COMSCINST_3121_9_B_-_Standard_Operating_Manual.pdf

M I L I T A R Y S E A L I F T C O M M A N D The U.S. Navy’s

Standard Operating Manual

COMSCINST 3121.9B

19 Sep 2008

Standard Operating Manual Table of Contents

1 Mission and Organization 1-1 References

1-2 Mission Statement

1-3 COMSC Responsibilities

1-4 Headquarters Organization 1-4-1 Matrix Organization 1-4-2 Program Managers 1-4-3 Functional Directorates 1-4-4 Global Command Information Center

1-5 Subordinate Commands

1-5-1 MSFSC

1-5-2 Ship Support Units 1-5-3 SEALOGs 1-5-4 MSC Offices 1-5-5 MSC Representatives 1-5-6 Maritime Prepositioning Ship Squadrons 1-5-7 Reserve Units

1-6 External Commands 1-6-1 U. S. Fleet Forces Command 1-6-2 U. S. Transportation Command 1-6-3 Assistant Secretary of the Navy 1-6-4 Surface Deployment and Distribution Command 1-6-5 Maritime Administration 1-6-6 U. S. Coast Guard 1-6-7 American Bureau of Shipping 1-6-8 Numbered Fleet Commanders

1-7 Command Relationships 1-7-1 Sources of Authority 1-7-2 Types of Command Authority 1-7-3 Task Force Organization 1-7-4 Geographic Boundaries 1-7-5 Senior Officer Present Afloat

1-8 MSC Controlled Shipping 1-8-2 Government Owned, Government Operated (GOGO) 1-8-3 Government Owned, Contract Operated (GOCO)

1-8-4 Commercially Owned, Contract Operated (COCO)

2 Standard Operations 2-1 References

2-2 Ship Movement 2-2-1 Deployments and Voyages 2-2-2 Schedules 2-2-3 Sailing Orders 2-2-4 Classification of Ship Movements 2-2-5 Cross Boundary Operations 2-2-6 Crossing Area Command Boundaries

2-3 Standards for Ship Operations 2-3-2 Master’s Presence on the Bridge 2-3-3 Master’s Responsibility with a Pilot Onboard 2-3-4 Chief Engineer’s Underway Station 2-3-5 Persons Allowed on the Bridge 2-3-6 Flag Display 2-3-7 Standards of Appearance 2-3-8 Publications and Charts

2-4 Entry and Clearance 2-4-1 Sovereign Immunity 2-4-2 Diplomatic Clearance 2-4-3 Asylum and Temporary Refuge 2-4-4 Conduct Ashore

2-5 Common Operational Picture 2-5-1 Movement Reports 2-5-2 Position Reports 2-5-3 OPSUMs and OPREP-5 Feeders

2-5-4 AIS

2-5-5 Ship Sightings

2-6 Force Protection 2-6-1 Fleet Guidance 2-6-2 MSC Shipboard FP Program 2-6-3 Assessing the Threat 2-6-4 Use of Force 2-6-5 FP Training

2-7 Logistics 2-7-1 MSC Representation 2-7-2 Local Agents 2-7-3 Logistics for Port Calls 2-7-4 Logistics Requirement Report 2-7-5 Prearrival Report 2-7-6 Oil Spill Response

2-7-7 Bunker Fuel

2-8 Severe Weather 2-8-1 General

2-8-2 OTSR

2-8-3 Sortie 2-8-4 Cold Weather Operations

2-9 Passengers 2-9-1 Passengers and Guests 2-9-2 VIP Visits 2-9-3 Supercargos 2-9-4 Embarked Security Teams

2-10 Incident Reporting 2-10-2 Types of OPREP-3 Reports 2-10-3 WHITE PINNACLE Exercise Procedures 2-10-4 Message Addressees

3 Mission Specific Operations 3-1 Naval Fleet Auxiliary Force

3-1-1 References 3-1-2 Scheduling 3-1-3 Underway Replenishment

3-2 Special Mission Support 3-2-1 Program Sponsors 3-2-2 Scheduling 3-2-3 Embarked Detachments

3-3 Prepositioning Ships 3-3-1 References 3-3-2 Unique Mission 3-3-3 Squadron Organization 3-3-4 Scheduling

3-4 Dry Cargo 3-4-1 Types of Ships 3-4-2 Scheduling 3-4-3 Guidelines for Dry Cargo Operations 3-4-4 Chartered Vessel On-Hire Surveys

3-5 Tankers 3-5-1 References 3-5-2 Scheduling 3-5-3 Tanker At Sea Cargo Operations 3-5-4 Tanker Notice of Readiness 3-5-5 Petroleum and Tanker Inspection 3-5-6 Cleaning and Gas-free Requirements 3-5-7 Tanker Loading and Discharge Reports

3-5-8 Chartered Joint Survey, Delivery and Redelivery

3-6 Activation Procedures 3-6-1 References 3-6-2 Ready Reserve Force (RRF) 3-6-3 FOS and ROS 3-6-4 RRF Activation Procedures 3-6-5 Surge Activation Procedures

4 Readiness 4-1 References

4-2 SORTS and DRRS-N

4-3 Material Readiness 4-3-1 Maintenance Philosophy 4-3-2 Safety Management System

4-3-3 USCG 835

4-3-4 Disabled Machinery Requests

4-4 Casualty Reports 4-4-1 Policy 4-4-2 Types of CASREPs 4-4-3 Categories of CASREPs 4-4-4 Estimated Time of Repair 4-4-5 Required Remarks 4-4-6 Sponsor Controlled Equipment 4-4-7 CASREP Flow Charts

Appendix A Messages and Reports.……………………………………………..67

Appendix B Abbreviations...………………………………………………………68

Appendix C Deleted Sections.………………………………………………….…76

1 Mission and Organization

1-1 References

a. COMSCINST 5440.8G, Organization of Military Sealift Command

Headquarters

b. MSFSCINST 5440.2, Organization of Military Sealift Fleet Support Command

c. COMSCINST 3500.1A, Expeditionary Port Unit Training and Readiness

d. Memorandum of Agreement between Military Sealift Command and U.S.

