Joint Tactics, Techniques and Procedures for aW ter ...96).pdf · and controlled movement of cargo between ship and shore. Improvements in cargo packaging, particularly containerization,

21 June 1996

Joint Tactics, Techniquesand Procedures for

Water Terminal Operations

Joint Pub 4-01.5

PREFACE

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1. Scope

This publication addresses the requirementsand responsibilities and provides guidelinesfor operation of water terminal facilities insupport of a US joint force.

2. Purpose

This publication has been prepared underthe direction of the Chairman of the JointChiefs of Staff. It sets forth doctrine andselected tactics, techniques, and procedures(JTTP) to govern the joint activities andperformance of the Armed Forces of theUnited States in joint operations and providesthe doctrinal basis for US militaryinvolvement in multinational and interagencyoperations. It provides military guidance forthe exercise of authority by combatantcommanders and other joint forcecommanders and prescribes doctrine andselected tactics, techniques, and proceduresfor joint operations and training. It providesmilitary guidance for use by the Armed Forcesin preparing their appropriate plans. It is notthe intent of this publication to restrict theauthority of the joint force commander (JFC)from organizing the force and executing themission in a manner the JFC deems mostappropriate to ensure unity of effort in theaccomplishment of the overall mission.

3. Application

a. Doctrine and selected tactics,techniques, and procedures and guidanceestablished in this publication apply to thecommanders of combatant commands,subunified commands, joint task forces, andsubordinate components of these commands.These principles and guidance also may applywhen significant forces of one Service areattached to forces of another Service or whensignificant forces of one Service supportforces of another Service.

b. The guidance in this publication isauthoritative; as such, this doctrine (or JTTP)will be followed except when, in the judgmentof the commander, exceptional circumstancesdictate otherwise. If conflicts arise betweenthe contents of this publication and thecontents of Service publications, thispublication will take precedence for theactivities of joint forces unless the Chairmanof the Joint Chiefs of Staff, normally incoordination with the other members of theJoint Chiefs of Staff, has provided morecurrent and specific guidance. Commandersof forces operating as part of a multinational(alliance or coalition) military commandshould follow multinational doctrine andprocedures ratified by the United States. Fordoctrine and procedures not ratified by theUnited States, commanders should evaluateand follow the multinational command’sdoctrine and procedures, where applicable.

WALTER KROSSLieutenant General, USAFDirector, Joint Staff

For the Chairman of the Joint Chiefs of Staff:

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EXECUTIVE SUMMARY ............................................................................................. v

CHAPTER IWATER TERMINALS OVERVIEW

• Purpose..................................................................................................................... I-1• General..................................................................................................................... I-1• Command Authority................................................................................................. I-1• Selection and Operation of Water Terminals.............................................................. I-2• Categories of Water Terminals................................................................................... I-2• Responsibilities of USCINCTRANS......................................................................... I-6• Responsibilities of the Supported Joint Force Commander........................................ I-6• Responsibilities of the Supporting Combatant Commander....................................... I-8• Responsibilities of the Service Component Commanders.......................................... I-8

CHAPTER IIWATER TERMINAL OPERATIONS PLANNING

• Purpose.................................................................................................................... II-1• General.....................................................................................................................II-1• Joint Operation Planning at the Strategic Level........................................................ II-1• Joint Force Staff Planning........................................................................................ II-2• Water Terminal Planning.......................................................................................... II-2• Deployment Phases.................................................................................................. II-3• Cargo Considerations............................................................................................... II-6• Water Terminal Throughput Capacity Estimation..................................................... II-6• Ship Arrival Planning and Scheduling...................................................................... II-8• Personnel and Equipment Requirements................................................................ II-11• Ship Characteristics............................................................................................... II-11• Logistic Support..................................................................................................... II-12• Other Documentation............................................................................................. II-12• Area Defense Threats............................................................................................. II-13• News Media Considerations................................................................................... II-14

CHAPTER IIIWATER TERMINAL OPERATIONS EXECUTION

SECTION A. OCEAN TRANSPORT RECEPTION................................................ III-1• General.................................................................................................................. III-1• Overseas Resources................................................................................................ III-1• Assigning Berths and Anchorages.......................................................................... III-1• Ship Arrival Meeting Boarding Party..................................................................... III-2• Ship Chandler Services (Hotel Services)................................................................ III-2• Ship Support Services............................................................................................ III-2

TABLE OF CONTENTS

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SECTION B. SHIP DISCHARGE OPERATIONS................................................... III-2• General.................................................................................................................. III-2• Preparation............................................................................................................. III-2• Productivity........................................................................................................... III-5• Petroleum Doctrine and Tankers............................................................................. III-6• Lighterage Use....................................................................................................... III-7

SECTION C. TERMINAL RECEPTION AND CLEARANCE................................ III-7• Introduction........................................................................................................... III-7• Organization and Functions.................................................................................... III-8• Location of the Marshalling Area........................................................................... III-9• Container Stacking Configuration.......................................................................... III-9• Terminal Activities................................................................................................. III-9• Cargo Movement by Rail...................................................................................... III-11• Marshalling Yard Procedures................................................................................ III-11• Marshalling Yard Security..................................................................................... III-12

APPENDIX

A Terminal Units.................................................................................................. A-1ANNEXA Army Units ............................................................................................ A-A-1B Navy Units.............................................................................................. A-B-1C Marine Corps Units................................................................................. A-C-1D Air Force Units....................................................................................... A-D-1

B Water Terminal Planning Considerations............................................................ B-1C Host-Nation Support.......................................................................................... C-1D References........................................................................................................ D-1E Administrative Instructions................................................................................ E-1

GLOSSARY

Part I Abbreviations and Acronyms.................................................................. GL-1Part II Terms and Definitions.............................................................................. GL-3

FIGURE

I-1 Categories of Water Terminals....................................................................... I-2II-1 Steps in Water Terminal Planning................................................................. II-4II-2 Deployment Phases...................................................................................... II-5II-3 Terminal Capacity Estimation Checklist....................................................... II-9II-4 Examples of Operations Data..................................................................... II-13III-1 Preparation for Ship Discharge Operations................................................. III-3III-2 Reasons for Water Terminal Delay............................................................. III-8III-3 Organization of and Traffic Flow Through a Fixed-Port Container

Transfer Facility.................................................................................... III-10III-4 Potential Bottlenecks................................................................................. III-11

EXECUTIVE SUMMARYCOMMANDER’S OVERVIEW

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Provides an Overview of Water Terminals

Covers Water Terminal Operations Planning

Discusses Water Terminal Operations Execution

Water Terminals

Water terminals are key nodes in the total distributionsystem that must be established to ensure the success of amilitary operation. Water terminal selection must considerall relevant factors, because sustainment will hinge heavily onthe water terminal’s effectiveness. Geographic combatantcommanders are responsible for maintaining an effectivedistribution network throughout the range of militaryoperations and for prescribing policies and procedures relatingto that distribution network within their theaters. The selectionand operation of water terminals within the continental UnitedStates is the responsibility of the Commander in Chief, USTransportation Command (USCINCTRANS).

The three types of water terminals are: fixed waterterminals, which are highly sophisticated in facilities,equipment, and organization; unimproved water terminals,those which lack sufficient water depth or materials handlingequipment (MHE), or berthing space or any combinationthereof; and unprepared beach operations (bare beaches),which is the least desirable terminal to operate. Individualwater terminals are categorized by the commodities handledat a specific terminal. Constant coordination is neededbetween terminal commanders and receiving unitsconcerning inspections, unloading, clearance, courier service,safety, and special security requirements to deal withammunition and other hazardous cargo. Methods of cargohandling include containerization (the transport of goods instandardized boxes meeting international standards),breakbulk/crater/palletized or in original item configurationsuch as with rolling stock. The loading or discharge of theseitems can be accomplished by cranes, MHE (forklifts) orlighters or a combination of those pieces of equipmentdepending on the situation.

The establishment andemployment of waterterminals is key insupporting jointoperations.

Water terminals can becategorized based on threemain characteristics;physical facilities,commodity handled, andmethods for cargohandling.

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The responsibilities of the USCINCTRANS also includedeveloping a system to assist the combatant commanderin tracking the movement of units and supplies into thetheater. The United States Transportation Command’s(USTRANSCOM’s) Global Transportation Network, as itinterfaces with the Joint Operation Planning and ExecutionSystem, will provide the combatant commander with forcetracking and in-transit visibility support capability.USCINCTRANS uses its transportation componentcommands, Air Mobility Command, Military SealiftCommand (MSC), and Military Traffic ManagementCommand to execute these tasks.

Planning would typically involve the joint force staff andService components, in coordination with USTRANSCOMand its Transportation Component Commands. The generalconsiderations for water terminal planning are geophysicalcharacteristics of theater, steps in water terminal planning,and basic factors in planning discharge operations.Different phases are needed to reflect changes in type andvolume of cargo that are more efficiently handled by differenttypes of water terminals. The four deployment phases areinitial or surge, tactical resupply, sustained resupply, andbuild-down or redeployment. Terminal throughput capacityestimation encompasses a careful evaluation of several factors:reception, discharge, transfer, storage, and clearance.

The single most important factor in the efficient loadingor discharge of a ship is possession of an accurate holdarrangement or capacity plan and cargo stowage plan forthe vessel in question. In addition to documentation requiredby existing regulations, the water terminal commander willnormally require the following: passenger manifests, cargoreports, ship traffic, workload projections, and personnel andequipment summaries.

Water terminal operations can include MSC common-uservessels, maritime prepositioning ships, commercial vessels oncharter to MSC or vessels provided by a host or coalition nation.In off-loading these vessels where port facilities are less thanadequate lighterage or watercraft may be used. The threesources of capabilities in an overseas area are: military assetsassigned to the combatant commander, host-nation supportnegotiated through bilateral or multilateral agreements, or by

The Commander in Chief,US TransportationCommand is responsiblefor providing designatedgeographic combatantcommanders with strategictransportation support todeploy and sustain theirforces.

Water terminal operationsmust be planned andcoordinated to considercargo flow from origins todestinations in the theater.

Ship arrival planningschedules must becoordinated in order to beefficient and timely whilehandling supplies.

Strategic sealift is theprincipal means ofdelivering equipment andlogistic support for land,air, and sea forces in amajor conflict.

Water Terminal Operations

Water Terminal Operations Planning

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Executive Summary

commercial hire of or charter service from a third nation.Strategic lift ships will require support upon their arrival intheater. The Port Commander and/or the Military SealiftRepresentative needs to ensure berths, anchorages, ship arrivalmeetings, ship chandler services, and ship support servicesare coordinated for strategic sealift vessels.

Based on the vessel manifest and cargo disposition instructionsreceived at the discharge terminal the Water TerminalCommander plans for the discharge of individual ships. Thisplanning is done in advance working closely with thetransportation movement team, terminal cargo transfercompanies and commercial stevedoring companies. Anassessment of MHE requirements is made and the portclearance capability is evaluated. Prior to a ship’s discharge,the Water Terminal Commander will conduct a ship’s meetingwith the vessel master and his staff as necessary, having anumber of individuals from different organizations attend thismeeting, usually calling this the boarding party.

Efficient loading and discharging of vessels requires rapidand controlled movement of cargo between ship and shore.Improvements in cargo packaging, particularly containerization,increase ship and cargo-handling productivity. The cargomarshalling yard is an essential part of this shoresideoperation, providing a place to hold and process cargo pendingfurther movement. Pier space nearest the discharging vesselmust be kept clear of discharging cargo to execute an efficientdownload, marshalling areas provide a quick means of clearingthe immediate pier areas. Marshalling yards are organized tomeet operational requirements with available space and arelocated as near the vessel, rail, air, truck cargo transfer site aspracticable. The objective of ship discharge operations isto maximize the onward movement of cargo whileminimizing the turnaround time of the ship. One way toachieve this is to have the terminal tractors available andpositioned properly at the cranes working the ship. Cargomovement by rail, marshalling yard procedures, and securityall help control, maximize, and secure the movement of cargo.

Water terminals are key nodes in the total distributionsystem that must be established to ensure the success of amilitary operation. Historically, approximately 85 to 95percent of the unit equipment and sustainment cargo is movedinto a theater using sealift and is off-loaded through existingseaports or water terminals. Water terminals are absolutely

Cargo off-load of strategicsealift may be conductedby Navy, Marine, Army, orjoint terminal forces andbe augmented by host-nation support, civilianship crews, and stevedores,depending on the scenario.

The water terminalcommander establishesreception and clearanceprocedures to achieve thecombatant commander’sobjectives. A key toefficient terminal receptionand clearance operationsis marshalling yards.

CONCLUSION

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vital to deploying and sustaining a joint force and could beamong the initial key objectives seized during a forcible entry.Water terminal selection must consider all relevant factors,because sustainment will hinge heavily on the water terminal’seffectiveness. Without adequate water terminals, a geographiccombatant commander’s deployment, employment, andsustainment concepts may become insupportable.

CHAPTER IWATER TERMINALS OVERVIEW

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1. Purpose

This chapter contains an overview of theestablishment and employment of waterterminals in support of joint operations. Itdefines command relationships and discusseskey definitions to facilitate an understandingof the doctrinal concepts presented insubsequent chapters. The chapter alsopresents the responsibilities of supporting andsupported geographic combatant commanders.I t conc ludes by summar iz ing theresponsibilities of component commandersand the Service capabilities to operate waterterminals.

2. General

Water terminals are key nodes in thetotal distribution system that must beestablished to ensure the success of a

military operation. Historically, approximately85 to 95 percent of the unit equipment andsustainment cargo is moved into a theaterusing sealift and is off-loaded through existingseaports or water terminals. Water terminalsare absolutely vital to deploying andsustaining a joint force and could be amongthe initial key objectives seized during aforcible entry. Water terminal selection mustconsider all relevant factors, becausesustainment will hinge heavily on the waterterminal’s effectiveness. Without adequatewater terminals a geographic combatantcommander’s deployment, employment, andsustainment concepts may becomeinsupportable.

3. Command Authority

The provisions of Joint Pub 0-2, “UnifiedAction Armed Forces (UNAAF),” will be

“Ships. . .must have secure ports to which to return, and must be followed bythe protection of their country throughout the voyage.”

Alfred Thayer MahanThe Influence of Sea Power Upon History, 1890

In joint operations, the vast majority of equipment and sustainment cargo ismoved via sealift and is off-loaded through existing seaports or water terminals.

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followed when establishing commandauthority relationships relating to theoperation of water terminals. Geographiccombatant commanders exercise combatantcommand (command authority) (COCOM)over assigned forces. COCOM includes theauthority to give direction over all aspects ofmilitary operations, joint training, andlogistics necessary to accomplish the missionsassigned to the command. Geographiccombatant commanders are responsiblefor maintaining an effective distributionnetwork across the range of militaryoperations and for prescribing policies andprocedures relating to that distributionnetwork. Thus, geographic combatantcommanders have overall responsibility forwater terminal operations within theirtheaters. The geographic combatantcommander may delegate this responsibilityto subunified commanders or joint task force(JTF) commanders in the conduct of theirassigned missions.

4. Selection and Operation ofWater Terminals

The selection and operation of waterterminals within the continental UnitedStates (CONUS) is the responsibility of theCommander in Chief, US TransportationCommand (USCINCTRANS). The selectionand operation of water terminals in anoverseas theater is the responsibility of thegeographic combatant commander. However,the geographic combatant commander mayopt to enter into command arrangementagreements (CAA) with USCINCTRANS toallow the US Transportation Command(USTRANSCOM) to operate some or allwater terminals in the theater.

5. Categories of WaterTerminals

Water terminals can be categorized basedon three main characteristics: physical

facility, commodity handled, and methodsfor cargo handling. See Figure I-1.

a. Physical Facility. The three types ofterminals based on the physical facility arefixed, unimproved facility, and bare beach.

• Fixed. Fixed water terminals are wheredeep-draft vessels come alongside forberthing and discharge cargo directlyonto a wharf, pier, or quay. The cargois then moved to in-transit storage areasto await terminal clearance or loadeddirectly onto surface transport for onwardmovement. Fixed terminals are generallycharacterized by a high degree ofsophistication in facilities, equipment,and organization to support cargohandling and port clearance operations.They are the most capable terminals forhandling large volumes of equipment and

CATEGORIES OFWATER TERMINALS

Fixed

Unimproved Facility

Bare Beach

Physical Facility

CommoditiesCommodity Handled

Container

Roll-On/Roll-Off

General Cargo

Lighterage

Methods for Cargo Handling

Figure I-1. Categories of Water Terminals

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Water Terminals Overview

containerized cargo. In any militaryoperation of meaningful size, thegeographic combatant commandermust strive to acquire or develop fixedfacilities for mission accomplishment.

• Unimproved Facility. An unimprovedwater terminal is a site not specificallydesigned for cargo discharge. It doesnot have the facilities, equipment, orinfrastructure of a fixed water terminal.An unimproved water terminal facilitymay lack sufficient water depth, materialshandling equipment (MHE), andberthing space to accommodate strategicsealift vessels with deep draft. Vesselsmay anchor in the harbor having shallowdraft watercraft lighter loads to or fromthe vessel. This type of operation isnormally established when fixed waterterminals are not available or to increasethroughput to meet increasingrequirements of the joint force.

• Bare Beach. For this type of operation,lighterage is used to off-load ships atanchor, and cargo is moved over abeach or to the shore. Beach facilitiesrequire specifically selected sites toenable lighterage to move cargo to oracross the beach into marshalling yards

or onto clearance transportation. Barebeach operations are conducted underless than desirable conditions, and theirestablishment requires significantengineer support to prepare access routesto and from the beach. Bare beachfacilities should be established onlywhen no other terminal facilities areavailable and should not be relied uponto support major military operations forsignificant periods of time (in excess of60 days). This type of operation isdiscussed in detail in Joint Pub 4-01.6,“Joint Tactics, Techniques, andProcedures for Joint Logistics Over-the-Shore (JLOTS).”

b. Commodities Handled. Individualwater terminals are categorized by the typesof cargo handled at a specific terminal. Thespecial requirements for handlingammunition, explosives, bulk fuel, andother hazardous cargo must be carefullyplanned. Constant coordination is neededbetween terminal commanders and receivingunits concerning inspections, unloading,clearance, courier service, safety, and specialsecurity requirements to deal withammunition and other hazardous cargo.Provisions must be made for classifiedstorage facilities, and personnel must be

SEA PORTS OF DEBARKATION IN THE PERSIAN GULF

The Coalition was fortunate that Saudi Arabia has an excellent portinfrastructure, with seven major ports capable of handling large quantities ofmaterial daily. Four of the major ports are on the Persian Gulf coast; three areon the Red Sea coast. The two principal theater seaports, Ad-Dammam andAl-Jubayl, had heavy lift equipment, warehouses, outdoor hardstand storageand staging areas, and good road networks around the port facilities. Thewarehouses generally were full, though, and there was not enough storagecapacity at these port facilities to handle the large amount of equipment andsupplies that arrived in such a short period. Saudi Arabia cooperated fully inmaking the port facilities available, and allocated more than 70 percent of thethroughput capability in the theater to support Coalition forces.

SOURCE: Final Report to CongressConduct of the Persian Gulf W ar, April 1992

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properly cleared for handling classified cargo.Additionally, bulk fuel ships will normallydock at special fuel unloading facilities;however, they may also be discharged atoffshore anchorages using specializedequipment.

c. Methods for Cargo Handling. Waterterminals are categorized by the type of cargo-handling capability being employed. Thesehandling capabilities are listed below.

