The National CCGA Training Curriculum Development initiative will ensure that the Canadian Coast Guard Auxiliary (CCGA) will have a means for delivering training material n a standardized and cost-effective way to all members, and would facilitate the development of a comprehensive training template for all regions to the CCGA and all other interested marine SAR groups in Canada.

Quebec Municipalities – Our Partners in SAR

The Canadian Coast Guard Auxiliary – Quebec (CCGA-Q) initiative is meant to develop partnerships with Quebec municipalities served by its membership. The initiative will seek to improve efficiency during water response operations, avoid risky overlap in the use of limited resources and improve coordination of multi-jurisdictional communications and actions during responses. The initiative will also provide equipment to response units.

Personal Strobe Lights

Safety and the well-being of our SAR personnel during SAR cases directly impact the SAR response effectiveness. The Canadian Coast Guard Auxiliary Maritimes would like to supply each member with a personal strobe light. This strobe light would be used for personal safety when tasked at night. More than 97% of our members are captains or crew members of active SAR vessels.

Photo ID for SAR Responders

The safety of SAR personnel and the effective prosecution of SAR events are often dependent on expediting or controlling access to a restricted area. This is to ensure that the public, or even the rescuers themselves, are not put at risk and that time and resources are not consumed controlling concerned but non-operational people such as family and neighbours or the curious. In order to ensure the safety of our SAR crews, the Canadian Coast Guard Auxiliary Maritimes recognize that one of the cheapest, yet most effective elements of controlling/expediting access on scene is by designing, issuing and using a photo-identity card.

The Canadian Coast Guard Auxiliary Maritimes would like to design, produce and provide all members with such a photo ID card. More than 97% of our members are captains or crew members of active SAR vessels. This photo ID will allow quick identification when dealing with The Canadian Coast Guard, RCMP, local police, other officials and the public, at controlled sites, especially during a SAR case.

Improved Algorithms - Evaluation & Implementation

This project will explore various techniques in search theory and implement a software solution to be used with CANSARP (Canadian Search and Rescue (SAR) Program) used by the Canadian Coast Guard (CCG). The methods currently used to determine a search area were developed by Koopman during World War II; they were widely used as they were computationally simplistic and could be manually calculated. Since then the program has expanded to incorporate more inputs, but the fundamental method remains the same.

Koopman’s method was effective since it could be used with the resources available at the time. However, since World War II there have been dramatic increases in computer complexity and efficiency. Many of the algorithms that would not have been feasible 60 years ago are now tractable.

Specifically, this project will explore the minimax and Monte Carlo techniques to determine which system yields more accurate and reliable search areas. Variations of these algorithms have been widely used in a number of applications. The project will begin with research on and documentation of the existing CANSARP system and a study of the new methods. Simulations will be used to develop and test the algorithms and compare with CANSARP. Once the algorithm development has reached an advanced stage, field trials will be carried out. The accuracy and precision of the proposed search areas generated by the algorithms will be used as criteria for evaluation. Following the field trials, the algorithms can be fine tuned and the one with the better performance will be integrated in the current CANSARP software.

Real-Time Target Detection and Tracking from a Video Stream

Aerial search and rescue (SAR) operations conducted over vast homogeneous surfaces such as water can test the limits of human observation. Small targets may be difficult to see and the role of observer fatigue is significant. These effects raise the potential to miss sought targets and reduce the efficiency of the search operation.

This project is intended to assist SAR personnel with the monotonous task of detecting small targets in vast search areas such as the ocean surface. The general idea is to utilize a video stream arising from an imaging camera (optical or infrared) mounted aboard a SAR aircraft. Target detection will identify points of interest in the video stream in real time as they appear. The user will be notified upon detection of a target of interest, and the target will be highlighted and tracked while it appears in the video. This technology will aid the SAR effort by reducing the chances that targets are missed during searches.

CCGA-P Training Centre

In order to enhance the response capabilities of its crews and to ensure their safety, the CCGA-P would like to develop a marine SAR training centre that would provide CCGA-P members with the standardized training required to ensure they are skilled, effective, and confident in their lifesaving work.

The CCGA-P relies entirely on volunteers to crew its vessels and to carry out marine SAR missions and educate the public about SAR prevention and risk assessment. These volunteers come from a diversity of backgrounds, and bring with them a wide range of skills and abilities. While this benefits the organization in many ways, only 11% of the CCGA-P’s active crewmembers have a maritime background, which means that 89% of the CCGA-P’s active crew joined the CCGA-P without the skills and knowledge required to conduct complicated and potentially life-threatening SAR operations using sophisticated and expensive equipment.

The CCGA-P SAR Marine Training Centre would provide the organization with a vehicle for delivering this training in a standardized and cost-effective way to all of its members, and would facilitate the development of a comprehensive training template for all other regions of the Canadian Coast Guard Auxiliary in Canada.

Web-Based Marine Response Capability Assessment Tool

This tool allows SAR operations managers to determine the capabilities of their current fleet and to re-evaluate the status quickly at such times when resource status changes.

This project will extend the current RCAT software application developed in the ArcGIS software platform. This tool has been developed to use archived SAR resource information to plan the deployment of SAR resources. This software requires the use of ArcGIS and is used on a desktop computer. The software produced by this project will be accessed via a web page accessible on the federal wide-area network. This will provide the capability assessment tool nationally. As well, a link to the CG resource database will provide not only a planning tool, but an up-to-the-minute assessment of the current deployment of SAR resources.

This product ensures consistent coverage and will quickly highlight gaps in the SAR coverage. As well, through interaction with the planning tool, realistic evaluations of theoretical SAR resource distributions are possible. This will allow for quick and easy assessment of alternative distribution strategies to make the most effective use of SAR assets.

Feasibility Study to Investigate West Coast Fishers Interests

The recent Cap Rouge II capsizement precipitated this NIF proposal. The author has 40 years of experience in occupational medicine and marine survivor training. One of the topics that has worried him for all these years has been (a) the consistent high rate of fishers’ drownings, (b) and the fact that it is one of the most hazardous occupations in the world, and (c) the huge cost to deploy a SAR mission to locate and rescue the person(s).

Twenty-five years ago, Crockford attempted to get the North Sea fishing industry interested in reducing their significant fatality rate with no success. The time appears ripe to re-open the discussion.

Marine Marker for Common SAR Objects

Provide a marine marker for deployment to lifeboats and other common SAR objects through the examination and testing of the most suitable and cost effective technologies available.

