USCG Fiscal Year 2017 Performance Report Publication Edition Page i

- United States Coast Guard

Annual Performance Report

Fiscal Year 2017
USCG Fiscal Year 2017 Performance Report Publication Edition Page ii

Letter from the Deputy Commandant for Operations

Vice Admiral Charles W. Ray

United States Coast Guard

Deputy Commandant for Operations

I am pleased to present the Coast Guard’s Annual Performance Report 

for Fiscal Year 2017.

This year the Coast Guard faced significant challenges. None was greater 

than the responses to Hurricanes Harvey, Irma, and Maria where we 

assisted more than 11,200 persons while providing humanitarian relief 

and other essential services.

While the response to the hurricanes thrust the Coast Guard into the 

national and international headlines, our dedicated people carried on the Coast Guard’s wide 

portfolio of missions—ensuring the security, safety, and stewardship of our Marine Transportation 

System; protecting our maritime borders; and defending the nation as a member of the Armed 

Services. For example, we had the largest seizure rate of narcotics in our history, removing 223 

metric tons of cocaine destined for the streets of the United States. At the same time, we conducted 

fishery patrols; managed the Nation’s waterways; ensured compliance with vessel and facility 

regulations; provided security at our ports; searched and rescued over 16,000 persons in peril; and 

provided escorts for strategic military assets and the protection of senior leaders. This of course 

came at a cost. It stretched our already fully committed resources, which may affect future 

performance results. 

The Coast Guard has ships, boats, and aircraft; but its greatest resource is the approximate 80,000 

Military, Civilian, and volunteer Auxiliary members that are part of the Coast Guard family. The 

successes outlined in this report are only possible because of their dedication, professionalism, and 

willingness to go that “extra mile” to serve the people of this great Nation. I witnessed firsthand 

Coast Guard members who themselves had lost everything in the hurricanes, putting duty to country 

first to help their fellow citizens. They remained steadfastly faithful, embodying the Coast Guard 

motto Semper Paratus (Always Ready).
USCG Fiscal Year 2017 Performance Report Publication Edition Page iii

Table of Contents

Letter from the Deputy Commandant for Operations..................................................................................... ii

Table of Contents .......................................................................................................................................... iii

....................................................................................................................................................................... iii

Annual Performance Report Purpose and Introduction.................................................................................. 1

Coast Guard Missions and Mission Programs................................................................................................ 2

Coast Guard Measures and Target Setting Process........................................................................................ 3

FY 2017 Summary of Coast Guard Mission Performance ............................................................................. 4

Fiscal Year 2017 Performance Highlights...................................................................................................... 5

Maritime Security Operations ........................................................................................................................ 6

Ports, Waterways & Coastal Security—Response Activities..................................................................... 6

Maritime Law Enforcement...........................................................................................................................10

Undocumented Migrant Interdiction .........................................................................................................10

Illegal Drug Interdiction ............................................................................................................................13

Living Marine Resources Law Enforcement.............................................................................................16

Other Law Enforcement ............................................................................................................................19

Maritime Prevention......................................................................................................................................21

Ports, Waterways and Coastal Security—Prevention Activities ...............................................................21

Marine Safety ............................................................................................................................................25

Marine Environmental Protection—Prevention Activities........................................................................30

Commercial Regulations and Standards....................................................................................................33

Maritime Response........................................................................................................................................35

Search and Rescue.....................................................................................................................................35

Marine Environmental Protection—Response Activities..........................................................................41

Contingency Preparedness and Incident Management ..............................................................................44

Defense Operations .......................................................................................................................................46

Marine Transportation System Management.................................................................................................51

Aids to Navigation.....................................................................................................................................51

Ice Operations............................................................................................................................................54

Waterways Management ...........................................................................................................................56

Bridge Program .........................................................................................................................................59

Arctic Program ..........................................................................................................................................60

Coast Guard Intelligence ...............................................................................................................................62

International Affairs ......................................................................................................................................66

Appendix – Performance Measure Definitions .......................................................................................... A-1

COVER: A Coast Guard aircrew assists an infant in the greater Houston Metro Area during the aftermath of Hurricane Harvey 

August 29, 2017. (U.S. Coast Guard photo by Petty Officer Second Class Chase Redditt.)

USCG Fiscal Year 2017 Performance Report Publication Edition Page 1

Annual Performance Report Purpose and Introduction

The Coast Guard Annual Performance Report is a retrospective presentation of results for key 

mission performance measures for the fiscal year just ended. The results provided are those known 

at the time of publication. Some data, such as casualties reported by mariners, is delayed in reaching 

the Coast Guard. Previously published data is therefore subject to revision, with the greatest impact 

affecting recent quarters.

The Annual Performance Report focuses on a limited set of key “outcome” measures, which are 

indicators used to monitor and track mission performance and not generally the mission goal itself. 

The Annual Performance Report does not attempt to report results for every mission aspect, nor is 

it a comprehensive report on Coast Guard capabilities or operational activities and outputs.

Target expectations and past results provide comparative benchmarks for assessing current 

performance. Targets generally are not mission goals, they are future performance expectations that 

reflect the situation and understanding at the time they were established. They usually are set two 

years prior to the performance report, are built from the previous baseline of results, and are based

on ambitious but realistic forecasts of future performance.

Corrective actions are not presented in the Annual Performance Report. Initiatives developed to 

make corrective strategy adaptations or implement new strategies are presented and tracked 

separately in annual program plans.

The Annual Performance Report supplements performance metrics with operational highlights and 

success stories that illustrate the benefits provided by Coast Guard activities in the past year.
USCG Fiscal Year 2017 Performance Report Publication Edition Page 2

Coast Guard Missions and Mission Programs

The Coast Guard upholds and safeguards the Nation’s maritime interests. We protect those on the 

sea, we protect the Nation against threats delivered by sea, and we protect the sea itself.

We ensure the territorial integrity of America’s maritime domain, which is comprised of 95,000 

miles of shoreline and an approximately 4.5 million square mile exclusive economic zone. In our 

Nation’s ports and harbors, and acrossthe vast expanse of our ocean, coastal, and inland waterways,

we protect the safety and security of our people and ensure the stewardship of our natural and 

commercial resources, against all threats internal and external, natural and man-made.

The Homeland Security Act of 2002 transferred the Coast Guard to the newly created Department 

of Homeland Security. It further specified eleven primary missions assigned to the Coast Guard to 

ensure performance is reasonably tracked and non-homeland security missions do not suffer 

because of the transfer. These eleven missions are managed within six mission programs that 

comprise the Coast Guard’s strategic mission management construct, which is based upon the 

Service’s prevention and response architecture. The six Coast Guard mission programs and their 

Homeland Security Act mission responsibilities are listed in the table below.

USCG MISSION PROGRAMS HOMELAND SECURITY ACT MISSIONS

Maritime Security Operations Ports, Waterways & Coastal Security — Response Activities (PWCS-R)

Maritime Law Enforcement

Migrant Interdiction (MIGRANT)

Drug Interdiction (DRUG)

Living Marine Resources (LMR)

Other Law Enforcement (OLE)

Maritime Prevention

Ports, Waterways & Coastal Security — Prevention Activities (PWCS-P)

Marine Safety (MS)

Marine Environmental Protection — Prevention Activities (MEP)

Maritime Response

Search and Rescue (SAR)

Marine Environmental Protection — Response Activities (MER)

Defense Operations Defense Readiness (DR)

MTS Management

Aids to Navigation (ATON)

Ice Operations (ICE)

The Coast Guard has other mission responsibilities not explicitly delineated in the Homeland 

Security Act but defined in other federal laws, including products and services for the Intelligence 

Community; activities and efforts provided in support of U.S. diplomacy and international 

relations; Bridge Administration, Great Lakes Pilotage, and other Waterways Management 

functions supplementary to Aids to Navigation.
USCG Fiscal Year 2017 Performance Report Publication Edition Page 3

Coast Guard Measures and Target Setting Process

To measure mission performance, strategic, management, and operational measures exist for each 

program area. The results are used to develop strategic plans and initiatives, drive budgetary 

priorities, and formulate operational direction to improve program performance. Additionally, 

these measures fulfill the requirements set forth by the Government Performance and Results 

Modernization Act of 2010.

Each March, the Coast Guard completes a year-long process of performance assessment, 

improvement planning, and target setting to coincide with our annual budget submission to the 

Department of Homeland Security (DHS).

Determining appropriate measures and ensuring necessary data validity and availability is 

challenging; and the Coast Guard suite of primary performance measures continues to evolve as 

new and improved measurement and reporting capabilities are developed. To establish meaningful 

expectations for future performance, we set ambitious, yet realistic, out-year targets built from 

reliable baselines. In developing such expectations, we do not presume every target will be attained 

each year.

The baseline is the reference point from which expectations of change are determined. In a stable 

environment, where results are expected to deviate within normal limits of variation, the baseline 

is typically just a forward projection of the past several years’ average. In a period of dynamic 

change, the baseline is more appropriately determined from a trend line taking into account the 

significant variations with due care given to both the type of trend line used and its expected 

duration.

Except for targets that reflect performance standards established with specific stakeholders, we 

annually refine our targets by:

• Determining the anticipated out-year benefits of Coast Guard performance initiatives (e.g.,

new technology);

• Identifying the expected benefits of Coast Guard continuous improvement efforts (e.g.,

better intelligence and processes);

• Ascertaining the impact of constraints on our capabilities due to staffing, training, 

equipment, infrastructure, information, or operating budget limitations; and,

• Assessing the impact of external drivers such as an overall increase or decrease in economic 

activity.
USCG Fiscal Year 2017 Performance Report Publication Edition Page 4

FY 2017 Summary of Coast Guard Mission Performance

MARITIME SECURITY OPERATIONS SECURITY ACT 

MISSION Prior Year FY17 Target FY17 Actual

M Percent reduction of all maritime security risk subject to USCG influence PWCS-R 44.0% ≥ 56.0% 49.0%

M Percent reduction of maritime security risk—USCG consequence management PWCS-R 1.0% ≥ 4.0% 2.0%

M Percent reduction of maritime security risk—USCG terrorist entry prevention PWCS-R 59.0% ≥ 58.0% 59.0%

M Percent reduction of maritime security risk—USCG WMD entry prevention PWCS-R 42.0% ≥ 39.0% 44.0%

MARITIME LAW ENFORCEMENT

Number of undocumented migrants attempting to enter U.S. by maritime routes MIGRANT 10,319 ≤ 9,180 4,760

M Number of undocumented migrants attempting to enter U.S. by maritime routes interdicted MIGRANT 8,165 ≤ 6,426 3,952

S Migrant interdiction effectiveness in the maritime environment MIGRANT 79.3% ≥ 74.5% 83.0%

Percent undocumented migrants attempting to enter U.S. by maritime routes interdicted by USCG MIGRANT 61.5% ≥ 50.0% 52.8%

Metric tons of cocaine removed DRUG 201.3 ≥ 100.0 223.8

M Removal rate for cocaine from non-commercial vessels in maritime transit zone DRUG 7.1% ≥ 11.5% 8.2%

S Fishing regulation compliance rate LMR 96.8% ≥ 97.0% 97.1

Percent of federal fisheries found in compliance with laws and regulations LMR 20.0% ≥ 28.0% 23.0%

S Number of detected incursions of foreign fishing vessels violating U.S. waters OLE 176 ≤ 224 136

Interdiction rate of foreign fishing vessels violating U.S. waters OLE 25.5% ≥ 18.0% 22.8%

MARITIME PREVENTION

M Annual MTSA facility compliance rate with transportation worker ID credential regulations PWCS-P 99.0% ≥ 99.0% 98.2%

S Security compliance rate for high risk maritime facilities PWCS-P 97.6% 100.0% 98.0%

Annual number of breaches at high risk maritime facilities PWCS-P 418 ≤ 433 257

Annual number of serious marine incidents MS 676 698 681

S 3-yr average number of serious marine incidents MS 707 ≤ 698 685

Annual number of commercial mariner deaths and critical, serious & severe injuries MS 136 ≤ 148 82

M 3-yr average number of commercial mariner deaths and critical, serious & severe injuries MS 145 ≤ 142 119

Annual number of commercial passenger deaths and critical, serious & severe injuries MS 98 ≤ 173 65

M 3-yr average number of commercial passenger deaths and critical, serious & severe injuries MS 122 ≤ 172 97

Annual number of recreational boating deaths MS 701 New 657

3-yr average number of recreational boating deaths MS 637 New 657

Annual number of recreational boating deaths and injuries MS 3,502 ≤ 3,382 2,956

M 3-yr average number of recreational boating deaths and injuries MS 3,325 ≤ 3,583 3,236

Annual number of chemical discharge incidents MEP 16 ≤ 20 13

M 3-yr average number of chemical discharges in maritime environment per 100 million tons shipped MEP 13.8 ≤ 15.5 8.0

Annual number of oil spills>100 gallons MEP 85 ≤ 127 78

M 3-yr average number of oil spills in the maritime environment per 100 million tons shipped MEP 10 ≤ 10.9 9.2

MARITIME RESPONSE

S Percent of people in imminent danger saved in the maritime environment SAR 79.3% 100.0% 78.2%

M Percent of time rescue assets are on-scene within 2 hours SAR 90.3% 100.0% 91.0%

Percentage of property “in danger of loss: saved SAR 59.4% ≥71.0% 57.9%

DEFENSE OPERATIONS

Defense readiness of major cutters for DoD contingency planning DR 99.5% 100.0% 97.0%

Defense readiness of patrol boats for DoD contingency planning DR 100.0% 100.0% 100.0%

Defense readiness of port security units (deployed) DR 100.0% 100.0% 100.0%

Defense readiness of port security units (ready to deploy) DR 57.8% ≥ 85.0% 100.0%

MARINE TRANSPORTATION SYSTEM MANAGEMENT

S Availability of maritime navigation aids ATON 97.7% ≥ 97.5% 97.5%

M Percent of time high-priority waterways in Great Lakes and Eastern Seaboard open during ice season ICE 100% ≥ 95.0% 99.9%

Annual number of navigational accidents ATON 1,217 ≤ 1,890 990

M 5-yr average number of navigational accidents ATON 1,662 ≤ 1,890.0 1,475

S – [STRATEGIC] MEASURE REPORTED PUBLICALLY BY DHS M – [MANAGEMENT] MEASURE NOT REPORTED PUBLICALLY BY DHS, BUT PROVIDED TO CONGRESS
USCG Fiscal Year 2017 Performance Report Publication Edition Page 5

Fiscal Year 2017 Performance Highlights

40,581 Active Duty members, 7,012 Reservists, 9,463 Civilian employees, and 25,225 volunteer 

Auxiliary members (Note: Numbers represent the average personnel allowance list for FY 2017.):

• Conducted 4,468 Small Vessel Security Boardings in or around U.S. ports, waterways, & 

coastal regions; and 635 boardings of “high-interest” vessels.

• Interdicted 2,512 undocumented migrants.

• Removed over 223 metric tons of cocaine; 31,190 pounds of marijuana; 6 kilograms of heroin 

and other opiates; and 168 kilograms of methamphetamines worth $6.6 billion wholesale.

• Boarded 5,518 U.S. vessels and cited 158 significant fishery violations and protected the U.S. 

EEZ from illegal foreign fishing by detecting 136 incursions and interdicting 31 vessels.

• Completed over 5,300 security-related inspections at Maritime Transportation Security Act 

regulated facilities; and over 8,600 International Ship and Port Facility Security Code exams.

• Conducted over 39,000 vessel and 16,000 facility inspections, resulting in 4,900 enforcement 

actions for violations; and completed over 9,100 Port State Control exams of foreign vessels, 

resulting in 75 operational controls reported to the International Maritime Organization.

• Conducted over 3,300 incident investigations, after initiating 18,600 preliminary 

investigations.

• Conducted over 41,800 recreational vessel boardings and 2,500 recreational boat inspections. 

• Monitored over 1,000 transfers of oil, hazardous substances or explosives.

• Reviewed over 14,600 commercial vessel plans for compliance with technical standards. 

• Mobilized over 2,000 Active Duty, 800 Reservists, and 150 Civilians for hurricane response. 

• Not counting hurricanes, responded to 12,270 pollution incident reports; responded to 16,069 

Search and Rescue cases; assisted 22,004 people; saved 4,228 lives; and protected more than 

$76 million in property from loss. 

• Responded to Hurricanes Harvey, Irma, and Maria assisting more than 11,200 persons.

• Responded to 175 National Capital Region air defense missions with a 100% on-time rate.

• Conducted over 5,300 hours of icebreaking operations to support movement of cargo worth 

over $1.5 billion through ice-impeded waters of the Great Lakes and the Eastern Seaboard.

• Identified and tracked 1,004 icebergs in the North Atlantic shipping lanes.

• Reviewed over 3,600 Marine Event permit applications and completed 10,000 waterways 

activities.

• Serviced 29,295 Aids to Navigation (ATON); responded to over 7,763 ATON discrepancies.

• Provided Geospatial Intelligence support to hurricanes by exploiting over 3,750 images to 

create 43 Geospatial Intelligence products and 85 Imagery products. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page 6

MARITIME SECURITY OPERATIONS

The Maritime Security Operations program encompasses activities required by executive and 

policy mandates to detect, deter, prevent, disrupt, and recover from terrorist attacks and other 

criminal acts in the maritime domain. It includes the execution of antiterrorism, counterterrorism, 

and security response operations. This program conducts and oversees the operational elements of 

the Coast Guard’s Ports, Waterways, and Coastal Security mission, which complements the other 

two elements: maritime prevention and maritime domain awareness.

PORTS, WATERWAYS & COASTAL SECURITY—RESPONSE ACTIVITIES

The Ports, Waterways and Coastal Security-Response 

(PWCS-R) mission is to prevent and disrupt terrorist 

attacks, sabotage, espionage, or subversive acts in the 

maritime domain and the U.S. Marine Transportation 

System (MTS). Coast Guard Maritime Security 

Operations deny the use and exploitation of the MTS by 

terrorists as a means for attacks on U.S. territory, 

population centers, vessels and critical maritime 

infrastructure, and key resources. Coast Guard PWCS-R 

efforts include the establishment and oversight of a maritime security regime and employment of 

maritime domain awareness activities; the execution of antiterrorism, counterterrorism, response 

and recovery operations; and related preparedness activities.

FY 2017 Performance Highlights

• 4,468 Small Vessel Security Boardings in or around U.S. ports, waterways & coastal regions.

• 17,667 waterborne and 3,788 shoreside patrols of maritime critical infrastructure and key 

resources.

• 198 waterborne enforcement activities of fixed security zones.

• 575 escorts of vessels carrying certain dangerous cargos.

• 3,552 escorts of high-capacity passenger vessels such as ferries and cruise ships.

• 104 escorts of high-value naval vessels transiting U.S waterways.

• 635 boardings of “high-interest” vessels, those posing a greater-than-normal risk to the U.S.

• 43 escorts of Department of Defense military cargo vessel transits and 178 fixed security zone 

enforcements in support of 12 multi-day military cargo vessel out-loads.

• 197 escorts of U.S. Navy ballistic missile submarines.

Coast Guard 25’ Response Boat-Small on patrol on 

the Potomac River. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 7

Success Stories

Layered-Security Strategy Safeguards American Ports. On January 12, 2017, Coast Guard 

Sector Hampton Roads responded to information regarding suspicious containers onboard the 

merchant vessel Mataquito, bound for Norfolk, VA. After an interagency assessment of the 

information, the Sector issued a Captain of the Port order directing the vessel to remain offshore 

and delay its scheduled arrival at the Norfolk International Terminal.

A Coast Guard helicopter vertically inserted a boarding team from its Maritime Security Response 

Team and two Canine Explosive Detection Teams, who assumed positive control of the vessel. 

During the explosive detection sweeps, the canines alerted on a container originally loaded in Saudi 

Arabia.

Sector Hampton Roads stood up a local Unified 

Command, which included federal law enforcement 

partners, the U.S. Navy, multiple local law 

enforcement agencies, and industry partners. In 

accordance with the Maritime Operational Threat 

Response (MOTR) plan, the Department of 

Homeland Security Global MOTR Coordination 

Center notified the national-level command centers 

and maritime policy and operations experts of the 

ongoing response. 

The Unified Command deployed a joint bomb squad with advanced explosive detection capability 

to board the vessel and assess the containers. Fortunately, nothing of concern was detected and the 

Mataquito was allowed to enter port with a Sector boarding team onboard to ensure positive control 

measures remained in effect. The Mataquito’s inbound transit also included an armed escort by 

Response Boats and a Coast Guard Cutter. Once moored at Norfolk International Terminal, the 

Coast Guard maintained a fixed security zone around the vessel while Customs and Border 

Protection (CBP) x-rayed the containers, the FBI completed a borescope inspection, and the Canine 

Explosive Detection Teams conducted additional sweeps. CBP then opened and visually inspected 

the contents of each container. The exams and inspections resolved any remaining suspicions and 

concerns. 

This event, and the Coast Guard’s response, tested and demonstrated our ability to coordinate the 

efforts of multiple Coast Guard commands and various local and interagency partners, across the 

suite of maritime security response operations, to counter a potential significant maritime security 

threat.

Two Coast Guard 45’ Response Boat-Mediums provide an 

armed escort to the Mataquito inbound to Hampton 

Roads on January 13, 2017. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 8

Coast Guard Support to Presidential Protection Missions. The Coast Guard conducted 

maritime security response operations supporting 

U.S. Secret Service led protection missions.

Notable operations conducted included the 

establishment and enforcement of fixed security 

zones around the President’s Mar-a-Lago estate in 

West Palm Beach FL, securing channel approaches 

to the Wall Street Heliport and JFK airport in and 

around the New York City metropolitan area, and 

participation in operations during the United 

Nations General Assembly meeting in September 

2017, whose attendees included the President, Vice President, and other key national and 

international leaders.

Collectively, these Presidential Protection missions utilized personnel and assets from a number of 

operational commands, to include multiple small boat crews from the Coast Guard’s Maritime 

Safety and Security Teams.

Risk-Based Maritime Security Response Operations Model Enhanced. The Risk-Based 

Maritime Security Operations model was fully implemented in all Captain of the Port zones in 

Fiscal Year 2015. Since then, the Coast Guard has worked to develop the tool further to evaluate 

the unique risk dynamics of special events, such as those classified as National Special Security 

Events and those given a Special Event Assessment Rating.

The new Special Event Tool provides operational planners with information needed to effectively 

place the right capability, in the right place, at the right time in support of events like the Presidential 

Inauguration, State of the Union Address, United Nations General Assembly meetings, and similar 

events.

Addressing the Threats Posed by Unmanned Aircraft Systems (UAS). These systems represent 

an emerging threat, since they are remotely piloted and can be employed by those who intend to do 

harm. To address this emerging threat, the Coast Guard has, in concert with the Department of 

Defense, Department of Homeland Security, and other federal partners and Congressional 

stakeholders, worked on developing a two-pronged solution: acquire the necessary authorities to 

engage and neutralize this emerging threat, and develop the graduated spectrum of capabilities 

needed to detect, deter, and respond to such an attack.

The Coast Guard has proposed counter-UAS technology and authority language for the next Coast 

Guard Authorization Act. Coast Guard Maritime Force Protection Units are likely candidates to be 

among the first units to field this capability once the necessary authorities are established and 

technologies developed.

Mar-a-Lago, FL – A deployable Coast Guard Maritime Safety 

and Security Team enforces a fixed security zone in support 

of presidential security operations November 22, 2016. (U.S. 

Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 9

FY 2017 Performance Results

Percent Reduction of all Maritime Security Risk Subject to USCGInfluence

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

36.0% 36.0% 55.0% 58.0% 44.0% 49.0% ≥ 56.0% ≥ 56%

Percent Reduction of Maritime Security Risk—USCG Consequence Management

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

2.0% 4.0% 3.0% 4.0% 1.0% 2.0% ≥ 4.0% ≥ 4.0%

Percent Reduction of Maritime Security Risk—USCG Terrorist Entry Prevention

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

34.0% 34.0% 42.0% 59.0% 59.0% 59.0% ≥ 58.0% ≥ 58.0%

Percent Reduction of Maritime Security Risk Resulting—USCG WMD Entry Prevention

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

24.0% 24.0% 56.0% 39.0% 42.0% 44.0% ≥ 39.0% ≥ 39.0%

Explanation of Results

Coast Guard maritime security performance remains strong. PWCS employment hours continue to 

be within historical norms, and maturation of the Coast Guard’s Risk Based Maritime Security 

Operations tool has allowed more effective use of operational assets. These factors resulted in 

greater overall risk reduction in FY 2017 than the prior year.

The Coast Guard did not meet target expectations for overall risk reduction and consequence 

management, which was largely due to shifts in the underlying assumptions within the PWCS RiskModel. Revalidation and updates to annual risk and consequence data changed the maritime risk 

profile used in the model, altering the paradigm from what was originally in place when targets 

were set.

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 10

MARITIME LAW ENFORCEMENT

The Maritime Law Enforcement (MLE) program protects America’s maritime borders from 

encroachment, defends the Nation’s maritime sovereignty from illicit activity, facilitates legitimate 

use of the waterways, and suppresses violations of federal law on, under, and over the high seas 

and waters subject to the jurisdiction of the United States. The Coast Guard is the lead federal 

maritime law enforcement agency and the only agency with both the authority and capability to 

enforce national and international law on the high seas, Outer Continental Shelf, and inward from 

the U.S. Exclusive Economic Zone (EEZ) through U.S. inland waters.

Coast Guard MLE responsibilities are diverse. They include detecting and interdicting contraband 

and illegal drug traffic; at sea enforcement of U.S. immigration laws and policies; enforcing U.S.

fisheries and marine protected resource laws and regulations; ensuring the integrity of the EEZ; 

monitoring compliance with international living marine resource regimes and international 

agreements to which the U.S. is party; and through compliance with international agreements, 

combating illegal, unreported, and unregulated fishing that negatively impacts maritime and 

economic security in coastal and regional areas worldwide.

UNDOCUMENTED MIGRANT INTERDICTION

Coast Guard interdiction of undocumented migrants 

provides effective law enforcement presence at sea 

and helps achieve safe, legal, and orderly migration. 

Coast Guard migrant interdiction operations also 

stem the flow of human smuggling and trafficking 

through maritime routes and approaches to the 

United States. Leveraging statutory authority, 

bilateral agreements, and key policies, the Coast 

Guard conducts these interdictions as far from U.S.

borders as possible. Doing so facilitates the return of 

migrants to their home country while further 

protecting them from an often perilous sea voyage. 

Strong partnerships and information sharing with other agencies, such as Citizenship and 

Immigration Services, Immigration and Customs Enforcement, Customs and Border Protection,

and Department of State are critical. While the Coast Guard leads the high seas interdiction mission, 

these partnerships with other agencies are essential for carrying out timely disposition of interdicted 

migrants via repatriation and removal operations and for conducting further investigations and 

prosecutions of human smugglers or traffickers.

Coast Guard Cutter Mohawk interdicting 113 Haitian 

migrants aboard a Haitian sail freighter in the Windward 

Passage. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 11

FY 2017 Performance Highlights

• Interdicted 2,512 undocumented migrants.

• Collected biometric identification data on 2,288 undocumented migrants.

• Repatriated 1,532 Cuban, 451 Dominican, and 1,442 Haitian migrants that were interdicted by 

both the Coast Guard and its partners.

Success Stories

Training Program To Improve Human Trafficking Awareness. Though human trafficking is 

commonly associated with the Coast Guard’s migrant interdiction mission, it is also discovered 

while conducting other Coast Guard operations. Human trafficking is encountered during search 

and rescue operations, found on fishing vessels in the course of living marine resource and other 

law enforcement, and revealed in the course of interacting with recreational boaters, with 

passengers and crewmembers on commercial vessels, and among the public and industry.

Smuggling vessels interdicted by the Coast Guard are routinely found to have migrants onboard 

ranging in age, nationality, and gender.

In FY 2017, the Coast Guard trained more than 10,000 personnel in identifying and reporting 

incidents of suspected human trafficking. The training program ensured Coast Guard members 

were ready to recognize, react to, and report indicators of human trafficking. The training improved

Coast Guard members’ awareness of subtle cues often associated with sex trafficking, domestic 

servitude, and forced labor. The training allowed members to identify possible trafficking concerns 

and enabled quick referrals to other law enforcement partners and agencies such as Homeland 

Security Investigations. It became an essential element in deciding the disposition of at-risk 

children. In FY 2017, the Coast Guard interdicted 2,512 migrants, of which 100 were 

unaccompanied children.

Working with the Department’s Blue Campaign and the Federal Law Enforcement Training Center, 

the Coast Guard has further enhanced its Human Trafficking training program, which is due for 

release during Fiscal Year 2018. This new training will enable unit self-assessments and provide 

the oversight needed to ensure competency and compliance with Human Trafficking awareness 

policy. Opportunities are also being explored to expand this training across additional missions and 

to 6,000 more Coast Guard members.

FY 2017 Performance Results

Number of Undocumented Migrants Attempting to Enter U.S. by Maritime Routes

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

5,600 7,631 10,629 8,057 10,319 4,760 ≤ 9,180 ≤ 9,000

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 12

Number of Undocumented Migrants Attempting to Enter U.S. by Maritime Routes Interdicted

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

4,086 5,262 7,747 6,028 8,165 3,952 ≤ 6,426 ≤ 6,750

Migrant Interdiction Effectiveness in the Maritime Environment

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

73.0% 68.9% 72.8% 74.8% 79.3% 83.0% ≥74.5% ≥75.0%

Percent of Undocumented Migrants Attempting to Enter U.S. by Maritime Routes Interdicted by USCG

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

52.8% 27.6% 33.8% 47.5% 61.5% 52.8% ≥ 50.0% ≥ 50.0%

Explanation of Results

The total known flow of undocumented migrants attempting to enter the United States by maritime 

routes decreased from 10,319 in FY 2016 to 4,760 in FY 2017. This decrease is largely attributable 

to the 71% reduction in Cuban migrant flow in FY 2017 resulting from the termination of the “wet 

foot, dry foot” policy and establishment of more normal diplomatic relations between the United 

States and Cuba. Cuban migrants accounted for 44% of the total migrants interdicted in FY 2017, 

a 27% decrease from FY 2016.