Coast Guard

e. Unified Command Plan

f. Forces For Unified Commands

g. Joint Publication 1, Doctrine for the Armed Forces of the United States

1-2 Mission Statement

a. Military Sealift Command (MSC) provides ocean transportation of personnel, equipment, fuel, supplies and ammunition to sustain U.S. forces worldwide during peacetime and war for as long as operational requirements dictate. The command operates ships that provide combat logistics support to U.S. Navy ships at sea; special mission support to U.S. government agencies; prepositioning of U.S. military supplies and equipment at sea; and ocean transportation of Department of Defense cargo in both peacetime and war.

1-3 COMSC Responsibilities

a. MSC, including all subordinate commands and activities, is part of the operating forces of the U.S. Navy. Commander, Military Sealift Command (COMSC) is the administrative commander for all MSC forces and in that role performs Navy Type Commander (TYCOM) duties.

b. Administratively, COMSC is a Navy echelon III command under U.S.

Fleet Forces (USFF). In this capacity, COMSC develops and provides mission ready forces to Fleet Commanders for operational tasking.

c. Operationally, COMSC is the Navy Component Commander to U.S.

Transportation Command (USTRANSCOM). MSC’s operational organization is structured to support USTRANSCOM mission objectives through geographically assigned Sealift Logistics Commanders (SEALOGs).

d. Contractually, COMSC is the Head of Contracting Activity (HCA), with contract authority for the acquisition of all necessary assets, goods and services to accomplish assigned missions.

e. COMSC responsibilities include:

(1) Operate and administer government-owned ships assigned, and other ships acquired to provide ocean transportation for personnel, material and petroleum, oil and lubricants (POL).

(2) Maintain MSC ships to a uniform set of standards. Manage a realistic training program and maintain emergency readiness.

(3) Provide MSC ships to Combatant Commanders and Service Sponsors for fleet support, special mission support and prepositioning.

(4) Provide dry cargo ships and tankers to meet ocean transportation requirements assigned by USTRANSCOM. Coordinate sealift operations as required.

(5) Develop plans for the effective use and control of government owned and commercially contracted ships for operational tasking in peacetime and war.

(6) Provide training guidance and monitor readiness of assigned selected reserve units.

Figure 1-1 Headquarters Organization

1-4 Headquarters Organization

1-4-1 Matrix Organization

a. MSC headquarters, located in the Washington Navy Yard, in Washington, DC, consists of Program Managers and Functional Directorates. These offices within the headquarters staff have overlapping interests and responsibilities best understood as a matrix, illustrated in Figure 1-1 on page 6.

1-4-2 Program Managers

a. The MSC force is divided into four Program Managers, each responsible for a category of MSC ships (Figure 1-2 on page 8). COMSC exercises Administrative Control of assigned ships through Program Managers, Technical Directors and subordinate field activities.

b. The Program Manager is responsible for Type Commander (TYCOM) functions for ships assigned, including life cycle management, ship readiness, maintenance and repair, and logistics support. It also includes ensuring customer requirements are met, whether through organic or contracted sources, maintaining readiness of program assets, developing strategic plans to meet future needs, formulating program policy and long term plans for resource management, formulating program budgets and allocation of resources.

c. PM1 manages ships that provide direct fleet support to Navy operations worldwide. The Naval Fleet Auxiliary Force (NFAF) includes oilers, combat stores ships, ammunition ships, ocean going tugs, salvage, and hospital ships.

d. PM2 manages Special Mission Ships (SMS) that support specialized scientific and technical missions for DoD sponsors. Missions include ocean surveillance, hydrographic survey, cable laying, missile telemetry collection, submarine support, and navigation test support.

e. PM3 provides ships to be loaded with military stores for forward staging around the world. Prepositioning ships carry cargo owned by U.S. Army, Air Force, Navy, and the Marine Corps The ships are organized in three Maritime Prepositioning Ship Squadrons.

f. PM5 provides marine transportation to satisfy Department of Defense sealift requirements. For dry cargos validated by USTRANSCOM and assigned to MSC, PM5 provides breakbulk, container and RORO as well as other specialty ships (heavy lift/floflo) from both government and commercial sources. PM5 also provides Government owned tankers supplemented by commercial charters for POL movements.

Government owned ships are managed by PM5 directly, or activated from the Ready Reserve Force maintained by the Department of Transportation’s Maritime Administration. Commercial ships are chartered as required.

PM1

Naval Fleet Auxiliary Force

PM2

Special Mission

Ships

PM3

Prepositioning

Ships

PM5

Sealift

Oilers T-AO

Dry Cargo Ammunition

T-AKE

Fast Combat Support

T-AOE

Combat Stores T-AFS

Ammunition T-AE

Hospital T-AH

Fleet Ocean Tugs

T-ATF

Rescue Salvage

Ocean Surveillance

T-AGOS

Surveying T-AGS

Missile Range Instrumentation

T-AGM

Acoustic Survey

T-AG

Submarine Support

SSV

Navigation Test Support T-AGS

Cable Laying Salvage

T-ARC

Command LCC

Maritime Prepo Container /

RORO T-AK

Army Prepo LMSR

T-AKR

NDAF Aviation Maintenance Logistics T-AVB

Container Ammo

T-AK

High Speed Vessel

HSV

OPDS T-AG

BB / MCDS T-AK

Large Medium Speed

RORO T-AKR

Container T-AK

Common User Tankers

T-AOT

RRF (when activated)

Figure 1-2 Ships by Program Manager

1-4-3 Functional Directorates

a. Headquarters staff includes Functional Directorates organized in standard

N-codes that provide core competencies and specialized support to Program Managers and subordinate commands. Each is responsible for developing command-wide policies and procedures within their area of responsibility, as spelled out in reference (a).