Situations have occurred where SAR resources have not been effectively utilized, and put at unnecessary risk, due to an inability to re-identify previously examined debris, ships adrift, lifeboats, and other common SAR objects from earlier SAR incidents. The use of a radio marker placed by SAR technicians and detectable by intervening Coast Guard ships and aircraft, and vessels of opportunity, will prevent the unnecessary cost and risk of locating and searching SAR targets which have been previously searched or emptied. The Marine Marker must be an easily deployable, cost effective, and have the ability to survive in the harshest marine environments.

This proposal is for a three year, three-phase research program. The objective is to find the most cost effective and reliable means of providing the CCG with a marine marker as described above. Focus will be given to commercial off-the-shelf technologies. Field programs and theoretical analysis will be used to determine the suitability of available technologies. The final phase will involve the commercialization of the technology into cost effective, easily manufactured devices.

Getting Rescuers on the same Wavelength

Many people have to act and interact on Quebec waters in a variety of search and rescue situations. It’s a fact that coordination lies at the root of success in any rescue operation, and is thus central to reducing loss of life. Unfortunately, through lack of information and training, people do not know how SAR operations work. There are clear shortcomings with regard to communication and to uniformity of technique. The lack of statistics on marine SAR, aside from that involving Coast Guard people, is revealing. Poor communication, lack of knowledge, poor or no compilation of data, missed learning opportunities, and the danger of repeating the errors of the past.

Set up a team of two specialists in marine rescue to foster cooperation among rescuers. Promote communication during rescue operations and at other times in order to improve the coordination and effectiveness of rescue work and prevent loss of life. Inform those involved about the knowledge and equipment they will need for marine rescue work, especially as regards communications in a SAR context.

To be clear, the problem is not one of communications strategy. It’s more a problem of sharing information and making it available. What I mean is, the strategy exists, but it is only shared among the SAR units of the regular CCG (inshore rescue craft) and CCGA.

During rescue operations, certain units other than CCG and CCGA units communicate with difficulty or not at all. They do no know the other parties involved and their mandates or how to communicate (who to call and how). Often they do not have the necessary equipment. The biggest failure is in the area of communications training. It’s not so much a matter of needing more integrated communication as a matter of integrating these other rescuers into the effective communication system already used by the CCG and CCGA.

Cases like the Lady Duck or the collision of the Bizard Island ferry are examples of situations where many different rescuers were called on but poor understanding of the communication system and of how to work together increased delays and reduced the chances of survival.

24/7, All-Weather, Small Search Object Detection

The purpose of this project will be to identify low-cost options for oceanic search and rescue units (SRU's) to reduce search times, increase probability of detection and verify the existence or non-existence of small search targets without having to deviate from their ongoing search pattern. It is hoped that our research, if funded, will prove that the software enhanced processing of traditional marine, collision avoidance radar signals, through a slaved PC, will serve to detect small objects in either reduced visibility due to weather or darkness and the use of a thermal camera / stabilized searchlight system will be able to verify / identify such targets.

Improved Ocean Drift Prediction Theory

The current procedures used in Canadian and international maritime search theory, as described by Bernard Koopman (1946), were derived for Anti-Submarine Warfare techniques in World War II. These techniques were aimed at calculating quickly the quantities required for planning a search. The need for speed, and ability to do it all by hand, meant that in some instances, the rigors of implementing "optimal techniques” were replaced by ‘’rules of thumb”. This applied search theory quickly gained acceptance by maritime SAR agencies worldwide and has remained in global use ever since.

Various practical improvements and modifications to search planning techniques and data have been made over the years, but the application of the underlying theory remains unchanged, as shown in the International Aeronautical and Maritime Search and Rescue Manual (IAMSAR Manual, 1999) and recognized globally as the standard text on aeronautical and maritime SAR operations and methods. As a result, the current methods may not be suited for developing optimum search strategies and SAR coordinators are limited to conducting searches in crudely defined areas.

There is clearly a great deal of room for advancement in the present maritime search theory that can make substantial contributions if properly applied. Improvements in the basic underlying search theory would help ensure efficient, effective use of expensive search resources, ultimately resulting in more lives saved. Those awaiting rescue deserve the time advantage such an upgrade to the maritime search planning theory could offer.

This proposal will address the portion of the search theory directly related to the prediction of drift and search area calculation and how it can be improved.

SAR Access to AIS and INNAV Data

There is a CCG major capital project ongoing to fund Automatic Identification System land-based infrastructure nationally. The AIS is also composed of a shipboard broadcast transponder system operating in the VHF maritime band that is capable of sending and receiving ship information such as identification, position, heading, speed, ship length, beam, type, draft, and hazardous cargo information, to other ships and to shore. VHF site installation begins in 2005/2006 and ends in 2007/2008. Part of the AIS project involves integration of AIS targets into the INNAV system.

INNAV is a CCG Integrated Marine Information System with the following features:
• Integrates all data required for the Vessel Traffic Management, including Radar and AIS (extended coverage in future) on one workstation.

• Share, in real time, marine information between all MCTS centres.
• Supplies and shares marine Information with multiple users (ports, Pilots, St. Lawrence Seaway & Marine Agents, etc.)

INNAV is a vital source of information that can be utilized by SAR in its efforts in coordinating vessel deployment in response to distress calls. There is a requirement for INNAV data to be integrated into and displayed on the CANSARP system.

Marine Rigid Hull Inflatable (RHI) Vessels Helmets

Rigid Hull Inflatable (RHI) vessels are used by the Canadian Coast Guard Auxiliary-Pacific (CCGA-P), Canadian Coast Guard (CCG), and Department of National Defence (DND) for rapid incident response in Canadian waters. A safety concern for all operators is suitable protective headgear for crew members. There are several water use helmets available but they all have weaknesses due to limited crash protection upon striking the water or bucketing (trapping water in the helmet and possibly breaking the neck of the wearer).

In 1992 the CCG developed a helmet for CCG crews but operational requirements for these helmets need to be updated. In December 2003, CCGA-P completed an in-depth comparison study that focused on National Helmet Safety Standards. To increase safety for crew member’s helmets will include inter-crew hands free communication system will also be developed. The helmets would have to provide safety, ventilation, ability for crew member to have clear visual field with eye protection, and most importantly have space for a communication system.

Newfoundland Operation Ocean Forecasting System (NOOFS)

We wish to provide realistic verifiable surface current and surface temperature forecasts for the Newfoundland Region for the Canadian Coast Guard Search and Rescue System. This will provide a net improvement on present environmental inputs into the CCG CANSARP program. This proposed work will be carried out in collaboration with the European MERSEA* integrated project and with MERCATOR**, the French operational ocean forecasting system. The proposal is four fold:

(1) The integration and testing of MERCATOR surface currents and temperature into the Canadian search and rescue system for the North Atlantic.
(2) The development of a regional operational ocean model nested within the MERCATOR operational North Atlantic Model for high resolution realistic current forecasts on the shelf.
(3) The collection of synoptic in-situ observation data to enhance both MERCATOR's operational North Atlantic model in the Newfoundland Region and the Newfoundland Shelf Regional Operational Model.
(4) The integration of the regional model within CANSARP.

