Author Topic: New Canadian Shipbuilding Strategy  (Read 964149 times)

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Offline Uzlu

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Re: New Canadian Shipbuilding Strategy
« Reply #3150 on: September 16, 2020, 11:18:57 »
Newfoundland design company enters teaming agreement on Arctic icebreaker shipbuilding pitch

A Newfoundland and Labrador design company whose growth has been fueled by the federal government's National Shipbuilding Strategy hopes to soon get another opportunity to make an impression.

Seaspan Shipyards and Genoa Design announced a teaming agreement in a news release issued Wednesday. Seaspan, based in Vancouver, B.C., is building non-combat vessels for government as part of the national strategy. The company is close to completing its third offshore fisheries science vessel and is also working on an offshore oceanographic science vessel, joint support ships, medium endurance multi-tasked vessels and offshore patrol vessels.

The new teaming agreement with Genoa Design for 3D modeling and production design services concerns Seaspan's bid to regain the contract to replace Canadian Coast Guard Ship (CCGS) Louis S. St-Laurent — the only ship in the Canadian fleet capable of year-round operations in the Arctic. That job was initially part of the deal when government named Seaspan an initial strategic partner in 2011 for the multibillion-dollar strategy alongside Irving Shipbuilding in Halifax. The latter company was tasked to build six Arctic and offshore patrol ships (AOPS) and 15 new warships for the navy in Nova Scotia.

Last year, Ottawa decided it would re-open bidding to replace the icebreaker. In December, Public Services and Procurement Canada (PSPC) announced Chantier Davie Canada, a shipbuilder in Quebec, had been pre-qualified to become the third strategic partner for the strategy in order to build six program icebreakers. That company has also publically expressed its interest in the contract to replace CCGS Louis S. St-Laurent with the eventual CCGS John G. Diefenbaker.

Vote of confidence

Gina Pecore, CEO for Genoa Design, said the teaming agreement and vote of confidence from Seaspan means a lot to her company, which has grown from 20 employees to more than 220 since joining the shipbuilder's supply chain in 2014. Genoa has designed five vessels for Seaspan.

"This signifies the next step in an ongoing, very strong relationship with Seaspan," Pecore told The Telegram. "Seaspan has been extremely conscientious in working with Genoa to support our maturity in this program, and it opened the door to what's next. And what's next for us is that polar icebreaker."

Seaspan has invested $185 million in its shipyard. In the new release, the company stated it was "purpose-built" to deliver the polar icebreaker, adding its workforce, facilities and capacity make it the only shipyard in Canada capable of meeting the 2029 deadline to deliver CCGS John G. Diefenbaker.

"I would say we have a very high degree of confidence that we are the right partner for government," said Seaspan CEO Mark Lamarre. "And with respect to delivering (the icebreaker) on time and to the Canadian requirements, irrespective of what other companies' marketing claims might be, I would say I can explain what it takes to be successful in meeting this challenge.

“You need a modern shipyard that meets the Government of Canada's target state requirements and a level of investment. We need a continued investment in the shipyard to ensure that we are up to date with current technologies and that our work force is trained. We need a hot production line ... we're delivering our third ship and working on our fourth."

He pointed to a third-party study on capacity at the shipyard as proof it can handle everything already on its plate while also working to complete the polar icebreaker.

"We're the only shipyard in Canada that has the work force capabilities, capacity, pan-Canadian supply chain and we're the only shipyard that can build the icebreaker entirely in Canada by Canadians on the Canadian Coast Guard's urgent timeline," Lamarre said.

Newfoundland connections

Seaspan announced in June another team player for the polar icebreaker pitch with ties to Newfoundland and Labrador. Heddle Shipyards has a teaming agreement with Seaspan to fabricate ship modules at its three Ontario shipyards. The agreement would provide some work related to the strategy program to Heddle's site in Mount Pearl, where Genoa Design is also based.

Lamarre characterized his company's relationship with Genoa Design as a trusted partnership.

"I would say we share common interests in investment and technology and our approaches to management," he said, adding Genoa's project-specific capabilities make the company a good fit for working on the polar icebreaker. Genoa is also a sub-contractor for the United States' Polar Security Program.

Pecore said continuing to build on its relationship with Seaspan is not only important to the company's growth in Newfoundland and Labrador, but also to fellow sub-contractors in the province that have built their businesses up through work with the offshore oil and gas sector.

"There's a lot of capacity and a lot of expertise that fits here in terms of supply chain and ice expertise," Pecore said. "We've proven, over the past, almost a decade now, that we've been able to grow through some pretty difficult times by building close partnerships with our customers, and in particular with Seaspan, and then leverage that to more export potential. It's so important to us that we have long-term relationships with our customers in this way."

PSPC issued a request for information in February for the polar icebreaker build. Lamarre said everything is in place to start design work early next year if Seaspan is successful.

