a. The availability and capabilities of maritime terminals are essential to the success of most military operations. One of the main objectives is to maximize the throughput of cargo. Maximizing throughput may require the military force to use a combination of terminals. Strategic sealift is the principal means of delivering equipment and logistic support for land, air, and sea forces. Maritime terminal operations are conducted at fixed, unimproved, bare beach, and/or degraded port facilities, and at off-shore anchorages.
Maritime terminal operations include loading/unloading of MSC-controlled common-user ships (e.g., large, medium-speed RO/RO ships; MARAD RRF fast sealift ships; US or foreign charter ships), commercial ships operating in liner service under terms of USC, ships donated by foreign governments, other ships that may be provided by HNS or by maritime PREPO ships, Service watercraft assets, and other Service PREPO ships capable of over-the-shore and port operations from anchorage and commercial ocean transportation capabilities negotiated through SDDC liner contracts.
b. CDRUSTRANSCOM provides common-user terminal management as delineated in the Unified Command Plan. USTRANSCOM selects the strategic terminals in coordination with the supported CCDRs. The operation of maritime terminals in theater is the responsibility of the GCC. However, the GCC may opt to enter into command arrangement agreements with CDRUSTRANSCOM to allow USTRANSCOM to operate some or all of the maritime terminals in the theater. In most cases, USTRANSCOM sets up forward elements from each of the subordinate TCCs within the AOR. These elements coordinate strategic transportation information with the supported CCMD’s JDDOC/JMC or staff.
c. SDDC. SDDC has a presence at most common-user ocean terminals worldwide.
SDDC operates or manages operations by overseeing stevedoring and related terminal services contracts, which employ HN civilian personnel to operate the port activities and provide required services.
d. SPOE. USTRANSCOM provides sea transportation assets through its TCCs, MSC, and SDDC. SDDC is responsible for all CONUS surface movements and common- user SPOEs for unit movements. Vessel load is governed at each SDDC terminal by stevedore and related terminal service contracts that are in place to perform the vessel operations and rail, truck, and other terminal procedures.
e. SPOD. SPOD operations are normally conducted at established fixed maritime terminal facilities. SPOD maritime terminals include both seaports and inland water facilities capable of receiving deep draft vessels, coastal vessels, and barges. Many established terminals will have a connecting transportation infrastructure in place such as railways, highways, inland waterways, and nearby airfields.
For more information, see JP 4-01.5, Joint Terminal Operations.
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APPENDIX H
JOINT LOGISTICS OVER-THE-SHORE 1. General
a. JLOTS operations provide or enhance SPOD capability to support the JFC’s campaign or operation. A LOTS operation is the process of loading and off-loading ships in austere areas where fixed port facilities are damaged, unavailable, or inadequate for operational needs. LOTS also provides a means of intratheater sealift to move forces, equipment, and sustainment cargo closer to tactical assembly areas. JLOTS operations occur when Service LOTS forces conduct LOTS operations together under a JTF.
Typically, the JFC will appoint a JLOTS commander to integrate the Service LOTS assets and perform detailed planning and execution of JLOTS operations.
b. Types of JLOTS Operations. JLOTS provides the JFC flexibility to choose off- load locations including, but not limited to, a bare beach, an austere port, or a damaged fixed port in order to mitigate limited port access. JLOTS can also be used to augment existing fixed port facilities to increase throughput or divert sensitive cargoes to alternate off-load locations.
c. Logistics Integration. Commanders and staffs apply basic principles, control resources, and manage capabilities to provide sustained joint logistics. Logisticians can use the principles of logistics as a guideline to assess how effective logistics are integrated into plans and execution. To achieve full integration, commanders and their logisticians coordinate, synchronize, plan, execute, and assess logistic support to joint forces during all phases of the operation.
d. Roles and Responsibilities. GCCs have overall responsibility for JLOTS operations in their AOR. The GCCs may use their JDDOC to coordinate JLOTS operations at the CCMD level. Additionally, a JMC may be established at a subordinate unified or JTF level to coordinate the employment of all means of transportation (including that provided by PNs) to support the CONOPS.
e. C2 Relationships. In JLOTS operations, Service elements are normally integrated under one JLOTS commander who usually has tactical control authority to direct JLOTS operations. Service elements should be employed in a manner consistent with their designed operational capability. During the course of JLOTS operations, it may become necessary for the JLOTS commander to require that the MSC-operated or contracted ships take specific actions, such as shifting to a different anchorage or operation. Only a MSC representative has the authority to provide legally binding direction to the ship’s master.
JTF-PO SPOD provides a rapidly deployable seaport opening capability formed from joint forces to facilitate crisis response from mature or austere seaports in permissive or uncertain environments. As follow-on theater logistic capabilities arrive (JLOTS enablers and joint reception, staging, onward movement, and integration forces), JTF-PO SPOD begins transfer of authority of the forward distribution node to arriving forces or contracted capabilities to allow the seamless continuation of seaport and distribution operations.