This proposal makes optimal use of an existing, state-of-the-art, global system (MERCATOR) while addressing the need for higher spatial resolution and accurate forecasts of the highly variable surface current field over the continental shelf. MERCATOR will provide surface current and temperature forecasts on a 12 km grid for the entire North Atlantic, while NOOFS will provide forecasts on a 4 km grid over the continental shelf. The regional model proposed here, will cover the Grand Banks, the Northeast Newfoundland Shelf, Flemish Cap, Flemish Pass, and Orphan Basin, and will thus encompass most of Search And Rescue incident locations handled by Maritime Sub-Rescue Center St. John’s.

Forecasts will be constrained by assimilation of real time satellite and in situ observations greatly enhancing the accuracy of determining currents. Better real time knowledge of highly variable surface currents will improve the ability of SAR operators in assessing drift and search patterns in the Newfoundland region. In addition, predictions of ice berg drift, pack ice and survivability will be greatly enhanced. The development of operational oceanographic models is a high priority for DFO and will provide a focus for continuing research and development in the foreseeable future.

* MERSEA: Marine EnviRonment and Security for the European Area. Large European integrated project to develop an operational ocean forecasting center by 2008
**MERCATOR: French operational ocean forecasting center (Toulouse France). MERCATOR is currently developing a global ice-ocean model forecast that could provide coverage of the Artic and the Pacific for which CCG has no ocean surface current information.

Development of a Site-Specific Weather Forecasting System to Support Fishing Activities in the Western North Atlantic.

As the Newfoundland fishing industry becomes more focussed on shellfish, vessels are heading further from shore and therefore require more accurate, detailed weather forecasts to ensure fishing activities are carried out safely and efficiently. The primary source of marine weather forecasts for the fishing industry is the Meteorological Service of Canada (MSC). Unfortunately, marine forecasts provided by MSC lack the temporal and spatial detail and a real coverage required by the industry to aid in advanced planning and avoidance of inclement weather. In addition, the recent move of the MSC marine forecasting program from the Newfoundland Weather Centre in Gander to the Maritimes Weather Centre in Dartmouth, Nova Scotia means that marine forecasts for Newfoundland and Labrador waters are no longer being issued from within the province.

This submission seeks NIF funding to develop a site-specific marine weather forecasting system for use by the fishing industry. Numerical Weather Prediction (NWP) models run by Environment Canada would form the basis for such a system, but a qualified meteorologist would apply knowledge of the shortcomings of NWP models along with local area forecast experience to create a value-added product. Forecasts would be generated on a grid with spacings as low as one degree or better, thereby allowing the user to obtain a forecast specific to his area of interest. Forecasts would also cover a time frame of 5 days in the future to permit advance planning. New cost-effective communications technologies would be utilized to deliver forecasts to users in port or at sea, ensuring that price is not a deterent to obtaining a forecast.

While the trial period for this project focuses on the western North Atlantic, the technology developed could be readily adapted to eastern Pacific waters and other marine areas following completion of the trial period.

Fishing vessels represented 72% of total Search and Rescue (SAR) incidents in the Newfoundland Region in 2002 and 71% in 2003. A total of 37 marine incidents in 2002 and 59 in 2003 were attributed to ice and weather. It is anticipated that improved technology in marine weather forecasting along with better distribution of detailed forecast data to fish harvesters would help to lower these numbers.

This proposal addresses the NSP and NIF SAR Prevention Objectives by providing the fishing industry with accurate, detailed and timely weather forecasts upon which informed decisions regarding safety can be made, thereby reducing the number of weather-related SAR incidents to which the Canadian Coast Guard responds. It also addresses the NIF Response category by providing the Canadian Coast Guard with accurate forecasts in a timely manner when responding to SAR incidents.

East Coast Forecast System

This proposal seeks funding from the NIF program to assist to develop a forecasting system for East Coast/part of the Eastern Arctic surface currents model and transfer the data to CCG for ingestion into CANSARP.

In search and rescue operations, the search area is determined from the best available information at the time of incident. At the present, we have 3 East Coast models that overlaps in some areas and have gaps in other areas. Search coordinators must make decisions on what model data to use and be aware of model gaps to ensure the best information is used in the search plan. During a search operation, it is not the time to evaluate and decide which model to use. The combined East Coast Forecast model will remove the overlaps and gaps and also extend the surface current model to cover an area in the Eastern Arctic around Baffin Bay where we do not have any surface data to assist us. Real-time data from surface drifters can provide the most critical information required for CANSARP. But drifter data have limited spatial and temporal coverage: drifters such as SLDMBs are deployed by aircraft or ships tasked to a SAR operations and in the search area for the operation. To initally predict a search area for the operation, the controller must rely on models of surface currents to determine where to send units to search. Once in the search area, the use of SLDMB’s will increase the accuracy of where the units should search. This is best strategy for predicting surface currents over a large area is to use real-time data (SLDMBs) in conjunction with model predictions. The core of the forecasting system will be an advanced computer model for surface currents

Over the past ten years, scientists at IML, BIO and Dalhousie University have developed ocean circulation models for the Grand Banks, Scotian Shelf and Gulf of St. Lawrence. Built on the past experience, a large-domain forecast model covering the entire eastern Canadian seaboard with advanced features and more reliable results will be developed in this project. The model will be calibrated and validated against data from surface drifters deployed by the Canadian Coast Guard and the Canadian Coast Guard College. The forecasting system will integrate the operations of data transfer, model execution, and graphic display.

This proposal will integrate three East Coast models with an extension to the Scotia Shelf or Grand Banks model to cover areas not included in the existing models. The computer generated surface currents will be available to Canadian Coast Guard to be used by CANSARP.

Emergency Position Indicating Radio Beacons

NIF and the Coast Guard have supplied funding for the purchase of EPIRBs for their own vessels and for vessels used by summer staff. The Auxiliary is requesting that EPIRBs be initially purchased for Units that responded to 3 or more tasking in 2002/03.This is 22 Units. EPIRBs cost in the range of $1,500 each for a total cost of approximately $33,000 If the cost per unit is less then additional units would be purchased. This request did not contemplate the purchase of Units for the Arctic.

Strong message to the volunteers that they are equally important to regular staff and summer students.

