U.S. Coast Guard Fiscal Year 2019 Performance ReportPage i

United States Coast Guard

Annual Performance Report

Fiscal Year 2019
U.S. Coast Guard Fiscal Year 2019 Performance Report Page ii

LETT ER FR OM TH E DEP UTY CO MMANDANT F OR OP ERA TIONS

Vice Admiral Daniel B. Abel

United States Coast Guard

Deputy Commandant for Operations

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

Fiscal Year 2019.

While a small service, the Coast Guard impacts the lives of nearly all 

Americans by ensuring the continued safety, security, and prosperity of our 

nation. The clothes we wear, cars we drive, and so many other products we 

buy and sell are delivered via a maritime transportation system that the 

Coast Guard is charged with supporting and protecting. We are the sole 

Federal agency postured and equipped with the broad legal authority to exert national sovereignty 

and enforce laws and treaties in our internal waters, littorals, and on the high seas. We protect our 

maritime borders from terrorist threats, illegal drugs, undocumented migrants, and contraband. 

Additionally, we have established a reputation as one of the world’s premier lifesaving and crisis 

response organizations. Our service regularly rises to meet ever-changing man-made and natural 

disasters that threaten our people and our way of life.

Our greatest strength and most important resource has always been and will continue to be our 

people. The quality, dedication, and professionalism of Coast Guard men and women never ceases 

to amaze. They are a unique and elite breed of U.S. Military Service Members, Civilian Employees,

and volunteer Auxiliarists—quiet heroes who with little fanfare or attention, on a daily basis, save 

lives, stop transnational criminals, protect the environment, and fight our nation’s wars. They are 

committed to excellence in all they do, exemplified by their adherence to the Coast Guard’s core

values of Respect, Honor, and Devotion to Duty in all that they do.

Vice Admiral, U. S. Coast Guard
U.S. Coast Guard Fiscal Year 2019 Performance ReportPage iii

Table of Contents

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

Coast Guard Missions and Mission Programs................................................................................................ 1

Coast Guard Measures and Target Setting Process ........................................................................................ 2

FY 2019 Summary of Coast Guard Mission Performance ............................................................................. 3

Fiscal Year 2019 Selected Performance Highlights ....................................................................................... 4

Prevention Mission-Programs ........................................................................................................................ 5

Maritime Prevention Program ...................................................................................................................11

Marine Transportation System Management Program..............................................................................18

Response Mission Programs..........................................................................................................................23

Maritime Security Operations Program.....................................................................................................29

Maritime Law Enforcement Program........................................................................................................31

Maritime Response Program .....................................................................................................................38

Defense Operations ...................................................................................................................................43

Coast Guard Intelligence ...............................................................................................................................45

International Engagement..............................................................................................................................49

Coast Guard Cyber Command.......................................................................................................................52

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

COVER: The crew of the U.S. Coast Guard Cutter HEALY conducts their Arctic West Summer 2018 science mission with the 

northern lights visible above the ship while in the Arctic Ocean, November 12, 2018. 

(Coast Guard photo by Master Chief Petty Officer Andrea Martynowski)

U.S. Coast Guard Fiscal Year 2019 Performance Report Page 1

COAST GUARD MISSIONS AND MISSION PR OG RAMS

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 a nearly 4.5 million square mile exclusive economic zone. In the Nation’s 

ports and harbors, and across the vast expanse of the ocean, coastal and inland waterways, we

protect the safety and security of the U.S. people and ensure the stewardship of 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 (DHS). It delineated 11 Coast Guard’s missions to ensure that performance 

is reasonably tracked and non-homeland security results did not suffer because of the transfer.

These are managed within the 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.

U.S.COAST GUARD MISSION PROGRAMS HOMELAND SECURITY ACT MISSIONS

Maritime Prevention

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

Marine Safety (MS)

Marine Environmental Protection — Prevention Activities (MEP)

MTS Management

Aids to Navigation (ATON)

Ice Operations (ICE)

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 Response

Search and Rescue (SAR)

Marine Environmental Protection — Response Activities (MER)

Defense Operations Defense Readiness (DR)

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

Act, including products and services for the Intelligence Community; activities and efforts provided 

in support of U.S. diplomacy and international relations; Cyber Security; and Bridge 

Administration, Great Lakes Pilotage and other Waterways Management functions supplementary 

to Aids to Navigation.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 2

COAST GUARD MEASUR ES AND TARG ET SET TING PROCESS

The Coast Guard has established a balanced set of indicators for measuring and assessing progress 

toward attaining or maintaining primary mission outcome goals. Actual results inform performance 

discussions, initiative development, strategic plans, operational direction, and budget priorities. 

The results also provide a means of communicating Coast Guard actual and expected performance 

to interested partners and stakeholders.

Outcome metrics are the most useful for assessing progress toward achieving enterprise purposes; 

and the Coast Guard Annual Performance Report consequently focuses on key outcome indicators.

Output and activity measures are not reported, nor are all outcome measures available or used 

presented. The Coast Guard report includes measures not used by the Department of Homeland 

Security; and measures named and defined in the Appendix may differ somewhat from 

corresponding names and definitions adopted by the Department. Developing meaningful measures 

and ensuring data availability and validity is challenging; consequently the suite of reported 

measures evolves as new and improved measurement and reporting capabilities are developed.

Each March, the Service completes a year long process of performance assessment, improvement 

planning, and target setting to coincide with its annual budget submission. Targets are ambitious, 

yet realistic expectations of future results. They are realistically derived from reliable baselines and 

credible performance benefits anticipated from ambitious initiatives and improvement plans. In 

determining such expectations, we do not presume every target will always be attained. Identifying 

and understanding target variance is a key function and benefit of performance analysis.

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 some trend line with due care given to 

both the type of trend line and its expected duration.

Each target is set by the Coast Guard, but some are derived from external mandates. Except for 

targets that reflect performance standards established with specific stakeholders, we annually refine 

targets by:

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

strategy modifications to incorporate new technology);

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

improved operational execution);

 Ascertaining the impact of any constraints on Coast Guard capabilities such as budget or 

operational limits on staffing, training, equipment, infrastructure, and information; and

 Assessing external driver impacts (such as an increase or decrease in economic activity).
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 3

FY 2019 SUMMARY OF COAS T GUARD MISSI ON PERF ORMANC E

MARITIME PREVENTION

SECURITY ACT 

MISSION

Prior

Year

(Note 1)

FY19

Actual

FY19

Target

FY20

Target

M Annual MTSA facility compliance rate with transportation worker ID credential regulations PWCS-P 99.4% 99.0% ≥99.0% ≥99.0%

S Annual Number of Breaches at High Risk Maritime Facilities PWCS-P 329 331 ≤307 ≤312

S 3-yr average number of serious marine incidents MS 734 748 ≤689 ≤713

Annual number of commercial mariner deaths and critical, serious & severe injuries MS 119 101 ≤128 ≤99

M 3-yr average number of commercial mariner deaths and critical, serious & severe injuries MS 126 113 ≤132 ≤112

Annual number of commercial passenger deaths and critical, serious & severe injuries MS 125 158 ≤101 ≤92

M 3-yr average number of commercial passenger deaths and critical, serious & severe injuries MS 104 123 ≤132 ≤110

Annual number of recreational boating deaths MS 621 593 ≤599 ≤630

M 3-yr average number of recreational boating deaths MS 668 633 ≤602 ≤629

Annual number of chemical discharge incidents MEP 15 16 ≤19 ≤14

M 3-yr Average of Chemical Discharge Incidents per 100 million short tons shipped MEP 8.0 8.1 ≤14.5 ≤8.0

Annual number of oil spills>100 gallons MEP 98 82 ≤90 ≤92

M 3-yr Average of Oil Spills in the Maritime Environment per 100 million short tons shipped MEP 9.2 8.8 ≤10.2 ≤9.5

MARINE TRANSPORTATION SYSTEM MANAGEMENT

S Availability of maritime navigation aids ATON 97.1% 96.9% ≥97.5% ≥97.5%

M Percent of time high-priority waterways in Great Lakes and Eastern Seaboard open during ice season ICE 89.5% 97.2% ≥95.0% ≥95.0%

Annual number of navigational accidents ATON 1,117 1,078 ≤1,822 ≤1,200

M 5-yr average number of navigational accidents ATON 1,378 1,202 ≤1,749 ≤1,300

MARITIME SECURITY OPERATIONS

M Percent reduction of all maritime security risk subject to USCG influence PWCS-R 52.0% 52.0% ≥49.0% Note 2

M Percent reduction of maritime security risk—USCG consequence management PWCS-R 2.0% 2.0% ≥2.0% Note 2

M Percent reduction of maritime security risk—USCG terrorist entry prevention PWCS-R 60.0% 60.0% ≥59.0% Note 2

M Percent reduction of maritime security risk—USCG WMD entry prevention PWCS-R 46.0% 45.0% ≥44.0% Note 2

S Percent risk impact of maritime security operations (new for 2020) PWCS-R N/A N/A N/A ≥42.0%

M Maritime security operations efficiency (new for 2020) PWCS-R N/A N/A N/A ≥80.0%

MARITIME LAW ENFORCEMENT

Number of undocumented migrants attempting to enter U.S. by maritime routes MIGRANT 5,197 7,093 ≤9,000 ≤9,000

M Number of undocumented migrants attempting to enter U.S. by maritime routes interdicted MIGRANT 3,603 6,107 ≤4,718 ≤4,718

S Migrant interdiction effectiveness in the maritime environment MIGRANT 72.0% 86.1% ≥75.0% ≥75.0%

Percent undocumented migrants attempting to enter U.S. by maritime interdicted by USCG MIGRANT 33.4% 34.4% ≥50.0% ≥50.0%

Metric tons of cocaine removed DRUG 209.6 207.9 ≥240.0 ≥240.0

M USCG removal rate for cocaine from non-commercial vessels in maritime transit zone DRUG 7.3% 9.3% ≥10.0% ≥10.0%

S Fishing regulation compliance rate LMR 97.8% 97.9% ≥97.0% ≥97.0%

Percent of federal fisheries found in compliance with laws and regulations LMR 23.0% 29.0% ≥28.0% ≥28.0%

Number of detected incursions of foreign fishing vessels violating U.S. waters OLE 201 185 ≤206 ≤206

S Interdiction rate of foreign fishing vessels violating U.S. waters OLE 31.3% 40.5% ≥18.0% ≥18.0%

MARITIME RESPONSE

S Percent of people in imminent danger saved in the maritime environment SAR 78.0% 78.1% ≥80.0% ≥ 80.0

M Percent of time rescue assets are on-scene within 2 hours SAR 93.0% 94.0% 100% 100%

Percentage of property “in danger of loss: saved SAR 60.0% 49.2% ≥66.0% ≥66.0%

Marine Environmental Response Compliance MER 86.5% 90.5% ≥90.0% ≥90.0%

DEFENSE OPERATIONS

Defense readiness of major cutters for Department of Defense contingency planning DR 100% 92.9% 100% 100%

Defense readiness of patrol boats for contingency planning DR 100% 100% 100% 100%

Defense readiness of port security units (deployed) DR 93.5% 100% 100% 100%

Defense readiness of port security units (ready to deploy) DR 100% 100% ≥85.0% ≥85.0%

S – [Strategic] measure reported publically by DHS M – [Management] measure not reported publically by DHS, but provided to congress

Note 1: Prior Year numbers may have been updated to reflect additional information received after the FY 2018 Annual Performance Report was published

Note 2: Measures retired after FY 2019
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 4

FISCAL YEAR 2019 SEL ECT ED PERFOR MANCE HIG H LIG H TS

 Conducted over 5,500 Maritime Transportation Security Act-related inspections.

 1,837 vessel exams and 1,300 safety decals issued by the Auxiliary.

 Conducted 601 transfer monitors of regulated facilities.

 Completed 15,996 U.S. vessel safety/security inspections; resulted in 87 flag state detentions.

 Conducted 8,748 foreign-flagged vessel inspections resulting in 106 detentions.

 Conducted 29,993 container safety inspections.

 Completed 5,944 fishing vessel exams and issued 3,643 decals.

 Conducted 3,537 investigations into reportable marine casualties. 

 Conducted 199 International Port Security Program assessments in 40 countries.

 Completed 2,665 pollution investigations; and 6,247 enforcement actions for 8,944 violations.

 Issued 60,485 merchant mariner credentials or endorsements.

 Issued 229,960 Certificates of Documentation.

 Reviewed over 16,000 commercial vessel plans for compliance.

 Oversaw 44,571 Aidsto Navigation with maintenance on 16,595; corrected 6,440 discrepancies.

 Issued 32 Bridge Permits for projects with an estimated construction cost of $1.57 billion.

 Conducted 6,756 hours of icebreaking. 

 Tracked 1,515 icebergs.

 Established 1,022 waterways controls; reviewed 4,071 applications for marine event permits.

 Completed 48,623 patrols of critical infrastructure/key resources

 Conducted 512 waterborne enforcement activities of fixed security zones, and provided support 

for 28 military out load security zones.

 Tactical Law Enforcement for 49 Coast Guard and 16 U.S. Navy and Allied ship deployments.

 Completed 12,054 hours of coverage and 105 escorts in the Arabian Gulf.

 Air crews responded to 148 active air defense events to the Washington, D.C. area, and 

deployed 29 times to support Presidential Protection and National Special Security Events.

 Interdicted 2,441 undocumented migrants.

 Removed 207.9 metric tons of cocaine.

 Conducted 7,052 boardings of U.S. fishing vessels; interdicted 75 foreign fishing incursions.

 Responded to 15,257 SAR cases; saved 4,335 lives; assisted 19,986 people; protected $41.6 

million of property from loss.

 Responded to 9,378 pollution incident reports; managed 328 federal cleanup projects. 

 Conducted 156 site inspections of Oil Spill Removal Organizations.

 Directed 137 Government Initiated Unannounced Exercises. 

 Reviewed more than 7,000 submissions for compliance with the Oil Pollution Act of 1990. 

 Performed 420 exercises and 160 Preparedness for Response quarterly notification drills.

 Identified and warned of the pending arrival to the U.S. of 5,430 travelers of concern. 

 Screened 114,441 commercial vessels, 12,103,796 crew members, and 27,000,000 travelers. 

 Hosted 278 international students; coordinated 52 Mobile Training Team missions.