Online MarkOttawa

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Re: New Canadian Shipbuilding Strategy
« Reply #3151 on: Yesterday at 12:35:18 »

Seaspan still trying to win back CCG polar icebreaker contract by spreading work around in politically useful places:

'We felt that we won': Vancouver shipyard fights second icebreaker battle

Mark Lamarre is making his latest pitch for why Ottawa should choose Seaspan ULC to build the Canadian Coast Guard’s next flagship, the CCGS John G. Diefenbaker.

The pitch involves an arrangement in which, if the Vancouver shipbuilder gets the contract to build the polar icebreaker, it will hire Newfoundland-based Genoa Design International to do part of the work.

The aim of Lamarre’s presentation is to highlight both Genoa’s potential and how giving the contract to Seaspan, which announced a similar deal with Ontario-based Heddle Marine in June, will benefit different parts of the country.

Yet there is something else to his spiel, an underlying frustration over the fact he is having to sell his yard as the best place to build the desperately needed polar icebreaker. The source of that frustration: Seaspan already won the work once before.

"I just want to underscore again that this is work that we felt that we won," Lamarre tells The Canadian Press before repeating the point less than a minute later. "This is work that we believe we've won."

The Diefenbaker was first announced by Stephen Harper’s Conservative government in 2008 and awarded to Seaspan in October 2011, one of seven ships to be built by the Vancouver shipyard through Ottawa’s multibillion-dollar shipbuilding strategy.

The plan at the time was for the entire deal, valued at $8 billion for all seven ships, to usher in a new era of stability and prosperity for shipbuilding on Canada’s West Coast while delivering much-needed vessels for the Coast Guard and Navy.

The Diefenbaker was arguably the crown jewel of the package. Originally budgeted at $721 million, the polar icebreaker was supposed to be delivered by 2017 and replace the Coast Guard’s flagship, the CCGS Louis S. St-Laurent.

But scheduling conflicts, technical problems and other issues scuttled the timeline and budget — which was increased to $1.3 billion in 2013 and is now under review again — before the government lifted the ship from Seaspan’s order book in August 2019.

Ottawa asked shipyards in March to explain how and why they should get the contract. Seaspan and Quebec rival Chantier Davie, which lost out of the competition that saw Seaspan get the Diefenbaker in 2011, were among the respondents.

Still, it’s clear Lamarre doesn’t think there should be any question about which yard should be tasked with building the vessel.

"As I said, we competed for the work in 2011 and won the right to the non-combat vessels," he said. "Since then, we've invested into the one of the most modern shipyards in North America."

The company says those investments have totalled $185 million over the past nine years and were specifically made for the purpose of building the icebreaker — and Lamarre says not winning the contract "changes our economic outlook."

"We are a profitable business now," he says. "And we have a program of work in front of us, but I just want to underscore again that this is work that we felt that we won.... And it's what we based our decision-making on for investing in this program."

Asked whether Seaspan would sue the government if it didn’t get the contract, Lamarre says: "It’s too early for that."

The government has not provided much of an explanation for why it took the Diefenbaker away from Seaspan, substituting in 16 smaller vessels that the Vancouver shipyard argues were already promised to it by the previous Conservative government.

Ottawa has said it wants to make sure the icebreaker is built "in the most efficient manner," noting the increasing age of the Coast Guard’s entire icebreaker fleet. It has not said when a decision might be made.

Davie is considered Seaspan’s chief competitor for the Diefenbaker. After losing out of the competition for work in 2011, the rival yard has since charged back and is now in line to build six medium icebreakers for the Coast Guard.

Yet even as Seaspan has faced continuing difficulty delivering on its schedule, Davie still hasn’t delivered two of three second-hand icebreakers it pushed the Liberal government to buy two years ago.

The Quebec company nonetheless insists it — not Seaspan — is best placed to build the Diefenbaker, particularly given it is already in line to build the other six icebreakers.

"As the national icebreaker centre, we will consolidate experience, expertise and skills at Canada’s largest and highest capacity shipyard to create world-class icebreakers in a competitive and sustainable manner," Davie spokesman Frederick Boisvert said in a statement.

"As has always been the case, Davie is the only shipbuilder capable of delivering the polar icebreaker."

Lamarre argues that with the investments made in its Vancouver shipyard and its new partnership with Genoa, Seaspan is ready to start work on the Diefenbaker now — and that Ottawa should stop wasting time and just move ahead with its original plan.

"I don't know why you would give it to anyone else other than Seaspan," he said.

Ça explique, mais ça n'excuse pas.

Online MilEME09

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Re: New Canadian Shipbuilding Strategy
« Reply #3152 on: Yesterday at 12:47:53 »
All I hear is delays, they better put penalties in for delays to construction, etc..
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