COMDTINST 16114.20
5. INTRODUCTION.
a. The Coast Guard operates an extensive network of boat units dedicated to the performance of
Coast Guard patrol and response missions that include Search and Rescue, Enforcement of
Laws and Treaties and Marine Environmental Protection. This network is comprised of
multi-mission stations and marine safety units (particularly those that are geographically
distant from a multi-mission station). A variety of boats are used for mission response and,
in most cases, each unit has more than one boat type assigned. This provides some flexibility
to respond with the most appropriate boat for the mission to be performed. Ideally, the size,
draft, speed and load capacity of the boats assigned to each location is matched with actual
mission need. This allows a fully capable response to all missions while not burdening the
unit with unnecessary training and maintenance requirements resulting from excessive boat
capability or number of boat allowances.
b. Together, Coast Guard boats and the stations and marine safety units to which they are
assigned represent a shore-based response boat system. This system contains a range of
capabilities from small, shallow draft, open construction boats to rugged, heavy weather
motor lifeboats. Ideally, the capabilities of each boat type within the system complement the
others. Replacement of boat types within the system must be accomplished, not on a one for
one basis, but rather with regard to the needs and performance of the overall system.
6. BACKGROUND.
a. The United States Coast Guard has compelling, and sometimes competing, interests to
operate both the most effective and efficient force of shore-based response boats possible. At
present, there is evidence that the current force meets neither of these criteria, as the majority
of the service's over 600 shore-based response boat force is comprised of non-standard boats
purchased locally at the district level. Local purchases of non-standard boats in such
numbers have resulted in training, support, and per-unit acquisition costs that are higher than
necessary. Additionally, local acquisition of boats has often been based upon personal
preference and experience, rather than the rigorous analysis of data that should be the basis of
a force of this size.
b. The acquisition and implementation of the 47' Motor Lifeboat (MLB), the need to replace the
41' Utility Boat (UTB) within five years, and the yearly replacement of aging non-standard
boats have all provided a unique opportunity to begin to regard and manage Coast Guard
shore-based response boats as a capability system. Rather than replacing boats, or even
fleets, on a one for one basis, the capabilities, structure and siting of the required shore-based
response boat force has been identified through data analysis and coordinated with
operational commanders. Boat purchases and siting, operational plans, and staff schedules
can now be structured to support overall force goals.
c. Implementation of the vision of the Coast Guard boat force as a capability system rather than
discrete fleets of boats has already begun. It began when the Coast Guard decided to build
and site the 47' MLB fleet to not simply replace the 44' MLB fleet, but rather to address all
of the service's heavy weather boat needs. Rigorous examination of years of weather and
search and rescue data resulted in the distribution of the new, slightly larger MLB fleet
looking much different from that of its predecessor. The greater speed of the 47' MLB has
allowed fewer to be sited in some northern areas without any degradation in service to the
public. It is also being deployed to southern locations that have not previously had MLBs
assigned. In these locations, they are replacing UTBs because historical data shows the need
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