CDO SG Flashcards
What are the AOR boundaries for Sector Corpus Christi?
o Sector Corpus Christi’s office is in Corpus Christi, TX. The boundaries of Sector Corpus Christi’s Marine Inspection Zone and Captain of the Port Zone start at the junction of the sea and the east bank of the Colorado River proceeding north along the east bank of the Colorado River to Colorado County, TX; thence southwest along the northern boundary of Wharton County, TX; thence northwest along the eastern and northern boundaries of Colorado, Fayette, Bastrop, Travis, Burnet, Llano, Mason, Menard, Schletcher, Irion, Reagan, Upton, and Ector Counties, TX; thence west along the northern boundary of Ector and Winkler Counties, TX, to the Texas-New Mexico border; thence north along the New Mexico border to the New Mexico-Colorado border; thence west along the New Mexico-Colorado border to the intersection of New Mexico, Colorado, Utah, and Arizona borders; thence south along the New Mexico-Arizona border to the United States-Mexican border; thence southeast along the United States-Mexican border to the outermost extent of the EEZ; thence east along the outermost extent of the EEZ northwest to the point of origin.
What rivers/tributaries have major shipping traffic?
o Most traffic stays within the bays to facilities
o Ingleside/La Quinta Channel
o Inner Harbor (Viola Turning Basin/Tule Lake Turning Basin)
o Brownsville Ship Channel (extends West to Brownsville Ship Harbor)
o Arroyo Colorado?
o Mansfield Cut/Port Mansfield
o Port O’Connor Point Comfort/Port Lavaca/Palacios
o ICW
Where are the major fishing ports/fish houses?
o Port O’Connor
* Palacios
* Froggies
* Clarks Bait Shop
* Charlie’s Bait Camp
o Port Aransas
* Conn Brown Harbor
* Port Aransas Municipal Boat Harbor (Peggy Ann Shrimp)
* Clems Marina
o SPI
* Port Isabel
* Brownsville Fishing Harbor
Where are the assist tugs located?
o No major companies just for towing/salvage. Normally, if a major vessel experiences a casualty, tugs will be contracted out through the company.
COMSAL Locations:
o Boat US (Limited to 25 nm O/S)
* Port O’Connor
* Port Aransas
* North Padre Island (Corpus Christi)
* Port Isabel
o Sea Tow
* Corpus Christi
* Seadrift
* Freeport
o Miller Marine Services
* Offshore towing/salvage, OSRO
Sub-units AORs
o A/S Corpus Christi:
* Coastal missions and inland along Bays, Rivers, Lakes, estuaries
* CO: CAPT Hans Govertson
* XO: CDR Aaron Mader
o MSD Victoria
* Colorado River to NE side of Mesquite Bay/first hwy from baseline inland (Hwy 77)
* Supervisor: LT James Irvin
o MSD Brownsville
* Mansfield Cut to MBL/first hwy from baseline inland (Hwy 77)
* Supervisor: LT Robert Bobuk
o Station/ANT Port O’Connor
* Colorado River to NE side of Mesquite Bay/SW side of San Antonio Bay
* OINC: BMC Jimmy Griswold
* XPO: BMC Preston Rachal
o Station Port Aransas/ANT Corpus Christi
* SW side of Mesquite Bay/27N Parallel
* OIC: BMCS Jeffery Scully
* XPO: BMC Ricardo Belchior
o Station South Padre Island/ANT South Padre Island
* 27N Parallel to US/MX border
* CO: LT Shane Gunderson
* XO: BOSN Christopher Rantuccio
Describe Anchorages in the AOR
o Brownsville Anchorage (Bulk/CFV)
o Corpus Christi Anchorage (Crude Oil Tankers, Oil/Chem Tankers, CFV, LNG)
Describe canals/locks/dams in the AOR and who maintains them?
o Victoria Barge Canal (Army Corps)
* Oil, grain, gravel
* 125’ wide/12’ deep
* Connects GIWW w/ Victoria (34.9 miles)
o Colorado River Locks (Army Corps)
* The Gulf Intracoastal Waterway (GIWW) in Texas is 423 miles long and has two sets of floodgates at the intersection of the Brazos River (Brazos River East and West Floodgates) and two locks where it intersects the Colorado River (Colorado River East and West Locks). The navigation channel minimum depth is 10 feet with a width of 150 ft. All Sector Gates at the Locks or Floodgates open to 75 ft. with depth over sills of 16 ft. The lock chamber at the Colorado locks is 110 ft. wide by 1200 ft. long.
* Colorado River Locks: (979) 863-7842 or Channel 13
o Rio Grande (International Boundary and Water Commission)
* The U.S. Section of the International Boundary and Water Commission (USIBWC) is headed by Commissioner Maria-Elena Giner, a federal government agency and the U.S. component of the International Boundary and Water Commission (IBWC), which applies the boundary and water treaties of the United States and Mexico and settles differences that may arise in their application. Their mission is to provide binational solutions to issues that arise during the application of United States - Mexico treaties regarding boundary demarcation, national ownership of waters, sanitation, water quality, and flood control in the border region.
* American Dam
* Falcon Dam/Power Plant
* Amistad Dam/Power Plant
* Anzalduas Dam
* Retamal Dam
What waterways are shared with the MBL and who are the main response agencies in each?
o Rio Grande River (~1255 miles along TX/MX boundary)
o Falcon International Reservoir (TP&W/USCG)
* Mainstream reservoir on the Rio Grande River, located 40 miles east of Laredo on Highway 83 in Zapata and Starr counties.
o Amistad Reservoir (TP&W/USCG)
* On the Rio Grande, 12 miles northwest of Del Rio in Val Verde County
What military operating areas exist in the AOR?
o Western Air Defense Zone (WADZ/Bigfoot)
o NAS Corpus Christi (Training)
o NAS Kingsville (jets)
What offshore rigs exist in the AOR and how do they impact operations?
o 11 O/S operational rigs. (5 training, 6 refuel)
o Potential for SAR or leapfrogging for refuel in O/S cases
o Platform Structures Online Query (bsee.gov)
How does the Pilot status play into the Bar status?
o More of an advisory role in the COTP making a call on closing the port. The Pilots are prudent mariners and if they decide that operations are unsafe, it is highly advisable to at least consider that interpretation as also being too risky for any other vessel to operate, particularly those smaller than the M/Vs that they would escort in. Mostly because of fog and not weather.
What are different kinds of pilots in the area?
o Brownsville Harbor Master/Brazos Santiago Pilots Association
* The Harbor Master Office (HMO) is the communication hub of the Port of Brownsville. The office oversees marine dispatching and port police dispatching. Under marine dispatching, the HMO schedules vessel arrivals, and departures, assigns berths and communicates with the Brazos Santiago Pilots Association, harbor tug captains, vessel agents, line handlers, terminals, and stevedores. The HMO includes cargo facility inspectors who oversee cargo inventory and report damages around the port. The office is also in charge of operating the port’s three mobile harbor cranes.
o Aransas-Corpus Christi Pilots Association
* The Aransas-Corpus Christi Pilots serve a crucial role in ensuring safety of vessels at the Port of Corpus Christi by taking direct command or transferring directions to a ship’s captain while navigating the 29-mile-long Port Corpus Christi Ship Channel.
* Facilitates safe and efficient movement of vessels in state waters along the Port Corpus Christi Ship Channel and La Quinta Channel.
What are the hospitals in the AOR and their capabilities?
Name Trauma Level Hyperbaric Chamber Location MH-65 Helipad?
