided us through the tough times and the rewarding times, ensuring interoperability was constantly the watchword of the day. Following direction from both Canadian leadership and ESPS Cantabria’s Commanding Officer, LCdr Walsh ensured that no opportunities were missed during RAS operations, damage control scenarios and daily routine.

Canadian sailors were employed as bridge watch keepers, helmsmen, RAS deck members and small boat operators. LCdr Cindy Hawkins, second-in-command of the mission, as well as head of the engineering sections, ensured that the embarked engineering personnel gathered information on all aspects of liquid cargo management, bunkering and fueling operations, as well as automated damage control systems. Ensuring marine engineers, marine electricians and hull technicians were swept up on all aspects of RAS operations, as well as routine maintenance required on the platform, was of critical importance.

Another facet of this fact-finding mission was to study the training requirements throughout the various trades. This duty was charged to Lieutenant (Navy) Chris White, representing the Naval Personnel Training Group, but involved all sailors studying the trade progression in each section, both technical and operational. Comparing notes with allies is a continuous process the RCN utilizes in order to ensure Canadian sailors maximize their training opportunities and to provide feedback as to how the RCN can move forward in developing future training for our sailors. The Spanish model, although slightly different than the progression plan that we know and understand, has many benefits that could be adapted within our Canadian training models.

One of the main goals for this current mission was to see the Spanish ship manned by Canadian sailors while fueling the Canadian-led task group. From RAS deck personnel to cage operators, as well as communicators and bridge watch keepers, the aim was to safely fill as many of the positions on board as possible with Canadian personnel during a RAS. This aim was accomplished, speaking volumes to the determination, drive and effort exerted by both Canadian and Spanish sailors throughout the exercise.

Project Resolve: Irving Claims to have Cheaper/Faster Solution for iAOR

In the drawn out saga-drama that has been the Royal Canadian Navy's attempt top build a new surface fleet - we have hit yet another delay.

Irving was awarded the billion dollar contract to build the Canadian Surface Combatant  (CSC) Fleet, the new Arctic Offshore Patrol Ships, and new Coast Guard Ice Breakers - yet they are upset that they were not chosen to build the interim Auxiliary oil replenishment vessel (iAOR) for the RCN.

The new Queenston-Class AORs are not set to be complete (being built by Irving) until 2021/22. Until then the RCN has no AOR capability and has been leasing Spanish and Chilean AORs to fill the role.

Davie Shipbuilding in Levis, Quebec; one of Canada's largest shipbuilding companies (who built most of the previous RCN fleet) was selected to convert a boxship into an AOR for the Navy. Davie would maintain ownership of the vessel and lease it to the RCN for a period believed to be 7 years, at a cost of $700 million.

Irving sent a letter to the new Liberal cabinet last week and asked them to stop the program and review it. Here is what Irving said:

The letter, obtained by the National Post, is dated Nov. 17. It asks for a pause and review. Two days later, last Thursday, cabinet ordered the pause and review.”In October 2014 Irving Shipbuilding was asked by the Royal Canadian Navy to propose an interim refueling and resupply capability. We assembled an international team of naval and commercial shipping experts to tackle the problem. This included my own experience as a former Vice Admiral in the United States Navy responsible for all ship design, construction, maintenance and conversion in a Navy of almost 300 ships and submarines.

"Our focus was on providing maximum capability with minimum risk, cost, and completion schedule by limiting the amount of conversion required for an existing ship. Early on, we rejected a container ship as too expensive and too risky to convert especially in the relatively short time requested by the government for rapid reconfiguration to meet the immediate needs of the Royal Canadian Navy. The Roll On–Roll Off (RORO) ship selected by Irving Shipbuilding for conversation starts with the right ship to provide tremendous capability, adaptability, and best value to Canada.

