[Senate Hearing 114-458]
[From the U.S. Government Publishing Office]
S. Hrg. 114-458
ASSESSING THE COAST GUARD'S
INCREASING DUTIES: A FOCUS ON DRUG
AND MIGRANT INTERDICTION
=======================================================================
HEARING
before the
SUBCOMMITTEE ON OCEANS, ATMOSPHERE, FISHERIES, AND COAST GUARD
of the
COMMITTEE ON COMMERCE,
SCIENCE, AND TRANSPORTATION
UNITED STATES SENATE
ONE HUNDRED FOURTEENTH CONGRESS
SECOND SESSION
__________
JUNE 15, 2016
__________
Printed for the use of the Committee on Commerce, Science, and
Transportation
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SENATE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION
ONE HUNDRED FOURTEENTH CONGRESS
SECOND SESSION
JOHN THUNE, South Dakota, Chairman
ROGER F. WICKER, Mississippi BILL NELSON, Florida, Ranking
ROY BLUNT, Missouri MARIA CANTWELL, Washington
MARCO RUBIO, Florida CLAIRE McCASKILL, Missouri
KELLY AYOTTE, New Hampshire AMY KLOBUCHAR, Minnesota
TED CRUZ, Texas RICHARD BLUMENTHAL, Connecticut
DEB FISCHER, Nebraska BRIAN SCHATZ, Hawaii
JERRY MORAN, Kansas EDWARD MARKEY, Massachusetts
DAN SULLIVAN, Alaska CORY BOOKER, New Jersey
RON JOHNSON, Wisconsin TOM UDALL, New Mexico
DEAN HELLER, Nevada JOE MANCHIN III, West Virginia
CORY GARDNER, Colorado GARY PETERS, Michigan
STEVE DAINES, Montana
Nick Rossi, Staff Director
Adrian Arnakis Deputy Staff Director
Rebecca Seidel, General Counsel
Jason Van Beek, Deputy General Counsel
Kim Lipsky, Democratic Staff Director
Chris Day, Democratic Deputy Staff Director
Clint Odom, Democratic General Counsel and Policy Director
------
SUBCOMMITTEE ON OCEANS, ATMOSPHERE, FISHERIES,
AND COAST GUARD
MARCO RUBIO, Florida, Chairman CORY BOOKER, New Jersey, Ranking
ROGER F. WICKER, Mississippi MARIA CANTWELL, Washington
KELLY AYOTTE, New Hampshire RICHARD BLUMENTHAL, Connecticut
TED CRUZ, Texas EDWARD MARKEY, Massachusetts
DAN SULLIVAN, Alaska BRIAN SCHATZ, Hawaii
RON JOHNSON, Wisconsin GARY PETERS, Michigan
C O N T E N T S
----------
Page
Hearing held on June 15, 2016.................................... 1
Statement of Senator Rubio....................................... 1
Statement of Senator Cantwell.................................... 3
Statement of Senator Wicker...................................... 8
Statement of Senator Ayotte...................................... 12
Statement of Senator Peters...................................... 14
Statement of Senator Sullivan.................................... 17
Witnesses
Admiral Paul F. Zukunft, Commandant, United States Coast Guard... 4
Prepared statement........................................... 6
Appendix
Response to written questions submitted to Admiral Paul F.
Zukunft by:
Hon. John Thune.............................................. 25
Hon. Daniel Sullivan......................................... 25
Hon. Bill Nelson............................................. 28
Hon. Richard Blumenthal...................................... 31
ASSESSING THE COAST GUARD'S
INCREASING DUTIES: A FOCUS ON DRUG
AND MIGRANT INTERDICTION
----------
WEDNESDAY, JUNE 15, 2016
U.S. Senate,
Subcommittee on Oceans, Atmosphere, Fisheries, and
Coast Guard,
Committee on Commerce, Science, and Transportation,
Washington, DC.
The Subcommittee met, pursuant to notice, at 2:17 p.m., in
room SR-253, Russell Senate Office Building, Hon. Marco Rubio,
Chairman of the Subcommittee, presiding.
Present: Senators Rubio [presiding], Wicker, Ayotte,
Sullivan, Cantwell, and Peters.
OPENING STATEMENT OF HON. MARCO RUBIO,
U.S. SENATOR FROM FLORIDA
Senator Rubio. I'll call this hearing to order. And I want
to thank all of you for being here.
Today's hearing is going to focus on the ever-evolving and
increasingly vital missions the men and women of the U.S. Coast
Guard face on a daily basis. They are at the premier--they are
the premier lifeline when our boaters are lost, when our ports
need securing, our coastal borders need protecting, and when
many other essential needs arise.
When it comes to addressing the flow of migrants, my home
State of Florida continues to be the state that needs the most
resources. The Coast Guard has dealt admirably with the
continued increase in Cuban migrants attempting to make it to
our shores.
Because of the repression in Cuba, it's no wonder that so
many Cubans are boarding makeshift rafts in the middle of the
night to seek a better life. In fact, as what I believe is a
direct result of the flawed policy changes towards Cuba, we've
seen a 196% increase in migrant interdictions from the first
quarter of 2014 to the same time period in 2016. And it's
usually the Coast Guard that first encounters, and often
rescues, those who have fled.
What is staggering is the lengths these migrants will go to
evade capture, or force transport to a U.S. hospital. Incidents
aboard Coast Guard vessels have included stabbing themselves
with knives, swallowing hazardous materials such as fuel and
bleach, self-inflicted gunshot wounds, and attempting to flee,
often by jumping overboard in the middle of the sea. It was
recently reported that a migrant attempted to light a Molotov
cocktail during an interdiction last summer.
It is these acts and the increase in violent and
noncompliant behavior that put the men and women of our Coast
Guard in additional danger. As the Admiral states in his
written testimony, it is this capable and talented workforce
that is the Coast Guard's greatest strength, and it is they who
are best equipped to handle this extreme behavior.
Once migrants are first detected, the job of the Coast
Guard has just begun. This is evidenced by the May 20 instance
where 19 Cuban migrants climbed a lighthouse structure in the
Florida Keys. While the Coast Guard was able to talk the
migrants off the structure, the next day, two more migrants
were found on the lighthouse. It was determined they had hidden
during the previous day's interdiction. It was then reported
that another individual from the same group was clinging to a
piece of driftwood 4 miles from Sugarloaf Key. In total, 24
migrants await a decision on their fate from the courts aboard
Cutter Diligence.
Today marks 26 days the migrants have been under the care
of the U.S. Coast Guard, with a decision from the judge not
expected for another 2 to 3 weeks. We must remember that,
although the mission is to intercept and ensure safety of life,
unfortunately scores of migrants who attempt to make the
dangerous journey across the Florida Straits are not successful
and succumb to the elements, or they drown.
I was fortunate enough recently to spend the day with the
Coast Guard in Florida. I was briefed aboard the fast-response
cutter, Margaret Norvell, on the protocols for interdicting and
processing migrants. Every person brought on board is given
medical treatment, food, water, shelter, and clothing. They are
also provided access to U.S. Citizenship and Immigration
Services, where it's determined whether or not they qualify for
asylum. If it's determined they do not qualify, it can be days
or weeks before the migrants are repatriated to Cuba.
Migrant interdiction is not the only mission vital to
ensuring the waters and well-being of the American people. As
the lead Federal agency in charge of maritime drug
interdictions, the Coast Guard is increasingly responsible for
stopping the flow of illicit drugs into the United States. This
year alone, the Coast Guard has seized approximately 290,000
pounds of cocaine, more than 41,000 pounds of marijuana,
they've arrested 413 smugglers, and they've seized 119 vessels.
The drug rings that propel the illicit trades have vast
resources to move narcotics into this country. And these
organizations are using advanced methods of smuggling, as
evidenced by the Coast Guard's recent intercept of two self-
propelled semi-submersibles in the Pacific Ocean within the
last year. These efforts prevented, by the way, 28 metric tons
of cocaine from reaching our communities.
Search-and-rescue missions always represent a vital task of
the Coast Guard. One only needs to turn on the news on many
days in my home state to know that this is an apt description
this--that their motto, ``Semper Paratus,'' means ``Always
Ready.''
In 2015 alone, the Coast Guard performed over 3,100 search-
and-rescue missions off the coast of Florida. It's the Coast
Guard that quickly responded and did everything they could do
to find Perry Cohen and Austin Stephanos, two teenage boys
sadly lost at sea last summer. Just last week, the Coast Guard
sector in St. Petersburg was able to locate and rescue five
people aboard a disabled boat 60 miles off the Gulf Coast of
Mexico.
And last, I would be remiss not to recognize the Coast
Guard's valiant efforts in searching for the 33 souls who lost
their lives aboard the El Faro last October. Hurricane winds
would not stop them from seeking the cargo ship that ultimately
succumbed to Hurricane Joaquin. These are just a few of many
examples that show how much we rely on men and women of the
Coast Guard to quickly respond when we need them the most.
In closing, Florida has an incredibly high rate of boating
accidents. In 2015, there were 55 fatalities, 737 accidents. I
know we can do better, and education is the key to
accomplishing that.
We recently observed National Safe Boating Week, and I urge
everyone to follow the tenets of responsible boating. I would
note that the Coast Guard has provided a mobile app for boating
safety, where you can find State boating information, a safety
checklist, navigation rules, the ability to report a hazard or
pollution, request emergency assistance, and other important
features.
Admiral, I'm pleased you're here to address all of these
important topics.
And I now turn over to the Ranking Member today, Senator
Cantwell.
STATEMENT OF HON. MARIA CANTWELL,
U.S. SENATOR FROM WASHINGTON
Senator Cantwell. Thank you, Mr. Chair.
And I want to say that I'm just sitting in for Senator
Booker, who is obviously on the floor, but I want to thank
Admiral Zukunft for joining us today. And it has been a
pleasure to work with you over the years, and work together on
many accomplishments. I, too, would like to, as the Chair,
thank you for your work on trying to rescue and recover on the
El Faro situation. So, very, very important work, thank you.
You may be feeling a little more comfortable today because,
for the first time in a long time, I know that we have, in a
process moving forward, new funding for a polar icebreaker. And
to me, and for those in the Pacific Northwest, we've had many
hearings here where we have fought to secure new funding for an
icebreaker. So, we're so glad that we are close with both the
President's budget request including funding for a new
icebreaker, which we both know has not been easy. So, thank you
for your leadership. And now in the Senate there's $1 billion
for a new icebreaker in the defense appropriations bill. So, I
look forward to working with you to continue to support the
Coast Guard's effort for polar icebreaker recapitalization.
While icebreakers are a big deal, a bigger deal is all the
work that we have done to support the Coast Guard's most
important asset, the men and women of the Coast Guard, and
their families. That's why we have worked together on doubling
the paid leave opportunities for the women in the Coast Guard.
And I know, in dealing with the Coast Guard, you have pointed
out that about 40 percent of your new recruits are women, and
so, making sure that we get these policies correct is going to
be very important for growing the workforce of tomorrow.
The Coast Guard bill that became law this year, we extended
the combat-related special compensation benefits for Coast
Guard members, because Coasties deserve the same benefits of
others in uniform for our country. And we were even working
together to make sure that Coasties stationed in one of what we
think is the most beautiful parts of our state, the Station
Neah Bay, gain access to broadband Internet. And I look forward
to working with you more as we're fighting to make sure that
healthcare access for Coast Guard families stationed at Cape
Disappointment, near Sector Astoria, get the same healthcare
benefits as people in other parts of the country.
So, I know these are--maybe seem like detailed points about
the Coast Guard men and women living in the Pacific Northwest,
but they're critically important for them to continue to do
their mission. And I look forward to working with you on them.
I also recently sent a letter, this week, calling for
necessary improvements to the Fishing Vessel Safety Compliance
Program. I was joined by more than 30 bipartisan and bicameral
members to talk about why we need to continue to make
improvements in the Fishing Vessel Safety Compliance Program.