Driscoll Children’s Hospital 3 No 3533 S. Alameda, Corpus Christi, TX Yes
Christus Spohn Memorial 4 2606 Hospital Blvd, Corpus Christi, TX Yes
Christus Spohn Shoreline 2 600 Elizabeth, Corpus Christi, TX Yes
Christus Spohn South 4 5950 Saratoga Blvd, Corpus Christi, TX Yes
Corpus Christi Medical Center – Bay Area 2 7101 South Padre Island Dr, Corpus Christi, TX Yes
CC Medical Center – Northwest 4 7101 South Padre Island Dr, Corpus Christi, TX Yes
Valley Baptist Medical Center 3 1040 West Jefferson, Brownsville, TX Yes
Valley Regional Medical Center 3 100 Alton Gloor Blvd, Brownsville, TX Yes
Memorial Medical Center 4 815 N. Virginia St, Port Lavaca TX Yes
DeTar Hospital Navarro 3 506 E. San Antonio St. Victoria, TX No
DeTar Hospital North 4 101 Medical Dr. Victoria, TX Yes
Citizens Medical Center 3 2701 Hospital Dr. Victoria, TX Yes
Valley Baptist Medical Center 2 2101 Pease St. Harlingen, TX Yes
Christus Spohn – Kleburg 4 1311 General Cavazos Blvd, Kingsville, TX Yes
Explain how our AOR overlaps and intermingles with our neighboring Sectors/AIRSTAs:
o R21:
* Overlap of at least 1-2 RFFs on every border with sectors and stations
Port Authorities:
o Port of Palacios
o Calhoun Port Authority
o Port of Victoria
o West Calhoun
o Port of Corpus Christi
o Port Mansfield
o Port of Harlingen
o Port of Port Isabel
o Port of Brownsville
Location of Cutters in AOR:
o MALLET: HARBORFAC
o MANTA: HARBORFAC
o PELICAN: STA SPI
List OGAs in Sector Corpus Christi
AGENCY LOCATION ASSETS CAPABILITIES/RESPONSIBILITIES
CG AUX Air T.P McCampbell – Aransas County (5) single engine, (1) twin engine 50 nm O/S, 4-6 hours endurance
CBP P-3 (6) 3000NM O/S, CBP SATCOM, COTHEN,
HF, UHF
TP&W Nueces County, San Patricio County, Rockport, Tivoli, Port Mansfield, Riviera, Brownsville 18 ft Empire
20 ft airboat
22 ft Majek
13 ft Sea Rider
18 ft Sea Ark
16 ft airboat
16 ft Carolina Skiff
CAPT MURCHISON CALL DISPATCH THEN IT WILL BE PAGED OUT TO
RANGER ON DUTY IN THE CORRESPONDING COUTY,
INSHORE UP TO 9NM OFFSHORE
Port of Corpus Christi Authority (POCCA) PD Inner Harbor 21FT HYDROSPORT
29FT SAFE BOAT TWIN
31FT SAFE BOAT TRIPLE
FIRE BOAT
CBP Air/Marine Port Aransas and Port Isabel 39’ MIDNIGHT EXPRESS (2)
33’ SAFE BOAT (2)
38’ BOAT (1)
CC Fire Department ON TRAILER AT FIRE STATION
13. 1822 WALDRON ROAD. IF CREW NOT ON CALL
CAN HAVE BOAT TO LAUNCH RAMPS IN 15 MINUTES 21’ RIBCRAFT
Flour Bluff Fire Department BOTH VESSELS ON TRAILER ON
WALDRON BLVD 22’ BOSTON WHALER TWIN
O/B
13’ ZODIAC INFLATABLE
FIRE BOAT
City of Corpus Christi Lifeguards Two Jet Skis
23’ Dargel NOON – 18:00 WHILE GUARDS ON DUTY
City of Port Aransas Lifeguards Two Jet Skis 10:00AM- 18:00 LIFEGUARDS ON DUTY
Boat US Port O’Connor 20FT AIRBOAT
23FT HAYNE C/C
30FT RHIB
32FT DECK BOAT
57FT OFFSHORE BOAT
Boat US Port Aransas 19FT AIRBOAT
30FT RIB
65FT CREWBOAT
72FT CREWBOAT
Sea Tow Corpus Christi 20FT ACTIONCRAFT
23FT SEA PRO
23FT DARGER
24FT DONZI
25FT PARKER
26FT SEA CAT
SALVAGE TRAILER
Boat US South Padre Island 18FT SHALLOW WATER
24FT RIB
25FT V BOTTOM CAJUN
36FT CREW BOAT
Portland PD Bomb Squad Portland, TX 911
Corpus Christi EOC Corpus Christi EOC
National Park Service North Padre Island
Texas Department of Public Safety (Highway Patrol)
Texas Commission for Environmental Quality (TCEQ) Air quality monitoring TCEQ is our state partner for chemical releases/hazmat
Railroad Commission of Texas (RRC) Pollution response, Oil rigs Regulatory jurisdiction over oil and natural gas industry, pipeline transporters, natural gas and hazardous liquid pipeline industry, natural gas utilities, the LP Gas industry and coal and uranium surface mining operations.
Texas General Land Office (TGLO) Corpus Christi, Brownsville, Port Lavaca Pollution response at state level
25 ft aluminum V-hull
20 ft airboat
19 ft aluminum flat hull
18 ft airboat
21 ft Baymaster
12 ft Alumacraft TGLO is out state partner for oil response
US Environmental Protection Agency Dallas, TX
National Weather Service Corpus Christi, TX
Refinery Terminal Fire Company. (RFTC) Private Corpus Christi fire response agency for refineries. It’s a co-op for the inner harbor to handle big events such and fires, spills, etc
Texas Department of Transportation (TXDOT)
Texas Department of Public Safety (DPS) Texas Highway Patrol – drug and explosive canine detection, tactical marine patrol, dive and recovery operations and forensic mapping of crash and crime scenes.
FEMA, Region VI
Bureau of Safety and Environmental Enforcement - Gulf of Mexico Management of offshore oil platforms
US Fish and Wildlife
Matagorda County Sheriff
What is the Sector Corpus Christi Organizational Structure?
See page 9-10
CG Operational Principles
o Clear Objectives
o Effective Presence
o Unity of Effort
o On scene initiative
o Flexibility
o Managed Risk: core of what SCC does – balancing safety needs to get the job done. Key decision-making tool on gauging response
o Restraint
What are the roles/responsibilities of the CDO?
o Direct representative of the Sector Commander for current OPS
o Responsible for the performance of the watch in the execution of its primary functions and ensuring proper coordination of operational plans for a specific operational period.
o The SCC serves an operations integration function, shall report directly to the Sector Deputy, and be located organizationally to support Response, Prevention, and Logistics Departments. For example, the SCC watch staff works for the Response Department during a SAR response and likewise, works for the Prevention Department during a marine event.
o Initial Incident Commander for Type III/IV
Discuss role of CDO in Public Affairs:
o Each member of the Coast Guard is authorized and encouraged to publicly discuss non-restricted aspects of his or her area of responsibility, using the following guidelines.
* If you do it or are responsible for it, you can talk about it.
* If you do not do it or are not responsible for it, don’t talk about it. Refer the inquiry to the person or agency that “owns” it.
* If you are uncertain, seek guidance from your command or the appropriate public affairs officer.
o 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. All FOIA requests will be answered as quickly as possible, and the Coast Guard will release as much personal information as the law permits under the circumstances.
