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LESSON PLAN
MPF 15
N20L8QM
REVISED 07/01/2008
INTRODUCTION (3 MIN)
1. GAIN ATTENTION.
(Slide 1)
What phase of an MPF Operations did we leave off after our last discussion?
A) The AA phase
And as we mentioned before the Arrival and Assembly Phase is the most critical
of all MPF phases due to the rapid build-up of forces and supplies and
ORGANIZATIONS needed for good command and control. In this class we will
further discuss how we go about selecting a beach to use for an MPF instream
offload as well as the characteristics that are necessary for a pier to conduct
a pier-side offload and the two important organizations that control those areas
during the offload.
The material in this class will be able to help you not only in MPF deployments
but also help you understand the basic planning considerations for any pier side
offload or instream offload outlined in your AA plan. This information will
also assist the student in the practical exercise portion of this course.
(Slide 2)
OVERVIEW. This lesson will provide the student with information concerning the
planning factors affecting beach selection; Beach Operations Group (BOG) task
organization and equipment requirements; potential limitations of a port off-
load; responsibilities of the Port Operations Group (POG); and port operations
planning considerations. This information will assist the student in the
practical exercise portion of this course.
(Slide 3)
1. With the aid of references, identify the planning factors affecting beach
area selection in accordance with MCWP 3-32. (0019.03.15a)
2. With the aid of references, explain the Beach Operations Group (BOG) task
organization considerations in accordance with MCWP 3-32. (0019.03.15b)
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3. With the aid of references, explain the Beach Operations Group (BOG)
equipment requirements in accordance with MCWP 3-32. (0019.03.15c)
INSTRUCTOR NOTE. Take a minute to read over your TLOs and ELOs. Once everyone
looks up I will know when to begin.
(Slide 4)
These are the references associated with the lecture.
TRANSITION. Are there any questions about what we will be covering, how we
will cover it, or how you will be evaluated? Good, now let’s discuss instream
vs. pier side offloads.
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(Slide 5)
When considering to conduct either a pier side or an instream offload the first
factor that comes to mind is time. This slide gives us the average amount of
time it takes to offload 1 ship. For an instream offload it takes approximately
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5-7 days for all of the contents of the ship to be offload an approx 3-5 days
for just rolling stock. For a pier side offload it takes only 3-5 days to
offload the entire ship or 18 hours to offload the rolling stock pier side. As
you can see a pier side offload is going to take a significantly shorter amount
of time to offload.
(Slide 6)
(Slide 7)
(Slide 8)
There are several factors that go into how we decide what beach to use for an
instream offload. The of which is the Hydrography of the beach to include
planning considerations for:
Beach length, Beach configuration (helo pad, fuel, water, lanes), Beach
interruptions and obstacles, Surf characteristics, Inshore currents, Tidal
ranges and times, Nearshore and foreshore, and Beach gradients
(Slide 9)
The first thing we want to examine at the beach is the beach length. Typically
we want to plan to use a beach that is 2-3 miles wide in length.
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What is a driving lane and how many driving lanes do you want to have ideally?
A Driving lane is a lane that the lighterage stays in to offload equipment and
supplies. Typically before an offload the LARC drives these lanes to ensure
they are adequate for lighterage operations.
A) Have different needs. Container driving lane needs to have RTCH ready to
offload it. Wheeled vehicles may need momat.
A) Way off to the side so that it is out of the way of the other boat lanes.
ABLTS system floats so need to be careful the line doesn’t get run over.
(Slide 10)
Here is an example of one beach that is broken up into 4 segments (red beach 1,
2, 3, and 4)
(Slide 11)
Another thing that we want to look at when deciding what beach to use for an
instream offload is making sure that it is clear of interruptions and obstacles
(both on the shore and in the water).
A) Old pilings
B) Sunken ships
C) Sand Bars
D) Reefs
(Slide 12)
Here is a graphic that shows just how deceiving a beach may look at high tide
then it does from low tide. At high tide the surf covers lines of hedgehogs,
log posts, mines and Belgian Gates.
On the shore there are shingles, a seawall, concertina wire and cliffs.
Graphic: Omaha Beach was the code name for one of the principal landing points
of the Allied invasion of German-occupied France in the Normandy landings on
June 6, 1944, during World War II.
(Slide 13)
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Now let’s discuss Surf Characteristics and how they affect our landing craft.
(Slide 14)
Plunging breaker. One on which a long portion of the wave crest peaks up and
then crashes violently into the preceding trough.
(Slide 15)
Spilling breaker. One with isolated patches of white water appearing along the
crest before the wave rolls over.
(Slide 16)
Surging breaker. A breaker which peaks up, instead of spilling or plunging, and
surges upon the beach.
(Slide 17)
(Slide 18)
(Slide 19)
A) Underwater currents can cause Landing Craft Casualties like Hanging up on the
beach or worse, broaching.
Sea Story:
When the 15th MEU did the initial landing of the LCU in Sri Lanka in
support of the Tsunami Relief effort in December 2004 the currents were so bad
that every time one piece of HE rolled off the Landing Craft the back end of the
craft would start to fish tale in the water and the craft master would have to
stop the offload to back up the craft and re-stab the beach. Those currents
significantly extended the timeline the Marines predicted to offload their ship.
(Slide 20)
How Can the Tide Affect where and when we plan to conduct an instream offload?
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C) Beach Depth
D) Breakers
Pictures: Depicts High and Low tide. The tides in Nova Scotia's Bay of Fundy are
the highest in the world . The rise and fall is 20, 30, often 40 feet in some
places. A view of the tides at Halls Harbour on Nova Scotia's Bay of Fundy.
