Keel laying for future HMCS Fraser

Jim Irving speech during the keel laying ceremony.

The keel laying ceremony for the future HMCS Fraser occurred at Irving Shipbuilding on Friday, June 12th. I attended to get some photos for an upcoming issue of Warships IFR magazine. The coin was placed under a cap that was welded to a keel unit for the new ship. More photos and a short article will appear in the magazine in the coming months!

The coin cap is welded to Fraser's first keel unit.

Farewell to Athabaskan

After paying off during the winter of 2017, the former HMCS ATHABASKAN has been alongside in HMC Dockyard having various equipment removed and being prepared for breaking up. I covered her final week in commission and her paying off ceremony here.

With all the preparations complete, Athabaskan was schedule to leave first at 1000 on Wednesday March 28, which was then delayed until 1700 that day, but she instead finally left Halifax on March 29 under tow for Sydney, NS, where she will be broken up. The later timing worked much better for me, as I would otherwise have missed it. 

I rode the Halifax-Dartmouth ferry back and forth from 0800 until 0915 or so to get these images, and was fortunate that the ferry was able to pass ahead of the tow on her final Dartmouth-bound crossing - which is exactly what I was hoping for! 

Atlantic Larch was alongside the jetty hooking up the towline when I arrived at the ferry, and she was shortly joined by the Navy tugs Glenside and Listerville to help ease Athabaskan out into the stream.

Athabaskan shortly after the tow began, with Atlantic Larch in the lead and Glenside still with a line to the quarterdeck. A backup towline is rigged at deck level along the starboard side - to be used if the primary tow line breaks during the tow.

Other ships have been towed via a bridle connected to the two anchor chains, however, Athabaskan only has the one anchor chain on her starboard side, so the tug is connected to a line threaded through the bullnose. Another line hangs from the starboard bow, possible one of her mooring lines improperly stowed.

This is the specific shot I was hoping for - a portrait image of Athabaskan and her tugs.

My final sight of Athabaskan - the obligatory shot of her with the George's Island lighthouse in the foreground.

When she was paid off, Athabaskan was the only destroyer in commission with the Royal Canadian Navy, and it is unclear whether the RCN will ever have another - it is quite possible that the proposed Canadian Surface Combatant (CSC), the class of 15 ships slated to replace the IROQUOIS and HALIFAX classes, will be classified as frigates. Regardless of whether new ships are classified as frigates or destroyers, the IROQUOIS class, and Athabaskan as the final representative of that class, was probably the last destroyer (for a while at least) entirely designed and built in Canada, as the RCN is currently looking at foreign designs for CSC.

Farewell, Athabaskan!

June's Naval Harbour Traffic

With an exercise in the North Atlantic, and visitors for Canada's 150th birthday, naval traffic has picked up over the past few weeks.

HNLMS ZEELEEUW (S803) departing HMC Dockyard.

Royal Netherlands Navy submarine ZEELEEUW spent a short time in port on June 19.

HNLMS ZEELEEUW (S803) departing for sea.

The next major visitor was USNS Robert E. Peary, on June 27.

USNS Robert. E. Peary.

Unlike ships bearing the "USS" prefix, USNS (United Stated Naval Ship) ships are unarmed auxiliary vessels that are not commissioned vessels, and are operated by Military Sealift Command. They are usually crewed by civilians, sometimes with small military contingents.

USNS Robert E. Peary.

She is a part of the USS DWIGHT D. EISENHOWER carrier battle group, and was followed in on June 28 by Ticonderoga class cruiser USS SAN JACINTO (CG 56) and USS WINSTON S. CHURCHILL (DDG 81).

USS SAN JACINTO (CG 56).

USS WINSTON S. CHURCHILL is an Arleigh Burke class destroyer.

USS WINSTON S. CHURCHILL (DDG 81).

USS DWIGHT D. EISENHOWER (CVN 69), also known as "Ike", followed the two latter ships in later in the afternoon on June 28.

