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Completed

Life Raft Performance During Evacuation, Rescue/Recovery

Life rafts are commonly used worldwide as primary or secondary means of evacuation from merchant ships, passenger vessels, fishing boats, and offshore petroleum installations. In many cases, life rafts are required by regulation or law whose explicit aim is to provide for the safety of life at sea. Despite being almost universally prescribed for and carried by ships and offshore platforms, the actual performance that can realistically be expected of life rafts and the people who have to use them in practice is largely unknown. The absence of quantitative knowledge about life raft performance – especially in different weather conditions – weakens rational decision-making processes governing a host of associated search and rescue operations and planning.

The proposed project will address this need by assessing life raft operational performance in terms of technical capabilities in a range of weather conditions. The influence of external factors and mitigating measures on performance will also be evaluated. This includes the role of human factors and training. The outcome of the project will be practical knowledge that can promote survival and support operational decision-making, with the ultimate goal being to improve the safety of personnel who work on or travel by sea.

SAR Exercise (SAREX) Ocean Guardian III

Search and Rescue Exercise (SAREX) Ocean Guardian III is a full-mission profile, multi-jurisdictional search and rescue exercise with Federal Maritime, Aeronautical and Ground SAR components as well as components involving Provincial and Municipal jurisdictions and authorities.

The two-day scenario involves the evacuation of a passenger-carrying vessel on the West Coast of Newfoundland and Labrador during a distress scenario and provides an opportunity to test the Major Maritime Disaster Plan (MAJMAR) of the Halifax Search and Rescue Region (SRR).

CCGA Equipment Purchase

Safety and the well-being of our SAR personnel during SAR cases directly impact the SAR response effectiveness. The Canadian Coast Guard Auxiliary would like to supply its members with personal strobe lights. The strobe lights would be used for personal safety when tasked at night. Made for harsh conditions, more economical than strike flares, safer due to concerns of safe storage, shelf life, possibility of responders receiving burns, no toxic emissions released when used, 16 hour life with “D” cell batteries. Flashing rate of 60-70 per minute, with visibility of two miles in clear conditions.

The CCGA also would like to equip 500 units with additional VHF handheld marine radios. When CCGA vessels are responding to SAR cases, the stricken vessel may be unable to respond to or provide effective communications. If a portable VHF is available on the CCGA vessel, it could be transferred to the stricken vessel to ensure effective communications are maintained.

Remote Sensing Shoreline for Northern Labrador

There is a serious lack of up to date coastal information on Canadian charts along the Labrador coast, especially from Nain, North to the Button Island. Many rocks and island are not identified and many others are not properly positions, major features such as fiords do not have good shoreline. This situation is hazardous to mariners and those who are called to assist in an emergency. The Canadian Hydrographic Service (CHS) is responsible for charting Canadian waters but, priorities dictate that this area will receive little attention in the foreseeable future. This proposal will allow CHS to provide information to improve SAR capability and reduce the risk to mariners and the environment.

A shoreline database consisting of provisional paper charts will be created using Remote Sensing technology in the Northern Labrador area. These products will be available for use in Search and Rescue activities. Mariners will be able to use the products to enhance navigational safety and therefore prevent incidents necessitating SAR. These provisional paper charts will allow accurate positioning using GPS, radar or pilotage techniques. Advances in Satellite Remote Sensing technology allow the collection of shoreline data in remote areas that traditionally were inaccessible. With the Voisey’s Bay project underway, commercial and recreational traffic will increase in Northern Labrador. The mountainous regions and deep fiords along this coast attract cruise lines interested in tourism. The shoreline on Canadian charts in these areas was collected in the 1800’s and represents a danger to Search and Rescue operations using modern Global Positioning Systems with the existing portfolio of paper charts. Most areas are not surveyed or not surveyed to modern standards. Information on the current state of charts for SAR in Labrador is included in the publications: "Requirement for Coast Guard Services along the Labrador Coast" May 1998, the Transportation Safety Board of Canada Report M95N0053, Striking and Sinking of the Tug Sea Alert near Nain, Labrador", 1995 and the "Labrador Seaway Initiative Proposal, Safety and Development".

This proposal addresses immediate concerns and is not dependent on a long term systematic solution involving the survey of corridors for shipping to produce new nautical charts. The success of this project would also support a similar approach for Arctic waters that have the same inherent problems as the Labrador Coast.

The linear distance along the coastline from the Button Islands to the area where accurate charting begins, just north of Nain, is 268 nautical miles. The fiords greatly increase the coastline to be covered. The mountains and ice in the Northern Labrador area provide unique challenges for remote sensing systems collecting shoreline data from remote sensing platforms including IKONOS (high resolution satellite imagery) and RadarSat ("Synthetic Aperture Radar" earth observation satellite) will be purchased to create high resolution precise shoreline. Preliminary investigation indicates that RadarSat I can be used in most areas and this will contain the overall cost of the project.

This data will be owned by the National SAR Secretariat and will be made available to CHS for the production of products and provision of services.

CCGA-P Marine Simulator Program

The Canadian Coast Guard Auxiliary Pacific Region (CCGA-P) would like to develop and implement a new volunteer search and rescue (SAR) training program that employs emerging technology to improve the safety, efficiency, and cost-effectiveness of the existing SAR training program and the effectiveness of current marine SAR operations throughout Canada.

The technology that would be utilized in this program would also be used to educate the public in the fields of SAR prevention and boating safety. Further, by piloting this equipment which has not been used in this capacity in Canada, the CCGA-P will develop a detailed training program, work closely with the Canadian Coast Guard Auxiliary Central & Arctic Region (CCGA C&A) to implement their own simulator training program, and make this information available to the rest of the Canadian Coast Guard Auxiliary throughout Canada, and any other interested SAR groups.

The CCGA-P is a marine search and rescue organization composed of 1,400 volunteers that respond to marine SAR incidents 24 hours a day, 365 days a year. Volunteers currently receive a limited amount of on-water training to prepare them for SAR response, but financial constraints limit the amount of training that can be provided. By purchasing a marine simulator and integrating it into the existing training program, the CCGA-P would be able to improve the quality and quantity of training that takes place, which in turn increases the SAR effectiveness and safety of SAR crewmembers. These valuable improvements would be made in a cost-effective manner, as costly on-water training hours would not need to increase.

The simulator would also be used in the CCGA-P boating safety program, and would allow CCGA-P members to educate the public with a dynamic and attractive interactive boating safety tool. Once the program has been piloted in the Pacific region, it will be implemented in the Central & Arctic region of the CCGA, and then in any other interested CCGA regions. Finally, all of the information gathered through the simulation project would be compiled and made available to other interested marine SAR organizations, and the CCGA-P will be available to assist these groups when necessary.

Man Overboard Recovery Equipment on a T-1200

CCG-Quebec to experiment with specialized equipment on a T-1200 CG Ship with heavy-tonnage and a very high freeboard to improve safety during recovery operations. At present, there is no equipment capable of hoisting a man overboard back on board a T-1200. Since we cannot change the structural variables of the T-1200, we have to experiment with equipment that will make it possible to mount recovery operations of this kind safety and efficiently.

Personal Emergency Locator Device

The objective of this project is to develop an inexpensive, compact and lightweight personal emergency distress beacon for search and rescue purposes. Canadian Coast Guard search and rescue officials have identified the need for this device in the commercial and recreational inshore fishery.

There are a variety of personal emergency beacons available off-the-shelf that are designed for marine search and rescue, including various configurations of EPIRBs (Emergency Position Indicating Radio Beacon). However, the devices that have the required functionality have a per-unit cost of $1000 or higher, and consequently are priced too high for widespread use as a personal distress system. Devices that are in the range of several hundred dollars are more suitably priced, but generally do not have the required functionality for the inshore fishery.

In addition to the price barrier, the devices currently on the market are generally the size of a normal VHF radio system or larger and are more suited to fit in a pocket rather than worn directly on clothing. Personnel involved in both the inshore fishery and coast guard search and rescue have indicated that a wearable tag-like emergency locator device is more desirable and could be more widely accepted by the fishing industry because its use would not hinder normal activities on a small boat or vessel. Such a device would also be useful in a variety of other marine sectors, such as in the offshore fishery, marine transportation sector, offshore oil production and exploration industry, and inshore/freshwater recreational boating sector.

Based on the need for a compact and inexpensive emergency distress beacon, the work proposed here will investigate various options for the design and development of a distress beacon for use in the inshore fishery. The basic requirements for this device include the following:

  • Small, lightweight and wearable/attachable to clothing;
  • Inexpensive (on the order of several hundred dollars);
  • Provides automated and manual triggering of distress event; and
  • Provides notification of distress to Canadian Coast Guard Search and Rescue personnel in a timely manner.

Given the requirement that the device be inexpensive, it is expected (but not required) that the design will be compatible with existing Canadian Coast Guard communications infrastructure and will be prototyped with commercial-off-the-shelf components. The device may include such features as onboard GPS (Global Positioning System), VHF-DSC capabilities with AIS (Automated Identification System) compliance, and a 406 MHz homing beacon (a less expensive, lighter-weight version of COSPAS/SARSAT EPIRBs).

Investigating Leeway and Drift in Ovatek Life Rafts

This submission seeks NIF funding support to carry out a leeway investigation of a relatively new type of SAR object (specifically, the Ovatek 4- and 7-person rigid life rafts: http://www.ovatek.com/  for which leeway speed and angle information is currently not available in the National Search and Rescue Manual (DFO, 1998) and the Canadian Search and Rescue Planning (CANSARP) program.  Ovatek life rafts; which have SOLAS, CCG, and USCG approval; are becoming a popular alternative to inflatable life rafts on board fishing vessels in Atlantic Canada and the West Coast of North America.