 Resolved over 140,000 tickets for Information Technology issues.

 Activated and deployed 450 reservists in support of operations along the U.S. southern border.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 5

PREVENTION MISSION-PROGRAMS

The Assistant Commandant for Prevention Policy, through its Maritime Prevention Program and 

Marine Transportation System Management Program, develops and promulgates mission strategy, 

doctrine, and policy guidance to enable the safe and efficient flow of people and commerce on the 

Nation’s waterways. The Assistant Commandant also provides strategic planning direction to

ensure successful operational execution against programmatic standards; and maintains outreach 

to key stakeholders and federal, state, tribal, military, industry, and international partners.

HIGHLIGHTS

 Conducted over 5,500 Maritime Transportation Security Act-related inspections.

 1,837 vessel exams and 1,300 safety decals issued by the Auxiliary.

 Conducted 601 transfer monitors of facilities regulated under 33 CFR 127 and 33 CFR 154.

 Completed 15,996 U.S. vessel safety/security inspections resulting in 87 flag state detentions.

 Conducted 8,748 foreign-flagged vessel inspections resulting in 106 detentions.

 Conducted 29,993 container safety inspections.

 Completed 5,944 fishing vessel exams and issued 3,643 decals.

 Conducted 3,537 investigations into reportable marine casualties.

 Completed 2,665 pollution investigations; and 6,247 enforcement actions for 8,944 violations.

 Issued 60,485 merchant mariner credentials/endorsements.

 Issued 229,960 Certificates of Documentation.

 Reviewed over 16,000 commercial vessel plans for compliance.

 Oversaw 44,571 Aids to Navigation with maintenance on 16,595; corrected 6,440 discrepancies.

 Issued 32 Bridge Permits for projects with an estimated construction cost of $1.57 billion.

 Conducted 6,756 hours of icebreaking. 

 Tracked 1,515 icebergs.

 Established 1,022 waterways controls, reviewed 4,071 applications for marine event permits.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 6

SUCCESS STORIES

Coast Guard Approves First Fuel-Cell Ferry

The Coast Guard received a concept review request 

for a small passenger vessel using fuel cell drive 

technology. By creatively applying pertinent sections 

of available regulations and guidelines, the Coast 

Guard established criteria by which this first-in-theworld fuel cell ferry could be built to operate and 

carry passengers at safety levels equivalent to 

traditional gasoline and diesel fueled vessels. The 

WATER-GO-ROUND, which is an aluminum hull 

catamaran, is designed to carry 84 passengers and 

hopes to start service in the San Francisco Bay area by March 2020.

The WATER-GO-ROUND uses compressed hydrogen stored in carbon-fiber composite cylinders; 

and integrates fuel cells and lithium-ion batteries into a power management system for propulsion.

This novel design introduced unexpected regulatory uncertainty surrounding bunkering, fire safety, 

and enclosed space ventilation; none of which are addressed in current U.S. vessel construction and 

inspection regulations.

The company submitted a proposal to address the absence of regulations; and the Coast Guard 

Office of Engineering Standards and the Marine Safety Center staff engineers worked together to 

establish a framework of standards and requirements to address this new emerging technology. The 

framework, known as a design basis, drew on a mix of international codes and standards, some of 

which are very recently developed. Once the design basis was established and vessel plans reviewed 

to ensure materials and equipment met agreed-upon requirements, continuing support was provided 

to the Officer in Charge, Marine Inspection throughout the construction and testing phases.

As industry develops more innovative and complex designs, the Coast Guard continues to draw on 

its technical competence and cooperative relationship within the maritime community to ensure the 

safe application of new emerging technologies.

Global Partnerships Enhance Security

In March 2019, the United Kingdom’s (UK) Department for Transport hosted representatives from 

the Coast Guard’s Office of International and Domestic Port Security to share best practices and 

discuss engagement challenges with certain countries. In July, an International Port Security

Capacity Building team from the Coast Guard, with partners from the UK Department for 

Transport, met in Tunisia with Port Directors, Security Officers, Police, and representatives from 

Tunisian Customs & Immigration, Navy, and Ministry of Transport.

Small Passenger Vessel WATER-GO-ROUND in San 

Francisco, CA. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 7

The Coast Guard began cultivating a relationship with 

partners in the UK Department for Transport in 2015. 

The collaboration has improved situational awareness 

and efforts to share the burden of assessing and 

assisting other nations’ compliance with the 

International Ship and Port Facility Security (ISPS) 

Code. 

Participants in the March meetings compared and 

contrasted their two programs and discussed different 

approaches to port security evaluation and capacity building. This train-the-trainer workshop 

concentrated on the process for creating and conducting drills and tabletop exercises, and examined 

curriculum and resource considerations through a combination of lessons and interactive sessions.

Four months later, the Coast Guard and British partners worked together to help Tunisian officials

develop their own port security tabletop exercise. They demonstrated and instructed the Tunisians 

on how to create objectives, how to build and manage exercises, develop scenarios, and how to 

document and evaluate the exercise to improve planning. The Tunisian participants broke into 

groups and developed their own objectives and plans based on ISPS Code requirements and their 

communications, agency cooperation, resource capabilities, and access control considerations.

Sector Anchorage Establishes a Marine Safety Task Force 

Sector Anchorage, which has an area of responsibility 

one-fifth the size of the continental U.S. and has more 

facility inspection requirements than all other Pacific 

Area units combined, developed an innovative way to

reduce operational risk and improve its effectiveness 

and efficiency in the remote Arctic area.

These facilities are mostly small bulk oil tank farms that 

supply vital fuel to Alaskan villages—their only source 

for heat and power. Of the 394 facilities subject to inspection, 360 are located in remote villages 

and many are only accessible by bush planes, all-terrain vehicles, and snow machines. Due to their 

remoteness, lack of support infrastructure, and extremes in weather, inspections that normally take 

a few hours in the lower 48 can take days. 

The possibility of a tank failure at one of these remote facilities not only poses a critical survival 

risk, it could severely impact commercial and subsistence fisheries and result in clean-up costs 

that are substantially more expensive than would be the case elsewhere. A 3,000-gallon heavy 

fuel oil spill in Kodiak cost $9 million to clean up, while a spill of comparable size within the 

continental United States, for example, would cost less than $500,000.

Coast Guard International Port Security Capacity 

Building Team members conduct tabletop exercises in 

Tunisia with support from the UK Department for 

Transport. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 8

Visits to these facilities require substantially more travel time and cost; and because of all the 

constraints, Sector Anchorage is typically able to inspect only 12% of their facilities each year. To 

address this challenge, Sector Anchorage created the Marine Safety Task Force initiative; a new 

model for executing marine safety activities, building knowledge and response capacity in remote 

regions, and enhancing maritime safety and stewardship throughout Western Alaska.

The Marine Safety Task Force initiative deploys teams to hub communities for extended periods, 

which will allow visits to an additional 146 remote villages annually. Sector Anchorage is 

coordinating with Civil Air Patrol to provide transportation, which will save time and cost; and is 

leveraging Coast Guard Reserve facility inspectors to broaden capacity. They have also invited 

participation by state and tribal partners to increase risk awareness and to help identify prevention 

and response solutions.

The Marine Safety Task Force initiative will permit physical inspections of all Coast Guard 

regulated facilities over the next three to five years, and create a baseline assessment of facility 

compliance and risk prioritization. It not only will improve maritime safety and stewardship, it also 

will enable the Coast Guard to increase national security in the region by having a regular presence 

in these remote areas.

Coast Guard Diligence Spurs Third-Party Oversight

A review of a Recognized Organization’s database by 

Coast Guard Activities Far East inspectors uncovered 

a failure by the Recognized Organization to address 

structural issues recorded a year earlier. The Coast 

Guard inspectors’ diligence led to acknowledgement

that deficiencies were overlooked and corrective 

actions were needed and would be taken to prevent a 

reoccurrence.

Recognized Organizations are third-party entities that 

conduct compliance activities on behalf of the Coast 

Guard. This Recognized Organization identified and 

noted wastage on structural members in the lower 

engine room of a vessel it inspected a year earlier; but 

failed to require permanent repairs—a violation of the international safety construction certificate 

issued to the vessel on behalf of the Coast Guard.

Activities Far East initiated a Quality Case, which requires a Recognized Organization to perform 

an internal investigation into the root cause of an identified failure related to their delegated 

function, and to determine how to address it.

Structural Deficiencies Identified by Marine 

Inspectors from U.S. Coast Guard Activities Far East. 

(Coast Guard photos)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 9

The Recognized Organization performed the investigation, acknowledged their deficiency, and

enacted measures to ensure additional surveyors are involved in each dry-docking, a surveyor-incharge documents all findings, and case studies with lessons learned are sent to appropriate staff to 

prevent any reoccurrence.

Coast Guard Mathematicians Contribute to Boating Safety

The Coast Guard’s Office of Boating Safety teamed with 

First-Class Cadets from the Coast Guard Academy’s 

Mathematics Department to study factors involved in 

recreational boating deaths. Their findings were used to 

enhance surge operations that have substantially 

increased boating safety enforcement.

The cadets employed various quantitative analysis 

methods to examine some 18 years of historical data. 

They were able to determine contributing factors of 

recreational boating deaths and use machine learning 

models to predict whether a recreational boating death 

will occur given a boating accident. Use of alcohol and 

lifejacket wear were two key variables. The team concluded that between two to seven deaths per 

year could be prevented if alcohol use was decreased by just 10%; and increasing lifejacket use by 

10% could prevent between five and 11 deaths.

The Office of Boating Safety put these findings into action with its sponsorship of Operation Dry 

Water, an annual nation-wide effort to highlight awareness and enforcement of boating under the 

influence (BUI). Coast Guard, state, tribal, and local law enforcement authorities have increased 

BUI enforcement actions by 20% each of the past two years, and law enforcement participation has 

grown by over 15% each year.

Operation Dry Water is funded through the Sport Fish Restoration and Boating Trust Fund, 

administered by the Coast Guard. Heightened enforcement as a result of Operation Dry Water is 

essential in reducing boating under the influence, and a highlight this year was Coast Guard Station 

Marblehead, OH, boarding 34 vessels and finding six operators under the influence of alcohol or 

drugs during the three-day weekend following July 4, 2019.

Buoy Tender Sets Record

In May, the USCGC HOLLYHOCK set a ship’s record for the number of buoys worked during a 

one day evolution. The schedule included working 17 buoys, which broke the ship's previous record 

of 14. Work included pulling winter buoys, or marks, and replacing them with summer buoys and 

placing summer buoys where other winter marks had previously been removed. Winter buoys are 

The National Association of State Boating Law 

Administrators (NASBLA) recognized U.S. Coast 

Guard Station Marblehead, OH as the winner for 

outstanding medium-sized unit among the over 

570 agencies that participated in the weekendlong Operation Dry Water surge operation. (Coast 

Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 10

designed to be able to float under the ice and to withstand the pressure, while summer buoys are 

light and easier to see, which facilitates more commerce overnight. 

To help facilitate some of the work, the HOLLYHOCK’S Aids to Navigation boat was deployed 

with several crew members to handle some of the smaller buoy work that wouldn’t require it be 

removed from the water, such as installing or removing a light. It takes about two months to replace 

about 150 buoys from Lake Huron to Lake Ontario.

Buoys on the deck of the USCGC HOLLYHOCK. (Photo by Brian Wells of the Times Herald)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 11

MARITIME PREVENTION PROGRAM

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 highrisk 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 anti-terrorism 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 nongovernment boating safety efforts in 

partnership with other federal agencies, state and local governments, marine industries and 

associations, including the Coast Guard’s uniformed volunteer 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 mission 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 (MTS). It also seeks to 

improve security in the world’s ports and thus reduce 

risk to the Nation. 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 U.S. 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, maritime critical infrastructure and key resources. 

A Coast Guard container inspector from U.S. Coast 

Guard Sector Maryland-National Capital Region does 

an inspection at the Port of Baltimore, May 7, 2019, 

as part of a multi-agency involving 12 other federal, 

state and local agencies to verify compliance with 

facility security regulations. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 12

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.

FY 2019 Performance Results

Annual MTSA Facility Compliance Rate with Transportation Worker Identification Credential (TWIC) Regulations

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

99.0% 99.0% 99.0% 99.0% 99.4% 99.0% ≥99.0% ≥99.0% 

Annual Number of Breaches at High Risk Maritime Facilities

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

333 284 237 259 329 331 ≤307 ≤312

Explanation of Results

In FY 2019, the Coast Guard conducted over 5,500 Maritime Transportation Security Act (MTSA) 

related inspections, finding only 25 instances of non-compliance with TWIC regulations that led to 

an enforcement action. This resulted in a 99.0% compliance rate, meeting the FY 2019 target and 

revised actual for FY 2018.

There were 331 breaches of security at MTSA regulated facilities in FY 2019, which exceeded the 

target expectation. None of the 331 breaches of security, however, resulted in a Transportation 

Security Incident. Breaches of security numbers have started to normalize post-2016 policy changes 

outlining criteria and reporting processes; and future targets have been adjusted accordingly. The 

Coast Guard completed a data collection improvement effort in FY 2019 in order to determine the 

primary reasons for security breaches, and whether or not there was nefarious activity associated 

with the breach. Using that data, the Coast Guard has refined its data collection methods, and the 

improvements as a result of that effort should be reflected in FY 2020 outcomes.

MARINE SAFETY

The Marine Safety mission focus is prevention of deaths, 

injuries, 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 in U.S. waters. The Coast Guard 

develops and enforces federal marine safety regulations, certifies 

and provides credentials to over 200,000 mariners, administers 

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

A member of U.S. Coast Guard Sector 

Honolulu’s prevention team checks a 

commercial vessel crewmember’s life 

jacket (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 13

the approval program for marine safety equipment and materials, provides vessel documentation, 

investigates commercial marine casualties and shares its findings, conducts compulsory 

inspections, and utilizes the Coast Guard Auxiliary extensively to conduct voluntary safety exams.

FY 2019 Performance Results

Three-year Average Number of Serious Marine Incidents

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

761 709 709 716 734 748 ≤689 ≤713

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

161 138 142 114 119 101 ≤128 ≤99

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

161 153 147 133 126 113 ≤132 ≤112

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

140 127 100 87 125 1581 ≤101 ≤922

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

161 141 122 105 104 1231 ≤132 ≤1102

Annual Number of Recreational Boating Deaths

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

600 618 697 686 621 593 ≤599 ≤630

Three-year Average Number of Recreational Boating Deaths

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

611 592 638 667 668 633 ≤602 ≤629

 

1

FY 2019 result includes 33 passenger deaths from one incident in September 2019.

