OU Study Flashcards

Question

What info do you give people on closed SAR cases?

Answer 1

Send letter requesting the information under the Freedom of Information Act

Answer 2

Regional Exam Center.

Answer 3

- Vancleve - Reggio - Venice - Port Fourchon - Bayou Salle - Pecan Island - Bachelor - Baton Rouge - Gramercy - Terrabone

Answer 4

- Industrial - Algiers - Harvey - Empire - Ostrica - Bayou Boeuf - Bayou Sorrell - Plaquemines - Port Allen - Vermillion

Answer 5

- CCC; MM 95 - Huey P. Long; MM 106 - Luling (I-310) MM121 - Grammercy; M146 - Sunshine; MM 167.5 - I-10 Baton Rouge; MM 229 - I-10 Industrial Canal; MM 93 - I-10 Twin Span(to Slidell); Industrial Canal - Seabrook Bridge; Industrial Canal - Chef Highway; HWy 90 over Rigolette - Florida Ave; ICW 1.5; Industrial Ave - N. Claiborne Bridge; ICW .5; Industrial Canal - St Claude Bridge; ICW.5; Industrial Canal - Paris Road Bridge; ICW 13; 47 over the ICW - West Bank Expressway; ICW - Lapalco Bridge; ICW; Lapalco Blvd - Crown Point Bridge; HWY 303 over the Barataria WW.

Answer 6

- Canal St. - Jackson Ave. - Chalmette - Point A LA Hache - Belle Chase

Answer 7

- Uncorrelated with Unreasonable Search Area - Flares w/ first light search - Unconfirmed reports of PIW - VHF DSC with Unreasonable Search area.

Answer 8

Sector Commander.

Answer 9

- One in B-0; One in B-2

Answer 10

Max Cruise = 25kts Max Range = 875 Max Sea Conditions = 8-12 Towing Capacity = 200 Draft 5'7"

Answer 11

Cruise Speed = 30 Sprint Speed = 40 Max Range = 250 Max Offshore Distance = 50 Max Seas = 12 Max Winds = 50 Towing Capacity = 100 Draft = 3'4" Crew = 24

Answer 12

Cruise Speed = 25 Sprint Speed = 45 Max Range = 175 Max Offshore = 10 Max Sea Conditions = 6 Max Winds = 25 Towing Capacity = 10 Draft = 2' Capacity = 14

Answer 13

Cruise Speed = 30 Sprint Speed = 41 Max Range = 170 Max Offshore Distance = 5 Max Sea = 4 Max Winds = 25 Towing Capacity = 5 tons Draft 2'/1'6"

Answer 14

Cruise Speed = 20 Sprint Speed = 30 Max Range = 77 Max Sea =3 Max Winds = 15 Towing capacity = 1 ton(urgent SAR) Draft= 27"

Answer 15

Cruise Speed = 125 Max Endurance = 3+30 Max Range 375 Radius of Action = 150 Max Weight = 9480

Answer 16

Cruise Speed = 200 Max Endurance = 11+00 Max Range = 2000NM Radius of Action = Either 4+15 in the Western GOM or 5+45 in the Eastern GOM

Answer 17

- Port of New Orleans: General Kelly - Plaquemines: Authority I, II, III - South Louisiana: Rescue Runner, Accardo, John James Charles - LOOP: Loop Responder, Loop Security, Loop Lifter - Local Parish Sherriff's Departments - Louisiana Wildlife and Fish - Harbor Patrol

Answer 18

Sector Commander

Answer 19

Issue seizure tag and dispose of the marijuana overboard.

Answer 20

State - 3NM Customs - 12nm Federal - 12NM Exclusive Economic Zone = 200NM

Answer 21

Usually conducted in support of IMD's pollution response. There is a form on the OU page on the intraweb site that we email to D8 and request for AirSta Nola.

Answer 22

Located near the passes on the LMR.

Answer 23

South of Venice from the LMR to

Answer 24

Where the South, SW, and Pass a Loutre meet.

Answer 25

At the end of the South Pass.

Answer 26

On either side of the southwest pass.

Answer 27

West of Quarantine Bay. Mile Marker 29

Answer 28

On the LMR East of Barataria Bay.

Answer 29

On the LMR, MM 49

Answer 30

South of Barataria Bay, on the coast.

Answer 31

On the coast, directly south of New Orleans.

Answer 32

Cut of water that goes up from Barataria Bay, passes Lake Salvador, into the New Orleans area.

Answer 33

Northeast of Grand Ilse.

Answer 34

Cut SW of Grand Isle, heading into Caminada Bay.

Answer 35

Houma Navigational Canal empties into it. W of Timbalier Bay.

Answer 36

E of Terrebonne Bay.

Answer 37

Between Terrebonne and Timbalier Bay.

Answer 38

Waterway from the LMR all the way down to Timbalier Bay. Flows E of Houma.

Answer 39

On Bayou Lafourche. Next to Catfish Bay.

Answer 40

* Serve as the direct representative of the Commander. * Ensure proper execution of operational plan and take appropriate action when circumstances require deviation from that plan. * Provide oversight of all operational missions within the AOR. This includes developing recommendations regarding case suspension and response actions to the Command or appointed staff member. While not qualified to participate in the search and rescue decision process, the CDO shall maintain awareness of the progression of SAR cases and operations. * Maintain an overall awareness of all activity within AOR and assist the other watch positions with cases as the situation dictates and/or make necessary adjustments to the watch to react to increased work levels. * Present/coordinate daily operations (OPS) briefing to the Command and pertinent staff that includes status of operational plan, force allocation and readiness, and significant cases/events within AOR. * Oversee interactions between subordinate and higher unit CCs. * Remain abreast of incoming classified and unclassified message traffic and ensure proper briefs and/or notification to pertinent staff members and units. * Oversee CC response to inquiries from higher authorities, other agencies, the media and the general public. * Request and coordinate other departmental support as necessary. * Ensure CC actions are properly reported and documented. * Ensure the operational briefs and summaries are passed up the Sector Honolulu hierarchy as required. * Ensure appropriate case documentation. * Monitor and approve CC communications. * Ensure proper use of QRCs. * Ensure proper execution of operational plan while remaining aware of the evolving operating picture and the need to deviate from the plan in anticipation of emerging threats, needs and circumstances.

Answer 41

• Plan and execute SAR plans. • Open and/or make appropriate entries in MISLE for Marine Safety related cases. • Coordinate implementation of safety or security zones. • Send appropriate personnel/team to respond to marine safety incidents. • Monitor information provided by the SU and CU. • Plan and make recommendations on specific response actions to the CDO and/or the appropriate member of the Command structure for all mission areas. • Coordinate the initial actions and execution phases for any mission area requiring a specific maritime response. This includes coordination vertically and horizontally with other CCs. • Interview reporting sources and conduct research on incidents as necessary for the CC to support ongoing operations. • Coordinate with SU to retrieve and update information pertinent to ongoing case or operation. • Ensure all operations in the AOR are performed completely and meet established mandates. • Present case disposition recommendations to the CDO. • Document cases, complete Situation Reports (SITREP) as required, and enter data into Marine Information for Safety and Law Enforcement (MISLE). • Utilize appropriate QRCs. • Keep other CC watch stander(s) informed on new incidents and progress of ongoing mission operations. • Provide briefs as required or directed • Review all message traffic and information/data from communications and information systems. • Collect, evaluate and distribute information regarding new incidents and progress of ongoing SAR operations. • Inform other CC’s of SAR incidents as necessary and coordinate collaborative efforts • Conduct interviews and gather all possible information relating to any possible distress situations. • Plan searches and coordinate SAR efforts. • Develop SAR case folders. • Document actions in MISLE and develop SAR case file. • Notify Sector Intelligence Staff (SIS) of information that may have any intelligence value. • Contact CGIS on significant cases that may involve criminal activities.

Answer 42

* Maintain awareness of all active operations and status of resources throughout the AOR. * Track and monitor all planned actions in support of Homeland Security (HLS), marine safety, environmental protection, Aids to Navigation (ATON), Defense Operations and maritime law enforcement activities within the AOR. * Track and monitor location and readiness of blue forces including shore side teams. * Track and monitor status of all pending/instituted COTP actions (e.g. Letters of Deviation) * Track and monitor status of all COTP orders * Develop and evaluate the Local Tactical Picture (LTP), monitor classified and unclassified data, sensor data, etc. and make recommendations to the Operations Unit and CDO. * Evaluate the impact of changing weather conditions and make recommendations to the Operations Unit and CDO. * Identify and track vessels of interest or suspicious activity and alert the Operations Unit and CDO. * Retrieve, fuse, and disseminate in an organized manner the information from a wide array of sources (i.e., Coast Guard Message System (CGMS), email, classified traffic, daily briefing, news media accounts, Ship Arrival Notification System (SANS), National Vessel Movement Center (NVMC), and Sector Intelligence Staff (SIS), Internet Chat). * Serve as liaison with higher and subordinate CC units, intelligence units, federal, state, and local agencies as necessary to plan and coordinate activities. • Monitor/track movements of High Value Assets (HVA), High Interest Vessels (HIV) and Special Interest Vessels (SIV). * Monitor all safety and security zones. * Monitor all critical infrastructures. * Monitors the status and location of import, inbound, and outbound cruise ships in SNNE’s COTP zone * Track and liaison with any active ICS organizations that impact the maritime environment. * Draft message traffic as required. * Continuously monitor maritime activities to identify anomalies in the AOR. * Access and monitor all available sensors in the port. * Monitor external cameras at Honolulu Harbor, Iroquois Point and the Offshore Moorings. * Assist the OU as directed. * Monitor Alert and Uncertainty level cases. * Track weather, evaluate and communicate the potential weather impact on all on-going and future operations. * Maintain awareness and oversight of Maritime Domain Awareness Bulletin (MDAB) for daily foreign and domestic arrivals. * Actively monitor and track all vessels of interest. * Disseminate all COTP orders to appropriate parties. * Actively monitor and track status of all safety and security zones. * Actively monitor and track marine events and their impact on affected waterways.

Answer 43

* Continuously monitor distress and hailing frequencies. * Obtain vital information from vessels/personnel in distress or during a report of other circumstances that require or could require a maritime response. * Advise Operations Unit and CDO of distress communications. * Maintain communications guard for assigned blue forces. * Conduct information and advisory broadcasts as required. * Assist CDO, Operations Unit, and Situation Unit with all radio communications. * Review all classified and unclassified message traffic and other communications data links. * Properly handle classified materials and Electronic Key Management System (EKMS) material. * Maintain proper communication logs of all calls and broadcasts. * Receive calls from stakeholders, partners, and the public that report or request information or assistance.

Answer 44

Command notifications are conducted according to the briefing matrix in Annex A of the SCC SOP.

Answer 45

a. Initial Report – Vertical dissemination: Within time T+5 minutes: The reporting unit will contact 1-800-323-7233 (1-800-DAD-SAFE) and request a conference call with its parent command, the District, Area, and Coast Guard Command Center. b. Information dissemination – Horizontal communications: Within time T+15 minutes: The Coast Guard Command Center will transmit a Critical Incident Report c. Follow-on update: Within time T+30 minutes: The Coast Guard Command Center will initiate a Commander’s Conference with the reporting unit Commanding Officer, the Sector Commander, the District Commander, the Area Commander, and the Commandant or their designee. d. Coordination: At time T+ 02 hours: Unless otherwise directed by Commandant at the T+30 conference, a video teleconference will be established by the Coast Guard Command Center with the District Commander, Area Commander, and Commandant or designee to update the situation and course of action. e. Information sharing: These procedures do not alter our responsibility to share information horizontally with the Department of Defense or other interagency and private partners as required by agreements or plans f. Communications discipline: It is critical that communications discipline be followed. Communications with tactical and operational level commanders should be communicated via the Command Centers whenever possible.

Answer 46

- Radio Log - Captain of the Port - BNM - Oversize Tow - SAR Log - SU Case Log - COTP Restrictions - Sector Nola Derilect log - LE Log - Media Log - Misle outage

Answer 47

- Position - # of POB - Nature of Distress - Description of Vessel

Answer 48

- Awareness - Initial Actions - Planning Stage - Operations - Conclusion

Answer 49

- Clear Weapon; No ammunition in the weapon - Half Load; Bolt forward and ammunition in the feed tray with the first round positioned at the carriage stop. - Full Load; Ammunition in the feed tray and the first round positioned at the carriage stop. Bolt locked to the rear and the safety in the Safe mode

Answer 50

- Deadly force is authorized in the defense of self and others regardless of the fields of fire and Key Port Areas where assets are located. - Preferred Zone; An area with a lower risk of collateral damage. There are non in the New Orleans Area and 11 in Baton Rouge. - Non-Preferred Area; High risk of collateral damage to the public. Entire area is in a non-preferred zone and 11 in Baton Rouge.

Answer 51

Use the bomb threat report near all phones. Nola police have a trained bomb squad. Also so a DOD bomb squad at Keesler.

Answer 52

- Safety; BO can terminate the voyage - Especially Hazardous Conditions; Inoperable EPIRB, Inadequate Fire Fighting Equipment, Inoperable Bilge, Instability, Flooding, Inop Nav Lights.

Answer 53

One that is unsuitable in design or configuration, improper construction or inadequate material condition.

Answer 54

- Consult GRFTC job aid - Contact EDO, refer to TACNOTE - Contact Chief of Response - Consult with GRFTC - Contact Sector Commander - Contact D\*/NOAA - - As soon as Admiral OK's seizure

Answer 55

- Bootheville Anchorage

Answer 56

- The Prevention Department Head can clear vessels for inoperable equipment such as gyro compass, speed log, and radar. - The Prevention Department Head also clear s vessels requiring a Certificate of Compliance Exam once that exam is complete. - The Enforcement division chief or CDO can direct vessels to Bootheville to complete boardings. Once complete, the vessel is cleared. - The Prevention Dept Head may clear vessels that have Minor propulsion and steering issues that do not rent the vessel incapable of safely transiting once the class report has been received.