USS DWIGHT D. EISENHOWER (CVN 69).

USS DWIGHT D. EISENHOWER (CVN 69).

Ike is the second of the NIMITZ class nuclear aircraft carriers, and this makes her the second oldest aircraft carrier in the US fleet, now that ENTERPRISE has been decommissioned. She was commissioned in 1977.

USS DWIGHT D. EISENHOWER (CVN 69).

USS DWIGHT D. EISENHOWER (CVN 69).

"Ike" dressed overall with signal flags.

We typically go months between foreign naval visits, so it is always nice to see a few new faces in port. In particular, aircraft carriers are infrequent visitors, with the last visit being perhaps 20 years ago.

HMCS CHARLOTTETOWN on the Syncrolift

Earlier this month, HMCS CHARLOTTETOWN went on the Syncrolift at HMC Dockyard for some cleaning and maintenance. CHARLOTTETOWN returned from an extended deployment earlier this year, so she was probably in need of some TLC. Her hull below the waterline definitely needed a cleaning.

March 14 - newly on the lift, and looking kind of dirty. © Sandy McClearn.

I managed to take these two photos from almost exactly the same angle, and cropped them down almost identically. It is somewhat entertaining if you go to the Smugmug site where they are hosted, and use the arrow keys on your keyboard to go back and forth between the two images to see the difference (if you click on the image above or below, it will take you there). 

March 24 - the bright blue anti-fouling paint is nice and clean. © Sandy McClearn.

The Syncrolift platform has seen many changes over the years. The original Syncrolift concept was developed by a firm in Florida, and the company was eventually purchased by Rolls Royce. The original Halifax Syncrolift was powered by a total of 34 180-ton winches, with 17 on each side (these are the blue boxes on either side of the lift platform). It was originally constructed in 1967 to allow annual maintenance of the then-new Oberon-class submarines (ONONDAGA, OKANAGAN, and OJIBWA). The platform is nested between two narrow jetties on piles, upon which the winches are installed. The platform can be lowered down into the water to float ships on, and then raised again to lift them out of the water.

In 1970, the original submarine maintenance shed was constructed on the shore side of the platform, and the O-boats could be rolled in and out of the shed to allow maintenance inside a heated shelter. The rails upon which the doors slid open and closed weren't actually long enough to allow the submarine to enter or depart, and the doors had to be removed altogether as shown in the image below to allow the submarine in.

HMCS/M OKANAGAN backing out of the Syncrolift shed in 1985 at the mid-point of her SOUP (Submarine Operational UPgrade) refit. The O-boat's hull design was heavily influenced by Second World War German U-boats, and this is reflected in the continued use of twin propellers and the tail arrangement. At the stern can be seen the indentations from the stern torpedo tubes, which were originally fitted to fire short unguided torpedoes, but by the time the photo was taken were re-purposed to accommodate a towed array sonar (and reportedly cold beer storage).  DND photo, courtesy Corvus Publishing Group.

The Syncrolift worked a treat for the RCN's submarines, but it didn't provide the Navy with the ability to perform basic maintenance on their larger vessels. After the near-bankruptcy of Halifax Dartmouth Industries Limited (HDIL) in the 1970s, the RCN got nervous, and looked for a way to achieve some redundancy for HDIL's facilities. A local engineering firm, CBCL, suggested lengthening the platform from 307 metres to 413 metres and upgrading the winch capacity to allow larger vessels to be lifted out of the water. The Syncrolift was actually used during the construction work, as it was used to lower the new caissons into the water (the new caissons may even have been formed and poured on the platform prior to being floated out). The complement of winches were now made up of 26 180-ton winches, and 20 280-ton winches under the heavier middle portion of the ships (e.g. the engine room). The winches were split with 13 180-ton and 10 280-ton winches on each side of the platform. I have seen somewhere this rendered the Syncrolift capable of hoisting a 6,000 tonne "NATO" frigate, but can't find the reference at the moment. It can certainly handle the 5,235 ton Canadian Patrol Frigate and 5,100 ton IROQUOIS class destroyer (those are their full load numbers, and I'm not sure how heavy the ships normally are when they are hauled out).