1-4-4 Global Command Information Center

a. The Global Command Information Center (GCIC) is manned 24 hours a day by a dedicated GCIC Watch Team, composed of a Battle Watch Captain, a Staff Duty Officer and a GCCS-M Operator. The GCIC is purpose-trained and organized to support COMSC as his operations conduit and information center. The purpose of the GCIC is to provide a focal point for the timely receipt, display, and dissemination of current information about MSC’s operations worldwide.

1-5 Subordinate Commands

1-5-1 MSFSC

a. Established in October 2006 as an Echelon IV command, Military Sealift

Fleet Support Command (MSFSC) is COMSC’s TYCOM execution authority for MSC’s Naval Fleet Auxiliary Force. MSFSC is responsible for manning, training, equipping and maintaining Government Owned and Government Operated ships of the MSC fleet, primarily those within the PM1 and PM2 programs. MSFSC is also responsible for afloat IT support to all MSC ships worldwide. To provide direct support to ships and SEALOGs, MSFSC maintains Ship Support Units around the world.

b. MSFSC administers TYCOM functions through Class Managers, who advise the Director on fiscal matters, readiness, maintenance, training, and logistics of assigned ships. Class Managers are assigned for each of the following groups:

(1) T-AO

(2) T-AE/AOE

(3) T-AFS/T-AKE

(4) T-ARS/T-ATF

(5) Special Mission Ships and T-AH

c. A detailed discussion of MSFSC’s organization is in reference (b).

1-5-2 Ship Support Units

a. Responsible to MSFSC for local coordination, Ship Support Units (SSUs) provide engineering, contracting, and IT support to ships assigned to MSFSC. SSUs also provide IT support to other MSC ships for government owned systems. SSUs also provide in-theater administrative (comptroller, supply, and information technology) support to their geographically collocated SEALOGs. SSUs are established as follows:

(1) SSU Singapore

(2) SSU San Diego

(3) SSU Naples

(4) SSU Bahrain

(5) SSU Japan

(6) SSU Guam

1-5-3 SEALOGs

a. COMSC is represented by five geographic Sealift Logistics Commands

(SEALOGs). A graphic depiction of each region is provided in Figure 1-5 on page 19.

The SEALOGs exercise Tactical Control (TACON) of all assigned USTRANSCOM forces and MSC forces not otherwise assigned to the Numbered Fleet Commander. The SEALOGs are therefore primarily responsible for execution of strategic sealift missions.

Sealift Logistics Commands are established as follows:

(1) SEALOGLANT, Norfolk, VA, ADDU as CTG-20.10 under

COMSECONDFLT.

(2) SEALOGPAC, San Diego, CA, ADDU as CTF-33 under

COMTHIRDFLT.

(3) SEALOGCENT, Bahrain, PRIDU as CTF-53 under

COMFIFTHFLT.

(4) SEALOGEUR, Naples, Italy, PRIDU as CTF-63 under COMSIXTHFLT. CTF-63 does not exercise TACON of USS MT WHITNEY.

(5) SEALOGFE, Singapore, ADDU as CTG-73.7 under CTF-73, or COMLOGWESTPAC. Unlike counterparts in other fleets, CTG-73.7 does not exercise TACON of all MSC ships assigned to COMSEVENTHFLT.

b. Each SEALOG has a formal relationship with its geographically collocated Numbered Fleet Commander. Under Fleet command authority, the commander may exercise tactical control (TACON) of MSC ships assigned to the Fleet Commander. While the SEALOG and the corresponding Numbered Fleet Logistics Task Force (typically CTF X3) are separate commands, they are co-located and work as a unified staff under a single commander.

c. This combined effort streamlines logistics operations, providing superior customer service to U.S. and NATO military forces in each geographic area. However, because one commander is exercising two distinct command authorities stemming from different authorities, care must be taken to understand the distinctions clearly. The SEALOG Commander exercises TACON over strategic sealift ships, derived through COMSC from USTRANSCOM. The same commander, as the Numbered Fleet Logistics Task Force Commander, exercises TACON over assigned MSC ships – most typically PM1, PM2 and PM3, but not always – with authority derived through the Numbered Fleet Commander from the Combatant Commander. Command relationships and task organization vary by Fleet and are discussed further in section 1-7-2.

d. To assist with local, direct support to assigned ships, SEALOGs are represented by MSC Offices and MSC Representatives.

1-5-4 MSC Offices

a. Located in ports where MSC conducts regular, sustained operations, MSC

Offices (MSCOs) provide direct support to MSC ships and act as MSC’s liaison with local commands. Responsibilities include coordination of logistics, husbanding services and port loading. Assistance to ships may also include coordinating voyage repairs, delivery of mail, bunkering, travel arrangements and administrative support. While expeditious, orderly port visits are the main goal, care must be taken to avoid assuming responsibilities contractually required by an operating company’s local agent, if applicable.

b. MSCOs are established as follows:

(1) MSCO Pearl Harbor

(2) MSCO Korea

(3) MSCO Okinawa

(4) MSCO Diego Garcia

(5) MSCO Kuwait

1-5-5 MSC Representatives

a. Similar to MSCOs, MSC Representatives provide on-site coordination of ship operations on behalf of SEALOGs. Whereas an MSCO is typically an organization of a dozen or more staff, an MSC Representative most often is assigned isolated duty.

For operations in ports where no MSC Rep is permanently assigned, SEALOGs may direct travel to provide temporary support and supervision.

1-5-6 Maritime Prepositioning Ship Squadrons

a. There are three Maritime Prepositioning Ship (MPS) Squadron

(MPSRON) staffs, forward deployed and embarked in MPS flagships that exercise Tactical Control (TACON) of assigned ships. Despite the name, squadrons may be assigned any of the ships in the Afloat Prepositioning Force, not only those loaded with Marine Corps cargo. Squadron commanders provide a single focus for the converging interests of the operational chain of command, the program office (PM3) and individual ship masters. Squadron staffs work closely with PM3 to coordinate ship and cargo maintenance cycles, keeping operational commanders informed of each ship’s readiness status. Squadron Commanders report operationally to numbered Fleet Commanders through dual-hatted SEALOGs, and administratively to COMSC.