The Coast Guard interdicted 2,512 undocumented migrants this year, with 4,760 interdicted in total 

by the Coast Guard and its agency partners. This equates to 83% of the total known flow, the 

highest rate of effectiveness since FY 2009, when 84.4% were interdicted. 

In FY 2017, the Coast Guard unilaterally interdicted 52.8% of undocumented maritime migrants, 

a rate higher than the 50% target, and the second highest ever-recorded rate of interdiction by the 

Coast Guard. This success is largely due to the Coast Guard effectively leveraging bilateral 

agreements for interdiction and disposition with countries like the Bahamas, Dominican Republic, 

Cuba, and Haiti. Likewise, interagency cooperation through Maritime Operational Threat Response 

(MOTR) standing concurrences has allowed for expedited disposition and afforded Coast Guard 

assets more time for interdiction efforts.

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 13

ILLEGAL DRUG INTERDICTION

The Drug Interdiction mission supports 

national and international strategies to deter 

and disrupt the market for illegal drugs, 

dismantle Transnational Organized Crime 

and Drug Trafficking Organizations, and 

prevent transnational threats from reaching 

U.S. waters. The Coast Guard is the lead 

federal agency for drug interdiction on the 

high seas. In the territorial seas, the Coast 

Guard shares the lead with Customs and 

Border Protection and receives assistance

from numerous other federal, state, local, and 

tribal agencies. The Coast Guard strategy is to maintain a strong interdiction presence that denies 

smugglers access to maritime routes and deters trafficking activity; to strengthen ties with source 

and transit zone nations to increase their willingness and ability to reduce the production and 

trafficking of illicit drugs within and beyond their sovereign boundaries; and to support interagency 

and international efforts to combat drug smuggling through increased cooperation and 

coordination.

FY 2017 Performance Highlights

• Removed over 223.8 metric tons of cocaine, 31,190 pounds of marijuana, 6 kilograms of heroin 

and other opiates, and 168 kilograms of methamphetamines worth an estimated $6.6 billion in 

wholesale value.

• Detained 708 suspected smugglers for prosecution in the United States or partner nations.

Success Stories

Coast Guard Achieves Record Cocaine Removal. The Coast Guard removed a record 223.8 

metric tons of cocaine from the Western Hemisphere Transit Zone. This was a 21% increase from 

FY 2016. At the same time, 708 suspected smugglers were apprehended, a 30% increase from FY 

2016. Additionally, 181 cases involving 606 suspected smugglers were referred to the Department 

of Justice (DOJ) and DHS partners for prosecution.

Since the 2014 implementation of the Coast Guard’s Western Hemisphere strategy, the number of 

drug smugglers apprehended annually has doubled, with nearly triple the amount of cases referred 

for federal prosecution. Enhanced evidence collection capabilities, such as document and media 

exploitation, along with in-depth case package preparation, have greatly enhanced effectiveness.

Specialized training administered in 2017 to more than 40 field units enhanced effectiveness

resulted in finely tuned procedures and focused efforts on targeting smugglers and criminal 

Members of Coast Guard Cutter Stratton, homeported in Alameda, 

CA, pose alongside Attorney General Jeff Sessions and Admiral Paul 

Zukunft during the offload of over 50,000 pounds of cocaine in San 

Diego, CA on September 20, 2017. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 14

organizations. In addition to the physical removal of illicit drugs, the larger success is reflected in 

the increased number of smugglers apprehended and subsequent cases brought to the U.S. for 

prosecution, both achieving record highs in FY 2017. It starts with stronger evidence collection and 

case package preparation at the unit level, which allows DOJ and DHS prosecutions that are more 

aggressive.

The training also facilitated the extraction of timely and actionable intelligence. Department of 

Justice and Department of Homeland Security investigations, including custodial interviews of 

apprehended smugglers and the examination of the 

evidence collected by Coast Guard boarding teams, have 

allowed investigators and DOJ prosecutors to identify

thousands of drug traffickers. In turn, federal 

prosecutions have become more targeted to upper 

echelons of transnational criminal networks. In fact, 

nearly three-quarters of designated priority drug targets 

extradited to the United States from South America have 

been linked to Coast Guard interdictions in the Western 

Hemisphere Transit Zone, including several high-level 

drug kingpins extradited who DOJ successfully prosecuted.

Improved intelligence has proven to be a great interdiction and apprehension force-multiplier. It 

has allowed Joint Interagency Task Force South and others to focus detection and monitoring assets 

and improve targeting. The result is not only greater amounts of illicit drugs removed, but also 

correspondingly less funding available to transnational criminal organizations.

FY 2017 Performance Results

The Coast Guard is primarily concerned with non-commercial maritime flows of illegal narcotics, 

and cocaine is by far the most predominant illicit drug conveyed by these sources. Opiates and 

similar substances move primarily on land or by commercial maritime conveyances whose cargos 

are regulated by Customs and Border protection. Cocaine removal is therefore used as the basis for 

reporting Coast Guard drug interdiction performance.

Metric Tons of Cocaine Removed

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

107 88.4 90.0 144.8 201.3 223.8 ≥ 100.0 ≥ 200.0

Removal Rate for Cocaine from Non-Commercial Vessels in Maritime Transit Zone

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

13.4% 15.3% 9.5% 11.5% 7.1% 8.2% ≥11.5% ≥10.0%

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2011 2012 2013 2014 2015 2016

Year-to-Year Trend

A Coast Guard law enforcement team member 

inspects a detainee following a drug interdiction.

(U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 15

Explanation of Results

The estimated flow of cocaine by non-commercial maritime means declined by 3%; down from 

2,833 MT in 2016 to 2,738.4 MT this year. The amount of cocaine removed by the Coast Guard, 

nevertheless, reached a record total of 223.8 metric tons—the largest quantity of cocaine removed 

in the history of the Service. 

Despite the greater amount of cocaine removed, the Service’s overall removal rate rose only slightly 

to 8.2%. This was less than the target expectation of 11.5%, which was based on a lower anticipated 

flow. Two key factors contributed to the higher cocaine flow. Colombian peace talks with insurgent 

groups resulted in a reduction or cessation of eradication efforts, allowing a surge of cocaine into 

the transit zone. Second, the quantity of intelligence reporting and information captured in the 

Consolidated Counter Drug Database improved, providing a better awareness and higher estimate

of non-commercial maritime flow of cocaine through the transit zone.

Boarding officers in an interceptor boat from the U.S. Coast Guard Cutter Stratton take suspected smugglers 

into custody during the boarding of a suspected smuggling vessel in international waters in the drug transit 

zone of the Eastern Pacific Ocean, Feb. 23, 2017. The Stratton seized a total of 3,700 pounds of cocaine during 

this counter-smuggling patrol. (U.S. Coast Guard photo by Petty Officer First Class Mark Barney)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 16

LIVING MARINE RESOURCES LAW ENFORCEMENT

Living Marine Resources (LMR) Law Enforcement is a Coast 

Guard mission authorized under the Magnuson-Stevens 

Fishery Conservation and Management Act, the Endangered 

Species Act, and several other federal laws. The core objective 

of these authorities is to provide effective and professional 

enforcement to advance national goals for the conservation, 

management, and long-term sustainability of living marine 

resources, marine protected species, and national marine 

sanctuaries and monuments. Coast Guard efforts include 

enforcement of LMR laws and regulations, as well as 

numerous other activities that strengthen both domestic and 

international fisheries management regimes.

FY 2017 Performance Highlights

• Boarded 5,518 U.S. vessels.

• Issued 158 significant fishery violations. (Significant violations are defined as domestic LMR 

violations that result in one or more of the following conditions: significant damage / impact 

to the resource or fisheries management plan; significant monetary advantage to the violator 

over a competitor; high regional or national interest.)

• Supported 66 requests to assist with stranded, distressed, or entangled animals protected by 

Endangered Species or Marine Mammal Protection Acts.

Success Stories

Protecting Atlantic Striped Bass Migration. Atlantic Striped Bass make seasonal migrations 

ranging from North Carolina to Nova Scotia. The fishery is limited to state waters; but many 

commercial and recreational fishermen were found targeting the species in the Federal Exclusive 

Economic Zone (EEZ). 

To combat this problem, the Coast Guard’s First District increased its enforcement efforts through 

the implementation of Operation Striper Striker. Boat Stations Montauk and New London 

successfully led the way with the issuance of 15 violations for fishing or possessing Atlantic Striped 

Bass outside state waters.

The strong enforcement effort was a great success. It helped protect a valuable living marine 

resource by educating recreational fisherman on regulations for this fishery, penalizing violators, 

and dissuading further illegal fishing practices.

Coast Guard Shields Protected Species. Coast Guard assets responded to 66 Federal and State 

Marine Protected Species Conservation assistance requests in FY 2017. Requests included 

The crew of the Coast Guard Cutter 

Crocodile assisting entangled leatherback 

turtle. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 17

monitoring safety zones, providing assistance for stranding and entanglement situations, and 

providing transportation for the release of rehabilitated animals.

In June, Coast Guard Cutter Crocodile located and recovered a leatherback turtle entangled in 

fishing nets. The crew transferred this vulnerable species to Station Cape May, where it was 

retrieved by the Marine Stranded Mammal Center.

In August, Coast Guard Cutter Joshua Appleby partnered with Sea World and NOAA to transport 

a female short-finned pilot whale 140 miles west of Clearwater, FL for release. Prior to its release, 

the whale had beached in Dixie County, FL and was rescued by teams from the University of 

Florida and Clearwater Marine Aquarium.

Fifteen North Atlantic Right Whale mortalities were identified along the Atlantic coast during the 

year, and these combined with a low reproductive rate raised concerns about declining population 

size. The occurrences heightened attention and raised calls for action; and the U.S. declared an 

“Unusual Mortality Event” under the Marine Mammal Protection Act. At least four of the 

mortalities showed indications of vessel strikes, and the Coast Guard responded by strengthening

enforcement of NOAA’s North Atlantic Right Whale Ship Strike Reduction Final Rule. Canada 

took similar action, implementing an emergency speed restriction in the Gulf of St. Lawrence. 

In total, the Coast Guard generated seventeen Right Whale case packages in 2017 for excessive 

speed with respect to the Ship Strike Reduction Rule.

FY 2017 Performance Results

Fishing Regulation Compliance Rate

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

98.2% 98.1% 97.5% 97.1% 96.8% 97.1% ≥ 97.0% ≥ 97.0%

Percent of Federal Fisheries Found in Compliance with Laws and Regulations

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

23.0% 32.0% 32.0% 21.0% 20.0% 23.0% ≥ 28.0% ≥ 28.0%

Explanation of Results

The Coast Guard uses the percentage of fishing vessels observed at sea complying with domestic 

regulations as an indirect measure of the Coast Guard’s impact on the health and well-being of U.S. 

fisheries and marine protected species. During FY 2017, the Coast Guard conducted 5,518 domestic 

LMR enforcement boardings, resulting in 158 significant violations. Compared to the prior year, 

in FY 2017 there was an approximately 20% increase in boardings and an increase of 11 significant 

violations detected. The Coast Guard met its performance goal for FY 2017 with an Observed 

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 18

Compliance Rate of 97.1%. The Coast Guard used limited resources to conduct effective boardings, 

in large part due to improved intelligence and more focused outreach and education.

The percent of federal fisheries found in compliance with laws and regulations provides a measure 

of the Coast Guard’s level of effective enforcement. It is a measure of the percentage of fisheries 

in which the Coast Guard met its boarding standard and found an adequate level of compliance (the 

standard is to board 20% of vessels in high precedence fisheries; and 10% in low precedence 

fisheries). The Coast Guard met its combined boarding and compliance standards in only 23% of 

the 202 fishery components for which we have an enforcement obligation. This is a 3% 

improvement over last year, but below the target rate of 28% due to constrained asset hours and 

correspondingly fewer boardings.

The crew of the Coast Guard Cutter Joshua Appleby transport a whale to safety. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 19

OTHER LAW ENFORCEMENT

Protecting the United States’ 3.4 million square nautical miles Exclusive Economic Zone (EEZ) is 

a fundamental Coast Guard maritime security objective. 

The Coast Guard Other Law Enforcement (OLE) mission 

protects the U.S. EEZ from encroachments by foreign 

fishing vessels and enforces regulations and agreements to 

curtail “Illegal, Unreported, and Unregulated” fishing. 

OLE mission responsibilities include the deterrence, 

detection, and interdiction of illegal foreign fishing vessel 

incursions, which represent a threat to our Nation’s 

renewable natural resources and a violation to U.S.

sovereignty. The OLE mission also ensures compliance 

with international agreements for the management of living marine resources. This is accomplished 

through enforcement of conservation and management measures created by Regional Fishery 

Management Organizations. The Coast Guard also helps build organic, OLE enforcement capacity 

within partner nations for resource management and commercial fishery regulations. These 

partnerships serve as force multipliers, helping to monitor compliance with various international 

agreements and deter illegal, unreported and unregulated fishing activity worldwide.

FY 2017 Performance Highlights

• Detected 136 vessel incursions in the U.S. Exclusive Economic Zone.

• Interdicted 31 vessels in the U.S. Exclusive Economic Zone.

• Boarded 86 foreign vessels to suppress illegal, unreported, and unregulated fishing on the high 

seas and in the Exclusive Economic Zones. 

Success Stories

Coast Guard OLE Collaboration with Russia. Early in FY 2017, the Coast Guard received 

notification from the Russian Border Guard Directorate of an unknown vessel within the Russian 

EEZ, which was associated with Illegal, 

Unreported, and Unregulated fishing activities. 

Coast Guard District Seventeen, in coordination 

with the Russian Border Guard, deployed a Coast 

Guard C-130 plane to intercept the suspicious 

vessel.

The Coast Guard passed sighting information to 

Russian enforcement officials and patrol 

resources. The illegal transshipment vessel Virile was seized by the Russian Border Guard 

Directorate, resulting in 30 tons of illegal live Blue King Crab (worth approximately $1.6 million) 

Japanese Fishing Vessel Take Maru. (U.S. Coast 

Guard photo.)

Motor Vessel Virile. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 20

being released back into the ocean. An administrative case was brought against the master, and the 

vessel was confiscated under a court decision. The parent company, North Cargo Services, was 

also fined $468,000.

The case highlighted the multi-national dimension of the fight against Illegal, Unreported, and 

Unregulated fishing and the need for increased communication and coordination between the U.S., 

Russia, and other partners. The Coast Guard continued to employ a full range of capabilities; 

including patrols and enforcement by its cutters and aircraft; engagement in Regional Fishery 

Management Organizations; and ship rider and bilateral agreements that support partner-nation 

enforcement.

FY 2017 Performance Results

Number of Detected Incursions of Foreign Fishing Vessels Violating U.S. Waters

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

160 189 198 224 176 136 ≤ 224 ≤ 190

Interdiction Rate of Foreign Fishing Vessels Violating U.S. Waters

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

15.0% 20.1% 16.8% 17.4% 25.5% 22.8% ≥ 18.0% ≥ 18.0%

Explanation of Results

In FY 2017, there were 136 detected incursions of foreign fishing vessels in U.S. waters, a decrease 

from 176 detected incursions in FY 2016. Coast Guard units interdicted 31 of these, resulting in an 

interdiction rate of 22.8%, slightly less than the 25.5% in FY 2016. 

Nearly 99% of the documented incursions in FY 2017 were Mexican lanchas located in the Gulf 

of Mexico. Lanchas are small, usually 20-25 feet in length, open fishing vessels with an outboard 

engine. Lancha crews typically fish with small gillnets or longlines. These vessels normally deploy 

fishing gear in the U.S. EEZ, then return to Mexican waters until they are ready to retrieve their

gear. Their small size, low profile, and homemade floats make incursions difficult to detect.

The other 1% of documented incursions in FY 2017 were four incursions detected along the U.S.-

Russia Maritime Boundary Line. No incursions were detected in the Western and Central Pacific. 

The Western and Central Pacific region is extremely remote, so it is difficult to detect potential 

incursions and even more difficult to respond in a timely manner. However, tuna fisheries are 

present in these waters, and they are among the most valuable pelagic fisheries in the world.

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 21

MARITIME PREVENTION

The Maritime Prevention Program prevents personnel casualties and property losses, minimizes 

security risks, and protects the marine environment. The Coast Guard develops and enforces 

Federal marine safety, security, and environmental regulations. It reviews and approves vessel and 

maritime facility security plans, conducts security and safety inspections, and enforces 

Transportation Worker Identification Credential (TWIC) regulations. The program conducts 

domestic and international port security assessments, analyzes maritime security risk nationwide 

to identify high-risk targets and support risk reduction measures, and supports administration of 

port security grant funding. The program periodically reviews the effectiveness of anti-terrorism 

measures in foreign ports by conducting assessments of those ports to determine compliance with 

the International Maritime Organization’s (IMO) International Ship and Port Facility Security 

(ISPS) Code, and requires vessels arriving in the United States from ports with inadequate antiterrorism measures to take additional security precautions. The Coast Guard develops and applies 

design, construction, and equipment standards for vessels; conducts compulsory, as well as 

voluntary vessel exams and inspections; certifies and licenses U.S. mariners; and promotes best 

practices by investigating marine casualties and sharing its findings. It provides grants to States to 

improve recreational boating safety, and supports a variety of government and non-government 

boating safety initiatives in partnership with other Federal agencies, state, local, and tribal

governments, marine industries and associations, including the Coast Guard Auxiliary. The Coast 

Guard also maintains strong leadership roles in many international maritime organizations, 

contributing shared inspection techniques and best practices.

PORTS, WATERWAYS AND COASTAL SECURITY—PREVENTION ACTIVITIES

The focus of the Coast Guard’s Ports, Waterways and 

Coastal Security—Prevention Activities is to prevent 

security incidents, including terrorist attacks, sabotage, 

espionage, or subversive acts in the maritime domain,

upon the global supply chain or to the U.S. marine 

transportation system. It also seeks to improve security in 

the world’s ports and thus reduce risk to the United States. 

The Coast Guard strives to deny terrorists the ability to 

use or exploit the maritime domain or marine transportation system as a means for attacks on our

territory, population centers, vessels and maritime critical infrastructure and key resources. The

mission requires intelligence support, establishment and oversight of maritime security regimes, 

employment of maritime domain awareness activities, and initiatives that enhance the resilience of 

the Marine Transportation System (MTS), maritime critical infrastructure, and key resources. To 

do so, the Coast Guard employs a layered and collaborative strategy that relies upon the cooperation 

of U.S. citizens, and governmental, private sector, and international partners.

Coast Guard personnel participate in multi-agency 

strike force operations. (Photo by U.S. Coast Guard 

Petty officer Third Class Johanna Strickland.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 22

FY 2017 Performance Highlights

• Completed over 5,300 security-related inspections at Maritime Transportation Security Act

(MTSA) regulated facilities.

• Completed over 8,600 International Ship and Port Facility Security (ISPS) exams.

• Completed International Port Security Program assessment visits to over 150 port facilities in 

more than 50 countries and conducted over 30 capacity building activities in 16 countries.

• Considered over 40,000 potential targets and assessed more than 151,000 scenarios using the 

Maritime Security Risk Analysis Model (MSRAM).

Success Stories

Alternative Security Program Workshop Conducted. Representatives from 11 Alternative

Security Program Organizations met in Washington, DC in June 2017 to discuss ongoing and 

emergent MTSA issues. MTSA protects our maritime 

industry and critical infrastructure and implements 

provisions of the International Ship and Port Facility 

Security Code. It ensures our shores and waterways are 

open, safe, and secure by requiring vessel and port facility 

vulnerability assessments and security plans, which may 

necessitate passenger, vehicle, and baggage screening; 

personnel identification procedures; restricted areas;

access control measures; security patrols; or surveillance

equipment.

Alternative Security Programs provide a collaborative approach to compliance with MTSA for 

groups of similar vessels or facilities. Members operating under Alternative Security Programs do 

not have to submit individual vessel or facility security plans. They must complete a vulnerability 

assessment and demonstrate they are a “member in good standing” of an approved sponsoring 

organization before being recognized as such by the Coast Guard. Approved Alternative 

Compliance Program Organizations include vessel operators such as the Lake Carriers Association, 

Passenger Vessel Association, and American Waterways Operators; and maritime facility operators 

such as Washington State Ferries and American Chemistry Council members.

The Coast Guard’s Assistant Commandant for Prevention Policy opened the Alternative 

Compliance Program workshop by welcoming attendees and thanking them for their ongoing 

efforts to ensure a safe and secure marine transportation system. A robust agenda of briefings 

followed, including a presentation on upcoming changes to TWIC and TSA Pre-Check programs 

by the Transportation Security Administration. Topics covered by Coast Guard Headquarters staff 

included breach of security and situational awareness reporting requirements; the Chemical Facility 

Anti-Terrorism Standards and the Policy Advisory Council registry; unmanned aircraft systems; 

and MTSA compliance deficiencies identified during Coast Guard inspections. Open discussion 

Captain Ryan Manning and Ms. Betty McMenemy 

discuss maritime security topics. (Photo courtesy 

of Jen Wilk, Passenger Vessel Association.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 23

sessions in the afternoon allowed all attendees an opportunity to ask questions and share best 

practices and lessons learned. The workshop was a very useful and productive event. “Every 

opportunity we have to meet with large industry groups, to listen to their issues and address areas 

of concern, is certainly beneficial,” said the Chief of the Office of Port and Facility Compliance. 

Coast Guard Partners with Mexico to Strengthen Port Safety and Security. The Coast Guard 

sent several senior members with Captain of the Port expertise to Mexico following their

restructuring of maritime security responsibilities earlier this year.

Mexico’s Senate approved reforms in 2016 allowing 

the Navy—La Secretaría de Marina (SEMAR)—to 

assume all security functions of the country’s ports and 

coasts. (The Navy controlled the ports from 1821 until

1977, when Mexican President José López Portillo 

reformed the Organic Law of Public Federal 

Administration, which put the Secretariat of 

Communications and Transportation in charge.) The 

new reconfiguration is expected to reinforce security in 

Mexico’s ports and along its coasts.

In addition to maritime and port security, SEMAR will also authorize the arrival and departure of 

vessels, and inspect and certify Mexican and foreign vessels. SEMAR established the General 

Directorate for Captain of the Port Offices and Maritime Affairs to carry out these responsibilities 

and develop additional Mexican Coast Guard functions in 117 ports throughout Mexico.

The U.S. Coast Guard has provided Mexico a model for much of their regulatory oversight 

program; and the Mexican Government has looked to us for specific help to address sub-standard 

conditions of its 363 offshore platforms and floating hotels. The U.S. Coast Guard will work with 

SEMAR to develop marine safety training programs, implement inspection and marine casualty 

investigation regimes, expand maritime domain awareness capabilities, and establish port 

reconstitution and incident response protocols—including Search and Rescue. The U.S. Coast 

Guard International Port Security Program will also continue to provide expertise and transition 

assistance to ensure port security remains a high priority.

FY 2017 Performance Results

Annual MTSA Facility Compliance Rate with Transportation Worker ID Credential Regulations

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

99.0% 99.0% 99.0% 99.0% 99.0% 98.2% ≥ 99.0% ≥ 99.0%

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

Mexican Navy and U.S. Coast Guard representatives 

inspect cargo for liquid cocaine and explosives. (U.S. 

Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 24

Security Compliance Rate for High Risk Maritime Facilities

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

98.7% 99.3% 99.3% 98.0% 97.6% 98.0% 100.0% 100%

Annual Number of Breaches at High Risk Maritime Facilities

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

379 318 430 452 418 257 ≤ 433 ≤ 235

Explanation of Results

In FY 2017, the Coast Guard conducted over 5,300 MTSA-related inspections, finding only 19 

instances of non-compliance with TWIC regulations. This resulted in a 98.2% compliance rate, 

slightly less than the 99.0% target.

In FY 2017, the Coast Guard found 68 of the approximately 3,400 high-risk maritime facilities not 

in compliance with MTSA regulations, a 98.0% compliance rate. FY 2016’s compliance rate was

97.6%, when 83 MTSA-regulated facilities were found not in compliance.

In FY 2017 there were 257 verified breaches of security recorded across the community of 172 

MTSA regulated waterfront facilities. This number is significantly better than the 418 reported last 

year and the established target expectation of 433. Since 2014, the percentage of MTSA facilities 

that did not report a breach of security has remained at 95% or greater. (Note. A breach is defined 

as an established security measure having been circumvented, eluded, or violated. None of the 

breaches reported in 2017 resulted in a Transportation Security Incident, which are security 

incidents that result in significant loss of life, environmental damage, or transportation system or 

economic disruption.)

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 25

MARINE SAFETY

The Coast Guard’s Marine Safety mission is to prevent death, 

injury, and property loss in the U.S. Maritime Domain. 

Marine Safety responsibilities include ensuring the safe and 

environmentally sound operation of millions of recreational 

vessels and thousands of U.S. flagged commercial vessels 

wherever they are in the world, as well as exercising Port 

State Control for foreign vessels operating in U.S. waters. The 

Coast Guard develops and enforces federal marine safety 

regulations, certifies and provides credentials to over 218,000 

mariners, administers the approval program for marine safety 

equipment and materials, investigates commercial marine 

casualties and shares its findings, conducts compulsory 

inspections, and utilizes the Coast Guard Auxiliary to conduct 

voluntary safety exams.

FY 2017 Performance Highlights

• Conducted over 41,800 recreational vessel boardings.

• Conducted over 2,500 recreational boat manufacturer compliance inspections.

• Conducted over 39,000 vessel inspections and 16,000 facility inspections; and initiated over 

4,900 enforcement actions for violations of marine safety laws and regulations.

• Completed over 9,100 Port State Control safety examinations of foreign vessels, resulting in 

75 operational control restrictions reportable to the International Maritime Organization.

• Conducted more than 3,300 incident investigations, after having initiated more than 18,600 

preliminary investigations; and partnered with the National Transportation Safety Board 

(NTSB) in the investigation of 27 major marine casualties or marine casualties involving a 

public vessel.

• Conducted over 590 personnel investigations of credentialed mariners for actionable 

misconduct, illegal drug use, incompetence, negligence, or violations of marine safety laws and 

regulations.

Success Stories

Marine Safety Center Engineers Respond to Massive Hurricane Damage. The Marine Safety 

Center’s Salvage Engineering Response Team (SERT) deployed seven Coast Guard Salvage 

Engineers in support of recovery operations in the aftermath of Hurricanes Harvey, Irma, and 

Maria. The SERT provided more than 1,600 person-hours of specialized technical expertise. 

Specifically, the SERT assisted Captains of the Port, Federal On-Scene Coordinators, and 

Emergency Support Function 10 Unified Commands in Florida, Puerto Rico, and the Virgin Islands 

in triaging vessel recovery operations and evaluating thousands of identified pollution targets. In 

U.S. Coast Guard Marine Inspector prepares to 

survey a Mobile Offshore Drilling Unit. (U.S. 

Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 26

prioritizing response efforts, the SERT evaluated the technical complexity and potential impact of 

each situation on sensitive marine sanctuaries and commerce.

Notably, the Hurricane Harvey wreckage of Southwest Shipyard Dry Dock No. 3 and the Paragon

DPDS1 Drill Ship were significant cases that occurred in critical deep-draft waterways. The Port 

of Houston was impacted by the wreckage of the Southwest Shipyard Dry Dock No. 3, and the Port 

of Corpus Christi was affected by the wreckage of 

the Paragon DPDS1 Drill Ship.

The wrecks presented a risk of release of thousands 

of metric tons of oil and posed serious hazards to 

maritime navigation; and, based on the 2015 State 

of Texas Comptroller’s Economic Impact Reports 

for the Ports of Corpus Christi and Houston, 

disrupted upwards of $421 million of commerce per 

day.

The SERT’s expert technical oversight and 

assistance resulted in the safe recovery of these 

vessels and the expeditious restoration of the ports.

Coast Guard Auxiliary Hurricane Efforts. The 

Coast Guard Auxiliary provided invaluable assistance, across the full gamut of mission activities, 

for the Service’s 2017 hurricane response efforts. Within the first five weeks of response

operations, the Auxiliary logged more than 11,500 hours of direct mission support.

Members of the Auxiliary joined the Hurricane Harvey Crisis Action Team to monitor and 

coordinate the availability of their personnel and facilities engaged in recovery missions. Their 

members also provided vital command center watchstanding and communications support at 

Incident Command Posts.

The Coast Guard Auxiliary helped coordinate 

surface and air rescues, performed surface and air 

sorties in support of transportation, evacuation, 

and rescue missions, and provided photographic 

imagery to support Coast Guard public affairs 

activities.

Staging area for Hurricane Harvey. (U.S. Coast Guard photo.)

Coast Guard SERT Salvage Engineer LT Will Cotta and a 

local Coast Guard Marine Inspector oversee recovery 

operations for the Southwest Shipyards Dry Dock in 

support of Hurricane Harvey recovery operations in 

Houston, TX. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 27

Coast Guard Investigations of USS Fitzgerald and USS John S. McCain. The Coast Guard led 

independent marine casualty investigations into the tragic Fitzgerald and McCain incidents on 

behalf of the NTSB. Two Coast Guard teams, consisting of members from the Investigation 

National Center of Expertise and District Fourteen, carried out the investigations. The 

investigations required collaboration with U.S. Navy investigators, and with multiple foreign 

maritime authorities, vessel owners, and other stakeholders. The Coast Guard was well suited to 

lead these investigations given its maritime expertise and its relationships with the U.S. Navy and

Japanese and Singapore authorities. Additionally, the Coast Guard has trained investigators 

stationed in Japan as part of Coast Guard Activities Far East.