• Container. Containerization is the termused to describe the transportation ofgoods in standardized boxes or containers(usually 8-feet wide by 8-feet high byeither 20- or 40-feet long) so thatshipments may be unitized and therebyreduce handling costs and increase cargosecurity during movement. In general,a significant infrastructure (cranes,

specialized MHE and secure openstorage space) is required in thecontainer terminal to receive, handle,store, and dispatch containerized cargo.The most significant infrastructureelement is the large gantry-typecontainer-handling crane used to load anddischarge ships. Because of thisextensive infrastructure requirement,container terminals are usually fixedfacilities. However, containers may bemoved using a vessel’s organic cranes(e.g., from a self-sustaining containership or by a auxiliary crane ship). In thesecases, shore cranes are not required.When using container-handling cranes ata fixed-terminal facility, loading ordischarge rate can approach 600containers per crane per day per berth.Ships loading or discharging cargofrequently employ two or more containergantry cranes simultaneously. Theseterminals can handle all types of nonbulkdry cargo and some dry and liquid bulkcargos in specially configured containers.When operationally feasible and thetactical situation allows, containeroperations are the preferred methodfor handling cargo through a waterterminal , especially when large volumesare required for sustainment operations.Container management and onwardmovement may have negative impact onoperations and must be balanced withother logistic considerations (See JointPub 4-01.7, “JTTP for Use of IntermodalContainers in Joint Operations”).

• Roll-On/Roll-Off. Roll-on/roll-off (RO/RO) operations use ships designed tocarry vehicles. Vehicles may either bedriven or towed on and off ships. RO/ROs are the preferred method oftransporting vehicular unit equipmentoverseas. Because of the requirementfor parking large numbers of vehicles,RO/RO terminals should ideally havesufficient open hard surface storage space

Containerized cargo may be handled adequatelyusing either ships gear or unit cranes at waterterminals without an extensive infrastructure.

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as well as wharfs, piers, or quays withwide aprons and fixed facilities. A RO/RO discharge rate of approximately4,000 square feet or 55 pieces of rollingstock per hour is normal. For anequivalent square footage, heavy trackedvehicles take longer to load or dischargethan light nontactical vehicles. Loadingoperations at a RO/RO terminal may takeup to twice as long as the dischargeoperation, depending on the familiarityof terminal personnel with thecharacteristics and operation of militaryvehicles. Many RO/RO terminals canhandle containerized cargo.

• General Cargo. General cargo (breakbulk)are those items loaded aboard a shipand handled in their basic shipping

package or configuration. Individualpackages or shipping units may bepalletized or otherwise unitized for easein handling but not loaded into a standardshipping container as described above.On the average, breakbulk terminals canhandle up to 2,500 MTONs of cargo eachday per ship. As a minimum, the berthshould (a) have an apron for the full

length of the ship, (b) be sufficiently wideto support MHE operations, and (c)provide sufficient covered storage toprotect the cargo until it is loaded aboardship or until surface transportation isavailable for onward movement to itsdestination. General cargo (breakbulk)is a time-consuming, MHE-dependent,and manpower-intensive method ofhandling cargo.

• Lighterage. This cargo handling methodinvolves using self-propelled and towedfloating craft to carry cargo between aship at anchor and a fixed, unimproved,or bare beach facility. Lighterageoperations are inherently hazardous,complex, time consuming, manpowerintense, and may involve cargo in

containers, RO/ROs, or breakbulkconfigurations. This method should beused only when no other capability isavailable, when moving cargo throughinland waterways to inland terminals, orto augment other ongoing cargo-handlingoperations. Some equipment used toperform these operations include lighteraboard ship (LASH) and seabee barge

Water terminal equipment can be moved to locations where it is required usingheavy lift sealift capabilities.

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(SEABEE) barges, commercial self-propelled and towed barges, and Armyand Navy landing craft.

6. Responsibilities ofUSCINCTRANS

USCINCTRANS is responsible forproviding designated geographic combatantcommanders with strategic transportationsupport to deploy and sustain their forces.This support is normally developed whilefollowing the deliberate or crisis actionplanning process of the Joint OperationPlanning and Execution System (JOPES).Part of this planning involves the routing ofunits and cargo to USCINCTRANS-designated ports of embarkation (POEs). ThePOEs are selected by USCINCTRANS incoordination with the supported andsupporting combatant commanders and theChairman of the Joint Chiefs of Staff. Theresponsibilities of USCINCTRANS alsoinclude developing a system to assist thecombatant commander in tracking themovement of units and supplies into thetheater. USTRANSCOM’s GlobalTransportation Network, as it interfaces withJOPES, will provide the combatantcommander with the force tracking and in-transit visibility support capability.USTRANSCOM uses its transportationcomponent commands (TCCs), Air MobilityCommand, Military Sealift Command (MSC),and Military Traffic Management Command(MTMC) to execute these tasks. MSC andMTMC are the USTRANSCOM TCCsdirectly involved with sealift and waterterminal operations.

a. Military Sealift Command. MSC isthe Navy component command ofUSTRANSCOM and is responsible forcommon-user ocean transportationoperations. MSC is responsible for thepreparation of employment plans for and theexpansion of MSC common-user sealifttransportation in time of war and/or national

emergency. MSC has Military SealiftCommand Offices (MSCO) at many CONUSand some overseas POEs. Other MSCOs maybe established in time of conflict both inCONUS and overseas, as directed byUSCINCTRANS. Each MSCO is responsiblefor coordinating the arrival, loading ordischarge and departure of vessels under theoperational control (OPCON) of MSC and thewater terminal commander. Joint Pub 4-01.2,“JTTP for Sealift Support of JointOperations,” contains more information on theoperations of MSC.

b. Military Traffic ManagementCommand. MTMC is the USTRANSCOMArmy component command and also a majorArmy command. MTMC provides trafficmanagement, CONUS-based surfacetransportation, strategic seaports, designatesthe sea ports of embarkation (SPOE) forall CONUS terminals, and mandates unitcargo arrival times at SPOEs. Additionally,MTMC serves as the point of contact forobtaining and contracting commercialcontainers. MTMC may establish amemorandum of understanding (MOU) withService component commanders to identifyport support activities (PSAs) or augmentService-unique water terminal organizations.

7. Responsibilities of theSupported Joint ForceCommander

a. The supported combatant commander isresponsible for identifying the deploymentand sustainment requirements of the jointforce to accomplish the tasks assigned by theNational Command Authorities (NCA).These requirements are usually identifiedthrough the joint planning process. As a partof this process, the combatant commanderdevelops a theater total distribution system forthe reception, staging, onward movement, andintegration, and sustainment of the force. Incoordination with component commandersand USTRANSCOM, the combatant

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SINGLE MANAGER FOR WATER TERMINALS

Military Traffic Management Command (MTMC) is the DOD single manager formilitary traffic management, CONUS land transportation, common-userworldwide water terminals, and intermodal movement. MTMC relies upon itsactive and Reserve Component personnel to support deployments by air andsea. During Operations DESERT SHIELD and DESERT STORM, MTMC wasresponsible for loading 560 ships, carrying 945,000 vehicles and other cargo,and for arranging the transport of 37,000 containers.

SOURCE: Multiple sources

commander selects the water terminals andunits to operate these facilities. Waterterminal operations forces are normallyorganized along Service functional lines. TheArmy component is normally responsiblefor water terminal operations in theater,and its transportation units are speciallydesigned to provide command and control ofoperating units responsible for terminalservices. The size of the designated seaportof debarkation (SPOD), the combatantcommander’s (CINC’s) deployment flowrequirement, and the availability of host-nation support (HNS) will normally determinethe port commander and subordinate terminalunits required. Where host nation (HN) orcontract labor is assured, the combatant orsubordinate joint force commander may directthe establishment of a CAA withUSCINCTRANS for MTMC to open andoperate a port in theater. However, theselection of a water terminal commanderis a prerogative of the combatant orsubordinate joint force commander, and isnormally based on the capabilities of acomponent to operate water terminals togetherwith the deployment and sustainmentrequirements of the entire force. Finally, thecombatant commander may augment waterterminal operations with personnel throughcoordination with USTRANSCOM.

b. The integration of the total theatertransportation system can be maintainedthrough a designated joint movement center(JMC) or activity. The JMC will coordinate

the employment of all means of theatertransportation in support of the combatantor subordinate joint force commander’sconcept of operations. This coordination isaccomplished through the establishment oftransportation policies within the assignedarea of responsibility and/or joint operationsarea, consistent with relative urgency of need,port and terminal capabilities, transportationasset availability, and priorities set by a jointforce commander. The JMC will ensure thatthe transportation network is adequatelyestablished in the communications zone andreadied for expansion throughout the combatzone as the theater matures. The JMCcommander will be responsible to thesubordinate joint force commander (JFC) orlogistics officer (J-4) as directed by thecombatant commander. The JMC willprioritize movements among the differentintratheater modes in accordance with thecombatant commander’s requirements andwill advise the commander on the types andflow of logistic units into the theater. Detailedorganization and responsibilities of the JMCare delineated in Joint Pub 4-01.3, “JointTactics, Techniques, and Procedures forMovement Control.”

c. Designation of PSAs or Service-unique water terminal organizations areelements to be considered by the combatantcommander. For example, PSAs are ad hocorganizations, usually established by thedeploying and receiving force incoordination with the water terminal

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commander at the SPOE or SPOD. ThePSA performs limited maintenance ondeployable equipment and providesoperators for unique equipment. The PSAis usually placed under the OPCON of thewater terminal commander. Detailedinformation on how PSAs are used can befound in subparagraph 12b of Chapter II,“Water Terminal Operations Planning.”

d. The combatant commander mustalso ensure that an Ocean Cargo ClearanceAuthority (OCCA) is established for thetheater. The OCCA, working with thecomponent movement control activities, isresponsible for the required coordination toeffect the movement of cargo destined forretrograde or redeployment sealift toCONUS or other overseas areas. If thec o m b a t a n t c o m m a n d e r o p t s f o rUSTRANSCOM to operate the ports in thetheater, MTMC will perform the OCCAfunctions at each terminal for which it hasresponsibility.

8. Responsibilities of theSupporting CombatantCommander

A requirement may develop for onecombatant commander to support another.Usually, this support involves assistance indeployment and sustainment. The supportingcombatant commander follows the proceduresexplained above when establishing andoperating water terminals outside thecontinental United States (OCONUS).

9. Responsibilities of the ServiceComponent Commanders

The Service component commandersdevelop supporting plans to achieve theobjectives of the combatant commanders.When developing these plans, Servicecomponent commanders recommendconcepts of operation for water terminals tosupport the overall strategy. Theserecommendations establish how theseterminals are to be staffed and operated.Normally, Service component commandersprovide the resources to staff PSAs or Service-unique water terminal organizations.Appendix A, “Terminal Units,” containsdetails on unit capabilities, by Service, tosupport water terminal operations.

CHAPTER IIWATER TERMINAL OPERATIONS PLANNING

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1. Purpose

This chapter addresses planning for theoperation of water terminals during jointoperations. It begins at the strategic level andconcludes with considerations applicable atthe terminal unit level.

2. General

To efficiently accomplish the mission ofplacing personnel and materiel where andwhen needed, water terminal operationsmust be planned and coordinated to considercargo flow from origins to destinations inthe theater. Water terminal operations havea major impact on the transportation systembecause movements go through the SPOE tothe theater SPOD terminals. The reverse istrue during redeployments. Vessel dischargeand port clearance are key elements inplanning to ensure the smooth flow of cargoand passengers. When rapid off-load andharbor clearance are critical operationalfactors, cargo should be containerized or,at a minimum, palletized to the maximumextent possible to speed up handling andconsolidation for direct movement to theultimate receiving activity. Water terminaloperators must be alert to these capabilitiesand their fluctuations when planning terminaloperations.

3. Joint Operation Planning atthe Strategic Level

Joint operation planning is conductedwithin the chain of command that extendsfrom the NCA to the combatant commandersand is primarily the responsibility of theChairman of the Joint Chiefs of Staff and thecombatant commanders. Joint operationplanning is accomplished using deliberateand crisis action procedures and includesthe preparation of joint operation plans(OPLANs) by the combatant commanders, aswell as those joint planning activities thatsupport the preparation of OPLANs byproviding for strategic direction andintegration with the functions of the MilitaryDepartments and Services. The Joint Pub 5series establishes the joint planning process.Joint Pub 5-0, “Doctrine for Planning of JointOperations,” establishes doctrine and generalprinciples. The Joint Pub 5-03 series explainsthe JOPES. Specific applications fortransportation at this level are found in JointPub 4-01, “Joint Doctrine for the DefenseTransportation System.” The strategic levelof planning establishes the context in whichthe combatant commander identifiesrequirements for seaports where waterterminals will need to be operated.

“When we speak of command of the seas, it does not mean command ofevery part of the sea at the same moment, or at every moment. It onlymeans that we can make our will prevail ultimately in any part of the seaswhich may be selected for operations, and thus indirectly make our will prevailin every part of the seas.”

Winston Churchill(to the House of Commons), 11 Oct 1940

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4. Joint Force Staff Planning

A determination as to numbers, types, andlocations of terminals within the theater orjoint operations area results from staffplanning at several levels. Planning wouldtypically involve the joint force staff andService components in coordination withUSTRANSCOM and its TCCs. Terminalplanning normally includes the followingprocesses.

a. Computation of the time-phasedterminal workload required to support theoperation can be expressed in cargo tonnage(short tons [STONs] per day) or squarefootage or pieces per day depending on thetype of cargo being discharged or loaded.

b. Estimation of time-phased terminalthroughput capacity, which is the tonnagethat can be received, processed, or clearedthrough the terminal per day.

c. Estimation of time-phased constructionrequirements for both repair andrehabilitation of facilities and construction ofnew facilities to increase terminal capacity tothe required terminal workload. It should benoted that major repair, maintenance, andconstruction of water terminals is an

extremely time- and resource-intensiveprocess that may not be responsive to a rapidlydeveloping crisis. The combatant commandershould evaluate carefully the time required toperform rapid repair, rehabilitation, or upgradeof water terminal facilities to achievesignificant water terminal throughputcapability.

d. Estimation of time-phased equipmentrequirements to ensure sufficient equipmentavailability to process the required workloadthrough the terminal with maximumefficiency.

e. Estimation of time-phased personnelrequirements for units and individualsneeded for administration and operation inprocessing the required workload through theterminal.

5. Water Terminal Planning

a. General Considerations. Generalconsiderations for water terminal planning arelisted below.

• Geophysical Characteristics of theTheater. Water terminal planningrequires a study of the geophysicalcharacteristics of the theater. Factors to

SEALIFT

Strategic sealift was crucial both for deploying forces to Saudi Arabia and fortheir sustainment. Although personnel usually were flown to the Gulf, mostequipment and supplies were sent by sea. Because of the huge amounts ofheavy equipment requiring transport, and the limited strategic assets availableto lift this equipment within the time CENTCOM specified, TRANSCOM had tomanage sealift assets carefully and put sealift elements in motion immediately.Close coordination among the entire transportation network was necessaryto ensure that airlifted personnel reached the theater near the date theirequipment was scheduled to arrive. Arrival of personnel before their equipmentwould increase the burden on the Saudi infrastructure. It also would exposetroop concentrations in the port areas to possible enemy attack by ballisticmissiles, aircraft and terrorists.

SOURCE: Final Report to Congress,Conduct of the Persian Gulf W ar, April 1992

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be considered include the physicalcharacteristics and layout of the port and/or beach, the logistic support requirementsas determined by the overall concept ofoperations, the relative locations ofhighway and inland waterway networks,and the locations of supported andsupporting units.

• Steps in Water Terminal Planning. Asshown in Figure II-1, water terminalplanning involves six basic steps, witheach step developing logically from thepreceding one.

• Basic Factors in Planning DischargeOperations. Ship type and transfer unitdischarge rates determine the personnelrequirements in Figure II-1.

b. Operational Planning. During thisplanning stage, the combatant commanderdecides the concept that the joint force willuse to staff and operate the water terminals.This decision usually involves not only thelocation of the water ports, but how andwho will operate the water terminals; i.e.,joint, single-Service, combination, orUSTRANSCOM. The campaign plan,developed by the combatant commander,guides this decision. Once selected, terminalunits begin their detailed planning effort.Appendix B, “Water Terminal PlanningConsiderations,” contains a l ist ofconsiderations that should be followed by theterminal commanders to ensure a well-executed discharge operation. Theseconsiderations are applicable regardless of themethod used by the combatant commanderto exercise command and control of the waterterminals.

6. Deployment Phases

The different phases reflect changes in typeand volume of cargo that are more efficientlyhandled by different types of water terminals.

The four deployment phases are shown inFigure II-2 and discussed below.

a. Initial or Surge Phase. This phase isalmost entirely dedicated to the movementof deploying units with their unitequipment, vehicles, and accompanyingsupplies. This phase will rely predominantlyon RO/RO and breakbulk cargo terminals.A very important factor during this phase isthat deploying units require a high level ofunit integrity of their personnel, unitequipment, and accompanying supplies. Akey consideration during this phase is that themilitary terminal organization will also be inits early stages of development and will beunable to handle large volumes of cargo byitself. This development stage may beshortened by the early activation andemployment of Reserve component waterterminal operation units. Significant reliancewill be placed on the existing commercialwater terminal infrastructure and HNS tohandle cargo during this phase. Unimprovedor bare beach and/or logistics over-the-shore(LOTS) facilities may be used during thisphase as operational circumstances require,but fixed water terminal facilities are greatlypreferred, even where they are onlymarginally operational.

b. Tactical Resupply. This phase occurswhen the water terminals must support theminimum-essential materiel levels(readiness) as well as the ability to initiatecombat operations. During this phase, thecombatant commander may begin to operateand develop existing water terminal facilitiesand land transportation nets in a dedicatedmode. However, early in this phase, thetheater will not be able to support largevolumes of cargo (either containerized ornoncontainerized) without significant HNS.This phase’s level of deploying unit movesnormally decreases with an associatedreduction in the number of vehicles beinghandled. Some use of unimproved facilities

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STEPS IN WATER TERMINAL PLANNING

Determine the type or category of existing terminals (e.g.,container, roll-on/roll-off, breakbulk, special commodity[ammunition], bulk fuel, or a composite for multipurpose orcombi-terminals).

Estimate the existing terminal throughput capacity. This isthe estimated total tonnage, equipment square feet,number of personnel, and containers that can be received,processed, and cleared through the terminal in a day. (Aday is considered to be two 10-hour shifts plus two 2-hourmaintenance periods.)

Review the terminal workload that supports the operation.The workload is expressed as numbers of personnel,vehicles, containers, short tons, and square feet ofequipment for noncontainerized cargo. This computationincludes the total tonnage and number of personnel andcontainers that must be received, processed, and clearedthrough the terminal per day.

Determine, when appropriate, the time and resourcesrequired to improve, repair, and rehabilitate existingfacilities and/or new construction needed to increaseexisting terminal throughput capacity to equal theestimated terminal workload.

Estimate the requirements for materials handlingequipment and other items, such as tugs, barges, andfloating cranes, and the operating personnel. It should benoted that to meet such requirements, it may be necessaryto deploy a quantity of tugs, barges, and/or floating cranes.Such deployment usually requires the use of specialized,heavy-lift shipping that may not be immediately available.