Answer 57

- 75% of the crew must be a U.S. citizen - Must fit into one of the 4 categories: Citizen of the U.S., An alien lawfully admitted to the U.S. for permanent residence, any other alien lawfully allowed to be employed, and alen allowed to be employed un the northern Mariana islands

Answer 58

- Reflects the minimum equipment required when operating in various water temps. - Water Temp

Answer 59

Yes, on a single mission basis. Hyperthermia protective device may be waived after weighing crew performance degradation, thermal stress, and environmental considerations are offset by the benefits associated with the waiver. - Must be documented.

Answer 60

- Sector New Orleans covers major waterways in the AOR - The EPA usually covers air pollution and inland waterway spills.

Answer 61

- Search for the vessel by name or documentation number. - Under cargo authority, it will list the grade type, total capacity, number of cargo holds, authorized description, and number of cargo tanks.

Answer 62

- UMIB- Immediate message. Broadcast within 15 minutes of receipt. Usually deal with safety of a vessel, aircraft, vehicle or person. - Safety Broadcast - Broadcast to advise of hazards to marine traffic - Schedule Broadcast - Routine in priority. Specific range when broadcast from a local station. -

Answer 63

Bachelor Bayou Salle Baton Rouge Pecan Island Port Fourchon Venice Vancleave Grammercy Reggio Terrebonne

Answer 64

All non-essential traffic in an actual, simulated, or anticipated emergency is cleared (DOD messaging system, E-mail, CGone, telephone)

Answer 65

VHF 16 (156.8MHz) International Hailing and Distress VHF 22A (157.1MHz) Used for BCST of SMIB’s/BNM’s CG 112 (Encrypted VHF for Surface Communications) CG 402 (Encrypted UHF for Air Communications) CG1 (ASTRO VHF typically for LE Ops) CG3 (ASTRO VHF typically for Alt/Longer Range Air Communications) COTHEN (HF ALE for super long range COMMS) DSC 70 (Digital Selective Calling Distress Freq)

Answer 66

Short concise messages between communication personnel.

Answer 67

The AWC will try to trace the source of the non-delivery of the message. Local records, audit trails, and logs are all examined.

Answer 68

Submitted prior to a unit transferring their telecommunication guards and record message delivery responsibilities from one communication facility to another.

Answer 69

Between Morgan City and New Orleans on the ICW

Answer 70

Flows from Houma to Terrebonne Bay.

Answer 71

It's in Terrebonne Bay.

Answer 72

South of Houma

Answer 73

North of Lake Barre, which is north of Terrebonne Bay.

Answer 74

On the Houma Navigational Channel, near Lake Boudreux and Lake Quitman.

Answer 75

Southwest of Houma on the GOM.

Answer 76

Vermillion Bay, West Cote Blanche Bay, East Cote Blanche Bay.

Answer 77

Transit between March Island and Pecan Island area.

Answer 78

East of Vermillion Bay.

Answer 79

South of Morgan City.

Answer 80

Southwest of Morgan City and East of the Atchafalaya Basin.

Answer 81

Directly off Point au fer Island. MM110 of the Achafalaya River

Answer 82

On the coast between White Lake and Vermillion Bay.

Answer 83

Technical assistance for the description, identification, conservation, and enhancement of essential fish habitat and information to aid Fishery Management Councils in implementing the EFH requirement of section 303 and 305 of the Magnuson Stevens Fisheries conservation and management Act. -Must contact them during seizures.

Answer 84

CC serves as liaison with CBP to review crew manifests/rosters and facilitates CBP requests for COTP Orders. CC facilitates command coordination with CBP for shore-side security plans to enforce crew restrictions. In AMIO cases, CBP may provide information and resources to conduct boarding of suspect vessels. CBP may assist the CC to coordinate proper processing of illegal migrants. CBP is often co-located or has satellite offices at CG Sectors. a. Immigration customs and enforcement, call them for someone who has defected

Answer 85

The CC works through the USCG enforcement SME to coordinate with State enforcement officials to assist and support enforcement of state fisheries and marine regulations. Contact is usually made through phone and frequent meetings.

Answer 86

Close contact is maintained and periodical meetings are held with local piloting agencies to foster strong working relationships. These relationships foster easy contact and the passing of important information about industry concerns in regards to safety and security at ports in AOR. a. Crescent, Bar and NOBRA aka new orleans/baton rouge and federal (only do U.S\> flagged vsls) (phone number on list in watch folder)

Answer 87

Prosecute hoaxes.

Answer 88

Local military activity in the AOR. Contact is made through SIPRNET, land line and email.

Answer 89

Information regarding airborne concerns of safey, over-due aircraft, and security concerns that may require CG assistance in persuing answers.

Answer 90

Pollution incidents involving the air. Their boundaries envolve areas above the ICW and west of the LMR

Answer 91

-Hazards to Navigation- removal of fixed and floating wrecks or other obstructions to navigation. -Underwater wrecks- removal of fixed and floating wrecks or other obstructions to navigation. -Dredge operations- oversee all dredging operations. Contact in in the phone directory.

Answer 92

Effective in 2000, Coast guard wanted to be heavily involved in the permit process for the ACOE. MOA lays out a formalized procedure for USCG involvement in the Corps's new permit evaluation and any re-evaluation review process. ACOE will forward all permits to the USCG.

Answer 93

LT Dotcherman-D8

Answer 94

It is the policy of the Coast Guard to release the names of individuals rescued by the Coast Guard before a case is closed – after that point requests for the names of individuals rescued by the Coast Guard must be submitted under the Freedom of Information and Privacy Acts. FOIA requests must be submitted in writing. There is no required format. Requests may be submitted to U.S. Coast Guard Headquarters, ATTN: Commandant (CG-611/FOIA Officer), 2100 Second Street, SW, Washington, DC 20593-0001. A federal freedom of information law that allows for the full or partial disclosure of previously unreleased information and documents controlled by the United States government. Coast Guard Policy On Record Access. It is the Commandant’s policy to make records maintained by the Coast Guard available to the public to the greatest extent possible in keeping with the spirit of the FOIA while balancing the need to protect privacy and security interests.

Answer 95

-Small Craft- Issued to alert mariners to sustained(2+ hours) weather or sea conditions, either present or forecast, that might be hazardous to small boats. \>18 knots wind. \>4ft waves. -Storm warning- Winds 55-73 mph are expected within 24 hours. -Gale warning- 39-54 mph winds, or frequent gusts between 35 knots and 49 knots -

Answer 96

Maximum sustained speed of 38 mph. Closed circulation.

Answer 97

Maximum sustained surface wind speed 34 to 63 knots.

Answer 98

Winds exceed 64 knots. Saffir-Simpson scale. - 1 - 64 - 82 knots - 2 - 83 - 95 knots - 3 - 96 - 112 knots - 4 - 113 - 136 knots - 5- 137+ knots

Answer 99

Tsunamis are giant waves caused by earthquakes or volcanic eruptions under the sea. Out in the depths of the ocean, tsunami waves do not dramatically increase in height. But as the waves travel inland, they build up to higher and higher heights as the depth of the ocean decreases. The speed of tsunami waves depends on ocean depth rather than the distance from the source of the wave. Tsunami waves may travel as fast as jet planes over deep waters, only slowing down when reaching shallow waters. While tsunamis are often referred to as tidal waves, this name is discouraged by oceanographers because tides have little to do with these giant waves.

Answer 100

Agency Representative.

Answer 101

National Data Buoy system NOAA coastal forecast Accuweather Local Assets

Answer 102

- Sunrise and Sunset - May affect time of first light search as well as time available for daylight searches. - Air Temp - Would affect time assets remain on scene at an incident or during a SAR due to fatigue concerns and potential icing conditions. Air temp and water temp affect PPE requirements for boat crew personnel. Could affect time available for a successful rescue if persons are exposed to extreme temperatures without the proper PPE. - Water Temp - Would affect icing conditions of assets. Air temp and water temp affect PPE requirements for boat crew personnel. - Wind direction and speed - Would affect ability of, or even prevent use of, assets to prosecute a case. - Tides and Currents - Can affect ability of an asset’s speed, maneuverability, or even ability to get into a specific depth of water. - Visibilities- Would affect ability of an asset to arrive in a timely manner as well as affect the sweep width of an asset during a search. - Moonrise/Sunset - Would affect visibility during evening hours and affect ability to use NVGs.

Answer 103

- Current - horizontal movement of water - River Current - gravity induced flow of water originating from the drainage basin in a river. - Long Shore Current - Parrallel the shore within the surf zone. Usually a part of rip tides. - Reversing tidal current - when rivers and straits experience flooding and ebbing usually due to restriction of water flow. - Sea current - flow of the ocean, generally affected by earth-wide forces affecting large bodies of water. - Rip Current - seaward movement of water through the surf zone. Fed by longshore currents. - Lake current - current on large lakes, usually caused by wind. - Wind Current - Current caused by wind - Tidal Current - Current caused by the changing tides. - Ocean Current - same a sea - Rotary Current - tidal current that changes direction continuously, usually clockwise and affected by the Coriolis force. - Flood - movement of tidal current toward the shore. - Ebb - movement of tidal current away from the shore. - Slack water - time between the ebb and flow. - Set - direction of current - Drift - Speed of current

Answer 104

- High Water - maximum height reached by a high tide - Low Water - lowest height reached by a low tide - Range - difference in height between consecutive high and low waters. - Tide Rips - agitation of water caused by a rapid current - Neap Tide - Tides of decreased range. - Spring Tide - Tides of increased range or tidal currents. - Chartered depth - depth as noted on a charted, usually by the mean low water. - Mean tide level - tidal datum; mean of mean high water and mean low water. - Diurnal - period of one tidal day. - Semidiurnal - one half of a tidal day.

Answer 105

NATO Secret NOFORN

Answer 106

Secret clearance and need to know.

Answer 107

Screen should be turned off during visit

Answer 108

Classified at highest level of information contained in the email.

Answer 109

Contact trusted agent.

Answer 110

- New Orleans - Sea Buoy(MM-20) - 167.1(Sunshine Bridge) - Baton Rouge - Sunshine Bridge(MM 167.1) to MM303

Answer 111

- New Orleans - MM 44.3 EHL - MM 20 WHL - Houma - MM 20 - 80 WHL - Morgan City - MM 80 - 190.7 WHL

Answer 112

- Houma - entire Canal

Answer 113

- Morgan City - MM 0 - 30 - Baton Rouge - MM 30 - 64

Answer 114

- Baton Rouge - MM 0 - 45 - Morgan City - MM 45 - MM 151 Eugene Island Sea Buoy

Answer 115

- New Orleans - MM 10 - 66

Answer 116

(a) Any nearby landmarks; (b) Aids to navigation; (c) Presence of commercial traffic (i.e., ferries, harbor tour boats, merchant vessels, etc.); (d) Depth and color of water; (e) Point of departure and destination; (f) Description of vessel’s trackline from departure to present, etc.

Answer 117

33 Code of Federal Regulations (CFR) 6 Under 33 CFR 6.04-1 & 6.04-8, the COTP is authorized to control the movement of vessels, within the COTP zone, whenever such action is necessary to prevent damage or injury to a vessel, waterfront facility, or waters of the U.S., or to secure the rights and obligations of the U.S. Captains of the Port and their representatives enforce within their respective areas port safety and security and marine environmental protection regulations, including, without limitation, regulations for the protection and security of vessels, harbors, and waterfront facilities; anchorages; security zones; safety zones; regulated navigation areas; deepwater ports; water pollution; and ports and waterways safety. 33 Code of Federal Regulations (CFR) § 6.04-5 Preventing access of persons, articles or things to vessels, or waterfront facilities - The Captain of the Port may prevent any person, article, or thing from boarding or being taken or placed on board any vessel or entering or being taken into or upon or placed in or upon any waterfront facility whenever it appears to him that such action is necessary in order to secure such vessel from damage or injury or to prevent damage or injury to any vessel, or waterfront facility or waters of the United States, or to secure the observances of rights and obligations of the United States.

Answer 118

33 Code of Federal Regulations (CFR) 160 Captain of the port may supervise and control the movement of any vessel and shall take full or partial possession or control of any vessel or any part thereof, within the territorial waters of the United States under his jurisdiction, whenever it appears to him that such action is necessary in order to secure such vessel from damage or injury, or to prevent damage or injury to any vessel or waterfront facility or waters of the United States, or to secure the observance of rights and obligations of the United States.

Answer 119

The COTP may enlist the aid and cooperation of federal, state, county, municipal, and private agencies to assist in the enforcement of regulations of 33 CFR 6.04-11. 40CFR300.175 During preparedness planning or in an actual response, various federal agencies may be called upon to provide assistance in their respective areas of expertise…consistent with agency legal authorities and capabilities. The Captain of the port may enlist the aid and cooperation of Federal, State, county, municipal, and private agencies to assist in the enforcement of regulations issued pursuant to this part

Answer 120

- New Orleans - - Morgan City - - Baton Rouge -

Answer 121

33 CFR 1.01-20, final authority is vested in the Officer in Charge, Marine Inspection, for the performance, within the area of his jurisdiction, of the following functions: • Inspection of vessels in order to determine that they comply with the applicable laws, rules, and regulations relating to safe construction, equipment, manning, and operation and that they are in a seaworthy condition for the services in which they are operated; • Shipyard and port facility safety inspections; • Investigation of marine casualties and accidents; • Credentialing, shipment and discharge of U.S. merchant mariners; • Investigation and initiating of action in cases of misconduct, negligence, or incompetence of merchant marine officers or seamen; and • Enforcement of vessel inspection, navigation, and seamen's laws in general.

