Canadian

Coast Guard
Auxiliary

SAR TRAINING
Manual
Canadian Coast Guard
Central & Arctic
2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

ACKNOWLEDGMENTS

The foundational work for the present SAR manual originated in the early 1980’s. At that
time:
Ted Phillips (CPS) (CCGA)
Captain John Hanbidge (CCGA)
John Goodman (CCG – SAR Training Officer)
Lawrence Swift (CCG – SAR Prevention Officer)

were the contributing authors. Much of the original work is

still in use with perhaps a different format.

A CCGA ad hoc Training Committee developed new editions of the SAR 1 and SAR 2
manuals in the late 1990’s. The members of the committee included, at various times:

Murray Miner (CCGA Director of Training)

Theo. (Ted) Cook (CCGA)
Richard (Butch) Dompierre (CCGA)
Peter Graham (CCGA)
Gerry Reed (CCGA)
Jim Gram (CCGA)
Don Limoges (CCGA Director of Training)
Scott Miller (CCG – JRCC Trenton)
Mark Gagnon (CCG – SAR Training Officer)

The work of the committee is now in the hands of Mark Gagnon (CCG Training Officer)
and Don Limoges (CCGA Director of Training) who have continued to update and revise
the SAR training materials. They have been assisted by Duff Dwyer, Tony Buckley and
Jim Gram and the Regional Training Coordinators.

The Board of Directors of the CCGA Central and Arctic acknowledges the invaluable
assistance of the JRCC and the CCG in all aspects of the CCGA SAR Training Program.
The Board acknowledges, and is grateful for the work of our members in producing the
SAR training materials. We thank all whose dedication to quality training makes our
Training Program function effectively.

Canadian Coast Guard ( Central & Arctic ) 1

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Table of Contents
Module 1 Abbreviations
Glossary ……………………………………………………. 3

Module 2 SAR Responsibilities and Resources................................... 11

Resources
SAR Tasks
Joint Rescue Coordination Centre (JRCC)

Module 3 Coxswain’s Responsibilities ………………………………….. 19

Module 4 SAR Communications .....................….............................. 33

Communication Procedures
Communication Methods
Communications Priorities
Degrees of Urgency
Aircraft Visual Communications

Module 5 Air Rescue Support …………………………………………….. 51

Module 6 Search Areas ............................................................. 59

Definitions
Defining the Search Area

Module 7 Search Patterns …………………………………………….. 71

Module 8 Search Procedures ..................................................... 91

Spotters
Spotter Assignments

Module 9 Personal Safety & Self Rescue .................…................... 99

General
CO Poisoning

Module 10 Disaster Scene Management …………………………………. 105

Incident Command Structure

Annex - Collision Regulations – Canada Shipping Act – Oceans Act ………. 119

Addendum – Forms ………………………………………………………. 123

SAR Mission Report Waiver

Briefing Form Incident & Radio Log
Collision Wreck & Injury

Canadian Coast Guard ( Central & Arctic ) 2

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 1
ABBREVIATIONS AND GLOSSARY
Alphabetical Order by Abbreviation

AOR Area of Responsibility

C Coverage Factor
CASARA Civil Air Search and Rescue Association
CCG Canadian Coast Guard
CCGA Canadian Coast Guard Auxiliary
CCGC Canadian Coast Guard Cutter
CFB Canadian Forces Base
CGRS Coast Guard Radio Station (also known as MCTS)
CHS Canadian Hydrographic Service
CMCC Canadian Mission Control Centre
CSA Canada Shipping Act
CSP Commence Search Point
CSS Coordinator Surface Search

DFO Department of Fisheries & Oceans

DMB Datum Marker Buoy
DND Department of National Defense
DR Dead Reckoning
DSC Digital Selective Calling
DTG Date Time Group

EPIRB Emergency Position Indicating Radio Beacon

GEOSAR Geostationary Search & Rescue Satellite

GMDSS Global Maritime Distress and Safety System
GPIRB Global Position Indicating Radio Beacon

HF High Frequency

ICAO International Civil Aviation Organization

ICS Incident Command Structure
IMO International Maritime Organization
IAMSAR International Aeronautical and Maritime Search & Rescue
IRB Inshore Rescue Boats

JRCC Joint Rescue Coordination Centre

KTS Knots per hour

Canadian Coast Guard ( Central & Arctic ) 3

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

LF Low Frequency
LKP Last Known Position
LOP Line of Position

MARB Marine Assistance Request Broadcast

MCTS Marine Communications and Traffic Services
MF Medium Frequency
MMSI# Maritime Mobile Service Identity Number (DSC)
MRSC Marine Rescue Sub-Centre

NM Nautical Miles
NDHQ National Defense Headquarters
NSP National SAR Program
NWPA Navigable Waters Protection Act

OSC On-scene Coordinator

PIW People in Water

POB People on Board

RCMP Royal Canadian Mounted Police

RTB Return to Base

S Track Spacing
SAR Search and Rescue
SART Search & Rescue Transponder
SLDMB Self Locating Datum Marker Buoy
SITREP Situation Report
SM Search Master
SOG Standard Operating Guideline
SOLAS International Convention for Safety of Life at Sea
SOP Standard Operating Procedure
SRR Search & Rescue Region
SRU Search and Rescue Unit

TC Transport Canada

UTC Coordinated Universal Time

VHF Very High Frequency

W Corrected Sweep Width

Wu Uncorrected Sweep Width

Canadian Coast Guard ( Central & Arctic ) 4

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

General Glossary
AERONAUTICAL INCIDENT
All SAR incidents involving aircraft.

AERONAUTICAL COORDINATOR
A person at JRCC responsible for planning, coordinating and
controlling the response to aeronautical incidents.
.
CAPTAIN
A generic term applied to the master of a ship, pilot in
command of an aircraft, commanding officer of a warship or the
operator of any other craft.

CASUALTY RECEPTION POINT (CRP)

An intermediate forward location where a large number of
survivors can be treated prior to evacuation to appropriate medical
facilities.

COORDINATED SAR SYSTEM

The facilities, equipment and procedures established in each
SRR to coordinate the response to SAR incidents

COORDINATOR SURFACE SEARCH

When more than one vessel or aircraft has been tasked to
an incident JRCC may designate one unit to coordinate the on
scene operation. If the unit is a primary or secondary SAR vessel
or aircraft it is known as the On Scene Commander. If it is a
vessel other than a primary or secondary SAR vessel it is known
as the Coordinator Surface Search.

COXSWAIN
The master of a search & rescue unit.

DATUM
The most probable location of a search object or person,
corrected for total drift at a specific time.

DISABLED
A situation wherein a vessel or aircraft afloat and not in
distress or potential of distress has lost all means of
propulsion or steering control to such a degree as to be
incapable of proceeding to safety without assistance.

Canadian Coast Guard ( Central & Arctic ) 5

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

DISTRESS
A SAR incident wherein there is a reasonable certainty that
one or more individuals are threatened by grave and imminent
danger and require immediate assistance.

DITCHING
The forced landing of an aircraft on water.

ELECTRONIC EMERGENCY LOCATOR TRANSMITTER (ELT)

An emergency radio beacon designated for use by aircraft.

EMERGENCY POSITION INDICATING RADIO BEACON (EPIRB)

An emergency radio beacon designated for use by vessels.

GLOBAL POSITION INDICATING RADIO BEACON (GPIRB)

An emergency radio beacon designated for use by vessels
which transmits its actual location.

HUMANITARIAN ASSISTANCE
An incident not directly related to an air or marine
incident which requires the provision of assistance by SAR
resources to save life or relieve human suffering, including the
provision of a medevac, transportation of human organs, relief
or medical supplies.

JOINT RESCUE COORDINATION CENTRE (Also known as JRCC)

A unit responsible for providing efficient organization of
search and rescue resources for coordinating the conduct of
search and rescue operations within a SAR region.

MAJOR AIR DISASTER (MAJAID)

An aircraft accident occurring in Canada which because of
the size of the accident requires augmentation of established
SAR resources.

MAJOR MARITIME DISASTER

A marine incident which because of the number of people
involved requires augmentation of established SAR resources.

MARITIME COORDINATOR
A person at JRCC responsible for planning, coordinating and
controlling the response to maritime incidents.

Canadian Coast Guard ( Central & Arctic ) 6

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

MARITIME INCIDENT
A SAR incident involving a vessel or a person, including a Medical
Evacuation of a person (s) from a vessel.

MARITIME RESCUE SUB-CENTRE (MRSC)

A subordinate unit to a Rescue Coordination Centre (JRCC)
established to complement the JRCC within a specific portion of a
search and rescue region.

MEDEVAC
The evacuation of injured or stranded persons from
isolated areas or the recovery of sick or critically injured
persons from vessels at sea.

OFFICE OF BOATING SAFETY (OBS)

A group of CCG employees responsible for providing SAR
prevention logistics and organization.

ON SCENE COMMANDER (OSC)

When more than one vessel or aircraft has been tasked to
an incident JRCC may designate one unit to coordinate the on
scene operation. If the unit is a primary or secondary SAR vessel
or aircraft it is known as the on scene commander. If it is a
vessel other than a primary or secondary SAR vessel or aircraft
it is known as the Coordinator Surface Search.

OTHER SAR RESOURCES

Resources other than primary or secondary which from
time to time participate in SAR activities when required. This
includes municipal and provincial resources, civil volunteers and
partially funded federal government resources such as the CCGA or
CASARA.

PRIMARY SAR RESOURCES

Aircraft, vessels or formations established and equipped
specifically for SAR and staffed with trained SAR crews. Primary
SAR resources are under the direct operational control of the
SRR commander for SAR tasking.

RESCUE COORDINATION
The integration of efforts of SAR facilities and resources
to achieve concerted and harmonized resolution of SAR
incidents in an effective and efficient manner.

Canadian Coast Guard ( Central & Arctic ) 7

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

RESCUE SPECIALIST
Specially trained rescue personnel who are a key part of a
primary SAR vessel. The military equivalent carried on board SAR
aircraft are known as SAR TECH’s.

SEARCH AND RESCUE REGION (SRR)

A specified geographical area in which SAR operations are
coordinated and controlled by a designated Rescue
Coordination Centre.

SAR INCIDENT
A reported air or maritime incident which requires a response
by the SAR system.

SAR MISSION
The task assigned to a SAR resource by a JRCC in response to
a SAR incident. A SAR mission starts with formal tasking by JRCC
and is normally defined in scope and time.

SAR OPERATIONS
When the response to a distress incident requires the
utilization of more than one resource and/or numerous SAR
missions are anticipated during the resolution of the incident, it
is considered a SAR operation.

SAR RESOURCE
A resource capable of responding to a search and rescue
incident.

SAR UNIT
A unit specializing in the provision of search and rescue
services.

SEARCH INITIATOR BUOY (SIB)

A maritime EPIRB designed to float free from a sinking vessel
while remaining attached to it by a reel-out cable. If the depth
of the water is greater than the length of the cable, the SIB will
break free, and float to the surface.

SECONDARY SAR RESOURCES

Aircraft or vessels established and equipped for other
than SAR, but which can be expected to respond (when available)
to SAR tasking. They include multi-tasked government
resources.

Canadian Coast Guard ( Central & Arctic ) 8

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

SELF LOCATING DATUM MARKER BUOY

A datum marker buoy launched by either an aircraft or SRU vessel
and used to measured the rate of drift of either a POB or a life-raft.
The buoy transmits a signal to a satellite, which in turn transmits the
data to the appropriate JRCC.

SRR COMMANDER / RESCUE COORDINATOR

The military commander designated by NDHQ as being
responsible for SAR operations within a search and rescue
region.

SPOTTERS
Personnel aboard a SAR aircraft or vessel to assist in the
conduct of a visual search.

STAND / STOOD DOWN

The order originating from the master of the vessel in
distress or JRCC which releases the resource from the incident.

Brebeuf Island – Georgian Bay (Matt Inwood – IRB-1000)

Canadian Coast Guard ( Central & Arctic ) 9

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Additional Notes

Canadian Coast Guard ( Central & Arctic ) 10

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 2
SAR Responsibilities and Resources
Responsibilities
The Department of National Defence has the primary responsibility for Search and
Rescue in Canada. The Minister of Fisheries and Oceans has the authority to appoint
rescue coordinators. Joint Rescue
Coordination Centres (JRCC) are located at
Halifax, Trenton and Victoria. There are two
QUICK FACTS MRSC (Marine Rescue sub-centres); one at
St. John’s and one at Quebec City.

• DND responsible for SAR The DND provides the air element of
SAR in the form of fixed-wing and
• DND provides air element rotary-wing aircraft with highly skilled
flight crews and Search and Rescue
• CCG provides marine element Technicians. The CCG provides the
marine element of SAR in the form
• Joint Rescue Coordination of a wide variety of ships, cutters
Centres (Halifax, Trenton, and lifeboats with crews trained to a
Victoria) variety of tasks including Rescue
Specialists.
• MR Sub-Centres (St. John’s,
Quebec)

Resources
The Canadian Coast Guard (CCG) and the
Department of National Defence (DND)
have organized resources into three levels;
primary; secondary and other. In the event of an incident, a coordinator at JRCC will
determine the resources that will be tasked to respond based on the exact nature of the
incident. The determining factors include:

• location
• weather conditions
• number of persons involved
• availability of resources
• severity of the incident
• accessibility of the incident
• capabilities of resource

Canadian Coast Guard ( Central & Arctic ) 11

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Primary Resources

Primary resources refer to all vessels or

QUICK FACTS aircraft whose main function is Search and
Rescue operations. This includes both the
Canadian Coast Guard and Department of
• PRIMARY RESOURCES National Defense (DND). For the CCG, this
(Cutters, IRB) includes all cutters and Inshore Rescue
Boats (IRB). They are crewed 24 hrs./day
and operational within 30 minutes. The cutter
• SECONDARY RESOURCES facilities are operational during the months of
(Government vessels) April through December while the IRB
facilities are operational during the months of
• OTHER RESOURCES (CGA, May through Labour Day. These primary
Regional Police) facilities are located throughout the Great
Lakes system.

CCG Cutters Inshore Rescue Boats

• Kingston - Eastern Lake Ontario • Hill Island – St. Laurence River

• Cobourg - Central Lake Ontario • Long Point – Lake Erie
• Port Weller – Western Lake Ontario • Thames River – Lake St. Clair
• Port Dover – Eastern Lake Erie • Port Lambton – St. Clair River
• Amherstburg – Western Lake Erie • Brebeuf Is. - Georgian Bay South
• Goderich - Lake Huron South • Gereaux Island (Britt) – Georgian Bay
• Tobermory – Lake Huron/Georgian Bay North
• Meaford – Georgian Bay
• Thunder Bay – Western Lake Superior

DND primary resources operating out of Canadian Forces Base (CFB) Trenton and
Winnipeg are part of the 424 and 435 Squadrons. The two aircraft types out of Trenton
are rotary wing CH113 Labrador helicopters and fixed wing C130 Hercules aircraft. Only
Hercules aircraft operate out of CFB Winnipeg.

Canadian Coast Guard ( Central & Arctic ) 12

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Secondary Resources

Secondary resources are vessels or aircraft that belong to federal agencies but whose
primary function is not SAR. These resources may be used when their proximity to an
incident or the nature of the incident makes them the most effective option. In Central &
Arctic Region, CCG vessels other than SAR vessels are Ice-breakers, Buoy Tenders and
survey vessels. The names of these vessels are:
Secondary

• CCGS Gull Isle • CCGS Samuel Risley

• CCGS Cove Isle • CCGS Griffon
• CCGS Caribou Isle • CCGS Simcoe
• CCGS Namao • CCG Helicopters
• CCGC Limnos • All DND, RCMP (Ontario)
• CCGC Shark and Parks Canada Vessels

Secondary resources include all other Federal Government Vessels under the control of
various departments and agencies. Such agencies would include the RCMP., the
Department of the Environment, the Department of Transport, Parks Canada, DND
Aircraft & Ships Resources including people and vehicles. RCMP in Western provinces
are under contract to the provinces and are considered as “other”.

Other Resources
Other resources include vessels operated by the Coast Guard Auxiliary (CGA),
Provincial, Regional and Municipal Police services and vessels of opportunity. Also
included are aircraft operated by CASARA. When other helicopter service is required for
SAR it is obtained through other government agencies or hired from civilian resources.

CGA vessels are operated by volunteers who own their own vessels or crew on
community supported vessels. The CGA is organized across Canada in five regions.
Each region is autonomous as a corporation and is supported through a Contribution
Agreement with the Department of Fisheries and Oceans. The five regions are;
Newfoundland & Labrador, Maritimes, Quebec, Central and Arctic and Pacific. Central
and Arctic Region includes the St. Lawrence River from the Quebec border west,
including The Great Lakes, the waterways of Manitoba, Saskatchewan, Alberta, The
North West Territories and Nunavut.

Through the Contribution Agreement CCG is mandated to:

• provide training in SAR

• provide training in boating safety
• provide reimbursement for the use of vessels on task
• provide certain administrative support for the CGA

Canadian Coast Guard ( Central & Arctic ) 13

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

the CGA is mandated to:

• provide acceptable vessels for SAR

• provide personnel with marine experience
• provide assistance in prevention activities

All vessels on the water are legally obligated to help vessels in distress. The rationale
behind forming the CGA was that there were already people performing these acts of
good will. It was then logical to establish an organization that would provide them with
proper training and have them covered under insurance for any liability as rescuers.
Note that CGA units and crews are not required to maintain a 24-hour watch, but JRCC
can contact them through various means of communication.

Civil Air Search and Rescue Association

The Civil Air Search and Rescue Association (CASARA), is an organization similar to the
CCGA. They are an aviation based resource utilized on both Air & Marine Search
incidents. The Canadian Forces assists in the training of CASARA volunteers and the
operational evaluation of certified members on a regular basis. CASARA members may
be tasked for EPIRB homing missions, as spotters on military flights, or to provide fully
manned civilian search aircraft as considered appropriate by the JRCC/SM. Under the
CASARA agreement, TC remains responsible for training sessions relating to safe flying
practices.

