Basic Engineering

[Kirkhill]

HMCS Harry DeWolf Arctic Ship Unable To Patrol The Region Due To Failure Of Main Diesel Generators

Marine Insight - The maritime industry guide.

www.marineinsight.com

Canada’s new OFSVs dry-docked for repairs – Professional Mariner

professionalmariner.com

UK Royal Navy 'confident' a starboard propeller problem on aircraft carrier not a class-wide issue - Breaking Defense

Once the repairs conclude, the 72,000-ton ship will return to base in Portsmouth to undergo planned maintenance and “re-join operations” in fall 2023, a UK defense committee heard.

breakingdefense.com

Type 45 to get third diesel generator to overcome problems

Cost to Fix Gears on $13 Billion Aircraft Carrier Has Contractors Dickering

Five years after the US Navy’s costliest warship was crippled by flawed engine gears, prime contractor HII says it may be close to resolving a claim against subcontractor General Electric Co. over who will pay for fixing the defect.

www.bloomberg.com

Navy Moving Ahead on Combining Gear Fix on Freedom Littoral Combat Ships Marked for Decommissioning - USNI News

Despite plans to decommission Littoral Combat Ship USS Sioux City (LCS-11) next fiscal year, the Navy is preparing funds to repair a latent issue with the ship’s propulsion system, USNI News has learned. Sioux City, which is currently deployed to U.S. Central Command, is the next Freedom-class...

news.usni.org

And if I remember correctly an early deployment of a Kingston MCDV found it trapped steaming in circles off of San Diego .... IIRC?



With all that in mind I found this discussion of the tradeoffs associated with building the "low cost" MCDVs enlightening.

An Overview of the Design of the MCDV | CNTHA

Abalon pit stop.

 

[Navy_Pete]

For AOPs we were reassured that it was all class certified and met class rules so we didn't need to worry about it, and class knew more than we did so they would take our comments 'under advisement'.

Really frustrating as we've highlighted a number of design flaws and operating issues (having the design run at higher pressures than components are rated at) and took years to get even acknowledgement that we may have a clue.

 

[Kirkhill]

As I watch the trials and tribulations associated with those long shafts and compare that with the simplicity of the bow-thruster service and re-installation it has me wondering, yet again, about, the decision to go with conventional shaft drive on the AOPS rather than the AziPods used on the MCDVs and the Svalbard.

I see the Norwegians stuck with the AziPods on their new icebreaker.

182,668,941.42 Canadian Dollar at today's exchange rate
Ordered 29 December 2013[
Laid Down 3 September 2015
Launched 3 March 2017
Completed 2018
In Service Aug 2018

It reached a latitude of 84° 40′N on July 13 (2019), but decided to turn back after meeting first-year ice measuring up to 1.5 meters thick, patches of multi-year ice and little sign of thawing.

For Norway’s newest icebreaker, it’s (almost) to the pole and back - ArcticToday

Norway’s most advanced polar-research vessel will end its summer expedition to the Arctic early after thick ice prevented the Kronprins Haakon from reaching the North Pole. Built at a cost of 1.5 billion kroner ($175 million), the Kronprins Haakon entered into service last August. This January...

