MCWP 4-11.3 Transportation Operations 4-11...1-2 _____ MCWP 4-11.3 movement phase of the amphibious...

MCWP 4-11.3

Transportation Operations

U.S. Marine Corps

PCN 143 000083 00

DISTRIBUTION STATEMENT A: Approved for public; distribution is unlimited

To Our Readers

Changes: Readers of this publication are encouraged to submit suggestions and changes thatwill improve it. Recommendations may be sent directly to Commanding General, MarineCorps Combat Development Command, Doctrine Division (C 42), 3300 Russell Road, Suite318A, Quantico, VA 22134-5021 or by fax to 703-784-2917 (DSN 278-2917) or by E-mail [email protected]. Recommendations should include the following information:

✝ Location of changePublication number and titleCurrent page numberParagraph number (if applicable)Line numberFigure or table number (if applicable)

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✝ Justification and/or source of change

Additional copies: A printed copy of this publication may be obtained from Marine CorpsLogistics Base, Albany, GA 31704-5001, by following the instructions in MCBul 5600, Ma-rine Corps Doctrinal Publications Status. An electronic copy may be obtained from the Doc-trine Division, MCCDC, world wide web home page which is found at the following universalreference locator: http://www.doctrine.usmc.mil.

Unless otherwise stated, whenever the masculine gender is used, both men and women are included.

DEPARTMENT OF THE NAVYHeadquarters United States Marine Corps

Washington, D.C. 20380-1775

5 September 2001

FOREWORD

Marine Corps Warfighting Publication (MCWP) 4-11.3, Transportation Operations,addresses the fundamental principles required for the planning and execution of Marineair-ground task force (MAGTF) transportation operations. This manual provides anoverview of transportation support and motor transport organizational structure,transportation task organizations, movement fundamentals, procedures, andcapabilities.

MCWP 4-11.3 provides a broad doctrinal overview for commanders and their staffs ontransportation support and motor transport tasks and functions in support of theMAGTF. Specifically, it gives general planning requirements, command relationships,support requirements and considerations, and capabilities.

MCWP 4-11.3 supersedes FMFM 4-9, Motor Transport, dated 27 April 1992 andFMFM 4-3, MAGTF Landing Support Operations, dated 25 January 1994.

Reviewed and approved this date.

BY DIRECTION OF THE COMMANDANT OF THE MARINE CORPS

/s/EDWARD HANLON, JR.

Lieutenant General, U.S. Marine CorpsCommanding General

Marine Corps Combat Development Command

DISTRIBUTION: 143 000083 00

TRANSPORTATION OPERATIONS

TABLE OF CONTENTS

Chapter 1. Transportation Overview

Sub-Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1Motor Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1Materials Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1Landing Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1Embarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2Freight/Passenger Transportation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2Aerial Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2Port and Terminal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

Throughput Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2Deployment Transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

Concept of Deployment Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3Deployment Agencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3Deployment Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

Employment Transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4Transportation within the AOR/Theater. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4Movement Control in the AO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4Movement Control in Theater Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

Chapter 2. Transportation Organizations

Force Service Support Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1Transportation Support Battalion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1Headquarters and Service Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2Support Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2Landing Support Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3Beach and Terminal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4Motor Transport Company, General Support. . . . . . . . . . . . . . . . . . . . . . . . 2-4Motor Transport Company, Direct Support . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

Marine Division Motor Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5Truck Company, Headquarters Battalion, Marine Division. . . . . . . . . . . . . 2-6Motor Transport Section, Division Headquarters . . . . . . . . . . . . . . . . . . . . 2-6

Marine Aircraft Wing Motor Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7Marine Wing Support Squadron, Marine Wing Support Group, MAW . . . 2-7Motor Transport Operations Division . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

Transportation Task Organizations LFSP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8Headquarters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

iv ________________________________________________________________________________________________ MCWP 4-11.3

Shore Party Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9Beach Party Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13Special Attachments to LSFP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

Arrival and Assembly Operations Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15Tactical-Logistics Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16

Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17Task Organization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18

Helicopter Support Teams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18HST Organizational Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

Chapter 3. Transportation Command and Control

Movement Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1Movement Control Agencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2Movement Control in the Area of Operations . . . . . . . . . . . . . . . . . . . . . . . 3-2Host-Nation Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3Standardization Agreements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

Motor Transport Command and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4Command Relationships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4Missions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4Supporting Transportation Unit Responsibilities . . . . . . . . . . . . . . . . . . . . . 3-5Supported Unit Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Transportation C2 in Amphibious/Landing Support Operations . . . . . . . . . . . . . 3-6Shore Party and Beach Party Teams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6Shore Party and Beach Party Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6Landing Force Support Party . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7Helicopter Support Team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7Reports and Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9Beach and Landing Site Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

Transportation C2 in MPF Arrival and Assembly Operations . . . . . . . . . . . . . . . 3-9Arrival and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9Commencement and Disestablishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9Arrival and Assembly Organizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

Automated Information Systems Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12MAGTF II/Logistics Automated Information System . . . . . . . . . . . . . . . . . 3-12Supporting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16Joint Deployment Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

Transportation Operations___________________________________________________________________________________ v

Chapter 4. Landing Support Operations

The Planning Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1Preliminary Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1Concurrent Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1Detailed Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1Parallel Planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1Augmentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1Planning Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2Planning Documents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

Intelligence Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3Ship-to-Shore Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

Shore Party Team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4Helicopter Support Team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4Shore Party Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4Beach Party Team. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5Landing Force Support Party . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

Operations Ashore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5Shore Party Team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5Shore Party Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7Organization of the Beach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8

Chapter 5. Other Transportation Support Operations

Air Movement Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1Tasks and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1Planning Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3Coordination Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

Air Delivery Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3Tasks and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4Planning Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4Coordination Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

Helicopter Support Tea Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6Role of the LFSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6HST Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6Ship-to-Shore Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7Organization and Function of the Helicopter Landing Zone . . . . . . . . . . . . 5-7

Port Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8Tasks and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9Planning Considerations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9

vi ________________________________________________________________________________________________ MCWP 4-11.3

Coordination Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10

Rail Movement Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11Tasks and Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11Planning Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11Coordination Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12Execution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12

Motor Transport Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12Jungle Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12Desert Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13Mountain Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15Mobile Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17Mechanized Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17

Appendices

A. Beach and Landing Site Markers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1B. Departure Airfield Control Group Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . B-1C. Arrival Airfield Control Group Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1D. Deploying Unit and D/AACG Planning and Preparation Phase

Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1E. Deploying Unit and D/AACG Requirements During the Execution Phase . . . E-1F. Glossary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-1G. References and Related Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1

CHAPTER 1. TRANSPORTATION OVERVIEW

Sub-Functions

The sub-functions of transportation include—

l Motor Transport.l Materials Handling.l Landing Support.l Embarkation.l Freight/Passenger Transportation.l Aerial Delivery.l Port and Terminal Operations.

Motor Transport

Motor transport is surface transportation usingwheeled vehicles. It is the most versatile mode oftransport. It links the aerial ports, ocean ports, supplycenters, rail, and inland waterway terminals. Duringcombat operations, motor transport links combatservice support (CSS) units and combat units. It is anall-weather mode of transport that the MAGTFcommander can use over any trafficable terrain, toinclude off-road. Motor transport units can movenearly any type of cargo. They can provide local, lineor zonal hauls. The commander may use organic,attached, contracted or supporting motor transportassets to support operations.

The Marine Corps motor transport system providesan effective means of meeting the requirements ofthe landing force for ground transportation. Thetactical motor transport fleet is specifically designedto provide ground mobility to combat, combatsupport, and CSS units. The restructured CSSorganization has resulted in a change in motortransport operations philosophy, a reorganization ofmotor transport units, and a reallocation of associatedresources within the Marine Corps.

Function

The function of motor transport is to provide elementsof the MAGTF with tactical and logistical motort ranspor t suppor t . This suppor t includes the

transportation of personnel, weapons, communicationsequipment, general cargo, specialized cargo, andshel ters /conta iners conforming to AmericanN a t i o n a l S t a n d a r d s I n s t i t u t e / I n t e r n a t i o n a lStandardization Organization (ISO) specifications.

Capabilities

Marine Corps motor transport units are organized andequipped to perform missions under all environmentalconditions. Only minor changes in equipment arerequired for extreme conditions of climate and terrain.In most cases, these changes are made by theinstallation of special kits. Motor transport equipmentincludes vehicles that are designed to meet allassigned motor transport missions. Increasedefficiency of authorized motor transport assets isachieved through—

l Equipment standardization with fewer types of vehicles.l Centralized control of vehicles assigned combat

service support missions to ensure effective, ontime delivery of support.

l Decentralized control of vehicles providing tacticalmobility missions to combat units to ensuremaximum flexibility.

Materials Handling

Materials handling is the movement of materials to,th rough , and f rom produc t ive p rocesses ; inwarehouses and storage; and in receiving and shippingareas. (Joint Publication [JP] 1-02, Department ofDefense Dictionary of Military and Associated Terms)Materials handling equipment (MHE) is a group ofmechanical devices for handling of supplies withgreater ease and economy. (JP 1-02) Effective use ofavailable MHE is essential to movement control andmaintaining the throughput of supplies and equipment.

Landing Support

Landing support is the assistance provided to effectthe efficient and responsive throughput of personnel,supplies, and equipment during the ship-to-shore

1-2 ______________________________________________________________________________________________ MCWP 4-11.3

movement phase of the amphibious assault or acrossbeaches in support of operations ashore. It includescontrol of the flow of personnel and material acrossthe beach and into landing zones. Landing supportdoes not end when the MAGTF completes the assault.It continues through landing of the assault follow-onechelons (AFOEs). Landing support also includes theevacuation of casualties and enemy prisoners of war(EPWs) during the early stages of the assault.

Embarkation

Embarkation is the process of putting personnel and/orvehicles and their associated stores and equipment intoships and/or aircraft. (JP 1-02) A characteristic ofsuccessful operations is the rapid and effective mannerin which a MAGTF can establish itself ashore. TheMAGTF must expand its power and size to themaximum in the shortest possible time. This requires arapid and orderly buildup of personnel and material.The ability to do this depends largely on the manner inwhich the MAGTF has loaded its transportationvessels/assets for deployment. Proper loadingincreases the flexibility of the MAGTF.

Freight/Passenger Transportation

Freight/passenger transportation includes theprocurement of both Department of Defense (DOD) andcommercial transportation assets. It encompasses themovement of personnel, equipment, and supplies via allmodes of transportation (air, bus/truck, rail, and water).It includes planning for troop movements on scheduledor chartered trains, aircraft, and buses in continentalUnited States (CONUS) and overseas. It also entailsport calling of passengers for overseas movement.

Aerial Delivery

Aerial delivery is the in-flight delivery of speciallyrigged equipment and supplies to land-based forces. Itis performed by either fixed-winged or rotary-wingedaircraft from varying altitudes.

Port and Terminal Operations

A port is a place at which ships may discharge orreceive their cargoes. It includes any port accessible toships on the seacoast, navigable rivers or inlandwaterways. (JP 1-02) A port operat ion is the

expeditious loading and unloading of personnel,supplies, and equipment.

Terminal operations are defined as the reception,processing, and staging of passengers; the receipt,transit storage, and marshaling of cargo; the loadingand unloading of ships or aircraft; and the manifestingand fo rward ing o f ca rgo and passenge r s t odestination. (JP 1-02)

Whereas port operations are specific to the loadingand unloading of ships, terminal operations encompassany or all modes of transportation (air, rail, water,land, pipeline) and throughput procedures. Aterminal can be any mi l i ta ry or commerc ia ltransportation facility.

Throughput Concept

Throughput is the flow of sustainability assets insupport of military operations, at all levels of war,from point of origin to point of use. It involves themovement of personnel and material over lines ofcommunicat ions (LOCs) using pipel ines anddistribution systems. (JP 1-02)

For the purposes of this publication, the throughputconcept is defined as the logistical infrastructure thatlinks—

l Production logistics to consumer logistics.

l Sources of operating forces’ military capability tothe sustainability of those forces.

The throughput system is composed of LOCs; thepipeline and associated distribution systems; posts,bases, and airfields; and civilian agencies andsupporting forces, which operate those facilitiesand installations.

The throughput concept involves all those pipeline-oriented functions, activities, facilities, procedures,and control methods necessary to create, maintain, andsustain the force. In relation to the functions ofoperational logistics and CSS, such functions andactivities are primarily transportation and supplyrelated. However, throughput ranges from contractingfor the initial movement from points of origin to points

Transportation Operations_________________________________________________________________________________ 1-3

of departure, to in-transit support, to ship-to-shoremovement, to the inland transfer of personnel,supplies and equipment to points of use.

Deployment Transportation

Concept of Deployment Support

Deployment and redeployment of forces and supportof those forces are functions of command. Thedeploying MAGTF/unit is the supported command.Units and organizations that support the deployingMAGTF/unit are supporting commands.

Deployment support is support provided to forces toallow the efficient and effective movement of forcesfrom the point or origin to port of embarkation (POE),POE to port of debarkation (POD), and POD to finaldestination. Deployment support allows the deployingMAGTF/unit to properly marshal, stage, embark,debark, and employ.

Supporting commands provide support to deployingMAGTFs during deployments and ensure that forces,sustainment, replacements, and supplies are available,prepared, and moved to the POE in the types andamounts required by the deploying MAGTF. This isaccomplished by activating control organizations,reserve units and base/station support organizations,a n d b y c o o r d i n a t i n g w i t h t h e s u p p o r t i n gestablishment, Headquarters Marine Corps, and thetransportation component commands of UnitedStates Transportation Command (USTRANSCOM).

Deployment planning encompasses both deliberateand crisis action planning.

Deployment execution can encompass several phases,including—

l Preparation for movement.

l Movement from unit areas to marshaling areas.

l Movement from marshaling areas to staging areasat air and/or sea ports of embarkation (A/SPOE).

l Movement from A/SPOE to air and/or sea ports ofdebarkation (A/SPOD).

l Movement from A/SPOD to tactical assemblyareas.

Deployment Agencies

MAGTFs deploy from permanent installations fortraining exercises, forward deployments, and combatoperations. Regardless of the type of deploying force,designated transportation operating agencies controland coordinate the marshaling, embarkation, andmovement of forces.

External

External organizations involved in transportationplanning/execution may include—

l Supported commander in chief (CINC).

l Supporting CINC(s).

l Subordinate Joint Forces/Commanders such asJoint Task Forces (JTFs), Joint Logistics Over theShore (JLOTS) Commander and Joint InteragencyTask Forces (JIATFs).

l Other service components (U.S. Army, Navy, andAir Force) such as Army echelon above corps units.

l Fleet commander.

l USTRANSCOM and its subordinate commands:

n Military Sealift Command (MSC).

n Air Mobility Command (AMC).

n Military Traffic Management Command(MTMC).

l Defense Logistics Agency (DLA).

Internal

Marine Corps commands may include—

l Headquarters, U.S. Marine Corps.l Marine Force(s).l Deploying Marine expeditionary forces (MEFs).l Deploying MAGTF command element (if other

than a MEF).l Divisions, aircraft wings, and force service support

groups (FSSGs) that are providing elements to theMAGTF.

1-4 ______________________________________________________________________________________________ MCWP 4-11.3

l Bases and air stations from which the forces deploy.l Marine Corps Materiel Command.

Deployment Modes

Transportation modes vary depending on the type ofMAGTF, the purpose and duration of the deployment,and the anticipated employment. Deployments ofMEFs generally require use of all transportationmodes. MEFs are the most complex deployments froma transportation perspective, as elements of the MEFcommonly deploy from different bases and stations,which may be in widely separated geographic areas.

Employment Transportation

Transportation within the AOR/Theater

Transportation in the area of responsibility (AOR)/theater includes the organic assets of the MAGTF. Itmay also include transportation belonging to the jointforce commander (JFC), coalition forces or the host

nation. Assets may include airlift, rail, trucks, ships,barges, and pipelines.

Movement Control in the AO

The component commander is responsible formovement control in the assigned area of operations(AO) and normally delegates this responsibility tosubordinate commanders within whose zones of actionor areas the movement takes place.

Movement Control in Theater Areas

When operating as part of a unified command or JTF,the MAGTF commander fo l lows the t r a f f i cmanagement and movement control regulations of thatcommand. Normal ly , the h igher commanderestablishes a movement control agency such as a jointmovement center (JMC) to provide movementmanagement services and highway traffic regulation.This agency coordinates with allied and host nationmovement control agencies.

CHAPTER 2. TRANSPORTATION ORGANIZATIONS

Force Service Support Group

In addi t ion to the motor t ranspor t asse t s o fTransportation Support Battalion (TSB), most unitswithin the FSSG are authorized motor transportequipment to meet organic lift requirements.

Note: The organizations described within this chapterare notional. Geographic location and unique orspecific mission requirements may dictate thatstructure will differ from that depicted.

Transportation Support Battalion

The TSB provides motor transport and landing supportfor the MAGTF (see figure 2-1). The TSB can providethe nucleus of personnel and equipment from which alanding force support party (LFSP) or combat servicesupport element (CSSE) is task- organized. The TSBhas the assets required to support all types of Navy andMarine Corps operations.

Mission

Provide tactical throughput support and associatedcommand and control (C2) for the MAGTF tofacilitate the distribution of personnel, equipment, andsupplies by air, ground, and sea.

Tasks

l Provide centralized command, control, andcommunications for landing support, distribution andthroughput functions (including port and terminaloperations), materials handling, air del iverys u p p o r t , c o n v o y o p e r a t i o n s , a n d m o t o rtransportation during operations conducted bythe MAGTF.

l Provide selected heavy equipment lift augmentationin support of the MAGTF.

l Transport personnel, equipment, and supplieswithin organic lift capabilities.

l Provide throughput and distribution of bulk, liquid,containerized, and dry cargo.

l Provide port and terminal operations at ports,beaches, airheads, railheads, and cargo terminals,and management of f re ight /passenger andbreakbulk/container cargo throughput.

l Provide air delivery support for MAGTFoperations.

l Perform basic engineer tasks required for landingsuppor t opera t ions to inc lude aus tere s i tepreparations, construction/removal of obstacles andbarriers, and establishment of routes of egress fromthe beach when properly augmented.

Figure 2-1. Transportation Support Battalion.

2-2 ______________________________________________________________________________________________ MCWP 4-11.3

l Provide a nucleus for the task organization ofLFSP/arrival and assembly operations group(AAOG) from organic assets to provide C2structure for the landing support and distribution forinitial CSS for MAGTF operations.

l Provide security for organic units.

Concept of Organization

The battalion is organized to plan, coordinate, andsupervise the throughput and distribution functions insupport of MAGTF operations. It is structured tofacilitate task organization for operations conductedby the battalion in support of the MAGTF.

Concept of Employment

The bat ta l ion is s t ructured to fac i l i ta te taskorganization for landing support and throughputoperations conducted in support of the MAGTF. It isequipped to provide medium through heavy cargotransportation to the MAGTF. Additionally, thebattalion provides the initial source for centralizedCSS for MAGTF operations.

Headquarters and Service Company

Mission

Provide C2, administration, and command supportfunctions for TSB, FSSG.

Tasks

l Provide command support functions to includesupply, ordnance, information management, andfood service support for the battalion.

l Provide organizational maintenance for ordnanceand communication-electronic equipment.

l Provide support for the battalion’s local security.


The company is organized to plan, coordinate, andsupervise the command support functions for thebattalion. It is structured to facilitate task organizationfor operations conducted by the battalion in support ofMAGTF operations.


The company provides the command supportfunctions to plan, coordinate, and supervise thegeneral intermodal transportation, landing support,and throughput functions conducted by the battalion insupport of the MAGTF.

Support Company

Mission

Provide MHE, container handling support, andorganizational maintenance support for engineer andmotor transport assets of the battalion in support ofMAGTF operations (see figure 2-2).

Tasks

l Provide MHE support for the MAGTF beyond theorganic capability of supported units.

l Provide specialized MHE and container handlingsupport for the management of container/cargothroughput operations on beaches, at ports,railheads, airheads, and cargo terminals.

Figure 2-2. Support Company.


l Prov ide o rgan i za t i ona l ( 1 s t , 2d eche lon )maintenance support for engineer and motortransport equipment organic to the battalion.


The company is organized to plan, coordinate, andsupervise the command support functions of thecompany. It is structured to facilitate task organizationfor throughput operations conducted by the battalionin support of the MAGTF.


The company provides centralized support to expeditethroughput operations. It is equipped with tacticalengineering cranes, buckets, graders, forklifts, andlight sets to facilitate operations. The company can betask-organized to provide CSSEs.

Landing Support Company

Mission

Provide direct support for landing and throughputoperations at helicopter landing zones (HLZs), assaultbeaches, and airfields (see figure 2-3).

Tasks

l Provide shore party and/or helicopter support teams(HSTs) in direct support of assault and sustainedoperations.

l Prepare, mark, and control assault landing beachesor zones as required.

l Establish multi-class supply storage sites ashore.

l Coordinate the unloading of supplies andequipment from landing craft, ships, and helicoptersthrough designated assault beaches and HLZs.

l Coordinate transportation support for theevacuation of casualties, noncombatants, andEPWs.

l Provide departure airfield control group/arrivalairfield control group (DACG/AACG) to controland coordinate the loading and unloading of unitsdeploying or redeploying by fixed-wing aircraft.


The company is organized to provide the nucleus ofpersonnel and equipment required for a shore partygroup or AAOG.


The company provides direct landing support insupport of amphibious and helicopterborne operations.When reinforced with battalion assets, it provides thenucleus for the shore party group and AAOG whichprovides initial throughput and sustainment for theMAGTF. Upon es t ab l i shmen t o f t he CSSE,operational control passes to the CSSE commander forthe continuation of direct landing support as required.The company coordinates local security for a coloredbeach. The company can provide AACG/DACG tosupport deploying/redeploying units.

Figure 2-3. Landing Support Company.

2-4 ______________________________________________________________________________________________ MCWP 4-11.3

Beach and Terminal Operations

Mission

Provide general transportation support to coordinateth roughput opera t ions fo r the MAGTF (seefigure 2-4).

Tasks

l Provide personnel and equipment for the loading,unloading, and movement of suppl ies andequipment at ports, beaches, railheads, airheads,cargo terminals, dumps, and depots.

l Provide air delivery support.


Beach and terminal operations is organized to supportthroughput operations. It provides management andoperation of ports, airheads, railheads, and othercargo/passenger terminal operations including aerialdelivery support.


When directed, beach and terminal operations assumesresponsibility for the throughput operations aftercontrol of beaches, ports, and terminals is passed tothe CSSE. It provides aerial delivery support and,when augmented by other elements of the CSSE,controls air terminals to include conducting DACG/AACG operations.

Motor Transport Company, General Support

Mission

Provide general support, medium and heavy lifttransportation support for throughput, and sustainmentoperations (see figure 2-5).

Tasks

l Provide distribution of bulk water (Class I) and bulkfuel (Class III and III[A]).

l Provide medium and heavy lift motor transport forthe movement of bulk dry cargo, Class V and V(A),and heavy equipment.

Figure 2-5. General Support.

Figure 2-4. Beach and Terminal Operations.


l Provide unit and supply point distribution of bulkwater and fuel.

l Augment the motor transport and supplydistribution capabilities of the Direct Support MotorTransport Company, TSB, FSSG, as required.


The company is organized to plan, coordinate, andsupervise the command, supply, and transportationsupport functions for the company. It is structured tofacilitate task organization for operations conductedby the battalion.


The company provides medium and heavy lift motortransport and bulk fuel and water distribution. It isemployed in general support to transport cargo,equipment, and personnel over extended distances forsustained periods of time. Organic equipment includes5-ton tactical cargo trucks, Logistics Vehicle Systems(LVSs), and 40- and 70-ton semitrailers.

Motor Transport Company, Direct Support

Mission

Provide direct and general support, medium and heavylift transportation support for throughput andsustainment operations of the CSSE in support of theMAGTF (see figure 2-6).

Tasks

l Provide line haul and distribution of bulk water(Class I) and bulk fuel (Class III and III[A]) for theCSSE.

l Provide medium and heavy lift motor transport forthe movement of bulk dry cargo, Class V and V(A),and heavy equipment.

l Augment the personnel lift capability, as required,of elements of the MAGTF.


The company is organized to plan, coordinate, andsupervise the command, supply, and transportationsupport functions for the company. It is equippedwith 5- and 7-ton tactical cargo trucks, LVSs, andsixcon fuel and water modules.


The company is structured to provide sustained, directsupport transportation to the CSSE, and generalsupport transportation to the MAGTF. It transportscargo, equipment, fuel, water, and personnel overextended distances for sustained periods of time.

Marine Division Motor Transport

Subordinate elements of the division have motortransport equipment authorized for organizational use.Because of the limited quantities and specialized roles

Figure 2-6. Direct Support.

2-6 ______________________________________________________________________________________________ MCWP 4-11.3

of that equipment, it will normally not be available forroutine logistical support.

Truck Company, Headquarters Battalion, Marine Division

The truck company provides limited tactical mobilityto the Marine division. The company consists of aheadquarters and three truck platoons containing twotruck sections each (see figure 2-7). The companycommander directs and controls all matters pertainingto company adminis t ra t ion and support . Thecompany headquarters supports the companycommander in exercising C2 of the operating elementsin the three truck platoons. The truck company isunder the administrative control (ADCON) of theheadquarters battalion commander. Operationaltasking of the truck company is coordinated by thed iv i s ion motor t r anspor t o f f i ce r . He makesrecommendations as appropriate to the commander,usually via the principal staff officers, as requirementsare developed.

The truck company is a combat support asset of theMarine division. It is capable of transporting theassau l t e l ement s o f two in fan t ry ba t t a l ionssimultaneously. Truck platoons will normally beattached to or placed in direct support of infantryregiments and are capable of sustained operations on a24-hour basis. Normally the tactical situation willrequire that motor transport assets of the truckcompany be used to augment the limited organiccapability of subordinate division units.

The t ruck company i s capab le o f p rov id ingorganizational (1st and 2d echelon) maintenance foral l organic equipment except communicationequipment. Both 2d and 3d echelon maintenance fororganic communication equipment are provided bycommunications company, headquarters battalion,d iv is ion . In termedia te (3d and 4 th echelon)maintenance for all other equipment is provided bymaintenance battalion, FSSG. Selected items ofequipment are listed in table 2-1.