And we have secured legislation, obviously, to improve oil
spill response capabilities throughout Puget Sound and the
Strait of Juan de Fuca, which we have to do a lot more to
modernize the United States oil response and prevention
policies. So, I look forward to being able to ask you about
that, ways to improve the research and development and new
cleanup technology, ways to make smarter vessel and traffic
regulations to address near misses, and want to continue to
work with the Coast Guard in leveraging the private sector to
identify methods to clean up emerging oil spills, including tar
sands, Bakken shale, and other emerging oil products.
So, thank you for this time, and look forward to having a
chance to ask you questions. Again, thanks for being here
today.
Senator Rubio. Thank you, Senator Cantwell.
Admiral, are you ready with your statement?
STATEMENT OF ADMIRAL PAUL F. ZUKUNFT, COMMANDANT, UNITED STATES
COAST GUARD
Admiral Zukunft. Thank you, Mr. Chairman and Ranking Member
Cantwell, members of the Subcommittee. I appear before you
today with the utmost gratitude for the support that this
subcommittee has provided for the 88,000 men and women of the
United States Coast Guard.
I would, first, ask that my written statement be accepted
as part of the official record.
Senator Rubio. There is no objection.
Admiral Zukunft. As I look across the Coast Guard's
operations today, we remain globally engaged, often on all
seven continents across the globe, to meet increasing mission
demand. We are operating in both polar regions where human
activity is increasing exponentially. We are managing emerging
cyberchallenges in our maritime industry. We are combating
transnational crime in our western hemisphere, and we are
keeping pace with changes in commercial maritime industry to
ensure that we facilitate, and not impede, a vitally important
industry that we regulate.
The tempo of operations, quite honestly, are the highest
that I have seen in my 40 years of service with the United
States Coast Guard. Fortunately, recent Coast Guard
appropriations have advanced our long-term acquisition strategy
and provided critical operating funds for new assets. You are
helping us build a 21st century Coast Guard posture for mission
success around the world. And I thank you for your incredible
support.
In today's intelligence-driven operating environment, you
need platforms, like our national security cutter, fast-
response cutters, our new C-27J aircraft, and future offshore
patrol cutters, to provide the tools we need to overcome an
increasing complex operating environment. But, these platforms,
quite honestly, are quite hollow without the men and women who
bring them to life. It's why my strategy for investing in a
21st century Coast Guard is every bit as much about adaptable,
diverse, and specialized people as it is about the ships,
boats, and aircraft they will use to achieve national
objectives.
Mr. Chairman, I'd like to just spend a moment telling you
about a few of the people who make our Coast Guard successful.
Maritime law enforcement specialist Megan DeBott, she is a
pursuit mission commander assigned to the Coast Guard Cutter
Mohawk. She just returned home last week, following a
deployment to the eastern Pacific, where she led her team in
the tactical pursuit and interdiction of six drug-laden
vessels. These seizures netted over 9 metric tons of cocaine
and detained over 16 smugglers, part of a critical effort to
disrupt transnational criminal networks attempting to move
illegal goods and people by sea. This year alone, we and our
partners are on a record pace, having disrupted over 245 metric
tons and detaining 391 narco smugglers to date this fiscal
year. Critically, each of these interdictions attack the
financial lines of the illicit cartels. They provide additional
intelligence against future shipments. And, most importantly,
they curtail violence and they posture greater stability to
South and Central America. And, by reducing violence to
ourself, we also reduce the arrival of unaccompanied minors
that are flooding toward our southwest borders.
Maritime interdiction is a people-intensive operation. We
must maintain multiple ready crews with highly trained
personnel like Megan to launch at a moment's notice. And the
training, proficient requirements, and skill to perform these
high-risk tactical operations cannot be sustained overnight.
And to that, at 25, Mohawk is our youngest medium-endurance
Coast Guard cutter. It's the people that bring this cutter to
life. And once the offshore patrol cutter comes online, there
is much maintenance for our support personnel to contend with
as we bring these new platforms to bear.
I'd also like to highlight the Coast Guard Cutter Polar
Star, who successfully completed Operation Deep Freeze. In
doing that, they had a failure in one of the generators and,
two of their maintenance technicians, they actually used a
surfboard repair kit to bring that generator back to life when
they were literally thousands of miles away from our support
supply chain. And it's people like that, that keep our
operations viable, as well.
And so, if you look at every component of the Coast Guard's
11 statutory missions, it's not the platforms. As Senator
Cantwell had mentioned, it's the people. It's the people that I
care dearly about in our 21st century Coast Guard.
I want to thank this committee for your tremendous support
as we continue to advance our United States Coast Guard well
into the 21st century. I look forward to hearing your
questions.
Thank you.
[The prepared statement of Admiral Zukunft follows:]
Prepared Statement of Admiral Paul F. Zukunft, Commandant,
United States Coast Guard
Introduction
Good afternoon Mr. Chairman and distinguished Members of the
Committee. It is my pleasure to be here today to discuss Coast Guard
missions.
The U.S. Coast Guard is the world's premier, multi-mission,
maritime service responsible for the safety, security and stewardship
of U.S. waters. At all times a military service and branch of the U.S.
Armed Forces, a Federal law enforcement agency, a regulatory body, a
first responder, and a member of the U.S. Intelligence Community, the
Coast Guard operates on all seven continents and throughout the
homeland, serving a nation whose economic prosperity and national
security are inextricably linked to vast maritime interests.
The Coast Guard protects and defends more than 100,000 miles of
U.S. coastline and inland waterways, saves thousands of lives per year,
and safeguards the world's largest Exclusive Economic Zone (EEZ),
encompassing 4.5 million square miles of ocean. Indeed, the Coast Guard
is fully engaged answering the call and balancing a multitude of
dynamic maritime risks facing our Nation.
The Coast Guard is also in high demand globally as an instrument of
international diplomacy. Many nations model their maritime forces after
the U.S. Coast Guard to address transnational crime, human smuggling,
maritime safety and security, and foreign incursions into their
respective waters.
Service to Nation
The Coast Guard has a proud, 225-year history of operational
success. We safeguard the Nation's maritime interests through our broad
authorities, unique capabilities, and vast partnerships.
To ensure our service is aligned with national strategies and best
positioned to address these complexities, we have developed a five-year
Strategic Intent and continue to focus on our Western Hemisphere,
Arctic, Energy and Cyber strategies. By using these strategies as
guideposts, leveraging the intelligence community, and employing a
risk-based approach to direct our resources where they are needed most,
we are able to address maritime threats with greater precision and
effect. While I am proud of our achievements, work remains, and I look
forward to continued support and partnerships within the Administration
and with Congress to position the Coast Guard to fully address these
increasingly dynamic 21st Century threats and challenges.
Southern Approaches and Transnational Organized Crime (TOC)
The Coast Guard, along with the U.S. Customs and Border Protection
(CBP), plays a pivotal role in securing our Nation's maritime domain.
Persistent threats include illegal migration, human trafficking and
illicit flows of drugs. The prevalence of Transnational Organized Crime
(TOC) networks exacerbates these threats. TOC networks are driven by
immense profits from drug trafficking and other illicit activity, and
their indiscriminate use of violence weakens regional governments in
Central America, stymies legitimate economic activity and development,
terrorizes peaceful citizens, and fuels migrant flows.
Coverage by Coast Guard assets in the maritime approaches pays
significant dividends by employing timely intelligence from an
expanding network of partners. The new National Security Cutters
(NSCs), Fast Response Cutters (FRCs) and our legacy cutter and aircraft
fleets achieved impressive operational successes in Fiscal Year 2015.
Critical acquisitions like the Offshore Patrol Cutter (OPC), a more
capable and reliable replacement for our outdated Medium Endurance
Cutters (MEC), are essential to our long-term success. We expect to
take a major step forward in the OPC acquisition by down-selecting to
one vendor by the end of Fiscal Year 2016.
In Fiscal Year 2015, the Coast Guard worked with interagency
partners to help remove 191.8 metric tons of cocaine and detain over
700 smugglers for prosecution, 144 metric tons and 500 smugglers were
removed by Coast Guard assets alone. We also repatriated 2,700 Cuban
and 425 Haitian migrants, and we are closely monitoring maritime
migration patterns as our relationship with Cuba continues to evolve.
Thus far in Fiscal Year 2016, three NSCs alone have made over 25 drug
interdictions in the Eastern Pacific, including two cases involving
Self-Propelled Semi-Submersible vessels, stopping 28 metric tons of
cocaine from reaching our streets. In fact, the Coast Guard is on track
to have a record breaking year for drug removals, having already nearly
eclipsed Fiscal Year 2015 numbers.
Polar Regions
Changes in weather patterns and ice continue to introduce risks and
opportunities in the Arctic. As sea lanes open and access to natural
resources increases, Coast Guard is promoting the safe and responsible
use of this vital region. The Coast Guard adjusted our presence to
better prepare for response when human activity and risk are greatest.
This August, the cruise ship CRYSTAL SERENITY is planning an historic
voyage from Anchorage, Alaska to New York City via the Northwest
Passage. With over 1,000 passengers and 650 crew, the cruise sold out
in weeks and is expected to prompt similar voyages in the future.
We have worked with the owners, as well as our Canadian partners,
to increase the safety and security of this voyage and minimize the
inherent risk in this challenging environment. The Coast Guard, in
concert with our Arctic Nation partners, will continue to solidify
maritime governance regimes, strengthen prevention and response
capabilities and capacities, and increase awareness of this vast and
rapidly changing region.
The formalization of the Arctic Coast Guard Forum is a major step
in the right direction, as is the recapitalization of our icebreaker
fleet, but enduring success hinges upon assured access and U.S.
Sovereign rights in the Polar Regions. In this regard, our aging
national icebreaking fleet cannot reliably meet our mission needs, and
I look forward to continuing to work with the Administration and
Congress to answer the President's call for new heavy polar icebreakers
as soon as they can be built. Preserving maritime safety and security
will require improved governance and enhanced unity of effort among our
partners in the Polar Regions. Our national credibility and ability to
protect our interests would be greatly advanced by a ratified Law of
the Sea Convention.
Cyber Domain
Cybersecurity is not only a vital component of economic and
national security, but it is also critical to our ability to fulfill
the Coast Guard's statutory responsibilities. In addition to
safeguarding our own networks from malicious cyberactivity, the Coast
Guard is developing regulatory approaches that will instill stronger
cybersecurity protocols into our Nation's critical Maritime
Transportation System infrastructure. Thus far in Fiscal Year 2016, the
Coast Guard has worked with industry partners to conduct cyber
vulnerability assessments on vessels and facilities in the Ports of
Houston, Miami, Seattle, and Savannah and will use the results to share
cyber hygiene best practices. Our Area Maritime Security Committees
(AMSC) are incorporating cybersecurity specific subcommittees into
their current practices. Success hinges upon building, developing, and
retaining an appropriate cyber skill set in our workforce. Given the
growing global demand for cyber professionals, we will be challenged to
remain competitive for this highly specialized and uniquely qualified
workforce.
Maritime Safety, Security, and Stewardship
The prosperity of our Nation is inextricably linked to a safe and
efficient Maritime Transportation System. Increased recreational and
commercial waterway usage, coupled with growing domestic natural gas
extraction and transport, deeper U.S. ports, and the expansion of the
Panama and Suez Canals, lead to MTS congestion and continues to place
more people and property at risk. Continued uncertainty and volatility
in the domestic energy sector requires dynamic planning efforts on the
part of the Coast Guard and its partners to effectively regulate
existing and emerging technologies and ensure the safety, security and
environmental stewardship of our Nation's waterways.
