Showing posts with label RCN. Show all posts
Showing posts with label RCN. Show all posts

Saturday, 28 July 2018

GEOGRAPHY, CANADA AND THE RISE OF CHINA




Former president Carter’s national security adviser Zbigniew Brzezinski defined geopolitics as “a combination of geographic and political factors emphasizing the impact of geography on politics”, the word strategic, he believes, refers to “the comprehensive and planned application of measures to achieve a central goal or to vital assets of military significance” and therefore ‘Geostrategy’, he has written, “merges strategic consideration with geopolitical ones”. In other words, Geostrategy is the geographic direction of a state’s foreign policy.

Sir Halford John Mackinder was an early pioneer of geostrategic thought who proposed the Heartland Theory, also known as the ‘pivot of history’, in 1904.  Mackinder believed that whoever could control the ‘world island’, which was comprised of the interlinked continents of Europe, Asia, and Africa, would control the world.

 Mackinder summarised his theory as: "Who rules East Europe commands the Heartland; who rules the Heartland commands the World-Island; who rules the World-Island commands the world." Mackinder’s objective in publishing his theories was to warn Britain that its traditional reliance on sea power would become a weakness as improved land transport opened up the Heartland for both industrialization and invasion.

At that time, however, based on Britain’s commanding position offshore of Europe, the western edge of the world island, and her ability to apply pressure at all other points including the Pacific theatre using Sea Power, plus the relative lack of infrastructure and industry in the ‘Heartland’, Mackinder’s theory appeared to explain the pre-eminence of British power and her position as the world’s leading super power.

After the Second World War this position was inherited by the United States. With its pivotal influence over Europe, through financial and military institutions, along with its decisive power projection capabilities in the western Pacific it now controlled the “World Island” and that control brought dominance.

Those conditions are subject to change. Although the United States is still the world’s major power its power is in relative decline. The very success American policies of free trade, stable markets, and (comparatively) liberal institutions have increased the world’s gross domestic product at a rate greater than that of the U.S. average. In other words, the U.S. is not necessarily getting poorer so much as the rest of the world is getting richer. The U.S. no longer commands a dominant part of the world’s economy.

China is one of the countries that have benefited the most from this world economic growth. With greater national wealth has come greater ambition. This ambition can be see most clearly in the gigantic infrastructure program known as the Belt and Road Initiative. This plan seeks to develop and construct a vast network of railroads, pipelines and shipping lanes between China and 65 other countries in Asia, North Africa, the Middle East and Europe. The result, it is believed, will mean enhanced trade routes and investment links between China and participating nations.

From a geostrategic view it also means that China could dominate Mackinder’s ‘World Island’ and, at least in theory, the whole world. These trends are not a secret. The rise of China and their attempts to expand sovereignty and control over parts of the Pacific Ocean that they consider to be contiguous are well known. Perhaps less well known are American responses to them.

Even though the U.S. dominated media obsessed about Barak Obama’s African heritage he was in fact a person of the Pacific. Born in Hawaii, having spent some of his youth in Indonesia and with a mother whose academic focus was in Asia, Obama was far more in tune with Asia and the Pacific then the Atlanticists who traditionally dominate Washington discourse. Obama tried to contain China, and reinforce U.S. dominance, through a combination of a shift in security and defense policy, the “pivot to Asia”, and trade deals like the Trans-Pacific Partnership.

Obama made little secret of the fact that these maneuvers were designed to “allow America — and not countries like China — to write the rules of the road in the 21st century.”  He was prepared to accept the consequences of market arrangements like the T-PP on U.S. industry and domestic policies in return for the ability to “write the rules”. Many were not. The rise of nationalist voices, like that of Donald Trump, in opposition to these policies was in some ways entirely predictable.

It is difficult to judge whether the ‘policies’ of the Trump administration have hastened an inevitable decline in U.S. power or simply reflect it. What seems likely is that with the abandoning of the T-PP, to be replace by the Chinese dominated trade agreements and the Belt and Road Initiative, in concert with what appears to be a loosening of ties with Europe, positioned as it is on the western edge of Mackinder’s “World Island”, there is little to stop the relative decline of the United States and the possible ascendency of China as the world’s greatest power.