2

FY 2020 target was established using a historic baseline that does not include the 33 passenger deaths from one incident in September 2019.

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 14

Explanation of Results

Performance results are those reports of casualties recorded to date. Casualty reports are often 

delayed in reaching the Coast Guard; consequently, results are expected to rise as additional reports 

are received, and published data is subject to revision with the greatest impact affecting recent 

quarters. Thus, all numbers for FY 2018 and other prior fiscal years have been revised to reflect 

the most current data. For example, recreational boating deaths are based on reports submitted by 

state reporting authorities, and recent experience suggests the number of FY 2019 deaths could 

increase roughly 15% as additional state reports are received, reviewed, and reconciled with news 

media accounts. 

Serious Marine Incidents (SMIs) comprise deaths or injuries requiring professional treatment 

beyond first aid, reportable property damage greater than $200,000, 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. Annual SMIs decreased 3.3% from FY 2018, but the three year average 

didn't meet the FY 2019 target. This may be attributed to an 8% rise in passenger vessel SMIs,

which accounted for more than 50% of total SMIs. It is believed that some SMIs may be outside 

Coast Guard control, such as a heart attack on a cruise ship. The Coast Guard is looking at a possible 

policy change, which may result in the measure targets being adjusted. An emphasis on risk-based 

inspections of passenger vessels and a review of safety and reporting requirements, especially in 

light of the CONCEPTION tragedy, should also have a favorable impact on this metric in the future.

In FY 2019, there were 101 commercial mariner deaths and critical, serious, and severe injuries (25 

deaths, 76 injuries), contributing to a three-year average of 113, thus meeting the FY 2019 target. 

This also represents a 10.3% improvement compared to FY 2018. Approximately 40% of the total 

commercial mariner deaths and significant injuries occurred on fishing vessels. Another one-third 

of these casualties occurred on towing vessels and barges, and this number is expected to decrease 

as more towing vessels are certificated for inspection. 

In FY 2019, there were 158 commercial passenger deaths and critical, serious, and severe injuries 

(44 deaths, 114 injuries), which was impacted by the passenger vessel CONCEPTION tragedy. The 

three-year average increased 18.3% in FY 2019, but still met target. The increase over the prior 

year is not indicative of a trend as the 33 deaths from CONCEPTION tragedy accounted for 20.7% 

of the total deaths and significant injuries during FY 2019.

In FY 2018, there were 593 recreational boating deaths, contributing to a three-year average of 633. 

Though the target was not met, the average improved 5.2% from FY 2018 to FY 2019. A study 

conducted during FY 2019 to identify statistically significant factors related to recreational boating 

deaths, identified alcohol use and lifejacket wear as key contributors. The Coast Guard will 

continue campaigns to combat boating while intoxicated, but unless states mandate lifejackets be 

worn for all vessel operators, the Coast Guard does not expect recreational boating deaths will 

decrease significantly.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 15

MARINE ENVIRONMENTAL PROTECTION—PREVENTION ACTIVITIES 

The Marine Environmental Protection-Prevention mission 

preserves precious natural resources by regulating 

handling of oil, hazardous substances, and other shipboard 

wastes; preventing their discharge into U.S. and 

international waterways, reducing ship-based air 

emissions, stopping unauthorized ocean dumping, and 

averting 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 performed to ensure vessels and facilities engaged in the movement of oil, hazardous 

materials, and explosives have implemented required safeguards. Containers used in the transport 

of hazardous materials are examined to ensure structural integrity is enough to withstand global 

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

FY 2019 Performance Results

Annual Number of Chemical Discharge Incidents

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

45 13 15 15 15 16 ≤19 ≤14

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

22.8 19.8 13.4 7.8 8.0 8.1 ≤14.5 ≤8.0

Annual Number of Oil Spills >100 gallons

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

104 85 86 83 98 82 ≤90 ≤92

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

12.5 11.2 9.9 9.0 9.2 8.8 ≤10.2 ≤9.5

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

An inspector from Coast Guard Sector Anchorage 

prepares to inspect a fuel storage facility in 

Oscarville, AK, July 9, 2019. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 16

Explanation of Results

In FY 2019 there were 16 hazardous chemical discharge incidents. The three-year average number 

of chemical discharge incidents in the maritime environment per 100 million short tons shipped 

was 8.1, a slight increase from FY 2018, but still meeting the FY 2019 target. Mobile offshore 

drilling units, offshore supply vessels, and offshore facilities accounted for 81% of the hazardous 

chemical discharges. 

In FY 2019, there were 82 spills of 100 gallons or more of oil, a 16.3% improvement over FY 2018. 

49% of the oil spills over 100 gallons occurred at maritime facilities. The most frequent sources of 

spills over 100 gallons were tugs and barges, representing 12% of the total. The three-year average 

number of oil spills over 100 gallons in the maritime environment per 100 million short tons 

shipped was 8.8, a 4.3% improvement over FY 2018, which met the FY 2019 target.

REGULATIONS,STANDARDS,LICENSING, AND DOCUMENTATION

The Coast Guard develops and enforces federal 

marine safety regulations. Additionally, it certifies 

and provides credentials to over 200,000 mariners, 

administers the approval program for marine safety 

equipment and materials, and provides vessel 

documentation.

Project management methodologies and ISO 9000 

compliant best practices form the basis of the 

regulatory development process. The goal is timely 

and cost-effective with regulations that balance 

government, industry and the public’s needs. The 

Administrative Procedures Act, various Executive Orders, and other statutory and Administrative 

directives require proving the benefits of proposed actions exceed costs or costs are minimized for 

statutory mandates; impacts to small businesses or other entities mitigated; and environmental 

impacts characterized, all of which must be reviewed by the Administration and subject to public 

comment before coming into effect. Statutes, international agreements, changes in technology and 

lessons learned from marine accidents are driving forces. 

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

the regulated public, industry and international partners. The Coast Guard further develops and 

applies design, construction and equipment standards for vessels to ensure compliance with U.S. 

and international requirements, including the review of vessel designs and modifications.

The Coast Guard develops regulations and sets policies governing U.S. merchant mariner 

credentialing and maritime labor issues; and issues merchant mariner licenses and other credentials. 

Admiral Karl Schultz - U.S. Coast Guard Commandant, 

Senator Shelley Moore Capito (WV), and National 

Maritime Center’s Commanding Officer, Captain 

Martin, discuss Merchant Mariner Credentialing 

processes. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 17

It provides a register of vessels available in time of war or emergency to defend and protect the 

nation through vessel documentation that provides evidence of nationality for international 

purposes and unhindered commerce between the states. 

Discussion of Results

The Regulatory Development Program comprises the Marine Safety and Security Council (MSSC)

and Headquarters offices charged with developing, issuing, and maintaining Headquarters 

regulations. The Office of Regulations and Administrative Law (CG-LRA) and the Office of 

Standards Evaluation and Development (CG-REG) form the Program’s core offices. The 

Regulatory Development Program focused on deregulation during FY 2019 with estimates that deregulation activities could save an estimated $39.5 million annually for the maritime industry and 

the public. Other initiatives included publishing the final rules for tanker automatic pilot systems, 

seafarers’ access through port facilities, and amendments to the requirements for periodic radar 

observer re-training. In addition, the Coast Guard published proposed rules on revising the 

requirements for the person-in-charge of fuel transfers and fire protection equipment on 

recreational vessels. The Coast Guard also finalized the revised policy for reducing the frequency 

of costly drills under the National Preparedness for Response Exercise Program.

The Coast Guard maintained high responsiveness to merchant mariners needs in FY 2019 by 

ensuring no mariner was at risk of a gapped credential when the National Maritime Center (NMC)

was unable to produce credentials or medical certificates during the FY 2019 government closure. 

Coupled with a targeted effort to resolve the associated 12,129 backlogged applications, this 

contributed to the 96% average customer satisfaction rating and enabled the return to normal 

operating levels by end of summer 2019. Over 23,000 mariners continued to benefit from applying 

directly for their medical certificates, an increase of over 8,000 from FY 2018. Screening time 

related to assessing mismatched Transportation Worker Identification Credential (TWIC) records 

was also reduced from eight weeks to one week. With improved centralization and continued focus 

on digital processing, the Coast Guard successfully tested a 100% electronic application workflow 

cycle without handling any paper for the 2019 U.S. Coast Guard Academy graduating class. 

Despite issues throughout the year with informational technology (IT), the Coast Guard issued 

229,960 Certificates of Documentation for renewals, initial issues, exchange or reinstatements, and 

other miscellaneous needs. Of these, 162,671 were for recreational vessels, 45,360 for commercial 

vessels, and 21,929 for fishing vessels. Additionally, the National Vessel Documentation (NVDC)

recorded over $388 billion in mortgages during FY 2019. New legislation required the availability 

of multi-year Certificates of Documentation for recreational vessels. The NVDC issued 11,957 of 

them despite the fact that they had no IT solution and had to do them manually.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 18

MARINE TRANSPORTATION SYSTEM MANAGEMENT PROGRAM

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 and local 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 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 

45,000 buoys and beacons, both lighted and 

unlighted, and ensures system 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. The Service also provides 

electronic navigational aids, including Automatic Identification System (AIS) Aids to Navigation, 

to facilitate efficient and reliable transfer of Marine Safety Information between and among vessels 

and shore facilities. Marine Safety Information provided by the Coast Guard includes navigation 

rules; schemes and standards; support for mapping and charting; and tide, current, and pilotage 

information.

FY 2019 Performance Results

Availability of Navigation Aids

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

98.2% 97.9% 98.0% 97.8% 97.1% 96.9% ≤97.5% ≤97.5%

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

The Coast Guard Cutter ASPEN and crew finish placing a buoy 

marking the entrance to Tillamook Bay, OR, August 17, 2019. The 

ASPEN is a 225-foot seagoing buoy tender currently maintaining 

aids to navigation in the Pacific Northwest. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 19

Explanation of Results

Short-range federal Aids to Navigation (ATON) were available 96.85% of the time in FY 2019. 

This performance fell below the target for the year, which is derived from standards established by 

the International Association of Marine Aids to Navigation and Lighthouse Authorities. Overdue 

Aids to Navigation repairs attributable to the 2017 and 2018 hurricane seasons negatively impacted 

Aid Availability Rates (AAR), particularly in Districts Seven and Eight. Additionally, resource 

constraints have created an extensive and growing repair backlog for fixed ATON, which will 

continue to drive down the future overall AAR. The Coast Guard is exploring solutions to mitigate 

risks to the Marine Transportation System which include systemic efficiencies in ATON 

maintenance and centralized prioritization of fixed structure repairs and recapitalization.

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, and National 

Science Foundation missions in the Polar Regions. They are used to determine and demonstrate the 

extent of U.S. Extended Continental Shelf claims, enforce U.S. laws and international treaty 

obligations in the Polar Regions, 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.

FY 2019 Performance Results

Percent of Time High Priority Waterways in the Great Lakes and along the Eastern Seaboard are Open during Ice Season

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

99.3% 85.5% 81.9% 100% 89.5% 97.2% ≥95.0% ≥95.0%

Explanation of Results

The availability of Tier One waterways is essential to public health and safety and the economies 

of the Great Lakes and Northeastern United States. The Coast Guard exceeded performance 

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

The USCGC MACKINAW breaks ice and maintains Aids to 

Navigation across the Great Lakes. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 20

standards in FY 2019 by maintaining a 97.2% availability rate for high priority waterways in the 

Great Lakes and along the eastern seaboard that are open during ice season. Partial closures and 

restrictions in District Nine (Great Lakes) on the St. Clair and Upper St. Marys Rivers were 

experienced due to a polar vortex and a heavy wind event creating significant ice coverage. This 

resulted in in 47% availability on these waterways and 86% of the total closures and restrictions.

WATERWAYS MANAGEMENT

The Waterways Management Program leverages other 

federal agencies, harbor safety committees, pilots, port 

authorities, and other industry and waterway stakeholders 

to foster a safe, secure, resilient, and environmentally sound 

marine transportation system. This includes cooperative 

work with the U.S. Army Corps of Engineers, National 

Oceanic and Atmospheric Administration, 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 

Nation’s most congested ports by monitoring and coordinating vessel traffic; Great Lakes pilotage, 

which ensures navigation 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 the regional planning 

bodies created by the President’s National Ocean Policy.

FY 2019 Performance Results

Annual Number of Navigational Accidents

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

1,783 1,605 1,234 1,121 1,117 1,078 ≤1,822 ≤1,200

5-Year Average Number of Navigational Accidents

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

1,894 1,842 1,666 1,510 1,378 1,202 ≤1,749 ≤1,300

Explanation of Results

Performance results are those reports of accidents recorded to date. Reports are often delayed in 

reaching the Coast Guard; consequently, results are expected to rise as additional reports are 

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

Coast Guard Station Point Allerton crew 

members respond during the grounding of the 

ferry LIGHTENING in Boston Harbor, August 16, 

2019. (Coast Guard photo).
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 21

received. Thus, all numbers for FY 2018 and other prior fiscal years have been revised to reflect 

the most current data. Navigational accidents, consisting of distinct collisions, allisions (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. Targets for FY 2019 were exceeded. There were 1,078 navigational accidents reported in 

FY 2019, 3% fewer than the updated and revised number of 1,117 recorded in FY 2018, and 

substantially fewer than the five-year average of 1,202 in FY 2019 and the revised FY 2018 average 

of 1,378. As a result, both the annual target and the five year average targets for FY 2020 have been 

revised downward. In FY 2019, groundings accounted for 49% of navigational accidents, allisions 

for 43%, and collisions only 8%.

BRIDGE ADMINISTRATION

The Coast Guard collaborates with federal, state, 

local agencies, industry, and other stakeholders 

to ensure that over 20,000 bridges and 

causeways spanning the navigable waters of the 

U.S. do not unreasonably obstruct navigation. 

This includes 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.