In Fiscal Year 2015, we completed more than 16,000 search and
rescue cases, saving more than 3,500 lives, assisting 26,000 more and
preserving more than $432 million in property from loss. We responded
to more than 2,800 oil spills, mitigating damage to sensitive natural
resources. We also completed over 5,200 security inspections of
maritime facilities, more than 8,500 small vessel security boardings
and more than 20,000 security patrols of critical maritime
infrastructure--and continued the deployment of six patrol boats and
250 personnel to protect critical Iraqi maritime infrastructure and to
train Iraqi naval forces.
We also patrolled the largest EEZ in the world, protecting our
sovereign rights and suppressing illegal fishing. We maintained the
world's largest aids to navigation system, released more than 22,000
safety notices to mariners, identified more than 1,100 icebergs and
expended over 14,000 operational hours to enable movement of commerce
through ice impeded waters of the Great Lakes and Eastern Seaboard.
Building the 21st Century Coast Guard
History has proven that a responsive, capable, and agile Coast
Guard is an indispensable instrument of national security, and funding
21st century Coast Guard platforms and people is an especially prudent
investment. To ensure we are equipped to address the demands of our
rapidly evolving operating environment, the Coast Guard, with the
continued strong support of the Administration and Congress, will
maintain momentum for ongoing asset recapitalization programs while
also maintaining our track record of accountability as witnessed by
three consecutive clean financial audits. Fiscal uncertainty presents
challenges, but we are positioned to complete the NSC and FRC programs
of record, award the contract for the OPC to replace vessels nearing 50
years of service, and conduct design work to accelerate the acquisition
of Polar Icebreakers. These are all tremendous successes and critical
for our Nation's 21st Century Coast Guard. However, our greatest
strength is undoubtedly our people, and Coast Guard operations require
a resilient, capable workforce that draws upon the broad range of
skills, talents and experiences found in the American population.
Recognizing our platforms are hollow without a capable and proficient
workforce, we will continue emphasis on talent management by
implementing our Human Capital Strategy and our Diversity and Inclusion
Strategic Plan. Together, modern platforms and a strong, resilient
workforce will ensure the Coast Guard is prepared to meet future
challenges.
Conclusion
As we approach our 226th anniversary, history has proven that no
other investment will return more operational value on every dollar
than the extraordinary men and women of the U.S. Coast Guard--including
48,000 Active Duty and Reserve members, 8,500 civilians, and over
27,000 members of the Coast Guard Auxiliary. While many challenges
still lie ahead, with the continued support of the Administration and
Congress, the Coast Guard's future is bright and we will continue to
live up to our motto to be Semper Paratus--Always Ready. Thank you for
the opportunity to testify before you today and for all you do for the
men and women of the Coast Guard. I look forward to your feedback and
answering your questions.
Senator Rubio. Thank you, Admiral.
I'm going to defer my questions, and I'm going to turn it
over to Senator Wicker.
Did you need to run to the Committee?
STATEMENT OF HON. ROGER F. WICKER,
U.S. SENATOR FROM MISSISSIPPI
Senator Wicker. Well, that'll give me a chance to follow up
on what Senator Cantwell mentioned in her opening statement.
And that's about the icebreakers.
Have you had time to review the Appropriation Committee's
proposal to add $1 billion for an icebreaker? To what extent
would this funding increase--change your acquisition strategy?
What aspects can be accelerated? And the appropriators added
the funds to the Navy's account. Can you comment on why you
think that was done rather than going directly to the Coast
Guard? How do you envision partnering with the Navy? And what
can you share with us about your acquisition strategy in this
regard?
Admiral Zukunft. Senator, thank you for the question. And
yes, I have reviewed the Senate's proposal for the $1 billion.
But, let me tell you where we are right now.
The President's budget for 2017, that that would
appropriate $150 million, with that we've already submitted the
operation requirements document of what we need a heavy
icebreaker to do in the 21st century, not just from a Coast
Guard perspective, but from every Federal entity that has
equities in the polar regions--National Science Foundation,
Arctic Research Council, Department of Interior, Department of
Navy, a host of others. So, we've done that due diligence.
We've shared with FedBizOpps of what the requirements are to
stimulate industry's interest. And, if I were to go back 3
years ago, we held an industry day, and, at that point in time,
we had several million dollars appropriated for researching new
acquisitions of a heavy icebreaker. And we had maybe three
interested candidates. We hosted an industry day, back in
March. We had over 300--domestically, international shipyards.
And so, we are very dialed in on accelerating the timeline. We
are already hiring acquisition personnel to facilitate that
process and even looking at parent craft designs so we don't
have to start from scratch, but look at other heavy icebreaker
designs and use that as a parent craft, if you will.
Back to the $1 billion, that that has been--that that would
be appropriated to the United States Navy. This would not be
unprecedented. Our only medium icebreaker, the Coast Guard
Cutter HEALY, was appropriated through U.S. Navy funding. What
has changed since we acquired the Coast Guard Cutter HEALY is,
we have stood up a--an acquisition force that I am immensely
proud of, and we are used to working with the Navy on
identifying standards, requirements, stable funding to be able
to move this forward. So, we would not have to start a
relationship from anew. And, at the end of the day,
frontloading $1 billion provides that full frontload up front
that would allow us to accelerate final design award and,
ultimately, construction of a heavy icebreaker.
Senator Wicker. Would you prefer that the funds be directly
allocated through the Coast Guard than through the Navy?
Admiral Zukunft. Senator, I'm agnostic to, you know, how it
gets appropriated. We have been in a protracted fifteen year
discussion about the polar regions, our need to recapitalize
heavy icebreakers, and this is the closest to success that I
have seen for as long as I have been intimately involved in the
planning, the design work, and where we need to be in the
Arctic region.
Senator Wicker. For the next two winters, what is your
capability for icebreaking?
Admiral Zukunft. So, our capability right now, we have one
heavy operational icebreaker. That is the Polar Star. She
routinely goes down to Antarctica to support the scientific
mission down there. The Coast Guard Cutter HEALY, our medium
icebreaker, is underway as I speak today supporting scientific
mission and a number of other national strategic objectives up
in the Arctic region.
Senator Wicker. OK. Now, when the seasons change, will that
one in Antarctica be back up north?
Admiral Zukunft. When the season changes, we will typically
bring that one heavy icebreaker back. They are--they will go to
a shipyard, do some refurbishment to get them ready to go again
the next year. It really takes a minimum of two heavy
icebreakers to do the work that we do down in Antarctica.
Senator Wicker. So, your capability in the Arctic is now
one. You'd like for it to be two.
Admiral Zukunft. We have a high latitude study that
actually, through a third party, would say we need three medium
and three heavy icebreakers in our national inventory.
Senator Wicker. But, the plan now would be to give you two?
Admiral Zukunft. Right.
Senator Wicker. All right. One other thing. About this,
``Going to Need a Bigger Coast Guard Going Forward,'' in the
SEAPOWER magazine, can you explain to us the process you and
your staff are using to allocate the limited funds you have,
what missions are not receiving top priorities, and what would
you correct, if you could?
Admiral Zukunft. Well, we always talk about intelligence
driving operations. And so, 2 years ago, you know, we looked at
the flow of drugs, the amount of intelligence that we had. And
the drugs are really destined immediately for Central America,
en bulk. They're broken down to retail value and eventually
smuggled into the United States. We had intelligence on about
85 percent of the drug flow in the maritime transit zones,
where most of these drugs are being transhipped. On the best of
days, we could target 10 percent. So, that means 75 percent
gets a free pass.
When I looked at some of our distant water fishing vessel
enforcement regimes, we are seeing compliance rates of over 90
percent. But, we're allocating a lot of resources, trying to
get to 100 percent, when we have a 10% scorecard in the transit
zone that is immediately impacting regional stability. So, we
reallocated some of those resources to bolster our presence in
the transit zones at a point in time where the United States
Navy decommissioned the Perry-class frigates, which were really
our stalwarts with Coast Guard law enforcement teams doing
enforcement activity in those regimes.
So, those are tradeoff decisions that we have to make. How
do we best manage risk to the optimum effect? And in--this is a
point in time where we're seeing, having met with three--all
three Presidents of the triborder region, a big cause of their
security environment, causing them to be the most violent
countries in the world, are the maritime landings of bulk
shipments of cocaine that undermine rule of law, good
governance, and ultimately are causing men and women to put
their young children in the hands of a human trafficker to find
a safe haven here in the United States.
Do we have all the resources we need to do the job? No.
But, we are clearly focused on the areas that, through
leveraging all of the wealth of our national intelligence
community of, Where do our authorities resonate most? And many
of those are right here in this hemisphere, even though, yes,
we are spread across the world. But, where we are stacked the
most are here in our western hemisphere, protecting our U.S.
maritime borders.
Senator Wicker. Thank you, sir.
Senator Rubio. Thank you.
Senator Cantwell.
Senator Cantwell. Thank you, Mr. Chair.
Following up on this Coast Guard discussion of icebreakers,
you talked about the Polar Star, which is being refurbished and
then it'll head to Antarctica, and then the HEALY. But, don't--
doesn't the United States require, like, six heavy and four
medium polar icebreakers to meet the Coast Guard and Navy's
missions for the future? And doesn't the Navy acquire vessels,
you know, at least, like, three per class, so that we actually
have the resources? Doesn't the Coast Guard follow a similar
model?
Admiral Zukunft. We do, Senator. And we usually say it
takes three to make one. You have one ship that is persistently
present. And if it's in the polar regions, it takes a while to
get there. You come back, and that ship--you know, they're
breaking ice, and they have to go into a shipyard, so they're
taken off cycle. And, meanwhile, you have a third ship that's
ready to deploy and fill the void left by the ship that just
returned. So, whether it's an icebreaker or whether it's an
aircraft carrier, whether it's a fast-response cutter, a
national security cutter, the three-to-make-one model is pretty
consistent across all fleets, not just U.S.----
Senator Cantwell. How many----
Admiral Zukunft.--but worldwide.
Senator Cantwell. Thank you. Thank you.
How many nations are laying claim to the Arctic? And how
many icebreakers do they have? Do they have at least more than
one icebreaker to manage their oversight of that region?
Admiral Zukunft. I'd probably just mention--I just met,
this past Thursday and Friday, with all of the Arctic Coast
Guards. We stood up on Arctic Coast Guard Forum while the
United States chairs the Arctic Coast Guard--the Arctic
Council. And so, Russia has 40----
Senator Cantwell. Forty icebreakers?
Admiral Zukunft.--41. They are in the process of completing
another nuclear carrier. It will be the most powerful nuclear
icebreaker in the world.
When I sit down with the other Coast Guards, we recognize
the vastness of the Arctic, the increase in human activity,
that none of us, singularly, have all the resources we would
need to respond to a mass rescue, to respond to an oil spill if
we see offshore drilling up in the Arctic domain. That's
incumbent upon the Coast Guards of the Arctic to work together.
We will meet again----
Senator Cantwell. But, you're not saying that our response
to a--an oil spill or something in the Arctic is, ``Call the
Russians.''
Admiral Zukunft. We may have to. And so, if you want to
hold that thought, I'd go back to the Deepwater Horizon oil
spill. I was the Federal on-scene coordinator. We had over 20
filled requests for international assistance. We didn't have
enough skimmers in our United States inventory. Russia today
would be problematic. Where is our relationship with Russia
going to be 20-30 years in the lifetime of a heavy icebreaker?
So, I need to think beyond the present, but how do we look at
brokering those assets? We do know that, if there's a vessel in
distress, it doesn't matter what our tensions may be; the rule
of a Good Samaritan will come to bear.
Senator Cantwell. Well, I'm going to leave the response to
that to my able colleague from Alaska, who I think will join
with me in saying we don't think the United States response to
the Arctic should be, ``Call the Russians.'' But, I'll let him
follow up on that, because I have to ask you two other things.