Establishment of E-Zero Program. In April 2017, the Coast Guard announced a new program, 

Zero Environmental Deficiencies or Violations, or E-Zero. Ships having earned the E-Zero 

designation are provided greater flexibility to conduct cargo operations immediately upon arrival—

vice waiting for Coast Guard inspectors. The E-Zero Program builds upon the legacy QUALSHIP 

21 compliance program, by recognizing ships committed to achieving the highest degree of 

environmental compliance. Ships must be enrolled in QUALSHIP 21 for at least three years, have 

zero pollution related detentions worldwide, zero environmental deficiencies or violations within 

the past three years, zero violations of regulations protecting North American Right Whales, and 

must be in full compliance with U.S. ballast water regulations. 

The Coast Guard began screening and enrolling ships in the program in April. To date, 42 ships 

have earned the E-Zero designation. The number is expected

to increase dramatically as more companies learn about the 

program, just as the QUALSHIP 21 Program grew from 400 

ships enrolled in 2002 to more than 1,800 ships enrolled 

today. The E-Zero designation signifies the immense 

environmental commitment demonstrated by certain ships 

and their respective companies. E-Zero will promote greater

safety and environmentally sound operations in U.S. waters.

FY 2017 Performance Results

Annual Number of Serious Marine Incidents

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

854 683 747 698 676 681 ≤ 698 ≤ 698

3-year Average Number of Serious Marine Incidents

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

794 788 761 709 707 685 ≤ 698 ≤ 698

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

QUALSHIP Certificate. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 28

Annual Number of Commercial Mariner Deaths and Critical, Serious & Severe Injuries

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

162 161 161 138 136 82 ≤ 148 ≤ 148

3-year Average Number of Commercial Mariner Deaths and Critical, Serious & Severe Injuries

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

172 172 161 153 145 119 ≤ 142 ≤ 133

Annual Number of Commercial Passenger Deaths and Critical, Serious & Severe Injuries

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

184 157 140 127 98 65 ≤ 173 ≤ 173

3-year Average Number of Commercial Passenger Deaths and Critical, Serious & Severe Injuries

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

145 162 160 141 122 97 ≤ 172 ≤ 134

Annual Number of Recreational Boating Deaths

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

674 559 597 613 701 657 NEW NEW

3-year Average Number of Recreational Boating Deaths

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

705 663 610 590 637 657 NEW NEW

Annual Number of Recreational Boating Deaths and Injuries∗

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

3,627 3,243 3,224 3,249 3502 2,956 ≤ 3,382 ≤ 3,382

3-year Average Number of Recreational Boating Deaths and Injuries∗

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

3,781 3,588 3,365 3,239 3,325 3,236 ≤ 3,583 ≤ 3,191

 ∗ In FY 2017, the Coast Guard moved from a five-year average number of recreational boating deaths and injuries to a three-year average, as the shorter period is more reflective 

of current performance trends. The combined boating deaths and injuries measures will be retired after this year; only boating deaths will be reported in the future.

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 29

Explanation of Results

Some marine casualties are never reported; many casualties are delayed in reaching the Coast 

Guard. Consequently, results for FY 2017 are those reports of casualties recorded to date, numbers 

are expected to rise as additional reports are received, and published data is therefore subject to 

revision, with the greatest impact affecting recent quarters.

In FY 2017, there were 681 significant marine incidents, 5 more than last year, though slightly 

better than the 3-year average of 685. The 3-year average continued its multi-year trend of annual 

improvement, and the result this year was slightly better than target expectation. (Note. “significant 

marine incidents” comprise deaths or injuries requiring professional treatment beyond first aid, 

reportable property damage greater than $100,000, actual or constructive loss of certain vessels, 

discharge of oil of 10,000 gallons or more, or a discharge of a reportable quantity of a hazardous 

substance.)

In FY 2017, there were 20 deaths and 62 critical, serious, or severe injuries of commercial mariners 

recorded. These statistics are significantly better than previous years, even considering the likely 

future upward revision. The 3-year average reflected the improvement; the average of 97 deaths 

was well below the target expectation of 148. Fishing vessels and towing vessels and barges 

account for approximately two-thirds of mariner casualties. Towing vessels and barges showed the 

greatest reduction in personnel casualties of all vessel groups.

In FY 2017, there were 14 deaths and 51 critical, serious, or severe injuries of commercial 

passengers. These statistics are substantially better than what was expected when targets were 

established and contributed to a corresponding decline in the 3-year average, which improved from 

a revised 122 in FY 2016 to 97 this year, a much better result than anticipated when the FY 2017 

target of 172 was established.

In FY 2017, there were 657 reported boating deaths versus 701 the year before, and the 2,299 

reported injuries were significantly fewer than the 2,801 recorded in FY 2016. The combined 

number of boating deaths and injuries in FY 2017 was 2,956, compared to 3,502 in FY 2016, a 

nearly 16% improvement and better than target expectations. Favorable annual results produced a 

corresponding improvement in the 3-year average, which improved from 3,325 in FY 2016 to 3,236 

this year; again, this average was better than the target expectation. In FY 2017, the Office of 

Auxiliary and Boating Safety moved from a 5-year to a 3-year average, to better reflect the impact 

of more recent performance trends.

The combined boating deaths and injuries measure will be retired after this year, with only the 

number of deaths reported in the future. The change recognizes that many boating injuries go 

unreported, and there is limited ability to distinguish the severity of injuries reported. Target 

expectations have not yet been established for boating deaths.
USCG Fiscal Year 2017 Performance Report Publication Edition Page 30

MARINE ENVIRONMENTAL PROTECTION—PREVENTION ACTIVITIES

The Marine Environmental Protection-Prevention 

mission maintains a multitude of objectives: to 

preserve precious natural resources by regulating the 

handling of oil, hazardous substances, and other 

shipboard wastes; to prevent illegal discharges and 

dumping into U.S. and international waters; to 

reduce ship-based air emissions; and to avert the 

introduction of invasive species. The Coast Guard 

develops regulations and operating standards for 

domestic vessels and marine facilities and advocates for responsible environmental and operational 

standards at the International Maritime Organization and the International Organization for 

Standardization. The Coast Guard enforces standards by conducting vessel examinations and 

inspections, performing inspections and spot-checks of waterfront facilities, and conducting 

criminal investigations into violations. Transfer monitoring activities are also performed to ensure 

vessels and facilities engaged in the movement of oil, hazardous materials, and explosives have 

implemented required safeguards. Finally, containers used in the transport of hazardous materials 

are examined to ensure structural integrity is sufficient to withstand global transport and to assess 

if hazardous materials are packaged, labeled, and declared properly.

FY 2017 Performance Highlights

• Completed over 25,000 container inspections for compliance with structural and hazardous 

materials regulations.

• Ensured compliance with environmental protection regulations and operating procedures by 

monitoring over 1,000 transfers of oil, hazardous substances, or explosives.

• Conducted over 1,400 examinations of marine pollution waste reception facilities to ensure 

adequate services provided for discharging oily waste, noxious liquid substances, and garbage.

Success Stories

Carnival-Princess Cruise Lines Environmental Crimes Case. In the spring of 2017, Princess 

Cruise Lines, a subsidiary of Carnival Cruise Lines, was sentenced to pay a $40 million fine, the 

largest ever awarded for crimes involving deliberate vessel pollution. 

The Coast Guard investigation leading up to Carnival-Princess Cruise Lines’ convictions and 

sentence uncovered false record keeping and approximately eight different methods of discharging 

oily waste. The company’s practices dated as far back as 2005. The methods of discharge gradually 

matured so that by 2013, fixed piping was installed to minimize efforts needed to bypass the 

vessel’s oil water separator. Investigators also uncovered illegal practices aboard four other 

Princess ships—the Star Princess, Grand Princess, Coral Princess, and Golden Princess.

Coast Guard offshore rig inspection. (U.S. Coast Guard 

photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 31

Princess Cruise Lines was the sole defendant in the case and pleaded guilty to seven counts of three 

violations. As a part of the plea agreement, 78 of the 101 vessels in the Carnival fleet will be subject 

to a court supervised environmental compliance program for a five-year probationary period. The 

compliance program will require Princess Cruise Lines to develop long-term environmental 

management plans and to complete independent audits.

Inspections, investigations, and prosecutions prove 

necessary whenever voluntary compliance falters and 

public safety, security, and environmental stewardship 

are put at risk. The Carnival Princess case illustrates how 

the Coast Guard is able to leverage both its skilled 

personnel and its intergovernmental relationships. DOJ’s 

successful prosecution required a diverse suite of skills, 

including Coast Guard inspectors, investigators, pollution 

responders, Coast Guard Investigative Service special 

agents, Marine Safety Lab, and judge advocates.

FY 2017 Performance Results

Annual Number of Chemical Discharge Incidents

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

28 51 45 14 16 13 ≤ 20 ≤ 20

3-year Average Number of Chemical Discharge Incidents in the Maritime Environment per 100 million tons shipped

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

12.9 17.4 22.7 20.2 13.8 8.0 ≤ 15.5 ≤ 14.6

Annual Number of Oil Spills >100 gallons

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

132 119 102 85 85 78 ≤ 127 ≤ 105

3-year Average Number of Oil Spills in the Maritime Environment per 100 million tons shipped

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

12.8 12.7 12.6 11.1 10.0 9.2 ≤ 10.9 ≤ 10.3

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

Cruise Ship Carnival Princess’ engine room 

showing equipment used by the crew to bypass the 

vessel’s oil water separator. (U.S. Coast Guard 

photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 32

Explanation of Results

In FY 2017, the Coast Guard recorded only 13 hazardous chemical discharge incidents. This

number is substantially less than the target expectation of 20. Unlike FY 2016, when marine 

facilities, mobile offshore drilling units, and offshore service vessels accounted for two-thirds of 

reportable chemical spills, in FY 2017 over half of the reportable chemical spills came from fishing 

vessels, towing vessels and barges, and other vessels. The three-year average number of chemical 

discharge incidents per 100 million short tons of chemical and chemical products shipped 

correspondingly declined to 8.0; a 42% improvement over the revised 2016 average of 13.8 spills 

per 100 million short tons shipped.

In FY 2017, there were 78 oil spills greater than 100 gallons, a modest improvement from 85 in 

2016, and a continuation of the five-year downward trend. The three-year average number of oil 

spills per 100 million short tons of oil and oil products shipped was 9.2, a slight improvement over 

the revised 2016 rate of 10.0. Both met established target expectations. Fishing vessels and marine 

facilities accounted for over half of oil spills greater than 100 gallons. Towing vessels and their 

barges have declined significantly as a source of oil spills. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page 33

COMMERCIAL REGULATIONS AND STANDARDS

The Coast Guard’s Regulatory Development Program

provides enforceable policies and requirements 

applicable to the maritime industry. Statutes, 

international agreements, changes in technology, and 

lessons learned from marine accidents are driving forces. 

Project management methodologies and ISO 9000 

compliant best practices form the basis of the regulatory 

development process. The goal is timely and costeffective regulations that balance government, industry,

and the public’s needs. The Administrative Procedures 

Act, various Executive Orders, and other directives require that the Coast Guard show that the 

benefits of proposed actions exceed costs or costs are minimized for statutory mandates; impacts 

to small businesses or other entities are mitigated; and environmental impacts are characterized. 

All of these requirements are also subject to public comment before regulations are implemented. 

The Regulatory Development Program is also a key mechanism for outreach and engagement with 

the regulated public, industry, and international partners.

FY 2017 Performance Highlights

• Published six effective rules and four proposed rules.

• Issued over 50,000 Merchant Mariner Credentials and endorsements and over 60,000 mariner 

medical certificates.

• Reviewed over 14,600 commercial vessel plans for compliance with technical standards for 

design, construction, alteration and repair, with an average cycle time of 18 days. 

Success Stories

Streamlined Processes Offer Faster Mariner Credentialing. In FY 2017, the Coast Guard’s 

Mariner Credentialing Program underwent significant organizational streamlining. Notably, the 

Coast Guard evaluated and issued over 50,000 Merchant Mariner Certificates in FY 2017, of which 

more than 20,000 were Standards of Training, Certification, and Watchkeeping endorsements. Less 

than 1% of these evaluations resulted in an appeal, a 50% improvement; and equally important to 

mariner satisfaction, the time to complete an appeal was reduced from a 120 day average to just a 

50 day-average. 

Medical certificate processing also greatly improved in FY 2017. New policy and a more consistent 

approach to medical evaluations of mariners provided a 30% reduction in processing times. The 

National Maritime Center evaluated and issued over 60,000 medical certificates, with overall 

processing times improving from 23 days previously to 16 days.

Coast Guard and industry working together in 

preparation for the implementation of inspected 

towing vessel regulations. (U.S. Coast Guard photo 

by Petty Officer Second Class Ali Flockerzi.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 34

Coast Guard Minimizes Effects of Global Position System Spoofing. Shipboard systems are 

potential victims of hackers, malware, and other 

malicious agents. In June 2017, the crew of a vessel 

transiting the Black Sea noticed their GPS position was 

off course and positioned the vessel over land.

Fortunately, the crew recognized the malfunction and 

safely navigated the vessel using traditional paper chart 

methods. Incidents like this are likely to become more 

prevalent as cyber vulnerabilities are exploited.

The Coast Guard is working diligently with industry 

partners to promote a culture of cyber risk management, and it is equally engaged with the 

International Maritime Organization (IMO) to prevent or mitigate cyber vulnerabilities. The Coast 

Guard’s transparent, collaborative leadership at the IMO and other venues has had a significant 

favorable impact on maritime safety and environmental protection. In FY 2017, the Coast Guard 

began advocating that Safety Management Systems, systems required for all ships greater than 500 

gross tons engaged in trade, should take into account cyber risks.

Ballast Water Management Compliance and Enforcement. The International Convention for 

the Control and Management of Ships Ballast Water and Sediments entered into force on 

September 8, 2017. The purpose of the Convention is to protect the marine environment from the 

transfer of harmful aquatic organisms in ballast water carried by ships. According to IMO 

estimates, ships carry some 3 to 5 billion tons of ballast water globally each year. All ships of 400 

gross tonnage and above, to which the Convention applies, are now required to possess an

International Ballast Water Management Certificate. For ships engaged in U.S. waters, installation 

of a Ballast Water Management System is to be approved by the U.S. Coast Guard.

In December 2016, the Coast Guard Marine Safety Center issued the first ever Type Approval 

Certificates for three Ballast Water Management Systems; and two more were approved in the 

summer 2017. The five approved systems use three different technologies—ultraviolet light, 

electrolytic chlorination, and chemical injection. They have a range of treatment capacities to suit 

vessel pumping rates from 150-16,200 cubic meters per hour. Two additional applications have 

since been submitted, and more systems are undergoing testing at Coast Guard-accepted 

Independent Laboratories.

In March 2017, the Coast Guard’s Office of Operating and Environmental Standards updated its 

processes for requesting an extension to the Ballast Water Management compliance date. Vessels 

with foreign type-approved Ballast Water Management Systems will be required to use them and

provide a strategy for coming into compliance, including documenting whether type-approved 

systems are available for their specific needs. The length of an extension, when granted, will be 

based on the availability and detailed installation plans for Coast Guard type-approved Ballast 

Water Management Systems. Further extensions are not to be expected. 

Chart showing GPS disruption placing the vessel’s 

location on land. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 35

MARITIME RESPONSE

The Coast Guard is the Nation’s maritime first responder. It searches for and rescues persons in 

distress, alleviates human suffering, and mitigates marine casualties and other disastrous events. 

The Maritime Response program also mitigates pollution and damage to the marine environment 

through incident response operations. The Coast Guard’s all-threats and all-hazards preparedness 

efforts ensure incident response and recovery resources are fully ready and capable of scalable 

mobilization in coordination with, and in support of, local, state, tribal, federal, and private sector 

partners. Additionally, the Coast Guard provides these same services in support of U.S. interests 

during international incidents.

SEARCH AND RESCUE

The Coast Guard is the lead agency for maritime Search and Rescue (SAR) in U.S. waters. The 

Coast Guard also works with other nations through the 

International Maritime Organization, International Civil 

Aviation Organization, and other regional forums to save 

lives and advance the SAR system both nationally and 

globally. The Coast Guard strives to alleviate human 

suffering and minimize loss of life and property by 

rendering aid to those in distress in the maritime 

environment and elsewhere when Coast Guard 

intervention can influence the outcome of life-threatening 

incidents. The Coast Guard maintains a high state of 

vigilant readiness and continuous distress monitoring, and 

it employs sophisticated drift modeling and search optimization tools to improve SAR planning 

and execution. When someone is in peril, the Coast Guard coordinates SAR efforts utilizing afloat 

and airborne Coast Guard units, and those of other federal, state, and local responders. The Coast 

Guard manages the Maritime Mass Rescue Response Preparedness Program, and using its Captain 

of the Port authorities and responsibilities, coordinates response efforts on waterways after 

incidents or disasters.

In support of the global and U.S. SAR system, the Coast Guard is one of four federal partners in 

the Search and Rescue Satellite-Aided Tracking (SARSAT) program and participates in the 

governance and operation of the International Cospas-Sarsat Programme. The Coast Guard also 

partners with the world’s merchant fleet to rescue mariners in distress around the globe through the 

Automated Mutual-assistance Vessel Rescue (AMVER) system; a computer based, voluntary 

global ship reporting system used worldwide by SAR authorities to arrange for assistance to 

persons in distress at sea.

Coast Guard Flood Punt Teams conduct rescue 

operations in Jacksonville, FL, September 11, 

2017. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 36

FY 2017 Performance Highlights 

• Responded to 16,069 SAR cases; assisted 22,004 people, saved 4,228 lives and protected 

approximately $76 million in property from loss (excluding hurricane responses).

• Saved or assisted more than 11,200 victims of Hurricanes Harvey, Irma, and Maria.

Success Stories

Coast Guard Assists More Than 11,000 Hurricane Victims. During August and September,

nature dealt the Nation a triple punch with the Coast Guard responding to the devastation caused 

by Hurricanes Harvey, Irma, and Maria.

Hurricane Harvey made landfall on

the Texas coastline on August 25, 

2017 as a Category 4 hurricane. It had

winds of up to 130 miles per hour and 

produced 51.9 inches of torrential 

rainfall that set records for the

greatest rainfall ever recorded in the 

continental United States. Harvey led 

to fatalities, and it caused extensive 

flooding in Houston, Port Arthur, and 

the Beaumont areas of Texas.

Hurricane Irma followed shortly after

Harvey, hitting Puerto Rico, the 

Virgin Islands, and Florida; causing fatalities, destruction exceeding $50 billion, and widespread 

environmental impacts. Finally, Hurricane Maria struck Puerto Rico as a Category 5 storm with 

sustained winds in excess of 150 miles per hour. Maria had a disastrous impact on the entire island, 

causing fatalities, extensive flooding, complete loss of the power grid, severe shortages of clean 

drinking water, and some $95 billion in damage, environmental, and economic impacts.

The Coast Guard launched one of the largest responses in its history to these three natural disasters,

and saved or assisted more than 11,200 persons in peril. Following pre-established contingency 

plans, the Coast Guard mobilized more than 2,900 personnel, including 2,000 Active Duty, 800 

Reservists, and 150 Civilians. The Coast Guard committed 66 helicopters that flew more than 1,600 

hours in the effort, 28 fixed wing aircraft flying more than 1,400 hours, 29 cutters, and 115 shallow 

water assets. Coast Guard teams also restored significant numbers of lost and damaged aids to 

navigation, mitigated environmental concerns from reported oil and hazardous material releases, 

and resolved many other significant waterways management issues.

Coast Guard Air Station Houston responds to search and rescue requests 

after Hurricane Harvey in Houston, Texas, Aug. 27, 2017. (U.S. Coast Guard 

photo by Petty Officer Third Class Johanna Strickland.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 37

Intensive Coordination Allows Hurricane Maria Rescue. The Coast Guard’s ability to 

coordinate and leverage available resources from national and international partner agencies led to 

the successful coordination and dramatic rescue of a mother and her two children.

Prior to landfall of Hurricane Maria, the Coast Guard District Seven Rescue Coordination Center 

in Miami, FL received a distress alert from the Motor Vessel Ferrel via the Search and Rescue 

Satellite Aided Tracking (SARSAT) system. (SARSAT is an integral part of the worldwide search 

and rescue system; it can detect and locate mariners and aviators in distress almost anywhere in the 

world, at any time, and in almost any condition.)

Following the SARSAT alert, a broadcast on the Channel 16 distress frequency was received. The 

master reported the Ferrel disabled, adrift with four persons on board, and taking on water 

approximately 11 nautical miles North of St. Croix. Initial communications indicated the four 

occupants were preparing to abandon ship in two life rafts; but with winds in excess of 100 knots 

and seas 14–16 feet and building, communications with the stricken vessel were lost.

With weather conditions outside the operational limitations of available Coast Guard rescue assets, 

District Seven planned a first light search and issued an Urgent Marine Information Broadcast on 

all frequencies, calling for assistance from any available ships in the area.

As Maria’s winds subsided, various search vessels and 

aircraft headed toward the last known position of the

Ferrel. A Coast Guard C-130H fixed-wing aircraft from 

Air Station Clearwater, FL located the capsized vessel and 

three survivors 50 miles from its initial distress location. 

A helicopter embarked on the United Kingdom’s Royal 

Fleet Auxiliary Ship Mounts Bay hoisted the three 

survivors and transported them to the U.S. Navy 

amphibious assault ship Kearsarge, where they could be

assessed and treated.

Coast Guard Rescues 57 in Multi-Agency Operation. On the evening of June 17, 2017, Coast 

Guard Sector Southeastern New England received notification that the high-speed ferry Iyanough,

with 48 passengers and 9 crewmembers, collided with the Hyannis Harbor West Jetty while 

operating in limited visibility, gale force winds, and dense fog. Coast Guard Sector Southeastern 

New England, in coordination with other federal, state, and local search and rescue responders, 

quickly initiated their mass rescue operations plan and issued an Urgent Marine Information 

Broadcast. They activated surface assets from Coast Guard Stations in Woods Hole, Chatham, and 

Brant Point; and a rescue helicopter from Coast Guard Air Station Cape Cod.

Survivors of the motor vessel Ferrel await rescue. 

(U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 38

As rescue units raced to the scene, a Coast Guard Flight Surgeon consulted with an emergency 

room doctor who was a passenger aboard the Iyanough. Together, they determined the injuries to 

four passengers required immediate medical evacuation. Air Station Cape Cod’s MH-60 helicopter 

hoisted the four and transported them to 

the nearest hospital.

The Sector command center continued

coordination efforts with Coast Guard and 

local agency response boats to assist the 

six passengers. Rescue assets braved four 

foot seas and winds in excess of 30 knots 

to save the remaining 53 passengers and 

crew. 

Coast Guard Saves Lives in the Arctic. The Coast Guard’s Seventeenth District has supported 

and increased its commitments to Operation Arctic Shield since initial deployments began in 2009.

This annual event enhances Arctic Maritime Domain Awareness, broadens Coast Guard

partnerships, and expands response experience and capabilities in these remote but increasingly 

accessible waters. 

In FY 2017, the Coast Guard kicked off its annual Operation Arctic Shield on July 1, 2017, with 

the opening of a Forward Operating Base (FOB) in Kotzebue, Alaska, an Arctic Circle community 

of about 3,000 people. Air Station Kodiak sent C-130 fixed wing aircraft and MH-60 and HH-65 

helicopters to Kotzebue; and Coast Guard Cutters Healy, Sherman, Maple, Hickory and Alex Haley 

deployed to the region.

The value of the Coast Guard’s presence in the Arctic became acutely apparent soon after 

operations began. On July 25, 2017, the Coast Guard Command Center in Juneau received a request 

for assistance from the Alaska State Troopers. Four 

passengers aboard an 18-ft skiff were reported adrift 

due to an engine fire. A Coast Guard MH-60 Jayhawk 

helicopter launched from FOB Kotzebue and located

the distressed vessel and all four of its passengers 155 

miles southwest of Kotzebue. The Jayhawk remained 

on scene and vectored rescue boat assistance.

Later the same day, a second MH-60 aircrew assisted

in the search for two missing mariners and located

their vessel and occupants 26 miles south of Point 

Hope, Alaska.

ARCTIC SHIELD 2017. Petty Officer Second Class 

Alejandro Delgado, an aviation maintenance technician 

at Coast Guard Air Station Cape Cod, Mass. hoists Petty 

Officer Third Class John Crow, an aviation survival 

technician at Coast Guard Air Station Elizabeth City, NC. 

(U.S. Coast Guard photo.)

HH-60 helicopter crew from Air Station Cape Cod medevacs passengers 

from high-speed ferry Iyanough. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 39

FY 2017 Performance Results

Percent of People in Imminent Danger Saved in the Maritime Environment

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

77.3% 78.7% 79.4% 79.8% 79.3% 78.2% 100% 80%

Percent of Time Rescue Assets on Scene within 2 Hours

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

92.3% 92.2% 95.4% 95.8% 90.3% 91.0% 100.0% 100.0%

Percentage of property "in danger of loss" saved

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

66.3% 63.1% 56.5% 59.7% 59.4% 57.9% ≥ 71.0% ≥ 71.0%

Explanation of Results

In FY 2017, the Coast Guard responded to 16,069 maritime search and rescue cases, assisted 22,004 

people, and saved 4,228 lives in imminent danger. These statistics do not include people saved or 

assisted by Coast Guard disaster response efforts directly related to Hurricanes Harvey, Irma, and 

Maria.

The percentage of people in imminent danger in the maritime environment saved by the Coast 

Guard was 78.2% in FY 2017, which is less than the 79.3% achieved last year, but consistent with 

the previous five years’ average of 78.9%. In FY 2017, the Coast Guard strategic goal was to save 

every life in danger; thus, the FY 2017 target of 100%. However, factors beyond Coast Guard 

control often lead to tragic outcomes regardless of our life saving efforts. Victims may succumb to 

traumatic injuries before first responders are notified or before Coast Guard assets can reach the 

scene. In some cases, distress notifications are never received by the Coast Guard. Consequently, 

the FY 2018 target was revised and is 80%, which reflects realistic performance expectations.

The time it takes to reach the scene of distress is a key performance factor that may influence the 

response outcome. The Coast Guard’s performance benchmark is to arrive on scene within two 

hours of notification 100% of the time. In FY 2017, Coast Guard search and rescue assets met this 

standard 91.0% of the time. This year’s results were better than the 90.3% average achieved in FY 

2016, but less than the 93.2% average over the past five years. Factors beyond the Coast Guard’s 

control influence its ability to arrive within the benchmark timeframe, including adverse weather 

conditions, unfavorable geographical proximity, and limited asset availability. The Coast Guard is 

continually looking at ways to improve this performance, with particular focus on where search 

and rescue assets are strategically located.

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 40

Saving lives is always the Coast Guard priority; recovery of property is a secondary consideration 

and undertaken only if it can be done with minimal risk and without degrading search and rescue 

effectiveness. Prospects for property recovery are always case dependent and vary widely. In many 

instances, such as when a vessel sinks before a Coast Guard asset arrives on scene, there is no 

opportunity for recovery. In FY 2017, the Coast Guard was able to save 57.9% of property in danger 

of loss. This is notably less than the 71.0% target, 59.4% result in 2016, and 61.0% average over 

the previous five years. The Coast Guard continues to work closely with partners in the salvage 

industry to strengthen marine property recovery capabilities to improve these results.
USCG Fiscal Year 2017 Performance Report Publication Edition Page 41

MARINE ENVIRONMENTAL PROTECTION—RESPONSE ACTIVITIES

The Coast Guard is the lead Federal agency for 

directing the removal and mitigation of oil and 

hazardous substances from spills and releases in the 

waters and shorelines of the coastal zone. The Coast 

Guard accomplishes this mission by strategically 

distributing marine environmental response program 

elements at the national, regional, and local level. 

This includes strategic program management and 

policy support at Coast Guard Headquarters and 

National Contingency Plan Special Teams, which 

include the Coast Guard National Strike Force and 

District Response Advisory Teams; Federal OnScene Coordinators (FOSCs) and Representatives;

and Pollution Responders at Sectors, Marine Safety Units, and Marine Safety Detachments.

FY 2017 Performance Highlights 

• Responded to 12,270 pollution incident reports (excluding hurricane responses).

• Deployed the National Strike Force in response to 5 natural disasters, 4 special events, and 12

oil and 11 hazardous substance incidents.

• Managed 301 federal cleanup projects, costing more than $24 million (excluding hurricane 

responses), under the Oil Spill Liability Trust Fund and Comprehensive Environmental 

Response, Compensation, and Liability Act Fund.

• Directed 148 Government Initiated Unannounced Exercises.

• Reviewed more than 7,231 submissions for compliance with the Oil Pollution Act of 1990.

• Conducted 185 Oil Spill Removal Organization site inspections, during 13 Preparedness 

Assessment Visits. 

Success Stories

Coast Guard and Partners Mitigate Storm-Related Environmental Damage. The Coast Guard, 

the Environmental Protection Agency, and other federal, state, and local partners reacted promptly 

to protect the environment and reopen critical waterways in the aftermath of Hurricanes Harvey, 

Irma, and Maria. The response to Irma was emblematic of the success achieved by such earnest 

collaboration.