Motor Transport Section, Division Headquarters

The motor transport section, division headquarters,consists of the division motor transport officer and asmall administrative staff. The motor transport officerperforms the general duties of a special staff officerunder the cognizance of the assistant chief of staff,G-4. The staff responsibilities of the division motortransport officer include—

l Supervising the planning and technical training andmotor transport related duties and programs withinthe division.

l Coordinating planning for motor transportintelligence and the dissemination thereof.

l Conducting comprehensive analyses of all motort ranspor t tasks requi red to implement thecommander’s plan.

l Maintaining liaison with higher, lower, andadjacent commands pertaining to motor transportmatters.

l Analyzing and evaluating motor transportcapabilities throughout the command.Figure 2-7. Truck Company, Marine Division.

Table 2-1. Truck Company, SelectedItems of Equipment.

TAMCN Description Model Qty

D0860 Trailer, Cargo, 1½-ton M105A2 57

D0880 Trailer, Tank, Water, 400 Gallon

M149A1 13

D1059 Truck, Cargo 5-ton M923 100

D1158 Truck, Utility, 1¼-ton

M998 12

D1212 Truck, Wrecker M936 3


l Coordinating all motor transport supportrequirements and directing commitments, asappropriate, to organizations best capable ofproviding the support required.

l Monitoring and providing technical supervision toall motor transport requirements, commitments, andmovements of truck company.

l Supervising and coordinating the maintenance ofrequired motor transport records and reports.

l Developing, coordinating, implementing, andmonitoring command technical inspections formotor transport.

l Monitoring motor transport combat readiness in allsubordinate organizations of the command.

l Advising the commander of all technical mattersconcerning motor transport.

Marine Aircraft Wing Motor Transport

Some subordinate elements of the Marine aircraftwing (MAW) have limited, special purpose motortransport equipment authorized for organizational use.Other than limited general purpose motor transportequipment, units of the MAW receive organic motortransport support from the Marine wing supportsquadrons (MWSSs).

Marine Wing Support Squadron, Marine Wing Support Group, MAW

Organic motor transport support for the MAW isprovided by the MWSSs of the Marine wing supportgroup (MWSG). There are four MWSSs in eachMWSG. Each MAW has two MWSSs designed tosupport a fixed-wing (FW) aircraft group and twoMWSSs to support a rotary-wing (RW) aircraft group.These are designated MWSS/FW and MWSS/RW,respectively. The exception to this is in 1st MAW,which has one FW and one RW MWSS.

The MWSS is organized to provide essential aviationground support to the FW or RW components of anaviation combat element (ACE). An MWSS may alsosupplement the garrison support provided by apermanent Marine Corps air station. In addition tomotor transport, this support includes explosiveordnance disposal, security and law enforcement,photographic services, air freight services, weatherservices, internal airfield communications, crash/fire/rescue and structural firefighting services,essential engineer services, expeditionary airfieldservices, aircraft and ground equipment refueling,aircraft recovery, messing facil i t ies, medicalservices, training support, and internal nuclear,biological, and chemical (NBC) defense.

Motor Transport Operations Division

The motor transport operations division of the MWSS isorganized into two branches: the light/medium motorvehicle branch and the heavy motor vehicle branch (seefigure 2-8). Table 2-2, on page 2-8, presents a list ofselected items of equipment.

The motor transport section, MAW consists of thewing MAW motor transport officer and a smalladministrative staff. The motor transport officerperforms the general duties of a special staffofficer parallel to those of the division motortransport officer.

Figure 2-8. Motor Transport Operations Division.

2-8 ______________________________________________________________________________________________ MCWP 4-11.3

Transportation Task Organizations LFSP

Fundamentals

The TSB is responsible for the MAGTF’s landingsupport services and provides the units required toform the LFSP. The LFSP’s mission is to performspecified combat service support operations for thelanding force during the amphibious assault. It alsoprovides initial landing support and combat servicesupport to the landing force during the amphibiousoperation. The LFSP facilitates the MAGTF’s ship-to-shore movement by—

l Supporting the landing plan.l Avoiding excessive concentration of equipment,

people, and supplies.l Providing a uniform flow ashore of material

required by the landing force.

The LFSP is peculiar to an amphibious operation. It is atemporary task organization composed of Navy andMarine Corps elements tasked to provide initial combatservice support during the ship-to-shore movement. TheLFSP’s strength and composition are determined duringthe amphibious operation’s initial planning phase. TheLFSP may include units or detachments from theground combat element (GCE), ACE, CSSE, and theNavy. The MAGTF’s organization and mission, thenumber of landing beaches/zones through which theMAGTF will land, and the mission and size of the unitsassigned to the beaches/zones determine the LFSP’sconfiguration. The LFSP is under the operationalcontrol (OPCON) of the commander, landing force(CLF) (see figure 2-9).

The LFSP provides CSS to the landing force until theC S S E i s a s h o r e a n d c a p a b l e o f a s s u m i n gresponsibility for logistics support. While the LFSP

organization may vary, it typically consists of aheadquarters, two or more shore party groups andHSTs, a beach party group, and various specialattachments (see figure 2-10).

Table 2-2. Truck Company, Selected Items of Equipment.

TAMCN Description Model Qty

D0860 Trailer, Cargo, 1 1/2 ton M105A2 57

D0880 Trailer, Tank, Water, 400 gal M149A1 13

D1059 Truck, Cargo 5-ton M923 100

D1158 Truck, Utility, 1 1/4-ton M998 12

D1212 Truck, Wrecker M936 3

Figure 2-9. LFSP Relationship within the MAGTF.

Figure 2-10. Basic Organization of the LFSP.


Headquarters

The LFSP headquarters controls and superviseslanding support operations within the landing area asset forth in the landing force operation plan. The LFSPheadquarters ensures effective landing support throughclose coordination, timely reinforcement, andconsolidation of shore party group and beach partygroup activities.

During the initial stages of ship-to-shore movement,the LFSP headquarters typically remains afloat whereit can best control and supervise the landing forces’landing support operations. However, operationalnecessity may require the LFSP headquarters to moveashore earlier. As more functions and capabilitiesmove ashore , the LFSP headquar te r s g rowsaccordingly. Once the CSSE, ACE, and naval beachgroup (NBG) are established ashore, they assumeresponsibility for their appropriate tasks.

Command and Administrative Section

TSB headquarters or the MAGTF CSSE provides thepersonnel needed to form the command andadministrative section.

Medical Section

Medical battalion, FSSG provides the nucleus of themedical section. The medical section plans the LFSP’smedical evacuation functions, supervises patientoperations within the shore party and the HST’sevacuation sections, and prepares medical reports.

Military Police Section

Normally, the military police (MP) section consists ofpersonnel taken from the MP company, FSSG. Thissection supervises the shore party and HST’s MPsections. In addition, this section establishes thelanding force’s EPW stockade and organizes andevacuates EPWs from the objective area.

Communications Section

The nucleus of the communications section is providedby the TSB or MAGTF CSSE and may be augmentedfrom other sources. This section provides required

communications ashore. Marine Corps WarfightingPublication (MCWP) 6-22, Communications andI n f o r m a t i o n S y s t e m s , c o n t a i n s a d d i t i o n a linformation on landing support communications.

The Motor Transport and Equipment Section

The TSB or MAGTF CSSE provides motor transportand equipment section personnel. Only those vehiclesrequired by the LFSP headquarters operate under thedirect control of this section. The remaining assets areassigned to augment the LFSP and are normallyattached to the shore party team, shore party group,and HSTs.

Liaison Section

The liaison section consists of liaison personnelfrom units that are attached to or under the OPCONof the LFSP.

Shore Party Group

The shore party group provides landing support acrossthe beach by assisting movement of troops andsupplies, evacuating casualties and EPWs, andcontrolling landing craft and amphibious vehicles.Marine components of the shore party group performtasks inland from the water’s edge, and Navycomponents perform tasks seaward from the water’sedge. The shore party group is capable of providingCSS to a regimental landing team over a designated(colored) beach. All tasks are performed under thedirection of the shore party group commander, who isdesignated by the LFSP commander.

The shore party team lands ahead of the shore partygroup to assist with the initial landing. Once the shoreparty group moves ashore, shore party teams areabsorbed into the shore party group. Shore party teamsare capable of supporting a battalion landing teamover a numbered beach.

The shore party group has a headquarters, two or moreshore party teams, and special attachments as required(see figure 2-11, on page 2-10). The nucleus of theshore party group is drawn from the landing supportcompany, TSB.

2-10 _____________________________________________________________________________________________ MCWP 4-11.3

Headquarters

The headquarters section controls and superviseslanding support operations within the landing area asset forth in the landing force operation plan. Itcoordinates with the LFSP aboard ship, the tacticallogistical group (TACLOG), and the landing force(see figure 2-12).

Command Section. The nucleus of the commandsection is drawn from the landing support company’sheadquarters. This section handles the shore partygroup’s administrative functions.

Military Police Section. The MP section consists ofthe section leader of the attached MP unit and the

assigned administrat ive and communicat ionspersonnel. This section coordinates each of the shoreparty teams’ MP operations and is absorbed by theCSSE once the shore party group dissolves.

Evacuation Section. When the evacuation section isestablished ashore, it assumes control of the shoreparty teams’ evacuation sections. This section iscomprised of personnel from the CSSE’s attachedmedical units and assets from the ACE’s helicopterunits. This section maintains the records of evacuatedpersonnel and evaluates the casualty evacuationprocedures for effectiveness.

Communications Section. The communicationssection provides communications for the shore party

Figure 2-11. Shore Party Group.

Figure 2-12. Headquarters, Shore Party Group.

Transportation Operations_______________________________________________________________________________ 2-11

group headquarters. Personnel and assets for thissection come from the CSSE. Once the shoreparty group is established ashore, it coordinatescommunications established by the shore party teamsand assumes control of the shore party team’scommunications section.

Motor Transport and Equipment Section. Once theshore party group assumes control of shore party teamoperations, this section assumes control of all motortransport functions and equipment attached to shoreparty teams. Personnel and assets for this section comeprimarily from the TSB.

Replacement Pool. The replacement pool consists ofpersonnel waiting to be drafted into operation and arereferred to as replacement units. Replacement unitsmay be used to form ships platoon. Typically,replacement units assist the shore party in theaccomplishment of general tasks. During the selectiveand general unloading phases, replacement units areused as longshoremen at unloading points anddumps in the beach support area (BSA).

Beach Party Team. See paragraph entitled “BeachParty Team” on page 2-13 for a detailed discussion.

Special Attachments

Special attachments do not perform service or tasksassociated with shore party teams. They are normallyretained under the control of the shore party teamheadquarters. Special attachments may include liaisonpersonnel from the augmentation units attached to theshore party teams.

Shore Party Team

The shore party team provides CSS to a battalionlanding team (BLT) landing across a designated(numbered) beach. It is subordinate to the shore partygroup. The nucleus of the team is drawn from thelanding support platoon, landing support company,TSB and augmented as required to accomplish thespecific shore party group’s or shore party team’smiss ion . The shore par ty team cons is t s of aheadquarters, shore platoon, service platoon, and

motor transport/heavy equipment platoon (see figure2-13, on page 2-12).

The Marine component of the shore party teamperforms the following tasks:

l Marking limits of the beach unloading points.

l Designating and marking landing sites forhelicopters.

l Locating and establishing multi-class supplydumps.

l Assisting the beach party in the landing and movingof units across the beach.

l Marking and removing obstacles in the BSA thatare hazardous to personnel or may impedeoperations.

l Constructing and maintaining beach roads.

l Establishing and operating information centers.

l Maintaining current situation maps to assist landedunits.

l Controlling traffic in the BSA.

l Maintaining communicat ions wi th t roopcommanders of waterborne and helicopterborneassaul t uni ts and the TACLOG for controlpurposes.

l Establishing lateral communications betweenbeaches and HLZs.

l Marking contaminated/decontaminated portions ofthe BSA.

l Evacuating casualties and EPWs.

l Providing emergency maintenance for equipment inthe waterborne assault.

l Maintaining continuous records, by category, ofunits, equipment, and amounts of supplies landed.

l Coordinating movement of amphibious vehiclescarrying supplies.

l Loading/unloading supplies from landing craft,ships, and helicopters.

l Moving supplies to inland dumps or using units asrequired.

l Providing security and coordinating defense of theBSA.

l Initiating, as directed, civil affairs and militarygovernment activities in the BSA.

2-12 _____________________________________________________________________________________________ MCWP 4-11.3

l Establishing and maintaining, as a part of thelanding force warning system, a system to warn ofair; ground; and NBC attacks within the BSA.

l Providing mortuary affairs services as directed.

l Constructing helicopter landing sites within theBSA.

l Establishing forward arming and refueling points(FARP) as required.

Advance Party. The advance party is composed of acommand section, liaison section, communicationssection, and a beach party section. The advance partyis a temporary organization. Its sole purpose is toeffect a smooth transition ashore, and it is formedfrom the shore party team. The advance partyconducts early beach reconnaissance, establishescommunications, and marks landing sites and dumpsbefore the remainder of the shore party team lands.The advance party sections return to their original

Figure 2-13. Organization of a Typical Shore Party Team.


units as the shore party team comes ashore (exceptliaison sections operating with the GCE).

Headquarters. The shore party team headquartersincludes a command section, evacuation section, MPsection, communications section, and security section.This section provides the C2 for the shore party team.

Shore Platoon. The shore platoon is a detachmentfrom the shore party platoon and is augmented asrequired. The shore platoon organizes and operates thefacilities for unloading supplies and equipment at thewater’s edge. It also organizes and operates themovement of material to the dump area or stagingarea or out of the BSA.

Service Platoon. The service platoon’s nucleuscomes from the shore party platoon and is augmentedby specialists from CSS units. The service platoonorganizes and operates dumps and maintenance/salvage areas in the BSA.

Motor Transport/Heavy Equipment Platoon. Themotor transport/heavy equipment platoon is drawnfrom primarily from TSB. This platoon providesequipment and motor transport support to the shoreparty team’s sections and platoons.

Beach Party Group

The beach party group is the Navy counterpart to theshore party group. A beach party group is assigned toeach designated beach and supervises, controls, andcoordinates all Navy activities on that beach, such asboat salvage and lane clearing for landing craft. Thebeach party group includes a beach party groupheadquarters, beach party team(s), landing craft air

cushion (LCAC) craft landing zone (CLZ) controlteam(s), and a beach support unit (see figure 2-14).

The beach party group’s mission is to provide thebeach master, traffic control, causeway lighterage,causeways, ship-to-shore bulk fuel systems, limitedconstruction capabilities, landing craft, and beachsalvage capabilities. It also provides communicationsto C2 to its specially equipped teams. The beach partygroup facilitates the flow of troops, equipment, andsupplies to the beaches and evacuates casualties,refugees, and EPWs as required.

Headquarters

The beach party group headquarters is drawn from thebeach master unit of the NBG. The group commanderand staff embark and land with the shore party groupheadquarters. The beach party group commanderadvises the shore party group commander on Navymatters, and they jointly plan for the expeditious useof all units employed in the BSA.

Beach Party Team

The beach party team is the Navy component to theshore party team and is commanded by a navy officer.The beach party team provides Navy functions (e.g.,boat salvage, boat repair) for the shore party (seefigure 2-15, on page 2-14).

Headquarters Section. The headquarters sectioncontains the beach party team commander andcommunications and administrative assistants. Apart of this team lands with the shore party team’sadvance party.

Figure 2-14. Beach Party Group.

2-14 _____________________________________________________________________________________________ MCWP 4-11.3

Communications Section. The communicationssection contains personnel and equipment to transmitand receive operational information from varioussources. This section uses lights, flags, and publicaddress and broadcasting equipment to directpersonnel and craft in the vicinity of the beach area.The communication section uses portable and mobileradio equipment to provide communications with unitsafloat and on adjacent beaches. It monitors them o v e m e n t o f l a n d i n g c r a f t ’ s d e s i g n a t e dcommunications nets for beach touchdown points.

Traffic Control Section. The traffic control section,equipped with signal flags and other signal devices,controls traffic at unloading slots along the beach anddirects beaching and retraction of craft.

Salvage Section. The salvage section containspersonnel and equipment from the amphibiousconstruction battalion and the NBG’s beach masterunit. This section assists the beaching and retraction oflanding craft and ships, accomplishes minor beachimprovement, and effects salvage of landing craft andamphibious vehicles. This section’s equipmentincludes dozers, amphibious vehicles, and surf cranes.Landing craft may be assigned to this section to assistin boat salvage.

Oceanographic Section. The oceanographic sectioncontains personnel drawn from the sea-air-land team,which is normally attached to the beach party group orbeach party team. This section reports to the beachparty team commander after completion of its taskswith the advance force. The oceanographic sectionperforms tasks such as marking and removingobstacles in beach approaches up to the highwatermark. It also performs hydrographic surveys andlifeguard duties, marks channels and navigationalhazards, and improves seaward approaches. Thissection is equipped with inflatable boats, surveyequipment, buoys, and demolitions.

LCAC CLZ Control Sect ion.The dut ies andresponsibilities of the LCAC CLZ control section arethe same as the LCAC CLZ control team.

LCAC CLZ Control Team

The personnel for the LCAC CLZ control team comefrom the ship’s complement. The LCAC CLZ controlteam controls LCACs as they approach the beach. Thisteam directs the LCAC to a CLZ for unloading/loading, and then directs and controls the craft back tothe ship. An LCAC CLZ support team supports each

Figure 2-15. Beach Party Team.


LCAC CLZ control team. See Fleet Marine ForceManual (FMFM) 1-8, Ship-to-Shore Movement, formore detail.

Beach Support Unit

The beach support unit is drawn from the amphibiousconstruction battalion of the NBG. This unit consistsof a causeway platoon, fuels platoon, and campsupport platoon (see figure 2-16). The beach supportunit’s primary mission is to provide causeway and fuelsystem support for the LFSP. Its secondary mission isto undertake military construction projects within thecapabilities of assigned personnel and equipment. Abeach support unit performs the following tasks:

l Installs causeway piers and uses causeway ferries toferry equipment ashore.

l Provides capability to conduct ship causewaystandoffs and compression marriages.

l Installs, operates, and maintains container over theshore systems.

l Installs and operates the roll-on/roll-off shipdischarge facility.

l Installs, operates, and maintains amphibious assaultfuel systems.

l Installs off shore petroleum, oils, and lubricants(POL) discharge systems.

l Provides beach salvage sections.

l Provides camp support and limited constructionsections.

Special Attachments to Beach Party Group

Special attachments are attached to the beach partygroup to perform tasks or provide capability notnormally included in the beach party organization.These attachments may provide support to the landingforce, however, they typically perform Navy tasks thatare more effective when performed from the beach.

Special Attachments to LFSP

There are many special attachments that may be madeto the LFSP in order to perform the LFSP’s assignedtasks. For example, units may be attached to the LFSPfor defense or the landing force commander maydeploy units to counter threats. The landing supportcommander may employ units operating in the BSA orlanding zone support area (LZSA) in emergencysituations, particularly in defense of the area.

Arrival and Assembly Operations Group

The AAOG is a task-organized group from the MAGTFwhose function is to coordinate and control arrival andassembly operations (see figure 2-17 on page 2-16). It

Figure 2-16. Beach Support Unit.

2-16 _____________________________________________________________________________________________ MCWP 4-11.3

consists of personnel from all MAGTF elementsplus liaison from the commander, naval supportelement (CNSE).

The AAOG—

l Monitors the airflow of the fly-in echelon (FIE) intothe arrival and assembly area (AAA).

l Coordinates and monitors the throughput anddistribution of maritime pre-positioned equipmentand supplies (MPE/S) from the MPS to the unitassembly areas, specifically the arrival andassembly operations elements (AAOEs) withinthose assembly areas.

l Coordinates the association of MPE/S withdesignated organizations.

l Provides initial C2 functions for the MAGTF in theAAA.

l Directs and coordinates the AAOEs operations.

l Provides direction, coordination, and interface withthe LFSP and airfield coordination officer (ACO)until such time as the respective MAGTF elementsassume responsibility for those functions.

Tactical-Logistics Group

A parallel chain of command is established betweenthe Navy and the MAGTF to conduct amphibious

operations in accordance with JP 3-02, Joint Doctrinefor Amphibious Operations. This chain of commandallows the resolution of command and control issues atthe lowest possible level. To effect this chain ofcommand, the MAGTF establishes a TACLOGwherever a Navy ship-to-shore control organization ises tab l i shed . The TACLOG is the MAGTF’scounterpart to the Navy’s control organization. It isn o t p a r t o f t h e N a v y s h i p - t o - s h o r e c o n t r o lorganization; it is the MAGTF’s liaison to the Navy.TACLOGs embark on the same ship as the Navycontrol officer exercising control over the ship-to-shore movement (see figure 2-18).

Mission

A MAGTF commander establishes TACLOGs asr e q u i r e d . A T A C L O G i s a t e m p o r a r y t a s korganization formed by the MAGTF, and it iscomposed of MAGTF personnel. It is concerned withboth tactical and logistical ship-to-shore movement.A TACLOG’s mission is to communicate MAGTFship-to-shore movement requirements to the Navy’scontrol organization and to assist the Navy in landingpersonnel, supplies and equipment in accordancewith the MAGTF landing plan. The landing forceTACLOG monitors the operations of subordinateTACLOGs and intervenes only if necessary toprovide control/coordination at a higher level.TACLOGs link the LFSP, shore party, HST, and theNavy control organization. They also serve as thelanding force commander’s primary source ofinformation concerning the status of MAGTF unitsduring the ship-to-shore movement. FMFM 1-8 hasdetailed information concerning TACLOG.

Responsibilities

It is the collective responsibility of the Navy controlorganization, TACLOG, LFSP, and HST to—

l Know, at all times, what units are ashore and thestatus of any requests made for landing additionalpersonnel, supplies, and/or equipment.

l Orchestrate and regulate movement of scheduledwaves to ensure personnel, supplies, and equipmentarrive at the designated location at the prescribedtime and in the condition required to accomplish theassigned mission.

Figure 2-17. Notional AAOG Organization.


l Ensure pre-positioned emergency supplies andfloating dumps are responsive to the MAGTF’sneeds and moved rapidly to the designated locationwhen required.

l Ensure on-call waves are prepared to move ashorerapidly to the designated location.

l Orchestrate preparations for nonscheduled waves tomove ashore.

Based on the mission, TACLOG becomes the primaryand critical link between the MAGTF and the Navycontrol organization, LFSP, and HST. The TACLOGmust know the status of all phases of the ship-to-shoremovement and the status of the LFSP, shore party,HST, and the Navy control organization.

Tasks

Each TACLOG, despite command level or specificfocus, must be prepared to process requests andp r o v i d e r e c o m m e n d a t i o n s t o N a v y c o n t r o l

organizations. TACLOGs must also be capable ofperforming the following tasks:

l Coordinating pre-D-day and pre-H-hour transfersinvolving landing force personnel and equipment.

l Monitoring scheduled waves.

l Providing information and recommendations to theNavy control organization to facilitate the landingof on-call and nonscheduled serials/waves.

l Processing and coordinating requests for support.

l Expediting, in coordination with the Navy controlorganization, the landing of personnel, supplies,and equipment in accordance with plans and orders.

l Advising the Navy control organization of thelocation of requested items.

l Recommending the type of landing craft orhelicopter(s) required based on the tactical situationashore and the availability of transportation assets.

l Anticipating requirements and coordinating thedebarkation of nonscheduled serials.

Figure 2-18. Sample TACLOG Relationships.

2-18 _____________________________________________________________________________________________ MCWP 4-11.3

l Advising the Navy control organization of thepriority for landing serials during periods ofcongestion at the off-load site or when a shortage oftransportation assets affects the tactical situationsashore.

l Advising the Navy control organization of changesin the landing sequence or landing plan and theireffect on the tactical situation ashore.

l Maintaining records of the landing’s progress. Thisincludes the date-time-group (DTG) of scheduled,on-call, and nonscheduled serials; indicating thoserequested and those landed; and the current locationof serials not yet landed.

l Sending/receiving periodic serial status reports tothe landing force commander concerning thebuildup ashore and other factors that may delay orchange the landing plan.

l Coordinating with the Navy control organizationto ensure that the ship’s locations and movementsdo not conflict with MAGTF operations orcommunications.

l Monitoring the progress of tactical operations toanticipate requirements, coordinate the landing ofnonscheduled and nonserialized sections, andrecommend adjustments or deviations from thelanding plan as required.

l Formulating decisions that may affect tacticaloperations ashore (within the limits of authoritydelegated to the TACLOG officer in charge [OIC]).

l Coordinating the buildup of supplies at BSAs andHLZs and/or combat service support areas (CSSAs)with the LFSP, HST, and other CSS organizations.

l Identifying landing requirements (landing craft/helicopters).

l Maintaining records of the ship’s location andinforming the LFSP and HST commanders ofchanges as they occur.

l Coordinating and assisting in the control ofwithdrawal operations with the Navy controlorganization and ship’s combat cargo officer asrequired.

Task Organization

The organization of each TACLOG varies to meet therequirements of a specific unit and operation.TACLOGs are composed of landing force tactical andlogistical representatives. The landing force TACLOG

is normally located aboard the amphibious forceflagship. The basic organization is prescribed by thelanding force commander and indicated in theMAGTF opera t ion order . The landing forcecommander specifies which subordinate commandersare to organize and operate TACLOGs and ensures theTACLOG structure parallels the Navy controlstructure. If subordinate commanders are required toestablish TACLOGs, their operation orders shouldspecify the composition of their TACLOG.

Personnel assigned to the TACLOG must include bothtactical and CSS personnel who are thoroughlyfamiliar with MAGTF plans, Navy control procedures,and movement capabilities of both the Navy and theMAGTF. Representatives should include a G-3/S-3(operations staff officer) representative (responsiblefor the TACLOG until the general off-load), a G-4/S-4(logistic staff officer) representative (responsible forthe TACLOG once the general off-load begins), aM A G T F / u n i t e m b a r k a t i o n o f f i c e r , a C S S Erepresen ta t ive , communica t ions pe r sonne l ,administrative personnel, and liaison personnel fromother units. Assigned personnel must possess ade ta i l ed knowledge o f the opera t ion o rde r ;embarkation order; CSS concept; ship’s loading plans;tactical and CSS requirements; and plans, capabilities,and documents relating to the landing.