One, this region, out in our coast, that does such a great
job at the mouth of the Columbia River, which is a very
challenging area, so they are training our National Motor
Lifeboat School, they're doing tremendous work. The mouth of
the Columbia River out to the Pacific, as you know, vital for
so many economic interests, yet these people can't get the
healthcare that they deserve. So, I need your help, in working
with DOD, to make sure that they get TRICARE Prime Remote. It
is remote. So, I don't understand why and what's happened here,
but these families that are doing a great job and I can also
tell you, I'm putting a lot of heat on them, as well, as it
relates to, What is our response to a tsunami or Cascadia Fault
situation? So, we want people there to serve our country, to
feel like they are not second-class within the Coast Guard
because they get a lesser healthcare status, and we want them
to be great participants in this big challenge to a Pacific
very flatland area that has to face tsunami threats all the
time. So, can we get your help with that, working with the
Department of Defense?
Admiral Zukunft. Senator, first, I appreciate your
tremendous support for our men and women. And that was the
inappropriate categorization of a--an outpatient clinic that we
have that was then designated as a military treatment facility,
which, as you are well aware, is not, which placed our
dependents at a great disadvantage. So, I share in your ardor
to correct that wrong.
Senator Cantwell. Great. I will look forward to working
with you.
I'll submit something for the record, but obviously the
Strait of Juan de Fuca and continuing to focus on oil spill
response plans is something of very high concern. Again, we
don't want the Canadians to do the antithesis of what we just
talked about in the Arctic and have an oil spill and then say,
``Call the Americans.'' We don't want that, either. We'll
submit a question for the record.
And thank you for being here today.
Senator Rubio. Thank you.
Senator Ayotte.
STATEMENT OF HON. KELLY AYOTTE,
U.S. SENATOR FROM NEW HAMPSHIRE
Senator Ayotte. Thank you, Chairman.
Thank you, Admiral.
I wanted to follow up. I know your initial testimony about
the important work that the Coast Guard is doing on drug
interdiction and disrupting transnational drug networks. And,
as you know, in February, the U.S. Coast Guard Cutter Campbell
returned to Portsmouth Naval Shipyard after a 61-day
counternarcotics patrol of the Caribbean Sea and eastern
Pacific Ocean. As I understand it, the Campbell seized about
4800 pounds of cocaine worth more than $80 million. And these
shipments from South American were bound for the United States.
I would like to ask you, in terms of your interdiction
efforts, there's another issue. I know that that was a very
significant amount of cocaine, obviously worth a tremendous
amount of money. We're also facing a heroin epidemic. And I
know that a good deal of it is actually coming over on the land
side, but wanted to get your thoughts on what the Coast Guard
is seeing, in terms of the heroin issue on the water side. And
also, especially, what kind of cooperation do you have--I serve
on the Armed Services Committee--with NORTHCOM and SOUTHCOM,
with your interdiction issues?
Admiral Zukunft. I'll first talk about, you know, opioids,
heroin. You know, in a maritime domain, we see very little of
it. We've seized probably a little over 50 kilos, which is
still a lot of heroin----
Senator Ayotte. That's a lot of heroin, yes.
Admiral Zukunft.--that were commingled with cocaine
shipments. This was originating from Colombia. As you are well
aware, the opioids, the heroin that is now flooding all the
communities--State of New Hampshire, especially--is originating
in Mexico.
My other role as Commandant is, I also chair the
Interdiction Committee within the Office of National Drug
Control Policy. We have started a campaign called Farm to Arm,
of--how do we look at regional demographics of heroin overdoses
laced with Fentanyl? And how do you get beyond a province, how
do you get beyond a State and then trace it back to the
Southwest Border to really get at the hub of this activity
whose origins are really in Mexico?
Senator Ayotte. Right.
Admiral Zukunft. And so, that is the challenge that we see,
going forward. I am especially concerned as we see more and
more Fentanyl being introduced----
Senator Ayotte. As you know, Fentanyl is----
Admiral Zukunft.--and there's worse to come.
Senator Ayotte.--up to 50 times more powerful. I mean,
essentially 1 gram of Fentanyl--according to CDC, 7,000 doses
of heroin, the equivalent, in terms of on our streets. So,
where do you see heading up this committee as you look about
the southern border and the--this coming from Mexico--what
efforts, collectively, in your role in--as the lead of that
task force, that you think you need additional support on?
Admiral Zukunft. Most of this, as you highlighted, is
coming across our southwest border through our ports of entry.
And very lucrative means of, How do you secret, you know, grams
of cocaine? People that will walk across the border having
swallowed this.
Senator Ayotte. Yes.
Admiral Zukunft. And then it be covered at some point later
on. So, very, very problematic in, how do we detect this? And
recognizing, you know, the addictive characteristics of
opioids, as well. It's a two-part campaign. And it's a
campaign. We've never been in a war on drugs. It's a campaign.
And just as much as we need to interdict, we also need to look
at the--How do we reduce the supply of this? How do we
rehabilitate the addicts?
Senator Ayotte. And the demand end, right, the treatment
and the recovery----
Admiral Zukunft. Right.
Senator Ayotte.--which is certainly something that--you
know, we passed a really good piece of legislation, I was proud
to be a lead sponsor of, in March, called the Comprehensive
Addiction and Recovery Act, so dealing with both sides.
Well, I appreciate your testimony today and want to thank
you for the efforts that the Coast Guard is making, in terms of
the interdiction, because that really is critical on the supply
side. I mean, our law enforcement, this is something they can't
do alone, and they really need the support on these
transnational networks, and also the work that you're talking
about with other countries to get them to step up their game in
their own country.
Admiral Zukunft. Thank you, Senator.
Senator Ayotte. Thank you.
Senator Rubio. Senator Peters.
STATEMENT OF HON. GARY PETERS,
U.S. SENATOR FROM MICHIGAN
Senator Peters. Thank you, Mr. Chairman.
And thank you, Commandant, for your testimony today.
As I know you're aware, Michigan residents value the Coast
Guard's very important role in the Great Lakes. With an
international border, seasonal ice cover, year-round outdoor
recreation, and a very robust maritime transit industry, the
Coast Guard provides critical support for law enforcement,
search-and-rescue operations, icebreaking, and environmental
protections throughout the Great Lakes.
Michigan is also lucky to have the men and women of the
Coast Guard as members of our coastal communities. This
appreciation for the Coast Guard is evident across Michigan,
from the volunteers in the Coast Guard Auxiliary who support
Coast Guard missions each and every day to the Annual Coast
Guard Festival in Grand Haven, Michigan, which, I may say, was
the original Coast Guard City USA. Put that in the record for
everyone to remember.
In light of the Coast Guard's essential role across the
Great Lakes, I am concerned with a proposal to make seasonal
multiple boat stations in the region, including four stations
that are located in Michigan. And I worry that such a proposal
would remove valuable staff and resources during the off
season, when a rapid response to a call to help or for an oil
spill is critical to saving lives and protecting the
environment, regardless of when it occurs.
I just want to say for the record that I appreciate the
Coast Guard's responsiveness to discussing this issue. My staff
has had a number of conversations with folks from the Coast
Guard. They--you have been--your office has been very
responsive. But, I intend to continue to follow up. I know the
communities that I am blessed to represent have many more
questions, and we'd like to see some of those responses in
writing as to the process being used and the rationale for
closing some of those stations, and look forward to working
closely with you, Admiral, on that.
I'd like to start off by kind of continuing the theme of
icebreakers, which we've heard quite a bit about your polar
icebreakers. But, of course, in the Great Lakes, especially in
recent winters, we have seen some very heavy ice cover in the
Great Lakes, as well. In fact, some recent winters have cost
the region, it's been estimated, potentially thousands of jobs
and $1 billion in lost revenue as a result of the incredibly
heavy ice cover.
As you know, the Coast Guard is required by law to keep
shipping channels open and clear during the winter months. But,
I am concerned that our one heavy icebreaker, the Mackinaw, and
the rest of what is a very aging fleet on the Great Lakes do
not have the capacity that you're going to need to execute this
icebreaking mission in the years ahead.
A bipartisan group of Senators from the Great Lakes shares
my concern. I'm not alone in expressing this, as you know,
which is why we have all joined a letter to the appropriators
asking for robust funding for the design and construction of a
new heavy icebreaker on the Great Lakes. And I was pleased to
see the Appropriations Committee heeded this request by
including a $2 million mark for the initial work on this new
Great Lakes icebreaker that would be at least as capable as the
Mackinaw in cutting through freshwater ice.
I would like you, if you would, Commandant, just share for
us and the committee your concerns about capacity on the Great
Lakes and your support for building an additional icebreaker
for the needs there.
Admiral Zukunft. Yes. Senator, our near term is, one,
restore into a service life extension program on our 940-foot
inland icebreakers. And, in years past, we have pulled some
from the lower States to augment when we had--especially 2014
being nearly 95 percent ice coverage of the Great Lakes. At the
same time, we've entered into a memorandum of agreement with
Canada. And so, being able to leverage their heavier
icebreakers, as well.
So, when I look at icebreakers, writ large, I have to look
at my biggest concern, which goes back to my heavy polar
icebreaker. If that becomes beset in ice in, say, Antarctica, I
have no self-rescue capability whatsoever. In the Lakes, I do
have that.
Also well aware of the fact that I have a legislative
requirement to keep those waterways open, as well, to
facilitate commerce. And so, if we look at 2014, I don't know
if I had a--if I had a second Mackinaw, if I would have been
able to make my program goals, as well.
I am not a climatologist. And so, we need to look at, you
know, What does the future portend? But, we will have to
recapitalize the Mackinaw at some point in time. Do we need to
do it today? Right now, I am recapitalizing our national
security cutters, fast-response cutters, a new offshore patrol
cutter that will award final design at the end of this Fiscal
Year, a heavy icebreaker. And so, I will need--would need a lot
of lift to think I could recapitalize five ships, you know, all
in the same increment. So, it's a question of, you know, how
much can we take on at one point in time?
Near term is, extend the service life of those 940-foot
icebreakers. This year did buy us a reprieve, in that we did
have a lighter ice season. But, I can't bank on hope and luck,
that that's going to pervade into the future, as well.
With that, I have a discussion with our Canadian
counterparts on the fifth of July to look at what--their
recapitalization strategy, as well, for their inland
icebreakers, so we don't look at one another and find out that
we have sold ourselves short on this, as well. It does have my
full attention, Senator.
Senator Peters. Well, I appreciate that. And that capacity
in the Great Lakes, as you mentioned, to maintain the maritime
commerce, which, of course, is critical, but the other concern
that we have in Michigan, and we have talked about this in the
past, relates to oil spill response. So, we have an aging
pipeline in the Straits of Mackinaw, which a recent University
of Michigan study stated that if there was a pipeline break in
the Straits, it's the absolute worst place to have a break
anywhere in the Great Lakes basin, which would threaten the
drinking water to--as you know, over 40 million people drink
water out of the Great Lakes. Having an oil spill there, and in
freshwater, which technology is somewhat limited as to how we
actually clean up, that is a concern.
We recently passed the Safe Pipes Act that required folks
to put together response plans in heavy ice, which I was
surprised to hear was not part of plans or requirements, at
least in the past. And, as you know, the Straits of Mackinaw
can be covered with very thick ice, which would make cleanup
very difficult if it occurred at that time. We also have the
St. Clair River, which also has a number of pipes, that also
gets completely closed in ice.
Could you respond or assess some of your concerns about
cleaning up an oil spill with heavy ice cover in the Great
Lakes, given the limited capacity of icebreakers as well as the
challenges of cleaning up an oil spill in freshwater?
Admiral Zukunft. Senator, we've spent a fair amount of
research on removing oil in an iced environment. One of the
catalysts for that, when we saw shale drilling up in the
Chukchi Sea, but certainly the same phenomenon applies in the
Great Lakes. I've been to the research facility where we've
looked at this, and it does cause me concern, as well, if you
were to have a major oil spill in an iced environment. And, as
you're well aware, that ice, even if you break it, it moves
with the shifting currents. So, it is a challenge for us.