Enhanced Marine SAR Communications – Ottawa River

The CCG has traditionally provided limited services on the Ottawa River (2 Canadian Coast Guard Auxiliary (CCGA) Units), between Ottawa and Carillon, in support of provincial and municipal authorities who respond to SAR incidents. Two recent Transportation Safety Board reports on serious incidents on the river have recommended that the CCG provide shore-based marine radio coverage in this area to better assist in the response to SAR incidents. The CCG is proposing to increase its level of service but extending current marine radio coverage from Carillon to Ottawa. This proposal makes a cost sharing arrangement to install a marine radio VHF repeater linked to a CCG Marine Communications and Traffic Services (MCTS) provide this new SAR service.

Evaluation of CANSARP Drift Modeling Capability

In order to predict the drift of a search and rescue target (i.e. inflatable life raft, person-in-water, etc.) and plan appropriate search patterns, the Canadian Coast Guard uses CANSARP (Canadian Search And Rescue Program). The ability of the CANSARP software to predict drift trajectories of Search and Rescue (SAR) targets for periods of less than 48 hours is very good. However, discussions with Canadian Coast Guard (CCG) personnel indicate that CANSARP is less accurate predicting the drift of SAR targets for periods greater than 48 hours. This is due to the accuracy of the circulation model and historical currents built into CANSARP combined with the cumulative error and uncertainty over many days of drift.

The Canadian Ice Service (CIS) uses a drift prediction program for forecasting iceberg trajectories which has been shown to produce very good agreement with observed iceberg trajectories, both in the short term (<48 hours) and longer term (up to two weeks). The CIS drift model is well documented and readily adapted to modelling the drift of other targets. Consequently, it is anticipated that the CIS drift model, combined with its underlying accurate circulation model can be used to improve CANSARP drift predictions.

The objective of this project is to perform a comparison between the drift predictions produced by CANSARP and a modified version of the CIS drift model in order to determine whether improved drift predictions could be obtained for both short (hours or days) and long (one week) time frames. Drift tracks produced by CANSARP and the modified CIS drift model will be compared with the drift trajectories of inflatable life rafts and drifter buoys simulating a person-in-water over a period of one week.

Go Fish

Go Fish is a recreational fishing television show in which boating safety and environmental responsibility plays as important a role as catching fish. Targeted to attract the average Canadian angler, each weekly episode of Go Fish will provide good instruction and information about how to catch fish that will be the reason that the viewing audience will be initially attracted.

Once they are viewing and in a ‘learning’ mode, important information about safe boating and how to respect the environment will be delivered as well. These messages will be built into the content of the program through visual best practices throughout the show and also in the form of specific modules and segments.

After broadcast, the modules will be made available to volunteer groups dedicated to boating safety to help with effective communication into the hard to reach recreational fishing/boating market.

Improvement of SAR Capacity in Nunavik

The Quebec Nordic coastline represents approximately one third of Quebec’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, fisherman and others to become stranded by open water. As a result local 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 have a response time that ranges from hours to days. The use of the local resources greatly reduces the time of response.

The need exists to provide the community responders with the tools required to provide a safe and effective marine SAR rescue capability. The project is based on nine weeks training per year for three years. 28 rescuers will be trained each year among the 14 communities for a total of 84.

This project is part of the priority of the Fisheries and Oceans to develop partnership with local people of the northern region to improve the reaction time of SAR mission and reduce lost of life. It is directly in line with the department orientation. The Kativik regional government (KRG) has sought support from the Department of Fisheries (DFO) last year. Meeting has been held with the KRG and Makivik Corporation representatives and Quebec Coast guard authorities.

These communities are willing to take care of themselves by putting in place such response capacity. This project will also be a continuity of what has been started two years ago in collaboration with Coast Guard concerning the promotion of boating safety within the Inuit population.

Numerical Simulation Research in Search Theory

This project will provide research into expanding search theory to include numerical simulations. Search theory is the set of statistical methods, set down by Koopman during World War II, that is used to methodically search for a target in a given area. Such search theory is the basis of systems such as the Canadian Search and Rescue (SAR) Program (CANSARP) used by the CCG in SAR activities.

The phenomenal improvement in computer technology of the last decade has presented the opportunity to explore new statistical methods that were simply too computationally intensive to have been used when Koopman developed his search theory. Using these recent numerical simulation techniques, it is proposed that the process of defining the search area be examined to determine if more effective methods can be devised.

The ultimate goal of this project is to provide the means to improve the efficiency of search theory, particularly with respect to long-term (greater than 48 hours) searches. CANSARP itself is a software tool that uses the Last Known Position (LKP) of a SAR incident to extrapolate the target position at some later time using Koopman's search theory. Given the initial position of a target, the type of target, the summation of the forces acting upon it, and the associated variances of those forces, an area that most probably contains the target is determined. CANSARP then facilitates the planning of search areas that are distributed to search platforms. Thus, through search theory CANSARP provides the means of effectively searching for the most probable location of those involved in a SAR target, improving the chances of success and reducing the search costs.

It has been identified by the CCG that the theory, upon which CANSARP operates, works well for operations within 48 hours of a LKP time. However, for operations beyond 48 hours after the time of the LKP, the search area produced by this search theory can, at times, be too large to be of practical use. Thus the employment of numerical simulations to determine a more focused probability search area has the possibility of reducing the search area while maintaining the high degree of success enjoyed by the CCG in SAR incidences.

The project proposed herein will extend search theory by methodically evaluating these numerical simulation techniques. It will test the usefulness of these techniques against the theory currently used by CANSARP, and will identify areas for improvement in those CANSARP algorithms. Thus the research and recommendations made by this project will allow for the improvement of the capabilities of CANSARP, provide a better tool to the CCG, and make an upgraded CANSARP more marketable. Positive results will improve recovery times of individuals and craft, and reduce the expended effort in protracted SAR incidences.

Operation Prevention

An up-to-date series of six boating safety videos and DVD's will be produced with Canadian content and specific to existing and new Canadian Recreational Boating Regulations covering the topics of: Required equipment on board; Rules of the road; Surviving until help arrives; The silent killers (carbon monoxide, alcohol and cold water); Search and Rescue activities; and Understanding and forecasting the weather.

Three videos/DVDs will be produced each year with major segments as well as short vignettes of each topic will be broadcast nationally on PowerBoat Television and LeMonde Nautique the following year. Approximately 1000 copies of the completed series - Operation Prevention: The Canadian Boating Safety Series - will be distributed free to all boating safety organizations and instructors via a direct distribution and communications campaign. After the initial distribution, individual videos/DVD's as well as the entire series will also be made available for nominal charge to members of the boating public via the Canadian Safe Boating Council website.