Discussion of Results

In FY 2019, the Coast Guard issued 32 Bridge Permits with an estimated construction cost of $1.57 

billon. These permits included a permit for the Kivalina Lagoon Bridge that will provide an allseason evacuation route between the communities of Kivalina and Kisimigiuqtuq (K-Hill) in the 

Northeast Arctic Borough of Alaska. Additionally, the Coast Guard evaluated and redeveloped best 

practices to comply with requirements to reduce infrastructure permitting review times as outlined 

in Title 41 of the Fixing America’s Surface Transportation Act (FAST-41), and EO 13807 (One 

Federal Decision). On average, the Coast Guard permit processing time for each bridge project has 

decreased from 10 months to less than 180 days.

Boaters pass under a bridge on Lake Washington during 

Seafair, August 3, 2019. Coast Guard crews worked with 

federal and local law enforcement partners to patrol for high 

speed and reckless boating. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 22

ARCTICOPERATIONS

The U.S. 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 that there is safe, secure, and 

environmentally responsible maritime 

activity throughout this vast domain.

Included is the exercising of 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.

Discussion of Results

During FY 2019, the office responsible for Arctic policy continued to work collaboratively with 

Coast Guard commands and other partners to enhance Coast Guard readiness, relevance, and 

responsiveness in Arctic security. In recognition of the urgent national security risks and the new 

dynamic geo-political Arctic landscape, the Coast Guard updated the Arctic Strategic Outlook in 

April 2019, four years earlier than planned. The 2019 Arctic Strategic Outlook supersedes the Coast 

Guard's 2013 Arctic Strategy, and identifies more than 55 action statements and commitments to 

enhance holistic security in the region. It aligns with the 2017 National Security Strategy and 2018 

National Defense Strategy, and builds on the foundation laid by other national strategic documents 

and direction. An implementation plan for the Arctic Strategic Outlook is under development.

USCGC HEALY crewmember oversees the deployment of an ice profiler by 

Woods Hole Oceanographic Institute personnel while on an ice floe in the 

Arctic Ocean, September 19, 2019. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 23

RESPONSE MISSION PROGRAMS

The Assistant Commandant for Response Policy through its four Coast Guard mission programs: 

Maritime Security Operations, Maritime Law Enforcement, Maritime Response, and Defense 

Operations, develops and promulgates doctrine and policy guidance for all Coast Guard forces to 

effectively and efficiently accomplish operational maritime missions in the areas of law 

enforcement, maritime security, counterterrorism and defense operations, incident management 

and preparedness, search and rescue, and contingency exercises. The Assistant Commandant also 

provides strategic planning direction to ensure successful operational execution against 

programmatic standards; and maintains outreach to key stakeholders and federal, state, tribal, 

military, industry, and international partners.

HIGHLIGHTS

 Completed 48,623 patrols of critical infrastructure and key resources; 3,357 high-capacity 

passenger vessel and 401 vessels carrying certain dangerous cargos escorts; and 80 Navy vessel

escorts.

 Conducted 512 waterborne enforcement activities of fixed security zones, and provided support 

for 28 military out load security zones.

 Tactical Law Enforcement Teams completed 49 Coast Guard major cutter deployments, and 

16 separate deployments onboard U.S. Navy and Allied ships.

 Boat Forces deployed to U.S. Central Command completed 12,054 hours of coverage and 105 

escorts in the Arabian Gulf.

 Air crews responded to 148 active air defense events to the Washington, D.C. area, and 

deployed 29 times to support Presidential Protection and National Special Security Events.

 Interdicted 2,441 undocumented migrants.

 Removed 207.9 metric tons of cocaine.

 Conducted 7,052 boardings of U.S. fishing vessels; interdicted 75 foreign fishing incursions. 

 Responded to 15,257 SAR cases; saved 4,335 lives; assisted 19,986 people; and protected 

approximately $41.62 million of property from loss.

 Responded to 9,378 pollution incident reports; managed 328 federal cleanup projects and 

associated costs of more than $101.4 million. 

 Conducted 156 site inspections of Oil Spill Removal Organizations.

 Directed 137 Government Initiated Unannounced Exercises. 

 Reviewed more than 7,000 submissions for compliance with the Oil Pollution Act of 1990. 

 Performed 420 exercises and 160 Preparedness for Response quarterly notification drills.

 Certified approximately 100 members in Incident Command System competencies.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 24

SUCCESS STORIES

Counter-Unmanned Aircraft Systems Deployed for UN General Assembly

The Coast Guard, under DHS authority and in 

concert with the U.S. Secret Service, conducted the 

first-ever Counter-Unmanned Aircraft Systems 

(C-UAS) deployment during the September 2019 

United Nations General Assembly meeting in New 

York City. The C-UAS operation was reported as 

an “overwhelming success,” with detection and 

coordinated responses to multiple unauthorized 

UAS operators.

The potential risk to the maritime community and Marine Transportation System presented by 

Unmanned Aircraft Systems is a growing concern that prompted Congress to pass and the President 

to sign the Preventing Emerging Threats Act of 2018. The Act authorized the Coast Guard to take 

mitigation actions to protect people, vessels, and facilities from Unmanned Aircraft Systems. 

The Coast Guard developed and is continuing to collaborate with interagency working groups to 

enhance C-UAS tactics. In two instances where C-UAS engagement was authorized, the Coast 

Guard achieved 39 detections with nine operators located and seven interdicted by law enforcement 

response teams. 

Coast Guard Provides Indo-Pacific Engagement and Partnership

The USCGC BERTHOFF made the first full-length 

deployment to the Western Pacific in seven years. 

During the deployment’s first and last segments, the 

BERTHOLF enforced economic sanctions against 

North Korea, working to interdict oil shipments into 

the country and shipments of coal and other goods 

out. The crew dealt with vessels large and small, 

from 150 feet to more than 500 feet in length, that 

were engaged in a range of questionable maritime 

activities.

The cutter also did partner training with Japanese 

and South Korean Coast Guard forces with a focus on search and rescue. This provided continued 

joint operations with partner nations during a period when DoD had suspended large-scale militaryto-military training exercises with the Republic of Korea amid efforts to de-escalate nuclear 

tensions with North Korea.

Coast Guard members demonstrate C-UAS capabilities to 

partner agency representatives. (Coast Guard photo)

A family waits for the arrival of the USCGC BERTHOLF, 

July 2, 2019, at Coast Guard Base Alameda, CA, after a 164 

day deployment to the Western Pacific. (Coast Guard 

photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 25

Exercising its role as a U.S. warship, the BERTHOLF transited the Strait of Taiwan in March 

alongside the Navy guided-missile destroyer USS CURTIS WILBUR as part of an ongoing effort 

to extend rules-based order; enforce international maritime norms; and ensure free movement 

through international waters. It was the fifth transit of this kind within six months, but a first for a 

Coast Guard cutter.

Coast Guard Cutter makes Record Cocaine Haul

The USCGC MUNRO returned to port after its maiden 

drug interdiction mission with a record 39,000 pounds of 

cocaine seized from smugglers in the Pacific Ocean. The 

cocaine and 933 pounds of marijuana were seized during 

14 drug interdiction and disruptions off the coasts of 

Mexico, Central America and South America. The drugs 

had a combined street value of $569 million. Perhaps the 

most dramatic moment was the pursuit and boarding of a 

self-propelled semi-submersible vessel on June 18, 2019, 

when a Coast Guard member leaped on board the fleeing 

craft and commanded it to a halt.

Vice President Michael Pence welcomed the crew back and during a ceremony aboard MUNRO, 

commended their work disrupting the flow of narcotics into the U.S. “What you seize and put on 

these decks to be offloaded has prevented lives and communities from tearing apart,” Pence said.

Self-propelled semi-submersible and low profile vessels are watercraft specifically constructed or 

adapted to be capable of putting much of their bulk under the water surface in order to evade 

detection. These vessels are responsible for transporting some of the largest bulk cocaine shipments 

in the Western Hemisphere Transit Zone. Despite being nearly impossible to detect with radar and 

very difficult to observe visually, the Coast Guard stopped 24 of these trafficking vessels in 2019,

resulting in the removal of 53 metric tons of cocaine. This equates to preventing domestic drug 

dealers from distributing approximately 116.8 million fatal doses on the streets of the United States.

Fast Response Cutters Make their Mark in Living Marine Resources Enforcement

In February 2019, the Coast Guard Fast Response 

Cutter ISAAC MAYO detected and boarded a 

commercial fishing vessel operating inside the 

Tortugas Ecological Reserve. During the course of 

the boarding it was found that the master violated 

the 75 minute tow time restriction by towing for 

more than seven hours. With concurrence from the 

National Oceanic and Atmospheric Administration (NOAA), the ISAAC MAYO boarding team 

USCGC MUNRO crew members inspect a selfpropelled semi-submersible on June 19, 2019, in 

international waters of the Eastern Pacific Ocean. 

(Coast Guard photo)

Fast Response Cutters at U.S. Coast Guard Sector Key West. 

USCGC ISAAC MAYO is second in line. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 26

seized the catch of approximately 8,500 pounds of shrimp and turned custody of it over to NOAA 

in Key West. 

In July 2019, the USCGC ROLLIN FRITCH and USCGC LAWRENCE LAWSON issued eight 

significant violations to vessels targeting Highly Migratory Species (HMS) and Sea Scallops 

without federal fisheries permits. The HMS fleet typically operates more than 50 nautical miles 

offshore and generally do not carry identification systems, which make them challenging to track. 

The capabilities and versatility of the Fast Response cutters, however, make them ideal platforms 

for monitoring HMS compliance and ensuring these critical fish stocks are available for generations 

to come.

Unified Command Removes 450,000 gallons of Oil from Wreck

The SS COIMBRA, a British tanker, was torpedoed and 

sunk by a German U-Boat in the Battle of the Atlantic on 

January 15, 1942. It is one of 87 wrecks prioritized for 

oil pollution risk in a 2010 study by the National Oceanic 

and Atmospheric Administration (NOAA). These wrecks 

are routinely monitored, and NOAA observed oil slicks 

that showed this wreck still actively leaking.

The Coast Guard and NOAA are partners in the 

Remediation of Underwater Legacy Environmental Threats project, which addresses threats from 

vessels sunk off U.S. shores that contain significant volumes of oil. 

The COIMBRA lies 30 miles south of Shinnecock, NY. Coast Guard Sector Long Island Sound 

conducted site assessments and established a unified command to support removal operations,

which began on May 11, 2019. More than 100 government, industry, and environmental specialists 

supported the Coast Guard, NOAA, and New York State Department of Environmental 

Conservation in the successful removal of more than 450,000 gallons of oil from the wreck.

Multinational Effort Saves Indonesian Fishing Vessel Crew.

On August 13, 2019, Joint Rescue Sub-Center (JRSC)

Guam received notification from the Japan Coast Guard 

that a Japanese Fishing Vessel, KINSEI MARU NO.3, 

had rescued one person on a rowboat 140 nautical miles 

northwest of Palau. The individual explained his vessel, 

a wooden Indonesian fishing vessel, was in distress with 

no life rafts or satellite enabled distress location device,

and eight crewmembers still onboard with no electricity, 

food, or water—for more than 10 days. 

Coast Guard C-130 aircraft involved in the rescue 

of the KM ALELUYA crew. (Coast Guard photo)

Outline of the SS COIMBRA. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 27

After rescuing the one crewmember, the KINSEI MARU NO.3 was unable to locate the distressed 

vessel and had to discontinue its search due to poor on-scene weather. JRSC Guam passed updated 

information to Indonesia, continued communications through the Japanese Coast Guard to the 

KINSEI MARU NO. 3, and meticulously developed a search action plan using state of the art drift 

simulation software. JRSC Guam diverted Coast Guard rescue units, Air Force 36th Wing assets,

and leveraged the Coast Guard managed, volunteer Automated Mutual-Assistance Vessel Rescue 

(AMVER) network. The following morning, a Coast Guard C-130 fixed wing aircraft, diverted 

from Pohnpei for a first light search, located the disabled vessel on the first leg of their search. The 

C-130 lowered a raft, water, and a radio to the vessel, then remained on scene awaiting the arrival 

of the diverted merchant vessel ISL STAR. The eight survivors were transferred to ISL STAR 

without incident and safely delivered to Palau. JRSC Guam also successfully vectored the Coast 

Guard buoy tender KISKA to the scene, and they were able to tow the disabled vessel to Palau. 

Fast Response Cutter Migrant Interdiction

In August 2019, the Coast Guard Fast Response 

Cutter WILLIAM TRUMP interdicted 146 Haitian 

migrants off the north coast of Haiti, embarking 

them from an overloaded 40-foot vessel due to 

safety of life at sea concerns. 

This was the second largest Coast Guard migrant 

interdiction in 2019, and largest interdiction by a 

Fast Response Cutter to that date.

Coast Guard Rescues Trapped Crew

On September 9, 2019 the Coast Guard rescued the 

fourth and last crew member trapped inside the

capsized cargo ship GOLDEN RAY off the coast of 

Georgia. Three other crew members had been 

rescued earlier, more than a day after the vessel 

overturned while leaving a port on the Georgia coast.

The rescue followed nearly 36 hours of work after the 

GOLDEN RAY, a 656-foot cargo vessel that carries 

automobiles, rolled onto its side as it was leaving 

Brunswick, bound for Baltimore. 

The vessel was grounded after a fire was reported, and immediately after the accident, the Coast 

Guard responded and lifted 20 crew members into helicopters before determining that smoke and 

flames and unstable cargo made it too risky to venture further inside the vessel. Officials were also 

USCGC WILLIAM TRUMP law enforcement team interdicts 

146 Haitian migrants. (Coast Guard photo)

A Coast Guard helicopter on the M/V GOLDEN RAY in St. 

Simons Sound, Ga., on September 9, 2019. (Coast Guard 

photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 28

concerned about the stability of the ship, which was carrying 4,000 vehicles, some of which had 

broken loose. At the time four members were still unaccounted for.

After hearing taps from inside the hull from the missing crew members, rescuers landed on the side 

of the GOLDEN RAY and rappelled down the hull. They found three men in a room close to the 

propeller shaft, near the bottom of the stern. Holes were drilled through the hull which eventually 

allowed the trapped men to climb out.

Coast Guard Advances Multi-National Fisheries Enforcement in the North Pacific

Coast Guard Cutter MELLON conducted 45 boardings and identified 68 possible violations during 

OP NORTH PACIFIC GUARD 2019. This long-standing, multi-national patrol in the North and 

Western Pacific combines the law enforcement activities of U.S., Canada, China, Japan, Russia,

and South Korea participants.