Needless to say, this outcome is not inevitable. Edward N. Luttwak, for one, believes that any attempt by China to strengthen its position in relation to its neighbours, especially if accompanied by belligerence, will bring about reciprocal actions by those neighbours, in the form of trade and security arrangements, designed to contain China’s ambitions.  However even Luttwak concedes that there is a possibility of  less restrained conflict saying; “Because nuclear weapons cannot reliably inhibit any and all armed conflict between nuclear-armed powers, incidents could take place and they could escalate into localized combat, military strength retains its importance between nuclear powers.”

What does this mean for Canada? Even if one does not commit fully to the Geostrategic ‘inevitabilities’ of Mackinder it seems obvious that a conflict between China and the U.S. is going to be conditioned by the size and nature of the Pacific Ocean and  American power projection experience. It will resemble the traditional struggle between a land power and a thalassocracy, i.e. a state which is primarily a maritime power. In other words conflict, whether cold or hot, will involve naval power.

Canada’s response to a belligerent or aggressive China in an environment which includes a relatively weaker U.S. must be multi-faceted. It means spending more money for and putting more emphasis on foreign affairs, particularly in areas that strengthen multi-lateral institutions and support democratic values, especially in the Pacific arena. Future ‘coalitions of the willing’ with which Canada becomes involved will be more effective if they consist mainly of countries who espouse values that Canadians can identify with.

It will also mean getting serious about prioritizing defence spending. No matter what illusory percentage of the GDP is picked to represent a defence budget choices about how that money will be spent will have to be made. Canada may have to put a greater percentage of that budget into areas which support naval warfare. Other conflict domains; air, land, space and cyber, will have to consider how their resources can best support maritime operations and fund capabilities accordingly.

Geostrategic trends move slowly, until they don’t. The same can not be said of naval procurement programs. Equipment choices made now will reverberate for decades, into a world we can only dimly observe.  Even if we start immediately, re-aligning the Royal Canadian Navy for the future is a process that will take time, if we have it.

Thursday, 1 March 2018

THE ONCE AND FUTURE ROYAL CANADIAN NAVY


Writing in his authoritative study “Cruisers of World War Two: an international encyclopedia” author Michael J Whitley points out that “The cruiser can be considered as the logical successor to the frigate of the age of sail. Both warships had similar tasks, i.e. to act as the eyes of the fleet and to patrol the ocean sea lanes to protect mercantile trade.”

He goes on to observe that “By the end of WWII the cruiser’s scout role had been assumed by radar and air power, leaving trade protection task as arguably its main role.”

The modern frigate is the descendant of the WWII frigate which was essentially an anti-submarine vessel; it filled a role as an intermediate, and economical, platform between the corvette and the destroyer. Since that time it has grown, both in size and abilities, from its original role to one which more closely meets Whitley’s definition of a cruiser.

The government of Canada has determined that the Royal Canadian Navy needs up to fifteen of these cruiser equivalents.  It is not clear how this number of ships was arrived at or what kind of navy the government envisions it will need in the future.

The size of the RCN has been in a constant state of change since its founding in 1910. Conceived as a method of managing domestic and imperial politics as they related to the Royal Navy it languished, even during WWI, until the Second World War. By the end of that conflict it had transformed itself into the fourth or fifth largest Navy in the world.

This state could not of course be maintained, but in 1960, on its fiftieth anniversary, the RCN had a fleet consisting  of some 50 warships made up of  a carrier, 14 St. Laurent–class destroyer-escorts, 23 converted wartime destroyers and frigates as well as 10 minesweepers crewed by a total of  21,500 sailors.

By 1985,  in the seventy-fifth year of its existence, Maritime Command maintained a force of 4 Iroquois class destroyers, 6 St. Laurent class helicopter carrying destroyer-escorts, 11 other St. Laurent class frigates, 3 support ships and 3 submarines,

In 2010, the Navy’s centennial year, the fleet consisted of 3 Iroquois class air defence / anti-submarine destroyers, 12 Halifax class multi-purpose frigates, 4 Victoria class submarines, 12 Kingston class Maritime Coastal Defence Vessels and 2 Protecteur class Replenishment Vessels

Currently the Navy operates twelve frigates, four patrol submarines, twelve coastal-defence vessels and eight unarmed patrol/training vessels crewed by approximately  9,000 regular sailors and 5,000 reservists. There is also a civilian  freighter, modified to act as a resupply vessel, leased for seven years that is shortly to join the fleet.

Naval forces can be ranked on a nine-point scale called the Todd/Lindberg classification system. For example, at Rank 1 is the United States Navy which is capable of “global-reach power projection”. 