1-5-7 Reserve Units

a. MSC commands have support relationships with Reserve units that provide access to over 1000 Navy Reserves. MSC headquarters and each of the SEALOGs have associated Reserve units that provide trained Reserves to augment staff as required. In addition, SEALOGs are assigned Expeditionary Port Units (EPUs) that provide unique port opening and management capabilities, including the establishment and operation of a temporary MSCO, as discussed in reference (c). SEALOGLANT also administers seven Cargo Afloat Rig Teams (CART) that can be mobilized to facilitate cargo offload with shipboard cranes.

1-6 External Commands

1-6-1 U. S. Fleet Forces Command

a. U.S. Fleet Forces (USFF) reports directly to the Chief of Naval Operations

(CNO) and is the Navy Component of U.S. Joint Forces Command (USJFCOM). USFF provides for the administration, training, maintenance, readiness, and support of Fleet Forces, including those forces transferred to the operational command of other commanders; organizes forces and resources; and prepares plans for the employment of forces. USFF serves as a force provider to Combatant Commanders.

b. COMSC reports to USFF as the Type Commander for assigned ships, tasked to provide ships that are properly manned, trained, equipped and maintained for mission tasking by Unified Commanders.

1-6-2 U. S. Transportation Command

a. USTRANSCOM provides air, land and sea transportation for the

Department of Defense, both in time of peace and time of war. As the single manager of America's global defense transportation system, USTRANSCOM is tasked with the coordination of people and transportation assets to allow the US to project and sustain forces. USTRANSCOM is located at Scott Air Force Base, Illinois.

b. COMSC reports to USTRANSCOM as the Naval Component Commander for assigned ships, tasked to plan and execute sealift missions in support of Regional Combatant Commanders, services, and other DOD agencies.

1-6-3 Assistant Secretary of the Navy

a. The Assistant Secretary of the Navy for Research, Development and

Acquisition (ASN (RDA)) serves as the Navy Acquisition Executive, with authority, responsibility and accountability for all acquisition functions and programs. The Commander, Military Sealift Command has been designated as a Head of Contracting Activity by the Secretary of the Navy. The Director, Contracts and Business Management establishes contracting policy, procedure, oversight, and compliance requirements for the MSC enterprise.

Figure 1-3 Three Reporting Seniors

1-6-4 Surface Deployment and Distribution Command

a. The Army’s Surface Deployment and Distribution Command (SDDC) is

COMSC’s counterpart under USTRANSCOM as the overland lift component and primary surface distribution manager. SDDC's mission is to provide global surface deployment command and control and distribution operations. MSC’s primary interaction with SDDC is scheduling sealift ships to meet delivery timelines.

1-6-5 Maritime Administration

a. MARAD is one of eleven administrations within the Department of

Transportation, tasked to provide cost effective sealift from the National Defense Reserve Fleet (NDRF), which includes the Ready Reserve Force (RRF). Ships of the RRF are available for activation to satisfy sealift requirements validated by USTRANSCOM.

When activated, OPCON of RRF ships is transferred from MARAD to COMSC and managed by PM5 as strategic sealift assets. MARAD retains ADCON responsibilities for these ships during activation and operation.

1-6-6 U. S. Coast Guard

a. Among other missions, the U.S. Coast Guard (USCG) is responsible for maritime safety and security. Coast Guard personnel inspect commercial vessels, respond to pollution, investigate marine casualties and merchant mariners, manage waterways, and license merchant mariners. In addition to this mission, the Coast Guard carries out investigations to determine the cause of accidents on American-flagged ships.

b. USCG has regulatory jurisdiction over commercial shipping. The majority of MSC ships are public vessels not under USCG jurisdiction. However, to ensure MSC ships adhere to the practice of commercial merchant marine industry, including classification with the American Bureau of Shipping and certification by the USCG, reference (d) documents agreement between COMSC and USCG for MSC ships.

1-6-7 American Bureau of Shipping

a. The American Bureau of Shipping (ABS) is a classification society with a classed fleet of over 10,000 commercial vessels. Surveyors are employed in ports and shipyards worldwide to inspect ships periodically to verify their continued compliance with applicable regulations. After damage from collision, grounding, fire, or other damage, an ABS surveyor will attend the ship in her next port to verify that it is in compliance before the ship sails. (Note that the USCG may also perform this inspection.)

b. Under the USCG Alternative Compliance Program (ACP), Classification Rules, International Conventions and a U.S. Supplement provide an equivalent alternative to the Code of Federal Regulations (CFR). ABS is the authorized classification society for MSC ships. USCG issues a Certificate of Inspection (COI) to each MSC ship based in part on ABS reports.

c. Among other things, ABS is responsible for classing ships, conducting surveys for damage and required repairs, verifying material condition, providing drydock and overhaul guidance, and providing survey support for ship delivery.

1-6-8 Numbered Fleet Commanders

a. Five Numbered Fleet Commanders exercise command of fleet forces assigned, with geographic areas of responsibility corresponding to those of geographic Combatant Commanders, which are delineated in reference (e). The PACOM AOR is further divided between THIRD and SEVENTH Fleets. MSC ships in PM1, PM2 and PM3 typically operate under the command authority of numbered Fleet Commanders (see discussion in Section 1-7-3).

b. Combatant Commanders are responsible for Force Protection (FP) of all forces operating in their geographic area of responsibility. On behalf of the Combatant Commander, numbered Fleet Commanders are responsible for FP of MSC ships in their area of responsibility. FP is inherent in command authority, thus Fleet Commanders are directly responsible for FP of MSC ships assigned to the fleet. In addition, by virtue of the ship’s presence in theater, Fleet Commanders are responsible for FP of MSC ships assigned to USTRANSCOM.

