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7 January 1997

Joint Tactics, Techniques, andProcedures for

Use of Intermodal Containersin Joint Operations

Joint Pub 4-01.7

PREFACE

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1. Scope

This publication describes joint tactics,techniques, and procedures for effective andefficient use of intermodal containers andsystems to deploy, sustain, and redeployforces. It covers all types of InternationalOrganization for Standardization (ISO)intermodal containers and flatracks for thesurface transportation system and 463L palletand/or container systems for the airtransportation system. This publicationdescribes planning and operational proceduresfor employing intermodal principles andintermodal containers in operations from unitinstallation and/or depot through air and/orseaports of embarkation and/or debarkationinto the theater of operations and return. Useof intermodal containers and systems isapplicable to all types of cargo (i.e., all classesof supply).

2. Purpose

This publication has been prepared underthe direction of the Chairman of the JointChiefs of Staff. It sets forth doctrine andselected joint tactics, techniques, andprocedures (JTTP) to govern the jointactivities and performance of the ArmedForces of the United States in joint operationsand provides the doctrinal basis for USmilitary involvement in multinational andinteragency operations. It provides militaryguidance for the exercise of authority bycombatant commanders and other jointforce commanders and prescribes doctrineand selected tactics, techniques, andprocedures for joint operations and training.

It provides military guidance for use by theArmed Forces in preparing their appropriateplans. It is not the intent of this publication torestrict the authority of the joint forcecommander (JFC) from organizing the forceand executing the mission in a manner the JFCdeems most appropriate to ensure unity ofeffort in the accomplishment of the overallmission.

3. Application

a. Doctrine and selected joint tactics,techniques, and procedures and guidanceestablished in this publication apply to thecommanders of combatant commands,subunified commands, joint task forces, andsubordinate components of these commands.These principles and guidance also may applywhen significant forces of one Service areattached to forces of another Service or whensignificant forces of one Service supportforces of another Service.

b. The guidance in this publication isauthoritative; as such, this doctrine (or JTTP)will be followed except when, in the judgmentof the commander, exceptional circumstancesdictate otherwise. If conflicts arise betweenthe contents of this publication and thecontents of Service publications, thispublication will take precedence for theactivities of joint forces unless the Chairmanof the Joint Chiefs of Staff, normallyin coordination with the other membersof the Joint Chiefs of Staff, has providedmore current and specific guidance.Commanders of forces operating as part of amultinational (alliance or coalition) military

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Preface

Joint Pub 4-01.7

command should follow multinationaldoctrine and procedures ratified by the UnitedStates. For doctrine and procedures notratified by the United States, commanders

should evaluate and follow the multinationalcommand’s doctrine and procedures, whereapplicable.

DENNIS C. BLAIRVice Admiral, US NavyDirector, Joint Staff

For the Chairman of the Joint Chiefs of Staff:

TABLE OF CONTENTS

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PAGE

EXECUTIVE SUMMARY ............................................................................................ ix

CHAPTER IINTRODUCTION TO INTERMODALISM

• Background............................................................................................................... I-1• Purpose..................................................................................................................... I-1• Fundamental Principles of Intermodalism and Intermodal Container Use.................. I-1

CHAPTER IIINTERMODAL EQUIPMENT

• Purpose.................................................................................................................... II-1

SECTION A. STANDARDS AND SPECIFICATIONS............................................. II-1

• International Standardization.................................................................................... II-1• Federal Standards for Containers.............................................................................. II-1• Military Performance Specifications (MILSPECs) for Containers............................ II-3• Commercial International Intermodal Practices........................................................ II-4• Domestic Regional Intermodal Systems................................................................... II-4

SECTION B. TYPES AND AVAILABILITIES OF CONTAINERS ANDTYPES OF CONTAINER HANDLING EQUIPMENT.............................................. II-4

• Intermodal Containers — General............................................................................ II-4• Commercial Container Sources................................................................................ II-5• Container Dimensions.............................................................................................. II-5• Status and Trends in Container Size......................................................................... II-5• Types of Intermodal Containers................................................................................ II-7• Types of Container Handling Equipment................................................................ II-21

SECTION C. SPECIAL PURPOSE/TACTICAL SHELTERS.................................. II-29

• Special Purpose Mobile Shelters and Facilities....................................................... II-29• Naval Mobile Facility Program.............................................................................. II-29• Mobile Facility Program Equipment...................................................................... II-29• Purpose.................................................................................................................. II-29• Scope..................................................................................................................... II-29• Transportation........................................................................................................ II-30• Mobile Facility Data (USN/USMC)....................................................................... II-30• MF Ancillary Equipment....................................................................................... II-33• Transportation of Mobile Facilities......................................................................... II-33

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• Line Haul and Strategic Transportation................................................................. II-38• Mobility Requirements.......................................................................................... II-38

SECTION D. PALLETS AND THE AIRLIFT SYSTEM......................................... II-40

• General.................................................................................................................. II-40• 463L System.......................................................................................................... II-41• Airlift System and ISO Containers......................................................................... II-41• ISU-Series Containers............................................................................................ II-42• 463L Pallet............................................................................................................. II-42• MHE/CHE Requirements....................................................................................... II-43

CHAPTER IIIINTERMODAL CONTAINER TRANSPORT

SECTION A. LAND TRANSPORTATION.............................................................. III-1

• Rail - Car Types..................................................................................................... III-1• Rail - Trends.......................................................................................................... III-1• Foreign Railroads................................................................................................... III-2• Highway Transportation.......................................................................................... III-2• DOD Assets........................................................................................................... III-2

SECTION B. SEA TRANSPORTATION................................................................. III-4

• General ................................................................................................................... III-4• Ship Types.............................................................................................................. III-6• Shipping Service.................................................................................................... III-7• Ship Charters......................................................................................................... III-8

SECTION C. AIR TRANSPORTATION................................................................. III-10

• General................................................................................................................. III-10• Container Restraint Criteria................................................................................... III-10• Planning Data for Carrying ISO Container/Pallet Trains on Military

and Commercial Airlift Assets........................................................................... III-10• Assumptions......................................................................................................... III-10• ISO 40-foot Containers......................................................................................... III-12

CHAPTER IVMANAGEMENT AND CONTROL OF CONTAINERS

SECTION A. ORGANIZATIONS............................................................................ IV-1

• Container Management in DOD............................................................................. IV-1• Joint Staff and Geographic Combatant Commands................................................. IV-1• United States Transportation Command................................................................. IV-3

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SECTION B. PROCUREMENT AND LEASING................................................... IV-5

• Containers and Intermodal Services....................................................................... IV-5• Service-Owned Equipment (Containers, Pallets and Other Related Equipment)..... IV-6• Contingency Contracting........................................................................................ IV-7

SECTION C. MAINTENANCE, REPAIR, AND INSPECTION............................. IV-8

• General.................................................................................................................. IV-8• Responsibilities...................................................................................................... IV-9• Funding.................................................................................................................. IV-9• Maintenance ........................................................................................................ IV-10• Maintenance Expenditure Limits (MELs)........................................................... IV-10• Inventories ........................................................................................................... IV-10• Containers Lost, Damaged or Destroyed.............................................................. IV-10

SECTION D. TRANSPORTATION POLICIES AND PROCEDURESSUPPORTING DOD ITV CAPABILITY................................................................ IV-11

• DOD Transportation Policy.................................................................................. IV-11• Transportation Automated Information Systems (TAIS)....................................... IV-11• USTRANSCOM’s Global Transportation Network (GTN).................................. IV-11• Movement Reporting........................................................................................... IV-11

CHAPTER VPLANNING CONTAINER OPERATIONS

SECTION A. DELIBERATE PLANNING................................................................ V-1

• Planning.................................................................................................................. V-1

SECTION B. FORCE STRUCTURE FOR CONTAINER HANDLING................... V-6

• Force Structure........................................................................................................ V-6

SECTION C. SIZING REQUIREMENTS FOR 463L PALLETS AND20-FOOT EQUIVALENT UNITS.............................................................................. V-9

• Sizing Requirements............................................................................................... V-9

CHAPTER VICONTAINER OPERATIONS

SECTION A. UNIT DEPLOYMENT OPERATIONS.............................................. VI-1

• Introduction........................................................................................................... VI-1• Unit Container Operations...................................................................................... VI-1• Execution Planning for Deployment....................................................................... VI-2

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• Container Stuffing Operations............................................................................... VI-3• Container and Cargo Documentation.................................................................... VI-4• Container Booking and Movement to the Seaport................................................. VI-5• Concept of Operations for Containerizing Unit Impedimenta................................ VI-6

SECTION B. RESUPPLY AND SUSTAINMENT OPERATIONS.......................... VI-8

• General.................................................................................................................. VI-8• Container Consolidation Locations and Capabilities............................................... VI-8• Forecasting Container Requirements..................................................................... VI-9• Procedures............................................................................................................. VI-9• Cargo Excluded from DLA Consolidation and Containerization Activities......... VI-12

SECTION C. AMMUNITION AND OTHER HAZARDOUS MATERIALS........ VI-12

• General................................................................................................................ VI-12• Objectives............................................................................................................ VI-12• Planning and Execution........................................................................................ VI-12• Handling of Ammunition..................................................................................... VI-14

SECTION D. THEATER RECEPTION, STAGING, ONWARD MOVEMENTAND INTEGRATION, AND RETROGRADE OF CONTAINERS........................ VI-15

• General................................................................................................................ VI-15• Seaport of Debarkation......................................................................................... VI-16• Planning Sequence for Reception, Staging, Onward Movement,

and Integration................................................................................................. VI-18• Seaport Clearance and Onward Movement Operations......................................... VI-18• Container Distribution Within A Theater Of Operations....................................... VI-21• Central Receiving and Shipping Point.................................................................. VI-22• Container Handling Capability............................................................................. VI-22• Retrograde of Containers...................................................................................... VI-23• Theater Container Management Objectives.......................................................... VI-24• Daily Container Management Activities............................................................... VI-24

SECTION E. AMPHIBIOUS AND LOGISTICS OVER-THE-SHOREOPERATIONS........................................................................................................ VI-24

• Purpose................................................................................................................ VI-24• Usage................................................................................................................... VI-24• Elements.............................................................................................................. VI-24• Throughput.......................................................................................................... VI-26• Cargo Off-load and Transfer System.................................................................... VI-26• Movement............................................................................................................ VI-28• Container Handling Considerations..................................................................... VI-28• Planning Factors.................................................................................................. VI-28• Beach Operations................................................................................................. VI-28• Container Control Site......................................................................................... VI-28

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APPENDIX

A Service Schools................................................................................................. A-1B References.......................................................................................................... B-1C Administrative Instructions................................................................................. C-1

GLOSSARY

Part I Abbreviations and Acronyms................................................................... GL-1Part II Terms and Definitions.............................................................................. GL-6

FIGURE

I-1 Effective Intermodal Movement.................................................................... I-3II-1 ISO Documents for Freight Containers......................................................... II-2II-2 Types of Containers...................................................................................... II-3II-3 ISO Standard Characteristics........................................................................ II-5II-4 Trends in US-Owned Commercial Container Fleet....................................... II-6II-5a End-Opening Container................................................................................ II-8II-5b Double End-Opening Container................................................................... II-9II-6 Refrigerated Container............................................................................... II-10II-7 Side-Opening Container............................................................................. II-12II-8 Open Top Container................................................................................... II-13II-9 Tank Container........................................................................................... II-14II-10 Half-Height Container................................................................................ II-15II-11 Military QUADCON.................................................................................. II-16II-12 Military TRICON....................................................................................... II-18II-13 Internal Airlift or Helicopter Slingable Container Units (ISU).................... II-19II-14 Flatracks..................................................................................................... II-20II-15 Load and Roll Pallet Assembly................................................................... II-21II-16 Rough Terrain Container Crane.................................................................. II-23II-17 Spreader Bars............................................................................................. II-24II-18 Rough Terrain Container Handler and Top Handler.................................... II-25II-19 140-Ton, Truck-Mounted Container-Handling Crane................................. II-27II-20 20-/40-Foot Container Sideloader............................................................... II-28II-21 14-Ton Wheel Mounted Container-Handling Crane.................................... II-28II-22 Projected DOD-Wide MF Inventory (Nominal).......................................... II-30II-23 Basic Mobile Facility Types A and B......................................................... II-31II-24 Integration Unit Mobile Facility................................................................. II-32II-25 Side-Opening Mobile Facility Type A........................................................ II-34II-26 Side-Opening Mobile Facility Type B........................................................ II-35II-27 Side-Opening Mobile Facility Type B Modified......................................... II-36II-28 Side-Opening Mobile Facility Type C........................................................ II-37II-29 Examples of Major Ancillary Equipment.................................................... II-38II-30 Dolly Set: Lift, Transportable Shelter, 7 1/2 Ton M1022A1........................ II-39II-31 Unloading Mobile Facility Using Forklift................................................... II-39II-32 Mobile Facility Caster Lifting Jack............................................................. II-40II-33 Unloading Mobile Facility Using Lifting Sling and Crane.......................... II-41

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II-34 End Positioning Mobile Facility (MF) on Coupled Cargo Pallets................ II-42II-35 Mobile Facility Attached to Coupled Cargo Pallets..................................... II-43II-36 Coupled Mobile Facility Shipping Pallets Attached with Chain Tie-Down

Devices to Rollerized Transport Vehicle.................................................. II-44II-37 463L Air Cargo Pallet (HCU-6/E).............................................................. II-44II-38 60,000-Pound 463L Aircraft Loader........................................................... II-45II-39 25,000-Pound 463L Aircraft Loader........................................................... II-45II-40 40,000-Pound 463L Aircraft Loader........................................................... II-46II-41 Wide Body Elevator Loader....................................................................... II-46III-1 Basic Palletized Load System Truck/Trailer................................................ III-4III-2 Logistic Vehicle System............................................................................. III-5III-3 Non-Self-Sustaining Containership............................................................ III-6III-4 Self-Sustaining Containership With Containerized Units............................ III-7III-5 Container RO/RO, a Combination Carrier.................................................. III-8III-6 Types of Services to Shippers..................................................................... III-9III-7 Organic/Military Aircraft Movement Limits for Containers

and Pallet Trains..................................................................................... III-11IV-1 Categories of Department of Defense International Organization for

Standardization (ISO) Containers............................................................ IV-2IV-2 Supply or Service Needs Met by Contracting............................................. IV-4V-1 Authorities Providing Export Releases for Release Unit Shipments............. V-3V-2 Medium Truck Company Capability............................................................ V-8VI-1 Examples of Special Handling Instructions................................................. VI-5VI-2 Delineation of Responsibilities................................................................... VI-7VI-3 Materiel Categories.................................................................................. VI-13VI-4 Responsibilities of Movement Planners at the Senior Movement

Headquarters During Planning............................................................... VI-19VI-5 Theater Container Management Objectives.............................................. VI-25

Intermodalism is the transferring of passengers ortransshipping of cargo among two or more modes oftransportation. In concert with intermodalism,containerization facilitates and optimizes carrying cargo viamultiple modes of transport (sea, highway, rail, and air) withoutintermediate handling of the container contents.

Intermodal transportation that is flexible and fast is usedby the Department of Defense (DOD) to prepare, employ,deploy, support, and sustain forces assigned or committed toa theater of operations or objective area. Assets and systemshave been designed to facilitate rapid movement withminimum impediments to the deployment flow.Standardization facilitates ease of handling. Containerstatus and in-transit visibility of cargo are essential foreffective and efficient shipment of cargo, and the use ofcontainerships facilitates unit integrity and cargo security.

Standards serve to ensure interoperability in the movementof containers between modes and countries, increase efficiencyand effectiveness, and foster a seamless flow of cargo.International standards are developed by the InternationalOrganization for Standardization (ISO) and the AmericanNational Standards Institute. Federal standards are containedin rules and regulations that implement US law. There arealso Military Performance Specifications for containers.

EXECUTIVE SUMMARYCOMMANDER’S OVERVIEW

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ix

Defines Intermodalism and Intermodal Containers

Discusses Standards, Specifications, Type, and Availability

Describes Special Purpose and/or Tactical Shelters

Provides Descriptions of Types of Transport

Explains Management and Control of Operations

Outlines Planning and Implementing Container Operations

Intermodal containers areemployed as part of theDefense TransportationSystem across the range ofmilitary operations.

Commercially approved,common standards areestablished forcompliance.

Intermodalism and Intermodal Containers

Standards and Specifications

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Executive Summary

Joint Pub 4-01.7

Both Department ofDefense (DOD)-ownedand commercialcontainers support militaryoperations.

Container dimensions andcapabilities varydramatically.

Mobile facilities providecapability for rapiddeployment of operationaland logistic resources toany theater worldwide.

Common-user containers are leased, procured, or madeavailable from DOD-owned inventories to support therequirements of all Services. Special containers designed tosupport Service and/or program-unique requirements arededicated to a particular need. Unit-owned containers supportthe transportation and logistical needs of military units.Commercial containers are generally available through twosources: ocean carriers as part of their intermodal service, orcontainer leasing companies for use in the DOD-operatedsystem.

The majority of containers conform to ISO specifications.The inventory of US-owned commercial containers continuesto grow dramatically. In the continuing necessity tocontainerize increasing volume of goods, customers havesought containers of increased height, length, and width.Despite this trend in volumetric growth, the majority of theUS-owned standard dry cargo container fleet remains as20- and 40-foot units.

The Naval Air Systems Command Mobile Facility Programis organized to provide tactical shelters to Navy and MarineCorps aviation activities for aircraft logistic support.Additionally, mobile facilities are provided to other Navy (non-aviation) and DOD organizations for a variety of military-related functions. A Naval Air Systems CommandHeadquarters program manager has been assigned to establishpolicies and procedures and to develop and execute an overallmobile facility program. Mobile facility program equipmentincludes tactical shelters and major related equipment essentialto tactical and garrison operations.

Most local transportation of mobile facilities is accomplishedby using a mobilizer, materials handling equipment, or casterjacks. Continental United States and theater line haultransportation are accomplished by air ride trailer and strategictransportation by ships and aircraft. Mobility requirementsconcern the planning and preparation prior to mobile facilityshipment.

Type and Availability

Special Purpose and/or Tactical Shelters

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Executive Summary

The 463L systemconstitutes the majority ofmaterials handlingequipment used in supportof airlift operations.

Intermodal containers canbe transported by land, air,and sea.

DOD containermanagement providesvisibility and control of allDOD-owned or leasedintermodal containers.

The primary platform used to transport military cargo in theairlift system is the 463L HCU-6/E cargo pallet. Due to theweight of ISO containers, the movement of large numbers ofISO containers in the airlift system would be done only in themost extreme situations. When moving in the airlift system,ISO containers are loaded on aircraft utilizing the 463L palletor the ISO/Air Cargo Pallet. ISU-60/ISU-90 containers arealso compatible with the airlift system. Materials handlingequipment and/or cargo handling equipment requirementsfor loading and unloading containers on and off aircraft needto be identified simultaneous to aircraft selection.

Rail. Within the US, movements of containers and trailersvia rail are handled primarily using specialized intermodalcars. Widespread use of new intermodal cars has permittedrail carriers to meet shipper’s needs and to competeeconomically with origin-to-destination highwaytransportation. Intermodal container shipment by rail isbecoming increasingly important in many foreign countries.

Highway. Container chassis are specialized trailers with twistlocks for ISO containers which allows transportation of ISOcontainers over highway.

Air. In times of crisis or war, the Air Mobility Commandwill provide airlift support for all ISO containers and tacticalshelters. During peacetime, airlift of ISO containers andtactical shelters must be air eligible cargo with an appropriatetransportation priority.

Sea. The three types of containerships used in the seatransportation of containers are self-sustaining, non-selfsustaining, and combination carriers. Carriers may provideeither carriage of containers under liner terms or may charterall or part of their vessel.

The Joint Staff is responsible for particular functions withrespect to intermodal containerization, and geographiccombatant commanders are responsible for the managementand control of assets and systems in their area of responsibility.The United States Transportation Command, the singlemanager for transportation, manages DOD intermodal

The Airlift System

Intermodal Container Transport

Management and Control of Operations

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Executive Summary

Joint Pub 4-01.7

containers while they are moving in the DefenseTransportation System, exercises combatant command(command authority) over DOD container system assets,works with the DOD logistics agencies and combatantcommanders, and provides DOD container capability.

The Military Sealift Command is responsible for thepurchase or lease of commercial containers and intermodalequipment used in day-to-day common-use service. Unitsshould project requirements for Service-owned containersand pallets prior to deployment and coordinate with theinstallation and/or base transportation office. Contingencycontracting can be an effective force multiplier of combatservice support for deployed forces.

In-transit information must be generated in accordance withprocedures established in DOD Transportation Regulations.Standard electronic data interchange transactions havebeen developed jointly by industry and government.Transportation Automated Information Systems, developedand operated by the Services, are fully dependent on datastandardization. The Global Transportation Network isthe DOD in-transit visibility backbone of the DOD Total AssetVisibility Program.

When DOD-owned, Service-owned or leased containers areplanned to be used, the following factors must be considered:availability and location of containers; time and resourcesrequired; origin outload capability; theater infrastructure; andforce structure. Deliberate planning requires continuousupdating, evaluation, and analysis of information andintelligence. Service components must plan for and be fullyaware of theater reception, staging, onward movement, andintegration plans, to include container and pallet managementand control. Container movement and handling requiresspecialized equipment which is authorized to each of theServices. Information and procedures are provided invarious sources in order to approximate pallet and containerrequirements.

Containers and intermodalequipment can bepurchased or leased.

Shippers of cargo arerequired to generatetransportationinformation.

The use of intermodalresources should beprioritized during thedeliberate and crisis actionplanning processes.

Procurement and Leasing

In-Transit Visibility

Planning Container Operations

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Executive Summary

Although the Services maintain the limited capability to deployunit equipment by container and/or containership, the preferredmethod for unit deployment by sea is the use of Fast SealiftShips or other roll-on/roll-off ships. Maximum movementof materiel by containers is the preferred resupply method.Consolidation and Containerization Points have evolvedto make more complete use of 20- and 40-foot ISO containers,463L pallets, and the benefits associated with reduced cargohandling. US laws concerning the packing, inspecting,shipping, and handling of ammunition or hazardous materialstill apply to containerized shipments and container handlingequipment.

An efficient and timely inter- and intra-theater strategicmovement of cargo, personnel, and information is key toresponsive force projection and successful theaterreception, staging, onward movement and integration ofcargo, and its retrograde movement. A comprehensive planfor reception and onward movement requires adherence to astep-by-step process. A critical requirement for propercontainer distribution management is the interfacing of theServices and/or automated systems. Within the theater ofoperations, there is a container handling mission at thedestination and intermodal points throughout the system. Thecentral receiving and shipping point receives containers withcargo that must be sorted before transshipment to the supplysupport or owning unit. Containers should be used forretrograde cargo if the cargo can be containerized, if thecargo is on hand for movement, and if it does not interferewith the reception and onward movement of containers.

During an amphibious operation, container usage by theassault echelon will be minimal. Container usage can beexpected to increase with the deployment of the assaultfollow-on echelon and increase even more significantly withthe introduction of follow-up stores and supplies. A criticalaspect of transferring cargo ashore involves the transfer atthe beach of containers from lighterage to transport vehicles.The container control site will receive, identify, and directinland distribution and retrograde containers.

Effective and efficient useof intermodal containersrequires that all aspects ofcontainer operations befactored into plans.

The use ofcontainerization for alldeployments magnifies theneed for a responsivetheater distribution system.

Logistics over-the-shoreenvironments requireunique operations,equipment, and proceduresfor conducting containerdischarge operations.

Container Operations

Theater Reception, Staging, Onward Movement and Integration,and the Retrograde Movement of Containers

Amphibious and Logistics Over-the-Shore Operations

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Executive Summary

Joint Pub 4-01.7

This publication describes joint tactics, techniques, andprocedures for effective and efficient use of intermodalcontainers and systems to deploy, sustain, and redeploy forces.It covers all types of ISO intermodal containers and flatracksfor the surface transportation system and 463L pallet and/orcontainer systems for the air transportation system. Thispublication describes planning and operational procedures foremploying intermodal principles and intermodal containers inoperations from unit installation and/or depot through air andseaports of embarkation or debarkation into the theater ofoperations and return. Use of intermodal containers andsystems is applicable to all types of cargo (i.e., all classes ofsupply).

CONCLUSION

CHAPTER IINTRODUCTION TO INTERMODALISM

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1. Background

The Department of Defense (DOD) relieson commercial sealift to move 85% of cargoduring contingency operations. The US andworld merchant fleets are dominated by large,fast containerships with supporting corporateinfrastructure (e.g., container handlingequipment, terminals, information systems,tractors and/or chassis, and experiencedpersonnel). Experience in OperationsDESERT SHIELD and DESERTSTORM demonstrated the inability of theDepartment of Defense to effectively usecontainers and containerships for themovement of the large volumes of militarycargoes, especially unit equipment andammunition, that are required by modernforces. In addition to the sheer volume ofcontainers, the lack of an in-transit visibility(ITV) system to keep an easy, fast, andaccurate account of equipment and supplieswithin the shipped containers led to portsaturation through the mistaken double andtriple requisitioning of some munitions,which then led to the chartering of largenumbers of smaller, slower breakbulk vessels(versus containerships) at a considerable costin time and money. These problems alsosignificantly contributed to the slowerdeployment of combat support and combatservice support (CS/CSS) forces than couldotherwise have been achieved.

2. Purpose

Current Service policies and proceduresrelating to intermodal containerization arespread through numerous publications. Manyare being revised in view of lessons learned

from Operations DESERT SHIELD andDESERT STORM. The purpose of thispublication is to integrate existing policy,tactics, techniques and procedures into asingle joint publication to cover planning,integrating, and executing intermodalcontainer operations in war, contingencymissions, and military operations other thanwar from origin to theater destination. Thischapter describes the fundamental principlesof intermodalism and the use of intermodalcontainers when employed as part of theDefense Transportation System (DTS)across the range of military operations.

3. Fundamental Principles ofIntermodalism andIntermodal Container Use

Deployment operations can involveintermodal movement of personnel andequipment by air, land, and sea from unitinstallations and/or depots to the theater ofoperations. Intermodalism is simply thetransferring of passengers or transshippingof cargo among two or more modes oftransportation (sea, highway, rail, and air).In concert with intermodalism,containerization facilitates and optimizescarrying cargo via multiple modes oftransport without intermediate handling ofthe container contents. Efficient andeffective use of intermodalism andcontainerization is critical for mobility andtransportation support to single-Service orjoint operations worldwide. The followingconcepts apply:

a. Mobility and Readiness. The missionof the joint planning and execution

“Victory is the beautiful, bright-colored flower. Transport is the stem withoutwhich it could never have blossomed.”

Winston Churchill

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Joint Pub 4-01.7

community is to prepare, employ, deploy,support, and sustain forces assigned orcommitted to a theater of operations orobjective area. Intermodal transportation thatis flexible and fast is used by the Departmentof Defense to accomplish this mission.

• The DOD airlift system is keyed to fastresponse using both military aircraftoperating day-to-day and contractedcommercial aircraft, as required.Common-user organic military aircraftand certain commercial aircraft can beconfigured to rapidly load equipmentusing roll-on/roll-off (RO/RO) ramps andstandard 463L pallet systems.

• The continental United States (CONUS)land transportation system useshighway and rail as well as inlandwaterway systems to move materiel toaerial ports and/or seaports ofembarkation for loading on strategicairlift and sealift assets. Rolling stockcan be loaded directly on railcars via endramps. This facilitates fast loading atinstallations and discharge at ports ofdebarkation during deploymentoperations. Intermodal containers can bequickly loaded on and unloaded fromrailcars using overhead cranes.Containers moved by highway canproceed directly to pierside for loadingaboard containerships using containerterminal gantry cranes or ship’s cranes.They may also be off-loaded from thechassis by specially designed ContainerHandling Equipment (CHE) andpositioned in the terminal’s containeryard for loading aboard ship. Containersmoved by railcar, which normally do nothave direct pierside access, require CHEfor off-load and transfer to pierside.