On September 10, 2017, after devastating large areas of the Caribbean, Hurricane Irma made 

landfall in Cudjoe Key, Florida and a few hours later in Marco Island. A Unified Command (UC) 

was established to address pollution, environmental, and navigation hazards associated with sunken 

Coast Guard Commander Kelly Thorkilson oversees the 

safe removal of damaged, displaced, submerged or 

sunken vessels from the Puerto Chico Marine in Fajardo, 

Puerto Rico. (U.S. Coast Guard photo by Petty Officer 

First Class Timothy Tamargo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 42

vessels. The UC included the Coast Guard, the Environmental Protection Agency, the Florida Fish 

and Wildlife Conservation Commission, and the Florida Department of Environmental Protection.

Given the statewide impact, four regional UCs 

were separately established to mirror existing 

Coast Guard Captain of Port Zones in Key West, 

Miami, St. Petersburg, and Jacksonville.

Recognizing the environmental sensitivity of the 

Florida Keys, the Coast Guard and the State of 

Florida worked around the clock to ensure 

potential threats were quickly identified and that 

only approved cleanup practices were employed 

to protect this vital ecosystem. Under 

Emergency Support Function 10, the Coast 

Guard mobilized experts in oil spill response and 

vessel salvage from the National Strike Force to 

serve as technical advisors. Due to the sheer size of the impacted area, the Coast Guard also 

mobilized reserve personnel trained to lead environmental assessment teams. 

In total, over 1,200 personnel from the Coast Guard, Environmental Protection Agency, and state 

agencies provided support for these emergency response activities immediately after the storm. 

Within 10 days after landfall, assessment teams identified more than 750 sunken vessels, and

salvage teams were supervising removal of 66 vessels to begin the long road to recovery.

Construction Barge Threatens to Close Bay Area Rapid Transit. During the early morning of 

April 7, 2017, the 112-foot Derrick Barge Vengeance capsized and sank south of the San Francisco 

Bay Bridge. The Vengeance came to rest directly on top of 25-30 feet of sediment that covers the 

trans-bay tunnel for the Bay Area Rapid Transit (BART) system, a tunnel that carries more than 

400,000 daily passengers under the San Francisco Bay. 

No personnel were onboard at the time the Vengeance sank, but the wreck raised public safety 

concerns. It was not just a hazard to navigation; it could disrupt a critical piece of transportation 

infrastructure in the Bay Area. In addition, the sinking presented an environmental risk of thousands 

of gallons of petroleum products being released into the San Francisco Bay. 

Global Diving and Salvage Inc., the largest diving contractor on the West Coast and an experienced 

marine casualty responder was contracted to provide support. Underwater imagery was taken and 

divers were deployed to plug the fuel vent. The salvage plan, vetted through the Coast Guard 

Salvage Engineering Response Team and the Unified Command, called for a two-phase operation. 

Phase One required a “parbuckle” operation to roll the vessel upright and move it away from the 

BART tube. Phase Two included pumping off the remaining oil products, sectioning the barge into 

three pieces, and lifting the pieces onto a work barge.

Contractors remove a vessel displaced by Hurricane Irma at 

Boot Key Harbor City Marina in Marathon, Florida. (U.S. Coast 

Guard photo by Petty Officer Second Class David Weydert.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 43

Phase One was completed on May 7, 2017; Phase Two was completed on July 17, 2017. In total, 

approximately 3,500 gallons of petroleum products were removed. A final side-scan sonar was 

conducted after all equipment was demobilized and showed all hazards to navigation had been 

successfully removed. The approximately $5 million cost was entirely assumed by the responsible 

party. A joint investigation by the Coast Guard and State of California to determine the cause of 

this marine casualty is now underway.

Global Diving and Salvage conducts removal operations to raise the Derrick Barge Vengeance from the San Francisco Bay on July 

11, 2017. (U.S. Coast Guard photo by Petty Officer Second Class Cory J. Mendenhall.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 44

CONTINGENCY PREPAREDNESS AND INCIDENT MANAGEMENT

The Contingency Preparedness and Exercise Policy Program establish processes and procedures to 

ensure effective employment of all Coast Guard resources during significant incidents in 

coordination with partner responders. Through active outreach to Coast Guard mission program 

managers, the Incident Management and Preparedness Program assesses, maintains, and improves 

the knowledge, skills, and abilities necessary to ensure consistency within the Coast Guard, agency 

interoperability, and support to the National Preparedness and Planning Systems as established by 

Presidential Policy Directive 8. Program efforts ensure response readiness for all threats and all 

hazards, and include exercises and real-world events that cut across all Coast Guard missions and 

support programs.

FY 2017 Performance Highlights

• Performed 424 exercises and 101 Preparedness for Response quarterly notification drills. 

• Mobilized over 2,000 Active Duty, 800 Reservists, and 150 Civilians for hurricane response 

operations in Texas, Florida, Puerto Rico, and the U.S. Virgin Islands.

Success Stories

Coast Guard Units Benefit from Dynamic Exercises. The 2017 hurricane season demonstrated

the importance and benefit of Coast Guard contingency exercises and other preparedness efforts.

Over the course of three weeks in August and September, the states and territories of Texas, Florida, 

Puerto Rico, and the U.S. Virgin Islands were devastated 

by a series of powerful hurricanes. The Nation had not 

faced storms of this magnitude, or demands for federal, 

state, and local response as great, since Hurricane Katrina

in 2005.

The Coast Guard has established a robust contingency 

preparedness system with an annual exercise program as 

its cornerstone. “Preparation through education is less 

costly than learning through tragedy,” offers Max 

Mayfield, Director of the National Hurricane Center. This 

wisdom is embraced by the Coast Guard. The Coast 

Guard is continuously improving the readiness of its personnel, validating planning constructs, and 

strengthening critical relationships with local, state, tribal, and federal partners through annual 

exercise requirements established at each unit. These preparations paid huge dividends when the 

hurricanes struck.

For example, prior to the 2017 hurricane season, Coast Guard Sector Corpus Christi planned and 

executed a week-long, operations-based functional exercise to test and evaluate their Severe 

Weather and Continuity of Operations plans. The exercise required the unit to activate their Incident 

Coast Guard Captain Kevin Oditt, Commander of 

Coast Guard Sector Houston-Galveston, and 

Senator Ted Cruz of Texas, discuss Coast Guard 

rescue operations in response to Hurricane 

Harvey, August 31, 2017. (U.S. Coast Guard photo 

by Petty Officer First Class Patrick Kelley.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 45

Management Team and work through the principles of the Incident Command System for closing 

the port, establishing personnel accountability, and deployment of essential personnel to the preidentified continuity of operations site. In conjunction with the U.S. Army Corps of Engineers and 

the Texas General Land Office, participants role-played search and rescue, marine environmental 

response, and marine transportation system recovery during the exercise.

At Coast Guard Sector San Juan and Marine Safety

Detachment St. Thomas, contingency exercises also 

centered on heavy weather preparedness. To strengthen 

situational awareness and cooperation, Sector San Juan 

stood-up an Incident Command Post to test coordination 

and outreach with partners during a mock hurricane 

approach. A second aspect of the exercise was an

evacuation workshop designed to improve understanding 

of the logistical challenges and to educate personnel on 

the policies that govern these activities.

Continuity of Operations Planning Evident During Disaster Response Operations. During

Hurricane Harvey, Coast Guard bases and infrastructure were damaged and critical technology 

systems were rendered useless. For example, the Sector Houston-Galveston command center was 

responsible for all search and rescue coordination, but it lost its primary system, Rescue-21, and all 

connectivity to the Coast Guard network.

Fortunately, the Coast Guard has Continuity of 

Operations plans established throughout the 

organization and routinely conducts exercises and 

training in these plans. Coast Guard command 

centers in New Orleans, LA, Portsmouth, VA, 

Martinsburg, WV, and at the National Command 

Center in Washington, DC, rapidly mobilized

personnel and resources, and at the peak of the 

response were handling 1,000 distress calls an 

hour. Sector Houston-Galveston adapted to the 

emergent conditions by utilizing alternative means 

of communication and leveraging social media 

and other available technology to maintain situational awareness, determine the urgency of distress 

calls, and deploy the most effective response assets.

A Coast Guard member deployed to Borinquen, 

Puerto Rico in support of Hurricane Maria relief 

efforts delivers water to residents of Moca, Puerto 

Rico, October 9, 2017. (U.S. Coast Guard photo by 

Petty Officer Third Class David Micallef.)

Aircrews from Coast Guard Air Station Miami serve as eyes 

in the sky as they help coordinate search and rescue efforts 

in the aftermath of Hurricane Harvey. (U.S. Coast Guard 

photo by Petty Officer Third Class Corrie Smith.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 46

DEFENSE OPERATIONS

Coast Guard forces possess the authorities, capabilities,

and capacity to carry out homeland security and defense 

operations, either under Coast Guard control or under the 

control of a Department of Defense (DoD) Combatant 

Commander. The Service provides trained, equipped,

and mission-matched forces in support of Combatant 

Commanders’ initiatives as outlined in the 2008, DoDDHS Memorandum of Agreement. Coast Guard Defense 

Operations missions include: Maritime Interception and 

Interdiction Operations; Military Environmental 

Response; Port Operations Security and Defense 

(including maintaining a Title 10 Reserve force and 

providing Aids to Navigation support for battle-space preparation); Theater Security Cooperation; 

Coastal Sea Control Operations (including providing DoD the only assured access in ice-covered 

and ice-diminished waters); Rotary Wing Air Intercept Operations; Combating Terrorism 

Operations; and Maritime Operational Threat Response Support.

FY 2017 Performance Highlights

• Coast Guard Tactical Law Enforcement Team South conducted 8 deployments onboard U.S. 

Navy and Allied vessels totaling more than 369 days.

• Coast Guard Pacific Tactical Law Enforcement Team conducted 9 deployments onboard U.S. 

Navy and Allied vessels totaling more than 379 days.

• National Capital Region Air Defense Facility crews responded to over 175 active air defense 

missions, maintaining a 100% on-time scramble rate, including 9 launches for reported 

Unmanned Aircraft Systems within the Washington, DC Flight Restricted Zone.

• Deployable Rotary Wing Intercept aircraft, crews, and support personnel deployed 19 times as 

requested by the U.S. Secret Service, providing a record 167 days of restricted airspace defense 

for Presidential Protection or National Special Security Events.

Success Stories

Coast Guard Furthers Strategic Objectives Abroad. Coast Guard Patrol Forces Southwest Asia 

(PATFORSWA) provides near-continuous effective presence in the Northern, Central, and 

Southern Arabian Gulf. Aside from ongoing support to maritime security operations, 

PATFORSWA has proven a critical force multiplier to training and capacity building in the region.

U.S. Coast Guard Port Security Unit 305 personnel 

man a battle position along the shores of Naval 

Station Guantanamo Bay, Cuba on July 19, 2017. 

(U.S. Coast Guard photo by Petty Officer Third Class 

Matthew Masaschi.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 47

In support of U.S. Central Command’s (CENTCOM) Theater 

Security Cooperation mission, PATFORSWA’s 12-member 

Maritime Engagement Team led or participated in exercises and 

Subject Matter Expert Exchanges with more than 1,300 coalition 

partner personnel, improving maritime boarding and law 

enforcement capacity and capabilities for 39 nations across three

Combatant Commands. This Team enhanced the ability of dozens 

of foreign mission partners to establish and sustain maritime 

security and maritime law 

enforcement operations.

While deployed to the CENTCOM Theater, an Advanced 

Interdiction Team of 12 members from the Coast Guard’s 

Maritime Security Response Team (MSRT) participated in the 

largest U.S. Special Operations Command-Central Command 

exercise of its kind. They supported an oil platform assault and 

medical evacuation exercise as they trained the United Arab 

Emirates special forces. This exercise provided an excellent 

opportunity to help build critical partner nation capability while 

enhancing interoperability with U.S. Special Operations 

Command forces.

Answering the Search and Rescue Call. The at-sea experience and expertise among 

PATFORSWA boat crews was instrumental in the successful search for a downed helicopter. 

PATFORSWA facilitated the generation of over 40 search patterns that integrated six U.S. Navy 

Search and Rescue units. The search plan optimized the odds for success; and the process and 

capabilities developed by the Coast Guard were institutionalized by U.S. Naval Forces Central 

Command to facilitate future maritime Combat Search and Rescue operations.

Building Partner Forces of Tomorrow. Coast Guard Deployable Specialized Forces help foreign 

partners build the sustainable capacity they need to address today’s global challenges. Building 

partner capabilities, and enhancing cooperation and interoperability, is a key element in the 

achievement of Coast Guard multi-mission strategic goals.

Multinational exercises are vital to this effort. In FY 2017, Coast Guard Maritime Safety and 

Security Team members deployed in support of SOUTHCOM’s Joint Riverine Training Teams. 

The Team conducted Security Force Assistance operations with U.S. Marine Forces South to help

build partner nation marine and riverine force capabilities for conducting drug and counter narcoterrorism interdiction operations in Belize, Costa Rica, Guatemala, and Panama.

PATFORSWA crew members from USCG 

Cutter Aquidneck conduct a Visit Board 

Search Seizure exercise with the Royal 

Bahrain Navy Ship Muhharraq and USS 

Thunderbolt, Arabian Gulf, August 8, 2017. 

(U.S. Coast Guard photo.)

U.S. Coast Guard, U.S. Special Forces 

personnel, and United Arab Emirates 

personnel participate in joint training 

operations. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 48

The Coast Guard Cutter Alert and Law Enforcement 

Detachment (LEDET) members participated in the North 

American Maritime Security Initiative, a multi-day exercise 

to help stop illegal trafficking in Canada, Mexico, and the 

United States. This exercise took place before Operation 

CARIBBE, a multinational campaign against transnational 

criminal organizations. 

Coast Guard LEDETs and the Coast Guard Cutter Escanaba

participated in UNITAS, the world’s longest-running annual 

multilateral exercise. Coast Guard members strengthened existing regional partnerships and 

encouraged new relationships through exchange of maritime mission-focused knowledge and 

expertise for 14 days in Peru.

The Coast Guard Cutter Winslow participated in 

TRADEWINDS 2017, a 19-nation maritime security and 

disaster response exercise in the Caribbean. 

TRADEWINDS supports the Caribbean Basin Security 

Initiative and U.S. Southern Command’s partner nation 

capacity at the tactical and operational levels.

Coast Guard LEDETs also deployed for Operation 

Junction Rain to support African Maritime Law 

Enforcement Partnerships in five West African nations. 

This program enabled African partners to build maritime 

security capacity and improve maritime 

environment management through real-world 

combined maritime law enforcement operations. 

Phase I, from February through April, focused on the 

countries of Cabo Verde, Togo, Benin, and 

Cameroon. It included the first ever combined 

maritime law enforcement operations between the 

United States and both Togo and Benin. Phase II, 

from August through September, focused on the 

countries of Senegal and Cabo Verde. Phase II resulted in 22 law enforcement boardings, including

a first-ever U.S.-Senegal-Cabo Verde combined maritime operations. 

Increased Rotary Wing Air Intercept Support. Primarily due to the presidential election season, 

the Coast Guard saw an increased demand for Rotary Wing Air Intercept capabilities in FY 2017. 

In addition to providing continual airspace security for the National Capital Region, deployments

increased 230% to support the Secret Service and National Special Security Events. Air Stations 

Atlantic City, New Orleans, Detroit, and Savannah, covered 19 separate deployments for 167 days, 

Coast Guard Ensign Joaquin Reyes participates 

in UNITAS 2017 conducting a maritime law 

enforcement symposium onboard a Peruvian 

Navy vessel, July 16, 2017. (U.S. Navy photo by 

Petty Officer Second Class Michael Hendricks)

Coast Guard Rear Admiral Daniel Abel, director of 

operations for U. S. Southern Command, and U.S. 

Ambassador Linda Swartz Taglialatela, depart 

the opening ceremony for TRADEWINDS 2017, 

Barbados June 6, 2017. (U.S. Coast Guard photo 

by Petty Officer First Class Melissa Leake.)

Coast Guard Law Enforcement Detachment 406 

present a Coast Guard Flag to members of the 

Senegalese Navy during Operation Junction Rain,

September 15, 2017 (U.S. Navy photo by Petty 

Officer Third Class Ford Williams)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 49

requiring 2,672 personnel days away from home station, and Coast Guard aircrew alerts and 

scrambles required in support of Operation Noble Eagle standards were up 500% from the previous 

year. The Coast Guard ensured 100% mission effectiveness throughout the year, despite 

overlapping deployments and emergent maintenance issues.

To further improve Rotary Wing Air Intercept

capabilities, the Coast Guard Deputy Commandant for 

Operations, and the North American Aerospace Defense 

Command, signed the first formally defined and 

consolidated set of mission requirements in the history of 

the mission. In addition to providing a basis for future 

policy and strategy development between DoD and DHS,

this document established the requirement for a Link 

16/Tactical Data Link capability to ensure flight safety 

and enhance mission effectiveness.

The Coast Guard is also continuing work with its air defense partners in the National Capital Region 

and elsewhere to address the growing UAS threat to airspace security and force protection.

FY 2017 Performance Results

Defense Readiness of Major Cutters for DoD Contingency Planning

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

n/a n/a 100.0% 100.0% 99.5% 97.0% 100.0% 100%

Defense Readiness of Patrol Boats for DoD Contingency Planning

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2015

Actual

2017

Actual

2017

Target

2018

Target

n/a n/a 100.0% 100.0% 100.0% 100.0% 100.0% 100%

Defense Readiness of Port Security Units (Deployed)

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

n/a n/a 100.% 100.0% 100.0% 100.0% 100.0% 100.0%

Defense Readiness of Port Security Units (Ready to Deploy)

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

n/a n/a 61.0% 89.0% 57.8% 100.0% ≥ 85.0% ≥ 85%

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

Coast Guard HH65-C Dolphin engages a Civil Air 

Patrol Cessna acting as a "target of interest" during 

a "cross tell" exercise with the New Jersey Air 

Guard. (Photo by Daily Record Reporter William 

Westhoven.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 50

Explanation of Results

In FY 2017, the Coast Guard met or exceeded DoD requirements outlined in the Global Force 

Management Allocation Plan for patrol boats and Port Security Units deployed overseas.

In FY 2017, the availability of major cutters was reduced due to a higher level of dry-dockings 

resulting in a slight decline in major cutter readiness and a corresponding decrease in readiness to 

meet the allocation plan levels.
USCG Fiscal Year 2017 Performance Report Publication Edition Page 51

MARINE TRANSPORTATION SYSTEM MANAGEMENT

The Marine Transportation System Management program ensures a safe, secure, efficient, and 

environmentally sound waterways system. The Coast Guard minimizes disruptions to maritime 

commerce by assessing and mitigating risks to safe navigation, and by providing waterway 

restoration capabilities after extreme weather events, marine accidents, or terrorist incidents. The 

Coast Guard works in concert with other Federal agencies, state, local, and tribal governments, 

marine industries, maritime associations, and the international community to optimize balanced use 

and champion development of the Nation’s marine transportation system.

AIDS TO NAVIGATION

The Coast Guard’s Aids to Navigation (ATON) mission is to mitigate transit risks and promote the 

safe, economic, and efficient movement of military, 

commercial, and other vessels by assisting navigators 

with determining their position, setting a safe course,

and warning them of dangers and obstructions. The 

Coast Guard establishes, maintains, and operates more 

than 48,000 lighted and unlighted buoys and beacons

that mark 25,000 miles of U.S. coastal, intracoastal, and 

inland waters. ATON are set in compliance with 

international standards, such as those promulgated by 

the International Association of Marine Aids to 

Navigation and Lighthouse Authorities. The Coast

Guard is responsible for administration of a nearly equivalent number of Private ATON. To 

augment the physical ATON, the Coast Guard uses the National Automatic Identification System 

(NAIS) to transmit electronic ATON in operationally or environmentally restricted areas to mark 

waterways in situations where it was previously impossible. NAIS is also utilized to facilitate 

efficient and reliable transfer of Marine Safety Information between and among vessels and shore 

facilities. Available Marine Safety Information includes navigation rules; schemes and standards;

support for mapping and charting; and tide, current and pilotage information.

FY 2017 Performance Highlights

• Coast Guard ATON units performed maintenance on 29,295 buoys and beacons throughout the 

Marine Transportation System, including the Western Rivers System.

• Coast Guard ATON units responded to over 7,763 ATON infrastructure discrepancies.

A 49-foot Buoy Utility Stern Loading boat crew from 

Aids to Navigation Team Southwest Harbor performs 

maintenance on a buoy, Aug. 31, 2017 near 

Southwest Harbor, Maine. (U.S. Coast Guard photo by 

Petty Officer Third Class Andrew Barresi.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 52

Success Stories

Electronic Aids During Hurricanes. The Coast Guard leveraged electronic Aids to Navigation 

(eATON) during Hurricanes Harvey, Irma, and Maria. As 

anticipated, many physical aids to navigation were 

damaged or off station because of the storms.

Following Hurricane Harvey, the Coast Guard employed

eATON to provide temporary markings along the Gulf 

Coast where physical ATON were destroyed or damaged. 

The eATON transmitted over NAIS, and could be seen

by any mariner with a radar or electronic charting system 

capable of displaying AIS information.

A portable AIS system was also deployed to the effected 

regions in Texas, as a backup to the NAIS network. This

portable system provided eATON broadcasting in areas 

not covered by NAIS. This contributed to the reopening 

of the Port of Aransas, Texas several days earlier than 

anticipated.

Capitalizing on lessons learned from Hurricane Harvey, 

and in anticipation of Hurricanes Irma and Maria, the Coast Guard utilized eATON around critical 

U.S. waterways in each hurricane’s path. In total, the Coast Guard established 301 eATON in 

Puerto Rico, in waterways from Key West to Tampa, Florida, and up the eastern seaboard to 

Charleston, South Carolina.

The eATON capabilities made available by the Coast Guard contributed to safe navigation, while 

buoy tenders and ATON teams repaired and reconstituted the physical ATON constellation. As the 

Coast Guard works diligently with international, interagency, and industry stakeholders to pioneer 

the future of navigation, eATON is already playing a critical role in making U.S. waters safer, more 

efficient, and more resilient.

FY 2017 Performance Results

Availability of Maritime Navigation Aids

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

98.3% 98.2% 98.2% 97.7% 97.7% 97.5% ≥ 97.5% ≥ 97.5%

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

Coast Guard Cutter Hatchet crewmembers 

construct a channel marker to maintain Aids to 

Navigation in the Houston Shipping Channel near 

Galveston, Texas, Sept. 1, 2017. (U.S. Coast Guard 

photo by Petty Officer Second Class Paul Krug.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 53

Explanation of Results

Short-range federal Aids to Navigation were available 97.5% of the time in FY 2017. This 

performance met the same-value target for the year, which is derived from standards established 

by the International Association of Marine Aids to Navigation and Lighthouse Authorities.

Aid Availability in FY 2017 met its FY 2017 target; however, it was lower than any result in the 

previous five years. Several factors contributed to the decline, including the impacts of Hurricanes 

Harvey, Irma, and Maria; specifically, availability was below target in those Districts most affected 

by the storms; 97.2% in District Seven and 95.3% in District Eight.

Fireman Garret McCorkle and Petty Officer 3rd Class Charles Fox work a buoy needing replacement from Hurricane Irmagenerated winds and waves, Sept. 16, 2017. (U.S. Coast Guard photo by Petty Officer Second Class Dustin R. Williams.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 54

ICE OPERATIONS

Coast Guard Icebreakers, in cooperation with the 

Canadian Coast Guard, keep the Great Lakes and 

Northeastern U.S. connecting waterways open for 

commercial traffic, assist vessels transiting ice-filled 

waterways, and prevent ice-related flooding. The 

International Ice Patrol promotes safe navigation by 

monitoring icebergs and broadcasting the iceberg 

geographical limit to vessels transiting the North 

Atlantic between North America and Europe. Coast 

Guard Polar Icebreakers support national security and 

sovereignty in the Polar Regions, are used to 

determine and demonstrate the extent of U.S. 

Extended Continental Shelf claims, enforce U.S. laws 

and international treaty obligations, and provide a 

science platform in the Arctic region for obtaining 

vital ecological and geographic data necessary to protect U.S. Arctic marine environment and 

resources. In the Antarctic, the Coast Guard annually supports Operation Deep Freeze, the U.S. 

military’s contribution to the National Science Foundation’s scientific research mission.

FY 2017 Performance Highlights

• Identified and tracked 1,004 icebergs in the North Atlantic shipping lanes, extending a 106-

year perfect safety record of preventing ship-iceberg collisions.

• Conducted more than 5,300 hours of icebreaking to support movement of dry bulk and liquid 

cargoes valued at over $1.5 billion through ice-impeded waters of the Great Lakes and the 

Eastern Seaboard.

Success Stories

International Ice Patrol Supports Historic Coast Guard Transit. 2017 marked the 60th

anniversary of the transit by three Coast Guard Cutters and a Canadian ship of the Northwest 

Passage, the sea route that connects the Atlantic and Pacific Oceans through the Canadian Arctic 

Archipelago. In August 2017, the crew of the Coast Guard Cutter Maple replicated the feat. The 

225-foot seagoing buoy tender, whose homeport is in Sitka, Alaska, completed the 45-day voyage 

through the Northwest Passage while en route to dry dock in Baltimore, Maryland.

The Maple’s voyage provided an opportunity to support scientific research and aid understanding 

of marine species in this remote part of the world. The Maple’s crew deployed sonographic buoys 

used to record the acoustic sounds of marine mammals and assisted in analyzing data retrieved 

from the buoys.

The Coast Guard Cutter Healy, a medium icebreaker, 

sits in the Chukchi Sea off the coast of Alaska during an 

Arctic deployment in support of scientific research and 

polar operations, Saturday, July 29, 2107. The Coast 

Guard’s leadership role in providing a continued Arctic 

presence is essential to national security, maritime 

domain awareness, freedom of navigation, U.S. 

sovereign interests and scientific research. (U.S. Coast 

Guard photo by Petty Officer Second Class Meredith 

Manning.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 55

Maple’s successes would not have been possible without 

the assistance of the Coast Guard International Ice Patrol.

Utilizing a novel idea and their unique resources, 

members of the International Ice Patrol developed an 

iceberg-warning chart for Baffin Bay, a body of water 

southwest of Greenland not usually navigable because of 

ice cover, high density of floating ice, and icebergs. The 

warning chart ensured that Maple could safely navigate 

without incident. It also marked the first time in the 

International Ice Patrol’s 104-year history that satellitereconnaissance was used as the sole source for iceberg 

warning information.

FY 2017 Performance Results

Percent of Time High-Priority Waterways in Great Lakes and Eastern Seaboard Open during Ice Season

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

100.0% 99.3% 85.5% 81.9% 100.0% 99.9% ≥ 95.0% ≥ 95.0%

Explanation of Results

Keeping Tier 1 waterways open to waterborne commerce is essential to public health and safety

and the economies of the Great Lakes and Northeast. Coast Guard icebreaking operations prevented 

all but two brief closures in FY 2017, leading to the 99.9% result that spanned three Coast Guard 

Districts, and exceeded the established target of 95%.

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

Crew members aboard Coast Guard Cutter Maple 

stand lookout watch in the Arctic Ocean 

approximately 100 miles east of Barrow, Alaska, 

July 25, 2017. (U.S. Coast Guard photo by Petty 

Officer Second Class Nate Littlejohn.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 56

WATERWAYS MANAGEMENT

The Waterways Management program fosters a safe, secure, 

resilient, and environmentally sound marine transportation 

system, and it leverages other federal agencies, harbor safety 

committees, pilots, port authorities, and other industry and 

waterway stakeholders to support this mission. The Coast 

Guard works closely with the U.S. Army Corps of 

Engineers, National Oceanic and Atmospheric 

Administration (NOAA), Marine Board of the 

Transportation Research Board, the Committee on the 

Marine Transportation System, and regional Federal Advisory Committee Act bodies. Waterways 

management encompasses Vessel Traffic Services, which minimize safety risks in the most 

congested ports by monitoring and coordinating vessel traffic; Great Lakes Pilotage, which ensures 

navigational safety on the Great Lakes by regulating pilotage for foreign trade vessels; and Coastal 

and Marine Spatial Planning, which collaborates with other federal agencies and stakeholders to 

support the balanced use of national waters in forums such as regional planning bodies created by 

the President’s National Ocean Policy.

FY 2017 Performance Highlights

• Coast Guard waterway managers reviewed over 3,600 Marine Event permit applications and 

conducted over 10,000 waterway management activities, including harbor surveys, vessel 

traffic management, and coordination of safety and security zones.

• Great Lakes Registered Pilots completed over 4,203 pilotage assignments, safely moving 

nearly 39 million metric tons of cargo.

Success Stories

Coast Guard and Its Partners Clear Critical Waterways After Hurricane Maria. Following 

Maria’s September 20, 2017 landfall, the most intense storm in Puerto Rico since 1928, Puerto 

Rico suffered widespread damage to buildings, 

infrastructure and supply chains. Flooding, high winds, and 

storm surge left critical ports without power and paralyzed 

from debris, shoaling, and damaged infrastructure. Days 

later, all ports of Puerto Rico remained closed by the Coast 

Guard and Puerto Rico-bound shipments were being held at 

their last in-transit seaport. Reopening the ports to allow for 

the flow of humanitarian aid was a primary goal of Coast

Guard waterways managers.

Restoring maritime commerce was also essential. Puerto 

Rico is a regional hub for healthcare and life sciences companies, with 12 of the 20 top 

Coast Guard protects “Old Ironsides” during 

turnaround voyage in Boston Harbor. (U.S. 

Coast Guard photo by Petty Officer Third Class 

Andrew Barresi.)

Coast Guard member catalogs a sunken vessel 

in Puerto Rico waterway. (U.S. Coast Guard 

photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 57

pharmaceutical and medical device companies having manufacturing plants on the island. The Port 

of San Juan’s top exports in 2017 were medicines; plasma, vaccines, and blood; and medical 

instruments.