Since 1995, Ovatek has sold more than six hundred 4-person units and 7-person units.   In spring 2003, a SAR operation (Incident L2003-0034 Quebec Region) was conducted for a 7-person Ovatek life raft in the Quebec Region of the Gulf of St. Lawrence without benefit of leeway information for use in CANSARP.  The liferaft belonged to the MV Caboteur” that sank on April 4, 2003 at 1215 EST.  Fortunately, in this case a vessel, the MV Marie-Eve 2” was standing close by when the MV Caboteur” sank and the 6-man crew of the MV Caboteur” was recovered from the life raft within an hour with no injuries or deaths.  The life raft along with an EPIRB from the MV Caboteur” was not recovered until 2 days later on April 6, 2003.

The incident report prepared by the Operations Centre of the Marine Rescue Sub Centre Quebec states in its report that the position of the search objects was very different than the positions calculated by CANSARP.  Further it states that upon examination of the incident it is evident that the fibreglass survival capsule (Ovatek Life Raft) did not have the same rhythm of drift as a conventional life raft.  If it had not been for the close proximity of the MV Marie-Eve 2” the outcome of this sinking may have been quite different.

The proposed project seeks to address the concerns raised by this incident by conducting field experiments to establish a relationship between the observed wind velocity and the measured Ovatek life raft leeway velocity for inclusion in CANSARP.  The proposed approach will follow the general methodology successfully used in previous work by the proponents (e.g., Fitzgerald et al., 1994).

A two-phase project is proposed for FY 2004/2005 and 2005/2006.  In the first year, a field experiment will be conducted in coastal waters off eastern or northeastern Newfoundland using instrumented Ovatek 4- and 7-person life rafts.  For each SAR object, two configurations will be used: fully loaded and equipped with a drogue and lightly loaded without a drogue.  These configurations will provide minimum and maximum leeway speeds, respectively, for the given SAR object.  The free drifting objects will be fitted with an anemometer system to record relative wind velocity, a fluxgate compass, Global Position System (GPS), air and sea surface temperature probes and an InterOcean S4 current meter to measure leeway directly.  A directional wave buoy moored in the area of the experiment will provide wave data.   This array of instrumentation will provide all the data necessary to evaluate the relationship between wind velocity and SAR object leeway.  It is expected that leeway data will be obtained for wind speeds up to 25 to 30 knots during Phase I.

Following the 28-day field program, an analysis of the data will be conducted and an interim report issued.  Phase I work will serve as a trial and test program for a more ambitious Phase II program in FY 2005/2006.  In Phase II, two 4-person and two 7-person Ovatek rigid life rafts will be deployed on the Grand Banks for a month long field trial during the fall of the year.  The SAR objects will be configured as in Phase I.  The objective will be to collect leeway and drift data for the limiting load and drag configurations in wind speeds up to 50 knots, consistent with previous leeway work carried by the proponents.

Upon completion of the Phase II field program, an analysis will be carried out combining Phase I and Phase II data.  Regression relationships for leeway speed on wind speed will be derived in accordance with previous practice for which high correlations have been obtained.  In earlier work, the dispersion of leeway angle off the downwind direction was found, in general, to be quite large, possibly a consequence of positional errors from data recorded at relatively short time intervals.

An objective of the analysis of leeway angle will be to increase the precision of the leeway angular dispersion by investigating the effects of longer averaging periods under the time-varying wind conditions.  Increasing the precision of the leeway angular dispersion for SAR objects will serve to reduce search areas, search times, and SAR resource requirements.  The project final report will be delivered by the end of FY 2005/2006.

Man Overboard Recovery Equipment on a T-1200

T-1200s are heavy-tonnage CCGSs with a very high freeboard. They are occasionally exposed to severe weather. At present, there is no equipment capable of hoisting a man overboard back on board a T-1200. Since we cannot change the structural variables of the T-1200, we have to experiment with equipment that will make it possible to mount recovery operations of this kind safely and efficiently.

Distress Beacon Locating in Inshore Areas - Pilot Project

The use of satellite distress beacons and low-powered person-over-board alerting devices is proliferating within the marine environment. In 2003 the Cospas-Sarsat system detected many activations of beacons and signalling devices within the Canadian SAR Region many of which required a SAR unit to home and locate before conducting the rescue of the distressed persons. 

Although the Cospas-Sarsat system can locate these devises to within 5 miles for 406 MHz transmissions and 20 miles for 121.5 MHz transmissions, there still remains challenges in localizing the source of the transmission. This is further complicated if the transmission is coming from an area with many vessels, such as a harbour. All aircraft and CCG vessels carry fixed homing equipment able to home on 121.5 MHz, however, there are situations where it would be beneficial for personnel to go ashore and continue homing in order to more quickly localize the signal.  

This proposal will trial the use of 6 newly-developed state-of-the-art portable homers, which have been designed to operate in the marine enviornment in areas with a history of high levels of SAR cases requiring in-shore homing of beacons. An historical plot of these SAR cases is provided at the end of this proposal.

Ocean Guardian II SAREX St. Pierre - Fortune Ferry Run

SAREX "Ocean Guardian II" is a multi-jurisdictional search and rescue exercise with maritime and aeronautical components, involving the Canadian Coast Guard, Canadian Forces and International Ferry Operators. A new international SAR Cooperation plan has been devised for the St. Pierre - Fortune Ferries and provides a concept of operations that requires the effective utilization of resources that may be required to respond to a Major Marine Disaster. 

All resources including shore based personnel will participate in a major maritime disaster and the Cooperation Plan will be activated and processes, procedures will be tested to ensure that a timely and coordinated effort will achieve an effective response.  This is a event and the SAR Cooperation Plan has never been activated or exercised and requires this SAREX to examine deficiencies, modifications or any alterations that will result in the benefit of preservation of life at sea or property. 

Emergency Response during Boating-Related Events

More and more recreational activities are being organized on the water, but qualified supervision of such events is difficult because of inadequate human, physical and financial resources. Safety supervision is the first line of defence for accident prevention at an event. It allows the participants to enjoy the activity without having to worry too much about potential dangers. Boaters using the same waters therefore have to cohabit with the event being held. It is sometimes difficult, however, for small craft operators to be informed about the rules to be followed to prevent accidents. To provide supervision, the organizers therefore have to ask for assistance from various parties, such as the Royal Canadian Mounted Police, the Canadian Coast Guard, the Canadian Coast Guard Auxiliary or the Lifesaving Society. As these groups do not, however, have sufficient resources to meet these demands, the organizers have to make do with the means at their disposal.

The proposal is designed to put in place emergency response plans and SAR procedures for organizations in charge of boating-related events. Such response plans will enable boaters to be informed about the holding of an event, but above all about the measures to be observed to prevent disasters. In addition, the proposal is meant to promote the use of adequately trained volunteers to provide safety supervision during events. The acquisition of good knowledge and application of the emergency plan will put such volunteers at less risk when they respond on the water.

Safe Catch

Safe Catch is one project in the SafetyNet Community Alliance for Health Research. Funded primarily by the Canadian Institutes of Health Research (CIHR), SafetyNet is the first major research program to investigate occupational health and safety in Atlantic Canadian marine, coastal and offshore industries. Safe Catch is conducting research on fishing vessel safety and the occupational health and safety (OHS) of fish harvesters.

Fishing is the most dangerous occupation in Newfoundland and Labrador and is becoming increasingly more over the past ten years, the rates of reported injuries and fatalities have increased by nearly 100% and the number of Search and Rescue (SAR) incidents have nearly doubled. Accidents, fatalities and SAR incidents are

  • straining the ability of SAR to deliver effective, efficient and economic services;
  • undermining the economic viability of the fishery; and
  • increasing health care and compensation costs.

The prevention of fatalities, and prevention and mitigation of injuries and SAR incidents, have been seriously hindered by limited research on the full range of factors that potentially influence fishing vessel safety and fish harvester OHS. As noted by SAR Newfoundland, prevention and mitigation would particularly benefit from an interdisciplinary research program design that is conducted in partnership with all of the relevant stakeholders from industry, government and labour. Such a program must also include a significant knowledge translation component to ensure that research findings inform education, training, fishing practices, vessel design, policy and regulatory requirements.

Safe Catch is a multi-disciplinary and inter-sectoral research initiative that incorporates a substantial knowledge translation component. The initiative adopts a comprehensive approach to investigate the factors that influence fishing safety through six linked sub-components. Five of the six components share a primary objective to produce results that will reduce the number and severity of fish harvester injuries, fatalities and SAR incidents:

  • Fishing Vessel Safety Longitudinal Analysis (FVSLA): A longitudinal analysis (1989-2001) that will use a new comprehensive, inter-departmental linked database to identify and interpret the factors that influence the rates of injuries, fatalities and SAR incidents.
  • Firsthand Perceptions of the Causes of Accidents and Near-Misses (FPCAN): An interview-based study conducted with fish harvesters, on their perceptions of the causes of accidents and near-misses, and their suggested solutions.
  • Safer Fishing Vessel Seakeeping (SFVS): A study to collect sea-trial data to complete and validate a computer model for predicting the impact of vessel design and fishing practices on seakeeping characteristics and fish harvester occupational safety.
  • Delayed Return to Work (DRW): An interview-based study on the psychological and social factors that delay previously injured fish harvesters from returning to work (not applicable or relevant to this grant).
  • Community Healthy Fishery Program (CHFP): The development of an interactive, community-based OHS and fishing vessel safety education program for fish harvesters;
  • Comparative Analysis of Regulatory Regimes (CARR): A comparative analysis of fishing accidents, and fishery regulatory regimes and management practices in Canada and six other countries.

Relevant results from each sub-component will inform the research design and interpretation of results from others. Several of the project components will yield results of direct relevance to SAR in relation to the planning, development and implementation of programs and services. Working in collaboration with our partners and with other relevant stakeholders, we will develop a series of recommendations to promote safety in the fishing industry in Newfoundland and Labrador. In addition, the research should both inform and promote the development of effective inter-sectoral collaboration to reduce accidents and SAR incidents in the fishing industry.