Estimate the number of transfer units, individuals, andsupervisory and command elements required to operatethe terminal. Security personnel should also be included ifmilitary police or host-nation support is not available.

Figure II-1. Steps in Water Terminal Planning

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and limited use of bare beach and/or LOTSfacilities may be required, based onoperational circumstances. To avoiddischarge bottlenecks or constraints onoperational reach of combat forces, bare beachand/or LOTS use must be minimized, with a

strong emphasis by the combatant commanderon the use of fixed water terminal facilities.

c. Sustained Resupply. This phase occurswhen the water terminals must support themateriel levels necessary to sustain thoseforces engaged in combat operations, whilebuilding a theater war reserve supply level.Bottlenecks occur when a combatantcommander’s water terminals and theatertransportation net are not able to receive andprocess large volumes of cargo (bothcontainerized and noncontainerized) foronward movement to their final destination.During this phase, reliance on unimproved orbare beach and/or LOTS facilities must beavoided because they will seriously reduceoverall theater cargo throughput capacity and,thereby, the ability to support major land, air,and naval forces.

d. Build Down or Redeployment. Thisphase includes the transfer of units,personnel, or supplies deployed to onetheater to another theater or back toCONUS. During the tactical and sustainedresupply phases, planning for terminaloperations to support this phase must beconducted. These plans must consider theprevention of port congestion, means tominimize the effects of port congestion onterminal throughput should it occur, and

DEPLOYMENTPHASES

Initial or SurgePhase

TacticalResupply

SustainedResupply

Build Down orRedeployment

Figure II-2. Deployment Phases

HEAVY LIFT SUBMERSIBLE SHIPS

During Operations DESERT SHIELD and DESERT STORM, Afloat PrepositioningShips (APS) sailed from forward bases in Diego Garcia to the Middle East. Thewar reserve cargo on board these ships included subsistence, general suppliesand equipment, packaged fuel, construction and barrier material, ammunition,and medical supplies. One semi-submersible heavy lift vessel carried portoperating equipment (e.g., tugboats, floating cranes, utility landing craft, roughterrain forklifts, containers, and support parts). These ships proved to beindispensable during the operation’s first days, providing a readily availablesource of supplies and the capability to begin water terminal operationsimmediately upon the arrival of follow-on sealift.

SOURCE: Final Report to CongressConduct of the Persian Gulf W ar, April 1992

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efficient scheduling to enable simultaneousinbound and outbound cargo operations to beconducted, if required.

7. Cargo Considerations

The amount of containerized, breakbulk,and vehicular cargo greatly influences thetransportation plan. In peacetime, theestimated ratio of containerized tononcontainerized cargo is four to one. Returnof empty containers within detention-free timeallowances must be considered as well asstorage of empty containers. In wartime, thelarge volume of unit equipment to be deployedwill initially reverse this ratio; however, asthe theater matures, the original ratio willreturn. Packaging dictates a need forspecialized equipment and trained personnel.Cargo handlers may be required to load oroff-load heavy, outsized, or special cargo.Some cargo requires covered storage sites.Dangerous or hazardous cargo requires carefulhandling, segregation, or possibly a separateand isolated terminal. A great amount ofammunition will be transported throughwater terminals, and the transportationplanner must evaluate the terminal operationplan and project which areas will handle

shipments of ammunition and other hazardouscargo. Appropriate quantity-distance arcsmust be computed based on the net explosiveweight of ammunition moving through theport. Ammunition requires special equipment(explosion-proof or spark-proof MHE) andmust be processed in a segregated area.Waivers may have to be considered, basedupon the requirement and the local situation.

8. Water Terminal ThroughputCapacity Estimation

Terminal throughput capacity estimationencompasses a careful evaluation of severalfactors: reception, discharge, transfer,storage, and clearance. Factors to beconsidered include channel depth, channelwidth, length of berths, type of berths (suchas quay, pier), diameter of anchorages, depthof water at berth, type of terminal at berth,and height restrictions on channels (see FigureII-3).

a. Terminal Reception Capacity. Thiscapacity is based on the number of ships,by type, length, and draft, that can beberthed or anchored in a harbor or at aterminal .

The water throughput capacity of a terminal determines the number or type ofvessel that can be scheduled to transit that terminal.

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• Wharves at Fixed Terminals

•• The best type of berth for any givenship is one in which the terminal type(container, RO/RO, breakbulk and/orpetroleum, oils, and lubricants [POL])matches the vessel type. For example,containers may be handled from acontainer ship at a breakbulk terminal,but the highest throughput for a containership would be at a container terminal.

•• Vessels require additional berthingspace over the overall length. This lengthis dependent on the type of vessel andthe required mooring and workingrequirements. Some ships such as LASHor SEABEE may require increasedberthing space to work barges astern.

•• The minimum water depth alongsidethe berth at mean low tide will determinethe maximum allowable draft for vesselsat that berth. At maximum load or draft,a ship should have at least 2 feet of waterdepth under its keel.

• Petroleum Wharves. Where available,these berths will be part of a fullydeveloped theater distribution system thatincludes ship discharge facilities (withtanker moorings, piers, docks, and pipingmanifolds at the ports), port and inlandtank farms, pump stations, and pipelines.

• Anchorages. Anchorage capacity maybe added to berth capacity to determinethe total reception capacity if there issufficient lighterage, tugs, and piersidereception space to accomplish offshoredischarge. The rate of discharge dependsupon the distance from shore, the numberof hatches or container cranes operating,number and types of lighterage, the typeof ship being off-loaded, and the expectedweather conditions. More detaileddiscussion of offshore dischargeconsiderations is found in Joint Pub

4-01.6, “Joint Tactics, Techniques, andProcedures for Joint Logistics Over-the-Shore (JLOTS).”

• Ammunition Wharves. Ammunitiondischarge operations must be located inseparate areas of the terminal facility and/or at anchorages, when using in streamdischarging, away from other vessels,transportation nodes, and populatedareas.

b. Terminal Discharge Capacity. Thecumulative amount of cargo that can bedischarged from each of the berths andanchorages is known as terminal dischargecapacity. This is an evaluation of dischargefacilities and equipment found on the berthsand of the type of ship to be docked on theberths. This capacity is expressed in 20-footequivalent units (TEU) or 40-foot equivalentunits (FEU) for containers, STONs, MTONs,

Terminal discharge capacity is expressed interms of 20-foot or 40-foot equivalent units.

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square feet, net explosive weight (NEW),barrels, or other appropriate unit of measurefor specific cargos, and in numbers ofpersonnel per hour or day for passengers.Factors to be considered include dischargeequipment onboard, discharge equipmentashore, width of apron, special lift equipment,and number of discharge equipment (seeFigure II-3).

c. Terminal Transfer Capacity. This isthe total capability to transfer from shipsideto storage, measured in cargo units per unitof time. For example, if a pallet is one MTONand the cycle time is 10 minutes for a singletransfer vehicle such as a forklift, thecontribution to the transfer capacity of thatvehicle is one MTON per 10 minutes, or 120MTONs per 20-hour day. Ten forkliftsoperating without space constraints wouldproduce a transfer capacity of 1,200 MTONsper day. Transfer capacity is computed twicewhen discharging ships at LOTS sites or fromanchorage, once for the transfer to lighterageand once for the MHE operations on thebeach. Factors to be considered include typeof cargo, type of cargo handling equipment,round-trip distance, and number of cargohandling equipment (see Figure II-3).

d. Terminal Storage Capacity. This is ameasure of the amount of cargo that can bestored at any one time. It can be expressedin square feet, MTONs, or number of TEU,FEU, or NEW. The physical space availableis determined by the dimensions of the storagearea. Some space must be left empty tomaintain access to and movement of cargo.Operational experience shows that congestionstarts at about 60-percent fill, becomingcritical at about 89-percent usage of thephysical space. The effect of storage spacelimitations on terminal throughput capacityis determined by the average dwell time (time-in-storage) of the cargo. The average rate offlow into the storage facility must equal theaverage outflow rate, and this common value

cannot exceed the quantity calculated bydividing the operational storage capacity bythe dwell time. Factors to be consideredinclude intrinsic capacity, average dwell time,operating capacity, terminal facilities, stackingmethods, and equipment used (see FigureII-3).

e. Terminal Clearance Capacity. Thismeasures the ability to move cargo awayfrom the terminal in terms of tonnage perunit of time. Factors to be considered includeclearance conveyance by mode, terminalequipment and personnel, and gate capacity(see Figure II-3).

f. Terminal Throughput Capacity. Inevery instance, the lowest value of thereception, discharge, or the clearancecapacity will be the terminal’s throughputcapacity. All five capacities must beestimated carefully, considering alloperational aspects, even if the limitingcapacity is obvious. These estimates willmake it possible to determine whereimprovements can generate the greatestincrease in throughput capacity. The threat,weather, labor, and other factors not afunction of the estimating process must alsobe taken into account. One of these mayeven become the dominating factor. FigureII-3 shows the terminal capacity estimationprocess.

9. Ship Arrival Planning andScheduling

a. Surface Shipping Destined for aTheater. In a hostile environment, surfaceshipping destined for a theater may transitthe hostile area using Navy-controlledconvoys, unescorted, or under Navysupervision. This may result in widefluctuations in terminal workloads, becauseships could arrive in groups rather thanindividually. Careful advance planning andconstant coordination are required to

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TERMINAL CAPACITY ESTIMATION CHECKLIST

Collect these data: Compute these factors: Evaluate to determine:

Channel depthChannel widthLength of berthsType of berths (such as quay, pier)Diameter of anchoragesDepth of water at berthType of terminal at berthHeight restrictions on channelsDistance to berth

(1) Ref Ch II, subpara8a

Water terminal receptioncapacity and availabilityof local pilots/tugs

Discharge equipment onboardDischarge equipment ashoreWidth of apronSpecial lift equipmentNumber of discharge equipment

(2) Ref Ch II, subpara8b

Water terminaldischarge capacity

Type of cargoType of cargo handling equipmentRound-trip distanceNumber of cargohandling equipment

(3) Ref Ch II, subpara8c

Water terminal transfercapacity

Intrinsic capacityAverage dwell timeOperating capacityTerminal facilitiesStacking methodsEquipment used

(4) Ref Ch II, subpara8d

Water terminal storagecapacity

Clearance conveyance by modeTerminal equipment and personnelGate capacity

(5) Ref Ch II, subpara8e

Water terminalclearance capacity

NOTE: Once all of the above evaluations are completed, apply threatassessment, the effects of weather and oceanographic conditions, andtraining level of labor.

Figure II-3. Terminal Capacity Estimation Checklist

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determine where each ship should bedischarged and where its passengers and cargoshould be sent.

b. Ship Destination Meetings. Thetheater J-4 will designate a representativeto conduct periodic meetings wheredetailed ship destination decisions aremade. These meetings should be held as earlyas possible before the arrival of the ship sothat planning at operating echelons may becompleted before the vessels arrive. Normallyrepresented at these meetings are the JMC,USTRANSCOM, component representatives,HN, and other concerned multinational forces.Additionally, a representative of the NavalControl of Shipping Organization (NCSORG)attends these meetings. The NCSORG carriesout responsibilities for the control ofmovement, routing, reporting, convoyorganization, and tactical diversion ofmultinational merchant shipping. It does notinclude the employment or active protectionof such shipping.

• Directing Incoming Ships. Incomingships are directed to specific terminalsfor discharge based on the overalloperational necessity, final cargodestination(s), workloads of theaterterminals, relative location of depots forinbound cargo, terminal throughputcapacity, and capabilities of all segmentsof the transportation system. Cargodestination information is furnished byan inventory control center, the Servicecomponent’s center providing theatermateriel management. These centersissue cargo disposition and transportationmode instructions through their JMCrepresentatives, if a JMC is established.

• Planning Ship Arrival. The aboveinformation, along with vessel manifestinformation, is relayed to the waterterminal commander responsible for thedischarge. Extracts are furnished to theconsignee (authorized receiving agent)

and to the JMC or interestedtransportation movement controlactivities so that they can plan for theonward movement of the cargo. Basedon cargo disposition instructions, thewater terminal commander makesplans and gives specific assignments toterminal units for discharge of vesselsand terminal clearance.

c. Coordination. After deciding on thedisposition of the incoming cargo, the waterterminal commander must coordinate anumber of actions with other agenciesbefore ship discharge and port clearanceoperations can begin. Basic among these arethe following:

• Detailed disposition instructions formilitary and civilian aid cargo, includingdiversions and detailed routinginstructions.

• Arrangements for clearance of personneland cargo to be moved directly forward,bypassing rear area facilities (water orair interface) when required.

• Individual ship berth assignments.

d. Ship Berth Assignments. Ship berthassignments require coordination with localMSC representatives and HN authorities.Berthing assignments are made by theterminal commander, designated by thegeographical combatant commander.Terminal commanders belong to either Navyunits or Army units depending on thesituation. Additional details on each unit areincluded in Appendix A, “Terminal Units.”Detailed disposition and routing instructionsfor personnel, multinational military cargo,and military aid cargo require coordinationwith Service component agencies and therecipient nation or multinational command(the latter through the liaison officers attachedto the water terminal headquarters).Disposition of civilian aid cargoes will require

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liaison with government representatives of therecipient nation. Foreign liaison officers andUS civil affairs (CA) personnel may giveassistance in this matter. Area movementcontrol teams will arrange for local and line-haul transport equipment to be available tothe terminal operators and will coordinatewith transportation mode operators.

10. Personnel and EquipmentRequirements

Time studies of cargo-handling operationsindicate that the following are valid for long-range planning purposes.

a. Cargo Handled by Hand. When generalbreakbulk cargo (excluding ammunition)must be handled entirely by hand, personnelrequirements can be computed on the averageof 1/2 ton per manhour for a 10-hour shift. Thisis valid only for the normal 10-hour shift wherethe daily tonnage requirement is expected toremain constant. It includes the workingsupervisors but does not provide for

documentation of the cargo. Generally, thereare several cargo checkers per shift, to includecheckers on the pier, under the hook, and in thehold.

b. Materials Handling Equipment.Cargo should be transferred mechanicallywhen supplies are unitized and MHE iscompatible with the carriers. For planningpurposes, personnel requirements formechanical handling of cargo by suchequipment as rough terrain forklifts, cranes,and/or tractor-trailers are usually limited toan operator for each piece of MHE, a checker,and appropriate supervisory personnel pershift.

11. Ship Characteristics

The single most important factor in theefficient loading or discharge of a ship ispossession of an accurate hold arrangementor capacity plan and cargo stowage planfor the vessel in question. In the case of shiploading, a preliminary stowage plan based onavailable information must be developed priorto ship arrival. Sources of this informationinclude the vessel owner or operator, MSCShip’s Loading Characteristics Pamphlets,MTMC-TEA documents such as “Vessel

Characteristics for Shiploading” (PAM 700-4), and pertinent automated data processing(ADP) systems fielded by MTMC for thispurpose. However not all ships, particularly

When cargo must be handled by hand, planning must be modified for theadjusted throughput capability.

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foreign flag ships, are covered by thesesources. The only sure source of thisinformation for loading is from the shipitself and its master. In discharging, the“as loaded” stowage plan is extremelyimportant for the water terminal commanderto have in advance of the ship’s arrival at theSPOD. If this proves impractical, thisinformation should be carried aboard the shipand must be obtained by the terminalcommander as soon as possible upon shiparrival. A properly filled out stowage planwill show the precise location of every pieceof cargo aboard the vessel and is, therefore,the basis of any executable discharge plan.Strategic characteristics are available in JointPub 4-01.6, “Joint Tactics, Techniques, andProcedures for Joint Logistics Over-the-Shore(JLOTS),” Appendix C.

12. Logistic Support

a. General. Under crisis action or wartimeconditions, and where critical situations makediversion of the normal logistic processnecessary, the logistic authority of thecombatant commanders is expanded toauthorize them to use all facilities and suppliesof all forces assigned to their commands, asnecessary, for the accomplishment of theirmissions. The geographic combatantcommanders may delegate directive authorityfor a common support capability to thesubunified commanders or JTF commandersin the conduct of their missions. Thecombatant commander’s directive authorityover logistic operations does not release theServices from their responsibility to staff,equip, train, and sustain their components.Combatant commanders will ensure thatproper authority is obtained for negotiationswith the HN through appropriate channels.HNS assistance can include air, sea, andground transportation; POL; telecommunications;civilian labor; rear area operations; facilities;contracting; acquisition of equipment;supplies; services; and health service support.

b. Deploying Force Requirements.Organic support elements of deployingforces normally form a PSA or Service-unique water terminal organization toassist with the deployment. This elementmust precede its main body of equipment andtroops to the terminal. A PSA will arrive atthe water terminal in advance of its parentorganization to provide support for terminaloperations. Its organization and capabilitiesare tailored to the specific deployment orreception operation and are developed incoordination with the terminal commander.PSA support requirements are providedunder an MOU between the deploying orarriving unit and the appropriate terminalcommander. When the parent organizationhas passed through the terminal, the PSA willbe disestablished. The PSA may beresponsible for performing maintenance andproviding repair parts, correcting deficienciesin the shipping configuration, providingequipment operators for unique equipment,and providing security for sensitive equipmentand classified cargo.

13. Other Documentation

In addition to documentation required byexisting regulations, the water terminalcommander will normally require eachoperating terminal organization to preparea daily operations report. This report willusually include the following:

a. Passenger Manifests. Number ofpassengers moved and awaiting movement;also, the number of passengers to be processedduring the next 24 hours.

b. Cargo Reports. Number of tons(STONs and MTONs) or square feet of cargoby major category (general, vehicles, POL,hazardous materials) that have beendischarged or loaded; the number of piecesof unit equipment by type on each ship,cleared by either lift-on/lift-off or RO/RO and

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awaiting discharge; and number of tonsbooked and expected in the next 24 hours.An example of operations data is shown inFigure II-4 for loading.

c. Ship Traffic. Number of ships that havearrived, departed, remain in port, or areexpected to arrive and depart during the next72 hours. The status of ships in port, such asdischarging, backlog of ships to unload,loading, awaiting orders, or under repair,should also be included.

d. Workload Projections. Workload forthe month to date and anticipated for theremainder of the month.

e. Personnel and Equipment Summaries.Summaries of available ship berths, numberand capacity of lighters and trucks, numberof gangs for ship and pier work, availablecovered and open storage space, number ofrailroad cars that can be accommodated andcleared, and MHE availability.

14. Area Defense Threats

Water terminals are critical logisticinstallations that are high-value targets andmust be safeguarded by both active andpassive means. Water terminals arevulnerable to air and missile attack,especially if US and multinational forces havenot established air and sea superiority. JointPub 3-10, “Doctrine for Joint Rear AreaOperations,” provides guidance on the subjectof joint rear area defense. Joint Pub 3-10.1,“JTTP for Base Defense,” provides specificguidance on base defense and the integrationof naval areas of operations and the joint reararea. Terminal units, which are normallylocated in a naval area of operations, arealso vulnerable to hostile unconventionalforces. Water terminals are particularlysusceptible to threats and must expect andprepare for sabotage, terrorism, mining, andespionage. Prevention of these threatsdepends to a large extent on the support of

EXAMPLE OFOPERATIONS DATA

Ship Data

Barge Ship Data

Cargo Data

Cargo Summary

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

!