In its planning document Leadmark: The Navy’s Strategy for 2020” the Navy makes it plain that it wishes to maintain itself at Rank 3, described as “navies that may not possess the full range of capabilities, but have a credible capacity in certain of them, and consistently demonstrate a determination to exercise them at some distance from home waters.”

In fact, without the ability to provide command and control, previously supplied by the Iroquois class air defence/anti-submarine destroyers, and resupply, previously supplied by the Protecteur class Replenishment Vessels, the RCN no longer meets this description. It is no longer a blue-water navy; it is now a Rank 5-Regional offshore coastal defence force, capable of “Coastal defence within and slightly beyond the EEZ”

According to the government the National Shipbuilding Strategy is a long-term project to renew Canada's federal fleet of combat and non-combat vessels.

Shipbuilding projects to equip the Royal Canadian Navy currently consist of a plan to construct 5 to 6 Arctic and Offshore Patrol Vessels, whose role is to conduct armed sea-borne surveillance in Canada's waters, including in the Arctic, with the first currently slated to be delivered in 2018.

 There is also a plan to build 15 Canadian Surface Combatants, which are designed to replace the Navy's Iroquois-class destroyers and Halifax-class frigates, with the build contract to be awarded in the “early 2020s”.

The only other program of record is one listed under “Non-Combat Vessels” for 2 Joint Support Ships, with an option for 1 more; the first of which the government still pretends to believe will be delivered in 2021.

Given that these are the only naval building programs currently underway and given the nature and timescales of Canadian procurement programs it is possible to accurately forecast the size and type of navy Canada will have in 2035, the one hundred and twenty-fifth  anniversary of the Royal Canadian Navy.

It will be a navy made up of approximately 15 destroyer/frigates, 5 to 6 large, lightly armed, cold weather capable patrol vessels, and 2 joint support vessels.

It is not clear how the current government and the Department of National Defence envision this force being used.

The Canadian Navy’s future roles will be dictated largely by the nature of the assets it possesses. It seems unlikely that the world of the immediate future will be much kinder or gentler. What does seem likely is that that navies will be still be needed to protect and monitor our coasts as well as to travel across the world’s oceans ameliorating conditions of hardship and maintaining the peace. It seems less likely that Canada’s navy will be of much use in these missions.





Royal Canadian Navy

Canada's Navy: A Wings Magazine Commemorative Issue. Pp 52

Current Canadian Ship Listing 2009

Royal Canadian Navy

Blue-water navy
https://en.wikipedia.org/wiki/Blue-water_navy

“Leadmark: The Navy’s Strategy for 2020,”

National Shipbuilding Strategy

Wednesday, 12 July 2017

THE NAVY CANADA NEEDS VS THE NAVY CANADA IS GETTING

 Writing at Information Dissemination  'Lazarus' notes that when rising warship prices at the beginning of the twentieth century threatened the Royal Navies' budgets they responded by opting for "quality over quantity and produced fewer, but larger and more powerful warships as the means to reduce the budget and increase combat capability."

 Whether planned or not that is what seems to be happening to the Royal Canadian Navy. As the price of individual warships has gone up, and budgets have declined in real terms, the result has been to acquire fewer ships. 

 The question that goes unasked is, was this the right strategy for the Royal Navy, and by extension the RCN, to pursue? Confronted with the growth of the German High Seas fleet the Royal Navy chose to concentrate on a relatively few powerful ships designed to meet and defeat the German force.  This meant that the smaller ships, the often derided ‘gunboats’, on foreign stations such as Esquimalt and Halifax were recalled and paid off. Although not appreciated as being such at the time, it was the beginning of the end of Empire.

 Another effect of this strategy was that as the number of ships became smaller so the importance of these ships became greater as did the consequences of design choices. 

 For example, some of those powerful new ships designed by Admiral Fisher combined the functions of the battleship and the armored cruiser to form a new kind of hybrid, the battlecruiser. They were designed to have the speed and range to overhaul and destroy surface raiders as well as the firepower and advanced fire control needed to engage any opponent at long range. 

 They were not designed to stand in the line of battle with the purpose built battleships, but that is exactly where they found themselves at the battle of Jutland. The results were predictable and the battlecruisers as a class suffered the greatest proportion of losses.

 These losses had even greater consequence given the lack of ships available to replace them. Both German and British Navy strategy was sometimes dictated by the fear of losing ships. At Jutland Admiral Sir John Jellicoe, commander of the Grand Fleet faced a capable enemy with ships and men 
equal to his own. He could not afford to take risks in pursuit of a “decisive” victory because he commanded Britain’s only modern battle fleet.