"Our proposal includes the ability to refuel two ships simultaneously; land, refuel and maintain helicopters; resupply dry stores and ammunition at sea; and supports modular medical, command and control, and berthing capability. Most importantly, we provide tremendous additional capability that is already inherent in our RORO ship that allows numerous large trucks, military vehicles, and emergency response vehicles to rapidly roll on and roll off via a large stern ramp and vehicle bays. This allows rapid response to humanitarian assistance and disaster relief emergencies at home and abroad, and provides logistics support to military forces ashore. A large open payload volume also already exists to allow for rapid, low cost reconfiguration of the ship to meet future mission needs.

"Our request has and continues to be for an open, merit-based evaluation of all proposals to ensure the best solution for the Navy and best value to Canadians." 

It sounds to me like Irving is upset that it did not get the additional $700 million when it already received the $26.2 Billion contract for the CSC Fleet. In my opinion, if the Queenston-Class AORs are not going to be ready until 2021 why would you further delay them buy building iAORs first? Irving should just get a move on building the Queenston-Class AORs. 

Project Revolve is officially on hold at the government level, but Davie is still working on converting the Asterix into an AOR - and will be owed $89 Million on December 1st if the final contract is not signed; as the previous government entered into an initial agreement, which allowed Davie to begin working while the final contract was finalized. 

Project Resolve: Navy's iAOR on HOLD

According to CBC's James Cudmore - the Liberal government has chosen to delay approval for the final contract to Davie Shipbuilding for the Asterix boxship to be fully converted into an Interim Auxiliary Oil Replenishment Vessel.

According to the CBC, the potential 7-year lease is estimated at $700 million, where the RCN will be given the option to purchase the Asterix at the en of the lease agreemnt.

The Liberal Cabinet commitee decided to delay the decision on whether or not top proceed with with the Project - a delay of possibly 2 months - all while Davie is already doing work.

If the government does not sign the final contract before November 30th, they will owe Davie $89 Million - as it was written into the original offer of intent signed by the Conservative Government.

Davie has already purchased the Asterix and had it delivered to its shipyard in Levis, Quebec earlier this year, and has already begun work.

The big question is whether or not the delay will scuttle the project - and leave the RCN without AOR capabilities until beyond 2021.

The Shipbuilding Association of Canada announced that they are surprised and disappointed in the delay being caused by the Government - saying the delay will only cause more cost to Canadians (as per the $89 million owed to Davie on December 1st if the final contract is not signed, and the potential legal ramifications if the government withdraws from the project - Davie has planned to invest close to $400 million.

According to Davie  they are still moving forward. Project Revolve released this statement:

"The[initial] agreement enabled Davie to commence the build program while the final details of a services agreement (relating to when the vessel enters service following the build) were being concluded and several independent auditors were engaged to assist the Government of Canada with its due diligence.

"We have now agreed all terms and conditions, all audits have been successfully completed and we expect the services contract to be signed before the end of this month.

"In the meantime, work continues onboard m/v Asterix"

CBC sources indicate that Irving Shipyards is to blame for the delay - sending letters to the Liberal Government - asking it to reconsider their initial options for iAORs for the RCN.

There are also allegations from different high-level sources in those same corners that Irving Shipbuilding Inc., a longtime competitor of Davie, meddled in the decision by sending letters to several cabinet ministers about the deal, an event that in the words of one defence source "tipped over the apple cart."

Davie, based in Lévis, Que., has long done government work, but was frozen out of the government's $39-billion National Shipbuilding Procurement Strategy. Irving was that strategy's key beneficiary, winning the lion's share of the work available. The lesser portion of the work, the so-called non-combat package, was awarded to Seaspan in Vancouver.

New supply ships are part of that deal, but none are expected to be operational until 2020 at the earliest, leaving Canada with a significant gap in capability.
Liberal ministers were warned Thursday that without guaranteed access to a supply ship, Canada will have "dramatically diminished capabilities to defend Canada" and to go abroad in support of coalition operations, or to aid in natural disaster or support humanitarian missions, CBC News has also learned.

Davie created the idea of the interim supply ship deal in 2014 and pitched unsolicited to government.

Several sources say the idea was viewed with suspicion by bureaucrats inside the government's shipbuilding offices who worried the proposal would undermine or threaten the National Shipbuilding Procurement Strategy.