Ship name and/or typeScheduled and/or actualtime in berthVessel ready for loadScheduled and/or actualstart loadingScheduled and/or actualfinishScheduled and/or actualtime of departure

Barges to loadBarges loadedMeasurement tons loaded

Major unitsPieces loadedActual squarefootage loadedSupercargoesMeasurement tons loaded

Pieces of cargomarshalledPieces of cargo lifted

Figure II-4. Examples of Operations Data

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the local population and on the effectivenessof local administrative, police, and securityorganizations.

15. News Media Considerations

Operations at water terminals during anycontingency are certain to draw significantattention from national and international newsmedia. Sometimes increased activity at waterterminals or the notification of civilian shipcrew members may be the first indicationsreporters have that joint operations areunderway. It is Department of Defense

policy to provide as much information tonews media as possible consistent with theconstraints of security and personnel safety.During joint operations, detailed public affairsguidance will be issued by the supportedCINC. This guidance establishes basic rulesfor the release of information after initialrelease at the seat of government and sets theparameters within which personnel candiscuss the ongoing operation. Plannersshould consider the potential for news mediainterest and its possible impact on waterterminal operations.

CHAPTER IIIWATER TERMINAL OPERATIONS EXECUTION

III-1

SECTION A. OCEANTRANSPORT RECEPTION

1. General

Strategic sealift is the principal means ofdelivering equipment and logistic support forland, air, and sea forces in a major conflict.Water terminal operations could include MSCcommon-user ships, maritime prepositioningships (MPS) capable of over-the-shore andport operations from anchorage, multipurposeships, and other ships that may be charteredor provided by HNS as required. This chapteraddresses elements essential to the receptionof strategic sealift ships and the handling andonward movement of cargo.

2. Overseas Resources

Key to planning the reception of sealiftassets is an understanding of the theater’sreception and onward movement capabilities.Knowing the true capabilities of ports ofembarkation and the resources availablewithin the theater to provide harborsupport for the arriving ships is critical.There are three sources of lighterage andwatercraft resources in an overseas area.The first are military assets assigned to thecombatant commander for commontransportation service. Army harbor supportvessels (i.e., tugs and landing craft such asLogistic Support Vessels) are prime examples(see Appendix A, “Terminal Units”). Thesecond is HNS negotiated through bilateralor multilateral agreements. Under HNagreements, a nation may either acceptresponsibility for a particular function within

its borders (e.g., water terminal cargoclearance), or it may designate civilianresources to be used under military control.The third source is commercial hire orcharter service from a third nation.

3. Assigning Berths andAnchorages

A combination of factors will dictate wherea ship is berthed or anchored at a given waterterminal.

a. Oceanographic Conditions. Harborchannel depth and width, currents, tidalfluctuations, prevailing winds, sea states, andseasonal storms contribute to assignment ofberths and anchorages.

b. Cargo Types. The type or category ofcargo (e.g., container, RO/RO, breakbulk,special commodity [ammunition], bulk fuel)will dictate berths at existing terminals.

c. Routing Scheme. The routing schemeis the plan by which ships are scheduledthrough the terminal. The terminal throughputcapacity, ship type, and quantity and priorityof the cargo will determine the routing schemedeveloped by the terminal commander.

d. A n c h o r a g e s . M S C o r Navyrepresentatives, if available, will advise onanchorage areas and the naval supportrequired. If the naval representative hasindicated that the anchorage areas areacceptable, an examination must determineif lighterage can traverse between anchorageareas. Sandbars, reefs, and other underwater

“We speak glibly of ‘sea power’ and forget that its true value lies in its influenceon the operations of armies. . .”

Sir Julian CorbettThe Successors of Drake, 1900

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obstructions may prevent using certainlanding craft in certain areas. Vessel masters,harbor masters, pilots, and others with “localknowledge” should be consulted by MSC,Navy, or other Service personnel whenestablishing anchorage areas.

4. Ship Arrival MeetingBoarding Party

The first communications between a vesselmaster and water terminal operators shouldinclude plans for a ship’s arrival meeting.This meeting will establish how and whenthe vessel will load or discharge and set atarget sailing date. The ship’s master andmates, the commander of the water terminaland his or her representatives, the deployingmilitary unit commander or representatives,the stevedore supervisor, the MSCrepresentative, and the security and safetyofficer should attend the meeting. The groupof individuals attending this meeting isnormally called the boarding party.

5. Ship Chandler Services(Hotel Services)

a. General. Chandler services includereprovisioning a ship with all classes ofsupply necessary for the vessel to continueits voyage. Commercial steamship linescoordinate chandler services throughcommercial chandlers located at ports on theirvessels’ trade routes. MSC handles charteredvessels in the same manner. Navy vesselscoordinate chandler services through thenearest naval or diplomatic activity. MSCrepresentatives will assist in coordinatingroutine chandler services at the port. Whenthere is no Navy or MSC presence at the port,terminal commanders may be asked to provideor coordinate for chandler services.

b. Limited Resources in a Theater. Whencommercial resources are nonexistent or inlimited supply, vessels will maximize chandler

services outside of the theater. The combatantcommander, through the logistic staff, willprioritize the use of all limited resources toinclude chandler services.

6. Ship Support Services

For MSC ships, the ship’s agent will arrangefor support services related to pilots, tugs, linehandlers, and payment of dues and portcharges.

SECTION B. SHIPDISCHARGE OPERATIONS

7. General

Cargo off-load of strategic sealift may beconducted by Navy, Marine, Army, or jointterminal forces, which are augmented byHNS, civilian ship crews, and stevedores,depending on the scenario. This sectionaddresses those ship discharge operationspertaining to preparation, cargo type, and off-load system limitations.

8. Preparation

See Figure III-1.

a. Advanced Planning. Based on thevessel manifest and cargo dispositioninstructions received, the terminal unit plansthe discharge of individual ships in advanceof their arrival . This planning is applicableregardless of the Service component operatingthe terminal. The plans include the followingitems.

• Berthing/Anchorage Site. The specificlocation to be used within the terminal.

• Discharge Method. The method ofdischarge (e.g., floating or shoresidecranes, alongside or offshore discharge,and order of hatches and cargo within thehatches to be worked).

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Water Terminal Operations Execution

• Assignment of Units. The designationof specific stevedore units to work eachvessel.

b. Coordination. The operating terminalunits work closely with the localtransportation movement team. Theterminal unit ensures that variations from thevessel discharge plan are coordinated withclearance mode operators. Proper proceduresand coordination in the following areas willprevent unnecessary delays in port clearance.

• Unit Assignments. Assigning terminalunit(s) the mission of unloading cargofrom a vessel.

• Documentation. Ensure that alldocumentation, manifest, stowage plans,hatch lists, and cargo dispositioninstructions are in order.

• Cargo Handling Equipment. Ensuringthat all cargo handling equipment neededfor the job is available.

Figure III-1. Preparation for Ship Discharge Operations

PREPARATION FOR SHIP DISCHARGEOPERATIONS

!

!

!

Terminal LocationDischarge MethodAssignment of Units

!

!

!

Unit AssignmentsDocumentationCargo HandlingEquipment

AdvancedPlanning

Coordination

!

!

!

!

!

!

!

!

!

!

Customs PersonnelMilitary Sealift CommandRepresentativeTerminal Operations OfficerSurgeonVeterinarianHarbormasterEmbarkation Officer or ShipPlatoon LeaderLighterage UnitRepresentativesTroop Movement OfficerMilitary Police

Boarding Party

!

!

Cargo OfficerPrompt, efficient,safe loading,securing anddischarge of cargo

!

!

!

SpecializedEquipment andTrained PersonnelPackaging and/orStorage

SpecialConsiderations

VesselPolicies

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Joint Pub 4-01.5

c. Boarding Party. Before moving orunloading cargo, a boarding party goesaboard to coordinate with the vessel’smaster and chief mate or first officer. Thechief mate or first officer is the expert on thearrangement of the ship’s holds and isresponsible for ensuring that the ship loads ordischarges the maximum possible quantity ofcargo in the shortest possible period of time.This individual is also responsible for thecalculations on vessel stability and will havethe ultimate and only valid recommendation

to the vessel’s master regarding the overallsafety to the ship of the stowage plan proposedby the water terminal commander. Duringthis visit and inspection of ship and cargo, theboarding party may decide to alter the initialdischarge plan. Normally, MSC provides aprearrival message giving the ship’soperational status and capacity of all liftinggear. Unforeseen conditions, such as damageto ship’s gear, unexpected priority cargo, oroversized or heavy lifts not noted on advancedstow plans may cause changes to the initialdischarge plan. The boarding party isnormally composed of the MSCrepresentative and the port terminalrepresentative. However, in more complexoperations, or when the ship calls at the port

infrequently, the boarding party may becomposed of all or a number of the followingpersons or their representatives:

• Terminal Operations Officer. Determinesand reports the general condition of shipequipment and facilities. This officerdelivers pertinent terminal regulationsand orders of the terminal commanderto the vessel master and to thecommanding officer of troops. Theterminal operations officer obtains copies

of ship papers when advance copies havenot been received and determines majordamage to or pilferage of cargo by havingthe holds inspected before commencingdischarge. This inspection also helps toidentify any special unloading problemsthat may be caused by cargo becomingadrift in the hold and is critical whenchartered civilian shipping is used. Theterminal operations officer also obtainsother information pertinent to unloadingthe vessel’s cargo.

• Customs Personnel. These representativescheck for clearances, narcotics, weapons,and other potential contraband cargo.They also may perform other necessary

Cargo handling equipment is not part of a water terminal's infrastructure andshould be moved along with the cargo.

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customs activities according to theaterdirectives and HN laws.

• MSC Representative. MSC representativeswi l l suppor t a l l o f the sh ip ’srequirements. These requirements mayinclude repairs, fuel, and stores. Inaddition, the MSC representative deliversinstructions to the vessel master.

• Surgeon. Checks for communicablediseases, sanitary conditions of troopspaces and facilities.

• Veterinarian. Inspects the condition ofperishable cargo.

• Harbor Master. Coordinates matterspertaining to berthing, tug assistance, andemployment of floating cranes and otherharbor craft under his or her control.

• Embarkation Officer and/or ShipPlatoon Leader. Coordinates thedetailed plans for cargo loading andunloading.

• Lighterage Unit Representatives.Coordinate plans for employing lightersfor unloading vessels at anchorage berths.

• Troop Movement Officer. Coordinatesplans for movement of troop unitsthrough the terminal.

• Military Police. Determine needs andprovide support required duringunloading and debarkation operations.

• Signal Officer. Coordinates all signallingand other communication methods to beused during ship discharge operations.

d. Vessel Policies. Although the boardingparty coordinates with the vessel’s masterwhen the ship first arrives, the vessel’s chiefmate or first officer will be the cargo officer

for every merchant vessel. As such, the chiefmate is responsible to the master for theprompt, efficient, and safe loading, securing,and discharge of the vessel’s cargo. The chiefmate will require notification of changes instow or off-load plans, when ship’s gear isrigged or spotted, when hatches are openedor closed, when heavy lifts are rigged, or whenthe vessel sustains any damage. It is notunusual for the chief mate to insist that shippersonnel rig the ship’s gear, open and closehatches, or even operate winches. Theserequirements should be coordinated early inoperational planning, and specialrequirements should be noted in the ship filesto facilitate planning for subsequent dischargeoperations.

e. Special Considerations. Packagingdictates a need for specialized equipment andtrained personnel. Cargo handlers may berequired to construct special slings andbridles to move heavy, outsized, or specialcargo. Some cargo requires covered storagesites. Cargo that is dangerous or hazardouswill require careful handling, segregation, orpossibly a separate and isolated terminal.

9. Productivity

a. Terminal Service Units. Capabilitiesof terminal service units (breakbulk orcontainer) are in Appendix A, “TerminalUnits.”

b. Production Capabilities. The capabilitiescited are based on the production achievedby working five-hatch breakbulk cargo shipsand commercial container vessels. In anaustere water terminal, operations might entaildischarging varied watercraft, such as bargesand tank landing ships, in addition to generalcargo, RO/RO, and container ships.Production figures for these smaller carrierswill vary significantly from those of largevessels and must therefore be developedlocally.

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RO/RO AND WATER TERMINAL OPERATIONS

The advantages of RO/RO and container vessels were clear in this deployment.Most of the Ready Reserve Force consists of breakbulk ships which generallyhave a smaller cargo capacity and take two to three days longer than RO/ROsto load and unload.

SOURCE: Multiple sources

c. Production Factors. Many factorsaffect production during dischargeoperations. The threat, weather, seaconditions, visibility (fog, darkness,sandstorm), crew experience, type of liftinggear (shore crane or ship’s gear), cargo stow,tactical situation, type of cargo, packaging,and PSA availability all impact on dischargeproduction. The combined positive andnegative influences of these factors result inthe number of lifts that can be obtained perhour. This average can be computed by hatchor for the entire vessel and can be obtainedfrom historical data by timing the lifts for aspecified period or from computations usinginformation from tally sheets at the end of ashift. Forecasts of unit productivity areadequate for general planning purposes, butshould not be applied as a yardstick formeasuring unit efficiency. Unit efficiencymust be judged on the basis of factors andconditions as they affect a specific dischargeoperation. Attainment of a lesser tonnageproduction might be considered exceptionalif accomplished under less than idealcircumstances. Personnel responsible formanagement of cargo discharge and portclearance operations must constantly evaluatethose operations to improve efficiency andproductivity.

10. Petroleum Doctrine andTankers

a. Joint Bulk Petroleum Doctrine. Jointdoctrine for bulk petroleum is contained inJoint Pub 4-03, “Joint Bulk PetroleumDoctrine.” Each Service is responsible forproviding retail bulk petroleum support to

its forces. Retail bulk petroleum support iscoordinated by each Service control point withthe Defense Fuel Supply Center (DFSC). Thisrequires the Services to computerequirements, establish delivery plans, andmaintain contracts and budget programs. Injoint force operations, the J-4 and the JointPetroleum Office will develop thepetroleum logistic support plan. A keyconsideration is the compatibility betweeninterfaces of fuel transfer systems. The JointPetroleum Office will coordinate fuel resupplywithin the theater between Navy andcommercial tankers, delivering petroleum toand through specialized Navy-operated andjoint water terminals to Army, Navy, andMarine units for retail use by themselves andother Services.

b. Developed Theater. DFSC contractswith CONUS or OCONUS commercialsuppliers to deliver the required petroleum tothe appropriate Service in the theater. DFSCmay also be responsible for the operation ofall or part of the storage, handling, anddistribution systems that move petroleumthrough the theater to the point of sale to theService. Actual procedures for deliveringbulk petroleum products to the end userwill depend on conditions in the theater. Afully developed theater distribution systemincludes ship discharge facilities (with tankermoorings, piers, docks, and piping manifoldsat the ports), port and inland tank farms, pumpstations, and pipelines.

c. Undeveloped Theater. Coastal tankersor barges may be used to move products fromdeep-draft tankers to moorings in water too

III-7


shallow for the larger ships. Bulk petroleumis transferred using the amphibious assaultbulk fuel system (AABFS), flexiblehoselines to tank farms made up ofcollapsible storage tanks. The petroleumsupply system in an undeveloped theater mayinclude limited tanker mooring facilities,floating hoselines, submarine pipelines, inlandtank farms and terminals, collapsible tanks,and any available bolted steel tanks. It mayalso include pump stations, flexible hoselines,coupled pipelines, and tank vehicles. Bulkpetroleum is received in the undevelopedtheater in JLOTS using the AABFS orNavy Offshore Petroleum DischargeSystem (OPDS). The Navy OPDS deliversfuel to bulk fuel storage located in either theMarine Corps bulk fuel company, Armypipeline and terminal operating units, or Armypetroleum supply units near the shoreline.

d. Army Responsibilities. The Army willprovide management of overland petroleumsupport, including inland waterways, to USland-based forces of all the DOD components.To ensure wartime support, the Army willfund and maintain tactical storage anddistribution systems to supplement existingfixed facilities. The Army will be responsiblefor inland distribution during wartime toinclude providing the necessary force structureto construct, operate, and maintain inlandpetroleum distribution systems. In anundeveloped theater, this also includesproviding a system that transports bulkpetroleum inland from the high-water markof the designated ocean beach.

e. Air Force Responsibilities. The AirForce will provide distribution of bulkpetroleum products by air within a theaterwhere immediate support is needed at remotelocations. It will maintain the capability toprovide tactical support to Air Force units atimproved and austere locations.

f. Navy Responsibilities. The Navy willprovide seaward and over-water bulk

petroleum shipments to the high-water markfor US sea- and land-based forces of all DODcomponents. It will maintain the capabilityto provide bulk petroleum support to theNavy’s afloat and ashore forces.

g. Marine Corps Responsibilities. TheMarine Corps will maintain a capability toprovide bulk petroleum support to MarineCorps units.

11. Lighterage Use

The basic JTTP stated in Joint Pub 4-01.6,“Joint Tactics, Techniques, and Procedures forJoint Logistics Over-the-Shore (JLOTS),” areapplicable to the discharge of ships in portsusing lighterage. This situation may occurwhen lighters are available to discharge shipsover the pier as opposed to over the shore.The water terminal commander willcoordinate fixed terminal discharge operationsusing lighterage with JLOTS occurring in thearea.

SECTION C. TERMINALRECEPTION AND

CLEARANCE

12. Introduction

The water terminal commander establishesreception and clearance procedures to achievethe combatant commander’s objectives. Akey to efficient terminal reception andclearance operations is marshalling yards,which are discussed in this section andAppendix B, “Water Terminal PlanningConsiderations.”

a. General. Efficient loading anddischarging of vessels require rapid andcontrolled movement of cargo between shipand shore. Improvements in cargo packaging,particularly containerization, increase shipand cargo-handling productivity. The cargomarshalling yard is an essential part of thisshoreside operation, providing a place to

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REASONS FORWATER TERMINAL

DELAY

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

Consignee's receptioncapacity may be limited

Movement plan (e.g., lack ofrail cars) may cause some delayin clearance

Damaged cargo may requirerepairing or restowing of contentsbefore further movement

Containers may requiresegregation by destination orpriority. Some cargo may needreassembly or removal ofpackaging

Cargo may requireredocumentation before furthermovement

Where required, retrogradecargo must be cleaned andfumigated to pass both USCustoms and Department ofArgriculture import requirements

Containers found with brokenseals or apparent pilferage mustbe inventoried and a new sealapplied before further movement

The threat situation maycause battle damage or disruptionto the transportation system

hold and process cargo pending furthermovement.

b. Rapid Clearance. Use of a marshallingyard allows rapid clearing of the waterterminal facilities. It makes vessel workingspace available for its primary purpose ofloading or off-loading cargos. It reduces piercongestion, thus reducing the potential forwork slowdowns or stoppages in dischargeoperations. With proper management ofMHE, chassis, tractors and trailers, andflatcars, most containerized and RO/RO cargocan go directly onto the inland mode oftransportation. Checking and otherdocumentation can be done during discharge,allowing cargo to be cleared rapidly.Conceptually, all cargo should move throughthe terminal without delay. However, this isnot always possible because of the reasonsshown in Figure III-2.

c. Cargo Marshalling Yard. This yardprovides temporary in-transit storage andpermits fast discharge operations withrapid and continuous movement of cargoto or from the pier. Marshalling cargo allowsleveling of line-haul peak workloads thatresult from discharge operations.Concurrently, marshalling cargo allowsselective, controlled, and flexible phasing ofcontainer or cargo movement to destinationor vessel. In container operations, the yardprovides an area for cargo and/or container:

• Maintenance, repair, servicing, andinspection;

• Stuffing or stripping;

• Documentation;

• Cleaning and decontamination;

• Marshalling for retrograde movement;

• Staging; and Figure III-2. Reasons for WaterTerminal Delay

• Security.

