uscg 2010 cover final.indd 2 11/9/09 3:30 PM WHVRURLQGG $0 INTRODUCTION

Students and instructors at the ’s National Motor Lifeboat School (NMLBS) in Ilwaco, Wash., operate 47-foot motor lifeboats in heavy surf. NMLBS is a unique Coast Guard training center that provides instruction on operating in rough surf and weather and is the only training facility of its kind in the . Photo by Petty Officer 3rd Class Jeff Pollinger

Coast Guard Outlook 2010 1

intro page.indd 1 11/2/09 6:50 PM INTRODUCTION ALLEN FOREWORD

Commandant of the U.S. Coast Guard, Adm. Thad W. Allen: Foreword

“A few armed vessels, judiciously stationed at the entrances of our ports, might at a small expense be made useful sentinels of the laws.” – Alexander Hamilton First Secretary of the Treasury Nov. 27, 1787

hat simple sentence inspired the creation of the modern U.S. Coast Guard. We proudly remain T “sentinels of the laws” fulfilling our safety, security, and stewardship missions as America’s Maritime Guardian. We are a unique federal instrument stemming from Hamilton’s vision and we have developed into a multi-mission, military service unlike any other. As an armed service, Department of Homeland Security component, National Intelligence Community member, and the nation’s lead representative at the International Maritime Organization, we can form and leverage partnerships across the public and private spectrum. Exercising a broad and complementary mission set, we’re well equipped to mitigate risks and respond to threats throughout the maritime domain. Over the past year, our personnel – active duty, reserves, civilians, and auxiliarists – performed superbly to safeguard America’s maritime interests. We worked with our departmental partners to respond to last summer’s floods in the Midwest; conducted 680 ice breaking operations to facilitate over $2 billion in commerce; operated with our federal partners to interdict nearly 350,000 pounds of cocaine; and supported anti-piracy efforts off of Somalia as well as Operations Iraqi and Enduring Freedom. We also saved more than 4,000 lives. We have never had a closer relationship with the Department of Defense. We are operationalizing the “Cooperative Strategy for 21st Century Seapower,” an overarching document jointly signed by all three Commandant of the U.S. Coast Guard, Adm. Thad W. Allen. naval services, which stresses maritime presence to promote peace. The USS Crommelin recently deployed with a Coast Guard law enforcement detachment to prevent illegal fisheries in the western Pacific; this is just one example of how this new philosophy is becoming reality. U.S. Coast Guard photo by Telfair H. Brown Sr. Coast GuardU.S. photo by Telfair

2 Coast Guard Outlook 2010

cmdt fwd.indd 2 11/5/09 8:36 AM ALLEN FOREWORD INTRODUCTION

Secretary of Homeland Security Janet Napolitano listens to a briefing on current operations alongside Adm. Thad W. Allen at Coast Guard Headquarters, , D.C., Jan. 22, 2009.

While we have been successful, the demand for our to meet new challenges. To fulfill our obligations, I am services is outpacing our capacity to provide them. Like committed to recapitalizing our aging assets and shore all other federal agencies, the current economic recession infrastructure. is compounding our challenges. As sound stewards, Our first National Security Cutter [NSC], the Bertholf, we’ll leverage all available resources, authorities, and was commissioned last August and is already making partnerships to manage risk as we execute our duties. its presence felt. During its first operational patrol in One of the ways we’ll do this is by modernizing our July, the Bertholf simultaneously tracked four go-fast service. By properly aligning our operational chain of smuggling vessels, and then launched its own helicopter command and sustaining it with a product-line support and small boats to thwart the entire operation. The system, we’ll create a more flexible and change-centric Bertholf’s combination of endurance, sensors, and multi- Coast Guard. This will improve our service delivery to the mission capability were on full display and portends nation. The National Academy of Public Administration great promise for this new class. The second, the CGC recently provided a strong, independent endorsement of our Waesche, completed its highly successful builder’s trials in efforts confirming we are on the right course. We also just August. By incorporating the lessons from the Bertholf, the completed the final negotiations with our civilian union Waesche’s crew minimized the number of work-list items so both sides agree on the changes to our organizational that need to be corrected before the is commissioned structure. We will remain within the bounds of our current in May 2010. Our third NSC, the Stratton, named after legal authority while we work with the 111th Congress to Capt. Dorothy Stratton who was the leader of the World obtain the legislative authority necessary to achieve a fully War II-era SPARS, is under construction and scheduled to modernized Coast Guard. be christened in July 2010. We are especially pleased that The Coast Guard’s working environment has changed first lady Michelle Obama has agreed to be the Stratton’s dramatically over the past decade and we are evolving sponsor. We are realizing greater efficiencies with each U.S. Coast Dan Bender GuardU.S. photo by PA2

Coast Guard Outlook 2010 3

cmdt fwd.indd 3 11/5/09 8:37 AM resolve marine.indd 1 10/29/09 9:21 AM ALLEN FOREWORD INTRODUCTION

A Coast Guard HC-130 Hercules aircraft departs Kodiak, , on an Arctic Domain Awareness flight May 27, 2009. The Coast Guard is determining its operational requirements in the region, due in part by mandate.

successive NSC thereby reducing the life-cycle cost of these mission is how we would respond to a major SAR case or mass disaster. critical platforms. Considering that a German shipping company is planning to send Other new assets are also coming online. The contract for the an unescorted commercial freighter through the once-impassable Sentinel class, the replacement for the 110-foot patrol boat, was Northeast Passage, the risks are increasing with every passing day. awarded September 2008 and lauded by the U.S. Government The Arctic region is one of the focal points of the White House’s Accountability Office for its efficiency. We have accepted the eighth Ocean Policy Task Force. I represent the Department of Homeland HC-144A Ocean Sentry aircraft to replace the HU-25 Falcon, the Security on this multi-agency group charged with creating a national fourth fully missionized HC-130J long-range aircraft, and our fourth oceans policy, developing a comprehensive governance structure, and MH-60T helicopter, which has enhanced sensors and an Airborne Use implementing “maritime spatial planning,” which is akin to urban of Force [AUF] capability. We have reconfigured 43 of the venerable planning for the ocean. These are daunting tasks but absolutely Dolphin helicopters so they will also have the AUF capability. essential. America is a maritime nation so we must consider how Along the coasts, our system is now providing search we want to protect the environment, facilitate maritime commerce, and rescue [SAR] and short-range communications coverage for over and responsibly harness oceanic resources. By pursuing a “whole of 28,000 miles of coastline. We have accepted our 11th Response Boat- government” approach, we can meet our broad goals while protecting Medium, which will replace the workhorse 41-foot utility boats that our way of life. have served the country for decades. All of these new assets are All of these events represent significant change for the Coast essential, because the scope of our missions is certainly expanding. Guard and our nation. What hasn’t changed over the past 219 years As the Arctic ice recedes, shipping companies, cruise , and is the commitment of our people. At the end of the day, Coast Guard energy companies are all increasing their activities in this resource- personnel are the reason the service can provide such tremendous laden yet pristine environment. We are determining our operational value to the nation. They enable us to be “Always Ready” so we can requirements, including icebreakers, based on the recent National meet all threats and all hazards – nationwide and worldwide. Security Presidential Directive that mandates a maritime presence In the Coast Guard, we willingly shoulder the burden of our in the region. I recently hosted a group of administration officials nation’s maritime challenges. We are driven by our Guardian Ethos on a trip to the Arctic so they could get a glimpse of the existing – a willingness to protect the weak, defend the vulnerable, and save conditions and operational challenges within this remote area. Since those in peril. As Hamilton would confirm, this is who we are and we do not have a permanent footprint in the Arctic, my biggest fear why we serve. U.S. Coast GuardU.S. photo

Coast Guard Outlook 2010 5

cmdt fwd.indd 5 11/5/09 3:21 PM RDR-1700BRDR

TruLink ®

APS-143C(V)3

WHOHSKRQLFVLQGG 30 Table of Contents 8LI1MWWMSR 1EXXIVW1SWX

INTRODUCTION

Commandantof the U.S. Coast Guard, Adm. Thad W. Allen: Foreword ...... 2

Vice Commandant of the U.S. Coast Guard, Vice Adm. ...... 12 By J.R. Wilson

MCPOCG “Skip” Bowen: Making the Coast Guard Successful – One Guardian at a Time ...... 16 By J.R. Wilson MISSIONS ):30:-2+8,6)%87 By Craig Collins &30(73098-327 Ports, Waterways, and Coastal Security...... 20

Illegal Drug Interdiction ...... 21

Aids to Navigation: Part of the Waterways Management Mission Program ...... 22 7LMJXMRKTVMSVMXMIWERH

Search and Rescue ...... 25 GLEPPIRKIWHIQERHWSPYXMSRW Living Marine Resources ...... 26 XLEXEVIIUYEPP]JPI\MFPI Marine Safety ...... 27

Defense Readiness ...... 29 From ship design, engineering, Undocumented Migrant Interdiction ...... 31 acquisition and program Marine Environmental Protection ...... 32 management to human systems Ice Operations: Part of the Waterways Management Mission Program ...... 33

Other Law Enforcement: Targeting Foreign Fishing Vessels ...... 35 integration, T&E support and

REGIONS integrated logistics, Alion delivers

U.S. Coast Guard Pacific Area: Reaching the Far East ...... 36 the technology and expertise to By Chris Doane and Dr. Joe DiRenzo III help you achieve your mission. U.S. Coast Guard Atlantic Area: Middle East and Africa Operations ...... 42 By Chris Doane and Dr. Joe DiRenzo III Because that’s what matters. District 1 ...... 50 By J.R. Wilson

District 5 ...... 54 www.alionscience.com By Mark D. Faram

District 7 ...... 58 By J.R. Wilson

District 8 ...... 62 By J.R. Wilson

District 9 ...... 66 By Craig Collins

District 11 ...... 70 By Craig Collins

District 13 Guardians of the Pacific Northwest ...... 74 By Craig Collins

District 14 Fighting the “Tyranny of Distance” in the Vast Pacific ...... 78 By Craig Collins

Coast Guard Outlook 2010 7

TOC.indd 7 11/5/09 8:47 AM ZF technology - the intelligent choice. Because appliestomorethan just people

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=)PDULQHLQGG 30 District 17 The Service’s Harshest District and Cornerstone of America’s Arctic Presence ...... 82 By Chris Doane and Dr. Joe DiRenzo III

STRATEGIC DIVISION

The Arctic: An Increasingly Accessible Region ...... 86 By Chris Doane and Dr. Joe DiRenzo III

A Habit of Change Coast Guard Modernization ...... 94 By Eric Tegler

One Small Boat Among Many Can Be a Big Problem ...... 100 By Edward H. Lundquist

Fighting Pirates Requires Coordinated Effort ...... 106 By Edward H. Lundquist

Maritime Domain Awareness: Information-sharing and Coordination ...... 112 By Edward H. Lundquist

TECHNOLOGY

The Sentinel-class Fast Response Cutter: Top-notch Performance Capability ...... 118 By Mark D. Faram

Coast Guard Foreign Military Sales: A Modest Program with a Big Impact ...... 124 By J.R. Wilson

Lifeline New Sensors Take the Search Out of Search and Rescue ...... 128 By Eric Tegler

Persistent Partner Unmanned Aircraft Systems and the Maritime Patrol Gap ...... 132 By Jan Tegler

Mission Management System: Improving Service to the Maritime Industry ...... 140 By Scott R. Gourley

Cutter Boats “Tilting the Playing Field” ...... 146 By Mark D. Faram

Interagency Operations Centers ...... 152 By Scott R. Gourley

One for All and All for One The Coast Guard’s New Merchant Mariner Credential ...... 158 By Jan Tegler PEOPLE

For the Good of Their Communities: Coast Guard Volunteers ...... 162 By Barbara Stahura

Coast Guard Diversity: A Mosaic of the Population ...... 165 By Barbara Stahura

Coast Guard Proven Leaders ...... 168 By Barbara Stahura

Lifesavers Out of Uniform ...... 172 By Barbara Stahura ORGANIZATIONAL SNAPSHOT

Coast Guard 2009 Snapshot ...... 175

The Ships and Aircraft of the U.S. Coast Guard ...... 178 By Robert F. Dorr

Flag Leadership ...... 196

Coast Guard Outlook 2010 9

TOC.indd 9 11/5/09 8:47 AM Prepared to respond.

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marine preservation on temp.indd 1 3/20/09 9:42 AM Published by

North American Headquarters 701 North West Shore Blvd. Tampa, FL 33609 Tel. (813) 639-1900 Fax (813) 639-4344

Contributing Writers Craig Collins Dr. Joe DiRenzo III Chris Doane Robert F. Dorr Mark D. Faram Scott R. Gourley Edward H. Lundquist Barbara Stahura Eric Tegler Jan Tegler J.R. Wilson

Editorial Director Charles Oldham [email protected]

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©Copyright Faircount LLC. All rights reserved. Reproduction of editorial content in whole or in part without written permission is prohibited. Faircount LLC. does not assume responsibility for the advertisements, nor any representation made therein, nor the quality or deliverability of the products themselves. Reproduction of articles and photographs, in whole or in part, contained herein is prohibited without expressed written consent of the publisher, with the exception of reprinting for news media use. Printed in the United States of America. Permission to use various images and text in this publication was obtained from U.S. Coast Guard, and in no way is used to imply an endorsement by U.S. Coast Guard, or any Department of Homeland Security entity for any claims or representations therein. None of the advertising contained herein implies U.S. government, Department of Homeland Security, or U.S. Coast Guard endorsement of any private entity or enterprise. This is not a publication of the Department of Homeland Security or U.S. government.

Coast Guard Outlook 2010 11

masthead.indd 11 11/9/09 3:33 PM INTRODUCTION PEKOSKE INTERVIEW

Vice Commandant of the U.S. Coast Guard

Vice Adm. David Pekoske By J.R. Wilson

“We’re small, but we deliver a powerful return. We punch way above our weight.”

– Vice Commandant David Pekoske

ice Adm. David Pekoske was promoted to the Coast Guard’s second-highest post – vice commandant – in V August 2009. A 1977 graduate of the USCG Academy, he also has a master’s degree in public administration from (1989) and an MBA from MIT (1997). In his 32-year career, he has held six operational unit commands and served in the Atlantic, Pacific, and Gulf coasts, and the Great Lakes. He received his first star in 2004 and his third in 2008 when he was appointed commander, Pacific Area/Coast Guard Defense Forces West.

Coast Guard Outlook 2010: You have called Modernization a top priority for the Coast Guard; in your new job as a primary service-wide integrator/implementer, how will you pursue that? Vice Commandant of the U.S. Coast Guard, Vice Adm. David Pekoske: I plan to keep on moving Modernization forward as quickly as I can. The central tenet of Modernization is to focus the roles and responsibilities of key leaders in the field and headquarters and the processes around which they work. Implementing Modernization is an imperative; to be always ready for what we see as the future operating environment, we must modernize. The commandant develops our strategy and works our relationships with our key stakeholders, both here in Washington, around the country, and indeed around the world. My role as vice commandant is to manage the business of the organization; I implement the commandant’s strategic intent via our senior leadership, which, when Modernization is complete, will be the deputy commandant for mission support, the deputy commandant for operations, the Operations Command, and the Force Readiness Command. Our current geographic-based, area structure is outdated and was built for a time before near real-time situational awareness was possible or requirements for service-wide response. The common theme is rather than taking a regional approach to operations and support, we are taking a service-wide view. At the end of the day, we are convinced this will result in improved mission performance and operational effectiveness across the Vice Adm. David P. Pekoske, vice commandant of the U.S. Coast Guard. board. In the short term, we have asked Congress to provide the authorization in law to make changes to our core leadership structure. U.S. Coast Guard photo by Telfair Brown Coast GuardU.S. photo by Telfair

12 Coast Guard Outlook 2010

pekoske.indd 12 11/5/09 3:25 PM PEKOSKE INTERVIEW INTRODUCTION

Petty Officer 3rd Class Alejandro Gutierrez lines up the special-purpose craft to “shoot the notch” on the CGC Bertholf’s stern launch ramp June 24, 2009, while deployed in the Pacific Ocean. The stern launch ramp allows the Bertholf to launch and recover smallboats in a higher sea state than with a more traditional side davit. Vice Commandant David Pekoske says the cutter’s commissioning is among the service’s highlights of the last two years. The Bertholf is “... the first major in decades and desperately needed in our inventory,” he said.

What do you consider to have been the highlights of the past marine inspection. Cruise ship traffic is on the rise and we will year or so for the Coast Guard? have a responsibility to ensure safety. As shipping routes emerge, We commissioned our first National Security Cutter, Bertholf, the so will the need for navigation services and consideration of a first major ship commissioning in decades and desperately needed traffic separation scheme in the Bering Strait. As one of the most in our inventory. We brought on the superb CASA aircraft [developed pristine environments on the planet, we will do all we can to by the former Construccionnes Aeronáuticas SA (CASA), now the prevent a spill. If there is any sort of environmental issue, we will EADS CASA company], took delivery of 13 Response Boat-Mediums, need to respond – and the operating requirements are unlike any continued deployment and acceptance of Rescue 21, brought CGC we have faced elsewhere. Fish stock protection, law enforcement, Waesche [NSC No. 2] through builder’s and acceptance trials, homeland security, and nearly every mission that the Coast Guard modernized our helicopter fleet, and let the contract for our new performs around the country will be in demand in the Arctic Fast Response Cutter, a model contract for acquisition. We are environment. seeing much-needed new capabilities come into the Coast Guard inventory. What goals and challenges do you see for the Coast Guard in We also began to scope our requirements for potential future the year to come? multi-mission operations in the Arctic. We worked with tribal leaders To maintain our motto to be always ready, we must continue and other partners to understand what it will take to operate there our efforts to recapitalize the service – this is critical. Some of our in the decades ahead. cutters were commissioned more than 40 years ago – that’s old for any ship, especially those that must operate in adverse weather What are the requirements there? conditions. A key challenge and priority going forward is to get We will continue to support scientific research. As the ice legislative authority to fully implement Modernization, giving us the continues to melt, water space opens, and the oil and gas industry organizational structure we need to conduct and support our future explores vast fields, we will see a greater need for Coast Guard operations. U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Michael Anderson

Coast Guard Outlook 2010 13

pekoske.indd 13 11/5/09 3:25 PM INTRODUCTION PEKOSKE INTERVIEW

How did the Coast Guard evolve into all of these multiple missions and where do you see it going in the future? We’ve been evolving since our founding over 219 years ago. There is a national need for an organization that is agile, nimble, and can provide a wide a range of maritime services for our citizens. It is our broad mission set that makes us so effective. For a ship approaching a U.S. port, one service – the Coast Guard – ensures compliance with global safety requirements, evaluates security, provides safe navigation aids, and knows that ship’s capabilities if a search, rescue, or environmental response is required. One service does it all and coordinates the efforts of any others that become involved.

How do you see the Coast Guard’s role in working with the navies and Coast Guard equivalents of other nations? The Coast Guard is a unique model of safety, security, and protection of resources that is replicated around the world. We share model procedures and laws with interested countries to help them balance the demands of military service with law enforcement, maritime safety, fishery protection, maritime border security, and pollution response and how to build relationships with other military services, state and local governments, industry, and international partners.

With increased demands for homeland security, maritime law enforcement, being the primary interface for Foreign Military Sales and training for most of the world’s navies, support to Department of Defense in Southwest Asia, etc., the Coast Guard has been thinly stretched for several years – with no end in sight. Is the government demanding and expecting too much of this one, relatively small, organization? We’re small, but we deliver a powerful return. We punch way above The U.S. Coast Guard’s second National Security Cutter, Waesche, our weight. Every one of those operations reinforces the conduct of makes waves during acceptance trials off the Mississippi Gulf Coast our missions around the globe. Operations in Southwest Asia have from Sept. 28 to Oct. 1, 2009. The Coast Guard and the U.S. Navy a direct benefit to our security missions in the U.S. While stretched, Board of Inspection and Survey conducted the trials. the real challenge is completing tasks with outdated assets and infrastructure. Think about where we are today and what we do around the world; then think what we could do if we had the ships, What changes – in terms of priority, resource allocation, etc. the C2 [command and control], the aircraft, and shore facilities we – do you foresee in the Coast Guard’s 11 primary missions? need combined with a modernized Coast Guard business process. Performance in one of our 11 missions reinforces our performance That’s a very powerful combination. We are stretched because people in another mission and they are all inter-related with our core roles find value in what we do – and if people like what they see, they of safety, security and stewardship. Through marine inspection, need to invest in it. There is a huge return on that investment. we develop expertise on vessel construction, operation and crew expertise. This helps us better perform search and rescue and As someone who has worked a wide range of Coast Guard security missions. Security is an all-hands operation for all levels posts, in the field and administrative, what more do you of the government, industry, and every citizen. Working alongside believe needs to be done to improve the service’s operations? industry on inspections establishes relationships that allow us to Recapitalization of our major assets is the most important thing we leverage capabilities in other missions. need to do to improve our mission performance and overall service But we are more than just multi-mission, we are an integrated- capabilities. We also have had great success at working alongside mission Coast Guard. We represent an enormously positive value partners to enhance the overall capability of the government. When proposition to the American taxpayer. Mission priorities have working in a port, we try to foster good working relationships with changed over time and will continue to change as national priorities our partners at the state and local level. Offshore, we’re always evolve, operational environments change, and as the tactics of others looking for ways to operate together with our DHS [Department of change. When smuggling organizations change tactics, our counter- Homeland Security] and military partners. We can do a lot more drug mission tactics respond as quickly. together than we can individually to solve problems. That also holds Security has clearly become an enhanced priority since 9/11. true with our international partners and improving our own organic We will look at what the administration and Congress establish as capacity to impact mission success. national priorities and operate accordingly. Mission focus is not static and we will always be looking to adjust both the priority of missions What is your “wish list” for the Coast Guard’s future, from and the resourcing they receive. new technologies and equipment to manpower and training? We acted on the industry demand for additional focus on marine I hope we can replace our major cutters, aircraft, and command safety, capacity, and skills of our workforce to inspect commercial and control [C2], and build out our coastal capacity with our new vessels. It has become a higher priority. As we investigate marine fast response patrol boat – and do so at a quick pace. I look for us accidents, we self-evaluate to determine how we might prevent such to develop a shoreside C2 system for visibility of what’s going on

accidents in the future. in our waterways and offshore to best allocate resources. I hope Photo courtesy of Northrop Grumman Shipbuilding

14 Coast Guard Outlook 2010

pekoske.indd 14 11/5/09 8:33 AM PEKOSKE INTERVIEW INTRODUCTION

Since 9/11, security is one of the Coast Guard’s foremost responsibilities. Here is but one example of the service’s show of force: A 25- foot response boat crew from Coast Guard Station , based on Staten Island, N.Y., awaited the arrival of President during a surge in security operations near the South Street Heliport in Sept. 24, 2009. The Coast Guard and the Police Department provided an increased security presence throughout the East River during the 64th session of the United Nations General Assembly held Sept. 23-30.

we continue to develop intelligence capabilities, so that deployed to the extent we can bring countries together to cooperate on those, resources have the best information on where to go and what to do the global community will benefit. to get the job done. Over the past decade the North Pacific Coast Guard Forum As a small service that operates in remote locations, I wish our has become a model for the North Atlantic Forum and others. We support system for our people and their families was commensurate encourage this model to take hold. The U.S. need not be a member of with what we ask them to contribute. We need to have good or lead all regional fora, but we can show them the benefits realized child care, good housing and good health care. The quality of our and offer best practices that apply to their region of the world. workforce is the absolute most important thing for us. We attract and retain the best people and develop them as individuals so they Any final thoughts? can achieve their full potential. To do so, we have to provide for their Our people, active, Reserve, civilian, and volunteer Auxiliary family well-being or we won’t be able to retain them. Likewise, we are the best. We must continue to train them and provide the need to provide the equipment they deserve to do the job we ask tools they need for their jobs. Our value is in our integrated them to get done. mission performance, which gives the taxpayer a valuable return. While we would always like to do more, the reality of Do you expect to expand the forum concept to develop new budget constraints forces us to prioritize our efforts. organizations for the Southern Hemisphere? I’ve never been more optimistic about our future. We have the The regional forums, like the North Pacific Coast Guard Forum, highest quality and motivated workforce we’ve ever had and the have gone a long way toward breaking down barriers and building demand for our services has never been greater. Our partnerships respect between countries and we’re much better operating with with state, local, inter-agency, and international stakeholders are each other as a result. We want to see these kinds of forums maturing for the benefit of everyone – which is why Modernization all around the world. Shipping is a global enterprise, and safety, and recapitalization of our service is so important to provide an security, and protection of the environment are global priorities. So organizational structure to best operate in the 21st century. U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Barbara L. Patton

Coast Guard Outlook 2010 15

pekoske.indd 15 11/2/09 11:17 AM INTRODUCTION MCPOCG BOWEN

MCPOCG Charles “Skip” Bowen: Making the Coast Guard Successful – One Guardian at a Time

By J.R. Wilson

’m the blue collar guy among senior leadership, so I consider myself a field reality check,” said Master Chief “IPetty Officer of the Coast Guard (MCPOCG) Charles “Skip” Bowen. “When a policy or course of action is being considered that will affect the enlisted workforce, I bring up issues from their perspective. Every organization has a bureaucracy and if it blocks communication, I try to unblock them, but that means assisting the chain of command, not circumventing it.” MCPOCG Bowen serves as the senior enlisted member of the service, a position he has held since being selected for it by Adm. Thad W. Allen, commandant of the Coast Guard, in May 2006. The normal tour of assignment is four years and the primary duties are: communicate the commandant’s intent to the enlisted workforce, both active and Reserve; talk to the enlisted personnel and families and communicate their concerns to the commandant; and be a resource for the chain of command. Allen has been one of the most transformational of Coast Guard commandants, overseeing a major modernization and reorganization effort. That has kept Bowen busier than many of his predecessors, but he has been an ardent supporter of modernization, especially where it improves the safety, capabilities, and quality of life of the workforce. “Getting modernization and our new logistics delivery MCPOCG Charles W. Bowen is the U.S. Coast Guard’s 10th master chief system right have been extremely important, but I’m pretty petty officer. excited about where we are now compared to three years ago,” he said. The service just stood up Forces Readiness Command and is moving toward consolidating all operations under Operations Command. While they have not received legislative authorization yet, they have moved a long way in positioning their workforce to be ready to fully implement as soon as authorization is passed. Instead of having two area commands – Atlantic and Pacific – with separate ideas on how to do business, the Coast Guard will have one operational commander and standardization across the entire fleet. A major example of improvement, in Bowen’s view, is the new approach to maintenance and logistics support. Through the new structure, the service will have an improved maintenance capability. U.S. Coast Guard photo by Telfair H. Brown Sr. Coast GuardU.S. photo by Telfair

16 Coast Guard Outlook 2010

bowen.indd 16 11/5/09 5:21 PM MCPOCG BOWEN INTRODUCTION

MCPOCG Charles W. Bowen takes some time to talk with Coast Guard personnel in the , Va., area. As the senior enlisted member, Bowen serves as the liaison between the commandant and the enlisted service members, among other duties.

“Prior to modernization, we had two large Maintenance One of the great values of the Coast Guard is the Logistic Commands subordinate to the operational multi-mission capabilities of its assets. The Coast Guard commanders. Coast Guard operations always have – and has 11 statutory missions, each subject to changes in always will – trump all others, but we sometimes were global maritime requirements and the commandant’s deferring maintenance when instead they should have modernization and transformation program. A specific done the maintenance and found some other way to deal cutter may be engaged in a search and rescue case, but with ops requirements,” he said. once completed, they can turn immediately to a drug or Two of the largest new programs in the Coast Guard’s human smuggling or other law enforcement or natural modernization effort are the Response Boat-Medium (RB- resources mission. M) and the National Security Cutter (NSC). Ten RB-Ms “All of our missions are important but there is no doubt we had been built and fielded by mid-2009 to an enthusiastic are stretched thin,” said Bowen. “We have done a great deal crew reception – and hundreds more will be delivered over to get additional resources so we can continue to improve our the next few years. There are eight planned NSCs: The performance and enhance our value to the nation.” CGC Bertholf was commissioned in August 2008; the CGC Much of Bowen’s charter is directly related to all Waesche, which was christened in August, is undergoing aspects of the Coast Guard’s workforce, both at sea sea trials and the keel was laid in July 2009 on the third and ashore. In some ways, that is colored by the older – the CGC Stratton – which is scheduled for christening average age of Coast Guardsmen, both officers (35) and in 2010. enlisted (29), compared to the Department of Defense The delivery of the first of the new Sentinel class of (DoD) services. Fast Response Cutters could occur as early as late fall “We recruit in the same way as the DoD services, but 2010. As a replacement for the aging 110-foot Island-class older recruits seem to find their way to us. People are patrol cutters, the 153-foot Sentinel will be faster and able attracted to our mission set who might start off doing to perform independently for a minimum of five days at sea something else in life, then realize the Coast Guard is and be under way with its crew of 22 for a total of 2,500 an option,” he said. “What we do is incredibly complex, hours each year. dealing with multiple missions. Our people often must U.S. Coast Rich Condit GuardU.S. photo by Lt. Cmdr.

Coast Guard Outlook 2010 17

bowen.indd 17 11/2/09 2:46 PM INTRODUCTION MCPOCG BOWEN

A Coast Guard crew from Station operates a new law enforcement and search and rescue boat in Boston Harbor, April 13, 2009. The 45-foot Response Boat-Medium was delivered to Coast Guard Station Boston, March 28, 2009, and is the third initiative in the Response Boats 2010 strategic vision and transition plan, aimed at standardizing and revitalizing the Coast Guard’s shore-based response fleet.

make difficult on-scene decisions that require a certain ”We have a supplemental program to assist our level of maturity, not just in terms of life and death and personnel with private child care but that is extremely understanding rules of engagement, but also civilian use limited and only a small percentage of our workforce can of force, which is quite different. Having a more mature take advantage of it,” said Bowen. “We are looking at other force handling those missions is an advantage – which is options to help more people.” not to say our younger members do not do well.” Bowen acknowledges how difficult it can be to change a In his role as the enlisted advocate, Bowen also works large organization while maintaining full mission capability on a full range of quality-of-life issues. The Coast Guard and growing demands, but believes it is well worth the government-owned housing is documented as very old and effort. He noted that in early 2009, two high-endurance in need of tremendous upgrades. The other services have cutters had to be taken out of service and millions of dollars been able to take part in public-private ventures (PPV), are being spent to return them to service. with private entities managing their housing. “Afterwards, we did an assessment of our high- “In our case, because of glitches with the law, we endurance cutter fleet and, as I was reading through that, have not been able to enter into those agreements,” I couldn’t help but think, if we had been using our new he said. “The Coast Guard Service Member Benefits logistics system, with one touch-point to maintain those Improvement Act [introduced in the House of ships the past 10 years, we would have been in a much Representatives in June 2009] will give us the authority better place with them despite their age, which is the No. to enter into PPV agreements, which will help better 1 problem with them,” he said. “The whole new system manage our housing.” will position the Coast Guard to be much more effective Also, the service has a huge issue with child care. overall.” Currently, the Coast Guard and DoD Child Development Bowen’s term as the senior enlisted advisor will end Centers help deal with some of the need, but often with Allen’s retirement as commandant in May 2010. But members live in high-cost areas away from DoD bases. even though he will be ending his active-duty service, U.S. Coast GuardU.S. photo by Petty Officer 2nd Class Luke Pinneo

18 Coast Guard Outlook 2010

bowen.indd 18 11/2/09 2:46 PM MCPOCG BOWEN INTRODUCTION

The 153-foot Sentinel-class cutter (above) will be capable of speeds of 28-plus his concern for the welfare and needs of the enlisted knots and will be armed with one stabilized, remotely operated 25 mm chain guardians will not end in 2010. gun and four crew-served .50-caliber machine guns. It was designed for a crew “Even though I retire next year, I will never stop being capacity of 23 and will be able to perform independently for a minimum of five an advocate for our workforce whenever the opportunity days at sea and be under way for 2,500 hours per year. The first delivery of the presents itself,” concluded Bowen. new generation Fast Response Cutter is scheduled for late fall 2011. Illustration courtesy of Bollinger Shipyards

bowen.indd 19 11/5/09 3:29 PM MISSIONS PORTS, WATERWAYS, AND COASTAL SECURITY

Ports, Waterways, and Coastal Security By Craig Collins

he Homeland Security Act of 2002 categorized the U.S. Coast Guard’s T 11 statutory missions as homeland security or non-homeland security. Of the five homeland security missions, Congress listed ports, waterways, and coastal security (PWCS) first. The PWCS mission protects the U.S. Maritime Domain and the Marine Transportation System – essentially, the approaches to our nation’s ports, inside the ports, and on navigable waterways, and the people, maritime critical infrastructure, and key resources, cargo, and vessels. The mission has three strategic courses of action: achieving Maritime Domain Awareness within the Coast Guard and in cooperation with other agencies; and response operations to prevent attacks, sabotage, espionage, or other subversive acts, and responding to Petty Officer 3rd Class Valerie Thrall, a machinery technician from Coast Guard Station New and aiding the recovery from any attacks York, mans the M240 7.62 mm general purpose while enforcing the security that occur; and national and international zones around the Staten Island Ferry in New York Harbor Sept. 10, 2008. Station New York is maritime security regimes that establish a multi-mission unit, conducting search and rescue missions, as well as providing security policies and regulations for strengthening along New York waterways. The ports, waterways, and coastal security mission is one of five maritime security. primary U.S. Coast Guard homeland security missions. The PWCS program provides a vigorous level of preventive security activities: according to Joseph Conroy of the Coast programs (e.g., America’s Waterway Watch) armed escorts of vessels carrying military Guard’s Office of Counterterrorism and aimed at involving the public in detecting or certain dangerous cargoes, large Defense Operations. and expeditiously reporting suspicious numbers of passengers, and Navy warships; The Coast Guard keeps its response behavior. security boardings of various classes of capabilities sharp through participation The U.S. and Canadian governments vessels; waterborne, aerial, and shoreside in national level exercises designed to achieved a milestone in international patrols; enforcement of security zones; test national policy related to emergency cooperation in May 2009 that will and layered security coordination through response. From July 27-31, 2009, the Coast dramatically increase cross-border communication, education, and planning Guard participated in the first National maritime capability in eastern Maine, the with port partners and local federal, state, Level Exercise (NLE) to focus on maritime St. Lawrence Seaway, Great Lakes, and local, and tribal governments via Area terrorism prevention, in a scenario that Pacific Northwest. They formally agreed Maritime Security Committees. simulated an imminent terrorist threat to to authorize law enforcement personnel Mumbai, India, suffered a series of the U.S. Gulf Coast. The scenario was a from both countries to conduct joint patrols coordinated terrorist attacks in November Tier I exercise, involving the entire federal on the shared waterways of the U.S./ 2008. Its attackers arrived in a rubber dinghy, government. “This exercise gave us an Canadian international maritime border. launched from a hijacked fishing vessel – a opportunity to highlight the Coast Guard’s Informally called the “shiprider” agreement, method anticipated by the Department of authorities, capabilities, and responsibilities it authorizes armed, cross-designated, law Homeland Security (DHS) in its April 2008 in the first NLE of this administration enforcement personnel to embark on the Small Vessel Security Strategy (SVSS). To and one in which the president himself vessels of the other party. Vessels with help craft an interagency implementation participated,” said Jeff Hughes of the Coast embarked shipriders may conduct patrols plan for the SVSS, the service convened Guard’s Force Readiness Command. and take law enforcement actions on the five regional small vessel security summits The partnership between international waters of either party, but each shiprider with small vessel commercial and pleasure partners, government agencies, industry, and vessel operates under the direction craft stakeholders. In September 2009, and the public is a key factor in the success of the host nation when in waters of the the commandant of the Coast Guard and of PWCS. In August 2009, the Coast Guard other party. The Canadian Parliament must the commissioner of Customs and Border and DHS’ small-vessel security study group ratify the shiprider agreement and enact Protection forwarded the implementation held a workshop on enhancing small vessel implementing legislation prior to its entry plan to the secretary of DHS. “It lays stakeholder collaboration. The workshop into force. out methods to achieve the goals and focused on how technological innovations These efforts exemplify how the service objectives of the SVSS, including what the ranging from social networking media leverages its assets and those of its partners Coast Guard, other government agencies, like Twitter and Facebook to imaging to ensure the security of our nation’s ports, industry, and the public are doing or can applications such as Google™ Earth can waterways, and coasts as required by the do to prevent a Mumbai-style attack,” increase the effectiveness of Coast Guard Homeland Security Act. U.S. Coast Barbara GuardU.S. L. Patton photo by PA3

20 Coast Guard Outlook 2010

ports waterways.indd 20 11/2/09 2:39 PM DRUG INTERDICTION MISSIONS

Members of U.S. Coast Guard Law Enforcement Detachment 406 Illegal Drug assigned to HMS Iron Duke approach a stopped go-fast vessel off the coast of Venezuela July 16, 2009. Thirty-six bales of cocaine worth an estimated $55 million were seized during the drug Interdiction interdiction. Partnerships like this help disrupt the illegal drug market, prevent other crimes, and choke off potential funding sources for terrorism and international criminal syndicates. By Craig Collins

he largest single increase in funding for the U.S. Coast Guard’s personnel T and shipbuilding occurred in the 1920s, after Congress assigned it the job of enforcing the 18th Amendment by intercepting rum-runners attempting to smuggle alcohol into the United States. The service’s leadership in illegal drug interdiction began a few decades later; it conducted its first Coast Guard-controlled drug seizure in 1973 when it uncovered about half a ton of marijuana aboard a 38- foot sport fishing boat off the Florida coast. Today, the service is the lead federal agency for maritime drug interdiction. Its mission is to reduce the supply of drugs to be significant drug-smuggling activity change tactics to continue their illicit trade. from the source by denying smugglers the from the Caribbean and Gulf of Mexico They continually shift types of conveyances use of air and sea routes in what is known to the eastern Pacific, and an increasing and routes, as well as innovative as the transit zone – a 6-million-square-mile reliance on a new mode of transportation concealment methods, to increase their area that includes the Caribbean, the Gulf known as self-propelled semi-submersibles success rate for moving illegal drugs of Mexico, and the eastern Pacific Ocean. (SPSSs) boats. The SPSSs are low-profile through the transit zone. The Coast Guard’s On average, Coast Guard drug interdiction vessels that are difficult to detect on success in detecting concealed cocaine accounts for more than half of all U.S. because their hulls project only about a and disrupting the offshore routes has government cocaine removals. foot above the waterline, and which can resulted in the increased use of low-tech The Coast Guard’s approach to reducing be intentionally flooded and scuttled when go-fast vessels transiting littoral waters the flow of illegal drugs is multifaceted, intercepted. Until September 2008, this by the drug-trafficking organizations. Go- and includes detection and monitoring, proved frustrating for the Coast Guard, fast vessels now account for 50 percent interdiction, and federal and international which, faced with a lack of evidence, was of all non-commercial, maritime drug- partnerships to support national strategies forced to treat drug interdictions as search smuggling events. These routes along the and increase the assets used to patrol and rescue operations after smugglers sank eastern Pacific and western Caribbean such a vast area. Perhaps the service’s their vessels and set themselves adrift. provide short, high-speed runs and limited most significant domestic partnership According to the Department of Homeland protection from U.S. patrol assets in coastal is with the U.S. Navy and other allied Security, semi-submersible vessels are nations’ territorial seas. nations, which carry Coast Guard Law responsible for about one-third of all Although more expensive to construct, Enforcement Detachments, the Coast cocaine movement in the transit zone. the increased load size and success rates Guard’s specialized drug-interdiction The Coast Guard had been working hard have made the SPSS an efficient mode of teams, aboard its ships in the transit for more than a year in the fight against transport for the trafficking organizations zone. Additionally, the U.S. government SPSSs but found current law inadequate as well. The SPSSs operate farther offshore, has bi-lateral agreements and operational for prosecution. On Oct. 13, 2008, Congress while the go-fasts operate closer to land, procedure arrangements with 26 Central passed the Drug Trafficking and Vessel stretching thinner the Coast Guard’s limited American, South American, and Caribbean Interdiction Act, which outlaws the detection, monitoring, and interdiction countries. With these agreements and operation of unregistered submersible or assets as it tries to combat all modes of arrangements combined with our forward semi-submersible vessels in international drug trafficking. deployed operational assets, it allows the waters with the intent to evade detection. Despite these challenges, from fiscal year U.S to extend the maritime border and In 2009, the Coast Guard removed a 2004 to fiscal year 2009, the service has improve our ability to disrupt the illegal record 352,863 pounds of cocaine (160 removed 1,995,778 pounds of cocaine. Coast drug market. This partnership also helps metric tons) from the market; in the fourth Guard efforts in the transit zone contribute prevent other crimes and chokes off quarter alone, it disrupted 28 cocaine to reduced availability, increased price, and potential funding sources for terrorism shipments, including shipments involving decreased purity of cocaine on U.S. streets. and international criminal syndicates. The three SPSS vessels and 12 high-speed go- Application of strategies that leverage government’s efforts to disrupt the illegal fast vessels. Coast Guard maritime security expertise drug market help prevent other crimes, Coast Guard strategies must remain and capability will protect U.S. borders. Iron Duke and choke off potential funding sources sensitive to a suite of threats and challenges The service will strengthen the operational for terrorism and international criminal and be adaptive to effectively fight drug- posture of regional allies, facilitate safe syndicates. trafficking organizations. Transnational and rapid international trade practices, and 2009 was a busy year for the Coast Guard’s drug-trafficking organizations have mitigate threats imposed by transnational drug interdiction efforts as there continued repeatedly shown their ability to rapidly criminals. Photo courtesy of HMS

Coast Guard Outlook 2010 21

drug interdiction.indd 21 11/2/09 5:10 PM MISSIONS AIDS TO NAVIGATION

Aids to Navigation: Part of the Waterways Management Mission Program

By Craig Collins

he United States is a maritime nation that relies on its interconnected rivers, lakes, oceans, and waterways for national T defense, commerce, energy, food, resources, and recreation. The Coast Guard is the principal federal agency responsible for the safety, security, and stewardship of America’s maritime domain. The Waterways Management (WWM) Mission Program supports this important responsibility by facilitating the safe and efficient flow of commerce through the U.S. Marine Transportation System (MTS). One of the statutory missions of the WWM is aids to navigation (ATON). The Coast Guard’s aids to navigation program promotes safe navigation of vessels transiting through U.S. navigable waters. The ATON program’s fleet of 76 cutters and 63 aids to navigation teams (ANTs) maintains approximately 51,000 federal fixed and floating

navigational aids, providing mariners with vital visual navigation Coast GuardU.S. photo by Petty Officer Rob Simpson information in the riskiest areas for navigation accidents – coastal waters, harbors, channels, and rivers. The ultimate measure of the effectiveness in facilitating the safe and efficient marine transportation is the number of accidents – collisions, allisions, and groundings – in U.S. waterways; by that measure, the program has been successful. Accidents have declined by 23 percent over the last decade, even with ever-increasing numbers of ships plying the waters. 2008 marked the lowest number of reportable maritime collisions in the United States since the Coast Guard began collecting collision data in 1994. When major flooding occurred throughout the Mississippi River system in 2008, the Coast Guard’s inland buoy tenders and ANTs played a crucial role in reopening waters to commerce, replacing more than 3,500 buoys and 330 fixed ATON structures. Likewise, when Hurricanes Gustav and Ike caused nearly $40 billion in damage to Houston, Texas, and other ports in the Gulf of Mexico in August and September 2008, ANTs quickly restored the navigability of ship channels by correcting 1,200 ATON discrepancies. The aids to navigation program continues to improve navigation safety and reduce total program costs through its Modernization initiatives, replacing incandescent lights with less costly and more visible and reliable light emitting diodes, for example, and replacing wooden pilings with steel to better withstand major weather events. The safety and efficiencies provided by the ATON program are vital to the nation’s MTS that comprises 25,000 miles of inland, intracoastal, and coastal waterways and 95,000 miles of U.S. coastline. The MTS plays a vital role in the country’s economic security by generating over 8 million jobs, adding $2 trillion to the Coast Guard personnel aboard the CGC Vise, a 75-foot inland U.S. economy, and providing U.S. military, industry, and consumers construction tender homeported in St. Petersburg, Fla., raise a with vital goods and products. Disruptions to safe vessel navigation temporary buoy from Bayboro Harbor, in St. Petersburg, to replace within the MTS, whether they occur due to marine accidents, natural it with a permanent navigational marker Aug. 13, 2009. Over the disasters, or malicious acts, often have significant national security, last decade, accidents – collisions, allisions, and groundings – have economic, environmental, and social implications. fallen 23 percent.

22 Coast Guard Outlook 2010

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024 L3 & Cavotec.indd 1 10/29/09 10:06 AM SEARCH AND RESCUE MISSIONS

Search and

Rescue By Craig Collins

he Coast Guard has saved more than 1 million lives since 1790. These T incidents range from individual rescues to catastrophic events. Each year, the service conducts more than 23,000 search and rescue (SAR) cases, saves nearly 5,000 people, assists more than 35,000 people, and assists or saves in excess of $1.5 billion worth of property. Recreational boaters, commercial fishers, and professional mariners make up the majority of those A Coast Guard rescue HH-60 Jayhawk helicopter crew from Air Station Elizabeth City, N.C., saved and assisted. transfers a 58-year-old woman suffering from chest pains to emergency medical personnel The Coast Guard’s SAR mission is to save at Sentara Norfolk General Hospital in Norfolk, Va., April 30, 2009. The Coast Guard airlifted lives anywhere its actions can be brought the woman from the Ocracoke Island Health Center in Ocracoke, N.C., which is normally to bear. SAR continues to be the service’s accessible only via ferry. greatest calling. The service strives to minimize lives lost, injury, and property damage by rendering aid to those in distress The maritime transportation system new and fostering existing international in the maritime environment, and elsewhere is the backbone of worldwide trade and partnerships and relationships; and (4) as called upon. In 2008, the Coast Guard recreation. The globalization of these enhancing SAR expertise. saved 4,912 lives and responded to 24,230 issues means that emerging challenges The Coast Guard has taken significant incidents. once considered local or regional may steps to address these challenges, The service’s SAR mission supports now need to be mitigated by actors and including the further installation of national and international strategies by organizations throughout the world. The Rescue 21, the state-of-the-art digital assisting people or property in distress. system is vibrant, but it nonetheless faces communication system designed to close The Coast Guard advances these national many challenges that are expected to affect coverage gaps across the coastal United responsibilities through the following the future performance of the search and States. The system was installed in 10 strategic goals: rescue program. major coastal areas in 2008, and to date, ™hVkZ Vaa a^kZh ^c Y^higZhh l]ZgZ 8dVhi Commercial and recreational groups it covers 28,000 miles of coastline. In the Guard resources can be brought to rely on ever-improving technologies to past year, the service has upgraded the bear; communicate their maritime distress with direction-finding equipment on its fixed- ™gZa^ZkZ eV^c dg hj[[Zg^c\ [dg i]dhZ the expectation that assisting organizations wing aircraft to locate emergency distress injured in the maritime domain; will hear their call. signals, and it has taken delivery of the ™egdiZXiegdeZgin0 Faced with the potential loss of lives and first three of 180 multi-mission capable ™Wj^aYVbdgZZ[[ZXi^kZVcYZ[ÒX^ZciH6G property, the expertise of command center Response Boat-Medium boats, which will system; personnel in the coordination of SAR cases replace the outdated 41-foot utility boat. ™WZVldgaYaZVYZg^cbVg^i^bZH6G0 is paramount. This workforce is required to Recent updates are promising. In 2008, ™bV^ciV^ci]ZXVeVW^a^i^Zh!XdbeZiZcX^Zh! provide oversight and coordination across the percent of people saved from imminent and partnerships necessary to respond all Coast Guard missions. The multi-mission danger in the maritime environment – to catastrophic events, including mass proficiency required of command center the primary SAR performance measure – rescue operations; and personnel is a challenge for watchstanders rose to 76.8, surpassing the Coast Guard’s ™b^c^b^oZi]Zg^h`id8dVhi

Coast Guard Outlook 2010 25

SAR.indd 25 11/2/09 2:58 PM MISSIONS LIVING MARINE RESOURCES

Living Marine Resources By Craig Collins

As an ocean steward of marine species, the Coast Guard partners with other agencies to assist with stranded, entangled, or injured animals. Here, the CGC Penobscot Bay enforced a 500-yard safety zone around this humpback whale entangled in a lobster pot and netting eight miles east of Sandy Hook, N.J., near the approach to the Ambrose Channel Feb. 25, 2009.

he Coast Guard’s involvement in protecting natural resources Marine Protected Species dates to the early 19th century, when the Revenue Cutter T Service was used to protect Florida from timber poachers. In cooperation with NMFS and the U.S. Fish and Wildlife Service, Today, the service’s descendant, the Coast Guard, focuses on the the Coast Guard also works to safeguard other marine animals, protection of marine and aquatic resources – not only to preserve particularly those protected by the Endangered Species Act and the marine ecosystem but also the national economy, to which the Marine Mammal Protection Act. The Coast Guard’s tradition of U.S. commercial and recreational fishing contribute more than $185 protecting marine mammals extends back to the Fur Seal Act of 1897, billion and 2 million jobs. which charged the service with protecting the animals from being The Coast Guard is responsible for enforcing domestic fisheries hunted to extinction. Just a few years later, in 1904, the Revenue laws and regulations within the U.S. exclusive economic zone, Cutter Thetis removed 70 foreign tern and albatross poachers from which projects 200 miles outward from the nation’s 90,000 miles Lisianski Island, in the remote Northwestern Hawaiian Islands. of shoreline: 4.4 million square miles of open ocean. Its strategy The Marine Protected Species Program is guided by “Ocean for federal fisheries enforcement is set forth in “Ocean Guardian,” Steward,” a document that establishes the Coast Guard’s framework a guiding document that aims to protect and sustain U.S. fishing for meeting key environmental challenges such as the recovery of stocks while maintaining a level playing field for domestic fishers. endangered species, the protection of marine mammals, and the In 2008, the Coast Guard conducted 5,623 living marine resource management of vital marine habitats. These efforts can be broad boardings, with an observed at-sea compliance rate of 95.3 percent. in scope, such as joint operation of surveillance flights to determine The largest portion of significant violations typically were reported the position of Atlantic right whales near or within U.S. shipping in areas of high-value species, such as Atlantic sea scallops, Gulf lanes, or the enforcement of mariner restrictions in areas such as the of Mexico shrimp, and various North Atlantic species such as cod, Hawaiian Islands Humpback Whale National Marine Sanctuary. The haddock, sole, and flounder. Coast Guard often responds to requests for assistance from other The Coast Guard realizes that fisheries enforcement is but one agencies, participating in the rescue and rehabilitation of stranded, piece of the overall fisheries management process; the management entangled, or injured animals. In 2008, the service lent assistance to plans themselves, devised by Regional Fisheries Management whales, Hawaiian monk seals, dolphins, turtles, manatees, and even Councils of the National Marine Fisheries Service (NMFS), and the the recovery, rehabilitation, and release of a single osprey. socioeconomic and environmental factors of fishermen, are creating Together, “Ocean Steward” and “Ocean Guardian” chart a course for an increasingly complex picture for U.S. fisheries. As fish stocks the Coast Guard’s stewardship of the ocean environment in the 21st become a more threatened resource, and management regulations century. In the near future, each strategic plan is likely to undergo more restrictive, the Coast Guard continues to aim for a level of revision as the Coast Guard works to improve the efficiency and enforcement that keeps the fishing industry at or above the 97 effectiveness of at-sea enforcement and support operations, and to percent compliance rate established as the service’s benchmark for assure that those operations are conducted in an effective manner that success. also avoids or minimizes adverse impacts to the marine environment. U.S. Coast GuardU.S. photo by SN David Portillo

26 Coast Guard Outlook 2010

living marine.indd 26 11/2/09 2:11 PM MARINE SAFETY MISSIONS

Marine Safety By Craig Collins

As part of a Port State Control exam, Coast Guard Marine Inspectors Lt. Robert Webb (left) and CWO Bill Dodson (right) inspect the steering gear of a foreign-flag container ship with a representative from a Bahamian- flagged vessel.

he U.S. Coast Guard’s Marine Safety Program goal is to initiatives are aimed at its workforce (which will grow by more than eliminate deaths and injuries associated with maritime 300 personnel by the end of 2009 and take advantage of expanded T transportation, commerce, and recreational boating. Secondary training opportunities), service delivery, quality management, and benefits of preventing marine casualties include the protection of the specific areas of recreational boating, towing vessels, and the marine environment and the strengthening of the economy commercial fishing. by minimizing property loss, disruptions to commerce, and the Over the past few years, an area of increasing concern to U.S. and accidental release of hazardous substances. other merchant vessels has been the risk of attack from pirates who The program achieves these goals with a multi-faceted approach roam the coastal waters of the Horn of Africa – a risk that led to the that includes the development of standards and regulations; mariner formation of an international task force in January 2009. To address licensing and credentialing; compliance inspections and enforcement; the increasing risks, the Marine Safety Program has worked with investigation and analysis; industry and public outreach; and other government agencies to provide guidance on how mariners can international engagement. prepare themselves and their vessels for transiting through high-risk The Coast Guard’s authority extends to the operation of U.S.- areas. flagged vessels anywhere in the world. It also exercises port state As it continues to adapt to such threats to maritime safety, the authority for foreign vessels operating in U.S. waters. It is the lead Coast Guard continues to both refine its own regulatory guidance federal agency with responsibility for operations within the nation’s and to develop the scope and abilities of its own workforce. As Marine Transportation System – the waterways, locks, ports, part of its five-year plan, it has opened seven National Centers of bridges, and channels that accommodate more than $958 billion of Expertise (NCoE), each with a particular emphasis. international commerce in 51 million cargo containers annually, as They are: Towing Vessel NCoE in Paducah, Ky.; Liquefied Gas well as 8 million cruise ship and ferry passengers, and nearly 13 Carrier NCoE in Port Arthur, Texas; Outer Continental Shelf NCoE million recreational boaters. in Morgan City, La.; Marine Investigation NCoE in , Over the past two decades, global trade has become increasingly La.; Vintage Vessel NCoE in Duluth, Minn.; Cruise Ship NCoE in dynamic, and U.S. maritime industry growth has been dramatic. From Miami, Fla.; and Suspension and Revocation (of merchant mariner 2001 to 2006, for example, the number of U.S. port calls from cargo credentials) NCoE in Martinsburg, W.Va. These centers will be a ships that can carry 5,000 or more 20-foot containers has increased repository for keeping the Coast Guard current with the latest by 241 percent. World seaborne trade has doubled in the last 20 years technology, and for having experience in one place that units can to nearly 7 billion metric tons annually. call upon. Currently only the Cruise Ship and Suspension and The Marine Safety Program has struggled to keep up with Revocation NCoEs are fully operational. The other five NCoEs have such explosive growth, and in November 2008, issued for public personnel assigned and are working with industry representatives comment its five-year plan for improvements in its own marine safety to enhance cooperative relationships, but they will not be fully functions, the Marine Safety Performance Plan 2009-2014. Its major operational until mid-2010. U.S. Coast GuardU.S. photo by CWO Scott Gradel

Coast Guard Outlook 2010 27

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Defense Readiness By Craig Collins

Coast Guardsmen with Maritime Safety and Security Team 91101 shoot an during moving live-fire qualifications at U.S. Naval Station Guantanamo Bay, July 2, 2009. MSST 91101 was deployed here to perform maritime anti-terrorism and force protection duties for Joint Task Force Guantanamo.