Answer 122

- Coastal Zone - • Discharges of oil; release of hazardous substances, pollutants and/or contaminants into the environment in the coastal zone

Answer 123

[33 CFR 103.205] gives the Sector Commander, as the Federal Maritime Security Coordinator, the authority to establish, convene, and direct the Area Maritime Security (AMS) Committee which is a group of port stakeholders focused on security. The FMSC will develop and maintain the AMS Plan in coordination with the AMS Committee, and is responsible for implementing and exercising the plan. The COTP, as FMSC, is responsible for establishing the AMS Committee for planning joint deterrence efforts that support increasing security in U.S. ports and for preparation and exercising Area Maritime Security (AMS) Plans with the AMS Committees. 33 Code of Federal Regulations (CFR) 103.205 - Without limitation to the authority vested in the COTP by statute or regulation, and in addition to authority prescribed elsewhere in this part, the COTP as the FMSC is authorized to: (1) Establish, convene, and direct the Area Maritime Security (AMS) Committee; (2) Appoint members to the AMS Committee; (3) Develop and maintain, in coordination with the AMS Committee, the AMS Plan; (4) Implement and exercise the AMS Plan; and (5) Maintain the records required by §103.520 of this part. (b) The authorizations in paragraph (a) of this section do not limit any other existing authority of the COTP. (1) Establish, convene, and direct the Area Maritime Security (AMS) Committee; (2) Appoint members to the AMS Committee; (3) Develop and maintain, in coordination with the AMS Committee, the AMS Plan; (4) Implement and exercise the AMS Plan; and (5) Maintain the records required by 33 CFR 103.520

Answer 124

Authority of the SAR Mission Coordinator (SMC): • Obtain and evaluate all data on the emergency. • Dispatch search and rescue units (SRUs) based on this information. • Develop search plans which include determining limits for the search area, selecting the search pattern, and designating the on-scene coordinator (OSC). • Control the SAR communication network for the assigned mission. • Monitor progress of the SAR mission and request additional SAR resources as necessary. SMC is normally kept at the lowest level of the operational chain of command that can effectively coordinate response. However, it shall not be delegated below the sector level. This authority is not to be delegated below the response department head. When the sector response department head has executed the duties of SMC, the sector commander has authority to suspend those SAR cases with the following exceptions:

Answer 125

ELT/EPIRB =CCGD8 VHF DSC(satellite through channel 70) Alert = Sector 2182 Auto Alert = District HF DSC = LANT AREA MF DSC = CCGD8 SAR cases utilizing air assets = CCGD8 / Sector SAR cases utilizing WMECs, WHECs, or DOD assets = CCGD8/ Sector

Answer 126

COTP Orders are made under the authority of the Ports and Waterways Safety Act (33 CFR 160 Part B) MSM VI Ports and Waterways Activities COMDTINST M16000.11 MSM VII Port Security COMDTINST M16000.12 • COTP Orders under the PWSA (33 CFR 160, Subpart B) are issued by a COTP and are directed only to a specific vessel, facility, or individual in order to: restrict or stop vessel operations; require specific actions to be taken; deny a vessel further entry to port until a deficiency is corrected; or detain a vessel in port.

Answer 127

COTP Orders under the PWSA (33 CFR 160, Subpart B) are issued by a COTP and are directed only to a specific vessel, facility, or individual in order to: restrict or stop vessel operations; require specific actions to be taken; deny a vessel further entry to port until a deficiency is corrected.

Answer 128

: 33CFR160.7Any person directly affected by an order or direction issued may request reconsideration by the official who issued it. May be requested orally or in writing.

Answer 129

- Designates the Coast Guard as the aeronautical and maritime SAR Coordinator for the water over which the United States has jurisdiction. - It is Appendix A of the IAMSAR manual.

Answer 130

- Red Star Shells - Fog Horn Continuous Sounding - Flames on a Vessel - Gun Fired at Intervals of 1 minute - Orange Background Blackball and square - SOS (Morse) - Mayday - Parachute Red Flare - Dye Marker - Code Flags (November over Charlie) - Square Flag and Ball - Wave Arms - Radio Telegraph Alarms - Radio Telephone Alarm - Position Indicating radio beacon - Orange Smoke

Answer 131

a. An UNCERTAINTY phase exists when there is knowledge of a situation that may need to be monitored, or to have more information gathered, but that does not require moving resources. b. An ALERT phase exists when a craft or person is experiencing some difficulty and may need assistance, but is not in immediate danger or in need of immediate response. Apprehension is usually associated with the ALERT phase. c. The DISTRESS phase exists when grave or imminent danger requiring immediate response to the distress scene threatens a craft or person.

Answer 132

- Red Flare - Distress - Other Color - Distress - 406 Mhz range from distress to Uncertainty - 121.5/243 - First audible report is Alert, second audible alert is distress.

Answer 133

(1) Any case that involves loss of life, loss of property, lives saved, property saved, or unaccounted for lives or property. (2) Any case that requires the use of SAROPS to calculate a drifted datum. (3) Any case that has high media or political interest. (4) Any case involving a shift of SMC to the next higher level.

Answer 134

(1) Probable false alerts. (2) Cases with only assistance to lives or property. (3) Cases that resolve on their own. (4) Cases where the only Coast Guard involvement is a communications schedule

Answer 135

500 feet of altitude.

Answer 136

The CG is not required to conduct searches for bodies if it has be determined through time or circumstance that a person has deceased.

Answer 137

- • Overdue vessel. A vessel is considered overdue when the vessel is not known to have arrived within a reasonable period of its estimated time of arrival. This "reasonable period" may vary depending on the length of the voyage, vessel type and size, weather and experience of the crew, as well as continued lack of information concerning the vessel's progress or position. - Unreported vessel. A vessel is considered unreported when expected communications are absent. Various considerations may amplify or mitigate this condition: Was a communication schedule established? If established, was it maintained reliably? Does the vessel or crew normally communicate while at sea? Is the vessel capable of communicating from its likely position? Was the radio equipment reliable and well-maintained? Have environmental effects such as ionosphere skip or sunspots temporarily distorted propagation?

Answer 138

Any vessel that is left stored or abandoned in a wrecked, junked, or substantially dismantled condition.

Answer 139

- When resources coordinate or render assistance, regardless of position or location of incident - SRU launched - 30 minutes of effort expended.

Answer 140

SAP Requirement. A SAP is required for all search efforts beyond initial response (immediate response to a distress call and formal search planning is not yet completed) and in all cases where two or more search facilities are conducting searches. SAPs are recommended for initial response when time permits. Where time does not permit and multiple resources are responding SMCs shall ensure that de-confliction is in place; this is particularly important for multiple aircraft. Complete SAPs shall be provided to all participating search facilities. Similarly, any changes to an existing SAP shall be provided to all participating search facilities. Every search facility on scene needs to be fully aware of all the other facilities’ planned activities for reasons of safety and on scene coordination.

Answer 141

UMIB: PAN PAN (3) Urgent Marine Information Broadcasts (UMIBs) are a tool used by Coast Guard SAR Mission Coordinators to alert the maritime public to a distress or potential distress situation. UMIBs should be issued whenever the SMC determines that important maritime information needs to reach the widest possible audience. UMIBs shall be used upon the receipt of: a. all uncorrelated MAYDAY channel 16 calls b. uncorrelated VHF-FM DSC distress calls c. flare sightings d. overdue vessel reports e. Other situations as deemed necessary by the SMC. In general, a UMIB is issued upon receipt, and every fifteen minutes thereafter for the first hour. After that time, UMIBs are issued along with scheduled broadcasts until cancelled, or as directed by the originator on a case-by-case basis. SMIB - Security (3) - Safety - Alert the public to potential hazards MARB: Hello all Sta's (3) For cases determined NOT to be in the DISTRESS emergency phase. If MARBs are declined, the Coast Guard has no further obligation to monitor or respond unless boaters change their mind or the situation deteriorates. The burden lies solely with boaters. A MARB will be made to solicit the voluntary response of anyone who can assist the mariner, and the MARB will include a general location of the vessel. It is used to invite persons, such as commercial providers or Good Samaritans, interested in responding to do so if they desire. If no intent to respond to the MARB is heard within a reasonable period of time, Coast Guard resources or Auxiliary vessels may be directed to respond. A guideline of 10 minutes is recommended for the SMC to await an answer to a MARB before the SMC directs Coast Guard or Auxiliary resources to respond. Once the MARB is answered, the SMC will determine what a reasonable period of time is for a response time on scene, based on the SMC’s experience with responders in the area and the circumstances of the case. Coast Guard resources or Auxiliary vessels may also be directed to respond if no alternate responder can do so within a reasonable period of elapsed time, normally not to exceed one hour from first awareness of the case. UMIB vs. Callouts Callouts differ from UMIBs in that they are a radio broadcast directed toward a specific vessel, rather than directed at a broad audience, as is the UMIB. Callouts also do not imply or require a state of “urgency” whereas the UMIB by definition conveys urgency. Usually callouts are appropriate at the earlier stages of an overdue vessel case in an attempt to establish communications with a specific vessel. When callouts fail, a UMIB will be issued. The use of callouts should not unduly delay the use of a UMIB. UMIB vs. MAYDAY Relay Mayday Relays are intended to alert the maritime public of an incident involving imminent danger to life. They are appropriate under three circumstances: (a) When a unit not in distress seeks assistance for a unit that is in distress; (b) When a responding unit realizes that additional assistance beyond their own capability is required; and (c) When a distress message is heard by a unit not in a position to assist and that message is unacknowledged. The majority of Coast Guard originated "Mayday Relay" messages would fall under (a) above. It is a value judgment made by the controller based an evaluation of all relevant circumstances, i.e. weather, previous

Answer 142

1. nature of situation 2. reported situation(food,water,survival equipment,medical supplies) 3. position accuracy 4. visibility(fog, daylight-how well can they be detected by others?) 5. tides or currents (including vsl ability to anchor)(LMR,Chef Pass, Rigolettes) 6. weather (current or incoming) 7. special considerations (age,medical,special health conditions) 8. communications reliability 9. apprhension of POB (may be indication of something they may not have described) 10. potential for situation to deteriorate or worsen

Answer 143

- Advise and Seek Desires - Offer MARB - Make a MARB - Monitor Response Coast Guard shall monitor the event.

Answer 144

- Issue MARB - Respond immediately if able - First on scene assists - Intervene if required

Answer 145

When commercial salvors are on scene performing salvage, Coast Guard units may assist them within the unit’s capabilities, if the salvor requests. When no commercial salvage facilities are on scene, Coast Guard units should only engage in salvage other than towing when limited salvage operations (e.g., ungrounding, pumping, damage control measures, etc.) can prevent a worsening situation or complete loss of the vessel. Any salvage operations shall be performed at the discretion of the unit CO/OINC.

Answer 146

Small Craft This policy applies to small craft that need salvage other than towing. However, when no commercial salvage companies are available within a reasonable time or distance, the District commander may modify the policy to provide for refloating a grounded boat which is not in peril of further damage or loss if: a. the Coast Guard units are capable of rendering the assistance b. the owner requests the assistance and agrees to the specific effort to be made, and c. Coast Guard units and personnel are not unduly hazarded by the operation. Prudent actions include: a. Allowing the next tide to refloat the vessel b. Helping the mariner set anchors c. Evacuating the passengers d. Helping the mariner determine the vessel’s seaworthiness. WILL NOT go under the deck to de-water Operator Insistence Occasionally an operator will insist that the Coast Guard take action, such as pulling a vessel from a reef, which Coast Guard personnel on scene consider unwise. The Coast Guard is under no obligation to agree to any such request or demand. If a decision to comply with such a request is made, it should be made clear that the operator is assuming the risk of the operation. The fact that the action is undertaken at operator’s request, and is against Coast Guard advice, should be logged.

Answer 147

Coast Guard personnel shall be prepared for and respond to fires onboard Coast Guard vessels. For all other marine firefighting situations, Commanding Officers of Coast Guard units shall adopt a conservative response posture. They shall focus their actions on those traditional Coast Guard activities not requiring unit personnel to enter into a hazardous environment. a. Independent firefighting. Coast Guard personnel shall not engage in independent firefighting operations, except to save a life or in the early stages of a fire to avert a significant threat without undue risk. b. Commercial vessels and waterfront facilities. Coast Guard personnel shall not actively engage in firefighting except in support of a regular firefighting agency under the supervision of a qualified fire officer.

Answer 148

- COTP - Primary responsibility for coordinating firefight activities involving commercial vessel or waterfront facilities within their respective AORs. - Local/State - Maintain firefighting capabilities within the maritime domain.

Answer 149

(a) Characteristics of lights; (b) Magnetic or true bearings between charted objects; (c) Charted range bearings; (d) Charted traffic separation scheme bearings; (e) Charted depth of water; (f) Charted hazards; (g) Radio beacon frequencies; (h) Charted buoy positions; (i) Lat/Long of charted objects.

Answer 150

If mariners request weather forecast information, they should be advised of the local VHF-FM frequency or channel where they can find continuous National Weather Service (NWS) broadcasts. If the mariner is unable to receive the NWS broadcasts, the latest NWS weather warnings for the local area may be read over the radio, operations and time permitting. If this is done, ensure that the entire text is read exactly as written, including the period and geographic area for which the forecast is valid. Actual observed conditions of wind direction/velocity, visibility, cloud cover and sea height may be also relayed. Observations made with a calibrated weather instrument may be reported as is while all other observations should be reported as “observed”. Whenever weather conditions are reported, the date, time and location of the observation should also be included.