Since 1993, the Coast Guard has embarked Chinese ship-riders in a joint effort to detect and deter 

illegal High Seas Driftnet fishing. This year, for the first time in 25 years, the Coast Guard 

conducted the annual operation without a Chinese ship-rider.

This year was also the first where the Coast Guard was permitted to board vessels on the high seas 

in the North Pacific Fisheries Commission convention area. Coupled with existing authority under 

the Western Central and Pacific Fisheries Commission, the MELLON could board nearly any 

fishing vessel operating on the North and Western Central Pacific Ocean to ensure compliance with 

conservation measures. This operation and other similar endeavors are critical to the success of 

Coast Guard multi-national fisheries enforcement efforts on the high seas. 

USCGC MELLON small boat standing by during a boarding of Panamanian flagged trans-shipment vessel YUNG DA FA 102 on 

July 9, 2019. The boarding team identified one potential conservation management measure violation for engaging in transshipping without registering with the North Pacific Fishery Commission. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 29

MARITIME SECURITY OPERATIONS PROGRAM

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. The program conducts and oversees the operational elements of 

the Coast Guard Ports, Waterways, and Coastal Security (PWCS) mission, which is complemented 

by the Service’s Maritime Domain Awareness and PWCS—Prevention Activities.

PORTS,WATERWAYS, AND COASTAL SECURITY—RESPONSE ACTIVITIES

The PWCS-Response Activities (PWCS-R) mission of the Maritime Security Operations Program 

is to prevent and disrupt terrorist attacks, sabotage, espionage, or subversive acts in the maritime 

domain and 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 complement the establishment and oversight of maritime security operations 

regimes and employment of maritime domain awareness capabilities; execution of antiterrorism, 

counterterrorism, response and recovery operations; and related preparedness activities.

On August 21, 2019, U.S. Coast Guard Maritime Safety Response Team West personnel fast-rope onto the deck of an Aerial 

Target Launch Ship while conducting training operations off the coast of San Diego, CA. (U.S. Navy photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 30

FY 2019 Performance Results

Percent Reduction of all Maritime Security Risk Subject to U.S. Coast Guard Influence

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

55.0% 58.0% 44.0% 49.0% 52.0% 52.0% ≥49.0% Note 1

Percent Reduction of Maritime Security Risk Resulting from U.S. Coast Guard Consequence Management

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

3.0% 4.0% 1.0% 2.0% 2.0% 2.0% ≥2.0% Note 1

Percent Reduction of Maritime Security Risk Resulting from U.S. Coast Guard Efforts to Prevent a Terrorist Entering the U.S. via Maritime Means

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

42.0% 59.0% 59.0% 59.0% 60.0% 60.0% ≥59.0% Note 1

Percent Reduction of Maritime Security Risk Resulting from USCG Efforts to Prevent a WMD from Entering the United States via Maritime Means

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

56.0% 39.0% 42.0% 44.0% 46.0% 45.0% ≥44.0% Note 1

Note: These four measures will be replaced with two new measures in FY 2020.

Explanation of Results

The Coast Guard exceeded or met PWCS-response FY 2019 targets, and continued an upward trend 

of improvements. Maritime security risk subject to Coast Guard Influence stayed stable after 

improving from 44% in FY 2016 to 52% in FY 2018. Percentage risk reduction resulting from 

Coast Guard efforts to prevent a terrorist entering the U.S. also stayed stable. Coast Guard efforts 

to prevent a weapons of mass destruction (WMD) from Entering the U.S. improved from 42% in 

FY 2016 to 45% in FY 2019. Percent risk reduction from consequence management met target.

Maturation of the Coast Guard Risk-Based Maritime Security Operations tool and utilization of 

risk-based Patrols at all 37 Sectors has increased Coast Guard presence, allowed more effective use 

of operational assets, and improved risk reduction within all ports and localities. Also notable were 

changes in Coast Guard Intelligence Coordination Center threat level assessments, which resulted 

in risk reduction achieved that was a greater share of overall risk subject to Coast Guard influence.

The Coast Guard will replace these measures in FY 2020 with two new indicators that more directly 

and reliably measure performance of the Coast Guard Maritime Security Operations Program. They 

are Percent Risk Impact of Maritime Security Operations, and Maritime Security Operations 

Efficiency.

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 31

MARITIME LAW ENFORCEMENT PROGRAM

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

encroachment, defends U.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 U.S. jurisdiction. 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) to inland waters. Coast Guard responsibilities 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 achieves the three main 

objectives of safe, legal, and orderly migration. 

Coast Guard migrant interdiction operations 

also stem the flow of human smuggling and 

trafficking through maritime routes and U.S. 

approaches. Leveraging statutory authority, 

bilateral agreements and policy, 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, partnerships with other agencies are 

essential for carrying out timely disposition of interdicted migrants via repatriation and removal 

operations and for conducting further investigation and prosecution in the case of human smugglers 

or traffickers.

USCGC ROBERT YERED small boat approaches a 30-foot panga 

vessel with 50 Haitian migrants aboard approximately 46 miles 

north of Cap Haïtien, Haiti, May 20, 2019. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 32

FY 2019 Performance Results

Number of Undocumented Migrants Attempting to Enter U.S. via Maritime Routes (Note: 2018 numbers have been updated to reflect new partner nation reporting)

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

10,629 8,057 10,319 4,760 5,197 7,093 ≤9,000 ≤9,000

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

7,747 6,028 8,165 3,952 3,603 6,107 ≤4,718 ≤4,718

Migrant Interdiction Effectiveness in the Maritime Environment

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

72.8% 74.8% 79.3% 83.3% 72.0% 86.1% ≥75.0% ≥75.0%

Percent of Undocumented Migrants who Attempt to Enter the United States via Maritime Routes Interdicted by the Coast Guard

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

33.8% 47.5% 61.5% 52.8% 33.4% 34.4% ≥50.0% ≥50.0%

Explanation of Results

Performance results are those reports of migrants recorded to date. Reports are often delayed in 

reaching the Coast Guard; consequently, results are expected to rise as additional reports are 

received. Thus, all numbers for FY 2018 and other prior fiscal years have been revised to reflect 

the most current data. Total known flow of undocumented migrants attempting to enter the U.S. by 

maritime routes increased from 5,197 in FY 2018 to 7,093 in FY 2019. This is largely attributable 

to the 154% increase in Dominican and 34% increase in Haitian migrant flows. The Coast Guard 

interdicted 2,441 undocumented migrants, with a total of 6,107 interdicted by the Coast Guard and 

its partners. This was 86.1% of the total known flow, an increase from 72% in FY 2018 and the 

highest rate of effectiveness in over a decade. The Coast Guard itself interdicted 34.4% of the 

undocumented maritime migrants, an increase from FY 2018 though below the target of 50%. 

The Coast Guard effectively leveraged bilateral agreements for interdiction and disposition with 

countries like the Bahamas, Dominican Republic, Cuba, and Haiti. Achievements like this have 

lead to discussions with other partner nations for them to consider similar bilateral agreements. 

Likewise, interagency cooperation through Maritime Operational Threat Response standing 

concurrences has allowed expedited disposition and afforded Coast Guard assets more time for 

interdiction efforts.

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 33

Besides the good news of increased partner nation contributions, these countries have also made 

significant enhancements in their reporting processes, allowing more accurate and timely capture 

of undocumented migrant flow and interdictions. 

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. 

borders. The Coast Guard is the lead federal 

agency for drug interdiction on the high seas. 

In the territorial seas of the U.S., it shares the 

lead with U.S. Customs and Border Protection 

(CBP) and receives assistance from numerous 

other 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 their sovereign boundaries and territorial seas; and to support 

interagency and international efforts to combat drug smuggling through increased cooperation and 

coordination.

FY 2019 Performance Results

Metric Tons of Cocaine Removed

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

90.0 144.8 201.3 223.8 209.6 207.9 ≥240.0 ≥240.0

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

9.5% 11.5% 7.2% 8.2% 7.3% 9.3% ≥10.0% ≥10.0%

Explanation of Results

In FY 2019, the Coast Guard removed 207.9 metric tons of cocaine, a decrease of less than 1%

from the prior year. The overall removal rate increased from FY 2018, increasing from 7.3% to 

9.3%. Over the reporting period, known cocaine flow through the transit zone via non-commercial 

means decreased by 23% to 2,226 metric tons in FY 2019 from 2,892.4 metric tons in FY 2018. As 

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

The USCGC JAMES conducts a counter-drug patrol, alongside 

the USCGC PAUL CLARK in the Caribbean Sea, September 6, 

2019. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 34

in previous years, the total amount of non-commercial maritime cocaine removed by the Coast 

Guard as lead component is more than all domestic and border enforcements efforts combined. The 

Coast Guard sets performance targets to be realistic yet ambitious. Each target considers maritime 

flow of cocaine in the Western Hemisphere Transit Zone against resource availability to combat 

total known flow. While the Coast Guard did not meet its performance target of removing 10% of 

non-commercial maritime cocaine flow, the Coast Guard did meet its highest removal rate of noncommercial maritime cocaine since 2015. Further, the Coast Guard removed the second highest 

rate of tonnage of cocaine per interdiction in FY 2019 than anytime following FY 2008. 

Key factors to success in the transit zone include interdictions, detections, cuing, and adversary 

patterns. As noted above, tonnage removed per event has kept pace with FY 2018 which was at a 

10-year high. However, the tonnage removed per event was not enough to overcome a similar 

number of interdictions compared to FY 2018. One reason for the lower number of interdictions is 

likely due to the increasing expanse of the trafficking area and the transnational criminal 

organization’s efforts to exploit that area. Thus, long-range air and cutter assets are key to 

successful surface interdiction operations. The Coast Guard continues to believe the future target 

is achievable assuming that sufficient interdiction assets remain available and current flow trends 

do not substantially change. 

Coast Guard analysis over the past 18 months indicate interdiction assets have the capacity to 

interdict more when patrolling on station when effectively complemented with intelligence cueing 

and maritime patrol aircraft. Synthesized operational schedules, combined with continued 

adjustments to outflank evolving drug trafficking organization activity to maintain tactical cueing;

remains a critical part of effective interagency and internationally-coordinated maritime 

interdiction operations, targeting cartel and other criminal network activity in the Western 

Hemisphere Transit Zone. Of particular note for the success of recent years is the ability for organic 

intelligence cueing through the use of Tactical Cryptology Afloat. This enhanced capability has 

shown immediate impact to the drug interdiction mission as well as other mission opportunities. 

The Coast Guard will continue to maximize its commitment of ships, use of force-capable assets, 

and maritime patrol aircraft, while fully leveraging its over 25 bilateral agreements and operational 

procedures with partner nations in the Western Hemisphere Transit Zone to improve the Service’s 

performance in countering illicit maritime activity.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 35

LIVING MARINE RESOURCES LAW ENFORCEMENT

Living Marine Resources Law Enforcement is an obligation 

under the Magnuson-Stevens Fishery Conservation and 

Management Act, the Endangered Species Act, and several 

other federal laws focused on the protection of marine resources. 

The core objective of these efforts is to provide effective and 

professional enforcement to advance national goals for the 

conservation, management, and recovery of living marine 

resources, marine protected species, and national marine 

sanctuaries and monuments. This includes the enforcement of 

Living Marine Resource (LMR) regulations in addition to 

numerous other activities that strengthen both domestic and 

international fisheries management regimes.

FY 2019 Performance Results

Fishing Regulations Compliance Rate

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

97.5% 97.1% 96.8% 97.1% 97.8% 97.9% ≥97.0% ≥97.0%

Percent of Federal Fisheries Found in Compliance with Laws and Regulations

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

32.0% 21.0% 20.0% 23.0% 23.0% 29.0% ≥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 of U.S. fisheries and 

marine protected species. During FY 2019, the Coast Guard conducted an all-time high of 7,052

boardings on U.S. flagged vessels, an increase of 6% from FY 2018, citing 148 significant fishery 

violations. In FY 2019, the observed at-sea regulation compliance rate was 97.9% for LMR, as 

compared to 97.8% in FY 2018. 

The percent of federal fisheries found in compliance provides a measure of the Coast Guard’s level 

of effective enforcement. It measures 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 29% of the 202 fishery components for which 

we have an enforcement obligation. This was an increase of 6% from last year and represented the 

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

Members from U.S. Coast Guard Station 

Menemsha inspect a fishing vessel off 

Martha’s Vineyard, MA, on October 25, 

2019, to verify compliance with safety 

and fishing regulations. (Coast Guard 

photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 36

first time the Coast Guard has met its target since 2014. The Coast Guard’s Office of Maritime Law 

Enforcement is continuing to refine its data analytics methods to increase operational efficiency 

and improve resource management. 

OTHER LAW ENFORCEMENT

Other Law Enforcement (OLE) mission responsibilities 

include issues related to foreign fishing vessels. This takes 

two forms. The first is the deterrence, detection, and 

interdiction of illegal foreign fishing vessel incursions into 

the EEZ, which represent a threat to U.S. renewable natural 

resources and a violation of U.S. sovereignty. Protecting the 

U.S. EEZ is a fundamental Coast Guard maritime security 

objective. The second aspect is ensuring 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 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 2019 Performance Results

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

198 224 176 136 201 185 ≤206 ≤206

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

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

16.8% 17.4% 25.5% 22.8% 31.3% 40.5% ≥18.0% ≥18.0%

Explanation of Results

In FY 2019, there were 185 detected incursions of foreign fishing vessels in U.S. waters, an 8% 

decrease from the 201 detected incursions in FY 2018. Coast Guard units interdicted an all-time 

high of 75 incursions, resulting in an interdiction rate of 40.5%, an increase of 31.3% from FY 

2018.

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

Crew members from USCGC MUNRO prepare 

to conduct a law enforcement boarding in the 

Central Pacific, December 2, 2018. 

(Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 37

Over 95% of the documented incursions in FY 2019 were Mexican lanchas located in the Gulf of 

Mexico. Lanchas are active along the Mexico/U.S. EEZ boundary and will typically 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 these incursions difficult to detect.

Combatting illegal, unregulated, and unreported (IUU) fishing is of vital importance not only to the 

U.S. economy but also the conservation of global fish stocks. In FY 2019, the Coast Guard 

conducted 136 of these types of boardings, which resulted in 38 violations or potential violations. 