• The DOD sealift system is keyed toprovide rapid support usinggovernment-owned and charteredvessels. A significant number of the

vessels are self-sustaining RO/ROs,which are characterized by large cargocapacities and rapid loading and dischargerates. Commercial containership capabilityis available to the Department of Defensethrough time or voyage charters and ona day-to-day basis via worldwidecontainer agreement rate guides andother dedicated or special agreements.These assets can be rapidly loaded usingintermodal systems. Training, planning,and preparation to deploy unitequipment, ammunition, and follow-onsustainment using RO/RO vessels andcontainerships ensures responsive andeffective support to the warfightingcombatant commanders (CINCs).

b. Seamless Flow of Materiel andInformation. Assets and systems have beendesigned and employed to facilitate the rapidmovement of personnel, equipment, supplies,and information with minimum impedimentsto the deployment flow.

• In the surface transportation system,RO/RO vessels and containerships arelinked to land transportation (highwayand/or rail) through port and waterterminal systems that provide for asmooth, seamless flow of equipment andmateriel from mode to mode. RO/ROsprovide the primary means of strategicsealift for initial unit deployment and unitequipment, i.e., tanks, towed artillery,armored personnel carriers, and rollingstock, whereas containerships are theideal means of transport for sustainmentand resupply. Due to the limited numbersof RO/ROs and time requirements, allunits or forces, especially CS/CSS, mustbe prepared to be deployed bycontainership. Accompanying suppliesand equipment, to include ammunition,are well suited for containerization andrapid deployment using containerships.While other ship types (e.g., breakbulk,barge carriers) also represent intermodal

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Introduction to Intermodalism

sealift assets, they primarily augmentRO/RO vessels and containershipcapability when this is insufficient for theoperation being undertaken, when theaterinfrastructure constraints dictate, or whenthe tactical mission or situation precludesuse of containers in delivering materieland equipment.

• In the air transportation system,military assets are configured to allowfor RO/RO of equipment or rapiduploading or unloading using the 463Lpallet system. While it is preferred that463L assets remain in the airlift system,system components may have to moveintermodally via surface transportationin support of the geographic combatantcommander’s objectives and priorities.Responsibility for controlling andreturning 463L equipment to the airliftsystem remains with the geographiccombatant commander.

• DOD automated information systemsare designed to interface with commercialtransportation information systems toreceive and pass required personnel,unit, and cargo movement data and othertransportation information toappropriate commands and agenciesthroughout the DTS. This capabilityexists to the extent that commercialcarriers have formatted their ElectronicData Interchange (EDI) reports toDepartment of Transportation (DOT)Standards.

c. Origin to Destination. As shown inFigure I-1, effective intermodal movement ofpersonnel, equipment, and supplies begins ator near the origin and continues unimpededto or near the final destination.

d. Standardization. Intermodal containersare transportation assets designed tomaximize cargo throughput with minimum

Figure I-1. Effective Intermodal Movement

EFFECTIVE INTERMODAL MOVEMENT

Home Stations

Installations

Depots

Ammunition Plants

Arsenals

Supply Warehouses

Factories

ORIGINS DESTINATIONS

Aerial Port ofDebarkation

Seaport of Debarkation

In-Theater OpenStorage Areas

In-Theater ClosedStorage Areas

Unit Field Locations

I -4

Chapter I

Joint Pub 4-01.7

handling of cargo at mode transfer points.This capability demands standardizationfor ease of handling.

• Intermodal containers used within theDOD surface transportation system forinternational trade are designed toconform to the American NationalStandards Institute and InternationalOrganization for Standardization(ANSI/ISO) specifications. Thesecontainers are available in a variety ofconfigurations which include endopening, side opening, half-heights,open top, flatrack, refrigerated, liquidbulk (tank), and modular quadruplecontainer (QUADCON) and/or triplecontainer (TRICON).

• Intermodal containers used within theairlift system conform to the military463L pallet standard. These includeboth pallets and containers.

e. Container Status and/or In-transitVisibility

• Container status and ITV of cargo areessential for effective and efficient useo f i n te rmoda l i sm employingcontainerization. Geographiccombatant commanders and theircomponents need to know where theircritical resources are and when thoseresources will arrive to execute or modifycourses of action during joint operations.The Chairman of the Joint Chiefs of Staff(CJCS) requires this information in order

to prioritize, allocate, and rerouteresources between theaters, if required.

• The visibility of all containers movingin the DTS (DOD-owned, leased orcommercial) and their contents must beavailable to the Chairman of the JointChiefs of Staff via an automatedcapability. Identification and statusinformation should include type of ISOcontainer, location, and status, loaded orempty. The Department of Defense isdeveloping and refining informationmanagement systems to provide ITVcapability. These must be interoperablewith commercial systems and otherDOD supply, transportation, andin-theater systems supporting movementof material from origin outload, throughdistribution operations, to the end userin theater.

f. Cargo Integrity, Security, and Safety.The large size of containerships, along withstate of the art commercial and developingDOD in-transit visibility systems and theinherent security of ISO containers, facilitateunit integrity and cargo security. Whenutilizing modern intermodal lift capability,unit integrity objectives of the shippingService will be adhered to and maintained atthe highest level possible consistent with cargotypes and capability and/or capacity of vesselsinvolved. Intermodal containers decreasepilferage, injury to personnel, and damage toequipment and supplies. This is particularlyimportant when moving unit basic loads andresupplying quantities of ammunition.

CHAPTER IIINTERMODAL EQUIPMENT

II-1

1. Purpose

This chapter familiarizes personnel withvarious standardization organizations,standards, and DOD specifications forintermodal containers; describes various typesand capabilities of military and commercialintermodal containers, flatracks, 463L pallets,and materials handling and container handlingequipment (MHE/CHE); and briefly describesthe mission and make-up of the military unitsthat provide for container and/or pallethandling operations in the Department ofDefense.

SECTION A. STANDARDSAND SPECIFICATIONS

2. InternationalStandardization

The key to intermodalism and use ofintermodal containers is the establishmentand compliance with commerciallyapproved, common standards. These serveto ensure interoperability in the movement ofcontainers between modes and countries,increase efficiency and effectiveness, andfoster a seamless flow of cargo. The followingorganizations develop internationalstandards:

a. The International Organization forStandardization develops and maintains aseries of standards for international freightcontainers and equipment. The standardsensure that size, structural capabilities, andinteroperability are maintained internationally.Figure II-1 provides a listing of ISOdocuments relating to intermodal containers.

b. ISO Technical Committee 104handles all matters related to freightcontainers. Three subcommittees, each ofwhich has several working groups, addressspecific aspects of general purpose containers:dimensions and structural requirements,special purpose containers, and identificationand communication (marking and coding,automatic equipment identification, EDI).

c. The United States participates in ISOunder the sponsorship of the AmericanNational Standards Institute. ANSI hasestablished Technical Advisory Groups toform consensus positions. The Departmentof Defense participates in ISO TechnicalCommittee 104 (TC104) through the ANSITechnical Advisory Group to ISO TC104.Both the Tank and Automotive ResearchDevelopment and Engineering Center andthe Military Traffic Management Command,Transportation Engineering Agency aremembers of this group. ANSI delegatesattend ISO meetings and participate indeveloping international containerizationstandards and advancing US interests.

3. Federal Standards forContainers

Federal standards for intermodalcontainers are contained in rules andregulations that implement US law, whichoften adopts or enacts internationalagreements, conventions, laws, or regulationsfor the United States. DOD components mustmaintain all DOD-owned intermodalcontainers to ANSI/ISO standards inaccordance with US laws and regulations toensure compatibility and interoperability with

“There must be great care taken to send us munition and victual whithersoeverthe enemy goeth.”

Francis Drake

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Chapter II

Joint Pub 4-01.7

the commercial intermodal transportationsystem.

a. Container structure and condition aremonitored within the international freightsystem. In 1980, the United States enactedthe International Safe Container Act. TheAct implements the InternationalConvention for Safe Containers (CSC) thatthe United States ratified in 1978. The US CoastGuard (USCG) promulgates regulationsimplementing the Act in Title 49, Code ofFederal Regulations (CFR), Parts 450-453.

b. Federal rules require that new andexisting containers meet CSC structuralstandards. The USCG can delegate approvalauthority that containers meet the standardsto persons and organizations (who areindependent of the influence of containerowners), manufacturers, operators, and/orcontainer lessors. A container must be affixed

with a CSC safety approval plate confirmingits structural serviceability to be used ininternational transport.

c. Periodic examination of containers isrequired to ensure maintenance of thestandards. Federal regulations describegeneral requirements for containerinspections, but do not include detailedinspection criteria. Voluntary industry groups,such as the Institute of International ContainerLessors, have translated the general CSCrequirements into specific inspection criteriato ensure safety in commerce.

d. Other international standards andFederal regulations also address containercondition and set forth additionalrequirements, particularly for Class Iexplosive materials. The InternationalMaritime Organization (IMO) , aspecialized agency of the United Nations,

ISO Documents for Freight Containers

1496-1 Series 1 Freight Containers - Specifications and Testing. Part 1: General CargoContainers for General Purposes.

1496-2 Series 1 Freight Containers - Specifications and Testing. Part 2: Thermal Containers

1496-3 Series 1 Freight Containers - Specifications and Testing. Part 3: Tanks Containers forLiquids, Gases and Pressurized Dry Bulk.

1496-4 Series 1 Freight Containers - Specifications and Testing. Part 4: Non-pressurizedContainers for Dry Bulk.

1496-5 Series 1 Freight Containers - Specifications and Testing. Part 5: Platform and PlatformBased Containers.

1496-6 Series 1 Freight Containers - Specifications and Testing. Part 6: International Cargo -Security Devices.

668 Series 1 Freight Containers - Classification, Dimensions, and Ratings.

830 Freight Containers - Terminology.

2308 Hooks for Lifting Containers of up to 30 Tons Capacity - Basic Requirements.

1161 Series 1 Freight Containers - Corner Fittings, Specifications.

3874 Series 1 Freight Containers -

6346 Freight Containers - Coding, Identification, and Marking.

Figure II-1. ISO Documents for Freight Containers

II-3

Intermodalism Equipment

promotes safety in shipping and theprevention of maritime pollution from ships.The United States, with technical expertiseprovided by the USCG, participates in IMOon the Department of State’s ShippingCoordinating Committee. The USCGand the Research and Special ProgramsAdministration (RSPA) represent theDepartment of Transportation (DOT) atIMO subcommittee sessions. DOT’s Officeof Hazardous Materials Safety is part ofRSPA.

e. The Carriage of Dangerous Goodssubcommittee of the IMO publishes andmaintains the international maritimedangerous goods (IMDG) code. The codespecifies requirements for containers used forcarrying hazardous materials, includingammunition and other military explosives.These requirements are more restrictive thanthe CSC. A decision by RSPA, published in

December 1990 in Title 49, Parts 107 and171-179, adopted many parts of the IMDGCode into Federal regulation. Subpart176.172 of the regulations specifies thestructural serviceability requirements forfreight containers used for shipping Class I(explosives) aboard ship.

4. Military PerformanceSpecifications (MILSPECs)for Containers

The following are descriptions ofMILSPECs for dry cargo and refrigeratedcontainers:

a. MIL-C-52661. Containers, Cargo. Thisspecification covers nominal 20-footcontainers for transportation, distribution, andstorage of military supplies. Figure II-2shows the types of containers withspecifications.

TYPES OF CONTAINERS

TYPE I

TYPE II

TYPE III

TYPE IV

8'0" High ISO 1C With Mechanical

8'6" High ISO 1CC Without Mechanical

8'6" High ISO 1CC With Mechanical

Restraint System

Restraint System

Restraint System

Restraint System

8'0" High ISO 1C Without Mechanical

Figure II-2. Types of Containers

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Joint Pub 4-01.7

b. MIL-C-52788. Container, Refrigerated(8' x 8' x 20') Insulated. This specificationcovers a nominal 20-foot (length) containerequipped with a 9,000 BTU per hour electricmotor-driven refrigeration unit powered by aself-contained 10-KW diesel engine generatoror external power source.

5. Commercial InternationalIntermodal Practices

Since there are no established internationalstandards for transportation systems as awhole and because transportation networksvary from country to country, departuresfrom ISO standardization occur. Examplesof variance in networks include clearances,axle loadings, track curvature, and speedlimits. Therefore, commercial internationalintermodal practices adapt to the regionalinfrastructure. This is also true for militaryoperations involving strategic deployment andsustainment that use intermodal containers.Theater infrastructure and the force structure(commercial and military) required to supportintermodal operations are primaryconsiderations in deciding where and whenintermodal containers may be employed.

6. Domestic RegionalIntermodal Systems

Domestic regional intermodal systemsdevelop in a manner that maximizeseconomic response to commercialcompetitiveness. For example, large USdomestic trade volumes have resulted incontainer transport systems geared to thattraffic. Non-ISO standard domestic containersdeveloped as increases in roadable sizes werepermitted. US domestic standard containersare generally 45, 48, and 53 feet in length,8'6" in height, and 8'0" in width.

SECTION B. TYPES ANDAVAILABILITIES OF

CONTAINERS AND TYPES OFCONTAINER HANDLING

EQUIPMENT

7. Intermodal Containers —General

This section addresses both DOD-ownedand commercial containers that supportmilitary operations. Intermodal containersare employed to support common-usertransportation requirements, Service and/orprogram-unique mission requirements, unitdeployment, and sustainment.

a. Common-user containers are leased,procured, or made available fromDOD-owned inventories to support theintermodal transportation requirements of allServices. These containers are managedand controlled by the US TransportationCommand (USTRANSCOM) while theyare in the DTS through the Military TrafficManagement Command (MTMC). TheMilitary Sealift Command (MSC) leases orprocures commercial containers forcommon-use requirements. The Aviation andTroop Command centrally procures particularMILSPEC containers should they be required.

b. Special containers designed tosupport Service and/or program-uniquemission requirements include the Navy’sDeployable Medical System containers andthe Army’s contingency containers that arededicated to a particular need, such asrefrigerated containers for mortuaryrequirements. These containers are alsomanaged and controlled by USTRANSCOM,through MTMC, while in the DefenseTransportation System.

II-5


c. Unit-owned containers are generally20 feet or less in length (e.g., military vans[container] [MILVANs], QUADCONs,TRICONs), support the transportation andlogistical needs of military units, and arelisted on the unit table of organization andequipment or common table of allowances(CTA).

d. While this section provides a generaldescription of the latter two types of containerassets, the focus will be on the common-usecontainers which can be used by allServices. Equipment deployment and storagesystem (EDSS) containers and shelters are notaddressed, because they are not consideredstrategic transportation assets.

8. Commercial ContainerSources

Commercial containers are generallyavailable through two sources: oceancarriers as part of their intermodal service,or from container leasing companies for usein the DOD-operated system. It should benoted that carriers lease a significant numberof their containers from container lessors.Initially, the Department of Defense must relyon the commercial transportation and/orcontainer industry to supply containers acrossthe range of military operations. If during adeployment, or to meet other requirements

of the Nation’s defense, containers cannot beobtained commercially from thetransportation and/or container industry, theMaritime Administration has authority toallocate containers or obtain priority for theiruse to meet military requirements inaccordance with (IAW) 46 CFR Part 340.

9. Container Dimensions

Container dimensions and capabilitiesvary dramatically , depending upon themanufacturer and the target customer. Themajority of containers conform to ISOspecifications. Figure II-3 (ISO Document668) shows the characteristics of the ISO 20-and 40-foot containers. These standards allowfor some variance. External dimensions arerequired dimensions; however, internaldimensions and the door opening size areminimum dimensions.

10. Status and Trends inContainer Size

a. The inventory of US-ownedcommercial containers continues to growdramatically. The Maritime Administration’sOffice of Intermodal Development, whichmonitors US ownership, estimated thisinventory to be approximately 2.7 millioncontainers equaling 4.1 million twenty-footequivalent units (TEUs). Figure II-4 provides

Figure II-3. ISO Standard Characteristics

ISO Standard Characteristics

Dimensions (inches) 20-foot ISO 40-foot ISO

Internal

External

DoorOpening

LengthWidthHeightLengthWidthHeightWidthHeight

230.991.7

*238.5

9696 - 102

9083.5 - 89.5

472.391.7

*48096

96 - 11490

83.5 - 101.5

Max Gross Weight (1 lbs) 59200 67200

* Minimum internal height is external height minus 9.5 inches.

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Chapter II

Joint Pub 4-01.7

an example of this growth for the period 1990to April 1994.

b. In the continuing necessity tocontainerize increasing volumes of goods,customers have sought containers ofincreased height, length, and width.Containers with the original ISO externalheight of 8 feet are generally being replacedby containers measuring 8 1/2 feet high.Although not always in compliance with ISOstandards, a limited but growing number of9- and 9 1/2-feet high containers are also inthe commercial inventory.

c. Containers of 45-, 48-, and 53-feetlengths have been brought into service inincreasing numbers. Because ofincompatibility with most ship cells, theselonger units (particularly the 45- and53-footers) have generally been considered adomestic asset. Forty-eight footers, both 8and 8 1/2 feet wide, are becoming popular on

some international routes, with the servicingcarriers moving these assets either in speciallymodified holds or above deck.

d. Despite this trend of volumetric growth,the majority of the US-owned standard drycargo container fleet remains as 20- and40-foot units, with each type continuing togrow as shown in Figure II-4. Currently, theUS-owned container fleet is essentiallyequally divided in number between 20- and40-foot units. This means that approximatelytwo-thirds of the total standard dry cargocarrying capacity is in 40-foot units. The20-foot ISO container is the DOD standardsize for the movement of ammunition (ClassV). Both 20- and 40-foot containers will beused to move all other classes of supply andunit equipment subject to theater reception andonward movement capabilities. All Servicesmust be prepared to handle both 20- and40-foot ISO containers.

Figure II-4. Trends in US-Owned Commercial Container Fleet

Trends in US-Owned Commercial Container Fleet

Container Type 1990 Quantity 1994 Quantity Percent Change

20' ISO Box 833042 1304913 56.6

40' ISO Box 618966 1193753 92.2

20' Side-Opener 446 85 -80.9

20' Flatrack 18728 13472 -28.1

40' Flatrack 14002 21799 55.7

20' Reefer 18739 44080 135.7

40' Reefer 42225 80474 90.6

20' Open Top 30643 39151 27.8

40' Open Top 17948 30251 68.8

20' Half-Height 1193 727 -39.1

20' Tank 5914 11811 99.7

40' Tank 53 2 -96.2

TOTAL Containers 1603889 2740518 70.9

TOTAL TEUs 2289073 4066797 77.7

II-7


e. While it is necessary for the Departmentof Defense to monitor trends in the quantityof commercial containers, the trulyimportant factor to the defense planningcommunity is the availability of theseassets. Worldwide economic conditionsdictate the number and location of containerswhich are available for DOD use. A keyfactor in determining availability is thequantity of lessor-owned containers notalready under lease to a DOD shipper orocean carrier (and hence available for leaseby the Department of Defense). This quantity,expressed as a percentage of all lessor-ownedcontainers, is referred to as the “off-hire rate.”Its value depends largely on the balance oftrade. A favorable balance of trade willincrease the demand for containers foroverseas shipment, decreasing the number ofoff-hire (available) containers within theUnited States.

f. Off-hire rates can vary considerablyby container type. Specialty containers, suchas refrigerated (reefer) units, flatracks, andopen containers, often have a higher utilizationrate (lower off-hire rate) than standard dry ISOunits. In recent years, a specific market nichehas been established for the standard 20-footdry box (serving geographic regions andcustomers with less intense shippingrequirements and lesser developedinfrastructures). The off-hire rate for thesecommercial assets has also generallydecreased in recent years.

11. Types of IntermodalContainers

A representative sample of container typesis depicted in Figures II-5 through II-15.Listed are both military and commercialintermodal marine containers, most of whichare identical in nature.

a. End-Opening Container. See FigureII-5a. End-opening dry cargo units are themost common intermodal containers in the

inventory. They are both owned by theDepartment of Defense and are available forlease or purchase from commercial sources.End-opening containers come in variouslengths, most commonly 20 feet and 40 feet.The large majority of these containers openonly at one end. However, some ISO doubleend-opening containers (see Figure II-5b) doexist. These containers permit more rapidstuffing and unstuffing operations (at eitherorigin or destination) for vehicles. TheDepartment of Defense owns severalcontainer types which fit into this end-opening category. All MILVANs and ISOend-opening containers can be readilytransported by most military and commercialcontainer-handling equipment.

• MILVAN. The Ammunition RestraintMILVAN is made of steel with woodflooring and walls, and is capable oftransporting between 31,560 lbs and39,800 lbs of ammunition (dependentupon the actual tare weight of theparticular MILVAN) for a total grossweight of 44,800 lbs per MILVAN. Ithas an internal restraint system of eightslotted steel rails permanently installedon each side wall, with 25 adjustablecrossbars that can be inserted into theslots. The General Cargo MILVANcontainer is made of steel with hardwoodflooring and plywood-lined walls, and iscapable of transporting between 31,560lbs and 39,800 lbs of general cargo(dependent upon the actual tare weightof the particular MILVAN) for a totalgross weight of 44,800 lbs.

• Commercial ISO. The commercial20-foot end-opening container can beused to transport munitions or generalcargo. The door-end corner posts aremodified with angle iron to enhanceblocking and bracing. As there is nopermanent restraint system, woodenblocking and bracing is used to restrainmunitions.

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Chapter II

Joint Pub 4-01.7

Ammunition Restraint MILVAN (8'x8'x20')

Ammunition Restraint MILVAN (8'x8.5'x20')

General Cargo MILVAN

20' ISO End-Opening Container

20' Shipping / Storage Container

Dimensions(inches)

Internal Length

Width

Height

External Length

Width

Height

Door Width

Opening Height

Weight Tare

(lbs) Payload

Gross

Military20-foot

231.0 - 231.5

91.1 - 92.0

88.2 - 93.3

238.5

96

96 - 102

92

83.5 - 89.5

5,000 - 13,240

31,560 - 39,800

44,800

Commercial20-foot

228 - 233

80 - 94

83 - 95

238.5

96

96 - 102

92 - 93

83.5 - 89.5

3,800 - 5,555

39,245 - 41,000

44,800

Commercial40-foot

431 - 475

89 - 94

77 - 107

480

96

102 - 115

90 - 102

89 - 102

6,000 - 10,800

56,400 - 61,200

67,200

NATIONAL STOCK NUMBER

8115-01-363-8192

8115-01-363-8193

8115-01-363-8194

8115-01-363-8195

8115-01-363-4442

CONTAINER TYPE

END-OPENING CONTAINER

Figure II-5a. End-Opening Container

II-9


6058 mm

2438 mm

2438 mm

5862 mm

2352 mm

2212 mm

30.5 m3

2338 mm

2107 mm

2280 kg

20320 kg

DOUBLE END-OPENING CONTAINER

OUTSIDE LENGTH

OUTSIDE WIDTH

OUTSIDE HEIGHT

INSIDE LENGTH

INSIDE WIDTH

INSIDE HEIGHT

CUBIC CAPACITY

DOOR OPENING WIDTH

DOOR OPENING HEIGHT

ESTIMATED TARE WEIGHT

MAXIMUM GROSS WEIGHT

CONSTRUCTION

GENERAL. The containers are designed, built and tested to meet the latest standards forgeneral cargo containers. BS 3951; part 2; Section 2.1 and ISO 1496/1. They are of all weldedsteel construction using the MIG CO2 electric arc process. All external welds are continuous;where intermittent welding is used inside, the gaps are sealed with a fully curing mastic sealant.All sections (unless otherwise stated) are of high tensile steel to BS 4360 grade 50A orequivalent.

19.87 ft

8 ft

8 ft

19.23 ft

7.71 ft

7.26 ft

1077.10 ft3

7.67 ft

6.91 ft

5026.53 lbs

44797.88 lbs

DIMENSIONS

Figure II-5b. Double End-Opening Container

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Joint Pub 4-01.7

CONTAINER TYPE NATIONAL STOCK NUMBER

Dimensions

(inches)

Internal Length

Width

Height

External Length

Width

Height

Door Width

Opening Height

Weight Tare

(lbs) Payload

Gross

Military20-foot

190

89

83

240

96

96

89

82

8,800

36,000

44,800

Commercial20-foot

215

89

83

239

96

102

89

86

6,800

38,000

44,800

Commercial40-foot

441 - 456

86 - 90

86 - 107

480

96

102 - 115

85 - 92

82 - 98

9,450 - 12,775

54,425 - 57,750

67,200

REFRIGERATED CONTAINER

Refrigerated (8'x8'x20') 8115-00-015-7039

Figure II-6. Refrigerated Container

II-11


b. Refrigerated Container. See FigureII-6. Refrigerated containers (reefers) areowned by the Department of Defense and areavailable through commercial sources. Theyprovide the capability to transport,temporarily store, and distributetemperature-sensitive cargo such as foodor blood. Some military-owned reefersinclude a refrigeration unit with a 10-kilowattgenerator. They can be plugged into anexternal power source or run off of their owngenerators. Most ships are equipped with apower source into which the containers canbe plugged. Commercial reefers may nothave their own generator. Severalcommercial reefers typically are plugged intoa separate generator which fits into acontainer cell. Reefers have the outerdimensions of ISO containers and meet allISO requirements for intermodal shipments.

c. Side-Opening Container. See FigureII-7. Twenty-foot side-opening containers areowned by the Department of Defense and arealso available through commercial sources.They are ISO containers with two doubledoors located on one side. These doors opento allow easy access to the container’scontents. The side-opening container can belifted and transported by commercial andmilitary conveyances. Military versions haveinternal tie-down rings which can be used tosecure cargo during shipment. The militaryoften uses side-opening containers fortransporting munitions.

d. Open Top Container. See Figure II-8.The open top container is used primarilyby commercial industry to transport cargoitems that are too high for a standardcontainer. An open top container can bestuffed from the top, or one end can be openedand it can be stuffed from there. Equippedwith ISO standard corner fittings at the topand bottom, it can be lifted and transportedreadily by commercial and military handlersand conveyances. Open top containersrequire tarpaulins for cover during shipping

and storage. (Containers cannot be used forsensitive items requiring high security andmay also have agricultural restrictions.)

e. Tank Container. See Figure II-9. Thebulk tank container, when installed in anISO-standard frame, is used for intermodaltransport of liquids such as fuel and milk.Tank containers are only available throughcommercial sources. If sent by air, tankcontainers with cargoes must be certified forair transport to prevent dangerous changes inaircraft center of gravity.

f. Half-Height Container. See FigureII-10. Half-height containers are owned bythe Department of Defense and are availablethrough commercial sources. They have thefootprint of an ISO container with ISOstandard structural members and cornerfittings, and are approximately half theheight of a standard end-openingcontainer. With fixed sides, an open top,and one drop-end opening, material isaccessible by either materials-handlingequipment or crane. Tarpaulins accompanythe containers for cover during shipping andstorage. The Navy uses the half-heightcontainers primarily to ship drummed oilsand lubricants.

g. QUADCONs. See Figure II-11.QUADCONs are not a common-use asset.They are unit-owned military containers.They are currently part of the Marine CorpsFamily of Intermediate Size Containers.Other Services plan to procure QUADCONsin the near future. The Army has identifiedthe QUADCON as the primary EDSScontainer for surface movement on its CTAs50-909. The QUADCON has ISO cornerfittings to allow for coupling of theQUADCONs into arrays of up to four units.An array of four QUADCONs has the sameexternal length and width dimensions as a20-foot ISO container and is designed to belifted as a 20-foot unit and/or moved as a20-foot unit in ocean shipping. The

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Joint Pub 4-01.7

Dimensions

(inches)

Internal Length

Width

Height

External Length

Width

Height

Door Width

Opening Height

Weight Tare

(lbs) Payload

Gross

Military

20-foot

232.5

89.5

88

238.5

96

102

222

84.5

5,000

47,910

52,910

Commercial

20-foot

231 - 233

91 - 93

88 - 95

238.5

96

96 - 102

92 - 98

82 - 90

4,200 - 4,360

40,170 - 40,600

44,800

CONTAINER TYPE

USAF, 2 Fork Pockets


Army



8145-L900411D

8145-L900412D

8115-01-363-8668

8140-01-296-7241CU

SIDE-OPENING CONTAINER

Figure II-7. Side-Opening Container

II-13


Internal Length

Width

Height

External Length

Width

Height

Door Width

Opening Height

Weight Tare

(lbs) Payload

Gross

Dimensions

(inches)

Commercial

40-foot

473 - 475

92 - 93

89 - 92

480

96

102 - 103

90 - 92

89 - 91

7,760 - 10,450

56,750 - 59,440

67,200

Commercial

20-foot

232 - 233

92 - 93

87 - 92

239 - 240

96

96 - 102

92

84 - 89

4,500 - 5,200

39,600 - 40,300

44,800

OPEN TOP CONTAINER

Figure II-8. Open Top Container

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Joint Pub 4-01.7

Commercial

20-foot

240

96

96

7,275

45,636

52,911

6,605

Commercial

40-foot

480

96

87

10,300

45,100

55,400

13,000

Internal Length

Width

Height

Weight Tare

(lbs) Payload

Gross

Capacity (gal)

Dimensions

(inches)

TANK CONTAINER

Figure II-9. Tank Container

II-15


CONTAINER TYPE

Navy Half-Height (8'x4'x20')

Army Half Height (8'x4'x20')


8145-01-291-0937

Not Assigned

Internal Length

Width

Height

External Length

Width

Height

Weight Tare

(lbs) Payload

Gross

Dimensions(inches)

Military20-foot

229.75 - 233

90.625 - 92.4

37

238.5

96

51

5,000

39,800

44,800

Commercial20-foot

232

92

37

240

96

51

4,189

40,611

44,800

HALF-HEIGHT CONTAINER

Figure II-10. Half-Height Container

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Joint Pub 4-01.7

Dimensions (inches)

Internal Length

Width

Height

External Length

Width

Height

Door Height

Opening Height

Weight Tare

(lbs) Payload

Gross

Military

83.8

55.6

75.3

96

57.3

82

52.8

70.2

1,800

8,200

10,000

Mil QUADCON (old)

Mil QUADCON (new)

CONTAINER TYPE NATIONAL STOCK NUMBER

8115-01-194-4017

8115-01-354-0797

MILITARY QUADCON

Figure II-11. Military QUADCON

II-17


QUADCON will be certified to meet allISO standards and CSC approvals. Eachhas four-way forklift pockets and lockabledouble doors on each end that provide fullaccess to the contents. To accommodatesmaller items, a small item storage cabinetcan be installed or removable inserts may beplaced as shelves inside the QUADCON.

h. TRICONs. See Figure II-12. TRICONsare not a common-use asset. They aremilitary containers owned by the Navy andthe Army. They are a lockable, watertightcontainer of all steel construction. TRICONshave standard ISO corner fittings and 3-wayforklift pockets (side and back). The TRICONhas ISO corner fittings to allow for couplinginto arrays of up to three units. An array ofthree TRICONs has the same external lengthand width dimensions as a 20-foot ISO container(8' x 20') and is designed to be lifted as a 20-footunit in ocean shipping. Two styles of containershave been procured: bulk and configured. Bulkcontainers do not have drawers, shelves, or rifleracks. Configured containers consist of cabinetswith drawers, shelves, rifle racks, or acombination thereof.

i. ISU-60/ISU-90. See Figure II-13.Internal Airlift or Helicopter SlingableContainer Unit (ISU), has multipleconfigurations, depending upon the doorsand internal dividers. The ISU containersprovide weather-resistant storage andtransport but do not meet ISO structuralstandards. CSC restrictions do not apply tocontainers specially designed for airtransport; however, they are certified for internalor external helicopter transport and for all AirMobility Command (AMC) transport aircraft.A number of these units have been procured bythe US Army Airborne and Air Assault units.

j. Flatracks. See Figure II-14. A flatrackis a structural steel frame, decked over andfitted with tie-down points, similar to acontainer without sides or top. Some flatrackshave corner posts, others have end walls.