13. Organization andFunctions

No set organization or physical layout fora marshalling yard exists. It is organized tomeet operational requirements withinavailable space. By grouping relatedfunctions, marshalling yard design should

III-9


eliminate lost motion, reduce container andcargo handling requirements, and permit alogical flow of containers and cargo throughthe terminal.

a. Cargo can be subdivided into anynumber of categories. The most widely usedare general (breakbulk); containerized(general, vehicle, or refrigerated); RO/RO(vehicles, containers on chassis); and special(oversized, heavy lift, hazardous, or security)cargo. These categories and the volume ineach play a significant role in marshalling yardorganization.

b. All marshalling yards should provide forthe activities and functions listed in AppendixB, “Water Terminal Planning Considerations.”

c. The organization of and traffic flowthrough a fixed-port container transfer facilityis shown in Figure III-3.

14. Location of theMarshalling Area

The marshalling area (general cargo,container, or both) is located as near thevessel, rail, air, truck discharge, or load siteas practicable. Enemy capabilities andactivities may require dispersion of activitiesor may otherwise affect selection ofmarshalling yard location. The marshallingyard in an existing terminal is normally nextto the pier area, with sufficient pier apron (100to 500 feet) between the yard and shipside.These distances will accommodate containerdischarge and clearance activities and will bemore than adequate for general cargooperations. Rail spurs, warehouses, andsimilar facilities usually exist, but may requirerehabi l i tat ion. Construct ion of themarshalling yard should encompass anyexisting hardstand, structures, and rail lines.

15. Container StackingConfiguration

a. Chassis. Containers may be stored inthe marshalling yard either on or off trailers(chassis). Retaining containers on chassisreduces container handling and acceleratesoperations, but requires a one-for-onematching of chassis to containers. Storing orstaging containers on chassis also increasesspace requirements in the marshalling area.When containers do not remain on chassisthroughout the system, one chassis for everytwo to three containers is needed.

b. Concept. Loaded containers arestacked, after removal from their chassis, to amaximum of two high using the turret stackingmethod. Empty retrograde containers can bestacked five high if this height is within thecapability of container handling equipment.Another space consideration is stackingcollapsed flat racks. Flat racks should bestacked as high as possible by availablecontainer handling equipment to easeretrograde backloading. Although stackingcontainers increases handling, it also requiresfewer chassis and reduces requirements formarshalling yard space.

16. Terminal Activities

a. Off-load or Backload Operation. Theobjective of ship discharge operations is tomaximize the onward movement of cargowhile minimizing the turnaround time ofthe ship. One way to achieve this is to havethe terminal tractors available and positionedproperly at the cranes working the ship. Todo this efficiently with a minimum ofcongestion, the tractors should travel the leastdistance possible. Each stacking area shouldbe divided for import and export breakbulkand container cargo to make it easier to drop

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off imports and pick up exports in one circulartrip.

b. Potential Bottlenecks. Potentialbottlenecks are shown in Figure III-4.

c. Marshalling Yard Clearance Operation.To ensure rapid and uniform flow of cargofrom dockside to the consignee (and vice

versa) and to minimize terminal congestionand work stoppages, marshalling yardclearance operations are tailored to portunload or backload output. An inboundcontainer should not remain in themarshalling yard longer than 24 hours.This also holds true for retrograde cargo,provided a ship is available for backloading.The normal procedure in clearance operations

ORGANIZATION OF AND TRAFFIC FLOWTHROUGH A FIXED-PORT CONTAINER

TRANSFER FACILITY

TRAFFIC FLOW

Container LoadRoute

Straddle CarrierRoute

LCL Route

Railroad Route

OUTBOUND MARSHALLING

BERTH

INBOUND MARSHALLING

CONTROLTOWER

RAILROADTRANSFERYARD

ContainerFreightStation

Figure III-3. Organization of and Traffic Flow Through a Fixed-Port Container TransferFacility (Schematic courtesy of Matson Navigation Company)

III-11


is to designate specific truck units to supporta specific unload or backload operation.

17. Cargo Movement by Rail

Cargo movement by rail is used whereverpossible, because rail presents a massmovement capability with little interferencefrom weather or refugee traffic. Unless inlandwaterway and barges or barge MHE areavailable, rail is the most economical modefor moving cargo.

18. Marshalling YardProcedures

a. Operations Responsibility. The waterterminal commander is responsible,through the operations officer, for operationof the marshalling yard. The operation mayuse automated documentation or, if automateddata processing equipment is not available,manual procedures.

b. Import Cargo. The shipping waterterminal transmits an advance manifest to thereceiving water terminal (theater). Uponreceipt of the advance manifest, the waterterminal sets up files to be used forpreparing documentation. These filesinclude hatch summaries, cargo dispositioninstructions (CDIs), and transportation controland movement documents (TCMDs). Hatchsummaries, preprinted from the advancemanifest, provide the operator with advancenotice of types (e.g., cargo, refrigerated) bysize and quantity of incoming containers andcargo, movement priorities, and ultimatedestination. This information permits theoperations officer to preplan marshalling yardspace requirements and predetermine whereoff-loaded cargo will be placed or stacked inthe yard. This is particularly important whenplanning onward movement of outsized and/or overweight cargo.

c. Communications. The cargo checkercan direct the yard transporter to thedesignated stacking location usinginformation from a cargo tally printout. Radiocommunication, where feasible, between thecargo checker and the marshalling yard is thebest way to ensure adequate operationalcontrol, especially in a large yard or in a highlyfluid situation. If computer equipment is notavailable, operations should display a visualstatus board of the stacking area to identify

POTENTIALBOTTLENECKS

Dwell time of containers

Frustrated containers

Processing ofcontainers at control

points

Stuffing or unstuffingcontainers

Cleaning ormaintenance of

containers

Container accountability

Vehicle delay andcongestion

Figure III-4. Potential Bottlenecks

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and locate containers. A manual displaysystem requires appropriate internalcommunications.

d. Cargo Disposition Instruction. CDIsare used as a consignee advance notificationdocument. Based on the CDIs, the port’smovement control team coordinates with theconsignee’s movement control team to ensurethat the consignee can receive the shipment,arrange for delivery dates, and transport cargofrom the marshalling area to its finaldestination.

e. Logistics Application of AutomatedMarking and Reading Symbols (LOGMARS)Documentation. When cargo enters themarshalling yard, the cargo or containertransporter driver inspects the container.Terminal documentation personnel use theLOGMARS to document the cargo andthen direct the driver to the point wherethe cargo is to be unloaded. A LOGMARScheck is required each time cargo is movedfrom the area of last report. No container canbe moved from the marshalling yard exit orentry point without proper documentation andinspection. Where numbers are present, thecargo or container, the cargo or containertransporter, and the cargo or container sealnumbers all must agree with those shown onLOGMARS. If they do not agree, the cargoor container becomes frustrated (cannot bemoved) until proper documentation isprepared. When the cargo or container departsthe marshal l ing yard, LOGMARSdocumentation is retained for entry into thecentral processing unit to show that the cargohas been shipped to the consignee and toupdate the computerized inventory. Similarprocedures are used for cargo beingretrograded. LOGMARS documentation canalso be used to develop a ship’s manifest.

19. Marshalling Yard Security

a. Cargo Theft and Pilferage. Reducingcargo theft and pilferage is a significant benefit

of containerization. Compared with lossessuffered in breakbulk operations, the reductionis indeed noteworthy. Nonetheless,containerization losses happen, and terminalcommanders must take actions to eliminatethis situation.

b. Control of Inbound and/or OutboundTraffic. Strict control of incoming andoutgoing traffic is a key factor in marshallingyard security. Restriction of vehicular trafficentering or exiting the container stacking areato container transport equipment, MHE, andmobile scanning equipment is essential.Establishment of a single control point (gate)for vehicular traffic entering or exiting cargoareas is also essential. This point should bestaffed and operated by US military personnelwho are assisted, as necessary, by foreignnational police or interpreters. Finally, aseparate control point for pedestrian traffic isneeded, operated by US military personneland assisted, as necessary, by foreign nationalpolice or interpreters.

• Surveillance and control functions of thevehicular control point include thefollowing.

•• Preventing entry of unauthorizedvehicles.

•• Inspecting inbound and outboundcontainers. This is a thorough physicalinspection including cargo condition,presence and condition of seals and/orlocks, evidence of illegal entry (such astampering with or removal of doorhinges) and, particularly for outboundcargo, a check for stolen items by lookingon top of and under containers andinspecting transporter cabs.

•• Verifying documentation forcorrectness, completeness, and legibility.(Ensuring that transporter, container, andcontainer seal numbers match thoseshown on the TCMD.)

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•• Operating scanning equipment. (Ifthere is no scanning capability, cargonumbers are reported manually tooperations to update the yard inventory.)

•• Signing one copy of the TCMD forretention by transporter operator as adelivery receipt (inbound cargo).

• Surveillance and control functions of thepedestrian control point include:

•• Permitting only authorized personnelto enter marshalling areas; and

•• Maintaining, con t ro l l i ng , andsafeguarding the pass system for foreignnational personnel authorized to be in thearea.

c. Perimeter Security. Security of themarshalling yard perimeter backs up controlpoint security in keeping unauthorized personsout of the area. Such persons may engage insabotage, petty and large-scale theftoperations, and in establishing inside contactswith foreign nationals or other personsworking in the yard. Although it may not bepossible to fence the entire yard perimeter,the security (sensitive, classified, high-dollar-value cargo) area should be fenced with itsown military-guarded control point andmilitary police (MP) control. Perimeter

defense measures may include one or acombination of the following:

• Chain-type fencing topped by threestrands of barbed wire. (Inspect fencedaily to ensure no holes or breaks exist).

• Concertina wire.

• Sensors and television video monitors.

• Patrols.

d. Container Transporter Operator.Drivers of line- and local-haul containertransporters are required to remain in the cabsof their trucks when operating within cargoareas.

e. Security Cargo. Security cargo shouldbe stored separately in its own secured area.Whenever possible, security cargo should beunloaded from the ship during daylight hours.If possible, MP security personnel shouldobserve unloading operations.

f. Verification of Container Arrival atDestination. Upon receipt of the cargo orcontainer, the consignee returns a copy of theTCMD to the shipping terminal activity withthe consignee signature, date of receipt, andcondition of cargo, container, and containerseal.

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Intentionally Blank

A-1

Army elements of a Transportation Group, Navy elements of a Cargo Handling Battalion(CHB), Marine elements of the Landing Support Battalion (LSB), and Air Force liaisonoffices are included in Annexes A through D. Specifics on the Maritime Administration(National Shipping Authority) are located in Joint Pub 4-01.2, “JTTP for Sealift Support toJoint Operations.”

APPENDIX ATERMINAL UNITS

A-2

Appendix A

Joint Pub 4-01.5

Intentionally Blank

ANNEX A TO APPENDIX AARMY UNITS

A-A-1

1. US Army TransportationGroup (Composite)

a. Mission and Assignment. Thetransportation group provides command andstaff planning for Army units employed interminals. The group is assigned to thetransportation command of the theater Army(TA).

b. Capabilities. The group providescommand, control , staf f p lanning,coordination, and supervision of operations,training, and administration of up to sixtransportation battalions. It depends onappropriate elements of the TA for motortransport, health services, signal, finance,legal, and personnel administrative servicesupport.

c. Functions. The transportation groupis responsible for the following tasks.

• Managing both military and civilianpersonnel, administering or executinglabor management policies with respectto non-US civilians and employees, andmaintaining coordination with appropriateCA elements.

• Preparing standing operating procedures(SOPs), directives, and plans forinstallation and area security and areadamage control within assigned areas;coordinating these plans with subordinatecommanders and area support commands.

• Preparing current and long-range plans,procedures, policies, and programspertaining to terminal operations andfunctions; selecting or allocating units,by types and numbers required, to

support the mission of the transportationterminal brigade.

• Inspecting units, installations, andactivities and supervising or planning thetraining of subordinate units.

• Developing plans for moving personneland cargo through subordinate terminalsas well as coordinating with themovement control center for terminalclearance.

• Deve lop ing requ i rements fo rcommunications and automatic dataprocessing systems required forsupporting the transportation group andsubordinate units and coordinating theserequirements with the water terminalsignal officer.

• Procuring materiel and services locally,particularly stevedore contract services,for support of the group and subordinateunits.

• Providing limited field services,including food service supervision.

• Developing SOPs, directives, current andlong-range plans, procedures, policies,and programs in the logistic fieldpertaining to subordinate units andcoordinating with direct support elementsto supply materiel and equipment usedin operating terminals.

• Managing maintenance, to includedevelopment of appropriate policies,procedures, and operational instructionsrelated to maintenance and safetyactivities for issuance to subordinateunits.

A-A-2

Annex A to Appendix A

Joint Pub 4-01.5

2. Transportation TerminalBattalion

a. Mission and Assignment. Thetransportation terminal battalion acts as thecommand element in operating intermediatestaging areas for airborne units and for unitsemployed in water terminals. It is the keyterminal organization in support of Armyamphibious operations, and it acts as thecommand element in operating inlandwaterways. While assigned to the TheaterArmy Transportation Command, it is normallyattached to a transportation group; however,it may be attached to a terminal brigade oroperate separately.

b. Capabilities. The transportationterminal battalion can command up to seventransportation terminal units. Examples of thevarious types of units are terminal service,transfer, boat, amphibian, hovercraft, harborcraft, truck, cargo documentation, security,and PSAs. It can support the operation of theequivalent of a four-ship terminal in anestablished port facility or a two-ship terminalin a beach operation. This unit must besupported by a personnel service company forpersonnel and financial support and by areahealth services for medical support.

c. Functions. The transportation terminalbattalion is responsible for the following tasks.

• Providing command and control of waterterminal operating units.

• Controlling loading, unloading, andcargo transfer operations.

• Supervising documentation activities.

• Determining the estimated workload andtransportation requirements and ensuringthe availability of necessary equipment.

• Advising subordinate operating unitsconcerning identification, segregation,

and documentation of shipboard oronshore cargo.

• Consolidating requisitions andprocuring supplies and equipment forsupported units.

• Conducting maintenance inspections ofassigned vehicles and equipment.

• Supervising all maintenance, supply,equipment, evacuation, real estate, safetypolicies, and food service activities ofassigned units.

• Providing communication betweenhigher headquarters and supported unitsunder the direction of the water terminalsignal officer.

• Supervising contract operations.

• Reviewing intelligence data to assessimpact on operations and to allow fordefensive measures.

• Obtaining from the Command Surgeonmi l i tary quarant ine inspect iondocumentation on retrograde cargo, ifrequired.

• Coordination of harbor master, security,HN activities, and movement of marineassets.

3. Transportation TerminalService Company(Breakbulk)

a. Mission and Assignment. TheTransportation Terminal Service Company(Breakbulk) is the basic working unit in Armywater terminal operations for breakbulk cargo.The company may operate separately or maybe integrated with units of other terminalservice and lighterage units commanded by asingle battalion. Its responsibilities includedischarging cargo from a ship to a pier or a

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Army Units

lighter, or a temporary holding ormarshalling area; or loading cargo aboardclearance transport. The company preparesall documentation needed to forward thecargo to its depot or user destination inaccordance with cargo dispositioninstructions.

b. Capabilities. The company can workone ship on a two-shift basis, or two ships ona one-shift basis. At piers or over beaches,with 75-percent availability of equipment, thecompany can discharge or load 600 STONsduring LOTS operations or 2,500 STONs atfixed facilities. Discharging includes sortingby destination and loading cargo ontransportation at the pier or waterline.Loading includes receiving cargo from landtransportation at the pier or waterline andproviding in-transit storage, as required. Bothfunctions include accounting for all cargohandled and preparing necessary militarystandard transportation and movementprocedures transportation documentation.

4. Transportation TerminalService Company(Breakbulk/Container)

a. Mission and Assignment. Thetransportation terminal service companyhandles breakbulk and containers in a theaterwater terminal operation. If augmented withpersonnel and equipment for command andcont ro l , por t secur i t y, and cargodocumentation capabilities, the unit can worka container or breakbulk port or a port capableof handling both breakbulk and containerizedcargo. The unit is normally attached to aterminal battalion for command and control,but may be assigned to a theater transportationcommand or a Corps Support Command(COSCOM) when supporting independentcorps operations.

b. Capabilities. Operating on a two-shiftbasis, the company is capable of handling 200containers per day or discharging 1,600

STONs of breakbulk cargo per day in a LOTSenvironment. In a fixed port, the company isable to handle 400 containers or 2,500STONs of breakbulk cargo in a two-shiftoperation with 75-percent operationalequipment availability. The company mustbe augmented by a heavy crane platoon tohandle containers.

c. Functions. The breakbulk or containerterminal service company can operateindependently, or may be integrated with otherwater terminal units commanded by a singlebattalion. Centralizing equipment, maintenance,and documentation at battalion level is alsopossible within the constraints imposed bycontainer-peculiar equipment and equipmentoperators.

5. Transportation CargoTransfer Company

a. Mission and Assignment. Thetransportation cargo transfer companytransships cargo at air, rail, and motor terminals.This includes unloading, segregating, repairing,temporary holding, documenting, and cargoloading responsibilities whenever a change incarrier occurs. The company may also operatein-transit cargo areas to provide a breakbulkfacility for consolidated shipments or operatea small retrograde cargo shipmentconsolidation point. The company is normallyassigned to either a Theater Army AreaCommand or COSCOM and attached to atheater transportation command,transportation group, or corps support group.The company or its elements may also beattached to a terminal battalion to supportterminal service company shore platoons byloading backlogged cargo into clearancetransportation. The company is not normallyassigned to operate at distribution points.However, the company or its elements maybe committed to support supply units atdistribution points if excessive cargo backlogor similar conditions create a need fortemporary support.

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Joint Pub 4-01.5

b. Capabilities. A company can transshipan average of 3,000 STONs of breakbulkcargo or 450 containers per day whencontainer handling equipment is available,based on a 20-hour day. This capabilityconsiders all functions incident to cargomovement. It can operate three separateterminals on a round-the-clock basis andtransship 300 STON of breakbulk cargo or200 containers a day. The unit can redocumenttransshipped cargo or containers as required,and stuff or unstuff containers on a limitedbasis.

6. MTMC TransportationTerminal Brigade orBattalion

a. Mission and Assignment. MTMCtransportation brigades or battalions are USArmy Reserve organizations established toprovide an expanded capability to direct waterterminal operations. They are designed toconduct water terminal operations atestablished commercial CONUS ports inwhich the equipment and manpower areavailable to perform the actual terminaloperations. When operating terminals withinthe United States, they operate under OPCONof USTRANSCOM and MTMC usingexisting terminal equipment and union labor.However they may, if required, be deployedOCONUS to provide the combatantcommander with the capability to expand thenumber or capabilities of ports forsustainment or redeployment purposes.When operating in support of a geographiccombatant commander, terminal equipmentand labor must be made available throughHNS agreements. Command arrangementsfor OCONUS operations will be asdetermined by MOU between the supportedcombatant commander andUSCINCTRANS. The organization of atransportation terminal batallion or brigadewill vary depending on the terminals theyare assigned to operate. As a minimum, eachhas a commander and staff elements to

supervise movement operations, contracts,cargo documentation, physical security, andthe flow of information.

b. Capabilities. The capabilities of thetransporation terminal battalions or brigadesdepend on the size of the organizationdeployed, the sophistication of the fixed-portfacility they are tasked to operate, and theavailability of contract stevedores or HNS.As a result, capabilities determinations mustbe made on a case-by-case basis.