1-7 Command Relationships

1-7-1 Sources of Authority

a. The 1986 Goldwater-Nichols Act required Service Secretaries to assign all forces under their jurisdiction to combatant commands as directed by the Secretary of Defense. This direction is provided annually in reference (f), the “Forces For Unified Commands” memorandum (or simply Forces For Memorandum), which assigns forces to combatant commanders for normal peacetime operations.

b. Through the Joint Strategic Capabilities Plan (JSCP), the Chairman of the Joint Chiefs of Staff (CJCS) provides planning guidance to the combatant commanders and Service Chiefs and apportions forces. Whereas the “Forces For Memorandum” assigns forces only by capability, the JSCP apportions forces by name for specific dates.

c. To meet unanticipated requirements, Combatant Commanders (COCOMs) may request additional forces. If approved and directed by CJCS, a Deployment Order (DEPORD) directs the transfer of forces from the service provider to the requesting COCOM. In addition to specifying required dates and capabilities, the DEPORD establishes how command relationships will change when forces are transferred between combatant commands. Services may also deploy forces on service DEPORDs.

1-7-2 Types of Command Authority

a. Reference (g) explains the fundamental principles of command authority at length. The basic definitions are reviewed below for convenience.

b. Combatant command (COCOM) is the authority of a Combatant Commander to organize and employ forces as necessary to accomplish assigned missions. It may not be delegated, but is exercised through subordinate commanders.

All other command authorities are inherent in, and derive from, combatant command authority.

c. Operational control (OPCON) is inherent in combatant command and may be delegated within the command. OPCON is the authority to organize and employ forces, assigning tasks, designating objectives, and giving authoritative direction necessary to accomplish the mission. OPCON is exercised through commanders of subordinate organizations and is only transferred to a different COCOM as directed by the Secretary of Defense. Normally this authority is exercised by subordinate joint force commanders and Service and/or functional component commanders. OPCON is the authority to assign missions.

COCOM OPCON TACON ADCON

PM1

NFAF

Regional Combatant Commander

Numbered Fleet Commander°

CTF X3* COMSC

PM2

Special Mission

Regional

Commander°

CTF X3* COMSC

PM3

Prepositioning

Regional

Commander°

CTF X3*

delegated to

MPSRON

COMSC

PM5

Sealift

USTRANSCOM COMSC SEALOG COMSC

PM5

RRF (when activated)

USTRANSCOM COMSC SEALOG MARAD

° in some theaters OPCON may be delegated to the CTF X3 level

* in some theaters ships are assigned to other CTFs or to CTGs

Figure 1-4 C2 Summary

d. Tactical control (TACON) is command authority over assigned forces that is limited to the detailed direction and control of movements within the operational area necessary to accomplish missions assigned. Tactical control is inherent in and a subset of operational control. Tactical control may be delegated to any commander directly subordinate to the OPCON authority. TACON does not include the authority to assign missions.

e. Administrative control (ADCON) is the exercise of authority over assigned forces with respect to administrative matters such as personnel management, training, supply, maintenance and repair, inspection and other related matters not included in operational missions. COMSC exercises ADCON of all MSC ships regardless of location or OPCON assignment. This responsibility does not apply to ships in the Ready Reserve Force, which are under the ADCON of MARAD, or to commercial ships under charter to MSC.

f. Command authority flows from the original source of authority through established chains of command. OPCON is a subset of COCOM; TACON is a subset of OPCON. Thus TACON may only be transferred between commanders who share a senior commander exercising OPCON who directs the transfer. Forces may only be transferred from one COCOM to another at the direction of the Secretary of Defense.

Note that transient forces do not come under the command authority of the geographical commander solely by their movement across operational area boundaries, except as the combatant commander is exercising TACON for Force Protection.

1-7-3 Task Force Organization

a. The majority of MSC ships are apportioned to geographic Combatant

Commanders through the Forces For Memorandum (reference (f)). OPCON of these ships is delegated to numbered Fleet Commanders, who in turn delegate TACON to subordinate CTF commanders. Often, the subordinate fleet tactical commander exercising TACON is dual-hatted as the MSC SEALOG. This arrangement applies to all PM1, PM2 and PM3 ships, except those PM3 ships that have been released to the common user pool for sealift tasking.

b. COMSC exercises ADCON over assigned forces at all times. This includes provision of TYCOM services throughout overseas deployment regardless of the command or theater in which those forces operate.

c. MSC ships with strategic sealift missions (i.e., managed by PM5) are apportioned to USTRANSCOM. As USTRANSCOM’s naval component commander, COMSC exercises OPCON of these ships, and delegates TACON to SEALOGs (unless other command arrangements are expressly specified in writing). For this purpose, COMSC is designated CTF 48. Subordinates within this task organization are designated as follows:

(1) CTG 48.2 SEALOGLANT

(2) CTG 48.3 SEALOGPAC

(3) CTG 48.5 SEALOGCENT

(4) CTG 48.6 SEALOGEUR

(5) CTG 48.7 SEALOGFE

1-7-4 Geographic Boundaries

a. Reference (a) defines the geographic areas of responsibilities (AOR) for

Combatant Commanders (COCOMs) , as illustrated in Figure 1-5 on page 19. The PACOM AOR is further divided between THIRD and SEVENTH Fleets.

b. MSC’s SEALOG area boundaries, as illustrated in Figure 1-6, correspond to the COCOM boundaries, except as follows:

(1) The boundary between SEALOGPAC and SEALOGFE follows the International Date Line, dividing responsibility for the PACOM AOR and corresponding to the boundary between THIRD and SEVENTH Fleets.

(2) SEALOGPAC is responsible for the North American coast west of 92-00W longitude. SEALOGLANT is responsible for the remainder of the NORTHCOM AOR and all of the SOUTHCOM AOR.

(3) SEALOGEUR is responsible for both EUCOM and AFRICOM AORs.

c. When MSC ships OPCON to Fleet Commanders cross these geographic boundaries, the ships Change Operational Commanders (CHOP), and must report this shift in command relations. When MSC ships OPCON to USTRANSCOM cross these boundaries, the ships shift TACON to the respective MSC SEALOG, and must report Crossing MSC Area Boundary.