HMCS IROQUOIS was the first destroyer lifted by the newly refurbished Syncrolift, on Nov. 1, 1986. The larger winches (the blue "boxes") are of 280 ton capacity each, while the smaller winches are of 180 ton capacity. The 280 ton winches are placed around the machinery spaces of the ship, which weigh more than other portions of the ship. Also seen here are CORMORANT, a Saint class tug, SKEENA, and ATHABASKAN. DND photo, Courtesy of Corvus Publishing Group. 

This meant that one can occasionally get a glimpse of things like the housing for the SQS 510 sonar found under the hull of these ships.

A view of HMCS VILLE DE QUEBEC in the early 2000s from close up. The SQS 510 housing can be seen under the ship, not far back from the ship's forefoot (the bottom of the bow). Canadian Patrol Frigates have bilge keels mounted midships to reduce rolling at sea, also visible here. In the background, the old maintenance shed is still standing. The bright blue anti-fouling paint colour is a relatively new feature. © Sandy McClearn.

HMCS ATHABASKAN. The SQS-510 Hull Outfit C3 sonar dome is removed for maintenance. The fairing itself is seen at bottom left, and is facing backwards. The covers are removed from the winches in this photo.

SACKVILLE was a Syncrolift customer both before and after her restoration to her original appearance as a corvette. Seen here in 2008, she is showing a considerable amount of marine growth. © Sandy McClearn.

A slightly different angle on SACKVILLE. © Sandy McClearn.

The blocking under SACKVILLE is better visible in this image from directly aft. In this photo the old submarine maintenance shed has been torn down, and in its place is a temporary tent structure shielding one of the new VICTORIA class submarines from view and the weather during a refit. © Sandy McClearn.

Although the upgraded Syncrolift could handle the newer and heavier VICTORIA class submarines, there was still a problem. Not only are the VICTORIA class heavier than the older OBERON class submarines, but that heavier load is spread out over a shorter length, and that greater load density meant that the inshore winches and platform support beams were not rated to support the new submarines when they were being transferred inshore for extended refit periods. In the photo above, the submarine in the temporary shelter had to be stripped down to reduce the weight and avoid overloading the inshore 180-ton winches and support beams. The old submarine maintenance shed was also too small for the new submarines, which were beamier than their predecessors.

VICTORIA on the Syncrolift in 2002. Submarine propellers are carefully guarded secrets, and although it would have been tarped at the time I took the photo, I decided to play it safe and not capture it at all. Either that, or my lens simply wasn't wide enough. The old shed seems to be standing in this photo. © Sandy McClearn.

CORNER BROOK in 2008. You can see the difference in size between the 180-ton (left) and 280-ton (right) winches.
© Sandy McClearn.

During the mid-2000s, the old submarine maintenance shed was torn down, and at least one submarine underwent an extended maintenance and refit period under a temporary tent structure on the site of the old shed. After the submarine finished her refit, and was returned to the Syncrolift, construction began on a new submarine maintenance building that could accommodate the newer VICTORIA class. The Syncrolift platform and winches were again upgraded to allow the heavier submarines to be transferred into the new building without stripping them of excess weight. The same bollard and tow motor that were used to haul submarines into the old shed are still used in the new building.

WINDSOR in 2012. To the left of the photo is the control cabin, from where the winches of the Syncrolift are controlled and monitored during operation. © Sandy McClearn.

HMCS ST. JOHN'S has also recently been a Syncrolift customer - she is shown here in September, 2016. This photo catches a lift in progress, with the ropes that held the ship in position over the blocking now falling slack towards the jetty on either side.I'm guessing these ropes would have been taut until the ship started to bear weight on the blocking. © Sandy McClearn.