We're also working with our National Response Team here.
You have different types of oil. One that Senator Cantwell had
alluded to is tar sands, or what we call bitumen, that has
roughly the same specific gravity as water, and so it doesn't
float; now it sinks. And if it sinks, does it then get into our
water intake?
So, all of those are truly concerns of mine, and the
technology of removing ice--oil in an iced environment is going
to be challenging for us to do so in a major oil spill during
an ice season.
Senator Peters. Well, I appreciate that. And, of course,
being in freshwater, as well, a number of--my understanding, a
number of the techniques used to clean up oil don't necessarily
work in freshwater----
Admiral Zukunft. Right.
Senator Peters.--particularly freshwater that may be used
for drinking water.
And you talked about the currents of ice. As you're well
aware, the Straits of Mackinaw, the amount of volume that goes
through--water volume that goes through the Straits of Mackinaw
is equal to ten times that of Niagara Falls. Those are some
pretty strong currents and an awful lot of pressure on that
ice, which complicates it.
So, I look forward to working with you. We have to make
sure we're protecting that valuable resource. And I thank you
for your efforts.
Admiral Zukunft. Thank you, Senator.
Senator Rubio. Thank you.
Senator Sullivan.
STATEMENT OF HON. DAN SULLIVAN,
U.S. SENATOR FROM ALASKA
Senator Sullivan. Thank you, Mr. Chairman.
And, Admiral, good to see you again, sir.
I want to follow on. As--pretty much every member of the
Committee is talking about the need for icebreakers. And I
would fully agree with Senator Cantwell that calling the
Russians is not a good national strategy for the United States
with regard to our interests in the Arctic, which are growing,
as you know. Huge resources for the country. Very important new
sea lanes of commerce.
So--and I believe when you said the Russians have 40
icebreakers, it's--some of them are nuclear, and it's--I think
they have 13 more they're planning on coming online. So, it's
going to be up to 53. We have two. One is barely operational.
Given that we have all these interests and that the
Russians are very active, and so are other countries with more
icebreakers than us, some countries that aren't even Arctic
nations--and again, I like to remind my colleagues here,
America's an Arctic nation because of the State of Alaska--but,
is three medium icebreakers and three heavy icebreakers--is
that enough to meet our national security interests and our
commercial interests?
Admiral Zukunft. Senator, in the world as we know it today,
I would stand behind, you know, three heavy and three medium.
Senator Sullivan. Why would you stand behind that, when the
Russians have 53 and other countries, much smaller countries,
have more than we do?
Admiral Zukunft. Well, when you look at Russia--and I'll
acknowledge, Russia has been very transparent on how they use
their icebreakers.
Senator Sullivan. So, you think three medium and three
heavy is enough to meet the needs--national security and
economic needs of the United States.
Admiral Zukunft. I do.
Senator Sullivan. I would just beg to differ. Maybe you can
lay out your analysis for the record, in terms of a question on
that, relative to what is happening in the Arctic and relative
to what the Russians are doing in the Arctic, and how you can
say--it seems to me that three will end up having a ``Call the
Russians'' as our ultimate strategy, which is unacceptable.
And, you know, Admiral, it--there is a bipartisan
consensus. We haven't seen that. Even the President, when he
was in Alaska, acknowledged the icebreaker gap. So, I think we
can do much better than that. But, you're starting to see the
Congress move on that, which is important.
Related to that, there's often this figure that's $1
billion to build a heavy icebreaker. Is that correct? And is
that an accurate figure? It seems very high to me.
Admiral Zukunft. Yes. That's an estimate. And we have not
built a heavy icebreaker in over 40 years. Our industrial
complex has not laid up hull thickness for vessels of that size
in the same amount of time, so there would be front-end
investments. So, it is somewhat speculative of what that dollar
value is.
But, when we look at what you need an icebreaker to do--to
exert sovereignty, to be a floating command post, to sort--
support a scientific mission, to provide maritime domain
awareness--it's a pretty wide spectrum of capabilities you're
putting on one platform.
We also recognize that, what would the response protocol be
in the high latitudes? Do you invest in shore infrastructure,
or do you invest in at-sea infrastructure? At least for the
near term, it would probably be more prudent for us to invest
that at-sea infrastructure, not knowing what the next 20 to 30
years might have in store with melting permafrost and the like.
Senator Sullivan. Let me ask--Senator Peters was talking
about the legislative requirement to keep the Great Lakes sea
lanes open. Is there a similar legislative requirement to keep
the Arctic sea lanes open?
Admiral Zukunft. Senator, not that I'm aware of.
Senator Sullivan. OK.
Let me turn to your broader recapitalization plan, Admiral.
I was just recently out in Kodiak, spent the whole day with
your fine young men and women out there. You know, that's, I
think, an outstanding, outstanding air station, you know,
maritime station for the Coast Guard, but it also, certainly to
me, reminded me of just the vast, vast coverage that the Coast
Guard has with regard to our interests--maritime, fishing--off
the coast of Alaska.
The recapitalization plan that the Coast Guard put forward
calls for eight national security cutters, 25 offshore patrol
cutters, total of 33 major cutters, which represents a 25%
reduction in the total number of major cutter hulls. In Alaska,
there's going to be--we have seven 110-foot island-class
cutters that are going to be replaced by six fast-response
cutters. Given that there's so much increasing activity,
whether it's fisheries, whether it's the Arctic, whether it's
search and rescue, does it make sense to replace seven with
six? It would seem to me we need to be going in the opposite
direction, particularly when the GAO has come out, in a 2014
report, had some questions about the new fast-response cutters
meeting their operational capacities that they have advertised.
And then finally, given, again, all the interest in the
Arctic that we have, I believe the closest national security
cutter to the Arctic is in California. Doesn't it make sense to
replace the 110 cutters, island-class, with at least the same
or more, in terms of fast-response cutters, and to have a
national security cutter based in a geographic part of the
world that's increasingly important and has coverage that, as
you know, Admiral, is enormous? And right now, Kodiak plays a
big role in that, and they have to fly sometimes thousands of
miles just to get to activities where they're keeping Americans
safe.
Admiral Zukunft. Yes.
Senator Sullivan. I know that's a lot of questions. I tried
to pack them in before the Chairman cut me off here.
Admiral Zukunft. So, let me, first, address our island-
class, our seven, that will be replaced with six fast-response
cutters. Those island-class boats, they run at about 1,850
hours per year. And, quite honestly, right now they're not
meeting that level, due to unscheduled maintenance. The new
fast-response cutters are programmed for 2,500 hours a year.
So, you know, for each hull, you end up getting 650 more
operational hours, times six. So----
Senator Sullivan. But, is--GAO study confirm all that? I
thought that was saying some of the operational efficiencies of
the incoming cutters are not as advertised.
Admiral Zukunft. I would be happy to brief you on the GAO
report separately. That was really looking at boats, and boats
that are iced in on the lakes in the winter, which is why we
had to address seasonalization. So, it might be--you know,
there might be some mischaracterizations there. But, we are
getting great utility out of these fast-response cutters, which
is why we looked at, at the end of the day, How much at-sea
presence do we have? And it actually increases, and they can
operate in much greater sea states than those island-class
boats can, as well.
As I go back to our national security cutters in the bed-
down plan, where we home-port those, these transit at a much
faster speed. So, from Alameda to the Bering Sea, it's less
than 5 days. They deploy for 210 days out of the year.
Senator Sullivan. Five days is a long time if you're
sinking in the Bering Sea.
Admiral Zukunft. There's always one there. And so, we
always make sure we have persistent presence in the Arctic.
But, the challenge for me, Senator, is not--is the out-year
cost. The title--total lifecycle cost of a national security
cutter. It's not the front-end acquisition, it's the
maintenance that goes with that. And a lot of this maintenance,
with smaller crews, has to be contracted out, which is why we
cluster ships of the same class in one home port.
Kodiak is the optimal port for our offshore patrol cutters,
where we would home-port two of those cutters. And they're
designed with the Bering Sea in mind. The reason we put Sea
State 5 in that requirement was with the Bering Sea in mind,
first and foremost. Sea State 5 means they can operate
routinely in seas up to 11 feet. They can launch and recover
helicopters in those sea states. Our existing 378s cannot. So,
that was really the thought, going forward, of, Where do we
cluster these? But, we need to put more than one ship of the
same hull type in a given home port. And that's where we're
looking at Kodiak.
The other piece of that is, we need to make sure we have
the other infrastructure--the housing, in particular--to
support the crews and then the people that maintain those
ships, as well. So, all of that is being looked at
collectively.
And, make no mistake, you know, Kodiak is Coast Guard
country. Alaska is Coast Guard country. And we will be invested
in Alaska for the long haul, going forward. Our reinvestment
strategy has Alaska very, very frontloaded into that thought
process.
Senator Sullivan. Thank you, Admiral.
Thank you, Mr. Chairman.
And I'm going to submit, for the record, an additional
question. Senator Murkowski and I are submitting a letter to
you, Admiral, that relates to the recent changes in the
restricted operator of uninspected passenger vessel regs that
recently came down that we think could severely negatively
impact the guiding industry. And we want to get your questions
on that for the record.
Thank you, Mr. Chairman.
Admiral Zukunft. Yes. Senator, if I can just take that, you
know, on the record. I will--I am revisiting that very same
regulatory process. I have fished with those guides up there.
Senator Sullivan. Yes.
Admiral Zukunft. The provision that concerns me the most is
the 360 days for a new entrant to be able to enter into this
world of work. I recognize the seasonality that goes with that,
as well. So, I will take it upon myself and with my staff to
work with yours to come with a commonsense solution to this
problem set.
Senator Sullivan. Excellent. Thank you.
Thank you, Mr. Chairman.
Senator Rubio. Thank you.
And, Admiral, you'll be pleased to know, I'm--we're
probably done with our icebreaker questions.
[Laughter.]
Senator Rubio. The naval--because I'm--we're going to talk
about Florida now. And if we ever need icebreakers down there,
we've got big, big problems.
[Laughter.]
Senator Rubio. But, I want to talk about the Cuban migrant
issue and the--just the massive surge. And, in particular, the
kind of level of aggressiveness that we're seeing from migrants
that have been intercepted. As I said in my opening statement,
when I visited the facility in Miami and got to go out and be
with these folks for a few hours, I was hearing stories of
migrants that were stabbing themselves, swallowing lug nuts,
drinking bleach, anything that would require them to be brought
onshore to go to the hospital. And so, obviously, I'm not
asking you to opine on policies, but--in terms of whether
they're good or bad ideas, but I am asking you to opine on the
impact that our current migratory policies toward Cuba are
having on the psychology and behavior of migrants who are
trying to come. In essence, both wet foot, dry foot, which
incentivizes people to touch dry land and ultimately the Cuban
Adjustment Act, in and of itself, which says, if they arrive,
they get to stay, is a contributor. And I was just hoping you
could comment a little bit about the current state of affairs,
how the numbers have ticked up over the last couple of years,
what are current trends and conditions with regards to
migration from Cuba.
Admiral Zukunft. Yes. Senator--Chairman, the numbers you
alluded to in your opening statement, you know, the increase
from 14 to 15, and now 15 to 16--from 15 to 16 this last
quarter, you know, we're up 44 percent. So, yes, the numbers
are increasing.
The acts of desperation, we have not seen the likes of this
before. I was involved in the Mariel boatlift. I was the
commanding officer of a patrol boat back in 1980. Much
different dynamics in this--you know, what we're seeing today.