Describe the conditions of the watch where you would make the decision to call in more help.
o Too many cases going on
o High profile event
o ICS triggers – CIC triggers
* MRO
* Major marine casualties
* Terrorist incident
* Etc.
What applications do each watch position have to have open?
o CDO: SAROPS, Outlook, MDA tool, MISLE, C2OIX, Teams
o OU: SAROPS, R21, MISLE, i911, Outlook, MDA tool, Teams
o SU: MISLE, MDA Tool, Phone List, C2OIX, SIPR
o CU: R21, COTHEN, One Note, Playback Manager
How do you see CDO in briefing process for SAR chain of command? Does it change for any mission area?
o CDO takes care of external briefings that don’t directly involve the discussion of SAR phases, dispatching of assets, or operational response. Decisions are made with the OU level and once the operational plan is determined via consulting with the SMC/AIROPS, then the CDO steps in and provides informational briefs to PAO/Other Sectors/D8/LANTAREA/NCC.
MISHAP Response Plan
o Designed to assist all Sector Departments in the event of an injury, illness, or death to USCG Members or damage to USCG Resources.
o Primary objective: People (rescue and safety)
o Secondary objective: Evidence preservation
o Safety Officer maintains the MRP
o CANNOT provide any information regarding a MISHAP over the phone. Defer to PAO or CO.
Operational Risk Management:
o Risk Management is the systematic, 5-step process to identify, assess, and control hazards that if not managed will increase risk exposure. Because conditions can change during a mission, the RM process is dynamic and continuous.
* Hazard: any real or potential condition that can cause mission degradation, injury, illness, death to personnel, damage to or loss of equipment/property.
* SMCs, via the CDO, shall ensure risk assessments are conducted, communicated, and documented at all levels of the SAR response and conduct briefings prior to launching or diverting resources for a particular SAR mission. SAR personnel shall be given all relevant details of the distress and all instructions for the SAR operation. This briefing shall, at a minimum, discuss the mission objective and all foreseeable hazards that might be encountered by the responding units.
* SMCs shall ensure that all assets tasked understand the mission and the known risks and have an appropriate SAR action plan. SMCs shall continually assess the situation as the mission proceeds, and consciously and continually weigh the associated risks against the desired gain.
* SMCs shall be responsive to safety or capability concerns raised by cutter CO/OinCs, aircraft commanders, and coxswains, and modify the SAR action plan as appropriate.
* SRU - Conduct ORM prior to/while conducting mission
* OSC - Verify SRU assumptions, pass situational awareness issues (weather concerns, significant mission changes, etc.) down to SRUs/up to CC; exercise overall O/S ORM
* OU - Incorporate ORM into mission planning and recommendations, escalate ORM issues as needed.
* CDO - Ensure CC ORM is conducted and reassessed as needed.
* SMC - Utilize ORM while making mission decisions.
o Discuss the GAR 2.0 assessment sheet; provide sufficient knowledge on how it’s calculated, factors attributing to the score, etc.
* PEACE model (planning, event complexity, asset selection, communication, environmental conditions) Purpose: identify hazards
* Use LOW/MEDIUM/HIGH for each category
* STAAR model (spread out, transfer, avoid, accept, reduce) Purpose: identify options
* SPE – Assess Risk (Severity/Probability/Exposure)
* GAR (ID Hazard, Assess Hazard, Develop Controls/Make Decision, Implement Controls, Supervise/Evaluate)
* Discuss the Risk Zones (Low, Medium, High)
Maritime Security Risk Analysis Model (MSRAM)
o Terrorism risk analysis tool
o Ranks targets and directs attack mode parings based on threats, vulnerability, and consequences.
o MSRAM/CIKR
* CIKR is critical infrastructure/key resources.
* Refers to maritime infrastructure or resources a risk for terrorism.
* List of CIKR on ODO’s website – conditional and permanent.
What are Sector Corpus Christi’s TSIs?
See SG
o Captain of the Port (COTP):
o Captain of the Port (COTP):
* Administering and enforcing the Port Safety Marine Environmental Response and Waterways Management programs within the boundaries of the COTP zone as defined in the regulations in 33CFR3.
* Authority to restrict or close waterways
* 33 CFR 165.40 Restricted Waterfront Areas
* Ports and Waterways Safety Act of 1972 and Port and Tanker Safety Act of 1978
* Assistance 33 CFR 6 subpart 6.04-11
o MARINE SAFETY – Officer in Charge, Marine Inspection (OCMI):
In charge of an inspection zone for inspections, enforcement, and admin of Title 33 and Title 46. The OCMI’s duties are to administer, enforce, and give direction to the programs that implement the marine safety statutes, relative to:
* Inspection of vessels
* Inspection of shipyards and facilities
* Investigation of marine casualties and accidents
* Licensing and certification of seaman
* Inspection of mobile offshore drilling units
* Detection of, and investigations into reports of, violations of statutes or regulations, misconduct, incompetence, or misbehavior of merchant mariners
* Enforcement of the navigation and inspection laws, relating to seamen in general
* Detection of unsafe conditions and practices
* Application and enforcement of all treaties, agreements, MOUs, etc. involving marine safety matters.
o SECURITY – Federal Maritime Security Coordinator (FMSC):
The FMSC is the COTP. The COTPs are the FMSC for their respective COTP zones described in 33CFR3, including all ports and areas located therein. The FMSC is authorized:
* Develop an area maritime security plan and coordinate actions under the National Transportation Security Plan.
* Authority to establish, convene and direct the Area Maritime Security Committee and develop/maintain the plan. MSTA 2002, 33CFR103.205
o SEARCH AND RESCUE – SAR Mission Coordinator (SMC):
- Responsible for providing direction, support, and coordination for USCG missions/functions performed by their subordinate units for SAR.
- Obtain and evaluate all data
- Dispatch appropriate units
- Develop search plans which include determining limits for the search area, selecting the search pattern, and designating the OSC.
o POLLUTION – Federal on Scene Coordinator (FOSC):
(FOSC) has the ultimate authority in a response operation and shall ensure an effective and immediate removal of a discharge, and mitigation or prevention of a substantial threat of a discharge of oil or a hazardous substance.
* Removal of a discharge and mitigation/prevention of a threat of discharge of oil or other HAZMAT.
* Undesignated areas: nearer to the coastal area of responsibility of 100 yds from the junction with, or the first bridge crossing, any river discharging into a saltwater body.
* For spills originating on land, but with impact or potential impact to navigable waters, need to determine EPA or USCG jurisdiction
* AOR:
* 12NM offshore
* Highway 77 separates inland with coastal.
Where is the base muster point for emergencies?
o Parking lot on far-left side beside the AIRSTA.
Where are the master keys to the building located?
o Safe 1, drawer 1.
o 2 master keys and 1 electronic master key
o CDO will have in possession at all times, do not give out, even to security!
o Call CSO if you have to open the 702
What pieces of equipment are covered by the emergency generator?
o The SCC and Intel are on a different UPS than the rest of the unit, which provides 8 extra hours if the emergency generator does not kick on.
o Emergency generator power is immediate and provides full power to the CC.
In the event of a SCC evacuation, what do you do?
o Initiate EAP (as needed)
* Fire Protection
* Emergency Protection
* Storage location is expected to remain secure and free of damage
* If location is exposed to first responders, must make a list of people that went in the space.