Helicopter Support Teams

Mission

The HST’s mission is to facilitate the landing andmovement of helicopterborne forces, equipment, andsupplies to and within the landing zone. Normally, anHST is employed in each landing zone to providesupport to units operating in and around that zone. AnHST is formed for all helicopterborne operations. TheHST also supports the evacuation of casualtiesand EPWs.

Once the HST is established in the landing zone, itassumes responsibility for helicopter terminalguidance from the reconnaissance uni t . HSToperations are terminated when the helicopterborneunit is no longer dependent on helicopter support as


the primary means of support or when a combats e r v i c e s u p p o r t b u i l d u p c o m m e n c e s i n t h elanding zone.

HST Organizational Structure

The HST is a task organization composed of personneland equipment from the helicopterborne unit and theLFSP. It is augmented from other units as required.The actual organization and commander of the HST isdecided by the helicopterborne unit commander. Thisdecision is based on the mission and whether a combatservice support buildup is planned for the area.

The HST normally consists of an advance party,headquarters, helicopter control section, and landingzone platoon (see figure 2-19). HST personnel must befully trained and capable of carrying out their assignedduties (including the special considerations required ofhelicopterborne operations).

The MAGTF operation order specifies when controlof the landing zone passes from the HST to the CSSE.Passing control can be specified by a specific time orevent (i.e., when sufficient CSSE C2 capability is inthe landing zone) or by order of the landing forcecommander.

Figure 2-19. Helicopter Support Team.

2-20 _____________________________________________________________________________________________ MCWP 4-11.3

Advance Party

The advance party consists of eight to ten personneldrawn from each section of the HST. The advanceparty lands early, reconnoiters a site for the CSSinstallation, establishes the command post, and erectsu n l o a d i n g p o i n t m a r k e r s ( a p p e n d i x A ) .Communications personnel provide immediatecommunications. Landing zone control personnelcontrol the helicopters operating within the zone. TheOIC of the advance party assumes OPCON over thereconnaissance unit that provided the initial terminalguidance into the landing zone. The OIC retainscontrol of the reconnaissance unit until the helicoptercontrol section assumes responsibility. After the HSTis established in the landing zone, the advance partydisbands and its personnel revert to their parentsection within the HST.

Helicopter Support Team Headquarters

If no CSS buildup is planned, the HST headquarterscomes from the helicopterborne unit. If a CSS buildupis planned, the HST headquarters comes from theLFSP’s or CSSE’s landing support platoon, thissimplifies transfer of control to the CSSE once theCSS buildup begins. The HST headquarters assumescontrol of the landing zone as rapidly as possible. TheHST headquarters consists of—

l A command section provided by the appropriateplatoon headquarters and augmented as required.

l A communications section provided by thecommunications platoon of the helicopterborne unitor from the shore party as appropriate.

l An MP section from the shore party.l A security section for internal security of the

landing zone. The security section is provided bythe helicopterborne unit.

l An evacuation section provided by the medicalsection of the helicopterborne unit.

l The liaison section that accompanied theheadquarters element of the helicopterborne unit.

Helicopter Control Section

The ACE provides personnel for the helicopter controlsection. The helicopter control section is generallyorganized into three sections: air traffic control,communications, and helicopter maintenance andrefueling. The helicopter control section establishesand operates electronic and visual navigation aids thatguide aircraft. It directs and controls helicopteroperations within the landing zone.

Landing Zone Platoon

The landing zone platoon is provided by the same unitthat provides the HST command section. The landingzone platoon is organized into command, supply, andequipment sections. If MHE is required in the landingzone or if helicopter slings and related equipment arerequired for external lifts, the equipment section isprovided by the shore party because this type ofequipment is not organic to combat units.

CHAPTER 3. TRANSPORTATION COMMAND AND CONTROL

Movement Control

The organizations and their movement controlresponsibilities described in this paragraph areapplicable to marshaling, movement and deployment.Amphibious and maritime pre-positioning force(MPF) operations apply a transportation C2 structuretailored specifically to their specialized mission,which is detailed later in this chapter.

Movement control centers (MCCs) are agencies thatplan, route, schedule, and control personnel, supplies,and equipment movements over LOCs (point of originto POE, POD to final destination or movements withinthe AO).

Transportation management and movement controlagencies must function the same during trainingexercises as they do during operations. In somecases, the agencies are permanent. For example,every MAGTF should have a full-time transportationsection. For smaller MAGTFs, this may be no morethan one or two Marines in the combat servicesupport operations center. In other cases, movementcont ro l agenc ies a re t emporary . Ba t ta l ions ,squadrons, regiments, and aircraft groups establishtemporary movement control centers when theirorganizations are moving. Local standing operatingprocedures (SOPs) establish the composition andprocedures for MCCs. Figure 3-1 depicts therelationships between various commands, theirmovement cont ro l agencies , and suppor t ingorganizations during deployment of a MAGTF.

Figure 3-1. Movement Control Relationships During Deployment.

3-2 ______________________________________________________________________________________________ MCWP 4-11.3

Movement Control Agencies

The following paragraphs describe movement controlagencies during deployment.

Marine Force Headquarters’ MCC

This is primarily an information processing agency tokeep the Marine Corps forces (MARFOR) commanderabreast of the status of subordinate unit deployments.This MCC can coordinate with the USTRANSCOM ontransportation requirements, priorities, and allocations asrequired. When the MARFOR commander is operatingin support of a JFC, the MARFOR’s MCC coordinateswith TRANSCOM via the JFC’s JMC, whichcoordinates the requirements for all service components.

Force Movement Control Center

This is the MAGTF commander’s agency to controland coordinate all deployment support activities. It isa l s o t h e a g e n c y t h a t c o o r d i n a t e s w i t h t h etransportation component commands (AMC, MTMC,MSC) of USTRANSCOM. When the MAGTFoperates as part of a joint force under a JFC, the forcemovement control center (FMCC) coordinates withTRANSCOM via the JFC’s JMC, which coordinatesthe requirements for all service components.

Logistic Movement Control Center

A CSSE or the supporting establishment(s) organizelogistic movement control centers (LMCCs) neardeploying units. The FMCC tasks the LMCC toprovide organic or commercial transportation,transportation scheduling, MHE, and other supportduring marshaling and movement. The FSSG/CSSEcan also es tab l i sh two add i t iona l movementcontrol organizations subordinate to the LMCC tosupport deployment: the arrival/departure airfieldcontrol group (A/DACG) and the port operationsgroup (POG).

Major Subordinate Command UnitMovement Control Centers

The division, wing, and FSSG commanders provideforces to deploying MAGTFs. The commanderscontrol transportation and communications assets

needed to execute deployments. On order, eachcommand activates its unit movement control center(UMCC) to support marshaling and movement.

Organizational UMCCs

Every deploying unit down to battalion/squadron/separate company level activates a UMCC to controland manage its marshaling and movement.

Base Operations Support Group

Bases from which MARFOR units deploy establishbase operations support groups to coordinate theirefforts with those of the deploying units. LikeMARFOR commands, bases have transportation,communications, and other assets useful to allcommands during deployment.

Station Operations Support Group

Air stations from which MARFOR units deployestablish station operations support groups tocoordinate their efforts with those of the deployingunits. Like major MARFOR commands, air stationshave transportation, communications, and other assetsuseful to all commands during deployment.

Flight Ferry Control Center

In addition to its MCC, the aircraft wing establishes aflight ferry control center to control deploying aircraft.The flight ferry control center operates under thecognizance of the MAW G-3.

Movement Control in the Area of Operations

Movement Control Center

The MCC is the primary agency in the AO to managemovement. As during deployments, lower echeloncommands only activate MCCs while they areconducting movements. The MAGTF maintains anMCC during the entire deployment. It may be no morethan the motor transport and embarkation staffofficers. In joint and combined operations, theM A G T F M C C e s t a b l i s h e s l i a i s o n a n dcommunica t ions wi th the thea te r MCC and


other commands or host nations in whose areasit is operating.

Local SOPs

As with operations of MCCs during deployment, localSOPs establish the composition and procedures forMCCs. Figure 3-2 depicts relationships betweenvarious commands, their movement control agencies,and supporting organizations after arrival in the AO.T h e M A G T F c o m m a n d e r o f t e n d e l e g a t e sresponsibility for routine day-to-day movementcontrol to the CSSE. Modifications to meet specificoperational requirements are in the transportationappendix to annex D of the operation order.

MAGTF Movement Control Agencies

Movement control agencies in the AO are thesame as in CONUS before deployment. Unit SOPsshould be applicable during both deployment andemployment.

Host-Nation Support

The MAGTF should use host -nat ion supporttransportation support to the maximum extent feasible,consistent with tactical considerations, to augment itsorganic capability.

Standardization Agreements

When operating in North Atlantic Treaty Organization(NATO) or quadripartite American, British, Canadian,and Australian Armies Standardization Program(ABCA), there are certain standardization agreements(STANAGs) among the participating nations by whichthe MAGTF is obligated to abide. These agreementsare called STANAGs in the NATO arena andquadripartite standardization agreements (QSTAGs)in the ABCA arena.

Motor Transport Command and Control

The MAGTF commander and his subordinatecommanders must exercise varying degrees of control

Figure 3-2. Movement Control Relationships in the AO/Theater.

3-4 ______________________________________________________________________________________________ MCWP 4-11.3

over their motor transport assets before and duringoperations to ensure mission accomplishment.

Motor transport commanders plan and execute motortransport operations by assigning appropriatemissions based on the concept of CSS, establishingappropriate command relationships, and supervisingthe flow of support.

Structure

CSSE motor transport units are task-organized.Transportation support tables of organization (T/Os)and tables of equipment (T/Es) are often subject topeacetime personnel and equipment-programmingconcerns and anticipated combat requirements.Transportation assets are limited; economy dictatesproper prioritization and allocation. The motortransport commander task-organizes assets to supportthe main effort, as directed by the commander, whilecontinuing to support the force as a whole. By task-o rgan iz ing the MAGTF commander r e t a in scentralized control while providing for decentralizedexecution. Task-organizing promotes responsiveness.

Command Relationships

The first tool for exercising C2 is establishment ofproper command relationships. A motor transport unitmay r ema in unde r t he con t ro l o f i t s pa ren torganization, allowing the motor transport commanderto retain full authority over his organic units. This isnot the only method. Motor transport units (bothpermanent and task-organized) can also be assigned todirect support (DS) of an organization other than theirparent unit. Similarly, they can be attached to unitsother than their parent organizations. They may beattached to other CSSE(s), GCE, ACE or even to theforces of other armed Services. These options shouldalways be considered during planning, keeping inmind that when motor transport units are assigned DSor attached to other organizations, centralized controlis lost. The transportation commander no longer canassign or change the mission of units, which have beenassigned DS or attached to other organizations. Thetransportation commander retains responsibility forsupporting his units, which have been assigned DSto another commander.

Missions

Another tool that the transportation commander hasavailable to control his assets is assignment of formalmissions. The following paragraphs provide detailedinformation on the CSS missions and their associatedresponsibilities. These options give the commanderflexibility across a spectrum ranging from fullycentralized to decentralized control. The formalizedmission structure facilitates changes by standardizingthe responsibilities associated with each mission.When used in conjunction with structural options andcommand relationships, formally assigned supportmissions allow the commander to tailor transportationsupport to the specific tactical situation.

Transportation Missions

The concept of assigning formal missions totransportation units is intended to standardize CSSrelationships, responsibilities, and C2 procedures.Clean, simple, and responsive lines of C2 areprerequisite to flexibility. Assignment of formalmissions to transportation units improves support tothe MAGTF from the inception of the operation toi t s t e rmina t ion . A s s i g n i n g f o r m a l s u p p o r tm i s s i o n s t o a t ransportat ion uni t faci l i ta tescommand and staff relationships; clarifies supportr e l a t i o n s h i p s ; a n d e s t a b l i s h e s l i a i s o n a n dcommunication responsibilities.

Mission Assignment

Formal CSS miss ions ass igned by the CSSEcommander to transportation units dictate specificresponsibilities for the supporting transportation unitand the supported unit . For the unit , missionassignments establish not only the relationship to thesupported force, but also the relationship to othersupport units. As shown in table 3-1, each of the threeformal CSS missions has five inherent responsibilities:

l Priority of response to request.

l Area of responsibility.

l Liaison requirements.

l Establishment of communication.

l Locating/relocating.


Note: The terms DS and general support (GS), definespecific responsibilities between supporting andsupported units. They constitute a mission assignmentand are given to a unit in paragraph 3b of theoperations order. Attached constitutes a commandrelationship.

Supporting TransportationUnit Responsibilities

Direct Support

Each unit assigned the mission of DS is immediatelyresponsive to the needs of the designated supportedelement. It furnishes sustained support to that elementand coordinates its operations to complement theconcept of operations of the supported element. Theessential feature of the DS mission is the one-to-onerelationship between supporting and supported units.The DS mission is a decentralized formal mission.A unit assigned this mission—

l Responds to request for support, in order of priority,from its supported unit first, then from its higherheadquarters, and finally from its subordinate units.In the event of conflicting requests, support to thesupported unit takes precedence.

l Has as its AOR the supported unit’s AO.l Establishes communications with the supported unit

and higher headquarters.l Is positioned by higher headquarters in coordination

with the suppor ted uni t . Pos i t ioning mustcomplement the overall mission and consider theneeds of the supported unit.

General Support

A mission of GS provides transportation support tothe MAGTF under the direction of the MAGTF orCSSE headqua r t e r s . Th i s mi s s ion p rov idesresponsive support to the requirements of thesuppor ted commanders . However , the CSSEcommander retains control of the prioritization oftasks. The GS mission is the most centralizedtactical mission. A unit assigned this mission—

l Responds to transportation requests, in priority,from supported units and CSS units.

l Has as its AOR the HHQ’s AO. l Establishes liaison as required by the operational

situation with the supported units. l Establishes communications with the supported unit

and higher headquarters. l Is positioned by higher headquarters. If there is no

higher headquarters direction, it positions itself tobest support the supported commander’s concept ofoperations.

Attached

When attached and subject to limitations imposedin the attachment order, the commander of the unitor organizat ion receiving the t ranspor ta t ionattachment will exercise the same degree of C2 asover organic units. The responsibility for transferand promotion of personnel will normally beretained by the parent organization.

Table 3-1. Formal Combat Service Support Missions.

CSS Missions

Direct Support General Support

Responds to CSS requests in priority form:

Supported unit.HHQ CSSE or MAGTF.Own units.

HHQ CSSE or MAGTF.Supported unit. Own units.

Has as its tactical area of responsibility:

Area HHQ. Area of supported unit.

Establishes liaison with:

Supported unit. Supported unit.

Establishes communications with:

Supported unit.HHQ CSSE or MAGTF.

Supported unit.HHQ CSSE or MAGTF.

Positioned by: HHQ CSSE or MAGTF in coordination with supported unit.

Higher CSS HQ.

3-6 ______________________________________________________________________________________________ MCWP 4-11.3

Supported Unit Responsibilities

Requirements

Determination and identification of transportationrequirements that exceed the organic capabilities ofthe supported unit are the responsibility of thesupported unit in coordination with the supportingCSSE. Identification of requirements is the first step inthe process of obtaining transportation support.

In the requirements determination process, thesupported unit commander must evaluate his assignedmission, the situation, task organization, organicequipment capabilities and density, and the concept ofoperations. The supported unit commander must fullyuse organic motor transport assets before requestingtransportation support. The CSSE commander must beengaged in the process to assist the supported unit.This enhances the CSSE commander’s ability toanticipate demand.

A transportation support requirement generates arequest to move specific quantities of cargo orpersonnel. The request is not a request for specifictypes or quantities of vehicles unless the tacticalsituation drives such a request. The supportingtransportation unit commander will determine typesand quantities of vehicles to support the requirement.Additionally, effective communications must bemaintained between the supported unit and thesupporting unit to establish requirements, priorities,and allocation of resources.

Prioritization

The supported unit commander should establishpriorities well in advance so that the supporting unitcan develop a complementary concept of support.Priorities, however, cannot be dealt with in a vacuum.Many o the r cons ide ra t ions d i c t a t e how thetransportation unit will do its job.

Allocation of Resources

During planning, the supported unit commander mustestablish priorities and allocations. When prioritizing,the commander establishes the precedence of who andwhat. When allocating, the commander establisheshow much.

Transportation C2 in Amphibious/Landing Support Operations

The LFSP’s success lies in its ability to C2 its supportelements on the beach, at the port, and in the landingzone. To establish an effective C2 system, the LFSP mustintegrate into the amphibious force’s C2 systems. SeeJP 3-02, JP 3-02.1, Joint Doctrine for Landing ForceOperations, JP 3-02.2, Joint Doctrine for AmphibiousEmbarkation, FMFM 1-8, and FMFM 4-2, The NavalBeach Group, for detailed C2 information.

Shore Party and Beach Party Teams

The shore party team commander controls andcoordinates landing support activities within theassigned numbered, color-designated beach (e.g.,red 1). Normally, the shore party team commanderlands with the shore party team’s advance party.The shore party team commander remains on thebeach to initiate control and coordination of alllanding support tasks.

The beach party team commander lands with the shoreparty team commander and is under the OPCON of theshore party team commander until the beach partygroup commander assumes control of the beach party.

Shore Party and Beach Party Groups

The shore party group commander controls andcoordinates shore party activities within a designatedcolored beach (typically, a color designates the beachfor a regimental landing team). This may include twoor more numbered beaches (e.g., blue 1, blue 2). Oncethe shore party group commander lands, he assumescontrol of subordinate shore party team activities. Theshore party group commander is the operationalcommander for both the shore party teams and thebeach party group. The shore party group commanderalso begins to consolidate activities at the group level.Consolidation activities include—

l Redistributing shore party team personnel andequipment as required.

l Establishing shore party group communications andconsolidation of existing shore party teamcommunications.


l Sending liaison personnel to supported unitheadquarters.

l Coordinating defensive measures.

l Coordinating beach party functions with the beachparty group commander.

l Submitting reports and records.

The beach party group commander assumes control ofthe beach party teams after the beach party group lands.The beach party group commander remains under theOPCON of the shore party group commander untilthe CSSE lands and absorbs the shore par tygroups; then, the beach party commander assumesresponsibility for beach party operations.

Landing Force Support Party

The LFSP commander controls and supervises landingsupport operations as set forth in the Combat ServiceSupport Control Agencies Plan tab E to appendix 14(Amphibious Operations) to annex C (Operations) ofthe operation order. The LFSP command elementensures success of landing support through closecoordination, timely reinforcement, and consolidationof CSS activities. The LFSP commander moves theLFSP command post ashore once the situation allows.

The LFSP commander es tab l i shes the LFSPheadquarters ashore and assumes OPCON of the shoreparty, beach party, and other LFSP units ashore. Theshore and beach party commanders retain ADCON oftheir respective units (see figure 3-3). The LFSPheadquar ters ’ personnel and equipment tha taccompany the LFSP commander ashore should beminimal since the LFSP commander will use existingassets of the shore party headquarters to coordinatewith the CLF and commander, amphibious taskforce (CATF).To avoid duplication, the shore andbeach party headquarters become part of theLFSP C2 system.

Helicopter Support Team

The HST commander controls and coordinates alllanding support activities within the assigned LZSA.The HST commander normally lands with the HSTadvance party.

O n c e H S T o p e r a t i o n s i n s u p p o r t o f t h ehelicopterborne unit initial insertion cease, the LFSPassumes responsibili ty for sustainment of thehelicopterborne unit and operation of the associatedLZSA. Those HST units previously attached to thehelicopterborne unit return to OPCON of the LFSP.

Reports and Records

Reports and records are crucial to establish andmaintain C2 during the initial phase of an amphibiousassault. Reports provide the status of the movement,personnel, and supplies ashore. It is essential that theLFSP provide the landing force commander with thestatus of units ashore. This information becomes abasis for the commander’s tactical decisions. Thereports’ paragraph or report tab to the landing forcesupport party appendix to annex D (Logistics/CombatService Support) of the operation order identifies therequired content and time of submission of LFSPreports. The required reports vary with each operation.

Subordinate units of the shore party and HST maintainand must continually update unit and equipmentmovement records. These records are submitted to

Figure 3-3. Final Command andControl Relationship.

3-8 ______________________________________________________________________________________________ MCWP 4-11.3

higher headquarters where they are consolidated withother applicable material to develop the requiredreports. The following paragraphs discuss some of therecords that must be maintained.

Beach (Landing Zone) Support Area Overlay

This overlay shows the location and disposition of allunits, combat service support dumps, unloading points,command posts, landing support units, bivouac areas,temporary bivouacs in the BSA, LZSA, road net, trafficcontrol plans, and landing support installations.

Beach (Landing Zone) Defense Overlay

This overlay shows the defensive organization of thesupport area. All organizations assigned a grounddefensive mission in the support area are shown, evenif they are not organic to the shore party team or HST.This overlay is submitted to the next higher landingsupport echelon and the supported unit commander assoon as possible. Changes are reported as they occur.

Tactical Situation Overlay

Since the shore party/HST requires security andprotection during a landing, it is essential that theshore party/HST be aware of the tactical situation.The tactical situation overlay identifies the tacticaldisposition of all friendly forces and aids in thedelivery of CSS. The tactical situation overlay is alsoused to brief arriving unit commanders on the latesttactical situation.

Enemy Situation Overlay

This overlay shows the location of enemy forces in theobjective area. It is used to identify the current enemysituation for the shore party/HST commanders and toorient unit commanders passing through the area.

Disposition to Seaward Chart

This chart shows the location and disposition offriendly naval units. It includes picket boats and off-shore transfer barges.

Ships’ Position Chart

This chart indicates the relative position of each shipthat is or will be unloaded by a shore party echelon.

Ships’ Unloading Status Chart

This chart provides the LFSP commander with theunloading status of each transport/cargo ship. It alsoprovides unit commanders and their staffs with thestatus of their troops and gear. The ships’ unloadingstatus chart includes—

l Percentage of personnel unloaded.

l Percentage of vehicles unloaded.

l Percentage of cargo, by class, unloaded.

l Estimated percentage of entire ship unloaded.

l Estimated time of completion to unload entire ship.

l Ship’s scheduled time of return to the sea echelon.

Dump Status Chart

This chart reflects quantity of supplies received,issued, and on hand at a specified time.

Casualty and EPW Evacuation Chart

This chart shows the number of casualties and EPWsreceived, evacuated, and retained.

Vehicle and Equipment Status Chart

This chart provides the disposition of vehicles andequipment operating under control of the LFSP.

LFSP Personnel Distribution Chart

This chart shows personnel attached to the LFSP byunit and their deployment to subordinate landingsupport units.

Serials Landed Status Report

This report records the status of equipment andpersonne l who have reached the i r in t endeddesignated beach.


Communications

To maintain C2, the LFSP must communicate withea c h o f i t s u n i t s , t h e T A C L O G , a n d s h i p sparticipating in the landing. A reliable, flexible,and effective communications net is essential toC2 because it allows the commander to monitorthe status of the LFSP.

Note: TACLOGs monitor ship-to-shore movement andprovide the CATF and CLF with critical informationconcerning the movement and forces ashore.

As soon as advance units of the shore party or HSTland, they es tabl i sh pr imary and a l te rnat ivecommunications nets. Alternative communicationsnets generally parallel beachmaster communicationsnets and are used if the primary communications netfails. After advance units have landed and establishedcommunications, they relay requests for troop serialsand supplies from the commanders ashore to theTACLOGs located on the control ships. All requestsfor troop serials and supplies are made via the LFSP,excep t when LFSP communica t ions a re no testablished. If the urgency of the situation or thefailure of a communications net requires the landingforce to transmit its requirements directly to theTACLOG through a tactical or command net, thelanding force must notify the LFSP immediately uponreestablishment of communications.

The shore party/HSTs are the primary users ofcommunications equipment, messengers, wire,facsimiles, radios, and supplementary (visual andsound) communica t i ons because t hey mus tcommunicate with the ship, landing craft, and aircraft.In addition to standard communications equipment,the LFSP uses supplementary communications (e.g.,public address systems, electronic megaphones,various signal lights) to direct the landing andmovement of crafts in and around the beaches andt h e H L Z . S e e M C W P 6 - 2 2 f o r s p e c i f i ccommunications information.

Beach and Landing Site Markers

The use of beach and landing site markers is anothermethod to maintain control. Standard markers are usedby the shore party teams and the HSTs to maintainorder and to facilitate smooth operations ashore.Markers locate and identify beaches, landing sites,

unloading points, dumps by class of supplies,beaching points for landing ships, range markers,landing points for vehicles, and casualty evacuationpoints. Standard markers are available to supportbo th day and n igh t opera t ions . Appendix Acontains illustrations of standard beach and landingsite markers.

Transportation C2 in MPF Arrival and Assembly Operations

Maritime pre-positioning provides a combatantcommander with deployment flexibility and increasedcapability to respond rapidly to crisis or contingencywith a credible force. The purpose of an MPFoperation is to rapidly establish a MAGTF ashore toconduct subsequent operations across the operationalcontinuum. An MPF operation may consist of one shipand an appropriate sized MAGTF or all maritimepre-positioning ships squadrons (MPSRONs).

Arrival and Assembly

Arrival and assembly may well be the most crucialphase of an MPF operation and includes—

l Initial preparation of the AAA.

l Coordinated arrival and off-load of equipment andsupplies from the MPSRON (in port, across a beachor both).

l Reception of the FIE.

l Movement and distribution of the MPE/S.

l Security.

l Preparation for the MAGTF operational mission.

Commencement and Disestablishment

The arrival and assembly phase begins on arrival ofthe first maritime pre-positioning ship or the firstaircraft of the main body at the designated AAA. Thisphase ends when adequate equipment and supplies areof f - loaded and i ssued to awai t ing uni t s , C2communications are established, and the MAGTFcommander reports that all essential elements of theM A G T F h a v e a t t a i n e d c o m b a t r e a d i n e s s .Simultaneous or subsequent tactical operations by the

3-10 _____________________________________________________________________________________________ MCWP 4-11.3

MAGTF and movements to those operations are notconsidered part of the MPF operation.

