Vessel Standards Ryan Woodward

1. Vessel StandardsRyan Woodward CCGA-P AGM 2006

2. What are “Vessel Standards” anyway? Guidelines addressing the characteristics of CCGA-P Dedicated Response Vessels Specifically: - Design & Construction (including manufacturer) - Equipment carriage - Appearance CCGA-P AGM 2006

3. Why do we need them? One of the key strengths of the CCGA-P has been its’ ability to approach requirements from the local level. This approach has come with inherent drawbacks that are becoming more significant as the organization advances. CCGA-P AGM 2006

4. Why (cont’d) Factors driving the need to bring standards in: • Safety • The inability to provide a level of training universal to all DRV crew due to the diversity in the current fleet • Training requirements for larger vessels that may not be achievable • Larger, faster more complex & technically challenging vessels -Performance Expectations -Lack of a common level of performance attainable by every DRV -Equipment Variances -No universally attained minimum equipment carriage CCGA-P AGM 2006

5. More of the “why” One of least important operational aspects, is actually the most visible and may actually be having a disproportionately large impact on all of our units & our organization. How many different PowerPoint presentations are you going to have been through this weekend? How many will have had the same look and feel? Now, think about the makeup of our DRV fleet. Is the lack of a standardized brand hurting us? CCGA-P AGM 2006

6. Visibility & Branding Does the lack of a uniform appearance impact on our ability to deliver an effective Maritime SAR service? Of course not. The parties in distress don’t care who it was that came to help. The problem is that we are often confused with our partners, who are undergoing a change in mission, this has the potential of putting our members’ safety at risk Secondary to safety, we’re missing out on the opportunities to help further establish our own identity CCGA-P AGM 2006

7. How different are we all right now? CCGA-P AGM 2006

8. How hard can it be to tell us apart from our partners? CCGA-P AGM 2006

9. And that was all about how we look only Looking beyond the branding issues, we have underlying issues around vessels being appropriate for their area, vessels being of safe construction, vessels from new manufacturers, a myriad of vessel sizes, types & configurations. Beyond the vessels themselves, we have another layer of variance in the equipment on board. CCGA-P AGM 2006

10. How are Vessel Standards going to help? Over time, new vessels and vessels going into major refit will likely have to comply with the standards being developed. Anticipated Benefits: -Uniformity of vessel design & configuration =Better application of existing training =Easier development & implementation of new training =Lower purchase costs =Availability of spares CCGA-P AGM 2006

11. Other Benefits -Establishment of a Brand =Increased profile = increased $$$ (to bluntly downplay all the intangible benefits) -Ensure the safety of our members (underlying principle) -Our DRV fleet will get to a universal level of capability in terms of equipment and training regionally =More taskings for some units (hopefully) =Will allow us to continue down our development path CCGA-P AGM 2006

12. How is it going to affect my Unit? Good question, better sit down. Right now, for existing vessels, we aren’t looking at too many changes. Those that are coming soon, are aesthetic. Literally. CCGA-P Vessel Branding Policy is ready in draft form for your Management Team and Board of Governance Significant Aspects: -Vessel colours to be Red & Yellow -Universal labelling requirements -Prohibited markings CCGA-P AGM 2006

13. WhyRedandYellow? Red & Yellow were chosen for a few very good reasons: -No confusing us with CCG Remember that picture of three boats? There was NO CCG vessel in it. It was a trick question. -Traditional SAR colours in Canada already (formerly used by CCG & used by DND SAR aircraft) -Minimizes the impact on existing CCGA-P DRVs (the vast majority are already red & yellow or some combination) CCGA-P AGM 2006

14. Vessel Construction and Design There is no intention of trying to make a single vessel fit into all circumstances; however, we will drastically reduce from the 25+ different vessel combinations that presently exist in the CCGA-P DRV fleet Will be a system of classing vessels into three classes, with configurations in one class along with the ability to have “unique” vessels where needed CCGA-P AGM 2006

15. Vessel Classes Inshore Rescue Boat (IRB) Class: >5m & <7m Open design Twin Outboard Rigid Hull Inflatable No specific configurations but will have standards applicable to all vessels of this class For application in low risk areas in sheltered waters Expected to make up a small proportion of the CCGA-P DRV fleet CCGA-P AGM 2006