* Secure all material in safes and lock (spin dial, flip sign, log on 701/702)
* Emergency Removal
* Location is not expected to remain secure and free of damage
* Evacuation will be long term
* Inventory prior to and after removal to secure location
* Emergency Destruction
* Precautionary: destroy superceded/reserve material (SECRET CONFIDENTIAL)
* Complete: destroy all keying material and zeroize STE, destroy COMSEC Aids and zeroize equipment
* TACLANE (red button x3)
* XTS-5000R (purple and orange buttons)
* With sledgehammer: iAPP hard drive, SIPR hard drive, TACLANE, KSV-21 card
o If you have time, grab a VHF handheld or two and 702s from the safe.
o Consider SMIB if stations cannot monitor R21 or if after hours
o Shift comms guards (if any) from Sector to STA/Aircraft. Consider launching HC-144 for coverage if needed.
o Make internal notifications (SCC Chief/Supervisor)
o Make external notifications (Sector HG/D8/Stations)
o Notify FACENG/Building Manager/Security
o Make emergency calls as needed (911)
o As you depart:
* Ensure all members are out of space
* Close all safes and spin locks
* Grab CDO phone
* Spin lock and set alarm
* Muster at location in parking lot
* Notify Sector Commander/Deputy
* Notify Response/SMC/AIROPS/EMFR/PREV/LOGS
* Notify CSO/Security
In the event of a COOP, what would happen?
o Receive report or event occurs
o Notify SCC Chief or CDO to determine where COOP location will be
* Robstown Fairgrounds (for full ICP, send SCC rep)
* Sector Houston Galveston (MOU), STA Port Aransas (soon), SPI, depending on the threat/trajectory of storm or logistics needs.
* OSC Martinsburg, WV
o ID COOP watchstanders (Watch Scheduler/Chiefs)
* 2 SU, SCC Chief w/ ICP
* 2 CU/2 SU/2 OU to COOP location
o Coor’d w/ Logistics for TONOs/Orders/Travel Card Limits as needed
o AIRSTA can potentially provide transportation
o Clearance messages for personnel to COOP location (if Sector HG)
o Go-kits
o Grab R21 Network attached storage hard drives from server room
o EAP as needed (use EAP cards in CU booths)
o Hurricane (Cat 4 & above or otherwise directed): Primary direction is to COOP at OSC Martinsburg. Long term solution is to map the Sector Corpus Christi’s RFFs to the Disaster Recovery (DR) server at OSC Martinsburg, then direct the signal to the Rescue21 Workstation at either Station South Padre Island or Sector Houston Galveston.
o This request to COOP will funnel through District 8 CC, to District 8 DT (District Telecommunications) who will route the request to C3CEN for planning purposes.
o Sector Houston Galveston: 01 Command Rep, 02 certified OU’s and 02 certified CU’s will be the initial compliment.
o Robstown IMT: Command Center Staff and 02 certified SU’s will manage the incident.
o CG Station Contingency: 01 Command Rep, 02 certified OU’s, 02 certified SU’s and 02 certified CU’s will be the initial compliment.
o Send out C2OIX message for COOP establishment
o Issue SMIB: “US COAST GUARD Sector Corpus Christi TX is experiencing a temporary communications outage, due to a re-route of the system. The duration of this outage is undetermined currently. Mariners are encouraged to contact the Coast Guard by calling 361-939-0450 via phone if possible or any alternate means should they hear any calls for assistance.”
o Once COOP is in place, follow EVAC procedures above.
Emergency Action Plan:
o In the absence of the CMS manager (OSC Jimenez), the CDO shall be designated as the on-scene leader for the EAP and determine the composition of the team designated to effect emergency removal/destruction.
o Utilize the following chain of command to determine proper action:
* Sector CO
* Deputy CO
* Response
* If none of them can be reached, the CDO makes the decision.
o Notify D8 and LANTAREA CMS manager
o Shift radio guards (AIRSTA/STAs)
o Prior to evacuation, turn off all circuits, all equipment zeroized, and any excess material secured in safe. Send out OPCEN evacuation SMIB.
o Set code to door and spin lock (OS1 Taylor/OSC Jimenez have codes)
o SAFETY IS MORE IMPORTANT THAN CLASSIFED MATERIAL
o TYPES:
* Emergency Stowage:
* Securing all classified/COMSEC material in locked safes
* Act to secure ASAP in the event of emergencies that force SCC out of routine OPS
* Emergency Removal:
* Removal of all classified/COMSEC material to another secure location
* Must maintain two-person integrity during transfer
* Prevent unauthorized viewing of material
* Any emergency that has the potential to rupture secure storage space integrity should be considered cause to initiate emergency removal
* Emergency Destruction:
* Requires complete or partial destruction of all classified or COMSEC material (KSV 21 (1), and hit the TACLANE button 3 times to zeroize. Remove key)
* Example – immediate threat by foreign/domestic enemies
COOP/ICP locations:
o Primary: Valent Hall multipurpose room
o Secondary: Richard M. Borchard Regional Fairgrounds – 1213 Terry Shamsie Blvd. Robstown, TX 78380
o Tertiary: TSA, Renaissance Plaza, Suite 1000, 70 NE Loop 410, San Antonio, TX 78216
o Command Center will remain in Valent Hall unless we lose functionality of key systems (R21, power, C2OIX, etc.)
Explain lost comms procedures. What are the time thresholds for Aircraft? Boats?
o Aircraft:
* If an aircraft fails to check in on either the primary or secondary frequency within 5 minutes of its communications schedule, the communications guard unit takes all necessary action to reestablish communications, either directly or through another unit.
* Callouts on primary/secondary freqs (x3 minimum)
* Callouts on UHF guard 345.0/121.5/243.0 and COTHEN (aircraft)
* Contact nearest CG unit / parent unit to see if they have or can establish comms
* Request HF comms from COMMCOMM (aircraft)
* Contact destination air facility
* Contact WADS to attempt contact in last known area (aircraft)
* Task CG assets to attempt comms
* Cell phones
* Issue UMIB (DISTRESS)
o U/W Vessels
* If an underway vessel fails to check in on either the primary or secondary frequency within 10 minutes of its communication schedule, OPCON takes all necessary action to reestablish communications, either directly or through another unit.
* Notify parent command
* Notify District CC
* UMIB (DISTRESS)
What is DADSAFE? Describe Critical Incident Reporting and state when it is used. What are Critical Incident Communications?
To provide a streamlined notification system and to rapidly disseminate initial, limited information about critical incidents throughout the Coast Guard and to interagency partners until more deliberate Situation Reports (SITREPs) can be developed.
o Types of CIC:
- Terrorist attack / suspected terrorist attack
- Attack resulting in MTS disruption
- Attack on or apparently significant accident involving maritime critical infrastructure or key assets, key port complexes that significantly disrupts operations of the maritime transportation system or affects the movement of high-capacity passenger vessels, or high value units.
- A Transportation Security Incident resulting in significant loss of life, environmental damage, transportation system disruption, or economic disruption.
- A major marine casualty.
- Class A mishap to CG assets.
- RAD II Pager hit
- MARSEC Change
- Receipt of intel/info that command deems actionable and of such importance/urgency that requires immediate attention of Commandant, higher authority, or cross-service dissemination.