www.arctictoday.com

General characteristics [2]
Name	Kronprins Haakon
Namesake	Haakon, Crown Prince of Norway
Owner	Norwegian Polar Institute [4]
Operator	Norwegian Institute of Marine Research
Port of registry	Tromsø, Norway[2]
Ordered	29 December 2013[2]
Builder	Fincantieri (La Spezia, Italy)
Cost	NOK 1.4 billion
Yard number	6255[2]
Laid down	2 September 2015
Launched	3 March 2017[2]
Completed	April 2018[3]
Identification	IMO number: 9739587 MMSI number: 257275000 Call sign: 3YYQ[1]
Status	In service
Type	Research vessel
Tonnage	9,145 GT
Length	100.382 m (329 ft)
Beam	21 m (69 ft)
Draught	8.666 m (28 ft)
Depth	10.408 m (34 ft)
Ice class	Polar Class 3 Icebreaker
Installed power	2 × Bergen B32:40L6 (2 × 3,500 kW) 2 × Bergen B32:40L9 (2 × 5,000 kW)
Propulsion	Diesel-electric; two Rolls-Royce US ARC 0.8 FP azimuth thrusters (2 × 5.5 MW) Two bow thrusters (2 × 1.1 MW)
Range	15,000 nautical miles (28,000 km; 17,000 mi)
Endurance	65 days at cruising speed
Capacity	Accommodation for 55 in 38 cabins 1,180 m3 cargo hold 20 TEU containers
Crew	15–17
Aviation facilities	Helipad and hangar

RV Kronprins Haakon - Wikipedia

en.wikipedia.org

Also working on 3 new, 136 m 10,000 tonne Ice Strengthened OPVs, the Jan Mayens. (7.2 BNOK or 939,036,306.24 Canadian Dollar for 3)
Jan Mayen was designed by LMG Marin and built by Vard at its Vard Tulcea facilities in Romania.

The Norwegian parliament approved the investment for the vessels in June 2018. Vard signed a Nkr5bn ($617m) contract for the construction of three coast guard vessels for the Norwegian Coast Guard in the same month.

The hulls of three vessels will be built at the Vard Tulcea shipyard in Romania. Deliveries are expected to be completed by VARD Langsten shipyard in Norway, in 2022, 2023 and 2024 respectively.

Norwegian Coast Guard christens the first Jan Mayen-class vessel - Naval News

The Norwegian Coast Guard christened the first Jan Mayen-class vessel at the Vard Langsten shipyard in Tomrefjord on October 16, 2022.

www.navalnews.com

VESSEL REVIEW | Jan Mayen – Ice-capable patrol vessel delivered to Norwegian Coast Guard

The Norwegian Coast Guard has taken delivery of a new offshore patrol vessel (OPV). The future NoCGV Jan Mayen is the lead ship of a new class of three OPVs tha

www.bairdmaritime.com

Norway's new ice-strengthened coast guard ship on the way

Vanishing sea ice gives Norway more waters to patrol. The hull for the first of three new Coast Guard ships to operate in the Arctic zone is now being towed from the shipyard in Romania. The hulls are built at Vard Tulcea shipyard in Romania, while it will be the Vard Langsten shipyard in Norway

www.rcinet.ca

Jan Mayen-Class Vessels

The Jan Mayen-class (P6615 Project) vessels are being built by VARD Langsten shipyard in Norway for the Norwegian Coast Guard (Kystvakten).

www.naval-technology.com

Norwegian Coast Guard christens the first Jan Mayen-class vessel - Naval News

The Norwegian Coast Guard christened the first Jan Mayen-class vessel at the Vard Langsten shipyard in Tomrefjord on October 16, 2022.

www.navalnews.com

These seem to have gone the "belts and braces" route with both a conventional shaft and a pair of AziPods. Nifty looking central prop though!

and what appears to be a pair of thrusters forwards.

Photos: Norway’s Coast Guard Jan Mayen-class ice capable OPV

Photos of the nearly complete basic structure of the Norwegian ice capable OPV Jan Mayen, brought to us by frequent contributor, Tups, as a comment on a previous post about these massive almost 10,…

chuckhillscgblog.net

 

[Kirkhill]

For AOPs we were reassured that it was all class certified and met class rules so we didn't need to worry about it, and class knew more than we did so they would take our comments 'under advisement'.

Really frustrating as we've highlighted a number of design flaws and operating issues (having the design run at higher pressures than components are rated at) and took years to get even acknowledgement that we may have a clue.

I used to argue that the most valuable piece of real estate owned by the Swedish company I worked for was the project library in Lund - a catalog of all the swings and misses and the corrective actions.