We're seeing repeat attempts of Cuban nationals trying to gain
entry into the United States. It's not uncommon, when we have
an interdiction at sea, as we start the screening process, it's
not the first time for these individuals. They will go back and
look for passage a second, third, fourth, fifth--as many times
as it takes. And then you see these acts of desperation, self-
inflicted gunshot wounds, swallowing bleach, stabbings, and the
like. And we're seeing, you know, a more frequent occurrence of
noncompliant behavior when our vessels come alongside.
And so, it is a desperate situation. At the same time, it's
a huge investment for the United States Coast Guard to provide
that deterrent level. And there's been discussions of, ``Well,
could we move the Coast Guard to, say, the Mediterranean Sea to
deal with the refugee crisis over there?'' Well, there's a huge
opportunity cost if you do so. We do have a maritime migrant
challenge here in the United States. And if the United States
Coast Guard is not there, then it's now a free pass. I wouldn't
speculate that you would see a scale of Mariel, but certainly
if the word is out that the Coast Guard is no longer standing
the watch, I think the flow would then be unimpeded, going
forward. So, it's imperative that we have that level of
persistent presence.
What I'm especially proud of is the restraint that our
people show when they encounter noncompliant activity. And we
do everything we can to uphold human rights concerns for these
folks that, quite honestly, are looking for a better way of
life.
Senator Rubio. There was a media report that some of the
migrants that had reached the lighthouse actually came with a
cell phone and--ready to call local media and alert them to
this. Is that accurate?
Admiral Zukunft. I'm not sure about the call, but, you
know, they're on the Americans Show a Light--22--two were
recovery in the water, 22 were on the light. And now, as you
alluded to, the judge is--implemented an injunction to discern
whether that is ``feet dry'' if you land on Americans Show a
Light at sea. Those 22 members have been on a Coast Guard
cutter for the last 26 days. But, in all likelihood, they may
be on there for another 2 or 3 weeks longer.
It is a burden to our people. At the same time, we don't
have, you know, all the accommodations to provide for these
individuals that are waiting to determine the outcome of their
status.
Senator Rubio. Can I just ask? As long as the migrants are
on that cutter, is that cutter unable to conduct other
operations?
Admiral Zukunft. We do. We routinely operate, sometimes
with as many as 200 migrants on our flight decks. But, it
certainly does limit your operations. And those ships cannot
stay out for sea indefinitely, which means you may have to
crossdeck them to another ship. And every time you crossdeck
someone from one ship to another, there's always the risk of
someone may fall over the side.
Senator Rubio. Given that the current numbers are clearly
straining your resources and perhaps diverting from the ability
to do some other parts of your mission, if these numbers
continue to increase, if there's a dramatic, let's say,
doubling of the current numbers, is it your opinion that--at
that point will deeply impact the ability of the Coast Guard to
conduct other essential missions outside of migrant intercept?
Admiral Zukunft. No, Chairman, as we routinely do, when we
are overwhelmed in one mission area, we pull from another one.
The one we would have to pull from, though, quite frankly,
would be the level of effort we're doing in the transit zone in
the eastern Pacific and----
Senator Rubio. On the--in the drug interdiction.
Admiral Zukunft. Exactly.
Senator Rubio. So, if this Cuban migrant issue gets much
larger than what it is now, if it continues to grow in its
trends, it is your testimony here today that you will have to
pull resources from drug interdiction to deal with the
migratory crisis.
Admiral Zukunft. We haven't reached that threshold yet,
and, under our operation called Vigilant Sentry, when we start
seeing, you know, increased threat, you know, flows, there's
also the possibility we could look for other assistance through
our Department of Defense. We've implemented that in the past.
So, that would be another possibility, as well.
Senator Rubio. OK.
On the--I know that the recapitalization of the fleet has
been identified as a priority, as a key to the long-term
success of the agency. Has the current state and age of the
fleet--can you talk kind of a little bit about what impact it's
had on your ability to combat criminal networks?
Admiral Zukunft. Our 210-foot medium-endurance cutters, one
of those last night, the Coast Guard Cutter Vigorous, is in the
eastern Pacific. She's home-ported on the East Coast, but she
went through the Panama Canal, and she seized, you know, 600
kilos of cocaine last night, launching two boats, an armed
helicopter, all at night, you know, with a crew of 75. That's a
50-year-old ship. By the time we recapitalize those ships, they
will be approaching their 55-year of service. So, it is a
challenge for us. We cannot do another service life extension
program on our 210-foot class of ships. We may have to extend
the service life out on our 17--on our 13--excuse me--270-foot
medium-endurance cutters. I would much rather see us
recapitalize those rather than trying to extend the service
life to 50 years and beyond.
I attribute the years of service that we get out of the
ships to the men and women who do the day-to-day maintenance on
them. As busy as these crews are when they're out at sea, the
tempo picks up when you return to port. You would think it
would be the complete opposite. They've got to get that ship
maintained and ready to go to put out to sea again. They deploy
185 days out of the year, but there's not--really not time to
take a day off. And so, my concern is, we've been operating at
this operational tempo on the backs of our people.
Senator Rubio. In terms of technological advancement, is
the Coast Guard developing or fielding unmanned aircraft, which
can be launched from ships and used to assist interdiction
efforts?
Admiral Zukunft. We do have that in the President's budget,
and we are moving out on what I would call small unmanned
aerial systems, much more portable. We worked with the Navy,
and we worked closely on the Fire Scout Program, and did a
prototype with that. But, we recognize that we still need
manned platforms, as well, to do aviation use of force,
precision fire against fleeing go-fasts or launching rescue
swimmers to rescue mariners in distress. You can't do that with
a UAS. And so, we need a light system, a system that doesn't
come with a support tail of 15-16 people, like the Fire Scout
did, which then, you know, I have to put other people ashore to
support what is supposedly unmanned, but it comes with a very
heavy manpower tail associated with it. So, that's why we're
looking at small unmanned systems that are sea-based that
extend our domain awareness, you know, to and just over the
horizon using these more affordable and, in some cases, almost
expendable systems.
Senator Rubio. And finally, is there a Department of
Defense or Department of Homeland Security requirement for a
minimum number of ships forward deployed to conduct
interdiction missions for SOUTHCOM and Joint Interagency Task
Force South? And if there is such a minimum number, how often
do we fall short of that requirement?
Admiral Zukunft. I'll have to back-brief you on that,
Senator, but we do work through the Joint Staff, in terms of
resourcing. And, as you can imagine, if you look at, you know,
all the demands placed on our Department of Defense today,
every combatant commander does not get the resources they need
to carry out their mission. The Navy is not able to meet its
requirements in the western hemisphere, because of the demands
placed in the Mediterranean, in the MidEast, and in the Pacific
theaters, as well, which is why the Coast Guard has, you know,
doubled our effort to fill the void left by the United States
Navy.
I'll just add, we do a lot of work with our allies, with
the Canadians, with the French, Dutch, Her Majesty's Navy, the
Royal Kingdom. So, they're providing--augmenting us
significantly. In fact, at one point, this past spring, we had
14 ships. Out of those, only seven of those were U.S. flag. The
others were allies helping us in this western hemisphere of
ours.
Senator Rubio. Well, Admiral, I want to thank you for your
service to our country, for being here today. As you saw from
the attendance during a busy day, there is a lot of interest in
the mission that you conduct. I have tremendous respect for the
work that you and your men and women do on behalf of our
country.
The hearing record is going to be remain open for--during--
for 2 weeks. And, during this time, Senators will be asked to
submit any questions they might have for the record. If you
receive any, Admiral, I would ask, respectfully, that you
submit your written answers to the committee as soon as you
possibly can, given all the other work you have going on. So,
don't divert resources away from drug interdiction to answer
our questions, so--but, we most certainly would want to have
answers at some point if you do receive any written inquiries.
And again, I thank you for appearing before us.
And, with that, this hearing is adjourned.
[Whereupon, at 3:20 p.m., the hearing was adjourned.]
A P P E N D I X
Response to Written Question Submitted by Hon. John Thune to
Admiral Paul F. Zukunft
Question. Does the CG need any additional authorities to combat
illegal fishing in the Gulf of Mexico?
Answer. No. The U.S. Coast Guard's general law enforcement
authority under 14 U.S.C. Sec. 89 is sufficient to combat illegal
fishing in the Gulf of Mexico.
______
Response to Written Questions Submitted by Hon. Daniel Sullivan to
Admiral Paul F. Zukunft
Question 1. Since U.S. Interior Secretary Sally Jewell denied a
life-saving reliable medical emergency access corridor from King Cove
two days before Christmas in 2013, there have been a total of 44
medevacs total. Of those, 16 involved the Coast Guard and 28 were non-
Coast Guard medevacs.
Instead, the Secretary continues to expect brave Coast Guardsmen to
risk their lives flying dangerous evacuation missions in poor weather
conditions, when this issue of emergency medical access can be solved
so simply with a few miles of new road.
Last year, I asked for your thoughts on this situation and what is
being required of the Coast Guard. You stated that the approximate cost
was $42,000 per medivac. My understanding is that if the Coast Guard
executes the medevacs from Cold Bay where there is Coast Guard presence
during the crabbing and fishing season, the cost is approximately
$42,000. However, I'm told that outside of fishing season, the Coast
Guard comes from Kodiak with costs of approximately $210,000. Do you
know this to be true?
Answer. The subject estimates are accurate based upon FY 2013
``outside government'' hourly rates tables corresponding to the
operation of an MH-60T launched from Cold Bay, AK or an MH-60T launched
from Kodiak, AK, with an HC-130H cover aircraft also launched from
Kodiak.
The ``outside government'' rate is the fully burdened rate, which
in addition to costs such as fuel, salaries, and maintenance, also
includes costs such as pension benefits, operating asset depreciation
and general and administrative costs.
Question 2. I am told that the Coast Guard is only called when no
other private medevac service can come because of extreme bad weather.
Is that correct?
Answer. That is correct. Commercial providers are the primary mode
of MEDEVAC response to the Cold Bay/King Cove area.
The Coast Guard typically receives requests for MEDEVAC when
commercial providers are unable to respond due to night time flight
restrictions, cross wind, ceiling and other weather limitations, or
their own availability.
Question 3. Is there a specific procedure that the Coast Guard must
go through before the emergency medevac is approved? Can you describe
that procedure?
Answer. When deciding whether a case is sufficiently urgent to
justify the risks involved with a MEDEVAC, the Search and Rescue
Mission Coordinator (SMC) will consult numerous sources prior to making
a response request. SMC will obtain advice from medical personnel,
preferably Coast Guard or Department of Defense medical personnel
familiar with Search and Rescue operations, consider emergency medical
capabilities of Coast Guard crews, and consider the operating
characteristics of Coast Guard Search and Rescue units.
The SMC and medical personnel will weigh the risks of the mission
against the risks to the patient and the responding resource.
This review of risks includes the patient's clinical status,
probable patient outcome if MEDEVAC is delayed or not performed,
medical capabilities of the responding Coast Guard personnel and
equipment, prevailing weather, sea and other environmental conditions.
After a MEDEVAC mission is approved by SMC, the final decision to
conduct the MEDEVAC rests with the aircraft commander, cutter
commanding officer, or coxswain based on their on-scene risk
assessment.
Question 4. So, that puts both the sick/injured, medical personnel
(usually a local nurse) and the brave Coast Guard crew at enormous
personal risk. Is this correct?
As you noted when we discussed previously, the real cost that is
beyond the finances--there are the real costs associated with the risk
to the men and women conducting the medivacs.
Answer. Helicopter Medical Evacuation (MEDEVAC) can be hazardous to
both patient and crew because of environmental conditions, proximity to
obstacles and from dangers inherent in transferring a patient from land
to helicopter or from vessel to helicopter.
Our aircrews are trained to exercise on-scene initiative to assess
and articulate the risk, and balance it against the probable gain of a
proposed course of action.
We are committed to doing everything we can to assist others, but
are also committed to doing so safely and without undue risk to our
Coast Guard men and women.