Many corner posts and endwalls fold inwardto facilitate stacking and storage. Flatracksare owned by both the Department of Defenseand commercial industry. There are two basictypes of flatracks, based on strength —regular and heavy duty. Regular flatracksenable containerships to transport bulky itemsthat are slightly larger than the doordimensions of a standard ISO container, andsometimes also slightly longer than the lengthof standard ISO containers such as lumber,steel products, or light vehicles. TheDepartment of Defense owns some 20'flatracks which should be used only to carrylight items that do not fit into a standard 20'ISO end-closing container, and 35-footerswhich are to be used exclusively for the FastSealift Ships (FSS). Regular flatracksmeeting ISO standards can readily have cargoloaded or discharged at inland sites. Regularflatracks of both 20' and 40' are also availablefrom commercial leasing companies.Virtually all heavy duty flatracks are ownedby the Department of Defense, can have endflaps installed along one side, and allow forsignificantly greater weights to be carried,such as armored vehicles (i.e., tanks), or other(often) oversize cargoes. If this type offlatrack is installed side-by-side in a containership the edge flaps can span gaps betweenthe flatracks to form a false or "‘tween" deck.Heavy duty flatracks can be of the Titanvariety, with collapsible (telescoping) endposts that are adjustable from 102-162 inches(from deck of flatrack) with a cargo capacityof 134,400 pounds, or of the Denardi/Phillipsvariety with fixed endposts of 128 inches(from deck of flatrack) and a cargo capacityof 144,000 pounds. When working withheavy duty flatracks, special attention needsto be paid to lifting capacity of availablecrane(s). Heavy duty flatracks are primarilyintended for shipborne transportation but can,with special consideration, be usedintermodally at distant inland sites.

k. Load and Roll Pallet (LRP). SeeFigure II-15. The LRP is a DOD asset. It is

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Chapter II

Joint Pub 4-01.7

Dimensions(inches)

Internal Length

Width

Height

External Length

Width

Height

Door Width

Opening Height

Weight Tare

(lbs) Payload

Gross

MilitaryIndividual Unit

70

90.5

86.5

77.5

96

96

71.5

84.4

2,560

12,340

14,900

MilitaryConfigured Set

231 - 233

91 - 93

88 - 95

239

96

96 - 102

92 - 98

82 - 90

7,310

7,590

14,900

CONTAINER TYPE

Military TRICON


8145-01-287-3294

MILITARY TRICON

Figure II-12. Military TRICON

II-19


Dimensions(inches)

Internal Length

Width

Height

External Length

Width

Height

Door Width

Opening Height

Weight Tare

(lbs) Payload

MilitaryISU-60

97.5

77.5

53.59

108

88

60

33.75 - 43.75

50.59

1,450 - 1,500

5,000 - 10,000

MilitaryISU-90

100.28

77.5

83.59

108

88

90

33.75 - 73.5

80.59

1,740 - 1,900

10,000

INTERNAL AIRLIFT OR HELICOPTERSLINGABLE CONTAINER UNITS (ISU)

Figure II-13. Internal Airlift or Helicopter Slingable Container Units (ISU)

II-20

Chapter II

Joint Pub 4-01.7

CONTAINER TYPE

Navy

Army

40' Heavy Duty

Dimensions(inches)

Internal Length

Width

Height

External Length

Width

Height

Deck Height

Weight Tare

(lbs) Payload

Gross

Military40-foot

456

96

102 - 162

480

96

132 - 186

30

22,000

144,000

166,000

Military20-foot

234

94

88.1

240

96

96

7.9

6,500

38,300

44,800

Commercial20-foot

217 - 233

80 - 92

82 - 92

239 - 240

96

102

10 - 20

4,900 - 6,516

38,540 - 59,990

44,800 - 66,140

Commercial40-foot

460 - 464

88 - 96

76 - 86

480

96

102 - 108

24 -26

10,042 - 11,903

55,840 - 89,170

67,200 - 99,200

8145-01-290-7335

Not Assigned

0910-LP-248-8600


Heavy Duty Flatrack withCollapsible Corner Post

Regular Flatrackwith End Wall

Heavy Duty Flatrackwith Fixed Corner Post

FLATRACKS

Figure II-14. Flatracks

II-21


a steel frame platform with rollers that fitsinside a standard 20-foot ANSI/ISOcontainer. The LRP allows forward units torapidly extract a complete load of fourMultiple Launch Rocket System (MLRS)pods (each weighing 5,078 pounds) or fourArmy Tactical Missile System (ATACMS)pods from an end opening container. Eithertwo 6,000-pound capacity or larger forklifts,a tactical cargo vehicle with a winch, or awrecker lifts up one end of the fully loadedLRP just high enough to clear the floor ofthe container and roll the entire load into and/or out of the container. Once outside of thecontainer, the load is fully accessible from thesides to allow rapid unloading of the cargo.

The LRP unit measures 222" x 89" x 120"and has a tare weight of 1,970 lbs. ArmyMateriel Command (AMC) proceduraldrawing 19-48-8184 depicts use of the LRPfor outloading of MLRS pods, and AMCprocedural drawing 19-48-8198 depicts useof the LRP for outloading of ATACMS pods.There are approximately 500 units controlledby MTMC in the DOD inventory.

12. Types of ContainerHandling Equipment

a. A wide variety of military andcommercial container handling equipmentexists. Figures II-16 through II-21 show

LOAD AND ROLL PALLET ASSEMBLY

Figure II-15. Load and Roll Pallet Assembly

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Chapter II

Joint Pub 4-01.7

military unit-owned container handlingequipment. Because of the variance, anall-inclusive list of commercial containerhandling equipment is beyond the scope ofthis document. Commercial containerhandling equipment, such as top picks, sidepicks, and straddle carriers are generallyavailable for lease through a port facility.

b. Military container handling equipmentis generally capable of handling only20-foot or 40-foot containers. The capabilityto handle 20-foot containers is usually mostcritical in the early stages of a contingency.Since most containers longer than 40-feet (45feet and 48 feet) have ISO corner fittings atthe 40-foot point, they can usually be handledby the 40-foot container handling equipment.Military doctrine calls for the extensive useof 20-foot containers. Consequently, a largevolume of 40-foot containers could negativelyimpact operations at some container handlingsites. Smaller containers (e.g., QUADCONs,TRICONs) can also be handled by militarycontainer handling equipment if configuredinto a 20-foot ISO unit.

c. Rough Terrain Container Crane(RTCC). See Figure II-16. The RTCC is awheel-mounted crane available throughcommercial sources. The RTCC is capableof lifting a fully loaded 20-foot container (maxweight of 44,800 pounds) at a radius of 27feet and a 35/40-foot container weighing67,200 pounds at a radius of 22 feet. US Armygeneral support (GS) ammunition units usethe RTCC “from a fixed position” for transferof 20-foot ANSI/ISO containers from onemode of transportation to another or to groundor load containers to and from waitingtransportation in the Theater and Corpsammunition storage areas. US Armytransportation units use the crane to augmentthe 50,000-Pound Rough Terrain ContainerHandler (see subparagraph 12e.) in the transferand handling of 20-foot, 35-foot, or 40-footcontainers and other cargo betweentransportation modes and in storage areas.

The RTCC can be operated on hard surfaces,or on soft surfaces with wooden platformsections to carry the weight.

d. Intermodal Container HandlingSpreader Bars. See Figure II-17. Spreaderbars are connected by slings to the hook ofa crane such as a RTCC or the 140-TonTruck-Mounted Container Handling Craneand are used to handle ISO and otherintermodal containers. The Army has twotypes of spreader bars. One type is forhandling 20-foot long containers and the otheris for handling 40-foot long containers.The 40-foot spreader bars can also handlemany longer containers since they usuallyhave ISO corner-fittings at the 40-footpoint. Both spreader bar types conform toMilitary Specification MIL-S-52713. Bothtypes are of fixed frame design and havemanually locking twist locks. Eitheradjustable spreader bars or specific 35-footspreader bars are required for lifting 35-footcontainers. (A spreader bar is required for allcranes.)

e. 50,000-Pound Rough Terrain ContainerHandler (RTCH) and Top Handler. SeeFigure II-18. The RTCH provides acapability of handling the 8-foot widefamily of 20-foot, 35-foot, and 40-foot longcontainers with gross weights of up to50,000 pounds over improved orunimproved terrain. (It can also handlemany longer containers, since they are usuallyconfigured with ISO fittings at the 40-footpoint; a separate fork kit is also required tolift half-height containers.) It is a rough terraintruck designed for operating on soft soilconditions such as unprepared beaches. TheRTCH is four-wheel drive and capable offording in up to five feet of seawater. Thetines can be lowered to only several feet abovethe surface. The RTCH is a modifiedcommercial design, procured to militaryspecifications. Top handlers must be used inconjunction with the RTCH to handle ISOcontainers. Top handler units (20-foot, 35-

II-23



Capacity

Length (inches)

Width (inches)

Height (inches)

Weight (lbs)

2810-01-205-2716

44,800 pounds at 27- foot

548

145

153

108,750

ROUGH TERRAIN CONTAINER CRANE

Figure II-16. Rough Terrain Container Crane

II-24

Chapter II

Joint Pub 4-01.7

40 - FOOT

67,200

480

95

18

5000

3990-01-258-2011

Capacity (lbs)

Length (inches)

Width (inches)

Height (inches)

Weight (lbs)

National StockNumber

SPECIFICATION 20 - FOOT

44,800

238

95

18

3000

3990-01-258-2010

SPREADER BARS

Figure II-17. Spreader Bars

II-25


National Stock NumberRough Terrain Container Handler(Army / Marine Corps)

National Stock NumberRough Terrain Container Handler(Air Force)

Capacity (lbs)

Length w/ Forks (inches)

Width (inches)

Height (inches)

Weight w/o Top Handler (lbs)

Top Handler Part No. (20- / 40-foot)

Top Handler Weight (lbs) (20- / 40-foot)

3930-01-082-3758

3930-01-307-3658CT

50,000 @ 48" load center

420

138

167

103,000

E9137 / E9140

3,800 / 9,927

ROUGH TERRAIN CONTAINER HANDLERAND TOP HANDLER

Figure II-18. Rough Terrain Container Handler and Top Handler

II-26

Chapter II

Joint Pub 4-01.7

foot, or 40-foot) are placed on the forks ofthe RTCH to allow for handling the threedifferent lengths of ISO containers. The tinesof the RTCH fit into forklift pockets in thetop handler. Then the top handler connectsto the top of a container at the ISO cornerfittings. The Army has all three lengths oftop handlers, while the Marine Corps hasonly 20-foot units.

f. 140-Ton, Truck-Mounted, ContainerHandling Crane. See Figure II-19. The140-ton crane is a commercially designedcrane used by the Army. It is truck-mountedand has 140-ton maximum capacity at a reachof 12 feet. It has an 8-foot x 4-foot truckchassis and a 50-foot basic boom, which canbe extended in length up to 130 feet with theuse of various lengths of lattice boom. Thecrane is used for loading and unloadingcontainers from ships in a fixed port operationor watercraft and/or lighterage in a logisticsover-the-shore (LOTS) operation and forhandling containers in marshalling areas andterminal sites. In a LOTS operation, the140-ton crane may be used to lift cargoes ofall types from the ocean-going ship to thelighterage and/or watercraft and on the beachto transfer these cargoes from lighterage tothe beachhead. The 140-ton crane may beplaced on an elevated causeway of a floatingcauseway to discharge cargoes from thewatercraft. If operating on a beach, woodenplatform sections are necessary to ensure thatthe crane does not sink into the sand. Thecrane must be partially disassembled fortransport.

g. 20-/40-Foot Container Sideloader.See Figure II-20. This diesel-poweredcontainer sideloader is capable oftransferring or self-loading and transporting20-foot through 40-foot ISO containers ortactical shelters. Maximum lifting capabilityis 66,150 pounds. The unit has a telescopingspreader bar for 20-foot, 35-foot, and 40-footlength containers, and can also lift containerswith slings. The sideloader can transport

containers within maximum road heightlimitations. It also has an air ride suspensionenabling it to transport ISO containerscontaining delicate equipment. Thesideloader is self-deployable by road butshould be pulled by a 26-ton tractor for longdistances. It is air transportable by C-5 andC-17 aircraft. The Army has 20-footcontainers, 44,800 pound capacity sideloaders(no national stock number [NSN] assigned),and the Air Force has sideloaders capable ofhandling both 20-foot and 40-foot units(NSN: 3810-01-228-0190CT).

h. 14-Ton, Wheel-Mounted ISO ContainerHandling Crane. See Figure II-21. Thiscrane is owned by the Navy and can bepurchased through commercial sources.Under field conditions it can handle 20-footISO containers with a 25,000 poundmaximum gross weight for loading andoff-loading trucks and/or trailers. Poweredby hydrostatic drive to the front wheels, itprovides a self-propelled speed of 5-MPH anda maximum towed speed of 5-MPH. Thecrane is air transportable in C-130 aircraft.NSN: 3810-01-198-0079.

i. Container Lifting Semitrailers. TheContainer Lifting Semitrailer is a U-shapedtransporter which is capable of lifting a20-foot long ISO container up from theground and moving it to another location.The Department of Defense owns a few ofthe Container Lifting Semitrailers. It hasguide wheels to protect the container fromdamage as the trailer is backed around it priorto loading. It is designed for use at improvedfacilities, those with hard surfaces. Quickconnect couplings are attached to the liftingcables to allow for ease in lifting a containerby the lower corner fittings. The container islifted using hydraulics on the semitrailer whichraises the entire frame of the semitrailer. Theprime mover for the semitrailer, includinghydraulics, is a specialized 4 x 2 yard tractorwith a hydraulic-lift fifth wheel. (NSN notassigned).

II-27


Capacity (Tons)

Length w/ 50 foot boom (inches)

Width (inches)

Height (inches)

Weight w/ 50 foot boom (lbs)

National Stock Number

140 @ 12 feet

873

132.5

157.8

195,000

3950-01-027-92543950-01-110-9224

140-TON, TRUCK-MOUNTED CONTAINERHANDLING CRANE

Figure II-19. 140-Ton, Truck-Mounted Container Handling Crane

II-28

Chapter II

Joint Pub 4-01.7

20-/40-FOOT CONTAINER SIDELOADER

Figure II-20. 20-/40-Foot Container Sideloader

Figure II-21. 14-Ton Wheel Mounted Container Handling Crane

14-TON WHEEL MOUNTED CONTAINER HANDLING CRANE

II-29


SECTION C. SPECIALPURPOSE/TACTICAL

SHELTERS

13. Special Purpose MobileShelters and Facilities

Special purpose tactical shelters fall in twomajor categories; ISO shelters and mobilefacilities. The first are developed by the USArmy and the latter by the US Navy. Bothhave similar handling characteristics, with theISO shelter carrying a maximum payload of11,100 pounds depending on the type ofshelter. They come in three basic models; non-expandable, one-side expandable, and two-side expandable. In contrast to the mobilefacilities, the ISO shelters can move via railcar and do not require air ride trailers for roadmovement.

14. Naval Mobile FacilityProgram

The Naval Air Systems Command(NAVAIR) is the DOD-appointed PrincipleControl Activity for the Mobile Facility (MF)Shelter System for all of the Department ofDefense. A Program Manager (PM) isassigned within NAVAIR’s Fleet Support andManagement Division, code AIR 3.6.4.1, toestablish policies, procedures, and to developand execute an overall MF program. Theseresponsibilities are delineated in NAVAIRInstruction 13670.1 (Series). A principle goalof the program is to provide tactical sheltersto Navy and Marine Corps aviation activitiesfor aircraft logistics support. Navy and/orMarine Corps activities are under thesponsorship of the Chief of Naval Operations,Aviation Maintenance Program Branch(N881). A Joint Committee on TacticalShelters meets periodically withrepresentatives from all Services to providethe PM with updated information on eachService’s requirements.

15. Mobile Facility ProgramEquipment

MF program equipment includes tacticalshelters and major related equipmentessential to tactical and garrisonoperations. All MF shelter types havenominal exterior dimensions of 8 feet wide, 8feet high, and 20 feet long with removableskids removed. MFs meet ANSI/ISOstandards for shipping containers and haveISO corners. The environmental control andany other external extrusion outside the ISOenvelope are stored inside when transported.

16. Purpose

Mobile facilities provide capability forrapid deployment of operational andlogistic resources to any theater worldwide.Functions are pre-containerized to allow forease of deployment, transport, andemployment in the tactical area, and return ofvaluable resources when the operation hasbeen completed. In addition to Navy andMarine Corps aviation support, MFs are usedthroughout the Department of Defense formedical treatment (i.e., deployable medicalfacilities), training, Air Force IntermediateShops, metrology, meteorology, photoprocessing, and pierside support of Navyships.

17. Scope

The current and projected population ofMFs subject to potential movementthrough the transportation system includethose under the control of NAVAIR MFprogram management, units under controlof Navy and/or Marine Corps fleet units,and those owned by other DOD agencies.New MF shells are delivered from themanufacturer to a NAVAIR controlledindustrial activity for configuration. Thisinvolves adding electrical, mechanical, and

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Chapter II

Joint Pub 4-01.7

environmental equipment to customize theMF for a particular military use. Theconfigured MF is delivered to the user.NAVAIR budgets for these first- andsecond-destination moves. After deliveryto the end user, control and costs becomethe responsibility of the using command.Figure II-22 contains current and projectedquantities of MFs in use through FY-2000.

18. Transportation

Surface transportation is the normal modeof transportation for MFs to and fromoverseas. Air transportation is used to andfrom overseas only for those MFs containingsensitive equipment or when operationalconditions require urgent delivery. MFs aretransported by common-user surface lift (orair) of opportunity whenever available or, ifnecessary to meet operational requirements,the aviation logistic support ships. Normalmode of transport within CONUS iscommercial or tactical motor transportation(truck). Because of the sensitivity of loadedtest equipment, some MFs require movementby trailers with air ride suspension. Railtransportation is not authorized for shipmentof MFs because configuration items are notengineered to withstand the stress of the“Hump Test.”

19. Mobile Facility Data (USN/USMC)

a. Basic Mobile Facility Type A. SeeFigure II-23. Features include two removableend doors and removable panel on one sidefor environmental control. Power entry andpower transfer panels are installed with 120/208 volt, 3 phase, 100 amp connectors for both60 Hz and 400 Hz service. Gross weight of20,000 lbs includes tare weight of 5,235 lbsfor a pre-loaded capacity of 14,765 lbs.

b. Basic Mobile Facility Type B. SeeFigure II-23. Features include two removableend doors and a removable panel on one sidefor an environmental control unit (ECU)installation. Power entry and power transferpanels are installed with 120/208 volt, 3 phase,100 amp connectors for both 60 Hz and 400Hz service. Gross weight of 20,000 lbsincludes tare weight of 5,235 lbs for a pre-loaded capacity of 14,765 lbs.

c. Integration Unit (INU) MobileFacility. See Figure II-24. Features includetwo removable end doors and a panel on oneside for window type ECU installation. Thereare three removable door-size side panels (twoon one side and one on the other) which allowcomplexing of other shelters. Three 120/208

Figure II-22. Projected DOD-Wide MF Inventory (Nominal)

PROJECTED DOD-WIDE MF INVENTORY (NOMINAL)

MF QUANTITY

AGENCY CURRENT FY-94 FY-95 FY-96 FY-97

Navy/MarineAviation

4849 4994 5139 5284 5429

Other Navy 350 358 358 358 358

Other DOD 758 758 758 758 758

Total 5957 5610 6255 6400 6545

II-31


BASIC MOBILE FACILITY TYPES A & B

CORNERFITTINGS

CORNERFITTINGS

FORKLIFTPOCKETS

LOUVER

LOUVER

REMOVABLEDOOR

JACKMOUNTINGPOINT (ISOCORNER)

JACKMOUNTING

POINT

POWERENTRYPANEL

REMOVABLEENVIRONMENTALCONTROL UNITACCESS PANEL

POWERTRANSFER

PANEL

REMOVABLEDOOR

Figure II-23. Basic Mobile Facility Types A & B

II-32

Chapter II

Joint Pub 4-01.7

INTEGRATION UNIT MOBILE FACILITY

CORNERFITTINGS

CORNERFITTINGS

REMOVABLEPANEL

LOUVER

LOUVER

REMOVABLEDOOR


JACKMOUNTING

POINT

ENVIRONMENTALCONTROL UNITACCESS PANEL

ELECTRICALPANEL NO. 3

SKIDS

POWERENTRY PANEL

POWERENTRY PANEL

REMOVABLEPANEL

REMOVABLEPANEL

FORKLIFTPOCKETS

REMOVABLEDOOR

Figure II-24. Integration Unit Mobile Facility

II-33


volt, 3 phase, 60 Hz, and 400 Hz powertransfer boxes, with appropriate connectors,provide the capability to connect input powerand to transfer power to another INU and upto six complexed shelters. Gross weight of20,000 lbs includes tare weight of 5,235 lbsfor a pre-loaded capacity of 14,135 lbs.

d. Side-Opening Mobile Facility Type A.See Figure II-25. Features include onecompletely removable sidewall to allowjoining with other side-opening shelters, tworemovable end doors and two removable sidepanels for ECU installation. Power entry andtransfer panel and power distribution and monitorpanel requirements are determined and installedat time of configuration. Gross weight of 20,000lbs includes tare weight of 5,235 lbs for a pre-loaded capacity of 14,765 lbs.

e. Side-Opening Mobile Facility Type B.See Figure II-26. Features include onecompletely removable sidewall to allowside-to-side joining with other side-openingshelters, one non-removable personnel accessside door and two removable side panels forECU installation. Power entry and transferpanel and power distribution and monitorpanel requirements are determined and installedat the time of configuration. Gross weight of20,000 lbs includes tare weight of 5,235 lbs fora pre-loaded capacity of 14,765 lbs.

f. Side-Opening Mobile Facility Type B,Modified. See Figure II-27. This MF isidentical to the side-opening MF Type Bexcept that a double door (80 inches wide)has been added to one end. Features includeone completely removable sidewall to allowside-to-side joining with other side-openingshelters, one non-removable personnel accessside door and two removable side panels forECU installation. Power entry and transferpanel and power distribution and monitorpanel requirements are determined andinstalled at time of configuration. Grossweight of 20,000 lbs includes tare weight of5,285 lbs for a pre-loaded capacity of 14,765 lbs.

g. Side-Opening Mobile Facility TypeC. See Figure II-28. Features include twocompletely removable sidewalls to allowjoining with other side-opening shelters oneither or both sides, and one removable enddoor. The shelter has no provision forpower distribution or ECU equipment.Gross weight of 20,000 lbs includes tareweight of 5,235 lbs for a pre-loadedcapacity of 14,765 lbs.

20. MF Ancillary Equipment

Major ancillary equipment often shippedalong with, but external to operational MFs,includes generators and Dolly Sets(mobilizers) such as those listed in FigureII-29. A set of Dollies is shown in FigureII-30.

21. Transportation of MobileFacilities

Most local transportation is accomplishedby using Dolly sets, MHE, or caster jacks.

a. The Joint Service dolly set, specificallydesigned to transport ISO shelters, consistsof front and rear dollies and connects to shelterISO corners with corner-locking devices. Theshelter is lifted by the dolly hydraulics system,which lifts both shelter ends at the same time.The dolly set provides Type V mobility forshelters with gross weights below 15,000 lbsand Type III mobility for shelters with grossweight of 20,000 lbs. The dolly set is designedto be towed by any approved prime moverequipped with a pintle hook. Dolly sets areused to move MFs within an air base or insupport of short distance moves and/orrelocations.

b. A fork lift or RTCH is commonly usedfor off-loading MF and for local movement.Figure II-31 illustrates using a fork lift forunloading. A fork lift used to move MFs musthave a minimum capacity of 22,000 lbs with48-inch load center or greater.

II-34

Chapter II

Joint Pub 4-01.7

SIDE-OPENING MOBILE FACILITY TYPE A

CORNERFITTINGS

CORNERFITTINGS

REMOVABLESIDE WALLLOUVER

LOUVER

REMOVABLEDOOR


JACKMOUNTING

POINT


SKIDS

POWERENTRY PANEL

SLING LIFTINGRING

FORKLIFTPOCKETS

REMOVABLEDOOR

Figure II-25. Side-Opening Mobile Facility Type A

II-35


SIDE-OPENING MOBILE FACILITY TYPE B

CORNERFITTINGS

CORNERFITTINGS

REMOVABLESIDE WALL

LOUVER


JACKMOUNTING

POINT


SKIDS

POWERENTRY PANEL

SLING LIFTINGRING

FORKLIFTPOCKETS

LOUVER

NON-REMOVABLEDOOR

Figure II-26. Side-Opening Mobile Facility Type B

II-36

Chapter II

Joint Pub 4-01.7

SIDE-OPENING MOBILE FACILITY TYPE B MODIFIED

CORNERFITTINGS


POWERENTRY PANEL

CORNERFITTINGS

SLING LIFTINGRING

FORKLIFTPOCKETS

REMOVABLESIDE WALL

DOUBLE ENDDOOR

SKIDS

LOUVER

JACKMOUNTING

POINT

NON-REMOVABLEDOOR


Figure II-27. Side-Opening Mobile Facility Type B Modified

II-37


SIDE-OPENING MOBILE FACILITY TYPE C

CORNERFITTINGS


CORNERFITTINGS

SLINGLIFTING

RING

FORKLIFTPOCKETS

REMOVABLESIDE PANEL

LOUVER

SKIDS

SLINGLIFTING

RING

REMOVABLESIDE PANEL

LOUVER

JACKMOUNTING

POINT

REMOVABLESIDE WALL

REMOVABLEDOOR

Figure II-28. Side-Opening Mobile Facility Type C

II-38

Chapter II

Joint Pub 4-01.7

c. Usage of caster jacks is shown inFigure II-32.