Answer 151

To help ensure timely response for MEDEVACs and prompt relay of MEDICO advice through Coast Guard channels of communication, each District should maintain a list of: (a) Medical personnel available and qualified to recommend MEDEVACs and advise on MEDICOs. The medical personnel should be knowledgeable in Coast Guard helicopter and vessel SAR operations and in the capabilities of Coast Guard crews, helicopter rescue swimmers, Emergency Medical Technicians (EMTs), and Health Services Technicians (HSs). (b) Primary sources of emergency medical advice include: (1) Coast Guard or Department of Defense flight surgeons. (2) Coast Guard or Department of Defense aviation medical officers. (3) Coast Guard or Department of Defense general medical officers. (4) Civilian physicians.

Answer 152

Aircraft Commander.

Answer 153

Commanding officers, boat coxswains, and aircraft commanders.

Answer 154

- West Jefferson - East Jefferson - LSU Downtown

Answer 155

- Divers Alert Network (DAN), located at Duke University Medical Center in North Carolina, is a nonprofit organization that provides emergency medical advice and assistance for underwater diving accidents. Diving emergency guidance can be obtained by telephone, (919) 684-8111 for emergencies, and (919) 684-2948 for routine matters.

Answer 156

Dive accident injuries are aggravated by reduced atmospheric pressure. Unpressurized aircraft conducting a diving accident MEDEVAC should fly at the lowest safe altitude; recommendation is for MEDEVAC aircraft is to transport at 1000 feet or below. Pressurized aircraft need to pressurize to sea level.

Answer 157

Symptoms of bubble formation include pain at the joints, chest pain, headache/dizziness, confusion and numbness.

Answer 158

(a) Emergency evacuation of injured from highways. (b) Transfer of critically injured or ill persons from isolated locations to medical care facilities. (c) Evacuation of non-critically injured or ill persons from remote or inaccessible areas where surface transportation is not practicable. (d) Transfer of critically injured or ill persons from a medical care facility to another more capable of treating the case. (e) Emergency

Answer 159

(a) Stations designated to maintain an ice rescue capability shall follow the guidelines contained in this chapter. These guidelines are open to comment, and should be continuously evaluated and updated as necessary. (b) ALL Stations shall maintain close working relationships with local agencies that conduct ice rescue operations. This will ensure that the Coast Guard is able to notify the appropriate resources under any circumstances. (1) Since multi-agency resources are not uncommon, the conduct of joint training exercises and the development of local working agreements are encouraged as they are essential elements of pre-planning for an ice emergency. (2) Mixed agency crews are permissible, but should be organized with care. Jurisdictional issues and conflicting policy guidance often limit the scope of operations for such “teams”. (c) Designated ice rescue stations shall develop and publish an ice rescue bill, instruction, or standing order. Each station’s instruction will vary due to the presence of various rescue agencies or other local conditions. (d) Ice Rescue Courses. There are various ice-rescue training courses available in the private sector. The curriculum of these courses varies, depending upon the type of ice rescue most prevalent in a particular region. Note: the Coast Guard does not endorse these courses.

Answer 160

Hypothermia is primarily a function of temperature, body conditions, and weight, combined with exposure to the elements with inadequate protective clothing. COs/OinCs shall ensure personnel are in top physical condition, and are provided with proper cold weather gear, prior to being sent out on the ice. - Frostbite is the effect of excessive exposure to extreme cold. To minimize this risk, ice skiff crews shall be provided with adequate protective clothing, including foam padded ski masks,to minimize exposed skin. A wind-chill factor of –54 degrees Fahrenheit will cause frostbite in 10 minutes on exposed skin. At a wind-chill factor of –20 degrees Fahrenheit, frostbite will result on exposed skin in one hour.

Answer 161

Centimeters Inches Single person on skis/foot/snow shoes 5 2 Two people on skis, side by side shoes 10 4 ½ ton vehicle 20 8 ¾ ton vehicle 25 10 Over snow vehicle 30 12

Answer 162

Rescue attempts for animals stranded on the ice should only be conducted under ideal conditions after proper RISK ASSESSMENT. The chance of the animal being wild or rabid must be considered when evaluating the potential for injuries to crewmembers.

Answer 163

Self-locating Data Marker Buoys (SLDMB): Early deployment of one to several SLDMBs should be given very serious consideration whenever there is significant potential for an extended search. SLDMB data will be transmitted within 30 – 90 minutes of deployment/activation. GPS positions are acquired at 15-minute intervals for the first two hours and at 30-minute intervals thereafter. The SLDMB web site is hosted at the Coast Guard’s Operations Systems Center and is accessed via the intranet at the web address: http://sldmb.osc.uscg.mil/DataRequest/Welcome.aspx. The site provides operational data, logistics support, system documentation, and administrative functions.

Answer 164

Location where actions can be taken for a ship in need of assistance to stabilize its condition, reduce hazards to navigation, and protect human life and environment

Answer 165

a ship that needs assistance, but not in distressà the IMO recommends that nations establish a maritime assistance service (MAS) and developed relevant guidelines.

Answer 166

- Ship in need of assistance- aship in a situation aprart from one requiring rescue persons on board, that could give ride to loss of ship or to an environment or navigational hazard. - Place of Refuge- location where action can be taken for a ship in need of assistance ot stabilize its condition, reduce hazards to navigation ,a protect human life and the environment. - Maritime Assitance Service (MAS)- a contact between a shop master or company and national authorities on matters relating to a place of refuge.

Answer 167

Report is treated as a distress.

Answer 168

(a) Chances of surviving the fall. The primary factor is height of the bridge above the water at the point from which the person fell or jumped. Water depth at the point of impact is another consideration. (b) Chances of continued survival in the water. Primary factors include likelihood of injuries from the fall, water temperature, and nature of the currents. (c) Will to live. Some who jump from bridges are attempting suicide, but this does not necessarily correspond to a lack of the will to live. (d) Availability of adequate resources on scene from local agencies. (e) Nature of the searching being done by the responsible local agencies. If in body recovery mode, the SAR aspects of the incident may be considered ended. Further Coast Guard participation may take place at the discretion of the local unit or higher authority, but only as providing non-SAR assistance to local agencies. (f) Knowledge of distress location narrowing the initial search area. (g) Cessation of search activities by the responsible local agencies.

Answer 169

When SMC deems the chance of survival is negligence.

Answer 170

Treat red and orange flares as distress. Other colors may be treated as distress also if there is other correlating information. Any flare should be recorded, regardless of situation in case any information arises that may require other search efforts.

Answer 171

- Parachute- rapid rise, slowdescent; 30-40; 100-1200 feet - Meteor - Rapid Rise and Descent; 250-400 feet; 5.5 seconds - Hand-Held; Steady; 8-16NM; 50-120 seconds

Answer 172

The position and nature of distress cannot be established.

Answer 173

Local knowldege 20' Cuddy Cabin

Answer 174

Uncorrelated Distress cases shall be treated like a flare incident. First light searched shall be conducted unless source is located.

Answer 175

Instances in which a person calling did not intend to decieve the Coast Guard or rescue sources.

Answer 176

Intentional deception

Answer 177

(a) Locate and replay the suspected hoax distress broadcast on the unit's voice logging recorder and utilize the direction finding capability, if available, to determine the direction of the call. If the line of bearing (LOB) is over land, identify any major waterways that are in the area of the LOB and eliminate the possibility that the distress is originating from that area. Use of sound manipulation software, if available, is encouraged to enhance or clarify the distress call. If used, the original and enhanced versions must be documented and saved as per Section 2.10.2. (b) Analyze the call and consider all possible correlating SAR scenarios that could be associated with the event. (c) If still deemed a probable hoax by the watchstander, replay the call to each level up the SAR chain of command. Each level should consider possible SAR scenarios. The final level of review is the District command center prior to final disposition by SMC. (d) After all levels of review, if the consensus remains that the call is in fact a probable hoax, no other action will be required. If there is no consensus that the broadcast is a probable hoax, or if a recording was not made, the procedures for an uncorrelated distress broadcast

Answer 178

Case can be closed if the source of the broadcast is found. Otherwise, the case must be suspended once adquate efforts have been completed.

Answer 179

(a) Search Resource: SMC should select the resource most appropriate for searching in the general area of the uncorrelated distress signal (i.e. boat in bays/inlets, bounded or near coastal waters may be appropriate while a fixed-wing aircraft may be appropriate for open ocean area.). (b) Search Object: First choice is the search object as included in the distress alert. If the distress alert does not mention a specific object, the second choice is an object selection based on local knowledge of craft, which typically operate in the general area of the alert. If no specific object can be selected based on local knowledge, the final choice is to use a 20-foot powerboat as the initial search object. (c) Search Area: The SMC should determine from the transmission method of distress alert and any information contained in the alert, the probable area. Methods to do this are included in para. 3.4.9.2(b). (d) Search Time: Calculate the time that would be required to complete a search with the chosen search resource, object and area. (e) Reasonable Decision: If the search can be completed with 2 hours of on scene search time by a surface vessel or one hour by aircraft, it is reasonable to conduct the search. This equates to approximately a full sortie of search for an HH-65 being reasonable. Clearly the area that can be searched by other aircraft resources will not equal that of an HH-65, but the same amount of time should be applied, and based on choice of appropriate search resource will determine the area that will be covered in a reasonable search. The 2 hours should not be considered a hard cutoff for when to conduct a search or not, rather an indicator considered with all the other facts of the case in making the decision. (f) SAROPS Evaluation: Evaluation within SAROPS provides an additional tool for making these decisions. If the SAROPS-estimated POS for the best practical search plan for 2 hours of on scene endurance for a boat or one hour for an aircraft (roughly one HH65 sortie equivalent) is at least 50% for an uncorrelated distress alert, the search is “reasonable.” This does not mean that a “best search” POS of 49% is automatically “unreasonable.” Likewise, this guidance does not preclude the possibility of increasing the on scene endurance beyond the guideline values listed above and planning the search accordingly, especially if such increase is within the SRU’s capabilities for total endurance on the search sortie. SMCs are reminded that these guidelines do not relieve them from COMDTINST M16130.2F 3 - 51 making a reasonable decision, based on all the information available, for each individual case.

Answer 180

d(total) = d(sending) + D(recieving) d = 1.23 x Square root(h)

Answer 181

Active Search Suspension Object of search cannot be located.

Answer 182

(a) The involved unit(s) should first convey their concern to the other agency SMC. ## Footnote (b) If the nature of the concerns is not adequately addressed by the other agency SMC, the unit should brief up their SAR chain of command to the Coast Guard SAR Coordinator (RCC). (c) The SAR Coordinator (or representative RCC) should contact the other agency to discuss the concerns. (d) If the concerns are not answered at this level, the SC shall make a decision either to proceed independently to conduct further searches or accept the decision of the other agency.

Answer 183

Maintain positive image by being honest and forefront in information provided to the public.

Answer 184

General Discussion. SAR Coordinators shall ensure the greatest possible sensitivity in interacting with family and friends of victims during the conduct of SAR cases where the Coast Guard is the lead agency. The person exercising ACTSUS authority shall personally ensure that notifications are made and interaction established with the NOK at the earliest possible time.

Answer 185

Prolonged Searches for Missing Persons. Notifications of missing persons are usually made by family members or friends. However, if it is not the NOK, then they should be contacted as soon as possible. (a) The initial notification by the person exercising ACTSUS authority, or his/her designated representative, should include a summary of the search efforts so far, future plans and a Coast Guard point of contact for future interactions. The possibility of not finding their family members should be included in the list of possible scenarios. Note: If possible, the command should highly encourage NOK to have one person act as point of contact and spokesperson for the family. These interactions should be as humanitarian as possible and there should only be one Coast Guard point of contact for the family. (b) In accordance with Section 1.10.7 of Volume II of Reference (b), the person exercising ACTSUS authority, or his/her designated representative, should maintain daily contact with NOK providing them with the progress of ongoing search efforts and outlining future search plans. This helps reduce NOK’s stress associated with waiting and not knowing what happened to their loved ones and assists them in accepting the SMC’s decision to suspend the search effort even if the missing persons are not located. Additionally, this provides for orderly interaction and, in turn, less distractions for SAR response personnel. Note: The NOK should be provided information on mission progress and future actions before releasing it to the media. (c) If requested, allow the family to visit the District Command Center or Sector Command Center, as applicable, to review details of the case. Seeing the search planning and coordination efforts may help them accept the situation. The person exercising ACTSUS authority, or designated point of contact, should accompany the family when visiting the Command Center. (d) Keep all briefings to NOK simple and avoid SAR acronyms and terms or any tables/tools that objectively measure survivability. General descriptions such as the type and number of SRUs, hours and square miles searched and general weather conditions should be used in briefing family members, as these factors are usually easy to understand. Also, take care to avoid creating a false sense of hope or making unrealistic promises to NOK. Under extreme emotions, it is easy to misinterpret “W

Answer 186

In the event death occurs, the person exercising ACTSUS authority shall personally ensure that notification is made as expeditiously as possible, and with all due compassion. For those cases where the Coast Guard is not the lead agency or where interaction with NOK has not had the opportunity to develop, the command should endeavor whenever possible to use local, more qualified authorities for death notification. Local and state police departments are usually in the best position to make notification visits and are typically trained to perform this function. They are also networked with other agencies outside their jurisdictions and can make timely notifications in other counties or states. Sector Commanders should partner with these agencies and establish agreements on how NOK notification should be made for local and out of state residents. (a) When local agencies are not available to make a NOK notification, the person exercising ACTSUS authority may have to do it directly. This may also be the case if the family is already aware of the situation and has established a good interaction with the command (if this is the case, person exercising ACTSUS authority can use their judgment as to whether notification should be made over the phone or through a personal visit). (b) Regardless of how the contact is made, the following guidance is provided to assist in preparing to give notification: (1) Obtain as much information as possible and have many of the facts committed to memory. Know the names of both the victim and NOK being notified and their relationship. Be prepared to answer questions and provide a point of contact at the facility where the body is located. (2) Wear an appropriate uniform and ensure you have military identification. Whenever possible, travel in a government vehicle. (3) Ideally, you want to make the notification to the primary NOK (i.e., spouse or parent). Make every attempt to inform the NOK in private. If you are at the residence, ask if you may enter. Speak quietly to the NOK until you gain approval for entering the house and closing the door. Do not enter without permission. (4) Once inside, everyone should be seated. Be direct and to the point when informing the NOK. Do not sugarcoat your information. Using euphemisms or vague language may delay the NOK's acceptance of what has occurred. The words "dead" and "death" have a finality that has been found to be helpful for gaining NOK acceptance. (5) As mentioned earlier, do not use technical SAR language. If appropriate, general descriptions such as the type and number of SRUs, hours and square miles searched and general weather conditions should be used in briefing NOK. (6) Be prepared for a wide range of responses from denial to extreme physical or emotional responses such as fainting, anger, hysteria or even a heart attack. If necessary call local emergency medical services (have contact number and the NOK address readily available). Ask the NOK if other family, friends or clergy should be notified and offer to do it. (7) Family members are not encouraged, but are welcome to come to the Command to review details of the case. When possible the review should be conducted in a space separate from the command center. Family members may be given a tour of the command center prior to or following the case review to give them an appreciation for our operations and capabilities.