1-7-5 Senior Officer Present Afloat

a. In ports where U.S. Navy ships are present, a Senior Officer Present

Afloat (SOPA) is formally identified and assigned additional responsibilities by the Fleet Commander. SOPA will organize local events involving more than one ship, especially sorties to avoid heavy weather, evacuation of stricken areas, port breakouts or similar emergencies. In these circumstances, SOPA has full authority over MSC ships regardless of operational or administrative command relationships.

1-8 MSC Controlled Shipping

1-8-1 General

a. This section discusses the status of ships based on their ownership and manning. These categories should not be confused with command relationships discussed in Section 1-7 above. Ships from each of the categories below could be assigned to the operational control of any Combatant Commander, depending on its mission.

b. The term “MSC ships” as used in the SOM refers to all ships employed by MSC, including those owned by the government, chartered and contract-operated ships and RRF ships when activated. Where guidance is intended, it applies uniformly except when in conflict with specific terms and conditions of contracts. In many instances, the guidance for “MSC ships” does not apply to the voyage chartered ships discussed in section 1-8-4, in which case the guidance will specify the exception.

1-8-2 Government Owned, Government Operated (GOGO)

a. MSC ships that are owned by the government are public vessels, many of them designated United States Naval Ships (USNS). These ships are not commissioned and are manned by civilian merchant mariners who are either government employees termed Civilian Mariners (CIVMARs) or are employed by contract operators. All USNS ships are subject to the same international courtesies, immunities and privileges as other public vessels, such as U.S. Navy warships. Contracts between MSC and civilian operating companies acknowledge this status, which precludes use of these ships in commercial operations or for the contractor’s own purposes.

b. Ships that are both government owned and government operated (i.e., manned by CIVMARs) include all PM1 ships and some PM2 ships, specifically T-ARC, and LCC. Their status is abbreviated GOGO.

1-8-3 Government Owned, Contract Operated (GOCO)

a. Ships that are government owned and contractor operated (GOCO) include T-AGOS, T-AGS, and T-AGM from PM2, the LMSR prepositioned (PM3) and surge (PM5) ships, T-AOT (T-5 tankers – PM5) and ships of the Ready Reserve Force (RRF, see Section 3-6). These ships are manned by operating companies under contract to MSC, and the crews are employees of the operating company. The contract normally gives the operating company responsibility for maintenance of the ship as well.

1-8-4 Commercially Owned, Contract Operated (COCO)

a. Some ships working under contract for MSC are commercially owned and contract operated (COCO) by operating companies. The ships are manned by employees of the operating companies, who are also wholly responsible for the ship’s maintenance.

b. Contracts for COCO ships are of two types:

(1) Time charters are leased for a fixed period of time, during which MSC may specify missions and tasking in accordance with the contract. Time charters support a wide variety of missions for MSC, including submarine support (PM2), prepositioning ships (PM3), container sealift and tankers (PM5). Ships under time charter are considered subject to military operational control (OPCON), which includes full authority to give authoritative direction and change schedules as necessary to accomplish the mission.

(2) Voyage charters are hired to move cargo from one specified port to another specified port. Since the ship’s owner retains complete control over the ship’s manning, operation and scheduling, voyage charters are not considered subject to military operational control. For this reason, policy in this manual does not always apply to voyage chartered ships, particularly where it conflicts with the charter party, operating company policy, or regulations of the nation where the vessel is flagged.

(3)

Figure 1-5 COCOM Boundaries

Figure 1-6 SEALOG Boundaries

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2 Standard Operations

2-1 References

a. NTTP 3-54.3, Operations Security

b. COMSCINST 3070.1B, Operations Security Plan

c. NTP 13B, Flags, Pennants and Customs

d. COMSCINST 3120.16B, Standards of Appearance

e. OPNAVINST C3128.3T, Port Visits to Foreign Countries

f. U.S. Navy Regulations

g. COMSCINST 3123.5J, Movement Reports

h. MSFSCINST 3120.1, Weekly Operations Summary Report

i. COMSCINST 5530.3C, Shipboard Force Protection Program

j. COMSC message 102045Z Jul 06, Standing Rules for the Use of Force (SRUF) by MSC Personnel

k. OPNAVINST 5090.1C, Environmental Readiness Program Manual

l. NAVMETOCCOMINST 3140.1L, Oceanographic and Meteorological Support System Manual

m. OPNAV P-03C-01-89, Cold Weather Handbook for Surface Ships

n. COMSCINST 4650.2D, Passengers, Including Noncombatant Operation Evacuees, Onboard Military Sealift Command Controlled Ships

o. COMSCINST 3120.19, Embarkation of Supercargo Personnel

p. OPNAVINST 3100.6H, Special Incident Reporting

q. Memorandum of Agreement between COMSC and USCG, 5 Nov 07

2-2 Ship Movement

2-2-1 Deployments and Voyages

a. When not underway on mission tasking, MSC ships not stationed overseas remain in ports in the continental U.S. (CONUS). Sailing from these ports in conjunction with maintenance requirements or seatrials, or other such administrative moves, is coordinated and directed by the ship’s administrative commander, usually SEALOGLANT or SEALOGPAC. Other types of administrative moves may include berth shifts to adjust port loading or transits to and from shipyards. For sealift ships in

CONUS layberths or PM3 ships that are “off-tether”, sorties may be directed to avoid storms.

b. MSC ships are assigned missions by the commander exercising OPCON authority. The length of the deployment or voyage is dictated by the nature of the mission. NFAF, SMS and Prepositioning Ships typically deploy under the OPCON of a numbered Fleet Commander, and will shift OPCON as directed by deployment orders.

Sealift ships (including Prepositioning Ships assigned to PM5 for operational tasking) sail under the OPCON of COMSC.