Opheleia

The objective of this project is to develop a knowledge-based system (Opheleia) that will assist the SAR coordinators in the prosecution of search and rescue incidents. The development of such a tool aims to facilitate analysis, diagnosis and timely decision-making within the framework of a complex SAR operation. The rationale behind Opheleia is to capture, reuse and transmit the valuable experience, expertise, and lessons learned, accumulated over the years by expert SAR coordinators. The functionalities provided by Opheleia will enable SAR Centers to better coordinate their operations in real time and to train junior coordinators using realistic SAR scenarios.

When a call is received to the Rescue center, many variables may influence the initial action: weather, type of geographical environment, vehicle’s type, experience of the marine/boater, time of the day, tide, etc. The SAR coordinator needs to be able to take the most accurate decision based on partial and sometimes conflicting information. A knowledge-based system can deal with many possibilities in a very short time frame in order to provide the coordinator with recommendations for his investigation.

Opheleia will be based on Case-Based Reasoning (CBR). It will act as a reminder of tasks that might have been overlooked. In addition, when digital sources are available, it will obtain automatically pertinent information from these. Its main input is the information provided by the coordinator to the SARMASTER system. Its main outputs are:

a) a set of critical information that should be acquired to help in the understanding of the situation;
b) plausible hypotheses and associated scenarios on what might have happened to the craft in distress, why and where, and;
c) pertinent actions to be carried out depending on how the case is unfolding.

In keeping with our two past NIF projects (SARPlan and SARLoc) Opheleia will be developed with close cooperation with some of the future users, namely the SAR coordinators at Québec MRSC. It will be integrated with SARMASTER, the information system currently deployed in each of the Canadian JRCC/MRSC. This development approach reuses existing architectures and provides the coordinators with a familiar computer environment with a minimal learning curve. Furthermore, as an economic benefit, we can leverage past NIF funded projects within this proposed project.

Performance Management Database

Develop an internet-based bilingual database system that will allow each CCGA Regional Association to collect and input data in a standardized format in order to implement a national performance measurement strategy and improve reporting of CCGA SAR Cases and SAR Prevention Activities to the Canadian Coast Guard.

The project addresses the objective of ensuring an effective SAR response in all areas of Canada and the NIF specific goal of identifying, developing and communicating SAR best practices to all parties involved in Search and Rescue. For the CCGA it allows the organisation to maximize the use of its volunteers.

Portable SAR Tracking Software

A member of the Central and Arctic Auxiliary has developed software to assist SAR response units in calculating the location of a vessel in distress. This software uses GPS, drift calculations, tides, search legs etc to determine probable location of the vessel. It operates on a windows-based platform. It will operate on a Palm Pilot or laptop computer.

The developer of the software has indicated that he will donate the software to the Auxiliary. The Auxiliary is seeking funding to enable to have the software tested, refined, copyrighted and marketed. If the software proves to deliver on its promise it will be made available free of charge to SAR units in Canada.

Receiver and Display Unit

The objective of this project is to develop a device to receive, decode and display position information from 406 MHz EPIRBs (Emergency Position Indicating Radio Beacon) on a convenient handheld device. Five prototypes will be provided to Canadian Coast Guard personnel for evaluation on its Coast Guard vessels over the course of one year. Such a device will provide a replacement to the 121.5Mhz direction finding beacons (121.5MHz will be phased out in 2009) and will mitigate long delays in receiving EPIRB position updates via satellite.

Many modern 406 MHz EPIRBs that are detected with COSPAS-SARSAT satellites come equipped with GPS receivers. The position information generated by the GPS is encoded into the 406MHz signal, which removes reliance on the slow and less accurate positioning capabilities of the COSPAS-SARSAT system. When the satellite receives the distress notification, it is forwarded to Coast Guard personnel for appropriate action. When responding to the incident in the field, aircraft and rescue craft in the field generally rely on the EPIRB's homing beacon frequency (121.5 MHz) to locate the EPIRB.

The availability of a device to locally receive and decode position information from the 406 MHz signal would allow field personnel to accurately locate the distress call, without relying on the EPIRB's 121.5 Mhz homing frequency. In addition, the device would eliminate the delay in obtaining satellite position updates, which can be 45 minutes or longer. Such a device will become essential when the 121.5 Mhz homing beacon frequency is phased out in 2009. The overall long term impact of this project would be a reduction in the cost of EPIRBs by eliminating the requirement for the 121.5 Mhz homing beacon.

Rental Vessel Inspection

The Office of Boating Safety (OBS) has identified a need to inspect rental vessels following a number of complaints from members of the public with safety concerns such as fires in the engine space, fuel leaking from fuel tank, steering problems, unable to shift into reverse, missing safety gear and poor repairs done on a cracked hull which has led to vessels sinking in some cases. All complaints are documented. There is a huge potential for loss of life if this is left unchecked.

The Rental Vessel Inspection Program seeks to address these concerns by on site visits to rental operations and courtesy checks to the vessels. The inspections will focus on both the mechanical and overall condition of the vessel (seaworthiness) as well as the Small Vessel Regulations requirements.

Particular attention will be paid to houseboats and personal watercraft which preliminary studies show are as a whole in deplorable condition.

The RVIP program will:

1. promote education and awareness of pleasure craft safety to rental agencies, and
2. inspections will address regulatory and standards compliance

The program will assist the OBS in addressing overall pleasure craft safety concerns for the rental vessel sector.

Major Marine and Air Incidents SAR Exercise Program

The purpose of the project is to prepare and plan four table-top exercises and two live exercises in the Quebec Region. These exercises are basically designed to alert the various agencies concerned, passenger-vessel operators and airport administrators operating near the banks of the St. Lawrence River to the potential impact of incidents involving a large number of passengers.

As part of the project, four table-top exercises will be planned and conduct in the 2004-2005 fiscal year that involve three marine and one air situation.

Following an analysis of these first four exercises, two live exercises will be planned for early in the 2005-2006 fiscal year. These two exercises would consist of one marine and one air situation and would involve the federal, provincial, municipal and private agencies that would likely be responding together. The CCG and DND emergency plans would be modified accordingly, and a planning guide would be prepared for and given to small tour-boat operators.

Finally, a video would be produced that would serve as a long-term educational tool (useful life of 10 years).

SAR Unit Identification

The Auxiliary is requesting funding for the purchase of 200 SAR vests for SAR response Units. The vests would remain in the SAR vessel for use by different crews. They would provide identification to members of the boating public. They would enable volunteers to carry and locate equipment (knives, lights, etc) while leaving their hands free to assist people in distress.