The Irving and Seaspan yards subsequently offered their own interim proposals, leading to the bizarre situation of NSPS shipyards offering to build an interim supply ship for Canada that was only necessary because the NSPS program had yet to deliver supply ships.

Whatever those yards offered, the Davie deal appeared to win the Conservative government's favour.
Irving letter to ministers

It's that decision that the Irving team complained about in its letter, obtained by CBC News, and addressed to new Defence Minister Harjit Sajjan and Minister of Public Services and Procurement Judy Foote. The letter was also sent to President of the Treasury Board Scott Brison and Finance Minister Bill Morneau.

In his letter dated Tuesday, James D. Irving, the firm's co-chief executive officer, accused the government of pursuing a sole-source contract with Davie, despite an offer from Irving and Maersk Lines to provide a lower-cost option.

"This was done on a non-competitive basis without transparency and without a full evaluation of cost, delivery schedule, capability and risk associated with the Irving-Maersk proposal.

Irving requested its proposal be evaluated once more, before the government signs off on the Davie deal.

Emails to several Irving staff went unanswered Thursday.

The Davie deal is, indeed, a sole-source arrangement as Irving complained. But cabinet was told Thursday the deal had won an exemption to the government's contracting regulations and that there was little risk it could be successfully challenged.

Davie has already bought the ship it is to convert and has brought it to its yard on the St. Lawrence River near Quebec City.

In a statement, Davie said it had an agreement with the government.

"All audits have been successfully completed and we expect the services contract to be signed before the end of this month."

Project Resolve: iAOR to Provide Strategic Humanitarran Assistance and Disaster Relief

News Release from Project Resolve

As failed states, conflict, natural disasters, famine and epidemics continue to plague the globe, Canada will increasingly be called upon to render Humanitarian Assistance and Disaster Relief (HADR) to those affected.

The Resolve-Class Auxiliary Oiler Replenishment ship will play a key role in the Royal Canadian Navy’s HADR efforts from 2017. While the primary role of the Resolve-Class AOR is to conduct underway replenishment for the Canadian Task Group and other allied warships, a significant number of design elements have been incorporated into the ship’s design to support the HADR mission.

An Artists Rendition of the iAOR Asterix aiding in a Rescue at Sea

The specific HADR capabilities include:

• A humanitarian processing area for triage and care of evacuees/survivors
• A large medical facility for up to 60 patients in two separate wards
• Emergency accommodation for up to 350 people (in addition to the ship’s current 150 persons capacity)
• A ship-shore airlift capability via the two embarked Cyclone CH-148 helicopters
• A significant small craft capability that includes up to 8 boats with quick launch and recovery capabilities
• The ability to sustain the delivery over 400t/day of Fresh Water and up to 7000t of Fuel Oil, as well as significant power
• The transportation and self-sufficient loading and unloading of light vehicles, sea containers and general cargo that are essential for HADR missions.

Spencer Fraser, CEO of Project Resolve today commented “We are extremely proud to be able to fill the current gap and provide Canada with a strategically enabling naval asset for HADR missions. We incorporated HADR requirements into the ship’s design from the very start and we are confident that the ship and its Canadian crew will successfully meet the Government of Canada’s goals of providing effective and responsive humanitarian and disaster assistance where and when called upon.”

Project Resolve: RCN will have option to purchase iAOR

The Asterix is now in the Levis, Quebec shipyard, and has started its 17-month long conversion from a 1,700 TEU Boxship into an Auxiliary Oil Replenishment (AOR) vessel which will be leased to the Royal Canadian Navy from 2017-2021.

While an official contract between the Federal Government and Davie Shipbuilding has yet to be signed. Currently the Government is in Caretaker Mode after the Election; which will last until at least November 4, 2015; and therefore cannot officially proceed. Davie announced earlier this week that the Asterix (currentley being labled by some as the Resolve-Class) interim AOR (iAOR) will be made available to the RCN until both Queenston-Class AORs are operational; which is currently estimated at some point in 2021.