y statute, the U.S. Coast Guard is one of the five armed forces of enforcement detachments participated in Combined Task Force 151, Bthe United States. CENTCOM’s counter-piracy effort in the Gulf of Aden. In May 2008, the Coast Guard ensured its integration with its In 2009, a USCG (PSU) deployed fully integrated fellow armed services by updating the “1995 Memorandum of with a U.S. Navy maritime expeditionary squadron (MSRON) in Understanding [MOU] on the Use of Coast Guard Forces to Support support of CENTCOM. While the PSUs have worked side by side the National Military Strategy.” The Department of Defense (DoD), with the MSRONs before, this marked the first year that a PSU the Department of Homeland Security (DHS), the chairman of trained and deployed with the MSRONs as a combined Navy and the Joint Chiefs of Staff, and the USCG commandant signed this Coast Guard team to protect high-value U.S. assets bringing supplies updated MOU that identifies eight mission areas where the Coast to troops in Iraq. Guard supports the Department of Defense. In 2009, the Coast Guard continued to support CENTCOM Coast Guard stations and maritime safety and security teams with a port advisory council element. This four- to five-person provide crews and smallboats for security and escort missions, detachment has the mission of helping the Iraqi government bring including military outload operations that support DoD operations the Port of Umm Qasr back into compliance with the United Nations throughout the United States. The recently established Maritime International Ship and Port Facility Code requirements. Force Protection Units are a cooperative effort between the USCG About 250 Coast Guard personnel continue to serve in Patrol and the U.S. Navy to provide protection for Navy ballistic missile Forces Southwest Asia under CENTCOM. This includes a contingent submarines during surface transits in the vicinity of their homeports. of six USCG patrol boats to protect Iraq’s offshore oil assets, as These Coast Guard units are fully funded by the Navy. well as ships transiting in the Horn of Africa region. Additionally, The Coast Guard has multiple units that deploy globally to the Coast Guard deployed redeployment assistance inspection support combatant commander’s military operations. In 2009, the detachments to Iraq and Afghanistan to inspect and ensure that CGC Legare deployed in support of Africa Command (AFRICOM) all containerized cargo packed and loaded is safe for transit and along with U.S. Navy and allied assets, supporting their African shipment on the high seas. Partnership Station mission. The Legare, working with other forces As the combatant commanders look for ways to help assist nations under AFRICOM, trained the maritime forces of various African around the globe become partners and allies, they will continue to countries. The goal of this training was to assist those countries’ look for Coast Guard expertise and assistance. This assistance will standing forces with their national security objectives and help aid allied and partner nations to grow their maritime services and those forces become better maritime security partners. The provide for their own maritime security. CGC Boutwell deployed in support of the U.S. Central Command These are just a few examples of the many national defense (CENTCOM), working alongside U.S. Navy and allied forces, to programs under way within the Coast Guard – a multi-mission service provide security for both international shipping and protect Iraq’s more involved than ever in supporting the Defense Department’s oil platforms. Additionally, the Boutwell and Coast Guard law efforts to provide for the safety and security of the United States. Photo by Air Force Staff Sgt. Brian Wright

Coast Guard Outlook 2010 29

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030 Chevron & CA Univ.indd 1 10/29/09 10:07 AM MIGRANT INTERDICTION MISSIONS

Undocumented Migrant Interdiction

By Craig Collins

The CGC Harriet Lane interdicted and repatriated 247 Haitian migrants that were aboard this Haitian sail-freighter in April 2008.

he U.S. Coast Guard is the lead agency for enforcement of Overall, the Coast Guard interdicted nearly 3,500 undocumented U.S. immigration laws and policies at sea, and its effort to migrants attempting to illegally enter the United States by sea in T stem the flood of undocumented migrants traveling by boat to 2009, repatriating 92 percent of them to their country of origin. America’s shores is conducted for two reasons: such covert voyages, The flow of undocumented migrants decreased slightly when often undertaken aboard overloaded, non-seaworthy, and unsafe compared to fiscal year 2008 and has been on a steady decline vessels, are a threat to human life, as well as a violation of U.S. and over the last four years. During the first quarter of fiscal year international law. A majority of migrant interdiction cases handled 2009, there was a significant increase in the Haitian migrant by the Coast Guard begin as search and rescue missions, usually in flow, which is almost double the number taken at sea when international waters. compared to fiscal year 2008 numbers. The service’s efforts along In addition to its response capabilities, the service emphasizes with internal and external partners ensured the correct strategic prevention and readiness; it works closely with interagency partners to messaging was shared with the U.S. Embassy in Haiti. As a monitor any indications and warning signs (i.e., political or economic result, the Coast Guard was able to expedite the repatriation of upheaval) for mass migration efforts, and refines its strategic plans thousands of Haitian migrants, which quickly led to reducing the in accordance. significant increase in migrant flow during the first quarter of The Coast Guard also targets its capabilities along the major fiscal year 2009. migrant smuggling maritime routes used by undocumented migrants. There are multiple, short-distance threat vectors, along very busy In the past year, the Homeland Security Task Force Southeast, a team waterways, for illegal migration. This leaves the service with an combining the efforts of 10 federal and state government partners, extremely small window of opportunity in which to detect and targeted smuggling operations in speed boats (commonly referred interdict a suspect vessel before it reaches landfall. Migrants and to as “go-fast” vessels) in the Florida Straits, resulting in 40 at-sea smugglers quickly adapt to known law enforcement patrol areas and interdictions, the capture of 31 migrant smugglers, and 718 migrants change their routes and modes to avoid detection and interdiction. – all in a two-month span near the end of 2008. They continue to exploit Coast Guard weaknesses in detection The past year was also a successful one for a Coast Guard program capability. that was piloted in 2006 in the Mona Passage, the 80-mile strait In the near future, the Coast Guard confronts the increased use separating the island of Puerto Rico from the coast of the Dominican of go-fast vessels in the Caribbean and, to a smaller degree, in Republic and in the Florida Straits. Using Biometrics at Sea System the eastern Pacific Ocean. This trend is the single largest factor (BASS), the Coast Guard has been able to identify repeat offenders, affecting the migrant interdiction rate; the success rate for a go- not to mention all other felons, attempting to enter the country fast boat is currently 70 percent, much greater than traditional illegally. The results of the program: biometric data collected from rafts or other homemade vessels. Moreover, approximately half of 2,749 individuals, resulting in 711 who were found to have criminal the Cuban maritime flow uses smugglers and go-fast as a mode of records and 333 of whom have been prosecuted. conveyance. Photo by PA1 Jennifer Johnson Photo by PA1

Coast Guard Outlook 2010 31

migrant interdiction.indd 31 11/2/09 4:32 PM MISSIONS MARINE ENVIRONMENTAL PROTECTION

Marine Environmental Protection By Craig Collins

Headline

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he mission of the Coast Guard’s Marine Environmental he^aahYddXXjg!i]Z8dVhicDXidWZg'%%-!i]ZJc^iZYHiViZhWZXVbZVc gZ\jaVi^dch# >c ZVgan '%%.! i]Z 8dVhi Äi]Z^ciZgcVi^dcVahiVcYVgYh[dgegZkZci^c\V^gedaaji^dc The Coast Guard continues to adjust its readiness toward [gdbh]^eh#H^cXZ?VcjVgn'%%.!i]Z8dVhi d[XjggZciigZcYh!^cXajY^c\^cXgZVh^c\YZkZadebZcid[XdVhiVaVgZVh gZfj^gZbZcih#Æ:E6PJ#H#:ck^gdcbZciVaEgdiZXi^dc6\ZcXnRZc\^cZ Vadc\ l^i] edgi \gdli]0 \gdli] VcY ^cXgZVh^c\ XdbeaZm^in d[ i]Z V^gZb^hh^dchiVcYVgYh!YgV[iZYidWZh^b^aVgidi]Z^ciZgcVi^dcVa ^ciZgcVi^dcVah]^ee^c\^cYjhign0VcYVcdkZgVaaZmeVch^dcd[VgZVh hiVcYVgY!]VkZWZZc^cZ[[ZXih^cXZ'%%)!ÇhV^YAi#8bYg#HXdiiBjaaZg! ^cl]^X]h]^ee^c\iV`ZheaVXZ^ci]ZldgaYÄ^cXajY^c\i]Z6gXi^X egd\gVbbVcV\Zg[dgi]Z8dVhicX^YZci BVcV\ZbZci [VX^a^i^Zhl]ZgZd^a!\Vh!VcYdi]ZgXVg\dZhVgZhidgZYdgd[ÓdVYZY! and Preparedness. “There’s a movement to really make sure we d[iZc i]gdj\] e^e^c\ hnhiZbh# >c ÒhXVa nZVg '%%-! ^i XdcYjXiZY ]VkZi]ZcZXZhhVgnZmeZgi^hZ!igV^c^c\!VcYXVeVW^a^inidgZhedcY^c (!+),hV[Zin^cheZXi^dchVcYhedi"X]ZX`hd[i]ZhZ[VX^a^i^Zh!VhlZaa gZbdiZVgZVha^`Zi]Z6gXi^X!l]^X]^hVedhh^W^a^in^ci]Z[jijgZ#>iÉh Vh '+!*.* ^cheZXi^dch d[ XVg\d XdciV^cZgh Ä Vc ^cXgZVhZ d[ ,!%%% VhbVaaZg!bdgZ^ciZgXdccZXiZYldgaY!VcYZkZgni]^c\^hWZXdb^c\ container inspections from the previous year. bdgZXdbeaZm!^cXajY^c\d^aVcY]VoVgYdjhhjWhiVcXZgZhedchZ#Ç I]Z 8dVhi

Coast Guard members position a boom from a Coast Guard Auxiliary response boat to form a “U” shape during a boom deployment course near Keehi Lagoon, Honolulu, June 5, 2009. The training teaches students boom deployment techniques to use for oil spill response, one of two goals of the Marine Environmental Protection Program; the first is prevention. U.S. Coast Luke GuardU.S. Clayton photo by PA3

32 Coast Guard Outlook 2010

marine environ protect.indd 32 11/5/09 3:30 PM ICE OPERATIONS MISSIONS

Ice Operations: Part of the Waterways Management Mission Program By Craig Collins

he Coast Guard Waterways Management mission program includes The CGC Sturgeon Bay, homeported in Bayonne, N.J., creates a T two statutory missions: aids to navigation (see page 22) and ice shipping lane for a barge on the icy in New York. operations. Among other duties, ice operations perform an essential mission The ice operations mission focuses on addressing the risks resulting of keeping waterways open to ensure heating oil reaches its from vessels navigating in winter ice conditions, promoting U.S. destinations in the winter months of the Northeast. national interests in polar regions, and facilitating the environmentally sustainable use and scientific exploration of America’s Arctic waters. The mission has three major components: domestic ice breaking, the , and polar ice breaking. Domestic ice breaking throughout the Great Lakes and U.S. northeastern coastal regions extends the commercial shipping season and reduces the flooding risks by breaking ice dams that retain or divert rivers. Ships operating on the Great Lakes carry an estimated 115 million tons of cargo annually consisting of vital products such as iron ore, coal, and other products whose delivery cannot stop merely because the water has turned to ice. In the Northeast, Coast Guard icebreakers enable crucial shipments of home heating oil by breaking ice from New York to Maine. The international ice patrol promotes the safety of international trade and vessel traffic by monitoring and reporting the danger to ships operating in or near the Grand Banks of Newfoundland. Polar ice breaking supports the United States’ scientific, commercial, and national security interests in the Arctic and Antarctic regions; in the Arctic, for example, Coast Guard polar icebreakers support national security and science objectives by mapping the floor to determine the extent of the U.S. continental shelf and determining the CGC Polar Sea full extent of the U.S. borders in the Arctic region. U.S. Coast Guard photo by PA3 Tom Sperduto Coast Tom GuardU.S. photo by PA3

Coast Guard Outlook 2010 33

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034.indd 1 10/29/09 10:13 AM OTHER LAW ENFORCEMENT MISSIONS

Other Law Enforcement:

Targeting Foreign Fishing Vessels By Craig Collins

The other law enforcement mission is charged with ensuring national security of the U.S. exclusive economic zone. In this photo, the crew of the CGC Shamal seized approximately 75 pounds of shark and red snapper 40 nautical miles off the coast of Corpus Christi, Texas, March 2009. The catch was seized from a suspected illegal fishing vessel.

he U.S. Coast Guard’s other law enforcement (OLE) mission, fell significantly, to 81. In the U.S./Gulf of Mexico region, while serving primarily to deter thefts of the nation’s Mexican lanchas, or small passenger motorboats, have come T living marine resources under U.S. jurisdiction, also serves to account for the overwhelming majority (about 80 percent) the nation’s national security by ensuring the integrity of the of annual incursions. Due largely to a more intensive Coast maritime border represented by the U.S. exclusive economic Guard presence in the region, there were 67 incursions in the zone (EEZ) – an area extending 200 nautical miles out from the Gulf in 2008, a dramatic drop from the previous three years’ shorelines of U.S. states and territories that totals 4.4 million average of 135. square miles of open ocean. As fish stocks decline worldwide, In the nation’s vast western/central Pacific EEZ – at 1.5 million foreign fishers have an increased incentive to attempt the square miles, nearly 40 percent of the U.S. total – the number of poaching of fish from the United States’ relatively well-managed detected incursions dropped from 21 (in fiscal year 2007) to 12 and more robust fisheries. (in fiscal year 2008). The year 2008 was a momentous one in the The Coast Guard attacks the problem of foreign fishing vessel region, as the CGC Munro conducted the first high seas foreign encroachment in two important ways. On the front line, its fishing vessel boarding under new boarding and inspection aircraft and vessels patrol the nation’s EEZ boundaries, which procedures adopted under the Western and Central Pacific extend outward from the nation’s 90,000 miles of shoreline. Fisheries Commission – a 25-member international organization To increase the overall stability of fish stocks and thereby dedicated to preserving high seas migratory fish species. reduce the incentive for EEZ incursions, the Coast Guard forms While Russian fishing vessel activity remained high near the enforcement partnerships with other nations and monitors Bering Sea’s U.S./Russian Maritime Boundary Line, which divides compliance with international agreements to combat illegal, access to some of the world’s most valuable fisheries, a heavy unreported, and unregulated fishing on the high seas – an activity Coast Guard presence in the region kept Russian incursions at a which, according to the United Nation’s Food and Agriculture minimum in 2008. Only one incursion was detected. Organization, costs the world about $14 billion annually. The foreign vessel interdiction rate for the Coast Guard is In 2008, the multinational high-seas drift net enforcement a relatively low 16 percent, owing largely to the elusiveness of campaign coordinated through the North Pacific Coast Guard Mexican lanchas and the huge distances Coast Guard assets Forum resulted in the interdiction of three Chinese-flagged drift- must patrol in the western/central Pacific. However, the recent netting vessels on the high seas, which resulted in their seizure success in targeting problem areas will greatly influence the by Chinese officials. Coast Guard’s strategy for the future – a strategy that will The Coast Guard uses the number of detected incursions, involve developing increased capabilities to target EEZ patrols as well as the interception and interdiction rates, as a measure and monitoring, and stronger international partnerships to of the performance of its OLE mission. In 2008, the number of maximize the ability to intercept and interdict foreign fishing detected incursions by foreign fishing vessels in U.S. waters vessels within the U.S. EEZ. U.S. Coast GuardU.S. photo

Coast Guard Outlook 2010 35

other law enforcement.indd 35 11/2/09 12:34 PM REGIONS PACIFIC AREA

U.S. : Reaching the Far East

By Chris Doane and Dr. Joe DiRenzo III

Coast Guard Pacific Area (PacArea), headquartered in international engagement effort by FEACT under the guidance of U.S. Alameda, Calif., has a widespread area of responsibility commander, Coast Guard District 14 in Hawaii, the Coast Guard’s that includes the U.S. West Coast, Alaska, and Hawaii, as well as commander for international engagement in the Asia-Pacific region. U.S. territories and possessions such as , the Northern Mariana Each IPSLO is assigned a portfolio of countries with whom he or Islands, and . In addition to these domestic areas she works to develop relationships with government and industry of responsibility, the area’s activities have historically extended well stakeholders in maritime security. The goal of these relationships beyond U.S. waters to include operations in Asia. Since 1994, the is to foster an exchange of maritime security best practices and to Coast Guard has maintained U.S. Coast Guard Activities Far East understand what each nation is doing to implement the requirements (FEACT) as a subordinate PacArea command in to carry out of the International Ship and Port Facility Security (ISPS) Code. marine inspection responsibilities for U.S.-flagged vessels under The IPSLOs have a very significant impact on improving regional construction or significant repair in Asian ports. Since 1994, much maritime security as they carry maritime security best practices from has remained the same, but much has also changed. one country to the next, helping to improve consistency between Coast Guard operations in Asia have grown significantly. FEACT’s nations and the overall quality of maritime security. FEACT IPSLOs activities extend from Russia to New Zealand and Madagascar made 36 trips to 28 countries in the past year, observing and sharing to French Polynesia. This region includes: more than 47 nations security practices. and territories; some of the world’s largest commercial ports and In addition to their country visits, the FEACT IPSLOs were shipbuilding/repair centers; several of the busiest shipping routes instrumental in forming the South Asia and Africa Regional Port featuring critical chokepoints, such as the Straits of Malacca; and Security Cooperative (SAARPSCO). The purpose of SAARPSCO is the largest and fastest growing economy in the world: India. Exports to foster information sharing on maritime transportation security from India alone total more than $150 billion annually, with about between port facility security officers and maritime law enforcement 17 percent shipped to the United States. Unfortunately, along with agencies from participating nations to create more uniform all of this legitimate maritime activity come high occurrences of implementation of the ISPS Code. The idea for this cooperative illegal activity such as piracy, smuggling, and illegal fishing. To came when the port facility security officer in the Port of Galle, combat these illegal activities requires the combined efforts of all Sri Lanka, expressed to a FEACT IPSLO a desire to share lessons nations within the region. With detachments in Singapore and Seoul learned from a thwarted attack by the Liberation Tigers of Tamil in addition to its main base in Tokyo, FEACT is working hard to Eelam. The cooperative’s inaugural conference was held in May foster the international relationships necessary for effective maritime 2008 in the Republic of the Maldives, with representatives from nine security cooperation. nations attending. In addition to exchanges on maritime security Originally founded to perform marine inspection duties throughout practices, the conference provided a forum for other maritime topics the Asian region, FEACT now does so much more. Since 9/11, FEACT such as small passenger vessel safety and pollution response. In has added 10 International Port Security Liaison Officers (IPSLOs) to September 2009, a second conference, focusing on piracy, was held work with other nations in the region to improve maritime security near Port Louis, Mauritius, with more than 120 representatives from in accordance with requirements of the Maritime Transportation 11 partner nations attending. The value of these discussions cannot Security Act of 2002. This infusion of IPSLOs has energized a broader be overstated. As summarized by Capt. Gerald Swanson, FEACT’s

36 Coast Guard Outlook 2010

pacific area.indd 36 11/2/09 11:17 AM PACIFIC AREA REGIONS

The Coast Guard Cutter Polar Sea (left) and the Coast Guard Cutter Mellon (right) are moored at the Coast Guard’s Pier 36 with the cutter Yashima and the Russian border guard vessel Vorovskiy Aug. 27, 2009. The three nations took part in the North Pacific Coast Guard Forum (NPCGF), which is an international partnership of Coast Guard-like agencies from Canada, China, Japan, Russia, South Korea, and the United States. The forum took place in and Port Angeles, Wash., Aug. 23-27.

commanding officer, “A sound network of information-sharing and FEACT also participates in the North Pacific Coast Guard interoperability will be the basis of a regional strategy to combat Forum along with District 14 and PacArea. Established in 1999, the piracy.” The Seychelles has assumed leadership of SAARPSCO for forum encourages multilateral cooperation by sharing information 2010 and will host the next meeting. and expertise on combating illegal drug trafficking, maritime Another important step in improving regional maritime security security, fisheries enforcement, and illegal migration. Coast Guard- was the 2009 signing of a memorandum of understanding between like agencies from Canada, China, Japan, Korea, Russia, and the the secretariat of the Pacific Community and the U.S. Coast Guard. United States form the membership, and their representatives meet The secretariat manages a program for monitoring compliance of biannually to exchange ideas. One outcome of the forum is the multi- member nations with the ISPS Code. They do this primarily through mission, multi-lateral exercise (MMEX), which seeks to improve security audits to assist nations with remaining in compliance with operations and interoperability by conducting underway drills related international requirements. The memorandum leverages the parallels to a variety of maritime missions. The first MMEX was hosted by between the activities of the secretariat and the Coast Guard IPSLOs by Korea in 2006. The second was hosted by the U.S. Coast Guard along coordinating joint visits and thereby reducing the number of separate the U.S. West Coast in August 2009. foreign port security assessment visits each port experiences. The While these multinational relationships are incredibly important partnership formalized by the memorandum creates an important and continue to be a focus of FEACT, Japan remains a principal opportunity for taking Coast Guard international maritime security partner. The Coast Guard participates in a variety of U.S. and engagement to an even higher level of effectiveness. Japan defense and force-protection exercises. More importantly, the U.S. Coast GuardU.S. Conroy photo by Petty Officer 1st Class Allyson E.T.

Coast Guard Outlook 2010 37

pacific area.indd 37 11/5/09 3:32 PM REGIONS PACIFIC AREA

CGC Polar Sea is anchored as the Japan coast guard cutter Yashima pulls into the U.S. Coast Guard’s Pier 36 Aug. 29, 2009. Japan is a chief FEACT partner with the United States; the Coast Guard and Japan conduct defense and force-protection excercises, continuing a 60-year partnership.

service continues its 60-year partnership with the Japan coast guard International Convention for the Prevention of Pollution from Ships conducting joint search and rescue exercises and in participating (MARPOL) 1973, as amended). A significant challenge developed in the Annual Sea Review in Tokyo Bay. An especially noteworthy when the ship’s diesel generator met MARPOL VI requirements, but exchange was with the Japan coast guard and the Maritime Self- failed the U.S. Environmental Protection Agency’s (EPA) domestic Defense Force (JMSDF) on piracy, in which the U.S. Coast Guard’s Tier II standards. After several meetings between the Coast Guard, practice of embarking law enforcement detachments on U.S. Navy EPA, and Liberty Pride representatives, the owners decided to install ships was discussed. As a result, JMSDF Maritime Defense Force a charged-air moisturizing system to comply with EPA standards, an ships to the Gulf of Aden with embarked Japan coast guard eight- to nine-month modification. personnel to conduct anti-piracy operations. FEACT’s marine inspectors were also involved in the construction While maritime security engagement represents a relatively new of the first Floating Production, Storage and Offloading facility, the business line for FEACT, they continue to perform their traditional BW Pioneer, planned for employment in the United States; it is mission of marine inspection. The majority of deep-draft U.S.-flagged scheduled to operate in the Gulf of Mexico in early 2010. FEACT vessels in the Pacific have repair and modification work done in inspectors working in coordination with Coast Guard Marine Safety Asia. It is the responsibility of the Coast Guard to inspect this Unit Morgan City, La.; Marine Safety Unit Port Arthur, Texas; Marine work to ensure compliance with U.S. safety standards. In addition, Safety Unit Galveston, Texas; and Sector Corpus Christi, Texas, transient U.S.-flagged vessels, foreign-flagged tanker ships that have spent hundreds of hours verifying that the workmanship operate in U.S. trade, and Military Sealift Command vessels have and materials used to comply with U.S. regulations, as well as the required inspections within FEACT’s officer-in-charge of Marine lifesaving, firefighting, cargo, and navigation systems. It is through Inspection zone. Altogether, the eight marine inspectors of FEACT this careful attention to detail and assurance that U.S. standards and and its Marine Inspection Detachment Singapore manage a fleet of regulations are met that the Coast Guard ensures that this vessel 75 vessels. will operate safely while in U.S. waters, harvesting energy resources An example of FEACT’s inspection work is the reflag examination to help meet the country’s energy demands. of the 6,000-unit car carrier Liberty Pride in Busan, South Korea. Another important contribution of FEACT’s inspectors is in This was the first new-construction vessel to reflag after the U.S. support of the Military Sealift Command as that command works had ratified the Maritime Pollution (MARPOL) VI (this refers to the to meet the tremendous logistical demands created by Operations prevention of air pollution from ships – Annex VI – as part of the Iraqi and Enduring Freedom. These military operations require an U.S. Coast GuardU.S. Conroy photo by Petty Officer 1st Class Allyson E.T.

38 Coast Guard Outlook 2010

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QRUWKURSJUXPPDQLQGG 30 REGIONS PACIFIC AREA

Personnel from the guided-missile cruiser USS Anzio and U.S. Coast Guard Maritime Safety and Security Team 91104 search a skiff Oct. 15, 2009, in the Gulf of Aden that was found to contain 4 tons of hashish. Anzio was the flagship of Combined Joint Task Force 151, a multinational task force established to conduct counter-piracy operations off the coast of Somalia.

incredible volume of supplies of all types, the majority of which must interpersonal relationships that develop between representatives be transported by sea. To meet this pressing demand, the Military of various nations. With its maritime security and marine safety Sealift Command uses a variety of U.S.-owned and -leased vessels. international engagement initiatives throughout Asia, the Coast FEACT inspectors work closely with the Military Sealift Command to Guard is having a significant impact in improving our country’s ensure these vessels are safe and their crews properly licensed while ties with a host of nations. As a result, the maritime security of also meeting the very tight schedule required to support the troops all nations has been improved, as has international trade. There is in Iraq and Afghanistan and elsewhere around the world. little doubt that the importance of the nations of Asia to the U.S. In support of its marine safety mission, FEACT, in partnership as trading partners will continue to grow, and the Coast Guard with the American Bureau of Shipping and the Australian Maritime will continue to play an important role in facilitating this trade by Safety Authority, attend joint port state control seminars. These ensuring safety and security. seminars provide an outreach forum to the maritime industry to impart information on U.S. and international requirements for vessels The views expressed herein are those of the author(s) and are not operating in U.S. waters. The seminars also provide a means for to be construed as official or reflecting the views of the commandant developing closer relationships with the maritime industry to or of the U.S. Coast Guard. enhance communication and understanding and, as a result, improve Chris Doane and Dr. Joe DiRenzo III are retired Coast Guard officers the efficiency of the Coast Guard’s oversight of the industry. and civilian employees of the Coast Guard. They are also adjunct The key to improving international relations is by building trust professors for the Joint Forces Staff College and write extensively on and mutual understanding through professional exchanges and the maritime topics. U.S. Navy photo Navy by Mass Communication SpecialistU.S. 1st Class Scott Taylor

40 Coast Guard Outlook 2010

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041 NCentralUniv & Selex.indd 1 10/19/09 1:27 PM REGIONS ATLANTIC AREA

U.S. Coast Guard Atlantic Area: Middle East and Africa Operations By Chris Doane and Dr. Joe DiRenzo III U.S. Coast GuardU.S. photo by Petty Officer 2nd Class Shawn Eggert

“… the U.S. Coast Guard provides forces to multiple DoD counterparts that are conducting missions throughout the entire CENTCOM area of responsibility, from Africa, to Iraq, Kuwait and Bahrain, and into Afghanistan. Whether combating terrorism, preventing piracy, reducing illegal maritime operations, or working with regional, joint, and other partners to improve overall security, stability and maritime capabilities, our Coast Guard men and women play an incredibly important role in global maritime security, and their contributions are felt daily.”

Vice Adm. Robert Papp, U.S. Coast Guard commander, U.S. Coast Guard Atlantic Area

42 Coast Guard Outlook 2010

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ice Adm. Robert Papp’s words leave no doubt that the Element, Navy Central Command liaison, and Maritime Liaison U.S. Coast Guard is engaged globally to ensure maritime Officer. The Port Security Units, about 115 personnel, provide V security and protect the homeland. For Coast Guard port security for the Kuwait Naval Base and the port of Ash Atlantic Area (LantArea) perhaps its most significant out-of- Shaiba, Kuwait. The Maritime Safety and Security Teams hemisphere operations have been occurring in the Middle East alternating with LEDETs provide two eight-person teams – one supporting Operations Iraqi Freedom and Enduring Freedom, that trains Iraqi marines and the other supporting anti-piracy as well as anti-piracy operations, and in Africa supporting missions in the Gulf of Aden. The maritime security advisor stability operations and building partnerships with African supports the U.S. Embassy by coordinating the three-member nations. The contributions of Coast Guard men and women port advisory element, which works to improve compliance with in these regions are significant and an important element in the International Ship and Port Facility Security Code. The the service’s “layered security” strategy for maritime security. Liaison Officer to Navy Central Command assists with theater In support of Operations Iraqi Freedom and Enduring security cooperation. The Maritime Liaison Officer works in Freedom, the Coast Guard brings its unique set of skills Bahrain, supporting commercial maritime security. and competencies to support maritime security operations The ultimate goal of these Coast Guard security forces is to and redeployment of Department of Defense (DoD) units. train Iraqi forces and ultimately turn over all maritime security On the operational side is Patrol Forces Southwest Asia or operations to them. The training effort has been moving PATFORSWA. Operating as Combined Task Group (CTG) 55.6 forward with signs of slow but steady success. Iraqi marines, under the command of Coast Guard Commodore Capt. “Duke” trained by the Coast Guard, now provide the point defense Walker, PATFORSWA consists of six Coast Guard 110-foot patrol on the Khawr al’ Amaya oil terminal and conduct boardings boats and five U.S. Navy 179-foot Cyclone-class patrol boats, as in the north Arabian Gulf. Training of Iraqis in patrol boat well as about 240 supporting forces’ members. The primary operations continues and will be greatly enhanced when Iraq mission of CTG 55.6 is to protect the two Iraqi offshore oil takes delivery of 15 Italian-built patrol craft. It is difficult to terminals: Khawr al’ Amaya and Al Basrah while training Iraqi predict when the Coast Guard mission in Iraq will be complete, forces to take over the mission. but the goal remains for Iraqi forces to assume responsibility These two oil terminals are incredibly important to the for their own security. survival of Iraq as a nation. Lacking a deepwater port, Iraq must In addition to the Coast Guard security forces, the service depend upon these two offshore terminals to export its oil. also maintains a redeployment assistance and inspection Together the oil they transfer accounts for mote than 90 percent detachment, a 15-member team based out of Camp Arifjan, of Iraq’s oil income. If these terminals were to be destroyed, the Kuwait, and Camp Anacoda, Iraq. This team of mostly Coast impact on the Iraqi economy would be devastating. To protect Guard Reserve volunteers assist in ensuring volatile and them requires a layered defense: armed security personnel on hazardous materials are properly packaged, segregated, and the platforms providing point defense; patrol boats operating stored for shipping back to the U.S. The Coast Guard personnel around the platforms providing a sector defense by enforcing also are qualified to examine and place custom seals on the the safety and security zone around the terminals; and boarding containers. As a result, Army units are able to more rapidly teams embarked aboard U.S. Navy ships providing area security redeploy their equipment back to the U.S. with a greatly outside of the safety and security zones. reduced risk of accidental combustion. The program has been The task of protecting the oil terminals is not easy. The so successful that the Army is now seeking to more than double waters around the terminals are traversed by hundreds of fishing the number of Coast Guard personnel. dhows, providing excellent camouflage for anyone wishing to As mentioned earlier, one of the eight-member Maritime approach and attack the terminals. Security forces must sift Safety and Security Team/LEDETs is supporting anti-piracy through this collage of surface craft, constantly alert for any operations in the Gulf of Aden. Specifically, these members are sign of hostility, all under the watchful eyes of Iranian Islamic attached to Combined Task Force (CTF) 151 operating in the Revolutionary Guards located on a sunken barge about 2 miles Gulf of Aden and off the coast of Somalia. On May 13, 2009, away. It is long, hard, hot work; the Coast Guard patrol boats LEDET 409, operating from the USS Gettsyburg, participated in accumulate twice the operating hours of any patrol boat in the the apprehension of 17 suspected pirates, the confiscation of continental United States. Despite this operational intensity and assault rifles, rocket-propelled grenade launchers, ladders, and danger, PATFORSWA remains an all-volunteer force. grappling hooks, and seized the first and only pirate mother In addition to the patrol boat crews, Coast Guard security ship taken by coalition forces. presence in Iraq includes Port Security Units, Maritime Safety Throughout Africa, the Coast Guard is working to support and Security Teams, law enforcement detachments (LEDETs), U.S. Africa Command. Here again, Coast Guard men and women maritime security advisor Baghdad, Port Advisory Coordination bring their unique skills and competencies to aid in theater

Opposite: A boarding team consisting of crewmembers from the CGC Legare and representatives of the Cape Verde coast guard and judiciary police embark a fishing boat during boarding operations. Legare and its crew were in Cape Verde deployed as part of Africa Partnership Station, an initiative to conduct joint maritime law enforcement operations in African waters to improve maritime safety and security.

Coast Guard Outlook 2010 43

lantarea.indd 43 11/2/09 6:13 PM Saluting our nation’s guardian.

For more than 200 years, the U.S. Coast Guard mission has been vital to protecting the maritime security of the United States. Today, as an integral part of the Department of Homeland Security, the Coast Guard remains our nation’s front-line agency for maritime law enforcement, port security and search and rescue. Sikorsky Military Systems, A Sikorsky Company, thanks the U.S. Coast Guard for its vigilance and enduring commitment to protecting our homeland, our people, and our freedom. We are honored that our SA-38B SHADOW HAWK™ surveillance aircraft will support you in that essential mission.

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Members of a Visit, Board, Search, and Seizure team assigned to USS Gettysburg and U.S. Coast Guard law enforcement detachment 409 capture suspected pirates after responding to a merchant vessel distress signal while operating in the Combined Maritime Forces area of responsibility in the Gulf of Aden May 13, 2009. These service members conducted the operation as part of CTF 151, a multinational task force established to counter-piracy operations to actively deter, disrupt, and suppress piracy in order to protect global maritime security and secure freedom of navigation for all nations.

cooperation and maritime security initiatives. For the most part, scheduled for the spring. These officers work to coordinate Coast the navies of the various African nations operate more as coast Guard activities with those of DoD and U.S. agencies represented guards than deepwater, power-projection navies. Therefore, the at the command. The effectiveness and value of these officers can Coast Guard’s expertise in maritime law enforcement, maritime be seen in the highly successful visits Coast Guard cutters have security, smallboat operations, interagency cooperation, and made to African nations. Beginning in the summer of 2008, three maritime commerce makes it a natural fit for partnering with and cutters have made extended deployments to Africa to participate training the maritime forces of African nations. in professional training, cultural exchanges, and actual maritime The nations of Africa are important to the U.S. both operations. economically and from a security perspective. As the economies During a four-month deployment in the summer of 2008, the of the African nations improve, so will their importance as CGC Dallas visited Cape Verde, Equatorial Guinea, Gabon, Sao trading partners to the U.S. At the same time, we in the United Tome and Principe, Ghana, and Senegal to train and collaborate States are well aware of the threat of terrorism that can grow with host nation navies and coast guards. These visits were in nations with weak economies and fractured governments. performed in support of Africa Partnership Station, an initiative Economic stability, general prosperity, and strong governments to strengthen maritime safety and security in west and central supported by the general populace are the enemies of terrorism. Africa. By all accounts, Dallas’s visit was highly successful and It is the goal of the Coast Guard to assist in strengthening paved the way for future visits. national stability and sovereignty throughout Africa. In May 2009, the CGC Boutwell visited Libya, the first by a To do its part in Africa, the Coast Guard has four officers U.S. military vessel to Libya in more than 40 years. The Boutwell permanently assigned to Africa Command, with a fifth position conducted a three-day port visit during which time the crew DoD photo by Mass Communication Specialist 1st Class Eric L. Beauregard, Navy U.S.

Coast Guard Outlook 2010 45

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Crewmembers aboard the CGC Boutwell perform damage control and search and rescue training for Libyan forces while in port at Tobruk, Libya, June 1, 2009. This marked the first visit to Libya by a U.S. vessel since the early 1970s.

trained with Libyan maritime law enforcement personnel while relationship with many African naval forces and, because of Coast Guard and Libyan officers met to exchange perspectives on analogous missions and force makeup, is uniquely positioned to leadership. assist partner nations with their efforts to promote security and During the summer of 2009, the CGC Legare visited Sierra Leone, stability in the region.” Morocco, Senegal, and Cape Verde. While each of these visits In addition to the actions of these operational units, Coast Guard was successful in strengthening relationships with the U.S., the port security personnel have been conducting country visits and Sierra Leone visit was particularly noteworthy. In a joint operation, professional exchanges with a variety of nations, including those members of Sierra Leone’s Armed Forces Maritime Wing and the in the Middle East and Africa, as part of the services International Coast Guard boarded and seized the Taiwanese fishing vessel Yu Port Security (IPS) program. These exchanges are conducted in Feng for illegal fishing within Sierra Leone’s exclusive economic compliance with congressional mandates set forth in the Maritime zone. The vessel was fishing without a license, government observer, Transportation Security Act of 2002. Coast Guard International Port or crewmembers from Sierra Leone. The Sierra Leone officers took Security Liaison Officers, or IPSLOs, are assigned a portfolio of the crew into custody and the vessel was escorted into Freetown. countries with whom they build relationships with maritime security The seizure of this fishing vessel was a significant event, as many officials and representatives from industry. These relationships African nations rely upon fishing as a significant source of revenue. are key to conducting port visits to understand how countries are This income is threatened, as upward of $1 billion in U.S. dollars complying with the requirements of the International Ship and Port are lost to illegal fishing annually, according to some estimates. As Facility Security Code and to exchange ideas on best practices in stated by Lt. Augustine Bengeh of the Sierra Leone Armed Forces port security. Maritime Wing, “This is a big catch for us … It is a dream come Over the past year, Coast Guard teams have visited Sao Tome true for us to be able to come this far out to sea and conduct these and Principe, Lebanon, Nigeria, Comoros, Libya, Sierra Leone, missions.” Tunisia, Cote d’Ivoire, Mauritania, United Arab Emirates, Guinea, Coast Guard efforts in Africa are producing significant results. Timor-Leste, and Oman. As part of the program, countries are As stated by U.S. Coast Guard Capt. Craig Lloyd, the senior invited to send teams to visit U.S. ports; Gabon, Gambia, Ghana, Department of Homeland Security Coast Guard representative Nigeria, South Africa, , Tanzania, Togo, and Bahrain to Africa Command, “The Coast Guard has a long-standing have all participated in these reciprocal visits. These interactions U.S. Coast GuardU.S. photo by Petty Officer 3rd Class David R. Marin

Continues on page 49 46 Coast Guard Outlook 2010

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Continued from page 46

Stacks of fish lay in the hold of the Taiwanese-flagged fishing vessel Yu Feng as a result of alleged illegal fishing activity off the coast of Freetown, Sierra Leone. Crewmembers from CGC Legare, along with representatives from Sierra Leone’s Armed Forces Maritime Wing, Fisheries Ministry, and Office of National Security found the illegal catch after conducting a joint boarding operation Aug. 17, 2009. Sierra Leone is patrolling the waters farther from its shore to protect its exclusive economic zone. Legare was on a three-month deployment as part of Africa Partnership Station.

continuously improve relations between trading partners, and the examples of the positive effect the IPS program is having around better understanding of security in other ports improves the Coast the globe in improving maritime security and, by extension, the Guard’s ability to assess the risk associated with vessels arriving security of the United States. in the U.S. from foreign ports. Whether it is in Iraq, Kuwait, the Arabian Gulf, the Gulf of The value of these visits and the daily efforts of the IPSLOs Aden, or Africa, the forces of the Coast Guard’s LantArea are doing to improving maritime security cannot be overstated. In January, their part as the nation’s guardians to realize the service’s goal of during a visit to Algeria, Algerian officials were impressed by defeating threats as far from the U.S. as possible. Perhaps the most the Coast Guard’s new Vessel Traffic Management System and effective counterterrorism strategy is to eliminate the conditions that expressed their intention to share this information with other nations permit terrorism to flourish. By strengthening bonds with the U.S. around the Mediterranean; the potential for improving security and improving the rule of law within other nations, the Coast Guard throughout the Mediterranean is tremendous. In Tanzania, IPSLOs is having a very positive impact in stemming the growth of terrorism provided technical assistance on port security implementation in the Middle East and Africa. to 40 representatives from various government agencies and the maritime industry. In the Democratic Republic of Congo, IPS The views expressed herein are those of the author(s) and are not program representatives held bilateral discussions on small vessel to be construed as official or reflecting the views of the commandant security, waterway watch programs, and other safety and security or of the U.S. Coast Guard. programs. In Qatar, IPS program representatives aided officials in Chris Doane and Dr. Joe DiRenzo III are both retired Coast Guard establishing port area security committees, a small vessel security officers who are adjunct professors and the Joint Forces Staff College. program, a draft vessel targeting program for safety compliance, Both are mentors at Northcentral University and are internationally and promoted the idea of a national command operations center published authors on maritime security, maritime transportation, and for managing littoral sea domain awareness. These are just a few terrorism issues. U.S. Coast GuardU.S. photo

Coast Guard Outlook 2010 49

lantarea.indd 49 11/2/09 6:14 PM REGIONS DISTRICT 1

District 1

By J.R. Wilson

he U.S. Coast Guard’s 1st District, covering all or part of eight A new command center was opened in 2008, enabling District 1 New England states and 10 of the nation’s busiest ports, has to better monitor and manage operations with enhanced situational T one of the most diversified portfolios in the service. While awareness throughout its area of responsibility, which encompasses most of its eight sister districts tend to concentrate on two or three 2,000 miles of shoreline in Maine, New Hampshire, Vermont, of the Coast Guard’s 11 primary missions, Rear Adm. Dale G. Gabel Massachusetts, Rhode Island, Connecticut, New York City/Long found his last command required a broader view. Island, and northern . Operationally, it is divided into five “District 1 is one of those districts that has more of a balanced sectors – northern New England, Boston, southeastern New England, workload across various missions. SAR [search and rescue] is big Long Island Sound, and New York – and operates about 30 cutters in the summer, ice breaking in the winter, and, fairly consistently and 250 smallboats, along with four jets and four helicopters based throughout the year, fisheries law enforcement and fishing vessel at its lone air station on Cape Cod. safety – probably more so here than anywhere except Alaska’s Mission diversity was further increased on the international level District 17,” said Gabel, who retired in July. when District 1 was designated the the service’s executive agent for “A little newer, but fairly consistent the last eight years, is ports, the new North Atlantic Coast Guard Forum, a working group of 20 waterways, and coastal security [PWCS], which continues to be nations seeking to coordinate maritime law enforcement, SAR, and refined as we discover what things we need to focus on and which other activities in the region. Similarly, in May, the responsibility are not as high a priority given our limited resources. In addition, for the International Ice Patrol was moved to District 1, not only New York City is one of the nation’s biggest ports, so we’re always expanding that focus but leveraging it to enhance other missions dealing with marine safety issues there and at a number of other and expand joint efforts with Canada and Iceland. ports around the district.” The district’s public visibility increased dramatically in January While those tend to top the list, most of the remaining missions – 2009, when a commercial airliner taking off from New York’s drug interdiction, aids to navigation, living marine resources, defense LaGuardia Airport ran into a flock of birds and lost power from both readiness, migrant interdiction, marine environmental protection, engines, forcing the pilot to ditch into the Hudson River. The Coast and other law enforcement – come into play at some point each year. Guard joined a number of its maritime partners in safely rescuing “Which one is at the top at any one moment depends on the time all 155 passengers and crew, and successfully salvaging the aircraft. of year and situational developments,” Gabel said. “Just for the three- “It was interesting how everyone there, including the ferry day 4th of July weekend this year, for example, we had about 130 operators, responded immediately. Partly that had to do with the SAR cases across the district and, for the year through change of Coast Guard’s involvement with all the operators in the Port of New command on July 24, 56 lives saved through SAR efforts.” York and frequent planning sessions to discuss operations, so they all

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A crew from Station Boston, Mass., operates a new law enforcement and search and rescue boat in Boston Harbor April 13, 2009. The 45-foot Response-Boat Medium was delivered March 28, 2009, and is the third initiative in the Response Boats 2010 strategic vision and transition plan, aimed at standardizing and revitalizing the Coast Guard’s shore-based response fleet.

had a response mentality,” Gabel said. “The New York Coast Guard make sure everyone was ready when the different port areas went responded immediately, but most of the first responders were ferry on line with that credential. If it had stopped commerce because no operators. One of the first on scene was a Coast Guard reservist who one could get into the facility, everyone would have heard about it. was captaining one of those ferry boats and used her Coast Guard But silence on the line – as a result of a lot of hard work, planning, training, in many ways acting like a Coast Guardsman, in what she and execution – spelled success to me,” he said. did, even though she wasn’t wearing the uniform at the time. “Other successes included airborne use of force, which is “The Coast Guard response was more than just the first-response something we obviously use in counter-drugs down south and had evacuation, however. Units also were on the scene during the been planned for a long time in the PWCS arena, but a lot of folks salvage operation to make sure that was done safely and without have been concerned about how to do that properly. At Air Station any pollution problems. Everything we had available was just what Cape Cod, we instituted a concept of operations using aircraft with we needed and, after action, I didn’t see anything we could have mounted machine guns and sniper rifles for coastal security. We got improved on in that one.” that reviewed, updated, and approved, and, as one of my last acts, I Other recent major district highlights Gabel cited related to the signed off on beginning to use that as part of our CONOPs [concept Coast Guard’s role as a component of the Department of Homeland of operations]. That will enable us to cover a lot more ground a lot Security. more quickly than using just our boats. And now that we have the “Implementation of the Transportation Workers Identification TTPs [techniques, tactics, and procedures] down on how to do that Credential was a big deal in the Northeast and went off so smoothly properly, it can be applied elsewhere, at least as a starting point for it was almost invisible. It took a lot of work by a lot of people to local refinement.” U.S. Coast GuardU.S. photo by Petty Officer 2nd Class Luke Pinneo

Coast Guard Outlook 2010 51

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different ways to track , different capabilities to allow us to modify the mission? All that will undergo a careful look.” District 1’s relationship with its two primary international partners – Iceland and Canada – sometimes overlaps, especially in SAR and enforcement of the Northwest Atlantic Fisheries Organization (NAFO) treaty, for which Canada has the lead role. “Iceland has a very small coast guard organization responsible for their SAR and we’ve been working with them for several years. We’ve also worked with Iceland on NAFO, through the International Ice Patrol, which helps keep an eye on where the fishing fleet is, communicating anything anomalous to the Canadians or U.S. Coast Guard,” Gabel explained. “But we really don’t do any fisheries enforcement with Iceland; it’s mostly SAR, especially how we would jointly respond to a major event. “It’s a difficult part of the world in which to mount any kind of rescue operation. So as more and more large cruise ships go up there with more and more passengers, the countries in that area are becoming more concerned about how to deal with any problems that might arise, what we can put in place early on to make the response more effective.” For NAFO, Canada is tasked with boarding fishing vessels to check for violations. For the past two years, District 1 has assigned a boarding officer for each of Canada’s four summer NAFO patrols. “The Coast Guard officer works with the Canadians to confirm compliance with the NAFO treaty counting fish, ensuring the nature of the catch is within treaty restrictions, etc. The sanctions on this treaty are interesting – there are no fines or other punishments, you just can’t land any fish taken in violation of the terms of the treaty. So you could end up with a shipload of fish you can’t sell and a ship that is not allowed to dock at any treaty nation.” District 1 also has put special effort into encouraging innovative thinking, which is considered central to the new Alexander Hamilton Award for Excellence. Its judging is done by Coast Guard officials from other parts of the country, which to Gabel, makes it more than just a reward for good work. “A lot of organizations hire outside consultants to look at them, but it’s very difficult for an outsider to tell you how Rescue boat crews from Coast Guard Station New York and to do your job better when they don’t really know what the New York Police Department (NYPD) enforce a security that job is. You get the best ideas from your own people, zone around the partially submerged US Airways plane because they know the job better than anyone else and can that was successfully ditched into the Hudson River Jan. best assess what are good, workable ideas we can examine, 16, 2009. The Coast Guard and the NYPD worked with the implement locally, and perhaps move up to the national New York Fire Department and local ferry response teams level,” he said. to evacuate all 155 passengers after the aircraft crashed into “The bigger something is, the harder it is to implement, the water. so where we can do things locally, on a small scale, we can make greater progress more quickly. Once you go above the Having taken over the responsibility for the International local level, you don’t get nearly the same level of passion Ice Patrol, District 1 is seeking to update its resources while and run into other people’s priorities. That’s why it’s good to looking for synergies with other missions. have these little local labs, which also lets you try out a lot “In the next year, we’ll be taking a good look at the of ideas and find the very best of those to implement more mission set, making sure it is doing the right things based broadly across the whole Coast Guard.” on current technology. It has been an iceberg monitoring For District 1, that has included a dedicated effort, organization for a long, long time and we need to see if both internally and in association with others, to develop there are other things to add to or refine that mission set,” alternative energy capabilities, with Sector Northern New Gabel said. England (SEC NNE) taking the lead. “It’s on the deep ocean, so we need to consider if there “The has been looking at better ways are other things aircraft can do to increase our situational to utilize new technologies coming on line to create energy awareness at the outer edges. And are there better or and how can we power our own assets, especially ashore, U.S. Coast Susan Blake GuardU.S. photo by PA1

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to keep our long-term costs down. That includes working with a company proposing a method to get power from ocean currents near Station Eastport [Maine], which has a fairly strong current all the time. That involves running that current through something that looks like a paddleboat wheel, which then creates electrical power for one of the shore units,” Gabel said. “Another – Cape Wind – is a commercial venture to put 131 wind turbines out on Nantucket Sound to provide energy across the state. The Coast Guard is playing a role in determining impacts to navigation safety and maritime security as part of the permitting process. Overall, the smaller alternative energy projects in SEC NNE may have broader applications throughout the Coast Guard, because they are intended as local ways to reduce main power grid energy consumption by local units.” Other projects involving liquefied natural gas (LNG) have drawn mixed reactions, with one in Maine garnering good public support as a jobs resource, while another that would involve mooring an LNG tanker in Long Island Sound facing both state and public opposition. The Coast Guard role in both is contributing to the permitting Craig Sheerin, Kenneth Portanovi, and their dog walk with Petty process, but LNG transport and safety also constitute a major direct Officer 1st Class Mike Stallard, a rescue swimmer from Air Station concern and mission for District 1. Cape Cod, after they were rescued Aug. 22, 2009, near Hull, Mass. “Every three days in the winter, an LNG carrier comes into the Coast Guard personnel from Station Point Allerton responded to the middle of Boston Harbor, going under the Tobin Bridge, a main search and rescue case. Point Allerton is generally considered the artery that has to be shut down to traffic. The Coast Guard provides home of Coast Guard search and rescue. an inner and outer layer of security as it comes in and offloads, which is a huge responsibility,” Gabel said. “Each LNG-related proposal brings with it public concern about how dangerous it might be and Coast Guard requirements to deal with it, from supporting the primary permitting agencies to looking at maritime and navigation security.” U.S. Coast GuardU.S. photo, Station Point Allerton

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district 1.indd 53 11/2/09 4:51 PM REGIONS DISTRICT 5

District 5

By Mark D. Faram

ake a quick look at Coast Guard District 5 and it’s easy to get Capital Coast Guard Personnel T overwhelmed. With 156,000 square miles of ocean, bays, rivers, wetlands, and The service wasn’t always heavily involved in the National Capital tidal marshes, there’s no shortage of places the 3,500 active-duty and Region (NCR), but after September 11, all that changed. Reserve Coast Guard personnel need to have under their watchful Still, few people know that it’s the Coast Guard who patrols eyes – though they do get needed help from their nearly 6,800 the skies above Washington, D.C., as the low-altitude part of the Auxiliary volunteers. city’s layered air defense plan – and have done so since taking that With some of the nation’s busiest seaports under its control, the mission over from the U.S. Customs and Border Protection Service men and women of this district annually conduct inspections on in 2006. 4,700 U.S. and foreign vessels and respond to more than 300 reported It’s the responsibility of the pilots and ground-support personnel hazardous material spills. who make up the National Capital Region Air Defense (NCRAD) With the largest natural bay on the east coast, the Chesapeake, facility, located at Reagan National Airport – just across the Potomac and a number of major rivers, there are also 6,880 federal aids to River from downtown Washington. navigation that must be inspected and repaired each year. And, with “We fly every day around what is probably the most restricted the bay’s heavy commercial and recreational boat traffic, the service airspace in the country around the White House, the Capitol building, conducts thousands of law enforcement and homeland security and the monuments, and really most of the Washington, D.C., area,” boardings each year. said Lt. Clay Clary, one of the pilots who regularly rotates through Getting lost in all these statistics is because the service averages the facility. He goes on to say that their job is to intercept any 539 lives saved each year in the district that stretches from the aircraft that enter this area without the requisite prior coordination border between North and South Carolina to the north of New Jersey and radar identification. and Pennsylvania. But Clary isn’t permanently stationed in Washington – he’s on But it’s not only the waterways the service must keep under its temporary assignment from Air Station Atlantic City, N.J. watchful eyes. Pilots on temporary assignment come from air stations across the The boats and aircraft of this service reach far out to sea, assisting United States to supplement the Washington-based pilots; mechanics mariners on the high seas and to that end, the service is employing and other support personnel only come from AirSta Atlantic City. new aviation assets at its Air Station Elizabeth City, N.C., that are Clary said they don’t talk about how many pilots and other now allowing them to search farther and faster than ever before. personnel are at the station as a matter of security, but in 2006, the But these Coast Guard members also have another mission now service increased AirSta Atlantic City’s aircraft and personnel so – protecting Washington, D.C. – the nation’s capital – a symbol of their normal search and rescue (SAR) mission capability would be freedom to millions of people around the world. sustained.

54 Coast Guard Outlook 2010

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A Coast Guard HH-65C Dolphin helicopter passes over Washington, D.C., during a National Capital Region Air Defense training mission. The Coast Guard is tasked with intercepting low-flying, slow-speed aircraft in restricted air space over Washington, D.C.

But to fly over D.C., Clary said all pilots undergo special training This training came in handy in September 2009, when Clary in the intricacies of the NCR’s airspace as well as how to intercept was part of a crew that scrambled to intercept a small private dissimilar aircraft. The service uses its nimble H-65 Dolphin aircraft to airplane that was heading from Pennsylvania straight for downtown conduct these missions. Atlantic City has operated the Dolphin since its Washington. 1998 commissioning and is a short one-hour’s flight from Washington, “It was really a typical mission for us,” he said. “We were scrambled D.C. A key benefit of designating it the “parent” unit of the Air Defense and flew up to the north part of Washington, D.C., and intercepted Facility is the ability to accomplish major aircraft maintenance and a pilot who simply got lost on his first cross-country solo flight and intercept training in the comparatively benign New Jersey airspace, and was now violating restricted airspace.” deploy only mission-ready crews to the capital region. Clary and his crew were able to move alongside the aircraft Pilots must be trained to fly close to other aircraft other aircraft and established communication with the pilot and led him to the and communicate effectively. The primary method of communication Montgomery Air Park in , outside Washington. is radio. If that is not possible, aircraft also carry lighted signs “Generally, we find these pilots fly into the security zone because they can also use to send signals to pilots. Every year they must of mechanical or electronic failure in navigation or flight systems or pass a special check ride to ensure they are still proficient in these by simple confusion as was the case this time,” he said. “But we techniques. have to stay on top of the game as you never know if someone might Aircrews also routinely train for the mission with the help of have malicious intent and we can’t forget that’s always a possibility.” realistic “intruder” aircraft. In Atlantic City, Coast Guard Auxiliary aircraft and crews role-play this function on a weekly basis. In the New Aircraft in E-City NCR, light aircraft operated by the Civil Air Patrol activate the system as part of periodic drills orchestrated by the Department of Meanwhile, down at AirSta Elizabeth City, N.C., there’s a quiet Defense, with the Coast Guard responding. revolution in Coast Guard aviation under way with modernization Last year, Coast Guard crews scrambled on real missions 55 times efforts in process to make the station’s fleet of Jayhawk and Hercules and of those, six became actual intercepts, where an aircraft violated aircraft more capable. some of the 2,826 square miles of “security-restricted airspace” In fiscal year 2008, the station conducted 279 SAR missions and around Washington. as of Sept. 13, its 2008 SAR mission totals were 249. U.S. Coast John Edwards GuardU.S. photo by PA1

Coast Guard Outlook 2010 55

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Also this year personnel have been credited with saving 60 lives, assisting in saving 201 others, and safeguarding more than $297,000 in property. In August 2009 alone, the station conducted 27 SAR missions, saving six lives and assisting in the saving of 13 others. Now they’re getting an increase in their capabilities as they modernize their Hercules aircraft and Jayhawks with the latest technology. Since 2003, the station has operated the C-130J “Super Hercules” aircraft. Initially they were used only for airlift, but the service has gradually been upgrading its “J” models with the latest technology for long-range maritime patrol and surveillance capabilities. Two of the station’s six aircraft are getting this upgrade now. This is good news for the SAR capability as the J model Super Hercules can travel farther, faster, and use fuel more efficiently than it’s predecessor, the Hercules “H” variant, which is still in service throughout the Coast Guard. Sixteen of those models are expected to get upgraded capabilities, as well. Specifically, the Hercules can travel at speeds up to 350 knots with a range of 5,500 nautical miles and can stay aloft for 21 hours. For comparison, the older H models have a maximum speed of 330 knots. Their range is 4,100 nautical miles and their endurance is 14 hours. “This package is a significant upgrade,” said Lt. Cmdr. Kevin Lyons, operations officer at AirStat Elizabeth City. “Once these are done, all our C-130Js will become significant surveillance assets – combined with the increased capability of the aircraft itself, this will be quite an increase in capability.” The modifications include installing a belly-mounted surface search radar, a nose-mounted electro-optical infrared sensor and will come with a flight mission operator station. “The mission operators can use these simultaneously and can overlay the surface search radar picture with the infrared picture and see it all on the same screen,” he said. The new capability will significantly increase the mission capability of the air station, Lyons said. Not only for SAR and law enforcement work – where the new gear will help also operate more efficiently with other Coast Guard air and surface assets – but also when they deploy to St. Johns Newfoundland for the International Ice Patrol between February and July each year. Slightly different, but no less significant is the conversion of the station’s Jayhawks, where the older frames are being gutted and refitted with new avionics and a “glass” cockpit. In the conversion, the aircraft ceases to be a Jayhawk, Lyons said. Though it’s not an official nickname – yet – aircrews are now calling the reworked aircraft a “Tango.” “It’s a totally new aircraft on the inside,” Lyons said. “What’s being installed is basically the same cockpit the Army has been using very successfully – it not only extends the life if the , it increases capability as well.” The Coast Guard is gradually converting their fleet of Jayhawks as each aircraft goes through its regularly scheduled depot level maintenance. Elizabeth City currently has three of the new Tango models and two of the Jayhawks, but that is expected to change by the end of October when they’ll exchange the two remaining J models for Tangos coming out of refit. The upgrade includes installation of the Common Avionics Architecture System cockpit, which includes five multifunctional displays. So, what pilots now see are not only the aircraft’s flight controls, but much more including full screen display of radar, a Traffic Collision Avoidance System, forward looking infrared and even ability to see images from the hoist camera. Lyons says the new suite has simplified the process of flying for the pilots and the new displays allows them to safely fly while having a greater command of the overall mission as well. For example, he said, the Jayhawk did not allow for flying on autopilot while the Tango has that option – making it easier to fly search patterns. “Before we had to do it manually and that got quite tiring,” he said. “Now we can program that in to the computer and have time to give our attention to other things as well.” To become qualified in the Tango, pilots currently flying the Jayhawk go through a new flight-training syllabus to qualify in the new aircraft, but are also required to remain current in the Jayhawk as well, as the service will still be flying that aircraft during the conversion of the service’s complete fleet.