 Writing in The Strategist Andrew Davies has pointed out that several hundred years ago ships described as frigates were “capable of sustained and independent cruising operations. They were heavily tasked for trade protection and trade attack—one of the reasons there was a shortage for fleet reconnaissance. The ability to sustain independent operations later came to define the ‘cruiser’—which is what many of today’s ‘frigates’ actually are.” Davies makes the case that today’s frigates and destroyers are, in form and function, actually cruisers, that is to say, large vessels capable of prolonged independent action.

 It has been decided through a process not clear to anyone that Canada needs to have a navy that consists of fifteen of these ‘cruisers’. Even the number of ships, fifteen, seems to be arbitrary. The thinking seems to be something like “we had four air defence destroyers, the 280’s and twelve Halifax class frigates, but we found out we could get by with just three destroyers so let’s call it fifteen”.

 It has now been decided that all these ships are to be built to common design. It is believed, in the face of no evidence at all, that this will lower the cost of the ships. What has not been considered are the costs that will accrue if this fleet of similar ships should contain a flaw in either design or purpose.

 The National Shipbuilding Strategy is designed to develop a “sustainable, long-term shipbuilding plan that benefits Canadians and the Canadian marine industry”. The hope is that it will bring predictability to federal vessel procurement and to eliminate the boom and bust cycles of vessel procurement that have characterized Canadian shipbuilding in the past.

 These are worthwhile goals; it remains to be seen if they can be achieved. What seems more likely is that federal vessel procurement will maintain its status as a political football, at the expense of predictability and sustainability. Even more likely is that the charade of political deniability which surrounds the program will continue as a substitute for real discussion as to just what kind of Navy Canada needs.



The Ship is an "Electronic" Being

Maths swayed the Battle of Jutland – and helped Britain keep control of the seas

The expanding of the shrew

CRUISERS & GUNBOATS

National Shipbuilding Strategy


Sunday, 29 June 2014

THE NATIONAL SHIPBUILDING PROCUREMENT STRATEGY - THE WRONG SHIPS, THE WRONG WAY, FOR THE WRONG REASONS - PART THREE, THE WRONG REASONS

The National Shipbuilding Procurement Strategy (NSPS) is a $38.3 billion program designed to renew the aging fleets of the Royal Canadian Navy and Canadian Coast Guard. The NSPS will be the biggest defence program in Canadian history.

To ensure full value for taxpayer dollars, a “best value” procurement approach has been touted by the government as the preferred approach to this program. When Irving Shipbuilding won the combatant package they agreed that they would not only spend their own resources to upgrade their facilities, but also that they also committed to national “value propositions.” which included ensuring a sustainable marine industry.

Best value for Canada is a complex and balanced equation that includes capability, price, jobs, technology, regional distribution of benefits, and competitive fairness. At this stage in the process it seems unlikely that the NSPS can achieve all these goals.

Originally the goal of the program was to get “most bang for the buck” for the navy while leveraging as much economic impact as possible and developing a sustainable marine industry. What the NSPS has become, however, is an action plan for economic investment. Now the raison d'être is the creation of jobs and ‘brownie points’ for the government.

This is the wrong reason to build ships.

Building ships for the wrong reasons has a cost; the cost can be measured in the number of ships the navy will receive. Canada’s auditor general has warned in his Nov. 26 audit into the NSPS that there is not enough funding for the proposed national shipbuilding plan to construct 50 major vessels for the Royal Canadian Navy and Coast Guard. He noted that that unless the government provides more funding, it may have to acquire fewer and less capable warships. (He also raised concerns in the 36-page report that the NSPS does not include provisions for monitoring the productivity of Canadian shipyards.)

There is a reason that fewer and fewer federal websites or public engagements discuss the number of ships. Fifteen, the number that was once the cornerstone of the NSPS competition has been replaced by buzzwords about maximizing Canadian industrial participation, increased economic development, while the focus has shifted from developing a war-fighting navy to job creation programs.

The NSPS was actively designed to maximize benefits and ensure their distribution to the greatest extent possible. According to the government website “The National Shipbuilding Procurement Strategy (NSPS) will create jobs and generate significant economic benefits in shipbuilding and related industries across Canada.”

In response to criticism  surrounding the program government spokespersons have argued that their critics have failed to point that “industry analysts have estimated that over 15,000 jobs will be created and over $2 billion will be generated in annual economic benefits over the next 30 years." Needless to say, this argument does not address the issue of how many ships the navy will eventually get, it simply suggests that whatever number of ships are procured, at any price, it will be worth it in terms of jobs created.