Following the five year lease to the RCN, Davie announced that it will the offer to sell the vessel to the Navy. Davie also offered to convert a second Boxship into an iAOR for the Navy, and have it operational by late 2018, according to the Navy - they are not interested in a second iAOR (despite the 50% reduced cost associated with the iAORs compared to the AORs)

For now, we wait until the new Government is formed. Justin Trudeau, Prime Minister-Elect will announce his cabinet on November 4, 2015 - and from there everything could change. Perhaps the Navy will consider a second iAOR, and save on leasing a Spanish or Chilean AOR during the 2017 calendar year. Currently a Spanish AOR will serve on the East Coast at some point in 2016 with the RCN.

RCN In Talks To Lease Spanish AOR in 2016

By David Pugliese and Esteban Villarejo of defensenews.com 

Spain and Canada are negotiating a mutual logistic arrangement (MLSA) to deploy a Spanish replenishment ship with the Canadian fleet in the North Atlantic, both navies confirmed.

The ship deployed "during some periods of 2016" could be the auxiliary oiler and replenishment ship (AOR) Cantabria or Patiño, Spanish Navy sources said. The logistic arrangement is "to cover the Canadian navy's temporary need of logistic support vessels."

The Spanih AOR Cantabria Photo: Spanish Navy

The Cantabria or Patiño would support training for the Royal Canadian Navy’s Atlantic fleet starting in January. "No end date for the use of that support ship has been established," said Royal Canadian Navy spokeswoman Lt. Linda Coleman. “Negotiations are still ongoing and the MLSA is not yet finalized.”

But starting on Oct. 18, Royal Canadian Navy sailors will be serving on the Spanish Navy supply ship Cantabria. Navy spokesman Lt. Len Hickey said 28 sailors will be on the ship to conduct training during NATO's TRIDENT JUNCTURE 15 exercise. Hickey said the training is focused on replenishment-at-sea activities as well as familiarity of engineering systems on the ship. The Canadians will be on the ship until Nov. 10, Hickey said.

The Spanish AOR Cantabria deployed with the Royal Australian Navy in 2013. The government of Australia paid the expenses of that deployment during the year. The Spanish Ministry of Defense is expected to reach a similar arrangement with the Royal Canadian Navy.

This year Canada selected the German Navy's Berlin-class design to replace its two Protecteur-class supply ships, which have been removed from service.

Project Resolve: Navy Isn't Interested in 2nd iAOR

With Project Resolve now fully underway, and an official agreement reached between Davie Shipbuilding and the Government of Canada, the conversion of the Asterix boxship into an Navy AOR is taking place. The Asterix will be ready by summer 2017, and will serve as the Royal Canadian Navy's main AOR until the Queenston-Class AORs (based on the Berlin-Class) arrive sometime between 2020-2021.

Yesterday, Davie made an offer to the Navy to convert a second boxship for the Navy - a sister ship to the Asterix could be converted, and be ready for service by 2018 according to Davie.

The Royal Canadian Navy is not interested. Instead they will lease a Chilean AOR and a Spanish AOR for training purposes throughout 2016.

This almost immediate refusal of the offer comes with the question why not? The lease agreements with Davie could save the RCN money, and when the conversions only cost $400 million - less than half the cost of building an AOR (estimated to be around $1 Billion) Why would the Navy not agree to the solution? Even once the Asterix is ready, the Navy will only have one AOR; therefore one coast will be without the AOR services, unless a foreign AOR is also leased - so why not lease domestically?

Maybe a new government on October 20th will convince the Navy that this is a good deal, and should take the offer. Give jobs to Canadians.

Project Resolve: Asterix to Salvage Parts from HMCS Protecteur

This is a follow-up to my previous post on Project Resolve.
below is an article written by David Pugliese for Defence Watch.

The Following Article was written by DAVID PUGLIESE, OTTAWA CITIZEN

The Asterix, the commercial ship purchased by Davie for Project Resolve is on its way to Canada. Resolve will provide an interim AOR capability to the Royal Canadian Navy because of the delay in acquiring the Joint Support Ships (estimated time of arrival for the navy on the first JSS is 2020, 2021 for the second).