Arrival and Assembly Organizations

MPF C2 organizations and their relationships forarrival and assembly are depicted in figure 3-4.

Arrival and Assembly Operations Group

The AAOG is a task-organized group from theMAGTF whose function is to coordinate and controlarrival and assembly operations. It consists ofpersonnel from all MAGTF elements plus liaison fromthe CNSE. The AAOG must—

l Monitor the airflow of the FIE into the AAA.

l Coordinate the association of MPE/S withdesignated organizations.

l Provide initial C2 functions for the MAGTF in theAAA.

l Direct and coordinate the AAOE’s operations. l Provide direction, coordination, and interface with

the LFSP and ACO until such time as the respectiveMAGTF elements assume responsibility for thosefunctions.

l Publish the daily situation report.

Arrival and Assembly Operations Element

Each element within the MAGTF and Navy supportelement (NSE) establishes an AAOE to perform thefollowing tasks:

Figure 3-4. C2 Organizations for Arrival and Assembly.


l Provide initial C2 activities within the assemblyarea until arrival of the element commander.

l Receive MPE/S and verify items with the MAGTF.Distribute MPE/S to unit equipment receptionpoints (ERPs) per the MAGTF commander’sdistribution plan.

l Provide liaison with the AAOG.

l Coordinate security in the assembly areas.

l Oversee preparations for combat.

l Provide throughput reports to the AAOG asdirected by the arrival and assembly plan.

Airfield Coordination Officer

The airfield coordination officer is designated by theMAGTF commander under the cognizance of theACE and acts as the single point of contact for host-nation support and other support peculiar to aviationoperations at the airfield(s). Non-Air MobilityCommand support requirements identified by thetanker airlift control element (TALCE) advancedechelon will be coordinated through the airfieldcoordination officer. The airfield coordination officershould be a member of the survey, liaison, andreconnaissance party (SLRP) to facilitate airfieldoperational planning.


The LFSP is a task-organized unit composed primarilyof elements from the CSSE and NSE augmented byother MAGTF e lements . The LFSP cont ro lsthroughput of personnel and MPE/S at the port, beach,and airfield. The LFSP falls under the control of theOIC, AAOG and has four principal throughput groups:

l POG.

l Beach operations group (BOG).

l AACG.

l MCC.

Port Operations Group

The POG is a task-organized group from theMAGTF’s beach and terminal operations unit and theNavy cargo handling force. The POG may be retainedafter arrival and assembly for the off-load of resupplyshipping as well as retrograde of damaged equipment.The POG is responsible for preparing the port prior toarrival of the maritime pre-positioning ship and thethroughput of supplies and equipment as they are off-loaded from the ship. The POG operates under theoverall direction of the LFSP and in coordination withthe ship’s debarkation officer. The POG is responsiblefor the following tasks:

l Establish overflow areas for supplies andequipment.

l Clear piers and overflow areas of material.

l Establish communications with the LFSP and ship’sdebarkation officer.

l Establish liaison with host-nation port authoritiesfor employment of cargo and material handlingequipment, operations and longshoreman support,and dunnage.

l Operate cargo/materials handling equipmentincluding shore-based cranes, forklifts, tractors,dollies, lighting, etc.

l Assist Navy cargo handling force detachments inship off-load as directed and transport cargo tooverflow areas as necessary.

l Establish bulk fuel/water reception and transferfacilities as directed.

l Be prepared to continue port operations for follow-on shipping.

Beach Operations Group

The BOG is a task-organized group from theMAGTF landing support unit and the NSE. TheBOG operates under the overall direction of theLFSP and in coordination with the assault craft unit.The BOG may be retained after the arrival andassembly for the off-load of follow-on shipping.

3-12 _____________________________________________________________________________________________ MCWP 4-11.3

The functions of the BOG and associated NSEbeach party teams (BPTs) include:

l Providing the beach area C2 necessary to controland coordinate the throughput of MPE/S.

l Organizing and developing the beach area asnecessary to support the throughput of MPE/S, toinclude designating and establishing overflowareas.

l Coordinating the bulk fluid transfer as required. l Off-loading lighterage at the beach. l Providing direction for MAGTF drivers to move

vehicles from the lighterage. l Providing surge vehicle operators. l Preparing for follow-on operations.

Arrival Airfield Control Group

The AACG is responsible for the control andcoordination of the off-load of airlifted units andequipment and provides limited combat servicesupport to those units. The AACG is task-organizedaround a nucleus provided by the landing supportcompany of the CSSE and is structured and manned toprovide continuous operations support for multipleaircraft. Normally, the AACG will deploy as anelement of the advance party and initiate operations atthe arrival airfield. AACG is the point of contactbetween TALCE at the arrival airfield and the LFSP.

Movement Control Center

The MCC is the agency that plans, routes, schedules,and controls personnel and equipment movementsover LOCs. In MPF operations, the MCC forms theMPE/S being off-loaded from the ship or aircraft intoseparate AAOE convoys for movement to the AAOEs(see figure 3-5).

Automated Information Systems Support

MAGTF II/Logistics Automated Information System

The MAGTF II/logistics automated informationsystem (MAGTF II/LOG AIS) family of systems

provides the automated information support necessaryto assist in the control of transportation operations.

MAGTF II/LOG AIS is a family of coordinated,mutually supporting, automated systems designed tosupport deliberate and crisis action/time-sensitiveplanning, deployment, employment, and redeploymento f a M A G T F i n i n d e p e n d e n t , j o i n t a n d / o rmultinational operations. MAGTF II/LOG AIS iscomposed of interrelated systems that performcommon and discrete functions (see figure 3-6). It alsoincludes the MAGTF Data Library (MDL), whichserves as source data for the systems.

Each system shares a common database, yet performsseparate and complementary functions. Each of thesystems uses the same data and, if so desired, the sameplan. This allows a plan (see figure 3-7 and figure 3-8,on page 3-14) to go through the various stages ofcreation, sourcing, assignment to transportation assetsand time-phased force deployment data (TPFDD)construction without the necessity of exporting datafrom one system to another.

MAGTF II

MAGTF II is used by the Marine Corps planningcommunity to create contingency and executionoperations plans. Additionally, MAGTF II acts as theMarine Corps’ TPFDD interface with the JointOperations Planning and Execution System (JOPES).

Figure 3-5. Movement Control Center Relationships.


Used primarily in the planning and marshallingphases of operations, MAGTF II provides theinformation and functionality necessary to—

l Forecast lift and sustainability requirements.

l Provide deployment requirements to MAGTFDeployment Support System II (MDSS II) fordetailed sourcing and refinement at the battalion,squadron or separate company level.

l Rapidly develop and refine TPFDD informationto meet crisis planning based on combatantcommander and service-mandated deadlines.

l Compare and select alternative force structures.

l Allow the rapid sharing of detailed deploymentinformation between planners, operators, andlogisticians.

Figure 3-6. MAGTF II LOG AIS Relationships.

Figure 3-7. MAGTF II and MDSS II Planning.

3-14 _____________________________________________________________________________________________ MCWP 4-11.3

Note: MAGTF II is to be replaced by the joint forcerequirements generator II as part of the JOPES 2000upgrade. No specific date for project termination hasbeen set.

MDSS II

MDSS II is the unit-level (battalion/squadron/separatecompany) deployment planning and execution systemthat provides MAGTF and subordinate elements asingle source automated deployment database. Seefigures 3-9 and 3-10. MDSS II provides commanderswith the ability to respond to MAGTF II taskings fordetailed plan data. Used during all phases of an MPFoperation, MDSS II provides the information andfunctionality necessary to—

l Source and tailor plan-specific force structurescomposed of personnel, equipment, and supplies formultiple operation plans.

l Monitor embarkation readiness status.

l Provide movement and embarkation planning data.

l Assign pre-positioned assets and equipment tospecific units.

l Develop and tailor equipment databases for futureoperations.

l Use logistics applications of automated markingand reading symbols (LOGMARS) for barcodingand scanning to—

n Create labels.

n Rapidly associate containers/vehicles and theircontents.

n Update cargo and equipment date, time, and lo-cation in the MDSSII database by downloadingdata directly from the LOGMARS data collec-tion devices (DCDs) or transmitting real timefrom the DCD via wireless modem.

Figure 3-9. Deployment Systems Overview.

Figure 3-8. MPF Functions.


n Track equipment and supplies from ship to shoreand through phases of an off-load with near-real-time updates.

l Create supply transactions that update assettracking for logistics and supply system (ATLASS)in order to create accountability records.

l Provide unit-level movement requirementsinformation to Transportation Coordinator’s AutomatedInformation for Movement System (TCAIMS) fordetermination and assignment of transportation fromorigin to POE and POD to destination.

l Provide unit-level embarkation data to computer-aided embarkation management system (CAEMS)and computer aided load manifesting (CALM)systems in order to prepare load plans.

l Provide standard and ad hoc reports in response toinformation requests.

l Provide equipment density lists to the SupportedActivity Supply Systems (SASSY) managementunit (SMU) to develop Class IX and secondaryrepairable requirements for using units.

CAEMS

CAEMS is used by the unit-level embarkation officerto accomplish detailed load planning of Amphibiousand Military Sealift Command shipping and producesupporting documentation. CAEMS provides theinformation and functionality necessary to—

l Template deck diagrams for both amphibious andMilitary Sealift Command shipping.

l Produce dangerous cargo manifests.

l Conduct trim, stress, and stability calculations.

l Produce ‘as loaded’ deck diagrams uponcompletion of loading.

Note: CAEMS is to be replaced by the IntegratedComputerized Deployment System (ICODES) in thefuture.

TCAIMS

Transportation coordinators (i.e., LMCC and motortransportation coordinators) use TCAIMS to managetransportation assets in the deployment, employment,and redeployment of operational forces.

TCAIMS provides the information and functionalitynecessary to—

l Manage requests, tasking, and dispatchingassociated with daily transportation operations at alllevels of command.

l Plan, coordinate, and manage transportation assetsfrom origin to POE and from POD to destinations.

l Provides the source data that feedsUSTRANSCOM and the Defense TransportationSystem (DTS) to facilitate in-transit visibility (ITV).

Figure 3-10. Deployment Support.

3-16 _____________________________________________________________________________________________ MCWP 4-11.3

Note: MDSS II and TCAIMS will migrate to the jointsystem, TCAIMS II. No project termination date hasbeen set.

Supporting Systems

The following are non-MAGTF II/LOG AIS systemsthat provide support to transportation operations.

MAGTF Data Library

The MDL serves both data distribution and dataquality control functions. Issued on a quarterly basis,this CD-ROM transmitted data set updates thepermanent technical data files within MAGTF II/LOGAIS. The users of MAGTF II/LOG AIS are providedan opportunity to submit requests to change or correctthis data through the use of a Data Trouble Reportwhich is passed, via the logistics chain, to thecontractor tasked with maintaining the MDL.

Computer Aided Load Manifesting

A U.S. Air Force-developed and -maintained system,CALMS provides a PC-based, automated tool forproducing aircraft load plans. Selected data elementsare exported from MDSS II to CALMS for loadplanning and lift estimation.

Note: CALMS is slated to be replaced by the jointsystem, Automated Aircraft Load Planning System(AALPS) in the future.

Fleet Optical Scanning Ammunition Marking System

Fleet optical scanning ammunition marking system(FOSAMS) is a PC-based automated system thattracks ammunition, creates government bills of lading(GBLs), and continuation sheets. FOSAMS alsoprovides source data for dangerous cargo manifests aswell as interfacing with MDSS II.

Note: FOSAMS is slated to be replaced by the U.S.A r m y m a n a g e d R e t a i l O r d n a n c e L o g i s t i c sManagement System (ROLMS).

Retail Ordnance Logistics Management System

ROLMS is a comprehensive system that can performall ammunition logistics management and reportingfunctions, such as inventory, requisitioning, issues,expenditures, receipts, asset maintenance, notice ofammunit ion reclass i f icat ion process ing, andtransaction reporting.

War Reserve System

This ma in f r ame sys t em i s u sed to computesustainment and war reserve requirements fordeliberate planning and crisis execution purposes insupport of the various regional contingencies requiringMarine forces involvement. During deliberateplanning, sourced requirements from the system flowinto other MAGTF II information systems with theultimate result of updating TPFDDs for variouscontingencies. In the event of contingency operations,materiel release transactions generated within the warreserve system can pass into both retail and wholesaleinventory systems as the means of withdrawing andpushing equipment/materiel to the Marine forces inthe operation area. The objective of the Marine CorpsWar Reserve Program is to ensure that acceptablelevels of materiel are available to support the Marineforces during crisis or contingency operations. TheWar Reserve System interfaces with other Service’sinventory systems including the DLA.

Joint Deployment Systems

Global Command and Control System

The global command and control system (GCCS) is thejoint standard for command and control systems and isthe communications and computer architecture for alljoint systems to operate on. It supports the JOPES.

Time-Phased Force Deployment Data

The TPFDD registers all strategic (intertheater) seaand air movement requirements for deployment. TheTPFDD is a part of GCCS and is an automated supporttool for JOPES procedures.


Joint Flow and Analysis System for Transportation

Joint flow and analysis system for transportation(JFAST) is an analytical tool for estimating time andresources required to transport military forces undervarious scenarios and situations. It can analyzetransportation requirements from point of origin tothe POD.

Logistics Sustainment Analysisand Feasibility Estimator

Logistics sustainment analysis and feasibilitye s t i m a t o r ( L O G S A F E ) a i d s t h e p l a n n e r b yassessing the sustainment feasibility of a proposedoperations plan.

Global Transportation Network

The Global Transportation Network (GTN) is anautomated transportation management system being

developed as the vehicle for developing andmaintaining ITV and total asset visibility.

Consolidated Aerial Ports System II

Consolidated aerial ports system II (CAPS II) providesan automated tool for AMC aerial ports with anautomated C2 capability and the ability to processcargo and passenger movements.

Global Decision Support System

The global decision support system (GDSS) is anAMC system that schedules, tracks, and controls allair movements.

World Port System

The Worldwide Port System (WPS) supports themanagement, tracking, and documentation of U.S.cargo moving via ocean transportation.

CHAPTER 4. LANDING SUPPORT OPERATIONS

The Planning Process

An amphibious operation is characterized by therapid build up of combat power ashore. A criticalpart of the amphibious operation is the planning andexecution of landing the landing force. The LFSPprovides the initial CSS to the landing force. Theoperations, intelligence, and CSS staff sections of theamphib ious fo rce focus LFSP p lann ing andoperations. The structure of the LFSP is based on thelanding force’s CSS requirements ashore. TheLFSP’s structure is determined during the planningphases of an amphibious operation.

The LFSP is formed and equipped to facilitate thelanding and movement of personnel, supplies, andequipment across the beach, into HLZ or through aport; to evacuate casualties and EPWs; and toperform the beaching, retraction, and salvage oflanding ships and crafts. The LFSP also must providepersonnel and equipment to support the landing ofairborne, air assault or helicopterborne forces,equipment, and supplies.

Preliminary Planning

The landing force’s planning guidance comes from theamphibious operation’s initiating directive. The CLFdetermines the extent of participation by unitcommanders during preliminary planning. Duringpreliminary planning, the CATF and CLF areresponsible for the following:

l The CLF, with the concurrence of the CATF,selects primary and alternate landing areas.

l The CLF selects the landing beach and HLZs frominformation provided by the CATF.

l The CATF selects the tentative date and hour oflanding after consultation with the CLF.

l The CLF develops the landing force concept ofoperations ashore. The CLF and CATF’s decisionsimpact the CSSE and LFSP commanders’ planningprocesses. Therefore, early and continuous

dissemination of planning data is essential to theCSSE and LFSP commanders.

Concurrent Planning

The CLF and the landing force staff maintaincontinuous liaison with subordinate commands toensure understanding. One factor of particular concernto the LFSP is the determination of landing areas. TheCLF selects landing areas that, consistent with theability of surface and air units to provide support, willfacilitate accomplishment of the landing forcemission. It is essential that concurrent planning occursbetween the landing force staff and subordinatecommanders since time constraints can reduceplanning opportunities. If possible, subordinate CSSplanners should be included in operational planning.

Detailed Planning

The MAGTF, after coordination with landing forceuni ts , determines landing support ass is tancerequirements. Based on these estimated requirements,the CSSE commander, LFSP commander, and LFSPstaff request additional Marine Corps CSS units andequipment and/or Navy augmentation if required. TheCSSE staff coordinates landing support planning withthe appropriate staff section within the amphibiousforce.

Parallel Planning

Parallel planning is the continuous planning performedby the CATF and CLFs subordinate units and staffs tofacilitate the execution of an amphibious landing. Thiscoordination facilitates smooth landing operations.

Augmentation

The LFSP commander determines augmentationrequired from Marine Corps units or the Navy. TheLFSP notifies the CSSE commander or the applicablestaff officer. Requests for Navy augmentation must bemade as early as possible during the planning process.

4-2 ______________________________________________________________________________________________ MCWP 4-11.3

Planning Considerations

Principal considerations that affect the landing supportmission and ultimately the structure of the LFSPinclude—

l Early, detailed analysis of the objective area. l Analysis of tactical plans and their landing support

requirements. l Timely and complete training of the task-organized

LFSP. l Detailed planning for organization of BSAs and

LZSA. l Combat loading of each assault ship. l Employment of the sea echelon concept.l Establishment of adequate communications between

tactical units, control elements, and landing supportunits (includes shore party and helicopter support).

l Defense requirements of BSAs and landing areas. l Composition of the assault echelon and assault

follow-on echelon. l Evaluation of enemy activity and installations in the

objective area. l Establishment of the landing force’s scheme of

maneuver and landing plan. l Evaluation of beach hydrographic conditions and

terrain features inland from the beaches. This alsoincludes HLZs.

l Quantity and types of supplies to be landed fromassault shipping.

l Availability of personnel, supplies, and equipmentfor shore party operations.

l Availability of assault shipping. l Development of plans for handling EPWs. l Development of casualty evacuation and disaster

recovery plans. l Identification of coordination requirements with

other agencies. l Concept of CSS.

Planning Documents

Activation Order

The LFSP activation order is issued by the CLF. TheLFSP activates on order of the CLF and is normally

terminated once the CSSE commander assumesresponsibility for CSS ashore.

Note: The task organization of the shore party team/group and HST creates units that require extensivetraining prior to landing support operations.Therefore, shore party teams/groups and HSTs mustb e a c t i v a t e d a s e a r l y a s p o s s i b l e t o a l l o worganization and training prior to embarkation. TheCLF is responsible for the control and coordinationof these units.

Landing Force Support Party Operation Plan

The LFSP operation plan provides information andinstructions required by the shore party or HSTcommanders to implement the CLFs decisions andconcept of operations for a specific mission. It isnormally published as a tab to appendix 14 to annex C.

Landing Force Support Party Appendix

The LFSP tab appendix 14 to annex C sets forth theconcept of operations and the detailed and specialtasks required to accomplish specific landing supportmissions. It contains control instructions and floatingdump ins t ruct ions , ident i f ies pre-posi t ionedemergency supplies, establishes priorities for LFSPequipment, and identifies missions assigned to eachmajor subordinate section. It also identifies therelationship of landing support operations to theoverall CSS and landing force schemes of maneuver.

Landing Force Support Party Order

The LFSP commander issues amplifying instructionsto subordinates in the form of an operation order.These instructions only pertain to subordinate unitsand are, therefore, not suitable for inclusion in theLFSP tab to appendix 14 to annex C (Operations). If acomplete LFSP order is used, the LFSP tab toappendix 14 to annex C (Operations) can be very brief.If the LFSP order is not detailed, the LFSP tabappendix 14 to annex C (Operations) must provide allnecessary information.


Intelligence Considerations

Accurate and timely intelligence is the keystone toplanning and decisionmaking. Once intelligencerequirements are determined, all available informationis studied and evaluated to prepare for the landingsupport mission. To plan landing support requirementseffectively, the CLF requires detailed intelligence.Intelligence information must address—

l Topography.

l Local resources.

l Manmade obstructions.

l Climate.

l Routes of communications.

l Enemy methods.

l Enemy installations.

l Equipment and activities.

l Beaches.

l Hydrographic conditions (critical).

l Terrain immediately inland from the beaches andaround landing zones.

l General character of surf and inshore currents andtheir effect on landing craft.

l Beach gradient and its affect on the beaching oflanding craft and use of vehicles.

l Depth of water inshore, as related to determinationof anchorage and maneuverability of supportingvessels.

l Composition of the beach and its influence onbeaching and retracting landing craft and soiltrafficability for personnel and vehicles.

l Tidal range of the designated beaches in relation toexisting and reinforcing obstacles and beachwidths.

l Location of obstacles as related to their influence onbeaching landing craft or landing helicopters anddebarking personnel and material.

l Range and time of tides.

Ship-to-Shore Movement

Ship-to-shore movement is that portion of anamphibious operation that moves the landing force offassault shipping and into a designated area. Itsobjective is to ensure the landing of troops, equipment,and supplies at the prescribed time and place. TheLFSP is a temporary, task organization of theamphibious force that facilitates the landing andmovement of troops, equipment, and supplies acrossbeaches and into landing zones, ports, and airfields;assists in evacuating casualties and EPWs frombeaches and landing zones; and assists in the beaching,retracting, and salvaging of landing ships and crafts.The CATF has overall responsibility for preparation ofplans and control of the ship-to-shore movement. TheCLF is responsible for determining the landing force’srequirements for ship-to-shore movement. Theresponsibility for embarkation and landing of theLFSP rests with the supported tactical unit.

The landing support units are attached to thesupported tactical unit for embarkation and landingpurposes only. The type of control exercised in theship-to-shore movement is based on the type ofmovement required and the concept of operationsashore. Typically, centralized control is exercised upto the limits of communications. The control systemmust provide for rapid fulfillment of landing forcerequirements ashore. The LFSP relies on threeagencies afloat for the proper and timely execution ofits mission: the Navy control group, helicopterlogistics support center, and TACLOG. Detailedplanning of the ship-to-shore movement begins afterthe l and ing fo rces ’ s cheme o f maneuve r i sdetermined and allocation of resources is finalized.

Final ship-to-shore planning is expressed in the land-ing plan. The landing plan establishes the landing pri-ority among various elements of the landing force,provides overall coordination of ship-to-shore move-ment, and allocates resources. It is issued as tab C(Landing Plan) to appendix 14 (Amphibious Opera-tions) to annex C (Operations).

See JPs 3-02.1 and 3-02.2 and FMFM 1-8 for detailedinformation.

4-4 ______________________________________________________________________________________________ MCWP 4-11.3

Shore Party Team

There may be one or more shore party teams. Theexact number of teams is contingent upon the landingplan. To support the assigned BSA effectively, theentire shore party team must be embarked aboard thesame amphibious shipping so all elements of theteam arrive at their destination at approximately thesame time.

Normally, shore party teams land and establishdesignated beaches to support a unit the size of a BLT.Therefore, the shore party team’s advance party is oneof the first sections to land on the beach. The shoreparty team’s remaining personnel and equipment arelanded in an on-call wave as soon as the tacticalsituation allows.

Advance Party

The shore party team’s advance party, embarked intwo or more amphibious landing craft, lands as earlyas possible in the scheduled waves. Typically, theadvance party consists of a command section, liaisonsection, communications section, and beach partysection. The shore party and beach party teamcommanders land with the advance party. The advanceparty’s liaison personnel and the landing forcecommand echelon generally embark and land together.

Shore Platoon

The shore platoon is located near the line of departureat H-hour waiting for the order to land. The platoon isnormally in a landing craft with pre-selected, highpriority equipment from the motor transport/heavyequipment platoon. The shore platoon constructsbeach exits and lateral roads, assists in the unloadingof cargo and equipment from landing craft and landingships, and helps the beach party team as required.

Service Platoon

The service platoon lands as directed by the shoreparty team and provides support to the team.

Motor Transport/Heavy Equipment Platoon

This platoon lands when the beach is secure enough tomove heavy equipment ashore. It provides equipment

to support the transportation needs of the shore partyteam. Therefore, motor transport/heavy equipmentitems not needed immediately by shore and serviceplatoons are loaded into landing craft and calledashore as needed on nonscheduled waves.

Headquarters

The shore party team headquarters lands in an on-callwave and is phased ashore with other sections once thebeach is organized and ready for the headquarters totake control. It does not land with the advance party.


HSTs land early in the ship-to-shore movement andestablish landing zones that support a BLT-sized unit.The HST, like the shore party team, is a basic buildingblock for the LFSP.

Shore Party Group

The shore party group consists of a headquarters,shore party team(s), and, if necessary, specialattachments. Each group phases ashore as required.

The group headquarters lands once designated beachesare established, and they consolidate the existing shoreparty teams into the shore party group. It is embarkedwith the uni t i t suppor ts . The command andcommunications sections embark on the same ship asthe landing force commander. Before H-hour, thecommand and communications sections transfer withthe TACLOG to the primary control vessel stationedoff their assigned beach so they can monitor thelanding of the shore party teams. Other sections, suchas the military police and the motor transport andequipment section may be embarked on other ships inthe embarkation group. The remainder of the shoreparty group headquarters, under command of the shoreparty group executive officer, should be embarkedwith the motor transport and equipment section.

The command section normally lands in two echelons:one echelon lands with the shore party groupcommander, and the other echelon lands with theshore party group executive officer. The shore partygroup commander and selected personnel are landedfrom a free boat as soon as consolidation and controlof the shore party group can be effected. Remaining


sections of the shore party group headquarters are inon-call or nonscheduled waves and land on request ofthe shore party group commander. Personnel in thereplacement pool are landed as a first priority.

Beach Party Team

The Navy’s beach party team usually lands in fourechelons, three of which land in scheduled waves. Thefirst echelon to land contains the beach party team’scommand echelon, and it lands with the shore partyteam’s advance party. The second echelon lands in thesame amphibious vehicle that contains the beach partyteam’s command post equipment. This allows theb e a c h p a r t y t e a m c o m m a n d e r t o e s t a b l i s hcommunications with Navy forces afloat and withadjacent beach party teams. The third echelon landswith the salvage section. The fourth echelon lands inan on-call wave with the rest of the shore party team.Refer to FMFM 1-8 for more information.