At the request of the Coast Guard, NOAA sent its mobile integrated survey team, with its quickinstall side-scan/singe-beam sonar kit. The Team worked with Coast Guard waterways managers 

to address the most pressing needs of the island, including conducting emergency hydrographic 

surveys in the Port of Arecibo, a key fuel and chemical port. Also at the request of the Coast Guard, 

NOAA Ship Thomas Jefferson was dispatched to Puerto Rico. It deployed its launches in the Port 

of Ponce to survey the deep draft channel, a crucial step to its re-opening.

The Coast Guard and partners stood up an Emergency Support Function 10 command post to 

oversee the assessment, mitigation, and removal of sunken vessels and hazardous substances. In 

addition to the Coast Guard, team members included representatives from the Environmental 

Protection Agency, the U.S. Fish & Wildlife Service, the Puerto Rico Environmental Quality 

Control Board, and the Puerto Rico Department of Natural & Environmental Resources. The 

Captain of the Port of San Juan and his team worked around the clock to get these port assessments 

completed and the port opened as soon as it was safe to do so. By October 2, 2017, the Ports of San 

Juan, Ponce, Charlotte Amalie in St. Thomas, and all the other key affected ports were open, though 

some with restrictions.

FY 2017 Performance Results

Annual Number of Navigational Accidents

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

1,925 1,779 1,782 1,606 1,217 990 ≤ 1,890 ≤ 1,822

5-Year Average Number of Navigational Accidents

2012

Actual

2013

Actual

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2017

Target

2018

Target

1,972 1,910 1,894 1,788 1,662 1,475 ≤ 1,890 ≤ 1,749

NOTE: Negative Slope indicates improved performance

Explanation of Results

Navigational accidents, consisting of distinct collision, allision (vessel striking a fixed object), and 

grounding events, provide a proxy measure of Waterways Management effectiveness in preventing 

disruptions to commerce; they can and often do result in waterway closures.

There were 990 navigational accidents reported in FY 2017, nearly 19% fewer than the updated 

and revised number of 1,217 recorded last year and substantially fewer than the five-year average 

2012 2013 2014 2015 2016 2017

Year-to-Year Trend

2012 2013 2014 2015 2016 2017

Year-to-Year Trend
USCG Fiscal Year 2017 Performance Report Publication Edition Page 58

of 1,475. Groundings accounted for more than half (52.3%) of FY 2017 navigational accidents, 

while collisions accounted for just 9.9%. Groundings have been decreasing faster than other 

navigational accidents, declining 37% between FY 2015 and FY 2017. This is likely due to revised 

reporting criteria promulgated in 2015 making “bump-and-go” groundings (a less severe, 

momentary grounding) non-reportable.

Just over 75% of the FY 2017 navigational accidents involved uninspected vessels, the majority of 

which were towing vessels or barges. These vessels will become subject to inspection with the 2018

implementation of 46 Code of Federal Regulations Subchapter M.
USCG Fiscal Year 2017 Performance Report Publication Edition Page 59

BRIDGE PROGRAM

The Coast Guard collaborates with federal, state, local, and tribal agencies, industry, and other 

stakeholders to ensure that over 20,000 bridges and causeways spanning the navigable waters of 

the United States do not unreasonably obstruct navigation. Coast Guard statutory authority to carry 

out the bridge program can be found in several federal statutes, and the program regularly supports

marine safety, aids-to-navigation, and ports, waterways, and coastal security missions throughout 

the Nation. Bridges are defined as assets within DHS’ Transportation Systems Sector, and the 

National Data Base lists certain railroad bridges as critical infrastructure.

The Program’s day-to-day responsibilities include issuing permits; establishing bridge lighting and 

marking requirements; approving drawbridge schedules; investigating bridges that may be 

unreasonably obstructive; monitoring rehabilitation, repair, maintenance and construction 

activities; and managing design construction and funding for Truman-Hobbs projects.

FY 2017 Performance Highlights 

• Issued 30 bridge permits with a total project cost of $2.82 billion. 

Success Stories

Permit Approved for Critical Hurricane Evacuation Route Bridge. The Coast Guard approved 

construction of a $398.5 million Pensacola Bay Bridge replacement project across Pensacola Bay. 

Constructed in 1960, the current Pensacola Bay Bridge is nearing the end of its anticipated lifespan. 

The last inspection found the bridge to be functionally obsolete and structurally deficient. The 

bridge is an important east-west transportation corridor (U.S. Route 98) and a primary hurricane 

evacuation route for the Florida Panhandle.

The replacement bridge has modified vertical and horizontal clearances that will better facilitate 

commercial and recreational vessel traffic around Pensacola Bay and the Gulf Intracoastal 

Waterway. It will allow increased vehicle capacity and have accommodations for bicycles and 

pedestrians. The new Pensacola Bay Bridge is expected to be completed in mid-2020.

Pensacola Bay Bridge design. (Florida Department of Transportation illustration).
USCG Fiscal Year 2017 Performance Report Publication Edition Page 60

ARCTIC PROGRAM

The United States has been an Arctic Nation since 1867, when it purchased Alaska from Russia for 

$7.2 million. The U.S. has significant equities in the region, and the Coast Guard is responsible 

for ensuring safe, secure, and environmentally responsible maritime activity throughout this 

domain. This includes exercising maritime sovereignty and maintaining persistent maritime 

domain awareness in the Arctic; providing effective maritime border control; overseeing and 

ensuring the safety of maritime activities; protecting natural resources; providing governance 

regimes; and supporting collaborative engagement that safeguards U.S. Arctic interests and 

promotes cooperative effort in forums such as the Arctic Council, the International Maritime 

Organization, and Inuit Circumpolar Council.

FY 2017 Performance Highlights 

• Coast Guard air and surface assets deployed in the Arctic led or took part in 23 SAR cases and 

saved or assisted 29 persons.

• During Arctic Shield, deployed five cutters as well as fixed wing and rotary-wing air assets 

throughout four-month annual operation. Conducted ice rescue training to first responder 

personnel in 7 cities, performed 51 safety and compliance examinations on Nome gold dredge 

vessels, completed 22 waterfront facility inspections in remote areas, performed 35 commercial 

fishing vessel inspections, and performed 12 commercial vessel inspections.

Success Stories

Arctic Coast Guard Forum Search and Rescue Exercise Conducted. In September 2017, the 

Coast Guard participated in ARCTIC GUARDIAN, a jointsearch and rescue exercise in Reykjavik, 

Iceland with other members of the Arctic Coast Guard Forum.

Launched in 2015, the Arctic Coast Guard Forum is an independent, informal organization not 

bound by treaty, whose purpose is to foster safe, secure, and environmentally responsible maritime 

activity in the Arctic. Partner nations include: Canada, Denmark, Finland, Iceland, Norway, 

Sweden, the Russian Federation, and the United States.

The Forum provides an expedient platform for multilateral cooperation and coordination. If 

something happens in the Arctic region, it may take days for help to arrive and accidents could 

affect sensitive arctic ecosystems. Cooperation is crucial to securing the safety of people and the 

environment. 

ARCTIC GUARDIAN tested cooperation, coordination, and communication across all eight 

partner nations’ Rescue Coordination Centers, using a scenario where a fictional cruise line 

operator lost communications with their cruise ship while the ship transited the Denmark Strait 

from Greenland to Iceland. Air and maritime units from Canada, Denmark, Iceland, and the United 

States, and a Norwegian vessel, were dispatched to the ship’s last known position; and over the 
USCG Fiscal Year 2017 Performance Report Publication Edition Page 61

course of the day, succeeded in locating exercise life rafts by successfully communicating and 

coordinating their operations.

ARCTIC GUARDIAN provided an excellent first step toward achieving more concrete and closer 

cooperation between the member states, and established a sound basis for developing further joint 

exercises. Future annual operations and tabletop exercises are planned.

Caption (Left to Right): Multipurpose Offshore Patrol Vessel Icgv Thor (Iceland), Frigate HDMS Vaedderen (Denmark), Medium 

River Icebreaker CCGS Pierre Radisson (Canada), Medium Endurance Cutter Spencer (United States), and Offshore Patrol Vessel 

Nocgv Andenes (Norway) sail in formation during exercise ARCTIC GUARDIAN 2017. (U.S. Coast Guard photo by Petty Officer 

Third Class Frank Iannazzo Simmons.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 62

COAST GUARD INTELLIGENCE

The Coast Guard is a member of the Intelligence Community (IC), a group of 17 Executive Branch 

departments and agencies that work together and separately to conduct intelligence activities 

necessary to conduct foreign relations and protect our national security. 

Roles and responsibilities of the Intelligence Community and its 

members are defined in Executive Order (EO) 12333. As a community 

member, Coast Guard Intelligence produces and disseminates

intelligence products that support other national intelligence and federal 

law enforcement agencies, the Department of Homeland Security 

(DHS), and the National Command Authority. In addition to the 

authority prescribed in EO 12333, the Coast Guard collects information 

of potential intelligence value using its law enforcement and regulatory authorities. Coast Guard 

Intelligence provides decision advantage, knowledge about adversaries, threats, and the 

surrounding environment. Coast Guard Intelligence provides essential mission support to Coast 

Guard tactical and operational commanders, and to senior Coast Guard leaders in their strategic 

management and policy-making roles. 

FY 2017 Performance Highlights

• Published 3,395 Field Intelligence Reports (FIR), of which 853 satisfied national level 

Intelligence Community Collection Requirements and were converted into Intelligence 

Information Reports (IIR) and published to partner agencies in the intelligence community.

• The ICC Geospatial Intelligence Department’s support to maritime working groups provided 

actionable geospatial intelligence tied to 126 drug events that contributed to the removal of 

35,630 pounds of marijuana, with a street value of over $16 million.

• Coast Guard Foreign Disclosure Program favorably approved 3,526 foreign disclosure requests 

supporting bilateral and multilateral operations and cooperation, spanning nearly all Coast 

Guard statutory missions, and ranging from disclosure of the most sensitive intelligence 

products to the sale and transfer of high-value defense articles and services, e.g., the sale of the 

Coast Guard Cutter Morgenthau to Vietnam in May 2017.

Success Stories

Intelligence Coordination Center (ICC) Answering the Call. During the 2017 hurricane season, 

the ICC demonstrated its ability to perform not just its intelligence-related responsibilities but also 

served as a force multiplier to facilitate the Coast Guard’s response efforts. Specifically, as 

thousands of distress calls overwhelmed the National Command Center on the morning of August 

28, 2017, the Commandant's Intelligence Plot (CIP) portion of the ICC was the first entity outside 

the National Command Center and Incident Management Team chains of command to render 

critical assistance for those impacted by Hurricane Harvey. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page 63

Plot members served as a central point for data entry to relay information from thousands of calls 

taken by the NCC watchstanders down to responders in Houston, ensuring lifesaving operations 

were directed to the most critical needs. In addition, the CIP coordinated, built, and delivered daily 

intelligence briefings to the Commandant by fusing law enforcement intelligence, geospatial 

intelligence, and Intelligence Community reporting. These briefings provided the Commandant 

with a unique perspective on the strategic implications of Hurricane Harvey in terms of energy 

impacts, international engagement, and assessments of maritime critical infrastructure. At the same 

time, the CIP built a collection plan using social media to monitor for indications and warnings of 

civil unrest for the visibility of Coast Guard senior leadership.

For five weeks, the ICC Geo-Spatial Intelligence (GEOINT) also supported the Coast Guard’s

response efforts. Support began in Texas and Louisiana with historic flooding caused by Hurricane 

Harvey. Analysts deployed to the Houston Emergency Operations Center in Texas and Maritime 

Intelligence Fusion Center Atlantic to provide GEOINT subject matter expertise, support, 

coordination, and information de-confliction for the event. Before Harvey support had wrapped up, 

the GEOINT team turned their attention to the Caribbean and Florida, for Hurricane Irma. 

Hurricane Jose was then monitored closely as it slowly worked its way up the eastern seaboard.

After Hurricane Maria made landfall, the ICC GEOINT fully engaged to support Puerto Rico and 

the U.S. Virgin Islands with pre and post-storm assessments, responding to requests for information 

that included over 87 targets of interest. 

In total, ICC GEOINT accessed 3,750 images, creating 85 imagery products, and 43 geospatial 

products against more than 120 targets in ten states, territories, and countries prior to and during 

hurricane response efforts. Pre-storm products included hurricane tracks overlaid with Coast Guard 

units, predicative storm surge modeling, data mapping, and critical infrastructure key resource data 

overlays. Post-landfall geospatial mapping products included flood inundation modeling based on 

rainfall amounts, the plotting of 911 rescue call data, emergency shelter locations, and crime 

reporting, overlaid with Coast Guard units. Post-storm, the damage assessment and flood extent 

work began in earnest, utilizing imagery collected from numerous airborne and space-based 

sensors. ICC GEOINT imagery analysts assessed every Coast Guard unit, critical infrastructure 

and key resource, ports, major waterways, dams and levees, transportation routes, and public 

utilities.

The imagery was provided to Coast Guard decision-makers at all levels and with the Secretary of 

the Department of Homeland Security’s briefing staff to be included in Secretarial-level storm 

update briefings. Products were further shared with Federal Disaster Response partners at the 

National Reconnaissance Office, Federal Emergency Management Agency, Customs and Border 

Protection Air and Marine Operations Center, and U.S. Northern Command (NORTHCOM), 

providing a critically needed common understanding of the operating environment to ensure the 

proper prioritization of support to affected areas. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page 64

Expanding Arctic Interests. In June 2017, ICC analysts participated in the 2017 Arctic 

Intelligence Forum (AIF) in Ottawa, Canada, an event hosted by the North American Aerospace 

Defense Command, U.S. Northern Command, and the Canadian government. The forum, 

conducted annually, provides Arctic analysts in the Intelligence Community a valuable opportunity 

to share information, make new partnerships, and to gain knowledge about the efforts of the rest of 

the Arctic Community of Interest. ICC briefed a recently published ICC Arctic intelligence 

assessment, which informed U.S., Canadian, and Norwegian counterparts; and led to a valuable 

group discussion that helped identify gaps and define future opportunities for information sharing 

and analysis on important Arctic issues. 

Safeguarding our Natural Resources. Working with international partners to save critical fish 

stocks, the Coast Guard deployed intelligence 

analysts to four Quadrilateral Defense 

Partnership and Forum Fisheries Agency 

regional maritime surveillance and fisheries 

enforcement operations in the Western, 

Central, and South Pacific. Analysts integrated 

into the operations’ multinational command 

centers and provided data fusion, maritime 

domain awareness, network analysis, and 

development of intelligence resources and 

methodologies for 17 Pacific Island Nations. During Operation NASSE (French word for fish trap), 

intelligence cued 27 boardings that resulted in 29 fisheries citations. Participation in this operation

advanced Coast Guard relationships with international partners and reinforced deterrence in the world’s

most lucrative tuna fisheries, now threatened by illegal catch. 

Partnership with DoD Identifies Sanction Violations. After receiving an interagency request for 

vessel tracking support, Coast Guard Coastwatch monitored a vessel that had disabled its 

Automated Identification System near Cyprus and proceeded to the port of Baniyas in Syria. The 

vessel’s actions violated sanctions previously imposed by the United States. As a result, the U.S.

seized approximately $2.6 million as penalty from a Russian-based company for the sanctions 

violation.

Innovating Support to Critical Incidents: On March 2, 2017, the Tug Austin C Sattoon collided

with the Racine Lock on the Ohio River. The tug was pushing three barges carrying 30,000 gallons 

of oil down the river when the incident occurred, and the barges broke free from the tug and drifted

down stream with the current. Fearing a major oil spill, Sector Ohio River immediately stood up 

an Incident Management Team, and Coast Guard District Eight stood up the District Response 

Advisory Team.

LT Anna Sanders and IS2 Brenda Tejada deployed to the Joint 

Command Centre in Wellington New Zealand during Operation 

NASSE. Operation NASSE participants included the French Navy, 

Australia Fisheries Management Authority, New Zealand 

Ministry for Primary Industries, New Zealand Navy, and US 

Coast Guard. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 65

Once the Intelligence Coordination Center (ICC) received the incident notification, it immediately 

requested commercial imagery collection over the 

impacted area. The timely collection, exploitation, and 

dissemination of this imagery provided by ICC enhanced 

situational awareness for the operational command and

confirmed that there was no marine pollution. The ICC’s 

products saved the Coast Guard from having to launch an 

air asset to monitor the situation, while expediting the 

remediation of the incident and the re-opening of this 

critical waterway.

Stopping Smuggling Worldwide. Spanish Customs,

through U.S. Customs and Border Protection (CBP), requested Coast Guard support for a potential 

narcotics smuggling event from Colombia destined for Spain. Specifically, CBP requested 

historical track lines of the vessel’s movements and cargo onboard for the last 180 days to identify 

a nexus to known smuggling ports. Additionally, Coast Guard Coastwatch screened approximately 

2,000 manifests and vetted approximately 1,750 containers for potential links to transnational 

organized crime by the shipping companies, consignees, notifying parties, and receiving parties 

that resulted in negative results. Furthermore, Coastwatch monitored cargo movements from the 

target vessel’s departure from Colombia to its arrival in in Spain. The vessel and its cargo were 

cued for targeting upon its arrival. The search led to the seizure of 108 kilograms of cocaine valued 

at $8.3 million. 

Drugs seized. (U.S. Coast Guard Coastwatch photo.)

Racine Lock area showing position of the Sattoon 

casualty. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 66

INTERNATIONAL AFFAIRS 

The Coast Guard is a unique instrument of national power that promotes global maritime 

governance in support of U.S. national security, homeland security, and foreign policy objectives. 

The Coast Guard also pursues meaningful international engagement activities that enhance its own 

operations. This is accomplished through a robust 

foreign visits program, key leader engagements 

with senior maritime and government officials from 

around the world, and subject matter expert 

exchanges with partner nations. The Coast Guard 

conducts maritime assessments of partner nations 

and provides a diverse set of training and technical 

services. Using resident training programs at 

training facilities and exportable Mobile Training 

Teams, the Coast Guard assists partner nations in 

strengthening their maritime service capacity and 

professionalism. Through the Excess Defense 

Articles and Foreign Military Sales programs, the Coast Guard transfers assets, associated 

sustainment, and training to partners nations to support their maritime missions. 

FY 2017 Performance Highlights 

• Hosted 3,225 visits from 165 countries.

• Provided resident technical and professional military education and training to 249 

international; military students from over 75 countries.

• 67 Mobile Training Teams provided training to 32 countries.

Success Stories

Comprehensive Security Sector Assistance Priority Engagements. 

In FY 2017, the Coast Guard advanced United States’ national interests and Coast Guard

operational equities in seven comprehensive security sector assistance countries with the goal of 

strengthening maritime governance and security. The countries were El Salvador, Honduras, 

Indonesia, Liberia, Philippines, Saudi Arabia, and Vietnam. 

Vietnam

The Coast Guard relationship continued to be the centerpiece of the U.S. military-to-military 

relationship with Vietnam. In May 2017, the U.S. Coast Guard transferred the first 378-foot high 

endurance cutter to the Vietnam Coast Guard. This was the first of a defense article to Vietnam 

Members of Maritime Safety and Security Teams Los 

Angeles and New York take a photo with Belize Defense 

Force Special Boat Unit after conducting 19 days of mobile 

training in Ladyville, Belize. (U.S. Coast Guard photo by 

Chief Warrant Officer John Rose.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 67

since the lifting of the lethal weapons ban in 2016. Further, the Coast Guard hosted the Vietnam 

Minister of Defense along with the Commander of the Vietnam Coast Guard at U.S. Coast Guard

Headquarters to affirm the strong collaboration between the U.S. Coast Guard and Vietnam Coast 

Guard. The Coast Guard continued its technical assistance programs to Vietnam with the delivery 

of the first tranche of Metal Shark boats and Coast Guard mobile and in-residence training courses.

Philippines

The Coast Guard continued to develop training and technical assistance solutions to support the 

2016 transfer of the third High Endurance Cutter to the Philippines. The Coast Guard also began 

implementation of a $4.6M interagency agreement with the Philippines Bureau of International 

Narcotics and Law Enforcement Affairs (INL). Throughout FY 2017, the Coast Guard sent 34 

Philippine students to Training Center Yorktown at various “A” schools and assisted with an 

organizational development plan to grow the INL from 10,000 to 14, 500 over the next five years.

Finally, three candidates from Philippines were offered appointments to the U.S. Coast Guard

Academy for the Class of 2021.

El Salvador

The Coast Guard began training efforts in El Salvador to increase their maritime law enforcement 

and interdiction capabilities. The Coast Guard also selected and trained a Maritime Advisor to 

support these efforts. 

Western Hemisphere

Mexico

The Coast Guard advanced its relationship with the Mexican Secretaría de Marina (SEMAR) via 

key leader engagements and the Coast Guard–SEMAR Summit. The Commandant visited Mexico 

in July 2017, and set the foundation for the Coast Guard-SEMAR staff talks, hosted by the Coast 

Guard in Alameda, CA, in November 2017. Progress on mutual goals included: a Captain of the 

Port and “Coast Guard-like functions” development plan; agreements on planned operations, 

communications, and protocols for law enforcement activity; proposals for implementing the Coast 

Guard-SEMAR Information Sharing memorandum of understanding; a roadmap for delimiting 

Mexico’s Search and Rescue regions; and a plan for wide ranging initiatives for training, education, 

exercises, and subject matter expert exchanges.

Central America (CENTAM) Plan

A Coast Guard Integrated Planning Team (IPT) was established to develop a whole-of-Coast Guard 

CENTAM Plan. The purpose of the plan is to implement the Coast Guard’s Western Hemisphere 

Strategy in Central America and to leverage all tools at the Coast Guard’s disposal to combat 

transnational criminal networks. In FY 2017, the CENTAM IPT developed and received approval 
USCG Fiscal Year 2017 Performance Report Publication Edition Page 68

on the CENTAM Plan Mission Statement, End-States, Lines of Effort, and most importantly, 

country prioritization. 

Europe

Republic of Georgia

With the assistance of Department of State, Bureau of Export Control, and the Coast Guard, the 

Republic of Georgia achieved full operational capability of their Joint Maritime Operations Center 

(JMOC) located in Supsa. The JMOC supports Georgian security by integrating the efforts of 

several ministries at all phases of the maritime threat identification and response spectrum. 

Activities now occur daily at the JMOC to track vessels, examine anomalies, and identify threats. 

As of September 2017, the JMOC staff includes officials from six ministries/agencies. 

Ukraine

Following almost two years of effort and hampered by ongoing conflict in Crimea, the Coast

initiated implementation of a multi-year plan (outlined in a maritime needs assessment funded by 

Department of State) to assist the Ukraine Coast Guard (UACG) with its modernization efforts. In 

June 2017, a senior delegation from the State Border Guard Service (UACG is a component), 

visited Coast Guard Headquarters, Coast Guard Training Center Yorktown, Coast Guard Sector 

Hampton Roads, and Coast Guard Station Milford Haven. The Coast Guard demonstrated to 

Ukrainian leadership how to effectively build an enhanced maritime entity to support new realities 

in the Black Sea region. As detailed in the multi-year plan and as a result of the visit, the Coast 

Guard will further its effort to assist the UACG with human resources development, training, fleet 

maintenance, and infrastructure development.

International Forums.

Arctic Coast Guard Forum

In March 2017, and in furtherance of the Coast Guard’s 

Arctic Strategy, the Coast Guard hosted the Arctic Coast 

Guard Forum in Boston and transferred the chair to 

Finland. Principals from Canada, Denmark, Finland, 

Iceland, Norway, the Russian Federation, and Sweden, 

representing agencies that serve similar functions in the 

Arctic region, met in Boston in March 2017, to advance 

their practical cooperation in the Arctic. In September 

2017, the Forum held its first ever search and rescue 

exercise in Iceland. The exercise included five ships, two helicopters, and one U.S. Navy

ADM Zukunft and Lieutenant General Jaakko 

Kaukanen, Chief of the Finnish Border Guard at the 

conclusion of the last Arctic Coast Guard Forum 

Meeting. (U.S. Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 69

P-8. In three years, the Forum has become the most effective, strategically and 

operationally focused environment for the Coast Guard with the eight Arctic nations. 

North Pacific Coast Guard Forum and Coast Guard Global Summit

The Japan Coast Guard hosted the 18th annual North Pacific Coast Guard Forum in September

2017, in Tokyo, Japan. Vice Admiral Fred 

Midgette, U.S. Coast Guard Pacific Area 

Commander, served as the Coast Guard Head of 

Delegation. He met with the other heads of 

delegations during the Forum and separately in 

bilateral meetings to discuss mutual interests like 

fisheries enforcement, search and rescue, 

environmental response, joint training 

opportunities, and Arctic operations. The North 

Pacific Coast Guard Forum Working Groups 

convened simultaneously and discussed priorities 

and progress, and out-briefed at the Plenary. 

The Coast Guard spearheaded and promoted changes to the North Pacific Coast Guard Forum

Memorandum of Cooperation Organizational Framework Annex to shift the order of meetings and 

the structure of correspondence at future Summits and Experts meetings. The shift will provide 

opportunities for reporting and feedback between Heads of Delegation and Working Groups to 

increase visibility of efforts and accountability of progress. This proposal was well received by the 

Heads of Delegation at the Plenary and was implemented in Working Group plans. 

The first Coast Guard Global Summit took place on the heels of the Forum and showcased multinational operations around the world while highlighting the value of maritime service cooperation.

Maritime Security Cooperation Working Group

In August 2017, the Coast Guard hosted over 150 participants, including senior executives from 

the Department of Defense, and Department of State for the third annual 

Maritime Security Cooperation Working Group. Hosted at Coast Guard 

Headquarters, the theme was “Transregional challenges and best practices 

in planning and executing maritime security cooperation,” which 

highlighted seams, gaps, and opportunities regarding the challenges 

outlined in the 2016 National Military Strategy. The Working Group

also brought together maritime security cooperation practitioners 

from the Coast Guard, U.S. Navy, and U.S. Marine Corps regional 

components, headquarters staff, and other maritime stakeholder 

organizations in order to facilitate an integrated maritime approach to security coorperation

Participants at the 18th Annual North American Coast 

Guard Forum held in Japan, September 2017. (U.S. 

Coast Guard photo.)
USCG Fiscal Year 2017 Performance Report Publication Edition Page 70

as outlined in the 2013 Maritime Security Cooperation Policy. This working group is a 

critical coordination mechanism among the three sea services, driving meaningful 

recommendations and solutions to security cooperation challenges in the maritime domain.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-1

Appendix – PERFORMANCE MEASURE DEFINITIONS

MARITIME SECURITY OPERATIONS

Percent reduction of all maritime security risk subject to USCG influence A-2

Percent reduction of maritime security risk—USCG consequence management A-3

Percent reduction of maritime security risk —USCG terrorist entry prevention A-4

Percent reduction of maritime security risk—USCG WMD entry prevention A-5

MARITIME LAW ENFORCEMENT

Number of undocumented migrants attempting to enter U.S. by maritime routes A-6

Number of undocumented migrants attempting to enter U.S. by maritime routes interdicted A-7

Migrant interdiction effectiveness in the maritime environment A-8

Percent undocumented migrants attempting to enter U.S. by maritime routes interdicted by USCG A-9

Metric tons of cocaine removed A-10

Removal rate for cocaine from non-commercial vessels in maritime transit zone A-11

Fishing regulation compliance rate A-12

Percent of federal fisheries found in compliance with laws and regulations A-13

Number of detected incursions of foreign fishing vessels violating U.S. waters A-14

Interdiction rate of foreign fishing vessels violating U.S. waters A-15

MARITIME PREVENTION

Annual MTSA facility compliance rate with transportation worker ID credential regulations A-16

Security compliance rate for high risk maritime facilities A-17

Annual number of breaches at high risk maritime facilities A-18

Annual number of serious marine incidents A-19

3-yr average number of serious marine incidents A-20

Annual number of commercial mariner deaths and critical, serious & severe injuries A-21

3-yr average number of commercial mariner deaths and critical, serious & severe injuries A-22

Annual number of commercial passenger deaths and critical, serious & severe injuries A-23

3-yr average number of commercial passenger deaths and critical, serious & severe injuries A-24

Annual number of recreational boating deaths A-25

3-yr average number of recreational boating deaths A-26

Annual number of recreational boating deaths and injuries A-27

3-yr average number of recreational boating deaths and injuries A-28

Annual number of chemical discharge incidents A-29

3-yr average number of chemical discharge incidents in the maritime environment per 100 million tons shipped A-30

Annual number of oil spills>100 gallons A-31

3-yr average number of oil spills in the maritime environment per 100 million tons shipped A-32

MARITIME RESPONSE

Percent of people in imminent danger saved in the maritime environment A-33

Percent of time rescue assets are on-scene within 2 hours A-34

Percentage of property “in danger of loss” saved A-35

DEFENSE OPERATIONS

Defense readiness of major cutters for DoD contingency planning A-36

Defense readiness of patrol boats for contingency planning A-37

Defense readiness of port security units (deployed) A-38

Defense readiness of port security units (ready to deploy) A-39

MARINE TRANSPORTATION SYSTEM MANAGEMENT

Availability of maritime navigation aids A-40

Percent of time high-priority waterways in Great Lakes and Eastern Seaboard open during ice season A-41

Annual number of navigational accidents A-42

5-yr average number of navigational accidents A-43
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-2

PERCENT REDUCTION OF ALL MARITIME SECURITY RISK SUBJECT TO USCG

INFLUENCE

MEASURE DESCRIPTION A proxy measure of Coast Guard effectiveness in reducing maritime security risk, where residual risk 

after Coast Guard intervention is reported as a percent reduction of what otherwise would be the raw risk. 