Coast Guard Outlook 2010 57

5th district.indd 57 11/2/09 1:02 PM REGIONS DISTRICT 7

District 7

By J.R. Wilson

oast Guard District 7 is generally thought of in connection the world. The goal is to bring Coast Guard personnel and cruise to two of its major missions: drug interdiction and migrant industry experts together to better understand each other. Cinterdiction; both have helped make it the most internationally “We need to understand the cruise ship industry and its needs focused district, regularly interfacing with 34 different Latin from the time a ship is built throughout its service life and ensure we American and Caribbean nations. are aligned with the needs of the industry, to not only support their It also is one of the largest districts, covering Georgia, South operations through the right amount of security, but to regulate the Carolina, 95 percent of Florida, and the entire Caribbean basin – industry, as well,” Branham said. almost 2 million square miles – with a force of some 11,000 people, “We have a number of cruise ship ports here, including two of the about half Coast Guard Auxiliary and the remainder active duty top in the world. On an average day, we put about 17,000 passengers or Coast Guard Reserve and civilian employees. Operationally, it through District 7 ports, with six or seven ships routinely calling on comprises air stations, six sectors – Charleston, S.C.; Jacksonville, Miami alone every week, so it is a huge amount of work.” Miami, , and Tampa, Fla.; and San Juan, Puerto Rico; and Smaller recreational activities also are a major part of the district’s multiple subcommands. responsibilities. “I work almost daily with the Bahamas, Turks and Caicos, “We get a lot of scuba diving here, which is a challenge with so Haiti, Dominican Republic, Jamaica, Mexico, and, to some degree, many people in the water. We call the peak of the season the lobster Colombia, Panama, and lesser levels of engagement with a number mini-season – a two-day period when they let recreational divers in of others,” District Commander Rear Adm. Steve Branham said. before the commercial fishermen begin taking lobsters. This year we “We have bilateral agreements with 27 nations for law enforcement estimated 40,000 divers working from Palm Beach all the way around purposes. to Key West. You won’t see that type of thing happening in any other “Another unique aspect is the whole Sector San Juan, where you district,” he said. have a U.S. territory with a large number of citizens, not only in “The challenge is having a great number of divers out there, a lot Puerto Rico but also the U.S. Virgin Islands. You won’t find that of whom are infrequent recreational divers who get in trouble every characteristic in any other district except the 14th [Hawaii].” once in awhile. This year we counted five deaths in that area due to District 7 is, in fact, very active in all of the Coast Guard’s 11 some problem, from equipment malfunction to poor skills. And since missions but one – ice breaking. lobster mini-season ended, we’ve had another four die. We really “It’s really difficult to prioritize missions. The ones that probably work hard to educate the public and get the dive shops to make take the most of my time on a daily basis are illegal migration, drug people aware of the hazards they face out there.” smuggling, search and rescue [SAR], and all aspects of marine safety, Private boating also is a hallmark of Florida and the Caribbean, but I wouldn’t put those in any order of precedence,” Branham said. ranging from one-man kayaks to 150-foot super yachts. “Aids to navigation is also a big one, especially challenging in the “We also get a lot of repair work here and a lot of island trade remote areas of the Caribbean. But each is important and I wouldn’t coming into Miami, such as small freighters up to 200 feet long put one of those above the others. and small companies, which often have equipment or qualification “Clearly, illegal migration and narcotics garner a lot of headlines. problems,” Branham said. “We have a very strong relationship with And, of course, ports, waterways, and coastal security also is top the Georgia and South Carolina Department of Natural Resources, tier. Each mission takes a lot of personnel and resources, whether Florida Fish and Wildlife Conservation Commission, and Florida cutters or aircraft, full time or Auxiliary. The Coast Guard Auxiliary, Department of Law Enforcement marine units to enforce laws on for example, does huge work for us with respect to boating safety, boating safety and operating boats while intoxicated. given our very large and active boating population.” “In addition, on an average day in the district, we have District 7 also has a major relationship with the cruise ship approximately 100 commercial ships calling on our ports. Routinely, industry, including creation of a new Cruise Ship National Center a little better than half of that is container traffic; another good of Expertise in Miami, one of the primary cruise ship nodes in percentage carry petroleum products – one of the largest refineries

58 Coast Guard Outlook 2010

7th district.indd 58 11/2/09 12:32 PM DISTRICT 7 REGIONS

Coast Guard personnel offload approximately 2,500 pounds of marijuana, with an estimated street value of $1.6 million, at Coast Guard Base Support Unit Miami, Fla., Oct. 3, 2009. Crewmembers from the CGC Venturous seized the drugs along with four suspected smugglers in the Caribbean Sea Oct. 1, 2009.

in the world is located in St. Croix. Ships also bring LNG [liquified convey illegal migrants, primarily out of Cuba, to the U.S. and Mexico natural gas] into Puerto Rico and the Port of Savannah, [Ga.], which for as much as $10,000 a head. That’s a pretty lucrative business, if is now one of the top container ports in the country, rapidly growing you can get away with it, especially using stolen, disposable boats.” and already beginning to rival Long Beach, [Calif.].” A major concern – and operational mission – for the Coast Guard In addition to its international partners, the district’s law is not simply interdicting illegal migrants, but saving their lives at enforcement and security missions require close cooperation with sea. a wide range of other U.S. agencies, including Customs and Border “On the Haitian side, they are still leaving primarily in very Protection, Immigration and Customs Enforcement, the Transportation primitive sailboats they have been using for island trade for decades, Security Administration, the Federal Bureau of Investigation, the probably centuries. Most are overloaded. We recently had one hit a Drug Enforcement Administration, and U.S. Attorneys’ offices in reef off the Turks and Caicos and sink. We recovered about 118 alive, Miami, Tampa, and Puerto Rico. but believe, from interviews with survivors, who really don’t know “This year, to date, the migrant flow out of Cuba is down fairly exactly, that there may have been 200 aboard,” he said. significantly, which I attribute to a really aggressive interagency “There are an estimated 40,000 to 60,000 Haitians in the Bahamas enforcement campaign and to political and economic uncertainty in now, many looking for opportunities to come to the U.S. So smugglers both countries. With respect to Haiti, on the other hand, numbers will get a go-fast boat of some kind and try to make it across the are up,” Branham said. Straits of Florida from the Grand Bahamas or Bimini with a load of “Things have changed from as recently as a few years ago, when Haitians. That’s a pretty short run, but, trying not to get caught, they people were coming, especially from Cuba, aboard rafts and home- often force people into the water when they get close to the beach, if built boats. Today, it is more of a smuggling operation, where the we don’t intercept them first. And we are fairly successful, but some smugglers are stealing boats from south Florida and using them to do make it and, all too often, people drown.” U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Nick Ameen

Coast Guard Outlook 2010 59

7th district.indd 59 11/2/09 12:33 PM REGIONS DISTRICT 7

A boatcrew from CGC Harriet Lane transports Haitian migrants. The Harriet Lane’s crew interdicted and repatriated 247 Haitian migrants in April 2008.

District 7 includes migrants caught at sea in its SAR “Rescue 21 is now fully built out in the 7th District, numbers, even if their boat is still afloat, “because we truly which gives us tremendous capability to take the search believe we save their lives when we interdict them,” Branham out of SAR with an automatic direction-finding capability added. “At least 100 migrants have died at sea trying to get to and automatic recording of all radio conversations for the U.S. in the past year – and for every one that has died, we playback. If I get two lines of bearing from two different probably saved 10, which is a significant accomplishment.” antennas in the Miami AOR [area of responsibility] that Another unusual duty performed by District 7 is protecting says they have a problem, I can send an aircraft to U.S. Navy assets. that position and be very confident there is something “We have a maritime force protection team in Kings Bay, happening that needs our help,” he explained. Ga., with the singular task of protecting U.S. Navy high-value “That is combined with the 406 [megahertz] EPIRB units that operate in the area. They work very hard to make [emergency position indicating radio beacon], which sure nothing happens to those assets,” Branham noted. “The bounces a signal off a satellite that tells us who and when Navy knows we’re good at it, which is why it is primarily someone is in trouble. Every boater should have one. In my Navy-funded, but done by Coast Guard personnel.” view, that is as essential to a recreational boater as a life With all of the agencies working together with the Coast jacket; it vastly improves the likelihood of being rescued Guard on so many missions in District 7, it was only logical by taking out the guess work.” to create a sector-based operations center for them. Located From the Cruise Ship National Center of Expertise in Charleston, Project Seahawk provides a state-of-the-art to Seahawk, Rescue 21 to international and interagency command center for interagency planning and execution of cooperation, District 7 is on the cutting edge of efforts joint operations. to enhance Coast Guard mission success in an area “That should be the blueprint for the rest of the country that tends to challenge the limits of Coast Guard on how multiple agencies come together to share information capabilities. and coordinate operations in one place,” Branham said. “We “We’re working very closely with industry and our have a similar, but less robust and growing capability in the interagency partners to bring the right technologies to bear Port of Jacksonville.” for better situational awareness, on the ocean and in our Another major new asset now in operation is Rescue 21, ports, to properly apply the assets we have to higher risk an advanced command, control, and communications system issues,” Branham concluded. “That’s really the toughest created to better assist mariners in distress. part of managing any organization.” U.S. Coast Jennifer GuardU.S. Johnson photo by PA1

60 Coast Guard Outlook 2010

7th district.indd 60 11/2/09 12:33 PM anadarko.indd 1 10/19/09 1:44 PM REGIONS DISTRICT 8

District 8

By J.R. Wilson

istrict 8 is headquartered in New Orleans, La., and exercised in D8, most recently conducting a security exercise on the encompasses 26 states; the Mississippi, Missouri, Illinois, offshore oil platform. DTennessee, and Ohio rivers and their tributaries; the majority The security exercise on the Louisiana offshore oil platform of the Gulf Coast; and the offshore oil and gas energy sector. began as a tabletop exercise on Feb. 4, 2009, and became a full- Running from Perry, Fla., to the U.S.-Mexico border at Brownsville, scale exercise, April 22-24, in New Orleans that included Coast Texas, and from the Gulf of Mexico to the Canadian border, the 8th Guard operational commands, the Federal Bureau of Investigation Coast Guard District was created May 30, 1996, with the merger of (FBI), and personnel from the LOOP. The full-scale exercise the original 8th and 2nd Districts. This brought the nation’s major integrated the Maritime Security Response Team, supporting heartland, inland river system, and the Gulf Coast under a single Deployable Specialized Forces, the FBI, and Coast Guard tactical area of responsibility. commander and included the vertical insertion of personnel on Within this wide-ranging and geographically diverse district, the LOOP Marine Platform. This exercise was safely conducted in Coast Guard men and women conduct all of the service’s 11 missions. close cooperation with representatives from the LOOP to ensure This includes monitoring the icing in the northern rivers, that operations were not interrupted at one of the largest offshore conducting maritime security for military out-loads and critical oil transfer facilities in the United States. Conducting exercises infrastructure security, the day-to-day safety and prevention missions, like this is one way the Coast Guard ensures it is prepared to and search and rescue (SAR). The 8th District also conducts migrant respond and partner with maritime stakeholders in real life interdiction, counter-narcotic law enforcement, and the important response operations. stewardship missions of living marine resources enforcement and Some notable response operations included the spring 2008 pollution response. extensive flood-recovery operations in the western rivers. The upper The district’s work has come to be known affectionately as Mississippi River and the Illinois and Missouri rivers, as well as “Operation Gumbo” due to its wide array of challenges ranging from some of their major tributaries were affected by significant flooding responding to floods in the north to hurricanes along the Gulf, oil during this period. Rivers were closed a combined total of more spills that can impact our nation’s ability to move products, as well than 40 days due to floods that affected in excess of 750 miles of as our marine environment, and the day-to-day requirements of SAR waterways, 760 bridges, 11 locks and dams, and more than 95 marine and aids to navigation (ATONs). facilities, including a harbor closure in St. Louis, Mo. The states of “In 2008, there were more major events in D8 than other districts Iowa, Illinois, and Missouri were declared disaster areas with an experience in several years,” said Rear Adm. Mary Landry, District 8 estimated property damage greater than $3 billion. Thousands of commander. However, the 8th District did not respond alone; instead, tow boat/barge transits were affected up and down the inland river the district benefited from the adaptive force-packaging concept the systems with an estimated economic impact of $1 billion. The Coast service put in place based on lessons learned from both 9/11 and Guard conducted joint rescue operations and property protection , under the command title Deployable Operations activities in the affected areas resulting in 52 lives saved. More than Group (DOG). The district’s team was able to integrate support 3,500 ATONs were affected by flooding and their restoration was from the DOG, as well as other districts in the Atlantic area and a key driver in re-establishing maritime commerce critical to the even Coast Guard headquarters. The DOG had already trained and national economy.

62 Coast Guard Outlook 2010

district 8.indd 62 11/2/09 2:41 PM DISTRICT 8 REGIONS

Petty Officer 3rd Class Christopher Wheeler, a U.S. Coast Guard rescue swimmer, radios to a Coast Guard HH-65 Dolphin helicopter during a search and rescue case in Fargo, N.D., March 26, 2009. A Coast Guard airboat is behind him.

The 8th District also served as operational commander in a joint Hurricane Gustav battered the Florida, Mississippi, and Louisiana response with the 9th District in the spring of 2009 during the Red coasts, making landfall just south of Houma, La., Sept. 1, 2008, River flood response. leaving 1.5 million homes in Louisiana without power. Thirty-four In the stewardship arena, District 8 experiences a significant parishes were declared disaster areas and storm surges reached number of hazardous material spills due to the numerous facilities 11 feet, causing greater than $1 billion in damage, including major that line our waterways and the volume of shipping in the Gulf and damage to several Coast Guard stations. Gustav also triggered the along our intercoastal waterway and western rivers. In July 2008, largest evacuation in U.S. history. By mid-day Aug. 31, 2008, 96 Sector New Orleans responded to the collision of the chemical tank percent of offshore oil production in the Gulf of Mexico had ceased, ship Tintimora and the tank barge DM932 on the Mississippi River, and personnel were evacuated from 626 production platforms and causing a discharge of more than 6,730 barrels of No. 6 fuel oil. The 100 oil rigs. spill impacted more than 100 miles of the lower Mississippi River Ike made landfall Sept. 13, 2008, decimating both Galveston Island and affected four major ports, more than 1,000 commercial vessels, and Bolivar Peninsula, Texas, and other low-lying areas. With a 15- 205 regulated waterfront facilities, nine community drinking-water to 18-foot storm surge and 100 mph winds, damage resulted in $27 intakes, and four navigational locks, resulting in an impact in excess billion of destruction and was the third most costly hurricane in U.S. of $1 billion to the national economy. In total, 187,000 gallons of history, impacting 6 million people, destroying 3,400 homes and was oily liquids were recovered from on-water skimming and shoreline responsible for approximately 40 deaths. The 8th District’s response cleanup involving 220 response vessels, 12 skimming vessels, the employed 2,470 Coast Guard personnel from 192 units. Personnel high volume open sea skimmer barge, and more than 155,000 feet of saved 235 lives through 365 aviation sorties including more than boom deployment. The incident command post was composed of a 100 persons from Bolivar Peninsula in gale force winds as the storm multi-agency teams with more than 2,300 people from federal, state, approached. Sector Houston-Galveston also investigated 18 marine and local agencies, including service members from 20 different casualties, conducted nearly 300 vessel salvage cases, and handled units. And, in July 2009, the district worked an offshore pipeline leak, 250 maritime pollution events. Operations were conducted to resume in which skimmers and Environmental Protection Agency-approved commerce in this vital region as soon as possible. The Houston Ship disbursements were deployed to mitigate the impact. Channel was open to shallow draft traffic in two days and deep Later in 2008, Hurricanes Ike and Gustav battered the Gulf Coast. draft traffic in just four days. More than 200 of 265 Coast Guard- U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Brandon Blackwell

Coast Guard Outlook 2010 63

district 8.indd 63 11/5/09 3:37 PM REGIONS DISTRICT 8

regulated facilities were approved for operation within three weeks of the storm’s passage and 14 of 16 major refineries were approved for operations prior to their ability to receive cargo. An unprecedented ATONs’ restoration effort repaired or rebuilt 98 percent of the 1,340 discrepancies within two weeks. In addition to natural disasters, District 8 must also contend with preparing for and defending against those that are man-made. “We just went through a national-level exercise, NLE09, in which we simulated attempts by terrorists, using small explosive- laden boats, to hit oil and gas refineries on land and in the Gulf of Mexico. This was an exercise that included players from the president and his Cabinet all the way down to the deck plates with federal, state, local, and private-sector energy interests. Although not a field exercise with actual deployment of resources, DHS [Department of Homeland Security] did a fabulous job of planning and managing the simulation so that we all felt the pressure of the decisions we would need to make in managing risk to protect our nation’s critical infrastructure while mitigating the overall impact to the economy. Unlike 9/11 where every port in the nation was closed for several days, and agencies were not able to readily share or communicate intelligence information, the Maritime Security Act of 2002 and the work done by everyone in maritime security and intelligence-sharing allowed us to examine how we might focus our security efforts in a geographic region, and an infrastructure sector, while allowing other activities to proceed as normal. While we focus a tremendous amount of energy and effort Coast Guard HH-60 Jayhawk 6031 from Air Station Elizabeth City, on prevention, we must balance that with preparing to respond. N.C., flies over flooded areas in New Iberia, La., Sept. 14, 2008. Intelligence is the key component in prevention and the exercise Helicopter crews began flying over flooded areas looking for signs gave us a chance to see how we have come a long way since of people in distress after Hurricane Ike reached the Gulf Coast, causing tremendous devastation to many areas in Louisiana and 9/11, but more importantly it showed us what we could do to Texas. Coast GuardU.S. photo by Petty Officer 3rd Class Jaclyn Young

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district 8.indd 64 11/5/09 3:38 PM DISTRICT 8 REGIONS

After Hurricane Gustav, the road leading to the Coast Guard Aids to Navigation Station in Dulac, La., was covered with water Sept. 3, 2008. Damage was widespread following the storm, which included flooding, loss of electricity, and structural damage to countless homes and businesses in Louisiana.

take things to the next level. NLE09 also provided opportunities support of the departments of Transportation and Commerce or to examine how we might respond to mitigate the economic and working to keep the energy sector up and running after a storm societal impact of an incident,” explained Landry. in concert with the departments of Interior and Energy – we find “The district, and the Coast Guard, must make the most efficient ourselves interfacing on a daily basis with the broad spectrum of and effective use of limited resources, without overlaps or gaps. We users and stakeholders in the maritime arena. We keep in constant must constantly work across the various sectors to ensure we are dialogue with these agencies to ensure we understand their needs working in unison. ‘Are we better than we were during 9/11 and in the maritime domain. We also directly interface with the maritime Katrina?’ Absolutely. But we still have areas we can improve on community on a daily basis so that we can understand all the issues and certainly management of information and providing the critical at hand. And the whole time we are doing the work with and on elements of that information to the right people at the right level at behalf of external stakeholders and the American people, we are the right time is an evolving capability,” Landry stated. rebuilding internally so that we can evolve to meet the mission As evidenced from this broad range of activities, the 8th District requirements,” Landry said. offers an opportunity to engage in all 11 mission areas of the Coast So whether it is the exhilaration that comes from saving lives, Guard. “When doing our work in the areas of safety, security, and or the important behind-the-scenes work of rebuilding shore units stewardship, we call ourselves the honest broker among many impacted by the storms, D8 offers something for everybody. “We have competing interests. Our work in the maritime domain actually has to be flexible in understanding the important and unique role we us representing many federal Cabinet-level agency equities – whether have in the maritime domain on behalf of the Coast Guard and the it is facilitating commerce or conducting fisheries enforcement in Department of Homeland Security.” U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Etta Smith

Coast Guard Outlook 2010 65

district 8.indd 65 11/2/09 2:42 PM REGIONS DISTRICT 9

District 9

By Craig Collins

hen the district that calls itself “Guardians of the Great Breaking the Ice Lakes” claims to be unique compared to the other Coast W Guard districts, it may have a case. The freshwater Economically, the Great Lakes region is one of the most important environment provides widely shifting mission requirements between areas in North America. Approximately 70 percent of the nation’s summer and winter. These seasonal demands require the district’s automobiles are produced in the Great Lakes basin, and much of guardians to shift gears, adapt, and learn additional qualifications the nation’s steelmaking capacity remains in the region. The Great that don’t exist in all other Coast Guard districts. Additionally, there Lakes are used today as a major mode of transport for bulk goods, is a higher environmental sensitivity in a freshwater ecosystem. including taconite iron concentrate, grain, potash, and coal. Headquartered in Cleveland, Ohio, where the U.S. Lighthouse From December to April, the major obstacle to this commerce Service built Ohio’s first lighthouse in 1829 at the mouth of the and transport is ice. The 9th District’s fleet of icebreakers, including Cuyahoga River, the 9th District is responsible for all Coast Guard the CGC Mackinaw, five 140-foot Bay-class cutters, and two 225- operations throughout the five Great Lakes, the St. Lawrence foot multi-mission buoy tenders, is the busiest in the nation, and Seaway, and parts of the surrounding states – an area that includes the facilitation of cold-weather navigation is the main driver of its 6,700 miles of shoreline, 1,500 miles of international border with ice breaking mission, according to Cmdr. Kevin Dunn, chief of the Canada, and spans an area from upstate New York to northern 9th District’s Waterways Management Program. Minnesota. “Much of U.S. industry is centered around the Great Lakes, and In the 9th District, approximately 7,700 active-duty, Reserve, the fact that you can move something by ship, which is much civilian, and volunteer men and women serve a region that contains less expensive than by a train or by truck, offers a competitive one-tenth of the U.S. population and more than one-fifth of the advantage,” said Dunn. “So if they can keep their ships moving for world’s fresh lake water. The district is divided into four Sector a longer period of time, that reduces stockpiling costs, and it also Commands: Detroit, Sault Ste. Marie, Buffalo, and Lake Michigan reduces the number of ships that have to be in the Great Lakes (in Milwaukee, Wis.); it includes two air stations in Detroit and fleet. There are a lot of economic advantages to keeping ships Traverse City, Mich., where the Coast Guard’s HH-65 Dolphin moving.” helicopters carry out multiple missions, including search and rescue Much of the Coast Guard’s Great Lakes ice breaking operations (SAR) and law enforcement. The district contains 47 smallboat are conducted at what Dunn calls “choke points,” bottlenecks that stations, more than any other district in the United States. Some form at places like the Straits of Mackinac or the Detroit River, of these units have flat-bottomed airboats, adapted from use in the where ice is most likely to form. In an average ice season, the ice southern swamps that can travel over land, water, or ice, and are breaking fleet enables the movement of 20 million tons of cargo, crucial to the ice rescue mission or flood relief assistance. accounting for about 15 percent of the Great Lakes’ annual $2 On an average day in the Great Lakes, the Coast Guard saves 15 billion total. lives, responds to 90 SAR cases and 11 oil or hazardous substance Navigation isn’t the only reason for ice breaking on the Great spills, services 140 aids to navigation, and saves $2.8 million in Lakes. In conjunction with the U.S. Army Corps of Engineers, the property. Coast Guard occasionally breaks “ice dams,” masses of ice and

66 Coast Guard Outlook 2010

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The CGC Neah Bay (WTGB 105, a 140-foot Bay-class tug) breaks ice in the Great Lakes area approximately 50 miles east of Grosse Isle, Mich., Jan. 21, 2009. The Neah Bay, homeported in Cleveland, Ohio, participated in the 9th Coast Guard District’s Operation Coal Shovel. Under tactical command of Sector Detroit personnel, Operation Coal Shovel performs ice breaking operations in all of Lake Erie, the Detroit River, Lake St. Clair, the St. Clair River, and a majority of Lake Huron.

debris that cause water to pool and flood communities during the winter. In recent years, the area’s traditional ice fishermen have spring melt, along navigable waterways. Icebreakers also facilitate increasingly shared the ice with a newer generation of visitors who, the Coast Guard’s other missions, such as SAR and emergency with the use of snowmobiles are all-terrain vehicles, often venture assistance to passenger ferries or the region’s many isolated several miles out onto lake ice. communities. The Coast Guard has always made the attempt to rescue people “We have island communities here in the Great Lakes,” said who have either fallen through the ice or become trapped on Dunn, “and if one were cut off and couldn’t get their fuel delivery, drifting floes, but given the growing number of winter visitors to or they’re getting ready to run out of heating oil or something the ice, the 9th District has recently standardized the training like that, we would facilitate that. That would be a high priority courses for its ice rescuers and formed a center of expertise, the Ice for us.” Capabilities Center of Excellence, at Station Saginaw River, Mich., which has historically been among the busiest smallboat stations Ice Rescues during the ice season. One of the largest and most dramatic ice rescues in U.S. history The people of the Great Lakes have always treasured the region’s occurred in February 2009, when a slab of ice 8 miles long and recreational opportunities, and they are renowned for their love of 1 mile wide broke free of Ohio’s Lake Erie shoreline, stranding U.S. Coast GuardU.S. photo by Air Station Detroit

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Petty Officer 3rd Class Kent-Erik Hedberg, Marine Safety Detachment Massena, N.Y., peers through a refractometer at a sample of ballast water from the M/V Eider, in Montreal, Canada. The U.S. Coast Guard inspects all vessels’ ballast water before they enter the Great Lakes to prevent invasive species from inhabiting the fragile ecosystems.

about 130 fishermen. Chief Greg Zerfass, executive petty officer at Holding the Line Against Invasive Species Station Marblehead, Ohio, was among the Coast Guard rescuers on hand. The Great Lakes, home to the nation’s largest freshwater ports, “It was about 60 degrees that day, and we had a strong south form the front line in an intense environmental battle against wind,” he said. “It was a busy day.” the encroachment of non-native plant and animal species in Station Marblehead’s specialized airboats enabled Coast Guard U.S. waters. In the past few decades, several non-native species, rescuers to ride across the ice and ferry people to an evacuation including the zebra mussel, the sea lamprey, the Eurasian ruffe, point on the southern edge of the ice floe, where helicopters from and the round goby, have been discovered in the Great Lakes, Detroit and Traverse City helped transport them to dry land. apparently introduced by the release of ballast water taken in at “Our unit was able to pull 92 people off,” Zerfass said, “and the rest freshwater ports in other parts of the world and then released into were rescued by other agencies or managed to get off on their own.” the Great Lakes. The lone fatality of the day was a 65-year-old man who died of Since 2004, the Coast Guard has overseen a mandatory ballast heart failure after falling through the ice in an attempt to find a water management program to prevent the introduction and safe crossing. spread of these non-native species, which have proven extremely The district’s airboats, along with three Dolphins and 47 destructive to the economies and ecosystems of the Great Lakes. personnel, proved useful about a month later in response to mass To ensure compliance with this program, which essentially flooding on the Red River in Minnesota and North Dakota. The first requires ships to either retain ballast water or to discharge aircraft and crew were launched within six hours of the request for it into the saline environment of the ocean during transit, the help, and within 24 hours, they were rescuing the first half-dozen Coast Guard has joined with Transport Canada, the St. Lawrence flood survivors. Seaway Management Corporation, and the Saint Lawrence Seaway “We found during Hurricane Katrina and some other flood Development Corporation to inspect nearly every ship that enters operations that the airboats work really well in environments where and leaves the Great Lakes via the St. Lawrence Seaway. In 2008, you couldn’t have enough water to run a normal boat,” Zerfass said. 99 percent of the ships coming into the Seaway from overseas were “These airboats only require about 6 inches of water to run in. They inspected, with 96 percent through direct sampling, a dramatic are a good way of getting people supplies, evacuating people, or increase from 74 percent a year earlier. Of those inspected, 98.6 getting around in flooded streets.” percent of the ships were found to be in compliance. U.S. Coast GuardU.S. photo by Petty Officer 3rd Class William B. Mitchell

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The current inspection system is a solid one, and has finally achieved a level of completeness that has reduced the chance of aquatic invasive species being introduced through ballast water to an extremely low level, but it’s not perfect according to Cmdr. Tim Cummins, deputy of the 9th District’s Prevention Division. “The Coast Guard’s long-term goal,” said Cummins, “is to determine an environmentally protective, concentration-based ballast water discharge standard, allow industry to develop equipment to meet that standard, and then get that equipment approved and on the vessels.” Aquatic nuisance species were hardly on the radar when the Coast Guard’s predecessors first began operating on the Great Lakes nearly two centuries ago, but 9th District’s personnel, like the people of the region they serve, have proven resilient and ready. When the venerable symbol of the 9th District, the Mackinaw, was retired in 2006 after earning such nicknames as “Queen of the Lakes” and the “Great White Mother,” it was promptly replaced by a state-of-the-art buoy tender/icebreaker that, like the Coast Guard, is designed not for one mission, but for several, including SAR, buoy tending, domestic ice breaking, homeland security operations, pollution response, law enforcement, and public affairs. The current Mackinaw is a fitting symbol for the 9th District: proud of its tradition and nimble enough to adapt and meet new challenges.

Petty Officer 2nd Class Joshua Kaiser awaits rescue during ice rescue training in Bay City Park, Mich. The training was part of the Coast Guard’s annual Ice Rescue Train the Trainer course

U.S. Coast GuardU.S. photo by Petty Officer William B. Mitchell at the Ice Capabilities Center of Excellence.

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9th district.indd 69 11/5/09 9:31 AM REGIONS DISTRICT 11

District 11 Guardians of the Gateway to the Pacific

By Craig Collins

he Coast Guard’s history on the West Coast began during the the District 11 in July 2009. He also noted that if the containers were Gold Rush in 1848, when the Revenue Cutter C.W. lined up end to end, they would encircle the Earth and overlap it by T Lawrence was sent to San Francisco to exert the authority another 5,000 miles. of the U.S. government and fulfill a characteristically multi-mission role, in which its captain and crew acted as judges, customs agents, Securing the Ports – at Home and Abroad rescuers, scientific surveyors, and law-and-order men who, among other things, put down several mutinies among the riotous crews of Given the strategic significance of these assets, port safety and the region’s merchant ships. security have become an area of extreme focus for the district. Fittingly, it is a town on the east shore of San Francisco Bay – One of the Coast Guard’s handful of Port Security Units (PSUs) – Alameda, Calif., just south of the Port of Oakland – where both deployable units organized for sustained force protection operations the Coast Guard’s Pacific Area Command and District 11 are overseas – is stationed next to the Port of Los Angeles, in San Pedro. headquartered today. The district encompasses California, Nevada, When not deployed, PSUs may operate in U.S. territorial waters under Utah, and Arizona. In its leadership role in U.S. counter-drug activity, the Coast Guard, or in foreign waters as part of the Naval Coastal the district’s area of operations extends over the vast Eastern Pacific Warfare Squadron. area to the coasts of Central and South America. In December 2008, PSU 311 became part of an effort to increase There are 2,600 active-duty, Reserve, and civilian personnel Coast Guard support of U.S. military operations when it was deployed who work at 48 different units under three Sector Commands: San to Kuwait for a seven-month deployment that ended July 1. The unit Francisco, San Diego, and Los Angeles/Long Beach. In fiscal year was part of a joint forces operation with the U.S. Navy and U.S. Army, 2008, the district’s units responded to 2,614 search and rescue cases Combined Task Force 56.5, in support of Operation Iraqi Freedom. – saving 503 lives and $14 million in property – conducted 2,572 The task force was charged with providing harbor defense and port commercial vessel inspections and 2,243 Port State Control boardings, security for Kuwait and maritime approaches to Iraq, including Iraqi and issued 8,942 merchant mariner documents and licenses. oil platforms. District 11 contains several of the nation’s largest ports – the At home in California, the 11th District recently became the first to ports of Los Angeles and Long Beach, which account for 40 percent have two air stations with armed helicopters, as a further roll-out of of the nation’s cargo imports, rank first and second in port size, its Airborne Use of Force (AUF) program for deterring terrorist attacks. respectively, while Oakland is the nation’s fifth largest. The weight Air Station San Diego, given its proximity to the maritime border, was of the container cargo that entered the ports of Los Angeles and the first in California to install AUF equipment – gun mounts, M14T Long Beach last year was 24.5 times the weight of the Hoover Dam, rifles, and machine guns – on its helicopters, and to train gunners in according to Rear Adm. Joseph Castillo, who assumed command of AUF. Air Station San Francisco followed in early 2009.

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With a sizeable port – Oakland is the fifth largest in the nation – along with high ferry-traffic volume and an iconic structure such as the Golden Gate Bridge, all of which need protection, the San Francisco Bay Area became a prime candidate for AUF capability, said Cmdr. Samuel Creech, commanding officer of AirStat San Francisco. As Cmdr. Joe Buzzella, operations officer and lead helicopter pilot at AirSta San Francisco, points out, the AUF capability is intended for one thing only: “We now have the ability to shoot out of our aircraft and stop a terrorist attack, if we perceive one, on a major vessel or infrastructure here in the United States.” The Coast Guard’s pilots and marksmen receive intensive training to help them identify and respond to a terrorist situation. Marksmen are selected only after passing a rigorous screening. They then engage in blank-firing exercises, which includes role-playing on the ground and in the air. They hone their skills by undergoing live-fire training over an aerial practice range about 150 miles south of San Francisco. Despite the potential drama of armed helicopters and terrorist attacks, Castillo is eager to point out the preventive work quietly performed every day in the 11th District. “Our port security missions are vital, but so are the safety missions,” he said. “You could tie the port up with a ship that grounds or sinks in the harbor entrance, the same as you could with an attack of some kind. I think our prevention work will only grow in importance as time goes on.”

A Leading Role in Drug Interdiction The Airborne Use of Force has been a Coast Guard capability since 1998, but has only recently become an anti-terrorist measure. It began as a counter-drug measure, to enable aerial marksmen to fire warning shots over drug-running boats and, if the suspected traffickers cannot be persuaded to stop, to fire directly at their engines. In recent years, Coast Guard aerial marksmen have become increasingly involved in the eastern Pacific, as activity in the Transit Zone – the maritime approaches to the United States from Central and South America – has gradually shifted there from the Caribbean. This shift, said Capt. Kevin O’Day, chief of response for the District 11, has placed Crewmembers of the CGC Aspen prepare to offload 207 bails of marijuana to a pier in San Diego, Calif., March 22, 2009. The Aspen’s crew, a C-130 crew from Air Station Sacramento, much of the U.S. counter-drug effort and Maritime Safety and Security Team Galveston personnel worked with the Mexican navy directly under the district’s jurisdiction. to seize more than eight tons of marijuana and four smuggling suspects. “The Coast Guard is the lead, and we use our own cutters and Navy frigates as platforms to carry our law enforcement teams,” said O’Day. “We’re the tactical U.S. Coast Henry GuardU.S. photo by PA3 G. Dunphy

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commander for the ships when they are on a case, directing their actions through intercept, and then we’re in charge of the post-seizure logistics and case package preparation.” The year 2008 was a landmark year in the fight against one of the most recent trends in drug smuggling: the self-propelled semi-submersible (SPSS). Barely visible on the ocean’s surface and nearly undetectable by radar, the SPSS runs almost even with the waterline, and is outfitted with a valve that enables the crew to flood the sub, sinking it and its cargo, and floating free. Over the past 12 months, O’Day said, the district has been involved in 15 separate SPSS cases. Until 2008, said O’Day, SPSS drug cases promptly became search and rescue operations once the evidence – typically, tons of cocaine – had been sent to the bottom of the ocean, but that has changed thanks to a pair of successful covert operations, orchestrated by the 11th District. In September 2008, Coast Guard Law Enforcement Detachments conducted stealth boardings of SPSS craft, capturing both the smugglers and their contraband – about 7 tons of cocaine. The smugglers of a self-propelled semi-submersible (SPSS) drug-trafficking vessel In October 2008, Congress passed the Drug prepare to abandon their boat before being intercepted and detained by the Coast Trafficking Vessel Interdiction Act of 2008, Guard approximately 150 miles northwest of the Colombia-Ecuador border Jan. 8, 2009. which makes it illegal for an SPSS to operate A dozen suspected drug traffickers were apprehended in the eastern Pacific Ocean covertly in international waters – for any reason. following the interception of three SPSS vessels within nine days, which included the Jan. 15 interdiction by the crew of the San Diego-based CGC Chase. The legislation gives the Coast Guard authority to board an SPSS at any time. On Jan. 15, 2009, the San Diego-based CGC Chase interdicted another SPSS, and in July 2009, the district’s new CGC Bertholf intercepted four drug-running boats off the coast of Guatemala. Four alleged smugglers were taken into custody during the operation, during which the Coast Guard worked MDH closely with Guatemalan officials. HEADSET “I think our international outreach with our Fits underneath most helmets partner nations is the key to our success,” including said O’Day. “We have operational procedures PASGT, MICH in place with Ecuador and Colombia, and we and ACH have bilateral agreements with many countries. Panama is an important partner, because of its logistic location. A lot of these go-fasts from PORTABLE Colombia stay along the shoreline and cut into TRANSCEIVER Panamanian waters. That relationship is one of For wireless, hands-free our most significant, just because of where the communication drugs are falling right now.” To Castillo, the district’s fight against illegal drug smuggling is but one example of how it fulfills its mission. “The most important thing CREW we do is save lives, of course,” he said. “And CONNECTION POINT sometimes we do that by stopping drugs and the Wired access & poison they bring to our kids and other people in power to support the United States. Sometimes we do it by pulling ANR headwear and charge portable somebody out of the water. But sometimes we

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Coast Guard Outlook 2010 73

district 11.indd 73 11/2/09 6:25 PM REGIONS DISTRICT 13

District 13 Guardians of the Pacific Northwest

By Craig Collins

he first Russians and Europeans to explore the coast of the Yaquina. The rough surf demands a different breed of Guardians, Pacific Northwest in the 1700s encountered some of the many of whom are trained at the National Motor Lifeboat School T roughest seas in the world: stormy weather, driven south from (NMLBS), a unique Coast Guard training center that is the only school Alaska, drove breakers onto a narrow continental shelf where they for rough weather and surf rescue operation in the United States. The ran head-on into mountain river currents, unbroken by deltas, that NMLBS is recognized internationally as a center of excellence for spewed like flumes into the ocean. The sediment deposits at the the operation of heavy boats; the district’s coastal fleet contains not mouths of these rivers formed treacherous “breaking bars,” where 25- only the newer, state-of-the-art, 47-foot motor lifeboat, with a sealed to 30-foot surf was not uncommon. The region promptly earned the cockpit and self-righting hull, but also the four “old workhorses” – name “Graveyard of the Pacific,” and in its recorded history, about 52-foot self-righting boats, in operation since the 1960s, that, given 2,000 large ships have sunk on or around the bar of the Columbia their range of 1,200 miles, have proven invaluable as towing vessels. River – where the Pacific Northwest’s first life-saving station was AirSta Port Angeles recently launched an initiative to export its established in 1877, at Cape Disappointment. surfman training to other installations, in order to enable its trainers Today, those conditions drive much of the work of the U.S. to go where the weather is. At stations Coos Bay and Umpqua River Coast Guard’s 13th District – an area encompassing the states of on the coast, surfmen have undergone several days of surf Washington, Montana, Oregon, and Idaho. The word “surf” has training in swells as high as 18 feet. In the meantime, the district permeated the language of the district. Most of its coastal smallboat has put together a standard curriculum for exportable surfman stations are “surf stations,” where surf greater than 8 feet occurs at training, to encourage more Guardians to earn their Surfman Badges. least 10 percent of the year, and the crewmembers who venture out The NMLBS’s air counterpart, the Advanced Helicopter Rescue to lend assistance to mariners are “surfmen.” School, at AirSta Astoria, is where helicopter pilots and crews are Headquartered in Seattle, Wash., much of the district’s work is trained for rescues in conditions that involve cold water, high seas, focused on the area’s major port complexes of Portland and Puget and rocky cliffs. A distinguishing characteristic of the work in the Sound, where its two sector commands are located. The coast is Pacific Northwest is the proximity of tall mountain peaks to the administered by three different installations: Group/Air Station Port coastal areas, and the Coast Guard is called upon regularly to conduct Angeles, on the Strait of Juan de Fuca at the mouth of Puget Sound; search and rescue operations in inland mountain areas throughout Group/AirSta Astoria, at the mouth of the Columbia River; and the region. In fact, several of its HH-65 Dolphin helicopters were Group/AirSta North Bend, at Coos Bay on Oregon’s southern coast. upgraded just two years ago to enable them to climb higher in the peaks throughout Washington’s Olympic Peninsula. The Graveyard of the Pacific In the past year, AirSta North Bend has taken steps to improve its own mountain flight training. In coordination with the pulp Most of the 13th District’s surf stations are located near the and paper manufacturer, Weyerhauser Company, the station has breaking bars of rivers such as the Columbia, Umpqua, Chetco, and established a mountain training area that provides a challenging,

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Coast Guard personnel from Maritime Safety and Security Team 91107, homeported in Honolulu, Hawaii, provide a security escort for the Nimitz-class aircraft carrier USS John C. Stennis, homeported in Bremerton, Wash., as it transits Puget Sound Sept. 14, 2009. Puget Sound is the 13th District’s area of responsibility, where the Coast Guard operates the largest Vessel Traffic Service in the United States.

safe, and realistic opportunity to prepare North Bend aircrews for the these losses, the 13th District launched Operation Safe Crab, a types of cases they are likely to encounter in the area. voluntary dockside inspection program, at the beginning of the 2007- Of course, the Coast Guard prefers to avoid situations in which 2008 crab season. “We’re trying to board as many of the vessels as people require rescue from the rugged peaks or rolling surf of the we can before they leave the pier,” he said, “to ensure all their safety Pacific Northwest. Its regulations and vessel safety programs are gear is up to speed and that everybody is ready to go. It’s a voluntary designed to keep mariners, commercial fishermen, and recreational program if you’re boarded in port.” boaters safe off the coasts of Washington and Oregon. According to Capt. Bruce Toney, chief of contingency planning Guarding the Ports for the district, the service has recently focused its attention on the region’s river bars. “There have been some looks into potential ways The port systems of the Portland and Seattle areas are among the to regulate which boats – which sizes and capabilities – are going to nation’s most significant. The Port of Portland’s marine terminals be allowed to cross a bar at a given time,” he said. “That’s kind of an export the largest amount of wheat from the United States, and it is ongoing project, to make breaking bar operations safer, and working the fifth-largest port for tonnage. In Puget Sound, the Coast Guard with industry and the recreational boating community.” operates the largest Vessel Traffic Service in the nation, monitoring Despite the Bering Sea crab fisheries’ reputation for containing 230,000 vessel movements a year over an area of 35,000 square miles the “Deadliest Catch,” Toney said, the Dungeness crab fisheries of that includes ports such as Seattle, Tacoma, Olympia, Everett, and Washington and Oregon have statistically been the most dangerous Bellingham, and extends to Cape Flattery, at the northwestern tip in the nation, with several vessels lost in recent years. To combat of the Olympic Peninsula. Vessel transits in the area are comprised U.S. Coast GuardU.S. photo by Petty Officer 2nd Class Zac Crawford

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mainly of large commercial and government craft – freighters, container ships, tankers, tugs, fishing vessels, tour boats, and the nation’s largest ferry system, which carries 24 million passengers annually. Some of these transits involve the nation’s most valuable naval assets. “A lot of activity in the 13th District is centered on providing security escorts for naval vessels,” said Toney, “whether it be submarines or what we call the high-value vessels, particularly aircraft carriers, and the various military sealift command ships coming in with military outloads of, say, cargo headed to the war zones or retrograde material, such as damaged equipment, being brought back. We spend a large number of operational hours, particularly our patrol boat fleet here in Seattle, providing those security escorts to Navy assets.” The 13th District escorts include a unit known as a Maritime Force Protection Unit, one of only two in the nation formed and trained specifically to escort Trident ballistic-missile submarines to and from their homeports. According to Capt. Ted Lindstrom, the retired commander of the CGC Healy who today works in the 13th District’s Enforcement Branch, one of the greatest challenges posed by Puget Sound is the labyrinthine maritime border its islands and channels form with Canada. “Up here, the border runs between Vancouver Island and the San Juan Islands,” said Lindstrom. “And there’s a lot of boating traffic that’s just up there, enjoying the area, whale watching or fishing, and one minute they can be on the Canadian side and the next minute they can be on the U.S. side. And if they don’t have a good chart plotter, they may not even know that. A lot of bad guys use that to their advantage.” In August 2009 alone, Coast Guard and customs officials seized a shipment of ecstasy coming across the Strait of Juan de Fuca to Neah Bay, as well as a marijuana shipment in the San Juan Islands that had come from Canada. In the same month, Ryan Alexander Jenkins, suspected of killing his wife in San Diego, fled into Canada through the unusual U.S. exclave of Point Roberts, a tiny appendage of land hanging below the 49th parallel south of the Vancouver suburbs. By skirting the busy border checkpoint at Blaine, Wash., said Lindstrom, Jenkins “used the porosity of the maritime border up here to make his escape.” In May 2009, to increase interoperability in enforcing the international border, the United States and Canada formalized Shiprider, a joint-patrol program that has been in place, off and on, since 2005. Shiprider places Coast Guard personnel and Royal Canadian Mounted Police together on patrol boats. Students and instructors at the Coast Guard’s National Motor “When we do that jointly,” said Lindstrom, “we can enforce Lifeboat School (NMLBS) in Ilwaco, Wash., operate 47-foot the laws on both sides of the border from the same platform. motor lifeboats in heavy surf. NMLBS is a unique Coast Guard We don’t use this tactic or tool every day, but we have been training center that provides instruction on operating in rough spearheading it and developing it here in Seattle to deal with surf and weather, and is the only training facility of its kind the challenges we experience on the border. And we know in the United States. that it’s going to be a key security element to the upcoming Vancouver Winter Olympics in 2010.” Such collaboration and interoperability is an important goal in Sector Seattle, as it is throughout the Coast Guard, standing watch there at the center. We have the Navy in accord with the Safe Port Act of 2006. The new sector presence there for the submarine movements here in Seattle. command building, completed in 2006, includes the state-of- We’ve got U.S. Customs and Border Protection there helping the-art Joint Harbor Operations Center (JHOC), the fourth such us in vetting the ships that are coming into port, making sure U.S. facility jointly established by the Coast Guard and the they’re secure and safe, and we have the Washington State U.S. Navy with the goal of increasing interoperability among Patrol standing watch with us.” all key federal, state, and local maritime stakeholders. Tumbarello expects other state and federal agencies to “The JHOC has made us much more efficient in terms come on board as the JHOC’s capabilities gain renown – of our capability,” said Cmdr. Leonard Tumbarello, deputy furthering the 13th District’s reputation as Guardians of the commander of Sector Seattle. “It’s not just the Coast Guard Pacific Northwest. Photo by Petty Officer 3rd Class Jeff Pollinger

76 Coast Guard Outlook 2010

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077.indd 1 10/29/09 10:15 AM REGIONS DISTRICT 14

District 14 Fighting the “Tyranny of Distance” in the Vast Pacific

By Craig Collins

he 14th District headquartered in downtown Honolulu was Because of the vast distances involved, they don’t have the fuel established in 1944 during reorganization within the Coast capacity endurance to be able to effectively accomplish this mission. T Guard. However, the Coast Guard’s presence in the Central As a result, we have to rely heavily upon our buoy tenders.” The and South Pacific Ocean dates to 1850, when the Revenue Cutter district’s two high-endurance cutters, the CGC Rush and the CGC Cornelius W. Lawrence visited Hilo and Honolulu. Since that time Jarvis, fall under the Pacific Area command and perform relatively the service has been many things to those in the 14th district: a few missions directly for the district. “They’re homeported here,” said marine policeman; a doctor; a protector of life and a guide to safe Young, “but most of their patrols are conducted either up in Alaska, harbors. for fisheries, or off South America in the eastern Pacific for counter- Today, the 14th is comprised of more than 2,100 active duty, drug operations. Very rarely do we get them to work directly for us Reserve, civilian, and volunteer Auxiliary personnel. It is one of here because of their other assigned missions.” the smallest districts in terms of personnel and installations, with two sector commands in Honolulu and Guam; four small boat Forming an Historic Partnership stations at Honolulu, Kauai, Maui, and Apra Harbor, Guam; and one air station, Air Station Barbers Point, from which C-130 aircraft The 14th District also relies heavily on the long-range capabilities and HH-65 Dolphin helicopters conduct search and rescue and of its four C-130 aircraft, which Young calls “our bread and butter.” maritime surveillance patrol missions. Sector Prevention Divisions The relatively small number of assets, charged with protecting such in Honolulu and Guam, along with Marine Safety Detachments in a vast area of the Pacific, has spawned an expression within the and American Samoa, inspect merchant vessels and port district: the Tyranny of Distance. According to Lt. Cmdr. Jay Caputo, facilities. Additionally, Activities Far East (FEACT) in Japan with a the 14th District’s chief of Living Marine Resources, this challenge Marine Inspection Detachment Office in Singapore is responsible of distance to Coast Guard resources in the Pacific increases the to inspect U.S.-flagged vessels operating in Asia as far west as the temptation of foreign fishing vessels to go after resources within Indian Ocean. U.S. EEZs. “They know these areas are so remote, the likelihood of Despite its relatively small contingent, the 14th has the largest us having a vessel or an aircraft down there is slim,” said Caputo. area of responsibility of any of the Coast Guard districts: about 12.2 “And their payoff is huge. Even with the fines that get collected years million square miles. In addition to the state of Hawaii, it contains down the road, I think some of the vessels just chalk it up to the several U.S. commonwealths and territories, including American cost of doing business.” Samoa; Guam; the Commonwealth of the Northern Marianas Islands; “Knowing that the Coast Guard is truly a multi-mission service, and the remote Pacific Island areas of Wake, Kingman/Palmyra, we have to balance our response for law enforcement with other Jarvis, Johnston Atoll and Howland/Baker. In fact, 43 percent of mission considerations such as homeland security and search and the total 3.4 million square miles of U.S. Exclusive Economic Zones rescue,” Young said. “At times, operational responses becomes a (EEZs) – inland and oceanic waters that project 200 miles outward matter of competing mission priorities.” from the nation’s 90,000 miles of coastline – lie within this region, The Coast Guard has a long history, however, of leveraging which spans eight time zones. its assets in the region. It works closely with other nations that These 12.2 million square miles are the district’s defining feature, have similar interests and resources in the region – Australia, New according to Commander Mark Young, Chief of Enforcement for the Zealand, and – as well as enforcement counterparts with 14th District. “We have to make do and complete our mission with many of the small Pacific island nations. In addition, the Coast Guard the limited inventory of enforcement assets at our disposal,” he leverages its relationship with the Forum Fisheries Agency (FFA) says. “Our small patrol boats can’t be used for enforcing our EEZs. and the Western and Central Pacific Fisheries Commission (WCPFC),

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Lt. Andy Vanskike, of District 14’s Enforcement Branch, and Mic Murray (center), with the Australian Federal Police, are liaisons who collaborate to leverage common assets and operational mission sets in the Pacific; to this end, the U.S. Coast Guard works closely with its partner nations, such as Australia, New Zealand, and France, as well as with the Forum Fisheries Agency, the Western and Central Pacific Fisheries Commission, and the U.S. Navy.

organizations that provide for not only regional enforcement The success of the joint operation has both services contemplating cooperation, but also the authority and jurisdiction to conduct high- another effort during the Crommelin’s return voyage. “Upon the seas boardings on Member fishing vessels to promote the long-term completion of their assigned mission, they’re going to be coming conservation and sustainable use of highly migratory fish stocks in back through the region back to homeport,” said Caputo, “and we’re the area – especially the bigeye and yellowfin tuna. thinking about leveraging this opportunity to support us and our In the summer of 2009, the Coast Guard gained another valued partners as an effective force multiplier.” partner in its fight against illegal fishing in the Pacific: the U.S. Navy. On June 15, law enforcement officers from the 14th District joined Guardians of the Pacific the crew of the USS Crommelin, a Navy frigate, to support increased maritime domain awareness and fisheries enforcement in Oceania. The 14th District’s fisheries enforcement mission became more According to Caputo, the Coast Guard worked in conjunction complicated in January of 2009, when then-President George W. Bush with the commander of Destroyer Squadron 31, headquartered in proclaimed three new Marine National Monuments: the Marianas Honolulu, over the past year outlining the concept of U.S. Navy Trench, Rose Atoll, and Pacific Remote Islands Marine National support to the Coast Guard in this mission area and the Navy Monuments. The seven-island Pacific Remote Islands Marine responded enthusiastically to the request. “They conduct regular National Monument covers a total of 86,607 square miles, including transits across the Pacific to their operation areas,” Caputo said, areas to the far south and west of Hawaii: Kingman Reef, Palmyra “but typically in the past they haven’t conducted any surveillance Atoll, Howland Island, Baker Island, Jarvis Islands, Johnston Atoll, specifically supporting the Coast Guard.” For several weeks, the and Wake Island. Coast Guard and the Navy monitored and looked to deter illegal These three new monuments come on the heels of Bush’s fishing during the Crommelin’s transit, which included visits to the designation, three years earlier, of the largest Marine Protected Marshall Islands and Micronesia. During the deployment, Navy area in the world: Papahanaumokuakea Marine National Monument, and Coast Guardsmen documented suspicious activity in the area, which encompasses 140,000 square miles in the Northwestern photographing and recording vessel positions while making radio Hawaiian Islands – more than all the U.S. National Parks combined. contact with vessel captains. In turn, this information was provided It isn’t the size of these areas alone that makes enforcement to the Coast Guard and their regional enforcement counterparts for so challenging, says Caputo; it’s the patchwork of enforcement potential follow-up enforcement action. responsibilities they create within U.S. territorial waters. “By U.S. Coast GuardU.S. photo by Petty Officer Michael De Nyse