Once directed by the CLF, the LFSP commandermoves the LFSP command post ashore to coordinateand consolidate the CSS efforts of the existing shoreparty teams/groups and to monitor and support thelogistics activities of the HSTs, beach party group, andspecial attachments. The LFSP headquarters is formedwhen more than one shore party group or HST isincluded in the landing force.

Typically, the LFSP’s command group is embarkedwith the landing force command group. The commandgroup typically includes the LFSP commander, beachparty commander, communications officer, manpoweror personnel officer (G-1/S-1), G-3/S-3, and otherselected staff assistants. The LFSP executive officer,G-4/S-4, and certain administrative personnel arenormally embarked with the alternate landing forcecommand group. Normally, the headquarterscommandant is embarked with the LFSP headquarters’remaining personnel and equipment . Specialattachments to the LFSP are embarked in availableshipping in accordance with the landing plan.

Prior to H-hour, the LFSP commander, advancecommand group, and the TACLOG transfer to thecontrol vessel. The LFSP commander and commandgroup land in an on-call wave. The LFSP commander

may land in a nonscheduled wave if he is requiredearlier or later than anticipated. The executive officerand alternate command group land in a free boatseparate from the LFSP commander. The remainder ofthe LFSP lands as requested by the LFSP commander.

Operations Ashore

Landing support operations begin with the landing ofthe advance parties and continue until the landingsupport operation is completed or relieved. The LFSPremains functional until the landing support operationis terminated or the CSSE commander relieves theLFSP of its responsibilities. The primary CSS beach isdesignated during the planning stage and will beknown as the BSA. The BSA remains operational andis the primary means of support to the landing forceduring subsequent operations ashore.

Shore Party Team

Shore party team operations vary based on the landingplan and scheme of maneuver. The shore party team’sadvance party reconnoiters the beach and road net andverifies proposed sites for beach installations. Thecommand section marks the beach center and flanksand then begins development of the BSA. Once theentire shore party team has landed, they—

l Organize the BSA.

l Establish basic communications capabilities.

l Locate dumps inland.

l Establish facilities for limited equipment repair.

l Establish evacuation stations.

The shore party team’s goal is to prepare and maintainbeaching points and access roads, move troops andequipment across the beach rapidly, and reduce/avoidcongestion on the beach. The shore party teamunloads, segregates, stores, safeguards, and issuessupplies as they are brought ashore. Supportoperations are decentralized and the primary sourcefor combat service support is still the tactical unitslocated aboard ship. Only those service support unitsthat operate in direct support of the combat units arelanded early.

4-6 ______________________________________________________________________________________________ MCWP 4-11.3

Minimum preplanned levels of supply are establishedashore once the tactical situation begins to developand additional shore party equipment, personnel, andsupplies have landed. Shore party team operations arethen cen t ra l ized under a shore par ty group .Consolidated control usually does not involve physicalconsolidation of combat service support installations.

Operations of the combat service support sections in theBSA are directed by the shore party team commander,who allocates areas to all units in the BSA andcoordinates local defense and security. The shore partyteam organizes the BSA and develops inland supplyfacilities into combat service support areas.

Advance Party

The advance party of the shore party team is the firstshore party section to land. The advance partyreconnoiters the beach and road net and verifiestentatively selected sites for beach installations. Theadvance party’s command section marks the beachcenter and flanks and begins development of theBSA in preparation for the landing of follow-ontroops. If possible, beaches are established in closeproximity to each other to ease consolidation oncethe shore party group lands. The advance partyestablishes the advance command post and erectsflank and center markers that indicate the limits ofthe beach for which they have primary responsibility.The beach party team commander and staff establishtheir command post close to the shore party team’scommand post. They then erect range markers andother navigational devices as required. After thebeach organization is accomplished, personnelreconnoiter dump routes and locations for futurebeach combat service support installations.

Shore Platoon

The shore platoon constructs beach exits and lateralroads and assists in the unloading of cargo andequipment from landing crafts and ships. They alsoassist the beach party team as required.

Service Platoon

Service platoon personnel compose the initial supply/ammunition dump sections. They establish dump areasand organize the beach in depth. Facilities in the dump

are further developed as additional personnel arrive.Operations in the BSA and in the dumps vary in everyoperation. Therefore, unit assignments and specificjobs to be performed should be clearly delineated inthe LFSP operation order.

Motor Transport/Heavy Equipment Platoon

The motor transport/heavy equipment platoonprovides equipment to support the shore party team’stransportation needs. Once the shore party team isfirmly established ashore, all equipment and motortransport operations revert to the control of the motortransport/heavy equipment platoon commander.

Headquarters

Once ashore, the headquarters’ command section takescontrol of the advance command post and completesthe command and control facilities. The organization,location, and function of the shore party teamcommand post depend on whether the team isoperating independently or as part of a shore partygroup. If operating independently, it may approach thesize and complexity of a group command post. Ifoperating as part of a shore party group, the groupnormally assumes the functions performed by thes h o r e p a r t y t e a m c o m m a n d p o s t . T h e t e a mheadquarters establishes, in the center of the beach, aninformation center/clearing station. This center/clearing station assists personnel crossing the beachlocate their parent units. It is operated by the shoreparty team until it is relieved by the shore party group.

l Security Section. The security section organizesits sector of defense within the BSA. If the team isoperating independently, it organizes the defense ofthe entire BSA. If adjacent to another team, itcoordinates its sector of defense with the adjacentteam’s and the shore party group commander’s.The security section provides the ground defenseweapons organic to the landing support platoon,assigns defense positions, and organizes variousother sections of the shore party team for defense.

l Communications Section. The communicationssection establishes local communications forinternal control. If supporting an assault BLT, thec o m m u n i c a t i o n s s e c t i o n m u s t e s t a b l i s hcommunications with the headquarters of thesupported BLT, the TACLOG serving the BLT, and


the parent shore party group. See MCWP 6-22 formore information.

l Evacuation Section. The evacuation section islocated near the center of the beach and prepares forreceipt and evacuation of casualties. These facilitiesare austere, but they must be prepared to holdcasualties if evacuation is not immediate. Facilitiesmust protect casualties from the elements andenemy action. Medical treatment is limited toemergency measures only.

l MP Section. The MP section deploys to assignedtraffic control points and establishes control in theBSA. They also establish an EPW collection pointand evacuate or hold EPWs. The MP section alsoestablishes straggler collection points for personnelseparated from their units.

Shore Party Group

After the shore party group lands, the shore partygroup commander coordinates the consolidation ofexisting shore party teams into the shore party group.The shore party group commander is directlyresponsible to the LFSP commander for organization,operation, and defense of the BSA. The landing planand scheme of maneuver determine the shore partygroup’s operations. The organization and dispositionof the shore party teams and the size of the landingforce determine if the shore party group operates twoor more BSAs.

The shore party group headquarters is organizedaround the headquarters section of a landing supportcompany, TSB, and augmented as requi red .Immediately upon landing, the shore party groupheadquarters is established with one of the shoreparty teams on the beach. This allows the shore partygroup commander to supervise operations of theshore party teams.

Command Section

The command section commands, controls, andcoordinates the efforts of the shore party teams, asthey are absorbed into the shore party group. Thissection is responsible for the administrative needs ofthe shore party group and maintains up-to-date supplyrecords. If appropriate, this section consolidates shore

party team security sections into a group securitysection to provide defense for the BSA.

MP Section

The MP section is assigned local defense and securitymissions and supervises the operations of the MPsassigned to the shore party teams.

Evacuation Section

The evacuation section is located near the shore partygroup’s command post. It maintains records and plansfor casualty evacuation from the BSA and providesmedical care for the shore party group headquarters.

Communications Section

The communications section expands existingcapabilities as required to meet the needs of the shoreparty group.

Motor Transport and Equipment Section

The motor transport and equipment section records thestatus and operational assignment of all attachedequipment and motor transport items.

Replacement Pool

Replacement personnel are generally placed indefensive positions in the BSA or assigned to dumpareas as required. Replacement officers are assignedduties in shore party teams and shore party group taskorganizations until they are needed as replacements inthe tactical units.

Beach Party Team Headquarters

This section is established near the shore party group’scommand post. Once the beach party group establishescommunications with the beach party teams, itassumes control of beach party team operations.


The HST provides terminal guidance to helicopterslanding in the HLZ they also provide rigging andexternal lift equipment and supplies to forward areas

4-8 ______________________________________________________________________________________________ MCWP 4-11.3

of operation. These teams are responsible for theirown security.


Once ashore, the LFSP commander assumes control oflanding support operations. The LFSP organizes amain command post. Shore party groups and HSTs arenot consolidated into the LFSP main command post.The shore party group serves as the alternatecommand post. It is located separately in the BSA.The LFSP’s main command post coordinates andassists the shore party groups and HSTs, and itsfunctions vary only slightly from that of the shoreparty group’s command post.

The shore party group commander is ashore andoperating in the BSA prior to the arrival of the LFSPheadquarters. Therefore, the LFSP headquartersestablishes itself ashore as soon as possible andusually locates itself within the BSA of the majorcombat service support effort. The following sectionsmake up the LFSP headquarters:

Command and Administrative Section. Thecommand section is responsible for the command andcontrol and administrative (e.g., messing, billeting)functions of the LFSP. This section maintains recordson dump status, ships’ unloading status, location ofships, serials requested and landed, beach/landingforce developments, tactical situation, casualty andEPW evacuations, and other data as directed. Itconsolidates and forwards reports from the shore partygroups and HSTs to the appropriate headquarters.Requests for other than routine supply requirementsare received and handled by this section.

Medical Section. The medical section plans theLFSP’s medical evacuation functions, supervisespatient operations, and prepares medical evacuation

reports. In addition, this section provides medicalservices for personnel located in the immediatevicinity of the LFSP headquarters.

MP Section. This section supervises the shore partyand HST’s MP sections. It also establishes the landingforce’s EPW stockades and organizes and evacuatesEPWs from the objective area.

Communications Section. The communicationssection expands existing capabilities as required tomeet the needs of the LFSP.

Motor Transport and Equipment Section. Thissection provides the transportation and equipmentrequirements needed by the LFSP headquarters.

Liaison Section. This section consists of personnelattached or under the operational control of the LFSP.The critical function of liaison personnel are tomonitor, coordinate, advise, and assist the LFSP in itsdealings with their parent unit.

Organization of the Beach

Different emphasis is placed on beaches within theamphibious objective area at different times. Priorplanning determines control of the primary combatservice support beach. The CSS beach remains inoperation and is the primary means of support to thelanding force during operations ashore. Therefore, itmust be organized effectively to accomplish assignedshore party tasks and efficiently unload both singleand mixed categories of equipment and supplies.Based on the tactical situation, beaches are organizedto receive classes of supplies under several conditions.The organization of the beach is planned prior to thelanding of the LFSP commander or designatedrepresentatives. After landing, the LFSP commandermay adjust the beach’s organization if required.


Designated Beach

A designated beach, represented by a color, isgenerally the responsibility of a shore party group.Each shore party team handles two of the followingtypes of supplies: fuel, rations, miscellaneous supplies,ammunition. Separate facilities for unloading suppliesdelivered by tracked and wheeled vehicles andevacuation of casualties are provided. However, if thetactical scheme of maneuver requires that beaches beseparated, each shore party team is responsible for thepreparation of their assigned beach. The shore partygroup headquarters lands on the designated beachscheduled to handle the major combat service supporteffort. This beach and the area to its rear are developedinto a BSA. Other beach operations are abandonedonce sufficient means are established to support thelanding force. The shore party team and its equipmentare then displaced to the main unloading point forthroughput operations.

Numbered Beach

A numbered beach is the responsibility of a shoreparty team. If the tactical scheme calls for the landingforce to land in columns of battalions, a shore partyteam is embarked with each leading battalion. Thefirst team to land organizes installations ashore tosupport the landing BLT and subsequent BLTslanding in column. The shore party team in supporto f t h e B L T l a n d i n g a b r e a s t a s s u m e s t h eresponsibility for half the basic colored beach andsupports the landing of the next column of BLTs.This would result in colored beach 1 and coloredbeach 2. The shore party group headquarters landsimmediately behind the first shore party team so thatit can coordinate the efforts of both teams when thesecond team comes ashore. Normally, shore partyteams land and establish numbered beaches. Ifpossible, numbered beaches are established close toeach other to allow consolidation of two or moreunder a shore party group. If numbered beaches areseparated by distances that prevent control by thesame primary control ship (regardless of the size ofthe landing force or the length of the beach front),they assume the control of the designated beach forthe landing.

Types of Unloading Points

Individual unloading points are established based onthe type of supplies handled. They are normallycategorized as follows.

Fuel. During the assault, Classes III(A) and III(W)fuels are taken ashore in bladders, drums, andrefuelers. The unloading point marker is located nearan existing or recently constructed roadway that leadsoff the beach to an area suitable for fuel containerstorage. Also, the use of a ship-to-shore pipe systemmay be necessary for an alternate or additional fuelpoint located on the flank of the beach. Its locationmust not interfere with unloading.

Rations. Rations are unloaded either by pallets, ISOcontainers or cargo net. Therefore, the unloading pointmust have hard surface areas to accommodate forkliftsor rough terrain MHE. Storage areas for pallets,containers, and cargo nets also need to be established.

Miscellaneous Supplies. Miscellaneous suppliesconstitute all classes of supplies, except fuel, rations orammunition that are not carried ashore by troops.These supplies are packed in varying configurationsand the unloading points must be able to accommodatepallets, special slings, and MHE.

Ammunition. The ammunition unloading point’sorganization is similar to the fuel unloading point.Hard surfaced areas and road systems are required.The unloading point must be located a safe distancefrom the BSA and the fuel unloading point. Aspecial ammunition supply point also will need tobe established.

Tracked Vehicles. Tracked vehicles unload theircargo at predesignated points on the beach. Thesepoints and access lanes are cleared and marked byengineer or mine clearance personnel. Combatengineer signs (dated and signed by the person thatcleared the area) mark cleared areas of the beach.

Wheeled Vehicles. The landing of wheeled vehiclesrequires special preparations. Roadways need to becleared of mines, leveled, and beach mobility matting(MOMAT) laid. Vehicles are parked in an assemblyarea until their parent unit needs them. Combatengineers mark cleared areas of the beach.

4-10 _____________________________________________________________________________________________ MCWP 4-11.3

Mixed Categories of Equipment and Supplies

Causeways are used where landing craft cannot reachthe beach or where they will facilitate the movementof supplies and equipment to the beach. If causewaysare used, the organization of the beach is as follows:

l Shore party’s advance party erects flank and centermarkers to mark beach limits.

l Shore party’s advance party erects range markers toindicate where causeways beach.

l Amphibious construction battalion personnel placeand operate the causeways and control a l loperations within the causeways.

l Shore party is responsible for construction,maintenance, and traffic control of the roadwayleading from the causeway inland.

Appendix A contains a listing of standard beach andlanding site markers. No other unloading pointmarkers are used on the beach unless landing craft alsouse the beach. Traffic is directed without interruptionto the inland combat service support areas or to theGCE. Casualties are evacuated directly to designatedcasualty receiving and treatment ships. EPWs areevacuated to EPW receiving ships. If causeways arenot used, the beach party erects range markers and thelanding force component of the shore party preparesramp approaches. Evacuation of casualties and EPWsis executed as stated above.

Organization and Operation of the Beach Support Area

Organization of the BSA facilitates the receiving anddistributing of supply classes needed during the initialphases of the landing. The BSA must be organized tohandle EPWs, casualties, helicopters, wheeled vehicles,and lost personnel. To facilitate rapid unloading, initialsupplies and equipment should be vehicle-loaded,palletized or in packaged lifts and stowed in assaultshipping to permit rapid transfer to amphibiousvehicles, landing craft, trucks or helicopters. Thisreduces congestion at the water’s edge and allowssupplies to be moved rapidly inland to using units orseparate inland dumps. The following criteria affect thelocation and organization of the BSA. Figure 4-1contains a suggested layout for a BSA.

l Supply sections should be located in sites thatprovide the best dispersion, cover and concealment,a n d a v a i l a b i l i t y o f e x i s t i n g l i n e s o fcommunications.

l Internal arrangement of the BSA must provide formaximum traffic circulation.

l Supplies located within the dumps are segregatedby type or other distinguishing characteristics toensure rapid inventory and issue.

l Manpower requirements are reduced if mechanicalequipment is used to handle cargo.

l Fuel and ammunition must be separated and dug-inor revetted (use dozers to accomplish this workrapidly).

l Floodlight trailers and fire-fighting equipment arelocated within the dump area.

l HLZs, properly marked and equipped with winddirection markers and other essential control ornavigational aids, are established near each supplydump, shore party command post, and casualtyevacuation point.

In addition to the supply sections, other combatservice support functions exist in the BSA.

Amphibious Assault Fuel System. The landingforce requires tremendous amounts of Classes III(A)and III(W) fuels. To facilitate the early landing of thelanding force, bulk fuel units are attached to theshore party team. The shore party team makesprovisions for adequate space, administrativesupport, and protection for these units within theBSA. These units prepare for bulk delivery of ClassIII(A) and III(W) fuels using the amphibious assaultfuel system (AAFS). AAFS equipment is mobile-loaded on vehicles and landed early in the operation.Additional information on the AAFS is provided inMCWP 3-17, Engineer Operations.

Aviat ion Support . The shore par ty t eam i sresponsible for the support of aviation units landedfrom assault shipping. Aviation technical personnel,equipped with special cargo handling equipment, areattached to the shore party team during the landing andestablishment of the BSA. The shore party teamestablishes dumps for aviation peculiar Class II,III(A), IV, and V(A) supplies that cannot be moveddirectly to air installations. Provisions to repair, refuel,


and rearm helicopters and vertical takeoff and landingaircraft may also be required.

Vehicle Parking and Repair. The large number ofvehicles landed in support of the landing forcerequires a vehicle parking and maintenance area that isestablished by specialists attached to the shore partyteam from sections of the CSSE. This area is removedfrom the beach area and located within the shoreparty’s defensive scheme.

Troop Assembly Areas. Reserve and support troopsare quickly moved off the beach and into predesignatedassembly areas to facilitate their employment in landingforce operations and to reduce congestion of the beach.

Their time in the assembly area may vary from a fewhours to several days. The shore party team orientsthese units as to the tactical situation and assimilatesthem into the BSA defense plan. While units are in theassembly areas, the shore party provides them with anyrequired combat service support.

Water Supply Points

Water supply points should be within the BSA so thatthe shore party team can provide for their defensiveand administrative support. Their locations arepredetermined and their establishment and exactlocations are reported to higher headquarters.

Figure 4-1. General Layout of BSA.

4-12 _____________________________________________________________________________________________ MCWP 4-11.3

Casualty Evacuation

Evacuation of casualties from the BSA is a function ofthe LFSP. Evacuation station personnel land with theshore party team and HST headquarters, establishbeach evacuation stations on each shore party teambeach and HST landing zone, and assume evacuationresponsibility. As the assault progresses, evacuationstations and personnel may be consolidated into theshore party group, HST or LFSP. This allowsmovement of casualt ies and makes maximumeffective use of landing craft and helicopters. Basicevacuation procedures continue in effect afterconsolidation. The number of casualties treated ashoreincrease as more elaborate medical facilities areestablished ashore.

Medical Regulating Team. Casualties not takendirectly by helicopter to medical facilities afloat areevacuated to the beach evacuation station. Thoserequiring immediate evacuation are sent from thebeach evacuation station by the most expeditiousmeans available. Waterborne casualty-carrying craftreport initially to the primary control ship. A medicalregulating team (MRT) is located on the primarycontrol ship or casualty receiving and treatment ship.The MRT provides destination information towaterborne casualty-carrying craft. Casualties also canbe evacuated directly from the beach evacuationstation to casualty receiving and treatment shipsequipped with helicopter platforms or to hospital shipsif available. The destination of the helicopterbornecasualties is controlled by the helicopter directioncenter and assisted by an MRT representative.Detailed information on the evacuation of casualties isprovided in MCWP 4-11.1, Health Services SupportOperations.

Evacuation Stations. The primary role of anevacuation station is to facilitate the evacuation ofassault force casualties to a designated casualtyreceiving and treatment ship. The LFSP-establishedevacuation stations are formed from assets of themedical battalion. During the initial assault stage,medical personnel from the battalion aid station maybe required to establish an evacuation station until theshore party is ashore. The buildup of health servicesupport facilities ashore continues as the tactical

situation permits. The initial facility establishes shore-based capabilities for emergency surgery. The LFSPcommander and the landing force surgeon determinethe location of the evacuation station. They aregenerally located in an area with good approach roadsand protection that will facilitate patient care whilethey await evacuation. An HLZ is prepared in thesame area. Refer to MCWP 4-11.1 for further details.

Note: Plans for evacuation of casualties also includeprovisions for property exchange of critical items,such as litters, blankets, splints, and certain othermedical equipment.

EPW and Civilian Enclosures

Elements of the LFSP locate and construct civilian andEPW enclosures. EPW and civilian enclosures areseparated from each other and from other combatservice support installations. They are located withinthe BSA’s defense system and must be of sufficientsize to provide for the detainees’ physical needs.Medical support is provided as required.

EPW Collection Points

Typica l ly , the shore par ty team commanderestablishes EPW collection points in or near thelanding beaches. HSTs also establish collection pointsin HLZs. Collection points are indicated on the combatservice support overlay. If a large number of EPWs areanticipated early in the assault, ships are designated toreceive and evacuate EPWs.

Units that capture EPWs are responsible for deliveringthem to EPW collection points. MPs assume control ofthe EPWs once they are delivered to the collectionpoints. EPWs are either retained at the collectionpoints or evacuated to an EPW ship. The shore partygroup ensures that—

l Collection points are established on the beach andlanding zones and the intelligence officer of thehighest headquarters is notified of their location.

l Personnel are designated to construct temporaryEPW enclosures.

l An adequate number of guards are available.


l The collection, evacuation, and safeguarding ofEPWs are coordinated with the appropriate unit.

l Control of EPW facilities is relinquished asdirected. This is normally done when the MP unit isashore and functioning.

Salvage Operations

Shore party salvage operations can be divided into twocategories—

l Salvage of landing craft, amphibious vehicles, andlanding force equipment damaged during thelanding.

l Salvage of landing force equipment damaged orrendered inoperable during the conduct ofoperations ashore.

The NBG salvages landing craft and vehicles thatbroach at the waters edge. Amphibious vehicles,trucks or other landing force vehicles damaged or sunkin the vicinity of the beach are salvaged by the beachparty and then moved to maintenance and repairfacilities. Salvage collection points are established inthe BSA by maintenance units. Mobile maintenanceand repair teams can frequently affect salvage ofcollected equipment without evacuating vehicles orpieces of equipment. Salvaged articles reduce theamount of necessary resupply and replacement for thelanding force.

CHAPTER 5. OTHER TRANSPORTATION SUPPORT OPERATIONS

Air Movement Operations

Air movement operations require detailed planningand preparation by the deploying unit. The MAGTFembarkation officer handles the planning andpreparations required for the air movement. Airmovement operations involve marshalling transportedunits into the staging area; loading supplies,equipment, and personnel at the departure airfield; andreceiving/dispersing supplies, equipment, andpersonnel at the arrival airfield. An air movementoperation consists of two phases: the planning andpreparation phase, and the execution phase.

The DACG and the AACG are an integral part of theairfield’s organization. The DACG and AACG’smissions are to provide the personnel and equipmentrequired to coordinate, inspect, direct, and assist thedeploying units’ move through aerial ports ofembarkation or debarkation. The deploying unit andthe USAF TALCE comprise the remaining majororganizations at the airfield. Additional units, civilianagencies or contracted support may fall under thecognizance of the DACG/AACG or the TALCE.Close coordination between the DACG, AACG,TALCE, and the deploying unit(s) is essential toensure smooth execution of air movement.

Organization

The DACG and AACG’s organizations are missiondependent. The DACG is task-organized withpersonnel and equipment that will not accompany thedeploying unit to the destination airfield. The AACGshould be pre-positioned at the arrival airfield beforeunit movement begins. If advance deployment of theAACG is not possible, it should move to the arrivalairfield with the lead elements of the transported unit.

The DACG and AACG’s organizational structuresshould provide, at a minimum, the following capabilities:

l Command. l Administration. l Statistics. l Operations. l Logistics (i.e., maintenance, supply, and medical). l Joint inspections.l Load/unload teams. l Communications.

The DACG and AACG are task-organized units thatcoordinate and direct the throughput of personnel,equipment , and supplies at the aerial port ofembarkation/aerial port of debarkation. The beachand terminal operations company, TSB provides thenucleus for the DACG and AACG. The operationssect ion of the beach and terminal operat ionscompany provides the nucleus for the controlelement of the DACG and AACG. The shipping andreceiv ing p la toon of the beach and terminaloperations company provides the technical expertiser e q u i r e d f o r t r a f f i c m a n a g e m e n t ( m i l i t a r yoccupational specialty 3112, Traffic ManagementSpecialists). The TSB provides MHE support,communications support, and maintenance support.The FSSG provides additional communicationssupport or security support if required.

Augmentation of personnel may be obtained from thelongshoremen platoon of the beach and terminaloperat ions company and the landing supportcompanies. Additional personnel and equipmentsupport also may be provided by organizationsassigned to the airfield, civilian contractors or hostnation support (if applicable).

Tasks and Responsibilities

Airfield operations and their accompanying tasks andresponsibil i t ies are normally subdivided intoorganizational zones of responsibility: departureairfield operations and arrival airfield operations.Departure airfield operations are subdivided into themarshalling area, alert holding area, call forward area,and loading ramp area. Arrival airfield operations are

5-2 ______________________________________________________________________________________________ MCWP 4-11.3

subdivided into the unloading ramp area, holding area,and unit area.

Deploying Unit

During deployment airfield operations, the deployingunit has the marshalling area as its unit zones ofresponsibility (see figure 5-1). The deploying unitprepares for air movement; assembles vehicles,equipment, supplies, and personnel into chalks(loads); delivers chalks to the alert holding area; andprovides the required dunnage/shoring to accompanyits loads. Its major functions include—

l Preparing personnel and cargo manifests.

l Preparing other documentation agreed upon duringthe joint planning conference.

l Conducting initial inspection of each chalk.

l Releasing chalks to the DACG at the alertholding area.