Question 5. There's been a lot of attention paid to human
trafficking and IUU fishing in the Western Pacific region, where the
Coast Guard has a prominent role in deterring illegal activity on the
ocean. The U.S. is responsible for a lot of ocean out there, both
through our territories and with our compact of free association allies
such as Palau. I think the Coast Guard does a good job with the assets
it has, but you don't have enough assets on the water to be really
effective. Are you looking at deploying new technologies, such as
airborne radar systems, that can help you gather enforcement-quality
evidence against pirate vessels and their illegal activity, as well as
increasing our maritime domain awareness capabilities?
Answer. The Coast Guard continually assesses developing
technologies for applicability to our statutory mission sets; however,
the Coast Guard does not have a capability requirement to specifically
gather enforcement-quality evidence against pirate vessels. Instead,
the Coast Guard utilizes existing radars, forward-looking infrared
cameras, and other surveillance sensors onboard cutters and aircraft to
assist in maritime domain awareness in support of all Service missions.
Question 6. Regulations calling for the use of Automated
Identification Systems (AIS) equipment were implemented on March 1st of
this year, yet questions remain as to when vessels must operate this
equipment. Vessel operators fear that the use of AIS equipment over
fishing grounds would reveal the most productive locations,
jeopardizing their livelihood. It is my understanding that the intent
of the regulation is to improve navigational safety and, should AIS use
be limited to Vessel Traffic Service areas, it would successfully
accomplish this objective. Will you consider whether Automated
Identification Systems (AIS) should use be limited to Vessel Traffic
Service areas?
Answer. Carriage of the Automatic Identification System (AIS) by
commercial vessels greater than 65 feet in length is required on all
U.S. navigable waters. There are 11 Vessel Traffic Services (VTS) areas
nationwide. They comprise a small percentage of the Nation's navigable
waterways. Limiting AIS carriage to only VTS areas would severely limit
its utility and would deprive mariners of a proven navigation safety
tool in many other heavily travelled waterways.
Question 7. The intent of Congress for the Alternate Safety
Compliance Program was that the program was to be developed in
coordination with the fishing fleets using statistical analysis of
recent incidents to ensure the program addressed actual gaps in safety
in the fishing fleets around the US. It is my understanding that to
date the data has not been analyzed--some necessary date isn't even
available--and the majority of fleets around the U.S. have not been
contacted. The CG is expected to issue new guidance in January, before
seeking comment. If final guidance does not come out until sometime
after January 2017, the fleet will have a very short window to come up
to compliance to meet the January 2020 implementation. The goal is to
have targeted regulations developed in cooperation with industry that
addresses specific gaps in safety based on data analysis. Will the
Coast Guard meet with industry to develop the general guidance and
fleet specific annexes before it is released?
Answer. The Coast Guard is committed to meeting Congress' intent to
address fishing vessel safety. Having received input from the
Commercial Fishing Safety Advisory Committee (CFSAC) and the fishing
industry at numerous meetings and workshops, the Coast Guard suspended
development of an Alternative Safety Compliance Program (ASCP) and
instead initiated development of an Enhanced Oversight Program (EOP).
The EOP will draw upon existing Captain of the Port authorities, can be
prescribed by policy, and will build upon the existing commercial
fishing vessel safety examination regime in 46 C.F.R. Pt. 28.
Recognizing that an ASCP would require new regulations, the Coast Guard
considers the release of the EOP in January 2017 as an interim measure
to meet Congress' intent of an ASCP, until such time as we can publish
any necessary additional requirements by regulations. In addition to
implementing the EOP, the Coast Guard will issue voluntary safety
guidelines and best practices for all fishing vessels that will expand
upon the requirements set forth in 46 C.F.R. Pt. 28 as well as those
proposed in the NPRM published on 21 June 2016. The Coast Guard will
continue meeting with CFSAC and the fishing industry to fully develop
the EOP and safety guidelines.
Question 8. Given the concern with ensuring compliance, will they
CG consider delaying implementation to three years after the guidance
is released?
Answer. The EOP is a policy action that will not place any
additional requirements on commercial fishing vessels, beyond what 46
C.F.R. Pt. 28 mandates. New regulations to develop an ASCP would go
through a public comment period and take into account any feedback on
implementation and compliance.
Question 9. The U.S. Coast Guard's recent change to the ROUPV
credential will severely impact the guiding industry, commercial
lodges, and local citizens of Western Alaska. Formerly, guides could
acquire a ROUPV license for operation on all freshwater rivers or lakes
in Western Alaska after 120 days of experience anywhere in the country
and a classroom component. Guides utilizing this system were primarily
small boats operating on small rivers and streams making up larger
waterway systems. Recently imposed drastic regulatory changes will
cripple these local operators.
What are the Coast Guard's plans and timeline for addressing the
Citizen Petition to Change Regulations Governing the Restricted
Operator of an Uninspected Passenger Vessel (``ROUPV'') Credential to
Alleviate the Disproportionate Adverse Effects on Western Alaska (filed
May 16, 2016)?
Answer. The Coast Guard is committed to working collaboratively
with the petitioners on their concerns regarding the regulations.
Because the existing regulations provide the Coast Guard with
flexibility to address many of the petitioners' concerns, the Coast
Guard responded to the request on August 2, 2016, by denying the
petition. In the response, the Coast Guard explained that it is
imperative for operators to have the necessary knowledge and training
to conduct these operations safely, and that the regulations in
question are appropriate. We further explained that many of their
concerns can be addressed by updating Coast Guard policy.
Question 10. What are the agency's plans to actually involve
Alaskans in the decision-making process this time around, as there were
no meetings held in Alaska on the proposed rulemaking before it went
into effect, and there was no notice given to Western Alaska guides or
lodges prior to the final rule being enacted?
Answer. Coast Guard Sector Anchorage contacted the lodge owners to
collaborate on a process. The lodge owners communicated to the Coast
Guard that their preference is to meet after the guiding season is
over.
Question 11. Have any hearing dates or locations on the petition
been set?
Answer. There were no hearings held on the petition for rulemaking.
Question 12. What timeline has the Coast Guard planned to address
the petition? The guiding season is already underway.
Answer. The Coast Guard responded to the petition on August 2,
2016. The Coast Guard will meet with lodge owners to discuss ROUPV
following the close of the guiding season.
Question 13. Is the Coast Guard planning to enact emergency relief
from the effect of these regulations before a long-term, more permanent
solution is reached to address the regulations?
Answer. The Coast Guard is developing an updated policy letter that
will clarify the existing regulatory flexibility for implementation of
46 C.F.R. 11.467(g).
Question 14. Harnessing new technologies to replace traditional
assets for the performance of mission requirements can optimize the use
of Coast Guard resources across all mission areas. In the Coast Guard
Authorization Act of 2015 (Public Law 114-120), Section 606 requires a
report to Congress on the use of possible alternatives, such as the use
of satellite surveillance technology, to carry out the International
Ice Patrol mission. What is the status of completing this report
required by Sec. 606?
Answer. The Coast Guard's Congressional Report entitled: ``U.S.
Coast Guard Report on International Ice Patrol'' has been drafted and
the Coast Guard anticipates delivery prior to the end of Fiscal Year
2016.
Question 15. Can you give me any preliminary information from your
review on the use of satellite surveillance technology to detect
icebergs in the North Atlantic as part of the Coast Guard's
International Ice Patrol mission? For example, will the review do the
following: Look at the use of both radar and optical satellite image
data to provide information for operational and programmatic use?
Answer. A report required by the 2015 CGAA on International Ice
Patrol (IIP) operations contains the results of the Coast Guard's
review of current methods and alternatives. The report is in the final
stages of review and is expected to be released before the end of the
year.
Yes. The report examines alternatives to IIP's traditional aerial
reconnaissance, including the use of both radar and optical satellite
image data.
Question 16. Compare satellite surveillance to the aircraft patrols
used in the International Ice Patrol mission for accuracy, reliability,
environmental constraints, and cost?
Answer. The report examines alternatives, including satellite
surveillance, to IIP's traditional aerial reconnaissance. Each
alternative was evaluated against the following criterion: (1) ability
to provide timely data on ice conditions with the highest possible
resolution and accuracy; (2) ability to operate in all weather
conditions or any time of day; (3) and cost-effectiveness against the
cost of current operations.
Question 17. Consider whether satellite surveillance can be used to
concurrently support and complement the aircraft operations being
employed now?
Answer. Yes. Additionally, the Coast Guard is currently
supplementing aerial reconnaissance by acquiring commercial synthetic
aperture radar (SAR) satellite reconnaissance images. When imagery is
acquired in the northern sections of the IIP operational area, icebergs
identified can be directly added to IIP's warnings to mariners.
Question 18. If satellite surveillance can be used for the
International Ice Patrol, are there other mission needs that the
aircraft now used for those patrols could be freed up to be used for?
Answer. The fixed wing aircraft hours dedicated to the IIP mission
represent 1 percent of the Coast Guard's fixed wing aircraft hours
overall. If these flight hours were no longer needed for the IIP
mission, they would be assigned to other mission areas.
______
Response to Written Questions Submitted by Hon. Bill Nelson to
Admiral Paul F. Zukunft
Question 1. National Security Cutters--Admiral Zukunft, to date the
Coast Guard has completed six National Security Cutters, at an average
cost of $695 million per ship. These ships are designed to be highly
capable, multi-purpose successors to our aging fleet of High Endurance
Cutters, which are now over 50 years old. How would you characterize
their performance so far, and the Nation's return on investment, as
these vessels have begun performing their duties, particularly
regarding drug enforcement and our national security concerns in the
Western Hemisphere?
Answer. Between Fiscal Year 2009 and Fiscal Year 2016 to date, the
interdiction rate of the Coast Guard's three operational National
Security Cutters (NSC) has far eclipsed that of our High Endurance
Cutters. NSCs have prevented $2.8 billion of illegal drugs from
reaching the U.S. Of note, the CGC BERTHOLF interdicted 22 metric tons
of cocaine in one patrol, including a record eight metric ton cocaine
seizure from a semi-submersible in the Eastern Pacific.
NSCs are unsurpassed in range, sea-keeping, and C4ISR capabilities.
They are the only non-DoD maritime asset able to provide specialized
intelligence collection and sharing capability in support of DHS
missions, providing a tremendous strategic and tactical advantage.
The Coast Guard's most effective offshore interdiction package is a
flight deck equipped cutter with an Airborne Use of Force (AUF)
helicopter working with a Maritime Patrol Aircraft (MPA), multiple over
the horizon cutter boats and a highly trained boarding team, all of
which are fully supported by the intelligence community. NSCs are
ideally suited to deliver these unique capabilities.
Question 2. Offshore Patrol Cutters--Admiral Zukunft, while the
National Security Cutters are providing exceptional service, my
understanding is that the true workhorses of the drug and migrant
interdiction mission in the Caribbean are the legacy Medium Endurance
Cutters, or MEC's. Most of these cutters were commissioned over 50
years ago, yet are still patrolling out there today accomplishing this
very important mission. How would you describe the current situation
regarding the reliability and mission readiness of the MEC fleet, and
what challenges are they imposing on accomplishing the Coast Guard's
interdiction missions?
Answer. In the past six years, six MECs have been sent to emergency
dry docks because of unscheduled maintenance. In Fiscal Year 2015
alone, the MEC fleet recorded 184 lost cutter days due to unscheduled
dockside maintenance threatening our ability to project persistent
offshore presence. Recapitalizing this aging fleet with the Offshore
Patrol Cutter (OPC) is the agency's highest acquisition priority.
Continued progress is absolutely vital to recapitalizing the MECs, some
of which will be over 55 years old when the first OPC is delivered. In
concert with the extended range and capability of the NSC and the
enhanced coastal patrol capability of the Fast Response Cutter (FRC),
OPCs will be the backbone of the Coast Guard's strategy to project and
maintain offshore presence. We are on track to award OPC Detail Design
by the end of the Fiscal Year. This will be a significant milestone in
the acquisition of these important assets.