Location-Based Risk Analysis of Recreational Boating Activity

Recreational boating accidents account for many SAR incidents each year. The Canadian Coast Guard (CCG) has identified a need to know more about the patterns of recreational boating in Canada (frequency, duration, location, type of activity, etc.) to aid with targeting prevention programs and to assist with SAR planning. Although several studies have investigated factors associated with recreational boating (demographics, PFD use, alcohol consumption, etc.), two main factors that would help decision-making are missing: spatial and temporal distribution of boating activities, and incident rate by level of exposure and type of activity. This project will address these issues through data collection and analysis, and GIS (geographic information system) and risk modelling. This will complement existing studies on recreational boaters' behaviour (bottom-up analysis) by linking it with this top-down approach based on incident rates.

The results will assist prevention measures through a better understanding of critical factors as a function of the amount of exposure. This will help SAR planners, and provide useful information for educating the public and groups associated with recreational boating. In this sense, the main thrust of the project is to provide crucial information to assist with prevention strategies for recreational boating, rather than consisting primarily of a prevention program development.

All results will be published, and the rights to any software developed in the course of this project will rest with the principal investigator. The sponsor will have unlimited use of the software and associated databases within its organization. Reports, and any software tools delivered to the sponsor, will be in both official languages, as the scope of this project is national.

Cruise Ship Activity and Risk Analysis for Improved SAR Response Planning

The Canadian Coast Guard has noted a number of changes and trends in the cruise ship industry across Canada. There have in fact been serious occurrences that might have resulted in a significant loss of lives in North America in recent years. The number of cruise ships arriving in Canada and the number of people on board are growing at a very high rate, and this exposure is compounded by their forays into increasingly remote locations. The purpose of this project is to clearly identify trends in cruise ship activity levels and locations in Canada to produce a risk analysis. Knowledge of the risk levels by location and other factors would assist with better SAR resource allocation, contingency planning, and prevention or mitigation measures.

Components of the project include: data acquisition and cleaning; trip generation and geographic display; identification of risk factors; development of the risk model with analyses of exposure measures; and factors affecting the likelihood and consequences of incidents – especially those particular to Canadian waters and environment; review of all industry practices and governing regimes affecting the safety of ships; the effect of projected trends on activity and risk distribution; and measures of effectiveness for SAR planning in this context.

All results will be published, and the rights to any software developed in the course of this project will rest with the principal investigator. The sponsor will have unlimited use of the software and associated database within its organization. Reports and any software tools delivered to the sponsor will be in both official languages, as the scope of this project is national.

Coherent UHF For Liferaft Detection - Phase II

The safety of life at sea and the efficiency of marine search and rescue (SAR) operations could be substantially enhanced by increasing the ability of radars to detect small targets, particularly in higher sea states (< 5m). Numerous discussions with personnel involved in marine SAR have confirmed that improving the capability of radar systems to detect small targets such as liferafts and other craft, would be a notable assets. Similar conclusions on technological limitations have been drawn by those involved in coastal surveillance for regulations enforcement and narcotics interdiction.

The project proposed here addresses this need by improving on the inherent limitation of existing marine radar systems to detect targets with a radar cross section on the order of 1 m2 or less. Such targets include liferafts, lifeboats, various other small vessels, and small ice pieces (bergy bits and growlers). This limitation is particularly severe in high sea states where the return from these targets is further "buried" in ocean clutter. Improvements in this area will allow search and rescue operations to be conducted more efficiently by potentially reducing the time required to locate liferaft and distressed personnel in the water during heavy seas. This will provide the ancilliary benefit of the reduction of the total SAR incident time (which averaged over 16 hours in 2001), thus providing cost savings on available resources.

To address the needs described above, it is proposed that development be continued on a coherent UHF radar prototype, specifically for small target detection. The prototype has been shown to offer several advantages over conventional microwave radars including: Ocean clutter (radar echoes from the ocean surface) has been shown to be substantially reduced when operating at UHF frequencies (300-1000 MHz) compared to either HF (3-30 MHz) or microwave (>3GHz) frequencies, and Coherent operation will allow for the processing of multiple radar returns to allow for enhanced target detection.

Target detection probability will be substantially increased using coherent radars where multiple received signals can be averaged to reduce clutter and the exact signature of the transmitted signal is known and will be used to further enhance processing of the received signal. The increase in detection probability is expected to be even better than that of incoherent systems that employ scan-to-scan averaging to reduce clutter.

The current UHF radar prototype was developed as a low power proof-of-concept radar. Since this proof of concept was completed (in 1999 with $126K of NIF funds). C-CORE has raised an additional $380K for this project to cover field work in NF and Alaska, and to take the proof of concept prototype to the Alpha prototype stage.

The additional development proposed here will allow for the development of a beta prototype with high power operation, equivalent to the best available microwave systems. In addition, innovative antenna technologies will be explored to allow for more practical ship and shore based radar installations. The prototype will then be operated alongside standard X, and S-band microwave radars to determine improved performance.

CCGA SAR Crew Manual (French version)

The Canadian Coast Guard Auxiliary has developed the English version of a manual to help CCGA volunteers survive their first year in the field of Search and Rescue. Skills and knowledge are presented together with scripted examples of how to work as a team to save lives. Common commands and signals are listed along with detailed descriptions of the duties involved in each type of incident.

The manual is written to accompany a competency-based training program and will therefore contribute to implementing training standards, establish consistency in service delivery and increase integration of volunteers into operations. CCGA crewmembers will be able to use this manual to recognise dangerous situations and implement the tools of two-way communication to avoid those dangers.

This NIF Project is aimed at translating, printing and distributing the manual to the 850 French speaking members of the Auxiliary in Quebec and the Maritime provinces and make it available to future members joining the CCGA in coming years. The project also addresses the need of making the English version available to 3000 English speaking CCGA members outside the Pacific Region (where it has already been distributed). A CD version of the manual will also be produced in both languages for distribution where a hard copy is not required.

Radio Channel Noise Reduction

It is proposed to develop and test a near real-time voice enhancement system that can be operated as a call-check system to aid in the interpretation of voice data over noisy MF, HF and VHF communication channels. The Canadian Coast Guard has noted that in previous SAR incidents communication with persons in distress has been hampered by radio channel noise.

In the first phase of this project an algorithm for voice enhancement will be developed and tested on examples from previous recordings of SAR communications. The algorithm will be implemented on a dedicated hardware system, and provide interpretation of radio transmissions over noisy channels. Prototypes of this system will be provided to the five MCTS centres on the island of Newfoundland for evaluation by MCTS Officers over the course of the second year of the project. Feedback from the MCTS Officers will be considered for improvements during the evaluation phase of the project. A summary of the trials will be included in the final report.

Ingestion of Grand Bank Surface Current data into CANSARP

This proposal recommends the introduction of new data to CANSARP to better predict search areas when searching for missing persons or objects. The data are surface currents produced by the BIO Ice-Ocean Forecasting System. It is imperative that when trying to predict search areas we make use of the best available information at the time of incident in order to be able to direct ships to areas where assistance is required. The area where the data will be used is the highest high sea fishing areas in Canada, i.e. the Grand Banks of Newfoundland. The use of historical data is a last resort in modern Search Planning. Real time and near real time data is the most critical type of information required for CANSARP and the SAR system now and in the future if we are to conduct searches professionally.

The BIO Ice-Ocean Forecasting System is an automated system developed by scientists at Bedford Institute of Oceanography/DFO. The system generates 48-hour forecast of surface currents and other ocean variables for the Grand Banks every day using advanced computer models. The model surface currents will be transferred to Canadian Coast Guard College to be used by CANSARP. This proposal will develop interface to access the CANSARP environment and modify several modules of CANSARP 4.0.

The data from the Grand Banks model are the only real time data that we know for this area and are the type of information that we should be using more in the future. The National SAR system, through the CANSARP tool, should prepare CANSARP to utilize this model in SAR planning. CANSARP is, and will continue to be, an integrator of various research projects to improve our knowledge of the ocean, the atmosphere, or persons and search objects. The SAR system must continue to remain in the loop of these research initiatives across Canada.

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Finding your Way:  Guide to Nautical Charts

The Canadian Hydrographic Service of Fisheries and Oceans Canada is the federal agency responsible for the provision of nautical charts and related publications of our navigable waters for safe navigation. FINDING YOUR WAY will be a booklet targeted to students of ages 9 - 13 living near near our waterways. This guide will explain the necessity of using official Canadian charts for navigation to avoid costly errors that could place lives in danger and a costly SAR mission. It will explain the history of chart making from the early explorers to modern day techniques, an explanation of features shown on a chart, how to read a chart, an introduction to other agencies involved in the administration and delivery of marine safety (ex. Canadian Coast Guard, Canadian Power and Sail Squadron, etc.), and practical exercises. The guide will demonstrate the importance of accredited training courses in Boating Safety and Navigation should this recreational activity wish to be pursued.

Distribution of FINDING YOUR WAY will be through the CHS Chart Dealer Network, school boards, internally to members and instructors of our associates, the Canadian Power and Sail Squadron and the Canadian Safe Boating Council, Sea Cadets, Scouts and Guides, and by CHS participation at Boat Shows across the country. Also, these will be placed in foyers of DFO buildings having Information Centres.

Once FINDING YOUR WAY is printed in both languages, it will be encoded for public access on the official CHS website.
 

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Automated External Defibrillation (AED) for the CCG

Automated external defibrillators (AED) are shown to greatly improve the survival chances of persons suffering cardiac arrest. The Heart and Stroke Foundation of Canada (HSFC) has stated that access to life-saving defibrillation in Canada lags behind recommendations made based on readily available, proven science. AEDs are now more commonly found in public places, alongside the traditional first-aid kit and are used by many public safety agencies. In June of 1999, Canadian Coast Guard (CCG) Search and Rescue (SAR) selected the CCG Station Sea Island Hovercraft Unit (HCU) as the site for a pilot project in the use of an AED. The first year report of this pilot project is attached.

There is a need for Primary and Secondary CCG SAR Units to provide better medical care in the event of cardiac arrest suffered by either victims of SAR incidents or CCG crews acting as SAR responders. The actual prospects of survival in cases of sudden cardiac arrest with CPR alone are now considered to be less than 5%. With the availability of early AED, the prospects improve dramatically. The national implementation of this new SAR initiative is not within the means of the CCG and therefore requires the support of the NIF fund.

