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I think it's the other way around.
New Canadian Shipbuilding Strategy
- Thread starter GAP
- Start date
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seems likely that they are all derivatives
Davie Defense Finalizes Arctic Security Cutter Contract with U.S. Coast Guard
Progress continues on icebreaker acquisition for the U.S. Coast Guard with this finalized contract for five PC3 icebreakers.
sixtydegreesnorth.substack.com
Exclusive First Look at Davie/Helsinki Shipyard's Arctic Security Cutter Design
More specifics on the Multi-Purpose Polar Support Ship
sixtydegreesnorth.substack.com
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Meanwhile across the pond, oops...
finance.yahoo.com
Navy’s new frigates hit by setback after being built in wrong order
Work on a fleet of new Royal Navy warships has suffered a setback after two of them were assembled incorrectly.
finance.yahoo.com
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What . . . did they weld two blocks together with the pointy end facing in and not notice?Meanwhile across the pond, oops...
Navy’s new frigates hit by setback after being built in wrong order
Work on a fleet of new Royal Navy warships has suffered a setback after two of them were assembled incorrectly.
Oldgateboatdriver
Army.ca Fixture
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Not how it works.
While you have plans that guide the work, fitting, which include pipes, trunking, wire ways and a lot of pre-wiring, remains an art. Unlike the hulls sections that are made to very narrow tolerances so that when welded together, they basically marry to one another smoothly, the fitters work from the plan, but in practice, have to work in the space they are given in reality and make sure that everything fits in there as close as possible to plan, yet it is never quite perfect.
Add to that the fact that in modern shipbuilding, the sub assembly modules are assembled upside down (so that the fitters work at their feet instead of on a ladder and above their head, which is a lot easier and makes for less mistakes and injuries) and, to ensure that sub assemblies will match the fitted systems of one another, there is an order to the work: Each module starts from a given point (say the forward bulkhead) and as it works towards the other end, gets the exact locations of fitted system in the next module to which it will connect so that they end up lined properly.
If one or two such sub assemblies are made in the wrong order for any reasons, or the same thing happens for a whole major block, then you only discover they don't quite match after they are put together and it has to be redone, but now the ship is right side up and you have to re-fit likely at both ends while working in confine space above you head.
Another type of order of work mistake could be something like having fitters come to install a pump somewhere, only to realize that the pipes it should connect to have not yet been fitted. etc. etc.
There are some sophisticated software programs out there to manage work-order in large projects, but they ultimately rely on human input, at least at the beginning in the building of the management plan, and errors can occur or one discovers after the fact that a step was missed, or two things should have occurred in a different order to maintain work flow, etc. That's one reason, amongst others, why first of class take more time to build, as you are learning all of those errors or work-flow corrections that improve production. It's also why efficiency of production and cost reductions occur on and on with each new vessel being built to the same plans.
While you have plans that guide the work, fitting, which include pipes, trunking, wire ways and a lot of pre-wiring, remains an art. Unlike the hulls sections that are made to very narrow tolerances so that when welded together, they basically marry to one another smoothly, the fitters work from the plan, but in practice, have to work in the space they are given in reality and make sure that everything fits in there as close as possible to plan, yet it is never quite perfect.
Add to that the fact that in modern shipbuilding, the sub assembly modules are assembled upside down (so that the fitters work at their feet instead of on a ladder and above their head, which is a lot easier and makes for less mistakes and injuries) and, to ensure that sub assemblies will match the fitted systems of one another, there is an order to the work: Each module starts from a given point (say the forward bulkhead) and as it works towards the other end, gets the exact locations of fitted system in the next module to which it will connect so that they end up lined properly.
If one or two such sub assemblies are made in the wrong order for any reasons, or the same thing happens for a whole major block, then you only discover they don't quite match after they are put together and it has to be redone, but now the ship is right side up and you have to re-fit likely at both ends while working in confine space above you head.
Another type of order of work mistake could be something like having fitters come to install a pump somewhere, only to realize that the pipes it should connect to have not yet been fitted. etc. etc.
There are some sophisticated software programs out there to manage work-order in large projects, but they ultimately rely on human input, at least at the beginning in the building of the management plan, and errors can occur or one discovers after the fact that a step was missed, or two things should have occurred in a different order to maintain work flow, etc. That's one reason, amongst others, why first of class take more time to build, as you are learning all of those errors or work-flow corrections that improve production. It's also why efficiency of production and cost reductions occur on and on with each new vessel being built to the same plans.
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The French Navy breaking the 3, 4 and 5 to 1 model.
3,4 and 5 to 1 implies to me readiness of 33%, 25% and 20% respectively.
The French Navy is targeting a readiness of 80%.
That suggests that if they own 5 ships 4 of them are operational at any given time.
www.navalnews.com
....
This caught my eye.
"One interesting SSF approach highlighted here by the spokesperson is the navy’s “maintenance of major equipment by carousel”. To optimise the duration of AT/ATM work, major equipment can be taken off the ship and maintained ashore, before being reinstalled on the next ship entering AT/ATM."
To my mind this ties in directly with the Danish Stanflex system. You may not need or want to change vessel roles by rapidly swapping guns for missiles or torpedoes but there is considerable advantage to being able to pull out a damaged 76mm and dropping in a working one at any dockside in 30 minutes. Or pulling an empty missile pack and dropping in a preloaded one.
www.naval-technology.com
3,4 and 5 to 1 implies to me readiness of 33%, 25% and 20% respectively.
The French Navy is targeting a readiness of 80%.
That suggests that if they own 5 ships 4 of them are operational at any given time.
French Navy Details Steps Taken to Build Frigate Availability to 80% - Naval News
The French Navy is maximising frigate availability through developing its approach to maintenance and operations.
www.navalnews.com
....
This caught my eye.
"One interesting SSF approach highlighted here by the spokesperson is the navy’s “maintenance of major equipment by carousel”. To optimise the duration of AT/ATM work, major equipment can be taken off the ship and maintained ashore, before being reinstalled on the next ship entering AT/ATM."
To my mind this ties in directly with the Danish Stanflex system. You may not need or want to change vessel roles by rapidly swapping guns for missiles or torpedoes but there is considerable advantage to being able to pull out a damaged 76mm and dropping in a working one at any dockside in 30 minutes. Or pulling an empty missile pack and dropping in a preloaded one.
Flyvefisken Class (SF 300)
The Flyvefisken Class multirole vessels were built for the Royal Danish Navy by the Danish shipyard Danyard A/S between 1987…
www.naval-technology.com
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Hopefully the Scots have learned those lessons and are a Laptop away for on the site guidance for the Irving workforce
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