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A U.S. Coast Guard Air Station Barbers Point C-130 flies over USS Crommelin, homeported in Pearl Harbor, Hawaii, and the FSS Independence, a patrol boat from the Federated States of Micronesia, patrolling in the western Pacific Ocean. The Coast Guard and Navy have partnered to support fisheries enforcement and maritime domain awareness in Oceania.

presidential proclamation,” he said, “these are areas where 10,000 endangered humpback whales migrate every year from Alaska commercial fishing is prohibited. So I have a 200-mile EEZ I to mate, calve, and nurse. used to patrol, and additionally I’ve got, say, a 50-mile box inside “We work with NOAA to make sure that their life cycle is not that 200-mile circle that I have to keep the U.S. fishermen out interrupted,” said Caputo, “and that people are obeying the humpback of. And of course I have to keep the foreign guys outside the approach rules. Some tour operators, to make that buck, may try to 200-mile circle.” Despite the challenge, the Coast Guard has had cut the animal off and get right up against it, and that can really several successes in the region; in the summer of 2009, their harass the animal. If you separate a mother from her calf, you can C-130s spotted and forced the removal of bottom-fishing and long- cause distress, and you can even lose an animal. So we patrol that line vessels from restricted areas within the remote waters of area on a regular basis.” Papahanaumokuakea. While the challenges to District 14’s valuable resources are great, The bottom-fishing vessel, one of several whose fishing rights in Young is proud of the distinctive approach adopted by the Coast the area were grandfathered in after the creation of the monument, Guard in the region – reaching out to federal and international was evicted because it was observed fishing within a special partners and wringing every last bit of utility out of the assets at preservation area for critical habitats – an area set aside for marine its disposal. “In addition to its vast size and scope of its area of protected species such as coral, green sea turtles, or the Hawaiian responsibility, what makes District 14 so unique is the international monk seal, one of the most endangered seal species in the world. flavor and just how complex the jurisdictional issues are out here,” The 14th district also conducts an ambitious Marine Protected said Young. “The domestic and international regulatory landscape Species program in conjunction with the National Oceanic and has changed tremendously in the last couple of years, with the newly Atmospheric Administration (NOAA), rescuing, rehabilitating, and instituted Marine National Monuments, the WCPFC, new shiprider relocating sick or injured animals, and continues to assist NOAA in bilateral agreements, and the rules, regulations and procedures that the removal of debris (mostly derelict fishing nets) from the fragile come along with implementing these agreements. We fully realize coral reefs of the Northwestern Hawaiian Islands. It also enforces we can’t do it all alone. So we need to continue working with our the Hawaiian Islands Humpback Whale National Marine Sanctuary, counterparts – as in our growing partnership with the Navy – to a 1,400-mile area off the shores of Oahu and Maui where as many as maintain an effective, persistent presence in the Pacific.” U.S. Coast GuardU.S. photo by Petty Officer Michael De Nyse

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14th district.indd 80 11/2/09 4:04 PM THE GORMAN-RUPP COMPANY Salutes... America’s Lifesaver and Guardian of the Seas

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District 17 The Service’s Harshest District and Cornerstone of America’s Arctic Presence

By Chris Doane and Dr. Joe DiRenzo III

oast Guard District 17 deals with a spectrum of missions that Within the 17th District, all 11 Coast Guard missions are actively change minute by minute and they do so under a national engaged, but the five that seem to get the most publicity are search Cmicroscope. The newly published U.S. Arctic Policy, aggressive and rescue (SAR); ports, waterways, and coastal security (sometimes actions by the Russians and Canadians, a validated decrease in referred to as Homeland Security); Defense Operations/Readiness; summer ice, a new worldwide interest in the minerals this area has (Other) Law Enforcement; and Living Marine Resources. to offer, and significant rise in cruise ship traffic have increased national interest as well as the work load for the Coast Guard in Search and Rescue Alaska to unprecedented levels. This increase has fallen upon the district’s 2,000-plus active-duty and civilian personnel as well as In fiscal year 2008, the 17th District responded to 605 SAR cases: more than 40 reservists and more than 400 auxiliarists organized saving 191 lives, assisting 920 lives with the tragic loss of 17 lives into 14 flotillas. These hardy souls are spread throughout the region after notification. When responding to these SAR cases rescue crews and exposed to harsh temperatures, near constant storms, and are routinely called upon to fly hundreds to thousands of miles. Two locations with just the most basic of infrastructure. SAR cases highlight this reality. The first of these was the sinking Looking out his office window from the district headquarters of the fishing vessel Alaska Ranger that began taking on water and building in Juneau, Rear Adm. Chris Colvin, commander of the 17th sinking in the Bering Sea March 23, 2008, approximately 120 miles District, watching four mammoth cruise ships embarking thousands west of Dutch Harbor. Personnel from Air Station Kodiak aboard of passengers and crew during a phone interview, summarized the an MH-60 Jayhawk and an HH-65 Dolphin, as well as the crews of challenges: the Kodiak-based CGC Munro and the Seattle-based fishing vessel “Why is Alaska important? Today, it’s food and fuel. If you look at Alaska Warrior rescued 42 of 47 crewmembers. the numbers by tons, Alaska fishing vessels land more fish than the The Coast Guard Journal (www.uscg.mil/cgjournal/message. other 49 states combined. Right now over 15 percent of the nation’s asp?Id=62) reprinted a March 24, 2008, e-mail from the Jayhawk fuel supply comes from Alaska. Those two issues are huge. The commander, Lt. Brian McLaughlin, to the Munro’s operations distances affect everything. There are airports that only see flights officer, Lt. James Terrell, that summarized the dangers faced by the once or twice a week. In many places, there are no medical facilities; responders and the coordination involved. we even have active volcanoes. But I think, above all, the key areas “We worked on staying above the 20-foot seas yet low enough to I have just mentioned, the most important thing to remember is see the water through the snow squalls (as you were all very aware that we are an Arctic nation … and District 17 is at the forefront. of). In the next 50 minutes or so, we would pick 13 people out of the However, I don’t have the assets needed, especially for maritime water and stacked them in the cabin, while trying to coordinate an domain awareness, communications capabilities, operating bases, or offload with the Alaskan Warrior, as it was only 5 nautical miles away polar capable vessels.” … It was by far the most large-scale CG operation that I have ever

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A crewmember of the Alaska Ranger is taken aboard the CGC Munro. The Alaska Ranger began taking on water 120 miles west of Dutch Harbor, Alaska, March 23, 2008.

been involved with, employing five aircraft, seven crews, good sams responders developed and implemented plans to safely land, [samaritans], etc., all of which centered about the cutter Munro. If transport, care and account for all passengers and crewmembers. you hadn’t been there, I can’t imagine what the final outcome would The exercise underscored the incredible challenge that this type of have been.” scenario would pose. This sort of preparation comes none too soon The second case was the sinking of the fishing vessel Katmai as the number of cruises operating in the Arctic is growing. Oct. 22, 2008. Personnel from AirSta Kodiak, CGC Acushnet (which traveled 500 miles in seas averaging 25 foot with waves more than The Arctic Homeland Security and Defense 35 feet, coupled with winds of 50-60 knots) and good samaritans Operations Missions aboard two other fishing vessels responded to an emergency position indicating radio beacon that resulted in the rescue of four When the issue of the Arctic comes up among national decision- of 11 crewmen from a life raft 100 miles west of Adak Island. The makers the first question has to be: What is our national intent? The crewmembers had spent about 14 hours in the raft after abandoning new national Arctic Policy helped to strengthen the discussion, but the 93-foot Kodiak-based fishing vessel. Coast Guard crews flew also highlighted how large and complex are the concerns. Yet, Colvin more than 1,250 miles to reach them. noted, “Russia has maintained a persistent presence in the arctic The two cases were exceptionally dangerous and quite dramatic since before World War II. They conduct patrols with air, surface, yet they would pale in comparison should a cruise ship founder in and subsurface assets. The flag planting on the bottom of the ocean these seas; “This worries the heck out of me,” noted Colvin. “The is another example.” assets are just not there.” The 17th District has done what it can, When looked at from a security perspective the issues facing even with very limited assets, to prepare for the type of massive District 17 involving the Arctic centers around “sovereignty” and rescue operation a cruise ship might create. In April 2009, personnel “persistence presence” from within the 12-mile territorial seas, sponsored the Southeast Alaska Mass Rescue Exercise, focused on 24-miles’ customs waters, and 200-mile economic exclusive zone. SAR and pollution-response planning and on coordinated shoreside U.S. Coast Guard Commandant Adm. reflected, “There’s operations to support the evacuation of a large cruise ship. Up to more water in the Arctic than ever before, and the Coast Guard is 300 local Ketchikan volunteers, each carrying multiple name cards accountable for its security.” The fact that the United States has not simulated the passengers and crew. During the exercise, unified signed the United Nations Law of The Sea Convention complicates U.S. Coast GuardU.S. photo

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The CGC icebreakers Healy and Polar Sea (above), in conjunction with the National Oceanic and Atmospheric Administration and the National Science Foundation, conduct science missions designed to map the far north regions of the Arctic.

the issues. In response to this growing security concern, District In the air, the Coast Guard conducts Arctic domain awareness 17 signed a memorandum of understanding on June 29, 2009, with flights using C-130s from Air Station Kodiak covering distances the Department of Defense’s Joint Task Force Alaska regarding the of 2,300 miles. These flights ensure presence, but there is a coordination of missions. tremendous risk to the aircrew with little ability to mount a quick Despite limited capabilities, the Coast Guard has responded in its response if an aircraft was to ditch. Noted former District 17 typical “can-do” fashion by providing an increased presence in parts Commander Rear Adm. Gene Brooks on the Coast Guard’s April of the region, using aircraft and cutters. But there is still a definitive 15, 2008, Arctic Journal blog, “The average American doesn’t need to increase presence in the overall Arctic. realize that they are part of an arctic nation. Because of Alaska, On the surface, the CGC icebreakers Healy and Polar Sea have the United States is an Arctic nation, but we rarely act like one continued a number of science missions in conjunction with the because most of us view Alaska as the land of far, far away, out National Oceanic and Atmospheric Administration and the National of sight, and out of mind. Alaska and the Arctic is an issue for Science Foundation. At the time of this writing, the Healy deployment, all of us.” which started Aug. 9 with the Canadian Icebreaker Louis St-Laurent, was designed to map the northern-most regions of the Arctic. The Law Enforcement and Living Marine Resources CGCs Spar and Hickory have both conducted bathymetric scans of the seafloor to aid in charting and to determine the need for further The international connotations of law enforcement operations aids to navigation. The various cutters also conduct law enforcement within District 17 are diverse and often involve other international patrols. In addition, the CGC Hamilton conducted an Arctic patrol in powers as allies. For a number of years, the Coast Guard has been 2008 from the Bering Sea into the Chukchi Sea. working with the People’s Republic of China and other nations U.S. Coast GuardU.S. photo

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Wu Yuping, a participant with the North Pacific Guard and Chinese Fisheries Law Enforcement Command (FLEC) embarks with a team from the CGC Rush to conduct a law enforcement boarding on the fishing vessel Dong Yu in the Pacific Ocean Sept. 28, 2009. In 2008, a FLEC officer and members from the U.S. Coast Guard seized a Chinese fishing vessel suspected of illegal drift net fishing east of Hokkaido, Japan.

specifically associated with the North Pacific Anadromous Fish Regional Border Directorate of the Russian Federal Security Service Commission to combat high seas drift net and illegal, unreported, (FSS) annually. These visits include the Coast Guard admiral and and unregulated fishing operations. A highlight to this cooperation Russian general and their staffs visiting Alaska and the Kamchatka came in September 2008 when a People’s Republic of China Fisheries Peninsula. Cutters from both services work cooperatively in the Law Enforcement Command (FLEC) officer, in cooperation with the ports of both countries. Daily intelligence is shared by the two U.S. Coast Guard, seized a Chinese fishing vessel suspected of services. Brooks noted that U.S. and Russian ties are sometimes illegal large-scale, high seas drift net fishing 460 miles east of strained at the national level, the Coast Guard and FSS’s efforts Hokkaido, Japan. remain a bright spot. Vectored in by a Canadian maritime patrol aircraft, the 40-year- The United States is an Arctic nation and the changing conditions old U.S. Coast Guard Cutter Munro, with a Chinese fisheries in the Arctic are creating significant challenges of great importance officer aboard, intercepted the Chinese-flagged fishing vessel Lu to our national security and economy. Fortunately, these challenges Rong Yu 2879. A joint China FLEC/U.S. Coast Guard boarding are being met by a resolute team of outstanding Coast Guard men team from the Munro determined Lu Rong Yu 2879 had 7 miles of and women who are making the absolute most out of their limited drift net, approximately 45 tons of squid, and about 110 pounds resources. How does the current district commander summarize his of skipjack tuna aboard, was rigged for large-scale high seas area of responsibility? “North … to the future.” drift net fishing, and was registered in the People’s Republic of China. Munro accompanied the Lu Rong Yu 2879 until the fishing The views expressed herein are those of the author(s) and are not vessel was transferred to a Republic of China FLEC patrol vessel to be construed as official or reflecting the views of the commandant for final escort back to China where further investigation and or of the U.S. Coast Guard. final disposition for suspected violations of China’s fisheries law Chris Doane and Dr. Joe DiRenzo III are both retired Coast Guard occurred. officers who are adjunct professors at the Joint Forces Staff College. Along with the Chinese, District 17 also works closely with Both are mentors at Northcentral University and are internationally the Russians. The district participates in professional exchanges published authors on maritime strategy, maritime security, and regarding security and fisheries enforcement with the Northeast terrorism issues. U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Jaclyn Young

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district 17.indd 85 11/2/09 6:19 PM STRATEGIC DIVISION ARCTIC

The Arctic: An Increasingly Accessible Region

By Chris Doane and Dr. Joe DiRenzo III

he opening of the Arctic and a variety of routes that will eventually include the famous Northwest Passage makes available billions in T oil, fish, and other natural resources as well as a significantly shorter trade route for maritime commerce and opportunities for ecotourism. This increasing activity and presence in the Arctic is in turn leading to a significant increase in the probability for environmental and human disaster. The United States is an Arctic nation and the U.S. Coast Guard provides the nation’s principal ability for maritime Arctic operations. This is a role for the Coast Guard that predates Alaskan statehood by more than 90 years. In the past 12 months, the service’s operations in the Arctic region … working from Alaska north into the Polar Region, have been the subject of documentaries, op-eds, and peer-reviewed journal articles. The theme is common. The stakes are high and the Coast Guard’s can-do attitude is laudable, but its ability to operate further into the Arctic is challenged by limited personnel, aging icebreakers, and too few aviation assets to effectively conduct Arctic operations. This situation must change to protect U.S. national interests in the Arctic. The Coast Guard has a long and storied history of operations in the Arctic. The service has participated in Bering Sea patrols since 1867. The exploits of the U.S. Revenue Cutter Manning in the Arctic are well documented. Perhaps the most famous Revenue Cutter to operate in the Arctic was the Bear. It was Capt. Francis Tuttle of the Bear who led the “Overland Relief Expedition” to reach eight ships with more than 300 crewmembers trapped in thick ice in Point Barrow – one of the most difficult regions in Alaska to access. Tuttle enlisted the aid of Alaskan natives, bought a herd of 382 reindeer, and on Dec. 16, 1897, began a 1,500-mile overland trek from Cape Vancouver to reach the whalers. They reached the whalers March 29, 1898, having battled through treacherous whiteout conditions and subzero temperatures to reach the whalers. Following World War II, the Coast Guard set up six long-range navigation sites in remote locations along the Alaskan coast including Attu and Port Clarence. In 1957, the service added to their Arctic reputation when the Coast Guard Cutters Bramble, Spar, and Storis circumnavigated North America. More recently, the service’s dramatic search and rescue exploits off of Alaska have been highlighted

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credit U.S. Coast Guard photo by Petty Officer Patrick Kelley ARCTIC are taking part inamulti-year,are takingpart multi-agency Arctic survey thatwillhelpdefinetheArctic continentalshelf. The CoastGuard Cutter Healy breaks iceaheadoftheCanadiancoastguard ship Louis S.St-Laurent Aug. 2009.Thetwo 24, vessels Coast GuardCoast Outlook 2010 STRATEGIC DIVISION 11/2/09 11:43AM 87 STRATEGIC DIVISION ARCTIC

The CGC Polar Sea, homeported in Seattle, Wash., breaks ice in the northern Arctic Ocean in support of various scientific research projects, Oct. 8, 2009. Following its improvements, the Polar Sea will remain in active service until 2014.

in television shows such as the “Deadliest Catch” and Arctic is upon us. It’s a maritime domain and the nation movies like The Guardian. In the past few years, warming needs her Coast Guard’s leadership.” conditions and the receding icepack enabled the Coast There remains little doubt that the icepack is receding Guard to conduct Maritime Security Deployments to and the Arctic is opening. Speaking before the 2009 Prudhoe Bay, Barrow, and other parts of the North Slope, Maritime Security Conference at Halifax Canada’s which included Arctic security exercises, water safety Dalhousie University, Centre for Foreign Policy Studies, Dr. training, and community/tribal liaison work that brought Stanley Weeks noted that climate change, especially in medical, dental, optometry, and veterinary teams to 17 the Arctic, will have a profound effect on vital maritime remote coastal communities. activities. A former CBS military expert and retired U.S. Coast Guard operations in Alaska and the Arctic are Navy captain, Weeks, quoting from the “Findings of The directed by Coast Guard District 17 located in Juneau. Fourth Assessment Report of the Intergovernmental Panel To get a sense of the growing importance placed on the on Climate Change”: “No matter what actions are taken Arctic region, all one needs to do is read former District 17 to reduce greenhouse gas emissions, the Earth will most Commander Rear Adm. Gene Brooks’ Arctic Journal from likely continue warming for the next 30 years, causing a April 15, 2008, that noted, “We could ignore the Arctic. range of impacts on human and natural systems.” The Russians aren’t. The Canadians aren’t. Even non-Polar The reasons for national interest in the opening nations like the Chinese aren’t. It will take a decade to Arctic, and hence the Coast Guard’s engagement, center build the infrastructure to meet our responsibilities in the around four issues: (1) energy resources; (2) Maritime Arctic. Will we?” Brooks, who recently became the deputy Transportation System security; (3) the management of commander of Coast Guard Atlantic Area, added, “The fish stocks; and (4) search and rescue. But it all starts worst case scenario is a failure to peacefully settle the with energy. According to the 2009 Arctic Policy, “Energy Arctic boundaries that leads to open conflict between the development in the Arctic region will play an important Arctic nations. The threat is not immediate, but could build role in meeting growing global energy demands as the area quickly due to boundary disputes.” Brooks concluded, “The is thought to contain a substantial portion of the world’s U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Pamela J. Manns

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Brenna McConnell and Mette Kaufmann, researchers from the University of Alaska Fairbanks, drill a hole in the pack ice to study the microorganisms of the Arctic, Oct. 18, 2009. The researchers are traveling aboard the CGC Polar Sea, which is transporting various research groups to the Arctic.

undiscovered energy resources.” Adds the policy, “The Canada has taken the issue of the Arctic so seriously United States seeks to balance access to, and development that in July 2009, it released their “Northern Strategy” of, energy and other natural resources with the protection entitled “Our North, Our Heritage, Our Future.” This of the Arctic environment by ensuring that continental national strategy clearly articulates the seriousness of shelf resources are managed in a responsible manner and this issue to the Canadian federal government. The by continuing to work closely with other Arctic nations. ” strategy centers on four key areas including: (1) social; The quest for natural resources and the territorial claims (2) sovereignty; (3) economic development; and (4) that would support them have increased significantly. environment reform. Noted Canadian Indian Affairs Canada has taken an increasingly aggressive stance Minister Chuck Strahl in a July 26th Canwest News against Russia as noted in a May 25, 2009, Toronto Globe Service Report, “Our government is making the North and Mail article: one of our top priorities, placing it higher on the agenda Canada’s mapping of the Arctic is pushing into than it has been in decades.” One of the key components territory claimed by Russia in the high-stakes of the strategy is Canada’s determination to build the drive by countries to establish clear title to the CCGS John G. Diefenbaker – the largest icebreaker in polar region and its seabed riches … Survey the nation’s history. (Details on the new Canadian Arctic flights Ottawa conducted in late winter and early strategy can be found at: http://northernstrategy.gc.ca.) spring went beyond the North Pole and into an The possibility of the Northwest Passage and other Arctic area where Russia has staked claims … Moscow routes and destinations opening for routine commercial is expected to update its 2001 claim with new maritime traffic is a huge concern for the U.S. Coast Guard scientific evidence, but it’s not anticipated the from three perspectives. First, the maritime security issues Russians will back away from earlier efforts to that could develop by ships flagged by regimes that are not stake out territory right up to the North Pole. friendly to the United States or its allies operating in close U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Pamela Manns

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The Arctic region is a vast area about which little is known in terms of its resources. Moreover, territorial claims are heightening between Canada and Russia, and, to some degree, China. The United States is faced with a significant homeland security challenge that requires additional U.S. government, international, and industry partners to work together on all Arctic-related fronts.

proximity to our national territorial seas. Second, the harbinger of a large merchant vessel hitting a partially submerged iceberg causing a massive oil spill that impacts the fragile ecosystem – bringing significant potential consequences to communities and their people – impacting food supplies and quality of life. And third, the prospect of a massive marine casualty disaster if a cruise or ecotourism ship were to sink, would require a massive rescue operation. In addition, pollution from other sources continues to have a disproportionate impact on the Arctic environment. As glaciers retreat and permafrost thaws, the likelihood that pollution from mercury to exhaust stack soot and other contaminants will grow as the area experiences more commercial traffic is very high. Fishing is an important third reason for the interest and engagement by the Coast Guard in this region. Canada’s leading and most published Arctic expert, Dr. Robert Huebert, a political scientist at the University of Calgary, noted when looking at the impact on fishing, “The issue of the so-called donut hole is more problematic for the United States and Russia coastlines, within their 200-mile exclusive economic zones, a section of the Bering Sea is outside their control – that is, considered to be the high seas. Japan, Taiwan, South Korea, and all send large trawlers into this area, seriously depleting the fishing industry in the entire region. Efforts to reach agreements among all these states have been limited, and there is ongoing fear that the entire ecosystem could soon collapse. It is unclear how to resolve the situation.” The fourth primary reason for Coast Guard engagement is search and rescue – the service’s “bread and butter” mission. During a speech at the U.S. Naval Academy hosted Third Symposium on the Impacts of an Ice-Diminishing Arctic,” Adm. Thad W. Allen, U.S. Coast Guard’s commandant, noted that he has several concerns including a “casualty to a cruise ship.” His reason for concern, “We don’t have a presence there.” On March 3, 2009, speaking before a packed audience, Allen noted the importance of this region in the State of the Coast Guard address: While the scourge of piracy holds our attention in the lower latitudes, the retreat of multi-year ice in the Arctic presents a far different set of challenges. The presence of open water in areas previously in accessible due to year-round ice creates new demands for Coast Guard presence. …While we are likely years away from routine shipping trends that take advantage of shorter routes, improved access through the Bering Straits and the Chukchi Beaufort Seas opens the way for increased oil and gas exploration, ecotourism, and research in support of potential outer continental shelf claims. The serious nature of the Arctic and the challenge/impact that it has to our nation’s homeland security was documented in the National Security Presidential Directive-66/ University of Texas Libraries image University of Texas

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Homeland Security Presidential Directive-25, The United States Healy, the newest icebreaker in the fleet, is set to deploy in Arctic Region Policy that released Jan. 12, 2009: late summer for 90 days to Barrow with a large scientific team The United States is an Arctic nation, with varied and aboard. In contrast, the Canadians have six Arctic-capable compelling interests in that region … [The U.S. has] icebreakers and the Russians have 22 such heavy and medium fundamental homeland security interests in preventing icebreakers, including nine heavy nuclear-powered icebreakers. terrorist attacks and mitigating those criminal or hostile Speaking in July 2009 before the U.S. Senate Subcommittee acts that could increase the United States vulnerability on Oceans, Atmosphere, Fisheries, and the Coast Guard, Allen to terrorism in the Arctic region … The Arctic region is summed the icebreaker situation this way: primarily a maritime domain; as such, existing policies What we have now is the minimum capability we need and authorities relating to maritime areas continue to to be able respond if all three were operating and they apply including those relating to law enforcement. are not…we are in the process of a high latitude study Even with such presidential directives and policy support, that will be done later this year. We hope to develop a the Coast Guard is still in a difficult position to sustain the mission analysis for what exactly the requirements are kind of Arctic presence that is needed now and in the future as and what capabilities would meet it. the ice melts. Noted Allen in his March 2009 State of the Coast Despite its resource shortfalls, the service began Guard Address: dispatching C-130 aircraft in 2008 on bi-weekly surveillance Limited air access, lack of logistics bases and harsh flights from Kodiak. The service also deployed high endurance operating environments are testing our equipment, cutters and a 225-foot buoy tender to the region. All the operating procedures, and command and control while the service is exploring logistic options and strategies capability. We’re in the process of planning our third to support future sustained operations in the Arctic. The summer deployment to the North Slope where we will Fairbanks Daily News-Miner quoted Allen regarding this: continue to test our equipment, operational procedures, “We are learning valuable lessons about what operates up and mission support capability. there well and what doesn’t, and what can support operations The Coast Guard’s top concern regarding the Arctic can and what can’t.” As the service conducts tests and analysis, be summed up in one word – icebreakers. The United States requirements may change along with training, doctrine, Coast Guard currently has three Arctic-capable icebreakers. tactics, and equipment. The 33-year-old CGC Polar Star is inactive in a caretaker status With its shortfalls in capacity and capability well documented awaiting an overhaul that will bring it back into operation. the U.S. Coast Guard continues to work jointly in the region by The CGC Polar Sea, twin to the Polar Star, has had a a major conducting bi-lateral explorations with Canada. The next stage overhaul and will remain in active service until 2014. The CGC of this effort is to draw respective territorial sea boundaries.

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Seaman James Merten photographs ice crystal formations for scientists while Petty Officer 1st Class Shawn Swanson, an electronics technician, stands polar bear watch on an ice floe near the CGC Healy, Sept. 25, 2008. The Healy is carrying a multi-agency science team and represents the U.S. Extended Continental Shelf Task Force, an interagency effort to collect scientific data about the continental shelf and oceanic basins in the Arctic to ensure the resources there are responsibly managed.

From Aug. 7 to Sept. 16, the joint team of the Healy and Canadian icebreaker Louis St. Laurent will explore north of the state of Alaska into the Alpha-Mendeleev Ridge, which is an underwater mountain range and an area composing a portion of the Canadian Arctic Archipelago. This is the second joint U.S.-Canadian effort and the fifth survey mission for the U.S. Coast Guard since 2003. The Arctic presents the Coast Guard with one of its most significant homeland security and maritime transportation system challenges. These challenges cannot be met by the service alone, but must include other U.S. government, international, and industry partners all working towards the collective good. As Allen stated, “Key to success in the Arctic will also be regional cooperation. Given the time distance challenges, any major search and rescue operations or environmental response will likely exceed the capacity for any individual country. For that reason we are working with the North Pacific Coast Guard Forum and the North Atlantic Coast Guard Forum to assess our collective capacity and create a framework for multilateral exercises and response operations.” The opening of the Arctic is happening. The stakes are high. Tensions between nations are even higher. The United States and its Coast Guard must act quickly to ensure the maritime capability and capacity exists to protect its national interests in this vital region.

The views expressed herein are those of the author(s) and are not to be construed as official or reflecting the views of the commandant or of the U.S. Coast Guard. Chris Doane and Dr. Joe DiRenzo III are both retired Coast Guard officers. Both are Adjunct Professors and the Joint Forces Staff College and Mentors at Northcentral University. Both have written extensively on both national and international publications on maritime security, maritime transportation, and terrorism issues. U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Michael Anderson

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A Habit of Change Coast Guard Modernization

By Eric Tegler

he Coast Guard’s 23rd Commandant, Adm. Thad Adm. Thad Allen, commandant of the Coast Guard, talks W. Allen, is leading the service through its most with Coast Guard personnel stationed at Coast Guard Base T dramatic restructuring since World War II. The Kodiak, Alaska, Feb. 20, 2009. details are both structural and cultural but they add up to one thing, Allen said – an organization in which change itself is a competency. The Coast Guard’s Guardian Ethos pledges its personnel to “defend and save” their fellow citizens, a calling more complex today than ever. Since Sept. 11, 2001, the Coast Guard has seen an increase in responsibilities. In addition to its traditional search and rescue, marine safety, law enforcement, and ice breaking missions, greater emphasis has been placed on marine pollution control and enforcement, policing immigration and smuggling at sea, drug interdiction, maritime and port security, and broader cooperation with Customs and Border Protection and other federal agencies. “Modernization, as I tell everybody, is just the current work list that we have in order to improve the Coast Guard but my ultimate goal is not Modernization,” Allen asserted. “My ultimate goal is to create a change- centric organization that can sense, adapt to, and execute change when it’s needed rather than having

to go in after a period of years and do major surgery Coast Kurt GuardU.S. photo by PA1 Fredrickson

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like we’re having to do now. We will adapt with a Life Cycle Management Program continually and follow through when we need and also establishes a responsive Human to. That’s been a problem in the past as I Resources system. pointed out myself in a ‘cause for action’ for The Force Readiness Command (CG- Modernization. What I’m really trying to do FORCECOM) delivers readiness, ensuring is to change the character and culture of the that operational units receive the training service so it’s more in tune with changing and preparation they require. The Deployable when we need to change and not being afraid Operations Group resides within FORCECOM to believe ourselves.” as do major cutters and ensures all its Fostering this “change” mentality is a constituent units are ready to deploy. service-wide restructuring aimed at improving Operations Command (CG-OPCOM) overseas mission support and allowing for more flexible mission execution, directing/controlling the mission execution. Modernization has been operational units that comprise Districts and referred to in simple terms as a headquarters Sectors across the Coast Guard. reorganization, financial restructuring, and the The command changes provide creation of a defined quick-response group. accountability in execution, support, The last is already a reality. The Coast readiness, and policy. They signal what Guard’s Deployable Operations Group (DOG) will not only be a more agile Coast Guard was stood up in 2007. The DOG is not unlike but a more resource efficient one. Although a U.S. Army or Marine Corps quick-reaction Modernization will alter the Coast Guard’s force. It draws specially trained units from a organizational structure, it will remain as prearranged force package to rapidly respond responsive as always to the American public to a contingency. Following a tsunami and to maritime industry stakeholders. hitting American Samoa in late September To better understand how these and 2009, the DOG’s Pacific Strike Team (PST) the resulting cultural changes within the deployed two members to American Samoa Coast Guard will yield an organization in support of Federal On-Scene Coordinators that effectively and selflessly serves the from Coast Guard Sector Honolulu and the American people in the 21st century, Coast Environmental Protection Agency Region 9. Guard Outlook 2010 spoke with Allen in late The PST members are currently completing September 2009. shoreline cleanup assessments, inspecting vessels and regulated facilities. Coast Guard Outlook 2010: I noted The headquarters/command reorganization that in a Coast Guard video explaining is well under way but will need congressional Modernization that Vice Adm. Jody authorization to be completed. Its most Breckenridge, Pacific Area commander, important elements include the unification Defense Forces West, said the most of the Coast Guard’s Atlantic and Pacific important piece of Modernization is Area Commands into a single geographically looking at Coast Guard business practices undivided operational command. This and trying to standardize them all. Is that operational command is complemented by a the root of the changes that have been new similarly unified “readiness” command proposed and acted upon? focused on preparing and equipping forces. U.S. Coast Guard Commandant Each of these commands will receive Adm. Thad W. Allen: There are a lot of guidance from newly created operational and changes going on right now but the most mission support policy/planning entities. fundamental with regard to Modernization A quick study of the Coast Guard’s is the mission support piece. In the past, realignment chart illustrates the new we’ve had Balkanized support systems and structure. Beneath (and reporting to) the what we’re attempting to do at this point commandant and vice commandant are is to take the entire Coast Guard to what four new organizations that serve mission we call a product-line business model where execution, mission support, force readiness, there’s a single point of accountability for and operations policy/planning. From every type of aircraft, cutter, smallboat, or left to right, the Deputy Commandant for sensor component. If there’s a question about Operations (CG-DCO) fashions policy and performance Coast Guard-wide – reliability, plans facilitating the Coast Guard’s various standards, maintenance procedures – it’s operational capabilities and its marine safety handled in one place rather than locally at an and security roles. The Deputy Commandant intermediate level, a depot level, then through for Mission Support (CG-DCMS) oversees two different maintenance and logistics logistics support for all Coast Guard assets commands on two different coasts.

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Would you agree that “Modernization” reorganization, financial restructuring, is not unlike the U.S. Army’s materiel and a defined quick response group? enterprise initiative or various U.S. Navy You can look at it very simply or as enterprise initiatives? very complex. The approach to the entire Those are pretty good comparisons. They Modernization of the Coast Guard is a focus are similar in that we’re trying to take an on two things – mission execution and enterprise approach to mission support in mission support. If you’re in the Coast Guard the Coast Guard. They’re different in that, you do one or the other. I tell everyone in our because of our size, we’ve been able to do town hall meetings that if you come to work something more comprehensive and that in the morning and we can’t tell you what will set a standard organizational structure you’re doing in regard to mission execution across the service. My goal is to apply the or mission support, we’ve made one of two same business practices to our aviation, ship/ mistakes. We either haven’t explained your smallboat, and sensors, and also use the job to you or we don’t need your job. same information systems across the Coast What I’m trying to do is to get everybody Guard whereas the other services may be to focus on the outputs that the organization using the same business practices but still is trying to create. We’re basically doing that have their traditional service communities. through four entities. In the field we have a The real thrust is to unify the business single operations synchronizer for all global processes inside the Coast Guard. operations with the Operations Command. We have the Force Readiness Command There’s a lot of acronymology associated that prepares and equips those forces to with Modernization. Is it fair to sum it up be provided. At headquarters we have the in simple tripartite terms – a headquarters Deputy Commandant for Operations who

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channels all the policy and interaction with having [instead] a fleet for America. We the government that relates to our execution. had an operation a while back where we We have a Deputy Commandant for Mission needed more resources on the Caribbean Support who is a single point of accountability side of Central America and had to move for acquisition and life cycle management for a cutter through the Canal. To move forces all of our assets. We do that through product between 2nd and 3rd Fleet, means you’re line management in logistics centers. Those moving them between what is effectively the are the four pieces. Joint Maritime Component Commander for U.S. Northern Command which requires an Do you think that Coast Guard personnel execute order to be signed by the Secretary understand the differences between the of Defense. What we have in the Coast Guard proposed Commandants for Operations is a structure with units where we need and Mission Support and the Operations them within the operational commander’s and Force Readiness Commanders? Is control without any recourse to the approval there overlap? of higher authorities. In the past, if we were The operational commander replaces the to move assets between the Atlantic and the Pacific and Atlantic commands as a single Pacific areas, we needed to get approval from global synchronizer of operations. The reason Coast Guard headquarters. The value added we did that is that the threats we face now of having that done, of being able to move are agnostic to our organizational boundaries. that down to a global operations synchronizer We interdict drugs on both sides of Panama is significant for a couple reasons. It increases but right now there are two different area flexibility and it cuts down on the amount of commands and two different Districts rather time it takes to make the decision to deploy than a focus on the threat vector with drugs the forces where you need them. moving north from South America. To be able to do that through a single operations coordinator Has the Deployable Operations Group is going to improve our effectiveness and (DOG) faced a major test yet or at least efficiency. That said we have to interact rehearsed on a life-like scale? with the Department of Defense, Homeland The Deployable Operations Group stood up Security, and a lot of other departments here in July of 2007 and is probably the earliest, in [Washington, D.C.] regarding policies and most demonstrable success of Modernization. how we deal with national strategies like We aligned all of our deployable specialized the National Drug Control Strategy and the forces under a single flag command and while National Strategy for Maritime Security. These there has not been a single huge operation are issues that have to be translated into policy they’ve been involved in, they have sustained guidance for the Coast Guard. That’s what the law enforcement detachments all over the Deputy Commandant for Operations does. world from drug interdiction in the Caribbean to piracy boardings off the Horn of Africa. Would it be fair then to label the They’ve sustained water-side security at DCMS and the DCMS as “policy” and the Guantanamo, Cuba, for detainee operations OPCOM and Commander FORCECOM as and have supported a number of forward and “execution?” domestic deployments in support of military Yes, that would be pretty close. Let me outloads from the United States and in-theater put it another way. The Deputy Commandant in Kuwait. We’ve unified our deployable for Mission Support supports all the mission specialized forces and have maneuvered activities of the Coast Guard through product them around in a more effective fashion. lines. We have 11 missions in the Coast [DOG] has become the global synchronizer for Guard – rescue, aids to navigation, drug our specialized forces in the same way that enforcement and so forth. So you think of the OPCOM has. A good example is that right now Deputy Commandant for Mission Support as we have between 250 and 300 people deployed a product line manager in terms of services to Pittsburgh, [Pa.], for on-water support of the provided to enable mission execution. The G20 Summit. We’re also supporting the U.N. Deputy Commandant for Operations actually General Assembly. manages our 11 statutory missions. What would signal to you that your Are there any concerns that centralizing changes are taking hold – quantifiable operational command under one individual savings in acquisition and supply chain will diminish flexibility? management? Or, is there something The Atlantic and Pacific arms of the you could detect during a unit visit that U.S. Navy are in some respects two would demonstrate your ideas are being different navies. While that presents embraced? some disadvantages, it also confers some I’d say both are required and that one advantages. is going to be a leading indicator and In effect, I’m doing away with the one’s probably going to be a lagging distinction of a 2nd and a 3rd Fleet and indicator. We had our entire Modernization

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Coast Guard Modernization Milestones

™9ZeadnVWaZDeZgVi^dchciZ\gViZY9ZZelViZgHnhiZb8dchda^YViZY^cid8<". Ä?jcZ'%%, ™9Zejin8dbbVcYVci[dgDeZgVi^dch:hiVWa^h]ZYÄ?jcZ'%%- ™;^kZAd\^hi^Xh$HZgk^XZ8ZciZgh:hiVWa^h]ZYÄ ™6k^Vi^dcAd\^hi^Xh8ZciZg6A8ÄDXidWZg'%%- ™Hjg[VXZ;dgXZhAd\^hi^Xh8ZciZgH;A8Ä?VcjVgn'%%. ™8)>IHZgk^XZ8ZciZg8)>IH8Ä;ZWgjVgn'%%. ™H]dgZ>c[gVhigjXijgZAd\^hi^Xh8ZciZgH>A8Ä;ZWgjVgn'%%. ™EZghdccZaHZgk^XZ8ZciZgEH8ÄBVgX]'%%. ™6hhZiEgd_ZXiD[ÒXZ6ED:hiVWa^h]ZYÄ?VcjVgn'%%. ™AZ\VaHZgk^XZh8dbbVcYAH8:hiVWa^h]ZYÄ6eg^a'%%. ™>ciZg^b'"HiVg;dgXZGZVY^cZhh8dbbVcY;DG8:8DB:hiVWa^h]ZYÄ?jcZ'%%. ™6iaVci^X6gZVlViX]hZXi^dc^ci]ZA6CI$9*8dbbVcY8ZciZgGZVX]ZY;jaa DeZgVi^dc8VeVW^a^in;D8Ä?jcZ'%%. ™BV^ciZcVcXZAd\^hi^Xh8ZciZghVcY>ciZ\gViZYHjeedgi8dbbVcYh9^hZhiVWa^h]ZY ÄHZeiZbWZg'%%.

effort reviewed by the National Academy of probably paying for parts we don’t need. There are Public Administration. They had a couple of some parts we ought to be stocking that we aren’t recommendations. One was to establish some getting right now. That becomes quantifiable. We benchmarks that would quantify exactly what took a look at how many [requests] were being Modernization was doing. Let me compare and drawn on a particular part at our depot level and contrast actual quantification versus perception we found that there’s a certain part that hadn’t of increased support. been requested from the field in three years. But We’ve taken our aviation logistics we re-stock to the same levels every year and [the management and information system and inventory] just keeps growing. Things like that deployed it to our smallboat community. We’ve allow you to take a procurement holiday, take taken the business process and the software that money and put it into real-time maintenance that we use to support aircraft maintenance for what we really do need, draw the stocks down and transferred that to our smallboat bases. and start reallocating resources where they can They universally understand the increase have a better effect. I think that’s something you in asset visibility – where the small parts can see. are, the readiness condition of their boats. They’ve embraced this thing as something In your attempts to unify command and good. In fact, if people leave a unit where control, are you concerned that you may we’ve made the conversion and go back to quash some of the subcultures that exist a unit where we haven’t converted yet, we within the Coast Guard? get feedback saying they wish they were back There’s always a tension between trying at their [previous] unit. These are voluntary to create an organizational structure and statements being made by folks who’ve been discipline in terms of things like maintenance struggling with years of maintenance issues and logistics without stifling innovation and with our smallboats. on-scene initiative. What we’re trying to do As we move forward what we fully expect is to create enabling capability that frees up to find out is that we’re probably not effectively operational units to focus more on what they’re [obtaining spares] for smallboats and we’re trying to do out there. If you’re not spending

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modernization 2.indd 98 11/2/09 4:23 PM MODERNIZATION STRATEGIC DIVISION %80/3% #(%-)#!, as much time trying to track parts for smallboats or close-out the books and take on those administrative burdens, you have more time to train and become more proficient at what you do. If you’ve looked at (!:!2$3 Publication 1, our doctrinal publication, one of the operating principles of the Coast Guard is the principle of on-scene initiative. That’s what brought all those helicopters to New Orleans and allowed us to save over 33,000 people without any overt command and control from headquarters. It happened as a reflexive function of our training. What we want to do is to empower that and expand that through the support structure rather than impinge on it. I think we’re there. Everybody understands that they have a duty to act out there. We’re just allowing them to be more effective in how they act.

Do you anticipate any problems with congressional authorization of the Modernization !0# command restructuring and if so, can you still go forward with the changes you envision? (!.$(%,$#(%-)#!, We can do everything that’s envisioned by Modernization with the exception of establishing !,!2-$%4%#4/2 Operations Command and disestablishing the two current area commands. We’ve already established the s.O/N 3HELF#OST Force Readiness Command as a two-star position. It’s up and operating. We want to elevate that to a three s%ASY/PERATION star position. The one thing we cannot do without s3INGLE HANDED/PERATION legislative authority is to do away with the designation of the Atlantic and Pacific area commands and replace s&AST3TART2ECOVERY them with Operations Command. Functionally, we can do everything else. s&AST-INUTE2ESPONSE s3IMULTANEOUS$ETECTION Has anyone in the service told you that they’re not onboard with Modernization as planned? s0ORTABLE#OMPACT$ESIGN Would such an opinion change your vision? I’d make two observations. If you’re challenged s2UGGED#ONSTRUCTION with resources in getting the job done before Modernization, you can mitigate some of the !$6!.#%$30%#42/ 0(/4/-%429 impact of resource shortfalls but you may not be able to change all of them. So in a program 15)#+,9$%4%#43 where somebody is being funded at a level that .ERVE "LISTER"LOOD!GENTS 4)#S4)-S doesn’t increase after Modernization they may say, 0RECURSORS 6OMITING!GENTS (OMEMADE!GENTS ‘You didn’t solve my problem.’ But frankly, that’s (YDROCARBONS. a problem everybody in the Coast Guard has. What I have heard is that we’ve replaced one set of acronyms with another. I think the question everybody has is, when we turn the switch on Modernization, will we still have the same support? The answer is, not only will you get the same support but over time as we stand up these new business processes, it ought to get better. To the extent that we can achieve efficiencies and flow resources back into the Coast Guard, we think that we may be able to attack some of these resource problems where we’ve been unsuccessful in getting the appropriations we need.

You’re an avid cyclist. Are you thinking about Modernization while you’re riding your bike? That’s how I used my time this morning when I rode my bike in.

 tXXXQSPFOHJOVTBDPN FNBJMDPOUBDU!QSPFOHJODPN Coast Guard Outlook 2010 99

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One Small Boat Among Many Can Be a Big Problem By Edward H. Lundquist “… people aren’t suspicious, behavior is.” – America’s Waterway Watch

small boat comes alongside the USS Cole, moored at Aden, , and explodes. The damaged USS Cole (DDG 67) is towed away A The October 2000 terrorist attack killed 17 U.S. sailors and injured 39 more. from the port city of Aden, Yemen, into open sea The terrorists who attacked the French supertanker Limburg in October 2002 did so by the Military Sealift Command ocean-going tug in a small boat packed with explosives. USNS Catawba (T-ATF 168) on Oct. 29, 2000. Cole The Lashkar-e-Taiba terrorists, who struck Mumbai in November 2008, killing 166 was placed aboard the Norwegian heavy transport ship M/V Blue Marlin and transported back to the people over three days, came by sea in a hijacked fishing boat. United States for repair. The Arleigh Burke-class In April 2004, three dhows packed with explosives approached the vital Iraqi Khawr destroyer was the target of a terrorist attack in al Amaya Oil Terminal in the northern Arabian Gulf when one was approached and the port of Aden Oct. 12, 2000, during a scheduled boarded by U.S. sailors and Coast Guard personnel from the USS Firebolt. The dhow refueling. The tragic attack killed 17 crewmembers exploded, killing two sailors and a Coast Guardsman. and injured 39 others. During the long-running conflict in Sri Lanka, terrorists have frequently employed small boats to smuggle terrorists and weapons to the island and for attacks on commercial and military vessels. In each of these incidents, the watercraft involved looked just like many other small pleasure craft or commercial vessels common to their area of the world. The overwhelming majority of pleasure craft and small commercial vessel operators are responsible and law- abiding. But an innocuous, small vessel has tremendous potential to deliver dangerous people, be built into a bomb, or deliver a weapon of mass destruction (WMD). “If you consider what a small boat did to the USS Cole, then you can understand why I say there is nothing that worries me more than a waterborne improvised explosive device in one of our ports,” said Adm. Thad W. Allen, commandant of the Coast Guard. Large vessels certainly have the potential to be involved in a serious security breach, but these ships are registered, regulated, inspected, and tracked. Their voyages are planned and their movements monitored by the Coast Guard. However, the sheer number of smaller pleasure craft or commercial vessels – less than 300 tons – represent a different and more pressing challenge. While there are about 80,000 ships of more than 300 tons operating in some capacity today around the world, there are nearly 13 million registered recreational vessels and another 8 million non-registered recreational vessels in the United States alone, along with another 80,000 fishing vessels and thousands of other commercial vessels. These small vessels may operate near or next to large container ships, cruise liners, chemical tankers, or warships, as well as critical DoD photo by Sgt. Don L. Maes, U.S. MarineDoD photo Corps by Sgt. Don L. Maes, U.S.

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Left: Electronics Technician 2nd Class Jon C. Morris, of Plymouth, Mass., raises the “Don’t Tread on Me” flag on the USS Firebolt (PC 10) before a memorial service. The memorial service was for Boatswain’s Mate 1st Class Michael J. Pernaselli, of Monroe, N.Y., Signalman 2nd Class Christopher E. Watts, of Knoxville, Tenn., and Coast Guardsman Damage Controlman 3rd Class Nathan B. Bruckenthal of Smithtown. N.Y., who were killed after an unidentified dhow exploded while being boarded in a Maritime Interception Operation in the Northern Arabian Gulf in 2004. All three were part of a seven-member boarding team that boarded the dhow in accordance with standard security procedures. Above: A boarding team from the CGC Aquidneck prepares to board a cargo dhow to search for terrorists and contraband in the Arabian Gulf. Small vessels and dhows pose a serious threat to maritime security.

infrastructure facilities ranging from power plants and refineries to impacts of such a terrorist attack, launched within dense urban port bridges and buildings. With 95,000 miles of coastline to monitor, it’s areas, make this a particularly lethal threat.” a daunting challenge if one of those vessels among the many means Vigilance is an all-hands effort. The Coast Guard must closely to cause harm. coordinate its efforts with other federal, state, and local agencies, as For terrorists seeking to kill innocent people, cripple U.S. well as local boaters and marinas. infrastructure, or just get their story told, this maritime environment “We rely on the people who live and work here, the way a provides tempting opportunities. While authorities are not warning community relies on a neighborhood watch,” said Capt. Leon Nixon, of such an impending attack, the prudent thing to do is to reduce chief of the Port of Los Angeles Police Department. “We call it the the nation’s vulnerability in the maritime domain. “We don’t want to ‘Harbor Watch.’ We visit the bait piers and talk to the fishermen. wait for another attack to take action,” Allen said. We hear from the residents who live aboard their boats who live in The gravest maritime threat facing the nation is the potential for a marinas. They’ll tell us if something doesn’t look right.” terrorist group to obtain a nuclear weapon or other WMD and use it If a vessel looks suspicious, or is in the wrong place, authorities within the confines of a major U.S. port. The “Coast Guard Strategy do not need permission to board or search. Where the Coast Guard for Maritime Safety, Security, and Stewardship” states, “While much can board any vessel to conduct safety inspections, the Port of focus has been placed on WMD detection in maritime containers, it Los Angeles Police Department has the authority to ensure local is equally probable, if not even more likely, that such a device would ordinances are being enforced. Where appropriate, the Port of Los be loaded onboard a low-value bulk freighter, a fishing boat, or a Angeles Police and the Coast Guard work together to conduct recreational yacht or power boat that allows constant possession inspections. of a WMD device by a terrorist group. Many of these vessels also The port is home to the CGC George Cobb, from which personnel operate under minimal regimes and protocols for control, making can also report on unusual activity when servicing aids to navigation

Left: photo Navy by Photographer’s U.S. Mate First Class Alan D. Monyelle, 5th Fleet PAO CoastRight: Matthew Guard U.S. Belson photo by PA1 their movements mostly anonymous to authorities. The catastrophic in and around the port.

Coast Guard Outlook 2010 101

small vessel security.indd 101 11/5/09 8:39 AM 102 BEmeyers & CalDivInt.indd 1 10/29/09 10:11 AM SMALL VESSEL SECURITY STRATEGIC DIVISION

While most large vessels are registered and tracked, small untracked vessels pose a huge threat because of the possibility of operating near or even close aboard container ships to offload improvised explosive devices within U.S. ports and waterways. There are some 13 million registered recreational vessels and another 8 million non-registered recreational boats in the United States alone. Few resources exist to track small boats.

In addition to working very closely with the Coast Guard, potential of encountering suspicious or unusual activities Nixon said his agency works with the Port of Long Beach, the on the U.S. waterways. The AWW Web site (http:// Los Angeles County Sheriff’s Department, the Los Angeles and americaswaterwaywatch.uscg.mil) contains information and Long Beach police departments, Los Angeles City and County material that can help people understand how they can Life Guards, the Los Angeles Fire Department, the Federal contribute by knowing what constitutes suspicious behavior Bureau of Investigation, Customs and Border Protection, and and how to promptly report it. AWW has proven critical to the Port of Los Angeles Pilots. “It’s a one-team approach. It’s all assisting the Coast Guard and other law enforcement agencies very cohesive here.” in their efforts to sustain the nation’s maritime security. It’s a huge challenge to keep track of all the big ships on our Through AWW, everyone can feel ownership for the security oceans and rivers. But it’s an even bigger challenge to maintain of America’s waterways. Those who routinely work or recreate an appropriate awareness of the numerous small vessels in on any particular waterway are the ones most likely to be the American waters. For example, Florida has more registered best sources for identifying suspicious or unusual activity. motor vessels than any other state, with approximately 988,000 Such “local knowledge” helps the Coast Guard and other law registered recreational boats. Since the majority of small vessel enforcement organizations to best leverage limited manpower operators are professional mariners or legitimate recreational and resources. “The backbone of America’s Waterway Watch boaters, the Coast Guard strives to develop strong partnerships is its partners and participants, without which AWW couldn’t with the people most familiar with their local environment. fulfill its commitment to maritime safety and security,” said Lt. The Coast Guard’s America’s Waterway Watch (AWW) is Cmdr. Jim Rocco. “They’re exceedingly vital to sustaining the a partnership involving the Coast Guard, the Coast Guard nation’s safety and security vigilance.” Auxiliary, and commercial, municipal, and recreational “A call to 1-877-24WATCH provides direct communication organizations across the nation. AWW seeks to raise to the national call center for the Department of Homeland the collective consciousness of those engaging in a Security [DHS], which will start the ball rolling to have multitude of waterborne activities to stay alert for the suspicious concerns monitored and investigated,” he said. U.S. Coast Barbara GuardU.S. L. Patton photo by PA3

Coast Guard Outlook 2010 103

small vessel security.indd 103 11/5/09 8:39 AM STRATEGIC DIVISION SMALL VESSEL SECURITY

A U.S. Coast Guard boat and a Georgia Department of Natural Resource boat patrol the east side of Elba Island on the Savannah River in front of the liquefied natural gas facility. Critical structures around the nation are potential sites for would-be terrorists. As a deterrent, the Coast Guard’s America’s Waterway Watch has proven to be a successful program, receiving assistance by other law enforcement agencies, as well as the public – all of whom look for and report unusual activities.