These boardings were conducted under the authority of a bilateral ship rider agreement or the 

authority of a Regional Fisheries Management Organization (RFMO) High Seas Boarding and 

Inspection (HSBI) scheme. The Coast Guard continues to work with the RFMOs and partner 

nations to help eradicate IUU fishing around the world.

A boarding team from the USCGC MELLON approaches a fishing vessel on the high seas in the Pacific, January 2019, while 

patrolling in support of counter-Illegal, Unregulated and Unreported fishing and global security missions. Mellon’s crew was 

supporting international fisheries on the high seas and enforcement of the Western Central Pacific Fisheries Commission. (Coast 

Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 38

MARITIME RESPONSE PROGRAM

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 lifethreatening incidents. The Coast Guard maintains a high state of vigilant readiness and continuous 

distress monitoring, and employs sophisticated drift modeling and search optimization tools to 

improve SAR planning and execution. When someone is in peril, the Service coordinates search 

and rescue 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 an incident or disaster.

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 Program. The Coast Guard is also 

partner 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. 

A missing crew member smiles after being rescued 

from the M/V GOLDEN RAY on September 9, 2019. 

(Coast Guard photo) 
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 39

FY 2019 Performance Results

Percent of People in Imminent Danger Saved in the Maritime Environment

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

79.4% 79.8% 79.3% 78.8% 78.0% 78.1% ≥80.0% ≥80.0%

Percent of Time Rescue Assets on Scene within Two Hours

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

95.4% 95.8% 90.3% 91.0% 93.0% 94.0% 100% 100%

Percentage of property "in danger of loss" saved

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

56.5% 59.7% 59.4% 57.9% 60.0% 49.2% ≥66.0% ≥66.0%

Explanation of Results

In FY 2019, the Coast Guard responded to 15,257 maritime search and rescue cases, assisted 19,986 

people, and saved 4,335 lives in imminent danger. These statistics do not include people saved or 

assisted by Coast Guard disaster response efforts directly related to Hurricane Dorian in order to 

keep the data normalized from year to year. 

The percentage of people in imminent danger in the maritime environment saved by the Coast 

Guard was 78.1% in FY 2019, which is slightly higher than the 78.0% achieved last year. The 

Office of Search and Rescue, through operational analysis, has determined that the number of cases 

the Coast Guard is called to respond to are becoming increasingly complex, requiring greater levels 

of SAR planning proficiency. Therefore, the Office of Search and Rescue is developing innovative 

Service-wide training solutions to improve SAR planning across the Service an effort to retain and 

sharpen the skills necessary to execute complex maritime SAR. 

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 2019, Coast Guard search and rescue assets met this 

standard 94% of the time. This year’s results were consistent with the 93% average achieved in FY 

2018 and the 93.1% 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 focus on where search and rescue 

assets are strategically located. 

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend
U.S. Coast Guard Fiscal Year 2019 Performance Report 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 2019, the Coast Guard was able to save 49.2% of property in danger 

of loss. The Coast Guard continues to work closely with partners in the salvage industry to 

strengthen marine property recovery capabilities to improve these results. 

Beginning in FY 2020, the Coast Guard will modify its reporting of the percentage of people in 

imminent danger in the maritime environment saved by the Coast Guard to include only those cases 

where lives were at risk at the time of Coast Guard notification. 

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 achieves the marine environmental 

response and preparedness mission through strategically 

distributed Marine Environmental Response elements at the 

national, regional, and local level. The Coast Guard conducts 

review, approval and monitoring activities to ensure regulated 

and non-regulated vessels and facilities comply with required

pollution response plans and safeguards in the event of an 

actual or potential discharge. The Coast Guard enforces 

standards by conducting civil and criminal investigations of 

environmental and International Maritime Organization 

standards and regulations with strategically distributed Marine 

Environmental Response Program elements at the national, 

regional, and local level. Strategic program management and policy support is provided at Coast 

Guard Headquarters and National Contingency Plan Special Teams, which include the Coast Guard 

National Strike Force and District Response Advisory Teams, Federal On-Scene Coordinators 

(FOSCs), FOSC Representatives, and Pollution Responders at Sectors, Marine Safety Units, and 

Marine Safety Detachments.

FY 2019 Performance Results

Marine Environmental Response Compliance 

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

75.7% 75.0% 80.4% 84.3% 86.5% 90.5% ≥90.0% ≥90.0%

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

Coast Guard personnel responding to 

displaced vessels in Florida Keys resulting 

from Hurricane Irma. (Coast Guard Photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 41

Explanation of Results

In FY 2019, the Coast Guard responded to 2,602 actual or threatened discharges of oil or releases 

of hazardous substances into the navigable waters of the U.S., a 3.9% decrease from FY 2018 and 

a 9.2% decrease from the five-year average of 2,864 pollution events per year. Part of the Coast 

Guard’s pollution response mission is compelling compliance through mariner and industry 

education and compliance through the enforcement of violations of applicable laws and regulations. 

The Marine Environmental Response Compliance measure examines the number of pollution 

events where an enforcement action was taken. In FY 2019, 90.5% of pollution events resulted in 

some form of enforcement action, when all elements of a violation of the Federal Water Pollution 

Control Act were established. The steady increase in recent years can be attributed to the revision 

of internal policies and field guidance to operational commanders that has improved the execution 

of these missions. 

EMERGENCYMANAGEMENT AND DISASTER RESPONSE

Coast Guard Emergency Management and Disaster Response provides strategic level policies to 

harmonize emergency management programs, functions, and activities to prevent, protect, mitigate, 

respond, and recover from all hazards events. It establishes processes and procedures to ensure 

effective employment of all Coast Guard resources in coordination with partner responders during 

significant incidents. Through active outreach to mission program managers, Coast Guard 

Emergency Management and Disaster Response assesses, maintains, and improves the knowledge, 

skills, and abilities necessary to ensure consistency within the Service, 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.

Discussion of Results

In advance of Hurricanes Michael and Dorian, the Coast Guard deployed qualified Incident 

Command System personnel as well as Liaison Officers to coordinate and mobilize resources. 

Additionally, the Coast Guard leveraged coordination in the form of mission assignments to support 

state, local, tribal and territorial governments as well as intergovernmental agreements to provide 

humanitarian assistance to the Bahamas.

The Coast Guard and FEMA signed a policy memo to streamline the administration of pollution 

response actions under a Stafford Act declaration. The Penn-Tulis memo clarifies the Coast 

Guard’s role under Emergency Support Function (ESF) 10 (Oil and Hazardous Materials 

Response). Rather than going through the Environmental Protection Agency, FEMA will now issue 

mission assignments directly to the Coast Guard for ESF-10 actions. Furthermore, the Coast Guard 

collaborated with the salvage industry to improve coordination following an event that results in 

displaced and abandoned vessels adjudicated under ESF-10.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 42

The Coast Guard and other federal agencies that comprise the National Response Team participate 

in a recurring exercise to prepare for response to a Spill of National Significance (SONS). The 

Deepwater Horizon incident was the first spill that was declared a SONS, as provided for in the 

National Contingency Plan (40 CFR 300). In applying the lessons learned from that response, the 

SONS agenda has evolved from full scale field exercises to national level decision-maker 

interactions. To coordinate the whole of government response and better prepare agency leaders 

for their role in a SONS, the Coast Guard produced and published the Spill of National Significance 

Executive Reference Guide and the Spill of National Significance Public Affairs Reference to 

provide senior leaders with a quick guide to various legal requirements, planning frameworks, and 

public affairs tips.

A ESF-10 team of Coast Guard and Florida Fish and Wildlife Conservation Commission personnel assess a vessel for damage 

and possible pollution in Massalina Bayou, October 31, 2018. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 43

DEFENSE OPERATIONS

Coast Guard forces utilize provided authorities, 

capabilities, capacity and partnerships to carry out 

homeland security and homeland defense operations, 

either under Coast Guard control or under the control 

of a Department of Defense (DoD) Geographic 

Combatant Commander (GCC). As an armed service, 

the Coast Guard provides uniquely trained, equipped 

and mission-matched forces in support of GCC

initiatives, as outlined in the 2008 DoD-DHS

Memorandum of Agreement. Coast Guard Defense 

Operations missions include: Maritime Interception/Interdiction Operations (MIO); 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 (TSC); Coastal Sea Control (including providing DoD with the only assured 

access in ice-covered and ice-diminished waters); Rotary Wing Air Intercept (RWAI); Combating 

Terrorism; and Maritime Operational Threat Response (MOTR) support.

FY 2019 Performance Results

Defense Readiness of Major Cutters for DoD Contingency Planning

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

100% 100% 99.5% 97.0% 100% 92.9% 100% 100%

Defense Readiness of Patrol Boats for DoD Contingency Planning

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

100% 100% 1000% 100% 100% 100% 100% 100% 

Defense Readiness of Port Security Units (Deployed)

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

100% 100% 100% 100% 93.5% 100% 100% 100% 

Defense Readiness of Port Security Units (Ready to Deploy)

2014

Actual

2015

Actual

2016

Actual

2017

Actual

2018

Actual

2019

Actual

2019

Target

2020

Target

61.0% 89.0% 57.8% 100% 100% 100% ≥85.0% ≥85.0%

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

2014 2015 2016 2017 2018 2019

Year-to-Year Trend

USCGC STRATTON and USS MCCAMPBELL maneuver 

into formation during combined exercise Talisman 

Sabre 2019. (Navy photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 44

Explanation of Results

The Coast Guard returned to 100% Defense readiness for Port Security Units in FY 2019. As a 

result, the Coast Guard maintained continuous deployment of Port Security Units in support to DoD 

mission requirements at U.S. Naval Station Guantanamo Bay.

The drop in Defense Readiness of major cutters was primarily due to cutters losing 345 cutter days 

while undergoing scheduled major dockside maintenance/repairs or shipyard modifications, with 

new equipment being added. The Cutter readiness measure looks at a worse case situation where 

the Coast Guard is called upon to respond to a global event per the DoD apportionment table. If 

this had happened in FY 2019, we might have been delayed in meeting our commitments 7.9% of 

the time. 

In FY 2019 the Coast Guard actually met all actual DoD requirements, including unprecedented 

deployments in the Pacific. For example, on August 7, 2019, the USCGC STRATTON wrapped 

up its participation in the 25th annual Cooperation Afloat Readiness and Training (CARAT) 

Indonesia. The CARAT exercise series is designed to address shared maritime security concerns 

and strengthen partnerships. Indonesia has been a participant since the series began in 1995. It 

included integrated visit, board, search and seizure (VBSS) drills involving VBSS teams and ships 

from the U.S. Navy, U.S. Coast Guard and Indonesian Navy. 

Additionally, the Coast Guard furthered its partner building efforts using cutters as the preferred 

platforms to work with island nations. For instance, also in August 2019, the Coast Guard deployed 

the Juniper class buoy tender USCGC WALNUT and the Fast Response Cutter USCGC JOSEPH 

GERCZAK to Samoa and American Samoa. Sailing 2,400 miles from Hawaii, the cutters 

demonstrated the Coast Guard’s expeditionary capabilities by executing Operation Aiga which was 

multilateral in the approach. In addition to conducing fisheries law enforcement, the WALNUT

conducted maritime exercises with the Royal New Zealand Navy ship HMNZS OTAGO and Royal 

Australian Navy ship HMAS CHOULES during the deployment, and the GERCZAK crew also 

worked with OTAGO in partner building efforts.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 45

COAST GUARD INTELLIGENCE

Today’s evolving and complex operating environment presents 

unprecedented challenges. In this resource-constrained environment, 

intelligence is crucial to ensure the most effective employment of assets 

to accomplish Coast Guard, DHS, and national security missions. 

Effectively integrating intelligence means leveraging all Coast Guard 

Intelligence capabilities to support planning, mission execution, cyber 

security, international engagement, force protection, and other activities. 

Coast Guard Intelligence produces and disseminates timely, actionable, 

and relevant intelligence that provides mission support to Coast Guard tactical and operational 

commanders; Coast Guard senior leaders in their strategic management and policy-making roles;

DHS for homeland security missions; and the DoD, and other national intelligence and federal law 

enforcement agencies in support of national security objectives. In these roles, Coast Guard 

Intelligence provides decision advantage, knowledge about adversaries, threats, and the 

surrounding environment. The Coast Guard collects and reports information of intelligence value 

for Coast Guard, DHS, and national objectives using its federal law enforcement and regulatory 

authorities. In addition, the Coast Guard is a member of the Intelligence Community (IC), a group 

of departments and agencies that conducts intelligence activities necessary to protect National 

Security as laid out in Executive Order 12333.

HIGHLIGHTS

 Shore-based intelligence contributed to interdiction of over 157 metric tons of cocaine valued 

at $6 billion and the detention or arrest of 447 suspected narcotics traffickers. 

 Helped secure U.S. maritime borders by identifying and warning of the pending arrival to the 

U.S. of 5,430 travelers of concern, including 38 known or suspected terrorists.

 Screened, vetted and cleared 114,441 commercial vessels, 12,103,796 crew members, and 

more than 27 million legal travelers. 

 100% screening of 136,952 vessel Notice of Arrivals; identified 122 High Interest Vessels and 

10,224 Vessels of Interest.

SUCCESS STORIES

Intelligence Cues UN Security Council Resolution Sanctions Enforcement

Coast Guard Intelligence created an Advanced Targeting Concepts cell, which has developed 

sophisticated counter-network exploitation techniques that brings Coast Guard Intelligence to the 

forefront of United Nations Security Council Resolution sanctions enforcement. 
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 46

The Advanced Targeting Concepts cell created cutting-edge computer models that identified 23 

vessel networks and 50 illicit ship-to-ship transfers by 15 foreign-flagged vessels in direct violation 

of United Nations Security Council Resolutions. These targeting models and counter-network 

techniques changed the way the Intelligence Community targets adversaries. They now are in use 

throughout the U.S. Intelligence Community, and led to Department of Treasury prosecution of six 

vessels.