- Any incident in opinion of CO that equates to the above criteria.
o CIC timeline:
- T+5: Initial Report – Vertical dissemination
- D8
- NCC
- T+15: Information dissemination – Horizontal Communications
- NCC emails Critical Incident Report
- Within T+30: Follow-on update – Commander’s Conference
- CGCC
- D8
- PAC AREA
- COMDT
- T+02hr: Coordination – Video Teleconference
- Battle Rhythm:
- SCC SITREPs: 0600Z, 1800Z
- Area SITREP: 2000Z
- CG SITREP: 2200Z
MARSEC
o limited to maritime facilities/bases
o Authority to raise MARSEC level resides with Commandant, promulgated through EXORDs.
o COTP/FMSC may raise the MARSEC level only in exigent circumstances. MARSEC levels can only be lowered by Commandant.
o Regulated entities must report implementation of MARSEC measures within 12 hours.
* Level 1 – minimum appropriate protective security measures shall be always maintained
* Level 2 – elevated level of security for which additional protective measures shall be maintained for a period because of heightened risk of a transportation security incident (TSI). Sustainable for weeks/months.
* Level 3 – highest level of security for which further specific protective security measures shall be maintained for a limited period when a TSI is probable, imminent, or has already occurred
o If COTP has raised MARSEC due to a local threat, DADSAFE is required
o AWS-PP alert
o C2OIX message
FPCON - Military
o Normal – no current terrorist activity
o Alpha – general terrorist threat
o Bravo – predictable terrorist threat
o Charlie – terrorist attack has occurred or is imminent
o Delta – terrorist attack is taken place or has occurred in immediate area
SAR READINESS/ASSET REQUIREMENTS/PARAMETERS
o Aircraft:
* One B-0 helo or ALPHA if flying in local area
* Mission training hours for ready crew limited to 2 hours each duty day
o Stations:
* Mission training hours are limited to 4 hours each duty day.
* B-0 Readiness
o Heavy Weather:
- Wave height is 8 ft or more
- Wind speed 30 kts or more
o Limitations
ASSET WINDS SEAS DISTANCE OFFSHORE/RADIUS of Action DRAFT MAX SPEED MAX ENDURANCE (hrs) Hoist Capabilities TOWING
VSL Length/GT
24’SPC SW 25 4 5 nm 2’6” 41 kts 8 N/A 5 tons
29’RBS 25 6 10 nm 2’9“ 47 kts 8 N/A 10 tons
33’SPC-LE 30 8 50 nm 3’5” 50 kts 8 N/A 20 tons
45’RBM 50 10 50 nm 3’4” 40 kts 10 N/A 100 tons
MH-65 N/A 375/150 nm N/A 120 kts 2.2 245 ft/600 lbs N/A
HC-144 N/A 2000/880 nm N/A 220 kts 11 N/A N/A
WPB-87 12 800 nm 6’ 25 kts 3 days N/A 200 tons
** Any case over 50 nm O/S requires waiver
** Seas <4ft = 10 max hours
Seas >4ft = 8 max hours
Heavy WX = 6 max hours
**<50F water/air, no training, waiver for SAR required
** Minimum of 10 hours rest required for every 24-hour period
**HH-65 radius of action reduced to approximately 120nm with the addition of a rescue swimmer.
Define Surf, heavy weather, rough bar, and breaking bar. How do they affect SAR response? Who determines when these conditions exist?
o Heavy Weather: Wave height > 8 ft, wind > 30 kts
o Unsafe Conditions: Unsafe Condition is defined as: Wave height (W) is greater than the length of the boat (L) divided by 10 plus the freeboard (F). (L/10+F=W). These conditions establish the minimum criteria of what may be unsafe. The COTP or his/her designated representative will take into consideration any additional factors they feel are relevant based on their experience and/or the nature of the waterway including, but not limited to, tidal state, wave height, current and forecasted weather, current direction/speed, day or night, etc.
o Impacts SAR response by limiting asset abilities based on crew fatigue standards, standby priorities, and if there is a closure, USCG cannot respond via surface asset.
o CO/OINC makes determinations on behalf of the COTP; however, bar closures must be as per the discretion of the COTP.
Heavy Weather Plan
o Maintained by EMFR (LTJG Ragan)
o Hurricane: a tropical cyclone with maximum sustained winds over 64 kts
o Tropical Storm: a tropical cyclone with maximum sustained winds between 34-63 kts
o Hurricane Season: 01JUN-30NOV. Immediately enter HURCON V on 01JUN. Must send attainment message via C2OIX.
* HURCON IV: Set 72 hours prior to arrival of sustained gale force winds associated with tropical cyclone activity
* HURCON III: Set 48 hours prior to arrival of sustained gale force winds associated with tropical cyclone activity
* All units check emergency equipment
* Vessels at sea maneuver to avoid
* Vessels in port fuel to 75%, assume B-2
* ATON vessels offload buoys
* Secure buildings
* HURCON II: Set 24 hours prior to arrival of sustained gale force winds associated with tropical cyclone activity. (WARNING CONDITION)
* Recall personnel
* Move vessels to safe moorings/anchorages
* Aviation units prepare to evacuate.
* HURCON I: Set 12 hours prior to the arrival of sustained gale force winds associated with tropical cyclone activity (DANGER Condition)
* Evacuate aviation aircraft as necessary
Port Conditions
HURCON PORTCON DEFINITION PORT STATUS
IV WHISKEY Set when gale force winds arriving w/I 72 hours OPEN
III X-RAY Set when gale force winds arriving w/I 48 hours OPEN
II YANKEE Set when gale force winds arriving w/I 24 hours RESTRICTED
I ZULU Set when gale force winds arriving W/I 12 hours CLOSED
Weather conditions:
o SMALL CRAFT ADVISORY: An advisory issued by coastal and Great Lakes Weather Forecast Offices (WFO) for areas included in the Coastal Waters Forecast or Near shore Marine Forecast (NSH) products. Thresholds governing the issuance of small craft advisories are specific to geographic areas. A Small Craft Advisory may also be issued when sea or lake ice exists that could be hazardous to small boats.
o GALE WARNING: To indicate winds within the range 34 to 47 knots are forecast for the area.
o STORM WARNING: To indicate winds 48 knots and above, no matter how high the speed, are forecast for the area. However, if the winds are associated with a tropical cyclone (hurricane), the STORM WARNING indicates that winds within the range 48-63 knots are forecast.
o HURRICANE WARNING: An announcement that hurricane conditions (sustained winds of 74 mph or higher) are expected somewhere within the specified coastal area. Because hurricane preparedness activities become difficult once winds reach tropical storm force, the hurricane warning is issued 24 hours in advance of the anticipated onset of tropical-storm-force winds.
o Heavy weather is defined as seas and swell conditions to exceed 8 feet and/or winds exceeding 30 knots.
When D8 will/may assume SMC:
o USCG Involvement in Mexican TS
o Cases beyond 50 nm and/or longer than 24 hours in duration
o When Sector requests JRCC to assume
o 406 EPIRB/ELT until position and situation ascertained
o MRO
o DOD resources being used
o When a case crosses Sector or District boundaries
EMERGENCY PHASES
o UNCERTAINTY: knowledge of a situation that may need to be monitored, or to have more information gathered, but that does not require moving resources.
o ALERT: 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.
o DISTRESS: when grave or imminent danger requiring immediate response to the distress scene threatens a craft or person.