Search and Rescue (SAR) Tasks

Primary SAR Task
The responsibilities of the Canadian Coast Guard are defined in the National Search and
Rescue Manual. It is in this manual that the National SAR Objective, printed below, is
described.

“To prevent the loss of life and injury through search and rescue alerting, responding and
aiding activities which use public and private resources. Where possible, reasonable
efforts will be made to minimize damage or loss of property, including where possible
and directly related thereto, reasonable efforts to minimize damage to or loss of property;
and by ensuring appropriate authority to aviation and marine safety through SAR loss of
life programs focused on owners and operators most commonly involved in SAR
incidents. The NSP will attempt to reduce the number and severity of SAR incidents.”

Canadian Coast Guard ( Central & Arctic ) 14

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

The National Search and Rescue Objective

is met through two areas of activity:

QUICK FACTS 1. SAR operations aimed at detection,

response and rescue; and to coordinate
and conduct SAR Operations.
CCG 2. SAR prevention, aimed at reducing the
SAR MANDATE number and severity of SAR incidents
through education.
• detect marine incidents
CCG has the following Primary SAR
• coordinate & conduct SAR ops. tasks:
• provide marine resources 1. Detect marine incidents and in
collaboration with DND to coordinate,
• provide OBS programs control and conduct SAR operations in
marine SAR incidents within the Canadian
area of responsibility;

2. Coordinate, conduct and control SAR

operations in Canada

QUICK FACTS 3. Provide marine resources in the

execution of SAR operations where
applicable; and
ENABLING AGREEMENTS
4. Coordinate, control and conduct SAR
• International Civil Aviation Org. loss of life programs to reduce the
(ICAO) number and severity of marine SAR
• International Maritime Org. (IMO) incidents.
• Convention for Safety of Life at
Sea (SOLAS) Two responsibilities become apparent.

• Firstly, not only must the CCG provide the

marine resources to respond to a SAR
incident, but it must also have in place the processes to coordinate these resources
so to be able to conduct a well planned search and rescue operation.

• Secondly, CCG must support a strong prevention program to reduce the occurrence
of SAR incidents.

Secondary SAR Task

The Canadian Coast Guard has the secondary SAR task of providing SAR resources,
when and where available, to assist in humanitarian and civil incidents within
provincial or municipal areas of responsibility.

Canadian Coast Guard ( Central & Arctic ) 15

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Rescue Manuals
Because Canada participates in a number of international organizations concerning
search and rescue practices and policies, it must have well designed procedures to
enable it to respond to any SAR incident. Canada is a member of the International Civil
Aviation Organization (ICAO), the International Maritime Organization (IMO) and has
agreed to adopt SAR standards and practices in accordance with the Convention on Civil
Aviation and the Maritime SAR Convention (1979) and the International Convention for
Safety of Life at Sea (SOLAS).

National Search and Rescue Manual

The purpose of the publication is to assist personnel of all federal departments and
agencies involved in SAR to meet the SAR objectives of the Canadian Government. This
manual presents federal SAR policy and describes the federal SAR organization and the
interdepartmental structure to provide effective SAR. It presents the common
procedures, techniques and terminology which have been developed to enhance the
effectiveness of operations conducted by any combination of federal or federal and
civilian SAR forces. Pertinent sections of national and international agreements which
impinge on SAR are included as annexes. Also included are procedures which apply to
specific components of Canadian SAR forces.

IAMSAR MANUALS

Volume 1 - Organization and Management

Volume 2 - Mission Coordination
Volume 3 - Search and Rescue Manual

The above listed manuals will replace the National Search and Rescue Manual. The
three volumes are available for review through the District Training Coordinators.

A Canadian addendum to the IAMSAR publications will be available in the near future.

Joint Rescue Coordination Centres (JRCC)

The key word in JRCC is Coordination. JRCC must organize air resources as described
in the International Civil Aviation Organization (ICAO). Marine resources must be
organized, as defined under IMO, to respond to areas in Canadian waters such as the
Great Lakes and the St. Lawrence River. In addition, JRCC’s will coordinate SAR
resource response to requests for humanitarian and civil incidents in accordance with
national policy and regional directives.

JRCC coordinates these resources in order to control and conduct a response to a SAR
incident. Once contacted, JRCC must formulate a search plan, task resources and
monitor the operation in order to track the progress of the incident. It must keep all
responders informed of the status of the search to be sure that responders have

Canadian Coast Guard ( Central & Arctic ) 16

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

accurate information on the nature of the distress. Following any operation, JRCC must
collect information on the incident and record it in a statistical database. Other duties
during non-response times include research into the latest SAR techniques and may also
involve information on incidents regarding insurance or salvage claims.

JRCC Trenton

There are eight coordinators assigned to

JRCC for the marine program. JRCC is
available on a 24 hour basis. The telephone
QUICK FACTS
number for JRCC can be found inside the front A Coordinator may
cover of all telephone books - with the
exception of Toronto. It is a toll free number • Order vessel to report position
and there is only one number regardless of
• Order vessel to search
whether the incident is marine or air related.
• Control and coordinate
The number for JRCC Trenton is: 1-800-267-
7270 and JRCC Halifax is: 1-800-565-1582.

Powers of JRCC Coordinators

The Canada Shipping Act (CSA) legalizes the
authority vested in the JRCC by stating in Section 385 that the “Minister may designate
persons, to be known as rescue coordinators to organize search and rescue operations
in Canadian waters and on the high seas off the coasts of Canada”. On being informed
that a vessel, aircraft or survival craft thereof is in distress, or is missing in Canadian
waters or on the high seas off any of the coasts of Canada under circumstances that
indicate it may be in distress, these rescue coordinators may:

1. order all vessels within an area specified by him to report their position to him;
2. order any vessel to take part in a search for that vessel, aircraft or survival craft or to
otherwise render assistance;
3. give such other orders as he deems necessary to carry out search and rescue
operations for that vessel, aircraft or survival craft.

Trenton JRCC
1-800-267-7270

Halifax JRCC
1-800-565-1582

Canadian Coast Guard ( Central & Arctic ) 17

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Powers of Vessel Master

The JRCC authority does not overrule the authority of the master of the vessel in distress
which, as stated in section 384, of the Canada Shipping Act, is:

CSA - 384
1. The master of a Canadian Ship at
sea, on receiving a signal from any
source that a ship or aircraft or
QUICK FACTS survival craft thereof is in distress,
shall proceed with all speed to the
assistance of the person(s) in
Distress Situations distress, and informing them if
possible that someone is doing so,
• JRCC may not overrule master but if the master is unable to or, in
the special circumstances of the
• Master in charge- see CSA case, considers it unreasonable or
unnecessary to proceed to their
• Master shall assist assistance, the master shall enter in
the official log book the reason for
• Master may requisition failing to proceed to the assistance
of the persons in distress.

CSA - 384
2. The master of any ship in distress may, after consultation, so far as possible, with the
masters of the ships that answer his distress signal, requisition such one or more of
these ships as he considers best able to render assistance, and it is the duty of the
master of any Canadian Ship that is so requisitioned, to comply with the requisitions
by continuing to proceed with all speed to the assistance of the person(s) in distress.

Considering Factors When Declining a Tasking:

• Weather Factors are beyond capabilities - eg., Wind, waves, icing

• Lack of crew - Do not operate a SRU single handed

• Fatigue - eg., Just finished a 12 hour shift

• Impairment - Alcohol - Medication

• SRU Malfunction

• Navigation - Unfamiliar waters/no charts for area

Canadian Coast Guard ( Central & Arctic ) 18

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

MODULE 3

COXSWAIN’S RESPONSIBILITIES
The Master of any vessel may unexpectedly find him/herself faced with
decisions directly related to saving the life or property of fellow mariners,
beyond the reach of his/her help.

The following guidelines are deliberately simplistic. They are intended to alert
the coxswains to their principal responsibilities and liabilities and to help them
react to the applicable influences of their duty and the law.

The wording is not that of the law itself, but is an explanation of the law.

There are many laws applicable to the coxswains of vessels moving upon
Canadian waters. Collision Regulations and Criminal Code, are two examples.
These notes are not intended to cover the entire field, but cover those portions
of the Canada Shipping Act (CSA) which have direct bearing upon the
situations the SRU is most likely to encounter as it responds to calls for help or
is dispatched as aid to civil power.

In the unfortunate event of an auxiliary person or property becoming a casualty

in the course of an activity authorized by Canadian Coast Guard, there is a
section guiding Auxiliarists upon the steps to take to obtain financial protection
or legal assistance for liability.

To the serious mariner, the Canada Shipping Act is recommended as

interesting and informative reading.

THE CANADA SHIPPING ACT

Much of this manual is based on the Canada Shipping Act which sets out the
responsibilities for assistance in Canadian and adjacent waterways. Assistance to
persons and vessels in distress is accepted as the normal practice of seafarers. Indeed,
there is an obligation upon ships' masters that they render every assistance within their
power in cases where a person or persons are in distress at sea. These obligations are
set out in Sections 384, 385, 449 and 451 of the Canada Shipping Act.
Masters of Canadian vessels are also expected and required to accept the direction of
land based coordination authorities under Section 385 of the Act. Although these
obligations and responsibilities are expected of all ships' masters, it is especially
important as members of the CGA that you familiarize yourselves with these sections of
the Canada Shipping Act so that you are fully aware of these regulations and obligations.

Canadian Coast Guard ( Central & Arctic ) 19

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

RESPONSIBILITIES OF THE RESCUER

Life
The primary responsibility of the rescuer is the preservation of life,
the lives of the SRU crew, as well as the lives of those in distress.

a) The Canada Shipping Act (CSA) section 384(1) requires “The master of a
Canadian ship at sea, on receiving a signal from any source that a ship or
aircraft or survival craft thereof is in distress, shall proceed with all speed to
the assistance of the persons in distress informing them if possible that he is
doing so, but if he is unable or, in the special circumstances of the case,
considers it unreasonable or unnecessary to proceed to their assistance, he
shall enter in the official log-book the reason for failing to proceed to the
assistance of the persons in distress.”

b) Government vessels and CGA go further than the CSA, in that they will, when
possible, respond when their vessel is in port, as well as when at sea.

Record Keeping
A master is required to log all distress messages or signals and if they do not
respond, he must log the reasons for not doing so (CSA 384).

Requisition

The CSA (384.(2) states: “The master of any ship in distress may,
after consultation, so far as possible, with the masters of the
ships that answer his distress signal, requisition one or more of
those ships that he considers best able to render assistance, and
it is the duty of the master of any Canadian ship that is so
requisitioned to comply with the requisition by continuing to
proceed with all speed to the assistance of the ship in distress.”

Property
The CSA requires assistance to PERSONS in distress. However, as a
secondary consideration and in the absence of commercial salvors, the CGA
rescuer may be requested by the Canadian Coast Guard to aid a disabled
vessel provided that to do so will not-jeopardize human life or endanger the
rescuing vessel. The most common form of aid is towing to the nearest haven
whose facilities can be engaged by the distressed vessel. The nearest haven
shall be the location which can be safely reached in the prevailing conditions
of weather, geography and least diversion of voyage which can provide the
services required.

Canadian Coast Guard ( Central & Arctic ) 20

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Responsibility Ceases

The rescuer's responsibility ceases when:

a) life is no longer in danger;

b) the distressed vessel is either free from danger or beyond further help.

Release from Obligation

The CSA (384(3)) states: “The master of a ship shall be released from the
obligation imposed by subsection (1) when he learns that one or more ships
other than his own have been requisitioned and are complying with the
requisition.”

Further Release
The CSA (384(4) states: “The master of a ship shall be released from the
obligation imposed by subsection (1), and, if his ship has been
requisitioned, from the obligation imposed by subsection (2), if he is
informed by the persons in the ship in distress or by the master of another
ship that he has reached those persons and that assistance is no longer
necessary.”

Premature Departure
If the rescuing vessel for her own safety is forced to depart the scene
before all danger to persons has ceased, the rescuer has responsibility to
inform JRCC of his action and broadcast either a MAYDAY RELAY or an urgency
Communication (PAN PAN), or a Safety Communication (SECURITE) as the situation
warrants.

The Responsible Master

. The master of the rescuing vessel will customarily set the procedure for the rescue
operation, but the master of the disabled vessel may overrule the procedure if he so
judges. If for the sake of safety of their respective vessels, the two masters cannot
agree, it is then the duty of the rescuer to standby for the purpose of saving life and
call JRCC for instructions

If engaged solely upon the rescue of property without lives being in danger,
then the rescue vessel should not hesitate to abandon the rescue of property
in order to respond to a higher priority of lifesaving, informing JRCC and
broadcasting a Safety Communication relating to the abandoned craft when
departing.

Canadian Coast Guard ( Central & Arctic ) 21

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

KEEPING A LOG
The master of a rescue vessel has responsibility to maintain records.

Deck Log
Should contain no less than:

1) Name of master, name of vessel, registration of license number.

2) Names of people on board.

3) Dates, times and places of departure and arrival.

4) Periodic positions on passage or search.

5) Major or pertinent sightings.

6) Major or pertinent events.

7) Periodic weather and sea conditions.

8) Master's signature.

Radio Log
Should record no less than:

1) License and call sign ( if applicable to vessel type)

2) Name of certified operator.

3) Periods of listening.

4) A summary of all communications exchanged with other

stations.

5) A summary of all communications transmitted, received or

intercepted relating to distress, urgency, and safety traffic.

6) Reference to important service incidents.

Canadian Coast Guard ( Central & Arctic ) 22

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Logs pertaining to inquiries shall be retained until all action resulting from such
incidents is concluded or until it is evident they shall not be required.

Clarity of Logs

Logs should be maintained in a manner suitable to be read in court for

inquiries or inquests. Test read periodically at a later date. If incomplete or
confusing try to improve the style of future entries. Inaccuracies in a log may
be considered serious negligence. Deliberate falsification of a log may result in
imprisonment. Any changes or corrections in a log may only be scored
with a single line and must be initialed.

RESPONSIBILITY TO MAINTAIN
A SEAWORTHY VESSEL
The owner or master or both may be held personally responsible in law to maintain a
seaworthy vessel and may be personally fined for the failure to do so.

a) The broad definition of seaworthiness encompasses proper manning,

soundness of design, construction, stability and state of repair, equipment to
be not less than required by CSA, sufficient fuel and victuals, safe trim and
draught.

b) Thus, a vessel with insufficient approved pyrotechnic distress signals, or

insufficient PFD's onboard may be deemed to be un-seaworthy.

RESPONSIBILITY TO MAINTAIN THE

TRAINING LEVEL OF THE CREW

As noted above the master (coxswain) is responsible for the proper manning of the
vessel. This can translate into a responsibility for adequate training levels among the
crew.

Canadian Coast Guard ( Central & Arctic ) 23

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

LIABILITIES OF A VESSEL MASTER

To people
Preservation of life at sea is paramount. The master is personally liable for the
conduct of people onboard the vessel. For example, if a crew member or guest
onboard the vessel becomes intoxicated and in consequence falls overboard
and is drowned, the master may be found liable for the death for:

1) permitting the individual to become intoxicated and,

2) for not confining the person to the safety of a cabin.

A) In a rescue situation, the master is required to make his "best endeavour to

fulfill the rescue attempt commensurate with his training and experience”.
Thus, a professional seafarer will be expected to exhibit greater skill and
success than a casual recreational boater.

B) The British courts have traditionally been sympathetic to pleasure boaters

who have made sincere efforts to provide rescue assistance but in the
process, have failed or further accident or injury has occurred.

C) It may be anticipated that the burden of liability in a rescue will rest more
heavily upon an Auxiliarist than upon a pleasure boater, but be less than that
of a professional seaman.

To Property
Rescuers are not obliged to extend themselves to rescue property if danger to life is not
involved. However, if they do attempt to rescue property, the same expectation of degree
of skill and success will apply as in the case of saving life, i.e. higher for the skilled than
the unskilled.

a) It is not difficult to damage a vessel when endeavouring to assist her. Even

when afloat and safely under tow, if the towed vessel were to unexpectedly
sink in a narrow channel, the rescuer may be held liable to remove the
obstruction. This can apply even though the rescuer may be exonerated from
the cause of the sinking and free from any liability for the loss of the tow.

b) The rescuer should refrain from directly engaging in rigging shores or

plugging holes on board the distressed vessel lest he later be accused of
causing needless damage to hull or fittings through acting over zealously. It
is more prudent to stand by to rescue the vessel's personnel if the distressed
vessel's crew are unsuccessful in their damage control efforts.

Canadian Coast Guard ( Central & Arctic ) 24

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

WAIVER OF CLAIMS

To protect the master, crew and owner or organization from liability for damages
resulting from alleged negligence of the rescuers, the master should first obtain a suitable
"waiver of claims" undertaking from the vessel being offered assistance. The waiver may
be made in the vessel's log, on a waiver form or over the VHF radio and witnessed by a
CGRS. it should be remembered that a waiver is no excuse for negligence.

Note
It would be inappropriate to obtain a waiver before saving the life of
a person in grave and imminent danger.

HOLD HARMLESS AND WAIVER OF CLAIMS

I,__________________Master of the vessel _____________________

request the CANADIAN COAST GUARD AUXILIARY (CGA) to render assistance by

towing or other acts. In consideration for which I, for myself and the owners, and all
persons on board, and our heirs and executors, HEREBY AGREE TO HOLD
HARMLESS AND WAIVE ALL CLAIMS against the CGA, the CGA vessel, her owners,
her master and crew, Her Majesty the Queen, Her Servants and Agents, for personal
injury, death or property damage, resulting or arising (either directly or indirectly) from the
endeavor to assist, or any abandonment or transfer of the assistance or tow.