Answer 187

There are some SAR cases that typically involve large numbers of victims, particularly in a mass rescue operation (i.e. sinking cruise ship) or an incident that involves mass casualties. Note: For airline crashes, airline companies are responsible for making NOK notifications. In addition to the policy outlined above, the following procedures are extremely helpful when dealing with multiple NOKs (if the Incident Command System (ICS) is activated, then the Incident Commander (IC), not SMC, will be responsible for NOK interactions): ## Footnote (a) Ensure that lodging is centrally located and/or easily accessible for those NOK who arrive in the area. This will facilitate daily briefings. (b) Establish area where families of victims can receive daily mission briefings in private. This should be at the place where NOK are centrally lodged.

Answer 188

As the search progresses with no significant developments, it is helpful to remind NOK that the search cannot go on indefinitely. For prolonged searches, in accordance with Section 8.3.4 of Volume II of Reference (b), NOK should be notified of the decision to suspend active searching if no significant developments occur at least one day prior to actual suspension. This prepares the family for the actual ceasing of operations while giving them at least one more day of hope. The person exercising ACTSUS authority shall be the one to inform the family that active searching has been suspended, as the person who is responsible for making the decision. When the person exercising ACTSUS authority cannot make this call personally, the next senior officer should make the notification and pass along condolences on their behalf. Upon request, the family should be given a summary of the search effort and the opportunity to ask questions. The family should be reminded that although the active search has been suspended, Coast Guard units would continue to monitor the area for significant sightings and additional information. When the possibility exists that the case may involve a Marine Casualty Investigation, the SMC should facilitate linkage of the families with an appropriate person in the Prevention Department for continued liaison and information sharing regarding the investigation.

Answer 189

The process of finding the combination of search sub-areas, coverages, and resource assignments that produces the most efficient search plan.

Answer 190

The vector sum of currents affecting the search object.

Answer 191

The movement of water through the water caused by the effect of wind of the exposed search object.

Answer 192

Search Endurance of the individual SRUs is normally more critical for aircraft. To calculate on scene endurance for an SRU, total mission endurance should be determined, contacting the parent agency if necessary. Time needed for transit to and from the assigned search area is deducted from total endurance, to obtain on scene endurance. Search endurance can be assumed to be 85 percent of on scene endurance, allowing 15 percent for identifying sighted objects, navigating turns at the ends of search legs, etc. (a) Generally, diversion to identify a target will have no appreciable effect on area coverage as long as the SRU "fixes" the location and time of departure from the search pattern and returns to the same point to resume search within a reasonably short time. (b) When SRUs operate far from home base, they can sometimes be deployed to an advance base so more time will be available for searching, and less time will be spent en route to and from the search area. If an extended search is anticipated, the search planner should consider deploying augmented or double crews to maximize asset availability.

Answer 193

SRU ground speed (V) is important when calculating attainable area size. The faster the SRU moves, the larger the area covered per unit time at a given track spacing. However, increased speed may adversely affect endurance, which would tend to reduce the total area covered. Increased speed may also adversely affect POD by reducing the effective sweep width and hence the coverage factor for a given track spacing. When deciding what search speed to assign, the search planner must carefully assess the capabilities of the SRU, the effects on sweep width, and how on scene endurance and total available SRU track length on scene will be affected.

Answer 194

Track spacing (S) is the distance between two adjacent parallel search legs as shown in Figure H-19. It directly influences coverage (C). Corrected sweep width (W) is a measure of detection capability and will vary with search object type, SRU/sensor type, and environmental conditions. For search patterns that use straight, equally spaced parallel tracks, coverage is computed as the ratio of the corrected sweep width to the track spacing (C = W/S). The more difficult an object is to detect, the closer together the search legs must be to achieve a given coverage. See Figure H-21.

Answer 195

Sweep width (W) is the width of a swath centered on the SRU’s track where the probability of detecting the search object if it is outside of that swath is equal to the probability of missing the search object if it is inside that swath, assuming the distribution of search objects is uniform.

Answer 196

Coverage Factor (C) is a measure of search thoroughness or how well an area was searched. It is used as an entering argument when calculating POD. Sweep Width/ Track Spacing.

Answer 197

Parrallel Creeping Line Square Sector Trackline Barrier

Answer 198

NASA-Stennis(Mississippi)

Answer 199

Only on rare occasion would a first light search not be required; and only under specific conditions and after a careful evaluation of the circumstances and results of completed search efforts. In all cases (not just flares) the primary driver in close or suspend decisions is the effectiveness of the search; POS.

Answer 200

- POS - POC X POD - Coverage Factor (C) = Sweep Width (W)/Track Spacing (S) - POD- A function of coverage factor and Sweep width. Using Figure H-21 of the CG SAR Addendum, there is a separate curve for ideal and normal conditions. We typically use normal conditions. - POC - Using figure H-22, you can determine the the probability of containment based on the search factor.

Answer 201

Amver is a worldwide voluntary ship reporting system for SAR sponsored by the U.S. Coast Guard. Amver’s primary function is to quickly provide SAR authorities with accurate position information and characteristics of ships near a reported maritime or aviation distress that may be able to provide assistance. Vessels of all nations, on coastal or oceanic voyages, anywhere in the world, are encouraged to participate by reporting their position to Amver. Amverparticipating vessels are typically merchant vessels, but can also include mega-yachts, commercial fishing vessels, or any other vessel capable of providing assistance. Vessels participate by sending movement reports (e.g., sailing plan, periodic position updates, and final report) to the Amver Center at OSC via assigned coast or international radio stations or satellite service providers. Information from these reports is entered into a database that computes dead reckoning positions for vessels anywhere in the world while they are participating in the system. Vessel characteristics valuable for determining SAR capability from other available sources of information will be accessed through Amver.

Answer 202

Because vessel movement information provided to Amver is considered proprietarycommercial or financial information, it should be carefully guarded from external release andhandled in accordance with the specific guidelines in Reference (k) and Reference (n). Predicted locations or Amver information are disclosed only for safety purposes; it should not be provided to Coast Guard personnel in other mission areas (e.g., law enforcement, maritime investigations) nor other types of agencies. Search lanning policy and procedures using Amver are discussed in Chapter 3 of this Addendum.

Answer 203

Radius SURPIC: A surface picture defined by a distress position, a distance from the distress position (radius), and a Date Time Group (DTG) for the SURPIC. Rectangle SURPIC: A surface picture of a specific area defined by a northwest corner and a southeast corner, and a DTG for the SURPIC. Trackline or Snapshot: A surface picture defined by the starting and ending position of a trackline, a distance from the trackline, and a DTG for the SURPIC. This SURPIC is useful in determining which vessels will be in a given area at a certain time (e.g., a space shuttle launch, an aircraft that may have to ditch, or an overdue vessel on a known course).

Answer 204

Includes information on the current voyage; the vessel’s current predicted position; a record of the most recent Amver reports received; and Amver and Lloyd’s vessel data.

Answer 205

There are generally two major enforcement systems aimed at ensuring commercial vessel compliance with applicable regulations, laws and conventions. These systems are Flag State Control and Port State Control. Oversight of vessels is logically first achieved through Flag State Control. This is where the government of the flag under which the vessel operates exercises control over the vessel to ensure compliance. This control can extend to anywhere in the world in which the vessel operates. -When the vessels operate internationally, an additional control in the form of Port State Control is added. Port State Control is where the government of the foreign port in which the vessel is operating exercises control over the vessel to ensure compliance with applicable domestic and international requirements to ensure safety of the port, environment and personnel. For vessels operating under a foreign flag entering a U.S. port, Port State Control becomes the primary means of marine safety enforcement.District commanders and Captains of the Port are granted authority by 33 Code of Federal Regulations (CFR) 160 Foreign vessels operating in U.S. waters are subject to inspection under Title 46 United States Code (U.S.C.) Chapter 33. Reciprocity is accorded to vessels of countries that are parties to the International Convention for the Safety of Life at Sea (SOLAS) (46 U.S.C. 3303(a)).

Answer 206

Foreign vessels operating in U.S. waters are subject to inspection under Title 46 United States Code (U.S.C.) Chapter 33. U.S. Coast Guard port state control examinations consist of annual examinations, reexaminations or deficiency follow-up examinations. Annual Examinations. An annual tankship or passenger examination or an annual cargo ship examination consists of the specific procedures outlined in the freight, tank, or passenger vessel examination books, and other sections of the Marine Safety Manual. It shall normally consist of an examination of the vessel's certificates, licenses and documents, and a general examination of the entire vessel include examining and testing specific equipment, and conducting operational testing and emergency drills with the vessel's crew.This examination may be expanded as necessary if "clear grounds" exist to indicate that a vessel is not in compliance with applicable U.S. laws or international conventions. It shall normally consist of an examination of the vessel's certificates, licenses and documents, and a general examination of the entire vessel include examining and testing specific equipment, and conducting operational testing and emergency drills with the vessel's crew. Reexaminations. A reexamination is an examination to ensure that a vessel has remained in compliance with appropriate U.S. laws or international conventions between annual examinations. It shall normally consist of an examination of the vessel's certificates, licenses and documents, and a general examination conducted by walking through the vessel. Except aboard passenger vessels, a reexamination will not normally include operational testing or drills. However, a reexamination may be expanded as necessary if "clear grounds" exist to indicate that a vessel is not in compliance with applicable U.S. laws or international conventions. A reexamination is an examination to ensure that a vessel has remained in compliance with appropriate U.S. laws or international conventions between annual examinations. It shall normally consist of an examination of the vessel's certificates, licenses and documents, and a general examination conducted by walking through the vessel. Except aboard passenger vessels, a reexamination will not normally include operational testing or drills Deficiency Follow-Up. A deficiency follow-up is an examination performed to ensure previously identified deficiencies have been corrected. A deficiency follow-up may be limited in scope to an examination of the specific items identified as deficiencies during a previous boarding. If more than 30 days have passed since deficiencies were issued, or evidence of additional deficiencies is observed during the boarding, a reexamination should be conducted. : A deficiency follow-up is an examination performed to ensure previously identified deficiencies have been corrected. Expanded Examinations: An expanded examination is a more detailed examination or testing conducted when, during an annual examination, reexamination, or deficiency follow-up, the boarding team's examination establishes "clear grounds" for believing that the condition of a vessel, its equipment, or crew do not correspond substantially with the particulars of the certificate. Monitor: A monitor is the process of witnessing any part of a bulk or breakbulk cargo operation, any part of a bunkering operation, or any part of a lightering operation. Cargo Supervision. Cargo supervision is the process of supervising explosives or radioactive materials transfers. Supervisions differ from monitors in that the boarding team must be present during the entire transfer from beginning to end. Special requirements for the cargo carried must be enforced. Examination: The process of assessing a vessel's compliance with the relevant provisions of applicable international conventions, domestic laws and regulations. The scope of an examination shall be to the extent necessary to verify the validity of the relevant certificates and other documents, and to ensure that no unsafe conditions exist. Inspection: The inspection of a vessel is intended to determine its reasonable, probable compliance with published minimum safety standards over a projected period of time.

Answer 207

Security Breach: An unauthorized entry or reasonable belief of unauthorized entry of a controlled area that may compromise the security or integrity of the area. An incident that has not resulted in a transportation security incident, in which security measures have been circumvented, eluded, or violated. Suspicious Activity: Arousing or apt to arouse suspicion; questionable. Suspicious activity refers, but is not limited, to activity regarding a vessel or pleasure craft, marine structure, waterfront facility, person, vehicle, cargo or stores, which a reasonably prudent person would consider out of the ordinary or unusual based on the facts and circumstances for that situation. Transportation Security Incident: A security incident resulting in a significant loss of life, environmental damage, transportation system disruption, or economic disruption in a particular area. Hazardous Condition: Any condition that may adversely affect the safety of any vessel, bridge, structure, or shore area or the environmental quality of any port, harbor, or navigable waterway of the United States. It may, but need not, involve collision, allision, fire, explosion, grounding, leaking, damage, injury or illness of a person aboard, or manning-shortage46 U.S.C. 3316 allows the Coast Guard to delegate certain plan review, new construction, and periodic inspection tasks of U.S. merchant vessels to the American Bureau of Shipping or a similar United States classification society. The Coast Guard Authorization Act of 1996 (Public Law 104-B94) amended 46 U.S.C. 3316 to allow the Coast Guard to delegate these tasks to foreign classification societies, which could ultimately lead to participation of foreign class societies in the ACP. USCG Marine Safety Manual, Vol. II PG. B9-7

Answer 208

The vessel's Master has the responsibility for preparing and submitting the form CG-2692. Class Surveyors will obtain a copy of the form CG-2692 from the Master. The Surveyor will verify the reportable casualties noted during the course of a survey and forward it to the local OCMI for disposition. Surveyors will also notify the OCMI if a vessel fails to comply with automation test procedures as manning levels are affected. Refer to 46 CFR 62.50 for requirements. Class Surveyors will make recommendations to the OCMI to revoke/rescind international certificates for no sail items'' which relate to lifesaving, fire fighting, watertight integrity, and pollution prevention. (Refer to “Control Actions and Detentions'' which are iscussed later in this chapter).