During arrival airfield operations, the deploying unithas the unit area as its zone of responsibility. Itreceives chalks from the AACG and terminates the airmovement. The DACG has the alert holding area/callforward area as its zone of responsibility. The DACGensures chalks are moved forward to the ready lineand released to the TALCE in accordance with theestablished movement plan. Its major functionsinclude—

l Accepting chalks from deploying unit.

l Conducting inspections.

l Establishing communications with deploying unit.

l Establishing functional areas and backupcommunications with TALCE.

l Assisting in joint inspection with the TALCE and/or the appropriate movement control agency.

l Establishing a joint inspection area (i.e., checkpoint1) and a final briefing area/final manifest correctionarea (i.e., checkpoint 2).

l Establishing statistical data.

Appendix B contains a DACG checklist.

AACG

The AACG has the holding area as its zone ofresponsibility during arrival airfield operations (seefigure 5-2). It receives and processes chalks for releaseto the deploying MAGTF. Its major functionsinclude—

l Assembling chalks.

l Inspecting for completeness.

l Providing minor services (e.g., gas, oil, minormaintenance).

l Developing statistical data.

Figure 5-1. Departure Zones of Responsibility.


l Establishing radio links to the unit area andfunctional area.

l Establishing backup communications in theunloading area with the TALCE.

l Establishing a temporary storage area.

Appendix C contains an AACG checklist.


See appendix D for a list of specific requirementsduring the planning and preparation phase.

Coordination Requirements

Air movement operations require close coordinationwith all participating units. The DACG and AACGcoordinate with the TALCE and/or the appropriatemovement con t ro l agency to ensure smoothoperations. It is essential that the unit movementofficers of the embarking units contact the DACG asearly as possible. This allows the DACG to coordinatethe arrival of the unit and gear to be staged formovement aboard an aircraft. The movement officersmust coordinate with the AACG to coordinate receiptof gear and arrival of follow-on personnel and gear.

Execution

See appendix E for a list of specific requirementsduring the execution phase.

Air Delivery Operations

Air delivery is the in-flight delivery of specially riggedequipment and supplies to land-based combat forces.It is performed by either fixed-wing or rotary-wingaircraft. Air delivery is a combat service support sub-function and is normally coordinated by the CSSE.The CSSE commander determines if air delivery is theappropriate mode of transportation.

Organization

The Marine Corps’ primary air delivery unit is the airdelivery platoon of the TSB beach and terminaloperations company. The air delivery platoon’smission is to receive, store, repair, and rig selectedsupplies and equipment for airdrop from either Marineor Air Force aircraft.

The air delivery platoon is organized into a 4-memberheadquarters section and 2 operating sections of 30personnel each. TSB beach and terminal operationscompany provides the air delivery platoon with motortransport, communications, and MHE capabilities.

Figure 5-2. Arrival Airfield Areas of Responsibility.

5-4 ______________________________________________________________________________________________ MCWP 4-11.3


Supported Unit

The supported unit receives airdropped supplies andequipment. The supported unit’s responsibilitiesinclude—

l Identifying the type and quantities of suppliesrequired.

l Requesting resupply through appropriate channels.

l Selecting, marking, and operating drop zones.

l Recovering airdropped supplies and equipmentfrom drop zones.

l Recovering, staging, safeguarding, and evacuatingair delivery equipment (including parachutes) to therigging site.

Air Delivery Platoon

The air delivery platoon’s responsibilities include—

l Receiving, temporarily storing, and preparingsupplies and equipment for airdrop.

l Performing organizational and intermediatemaintenance on airdropped equipment (includingparachutes and platforms).

l Ensuring equipment is inspected and certified asrequired.

l Providing supervision, technical assistance, andadvice on the operation of drop zones and therecovery and evacuation of airdropped equipmentfrom drop zones.

l Furnishing personnel to assist in the pre and postloading inspections of airdropped loads.

l Providing technical advice and assistance to otherunits involved in parachute operations if necessary.

l Assisting in loading supplies and equipment intoaircraft.

l Providing auxiliary personnel to aid flight crews inperformance of the airdrop mission if necessary.

CSSE

The CSSE’s responsibilities include—

l Determining mode and method of resupply.

l Tasking the air delivery platoon with airdropmissions.

l Providing supplies and equipment for airdrop.

l Transporting supplies and/or equipment fromstorage areas (dumps) to the rigging site(s).

l Providing the support required by the air deliveryp la toon ( i . e . , MHE, motor t r anspor t , andcommunications).

l Requesting the airlift support required toaccomplish the airdrop mission.

l Providing support to the air delivery platoon forreplacement of airdrop equipment and consumablesused in rigging.

l Acting as coordinator to ensure airdrop loads aremarshaled and loaded aboard supporting aircraft(air delivery platoon may assist).

l Verifying receipt of supplies by supported unit.

Airlifting Unit

The airlifting unit is the aviation unit that provides thea i rc ra f t to accompl i sh the a i rd rop miss ion .Responsibilities of the airlifting unit differ slightlydepending on whether Marine or Air Force assets areused. If Marine assets are used, the responsibility restswith the air delivery platoon to provide additionalequipment and personnel. If Air Force assets are used,the responsibility to provide additional equipment andpersonnel rests with the Air Force. Airlifting units,regardless of Service affiliation, have the followingresponsibilities:

l Provide appropriate aircraft to accomplish theassigned mission and advise the supported unit onthe method of delivery.

l Provide airdrop inspectors to conduct pre- and post-loading joint inspections with the air deliveryplatoon.

l Supervise the loading of the aircraft.

l Deliver the loads to the appropriate drop zones.


Generally, planning for air delivery operations isconducted by higher headquarters. The amount ofairdrop support required is determined and the conceptof operations is developed. The CSSE commander


determines the mode of transportation required tosupport the requesting units. The strategic mobility orAMC liaison officer located in the G-4 identifies andtasks airlift assets based upon mission requirement.This may require liaison with external agencies suchas the TALCE or mobile aerial port squadron (MAPS).The concept of employment is developed and airdelivery assets are positioned to best support theassigned mission. The staging area, when supplies andequipment are to be airdropped, is collocated with theair delivery platoon along with supporting equipmentand personnel. Air delivery support request proceduresare developed and specific command and controlprocedures are established. Supported units are trainedto operate drop zones and to recover/evacuate airdropequ ipment . Once p lann ing and t r a in ing a reaccomplished, the air delivery operation moves to theexecution phase.

Several considerations greatly impact the planningprocess of an air delivery operation—

l The air delivery platoon cannot support itself.Augmentation involves administrative support,liaison personnel, and transportation (i.e., MHE,communications, and motor transport).

l The supply support required to sustain the airdelivery is extensive, for example, large amounts ofexpendable supplies (e.g., plywood) are required.The supported unit must provide this material.

l Airdrop operations require large numbers of skilled,highly trained personnel.

l The air delivery platoon’s command and controlprocedures must be clearly defined. This is criticalif the platoon is not deployed or collocated with itsparent unit.

l The air delivery platoon is generally positioned atan airfield that can conduct fixed wing operations.

The following requirements also must be addressedduring planning:

l Special requirements must be determined; e.g., theneed to airdrop engineer equipment or other largeplatform loads.

l Adequate storage/operating facilities at or near thedeparture airfield. These facilities (hangers arepreferred but tents will suffice) should protectairdrop equipment from adverse weather.

l Electrical power for lighting, sewing machines,tools, and fans used to repair and pack large cargoparachutes and airdrop equipment.

l Special sites may have to be established for riggingand storage of ammunition and POL airdrop loads.

l MHE may be required to move/load airdropcontainers and platforms, also to move suppliesduring the rigging process.

l Prime movers and trailers may be required to moverigged loads from the rigging site to the aircraft.

l Close liaison must be established between theplatoon and the airl if ted unit to coordinatemarshalling, loading, and inspection of airdroploads.

l Communications support is required to coordinaterigging and loading activities.


Air delivery operations require coordination betweensupported and supporting sections. The air deliveryplatoon locates, rigs, marshals, and assists in deliveryof supplies and equipment in conjunction with theACE, other air components, and the supportingaircraft. Detailed coordination with the G-3/S-3 andthe fire control sections is required to ensure that airdeliveries do not conflict with supporting fires or otherair operations.

Execution

Typically, the air delivery platoon arrives in the areaof operations with limited equipment and personnel.To provide effective support, the platoon and itshigher headquarters must know in advance whatairdrop support will be required; i.e., amount ofsupplies to be airdropped, aircraft availability, thethreat , duration of the operation, and specialrequirements. The air delivery platoon performs thefollowing functions:

l Establishes and operates airdrop rigging site.

l Advises the CSSE commander concerning methodand type of airdrop to be used.

l Receives, stores, and rigs air-delivered equipmentand supplies in accordance with appropriateprocedures.

5-6 ______________________________________________________________________________________________ MCWP 4-11.3

l Prepares rigged airdrop loads for movement to theaircraft.

l Participates in joint airdrop inspections for the pre-/post-loading inspections of air loads.

l Assists, as required, in the loading of airdrop loadsaboard aircraft.

l Provides assistance in training supported units inthe operation and marking of drop zones and therecovery of airdrop equipment and parachutes.

l Provides, as required, flight crew augmentation forMarine airdrop aircraft.

Helicopter Support Team Operations

The use of helicopterborne forces in the amphibiousassault is one of the landing force’s most importanttactical weapons because it can project power ashoreand exploit enemy weaknesses. However, the use ofhelicopterborne forces also requires detailed planningand integration at all levels of the amphibious force.Planning that supports helicopterborne units isgenerally complex and must support units in a rapidlychanging environment. Confusion that disrupts therapid buildup of combat power into the HLZ can befatal. Therefore, a helicopterborne unit’s CSS must betailored to helicopterborne operations. The primaryCSS organization for helicopterborne units is the HST.However, the helicopterborne unit commander isresponsible for all aspects of the operation within theHLZ. The supported unit receives support andaugmentation from other MAGTF organizations, butthe he l icopterborne uni t commander re ta insoperational control.

Role of the LFSP

The role of the LFSP in supporting a helicopterborneoperation depends on the MAGTF’s mission and taskorganization. The level of support provided to thehelicopterborne unit by the LFSP may vary fromtraining in landing zone operations to providingenough personnel and equipment to form the HSTheadquarters and landing zone platoon if a CSSbuildup is required.

The LFSP controls, maintains, and manages the slingsand cargo nets used for external helicopter lifts.

However, the helicopterborne unit and its attachmentsare responsible for preparing, rigging (attachingslings), and hooking (to the helicopter) their organicequipment and supplies for external helicopter lift.The HST provides training assistance in the use of thisequipment to MAGTF units.

HST Tasks

The HST performs tasks within the landing zonesimilar to those performed by the shore party team/group in the BSA. An HST performs the followingtasks:

l Prepares, maintains, and marks landing sites.

l Removes or marks obstacles.

l Erects wind direction indicators, (e.g., wind socks),panels, and range lights (used during nightoperations).

l Establishes and maintains the requiredcommunications. This includes communicatingwith supporting helicopters, Tailcoats, and theNavy control organization.

l Reconnoiters and selects areas for supply dumpsand other combat service support installations, HSTcommand post, casualty evacuation stations, anddefensive positions that provide landing zonesecurity.

l Directs and controls helicopter operations andsupport units within the landing zone.

l Unloads helicopters (including external lifts).

l Loads cargo nets, pallets, and slings on boardhelicopters.

l Loads EPWs and casualties on board helicopters.

l Establishes dumps.

l Issues supplies.

l Maintains supply records (i.e., supplies received,issued, and available).

l Maintains the helicopterborne unit’s basic load atthe prescribed level.

l Passes requests for replenishment (i.e., basic load,supplies not contained in the HLZ dumps, on-callserials) to the helicopterborne unit TACLOG that iscollocated with the helicopter direction center.

l Provides personnel and vehicle ground control.

l Maintains a situation map and information center.


l Provides emergency helicopter repair and refuelingas required.

l Performs fire-fighting duties in the landing zone.

Ship-to-Shore Movement

Embarkation

If the helicopterborne unit is embarked aboardseveral helicopter transport ships, the HST may alsobe spread loaded.

Landing

The HST is formed into heli-teams for the ship-to-shore movement. Heli-teams and their equipmentnormally land in scheduled waves. The position ofHST serials in the scheduled waves is determined bythe landing plan and they normally land in thefollowing sequence:

l Advance party.

l Helicopter control element.

l HST headquarters (1st echelon).

l Landing zone platoon (1st echelon).

l HST headquarters (2d echelon).

l Landing zone platoon (2d echelon).

l HST equipment.

Operations Ashore

HST operations ashore parallel those of the shoreparty team. Communications are established as soonas possible between the HST in the landing zone,Navy cont ro l agency , suppor t ing TACLOG,helicopterborne unit command section, subsequenthelicopter units arriving in the landing zone, adjacentlanding zones, and, when a CSS buildup is planned,the LFSP commander. Emergency supplies and troopserials required out of sequence are requested by thehelicopterborne unit through the HST commander.The complications of a helicopter assault does notallow the latitude of selection inherent in waterborneassault procedures, and changes to the scheduledmovement of units ashore are kept to an absoluteminimum. Typically, one HST supports a BLT in alanding zone.

Organization and Function of the Helicopter Landing Zone

The HLZ is organized to effectively accomplishassigned helicopter support tasks. The organization ofthe landing zone is generally the same as thedevelopment of the BSA. However, the helicoptercontrol section replaces the naval beach party withinthe HLZ. The equipment available for use is limitedto that transported into the area by helicopter. Figure5-3, on page 5-8, illustrates a layout of an HLZ.

Control and Maintenance Facilities

The advance party establishes the landing zone’shelicopter control facilit ies. After the HST isestablished, the HST’s helicopter control sectionassumes control functions. Personnel provideemergency refueling. If major repairs are required,maintenance personnel and equipment are flown intothe landing zone from the helicopter transport ship.

Movement of Supplies

Within the landing zone, troops, equipment, andsupplies must be kept clear of the landing area. Themovement of supplies is addressed in detail duringthe planning process. Available transportation islimited; therefore, helicopters place cargo as close tothe terminal point as possible. Landing zones musthave clear approaches. Dump sites must be adjacentto the landing zone. Adequate equipment andpersonnel must be available to move incomingsupplies rapidly to the dumpsite. Prepackagedsupplies are kept within the weight limitations of theHLZ’s cargo handling equipment.

Port Operations

A port is any place accessible to ships by seacoast,navigable river or inland waterway that allows thedischarge or receipt of cargo. A port operation is thesa fe , exped i t ious load ing and un load ing o fequipment, supplies, cargo, and personnel. Portoperations involve receiving, processing, and stagingof passengers; receiving, moving, storing, and

5-8 ______________________________________________________________________________________________ MCWP 4-11.3

marshalling of cargo; loading and unloading of ships;and lashing, bracing, and shoring of cargo on boardsh ip s . Po r t ope ra t i ons a r e conduc t ed i n anenvironment that allows emphasis to be placed onsafety of the operation rather than the defense of theport and/or safety of personnel and ships.

The unit tasked with the landing support mission in aport operation is the POG. A POG consists of a shoreparty group and a beach party group just like theLFSP. The port authority’s rules and regulations andstanding operating procedures guide the POG in itsoperations. Close coordination among the portoperations control group, port authority, and the

deploying/redeploying unit is necessary to ensure asmooth throughput of cargo.

Organization

The POG is task-organized around a nucleus from thebeach and terminal operations company, TSB. Thecompany provides landing support specialists (MOS0481) to assist units preparing for deployment/redeployment. Unit needs and the cargoes movingth rough the po r t de t e rmine the POG’s t a skorganization. Personnel from the unit moving throughthe port usually augment the POG. If required,additional units, civilian agencies, contracted support

Figure 5-3. Sample Helicopter Landing Zone.


(longshoremen and stevedores), and/or host nationsupport also can augment the POG.

The landing support units that should be in operationduring port operations are, at a minimum, the—

l Port command and control center.

l Medical section.

l Preventive medicine section.

l Military police section.

l MHE section.

l Maintenance contact teams.

l Communications teams.

l Bracing and shoring team.

l Staging area coordination teams.


Port Operations Group

The POG’s tasks and responsibilities include—

l Providing technical advice to deploying/redeploying units.

l Providing MHE from the pier staging area to theship/port crane lifting area or from the ship/portcrane drop area to the pier staging area.

l Providing communications for the port operationscontrol group.

l Supervising loading/unloading of gear, agriculturalwash-down of tactical equipment in coordinationwith unit personnel, customs/agricultural officials,and preventive medicine technicians.

l Assisting the loading/unloading unit with thestaging of equipment, supplies, and cargo toexpedite the loading/staging plan if required.

l Ensuring proper procedures are followed inaccordance with JP 3-02.2.

Deploying/Redeploying Unit

The deploying/ redeploying uni t ’ s t asks andresponsibilities include—

l Providing personnel to assist the POG as needed forguard, lashing, bracing, and/or shoring teams.

l Providing embarkation/load plans. l Providing material for bracing and shoring. l Coordinating with the POG on embarkation/

debarkation requirements. l Ensuring equipment meets transportation

specifications per JP 3-02.2.


Planning is the key to a successful port operation.Planning considerations include—

l Estimating quantities and types of bracing andshoring material needed.

l Training, special equipment, and if additional timeis required to load the landing craft.

l Ensuring adequate lighterage required to load shipsaway from the pier.

l Loading of ships from pier side with the ramp downor with ramp up.

Special considerations for the use of MSC or MSC-chartered ships include the following:

l Coordination requirements with MTMC and MSC. l The use of civilian longshoremen and stevedores. l Special needs/restrictions when using MHE aboard

MSC ships. l Dunnage requirements for the ship’s ramp. l Medical support required at the port. l Vehicle fuel restrictions/requirements. l Special lifting devices and equipment (i.e., slings,

spreader bars). l Special handling and port regulations for loading

ammunition aboard ships. l ISO container operations. l Military and commercial transportation

requirements at the port. l Billeting and messing requirements for the POG

and for those awaiting movement. l Head and refuse services. l Wash-down facilities for agricultural and customs

inspections. l Maintenance contact teams. l Traffic control in and around the port.

5-10 _____________________________________________________________________________________________ MCWP 4-11.3

l Access to commercial communications. l Rail operations at the port. l Loading, unloading, staging, spills, transportation,

and certification of hazardous material. l Personnel requirements.


Coordinating instructions for a specific operationshould be obtained from the port authority/unitembarkation officer and ship’s representative (ifavailable). Information is compiled and issued to allarriving/departing units and activities and shouldcontain, at a minimum, the following:

l Ships’ docking and scheduled departure times. l Staging plan.l Port’s hours of operation. l Civilian longshoremen/stevedores hours. l MHE support available. l Lighting requirements. l Billeting and messing available. l Communications available. l Augmentation (drivers, lashing gangs). l Transportation coordination. l Medical corpsmen. l Maintenance contact teams required (this includes

wreckers and refueler support). l MPs. The POG should coordinate with the agencies

and organizations listed in table 5-1.

Execution

After the initial planning phase of a port operation hasbeen conducted and guidance has been givenconcerning the operation, the POG moves to the port24 hours prior to the deploying unit’s or ship’s arrival.During this 24-hour period, the POG ensures all POGteams are functional; staging areas are prepared forequipment, vehicles, and cargo; MHE is operational;lines of communications are functioning; andpersonnel are reminded of local safety procedures andcrane and vehicles hand signals.

Rail Movement Operations

The mission of a rail movement operation is to movepersonnel and equipment over the existing rail systemto their destination. This destination is usually the sitewhere further movement can be accomplished (i.e.,pier or airfield) or where owning units can deploy totheir areas of responsibility. A rail movementoperation involves loading, blocking, bracing, and tie-down of equipment aboard flatcars and other specialtypes of rail cars. Moving units by rail requiresdetailed planning and preparation by the unit beingtransported. Rail movement operations are dividedinto a planning and preparation phase and anexecution phase. Coordination is necessary among themoving unit, the traffic management office, the railfacility, the movement control center, and the railoperations team.

Table 5-1. POG Points of Contact.

Agency Services Provided

Navy Port Control Ship’s docking and departure times. Ship’s berth. Instream loading and unloading.

Ship’s Combat Cargo Officer Sequence of loading and unloading. Cargo handling equipment (MHE, special slings, etc.). Ship’s loading characteristics.

Group Embarkation Overall plan for loading andunloading. Special lift requirements.

Team Embarkation/MAGTF Embarkation Officer

Copy of load plans and sequence of load.

Port Authority Security. Use of port cranes. Use of port facilities. Staging areas. Traffic patterns.

Movement Control Center Update on movement/changes in schedules. Contact teams. Required reports.

Navy Cargo Handling and Port Group

Responsibilities and coordination. Sequence for loading/unloading. Logistic requirements.

Military Traffic Management Command

Responsibilities and coordination. Loading/unloading summary. Special requirements.


Organization

The rail operations team is task-organized around anucleus from the beach and terminal operationscompany, TSB. The needs of the units moving throughthe rail yard determine the rail operations team’s taskorganization. Liaison/interpreter elements may berequired if conducting rail movement operations in aforeign country. The organizational structure shouldprovide, at a minimum, the following sections:

l Command/administration.

l Operations.

l Materials handling equipment.

l Motor transport.

l Traffic control.

l Communications.

l Loading/blocking and bracing teams.

l Maintenance, supply, and medical.

l Rail inspection.

l Security.

l Host nation liaison/interpreter if required.


Rail Operations Team

The rail operations team’s mission is to plan for,coordinate, and supervise the loading and unloading ofrail cars in support of deploying/redeploying units.The rail operations team establishes itself at therailhead to coordinate and ensure the throughput of thedeploying unit. In conjunction with the deploying unit,the rail operations team plans and executes the staging,movement to the railhead, and the departure of movingunits. The rail operations team’s duties include—

l Providing technical rail loading/unloadingexpertise.

l Providing technical data on rail cars.

l Determining blocking and bracing materialrequirements.

l Computing rail car requirements based on unitmovement data.

l Conducting the receiving inspection on theserviceability of rail cars.

l Providing an inspection team to ensure the qualityof blocking and bracing.

l Providing a GBL. l Checking and obtaining route clearances for

overweight or outsized items. l Training of personnel.

Deploying Unit

The deploying unit is responsible for—

l Loading/unloading the rail cars. l Meeting the unit movement date. l Preparing for movement. l Planning, supervising, and executing movement

from unit staging area to call forward area to railsiding.

l Purchasing and providing material to be used inblocking and bracing equipment.

l Identifying unique restrictions or requirements ofselected equipment.

l Processing of personnel.


The planning and preparation phase can be furthersubdivided into preplanning, detailed planning, andpreparation of equipment. The Association ofAmerican Railroads loading rules are used as a guideduring planning. The unit movement officer shoulduse the planning phase of rail movement operations tovalidate and confirm rail equipment requirements,establish/verify timetables and schedules, and simplifythe load as much as possible.

Preplanning

During the planning and preparation phase, the unitmovement officer should—

l List all equipment to be transported (includingloaded dimensions and loaded weight).

l Establish liaison with rail authorities/trafficmanagement office representatives and railoperat ions team to identify rai l equipmentavailable.

l Determine capabilities of rail sidings to be used.

5-12 _____________________________________________________________________________________________ MCWP 4-11.3

Detailed Planning

During the detailed planning phase, the specific ruleslisted in the Association of American Railroads’loading rules and the guidance provided by the trafficmanagement office and the rail operations team mustbe followed. The unit movement officer and the railoperations team must work closely during planning forthe unit’s movement by rail. The following conceptsare used for guidance:

l Avoid mixing tracked and wheeled vehicles on thesame car (higher tariffs are charged for thisconfiguration).

l Use 100,000 pounds as a load limit on all cars.

l Limit width to 100 inches, if possible, because ofclearances.

l Know height restrictions and coordinate alternativetransportation for equipment that is too tall.

l Know the different types and capacities of rail cars.

l Sequence the vehicles to be loaded.

l Template the load. Establish a call forward plan.

l Plan for unloading: Is there a spur at the finaldestination? ramps? MHE?

Preparation of Equipment

During this phase, the deploying unit must prepare allequipment and vehicles for loading in accordance withestablished guidance. The deploying unit ensures thatall personnel involved in the movement know thesequence of movement from the unit staging area tothe call forward area and then to the rail siding.


Without coordination, equipment can easily be lost orsent on the wrong trains. Coordination helps preventconfusion that can easily lead to injuries or damage toequipment.

Execution

The execution phase is the culmination of all planningand preparation. The actual loading and bracing of theequipment on the rail cars takes time, and safetyshould be a prime concern.

Motor Transport Operations

Marine Forces may be employed in areas of extremesin weather and terrain. These areas encompass morethan half the earth’s land surface and are made up ofarctic-like areas, mountains, deserts, jungles, andflooded areas. Additionally, improved technology anddramatic increase of mobile forces worldwide requirethe Marine Corps to be prepared to conduct mobileoperations consistent with current maneuver concepts.In support of mobile maneuver forces in areas ofextreme weather or terrain, normal motor transportprocedures will require modification to be effective.For convoy operations, refer to MCRP 4-11.3F,Convoy Operations Handbook.

Jungle Operations

Jungle terrain includes areas of tropical rain forest andsecondary growth that vary in locale from mountainsto low-lying swampy plains. It lacks fully developedLOCs. Jungle terrain and climate limit foot andvehicular movement, observation, fields of fire,communications, and control. There are few roads andtrails in jungle areas and their use is limited to lighttrucks or tracked vehicles. Roads usually have to beconstructed, but the dense vegetation, unstable soils,poor drainage, and general lack of building materialsmake road building difficult. Jungle roads and trailsare overgrown rapidly unless they are in constant use.Extensive reconnaissance and/or clearing may benecessary to locate and put roads to use.