Dated this _________day of _________ 19____

Signed_________________________________
MASTER OF VESSEL DESIRING ASSISTANCE

Signed ____________________________
WITNESS

Canadian Coast Guard ( Central & Arctic ) 25

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

VERBAL WAIVER OF CLAIMS AND INDEMNIFICATION

( To be used when hailing by radio )

EXAMPLE -

DO YOU WANT US TO TOW YOU? IF WE AGREE TO DO SO, WILL YOU HOLD US

HARMLESS AND WAIVE ALL CLAIMS FOR ANY DEATH
INJURY OR DAMAGE WHICH MAY RESULT?

(Print and place on board the SRU to be available to read to a prospective tow.)

Note:

• Log questions and replies.

• Have entry signed by witnesses to exchange.

• Ask the CGRS to tape and witness exchange.

The waiver may be obtained by the following methods:

1. By signature of distressed master on standard waiver form.

2. Verbally by VHF (channel 16 may be used if it is a distress) after

requesting Coast Guard Radio Station to monitor the exchange.

OR

3. Verbally, by hailing, after ensuring rescue crew members are

listening and prepared to later attest to the wording.

Log the exchange of verbal communication, both question and reply, then have crew
members sign the log book entry as to accuracy. If there is no log book, write same on a
loose sheet of paper, then have the crew witness this by signature.

If answers are negative, do not attempt to tow, but stand by and call JRCC for
instructions.

Canadian Coast Guard ( Central & Arctic ) 26

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

LIABILITY INSURANCE
It is frequently asked if a rescuer can be sued even when a waiver has been obtained.
The answer is that one can be sued at any time and virtually without cause. The real
question is whether or not the suit will succeed.

The correct use of a waiver will greatly minimize the possibility of a successful suit.
However, litigation is costly even if successfully defended and the possibility of being
found liable is always present; even if remote.

TOWING POLICY

SAR units may provide towing assistance in accordance with the National SAR Objective,
provided it can be done without imperiling the assisting vessel or tow or persons on
board.

If in the judgment of the JRCC / MRSC or the Commanding Officer On-Scene, the
conditions for a distress or potential distress are not present, and if suitable commercial
assistance is readily available, then the provision of tow by the SAR unit will be denied.

ENFORCEMENT AND THE LAW

• Law enforcement is not a function of the Auxiliary.

• A citizen may enforce the law by "laying an information'.

• An Auxiliary member who "lays an information" does so as a citizen,

not as an Auxiliarist.

• Auxiliary craft could be tasked to transport a peace officer or other officials under
the “humanitarian” designation.

Canadian Coast Guard ( Central & Arctic ) 27

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Media Guidelines

CANADIAN COAST GUARD AUXILIARY

MEDIA GUIDELINES FOR MEMBERS
This organization you are involved with may very well end up dealing with the
news media at some time. All members must be aware of their responsibility to
the C.C.G.A., the Canadian Coast Guard, the National SAR System and the
image you represent. The following points are a guide when approached by the
media with respect to different situations.

COAST GUARD AUXILIARY

PROMOTION IN GENERAL

Remember who you represent. Always conduct yourself in a professional and

responsible manner.

A. Find out exactly what they want to know.

B. Ask what their deadline is.

C. Go over the questions with the interviewer if possible.

D. Keep your answers brief and to the point.

E. If you do not know the answer, say so and offer to get the information or direct
them to the person who has it.

F. Remember that you are a member of the C.C.G.A. and make that clear. Any
questions about the Coast Guard or any other department would be directed
to the proper spokesperson.

G. Be very careful of interview traps, such as “Off the record”. NEVER give “off
the record” or “just between you and me” responses.

Canadian Coast Guard ( Central & Arctic ) 28

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

WHEN NOT SURE OF WHAT TO SAY, GIVE THE FOLLOWING RESPONSE:

“Sorry, I can’t answer your questions. However, for information regarding this
situation, please contact _______________”. No other comment should be
necessary. If they persist, simply repeat the response politely, firmly and say
“Good-bye!”

SAR RELATED EVENTS

According to the National SAR manual “Personnel participating in or

questioned regarding a SAR operation shall not make public releases or
grant public interviews without first obtaining clearance to do so from the
JRCC”. Once clearance is obtained, it is often more prudent to respond to these
requests rather than give the impression of being unaware or unresponsive. The
facts given in the interview should be limited to:

A. Number of resources engaged in the search;

B. Number of crew aboard the search unit;

C. Number of hours the unit has been engaged in the search;

D. The area searched, and search results of the individual’s vessel;

E. Weather conditions;

F. Search unit’s capabilities, and

G. Item of general interest, readiness to carry on with the search, etc.

Some things that you should stay away from include: personal opinions in
general and specifically on the conduct of the case; departmental policy; the
cause of the incident, or guesses as to what may have happened. Let other
officials release names of people and/or vessels involved and medical condition
or damage to vessel. Be careful. They often try to get you to confirm something
that they suspect. Just defer to JRCC.

JRCC PRESS LINE 613-392-8854

Under no circumstance should crew members grant the press interviews.

Canadian Coast Guard ( Central & Arctic ) 29

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

WRECKS
The CGA has no entitlement to salvage. However, Search and Rescue operations may
on occasion lead to involvement with wrecks. With the possibility of being the only
representative or authority at the scene of a wreck, the Auxiliary coxswain should have
some understanding of the regulations relating to wrecks and the procedures to follow.

In most instances, it will be sufficient for the Auxiliarist to notify JRCC of the situation and
log the event for possible future evidence in court.

There is no right to salvage on the Great Lakes.

Function of Receiver of Wrecks:

The Receiver of Wrecks takes charge of all wrecks to preserve the wreck and the lives of
shipwrecked persons. The Receiver may take charge in person or may receive the
wreck from another person. Wreck may include the cargo of vessels or aircraft.

a) Whenever any person takes possession of a wreck in Canadian waters

he shall deliver it to the Receiver as soon as possible. However, the Minister may
dispense with requiring physical delivery. The Receiver shall advertise a
description in the Custom House nearest to the wreck and, elsewhere within 48
hours of taking possession.

b) If the wreck is not claimed within I year, the Receiver will sell it to defray
fees and costs of salvage.

c) If the wreck is claimed within I year, the Receiver will release it to the
owner upon receiving payment of fees and costs of salvage.

Identity of Receiver
The Receiver of Wrecks is an agent of the Department of Fisheries and Oceans. In the
Central and Arctic Region the Receiver is an employee of the Canadian Coast Guard
(Navigable Waters Protection Branch). In the absence of a duly appointed Receiver, a
Chief Officer of Customs or various other Federal Government representatives, including
a lighthouse keeper, may perform the function for the Receiver.

In addition to the prescribed list of people who may act in their stead, the
Receiver may order any person to act for them.

Canadian Coast Guard ( Central & Arctic ) 30

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Authority and Power of a Receiver

a) Power to Assign & Commandeer

i) In the course of his duties, the Receiver may assign duties and issue directions to any
person as he sees fit.

ii) The Receiver may give direction to vessels close at hand to assist and may
commandeer vehicles and equipment he considers necessary.

iii) Fines and penalties may be laid upon those who refuse to obey.

b) Cause No Hindrance

The Receiver and those under his orders may not be obstructed, and have the right of
access across property.

c) Search Warrant

The Receiver may obtain warrants to search for concealed salvage and may cause to be
apprehended, anyone who plunders or obstructs
the preservation of a wreck.

d) Penalty

Penalty for withholding or concealing salvage is a fine plus double the

value of the wreck.

e) Not Counter to Wishes of Master

The receiver is not authorized to take charge of a ship, cargo, or materials contrary to the
expressed wish of the master or owner.

Repel by Force
The master of a vessel stranded, wrecked or in distress may repel by force any
person who endeavours to board without his permission.

Awards
Persons who assist the Receiver or who suffer damages as a result of the
endeavour to preserve the wreck or survivors, are entitled to salvage awards.
No salvage is payable for Government services- including services of CGA.

FORMAL INVESTIGATONS:
Canadian Coast Guard ( Central & Arctic ) 31
Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Each Province and Territory has its own death inquiry system. This provides for the
investigation of deaths which are unusual. As well, deaths may require further
investigation to resolve such issues as the identity of the deceased, the medical cause of
death, when the death occurred, why it came about and whether it was preventable. A
coroner's inquest serves as a means for a public ascertainment of facts relating to
deaths. It is a means for formally focusing community attention on and initiating
community response to preventable deaths. It is also a means for satisfying the
community that the circumstances surrounding the death of one of its members will not
be overlooked, concealed or ignored.

The proceedings at an inquest are not accusatory and adversarial but inquisitorial. No
one can properly be described as an "accused" in the proceedings. There is no final
judgment. The result is a verdict containing findings of fact, sometimes
recommendations for the prevention of such deaths in the future and in some cases
allegations that certain individuals.
bear responsibility for the death in question.

The proceedings at an inquest are normally held in public to achieve their purposes most
effectively. The findings possess great practical significance and may substantially
influence public opinion, private reputation and the course of potential subsequent civil
and criminal proceedings arising out of the death inquired into.

STEPS TO BE TAKEN BEFORE APPEARING AT AN INQUIRY

You should review the incident in question in your mind. Only after you have exhausted
your own independent recollection of the incident should you consult your notes and the
case file concerning the incident. You should make copies of your notes and the case
file pertaining to the incident as they may be required at the hearing. You should ensure
that the copies are accurate copies by comparing them to the originals.

You should obtain from the department legal advisers a clear idea of the procedure
involved.

You should not talk to anyone concerning the incident unless you are expressly
authorized to do so by departmental legal advisers.

Canadian Coast Guard ( Central & Arctic ) 32

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 4

SAR Communications
Communication Procedures

QUICK FACTS The primary communication link once the

vessel has left the dock is the Very High
Frequency (VHF) radio. By radio, the vessel
• Contact JRCC by telephone master can contact other vessels, the
nearest Coast Guard Radio Station (MCTS,
• VHF Simplex also known as CGRS), and through the
CGRS, can contact the JRCC 1-800-267-
• VHF Duplex 7270 (Halifax – 1-800-565-1582) via the
telephone system. All rescuers are
• Cellular a last resort expected to obtain their VHF operator’s
certificate in order to participate In the SAR
• Final contact by telephone communication network.

For any SAR incident, the standard VHF

communications procedures are followed.
This includes All Stations broadcasts, Maydays, and Mayday relays. Vessels are
required to maintain a continuous radio watch on channel 16 or any frequencies
allotted by the controlling authority during a search. When communicating with any civil
agencies (i.e. police services), civil communications procedures may be adopted and
employed.

All communications with both the JRCC and any CGRS are recorded. These daily
recordings are kept in secure storage for 30 days in the event there are any legal
ramifications.

Timing

The order of events in a SAR incident are as follows:

1. JRCC is made aware of a marine distress. This could be by telephone from any
source, by marine radio from a distress vessel to an MCTS, or by a radio call by
another vessel.

2. JRCC gathers information on the incident and uses its authority to task vessels.

3. The vessel, or vessels, to be tasked are alerted by a variety of means including radio,
telephone, pager, 911 System, or other emergency alert system.

4. If alerted by telephone, a SRU is normally given available information and a tasking

(incident) number at that time.

Canadian Coast Guard ( Central & Arctic ) 33

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

5. If alerted by other means, vessels normally contact the JRCC by telephone for further
information and a tasking authorization.

6. When ready to launch, or ready to depart, the vessel informs JRCC with a SITREP of
their readiness and situation through MCTS. The MCTS may have further
information and instructions from JRCC and will direct if the task is to go forward.

7. If a vessel is already on the water when they are alerted, they will be given
instructions about the task and directed on how they are to proceed.

8. Tasked vessels proceed with the task and transmit SITREPS as necessary or as
requested by JRCC via CGRS.

9. It is normal, and highly recommended, that communications with “JRCC” be

conducted by VHF communications to the MCTS. The MCTS is in constant and
immediate contact with JRCC and will transmit information and instructions between
the SRU and the Controller at JRCC.

10. The MCTS will direct which radio channel is to be used.

11. In emergency or special circumstances, you may request CGRS to connect you
directly to JRCC (a Controller) through a duplex channel.

If your vessel responds to an incident without a tasking authorization from JRCC

there is no insurance coverage for vessel and crew for that response. Nor is there
any reimbursement to the vessel for the task. Also, if contact is not made with JRCC
your vessel will not be part of the coordinated response, one that may already be
underway.

The only situation in which a vessel may self-task is when an incident is visually
apparent and it is a matter of life and death. In these rare situations JRCC must be
contacted as soon as possible.

QUICK FACTS

♦ VHF Channel 82A CCG Working

Frequency

♦ VHF Channel 65A Search and

Rescue Working Frequency

Canadian Coast Guard ( Central & Arctic ) 34

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Communication Methods
Communications with JRCC can be done via two modes. One is by telephone (land-
based and cellular) and the other is by VHF radio through the assistance of a Radio
Operator at a CGRS. The Joint Rescue Coordination Centre and Coast Guard Radio
Station (Marine Communications and Traffic Services) are all linked with dedicated
telephone circuits.

Log all radio transmissions to and from your station. Also, writing down messages before
you send them ensures that all of the information gets transmitted correctly. When
initiating SAR communications with an MCTS, the operator will state “This is auxiliary
vessel (vessel’s name) with SAR priority traffic. Over.”

Direct communications to JRCC can be accomplished in two ways:

1. Verbal communication by telephone line

2. Duplex (ship to shore call on a non-dedicated line)

Occasionally the coxswain of a SRU may find it more expedient, while engaged in a
SAR operation, to speak directly with a controller at JRCC. This can be accomplished
using a CGRS Duplex Channel. This process is referred to as a ship to shore duplex
call.

A duplex channel may also be used in situations where:

a) the SRU and the distressed vessel cannot communicate directly on a simplex
channel because of distance or terrain obstructions but both can communicate
with CGRS.

b) a Radio Medical is required. That is, when the SRU crew are involved in a
medical situation such that they require direct consultation with a doctor.

QUICK FACTS
• SITREP reports activities and
plans during a task

• STATUS REPORT indicates

state of readiness for SAR
operations and state of availability

• CGRS is the focal point for

communications

Canadian Coast Guard ( Central & Arctic ) 35

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Use of Cellular and Satellite Phones

The use of cellular phones should be avoided whenever possible. This form of
communication is acceptable when this is the only way you can contact JRCC. That is,
no radio contact is possible.
On a rare occasions, a cellular phone may be the only contact with the distress vessel.
Some areas do not have VHF radio or cellular service and satellite phone service may be
the only communication link available.

With the use of VHF radios, facsimile machines, e-mail and cellular/satellite telephones
the movement of information becomes faster and more accurate. However, no one
system ensures that all participants within a communications network will receive the
information.

To ensure SAR controllers, radio station operators, commanding officers and

coxswains keep each other informed, the procedure is:

1. to the greatest extent possible, all messages will be sent through the MCTS.

2. the person originating the information shall ensure that others are advised as to its
nature depending upon operational relevance.

3. formatted messages shall be used.

4. for security, a briefing may be done by a coordinator on cellular phone

Formatted Messages

The SITREP
The following information should be included in SITREPS to JRCC:

1. To:
2. From:
3. Case description : (sitrep # 1 only)
4. Number of the Situation Report (i.e. first, second, eighth etc.)
5. Present Status - all case details that JRCC does not have including
weather conditions;
6. Action Taken - include all search patterns and movements since
departing wharf;
7. Future Action - include all items that will impact on future;
include in this section any request for air support;
8. Signature - Coxswain / master – and DTG

Canadian Coast Guard ( Central & Arctic ) 36

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

EXAMPLE OF SITREP MESSAGE.

To: Joint Rescue Coordination Centre /

Trenton
From: SRU Name

Case Description: 30 ft. Sailboat Overdue;

SITREP Number: SITREP #1

Present Status: First Report should list the case

details. Subsequent reports only have
to list new information

On scene weather detailing wind

direction and speed, wave height and
visibility. Future weather is also
advisable i.e. thunderstorms
approaching (or building) from NE

Action Taken: This section will detail what action has

been performed by the SAR vessel
since the last report.

Future Action: The SAR vessel master should give

some indication of what future plans
are for the search vessel. Requests
for air support may be placed in this
section.

Signature and DTG Signature of Auxiliary facility

Coxswain / Master. 051945

All SITREPS should be written prior to transmission.

When on a SAR tasking SITREPS should be passed on to JRCC via the CGRS (MCTS) at
regular intervals. In good search conditions, that interval would be approximately two (2)
hours. JRCC may request more frequent SITREPS in more adverse conditions.

Canadian Coast Guard ( Central & Arctic ) 37

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

The Status Report:

This format is used when a coxswain wishes to advise JRCC that he is, for
example, on board his vessel, cruising or not available for SAR etc. This report
relates to the serviceability and availability of the unit.

THE STATUS REPORT FORMAT

Alpha: CCGA Vessel Name & Call sign.

Bravo: Location Date and Time Group.

Charlie: From: (Date & Time) to: (Date & Time)

Delta: Remarks and Weather__________________

Communications Priorities
The Order of Priority of Radio Communications

1. Distress communications.

2. Urgency communications.

3. Safety communications.

4. Communications relative to direction finding bearings.

5. Communications relative to the navigation, movement and needs of aircraft engaged

in search and rescue operations.

6. Messages containing exclusively meteorological (weather) observations destined to

an official meteorological office.

7. Communications related to the application of the United Nations Charter.

8. Service messages relative to the working of the radio communications service or to

messages that have been previously transmitted.

9. All other communications.

Canadian Coast Guard ( Central & Arctic ) 38

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

(NOCL)

NOTICE OF CRASH /
CASUALTY LOCATION
MESSAGE

The purpose of this message is to advise the JRCC or Search Master of the
location of an aircraft crash or marine casualty and to provide important details to
enable suitable rescue decisions. The format is designed to ensure an orderly
and complete transfer of information. As well, the information is coded to prevent
premature release of details to the public.