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Establishment of the CCGA in the Arctic

The Canadian Arctic coastline represents approximately one-third of Canada's coast. Residents of communities within this area depend on subsistence hunting and fishing. There is considerable seasonal use of boats, and because of shifting ice, it is not uncommon for "land-based" hunters to become stranded by open water. As a result boats are often used to provide a SAR response to community-based SAR requirements. These water-based responders rely on experience and local knowledge to resolve incidents. External resources, such as the federal air/marine SAR system, only become involved if the incident escalates beyond the capacity of the community-based response system. Response time for the formal federal resources ranges from hours to days.

The need exists to provide the community responders with the tools they require to provide a safe and effective water-based rescue capability. A very effective and proven means of achieving this end exists in southern waters, the Canadian Coast Guard Auxiliary.

The Auxiliary also offers the potential for community members, under the global umbrella of territorial government and Coast Guard initiatives, to develop and tailor safe boating programs directly aimed at the specific requirements of their particular community.

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Labrador Coast SAR Prevention and Training Material

There is a lack of boating safety material, both printed and visual, that is suitable for the people on the Labrador Coast. The material that is used for the rest of Newfoundland is too technical in nature, difficult to translate and often misunderstood.

It is proposed to consult with the aboriginal community on the Labrador Coast to collaboratively produce SAR prevention and training material that addresses issues particular to the culture and environment. Furthermore, coordination and training of volunteer organizations and aboriginal community groups will ensure the local knowledge necessary to deliver a community-based SAR prevention program, focused on small boat safety with further reach and the highest impact.

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Testing and monitoring of VHF Marine Distress System -Yukon Territory (Pilot Project)

The Southern Lakes portion of the Yukon Territory boasts some of the finest boating areas in Canada. However, due to remoteness and traffic densities lower than those of the more populated areas of Canada, boaters in the Yukon Territory must be more self-sufficient to be prepared for marine emergencies. If a boater gets into difficulty here, help is unlikely to be close by. If a boater broadcasts a call for assistance on a marine VHF radio, it may not be heard, because there is a strong possibility that there will be nobody within VHF range to intercept the call.

A few years ago, an ambitious group of volunteers (Yukon Amateur Radio Association - YARA) decided that this did not have to be so. With a little ingenuity, cooperation between volunteers, private industry and government agencies, as well as a great deal of donated parts and labor, a remote VHF distress-monitoring system was developed.

The system has been engineered, installed and maintained through a cooperative effort involving volunteers, industry and various government agencies. The system is technically operational, but requires funding to run it on a pilot project basis, to test its practicability. The system consists of a Channel 16 remote base and hub located on Montana Mountain at 7,200 feet. This site serves most of the Southern Lakes area, including parts of the Yukon River, Lake Laberge and Atlin BC. In addition, two peripheral sites (Mt. Archibald, near Haines Junction and Hayes Peak, near Teslin) have been added to the system. These provide coverage to the Kluane park area and the Teslin area. A local security company in Whitehorse will carry out monitoring.

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Provision of Marine Radio Safety Services in Inuktitut

Establish a marine safety radio service for Inuktitut speaking boaters in Nunavut. Radio safety services presently provided from the Iqualuit Marine Communications and Traffic Services (MCTS) Centre are mostly focused on commercial boaters and are provided in English and French. Because of the language barrier, local boaters do not have access to these marine safety services. The proposal would provide the local boaters with all marine safety information; promote the prevention of SAR incidents, injury and loss of life; would allow SAR members to perform their functions in a more effective, efficient and economic way; and would help forge better links with the Territory of Nunavut in the delivery of emergency services to the local population. This service would be provided during the months of July through September for a trial period of 3 years. This initiative is fully supported by the Department of Community Government & Transportation Emergency Services of the Government of Nunavut.

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SAR Access to Vessel Monitoring Information

In ongoing efforts of operational modernization, the Fisheries Management Branch (Fisheries & Oceans) has undertaken a two-year project for the deployment of cost-effective automatic location and communication (ALC) devices onboard fishing vessels that will provide near real-time information on vessel activity for enhanced resource management. On completion, vessels will automatically report their position on an hourly basis and this information will be stored internally within Fisheries & Oceans.

This is a vital source of information that can be utilized by SAR in its efforts in coordinating vessel deployment in response to distress calls. Many of the vessels in the Coast Guard Auxiliary are commercial fishing vessels and they play a vital role in SAR efforts in saving lives. The time it takes to know the location of these auxiliary vessels in a distress call situation is vital. The purpose of this proposal is to have NIF cost-share the development of a query and display mechanism (QDM) that will provide SAR direct access to fishing vessel locations.

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SAR Response to a Tsunami in Pacific Region

We propose to develop numerical models of tsunami currents and heights to be expected as part of the next Cascadia Subduction Zone Earthquake. These models will use CHS high-resolution bathymetric data in harbours vulnerable to tsunamis to provide accurate simulations of currents in entrances to harbours, and estimates of heights in harbours. We will collaborate with Coast Guard staff to provide guidelines for SAR staff to operate safely during such an event, and advice for mariners to avoid death.

The Cascadia Subduction Zone will generate a severe earthquake and tsunami within the next few hundred years. The earthquake will be magnitude 7 to 8 or more, and the tsunami height along the west coast of Vancouver Island will be about 5 metres, and higher in some embayments. The last such earthquake, in A.D. 1700, set up a major tsunami that may have wiped out a native village in Pachena Bay.

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Sea Kayaking SAR Prevention and Training Program

There is a lack of boating safety material (print, video, audio) that is suitable for sea kayakers navigating Canadian coastal waters. The boating safety material now used in most of Canada is targeted primarily at powerboat operators and unsuitable for the sea kayaking target audience. It is proposed to produce safety awareness and educational material suitable for all Canadian Coast Guard (CCG) regions targeting the sea kayaking audience while developing a Sea Kayak SAR Prevention and Training Program tailored specifically for Newfoundland and Labrador.

The development of educational and awareness tools that can be used nationally throughout Canada aimed at the sea kayaking target audience is one of the main aims of this project. Printing and distribution of a revised Sea Kayaking Safety Guide for use as a national tool by Coast Guard's Offices of Boating Safety across Canada will be one of the first steps. This Guide was initially produced through a partnering arrangement between the CCG, Parks Canada and the Quebec Canoe-Kayak Federation, specifically targeting the Saguenay-St. Lawrence Marine Park. There is an urgent need to provide all Offices of Boating Safety across the country with this Guide targeting the sea kayak audience in a timely fashion. The Canadian Coast Guard initiated discussions with the Quebec Canoe-Kayak Federation, which has agreed to revise the Sea Kayaking Safety Guide to make it a national tool and will request a modification to their NIF project Splash Guard in order to do so. This would permit us through this proposed initiative to print and distribute the guides at an earlier date. PSAs suitable for national use will also be produced. A video was planned to raise awareness of the skill and knowledge required to safely navigate coastal waters such as the Atlantic Ocean surrounding Newfoundland and Labrador. A video was also planned as part of the Mingan Archipelago National Park Reserve NIF Project on safety and self rescue techniques. This video will be reviewed to determine the value as a national tool for raising awareness of the skills, knowledge and degree of risk associated with sea kayaking and will only be produced if it does not duplicate existing resources.

Two previous kayaking proposals aimed at specific regions in Canada were approved through the NSS NIF Program for FY 2000/2001. Project Managers for these projects have agreed that this current proposal will be complementary to existing initiatives. Close networking with the aforementioned Project Managers to determine project status and lessons learned will aid to enhance and avoid unnecessary duplication in this proposal (Appendix A). This proposal aims to develop tools that can be used on a national basis by all OBS regions throughout Canada. As well, it will tailor a program specifically to meet the needs of our client audience throughout Newfoundland and Labrador. Every effort will be made to avoid duplicating materials and to review SplashGuard activities to determine the most effective way to implement a program in the NF region.

As well it will be necessary to organize and work with various organizations in Newfoundland and Labrador to develop an effective Sea Kayak SAR Prevention and Training Program. This undertaking would involve multi-party cooperation between the Canadian Coast Guard's Office of Boating Safety, the provincial Department of Tourism, Culture and Recreation, the Adventure Tourism Association of Newfoundland and Labrador (ATANL), Hospitality Newfoundland and Labrador (HNL), Kayak Newfoundland and Labrador (KNL), as well as individual kayak tour operators, rental agencies and retail outlets. It is proposed to work with these organizations to collaboratively develop a Sea Kayak SAR Prevention and Training Program that addresses safety issues particular to the sport of sea kayaking in Newfoundland and Labrador's coastal waters. Initial consultations with the organizations involved indicate wide support for this proposal. Within Newfoundland and Labrador there is support from various partners to collaboratively develop and deliver a Sea Kayaking SAR Prevention program (Appendix B). Partnering to promote safety with organizations throughout the province has demonstrated dedication by participating in regional Working Groups and during the 2001 boating season a joint article was released by the Adventure Tourism Association of Newfoundland and Labrador, Kayak Newfoundland and Labrador and the Office of Boating Safety aiming to raise the awareness of sea kayaking safety in the province of Newfoundland and Labrador.

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SLDMB Project Phase II Deployment Strategy

Phase I developed Ocean Current Mapping Software (OCMS) that predicts an ocean current field from the information supplied from multiple SLDMBs configured as a Person In the Water (PIW). The software was tested using data sets from the Cabot Strait and the Scotia Shelf with satisfactory results. Using the newly developed OCMS, we must explore, through trials and statistical analysis, deployment strategies when using SLDMBs in a search. Many factors come into play such as wind, depth of water, wave height, etc. The use of SLDMBs to generate surface current is new. We must learn how we should deploy them in number and pattern.

Phase II of the project will use the OCMS and tracing particle software to help develop a deployment strategy. The deployment strategy guidelines will be made available to RCC co-ordinators and the output of the OCMS and tracing particle software will be integrated onto the CANSARP desktop.

