ARCHIVED - Investment Plan 2010/11 -2014/15
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Appendix D: Capability Gaps Identified in the 2010-/11 Planning Cycle
The Capability Gap Analysis is an annual exercise undertaken by the Canadian Coast Guard in order to identify gaps in the Agency’s ability to meet mandated service requirements. This analysis considers gaps derived from the condition of current assets over time and the evolution of program requirements.
For each of CCG’s programs, the analysis has reviewed the assets in place now to meet current needs and the assets expected to be in place to meet future needs. The analysis has also identified expected future shifts in service requirements, which have been factored into the gaps identified.
In general, most of the gaps related to growth in program requirements are related to an expected demand increase in the Arctic. It is apparent that demand for all of CCG’s services will grow in the North as shipping in the North grows. Some of these gaps pertain to requirements that are beyond the planning horizon for the current Investment Plan.
The following list summarizes all of the gaps that have been identified, but it must be noted that not all of these gaps can or will be addressed. As outlined in CCG’s Integrated Investment Planning Framework, the next step is to consider the identified gaps and analyze possible alternatives for the most significant gaps.
Aids to Navigation
- Increased requirement for visual and aural aids to navigation to support re-supply of northern communities and Arctic shipping.
- Increased requirement for visual aids on the Pacific coast as shipping increases.
- Increased pressure to maximize channel loadings, leading to increased support requirements from Fleet for the placement of buoys.
- Provision of DGPS services in Arctic.
- Replacement of DGPS hardware and software as existing assets are now approaching the end of their operational life.
- Automate lightstations in Pacific Region.
- Ongoing lifecycle replacement of Aids to Navigation.
- Replacement of old buoys with four season buoys where it makes sense.
- Refurbishment of helicopter landing pads at Aids to Navigation Sites to enable maintenance activities at the sites.
- Deteriorating real property facilities at the following lightstations: Estevan Point, Ivory Island, Nootka, Triple Island, Port Colborne, Cape Sable, and Cape Race. (Real Property)
Waterways Management Services
- All of the major waterways connecting the St. Lawrence and the Great Lakes require ongoing maintenance dredging as silting never ends.
- Increased Channel Bottom Monitoring (surveying) in Arctic waters.
- The Fraser River Stevenson North jetty requires restoration as the structure has deteriorated (Real Property).
- The Fraser River trifurcation requires restoration as the structure has deteriorated (Real Property).
- The breakwater at Maugher’s Beach in the Maritimes Region has deteriorated and will continue to until it is restored (Real Property).
Search and Rescue Services
- Increased demand for SAR coverage in the North.
- Normal replacement of SAR vessels as they reach the end of their life-cycles.
- Existing coverage provided by VHF radio and VHF Direction Finding (VHF-DF) networks requires improvement to better facilitate SAR communications for SAR system notification and during SAR missions.
- Port Hardy Station deterioration (Real Property).
- Saltspring/Ganges station is aging and requires modernization (Real Property).
- Kingston SAR station requires rehabilitation (Real Property).
- Burin SAR Station requires rehabilitation (Real Property).
- Port Weller SAR Station requires replacement (Real Property).
- All of the ER equipment is aging and either has or is approaching the end of its operational life. All of this equipment requires replacement.
Marine Communications and Traffic Services
- VHF-DF coverage is non-existent in some areas on both the east and west coasts.
- Information Logging System to replace aging technology currently in use for MDS and NAVTEX.
- Ongoing refurbishment of MCTS communication towers and sites.
- National VTMIS Replacement to consolidate existing systems and update aging technology.
- Continuous Marine Broadcast Refurbishment to update aging technology.
- VHF-DF Direction Finding System refurbishment to increase levels of service and reliability.
- The facilities for MCTS Ucluelet have aged and require renovations (Real Property).
- Satellite Coverage: There is currently an “image repeat” period of approximately three days; meaning that information from satellites is only updated once every three days.
- Systems used to collect, automate and distribute ice information need to be upgraded. Existing systems are aging and may experience problems operating on upgraded operating systems.
