In November 1983, the Royal Navy placed an order for a new class of conventional submarine, one which would build on previous generations and incorporate as much automation as possible. This class, known as the UPHOLDER class, was originally intended to have 12 submarines for domestic use and was also to be marketed for export as replacements for the OBERON class.
In November 1983, the Royal Navy placed an order for a new class of conventional submarine, one which would build on previous generations and incorporate as much automation as possible. This class, known as the UPHOLDER class, was originally intended to have 12 submarines for domestic use and was also to be marketed for export as replacements for the OBERON class.
Initially designed to be around 2800 tonnes, weight and cost considerations resulted in a decrease in size to 2400 tonnes. 'Teardrop' hulls were used, similar to a nuclear submarine, with a fibreglass fin and a coating of anechoic tiles to minimize noise and the chances of detection.
The plan for 12 submarines in the class was at first cut back to 10, then 9, and finally capped at 4. The reason officially given was that it was a peace dividend resulting from the end of the Cold War. In reality, it was to safeguard the construction of two badly needed amphibious assault ships that were still on the drawing board - HMS ALBION and HMS BULWARK. The navy was given a choice - it couldn't have both. Something had to go.
The four boats built were HM Submarines UPHOLDER (HMCS CHICOUTIMI), UNSEEN (HMCS VICTORIA), URSULA (HMCS CORNER BROOK), and UNICORN (HMCS WINDSOR). In 1994, after completing a 20,000 nautical mile tour of the Gulf states, which saw her snort through the equator exactly one year from the date she officially became a warship, UNICORN was paid off just 478 days from the day she commissioned. HMS UNICORN was the very last of the 578 diesel-electric submarines built by the RN.
In 1998, after the four UPHOLDER submarines had rested alongside Barrow-in-Furness, Cumbria,for four years undergoing care and custody maintenance, the Canadian government announced their acquisition as a replacement for the OBERON class. The OBERON submarines would be phased out over two years, their crews flying to the UK in waves to begin the process of qualifying in submarines all over again.
One by one, every system on each submarine was examined, overhauled and tested. Defects were found and corrected, technical issues arose and were mitigated, and each submarine was overhauled until it was safe to proceed to sea for trials and, ultimately, hand over to Canada. VICTORIA was first, followed by WINDSOR, then CORNER BROOK, and finally as she was the oldest boat and therefore required the greatest amount of reactivation - CHICOUTIMI.
Handover for VICTORIA and WINDSOR took place at Barrow. For each of these ceremonies, almost unnoticed in the background, two ships were in varying stages of construction. It would be at least another year or two yet, but HMS ALBION and HMS BULWARK would go through their own naming and commissioning ceremonies before too long. It was indeed ironic that two of the four UPHOLDER submarines ended their service with the Royal Navy, for a second time, in the shadow of the very vessels responsible for the first occasion.
On the 4th of October, 2004, with her naming and acceptance ceremonies complete, HMCS CHICOUTIMI departed Her Majesty's Naval Base Clyde (aka Faslane), Scotland, en route to her home port of Halifax.
The following day, at approximately 1130 on the 5th of October, while running opened up on the surface repairing a minor defect, a wave of water much higher than the four-metre sea state welled up in the fin and overflowed into the conning tower and entered the submarine. All off-watch hands were required to help clean up the water, a process which lasted approximately 45 minutes.
Shortly after 1315, the submarine was still transiting on the surface when popping noises were heard in the Control Room, and a fire broke out in the Captain's Cabin. The fire spread rapidly through what would later be determined to be two holes blown through the deck into the Electrical Space below. Both the Control Room and 2 Deck completely filled with thick black smoke in a matter of seconds.
It was quickly determined that the crew was dealing with an electrical fire; therefore, the main and auxiliary power breakers were opened, cutting off all power to the submarine. This assisted the crew with the firefighting, but left the boat without any electricity or propulsion. Isolating main power also eliminated the ability to recharge other key systems, including hydraulics and high-pressure air.