One of the objectives of this research is to incorporate the new SLDMB models into the CANSARP workstation with the goal of improving the likelihood of saving lives through better predictions of the drift of SAR objects. By providing a more accurate search tool, reducing search area and time, this proposal will address the NSP objective to perform all SAR functions effectively, efficiently and economically. Accurate current calculation plays a vital role in responses to incidents involving capsized or drifting small crafts, a category representing the highest fatality rate in Maritime SAR.

The Canadian Coast Guard and the Canadian Coast Guard College seek to continually improve the utility of tools like CANSARP and other SAR tools in the interest of improving Canadian Maritime Search And Rescue.

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Translation of St. John Ambulance Medical First Responder Instructor Guide

Translation of new Medical First Responder Instructor Guide for use by Coast Guard Rescue Specialists, volunteer firefighters, police departments and others involved in search and rescue missions. Department of National Defense is also interesting in this program for Reserve Medical Corps (who aid in search and rescue operations), Military Policy ad DND firefighters. The Program meets Paramedic Association of Canada’s Emergency Medical Responder guidelines and as such will prove beneficial for ground Search and Rescue personnel, volunteer fire departments and Coast Guard Auxiliary. Coast Guard and Department of National Defense have indicated that they wish to provide training to their members that is recognized in the civilian field. A program that is in line with the Paramedic Association’s guidelines will help meet this need. St. John has absorbed the development costs of the Guide ($45,000) and is providing the material free of charge to Coast Guard and DND. As well there is currently a distinct lack of up to date bilingual material of this nature. This project compliments the Objectives of the NSP in that the medical and first aid training provided will help save lives, the injury prevention components contained in the material will help mitigate morbidity and mortality and will help ensure a standard of training throughout the country. These objectives are in line with Coast Guard Rescue Specialist missions and other Search and Rescue personnel.

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Trunk Mobile Radios (TMR) for Primary Maritime Search and Rescue Resources in Nova Scotia

The Province of Nova Scotia is now using a Trunk Mobile Radio (TMR) system for most of its emergency response organizations such as RCMP and Municipal Police, Emergency Health Service (Ambulance), Fire Departments and Natural Resource vehicles. The use of this system now means that primary maritime SAR resources cannot talk directly with shore-based SAR resources during SAR incidents in coastal areas.

Communication is the key to any successful Search and Rescue mission. There is a need to purchase this new technology for the Canadian Coast Guard's primary Maritime SAR resources that operate in and around the coastal areas of Nova Scotia. It is proposed that TMR units be purchased and installed on Canadian Coast Guards shore based Lifeboats and Inshore Rescue that may be required to communicate with shore-based municipal/Provincial/Federal SAR resources in Nova Scotia.

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Boating Safety Campaign among Canadian Adolescents

Given the success of the 1998-2000 elementary school campaign, carried out thanks to financial support from the NIF, we hope to pursue our boating safety initiative among Canadian adolescents. Our proposal involves an education and awareness campaign targeting adolescents, to be conducted through Canada's network of high schools with the involvement of classroom teachers and resource persons. The theme of the education and awareness campaign is risk factors related to pleasure boating. Each year, with the approach of summer holidays, classroom teachers provide their students with various safety instructions including information about boating safety. All too often, however, these warnings are limited to telling students to be careful because teachers do not have access to sufficient pedagogical material. Students should in fact be instructed on the importance of wearing PFDs and the essentials of safe conduct when on a boat. This campaign aims to raise awareness of these issues among teenagers. A large number of pleasure boating accidents and incidents occur each year in Canada. Drowning is the second leading cause of fatal accidents among Canadians up to 55 years of age. The goal of this project, therefore, is to reduce this statistic by educating and raising awareness among young adolescents, through the project's various objectives (see reference document #2).

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EPIRBs for Inshore Rescue Boats

Inshore Rescue Boats are manned by seasonal employees and respond to SAR cases in every region of the Canadian Coast Guard area of responsibility. They are primarily crewed by university students who received limited training from the Canadian Coast Guard. These resources are often asked to respond in areas where VHF coverage may be limited, notwithstanding the possibility that such small crafts could be overcome by unforeseen weather changes. Because these crafts are too small to be required to carry an Emergency Position Indicating Radio Beacon, regional discrepancies exist in the level of equipment carried.

The carriage of an EPIRB will greatly reduce the possibility that a SAR crew will be lost while trying to assist other boaters in distress.

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Facilitator's Guide to National Water Safety Resources

There are numerous water safety and boating safety messages produced by organizations throughout Canada, some of which may be similar to others. Regional variations of messages are common as are education programs. To minimize duplication of efforts and to make the prospect of locating the appropriate message for a target group more efficient, a three-way partnership between the Lifesaving Society, Office of Boating Safety and Canadian Red Cross has developed. This partnership will catalogue existing teaching and learning resources, both provincially and nationally, from all three organizations, which are current and available.

The completed facilitator guide will be distributed nationally to each of the branches or divisions of the organizations involved as well as to educational facilities, recreational and government bodies, and volunteer groups who work in the delivery of safety messages.

A project worker will be contracted to oversee the compilation of resources and final design of the guide.

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International SAR Contacts Database

As a result of global communications and alerting systems, Canadian RCCs deal with other RCCs around the world on a daily basis. Because there is no updated database of international SAR points of contact, much time is wasted in trying to identify and contact the appropriate agency. Most often, one RCC must try to notify another centre of a distress alert within their search and rescue region; therefore any delay may result in loss of life. In a worst-case scenario, the Canadian RCC may not be able to pass the information to the responsible RCC and, by law, must coordinate the SAR remotely.

This proposal will implement a Web-based, map-driven database. Any RCC with an internet connection will be able to query the database and find a contact number for another centre. Additionally, RCCs will be able to update the data with any new numbers or information they have discovered, which will then be available to all other users.

This will simplify the passing of information between RCCs and reduce the delay in alerting an RCC of a distress in their region. As a result, there will be a corresponding reduction in workload at the RCC and an increased probability of saving lives.

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Ontario Provincial Police (OPP) Enhanced Capability New SAR Initiative Equipment Component

Summary Of Deficiency And/Or Requirement

The present method of providing OPP night-time Search and Rescue Services is neither cost-effective nor efficient. The effectiveness of the operation relies solely on the knowledge, skills and abilities of the marine operator in charge to arrive at the general location of the incident and then often to perform a systematic grid search that is not only slow but very inefficient at being able to "see in the dark" may have allowed a quick pinpoint location of the emergency incident. At present, up to two-thirds of our craft have no electronic navigation equipment but yet are often expected to be the first response units to an emergent incident. The inability to see in the dark increases risk to both the rescuer and the victims because the rescuer may become lost, may strike something in the dark or may not be able to locate the victim. Any of these factors may result in significant injury or death to rescuers and compounds risk of death to victims. It is crucial to note that in most instances the primary SAR vessel (in these circumstances OPP vessels) are the ONLY responders to SAR calls and if that response is delayed or removed by the above there is no one else available or capable of response - hence victims transcend from rescued persons to recovered corpses. Night vision technology significantly reduces risk to rescuers, reduces SAR response times and thereby significantly improves odds of survival for victims.

Marine Law enforcement is purely about SAR prevention; each violator detected or deterred into compliance by reasonable fear of apprehension is one potential SAR incident (hence possible fatality) eliminated. 40% of all waterways fatalities are alcohol related, but the ability to safely perform any night-time Impaired Operation Enforcement is negligible at present. It is also common anecdotal knowledge that improper/no lighting on small vessels poses a significant hazard (and exasperates SAR detection). Enforcement/ location of improperly lighted vessels has been a priority for many years but efforts have been greatly hampered by inability to "see" in the dark. The primary purpose of this application is to enhance OPP marine SAR response. Rather than leaving the equipment "on the shelf" except for SAR response, OPP members will utilize the equipment for SAR preventative patrols - that is, during hours of darkness utilize the Night Vision to locate at risk vessels effectively to conduct checks for equipment mandated (for self rescue!) by the Small Vessels Regulations of the Canada Shipping Act. Use of the equipment in this fashion has an added benefit in that the officers will become quite familiar with its operation, thereby becoming more efficient during SAR calls for service.

The safety of OPP personnel and that of the public is always the highest priority not only in emergent incident response but in all marine activities. It is clearly understood that all OPP members involved in both routine and emergent marine related activities must be properly trained and fully equipped to perform all duties professionally without putting themselves or anyone else in jeopardy.

Summary Of Proposal To Address Need

The OPP are tasked with the primary role of responding to marine emergency incidents on all waterways except the Great Lakes (a significant secondary role is expected and provided in these instances). In order to adequately, effectively and efficiently meet this mandatory role as well as enhance night-time enforcement capability (which at the moment is very limited due to lack of equipment) it is proposed that 60 "Night Enforcer 160 Monocular" units be acquired immediately. These units are available at a cost of $4,017.60 ($3,720.00 + PST) each of which includes a carrying case suitable to the intended use. The number of "Right sized" vessels form OPP detachments in the province is 84. OPP was able to secure the funding for 18 units. The additional 42 units would bring the total to 60 and allow search and rescue responses to begin from most points in the province, limiting the necessity for a relay of equipment from one detachment to another perhaps contributing to a fatal delay. This equipment would set the standard for use in marine night time activities by OPP members. It is clearly understood that only fully trained OPP marine officers and any partner CCG or other police service officers would have access to and/or use this equipment. In terms of SAR prevention there is a greater need for night-time Impaired Operation enforcement given the recent increase in the number of recreational boaters particularly over the past 2-3 years; this equipment will facilitate effective enforcement when not being utilized for SAR. Furthermore, during the non-boating season the equipment will be utilized for ground SAR activities (e.g. lost snowmobilers, hikers, All-terrain vehicle operators etc.).