Davie and its team will refurbish Asterix into a refueling/resupply vessel and then provide this service to the RCN under a lease agreement.

Work is still being done on the final proposal and that still needs Treasury Board approval.

When will that approval happen?

It is unclear at this point.

Davie has received some initial money from the government but that runs out later this year.

The Canadian government will have to decide on a five or seven-year lease for the provision of such services.

The ship will arrive at Aecon’s Pictou, Nova Scotia shipyard where Project Resolve engineers will do some initial work, sources have told Defence Watch.

From there it will be sent to Davie yards in Quebec– the plan is to make sure the ship reaches there before winter sets in.

The ship will be later transferred to the West Coast so the replenishment at sea (RAS) system from HMCS Protecteur can be installed, sources told Defence Watch. The RAS system was not damaged in the 2014 fire that led to the decommissioning of Protecteur. Sea trials on the refurbished Asterix will be done on the West Coast.

Davie hopes the whole process will take about 15 months from the date a contract is signed.

Navy Rents Barge to Deliver Fuel to Arctic

The Royal Canadian Navy is supplying its ships through any means necessary. This summer, the Navy rented the Chilean Navies AOR supply vessel for$6 million for 40 days, and are working on leasing a Spanish Navy AOR for the East Coast. The Navy has also announced it will rent the Chilean vessel several more times in the coming years.

Now the Navy has hired a company to move more than 220,000 liters of marine fuel on a barge into the Arctic, so that the Navy could fuel its warships during Northern exercises. The barge was also used to resupply the ships, according to a Navy officer.

Last month the Navy deployed two Maritime Coastal Defence Vessels (MCDVs) to the Arctic from the West Coast. This is the first time in 60 years that ships from Canada's Pacific fleet have ventured into the North. The military identified refueling the ships as a major hurdle in the exercise. The military has experimented with refueling barges before and decided that this was the best way to resupply the ships. Logistics when operating in the North is one of the most difficult tasks for any military when operating in such a remote location.

The Navy originally planned on sailing the barge from CFB Esquimalt, but that proved to me too difficult, and not very cost effective - a journey of more than 6,500 km. Instead the fuel was transported by truck to Mackenzie River, and then towed into the Arctic.

The barge was jointly used to help resupply other ships taking part in the 2015 portion of OP NANOOK.

In 2007 the Harper government announced it would construct a deep-water port and refueling station at Nanisivik on Baffin Island - which was supposed to be operational by 2012 - but it has fallen behind schedule and rising costs will limit the project. It is supposed to be operational by 2018 - and will only act as a refueling station during the summer months. A number of defence analysis inisit the Canadian Forces will need multiple refueling stations in the North if the Navy and the CF will have a larger presence in the future. It would also help Canada's sovereignty claims.

No costs associated with renting the barge have been released.

Project Resolve: RCN's Interim Supply Ship

There is new(er) news about Project Resolve. Please be sure to also read: Asterix to Salvage Parts from HMCS Protecteur & Asterix iAOR to be ready by 2017

During election campaign, people expect little more than future promises on Defence issues - but we got news the other day that the Government has signed a letter of intent with Davie Shipbuilding in Levis, Quebec to retrofit a civilian container ship, the Asterix (a 1,702 TEU Boxship).

(*TEU - a Unit of Measurement = Twenty-Foot Equivalent Unit (i.e. a 20 Foot Sea Container))

According to several sources Davie Shipbuilding has purchased the Asterix for around $20 million and will spend upwards of $350 Million on retrofitting it to meet the Royal Canadian Navies requirements. 

For this all to take place,the Government was required to change its rules on sole-sourcing defence purchases. Otherwise, multiple firms would have been required to bid for the project, which could have led to further delays. 

The Government quietly added a line to the contract back in June 2015, that allows a deal to move forward to a single company, if the requirements are "urgent operational reasons, and fulfills an interim requirement."  This can possibly set a dangerous precedent for future projects or governments, as what defines urgent or interim? 