One such call came in March 2003: A suspected terrorist occurred in and around marinas and 7,343 surveillance with connections to al Qaeda was arrested after telling patrols were conducted, of which more than 700 were an undercover FBI agent of his interest in buying enough performed by local law enforcement. These activities plastic explosives “to blow up a mountain.” Another came greatly assisted the Coast Guard’s efforts to build MDA, under scrutiny when he asked a local tour boat captain how presence, and trust in areas not previously visited by close a boat could approach local bridges and cruise ships. law enforcement. The captain promptly notified the Coast Guard via AWW. In 2008, DHS released its comprehensive Small Vessel Operation Focused Lens (OFL) is a Coast Guard- Security Strategy (SVSS) after obtaining citizen input. The led anti-terrorism operation in California ports and SVSS addresses the four scenarios of gravest concern waterways. As a best practice, it incorporates aspects involving terrorist attacks using small vessels: (1) use as of both security operations and maritime domain a waterborne improvised explosive device; (2) smuggling awareness (MDA) and has tie-ins with AWW. While weapons (including WMDs) into the U.S.; (3) smuggling building trust with the public, this operation directs terrorists into the U.S.; and (4) as a platform for conducting field units to perform focused and coordinated air, a stand-off attack (e.g., Man-Portable Air Defense System or land, and sea surveillance patrols, small vessel security a ballistic missile). The Coast Guard-led interagency team boardings, and intelligence collection activities in areas has developed the Small Vessel Security Implementation where small boat attacks or boat bombs may originate, Plan, which lays out the federal, state, tribal, and local be staged, or executed. OFL employs risk and predictive actions required to achieve the goals and objectives of the analytics for resource allocation and is tasked with SVSS. The implementation plan has been drafted and is targeting those areas most likely to be used as a staging being concurrently reviewed at department and national area for such an attack. Its activities deter and prevent levels for approval and release in early 2010. terrorists from exploiting marinas, boat ramps, and A coherent strategy, deliberate execution, and broad similar areas from which to stage attacks. Operations stakeholder involvement are critical to deterring or are conducted in partnership with other DHS and local interdicting terrorist small boat attacks in the United law enforcement agencies, Coast Guard Auxiliary, and States. the boating public, and leverages AWW. During fiscal year 2009, Coast Guard units in California held 630 AWW Capt. Edward H. Lundquist, USN (Ret.), is a senior events where 4,565 boaters learned about suspicious science advisor with Alion Science and Technology in incident reporting. Additionally, 2,401 security boardings Washington, D.C. U.S. Coast Dana Warr GuardU.S. photo by PA2

104 Coast Guard Outlook 2010

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$'6LQGG $0 STRATEGIC DIVISION PIRACY

Fighting Pirates Requires Coordinated Effort

By Edward H. Lundquist

small skiff with a few barefooted Somali fishermen climb working together, but numbers change on a regular basis as ships aboard and capture a 100,000-ton ship on the high seas and come and go. The 2.5 million miles they need to patrol presents a A hold the ship, cargos, and crew for a multimillion dollar daunting task. “There are no treaties,” said U.S. Navy Capt. Greg ransom. Sounds extraordinary, but as the world has come to realize, Prentiss, chief of staff for the Combined Maritime Forces. “This is a maritime piracy happens on a regular basis. coalition of the willing. The threat of piracy to the United States, our international “The pirates keep changing their tactics, and working farther out partners, and the industry and seafarers who make their living at to sea,” said Prentiss. “If the pirates are getting ready to attack and sea, exists from the Gulf of Aden to the Straits of Malacca, from they see a warship or a helicopter, they break off the attack. But Brazil to Nigeria. However, the threat differs from place to place, and military presence isn’t deterring the pirates, it’s just causing them to so must the response to it. But while much of the crime goes on be less successful. Fear of prosecution doesn’t stop them.” in relative obscurity, the events off Somalia over the past two years While the world watches what’s happening in the Gulf of Aden, have garnered international attention. and the coalition forces are contributing sophisticated intelligence, Attacks in Southeast Asia and the Far East increased, too, said command and control, and platforms to respond to the challenge, the Capt. Pottengal Mukundan, director of the International Maritime pirates have virtually no intelligence and only the most rudimentary Bureau’s (IMB) Piracy Reporting Centre in London. While most boats, armed with low-tech ladders and grappling hooks. While they incidents in other parts of the world are robberies and maritime may have cell phones and GPS, their weapons are old and worn. muggings, attempts to steal ships stores or money, the Somali pirates “They just wait for a target of opportunity,” said Rear Adm. Terry are after ransom. “The rise in overall numbers is due almost entirely McKnight, who commanded Combined Task Force 151 (CTF 151). to increased Somali pirate activity off the Gulf of Aden and east CTF 151 is a multinational task force that conducts counter-piracy coast of Somalia. operations in and around the Arabian Sea, Indian Ocean, and the “The advice that we are giving masters in the Gulf of Aden is to Red Sea – focused on the Gulf of Aden and off the eastern coast keep a sharp look-out, detect the attack craft as far away as possible of Somalia – and was established to create a lawful maritime order and let them know they have been detected,” said Mukundan. “We and develop security in the maritime environment. The coalition’s tell masters to evade boarding by pirates. Our advice is not unique. efforts provide an effective maritime interdiction and response force, It has come from the experience of masters who got away from the said Michael D. Callahan of the Office of Policy Integration (CG-513) pirates and the advice of naval commanders in the area.” at Coast Guard Headquarters in Washington, D.C. “The U.S. Coast Warships from a number of nations have converged on the area Guard supports the combatant commanders by deploying Coast to protect merchant ships making the passage between the Indian Guard assets to support CTF 151 efforts to deter and disrupt acts of Ocean and the Red Sea. piracy. Coast Guard personnel are seen as the subject-matter experts in the conduct of boardings and preparation of case packages in A Coalition of the Willing support of follow-on prosecution.” “We operated with the Chinese and Russians, India, and Pakistan, The naval response to the Somali piracy problem has involved all working together in the same war space,” McKnight said. naval units from around the world. For the most part, the navies have Coast Guard forces are operating in support of U.S. Central worked together either formally, as part of the coalition task force, Command (CENTCOM). CENTCOM has operational control of these or informally. There have been as many as 20 ships in the region forces and has directed they conduct operations with CTF 151, as

106 Coast Guard Outlook 2010

piracy.indd 106 11/2/09 12:39 PM PIRACY STRATEGIC DIVISION

Members of a Visit, Board, Search, and Seizure team and members of the U.S. Coast Guard Maritime Safety and Security Team 91112, embarked aboard the guided-missile cruiser USS Gettysburg, respond to a suspect vessel while operating in the Combined Maritime Forces area of responsibility as part of Combined Task Force (CTF) 151. Coast Guard personnel are viewed as subject-matter experts when boardings and searches are required.

well. Coast Guard law enforcement detachments (LEDETs) currently more than doubled during the first six months of 2009 compared with operate in support of CTF 151. LEDETs augment Navy Visit Board the same period in 2008 – from 114 to 240 – according to the IMB. Search and Seizure (VBSS) teams near the Horn of Africa and provide training in maritime laws, boarding policies and procedures, evidence Coast Guard’s Unique Role collection and preparation, and tactical procedures. The integration of Coast Guard boarding team personnel with Navy VBSS teams takes The response to these threats requires a broad array of legal advantage of the unique competencies, capabilities, and authorities authorities, operational capabilities, skills and competencies, of our two services in a manner that offers a comprehensive boarding and the support and expertise of numerous U.S. government, capability that is ready to address a broad spectrum of threats in international, and commercial entities. The U.S. Coast Guard has the maritime domain. Coast Guard/Navy cooperation in counter- a unique role to play, and remains committed to working with our piracy operations is an example of how our two services are working military, government, and industry partners to bring these criminals together to ensure interoperability and readiness to operate as an to justice and forge long-term solutions for regional maritime safety effective force to address the international issue of piracy. and security, said Callahan. “Operating at all times as a military CTF 151 describes counter-piracy activities as law enforcement- service and maritime law enforcement agency, the Coast Guard has related operations in which all forces will be expected to collect authority to conduct counter-piracy operations against any vessel evidence, provide witness statements, and respect the rights of engaged in piratical acts, including boardings, searches, seizures, the apprehended as they are duly processed for trial. Coast Guard and arrests.” forces possess the requisite capabilities and skill-sets to support the Operationally, counter-piracy operations are primarily a maritime combatant commander’s efforts to combat piracy in the region. law enforcement activity for which the Coast Guard is trained and This significant naval presence has made it more difficult for the equipped to support. “We are the competent authority for the U.S. pirates, but not impossible. In fact, piracy attacks around the world government on more than 30 bilateral agreements with foreign U.S. Navy photo Navy by MC1 Eric L. BeauregardU.S.

Coast Guard Outlook 2010 107

piracy.indd 107 11/2/09 12:39 PM STRATEGIC DIVISION PIRACY

On Jan. 9, 2009, the M/V Sirius Star is observed at anchor by the U.S. Navy following an apparent payment via a parachuted container to pirates holding the Sirius Star captive. The very large crude carrier was carrying more than 2 million barrels of oil.

partners,” Callahan said. “The Coast Guard understands the domestic Oddly enough, some of the ships hijacked by Somali pirates have and international legal frameworks and the associated boarding carried food and other humanitarian assistance for the people of and enforcement requirements necessary to ensure the successful Somalia. negotiation and implementation of agreements to facilitate counter- Despite the publicity, and the growing trend, the risk is still piracy operations on the water and the delivery of legal consequences relatively small. With 20,000 transits through the Gulf of Aden each to the pirates ashore. The Coast Guard’s international training teams year, only a few hundred ships are attacked and not all attacks are and deployable law enforcement detachments offer tailored maritime successful. Ships with high freeboard and able to make speeds of law enforcement training that can be easily integrated in regional 18 knots are usually ignored by the pirates while they wait for easier capacity building initiatives. Domestically, the Coast Guard works prey. Some large ships have been taken with a high freeboard, but with and regulates the U.S. merchant fleet to reduce its vulnerability they were heavily laden. Other ships carrying petroleum products to acts of piracy.” might be stopped and forced to surrender because the pirates Piracy thrives in Somalia because government and the rule of threatened to fire their weapons on the ship. law do not, said John Burnett, author of Dangerous Waters: Modern There are seasonal trends, with the pirates venturing farther out in Piracy and Terror on the High Seas. The country is one of the poorest better sea conditions. Most attacks occur during daylight and during in the world, and Somali fishermen claim foreign fishermen have good weather, but there have been exceptions. depleted the fish stocks in Somalia’s waters. What started as an Richard Decker, president of AIG Global Marine Insurance, based attempt to extort money from those fishermen has evolved into the in New York City, said that while the problem of piracy is not new big criminal enterprise it is today. On the other hand, crewmembers or altogether unique, there are factors that make this problem more on ships being attacked by pirates have little they can do to prevent difficult than ever before. “It may look like a small area on a map, the attack and everything to lose if they resist once boarded. but the waters off the Horn of Africa encompass millions of square Burnett said, piracy is Somalia’s fastest growing industry. The miles. And there is the huge amount of trade that travels from Asia pirates have little to lose and much to gain. “They can make $30,000 to the Gulf of Aden and through to the Red Sea, Suez Canal, and the or $40,000 for 20 minutes’ work. There’s a long waiting list of young Mediterranean to ports in Europe. The sheer number of vessels to lads hoping to get chosen to be a pirate. It’s the best job in town.” protect is staggering,” Decker said. U.S. Navy photo Navy by Air CrewmanU.S. 2nd Class David B. Hudson

108 Coast Guard Outlook 2010

piracy.indd 108 11/2/09 12:39 PM PIRACY STRATEGIC DIVISION

U.S. Coast Guard Machinery Tech. 1st Class Dan Morales, assigned to Maritime Safety and Security Team 91104, asks a Yemeni fisherman navigational questions during a right-of-visit boarding near the guided-missile cruiser USS Anzio Sept. 10, 2009, in the Gulf of Aden.

The 162,000-ton very large crude carrier M/V Sirius Star was fire, and explosion; risk of escalation of conflict [pirates will assume captured by Somali pirates 500-plus miles from land. More than 1,000 all vessels are armed and attack tempo will increase accordingly]; feet long, it was carrying in excess of 2 million barrels of crude oil difficulties of firing on a small boat as opposed to pirates who have – worth more than $100 million – at the time, becoming the largest a large target; dealing with pirates on board after a successful attack ship ever captured by pirates. is likely to lead to increased risk of harm to crew; armed guards are not supported by key international organizations; the consequences Taking Action of injury to pirates due to gunfire; and the possibility of mistaken identity, as local fishermen are known to carry guns as self-protection There are measures mariners can take to reduce their risk of against pirates and sharks.” attack. Crews must keep a watchful lookout and stay in contact Davies also raises concerns about command and control of with maritime security authorities. Varying routes, carefully planning armed security teams. The master has command of the vessel transits to avoid high-risk areas, removing external ladders, rigging and is responsible for all personnel aboard, Davies said. “Merchant barriers, and other measures can help. Some ships employ active vessels are not warships and it is very difficult for masters to control security measures from non-lethal means such as rigging fire hoses weapons teams.” to repel pirates to hiring civilian armed security teams aboard Conversely, Capt. Richard Phillips, the master of Maersk Alabama vessels transiting the region. “Just as piracy tactics change, so do who was dramatically rescued by the U.S. Navy, believes armed opinions on how to defeat an attack,” Callahan said. security details aboard vessels could be an effective deterrent. Capt. Phil M. Davies, director of the Oil Companies International Testifying before the Surface Transportation and Merchant Marine Marine Forum (OCIMF), said his organization strongly supports the Infrastructure, Safety, and Security subcommittee of the Senate use of non-lethal defensive measures to avoid, deter, or delay any Committee on Commerce, Science, and Transportation, Phillips pirate attack. Oil tankers and liquefied natural gas ships are the prefers government protection forces. “Of course, I realize that very wrong platform for staging for armed security forces. clear protocols would have to be established and followed. For “OCIMF does not support the use of armed guards for a number of example, as a captain, I am responsible for the vessel, cargo, and reasons, including a significantly increased risk of personnel injury, crew at all times. And, I am not comfortable giving up command U.S. Navy photo Navy by Mass Communication SpecialistU.S. 2nd Class Brian K. Fromal

Coast Guard Outlook 2010 109

piracy.indd 109 11/2/09 12:40 PM Who goes there?

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general dynamics.indd 1 11/5/09 5:14 PM PIRACY STRATEGIC DIVISION

A team from the amphibious assault ship USS Boxer (LHD 4) tows the lifeboat from the M/V Maersk Alabama to Boxer April 13, 2009, in the Indian Ocean. The lifeboat is to be processed for evidence after the successful rescue of Capt. Richard Phillips. Phillips was held captive by suspected Somali pirates in the lifeboat for five days after a failed hijacking attempt off the Somali coast. During testimony to the Surface Transportation and Merchant Marine Infrastructure, Safety, and Security Subcommittee of the Senate Committee on Commerce, Science, and Transportation, Phillips conceded that government protection forces aboard ship are preferred; however the issue of command remains an issue for federal personnel and for captains of commercial ships, like Phillips.

authority to others … including the commander of a protection force. have obviously weighed the economic costs against the remote risks In the heat of an attack, there can be only one final decision-maker. of an attack, and determined the risks to be acceptable.” So command is only one of many issues that would have to be While the navies and coast guards of the world work together and worked out for security forces to operate effectively.” improve their abilities to protect shipping, and the global shipping “Responsible shipping companies understand well that they bear industry reduces its vulnerability to pirate attacks, the ultimate a responsibility to take appropriate measures to harden their assets solution remains ashore in Somalia. “Effective deterrence of piratical and avoid piracy,” said Capt. Gordan E. Van Hook, a senior director attacks requires a shore-side solution,” said Callahan. with Maersk Line, Limited, the largest U.S. flag carrier. “To that As the maritime question is based on economics, so is the Somalia end, and in response to recent maritime security directives issued situation. The problem of piracy is a product of the Somali civil by the Coast Guard, we have conducted extensive vessel security war, said H.E. Abdirahman Mohamed Mohamud Farole, president assessments of all our ships that may transit high-risk waters. of the Puntland State in Somalia, speaking in London in July 2009. On those vessels determined to operate at higher-risk profiles, we “The piracy problem is mainly concentrated in Puntland due to its have made significant investments to further mitigate that risk. To strategic location along the shores of the Gulf of Aden and the maintain the highest security for our mariners, we do not discuss Indian Ocean.” specific measures taken aboard our ships, but we realize we must He said the Puntland government is committed to fighting do our part and we remain very thankful for the actions taken by and defeating pirates. “Foreign warships off the Somali coast U.S. and international maritime forces to curb piracy in the region.” cannot fight the pirates alone. It is a fact that pirate attacks are organized on land and therefore targeting pirates on the ground The Real Solution in Somalia will be a crucial part of the anti-piracy effort, for which Puntland requires assistance. Furthermore, strengthening cooperation The Somali pirates say they are just fishermen who are desperately between international naval warships (including NATO) and local protecting their fishing grounds. But, while the fishermen-turned- authorities (especially Puntland) in order to gather and share pirates may want to be seen as victims, retired Rear Adm. intelligence, isolate pirate targets, and prevent future piracy attacks Jacob Shuford said there is no justification for their violations of is instrumental in defeating piracy. international law. “Taking a crew hostage has always been viewed “When Somalia becomes a strong, stable, and secure sovereign as a crime against humanity.” He added, that over the centuries, nation, with a legitimate and self-sustaining economy, it will then however, “the international response to piracy has proven that the have the ability and will to end this criminal activity,” Callahan said. principle calculus is financial rather than moral. The many ships today that choose to transit pirate-infested waters without taking Capt. Edward H. Lundquist, U.S. Navy (Ret.), is a senior science recommended routes and precautions offer testimony to this: They advisor with Alion Science and Technology in Washington, D.C. U.S. Navy photo Navy by Mass Communication SpecialistU.S. 2nd Class Jon Rasmussen

Coast Guard Outlook 2010 111

piracy.indd 111 11/5/09 3:43 PM STRATEGIC DIVISION MARITIME DOMAIN AWARENESS

Maritime Domain Awareness: Information-sharing and Coordination “… building a better picture – and then using the picture better.”

By Edward H. Lundquist

America’s 200-mile exclusive economic zone (EEZ) is the ur global economy is not hindered by the oceans that separate world’s largest EEZ, which includes the continental United the continents, but rather is connected by them. Most of the States and extends around Alaska, Puerto Rico, and a Oworld’s trade travels by sea, and the vast majority of seagoing number of Pacific Islands, such as Hawaii and Guam. traffic is legal and proper. But there are also things that take advantage Realizing Maritime Domain Awareness to defend the of what has been called the “last global frontier”: human trafficking, homeland reaches beyond U.S. borders and farther away from the EEZ and requires enhanced global maritime drug trafficking, gun running, weapons proliferation, crime, piracy, stability. and terrorism to name some. Maritime Domain Awareness, or MDA, is the effective understanding of anything associated with the global maritime domain that could impact the security, safety, economy, or the environment. To assure access to all law-abiding nations to the sea today requires the ability to know what’s out there. The focus of MDA is not just on the vessels themselves, but the cargos and crews, and especially anything that doesn’t belong on those ships. That means gathering, analyzing, sharing, and being able to act upon The new strategy emphasizes preventing wars as being just as information. The knowledge must be coupled with decision-making important as winning them. And while forward presence, sea control, tools. If a problem is discovered, that problem must be dealt with as and power projection are traditional core capabilities for the sea far from the homeland as practical, all to achieve what the National services, those capabilities have been expanded to now include Strategy for Maritime Security (NSMS) calls, “the ability to know, humanitarian assistance/disaster relief and maritime security. so that pre-emptive or interdiction actions may be taken as early as “The creation and maintenance of security at sea is essential to possible.” mitigating threats short of war, including piracy, terrorism, weapons NSMS strategic goals: proliferation, drug trafficking, and other illicit activities,” the strategy ™:c]VcXZigVcheVgZcXn^cbVg^i^bZYdbV^c0 reads. “Countering these irregular and transnational threats protects ™:cVWaZVXXjgViZgZhedchZhidbVg^i^bZi]gZVih0VcY our homeland, enhances global stability, and secures freedom of ™:chjgZ[gZZYdbd[cVk^\Vi^dcVcYZ[ÒX^ZciÓdld[XdbbZgXZ# navigation for the benefit of all nations.” The Cooperative Strategy for 21st Century Seapower was signed by The strategy exemplifies the current unprecedented level of the chief of Naval Operations, the commandant of the Coast Guard, cooperation and coordination between the sea services. “New and the commandant of the Marine Corps, all as equal partners partnerships with the world’s maritime commercial interests and the in creating a synchronized U.S. maritime force, and recognizes the maritime forces of participating nations will reduce the dangerous importance of having a joint, interagency, and international approach anonymity of seaborne transport of people and cargoes,” the strategy to maritime security. reads. NASA/Goddard Space Flight Center

112 Coast Guard Outlook 2010

maritime domain awareness.indd 112 11/2/09 6:47 PM MARITIME DOMAIN AWARENESS STRATEGIC DIVISION

MDA is both surveillance and intelligence, according to Rear every vessel is and where it’s going doesn’t solve the problem. There Adm. Richard Kelly, U.S. Coast Guard (Ret.), who recently served must be a way to determine which vessels, cargos, and crews are as director, Global Maritime and Air Intelligence Integration in legitimate and which ones may be illicit traffic. the Office of the Director of National Intelligence. Knowing where Kelly said that systems can be developed to look for anomalies something is located is the tip of the iceberg, he said. The bigger to break up the “black market supply chain.” But, he said, normal job is to know what a shipment is, if it is a threat, where it’s going, vessel movements often look like anomalous behavior, making and how we might intercept it if necessary. This requires fusing determination of intent difficult to ascertain at best. intelligence from imagery, signals, communications, and open source America’s 200-mile exclusive economic zone (EEZ) is the world’s information, as well as “human intelligence,” he said. largest EEZ, according to Curtis Dubay, the Coast Guard’s director MDA goes beyond concern with a threat. It requires understanding for MDA Program Integration. In addition to the continental United of the environmental, commercial, and safety dimensions of the States, the U.S. EEZ surrounds Alaska, Puerto Rico, and a number maritime domain. of Pacific Islands, such as Hawaii and Guam. The defense of the But the amount of information is staggering. The number of homeland must be layered, to prevent danger from actually arriving commercial vessels more than 300 tons under way at any given in our home waters. “Achieving and maintaining MDA is a complex time is 20,000 or more. Add in all the fishermen and recreational process of observation, collection, fusion, analysis, dissemination, boaters, and the problem becomes acute. The state of Florida alone and decisions, all of which must extend far beyond our borders, and has nearly 1 million registered recreational boats. Just knowing what even far from the edges of the U.S. EEZs,” Dubay said.

Coast Guard Outlook 2010 113

maritime domain awareness.indd 113 11/2/09 6:47 PM STRATEGIC DIVISION MARITIME DOMAIN AWARENESS

Seaman Casey Todd, a crewman of the watch aboard the CGC Pendant, uses the Automated Identification System (AIS) to identify a vessel in Boston Harbor. With the AIS, everything is on one screen and reduces the need to switch between equipment.

“We need to increase discoverability and access to information,” Building the Picture said Dubay, “to enable better decision-making.” One of the new tools available to help maintain MDA is the Building the maritime picture requires the sharing of information Automated Indentification System, or AIS, a maritime version with other national as well as international, state, and local networks. of the Identification Friend or Foe (IFF) systems used to track With AIS, the ship’s transponder provides information about the aircraft movements. AIS is now required on all vessels 300 tons ship, course, speed, and destination. The transponder can be queried and greater. “MDA is essential to effectively implementing any by other ships, satellites, or land-based transceivers. The system also maritime strategy,” Dubay said. “The Coast Guard is just one covers the Great Lakes and inland waters such as the Mississippi agency in the layered approach to MDA that involves a variety of River and its tributaries. The LRIT system and AIS help monitor sensors, analysis tools, technologies, and partnerships to guard the positions of 40,000 large commercial vessels anywhere in the our waters.” world by satellite. A nationwide AIS network tracks ships when they The advent of new technologies, including ship transponders get closer to U.S. waters. When approaching U.S. destinations, the like the Long Range Identification and Tracking (LRIT) system and vessels can be closely monitored for abnormal behavior. AIS, along with a greater willingness to share information among In many ways, AIS is a game-changer, said Dubay. AIS is a maritime partners, have served to partially lift the veil of secrecy cooperative system, established under international standards, that has covered the high seas. However, small vessels and non- that provides a vital capability that can be used to enhance safety, cooperative “dark vessels” will continue to pose their own unique improve security, and enable better stewardship of the maritime challenges to full awareness of the maritime domain, Dubay said. domain. As an open broadcast system, it takes one of the first major Some of these new technologies are expensive, and require a steps in improving transparency. The recent advent of a commercial significant investment. capability for receiving AIS from space will be an extremely valuable According to Guy Thomas, science and technology advisor for the tool. “Although we know we won’t see all vessels, AIS can help us National Office for Global Maritime Situational Awareness and the better focus our efforts on the vessels that may pose the greatest Global Maritime and Air Intelligence Integration Office, there are threat. But AIS does not reveal their intentions. That is a more many new technologies that can be used to achieve MDA, including complicated problem.” space-based systems. “We know what the technology is. We just The U.S. Coast Guard is one of many agencies that participate need the political will to do it.” in this layered approach to MDA. The Maritime Security and Coast Guard photo by Seaman Sabrina Elgammal

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115 Ursa & Reson.indd 1 10/29/09 10:11 AM STRATEGIC DIVISION MARITIME DOMAIN AWARENESS

Members from the Equatorial Guinea Navy go over plans for a mock boarding to take place in the Gulf of Guinea with Capt. Robert Wagner, commanding officer of the CGC Dallas, July 10, 2008. Dallas was deployed to the region under the direction of commander, U.S. Naval Forces Europe, 6th Fleet, in support of Africa Partnership Station (APS). APS is an initiative aimed at strengthening global maritime partnerships through training and other collaborative activities in order to improve global maritime safety and security.

Safety Information System shares non-classified AIS data between understanding, nor does it allow a commander to position forces participating nations, using simple but a secure Web-based, real- optimally to meet a potential or emergent threat. Rather, this time data-sharing system to enhance maritime safety, security, and awareness must be combined with up-to-date intelligence and threat commerce. analysis. In that way, we hope to respond to threats before they Rear Adm. Robert Parker, U.S. Coast Guard, director of security and occur and as far away from our shores as possible.” intelligence for the U.S. Southern Command, said it is vital to foster The National Strategy for Maritime Security’s National Plan to relationships and build partnerships before you need them. MDA Achieve Maritime Domain Awareness states the U.S. must “enhance requires operational knowledge and battlespace awareness across transparency in the maritime domain to detect, deter and defeat all four domains: maritime, air and space, land, and cyberspace. threats as early and distant from U.S. interests as possible.” But the Even with a great deal of very good intelligence, Parker said, there maritime domain is anything but transparent. is still the matter of getting the right information to those who must A long history of secrecy, and proprietary information (protected act upon it. “How do we get the information you need to you when commercial info) associated with trade and commerce, both legal you are in a rigid-hull inflatable boat moving to board a target of and illegal, has been commonplace on the high seas. Maritime interest?” security is a global imperative that serves the interests of all nations. A ship that is scuttled or damaged so that it blocks the world’s Dubay said this also creates a tension between transparency and sea lanes, particularly at the vital choke points, could cause severe privacy. “However, by building trust and cooperation between economic hardship and a political crisis. This is true for the entire maritime partners, we can begin to increase our ability to observe global economy and certainly true for the U.S., since 95 percent of and understand activity across a broader portion of the maritime U.S. exports and imports move by sea. Protection against threats domain,” he said. at sea makes international cooperation within the layered security While many mariners are entrepreneurial, competitive, and framework of Maritime Domain Awareness a strategic imperative. independent to the point of being “libertarians,” they do have a good “MDA is the key to effectively implementing any maritime security sense for what does and does not belong at sea, as well as a strong strategy,” said Dubay. desire to keep the sea lanes safe and secure, said Capt. Gordan Van “Maritime Domain Awareness is all about building a better Hook, U.S. Navy (Ret.), a vice president with Maersk Line, Limited, picture – and then using the picture better,” Dubay said. “However, the U.S.-flag entity of the A.P. Moller - Maersk Group. According to situational awareness alone doesn’t provide complete and effective Van Hook, there are a million professional seafarers. Wherever there Photo by PA1 Tasha Tully Tasha Photo by PA1

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are professional mariners on the sea, there is a “bubble of awareness” of what is within their visual and radar range. “A company such as Maersk, with a thousand ships, each a bubble of awareness, can contribute to the overall Maritime Domain Awareness.” The maritime industry has a major stake in safety and security on the oceans. “The mariners at sea are the first line of defense for safety, security, and the environment,” said Kathy Metcalf, director of maritime affairs for the Chamber of Shipping of America. The National Maritime Intelligence Center is the central point of connectivity to fuse, analyze, and disseminate information and intelligence for shared situational awareness across classification boundaries. For Dr. Judith Youngman, professor of political science at the U.S. Coast Guard Academy, there are important policy implications that must be considered to achieve MDA. Successful implementation of the maritime strategy is challenged by ambiguity, alignment, and accountability. “By ambiguity, we must understand the nature of the threat. Since there are so many stakeholders at the international, national, state, and local levels, this ambiguity can affect the alignment of the various participants, which has an impact on effectiveness and efficiency. With all of the different players in MDA, there must be clear lines of responsibility and accountability,” she said. The idea of “homeland security” is still relatively new for Americans, Youngman said. Unlike the military, where almost all authority is statutory, virtually nothing is statutory with homeland security. As a policy matter, she recommended that authority be made law. “An attack will have second- and third-order effects. Those effects can include undermining public confidence in our ability to protect the rule of law. The Cooperative Strategy for 21st Century Seapower is an important step forward in protecting the rule of law in the maritime domain.”

Layered System of Systems Knowledge of the maritime domain depends on the fusion of both information and intelligence, Dubay said. No nation, let alone a single agency, has the capability or the capacity, to unilaterally achieve full MDA. Only by operating as part of a layered system of systems, in cooperation with maritime partners, can we collectively succeed. The potential tool kit is expanding – commercial earth observation space systems of all types, equipped with AIS, synthetic aperture radar, or multi-spectral imaging, offer opportunities for increasing our understanding of the maritime domain. America’s Maritime Guardians are imbued with the Guardian Ethos. To protect and defend the American public is deeply ingrained within every member of the Coast Guard. “Every Coastie is a potential sensor,” said Dubay. “MDA supports operational decision- making across every mission area of the Coast Guard – from saving people at sea and enforcing laws and treaties to securing our ports and waterways from maritime threats. Helping to increase our understanding of activities in the maritime domain is everyone’s job. Sensors and technology provide an important part of the picture, but the observations, knowledge, and experience of our people in the field and in our operations, analysis, and fusion centers are absolutely crucial to success.” It isn’t enough to know what’s out there at any given time. To be effective, the maritime domain must be able to conduct persistent monitoring anywhere on the globe. It’s true – there is a lot of information to manage. However, Dubay said, systems, tools, and processes, such as technology “smart agents,” can help automate certain processes. Although we’ll never be able to completely eliminate the role of people, we should be able to provide the tools to make the job easier and more effective. “It is essential to remember that monitoring activity is not enough, the key is understanding the activity. “We need to learn who’s already got what data, and then knock down the walls that unnecessarily restrict sharing of this data among authorized users. We need to establish common standards for metadata and systems that will lead us to a net-centric, services- oriented architecture across all agencies. Finally, we need to establish an environment that provides for maximum sharing of information by authorized users, while assuring protection of data against inadvertent exposure. The MDA Stakeholder Board’s enterprise architecture and information-sharing hubs are all helping to pave the way, but much more remains to be done,” Dubay said. “We don’t face these challenges alone,” he said. “Our challenges in securing the maritime domain are the same as our partner nations.”

Capt. Edward H. Lundquist, U.S. Navy (Ret.), is a senior science advisor with Alion Science and Technology in Washington, D.C.

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maritime domain awareness.indd 117 11/2/09 6:48 PM TECHNOLOGY SENTINEL-CLASS BOATS

The Sentinel-class Fast Response Cutter: Top-notch Performance Capability

By Mark D. Faram

hen the Sentinel class hits the Coast Guard inventory in At 353 metric tons, it will more than double the 162 metric- 2011, it will mark one of the largest increases in patrol ton displacement of the Island class. Still, even with that Wboat capability in service history. extra weight, it’ll retain the shallow-water capability of that For the operators, it will be a boat that has as much brains as predecessor with a draft of just 9 feet, 6 inches – 2 feet, 3 inches it does brawn – making it valuable not only as an independent deeper than the 110s. operational asset, but as a significant contributor to any joint and The ship will be based on a proven overall design, the combined operations anywhere in the world. Damen 4708, designed and built by Damen Shipbuilding in the Designed to replace the aging 110-foot Island-class patrol boats, . this ship will have a larger crew and a much larger capability This basic steel hull and aluminum superstructure design has when it starts operating in mid-2011. already proven its worth conducting law enforcement missions for “It will be quite a workhorse platform for our law the government of South Africa – but due to the unique multi- enforcement, search and rescue as well as ports and waterways mission requirements of the U.S. Coast Guard that’s where the security missions,” said Lt. Cmdr. Herb Eggert, the sponsor’s similarities end. While the hull form remains the same, many representative for the vessel at Coast Guard Headquarters in other aspects of the design have been changed to meet the Washington, D.C. “This patrol boat’s design features an ability to myriad different mission requirements needed in a Coast Guard seamlessly integrate information to improve the crew’s mission patrol boat. effectiveness. It’s not that the Island class are bad patrol boats, “One of the hardest parts of ship design is the structure of the but the improvements on this vessel make it the most capable in hull – until it’s actually tested, you don’t know what you have,” Coast Guard history.“ Eggert said. “But using the ‘parent craft’ concept – you can reduce The idea for the Sentinel class was born out of a 1995 Coast the risk of structural failure by using a proven hull and building Guard study of their current and planned ship and aviation assets. the inside to suit your needs – that’s what we’re doing.” That report found an alarming trend – many of the service’s assets Eggert says the Sentinel will have a minimum flank speed of were aging at a higher rate than initially thought and degrading 28 knots, but until it’s built and tested, the service won’t know if the service‘s ability to handle its mission. they’ll better that mark. The Sentinel class will be the first large-number vessel “We are designing it to be capable of independently operating replacement since Sept. 11, 2001. They are scheduled to begin for five days straight at sea,” he said. “And we’re planning for an their service life with the Coast Guard in District 7, based in operational tempo of 2,500 operating hours per year.” Miami, Fla. Given the missions of the Coast Guard and the necessity Right now, that’s scheduled to happen in mid calendar year 2011, of operating in less than ideal weather, the ship will continue with the lead vessel construction planned to begin in November the patrol boat tradition of being able to conduct all operations 2009. The existing contract could provide up to 34 vessels, but if through sea state 4 – up to 8-foot seas – and be able to conduct the vessel is successful, a follow-on contract would be awarded to limited operations in sea state 6, in which swells can reach 20 fill the Coast Guard’s need for 58 patrol boats. feet in height.

The Basics Command and Control Designed to eventually replace the 110-foot Island-class patrol One of the largest improvements over the 110-footers will be boats, the Sentinel will be 43-feet longer – a total of 153 feet. an extensive command and control system with secure voice and

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The 153-foot Sentinel-class patrol boat will be capable of speeds of 28-plus knots. It will be armed with one stabilized, remotely operated 25 mm chain gun and four crew-served .50-caliber machine guns. It will have a crew capacity of 23 people and will be able to perform independently for a minimum of five days at sea and remain under way for 2,500 hours per year.

Internet communications ability never seen on Coast Guard boats and rescue scenario displaying search patterns, weather, and local of this size. shipping information might be most important, while in a law In essence, Eggert said, the Sentinel class will serve as an enforcement mission, local intelligence and exchanging information intelligence node, providing and receiving intelligence data from the with other vessels might take priority. Coast Guard’s common operational picture at up to the SECRET level “We are currently operating our 110s in the Arabian Gulf of classification. with the U.S. Navy and other allied nation navies and maritime “We’ll be able to seamlessly communicate with other ships and our agencies, and the Coast Guard will continue to support these assets ashore like we’ve never been able to before from a patrol boat,” types of missions,” he said. “This improved interoperability Eggert said. “This will help us gather intelligence, identify vessels, and makes it much easier for us to seamlessly integrate into joint have a maritime domain awareness that we’ve not had on ships of this and combined environments because we have access to more size.” information in real time.” This capability will not only help the ship while independently This command and control system will be accessed from within operating, but also make it an even more important asset when the pilot house, which also is much improved over past cutters of its operating with other Coast Guard assets as well as those of the size, starting with its field of view. Department of Defense and other agencies. “The pilot house has what we call a 360-degree view,” he said. The command and control system will allow the simultaneous “That gives those on watch a much better awareness of their display of information from multiple sources, Eggert said. This immediate surroundings and ability to safely monitor operations will be adaptable to the mission at hand. For example, in a search being performed on the ship,” he said. Illustrations courtesy of Bolinger Shipyards

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That actual size of the pilothouse is nearly 50 percent larger than that of an 87- foot patrol boat and nearly 300 percent larger than a 110-foot patrol boat, allowing for improved crew performance of mission tasks.

Boats and Deck Gear Next to the command and control system, Eggert says the most significant improvement in capability in the Sentinel class is the ability to launch and recover cutter boats from a ramp cut into the stern of the ship. “On the 110, we would have to slow down and often change course to create a lee on the side of the ship prior to launching the cutter boat – and the launching operation would require nearly all the deck crew on deck to operate the crane and handle lines, and the boatcrew and boarding team would still have to climb down a ladder into the boat before they were ready to operate,” he said. “The stern launch capability enables three people or less on deck to launch the boat and provides a rapid launch and recovery capability we’ve not had before in up to a sea state of 4.” Under this system, major course changes are not required for launch, as the cutter boat’s crew and boarding team can simply embark the boat, a person on deck pulls the retaining pin, and the cutter boat slides backward out of the stern notch into the water fully ready to drive away to perform the mission. Recovery is similar. Though it is important to adjust course and speed to provide a safe recovery course, there is greater flexibility than side-launched vessels. The boat’s operator drives the cutter boat up onto the ramp; the boat is then captured by a recovery line and winched into a stowed position, allowing for a minimum delay in operations. The ship can still conduct these small boat operations from the stern even when they have another ship under tow. Coast Guard cutters all have the capability of towing vessels of similar size and displacement. But even the smallboats themselves will be of a new design. “We’ve had standard boats at our stations for years, but on board ship, they could vary widely,” he said. “Current plans are to provide two different sizes of cutter boats – the smaller of the two boats are the ones we are planning for the Sentinel Class.” “This cutter boat will have its own suite of electronics, including radios, navigation gear, and even radar that wasn’t available on earlier cutter boats. This gives the cutter boat the ability to operate out of sight from their cutter, while still being in close contact. The 40-plus knots flank speed will provide greater operational capability over existing smallboats in our patrol boat fleet.” Even the outside main deck space has been designed with more than the ship’s crew in mind, Eggert said, with the ability of keeping up to 150 migrants aboard the ship at any given time. “We can accommodate up to 150 migrants on deck for up to 24 hours while providing basic amenities,” Eggert said. “The larger size of the Sentinel class is a benefit, as there is enough clear deck space to provide at least 5-square-feet for each person.” One thing the Sentinel will not have is a flight deck, but designers have still made it possible for the ship to take a vertical replenishment at sea – adding a space just

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forward of the pilot house where a helicopter can safely set pallets On the enlisted side, there will be a chief boatswain’s mate as of supplies down on deck. operations petty officer and a chief machinery technician as the That space can also easily handle the delivery of personnel using engineering petty officer. the Coast Guard’s basket hoist system – which can deliver someone Most of the enlisted ratings are the same as those aboard the to the deck, but more importantly, evacuate an injured person quickly. Island class, but the increased size has allowed the service to add an additional cook, a damage control man, and an electronics Weapons technician. Overall it’s a senior crew with many specialized rates to improve the crew’s effectiveness and flexibility. The Sentinel will come armed with the same types of deck All the officers and chiefs will have their own staterooms, while all weapons as the 110-footers, with .50-caliber machine guns and a E-6s and below will live in a specially designed crew compartment single 25 mm deck gun on the main deck forward. that will easily accommodate a mixed-gender crew. The ensign and But the Sentinel class will have two additional .50 calibers chief petty officer staterooms will include a fold-down bunk that will giving the ship an improved ability to defend itself with 360-degree allow for carrying three additional personnel if the mission requires. weapons coverage. All the crew living spaces, including the galley and mess decks, The largest weapon, the 25 mm deck gun, has also been improved are intentionally located mid-ship, Eggert said. and will no longer be operated as a crew-served weapon as is the “The forward and aft portions of the ship experience greater case on the 110s. motions in higher seas,” he said. “By locating these living spaces “It’s now gyro stabilized and remotely controlled from a console amidships, we limit the wear and tear on the crew and reduce on the pilot house,” Eggert said. “This will improve its accuracy and fatigue.” operation over our current weapons, which are targeted and operated This also means the crew can get nearly anywhere aboard at a manually from a pitching deck. moments notice – and sometimes without leaving the skin of the Because it now has a targeting system built into the pilot house ship, he said. console, he said, it will make it easier to safely fire warning shots “It just makes for better habitability for all, resulting in a better across a bow of a ship – but to also fire a much more accurate quality of life,” he said. disabling fire if needed to stop an uncooperative ship’s engines but limit the damage to that ship and danger to its crew if force is Propulsion necessary. That targeting system has a built-in camera that can be used Powering the ship through the water will be two fuel-efficient, on its own for surveillance if the similar system built into the ship 20-cylinder diesel engines, which will be capable of meeting speed itself fails. requirements in a more environmentally friendly manner. “They are basically the same and provide some redundancy in Though the ship will be capable of high speeds in excess of 28 capability,” he said. knots, it’s the ability to move at slow speeds that is most improved over its 110-foot Island-class predecessors. Crew and Comfort “Each of the engines will have a reduction gear that will enable slow-speed operations as slow at three knots,” he said. On the The Sentinel’s crew will be slightly larger than the 110-foot patrol 110-footers, he said, the lowest the ship could operate was at nine boat and will increase in size from 16 to a total of 23. knots, making it necessary to “clutch” the engines in and out to The Sentinel class will have three officers, two chief petty officers, operate any slower. and 18 enlisted aboard, detailed below. “This will be much more efficient and allow for much better control,” he said. Even more control will be available to the ship with the addition Command Operations Engineering of a single, through-hull bow thruster that will provide increased maneuverability. CO – LT* BMC* MKC or EMC This maneuvering capability will not only help close to docks and piers, but also give it better sea-keeping ability while at sea and XO – LTJG* BM1* – (2) MK1 operating in close to other vessels during rescues and boardings. The engine room will not require constant watchstanders while DWO – ENS* BM2 – (2) MK2 the ship is under way, either. Many functions normally performed within the engine room can now be done remotely. BM3 – (2) MK3 A new console will allow the controlling of the engines straight from the pilot house and also give those on watch the ability to GM2 EM1 monitor fuel and water levels as well as all the critical data from the machinery plant. FS1 EM3 In fact, Eggert said, duplicates of this engineering data can be monitored not only on the bridge and inside the engine room FS3 DC2 itself, but also from the mess decks as well as the chief engineer’s stateroom. *indicates DWO billet ET2 FN Overall, the new Sentinel-class patrol will be an outstanding addition the Coast Guard’s fleet and will live up to the high SN standards previously set by the Island class. The improved command and control system, superior cutter boat operations, and improved The three officers will be an O-3 as commanding officer, an O-2 as living conditions will enable future Coast Guard crews to perform executive officer, and an O-1 as a deck watch officer-in-training. The at their absolute best. The Coast Guard is anxiously awaiting the first two ships will have O-4s as the commanding officers to ease the Sentinel class’s introduction to the fleet and the improved mission transition of a new asset to the operational fleet. capability for years to come.

122 Coast Guard Outlook 2010

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123.indd 1 10/29/09 10:15 AM TECHNOLOGY FOREIGN MILITARY SALES

Coast Guard Foreign Military Sales: A Modest Program with a Big Impact

By J.R. Wilson

oreign Military Sales (FMS) are that portion of U.S. security The service’s International Affairs Directorate has overarching assistance programs whereby the U.S. government sells new responsibility for policy, guidance, and direction of the Coast Fprocurement defense articles and services and/or excess Guard’s international engagements, which are very broad. Those defense equipment to friendly, foreign governments. FMS is a multi- include building partner capacity, of which FMS is one component, billion dollar State Department program, primarily conducted through international port security, bilateral-multilateral agreements and special offices within the U.S. Army, Navy, and Air Force. Through it, international training and technical assistance. The OIA executes friendly governments are able to upgrade and sustain their defense the FMS program component under this framework. capabilities with new and surplus U.S. military equipment. Their use The value of the Coast Guard FMS effort is intensified because of the same equipment as the United States also greatly improves most of the world’s navies more closely resemble the Coast cooperative military efforts, from training to combat. Guard than the U.S. Navy. The service’s FMS program is smaller The U.S. Coast Guard’s first venture into FMS began in 1997 as a in terms of the number of projects and their total dollar value, function within the Coast Guard’s International Affairs Directorate. A but is a complement to the Navy’s effort. The OIA works through few years later, a second FMS endeavor – the Deepwater International the Navy International Programs Office, as the implementing Programs Office – was opened as a way to promote foreign interest agency within the Department of Defense, for executing all (and so economies of scale) in new aviation and maritime assets Coast Guard FMS projects. Its 2009 sales are expected to more being developed under the multi-project Deepwater plan. than double the $53 million recorded in 2008. As in the past, the Those two offices merged within the Deepwater Program Executive bulk of this year’s estimated $130 million in sales will involve Office in 2005 and then became the current Office of International the transfer of response boats and patrol boats, which tend to Acquisition (OIA) under the new Acquisition Directorate (CG-9), be high in number but relatively small in both size and cost which was stood up in July 2007. From a modest $1 million in its first compared to Navy sales. year, Coast Guard FMS annual sales have grown more than 120-fold “It is much more centralized within the Coast Guard in terms of and seen the delivery of more than 210 vessels to 37 partner nations. how we manage FMS acquisition projects, in some cases working “Deepwater is really part of CG-9 now and managed as individual out of the FMS office rather than going through an established acquisitions within its program offices. We have a very close program office just because of the relative maturity or type of asset,” relationship with those programs in understanding their procurement Reinert added. “We most often do that with smaller response boats, life cycle and when we might be able to get on contracts and make a something like a Defender class, primarily because almost all Coast push for certain assets to be promoted among allies we think might Guard Defenders have been delivered but are still supported within benefit from that asset,” OIA Chief Tod Reinert said. the Coast Guard and in demand on the international scene. That

124 Coast Guard Outlook 2010

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A 44-foot Motor Life Boat is under way during a boat commissioning ceremony for the Yemen Coast Guard Authority (YCGA). The YCGA received eight of these formerly decommissioned boats from the U.S. Coast Guard to serve as a foundation for the fleet. The U.S. Coast Guard refitted these boats and delivered them to Yemen.

combined with the relative simplicity of the platform, lends itself to unusual mix of countries, it is not surprising that these are the top being managed by our office directly.” Coast Guard FMS partners. The service regards Chile and Mexico On Jan. 29, 2009, OIA delivered its 200th vessel, one of 26 modified as key partners in maintaining Western Hemisphere security. Also, Defender-class response boats provided to the Iraq navy to perform the Coast Guard played a key role in establishing the coast guard interdiction and coastal defense missions. The first 100 FMS vessels services in both Yemen and Bangladesh. were delivered during an eight-year span; the second 100 vessels In the beginning, FMS depended almost exclusively on Excess were delivered in only three years; and the third 100 deliveries are Defense Articles (EDA), primarily decommissioned vessels. “When expected to take from 18 to 30 months. “It’s not that we don’t have we started all this in 1997, the Coast Guard FMS effort was intended the orders to support 300 deliveries already, but some of the vessels to find a way to execute EDA transfers as a means of disposal cost take 15 to 20 months to build. If we were to receive additional avoidance, especially in complying with environmental regulations requests for the smaller Defender-class response boats early next to dispose of those vessels,” Reinert said. “Nearly everything we year, this milestone could occur sooner,” Reinert said. did then was an EDA transfer, which typically had a complementary Other FMS sales are being negotiated for maritime patrol aircraft, FMS case for training, refurbishment, upgrades, or spare parts, but some of which may be procured under the same contract the Coast was pretty small in dollar value. Guard is using, or as a stand-alone contract, managed by the same “We had a very strong EDA transfer cycle in the early 2000s, but program office. “The difference being timing of funding from the that has dropped off in recent years due to the lack of availability international customer and our own and whether we can marry of decommissioned assets within the Coast Guard’s recapitalization those two projects efficiently,” Reinert said. This is one example cycle, creating an increase in demand for new procurement. We have of where OIA tries to create win-win synergies between the FMS been almost 100 percent new procurement now for about two years.” procurement and the larger domestic acquisition program. These Of the 211 vessels delivered through mid-2009, 116 were EDA. An synergies can produce lower unit prices, smoother production flow, additional 94 vessels are on contract and in some phase of new and more efficient overhead loading for both programs. procurement construction. Including all FMS cases implemented and those currently in the “EDA will become a big part again shortly with National Security approval/acceptance process, the top countries by dollar value for Cutter deliveries and retirement of our remaining 12 Hamilton class OIA are Chile, Mexico, Yemen, Iraq, and Bangladesh. Although an [the largest vessels, aside from Polar- and Healy-class icebreakers] U.S. Coast Matthew GuardU.S. Belson photo by PA1

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The Coast Guard’s Office of International Acquisition delivered its 200th vessel to the Iraq navy Jan. 29, 2009. These modified Defender-class patrol boats were moored to a pier at Umm Qasr south port terminal in Basra, Iraq, seen here on May 17, 2009. These boats will be used as defense and interdiction vessels.

over a 10-year period. A lot of those may become available As the decommissioning date for a particular for foreign transfer. The Island-class patrol boats will start vessel approaches, the Coast Guard Office of Property decommissioning in 2013 and our medium-endurance Management conducts a screening process to determine cutters will begin decommissioning in about 2017. So, in if the vessel will be made available for EDA. If another three or four years, we’ll see a new ramp-up of EDA. But, U.S. federal or state agency desires the vessel, then they unlike the past, I think there will be a continued demand have priority choice. If none want the vessel, then the OIA for new procurement, which will create new challenges prepares a message of worldwide availability that is issued for this office,” Reinert predicted. through the Defense Security Cooperation Agency (DSCA) OIA’s EDA transfer process begins each year, on a to all eligible nations. That release contains much more rolling basis, when the Navy International Programs Office specific information, such as the vessel’s name, general issues a forecast message to all U.S. embassies in FMS- characteristics, date and location of decommissioning, eligible nations. That message includes a five-year forecast, so those countries can evaluate their needs and ability in general terms, of the types of vessels in Navy and Coast to receive the asset. They also would determine what Guard inventory expected to become EDA candidates. training or other support they may require. The security cooperation representative in each embassy “In response to this second message, we then would then makes the information available to the host country’s receive a letter of request (LOR) – usually more than one military. Many nations respond formally, indicating interest, – and go through a vetting process on which country which enables OIA to start the transfer planning process. would be offered which asset. Most of that is handled U.S. Navy photo Navy by Mass Communication SpecialistU.S. 2nd Class Andre McIntyre N.

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by International Affairs,” Reinert said. “Once we have their recommendation, the commandant sends a recommendation to DSCA and Naval Operations to make sure our transfers dovetail with what the Navy is doing in a given year. Eventually, there is a consensus at the interagency level and another message goes out through DSCA to offer that asset to a candidate country.” OIA’s primary role begins with the execution of transfer, from looking at any requested training, spare parts, or modifications, as well as whether those would be provided before or after the vessel is delivered. Under EDA, vessels are transferred “as is, where is,” so any additional articles or services would be purchased through a complementary FMS case. “After the OIA completes a materiel inspection, it invites the prospective recipient in for a joint inspection of the ship and to review its history. Based upon that, they decide if they want the ship and, if so, what they want done to it. Once that is completed, any letter of offer and acceptance – which forms the complementary FMS case – is accepted by the country and we begin the actual transfer,” Reinert said. “To date, all USCG EDA vessel transfers have been under a grant. Refurbishment and training must be purchased separately by the recipient. Likewise, the vessels transfer where that ship is decommissioned. It is the responsibility of the accepting country to get it back to their port. So, there is a burden on that country to spend some money in support of the transfer, even though the vessel itself is a grant and even if they have no complementary FMS case for training or spare parts,” he said. Reinert expects any future EDA ships also will be transferred under grants, but added that does not mean the Coast Guard is losing money. “When we decommission a vessel, it is pretty well used and the material value of that ship is then low enough to qualify as a grant,” he said. The grant transfers of 116 vessels to date have saved the service more than $24 million in disposal cost avoidance. “We also still see a lot of State Department grant funding programs, such as Foreign Military Financing – which can be repayable or non-repayable – that are allocated to a country to spend on FMS. About half [of] our FMS transactions right now involve some kind of State Department grant money, and the other half are coming from the receiving country’s own budget funds.” Every FMS project is built from a total package approach. This means that not only is the primary article delivered, but, also, spare parts for two to three years of operation; special tools; technical documentation; and training – everything needed to establish an immediate initial operating capability. OIA often plays an active role in tailoring the total package to the specific needs of the recipient nation. More importantly, these projects often constitute an opening upon which to build future relationships. “We tend to view FMS as the initial step in establishing a relationship. It opens a door when a country comes to us to fill a need in the maritime security domain and creates a long-term relationship with the Coast Guard,” Reinert said. “For example, with the Yemen coast guard, which stood up in early 2000, we started with the transfer of four motor life boats. That has now grown into 20 response boats, two Protector-class coastal patrol boats, and since those initial transfers, about 26 training visits and more than 50 students in resident coast guard courses. That’s a good example of the kind of opportunities these initial transfers can create for a relationship with the U.S. Coast Guard.” To Reinert, the OIA FMS program is much like the Coast Guard itself – smaller than other components, but providing a wide range of benefits to a large and diverse base. Benefits include what he calls the “altruistic elements” of FMS: building partner capability, helping allies with maritime security needs, and enhancing regional security. They also include direct benefits to the service, including cost reductions through increasing orders and keeping production lines warm between Coast Guard orders. “I think FMS is a little bit of a misnomer. We’re not doing one-time transactions, but providing access to the Coast Guard’s acquisition process for our international partners. FMS brings no profit to the Coast Guard except for win-win situations, such as lowering acquisition costs for both us and the international partner, while enhancing interoperability for joint operations and enhancing our allies’ ability to provide for their own security,” he concluded. “What we really handle through our FMS program are those unique items the other services don’t have, which is why we tend to be boat-centric.” “It is a modest program with a big impact – modest in that the cost of the assets is fairly low, which is one reason they are popular, and the [customer] mission set is close to what the U.S. Coast Guard is doing. The partnership established in these projects, including follow-on training and joint operations, makes the overall long-term impact much greater than the dollars alone might suggest.”

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Lifeline New Sensors Take the Search Out of Search and Rescue

By Eric Tegler

he Coast Guard has executed approximately 1,603 to Channel 16 for maritime communications. The idea was 406 MHz emergency position indicating radio beacon that any aircraft going overhead would be able to pick up the T (EPIRB) search and rescue (SAR) cases since August [121.5] signal and satellites could also locate it.” 2004. Gregory Johnson knows every one of them. Johnson is In addition to over-flying aircraft, EPIRBs transmit their the commercial fishing vessel examiner at Sector Charleston, signals to a constellation of satellites maintained by the S.C. Along with Cmdr. Joseph Deer and a wide array of others, International Cospas-Sarsat Programme. The constellation he has worked tirelessly to promote the adoption of search includes geosynchronous and low earth-orbiting satellites. and rescue technologies that save lives. Operational since 1979, the Cospas-Sarsat system has helped Over the last decade, the Coast Guard has acquired and to rescue more than 20,000 people worldwide. made operational several technologies that dramatically However, more than two decades ago, the possibility and improve its SAR capability while reducing risk for both those advantages of transmitting emergency radio beacon signals in distress and the crews who rescue them. Among the at 406 MHz were recognized. In simple terms, 406 MHz new systems are the Sensor Performance Optimization Tool EPIRBs transmit at a higher power than their predecessors, and the Multi-Sensor Performance Prediction Tool, software allowing for detection at greater distances, and because of programs that analyze search processes and estimate the their design and ability to give a more accurate location, performance of sensor systems prior to acquisition. But they generate fewer false activation of SAR response assets. the most meaningful are the 406 MHz emergency position Newer 406 MHz EPIRBs have been required on indicating radio beacon and the DF-430 direction finder. commercial vessels for about 18 years. The overwhelming “I know every [SAR] case like a musician knows his music,” accuracy and the increased success of locating vessels in Johnson said. Well over a decade ago, the Coast Guard distress with 406 MHz EPIRBs led the International Cospas- recognized the value of a new frequency for the EPIRB and Sarsat Programme to switch over its satellite receivers from the development of a more effective complimentary direction monitoring both 121.5 MHz and 406 MHz to monitoring finder. Legacy EPIRBs transmit their emergency beacon on a only the 406 MHz beginning Feb. 1, 2009. Production of frequency of 121.5 MHz. 121.5 MHz devices stopped some five years ago and the “The older beacons, whether they were ELTs [emergency Coast Guard, the National Oceanographic and Atmospheric locator transmitters] for aircraft or EPIRBs for boats,” Johnson Administration, and other agencies launched large media explained, “were 121.5 beacons. That is the same frequency and information campaigns to alert the public of the that aircraft use for [emergency] communication. It’s similar frequency switch.