It is based on an assessment of threat, vulnerability and potential consequences for sixteen of the most 

significant maritime attack scenarios, and the expected impact of all relevant Coast Guard maritime 

security efforts. 

USCG PROGRAM Maritime Security Operations

USCG MISSION Ports, Waterways and Coastal Security—Response Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

Goal 1.1 - Prevent Terrorist Attacks

Sub-Goal 1.1.2 – Deter and Disrupt Operations

SCOPE Annually, experienced facilitators guide Subject Matter Experts from representative Coast Guard 

Commands and ports in using the Maritime Security Risk Analysis Model (MSRAM) to assess raw threat, 

vulnerability and potential consequences for sixteen of the most-significant terrorist attack scenarios and 

the residual risk remaining after all relevant Coast Guard maritime security efforts.

DATA SOURCE The Maritime Security Risk Analysis Model (MSRAM) tool is used to score threat, vulnerability and 

consequences associated with the defined target and attach scenarios. Coast Guard resource employment

and capacity information is taken from the Service's AOPS, ALMIS and MISLE data systems.

METHODOLOGY Workshops comprised of Subject Matter Experts are convened to assess raw threat, vulnerability and 

potential consequences for particular terrorist attack scenarios and to determine residual risk remaining 

after all relevant Coast Guard maritime security efforts. Round-table discussions are guided by 

experienced facilitators and informed by operational and regulatory activity data, which is extracted from

AOPS, ALMIS and other authoritative information systems. Consensus determinations of raw risk and 

likely risk reduction resulting from Coast Guard maritime security efforts are compiled within the 

Maritime Security Risk Analysis Model (MSRAM), and validated by Coast Guard leadership.

VERIFICATION & VALIDATION To ensure consistency in the calculation of risk, an explicit and conceptually appropriate methodology is 

designed into the Maritime Security Risk Assessment Model (MSRAM). To ensure consistency in the 

assessment of risk factors, uniform definitions and concepts are established and structured training is 

provided to subject matter experts participating in elicitation workshops. Fidelity is assured for data 

entered in the AOPS, ALMIS and Marine Information for Safety and Law Enforcement (MISLE) 

information systems through program logic and pull-down menus that require key elements, prohibit 

inappropriate entries, and limit choices to pre-determined options. Results are also checked for reliability 

by comparing them to prior assessments and comparable benchmarks; any inconsistencies are identified 

and resolved or documented. 

LIMITATIONS This measure is a proxy indicator; it is an assessment of sixteen of the most significant maritime attack 

scenarios and not a compilation of total risk for all conceivable attack scenarios. The assessment is an 

estimate of potential consequences extrapolated from known data; it is an approximation determined in 

the absence of actual security attacks. The measure encompasses performance of multiple Coast Guard 

programs; it reflects the risk reduction impacts of Maritime Security Operations Program activities as well 

as the contributions of Maritime Prevention Program efforts. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-3

PERCENT REDUCTION OF MARITIME SECURITY RISK—USCG CONSEQUENCE 

MANAGEMENT

MEASURE DESCRIPTION A proxy measure of Coast Guard effectiveness in reducing maritime security risk through consequence 

mitigation, where residual risk after Coast Guard mitigation efforts is reported as a percent reduction of 

what otherwise would be the raw risk. It is based on an assessment of threat, vulnerability and potential 

consequences for sixteen of the most significant maritime attack scenarios, and the expected impact of all 

relevant Coast Guard consequence mitigation efforts.

USCG PROGRAM Maritime Security Operations

USCG MISSION Ports, Waterways and Coastal Security—Response Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

Goal 1.1 - Prevent Terrorist Attacks

Sub-Goal 1.1.2 – Deter and Disrupt Operations

SCOPE Annually, experienced facilitators guide Subject Matter Experts from representative Coast Guard 

Commands and ports in using the Maritime Security Risk Analysis Model (MSRAM) to assess raw threat, 

vulnerability and potential consequences for sixteen of the most-significant terrorist attack scenarios and 

the residual risk remaining after all relevant Coast Guard maritime security consequence mitigation.

DATA SOURCE The Maritime Security Risk Analysis Model (MSRAM) tool is used to score threat, vulnerability and 

consequences associated with the defined target and attach scenarios. Coast Guard resource employment

and capacity information is taken from the Service's AOPS, ALMIS and MISLE data systems.

METHODOLOGY Workshops comprised of Subject Matter Experts are convened to assess raw threat, vulnerability and 

potential consequences for particular terrorist attack scenarios and to determine residual risk remaining 

after all relevant Coast Guard maritime security consequence mitigation. Round-table discussions are 

guided by experienced facilitators and informed by operational and regulatory activity data, which is

extracted from AOPS, ALMIS and other authoritative information systems. Consensus determinations of 

raw risk and likely risk reduction resulting from Coast Guard maritime security consequence mitigation

are compiled within the Maritime Security Risk Analysis Model (MSRAM), and validated by Coast 

Guard leadership.

VERIFICATION & VALIDATION To ensure consistency in the calculation of risk, an explicit and conceptually appropriate methodology is 

designed into the Maritime Security Risk Assessment Model (MSRAM). To ensure consistency in the 

assessment of risk factors, uniform definitions and concepts are established and structured training is 

provided to subject matter experts participating in elicitation workshops. Fidelity is assured for data 

entered in the AOPS, ALMIS and Marine Information for Safety and Law Enforcement (MISLE) 

information systems through program logic and pull-down menus that require key elements, prohibit 

inappropriate entries, and limit choices to pre-determined options. Results are also checked for reliability 

by comparing them to prior assessments and comparable benchmarks; any inconsistencies are identified 

and resolved or documented. 

LIMITATIONS This measure is a proxy indicator; it is an assessment of sixteen of the most significant maritime attack 

scenarios and not a compilation of total risk for all conceivable attack scenarios. The assessment is an 

estimate of potential consequences extrapolated from known data; it is an approximation determined in 

the absence of actual security attacks. The measure encompasses consequence mitigation performance of 

multiple Coast Guard programs; it reflects the consequence mitigation impacts of Maritime Security 

Operations Program activities as well as the contributions of Maritime Prevention Program efforts. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-4

PERCENT REDUCTION OF MARITIME SECURITY RISK

—USCG TERRORIST ENTRY PREVENTION

MEASURE DESCRIPTION A proxy measure of Coast Guard effectiveness in reducing maritime security risk by stopping terrorist 

entry into the U.S. by maritime means, where residual risk after considering Coast Guard entry prevention 

efforts is reported as a percent reduction of what otherwise would be the raw risk. It is based on an 

assessment of threat, vulnerability and potential consequences for sixteen of the most significant maritime 

attack scenarios and expected risk reduction impact of all relevant Coast Guard entry prevention efforts.

USCG PROGRAM Maritime Security Operations

USCG MISSION Ports, Waterways and Coastal Security—Response Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

Goal 1.1 - Prevent Terrorist Attacks

Sub-Goal 1.1.2 – Deter and Disrupt Operations

SCOPE Annually, experienced facilitators guide Subject Matter Experts from representative Coast Guard 

Commands and ports in using the Maritime Security Risk Analysis Model (MSRAM) to assess raw threat, 

vulnerability and potential consequences for sixteen of the most-significant terrorist attack scenarios and 

the residual risk remaining after all relevant Coast Guard efforts to prevent terrorist entry into the U.S. by 

maritime means.

DATA SOURCE The Maritime Security Risk Analysis Model (MSRAM) tool is used to score threat, vulnerability and 

consequences associated with the defined target and attach scenarios. Coast Guard resource employment

and capacity information is taken from the Service's AOPS, ALMIS and MISLE systems.

METHODOLOGY Workshops comprised of Subject Matter Experts are convened to assess raw threat, vulnerability and 

potential consequences for particular terrorist attack scenarios and to determine residual risk remaining 

after all relevant Coast Guard maritime security efforts to prevent terrorist entry into the U.S. by maritime 

means. Round-table discussions are guided by experienced facilitators and informed by operational and 

regulatory activity data, which is extracted from AOPS, ALMIS and other authoritative information 

systems. Consensus determinations of raw risk and likely risk reduction resulting from Coast Guard entry 

prevention efforts are compiled within the Maritime Security Risk Analysis Model (MSRAM), and 

validated by Coast Guard leadership.

VERIFICATION & VALIDATION To ensure consistency in the calculation of risk, an explicit and conceptually appropriate methodology is 

designed into the Maritime Security Risk Assessment Model (MSRAM). To ensure consistency in the 

assessment of risk factors, uniform definitions and concepts are established and structured training is 

provided to subject matter experts participating in elicitation workshops. Fidelity is assured for data 

entered in the AOPS, ALMIS and Marine Information for Safety and Law Enforcement (MISLE) 

information systems through program logic and pull-down menus that require key elements, prohibit 

inappropriate entries, and limit choices to pre-determined options. Results are also checked for reliability 

by comparing them to prior assessments and comparable benchmarks; any inconsistencies are identified 

and resolved or documented. 

LIMITATIONS This measure is a proxy indicator; it is an assessment of sixteen of the most significant maritime attack 

scenarios and not a compilation of total risk for all conceivable attack scenarios. The assessment is an 

estimate of potential consequences extrapolated from known data; it is an approximation determined in 

the absence of actual security attacks. The measure encompasses terrorist entry prevention performance of 

multiple Coast Guard programs; it reflects the entry prevention impact of Maritime Security Operations 

Program activities as well as the contributions of Maritime Prevention Program efforts. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-5

PERCENT REDUCTION OF MARITIME SECURITY RISK—USCG WMD ENTRY 

PREVENTION

MEASURE DESCRIPTION A proxy measure of Coast Guard effectiveness in reducing maritime security risk by stopping entry of a 

Weapon of Mass Destruction (WMD) into the U.S. by maritime means, where residual risk after Coast 

Guard WMD entry prevention efforts is reported as a percent reduction of what otherwise would be the 

raw risk. It is based on an assessment of threat, vulnerability and potential consequences for sixteen of the 

most significant maritime attack scenarios and expected risk reduction impact of all relevant Coast Guard 

WMD entry prevention efforts.

USCG PROGRAM Maritime Security Operations

USCG MISSION Ports, Waterways and Coastal Security—Response Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

Goal 1.2 – Prevent/Protect Against Unauthorized Acquisition or Use of CBRN Materials & Capabilities

Sub-Goal 1.2.2 – Identify/Interdict Unlawful Acquisition & Movement of CBRN Precursors & Materials

SCOPE Annually, experienced facilitators guide Subject Matter Experts from representative Coast Guard 

Commands and ports in using the Maritime Security Risk Analysis Model (MSRAM) to assess raw threat, 

vulnerability and potential consequences for sixteen of the most-significant terrorist attack scenarios and 

the residual risk remaining after all relevant Coast Guard efforts to prevent entry of a WMD into the U.S. 

by maritime means.

DATA SOURCE The Maritime Security Risk Analysis Model (MSRAM) tool is used to score threat, vulnerability and 

consequences associated with the defined target and attach scenarios. Coast Guard resource employment

and capacity information is taken from the Service's AOPS, ALMIS and Marine Information for Safety 

and Law Enforcement (MISLE) data systems.

METHODOLOGY Workshops comprised of Subject Matter Experts are convened to assess raw threat, vulnerability and 

potential consequences for particular terrorist attack scenarios and to determine residual risk remaining 

after all relevant Coast Guard maritime security efforts to prevent WMD entry into the U.S. by maritime 

means. Round-table discussions are guided by experienced facilitators and informed by operational and 

regulatory activity data, which is extracted from AOPS, ALMIS and other authoritative information 

systems. Consensus determinations of raw risk and likely risk reduction resulting from Coast Guard 

WMD entry prevention efforts are compiled within the Maritime Security Risk Analysis Model

(MSRAM), and validated by Coast Guard leadership.

VERIFICATION & VALIDATION To ensure consistency in the calculation of risk, an explicit and conceptually appropriate methodology is 

designed into the Maritime Security Risk Assessment Model (MSRAM). To ensure consistency in the 

assessment of risk factors, uniform definitions and concepts are established and structured training is 

provided to subject matter experts participating in elicitation workshops. Fidelity is assured for data 

entered in the AOPS, ALMIS and MISLE information systems through program logic and pull-down 

menus that require key elements, prohibit inappropriate entries, and limit choices to pre-determined 

options. Results are also checked for reliability by comparing them to prior assessments and comparable 

benchmarks; any inconsistencies are identified and resolved or documented. 

LIMITATIONS This measure is a proxy indicator; it is an assessment of sixteen of the most significant maritime attack 

scenarios and not a compilation of total risk for all conceivable attack scenarios. The assessment is an 

estimate of potential consequences extrapolated from known data; it is an approximation determined in 

the absence of actual security attacks. The measure encompasses WMD entry prevention performance of 

multiple Coast Guard programs; it reflects the WMD entry prevention impact of Maritime Security 

Operations Program activities as well as the contributions of Maritime Prevention Program efforts. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-6

NUMBER OF UNDOCUMENTED MIGRANTS ATTEMPTING TO ENTER U.S.

BY MARITIME ROUTES

MEASURE DESCRIPTION The number of known undocumented migrants attempting to enter the U.S. by maritime means, which is 

comprised of those interdicted by the Coast Guard, plus those interdicted by other agencies or foreign 

entities in partnership with the Coast Guard, plus those who self-report their entry by maritime means or 

are apprehended by CBP after so entering.

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Migrant Interdiction

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

Sub-Goal 2.1.1 - Prevent Illegal Import and Entry

SCOPE The measure includes all undocumented migrants of all nationalities who attempt direct entry by maritime 

means into the United States, its territories and possessions, who are interdicted by the Coast Guard or by 

other agencies or foreign entities in partnership with the Coast Guard. The measure also includes those 

undocumented migrants who self-report entry by maritime means or are apprehended by CBP after so 

entering the United States, its territories and possessions.

DATA SOURCE Coast Guard Migrant interdiction data is extracted from Daily Operational Summaries compiled by the 

Coast Guard National Command Center from operational reports received from Coast Guard units. 

Additional interdiction data is compiled from notifications received from other agencies or foreign 

entities acting in partnership with the Coast Guard.

METHODOLOGY Results for a given year are a compilation of all undocumented migrants of all nationalities who attempt 

direct entry by maritime means into the United States, its territories and possessions. It is the sum of 

interdictions during that period by the Coast Guard, plus any notifications of interdictions provided by 

other law enforcement agencies or foreign entities, plus self-reported entries or apprehensions reported by 

CBP of undocumented migrants entering by maritime means.

VERIFICATION & VALIDATION Coast Guard data are subject to review at multiple levels; discrepancies are reviewed and corrected as 

necessary. Data provided by other foreign entities acting in partnership with the Coast Guard are also 

reviewed and corrected as needed.

LIMITATIONS Notifications received from other entities may be delayed in reaching the Coast Guard or not provided at 

all. The number of known undocumented migrants attempting to enter the U.S. by maritime means is not 

likely all who attempt entry—the total flow of undocumented migrants is difficult to determine, as the 

number not interdicted (who succeed, turn back or are lost in transit) is not directly measured.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-7

NUMBER OF UNDOCUMENTED MIGRANTS ATTEMPTING TO ENTER U.S.

BY MARITIME ROUTES INTERDICTED

MEASURE DESCRIPTION The number of undocumented migrants attempting to enter the U.S. by maritime means interdicted by the 

Coast Guard and other partners before reaching the U.S. land border—including maritime interdictions by 

Customs and Border Protection and other agencies or foreign entities in partnership with the Coast Guard 

for migrant interdiction operations.

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Migrant Interdiction

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

Sub-Goal 2.1.1 - Prevent Illegal Import and Entry

SCOPE The measure includes all undocumented migrants of all nationalities who attempt direct entry by maritime 

means into the United States, its territories and possessions who are interdicted by the Coast Guard or by 

other agencies or foreign entities in partnership with the Coast Guard.

DATA SOURCE Coast Guard Migrant interdiction data is extracted from Daily Operational Summaries compiled by the 

Coast Guard National Command Center from operational reports received from Coast Guard units. 

Additional interdiction data is compiled from notifications received from other agencies or foreign 

entities acting in partnership with the Coast Guard.

METHODOLOGY Results for a given year are a compilation of all undocumented migrants of all nationalities who attempt 

direct entry by maritime means into the United States, its territories and possessions who are interdicted. 

It is the sum of interdictions during that period by the Coast Guard, plus apprehensions reported by CBP, 

plus any notifications of interdictions received from other law enforcement agencies or foreign entities.

VERIFICATION & VALIDATION Coast Guard data are subject to review at multiple levels; discrepancies are reviewed and corrected as 

necessary. Data provided by other foreign entities acting in partnership with the Coast Guard are also 

reviewed and corrected as needed.

LIMITATIONS Notifications received from other entities may be delayed in reaching the Coast Guard or not provided at 

all. The number of undocumented migrants interdicted is best understood in the context of the flow of 

such migrants who are attempting to enter the U.S. by maritime means. 
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-8

MIGRANT INTERDICTION EFFECTIVENESS IN THE MARITIME ENVIRONMENT

MEASURE DESCRIPTION The percentage of known undocumented migrants attempting to enter the U.S. by maritime means who 

are interdicted by the Coast Guard and other partners before reaching the land border, where the number 

of known migrants attempting entry is comprised of those interdicted by the Coast Guard and its partners 

plus undocumented migrants who self-report their entry by maritime means or are apprehended by CBP 

after so entering. 

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Migrant Interdiction

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

Sub-Goal 2.1.1 - Prevent Illegal Import and Entry

SCOPE The measure includes all undocumented migrants of all nationalities who attempt direct entry by maritime 

means into the United States, its territories and possessions, who are interdicted by the Coast Guard or by 

other agencies or foreign entities in partnership with the Coast Guard. The determination of known flow

includes undocumented migrants interdicted by the Coast Guard or by other agencies or foreign entities in 

partnership with the Coast Guard plus those undocumented migrants who self-report entry by maritime 

means or are apprehended by CBP after so entering the United States, its territories and possessions.

DATA SOURCE Coast Guard Migrant interdiction data is extracted from Daily Operational Summaries compiled by the 

Coast Guard National Command Center from operational reports received from Coast Guard units. 

Additional interdiction data is compiled from notifications received from other agencies or foreign 

entities acting in partnership with the Coast Guard.

METHODOLOGY Results for a given year are the sum of Coast Guard and partner interdictions divided by the known flow 

of undocumented migrants attempting to enter the U.S. by maritime means, expressed as a percentage. It 

is Coast Guard interdictions plus maritime apprehensions by CBP plus notifications of interdictions by 

other agencies or foreign entities, divided by and expressed as a percentage of these interdictions plus any 

entries by maritime means that are self-reported or afterwards apprehended and reported by CBP.

VERIFICATION & VALIDATION Coast Guard data are subject to review at multiple levels; discrepancies are reviewed and corrected as 

necessary. Data provided by other foreign entities acting in partnership with the Coast Guard are also 

reviewed and corrected as needed.

LIMITATIONS Notifications received from other entities may be delayed in reaching the Coast Guard or not provided at 

all. The number of undocumented migrants interdicted is best understood in the context of migrant flow; 

but the number of known undocumented migrants is not likely all who make the attempt—the total flow 

is difficult to determine, as the number not interdicted (who succeed, turn back or are lost in transit) is not 

directly measured.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-9

PERCENT UNDOCUMENTED MIGRANTS ATTEMPTING TO ENTER U.S.

BY MARITIME ROUTES INTERDICTED BY USCG

MEASURE DESCRIPTION The percentage of known undocumented migrants attempting to enter the U.S. by maritime means who 

are interdicted by the Coast Guard, where the number of known migrants attempting entry is comprised of 

those interdicted by the Coast Guard and its partners plus undocumented migrants who self-report their 

entry by maritime means or are apprehended by CBP after so entering. 

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Migrant Interdiction

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

Sub-Goal 2.1.1 - Prevent Illegal Import and Entry

SCOPE The measure includes all undocumented migrants of all nationalities who attempt direct entry by maritime 

means into the United States, its territories and possessions, who are interdicted by the Coast Guard. The 

determination of known flow includes undocumented migrants interdicted by the Coast Guard or by other 

agencies or foreign entities in partnership with the Coast Guard plus those undocumented migrants who 

self-report entry by maritime means or are apprehended by CBP after so entering the United States, its 

territories and possessions.

DATA SOURCE Coast Guard Migrant interdiction data is extracted from Daily Operational Summaries compiled by the 

Coast Guard National Command Center from operational reports received from Coast Guard units. 

Additional interdiction data is compiled from notifications received from other agencies or foreign 

entities acting in partnership with the Coast Guard.

METHODOLOGY Results for a given year are the sum of Coast Guard interdictions divided by the known flow of 

undocumented migrants attempting to enter the U.S. by maritime means, expressed as a percentage. It is 

Coast Guard interdictions for the period, divided by and expressed as a percentage of the sum of these 

interdictions plus maritime apprehensions by CBP plus notifications of interdictions by other agencies or 

foreign entities plus any entries by maritime means that are self-reported or afterwards apprehended and 

reported by CBP.

VERIFICATION & VALIDATION Coast Guard data are subject to review at multiple levels; discrepancies are reviewed and corrected as 

necessary. Data provided by other foreign entities acting in partnership with the Coast Guard are also 

reviewed and corrected as needed.

LIMITATIONS Notifications provided by other entities may be delayed in reaching the Coast Guard or not provided at 

all. The number of undocumented migrants interdicted is best understood in the context of migrant flow; 

but the number of known undocumented migrants is not likely all who make the attempt—the total flow 

is difficult to determine, as the number not interdicted (who succeed, turn back or are lost in transit) is not 

directly measured.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-10

METRIC TONS OF COCAINE REMOVED

MEASURE DESCRIPTION Metric tons of cocaine removed by the Coast Guard from non-commercial vessels in the maritime 

domain, which includes cocaine seized by the Service plus the estimated amount of unrecovered cocaine 

jettisoned or destroyed as a result of Coast Guard law enforcement efforts. 

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Drug Interdiction

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

Sub-Goal 2.1.1 - Prevent Illegal Import and Entry

SCOPE The measure includes the amount of cocaine physically seized by the Coast Guard from non-commercial 

vessels in the maritime domain, which is weighed and assigned a Federal Drug Identification Number. 

Also included is cocaine not physically recovered by the Service that is jettisoned or destroyed during 

interdiction operations, which is typically determined from pursuit video or other intelligence-analysis.

DATA SOURCE Cocaine removal data is from the consolidated counter-drug database (CCDB) maintained by the United 

States Interdiction Coordinator, Office of National Drug Control Policy. CCDB source data includes 

interdiction reports of Coast Guard and other Joint Interagency Task Force South (JIATF-S) members, 

intelligence reports from Coast Guard LANT and PAC Maritime Intelligence Fusion Centers, and other 

authoritative sources for cocaine production, trafficking and consumption information.

METHODOLOGY Results for a given year are the sum total metric tons of cocaine seized by the Service plus the amount of 

cocaine observed, reported or determined as having been jettisoned or destroyed by smugglers to avoid 

seizure by the Coast Guard.

VERIFICATION & VALIDATION Both the physically seized and jettisoned or destroyed components of this measure are tracked, collected, 

and analyzed by the Coast Guard Office of Maritime Law Enforcement (CG-MLE). Consolidated 

Counter-drug Database (CCDB) source data is verified and validated quarterly by representatives from 

the agencies involved in transit zone interdiction, who meet and review the data for each source event and 

resolve any discrepancies. Coast Guard seizure data is also tracked and verified by Federal Drug 

Identification Numbers.

LIMITATIONS This measure reflects Coast Guard efforts, and is focused on cocaine removed from non-commercial 

vessels in the maritime domain. The amount of cocaine jettisoned or destroyed is a good estimate based 

on empirical evidence; it is not an absolutely certain quantity. The amount of cocaine removed is best 

understood in the context of total flow; but even the most authoritative transit information available from 

the CCDB remains an estimate.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-11

REMOVAL RATE FOR COCAINE FROM NON-COMMERCIAL VESSELS

IN MARITIME TRANSIT ZONE

MEASURE DESCRIPTION Percentage of cocaine removed by the Coast Guard, where the amount removed includes cocaine seized

plus the estimated amount jettisoned or destroyed in the course of interdiction efforts, expressed as a 

percentage of total maritime flow of cocaine on non-commercial vessels.

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Drug Interdiction

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

Sub-Goal 2.1.1 - Prevent Illegal Import and Entry

SCOPE The measure includes the amount of cocaine physically seized by the Coast Guard from non-commercial 

vessels in the maritime domain, which is weighed and assigned a Federal Drug Identification Number. 

Also included is cocaine not physically recovered that is jettisoned or destroyed during interdiction 

operations, which is typically determined from pursuit video or other intelligence-analysis.

DATA SOURCE Cocaine flow and removal data is from the consolidated counter-drug database (CCDB) maintained by the 

United States Interdiction Coordinator, Office of National Drug Control Policy. CCDB source data 

includes interdiction reports of Coast Guard and other Joint Interagency Task Force South (JIATF-S) 

members, intelligence reports from Coast Guard LANT and PAC Maritime Intelligence Fusion Centers, 

and other authoritative sources for cocaine production, trafficking and consumption information. 

METHODOLOGY Results for a given year are the sum total metric tons of cocaine seized by the Service and other partners 

plus the amount of cocaine observed, reported, or determined as having been jettisoned or destroyed by 

smugglers to avoid seizure, which is expressed as a percentage of the total maritime flow of cocaine on 

non-commercial vessels.

VERIFICATION & VALIDATION Both the physically seized and jettisoned or destroyed components of this measure are tracked, collected, 

and analyzed by the Coast Guard Office of Maritime Law Enforcement (CG-MLE). Consolidated 

Counter-drug Database (CCDB) source data is verified and validated quarterly by representatives from 

the agencies involved in transit zone interdiction, who meet and review the data for each source event and 

resolve any discrepancies. Seizure data is also tracked and verified by Federal Drug Identification 

Numbers.

LIMITATIONS This measure is focused on cocaine removed from non-commercial vessels in the maritime domain. The 

amount of cocaine jettisoned or destroyed is a good estimate based on empirical evidence; it is not an 

absolutely certain quantity. The amount of cocaine removed is best understood in the context of total 

flow; but even the most authoritative transit information available from the CCDB remains an estimate.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-12

FISHING REGULATION COMPLIANCE RATE

MEASURE DESCRIPTION Percent of all fishing vessels boarded and inspected at sea by the Coast Guard found to have no 

significant violations of domestic fisheries regulations.

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Living Marine Resources Law Enforcement

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.3 - Maximize Compliance with U.S. Trade Laws

SCOPE The measure includes boardings and inspections of U.S. commercial and recreational fishing vessels 

inside the portion of state waters that extend from three to nine nautical miles seaward of the state 

boundary line; U.S. commercial and recreational fishing vessels in the U.S. Exclusive Economic Zone 

(EEZ); foreign fishing vessels permitted inside the U.S. EEZ; and U.S. commercial and recreational 

fishing vessels outside the U.S. EEZ. Significant violations are those that result in significant damage or 

impact to a resource or fishery management plan, result in significant monetary advantage over 

competitors, and/or have high regional or national interest.

DATA SOURCE Boardings and violations are documented by Coast Guard Boarding Forms and entered into the Coast 

Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the number of fishing vessels found to have no significant violations of 

domestic fisheries regulations divided by and expressed as a percentage of all fishing vessels boarded and 

inspected at sea by the Coast Guard.

VERIFICATION & VALIDATION MISLE data consistency and integrity is controlled through program logic and pull-down menus that 

require key elements, prohibit the inappropriate, and limit choices to pre-determined options. Reliability 

is further ensured by comprehensive training and user guides, and the application itself has embedded 

Help screens. District, Area and Headquarters staffs review, validate and assess the data on a quarterly 

basis as part of the Coast Guard's Standard Operational Planning Process; and Program managers review 

and compare MISLE data to after-action reports, message traffic and other sources of information.

LIMITATIONS Fishing regulation compliance is relevant in terms of Coast Guard enforcement of other-agency 

established regulations; it is an intermediate outcome and not the ultimate fishery health outcome these 

regulations are intended to influence. Observed compliance rates are determined from that portion of 

fishing vessels boarded and inspected; these may not be representative of the total population of fishers. It 

is also an average across all fisheries that is not indicative of compliance within a specific fishery. It is 

also important to note that ‘significant violations’ is a qualitative standard that requires uniform 

application to ensure consistent results.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-13

PERCENT OF FEDERAL FISHERIES FOUND IN COMPLIANCE WITH LAWS AND 

REGULATIONS

MEASURE DESCRIPTION The percentage of federal fisheries where an acceptable Level of Effective Enforcement was attained, 

where individual fishery components are considered acceptable if their observed compliance rates—

discounted by their ratio of actual versus targeted enforcement effort—is 97% or better.

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Living Marine Resources Law Enforcement

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.3 - Maximize Compliance with U.S. Trade Laws

SCOPE A List of Fisheries is compiled annually, designating each as high or low precedence based upon relevant

economic, biological, environmental or other factors. The number of active fishing vessels is determined

for each fishery component and targets established for boarding 20% of these in high-precedence fisheries

and 10% in low-precedence fisheries. Actual boardings are determined and enforcement effort expressed 

as the ratio of actual to target boardings. Associated compliance rates are determined, which are the 

percentage of boardings where no significant violations were found. Significant violations are those that 

result in significant damage or impact to a resource or fishery management plan, result in significant 

monetary advantage over competitors, and/or have high regional or national interest.