Clean once again, HMCS ST. JOHN'S is pictured being lowered once again into Halifax Harbour. The new maintenance shed isn't big enough to take a frigate, but could accommodate a smaller vessel like SACKVILLE. © Sandy McClearn.

The utility of the Syncrolift is especially important in recent years, as both floating drydocks at the Halifax Shipyard (the older Scotiadock and the newer Novadock) have both been allowed to decay and have been removed from service and/or scrapped. The only remaining drydock at Halifax Shipyard, the original graving dock that survived the Halifax Explosion, has been almost continuously filled with HALIFAX class frigates during their recent FELEX refits (in fact, the current resident (HMCS HALIFAX) is in her first refit post-FELEX).

In order to write this post, I relied partly on articles in old issues of "Canada's Navy Annual" published by Corvus Publishing Group Ltd. In all, they published 6 issues, plus the original special commemorative issue for the Navy's 75th anniversary in 1985. They have since gone out of business, but were still active in the mid-1990s when I wrote them (while in university) to ask them for permission to reproduce the photos contained therein (which they kindly gave me). I managed to purchase all 7 issues used, probably at J.W. Doull.  

HMCS ATHABASKAN

The Royal Canadian Navy has announced in the last month or so that HMCS ATHABASKAN will be paid off from service on March 10. Commissioned on September 30, 1972, this will give her just shy of 45 years of service. The four IROQUOIS class destroyers were a great leap forward when they were introduced in the early 1970's and received mid-life refits to provide Area Air Warfare (AAW) capability in the early 1990s. HURON was paid off in 2005 (and later sunk for target practice during an exercise) after being laid up for a few years, and ALGONQUIN was paid off in 2015 after making contact in 2013 with HMCS PROTECTEUR during a towing exercise which resulted in her port hangar getting shredded. IROQUOIS was also paid off in 2015 after worrying cracks and rust were discovered in critical locations. IROQUOIS and ALGONQUIN are both currently in Liverpool, NS, for breaking up.

ATHABASKAN is now the last of the four ships in service.

ATHABASKAN in her original configuration as an anti-submarine destroyer. Photo courtesy of Corvus Publishing Group / Canada's Navy.

After the previous RCN classes of anti-submarine destroyers (other navies classified similar ships as frigates), the IROQUOIS class introduced a number of new concepts to the RCN (indeed, some were new to the navies of the world) including all gas turbine propulsion (in a COGOG arrangement), air defence missiles, and a hangar for two large anti-submarine helicopters. They were proper destroyers. I will borrow some text from my summary on the Hazegray and Underway website:

"These four ships were the first warships in the world to depend entirely on gas turbine propulsion (COGOG). Economical cruising power was provided by two efficient cruise gas turbines, while high speeds of up to 29 knots or greater could be reached with two boost turbines. When commissioned, they were excellent ASW platforms, and were the first Canadian destroyers to carry two helicopters. Based upon the hull design of the cancelled 1960s era General Purpose frigates, they were instantly recognizable due to their infamous 'playboy bunny' funnels. Command facilities were included in the ships. This class of ship influenced the design of the USN's SPRUANCE class destroyers. 

As built, they were armed with a quick-firing OTO Melara 5"/54 forward, which provided them with good anti-surface and naval gunfire support capability, as well as close-ranged anti-aircraft defence. Point anti-aircraft defence was provided by NATO Sea Sparrow missiles, launched via a one-of-a-kind twin quad launcher situated just forward of the bridge. No other ships, in any navy, used this system. The missiles would be trained outboard of the launcher (in the deckhouse forward of the bridge) on launcher arms port and starboard, with four missiles to an arm. The arms would be brought back inboard for reloading. Anti-submarine capability was provided by two Mk.32 triple torpedo launchers, port and starboard, in addition to helicopter launched torpedoes. As well, a single Mk.NC 10 Limbo ASW mortar was provided in a well in the quarterdeck, aft of the helicopter deck.

At the time, much was made of the fact that these ships tied together, in a viable package, an Italian gun, American missiles and torpedoes, Canadian sonar, and a Dutch radar and fire control system.