16. Vessel Classes Fast Response Craft (FRC) Class: 7m to <10m <5 Gross Tons Twin Engine Rigid Hull Inflatable Equipped with emergency steering capability Configuration Specific standards Delta console configured T top configured Cabin configured Meat and potatoes of the DRV fleet (>80% of all vessels) CCGA-P AGM 2006

17. FRC Class – Delta Configuration Delta Configured FRC: -Outboard powered -Re-righting equipped -No windshields -For application into the highest risk operational areas covered by CCGA-P DRVs CCGA-P AGM 2006

18. FRC Class – T Top Configuration T Top Configured FRC: -Outboard powered -Standup console with bolster -Secure positions for four crew -For application into low & medium risk operational areas CCGA-P AGM 2006

19. FRC Class – Cabin Configuration Cabin Configured FRC: -Twin engine RHI -May not exceed 5GT -Power type & amount appropriate to vessel purpose and design CCGA-P AGM 2006

20. Vessel Classes Inshore Lifeboat (ILB) Class: -Not to exceed 14m LOA (14m is the proposed maximum LOA for any CCGA-P DRV) >5 GT & not to exceed 15 Gross Tons (15GT is the proposed maximum for any CCGA-P DRV) -Twin Engine Rigid Hull Inflatable -Standards applicable to all vessels in this class, not configuration specific. -Expected to make up <10% of the total fleet -To be put into areas with pre-determined need & where sustainable implementation plan has been developed CCGA-P AGM 2006

21. Unique Vessels There may be cases where the standard classes and configurations won’t meet the needs of a Unit’s unique challenges. In order to address these needs, there may be a need to consider a unique vessel. This would only be under exceptional circumstances & would be done by the development of a specialized standard CCGA-P AGM 2006

22. Relationship between vessel classes/configurations and the Units Vessel classification and configuration requirements for units to be determined as part of the Resource Allocation Plan. The two are parallel projects that will work together The underlying intent is to get the right vessel into the right place CCGA-P AGM 2006

23. Impact on Units with vessels already All aspects to be phased in over time Short Term: -Branding (colouring and labelling) Near Term: -Equipment (electronics, carriage) Long Term: -Construction issues (class, configuration, design, vessels not constructed to the commercial standard) CCGA-P AGM 2006

24. Definition “long term” Considering the makeup of the current DRV fleet, the rate of new vessel introduction and the need for new vessels, the proposed target for implementation is to have 80% of the fleet fully compliant within ten (10) years. Interim Milestone: 50% in three (3) years. CCGA-P AGM 2006

25. Vessel Standards Contents of each standard will have certain universal features (twin engine RHI design) and other features specific to the class and configuration (emergency steering & re-righting). All CCGA-P DRVs will be compliant with the commercial standard of TP1332 (2004) - Construction Standards for Small Vessels CCGA-P AGM 2006

26. More on Standards Certain aspects of construction and design will also be addressed beyond the specifications in the Transport Canada’s Construction Standards for Small Vessels Manufacturers will have increased burden to prove qualifications. New manufacturers will be required to provide proof of proficiency. Designs proposed for introduction to the CCGA-P will have to be able to demonstrate a satisfactory track record in similar conditions (prototype vessels will not be accepted) CCGA-P AGM 2006

27. The Upside of Standards Ordering/costing proposed or new vessels should be a much simpler process for Units & Societies with a reduced number of delivery day “surprises” Need to maintain standards as living documents where we can learn from every unit’s experiences, leading to a better, more capable fleet with each new vessel CCGA-P AGM 2006

28. Where are the standards coming from? IRB & FRC Standards: Being drafted internally with references from CCG, ILF/RNLI & RCMP ILB Standards: Based on a “type representative” vessel standard from CCG for a 10m outboard powered RHI CCGA-P AGM 2006

29. Where are we with it right now? -Draft Classification outline complete now -Draft Branding Policy complete now -Draft standard for FRC Class T top vessels complete now No further new vessels to be accepted into service until standards, Resource Allocation Plan and classification outline adopted unless exceptional circumstances are present CCGA-P AGM 2006

30. Questions? CCGA-P AGM 2006