NATIONAL SAR PLAN – INLAND SAR
o Inland SAR is responsibility of Air Force
o AF has no resources dedicated specifically to SAR but serves as a coordinator of other assets when Inland SAR is required. Local and state authorities are primary resources for Inland SAR, NOT USCG.
o If USCG assistance is requested, it must be approved via the following chain:
o AIRSTA CO has ultimate discretion in denying requests for inland SAR for safety reasons and should always maintain a ready resource to respond to maritime SAR.
o Once D8 (SMC) has approved request for Inland SAR, AFRCC and JRCC will obtain a Mission Control Number (MCN).
o SMC will not normally be USCG. USCG will serve as the Mission Coordinator for CG Response (MC-CGR)
o JRCC will work directly with AFRCC and pass info as necessary to Sector. Use MISLE IMA to document.
o For requests originating in National Parks, NPS will assume SMC and AFRCC will coordinate with JRCC Seattle for assets.
o CONSIDERATIONS:
* H-60 operates better in thin air (mountain rescues)
* H-65 has longer hoist cable
Give an example and describe how an UNCOR incident is processed:
o MAYDAY does not need to be stated
o Develop RSA: Reasonable search includes 1 hour by air, 2 by boat, 50% POS
o PRECOMS/EXCOMS
o MAYDAY relay UMIB
o LOB analysis
o SRU launch along LOB
o Who is required to listen to the recording on an UNCOR?
* SMC
* D8
o Antenna height assumptions:
* 1 Watt radio
* 6 m antenna height
* associated with Sea area 1 – VHF transmission
o Global Maritime Distress and Safety System (GMDSS)
- Established by IMO in 1988 and carriage requirements are mandated through SOLAS.
- Ship-to-shore method of communicating distress. It provides for the automatic identification of the caller and the location of a vessel in distress. Includes INMARSAT, EPIRBs, or DSC, and use of traditional HF/MF/VHF-FM
- Establishes Sea Areas
- SA1: VHF-FM range (< 20 nm)
- SA2: MF range (excludes SA1) (20 nm – 100 nm)
- SA3: HF/Inmarsat range within coverage of a GEO satellite (open ocean)
- SA4: Area outside of SA 1-3 (Polar regions)
- Digital Selective Calling (DSC):
VHF-FM Channel 70 for distress, urgency, safety, routine, ship’s business, and test calling. Category, MMSI, and Position/Nature of Distress. For DSC calls that cannot be correlated, a UMIB should be made, utilizing the distressed vessel’s MMSI. If communications cannot be established, the SMC should use the vessel’s MMSI to query the MMSI Database maintained by OSC Martinsburg, the MARS database located on the ITU’s website, or other sources to identify the distressed caller. Where no communications are possible, but a position is provided, assets should be dispatched to investigate as soon as possible. If no communications are possible and the MMSI is not registered, then treat the distress call as an uncorrelated mayday.
NAVTEX
narrow band direct printing telegraphy for transmission of navigational and meteorological warnings and urgent info to ships with MF. Coast Guard RCCs shall disseminate and monitor search and rescue (SAR) distress related information using the INMARSAT SafetyNET system when the SAR case location is deemed to be outside the coverage of NAVTEX. In general, NAVTEX coverage extends to 200 NM off the coast.
- SITOR:
Simplex Teletypewriter Over Radio for long-range ship-to-ship and ship-to-shore communications and transmissions of Maritime Safety Information (MSI).
- SafetyNET:
SafetyNET messages are a tool used by Coast Guard SAR Mission Coordinators (SMCs) to alert the maritime public to a distress or potential distress situation. SafetyNET messages should be issued whenever the SMC determines that important maritime information needs to reach beyond the coverage of NAVTEX UMIBs. In cases near the outer ranges of NAVTEX coverage, both a NAVTEX UMIB and a SafetyNET message should be broadcast. SafetyNET messages shall be broadcasted when UMIBs would normally be required for Sea Area A3. The International Maritime organization registers and authorizes Rescue Coordination Centers (RCCs) to broadcast, via SafetyNET, shore to ship distress priority alerts and other urgent information. SafetyNET is a service of Inmarsat’s Enhanced Group Call (EGC) system and was specifically designed for promulgation of Maritime Safety Information (MSI) as a part of GMDSS. The EGC system (technically a part of the INMARSAT-C system) provides an automatic, global method of broadcasting messages to all GMDSS-equipped vessels in both fixed and variable geographical areas or to predetermined groups of ships.
- Inmarsat C:
for distress alerting via telex only, data communications and reception of MSI. INMARSAT C telex replies to ships sending distress alert messages are sent using distress priority. Command Centers have access to a web page established and maintained by INMARSAT C provider, TELENOR. This web page allows the RCCs to send distress priority messages to the vessel, or vessels in the vicinity of the distressed vessel.
- Radiotelephone: for transmission via HF/MF/VHF-FM.
- 406 MHz EPIRBs/ELTs/PLBs:
Satellite Emergency Position-Indicating Radio Beacon for distress alerting and locating survivors of distress incidents (406 MHz). component of GMDSS– are integrated into the COSPASSARSAT system, which is an international joint venture in satellite-aided search and rescue. The concept involves the use of multiple satellites in low, near-polar orbits (LEOs) and geostationary satellites (GEOs) “listening” for distress transmissions from emergency beacons. The signals received by the satellites are relayed to a network of COSPAS-SARSAT ground stations where the location of the emergency is determined by measuring the doppler shift induced by the satellite motion relative to the distress signal. The fact that an alert has been detected, along with its position, is then relayed by way of a national Mission Control Center (MCC) to an appropriate national RCC or to another international MCC for initiation of the SAR activities. While EPIRBs are the primary equipment providing SARSAT emergency notification in the maritime environment, both Emergency Locator Transmitters (ELTs) used aboard aircraft and Personal Locator Beacons (PLBs) function identically within the SARSAT system.
- SART:
Search and Rescue (radar) Transponder, for locating survival craft. The SAR Transponder (SART) is used for locating survival craft in the 9 GHz frequency band (9200-9500 MHz). Unique signals (swept frequency) are generated for interpretation only after being triggered by ship or aircraft radar. Range of air is 40 nautical miles; surface is 10 nautical miles.
- AIS-SART:
Automatic Identification System-Search and Rescue Transmitter for locating survival craft. The AIS-Search and Rescue Transmitter is a portable manual-deployment survivor locating device intended for use on life rafts or survival craft and is an alternative to a radar SART. AIS SARTs are also used for personal locator beacons and man-overboard devices.
- SENDS:
Satellite Emergency Notification Devices are alerting devices for individual use and are often confused with 406 MHz PLBs. Distress alerts are typically sent to a central commercial emergency call center for initial SCCeening. These call centers will liaison with the appropriate SAR responder to notify them of the distress. Command Centers are reminded that the devices may offer more services than just distress alerting, such as tracking or two-way text messaging. Command Centers may be able to communicate directly with the person in distress, enabling them to outfit and send the most appropriate SAR asset. SENDs alerts must be carefully evaluated and responded to in accordance with normal SAR case evaluation procedures (Uncertainty, Alert, Distress).
- Surface Picture (SURPIC)
is a program that identifies and plots Amver vessels worldwide. This is especially useful in the event of a maritime emergency. RCC input includes the distressed vessel’s position, type, and time of SURPIC. Output is a text list of the closest vessels within a defined area and a selected subset of available vessel information. A graphic display of the information is available for U.S. Coast Guard RCCs. (Radius/Rectangle/Trackline)
- International Beacon Registration Database (IBRD):
Cospas-Sarsat provides the IBRD as a readily available means for beacon owners to register their beacons. The registration information contained in the IBRD is available 24-hours-per-day, seven-days-per-week for assisting SAR Services in SAR operations. Administrations that maintain their own national registers are encouraged to upload their registration data to the IBRD to make their national beacon registration data available as quickly and easily as possible to SAR personnel on a 24-hour basis. The IBRD can be used not only for registering 406 MHz EPIRBs, but also 406 MHz emergency locator transmitters (ELTs) carried on board aircraft, and personal locator beacons (PLBs) designed for personal use.
o Cell Phones
- When SAR watchstanders have determined that a case is in the distress phase, they may contact cellular companies to obtain call-identifying information through the cellular tower locator process.