Planning for Jungle Operations

Light vehicles provide greater utility when operatingon jungle trails and roads. Additionally, the load-bearing capacity of the soil in most jungle areas,especially during the rainy season, is quite low.Extensive engineer effort may be anticipated tomaintain any roads that carry heavy vehicles.Distances may be short, but operating speeds will below; therefore, movement planning must compensatefor this limiting factor. During and after rains, roadswill quickly become impassable if subject to heavytraffic flow. Movements in hostile areas requireeffective security measures to guard against ambush.Seasonal weather conditions will affect all aspects of


motor transport operations. Become familiar with thearea weather and prepare for the worst.

Driving Techniques

Normal driving techniques are employed in jungleoperations. However, operators must be oriented to thejungle environment; they must be on guard to avoidareas their vehicles are incapable of passing and thepossibility of flooding in low areas and alongwatercourses during heavy rains.

On unimproved roads, except in high mine threat areas,vehicles should not follow in the preceding vehicle’s tiretracks. Doing so leads to the development of ruts,drainage problems, and reduced trafficability.

The reduced visibility that is characteristic of jungleroads requires operators to be alert and prepare fordefensive action against enemy threats and road hazards.

Operators watch for overheating of vehicles as a resultof prolonged low speed operation or radiator blockagefrom mud or vegetation.

Desert Operations

Deserts are semiarid and arid regions containing awide variety of soils in varying relief. Desertcharacteristics include extreme temperatures, duststorms, lack of water and vegetation, bright sunshineand moonlight, mirages, and lack of roads. Thedynamic nature of desert operations, and the largeareas in which they may be conducted, necessitatesome modification of landing force organization andequipment to provide for increased mobility. Desertoperations can be most efficiently conducted when thelanding force is 100 percent mobile. Planners shouldbe concerned with integrating available motortransport, amphibious assault vehicles, light armorvehicles , tanks, self-propel led weapons, andaircraft into a combination that will best support thelanding force.

Planning for Desert Operations

Operations in the desert involve long distances and areconducted over terrain that channels motor transportmovements.

There are few developed roads and the similarity ofterrain features makes cross-country navigationdifficult. Therefore, motor transport personnel musthave maps and be proficient in land navigationtechniques. Marines should receive training with theprecision lightweight global positioning system (GPS)receiver (PLGR) and use its capabilities to the fullestwhile navigating in the desert.

Vehicles should be well dispersed during movementsand at halts as a defense against air and artillery attacks.

Camouflage materials should be carried on vehiclessince there will normally be little natural concealment.

The desert climate will reduce the ability of personnelto perform physically. In some cases, especially overthe long term, it will be counter-productive to attemptheavy labor except during the most favorable times ofthe day or night. Maintenance of vehicles exposed tothe sun in hot desert areas must be limited to essentialtasks. Shelter may be required to provide shade.Maintenance activities may have to be scheduledduring hours of darkness.

Vehicles with poor cross-country mobility should notbe employed in the desert. Consideration should bemade to travel at night as to avoid visual detectionfrom low flying aircraft and ground forces. AllMarines should use every available tool and receivetraining in night driving techniques (i.e., blackoutlights, night vision goggles [NVGs], and PLGRs).

Driving Techniques

Driving in intense heat over long distances and forextended periods of time will be monotonous andtiring. High-speed operation on desert roads willrequire operators to remain alert in spite of themonotony. Each vehicle in a convoy will raise a cloudof dust, which will obscure the vision of the followingoperator, therefore, vehicle spacing should beincreased to the maximum extent possible consistentwith convoy security. The following techniquesshould be used:

l Wear goggles while driving open hatched vehiclesregardless of visibility. Clear-lens goggles shouldbe worn at night unless NVGs are used. Bandannas

5-14 _____________________________________________________________________________________________ MCWP 4-11.3

or surgical masks should be worn to avoid breathingheavy dust.

l Maintain a dust distance of twice the normalinterval, or as specified in the unit SOP to allowtime for the dust to dissipate. When driving onextremely dusty roads or trails and, if trafficconditions permit, a staggered column formationcan be used with vehicles alternately driving on theleft and right side of the road.

l Turn on lights to increase visibility. Overtaking andpassing slower vehicles should be accomplishedwith great care when dust obscures the roadway andpossible oncoming vehicles under dusty conditions.

l Remain alert and adjust speed to keep enginerevolutions per minute within the safe operatingrange. Fuel consumption will increase dramatically.Although the desert may appear to be flat, graduallyrising terrain will often make it impossible tooperate at highest gear range and at the properengine revolutions per minute. A strong headwindwill compound this problem as will a covering ofloose sand on the roadway.

l Drive on sand at night or early morning when thesand is damp and traction is better. However, this isnot always the case especially with the newer typemilitary tires with closer tread design. Damp sandpacks between the tread in the grooves of these tiresresulting in virtually no surface traction. Whiledriving in loose sand, the vehicle tends to get mireddown. The best thing to do is use low transfer andlow gears to keep vehicle engine and transmissionfrom over heating. It is best to reduce vehicle tirepressure to the recommended tire pressure listed inthe vehicles technical manuals for that specificvehicle. Vehicle speed should be reduced when tirepressure is reduced. Lower tire pressure at higherspeeds increase tire sidewall heat and will increasethe possibility of tire failure. The lower tire pressuredoes not affect vehicles equipped with radial tires orcentral tire inflation system if the maximum speedlisted in the operator’s manual is not exceeded.

l Vehicle loads must be evenly distributed. All-wheeldrive should be used where possible to prevent thevehicle becoming mired down.

Mountain Operations

In mountain areas, conditions of ground and climaterequire modification in landing force and motor

transport organization, training, equipment, andtactics. Mountains cause compartmentalization ofmilitary operations and present great difficulties tom o v e m e n t a n d m a n e u v e r . T h e w e a t h e r i scharacterized by rapid changes in temperatureaccompanied by high wind fog, mist, rain or snow.Road nets are limited and the construction of newroads and trails is difficult and time-consuming.Even when road nets are available, the enemy mayhinder movement by destroying bridges, charteredsections of the road along steep slopes or blockingdefi les with s l ides of snow, rocks or t imber.Vehicles are used as far forward as possible, thensupplies are moved forward on animals or porters insteeper, more inaccessible country. Within density-altitude limitations, helicopters may be used formoving equipment and suppl ies . Airdrop ofsupplies and equipment may be necessary whenflying conditions permit.

Planning for Mountain Operations

Specific knowledge of road characterist ics isespecially important in mountains. Grades, bridgecapacities, tunnels, and the radius of turns may limitthe types of vehicles that can be employed, as well asthe loads they can carry.

Seasonal weather patterns of the AO should bereviewed. At high altitudes, freezing rain and snowcan be expected over a major portion of the year. Themotor transport officer should evaluate potentialweather conditions and prepare for the worst.

Unless a well-developed road net is available, heavyvehicles and certain truck-trailer combinations may beuseless in the mountains.

Recovery of disabled vehicles will be difficult andmay completely halt the flow of traffic. Beforeoperation checks, maintenance and inspection ofvehicles prior to dispatch must be closely monitored.

Driving Techniques

Marine Corps vehicles are well-suited to operating inmountainous regions due to their high power-to-weight ratios, low-gear ratios, and relatively shortwheelbase. Operators should have no difficulty inoperating vehicles on the steep grades, sharp curves,


and narrow roadways if vehicles are checked formechanical fitness prior to being dispatched, loadedwithin prescribed limits, and driven skillfully with fullconcern for road and weather conditions.

When approaching a steep upgrade, especially whenloaded, the operator should make a judgment as towhether the high-gear or low-gear range will berequired. Normally, the lowest range will be used andthe transfer case should be shifted to low range beforethe vehicle speed drops below that prescribed by therespective technical manual. This will increasechances of topping the hill at best possible speed andwith the engine operating at maximum torque speed.This early shift of the transfer case into lower gearrange will often avoid having to shift into first gear atlow speeds when driving manual shift vehicles. Onvehicles with an automatic transmission, it willprevent overheating of the transmission fluid.

When approaching a downgrade, the operator shouldmake a judgment as to what gear should be used toobtain the best retarding effect from the engine.Brakes should be tested, brake air pressure monitored,and the vehicle speed reduced to a rate consistent withroad and weather conditions. In the event that brakesfail and the engine retarding capability is exceeded,emergency stop procedures should be executedimmediately including, if necessary, ditching thevehicle on the uphill side of the road. Attempting tor ide i t out on a runaway vehic le adds to thechances of serious injury and endangers othervehicles and personnel.

Cold Weather Operations

Operations in arctic and sub-arctic regions of theworld require a landing force and its transportationelements to use special equipment and specialtechniques to operate successfully. Deep snow andextreme cold are also found in the north temperatezone and at high altitudes in all zones. The areas inwhich these conditions exist range from forested torelatively barren regions and vary extensively inpopulation. Offensive and defensive operations inthese areas are conducted as in other climates.However, operations require greater CSS, more timeto accomplish, more attention to detail, and moreeffective leadership. The considerations of special

techniques and equipment must be included in theconduct of such operations.

Planning for Cold Weather Operations

In-depth planning for motor transport operations isnecessary and must provide for reduced capability ofvehicles and motor transport units.

Special training for operators in cold weather drivingand vehicle maintenance is essential when providingmotor transport services to units engaged in coldweather warfare.

Routes with easily identifiable checkpoints should beused. Checkpoints require pronounced verticalcharacteristics, since drifting snow covers contoursand terrain features rapidly. An assistant operatorshould be assigned to each vehicle. Driving in heavysnow and deep cold is fatiguing and demandsincreased driver concentration that makes periodicrelief necessary.

All vehicles must have proper tires, chains, towdevices, and snow shovels.

Items likely to be needed first should be loaded last.

Low temperatures require increased maintenancepersonnel, facilities, and special equipment. Low-temperature lubricants and fuels must be provided.Shelter from the wind and intense cold is requiredf o r p e r f o r m a n c e o f a n y b u t t h e s i m p l e s tmaintenance tasks.

Motor vehicle operators and crew must be equippedwith and required to carry cold weather clothing andequipment in their vehicles for survival in case ofaccident or breakdown. They must be trained tosurvive in the cold.

Units engaged in cold weather warfare requireadditional vehicles, and vehicles are less efficient forthe following reasons:

l Organic vehicles of the units have reducedcapability thereby placing increased demands onsupport units.

l Vehicles require extra time and special attention forstarting at low temperatures.

5-16 _____________________________________________________________________________________________ MCWP 4-11.3

l The number of troops that can be transported invehicles will be reduced due to bulk of clothing andadditional gear carried. The quantity of individualand organizational equipment required to survive incold climates makes it necessary for the unit to usea greater number of vehicles to transport the unitload.

l Operating speeds are reduced to accommodatehazardous driving conditions.

l Fuel consumption is increased by 25 to 50 percentdue to operation in lower gears, increased idle timeto warm running gear, and frequent starting andstopping due to hazardous road conditions.

l Frequency of accidents and enroute delays areincreased by hazardous road conditions.

l Bad weather conditions and fatigue of cargohandlers will increase loading and unloading times.

The capability of motor transport units to provideincreased support will be influenced by the existenceof the same degrading factors enumerated above fororganic transport operations. In addition it must beexpected that the availability of vehicles for servicewill deteriorate as a function of the duration and theintensity of cold weather.

The level of maintenance of the road net in heavysnow areas will have strong influence on the supportcapabilities of the motor transport units, especially inperforming resupply missions. Snow clearing must beplanned for and equipment must be available tosupport motor transport units.

Tactical employment of infantry units will requirethem to operate off the established road net. Infantryunits require support of marginal terrain vehicles toretain their mobility despite the heavy additional loadsimposed by clothing, shelter, fuel to heat shelters, andincreased quantity of rations. The vehicles, in turn,increase supply and maintenance needs of the units.

Maintained Road Net

Convoy operations may be carried out normally,except for reduced speeds and increased gaps betweenvehicles. Convoy speed is adjusted dependent uponthe road surface conditions along various sections of

the route or changes in weather conditions. Vehicleoperators are trained to keep the other vehicles in thegroup in sight and assist if a vehicle becomes disabled.

Unmaintained Road Net

On roads not fully maintained by snow removaloperations, vehicles in the 1 1/4 -ton class can operateat reduced speeds in snow depths up to 6 inches.Vehicles in the 5-ton payload class can operate atreduced speeds in snow up to 12 inches deep andunder emergency conditions with full payload in snowdepths of 20 inches with fully trained and experiencedoperators. Use of non-powered trailers or other towedloads should be avoided in heavy snow conditions.

Ice

Frozen lakes and rivers are excellent supply routes. Iceroutes must be selected and tested for ice thicknessand structural integrity. Even amphibious vehiclesmay not be able to extricate themselves from an icehole (see table 5-2).

Oversnow Vehicles

Operation of oversnow logistics support vehiclesrequire special procedures to ensure maximum use ofevery vehicle.

The following principles apply:

l Use prepared and marked trails whenever possible.

l Dispatch vehicles in small groups, never singly.

l Exercise positive control measures to monitor thelocation of every vehicle operating off trails.

l Train operators to be proficient in land navigationwhen operating cross-country.

l Top off fuel tanks when dispatching a vehicle toensure sufficient range for the return trip.

l Minimize operations on cleared roads.

l Tow a sled rather then overload the vehicle in deepsnow.

l Observe care when transporting troops. Closedoversnow vehicles are prone to entrapment ofcarbon monoxide.


Mobile Operations

Maneuver is the movement of forces to secure orretain positional advantage over an enemy. The GCEcommander may require motor transport assets inaddition to amphibious vehicles, armored vehicles,and helicopters to achieve the ground battlefieldmobility required by the tactical situation.

Employment

The continuous requirements for timely concentrationof units and material will often demand short noticemovement of forces and major shifts in movementdirection. Motor transport units should be attached tomaneuver units during mobile operations to provideunity of command that will increase responsivenessand flexibility.

Operations

During these types of operations, trucks will be used tomove infantry companies and their equipment rapidly

to dismount points to continue the attack on foot. Asobjectives are seized, trucks will be called forwardunder the leadership of motor transport leaders andinfantry units will remount the trucks and continue theattack in an effort to maintain the momentum of theattack. Traditional convoy techniques may not beemployed under these conditions. Motor transport unitleaders will be required to advise and assist infantryunit leaders in developing plans including movementformations, movement techniques, and primary andalternate routes to objectives and dismount points.Motor transport leaders will also be required to adviseinfantry leaders on the maintenance of vehicles.

Mechanized Operations

Mechanized operations are conducted by infantry unitsmounted in amphibious assault vehicles (AAVs),supported by armor, along with a full combined armsteam of comba t suppor t and CSS e lements .Mechanized operations will be characterized by rapid,long-distance movements and requirements for greatamounts of supplies. In order to sustain mechanizedoperations and maintain the momentum of the attack,logistics trains will be formed for the maneuver units.Unlike tank and artillery units, infantry units do nothave organic medium trucks that will be required inthe logistic trains.

Employment

Mechanized operations will be fast moving and willoften move well forward of friendly units or inunanticipated directions to take advantage of a tacticalsituation. Motor transport units should be attached toinfantry battalions to meet the lift requirements of thelogistic trains.

Operations

Motor transport unit leaders should retain tacticalcommand of their trucks while under the command ofthe commander of the logistic train. In this role, themotor transport leader also advises and assists thelogistic commander in the planning of convoyprocedures and movement routes for the logistic trainand routes for resupply of forward combat units.

Table 5-2. Ice Load-Bearing Capacities.

Load TypeGross Weight(tons)

Minimum Ice Thickness

(cm/in)

Minimum Distance

Between Loads (meters/yards)

Marine on Skis or Snowshoes 0.1 3/1.2 5/5.5

Marine on Foot 0.1 5/2 5/5.5

Infantry (column of 2) 7.6/3 7.3/8

Infantry (column of 4) 10/4 10/11

Wheeled Vehicle Loads up to: 3.5 23/9 15/16.5

6 30/12 20/22

10 40/16 25.6/28

15 61/24 30/33

Tracked Vehicles Loads up to: 3.5 20/8 15/16.5

10 30/12 20/22

12.5 40/16 25.6/28

25 61/24 40/44

45 81/32 50/55

60 81/32 60/66

APPENDIX A. BEACH AND LANDING SITE MARKERS

A-2 ______________________________________________________________________________________________ MCWP 4-11.3

Transportation Operations________________________________________________________________________________ A-3

A-4 ______________________________________________________________________________________________ MCWP 4-11.3

Transportation Operations________________________________________________________________________________ A-5

APPENDIX B. DEPARTURE AIRFIELD CONTROL GROUP CHECKLIST

The following is a checklist designed to assist the DACG in the performance of its mission.The following tasks should not be overlooked during planning. The tasks listed are not allinclusive, but are intended as a guide.

l Brief personnel engaged in DACG operations.

l Establish required communications.

l Secure parking and flow plan from TALCE.

l Brief unit commanders on vehicle flow plan.

l Ensure that sufficient load team personnel withpusher vehicles are available.

l Coordinate with the TALCE to ensure thatpersonnel and cargo are guided to the properaircraft.

l Inform liaison officers to changes to movementplan.

l Maintain status of arrival, departure, and loading.

l Obtain airfield diagrams for guides.

l Ensure that communications are operationalbetween all elements of the DACG.

l Ensure that support equipment, wreckers, POLs,food service, lighting, first aid, weighing devices,and maintenance contact teams are available.

l Coordinate with the MAGTF operations officer.

l Coordinate with the deploying units’ movementofficer.

l Coordinate with the call forward officer.

l Issue special instructions to alerted aircraft loads.

l Receive instructions from the MAGTF/deployingunit operations officer.

l Inspect all loads upon receipt from the alert holdingarea.

l Assist in preparing, inspecting, and makingcorrections as necessary to passenger and cargomanifests.

l Provide guides to escort planeloads through theloading ramp area to designated plane sites orrelease points.

l Inform MAGTF/deploying unit operations officerof problems affecting movement schedules.

l Coordinate with the TALCE to ensure aircraft areparked and assigned numbers in accordance withthe movement plan.

l Coordinate MHE with the TALCE.

l Unload personnel/equipment from aborted aircraftand guide to replacement aircraft or holding area.

l Ensure all personnel involved in the movementoperation are briefed on safety.

l Ensure all incidents/accidents are investigated andreported.

l Ensure that personal and related services areprovided by the base/installation for deployingunit(s).

l Ensure logistics requirements are met.

l Provide deploying unit(s) with points of contact forlogistics support.

l Secure and supervise facilities for the DACG anddeploying unit(s).

l Compile pertinent deployment and movement data.

l Coordinate reports required by higher headquarters/movement control centers with the TALCE.

APPENDIX C. ARRIVAL AIRFIELD CONTROL GROUP CHECKLIST

The following is a checklist designed to assist the AACG in the performance of its mission.The following tasks should not be overlooked during planning. The tasks listed are not allinclusive, but are intended as a guide.

l Brief all personnel engaged in AACG operations.

l Establish required communications.

l Secure parking and flow plan from TALCE.

l Ensure that sufficient offload team personnel withpusher vehicles are available.

l Coordinate with the TALCE to ensure thatpersonnel and cargo are cleared from arrivingaircraft and guided to release point or holding area.

l Maintain status of the arrival and departure of thedeploying unit’s personnel and equipment at thearrival airfield.

l Ensure that dunnage/shoring materials are retainedby the deploying unit.

l Coordinate with the MAGTF operations officer.

l Coordinate with the deploying units’ movementofficer.

l Inform MAGTF/deploying unit operations officerof problems affecting movement schedules.

l Coordinate MHE with the DACG and the TALCE.

l Ensure all personnel involved in the movementoperation are briefed on safety.

l Ensure all incidents/accidents are investigated andreported.

l Ensure that personal and related services areprovided by the base/installation for deployingunit(s).

l Ensure logistics requirements are met.

l Provide deploying unit(s) with points of contact forlogistics support.

l Compile pertinent deployment and movement data.

l Coordinate reports required by higher headquarters/movement control centers with the TALCE.

APPENDIX D. DEPLOYING UNIT AND D/AACG PLANNING AND PREPARATION PHASE REQUIREMENTS

The following is a checklist designed to assist the DACG in the performance of its mission.The following tasks should not be overlooked during planning. The tasks listed are not allinclusive, but are intended as a guide.

Deploying Unit Tasks

l Identify the number of personnel to be moved.

l Identify the type and quantity of cargo andequipment to be moved.

l Establish priorities for arrival.

l Establish required liaison.

l Identify the cargoes or equipment that requirespecial handling based on shipping configuration orfragile/hazardous characteristics.

l Request technical assistance.

l Prepare equipment and train personnel.

l Request staff assistance in administrative support,unit movement training, air movement planning,logistics, and maintenance support and standardsafety practices in and around aircraft.

l Assign unit movement or embarkation officer.

l Develop traffic plan for movement to the departureairfield.

l Establish trained load teams to assist the D/AACG.

l Identify foreign border clearance requirements ifapplicable.

l Enter force deployment requirements into the JointPlanning and Execution System (JOPES) toaccurately reflect lift requirements and deploymentpriorities.

l Review inspection procedures and documentationrequirements for hazardous cargo.

l Coordinate procedures for transporting individualweapons, ammunition, and equipment.

l Determine shoring requirements, ensure itsavailabil i ty prior to loading, and establishdestination disposition procedures.

l Construct 463L pallets in accordance with FMFM4-6, Movements of Units in Air Force Aircraft.

l Prepare vehicles and equipment in accordance withFMFM 4-6.

DACG Tasks

l Determine the number of personnel to be moved.

l Determine the type and quantity of cargo andequipment to be moved.

l Determine the timeframe for loading.

l Confirm the location of airfield(s) and marshalingarea(s) with the installation or base commander andthe deploying unit.

l Determine available departure airfield logistics/administrative facilities.

l Develop DACG organization structure and staffing.

l Determine user support requirements (MHE,security, lighting, fuels, etc.)

l Establish liaison with the deploying unit and othersupport activities.

l Coordinate with the TALCE to establish DACGtraining requirements.

l Coordinate foreign border clearance requirementsand procedures if necessary.

l Obtain unit deployment list (UDL) of unit cargoand equipment to be loaded. Identify any problemsthat will affect loading or require special attentionto the TALCE.

l Validate shoring requirements.

l Ensure 463L pallet dunnage availability.

l Determine requirements for vehicle cargo restraintdevices based on deployed unit input.

D-2 ______________________________________________________________________________________________ MCWP 4-11.3

AACG Tasks

l Coordinate with TALCE prior to arrival of aircraftto determine support requirements.

l Ascertain the unloading timeframe.

l Determine location of arrival airfield(s) and holdingarea(s).

l Determine AACG logistics/administrative facilitiesavailable at the arrival airfield.

l Develop AACG organizational structure and staff.

l Establish liaison with deploying unit, TALCE, andother supporting activities.

l Coordinate with the TALCE to establish AACGtraining requirements.

l Confirm coordination contacts.

l Obtain UDL of unit cargo and equipment to beloaded. Identify any problems that will affectloading or require special attention to the TALCE.

l Finalize AACG organization to include aircraft loadteams and training requirements.

APPENDIX E. DEPLOYING UNIT AND D/AACG REQUIREMENTS DURING THE EXECUTION PHASE

Deploying Unit Tasks (At the Departure Airfield)

l Establish liaison with the DACG and otheractivities.

l Conduct final preparation of vehicles, cargo, andequipment in accordance with FMFM 4-6.

l Ensure required shoring is on-hand.

l Prepare cargo and passenger manifests inaccordance with FMFM 4-6.

l Assemble personnel, cargo, and equipment inaircraft loads per established load plans.

l Appoint plane team commanders and brief onresponsibilities.

l Pass control of unit aircraft loads to DACG at thealert holding area at the time specified by theDACG.

l Correct discrepancies identified by the DACG andTALCE during Joint Inspection.

l Provide specialized help in loading the aircraft ifrequired.

l Retain one copy of final passenger/cargo manifests.

l At the arrival airfield, the deploying unit will—

n Provide assistance to the loadmaster.

n Receive instructions from the unload team chief.

n Retain or dispose of all shoring and dunnage asdetermined in planning.

DACG Tasks

l Maintain liaison with the deploying unit.

l Arrange technical assistance required by thedeploying unit with the TALCE.

l Maintain liaison with the aerial port section.

l Call aircraft loads forward from the marshaling areaand assume control in the alert holding area.

l Inspect aircraft loads and ensure they are completeand correctly prepared and that the required shoringand dunnage was provided by the deploying unit.

l Establish a discrepancy correction area.

l Inspect documentation for accuracy andcompleteness.

l Ensure passenger accountability and control.

l Provide emergency maintenance and relatedservices, as necessary, to accomplish the loadingmission.

l Direct aircraft loads to the call forward area whenrequired.

l Assist in the joint inspection of aircraft loads.

l Ensure the deploying unit corrects discrepanciesfound during the joint inspection.

l Move equipment forward to the ready line whenrequired.

l Reassemble aircraft loads, with the assistance of theTALCE, and prepare required manifest changes ifthere a re a i rc raf t abor t s , changes or ACLdiscrepancies.

l Maintain statistical data on the movement ofpersonnel and equipment, as well as passenger/cargo manifests and inspection records.

l Ensure the deploying unit adheres to the establishedtimetable.

l Provide loading team personnel and supportequipment.

l Provide fueling/defueling capability.

l Provide emergency maintenance for vehicles to betransported.

E-2 ______________________________________________________________________________________________ MCWP 4-11.3

l Provide and control passenger-holding area ifrequired.

l Transfer control of the aircraft load to the TALCEat the ready line and monitor the loading.

l Obtain aircraft load completion time from theTALCE.

Load Team Chief Tasks (at the ready line)—

l Receive the load at the ready line.

l Direct and supervise load teams and vehicleoperators.

l Ensure equipment and supplies are properlyrestrained in the aircraft.

l Coordinate with the TALCE ready line coordinatorfor any special assistance or support needed.

l Ensure loadmaster has appropriate number ofcopies of passenger/cargo manifest.

l Conduct preflight briefing to all embarkingpersonnel.

l Pass load completion time to the TALCE’s AOCsection.