Countries do not exist to support armed forces. The Royal Canadian Navy exists to support government policy. It is strange for a conservative party to believe that government can create employment, rather then nurture the conditions that make for more employment but government policy appears to be to create jobs. However the RCN and defence spending are an inappropriate way to achieve this goal

Nations can make better investments in the economy, investments that will do more for jobs, taxes, and industry than defence spending. It has been widely demonstrated that military spending, even though it may have some positive benefits, does not produce nearly as much of a multiplying effect as other investments, for example in infrastructure or education .

In a memo, which the Chair of the Standing Committee on National Defence requested, outlining the problematic benefits of making decisions about defence programs based on industrial benefits Steve Saideman, who holds the Paterson Chair in International Affairs at the Norman Paterson School of International Affairs and is a CDFAI Fellow, wrote that “if Canada does make decisions based on “industrial benefits,” I simply recommend understanding that this means Canada gets less and prepare for it by cutting personnel, bases, and whatever else that is premised on a larger military. Of course, these cuts may hurt the Canadian economy (and voters) more than industrial benefits help.”

In other words it is not just the RCN that suffers when ships are built for the wrong reasons, it is the entire economy. Canada doesn't need a navy to support the economy, which is a false premise. Canada needs a navy to support national policy and a strong economy to support the navy. Using defence spending for the explicit purpose of creating jobs will have the long term effect of leaving Canada with a smaller navy and a weaker economy.



What is best value for the Canadian Surface Combatant?

The National Shipbuilding Procurement Strategy

Budget caps were set early and could result in a reduced number of ships or capabilities

Canada Resists Building Navy Ships Offshore

THE U.S. EMPLOYMENT EFFECTS OF MILITARY AND DOMESTIC SPENDING PRIORITIES: AN UPDATED ANALYSIS

Defence Procurement as Industrial Policy, Steve Saideman | May 6, 2014
http://opencanada.org/features/blogs/roundtable/considering-defence-procurement-as-industrial-policy/

Wednesday, 18 June 2014

THE NATIONAL SHIPBUILDING PROCUREMENT STRATEGY - THE WRONG SHIPS, THE WRONG WAY, FOR THE WRONG REASONS - PART TWO, THE WRONG WAY


Bounded as it is by three oceans Canada must defend more coastline than any other country. In peacetime Canada must protect its maritime approaches from smuggling, trafficking and pollution, and also provide life-saving search and rescue as well as opportunities for scientific research. We must also be in a position to act internationally to meet our commitments and protect our interests.

Constabulary forces, such as the Coast Guard or the RCMP are not sufficient to achieve all these goals. Historically nations have relied on Navies to fulfill many of these roles and Canada is no different.

In order to maintain its navy Canada will be recapitalizing much of the naval surface fleet under the National Shipbuilding Procurement Strategy (NSPS). Most of the promised $38 billion for the program is earmarked for 15 Canadian Surface Combatants (CSCs)

Also known as the Single Class Surface Combatant Project, this procurement project is designed to replace the Iroquois-class and Halifax-class warships in the period beginning 2018–2020.

These ships are being procured in the wrong way.

On January 12, 2012, it was announced that the Government of Canada had reached agreements with Irving Shipbuilding Inc. and Vancouver Shipyards Co. Ltd. This set the course for construction of Canada’s combat, and non-combat, surface fleets under the National Shipbuilding Procurement Strategy (NSPS).

The strategic sourcing arrangements, called umbrella agreements, with each of the selected shipyards have been signed. Irving Shipbuilding Inc. has been selected to build the combat vessel work package. The combat package includes the Royal Canadian Navy’s CSC ships. Individual ship construction contracts will now be negotiated with the respective shipyards.

This creates a situation in which Irving Shipbuilding becomes the sole supplier to the Canadian Government, who in turn becomes the sole customer for the product. (No one reasonably believes that Irving will ever sell a major warship to any other country.)This is called a bilateral monopoly. In a bilateral monopoly there is both a monopoly (a single seller) and monopsony (a single buyer) in the same market. Most economics texts would advise that this is an extremely complex relationship and one that is highly resistant to any kind of downward price pressures.

An alternative procurement strategy can be found in the Canadian Patrol Frigate (CPF) procurement program, which can be viewed in retrospect as a reasonable successful program which procured the desired ships in the desired quantities within the desired price envelope.

