Vessel Standards Ryan Woodward

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Vessel StandardsRyan Woodward
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What are Vessel Standards anyway?

• Guidelines addressing the characteristics of
  CCGA-P Dedicated Response Vessels

Specifically
- Design Construction (including manufacturer)
- Equipment carriage
- Appearance
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Why do we need them?

• One of the key strengths of the CCGA-P has been
  its ability to approach requirements from the
  local level.
• This approach has come with inherent drawbacks
  that are becoming more significant as the
  organization advances.

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Why (contd)

• Factors driving the need to bring standards in

• Safety
• The inability to provide a level of training
  universal to all DRV crew due to the diversity in
  the current fleet
• Training requirements for larger vessels that may
  not be achievable
• Larger, faster more complex technically
  challenging vessels

-Performance Expectations -Lack of a
common level of performance attainable by every
DRV
-Equipment Variances -No universally
attained minimum equipment carriage
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More of the why

• One of least important operational aspects, is
  actually the most visible and may actually be
  having a disproportionately large impact on all
  of our units our organization.

How many different PowerPoint presentations are
you going to have been through this weekend?
How many will have had the same look and feel?
Now, think about the makeup of our DRV fleet. Is
the lack of a standardized brand hurting us?
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Visibility Branding

• Does the lack of a uniform appearance impact on
  our ability to deliver an effective Maritime SAR
  service?

Of course not. The parties in distress dont care
who it was that came to help.
The problem is that we are often confused with
our partners, who are undergoing a change in
mission, this has the potential of putting our
members safety at risk Secondary to safety,
were missing out on the opportunities to help
further establish our own identity
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How different are we all right now?
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How hard can it be to tell us apart from our
partners?
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And that was all about how we look only

• Looking beyond the branding issues, we have
  underlying issues around vessels being
  appropriate for their area, vessels being of safe
  construction, vessels from new manufacturers, a
  myriad of vessel sizes, types configurations.
• Beyond the vessels themselves, we have another
  layer of variance in the equipment on board.

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How are Vessel Standards going to help?

• Over time, new vessels and vessels going into
  major refit will likely have to comply with the
  standards being developed.

Anticipated Benefits
-Uniformity of vessel design
configuration Better application of existing
training Easier development implementation
of new training Lower purchase
costs Availability of spares
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Other Benefits
-Establishment of a Brand Increased profile
increased (to bluntly downplay all the
intangible benefits) -Ensure the safety of our
members (underlying principle) -Our DRV fleet
will get to a universal level of capability in
terms of equipment and training regionally More
taskings for some units (hopefully) Will allow
us to continue down our development path
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How is it going to affect my Unit?

• Good question, better sit down.

Right now, for existing vessels, we arent
looking at too many changes. Those that are
coming soon, are aesthetic. Literally.
CCGA-P Vessel Branding Policy is ready in draft
form for your Management Team and Board of
Governance
Significant Aspects -Vessel colours to be Red
Yellow -Universal labelling requirements -Prohib
ited markings
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Why Red and Yellow?

• Red Yellow were chosen for a few very good
  reasons

-No confusing us with CCG
Remember that picture of three boats? There was
NO CCG vessel in it. It was a trick question.
-Traditional SAR colours in Canada already
(formerly used by CCG used by DND SAR aircraft)
-Minimizes the impact on existing CCGA-P DRVs
(the vast majority are already red yellow or
some combination)
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Vessel Construction and Design

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

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Vessel Classes
Inshore Rescue Boat (IRB) Class gt5m lt7m Open
design Twin Outboard Rigid Hull Inflatable No
specific configurations but will have standards
applicable to all vessels of this class For
application in low risk areas in sheltered
waters Expected to make up a small proportion of
the CCGA-P DRV fleet
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Vessel Classes
Fast Response Craft (FRC) Class 7m to
lt10m lt5 Gross Tons Twin Engine Rigid Hull
Inflatable Equipped with emergency steering
capability Configuration Specific standards
Delta console configured T top
configured Cabin configured Meat and potatoes
of the DRV fleet (gt80 of all vessels)
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FRC Class Delta Configuration
Delta Configured FRC -Outboard
powered -Re-righting equipped -No
windshields -For application into the highest
risk operational areas covered by CCGA-P DRVs
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FRC Class T Top Configuration
T Top Configured FRC -Outboard
powered -Standup console with bolster -Secure
positions for four crew -For application into
low medium risk operational areas
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FRC Class Cabin Configuration
Cabin Configured FRC -Twin engine RHI -May
not exceed 5GT -Power type amount appropriate
to vessel purpose and design
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Vessel Classes
Inshore Lifeboat (ILB) Class -Not to exceed 14m
LOA (14m is the proposed maximum LOA for any
CCGA-P DRV) gt5 GT not to exceed 15 Gross
Tons (15GT is the proposed maximum for any
CCGA-P DRV) -Twin Engine Rigid Hull
Inflatable -Standards applicable to all
vessels in this class, not configuration
specific. -Expected to make up lt10 of the
total fleet -To be put into areas with
pre-determined need where sustainable
implementation plan has been developed
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Unique Vessels

• There may be cases where the standard classes and
  configurations wont meet the needs of a Units
  unique challenges. In order to address these
  needs, there may be a need to consider a unique
  vessel. This would only be under exceptional
  circumstances would be done by the development
  of a specialized standard

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Relationship between vessel classes/configurations
and the Units

• Vessel classification and configuration
  requirements for units to be determined as part
  of the Resource Allocation Plan. The two are
  parallel projects that will work together
• The underlying intent is to get the right vessel
  into the right place

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Impact on Units with vessels already

• All aspects to be phased in over time
• Short Term
• -Branding (colouring and labelling)
• Near Term
• -Equipment (electronics, carriage)
• Long Term
• -Construction issues (class, configuration,
  design, vessels not constructed to the commercial
  standard)

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Definition long term

• Considering the makeup of the current DRV fleet,
  the rate of new vessel introduction and the need
  for new vessels, the proposed target for
  implementation is to have 80 of the fleet fully
  compliant within ten (10) years.
• Interim Milestone 50 in three (3) years.

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Vessel Standards

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

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More on Standards

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

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The Upside of Standards

• Ordering/costing proposed or new vessels should
  be a much simpler process for Units Societies
  with a reduced number of delivery day surprises
• Need to maintain standards as living documents
  where we can learn from every units experiences,
  leading to a better, more capable fleet with each
  new vessel

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Where are the standards coming from?

• IRB FRC Standards Being drafted internally
  with references from CCG, ILF/RNLI RCMP
• ILB Standards Based on a type representative
  vessel standard from CCG for a 10m outboard
  powered RHI

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Where are we with it right now?

• -Draft Classification outline complete now
• -Draft Branding Policy complete now
• -Draft standard for FRC Class T top vessels
  complete now
• No further new vessels to be accepted into
  service until standards, Resource Allocation Plan
  and classification outline adopted unless
  exceptional circumstances are present

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Questions?