Answer 209

The International Convention for the Safety of Life at Sea (SOLAS), 1974, requires flag States to ensure that their ships comply with minimum safety standards in construction, equipment and operation. It includes articles setting out general obligations, etcetera, followed by an annex divided into twelve chapters. Of these, chapter five (often called 'SOLAS V') is the only one that applies to all vessels on the sea, including private yachts and small craft on local trips as well as to commercial vessels on international passages. Many countries have turned these international requirements into national laws so that anybody on the sea who is in breach of SOLAS V requirements may find themselves subject to legal proceedings. Exempt vessels include ships of war, wooden ships of primitive build, cargo ships less than 500 GT, and fishing vessels.

Answer 210

The International Ship and Port Facility Security (ISPS) Code is an amendment to the Safety of Life at Sea (SOLAS) Convention (1974/1988) on minimum security arrangements for ships, ports and government agencies. Having come into force in 2004, it prescribes responsibilities to governments, shipping companies, shipboard personnel, and port/facility personnel to "detect security threats and take preventative measures against security incidents affecting ships or port facilities used in international trade.” The ISPS Code applies to ships on international voyages (including passenger ships, cargo ships of 500 GT and upwards, and mobile offshore drilling units) International Ship and Port Facility Security (ISPS) Code. International Maritime Organization (IMO) assembly adopted document that establishes an international framework involving co-operation between Contracting Governments, Government agencies, local administrations and the shipping and port industries to detect and access security threats. The ISPS Code applies to the following types of ships engaged on international voyages: Passenger ships carrying more than 12 passengers including high-speed passenger craft. Cargo ships of 500 gross tonnage and upwards including high-speed craft.

Answer 211

Marpol 73/78 is one of the most important international marine environmental conventions. It was designed to minimize pollution of the seas, including dumping, oil and exhaust pollution. Its stated object is: to preserve the marine environment through the complete elimination of pollution by oil and other harmful substances and the minimization of accidental discharge of such substances. The country where a ship is registered (flag state) is responsible for certifying the ship’s compliance with MARPOL’s pollution prevention standards. Each signatory nation is responsible for enacting domestic laws to implement the convention and effectively pledges to comply with the convention, annexes, and related laws of other nations. In the United States, for example, the relevant implementation legislation is the Act to Prevent Pollution from Ships. APPS applies to all U.S.-flagged ships anywhere in the world and to all foreign-flagged vessels operating in navigable waters of the United States or while at port under U.S. jurisdiction. The Coast Guard has primary responsibility to prescribe and enforce regulations necessary to implement APPS in these waters. MARPOL / vessels that are subject to the requirements of MARPOL: International Convention for the Prevention of Pollution from Ships (MARPOL) 73/78. Marpol contains 6 annexes, concerned with preventing different forms of marine pollution from ships: Annex I - Oil Annex II - Noxious Liquid Substances carried in Bulk Annex III - Harmful Substances carried in Packaged Form Annex IV - Sewage Annex V - Garbage Annex VI - Air Pollution

Answer 212

The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (or STCW), 1978 sets qualification standards for masters, officers and watch personnel on seagoing merchant ships. Vessels subject to STCW as per 46 C.F.R. Subpart J: Seagoing vessel operating beyond the Boundary Line, seagoing vessel of 500 GT or more as determined under the International Tonnage Convention, seagoing vessel driven by main propulsion machinery of 750 kW [1,000 hp] propulsion power or more, Carrying more than 12 passengers when on an international voyage, seagoing vessel required to comply with provisions of the Global Maritime Distress and Safety System (GMDSS) in Chapter IV of SOLAS, The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978. STCW: Sets qualification standards for masters, officers and watch personnel on seagoing merchant ships. STCW, as amended in 1995 (STCW 95) was adopted on 07 July 1995 and entered into force internationally on 01 February 1997. The major highlights of the 1995 amendments include the following: Creation of the STCW Code, changes in tonnage limitations, certification and endorsements, rest periods, English proficiency, basic safety training, vessel familiarization, and company responsibility Intervention involves imposing control measures on a ship with the intent of causing it to be brought into compliance. Detention is one of many control measures and is the maximum PSC intervention measure. Examples of vessel detention conditions include: - Not in compliance with any treaties, conventions, resolutions, and codes - Conditions that create a hazard to the crew, port or environment - The history of accidents, pollution incidents, or serious repair problems creates reason to believe the vessel may be unsafe or pose a threat to marine environment; or - Weather, visibility, sea conditions, temporary port congestion, or other temporary hazardous circumstances a. Authorities under Intervention An intervention is a control action taken by a port state, which interposes the port state’s authority over a foreign flag vessel, to cause the vessel to be brought into compliance with an applicable international convention. b. Authorities under Detention: The District Commander or COTP issues a COTP Order to a vessel under the authority of the Ports and Waterways Safety Act, directed at a specific situation or hazard (Domestic) and has international authority through the following international conventions which contain provisions for the detention of vessels: SOLAS, MARPOL, ICLL, STCW, ILO 147.

Answer 213

The COTP or OCMI may deem a vessel substandard when a PSCO finds clear grounds during a thorough PSC examination that it poses an undue risk to the crew, vessel, port, or environment. An IMO detention should be the primary course of action when there are clear grounds that a vessel subject to IMO instruments is substandard and corrective measures are necessary. Detainable Deficiencies can be found in Appendix A to Enclosure (4) to NVIC NO. 06-03, CH-2. Authorities under Detention: Detentions may be carried out under the authority of SOLAS 1974 as amended, Regulation19; ICLL Article 21; MARPOL Article 5; STCW Article X and Regulation 1/4; ILO 147 Article 4; the Ports and Waterways Safety Act; or a U.S. Customs hold

Answer 214

Whenever a violation case is pursued, the COTP, OCMI, or FOSC should normally require a Letter of Undertaking (LOU) or Surety Bond from the vessel owner, operator, or person in charge of a foreign vessel as a port state control measure to assure payment of a penalty or fine. Specifics are as follows: For the maximum penalty amount which may be assessed under the law for any prima facie civil penalty or criminal case initiated for suspected violation of the FWPCA (under 33 U.S.C. 1321(b)(12) or MARPOL (under the Act to Prevent Pollution from Ships, 33 U.S.C. 19089(e)). However, for FWPCA violations, if it is clear to the COTP that the Class I or Class II civil penalty forum would be appropriate for the violation, then the value of the LOU/Surety Bond should be based upon the statutory maximum penalties provided under those forums. The COTP, OCMI, or FOSC may request a U. S. Customs hold to assure compliance. To compel payment of civil penalties or criminal fines assessed for violation of any of the following laws: Ports and Waterways Safety Act (33U.S.C. 1221 et seq.); Tank vessel operating or inspection requirements (46 U.S.C.A. Chapter 37); Inland Navigation Rules Act (33 U.S.C. 2071); Act to Prevent Pollution from Ships (MARPOL Annexes 1, II, and V per 33 U.S.C. 1901 et seq.); Federal Water Pollution Control Act, as amended (33 U.S.C. 1321) Section 311 (B)(3), 311 (C), 311 (J), and 311 (E).

Answer 215

procedures by which an operator of a vessel must establish and maintain, for itself and for the owners and demise charterers of the vessel, evidence of financial responsibility required by Section 1016(a) of the Oil Pollution Act of 1990, as amended (OPA 90) (33 U.S.C. 2716), and Section 108 of the Comprehensive Environmental Response, Compensation, and Liability Act of 1980, as amended (CERCLA) (42 U.S.C. 9608), equal to the amount of financial responsibility that must be demonstrated under this subpart, determined under §138.80(f)(1) for OPA 90 or §138.80(f)(2) for CERCLA. and sufficient to cover their liability arising under— (a) Sections 1002 and 1004 of OPA 90 (33 U.S.C. 2702, 2704); and (b) Section 107 of CERCLA (42 U.S.C. 9607). Applies to the operator as defined herein: (1) A tank vessel of any size, and a foreign-flag vessel of any size, using the waters of the exclusive economic zone to transship or lighter oil (whether delivering or receiving) destined for a place subject to the jurisdiction of the United States; and (2) Any vessel using the navigable waters of the United States or any port or other place subject to the jurisdiction of the United States, including a vessel using an offshore facility subject to the jurisdiction of the United States, except— (i) A vessel that is 300 gross tons or less; or (ii) A non-self-propelled barge that does not carry oil as cargo or fuel and does not carry hazardous substances as cargo. (b) For the purposes of financial responsibility under OPA 90, a mobile offshore drilling unit is treated as a tank vessel when it is being used as an offshore facility and there is a discharge, or a substantial threat of a discharge, of oil on or above the surface of the water. A mobile offshore drilling unit is treated as a vessel other than a tank vessel when it is not being used as an offshore facility. (c) In addition to a non-self-propelled barge over 300 gross tons that carries hazardous substances as cargo, for the purposes of financial responsibility under CERCLA, this subpart applies to a self-propelled vessel over 300 gross tons, even if it does not carry hazardous substances. (d) This subpart does not apply to operators of public vessels.

Answer 216

Any person who fails to comply with this subpart with respect to evidence of financial responsibility under Section 1016 of OPA 90 (33 U.S.C. 2716) is subject to a civil penalty under Section 4303(a) of OPA 90 (33 U.S.C. 2716a(a)). In addition, under Section 4303(b) of OPA 90 (33 U.S.C. 2716a(b)), the Attorney General may secure such relief as may be necessary to compel compliance with the OPA 90 requirements of this subpart, including termination of operations. Further, any person who fails to comply with this subpart with respect to evidence of financial responsibility under Section 108(a) of CERCLA (42 U.S.C. 9608(a)), is subject to a Class I administrative civil penalty, a Class II administrative civil penalty or a judicial penalty under Section 109 of CERCLA (42 U.S.C. 9609). (b) The Secretary of the Department in which the U.S. Coast Guard is operating will withhold or revoke the clearance required by 46 U.S.C. 60105 to any vessel subject to this subpart that has not provided the evidence of financial responsibility required by this subpart. (c) The Coast Guard may deny entry to any port or place in the United States or the navigable waters of the United States, and may detain at a port or place in the United States in which it is located, any vessel subject to this subpart, which has not provided the evidence of financial responsibility required by this subpart. (d) Any vessel subject to this subpart which is found operating in the navigable waters without having been issued a Certificate or maintained the necessary evidence of financial responsibility as required by this subpart is subject to seizure by, and forfeiture to, the United States. (e) Knowingly and willfully using an altered copy of a Certificate, or using a copy of a revoked, expired or voided Certificate for anything other than recordkeeping purposes, is prohibited. If a Certificate is revoked, has expired or is rendered void for any reason, the certificant must cease using all copies of the Certificate for anything other than the operator's own historical recordkeeping purposes.

Answer 217

If the vessel's radar, radio navigation receivers, gyrocompass, echo depth sounding device, or primary steering gear stops operating properly, the person directing the movement of the vessel must report or cause to be reported that it is not operating properly to the nearest Captain of the Port, District Commander. The Captain of the Port, upon written application, may authorize a deviation from any rule in this part if he determines that the deviation does not impair the safe navigation of the vessel under anticipated conditions and will not result in a violation of the rules for preventing collisions at sea. The authorization may be issued for vessels operating in the waters under the jurisdiction of the Captain of the Port for any continuing operation or period of time the Captain of the Port specifies.

Answer 218

The Captain of the Port, upon written application, may authorize a deviation from any rule in this part if he determines that the deviation does not impair the safe navigation of the vessel under anticipated conditions and will not result in a violation of the rules for preventing collisions at sea. The authorization may be issued for vessels operating in the waters under the jurisdiction of the Captain of the Port for any continuing operation or period of time the Captain of the Port specifies. The COTP or OCMI may authorize, upon written application, a deviation from any rule in 33 CFR Part 164. However, the COTP or OCMI must consider risks imposed by equipment failures reported in accordance with 33 CFR 164.53 and casualties reported in accordance with 46 CFR 4.05, before issuing a Letter of Deviation. The COTP or OCMI should require a vessel examination prior to issuing a Letter of Deviation in those cases involving vessels at high risk from a safety perspective. Issuance of a Letter of Deviation does not preclude the possibility of pursuing civil penalty action and is not an appropriate control action for security deficiencies. Radar, radio navigation receivers, gyrocompass, echo depth sounding device, primary steering gear

Answer 219

Uninspected vessels are defined in 46 USCA 2101(43) as those vessels not subject to inspection and not issued a Certificate of Inspection by the Coast Guard and which are not recreational vessels. Common classes of vessels which are "uninspected" are tugs under 300 GT, inland dredges, inland barges, fishing vessels, fish tenders under 500 GT, and fish processors under 5000 GT. As defined in CFR Tile 46 Shipping, Part 90.05-1(A), are categorized into tank vessel, passenger vessel (big and small), and cargo and misc vessels.