The strategy used to procure those frigates is referred to as Most Capable Design (MCD). It entails an open competition for capability and price.

Under an MCD strategy Canada would fund or partially fund two teams to come forward with a ship design and combat system in competition with each other. Under the terms of an MCD contract, each team would have to deliver a complete proposal that would include ship performance, delivery timelines, industrial participation undertakings, commercial terms and, perhaps most important, price.

Unfortunately it would appear that Canada intends to use a variant of a procurement option referred to as Most Qualified Team (MQT).

This strategy would see Canada make its selection on the basis of how “qualified” a given team is. The decision-making process would be similar to that used in selecting the lead NSPS shipyards, and criteria for what’s “qualified” may be identified through arbitrary benchmarks.

This means that there would be no competitive commercial pressure brought on key members of the selected team. As the shipyard is already in place, all the pressure to cut costs would be downloaded to those bidding to supply goods and services to the prime contractor. The winners of those bids are less likely to invest in Canadian industry due to cost pressures. This makes in turn the MQT approach less likely to develop a sustainable marine industry, one of the primary goals of the National Shipbuilding Procurement Strategy. 

The method to be used by the NSPS to enable the delivery of these shipbuilding projects in a timely manner includes a requirement for the selected shipyards to achieve a "Target State".  The Target State is defined as the level of productivity and capacity needed to build Canada's ships efficiently. In this case, a third-party expert, First Marine International, will measure the shipyards' progress towards achieving this Target State. It is hoped that when the shipyards reach Target State, they will have the capability to build vessels at established international benchmark productivity levels.

Contrast that approach with that of the Australian government. In June of this year they announced that in light of the current low productivity of shipbuilders involved in the Hobart class Air Warfare Destroyers (AWD) program they would conduct a competitive tender process limited to Spanish and South Korean shipyards for the construction of two replacement replenishment vessels. It was even suggested that if Australian yards did not get their act together they would not even be considered for the upcoming frigate replacement program.

It is hard to imagine a Canadian government, of any party, putting anything like this kind of pressure on a Canadian shipyard. But until the buyer, in this case the Canadian taxpayer is in a position to bargain openly and responsibly with the supplier Canadians will continue to pay too much for too little.



Canadian Surface Combatant (CSC)

THE DUAL MONOPOLY DILEMMA

The Canadian Surface Combatant: Is Canada About To Launch A Flawed Procurement Strategy?

Backgrounder on the National Shipbuilding Procurement Strategy (NSPS) - Year 2: A Status Update November 2013

Australia’s Next Supply Ships: Serious about Success


Wednesday, 11 June 2014

THE NATIONAL SHIPBUILDING PROCUREMENT STRATEGY - THE WRONG SHIPS, THE WRONG WAY, FOR THE WRONG REASONS - PART ONE, THE WRONG SHIPS




Canada has essentially the same grand strategic goals as most other developed nations; we want to have a secure and resilient nation able to shape a stable world. Canada's national security policy is based on the belief that there can be no greater role, no more important obligation for a government, than the protection and safety of its citizens.

To that end the government has stated that a priority of the Government of Canada is to protect the safety and security of Canadians both at home and abroad. To do this our forces should be able to defend Canada, help secure North America, and address threats to our national security as far away from our borders as possible. As the Canada First Defence Strategy puts it “As a trading nation in a highly globalized world, Canada's prosperity and security rely on stability abroad.”

For all these reasons, Canada must have a functioning, effective Navy. In 2010, the Government of Canada announced the National Shipbuilding Procurement Strategy. This program is designed to replace the current surface fleet of the Royal Canadian Navy, which is reaching the end of its operational life.

The Canadian Surface Combatant (CSC) project is designed to renew the Royal Canadian Navy surface combat fleet by replacing the capabilities provided by the destroyers (Iroquois-class) and the multi-role patrol frigates (Halifax-class). The CSC project expected to be the largest and most complex shipbuilding initiative in Canada since World War II.

The problem with the Single Class Surface Combatant Project, as it is sometimes known, is that it appears to procuring the wrong ships, in the wrong way, for the wrong reasons.

The wrong ships.

The Single Class Surface Combatants are expected to be the new workhorse of the RCN, designed to replace three Iroquois-class destroyers long past their expected service life and a fleet of 12 Halifax-class frigates which currently are expected to be retired by the end of next decade.

The problem with replacing our legacy ships with similar vessels is that the world they were designed to deal with no longer exists.