Intelligence Support for Hurricane Dorian Response

Hurricane Dorian, the first major storm of the 2019 

Hurricane season, stalled over the Bahamas and 

devastated the island nation with over 140 knot winds 

for nearly 50 hours. In the aftermath of the storm, Coast 

Guard Intelligence assisted with response efforts for 13 

days, coordinating with FEMA, DHS, the National 

Geospatial Intelligence Agency, Customs and Border 

Protection (CBP), and Commander, Coast Guard 

Atlantic Area. 

Coast Guard Intelligence posted over 144 unclassified, 

publicly releasable imagery products to a public-facing 

website, which supported both U.S. and Bahamian government response efforts. They provided

timely intelligence products to field level operators and senior leadership at all echelons, which 

allowed effective utilization of collection resources, including Coast Guard airborne collection and 

commercial satellite imagery.

Discussion of Results

Coast Guard Intelligence produced and disseminated a Field Intelligence Officer Cyber Resource 

guide to assist field intelligence officers with engaging maritime industry partners regarding cyber 

Screen shot of the location of vessels worldwide. (Coast Guard image)

Coast Guard MH-60 Jayhawk helicopter crew lands to 

offer assistance to people affected by Hurricane 

Dorian in the Bahamas, September 6, 2019. 

(Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 47

security concerns at the port level and for responding to cyber incidents in the Marine

Transportation System (MTS). These included Area Maritime Security Committees and 

Cybersecurity subcommittees.

Coast Guard Intelligence produced a strategic assessment of cyber threats posed to the maritime 

domain. Just as intelligence drives operations, intelligence likewise enables operations to defend 

Coast Guard cyberspace and protect the nation's MTS from cyber threats. Coast Guard Intelligence 

fostered productive relationships with the maritime industry; continued to partner with a 

community of federal, state, tribal, and local partners to help ensure all elements of the MTS stay

efficient, effective, and responsive; and supported universal best practices to strengthen maritime 

cybersecurity preparedness, response, and recovery.

Coast Guard Intelligence leveraged Coast Guard authorities to support National Defense Strategy 

objectives. This included synchronizing engagement, operations, and capacity building efforts to 

strengthen maritime governance around the world; leveraging DoD to field interoperable 

equipment and reduce redundancies in the acquisition of new capabilities; and targeting 

interoperability with the U.S. Navy and other maritime services.

In addition to the aforementioned support of enforcement of United Nations Security Council 

Resolutions, Coast Guard Tactical Cryptology Afloat personnel provided Indications and Warning 

support and, along with Coast Guard Counterintelligence Service personnel, provided force 

protection support to operational commanders during 12 National Security Cutter deployments, 

including two separate six-month Western Pacific patrols. Coast Guard Intelligence deployed 

personnel for over 2,200 days to support operations in the Eastern Pacific, the Oceania Maritime 

Security Initiative, and Operation North Pacific Guard. They enabled Coast Guard drug seizures; 

combated Illegal, Unreported, Unregulated Fishing; and supported 17 Pacific Island Nations and 

Quadrilateral partners. 

The Coast Guard Foreign Disclosure Program adjudicated over 3,100 requests to disclose 

information to U.S. Partner Nations in support of bilateral and multilateral initiatives. These 

included the 2019 South East Asia Cooperation and Training Exercise, the Japan United States 

Maritime Domain Awareness Dialogue, and the Japan United States Coast Guard Antiterrorist 

Subject Matter Expert Exchange. 

The Coast Guard Foreign Disclosure Program enabled personnel-exchange agreements between 

the Coast Guard and the Royal New Zealand Navy, the United Kingdom Ministry of Defense, and 

the Australia Federal Police, as well as approvals for ship-riders from the governments of New 

Zealand, Mexico, and Canada to deploy aboard National Security Cutters. The program supported 

the successful transfer of Coast Guard Excess Defense Articles and services to the governments of 

Saudi Arabia, Egypt, and Ireland. These efforts strengthened ties with new and long standing 

maritime partners, enhancing the Coast Guard’s international standing as a Premier Maritime 

Service.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 48

Using analytical techniques to target potential extremists or personnel with potential extremist 

group affiliations, the Coast Guard Insider Threat Program developed information resulting in two 

significant investigations, as well as refining the Coast Guard’s understanding of potential insider 

threats. These techniques allow the Coast Guard to detect, track, and measure insider threat 

indicators using machine learning algorithms to expedite threat detection and assist in determining 

level of risk. 

The Coast Guard Counterintelligence Service fully embedded personnel into the Coast Guard 

Acquisitions Directorate (CG-9) to provide direct support and engagement on major acquisition 

programs, including the Offshore Patrol Cutter and the Polar Security Cutter acquisitions. Coast 

Guard Intelligence also developed the Program Protection Plan for the HC-27J Aircraft Minotaur 

Program, a critical element for protecting sensitive technology from foreign intelligence entities. 

HC-27J medium range surveillance aircraft assigned to U.S. Coast Guard Air Station Sacramento. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 49

INTERNATIONAL ENGAGEMENT

The U.S. Coast Guard is a unique instrument of national power that promotes rules-based global 

maritime governance in support of U.S. national security, homeland security, and foreign policy. 

The Coast Guard pursues meaningful international engagements to advance national strategic 

objectives and support operations, and employs an array of tools and methods to accomplish this, 

including 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. In addition, the Coast Guard conducts maritime assessments for partner nations; provides 

a diverse set of training and technical services; and assists in strengthening their maritime service 

capacity and professionalism through resident training programs and exportable Mobile Training 

Teams. Through The Excess Defense Article and Foreign Military Sales Program, the Coast Guard 

transfers and sells assets; and provides partner-nations with necessary training and assistance in the 

sustainment of these assets while supporting maritime missions.

HIGHLIGHTS

 Hosted 278 international students from 64 countries, including from the Saudi Maritime 

Infrastructure Protection Force and the Ukraine Maritime Border Guard.

 Coordinated 52 Mobile Training Team missions to 31 countries.

 Processed over 4,200 passports and 1,800 for Coast Guard personnel traveling overseas.

 Supported 22 overseas personnel in the United Kingdom, Germany, Saudi Arabia, Mexico, 

Honduras, El Salvador, Costa Rica, Philippines, Vietnam, Fiji, and Liberia.

 Processed 146 Interagency Agreements and funding orders.

SUCCESS STORIES

Coast Guard Assists Saudi Arabia in Professionalizing its Maritime Infrastructure Protection Force

The Coast Guard Special Missions Training Center graduated 15 

soldiers from Saudi Arabia’s Maritime Infrastructure Protection 

Force on September 27, 2019. This was the first All-Saudi 

Tactical Coxswain Course to be completed in the U.S. 

The course was taught in Arabic using translators, which 

alleviated the need for the students to receive passing English 

language scores. The training enabled the students to become 

highly capable boat drivers in tactical operations. All 15 students 

will serve as instructors who will train Saudi forces responsible 

for protecting critical maritime infrastructure in the Arabian 

Gulf.

The Special Missions Training Center 

graduates 15 Saudi Maritime Protection 

Force personnel enrolled in the first AllSaudi Tactical Coxswain Course (Coast 

Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 50

Coast Guard Provides Support to Ukraine Maritime Border Guard

The Coast Guard strengthened its relationship with the Ukraine 

Maritime Border Guard and provided considerable support for 

Ukraine’s efforts to preserve its maritime sovereignty.

Coast Guard support to Ukraine was initiated at the request of the 

Department of State Export Control and Related Border Security 

Program, and the Service conducted a formal assessment of the 

Ukraine Maritime Border Guard in 2017, identifying 10 areas for 

analysis. This past year, the Coast Guard provided expert advice,

specialized training, and subject matter expert exchanges; and 

conducted a legislative review of Ukraine Maritime Border Guard 

maritime authorities. 

The Coast Guard also provided assistance in the development of Ukraine Small Rapid Response 

Units, including hosting two study tours to Coast Guard Sectors and small boat stations to aid 

understanding of organizational responsibilities and maintenance; and transferred two 110’ patrol 

boats to the Ukraine Navy via the Excess Defense Article process.

Coast Guard Leverages Bilateral Partnerships in the Western Hemisphere Transit Zone

Leveraging the U.S.—Costa Rica Counter Drug Bilateral 

Agreement aided Coast Guard drug interdiction efforts. 

Operation CRESTED EAGLE, a joint ship-rider operation 

with Costa Rica, resulted in the seizure of over 15,000 

pounds of cocaine and apprehension of nearly 30 suspects.

The Operation spanned multiple joint activities between

December 2018 and August 2019. Costa Rica Maritime 

Interdiction Units were supported and enhanced by U.S. 

Coast Guard Deployable Specialized Forces. Collaboration proved particularly beneficial with 

deployment of the newly acquired Libertadors, a former U.S. Coast Guard 110-foot patrol boats

transferred to the Costa Rican Coast Guard.

The operational knowledge and skills shared U.S. Coast Guard law enforcement personnel help 

build partner nation capabilities, which provides a powerful force multiplier in the Western 

Hemisphere Transit Zone.

Ukraine Maritime Boarder Guard 

personnel undergo training 

(Coast Guard photo)

Former U.S. Coast Guard Island Class cutter 

transferred to the Costa Rican Coast Guard. 

(Costa Rican Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 51

Discussion of Results

The Coast Guard had a banner year in international relations, cementing its position as an integral 

part of the whole of government approach to international relations. It supported over 40 Key 

Leader Engagements, including high level engagements between the Commandant and his 

counterpart from the Indonesia Maritime Security Agency, and the Vice Commandant and the 

Deputy Chief of the Royal Canadian Navy.

Coast Guard Attachés represented the Coast Guard and the Department of Defense in 16 embassies, 

protecting and promoting U.S. interests abroad. With specialized training in foreign country 

operations, diplomatic duties, and language skills, they observed and reported on developments in 

their countries, such as heightened political and civil unrest in Haiti and Ecuador. For example, 

attachés supported the high-profile USNS COMFORT deployment in the Caribbean and Central 

America, providing medical assistance and training to key regional partners. In Brazil, the attaché 

facilitated information sharing to identify the responsible party for a major oil spill along the coast.

The hospital ship USNS COMFORT anchored off the coast of Callao, Peru 

on July 8, 2019. (U.S. Navy photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 52

COAST GUARD CYBER COMMAND

The Coast Guard Cyber Command (CGCYBER) identifies, protects

against, and counters electromagnetic threats to the maritime interests of 

the U.S.; provides cyber capabilities that foster excellence in the execution 

of Coast Guard operations; supports DHS cyber missions, defends Coast 

Guard systems, and serves as the Service Component Command to the 

U.S. Cyber Command.

HIGHLIGHTS

 Resolved over 140,000 tickets for Information Technology issues.

 Detected emerging cyber threats through more than 1,500 hours of analysis made up of 7% 

malware, 89% false positives, and 5% phishing/spam. 

 Completed over 1,550 hours of operational defense for 26 cases including 27% malware, 

19% root causes, 15% misconfigurations, 11% false positives, 11% end user compliance 

issues, 8% assessments, and 8% phishing/spam.

 Scanned 62,000 IP addresses weekly achieving 95% authentication.

SUCCESS STORIES

1790 Cyber Protection Team deploys

The 1790 Cyber Protection Team deployed to the 

Western Pacific with the crew of USCGC 

STRATTON to provide monitoring of internal 

network traffic and detect any vulnerabilities that 

might compromise key cyber terrain. STRATTON 

crew and the CGCYBER Team worked hand-inhand to ensure cybersecurity, and no malicious 

activity was detected throughout the deployment.

Monitoring focused on all unclassified network 

traffic; including onboard engine controls, workstations, and information technology servers. This 

was enabled by installing, configuring and tuning a Network Intrusion Detection System that

monitored internal network traffic for abnormal or malicious activity. 

USCGC STRATTON. (Coast Guard photo)
U.S. Coast Guard Fiscal Year 2019 Performance Report Page 53

CGCYBER Supports Critical Alaska Communications

In June 2019, CGCYBER’s Centralized Service Desk 

stood up a 24/7 incident support desk for Rescue 21-

Alaska, serving as a single point of contact to report and 

initiate response efforts to casualties affecting radio 

communications throughout District 17. By using 

CGFixIT to manage and track incidents, senior leaders 

are now provided with “real time” total asset visibility 

and comprehensive metrics that deliver operational 

availability calculations and historical records for trend 

analysis. Further efforts are currently underway to incorporate the management of “Work Orders” 

in this support model to provide a means of accurately tracking Preventative Maintenance on R21-

AK system components. This effort directly facilitates better communications in the vast Alaska 

region, critical to the saving of lives.

Discussion of Results

Starting August 2019, CGCYBER began operationalizing cybersecurity in the Marine 

Transportation System (MTS) by conducting industry outreach visits to Maritime Transportation 

Security Act regulated facilities in conjunction with their regularly scheduled annual exam with 

Coast Guard facility inspectors. During these visits, Marine Safety Technicians from CGCYBER 

educated both facility and Coast Guard personnel on how cybersecurity is integrated into both 

safety and security through computer networks and industrial control systems. They also discussed 

free tools and services available from the Department of Homeland Security Cybersecurity and 

Infrastructure Security Agency that can help assess and strengthen the facilities cybersecurity 

posture. This is the first time the Coast Guard has engaged with MTS stakeholders at the deck plate 

level on the topic of cybersecurity. The lessons learned from these engagements will help shape 

both training and future operational efforts on both Prevention and Response of cybersecurity 

incidents in the MTS.

The 1790 Cyber Protection Team achieved the initial operating capability requirements set by U.S. 

Cyber Command. This first significant milestone was achieved by having 19 CGCYBER members 

complete the DoD cyber training curriculum and standards. Additionally, the team successfully 

purchased Deployable Mission Support System kits that were designed and developed by the U.S. 

Army. These kits will enable CGCYBER to execute Hunt and Incident response operations in the 

MTS in support of Sector Commanders.