They would provide a greater sense of identity and team for volunteers. They would provide for a consistency of "look" for the volunteers and to the boating public.

SeaSconde Surface Current

Accurate, near-real time surface current information is crucial for any successful maritime Search and Rescue (SAR) operation. This reflects the fact that the precise location and also the size of the search area are directly related to local surface currents. Presently, the Halifax Rescue Coordination Centre (RCC) must rely heavily on historical surface current databases and numerical modelling of surface currents in its search planning procedures. Past results demonstrate this is often inaccurate, sometimes by wide-margins, resulting in expanded search areas and at times misallocated SAR resources. This can lead to longer recovery times and as a result, increased probability of the rescue ending unsuccessfully. A new sea-surface current technology, known as SeaSondes, is emerging which produces synoptic surface current maps in near-real time. It has the potential to dramatically decrease the search area, and therefore the time and cost, required to effect a successful maritime SAR.

This project proposes to (a) develop a new and innovative approach to Canada's maritime SAR response capabilities, (b) to research and develop new SAR products, and (c) to work cooperatively with the U.S. Coast Guard. Specifically, we propose to (i) locate and install SeaSonde surface current technology in southwestern regions of Nova Scotia, (ii) validate the quality of data produced by this technology, (iii) develop near-real time surface current products that can be incorporated into the Halifax RCC's operations and (iv) coordinate these activities with similar activities occurring in the northeastern region of the USA. This project will result in significant advances in SAR response in this region of Canada. Furthermore, as near-real time surface current data are also a crucial requirement for maritime oil spill response efforts, resulting near-real time data will be made available to Environment Canada and the Canadian Coast Guard for incorporation into their oil spill trajectory analysis operations.

Trunk Mobile Radios

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. Coast Guard Lifeboats and Inshore Rescue Vessels are using TMRs to communicate with shore based resources. The use of this system takes the CG Radio network out of the communications loop and restricts our ability to perform our duties during SAR incidents in our areas of responsibility.

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 MCTS Centres that provide C.G. Radio services in and around the coastal areas of Nova Scotia. It is proposed that TMR units be purchased and installed at Canadian Coast Guard MCTS Centres that communicate with shore based municipal/Provincial/Federal SAR resources in Nova Scotia.

Volunteer Boating Safety Toolkit

Ongoing boating safety education and awareness is essential in the prevention of recreational boating incidents and to reduce the need for Search and Rescue missions.

The VOLUNTEER BOATING SAFETY TOOL KIT is designed to utilize volunteers who are dedicated to the promotion of safe and responsible boating and provide them with professional tools and resources to help them work with traditional media. Initiated by the Safe Boating Council, and produced by Dual Media Productions, The VOLUNTEER SAFETY TOOL KIT will contain a variety of helpful items including a Media Relations handbook, a listing of Canadian broadcast and print media organizations and contacts, a variety of stock pictures for use in magazine and newspaper and a B-roll compilation tape for use with broadcast television.

The TOOL KITS will be created and distributed free of charge to members of the Canadian Safe Boating Council for their use in the promotion of safe boating.

406 MHz EPIRB to AIS/VHF - DSC Transceiver

The objective of this project is to develop a device to receive position information from 406 MHz EPIRBs (Emergency Position Indicating Radio Beacon) and retransmit the signals to VHF-DSC signals, compatible with the AIS (Automatic Identification System) international standard. Such a device would allow search and rescue officials, who are deployed in the field, to accurately locate distressed vessels/individuals, equipped with 406 MHz EPIRBs, without relying on the EPRIB's homing beacon frequency.

Many of the modern 406 MHz EPIRBs that are detected with COSPAS-SARSAT satellites come equipped with GPS receivers. The position information generated by the GPS is encoded into the 406MHz signal and relayed to SARSAT, which allows for the EPIRB to immediately transmit the position of the distress call without having to rely on the positioning capabilities of the COSPAS-SARSAT system. SARSAT has the ability to locate EPIRB positions in the absence of onboard GPS, however, in this case there is a lengthy delay (20 minutes to several hours) in calculating the EPIRB position. Whether or not an EPIRB has onboard GPS, a distress call notification it forwarded on to coastguard personnel for appropriate action. Subsequent to the notification of a distress, aircraft and rescue craft generally rely on the EPIRB's homing beacon frequency (121 MHz) to locate the distress call once SAR personnel have been deployed in the field. The availability of a device to locally receive and decode position information from the 406 MHz signal would allow search and rescue personnel deployed in the field to accurately locate the distress call, without relying on the EPIRB's homing frequency. Once the position of the distress call has been gleaned locally from the 406 MHz signal, the position can be retransmitted onto VHF-DSC following the AIS standard to enable ease of display of the distress location on Coast Guard's AIS systems, without the need for additional infrastructure.

SAR Equipment – Searchlights and Night Vision Goggles (NVGs)

The NIF items requested; night vision goggles, and search lights are valuable search & rescue tools our members need in order to achieve our objective of saving lives and preventing the loss of property damage. These goggles and search lights most certainly give the member a far better area of vision than what would be visible to the naked eye. Also, a lot of marine incidents occur at night time when visibility is greatly diminished and searchlights and night vision goggles are imperative to search and rescue missions in locating people and objects in the water. We have several of the night vision goggles and high power search lights in our organization which operates units in over one hundred communities in this region and have found this equipment to be a valuable asset. This additional equipment would allow us to have one night vision goggle and one high power search light in each of our 16 Zones.

SAR Equipment Robe for CCGA-M Inc.

SAR organizations worldwide recognize that the safest way to save lives in the marine environment is often to keep survivors aboard their own boat and bring them and their craft into a safe haven. In order to do this safely, heavy duty marine cordage is required for towing. This type and weight of line is not normally found aboard pleasure vessels nor fishing vessels of the type used in the Coast Guard Auxiliary. Various kinds of line are available, but nylon line is of superior quality, less subject to ultra-violet breakdown, chafing, stretching, etc. Properly used it can save lives and property. Poorer quality rope deteriorates, breaks and rescuers have been seriously harmed when this occurs as the force of a breaking rope is considerable. Lives could be lost both among the distressed as well as their would-be rescuers. In the Year 2002 - there were 847 SAR cases that invloved towing and in the Year 2001, there were 799 SAR cases that involved towing.

CG Auxiliary (Nfld) On-Scene Co-ordinator Training Program

Train skippers of Coast Guard Auxiliary vessels in the Newfoundland Region to perform the function of On-Scene Co-ordinator (OSC). In Maritime SAR, the OSC function is similar to the Emergency Site Manager (land) or Search Master (aeronautical). OSCs provide the link between the JRCC/MRSC and the response units on-scene, and are empowered to make critical operational decisions when contact with the JRCC/MRSC is lost.