Impact If Not Addressed

Should night-time vision equipment not be made available to enhance emergency response capability and provide much needed SAR prevention activities to curb Impaired Operation and non-compliance with the Canada Shipping Act at night, preventable fatalities will occur and undue and unnecessary criticism will be directed at all Search and Rescue agencies. The loss of even one life is not acceptable to anyone and it is incumbent upon all front-line response personnel to be professional, competent and capable of performing all their duties in the best manner possible. The safety of all persons involved in any waterway activity is a mandate not to be taken lightly. It is noteworthy that approval of this application would result in extending the same standard of response to persons in need on inland waters that is presently available to those in federal SAR jurisdiction. Much of the night-vision equipment provided to federal SAR responders was acquired through previous New Initiatives Funding. The arguments that made those previous applications acceptable should be equally compelling and given thought when the merit of this application is being considered.

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Splash Guard/Eau sec

To have the business community participate in the dissemination of information and attitudes with respect to safety and regulations for small craft (sea canoes and kayaks).

At the moment, several documents are available to the general public to inform them and make them aware of the regulations in effect and of safe practices for these activities.

Representations by the Canadian Coast Guard and certain associated organizations have already reached those who, through individual efforts or through their membership in a group, will obtain the necessary information and training.

Unfortunately, most sea canoeists and kayakers (phenomenal growth in Quebec) are unaware of the regulations and the minimum rules for safety and proficiency. Even worse, their environment for these activities (rental centres, outdoor equipment shops, manufacturers, outfitters, wildlife parks and reserves, summer camps, etc.) do not participate actively in sensitizing them.

The goal of the project is to use this environment in such a way that the user can no longer ignore the regulations and minimum rules for safety and proficiency. Results should be measurable in the medium term, since the project's two-year life span will emphasize participation by the various interveners to sensitize them to the problem.

We have already seen some very encouraging results with users who are members of clubs or other organizations dedicated to these activities. There is no doubt that coordinated support by all players will limit the number of victims and rescue interventions.

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Water Safety Prevention within the Inuit Community

There are many drownings every year within the native community. The Canadian Red Cross produces, among other things, a statistical report on drownings within the native community in its National Report on Drowning. The results show that death by drowning is up to 10% higher within the native communities than in other Canadian communities. Aboriginals wear life jackets less often than the rest of the population, and no aboriginal who was a victim of drowning while yachting in 1997 was wearing a life jacket, compared to 11% for the total yachting population. The Nautical Safety Bureau (NSB) of the Laurentian Region Coast Guard does not have the resources to set up intervention teams in the Quebec northern region. Developing a partnership in these communities would increase the chances of nautical safety and lessen the number of incidents.

The proposal aims to inform this clientele about the suitable equipment for their activities, equipment that is mandatory according to Small Craft Regulations, and to change their perception that drowning is an unavoidable danger linked to everyday life so that they may see it as inadmissible and avoidable.

The Nautical Safety Bureau (NSB) will coordinate and organize a nautical safety program within the Inuit community. It will be set up, in collaboration with the local Inuit who are in the Canadian Rangers, in all the social structures of the Northern Quebec Inuit communities (including hunting, fishing, schools, community TV, etc.).

Thus, the safety program will be recognized when implementation occurs and there will be local Inuit experts in the Canadian Rangers on hand to ease its implementation. In concrete terms, their interventions will consist of:

  • Setting up workshops on water safety with target groups, and demonstrating the use of equipment;
  • Presenting the idea of water safety within the schools, demonstrating the use of equipment, and organizing contests based on water safety;
  • Producing material adapted to water safety in Inuktituk (15-minute video, posters, history books, and/or coloring books).

As a result, the delivery of this service to the Inuit population will be adapted to their life style. NIF financing will include development and dissemination of the water safety program.

After the program implementation, we predict that the Inuit clientele will have, at a minimum, caught up on water-safety information (considering the distances, the linguistic diversity, and the limited choice of various and sundry equipment). Thus, small craft users will acquire a minimum knowledge of safety equipment for navigation (ref. Small Craft Regulations), as well as all the advantages of having such equipment on board (among other things, the advantages and the availability of the various life jackets on the market). In the mid and long term, we hope that the drownings attributed to small craft navigation will decrease.

Ultimately, we would like to enable the Aboriginal people (and the Inuit people) to revise their perception that there are unavoidable dangers associated with activities that are considered traditional. (ref. The Canadian Red Cross, National Report on Drowning, 1997, page 99).

Evaluation will begin with deliverable, identified products such as: workshops, school presentations with demonstration of equipment, participation in contests, and production of material (in Inuktituk, if necessary) on water safety.

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Boating on Board

In spite of the efforts put forth to promote the Pleasure Craft Operator Card, the Canadian public has been slow to respond. In fact, only a small percentage of the population who are predicted to need their PCOC card have received them. And even if the compliance was high, just like many other safety initiatives (ie: mandatory seat belt use), the need for education and promotion is still a priority.

"Boating on Board" is a unique family board game that is all about boating safety. Designed for young Canadians, it is meant to be played by the whole family. Integrated in the game are strong and specific messages about safe boating and promotion of the PCOC. When game players do not follow safety rules, they may come to understand the consequences by receiving a "boating is dangerous" message.

At the end of the NIF funding process, this program has the potential to continue by paying for itself on an ongoing basis and also provide a source of funding for ongoing safety initiatives for the Canadian Safe Boating Council.

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Boating rescue standards: Laurentian Region

An earlier NIF project helped to reveal a major lack of structure with respect to boating rescue on inland waters. In our opinion, this lack of structure is related directly to the lack of accessible standards and sources of expertise. The municipalities are often poorly advised regarding equipment and training. Boating rescue training courses currently offered are, unfortunately, often incomplete or poorly adapted. In some cases, advice given on equipment involves a specific interest and is not necessarily intended to provide the best possible support for the rescue units. The goals of this proposal are thus to remedy to the shortcomings identified above by creating suitable, standardized training for the entire area covered by the Laurentian Region, and by preparing a guide to help set up a boating rescue structure on inland waters. The guide will set out the minimum skills and the equipment required to create an acceptable boating rescue system for an inland body of water. In addition, the guide will help to identify the resources available to municipalities and boating rescue teams (for example, where to obtain documentation, training organizations, guide to help create emergency response plans, skills maintenance booklet, etc).

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Computerized database for pleasure craft registration (pleasure craft license numbers)

The purpose of this project is to establish, in Quebec, a computerized Oracle database on pleasure craft registration. This database would be made available through a central server by a link on the Web, first to allow each district office to maintain and modify the database and second to permit the rescue centre and police forces to access the database 24 hours a day.

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Development of an Operational Surface Current Numerical Simulation Model

We will address the problem of providing on-line access to nowcast and forecast coverage of the surface currents and winds in Juan de Fuca Strait and adjoining marine waters using a three-dimensional Princeton Ocean Circulation model and shore-based radar observations. The proposal is divided into two stand-alone options:

  • A nowcast to 72-hour forecast model for surface currents in Juan de Fuca Strait supported by real-time Coast Ocean Dynamics Application Radar (CODAR) data, and
  • A stand-alone nowcast to 72-hour forecast numerical model for surface currents in Juan de Fuca Strait.

Juan de Fuca Strait is a wide, strongly tidal channel separating Canada and United States that is one of the busiest commercial marine waterways on the west coast of North America. While the area has been extensively studied, there is presently exists no comprehensive operational information for the currents and winds in the region. The flow in Juan de Fuca Strait is influenced primarily by strong tidal currents, seasonally fluctuating fresh water discharge from the Fraser River, coastal winds, and highly variable intrusions of water from the continental shelf. Currents in Juan de Fuca Strait are typically in excess of 1 m/s (2 knots) and exhibit strong cross-channel variability due to variations in width, Coriolis effects, and the inherent length scales associated with coastal oceanographic processes.

Option 1: A two-site CODAR installation will be used to measure wide-area real-time surface currents near the entrance to the strait. Data from the CODAR will be used in conjunction with results from an operational Princeton Ocean Model to provide nowcast and 24-72 hour forecast surface currents. Real-time currents and sea-state obtained from the CODAR will be posted on the DFO website as soon as the data are processed. Installation and testing of the CODAR system will be supported by DFO staff and resources, as will be the maintenance of the website

Options 1 and 2: The numerical model will provide hourly nowcast and up to 72-hour forecast surface currents for Juan de Fuca Strait, which will be posted on the Fisheries and Oceans website. The format of the model results may be tailored to suit existing search and rescue programs (eg. CANSARP) that are able to take advantage of real-time surface currents. In addition to current forecasts, model hindcast currents over a 24-hour period will also be made available to assist SAR efforts. The CODAR data will provide an invaluable tool for search and rescue planners in the region, since no other instrument can provide this type of data in real-time. Moreover, the accuracy of the ocean forecast model can be continuously evaluated through comparison to the CODAR data.

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Emergency Distress Calls

This proposal, if granted, would provide useful information to recreational boaters during emergency calls depending on various provincial regions. The increased popularity of cellular phones and their greater area of coverage change the way emergency calls are transmitted. This project has positive aspects, but negative ones as well. Recreational boaters should be made aware of the advantages and disadvantages of the various communication means during emergency situations.

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Equipping your Boat for Safety

Boating safety continues to be a low priority for many recreational boaters. Awareness and education are the most potent means of affecting change. However, with a cavalier attitude towards boating safety and an ever increasing busy 'media world', reaching boaters with a hard hitting and effective message is becoming more difficult. Dual Media Productions is in the unique position of having an answer to this problem.

This project will not just focus on the requirements, but rather, will demonstrate through real life situations and recreations, WHY you must have this equipment and HOW to use it. By entertaining as well as informing, this project will provide applicable knowledge in an environment that a boater is comfortable receiving it.

This program will utilize the tools of video, television and the internet to achieve these goals.

The program will be evaluated based on the number of videos distributed and the number of television viewers and website visitors reached.