7. Water Transport

a. Mission and Assignment. Normally,water transport operations will be confinedto a logistic support role in the theater oroperational area rear area. Army watertransport units normally operate as part of aterminal service organization. There are twomajor types of water transport company-sizedunits in the Army. These are the medium-boat company (Landing Craft, Mechanized,or LCM) and the heavy-boat company(Landing Craft, Utility, or LCU). Also,several separate watercraft teams are designedto perform special marine service support inoperating coastal, harbor, and inlandwaterway vessels.

b. Capabilities. The following lists thevarious water transport units available for useby the water terminal commander.

• Medium Boat Company. The LCMprovides and operates landing craft formoving personnel and cargo. It alsoaugments Navy craft in conducting jointamphibious operations. The medium-boat company can transport an averageof 1,600 STONs of noncontainerizedcargo or 240 containers daily. Thecompany can, using all 16 LCMs,transport 3,200 troops at one time.

• Heavy Boat Company. The LCUprovides and operates landing craft for

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Army Units

transporting personnel, containers,vehicles, and outsized cargo in offshoredischarge operations. It may be attachedto the Navy in support of a jointamphibious operation. There are twoclasses of LCUs (the 1600 and 2000classes).

•• LCU-1600 Class. This class has dualscrews, four rudders (including twoflanking rudders), and a drive-throughcapability. It can carry 202 STONs ofgeneral cargo, 10 TEU containers, 1,600square feet of vehicles, or three combat-loaded M-1 tanks.

•• LCU-2000 Class. This class has dualscrews with rudders and bow thruster andhas no drive-through capability. It cancarry 343 STONs of general cargo, 30TEU, 2,200 square feet of vehicles, orfour combat-loaded M-1 tanks.

c. Watercraft. Watercraft detachmentsprovide crews required to perform specializedfunctions in operating coastal and inlandwaterway vessels. Each detachment must befully supported by the unit to which it isattached.

• LA Detachment. The LA detachmentprovides the crew for nonpropelled drycargo barges. The barges are in varioussizes, from 45.5 to 120 feet long, withcapacity ranging from 22 to 636 STONs.The larger barges can carry bulk liquidor deck cargo.

• LB Detachment. The LB detachmentoperates picketboats — coastal or harborinland boats 65 feet and smaller.Picketboats provide water transportation,water patrols, command, inspection, andgeneral utility services in support of waterterminal operations.

• LC Detachment. The LC detachmentconsists of marine engineer and deck

personnel required to operate the pumpsand to crew the 120-foot, non-self-propelled liquid cargo barge to transportdeck or bulk-liquid cargo. The barge cantransport 4,160 barrels of liquid cargoor 655 STONs of dry cargo.

• LD Detachment. The LD detachmenthas the necessary personnel to operatethe 70-foot tug (small tug) rated as a 65-foot tug by the Army. Its operationalmissions include firefighting, shiftingand towing barges, and assisting indocking and undocking large vessels.

• LE Detachment. The LE detachmentloads and discharges heavy-lift cargo thatis beyond the capability of a ship’s gear.It provides crews for the 60-STON non-self-propelled floating crane and the 100-STON floating crane.

• Team FJ. Team FJ provides theoperating capability for the 107-foot tugrated as a 100-foot large tug (LT) by theArmy. It is capable of heavy tows withina harbor area or limited offshore towingbetween terminals, berthing, andunberthing deep-draft vessels.

• LI Detachment. The LI detachmentprovides the operating capability for the128-foot LT. It can dock and undockvessels and conduct barge-towingoperations and limited salvage services.

• LJ Detachment. The LJ detachmentoperates the logistics support vessel(LSV). It provides the capability to carrycargo and/or equipment throughout thetheater or on intratheater routes nototherwise serviced by MSC. The 272-foot self-propelled vessel can carry up to1,963 STONs of cargo along inlandwaterways, intracoastal, inter-island, andon open seas. The LSV will also assistin RO/RO or LOTS operations,particularly with container handling

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Joint Pub 4-01.5

equipment, vehicular and otheroversized or overweight cargo.

• LH Detachment. The LH detachmentprovides amphibious lighterage serviceprimarily for items of heavy, outsized,or bulky equipment. The daily capacityof LARC-60s in this detachment is 450STONs of heavy, outsized, or bulkynoncontainerized cargo, or 21 TEU.

8. Army Port ConstructionCompanies

Port construction support companiesprovide technical personnel for theconstruction and restoration of ports, JLOTSfacilities, inland waterways, and POL waterterminals. Engineer teams, such as divingteams, support the construction effort.

ANNEX B TO APPENDIX ANAVY UNITS

A-B-1

1. Mission and Assignment

Each Navy Cargo Handling Battalion(NCHB) is a quick response, multi-missiontasked unit comprised of 9 officers and 145enlisted personnel, plus basic organic unitequipment required to provide technical andsupervisory cargo handling capability.NCHBs operate most effectively whenemployed solely on ship loading anddischarge operations and when each of its 16seven-man hatch teams is augmented by 7unskilled or stevedore personnel provided bythe supported unit or activity. Whenaugmented with 112 personnel (7 per hatchteam), a NCHB can achieve a ship dischargerate of approximately 2880 MTONs per daypier-side, and approximately 1920 MTONsper day discharge rate in-stream. If the NCHBis not augmented, then the discharge rate mustbe reduced by fifty percent (1440 MTONspier-side and 960 MTONs in-stream). Cargodocumentation is an organic capability of theCHB. If assigned to an Army-operated waterterminal, a CHB would operate automateddocumentation support equipment. Cargodocumentation support is also available in aNavy Freight Terminal Unit (FTU). Amission capability of the FTU is the controland automated documentation of materialreceipts and issues and the capability tointerface with multiple military units and localactivities. At a site where multiple CHBs areoperating or operate for extended periods, aFTU detachment may be assigned fordocumentation support.

2. Capability

The specific tasks of a NCHB include, butare not limited to the following.

a. MPS and/or assault follow-on echelonCargo handling Operations

b. Heavy Lift (Marine) Crane Operators

c. Port Cargo Operations and/or TotalCargo Class Responsibility

d. Expeditionary (Limited) OceanTerminal Operations

e. Expeditionary (Limited) Air CargoTerminal Operations

f. Self Support Services

3. Component Package

NCHBs may bring a variety of equipmentpackages tailored to support specific missions.Cargo handling equipment and vehicles (bothcivil engineering support equipment [CESE]and MHE) may be obtained by utilizingadvanced base functional components(ABFC). Some examples of the ABFCcomponent packages follow.

a. The Personnel and Basic PersonnelEquipment component provides the personneland basic organic personnel support gearrequired to perform all cargo handlingmissions. Supplemental equipment packagesmay be added to this component, as necessary,to meet specific environmental and/or missionrequirements.

b. An Expanded Core and/or Hatch BoxEquipment component provides the basicorganic cargo handling hatch box equipmentand consumables necessary to provide oneNCHB with the capability to work two shiftsor eight hatches at one location. Thiscomponent is air deployable and requires two463L pallet positions. This component alsoprovides the necessary ADP equipment forthe computer-aided load manifesting system

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Annex B to Appendix A

Joint Pub 4-01.5

and LOGMARS material tracking anddocumentation.

c. A Cargo Handling CESE Large GeneralPurpose component provides the vehicles toestablish a limited ocean terminal and/oraugment a port operation. Due to its size andscope, this component is not designed to beair deployable. This component contains thefollowing ABFC components.

• Troop Transportation Vehicle component(1).

• Truck Tractor Equipment components(3).

• Trailer Equipment components (3).

• Vehicle Service Equipment component(1).

• Additional pieces of CESE andequipment facilities for organizationallevel repair and maintenance of organicCESE.

d. The MHE-Large General Purposecomponent provides electric forklifts, roughterrain forklifts, and other equipment tosupport a NCHB in establishing a limitedocean terminal and/or augmenting a port cargooperation for all categories of cargo includinghazardous material and munitions. Thiscomponent, due to its size and scope, is notdesigned to be air deployable. Thiscomponent contains the following ABFCcomponents.

• MHE-Austere Detachment components(3).

• MHE-Electric component (1).

• MHE-Air Cargo component (1).

• Additional pieces of MHE andequipment and/or facilities fororganizational-level repair andmaintenance of organic MHE.

e. The Heavy Lift MHE-General Purposecomponent provides 30- and 90-ton mobilemultiple cranes and heavy container handlingcapability to support a NCHB in establishingor augmenting a limited ocean terminal. Thiscomponent contains the following sub-components.

• MHE-Heavy Containers component (1).

• Weight Handling Equipment-30 TonCrane component (1).

• Weight Handling Equipment-90 TonCrane component (1).

The Weight Handling Equipment-90 tonCrane component should be provided to aNCHB in ports where mobile cranes andheavy-lift materials handling equipment forcontainers are not locally available.

f. The Austere Expeditionary Tent Campcomponent provides tents, cots, sleeping gear,and a 30-day supply of Meals, Ready to Eat(MREs) to allow a NCHB to establish anaustere expeditionary tent camp without afield mess during the first 30 days ofemployment. This component is airdeployable and should be provided to eachNCHB in all scenarios where there is ananticipated delay in establishing anExpeditionary Tent Camp facility. A smallercomponent version of this component packageis the 55-Man Tent Camp, three of whichwould support an entire NCHB. This iscomplemented by the 55-Man/30-Day Supplyof MREs component and is air deployable.This component should be provided todetachments or battalions when a field kitchenor other messing facilities are not available.

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g. The Expanded Expeditionary TentCamp Facility component provides acomplete field kitchen, commodities, and foodsupplies to support long term operations of aNCHB living in an Austere ExpeditionaryTent Camp. The materials, equipment, andsupplies are of such a quantity and weight thatthis component is not reasonably airdeployable. This component should beprovided to each NCHB when the battalionmust operate an Expeditionary Tent CampFacility for more than 30 days.

h. Other available component packageswhich could be employed under variouscontingency conditions are as follows.

• Passenger and/or Troop TransportationBus.

• Communications Equipment-Air CargoTerminal.

• Extreme Cold Weather Clothing.

• Ammo Magazine Sheathing Equipment.

• Large Fuel Package (Greater than 32degrees F).

• Small Fuel Package (Greater than 32degrees F).

• Large Fuel Package (Less than 32degrees F).

• Small Fuel Package (Less than 32degrees F).

• Lighting Equipment.

• Power Distribution Equipment-Basic.

• Power Distribution Equipment-Expanded.

4. Advanced Logistic SupportSite/Forward Logistic SiteConcepts of Operations

Tied to the Navy’s concept for ship off-loadis the establishment of naval advanced logisticsupport sites (ALSSs) and forward logisticsites (FLSs).

a. An ALSS is a location that is used asthe primary transshipment point for materialand personnel destined for deployed unitswithin a theater of operations. An ALSS isestablished at a secure location readilyaccessible to seaport and airfield facilities, butmay not be in proximity to main operatingareas. ALSSs possess a full capability forhandling reception, storage, consolidation,and forwarding of supplies, munitions,petroleum, and personnel required to supportdeployed units operating in the area. TheALSS is a throughput operation handling allairlift and sealift coming into and out of thetheater. An ALSS may also possess therequisite medical capability to accept battlecasualties and to hold such casualties untilthey can be returned to duty or evacuated bynational medical evacuation systems. Whenfully stood up, an ALSS is generally a blendof host-nation support and logistic supportaugmentation personnel.

b. An FLS is the most forward transshipmentpoint that provides the bridge between anALSS and units at sea. An FLS is establishedat a site located near a port and/or airfield,but close to the main battle area. It providesfor the reception and forwarding of selectedhigh priority material and personnel from theALSS to units operating at sea in the area byeither rotary vertical onboard delivery and/orfixed-wing carrier onboard delivery aircraft.FLSs are linked to ALSSs by intratheaterairlift and sealift, if practicable. An FLSmay be expanded to include advanced

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Joint Pub 4-01.5

maintenance and battle damage repair. Inproviding maritime logistic support, FLScapabilities range from very austere to nearthose of an ALSS, including a supportingseaport.

c. ALSS and/or FLS Concept ofOperation. In a crisis response scenario, theALSS would direct and coordinate the flowof passengers, mail, and cargo through an areaof responsibility. The ALSS would have full

capabi l i ty for temporary s torage,consolidation, and transfer of supplies, as wellas messing and berthing for personneltransiting into and out of the theater. In timesof heightened logistics requirements, theALSS could coordinate various FLSoperations and their direct freight forwardingactivity, as well as provide support for shore-based aviation units, Fleet Hospitals, NavalMobile Construction Battalions, and othershore-based logistics units.

ANNEX C TO APPENDIX AMARINE CORPS UNITS

A-C-1

1. General

The Marine LSB is organized into sixseparate companies to provide landing,terminal service, materials handling, and airdelivery support for the landing force (LF) inthe amphibious operation and subsequentoperations ashore.

2. Mission and Assignment

An LSB provides a nucleus of personneland equipment to which other elements of theMarine air-ground task force (MAGTF) maybe assigned to form a task-organized LFsupport party in order to provide initial combatservice support to units up to MarineExpeditionary Force (MEF) size. The LSBprovides the command and control structure,administrative and operational personnel, andequipment to support LF, shore party, andhelicopter support team operations. Itprovides specialized MHE and personnel formanagement of passengers and breakbulk orcontainer cargo during terminal operations atseaports, airports, railheads, and beaches. Italso provides air delivery support equipmentand personnel during extended operationsashore. The LSB is responsible forperforming engineer tasks required for landingoperations, to include austere site preparation,construction or removal of obstacles andbarriers, and establishment of routes from thebeach.

3. Capabilities

a. Landing Support Company. Thelanding support company provides landingand throughput support to the MEF andsmaller MAGTFs during amphibious andhelicopterborne operations requiring logisticsupport in excess of the supported unit’sorganic capabilities. The company will be

reinforced with assets from beach and terminaloperations company and/or landing supportequipment company when special equipmentis required. When augmented by elements ofthe naval beach group, it providescoordination of initial throughput andsustainment support for the MEF. Thecompany provides, as required, shore partyand/or helicopter support teams that arecapable of preparing, marking, and controllinglanding beaches or zones. The company canestablish temporary multiclass supply storagesites; coordinate the unloading of suppliesfrom landing craft, ships, and helicopters; andcoordinate transportation support for theevacuation of casualties and enemy prisonersof war.

b. Beach and Terminal OperationsCompany. The beach and terminaloperations company provides generaltransportation support in coordinatingthroughput operations of the MEF. Thecompany provides personnel and equipmentfor the loading, unloading, and movement ofsupplies of designated ports, beaches, railheads, air heads, cargo terminals, dumps, anddepots. The company can also provide airdelivery support and air freight operationalcapabilities.

c. Landing Support EquipmentCompany. The landing support equipmentcompany provides centralized generalsupport, landing support, and maintenancesupport to facilitate and expedite throughputoperations in support of the MEF. It isequipped with tactical engineering cranes,buckets, graders, forklifts, and lighting setsto facilitate throughput operations. Thelanding support equipment company providesMHE support to the MEF and providesspecialized MHE and container handlingsupport for the management of breakbulk or

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Joint Pub 4-01.5

container throughput operations at ports,beaches, rail heads, air heads, and cargoterminals.

d. Headquarters and Service Company.Headquarters and service company provides

the command and control, administration, andcommand support functions for the battalion.This includes internal communications,supply, ordnance, security, and food servicesupport for the battalion.

ANNEX D TO APPENDIX AAIR FORCE UNITS

A-D-1

The Air Force establishes a Water TerminalLogistic Office (WTLO) at selected waterterminals in CONUS and OCONUS forprocessing bulk or containerized Air Force-sponsored cargo transported under cognizanceof USTRANSCOM. The WTLO providesassistance to the water terminal commanderfor expediting and tracking Air Force-sponsored shipments and to ensure that AirForce cargo flows in accordance with the

supported combatant commander priorities.The WTLO also resolves problem areasbetween the Air Force shipper and consignee;provides the terminal command dispositioninstructions to ensure prompt movement ofAir Force cargo that is frustrated, found, ordamaged; acts as liaison at the port with otherService components; and assists the terminalcommand for diverting cargo from surfaceto air.

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Intentionally Blank

APPENDIX BWATER TERMINAL PLANNING CONSIDERATIONS

B-1

This appendix identifies the terminalcommander’s responsibilities and lists datanormally required to understand operationalconsiderations of potential water terminals.These lists are also for use by JFCs and theirstaffs in planning joint water terminaloperations.

1. Terminal Commander’sResponsibilities

The terminal commander is normallyresponsible for the overall operation of theterminal, to include the following.

a. Water terminal planning and operations:

• Notification of consignees.

• Port clearances.

• Vessel scheduling.

• Availability of local pilots.

b. Statutory and regulatory constraints.

c. Military construction.

d. Environment and natural resourcespreservation.

e. Energy conservation.

f. Terminal readiness.

g. Terminal performance measurement andreporting.

h. Safety management.

i. Terminal security.

j. Terminal and warehouse operations.

k. Railcar and truck unloading and loadingoperations.

l. Container freight station operations(receiving, stuffing, and unstuffing).

m. Pier operations.

n. Cargo m o v e m e n t c o n t r o l a n ddocumentation.

o. Contract management.

p. Stevedores and related terminal services.

q. Performance work statements.

r. Ship stowing.

s. Ship scheduling, on and off berth.

t. Proper handling of hazardous materialand cargo.

u. Crisis response and/or clean-up facilitiesfor POL or hazardous material accident orspills.

v. Manifesting of retrograde cargo ortransshipments.

2. General Water Ports Data

General information on water ports includesthe following.

a. Map sheet number (series, sheet, edition,date).

b. Nautical chart number.

c. Grid coordinates and longitude and/orlatitude.

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Joint Pub 4-01.5

d. Military water terminal capacity andmethod of estimation.

e. Dangerous or endangered marine or landanimals in the area.

f. Names, titles, and addresses of portauthority and agent personnel.

g. Nearest US consul.

h. Port regulations.

i. Current tariffs.

j. Frequencies, channels, and call signs ofthe port’s harbor control.

k. Complete description of the terrainwithin 25 miles of the port.

l. Location of nearest towns (seecommunity information [Para 16]), airports,and military installations.

m. Maintenance of navigational aids.

3. Specific Port Data

Specific port data includes the following.

a. Types of ports.

b. Lengths and locations of breakwaters.

c. Depth, length, and width in the fairway.

d. Current speed and direction in thefairway.

e. Size and depth of the turning basin.

f. Location and description of navigationalaids.

g. Pilotage procedures required.

h. Location and degree of silting.

i. Size, frequency, and effectiveness ofdredging operations.

j. Description of the port’s dredger.

k. Description of sandbars or reefs in thearea.

l. Identity of any marine plants that couldinhibit movement of ships or lighterage.

m. Composition of the harbor bottom(percentage).

n. Description of approach to harbor.