The contents of a NOCL message and the format are shown below. The
interpretation is on the following two (2) pages.

Sarnia CGRS, this is CCGA vessel Fancy Canoe with a NOCL message:

Alpha: Affirmative
Bravo:42258230
Charlie: 2-white; 1 Black
Delta: Alpha
Echo: Two
Foxtrot: Rescue vessel on scene.

Canadian Coast Guard ( Central & Arctic ) 39

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

NOTICE OF CRASH/CASUALTY LOCATION

MESSAGE (NOCL)
The originator transmitted only the words on the left:
the meaning is shown on the right.
ALPHA
AFFIRMATIVE Positive identification that the object sighted is the search
object.
NEGATIVE Unable to positively determine that the object sighted is
the search object.

BRAVO An eight or nine digit group denoting position without

North or West being used.

CHARLIE
NEGATIVE When no survivors or casualties can be seen.

ANY NUMBER To indicate number of survivors or casualties actually

seen, followed by:

UNDETERMINED When the status of the survivor or casualties cannot

be determined

RED Immediate treatment and evacuation (Priority 1)

YELLOW Early treatment and evacuation (Priority 2)

GREEN Routine treatment and evacuation (Priority 3)

BLUE Deferred treatment and evacuation (Priority 4)

WHITE Uninjured

GREY Missing

BLACK DEAD

NOTE: This information on the medical conditions of victims should only be

transmitted after investigation by SAR TECHs
or other medically trained personnel.

Canadian Coast Guard ( Central & Arctic ) 40

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

DELTA
ONE 1. side of hill plus indicate north, south, east or west slope

TWO 2. in valley plus indicate north, south, east or west side of

floor

THREE 3. in level country

FOUR 4. heavily wooded area (can be used in conjunction with

one, two or three)

FIVE 5. in water

ALPHA NEAR SHORE

BRAVO WELL OFF SHORE

ECHO

ONE Request authorization to deploy the SAR TECH team.

TWO A helicopter will be required

THREE A ground party could reach the location in good time

FOUR A rescue boat will be required

FOXTROT Remarks

Briefly provide any detail which will allow JRCC/SM to initiate appropriate action,
bearing in mind that the transmission is not secure.

Canadian Coast Guard ( Central & Arctic ) 41

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Blue Flashing Light

In January 2003, Rule 45 of the Collision Regulations was amended to

allow Canadian Coast Guard Auxiliary vessels to exhibit the blue flashing
light while engaged in SAR activities.
This will improve on-scene communications and coordination between
rescue vessels, aircraft and the distressed vessel.

CCGA members should be aware that use of the blue light

does not relieve them of their obligations under the
Collision Regulations.

When in doubt
call
JRCC

Canadian Coast Guard ( Central & Arctic ) 42

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

QUICK FACTS
INFORMATION TO OBTAIN FROM CALLERS

• name and telephone number of caller

• name and address of vessel owner/operator
• number of people onboard - adult, children
• proposed route, destination and estimated time of arrival
• vessel name and license or registration number
• size, type (sail or power, make) and age
• colour of hull, deck, cabin, and sail- if applicable
• types of engines
• distinguishing features, i.e. antennas, radar
• radios and channels monitored - VHF, CB
• safety equipment aboard - i.e. flares (number and type)
• lifejackets or PFD’s (number and type)
• does the vessel have a dinghy - rigid or inflatable
• known medical problems
• experience of operator
• point of departure and time

Coast Guard Auxiliary Coxswains occasionally receive calls from concerned

parties regarding a possible vessel in distress or overdue. With this in mind, the
information on this page is provided as reference. Ultimately, JRCC should be contacted
and a tasking obtained.

Obtaining Information
The most important information a person can get from the general public is a telephone
number where the caller can be reached and the caller’s name. The caller should be
advised to call JRCC. With the caller’s name and number JRCC can track down the
source of the information.

The list above is a guide to obtaining information from a caller requesting assistance. Not
all of the information will be available or needed in every case but the receiver should
attempt to obtain as much information as possible on the first contact.

Canadian Coast Guard ( Central & Arctic ) 43

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Degrees of Urgency
QUICK FACTS An Uncertainty phase exists when there is doubt
regarding the safety of a ship or other craft or
DEGREES OF URGENCY
persons on board, and when:
• UNCERTAINTY
• she has been reported overdue at
destination; or
• ALERT
• she has failed to make an expected position or
• DISTRESS safety report.

An Alert phase exists when there is apprehension

regarding the safety of the ship or other craft or the persons on board and when following
the uncertainty phase, attempts to establish contact with the ship or other craft have
failed and inquiries addressed to other appropriate sources have been unsuccessful; or
information has been received indicating that the operational efficiency of a ship or other
craft is impaired but not to the extent that a distress situation is likely.

A Distress phase exists when

a) positive information has been received that a ship or other craft or a person on
board is in grave and imminent danger and in need of immediate assistance;

b) following the alert phase, further unsuccessful attempts to establish contact with
the ship or other craft and more widespread unsuccessful inquiries point to the probability
that the ship or other craft is in distress;

c) information is received which indicates that the operating efficiency of the ship or
other craft has been impaired to the extent that a distress situation is likely.

* 16
When used on a cellular phone
will connect the caller directly to
an MCTS station.

Canadian Coast Guard ( Central & Arctic ) 44

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

The following procedures are for vessels requiring assistance that are not in distress
and are in no immediate danger.

MARB

JRCC TRENTON PROCEDURES FOR VESSELS REQUIRING

ASSISTANCE IN
NON-DISTRESS SITUATIONS

When a SAR/CGA unit / base becomes aware of a vessel requiring assistance that is not
equipped with a VHF radio, the unit / base shall call the JRCC via landline or pass
information through the Coast Guard radio station. The JRCC will determine and task the
most suitable resource to assist the vessel.

When a SAR/CGA unit / base becomes aware of a vessel requiring assistance that is
VHF radio equipped, the unit / base shall advise JRCC via land line and direct the
vessel to contact the nearest Coast Guard radio station on channel 16. The unit / base
should monitor the situation and assist the vessel in obtaining communications with the
radio station.

The CGRS will contact the JRCC with all particulars about the vessel. The JRCC will (if
the vessel is in no immediate danger) issue a Marine Assistance Request Broadcast
(MARB) alerting all private and commercial vessels in the area of the vessel requiring
assistance. Following the broadcast there is a waiting period (not to exceed fifteen (15)
minutes) for vessels of opportunity or commercial operators to offer assistance to the
vessel.

Following the waiting period and if no suitable answer to the

MARB is received, the JRCC will task the most suitable resource to assist the vessel.

The SAR unit tasked to assist the vessel shall assist as deemed necessary. Should this
assistance involve towing the vessel, the vessel shall be towed to the nearest safe
haven.

SAR/CGA units should not self task to these non-distress situations. Vessels
responding to a non-distress situation prior to JRCC determining the requirement for and
the issuing of a MARB do so as vessels of opportunity.

Incident numbers will only be issued by the JRCC to SAR/CGA units that are tasked by
the JRCC to respond to an incident or responding to a distress. Vessels responding to
non-distress situations without being tasked will not be given an incident number.
SAR / CGA units upon hearing a MARB are encouraged to advise JRCC of their
availability for tasking.

Canadian Coast Guard ( Central & Arctic ) 45

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Self-Locating Datum Marker Buoy

The Self-Locating Datum Marker Buoy (SLDMB TM) is a search and rescue instrument
that periodically transmits its location once deployed in fresh or salt water. It has the
capability of emulating the drift characteristics of either a person in the water (PIW) with
survival suit, or a four-person life raft with drogue. The emulation mode is selected at the
time of deployment.

The SLDMB is one component of a complete search and rescue system, which consists
of the following:

• Air-deployable, configurable surface buoy (see figure 2)

• Satellite monitoring service
• Local satellite receiving station ( a local user terminal, or LUT)
• Rescue Coordination Center or JRCC.

Canadian Coast Guard ( Central & Arctic ) 46

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

EPIRB AND GPIRB

The EPIRB emergency beacons To improve coverage in equatorial

operating on 406 MHz rely on waters, a second network of
Doppler shift in the distress signal satellites has been installed
as the Cospas-Sarsat satellite (GEOSAR). They are in
approach and recede in overhead geostationary orbit and provide
orbits. coverage from 700 N to 700 S.
The accuracy depends upon the
number of signal bursts received by Unlike orbital satellites,
the polar orbiting satellites. The geostationary satellites do not give
positioning is most accurate when a a position when receiving an
satellite passes directly overhead. EPIRB’s signal, but do provide
The satellites orbit at about 600 knowledge that the beacon has
miles above the earth, in polar orbit. been activated. The owner’s
Each satellite provides an east-west registration code is also provided.
view of about 3000 miles, with an
orbit time of 105 minutes. The A 406 Mhz. GPIRB will provide the
satellites pass over the poles at position of the distress. (Fig.5)
about 20-minute intervals, but at the
equator, two to three hours may
elapse between passes.

Some of the problems with existing

EPIRB’s:
a) Failure of new owners to
register transfers when a
vessel is purchased.
b) Multiple passes often required
to obtain accurate position.
A new Position Indicating Radio Beacon, known as c) Long time interval locating
the GPIRB has been developed. These are self- accidental activation.
locating beacons using GPS satellites. Their
operation is illustrated in Figure 4.

Canadian Coast Guard ( Central & Arctic ) 47

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Figure 4
(Drawing by Northern Airborne Technology)

Northern Airborne Technologies GPIRB

Canadian Coast Guard ( Central & Arctic ) 48

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Global Maritime Distress and

Safety System
(GMDSS)
What is GMDSS?

GMDSS is a new international system using improved terrestrial and satellite technology
and shipboard radio systems. It ensures rapid alerting of shore-based rescue and
communications authorities in the event of an emergency. In addition, the system alerts
vessels in the immediate vicinity and provides improved means of locating survivors.

GMDSS was developed through the IMO and represents a significant change in the way
maritime safety communications are conducted. While it is mandatory for all ships
subject to the International Convention for the Safety Of Life At Sea (SOLAS) (cargo
ships 300 gross tons or greater and all passenger vessels, on international
voyages), GMDSS will impact on all radio-equipped vessels, regardless of size. As of
February 1, 1999. All SOLAS ships fully comply with GMDSS requirements.

Why GMDSS?

GMDSS was developed to save lives by modernizing and enhancing the current radio
communications system. By using satellite and digital selective calling technology.
GMDSS provides a more effective distress alerting system. It improves the current
system by:

• Increasing the probability that an alert is transmitted when a vessel is in distress;

• Increasing the likelihood that the alert will be received;
• Increasing the ability to locate survivors;
• Improving rescue communications and co-ordination; and
• providing mariners with vital maritime safety information.

____________________________________________

GMDSS Equipment
A) Digital Selective Calling (DSC)

Marine radios have been enhanced with the addition of a feature known as DSC. This
modification allows vessels to automatically maintain the required watch on distress and
calling channels (CH. 70 on VHF for example) instead of the current aural listening
watch. A DSC receiver will respond to the vessel’s unique Maritime Mobile Service
Identity number (MMSI #), similar to a telephone number, or to an “All Ships” DSC call
within range. Once contact has been made by DSC, additional communications then
move to a working channel.

Canadian Coast Guard ( Central & Arctic ) 49

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Although MCTS stations are not yet equipped with DSC, SAR resources may
have DSC capable radios. In such instances, automated distress calls may
be received on channel 70. Units should attempt contact on Ch. 16, relay the
distress if necessary, and make sure the shore station is made aware of the
distress. Ship stations should not acknowledge a DSC Distress Alert via DSC
unless requested to do so by a Coast Station.

B) Satellite Communications
The INMARSAT satellite network provides global communications, except for the Polar
Regions. In areas without any VHF or MF DSC shore facilities, INMARSAT A, B or C
terminals are used for distress alerting and communications between ships and shore.
INMARSAT provides an efficient means of routing distress alerts to SAR authorities.

C) Emergency Position Indicating Radio Beacon. (EPIRB)

See comments in earlier section of this module.

D) L - Band EPIRB’s operate with the INMARSAT system which locates their
position and alerts an JRCC.

E) Search and Rescue Transponder (SART)

A SART is a portable radar transponder used to help locate survivors of distressed

vessels that have sent a distress alert. They are detected by radar and transmit in
response to received radar signals. The radar-equipped vessel will see a series of dots
on the screen indicating the position of the SART. In the event that a vessel must be
abandoned, a SART should be taken on board survival craft.

Maritime Safety Information

Maritime Safety Information broadcasts, which comprise distress alerts, SAR information,
navigational and weather warnings, as well as forecasts can be received in three different
ways in GMDSS:

A) NAVTEX receivers are fully automatic and receive broadcasts in coastal regions up to
300 miles offshore.
B) INMARSAT-C terminals receive broadcasts for areas outside NAVTEX coverage
areas.
C) HF Narrow Band Direct Printing receivers can be used as an alternate to INMARSAT.

Canadian Coast Guard ( Central & Arctic ) 50

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

MODULE 5
AIR RESCUE SUPPORT

HELICOPTER OPERATIONS

The above picture illustrates the process of removing an injured person from
a vessel using the stokes litter. Note SAR Techs at the stern.

Preparing for a helo operation:

… Maintain VHF radio watch on ch. 16 / 82

( Radio traffic when helicopter is overhead is difficult - a set of earphones will
help).
… You may be asked to provide a VHF direction finding signal.

… Select and clear the most suitable hoist area (preferably aft).

… Secure all loose gear.

… Remove or lower obstructions such as flag staffs and antennae.

Canadian Coast Guard ( Central & Arctic ) 51

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

… Wear rain gear or floater coats. Spray from prop wash is significant and is
most powerful when the aircraft is on approach to your vessel. Electronic
equipment, if not totally waterproof, should be protected.

… The prop wash will remove your unsecured headgear.

… Normally, the helmsman will be asked to steer into the wind and maintain a
speed of approximately 5 knots.

… On exercises, the pilot may wish to practice approaching your vessel “ dead in
the water”. On smaller and medium sized vessels, expect the prop wash to
push your boat some distance until the aircraft is directly overhead.

… The helmsman must concentrate on steering and not watch the

helicopter.

… Severe static electricity may be present on the hoist line. HANDS OFF!

… Do not assist the SAR Tech on his descent. The use of a boat hook for
example, would not be appreciated!
_________________________________________________
Helicopter Evacuation:

¾ A helicopter evacuation is a hazardous operation to the patient, the flight crew

and the SAR vessel crew and should only be attempted in a matter of life and
death.

¾ The need for an evacuation is based on the information provided by the SAR
vessel crew. Accurate information must be provided so that an evaluation can
be made concerning the need for evacuation.

¾ If the hoist is to take place at night, light the pickup area of your vessel as well
as possible.

¾ Do not point searchlights at the helicopter. This avoids impeding the pilot’s
night vision. However, a searchlight may be used to assist the aircraft in
locating your position.

¾ Provide accurate position, time, speed, course, weather and sea conditions.

¾ One or two SAR Techs may be hoisted on to your vessel to assess the
condition of the patient.

Canadian Coast Guard ( Central & Arctic ) 52

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

The Cormorant
L.O.A. = 74’ 10”
Cruising speed = 150 kts
Range = 750 NM

The Labrador

Canadian Coast Guard ( Central & Arctic ) 53

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Fixed Wing Air Support

Night Illumination
Night searches are frequently enhanced with the use of illuminating flares
dropped by fixed wing aircraft. The flares are launched from a few thousand feet
and drop by parachute, extinguishing before reaching the ground or water. Their
use provides a significant enhancement to lookout visibility.

Marine SRU’s should communicate their search pattern and direction to the
aircraft commander so that the illuminating flares are launched behind the SRU’s
general direction of travel. If the flare is launched ahead of the marine SRU, the
lookout’s night vision will be lost and search effectiveness significantly reduced,
nullifying the flare’s use.

Note: Illuminating flare and smoke canisters should only be handled by

qualified ordinance personnel. DO NOT PICK THEM UP.
__________________________________

Survival Kit – Air Dropable (SKAD)

Fixed wing SAR aircraft carry survival kits, which consist of two (2) 10-person life-
rafts and two (2) survival containers. These kits are referred to as SKAD kits and
can be dropped either to persons in the water or to persons wishing to abandon
their vessel.

The procedure is as follows:

ƒ The aircraft will make several passes at approximately 300 to 500 feet to
establish wind drift.
ƒ It will probably drop several smoke canisters to determine wind speed and
direction and to mark the target.

Depending on the rate of drift of the target, the air crew will try to lay the kit in a
line upwind or downwind. The components of the SKAD are linked by 280 feet of
floating poly line. The intent is to allow the target to make contact with this line so
that the components may be retrieved.

The rafts inflate in the air once jettisoned from the SAR aircraft. No parachute is
used.

Do not cut the line.

Canadian Coast Guard ( Central & Arctic ) 54

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Note: If you are operating near a SKAD (or trying to recover survivors from one),
be extremely careful:

♦ Do not become entangled in the recovery line.

♦ Do not attempt to retrieve the kit components.

Air Dropable Pump

In the event that a distressed vessel requires emergency pumping assistance to
stay afloat, SAR aircraft can either hoist a portable pump down or drop it by
parachute. They may also drop it to a SRU for transfer to as distressed vessel.

The parachute drop procedure is as follows:

ƒ The aircraft will make several low passes dropping smoke canisters to
determine wind speed and direction.

ƒ The pump will then be dropped to windward of the target. (The aircrew will
attempt to bracket the target with a 600 foot recovery line attached to the
pump at one end and a drogue at the other.)

NOTE: When recovering an air dropable pump, you must be careful not to
run afoul of either the parachute or the recovery line.

Do not open the canister while it is still in the water.

The pump canister is orange in colour, weighs 90 pounds and contains a 3.5 h.p.
Honda pump. Also enclosed is oil for the pump, gasoline, intake and discharge
hoses and instructions.