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Coupled with the 406 MHz EPIRBs, the Coast Guard’s SAR effectiveness has been enhanced by acquisition of the Rockwell-Collins DF-430 direction finder. The DF-430 has a frequency range of 30 MHz-410 MHz, and is designed to support SAR and other civil, military, and naval missions. Working in conjunction with EPIRBs and the Cospas-Sarsat constellation, the direction finder points the way toward the source of an EPIRB’s signal. When a SAR aircraft makes “station passage,” or passes directly over the signal source, the pilot turns around, setting up an orbit to allow the aircrew to locate the target visually. The DF-430 direction-finding equipment can detect both the 406 MHz and 121.5 MHz frequencies; aircrews must manually switch from the longer range 406 MHz signal, to the constant, but weaker, emanations of the 121.5 MHz system at 15 nautical miles or less. The results are a dramatic improvement over legacy systems and techniques, Deer said. A former HH-65 helicopter pilot currently flying the HC-130H and an operations officer at Air Station Kodiak, Alaska, Deer added there’s no comparison between the old and new equipment. “Our traditional [lock-on] distances were about 2 to 10 miles and that’s if the [121.5 MHz] EPIRB had a good ground plane and was sitting out in the middle of the ocean by itself and wasn’t obstructed by a ship’s hull, debris, or a sea state with waves breaking over top of it. “The 406 MHz pulse transmits at five watts power, which is 200 times stronger than what we call the legacy 121.5 MHz signal. So just by virtue of its strength, it’s logical that you’d be able to detect it from greater distances. When I left [Coast Guard] headquarters in June 2009, I had been keeping track and we were at 55 lives saved or assisted with [406 MHz] EPIRBs. At altitudes from 0 to 2,000 feet, [airborne SAR crews] we’re locking on at an average 24 nautical miles. For 2,000 to 5,000 feet, the distance was 35 nautical miles. From 5,000 to 10,000, it was 53 nautical miles, 10,000 to 15,000 it was 92 nautical, and from 15,000 to 20,000, 116. We’ve seen ‘locks’ onto the 406 MHz signal from up to 200 miles away. It’s a purer, more penetrating signal than the 121.5.” Paul Doughty explains how an emergency position indicating radio beacon notified Coast Guard fixed-wing aircraft (HC-130s, HU- rescuers that he was in trouble when his 48-foot sailboat began sinking about 200 miles east of Charleston, S.C., May 13, 2008. All aboard were rescued by the crew of 25s, and HC-144s) were the first to receive the new the CGC Reliance and rode aboard the cutter for three days back to Sandwich, Mass. direction finders beginning in 2005. Approximately 90 service aircraft, including MH-65C and MH- 60T helicopters, are now DF-430-equipped, and all Coast Guard aircraft are expected to have the new direction finders by 2012. The new EPIRB/direction finder combination has proven so effective that it has permitted SAR crews to alter their procedures, cutting response time, saving fuel, and reducing risk in the frequently unpredictable maritime environment. “If the EPIRB is working and the geostationary and low-earth-orbit satellites are receiving a 406 MHz signal and the DF-430 is functioning properly, I’ve yet to hear of [SAR crews] searching more than five minutes or so,” Deer said. “Say, in my case, you launch from Kodiak and you’re going down to the middle of the Gulf of U.S. Coast GuardU.S. photo by Lauren Jorgensen

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the last couple [of] miles. Prior to take off, typically, we know the approximate location of the EPIRB. Through [additional] satellite passes, we’ll get updated position data as we’re en-route, but even with only the 406 MHz signal, you can go straight to it.” “Like Joe said, the new technology is like laser accuracy,” Johnson agreed. “When you’re [on target] – boom! The [DF] arrow shows exactly where the target is. And we now have, in some of our aircraft, the ability to see the lat-long [latitude-longitude] position from an EPIRB.” A new crop of commercially available EPIRBs can transmit GPS latitude-longitude data within 100 yards accuracy if properly equipped. They cost a bit more but the returns to individual safety are immeasurable, Johnson stressed. “It’s all about educating people on what the capabilities are. Why would someone pay an extra $200 for a [GPS-enabled] EPIRB unless they knew how much better it is?” The 406 MHz EPIRB is also being used with other technologies that demonstrate SAR potential. Coast Guard HC-144 and HC-130 crews have experimented mixing EPIRB information with data from shipboard Automatic Identification System (AIS) transmitters. AIS devices are similar to aircraft transponders. They broadcast vessel identification, position, course, and speed information to shore stations and nearby ships. Required by U.S. law for certain vessels, the AIS could allow SAR crews to more easily distinguish a vessel in distress in situations where there are a significant number of targets. Johnson, who has tested the AIS in conjunction with 406 EPIRBs on board a C-130, explains that there are discussions about dropping the 121.5 MHz EPIRB signal in favor of the AIS with its latitude- longitude- and vessel data-information capability. The challenge lies as much in making the system affordable as in overcoming technical obstacles, Johnson maintained. Deer considered the integration of the AIS an exciting future tool because of its exponential, network-like potential. “Nearly all of our commercial vessels have AIS on board, which can detect other AIS signals. If a vessel sinks and its EPIRB transmits on 406 MHz as well as AIS, you suddenly have a homing device that’s on most of our commercial ocean-going vessels. That translates into approximately 30,000-plus instant search and rescue assets plying the globe that could respond and actually [direction-find] the signal.” While the use of AIS in SAR situations offers significant benefits, Deer said that the adoption and pairing of the EPIRB and DF-430 broke ground for the acquisition of new SAR equipment. Deer assigned a large share of the credit to Johnson, whom he said worked tirelessly at the grassroots level (at the pier with fishermen and other The advances in SAR systems allow crews to respond more quickly commercial operators) to push EPIRB/direction finder initiatives. to save lives. This technology includes the emergency position Though Deer and Johnson are currently separated by the entire indicating radio beacon (EPIRB), which all crewmembers under continental United States at their respective stations, both share way must carry; the Rockwell-Collins DF-430 system, equipped on enthusiasm for another system they say has the potential to take all operational HC-130H and HC-130J aircraft; and the Rescue 21 system that will be expanded to all U.S. shoreline and waterways, as Coast Guard SAR to yet another level of efficacy and efficiency – the well as that of Puerto Rico, Guam, Hawaii, and Alaska. addition of new direction finders to the Rescue 21 system. Rescue 21 is a maritime computing, command, control, and communications (C4) system that manages communications and SAR operations for the Coast Guard. It replaces the National Distress and Response System (NDRS) built during the 1970s. A system of VHF/UHF radio towers extending from the coast of Maine south along the eastern seaboard, around Florida and to the Gulf Coast, Alaska. Our C-130 crews will climb up to 20,000 feet, lock onto the Rescue 21 can receive communications and distress signals from signal at about 150 miles out, and simply fine tune their inbound satellites and vessels. Eventually, Rescue 21 will cover coastline, course as they head to the EPIRB; typically, this is an adjustment navigable rivers, and waterways within the continental U.S., Alaska, of only a few degrees. You adjust to the EPIRB until you find your Guam, Hawaii, and Puerto Rico. inbound course. Even if you were in a vacuum and you had only the When the Rescue 21 project began as an extension of the NDRS 406 MHz signal, you are locked on like a laser by the time you get Modernization program in 2002, it promised a host of improvements. there and you go directly to the EPIRB. There is no search. However, the possibility of integrating 406 MHz direction-finding “The EPIRB emits the 406 MHz pulse every 52 seconds, but once equipment was not recognized as technically feasible at the time. you get in close, it also has a constant 121.5 signal designed for Thus, current Rescue 21 towers have direction finders that can only U.S. Coast Shawn Eggert GuardU.S. photo by PA2

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receive signals from 118-250 MHz, including Channel 16. “But imagine if we had a direction finder that could pick up the 406 signal,” Deer said. “Ninety percent of our search and rescue cases happen within 20 nautical miles of our coast. You’d have these towers along our coasts, which are anywhere from 300- to 1,500-feet high, with an auto-detect 406 MHz function enabled. As soon as an EPIRB went off, the towers would immediately detect it and provide a bearing to the 406 MHz signal from a known location (i.e., the tower position). In the event of a Cospas- Sarsat coverage gap or failure, you would have a parallel system that could capture 90 percent of the SAR cases that occur within 20 miles of the shoreline. It’s a future capability that’s going to be absolutely huge.” New SAR sensors, along with the currently expanding use of 406 MHz EPIRBs and DF- 430 direction finders, provide SAR crews aloft and on the water with a far better chance of locating vessels and individuals in distress. They also enhance SAR techniques Rescue 21 provides direction-finding capability as a maritime computing, command, control, and mission effectiveness in such a way and communications (C4) system that manages SAR operations. Its radio towers receive as to reduce cost and limit the exposure signals via satellites and vessels. Coast Guard personnel face when they go in “harm’s way” to provide a lifeline. U.S. Coast GuardU.S. graphic/Rescue 21

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Persistent Partner Unmanned Aircraft Systems and the Maritime Patrol Gap

By Jan Tegler

t’s a well-acknowledged fact that the U.S. Coast Guard is in dire need of The Northrop Grumman Corporation-developed recapitalization. According to the service’s 2009 Posture Statement, the average Unmanned Aerial Vehicle MQ-8B Fire Scout hovers Iage of the Coast Guard’s cutter and aircraft fleet is 30 and 22 years, respectively. In over the flight deck of the guided-missile frigate the words of Rear Adm. Ronald J. Rábago, the Coast Guard’s assistant commandant USS McInerney. McInerney was preparing for an for acquisition and chief acquisition officer, “We have a bow wave of old ships and old upcoming counter-illicit trafficking deployment to planes that need to be replaced and we’ve got to make progress on that.” Latin America, where the ship was scheduled to use Fire Scout to assist with counter-drug operations. Since 2001, Coast Guard mission areas have expanded in support of new homeland The McInerney’s flight deck is similar to that of the security initiatives. On the aviation side, there is widespread agreement that the Coast Guard’s National Security Cutter Bertholf’s, service is in need of additional aircraft patrol hours to carry out its maritime patrol on which the service dry fitted an RQ-8 aboard in missions. the spring of 2008. To mitigate the shortage in manned aircraft flight hours, the service is looking to Unmanned Aircraft Systems (UAS) to fill the gaps. Experiments with vertical unmanned aerial vehicles (VUAV) began in the early 1990s, but efforts to actually field UAS platforms didn’t get under way until 2002, with their incorporation into the Deepwater project. “[The Coast Guard] recognized that there were not enough manned flight hours even with the program they were putting together, bringing in the HC-144As [Ocean Sentrys],” said Gary Dehnel, the Coast Guard’s unmanned aircraft systems acquisition project manager. “They said, ‘Potentially these UASs, either cutter- or land-based, can help fill the gap in maritime aviation patrol hours.’ That’s where this effort started.” U.S. Navy photo Navy by Mass Communication SpecialistU.S. 2nd Class Alan Gragg

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Northrop Grumman’s MQ-8B Fire Scout Vertical Unmanned Air System (VUAS). This photo was taken when the corporation conducted its first flight of the Fire Scout. Because the U.S. Navy, as well as the U.S. Army, is developing Fire Scout, the Coast Guard can benefit from the other services’ efforts.

A UAS – defined as an aircraft, its mission the Research and Development Center reviewed payloads, control station, and control datalink the program. After a period of study, the Coast – was indeed part of the plan for new surface Guard decided to cancel Eagle Eye acquisition. assets such as the National Security Cutter “One of the conclusions of the research and (NSC), noted Bill Posage, the unmanned aircraft development study of Eagle Eye was that we systems project manager at the U.S. Coast should pursue a more mature technology,” Guard Research and Development Center. “Two Capt. Matthew J. Sisson, the commanding were intended to be aboard the NSC and one officer of the U.S. Coast Guard Research and on the Offshore Patrol Cutter. There were also Development Center explained. “We’d like to be provisions for a high-altitude UAS on a lease on the leading edge of technology, but not the program to be incorporated into Deepwater ‘bleeding edge.’” around 2017/2018.” Since then, the Coast Guard has undertaken The UAS originally intended for these roles evaluations of a wide range of UAVs. As and service aboard legacy cutters was the the Coast Guard’s Acquisition Directorate Bell Helicopter “Eagle Eye” tilt-rotor VUAV. continues to improve the service’s acquisition Selected as one of the aviation priorities in and business practices, a more pragmatic and the initial Deepwater “system-of-systems” measured approach to UAS acquisition has acquisition plan in 2002, up to 69 Eagle Eyes come to the fore. were to be purchased and fielded. But Eagle Incorporating lessons learned from its own Eye experienced technological difficulties. studies and cooperative experiments with Development was put on hold in 2007 while other agencies, the Coast Guard is examining Photo courtesy of Northrop Grumman

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U.S. Customs and Border Protection’s first MQ-9 Predator B unmanned aerial vehicle. The U.S. Coast Guard and CBP have a common mission, surveillance and detection, and the MQ-9 might prove an important asset to the Coast Guard.

two specific UAS types; a low-altitude, cutter-based, Currently, the Coast Guard Research and tactical UAS and a mid-altitude, land-based, long- Development Center is focusing its attention on two range UAS. Collaboration with existing Department UASs, the Northrop Grumman RQ/MQ-8 “Fire Scout” of Homeland Security (DHS) and Department of VUAV now under development for the U.S. Navy and Defense UAS programs will be paramount. Maturity the General Atomics Aeronautical Systems “Predator will also be a top priority. Candidate UASs will also be B” UAV in use by Customs and Border Protection weighed under a strategy that emphasizes adequate (CBP) and the U.S. Air Force. Both are attractive mission analysis, market research, alternatives because they are mature systems already in use or analysis, testing, and evaluation. under development by other agencies. “We’re looking at two requirements for cutter The premise is to take advantage of the capabilities and land-based UAS systems,” Dehnel affirmed. of the U.S. Navy, which has the kind of infrastructure “Persistence as compared to manned aviation is the and wherewithal to take a developmental project all first. The UAS systems we’re evaluating have greater the way to production, allowing the Coast Guard to persistence than their manned-counterparts. Secondly, benefit from work others have done. Alternately, on the we’re evaluating whether it would be significantly fixed-wing side of the house, there is a relationship more cost-effective to employ UAS systems rather between the Coast Guard and CBP. “For years now, than bringing on more manned assets. We have cost we’ve been allied with CBP on their Predator B UAS analysts working the numbers up and we’ll be taking program, which has a mission similar to that of a look at those over the next several months.” the Coast Guard – surveillance and detection. We DoD photo by Senior Master Sgt. David H. Lipp

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uas.indd 134 11/2/09 6:08 PM UNMANNED, VERSATILE & MISSION READY

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In March 2008, the Coast Guard worked with U.S. Customs and Border Protection and the Air Force in a joint MQ-9 Predator B unmanned aerial system (UAS) maritime flight evaluation. The tests provided both services valuable knowledge of land-based UAS operations in the maritime environment, including demonstration of multimode radar and electro-optical/infrared sensors.

have a joint program office with CBP to leverage the from either of these two tracks. If that’s the case we knowledge that they’ve garnered over the last seven will have it well thought out and well documented years with Predator B operating in this role.” and the Coast Guard and DHS will have come to Dehnel adds that the joint program office shared agreement if we decide to go in a different direction.” by the Coast Guard and CBP is operations-oriented, For now, Fire Scout and Predator B are receiving not centered around acquisition. Coast Guard officials great attention. In fact, Fire Scout has already been are taking a deliberative approach to unmanned aboard an NSC. In the spring of 2008, the Coast aircraft systems, waiting until comprehensive study Guard Research and Development Center “dry fitted” of all of the current UAV candidates is made. an RQ-8 aboard the first NSC to go to sea, the CGC “We’re still quite early in the acquisition process Bertholf. under the Coast Guard’s major acquisition program “We identified some physical and engineering post-Deepwater,” Dehnel stressed. “We like the idea constraints for putting a UAS on board the ship,” of doing something with Fire Scout. We like the idea Posage reported. “To validate that analysis, we took of doing something with the Predator with CBP, but what we view as a more mature UAS platform and we’re only in the concept stage. No decisions have put it on the ship and ran it through some drills. We been made and they’re not part of an acquisition wanted to see how you would board it on the flight strategy that’s been signed off on yet. As we move deck, how you would operate it. We ran it through through the major system acquisition activities it is some fire-fighting drills, looked at how it would fit [in] possible that we may see a reason that draws us away to the hangar and more issues.” DoD photo by Senior Master Sgt. David H. Lipp

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uas.indd 137 11/2/09 6:09 PM Sisson provided a further illustration of operations Fielding radar, electro-optical, and other sensors envisioned for a platform like Fire Scout aboard an NSC. suited to the Coast Guard’s often-unique needs will also “There is an area of patrol around the NSC that is be crucial, said Posage. Currently, the Coast Guard is monitored by the ship’s on-board radar/sensor system,” working with PMA-266, the Naval Air Systems Command’s Sisson explained. “The UAS is an extension of that. The (NAVAIR) program office for Multi-Mission Tactical NSC also has an over-the-horizon boat that it can send Unmanned Aerial Systems, to research the requirements out far from the cutter as well as a shorter range, faster for Fire Scout’s radar and additional sensors. boat for interdictions and boardings. The ability of a UAS “The NAVAIR folks have worked up requirements for a to surveil areas without arousing much suspicion while radar capability and our Coast Guard people have been identifying targets and then stay on scene because of its working with them,” Dehnel said. “For the moment, we good endurance until a small boat or a cutter gets within have given them our manned helicopter radar requirements. range for interdiction would be a great step forward. They are adding those into consideration within their “One of the problems we have had with manned requirements. The Navy concept of operations for the Fire helicopters is their endurance [Sisson is an experienced Scout in detecting targets is a bit different than ours. They HH-65A pilot]. Given the fuel load of an HH-65, if we did a want to stand off from a target and see larger targets from patrol and ID’ed a target and radioed it back in, we often a longer distance than we do. We too have an interest in had to depart and get more fuel so that we could be on finding those large targets from a long distance, but we scene again. With a UAS, a boat could make its approach also need to be able to detect small targets and get in while the vehicle films a target vessel, giving near real-time closer than the Navy would be interested in getting. The information on what it’s doing. Then it can stay on-scene, first radar systems out of the box for the Fire Scout may providing the cutter’s combat information center near real- not be able to satisfy the difficult requirements the Coast time imagery so what’s going on can be controlled. It’s the Guard has, and we may look to future improvements, but persistence the UAS offers, both in its ability to loiter for it’s all yet to be defined. long periods and to relieve manned assets, that makes it an “We did an analysis of the sensitivities of available ’ attractive partner. performance. We haven’t come to any final conclusions “The UAS could also function as a relay for communications yet. Suffice it to say, that we’re evaluating them based and other data,” Sisson continued. “One of the issues we’ve on typical contacts we see in the eastern Pacific Area, had with manned helicopters is that if you get too far away the southern Caribbean, and the Alaska region. We put from a cutter and too low, your line-of-sight radios are not them all into our model so we can determine what the effective, but the UAS can serve as a very effective relay at appropriate radar is for size of targets and the appropriate altitude between the small boat or manned helicopter and range. Our goal with the project is to be able to provide the cutter. That’s just scratching the surface.” the analysis so that when Cmdr. Thomas Swanberg [chief,

138 Coast Guard Outlook 2010

uas.indd 138 11/2/09 6:09 PM UAS TECHNOLOGY

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The Coast Guard Research and Development Center is studying the Northrop Grumman MQ-8 “Fire Scout” Vertical Unmanned Aerial Vehicle, which is now under development ,S[HS]SYWYTTSVXXLI for the U.S. Navy. Pictured above is the MQ-8B Fire Scout, P7. The Fire Scout is one of two UASs being considered. The Predator B is the second. 'SEWX+YEVHSJXLIJYXYVI# ;MXLWLMTWERHW]WXIQWXLEX EVIQSVIVIWTSRWMZIEKMPI aviation capabilities integration division, an overlap in missions for us and CBP in Office of Aviation Forces] comes up certain geographic areas, particularly the ERHIJJIGXMZI with a requirement for an acquisition, Caribbean and the eastern Pacific. From a we can say what the actual impact of research perspective we’re also interested that requirement is on NSC mission in how it performs the Coast Guard’s performance in terms of endurance, statutory missions as well as the law Naval Architecture. Marine payload performance, range, speed, all of enforcement and maritime environment those issues.” missions, and in geographic areas beyond Engineering. Modeling and Also yet to be defined is a concept where CBP functions.” of operations (CONOP) for any UAS the Both types, cutter- and land-based, Simulation. Human Factors service will field. A range of ideas and have equal importance to the Coast issues are being studied by the Research Guard. In a mid-summer interview in Integration. With 70 years of and Development Center, including the Seapower magazine, Rábago said that challenges of operating a UAS in non- the service is looking to acquire UASs innovation and experience, Alion special (civilian) airspace. So far, study sometime between 2011 and 2013, and shows that in some areas of Coast suggested that buying UASs outright is helps you achieve your mission. Guard operations, risks are “statistically not the only option being considered. insignificant.” “The question becomes, what’s the Because that’s what matters. Manned/unmanned teaming such as right acquisition strategy for us?” Rabago the U.S. Army is undertaking with the asked. “Is it a buy? Is it a lease? Is it work Block III AH-64 and RQ-5 Hunter UAV with the Navy, work with CBP and see www.alionscience.com is not presently in the CONOP for a how best to do it? We haven’t made that Coast Guard UAS. It may emerge in the decision yet.” future, but for now the service intends “That is all part of the alternatives to fly both assets independently, said analysis,” Dehnel affirmed. “We haven’t Swanberg. “What we’re trying to do with even gotten to the point of deciding a UAS is provide persistence, and flying if we’re going for a particular system, both assets at the same time doesn’t except the idea that we need cutter- lend itself to that. We want to be able based and land-based UAS systems to go from manned to unmanned for with persistence to fill the gaps in our surveillance.” aviation patrol hours. If UAS acquisition Study of Predator B, the land-based could be done better by leasing and we UAS candidate, in conjunction with CBP, convince ourselves that’s a better way is also progressing, according to Sisson. to go than procuring them and painting “Customs is investing in the maritime them white with stripes on them, we’ll variant Predator. We’re very interested analyze that later in the acquisition in seeing how that develops. There is process.” Photo courtesy of Northrop Grumman

Coast Guard Outlook 2010 139

uas.indd 139 11/2/09 6:09 PM TECHNOLOGY MISSION MANAGEMENT SYSTEM

Mission Management System: Improving Service to the Maritime Industry

By Scott R. Gourley

s the quality management system now being first meeting in 1959, the international organization’s primary implemented throughout the U.S. Coast Guard’s tasks included the development and maintenance of a A Marine Safety, Security, and Stewardship program, comprehensive regulatory framework for shipping. Today that the Mission Management System (MMS) is being translates to a broad charter, including safety, environmental implemented in an effort to improve and ensure fulfillment concerns, legal matters, technical cooperation, maritime of U.S. domestic and international obligations for marine security, and the efficiency of shipping. safety and security. As summarized by Article 1(a) of the founding convention, According to Cmdr. Keith Bradford, who helps to oversee the purposes of IMO are “to provide machinery for program implementation at Coast Guard Headquarters, cooperation among governments in the field of governmental the International Organization for Standardization (ISO) regulation and practices relating to technical matters of all 9001-based process management system currently has three kinds affecting shipping engaged in international trade; to parts: the Regulatory Development Program; the Maritime encourage and facilitate the general adoption of the highest Licensing and Documentation Program; and Marine practicable standards in matters concerning maritime safety, Inspection, Investigation, Port Safety, and Security (MPS). efficiency of navigation and prevention and control of marine “The whole thing started with a requirement in the pollution from ships.” International Convention for Standards of Training, Reflective of this purpose, Bradford pointed to a recent IMO Certification, and for Seafarers [STCW], which initiative that complements the STCW Seafarers Convention, is an IMO [International Maritime Organization] standard,” called the Voluntary Member State Audit Scheme (VMSAS). Bradford explained. “It all started when we made these requirements a long “In the STCW, there’s a requirement to have a quality time ago for the International Safety Management [ISM] standard system for their marine licensing and credentialing code for vessel operators/vessel owners to actually have [activities],” he continued. “It’s a very broad requirement. But to have a standard to meet,” Bradford said. “And the ISM because we had to have such a thing, that’s where this code is similar in a lot of ways to the ISO 9001. They’re Mission Management System all started.” ‘related,’ although they’re not mirror images of one another or The IMO is a specialized agency of the United Nations anything like that. But the ISM code actually did help bring with 168 member states and three associate members. At its some of that sort of standardization into the marine world.”

140 Coast Guard Outlook 2010

mission mgmt.indd 140 11/2/09 2:21 PM MISSION MANAGEMENT SYSTEM TECHNOLOGY

Adm. Thad Allen, commandant of the Coast Guard, listens to Lt. Cliff Harder of Sector Houston-Galveston during a safety and security inspection of a chemical carrier in the Houston Ship Channel.

Bradford explained that one of the challenges of fully effect. Targeting of appropriate action to improve performance implementing the ISM code was the fact that it focused on would be greatly improved. The member states themselves vessel operators and owners and that there was no requirement would receive valuable feedback, intended to assist them in for “flag states” or “flag administrations” – what he termed “the improving their own capacity to put the applicable instruments government part” – to participate. into practice; and generic lessons learnt from audits could be “The IMO realized that they were not going to be able to just provided to all member states so that the benefits could be go out and ‘require’ that participation, so they established this widely shared. Moreover, the results of the audits could be voluntary program,” he said. systematically fed back into the regulatory process at IMO to IMO overviews note that VMSAS is “intended to provide help make measurable improvements in the effectiveness of the an audited member state with a comprehensive and objective international regulatory framework of shipping.” assessment of how effectively it administers and implements The IMO assembly, at its 23rd convention, approved the those mandatory IMO instruments which are covered by the voluntary scheme in November 2003, with the initial adoption scheme. It is reasonably expected that the audit scheme will of the VMSAS resolution. The resolution also mandated the bring about many benefits, such as identifying where capacity- further development of VMSAS and requested the IMO Council building activities [for example, the provision of technical to develop, as a matter of high priority, procedures, and other assistance by IMO to member states] would have the greatest modalities for the implementation of the scheme. U.S. Coast GuardU.S. photo by Petty Officer 1st Class Adam Eggers

Coast Guard Outlook 2010 141

mission mgmt.indd 141 11/2/09 2:22 PM TECHNOLOGY MISSION MANAGEMENT SYSTEM

“The MMS [capabilities] for MLD are actually the most mature,” Bradford said. “It’s pretty much completely developed. We’re still refining a few of the small parts, but that’s really what the focus of this whole thing is: ‘continual improvement.’ “For the Regulatory Development Program and Marine Inspection, Investigation, Port Safety, and Security, we got the idea, ‘Hey, we could probably do some other things with this that would help us with some issues that we have in marine safety. This was before my time here, but they decided to expand the reach of this MMS to include the MPS part,” he added. Acknowledging that many of the MPS processes had been “somewhat standardized” across Coast Guard units in the past, Bradford explained, “There was some consistency in some areas, but in other areas, there wasn’t really any consistency in the way the guidance was being applied. That’s one of the things that we hope to get out of this. But we’ve never had this sort of documentation of our processes where we actually mapped out what we were doing to use as a standard. We had guidance on how to do things, but they tended to be the more specific details of what you were doing rather than a higher-level process that guides you through the process of scheduling and carrying out an inspection. You might have guiding documents that tell you how The Coast Guard issued the certificate of inspection, ISO to do specific parts of that inspection, but not, ‘Here’s the process 9001-based, May 26, 2000, for the Deep Draft Caisson Vessel (DDCV) from the beginning to the end.’” built by Exxon Mobil Corporation for oil production in the Gulf of The MMS process now being deployed was developed by Mexico’s Hoover and Diana oil fields. At 75 stories tall and moored interviewing units to capture the processes as they were at these in 4,800 feet of water, the DDCV is the world’s deepest drilling and units. There didn’t seem to be a tremendous amount of variation, production platform. but interviewers found that it depended on what level, they were looking at the process. For instance, at the unit level, everything was just about the same. But when they looked at what the specific person was doing at each step, those processes could vary. The program captured those processes, mapped them out, and put them into a sort of “flow chart diagram,” so that they could be easily “Over the past few years, VMSAS has grown to have quite a few understood. participants in it,” Bradford added. “I think the last count that I saw The documentation hierarchy begins with a capstone MMS Manual was 47 ‘flag states’ that had actually volunteered to have an audit and Quality Policy. Under this umbrella are the “procedures” that team come out. Well, we also volunteered. And as part of making relate to key processes. Beneath this level are “work instructions” that sure that our system could actually withstand that sort of scrutiny pertain to activities within those processes. Underlying all of those and to be prepared for such a thing we implemented this Mission levels are the “forms” that serve as job aides and sources of record. Management System.” When asked about any unique situations that might have existed An overview of the process emphasizes that it is the U.S. Congress at the first dozen units, Bradford noted, “When we’ve gone back that ratifies international conventions and creates domestic laws. The out to deploy MMS to those initial units, invariably some of those Coast Guard creates regulations as required to enforce those laws. folks think, ‘We’ve got some special situations here in this port.’ Based on those regulations, the Coast Guard then issues policies and Fortunately, these MMS documents tend to be written at a level directives (factoring in any external guidance) to clarify what must where there’s really not a lot of variation that isn’t already allowed be done. These lead to procedures to specify how that guidance for within these process documents. But if there is some sort of must be carried out. And all of this leads to the application and special situation at a particular unit they’re actually permitted and implementation of the controls and resources necessary to fulfill the encouraged to develop documents or guidance that is subordinate to objectives. that process to address those things.” Under that concept, MMS is how the broad external requirements The actual deployment visits began in the fall of 2008 and, as of are converted into internal requirements that direct the Coast midsummer 2009, MMS had been deployed to the first 12 units, with Guard’s efforts. another 25 remaining. The current Coast Guard master plan for the Bradford said that the initial focus of Coast Guard MMS implementation calls for the deployment to the remaining units to be implementation was the Maritime Licensing and Documentation finished during fiscal year 2010. Program (MLD). “Obviously that depends on funding,” Bradford observed. “The Highlighting the positive aspects of this implementation in his rollout may creep into fiscal year 2011, but we feel that fiscal year 10 July 9, 2009, statement before the Subcommittee on Coast Guard is an attainable goal. and Maritime Transportation, Committee on Transportation and “First we introduce the [MMS] system, which essentially reflects Infrastructure, U.S. House of Representatives, Rear Adm. Kevin Cook the fact that we have captured the things that we do in the field and noted, “In our effort to improve services to the merchant mariner, the actually take them back out and show the field units – ‘Here. These Coast Guard sought and achieved ISO 9001:2008 Quality Management are the processes you are already using. We’ve captured them. And Systems compliance for the Mariner Credentialing Program. This these are essentially the standards that you will be held to,’” he said. was accomplished, in part, by establishing centralized credential A key follow-on to initial MMS deployment and implementation processes that are monitored within our Mission Management involves the training and development of internal auditors to help System. …” maintain the effectiveness of MMS. U.S. Coast GuardU.S. photo by Lt. j.g. Brian Moore

142 Coast Guard Outlook 2010

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144 Keppel & WetTech.indd 1 10/29/09 10:12 AM MISSION MANAGEMENT SYSTEM TECHNOLOGY

Petty Officer 3rd Class Christine M. May, a Port State Control examiner from Coast Guard Sector , Md., and Lt. j.g. Max M. Murray, the assistant chief of the Small Passgener Vessel Branch at Sector Baltimore, check the radar system of a foreign vessel during an annual inspection Oct. 2, 2008. May and Murray ensure the crew are familiar with critical electronics on the vessel.

“The rollout and implementation is slightly more with the Modernization and things like MMS and a complicated than that, but that’s the essence of it,” variety of other initiatives that are going on in the Coast Bradford said. “Then we go back in nine months to a Guard. So there’s just a lot of change happening all at year and conduct an audit to see how they’re doing. once,” he said. We look for them to be compliant and, if they’re not, In terms of surprises that he might have encountered we then raise ‘non-conformities’ or ‘observations.’ And during the initial deployments, he observed, “I suppose I these are opportunities for continual improvement. And was surprised that there wasn’t a little bit more variation, those words, ‘continual improvement,’ are words that that at the end of the day, after the presentations, actually appear in the ISO 9001 standard and really almost to a unit everybody says, ‘Yeah, that’s what we are the focus of what that standard is all about – it’s do. You’ve captured it.’ We’ve gotten relatively minor the heart of that standard: You are always trying to recommendations, as in: ‘Could you possibly say it this get better.” way? Could you do this?’ But we really did capture Along with ubiquitous funding challenges and what the Coast Guard does, rather than just what some the uncertainties of the world in general, Bradford handful of units did.” acknowledged that some implementation challenges Summarizing his key takeaway message, he stem from the fact that MMS is something new. concluded, “I think it’s that the Mission Management “Any time that you are introducing something new it’s System will help us provide better service to the public change. So you have to manage the change as well. And and to the maritime industry by enabling us to be more significant change, as with a new system or something consistent in the way that we carry out operations, in like that, over time requires some sort of control of the the way that we train our people, and in giving us a change within the organization. And we’re seeing that standard to measure ourselves against.” U.S. Coast GuardU.S. photo by Petty Officer 3rd Class Brandyn Hill

Coast Guard Outlook 2010 145

mission mgmt.indd 145 11/2/09 2:22 PM TECHNOLOGY CUTTER BOATS

Cutter Boats “Tilting the Playing Field”

By Mark D. Faram

t’s a scene that plays out on the high seas quite go-fast dead in the water and get a look at its cargo. frequently these days – a U.S. Coast Guard cutter sees Warning shots go unheeded. Ia high-speed contact on its radar. It’s moving fast, As the cutter boat again catches up with the go-fast, 40-knots plus, and it is heading for the United States. one of the cutter boat’s two gunners, sitting astern of It could be a boater just having fun, but the timing is all the rest of the crew, steadies the shotgun. Armed with wrong. Not many recreational boaters are out on the water 12-gauge slugs, the gunner takes aim at the boat’s engine at 2:30 a.m. – and even fewer operate in these waters. It’s compartment and fires two shots. a suspect vessel and it needs to be checked out. It only takes seconds for the go-fast to suddenly slow – its The watch wakes up the boat crew and within minutes engine dying from the slugs. As it settles into the water, the they’re in the cutter boat, accelerating across the water. cutter boat crew’s work isn’t done – they’ve still got to board The red bridge lights of the cutter begin to fade into the the non-compliant vessel and conduct a search. distance. They’re on their own. “This is the bread and butter of our Deepwater counter- As they come up to accelerate, their cutter boat moves drug mission as a law enforcement agency,” said Lt. up and down with the 4-foot swells in the Joseph Abeyta, program manager for cutter boats at Coast chop. But their vessel, an over-the-horizon cutter boat, has Guard Headquarters Office of Boat Forces in Washington, shock mitigating seats smoothing out the ride as they D.C., and a former first class boatswain’s mate. “Without increase to an intercept speed. this kind of capability operating from cutters, all we could On the cutter boat, the crew of five track the contact do is track and follow smugglers – now we can reach out as well, talking over secure communications as they move and interdict with a fast and effective surface capability to intercept this “go-fast” boat, suspected of smuggling we didn’t have just a few years ago. Add an armed either drugs or migrants into the United States. helicopter to the equation and you’ve given the operational In minutes, they’ve closed the distance and are making commander the right assets to be successful out there.” an approach on the boat, ordering it to stop. But the What has leveled the playing field in the past few years opposite happens; the boat tries to turn quickly and evade for the Coast Guard in this high-speed intercept game is the cutter boat. a combination of tougher hulls, high-tech electronics, and Wearing a headset, the coxswain talks to the crew and injury-protection features along with extensive training also reports back to the cutter, keeping his commanding in operations and tactics for coxswains and crews who officer posted on how things are progressing. operate from ships at sea – resulting in a capability that But now the mission shifts from a routine intercept to has blossomed more in the past five years than it did in a non-compliant boarding. The mission now is to stop the the previous 95.

146 Coast Guard Outlook 2010

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Petty Officer 2nd Class Dale Veverka, a boatswains mate, Seaman George Degener, and Petty Officer 2nd Class Joshua Post, a machinery technician, conduct maneuvers on the CGC Northland’s over-the-horizon cutter boat. This Short Range Interceptor generally will operate within the host cutter’s line of sight.

The Coast Guard is among the best in the world in Perry has made a career out of operating smallboats operating smallboats. In the past 10 years, smallboat at Coast Guard stations and off patrol boats for the past technology has exploded, resulting in new capabilities 20 years. He says though the mission is essentially the becoming available. This has affected not only the way same, the philosophy of operating boats from ships has boats are designed and built, but also how they operate changed. from ships at sea – propelling the service to a whole new For years, cutter boats worked only as a direct extension level of mission execution. of the cutter itself – staying inside the line of sight and “When I started driving boats in the early 1990s all directly under the influence of the commanding officer. we had was a wheel and a compass,” said Chief Warrant “Though we still do that, we really changed how we Officer Bee Perry, who heads the Fast Boat Branch at the work when we started going over the horizon and cutter Joint Maritime Training Center in Camp Lejeune, N.C., boats started operating almost like their own little where the Coast Guard trains its coxswains to intercept command – like a detachment, with the coxswain as the smugglers on the high seas. [officer in charge],” Perry said. “Sure, they are still subject “Don’t get me wrong, it’s not that we just woke up and to the intent of the commander’s orders, but it also puts a started chasing bad guys – we’ve always done that. It’s lot more responsibility at the feet of the cutter boat’s crew, just with all this, our new platforms and training, we’ve too – but that’s what we do as a service on a regular basis tilted the playing field in our favor.” and it works well for us.” U.S. Coast GuardU.S. Petty Officer 2nd Class Nathan Henise

Coast Guard Outlook 2010 147

cutter boats.indd 147 11/2/09 2:49 PM TECHNOLOGY CUTTER BOATS

Petty Officer 2nd Class Joshua Thompson maneuvers the Long Range Interceptor (LRI) into the notch at the stern of the U.S. Coast Guard National Security Cutter Bertholf Aug. 12, 2009. The notch is designed to enable Bertholf to launch and recover its smallboats safely while under way in a higher sea state. The Bertholf and the Sentinel-class Fast Response Cutters, the first of which is scheduled for delivery in 2011, are equipped with stern launch ramps for smallboat operation.

To provide these crews with the best tools, the Coast Guard it operates from. However, the location and operation of the high-tech has built more dependable boats, outfitted them with the latest gear, when present, is the same from boat to boat. in electronics and injury protection equipment, and has begun to “For example, the radios on these boats are all the same as the standardize these boats and their features throughout the fleet. shore-based boats the Coast Guard uses. They all operate the same Though standardizing boats and gear in the Coast Guard started and are in the same location – so its location and operation can in the late 1990s for shore-based response boats, it’s only recently become second nature to the user,” Perry said. arrived in the cutter boat fleet. Coast Guard cutter boats take a pounding. To make them more Often, cutter to cutter, its boats would have different radios and durable, Coast Guard designers switched from fiberglass hulls to navigation systems, and learning the new gear meant a longer time aluminum even though many thought this would add too much was needed to train a coxswain or boatcrew member every time they weight, slow the boat down, and limit its range. All those fears were reported to a new command. dispelled once the boats began operational testing. Standardization changes all that, cutting the need for extensive “This helped with performance and durability,” Abeyta said. training in the boats and gear and instead allowing the crew to “With a fiberglass boat, if I damaged the hull in the frigid Bering concentrate on learning the local operating area and mission, coming Sea, there was no way to fix that – with aluminum, there’s no repair up to speed much more quickly. that can’t be done by ship-board personnel in almost any weather Going forward, the Coast Guard is streamlining its cutter boats to condition.” a standard fleet that includes the basic boats, which come in small, That’s because it’s easier for someone to quickly weld closed a medium, and large sizes. crack than to go through the lengthy process of repairing fiberglass But there are two additional types of boats with special mission cracks, which takes time and sometimes requires ideal temperature capability, a long-range interceptor with more deck space for conditions not available at sea. Additionally, over time the fiberglass recovering large contraband loads or migrants and an advanced becomes waterlogged and presents safety and stability issues due 7-meter pursuit boat with over-the-horizon operating ability. to the weight growth. They all are similar in design and gear, though some features Though the plan is to move away from fiberglass hulls, the Coast available for the larger boats are too heavy for the smaller versions. Guard must retain this capability for boats whose davit capacity is The level and type of gear depends on the capabilities of the cutter limited by weight. U.S. Coast GuardU.S. photo by Petty Officer 2nd Class Jetta H. Disco

Continues on page 151 148 Coast Guard Outlook 2010

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Continued from page 148

“On cutters, overall hoisting weight is a limiting provide this level of protection to as many systems as we factor that impacts what we can put on our smaller can, both mechanical and human.” boats,” Abeyta said. “As a result, we are also looking at Standardization has also had an impact on cutter alternative hull materials as we move forward.” boat electronics. The suite of electronics developed Abeyta said the Office of Boat Forces has commissioned for the cutter boats was standardized to the point that a study to find what the emerging hull technologies are, procurement officials specifically state manufacturer ones that can find a balance between the lightweight makes and models of the navigation and communications benefits of fiberglass and the long-term durability and gear in the contracts now. repairability of aluminum. This not only helps crewmembers know how to operate Even the upper part of the hull, the sponson and the the gear boat to boat, it also helps the maintainers when material, are improving. That’s good news for the operators, repairing, supporting, or upgrading the equipment. because the sponson is the single most evident part of a “We wanted to design the boat as a whole here, not cutter boat to the eye. This rubber barrier, which separates just retrofit whatever is available into a hull after the fact,” the crew from the water, is vulnerable to gunfire or sharp Abeyta said. “This was key to our standardization efforts, edges on a vessel being boarded. standardizing the gear’s housing.” Now, the service is beginning to use a hybrid sponson At the high end, the interceptor and over-the-horizon design on some of their cutter boats. From a distance, it models have all the bells and whistles, with depth finders; looks the same, but close up, you can see the material navigation systems; chart plotters; and protected high- is hard foam. Though buoyant itself, it doesn’t match frequency radios for transmitting long range. the qualities of its air-filled predecessor. But inside that Officials have also revolutionized how crews use the protective outer layer is an air bladder that helps make radios, simply by now providing voice-activated headsets, that design more buoyant and lightweight. which allow crewmembers to talk among themselves and “Here, too, we’re looking for alternative materials,” communicate off the boat without having to pick up a Abeyta said. “We’re taking a look at new sponson microphone. technology with advances in hypalon and polyurethane “It’s night and day from a microphone in your hand and materials as a possible solution.” your ears in the wind,” Perry said. “Some may think they Risk and injury protection has changed significantly in don’t need that capability and they need to keep their ears cutter boats, especially in the large and special mission clear to hear around them, but usually once they’ve used versions, where shock-mitigating seats have been installed. them, they’re hooked.” “It’s essentially a seat with a shock system similar to Even the cutters themselves are being redesigned to what you would find on motorcycles in the professional better launch and recover cutter boats. For years, cutter motocross circuit,” Abeyta explained. “It counteracts the boats were launched and recovered over the side of aggressive and often painful hull slamming, which in turn cutters, often requiring a large number of the crew for smoothes out the ride for the crew where previously you the evolution. felt every hit the boat took in the water.” The ship had to slow down – bad when in pursuit – As on a motorcycle, the coxswain and crew straddle launch the boat, secure the deck gear, and come back up the padded portion of the seats – utilizing the foot pegs to speed after the cutter boat moved away. to keep the entire body isolated from the boat. Until Now, all new cutters are being fitted with stern ramps recently, the coxswain was the only position that required to launch and recover the boats. hooking feet into rubber straps bolted onto the boat’s “Now it can be as simple as the crew gets into the boat, deck for additional stability. The newer Cutter Boat-Large pulls the pin securing the boat to the ramp, and simply incorporates the entire helm station into shock mitigation, slide out, fire up, and speed away,” Perry said. eliminating the need for the foot straps on the deck. The Recovery, too, can be almost as easy as driving into crew’s lower backs are supported for additional injury a garage, requiring few crewmembers and little special protection. speed or maneuvering by the cutter – long required to This is an especially key upgrade for boats where high recover a cutter boat by the davit system. speed and long range are needed. Abeyta said that he expects cutter boat technology to “When you look at crew sustainability, you can continue to grow at the same speed it has or even increase only allow so much of a pounding before you start to further in coming years. significantly degrade the ability of the crew to operate “Cutter boats increase the mission capabilities of the safely and effectively,” Abeyta said. “It’s amazing how cutters they operate from,” Abeyta said. “By providing much smoothing out the ride can increase a crew’s our cutters and crew with the best technology we can, performance on scene and long-range endurance.” we directly impact the effectiveness of their mission The seats will protect crewmembers easily in seas up execution.” to 8 feet high. Though they comprise the smallest of the service’s The people aren’t the only things to get a softer ride. many cutters and craft, cutter boats have the commitment Another feature on the larger cutter boats is that the from the highest reaches of the service. electronics are also built into the seats. “Now we are “We are committed to providing end-game capability protecting the operators and high-value electronic gear to the fleet,” said Capt. Ted Harrop, chief, Office of Boat simultaneously,” Abeyta remarked. Forces (CG-731), and thus responsible for the service’s more “It’s not so much an issue for the smaller cutter boats, than 1,900 smallboats, along with the training and policy whose primary mission activity is taking people from point associated with them. A to point B, short distances within sight of the cutter,” “We will continue to leverage the newest technologies he added. “But still, from a durability standpoint, where and techniques that provide our people the most capable the type of deck and weight of the boat allow, we want to platforms for successful mission execution.”

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cutter boats.indd 151 11/2/09 2:50 PM TECHNOLOGY INTERAGENCY OPERATIONS CENTERS

Interagency Operations Centers

By Scott R. Gourley

“… The Coast Guard embraces a culture of response and action, with all of its personnel trained to react to ‘All Threats, All Hazards.’ Front-line operators are encouraged to take action commensurate with the risk scenario presented, without needing to wait for detailed direction from senior leadership. This model enables swift and effective response to a wide variety of situations. Coast Guard first responders follow National Response Framework protocols daily to respond to oil spills, terrorist threats, natural disasters, disruptions of commerce, and civil disturbances. Active duty Coast Guard personnel are required to be trained in the National Incident Management System. Many of our senior executives have served as, or have been predesignated as, Principal Federal Officials for various types of emergencies. Further, Coast Guard response efforts are bolstered by strong partnerships at the port and regional level with other Federal, state, local, and tribal agencies as well as with non-governmental stakeholders. These partnerships are critical to the Coast Guard’s success and will be strengthened by the development of maritime interagency operation centers at select field units. …”

– U.S. Coast Guard Posture Statement, May 2009

mid the celebrations and relief in the weeks following The IOC project can trace its origins to some congressionally the successful ditching of US Airways Flight 1549 directed U.S. Government Accountability Office (GAO) studies A into the Hudson River Jan. 15, 2009, was a gathering conducted in April 2005 (“Maritime Security: New Structures designed to explore the critical impact of enhanced interagency Have Improved Information Sharing, but Security Clearance communications during this type of unusual event. Convened on Processing Requires Further Attention”) and July 2006 (“Maritime Feb. 26 at Coast Guard Sector New York, the gathering brought Security: Information-Sharing Efforts Are Improving”). together representatives from 34 different agencies to examine The July 2006 report, for example, highlighted the importance methods of enhancing interagency coordination for these of an interagency operations center concept, noting the fact that unexpected emergencies. “The Coast Guard has developed its own centers – called sector One significant contributor to this type of future coordination command centers – at 35 port locations to monitor information enhancement will be the U.S. Coast Guard’s Interagency and to support its operations planned for the future. As of today, Operations Center (IOC) project. The IOC project comprises three the relationship between the interagency operational centers and areas of capability designed to enhance unity of effort among the sector command centers remains to be determined.” maritime stakeholders: The findings in those GAO reports helped to contribute to the 1. information management (IM) systems, which link subsequent introduction of the Security and Accountability for information with operations in the context of daily decision- Every (SAFE) Port Act of 2006. Signed into law (Public Law 109- making; 347) on Oct. 13, 2006, by then-President George W. Bush, the bill 2. facilities to support the information-sharing necessary to mandated the establishment of Interagency Operations Centers coordinate federal, state, and local port partner activities in the to enhance port security. conduct of daily joint operations; and “The secretary [of the Department of Homeland Security (DHS)] 3. sensors and tools necessary to extend awareness of all shall establish interagency operational centers for port security vessel activities, monitor vessel behavior to ensure compliance, at all high-priority ports not later than 3 years after the date of and detect anomalies far enough away from vulnerable critical the enactment of the SAFE Port Act,” it directs, adding that the infrastructure to afford decision-makers enough time to respond. new centers would utilize, as appropriate, the compositional and

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The Joint Harbor Operations Centers (JHOC) stood up after 9/11. This ribbon-cutting ceremony signified the opening of the JHOC at Sector Seattle, Wash. The Coast Guard is applying lessons learned at the JHOCs into the Interagency Operations Center project.

operational characteristics of several existing centers, and would “be The IOC project will also deliver enhanced capabilities for organized to fit the security needs, requirements, and resources of Information Management System and an Adaptable Sensor Network. the individual port area at which each is operating.” In terms of an Information Management System, for example, In response, the goal of the IOC project is to improve situational the project overview adds, “As sectors evolve toward interagency awareness by automating the data fusion, dissemination, and operations, the volume of Maritime Domain Awareness anomaly detection processes, closing significant gaps in the Coast information necessary to manage Coast Guard and interagency Guard’s ability to see, understand, and share tactical information operations has increased dramatically and exceeded the capacity critical to security and interagency coordination in vulnerable port to collect and process it. Sector Command Centers need new and coastal areas. information management capabilities to solve the coordination Meeting the legal mandates through the creation of this new level and operational challenges faced by today’s decision makers. of situational awareness focused on creating the IOCs through the The information system, called ‘WatchKeeper,’ will transform expansion of the existing Sector Command Centers at high-priority the Sector operations process by automating the information ports. management tasks currently required for building, maintaining Highlighting that expansion, one Coast Guard project description and sharing an accurate situation picture in an interagency notes, “At full implementation, the Coast Guard or port partner watch environment. WatchKeeper also will use geospatial and other floor will be populated by diverse partners, including other federal, reference information from the Nationwide Automatic Information state, and local law enforcement, port authorities, and Department of System, to designate incoming vessels as cleared or not-cleared Defense organizations (including the U.S. Army and the U.S. Navy). to enter U.S. ports.” The IOC project will seek to upgrade current facilities to increase Finally, with regard to an Adaptable Sensor Network, it continues, the capacity of the watch floor, ensure that the sector commander “Port and coastal awareness will be improved by connecting to and the command center are co-located to the greatest extent existing sensors and establishing Coast Guard sensor coverage possible, and provide space to support surge-operations staff and where needed to extend awareness of all vessel activities, monitor port partners.” vessel behavior to ensure compliance and detect anomalies far U.S. Coast GuardU.S. photo

Coast Guard Outlook 2010 153

IOCs.indd 153 11/2/09 3:39 PM RAPID EMERGENCY SERVICES

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Operations Specialist 2nd Class Georgette Lopez (left) and Operations Specialist 3rd Class Josephina Martinez, stationed at Coast Guard Sector Houston-Galveston, conduct radio watch training with Rescue 21, the state-of- the-art digital communication system in the command center. These specialists perform functions ranging from search and rescue and law enforcement operations to overseeing information center operations.

enough away from critical infrastructure to allow As Coast Guard Sector Command Centers evolve decision-makers sufficient time to respond.” toward IOCs, the project will help automate and IOCs will allow all of a port’s safety, security, and increase the use of Maritime Domain Awareness, emergency response partner agencies to combine which is defined as the effective understanding of their sensor networks and better align various all activity, threats and hazards associated with the maritime security programs, in part, through the use maritime domain that could impact the security, safety, of the WatchKeeper software, which will allow IOC economy, or environment of the United States. The participants to share a common operating picture. IOC project will either build new facilities or upgrade WatchKeeper will also monitor vessel behavior to current sites to ensure sufficient workspace to support ensure compliance and detect behavioral anomalies surge operations staff. At full implementation, each while vessels are still far enough away from critical IOC watch floor will be tailored to meet the individual infrastructure to give decision-makers time to respond. needs of each port. U.S. Coast GuardU.S. photo by Petty Officer First Class CC Clayton

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“The bottom line is that the IOC concept is not As part of its acquisition strategy, IOC just a piece of hardware or software,” explained will leverage successes of interagency pilot Capt. Alan “Al” Arsenault, who manages the IOC projects like SeaHawk, tailoring the resulting project within the Coast Guard’s Acquisition structures to meet security needs of individual Directorate. “It’s basically made up of an ports. organizational construct plus combined business “SeaHawk could be considered a precursor processes plus IT tools, facilities modifications, to the IOC effort,” Arsenault explained. “We are and sensors. So, when everyone says, ‘You’re using that and the lessons learned from that doing Interagency Operations Centers,’ there are as part of our starting point. Up until now the lots of pieces to that. There is a considerable Department of Justice has run that effort but amount of concept of operations that go along starting in 2010 DHS is taking it over.” with that. There are business processes that Along with SeaHawk, Arsenault pointed to surround these tools that we are putting out several other efforts that are helping to facilitate there and the tools are to help facilitate those early IOC efforts. new relationships and processes that we put “We actually have what we call our ‘test bed,’ into place.” out at Coast Guard Sector Los Angeles/Long Arsenault clarified some of the terminology Beach,” he observed. “That’s being run by the confusion stemming from government program DHS ‘science and technology folks’ who are doing descriptions that identify both “IOC” and “IOC/ the leading edge work out there, with our inputs, Command 21.” trying to make newer-type systems marketable “It’s the same thing,” he said. “This project and deployable for the IOC project. And we also actually ‘morphed’ out of a project called have some good examples called Joint Harbor ‘Command 2010’ and that’s why the ‘Command Operations Centers that were stood up closely 21’ is still floating around. But the better name after 9/11. We have one of those in Seattle, for this is Interagency Operations Centers. Wash.; St. Petersburg, Fla.; San Diego, Calif.; and I think that ‘Command 21’ is going to get Hampton Roads, Va. dropped here at some point.” “So we’re also using the lessons learned from The IOC project is following an Acquisition those, together with the business processes that Directorate evolutionary acquisition strategy they have put in place with their port partners, in for fielding the information system, expanded our own development activities,” he said. facilities and sensor networks necessary to Reflecting on the incremental fielding strategy, conduct interagency operations. Arsenault added, “We’ve already started. We One entity that has served to complement actually got our first funding as a Senate ‘mark’ the IOC evolutionary strategy has been “Project in 2008. So we’ve been running the project since SeaHawk.” SeaHawk was established by then. We start deploying our first ‘information Congress in 2003 as a collaborative initiative system capability’ in FY 2010 to all 35 of our designed to bring multiple agencies together to IOCs.” protect the port at Port Charleston (Charleston, In terms of remaining challenges, Arsenault S.C.). Originally administered by the stated, “It’s certainly not so much of the Department of Justice (DoJ), SeaHawk enables technology side. It’s actually on the business federal agencies to work together with South side of things: forming those partnerships with Carolina authorities to share information and our port partners at the local, state, and federal coordinate maritime response efforts. On Oct. levels; putting, for example, memorandums of 1, 2009, responsibility for SeaHawk officially understanding in place; and working to share the transfed from the DoJ to DHS. data. We could put the best tools in the world Coast Guard officials prepared for that transfer out there, but if nobody wants to use them in of responsibility, with the president’s fiscal year a unified command/joint-type operations center, 2010 Budget submission calling for Coast Guard they’re useless. So that, to me, is one of the larger funding to support continued operation of the challenges.” SeaHawk Charleston IOC, noting, “SeaHawk Asked about “takeaway messages” for the is a prototype interagency operations center American public, he offered, “The IOC project originally established and administered by is going to help improve operational capabilities the Department of Justice and scheduled to in a more coordinated interagency environment. transfer to DHS in fiscal year 2010. SeaHawk In my opinion it will also help save taxpayer provides a collaborative, unified command- dollars, because there are a lot of folks out there based work environment to coordinate vessel designing tools, like we will be using, and we are and intermodal transportation screening and harnessing all of those efforts now, trying to put targeting in the Port of Charleston. SeaHawk, them under one project so there is not duplication in cooperation with Sector Charleston, will of effort. So, from an acquisition standpoint, that serve as the location for prototype testing should help save taxpayer dollars. On top of that, of WatchKeeper, a potential enterprise-wide it will also help close serious gaps in capabilities solution for managing and sharing information to see, understand and share tactical information for port security.” in all of our ports and coastal areas.”