AACG Tasks

l Establish coordination with the receiving commandor installation if the AACG is part of the arrivingunit’s load element.

l Ensure accountable aircraft restraint devices arereturned to the aircraft.

l Establish liaison and maintain coordination with thedeploying unit and the TALCE.

l Ensure unload teams are available and briefed ontheir duties.

l Coordinate with the TALCE and the deploying uniton the recovery and storage of shoring anddunnage.

l Accept each planeload from the TALCE at theestablished release point.

l Establish facilities as determined during planning.

l Maintain records on personnel and cargo receivedand cleared.

l Release aircraft load to the deploying unit at thedesignated location.

APPENDIX F. GLOSSARY

SECTION I. ACRONYMS AND ABBREVIATIONS

A

AAA . . . . . . . . . . . . . . . . . . arrival and assembly areaAACG . . . . . . . . . . . . . . . arrival airfield control groupAAFS . . . . . . . . . . . . .amphibious assault fuel systemAALPS . . Automated Aircraft Load Planning SystemAAOE . . . . . arrival and assembly operations elementAAOG . . . . . . . arrival and assembly operations groupAAV . . . . . . . . . . . . . . . . . amphibious assault vehicleABCA American, British, Canadian, Australian

Armies Standardization Program

ACE. . . . . . . . . . . . . . . . . . . . aviation combat elementACO . . . . . . . . . . . . . . . . airfield coordination officerA/DACG . . . . .arrival/departure airfield control groupADCON . . . . . . . . . . . . . . . . . . administrative controlAFOE . . . . . . . . . . . . . . . . . assault follow-on echelonAIS . . . . . . . . . . . . . . . automated information systemAMC . . . . . . . . . . . . . . . . . . . .Air Mobility CommandANSI . . . . . . . . American National Standards InstituteAO. . . . . . . . . . . . . . . . . . . . . . . . . . area of operationsAOR . . . . . . . . . . . . . . . . . . . . . . area of responsibilityA/SPOD . . . . . . . . air and/or sea ports of debarkationA/SPOE. . . . . . . . .air and/or sea ports of embarkationATF . . . . . . . . . . . . . . . . . . . . . . amphibious task forceATLASS . . . . . . . . . . . asset tracking for logistics and

supply system

B

BLT . . . . . . . . . . . . . . . . . . . . . .battalion landing teamBOG . . . . . . . . . . . . . . . . . . . . beach operations groupBSA. . . . . . . . . . . . . . . . . . . . . . . . .beach support area

C

C2 . . . . . . . . . . . . . . . . . . . . . . . command and controlCAEMS. . . . . . . . . . . . . .computer-aided embarkation

management system

CALM . . . . . . . . . Computer-Aided Load ManifestingCAPS II . . . . . . . . . consolidated aerial ports system IICATF . . . . . . . . . .commander, amphibious task force

CE . . . . . . . . . . . . . . . . . . . . . . . . . . command elementCINC. . . . . . . . . . . . . . . . . . . . . . .commander in chiefCLF . . . . . . . . . . . . . . . . . . .commander, landing forceCLZ. . . . . . . . . . . . . . . . . . . . . . . . . craft landing zonecm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . centimeterCNSE . . . . . . . . . .commander, naval support elementCONUS. . . . . . . . . . . . . . . . .continental United StatesCSS . . . . . . . . . . . . . . . . . . . . . combat service supportCSSE . . . . . . . . . . . . . combat service support element

D

DACG . . . . . . . . . . . . .departure airfield control groupDCD . . . . . . . . . . . . . . . . . . . . . data collection deviceDLA . . . . . . . . . . . . . . . . . .Defense Logistics AgencyDOD . . . . . . . . . . . . . . . . . . . . Department of DefenseDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .direct supportDTG . . . . . . . . . . . . . . . . . . . . . . . . . . date-time groupDTS . . . . . . . . . . . . . . Defense Transportation System

E

EPW . . . . . . . . . . . . . . . . . . . . .enemy prisoner of warERP . . . . . . . . . . . . . . . . . . .equipment reception pointevac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuation

F

FARP. . . . . . . . . . forward arming and refueling pointFIE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .fly-in echelonFMCC . . . . . . . . . . . . . force movement control centerFMFM. . . . . . . . . . . . . . . . Fleet Marine Force manualFOSAMS. . . . . . . . fleet optical scanning ammunition

marking system

FSSG . . . . . . . . . . . . . . . . . force service support groupFW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . fixed wing

G

G-1/S-1 . . . . . . . . . . . . manpower or personnel officerG-3/S-3 . . . . . . . . . . . . . . . . . . operations staff officerG-4/S-4 . . . . . . . . . . . . . . . . . . . . logistics staff officer

F-2 ______________________________________________________________________________________________ MCWP 4-11.3

GBL . . . . . . . . . . . . . . . . . . . government bill of ladingGCCS. . . . . . . . . global command and control systemGCE . . . . . . . . . . . . . . . . . . . . .ground combat elementGDSS. . . . . . . . . . . . Global Decision Support SystemGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . general supportGTN. . . . . . . . . . . . . . Global Transportation Network

H

HQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . headquartersHHQ . . . . . . . . . . . . . . . . . . . . . . .higher headquartersHLZ . . . . . . . . . . . . . . . . . . . . .helicopter landing zoneHST . . . . . . . . . . . . . . . . . . . . .helicopter support team

I

ISO. . . . . . International Standardization Organizationin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . inch

ITV . . . . . . . . . . . . . . . . . . . . . . . . .in-transit visibility

J

JFAST . . . . . . . . . . . .Joint Flow and Analysis Systemfor Transportation

JFC. . . . . . . . . . . . . . . . . . . . . . joint force commanderJIATF. . . . . . . . . . . . . . . . .joint interagency task forceJLOTS . . . . . . . . . . . . . . joint logistics over-the-shoreJMC . . . . . . . . . . . . . . . . . . . . . joint movement centerJOPES . . . . . . . . . . . . . . Joint Operation Planning and

Execution System

JP . . . . . . . . . . . . . . . . . . . . . . . . . . . . joint publicationJTF. . . . . . . . . . . . . . . . . . . . . . . . . . . . joint task force

L

LCAC . . . . . . . . . . . . . . . . . . landing craft air cushionLFSP . . . . . . . . . . . . . . . . . landing force support partyLMCC . . . . . . . . . . . logistic movement control centerLOC . . . . . . . . . . . . . . . . . . . . lines of communicationsLOGSAFE . . . . . . . logistics sustainment analysis and

feasibility estimator

LOGMARS . . . . . .logistics applications of automatedmarking and reading symbols

LVS . . . . . . . . . . . . . . . . . . . Logistics Vehicle SystemLVT . . . . . . . . . . . . . . . . . . . . . . .landing vehicle trackLZSA . . . . . . . . . . . . . . . . . . landing zone support area

M

MAGTF. . . . . . . . . . . . . Marine air-ground task forceMAGTF II/LOG AIS . . . . . . . Marine air-ground task

force II/logistics automatedinformation system

MARFOR . . . . . . . . . . . . . . . . . . Marine Corps forcesMAW. . . . . . . . . . . . . . . . . . . . . . Marine aircraft wingMCC . . . . . . . . . . . . . . . . . . movement control centerMCWP. . . . . . . Marine Corps warfighting publicationMDL . . . . . . . . . . . . . . . . . . . . .MAGTF Data LibraryMDSS II . . . MAGTF Deployment Support System IIMEF. . . . . . . . . . . . . . . . . .Marine expeditionary forceMHE . . . . . . . . . . . . . . .materials handling equipmentMOMAT . . . . . . . . . . . . . . . . . . . . . . mobility mattingMOS . . . . . . . . . . . . . military occupational specialityMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . .military policeMPE/S . . . . . . maritime pre-positioned equipment and

supplies

MPF. . . . . . . . . . . . . . . maritime pre-positioning forceMPSRON . . maritime pre-positioning ships squadronMRT . . . . . . . . . . . . . . . . . . . medical regulating teamMSC . . . . . . . . . . . . . . . . . Military Sealift CommandMT. . . . . . . . . . . . . . . . . . . . . . . . . . . . motor transportMTMC. . . . . Military Traffic Management CommandMWSG . . . . . . . . . . . . . . .Marine wing support groupMWSS . . . . . . . . . . . . . Marine wing support squadron

N

NATO . . . . . . . . . North Atlantic Treaty OrganizationNBC. . . . . . . . . . . . . nuclear, biological, and chemicalNBG . . . . . . . . . . . . . . . . . . . . . . . . naval beach groupNSE . . . . . . . . . . . . . . . . . . . . . . Navy support elementNVG . . . . . . . . . . . . . . . . . . . . . . night vision goggles

O

OCU . . . . . . . . . . . . . . . . . . . . . orderwire control unitOIC . . . . . . . . . . . . . . . . . . . . . . . . . . officer in chargeOPCON . . . . . . . . . . . . . . . . . . . . . operational control

P

PEI. . . . . . . . . . . . . . . . . . . . . . . . . . principal end itemPLGR. . . . . . .precision lightweight global positioning

system (GPS) receiver

POD. . . . . . . . . . . . . . . . . . . . . . . . port of debarkation

Transportation Operations________________________________________________________________________________ F-3

POE . . . . . . . . . . . . . . . . . . . . . . . .port of embarkationPOG. . . . . . . . . . . . . . . . . . . . . . port operations groupPOL . . . . . . . . . . . . . . . petroleum, oils, and lubricants

Q

QSTAG . . . . . quadripartite standardization agreement

R

ROLMS. . . . . . . . . . . . . . . . Retail Ordnance LogisticsManagement System (Army)

RW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rotary wing

S

SASSY . . . . . . . . . Supported Activity Supply SystemSLRP . . . . . . survey, liaison, and reconnaissance partySMU . . . . . . . . . . . . . . . . . . SASSY management unitSOP . . . . . . . . . . . . . . . . standing operating procedureSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .shore partySTANAG . . . . . . standardization agreement (NATO)

T

TACLOG . . . . . . . . . . . . . . . . tactical-logistical groupTALCE . . . . . . . . . . . . . . tanker airlift control elementTAMCN . . . . . . . . . . . . . .table of authorized materiel

control number

TCAIMS . . . Transportation Coordinator’s AutomatedInformation for Movement System

T/E. . . . . . . . . . . . . . . . . . . . . . . . . . table of equipmentT/O . . . . . . . . . . . . . . . . . . . . . . . table of organizationtm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . teamTPFDD . . . . . . . . .time-phased force deployment dataTSB . . . . . . . . . . . . . Transportation Support Battalion

U

UMCC. . . . . . . . . . . . . . unit movement control centerUSTRANSCOM . . . . . . .United States Transportation

Command

W

WPS . . . . . . . . . . . . . . . . . . . Worldwide Port System

F-4 ______________________________________________________________________________________________ MCWP 4-11.3

SECTION II. DEFINITIONS

A

advance party—A task organization formed by theMAGTF commander that consists of personneldesignated to form the nucleus of the arrival andassembly organizations.

amphibious assault—(DOD) The principal type ofamphibious operation that involves establishing aforce on a hostile or potentially hostile shore. (JP 1-02)

amphibious assault bulk fuel system—The US.Navy system of flexible, buoyant hose used to effectship-to-shore transfer of fuels. Five thousand feet of 6-inch hose connects amphibious shipping to shore-based fuel storage systems located at the high watermark. (MCRP 5-12C)

amphibious assault fuel system (AAFS)—The MarineCorps’ primary fuel storage system used to supportamphibious operations. (extract from MCRP 5-12C)

amphibious force—An amphibious task force and alanding force together with other forces that aretrained, organized, and equipped for amphibiousoperations. (Proposed for inclusion in JP 1-02 byJP 3-02.)

amphibious planning—The process of planning foran amphibious operation, distinguished by thenecessity for concurrent, parallel and detailed planningby all participating forces. (extract from JP 1-02)

amphibious task force (ATF)—A Navy taskorganiza t ion formed to conduct amphib iousoperations. The amphibious task force, together withthe landing force and other forces, constitutes theamphibious force. (Proposed for inclusion in JP 1-02by JP 3-02.)

arrival and assembly area (AAA)—An areadesignated by Commander, MPF in coordination withthe unified commander and host nation for arrival,offload, and assembly of forces and MPE/S, andpreparations for subsequent operations.

arrival and assembly operations element (AAOE)—An agency in each MAGTF element and the NSE

which coordinates the logistics functions of the offloadof MPE/S and the arrival and assembly of forces.

arrival and assembly operations group (AAOG)—A staff agency of the MAGTF, composed of personnelfrom the MAGTF and a liaison from the NSE, tocontrol the arrival and assembly operations.

B

basic load—(DOD, NAT’O) The quantity of suppliesrequired to be on hand within, and which can bemoved by, a unit or formation. It is expressedaccording to the wartime organization of the unit orformation and maintained at the prescribed levels.(JP 1-02)

beach organization—In an amphibious operation, theplanned arrangement of personnel and facilities toeffect movement, supply, and evacuation acrossbeaches and in the beach area for support of a landingforce. (JP 1-02)

beach support area (BSA )—In amphibiousoperations, the area to the rear of a landing force orelements thereof, established and operated by shoreparty units, which contains the facilities for theunloading of troops and materiel and the support of theforces ashore; it includes facilities for the evacuationof wounded, enemy prisoners of war, and capturedmateriel. (JP 1-02)

beachhead—A designated area on a hostile orpotentially hostile shore that, when seized and held,ensures the continuous landing of troops and materiel,and provides maneuver space requisite for subsequentprojected operations ashore. (JP 1-02)

beachmaster—The naval officer in command of thebeachmaster unit of the naval beach group. (JP 1-02)

beachmaster unit (BMU)—A commissioned navalunit of the naval beach group designed to provide tothe shore party a naval component known as a beachparty which is capable of supporting the amphibiouslanding of one division (reinforced). (JP 1-02)


C

CLZ support team—Provides logistic support to thelanding force and terminal control of landing craft, aircushion. (extract from NWP 3)

c o m b a t c a r g o o f f i c e r ( C C O ) — ( D O D ) A nembarkation officer assigned to major amphibiousships or naval staffs, functioning primarily as anadviser to and representative of the naval commanderin matters pertaining to embarkation and debarkationof troops and their supplies and equipment and to themanagement of landing force operational reservematerial (LFORM).

commander, amphibious task force (CATF)—TheNavy officer designated in the order initiating theamphibious operation as the commander of theamphibious task force. (Proposed for inclusion inJP 1-02 by JP 3-02.)

commander, landing force (CLF)—The officerdesignated in the order initiating the amphibiousoperation as the commander of the landing force.(Proposed for inclusion in JP 1-02 by JP 3-02.)

concept of logistic support—A verbal or graphicstatement, in a broad outline, of how a commanderintends to support and integrate with a concept ofoperations in an operation or campaign. (JP 1-02)

coordinating authority—A commander or individualassigned responsibility for coordinating specificfunctions or activities involving forces of two or moremilitary departments or two or more forces of thesame Service. The commander or individual has theauthority to require consultation between the agenciesinvolved, but does not have the authority to compelagreement. In the event that essential agreementcannot be obtained, the matter shall be referred to theappointing authority. (extract from JP 1-02)

D

debarkation—(DOD) The unloading of troops, equipment,or supplies from a ship or aircraft (JP 1-02).

E

embarkation—(DOD) The process of puttingpersonnel and/or vehicles and their associated storesand equipment into ships and/or aircraft. (JP 1-02)

F

flight ferry—The movement by self-deployment ofthe aircraft of the ACE to the AAA.

fly-in echelon (FIE)—Airlifted forces and equipmentof the MAGTF and NSE plus aircraft and personnelarriving in the flight ferry of the ACE.

G

genera l un load ing per iod—In amphib iousoperations, that part of the ship-to-shore movement inwhich unloading is primarily logistic in character, andemphas izes speed and vo lume of un load ingoperations. It encompasses the unloading of units andcargo from the ships as rapidly as facilities on thebeach permit. It proceeds without regard to class, type,or priority of cargo, as permitted by cargo handlingfacilities ashore. (JP 1-02)

H

helicopter support team (HST)—A task organizationformed and equipped for employment in a landingzone to facilitate the landing and movement ofhelicopterborne troops, equipment and supplies, and toevacuate selected casualties and enemy prisoners ofwar. (Joint Pub 1-02). It may be built around a nucleusof shore party and helicopter landing zone controlpersonnel. (JP 3-02)

hydrography—(DOD, NATO) The science whichdeals with the measurements and description of thephysical features of the oceans, seas, lakes, rivers, andtheir adjoining coastal areas, with particular referenceto their use for navigational purposes. (JP 1-02)

I

initial unloading period—In amphibious operations,that part of the ship-to-shore movement in whichunloading is primarily tactical in character and mustbe instantly responsive to landing force requirements.All elements intended to land during this period areserialized. (JP 1-02)

L

landing beach—(DOD, NATO) That portion of ashoreline usually required for the landing of abattalion landing team. However, it may also be thatportion of a shoreline constituting a tactical locality

F-6 ______________________________________________________________________________________________ MCWP 4-11.3

(such as the shore of a bay) over which a force largeror smaller than a battalion landing team may belanded. (JP 1-02)

landing craft—(DOD, NATO) A craft employed inamphibious operations, specifically designed forcarrying troops and equipment and for beaching,unloading, and retracting. Also used for logistic cargoresupply operations. (JP 1-02)

landing force (LF)—A Marine Corps or Army taskorganiza t ion formed to conduct amphib iousoperations. The landing force, together with theamphibious task force and other forces, constitute theamphibious force. (Proposed for inclusion in JP 1-02by JP 3-02.)

landing schedule—(DOD) In an amphibiousoperation, a schedule which shows the beach, hour,and priorities of landing of assault units, and whichcoordinates the movements of landing craft from thetransports to the beach in order to execute the schemeof maneuver ashore. (JP 1-02)

landing zone (LZ)—(DOD, NATO) Any specifiedzone used for the landing of aircraft. (JP 1-02)

landing zone control party—(DOD, NATO)Personnel specially trained and equipped to establishand operate communications devices from the groundfor traffic control of aircraft/helicopters for a specificlanding zone. (JP 1-02)

M

marine air-ground task force (MAGTF)—TheMarine Corps principal organization for all missionsacross the range of military operations, composed offorces task-organized under a single commandercapable of responding rapidly to a contingencyanywhere in the world. The types of forces in theMAGTF are functionally grouped into four coreelements: a command element, an aviation combatelement, a ground combat element, and a combatservice support element. The four core elements arecategories of forces, not formal commands. The basicstructure of the MAGTF never varies, though thenumber, size, and type of Marine Corps unitscomprising each of its four elements will always bem i s s i o n d e p e n d e n t . T h e f l e x i b i l i t y o f t h eorganizational structure allows for one or more

subordinate MAGTFs, other Service and/or foreignmilitary forces, to be assigned or attached.

maritime pre-positioned equipment and supplies(MPE/S)—Unit equipment and sustaining suppliesassociated with a MAGTF and a NSE, which aredeployed on maritime pre-positioning ships.

maritime pre-positioning force (MPF)—A taskorganization of units under one commander formedfor the purpose of introducing a MAGTF and itsassociated equipment and supplies into a secure areaThe MPF is composed of a command element, amaritime pre-positioning ships (MPS) squadron, aMAGTF, and a Navy support element. (MCRP 5-12C)

maritime pre-positioning ships (MPS)—(DOD) Civilian-crewed, Military Sealift Command-chartered ships that areorganized into three squadrons and are usually forward-deployed. These ships are loaded with pre-positionedequipment and 30 days of supplies to support threeMarine expeditionary brigades. (JP 1-02)

mari t ime pre -pos i t ion ing sh ips squadron(MPSRON)—A group of civilian-owned and civilian-crewed ships chartered by Military Sealift Commandloaded with pre-positioned equipment and 30 days ofsupplies to support a MAGTF up to MEB size.

marshalling area—In amphibious operations, thedesignated area in which, as part of the mountingprocess, units are reorganized for embarkation;vehicles and equipment are prepared to move directlyto embarkation areas; and housekeeping facilities areprovided for troops by other units. (MCRP 5-12C)

N

naval beach group (NBG)—(DOD, NATO) Apermanently organized naval command, within anamphibious force, comprised of a commander, andstaff, a beachmaster unit, an amphibious constructionbattalion, and an assault craft unit, designed to providean administrative group from which required navaltactical components may be made available to theattack force commander and to the amphibiouslanding force commander to support the landing ofone division (reinforced). (JP 1-02)

naval beach unit—See naval beach group.


N a v y c a r g o h a n d l i n g a n d p o r t g r o u p(NAVCHAPGRU)—(DOD) The active duty, cargohandling battalion-sized unit composed solely ofactive duty personnel. (JP 1-02) These units are part ofthe operating forces and represent the Navy’scapability for open ocean cargo handling.

Navy support element (NSE)—The maritime pre-positioning force element that is composed of navalbeach group staff and subordinate unit personnel, adetachment of Navy cargo handling force personnel,and other Navy components, as required. It is taskedwith conducting the off-load and ship-to-shoremovement of maritime pre-positioned equipment/supplies. (JP 1-02)

nonscheduled waves—Units of the landing force heldin readiness for landing during the initial unloadingperiod but not included in scheduled or on-call waves.

O

of f load preparat ion par ty (OPP)—A taskorganization of Navy and Marine maintenance,embarkation and cargo handling personnel deployedto the MPSRON before or during its transit to theobjective area to prepare the ship’s offload systemsand embarked equipment for offload.

S

serial—An element or a group of elements within aseries which is given a numerical or alphabeticaldesignation for convenience in planning, scheduling,and control. (JP 1-02)

ship-to-shore movement—(DOD, NATO) Thatportion of the assault phase of an amphibiousoperation which includes the deployment of thelanding force from the assault shipping to designatedlanding areas. (JP 1-02)

shore party—A task organization of the landingforce, formed for the purpose of facilitating thelanding and movement off the beaches of troops,equipment, and supplies; for the evacuation from thebeaches of casualties and enemy prisoners of war; andfor facilitating the beaching, retraction, and salvagingof landing ships and craft. It comprises elements ofboth the naval and landing forces. (JP 1-02)

survey, l ia i son, and reconnaissance party(SLRP)—A task organization formed from theMAGTF and NSE, which is introduced into theobjective area prior to the arrival of the main body ofthe FIE to conduct initial reconnaissance, establishliaison with in-theater authorities, and initiatepreparations for the arrival of the main body of the FIEand the MPSRON.

T

TACLOG group—Representatives designated bytroop commanders to assist Navy control officersaboard control ships in the ship-to-shore movement oftroops, equipment, and supplies. (JP 1-02)

tactical airfield fuel dispensing system (TAFDS)—An expeditionary system providing bulk fuel storageand dispensing facilities at airfields not havingpermanently installed fuel systems; also used tosupport fuel dispensing at established airfields.(MCRP 5-12C)

throughput—(DOD) In logistics, the flow ofsustainability assets in support of military operations,at all levels of war, from point of origin to point of use.It involves the movement of personnel and materielover lines of communications using establishedpipelines and distribution systems. (MCRP 5-12C)

APPENDIX G. REFERENCES ANDRELATED PUBLICATIONS

Department of Defense Directive (DODD)

4500.9 Transportation and Traffic Management

Allied Tactical Publications (ATPs)

8(A) Doctrine for Amphibious Operations

35(B) Land Force Tactical Doctrine

36(A) Amphibious Operations Ship to Shore Movement

39(A) Amphibious Embarkation

46(A) Air Drop Systems for Personnel and Supply Equipment

Joint Publications (JPs)

1-02 Department of Defense Dictionary of Militaryand Associated Terms

3-02 Joint Doctrine for Amphibious Operations

3-02.1 Joint Doctrine for Landing Force Operations

3-02.2 Joint Doctrine for Amphibious Embarkation

4-0 Doctrine for Logistic Support of Joint Operations

4-01 Joint Doctrine for the Defense Transportation System

4-01.3 JTTP for Movement Control

4-01.5 Joint Tactics, Techniques, and Procedures for WaterTerminal Operations

4-01.6 Joint Tactics, Techniques, and Procedures for Joint Logistics over the Shore

4-01.7 Joint Tactics, Techniques, and Procedures for Use ofIntermodal Containers in Joint Operations

Navy Supplement Publication (NAVSUP PUB)

505 Preparation of Hazardous Material for Military Air Shipment

G-2 ______________________________________________________________________________________________ MCWP 4-11.3

Marine Corps Warfighting Publications (MCWPs)

2-1 Intelligence Operations

3-17 Engineer Operations

4-1 Logistics Operations

4-11 Tactical Level Logistics

4-11.1 Health Service Support Operations

4-11.5 Seabee Operations in MAGTF

6-22 Communications and Information Systems

Marine Corps Reference Publications (MCRPs)

4-11.3B Movement of Units in Air Force Aircraft

4-11.3E Multiservice Helicopter Sling-Load Volumes I, BasicOperations and Equipment, Volume II Single PointRigging Procedures, Volume III Dual-Point LoadRigging Procedures

4-11.3F Convoy Operations Handbook

5-12C Marine Corps Supplement to the Department ofDefense Dictionary of Military and Associated Terms

Marine Corps Orders (MCOs)

P4030.19 Preparing Hazardous Materials for Military AirShipments

8010.1E Class V(W) Planning Factors for Fleet Marine ForceCombat Operations

Fleet Marine Force Manuals (FMFMs)

1-8/NWP 22-3 Ship-to-Shore Movement (under revision as MCWP 3-31.5)

4-2 The Naval Beach Group

4-6 Movements of Units in Air Force Aircraft (under revision as MCRP 4-12A)

47-47 Airdrop of Supplies and Equipment:Rigging Containers

Transportation Operations________________________________________________________________________________ G-3

10-553 Airdrop of Supplies and Equipment:Rigging Ammunition

Army Technical Manual (TM)

38.50 Packaging, Materials Handling, and Preparing ofHazardous Materials for Military Air Shipment

Army Field Manual (FM)

55-17 Terminal Operations Coordinator’s Handbook

Army Technical Bulletin (TB)

55-46-1 Standard Characteristics (dimensions, weight, andcube) for Transportability of Military Vehicles andOther Outside/Overweight Equipment

MCWP 4-11.3 Transportation Operations 4-11...1-2 _____ MCWP 4-11.3 movement phase of the amphibious...

Documents

Transcript of MCWP 4-11.3 Transportation Operations 4-11...1-2 _____ MCWP 4-11.3 movement phase of the amphibious...