The pump can lift water to a maximum of 25 feet and will run for 2 hours on a
gallon of fuel.

Canadian Coast Guard ( Central & Arctic ) 55

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

SAR Aircraft Communications

The DND aircraft that are operated by 424 squadron out of CFB Trenton are rotary wing
Labrador helicopters and fixed wing Hercules aircraft. These aircraft are able to
communicate on Marine VHF frequencies and usually can be hailed on channels 16 and
82A. Canadian Coast Guard aircraft can also be contacted on these channels.

As mentioned previously, CASARA aircraft may partake in a SAR response. The aircraft
in this group are permitted to carry a Marine VHF but whether they do or not is left to the
discretion of the unit. Vessel based crew should be familiar with the signals used by an
aircraft when overhead. These will involve throttle changes and direction of aircraft as
displayed below:

CGA members in Western Canada (Lake Winnipeg) may be working with only fixed wing
C130’s (Hercules) from 435 squadron in Winnipeg.

CGA units may also be involved in SAR activities with U.S. Coast Guard.

Follow Me - The aircraft will circle the rescue vessel one to three times and then cross
the bow, opening and closing the throttles or changing the pitch on the propellers. The
SAR vessel master should then advise the JRCC via the SAR communications line that it
is following an airplane.

Canadian Coast Guard ( Central & Arctic ) 56

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Discontinue Following - The aircraft will circle the rescue vessel one to three times and
then cross the stern or wake of the SAR vessel opening and closing the throttles or
changing the pitch on the propellers. This will indicate the aircraft no longer requires the
services of the rescue craft. At this point the vessel master should contact the JRCC to
ensure the situation has been terminated. In many cases, the aircraft will know the
particulars of a case before the rescue vessel due to its height and radio reception.

Discontinue Following

Canadian Coast Guard ( Central & Arctic ) 57

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Additional Notes

Canadian Coast Guard ( Central & Arctic ) 58

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 6

Search Areas
Definitions

Commence Search Point: The point at which the first search track leg begins is referred
to as the CSP.

Datum: Datum is the most probable location of a distress vessel or person after applying
corrections to the LKP for leeway (drift due to wind) and total current for a specified
period of time.

Datum Marker Buoy: A floating device launched by an SRU to indicate the drift
direction of either a PIW or life raft. The device must not be anchored.

Last Known Position: An accurate Last Known Position (LKP) is the most important
piece of information a search planner can have. The LKP is the last identifiable fix that
can reliably be accepted for the vessel in question.

Major axis/Minor axis: Generally, a search area is rectangular in shape. The major
axis is oriented through the centre, parallel to the longest side. The minor axis is also
through the centre, but perpendicular to the major axis.

Track Spacing (S): Track spacing is the distance between adjacent track legs in a
search pattern. The initial track spacing depends on, for instance, the characteristics of
the object being searched for: PIW, type and size of vessel. As well, weather, sea
conditions, crew capabilities and time of day will influence track spacing distance.

The distance (S) would normally be assigned by JRCC based on conditions in the search
area.

Good Search Conditions: This condition exists when wind is less than (<) 15 knots
AND visibility is greater than (>) 3 NM.

Poor Search Conditions: This condition exists when wind is greater than 15 knots OR
visibility is less than 3 NM.

Canadian Coast Guard ( Central & Arctic ) 59

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Responding to a Tasking
Search Planning

In many cases, the information received by JRCC suggests that a distress situation is
likely but not absolutely confirmed. Overdue vessels and flare sightings are typical
examples. The JRCC Controller may assign you a task to investigate and gather
information.

You would be expected to proceed to the area in question and conduct a preliminary
search. Just how you would conduct a search depends on your target, local information
and conditions, and your knowledge of how searches are organized. It is very important
for you to do a thorough initial investigation. Your report may lead JRCC to assign you a
more formal search pattern, call out more resources or cancel the effort altogether.

This Module has two Parts:

PART A will cover some topics which would be useful for you to know as you
investigate or “look around”.
PART B will cover material which will help you understand some of the elements
which go into the planning of a search by the professionals at JRCC.

PART A

When you are tasked to investigate, or when you are waiting for other resources to arrive
on scene, you are your own search master. To do so effectively, you need to know about
and apply some basic knowledge about the following:
1. the type of “distress” you may be investigating
2. local knowledge
3. the effect of winds
4. the effect of currents

1. Type of distress

Give careful thought to what the distress is supposed to be. Judging the distance of
lights over water is difficult. This suggests that “about a mile offshore” can be wildly
inaccurate and may call for investigation over a considerable distance. Bearings,
particularly from shore, are usually only approximate. An overdue vessel, if its route
is known, require following a track. A vessel reported in difficulty at a location may
call for an intensive search around that location. The diagram below will provide an
example of how an SRU might respond to a flare sighting report.

Canadian Coast Guard ( Central & Arctic ) 60

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

2. Local Knowledge

JRCC expects you to be their eyes and ears and have a good working knowledge of
special local conditions. When you report the results of your search, JRCC should be
advised that you have accounted for local currents, shoals, winds around islands,
shallows and so on. Obviously, only you can fully know your own local conditions.

3. Winds

The drift of a vessel because of the force of the wind is called Leeway Drift.
Obviously winds blow at different speeds and act differently on vessels of different
sizes and configurations. A range of different wind speeds and vessel configurations
is shown in the Leeway Speed Graph below. From the type of vessel and the wind
speed we can calculate the Leeway Drift.

Canadian Coast Guard ( Central & Arctic ) 61

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

To use the graph, identify the type of craft (e.g.surfboard) and then determine the wind
speed in knots (e.g. 20 KTS). The intersection of the sloping Type of Craft line, with the
vertical Wind Speed line, gives a reading of 0.4 on the Leeway in Knots scale on the
edges of the graph. This example would mean that the vessel’s Leeway Drift is 0.4 KTS.
In 3 hours, the vessel would drift 1.2 NM.

But Leeway Drift is useless unless we know where the target started to drift from (a)
location, how long it has drifted (b) time, and the direction of the drift (c) direction.

(a) Location The most important piece of information is location. Without a known
location, there is little anyone can do about a suspected “distress”. In most
cases, the best we can do is not an exact location but an LKP.
The Last Known Position (LKP) is the last identifiable fix that can reliably be
accepted for the vessel or target.

(b) Time The second most important element in our planning is time. If we know
when a distress occurred, we can make judgments about victim exposure, break
up of a vessel, how far wind or current pushed it and so on. Of course, to locate a
vessel we need to know how long it has been drifting. In other words, “From the

Canadian Coast Guard ( Central & Arctic ) 62

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

time of the latest LKP, to the arrival of the SRU on scene, how much time
will elapse? The answer to this question is called Drift Time Interval.

This diagram shows how to calculate Drift Time Interval. Note that ETA (estimated
time of arrival) is in clock hours, not elapsed time. The longer the Drift Time Interval,
the more the target may move from LKP.

1. Time of the latest LKP

E.G. 0730 hr
2. Time of the SRU’s ETA
E.G. 1045
3. Difference is Drift Time Interval
E.G. 1045 – 0730 = 3Hr.15Min

(c) Direction If we know wind speed and direction, we can plot Leeway Drift on
a chart (See Chartlet # 1, below). However, vessels do not usually drift exactly with wind
direction. Depending on a host of factors (wind speed, hull configuration, superstructure,
canvas sun shades, furled sails, etc.) the vessel may wander off the course of the
wind. This is called divergence and the amount of divergence will vary even amongst
vessels of the same type. In some cases the total divergence may be 45º.

drift Divergence

Wind

LKP drift

Be aware that some vessels do not only wander from side to side but may
follow either the right or left arms of the divergence. Long Drift Time
Intervals can move drifting vessels far away from the wind direction.

Canadian Coast Guard ( Central & Arctic ) 63

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Leeway
01'
0.5
1 2 4
R Lts ; 60
50
3
Miner
Island Hunter 6 44
1 Island
2 45

3 R
2 G -o-B2
59' B1-o-
Cooke’s 1 4
Bay 0.5 R
4
4 59 39
0.2 3 -o- B4
4
40
58' 1 45
Lloyd
5 4 Island 12 50

2
57' 3
6
1 2 10 22 35
7 Wind
56' 2 35 S-W @
8 33 20 kts. 29

4
5
8 ! FlAA(2 + 1) R
;
1
55' 10 RGR 28

SAR STN 15
54' BRAVO 4 4
3 3
4 26 30
3 3 22
R 3
53'
Vector
Bay
1
3
G
C1
-o- C2
3
!
RW 4 0.5 1 20
-o- -o-MO( A) 10
0.3 8
3 1 25
0.2 12
52' LKP
1 h 2 12
Swifty's
Point
0.3 8
51' 9
4 14
2
6
-o-A3
(0.5) * G
* -o- A5
50' 6 8
Wk

.
Light
House
6
49' 0
W Fl 6s 20m 25M
io n 15 5 5
Vari at
* 6
199 8 G 1
A1-o-
**
48' 3
5 5
Hope 4
Sound 3
5 1 2
47'
3 1 RCC's 1
CHART EX - 3 4 1 Point P riv 2
3
! ;
SAR STN W Or
-0- 0.5
DEPTHS IN METRES FR 15m ALPHA
46'
! FR 25m f
C 2 0.5
0.5
R Lts

SCALE = 1:150 000

0
80
02' 01' 59' 58' 57' 56' 55' 54' 53' 52' 51' 50' 49' 48' 47' 46' 45' 44' 43' 42' 41' 40' 39' 38' 37' 36' 35' 34' 33' 32' 31' 30'

Leeway Drift of a light displacement cabin cruiser when

wind is at 20 knots.
(Developed from the Leeway Speed Graph)

The above illustration is an example of how the Leeway Speed Graph would be used to
develop a line of drift for a specific vessel type at a given wind speed.

The direction of drift is the reciprocal of the wind direction.

In two (2) hours this vessel would drift approximately 3 miles. In four (4) hours the
vessel would drift 6 miles. As you can see from the graph, the rate of drift (leeway)
varies considerably, depending on wind velocity and the type of vessel.

It is unlikely that there would be a need for you to calculate leeway. This task is normally
a function performed by a coordinator at JRCC. However, you should retain a basic
understanding of the process.

Canadian Coast Guard ( Central & Arctic ) 64

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

3. Current - Although some official information about water currents is available, the
most accurate information may be your local knowledge. There are some important facts
to keep in mind about water currents.

1. Unlike winds which can move different objects at different rates of speed, water
currents will move all objects in the current at the same rate of speed.
2. Water currents may be strong enough to move vessels against the wind.
3. In some cases, a strong wind blowing for several hours may create a surface current
strong enough to affect floating objects.
4. And finally,

You name a You name a

CURRENT WIND
for where it goes from where it blows

Total Effects of Wind and Current - It is often confusing to visualize the result
of a vessel’s drift when the winds blow one way and the current flows another. However,
once you understand the process of finding total drift you will be able to focus your initial
search more exactly.

Plotting Leeway or Current on a Chart

a. Mark the latest LKP

b. Use the rate of drift from the Leeway Graph or known Current Speed
times Drift Time Interval to calculate the distance of the leeway or
current drift.
c. Plot a line on the chart from the CSP in the direction of the Leeway or
Current drift (use the compass rose)
d. Use dividers and the chart Latitude Scale to mark off the correct length
of the drift line you plotted on the chart.

Having plotted either Leeway or Current first, you then plot the second vector from the
end of the first line plotted. The three chartlet / diagrams illustrate this process and also
illustrate the total drift of the vessel.

You may not have the information or a stable platform to do this kind of plotting.
However, if you understand the basic process of how these vector diagrams are
constructed, your search efforts may be more successful.

Canadian Coast Guard ( Central & Arctic ) 65

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Water Current

01'
0.5
1 2 4 R Lts
; 60
50

3
Miner
Island Hunter 6 44
1 Island
2 45

3 R
2 G -o-B2
59' B1 -o-
Cooke’s 1 4
Bay 0.5 R
4
4 59 39
0.2 3 -o- B4
4
40
58' 1 45
Lloyd
5 4 Island 12 50

2
57' 3
6
1 2 10 22 35
7

56' 35
2
Current to 33
8
5
8 ! FlAA(2 + 1) R N-W @ 0.5 Kts. 29

1 4 ;
55' 10 RGR 28

SAR STN 15
54' BRAVO 4 4
3 3
4 26 30
3 3 22
R 3
53'
Vector 3
Bay
1
G
C1
-o- C2
3
! RW
MO(A)
4 0.5 1 20
-o- -o-
10
3
0.3
1
8
LKP 25
0.2 12
52'
1 h 2 12
Swifty's
Point
0.3 8
51' 9
4 14
2
6
-o-A3
(0.5) * G
* -o- A5
50' 6 8
Wk

.
Light
House
6
49' Fl 6s 20m 25M 5
5
15
0
W
tion
Varia G * 1
6
A1-o-
1998 **
48' 3
5 5
Hope 4
Sound 3
5 1 2
47'
3 1 RCC's 1
CHART EX - 3 4 1 Point Priv 2
3

DEPTHS IN METRES ! FR 15m

SAR STN
ALPHA
-0-
W Or
0.5
;
46'
! FR 25m f
C 2 0.5
0.5
R Lts

SCALE = 1:150 000

Gram’s Beach
800
02' 01' 59' 58' 57' 56' 55' 54' 53' 52' 51' 50' 49' 48' 47' 46' 45' 44' 43' 42' 41' 40' 39' 38' 37' 36' 35' 34' 33' 32' 31' 30'

Illustration 4

As mentioned earlier, natural water currents within the Great Lakes do exist. These
currents have been plotted to some extent for Lakes Ontario and Erie. However, very
little data exists for the Upper Lakes.

The coxswain of a SRU should be aware of the possible existence of local currents. The
experienced vessel operator will no doubt recall occasions when his vessel has drifted
considerable distances when there was no wind.
Significant current can develop in some areas as a result of the approach of a weather
system containing high winds. South Eastern Georgian Bay and the North Channel are
typical examples. In extreme cases, vessels have been known to drift toward a wind
direction as a result of water currents.

In the example shown above, you will see that the effects of current are usually less than
the wind effect illustrated on the previous page (leeway).

Canadian Coast Guard ( Central & Arctic ) 66

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Combined Effects of Leeway

and Water Current

The above drawing illustrates one possible combination of the effects of wind and current
on a vessel adrift. In most applications, a computer at JRCC would be programmed to
determine Datum.

The drawing however, points out that an object adrift may not move in a direction that
is exactly the reciprocal of the wind direction.

Among other factors, water current may influence the direction of drift.
As well, the direction of drift may be affected by the vessel’s superstructure, in effect,
acting as a sail. This effect, especially in higher winds, can significantly alter the direction
of drift. The term divergence is used to identify the range of drift direction. Divergence
can be as high as + 22.50.

Now that we have DATUM, the SEARCH AREA must be identified.

Canadian Coast Guard ( Central & Arctic ) 67

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Defining the Search Area

Centre Point Method: Through the centre of the rectangle lengthwise is an

imaginary line known as the Major Axis. A second imaginary line through the centre at
right angles is called the Minor Axis. The point at which these lines cross is called the
Centre Point.

A B

Centre Point
Major axis

D C
Minor axis

The latitude and longitude of the centre point is given along with the lengths and
orientation (N – S – NW etc. or compass degrees) of the axes will describe the search
area. This method is very convenient as it can describe all but irregular search areas and
is very short to transmit.

Corner Point Method: In this method the latitude and longitude are given for
each corner of the search area. When giving the corner points always start with the
Northwest corner or the most Northerly corner and label the other corners in a
clockwise direction.

(lat./ long.) A B (lat. / long.)

(lat. / long.) D C (lat. / long.)

Canadian Coast Guard ( Central & Arctic ) 68

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Boundary Method: For this method the sides of the search area are oriented North
/ South and East/ West such that the latitudes and longitudes constitute the boundaries.

49°15’ N
A B

080°35’ W 080°10’ W

D C
49°03’ N

Landmark Boundary Method: For this method two or more landmarks are
given as boundaries of the search area along a shoreline. The example below uses two
landmarks to define the length of the area. In addition a distance offshore is also given to
define the third boundary of the search area.

10 NM

5 Miles
5 Miles Off Shore
Off Shore

Ro Twr
R Lts
Chy

Canadian Coast Guard ( Central & Arctic ) 69

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Additional Notes

Canadian Coast Guard ( Central & Arctic ) 70

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 7

Search Patterns

In many SAR incidents, the search phase of the operation is much longer than the actual
rescue phase. A systematic approach to searching is necessary to ensure the area is
uniformly searched and to calculate probable search effectiveness. Selecting the most
appropriate Search Pattern will also save time, effort, fuel and money. There are seven
basic patterns which are used by Search Units worldwide. Three patterns are based on
rectangular Search Areas. Other patterns have unique shapes. The Barrier Search is
not an International search pattern.

In general, patterns ought to be selected which require fewer turns and longer search
legs, reducing turning errors and making navigation easier and more accurate.

Weather and lighting factors will affect the search. Often, the conditions in the search
area are not accurately known until the search unit arrives on scene. The SRU will be
well advised to have an alternate pattern in mind so that time is not wasted while the
search unit waits for new instructions.

The International Maritime Organization (IMO) recognizes a number of search patterns

as standards accepted by all signatory countries. These include:

1) Track Crawl
2) Expanding Square
3) Creeping Line
4) Parallel Pattern
5) Sector Search
6) Shore Line Search
(Equivalent to the Air Contour Search)
7) Coordinated Pattern

Canadian Coast Guard ( Central & Arctic ) 71

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Track Crawl Patterns:

Track Line/Crawl patterns are used when the intended route of the search object is
known. A route search is usually the first search action.