Nothing succeeds like practice and our government doesn't create the opportunities for practice. The Norwegians, on the other hand, equally blessed with lots of gas, lots of hydro and a small population give their industry lots of opportunity to try out different combinations and permutations. Their Coast Guard fleet has been a great playground for engineers. And the Coast Guard has gained a constantly refreshed, modern fleet.

 

[Navy_Pete]

I used to argue that the most valuable piece of real estate owned by the Swedish company I worked for was the project library in Lund - a catalog of all the swings and misses and the corrective actions.

Nothing succeeds like practice and our government doesn't create the opportunities for practice. The Norwegians, on the other hand, equally blessed with lots of gas, lots of hydro and a small population give their industry lots of opportunity to try out different combinations and permutations. Their Coast Guard fleet has been a great playground for engineers. And the Coast Guard has gained a constantly refreshed, modern fleet.

That, and all the corporate memory is probably the two biggest assets the established yards have. A lot of the CPF design team went onto BAE, so pretty funny to hear them include lessons learned from the CPF modular building when talking about CSC.

 

[Colin Parkinson]

As I watch the trials and tribulations associated with those long shafts and compare that with the simplicity of the bow-thruster service and re-installation it has me wondering, yet again, about, the decision to go with conventional shaft drive on the AOPS rather than the AziPods used on the MCDVs and the Svalbard.

I see the Norwegians stuck with the AziPods on their new icebreaker.

182,668,941.42 Canadian Dollar at today's exchange rate
Ordered 29 December 2013[
Laid Down 3 September 2015
Launched 3 March 2017
Completed 2018
In Service Aug 2018

For Norway’s newest icebreaker, it’s (almost) to the pole and back - ArcticToday

Norway’s most advanced polar-research vessel will end its summer expedition to the Arctic early after thick ice prevented the Kronprins Haakon from reaching the North Pole. Built at a cost of 1.5 billion kroner ($175 million), the Kronprins Haakon entered into service last August. This January...

www.arctictoday.com

General characteristics [2]
Name	Kronprins Haakon
Namesake	Haakon, Crown Prince of Norway
Owner	Norwegian Polar Institute [4]
Operator	Norwegian Institute of Marine Research
Port of registry	Tromsø, Norway[2]
Ordered	29 December 2013[2]
Builder	Fincantieri (La Spezia, Italy)
Cost	NOK 1.4 billion
Yard number	6255[2]
Laid down	2 September 2015
Launched	3 March 2017[2]
Completed	April 2018[3]
Identification	IMO number: 9739587 MMSI number: 257275000 Call sign: 3YYQ[1]
Status	In service
Type	Research vessel
Tonnage	9,145 GT
Length	100.382 m (329 ft)
Beam	21 m (69 ft)
Draught	8.666 m (28 ft)
Depth	10.408 m (34 ft)
Ice class	Polar Class 3 Icebreaker
Installed power	2 × Bergen B32:40L6 (2 × 3,500 kW) 2 × Bergen B32:40L9 (2 × 5,000 kW)
Propulsion	Diesel-electric; two Rolls-Royce US ARC 0.8 FP azimuth thrusters (2 × 5.5 MW) Two bow thrusters (2 × 1.1 MW)
Range	15,000 nautical miles (28,000 km; 17,000 mi)
Endurance	65 days at cruising speed
Capacity	Accommodation for 55 in 38 cabins 1,180 m3 cargo hold 20 TEU containers
Crew	15–17
Aviation facilities	Helipad and hangar

RV Kronprins Haakon - Wikipedia

en.wikipedia.org

Also working on 3 new, 136 m 10,000 tonne Ice Strengthened OPVs, the Jan Mayens. (7.2 BNOK or 939,036,306.24 Canadian Dollar for 3)
Jan Mayen was designed by LMG Marin and built by Vard at its Vard Tulcea facilities in Romania.