Rescue 21 tower in Alaska. (Coast Guard photo)

U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-1

Appendix – PERFORMANCE MEASURE DEFINITIONS

MARITIME PREVENTION

Annual MTSA facility compliance rate with transportation worker ID credential regulations A-2

Annual Number of Breaches at High Risk Maritime Facilities A-3

3-yr average number of serious marine incidents A-4

Annual number of commercial mariner deaths and critical, serious & severe injuries A-5

3-yr average number of commercial mariner deaths and critical, serious & severe injuries A-6

Annual number of commercial passenger deaths and critical, serious & severe injuries A-7

3-yr average number of commercial passenger deaths and critical, serious & severe injuries A-8

Annual number of recreational boating deaths A-9

3-yr average number of recreational boating deaths A-10

Annual number of chemical discharge incidents A-11

3-yr average of chemical discharge incidents per 100 million short tons shipped A-12

Annual number of oil spills>100 gallons A-13

3-yr average of oil spills per 100 million short tons shipped A-14

MARINE TRANSPORTATION SYSTEM MANAGEMENT

Availability of maritime navigation aids A-15

Percent of time high-priority waterways in Great Lakes and Eastern Seaboard open during ice season A-16

Annual number of navigational accidents A-17

5-yr average number of navigational accidents A-18

MARITIME SECURITY OPERATIONS

Percent reduction of all maritime security risk subject to USCG influence (to be retired after 2019) A-19

Percent reduction of maritime security risk—USCG consequence management (to be retired after 2019) A-20

Percent reduction of maritime security risk —USCG terrorist entry prevention (to be retired after 2019) A-21

Percent reduction of maritime security risk—USCG WMD entry prevention (to be retired after 2019) A-22

Percent risk impact of maritime security operations (new for 2020) A-23

Maritime security operations efficiency (new for 2020) A-24

MARITIME LAW ENFORCEMENT

Number of undocumented migrants attempting to enter U.S. by maritime routes A-25

Number of undocumented migrants attempting to enter U.S. by maritime routes interdicted A-26

Migrant interdiction effectiveness in the maritime environment A-27

Percent undocumented migrants attempting to enter U.S. by maritime routes interdicted by USCG A-28

Metric tons of cocaine removed A-29

USCG Removal rate for cocaine from non-commercial vessels in maritime transit zone A-30

Fishing regulation compliance rate A-31

Percent of federal fisheries found in compliance with laws and regulations A-32

Number of detected incursions of foreign fishing vessels violating U.S. waters A-33

Interdiction rate of foreign fishing vessels violating U.S. waters A-34

MARITIME RESPONSE

Percent of people in imminent danger saved in the maritime environment A-35

Percent of time rescue assets are on-scene within 2 hours A-36

Percentage of property “in danger of loss” saved A-37

Marine EnvironmentalResponse Compliance (new for 2020) A-38

DEFENSE OPERATIONS

Defense readiness of major cutters for DoD contingency planning A-39

Defense readiness of patrol boats for contingency planning A-40

Defense readiness of port security units (deployed) A-41

Defense readiness of port security units (ready to deploy) A-42
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-2

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. More than 3,400 MTSA regulated facilities constitute a 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 Marine Information for Safety and Law Enforcement (MISLE) database.

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 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 noncompliance 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-3

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. More than 3,400 MTSA regulated facilities constitute 

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 Marine Information for Safety and Law Enforcement (MISLE) database 

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 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-4

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) database.

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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-5

Annual Number of Commercial Mariner Deaths and Critical, Serious and 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) database.

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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-6

3-yr Average Number of Commercial Mariner Deaths and Critical, Serious and 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) database.

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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-7

Annual Number of Commercial Passenger Deaths and Critical, Serious and 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) database.

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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-8

3-yr Average Number of Commercial Passenger Deaths and Critical, Serious and 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) database.

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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-9

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, is injured 

and requires medical treatment beyond first aid or disappears under circumstances that indicate death or 

injury. Included are deaths 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 as well.

DATA SOURCE Boating Accident Reports are recorded in the Coast Guard's Boating Accident Report Database (BARD).

METHODOLOGY Results for a given fiscal year are the sum total of all applicable recreational boating deaths for the previous 

four quarters. Only deaths recorded in BARD are counted. A one percent correction is added to compensate 

for under-reporting.

VERIFICATION & VALIDATION To ensure boating casualties are accurately captured, the Coast Guard Office of Auxiliary and Boating 

Safety (CG-BSX) crosschecks BARD with incidents reported in the Coast Guard Marine Information for 

Safety and Law Enforcement (MISLE) database 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-10

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, is injured and requires medical treatment beyond first aid or disappears under circumstances that 

indicate death or injury. Included are deaths 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 as well.

DATA SOURCE Boating Accident Reports are recorded in the Coast Guard's Boating Accident Report Database (BARD).

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 BARD are counted. A one percent 

correction is added to compensate for under-reporting.

VERIFICATION & VALIDATION To ensure boating casualties are accurately captured, the Coast Guard Office of Auxiliary and Boating 

Safety (CG-BSX) crosschecks BARD with incidents reported in the Coast Guard Marine Information for 

Safety and Law Enforcement (MISLE) database 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-11

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) database.

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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-12

3-yr Average Number of Chemical Discharge Incidents 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 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) database. 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’s Office of Investigations and Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-13

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) database.

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 U.S. Coast Guard Office of Investigations and Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-14

3-yr Average Number of Oil Spills per 100 Million Short 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) database. 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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-15

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 short-range 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 Short-Range 

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-16

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 ice-related 

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 Office of Waterways and Ocean Policy (CG-WWM) at 

Coast Guard Headquarters.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-17

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 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) database.

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‘s Office of Investigations and Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-18

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

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 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) database.

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 Casualty Analysis.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-19

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. 
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-20

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. 
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-21

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 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 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. 
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-22

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-23

Percent Risk Impact of Maritime Security Operations

MEASURE DESCRIPTION The estimated annual maritime security risk impact achieved as a percentage of the risk impact assessed as 

achievable with unconstrained availability of Coast Guard resources performing Maritime Security 

Operations activities.

USCG PROGRAM Maritime Security Operations

USCG MISSION Ports, Waterways and Coastal Security—Response Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

SCOPE This measure reports estimated risk impact achieved by maritime security operations across all 37 Captain 

of the Port-level sectors and units as a percentage of the risk impact assessed as achievable with 

unconstrained availability of Coast Guard resources performing Maritime Security Operations activities. It 

includes risk reduction benefits of Coast Guard and Other Government Agency performed security 

boardings, patrols, fixed security zone enforcements, and vessel escorts.

DATA SOURCE Annual risk reduction impact values are generated by the Coast Guard’s Risk-Based Maritime Security and 

Response Operations (RBMSRO) tool, which relies on activity data imported from the Coast Guard Marine 

Information for Safety and Law Enforcement (MISLE) database and Other Government Agency sources, 

and associated annual risk-reduction parameters determined and validated using the Coast Guard’s 

Maritime Security Risk Analysis Model (MSRAM).

METHODOLOGY Results for a given period are the annualized risk impact achieved divided by the risk impact assessed as 

achievable with unconstrained availability of Coast Guard resources performing Maritime Security 

Operations activities—expressed as a percentage. Risk impact achieved is the risk reduction values 

associated with each activity conducted through the end of the period—aggregated for all 37 Captain of the 

Port-level sectors and units; the risk impact assessed as achievable is determined from the activity levels 

that would have been appropriate absent any resource constraints.

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 District, Area, and Headquarters staffs. Annual risk exposure and activity risk reduction parameters are 

determined and annually validated using the Coast Guard’s Maritime Security Risk Analysis Model 

(MSRAM).

LIMITATIONS The measure estimates risk for a select range of potential maritime security events, which are inferences 

determined in the absence of actually occurring incidents. Potential likelihood and consequences are also 

estimated. The projected risk impact does not include the deterrence benefits of maritime security 

operations, which are difficult to quantify; also not included are the impacts of Maritime Prevention 

Program security regimes.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-24

Maritime Security Operations Efficiency

MEASURE DESCRIPTION The estimated annual risk impact achieved by Coast Guard maritime security operations, as a percentage 

of what would have been expected with optimal utilization of available resources.

USCG PROGRAM Maritime Security Operations

USCG MISSION Ports, Waterways and Coastal Security—Response Activities

DHS ALIGNMENT Mission Area 1 - Prevent Terrorism and Enhance Security

SCOPE This measure reports estimated risk impact achieved by actual maritime security operations across all 37

Captain of the Port-level sectors and units as a percentage of the risk impact that otherwise could have been 

achieved with optimal use of available resources. It includes risk reduction benefits of Coast Guard and 

Other Government Agency performed security boardings, patrols, fixed security zone enforcements, and 

vessel escorts.

DATA SOURCE Annual risk impact values are generated by the Coast Guard’s Risk-Based Maritime Security and Response 

Operations (RBMSRO) tool, which relies on activity data imported from the Coast Guard Marine 

Information for Safety and Law Enforcement (MISLE) database and Other Government Agency sources, 

and associated annual risk-reduction parameters determined and validated using the Coast Guard’s 

Maritime Security Risk Analysis Model (MSRAM).

METHODOLOGY Results for a given period are the annualized risk impact achieved divided by the impact that would have 

been achieved by optimal employment of available resources—expressed as a percentage. Risk impact 

achieved is the risk reduction values associated with each activity conducted through the end of the period—

aggregated for all 37 Captain of the Port-level sectors and units; the optimized expectation is derived from 

activity levels prescribed in plans generated by the Risk-Based Maritime Security and Response Operations 

(RBMSRO) tool.

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 District, Area, and Headquarters staffs. Annual risk exposure and activity risk reduction parameters are 

determined and annually validated using the Coast Guard’s Maritime Security Risk Analysis Model 

(MSRAM).

LIMITATIONS The measure estimates risk for a select range of potential maritime security events, which are inferences 

determined in the absence of actually occurring incidents. Potential likelihood and consequences are also 

estimated. The projected risk impact does not include the deterrence benefits of maritime security 

operations, which are difficult to quantify; also not included are the impacts of Maritime Prevention 

Program security regimes.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-25

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-26

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. 
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-27

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-28

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 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-29

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 Law Enforcement Policy (CG-MLE). Consolidated Counterdrug 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-30

USCG 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 3-year average annual 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. The amount of cocaine 

removed is expressed as a percentage of the 3-year average annual maritime flow of cocaine on noncommercial vessels over the previous 12 quarters.

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 provided by the Coast Guard—as well as 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 are the sum total metric tons of cocaine seized during the current 12-month period by the Coast 

Guard plus the amount of cocaine observed, reported, or determined as having been jettisoned or destroyed

by smugglers to avoid seizure; and this is expressed as a percentage of the unweighted 3-year average 

annual maritime flow of cocaine on non-commercial vessels over the previous 12 quarters.

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 Law Enforcement Policy (CG-MLE). Consolidated Counterdrug 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-31

Fishing Regulation Compliance Rate

MEASURE DESCRIPTION Percent of those fishing vessels boarded and inspected at sea by the Coast Guard, which had no documented 

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. Violations are of domestic fisheries regulations, which are documented by Coast Guard 

Boarding Forms and entered into the Coast Guard’s Marine Information for Safety and Law Enforcement 

(MISLE) database.

DATA SOURCE Boardings and violations of domestic fisheries regulations are documented by Coast Guard Boarding Forms 

and entered into the Coast Guard’s Marine Information for Safety and Law Enforcement (MISLE) database.

METHODOLOGY Results for a given year are the number of boarded fishing vessels with no documented violations of 

domestic fisheries regulations divided by the number of fishing vessels boarded and inspected at sea by the 

Coast Guard, expressed as a percentage.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-32

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 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 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 

Law Enforcement Policy (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) database.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-33

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) database.

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 Law Enforcement Policy (CG-MLE), and these and other sources of information are used 

to assess the reliability of the MISLE database.

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, one-time incursion 

or repeat offender.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-34

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) database.

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 Law Enforcement Policy (CG-MLE), and these and other sources of information are used 

to assess the reliability of the MISLE database.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-35

Percent of People in Imminent Danger Saved in the Maritime Environment

MEASURE DESCRIPTION Lives saved by the Coast Guard on the oceans and other waterways expressed as a percentage of all people 

in imminent danger at the time the Service received notification. The measure excludes persons lost prior 

to notification and single incidents with eleven or more people, 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 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) database.

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 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. Single 

incidents with eleven or more people saved, lost or unaccounted are excluded so as not to skew measure 

results or impede trend analysis.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-36

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) database.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-37

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. The measure excludes single incidents with 

property valuations in excess of $2 million, 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 5.3.2 – 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) database.

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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-38

Marine Environmental Response Compliance

MEASURE DESCRIPTION The percentage of reported pollution events where a Federal Water Pollution Control Act enforcement 

action was taken.

USCG PROGRAM Maritime Response

USCG MISSION Marine Environmental Protection – Response 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 percentage of oil spills discharged into U.S. navigable waters that are 

investigated where all elements of a Federal Water Pollution Control Act violation are established and some 

level of enforcement action is taken. 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. Excluded from the 

measure are discharges onto land, into the air, or into enclosed spaces; discharges from non-maritime 

sources such as aircraft, trucks and other vehicles, rail cars and rail equipment; discharges from U.S. Navy 

and other public vessels; discharges from fixed platforms and pipeline; and discharges from unspecified, 

unclassified and unknown sources.

DATA SOURCE Notices of reportable oil discharge incidents received by the Coast Guard managed National Response 

Center (NRC) are assigned an incident number and recorded in the Coast Guard’s Marine Information for 

Safety and Law Enforcement (MISLE) database. Incidents taken for action by Coast Guard units are then 

opened as a MISLE Case with the NRC incident number as a reference; and any Coast Guard enforcement 

actions taken recorded in the MISLE Case record.

METHODOLOGY Results for a given fiscal year are the sum total of all responses by the Coast Guard to discharges of oil into 

the navigable waters of the United States where at least one enforcement action is taken over the number 

of notifications of all applicable oil spills reported to Coast Guard for the previous four quarters.

VERIFICATION & VALIDATION Results for a given fiscal year are the sum total of all responses by the Coast Guard to discharges of oil into 

the navigable waters of the United States where at least one enforcement action is taken over the number 

of notifications of all applicable oil spills reported to Coast Guard for the previous four quarters.

LIMITATIONS Some incidents are never reported and some are delayed in reaching the Coast Guard. Thus, previously 

published data is subject to revision, with the greatest impact affecting recent quarters. Additionally, some 

cases may be investigated by the Coast Guard and included in reported results, but later determined that 

jurisdiction resides with another entity such as the Environmental Protection Agency and results for that 

period revised accordingly.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-39

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 

Resource and Capabilities 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-40

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 

Resource and Capabilities 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-41

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 

Resource and Capabilities 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.
U.S. Coast Guard Fiscal Year 2019 Performance Report Page A-42

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 

Resource and Capabilities 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.