Arctic/Offshore Patrol Ship AOPS

[suffolkowner]

Yes going from Esquimalt is a long journey, its 4846NM from Esquimalt to Nanisivik and 2800NM from Halifax to Nanisivik so Halifax is certainly closer but well within AOPS range. Once on station in the western Arctic they will probably shuttle back and forth Nanisivik to get food, fuel and parts. The Russians is not a concern really as the ship was never built as a war fighter. The helo will probably be a griffon or more likely a CCG helo for ice detection and other utility work.

Is there a possibility to resupply from Tuktoyaktuk now that there is a road there?

 

[Czech_pivo]

Some photos I took today.

How do they come up with the number for the ship?

 

[SeaKingTacco]

The side number on the hull?

The RCN tells them what to paint.

 

[Stoker]

Is there a possibility to resupply from Tuktoyaktuk now that there is a road there?

There is however Harry DeWolf Class ship can carry and was designed to carry a significant amount of food and other consumables. Generally fuel and fresh produce is the only consumables they will need to replenish from time to time. Tuk is a nice place but is surrounded by a very shallow area and the ship must anchor many miles off and must travel by small boat to get in and not an ideal stop. In the past fuel and food was transported by barge to meet ships up the Mackenzie river however incredibility expensive and the fresh produce was starting to get old.

 

[Stoker]

How do they come up with the number for the ship?

The 400 series is what is designated for patrol craft by the RCN.

 

[jollyjacktar]

And as she is lead in Class, she's 400.

 

[Good2Golf]

As opposed to first in class FHE, pennant 400, HMCS Bras D'Or? 

 

[Kirkhill]

And as she is lead in Class, she's 400.

:tsktsk: ;D

 

[Good2Golf]

Whew!  Bras D'Or is still 400!

 

[Stoker]

As opposed to first in class FHE, pennant 400, HMCS Bras D'Or? 

The classification system post unification is quite different from what it is now. It was an experimental craft only one was ever to be built.

 

[Stoker]

As opposed to first in class FHE, pennant 400, HMCS Bras D'Or? 

From what I can gather there could be different classifications for patrol craft, they probably started at 430 because of it. Much like the DDE/DDH and DDG 280's all have gaps in the numbering and all are designated destroyers.

 

[jollyjacktar]

:tsktsk: ;D

:rofl:  you're right l should have said the lead number of the class.

 

[suffolkowner]

There is however Harry DeWolf Class ship can carry and was designed to carry a significant amount of food and other consumables. Generally fuel and fresh produce is the only consumables they will need to replenish from time to time. Tuk is a nice place but is surrounded by a very shallow area and the ship must anchor many miles off and must travel by small boat to get in and not an ideal stop. In the past fuel and food was transported by barge to meet ships up the Mackenzie river however incredibility expensive and the fresh produce was starting to get old.

Thanks good info

 

[Oldgateboatdriver]

From what I can gather there could be different classifications for patrol craft, they probably started at 430 because of it. Much like the DDE/DDH and DDG 280's all have gaps in the numbering and all are designated destroyers.

The department usually (not always) likes to start a new class of ship by rounding up to the next "tens".

BTW, there are few gaps in the Destroyers. You have to consider the renumbering of the tribals and V class destroyers as they were refitted into ASW destroyer escorts between the various batches of St-Laurent.

205-207: St-Laurents
213-219: Refitted Tribals
225-228: Refitted V class
229-236: Next group of St-Laurents
256-266: final group of St-Laurents
280-283: Iroquois

Similarly, the Halifax's got their numbering start at 330 because 301 to 324 had been used for the River class frigates after they were refitted into the Prestonian class of escorts.

Finally, sometimes, some numbers become unavailable because they were pre-assigned to a type and for some reason not used. That's the case with the 400 series. 400 to 425 were set aside for the Bras D'or class of 26 FHE's. Bras D'or, BTW was not an experimental vessel. The class was planned and Bras D'or herself was very close to the fitting of her combat suite and final last six months of testing to prove the class before moving into production. The facilities for construction were all lined up in Sorel when the government of the day cut the defence budget heavily in 1971 and we went into the heavy restructuring of unification/integration, at which time they were shelved.

The choice of number for the HDeW is a bit bizarre, however.

First of all, historically, our patrol vessels have been in the 100 series - though admittedly we were running out, with the Ex-RCMP boats running to 196, in the 400 series (MTB's from 459 to  491) or in the 700 series (MTB's and Fairmile from 726 to 748 plus 797).

I would have thought, however, that they would continue from the first Arctic Patrol Vessel of the Navy, the Labrador, which bore hull number 50.

So I would have expected 51 to 55 or 56, as the case may be, but of course that would have interfered with the numbering of the Orca training vessels (55 to 62). The real question is why the Orca got those numbers to start with. Considering where they fit, they could have numbered the PCT's from 143 to 150 - picking up after Rally.

 

[Stoker]

The department usually (not always) likes to start a new class of ship by rounding up to the next "tens".

BTW, there are few gaps in the Destroyers. You have to consider the renumbering of the tribals and V class destroyers as they were refitted into ASW destroyer escorts between the various batches of St-Laurent.

205-207: St-Laurents
213-219: Refitted Tribals
225-228: Refitted V class
229-236: Next group of St-Laurents
256-266: final group of St-Laurents
280-283: Iroquois

Similarly, the Halifax's got their numbering start at 330 because 301 to 324 had been used for the River class frigates after they were refitted into the Prestonian class of escorts.