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Establishment of a VHF digital selective calling system in the Quebec region

A VHF digital selective calling (DSC), a component of the Global Maritime Distress and Safety System (GMDSS), was established at the MCTS in Rivière-aux-Renards in Quebec region and its 7 remote control sites. The DSC system is not available in Chaleurs Bay as well as all the waters from 66W to the Port of Montreal. The SAR coverage is incomplete and may impair the efficiency and the rapidity of search and rescue intervention.

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Evaluation of the Marine Simulator for Use in the Collection of Probability of Detection (POD) Data and Modeling

To undertake a pilot project to evaluate the Marine Simulator in St. John's for conducting POD experiments. If this proved to be practical it would allow POD data to be collected at an accelerated rate and at a greatly reduced cost. The basic evaluation approach would be to compare the results (sweep width curves/table) obtained from a simulated search with known results from a completed POD experiment. The concept of sweep width, as explained by Koopman (1980), is interpreted as follows: the probability of detecting a search object beyond one half the sweep width, on either side of the search vessel, is equal to the probability of missing a target located less than one half the sweep width on either side of the search unit. In layman's terms sweep width can be thought of as track spacings that would be used by a search vessel or aircraft conducting a grid search for a target. As an example typically the smaller the target of interest the more narrow the track spacing would be. There exists today complete search experiment data sets that contain all the parameters to re-create a search scenario. A significant data set that comes to mind is from a 1990 experiment conducted on the Canso Bank off Nova Scotia that involved both Canadian Coast Guard and United States Coast Guard search vessels. The availability of such data leads to a solution of the validation problem, independent of simulator fidelity. From the trial data all search parameters can be programmed into the marine simulator. These would include such parameters as search tracks, vessel speed, sea conditions, target location, target type and so forth. The subsequent sweep width results from a simulator search then could be calibrated against sweep width results obtained from the field trails.

We anticipate a 3-phase project with the Phase I project being a pilot project intended to evaluate the Marine Simulator using 2 or more platform -sensor -target combinations. Phase II and III will depend to a large degree on the success and recommendations from Phase I. In Phase II we would anticipate fine tuning of the simulator calibration for other platform -sensor -target combinations while collecting meaningful search data and in Phase III we would anticipate the concentration will be on data collection and the subsequent generation of sweep widths for various platform -sensor -target combinations identified in past reports where there is a known lack of data. From there on it is anticipated that international agencies and industry would recognize the value and begin to fund on going work.

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GPS Education and Awareness Program for Mariners

Since 1997 the Newfoundland and Labrador Search and Rescue Association Incorporated (NLSARA) has been working with Canadian Coast Guard's Office of Boating Safety (CCG, OBS), through a successful partnering arrangement, to deliver boating safety services in isolated and dispersed communities throughout Newfoundland and Labrador. This volunteer organization, with twenty-seven teams and over nine hundred members, has a local presence throughout the province and is crucial in assisting the OBS in connecting closely with communities. Respected members of the NLSARA are excellent ambassadors for boating safety and when they deliver a boating safety message in communities, people listen. It is crucial for the continuing success of this partnering arrangement, to provide the SAR teams with the necessary tools, resources and guidance to more effectively and efficiently continue the work delegated to them by OBS, CCG Newfoundland.

NLSARA proposes to provide all 27 member teams with GPS units and training, to ensure all members can effectively and efficiently use this technology. The organization will then use the GPS technology to educate and protect the public, to protect its own members, and ameliorate search and rescue operations in each team's area of responsibility. In a region with as many remote, high risk areas as Newfoundland and Labrador, it is crucial to educate the public about the importance of carrying GPS units while on the water, not only to facilitate navigation but also to aid in early detection by SAR response teams in the event of emergency. The GPS units coupled with the associated training will enable an integrated and coordinated approach to assist volunteer SAR teams to fulfill their mandate and save lives. This proposal links well with the Aids to Navigation Education and Communications Plan in this region, which follows from the national Aids Modernization Initiative, and also addresses the three main goals of the National SAR Program.

3

GPS/Mapping Software Procurement and Training

Since 1997 the Newfoundland and Labrador Search and Rescue Association Incorporated (NLSARA) has been working with Canadian Coast Guard's Office of Boating Safety (CCG, OBS), through a successful partnering arrangement, to deliver boating safety services in isolated and dispersed communities throughout Newfoundland and Labrador. This volunteer organization, with twenty-seven teams and over nine hundred members, has a local presence throughout the province and is crucial in assisting the OBS in connecting closely with communities. Respected members of the NLSARA are excellent ambassadors for boating safety and when they deliver a boating safety message in communities, people listen. It is crucial for the continuing success of this partnering arrangement, to provide the SAR teams with the necessary tools, resources and guidance to more effectively and efficiently continue the work delegated to them by OBS, CCG Newfoundland.

NLSARA proposes to provide all its 27 member teams with GPS units, associated mapping software and training to ensure all members can properly and efficiently use this technology. GPS technology and mapping software will be used to protect their members, educate and protect the public and to assist in search and rescue operations for missing and lost persons. The GPS units, the computer mapping software coupled with the associated training will enable an integrated and coordinated approach to assist volunteer SAR teams fulfill their mandate and save lives.

3

Ice Rescue Training for First Responders

Ice rescue on frozen waters in winter conditions requires different skills that must be learned in optimal conditions. Thus, it is necessary to provide first responders with course material that covers training, learning exercises and equipment in order to offer comprehensive training. Although a manual on this subject already exists, it would be beneficial to promote a specific ice rescue training program. Consequently, the proposal is aimed at improving ice rescue skills and techniques.

3

Investigation of New Technologies and Best Practices

Emerging technologies first had a major impact on SAR with the implementation of the GMDSS in 1992. Since then, the rate of change has increased and the impact has been much deeper and wider than most people expected. As a result, the search and rescue community is having trouble keeping abreast of new technologies and the potential benefits or drawbacks for search and rescue. There will be three major components to this project:

  • Attend technology related conferences such as Safety UK to learn more about new technologies and there potential impact on SAR and meet with technology providers to raise their awareness of SAR.
  • Liaise with other SAR agencies and discuss new technologies and their implementation. The goal in this part will be to adopt the best practices of the other SAR agencies whenever possible.
  • Advise SAR managers and assist with development of policy and solutions to technology challenges. This will include regular reports and briefings to HQ personnel.
Outputs and Results:
  • SAR personnel and managers will have a better awareness of new technologies and their impact on SAR.
  • Technology providers will have a better awareness of SAR operations, policy and SAR's requirements with respect to their products.
  • The SAR system and SAR response will be improved and more lives saved as a result of the efficiencies afforded by the use of new technologies and the adoption of the best practices of other SAR agencies.

3

Maritime Emergency First Aid Training for Recreational Boaters

Every year there is a high number of boating-related traumas, drowning being the second cause of fatal accidents in Quebec's cohort of 55 and less. These accidents and incidents are in a large part responsible for this statistic. A training program on maritime emergency for recreational boaters, in accordance with objectives of the project (see document # 2), would help reduce this statistic and especially increase recreational boaters' chances of survival when maritime emergency first aid is administered on watercourse in Quebec. This project is different from the Canadian Coast Guard Pleasure Craft Operator Card program. The objectives of the project are mainly to help recreational boaters increase their ability to provide maritime emergency first aid, i.e. provide first aid in an emergency situation on the water. This would be achieved with educational material such as a training manual and a booklet on maritime emergency first aid, and training sessions. With the information provided in the educational material, we believe that the boater, whether involved in an accident on the water or simply a witness of such an accident or of a medical problem on a boat, will be able to provide the necessary emergency first aids to stabilize the condition of trauma victims on the water and save human lives.

3

Pleasure Craft Operators Card Promotional Program

In early 2000, legislation was introduced requiring all Canadians who operate power driven recreational vessels to obtain their Pleasure Craft Operator Card (PCOC) over a 10 year phase in period. Currently anyone born after April 1st, 1983 is required to have their card. The next critical milestone is on Sept 15th, 2002 when anyone operating a power driven vessel less than 4 meters in length must have their PCOC. Compliance to the legislation has been poor. To date fewer than 300,000 Canadians have acquired their card and it is estimated that fewer than 10 percent of those legally requiring their card have done so. However, even if compliance were 100%, like any safety legislation, there is always the need for ongoing promotion to keep boating safety top of mind. With those considerations, the Pleasure Craft Operators Card Promotional program was developed.

The PCOC Promotional Program will provide a platform to increase awareness of the requirement of the need of the card, promote the requirement, develop a series of products that will reduce the resistance Canadians have in acquiring the card and most important, deliver boating safety education at the same time.

Using a variety of media, including broadcast television, specialty magazines, the internet, and working in conjunction with course providers and the Canadian Coast Guard, the program will work to ensure that every Canadian boater is reached.

The net result of this Promotional Program will be increased compliance and that will create more educated boaters on the water. With education will come a reduction in Search and Rescue missions, property damage, personal injury and deaths on Canadian waterways.

Measurement will be the increase in the number of PCO cards issued. Additional measurement of the program's success will be from impressions made with the media used in the campaign.

3

SAR Radar Evaluation Trials

This project deals with the characterization of a new radar technology partially developed under NIF funding in 1996/1997, and the transfer of that technology from experimental to operational status. The new technology offers the capability of detecting targets that are currently undetectable by any means in certain conditions. An increase in detection range by a factor of 2 to 5 has also been demonstrated over conventional means in certain conditions. It is proposed to deploy radar at shore based site and conduct extensive data collection against known targets moored to the ocean floor, over a period of 6 months in various weather conditions. Radar data will then be analyzed to determine the exact detection capability of the new radar technology.

Following the determination of the radar capability, the system will be deployed on a Coast Guard vessel for a period of 6 months where it will be used operationally to conduct Search and Rescue missions concurrently to vessels equipped with conventional detection technologies. A comparative evaluation of missions carried out with the new radar technology will then be made. Recommendations for continued development or operational deployment of the new technology will then be made.

3

Search and Rescue Equipment for Volunteer Lifesavers, CCGA (L) Inc.