Little is known about the final ownership of the Asterix. It is highly unlikely that the ship will be owned by the Royal Canadian Navy - as it is Davie who reportedly purchased the ship. In all likelihood, Davie will then lease the ship to the Navy on a long-term basis until the planned Queenston-Class AOR vessels are built (The first in late 2020). The estimated cost for the lease - between $65 and $75 Million per year. What will happen to the Asterix after all 3 Queenston AORs are operational? That is another unanswered question - it will most likely continue to operate as a broader part of the Navy, most likely helping out on more humanitarian missions or as a central command ship for larger international deployments. The modified Asterix is expected to be in service for at least the next 20 to 25 years. There are no reports about whether or not Davie will sell the ship to the Navy at the end of the initial lease agreement. 

The Royal Canadian Navy currently does not have a supply ship, and temporarily rented a Chilean Supply Ship for exercises on the West Coast, and have leased a Spanish supply ship for the East Coast.  The Asterix will give the RCN supply capability until the Queenston-Class AORs arrive, but will also allow the Navy to maintain a high level of training on supply vessels. 

The Asterix is currently capable of carrying 1,702 twenty-foot sea containers. Davie will convert the ship into a Naval Supply Vessel, capable of replenishing other Navy vessels at sea. 

The conversion will include, modifying the hull and ballast systems, to be capable of carrying 10,000 liters of spare fuel. A landing pad will be added to the ship, large enough to allow for two Chinook sized helicopters to use it. Although it is more likely that the Cyclones will operate off of the ship. Accompanying the landing pad, will be two hangers for the ships own aircraft be to be stored. Accommodations for up to 350 personnel, including a large medical facility (mobile hospital) and a command center. Unlike the Queenston-Class, no mention of any weapons systems have been added to the design of the Asterix. 

Once all the modifications are complete, the ship will also be able to carry an additional 40 twenty-foot sea containers. (Down form the 1,702) 

The project name Davie Shipbuilding is using for this overhaul - Project Resolve, which has led to the nickname Resolve-Class AOR for the Asterix. It is currently only a temporary name, but I think HMCS Resolve has a nice ring to it. 

RCN to lease Spanish Supply Ship

Reports are slowly coming in that the Royal Canadian Navy will be leasing a Spanish Navy AOR (Supply Vessel) to handle the Navies east coast operations for up to one year. Specific details of the lease are still being worked out.

Last month The Navy announced that it spent $6 million on the rental of a Chilean Navy AOR vessel for 40 days. It is currently stationed at CFB Equimalt.

The Spanish Navy defensa.com is reporting the deal will take place during 2016.

The Royal Canadian Navy is looking to lease Cantabria AOR, which was lent to the Australian Navy in 2013.

The Cantabria AOR off the coast of Sydney, Australia in 2013. Photo: Australian Defence Force. 

Navy: Further Delays expected for Joint Support Ships

On a day when Defence Minister Jason Kenney announced that the government has entered into talks with the Quebec Shipyard about converting a civilian supply-ship for the navy as a stop gap - the Navy has come out and announced that they believe more delays are coming for the Joint Supply Ship (JSS) fleet.

Originally supposed to be built and be in the water by 2012, the JSS's current timeline is to being construction by 2017, and be fully operational by 2021. The Navy currently believes the Vancouver Shipyard will not be ready to begin construction by 2017, due to the fact that they are currently building the government's Fisheries Science and Oceanographic Vessels.

On top of the possibility that construction will not begin on time - a review of the budget has found that the JSS project might not even be affordable. There is a concern that with the lack of ship building in Canada over the past two decades, thaat the Vancouver Shipyard will not be able to hire the qualified staff it will require for the JSS. Also there are questions about the $2.6 billion put aside for the project (another $1.9 billion has been set aside for in-service support). Some critics question whether enough money has been put aside.

The Royal Canadian Navy is planing a third party review of the costs - and will make minor changes to its plans if the costs continue to rise - but says it requires the capabilities of the JSS. The Royal Canadian Navy selected the Germany Navy's Berlin-Class design for the ships - so changes will all depend on what those designs allow.