2-2-2 Schedules

a. Schedules for MSC ships are written by various authorities depending on the source for their mission. Schedules for NFAF ships are closely coordinated between Fleet Commanders, MSFSC and SEALOGs to support presence requirements and operational tasking in addition to maintenance requirements. Special mission ship schedules are dictated by the supported agency or sponsor. Schedules for prepositioning ships are driven by combatant commanders (COCOM) presence requirements and coordinated maintenance schedules, and must be coordinated with Fleet Commanders, service staffs and maintenance facilities. Dry cargo strategic sealift schedules are determined by COCOM requirements as developed by USTRANSCOM. Sealift tanker schedules are developed from Defense Energy Support Center (DESC) requirements and created by COMSC in cooperation with DESC HQ.

b. Documentation of ships’ schedules also takes various forms, depending on the source and procedures most applicable to the geographic area and ship type.

Programs of record include online shared scheduling tools such as WEBSKED and MSC’s own Integrated Command, Control and Communications (IC3) system, as well as scheduling documents like Second Fleet’s Blue Blazer and Seventh Fleet’s Off-Tether Reports. In order to bring all scheduling information into one place that is uniform and consistently available to all users, MSC ship schedules are maintained in IC3 and updated as required by PMs, SEALOGs and the Global Command Information Center (GCIC).

c. Ships’ schedules are translated into actual movements through a variety of means. NFAF ships sailing under deployment orders in company with Navy units will respond to schedule changes as directed in fleet message traffic or as approved in WEBSKED. Special mission ships’ schedules are devised to support the sponsor agency, and often require no additional direction. However, for most MSC ships, sailing orders are the tactical mechanism for directing ship movement.

2-2-3 Sailing Orders

a. Sailing Orders (SAILORDs) are written instructions to a ship to execute some portion of the ship’s schedule. SAILORDs are issued by the ship’s TACON authority when required, usually within a week of the first sailing covered by the order.

When necessary, verbal orders may be issued, to be confirmed by subsequent written orders.

b. SAILORDs will normally be sent by naval message from the CTF/CTG with TACON authority. When necessary, SAILORDs may be sent by email or fax, particularly for ships with no message handling capability. SAILORDs will include the following information:

(1) Destination, with intermediate stops as required.

(2) Specified speed, required arrival date or direction to make either best or most economical speed.

(3) Reporting requirements, including addressees as appropriate.

(4) Special instructions, such as loading and discharge instructions for tankers, bunkering instructions, embarkation requirements for Force Protection teams, etc.

(5) Point of contact information.

(6) Directions on CHOP requirements, if needed.

c. Departure times are not always specified for all MSC ships. However, when a scheduled departure time is specified and a ship is unable to sail within four hours of that time, a Fail to Sail notification shall be submitted. Notification may be by message, phone or email in accordance with fleet policy, but shall include

(1) Reason for delay with pertinent details

(2) Detailed description of corrective action being taken, including assistance required

(3) Projected underway time, including operational limitations if any, and revised schedule as applicable.

2-2-4 Classification of Ship Movements

a. Classification of ship movements is the responsibility of a ship’s OPCON authority, which is either the Numbered Fleet Commander or COMSC. Ships OPCON to a Numbered Fleet Commander shall follow fleet guidance.

b. For ships OPCON to COMSC, the level of protection afforded sensitive information depends on the physical capabilities of individual ships. Ships capable of classified communications will treat the details of ship movements as confidential; those without secure communications will protect sensitive information within the limits of their capabilities. Taking the ship’s capabilities and mission particulars into account, COMSC will clearly designate classification for each voyage.

c. The following are examples of details that are typically classified by the respective OPCON authority:

(1) Specific missions, linking ship names, places, dates, cargo load, etc.

(2) Precise, current location of MSC ships underway (i.e. latitude/ longitude). Some contracted ships are not equipped to submit classified position reports, although their unclassified reports must be handled as sensitive information.

(3) Current and future ship schedules that link dates, ports and missions

(4) Aggregates of operational data, such as current Common Operational Picture (COP) representations

(5) NFAF replenishment schedules with fleet customers

(6) Special Mission Ships mission specifics

(7) Sealift ship missions carrying classified cargo

d. The security classification assigned to the movement of an MSC ship shall apply to all schedules, sailing orders, movement reports, LOGREQs and prearrival reports. Because coordination of clearance to foreign ports often requires long lead times and the release of port call information to personnel without clearances, reference (e) specifically directs that MSC ship visits remain unclassfied unless the nature of the operation or visit is such that classification would be appropriate. Disclosure of arrival dates is permissible as required to arrange clearance, logistics and husbanding services, but must be limited to the minimum required.

e. Even for operational information that is unclassified, operations security (OPSEC) remains an important principle of military operations. Information concerning schedules, cargos and plans is potentially sensitive and should only be divulged to responsible personnel who have a legitimate need-to-know in order to perform their duties. To the extent possible, operational details should remain in official channels and protected in a responsible manner. Reference (b) outlines MSC’s OPSEC program, defines critical information and provides procedures for safeguarding operational information.

2-2-5 Cross Boundary Operations

a. On occasion operational circumstances require MSC ships to operate in one SEALOG AOR while tactical control is held either by a different SEALOG or by a numbered fleet command element from a different AOR. Examples of these unusual situations include

(1) Prepositioning ships return to CONUS for ship or cargo maintenance in SEALOGLANT’s AOR while remaining OPCON to

COMSEVENTHFLT

(2) SEALOGPAC exercises TACON of sealift ships participating in the annual Operation DEEP FREEZE while those ships cross into SEALOGFE’s AOR

(3) SEALOGLANT exercises TACON of sealift ships participating in the annual Operation PACER GOOSE while those ships cross into SEALOGEUR’s AOR

b. When these cross-boundary operations arise, MSCHQ shall issue guidance to clarify command responsibilities and authorities. In all cases, both chains of command will have a legitimate interest in the operation and a need for tactical information and reports. The guiding principle will remain one of cooperation.