22. Line Haul and StrategicTransportation

CONUS and theater line haul transportationare accomplished by air ride trailers , andstrategic transportation by ships and aircraft.Rail shipment of MFs is not authorized.

a. When using ground transportation,only trailers with air ride suspension shouldbe used to move MFs to protect sensitive testcomponents. A 40-foot air ride flatbed cannormally transport two MF units. Figure II-33illustrates unloading an MF from an air ridetrailer using a sling and crane. (Note: FigureII-33 does not currently picture use of aspreader bar, which is mandatory.)

b. MFs, with skids removed, arecompatible with containership cells andsecuring devices.

EXAMPLES OF MAJORANCILLARY EQUIPMENT

Diesel Engine DrivenGenerator, MEP-009, NSN2C6115-00-133-9104

Diesel Engine DrivenGenerator, MEP-105A, NSN2C6115-00-118-1252

Diesel Engine DrivenGenerator, MEP-007B, NSN2C6115-01-036-6374

Dolly Set, Model M-1022,Cage Code 16128, NSN9H2330-01-167-7267

Figure II-29. Examples of MajorAncillary Equipment

c. MF shipment by air may beaccomplished on many types of militaryaircraft. The following types of aircraft arecapable of transporting MF in the quantitiesindicated:

Aircraft Maximum Type Capacity MFs

C-5 10C-141 4C-130 2C-17 3

Figures II-34 and II-35 show pallet and tie-down arrangements common to air shipment.

23. Mobility Requirements

Mobility requirements concern theplanning and preparation prior to MFshipment. Aircraft cargo load planningrequires center-of-balance marking andweight to be specified for each MF. Eachshelter is placed on a two pallet traincontaining two 463L/HCU-6E pallets (FigureII-36). Standard mobility forms and listsrequired are the special handling and/orhazardous cargo form, load list, and packinglist. In addition, the following must bearranged:

a. All equipment and/or material must besecured prior to airlift.

b. Installed equipment must meet therestraint criteria of MIL-A-8421.

c. Stowed equipment must be prepared forshipment (i.e., packed, marked, labeled, andcertified) according to AFJMAN 24-204 andMIL-STD-129. Restrain stowed items withinthe container according to MIL-A-8421.

d. Air transportation personnel musthave access to the contents of all containersfor inspection prior to loading aboard theaircraft.

II-39


DOLLY SET: LIFT, TRANSPORTABLE SHELTER

Figure II-30. Dolly Set: Lift, Transportable Shelter, 7 1/2 Ton, M1022A1

Figure II-31. Unloading Mobile Facility Using Forklift

UNLOADING MOBILE FACILITY USING FORKLIFT

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e. AFJMAN 24-204 requires the use of theShippers Declaration for Dangerous GoodsForm to be used in preparing HAZMAT forMILAIR Shipments. Only the followinghazardous materials are authorized forshipment inside inaccessible (after loading andstowage) containers IAW AFJMAN 24-204:(1) Fire extinguishers secured in appropriateholders and/or brackets or properly packagedaccording to AFJMAN 24-204. (2) Supportequipment or other mechanical apparatus.Items fueled by a flammable liquid with aflash point above 38 degrees C (100 degreesF) must have the fuel system drainedcompletely (not to exceed 17 ounces), butneed not be purged. Tightly seal fuel lines andtank to prevent residual fuel leaks. Itemsfueled by a flammable liquid with a flash pointat or below 38 degrees C (100 degrees F) mustbe drained and purged. Nonspillable batteriesmay be installed only when secured upright.(3) Items shipped under the proper shippingname “Life Saving Appliances” and properlypacked according to AFJMAN 24-204. (4) Airconditioners and environmental control units,

magnetic material, radioactive material, andthermometers must be packaged andrestrained according to AFJMAN 24-204.

SECTION D. PALLETS ANDTHE AIRLIFT SYSTEM

24. General

The primary platform used to transportmilitary cargo in the airlift system is the463L HCU-6/E cargo pallet, hereafterreferred to as 463L pallet. This aluminumcovered balsa or redwood core pallet, whenproperly loaded and restrained with authorizedrestraints, provides for palletized cargoloading and unloading of aircraft and withinair freight terminals per the 463L CargoHandling System. The pallet is framed onall sides with extruded aluminum edge rails.In addition, steel tie-down rings aredistributed around the perimeter of the palletto secure the covering nets and to facilitatehandling (see Figure II-37).

MOBILE FACILITY CASTER LIFTING JACK

DETAIL

Enlargement of cornerwheel assembly

Figure II-32. Mobile Facility Caster Lifting Jack

II-41


a. General pallet dimensions andplanning factors include the following:

Length - 108 inchesWidth - 88 inchesWeight - 290 poundsRated Capacity - 10,000 pounds

b. Air Force Techn ica l Orde r35D33-2-2-2, 463L Air Cargo Pallets TypesHCU-6/E and HCU-12/E containsinformation relating to proper tie-down,loading, inspection, and storage of pallets.Army FM 55-9, Unit Air Load Planning, alsohas information on building 463L pallet loads.

25. 463L System

The 463L system constitutes the majorityof materials handling equipment used insupport of airlift operations. This systemis comprised of: 60,000 pound capacity (60K)

Figure II-33. Unloading Mobile Facility Using Lifting Sling and Crane

GUIDELINE

GUIDELINE

SLINGASSEMBLY

CRANE HOOKSLING LIFTING

RING

FLAT BED

UNLOADING MOBILE FACILITY USINGLIFTING SLING AND CRANE

loaders (Figure II-38), 25,000-pound capacity(25K) loaders (Figure II-39), 25K tacticalloaders, 40K loaders (Figure II-40),wide-body elevator loaders (Figure II-41),lower-lobe loaders, 10K fork lifts, and 10Kall-terrain fork lifts.

26. Airlift System and ISOContainers

The airlift system is capable of handlingISO containers; however, one of the largestdrawbacks of the ISO container is its empty(or tare) weight. Due to shortfalls in nationalstrategic airlift capability, the movement oflarge numbers of ISO containers in theairlift system would be done only in themost extreme situations. When moving inthe airlift system, ISO containers are loadedon aircraft utilizing the 463L pallet or the ISO/Air Cargo Pallet as a platform to adapt theload to the 463L roller system found in all

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Air Force cargo configured aircraft. Mostaircraft configured for forward and aftloading are capable of handling 20- or 40-footcontainers. AMC-approved 463L adaptorMIL-STD-1791 ISO/Air Cargo pallets for 20foot ISO containers and tactical shelters areencouraged to be used when airlift is essentialduring peacetime operations or is necessaryto support time-phased force and deploymentdata (TPFDD) requirements.

27. ISU-Series Containers

ISU-60/ISU-90 containers are alsocompatible with the airlift system. Thesecontainers are essentially 463L pallets with sidesand tops used to enclose the material beingshipped (see Figure II-13). These containersare available commercially and are funded byunits.

28. 463L Pallet

The 463L pallet is an integral part of theairlift system. It is designed specifically forconsolidating equipment to be loadedonboard aircraft. Prompt return of palletand net sets to the airlift system fromdeployment or contingency locations isnecessary to ensure that enough assets areavailable to provide rapid turn-around ofretrograde and sustainment cargo.Geographic combatant commanders areresponsible for pallets and net sets enteringtheir areas of responsibility (AORs) and mustensure that pallet recovery and turn-inprocedures are in place to support the airlifteffort.

END POSITIONING MOBILE FACILITY(MF) ON COUPLED CARGO PALLETS

CENTER SKID

MF END VIEW

PALLET MIDDLE CHANNEL

MF END VIEW

10,000 LB CHAIN WITHTIE-DOWN DEVICE

Figure II-34. End Positioning Mobile Facility (MF) on Coupled Cargo Pallets

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MOBILE FACILITY ATTACHED TO COUPLEDCARGO PALLETS

TO CARRIER

10,000 LB CHAIN WITHTIE-DOWN DEVICE

Figure II-35. Mobile Facility Attached to Coupled Cargo Pallets

29. MHE/CHE Requirements

MHE/CHE requirements for loadingand unloading containers on and offaircraft need to be identified concurrentlywith selection of aircraft. Planners mustconsider the unique characteristics of theaircraft to be loaded or unloaded and anyspecial handling requirements of the cargo.

For example, highline (rollerized) dockoperations may require use of cranes whenuse of K-loaders are limited. Difficulties mustbe foreseen when using K-loaders andhighline (rollerized) dock. Winches maybe used to augment loading or unloadingoperations of heavy containers. SpecialMHE is required when moving T-3 loads(3 pallettrains).

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Joint Pub 4-01.7

Figure II-36. Coupled Mobile Facility Shipping Pallets Attached with Chain Tie-DownDevices to Rollerized Transport Vehicle

ROLLERIZED TRANSPORT VEHICLE

10,000 LBCHAIN ANDTIE-DOWN

DEVICE

PALLET COUPLERDEVICE

PALLET

COUPLED MOBILE FACILITY SHIPPING PALLETSATTACHED WITH CHAIN TIE-DOWN DEVICES TO

ROLLERIZED TRANSPORT VEHICLE

Figure II-37. 463L Air Cargo Pallet (HCU-6/E)

463L AIR CARGO PALLET (HCU-6/E)

II-45


60,000-POUND 463L AIRCRAFT LOADER

Figure II-39. 25,000-Pound 463L Aircraft Loader



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WIDE BODY ELEVATOR LOADER

Figure II-41. Wide Body Elevator Loader


CHAPTER IIIINTERMODAL CONTAINER TRANSPORT

III-1

SECTION A. LANDTRANSPORTATION

1. Rail - Car Types

a. Within the United States, movementsof containers and trailers via rail arehandled primarily using specializedintermodal cars. These intermodal cars aredesigned to handle container on flatcar(COFC), trailer on flatcar (TOFC), or acombination of both. Intermodal railequipment ranges from a four-wheel spinecar under 50 feet long to a five set articulated(permanently coupled) car over 250 feet inlength. Depending on design, theintermodal cars can accommodatecontainers single or double stacked.Double stack intermodal cars generally have40- to 48-foot wells and, when articulated insets of five, have a capacity of ten 40- to 53-foot containers. Certain double stack cardesigns can accommodate 20-foot containersin the well or lower level, but none can carry20-foot containers on the upper level.

b. Widespread use of new intermodalcars has permitted rail carriers to meetshipper’s needs and to compete economicallywith origin-to-destination highwaytransportation. One of the benefits ofarticulated couplings is in decreased cargodamage due to the reduction of slack actionwhile a train is underway. Articulated doublestack cars have become the norm of the railintermodal fleet.

“The strategy of the free nations is inextricably tied to their ability to movefreely on the sea and in the air.”

Admiral Robert B. Carney, USN

2. Rail - Trends

a. While the US regular flatcar fleet isdeclining in numbers, the specializedintermodal fleet is rapidly expanding.Articulated couplings and/or double stackdesigned equipment have made traditional carcounts obsolete as an indicator of overallcapacity. Current industry practice is to count“platforms” available to move 40- to 53-footcontainers and trailers. For example, whilean articulated five well double stackarrangement is counted as a single car, itrepresents ten platforms. Double stackequipment growth is expected to continue andwill make up an ever-increasing percentageof overall lift capacity.

b. The increase in specialized intermodalrail capacity coupled with the decline inregular flatcars has significant deploymentimplications. They include the following:

• Double stack cars require higheroverhead rail line clearance (height abovethe rail), which may not be available atmany military facilities.

• Intermodal railcars increasingly requirespecialized CHE for container loadingand unloading. This specialized CHE isnot available at many military facilities.

• Regular flatcars that can be used for“circus loadings” continue to decrease innumber.

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Joint Pub 4-01.7

3. Foreign Railroads

Intermodal container shipment by railis becoming increasingly important inmany foreign countries. Use of rail for someDOD intermodal shipments within the theaterof operations may greatly enhance logisticsupport. In most cases, foreign railway lineclearances preclude double stack service.Additionally, few foreign countries haverailcars that can hold more than three TEUsat a time. However, flatcars capable ofcarrying two or three TEUs are readilyavailable in many foreign countries. The railtunnel under the English Channel opens upnew intermodal possibilities between GreatBritain and the European Continent.

4. Highway Transportation

a. Container chassis are specializedtrailers with twist locks for ISO containers.They provide the primary highwaycontainer carrying capacity. Leasingcompanies and ocean carriers own most ofthe chassis in CONUS. Most of these areowned by US companies, although someforeign flag carriers maintain chassis fleetscaptive in this country.

b. The Maritime Administrationmaintains an inventory of US-ownedchassis. The following data includes the mostcurrent information concerning US-ownedcontainer chassis:

• The 1994 inventory of US-ownedcontainer chassis was over 340,500 units.Of this number, approximately 87,300were for 20-foot containers only, 224,500were for 40-foot containers only, and14,100 could be used for either two 20-foot containers or one 40-foot container.The remainder of the inventory wascapable of carrying non-ISO lengths.

• Commercial leasing companies controlapproximately 58 percent of all US-

owned chassis, while carriers (shipcompanies) control approximately 42percent. The large majority of lessorchassis (approximately 92 percent) canmove either one 20-foot, one 40-foot, ortwo 20-foot container(s). The largestgroup of carrier-owned chassis, over74,200 units, are for moving 40-footcontainers only; but a large number arealso used for moving 20-foot containers.(Note: Carrier-owned chassis aregenerally not available for temporarylease.)

5. DOD Assets

a. Palletized Load System (PLS)

• PLS is a tactical wheeled truck and trailercombination with integral self load andunload capability using demountablecargo beds (flatracks). The primarymission of the system is the movementof conventional and special ammunitionby field artillery and their supportivetransportation units. The PLSfacilitates the relocation of ammunitionstocks by combining the use of flatracksand vehicles in ammunition supplypoints. PLS supports the ammunitiondistribution concept called"Maneuver-Oriented AmmunitionDistribution System" (MOADS) in theUS Army corps area. For additionalinformation on PLS and MOADS, seeUS Army Training and Doc t r i neCommand (TRADOC) Pamphlet525-65, “US Army Operations Conceptfor Class V Support Using the PLS.”

• There are two PLS configurations. Thebasic configuration (M1075) consists ofa truck with an accompanying towedtrailer (M1076). A second truckconfiguration (M1074) has the samepayload capacity and towed trailer butincorporates a materials handling crane.The flatrack will be loaded and unloaded

III-3


off the truck and trailer using the truck’shydraulic load handling system.

• There are three versions (with a fourthunder development) of PLS flatracks;the M1077 basic flatrack, the M1enhanced PLS flatrack (EPF), the M2,designed to carry M113 series trackedvehicles in addition to cargo, and theContainer Roll-in/Out Platform (CROP).

•• The M1077 is a 20-foot long by 8-footwide by 5.6-foot high sideless platformbuilt in accordance with tripartite (UK,GER, US) agreement standards. TheM1077 has a tare weight of about 3,200pounds and a payload capacity of about33,000 pounds. The flatrack is NorthAtlantic Treaty Organization (NATO)interoperable, but does not haveintermodal capability. The M1077 canbe transported on M871 and M872semitrailers, and can transport a 20-footISO container.

•• The EPF is a 20-foot long by 8-footwide by 8-foot high open-top, sidelesscontainer, built to ISO and tripartitestandards. The flatrack has inwardcollapsing endwalls and an outwardfolding endwall that forms a vehicularramp. An outward half-folding hook barendwall will allow for unloadingcapability of the MLRS rocket pods. Thetare weight of the EPF is about 7,800pounds. In PLS mode, the flatrack has amaximum payload capacity of about28,500 pounds. For intermodal transport,the EPF can transport a maximumpayload of about 30,700 pounds. TheEPF is NATO interoperable and will befully capable of intermodal transport.

•• The M2 flatrack has the samecharacteristics as the M1077 except thatit is designed to transport M113 familytracked vehicles.

•• The CROP is designed to fit inside a20 foot standard front opening container.It has front and rear locks that permitsit to self-lock inside the container. TheCROP will weigh approximately 3,300pounds.

• Container Handling Device (CHD).The CHD permits the PLS truck to pickup any 20 foot ISO container, as long asit does not exceed the capability of thePLS Load Handling System. The useCHD precludes the use of a flatrack formovement of containers by the PLS.

• Figure III-1 depicts a PLS configuredwith basic truck/trailer and providesNSNs.

b. Logistics Vehicle System (LVS). TheLVS is owned by the Marine Corps andconsists of one front powered unit (MK48)and any one of five rear body unitconfigurations. Three of the rear body unitconfigurations provide the capability tomove containers and are identified in thefollowing paragraphs. The remaining twoconfigurations provide support capability forthe movement of containers and are the MK15Wrecker Recovery and the MK16 5th WheelSemitrailer Adapter. The MK14 ContainerHauler is an ISO twist-lock equipped,22.5-ton capacity, rear body unit designed totransport containers with standard 20-footfootprints. It can also transport smallercontainers (QUADCONs, TRICONs, andother types of containers) if they areconfigured into a 20-foot ISO unit. Since thecontainer is lifted from the base, height is nota limitation. The MK17 Dropside Cargowith Crane is a rear body trailer with an8-foot x 16-foot loading area designed as atroop carrier as well as a carrier for fuel orwater modules and 8-foot x 8-foot x 10-footshelters and/or containers. The MK18Self-Loading Ribbon Bridge Transporter/Container Hauler is a hydraulically powered

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tilt bed rear body trailer designed to load andoff-load ISO containers, ribbon bridgecomponents, or fill material without theassistance of materials handling equipment.Figure III-2 depicts the LVS in most of itsvarious configurations and shows NSNs.

SECTION B. SEATRANSPORTATION

6. General

The preferred method of sea transportationof military cargo is to use FSSs and RO/ROships for Unit Equipment (UE) and rollingstock, and containerships for sustainment

cargo. Due to the fact that there are few RO/RO and breakbulk type ships as compared tothe numbers of container capable ships, thepartial adaptation of some container ships forcarrying some uncontainerizable UE androlling stock will often be necessary. Thereare three categories of containerships usedfor the transport of military cargoes. Theoldest type are combination ships, most ofwhich were originally built as pure breakbulkor RO/RO ships, and only later had dedicatedcontainer cellular sections inserted. Theseships are usually self-sustaining (onboardcranes to load or discharge containers). Theseships provide a wide-range of cargo carryingcapability from containers to either RO/RO

TYPE EQUIPMENT

Truck with Materials HandlingEquipment Crane (M1074)

Truck (M1075)

Trailer (M1076)

Flatrack (M1077)


2320-01-304-2277

2320-01-304-2278

2330-01-303-5197

3990-01-307-7676

BASIC PALLETIZED LOAD SYSTEMTRUCK/TRAILER

Figure III-1. Basic Palletized Load System Truck/Trailer

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LOGISTIC VEHICLE SYSTEM

MK48/14 ARTICULATED PLATFORM TRUCK(WITH ISO CONTAINER PLATFORM)

MK48/15 ARTICULATED RECOVERY TRUCK(WITH CRANE AND 60,000 LBS./27 216 Kg WINCH)

MK48/16 ARTICULATED TRUCK TRACTOR(WITH 60,000 LBS./27 216 Kg WINCH)

MK48/17 ARTICULATED DROPSIDE CARGO TRUCK(WITH MATERIAL HANDLING CRANE)


2320-01-177-51622320-01-176-04692320-01-176-0468

TYPE EQUIPMENT

MK48MK14MK17

Figure III-2. Logistic Vehicle System

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and/or breakbulk cargoes. The secondcategory represents the first generation ofpure cellular containership construction.These ships are characterized by usuallybeing self-sustaining. These two categoriesof ships are not commonly found in thecommercial market anymore. The thirdcategory, non-self-sustaining containerships,describe ships designed for container onlycarriage but do not have container cranes asstandard equipment. Several classes orgenerations of this category have beenconstructed, with each newer generationusually getting larger and carrying moreTEUs. Some of the newer ships are too largeto be militarily useful, their drafts may betoo great for ports utilized in a specificcontingency, or their beams may be wider thanavailable cranes can reach. The Departmentof Defense owns ten auxiliary crane ships (T-ACSs) which can be used to augment thecapability of existing cranes at a seaport of

embarkation (SPOE) and/or seaport ofdebarkation (SPOD). Planning for the usageof a T-ACS must include time to both activatethe ship and move to the needed site. (T-ACSs will often be utilized for a one-timedeployment of cargo in which case time forloading and discharging cargo must also beplanned for.) A more detailed discussion ofvarious ship types can be found in Joint Pub4-01.2, “Joint Tactics, Techniques, andProcedures for Sealift Support to JointOperations.”

7. Ship Types

a. The vast majority of ships used incontainer transportation are the fullcontainership, non-self-sustaining type.This type of ship (Figure III-3) has nocapability to off-load containers. There areno cranes on-board the ship capable of loadingor discharging containers. These ships must

Figure III-3. Non-Self-Sustaining Containership

NON-SELF-SUSTAINING CONTAINERSHIP

III-7


be off-loaded in-stream by a tactical auxiliarycrane ship vessel, or at shoreside facilitieshaving container handling equipment.

b. Self-sustaining ships (Figure III-4) arehighly desired because of their ability toself-load or off-load containers in-stream, orat virtually any worldwide port.

c. Various combination carriers are usedto carry containers below or on deckdepending on the type and size of containersbeing used. RO/ROs, vehicle carriers,Container-RO/RO, Container-Breakbulk,Bulk-Container and lighter aboard ship(LASH) and/or barge ships are also consideredcombination ships. (Figure III-5)

8. Shipping Service

a. Carriers provide various types ofservices shown in Figure III-6 to shippers.

b. The primary commercial industryservice available to the Department ofDefense on a day-to-day basis for theintermodal movement of containers is vialiner service through the Worldwide RateAgreements negotiated by MSC. However,certain cargo such as ammunition andoversized equipment are classified asexcepted commodities and require thenegotiation of a specific rate pursuant to therelevant contract’s changes clause, e.g.,Special Middle East Sealift Agreement.When cargo requirements are received byMTMC, they can be booked directly aboardUS flag carriers which can providedoor-to-door service, if required. Duringcontingencies, MSC contracts can provideadditional services such as chassis,refrigerated containers and generator sets,and other types of services.

SELF-SUSTAINING CONTAINERSHIP WITHCONTAINERIZED UNITS

Figure III-4. Self-Sustaining Containership with Containerized Units

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what type of vessel is required, what cargo isto be carried, where the vessel is to load ordischarge, and when the vessel must beon-berth. The ship owner provides vessel,crew, fuel, stores and commits the vessel tobeing capable of making a given speed.Voyage chartering is used extensively for themovement of petroleum (crude and refined),grain, ore, and other bulk commodities. It isemployed by the Department of Defense toaugment additional movements of unitequipment and petroleum, oils, and lubricantswhich cannot be met by current DOD vesselassets.

b. Time Charter. A time charter is acontract for use of a vessel, i.e., its cargocarrying ability, for an agreed period oftime. The charterer pays for the entirecarrying capacity of the vessel on a per dayrate even if the vessel is laid up or carriesless than its full capacity. Additionally, the

CONTAINER RO/RO, A COMBINATION CARRIER

Figure III-5. Container RO/RO, a Combination Carrier

c. USTRANSCOM through MTMCand MSC has the capability of providingcommon-use intermodal containerservices. Using government-owned orchartered vessels, MSC operates vessels on aworldwide basis. MTMC, under the singlemanager concept, manages water terminalsworldwide to load and discharge theseMSC-operated vessels. Actual vesselstevedoring operations are accomplished eitherby military forces or with contracted commerciallabor depending upon the tactical situation.

9. Ship Charters

Chartering is a maritime term for leasing avessel. There are three basic types ofcharters: voyage, time, and bareboat.

a. Voyage Charter. A voyage charter isa contract for a vessel to make a specificvoyage or voyages. The charterer specifies

III-9


TYPES OF SERVICES TO SHIPPERS

Service provided by a shipping company whereby cargocarrying ships are operated between scheduled and/oradvertised ports on a regular basis. Companies may alsoprovide for land transportation from the shipper's facilityto the consignee's destination. This is sometimesreferred to as "door-to-door" service.

LINER SERVICE

FEEDER SERVICE

Shipping containers unloaded by large vessels in majorports and then transshipped to their destination viasmaller ships. This may be included in the Liner Servicedescribed above.

INDUCEMENT SERVICE

The minimum quantity of cargo or the minimum chargerequired by a shipping line to make it worthwhile to call at aparticular port.

Agreement for the movement of cargo on a measurementton basis.

CONTRACT OF AFFREIGHTMENT

Ships that will call at any port to carry whatever cargoesare available.

TRAMP SERVICE

Figure III-6. Types of Services to Shippers

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charterer determines where the ship goes andwhat it carries while paying for port chargesand the vessel’s fuel. Liner companies oftenaugment their fleets with vessels chartered for6- to 18-month periods or longer. Timechartering is used by the Department ofDefense to obtain controlled assets to meettransportation requirements while securinga better rate than a voyage charter.

c. Bareboat. A bareboat charter is acontract whereby the charterer gets therights and obligations of “ownership”usually for a long period of agreed upontime. The charterer takes over the vessel,becoming responsible for manning, storing,navigation, and maintenance of the vessel.The Department of Defense utilizes this typeof charter to acquire transportation assets tomeet long-term objectives.

SECTION C. AIRTRANSPORTATION

10. General

In times of crisis or war, the Air MobilityCommand will provide airlift support forall ISO containers and tactical shelters tomeet requirements that have been validatedby the supported combatant commander.During peacetime, airlift of ISO containersand tactical shelters must be air eligible cargowith an appropriate transportation priorityauthorized under the provisions of AFR76-38/AR 59-8/OPNAVINST 4630.18E/MCO 4630.6D/DLAR 4540.9, “Departmentof Defense Common-User AirliftTransportation,” and Joint Pub 4-01, “JointDoctrine for the Defense TransportationSystem.”

11. Container RestraintCriteria

Cargo items in their shippingconfiguration shall be capable of being

restrained to and withstanding, without lossof serviceability and structural integrity, thefollowing forces applied dynamically for a0.1 second (100 msec) duration:

Direction Load Factor

Up 2.0GDown 4.5GForward 3.0GAft 1.5GLateral 1.5G

Restraint systems must comply withrequirements outlined in AFSC DesignHandbook DH 1-11 for Air Transportabilityand/or in MIL-STD-1366 TransportabilityCriteria.

12. Planning Data for CarryingISO Container/PalletTrains on Military andCommercial Airlift Assets

Air transport containers used incommercial air transport are not roll-on/roll-off compatible with the military air cargosystem. However, these units can be placedon 463L pallets and moved on C-130,C-141, C-5, C-17, KC-10, and multiplecivilian aircraft which participate in the CivilReserve Air Fleet (CRAF) program. Withincreased dependence by commercialtransportation on intermodal containers,the Air Force has developed methods tomove them by air. The movement limitsfor organic and/or military airlift are providedin Figure III-7. Because of the large numberof various CRAF aircraft types, similar datafor CRAF types can only be determined atthe time of execution.