What ensued was a lengthy process of attacking and overhauling the fire and of removing the smoke from the submarine without the benefit of the fitted ventilation systems, which had been rendered inoperative through the loss of main power. The de-smoking was completed after significant effort by the Engineering Department to start a main engine without the electrical control circuitry.
Two individuals were recognized by the Governor General for their actions on this day: Master Seaman Marc Miller was awarded the Meritorious Service Cross (Military Division) and Petty Officer 1st Class Aubrey Rice was awarded the Meritorious Service Medal (Military Division).
"During the afternoon of October 5, 2004, a major fire broke out on board HMCS CHICOUTIMI. The submarine quickly filled with black, acrid smoke and was left without power. Electrical explosions and molten metal started secondary fires on one of the decks. MS Miller's initiative, presence of mind, and dedication to duty in attacking and extinguishing these fires were crucial in the initial moments of the accident. He remained calm and focused throughout, assisting several crew members who became incapacitated, and taking charge of a challenging situation. MS Miller's actions were instrumental in preventing further damage to the submarine."
"During the afternoon of October 5, 2004, a major fire broke out on board HMCS CHICOUTIMI. The submarine quickly filled with black, acrid smoke and was left without power. PO1 Rice's ingenuity and outstanding technical knowledge started and kept one diesel engine running manually, providing the required ventilation for the ship. The engine was kept running for 145 consecutive hours, without the benefit of any established procedures or control systems, a feat later deemed to have been technically unachievable. PO1 Rice's professional experience and sheer determination gave those in command options and ensured that the crew would not have to abandon their submarine."
As a result of the fire, nine casualties suffered smoke inhalation. Of these nine casualties, six were able to return to duty within a few days while the three more seriously injured remained under the care of the Physician's Assistant. It was determined that the three remaining casualties needed to be evacuated as soon as conditions would permit the transfer.
Despite heavy seas and poor conditions, a Royal Navy Sea King helicopter conducted a medical evacuation. Three casualties were extracted from the bridge of the submarine. Once in the helicopter, it was determined that the most critically injured casualty, Lieutenant(N) Chris Saunders, required urgent medical care. The Sea King was therefore diverted to Sligo, Ireland. Tragically, Lieutenant(N) Saunders was declared dead shortly after arriving at the hospital in Sligo.
The submarine was taken under tow on the 7th of October by the MV ANGLIAN PRINCE, and on the 9th of October, the tow was transferred to the MV CAROLYN CHOUEST. HMCS CHICOUTIMI returned to Faslane, Scotland, on the 10th of October, six days after she had departed. The crew were sequestered and given detailed medical examinations and counselling.
A Board of Inquiry was immediately launched and investigated both the causes of the fire and the circumstances surrounding the death of Lieutenant(N) Saunders. The final BOI report was submitted on the 17th of December, 2004, and it concluded that 'design, operational and human factors contributed to the cause of the fire.' It also concluded: 'There is neither evidence nor inference that anyone could have or should have predicted that water ingress would result in a serious fire two hours later.'
VICTORIA class submarines represent an incredible technical leap for the Canadian submarine service. The quality assurance that goes into each submarine, especially for all the systems that affect watertight integrity, is exponentially more complicated than it ever was for the OBERON class. It has been a painfully long and difficult road, but Canada now has operational submarines on each coast and has settled into steady state.
In 2012, HMCS VICTORIA finished her Extended Docking and Work Period (EDWP) and participated in Rim of the Pacific (RIMPAC) exercises off the coast of Hawaii. In the process, she fired the first warshot Mk 48 torpedo in Canadian history, sinking the former USS CONCORD. HMCS WINDSOR has also finished her EDWP, with HMCS CHICOUTIMI scheduled to complete hers shortly.
Canada, surrounded on three sides by ocean, is very much a maritime nation. It is no accident that almost every country with sea-going access employs submarines in its defence. They are, by nature, force multipliers and are a necessary part of collective defence in the modern world. The year 2014 will mark the 100th anniversary of submarine service in Canada, and the ship's company of VICTORIA class submarines share an unbroken bond with all previous generations back to CC1 and CC2.