It has been pointed out that the new ships are meant to recreate a fleet structure originally geared to providing an anti-submarine warfare (ASW) capability against Soviet subs during the Cold War. More to the point, they were designed for blue water operations against Soviet era main force naval units as part of a US Navy lead strategy to confront and attack the Soviet Union. In the end, Canada became the proud possessors of what amounts to a cruiser fleet.

That world is gone. By 2020, over 80% of the world’s population will live within 100 miles of the sea. At present 147 (over 75%) of member states of the UN, are coastal states. Most of these states have extended their jurisdiction out to sea, in many cases as far as 200 nautical miles or more.

Most human maritime activity – shipping, fishing, hydrocarbon exploration etc – is currently conducted within a 300-mile zone. This means that a substantial proportion of the world’s economic and political activity is being conducted in a narrow strip of land and sea (the littoral) on average no wider than 300 miles. Not only will the littoral be threatened by the consequences of climate change, it will also face the effects of extreme weather and other natural events, all of which will have a negative impact on these heavily populated littoral regions.

It can only be assumed that a high proportion of future tensions and conflicts will occur inside, or adjacent to, zones of maritime influence, in other words, the littoral regions.  The replacement vessels Canada is planning will be somewhat larger than the existing Halifax class, and presumably provide a wide-area air defence capability, anti-submarine warfare capability, as well as anti-shipping capability. These large and expensive ships will not be suited to the needs of warfare in these regions.

Another problem with building these large ships is that not as many can, or will, be built.

Baring a shock event, or a major military challenge, defence resources available will remain, at best, constant. It can also be assumed that the rising costs of fighting power will mean that platform costs will go up, which means overall numbers must go down. Historical experience suggests that it is unlikely that all 15 ships can be built within the currently envisaged cost envelope. This means a smaller navy.

We must escape the dilemma of escalating platform and personnel costs causing ever decreasing numbers. If it continues the RCN will be unable to fulfill its peacetime roles of international engagement and maritime security, while in war it will not have the impact required to assure Canadian strategic objectives can be reached.

Canada is embarked on a program which will deliver an insufficient number of the wrong kinds of warships. It is not too late to change course.



A Strong Britain in an Age of Uncertainty: The National Security Strategy

National Security

Canada First Defence Strategy – Summary

Canadian Surface Combatant (CSC)

Single Class Surface Combatant Project

Mark Collins – What Is the RCN For?

CRUISERS & GUNBOATS

British maritime doctrine (JDP 0-10) page 1-6



Thursday, 24 April 2014

A FUTURE FOR THE ROYAL CANADIAN NAVY MAY BE FOUND IN THE PAST


Michael Byers, who holds the Canada Research Chair in Global Politics and International Law at the University of British Columbia and is a frequent commentator on defence matters, has written, in the National Post, on the sad state of the Royal Canadian Navy.

He points out that there are effectively no ships available to support any request from NATO, let alone fulfill normal domestic requirements. As Matt Gurney wrote in the same newspaper, “Canada does not currently meet even the modest military thresholds required to provide domestic security, and on the international scene, threats materialize faster than we can muster the strength to respond to them”.

Against this background is a previous decision by the RCN to discard a planned $100M mid-life refit plan for the twelve vessels of the Kingston class.

The Kingston class consists of 12 coastal defence vessels. Also known as Maritime Coastal Defence Vessels (MCDV) these multi-role vessels were built and launched from the mid- to late-1990s and are largely crewed by members of the Naval Reserve.

Their main missions are coastal surveillance, sovereignty patrol, route survey, and training. They were designed with a minesweeping role in mind however this role has diminished as a result of the evolving nature of mine warfare and not having been equipped with the appropriate equipment necessary to undertake the mission.

As with all naval ships the Kingston-class patrol vessels represent some design compromises. The program was conceived to advance the use of commercial off-the-shelf (COTS) equipment and construction techniques in a ship designed to military specifications.

The engines, although quite powerful and fuel-efficient, are being used with a hull shape designed for minesweeping. This prevents the ship from achieving a high speed compared to the patrol vessels of other nations, which are considerably faster. However, the Kingston’s' top speed is faster than that of most mine warfare vessels and is comparable to most large non-naval seagoing vessels.

Unlike other Mine warfare vessels the Kingston class was built with conventional steel hulls. The vessels are, however, equipped with a magnetic degaussing system that allows the ship's magnetic signature to be manipulated to minimize vulnerability to magnetic mines.