- Greater data transmission capability north of 72 degrees latitude. While voice transmission is currently adequate, at this latitude, data compression and transmission capability are limited. This requirement will become more acute as time progresses.
- Lack of reserve capacity in High-Endurance Multi- Tasked Vessels, specifically in Maritimes Region.
- Lack of smaller icebreakers in Maritimes Region necessitating the deployment of ACVs from Quebec Region at the end of the winter season to do flood control, small harbour and fishing harbour breakouts.
- Lack of icebreaking resources on the Labrador Coast.
Lifecycle Asset Management Services
- Heavy Equipment Refurbishment to replace aging equipment used to support many programs.
- There is a need to standardize CCG operational networks in order to ensure compliance with IM/IT policies and procedures, and to provide a common platform to increase reliability of CCG service delivery.
- There is a need to link two maintenance management systems: Maximo for shore assets and MAINTelligence for ship assets. This is required as part of CCG’s overall maintenance management strategy.
Fleet Operational Services
- As a result of global warming, there will be a growing need for additional coverage in the Arctic as commercial users increase their presence in this area and the resulting existence of new commercial ports and waterways.
- An increasing proportion of the small craft asset base is aging and deteriorating beyond repair with some being kept in service only by means of costly repair and maintenance.
- Currently, CCG helicopters are equipped with a High Frequency (HF) tracking system (NavLink) that provides a tracking mechanism only when flying from a vessel and has no shore-based capability. NavLink is obsolete, with CCG being the only remaining user worldwide.
- Presently, CCG does not have an automatic system for tracking the Fleet. The CCG’s current voice communication systems are limited in this capability. They do not provide a real time position and are not able to give a known position of small craft.
- A national standard of electronic data transmission from ships-to-shore and shore-to-ships does not currently exist. The Business Data Exchange Improvements for Ships project will establish national standards for vessel informatics that not only include technologies on-board vessels, but all aspects related to ship-to-shore data exchange.
Canadian Coast Guard College
- The College’s capability gaps at this time are mainly related to real property requirements. The following life-cycle related gaps have been identified: Refurbishment of Great Lakes Wing; Roof Replacement; Simulator Replacement building/space; and Miramichi Wing residential refurbishment.
- Numerous gaps related to Real Property and the deteriorating state of CCG’s facilities (Seal Cove Base, Quebec Base protection cathodique, Quai de la Reine, Newfoundland and Labrador (NL) Southside Base Exterior Reconstruction, BIO Second Access, NL Southside Base Fendering system, Arviat Breakwater and Moorings – Nunavut, Cape Dorset Breakwater & Mooring Bollards, Iqaluit Area Office, Parry Sound Base, Prescott Base, Quebec Base underground conduits & water collection system, Quebec Base move security building, Shannon Hill Addition, NL Southside Base Operational Storage Facility, Victoria Base, and Newfoundland and Labrador Southside Base reconstruction.
CCG has identified gaps that will arise in our capability to meet our mandate without investment in our asset base. These gaps occur in the future (capability analysis uses a 20-year time horizon) and do not currently impact the delivery of services. This allows CCG the necessary time to look at alternatives for filling these gaps and balance priorities in allocating its limited financial resources. The next step in the investment planning framework is to identify options to deal with the most significant gaps. This exercise may lead to investment projects to address these gaps. This will help ensure that all CCG’s investments are allocated to the highest priorities which are clearly linked to real mandate requirements.
Note that not all capability gaps are necessarily addressed in this Investment Plan. A capability gap may not be addressed for a number of reasons, including:
- the lack of internal and/or external capacity to address the capability gap in the planning cycle;
- the lack of funds available in the planning cycle; and,
- a sufficient amount of lead time to address the gap in future planning cycles.
In each instance, the existence of a capability gap without a planned investment is not cause for concern in and of itself – capability gap analysis uses a long planning horizon to allow the Agency to anticipate future requirements and plan for them with foresight.
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