- However, to obtain this data without permission of the individual, exigent circumstances must exist. SAR watchstanders must determine that the case is in the distress phase and shall articulate that they believe the subject is in imminent danger. If a SAR watchstander determines that a case is in the alert or uncertainty phase, the watchstander shall complete pre-comms and ex-comms to investigate or obtain information on a vessel’s location.
- Most cellular service providers offer some of the following services to assist in locating the origin of cellular calls from disoriented boaters.
- Call Trace: Carrier can determine which tower is receiving the call and an approximate arc of distance from the cell tower.
- Call Trace Modified
- Cell Traffic Recording: A carrier can determine the cell location of the last call placed by the subSCCiber given the cellular telephone number.
- Tap: This function provides notification when a call is made from the user’s phone; beneficial in overdue cases.
- Caller ID
o AFRCC Forensics
- AFRCC/CAP (Civil Air Patrol) provides cell forensics support on CONUS search and rescue missions.
- CAP acts on behalf of AFRCC to collect information from cellular providers and other data sources
- CAP Cell Forensics only supports AFRCC missions. Tasking must come from AFRCC.
COSPAS/SARSAT:
Cospas-Sarsat is an international satellite system designed to detect and locate distress beacons (Emergency Position Indicating Radio Beacon – EPIRB; Emergency Locator Transmitter – ELT; and Personal Locator Beacon – PLB) transmitting on the internationally protected 406.0-406.1 MHz distress frequency provides additional information concerning distress beacons and a more thorough overview of the Cospas-Sarsat system). The Cospas-Sarsat system was established to support maritime and aeronautical safety by providing timely, accurate, and reliable distress alert information to SAR authorities worldwide. Fundamental system components include SAR-capable satellites, ground processing equipment, and 406 MHz distress beacons.
o ELT/EPIRB/PLB:
When activated, a 406 MHz distress beacon will transmit a unique digital code, referred to as a hexadecimal identification (HEX ID), which specifies the beacon type and enables registration data to be associated with the beacon.
* EPIRB Types:
* CAT 1: Auto activate w/ manual option
* CAT 2: Manually activated (usually older, tend to activate due to dry rot, age, etc. However, if its manually activated, normally that should up your concern because someone had to physically do that)
o Satellites:
- Low Earth Orbit (LEO)
- Limited view (800-900 km)
- Orbits earth every 100 minutes
- Can pick up weak signals.
- Utilizes Doppler to calculate a location. Needs at least 3 hits to get a location. Can consolidate LEO hits to ID solution.
- Interval between passes is about 30-45 minutes (around 1/hour).
- Once received, info is stored so it can be transmitted down to a LEOLUT once one comes into view.
- 3-5 km accuracy
- Generates A and B solutions (Doppler). A and B solutions are on either side of the LOB
- Medium Earth Orbit (MEO)
- Payloads attached to GNSS (GPS Satellites) (20,000 km)
- Large field of view and ability to calculate position via measuring Time of Arrival (TOA) and Frequency of Arrival (FOA) from other MEOs Difference of Arrival (DOA) position.
- Minimum of 3 needed for a position.
- Updates provided every 15 minutes (at a minimum). Greater than or equal to 4 MEOs in sight at any given time.
- Geostationary Earth Orbit (GEO)
- Geographically fixed orbit. Meaning its view of the Earth does not change. Much larger view (36,000 km)
- Weather satellites with 406 Mhz receivers attached.
- They only listen and can’t give a position UNLESS the beacon has GPS.
- Limited between 70N and 70S due to curvature of Earth.
- Complements LEOs by providing continuous detection ability because the signal is always in view. Relays almost immediately.
- GEO can relay HEXID and GPS position if the beacon is equipped with Global Navigation Satellite System (GNSS).
- Types of Solutions:
- A/B: LEO satellites
- A is DISTRESS
- B > or = 50% is DISTRESS
- E: GPS position from a beacon
- E is DISTRESS
- D: MEO derived position (multiple MEO hits, 3+) and/or received a GPS position.
- Suspect/Uncorroborated Alerts:
- Alert Phase
- A MEOSAR alert is identified as suspect when the alert is based on a single satellite detection and no previous alert has been generated for the alert site. Initially all suspect alerts shall be treated as in the Alert Phase. For foreign coded distress beacons, the RCC shall contact the foreign RCC to determine if distress beacon registration information is available. If the validity of suspect alerts can be substantiated by corroborating information, it shall be elevated to the Distress Phase.
- The MEO ground segment has the potential to generate anomalies and forward “suspect” alert messages to RCCs. A MEOSAR alert is identified as suspect when the alert is based on a single satellite detection and no previous alert has been generated for the alert site.
Can bump up to Distress if investigation leads to corroborating info.
Unreliable Distress Beacon
o HEXID might be corrupt
o Doesn’t mean there is no distress – TREAT AS DISTRESS
US Coded – distributed as an unlocated first alert
Foreign Coded – if in US SRR, distributed to US RCC and further coordination necessary with foreign SRR to ID vessel
Local User Terminal - Mission Control Center - Rescue Coordination Center (RCC)
o Local User Terminals (LUT): Earth stations that receive and process satellite data.
o Mission Control Center (MCC): Serves as the central data information hub for 406 distress beacon signals sent by satellites in the Cospas-Sarsat system. The main function of an MCC is to collect, store, monitor and sort 406 distress alert data from LUTs and other MCCs, and then distribute this alert data to RCCs (Rescue Coordination Centers), SPOCs (Search and Rescue Points of Contact), and other MCCs. All Cospas-Sarsat MCCs are inter-connected through a Data Distribution System. USMCC is in Suitland, MD.
o Rescue Coordination Center (RCC): Operated by the U.S. Coast Guard and the U.S. Air Force (AFRCC). Responsible for coordinating a rescue response to the distress. They also use the information provided through the beacon registration database – if the 406 beacon is registered – which includes owner contact information, emergency contact information and a deSCCiption of the aircraft or vessel the beacon is registered to.
AMVER:
o 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.
o AMVER participating vessels are typically merchant vessels, but can also include mega-yachts, commercial fishing vessels, or any other vessel capable of providing assistance.
o 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.
SAR Survivors:
o Discuss the process to transfer LE suspects to SAR Survivors.
* Though SAR takes precedent over LE, if survivors are suspected of being involved in criminal activity, local LE should be notified of where and when the patient will be arriving and what the suspected illegal activity is. Crew safety should also be considered.
* If no injuries that prevent it, make sure PFDs, handcuffs, are put on to ensure crew safety at Coxswain/CO diSCCetion.
* SMC to notify immigration and enforcement officials immediately to coordinate foreign personnel if bringing back to US.
o How should the transfer occur? LEDO/OU + dredo/SMC conference call
* Tactical Action Team (TAT) – DOS/DOD
* JIATF-S
* SRR relationships
o Why does the SAR system assume the responsibility for former LE suspects?
* If DOJ declines prosecution, leaving them out there without means to get home would create a risky situation. Especially if vessel was sunk as a HAZNAV after case was completed.
* Must clear with receiving country via CGLO/TAT and confirm not LE nexus.