156 Coast Guard Outlook 2010

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157 Viteri & DeltaT.indd 1 11/5/09 10:59 AM TECHNOLOGY MERCHANT MARINER CREDENTIAL

One for All and All for One The Coast Guard’s New Merchant Mariner Credential

By Jan Tegler

s of April 15, 2009, merchant mariners have have frankly had troubles in various ports when they a more efficient way to carry and show their would show their single page STCW certificate and A professional credentials. On that date, the foreign port states would look at it and say, ‘I don’t U.S. Coast Guard’s National Maritime Center (NMC) recognize that.’ Then they would have to confirm it began issuing the new Merchant Mariner Credential with the U.S. and that could potentially hold up ships (MMC) to existing and newly qualified merchant in different ports. mariners. “Domestically,” he continued, “it’s an issue of how In a nutshell, the new credential allows mariners many different documents a mariner might have to to combine the various domestic and international carry. For example, most licensed mariners also have licenses, certificates, and endorsements they were to carry an MMD [Merchant Mariners Document]. issued in the past into one streamlined, internationally Some also had an STCW certificate and some even recognized document – the MMC. Designed as a had a certificate of registry. So they might have to booklet with laminated pages, the MMC resembles carry four different certificates plus records of their a passport, and for merchant mariners, it’s just as training. People would be walking around with important. a binder of stuff, not a very convenient way to do Jeffrey Brandt, the chief of the Mariner Information business.” Division for the Coast Guard’s NMC, the service’s The endorsements merchant mariners have branch that now provides medical review and carried up to now include single-page, paper officer centralized credentialing for all U.S. mariners, licenses, a plastic card-style MMD, single-page paper describes the key inefficiencies the MMC is designed documents known as Certificates of Registry, and the to eliminate. single-page paper international endorsement known “One of the things at play was the format of as the STCW endorsement. our documents. When our mariners went overseas, Each endorsement has specific meaning, Brandt their documents were not in the same format explained. “The ‘license’ referred to licensed officers as the majority of other STCW [the International in either engineering or deck specialties. The MMD Convention on Standards of Training, Certification, provided the qualified and unqualified ratings in and Watchkeeping for Seafarers, 1978, as amended] engineering, deck, and steward’s departments. The conforming nations had. Most of those nations used licensed officers are responsible to lead the deck and a passport book-style document. American mariners engineering watches.

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Chief Warrant Officer Jack Hambidge, Marine Safety Unit Chicago, inspects this tugboat pilot’s certificate Dec. 15, 2008. Mariners must carry their license and documentation at all times, and ensure their vessels are properly manned with adequate numbers of qualified and licensed crewmembers.

“The STCW provides for the international Luke Harden, the chief of the Mariner Credentialing recognition of the credential using the IMO Program Policy Division, added that the advent of [International Maritime Organization] standards. The another important security-based credential also convention levels the playing field internationally, so spurred the change to the MMC. that nations signatory to the STCW recognize the “It also actually started as a result of the incorporation qualifications of mariners that come with the STCW of the Transportation Worker Identification Credential certificate. Domestic requirements varied based on [TWIC] that was required by Congress. We didn’t what your license or MMD was for. You have different want to add yet another credential for mariners to levels of licensing. You may have a master license with have to carry.” certain tonnage, or unlimited tonnage. All of those The TWIC, which began to be issued in October 2007, have different qualifications in sea time, professional was established by Congress through the Maritime service, and training.” Transportation Security Act and is administered by The cumbersome nature of existing endorsements the Transportation Security Administration (TSA) and and their less-than-comprehensive acceptance led to U.S. Coast Guard. The TSA describes it as a “tamper- calls from both industry and the government for the resistant biometric” credential issued to workers who change to the new credential, said Brandt. “I would require unescorted access to secure areas of ports, say it came from all sides. The decision to do this vessels, outer continental shelf facilities, and all seemed to be driven by the government, who looked credentialed merchant mariners. It is anticipated that at this from a security perspective, and industry, more than 1 million workers, including longshoremen, that would sail into foreign ports and find they had truckers, port employees and others, will be required difficulty having their documents accepted.” to obtain a TWIC.” U.S. Coast GuardU.S. photo by Petty Officr 3rd Class William B. Mitchell

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Essentially, the TWIC provides an extra layer of security for the nation’s ports, with Coast Guard personnel ensuring that workers in secure areas have received a thorough background check and do not pose a threat. The “workers” include merchant mariners, and to apply for the MMC, mariners must already have applied for a TWIC. The TWIC and MMC are complimentary from a security perspective, said Brandt, in that they allow the Coast Guard and TSA to share identity and security data. He also maintains that the TWIC should help to streamline the NMC’s new application process for the MMC. “One of the practices that has come along with the MMC is the sharing of data with TSA via the TWIC. The final national compliance date for TWIC was also April 15, 2009. The regulation associated with it allows the Coast Guard to take TSA’s data on individuals with a TWIC to verify identity, to get fingerprints, background checks, and more. With the MMC, For seafarers, this Coast Guard-issued license was one of mariners no longer go to a Regional Examination Center [REC] the documents required that was contingent upon the type to get fingerprinted. They would do that in conjunction with of vessel, its tonnage, and area (domestic or international) of their TWIC application with TSA and then TSA will send us operation. As of April 2009, mariners have been issued one their fingerprints, the result of their background check with consolidated form of documentation: the Merchant Mariner the FBI, their photograph, and basic biographical information. Credential, or MMC. In some ways, it has made life easier for mariners, because now they don’t have to go to an REC. They can mail in their application.” The NMC has gotten the word out about the new MMC limit them to sailing near coastal waters. So that would be through a variety of channels, including the Federal Register, listed under ‘limitations’ for that capacity. That same format communications and meetings with industry, the NMC Web now applies for international and domestic. Previously, site (www.uscg.mil/nmc), mass email, information bulletins via the international qualification was listed in capacities and the Web site and email, and a mass mailing of pamphlets to limitations, while the domestic version was listed in paragraph active mariners in August 2008. form. It wasn’t as well-defined in terms of detailing what the “The merchant mariner community is so diverse that it’s limitation to any capacity was. Now we have a more consistent almost impossible to hit everybody,” Brandt admited. “But we’ve terminology within the document.” made an effort to get information on the MMC out as widely Mariners seem to be gradually making the change to the and frequently as possible.” MMC, but the transition has not been smooth sailing, according The issuance and adoption of the MMC is a phased process, to many. At an early July 2009 Coast Guard and Maritime according to Brandt. The Coast Guard expects a combination of Transportation Subcommittee hearing in Congress on the legacy credentials and the MMC to coexist until approximately NMC and mariner credentials, congressional representatives 2014, when all mariners will have had the new credential issued. and maritime industry officials complained that the application “If you have legacy credentials, they’re fine until their process for the MMC, supposedly streamlined, was just the expiration,” Brandt said. “Current mariner credentials are opposite. They pointed to a backlog of credential applications good for five years. They’ll turn themselves over fairly quickly, hampering the ability of mariners to seek and maintain however, because people have a tendency to come back, looking employment. Other factions in the maritime industry took issue for a change or upgrade to their credential, maybe if they’re with the new format for a variety of reasons. going from a 100- to 200-gross ton certificate, for example. Brandt acknowledged the difficulties, but maintains that Whenever someone comes in for a new credential transaction, resistance to the change has dwindled. “We’ve seen some the MMC will be issued.” resistance to leaving behind the individual documents. Anytime Further, the NMC makes clear on its Web site that mariners you make a significant change to a program like this you’ll find who obtain an MMC and then apply for additional endorsements varying degrees of acceptance for a new format. Initially when or upgrades of qualifications during its five-year life cycle will the MMC came out, there were pockets of folks that said, ‘Hey be mailed labels containing the additional endorsements. The we want our single page license that’s [what] we’ve always had.’ labels are then fixed by the mariner to the relevant portion of But over the last few months, I’ve heard very little of that kind the MMC. But what, physically, will the MMC consist of? of complaint.” “Mariners will have a booklet that is very similar in size and Importantly, the NMC will be responsive to refining the MMC shape to a passport,” as Brandt described it. “It will contain all as time passes, Brandt said. “We always look for improvements, of the individual qualifications and authorities that they might whether those are suggested by industry, government, or even have held prior to changing to the MMC. The qualifications foreign states who might have ideas about how the credential and the requirements for them haven’t really changed; we’re could be more easily read or accepted. The policy group at just packaging them in one booklet. You’ll have a page with all headquarters Coast Guard is always looking to see what is of the mariner’s personal biographical data, names, birthdates, being accepted internationally, asking, ‘Do we need to change all of the standard information. Following that you’ll have some of our terminology?’ Those kinds of things can be done documents listing what we term as the individual’s ‘capacities readily within the current document.” and limitations’. These would be things like the individual’s For now, merchant mariners will continue to make the capacity for international and domestic licenses. It may say, switch to the MMC, a format that will allow them to carry ‘master – 1,600 tons.’ In some cases, that qualification might documentation in a single format – all for one and one for all. U.S. Coast GuardU.S. image

Coast Guard Outlook 2010 161

merchant mariner.indd 161 11/2/09 6:46 PM PEOPLE VOLUNTEERS

For the Good of Their Communities:

Coast Guard Volunteers By Barbara Stahura

ne of the many reasons people join the Coast Guard military transferred to Baltimore. The full vision of establishing a permanent or civilian workforce is to be of service to others. That same pantry in Miami never came to fruition. Ofeeling often inspires them to volunteer in their communities Once the Vazquez’s got established in Baltimore, Ramona picked in any number of ways. Here is a small sample of Coast Guard up where she had left off in Miami. She and another spouse members who act on their volunteer spirit. organized a spouse club where she suggested starting a pantry at the Baltimore YARD (shipbuilding and repair facility) in Curtis Bay. Ramona Vazquez, “I told the Miami story and spoke of how we could help hundreds Procurement Agent, SFLC Baltimore of families,” she recalled. She volunteered to be chairperson. As they sought a name for their pantry, Vazquez knew the perfect namesake When Ramona Vazquez worked at Air Station Miami from 2000-2003, that would encompass the mission of the pantry. a young petty officer reported for duty with his newly pregnant wife “Like an inner voice, I had the name for the pantry; Damage and toddler son. She found out that they had lost nearly everything Controlman 3rd class Nathan Bruckenthal,” Vazquez said. Bruckenthal they owned, including his uniforms, when their U-Haul© truck was had been killed protecting an oil facility from a suicide attack in stolen their first night in Miami. The only civilian in her department, 2004 during his second tour in Iraq. He was the first Guardian killed Vazquez teamed up with co-workers and units in the surrounding area in war since the . She recalled a news story that quoted to gather all the items the young family would need. Bruckenthal’s father referring to his son’s death and the impending Within a week not only had they succeeded with helping the birth of his grandchild, in which he said, “When one door closes, young family, they had enough extra items left over for other Coasties another door opens.” in need. This experience planted an idea with Vazquez to establish With permission from the Bruckenthal family, Nate’s Open Door a permanent place that could help those in need. But unfortunately Baby Exchange & Pantry was opened May 12, 2005, where families Vazquez’s husband, chief machinist technician, Edward M. Vazquez, have been assisted with diapers, formula, baby clothes, furniture, received permanent change of station orders and the family was and other infant and toddler items. Vazquez is the main contact, and U.S. Coast GuardU.S. photo

162 Coast Guard Outlook 2010

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Opposite: President George W. Bush awarded Ramona Vazquez with the President’s Volunteer Service Award; she was one of six military spouses honored at the White House in May 2008. Above: Lt. Cmdr. Andrea Sacchetti (center, in white T-shirt) with the youth from “Girls on the Run,” a curriculum-based program that teaches positive social, emotional, and health habits.

two to six volunteers come in consistently to help with “Honestly, I do it because we’ve all been there [needing the “vast” amount of work, she said. help],” she explained. “We are family and we take care of Originally meant for enlisted Coastie families only, our own. There’s such an overwhelming feeling to give Nate’s was later opened to civilian employees. To date, back to your community and to give a helping hand that it more than 700 Coast Guard and civilian families have should be a part of everyone’s nature. I believe it is. Most received assistance. just don’t know where to start, but once they figure it out, However the vision to help more people in the region stand back. Great things arise!” led the group to open the pantry to all military families in the area and local schools. They began promoting other Lt. Cmdr. Andrea Sacchetti, charity activities such as providing school supplies to local Air Station San Francisco elementary schools. So far, more than 1,500 families have been helped, including nearly 100 from areas devastated A 1996 graduate of the Coast Guard Academy with a by Hurricanes Katrina and Rita, plus others associated B.S. in Civil Engineering, a helicopter instructor pilot at with Fort Meade and Walter Reed Army Medical Center. AirSta San Francisco, Lt. Cmdr. Andrea Sacchetti has Families can take anything they need, then, when the many professional accomplishments. Yet she would be items have served their purpose, can donate them back or quick to tell you that she didn’t reach this point alone. “pay it forward” to another family. Perhaps that is why she often volunteers to help others “My husband always says that he’s proud of me because achieve their goals. he never has to worry about his crew and their families In fall 2008, she spent two afternoons a week with while under way,” she said. “He knows I’m home taking a curriculum-based program called “Girls on the Run.” care of their families so that they can concentrate on the As girls in the third through fifth grades prepare for mission and coming home safe.” their first fun run, they also learn about avoiding For her volunteering, Vazquez received the drugs and alcohol, standing up to bullies, and President’s Volunteer Service Award from President healthy physical and emotional habits, self-esteem, George W. Bush and was one of six military spouses and community service. A runner herself, Sacchetti honored at the White House in May 2008. The said, “I thought this would be a good way to become President’s Council on Service and Civic Participation, involved in my community and instill in young girls which presents these awards, was established in 2003 from not-so-good neighborhoods the joy of running as to recognize the valuable contributions of volunteers well as helping them stay focused on school instead in American communities. of distractions.” U.S. Coast GuardU.S. photo

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The lessons use running to reinforce other lessons from the program. For instance, in a relay race, the girls were asked to pair up with another girl they didn’t know well. Then when they reached a coach at the end of their relay segment, they had to say something positive about their relay partner. The 10-week program culminates in a 5K fun run. While not required to run, “all the girls ran it and finished,” Sacchetti said. “I was proud of them. These girls don’t have women to look up to or good examples to follow. So it’s easy to give a little bit of my time.” For her professional accomplishments and volunteer work, Sacchetti was awarded the 2009 National Women’s History Month Foreign Language and Science, Technology, Engineering and Math Role Model Award. The Department of Defense presents this to servicemembers and civilians as part of its Women’s History Month Observance and Award Program, honoring them for their many contributions to American society. Sacchetti said during the March 19 ceremony that she was nominated in part for her service and volunteer work in the Arctic, where she was air operations officer of the Coast Guard’s first land-based, forward-operating location Thomas Schmalix with his search and rescue (SAR) dog, in the region during Operation Salliq. Sacchetti and her Kiah, taken on the way to a SAR on Adak Island, Alaska, team supported the National Security Council’s interagency in the Aleutians in August 2008. Schmalix says he’s able to review of Arctic policy as they performed search and rescue enjoy both being outside and working with dogs, all in the missions, protected marine and animal life, and provided good cause of helping people. homeland security, maritime mobility, and law enforcement. They were also doing research to see what kind of Coast Guard assets may or may not need to be placed in the which he was assigned because Jessie was not yet ready. Arctic as a result of sea ice moving away from the land. After a five-hour search for the missing hunter, one of the Even during her demanding tour in Alaska she found time dogs found the man’s rifle, and an hour later, the other dog to volunteer in a community outreach project in Barrow. It discovered his body. He had been killed by a bear. The team was a big project that was led by a local construction team carried him to a Coast Guard helicopter that flew him to but she and her aviation team helped them build a basketball Kodiak. court on a playground in the town. “In appreciation a local By volunteering with KISAR, Schmalix said he’s able restaurant provided pizza for us one night which was really to enjoy both being outside and working with dogs, all in nice of them,” said Sacchetti. “I find that when I volunteer I the good cause of helping people. So when he returned to don’t know what all the positive effects may be.” Kodiak in 2005, he volunteered again with his new canine companion, a Belgian Malinois named Kiah. AMT 1 Thomas “Pat” Schmalix, When the call came in 2008 about the SAR on Sharatin, Air Station Kodiak Schmalix was more than prepared and ready for this difficult rescue operation. Dogs would not be needed this time since The Coast Guard on Kodiak Island, Alaska, received a the contractors’ location was known. call early Dec. 8, 2008, about four contractors stranded near A helicopter flown by Tom Walters, USCG, retired, from the summit of Sharatin Mountain, where a severe winter Maritime Helicopter, Inc. was able to get the KISAR team storm prevented Coast Guard aircraft from reaching them. to 1,400 feet around 3 p.m., recalled Schmalix, and they The rescue effort included Alaska State Troopers, the Coast spent about three hours walking up to the camp at 2,000 Guard, and Kodiak Island Search and Rescue (KISAR), for feet. They found man-made rock piles and saw a greenish which AMT1 Thomas “Pat” Schmalix had volunteered for glow in the pitch-black darkness – three of the men in a several years. quickly constructed shelter were using an oxyacetylene A non-profit, community organization, KISAR trains torch and kerosene heater to create heat. As they opened volunteers and dog teams for search and rescue missions the shelter, “kerosene fumes poured out,” said Schmalix. on the island. Schmalix first heard of KISAR in 1998 during They found the fourth man a short distance away in a half- his first tour on Kodiak and quickly signed up for training buried tent lit up by his flashlight. with his dog, Jessie, a German Shepherd mix. Although he They started down about 7 p.m. Fatigue among the trained for about six months to be ground-certified, he had contractors, combined with thick brush, heavy snow, and already received a great deal of similar training with the steep ravines made the way down slow and treacherous. Yet Boy Scouts. However, he explained, “The saying is ‘the dog by 4:00 a.m. the next morning, the KISAR team had brought knows what to do within a year, but it takes longer for the the men safely to the trailhead where rescue headquarters handler to be able to read the dog’ and learn everything had been set up. else needed to be operational.” Jessie took about three years Schmalix was modest about his role, saying, “I was just to become “operational.” out enjoying myself in the bad weather.” He gives equal His first SAR with KISAR happened in the fall of 1998, credit to his fellow KISAR members AET1 Joel Pomerinke, which involved two dog teams and a ground team, to and civilians Hal Long, Kerry Felton, and pilot Tom Walters. U.S. Coast GuardU.S. Public Affairs

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Coast Guard Diversity: A Mosaic of the Population

By Barbara Stahura

s the demographics of the U.S. population continue to undergo rapid change, forward-looking employers understand that the best opportunity for organizational A success comes from a diverse workforce with a broad range of skills, outlooks, and experiences. As a military service as well as one of those employers, the U.S. Coast Guard has committed itself “to achieving a workforce that is diverse and whose composition includes representation of women, men, minorities, non-minorities, people with disabilities, and veterans,” said Capt. Robert Stohlman, chief, U.S. Coast Guard diversity staff. With an aggressive program to recruit and retain qualified individuals, this smallest of the U.S. military services is devoted “to building and sustaining an organizational climate where people of diverse backgrounds, cultures, races, religions, and ethnicities are valued and respected,” he added. Furthermore, this policy applies at all levels: officer, enlisted, Academy cadet, civilian, Reserve, and Auxiliary volunteers. Increasing diversity is an ongoing, evolving process. Even more, as a recent Diversity Policy Statement from Adm. Thad W. Allen, commandant of the Coast Guard, states, “Diversity is not a program or policy – it is a state of being.” Therefore, as its official road map into the future, the Coast Guard created the “United States Coast Guard Diversity Strategic Plan.” As Allen writes in its foreword, “The challenges of the 21st century will be met by a Coast Guard that is comprised of men and women who better reflect the diversity of America, and whose contributions will continue the tradition and heritage that has made the Coast Guard America’s premier Maritime Service for more than 200 years.” The Diversity Strategic Plan focuses on five goals by which every member of the Coast Guard shall abide: 1. assure a diverse workforce through all-hands participation with leadership accountability; 2. fully utilize communication and focus groups to improve the workforce cultural climate; 3. expand outreach to achieve access opportunity for underrepresented populations; 4. ensure equitable hiring and career opportunity for all employees; and 5. optimize training and education to underscore the value of workforce diversity.

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As stated in the Coast Guard’s Diversity Strategic Plan, the service embodies its commitment to build and sustain an organization whose environment embraces a workforce that consists of different cultures, backgrounds, religions, races, rates, and ethnicities. According to Commandant Adm. Thad W. Allen, “Diversity is not a ... policy, it is a state of being.”

events around the country, including the Annual Outreach Hispanic Professional Engineers Conference, the Black Engineer of the Year Award STEM A major step to having a diverse and Conference, the East Coast Asian American robust Coast Guard applicant pool is reaching Student Union Conference, the Women of out to varied groups of people to fill military Color in Technology Conference, Heroes and and civilian positions alike. The Coast Guard Heritage, League of United Latin American continues its field-level recruiting, its search Citizens Conference, Careers and the Disabled for qualified applicants to the Academy, and Conference, Women’s Leadership Symposium, civil service hiring for civilian jobs. They also and the Annual Society of American Indian work to increase young students’ awareness of Government Employees Conference. career opportunities in the Coast Guard long The Coast Guard is even conducting outreach before they enter the workforce. (See page 172: among native peoples in Alaska by working “Lifesavers Out of Uniform” to read about Coast with native tribal councils and schools. “In Guard members who joined after learning about June of 2009, the Society of American Indian the service in childhood and have received Government Employees presented an award awards for their heroism.) to the 17th Coast Guard District in Juneau Additionally, the Coast Guard in recent years for their inspirational outreach efforts in the has added diversity outreach representatives to remote villages of Alaska,” Stohlman said. work with a wide range of affinity groups ranging Capt. Brendan Frost is Coast Guard liaison from persons with disabilities, veterans groups, to the Hispanic Association of Colleges and and organizations with specific national origin Universities. Not a recruiter in the technical or gender connections. These reps participate in sense, Frost said he is “responsible for U.S. Coast GuardU.S. photo by Petty Officer 2nd Class Lauren Jorgensen

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community outreach and relationship-building “Effective Communication in a Diverse Cultural with the professional Hispanic community, with Workforce,” and “Advice from the Top: What the ultimate goal of having more young men and Minority Women Say About Their Career Success.” women Hispanic professionals apply to the officer Due to the no-nonsense manner in which the corps.” Coast Guard leadership approaches diversity – an Hispanics are an underrepresented minority in attitude that “drills all the way down through the the Coast Guard, Frost explained, comprising less organization,” said Davidson – she declares with than 11 percent of its total members. But they are an enthusiasm common among the Diversity Office being actively sought in order “to take advantage staff, “I’ll eat my hat if the Coast Guard is not one of the best talent and reflect the United States of the five best places in the federal government to population,” he said. “As far as having the best work in the next three to five years.” talent, no one community has a market on that. In fact, the Coast Guard is aiming to be the We’re ensuring that we have opportunities to get employer of choice in the federal government the best of each community to see us as their for recruiting, retaining, and sustaining a ready, employer of choice.” diverse, and highly skilled total workforce. Yet, Capt. Steve Baynes agreed. He is the Coast according to the executive summary of the Guard liaison to the National Association for Equal new Diversity Strategic Plan, the retention and Opportunity in Higher Education and the HBCU promotion of the minority workforce, civilian and (Historically Black Colleges and Universities). “To military, must be improved. It offers these statistics: more diversify our workforce, HBCUs are places to “Within the officer corps, minorities comprise 22 reach in for really good, talented students,” he said. percent of officers O-4 and below, but the figure “HBCUs graduate 30 percent of black engineers, falls to 9 percent at the O-5 and above level. As of and with our focus on STEM [science-technology- March 2009, in a force structure of 370 captains, engineering-math] majors, we need that kind of there were three African-American and seven talent in the Coast Guard to meet challenges we Hispanics.” With similar numbers in its enlisted face.” and civilian workforces, the plan concludes, “We Fiscal year 2008-2009 was designated “The Year must do better.” of the Women” for Coast Guard recruiters. Thanks Doing “better” with diversity is critical to to that effort, “as of July 31, [2009], 23 percent the Coast Guard mission in the coming century of the overall recruiting mission is women,” said when challenges will increase, as will the U.S. Lt. Cmdr. Carol Stundtner, gender policy advisor. minority population, rising from 33 percent to That’s good – an increase of 9 percent over the 50 percent by 2050. Not including more of their previous year – but it could be better. In light of numbers in the mosaic of Coast Guard personnel that, the Coast Guard is “making women more could ultimately harm the balance of military and aware of opportunities here,” she said. “One thing civilian professionals who need the leadership and that tends to sell the Coast Guard for women is our technical skills necessary to meet its standards of humanitarian mission.” excellence. Portia Davidson, workforce policy advisor to The Coast Guard will do better, said Stohlman, by the commandant, claims the Coast Guard “has utilizing the recently approved Diversity Strategic the best diversity outreach in the U.S. armed Plan. “We will foster an environment where every forces.” In large part, that’s due to the leadership individual has the opportunity to prosper and commitment, which, she said, “Is absolutely contribute to Coast Guard missions,” he explained. essential.” In fact, as Stohlman explained, “The diversity vision is firmly grounded in the Coast diversity is a leadership issue, and “in order to Guard mission, which articulates our fundamental hold leaders accountable for managing diversity, and enduring purpose, and considers the we must first ensure that they have the requisite challenges identified in our situational assessment. knowledge, skills, abilities, and tools to lead a We will not only respond to today’s diverse human diverse workforce.” capital needs, but we will forecast tomorrow’s and To that end, Davidson has created diversity shape the human dimension of America’s Coast outreach programs such as the Strategic Guard accordingly, in order to sustain a ready and Communication Campaign Seminar series, relevant total force. This vision provides direction “Championing Diversity Leadership.” It included for our priorities and our future path.” programs such as a round table that brought Improving its workforce diversity is a business together some of the top national leaders in imperative for the Coast Guard, and also a moral organizational diversity management with Flag obligation, explained Stohlman. Therefore, its officers and members of the Senior Executive diversity mission is “to build an environment Corps. The discussion topics included diversity that fosters appreciation of the values, skills and best practices and “embracing diversity as an abilities of everyone irrespective of their differences integral part of recruiting and retention,” she said. or similarities, encouraging all members to Other events in the series included “Successful contribute their full potential to achieve Coast Ways to Develop Employees You Supervise,” Guard missions.”

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Coast Guard Proven Leaders

By Barbara Stahura

he Coast Guard presents annual awards to proven Lt. Cmdr. Greg Sabra during the initial dry docking inspection May 2009 leaders who inspire others under their command or for the CGC Seneca, on which he serves as engineer officer and senior T supervision: They are the Capt. John G. Witherspoon department head. Sabra, recipient of the Capt. John G. Witherspoon Award, Inspirational Leadership Award for active-duty and Reserve exemplifies the service’s core values of honor, respect, and devotion to officer; the George R. Putnam Inspirational Leadership Award duty as a Coast Guard officer. for civilians; the MCPO Angela M. McShan Inspirational Leadership Award for active-duty or Reserve chief petty officers (E-7); and Commodore Charles S. Greanoff Award for Auxiliary members. Here are the four recipients for 2008. U.S. Coast GuardU.S. photo

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Capt. John G. Witherspoon Award: Lt. Cmdr. Gregory Sabra In 1995, when he was 18, Gregory Sabra enrolled in the Coast Guard Academy. His father had been a member of the Coast Guard for 22 years, so Sabra said he knew “the Coast Guard was aligned with what I wanted to do – helping and saving people.” Fourteen years later, as engineer officer and senior department head on the CGC Seneca, he was awarded the Capt. John G. Witherspoon Award for Inspirational Leadership, which recognizes a Coast Guard officer who best exemplifies the service’s core values of honor, respect, and devotion to duty. “I don’t feel that I’m a proven leader yet,” he said, “and I still do my best every day to do better.” His shipmates would differ with the first part of that assessment. Cmdr. W.J. Wolter wrote a nomination of Sabra for this award, adding in pen to the typed document: “Endorsed w/pride in an outstanding shipmate.” According to the nomination from Cmdr. G.P. Gagnier, two machinery technician chiefs with a combined 19 years of sea time and 36 years of Coast Guard service, said of Sabra that “he’s the best EO [engineer officer] BMCS Burke is the 2008 recipient I’ve ever worked for.” Gagnier himself wrote, “The praise couldn’t be more of the MCPO Angela M. McShan meaningful considering it was coming from two seasoned Cuttermen who Award. Here, Burke is servicing a were extraordinary leaders themselves.” buoy near Spruce Cape, Alaska, Sabra earned this award by guiding the Seneca crew’s participation January 2006 while assigned to in the 270 WMEC Mission Effectiveness Project (MEP) in such a way the CGC Sycamore, homeported that allowed crewmembers to thrive under “his inspirational leadership, in Cordova, Alaska. charismatic management style, and relentless advocacy for the well-being of his shipmates,” according to Gagnier’s nomination. The MEP was a six-month, $7 million overhaul of the Seneca, from October 2007 to April 2008. It was an unsettled time for the crew, who spent several months shoreside and more months temporarily on another cutter. “We had to figure out what to do with people without a ship,” said Sabra. “Our options were to sit in the office and do nothing or to work on training like damage control or online training or reading leadership books. My goal was not to have anyone twiddling their thumbs.” So he encouraged the crew to volunteer for community service in Boston – and they responded by putting in 900 hours working in soup kitchens, participating in a walk for hunger, and sponsoring a school at Christmas. He arranged for 66 of his crew to attend job-related schools. He also arranged for some crewmembers to go on a temporary duty assignment, such as Air Station Cape Cod for those who want to become aviators, or working aboard a cutter that participated in a big drug bust, to gain professional experience. Sabra works diligently at assisting his subordinates to improve and succeed at whatever they do – undoubtedly inspiring their own work aboard ship. “The more people know their leaders have a vested interest in their success, the better they respond and do their work,” he explained. “My captain and XO [executive officer] were great, too – this was also their focus.”

MCPO Angela M. McShan Award: BMCS Daniel Burke The best way to cultivate a positive work environment – one of the qualities necessary in a winner of the MCPO Angela M. McShan Award for Inspirational Leadership – is to “make sure everyone is having a good time while working,” said BMCS Daniel Burke, the 2008 recipient. “I work a lot and enjoy it – it’s a lead-by-example kind of thing – and I see lots of my crew who take on that character, too. My crew puts the job and mission ahead of everything – that’s the devotion to duty.” As executive petty officer of the CGC Joshua Appleby, he has inspired his crew to “achieve new heights in operational leadership and professional development,” said the nomination from Capt. T.M. Close of Sector St. Petersburg, Fla. Once crewmembers qualify for a position, Burke said he doesn’t let them rest on their laurels very long. U.S. Coast GuardU.S. photo by Petty Officer Paul Roszkowski

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“I get them to look back to when they thought it would be so hard to qualify, and then it turned out not to be so hard,” he said. “Then I ask them to look forward, perhaps to taking a college class, for instance. As they advance, that helps the Coast Guard, and they also make more money and can help their families more.” Burke joined the Coast Guard two years out of high school, in 1991. He remembers what it was like to be in his early 20s, and said, “I try to take the guys’ concerns seriously. When you’re that young, a problem that might seem insignificant to me now could be very big to them.” One of the reasons he won the McShan award was the exemplary operation of the Joshua Appleby during Operation Blue Hammer in February and March 2008. This is the Coast Guard’s alien immigration interdiction program in the Florida Keys. “It’s hard to see a buoy tender like the Joshua Appleby as a law enforcement vessel,” said Burke, “but we’re a holding vessel, too.” When the cutter intercepted Cuban immigrants in dilapidated boats, the crew brought them aboard and housed them and tended to their needs for a time while their citizenship was checked. The Joshua Appleby also apprehended two smugglers from a go-fast vessel during this time, unusual for a 175-foot boat. Burke was also recognized for championing the Atlantic Area’s People Plan initiatives, achieving 100 percent compliance with its Individual Development Plan for his crew, who created realistic and measurable goals ranging from learning to play the guitar to financial management, and more. A transfer in September 2009 to the CGC Elderberry in Petersburg, Alaska, meant a kind of homecoming there, along with his wife and two sons, after having been based in the state before. Florida’s loss is Alaska’s gain, although the Coast Guard remains a winner with Burke in its ranks.

George R. Putnam Award: Mr. Mark McCabe The Coast Guard depends heavily on its civilian staff to support the military arm and so honors them as well. The 2009 winner of the George R. Putnam Award for Inspirational Leadership is Mark McCabe, senior civilian and resource and performance management chief for the 1st Coast Guard District in Boston. He was deemed the civilian employee who best exemplifies the Coast Mark McCabe, the senior civilian resource and performance management Guard leadership philosophy, principles, and core values. chief at the Coast Guard’s 1st District in Boston, was selected to receive After graduating from the Coast Guard Academy in 1985, the 2008 George R. Putnam Inspirational Leadership Award. McCabe remained on active duty for about 12 years and then went into the Reserve while he worked for Pfizer. “I kept getting called back to active duty, so I left Pfizer and went back to the Coast Guard as one of the first civilian port security specialists,” he said. Today, he oversees the 1st District’s budget of $51 million. At first glance, a budget staff of four, one additional person to handle both facilities and billet oversight, and two operations performance consultants might not appear able to handle all the duties necessary. Yet, McCabe said, “They’re great people. We do a lot with a little.” He avidly mentors his staff, encouraging them to improve their performance, to continue their education, and even to take vacations for their sake and their families. As a supervisor, “you always try to do the right thing and make them think about what’s the best thing for the Coast Guard, not just a division or unit,” he explained. “If I’m not here, I want them to be able to make good decisions. By giving them the experience now, you hope they’ll be better able to make good decisions when they move up.” In this position, he has “demonstrated exceptional leadership competence … and has been able to gain genuine commitment for funding and personnel decisions through his personal interactions with all levels of the staff,” according to his award nomination. U.S. Coast GuardU.S. photo by Petty Officer 2nd Class Luke Pinneo

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“It’s important to remember the personnel and units in the field are where the Coast Guard mission takes place. The goal to push as much funding as possible to those units that make a difference and try to live with the cuts higher up the chain of command. “My job is to ensure that we spend the funds wisely and effectively and so the taxpayer feels comfortable with the return on investment,” McCabe said. “The Coast Guard demands good stewardship and accountability of the funds given out.” For instance, ships now receive so much money per person, and “we try to let them decide what’s important and to fund it instead of what’s not,” he explained. While he and his staff might not be in the field, they are nevertheless crucial to the efficient functioning of the service. “In the Coast Guard, you’re doing something to help,” he said. “We’re supporting boats or helicopters going out to save people.”

Commodore Charles S. Greanoff Award: Mr. Kim Castrobran After the horrific events of September 11, Kim Castrobran wanted to give back to his country. Already busy in real estate and international trade, he nevertheless volunteered with the Coast Guard Auxiliary. In May 2006, he transferred into Flotilla 3-5 in Pasadena, Calif., and took on the job of flotilla commander. With only five remaining members, the 50-year-old flotilla was in the process of disbanding, but Castrobran was not about to let that happen. “I encouraged those members by putting forth our vision of rebirth of the flotilla and its missions,” he said. “It takes a lot to create a flotilla, but only one vote to disband it. Once we were all on board and committed to keeping the flotilla going, everyone had a new purpose, and we inspired each other.” Auxiliarist Kim Castrobran (right) received the Commodore Castrobran implemented a recruiting drive, and the flotilla has grown Charles S. Greanoff Award for his service as commander of to 26 members, with more in the process of joining – that’s a membership Flotilla 3-5 in Pasadena, Calif. Flotilla units are comprised increase of 200 percent. Since then, Flotilla 3-5 (which will become Flotilla of civilian, volunteer personnel of the U.S. Coast Guard; 04-03 in 2010 due to division mergers) has won several awards both at the its members serve in all missions authorized, except division and district levels, including Most Active Flotilla, Most Active in law enforcement. He is pictured here with Coast Guard Commandant Adm. Thad Allen. Member Training, Most Active in Coast Guard Operational Support, and Most Active Public Affairs. Its auxiliarists have qualified as boat crew coxswains, vessel examiners, and members of the Auxiliary Interpreter Corps. “While we are the smallest in terms of size of the flotillas in our division, we amass over 7,000 [volunteer] hours annually, more than double that of the other flotillas in our division,” he explained, not without a little pride in his crew. The flotilla created exhibits and displays documenting the role and history of the Coast Guard and the Auxiliary, and became the first Auxiliary unit to win the “Small Unit” Award from the Foundation for Coast Guard History for this work. Only those flotilla commanders who demonstrate sustained, exceptional standards of proficiency and conduct, and whose appearance and bearing are consistently impeccable, are considered for nomination for the Greanoff Award. Castrobran certainly fits those qualifications. One experience that Castrobran has drawn on in leading in the Auxiliary was his time as a teacher at a continuation high school a few years ago. It was basically the “last chance” for teenagers to complete their high school education. He implemented the discipline and encouragement that they needed and grew to appreciate to help them learn. But he also communicated with them a vision of what they could accomplish in the future with an education. Many of the students rose to his expectations by earning their diploma, and some went on to earn a college degree and/or join the armed forces. “I can honestly say that the Coast Guard Auxiliary has changed my life,” he said. “It’s contagious. I think the greatest purpose in life is to do things outside of ourselves and give back. Surprisingly, that is when you learn and gain the most. I am constantly inspired by the organization and the people that I get to serve with.” U.S. Coast GuardU.S. photo

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Lifesavers Out of Uniform

By Barbara Stahura

nlike the other branches of the U.S. Waterway vessel, and a petty officer in the Coast military, the Coast Guard is deployed every Guard Reserve who drills at Station Barnegat Uday. With a motto of Semper Paratus, or Light, N.J. “Always Ready,” one of the Coast Guard’s major Less than two hours into her shift that missions is to protect the public in any maritime afternoon, Catanzaro had no inkling she’d be region – ocean, coast, or inland waterway – where part of a group of heroes that day. Pulling out it has jurisdiction. Its members train frequently for another run from New York City to Lincoln and intensively to conduct search and rescue Harbor in Weehawken, N.J., as she had done so missions on the water, under all manner of many times before, Catanzaro received a call. It conditions. Yet while they save lives daily while was a friend asking if she knew anything about on duty, some Coast Guard members have done a plane going down in the river. She replied “no,” so while off duty. but turned to look behind her. Below are three stories of heroic lifesaving “The plane had just landed and then people efforts performed by Coast Guard members while started coming out on the wing,” she recalled. “It off duty. was only around 40 degrees outside. I don’t know the temperature of the water then, but there was MK3 Brittany Catanzaro ice on the river the next day.” Immediately, she turned her ferry around and On Jan. 15, 2009, the world was stunned by headed for the aircraft. She maneuvered as close photos of an Airbus 320 floating in the Hudson as possible to the downed aircraft. “I had to try to River, its terrified passengers huddled on the keep the boat steady,” she recalled. “I positioned wings and desperate for rescue. Fortunately, myself above the plane so I could control it. I was several nearby boats rapidly came to the aid of on the north side of the plane and following it the stricken airliner, whose jet engines had been down the river.” disabled by a flock of geese. One of the first boats Her crew used the ferry’s Jason’s cradle to on-scene was the Governor Thomas H. Kean, rescue 24 people from the wings. Catanzaro is captained by Brittany Catanzaro, now age 20, the always quick to insist that it’s her crew who are youngest and first female captain of a New York the heroes. Her commanding officer at Station

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Barnegat Light, BOSN3 Kary L. Moss, said this humility is typical of her. “Being a ferryboat captain at her age in itself shows her maturity and capability. She’s very dedicated and professional,” he said. “Right after that incident, I saw her on the news. She said, ‘It wasn’t me, it’s my crew that should receive the accolades.’ She’s not a glory hound. She understands it’s all about the team – and that’s huge in the Coast Guard, which is all about the team, not the individual.” Catanzaro first headed for the water at age 2 and continued boating with her father on Long Island Sound during the summers as she grew up. He also taught her how to fix the engines on their boats. “My dad used to talk about the Coast Guard all the time,” she recalled. “He knew how much I liked the water and said if you can find a job you love, it’s better than one you don’t.” When she was old enough, she joined the Sea Capt. Brittany Catanzaro at the press conference with other mariners who helped rescue Scouts and was impressed during her visits to the passengers of US Airways flight 1549 that was ditched into the Hudson River in the Coast Guard installations in the area. She January 2009. began handling her own boat when she was 12. At age 19, she became a deckhand with New York Waterway and in less than a year had worked her way up to captain, earning her 100- inside. I wondered, what if I can’t find my way ton license along the way. out? What if the roof collapses and I can’t get Catanzaro joined the Coast Guard Reserve on out?” Sept. 11, 2007, and as a machinery technician But both men made their way inside and felt third class, happily puts in her one weekend a their way up the stairs, trying not to breathe in month and two weeks in the summer. She is now the smoke. They came across a woman lying on working to join the active duty ranks, saying, “I the stairs. She said her daughter was just a few love the water, and they definitely help people steps above her, so they helped the girl out first. out.” Then they went back in, and the fire department At least 24 people know she has already arrived “just as we were bringing the mother helped them. out and around the corner to the parking lot,” said Peters. BM1 John Peters The mother and daughter were taken to War Memorial Hospital. The girl was released that Not all Coast Guard lifesaving happens on the same day; her mother was admitted to intensive water. On May 8, 2007, off-duty Petty Officers care but was expected to make a full recovery. John Peters and Michael Damren (who has since Peters and Damren were treated for smoke left the Coast Guard) were doing nothing more inhalation. exciting than delivering a washing machine to a For their heroism, they received the Meritorious fellow Coast Guard member in Sault Ste. Marie, Service Medal and the Department of Homeland Michigan. But when they saw smoke billowing Security Secretary’s Award for Valor. from a building, their calm day took a more Peters’ supervisor at the time, BMCS Brian harrowing turn. Kastner, currently assigned to Station San “It wasn’t a situation I thought too much Francisco, said he was “pleased but not about,” said Peters, who joined the Coast Guard surprised” when he heard of the rescue. “John in March 2000, “I just responded. It was second always seemed to be there when you needed nature to what I do in the Coast Guard – saving him. He joined the Coast Guard to save lives, lives and aiding people in distress.” and he even did that this time off duty. He had After calling 911, they became the first smoke inhalation, but when he came back to responders on the scene. Four people had run work, he didn’t even mention what he’d done. out of the building, which housed the Gin Mill He has great integrity, and it was a pleasure to Bar on the first floor and a residence above. But work with him.” two people were reportedly still inside. Now stationed with CGC Tahoma out of As Peters prepared to enter the stairwell up to Portsmouth, N.H., Peters said, “I can’t say that the second-floor apartment, which was billowing anything in my career training-wise prepared me black smoke, he said, “I thought I may or may not to enter a burning building. But my job in the come out.” Then, once he was feeling his way Coast Guard helped me that day. Without regard up the stairs, he said, “I couldn’t see anything of what might happen to me, I was prepared to U.S. Coast GuardU.S. photo

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take the risk. My instinct was to save someone’s life, to help someone. I hope that anyone would do the same thing.”

Lt. James Garland, USCG Reservist and Civilian With a Los Angeles County firefighter for a father, “I was drawn into the profession of helping people,” said Lt. James Garland. In his late teens, he watched small Coast Guard boats in Southern California and knew what he would do for a career. In 1989, he enlisted in the Coast Guard. Two years later, he was a radioman stationed at Group Honolulu. In 1993, off-duty and surfing 6- to 8-foot waves at Keaau Beach Park, he noticed that the surf had come up with sets at about 10 feet. A 20-foot Bayliner was anchored just outside the surf area about 500 yards from the beach. After he paddled through a four-wave set, the Bayliner was upside down, with two men clinging to the hull. Paddling out to them, he asked if anyone else had been aboard. They replied that another man was still under the boat. “I went underneath the boat,” Garland said. “There was lots of fuel in the water, and debris. I didn’t see anyone.” He came up for a breath and went down again just as the third man rose to the surface. He gave the man his surfboard and located lifejackets in the water for the two others and brought them ashore. Awarded the Coast Guard Commendation Medal on May 6, 1993, for this rescue, Garland has performed many others in the years since as a lifeguard and as a surfer out enjoying the waves. Neither Garland’s medal nor his many rescues surprise Capt. Dwight Perkins, captain of the Emergency Services Department, Ocean Safety and Lifeguard Services Division, who has been Garland’s Lt. James Garland, U.S. Coast Guard Sector Honolulu, at the lifeguard training officer and known him for more than 15 tower on his last day. years. “It’s like he has a sixth sense,” said Perkins. “As a lifeguard, you begin to know when things aren’t right. Jim’s got that. You never have to second-guess him on a rescue with anybody in any conditions.” In March 2008, Garland and another lifeguard spotted someone in the water who appeared too still. They rapidly swam to the person and found a male teenager suffering from severe hypothermia. When they got him ashore he was rushed to the hospital. “He was nearly frozen with fear, and the water was moving very fast,” said Garland. “It took a lot of effort to get him to shore; this was a very difficult rescue.” They later learned the teen was autistic. In January 2009, Garland had the day off and was surfing Sandy Beach when in the distance he saw a young man struggling to keep his head above the surface. As he reached the swimmer, he heard a barely audible “Help.” With the assistance of another surfer, he was able to get the weakened man to shore. He was rushed by ambulance to the hospital with water in his lungs and was able to make a full recovery. “Jim’s actions are exemplary,” said Perkins. “We use stories to train, so I use stories about him. He’s always vigilant.”

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Coast Guard 2009 Snapshot A summary of facts and figures about America’s Coast Guard www.uscg.mil

America’s Maritime Guardian … in the Heartland, in the Ports, on the Seas, Around the Globe

A C-130H displaying an historic color scheme (foreground) to commemorate the 50th anniversary of the C-130 in Coast Guard service flies in formation with a new C-130J from Air Station Elizabeth City, N.C. The Coast Guard has been using a version of the C-130 since the AirSta took delivery of the first one in December 1959.

he U.S. Coast Guard is one of the five armed forces of the United States T and the only military organization within the Department of Homeland Security. The Coast Guard protects the maritime economy and the environment, defends our maritime borders, and saves those in peril. U.S. Coast GuardU.S. photo

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Coast Guard 2009 Snapshot

Workforce Totals Active Duty Workforce Average Time in Service (Yrs.) Race/Ethnicity :ca^hiZY ((!.&% :ca^hiZY - D[ÒXZgh -!%(- 6bZg^XVc>cY^Vc$ D[ÒXZgh &' 8^k^a^Vc ,!+*. 6aVh`VcCVi^kZ '#* GZhZgkZ ,!)-) 6h^Vc %#, Officer Commissioning Sources 7aVX` *#+ 6jm^a^Vgn '-!.-+ 6XVYZbn )+ =^heVc^X$AVi^cd &%#+ D8HGZhZgkZ '% Bjai^eaZgVXZ -#( Active Duty Workforce 9^gZXi8dbb^hh^dc &* CVi^kZ=VlV^^Vc$ BZc -,#* D8Heg^dg:ca^hiZY &' EVX^ÒX>haVcYZg #* LdbZc &'#* 8LDidAI * L]^iZ ,,#( :69 ' Married Average Age (Yrs.) :ca^hiZY ** :ca^hiZY '. D[ÒXZgh +. D[ÒXZgh (*

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In 2008, the Coast Guard … On the Web Coast Guard lll#jhX\#b^a Safety ™GZhedcYZYidbdgZi]Vc')!%%%hZVgX]VcYgZhXjZXVhZhVcY Recruiting hVkZYbdgZi]Vc)!%%%a^kZh \dXdVhi\jVgY#Xdb ™8dcYjXiZYbdgZi]Vc,%!%%%XdbbZgX^Va^cheZXi^dchd[J#H Academy ÓV\\ZYkZhhZah lll#X\V#ZYj ™EZg[dgbZYbdgZi]Vc&'!%%%hV[ZinVcYZck^gdcbZciVa ZmVb^cVi^dchd[[dgZ^\ckZhhZahZciZg^c\J#H#edgih Civilian Jobs ™8dcYjXiZYcZVgan)!,%%bVg^cZXVhjVain^ckZhi^\Vi^dch lll#jhX\#b^a$X^k^a^Vc ™7dVgYZYcZVgan(!,%%jcYZglVnÒh]^c\kZhhZahideZg[dgbhV[Zin Coast Guard Volunteers VcYXdbea^VcXZX]ZX`h lll#X\Vjm#dg\ ™HVkZYVabdhi&*-b^aa^dc^cegdeZgin ™EZg[dgbZYcZVgan,!(%%YdX`h^YZhV[ZinZmVb^cVi^dch America’s Waterway Watch ™:c]VcXZYi]ZVW^a^inidYZiZXiVcYadXViZeZghdch^cY^higZhh lll#VbZg^XVhlViZglVnlViX]#Xdb i]gdj\]iZX]cdad\n^begdkZbZcihi]VicdlXdkZgbdgZi]Vc Boating Safety '(!%%%b^aZhd[i]ZJ#H#XdVhia^cZ lll#jhX\WdVi^c\#dg\ ™>hhjZYbdgZi]Vc&''b^aa^dc^chiViZ\gVcihVcY+#'b^aa^dc^c cdcegdÒi\gVcih[dgWdVi^c\hV[Zin In Your Community ™>hhjZYcZVgan-)!%%%XgZYZci^VahidfjVa^ÒZYbZgX]VcibVg^cZgh! lll#jhX\#b^a$Xdbbjc^in l]dZchjgZi]ZhV[Z!hZXjgZ!VcYZ[ÒX^ZcicVk^\Vi^dcd[h]^eh XVggn^c\'#+W^aa^dcidchd[XdbbZgXZi]gdj\]djgcVi^dcÉhedgih VcYlViZglVnh Social Media Security YouTube lll#ndjijWZ#Xdb$jhX\^bV\Zgn ™Ldg`^c\l^i]i]ZYZeVgibZcihd[9Z[ZchZ!=dbZaVcYHZXjg^in! VcY?jhi^XZVhlZaaVhdi]ZgeVgicZgh!Wgd`ZaVhinZVgÉhgZXdgYWn Coast Guard blog gZbdk^c\cZVgan&-*idchd[XdXV^cZWdjcYidlVgYi]ZJc^iZY 8dVhiciZgY^XiZYcZVgan*!%%%jcYdXjbZciZYb^\gVcihViiZbei^c\id lll#jhX\#b^a$XdbYi$Wad\ ^aaZ\VaanZciZgi]ZJc^iZYHiViZh ™9ZeadnZYh^meVigdaWdVihVcY)%%eZghdccZaidegdiZXi>gVfÉh Facebook bVg^i^bZd^a^c[gVhigjXijgZ!igV^c>gVf^cVkVa[dgXZh!VcYZc[dgXZ lll#[VXZWdd`#Xdb$jhXdVhi\jVgY J#C#hVcXi^dch^ci]Z6gVW^VcgVf^;gZZYdbVcYDeZgVi^dc:cYjg^c\;gZZYdb lll#Ó^X`g#Xdb$e]didh$XdVhiT\jVgY

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All Threats, All Hazards, Always Ready U.S. Coast GuardU.S. image

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The Ships and Aircraft

of the U.S. Coast Guard By Robert F. Dorr

he U. S. Coast Guard has approximately 41,000 active- on lab layouts and scientific capabilities during design and duty members, although Congress has recently authorized construction of the ship. T another 1,500 personnel. The service also has 8,000 As a Coast Guard cutter, the Healy is also a capable platform reservists and 7,000 civilian employees. The ships, boats, airplanes, for supporting other potential missions in the Polar regions, and is and helicopters of the Coast Guard are part of daily life for all capable of accommodating two HH-65 Dolphins or one Dolphin and of these men and women. During the current year, the Coast one HH-60J Jayhawk helicopter. Guard’s Acquisition Directorate’s efforts to recapitalize many of Length: 420 feet its ships and aircraft has seen several achievements, from the Beam: 82 feet successful flight testing of the HC-130J and HC-144A with their Displacement: 16,000 tons various sensors and mission systems, to the commissioning of the Power plant: Four diesels, two shafts, 30,000 shaft horsepower (shp) new National Security Cutter Bertholf and the christening of the Speed: 17 knots National Security Cutter Waesche. Range: 16,000 miles at 12.5 knots; 37,000 miles at 9.25 knots This guide to seafaring and flying equipment is drawn from public domain information and documents provided by the Coast Guard. Vessel in this class: Healy (WAGB 20), Seattle, Wash. Icebreakers

The Coast Guard operates three ocean-going icebreakers, the CGC Healy newest of which, the CGC Healy (WAGB 20), dating to July 2000, is the service’s largest ship. The Coast Guard also operates one icebreaker on the Great Lakes – the CGC Mackinaw (WLBB 30), which replaced an older ship of the same name. Icebreakers are painted with an “icebreaker red” hull to make them noticeable in ice-covered waters.

Icebreakers, 420-foot Healy class (WAGB) The Coast Guard’s largest ship, the CGC Healy, was launched in 1997 and commissioned in 2000, joining the two Polar-class icebreakers in their homeport of Seattle, Wash. The Healy is designed to conduct a wide range of research activities, providing more than 4,200 square feet of scientific laboratory space, numerous electronic sensor systems, oceanographic winches, and accommodations for up to 50 scientists. Healy is capable of breaking 4.5 feet of ice continuously at 3 knots and can operate in temperatures as low as minus 50 degrees F. The scientific community provided invaluable input USCG photo courtesy Industries of Avondale

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to navigation, and an oil-spill-recovery system on board. It uses two podded propulsors and a bow thruster to provide excellent maneuverability, and is designed to break through 32 inches of ice at 3 knots.

Length: 240 feet Beam: 58 feet, 6 inches Draft: 16 feet Displacement: 3,500 tons full load Power plant: Three 4,200-bhp ABT diesel generators; two ABT 3,350- kw azipod propulsion units Speed: 15 knots Range: 4,000 nautical miles

Vessel in this class: Mackinaw (WLBB 30), Cheboygan, Mich.

Cutters The term “cutter” identifies a Coast Guard vessel 65 feet in length or greater, with accommodations for a crew to live aboard. Cutters USCG photo by PA2 Mariana O’LearyUSCG photo by PA2 usually have a motor surfboat (MSB) and/or a rigid-hull inflatable CGC Polar Star (RHI) boat on board. Polar-class icebreakers also carry an Arctic survey boat (ASB) and landing craft. Most cutters more than 200 feet in length are capable of accommodating helicopters. Icebreakers, 399-foot Polar class (WAGB) National Security Cutter The Polar-class icebreakers, built in the 1970s, were designed (Maritime Security Class, Large) for open-water ice breaking and have reinforced hulls, special ice 418-foot Legend class breaking bows, and a system that allows rapid shifting of ballast to increase the effectiveness of their ice breaking. These ships are The first large vessel to join the Coast Guard fleet as part of the capable of continuous progress through ice 6 feet thick at a speed Deepwater initiative, the National Security Cutter is the largest and of up to 3 knots. The CGCs Polar Sea and the Polar Star serve in most technologically advanced of the service’s new cutter fleet. At the Arctic and Antarctic, supporting science and research as well as 418 feet in length, with a speed of up to 28 knots and a displacement providing resupply to remote stations. Both Polar-class icebreakers of 4,306 long tons, the Legend-class cutters are capable of better are under the control of Pacific Area, Ice Operations Section. Both are seakeeping and higher sustained speeds as well as greater endurance fully equipped for helicopter berthing and deck operations, and can than legacy cutters. The C4ISR capabilities of the class provide carry two HH-60J Jayhawks or HH-65 Dolphin helicopters. interoperability with U.S. Navy systems and a common operational picture to enhance maritime domain awareness. In addition to Length: 399 feet a helicopter deck, the class has a stern ramp for launching and Beam: 83.5 feet recovering small boats. The Coast Guard plans construction of eight Displacement (28-foot draft): 13,194 tons full load Power plant: Six Alco diesels, 3,000 bhp each, three gas turbines, 25,000 shp each, electric drive, three shafts, 66,000 shp Speed: 18 knots Range: 16,000 miles at 18 knots; 28,275 at 13 knots CGC Bertholf

Vessels in this class: Polar Star (WAGB 10), Seattle, Wash. Polar Sea (WAGB 11), Seattle, Wash.

Icebreakers, 240-foot Great Lakes class (WLBB) The CGC Mackinaw (WLBB 30), like its predecessor of the same name, was designed specifically for the Great Lakes, where its mission has been to keep the shipping lanes open through as much of the winter as possible. Like the old USCGC Mackinaw (WAGB 83), the new ship is homeported in Cheboygan, Mich., and remains the only U.S. heavy ice breaking resource assigned to the Great Lakes. The ship performs ice breaking as well as ATON (aids to navigation), search and rescue, law enforcement, and other missions. It has a crew of nine officers and 46 enlisted members. The Mackinaw features state-of-the-art navigation, communication, and security systems and is able to carry a smaller crew than its namesake. The vessel also has a 20-ton crane for servicing aids USCG photo by Petty Officer 3rd Class Tara Molle USCG photo by Petty Officer 3rd Class Tara

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Equipped with a helicopter flight deck, retractable hangar, and the facilities to support helicopter deployment, these 12 cutters were introduced to the Coast Guard inventory in the 1960s. The entire class was modernized through the Fleet Rehabilitation and Modernization (FRAM) program between 1985 and 1992, modernizing their helicopter flight deck facilities, radars, and other sensors, and fire-control systems. With a crew of 162, each displaces 3,300 tons. Each is capable of accommodating a single HH-65 Dolphin helicopter. Secretary-class cutters have been given upgraded C4ISR capabilities under the Deepwater project. Of the 12 ships in this class, 10 are now more than 30 years old.