13. Assumptions

Other assumptions used in thedevelopment of these tables include thefollowing:

III-11


ORGANIC/MILITARY AI RCRAFT MOVEMENT LIMITSFOR CONTAINERS AND PALLET TRAINS

20-foot Container/2 Pallet Train

C-130 E&HLOW

STRENGTHFLOOR AREA

C-141B LOWSTRENGTH

FLOOR AREA

C-5ANY LOCATION

ON FLOOR

C-17 CENTER-LINE LOAD

KC-10ANY LOCATION

ON FLOOR

37328 27400 33000 44800 25000*

C-130 E&HHIGH

STRENGTHFLOOR AREA

C-141BHIGH

STRENGTHFLOOR AREA

C-5ANY LOCATION

ON FLOOR


KC-10ANY LOCATION

ON FLOOR

42672 41400 33000 44800 25000*

20-foot Container/3 Pallet Train

C-130 E&HLOW

STRENGTHFLOOR AREA

C-141B LOWSTRENGTH

FLOOR AREA

C-5ANY LOCATION

ON FLOOR


KC-10ANY LOCATION

ON FLOOR

44800*** 37100 44700 44800 25000**

C-130 E&HHIGH

STRENGTHFLOOR AREA

C-141BHIGH

STRENGTHFLOOR AREA

C-5ANY LOCATION

ON FLOOR


KC-10ANY LOCATION

ON FLOOR

44800*** 44800*** 44700 44800 25000**

* Weights shown represent the maximum gross weight of a standard ISO container which theaircraft roller conveyor system is capable of supporting under flight conditions. The workinggross weight limit is influenced by several other factors as well. Among these are the weightcarrying capability of aircraft loading equipment and the allowable cabin load for mission range. In addition, there is a 20-foot ISO/Air Cargo Pallet, Part No: 50052-01, that is designed toaccommodate the 20-foot ISO air container. Maximum ISO container weight using this pallet is25,000 pounds.** Present air-land containers are design limited to 25,000 pounds gross weight.*** This value is the design limit for ISO surface mode containers.

Figure III-7. Organic/Military Aircraft Movement Limits for Containers and Pallet Trains

a. Tare weight of one 463L pallet: 290pounds.

b. Low strength floor area roller loadinglimits,

• C-130 - 2,333 pounds per roller contact.


c. High strength floor area roller loadinglimits,



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d. C-5 roller load limits.

• 1 and 2 roller conveyors contacted -1,200 pounds/ft.

• 3 and 4 roller conveyors contacted -2,400 pounds/ft.

e. C-17 roller load limits. Center rollerconveyors contacted - 2,000 pounds every 10inches.

14. ISO 40-foot Containers

Current ISO 40-foot containers will beplaced on a 5 pallet train. The maximum grossweight of the container is rated at 45,000pounds. The 40-foot container will go on allaircraft listed above except the C-130.

CHAPTER IVMANAGEMENT AND CONTROL OF CONTAINERS

IV-1

SECTION A.ORGANIZATIONS

1. Container Management inthe Department of Defense

a. DOD container management providesvisibility and control of all DOD-owned orleased intermodal ISO containers for bothcommon-use transportation and Service-unique missions in support of geographiccombatant commanders. DOD ISOcontainers are managed and controlled in fourbasic categories as described in Figure IV-1.

b. All DOD component and Service-owned intermodal ISO containers (20- or40-foot) procured for transportation of cargo(including containers loaded and p re -positioned ashore and afloat ready fordeployment) are potential DODcommon-user container fleet assets whenapproved for release by the owning Service.

c. DOD ISO containers are maintainedin serviceable condition IAW establishedstandards and regulations to move the cargofor which they were procured (i.e.,ammunition, general cargo, refrigeratedcargo). The Department of Defense and DODcomponent regulations ensure both theaccountability and the material condition ofcontainers being permanently added ortemporarily transferred to the common-usercontainer fleet for use in support of jointoperations.

d. USTRANSCOM, through its Armycomponent MTMC, manages and employsthe DOD common-user container fleet

“Generally, management of the many is the same as management of thefew. It is a matter of organization.”

Sun Tzu

during joint exercises and across the rangeof military operations. The DODcommon-user container fleet is augmentedby:

• Leasing and/or procurement ofcommercial containers; and/or

• Transfer of DOD component andService-owned container capabilitythat is not in use, upon request byUSTRANSCOM and approval andrelease by the Service component orgeographic combatant commander (whenappropriate).

2. Joint Staff and GeographicCombatant Commands

a. Joint Staff (JS). The JS is responsiblefor the following functions with respect tointermodal containerization:

• Provides oversight to the maintenanceand improvement of interoperabilitybetween the various Service containersystems.

• Sponsors the development of jointcontainer doctrine, tactics, techniques,and procedures within the joint doctrinedevelopment program.

• Promulgates containerization guidancefor deliberate planning in Annex B(Logistics) and Annex J (Mobility) to theJoint Strategic Capabilities Plan.

• During contingency operations whenDOD requirements impinge on the

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commercial sector, the Joint Staff (incoordination with the DOT andUSTRANSCOM) allocates commercialcontainer capability made available byDOT amongst Services and Defenseagencies in support of geographiccombatant commanders.

b. Geographic Combatant Commanders.Geographic combatant commanders areresponsible for the management and controlof DOD intermodal container assets andsystems in their AOR. Intermodal containersystems should be managed in accordancewith the policies delineated in DODregulations and joint doctrine consistent withthe tactical situation and concept ofoperations.

• Organization. Employment ofintermodal containers and systems withina theater is essential to the sustainmentand resupply of forces. As such,geographic combatant commandersare to ensure that these vital systemsreceive command emphasis at thehighest levels. Geographic combatantcommanders have several optionsavailable to execute their containermanagement programs. They may assignthis mission to their Logistics Director,their theater joint movement center(JMC) (when established) or to aseparate container control activity(CCA) under the command of a Servicecomponent. A CCA functioning underthe supervision of the JMC can providevisibility over intermodal containersystems entering and departing thetheater. Depending on the tacticalsituation, the CCA may haverepresentatives stationed at theater aerialports of debarkation (APODs) andSPODs to ensure timely and accuratereporting. The MTMC managementsupport cell will provide the CCAvisibility of containers in-transit andarriving in the theater. It will manage

CATEGORIES OFDEPARTMENT OF

DEFENSEINTERNATIONAL

ORGANIZATION FORSTANDARDIZATION (ISO)

CONTAINERS

Service-owned containersprocured for transportation orprepositioning cargo andcontrolled and managed by theService. These containersprovide potential capability forcommon-use service, as agreedupon in a memorandum ofagreement/understandingbetween each Service andUSTRANSCOM.

Commercial containerscarrying Department of Defensecargo booked under theworldwide container agreementand rate guide.

Department of Defense-ownedor leased common-usecontainers controlled andmanaged by US TransportationCommand (USTRANSCOM).

Service-owned containersprocured as unit equipment,e.g., hospitals, maintenancefacilities, Palletized LoadingSystem flatracks, and modularISO containers (QUADCONs/TRICONs) controlled andmanaged by the Service. Thesecontainers are not intended forcommon-use.

Figure IV-1. Categories of Department ofDefense International Organization for

Standardization (ISO) Containers

IV-3

Management and Control of Containers

their discharge from the vessel and makedisposition based on theater guidance.The CCA will coordinate with the MTMCmanagement cell for redeploymentand/or retrograde of containerized cargoand empty containers.

• CCA Functions and Responsibilities.The functions of the theater containercontrol activity are as follows:

•• Ensure that a viable containermanagement program is established,maintained, and enforced to themaximum extent possible consistent withthe tactical situation.

•• Ensure that critical intermodalcontainer handl ing resources(personnel and equipment) are deployedin sufficient time to allow for smoothreception, onward movement, andaccountability of cargo and containers.

•• Maintain communication withUSTRANSCOM to ensure availabilityof adequate and timely information onthe containers and contents inbound tothe theater. Further, advise USTRANSCOMof problems encountered.

•• Provide for prompt receipt,unstuffing, and return of containersentering the theater.

•• Provide for control, expeditiousdownload, and return of 463L pallets,nets, and tie-down equipment enteringthe theater of operations.

•• Consistent with the tactical situation,ensure that procedures are implementedin theater to minimize loss or damageto intermodal container systems.

•• Ensure appropriate, efficient, andeffective utilization of intermodalcontainer systems.

•• Coordinate with componentinstallation and organization CCAs forcontinuous accountability of allcontainers arriving, departing, andmoving within the theater.

• Planning. During the deliberatep l a n n i n g process, geographiccombatant commanders developrequi rements and work wi thUSTRANSCOM and DOD logisticsagencies to optimize use of the DODcontainer system for movement betweenorigin and destination of all classes ofsupply and unit equipment, consistentwith the supported commander’s conceptof operations.

• CJCS Exercise Program. Geographiccombatant commanders shouldintegrate the DOD container systeminto their exercises to improve thereadiness of their forces to effectively andefficiently use intermodal containers andsystems in the field.

3. United States TransportationCommand

a. As the DOD single manager fortransportation, USTRANSCOM managesDOD intermodal containers while they aremoving in the DTS. Through itstransportation component commands (TCCs),USTRANSCOM also provides intermodalcontainer support services necessary for themovement of forces and sustaining suppliesfrom origin to destination in support of jointoperations.

b. USTRANSCOM exercises combatantcommand (command authority) over DODcontainer system assets, except for Service-unique or theater-assigned, and providesmanagement support to the Services andcommanders of combatant commands forService-unique or theater-assigned containersystem assets when directed by the Secretary

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of Defense or by agreement with the Chief ofa Service or geographic combatantcommander.

c. USTRANSCOM works with theDOD logistics agencies and CINCs todetermine overall intermodal containerscenario-based contingency requirements,recommends the size and composition of theDOD-owned nucleus container fleet, andcoordinates with the Services to programacquisition. USTRANSCOM developsagreements with industry to provideintermodal capability during contingenciesfor containers, chassis, containerships,terminal services, and ITV systems. Forexample, when the applicable sealift program(Voluntary Intermodal Sealift Agreement orSealift Readiness Program) is activated,shipping companies whose containerships areacquired must provide up to three sets ofcontainers, chassis, and other supportequipment in addition to their vessels.

d. During operations, USTRANSCOMprovides DOD container capability throughpurchase, lease, or when appropriate byrequesting transfer of Service-owned containercapability not in use. Supply or Service needsmet by contracting are shown in Figure IV-2.

• Through the MTMC, USTRANSCOMmanages and monitors the status ofDOD-owned, leased, and commercialintermodal surface containers whilethese containers are in the DTS. MTMCalso provides operational managementand control (including maintenanceand repair) of the Army-ownedContainerized Ammunition DistributionSystem (CADS) container fleet.

• MTMC develops and maintainscontingency plans and positions DODcommon-use and CADS containersbased upon requirements of the DODcomponents once validated byUSTRANSCOM, Army, and the joint

munitions transportation coordinatingactivity (JMTCA) respectively.

• Through the MSC, USTRANSCOMnegotiates intermodal rates andprocures related services to meet DODintermodal transportation requirements.MSC also acts as the DOD agent forprocurement (lease or buy) ofcommercial ISO intermodal containers,flatracks, and support equipment forDOD common-user container systemservice or, upon request, for Service-unique requirements.

Figure IV-2. Supply or Service Needs Metby Contracting

SUPPLY OR SERVICENEEDS MET BYCONTRACTING

All classes, including food,fuel and water in support of port

operations

SUPPLIES

Stevedore labor, porthandling, laundry, showers,dining facility services, and

sanitation

SERVICES

Billeting, transportation,maintenance and repair,reproduction services,

material and cargo containerhandling equipment leasing,

access to communicationnetworks, and temporary realproperty leasing and limited

minor construction

OTHER

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e. During the deliberate planning process,USTRANSCOM plans for optimizing theDOD container system for the origin todestination movement of all classes of supplyand unit equipment IAW the supportedcommander’s concept of operations andlogistical support. Container requirementsneed to be defined and submitted toUSTRANSCOM and provided to MSC forplanning purposes, including development ofthe TPFDD. USTRANSCOM providestransportation intelligence for geographiccombatant commanders that includestheater intermodal infrastructure assessment,container handling equipment availability, andport throughput capabilities as well as othertypes of transportation intelligence.

SECTION B. PROCUREMENTAND LEASING

4. Containers and IntermodalServices

a. Procurement (buy). MSC purchasesnew intermodal equipment for the DODcommon-use container system andcommercially-built containers for Service-unique purposes upon request. Whenrequired, MSC also purchases containers forcommon-use service. The requesting activitymust provide the appropriate information and/or data in order for MSC to procure intermodalequipment at minimal cost to the governmentwithin the time required. A procurementaction can take up to six months from the timethe request is received until the award is made,with fabrication of unique requirements anddelivery extending well beyond that, providedthe necessary information and/or data is fullysupplied and no changes are made to it duringthe procurement process. Information and/or data required includes the following:

• Detailed description and/or type ofcontainer or intermodal equipmentneeded. Include specifications for ISO

type and size. Marking and/or drawingarrangements desired. If MILSPEC isused, provide detailed specification and/or documentation.

• Quantity required (Option for additionalpurchases).

• Required delivery date and location.

• Technical point of contact.

• Hours of operation and commercialtelephone number.

b. Upon Receipt of Requirement. MSCwill estimate procurement cost and requestMilitary Interdepartmental PurchaseRequest (MIPR) or fund cite (NAVCOMPTForm 2275 for Navy and/or Marine Corpsactivities) to cover contracting action. TheRequest For Proposal for procurement will notbe issued until funding is received.

c. Lease. MSC will lease new or usedcontainers and intermodal equipment forthe DOD common-use container systemand for Service-unique purposes uponrequest and acceptance. The requestingactivity must supply specific information toMSC to ensure that the equipment is leased atminimal cost to the government within thetime required. The time to complete aprocurement action, however, depends on therequirement. A contract for equipment to beused in national emergency or contingencycan be completed in a few days if equipmentis available on the commercial market,whereas normal procurement time fromreceipt of request to contract award is 15working days. Information and/or datarequired is as follows:

• Detailed description and/or type ofcontainer or intermodal equipmentneeded. Must include size, type and anyspecial items required.

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• Quantity required (option for additionalleases.)

•• Number of containers for unit equipment.

•• Number of containers required forsustainment (in 30 day increments).

• Term of lease. Number of daysequipment will be leased. Describeintended use of equipment. Equipmentmust be used for intermodaltransportation in the DTS. Giveestimated dates of on-hire and intendedredelivery location(s). Equipmentdropoff (leased at one location andreturned at another) requirement must bestated.

• Chassis support. Specify requirementand intended use. Require informationif chassis are still needed after intermodalcontainers are loaded.

• Reefer support. Specify requirement foradditional support; i.e., generator sets,spare part kits, reefer mechanic (shoreand/or shipboard), manuals.

• Meet the inspection requirements forcontainers carrying DOD material asshown in MILHDBK 138A.

• Required delivery date at requestor’sfacility. Give location, hours ofoperation, address, points of contact andphone numbers.

• Ship on which intermodal equipmentwill be loaded, on berth date and location.

• Whether requestor provides intermodalequipment inspector(s) for on-hire and/or off-hire of equipment.

d. Upon receipt of the requirement, MSCwill estimate lease cost and request MIPRor fund cite (NAVCOMPT Form 2275 for

Navy and/or Marine Corps activities) to covercontracting action. The RFP for procurementwill not be issued until funding is received.Estimated lease cost will include lease perdiem, estimated repair cost, dropoff charges,funds for special items, on-hire and/or off-hireinspection fees, and any linehaul and/ordrayage fees.

5. Service-Owned Equipment(Containers, Pallets andOther Related Equipment)

a. Unit Requirements. Units shouldproject container requirements prior todeployment and coordinate with theinstallation and/or base transportation office.Requirements should then be consolidatedat the transportation office and updated at leastquarterly. The installation and/or basetransportation office should comparecontainer requirements with their prestagedcontainer inventory, and estimate the amountthat would have to be leased and/or procuredat the time of deployment. The 20-footcontainer is the container of choice for unitdeployment, although for certain types ofunits, 40-foot containers have been validatedas deployment platforms. Transportationoffices must also be prepared to estimate and/or obtain commercial flatracks should a unitbe deploying by containership. Commercialcarriers can provide technical expertise forintermodal container and/or flatrackrequirements, stuffing and/or loading, andtransportation, particularly if origin todestination service is utilized.

b. Predeployment. As part of thedeployment planning process, unitmovement officers will verify containerrequirements with the installation and/or basetransportation office and request thenecessary containers for deployment. Thetransportation office will either providecontainers from the prestaged inventory and/or forward the requests for additionalcontainers to MTMC/MSC. The unit and

IV-7


the transportation office can also use theserequirements when determining MHE/CHEand transportation requirements duringoutload.

c. Deployment. Units receiving containersfor deployment must ensure accountabilityof each container by ISO alpha prefix andserial number. Upon arrival at the SPOD,the unit may unstuff the containers at the port,or move forward with the containers. Ifcontainers are unstuffed at the port, the unitmust identify them to the port MovementControl Team (MCT) for retrograde. TheMCT will then contact the Joint LogisticsCenter for disposition.

d. Redeployment. If the unit redeployswith the original containers, it must notify theinstallation and/or base transportationoffice of the requirement to return thecontainers to the vendor. Containers willbe identified by ISO alpha prefix and serialnumber. The transportation office will thennotify MTMC of the requirement andcoordinate for the transportation of thosecontainers.

e. Responsibilities. The Services areresponsible for procurement of containersto be used for unit deployments. This can bedone through a Service major command orby MSC.

6. Contingency Contracting

Contingencies require planning, rapidresponse, flexible procedures, andintegration of efforts. For deployments tocontested areas of operations, or where combataction is deemed likely, the combatantcommander will call for maximum combatpower in the initial deployment phase. Thiscan lead to delays in deploying an adequatesupport structure. In these instances,contracting can be an effective forcemultiplier of CSS for deployed forces. Whenproperly used, contracting is another essential

tool of the logistician in support of themission.

a. Contingency Contracting in Supportof Container Operations. Contractingbridges the gaps that may occur beforesufficient organic support units can deploy orbefore scheduled logistics civil augmentationprogram (LOGCAP) resources can arrive inthe theater of operations. It is also valuablewhere no host-nation support (HNS)agreements exist, or where HNS agreementsdo not provide for the supplies and/or servicesrequired. It can serve to reduce dependenceon the CONUS-based logistics system.Satisfying requirements for supplies andservices by contracting can improve responsetime during the critical early stage of adeployment, and free airlift and sealift forother priority needs. Contracting also canaugment existing logistical supportcapabilities, providing a new source forcritically required supplies and services. Forexample, contracting can replace some of thesupply or service needs shown in FigureIV-2, in support of container operations whichwould otherwise be furnished by militaryunits.

b. Joint Contracting Offices. Recently,US forces have deployed in support of jointoperations to contingencies in areas of theworld with immature theaters. The trend ofworld events suggests such operations willreoccur. These operations may require thecreation of joint contracting elements, staffedby personnel from all Services operating inthe theater. A joint contracting office willnormally be established by the theater orhighest level of organization deployed. Thejoint contracting office may include some orall of the Warranted Contracting Officers inthe theater. Another joint option would be tocreate multiple contracting offices that wouldprovide support on an area basis. If separateServices maintain parallel contractingorganizations, cooperation and coordinationamong the Service elements will preclude

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inter-Service competition for local suppliesor services, obtain more advantageous pricesthrough consolidation of requirements, andmore effectively utilize scarce personnelresources.

c. Contracting Support Plan (CSP).Unplanned deployments do not precludeplanning for their support. Planning helpsperfect the mechanisms and organizationrequired to accomplish support with aminimum of time or effort. The mechanismfor planning is the CSP. The plan assuresfull utilization of HNS and LOGCAPresources, and that contracting solutions alsoreceive consideration in logistics planning forcontingency deployments. The MTMC cell,as part of the strategic seaport operating forcepackage, is responsible for all port operationscontracting support.

d. Contracting Support Kit. The contractingsupport kit should provide sufficientinformation on potential ports ofdebarkation (PODs) within a theater. Thecontracting team will carry a combination ofthe basic kit with a specific data base providedby the Department of the Army, the StateDepartment, or the supporting CINC for thedeployment area. In developing the area databases for the kits, contracting personnelmust use all available data concerning localresources. This may include area studies,locally developed logistical support databases, recommendations from StateDepartment Foreign Service personnel, andinformation from US or other civiliansfamiliar with the area. A thorough knowledgeof existing LOGCAP and HNS agreementsavailable in the area of operation is alsonecessary.

e. Civil Affairs (CA). CA units have theresponsibility to identify local resources,materials and services available in the areaof operations. CA units at all levels helpcontracting elements in the conduct of the CSP

by continuously developing and maintainingarea studies and on-the-ground areaassessments. They will produce “smartbooks,” conduct market surveys, andprovide current political, economic, andsocial information. CA personnel advisecommanders and contracting personnel abouthost-nation language, people, institutions, andtransportation infrastructure.

f. Army Corps of Engineers. Thecontractual responsibilities of the Corps ofEngineers (COE) in support of adeployment will vary depending on theextent to which operation plans (OPLANs)assign responsibility to the COE. Those COErepresentatives assigned probably will comefrom the nearest COE district office,depending on district boundaries. Thecontracting officer should therefore anticipatecontracting for some constructionrequirements, the volume and magnitude ofwhich will be determined by the engineeringunits or assets available to the deploymentcommander. In general, COE participationwould involve settling real propertytransactions. However, the contractingofficer may become involved with requestsinvolving real property and may arrange forthe temporary leases of real property tosupport the contingency. By regulation, theCOE is responsible for the leaseholdacquisition of real property assets by theArmy. Claims arising from the occupancy ofreal property by US forces are to be referredto the COE representatives for settlement.

SECTION C. MAINTENANCE,REPAIR, AND INSPECTION

7. General

This section outlines DOD requirements forcontainer maintenance, repair and inspectionfrom receipt to shipment at user activities forboth common-use and Service-ownedcontainers.

IV-9


a. Common-use containers can be eitherDOD-owned or leased from commercialindustry. In either case, both are managedand controlled by USTRANSCOM (MTMC)as an element of the DOD container system.

b. Service-owned containers include boththe CADS fleet of containers used throughoutthe Department of Defense and MILVANsor commercial ISO containers authorized andcontrolled by a unit or activity within aMilitary Department (DOD- component).

c. The above applies to 20-foot ISO/ANSIstandard containers. This section does notinclude Equipment Deployment and StorageSystem or older Container Express (CONEX)containers.

8. Responsibilities

a. USTRANSCOM manages the DODcommon-use container system as the DODsingle manager for transportation.USTRANSCOM controls all containerstransiting the DTS across the range of militaryoperations.

b. MTMC manages both the DODcommon-use container fleet and theArmy-owned CADS fleet by authorizing,accounting, tracking, positioning andaccomplishing depot level repair. MTMCmaintains the ISO register for all DODcontainers and tracks commercial containersused for movement of unit equipment andsustainment cargo needed during deploymentand redeployment.

c. DOD and/or Service componentsmanage component-owned containersnecessary for mission accomplishment withintheir respective Service.

d. User activities, i.e., installations,depots, ports, units, and supply points areresponsible for proper maintenance and

repair at the organizational (user) level whilecommon-use or CADS containers are in theirpossession.

9. Funding

a. Funding authority for acquisition,maintenance or repair, and disposal ofDOD-owned common-use and CADScontainers used in peacetime operations willbe in the MTMC portion of the defensebusiness operations fund-transportation(DBOF-T) budget. However, fundingauthority for strategic mobility and/or surgecontainers will be Army-appropriated funds(Operations and Maintenance) for CADScontainers and pro rata Service appropriatedfunds for DOD-owned common-usecontainers.

b. Funding for maintenance, repair, andreplacement of Service-owned containers isprogrammed through the applicable Serviceand includes acquisition through disposal.

c. Funding for organization (user)maintenance for common-use and CADScontainers is programmed by those activitiesthat receive and ship cargo in these containers.MTMC will reimburse activities throughresource management channels once repairsare accomplished.

d. Funding for depot-level repair forDOD common-use and CADS containersused in peacetime operations will be in theMTMC portion of the DBOF-T budget, withreimbursement through port handling rates.However, funding for strategic mobility and/or surge containers will be Army-appropriatedfunds for CADS containers and pro rataService appropriate funds for DOD common-use containers.

e. Funding for all container inspectionsis the responsibility of all activities thatreceive and/or ship containerized cargo.

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10. Maintenance

a. Common-use and CADS Containers

• Maintenance and/or repair atorganization (user) level. Activitiespossessing containers when deficienciesare noted are responsible for coordinatingwith MTMC to ensure maintenance and/or repair is performed to acceptablestandards.

• Maintenance and/or repair aboveorganizational level. MTMC will arrangemaintenance and/or repair or issue disposalinstructions to the activity possessing thecontainer.

b. Component-owned containers aremaintained, repaired, and inspected to ensure thatthey meet International Safe Container Act of1980 (46 U.S.C. app. 1501 - 1507) standardspromulgated in 49 CFR 451-453 andinternational maritime dangerous goods (IMDG)standards promulgated in 49 CFR 176, asrequired, for serviceability of containers.

c. Container Inspection Handbook forCommercial and Military IntermodalContainers, MLHDBK 138A providesinspection criteria for visually examiningDOD-owned or leased containers which willcarry DOD materiel. Following the criteria andprocedures contained therein will enable certifiedpersonnel to identify containers that areserviceable and safe for loading and unloading.

11. Maintenance ExpenditureLimits (MELs)

MELs are maximum dollar amounts thatcan be spent for one-time repair to return acontainer to fully serviceable condition. MELsfor MILVANs are identified in Army TechnicalBulletin 43-0002-40. MELs for DOD-ownedcommon-use and CADS commercial containerswill not exceed 65 percent of acquisition cost.DOD components will establish MELs for alltheir containers.

12. Inventories

a. DOD-wide container inventories areconducted on an annual basis upon directionof the Container Fleet Division (CFD),headquarters (HQ) MTMC, Eastern Area. Thisinventory is used to maintain the DOD ISOcontainer register. For the CADS fleet, thisinventory will be used to verify propertyaccounting and financial records as well asexternal reporting requirements.

b. The US Department of Transportation’sMaritime Administration (MARAD)publishes an annual report entitled“Inventory of American IntermodalEquipment,” that identifies most quantitiesand types of intermodal equipment (containersand/or chassis) controlled by US-flag marinecarriers (ship operating companies) andcontainer leasing companies operation in theUnited States. Distribution for thispublication can be obtained by writing toMaritime Administration, Office of Port andIntermodal Development (MAR-810), 400Seventh Street SW, Washington, D.C.,20590. Information may also be obtainedthrough the MARLineSpike Bulletin Boardat 202-366-8505 or MARAD’s WorldWide Web Internet home page URL of http://MARAD.DOT.GOV.

c. Services are responsible for verifyingService-owned containers on property recordswithin the component.

13. Containers Lost, Damagedor Destroyed

a. Common-Use and CADS Containers.Containers which cannot be located and/oraccounted for during the inventory require theinitiation of a property adjustment document.A property adjustment document is defined as areport of survey and/or TransportationDiscrepancy Report (SF 361). The Commander,HQ MTMC, Eastern Area, is the approvingauthority for property adjustment documents.

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b. Component-owned containers lost,damaged, or destroyed will be accounted forand adjusted as directed by a competentcomponent authority.

c. During joint operations, geographiccombatant commanders are responsiblefor containers in their AOR. Containersshould not be used for purposes for whichthey are not intended (i.e., bunkers, showerstalls, shelters). Containers should beretrograded from forward areas tomarshalling areas near seaports forintegration back into the DTS.

SECTION D.TRANSPORTATION

POLICIES ANDPROCEDURES SUPPORTING

DOD ITV CAPABILITY

14. DOD Transportation Policy

DOD Transportation Policy requiress h i p p e r s o f c a r g o t o g e n e r a t etransportation information inaccordance with procedures establishedin DOD Transportation Regulations,(e.g., MILSTAMP and DTR). Joint Pub4.0, “Doctrine for Logistic Support of JointOperations,” established the requirementthat MILSTAMP applies. DOD 4500.32-R“MILSTAMP,” prescribes standard formatsfor the electronic exchange oftransportation data between thegovernment and industry transportationcommunity. MILSTAMP includes asupplement of standard electronic datainterchange transactions developed jointlyby industry and government.

15. Transportation AutomatedInformation Systems(TAIS)

TAIS , developed and operated by theServices, Defense Logistics Agency andUSTRANSCOM Transportation ComponentCommands, are fully dependent on datastandardization. ITV of containers and theircontents is a by-product of source-generateddata from TAIS.