During the Gulf War of 1990/91, ATHABASKAN was sent to the Persian Gulf along with two other ships. She was quickly upgraded with a new mine-avoidance sonar, along with a Phalanx 20mm CIWS (mounted over the Limbo mortar well) and shoulder launched Blowpipe and Javelin missiles. When USS PRINCETON was disabled after hitting a mine in the northern Gulf, ATHABASKAN escorted a tug to her rescue and escorted both ships back out through the minefield.

In the late 1980s / early 1990s, these ships were modified under the TRUMP program. This refit program saw the installation of new anti-aircraft missiles, main gun, radars, fire control system, and the addition of a CIWS gun system."

Looking out over ATHABASKAN's modernized foc'st'le, with the new 76mm gun and a 32-cell Mk.32 vertical launch system taking the place of the original 127mm gun.

The TRUMP refit changed the appearance of these ships, but if you look at them the right way their impressive lines are still apparent.

ATHABASKAN was on display, and open for tours, during the RCN's centennial in 2010.

Although too late to photograph any of these ships in their original configuration, I have captured a large number of images of ATHABASKAN since the mid-1990s. I will show some of my favourites here.

A scan from film, this is one of my earliest images of ATHABASKAN. She had not yet been fitted with the SATCOM domes either side of the funnel at this point. This was probably taken in the 1990s.

Another, later, scan from film, this time from the early 2000s.The starboard SATCOM dome is now present.

ATHABASKAN was the review ship for the Tall Ships Parade of Sail in 2004. She is shown here saluting Pride of Baltimore II.

Part of the TRUMP refit was the addition of modern Command and Control facilities, and the IROQUOIS class were prized for their ability to lead a task group. Although this ability has been retrofitted to the HALIFAX class frigates during their FELEX mid-life refits, the latter's reduced accommodation space makes the ships rather cramped when fulfilling this role compared to the older destroyers. For ATHABASKAN, this led to leading roles in disaster relief missions to the US after Hurricane Katrina (Operation Unison) and Haiti after a 7.0 magnitude earthquake (Operation Hestia). 

ATHABASKAN was one of four ships sent south to help with Hurricane Katrina recovery in 2006 (Operation Unison). 

A Sea King escorts ATHABASKAN out of the harbour for Op Unison.

ATHABASKAN leading out the Operation Unison task group.

ATHABASKAN leading out a separate task group in 2009.

A Sea King hovers over the deck of ATHABASKAN.

After ATHABASKAN's last refit in St. Catharines, ON, she was towed to Halifax and broke her tow, sustaining some hull punctures during her recovery. Possibly due to the additional repairs required, her reduced remaining lifespan, or a combination of the two, ATHABASKAN was not fully reassembled after this refit. When she returned to service in 2013 for sea trials, she was missing her long range air search radar and fire control directors (and with them her ability to fire her long range air defence missiles) and torpedo tubes, in my opinion removing most of the capability that made her a destroyer. The variable depth sonar (VDS) had been removed prior to the last refit. She still retained her command and control facilities, however, and was still useful to lead task groups including the RCN contingent during the 2016 Cutlass Fury exercise.

Departing for Cutlass Fury.

At sunrise.

Rising sun reflecting on the hull and superstructure.

Against the rising sun.

The missing VDS is apparent in this photo.

Although all four ships had their cruise engines replaced in the 1990s, ATHABASKAN has tended in recent years to produce lots of smoke while the engines are fired up (although I have seen a photo from the 1970s recently where she was doing the same thing - so maybe she just has bad habits).

For the last photo, we will pretend this is an appropriate sunset (it's actually a misty sunrise).

ATHABASKAN is the only one of her sisters that gets to pay off on a high note (knock on wood) and go straight to being paid off from active service - her sisterships all paid off after an inactive period alongside. ATHABASKAN is still at sea as I write this, mere weeks before her retirement.

The impressive appearance of these ships will be missed by this photographer.