Finally, sometimes, some numbers become unavailable because they were pre-assigned to a type and for some reason not used. That's the case with the 400 series. 400 to 425 were set aside for the Bras D'or class of 26 FHE's. Bras D'or, BTW was not an experimental vessel. The class was planned and Bras D'or herself was very close to the fitting of her combat suite and final last six months of testing to prove the class before moving into production. The facilities for construction were all lined up in Sorel when the government of the day cut the defence budget heavily in 1971 and we went into the heavy restructuring of unification/integration, at which time they were shelved.

The choice of number for the HDeW is a bit bizarre, however.

First of all, historically, our patrol vessels have been in the 100 series - though admittedly we were running out, with the Ex-RCMP boats running to 196, in the 400 series (MTB's from 459 to  491) or in the 700 series (MTB's and Fairmile from 726 to 748 plus 797).

I would have thought, however, that they would continue from the first Arctic Patrol Vessel of the Navy, the Labrador, which bore hull number 50.

So I would have expected 51 to 55 or 56, as the case may be, but of course that would have interfered with the numbering of the Orca training vessels (55 to 62). The real question is why the Orca got those numbers to start with. Considering where they fit, they could have numbered the PCT's from 143 to 150 - picking up after Rally.

There's a book I have by David Freeman which talks about all the complexities of the naming Canadian Warships. Much of the conventional procedures was thrown out during integration and post integration. 

 

[Loachman]

The helo will probably be a griffon

We don't have enough - or enough crews - to come close to meeting current demand.

 

[Kirkhill]

I think Chief may be referring to these 412s....

https://www.verticalmag.com/press-releases/government-canada-accepts-new-helicopters-canadian-coast-guard/

My understanding was that the A/OPS would operate a CCG 412 type helo in the Arctic, a CH-148 in the Atlantic and Pacific with limited support and provide emergency landing facilities for the CH-149.

3 CONCEPT OF AOPS HELICOPTER OPERATIONS
3.1 General
Within the limits and restrictions described below, the AOPS shall be capable of:
a. controlling an approaching helicopter,
b. recovering a helicopter to the flight deck,
c. launching a helicopter from the flight deck,
d. controlling a departing helicopter,
e. securing a helicopter on the flight deck, and
f. fuelling a helicopter on the flight deck....

The AOPS shall be capable of HIFR in accordance with CFTO C-12-124-A00/MB-002
Shipborne Helicopter Operating Procedures (SHOPS) (dated 14 May 2008), Section 3 –
Helicopter Fuelling Procedures.

The AOPS shall be capable of VERTREP in accordance with SHOPS, Section 4 –
Vertical Replenishment, Hoist Transfers and Administrative Flights.

3.2 Canadian Coast Guard Helicopter
The AOPS will operate a Canadian Coast Guard helicopter during deployments to the
Canadian Arctic.
The AOPS may operate a Canadian Coast Guard helicopter on occasion during
deployments in other Canadian waters, including: the Atlantic Ocean, the Pacific
Ocean, the Gulf of St. Lawrence and the Great Lakes.
The AOPS will employ the Canadian Coast Guard helicopter for:
a. ice reconnaissance,
b. personnel and light cargo transfer between ship and shore,
c. medical evacuation, and
d. Search and Rescue.....

3.3 CH-148 Cyclone Helicopter
The AOPS will support limited operations of a CH-148 Cyclone Helicopter on occasion
and for short periods of time during deployments in the Atlantic Ocean, the Pacific
Ocean and in international waters.....

3.4 CH-149 Cormorant Helicopter
The AOPS will provide an emergency flight deck and refuelling service for CH-149
Cormorant Helicopters in support of Search and Rescue missions in Canadian waters.

1 The Canadian Coast Guard is in the early stages of a project to replace its fleet of helicopters. The
intent is to acquire 6 medium twin engined helicopters and 16 light twin engined helicopters. The likely
candidates to fill the requirement for medium helicopters are the Bell 412, the Eurocopter EC 155 and the
AgustaWestland AW139. The likely candidates to fill the requirement for light helicopters are the Bell
429, the Eurocopter EC 135, the Eurocopter EC 145 and the AgustaWestland AW109. For the purposes
of this specification and because it has the largest (an thus most demanding) folded dimensions, the
future Canadian Coast Guard medium helicopter is assumed to be the Bell 412 with optional blade folding
kit. Note that Canadian Coast Guard helicopters are operated by Transport Canada on behalf of the
Coast Guard.

Per Arctic Offshore Patrol Ship (sic) Helicopter/Ship Interface Requirements Rev 3 - Draft  ca 2010

 

[Stoker]

I think Chief may be referring to these 412s....

https://www.verticalmag.com/press-releases/government-canada-accepts-new-helicopters-canadian-coast-guard/

My understanding was that the A/OPS would operate a CCG 412 type helo in the Arctic, a CH-148 in the Atlantic and Pacific with limited support and provide emergency landing facilities for the CH-149.

Per Arctic Offshore Patrol Ship (sic) Helicopter/Ship Interface Requirements Rev 3 - Draft  ca 2010

The civilian version however I can envision landing Griffons during joint exercises in the Arctic.

 

[Kirkhill]

Seen Chief...

But from Loachman's standpoint that would just be another place to land during another exercise - not a permanent commitment to the ship.

 

[Stoker]

Seen Chief...

But from Loachman's standpoint that would just be another place to land during another exercise - not a permanent commitment to the ship.

Yes absolutely, from what I can gather a Cyclone won't be operating very often from the platform either.