Question 3. Readiness of Coast Guard--Admiral Zukunft, I understand
that accomplishing these complex interdiction missions at sea requires
maintaining a ``continuous presence'', i.e., ensuring that ships and
aircraft are continuously monitoring the smuggling routes used for
drugs and migrants. For example, if a migrant smuggling route is left
unguarded and a few boats successfully complete the journey and phone
home to report this, we could very quickly end up with an unintended
mass migration on our hands, placing thousands of lives in jeopardy as
they attempt a very perilous journey. We have already discussed the
readiness issues of the Coast Guard's aging fleet of aircraft and
ships. What impact do these increasingly frequent failures have on your
ability to maintain this ``continuous presence''?
Answer. In the past six years, six MECs have been sent to emergency
dry docks. In Fiscal Year 2015, the MEC fleet recorded 184 lost cutter
days due to unscheduled dockside maintenance threatening our ability to
project persistent offshore presence. Recapitalizing this aging fleet
with the Offshore Patrol Cutter (OPC) is the Coast Guard's highest
acquisition priority. Continued progress is absolutely vital to
recapitalizing the MECs, some of which will be over 55 years old when
the first OPC is delivered. I am pleased to report we are on track to
award OPC Detail Design by the end of this Fiscal Year. These new
assets will help the Coast Guard maintain robust and effective at-sea
presence to detect, deter, and interdict threats as far from our shores
as possible.
Question 4. Helicopter Interdiction Tactical Squadron (HITRON)--
Admiral Zukunft, I understand that the Jacksonville, FL based
Helicopter Interdiction Tactical Squadron (HITRON), has proven an
extremely effective tool in both the Caribbean and Eastern Pacific for
interdicting so-called `go-fast' vessels, speedboats carrying large
amounts of narcotics from Central and South America to the United
States. These helicopters use special tactics and highly-trained
marksmen to shoot out and disable the engines of these smugglers, so a
boarding team can then intercept them on the water and detain them. How
do these teams receive this specialized training, and why has the use
of these teams so often been linked to successful drug seizures?
Answer. U.S. Coast Guard HITRON pilots are highly trained and
specialized in Airborne Use of Force Counter Drug (AUF-CD) operations,
tactics, and legal authorities. The pilots complete an extensive ground
syllabus followed by numerous day and night AUF flights to test flight
skills and judgment; culminating their training in a minimum 30 day
deployment with an AUF-CD Mission Commander to gain operational
experience.
In addition to the extensive pilot training and certification
process, the Coast Guard Precision Marksman program has its own
rigorous qualification procedure. All shooters build upon the
fundamentals of rifle marksmanship through course curriculum and
practical application to include operation and maintenance of the
precision weapon system, positional shooting, sighting systems, and
long range target engagement. Candidates receive training in day and
night shooting proficiency at various distances with precision and area
fire weapon systems, precision shooting from a helicopter day and
night, and once qualified, conduct mandatory sustainment training both
on the ground and in the air to continue professional development, hone
skills, and maintain proficiency.
The specialized capability of Airborne Use of Force (AUF) is a
valuable force multiplier for operational commanders. A helicopter's
maneuverability, range airspeed, hovering capability, and ability to
operate at both high and low altitudes make it an exceptional platform
for delivering precision rifle fire in order to disable and interdict
Non-Compliant Vessels. Additionally, AUF aircrews are able to reduce
risks associated with boarding operations by providing precision cover
fire for responding boarding teams. The Coast Guard's most effective
force package is a flight deck equipped cutter with an AUF helicopter
working with a Maritime Patrol Aircraft, multiple over the horizon
cutter boats, and a highly trained boarding team that is fully
supported by the intelligence community. HITRON AUF capability provides
the most decisive and deliberate ``End Game'' in the Coast Guard's
arsenal to combat illicit maritime activities.
Question 5. Narco-Submarines--Admiral Zukunft, we know that the
manufacture and distribution of illegal narcotics are an incredibly
lucrative trade, one that incentivizes cartels to go to great lengths
and expense to innovate new methods to avoid detection. I have heard
more and more accounts of the Coast Guard interdicting so-called narco-
submarines-semi-submersible, and even fully-submersible, ships, built
in the depths of the jungles of Colombia and Ecuador to move massive
amounts of drugs while remaining nearly undetectable. I understand that
Joaquin ``El Chapo'' Guzman was among the first to make use of these
submarines, and hired naval architects to devise a means for
constructing these relatively sophisticated vessels in primitive
conditions under the deep jungle canopy. How is the Coast Guard doing
at keeping pace with advancements in technology these cartels are
employing, and what can we do to ensure you have the resources you
need?
Answer. The Coast Guard is making great progress in its
modernization efforts through the acquisition of new surface assets
such as the National Security Cutter (NSC), Fast Response Cutter (FRC)
and upcoming Offshore Patrol Cutter (OPC). Both the National Security
Cutter (NSC) and planned Offshore Patrol Cutter (OPC) provide a robust
system of C4ISR sensors that will enhance surveillance, detection,
classification, identification, and prosecution performance in the
offshore environment.
Leveraging this system, the Coast Guard utilizes intelligence
sourced from the intelligence community, including DOD, and domestic
law enforcement agencies, via the Joint Interagency Task Force South
(JIATF-S) to provide all resource fusion and direct tactical cueing of
assets to facilitate interdictions. Maritime drug smuggling
interdictions yield intelligence and critical access to TCO networks,
further expanding the Nation's ability to identify, target, and defeat
illicit networks.
The Coast Guard continuously seeks to develop effective
intelligence, surveillance, and reconnaissance methods and technologies
to stay ahead of this evolving threat.
Question 6. Recapitalization of Offshore Patrol Cutters--Admiral
Zukunft, You have previously stated to this Committee the urgent need
for ``investments in a 21st century Coast Guard.'' In February of 2014,
the Coast Guard awarded contracts to three shipbuilding groups to
design new models of Offshore Patrol Cutters, blueprints and
specifications of which are due at the end of this fiscal year. As your
Service approaches the selection of one of your shipbuilding vendors'
propositions, what qualities will you consider as top priorities in the
design of these new vessels?
Answer. The key performance parameters established by the Coast
Guard define the top priorities for successful operation of the
Offshore Patrol Cutter (OPC), and these attributes play an essential
role in its design. Significant effort has gone into developing
requirements and a design with the necessary operational capability for
sea-keeping, speed, and range. Additionally, the requirements were
written to achieve a structurally robust platform capable of supporting
the Coast Guard's mission profile. Coast Guard habitability standards
and attention to human systems integration were also considered. The
OPC design will provide a high degree of functionality for workshops,
offices, living, and mission spaces, and will meet the latest
environmental standards. The electronics and sensors will incorporate
state of the market technologies that support open systems
architecture. Finally, the Coast Guard values affordability and will
consider how each provides the best overall value to the government.
Question 7. How will those qualities allow for ships that are both
long-lasting and adaptable to technological advances in the 21st
century?
Answer. The OPC Program is based on state of the market technology,
but is being designed to account for potential changes that accompany a
vessel designed for, and projected to last, many years. For example,
the OPC requirements were developed to allow the vessel to adjust to
changing missions such as adaptability for future helicopters, Small
Unmanned Aerial Systems, and boats. Additionally, vessel support
systems for heating, cooling, ventilation, and power are designed with
service life growth margins, which facilitate future equipment and
technology upgrades. The open systems architecture will allow for
technology refresh of electronics and sensors to support mission system
upgrades. Habitability, functional arrangement, and work-life
considerations will result in improved crew comfort for enhanced
mission effectiveness. The 30 year service life design will ensure a
sound platform for the Coast Guard well into the 21st Century.
Question 8. Resources Important to Coast Guard--Admiral Zukunft,
what is the single most important resource the Coast Guard needs today,
but does not have?
Answer. My biggest concern is that I have Coast Guard men and women
protecting our Nation on ships that are older than their parents. Our
Medium Endurance Cutters are in desperate need of replacement and that
is why the Offshore Patrol Cutter (OPC) is my highest priority. I am
grateful for the strong support we have received from the Secretary and
Congress for this important acquisition, and am pleased to report we
are on track to award OPC Detail Design by the end of this Fiscal Year.
______
Response to Written Questions Submitted by Hon. Richard Blumenthal to
Admiral Paul F. Zukunft
Question 1. Coast Guard Museum--The Coast Guard has played a vital
role in our country's safety and security for 226 years. But this
important pillar of our Nation's homeland security is the only
uniformed service without a national museum. The other branches all
have museums where Americans and visitors from around the world can
learn more about their history and traditions. And rightfully so. But
not the Coast Guard.
Thankfully, we're righting that wrong. Until last year, there was a
significant, sizeable hurdle that held us back from fully realizing the
goal of funding and building a museum. That hurdle came in the form of
a law that prohibited the Coast Guard from using its funds for museum
construction. With the help of this committee and the Coast Guard, we
fixed that in the Coast Guard Authorization bill the president signed
in February. The Coast Guard will now be able to invest resources in
getting the museum off the ground. We've already secured $5 million
from appropriators for next year's budget.
Now I understand there's a new challenge. Some have questioned
whether FEMA will even allow the building of the museum in downtown New
London, concerned by the museum's location in a possible flood plain.
My office has been in close contact with FEMA, which so far seems
willing to work collaboratively to address these issues.
Admiral Zukunft, The museum association has a lead role in
construction, but the Coast Guard has an important role, too. Do I have
your commitment to ensure this critical effort succeeds and the museum
gets built as the present site in New London by 2020? Even if FEMA
determines that some extra precautions must be taken to prevent
flooding issues, do I have your commitment to ensure that the Coast
Guard and FEMA--both of which are agencies of the Department of
Homeland Security--will collaborate to ensure we build in downtown New
London?
Answer. I fully support the National Coast Guard Museum (NCGM)
project in New London, and the Coast Guard will continue to provide
guidance and expertise as resources allow. The Coast Guard is not
involved in the construction of the proposed NCGM facility, but
continues to make its experts and artifact collections available to the
NCGM Association. The NCGM Association's plan to complete construction
by 2020 is dependent upon a number of factors, including its ability to
raise funds through donations and to obtain permitting approvals from
state, local, and Federal agencies. We are aware of the challenges
associated with building on the proposed site, and remain committed to
supporting the NCGMA in satisfying FEMA and other permitting agency
requirements. The Coast Guard supports the construction of a National
Coast Guard Museum in New London, but has limited resources to
contribute given ongoing efforts to recapitalize our aging vessels,
aircraft, and shore infrastructure.
Question 2. Coast Guard Band--Last year we heard some troubling
news. After a century of service in Connecticut, the Coast Guard was
looking closely at uprooting the dozens of members of the Coast Guard
band and shipping them off to Washington, DC.
This may seem like a small, insignificant relocation of a few
personnel, but it's actually something that could have a massive,
profound impact on my state. In a letter to you, I stressed that the
relocation of the Coast Guard Band could have far-reaching economic and
cultural consequences for my constituents, yet the process to review
moving the band was shrouded in mystery, with scant publicly available
information justifying these efforts.
My colleagues on the appropriations committee are working with me
to ensure this is prevented next year in the Fiscal Year 2017
appropriations bill. There's always a chance that important bill--with
its critical language blocking a band move--could not become law.
Instead, Congress could passing a continuing resolution, waiting for
the next administration before taking up a major spending bill.
Admiral Zukunft, If the spending bill unfortunately flounders, can
I get your commitment to keep the band in New London permanently?
Answer. Following a careful review, the Coast Guard has decided to
keep the band located at the Coast Guard Academy in New London, Conn.
The decision is not contingent upon the passing of the FY 2017
appropriations bill.
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