16. USTRANSCOM’s GlobalTransportation Network(GTN)

USTRANSCOM’s GTN is the DOD ITVbackbone of the DOD Total Asset VisibilityProgram. GTN is totally reliant on standardtransportation data emanating from TAISunder prescribed MILSTAMP procedures.ITV is significantly increased with the use ofstandard transportation data. Geographiccombatant commanders should emphasizeadherence to MILSTAMP procedures by theirService component commands and supportingunits for documenting all cargo deploying andredeploying during joint operations.

17. Movement Reporting

Common-use and CADS containerstransiting DTS are reported to the CFD uponreceipt and/or shipment of the container. Theywill be reported IAW DOD Regulation4500.XX-R, “Management and Control ofthe DOD Intermodal Container System,”(draft).

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Intentionally Blank

CHAPTER VPLANNING CONTAINER OPERATIONS

V-1

SECTION A. DELIBERATEPLANNING

1. Planning

Effective and efficient use of intermodalcontainers requires that all aspects (i.e.,stuffing, deployment, reception, onwardmovement, unstuffing, distribution, forcestructure) of container operations befactored into plans developed to support thejoint force commander’s (JFC’s) OPLAN and/or operation order concept of operations andlogistical support.

a. Planning and Prioritizing ofIntermodal Resources

• Intermodal resources are finite in number,and their use should be prioritizedduring the deliberate and crisis actionplanning processes. Predesignatingcontainerships for movement ofammunition and other sustainmentsupplies as well as establishing priorityuse of 20-foot intermodal containers forammunition movement are two examplesof planning actions aimed at ensuring theeffective and efficient use of intermodalresources in support of DOD and nationalsecurity objectives.

• During deliberate planning, all unitequipment, sustainment, and resupplycargo suitable for containerization mustbe identified and appropriately codedfor inclusion in the OPLAN TPFDDconsistent with in-theater infrastructurecapabilities and the geographic

combatant commander’s concept ofoperations. Guidance for the properapplication (and listing) of codes for thecontainer movement of cargo in theTPFDD tracked in the Joint OperationPlanning and Execution System (JOPES)is contained in the Joint Pub 5-03 series(currently being revised for publicationas the Chairman of the Joint Chiefs ofStaff Instruction 3122 series). Properuse of the Cargo Category Codes and ofthe Discharge Constraint Codes allowsfor the accurate portrayal of the size ofcontainers needed for moving all typesof cargoes and if there are constraints ata designated SPOD based on containerhandling equipment.

• Containerships and intermodal systemscan improve closure of CS and CSSforces when surge RO/RO capability isinsufficient. Closure profiles usingcontainerships for movement of unitequipment should be made available tothe supported CINC during the deliberateplanning process, particularly when liftshortfalls for moving unit equipment areidentified.

• Another objective of factoring incontainerization during planning is toobtain maximum effectiveness inwartime and cost benefit and efficiencyin peacetime while meeting CINC and/or customer required delivery dates.

b. A goal of intermodalism and the useof intermodal containers is to improveutilization of strategic lift assets to make

“It is no great matter to change tactical plans in a hurry and to send troopsoff in new directions. But adjusting supply plans to the altered tactical schemeis far more difficult.”

General Walter Bedell Smith, USA

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effective use of the large, fast commercialintermodal transportation system that isavailable on a day-to-day basis. DODreadiness to use these systems is critical toprovide a rapid, continuous flow of cargo fromshipper to receiver in support of DOD andnational security objectives. Containers willbe used in peacetime to train for war, to meetpeacetime transportation requirements, and toreduce transportation costs.

c. Maximum benefit and efficiency canbe achieved by the Department of Defensewhen container-compatible cargo is loadedinto containers at or as near to the cargo originas practical and delivered as far forward in-theater as practical.

d. National transportation policyrequires that the Department of Defenseuse existing commercial transportationequipment to the maximum extent possible.Commercial intermodal container linerservice will be the primary means used toship resupply and sustainment cargo.Service-owned or leased containers willnormally be used to ship accompanyingsupplies and certain UE in support ofdeploying forces. Use of Service-owned orleased containers to move these type of itemswill help the Services maintain better controlof these assets and allow for the use of thesecontainers to support storage and distributionrequirements in a theater of operation.Commercial containers must be unstuffed andreturned expeditiously to the DTS to supportcontinued DOD and industry shippingrequirements. Commercial containers willbe used to ship accompanying supplies andUE when Service-owned containers are notavailable. When DOD-owned, Service-owned or leased containers are planned tobe used, the following factors must beconsidered:

• Availability and location of DOD-owned, Service-owned and commercialcontainers.

• Time and resources required forpositioning DOD-owned, Service-owned commercial containers and relatedtransportation equipment (i.e., CHE) atstuffing points.

• Origin outload capability andcapability of seaports of embarkation anddebarkation.

• Theater infrastructure for receptionand onward movement, storage, and portthroughput capabilities.

• The force structure that the supportedcommander is provided to conduct theoperation.

e. When resupply and/or sustainmentcargo is not sufficient at the source forefficient container stuffing, it can either beforwarded to a Defense Logistics Agency(DLA) or Service-operated containerconsolidation point or depot, or shipped toa military ocean terminal as indicated bythe MTMC routing authority for Release UnitShipments, or as prescribed by DOD 4500.32-R,“MILSTAMP,” Volume 1, Chapter 2, SectionB, “Procedures.”

• Release Unit Shipments. A unit ofshipment of a specific commodity,weight, size or mode which requires anexport release from the appropriateauthority shown in Figure V-1, i.e., oceancargo clearance authority (OCCA), waterclearance authority (WCA), or airclearance authority, before shipment.

• Less-Than-Release Unit Shipments. Ashipment unit that can be shipped withoutrequiring an export release from theappropriate authority.

f. Effective logistic support will requirethe efficient movement and handling ofcontainers throughout the transportationsystem. Shipping activities and supporting

V-3


units must take into account, to the maximumextent possible, factors such as cargo holdtime, single or multiple consignee delivery,configuration and density of cargo, andavailability of specific size and types ofcontainers.

g. Deliberate planning requirescontinuous updating, evaluation, andanalysis of information and intelligence. Inthe plan development phase, the combatantcommander’s and the Service components’staffs develop a detailed transportation-feasible flow. This transportation-feasibleflow is developed for the movement ofresources from origin into the theater ofoperations to support the concept of operationsand logistical support plan.

h. Planning Theater Container Control.Although the operation of water ports andonward movement of supplies are normallymanaged by the Army component, anyService component may be designated by thecombatant commander to perform thismission to facilitate the movement of supplies.Containers arriving in-theater must beefficiently discharged and expeditiouslymoved forward where supplies andequipment are needed. Service componentsmust plan for and be fully aware of theaterreception and onward movement plans toinclude container and pallet management andcontrol. Some factors to consider duringplanning follow.

• Control of containers must beestablished at an echelon that permitssurveillance of the overall containeroperation in the theater, centralizedmanagement of all container assets, anddecentralized execution. In order toeffectively and efficiently support thearrival, off-load, and inland managementand movement of containers, traditionala r r i va l and recept ion suppor torganizations and combat service supportinstallations and operations may need to

AUTHORITIESPROVIDING EXPORT

RELEASES FORRELEASE UNIT

SHIPMENTS

The Military TrafficManagement Commandactivity which books DOD-sponsored cargo for seamovement, performs relatedcontract administration, andaccomplishes export/importsurface traffic managementfunctions for DOD cargomoving within the DefenseTransportation System.

The DOD activity whichcontrols and monitors the flowof cargo into and/or outof ocean terminals.

A Service activity whichcontrols and monitors theflow of cargo into and/orout of the airlift system.

OCEAN CARGOCLEARANCEAUTHORITY

WATER CLEARANCEAUTHORITY



AIR CLEARANCEAUTHORITY

Figure V-1. Authorities Providing ExportReleases for Release Unit Shipments

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be modified or augmented to includespecialized materials handling andtransportation equipment and controlfunctions.

• Container Control Activity. Normallythe responsibility of the Armycomponent in the theater of operations,may be established to develop andmonitor the execution of detailed policiesand procedures for container service andsupport theater-wide. The CCA updatesand maintains information on thelocation and status of all containers inorder to assess requirements forcommercial containers needed toefficiently distribute supplies andequipment within the theater ofoperations.

• Jointly staffed Container ControlElements (CCE), responsible forsorting and moving inland ofcontainerized cargo, may be established.These container control elements operatefrom container control sites (CCSs)which are established to receive, identify,direct inland distribution, and retrogradecontainers. CCSs are locations whereMHE/CHE and vehicles delivercontainers from a port, pier, or beach areato the CCE for sorting and movementinland.

• If a situation does not allow theoff-loading of containers at a port facility,a LOTS operation may be planned.Refer to Chapter VI, “ContainerOperations,” Section E, “Amphibiousand Log is t i cs Over - the-ShoreOperations,” for a complete discussionof container handling in amphibious andLOTS operations.

• Retrograde of Containers. All plansshould include policies and proceduresfor retrograde of empty containers. Thesupported commander is responsible for

all containers within the AOR. Thereshould be provisions for a retrogradestorage area (RSA) for containers andpallets near sea and aerial ports tofacilitate movement out of the theater ofoperations or reuse within the theatershould the need arise. Transportersreturning from forward areas with emptycontainers are directed to the RSA.

• Transportation Modes. The movementof containers within the theater ofoperations will challenge availabletransportation resources; therefore, plansfor using both military and commercialassets must be developed. The primarytransportation modes available forcontainerized cargo and equipmentare rail and organic or commercialmotor transport. If an inland waterwayexists, then lighterage will be used tomove containers inland.

•• Rail, when available, is the most costeffective and expeditious means ofmoving large quantities of containerswhen inland waterway infrastructuredoes not exist from the port of operationsto a CCS or general supply supportarea (GSSA). The CCS and GSSA,depending upon the operation, may beco-located. Of all modes, rail is the leastaffected by adverse weather conditions.Virtually any ISO/ANSI container can betransported by rail; however, piersideaccess by railcar is often not available oris restrictive.

•• Rail movement requires detailedplanning and preparation by the unitbeing transported. Coordination isnecessary between the moving unit,traffic management office, rail facility,movement control center, and railoperations team from supporting beachand terminal operations units.Continuous, close coordination isnecessary among all involved agencies

V-5


to ensure an effective, efficient, and saferail operation.

•• Depending on availability ofhost-nation infrastructure, motortransport may not be the primary surfacemode within the theater of operations.Instead, rail or inland waterway maybe used heavily in the AOR. Organicor commercial motor transport may beused throughout the theater of operationsfor the movement of containers. Motortransport may be the primary modeof transportation forward of the GSSAto the direct supply support activities andbeyond. Motor transport is the mostflexible mode for the movement ofcontainers and will be employed in linehaul, local haul, terminal clearance, andtransfer operations.

• Container Distribution

•• Containers will be moved as farforward in the theater of operationsas practical. The capability of supportingactivities with regard to availability ofMHE/CHE and transporters to receive,handle, and distribute containerizedsupplies to supported units in a particularoperational environment will be a keyfactor.

•• GSSAs must be fully equipped withsuitable MHE/CHE. Depending upontheir mission, functions, and locations,GSSAs must be able to receivesupplies shipped in containers up to40 feet in length. Although the 20-footcontainer is the preferred size, duringlarge scale contingencies acombination of 20-foot and 40-footcontainers is inevitable. Generally,containerized Class V, UE, and initialaccompanying and susta inmentsuppl ies wi l l ar r ive in 20-footcontainers, while resupply cargo willgenerally arrive in 40-foot containers.

In essence, GSSAs must plan for andhave the capability to handle both sizecontainers. The quantity of suppliesshipped in any size container should beplanned so that it does not exceed thecapability of GSSAs to receive and storethe material.

i. Time-Phased Force and DeploymentData. Shipment of containerized cargomust be identified in OPLANs. JointOperation Planning and Execution System(JOPES) and TPFDD input procedures mustbe strictly followed.

• TPFDD provides detailed informationthat identifies materiel that can becontainerized for the purpose ofdetermining type and sourcing ofappropriate strategic lift. This data isused to enhance planning by receivingand shipping activities. The inclusionof accurate required data in the TPFDDallows USTRANSCOM and its TCCs(AMC, MSC, and MTMC) to accuratelyassess the supported commander’sstrategic mobility requirements.

• The TCCs, in coordination withUSTRANSCOM, the supportedcommander, and the component forcecommanders during the deliberateplanning process, review and applyapportioned lift support to meetthese requirements. Failure to properlyprovide or identify containerizable cargorequirements will result in inadequateor inefficient sourcing of required lift.

• Additional guidance is contained in JointPub 1-03.21, “Joint Operation Planningand Execution System ReportingStructure (JOPESREP),” the Joint Pub5-03 Series, “Joint Operation Planningand Execution System (JOPES),” andthe Logistics and Mobility Supplementsto the Joint Strategic Capabilities Plan(JSCP).

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SECTION B. FORCESTRUCTURE FOR

CONTAINER HANDLING

2. Force Structure

Container movement and handlingrequires specialized equipment. Mostcritical to container operations is the 50,000pound rough terrain container handler; the4,000 pound (low mast) rough terrain fork liftand the newly procured All Terrain Lifter,Articulated System. The following is a listof container handling equipment and theunits that are authorized them within theServices.

a. Army. The primary units within theArmy with organic MHE/CHE are Supply andTransportation Companies. The list of unitswith organic container handlingequipment is as follows:

• Ordnance Company, Ammunition(PLS/MOADS) (Corps Storage Area).TOE: 09433L0

•• Mission: To establish and operate anammunition supply facility engaged in thereceipt, storage, re-warehousing, combatconfiguration, and issue of conventionalammunition utilizing the PLS.

•• Unit has capability to provide 5,681short tons (S/T) per 24-hour day asfollows: (1) Receive: 1,420 S/Tpalletized breakbulk ammunition ontheater semitrailers from the port; (2)Receive: 1,420 S/T palletized breakbulkammunition PLS flatracks uploaded ontheater semitrailers from the TheaterStorage Area (TSA); (3) CombatConfigure and Issue: 2,841 S/TAmmunition loaded on PLS flatracks.

• Ordnance Company, Ammunition,Conventional, GS. TOE: 09488L0.

•• Mission: To establish and operatean ammunition supply facility for thereceipt, storage, re-warehousing, andissue of conventional ammunition.

•• Unit has capability to provide thefollowing lift capabilities assuming amix of 50% containerized and 50%breakbulk ammunition (at D+60): (1)Receive: 1,232 S/T; (2) Re-warehouse:1,232 S/T; (3) Issue: 1,232 S/T; (4)Combination of the Three: 3,696 S/T.

• Ordnance Company, Ammunition(PLS/MOADS)(TSA). TOE: 09633L0.

•• Mission: To establish and operate anammunition supply facility engaged inthe receipt, storage, re-warehousing,container unstuffing, and issue ofconventional ammunition utilizing thePLS.

•• Unit has capability to provide 5,682S/T per 24-hour day as follows: (1)Receive: 1,894 S/T; (2) Re-warehouse:1,894 S/T; (3) Issue: 1,894 S/T.

• Heavy Crane Platoon. TOE:55560LE00.

•• Mission: To augment TransportationTerminal Service Units.

•• Unit provides the following servicesand capabilities: (1) Loading/unloading of cargo from ships or barges;(2) Personnel and equipment to handle400 containers per day in a fixed portoperation; and (3) Personnel andequipment to handle 200 containers perday in a LOTS operation.

• Transportation Cargo TransferCompany. TOE: 55817L1.

•• Mission: To transship cargo at air,sea, rail, and motor terminals.

V-7


•• Unit provides the following servicesand capabilities: (1) Depending onconfiguration, can operate up to threeseparate terminals on a 24-hour basis.Each terminal can transship 1,000 S/Tof breakbulk cargo or 150 containers perday for a total of 3,000 S/T of breakbulkcargo or 450 containers daily or a mixthereof; (2) Redocuments transshippedcargo or containers, as required; and (3)Limited capability to stuff and unstuffcontainers.

• Transportation Terminal ServiceCompany (Breakbulk and Container).TOE: 55827L1.

•• Mission: To discharge, backload, andtransship breakbulk and containerizedcargo at water terminals located at fixedports or in LOTS operations.

•• On a two shift basis with 75%operational availability of all missionequipment, this unit is capable of: (1)In a LOTS operation: (a) Whensupported by a heavy crane platoon, TOE55560LE, discharging 200 containers orbackloading at the same rate, orsimultaneously discharging 100containers and backloading 100containers; (b) Discharging 1600 S/T ofbreakbulk cargo or backloading at thesame rate, or simultaneously discharging800 S/T of breakbulk cargo andbackloading 800 S/T; and (c) Sortingbreakbulk and containers by designation,loading breakbulk cargo and containersfrom the marshalling yards on landtransportation, and performing limitedstuffing and unstuffing of containers. (2)In a fixed port operation: (a) Whensupported by a heavy crane platoon, TOE55560LE, discharging 400 containers orbackloading at the same rate, orsimultaneously discharging 200containers and backloading 200containers; (b) Discharging 2500 S/T of

breakbulk cargo or backloading at thesame rate, or simultaneously discharging1250 S/T of breakbulk cargo andbackloading 1250 S/T; (c) Sortingbreakbulk and containers by designation,loading breakbulk cargo and containersfrom the marshalling yards on landtransportation, and performing limitedstuffing and unstuffing of containers; (d)Receiving and processing containers forretrograde; and (e) Providing limited in-transit storage.

• Transportation Medium TruckCompany. TOE: 55727L1.

•• Mission: To provide transportationfor the movement of containerized,noncontainerized, palletized, dry and/orrefrigerated containerized cargo and bulkwater products, when organized underTOE 55727L200.

•• Figure V-2 shows unit capabilitiesassuming 75% task vehicle availability,two shift operation, four round trips perday (two per operating shift) in localhauls or two round trips per day (oneoperation per operating shift) in linehauls.

• Transportation Medium TruckCompany. TOE: 55728L1.

•• Mission: To provide transportationfor the movement of both dry andrefrigerated containerized cargo, generalnoncontainerized cargo, bulk water, andbulk petroleum products.

•• With a 75% task vehicle availabilitythis unit, operating on a two-shift basis,making four round trips per day (two peroperating shift) in local hauls or twohauls, is capable of transporting thefollowing: (1) Local Hauls: 180 20-footcontainers; and (2) Line Hauls: 9020-foot containers.

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• Transportation Light Medium TruckCompany. TOE: 55719L1.

•• Mission: To provide transportationfor the movement of noncontainerizedcargo and personnel.

•• This unit is authorized twenty-five 221/2 ton trailers, which gives it some20-foot container carrying capacity.

b. Marine Corps

• There are three types of units in the Marineair-ground task force (MAGTF) structurethat have the capability to handle containers:combat service support element (CSSE)(landing support unit), CSSE (motortransport unit) , and aviation combatelement (ACE) (Marine Wing SupportSquadron [MWSS] and/or engineerunit).

• Depending on the concept ofemployment, a landing supportdetachment has the container handlingcapability that can occupy the entirebeach support area or port. They alsocould be required to augment a sectionof the MWSS. The container handlingcapability of the ACE could, most likely,be fully committed to handling the largevolume of Class V (A) ordnancecontainers and aviation mobile

maintenance facilities at the ACE’sforward operations base. Motortransport sections would provide theMAGTF’s container transportationsupport between the beach or port andcontainer management areas as well asunit distribution.

• Container handling equipment isdistinguished by its capability to engagedimensional standardized ISO loads.The RTCH is the only dedicatedcontainer handler in the current MarineCorps inventory.

c. Navy. There are three different types ofNavy combat logistics units that have full orpartial capability to handle containers. Themajority of these units are in the United StatesNavy Reserve (USNR): Cargo HandlingBattalions (CHB) - 86% USNR; FreightTerminal Units (FTU) - 100% USNR; and NavyOverseas Air Cargo Terminal (NOACT) - 99%USNR.

• CHBs provide a wide spectrum of ship-loading and off-loading services, limitedair cargo loading and off-loading ofservices, and cargo processing functions,to include documentation support. Theseunits may operate in a stand alonecapacity or with augmentation from theUS Marine Corps or local nationals.Their responsibilities can be tailored to

Figure V-2. Medium Truck Company Capability

Medium Truck Co. Capability

Cargo Transporter Capacity* Local HaulCapability/day

Line HaulCapability/day

40' Container 34 S/T 180 FEU 180 FEU

20' Container 34 S/T 360 FEU 180 TEU

Breakbulk 22 S/T 3,950 S/T 1,980 S/T

Water 4,750 GAL 855 K GAL 428K GAL

* NOTE: In emergencies, 50 seated passengers may be transported per semitrailer.

V-9


perform a wide range of duties, fromstevedoring to full service port operations.When conducting an in-stream off-load,augmentation is provided by a Navy BeachGroup. When augmented with personnelfrom the supported unit or activity, a CHBcan achieve a ship discharge rate ofapproximately 2880 measurement tons(MTs) per pier side, and approximately 1920MTs per day discharge rate instream. If aCHB is not augmented, the discharge ratewill be reduced by fifty percent.

• FTUs operate a transshipment androuting facility with local deliverysupport at an Advanced LogisticsSupport Site (ALSS) or ForwardLogistics Site (FLS), and receive andstrip containers and sort, prioritize,package, and document all classes ofmaterial for further transportation byland, sea, and air modes. The FTUprovides a commercial handlingcapability of up to 30,000 lbs. The FTUhas a total throughput capability of300,000 lbs per day, and can provide totalin-transit visibility to the GTN via theWorldwide Port System (WPS).

• NOACT units operate an air cargoterminal in an ALSS or FLSenvironment. This includes receipt,documentation, and transshipment ofpassengers, mail, and cargo. NOACTunits provide access to the GTN viaapplication of the US Air Force RemoteConsolidated Aerial Port System.NOACT units provide commercialcontainer handling capability up to10,000 lbs.

d. Air Force. Several OCONUSinstallations possess limited organiccontainer handling capability (e.g.,sideloaders, 50,000 pound RTCHs/forklifts,etc.). The majority of Air MobilityCommand fixed aerial ports are equipped

with either a 35-ton capacity overhead craneor a 50,000 pound capacity forklift to handleup to 40-foot containers for air shipment.

SECTION C. SIZINGREQUIREMENTS FOR 463L

PALLETS AND 20-FOOTEQUIVALENT UNITS

3. Sizing Requirements

The determination of actual requirementsfor 463L pallets and 20-foot ISO containersultimately depends on factors such as loadplanning, height, length, width, andweight of the type of cargo to be transported.For planning purposes, the followinginformation and procedures have beenextracted from various sources ofinformation and are provided as a meansto approximate pallet and containerrequirements:

a. Airlift

• 463L pallet requirements for generalcargo.

•• Load plan cargo (less rolling stock)to arrive at the total number of 463Lpallet and net sets required.

•• If detailed load planning is notpossible, determine the total weight (lbs)of bulk cargo (less rolling stock),determine the total weight (lbs) ofoutsized cargo (less rolling stock),multiply the outsized cargo weight by 20percent (.20) and add it to the bulkweight. Divide the total by 4,000 poundsto get the total pallet and net sets required.

• 463L pal let requirements forpassengers’ accompanying baggage.

•• Determine number of passengers and/or troops.

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•• Calculating the number of 463Lpallets needed to move a specific quantityof troops is dependent upon the quantityof gear and/or baggage that is to bedeployed per individual. Combatequipped troops may deploy with morethan twice the amount of gear and/orbaggage than troops for trainingexercises. After calculating the numberof pallets needed based on both the totalquantity of baggage to be moved and themaximum quantity of baggage per pallet,an additional 463L pallet should becalculated if 1/2 or more of an individualpallet’s baggage capability is necessary.

b. Surface

• Estimating 20-foot ISO containerrequirements for unit equipment.There is no standard formula forcalculating container requirements forunit equipment due to the diversity ofequipment and composition of variousunits within the Services. However,MTMC publishes a DeploymentPlanning Guide (MTMCTEA Reference94-700-5, Sep 94) which providesestimates of the numbers of containersrequired for Army combat and combatsupport/combat service support units.

Similarly, the Marine Corps CapabilitiesPlan provides notional containerrequirements for a Marine ExpeditionaryBr igade-sized uni t and Mar ineExpeditionary Force.

• Est imat ing 20-foot containerrequirements for ammunition (ClassV).

•• Determine total weight (S/T) ofammunition requirement.

•• Calculate 20-foot container requirementas 20-foot containers required equals totalweight (S/T) divided by 13.9.

• Estimating 20-foot/40-foot containerrequirements for resupply/sustainment(excluding Class VII).

•• Determine total weight (S/T) ofresupply or sustainment requirement.

•• Calculate 20-/40-foot requirement as20-/40-foot containers required equalstotal weight (S/T) divided by 15 or 23respectively. This is based on OperationsDESERT SHIELD and DESERTSTORM data.

CHAPTER VICONTAINER OPERATIONS

VI-1

SECTION A. UNITDEPLOYMENT OPERATIONS

1. Introduction

The preferred method for unit deploymentby sea is to use Fast Sealift Ships and RO/RO ships. However, the limited availabilityof RO/RO ships and the dominance ofcontainerships in the US flag, US-owned, andworld merchant fleets requires that theServices maintain the capability to deploy unitequipment by containerships using bothcontainers and commercial or militaryflatracks. USTRANSCOM, as the singlemanager for the Defense TransportationSystem, must provide DOD components withaccess to the full range of intermodalcapabilities that the commercial transportationindustry offers to support deployment.Finally, geographic combatant commandersmust be prepared to prioritize the forcestructure necessary to support containerreception, onward movement, and retrogradeor ensure that adequate host-nation support isavailable.

2. Unit Container Operations

When deploying unit equipment (includingvehicles) advantages and disadvantages tothe unit must be considered; however, localinconveniences will not override the primarymission of all supporting commands to meetthe required delivery dates established by thesupported CINC’s operation order, TPFDD,and concept of operations and logisticalsupport.

“Logistics considerations belong not only in the highest echelons of militaryplanning during the process of preparation for war and for specific wartimeoperations, but may well become the controlling element with relation totiming and successful operation.”

Vice Admiral Oscar C. Badger, USN

a. All units have equipment that can movein containers, but not all units can move alltheir equipment in containers. The key to asuccessful combination RO/RO-containershipoperation is in the early identification ofunits with high percentages of equipment thatcan be deployed in containers or flatracks priorto selecting those units for deployment bycontainerships.

b. The advantages for deploying unitsusing intermodal container systems andcontainerships lie primarily in movement toand operations at the SPOEs and SPODs.Intermodal systems and containers and/orflatracks can speed handling of cargo throughseaports by minimizing the handling of eachpiece of cargo and time spent loading and/orunloading the unit’s equipment to and/or fromthe ship. Containerization also enhancessecurity of the shipment and reduces publicvisibility of a unit move or deployment.

c. The disadvantages lie in potentialincreased equipment preparation time atthe unit installation and the potential forincreased installation support to provideCHE/MHE . Vehicles must be loaded,secured, and prepared in a manner differentfrom RO/RO shipping. Loading docks, CHE/MHE, and cargo documentation areconsiderations. However, time spent at unitinstallations is more than compensated for bysavings in vessel load and/or discharge timesat SPOEs/SPODs. Field exercises haveshown that unstuffing vehicles in a theater ofoperations requires minimal time andpersonnel training.

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3. Execution Planning forDeployment

a. Determining Requirements. Planningbegins with the unit movement officer whodevelops the unit movement plan. This planmust include requirements for containers tomove unit equipment that cannot be shippedas a secondary load on deploying vehicles andtrailers that will be stowed in RO/RO ships.These containers will be stowed on theweatherdecks of the RO/RO ships or incontainer cells on containerships andaccompany unit equipment. If directed duringthe deployment to also move unit vehicles incontainers, the unit movement officer willdevelop a movement plan that willaccommodate this type of movement.Planning requires familiarity with types ofcontainers. Refer to Chapter II, “IntermodalEquipment,” for data and information onintermodal container types.

• Container Planning Factors. Thestandard container for deployment is theISO 20-foot container measuring 8' x 8'x 20' or 8' x 8.5' x 20'. However,containers come in a variety of lengths.A 40-foot container is the equivalent oftwo standard 20-foot containers, and maybe delivered in lieu of the two standardcontainers. Weight restrictions vary,but unless very dense cargo is loaded(such as ammunition), the maximumweight allowance of a container willrarely be exceeded.