This pattern is usually employed as the initial search action, and is based on the
assumption that the search object will be close to its intended track, or that there will be
survivors capable of signaling when they hear or see the search unit. Some common
track crawl patterns are shown. Track crawl patterns can be used on electronic or visual
searches.

TRACK CRAWL PATTERNS (1)

NON-RETURN

Trackline

CSP

TRACK CRAWL PATTERNS (2)

RETURN

1
2 s

Trackline
1
2
s
CSP

26 3

Canadian Coast Guard ( Central & Arctic ) 72

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Expanding Square Pattern:

Square patterns are used to search a small area when little doubt exists about the
distress position. They provide a more uniform coverage than a sector search and may
be expanded. Square searches are referred to as expanding square searches
beginning at datum and expanding outward.

In the expanding square, the CSP is at datum.

EXPANDING SQUARE
5s

3s

s
s
5s

3s

2s

4s

DATUM

2s

4s 3

This pattern is considered to be a fair weather pattern because it searches equally in

all directions from datum. It is also inadvisable to use this pattern where islands or
land forms would interrupt the pattern. When possible, it is advisable for the pattern to
be laid off using the cardinal points of the compass, i.e. North, South, East and West, for
ease of steering and simplicity of calculation. The first Track Leg would be 1x S --where
S = Track Spacing--as would the second Leg after the vessel has turned 90 degrees to
Starboard. If the Track Spacing was 3, the first Leg would be 1 x 3 or 3 nautical miles
and the second leg would also be 1 x 3 NM = 3 NM. The third Leg would be 2 x 3 NM =
6 NM. The formula would be followed for all the other legs.

The number of legs and the time to complete an Expanding Square pattern
will depend upon:

1) The search speed of the SRU

2) The track spacing (S)
3) The size of the search area. (see table on next page)

Canadian Coast Guard ( Central & Arctic ) 73

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Expanding Square Computation Table

Canadian Coast Guard ( Central & Arctic ) 74

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Creeping Line Search Pattern:

There are two types of patterns which require successive search legs advancing
across a search area. These are Creeping Line and Parallel Search Patterns.
Both are employed to provide uniform coverage over areas where only the
approximate position of the target can be estimated. Such patterns are called
Creeping Line when the legs are parallel to the shorter side of the search area.

CREEPING LINE PATTERN

A B
1 s
2

Distress Vessel's
Direction of Drift or Track

1s

1
2 s

CSP
D C
This pattern is used when the search object would be driven to one side of the search area. ( WIND) 3

Creeping Line Patterns are more suitable with track legs perpendicular to the drift
line of the distress vessel when there is strong effects of wind or current.

Canadian Coast Guard ( Central & Arctic ) 75

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Canadian Coast Guard ( Central & Arctic ) 76

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Parallel Search Pattern:

Differs from a Creeping Line in that the legs are parallel to the longest side of the search
area.

SINGLE UNIT PARALLEL SEARCH PATTERN

A B

D C

Parallel Search Patterns are more suitable for large areas since there are fewer
turns and navigation is normally more accurate.

Parallel Search Patterns are usually used when there is little wind or current
influence on the distressed vessel.

Canadian Coast Guard ( Central & Arctic ) 77

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Canadian Coast Guard ( Central & Arctic ) 78

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Sector Search Pattern:

A Sector Search Pattern is used when the position of a distress is reliable or the area
searched is not extensive and a concentration of effort is required at datum. A Sector
Search requires an accurate Datum. The position should be marked with a floating
datum marker which will serve as the search vessel’s centre point reference. The
floating datum marker is not to be anchored but allowed to drift at the same rate as
anything else caught in the same current.

The Sector Search begins with a Track Leg proceeding in a cardinal direction. The
length of the Track Leg will depend entirely on the accuracy of the Datum. If the Datum
is very accurate, a Track Leg of ¼ to ½ NM would be sufficient. As the accuracy of the
Datum diminishes, the length of the Track Leg would increase. At the end of the first
Track Leg, the search vessel turns 120 degrees to Starboard and executes a Track Leg
of the same length as the first. This will continue until the Sector Search has been
completed. If the search does not have a positive conclusion, the search vessel should
begin the second Sector Search 30 degrees to Starboard of the first Track Leg
performed.
The radius used in a Sector Search should not exceed 5 NM. In practice, a radius of 1
or 2 NM is most common.

Canadian Coast Guard ( Central & Arctic ) 79

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Canadian Coast Guard ( Central & Arctic ) 80

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Barrier Search

The Barrier Search is used in areas where there is a persistent strong current. The
search area lies perpendicular to the path of the current. The search unit travels back
and forth over the same path across the current. The path along which the search craft
travels is termed the ‘barrier’.

As the vessel searches, the current moves the water through the barrier along which the
search craft is moving. The unique thing about this search pattern is that the area moves
past the search craft rather than the boat moving through the area. The track length is
constant being the width of the search area. Track spacing is not a consideration
because the craft is maintaining a constant track over the bottom.

Should the distance between the two shore reference points be greater than 0.5 miles
and the search object is small, then two or more vessels should be used.

Canadian Coast Guard ( Central & Arctic ) 81

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

The Shoreline Search:

Is sometimes referred to as a Shore Crawl, is frequently used when a Search and
Rescue unit is assigned to look for survivors of a maritime incident or a vessel
which may have drifted ashore.

The coxswain and crew must maintain an awareness of water depths in general,
and in particular, the nature of the sea floor. For example, a continuous sandy
bottom is far less hazardous than one which is strewn with boulders.

Shore crawls at night require added attention because of the difficulties

determining and maintaining off shore distances.

CSP

Foul Ground

**
*

Canadian Coast Guard ( Central & Arctic ) 82

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

The Coordinated Search Pattern:

Commonly used when an aircraft and a vessel are combined in a search.

The vessel follows a track line, while the aircraft completes a creeping line
pattern. While the vessel is searching, it is also serving as a reference point for
the aircraft.

This method is effective when the search area is a large and open area.

A B
1 s
2

Distress vessel's
Direction of Drift or Track

CSP
1s
Marine SRU
Track Crawl
1 s
2

Air SRU
Creeping Line

4
D C

Creeping Line patterns are suitable for rapid advancement along a given track or drift line.

Canadian Coast Guard ( Central & Arctic ) 83

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Track Spacing (S)

and
Sweep Width (W)

DEFINITION:-

Track Spacing (S) – The distance between adjacent search tracks, measured in
nautical miles.

General information:-

Decreasing track spacing (S) results in a higher likelihood of the search object
being sighted. However, a narrower track spacing increases the time required for a
search unit to cover the search area. Alternatively, more search units would be required
to complete the search of an area in a given period of time. Generally, JRCC will assign
a track spacing based on a formula to produce an optimum probability of detection.

Illustration 10

The ultimate distance between adjacent search tracks (S) is determined by the sweep
width. In effect, the sweep width and track spacing should be the same.

Canadian Coast Guard ( Central & Arctic ) 84

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

DEFINITION:-

Sweep Width (Wu):- A measure of the detection capability based on

target characteristics, weather and other variables.
A sweep width, uncorrected, is determined using the
accompanying table identified as Wu.

General information:-

A pictorial representation of sweep width is shown below. The width is measured

in NM and extends outward from the search vessel equally in both directions. A 3 NM
sweep width covers a 1.5 NM distance on either side of the SRU.

Caution: Be careful not to associate Sweep Width with what a

lookout can see.
Although there is a connection, the determination of the sweep width is not based
directly on a lookout’s ability to detect a target. You will note that sweep width extends
outward from both sides of the vessel, while a lookout would likely be searching only on
one side.

Illustration 11

Canadian Coast Guard ( Central & Arctic ) 85

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

How is Sweep Width (Wu) determined ?

With reference to the Uncorrected Sweep Width table shown below:

A) Establish current visibility (top of chart) – ex. 10NM

B) From left column, locate size and type of search object – ex. 5–8m power
boat.
C) Locate point of intersection – from (A) and (B) above = 3.3 NM.
D) Therefore the Sweep Width (Wu), without any correcting factors applied is 3.3 NM.

Small Boat SRU ( 17m UTB)

3 1 3 5 10 15 20
Person in the water 0.2 0.2 0.3 0.3 0.3 0.3
Raft - 1 person 0.7 1.3 1.7 2.3 2.6 2.7
Raft - 4 person 0.7 1.7 2.2 3.1 3.5 3.9
Raft - 6 person 0.8 1.9 2.6 3.6 4.3 4.7
Raft - 8 person 0.8 2.0 2.7 3.8 4.4 4.9
Raft - 10 person 0.8 2.0 2.8 4.0 4.8 5.3
Raft - 15 person 0.9 2.2 3.0 4.3 5.1 5.7
Raft - 20 person 0.9 2.3 3.3 4.9 5.8 6.5
Raft - 25 person 0.9 2.4 3.5 5.2 6.3 7.0
0.4 0.8 1.1 1.5 1.6 1.8
0.8 1.5 2.2 3.3 4.0 4.5
0.8 1.9 2.9 4.7 5.9 6.8
0.9 2.4 3.9 7.0 9.3 11.1
0.9 2.5 4.3 8.3 11.4 14.0
Sailboat - 5 m 0.8 1.5 2.1 3.0 3.6 4.0
Sailboat - 7 m 0.8 1.7 2.5 3.7 4.6 5.1
Sailboat - 8 m 0.9 1.9 2.8 4.4 5.4 6.3
Sailboat - 10 m 0.9 2.1 3.2 5.3 6.6 7.7
Sailboat - 12 m 0.9 2.3 3.8 6.6 8.6 10.3
Sailboat - 16 m 0.9 2.4 4.0 7.3 9.7 11.6
0.9 2.5 4.2 7.9 10.7 13.1
0.9 2.5 4.4 8.3 11.6 14.2
Ship - 30 to 50 m 1.4 2.5 4.6 9.3 13.2 16.6
Ship - 50 to 100 m 1.4 2.6 4.9 10.3 15.5 20.2
Ship - Over 100 m 1.4 2.6 4.9 10.9 16.8 22.5

Uncorrected Sweep Width ( Wu ) for Visual Search

Illustration 12

Canadian Coast Guard ( Central & Arctic ) 86

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Corrections to Sweep Width (Wu)

The Sweep Width table shown in Illustration 12 only applies under ideal conditions.

Wind and Fatigue will

reduce Wu.

Although JRCC coordinators will provide the necessary information, you should have
some understanding of basic principles.

For example:-

1. When the weather factor (wind) (fW) is equal to or greater than

15 knots and the target is a PIW or a vessel less than 10m, a
given sweep width (Wu) is reduced by multiplying by 0.5.

2. If wind (fW) exceeds 25 knots the Sweep Width (Wu) is reduced

by multiplying by 0.25

3. If the crew is fatigued, (fF ), the Sweep Width (Wu) is reduced

by multiplying by 0.9.

In the example at the top of the previous page, an uncorrected Sweep Width (Wu) of 3.3
NM was established.

If the wind was > 15 kts., the Sweep Width (Wu) would be reduced by 50%, (i.e. multiply
3.3 X 0.5 ) to 1.65 NM and rounded off to 1.5 NM.

The corrected Sweep Width

is referred to as
“W”

Canadian Coast Guard ( Central & Arctic ) 87

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

COVERAGE FACTOR

Definition:-

Coverage Factor (C) is a measure of search effectiveness or quality. (C) is a function of

Sweep Width and Track Spacing.

W
C=
S

Since Track Spacing is determined by the Sweep Width calculations, both

numbers should be the same.

Therefore, the Coverage Factor (C) will have a value of 1.

If the Track Spacing is rounded off to a lower value for navigation purposes, the
value of (C) would be slightly greater than one (1).

Canadian Coast Guard ( Central & Arctic ) 88

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Earlier in this module, you learned that Sweep Width (Wu) varies considerably
depending on the characteristics of the search object and visibility (Illustration 12).

You also learned that corrections may be applied to the Sweep Width raw data to
establish a corrected Sweep Width – W.

This Sweep Width (W) establishes the Track Spacing.

The SRU receives the information from JRCC and undertakes a search.

With reference to the illustrations (13) and (14), we will assume that:

• the search object is a vessel < 5m.

• The wind is 18 kts.
• the crew is fresh
• visibility is 5 NM and
• track spacing is 0.5 NM.

Illustration 13 demonstrates how an SRU Coxswain maintains a track

spacing which adequately covers the search area.

Illustration 14 indicates a situation where the search vessel has not

maintained the required track spacing. Note the areas not covered.

Canadian Coast Guard ( Central & Arctic ) 89

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

Search
Track
CSP

Track
Spacing

Track Spacing and Sweep Width are equal

Search
Track
CSP

Area not covered Track

Spacing

Area not covered

3

Track Spacing is greater than Sweep Width

Canadian Coast Guard ( Central & Arctic ) 90

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 8

SEARCH PROCEDURES

• Spotters

The search phase of any case is the most demanding of a vessel master’s skill. It
requires a technical knowledge of search planning and a degree of concentration that is
very high. Performing the duties of a spotter means more than “just keeping the eyes
open”. The success of the entire operation depends upon the vigilance of the observer.
Upon the observer lies the responsibility for the lives of those in peril. If the spotter
passes those in peril without spotting them, their chance of rescue will be lost. Observers
should always carry out their duties as if they were the person in distress. The following
notes should give guidance as to the importance of the responsibilities assigned, proper
procedures and methods of reporting.

Vessel Master

The vessel master has many duties to perform including the safe navigation and control
of the vessel, communications and proper plotting of the vessel’s location. The master is
also responsible for the proper placement of and instruction to the spotters. The master
of the search vessel should not assign himself any spotter duties except those relating to
the safe navigation and control of the vessel.

Search Object Briefing

Spotters must be briefed with all the information available to the vessel master. Spotters
should be informed of the nature of the distress and the possibilities that may have
evolved from the situation. The items a spotter should be aware of are as follows:

Surface Craft Afloat: size, colour, name, distinctive markings (superstructure,

radar), number of antennas, license numbers.

Other Items of Distress: life rafts or lifeboats, flotsam from the distress craft, i.e.
cushions, possible oil slick, people in the water.

Visual Distress Signals:

Canadian Coast Guard ( Central & Arctic ) 91
Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

♦ a flag hoist of “N” over “C”

(a blue and white checkered flag
over a blue, white and red striped flag),

• “SOS” (three short, three long, three short)

flashed with the use of a flag, light or mirror,

• any sea staining dye

• distress pyrotechnics

♦ waving arms up and down

• a black ball over or under a square,

Canadian Coast Guard ( Central & Arctic ) 92

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Or any of the following:

♦ smoke or flames on board a vessel,

♦ strobe light flashing at 50 to 70 per minute
♦ any square shape
♦ orange canvas with black ball and square

Reference: Annex 4 – Collision Regulations

Audible Distress Signals:

♦ gun shot at 1 minute intervals
♦ radio telephone alarm
♦ continuous sounding of a fog signal
♦ ELT – Electronic Locator Transmitter
♦ EPIRB – Emergency Position Indicating Radio Beacon
♦ Spoken word Mayday

Reference: Annex 4 – Collision Regulations

Night Vision Equipment:

Night vision binoculars should be used in a similar manner to daytime binoculars
in that they are used to confirm the presence of an object. They should not be
used continuously.
This equipment is not suitable when there is an illuminated background such as
lights on shore.
NVG equipment should not be used when illuminating flares have been deployed
or in conjunction with search lights.
JRCC should be advised through a SITREP when NVG equipment is being used
or available.

Canadian Coast Guard ( Central & Arctic ) 93

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Spotter Assignment
The assignment of spotters will
depend entirely upon the number the
QUICK FACTS vessel master has available. The
Lookouts vessel master requires a minimum of
two spotters to be an effective search
• TRAIN spotters carefully vessel. Insufficient spotters would
• BRIEF the observers in all details jeopardize the search effort. The
• LOCATE observers as high as possible following should be kept in mind when
assigning a position:
• ROTATE spotters regularly
• MOTIVATE spotters regularly
• Spotters should be posted as high
• REST spotters in rotation as safely possible given weather
and sea conditions. This increases
GOOD SPOTTERS FIND WHAT IS the visible horizon and enables the
TO BE FOUND spotters to look down upon the
search area;

• If the vessel has radar and there are sufficient observers, a person should be
assigned to the unit to report echoes on the screen. The master would direct the
information to the person performing the duties of the spotter in that sector.

Spotters will suffer from fatigue and should be rotated at least every 30 minutes from
the sector assigned. A new area will increase the effectiveness of the observer. A rest
break should be scheduled in the rotations and should include some refreshments,
such as sandwiches, and hot liquids (hot chocolate- not coffee).

• The sectors assigned will depend on the number of spotters. The vessel master
should have more than one spotter than is required to perform the type of sector
assignment organized. This person would be resting and would be rotated into the
system after the first half hour.

The assignment types are outlined below:

Spotter Procedure
The spotter should at all times be conscious of the fact that there is no one else scanning
the search sector assigned to them. A methodical approach is needed so that the object
is not missed due to haphazard searching.

• The spotter should keep the eyes focused straight ahead and move the entire head to
reduce eye fatigue.

• The spotter should focus the eyes on a spot in the water every 10-15 degrees. This
is about one fist width of the horizon if the arm is extended straight out in front of the
body.

Canadian Coast Guard ( Central & Arctic ) 94

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

• If the spotter spots an object in the water, sight contact must be maintained with the
object. An easy way to maintain eye contact is to point to the object. This method will
also help the spotter direct the vessel master to the object’s location.

• The observer must inform the vessel master of the sighted object and direct the
master to the area. An easy method of informing the master is by using the “clock
method” of reporting. The spotter must imagine the vessel in the centre of a clock
face. The bow will be at 12 o’clock and the stern at 6 o’clock. Sightings would be
reported as an “object at 9 o’clock”. This would inform the vessel master to turn 90
degrees to port. The spotter would continue reporting the position until the vessel
master has the object in sight.

• Methodical approach is suggested and could be used as a guideline for observers.