DATA SOURCE A List of Fisheries and associated tally of Active Fishing Vessels is compiled by the Coast Guard Office 

of Maritime Law Enforcement (CG-MLE), based on annual Coast Guard District submissions. Boardings 

and violations are documented by Coast Guard Report of Boarding Forms and entered into the Coast 

Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the number of fisheries that attain an acceptable level of enforcement, 

expressed as a percentage of the total List of Fisheries. Individual fisheries are considered acceptable if 

they attain a Level of Effective Enforcement that is 97% or better. The Level of Effective Enforcement is 

the Observed Compliance Rate discounted by the ratio of actual versus targeted enforcement effort. It is 

the number of boardings where no significant violations were found expressed as a percentage of the total 

conducted, multiplied by the ratio of actual versus targeted boardings for that fishery.

VERIFICATION & VALIDATION MISLE data consistency and integrity is controlled through program logic and pull-down menus that 

require key elements, prohibit the inappropriate, and limit choices to pre-determined options. Reliability 

is further ensured by comprehensive training and user guides, and the application itself has embedded

Help screens. District, Area and Headquarters staffs review, validate and assess the data on a quarterly 

basis as part of the Coast Guard's Standard Operational Planning Process; and Program managers review 

and compare MISLE data to after-action reports, message traffic and other sources of information.

LIMITATIONS Fishing regulation compliance is relevant in terms of Coast Guard enforcement of other-agency 

established regulations; it is an intermediate outcome and not the ultimate fishery health outcome these 

regulations are intended to influence. Observed compliance rates are determined from that portion of 

fishing vessels boarded and inspected; these may not be representative of the total population of fishers. 

The percent of fisheries found in compliance is an assessment across all fisheries, which is not indicative 

of compliance within a specific fishery. It is also important to note that ‘significant violations’ is a 

qualitative standard that requires uniform application to ensure consistent results.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-14

NUMBER OF DETECTED INCURSIONS OF FOREIGN FISHING VESSELS 

VIOLATING U.S. WATERS

MEASURE DESCRIPTION The number of incursions into the U.S. Exclusive Economic Zone (EEZ) by foreign fishing vessels 

detected by the Coast Guard, or reported by other sources and judged by operational commanders as valid

enough to order a response.

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Other Law Enforcement

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.3 - Maximize Compliance with U.S. Trade Laws

SCOPE The measure includes foreign vessels illegally fishing inside the U.S. Exclusive Economic Zone (EEZ) 

detected by the Coast Guard and incursions by foreign fishing vessels reported by other sources, which 

reports or intelligence are judged by Coast Guard operational commanders as valid enough to order a 

response. The Magnuson‐Stevens Act, Title 16 of the U.S. Code defines terms necessary for identifying 

an incursion—such as fishing, fishing vessel, foreign fishing, etc—and establishes an exemption for 

recreational fishing.

DATA SOURCE Source data is collected from Living Marine Resource Enforcement Summary Reports and recorded in the

Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the total number of incursions into the U.S. Exclusive Economic Zone (EEZ)

by foreign fishing vessels detected by the Coast Guard, or reported by other sources and judged by 

operational commanders as valid enough to order a response.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

The LMR Enforcement Summary Report purpose, format and submission requirements, and guidance on 

the use of MISLE, are provided in the Maritime Law Enforcement Manual. Comprehensive training and 

these user guides help ensure reliability, and the application itself contains embedded Help screens. 

Additionally, District summaries of EEZ cases are reviewed monthly by Areas and submitted to the Coast 

Guard Office of Maritime Law Enforcement (CG-MLE), and these and other sources of information are 

used to assess the reliability of the MISLE system.

LIMITATIONS The number of vessels detected is dependent on actual sightings by Coast Guard assets and other reports 

of incursions or intelligence judged by operational commanders as being of sufficient validity to order 

available resources to respond. Standard rules of evidence do not apply; an incursion is counted if it is 

reasonably believed to have occurred. The result is a generally consistent sub-sample of EEZ foreign 

fishing violations, which is not presumed to be the total number that actually occurred. The measure is 

useful in assessing if such incursions are increasing or remain sufficiently deterred. Different types of 

incursions are not distinguished by this measure—whether large fishing factory ship or small lancha, onetime incursion or repeat offender.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-15

INTERDICTION RATE OF FOREIGN FISHING VESSELS VIOLATING U.S. WATERS

MEASURE DESCRIPTION The percentage of detected incursions into the U.S. Exclusive Economic Zone (EEZ) by foreign fishing 

vessels that are interdicted by the Coast Guard.

USCG PROGRAM Maritime Law Enforcement

USCG MISSION Other Law Enforcement

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.3 - Maximize Compliance with U.S. Trade Laws

SCOPE The measure includes foreign vessels illegally fishing inside the U.S. Exclusive Economic Zone (EEZ) 

detected by the Coast Guard and incursions by foreign fishing vessels reported by other sources, which 

reports or intelligence are judged by Coast Guard operational commanders as valid enough to order a 

response. The Magnuson‐Stevens Act, Title 16 of the U.S. Code defines terms necessary for identifying 

an incursion—such as fishing, fishing vessel, foreign fishing, etc—and establishes an exemption for 

recreational fishing.

DATA SOURCE Source data is collected from Living Marine Resource Enforcement Summary Reports and recorded in the

Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the number of Coast Guard interdictions of foreign fishing vessels expressed 

as a percentage of the total number of incursions into the U.S. Exclusive Economic Zone (EEZ) by

foreign fishing vessels detected by the Coast Guard, or reported by other sources and judged by 

operational commanders as valid enough to order a response.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

The LMR Enforcement Summary Report purpose, format and submission requirements, and guidance on 

the use of MISLE, are provided in the Maritime Law Enforcement Manual. Comprehensive training and 

these user guides help ensure reliability, and the application itself contains embedded Help screens. 

Additionally, District summaries of EEZ cases are reviewed monthly by Areas and submitted to the Coast 

Guard Office of Maritime Law Enforcement (CG-MLE), and these and other sources of information are 

used to assess the reliability of the MISLE system.

LIMITATIONS The number of vessels detected is dependent on actual sightings by Coast Guard assets and other reports 

of incursions or intelligence judged by operational commanders as being of sufficient validity to order 

available resources to respond. Standard rules of evidence do not apply; an incursion is counted if it is 

reasonably believed to have occurred. The measure is useful in assessing relative level of effort devoted to 

EEZ enforcement, as the number of interdictions is dependent on Coast Guard asset availability and 

employment. Different types of incursions and subsequent interdictions are not distinguished by this 

measure—whether large fishing factory ship or small lancha, one-time incursion or repeat offender.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-16

ANNUAL MTSA FACILITY COMPLIANCE RATE WITH TRANSPORTATION 

WORKER ID CREDENTIAL REGULATIONS

MEASURE DESCRIPTION The percentage of the more than 3,400 maritime facilities subject to Maritime Transportation Security Act 

regulation, which are determined to be in compliance with Transportation Worker Identification Card 

regulations.

USCG PROGRAM Maritime Prevention

USCG MISSION Ports, Waterways and Coastal Security—Prevention Activities

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.1 - Safeguard Key Nodes, Conveyances and Pathways

SCOPE This measure reports results of Coast Guard inspections of maritime facilities subject to the Maritime 

Transportation Security Act (MTSA), where a notice of violation or civil penalty is recorded for 

Transportation Worker Identification Card (TWIC) infractions—workers subject to the regulation who do 

not have and display a valid TWIC card. MTSA regulated facilities constitute a more than 3,400 high-risk 

subset of all waterfront facilities. They are facilities that handle certain dangerous cargoes, liquid natural 

gas or transfer oil or hazardous materials in bulk; or receive foreign cargo vessels greater than 100 gross 

tons, U.S. cargo vessels greater than 100 gross tons carrying certain dangerous cargoes, or vessels 

carrying more than 150 passengers.

DATA SOURCE The Security and Accountability for Every (SAFE) Port Act requires the Coast Guard to conduct at least 

two security inspections each year of maritime facilities subject to the Maritime Transportation Security 

Act (MTSA); one announced and one unannounced. Inspections include random sampling of workers 

subject to the TWIC regulation. These inspections, and any notices of violation or civil penalties issued, 

are documented in the Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE)

system.

METHODOLOGY Results for a given year are the number of MTSA facilities that have not received notices of violation or 

civil penalties for Transportation Worker Identification Card (TWIC) infractions in the reporting period, 

expressed as a percentage of the total number of MTSA regulated facilities.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability and the MISLE application itself contains 

embedded Help screens. Data verification and validation is also affected through regular records review 

by the Coast Guard Office of Investigations and Casualty Analysis (CG-INV) and Coast Guard Program 

managers. To ensure random sampling of workers subject to the TWIC regulation, statistical guidelines 

based on the size of the facility have been developed to aid inspectors.

LIMITATIONS The measure is a proxy indicator of maritime security risk; it provides insight into the level of adherence 

to the TWIC requirement. It does not encompass facilities that have a waiver or exemption, including 

shipyards, public access facilities, military facilities and facilities that do not store minimum established 

amounts of dangerous cargoes. It is based on random sampling and the observed TWIC compliance or 

non-compliance at that point in time; some non-compliance may be unobserved or may emerge and be 

resolved in between scheduled inspections or unscheduled spot checks. Some infractions can be corrected

on the spot, and issuance of a notice of violation or civil penalty will depend on inspector or Captain of 

the Port judgment of violation severity.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-17

SECURITY COMPLIANCE RATE FOR HIGH RISK MARITIME FACILITIES

MEASURE DESCRIPTION The percentage of the more than 3,400 maritime facilities subject to Maritime Transportation Security Act 

regulation, which are determined to be in compliance with the Act.

USCG PROGRAM Maritime Prevention

USCG MISSION Ports, Waterways and Coastal Security—Prevention Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

Goal 1.3 - Reduce Risk to Critical Infrastructure, Key Leadership and Events

Sub-Goal 1.3.1 - Enhance Security for Critical Infrastructure from Terrorism & Criminal Activity

SCOPE This measure reports the results of Coast Guard inspections of maritime facilities subject to the Maritime 

Transportation Security Act (MTSA), where proved, default or unspecified but paid civil penalty 

enforcement actions are registered for infractions of the MTSA. MTSA regulated facilities constitute a 

more than 3,400 high-risk subset of all waterfront facilities. They are facilities that handle certain 

dangerous cargoes, liquid natural gas or transfer oil or hazardous materials in bulk; or receive foreign 

cargo vessels greater than 100 gross tons, U.S. cargo vessels greater than 100 gross tons carrying certain 

dangerous cargoes, or vessels carrying more than 150 passengers.

DATA SOURCE The Security and Accountability for Every (SAFE) Port Act requires the Coast Guard to conduct at least 

two security inspections each year of maritime facilities subject to the Maritime Transportation Security 

Act (MTSA); one announced and one unannounced. These inspections, and any notices of violation or 

civil penalties issued, are documented in the Coast Guard’s Marine Information for Safety and Law 

Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the number of MTSA facilities with no proved, default or unspecified but 

paid civil penalty enforcement actions for MTSA infractions in the reporting period, expressed as a 

percentage of the total number of MTSA regulated facilities.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability and the MISLE application itself contains 

embedded Help screens. Data verification and validation is also affected through regular records review 

by the Coast Guard Office of Investigations and Casualty Analysis (CG-INV) and Coast Guard Program 

managers.

LIMITATIONS The measure is a proxy indicator of maritime security risk; it provides insight into the level of adherence 

to approved plans and procedures to prevent and react to security threats. It does not encompass facilities 

that have a waiver or exemption, including shipyards, public access facilities, military facilities and 

facilities that do not store minimum established amounts of dangerous cargoes. It does not include 

deficiencies that do not result in proved, default or unspecified but paid civil penalty enforcement actions. 

It is based on observed compliance or non-compliance at points in time; some non-compliance may be 

unobserved or may emerge and be resolved in between scheduled inspections or unscheduled spot checks.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-18

ANNUAL NUMBER OF BREACHES AT HIGH RISK MARITIME FACILITIES

MEASURE DESCRIPTION The annual number of breaches of security at any of the more than 3,400 maritime facilities subject to 

Maritime Transportation Security Act regulation, which are investigated and confirmed incidents where 

no Transportation Security Incident has occurred, but established security measures have been 

circumvented, eluded or violated.

USCG PROGRAM Maritime Prevention

USCG MISSION Ports, Waterways and Coastal Security—Prevention Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

Goal 1.3 - Reduce Risk to Critical Infrastructure, Key Leadership and Events

Sub-Goal 1.3.1 - Enhance Security for Critical Infrastructure from Terrorism & Criminal Activity

SCOPE This measure reports breach of security incidents at facilities subject to the Maritime Transportation 

Security Act (MTSA) where no Transportation Security Incident has occurred, but established security 

measures have been circumvented, eluded or violated. MTSA facilities that discover such security 

incidents must report them to the National Response Center. MTSA regulated facilities constitute a more 

than 3,400 high-risk subset of all waterfront facilities. They are facilities that handle certain dangerous 

cargoes, liquid natural gas or transfer oil or hazardous materials in bulk; or receive foreign cargo vessels 

greater than 100 gross tons, U.S. cargo vessels greater than 100 gross tons carrying certain dangerous 

cargoes, or vessels carrying more than 150 passengers.

DATA SOURCE Qualified Coast Guard Inspectors investigate incidents reported to the National Response Center by 

MTSA regulated facilities where security measures have been circumvented, eluded or violated. Verified 

incidents are documented in the Coast Guard’s Marine Information for Safety and Law Enforcement 

(MISLE) system as a Breach of Security Investigation.

METHODOLOGY Results for a given year are the total number of confirmed breaches of security that occurred over the past 

12-months at any of the more than 3,400 MTSA regulated facilities.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability and the MISLE application itself contains 

embedded Help screens. Data verification and validation is also affected through regular records review 

by the Coast Guard Office of Investigations and Casualty Analysis (CG-INV) and Coast Guard Program 

managers.

LIMITATIONS The measure is a proxy indicator of maritime security risk, which Coast Guard inspectors and facility 

owners use to collaboratively assess and strengthen security regimes. Reporting requirements are not 

applicable to facilities that have a waiver or exemption, including shipyards, public access facilities,

military facilities and facilities that do not store minimum established amounts of dangerous cargoes. 

Some reportable incidents may not be reported and some reports are delayed in reaching the Coast Guard; 

current results are therefore likely to be understated and revised upwards in the future, with the greatest 

impact affecting recent quarters.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-19

ANNUAL NUMBER OF SERIOUS MARINE INCIDENTS

MEASURE DESCRIPTION The annual number of Serious Marine Incidents, which are defined by 46 CFR 4.03-2 as any marine 

casualties or accidents that include death, injury requiring professional treatment beyond first aid, 

reportable property damage greater than $100,000, actual or constructive loss of certain vessels, discharge 

of oil of 10,000 gallons or more, or a discharge of a reportable quantity of a hazardous substance.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the annual number of serious marine incidents. Owners, agents, masters, operators or 

persons in charge are required by Federal regulation to notify the nearest Coast Guard office of any

serious marine incidents. These are defined in 46 CFR 4.03-2 as any marine casualty or accident that 

includes death, injury requiring professional treatment beyond first aid, reportable property damage 

greater than $100,000, actual or constructive loss of certain vessels, discharge of oil of 10,000 gallons or 

more, or a discharge of a reportable quantity of a hazardous substance.

DATA SOURCE Reports of Serious Marine Incidents received by Coast Guard offices are investigated and recorded in the 

Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the total serious marine incidents over the past 12-months.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability and the application itself contains 

embedded Help screens. MISLE system quality control, and data verification and validation, is affected 

through regular review of records by the Coast Guard Office of Investigations and Analysis

(CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. Deaths and

injuries include crewmembers or employees aboard U.S. commercial vessels, but not those aboard foreign 

flag vessels; and commercial passengers on U.S. vessels operating in any waters and foreign vessels in 

U.S. waters. Deaths, disappearances or injuries determined to be the result of natural causes or intentional 

acts—such as heart attack, altercation, or the like—are excluded. Passenger casualties associated with 

diving are excluded as well. Serious marine incidents arising from recreational craft, government vessels, 

fixed platforms, pipelines or other non-Coast Guard regulated facilities are also excluded.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-20

3-YR AVERAGE NUMBER OF SERIOUS MARINE INCIDENTS

MEASURE DESCRIPTION The 3-year average number of Serious Marine Incidents, which are defined by 46 CFR 4.03-2 as any 

marine casualties or accidents that include death, injury requiring professional treatment beyond first aid, 

reportable property damage greater than $100,000, actual or constructive loss of certain vessels, discharge 

of oil of 10,000 gallons or more, or a discharge of a reportable quantity of a hazardous substance.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the 3-year average number of serious marine incidents. Owners, agents, masters, 

operators or persons in charge are required by Federal regulation to notify the nearest Coast Guard office 

of any serious marine incidents. These are defined in 46 CFR 4.03-2 as any marine casualty or accident 

that includes death, injury requiring professional treatment beyond first aid, reportable property damage 

greater than $100,000, actual or constructive loss of certain vessels, discharge of oil of 10,000 gallons or 

more, or a discharge of a reportable quantity of a hazardous substance.

DATA SOURCE Reports of Serious Marine Incidents received by Coast Guard offices are investigated and recorded in the 

Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the annualized average of total serious marine incidents for the most recent 

three years.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability and the application itself contains 

embedded Help screens. MISLE system quality control, and data verification and validation, is affected 

through regular review of records by the Coast Guard Office of Investigations and Analysis

(CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. Deaths and

injuries include crewmembers or employees aboard U.S. commercial vessels, but not those aboard foreign 

flag vessels; and commercial passengers on U.S. vessels operating in any waters and foreign vessels in 

U.S. waters. Deaths, disappearances or injuries determined to be the result of natural causes or intentional 

acts—such as heart attack, altercation, or the like—are excluded. Passenger casualties associated with 

diving are excluded as well. Serious marine incidents arising from recreational craft, government vessels, 

fixed platforms, pipelines or other non-Coast Guard regulated facilities are also excluded. A 3-year 

average is used to mitigate year-to-year variation and ensure any near-term trend is more apparent.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-21

ANNUAL NUMBER OF COMMERCIAL MARINER DEATHS AND CRITICAL,

SERIOUS & SEVERE INJURIES

MEASURE DESCRIPTION The annual number of commercial mariner fatalities and critical, serious or severe injuries.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the annual number of commercial mariner fatalities and critical, serious or severe 

injuries. Owners, agents, masters, operators or persons in charge are required by Federal regulation to 

notify the nearest Coast Guard office of any loss of life or injury that requires professional medical 

treatment beyond first aid. Included are casualties of crewmembers or employees aboard U.S. commercial 

vessels. Casualties of commercial passengers, crewmembers or employees aboard foreign vessels, and 

those from recreational craft, government vessels, fixed platforms and facilities are excluded. Minor and 

moderate injuries, and deaths, disappearances or injuries determined to be a result of natural causes or 

intentional acts—such as heart attack, altercation, or the like—are also excluded.

DATA SOURCE Notices of mariner casualties received by Coast Guard offices are investigated and recorded in the Coast 

Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the sum total of all applicable commercial mariner deaths, disappearances and 

critical, serious and severe injuries for the previous four quarters.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-22

3-YR AVERAGE NUMBER OF COMMERCIAL MARINER DEATHS AND CRITICAL,

SERIOUS & SEVERE INJURIES

MEASURE DESCRIPTION The 3-year average annual number of commercial mariner fatalities and critical, serious or severe injuries.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the 3-year average annual number of commercial mariner fatalities and critical, 

serious or severe injuries. Owners, agents, masters, operators or persons in charge are required by Federal 

regulation to notify the nearest Coast Guard office of any loss of life or injury that requires professional 

medical treatment beyond first aid. Included are casualties of crewmembers or employees aboard U.S. 

commercial vessels. Casualties of commercial passengers, crewmembers or employees aboard foreign 

vessels, and those from recreational craft, government vessels, fixed platforms and facilities are excluded. 

Minor and moderate injuries, and deaths, disappearances or injuries determined to be a result of natural 

causes or intentional acts—such as heart attack, altercation, or the like—are also excluded.

DATA SOURCE Notices of mariner casualties received by Coast Guard offices are investigated and recorded in the Coast 

Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the annualized average number of applicable commercial mariner deaths, 

disappearances and critical, serious and severe injuries for the most recent three years.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. A 3-year average 

is used to mitigate year-to-year variation and ensure any near-term trend is more apparent.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-23

ANNUAL NUMBER OF COMMERCIAL PASSENGER DEATHS AND CRITICAL,

SERIOUS & SEVERE INJURIES

MEASURE DESCRIPTION The annual number of commercial passenger fatalities and critical, serious or severe injuries.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the annual number of commercial passenger fatalities and critical, serious or severe 

injuries. Owners, agents, masters, operators or persons in charge are required by Federal regulation to 

notify the nearest Coast Guard office of any loss of life or injury that requires professional medical 

treatment beyond first aid. Included are commercial passengers on U.S. vessels operating in any waters 

and foreign vessels in U.S. waters. Casualties of crewmembers or employees, and those from recreational 

craft, government vessels, fixed platforms and facilities are excluded. Minor and moderate injuries, and 

deaths, disappearances or injuries determined to be a result of natural causes or intentional acts—such as 

heart attack, altercation, or the like—are also excluded. Passenger casualties associated with diving are 

excluded as well.

DATA SOURCE Notices of passenger casualties received by Coast Guard offices are investigated and recorded in the 

Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the sum total of all applicable commercial passenger deaths, disappearances 

and critical, serious and severe injuries for the previous four quarters.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-24

3-YR AVERAGE NUMBER OF COMMERCIAL PASSENGER DEATHS AND 

CRITICAL, SERIOUS & SEVERE INJURIES

MEASURE DESCRIPTION The 3-year average annual number of commercial passenger fatalities and critical, serious or severe 

injuries.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the 3-year average annual number of commercial passenger fatalities and critical, 

serious or severe injuries. Owners, agents, masters, operators or persons in charge are required by Federal 

regulation to notify the nearest Coast Guard office of any loss of life or injury that requires professional 

medical treatment beyond first aid. Included are commercial passengers on U.S. vessels operating in any 

waters and foreign vessels in U.S. waters. Casualties of crewmembers or employees, and those from 

recreational craft, government vessels, fixed platforms and facilities are excluded. Minor and moderate 

injuries, and deaths, disappearances or injuries determined to be a result of natural causes or intentional 

acts—such as heart attack, altercation, or the like—are also excluded. Passenger casualties associated 

with diving are excluded as well.

DATA SOURCE Notices of passenger casualties received by Coast Guard offices are investigated and recorded in the 

Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given year are the annualized average number of applicable commercial passenger deaths, 

disappearances and critical, serious and severe injuries for the most recent three years.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. A 3-year average 

is used to mitigate year-to-year variation and ensure any near-term trend is more apparent.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-25

ANNUAL NUMBER OF RECREATIONAL BOATING DEATHS

MEASURE DESCRIPTION The annual number of recreational boating fatalities.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the annual number of recreational boating deaths. 33 CFR 173.55 requires operators

of vessels used for recreational purposes to file a Boating Accident Report when a person dies. Included 

are casualties caused by or attributed to a vessel, its equipment or appendages. Also included are 

swimming deaths due to carbon monoxide exposure; electrocution due to improper connection to shore 

power; a swimmer unable to get back to a drifting vessel not properly anchored, moored or docked; and 

persons struck by a vessel or associated equipment. Deaths or disappearances determined to be the result 

of natural causes or intentional acts are excluded.

DATA SOURCE Boating Accident Reports are recorded in the Coast Guard's Boating Accident Report Database (BARD) 

System.

METHODOLOGY Results for a given fiscal year are the sum total of all applicable recreational boating deaths for the 

previous four quarters. Only casualties recorded in the BARD database are counted.

VERIFICATION & VALIDATION To ensure boating casualties are accurately captured, the Coast Guard Office of Auxiliary and Boating 

Safety (CG-BSX) crosschecks BARD data with incidents reported in the Coast Guard’s Marine 

Information for Safety and Law Enforcement (MISLE) system and recreational boating casualties 

reported in media announcements and articles provided by a news clipping service.

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-26

3-YR AVERAGE NUMBER OF RECREATIONAL BOATING DEATHS

MEASURE DESCRIPTION The 3-year average annual number of recreational boating fatalities.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the 3-year average annual number of recreational boating deaths. 33 CFR 173.55 

requires operators of vessels used for recreational purposes to file a Boating Accident Report when a 

person dies. Included are casualties caused by or attributed to a vessel, its equipment or appendages. Also 

included are swimming deaths due to carbon monoxide exposure; electrocution due to improper 

connection to shore power; a swimmer unable to get back to a drifting vessel not properly anchored, 

moored or docked; and persons struck by a vessel or associated equipment. Deaths or disappearances 

determined to be the result of natural causes or intentional acts are excluded.

DATA SOURCE Boating Accident Reports are recorded in the Coast Guard's Boating Accident Report Database (BARD) 

System.

METHODOLOGY Results for a given fiscal year are the average number of all applicable recreational boating deaths and 

injuries for the most recent three years. Only casualties recorded in the BARD database are counted.

VERIFICATION & VALIDATION To ensure boating casualties are accurately captured, the Coast Guard Office of Auxiliary and Boating 

Safety (CG-BSX) crosschecks BARD data with incidents reported in the Coast Guard Marine Information 

for Safety and Law Enforcement (MISLE) system and recreational boating casualties reported in media 

announcements and articles provided by a news clipping service.

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. A 3-year average 

is used to mitigate year-to-year variation and ensure any near-term trend is more apparent.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-27

ANNUAL NUMBER OF RECREATIONAL BOATING DEATHS AND INJURIES

MEASURE DESCRIPTION The annual number of recreational boating fatalities and injuries.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the annual number of recreational boating deaths and injuries. 33 CFR 173.55 

requires operators of vessels used for recreational purposes to file a Boating Accident Report when a 

person dies, is injured and requires medical treatment beyond first aid or disappears under circumstances 

that indicate death or injury. Included are casualties caused by or attributed to a vessel, its equipment or 

appendages. Also included are swimming deaths due to carbon monoxide exposure; electrocution due to

improper connection to shore power; a swimmer unable to get back to a drifting vessel not properly 

anchored, moored or docked; and persons struck by a vessel or associated equipment. Deaths, 

disappearances or injuries determined to be the result of natural causes or intentional acts are excluded as 

well.

DATA SOURCE Boating Accident Reports are recorded in the Coast Guard's Boating Accident Report Database (BARD) 

System.

METHODOLOGY Results for a given fiscal year are the sum total of all applicable recreational boating deaths and injuries 

for the previous four quarters. Only casualties recorded in the BARD database are counted.

VERIFICATION & VALIDATION To ensure boating casualties are accurately captured, the Coast Guard Office of Auxiliary and Boating 

Safety (CG-BSX) crosschecks BARD data with incidents reported in the Coast Guard Marine Information 

for Safety and Law Enforcement (MISLE) system and recreational boating casualties reported in media 

announcements and articles provided by a news clipping service.

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-28

3-YR AVERAGE NUMBER OF RECREATIONAL BOATING DEATHS AND INJURIES

MEASURE DESCRIPTION The 3-year average annual number of recreational boating fatalities and injuries.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Safety

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the 3-year average annual number of recreational boating deaths and injuries. 

33 CFR 173.55 requires operators of vessels used for recreational purposes to file a Boating Accident 

Report when a person dies, is injured and requires medical treatment beyond first aid or disappears under 

circumstances that indicate death or injury. Included are casualties caused by or attributed to a vessel, its 

equipment or appendages. Also included are swimming deaths due to carbon monoxide exposure; 

electrocution due to improper connection to shore power; a swimmer unable to get back to a drifting 

vessel not properly anchored, moored or docked; and persons struck by a vessel or associated equipment. 

Deaths, disappearances or injuries determined to be the result of natural causes or intentional acts are 

excluded.

DATA SOURCE Boating Accident Reports are recorded in the Coast Guard's Boating Accident Report Database (BARD) 

System.

METHODOLOGY Results for a given fiscal year are the average number of all applicable recreational boating deaths and 

injuries for the most recent three years. Only casualties recorded in the BARD database are counted.

VERIFICATION & VALIDATION To ensure boating casualties are accurately captured, the Coast Guard Office of Auxiliary and Boating 

Safety (CG-BSX) crosschecks BARD data with incidents reported in the Coast Guard Marine Information 

for Safety and Law Enforcement (MISLE) system and recreational boating casualties reported in media 

announcements and articles provided by a news clipping service.

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. A 3-year average 

is used to mitigate year-to-year variation and ensure any near-term trend is more apparent.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-29

ANNUAL NUMBER OF CHEMICAL DISCHARGE INCIDENTS

MEASURE DESCRIPTION The annual number of chemical discharge incidents where a reportable quantity of a hazardous substance

is discharged into navigable waters of the United States.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Environmental Protection—Prevention Activities

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the annual number of chemical discharge incidents where a reportable quantity of a 

hazardous substance is discharged into U.S. navigable waters. 40 CFR 300 requires vessel or facility 

operators to report discharges of any hazardous substance that equals or exceeds reportable quantities 

listed in 40 CFR 302. Discharges onto land, into the air, or into enclosed spaces are excluded. Discharges 

from non-maritime sources such as aircraft, trucks and other vehicles, rail cars and rail equipment, U.S. 

Navy and other public vessels, fixed platforms and pipelines are also excluded. Discharges from 

unspecified, unclassified and unknown sources are excluded as well.