4. Weather and Hydrography

Weather and hydrography informationincludes the following.

a. Types of weather conditions encounteredin the area.

b. Time of year these conditions occur.

c. Prevailing wind direction per calendarquarter.

d. Per calendar quarter, percentage of timefor wind speed within 1 to 6 knots, 7 to 16knots, and over 17 knots.

e. Maximum, minimum, and averageprecipitation per month to the nearest tenthof an inch.

f. Maximum, minimum, and averagesurface air temperature per month.

g. Frequency, duration, and density of fogand dust.

h. Effects of weather on the terrain.

i. Effects of weather on sea vessel travel.

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Water Terminal Planning Considerations

j. Effects of weather on logistic operations(off-loading materials on vehicle or rail).

k. Seasonal climatic conditions that wouldinhibit port operations for prolonged periods(24 hours or more).

l. Type and mean range of the tide.

m. Direction and speed of the current.

n. Minimum and maximum watertemperature.

o. Per calendar quarter, percentage of timethat surf is within 0 to 4 feet, 4 to 6 feet, 6 to9 feet, and over 9 feet.

p. Per calendar quarter, percentage of timethat swells are within 0 to 4 feet, 4 to 6 feet, 6to 9 feet, and over 9 feet.

q. Daylight charts.

5. Anchorages

Essential information on anchoragesincludes the following.

a. Distance and true bearing from releasepoint of all anchorages.

b. Maximum and minimum depth for eachanchorage.

c. Speed and direction of the current at eachanchorage.

d. Radius of each anchorage.

e. Bottom material and holdingcharacteristic of each anchorage.

f. Exposure condition of each anchorage.

g. Offshore or nearshore obstacles, whatthey are, and their distance and true bearingfrom the port.

6. Wharves

Essential information on wharves includesthe following.

a. Types of quays and piers (e.g., wooden,concrete) located along shoreline.

b. Length and width of quays and piersalong shoreline.

c. Present condition of quays and piersalong shoreline.

d. Type and location of equipment onquays and piers that may be used by personnelto off-load cargo.

e. Number and types of vessels that quaysand piers can accommodate at one time.

f. Safe working load level of the quays andpiers (capable of supporting 60-, 130-, 150-ton vehicles or equipment).

g. Water depth alongside and leading to thequays and piers.

h. Services available (water, fuel,electricity).

i. Available storage.

j. Specialized facilities available for thedischarge of RO/RO vessels (e.g., ramps).

k. Height of wharves above mean waterlevel.

l. Current use of wharves.

m. Type of fender system the terminal hason its wharves.

n. Trackage (if any), length and gauge.

o. Special considerations for handlingammunition and hazardous cargo.

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7. Cranes

Essential information on cranes includes thefollowing.

a. Number and location of cranes.

b. Characteristics for each crane:

• Lift capability.

• Type of power.

• Dimensions (maximum or minimumradii, outreach beyond wharf face, andabove or below wharf hoist).

• Speed (lifting, luffing, and revolutions).

• Height and width of terminal clearance.

• Track length and gauge.

• Make, model, and manufacturer.

• Age and condition.

• Emergency power availability.

• Certification and characteristics forhandling explosive and hazardous cargo.

8. Materials HandlingEquipment

Essential information on materials handlingequipment includes the following.

a. Number, location, and type of MHE.

b. Characteristics for other MHE (otherthan cranes):

• Type of power.

• Lift capability.

• Dimensions.

• Make, model, and condition.

• Age.

• Compatibility with military equipmentlifting or handling points.

• Certification and characteristics forhandling explosive and hazardous cargo.

9. Stevedores

Essential information on stevedoresincludes:

a. Number and size of gangs.

b. Efficiency of each gang.

c. Working hours of gangs.

d. Availability and condition of stevedoregear and local vendor to replace or purchasedamaged gear.

e. Arrangements for gangs.

f. Availability of other local, national, orthird country labor.

g. HNS.

10. Watercraft

Essential information on watercraftincludes the following.

a. Number, type, and location of small craft(e.g., tug, pusher, ferry, fishing, pipe laying,barges, fire, patrol, salvage, hazardous spillcontrol) located in or near the port.

b. Characteristics for each craft:

• Size and capacity.

• Number of crew.

B-5


• Berthing spaces.

• Types of engines.

• Number of engines and number ofpropellers.

• Types of generators.

• Number of generators.

• Number of kilowatts for each generator.

• Types and number of air compressors.

• Cubic feet per minute of air compressors.

• Types of engine control (e.g., hydro, air).

• Location of engine control (wheelhouseor engine room).

• Normal working hours per day of crew.

• Telegraph engine signal, if any.

• Engine manufacturers (e.g., Fairbanks,Morse, Detroit Cooper-Bessemer); typesof hull (e.g., modified V or round).

• Materials of construction (e.g., wood,steel, cement, or fiberglass).

• Number of rudders and types of rudder(e.g., steering or flanking).

• Number of propellers (e.g., single ortwin).

• Type of radio and frequency range.

• Layout of the rail and road network inthe terminal.

11. Storage Facilities

Essential information on storage facilitiesincludes the following.

a. Number and location of storage facilities.

b. Characteristics of each:

• Product stored.

• Type of storage (e.g., open, covered, orrefrigerated).

• Capacity and/or dimensions.

• Floor material.

• Wall material.

• Roof material.

• State of repair.

• Special facilities.

• Security facilities.

• Map of storage facilities.

• Hazardous materials facilities.

12. Terminal EquipmentRepair Facilities

Essential information on terminalequipment repair facilities includes thefollowing.

a. Location, size, and capabilities of repairfacilities.

b. Type of equipment.

c. Number and ability of repairmen.

d. Availability and system of procuringrepair parts.

13. Ship Repair Facilities

Essential information on ship repairfacilities includes the following.

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Joint Pub 4-01.5

a. Number and type of dry dock and repairfacilities.

b. Quality of work and level of repairs thatcan be made.

c. Capacity of dry dock(s).

d. Location, size, and use of other buildingsin the terminal.

e. Method for obtaining potable and boilerwater in the terminal.

f. Method for obtaining fuel, lube, anddiesel oil in the port.

g. Medical personnel in port.

h. Electrical generating facilities in port orprovisions for obtaining electricity from anexternal source.

i. Ship-handling services available in theport.

14. Lines of CommunicationsAvailability

Essential information on lines ofcommunications (LOC) includes thefollowing.

a. Primary and Secondary Roads

• Type of primary roads (e.g., concrete,asphalt).

• Primary and secondary roads that allownorth-south and east-west movement.

• Capacity of intraterminal road networks.

• Present condition of these roads.

• Bridges constructed along these roads.

• Bridge construction materials along theseroutes.

• Width and weight allowance of thesebridges.

• Overpasses and tunnels located alongthese routes.

• Width and height allowances of theoverpasses and tunnels.

• Major cities that roads enter and exit.

• Names, addresses, and telephonenumbers of highway authorities, if any.

• Tolls or user fees for use of port area roadsand bridges.

b. Rail

• Rail capacity.

• Type of rail line.

• Type of rail network.

• Location of rail bridges.

• Weight allowance of rail bridges.

• Location and restriction of overpassesand tunnels that pass over rail lines.

• Gauges.

• Equipment available; e.g., locomotives(steam or diesel), flatcars, and boxcars.

• Ownership of rail network (private orgovernment).

• Address and telephone number of railnetwork authorities.

B-7


c. Inland Waterway

• Width of the waterway.

• Average depth, speed of the water, andshallow point.

• With a given cargo weight, how close tothe shore will water depth allow vessels.

• Capacity to conduct clearance operationsby inland waterway.

• Points at which tugs will be needed tosupport travel of vessel.

• Points along the coast that are mostsuitable for different types of sea and/orland operations.

• Types of channel markers.

• Points that are most suitable for miningof waterway.

• Effect that mining would have on shippassage.

• Locations at which waterways narrowinto choke points.

• Other than choke points, locations wherevessels are vulnerable to shore fire.

• Security that is available for vessels(underway, at anchor, or tied up).

• Type of hostile special operations unitsthat can threaten vessels.

• Local shore security available to protectvessels once they are docked.

• Type and number of local watercraftavailable to move cargo.

• Maintenance capability that exists forthese vessels.

• Docks along the waterway.

• Local regulations that govern inlandwaterway operations.

• Addresses and telephone numbers of thewaterway authorities, if any.

15. Threat

Essential information on threat includes thefollowing.

a. Enemy threat and capability in theoperational area (e.g., air; naval; ground; ornuclear, biological, and chemical).

b. Description of local overt or covertorganizations from which hostile action canbe expected.

c. Availability of local assets for rear areasecurity operations.

d. In addition to port and/or LOTS operations,other primary targets in the area (e.g., militarybases, key industrial activities, political and/orcultural center, satellite communicationsfacilities).

e. Physical security characteristics of port area.

16. Community Information

Community information should include thefollowing.

a. General

• Name of town(s) within a 25-mile radius.

• Grid coordinates and longitude andlatitude of the town.

• Size and significance of the town.

• Primary means of livelihood for the town.

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Joint Pub 4-01.5

• Form of government that exists.

• Description of the local police and/ormilitia.

• Description of the local fire departmentand equipment.

• Local laws or customs that will impacton operations in this area.

• Availability of billeting.

b. Population

• Size of the population.

• Racial breakdown of the population.

• Religious breakdown of the population.

• Languages spoken.

• Political or activist parties that exist inthe town.

• If population is considered friendly orhostile.

c. Labor. Names, addresses, and telephonenumbers of contracting agents available withservices that may be needed during operations(e.g., husbanding agents, potable or boilerwater, ship repair, coastal vessels, lighterage,machinists, and skilled and unskilled labor).

d. Water

• Availability of potable and boiler water.

• Size, location, and condition of waterpurification or desalinization plants.

• Other sources of water, if any.

• Quantity, quality, method, and rates ofwater delivery.

• Special size connections required, if any.

• Water barges available, if any.

• Water requiring special treatment beforeuse, if any.

e. Health Service Support

• Locations, size, capabilities, andstandards of local hospitals and othermedical treatment facilities.

• Availability of physicians (specialized),nurses, hospital beds, medical evacuationassets, medical, supplies, and potablewater.

• Any local diseases that require specialattention or preventive action.

• Overall health and sanitary standards ofthe town and surrounding area.

• Method of reimbursement for healthservice support.

• Health service support requirements ifHNS is not available.

f. Electricity

• Location, size (kilowatts), and conditionof the power station servicing the area.

• How power station is fueled.

• Location and size of transformer stations.

• Voltage and cycles of the electricity.

• Other significant sources of electricity(e.g., large generators) in the area.

B-9


g. POL

• Locations and size of wholesale fueldistributors in the area (including typeof fuel).

• Location and size of POL storage areasor tanks in the area (including type offuel).

h. Communications

• Address of telephone or telex office.

• Description of domestic telephoneservice in the area (e.g., type, condition,number of lines, switching equipment,and use of landlines or microwave).

• Description of required US military andGovernment communications services.Refer to Appendix G, “J-6, Communication”in Joint Pub 5-00.2, “Joint Task ForcePlanning Guidance and Procedures,” fora comprehensive description andchecklists on JTF communicationsplanning.

17. Marshalling YardProvisions andConsiderations

a. A central control and inspection pointwith multiple lanes for cargo and containersentering or exiting the marshalling yard.

b. Auxiliary internal checkpoints forcontainers and cargo entering the yard from abeach or rail spur, or by helicopter to a landingpad within the yard.

c. A traffic circulation plan showingmovement flow into, through, and out of themarshalling yard.

d. Segregation of inbound containers andcargo by size and type and, within thesegroupings, further segregation by priority,

destination, and special handling (security,mail, hazardous cargo).

e. Segregation of retrograde cargo andcontainers by type and size, with empty andloaded containers further segregated.

f. Running inventory of containers bylocation and status within the yard.

g. Security area for breakbulk orcontainerized sensitive and high-dollar-valuecargo.

h. External power source for refrigeratedcontainers. (In an unimproved or bare beachLOTS environment, self-containedrefrigeration units may be needed. This willmandate separate propane or diesel refuelingareas.) Refrigeration maintenance must alsobe provided.

i. Sheltered facilities for inventory andcontrol, documentation, and movementcontrol elements.

j. Covered facilities for stuffing andstripping containers and coopering cargo.

k. Cleaning and/or decontamination ofretrograde containers, equipment, supplies,and vehicles.

l. Minor repair of damaged containers.

m. Equipment parking.

n. Unit maintenance of equipment.

o. Messing and comfort facilities.

18. Terminal Units OperationalPlanning Determinations

a. Point of discharge (wharf or anchorage).

b. Piloting services (MSC coordinated).

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Appendix B

Joint Pub 4-01.5

c. Types of terminal units required.

d. Tugboat requirements (MSC-coordinated).

e. Equipment required for special or heavylifts, and priorities of discharge, if any.

f. Arrangements for terminal clearance,including transportation.

g. Requirements for temporary holding orfurther segregation of cargo.

h. Security and safety requirements.

i. Estimates of hatch or vessel completiontimes.

j. Considerations of specific shipcharacteristics; e.g., shore cranes may be usedto load flatracks or seasheds on fast sealiftships.

APPENDIX CHOST-NATION SUPPORT

C-1

1. Host-Nation Support

Use of HNS for US forces will assist thecombatant commander in accomplishing themission while reducing the requirement forUS personnel, materiel, and services. HNSapplies to military operations other than warand war, and to the peacetime operationssupport that contributes to the preparation forwar, and conduct of exercises. Except for reararea operations, combat operations are notconducted under HNS agreements.

a. Procedures. The combatant commanderwill ensure that proper authority is obtainedfor negotiations with HN. The combatantcommander and the Service componentcommanders will establish procedures for thefollowing.

• Determining specific combat support,combat service support, and rearoperations requirements that can be metthrough the use of HN resources.

• Assessing and identifying, in conjunctionwith the HN, which HN assets areavailable and what quantities can beprovided.

• Integrating support requirements into theoverall command and control systems.

• Designating points of contact at eachrequired command level to coordinateactivities related to HNS in peacetime,transition, and wartime.

b. The Role of CA. CA assists andcoordinates efforts to identify and acquireHNS. CA personnel in a friendly country aidcivil-military cooperation by providinginterface with local authorities or military

forces. In peacetime, CA personnel conductarea studies and review HN agreements toassist in planning for the optimal use of HNS.Joint Pub 3-57, “Doctrine for Joint CivilAffairs,” provides doctrine for joint CA.

c. HNS Planning Considerations

• In a theater where forces are in forward-deployed positions, the commander hasextensive knowledge of HNS capabilities.The commander can analyze the missionand determine what functions and taskscan be performed by HNS elements.

• For contingency operations, thecommander may have limited informationregarding the availability of HNS.Hopefully, some degree of HNS may beexpected.

d. HNS Suitability Factors. Factors indetermining the suitability of using HNresources to accomplish specific missions andfunctions include the following.

• Capability, dependability, and willingnessof the HN to provide and sustainidentified resource needs.

• Shortfalls in US force structure, as wellas areas in which US force structurerequirements could be reduced by usingHNS resources.

• Effect of HNS on the morale of USsoldiers.

• Operational security and reliability.

• Capability of US forces to accept andmanage HNS resources.

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Appendix C

Joint Pub 4-01.5

• The risk associated with HNS beingavailable in the type and quantity agreedupon.

e. Support Agreements

• HNS is normally based on agreementsthat commit the HN to provide specificsupport under prescribed conditions.Agreements may occur at various levels,including nation-to-nation, betweencomponent commanders, between majorcommands, and at lower commandlevels. Peacetime support arrangementsare considered viable sources of wartimeHNS when authorized by some type offormal agreement. A formal agreement,although preferred, is not an absoluteprerequisite for obtaining HNS.

• The use of HNS in contingencies requiresbroad planning for the various situationsthat may arise and the different countriesthat may become involved. Some nationsmay not sign, or are incapable ofadministering, support agreements withthe United States. In such instances,peacetime planning for and use of localHN resources may still be required tosuccessfully accomplish missionsassigned to US forces, but this becomesa major factor when considering risk.

• The major uncertainty associated withcontingency operations is identifyingthose areas in which conflicts are likelyto occur. Once those areas and nationsare identified, CA area studies arerequested. Other studies are availablefrom the Department of State,Department of Defense, the Agency forInternational Development, and agenciessuch as the Defense Intelligence Agency.

• In contingency situations where neitherplanning nor agreements are concluded,CA personnel should be among the

earliest arrivals in the area. They mustrapidly identify the support that the HNcan provide, then assist in coordinatingand integrating that support into thelogistics plan. Once HNS agreementshave been concluded, CA personnel cancontinue to serve as the single point ofcontact between the HN activity and thesupported units.

2. Types of HNS

a. Government Agencies. HN governmentagencies build, operate, and maintain facilitiesand systems such as utilities and telephonenetworks that may provide services in supportof US requirements. Police, fire companies,and border patrols may be available to supportUS forces.

b. Civilian Contractors. Host-country,third-country, or US contractors located in thetheater employing HN or third-countrypersonnel may provide supplies and servicessuch as laundry, bath, bakery, transportation,labor, and construction.

c. HN Civilians. US manpower needsrange from low-skilled laborers, stevedores,truck drivers, and supply handlers to morehighly skilled equipment operators,mechanics, computer operators, andmanagers. The HN labor pool may providepersonnel having these skills.

d. Type B US Units. Type B units may beassigned to assist in performing HNS-typefunctions. These units are configured toconserve Service manpower by substitutingnon-US personnel in specified positions. Anexample of a Type B unit is the KoreanAugmentation to the United States Armyprogram.

e. HN Military Units. HN military orparamilitary units support US requirementsduring wartime in functions such as traffic

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Host-Nation Support

control, convoy escort, installation security,or cargo and troop transport and rearoperations.

f. HN Facilities. US forces may use HNbuildings or facilities for such things ashospitals, headquarters, billets, maintenanceshops, or supply activities. HN facilities maybe nationalized, come under HN control, orbe provided by contractual agreement.

g. Selected Functions. A HN performsparticular functions in a designated area orfor a particular organization within nationalboundaries. Some examples are railoperations, convoy scheduling, air trafficcontrol, and harbor pilot services. Theseservices will normally operate under hostgovernment control by authority of nationalpower acts.

h. Supplies and Equipment. Suppliesand equipment needed for missionaccomplishment may be acquired locally,precluding or reducing materiel shipmentsfrom the United States.

3. Employment and Supervision

The degree of command and controlexercised by US forces over HNS dependson the type of support, location, tacticalsituation, political environment, andprovisions of technical agreements. SomeHNS functions may be performed by HNmilitary personnel because of the closenessof combat operations.

4. Activities Inappropriate forHNS

Some functions and services areinappropriate for a HN to provide. Usually,the decision is based on security reasons andthe need for national control. Listed beloware some functions and services (not all-

inclusive) identified as inappropriate for HNS.Therefore, the user country will provide thesefunctions and services from its national assets.

a. Command and control of health servicesupport, supply, service, maintenance,replacement, and communications.

b. Triage, treatment, and hospitalization ofthe sick, injured, and wounded.

c. Veterinary subsistence inspection.

d. Law and order operations (US forces).

e. Control and maintenance of nuclear andchemical ammunition.

f. US prisoner confinement operations.

g. Accountability and security of enemyprisoners of war retained in US custody.

h. Medical supply accountability.

i. Identification and burial of the US dead.

j. Repair of nuclear weapons delivery sites.

k. Patient administration.

5. Training

US personnel, in particular CA personnel,must be trained in the proper procedures forHNS. Additional language training may berequired. US personnel should be familiarwith status-of-forces agreements and otheragreements, as well as command directivesregarding behavior and relationships in thehost country. They should also be aware ofactivities and behaviors that will enhance andencourage HNS and be cautioned againstthose activities and behaviors that detract froma positive relationship. The CA area study isessential in developing these guidelines.