The spotter should search out and back a few times and then should give the eyes a
rest by focusing on something on board for a short period, preferably not more that 15
seconds.

• Sunglasses should be used when scanning up-sun and are recommended for
continuous use during days of bright sun or high glare conditions. Infra-red and ultra
violet impervious sunglasses provide the best protection to the lookout.

• Binoculars should not be used for scanning. They should be kept available for
immediate use so the observer may use them to identify an object spotted.

• The faster the vessel is proceeding, the faster the spotter must scan to complete the
assigned area. The speed a vessel should operate at during a search depends upon
the characteristics of the search object and the search conditions. Generally, a
search speed of 6 to 8 knots is acceptable and should not exceed ten (10) knots
unless the search object is very large. The smaller the search object, the slower the
search speed.

• At night cabin lights and personal flashlights should have red lenses on them in order
to preserve night vision. It takes about 30 minutes to recover night vision after being
exposed to white light.

• Remember to also stop and listen for horns, voices (yelling) and whistles.

Canadian Coast Guard ( Central & Arctic ) 95

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Height of Eye vs Horizon Range

Height in Feet Nautical Miles
5 2.6
6 2.8
7 3.0
8 3.2
9 3.4
10 3.6
11 3.8
12 4.0

Note: If a spotter is posted at a height of 10 feet and the search object has a height of
five feet, then the theoretical maximum distance that the search object might be detected
is 3.6 + 2.6 = 6.2 NM.

SCAN - STOP - FOCUS - SCAN

Canadian Coast Guard ( Central & Arctic ) 96

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

QUICK FACTS
CAUTIONS FOR SPOTTERS

• SCAN - STOP - FOCUS - SCAN

• Use sunglasses in sunshine
• Use red lamps in darkness
• Use binoculars sparingly
• Change places regularly
• Report all suspicious objects
• Know that you are important

Day Vision

THE EYE AND NIGHT VISION

Canadian Coast Guard ( Central & Arctic ) 97

Search and Rescue 2003
Canadian Coast Guard Auxiliary - SAR Student Manual

DIAGRAM OF 2, 3 AND 4 PERSON SPOTTERS

Canadian Coast Guard ( Central & Arctic ) 98

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 9
PERSONAL SAFETY & SELF RESCUE
General
• Whenever any CGA members are involved in SAR operations, care must always be
taken to ensure the safety of the vessel and crew. It is the master’s responsibility
to safeguard the vessel and crew.

• CGA requires the wearing of an approved personal flotation device or lifejacket at all
times during SAR operations. CGA members are advised to choose a flotation device
that is comfortable, offers hypothermic protection, and durable enough to withstand
the rigors of SAR operations. Auxiliarists should test the performance of their
flotation devices under controlled conditions (i.e. pool).

•
• Dress warmly, preferably with layers
of natural fiber clothing (wool).
Toques, balaclavas, gloves, mitts and
extra socks are often essential items
even in seemingly mild conditions.

• Keep dry. Water conducts body heat at twenty-five times the rate of air and heat
loss leads to hypothermia. Dry suits and rain gear are important supplements to your
floatation device.

• Use safety lines when conditions dictate to minimize the chance of a person
falling overboard.

Canadian Coast Guard ( Central & Arctic ) 99

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

• Carry: a whistle, strobe light, several pocket sized

flares, heliograph, small flashlight, illuminating sticks
and attach them where applicable to your outer
garments with lanyards. (Survival vest)

• Carry a pocket knife, ensure that the knife is sharp prior to

packing it.

• It is a good idea to carry some compact high energy foods

in your pockets to sustain your blood sugar level during
extended SAR operations.

• Open fast vessels require eye protection; sunglasses for day use, and goggles or
clear glasses for night operations.

• Alcohol impairs judgment and increases the risk of hypothermia. If you have
consumed alcohol within four hours of being called out, reconsider your role.

• Crew members on CGA SAR vessels should know where all emergency
equipment is stored on board and be versed in its use.

• At home, have a KIT BAG ready for quick response to a call out. The kit bag should
contain all of the necessary personal equipment you might require in all conditions.
Extra warm
clothing
Eye protection

High energy
Food

Communications
& batteries

Canadian Coast Guard ( Central & Arctic ) 100

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Determinations of a recent (2002) United States

Coast Guard Board of Inquiry

In March of 2001 a 21 foot (6.5m) foam collar USCG vessel on night patrol on
western Lake Ontario (Youngstown N.Y.) capsized and two lives were lost.
Among the findings of the Board of Inquiry:

a) the crew did not report changes in their float plan

b) exposure clothing was not properly worn
c) crew did not appreciate the weather and sea capabilities of their vessel
d) crew did not keep rescue and survival equipment in serviceable
condition – e.g. dead batteries in portable equipment
e) crew failed to appreciate hypothermic inducing conditions
f) crew did not train for capsizing / sinking of their vessel
g) plus many other small insignificant errors and omissions which
contributed to their untimely deaths.

• Auxiliarists should be aware that cotton undergarments retain

moisture and accelerate hypothermia.

• Crews should be encouraged to wear a survival vest which would

contain flares and other emergency signaling equipment.

Canadian Coast Guard ( Central & Arctic ) 101

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Carbon Monoxide (CO) Poisoning

♦ Carbon Monoxide is a colourless, odorless and tasteless gas. Its weight is about the
same as air and tends to distribute itself evenly in a given space. CO does not rise or
fall, as do some other gases.

♦ Gasoline engines produce more CO than diesel engines.

♦ All open flame devices produce CO.

♦ Search and Rescue vessel crews may be susceptible to CO poisoning from exhaust
fumes when the vessel is proceeding on a downwind search leg.

♦ The risk of CO poisoning increases in vessels with enclosed cabins that open to the
stern.

♦ Always ventilate any area where an engine is operating and where open flame
appliances are used.

♦ Do not use portable generators below decks.

At 200 parts / million, a 60 minute exposure to CO will cause headaches. At 800

parts / million, a 30 minute exposure will result in permanent brain damage and / or
death.

CO exposure is cumulative. Long term exposure to low CO levels will

accumulate in your blood system. Hemoglobin has a higher affinity for CO
than oxygen.

A CO detector exposed to 400 PPM (0.04%) must alarm within 15

minutes.
An exposure to 400 PPM of CO may cause headaches in average adults
after 35 minutes, but can cause death after 2 hours.

Canadian Coast Guard ( Central & Arctic ) 102

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

HYPOTHERMIA
Your survival will depend on your forethought and preparation more than the actions
taken after you find yourself in the water.

Preventing hypothermia is best accomplished by wearing good thermal protection and of

course ensuring that you don’t fall overboard in the first place.

Additional Protection:
Dry suit Wet suit Immersion suit Survival suit Exposure coverall

INFLATABLE
P.F.D.’s
are not approved
for use on CCGA vessels
when that vessel is
on an official tasking.

Canadian Coast Guard ( Central & Arctic ) 103

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Unsafe Practices

Vessel Out of Fuel

QUICK FACTS It is important to note that it is the

policy of the CCGA (C&A) not to
UNSAFE PRACTICES supply fuel to vessels that have
exhausted their own supply. The
receiving vessel may use a mixture
• CGA vessel crews must not transfer
that is different from the one that is
fuel while at sea
offered (i.e. outboard with oil mix),
which may damage the engine. Also,
• CGA vessel crews must not boost
transferring fuel may lead to spillage
dead starter batteries especially in any sea state other than
calm. The spilled fuel may pool in the
TOWING IS A SAFER SOLUTION bilges or other areas and an
explosion can occur whenever a
circuit is opened or closed. This
includes the automatic operation of a bilge pump, a light being turned on or the engine
being started.

Dead Batteries
If you encounter a vessel that has dead batteries, do not assist with jumper cables.

This is policy with the CCGA (C&A).

With flat batteries, blowers will not be working and sparks from jumper cable contacts
may cause the explosion of the battery or gasoline, propane or other flammable vapors in
the bilge.

Canadian Coast Guard ( Central & Arctic ) 104

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Module 10

MARITIME DISASTER SCENE

DEFINITION:

Any event that causes a number of persons to require medical attention in

numbers beyond the capacity of the agencies normally involved.

RESPONSIBLE AGENCIES FOR THE SRU

JOINT RESCUE CO-ORDINATION CENTRE

The Joint Rescue Co-ordination Centre or JRCC, is an operation staffed by
Canadian Armed Forces and Coast Guard personnel. The JRCC receives reports
of an emergency situation and tasks Coast Guard, Coast Guard Auxiliary, and
Canadian Forces resources as required. During a search at sea, JRCC provides
executive control of the search operation. JRCC also provides an interface with
the Emergency Health Services (ambulance and air-ambulance), the RCMP, OPP
or municipal police, and any non-aligned resource or service.

CANADIAN COAST GUARD

The Coast Guard and the Coast Guard Auxiliary provide the marine element of
the search and rescue organization and are controlled by the JRCC.

The role of the Coast Guard in a multi-casualty situation will depend on where it
occurs. If the incident is at sea, triage, patient care and possible evacuation to
shore for transfer to the ambulance service must be carried out by the Coast
Guard. When Coast Guard personnel go ashore to assist civil authorities during a
disaster the commanding officer will probably be asked to take direction from the
civil authorities.

The Coast Guard Radio Station or CGRS connects the SAR units with the JRCC
either by means of message passing or by direct telephone patch.

CANADIAN ARMED FORCES

In a disaster the Canadian Armed Forces response may include Air Transport and
Rescue squadrons. How these resources are deployed will depend on the JRCC,
based on the advice of the On Scene Commander (OSC). If Search and Rescue
Technicians or SAR TECHs are deployed they can provide triage or advanced
care at the casualty collecting area, and will accompany patients to the hospital
when military aircraft are used for this purpose.
Canadian Coast Guard ( Central & Arctic ) 105
Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

MAJOR MARITIME DISASTERS OR MAJOR AIR DISASTERS (MAJAID)

When very large numbers of patients are encountered and existing hospitals are
too far away or unable to handle cases, the military has portable hospitals. These
can be airlifted together with medical staff into the disaster area. One such unit is
located at CFB Trenton.

ROYAL CANADIAN MOUNTED POLICE, ONTARIO PROVINCIAL POLICE

AND MUNICIPAL POLICE.

According to jurisdiction, either the RCMP, OPP or municipal police will attend all
multi-casualty situations. The role of the police in such cases is to secure the
incident scene, provide control of vehicles and the movement of people, gather
evidence and conduct the investigation.

KEY PERSONNEL FOR THE SRU

JRCC CONTROLLER

The JRCC Controller will usually be either a Coast Guard Officer, in

the event of a marine situation or, a Canadian Forces Officer if air
elements are involved.

The controller initially receives indication of a problem and assigns

appropriate resources. During the incident the controller gives direction to
the OSC and provides a communication interface between agencies.

ON SCENE COMMANDER:

The OSC may be in command of a SAR unit, usually the largest,

most stable platform, with the biggest executive structure. Depending on
the type of vessel the OSC may delegate the actual running of the vessel
to his subordinates in order to be able to concentrate on managing the
incident.

As soon as the first reliable personnel are on scene the OSC will try
to determine if the scene is STABLE or UNSTABLE, and convey this
information to the triage officer and to the personnel who are to board or
enter the distress area.

As the incident progresses the OSC acts as a clearing house for

information to and from JRCC, and all other agencies.

Canadian Coast Guard ( Central & Arctic ) 106

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

DISASTER SCENE LOGISTICS:

RESCUE SCENE STABILITY:

No specific plan can apply to every multi-patient event and this is even more true
of the marine environment. In this environment the logistical structure will depend
entirely on the rescue scene stability.

Rescue scene stability relates to the safety of the disaster scene. Rescue scene
stability must be assessed quickly and will probably need to be continually re-
evaluated as conditions change. Some of the factors influencing rescue scene
stability are as follows:

· Vessel taking on water, losing stability

· Ability to stop water intake
· Ability to pump out water or keep water level constant
· Changing sea state that adversely affects vessel
stability
· Ice accumulation affecting vessel stability
· Fires that are out of control
. Risk of explosion
· Toxic gases from fire or engine exhaust or some
other source
· Wind direction affecting the distribution of toxic gas
· Navigational hazards.

The individuals who undertake to assess scene stability should be competent to

judge all these factors. If the vessel or situation is complex this person should be
a ship's officer, where possible.

Once a judgement of scene stability is made the OSC shall be advised and will
direct the rescue effort accordingly.

STABLE SCENE:

Triage, first aid and evacuation can take place with no regard to imminent hazard.
Urgent category patients are evacuated first.

UNSTABLE SCENE

Possibly a reverse of the aforementioned in that the uninjured may need to be

evacuated before the injured, and the most severely injured, evacuated last.

You can see that rescue scene stability determines how casualty management
will occur. For this reason, scene stability must be determined as early as
possible despite the difficulties presented by the variables mentioned.
Canadian Coast Guard ( Central & Arctic ) 107
Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

THE DISASTER SCENE:

The disaster scene is the area or place where casualties have occurred.
Although not all casualties may be found in this area (some may have walked, run
or swam from the area). This will generally be the area in which urgent and some
delayed category cases will be found, and of course, the deceased.

Patients found in the disaster area or scene shall be assessed by the triage
officer, tagged with METTAGS and removed to the casualty collection area as
designated by the METTAGS.

THE CASUALTY RECEPTION POINT:

The casualty collection area should be located between the disaster area and the
evacuation point from which survivors can be transported to hospital or clearing
area. Ideally, the treatment area will be private:

Free of any hazard

Close to the disaster area
Quiet
Dry
Well illuminated.

THE EVACUATION POINT:

The evacuation point will be selected by the OSC and ideally will have the
following characteristics:

Be free of hazard.
Provide a one-way or 'circuit' access for vehicles *.
Be easily identified by vehicle operators.
Be close to the casualty collection area but not so close
that patient care is disrupted by rotor wash or vehicle noise.

* Vehicle = Aircraft, ambulance, boat etc.

Canadian Coast Guard ( Central & Arctic ) 108

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

RESCUE SCENE LAYOUT:

The following illustrations show examples of different site layouts that may be
relevant to marine disaster management as well as the 'classical' layout used for
a multi-casualty disaster on land.

Triage Priority (use of METTAGS)

If the disaster scene is non-stable the priorities are reversed so that the greatest number
of persons can be recovered.

Lowest Priority Second Priority Highest Priority

Green tag Yellow tag Red tag
Fractures and other Burns Airway & breathing
injuries of a minor difficulties
nature Major or multiple
fractures Cardiac arrest if
Obviously mortal sufficient help
wounds where Back injuries with is available
death appears or without spinal
certain cord damage Uncontrolled severe
bleeding
Obvious dead
Severe head injuries
Cardiac arrest if
sufficient help is Severe medical
not available problems

Open chest wounds

Shock

Clinical death ( black tag )

Hold for mortuary or transportation after all other category patients have been
transported. These casualties are non-salvageable and regardless of the efforts of the
rescuer they will die or are already dead.

Canadian Coast Guard ( Central & Arctic ) 109

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Highest Priority ( red tag )

Rapid transportation by ambulance to a hospital is indicated. Casualty is in need of

definitive care or higher levels of medical treatment than available at the scene to
stabilize.

Second Priority ( yellow tag )

Delayed transportation by ambulance to a hospital would not place the patient in jeopardy

Lowest Priority ( green tag )

Ambulance transportation to a hospital is not necessary. These are the walking wounded
and should find a secondary means of transport to the hospital.

Canadian Coast Guard ( Central & Arctic ) 110

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

POSSIBLE LAYOUT: SMALL VESSEL

CRP

This scene depicts small vessels engaged in rescuing and transporting victims
from the disaster scene to a dock where they can be triaged and organized for
transportation.

Canadian Coast Guard ( Central & Arctic ) 111

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

This illustration is a large vessel on which some emergency has occurred. The
scene is stable. The casualty reception point and transport points are set up on
the distressed vessel.

POSSIBLE LAYOUT: LARGE VESSEL

Finally, the classic theoretical set up of a rescue scene on land as would be used
in the case of an aircraft crash, or some similar emergency.

Canadian Coast Guard ( Central & Arctic ) 112

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

THEORETICAL LAYOUT OF A
DISASTER SCENE

HANDLING OF CASUALTIES

The selection of a casualty reception point (CRP) is generally based on the

distance to the location of the incident and the capability of receiving survivors or
the distressed vessel. As a general rule this is the closest and safest location that
the SRU can attain.

-CRP’s are more easily chosen when their facilities have been
predetermined and the locations pre-selected and recorded at an JRCC.
Major urban centres have disaster plans which may assist in this selection
process.

If there is a large number of casualties a Major Air Disaster (MAJAID) or a Major

Maritime Disaster (MMD) may be declared.

Canadian Coast Guard ( Central & Arctic ) 113

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

In this situation existing plans are brought into action. Outside agencies are
notified and will make their resources available to help in the resolution of the
incident.

HANDLING HUMAN REMAINS

LEGAL ASPECTS:

1. Only a medical doctor may pronounce a person dead.

2. Any layperson may assume death.

The pronouncement of death is a legal act carried out by a physician

and it is usually not tied to an operational or logistical requirement to
deal with the deceased.

There is a practical requirement for lay persons to be able to set the

deceased aside in order to deal with others who are living. The
assumption of death should in the context of multi-patient
assessment, be made by the triage officer.

When persons are assumed to be deceased they should not be

removed from the disaster site until all the living have been
evacuated. Persons who are assumed to be deceased are the
responsibility of the local coroner or, in his absence, the RCMP or
municipal police.

HANDLING THE DECEASED

A cardinal rule of disaster management is: living before the dead.

Leave the deceased untouched until all living patients have been
cared for and evacuated.

If investigative elements of the coroner's office or other authority are

present at the disaster site the deceased may not be moved until
preliminary investigation is complete. In the event of a major event
on board a ship the investigation may not even begin until the ship is
secured at a dock and authorities can go on board,

If representatives of the coroner or investigative authority are not

present the OSC may be delegated by the coroner to exercise
authority over the handling of the deceased.

