VOLUME I Multinational Maritime Tactical Instructions and Procedures

MTP 1(D), Vol. I
(3) Maintenance of Operational Capability — patrol routines will not permit normal military
capability training. Thus, while surveillance and picture compilation skills will be honed, other war
fighting skills will atrophy unless opportunities are provided to exercise them. This may necessitate
withdrawing units from the immediate theater to allow training activities to take place. Where possible,
passages should be in company to allow training to be progressed.
(4) Patrol Cycle — in order to plan rotation of units, the CTF/CTG must establish the balance between
“on station” and “off station” (in transit, training, port visit) time. Figures of 60% “on” and 40%
“off’ allow adequate time for maintenance and recreation. While at sea, a cycle of 6 days operations, one
day maintenance and one day rest gives a satisfactory balance and allows the extended periods between
port visits to be sustained. At pre-sail briefing, units must make the CTF/CTG aware of any constraints
(e.g., aircraft operating cycles) that will affect their availability. Every effort should be made to establish
a patrol operating cycle to allow units to conduct proper planning and management in order to maintain
unit efficiency and effectiveness.
e. Logistics. Initial planning should anticipate a lengthy operation in which sustainability will
play a key role. The following areas may require attention:
(1) Replenishment at Sea (RAS) Arrangements for food, stores, fuel and oils. Deficiencies
in this area would severely curtail patrol endurance and complicate patrol cycles.
(2) Overland Resupply. Feasibility and routes should be established. Use of this means of resupply
requires advance planning and good forecasting of future requirements. This method is especially
useful for unique national requirements and arrangements can normally be left to national
authorities. Host nation support may be required to ease problems of clearances and documentation.
(3) Airhead Arrangements. Similar to overland routes arrangements are normally made by national
authorities for routing of urgent stores items and personnel movements. Coordination to determine
the location of the airhead will be required to avoid duplication and to ensure that its position is
optimized for on-movement of stores and personnel which may well fall to Task Force assets to carry
out.
(4) Resupply Ports. A port or ports should be designated as replenishment points for store ships
and oilers. Wherever possible these should be collocated with the airhead and be on an overland route.
(5) Logistic Cells. The establishment of national cells ashore at airheads and or resupply ports is
most advisable to ensure a prompt and efficient service to sea going units. ALP 11 should also be consulted
when setting up multinational logistic arrangements.
(6) Stand-off Ports. A list of ports capable and willing to host ships during stand-off from patrol
should be drawn up. They must be categorized by size (i.e., capacity for size and number of ships) and by
distance from patrol areas in terms of steaming time, which can then be related to operational notice for
the area. The Task Force Commander will likely wish to retain the responsibility of designating ships to
port visits, in conjunction with the relevant host nation authorities.
(7) Diversion Ports/Airports. Preparations for the reception, detailed search and possible detention
of embargo breakers must be made. This will, in most instances, involve close liaison with the
competent local authorities. Anchorages should also be identified for use as holding areas for vessels
detained and awaiting search.
8-43 CHANGE 2