DATA SOURCE Notices of chemical discharge incidents received by Coast Guard offices are investigated and recorded in 

the Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given fiscal year are the sum total of all applicable chemical discharge incidents for the 

previous four quarters where a reportable quantity of a hazardous substance is discharged into navigable 

waters of the United States.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-30

3-YR AVERAGE NUMBER OF CHEMICAL DISCHARGE INCIDENTS IN THE 

MARITIME ENVIRONMENT PER 100 MILLION TONS SHIPPED

MEASURE DESCRIPTION The 3-year average annual number of chemical discharge incidents where a reportable quantity of a 

hazardous substance is discharged into navigable waters of the United States per 100 million short tons of 

Chemical and Chemical Products shipped in U.S. waters.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Environmental Protection—Prevention Activities

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the 3-year average annual number of chemical discharge incidents, where a 

reportable quantity of a hazardous substance is discharged into U.S. navigable waters, per 100 million 

short tons of Chemical and Chemical Products shipped. 40 CFR 300 requires vessel or facility operators 

to report discharges of any hazardous substance that equals or exceeds reportable quantities listed in 40 

CFR 302. Discharges onto land, into the air, or into enclosed spaces are excluded. Discharges from nonmaritime sources such as aircraft, trucks and other vehicles, rail cars and rail equipment, U.S. Navy and 

other public vessels, fixed platforms and pipelines are also excluded. Discharges from unspecified, 

unclassified and unknown sources are excluded as well.

DATA SOURCE Notices of chemical discharge incidents received by Coast Guard offices are investigated and recorded in 

the Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system. Data on 

chemical and chemical products shipped in U.S. waters is obtained from the Army Corps of Engineers, 

Waterborne Commerce of the United States. Shipping statistics for a given year are not generally 

available until December of the following year; the measure uses a simple least-squares projection of the 

most recent three years of data.

METHODOLOGY Results for a given fiscal year are the average over the most recent three years of the number of chemical 

discharge incidents per 100 million short tons of Chemical and Chemical Products shipped.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. A 3-year average 

is used to mitigate year-to-year variation and ensure any near-term trend is more apparent. Current year 

shipping statistics are derived from a simple least-squares projection of recent past data and likely differs 

from actual levels. The number of chemical discharge incidents is reported as proportionate to chemical

and chemical product shipping, but not all chemical discharges are transit related.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-31

ANNUAL NUMBER OF OIL SPILLS >100 GALLONS

MEASURE DESCRIPTION The annual number of oil spills greater than 100 gallons discharged into navigable waters of the United 

States.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Environmental Protection—Prevention Activities

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the annual number of oil spills greater than 100 gallons discharged into U.S. 

navigable waters. 40 CFR 300 requires vessel or facility operators to report any discharge of oil or oil 

products that cause a sheen, discoloration, sludge, or emulsion. Discharges onto land, into the air, or into 

enclosed spaces are excluded. Discharges from non-maritime sources such as aircraft, trucks and other 

vehicles, rail cars and rail equipment, U.S. Navy and other public vessels, fixed platforms and pipelines 

are also excluded. Discharges from unspecified, unclassified and unknown sources are excluded as well.

DATA SOURCE Notices of reportable oil discharge incidents received by Coast Guard offices are investigated and 

recorded in the Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given fiscal year are the sum total of all applicable oil spills for the previous four quarters

where more than 100 gallons is discharged into navigable waters of the United States.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-32

3-YR AVERAGE NUMBER OF OIL SPILLS IN THE MARITIME ENVIRONMENT PER 

100 MILLION TONS SHIPPED

MEASURE DESCRIPTION The 3-year average annual number of oil spills greater than 100 gallons discharged into navigable waters 

of the United States per 100 million short tons of Oil and Oil Products shipped in U.S. waters.

USCG PROGRAM Maritime Prevention

USCG MISSION Marine Environmental Protection—Prevention Activities

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.2 - Mitigate Hazards and Vulnerabilities

Sub-Goal 5.2.3 - Prevent Maritime Incidents by Establishing and Ensuring Compliance

SCOPE The measure reports the 3-year average annual number of oil spills greater than 100 gallons discharged 

into navigable waters of the United States per 100 million short tons of oil and oil products shipped in 

U.S. waters. 40 CFR 300 requires vessel or facility operators to report any discharge of oil or oil products 

that cause a sheen, discoloration, sludge, or emulsion. Discharges onto land, into the air, or into enclosed 

spaces are excluded. Discharges from non-maritime sources such as aircraft, trucks and other vehicles, 

rail cars and rail equipment, U.S. Navy and other public vessels, fixed platforms and pipelines are also 

excluded. Discharges from unspecified, unclassified and unknown sources are excluded as well.

DATA SOURCE Notices of reportable oil spills received by Coast Guard offices are investigated and recorded in the Coast 

Guard’s Marine Information for Safety and Law Enforcement (MISLE) system. Data on oil and oil 

products shipped in U.S. waters is obtained from the Army Corps of Engineers, Waterborne Commerce of 

the United States. Shipping statistics for a given year are not generally available until December of the 

following year; the measure uses a simple least-squares projection of the most recent three years of data.

METHODOLOGY Results for a given fiscal year are the average over the most recent three years of the number of oil spills 

greater than 100 gallons per 100 million short tons of oil and oil products shipped.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. A 3-year average 

is used to mitigate year-to-year variation and ensure any near-term trend is more apparent. Current year 

shipping statistics are derived from a simple least-squares projection of recent past data and likely differs 

from actual levels. The number of oil spills greater than 100 gallons is reported as proportionate to oil and 

oil product shipping, but not all oil spills are transit related.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-33

PERCENT OF PEOPLE IN IMMINENT DANGER SAVED IN THE MARITIME 

ENVIRONMENT

MEASURE DESCRIPTION Lives saved by the Coast Guard expressed as a percentage of all notifications the Service receives of 

people in imminent danger on the oceans and other waterways. The measure excludes single incidents 

with eleven or more people whose lives were saved or lost, which if included might skew results and 

impede trend analysis.

USCG PROGRAM Maritime Response

USCG MISSION Search and Rescue

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.3 - Ensure Effective Emergency Response

Sub-Goal 5.3.3 - Provide Timely and Appropriate Disaster Assistance

SCOPE The measure encompasses all maritime distress incidents reported to the Coast Guard, which are judged 

by Coast Guard operational commanders as valid enough to order a response. The measure includes lives 

recorded as saved, lost before notification, lost after notification or unaccounted. Single incidents with 

eleven or more people saved, lost or unaccounted are excluded, so as not to skew results or impede trend 

analysis.

DATA SOURCE All maritime distress incidents reported to the Coast Guard, which are judged by Coast Guard operational 

commanders as valid enough to order a response—and associated response data—are recorded in the 

Coast Guard's Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given fiscal year are the total number of lives recorded as saved in the period expressed as a 

percentage of the total number of lives recorded as saved, lost before notification, lost after notification or 

unaccounted. Single incidents with eleven or more people saved, lost or unaccounted are excluded from 

the calculation.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, limit choices to pre-determined options, and 

flag data not conforming to expectations. Comprehensive training and user guides help ensure reliability 

and the application itself contains embedded Help screens. Search and rescue data are also reviewed at 

multiple levels, and discrepancies reviewed and corrected as necessary.

LIMITATIONS Some distress incidents may not be reported to the Coast Guard, and some reported incidents might not be 

judged by Coast Guard operational commanders as valid enough to order a response. Imminent danger is 

not always obvious; the determination that a life was saved and not merely assisted can be subjective. 

Factors beyond Coast Guard control can lead to tragic outcomes regardless of life saving efforts; some 

victims are lost or succumb to injuries before first responders are notified or before they can conceivably 

reach the scene. Single incidents with eleven or more people saved, lost or unaccounted are excluded so 

as not to skew measure results or impede trend analysis.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-34

PERCENT OF TIME RESCUE ASSETS ARE ON-SCENE WITHIN 2 HOURS

MEASURE DESCRIPTION The percent of all maritime distress incidents reported to the Coast Guard where a Search and Rescue 

Unit arrives on scene within two hours.

USCG PROGRAM Maritime Response

USCG MISSION Search and Rescue

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.3 - Ensure Effective Emergency Response

Sub-Goal 5.3.3 - Provide Timely and Appropriate Disaster Assistance

SCOPE The measure encompasses all maritime distress incidents reported to the Coast Guard, which are judged

by operational commanders as valid enough to order a response. Time on scene is the earliest time a 

Search and Rescue Unit is requested to proceed until the earliest time of an arrival on scene. It includes 

preparation time required for engine warm-up, underway checklist, risk management evaluation, mission 

planning, etc., and transit time from underway to on-scene.

DATA SOURCE All maritime distress incidents reported to the Coast Guard, which are judged by Coast Guard operational 

commanders as valid enough to order a response—and associated response data—are recorded in the 

Coast Guard's Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given fiscal year are the number of distress incidents where the First Sortie On-Scene Time 

minus the First Resource Requested Time is less than or equal to two hours, expressed as a percentage all 

maritime distress incidents reported to the Coast Guard, which are judged by operational commanders as 

valid enough to order a response.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, limit choices to pre-determined options, and 

flag data not conforming to expectations. Comprehensive training and user guides help ensure reliability 

and the application itself contains embedded Help screens. Search and rescue data are also reviewed at 

multiple levels, and discrepancies reviewed and corrected as necessary.

LIMITATIONS The time it takes to reach the scene of a distress call is a key performance factor. The 2-hour standard was 

established in the 1970's and revalidated in 1992 based on survival expectations in weighted-average 

water temperatures, which consider the varying number of incidents occurring regionally. The standard 

may not be a realistic benchmark for every circumstance. Adverse weather conditions, geographical 

proximity and asset availability may preclude arrival within the standard timeframe.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-35

PERCENT OF PROPERTY “IN DANGER OF LOSS” SAVED

MEASURE DESCRIPTION Property saved by the Coast Guard expressed as a percentage of all property in danger of loss, which 

consists of saved, lost or unaccounted property associated with notifications the Service receives of 

people in imminent danger on the oceans and other waterways. 

USCG PROGRAM Maritime Response

USCG MISSION Search and Rescue

DHS ALIGNMENT Mission Area 5 - Strengthen National Preparedness and Resilience

Goal 5.3 - Ensure Effective Emergency Response

Sub-Goal 5.3.2 – Conduct Effective and Unified Incident Response Operations

SCOPE The measure encompasses all maritime distress incidents reported to the Coast Guard, which are judged 

by Coast Guard operational commanders as valid enough to order a response. The measure includes 

property recorded as saved, lost and unaccounted for. Single incidents with property valuations in excess 

of $2 million are excluded, so as not to skew results or impede trend analysis.

DATA SOURCE All maritime distress incidents reported to the Coast Guard, which are judged by Coast Guard operational 

commanders as valid enough to order a response—and associated response data—are recorded in the 

Coast Guard's Marine Information for Safety and Law Enforcement (MISLE) system.

METHODOLOGY Results for a given fiscal year are the total value of property recorded as saved in the period expressed as 

a percentage of the total value of property recorded as saved, lost and unaccounted. Single incidents with 

property valuations in excess of $2 million are excluded from the calculation.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, limit choices to pre-determined options, and 

flag data not conforming to expectations. Comprehensive training and user guides help ensure reliability 

and the application itself contains embedded Help screens. Search and rescue data are also reviewed at 

multiple levels, and discrepancies reviewed and corrected as necessary.

LIMITATIONS Some distress incidents may not be reported to the Coast Guard, and some reported incidents might not be 

judged by Coast Guard operational commanders as valid enough to order a response. Imminent danger is 

not always obvious; the determination that property was saved and not merely rendered assistance can be 

subjective. Factors beyond Coast Guard control such as weather, capabilities of responding units, and the 

priority necessarily given to saving lives can significantly impact the Service’s ability to save property. 

Single incidents with property valuations in excess of $2 million are excluded so as not to skew measure 

results or impede trend analysis.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-36

DEFENSE READINESS OF MAJOR CUTTERS FOR DOD CONTINGENCY PLANNING

MEASURE DESCRIPTION The percentage of reporting period days designated Coast Guard Cutters are fully mission capable to meet 

Service commitments established in Department of Defense Global Force Management Implementation 

Guidance to conduct military activities necessary to reduce risk of terrorism, facilitate interoperability and 

jointly support national defense and homeland security.

USCG PROGRAM Defense Operations

USCG MISSION Defense Readiness

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

SCOPE The measure encompasses all Major Coast Guard Cutters capable of meeting commitments established in 

Department of Defense Global Force Management Implementation Guidance. The war fighting readiness 

of associated personnel, equipment, supplies and logistics are reported daily and compared to minimum 

standards. The measure reports the percentage of period days the Coast Guard is deemed capable of fully 

meeting established joint military contingency planning commitments for Major Cutters.

DATA SOURCE All Coast Guard unit types designated in Department of Defense contingency plans use the Coast Guard 

Readiness and Assessment Evaluation (CG-RACE) system to report war-fighting readiness of unit 

personnel, equipment, supplies and logistics. CG-RACE information is reported to DOD via the Defense 

Readiness Reporting System (DRRS).

METHODOLOGY Results for a given fiscal year are the number of days designated Coast Guard Cutters are fully missioncapable to meet Service commitments established in Department of Defense Global Force Management 

Implementation Guidance, expressed as a percentage of total period days.

VERIFICATION & VALIDATION CG-RACE data entry is controlled through program logic and structured menus to ensure consistency and 

integrity. Credibility and consistency criteria are promulgated as enclosure 9 to COMDTINST 3501.2H, 

and comprehensive training and user guides help ensure reliability. Readiness reports must be approved 

by unit commanding officers, and any discrepancies are identified and corrected as necessary. CG-RACE 

information is transferred to the Defense Readiness Reporting System (DRRS), where the data is further 

reviewed by Department of Defense managers.

LIMITATIONS The measure reports Coast Guard Major Cutter readiness to meet specific Service commitments to 

support established Department of Defense Global Force Management Implementation Guidance. It is not 

an indicator of Coast Guard capability to meet any greater level of military support, nor a measure of the 

Service’s overall operational readiness or capability to perform any specific Coast Guard mission.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-37

DEFENSE READINESS OF PATROL BOATS FOR DOD CONTINGENCY PLANNING

MEASURE DESCRIPTION The percentage of reporting period days Coast Guard Patrol Boats are fully mission capable to meet 

Service commitments established in Department of Defense Global Force Management Implementation 

Guidance to conduct military activities necessary to reduce risk of terrorism, facilitate interoperability and 

jointly support national defense and homeland security.

USCG PROGRAM Defense Operations

USCG MISSION Defense Readiness

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.1 - Secure U.S. Air, Land and Sea Borders and Approaches

SCOPE The measure encompasses all Coast Guard Patrol Boats capable of meeting commitments established in 

Department of Defense Global Force Management Implementation Guidance. The war fighting readiness 

of associated personnel, equipment, supplies and logistics are reported daily and compared to minimum 

standards. The measure reports the percentage of period days the Coast Guard is deemed capable of fully 

meeting established joint military contingency planning commitments for patrol boats.

DATA SOURCE All Coast Guard unit types designated in Department of Defense contingency plans use the Coast Guard 

Readiness and Assessment Evaluation (CG-RACE) system to report war-fighting readiness of unit 

personnel, equipment, supplies and logistics. CG-RACE information is reported to DOD via the Defense 

Readiness Reporting System (DRRS).

METHODOLOGY Results for a given fiscal year are the number of days designated Coast Guard Patrol Boats are fully 

mission capable to meet Service commitments established in Department of Defense Global Force 

Management Implementation Guidance, expressed as a percentage of total period days.

VERIFICATION & VALIDATION CG-RACE data entry is controlled through program logic and structured menus to ensure consistency and 

integrity. Credibility and consistency criteria are promulgated as enclosure 9 to COMDTINST 3501.2H, 

and comprehensive training and user guides help ensure reliability. Readiness reports must be approved 

by unit commanding officers, and any discrepancies are identified and corrected as necessary. CG-RACE 

information is transferred to the Defense Readiness Reporting System (DRRS), where the data is further 

reviewed by Department of Defense managers.

LIMITATIONS The measure reports Coast Guard Patrol Boat readiness to meet specific Service commitments to support 

established Department of Defense Global Force Management Implementation Guidance. It is not an 

indicator of Coast Guard capability to meet any greater level of military support, nor a measure of the 

Service’s overall operational readiness or capability to perform any specific Coast Guard mission.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-38

DEFENSE READINESS OF PORT SECURITY UNITS (DEPLOYED)

MEASURE DESCRIPTION The percentage of reporting period days currently deployed Coast Guard Port Security Units are fully 

mission capable to meet Service commitments to conduct military activities necessary to reduce risk of 

terrorism, facilitate interoperability and jointly support national defense and homeland security in support 

of the current DoD Global Force Management Allocation Plan (GFMAP).

USCG PROGRAM Defense Operations

USCG MISSION Defense Readiness

DHS ALIGNMENT Mission Area 1 – Prevent Terrorism and Enhance Security

Goal 1.3 - Reduce Risk to the Nation’s Critical Infrastructure, Key Leadership and Events

SCOPE The measure encompasses Coast Guard Port Security Units currently deployed in support of the DoD 

Global Force Management Allocation Plan (GFMAP). War fighting readiness of associated personnel, 

equipment, supplies and logistics are reported daily and compared to minimum standards. The measure 

reports the percentage of period days the Coast Guard is deemed capable of fully meeting established 

joint military commitments for Deployed Port Security Units.

DATA SOURCE All Coast Guard unit types designated in Department of Defense contingency plans use the Coast Guard 

Readiness and Assessment Evaluation (CG-RACE) system to report war-fighting readiness of unit 

personnel, equipment, supplies and logistics. CG-RACE information is reported to DOD via the Defense 

Readiness Reporting System (DRRS).

METHODOLOGY Results for a given fiscal year are the number of days Deployed Coast Guard Port Security Units are fully 

mission-capable of meeting Service commitments established in the current Department of Defense

Global Force Management Allocation Plan (GFMAP), expressed as a percentage of total period days.

VERIFICATION & VALIDATION CG-RACE data entry is controlled through program logic and structured menus to ensure consistency and 

integrity. Credibility and consistency criteria are promulgated as enclosure 9 to COMDTINST 3501.2H, 

and comprehensive training and user guides help ensure reliability. Readiness reports must be approved 

by unit commanding officers, and any discrepancies are identified and corrected as necessary. CG-RACE 

information is transferred to the Defense Readiness Reporting System (DRRS), where the data is further 

reviewed by Department of Defense managers.

LIMITATIONS The measure reports the readiness of deployed Coast Guard Port Security Units to meet specific Service 

commitments in support of the current DoD Global Force Management Allocation Plan (GFMAP). It is 

not an indicator of Coast Guard capability to meet any greater level of military support, nor a measure of 

the Service’s overall operational readiness or capability to perform any specific Coast Guard mission.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-39

DEFENSE READINESS OF PORT SECURITY UNITS (READY TO DEPLOY)

MEASURE DESCRIPTION The percentage of reporting period days designated Coast Guard Port Security Units are fully mission 

capable of deploying and meeting Service commitments to conduct military activities necessary to reduce 

risk of terrorism, facilitate interoperability and jointly support national defense and homeland security in 

support of the current DoD Global Force Management Allocation Plan (GFMAP).

USCG PROGRAM Defense Operations

USCG MISSION Defense Readiness

DHS ALIGNMENT Mission Area 1 – Prevent Terrorism and Enhance Security

Goal 1.3 - Reduce Risk to the Nation’s Critical Infrastructure, Key Leadership and Events

SCOPE The measure encompasses all Coast Guard Port Security Units capable of deploying in support of the 

DoD Global Force Management Allocation Plan (GFMAP). War fighting readiness of associated 

personnel, equipment, supplies and logistics are reported daily and compared to minimum standards. The 

measure reports the percentage of period days the Coast Guard is deemed capable of fully meeting 

established joint military contingency planning commitments for deploying Port Security Units.

DATA SOURCE All Coast Guard unit types designated in Department of Defense contingency plans use the Coast Guard 

Readiness and Assessment Evaluation (CG-RACE) system to report war-fighting readiness of unit 

personnel, equipment, supplies and logistics. CG-RACE information is reported to DOD via the Defense 

Readiness Reporting System (DRRS).

METHODOLOGY Results for a given fiscal year are the number of days designated Coast Guard Port Security Units are 

fully mission-capable of deploying to meet Service commitments established in the current Department of 

Defense Global Force Management Allocation Plan (GFMAP), expressed as a percentage of total period 

days.

VERIFICATION & VALIDATION CG-RACE data entry is controlled through program logic and structured menus to ensure consistency and 

integrity. Credibility and consistency criteria are promulgated as enclosure 9 to COMDTINST 3501.2H, 

and comprehensive training and user guides help ensure reliability. Readiness reports must be approved 

by unit commanding officers, and any discrepancies are identified and corrected as necessary. CG-RACE 

information is transferred to the Defense Readiness Reporting System (DRRS), where the data is further 

reviewed by Department of Defense managers.

LIMITATIONS The measure reports Coast Guard Port Security Unit readiness to meet specific Service commitments in 

support of the current DoD Global Force Management Allocation Plan (GFMAP). It is not an indicator of 

Coast Guard capability to meet any greater level of military support, nor a measure of the Service’s 

overall operational readiness or capability to perform any specific Coast Guard mission.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-40

AVAILABILITY OF MARITIME NAVIGATION AIDS

MEASURE DESCRIPTION The percentage of time Federal Short-Range Aids to Navigation were available and performing their 

specified functions, where an aid to navigation is counted as not being available from the initial time a 

discrepancy is reported until the time the discrepancy is corrected.

USCG PROGRAM Marine Transportation System Management

USCG MISSION Aids to Navigation

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.2 – Manage the Risk of People and Goods in Transit

SCOPE The measure reports the hours Federal Short Range Aids to Navigation were available as a percent of 

total hours they were expected to be available. Short-range aids to navigation are those intended for use 

within the visual, audible or radar range of the mariner; which term encompasses lighted and unlighted 

beacons, ranges, leading lights, buoys, and their associated sound signals. The measure includes all shortrange aids to navigation in the Coast Guard inventory on the day a report is run.

DATA SOURCE The Integrated Aids to Navigation Information System (I-ATONIS) is the official system used by the 

Coast Guard for information relating to short-range aids to navigation.

METHODOLOGY Results for a given year are the total hours that all Federal Short Range Aids to Navigation were 

available, expressed as a percentage of total hours they were expected to be available. Expected 

availability is the total number of federal aids deployed on the day a report is run times the number of 

days in the reporting period, multiplied by 24 hours. Availability is determined by subtracting from 

expected hours, the total time any of these Aids were recorded as not available, which is the time between 

the initial reporting of a discrepancy until the time the discrepancy is corrected.

VERIFICATION & VALIDATION To ensure consistency and integrity, data entry in the I-ATONIS system is limited to specially trained 

personnel in each District. I-ATONIS data is also subject to review by Unit and District personnel, and by 

Coast Guard and National Ocean Service managers in the process of generating local Notices to Mariners.

LIMITATIONS This measure provides an overall assessment of availability across the entire system of Federal ShortRange Aids to Navigation; it does not distinguish any lack of availability by significance. An individual 

Aid to Navigation can be distinguished by its navigational significance, which is influenced by factors 

such as its position and function in a waterway, the waterway importance, traffic density, climate and the 

mix and coverage of other aids in the system. A temporary change to a short-range aid to navigation is not 

considered a discrepancy.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-41

PERCENT OF TIME HIGH-PRIORITY WATERWAYS IN GREAT LAKES AND 

EASTERN SEABOARD OPEN DURING ICE SEASON

MEASURE DESCRIPTION The percent of time Tier One Waterways, in the Great Lakes and along the eastern seaboard, are open to 

vessel transits during the icebreaking season. Tier One waterways are those connecting waterways of the 

Marine Transportation System determined to be the highest-priority due to their geographical location or 

importance of cargo to public health and safety.

USCG PROGRAM Marine Transportation System Management

USCG MISSION Ice Operations

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.2 – Manage the Risk of People and Goods in Transit

SCOPE The measure reports the percentage of time Tier One waterways in the Great Lakes and along the eastern 

seaboard are not closed to vessel transits due to ice-related conditions during the icebreaking season. 

Icebreaking operations in the Great Lakes and waterways along the eastern seaboard are generally 

conducted during a January to April season. Tier One waterways are those identified and categorized as 

such due to their geographical location or importance of cargo to public health and safety. A closure is 

defined as an event or condition preventing vessels from transiting a waterway, including ice-related 

waterway restrictions or Captain of the Port limitations.

DATA SOURCE Data is obtained from end-of-season reports submitted to Coast Guard Headquarters by 01 July each year.

METHODOLOGY Results for a given year are total hours Tier One Waterways are not closed due to ice-related conditions 

during the icebreaking season, expressed as a percentage of total waterway hours. Total waterway hours 

are determined by multiplying the number of Tier One Waterways by ice season days times 24 hours. 

Total hours Tier One Waterways were closed is ice-related closures reported in days times 24, plus icerelated waterway closures reported in hours, plus ice-related waterway restrictions or Captain of the Port 

limitations in hours.

VERIFICATION & VALIDATION Icebreaking and waterway closure data provided in end-of-season reports are reviewed for accuracy and 

consistency by Unit and District staff and by the Mobility and Ice Operations Division of the Coast Guard 

Office of Waterways and Oceans Policy (CG-WWM).

LIMITATIONS The measure is a proxy gauge of navigational mobility on the Great Lakes and along the eastern seaboard

during the winter icebreaking season; it records closures due to ice only for Tier One Waterways. Results 

are sensitive to the severity of winter weather, and do not necessarily reflect Coast Guard performance; an 

exceptionally severe winter may produce more closures despite impressive Coast Guard icebreaking 

performance.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-42

ANNUAL NUMBER OF NAVIGATIONAL ACCIDENTS

MEASURE DESCRIPTION The annual number of distinct collision, allision and grounding events involving a commercial vessel, 

which includes marine casualties where two or more vessels collide, a vessel strikes a stationary vessel or 

object, or a vessel runs onto a shore, reef or bottom of a body of water.

USCG PROGRAM Marine Transportation System Management

USCG MISSION Aids to Navigation

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.2 – Manage the Risk of People and Goods in Transit

SCOPE 46 CFR 4.05-10 requires the owner, agent, master, operator, or person in charge to notify the U.S. Coast 

Guard of any occurrence involving a vessel that results in a Collision, Allision or Grounding. Only 

distinct incidents involving a commercial vessel are counted; incidents that involve only non-commercial 

or recreational vessels are excluded. A vessel striking one or more other vessels, at least one of which is a 

commercial vessel, is counted as a distinct Collision event. A commercial vessel striking one or more 

stationary vessels or a stationary object is counted as a distinct Allision event. A distinct Grounding event 

might include a tug and a perhaps several barges in tow running onto a shore, reef or bottom of a body of 

water.

DATA SOURCE Marine casualties are recorded in the Coast Guard’s Marine Information for Safety and Law Enforcement 

(MISLE) system.

METHODOLOGY Results for a given year are the annualized total number of distinct Collision, Allision and Grounding 

events.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. The number of 

collisions, allisions and groundings is a proxy indicator of adverse impacts to maritime mobility; they can 

result in waterway closures and disruptions to maritime commerce. They may also result in personnel 

casualties, pollution incidents and property losses. Minimizing their occurrence is an objective of the 

Coast Guard Marine Transportation System Management Program, though their cause is often not related 

to a navigation or waterways management concern.
USCG Fiscal Year 2017 Performance Report Publication Edition Page A-43

5-YR AVERAGE NUMBER OF NAVIGATIONAL ACCIDENTS

MEASURE DESCRIPTION The 5-year average annual number of distinct collision, allision and grounding events involving a 

commercial vessel, which includes marine casualties where two or more vessels collide, a vessel strikes a 

stationary vessel or object, or a vessel runs onto a shore, reef or bottom of a body of water.

USCG PROGRAM Marine Transportation System Management

MISSION Aids to Navigation

DHS ALIGNMENT Mission Area 2 - Secure and Manage Our Borders

Goal 2.2 – Safeguard and Expedite Lawful Trade and Travel

Sub-Goal 2.2.2 – Manage the Risk of People and Goods in Transit

SCOPE 46 CFR 4.05-10 requires the owner, agent, master, operator, or person in charge to notify the U.S. Coast 

Guard of any occurrence involving a vessel that results in a Collision, Allision or Grounding. Only 

distinct incidents involving a commercial vessel are counted; incidents that involve only non-commercial 

or recreational vessels are excluded. A vessel striking one or more other vessels, at least one of which is a 

commercial vessel, is counted as a distinct Collision event. A commercial vessel striking one or more 

stationary vessels or a stationary object is counted as a distinct Allision event. A distinct Grounding event 

might include a tug and a perhaps several barges in tow running onto a shore, reef or bottom of a body of 

water.

DATA SOURCE Marine casualties are recorded in the Coast Guard’s Marine Information for Safety and Law Enforcement 

(MISLE) system.

METHODOLOGY Results for a given year are the annualized average number of distinct Collision, Allision and Grounding 

events for the most recent five years.

VERIFICATION & VALIDATION To ensure consistency and integrity, MISLE data entry is controlled through program logic and pull-down 

menus that require key elements, prohibit the inappropriate, and limit choices to pre-determined options. 

Comprehensive training and user guides help ensure reliability the application itself contains embedded 

Help screens. MISLE system quality control, and data verification and validation, is effected through 

regular review of records by the Coast Guard Office of Investigations and Analysis (CG-INV).

LIMITATIONS Some incidents are never reported and some delayed in reaching the Coast Guard; previously published 

data is therefore subject to revision—with the greatest impact affecting recent quarters. The number of 

collisions, allisions and groundings is a proxy indicator of adverse impacts to maritime mobility; they can 

result in waterway closures and disruptions to maritime commerce. They may also result in personnel 

casualties, pollution incidents and property losses. Minimizing their occurrence is an objective of the 

Coast Guard Marine Transportation System Management Program, though their cause is often not related 

to a navigation or waterways management concern. A 5-year average is used to mitigate year-to-year 

variation and ensure any near-term trend is more apparent.