In an attempt to make the vessels truly ‘multi-role’ the Kingston class are designed to carry up to three 20-foot (6.1 m) ISO containers with power hookups on the open deck aft in order to embark mission-specific payloads. The available modules included:
·        Indal Technologies AN/SLQ 38 deep mechanical minesweeping systems
·        MDA Ltd. AN/SQS 511 heavy-weight high-definition route survey systems
·        ISE Ltd. Trailblazer 25 bottom object inspection vehicle
·        ISE Ltd. HYSUB 50 deep seabed intervention system
·        Fullerton and Sherwood Ltd. 6-man, 2-compartment containerized diving systems
·        Naval engineered 6-person accommodation modules
·        MDA Ltd. Interim Remote Mine hunting and Disposal System


The original mid-life refit plan was intended to allow the retention of the ‘mid-lifed’ vessels through 2045–2055, however the RCN concluded that the money would be better spent in acquiring a new platform. It was hoped that the MCDVs would be replaced by new vessels to enter service in 2020.

As of this date, a contract for the construction of new ships to replace the Kingston class has not been signed. The only new ships, on the distant horizon, configured for a similar mission are the Arctic/Offshore Patrol Ships (AOPS) for whom current design constraints will render them not much more useful then the Kingston class for the surveillance and sovereignty roles and of no use at all for the reserve training and mine warfare roles.

As it stands now the Canadian Navy is hard pressed for both recruits and operating funds as well as the numbers of ships necessary to maintain the ‘critical mass’ necessary to have a force of use to Canada.

The solution to this problem can be found in our past. Our Navy needs to reconsider the corvette. With their storied history vessels of this class could fit into the present and future of the RCN. With modern corvettes, the Navy would acquire vessels able to fulfill its domestic waters patrol mandate far more economically than its current major warships and fulfill many of the overseas tasks we are currently engaged in.

Needless to say, this is not the first time that this remedy has been advocated. On 2 June 2003, Mr. John Dewar testified to the Standing Senate Committee on National Security and Defence that Canada should purchase a corvette-sized ship, also called a ‘cutter,’ for use by the navy in the performance of law enforcement functions. 

He recommended a vessel measuring 75 meters that was able to operate in a high sea-state, move quickly (25 knots minimum using diesel propulsion), and remain at sea for 30 days. He said that a landing deck or hanger for a large maritime helicopter like the Sea King is essential. A helicopter would assist in the identification of ships and extend the visible range from the vessel. 

A modern corvette, which meets many of Mr. Dewar’s criteria, such as the STYX Canadian Marine PV85 has a core ships company of 35 compared to a Halifax class frigate which requires a crew of 180. It stands to reason that a PV85-based corvette would be substantially less expensive to operate then a frigate with a hull almost twice as long and a displacement 2.5 times greater.

The Danish Knud Rasmussen-class is another example of an offshore patrol vessel which would meet Canadian needs. The ships' normal tasks include fisheries inspections, environment protection, search and rescue, sovereignty enforcement, icebreaker assignments, towage and salvage operations and general assistance to the Danish and Greenland governments (including police tasks).

Like the original Kingston MCDVs the Knud Rasmussen is designed to take multiple mission modules, in this case using StanFlex modular mission payload slots (one on the foredeck, the other aft of the superstructure), which can be fitted with a multi-purpose gun, surface-to-air missiles, or ASW torpedoes, along with other non-weapon payloads. Another two container positions are "prepared for" but not installed.

Mercantile standards were used for the original MCDVs, primarily as a cost-cutting measure. Just as commercial-off-the-shelf parts and equipment were used wherever possible, the hull was adapted from an existing civilian design for an offshore supply vessel. The design used steel in its construction, a material familiar to most Canadian shipyards. These standards are common in the kind of modern corvettes being considered and the ships could easily be built in Canada.

That they could be built is not the question, the question is “will they be built?”

It should be pointed out that the RCN analyses that lead to the decision to cancel the MCDV mid-life update was badly flawed. The belief by that service that the Department of National Defence can consistently and reliably procure new ships is not based in reality. If the RCN had understood, as an institution, that it was far more likely to be able to find funding and consensus for a mid-life update then for entirely new ships then they would have made better choices, or at least choices more likely to have tangible results.

If, in the future, the Government and the DND/CF re-acquire the ability to consistently and efficiently procure new warships for our Navy then Corvettes would be a useful addition to a useable fleet.





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StanFlex