The critical function of both the OSC, and the CGA, was demonstrated during the SWISS AIR response. For the initial stages of the incident, JRCC Halifax was overloaded and unable to communicate with the units on-scene. The OSC (in this case the Commanding Officer of a Canadian warship) had to assume the function of Search Mission Co-ordinator during the initial response period until JRCC Halifax could re-establish communications with the response units. CGA vessels provided a significant response capability during SWISS AIR, and they were mobilized in strength.

The lessons learned from large scale SAR incidents, such as SWISS AIR, reveals that the initial response is dominated by units near to the scene, and that the response is chaotic until a unit arrives that has had some specific training in OSC duties. This proposal is intended to ensure that CGA vessels can fulfil the function of OSC for the initial stages of a large SAR incident occurring in the Newfoundland area of responsibility.

Standardized Patient Care Package f/CCGA-P Fast Response Craft

The Canadian Coast Guard Auxiliary Pacific Region (CCGA-P) would like to develop and implement a Regionally based standardized Patient Care equipment and training package. The project would be twofold, with a Region-wide upgrade to a standardized equipment package for CCGA-P Fast Response Craft and Owner Operator vessels being used by the Joint Rescue Coordination Centre (JRCC) on a regular basis, and the development and implementation of a First Aid training program designed to meet the needs of the members participating in SAR activities.

At present, the CCGA-P has vessels available with a widely varying level of capability in terms of both equipment and training. Implementation of standardized patient care equipment packages and training delivery would dramatically affect the capability of the volunteer crewed vessels which should lead to a higher level of care being delivered to the public.

Standardized Detection Equip. Package f/CCGA-P SAR Vessels

The Canadian Coast Guard Auxiliary Pacific Region (CCGA-P) would like to develop and implement a Regionally based standardized Detection Equipment package. The project would be Region-wide with an upgrade and standardization of equipment currently in use by volunteers in Search and Rescue (SAR) taskings. In almost all cases the equipment available for performing SAR taskings is specified, fundraised for and purchased at the local level. This has resulted in organized units in larger communities that have spent significant funds to develop and purchase their own equipment, and units in smaller communities where they may not be aware of some types of equipment, and do not have the funds to purchase necessary items.

The proposal would identify CCGA-P units operating fast response craft (such as community owned dedicated response craft and owner operator vessels regularly tasked by the Joint Rescue Coordination Centre Victoria), define a minimum standard Region-wide for detection equipment, develop and provide a modular unit-deliverable training program for some items, identify units with equipment deficiencies (as compared with the Regional Standard) and deliver any required equipment.

Personal Protection Equipment Package for CCGA-Pacific Fast Response Craft crewmembers

The Canadian Coast Guard Auxiliary Pacific Region (CCGA-P) would like to develop and implement a Regionally based standardized Personal Protection Equipment package. The project would be Region-wide with an upgrade and standardization of equipment currently in use by volunteers crewing upon Owner Operator vessels regularly tasked by the Joint Rescue Coordination Centre (JRCC) Victoria, Community Owned Dedicated Response Vessels and CCGA-P members who participate in SAR activities on board Canadian Coast Guard (CCG) vessels to meet the requirements of both the type of work, and the conditions operated in.

At present, the CCGA-P has vessels available crewed by members with a widely varying level of personal protective equipment; in some cases members are performing SAR with marginally suitable equipment. The objective of this proposal is to meet the requirements of the three distinct groups.

Access for Success (Positive impact on the outcomes of CCGA-Pacific SAR Prevention Programs)

The Canadian Coast Guard Auxiliary Pacific Region (CCGA-Pacific) is a non-profit community based organization that embraces planning as representing important organizational decisions in achieving desired outcomes. Planning is central to accomplishing the mission of our organization. Approximately five years ago the CCGA-Pacific introduced annual strategic planning with great success and in the past year broadened this planning process to include a three year strategic component. The CCGA-Pacific has introduced over the past five years annual business plans along with annual reports which have become our normal practise for reporting to our internal and external stakeholders.

The CCGA-Pacific continues to experience demands for expansion and growth of services and programs. However to ensure that the levels of service effectiveness are now in place and all future performance and development is monitored for quality assurance the CCGA-Pacific requires the tools to conduct performance measures.

Therefore we would like to develop the capacity to perform outcome measurements to undertake an ongoing systematic collection and analysis of SAR Prevention data within the CCGA-Pacific and ultimately the National CCGA. It is our belief in fact that this project could act as the catalyst to centralize the gathering of SAR Prevention data from all sources.

The CCGA-Pacific wants to demonstrate that our efforts are making a significant difference on Canadian society and in particular the lives of people likely to be involved in water activities. This process will pay an important dividend as well for our programs by clarifying the efficiency and effectiveness of the levels of services we provide in relationship to the CCGA-Pacific's roles and responsibilities. It will allow us to find out what is working and what's not and improve our accountability to all stakeholders. The information we turn up will give us the direction and data to improve our programs. Volunteers want to be part of programs that are successful; outcome measurements are objective evidence of our success.

Tidal Elevation & Current Prediction System (Northern Labrador)

An operational standalone system will be created for the prediction of digital tidal elevations and currents in Northern Labrador for use by Search and Rescue and other vehicles, using traditional and provisional navigational charts. Clients can use this system to enhance navigational safety and therefore prevent incidents necessitating SAR actions. In addition, this system will be capable for reducing any soundings collected by SAR vehicles and other ships of opportunity directly to CHS Chart Datum. The present CHS paper Tide Tables contain serious spatial deficiencies in Northern Labrador which can be significantly addressed. The inclusion of current predictions would be a great benefit to SAR navigation, especially in areas of non-fast ice cover. With the Voisey Bay project underway, commercial and recreational traffic will increase in northern Labrador, which would also realize these benefits.

The overall cost of the project will be focused on development of tide and curent models by the Ocean Sciences Division at the Bedford Institute of Oceanography, in partnership with storm surge model development by the Department of Oceanography at Dalhousie University. All field data will be collected by the Canadian Hydrographic Service in Year 1. This system will be able to (optionally) utilize in-situ wind field data collected during SAR on-site operations for real-time prediction enhancements.

It is anticipated that future partners will include the Labrador Inuit Association and the Climate Change Action Fund for coastal zone management applications. A possible opportunity exists to lever money from VBNC/Inco if this proposal covers in sufficient detail and scale the area of the shipping route for the Voisey's Bay project. A separate standalone project using real-time data from the operational PWLN tide gauge at Nain could be launched for this special situation. It would then be possible to further enhance the SAR standalone tidal predictions over a much larger areas using the Nain gauge.