• Blocking and Bracing. During multi-modal transportation, containerizedcargo may momentarily experienceextreme changes in physical forceswhich could shift or damage cargo. Topreclude such instances, cargo placed incontainers must be secured. Therefore,multimodal transportation incorporatescollectively the most stringent loadconditions to which containers will be

exposed during shipment. The unitmovement officer must plan to haveadequate blocking and bracingmaterial on hand before loading thecontainers. See the US Department ofTransportation publication “A Shippers’Guide to Stowage of Cargo in MarineContainers.” Additionally, specificdetailed guidance for securing vehiclesin containers can be found inMTMCTEA Reference 95-55-23,“Containerization of Military Vehiclesand Equipment.”

b. Planning the Move

• Units must determine what equipmentcan be containerized or moved oncommercial and/or military flatracks.If the mission includes drawing pre-positioned equipment, it will benecessary to plan for the movement ofequipment not pre-positioned whichm u s t accompany the t roops .Through its surface components, MTMCand MSC, USTRANSCOM can provideassistance to unit commanders duringexecution planning to facilitatedeployment by intermodal containersystems. Additionally, MSC cancontract to provide commercial door-to-door service for combat support and/or combat service support units, but thiscapability may not be feasible early inan operation. This type of service cangreatly decrease the stress on the limitedRO/RO ships being used to move combatforces during initial surge operations.

• Army Field Manuals (FM) 100-17,“Mobilization, Deployment, Redeployment,Demobilization,” FM 55-65, “StrategicDeployment,” and Fleet Marine ForceReference Publication (FMFRP) 4-17,“Intermodel Containerization in theMAGTF,” provide specific deploymentplanning guidance and information.

VI-3


• Automated Unit Equipment Lists(AUEL) must be accurate to ensure thatviable load plans are developed and thatthe appropr iate containers andtransporters are ordered. When loadplanning for containerized deployment,dimensions for unit equipment must beaccurate. The AUEL includes all of theunit’s equipment. Since units rarelydeploy with all authorized equipment,they generate a Deployable EquipmentList (DEL) of items they are moving foreach specific deployment. This is topreclude the overcommitment of lift. Nounit may deploy with equipment notofficially included on the DEL.

4. Container StuffingOperations

a. Packing, Loading, Blocking, andBracing

• General Planning Considerations

•• Equipment may have to be processedfor containerization. Due to sizelimitations, some equipment may haveto be disassembled or reduced prior tostuffing into a container. If theequipment is to be in usable conditionupon arrival in the AOR, do notdismantle equipment beyondfunctional repair or assembly by forcesat receiving location.

•• Movement planners must planeach container load for ease ofunloading or unstuffing atdestination. Materiel that is requiredfirst must be loaded last. If cargo formore than one unit is loaded into acontainer, the cargo for each unitshould be separated by partitions,dividers, paper or plastic sheet.

•• Proper cargo documentation IAWDOD 4500.32-R, “MILSTAMP” is

mandatory and critical for in-transitvisibility during movement.

• Machinery and Heavy End Items

•• These loads must be carefullypreplanned. Not only might they beirregular in shape, but high-densitycomponents may reach the weightcapacity of the container or the highwaylimitations imposed by the individualstates or countries that the container mayhave to transit.

•• Ensure that heavy cargo is securelybraced and blocked on all sides toprevent any lateral or lengthwise motion,since its concentrated weight will causemajor damage if the load shifts.

•• All blocking, shoring, and bracingmust bear on a structural member ofthe container and not on the panel sidesof the container alone.

•• Some heavy cargo requires dunnageto distribute the weight over a largerarea of the container floor. Use offlatracks may eliminate this requirement.

•• In some instances, extremely denseitems may need to be lashed or boltedto the container floor. This should notbe done without approval of the carrier.

• Vehicles. The method of securingvehicles in containers depends on thetype and size of the vehicle beingshipped. Many vehicles will have to bereduced in their width and heightdimensions in accordance withapplicable publications or be loaded onmilitary flatracks that have been loadedin containership cells to form a deck.

•• Vehicles should be backed intocontainers to expedite unstuffingoperations at destination. Smaller

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vehicles can be pushed into the containeronce batteries are disconnected andcables are taped.

•• Once in place inside the container,vehicles should be placed in gear orpark and the hand brake set.

•• Unless otherwise specified in the portcall instructions, fuel tanks must bedrained prior to loading so that the tankis no more than 1/4 full. In an emergencydeployment, this requirement may bewaived, but prior coordination must bemade with MTMC through theinstallation transportation officer (ITO)before any vehicles are stuffed intocontainers.

•• Position and nail chock blockassemblies in front of the front tires andin the back of the back tires. The chockblock assemblies prevent forward,rearward, and lateral movement.

•• Trailers should be backed into thecontainer with landing legs raised andlunettes placed on shoring nailed to thecontainer floor. Position and nail chockblock assemblies in the front and rear ofone tire on each axle. The chock blockassembly prevents forward, rearward,and lateral movement. Tie-down strapsshould be affixed to the front of the trailer,stretched across the lunette, and securedto tie-down rings in the container.Specific detailed guidance for securingvehicles in containers can be found inMTMCTEA Reference 95-55-23,“Containerization of Military Vehiclesand Equipment.”

b. Securing and Sealing of Containers.After each container has been stuffed,responsible personnel will ensure that thedoors have been securely closed andwatertight, a seal has been placed on the

container, the seal number has been recorded,and the shipping documents and the propermarkings have been placed on the containerin accordance with MILSTAMP.

5. Container and CargoDocumentation

a. Container documentation is absolutelyessential to maintain the visibility and identityof the cargo in a container. At the unit level,required documentation includes packing lists,transportation control number (TCN),container numbers, and hazardous cargoplacarding. At the installation level,documentation includes shipping documentsand shipping labels and/or placards. See DODRegulation 4500.32-R, “MILSTAMP” forspecific cargo documentation requirements.

b. National and international regulations,such as CFR 49 and various standardizedagreements and United Nations (UN)regulations covering packaging, labelingcompatibility, and manifesting of hazardousgoods must also be followed when loadingand documenting containerized shipments.Personnel will apply one label of the typeprescribed by the UN for each individualpackage within the container to the outsiderear door and any required placards to thecontainer. During critical deployments,waivers may be obtained from appropriateDOT authorities.

c. Unit movement planners must knowthe actual weight of each loaded container(payload plus tare weight of the container).Chapter II, “Intermodal Equipment,” providesgeneral data for various types of containers.

d. Address markings are required on allitems being shipped. The format and detailedinstructions for the completion of MilitaryShipment Label (DD Form 1387) arecontained in Military Standard (MIL-STD)129M, “Marking for Shipment and Storage.”

VI-5


e. Additional Markings. In addition toaddress markings, further identificationmarkings are required by CFRs 46 and 49,International Civil Aviation Organization(ICAO) Technical Instruction for the SafeTransport of Dangerous Goods by Air, IMDG,and Military Standard 129 (MIL-STD-129).NOTE: MIL-STD-129 emphasizes thatspecial handling markings are to be used onlyon those items requiring such handling.CAUTION: All additional markings mustbe applicable to package contents. Specialhandling markings include the items listed inFigure VI-1.

6. Container Booking andMovement to the Seaport

a. MTMC will determine the method bywhich the container is transported to theseaport. It may be by commercial carrier orby military convoy. Unit deployments frominland installations may also be made by rail.When commercial liner door-to-door serviceis utilized, the intermodal operator willarrange for movement of the container(s) tothe port.

b. Deploying units are port called byMTMC area commands, and all cargo(including unit-owned containers) arerouted to the port by the ITO/TrafficManagement Officer (TMO) IAW unitdeployment procedures outlined in DOD4500.9-R, “Defense TransportationRegulation (DTR),” and MILSTAMP. Ifcommercial containers are required for thedeployment, they are obtained from MSC asoutlined in Chapter IV, “Management andControl of Containers,” of this publication.

c. If the unit is moving the container to theseaport, it will follow state and federalregulations and laws governing military useof public highways.

d. The Transportation Coordinator-Automated Command and Control Information

EXAMPLES OF SPECIALHANDLING

INSTRUCTIONS

HAZARD LABELS

PRECAUTIONARY ANDHANDLING

INSTRUCTIONS

FRAGILE

ORIENTATION ARROWS

CENTER OF BALANCE

MARINE POLLUTANTMARK

PROPER SHIPPINGNAME AND

IDENTIFICATIONNUMBER

Figure VI-1. Examples of SpecialHandling Instructions

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System (TC-ACCIS) automates mosttransportation functions associated withdeployment of Army units. TC-ACCISincorporates state-of-the-art technology inbarcode applications and electronic datainterchange which is used to plan, load, anddocument the transport of unit equipmentincluding containers. Data transmitted by TC-ACCIS is used to generate the MILSTAMPOcean Cargo Manifest that is electronicallytransmitted to various theater organizations,including the SPOD. (With the jointmigration of transportation informationmanagement systems, TransportationCoordinators Automated Information forMovement System II [TCAIMS II] IOCFY97 will replace TC ACCIS.) TC ACCISwill support the automated transportationfunctions of Army units only until replacedby TCAIMS II.

7. Concept of Operations forContainerizing UnitImpedimenta

Most deployments require units to loadequipment into additional, non-organic,transportation assets. If the unit does not haveorganic containers and/or quadcons or otherstandard storage and/or transport containers,the ITO/TMO will make available uponrequest ISO containers for moving such items.Figure VI-2 outlines the responsibilities forrequesting and loading such containers.Experience has shown that not all of these actionsare mutually exclusive. In some cases units willassist installation personnel, while in other casesinstallation personnel will assist units.

a. Unit personnel prestuff containers to thegreatest extent possible to reduce loadout time,and are responsible for securing them wherenecessary. Containers prestuffed withammunition and explosives must be affordedquantity distance protection IAW DOD6055.9-STD, “DOD Ammunition andExplosives Safety Standards.”

b. Upon receipt of deployment notification,the ITO/TMO arranges for the positioningof 20-foot ISO container(s) at the unit motorpools and/or staging areas. Ammunition andexplosives must be stuffed into containers ata location that meets quantity distance (QD)requirements of DOD 6055.9-STD.

c. Unit personnel load all possible itemsfrom the DEL into or onto other DEL itemsto reduce overall movement requirement.

d. Unit personnel will then stuff allpossible DEL items into organic or unitcontainers and/or quadcons.

e. Finally, unit personnel will stuff onlyremaining DEL items, if any, into ITO/TMO-ordered ISO commercial containers. The unitmust coordinate with the ITO/TMO for thetime, location, and quantity for commercialcontainer delivery.

f. The ITO/TMO, after coordination withthe unit, will:

• Arrange with commercial sources for thedelivery of container chassis or flatbedtrailers, when and where desired;

• Arrange for the loading of stuffedcontainers, both organic and nonorganicand/or commercial onto chassis and/orflatbeds; and

• Arrange for the movement of all unitequipment (including unstuffed rollingstock) to the departure area, staging area,or rail yard when called forward.

g. When equipment is loaded onto railcarsunit personnel are responsible for proper tie-downs and/or lashings.

h. The ITO/TMO will generally makearrangements for the movement of unitequipment to the SPOE. If rolling stock is

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UNIT RESPONSIBILITY ITO/TMO RESPONSIBILITY

Cargo stuffedin 20' ISOcontainer

Cargo stuffed in unitcontainer, not loadedon organic transport

Cargo too large for20' ISO container,not loaded onorganic transport

Cargo stuffed in unitcontainer, loaded onorganic transport

Loadontoflatbedtrailers

Move torailyard

Load ontorailcarscircus-style

Securecargo

Railcars

Transportto railyard

Provide chassis/flatbeds to motorpool for containersand residual cargo

Load 20' ISOcontainers ontochassis/flatbeds(Rough TerrainContainerHandler)

20' ISOcontainer

Position 20' ISOcontainer in motorpool

Load ontorailcars(Container OnFlatcar orFlatbed)

*ITO = Installation Transportation Officer*ISO = International Organization for Standardization*TMO = Traffic Management Officer

DELINEATION OF RESPONSIBILITIES

Figure VI-2. Delineation of Responsibilities

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not loaded onto railcars but instead self-deploys to the SPOE, unit personnel arerequired to operate the vehicles.

i. After equipment is turned over to eitherITO/TMO personnel or port operatingpersonnel, the equipment will be readied byport operating personnel for overseasshipment. Once loaded on a ship, theintermodal ocean carrier provides or arrangesall intermediate services necessary for thedelivery of equipment to the theater.

j. Unit liaison officers to the Port SupportActivity at the SPOD will coordinate if theunit must provide vehicle drivers formovement of discharged rolling stock to theforward staging area, and if containers are tobe unstuffed at the SPOD or moved forward.

k. Responsibility for movement of unitequipment to, and any required unstuffing ofcontainers at, the tactical assembly area priorto fall in on equipment must be coordinatedwith theater activities.

SECTION B. RESUPPLY ANDSUSTAINMENT OPERATIONS

8. General

a. Maximum movement of materiel bycontainers is the preferred resupplymethod. Containers will be stuffed at origin,at the nearest consolidation andcontainerization point (CCP) or containerstuffing activity (CSA), with the two DLACCPs serving as the primary sustainmentconsolidation points.

b. The CCPs have evolved to make morecomplete use of 20- and 40-foot ISOcontainers, 463L pallets, and the benefitsassociated with reduced cargo handling. Sincemost shippers do not regularly generate fullcontainer or 463L pallet loads of cargo forshipment direct to receivers, the CCPprovides a means for combining shipments

from multiple shippers. These combinedshipments may then be sent directly to singleconsignees or, by use of stopoffs or breakbulkpoints, to multiple consignees.

c. DLA has established two CCPs toconsolidate cargo for onward movement bycontainer or 463L pallet. In addition, MTMCoperated CSAs, located at SPOEs, alsoperform containerization functions for themultitude of loose shipments and excludedcargo arriving at the port.

9. Container ConsolidationLocations and Capabilities

a. DLA CCPs are located at the NewCumberland Depot, Harrisburg, Pennsylvaniaand the Sharpe Depot, Stockton, California.MTMC CSAs are located at the followingports:

• Military Ocean Terminal, Bayonne, NewJersey.

• Fleet Industrial Supply Center, Norfolk,Virginia.

• Gulf Outport, New Orleans, Louisiana.

• Southern California Outport, Compton,California.

• Military Ocean Terminal, Oakland,California.

• Pacific Northwest Outport, Seattle,Washington.

b. The capab i l i t i es o f m i l i ta ryinstallations to outload, stuff and receivecontainers are documented annually in theDD Form 1726 and provided to MTMC. Itincludes daily container outload capabilitiesfor peacetime and mobilization. Reports arereceived from all DLA Distribution Depots,MTMC CSAs and Service designatedinstallations. This data is essential to MTMC

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in determining if the capability exists to movemateriel from depots through SPOEs inaccordance with geographic combatantcommanders TPFDDs.

10. Forecasting ContainerRequirements

During the deliberate planning process,requirements for the containerization ofsustainment materiel are developedthrough the detailed sourcing of operationplans. Requirements are determined by theCINCs and then sourced by the Services andDLA in support of the CINC’s concept ofoperation. Service item managers passrequirements to DLA. DLA consolidatesthese requirements and then determines whatitems can and will be containerized at theirtwo CCPs. MTMC CSAs will determineexception items that will be consolidated andcontainerized at the CSAs.

11. Procedures

a. Receiving for Transshipment

• Individual shipments usually arrive atCCPs accompanied by the appropriateTransportation Control and MovementDocument (TCMD) information. Atinland CCPs, a copy of the TCMD shouldbe found in a waterproof envelope on thenumber one box of each shipment unit.The TCMD for shipments arriving atseaport CSAs must be provided aheadof time to the port through the WCA.The CCP/CSA uses any available dataand the assistance of the shipper andsponsoring Service to prepare documentsfor shipments arriving without TCMDs.The CCPs receive automated advanceTCMD-type data from shipping depots.This helps them create TCMD data forthe pallets they build and ship.

• Upon receipt of inbound trucks or railcars, the CCP will verify shipment unit

count and note discrepancies on thecarrier’s freight bill . These discrepancieswill be reported in accordance withcurrent regulations. Materiel isaccumulated and positioned in separatelocations by air lines of communications(ALOC), DOD activity address code(DODAAC), and mode of onwardmovement; i.e., surface or air. Allconsolidated shipments received with ashipping depot TCN are directedthrough the small package sorting line.Incoming small package cargo will besorted by priority and then by ALOCand DODAAC. Documentation will bechecked for availability and accuracy.Documentation will be prepared, whenrequired. Packages are consolidated byconsignees into large shipment units andforwarded to the appropriate staging area(surface or air) to be consolidated withother cargo. General Services Administration(GSA) vendor shipments will beexamined for transportation damage,erroneous markings and otherappropriate discrepancies, and requireddiscrepancy reports will be prepared.Purchase order(s) will be annotatedwith CCP receipt date and processedaccordingly. Vendor receipts other thanGSA will be processed in the samemanner as freight.

b. Securing an Ocean Booking

• The CCP begins the container bookingprocess by projecting the requirementsfor containers. To preclude a substantialincrease in processing time and storagefacilities, the cargo does not have toactually be on hand at the CCP todetermine the container requirements.Instead, the CCP makes forecasts basedon experience and insight into futuretrends.

• The CCP develops the containerrequirements for each destination

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stated simply by number and size (largeor small, i.e., longer than 32 feet or not).The CCP submits the requirement to theOCCA booking office, which books thetotal number of containers required withthe appropriate ocean carrier. Havingsecured the booking, the OCCA bookingoffice then furnishes the CCP with ablock of TCNs, one per container.

• The CCP coordinates directly with theocean carrier’s agent for spotting ofempty containers. As containers arerequired, the WCA/OCCA assigns anexport traffic release (ETR) and TCN toa specific container.

c. Stuffing/Loading the Container

• Since the CCP is not required to identifyin advance the container consignee foreach container requested, loading isaccomplished as cargo is received andconsolidated. To meet deliveryrequirements at lowest overall costs, theCCP usually “stuffs” cargo intocontainers in the following descendingorder of preference:

•• A full container load for a singleconsignee.

•• A container load for delivery bystopoff service to multiple consigneesin the same geographic area. Theocean carrier assesses an additionalcharge for each stopoff en route to thefinal destination. Various Service and/or Agency publications and MTMCPamphlet 55-13 provide guidance onstopoff consignee selection, stowing,blocking, and other appropriate areas.

•• A container load for delivery tomultiple consignees through abreakbulk point (including a SPOD).The additional transshipmenthandling necessary at a breakbulk

point usually results in additionaltransportation cost and time as well asproviding increased potential for lossor damage.

• When loading the container, the CCPmaintains consignor shipment unitintegrity and uses a split shipmentindicator as necessary.

d. Preparing Shipping Documentation

• When the container is stuffed and readyfor shipment, the insta l lat iontransportation officer will send theTCMD data (DOD 4500.32-R, Vol 1“MILSTAMP”) to MTMC WCAresponsible for shipments of cargo to thatarea of the world through availablecommunications media, i.e., DefenseData Network, facsimile, telephone orother types of communications media.Preposition of TCMD details at the portof embarkation supports critical portprocesses of management, control,manifesting, and billing.

• TCMD details are essential to portpersonnel when generating the OceanCargo Manifest. The Ocean CargoManifest is prepared and provided to thecarrier, with copies (electronic and/orpaper) forwarded to the receivingterminal at the overseas port. Whencontainers are received in-theater, thecontainer number and owner informationare provided to the theater movementcontrol organization for accountabilitypurposes.

• Prior to sealing the container, the CCPplaces a contents list (TCMD, listing)in a waterproof envelope labeled “LoadList.” The envelope is securely attachedto the inside of the container loadingdoor. Both consolidated and partial loadlists are made when the container isloaded for stopoff deliveries.

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• The CCP adds necessary containerinformation (ISO/container number,SPOE, and stopoff indicator) to theTCMDs received from the shipper foreach shipment in the container.

• A TCMD or other document containingTCMD data is prepared by the CCP forcontainer shipments moving to a SPOEunder terms of the MSC ContainerAgreement and Rate Guide. The CCP,at a minimum, maintains one signedcopy to record acceptance by the originalinland carrier. In addition, the CCPprovides the inland carrier with at leasttwo copies of the document. The inlandcarrier gives one of its copies to the oceancarrier’s representative (e.g., gate guard,checker) when delivering the containerto the carrier’s container yard.

• When the container must be moved tothe port of embarkation (POE) by anegotiable document, the CCP preparesa commercial bill of lading orgovernment bill of lading (GBL). Billof lading includes the container TCN,TCN for each shipment unit (contents),and the complete ISO/container and sealnumbers. The detailed procedures forcompleting and distributing the bill oflading are contained in the DTR forCONUS and in appropriate theaterdirectives overseas.

• When a container carrying classifiedmateriel, certain hazardous materiel, orrelease unit (RU) quantities of inertcomponents is shipped by an inlandCCP, the CCP sends a report ofshipment (REPSHIP) to the nexttransshipper, e.g., SPOE. The REPSHIPis sent by electronic transmission (ETM)(or telephone confirmed by ETM) assoon as possible to ensure its receiptbefore the shipment. Complete details

on REPSHIP procedures are containedin DOD 4500.32-R, “MILSTAMP.”

• The inland CCP also completes an in-transit data report received for GBLshipments. Details for completing andforwarding the in-transit data are alsoconta ined in DOD 4500.32-R,“MILSTAMP.”

e. Moving the Container to the SPOE

• The CCP coordinates directly with theocean carrier’s agent for pickup of fullcontainers as indicated in the ETRinstructions.

• The line haul or drayage of containersis generally specified by the OCCA underthe terms of the MSC ContainerAgreement and Rate Guide. The serviceis provided by ocean carriers throughinterline agreements with commercialline haul carriers. Other alternatives forlinehaul or drayage which may be used(when indicated in the ETR) includeusing organic equipment and commercialtariffs, tenders, or other contracts.

• Upon release of the container for deliveryto the POE, the CCP submits completeadvance TCMDs for the container to theWCA or OCCA. Advance TCMD is thenotification to the OCCA and terminalthat the container is stuffed and en routeto the SPOE. In addition, the TCMD tiestogether the container TCN, thecontainer ISO serial number, and thecontainer contents.

f. After completing a shipment, the CCPmaintains records detailing the actionsundertaken, including a TCN cross-referencefile between shipment units and containers.Various Service publications detail the lengthof time and method for keeping such files.

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12. Cargo Excluded from DLAConsolidation andContainerization Activities

The following materiel and/or shipmentsshould not be routed to a DLA consolidationand containerization activity:

a. Release unit shipments or combinationof LRUs which economically fill a containerfor a single consignee or overseas breakbulkactivity.

b. Single items oversize to a forty-footcontainer (maximum item dimensions, L450" x W 89" x H 88") or occupying 75percent or more of the space in a 40-footcontainer, i.e., vehicles, constructionequipment.

c. Air-eligible item(s), as specified byindividual Service regulations, includingspecial projects such as Army’s Air Line ofCommunication (ALOC) and Remote AreaSupport (RAS), that are outsized to a 463Lpallet (88" x 92" x 96") or greater than 10,000lbs, that have not been diverted to surface.

d. Air Force, Marine Corps or Navyexpedited and high-priority (TP1 and TP2)shipments with RDD of 999, 777, 555, N--,and E--, or a Julian date less than 21 from thedate the shipper received the requirement (lessthan 60 days for Marine Corps shipments),which have not been downgraded to surface.

e. Parcel Post eligible shipments, if moreeconomical, ship via Fleet Post Office orArmy Post Office based on both the totalCONUS and outside the continental UnitedStates (OCONUS) transportation costs.

f. Foreign military sales shipments

g. Shipments categorized according to theWater Commodity Codes listed in FigureVI-3 are not eligible for consolidation.

SECTION C. AMMUNITIONAND OTHER HAZARDOUS

MATERIALS

13. General

Packaging, shipping, handling, andinspecting of ammunition and hazardousmaterial is mandated by United States lawsand international regulations that include theuse of intermodal containers and containerequipment. The intent of this section is toprovide an overview of joint doctrinal guidanceand joint tactics, techniques, and procedures thatare common to the Department of Defense andother US Government agencies andorganizations, as appropriate. This sectionapplies to the selection of commercial or militaryowned intermodal containers that meet thestandards of ISO and the UN for Class IExplosives and other Hazardous Material.

14. Objectives

A primary objective is to obtain maximumefficiencies from use of container servicesat the lowest overall cost to the government,while meeting cargo delivery requirements.Containers should be stuffed to themaximum extent possible, taking intoaccount such factors as material compatibility,net explosive weight, quantity distance, cargohold time, single or multiple consigneedeliveries, configuration and density of cargo,and availability of specific size of containers,handling, transportation, and trafficmanagement of containerized hazardous cargo.The goal is to enhance inter-Servicecooperation and coordination and to providea framework within the Department of Defenseto exchange essential data and information.

15. Planning and Execution

The JMTCA, under the command andcontrol of the Commander, IndustrialOperations Command (IOC), consolidates

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all Service’s containerized munitionsmovement requests for OCONUS shipmentaboard common-use sealift. In addition,CONUS distribution (i.e., ABL, training)movements are identified for applicablecontainer utilization by the JMTCA. Incoordination with the Container FleetDivision (CFD) of the Military TrafficManagement Command, Eastern Area,IMDG certified containers (both militaryowned and commercial) are utilized to satisfymovement requirements.

a. The CFD is responsible for theaccountability and control of the CADSfleet. The CADS fleet contains various ISOcontainer types, including restraintMILVANs, commercial end opening and sideopening containers, half-height containers,flatracks, and support equipment such as theload and roll pallet. Refer to Chapter II,“Intermodal Equipment,” Section B, “Types/Availabilities of Containers and Types of

Container Handling Equipment,” for acomplete discussion of container types.

b. The JMTCA is responsible fordetermining the container type to employfor each shipment. This determination willbe based upon the specific physicalcharacteristics of the munitions, operationalrequirements, outloading efficiency, andoverall cost effectiveness. The JMTCA willrequest outloading comparisons from the USArmy Defense Ammunition Center andSchool as required to assist in the analysis ofall possible munition load configurations.The JMTCA consolidates all Servicemunitions movement requirements for singlemanager conventional ammunition (SMCA)and Non-SMCA munitions for OCONUS,prepares the export traffic release requests, andtransmits the information to the appropriateMTMC area command in order to create portcall files to facilitate routing preparation andmunitions being called forward to seaportsof embarkation.

Figure VI-3. Materiel Categories

Materiel Categories

Item Water Commodity Code

Aircraft, unboxedArms, ammunition, & explosivesBaggage/household goodsBoatsBulk cargo, unpacked, dry or liquidClassified or intelligence materialControlled substancesMailPrivately owned vehiclesRadioactive materiels (MILSTAMP Code A)Refrigerated cargoSpecial cargo (Incl. vehicles, oversized, & overweight items)Subsistence, perishableMateriel requiring special handling

(990-999)(40X-499; 680-685)

(360-399)(640-642)(200-299)

NA(532/33; 537-540/42)

(610-619)(300-359)

NA(100-199)(800-899)

(500-529)(Type Cargo Codes:

A,B,C,D,E,F,G,J,K,L,M,N,O,P,R,S,T,U,V, W,X,Y and Special HandlingCodes: 2,3,4,5,6,7

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c. Data incorporated into the JMTCAship planning and/or DOD IdentificationCode roll up messages allows geographiccombatant commanders to influence themunitions mix, mode and time frame forreceipt in-theater of processed movementrequirements.

d. IOC is responsible to coordinate withCFD to ensure that distribution actions aretaken to preposition containers by type atapplicable shipping installations in order tomeet initial and sustainment munitionsmovement requirements in support ofcontingency and peacetime operations.

