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Renovating existing boats to extend their service life
Rather than systematically replacing its aging vessels, the National Society for Sea Rescue (SNSM) now plans to prioritize refurbishing them whenever their technical condition allows. This initiative involves a fleet of approximately 800 vessels, ranging from deep-sea rescue ships to inflatable boats, as well as patrol boats, semi-rigid boats, and jet skis.
These vessels are subject to significant stresses. They must be able to respond quickly?sometimes in difficult weather conditions?and remain operational throughout the year. As a result, the aging of their structures, engines, and equipment requires regular maintenance, as well as, over time, much more extensive repairs.
The SNSM now plans to extend the service life of vessels whose hulls still have sufficient potential. According to the association, a refit can add ten years of service for a semi-rigid boat and fifteen years for an offshore vessel.
This approach does not mean that new construction will be halted. It complements the fleet renewal process, particularly when existing vessels no longer meet operational requirements.
The Couach program was intended to centralize the production of the new boats
This new policy comes at a unique time. In 2019, the SNSM made a different industrial decision by entrusting the Couach shipyard, located in Gujan-Mestras, with the project management of its future line of rescue boats. The goal was to centralize the construction of the new vessels around a single primary industrial partner. Until then, the SNSM?s boats had come from various shipyards, with designs and equipment that sometimes varied significantly.
The new organizational structure was intended to standardize the fleet, facilitate maintenance, and streamline production costs.
At the time, the fleet renewal needs were estimated at approximately 140 vessels over ten years, representing a potential investment of 100 million euros. The contract signed with Couach in October 2019 included an initial firm order for 35 vessels, worth approximately 25 million euros, as well as an optional tranche of 35 additional vessels.
The goal was therefore to make Couach the central contractor for the new fleet, with the aim of gradually meeting the association?s fleet renewal needs. However, this structure centered on a single main builder was ultimately not maintained.
Delays, technical issues, and criticism surrounding the Couach program
The "New Fleet" program quickly ran into industrial and technical difficulties.
One of the most widely publicized issues involved the prototype of the NSH1 offshore rescue vessel. In 2022, the vessel exceeded its initial weight specification by approximately four metric tons, requiring modifications and fine-tuning. Delivery delays also raised questions and drew criticism, particularly among certain rescue stations that were awaiting the replacement of their aging vessels.
The challenges were not limited to deadlines. The development of the new ships, their specifications, and their suitability for operational needs were also topics of discussion.
In 2023, the SNSM decided to diversify its suppliers. In particular, the Gatto shipyard in Martigues and the Pors-Moro shipyard in Pont-l'Abbé were commissioned to build new coastal patrol boats for stations with urgent replacement needs.
This decision effectively marked the end of the principle of having a single main builder responsible for meeting all renewal needs. A parliamentary report published in 2023 also emphasized the need to ensure that the SNSM does not depend on a single shipyard.
The construction program continued, but under a more diversified industrial structure. In its 2024 activity report, the SNSM again noted technical and regulatory difficulties affecting certain deliveries, particularly those of the CTT 56s, the new designation for the NSH1s.
The overhaul policy announced today cannot be presented as a direct result of these difficulties. It does, however, serve as an additional tool for keeping rescue resources in service, at a time when fleet renewal has faced several challenging years.
A complete overhaul, from the hull to the navigation equipment
The renovation of a rescue boat involves more than just refitting or repainting. After several years of service, these vessels show signs of wear and tear, some of which can be significant: damage to the gelcoat, scratches exposing the laminate, aging engines, corrosion of equipment, and fatigue in certain structural components.
Boats selected for refurbishment therefore undergo a thorough disassembly. Technical teams inspect the hull, the floats on RIBs, the mechanical systems, and the onboard equipment. Damaged components are repaired or replaced depending on their condition.
The SNSM notes, in particular, that it can install new, more fuel-efficient engines, as well as modernized navigation equipment, such as GPS and radar systems.
The goal is to restore a level of reliability suitable for rescue missions. It is important to distinguish this from routine maintenance. An overhaul may require work on several of the vessel?s essential systems, including, in some cases, the partial reconstruction of certain assemblies.
However, it does not address all the limitations of an older design. The boat?s structural characteristics, its dimensions, and its overall architecture remain key factors. Therefore, not all vessels are necessarily suitable candidates for such a project. The condition of the hull and the cost of the work must justify the intended extension of the vessel?s service life.
An additional 10 to 15 years, depending on the type of boat
According to estimates provided by the SNSM, a refit can extend the service life of a semi-rigid boat by about ten years and that of an offshore vessel by fifteen years.
These figures represent life extension targets, not a guarantee applicable to every vessel. The additional service life depends, among other things, on the initial condition of the structure, the equipment replaced, and future operating conditions.
Nevertheless, this approach may be of significant value to a rescue fleet. By retaining vessels that are still serviceable, the association limits the number of boats that must be replaced immediately.
It can also retain vessels that the crews are familiar with?ones whose handling characteristics and layout they have already mastered. For the stations, this is a significant consideration. The arrival of a new vessel requires a period of adjustment, which is particularly important when propulsion characteristics or navigation equipment change.
A renovated facility can help preserve some of these familiar features, even if the new equipment requires appropriate training.
Three shipyards are working to refurbish about ten patrol boats a year
To implement this policy, the SNSM relies on its technical facilities in Saint-Malo, Saint-Nazaire, and Palavas-les-Flots. The association says it will mobilize about 20 people from its technical department, in addition to the work entrusted to partner shipyards.
The goal is to refurbish about ten patrol boats per year. This approach is based on a desire to bring in-house some of the technical expertise needed to maintain and modernize the fleet.
For the SNSM, having its own workshops offers several advantages. Teams can maintain detailed knowledge of the boats? history, monitor their aging, and incorporate feedback from rescuers. Standardizing equipment is also a goal. By limiting the variety of equipment used whenever possible, the association aims to simplify maintenance and spare parts management.
However, the use of external contractors remains necessary to supplement internal capacity and carry out certain operations.
A 30% reduction in the carbon footprint has been announced
The SNSM also presents the overhaul as a means of reducing its environmental impact. The association reports a 30% reduction in its carbon footprint as a result of this initiative.
However, this figure should be viewed with caution. The press release does not specify the exact scope of the calculation or the method used to determine this savings figure. It is therefore not possible to determine, based solely on the information provided, whether the 30% figure represents a savings per refurbished vessel, a comparison with a new build, or a result calculated based on a broader set of projects.
The environmental benefit is nevertheless clear. Retaining the hull and certain equipment avoids the need to systematically build an entirely new boat. This can reduce material consumption and emissions associated with construction. Replacing an older engine with a newer one can also reduce fuel consumption, depending on the system?s specifications and usage patterns.
However, a comprehensive assessment must take into account the materials used for the renovation, the equipment replaced, transportation, and the boat?s energy consumption during its new period of service. This policy is part of the Climate and Environment Roadmap published by the SNSM in December 2025, which outlines the association?s emissions and the measures planned to reduce them.