A Germany Navy Berlin-Class Replenishment Ship

Navy used eBay to keep HMCS Preserver operational

The Ottawa Citizen's Defence Watch learned recently that Royal Canadian Navy personnel went to extreme lengths to keep HMCS Preserver operational over the last few years. 

The Canadian Press, who supplied the information to Navy Commander Vice-Admiral Mark Norman showed that technicians were fighting a loosing battle to keep Preserver on duty. 

Despite the fact that the Canadian Armed Forces announced in 2014 that Preserver  and her sister ship Protecteur would be retired in 2015, personnel fought to keep them operational as long as possible, in several cases even using eBay to purchased used parts to repair the ship. 

This extreme step was taken as the original manufacturers long ago stopped making spare parts - which led to a disproportionate amount of time being used to find replacements. In many cases when the military requires a part that is no longer produced, they upgrade the equipment in question, or find a manufacturer to produce a specified amount of the required part for the remaining lifespan of the equipment. In the Navy's case - for Preserver that was not an option because of its impending retirement. 

An exact date for Preserver`s "Paying Off" (retirement) has not been set. 

Many critics are calling for an interim solution to be found for the Royal Canadian Navy's supply gap - construction on the new supply vessels are not set to begin until 2017 - and will not be ready before 2019/2020. 

Updated: RCN Seeks Supply Vessel Lease

Originally Published Feb 15, 2015
Updated: May 24, 2015

So with Canada's plan for a new fleet of Navy Vessels still on the drawing board, while more and more of its ships are forced into retirement, including the last of its supply vessels earlier this year, Canada will not have to lease the missing pieces it requires to operate the Royal Canadian Navy efficiently. The replacement fleet will not be ready until 2021 at the earliest.

The Government of Canada will look at domestic or international companies to lease commercial vessels that can act as resupply ships so the RCN can resupply warships at sea.

Originally the government intended to purchase surplus US Navy ships but that is likely no longer an option based on the cost and the low availability of the surplus ships.

There are specific requirements the commercial supply ships must meet - but the most important according to DND is that they must be able to refuel vessels at sea and moving.

The US Navy has kindly offered assistance, and the RCN is working to better coordinate the movement of its ships to be within US Supply range when needed - but that convenience also has a cost. Just think of the increased cost of goods when you visit a convenience store.

This solution is limited, because the RCN is not always operating within range of the US ships, and then must put the burden on other Allies in the region.

The Navy will not operate these leased vessels, they would be run by commercial crews, but with Navy personnel managing the communications equipment and the refuelling/restocking systems.

Canada has selected the German Navy's Berlin-class design for its new supply ships, which as more than 20,000 tons and 600 feet long. They will carry two helicopters and medical facilities, but they will not be complete until 2020 and not operational until 2021.

UPDATE:
On Friday May 22, 2015, DND released hints that the Government of Canada will most likely announce this coming week that they are seeking commercial ships to fill the void left by HMCS Preserver  and HMCS Protecteur. The commercial tanker ships will require modification to fit the needs of the Royal Canadian Navy - a process that will be expedited by removing equipment that is still usable (and parts are still available) from the two retired supply ships.

The lease or purchase of two commercial ships would allow for the Navy to at least be refuelled at sea - something that it currently is relying on its Allies in deployment regions for. Naval supply ships allows a Navy to operate for upwards of six months without heading into a port for supplies and fuel. It also helps ships when working out of a battle group, or in a region of the world where allied ports are unavailable.

The Conservative government is taking heat over its "Made in Canada" rebuild of the Navy. While the process will create jobs, it will also likely run over budget and be delayed. This is because there is no large ship building firms in Canada. No corporate memory for such projects. Critics point to the United Kingdom who are acquiring four commercial supply ships for the Royal Navy from South Korea - at a much cheaper cost than the Queenston-Class ships Canada is planning on building. (And they are getting four vessels not three as planned in Canada)

Norway is planning a similar purchase. The release states that several companies have already come forward with options for the Navy's supply vessel problem.



Original Source: Defence News