Answer 220

A Certificate of Inspection (COI) is issued by the Coast Guard Officer in Charge, Marine Inspection (OCMI) to certain regulated commercial vessels. Vessels subjected to inspection laws and regulations are listed in 46 U.S.C. 3301 (se paragraph F.8.b). Vessels required a COI undergo plan approval, dry dock examinations, and safety inspections witnessed and verified by CG marine inspectors. The certification and inspection processes ensure that vessels meet all applicable statutory and regulatory safety and security requirements from titles 46 CFR Shipping and 33 CFR Navigation and Navigable Waters. General vessel inspection regulations can be found in46 CFR Part 2 – Vessel Inspections. The COI lists owner/operator details, vessel specifics, crew manning requirements, route permitted, conditions or operation, primary lifesaving/firefighting equipment, and inspection dates for special hull and machinery examinations. Violations of Titles 33 and 46 that create an especially hazardous condition, an articulable condition which may be life threatening or lead to serious injury if continued, may subject U.S. recreational and uninspected passenger vessels to voyage termination under 33 CFR Part 177. Termination of U.S. recreational and uninspected passenger vessels is authorized when the following three elements are met: a. One or more specifically defined unsafe conditions exist (see paragraph C.1.c below); b. The unsafe condition or conditions cannot be corrected on the spot; and c. In the judgment of the Boarding Officer, the continued operation of the vessel constitutes an especially hazardous condition, an articulable condition which may be life threatening or lead to serious injury if continued.

Answer 221

A Certificate of Documentation (COD) Form is issued by the Coast Guard to a particular U.S. vessel to document vessel nationality and qualification for operation of the vessel in certain trades. All CODs are signed, sealed, and are subject to renewal on an annual basis. 1. A vessel must be federally documented if it is: a. Owned in whole or in part by a U.S. citizen or corporation; b. Five net tons or greater; c. Engaged in fisheries, Great Lakes or Coastwise trade; d. The person in command of a documented vessel must have onboard that vessel, and must produce on demand of the Boarding Officer, the COD. This requirement does not apply in three conditions: (1) Non-self-propelled vessels not engaged in foreign trade; (2) When the COD is being submitted to a documentation officer for the purpose of surrender or replacement; and (3) When the vessel is in storage or out of the water. (1) The vessel is placed under foreign flag; (2) The vessel is sold or transferred in whole or in part to a person who is not a citizen of the United States within the meaning of subpart C of this part; (3) Any owner of the vessel ceases to be a citizen of the United States within the meaning of subpart C of this part; (4) The owner no longer elects to document the vessel; (5) The vessel no longer measures at least five net tons; (6) The vessel ceases to be capable of transportation by water; (7) The owner fails to exchange the Certificate as required; (8) The owner fails to maintain the markings required by subpart I of this part;

Answer 222

Used to record all conditions aboard a vessel, its equipment, or its materials that do not conform to the requirements of statutes, regulations, or "good marine practice." OCMI is overall responsible for issuing and clearing.

Answer 223

CG-948 (Permit to Proceed-PTP): Upon request of the owner or operator and under certain conditions, the officer in charge, marine inspection (OCMI) may issue Form CG948 to a vessel. This permit is a substitute for the Certificate of Inspection (COI); it shall be issued only when the OCMI judges that the vessel may proceed safely. When Form CG948 is issued; the OCMI shall withdraw the COI and all amendments thereto, and forward them to the OCMI of the zone to which the vessel will proceed. Form CG948 shall not be issued to a vessel that is eligible to retain its COI, nor to which an amendment to the COI would suffice. A Permit to Proceed allows a vessel to be sailed from one port to intermediate ports along a route to its port of destination. However, the vessel may not voyage to several ports and return to the original port, nor may it voyage from a port in the continental United States to a port outside the continental U.S. and return. If the vessel's COI has expired or is about to expire, the OCMI may issue a Permit to Proceed to the port of final discharge, provided an inspection for certification has been conducted to the point where the OCMI considers it safe for the vessel to proceed and load or discharge cargo. The inspection may be continued at other ports and may be concluded at the port of destination. In such case, appropriate transfer of inspection records among OCMI's will be conducted. This permit is a substitute for the Certificate of Inspection (COI); it shall be issued only when the OCMI judges that the vessel may proceed safely. When Form CG948 is issued, the OCMI shall withdraw the COI and all amendments thereto, and forward them to the OCMI of the zone to which the vessel will proceed. Form CG948 shall not be issued to a vessel that is eligible to retain its COI, nor to which an amendment to the COI would suffice. Form CG949 should be used by the OCMI to allow a vessel to engage in a temporary excursion operation not permitted by its COI. This occurs when a passenger vessel is permitted to carry extra passengers or to operate on an extended route, or when a cargo or miscellaneous vessel is permitted to carry recreation parties on a 1day basis. The permit should be issued for a limited period of time only, and should be considered a temporary supplement to the COI. The word "temporary" is stressed; an Excursion Permit should not be used as a device to circumvent normal inspection requirements. Vessels NOT carrying combustable/flamible liquids in bulk, vessels carrying \>12 passengers on international trade, vessels \>15GT, non-oceanographic vessels.

Answer 224

The Coast Guard may issue a permit to the owner, operator, or agent of a passenger vessel, allowing the vessel to engage in excursions that carry additional numbers of passengers, extend an existing route, or both.

Answer 225

Violations of Titles 33 and 46 that create an especially hazardous condition, an articulable condition which may be life threatening or lead to serious injury if continued, may subject U.S. recreational and uninspected passenger vessels to voyage termination under 33 CFR Part 177. Termination of U.S. recreational and uninspected passenger vessels is authorized when the following three elements are met: a. One or more specifically defined unsafe conditions exist (see paragraph C.1.c below); b. The unsafe condition or conditions cannot be corrected on the spot; and c. In the judgment of the Boarding Officer, the continued operation of the vessel constitutes an especially hazardous condition, an articulable condition which may be life threatening or lead to serious injury if continued. The Boarding Officer and/or CO/OIC may make the decision to terminate the voyage of a recreational vessel or uninspected passenger vessel for violations of Titles 33 and 46. The decision to terminate a voyage for CFIVSA violations may only be made by the cognizant District Commander. However, District Commanders are authorized to delegate termination authority to COTPs, Sector Commanders, Group Commanders, and Commanders of Task Units (CTUs).

Answer 226

A Letter of Warning is appropriate for minor violations which are corrected immediately by conscientious operators. The discovery of administrative errors in dangerous cargo manifests (i.e., missing call sign, not signed by master, etc.), incorrectly sized lettering on required warnings or signs, etc. are obvious examples where use of a Letter of Warning for first time violations is appropriate. Warnings have been used for several years as an effective tool in the penalty process. The district commander can issue a Letter of Warning to the offender instead of submitting a civil penalty case for minor violations.

Answer 227

A notification of violation and preliminary assessment of penalty, given to a party, after an investigation and evaluation of an alleged violation has been completed.

Answer 228

Upon the completion of an investigation by a Coast Guard unit and the preliminary conclusion that a violation did occur, a Report of Violation is issued. Upon receipt of a violation case, the district program manager evaluates it to determine whether there is sufficient evidence to establish a "prima facie" (i.e., all elements of the violation are shown) civil penalty case

Answer 229

Intermodal freight containers and portable tanks are used to transport a wide assortment of hazardous commodities. Marine safety personnel conducting inspections of containers and portable tanks may encounter significant work hazards and health risks. Coast Guard marine safety personnel will not conduct container inspections on board vessels under normal circumstances. All container inspections shall normally be conducted on the waterfront facility, either at intermodal container yards or elsewhere on the facility. Since each individual freight container is essentially a confined space, many of the hazards associated with confined space entry may also be present when performing inspections of this type. It is a list of cargo that is classified, IAW 33 CFR 126.09 as Division 1.1 or 1.2 commercial or military explosives. 33 CFR 126.17 requires that these commodities may be handled only at a designated waterfront facility and only if a permit has been issued by the COTP, with certain exceptions. Vessels are required to have permits under 49 CFR 176.100 and 49 CFR 176.415, which imposes a similar requirement for handling packaged blasting agents, ammonium nitrates, and certain ammonium nitrate mixtures, although these commodities are not "designated dangerous cargo." The Coast Guard inspects containers under the CIP in order to protect ports, vessels, and the surrounding population from potential hazardous materials incidents. The Coast Guard has a broad and longstanding mandate to protect U.S. ports and waterways. This general authority is stated in part in the Ports and Waterways Safety Act, and implemented by 33 CFR 160.109 Containers are inspected for compliance with the Federal Hazardous Materials Transportation law, 49 U.S.C. 5101-5127, and the International Safe Container Act (ISCA), 46 U.S.C. 1500-1507. Regulations implementing the Federal Hazmat law are codified in 49 CFR 107-180. Regulations implementing ISCA can be found in 49 CFR 450-453.

Answer 230

The carrier, its agents, and any person designated for this purpose by the carrier or agents must prepare a dangerous cargo manifest, list, or stowage plan. This document may not include a material that is not subject to the requirements of the Hazardous Material Regulations (49 CFR parts 171 through 180) or the International Maritime Dangerous Goods Code (IMDG Code) (IBR, see § 171.7 of this subchapter). This document must be kept on or near the vessel's bridge, except when the vessel is docked in a United States port. When the vessel is docked in a United States port, this document may be kept in the vessel's cargo office or another location designated by the master of the vessel provided that a sign is placed beside the designated holder on or near the vessel's bridge indicating the location of the dangerous cargo manifest, list, or stowage plan. This document must always be in a location that is readily accessible to emergency response and enforcement personnel. It must contain the following information:

Answer 231

Designated Waterfront Facility. (33 CFR 126) A waterfront facility designated under §126.13 for the handling, storing, loading, and discharging of any hazardous material(s) subject to the Dangerous Cargoes Regulations (49 CFR parts 170 through 179), except for those materials preceded by an “A” in the Hazardous Materials Table in 49 CFR 172.101 and for those materials carried as bulk liquids. b. Facility of Particular Hazard. (33 CFR 126) A designated waterfront facility that is authorized to handle a cargo of particular hazard. c. Liquefied Natural Gas Facility. (33 CFR 127) A waterfront facility handling LNG d. Liquefied Hazardous Gas Facility. (33 CFR 127) A waterfront facility handling LHG e. Facilities Transferring Oil or Hazardous Material in Bulk (33 CFR 154, 156) Hazardous material means a liquid material or substance, other than oil or liquefied gases, listed under 46 CFR 153.40 (a), (b), (c), or (e). Transfer means any movement of oil or hazardous material to, from, or within a vessel by means of pumping, gravitation, or displacement. A transfer is considered to begin when the person in charge on the transferring vessel or facility and the person in charge on the receiving facility or vessel first meet to begin completing the declaration of inspection as required by §156.150 of this chapter. A transfer is considered to be complete when all the connections for the transfer have been uncoupled and secured with blanks or other closure devices and both of the persons in charge have completed the declaration of inspection to include the date and time the transfer was complete. f. Waste Reception Facility. (33 CFR 158) Is capable after August 28, 1989 of receiving APHIS regulated garbage at a port or terminal no later than 24 hours after notice under §151.65 of this chapter is given to the port or terminal, unless it only receives ships that— (i) Operate exclusively within the navigable waters of the United States; (ii) Operate exclusively between ports or terminals in the continental United States; or (iii) Operate exclusively between continental United States ports or terminals and Canadian ports or terminals. (2) Is capable of receiving medical wastes or hazardous wastes defined in 40 CFR 261.3, unless the port or terminal operator can provide to the master, operator, or person in charge of a ship, a list of persons authorized by federal, state, or local law or regulation to transport and treat such wastes; (3) Is arranged so that it does not interfere with port or terminal operations; (4) Is conveniently located so that mariners unfamiliar with the port or terminal can find it easily and so that it's use will not be discouraged; (5) Is situated so that garbage from ships which has been placed in it cannot readily enter the water; and (6) Holds each federal, state, and local permit or license required by environmental and public health laws and regulations concerning garbage handling. g. Passenger and Ferry Terminals (33 CFR 128) h. Cruise Ship Terminals (33 CFR 128) Security breach:

Answer 232

a. Security zone Security zones protect critical infrastructure in or adjacent to waters subject to the jurisdiction of the United States. The establishment of such security zones must be premised on valid legal authority under either the Magnuson Act, 50 U.S.C. 191, or the Ports and Waterways Safety Act, 33 U.S.C. 1226. Under the Magnuson Act, the COTP must find that the security zone is necessary to prevent damage or injury to any vessel, waterfront facility, or to safeguard ports, harbors, territories, or water of the United States, or to secure the rights and obligations of the United States. For security zones established under the PWSA, a security zone must be needed to prevent or respond to an act of terrorism. Since situations, including threats to ports and vessels, are dynamic, requirements for establishing or continuing security zones must be periodically reviewed and validated. b. Safety zone A safety zone is a water area, shore area, or water and shore area to which, for safety or environmental purposes, access is limited to authorized persons, vehicles, or vessels. It may be stationary and described by fixed limits or it may be described as a zone around a vessel in motion. c. Outer Continental Shelf (OCS) safety zone Safety zones around OCS facilities are established by the District Commander, under the authority of 43 U.S.C. 1333 and 33 CFR Part 147. OCS safety zones may be established around OCS facilities being constructed, maintained, or operated on the OCS to promote the safety of life and property on the facilities, their appurtenances and attending vessels, and on the adjacent waters within the safety zone. Specific OCS safety zones are listed in 33 CFR Part 147. An OCS safety zone may extend to a maximum distance of 500 meters around the OCS facility measured from each point on its outer edge or from its construction site, but may not interfere with the use of recognized sea lanes essential to navigation. d. Regulated Navigation Area Regulated Navigation Areas (RNAs) are established by the District Commander under the authority of the PWSA, 33 U.S.C. 1231 and pursuant to implementing regulations found at 33 CFR 165, Subpart B. RNAs are defined as a water area within a defined boundary for which regulations for vessels navigating within the area have been established. RNAs are designed to define an area that requires specific control of vessel operations to preserve the safety of the adjacent waterfront structures, to ensure safe transit of vessels, or to protect the marine environment. RNAs are designed to permit permanent passive vessel traffic management. e. Restricted Waterfront Area The Commandant establishes Restricted Waterfront Areas (RWAs) under the authority of the Magnuson Act, 50 U.S.C. 191, as implemented in 33 CFR 125.15. RWAs are areas or vessels where access is limited to persons possessing identification credentials suitable to the Commandant. Credentials that are recognized and would permit the holder access to an RWA are identified in 33 CFR 6.10 and 33 CFR 125.09. RWAs are designed primarily to protect piers, wharves, docks and moored vessels from shoreside trespassers. f. Deepwater Port (DWP) safety zone Safety zones may also be established for deepwater ports or on the continental shelf around offshore platforms pursuant to the Deepwater Ports Act, 33 U.S.C. 1501-1524, and the Outer Continental Shelf Lands Act, 43 U.S.C. 1333. 2) establishment of a security or safety zone: any person may request in writing to either COTP or District Commander who has jurisdiction over the location. The request needs their name, location, boundaries, date time and duration, description of activities planned for zone, nature of restrictions or conditions required, reason why it is necessary and at least 5 days prior to event. If that is not possible a verbal request can be made but it must be followed with a written request within 24 hours. 3) Baton Rouge nuclear plants and Waterford nuclear plant or during things such as fireworks event etc. 4) The COTP has the authority and jurisdiction over limited access areas 6) Penalties: Any person who is found, after notice and an opportunity for a hearing, to have violated the PWSA or a regulation or order issued thereunder, shall be liable to the United States for a civil penalty, not to exceed $27,500 for each violation. Any person who willfully and knowingly violates a COTP order commits a class D felony. Any person who, in the willful and knowing violation of the PWSA or a regulation or order issued thereunder, uses a dangerous weapon, or engages in conduct that causes bodily injury or fear of imminent bodily injury to any officer authorized to enforce the provisions of this PWSA or the regulations issued thereunder, commits a class C felony. For a violation of the PWSA, individuals involved may be subject to arrest or, in lieu of arrest, may be detained for further transfer to another LE agency. Seizure of the vessel is not authorized for a violation of a PWSA.

Answer 233

Vessel aground, sunken vessel in waterway, dangerous cargo in waterway, all ATON marking waterway off-station (situation dependant).

Answer 234

COTP will make advance notice of the closure by all means available to effect the widest public distribution including, but are not limited to, Broadcast Notice to Mariners and Local Notice to Mariners. Such notification will include the date and time of the closure as well as the date and time that normal vessel traffic can resume.

Answer 235

COTP has authority to close waterway, 33 CFR 165

Answer 236

. Marine Casualty The term “marine casualty or accident” applies to events caused by or involving a vessel and includes, but is not limited to, the following: Any fall overboard, injury, or loss of life of any person, any occurrence involving a vessel that results in— Grounding; Stranding; Foundering; Flooding; Collision; Allision; Explosion; Fire; Reduction or loss of a vessel's electrical power, propulsion, or steering capabilities; Failures or occurrences, regardless of cause, which impair any aspect of a vessel's operation, components, or cargo; Any other circumstance that might affect or impair a vessel's seaworthiness, efficiency, or fitness for service or route; or Any incident involving significant harm to the environment. Any occurrences of injury or loss of life to any person while diving from a vessel and using underwater breathing apparatus. Immediately after the addressing of resultant safety concerns, the owner, agent, master, operator, or person in charge, shall notify the nearest Sector Office, Marine Inspection Office or Coast Guard Group Office whenever a vessel is involved in a marine casualty b. Reportable Marine Casualty Grounding, allision, loss of main propulsion, steering, control, loss of life, injury that requires professional medical treatment, property damage \>$25k, significant harm to environment (defined by 4.03-65). c. Serious Marine Incident Death, injury requiring professional medical attention, property damage \>$100k, loss of vessel subject to inspection, discharge of \>10,000 gal of oil, discharge of reportable hazardous material. d. Significant Marine Casualty Any marine casualty or accident as defined in §4.03–1 which is required by §4.05–1 to be reported to the Coast Guard e. Major Marine Casualty - Resulted in the loss of six of more lives. - Resulted in the loss of mechanically propelled vessel of 100 or more gross tons. - Resulted in property damage initially estimated at $500,000 or more. - Resulted in serious threat, as determined by the Commandant and concurred in by the NTSB Chairman, to life, property, or the environment by hazardous materials. f. Public/Non-public Vessel Casualty A casualty involving a public vessel and a non-public vessel that meets any of the following criteria: - Resulted in at least one fatality. - Resulted in property damage initially estimated at $75,000 or more. 3) Any loss of propulsion or steering, or partial loss of propulsion or steering (e.g. loss of one engine), even if momentary, affecting an inspected U.S. vessel anywhere or affecting a foreign flag vessel or an uninspected U.S. vessel or 100 GT on U.S. navigable waters. May require the direction of vessel to anchor, require them to acquire tugs prior to entering port, may require the application of a COTP order to proceed. 4) Commercial vessel owners, agents, operators, masters, and persons in charge are each responsible under 46 CFR 4.05-1 for notifying the Coast Guard that a marine casualty has occurred. Under 46 CFR 4.05-10, the same people are responsible for providing the Coast Guard with a written report (on form CG-2692 series) providing details about the accident. Required to send in form within 5 business days. But they must report it as soon as possible.

Answer 237

1) an alcohol concentration of 0.08 percent by weight or more in their blood for recreational vessels Recreational: .08 percent 2) an alcohol concentration of 0.04 percent by weight or more in their blood for vessels other than recreational vessels Commercial: .04 percent

Answer 238

\* Serious casualties require immediate drug (urinalysis) and alcohol (breath) testing by the individuals’ marine employer (46 CFR 16.240 & 33 CFR 95.035) .

Answer 239

Alcohol test within 2hrs of a Serious Marine Casualty Drug test within 32 hrs of a Serious Marine Casualty

Answer 240

Immediate notice shall be made by the owner, agent, master, operator, or person-in-charge of the vessel after addressing resultant safety concerns.

Answer 241

Reported sightings of red/orange flares must be treated as distress situations unless sufficient other available information indicates no distress exists.

Answer 242

Any unit observing an aids to navigation discrepancy (including discrepancies found while performing routine service to an aid in the field) or receiving a report of a discrepancy shall report the discrepancy via priority message to D08(dpw), info the primary and secondary units. If it appears the discrepancy was caused by a vessel, the local COTP shall also be an info addressee, in order to complete appropriate casualty investigation.

Answer 243

When an aid discrepancy is reported, a response level for correction of the discrepancy must be determined. The Discrepancy Response Factor (DRF) is defined as a numerical indicator of the criticality of the discrepancy. Once determined, the proper level of response can then be assigned. The higher the DRF, the more critical the discrepancy and, hence, the higher the priority for correction. The five response levels are: 600 and up IMMEDIATE: Servicing unit shall respond as soon after notification as weather and resource constraints permit. 450 to 599 HIGH: Servicing unit shall respond within 18 hours after receipt of discrepancy report or as soon thereafter as weather and resources permit. 275 to 449 PRIORITY: Servicing unit shall respond within 36 hours after receipt of discrepancy report or as soon thereafter as weather and resources permit. 150 to 274 ROUTINE: Servicing unit shall respond within 72 hours after receipt of discrepancy report or as soon thereafter as weather and resources permit. 1 to 149 DECISION/DEFERRED: As soon as is practical after receipt of a discrepancy report, the primary servicing unit shall advise district of future plans to correct the discrepancy. If a long period of time will elapse before the primary servicing unit can make the correction, district should coordinate available servicing facilities in order to correct the discrepancy.

Answer 244

Hazard to navigation: means an obstruction, usually sunken, that presents sufficient danger to navigation so as to require expeditious, affirmative action such as marking, removal, or redefinition of a designated waterway to provide for navigational safety. Markings: mean the lights and other signals placed on or near structures, sunken vessels, and other obstructions for the protection of navigation. Obstruction: means anything that restricts, endangers, or interferes with navigation. Structures: means any fixed or floating obstruction, intentionally placed in the water, which may interfere with or restrict marine navigation.

Answer 245

33 USC 409 requires that whenever a vessel, raft, or other craft is wrecked and sunk in navigable waters of the United States, it must be marked for the protection of marine traffic. The law requires that the owner, lessee, or operator of such a wreck "immediately mark it with a buoy or beacon during the day and, unless otherwise granted a waiver by the Commandant of the Coast Guard, a light at night." 14 USC 86 authorizes the Secretary of Homeland Security to mark for the protection of navigation any sunken vessel or other obstruction existing on the navigable waters or waters above the continental shelf of the United States for as long as required to meet the needs of maritime navigation. As a matter of policy therefore, wreck markings established by the Coast Guard, whether for an agency of the Federal Government or in response to a request of the owner, shall provide no lesser degree

Answer 246

If in ATONIS database, whoever is the primary or secondary

Answer 247

A RACON is a radar transponder which produces a coded response, or radar paint, when triggered by a surface search radar signal. They are normally operated in the frequency ranges of the X-band and S-band marine radars. Application: RACONS provide radar enhancement, help improve aid identification, and help during the transition from ocean to inland navigation. This is accomplished by: Placing a RACON on a prominent point of land to allow the mariner to make a positive identification of the point for a landfall. Placing a RACON on an aid to assist the mariner in distinguishing that aid from other aids and vessels in areas where many echoes appear on the radar screen. Temporarily placing a RACON on an aid that marks a new danger. Such a RACON should be coded Delta (-..).

Answer 248

a. LLNR - light list number b. LWB - lighted whistle buoy c. TRUB - temporarily replaced by unlighted buoy d. LT - light e. EXT - extinguished f. DBN - day beacon g. NM- nautical mile h. VIP - ? i. ICW - intracoastal waterway j. BNM - broadcast notice to mariners k. CI BY - ? l. ATON - aid to navigation m. LGB - lighted gong buoy n. GPS - global positioning system o. SKED - schedule p. IAW - in accordance with q. OBSTN - obstruction r. SUBN - s. HAZ OPS - hazardous operation t. MHW - mean high water u. MLW - mean low water v. HT - height w. WK - wreck x. KN -knot (s) y. CHAN - channel z. FL- single flashing LLNR: Light list number assigned to aid Name of aid: published in light list Location of aid: GPS position in light list Position of aid: Aids position any given time Charasterictic of aid: description of aid Height of aid: height above water Range of aid: distance between aid and object Remarks: comments

Answer 249

LIghthouses and ranges, either solar or conventionally powered, with complex control, power, and, sometimes, monitor systems.

Answer 250

Minor ATON structures are relatively simple in design and construction, and are usually made of wood or concrete piles, steel piles, or other steel structural shapes. They can be either lighted or unlighted. The same type of structure or a similar type is built repetitively on a routine basis, and little or no engineering analysis of individual site locations is required. Examples of mino

Answer 251

Lights and fog signals in the MRGO from Light 24A to Light 62 Southwest Pass Leading Light and Celeste Anchorage Upper (MM 52 AHOP).

Answer 252

Minor lights, daybeacons and small buoys from Timbalier Bay to Cailou lake including Barataria.

Answer 253

Minor lights and daybeacons in the Atchafalaya Bay and River, Vermillion Bay, and the area from Four League Bay to Freshwater Bayou.

Answer 254

14 U.S.C. 89(a) Commisioned, Warrant, and Petty Officers.

Answer 255

The government's legal power to act.

Answer 256

A government’s power to exercise legal authority over its persons, vessels, and territory. ## Footnote 1. Substantive law; 2. Vessel status/flag; and 3. Location.

Answer 257

2 RB-M 2 29 RB-S 1 25 RB-S

Answer 258

2 45 RB-M 1 29 RB-S 1 24 RB-S

Answer 259

2 45 RB-M 2 24 RB-S

Answer 260

2 26' TANB

Answer 261

2 29' RB-S

Answer 262

1 29' RB-S 1 20' TANBY

Answer 263

Disabling Casualty- Boat is not serviceable Restrictive Discrepencies- Boat can perform some activities but not all activities safely. Major Discrepency- One that affects one or more of the boat's missions. Minor Discrepency- Do not affect the boat's missions.

Answer 264

Anytime a discrepency is envolved, the Operational Commander must issue a waiver. May be delegated to Enforcement Chief or Waterways Management Chief.

Answer 265

300 gross tons or greater.

Answer 266

Voyage time greater than 96 hours require 96 hour notice Voyage less than 96 hours require 24 hour notice.

Answer 267

Mission must be conducted with due diligence, we must not worsen situations with our actions.

Answer 268

Afloat - 5 min Ashore - 2.5 min

Answer 269

Planning must be done manually, and the SARTOOLs portion of SAR OPS shall be used as guidance per Appendix H.

Answer 270

Evaluate pre-distress movements Continue substantial investigative efforts

Answer 271

The area in which the flare was sighted is confined The area was effectively searched.

Answer 272

1.05 (5%) times that height

Answer 273

The search object must be found. Persons in MEDEVAC conditions must either be transferred to other EMS or be in no other need for assistance

Answer 274

Must either accept a MARB or the mariner must arrange assistance.

Answer 275

The more difficult an object is to detect, the closer together the search legs should be to acheive a certain coverage factor.

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