Pls note that the digital tides and currents are directly applicable and integratable with the CCG CANSARP mission. The integration of these applications would set the stage of the entire country (not just Norther Labrador). In addition, there are several other initiatives which could be tied to this endeavor, including oil spill fate modeling and Environment Canada's storm surge forecasting system. The former requires current information for drift forecasting and the latter requires tidal elevations for flood forecasting.

This proposal is a companion to a recent CHS submission entitled "Remote Sensing Shoreline for Northern Labrador". Extraction of shorelines from Remote Sensing requires quality tidal predictions for optimum selection of images at specific high water events.

An Operational HF Radar (CODAR) System for Juan de Fuca Strait

We propose to install a Coastal Ocean Dynamics Applications Radar (CODAR) to measure wide-area real-time surface currents at the entrance to Juan de Fuca Strait. Data from the CODAR will be collected, processed and posted hourly on the Internet to provide updated nowcasts of surface currents and sea-state in the strait. Juan de Fuca Strait is a wide tidal channel separating Canada and United States, and is one of the busiest commercial marine waterways on the west coast of North America. While the area has been extensively studied, there presently exists no operational information for surface currents, winds, and sea state for the region. Surface currents in Juan de Fuca Strait are comprised primarily of strong tidal currents, seasonally varying estuarine flow driven by freshwater discharge from the Fraser River, wind-forced currents, and highly variable intrusions of low-density water from the continental shelf. Current speeds are typically in excess of 1 m/s (2 knots) and exhibit strong cross-channel variability due to inherent length scales associated with the Coriolis effect, channel width, and vertical stratification.

During the fall-winter transition period, southerly winds along the outer coast cause the intrusion of continental shelf water into the strait. Particularly strong southerly wind events lead to marked, rapid reversals in surface currents which penetrate up to 120 km into the strait. Because of the complex flow dynamics, strong influence of southerly wind events, and converging marine traffic in the region, the entrance to Juan de Fuca Strait has been identified as a logical site for real-time surface current and sea state data collection.

The CODAR uses radar backscatter from the ocean surface to measure surface currents over an area of 400-1500 square km (depending on siting and wave conditions). The system uses little power (< 1 kilowatt) and transmits data to the remote operator hourly via a standard land telephone line. Information from the CODAR may be tailored to suit existing search and rescue programs (eg. CANSARP) that are able to take advantage of real-time data. Installation and testing of the CODAR system will be supported by DFO staff and resources, as will the maintenance of the web site. DFO is an integral part of the National SAR Program. A real-time system for collecting and distributing information on surface currents and sea state comprises an immediate benefit to SAR activities in the area (and to the public at large), and allows DFO to fulfill its mission of pursuing scientific excellence and maintaining the highest possible standards for marine safety.

Communication Tools on Boating Safety and Rescue

More and more media activities promoting boating safety are being undertaken by the various boating safety and rescue agencies. The media are asking these agencies to provide them with visuals on boating safety rules and rescue procedures to illustrate and explain boating safety rules and rescue procedures in interviews or features. The project would entail developing various communication tools for use by the media and boating safety and rescue agencies recognized by the Canadian Coast Guard in preparing their media activities. To that end, the project would develop a bank of images, videos, illustrations and photographs that would be available to all the media and agencies for publication and for use in prevention, awareness and even training activities.

Rapid Deployment, Ocean Current and Wind Radar

The measurement of ocean surface conditions is important in ocean management, especially in search and rescue situations. The goal of this proposal is to develop a radar system for wide area, real-time ocean surface current and wind measurements. Real-time, high-density information of this sort will improve target drift prediction and hence resource allocation. Two high frequency surface wave radars, each with a nominal range of 100 km will be specially designed and built for easy transport and fast deployment at the scene. This development has a low technological risk.

To define a search area for vessels or objects lost at sea, it is necessary to predict target drift. Two key parameters in drift prediction are surface winds and (wind driven) surface currents. Surface current data for many coastal regions is often outdated, sparse, and in some areas unavailable. Updated current estimates are derived from timely wind data or SLDMBs when available, but these are point measurements in a possibly complex regime. The availability of real-time high-density grids of surface current vectors and wind direction will improve CANSARP predictions and the associated efficiency of marine search and rescue operations. This should substantially enhance the safety of life at sea.

The radars, which will be designed and built by C-CORE (a not for profit Canadian R&D institute) and Northern Radar Ltd. (a Canadian commercial company), will exploit high frequency surface wave radar technology. This is a well proven approach to measuring ocean surface currents and C-CORE and Northern Radar have 30 years combined corporate experience in this area. The radars will be based on a Windows/PC architecture to facilitate the inclusion of other software such as CANSARP and, if desired for example, oil dispersion models. Development and testing will span a two-year period.

Boating Rescue, An Urgent Necessity

Year after year, all kinds of incidents occur on the St. Lawrence River. When lives are in danger, it is not unusual for SAR operations to be conducted jointly by several different agencies (such as the police, the fire department, the Coast Guard and the Coast Guard Auxiliary). Unfortunately, the risk of confusion now appears to be growing given the number of agencies involved in a SAR mission.

In light of this, and especially during operations where all responders are on the scene, developing standard SAR techniques and implementing a system of communication and cooperation through standardized operating procedures are crucial. Developing and applying such standardized operational procedures will:

- greatly improve the probability of detection of a search object in joint searches;
- better define the roles and responsibilities of each group of responders while taking account of the skills and abilities of the teams and the capabilities of their equipment;
- improve response quality by minimizing delays; and, lastly;
- increase victims’ chances of survival in such joint operations.

Safe Boating Tips for Anglers, Hunters and Campers

Every year, a high number of recreational boating incidents occur. Because drowning ranks as the second most common cause of fatal accidents in Quebec among those aged 55 and under, and because boating accidents and incidents are largely responsible for this statistic, a project to educate recreational boaters in emergency care, combined with the objectives (reference in document 2) of the proposal, will help to reduce this number and, specifically, to increase the chances of survival of recreational boaters when emergency care must be administered on the different bodies of water in Quebec. This project is not similar to the Pleasure Craft Operator card recognized by the Canadian Coast Guard. The objectives of the project are primarily to teach recreational boaters about emergency care, meaning first aid in boating situations, using educational materials such as a boating emergency care training manual, a boating emergency care pocket reference and related training. Through this educational material, we believe that recreational boaters who are involved in or see a boating accident or medical problem on a vessel, will be able to provide the necessary emergency care to stabilize the victims of water-related incidents and save lives.