Length: 378 feet Beam: 43 feet Displacement: 3,300 tons full load Power plant: Two diesel engines 3,500 bhp each/two gas turbine USCG photo by Seaman Caleb Critchfield CGC Morgenthau engines 18,000 shp each, two shafts 36,000 shp Speed: 29 knots Range: 2,400 miles at 29 knots or 9,600 miles at 19 knots (on gas National Security Cutters, beginning with the CGC Bertholf (WMSL turbines); 14,000 miles at 11 knots (on diesels) 750) at the Northrop Grumman shipyard in Pascagoula, Miss. Armament: One Mk. 75 76 mm gun, two Mk. 38 25 mm guns, one The NSC is armed with the Mk. 110 57 mm gun that is also Phalanx CIWS, two .50-caliber machine guns, two SRBOC launchers being developed for the Navy’s Littoral Combat Ship. The first gun system was delivered in January 2006. The NSC will be able to Vessels in this class: accommodate one MH-65C or MH-60T and two vertically launched Hamilton (WHEC 715), San Diego, Calif. unmanned aerial vehicles, or other combinations. The first cutter in Dallas (WHEC 716), Charleston, S.C. the series, the Bertholf, was commissioned in August 2008. Mellon (WHEC 717), Seattle, Wash. NSCs No. 2, the Waesche (WMSL 751) and No. 3, the Stratton Chase (WHEC 718), San Diego, Calif. (WMSL 752), also are in production. The Waesche’s keel was laid Boutwell (WHEC 719), Alameda, Calif. Sept. 11, 2006, and the ship was christened in July 2008. Waesche Sherman (WHEC 720), Alameda, Calif. will be commissioned in May 2010. The first three NSCs will be Gallatin (WHEC 721), Charleston, S.C. homeported in Alameda, Calif., where facility upgrades are under Morgenthau (WHEC 722), Alameda, Calif. way. Rush (WHEC 723), Honolulu, Hawaii Munro (WHEC 724), Kodiak, Alaska Length: 418 feet Jarvis (WHEC 725), Honolulu, Hawaii Beam: 54 feet Midgett (WHEC 726), Seattle, Wash. Displacement: 4,306 LT full load Power plant: Combined diesel and gas (CODAG); one 30,565 SHP gas Offshore Patrol Cutter turbine engine and two 9,655 HP diesel engines (Maritime Security Cutter, Medium) Speed: up to 28 knots Range: 12,000 nautical miles Under a notional plan within the Acquisitions Directorate, up to Armament: One Mk. 110 57 mm gun; one Phalanx CIWS; four M2 25 Offshore Patrol Cutters (OPCs) would replace the Famous- and .50-caliber machine guns; one Mk. 53 NULKA Active Decoy system Reliance-class medium-endurance cutters. The OPC is to feature increased range and endurance; more powerful weapons; larger Vessels in this class: WMSL 750 Bertholf, Alameda, Calif. WMSL 751 Waesche, under construction CGC Boutwell WMSL 752 Stratton, under construction

High-endurance Cutters, 378-foot Secretary class (WHEC) Highly versatile and capable of performing a variety of missions, these cutters operate throughout the world’s oceans. Because of their high endurance and their capabilities similar to those of Navy warships, Secretary-class cutters occasionally deploy as part of Navy carrier battle groups. The first of the class was the CGC Hamilton (WHEC 715), commissioned in 1967. The Hamilton (WHEC 715) and its sister ships are ideally suited for long-range, high-endurance missions, and for fulfilling the maritime security role, which includes drug interdiction, illegal-immigrant interception, and fisheries patrol. The Secretary-class ships are powered by diesel engines and gas turbines, in a combined diesel and gas (CODAG) plant, and have controllable-pitch propellers. USCG photo by Petty Officer 3rd Class Erik Swanson

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to New London, Conn. The Eagle serves as a seagoing classroom for approximately 175 cadets and instructors from the academy. On the Eagle, cadets apply the navigation, engineering, and other skills they develop in classes at the academy. The Eagle’s hull is built of steel, four-tenths of an inch thick. It has two full-length steel decks with a platform deck below and a raised forecastle and quarterdeck. The weatherdecks are 3-inch-thick teak over steel. When at home, the Eagle is moored at the Coast Guard Academy on the Thames River.

Length: 295 feet Beam: 39 feet Displacement: 1,816 tons full load Power plant: Diesel, one shaft, 1,000 bhp, 21,350-square-foot sail area Speed: 10 knots under power; 16 knots under sail Range: 5,450 miles under power

Vessel in this class: Eagle (WIX 327), New London, Conn.

Medium-endurance Cutter, 282-foot Alex Haley class (WMEC) The cutter Alex Haley (WMEC 39) is a one-of-a-kind Coast Guard ship, named for the service’s first chief journalist, who later wrote Roots and won a Pulitzer Prize. Commissioned in 1971 as the Navy salvage and rescue ship USS Edenton (ATS-1), the vessel was transferred to the Coast Guard in November 1997 for conversion into a medium-endurance cutter. The cutter’s primary missions are law enforcement, domestic fisheries enforcement, and search and rescue in Alaskan waters. With a crew of 99, the ship can accommodate a single HH-65 Dolphin or HH-60J Jayhawk helicopter.

Length: 282 feet Beam: 50 feet Displacement: 3,000 tons full load Power plant: Four Caterpillar diesels, two shafts, bow thruster CGC Eagle Speed: 18 knots Range: 10,000 nautical miles at 13 knots Armament: Two Mk. 38 25 mm cannon, two .50-caliber machine guns flight decks; and improved C4ISR equipment. The cutters are to have multiple smallboat launch and recovery, and aviation facilities for the operation of one MH-60T and one vertical launch UAVs, or other combinations of aerial vehicles. The analyze/select phase is currently CGC Alex Haley under way. The following are notional specifications:

Length: 300-390 feet Speed: 25 knots Range: 9,500 nautical miles Armament: One medium-caliber forward (57 mm), one medium- caliber AFT (25 mm), and four .50-caliber ROSAM

295-foot Cutter Eagle (WIX) The tall ship Eagle is a three-masted sailing barque with 21,350 square feet of sail, homeported at the Coast Guard Academy, New London, Conn. It is the only active (operational) commissioned sailing vessel in the U.S. maritime services. Seventh in a line of cutters to bear its name, the CGC Eagle was built in 1936 by Blohm und Voss in Hamburg, , as a training vessel for German naval cadets. It was taken as a war prize in 1946, commissioned into Coast Guard service as the Eagle, and sailed from Bremerhaven, Germany, USCG photo by Lt. Tony CortesUSCG photo by Lt. Tony Molle USCG photo by Petty Officer 3rd Class Tara

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Armament: One Mk. 75 76 mm gun, two .50-caliber machine guns, two SRBOC launchers

Vessels in this class: Bear (WMEC 901), Portsmouth, Va. Tampa (WMEC 902), Portsmouth, Va. Harriet Lane (WMEC 903), Portsmouth, Va. Northland (WMEC 904), Portsmouth, Va. Spencer (WMEC 905), Boston, Mass. Seneca (WMEC 906), Boston, Mass. Escanaba (WMEC 907), Boston, Mass. Tahoma (WMEC 908), Kittery, Maine Campbell (WMEC 909), Kittery, Maine Thetis (WMEC 910), Key West, Fla. Forward (WMEC 911), Portsmouth, Va. Legare (WMEC 912), Portsmouth, Va. Mohawk (WMEC 913), Key West, Fla.

Seagoing Buoy Tender, photo Navy by Chief Mass Communication SpecialistU.S. Anthony Casullo CGC Thetis 225-foot Juniper class (WLB) Juniper-class buoy tenders are seagoing Coast Guard cutters responsible for maintaining short- and long-range ATON (aids to Vessel in this class: navigation) such as fixed structures and buoys. They have replaced Alex Haley (WMEC 39), Kodiak, Alaska the aging Balsam class of World War II-era buoy tenders. Buoy tenders provide light ice breaking in ice-laden domestic waters. Buoy tenders Medium-endurance Cutter, are multi-mission vessels, and conduct maritime law enforcement, 270-foot Famous class (WMEC) homeland security, and defense operations, as well as provide search and rescue assistance should the need arise. Commissioned in the The first of 13 Famous-class cutters, Bear (WMEC 901) entered summer of 1996, the CGC Juniper, along with the new 175-foot service in 1983, and these ships have become a familiar sight in Keeper-class coastal buoy tender Ida Lewis (WLM 551), represents the world’s oceans ever since. Together with the 14 Reliance-class the new wave in buoy tending. vessels, Famous-class cutters are the service’s primary tools for The 225-foot Juniper’s twin diesel engine propulsion system law enforcement, counter-drug, and search and rescue missions. supplies the speed and maneuverability necessary to tend coastal These ships are the most modern and advanced medium endurance and offshore buoys in exposed locations. Perhaps the most important cutters, with a modern weapons and sensor suite. They have long advance is the use of a new DPS (dynamic positioning system). DPS been equipped with a Command, Display, and Control (COMDAC) uses a differential GPS (global positioning system) to fix positions. computerized ship-control system that was significantly updated Using this technology, the crews are able to maintain the vessel’s in the 1990s and makes these ships effective with smaller crews. position within a 10-meter circle in winds of up to 30 knots and Famous-class ships operate with a crew of 100. waves of up to 8 feet. Armament includes a Mk. 75 76 mm fully automatic gun capable of firing up to 80 rounds per minute. The Shipboard Command and Length: 225 feet Control System (SCCS) uses radar, LORAN (long range navigation), Beam: 46 feet and GPS (global positioning system) technologies. SCCS is an Displacement: 2,000 tons integrated and sophisticated system that brings the ship’s electronic Buoy deck area: 2,875 square feet resources together to facilitate operations. Famous-class cutters are able to land, launch, and service the HH-65 Dolphin helicopter, and some can also operate the Dolphin CGC Harriet Lane helicopter. A Dolphin and a five-member aviation detachment usually deploy with the ship. The cutter’s active stabilization system extends the operating parameters of the cutter aircraft team by providing a stable platform for flight evolutions during rough sea conditions. This allows the cutters to serve the vital role of search and rescue in almost any storm or location. For law enforcement boardings, these cutters carry a 25-foot over-the-horizon capable rigid-hull inflatable and a 19-foot rigid-hull inflatable boat. Under the Deepwater project, Famous-class cutters have been fitted with improved C4ISR suites.

Length: 270 feet Beam: 38 feet Displacement: 1,825 tons Power plant: Two 3,650-hp V-18 Alco diesel engines, two shafts Speed: 20 knots Range: 3,850 nautical miles at 19.5 knots; 10,250 nautical miles at 12 knots USCG photo by PA3 Sandra BartlettUSCG photo by PA3

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Power plant: Two Caterpillar 3608 diesels, one shaft, 6,200 bhp commissioned cutter in service. Highlighted, golden hull numbers Speed: 15 knots denote Acushnet’s unique status. The Acushnet celebrated its 64th Range: 6,000 nautical miles at 12 knots birthday on Feb. 5, 2008. Armament: Two .50-caliber machine guns The Acushnet was originally commissioned as a Diver-class fleet rescue and salvage vessel, USS Shackle (ARS-9), for the Navy on Feb. Vessels in this class: 5, 1944. On Aug. 23, 1946, the Acushnet was commissioned as an Juniper (WLB 201), Newport, R.I. Auxiliary tug in the Coast Guard. That year, two other U.S. Navy Diver- Willow (WLB 202), Newport, R.I. class vessels, the USS Escape (ex-ARS-6) and the CGC Yocona (USS Kukui (WLB 203), Honolulu, Hawaii Seize, ex-ARS-26), also joined the Coast Guard fleet as Auxiliary tugs. Elm (WLB 204), Atlantic Beach, N.C. Unlike any other ship in the Coast Guard, the Acushnet has served Walnut (WLB 205), Honolulu, Hawaii in the Navy and Coast Guard as a Fleet Rescue and Salvage Vessel, Spar (WLB 206), Kodiak, Alaska an Auxiliary tug, an oceanographic vessel, and a medium-endurance Maple (WLB 207), Sitka, Alaska cutter. It is the second Coast Guard cutter to bear the name. Aspen (WLB 208), San Francisco, Calif. While the Yocona and the Escape have been decommissioned, Sycamore (WLB 209), Cordova, Alaska the Acushnet continues to serve as a medium-endurance cutter Cypress (WLB 210), Mobile, Ala. in the Gulf of Alaska and Bering Sea. Plans to decommission the Oak (WLB 211), Charleston, S.C. Acushnet have existed for years, but with no replacement available, Hickory (WLB 212) Homer, Alaska it continues to serve actively in all missions. Fir (WLB 213), Astoria, Ore. Hollyhock (WLB 214), Port Huron, Mich. Length: 213 feet Sequoia (WLB 215), Apra Harbor, Guam Beam: 41 feet Alder (WLB 216), Duluth, Minn. Displacement: 1,720 tons Power plant: Four Cooper-Bessemer GSB-8 diesels, electric drive, two Medium-endurance Cutter, shafts, 3,030 shaft horsepower 213-foot Diver class (WMEC) Speed: 15 knots Range: 9,000 nautical miles at 8 knots The CGC Acushnet is the last remaining example of the former Armament: Two .50-caliber machine guns Navy salvage vessels transferred to the Coast Guard after World War II, its sisters consigned to the scrapheap. The Acushnet is the Vessel in this class: Coast Guard’s “Queen of the Fleet,” the title given to the oldest Acushnet (WMEC 167), Ketchikan, Alaska

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Valiant (WMEC 621), Miami Beach, Fla. Steadfast (WMEC 623), Warrenton, Ore. Dauntless (WMEC 624), Galveston, Texas Venturous (WMEC 625), St. Petersburg, Fla. Dependable (WMEC 626), Cape May, N.J. Vigorous (WMEC 627), Cape May, N.J. Decisive (WMEC 629), Pascagoula, Miss. Alert (WMEC 630), Warrenton, Ore.

Coastal Buoy Tender, 175-foot Keeper class (WLM) The 175-foot Keeper-class coastal buoy tenders represent a new era in buoy tending, joining Juniper-class vessels to replace the 157- foot and 133-foot coastal buoy tenders (WLMs) that dated to the World War II era. These are the first Coast Guard cutters equipped with Z-drive propulsion units instead of the standard propeller and

rudder configuration. They are designed to independently rotate 360 USCG photo Cangemi by Petty Officer 1st Class NyxoLyno CGC Vigorous degrees. Combined with a thruster in the bow, they give the Keeper- class cutters unmatched maneuverability. With state-of-the-art electronics and navigation systems including DPS (dynamic positioning system), which uses GPS (global positioning Medium-endurance Cutter, system) and electronic chart displays, it is possible to maneuver and 210-foot Reliance class (WMEC) position navigation aids with a smaller crew. Carrying a crew of 24, ships in this class are named for well-known lighthouse keepers. The 14 Reliance-class cutters work alongside the Famous-class Although not classified as icebreakers, these ships can move through ships, carrying out primarily law enforcement and search and rescue 9 inches of ice at 3 knots. missions. They do not have a helicopter hangar but can operate a single HH-65 Dolphin on deck. Ships of this class have undergone an Length: 175 feet upgrade program called MMA (Mid-life Maintenance Availability) to Beam: 36 feet upgrade machinery and equipment. Displacement: 845 tons The 210-foot ships were the first true post-World War II Coast Power plant: Two Caterpillar 3508TA diesels, two Ulstein Z-drive, Guard cutters. Outwardly, these ships reflect evolving Coast Guard 2,040 bhp operations during the latter part of the 20th century – sleek lines, Speed: 12 knots flight decks, and a high pilot house giving the bridge crew excellent Range: 2,000 nautical miles at 10 knots all-around visibility. Although lightly armed, these cutters were designed to carry Vessels in this class: additional armament including a 3-inch gun, a total of six .50-caliber Ida Lewis (WLM 551), Newport, R.I. machine guns, an SQS-17 sonar (later suggestions included using an Katherine Walker (WLM 552), Bayonne, N.J. SQS-36), an anti-submarine projector (Hedgehog), and/or two torpedo Abbie Burgess (WLM 553), Rockland, Maine launchers. None of this armament was ever actually installed. The Marcus Hanna (WLM 554), South Portland, Maine Reliance-class ships each underwent an MMA, between 1986 and James Rankin (WLM 555), Baltimore, Md. 1996, at a cost of between $19 million and $21 million per cutter. Joshua Appleby (WLM 556), St. Petersburg, Fla. Budget cuts prompted the Coast Guard to decommission two Frank Drew (WLM 557), Portsmouth, Va. ships of this class, the CGC Courageous (WMEC 622) and the CGC Anthony Petit (WLM 558), Ketchikan, Alaska Durable (WMEC 628), in 2001. However, the remaining vessels of the Reliance class are scheduled to undergo upgrades to their C4ISR capabilities in the near future. CGC Alert

Length: 210.5 feet Beam: 34 feet Displacement: 1,000 tons Power plant: Two Alco 16V-251 diesel engines, two shafts, 5,000 bhp Speed: 18 knots Range: 6,100 nautical miles at 14 knots Armament: One Mk. 38 25 mm cannon and two .50-caliber machine guns

Vessels in this class: Reliance (WMEC 615), Portsmouth, N.H. Diligence (WMEC 616), Wilmington, N.C. Vigilant (WMEC 617), Patrick Air Force Base, Fla. Active (WMEC 618), Port Angeles, Wash. Confidence (WMEC 619), Patrick Air Force Base, Fla. Resolute (WMEC 620), St. Petersburg, Fla. Photo by Tina M. Epperson

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CGC Joshua Appleby

Barbara Mabrity (WLM 559), Mobile, Ala. Vessel in the 100-foot WLIC class: William Tate (WLM 560), Philadelphia, Pa. Smilax (WLIC 315), Atlantic Beach, N.C. Harry Claiborne (WLM 561), Galveston, Texas 75-foot WLIC class Maria Bray (WLM 562), Mayport, Fla. Length: 75 feet Henry Blake (WLM 563), Everett, Wash. Beam: 22 feet George Cobb (WLM 564), San Pedro, Calif. Displacement: 145 tons Power plant: Two Caterpillar D353, two shafts, 750 hp; or two Inland Construction Tenders (WLIC) Caterpillar 3412 or V1312TI, two shafts, 1,250-1,350 hp Speed: 9 knots The Coast Guard’s inland construction tenders are broken Range: 1,050-1,300 nautical miles at 9 knots; 2,400-2,500 nautical into three classes, all designed for the construction, repair, and miles at 5 knots maintenance of fixed ATON (aids to navigation) and all operating on inland waters. The 160-foot WLICs are single units without barges. Vessels in the 75-foot WLIC class: The 75-foot WLICs push either a 68- or 84-foot construction barge. Anvil (WLIC 75301), Charleston, S.C. The one 100-foot WLIC pushes a 70-foot construction barge. The Hammer (WLIC 75302), Mayport, Fla. barges are equipped with cranes and other ATON equipment to Sledge (WLIC 75303), Baltimore, Md. drive piles and work the smaller-sized buoys. The earliest of these Mallet (WLIC 75304), Corpus Christi, Texas tenders date to the 1940s and have crews of 13 to 15. Vise (WLIC 75305), St. Petersburg, Fla. Clamp (WLIC 75306), Galveston, Texas 160-foot WLIC class Hatchet (WLIC 75309), Galveston, Texas Length: 160 feet Axe (WLIC 75310), Morgan City, La. Beam: 30 feet Displacement: 459 tons Power plant: Two Caterpillar D379 diesels, two shafts, 1,000 bhp CGC Anvil Speed: 11 knots Range: 2,300 nautical miles at 6.5 knots

Vessels in the 160-foot WLIC class: Pamlico (WLIC 800), New Orleans, La. Hudson (WLIC 801), Miami Beach, Fla. Kennebec (WLIC 802), Portsmouth, Va. Saginaw (WLIC 803), Mobile, Ala.

100-foot WLIC class Length: 100 feet Beam: 24 feet Displacement: 178 tons Power plant: Two Caterpillar 3412, two shafts, 1250 bhp Speed: 10.5 knots Range: 2,700 miles at 7 knots USCG photo by PA1 Scott CarrUSCG photo by PA1

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75-foot Kankakee-class river buoy tenders: Length: 75 feet Beam: 22 feet Displacement: 175 tons Power plant: Two Caterpillar 3412 diesels, two shafts, 1,024 bhp Speed: 10 knots Range: 600 nautical miles at 10 knots

Vessels in this class: Kankakee (WLR 75500), Memphis, Tenn. Greenbrier (WLR 75501), Natchez, Miss.

75-foot Gasconade-class River Buoy Tenders: Length: 75 feet Beam: 22 feet Displacement: 140 tons Power plant: Two Caterpillar D353 diesels, two shafts, 660-750 hp; or two Caterpillar 3412, two shafts, 1,250 hp John Masson USCG photo by PA1 CGC Biscayne Bay Speed: 9 knots Range: 3,100 nautical miles at 6.5 knots

Vessels in this class: Ice breaking Tug, Wedge (WLR 75307), Demopolis, Ala. 140-foot Bay class (WTGB) Gasconade (WLR 75401), Omaha, Neb. Muskingum (WLR 75402), Sallislaw, Okla. The 140-foot Bay-class cutters are single-screw tugs used primarily Wyaconda (WLR 75403), Dubuque, Iowa for domestic ice breaking duties. They are named after American bays Chippewa (WLR 75404), Buchanan, Tenn. and are stationed mainly in the northeastern United States and the Cheyenne (WLR 75405), St. Louis, Mo. Great Lakes. They use a low-pressure-air hull lubrication or bubbler Kickapoo (WLR 75406), Vicksburg, Miss. system that forces air and water between the hull and ice. This Kanawha (WLR 75407), Pine Bluff, Ark. system improves ice breaking capabilities by reducing resistance Patoka (WLR 75408), Greenville, Miss. against the hull, thereby reducing horsepower requirements. A 120- Chena (WLR 75409), Hickman, Ky. foot ATON barge augments the CGCs Bristol Bay and Mobile Bay.

Length: 140 feet 65-foot class River Buoy Tenders: Beam: 37.5 feet Length: 65 feet Displacement: 662 tons full load Beam: 21 feet Power plant: Two Fairbanks-Morse diesel engines, electric drive, one Displacement: 145 tons shaft, 2,500 shp Power plant: Two Caterpillar D353 diesels, two shafts, 660-725 hp Speed: 14.7 knots Speed: 10 knots Range: 1,800 nautical miles at 14.7 knots; 4,000 nautical miles at 12 Range: 3,500 nautical miles at 6 knots knots

Vessels in this class: CGC Gasconade Katmai Bay (WTGB 101), Sault Ste. Marie, Mich. Bristol Bay (WTGB 102), Detroit, Mich. Mobile Bay (WTGB 103), Sturgeon Bay, Wis. Biscayne Bay (WTGB 104), St. Ignace, Mich. Neah Bay (WTGB 105), Cleveland, Ohio Morro Bay (WTGB 106), New London, Conn. Penobscot Bay (WTGB 107), Bayonne, N.J. Thunder Bay (WTGB 108), Rockland, Maine Sturgeon Bay (WTGB 109), Bayonne, N.J.

River Buoy Tenders (WLR) The Coast Guard operates 18 tenders of 75-foot and 65-foot lengths on rivers in the western United States, deploying ATON buoys and day boards to mark river channels and to ease the efficient flow of commerce. WLRs push barges equipped with cranes that work ATON. Some WLRs are equipped with “jetting” devices that are used to set and anchor buoys in rivers with sandy or muddy bottoms. The barges are an integral part of the ATON mission. Barge lengths vary: 90 feet, 99 feet, and 130 feet. USCG photo

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speed vessels offering an operating radius of almost 1,000 nautical miles, making them highly effective for alien migrant interdiction operations (AMIO) and a range of other duties. However, the Island- class are aging, and are slated to be replaced by the Fast Response Cutter. Eighty-seven-foot Marine Protector-class vessels have an IEBS (integrated electronic bridge system) and a stern-launched rigid inflatable boat useful for various duties including carrying boarding crews.

Patrol Coastals (WPC) 179-foot Cyclone class Originally built for the U.S. Navy to act as supporting craft for special operations forces, three of the 13 Cyclone-class Patrol Coastal boats are transferred to the Coast Guard. The Coast Guard has operational control of the boats, while the Navy retains ownership and is responsible for maintenance. The Coast Guard is scheduled to return these vessels to the Navy in 2011. Operating out of Pascagoula, Miss., the vessels conduct homeland security, search and rescue, and law enforcement operations. These vessels have a stern ramp for USCG photo rapid launch and recovery of smallboats, and carries a crew of 25 enlisted and two officers. They can carry a variety of weaponry, and CGC Elderberry are capable of speeds of up to 35 knots.

Length: 179 feet Vessels in this class: Beam: 25 feet Ouachita (WLR 65501), East Chattanooga, Tenn. Displacement: 432 tons full load Cimarron (WLR 65502), Buchanan, Tenn. Power plant: Four Paxman-Valenta diesel engines – 14,400 shp Obion (WLR 65503), Owensboro, Ky. Speed: 35 knots Scioto (WLR 65504), Keokuk, Iowa Range: 2,000 nautical miles Osage (WLR 65505), Sewickley, Pa. Armament: One Mk. 38 25 mm; one Mk. 96 25 mm; two .50-caliber Sangamon (WLR 65506), East Peoria, Ill. machine guns; two Mk. 19 40 mm grenade launchers; two 7.62-caliber M60 machine guns Inland Buoy Tenders, large-small (WLI) Vessels in this class: 100-foot Inland Buoy Tenders (WLI) Zephyr (WPC 8), Pascagoula, Miss. Length: 100 feet Shamal (WPC 13), Pascagoula, Miss. Beam: 24 feet Tornado (WPC 14), Pascagoula, Miss. Displacement: 226 tons full load Power plant: Two diesels, two shafts, 600-660 bhp Fast Response Cutter Speed: 11 knots 154-foot Sentinel class Range: 2,000-2,700 nautical miles at 7 knots In September 2008, the Coast Guard announced the award for the Vessels in this class: design and construction of the Sentinel-class Fast Response Cutter Bluebell (WLI 313), Portland, Ore. to Bollinger Shipyards, Inc. The 154-foot cutter will have a speed Buckthorn (WLI 642), Sault Ste. Marie, Mich.

65-foot inland Buoy Tenders (WLI) CGC Shamal Length: 65 feet Beam: 17 feet Displacement: 71 tons Power plant: Two GM diesels, two shafts, 400 hp (WLI 65401); one GM diesel, one shaft, 300 hp (WLI 65303) Speed: 9 knots (WLI 65303); 11.3 knots (WLI 65401) Range: 1,700 nautical miles at 6 knots; 1,500 nautical miles at 5 knots (WLI 65303)

Vessels in this class: Bayberry (WLI 65400), Long Beach, N.C. Elderberry (WLI 65401), Petersburg, Alaska

Patrol Boats The diverse range of Coast Guard duties is reflected dramatically by the number and variety of its patrol boats, which are assigned to most of the service’s missions. Island-class cutters are high- USCG photo by Petty Officer 3rd Class Casey Ranel

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Maui (WPB 1304), Miami Beach, Fla. Ocracoke (WPB 1307), St. Petersburg, Fla. Aquidneck (WPB 1309), Atlantic Beach, N.C. Mustang (WPB 1310), Seward, Alaska Naushon (WPB 1311), Ketchikan, Alaska Sanibel (WPB 1312), Woods Hole, Mass. Edisto (WPB 1313), San Diego, Calif. Sapelo (WPB 1314), San Juan, Puerto Rico Matinicus (WPB 1315), San Juan, Puerto Rico Nantucket (WPB 1316), St. Petersburg, Fla. Baranof (WPB 1318), Miami, Fla. Chandeleur (WPB 1319), Miami, Fla. Chincoteague (WPB 1320), San Juan, Puerto Rico Cushing (WPB 1321), San Juan, Puerto Rico Cuttyhunk (WPB 1322), Port Angeles, Wash. CGC Edisto Drummond (WPB 1323), Miami, Fla.

Key Largo (WPB 1324), San Juan, Puerto Rico USCG photo by Petty Officer 3rd Class Henry G. Dunphy of more than 28 knots, and will be based on an existing patrol Monomoy (WPB 1326), Woods Hole, Mass. boat design from Damen Shipyards. If all options are exercised, Orcas (WPB 1327), Coos Bay, Ore. 34 cutters will be built under this contract. This vessel class is Sitkinak (WPB 1329), Miami, Fla. planned for a total of 58 patrol boats. These cutters will be able Tybee (WPB 1330), Woods Hole, Mass. to deploy independently to conduct the service’s missions, such Washington (WPB 1331), Apra Harbor, Guam as ports, waterways and coastal security, fishery patrols, drug and Wrangell (WPB 1332), South Portland, Maine illegal migrant law enforcement, search and rescue, and national- Adak (WPB 1333), Sandy Hook, N.J. defense operations. The cutters’ C4ISR suites will be completely Liberty (WPB 1334), Auke Bay, Alaska interoperable with U.S. Navy, Coast Guard, DoD, and DHS assets. Anacapa (WPB 1335), Petersburg, Alaska The first delivery is expected in 2011. Kiska (WPB 1336), Hilo, Hawaii Assateague (WPB 1337), Apra Harbor, Guam Manufacturer: Bollinger Shipyards Inc. Grand Isle (WPB 1338), Gloucester, Mass. Parent craft designer: Damen Key Biscayne (WPB 1339), Key West, Fla. Length: 154 feet Jefferson Island (WPB 1340), South Portland, Maine Beam: 25.4 feet Kodiak Island (WPB 1341), Key West, Fla. Displacement: 353 metric tons Long Island (WPB 1342), Valdez, Alaska Power plant: Two 4300 Kw MTU diesel engines Bainbridge Island (WPB 1343), Highlands, N.J. Speed: 28-plus knots Block Island (WPB 1344), Atlantic Beach, N.C. Endurance: 5 days Staten Island (WPB 1345), Atlantic Beach, N.C. Crew: 23 (3 officers, 20 enlisted) Roanoke Island (WPB 1346), Homer, Alaska Armament: One stabilized, remotely operated 25 mm chain gun; four Pea Island (WPB 1347), Key West, Fla. crew-served .50-caliber machine guns Knight Island (WPB 1348), Key West, Fla. Galveston Island (WPB 1349) Honolulu, Hawaii Patrol Boat, 110-foot Island class (WPB) Coastal Patrol Boat (WPB), The 41 Coast Guard 110-foot Island-class patrol boats are modified 87-foot Marine Protector class versions of a well-regarded British-designed patrol boat. These ships have excellent range and seakeeping capabilities, but are wearing The Marine Protector is an innovative, multi-mission class of out rapidly and are to be replaced by the Fast Response Cutter, or vessel capable of performing search and rescue, law enforcement, FRC. All “A” and “B” class 110-foot WPBs are currently undergoing a fishery patrols, drug interdiction, migrant interdiction, and homeland Mission Effectiveness Project (MEP) to ensure the 110-foot WPB fleet security duties up to 200 miles offshore. The class carries a 10-person remains a reliable entity until the arrival of the FRC. Built in the late crew and is capable of achieving a maximum continuous speed of 25 1980s, they are equipped with advanced electronics and navigation knots. The class offers numerous improvements over the former 82- equipment. Six Island-class cutters deployed in support of Operation foot Point-class vessels, including improved sea keeping abilities (up Iraqi Freedom. to sea state 5), enhanced habitability, and compliance with current and projected environmental-protection laws. The Marine Protector Length: 110 feet class also employs an innovative stern launch and recovery system Beam: 21 feet using aluminum-hulled, inboard diesel-powered waterjet smallboats. Displacement: 154-165 tons The vastly larger pilothouse is equipped with an integrated bridge Power plant: Two Alco-Paxman Valenta diesel engines, 5,820 bhp; system, including an ECDIS (electronic chart display system), which WPB 1338-1349: Caterpillar 3516 diesel engines, 5,460 bhp interfaces with surface search radars used by U.S. warships. Speed: 28 to 30 knots Range: 3,380 nautical miles at 8 knots Length: 87 feet Armament: One Mk. 38 25 mm cannon, two .50-caliber machine Beam: 19.5 feet guns Displacement: 91 tons full load Speed: 25 knots Vessels in this class: Range: 900 nautical miles Farallon (WPB 1301), San Juan, Puerto Rico Power plant: Two MTU 8V diesel engines

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Vessels in this class: Cochito (WPB 87329), Little Creek, Va. Barracuda (WPB 87301), Eureka, Calif. Manowar (WPB 87330), Galveston, Texas Hammerhead (WPB 87302), Woods Hole, Mass. Moray (WPB 87331), Jonesport, Maine Mako (WPB 87303), Cape May, N.J. Razorbill (WPB 87332), Gulfport, Miss. Marlin (WPB 87304), Fort Myers Beach, Fla. Adelie (WPB 87333), Port Angeles, Wash. Stingray (WPB 87305), Mobile, Ala. Gannet (WPB 87334), Fort Lauderdale, Fla. Dorado (WPB 87306), Crescent City, Calif. Narwhal (WPB 87335), Corona Del Mar, Calif. Osprey (WPB 87307), Port Townsend, Wash. Sturgeon (WPB 87336), Grand Isle, La. Chinook (WPB 87308), New London, Conn. Albacore (WPB 87309), Little Creek, Va. Tarpon (WPB 87310), Tybee Island, Ga. CGC Cobia Cobia (WPB 87311), Mobile, Ala. Hawksbill (WPB 87312), Monterey, Calif. Cormorant (WPB 87313), Fort Pierce, Fla. Finback (WPB 87314), Cape May, N.J. Amberjack (WPB 87315), Port Isabel, Texas Kittiwake (WPB 87316), Honolulu, Hawaii Blackfin (WPB 87317), Santa Barbara, Calif. Bluefin (WPB 87318), Fort Pierce, Fla. Yellowfin (WPB 87319), Charleston, S.C. Manta (WPB 87320), Freeport, Texas Coho (WPB 87321), Panama City, Fla. Kingfisher (WPB 87322), Mayport, Fla. Seahawk (WPB 87323), Carrabelle, Fla. Steelhead (WPB 87324), Port Aransas, Texas Beluga (WPB 87325), Norfolk, Va. Blacktip (WPB 87326), Oxnard, Calif. Pelican (WPB 87327), Abbeville, La. Ridley (WPB 87328), Montauk, N.Y. USCG photo by PA2 Patrick MontgomeryUSCG photo by PA2

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Sockeye (WPB 87337), Bodega Bay, Calif. Reef Shark (WPB 87371), San Juan, Puerto Rico Ibis (WPB 87338), Cape May, N.J. Alligator (WPB 87372), St. Petersburg, Fla. Pompano (WPB 87339), Gulfport, Miss. Sea Dog (WPB 87373), Kings Bay, Ga. Halibut (WPB 87340), Marina Del Rey, Calif. Sea Fox (WPB 87374), Bangor, Wash. Bonito (WPB 87341), Pensacola, Fla. Shrike (WPB 87342), Port Canaveral, Fla. 65-foot Small Harbor Tug (WYTL) Tern (WPB 87343), San Francisco, Calif. Heron (WPB 87344), Sabine, Texas The small, 65-foot harbor tugs were built between 1962 and 1967 Wahoo (WPB 87345), Port Angeles, Wash. and have the distinction of being used only on the East Coast, from Flyingfish (WPB 87346), Boston, Mass. Maine to Virginia. They carry a crew of six. Their primary missions Haddock (WPB 87347), San Diego, Calif. are domestic ice breaking, port security, search and rescue, and Brant (WPB 87348), Corpus Christi, Texas law enforcement operations on rivers and in littoral areas. They are Shearwater (WPB 87349), Portsmouth, Va. capable of breaking ice up to 12 inches thick. Petrel (WPB 87350), San Diego, Calif. Sea Lion (WPB 87352), Bellingham, Wash. Skipjack (WPB 87353), Galveston, Texas Dolphin (WPB 87354), Miami, Fla. Hawk (WPB 87355), St. Petersburg, Fla. Sailfish (WPB 87356), Sandy Hook, N.J. Sawfish (WPB 87357), Key West, Fla. Swordfish (WPB 87358), Port Angeles, Wash. Tiger Shark (WPB 87359), Newport, R.I. Blue Shark (WPB 87360), Everett, Wash. Sea Horse (WPB 87361), Portsmouth, Va. Sea Otter (WPB 87362), San Diego, Calif. Manatee (WPB 87363), Ingleside, Texas Ahi (WPB 87364), Honolulu, Hawaii Pike (WPB 87365), San Francisco, Calif. Terrapin (WPB 87366), Bellingham, Wash. Sea Dragon (WPB 87367), Kings Bay, Ga. Sea Devil (WPB 87368), Bangor, Wash.

Crocodile (WPB 87369), St. Petersburg, Fla. RobertUSCG photo by PA3 Lanier Diamondback (WPB 87370), Miami Beach, Fla. CGC Hawser

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Length: 65 feet Beam: 16 feet Displacement: 72 tons full load Power plant: One diesel, one shaft, 400 bhp, upgrading to 500 bhp Speed: 10 knots Range: 850 nautical miles at 9.8 knots; 2,700 nautical miles at 5.8 knots

Vessels in this class: Capstan (WYTL 65601), Philadelphia, Pa. Chock (WYTL 65602), Portsmouth, Va. Tackle (WYTL 65604), Rockland, Maine Bridle (WYTL 65607), Southwest Harbor, Maine Pendant (WYTL 65608), Boston, Mass. Shackle (WYTL 65609), South Portland, Maine Hawser (WYTL 65610), Bayonne, N.J. Line (WYTL 65611), Bayonne, N.J. Wire (WYTL 65612), Saugerties, N.Y. Bollard (WYTL 65614), New Haven, Conn. Cleat (WYTL 65615), Philadelphia, Pa. USCG photo by Chief Petty Officer Erik J. Watson 47-foot Motor Life Boat Boats Coast Guard vessels under 65 feet in length are classified as boats 21- to 64-foot Aids to Navigation Boats and usually operate near shore, on inland waterways, or attached to 18- to 64-foot special purpose craft cutters. The service has about 1,850 altogether, although the number 14- to 38-foot cutter-based boats fluctuates. These craft include heavy weather, response boats, 15- to 27-foot Utility Boat-Light (UTL) special purpose craft, aids to navigation (ATON) boats, and cutter- based boats. Sizes range from 64 feet in length down to 12 feet. The Aircraft new emphasis on homeland security has produced a corresponding emphasis on small, fast boats. For example, the service now has The Coast Guard operates fixed-wing and rotary-wing aircraft – some 500 new Response Boat-Small vessels, and up to 180 of the airplanes and helicopters – to support its work as a law enforcement new Response Boat-Medium vessels are being procured. The Coast arm, a military service branch, and a seafaring service. Nearly all Guard is testing Short-range Prosecutor boats as well as planning on Coast Guard aircraft have some role in homeland security operations, procurement of Long-range Interceptor boats. and some are now armed. The Coast Guard operates its aviation fleet on the principle that Coast Guard boats include: it cannot afford a fleet of aircraft intended solely for specialized 47-foot Motor Life Boat (MLB) missions, and has concentrated on aircraft that can carry out a wide 45-foot Response Boat-Medium (RB-M) range of diversified missions. 41-foot Utility Boat (UTB) 25-foot Response Boat-Small (RB-S) HC-144A Ocean Sentry Maritime Patrol Aircraft 25-foot Transportable Port Security Boat (TPSB) The first new aircraft in the Deepwater project, the HC-144A Ocean Sentry Maritime Patrol Aircraft arrived at Elizabeth City, N.C., on Dec. 21, 2006. The eighth HC-144A was delivered to the Coast Guard on June 3, 2009. Coast Guard plans call for acquisition of 36 by 2020. The HC-144A remains a dynamic air domain asset and in less than 33 months from its initial purchase, it replaced the HU-25 as the sole Aviation Training Center (ATC), Mobile, Ala., Operational Division airborne response asset. To date, the HC-144A has flown the gamut of medium-range surveillance (MRS) maritime patrol aircraft (MPA) missions while continuing to be the Coast Guard’s command, control, computer, communications, intelligence, surveillance, reconnaissance (C4ISR) bridge to the future. When the HC-144A assumed the response watch in ATC, Mobile, Ala., Oct. 1, 2009, one of many significant milestones in recapitalization of the MRS MPA fleet was attained. This effort will include the replacement of all HU-25s, some HC-130s, and the attainment of robust, organic C4ISR capability. The HC-144A has the capability to perform aerial delivery of search and rescue equipment such as rafts, pumps, and flares, and it can serve as an on-scene commander platform for homeland security missions, since it is to be outfitted with an IDS Command and Control (C2) System. Coupled with its state-of-the-art C4ISR USCG photo by BMC HongGeon Cho suite embedded in its Mission Systems Pallet, the aircraft will 41-foot Utility Boat

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be particularly effective at locating targets in a large search area, vectoring prosecution assets to the target, providing near real-time theater domain awareness, and a host of additional C4ISR related capabilities that remain classified. This is all accomplished with a miserly total fuel-burn rate of less than 140 gallons/hour.

Power plant: Two 1,750 shp (1,305kW) General Electric CT7-9C3 turboprop engines Maximum cruising speed: 236 knots Range: 1,565 nautical miles (MPA configured) Range with payload: (6,000 pounds) 1,000 nautical miles (cargo configured) DHS photo by Barry Bahler Max endurance: 11.0 hours C-37A Gulfstream V Maximum takeoff weight: 36,380 pounds Dimensions: Length, 70 feet, 2 inches; wingspan, 84 feet, 8 inches Max cruising speed: Mach 0.885 C-37A Gulfstream V Long-range Command Certified ceiling: 51,000 feet and Control Aircraft Range: 5,500 miles Gross weight: 90,900 pounds The service operates a single, ultra-long-range Gulfstream V Dimensions: Wingspan, 93 feet, 6 inches; length, 96 feet, 5 inches; as its principal Command and Control transport for travel by the height, 25 feet, 10 inches secretary of the Department of Homeland Security, the Coast Guard C-37A Air Station: commandant, and other U.S. officials. On long flights, the C-37A can CGAS Washington, D.C. (Ronald Reagan Washington National carry 12 passengers and a crew of four at Mach .80 while cruising Airport) at 51,000 feet, all with considerable fuel efficiency. The C-37A enjoys commonality of parts and supplies with more than a dozen C-37As C-143A Medium-range operated by the other military branches. Command and Control Aircraft Power plant: Two 14,750-pound thrust BMW-Rolls-Royce BR710-48 The service operates a single, medium-range Challenger 604 engines as a Command and Control transport for travel by the secretary

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HC-130J Super Hercules HC-130H Hercules

Left: Gillespie USCG photo by Petty Tom Officer 2nd Class Thomas M. Blue Right: USCG photo by PAC of the Department of Homeland Security, the commandant of the Power plant: (HC-130H) Four 4,910-hp Allison T56-A15 turboprop Coast Guard, and other U.S. officials. The C-143A is configured for engines; (HC-130J) four 5,600-hp Rolls-Royce AE2100D turboprop a crew of four and has comfortable seating for nine passengers. engines driving six-bladed propellers Although capable of world-wide travel, this aircraft is primarily used Performance: (HC-130H) Cruising speed, 374 mph; service ceiling, for shorter-range trips in North America, providing availability of the 33,000 feet; range, 4,300 miles; (HC-130J) Cruising speed 392 mph; C-37A for overseas missions. service ceiling 39,000 feet; range, 5,400 miles, Weight: Empty, 78,780 pounds; gross weight, 175,000 pounds Power plant: Two 8,729-pound thrust General Electric CF34-3B Dimensions: Wingspan 132 feet, 7 inches; length, 97 feet, 9 inches; turbofan engines height, 38 feet, 3 inches; wing area, 1,734 square feet Performance: Typical cruising speed, Mach 0.78 or 459 knots; long-range cruise, Mach 0.74; Certified ceiling: 41,000 feet HC-130 Air Stations: Range: 3,425 miles CGAS Sacramento, Calif. Gross weight (maximum for takeoff): 48,200 pounds CGAS Clearwater, Fla. Dimensions: Wingspan, 64 feet, 4 inches; length, 68 feet, 5 inches; CGAS Elizabeth City, N.C. height, 20 feet, 8 inches CGAS Kodiak, Alaska CGAS Barbers Point, Hawaii C-143A Air Station: CGAS Washington D.C. (Ronald Reagan Washington National MH-60J/T Medium-range Airport) Recovery Helicopter HC-130H Hercules and HC-130J Super Hercules An all-weather, medium-range recovery helicopter similar to Long-range Surveillance Aircraft the Navy MH-60R and MH-60S Sea Hawk, with roots going back to the Army’s basic H-60 Black Hawk transport, the Coast Guard The Coast Guard’s air fleet currently includes four HC-130H-1 (1500 MH-60J is a medium-range recovery helicopter that is capable of Series), 20 HC-130H-2 (1700 Series), and six HC-130J models of the a range of missions. The service began to operate the aircraft as famous Hercules, widely recognized as the West’s premier military a replacement to the now-retired HH-3F Pelican. The Coast Guard transport. The Coast Guard’s history with the “Herc” dates to 1958 has 42 MH-60Js of which 35 are operational. Operated typically by when it first ordered the R8V-1G (HC-130B) model, now retired. The a crew of four, the MH-60J is in service at seven air stations and configuration of these aircraft is suitable for a variety of missions the Aviation Training Center (ATC) Mobile, Ala. The H-60 carries – a four-engined, high-wing aircraft that can carry 92 passengers, sensors and equipment for SAR (search and rescue) missions. although the usual number is 44, with 14 web seats and two pallets Upgrades completed in 2008 providing armed response capability with 15 airline-style seats each. The HC-130 can also carry 51,000 precipitated an airframe designation from HH-60J to MH-60J. The pounds of cargo, rescue, or oil-pollution-control equipment. The HC- Coast Guard is upgrading MH-60Js with “glass” cockpits, new 130 can airdrop life rafts or dewatering pumps, or dispersant for oil electro-optical and infrared sensors, new radar, and upgrades to pollution control. A new Selex Seaspray active electronically scanned the engines. These upgraded aircraft will be designated as MH- radar is being installed in 16 HC-130Hs that will vastly improve air 60T. and sea search capabilities. The service took delivery of its sixth C-130J Super Hercules in 2003 and now operates all six of the HC- Power plant: Two 1,560-shp General Electric T700-GE-401C 130Js at Elizabeth City, N.C., while they go through the missionization turboshaft engines process, including installation of the Elta-2022 surface search radar, Dimensions: Rotor diameter: 53 feet, 8 inches; length, 64 feet, 10 an infrared/optical camera system and an advanced communications inches; height, 17 feet; main rotor disc area, 2,261 square feet suite. The Coast Guard accepted the fourth missionized HC-130J in Performance: Maximum speed, 180 knots; service ceiling, 13,000 August 2009; final delivery and full operational capability for the six feet DA; range, 700 nautical miles aircraft is expected in fiscal year 2010. Weights: Empty, 14,500 pounds; gross weight, 21,884 pounds

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MH-60 Armament: M240 7.62 mm Precision Fire Weapon, M240 7.62 Examples outfitted with airborne use of force packages, including mm machine gun armor and weapons, will be redesignated MH-65C. The Dolphin is the only helicopter that routinely operates from all classes of flight MH-60J Units: deck-equipped Coast Guard cutters. ATC Mobile, Ala. CGAS Kodiak, Alaska Power plant: HH-65C – two 853-shp Turbomeca 2C2-CG turboshaft CGAS Sitka, Alaska engines CGAS San Diego, Calif. Performance: Maximum speed, 175 knots; cruising speed, 148 knots; CGAS Clearwater, Fla. operational ceiling, approximately 10,000 feet; range, 377 nautical CGAS Cape Cod, Mass. miles CGAS Elizabeth City, N.C. Weights: Empty weight, 6,200 pounds; max gross weight, 9,480 CGAS Astoria, Ore. pounds Dimensions: Main rotor diameter, 39 feet, 2 inches; main rotor disc HH-65/MH-65 Dolphin Short-range area, 1,204 square feet; length, 44 feet, 5 inches; height, 13 feet, 5 Recovery Helicopter inches MH-65C Armament: .50-caliber Precision Fire Weapon, M240B 7.62 The HH-65 Dolphin is the Coast Guard’s oldest and most numerous mm machine gun current helicopter, dating to the 1980s when it was selected for the short-range rescue mission, and one of the service’s first helicopters HH-65 Air Stations: without the capability to perform water landings. The Dolphin CGAS Traverse City, Mich. has a good record of performance and flexibility, even though the CGAS Barbers Point, Hawaii ability of its power plant was gradually outpaced by the platform’s CGAS Borinquen, Puerto Rico weight growth over the years. The Coast Guard has 97 Dolphins, CGAS Atlantic City, N.J. but eventually plans to have 102 modernized multi-mission cutter CGAS Corpus Christi, Texas helicopters (MCH). Upgrades to legacy HH-65 helicopters include CGAS Detroit, Mich. reengining with Turbomeca Arriel 2C2 turboshaft engines, providing a CGAS Houston, Texas substantial increase in power and flight safety improvements, as well CGAS Humboldt Bay, Calif. as sensor and avionics upgrades, and new communications systems. CGAS Los Angeles, Calif. All 97 Dolphins have now been upgraded to HH-65C configuration. CGAS Miami, Fla.

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CGAS/CG Aviation Training Center Mobile, Ala. CGAS New Orleans, La. CGAS North Bend, Ore. CGAS San Francisco, Calif. CGAS Port Angeles, Wash. CGAS Savannah, Ga. CGAS Kodiak, Alaska HITRON Jacksonville, Fla.

HU-25 Guardian Medium-range Utility/Surveillance Aircraft USCG photo The HU-25 Guardian (or Falcon Jet 20) is a medium-range HU-25 Guardian surveillance, fixed-wing aircraft based on a French business jet design. Although the aircraft will be replaced as the HC-144A enters service, some are expected to serve until 2014. An avionics modernization of the entire fleet was completed in July 2006. The service has 20 of these aircraft in operational service. The Guardian 41,000 feet; range, 1,500 nautical miles performs various search and rescue, law enforcement, surveillance, Weights: Empty, 25,500 pounds; gross weight, 32,000 pounds and logistics missions. The Coast Guard has three different models Dimensions: Wingspan, 54 feet; length, 56 feet; height, 18 feet; wing of the HU-25 in service. The HU-25A is the basic configured aircraft area, 450 square feet with the APS-127 radar. The HU-25C/D aircraft have a FLIR/electro- optic camera installed as well as the APG-66 or APS-143 radar, HU-25 Air Stations: respectively. CGAS Cape Cod, Mass. CG Aviation Training Center, Mobile, Ala. Power plant: Two 5,440-pound thrust Garrett ATF3-6-2C turbofan CGAS Corpus Christi, Texas engines CGAS Miami, Fla. Performance: Maximum cruising speed, 420 kts; service ceiling, ARSC Elizabeth City, N.C.

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Admiral

THAD W. ALLEN Commandant

Vice Admirals

DAVID P. PEKOSKE R0BERT J. PAPP, JR. JODY A. BRECKENRIDGE JOHN P. CURRIER Vice Commandant Commander, Coast Guard Commander, Coast Guard Chief of Staff Atlantic Area & Defense Pacific Area & Defense Force East Force West Rear Admirals

SALLY BRICE-O‘HARA ARTHUR E. BROOKS TIMOTHY S. SULLIVAN GARY T. BLORE JOSEPH L. NIMMICH CG-DCO, Deputy LANT-09, Deputy FC-00, Commander, Commander, Thirteenth Commander, First Commandant, Commander, Atlantic FORCECOM Coast Guard District Coast Guard District Operations Area

ROBERT S. BRANHAM RONALD T. HEWITT DANIEL B. LLOYD WAYNE E. JUSTICE BRIAN M. SALERNO Commander, Seventh Coast CG-1, Asst. Commandant, Director, Joint Commander, Fifth Coast CG-5, Asst. Commandant, Guard District Human Resources Interagency Task Guard District Marine Safety, Security & Force South Stewardship

ROBERT C. PARKER J. SCOTT BURHOE MANSON K. BROWN WILLIAM D. CYNTHIA A. COOGAN Director, Security & Superintendant, Coast Commander, Fourteenth BAUMGARTNER CG-2, Asst. Commandant, Intelligence SOUTHCOM Guard Academy Coast Guard District CG-094, Judge Advocate Intelligence & Criminal General & Chief Counsel Investigations

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Rear Admirals Continued

DAVID T. GLENN PAUL F. ZUKUNFT RONALD J. RÁBAGO CHRISTOPHER C. COLVIN MARY E. LANDRY Director, Joint CG-7, Asst. CG-9, Asst. Commandant, Commander, Seventeenth Commander, Eighth Coast Inter-Agency Cyber Task Commandant, Acquision & Chief Coast Guard District Guard District Force Capability Acquisition Officer

THOMAS F. ATKIN J. TIMOTHY RIKER Special Asst. to the Director, Response Policy President & Senior Director for Transborder Security Rear Admirals (Lower Half)

JAMES A. WATSON STEVEN H. RATTI DANIEL A. NEPTUN KEVIN. S. COOK THOMAS P. OSTEBO LANT-3, Atlantic Area, Director, Joint Interagency Commander, Personnel Director, Prevention Policy CG-4, Assistant Operations Division Task Force West Service Center Commandant, Engineering Chief & Logisitics

KEITH A. TAYLOR JOSEPH R. CASTILLO CHARLES W. RAY DANIEL R. MAY PETER V. NEFFENGER CG-8, Assistant Commander, Eleventh Deputy Commanding CG-13, Director, Reserve & Commander, Ninth Coast Commandant, Resources Coast Guard District General, Minister of the Training Directorate Guard District Interior, Multi-National Forces-Iraq

ROY A. NASH JOHN H. KORN ROBERT E. DAY WILLIAM “DEAN“ LEE MICHAEL N. PARKS Deputy Director, National CG-93, Director, Director, Cyber Command Commander, Deployable J-3, Deputy Director, Maritime Intelligence Acquisitions Programs & PRECOMDET Operations Group Operations, NORTHCOM Center Program Executive Officer

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Rear Admirals (Lower Half) Continued

CHARLES D. MICHEL Military Advisor to the Secretary of Homeland Security

Public Health Service

REAR ADM. MARK TEDESCO CG-11, Director, Health & Safety Directorate

Area Senior Reserve Officers

REAR ADM. MICHAEL REAR ADM. STEVEN E. DAY SEWARD LANT-00SR, Senior Reserve PAC-00SR, Senior Reserve Officer, Atlantic Area Officer, Pacific Area

Master Chief Petty Officer Master Chief Petty Officer of the of the Coast Guard Coast Guard - Reserve Forces

CHARLES “SKIP“ BOWEN JEFFREY D. SMITH Master Chief Petty Officer Master Chief Petty Officer of the Coast Guard of the Coast Guard - Reserve Forces

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Commodore

NICHOLAS KERIGAN National Commodore, Coast Guard Auxiliary

Senior Executive Service

TERRI A. DICKERSON JOSEPH N. INGOLIA CALVIN LEDERER JOE CALL MARTIN J. RAJK Director, Civil Rights Staff Chief, Administrative Law Deputy, Judge Advocate Strategic Advisor, Deputy Assistant Judge General & Chief Counsel Intelligence & Criminal Commandant, Resources Investigations

CURTIS B. ODOM JEFFREY G. ORNER CLAIRE M. GRADY MICHAEL F. TANGORA GIAO L. PHAN Director, Personnel Deputy Assistant Senior Procurement Deputy Chief Acquisition Deputy Director, Management Directorate Commandant, Engineering Executive & Head of Officer & Director of Acquisition Programs & & Logistics Contracting Activity Acquistion Services Program Executive Officer

KIRSTEN D. MADISON DANA A. GOWARD JEFFREY G. LANTZ CRAIG A. BENNETT MARK T. POWELL Director, International Director, Assessment, Director, Commercial Director, National Pollution Director, C4IT Service Affairs & Foreign Policy Integration & Risk Regulations & Standards Funds Center Center Advisor Management

JEFF CONKLIN Team Lead, Cyber Command PRECOMDET

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Headline

By line U.S. Coast Christopher GuardU.S. photo Evanson by PA3

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