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Appendix C

Joint Pub 4-01.5

Intentionally Blank

APPENDIX DREFERENCES

D-1

The development of Joint Pub 4-01.5 is based upon the following primary references.

1. Miscellaneous

a. Title 10, United States Code, as amended by the DOD Reorganization Act of 1986.

2. DOD Directives

a. DOD Directive 4000.25, “Administration of Defense Logistics Standard System.”

b. DOD Directive 5100.1, “Functions of the Department of Defense and Its MajorComponents.”

c. DOD 5160.53, “Single Manager Assignment For Military Traffic, Land Transportation,and Common User Terminals.”

3. Joint Publications

a. Joint Pub 0-2, “Unified Action Armed Forces (UNAAF).”

b. Joint Pub 1-01, “Joint Publication System, Joint Doctrine and Joint Tactics, Techniques,and Procedures Development Program.”

c. Joint Pub 1-02, “DOD Dictionary of Military and Associated Terms.”

d. Joint Pub 1-03.16, “Joint Reporting Structure, Joint Operations Planning System.”

e. Joint Pub 3-02.2, “Joint Doctrine for Amphibious Embarkation.”

f. Joint Pub 3-10, “Doctrine for Joint Rear Area Operations.”

g. Joint Pub 3-10.1, “Joint Tactics, Techniques, and Procedures for Base Defense.”

h. Joint Pub 3-57, “Doctrine for Joint Civil Affairs.”

i. Joint Pub 4-0, “Doctrine for Logistic Support of Joint Operations.”

j. Joint Pub 4-01, “Joint Doctrine for the Defense Transportation System.”

k. Joint Pub 4-01.1, “Joint Tactics, Techniques, and Procedures for Airlift Support to JointOperations.”

l. Joint Pub 4-01.2, “Joint Tactics, Techniques, and Procedures for Sealift Support to JointOperations.”

D-2

Appendix D

Joint Pub 4-01.5

m. Joint Pub 4-01.3, “Joint Tactics, Techniques, and Procedures for Movement Control.”

n. Joint Pub 4-01.6, “Joint Tactics, Techniques, and Procedures for Joint Logistics Over-the-Shore (JLOTS).”

o. Joint Pub 4-03, “Joint Bulk Petroleum Doctrine.”

p. Joint Pub 5-0, “Doctrine for Planning Joint Operations.”

q. Joint Pub 5-00.2, “Joint Task Force Planning Guidance and Procedures.”

r. Joint Pub 6-0, “Doctrine for Command, Control, Communications, and Computer (C4)Systems Support to Joint Operations.”

4. Army Publications

a. AR 40-12/SECNAVINST 6210.2/AFR 161-4, “Medical and Agricultural Foreign andDomestic Quarantine Regulations for Vessels, Aircraft, and Other Transports of the ArmedForces.”

b. FM 55-10, “Movement Control in a Theater of Operations.”

c. FM 55-50, “Army Water Transport Operations.”

d. FM 55-60, “Coordinating Draft, Army Terminal Operations.”

e. FM 100-5, “Operations.”

f. FM 101-10-1/2, “Staff Officers Field Manual, Organizational, Technical and LogisticalData Planning Factors.”

5. Navy Publications

a. NWP 1, “Strategic Concepts of the Navy.”

b. NWP 8, “Command and Control.”

c. NWP 39, “Naval Coastal Warfare Doctrine.”

d. NWP 80, “Strategic Sealift Planning and Operations Doctrine of the US Navy.”

e. TAC MEMO PZ 005700-1-88/OH 7-8, “Deployment of the Assault Follow-on Echelon(AFOE).”

f. TAC MEMO PZ 0022-1-90/OH 1-5, “Maritime Prepositioning Force (MPF) Operations.”

D-3

References

6. Combatant Commander Publications

a. FORSCOM Regulation 55-1, “Transportation and Travel (Unit Movement Planning).”

b. MTMC Regulation 55-69, “Surface Transportation Terminal Operations.”

c. Military Traffic Management Command Transportation Engineering Agency(MTMCTEA) Report, SE 90-3d-50, “Port Operational Performance Simulator (POPS) Version2.0, Users Manual.”

D-4

Appendix D

Joint Pub 4-01.5

Intentionally Blank

APPENDIX EADMINISTRATIVE INSTRUCTIONS

E-1

1. User Comments

Users in the field are highly encouraged to submit comments on this publication to theJoint Warfighting Center, Attn: Doctrine Division, Fenwick Road, Bldg 96, Fort Monroe,VA 23651-5000. These comments should address content (accuracy, usefulness,consistency, and organization), writing, and appearance.

2. Authorship

The lead agent for this publication is the US Transportation Command. The JointStaff doctrine sponsor for this publication is the Director for Logistics (J-4).

3. Supersession

This publication supersedes Joint Pub 4-01.5, 16 June 1993, “Joint Tactics, Techniques,and Procedures for Water Terminal Operations.”

4. Change Recommendations

a. Recommendations for urgent changes to this publication should be submitted:

TO: USCINCTRANS SCOTT AFB IL//TCJ3/J-4-L//INFO: JOINT STAFF WASHINGTON DC//J7-JDD//

Routine changes should be submitted to the Director for Operational Plans andInteroperability (J-7), JDD, 7000 Joint Staff Pentagon, Washington, D.C. 20318-7000.

b. When a Joint Staff directorate submits a proposal to the Chairman of the JointChiefs of Staff that would change source document information reflected in thispublication, that directorate will include a proposed change to this publication as anenclosure to its proposal. The Military Services and other organizations are requestedto notify the Director, J-7, Joint Staff, when changes to source documents reflected inthis publication are initiated.

c. Record of Changes:

CHANGE COPY DATE OF DATE POSTEDNUMBER NUMBER CHANGE ENTERED BY REMARKS__________________________________________________________________________________________________________________________________________________________________________________________________________________

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Appendix E

Joint Pub 4-01.5

5. Distribution

a. Additional copies of this publication can be obtained through Service publicationcenters.

b. Only approved pubs and test pubs are releasable outside the combatant commands,Services, and Joint Staff. Release of any classified joint publication to foreigngovernments or foreign nationals must be requested through the local embassy (DefenseAttache Office) to DIA Foreign Liaison Office, PSS, Room 1A674, Pentagon,Washington D.C. 20301-7400.

c. Additional copies should be obtained from the Military Service assignedadministrative support responsibility by DOD Directive 5100.3, 1 November 1988,“Support of the Headquarters of Unified, Specified, and Subordinate Joint Commands.”

By Military Services:

Army: US Army AG Publication Center2800 Eastern BoulevardBaltimore, MD 21220-2898

Air Force: Air Force Publications Distribution Center2800 Eastern BoulevardBaltimore, MD 21220-2896

Navy: CO, Naval Inventory Control Point700 Robbins AvenueBldg 1, Customer ServicePhiladelphia, PA 19111-5099

Marine Corps: Marine Corps Logistics BaseAlbany, GA 31704-5000

Coast Guard: Coast Guard Headquarters, COMDT (G-OPD)2100 2nd Street, SWWashington, D.C. 20593-0001

d. Local reproduction is authorized and access to unclassified publications isunrestricted. However, access to and reproduction authorization for classified jointpublications must be in accordance with DOD Regulation 5200.1-R.

GLOSSARYPART I—ABBREVIATIONS AND ACRONYMS

GL-1

AABFS amphibious assault bulk fuel systemABFC advanced base functional componentADP automatic data processingALSS advanced logistic support site

CA civil affairsCAA command arrangement agreementsCDI cargo disposition instructionsCESE civil engineering support equipmentCHB cargo handling battalionCINC combatant commander or Commander in ChiefCOCOM combatant command (command authority)CONUS continental United StatesCOSCOM Corps Support Command

DFSC Defense Fuel Supply Center

FEU forty-foot equivalent unitFLS forward logistic siteFTU freight terminal unit

HN host nationHNS host-nation support

J-4 logistics officerJFC joint force commanderJLOTS joint logistics over-the-shoreJMC Joint Movement CenterJOPES Joint Operation Planning and Execution SystemJTF joint task forceJTTP joint tactics, techniques, and procedures

LASH lighter aboard shipLCM landing craft, mechanizedLCU landing craft, utilityLOC lines of communicationsLOGMARS logistics application of automated marking and reading symbolsLOTS logistics over-the-shoreLSB Landing Support BattalionLSV logistics support vesselLT large tug

MAGTF Marine air-ground task forceMEF Marine expeditionary force

MHE materials handling equipmentMOU memorandum of understandingMP military policeMPS maritime prepositioning shipsMRE meals-ready-to-eatMSC Military Sealift CommandMSCO Military Sealift Command OfficeMTMC Military Traffic Management CommandMTON measurement ton

NCA National Command AuthoritiesNCHB Navy Cargo Handling BattalionNCSORG naval control of shipping organizationNEW net explosive weight

OCCA Ocean Cargo Clearance AuthorityOCONUS outside continental United StatesOPCON operational controlOPDS Offshore Petroleum Discharge SystemOPLAN operation plan

POE port of embarkationPOL petroleum, oils, and lubricantsPSA Port Support Activity

RO/RO roll-on/roll-off

SEABEE sea bargeSOP standing operating procedureSPOD seaport of debarkationSPOE seaport of embarkationSTON short ton

TA theater ArmyTCC Transportation Component CommandTCMD Transportation Control and Movement DocumentTEU twenty-foot equivalent unit (containers)TTB transportation terminal battalion

USCINCTRANS US Commander in Chief, Transportation CommandUSTRANSCOM United States Transportation Command

WTLO water terminal logistic office

GL-2

Glossary

Joint Pub 4-01.5

area of responsibility. 1. The geographicalarea associated with a combatant commandwithin which a combatant commander hasauthority to plan and conduct operations.2. In naval usage, a predefined area ofenemy terrain for which supporting shipsare responsible for covering by fire onknown targets or targets of opportunity andby observation. Also called AOR. (JointPub 1-02)

coordinating authority. A commander orindividual assigned responsibility forcoordinating specific functions or activitiesinvolving forces of two or more MilitaryDepartments or two or more forces of thesame Service. The commander orindividual has the authority to requireconsultation between the agencies involved,but does not have the authority to compelagreement. In the event that essentialagreement cannot be obtained, the mattershall be referred to the appointing authority.Coordinating authority is a consultationrelationship, not an authority through whichcommand may be exercised. Coordinatingauthority is more applicable to planning andsimilar activities than to operations. (JointPub 1-02)

deployment data base. The JOPES (JointOperation Planning and Execution System)data base containing the necessaryinformation on forces, materiel, and fillerand replacement personnel movementrequirements to support execution. Thedata base reflects information contained inthe refined time-phased force anddeployment data from the deliberateplanning process or developed during thevarious phases of the crisis action planningprocess, and the movement schedules ortables developed by the transportationcomponent commands to support thedeployment of required forces, personnel,and materiel. (Joint Pub 1-02)

fixed port. Water terminals with an improvednetwork of cargo-handling facilitiesdesigned for the transfer of oceangoingfreight. (Joint Pub 1-02)

frustrated cargo. Any shipment of suppliesand/or equipment which while en route todestination is stopped prior to receipt andfor which further disposition instructionsmust be obtained. (Joint Pub 1-02)

harbor. A restricted body of water, ananchorage, or other limited coastal waterarea and its mineable water approaches,from which shipping operations areprojected or supported. Generally, a harboris part of a base, in which case the harbordefense force forms a component elementof the base defense force established for thelocal defense of the base and its includedharbor. (Joint Pub 1-02)

host nation. A nation which receives theforces and/or supplies of allied nations and/or NATO organizations to be located on, tooperate in, or to transit through its territory.(Joint Pub 1-02)

host-nation support. Civil and/or militaryassistance rendered by a nation to foreignforces within its territory during peacetime,crisis or emergencies, or war based onagreements mutually concluded betweennations. (Joint Pub 1-02)

joint force commander. A general termapplied to a combatant commander,subunified commander, or joint task forcecommander authorized to exercisecombatant command (command authority)or operational control over a joint force.Also called JFC. (Joint Pub 1-02)

joint task force. A joint force that isconstituted and so designated by theSecretary of Defense, a combatant

PART II—TERMS AND DEFINITIONS

GL-3

GL-4

Glossary

Joint Pub 4-01.5

commander, a subordinate unifiedcommand commander, or an existing jointtask force commander. (Joint Pub 1-02)

logistics-over-the-shore operations. Theloading and unloading of ships without thebenefit of fixed port facilities, in friendlyor nondefended territory, and, in time ofwar, during phases of theater developmentin which there is no opposition by theenemy. (Joint Pub 1-02)

Military Sealift Command. The USTransportation Command’s componentcommand responsible for designated sealiftservice. Also called MSC. (Joint Pub1-02)

Military Traffic Management Command.The US Transportation Command’scomponent command responsible formilitary traffic, continental United Statesair and land transportation, and common-user water terminals. Also called MTMC.(Joint Pub 1-02)

operational control. Transferable commandauthority that may be exercised bycommanders at any echelon at or below thelevel of combatant command. Operationalcontrol is inherent in combatant command(command authority). Operational controlmay be delegated and is the authority toperform those functions of command oversubordinate forces involving organizing andemploying commands and forces, assigningtasks, designating objectives, and givingauthoritative direction necessary toaccomplish the mission. Operationalcontrol includes authoritative direction overall aspects of military operations and jointtraining necessary to accomplish missionsassigned to the command. Operationalcontrol should be exercised through thecommanders of subordinate organizations.Normally this authority is exercised throughsubordinate joint force commanders and

Service and/or functional componentcommanders. Operational control normallyprovides full authority to organizecommands and forces and to employ thoseforces as the commander in operationalcontrol considers necessary to accomplishassigned missions. Operational controldoes not, in and of itself, includeauthoritative direction for logistics ormatters of administration, discipline,internal organization, or unit training. Alsocalled OPCON. (Joint Pub 1-02)

pier. 1. A structure extending into the waterapproximately perpendicular to a shore ora bank and providing berthing for ships andwhich may also provide cargo-handlingfacilities. 2. A structure extending into thewater approximately perpendicular to ashore or bank and providing a promenadeor place for other use, as a fishing pier. 3.A support for the spans of a bridge. Seealso wharf. (Joint Pub 1-02)

port. A place at which ships may dischargeor receive their cargoes. It includes anyport accessible to ships on the seacoast,navigable rivers or inland waterways. Theterm “ports” should not be used inconjunction with air facilities which aredesignated as aerial ports, airports, etc.(Joint Pub 1-02)

quay. A structure of solid construction alonga shore or bank which provides berthingand which generally provides cargo-handling facilities. A similar facility ofopen construction is called a wharf. (JointPub 1-02)

Service component command. A commandconsisting of the Service componentcommander and all those Service forces,such as individuals, units, detachments,organizations and installations under thecommand including the support forces, thathave been assigned to a combatant

GL-5

Glossary

command, or further assigned to asubordinate unified command or joint taskforce. (Joint Pub 1-02)

strategic sealift. The afloat prepositioningand ocean movement of military materialin support of US and allied forces. Sealiftforces include organic and commerciallyacquired shipping and shipping services,including chartered foreign-flag vessels.(Joint Pub 1-02)

supporting forces. Forces stationed in, or tobe deployed to, an area of operations toprovide support for the execution of anoperation order. Combatant command(command authority) of supporting forcesis not passed to the supported commander.(Joint Pub 1-02)

time-phased force and deployment data.The Joint Operation Planning andExecution System data base portion of anoperation plan; it contains time-phasedforce data, non-unit-related cargo andpersonnel data, and movement data for theoperation plan, including: a. In-place units.b. Units to be deployed to support theoperation plan with a priority indicating thedesired sequence for their arrival at the portor debarkation. c. Routing of forces to bedeployed. d. Movement data associatedwith deploying forces. e. Estimates of non-unit-related cargo and personnelmovements to be conducted concurrently

with the deployment of forces. f. Estimateof transportation requirements that must befulfilled by common-user lift resources aswell as those requirements that can befulfilled by assigned or attachedtransportation resources. Also calledTPFDD. (Joint Pub 1-02)

transportation component command. Thethree component commands ofUSTRANSCOM: Air Force Air MobilityCommand, Navy Military SealiftCommand, and Army Military TrafficManagement Command. Each transportationcomponent command remains a majorcommand of its parent Service andcontinues to organize, train, and equip itsforces as specified by law. Eachtransportation component command alsocontinues to perform Service-uniquemissions. Also called TCC. (Joint Pub1-02 )

water terminal. A facility for berthing shipssimultaneously at piers, quays, and/orworking anchorages, normally locatedwithin sheltered coastal waters adjacent torail, highway, air, and/or inland watertransportation networks. (Joint Pub 1-02 )

wharf. A structure built of open rather thansolid construction along a shore or a bankwhich provides cargo-handling facilities. Asimilar facility of solid construction is calledquay. See also pier. (Joint Pub 1-02)

GL-6

Glossary

Joint Pub 4-01.5

Intentionally Blank

Assess-ments/

Revision

CJCSApproval

TwoDrafts

ProgramDirective

ProjectProposal

J-7 formally staffs withServices and CINCS

Includes scope of project,references, milestones,and who will developdrafts

J-7 releases ProgramDirective to Lead Agent.Lead Agent can beService, CINC, or JointStaff (JS) Directorate

STEP #2Program Directive

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The CINCS receive the pub andbegin to assess it during use

18 to 24 months followingpublication, the Director J-7, willsolicit a written report from thecombatant commands andServices on the utility and qualityof each pub and the need for anyurgent changes or earlier-than-scheduled revisions

No later than 5 years afterdevelopment, each pub is revised

STEP #5Assessments/Revision

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Submitted by Services, CINCS, or Joint Staffto fill extant operational void

J-7 validates requirement with Services andCINCs

J-7 initiates Program Directive

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STEP #1Project Proposal

All joint doctrine and tactics, techniques, and procedures are organized into a comprehensive hierarchyas shown in the chart above. is in the series of joint doctrine publications.The diagram below illustrates an overview of the development process:

Joint Pub 4-01.5 Logistics

JOINT DOCTRINE PUBLICATIONS HIERARCHY

JOINT PUB 1-0

PERSONNELand

ADMINISTRATION

JOINT PUB 3-0 JOINT PUB 5-0 JOINT PUB 6-0

OPERATIONS C4 SYSTEMSPLANS

JOINT PUB 0-2

JOINT PUB 1

UNAAF

JOINTWARFARE

JOINTDOCTRINE

PUBLICATION

Lead Agent forwards proposed pub to Joint Staff

Joint Staff takes responsibility for pub, makesrequired changes and prepares pub forcoordination with Services and CINCS

Joint Staff conducts formalstaffing for approval as a Joint Publication

STEP #4CJCS Approval

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Lead Agent selects Primary Review Authority(PRA) to develop the pub

PRA develops two draft pubs

PRA staffs each draft with CINCS, Services,and Joint Staff

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STEP #3Two Drafts

ENHANCEDJOINT

WARFIGHTINGCAPABILITY

INTELLIGENCE

JOINT PUB 2-0

LOGISTICS

JOINT PUB 4-0

Documents

Joint Tactics, Techniques and Procedures for aW ter ...96).pdf · and controlled movement of cargo between ship and shore. Improvements in cargo packaging, particularly containerization,