* In the case where a country won’t receive SAR survivors, need to coordinate with other assets to ascertain port calls, alternate facilities, etc.
* Operational risk?
o How can the LEDO or dre staff facilitate (Logistics, to NPOC)
o SAR-18 SAR Survivor Repatriation QRC
o Role of CGLO or Attaché
Sinking a vessel as a HAZNAV after SAR:
o LE/SAR-29 HAZNAV Determination Job Aid
o Who has the authority to sink a vessel as a hazard to navigation
* DRE/Duty legal/DR
o The preferred action is to recover and deliver lifesaving vessels ashore. This may be accomplished by the on-scene rescue units, a Good Samaritan vessel, the owner, or if arranged by the owner, via commercial salvage.
o If conditions and circumstances do not permit a safe recovery by on scene rescue units, rescue personnel should make every effort to mark the lifesaving vessel. The marking shall clearly indicate that the Coast Guard has investigated the lifesaving vessel.
o Markings should be made to be visible and recognizable from the air and sea at 300 feet. A broadcast notice to mariners should be made appropriate to location, type of hazard and future disposition.
o Destroying lifesaving vessels should only be carried out when there is no other reasonable option. Generally, destruction should only be done if the lifesaving vessel cannot be recovered or marked due to on scene circumstances, and its condition or it poses a particular hazard if left afloat.
o WHEN TO LAUNCH HELO/HIT SAR ALARM
- PIW
- Vessel TOW
- Vessel on fire
- MEDEVAC cases involving serious injuries (cardiac, puncture wounds, loss of limb, etc.)
- Must brief through D8. D8 will conference in AIRSTA AIROPS/aircraft commander.
- If asset is airborne, can divert and back brief D8.
- DO NOT LAUNCH HELO WHEN:
- Less than 1 nm visibility
- Less than 500’ ceiling
o MAYDAY
- All MAYDAYs heard are to be treated as DISTRESS until otherwise determined.
- Uncorrelated MAYDAY:
- When no location is given or any other information that would otherwise allow SAR assets to immediately respond.
- MINIMUM RESPONSE UMIB every 15 minutes for an hour
- When there is sufficient information to establish a reasonable search area (one hour by air, two by surface, 50% POS), appropriate resources shall be launched.
- If an LOB was provided, minimum search can be conducted as a trackline return search along the LOB, basing the drift on that area.
- Probable hoaxes shall be assumed to be MAYDAY/DISTRESS incidents
- SOS/automated distress broadcasts are treated as UNCORs.
o OVERDUE VESSEL
- Confirmed to have departed and has not arrived at planned location. (Confirmed departure, confirmed non-arrival.
- Cases will be passed to the cognizant Sector
- If case involves inter-district movement, then SMC will be retained by the departing District if departure is not confirmed.
- If departure confirmed, then the destination district will assume SMC
- Significant use of PRECOMS/EXCOMS
- Communications check (call out)
- Harbor checks
- Track search
- Ask for assistance with Stations to call in their local areas
o UNREPORTED VESSEL
- Confirmed departure, planned to check in at a certain time but has not done so.
o DISORIENTED VESSEL
- Non-distress unless 10 factor evaluates otherwise
- Provide navigational information only when confident it will be helpful, and requester can use it properly.
- Use Coast Pilot, Light List, and local charts
- Can pass bearings between charted objects, ID NAVAIDS, and positions of NAVAIDs
- DO NOT PASS COURSES TO STEER!!!!!!!!!!!
- Evaluate operator’s experience
- Vessels lost in fog should be advised to anchor or stop until visibility improves
o VESSELS REQUESTING ESCORT
- Vessels that are disoriented or apprehensive about sea or bar/surf conditions shall be treated as potential SAR cases. Escort is a preventative measure for SAR.
- CO/OINC must approve
- Vessel master is responsible for the safe navigation of his/her vessel
- Coxswain provides advisory instructions to vessel and follows astern, keeping visual.
o 406 MHz EPIRB
- Passed through Search and Rescue Satellite Aided Tracking (SARSAT) system
- D8 has access. SCC will not know about it until D8 tells us. Usually will send A/B solutions via fax and can also send position via SAROPS
- How does it work?
- Low Earth Orbit (LEO) detects 406 MHz signal, uses Doppler to calculate position. 2 solutions, one on each side of satellite orbit.
- Satellites dump to Coastal Earth Station (CES)
- CES sends to Local User Terminal (LUT) at OSC
- LUT sends to AFRCC or D8
- Action taken depends on how many hits and the frequency of the signal
- 2 hits = NAR
- Continuous hits create composite signals until signal is secured
- Upon First Alert, SRU’s will be launched due to this frequency automatically signaling distress
- First alert will have two locations, the better of which will be the “A” solution (DISTRESS)
- Once D8 has passed position, launch assets
- Issue UMIB
- Follow up with POC on EPIRB registration
- “B” solution > 20% probability = ALERT
- Launch assets
- Issue UMIB
- Follow up with POC on EPIRB registration
- “B” solution < 20% probability = UNCERTAINTY
- COMPOSITE = one single position to be the location of the beacon = DISTRESS
- Need to match serial number to alert to serial number for registered EPIRB (compare Alert to NOAA’s EPIRB registration_
- Unlocated Alert Signal with no position
- Issue UMIB within 15 minutes
- Call registered owner
- If no answer, have Sector in vessels homeport issue UMIB
- Assets home in on 121.5/243 MHz homing beacon
- 121.5 MHz → maritime distress
- 234 MHz → military aircraft
o COMMUNICATIONS SEARCHES
- Efforts to locate subject, gather additional information, localize search area, and determine if craft is overdue or unreported.
- PRECOM/EXCOM
- Keep list of all marine facilities/towing/salvage/PD
o MEDICAL
- MEDIVAC: transfer of sick or injured personnel from isolated areas to a medical facility for higher care
- DO NOT DELAY IN DISPATCHING RESOURCE
- Flight surgeon does NOT have final say in MEDEVAC, SMC/Coxswain/AC does!
- Communicable diseases – notify US Quarantine Station (CDC)
- AIREVAC: Medical transfer of sick or injured personnel from one medical facility to another
- MEDICO: Passing of medical information by radio. Consultation to determine if further medical care is needed and the time required.
o Diving Incidents
- Decompression Sickness
- Requires hyperbaric chamber
- Sometimes called the “bends”, is generally brought about by the diver absorbing gas into the blood from the compressed air breathed while diving. A diver must ascend slowly to avoid having these gases form into bubbles. Symptoms of bubble formation include pain at the joints, chest pain, headache/dizziness, confusion, and numbness.
- Gas Embolism
- Requires hyperbaric chamber
- Caused by excess gas pressure inside the lungs. It is most likely to develop during an improperly executed ascent. As the diver ascends, the air in the lungs expands, forcing gas bubbles directly into the bloodstream. This air (bubble) typically is transported to the brain where blockage of blood flow will occur depriving the brain of oxygen. Symptoms include blurred vision, paralysis, dizziness/nausea, weakness, confusion, headache, chest pain and unconsciousness
- Nitrogen Narcosis
- Does not require hyperbaric chamber
- “Rapture of the deep”, which is not a decompression illness, is caused by the narcotic effect of the nitrogen in the diver’s breathing medium and disappears when the diver moves into shallower water or surfaces.
- Contact Divers Accident Network System (Duke University) for recommendations and locations of chambers
- Helo evacuations need to be less than 300 feet due to pressurization