This project is to equip our volunteer lifesavers' boats with GPS receivers and night vision goggles in order to improve the efficiency and the search pace and rescue operations. Upon completion, the project will increase the response effectiveness once a call alert is communicated. This will also improve volunteers' knowledge, in charge of search and rescue cases, and increase their commitment level. This project meets the NSRP objectives since it contributes to improving the means to save lives, to help reduce the risks of incidents during search and rescue operations, and to carry out these operations more efficiently and effectively and save money.

This project also meets the objectives of the NIF, which aim at improving the search and rescue services and the objectives of the NSRP.

3

Seasonal Approach to SAR and Drowning Prevention in Newfoundland and Labrador

Newfoundland and Labrador has consistently had the highest drowning rate per capita of all the Canadian provinces, exceeding the national per capita rate by about 2 ½ times on average and up to nearly 6 times the national average in 1996.

A need has been identified through a three-way partnership between the Lifesaving Society, the Office of Boating Safety, and Canadian Red Cross, to design an innovative, interactive, computerized multi-media product and facilitator's manual aimed at reaching youth (ages 5-14) audiences throughout the province before they move into a high-risk category. Education of youth in water and boating safety practices is an effective means of changing behaviour and extending the message further, to friends and family members.

This initiative involves the development, production and distribution of an interactive computer program, with accompanying facilitator guide that will provide an effective tool for teachers, youth and volunteer organizations that interact with youth, to deliver consistent, seasonal water safety messages to target groups in every region of the province. The purchase of computers will allow the partnering organizations to deliver the program, in-house, through their safety officers and volunteers, enlarging the numbers of individuals exposed to behavioural changes messages.

3

Small Craft Risk Management Program (SCRMP)

The target group:

  • Vessel rental companies including staff
  • Guides and instructors
  • Outfitters, including their staff
  • Trip organizers unaware of all of the risks e.g. outdoor youth programs
  • Education authorities, school boards, parents and teachers taking part in boating outings
  • Boating clubs with these vessels including staff and volunteers

This proposal addresses the need to provide a comprehensive small craft risk management program, specific to the needs of the target group and the boaters in their care, to reduce the deaths by drowning and SAR incidents caused by the misuse of the subject vessels*

*[powered boats (less than or equal to 5.5m long) canoes, kayaks, rowboats, small sailboats and PWC]

The Small Craft Risk Management Program (SCRMP) is aimed at the target group across Canada since the subject vessels they use are identified by Red Cross and Lifesaving Society statistics as generating the highest number of deaths by drowning.

The program is not designed to replace existing instruction programs but provides a means for the target group to focus on a basic standard of care for boaters using the subject vessels by both taking part and delivering the program as follows;

Section A

Aimed at the target group, to be utilized within their companies or organizations and educating the target group on their responsibilities and managing the risk for boaters in their care. This section of the program would consist of:

  • SCRMP handbook "The Small Craft Risk Management Program Handbook" a complete guide to the program.
  • Five videos, one for each vessel category, aimed directly at the target group "So Take the Time Manage The Risk'.
  • Posters with essential safety messages for on site display and for use by trip organizers in schools etc..
  • The target group would also be utilized as distribution points for Canadian Coast Guard and Canadian Safe Boating Council safety promotions and messages.
  • Note: The target group as volunteer participants, would be used to provide incident data collection points for the Water Incident Research Alliance using the standard form provided by the Alliance. This Form could also be provided on the SCRMP website.
Section B

Aimed at boaters taking part in boating activities, educating them on risk management specific to their vessel type and activity. The boaters risk management section would be delivered directly to the boaters by the target group prior to or at the point of embarkation by using video, printed guidebooks and posters. The videos and guide books would also be available on the SCRMP website for the general public. This section of the program would consist of:

  • Five videos, one for each vessel category, "Manage The Risk-Enjoy Your Trip "to be viewed by the boaters on site prior to departure or prior to attending the trip
  • Five Boater Guidebooks, one for each vessel category, "Manage The Risk-Enjoy Your Trip " to be used where videos cannot be shown and to be in possession of boaters during their trip

By being exposed to the videos, guidebooks and posters just prior to entering the water, the boaters will be better exposed to and informed on their responsibilities and what to expect from a typical trip.

The problems the target group face

No comprehensive Small Craft Risk Management Program available to fill the void.

There are some risk management policies available that are general in scope and apply to several different outdoor activities, there are also several pleasure craft training programs in place. However when it comes down to the uneducated boater using the subject vessels, the target group does not have a comprehensive risk management program "specifically aimed at boaters using the subject vessels" available to them. The cost of individually setting up such a program is cost prohibitive. Consequently the target group rely on either minimal risk management or none at all. The boaters are in turn relying on being informed by the target group. The results are in the drowning reports and increase in Search And Rescue incidents.

What does the SCRMP do for the target group?

  • Provides an inexpensive risk management program specific to their needs, which would be cost prohibitive if the individuals in the target group had to developed the program on their own.
  • Provides staff training materials specific to their business in the program handbook and video "So Take the Time Manage The Risk".
  • Increases their management of risk.
  • Decreases their liability exposure.
  • Provides a better level of care (service) for their customers.
  • Can be used to promote the safety aspects of their business.
  • Reduces liability insurance premiums provided by Canadian Board of Marine Underwriters. (Source President Pat Bodkin) (see Additional Information)
Analysis of the program costs for the target group

An Example. To be in possession of a complete risk management program a canoe rental operation requires:

  • 1 Management video $14.00
  • 1 Program handbook $15.00
  • 1 Canoe video for the boater $14.00 plus applicable taxes

A total of $43.00

Note: Where the equipment (t.v., video and space necessary for viewing) is not available in the often small water-side kiosk used by some rental operations the boater guidebook fills the need for onsite program delivery.

The videos are also made available to participating group leaders for viewing prior to attending the outing.

Boater guidebooks for informing the boaters ($15.00)

Included as part of the rental equipment covered by the rental deposit:

  • Website: a dedicated Website in English and French will be provided for general information and ordering the program materials. The site will carry a list of registered program participants and promote the target group using the program.
  • Outputs
  • Program Promotional Kits; The NIF funding would generate 100 Complete promotional KITS for distribution to key promoters and interested parties (75 in English and 25 in French) includes videos and guidebooks, posters and brochures
No Further Requirement for NIF Support

Having the video masters and printed material master copies in place, would allow the program to continue without further NIF support. The program would be run by the Small Craft Risk Management Society, a non profit organization incorporated under the laws of British Columbia who would supply the program materials at the cost to participants as indicated. Service will be provided in both French and English.

Evaluation Criteria

The following will be supplied for evaluation

Final copies in English and French of:

  • All Videos
  • All Guidebooks for Boaters
  • The SCRMP management handbook
  • Posters
  • Brochures
  • On going reports on
    • The number of brochures distributed
    • The number of hits on the website
    • The number of promotional packages distributed
    • The number of orders placed for each of the product line
    • Media events newspaper and magazine articles.
    • Feedback from interested parties.

3

Water-related Emergency Care Training for Recreational Boaters

Every year we see an increased number of injuries related to recreational boating. Drowning is the second most frequent cause of death in Quebec among those 55 years of age and younger, and boating-related accidents are largely responsible. The goal of this project would be to educate and train recreational boaters in water-related emergency care in order to help meet the objectives of the NSS to reduce mortalities and improve the chances of saving lives. This project is not similar to the Canadian Coast Guard`s Pleasure Craft Operator`s Card program. The purpose of this project is essentially to educate and train recreational boaters in water-related first aid skills by providing them with educational material such as a water-related first aid training manual, a first aid handbook, and water-related first aid training. Once provided with these types of resources, we believe that a recreational boater who encounters a boating accident or a medical emergency onboard a watercraft could provide the necessary emergency first aid assistance in order to assist victims who suffer water-related injuries and save lives.

3

The Water Rules

A surprising number of collisions occur between boats and other boats, fixed objects on and just under the water and fixed objects on the shore. Many are reported but and even great number are not. The result is a significant loss of property and personal injury. Most of these could be prevented with some basic education on the part of the boat operator.

The Water Rules is a comprehensive communication program designed to categorize the most frequent cause of boat collision and communicate the basic 'rules' of vessel operation on the water. The communication method will combine entertainment and education into a variety of delivery mechanisms including video, broadcast television and the internet to ensure the broadest possible exposure of the message while still involving the boating safety stakeholders as an integral part of the distribution plan.

Effectiveness of The Water Rules will be measured through reports on distribution, viewership and visitation.

3

What to Do (If it Happens to You)

A number of SAR missions, injuries and loss of life among recreational boaters are the direct result of lack of education. Part of the education challenge is the development of relevant messages, and part is the development of a comprehensive way to deliver them.

What to do (If it Happens to You) is a program designed to categorize the more frequent on the water incidents and communicate information about prevention, what to do if you find yourself in a life-threatening situation and what you can do to assist another who is the victim of an incident on the water.

The communication method combines education and entertainment with a variety of delivery mechanisms including video, television, the internet and print to ensure the broadest possible reach within the Canadian boating community while still actively involving boating safety stakeholders as an integral part of the plan.

The effectiveness of What to do (If it Happens to You) will be measured through reports on distribution, viewership and visitation.

3

International SAR Contacts Database

As a result of global communications and alerting systems, Canadian RCCs are dealing with other RCCs around the world on a daily basis. Because there is no updated database of international SAR points of contact, a lot of time is wasted in trying to identify and contact the appropriate agency. Most often one RCC is trying to notify another centre of a distress alert within their search and rescue region, therefore any delay may result in loss of life. In a worst case scenario, the Canadian RCC may not be able to pass the information to the responsible RCC and, by law, must coordinate the SAR remotely.

This proposal will implement a web based, map driven database. Any RCC with an internet connection will be able to query the database and find a contact number for another centre. Additionally RCCs will be able to update the data with any new numbers or information they have discovered, which will then be available to all other users.

This will simplify the passing of information between RCCs and reduce the delay in alerting an RCC of a distress in their region. As a result, there will be a corresponding reduction in workload at the RCC and increase the probability of saving lives.

Date Modified: 2008-03-31

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