This is a time lapse of the tidal rise and fall over a period of six and a half
hours. During the next six hours of ebb the fishermen unload their boats on the
dock. That's a high tide every 12 and 1/2 hours! There are two high tides every
25 hours
(Slide 21)
Nearshore and foreshore gradients. Nearshore is that area between the five
fathom curve and the mean lower low water line (surf zone). Foreshore is the
part of the shore or beach lying between the extreme low water and the upper
limit of the normal wave action.
B) Important because limits how close our landing craft can get to the dry
shore during an instream offload
(Slide 22)
Ideally, the beach gradient we look for is about a 1:45 or a Gentle Gradient.
This also caused the ideal Spilling Breakers
(Slide 23)
(Slide 24)
MPS anchorage close to shore to minimize lighterage travel and bulk liquid
pumping distances. (max distance of hose reel for ABLTS is 2 miles)
(Slide 25)
The zone of the shore or beach lying between the foreshore and the coastline and
acted upon by the waves only during severe storms, especially when combined with
exceptionally high tides. Formally called the back of the beach.
Backshore slope and soil trafficability. The zone of the shore or beach lying
between the foreshore and the coastline and acted upon by the waves only during
severe storms, especially when combined with exceptionally high tides. Formally
called the back of the beach.
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A) Sometimes the sand is so loose that wheeled vehicles have a hard time
rolling off the lighterage and up onto the beach. Often times in
situations like that we need to roll out a certain type of material called
“MOMAT” or “Temp Train” so that the vehicles can get a grip and move
through the beach.
(Slide 26)
Here is a picture of MOMAT. This type of material is often used during instream
offloads in places like IwaKuni where the soil/sand is very loose.
(Slide 27)
Available daylight.
Sea State
How can Sea State affect our operations? (go to next slide)
(Slide 28)
(Slide 29)
(Slide 30)
(Slide 31)
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Are there any questions on how we select a beach? Lets move on to discussing
the organization that coordinates the offload on the beach, the Beach Operation
Group (BOG).
(Slide 32)
2. Organizes beach
3. Offload lighterage
4. Traffic control
(Slide 33)
Coordinates causeway and boat landing sites and transfer of bulk liquid with LFSP
(Slide 34)
(Slide 35)
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The LFSP and more specifically the BOG has to be self-sustaining and able to
communicate the offload percentages back to the AAOG and LFSP commander. Good
communications is essential here.
Communications
Data processing
Medical
Organic supply
Maintenance
Engineer
Traffic circulation
Local security
Surf reports
(Slide 36)
Beach markers.
Communications
Earth-moving equipment
25-ton Crane
(Slide 37)
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(4) Medical
(Slide 38)
Overflow areas are where rolling stock or containers held until they can be
moved to the Unit Assembly Areas (UAAs)
f. Traffic lanes
(Slide 39)
There are obvious benefits to conducting a pier side offload to include time,
which we discussed in the beginning of the class. However, there are some
downsides to doing port operations as well. We will discuss all of these.
(Slide 40)
(2) Traffic congestion ( A lot of these ports are located in Urban areas
that are heavily congested)
(3) Availability of real estate for overflow areas and support areas
(Slide 41)
Finding a port that can accommodate the simultaneous offload of an entire MPSRON
unlikely.
c. Equipment available
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(Slide 42)
(Slide 43)
(Slide 44)
This is a graphic that shows where an Iraqi scud missile landed (the dot with 2
rings around it)
You may remember the very close call we had at El Jubayl, an important Saudi
offloading and staging port within the range of Iraqi Scuds. A Scud missile
landed just off the pier, narrowly missing an amphibious assault ship, the USS
Tarawa, along with two tankers carrying aviation fuel, a cargo ship, a Polish
hospital ship and a U.S. Army barge. The pier itself was crammed with ammunition
and fuel trucks.
Can you imagine if that scud missile had hit the pier? We’d still be talking
about it today like we do Kobar towers, Beruit, 9/11
(Slide 45)
If the HN port authority is not functioning, the CMPF or SDDC will assume this
responsibility. If it is functioning then the CMPF will designate an Navy Port
Authority Liaison officer to coordinate between the MPSRON and the HN.
(Slide 46)
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Port liaison officer will obtain port characteristics and coordinate required
services.
5 Pier-side services
6 Harbor security
(Slide 47)
5 Pier-side services
6 Harbor security
(Slide 48)
(Slide 49)
This is a wire diagram that depicts the command structure of the Pierside
Offload operations.
(Slide 50)
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(Slide 51)
(7)Major Tasks
(d) Coordinates with the port authority liaison officer for use of material
handling equipment, operations and longshoreman support and dunnage.
(Slide 52)
(Slide 53)
2. Provides support for the POG including billeting, messing, and administration.
(Slide 54)
(Slide 55)
(Slide 56)
Local laws and union contracts can increase complexity of port operations.
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Depending on US relations with HN, may not get all pier space you want……$$$$
paying customers.
(Slide 57)
In some instances we may be required to use Labor unions that work at the ports
to help stimulate the local economy.
Most ports are in urban areas with greater prevalence of crime so security may
be an issue.
Often times it is very difficult to find a port that can accommodate an entire
squadron of ships (5 or 6 ships doctrinally) into one port.
(Slide 58)
In the back of this section in the Student Guide, Attachment A, there are a list
of common graphics that you will use during the Practical Exercise portion of
this course. Let’s review a few of them.
(Slide 59)
(Slide 60)
(Slide 61)
(Slide 62)
(Slide 63)
A) MSR, ASR
C) staging areas (What is the difference between the Container staging area
and the COT LOT?_
SUMMARY (1 MIN)
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REFERENCES:
2. Joint Pub 4-01.8, Joint Tactics, Techniques, and Procedures for Reception,
ATTACHMENTS:
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