Canadian Coast Guard ( Central & Arctic ) 114

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

If the bodies must be removed from the disaster scene but cannot
be transported directly to a morgue, a temporary morgue will need
to be established. Ideally, the bodies should be held in the
temporary morgue only long enough to arrange transportation from
the evacuation point to a proper morgue. The temporary morgue
should be located at some point between the disaster scene and
transportation point that affords a degree of privacy. The bodies
should receive METTAGS but at this stage positive identification by
relatives would not be appropriate and should not be attempted.

The identification of bodies is the responsibility of the coroner, his

delegate, the RCMP or municipal police.

If bodies must be accommodated for an extended period of time, i.e.

greater than eight or ten hours, refrigeration is necessary unless the
ambient temperature is below freezing.

Refrigerated tractor trailers have been used successfully as an on

site temporary morgue and later as a means of transportation to a
proper morgue.

If the disaster scene is catastrophic as might be the case of an aircraft accident

followed an intense fire, sorting the deceased may become difficult. Try to use
one body bag for each body. Count one skull as one body.

SANITATION
As the products of decomposition can be quite toxic the use of thick rubber gloves
during the handling of decomposing bodies is strongly recommended. Ideally,
disposable smocks or coveralls should also be worn. If these are not available
items of uniform issue that become contaminated can either be decontaminated
by normal laundry procedures, or, if you wish, be discarded in favour of a
replacement issue.

Canadian Coast Guard ( Central & Arctic ) 115

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

MARINE SAR
INCIDENT
COMMAND STRUCTURE

The simplest incident must be managed with a systematic approach. One SRU is
often the sole response to a marine incident, but behind that unit is a system
known as the Incident Command Structure, (ICS).

The ICS is designed to control the execution of operations during an incident to

the best effect. That is:

• Operating strategies are formulated

• Manpower and technical resources are provided as required
• Operations are conducted effectively
• Information is disseminated constructively to all units involved
and the media
• The incident is closed.

The system must have the ability to expand, as any incident becomes more
complex or larger in scale. In the simplest of situations key personnel might
include:
• JRCC Marine Controller
• Coast Guard Radio Station
• SRU Coxswain and crew.

In this situation JRCC will usually provide operating strategies, assign manpower
and equipment and maintain communication links. The SRU Coxswain will
conduct operations.

In more complex incidents the key personnel may expand to include:

• Marine Controller at JRCC

• Coast Guard Radio Station
• On Scene Commander ( or Coordinator Surface Search )
• Coxswains of Individual SRU’s
• Coxswains of CCGA Units
• Other SAR Units
• Vessels of Opportunity

Canadian Coast Guard ( Central & Arctic ) 116

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

On occasion, a CCGA Coxswain may be asked by JRCC to either formally or

informally assume some “on scene” responsibilities. This may be the case when
one or more vessels of opportunity are assisting in a search and you are the only
SAR vessel with experience. In this case, you could become the “Coordinator
Surface Search”.

Auxiliary coxswains should understand that in most instances, SAR incidents

develop a natural evolution. A single vessel is initially tasked and with negative
results, additional resources are deployed. Inevitably, either a CCG vessel and /
or DND aircraft arrive “ on scene “. One of these units would normally assume
the duties of “On Scene Commander”.

The decision to appoint an OSC or CSS lies with JRCC.

Only a PRIMARY SAR unit can be designated as an

“ On scene Commander”

The responsibilities of the On Scene Commander or Coordinator Surface Search

may vary a little, but the following is expected.

¾ Assigns Search Areas to Vessels

¾ Is a Communication link between SAR Vessels and JRCC

¾ Plots SAR Vessel Positions

¾ Plots Search Patterns

¾ Monitors Weather, Sea Conditions and Water

Temperature

¾ Ensures Prompt Reporting

¾ Maintains a Radio Log

Canadian Coast Guard ( Central & Arctic ) 117

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Auxiliary Coxswains who find themselves in such a position of responsibility must

keep in mind that the captain of a vessel of opportunity is probably not familiar with
search pattern protocol. Assigning such a vessel to do a “sector search” would most
likely be interpreted as searching a sector of a chart rather than a search pattern!

RCMP / CCGA Vessel Guardian and Zodiac

Hay River NT

Canadian Coast Guard ( Central & Arctic ) 118

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

ANNEX

Collision Regulations (Summary)

Canada Shipping Act (Excerpts)

The Oceans Act (Excerpts)

Canadian Coast Guard ( Central & Arctic ) 119

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

A
SUMMARY OF THE
COLLISION REGULATIONS

1. RIGHTS OF WAY

(a) A power driven vessel shall keep out of the way of a

i) vessel not under command

ii) vessel restricted in her manoeuvrability ( e.g.-in narrow
channels constrained by size or draft)
iii) vessel engaged in fishing
iv) sailing vessel

(b) A sailing vessel shall keep out of the way of a vessel:

i) not under command (unable to manoeuvre)

ii) restricted in her manoeuvrability
iii) engaged in fishing

Canadian Coast Guard ( Central & Arctic ) 120

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

(c) A fishing vessel (commercial) shall, so far as possible, keep

out of the way of a vessel
i) not under command
ii) restricted in her manoeuvrability

2. WHEN TWO SAILING VESSELS ARE APPROACHING ONE ANOTHER

i) when each has the wind on a different side, the vessel with the wind on
the port side will give way.
ii) when each has the wind on the same side, the vessel to windward shall
give way.
iii) in other cases, a vessel with the wind on the port side shall give way.

3. POWER BOATS

i) Any power driven vessels meeting head-on shall each alter course to
starboard.
ii) When two power driven vessels are crossing, the vessel to starboard
has the right of way.
iii) Any vessel overtaking any other vessel shall keep out of the way of the
vessel being overtaken.
iv) Any vessel proceeding upstream shall yield to a vessel proceeding
downstream.

4. RESTRICTED VISIBILITY (FOG)

A) Every vessel shall proceed at a safe speed adapted to the conditions &
circumstances.
B) Every vessel which hears a fog signal from another vessel forward of
her beam (close-quarters situation) shall reduce speed to the minimum
required to maintain course. She shall if necessary, take all her way off.

4. SOUND AND LIGHT SIGNALS

Power Driven Vessels, when manoeuvring in sight of one another:

1 Short Blast ( about 1 s.) = altering course to starboard
2 Short Blasts = altering course to port
3 Short Blasts = operating astern.

A vessel intending to overtake another shall indicate her intention by:

1 short blast (1 s.) to indicate overtaking on starboard side.
2 short blasts to indicate overtaking on port side.

Canadian Coast Guard ( Central & Arctic ) 121

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

The vessel being overtaken, if in agreement, sounds the same

signal as given by the other vessel.

The vessel being overtaken, if not in agreement, signals at least 5

short & rapid blasts.

A vessel nearing a bend or an area of a channel or fairway where

other vessels may be obscured by an obstruction, shall sound one
prolonged blast.

Another approaching vessel shall answer with one prolonged

blast.

6. SOUND SIGNALS - RESTRICTED VISIBILILITY (FOG)

a) Power Driven - 1 prolonged blast at 2 minute intervals

- if stopped, 2 prolonged blasts.

b) Sailing, fishing vessels and vessels towing -1 prolonged

followed by 2 short blasts at 2 minute intervals.

c) A vessel being towed - 1 prolonged and 3 short blasts at 2

minute intervals and immediately after the towing vessel signal.

d) A vessel at anchor, and not in an anchorage, shall sound 3

blasts - 1 short, 1 prolonged and 1 short - in succession at 2
minute intervals.

7. NAVIGATION LIGHTS

Power-driven:-
i) A masthead light forward
ii) Sidelights
iii) A stem light

Sailing Vessel:
i) Sidelights
ii) A stern light OR
iii) If less than 20m, a combined lantern at or near the top of
the mast.

These are extracts from the Canada Shipping Act, Regulations For The Prevention of
Collisions. “These regulations may be cited as the Collision Regulations.” Mariners
should always consult the full text as a guide to practice.

Canadian Coast Guard ( Central & Arctic ) 122

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

Canada Shipping Act

Further to the CSA quotes in Module 3, the following sections should be of

interest.

OFFENCE AND PENALTY

384. (5) If the master of a Canadian ship contravenes this section he is guilty of
an indictable offence and liable to a fine not exceeding five hundred dollars or to
imprisonment for a term not exceeding one year.

RIGHT TO SALVAGE
384. (6) Nothing in this section affects the provisions of section 451 and
compliance by the master of a ship with this section does not affect his right, or
the right of any other person to salvage.

MINISTER MAY DESIGNATE RESCUE CO-ORDINATORS

385. (1) The minister may designate persons, to be known as rescue co-
ordinators, to organize search and rescue operations in Canadian waters and on
the high seas off the coasts of Canada.

POWER OF RESCUE CO-ORDINATORS

385. (2) On being informed that a vessel or aircraft or survival craft thereof is in
distress or is missing in Canadian waters or on the high seas off any of the coasts
of Canada under circumstances that indicate it may be in distress, a rescue co-
ordinator may:
(a) order all vessels within an area specified by him to report their positions
to him;
(b) order any vessel to take part in a search for that vessel, aircraft or
survival craft or to otherwise render assistance; and

Canadian Coast Guard ( Central & Arctic ) 123

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

(c) give such orders as he deems necessary to carry out search and
rescue operations for that vessel, aircraft or survival craft.
PENALTY
385. (3) Every master or person in charge of a vessel in Canadian waters or a
Canadian vessel on the high seas off the coasts of Canada who fails to comply
with an order given by a rescue co-ordinator or a person acting under his direction
is guilty of an offence and liable on summary conviction to a fine not exceeding
five hundred dollars or to imprisonment for a term not exceeding six months.
DEFENCE
385. (4) No master or a person in charge of a vessel shall be convicted of an
offence under subsection (3) if he establishes that compliance with an order or a
rescue co-ordinator or person acting under the direction thereof would have
exposed his vessel or tow or persons on board it to serious danger.
AIRCRAFT TREATED AS IF SHIP OR VESSEL
449. (1) The law, statutory and other, including the provisions of this Part, relating
to wrecks, to the salvage of life or property and to the duty or obligation to render
assistance to ships or vessels in distress applies to aircraft on or over the sea or
tidal waters and on and over the Great Lakes, as it applies to ships or vessels.
(2) The owner of an aircraft is entitled to a reasonable reward for the
salvage services rendered by the aircraft to any property or persons in any case
where the owner of the aircraft would be so entitled had it been a ship or vessel.
(3) The Governor in Council may make modifications of and exemptions
from the provisions of the law, statutory and other, in its application to aircraft, to
such extent and in such manner as appears necessary or expedient.
ASSISTANCE
451. (1) The master or a person in charge of a vessel shall, so far as he can do
so without serious danger to his own vessel, its crew and passengers, if any,
render assistance to every person, even if that person is a subject of a foreign
state at war with Her Majesty, who is found at sea and in danger of being lost,
and if he fails to do so is liable to a fine not exceeding one thousand dollars.
SALVAGE NOT AFFECTED

Canadian Coast Guard ( Central & Arctic ) 124

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

(2) Compliance with subsection (1) by the master or person in charge of a

vessel does not affect his right or the right of any other person to salvage.

The Oceans Act

INTERPRETATION
2. In this Act,
“Department” means the Department of Fisheries and Oceans;
“Minister” means the Minister of Fisheries and Oceans.
COAST GUARD SERVICES
41. (1) As the Minister responsible for coast guard services, the powers,
duties and functions of the Minister extend to and include all matters over
which Parliament has jurisdiction, not assigned by law to any other
department, board or agency of the Government of Canada, relating to

(a) services for the safe, economical and efficient movement of ships in
Canadian waters through the provision of
(i) aids to navigation systems and services,
(ii) marine communications and traffic management services
(iii) ice breaking and ice management services, and
(iv) channel maintenance;
(b) the marine component of the federal search and rescue program;
(c) pleasure craft safety, including the regulation of the construction,
inspection, equipment and operation of pleasure craft;
(d) marine pollution prevention and response; and
(e) the support of departments, boards and agencies of the Government of
Canada through the provision of ships, aircraft and other marine services.

Canadian Coast Guard ( Central & Arctic ) 125

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

95. The definitions “Department” and “Minister” in section 2 of the Canada

Shipping Act are replaced by the following:

“Department” means, in section 385, the Department of Fisheries and

Oceans;
“Minister” means, in section 385, the Minister of Fisheries and Oceans.

Canadian Coast Guard ( Central & Arctic ) 126

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

ADDENDUM
Forms

HOLD HARMLESS AND WAIVER OF CLAIMS

I, Master of the vessel

request the CANADIAN COAST GUARD AUXILIARY (CCGA) to render
assistance by towing or other acts. In consideration for which I, for myself and
the owners, and all persons on board, and our heirs and executors, HEREBY
AGREE TO HOLD HARMLESS AND WAIVE ALL CLAIMS against the CCGA,
the CCGA vessel, her owners, her master and crew, Her Majesty the Queen, Her
Servants and Agents, for personal injury, death or property damage, resulting or
arising (either directly or indirectly) from the endeavour to assist, or any
abandonment or transfer of the assistance or tow.

Dated this _______________________ day of ____________20___.

Signed __________________________________________________
MASTER OF VESSEL DESIRING ASSISTANCE

Signed __________________________________________________
WITNESS

Canadian Coast Guard ( Central & Arctic ) 127

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

SAR BRIEFING/TASKING FORM - MARINE

1. DTG.

2. SAR (Case Number)

3. Search Object:

a) Type: (Aircraft/Vessel/Other - Delete as necessary)

b) Name: ___________________________________________________

c) Registration: _______________________________________________

d) Tonnage: _________________________________________________

e) Description: (Colour, markings, superstructure, characteristics)

_________________________________________________________

f) Owner/Operator/Agent: ______________________________________

g) P.O.B.: __________________________________________________

h) Emergency equipment carried: ________________________________

4. Nature of Distress or Emergency

_______________________________________________(Brief Description):

5. Search Area:

a. Area corner points (Lat. & Long.): ____________________________

b. CSP (commence Search point): _____________________________

c. Direction of creep: ________________________________________

d. Requested coverage factor: ________________________________

e. Requested track spacing: __________________________________

f. Requested search pattern: _________________________________

Canadian Coast Guard ( Central & Arctic ) 128

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

6. (Other SAR facilities to be engaged in adjacent areas)

_______________________________________________________________

Aircraft/Height: __________________________________________________

Vessels: _______________________________________________________

Land Parties: ___________________________________________________

7. Frequencies and call signs to be used for communication with:

_______________________________________________________________

a. JRCC/MRSC/OSC/SM (Delete as necessary). _____________________

b. Other search aircraft: _______________________________________

c. Other search vessels: _______________________________________

d. Land parties: ______________________________________________

e. Ship or craft in distress/survivors: ______________________________

8. Action on sighting the search object (delete as necessary).

Report to: ______________________________________________________

If unable to effect Rescue, Direct other vessels and/or aircraft to the scene.

Remain on scene until relieved or forced to return or rescue has been affected.

9. a. Progress reports should be passed to __________________________

b. Every ____________hours.

10. Special Instructions: ______________________________________________

_______________________________________________________________

Canadian Coast Guard ( Central & Arctic ) 129

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

COLLISION, WRECK & INJURY REPORT

In every instance of a claim for collision, stranding, injury or other casualty, however
small, the Auxiliary member is directed to complete both sides A and B of this form and
telephone the details as soon as reasonably possible to the Regional Headquarters of
the Auxiliary (collect) followed by dispatch of the form by mail or fax to the address or
number below.

JRCC INCIDENT NUMBER:

AUXILIARY VESSEL:

Vessel Name: Lic./Reg. No:

Owner: Master:
Address: Address:
Phone: Phone:

OTHER VESSEL, PERSON OR PROPERTY (if involved):

Vessel Name: Lic./Reg. No:

Owner/Master: Phone:
Address:

WITNESSES:

Name: Address:
Name: Address:

COMPLETE REVERSE AS REQUIRED AND SUBMIT TO:

Canadian Coast Guard Auxiliary

201 N. Front St., Ste. 703
Sarnia, Ontario N7T 8B1
Telephone: (519) 383-1964
Fax: (519) 464-5137
Side A

Canadian Coast Guard ( Central & Arctic ) 130

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

JRCC INCIDENT NUMBER: INCIDENT DATE:

VESSEL NAME: TIME OF INCIDENT:

DAMAGE DESCRIPTION:

Damage to Auxiliary vessel and/or personal injury. Describe and sketch additional
information as required.

Estimated Cost of Repairs: $

ACCIDENT SCENARIO:

Indicate North and location of accident. Describe and sketch factors contributing to
accident (eg., other vessel or obstruction, etc.).

Date: Signature of Claimant:

Side B

Canadian Coast Guard ( Central & Arctic ) 131

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual

CCGA INCIDENT LOG - CARNET D’INCIDENT DU SACSM

1. Incident No. Date

No de I’incident (Y-A M D-J)
2. Time - Heure Action Taken - Mesure prise

3. Other SAR resources involved - Autres ressources de recherche et de sauvetage en cause

4. Auxiliary crew names - Noms des auxiliaires à bord

5. Non-Auxiliary names - Noms des non membres participants

Canadian Coast Guard ( Central & Arctic ) 132

Search and Rescue 2003
 Canadian Coast Guard Auxiliary - SAR Student Manual
6. Time - Heure Radio Messages Sent/Received - Messages radio transmis/reçus

7. Wind speed/direction - Vitesse du vent/direction

Sea conditions - État de la mer

Visibility - Visiblilité

Other remarks - Autres remarques

Signature:

CCGA Owner/Operator - Propriétaire exploitant SACSM

Canadian Coast Guard ( Central & Arctic ) 133

Search and Rescue 2003