2-2-6 Crossing Area Command Boundaries

a. MSC monitors ship movements through SEALOGs, who either exercise

TACON directly over sealift ships OPCON to COMSC or through a dual-hatted responsibility to the numbered Fleet Commander. Ships that change operational commander (CHOP) when crossing into the AOR of a geographic Combatant Commander submit SORTS (see discussion in section 4-2).

b. Other MSC ships cross AOR boundaries without a corresponding change in operational commander. This applies primarily to ships that remain under COMSC OPCON regardless of location, where TACON is delegated in most cases to the local SEALOG commander. It is also true for PM3 prepositioning ships that return to CONUS for scheduled maintenance but remain OPCON to the supported theater commander. In order to keep reporting responsibilities clear, ships that do not submit SORTS shall report crossing SEALOG boundaries using the following format:

FM (SHIP’S NAME)

TO SEALOG AREA ENTERING

SEALOG AREA DEPARTING

INFO COMSC WASHINGTON DC

BT

UNCLAS //N03212//

MSGID/GENADMIN/(SHIP’S

FM (SHIP’S NAME)

TO SEALOG ENTERING

SEALOG DEPARTING

INFO COMSC WASHINGTON DC

BT

UNCLAS //N03212//

MSGID/GENADMIN/(SHIP’S

FM (SHIP’S NAME)

TO SEALOG ENTERING

SEALOG DEPARTING

INFO COMSC WASHINGTON DC

BT

UNCLAS //N03212//

MSGID/GENADMIN/(SHIP’S

FM (SHIP’S NAME)

TO SEALOG ENTERING

SEALOG DEPARTING

INFO COMSC WASHINGTON DC

BT

UNCLAS //N03212//

MSGID/GENADMIN/(SHIP’S

FM (SHIP’S NAME)

TO SEALOG ENTERING

SEALOG DEPARTING

INFO COMSC WASHINGTON DC

BT

UNCLAS //N03212//

MSGID/GENADMIN/(SHIP’S

FM (SHIP’S NAME)

TO SEALOG ENTERING

SEALOG DEPARTING

INFO COMSC WASHINGTON DC

BT

UNCLAS //N03212//

MSGID/GENADMIN/(SHIP’S NAME)//

SUBJ/CROSSING SEALOG BOUNDARY//

RMKS/1. ENTERED SEALOG(AREA) AOR FROM

SEALOG(AREA) AT DDTTTTZMMMYY AT

POSITION LAT-LONG.//

BT

Figure 2-1 Crossing SEALOG Boundary report

2-3 Standards for Ship Operations

2-3-1 General

a. MSC ship Masters are experienced mariners licensed in their profession by the USCG. The limited guidance provided in this section does not attempt to encompass the broad field of knowledge that must be mastered to safely operate ships at sea. In all cases, MSC Masters are expected to operate their ships according to best practices of government service and commercial merchant marine.

b. When planning ocean crossing voyages, Masters shall adhere to great circle tracks to the extent possible in order to reduce transit times and expenses. To minimize fuel costs, voyages shall be planned for a speed of advance not to exceed most economical speed, unless dictated otherwise by mission constraints, contract language or vessel design limitations, and specified in the ship’s Sailing Order.

c. Ships are expected to sail with a full crew complement. When circumstances arise that could result in the ship sailing without principal members of the crew, the Master shall contact the respective SEALOG promptly to discuss potential mission impact.

2-3-2 Master’s Presence on the Bridge

a. Unless the safety of the ship requires otherwise, the Master shall be on the bridge when docking, undocking and shifting berths; when entering and leaving restricted waters; when maneuvering in close waters or near other ships; also, when making a landfall; when maneuvering in ice or in thick weather or at any other time when conditions are such that the possibility of danger warrants the Master's presence on the bridge.

2-3-3 Master’s Responsibility with a Pilot Onboard

a. Navigation laws of the United States specifically charge the Master with the responsibility for the safe navigation of his ship. Masters may employ licensed pilots.

Employment of a pilot might be deemed necessary at any port when required by applicable laws or regulations. If a Master elects to employ a pilot, or if local law requires that he employ one, the pilot so employed acts as a technical advisor or assistant to the Master. A pilot is an advisor and his presence onboard does not relieve the Master or his subordinates of responsibility for the safe navigation of the ship. Though not obliged to, the Master may allow a pilot to maneuver his ship.

b. Compulsory pilotage laws of the various states are not applicable to public vessels of the United States. Per the Attorney General of the United States: "The public vessels of the Government have the right of entering the ports and harbors of the United States without employment of pilots, if the officers in command, under instructions, shall deem it consistent with the safety of their command. This exemption extends to all ships which belong to the United States, and employed in the public service, whether they be armed ships or not."

2-3-4 Chief Engineer’s Underway Station

a. The Chief Engineer shall be stationed in the engine control space wherever his presence is most necessary including when docking, undocking and maneuvering in close water or heavy traffic. Local regulations (i.e., Panama Canal Regulations) may stipulate additional requirements. Consult local regulations when planning unusual transits.

2-3-5 Persons Allowed on the Bridge

a. Masters and pilots shall exclude from the pilot house and navigator's bridge, while underway, all persons not concerned with the ship’s mission. Officers and inspectors of the Coast Guard, cadets onboard for training, licensed officers of ships, persons regularly employed in learning the profession of a pilot and representatives of the U.S. Navy, including embarked commanders, their staffs, and Embarked Security Teams, have legitimate business on the bridge by virtue of their assignments onboard.

2-3-6 Flag Display

a. MSC ships shall display national ensigns in accordance with reference (c).

b. MSC ships asserting full sovereign immunity (see section 2-4-1) shall not follow the merchant marine practice of displaying a foreign flag on arrival in a foreign port unless directed to do so by higher US naval authority. This practice is contrary to regulations for ships of the US Navy and can lead to the erroneous impression that MSC ships are commercial ships not entitled to the immunity afforded public vessels of the United States.

2-3-7 Standards of Appearance

a. MSC ships are often the only representatives of the U.S. Navy and U.S.

Government in their ports of call and they are always under observation as representatives of the United States. This requires that each ship create a favorable impression wherever it goes, maintaining a smart appearance in the broadest sense of the word. To ensure the personal appearance and conduct of the crew creates a favorable impression, each MSC ship shall institute a continuous program to ensure the following standards are maintained.

(1) The hull, decks, deckhouses and all appurtenances shall be cleaned and…