CASR | BG Navy | Background | Large Tugs P&A | Government Docs | In Detail
CASR — Canadian American Strategic Review
Canadian Forces Procurement – CFAV Large Naval Tugs – August 2013
Future CF Harbour Tugs – The Naval Large Tug Construction Project
DND is at a very early stage of procurement for the construction of new large tugboats. The Naval Large Tug Construction Project is intended to replace the Navy's five civilian-crewed Glen
class large tugs and the two Fire class rescue boats. In other words, future CFAV tugs will adopt the civilian practice of combining escort tugs with 'Fi-Fi 1' fire / rescue
The Naval Large Tug Construction Project is at the point of 'Price and Availability' enquiries from industry. Aimed at Canada's smaller shipbuilders, the P&A is meant to elicit which tug
designs they believe would meet DND's Statements of Operational Requirements. The tugs can be ASD (Azimuth Stern Drive) or tractor types.  Key demands are for tugs with Fi-Fi 1
fire-fighting capability; 12 kt top speed; 33 m or less overall length; and less than a 6 m draft.
Note that the Naval Large Tug Construction Project is not part of the National Shipbuilding Procurement Strategy. Under Section 10 of the NSPS Umbrella Agreement, ships displacing
less than 1,000 tonnes must go to competition outside NSPS-contracted shipyards. That was meant to spread the Federal spending among the smaller yards. That sounds good but DND wants
all six Naval Large Tugs to be built by a single yard. So much for spreading it around.
Smaller yards in Canada do build tugs. But the Naval Large Tug Construction Project ignored a Canadian strength the design of tugboats. Several, existing Robert Allan
designs match the Naval Large Tug SORs. So why didn't DND just select one of these Canadian designs and ask the shipbuilding industry for quotes on construction costs? Then, considering
the tugs will be based at Esquimalt and Halifax, why not divide their construction (and later support ) contracts between West and East coast shipyards?
 There is no mention of the Voith Schneider cycloidal drive used on the current Glen class tugs but a vague "designs which meet the deck equipment configuration as described in the
GSOR and TSOR" would seem to leave the door open for virtually any form of drive system.
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