Norwegian Coast Guard christens the first Jan Mayen-class vessel - Naval News

The Norwegian Coast Guard christened the first Jan Mayen-class vessel at the Vard Langsten shipyard in Tomrefjord on October 16, 2022.

www.navalnews.com

VESSEL REVIEW | Jan Mayen – Ice-capable patrol vessel delivered to Norwegian Coast Guard

The Norwegian Coast Guard has taken delivery of a new offshore patrol vessel (OPV). The future NoCGV Jan Mayen is the lead ship of a new class of three OPVs tha

www.bairdmaritime.com

Norway's new ice-strengthened coast guard ship on the way

Vanishing sea ice gives Norway more waters to patrol. The hull for the first of three new Coast Guard ships to operate in the Arctic zone is now being towed from the shipyard in Romania. The hulls are built at Vard Tulcea shipyard in Romania, while it will be the Vard Langsten shipyard in Norway

www.rcinet.ca

Jan Mayen-Class Vessels

The Jan Mayen-class (P6615 Project) vessels are being built by VARD Langsten shipyard in Norway for the Norwegian Coast Guard (Kystvakten).

www.naval-technology.com

Norwegian Coast Guard christens the first Jan Mayen-class vessel - Naval News

The Norwegian Coast Guard christened the first Jan Mayen-class vessel at the Vard Langsten shipyard in Tomrefjord on October 16, 2022.

www.navalnews.com

These seem to have gone the "belts and braces" route with both a conventional shaft and a pair of AziPods. Nifty looking central prop though!

and what appears to be a pair of thrusters forwards.

Photos: Norway’s Coast Guard Jan Mayen-class ice capable OPV

Photos of the nearly complete basic structure of the Norwegian ice capable OPV Jan Mayen, brought to us by frequent contributor, Tups, as a comment on a previous post about these massive almost 10,…

chuckhillscgblog.net

Looks to be a fixed centre shaft and two outer pods. sort of the best of both worlds. The fixed shaft appeared to be supported at the far end, meaning less lash and torque on it, with some dilution of the potentiel thrust.

 

[stoker dave]

That, and all the corporate memory is probably the two biggest assets the established yards have. A lot of the CPF design team went onto BAE, so pretty funny to hear them include lessons learned from the CPF modular building when talking about CSC.

I always thought that Canada's shipbuilding strategy should be to build about one ship a year..... forever. That maintains the workforce, skills and knowledge and allows for gradual evolution of ship design and construction. The start-and-stop shipbuilding program is ruinous.

Edit: I know there is a whole other thread about Canada's shipbuilding strategy but.. well... I am lazy.

 

[Underway]

That, and all the corporate memory is probably the two biggest assets the established yards have. A lot of the CPF design team went onto BAE, so pretty funny to hear them include lessons learned from the CPF modular building when talking about CSC.

A lot of them came from the BAE team back when the CPF was being built originally as well. Met a few in my day. Probably retired now. Nav Arch is a pretty small community when you get down to it.

 

[Underway]

I always thought that Canada's shipbuilding strategy should be to build about one ship a year..... forever. That maintains the workforce, skills and knowledge and allows for gradual evolution of ship design and construction. The start-and-stop shipbuilding program is ruinous.

Edit: I know there is a whole other thread about Canada's shipbuilding strategy but.. well... I am lazy.

Yes that's the plan. Take the money you would once put into life extention and put it into building new.

 

[Navy_Pete]

A lot of them came from the BAE team back when the CPF was being built originally as well. Met a few in my day. Probably retired now. Nav Arch is a pretty small community when you get down to it.

I get the feeling there is a very small pool that actually shifts around so the 'degrees of separation' for knowing someone in ship building if you could map it out is probably just 1 or 2.

 

[JMCanada]

Hello, and Merry Christmas.
Has anyone found the correct link to download the english version of the Maritime Eng. Journal (106)?
Every link directs to the French version.

Thank you.