16. Handling of Ammunition

Because of its hazardous nature,ammunition and explosives materialrequire special consideration when handledin US ports. Facilities that handle ammunitionand explosives, including commercial ports,are required to provide QD separations to andfrom ammunition and explosives IAW DOD6055.9-STD or CFR 29. Under CFR 49176.100 and CFR 176.415 requirements,containerized division 1.1 and 1.2 explosives,blasting agents, and ammonium nitratesplanned for ocean movement aboardcommercial vessels require the submittal ofan application and permit to handle hazardousmaterials. The Coast Guard (CG) FORM4260 (Application and permit to handlehazardous materials) must be submitted bythe carrier in advance to the local Coast Guardcaptain of the port (COTP) for approval priorto initiation of the scheduled explosivesloading and/or unloading operation. The463L pallet and net system is the primarysystem for airlift operations and is outlined injoint service documents Air Force Regulation(AFR) 76-13, AR 59-18, OPNAVINST4600.21C, Marine Corps Order (MCO)4631.8C, DLA Regulation (DLAR) 4151.15.Air shipment of ammunition must complywith the multi-Service publication Air ForceJoint Manual (AFJMAN) 24-204,

International Air Transport Association(IATA) manual, TM 38-250, NAVSUPPUB 505, MCO P4030.19F, DLA Manual(DLAM) 4145.3, “Preparing HazardousMaterials for Military Air Shipments.”Procedures for use of ISO containers, storagecontainers, and tactical shelters on militaryaircraft are also discussed in this document.CONUS and geographic combatantcommanders must ensure that remote loadingand unloading areas are provided for at aerialports of embarkation and debarkation forammunition and hazardous materials, asrequired.

a. Special Permits: As indicated above,a USCG permit issued by the local USCGCOTP (CG FORM 4260) is required priorto commencing containerized division 1.1and 1.2 explosives, blasting agents, andammonium nitrates cargo handling operationsfrom or to commercial vessels. The permitprocess is initiated by completion of theapplication portion of CG-4260 and its submittalto the COTP within whose area of responsibilitythe proposed operation will occur.Responsibilities for the submittal of applicationfor a permit to handle containerized explosivesor hazardous materials are as follows:

• Military sealift vessels: Commander,Military Sealift Command (COMSC)will initiate application for allMSC-controlled vessels.

• Commercial vessels: Commercial shipoperators, with the assistance of theCOMSC, will initiate application forprivately owned and/or operatedcommercial vessels. COMSC will workwith other concerned agencies tofacilitate timely submittal of theapplication to the appropriate COTP.

b. Loading Plans. Shipper serviceactivities responsible for developinginternal container loading diagrams areas follows:

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• Army: US Army Defense AmmunitionCenter and School, ATTN: SMCAC-DET, Savanna, IL 61074-9639.

• Navy: Naval Weapons Handling Center,Naval Weapons Station, ATTN Code803, Colts Neck, NJ 07722.

• Air Force: Ogden Air Logistics Center,ATTN: LIWXD, Hill AFB, UT 84056.

c. Planned Shipload Lots. Planned shiploadlots of ammunition will normally be handledunder procedures outlined in DOD 4500.9-R,“Defense Transportation Regulation (DTR),”with the following exceptions:

• The seaport of embarkation will beselected and tentative ship arrangementsmade in advance through coordinationbetween USTRANSCOM (CONUSSPOE), Supported Commander (OCONUSSPOE), and the JMTCA.

• The JMTCA will issue a planningmessage to all concerned, listing theorigin of each item, the applicableport of embarkation, and the importwindow established to support each shipplan. MTMC area commands will usethis planning message as an ETR requestand will issue an ETR directly to theappropriate shippers.

d. Container Types. In addition tocontainers listed below, Military Handbook138A (MIL-HDBK-138A) sets forthinspection criteria for the Department ofDefense for both military and civilianintermodal containers and lists examples ofdifferent types. It also includes other FederalSpecifications. Shipment of ammunition isapproved in MILVANs with or withoutmechanical load bracing systems and in ISOcontainers when loaded using internalblocking and bracing methods described inUSCG approved internal container loaddiagrams.

NOTE: Over-the-road movement ofhazardous material in Europe must complywith the European Agreement Concerning theInternational Carriage of Dangerous Goodsby Road and host-nation rules and regulationsfor movement between NATO countries and/or to and from a seaport for import and/orexport. Host-nation rules, which differ fromcountry to country, generally involveadditional precautions in preparing cargo andloading vehicles. Rail movement ofhazardous material in Europe must complywith the European Regulation Concerning theInternational Carriage of Dangerous Goodsby Rail. Preparation will be for rail movementto and from rail head when major portion ofmovement is via rail. For movements of anysignificant distance, most European countriesrequire movement via rail.

SECTION D. THEATERRECEPTION, STAGING,

ONWARD MOVEMENT ANDINTEGRATION, ANDRETROGRADE OF

CONTAINERS

17. General

a. This section provides an overview ofthe reception and onward movementprocess for units deploying to a theater ofoperations. An efficient and timely inter-and intra-theater strategic movement ofcargo, personnel, and information is key toresponsive force projection and successfultheater reception, onward movement, andretrograde of cargo. To ensure consistencyin common-use ports worldwide,USTRANSCOM, through its componentsAMC and MTMC, will normally manage andoperate common-use air and sea POEs andPODs for the supported commander. In areasnot served by a permanent USTRANSCOMpresence USTRANSCOM will providedeployable aerial ports, and in concert withUS Atlantic Command will provide

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provide deployable seaport operating forcepackages to manage and operate POEs andPODs. This will provide a standard globalforce operating capability and simplify systeminterfaces, operating systems and procedures,information exchanges, and command andcontrol activities to ensure a seamlesshand-off of information and cargo. Thismovement process includes containerswhich units will use to move equipment.Arrival at a POD represents the transition fromthe strategic movement system to the theatermovement system. It is also the normaltransfer point, unless otherwise designated, ofcommand authority from the supportingcommand to supported commander. Theresponsibility of moving the unit andmaintaining in-transit visibility simultaneouslyshifts from USTRANSCOM to the theaters’movement control element, i.e., the JointMovement Center (JMC) as described in JointPub 4-01.3, “Joint Tactics, Techniques, andProcedures for Movement Control.” Thegeographic combatant commander’sdesignated movement control element willcontinue movement control of the unit andtheir equipment to its final destination.

b. The theater commander’s designatedmovement control element should beresponsible for managing, controlling, andensuring that containers are used for transportof cargo and not for other purposes (i.e.,storing cargo, shelters). This responsibilitymay be executed through the Theater ArmyMovement Control Agency (TAMCA) orsenior movement control headquarters ortheir representatives.

c. Timely and accurate reporting ofinformation is essential to containermanagement. Each terminal, consignor, andconsignee must notify the designatedcontainer manager of receipt, unloading,reloading, and release of containers. Eachmode operator and each designated reportingpoint submits in-transit reports. Centralizedmanagement is necessary to ensure that

containers are used only for transport and anycontainers used for other purposes areauthorized by headquarters.

18. Seaport of Debarkation

a. A SPOD is selected by the geographiccombatant commander in coordination withUSTRANSCOM. The operation of theSPOD is the responsibility of the geographiccombatant commander. However, thegeographic combatant commander may enterinto a command arrangements agreement withthe Commander in Chief, US TransportationCommand, to allow USTRANSCOM throughits component MTMC to manage allcommon-use cargo operations at the SPODs.This includes the use of deployable seaport-operating force packages to operate SPODsin any contingency area. USTRANSCOM/MTMC through the WPS and the GTN canprovide a seamless handoff of cargo andinformation to the theater movement controlmanagers. The TAMCA or movementcontrol center (MCC) assigns movementcontrol teams (MCTs) to coordinate portclearance missions. The MCTs control andarrange the processing of units andequipment for onward movement. MCTs canbe added incrementally to coordinate onwardmovement requirements based on the type ofterminal and the terminal clearance capacity.Discharge time depends on the capacity of theship and the rate at which it can be loaded ordischarged. The MCT plans for onwardmovement based upon ship manifests anddischarge rate. The logisticians within thetheater must ensure that containers arriving inthe theater are promptly discharged and rapidlymoved forward to the central receiving andshipping point (CRSP) or their final destination.As part of the surface distribution plan,movement controllers will develop a movementprogram which allocates transportation for themovement of all cargo and personnel from thePOD. The movement control personnelwill coordinate transportation for onwardmovement of containers.

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b. In combined operations beingconducted from friendly soil, the host nationmay choose to exercise its territorialresponsibilities and continue to operateports in the theater. The responsibility ofUS forces at these ports will be based uponagreements between the United States andthe host nation governments.

c. Container Discharge

• Fixed Port. Fixed port terminalsnormally provide suitable facilities tooff-load containers and transfer them toinland transportation nodes. Fixed portfacilities will be used to the maximumextent possible because of the largevolume of containers such facilities candischarge at a rapid pace, and the closelocation to inland transportation hubs.Off-loading containers in the stream canalso be used in conjunction with fixedport operations if berthing space islimited.

• Joint Logistics Over-the-Shore (JLOTS)Operations. JLOTS operations areanother means of providing support whenestablished ports are not available or arenot adequate. JLOTS operations areconducted over unimproved shorelines,through fixed ports not accessible todeep draft shipping, and through fixedports that are inadequate without theuse of JLOTS capability. JLOTSoperations are inherently less efficientthan fixed port operations, because theydo not have the specialized CHE foundat fixed ports. While JLOTS operationswill be avoided where possible, JLOTScapabilities may be needed to supplementfixed ports.

d. The TAMCA or MCC must synchronizeAPOD and SPOD clearance operations.Portions of units will come from the APODto the SPOD to receive their equipment. TheMCT tells the terminal or port operator how

to sort the equipment when it is dischargedbased on priority mode of onward movement.The MCT coordinates onward movementrequirements (i.e., trucks, rail). The MCTreceives requests for line-haul or specialtransportation requirements, such as heavyequipment transporters, and commits theateror Corps Support Command (COSCOM)truck assets.

e. The MCT responsible for planningonward movement must coordinate withthe terminal commander in regards to portclearance. Maintenance is a unitresponsibility, but the MCT must provideguidance and movement instructions to unitsto ensure that vehicles that move by rail or airare not reconfigured or fueled. The MCT plansand orders railcars for unit rail movementrequirements. The unit loads and ties downits equipment. The MCT provides technicalassistance.

f. The following factors should beconsidered when planning for containeroperations. The average military usefulcontainer ship is 30,000 dead weight tons andhas a capacity of approximately 2,000 TEUs.This ship is approximately 850 feet long witha draft of 38 feet. The total short tonnage ofthe cargo is 18,000. Using constrained laborcapability, planners should consider 14 gantrycrane cycles per hour. Each gantry cranerequires four pieces of equipment to ensurefull utilization of the gantry crane. Thesecan either be yard tractors or straddle carriers.Storage space in the port should be 2.3 timesthe average cargo transferred per ship call.When using a chassis operation, the requiredstorage area is about 50 acres. Storage densityof chassis is 42 per acre. There are 160containers per acre of storage in a stackingoperation. Containers are generally stackedthree high when commercial straddlers areused and are stacked in rows for a total of 18containers. Storage capacity must be about5.5 times the cargo transferred per ship callbecause of rehandling and classification

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delays. The apron area should comprise 10acres. The total requirement for storage is60 acres. Each truck that passes through theport gate should be assessed a total delay timeof 1.5 hours (this time includes port entry,loading, and port clearing).

g. The following additional organizationsprovide support at the SPOD:

• The Army headquarters responsible forgeographic support responsibilities, suchas the TAACOM or COSCOM, provideslogistics and life support for unitstransiting the port.

• The PSA provides maintenance; configuresequipment for onward movement; andprovides security, fueling, and other supportrequirements. The PSA is a tailoredorganization unique to each port. The PSAis provided by the supported commander,normally through the Theater Army AreaCommand (TAACOM) or COSCOM areasupport group (ASG) assigned to providelogistical support to the SPOD. It is underthe operational control of the terminalcommander.

h. After clearing the terminal, equipment willbe processed for onward movement by specificmodes at marshalling areas as follows:

• Rail for movement of outsize, oversize, andtrack vehicles to their staging area and/ortactical assembly area (SA/TAA).

• Intratheater (tactical) airlift from asea-to-air interface of critically needed unitsor priority reinforcements to the SA/TAA.

• Surface movement by highway of wheeledvehicles to the SA/TAA, pre-positionedmaterial site, or final destination.

• Inland waterway by lighterage, ifavailable, depending on priority ofmovement and cargo transfer capability.

19. Planning Sequence forReception, Staging,Onward Movement, andIntegration

a. The Army is responsible for receipt andonward movement of supplies and materialwithin a mature theater. Units shouldcoordinate their requirements for themovement of containers with theatermovement control elements or US Armytransportation units.

b. During this process, movementplanners at the senior movementheadquarters have the responsibilitiesshown in Figure VI-4.

c. Plan for retrograde missions forequipment returning from the SA/TAA in thesame manner as above.

20. Seaport Clearance andOnward MovementOperations

a. A critical requirement for propercontainer distribution management is theinterfacing of the Services’ automatedsystems (i.e., GTN and Theater Commandand Control Systems).

b. The theater first gains visibility ofinbound containers from GTN, in the formof the ocean cargo manifest. The manifest issent from the Navy or MTMC commandresponsible for operating the SPOE.MILSTAMP requires transmission of themanifest to the SPOD within 72 hours afterthe vessel departs from the SPOE. The oceancargo manifest is compiled from two primarysources: the advance TransportationControl and Movement Document from theshipper and lift data from the ocean carrier.

• The following actions occur uponreceipt of the manifest:

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RESPONSIBILITIES OF MOVEMENTPLANNERS AT THE SENIOR MOVEMENT

HEADQUARTERS DURING PLANNING

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

Obtain advance arrival information for intertheater sea and air movementfrom port operators and operational planners.

Assess the movement requirements data such as Required Delivery Date(RDD), priority of movement, equipment characteristics, and specialrequirements.

Group the requirements for each Port Of Debarkation (POD) by destinationgeographic location in RDD sequence.

Obtain movement priority for requirements that have the same destinationand RDD.

Determine available modes for onward movement based upon planningrequirements. Consider the requirement, equipment characteristics,priorities, and modes servicing the PODs and Staging Areas/TacticalAssembly Areas (SAs/TAAs).

Select and program the mode for each requirement for reporting to PODbased upon estimated time for POD clearance. This is dependent on the type ofstrategic asset (airlift, sealift).

Determine availability of equipment for follow-on missions at the POD.Estimate uploading and processing time for each mode at the POD. Applytime/distance factors to estimate transit time to other transportation nodesor arrival at the SA/TAA. Determine total transit time, maintenance and crewrest, and return time.

Resolve conflicts by either rerouting, changing modes, or rescheduling orobtaining guidance from operational planners. Reconfirm that the selectedroute can accommodate any oversize or overweight cargo/equipment beingmoved.

Identify requirements for Materials Handling Equipment (MHE) andCargo/Container Handling Equipment (CHE) at the POD for each mode, cargoand trailer transfer points, and at destination. Coordinate with the TheaterArmy Area Command (TAACOM) or Corps Support Command (COSCOM) toprovide sufficient MHE and CHE to meet the needs at the points and timesrequired.

Coordinate for holding and storage areas outside of POD staging areas ifports become congested due to transportation shortages or scheduling problems.

Identify en route supported requirements for fuel, mess, maintenance,and billeting. Coordinate with the TAACOM and/or COSCOM for this support.

Determine critical points where highway regulation or traffic controlshould be established to maintain the flow of traffic. Coordinate for en routecommunications.

Figure VI-4. Responsibilities of Movement Planners at the Senior Movement Headquarters During Planning

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•• Port operators begin preparingdocumentation to clear the containersthrough the port. If the containers areshipped under the provisions of the MSCcontainer agreement that requires theocean carrier to provide inlandtransportation, it will be annotated on themanifest. If the manifest indicatesdelivery to the ocean carrier’s terminal,inland transportation arrangements aremade by the port MCT.

•• The port MCT provides this data tothe TAMCA or equivalent organization,which maintains theater visibility ofcontainers. The port MCT produces andtransmits the Estimated Time of Arrivalforecast to the consignee (if possible), thedestination MCT, the TAMCA, and theservicing transportation battalions.

•• The container management officeprocesses the manifest to its automatedsystem. This produces an initial masterrecord of every container expected toarrive in theater.

• Upon receiving the forecast, destinationMCTs coordinate with the consignee todetermine disposition instructions, deliverylocation, and capability to unload thecontainers. They provide instructionback to the MCT as follows:

•• Free flow the container to themanifested consignee.

•• Expedite the container to themanifested consignee.

•• Divert the container to anotherconsignee.

•• Stage the container at the CRSP.

• The MCT normally receives dispositioninstructions and plans onwardmovement before the ship arrives at

the SPOD. The MCT must receive anyinstructions to divert or stage containersbefore arranging onward movement. Ifrequired, the MCT will coordinatemovement clearance.

• The advance ocean cargo manifest is onlya planning document. Port operatorsperform 100 per cent reconciliationduring off-loading. Actual containersdischarged will be matched against theadvanced ocean manifest and alldiscrepancies noted. If there aredifferences, the port MCT must notifythe TAMCA and destination MCTs fordisposition instructions. The port MCTand the composite logistics organizationwill update their accounting system.

• Port operators, the MCT, and modeoperators should strive to movecontainers from the ship directlyto the mode of transportation foronward movement. This will preventaccumulation at the port. Immediatetransportation may not always bepossible or desirable, and containers willbe held in marshalling yards to awaitmovement. The marshalling yard is atemporary holding area for containersawaiting transportation. It should beorganized to promote rapid andcontinuous movement to and from theport and/or beach. The marshalling yardshould be located as near the portoperation as possible to minimizehandling time.

•• If there are shortages of line haulassets, a marshalling yard allows modeoperators to program their assets and notallow those assets to sit idle while theship is being discharged.

•• The tactical situation may not allowimmediate movement due to higherpriorities for use of transportation modesor mission support requests.

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• Containers may be transported bymilitary assets or host-nation carriersvia rail, highway, inland waterway.

•• Rail , when available, is the mostefficient method of moving largequantities of containers from the ports.Rail should be used to move containersas far forward as feasible. It is lessaffected by adverse weather than othermodes, but its flexibility is limitedbecause it depends on a fixed roadbedwhich may be vulnerable to enemyaction.

•• Highway transport is the mostflexible method of moving containersand will be employed in line-haul, localhaul, terminal clearance, and transferoperations. This will be the primary modeto forward containers from rail terminalsdirectly to the consignee. Highwaytransport will be required for multistopcontainers. Port clearance is a good use ofhost-nation transportation support andshould be planned for if possible. The MCTmay need to coordinate off-loadingcapability with consignee.

•• Inland water transport can be usedwhen there are sufficient assets, units, andfacilities. This mode can help relievepressure on rail and truck transportationmodes. Inland water is the slowest modeand requires the most containerrehandling. Due to variable tides andwater depths during seasons, this modemay not be available. The advantage isthat large quantities can be moved.

•• Host-nation carriers may movecontainers. However, they will notnormally move ammunition. Ammunitionwill normally be moved by militarytransportation assets.

• When containers are delivered to theconsignee or CRSP, they should unstuff

the container as quickly as possibleand report its availability for pickupto the servicing MCT.

• If on delivery of the container it isfound that it needs to be delivered toanother consignee, the MCT mustnotify the MCC. The MCC willcoordinate with the TAMCA fordisposition instructions and will instructthe MCT to do the following:

•• Reconsign the container to the properconsignee with the same mode operator;and

•• Unstuff the container and deliver thecargo using other modes of transport.

21. Container DistributionWithin a Theater ofOperations

a. The TAACOM, or equivalent command,provides direct support (less movementcontrol and line-haul transportation) to unitslocated in or passing through its assignedarea. This support includes providing mostfield services and classes of supply. TheTAACOM executes support to the receptionand onward movement process through itssubordinate ASG. ASGs are normallyassigned a geographic area of responsibilityin the Communication Zone. They arenormally located to take advantage of thetransportation network and provideresponsive logistical support during thereception and onward movement process.

b. Throughput is based on the geographiccombatant commander’s priorities. Ideallythroughput as far forward as possible is best.Movement directly from the POD to theSupply Support Activity (SSA) will enhancedistribution of cargo to the ultimate user.The ability of receiving units to receive andoff-load and unload containers must bedetermined prior to moving containers

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forward. If container unstuffing is to occur,a CRSP will be created to sort cargo beforeshipment. The CRSP will also be the centrallocation where retrograde items and emptycontainers can await shipment.

c. Within the theater of operations there isa container handling mission at thedestination and intermodal pointsthroughout the system. The capability tohandle containers at destination will berequired for units deploying with equipmentand basic loads containerized. After thetheater has matured and the logistical buildupbegins, Army Cargo Transfer Units thatinitially operate at water ports can beecheloned forward. These units will thenbe tasked to conduct cargo handlingoperations at forward mode transfer pointsand/or, as work loads develop, to augmentcorps and division units requiring additionalCHE to meet surge requirements. Themovement control elements would assisttasking for the required CHE.

d. The TAMCA, or equivalent organization,plans and coordinates onward movementfrom the POD through intermediate pointsto the staging area. Their responsibilitiesinclude the following:

• Coordinating transportation andselecting modes for onward movement.

• Providing transportation services andhighway regulation.

• Coordinating marshalling and holdingarea requirements with the TAACOMor equivalent headquarters. (Marshallingareas are required when units prepare formovement or change from one mode toanother.) Establishing holding areas forunits to conduct inspections, preparevehicles, or await onward movement incase of delays.

• Providing movement schedules forplanning logistic support to moving units.

e The TAMCA and TAACOM providein-transit visibility of units transitingtransportation and/or logistics nodes orgeographic areas of responsibility. Thisinformation is provided to the joint and theaterArmy staffs to assist in force tracking. Whenoperations are of less than theater sizeoperations, elements of the combatantcommander and supporting CINCs willexecute this mission as required. In somecases this may involve MTMC elements withother US Army elements as needed.

22. Central Receiving andShipping Point

The CRSP receives containers with cargothat must be sorted before transshipmentto the SSA or owning unit. Single consigneecargo and ammunition will not pass throughthe CRSP; it will flow directly to the user or,in the case of ammunition, directly to theammunition SSA. The CRSP will be acomposite organization, predominatelyequipped with automation, MHE/CHE, andthe necessary support personnel capable ofreceiving, sorting, and preparing cargo fortransshipment. The CRSP will become theterminal cargo transfer operation for a bulkstorage site as required. The composition ofthe CRSP is based on anticipated distributionrequirements.

23. Container HandlingCapability

a. The use of containerization for alldeployments magnifies the need for aresponsive theater distribution system.Recent examples of the seriousness ofcontainer management include the fact that25,000 of the 40,000 containers sent toOperations DESERT SHIELD and DESERTSTORM had to be opened to determine whatwas in them. Visibility of expensive materielwas lost, and in some cases not regained untilshipment was returned back to the UnitedStates. Further, resupply was poor, resulting

VI-23


in deadlined end items and whole units thatreceived minimal Class IX support during theentire conflict.

b. The theater distribution system mustfocus on the receipt of containers bothduring unit deployment and sustainmentoperations. The theater distribution systemmust be a container-supported system.Containers include ISO standard containers,flatracks, and 463L pallets. The TAMCA orequivalent organization will be responsible formaintaining the status of containers, flatracks,and 463L pallets used for the transportationof materiel between CONUS and the theaterof operations. The composite logisticsorganization will develop policies andprocedures to control containers and flatracksallocated for intratheater use to ensure properdistribution according to command priorities.ISO standard containers will be accounted forby serial number, and the status will be knownat all times. Flatracks may be accountedfor by serial numbers, but Air Force 463L palletsare not. They should be returned promptly tothe transportation system after off-loading.

c. Containerization will be used to themaximum extent possible. The CRSP andthe SSAs should expect to receive much oftheir cargo in containers. To maximizethroughput and transportation assets, the20-foot container containing supplies for oneconsignee should be the primary containershipped to a theater of operations. However,the commander should ensure that the theaterhas the capability to handle 40-foot containersas far forward as feasible to support theoperation.

d. The SSAs, all transportation units(movement management and mode operator),and the CRSP will coordinate with theTAMCA or equivalent organization forretrograde of containers. Retrograde ofcontainers will be accomplished within thetheater distribution system. As part of thecontainer policy, the logistics commanders

will determine whether specific containersremain within the theater of operations or beidentified for return to the strategic system.Retrograde of containers may be returned tothe CRSP (if the containers will be used fordistribution within the theater of operations)or to the port for return to the strategic system,dependent on the theater’s needs.

24. Retrograde of Containers

a. Containers should be used forretrograde cargo if the cargo can becontainerized, if the cargo is on hand formovement, and if it does not interfere withthe reception and onward movement ofcontainers. The TAMCA must plan for theretrograde use of containers through its MCTs.

b. MCTs monitor retrograde operations.They will complete the following tasks:

• Query customers to find out if they haveretrograde cargo that requires movementor receive transportation requests fromcustomers. Determine if the cargo iscontainer compatible and if it is at ornear the final destination of the inboundcontainer.

• Forward container retrograde requeststhrough their headquarters to the port.The port will forward approved shippingdates and an ETR to the origin MCT.

• Coordinate movement of emptycontainers to a consolidated containercollection point if the approved methodof retrograde is to line-haul retrogradecargo to consolidation points.

• Coordinate for CHE/MHE as needed.

• Supervise loading and stuffing ofcontainers.

• Task the appropriate mode operatorto transport containers.

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25. Theater ContainerManagement Objectives

Theater container management objectivesare shown in Figure VI-5.

26. Daily ContainerManagement Activities

The TAMCA or equivalent organizationwill develop, disseminate, and monitorpolicies and procedures for containerizedshipments moving in the theater. Theseresponsibilities include the following:

a. Tracking the movement of containersconsigned to activities within a theater.

b. Coordinating a n d a p p r o v i n greconsignment with the origin anddestination MCTs.

c. Receiving, diverting, staging, andreleasing from staging requests fromtheater commodity managers, the CRSP, andMCTs.

d. Ensuring that reconsignment,diversions, staging, and release from staginginformation is quickly submitted to the CRSP,ports and MCTs.

e. Assisting shippers in planning theproper stuffing of containers with multipleconsignees.

f. Receiving all container movementinformation transactions and ensuring that itis quickly submitted for input into allappropriate automated systems.

g. Monitoring automation-generated dataand automatic digital network transmissions.

h. Ensuring that automated cargo forecastsare promptly forwarded to the concernedorganizations.

SECTION E. AMPHIBIOUSAND LOGISTICS OVER-THE-

SHORE OPERATIONS

27. Purpose

This section describes unique operations,equipment, and procedures for conductingcontainer discharge operations in a LOTSenvironment. A LOTS operation is anamphibious loading and unloading of shipsin stream using lighterage to ferry cargo toshore, in friendly or undefended territory, andin time of war during phases of theaterdevelopment in which there is no oppositionby enemy forces. LOTS operations may occurover unimproved shorelines, through fixedports not accessible to deep draft ships, orthrough fixed ports that are inadequate withthe use of LOTS capabilities. JLOTSoperations are LOTS operations conductedjointly by two or more Service componentforces of a unified command.

28. Usage

During an amphibious operation, containerusage by the assault echelon will beminimal. Container usage can be expectedto increase with the deployment of the assaultfollow-on echelon and increase even moresignificantly with the introduction offollow-up stores and supplies. Ship-to-shoremovement conducted during an amphibiousoperation is a prelude to LOTS operations.As an amphibious operation begins toconclude, a transition begins to LOTS orJLOTS operations. Full LOTS operations areconducted following the termination of anamphibious operation, as directed by a JFC.

29. Elements

Elements of the LOTS system areutilized to meet container off-loadrequirements. Specifically, the Navy’s cargooff-load and transfer system (COTS) and the

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THEATER CONTAINER MANAGEMENTOBJECTIVES

Consolidate shipments for single consigneeversus multiple consignees or breakbulk points

Minimize the time for holding or consolidating cargoto fill up containers

Maximize container cube use to achieveeconomical movements

Expedite the movement of throughput and highpriority container shipments

Maintain 100 percent in-transit visibility ofcontainers and contents

Ensure optimum use of container equipment

Not allow containers to become congested inyards; keep them moving

Move containers as fast as mode operators cantransport them and consignee can accept them

Ensure that containers are unstuffed andreleased back to the transportation system as soonas possible

Integrate the military and commercial intermodalcontainer management system

Ensure that mode operators are responsive tothe needs of consignee as well as transportationmanagers

Try to use containers for retrograde movementsas much as possible without slowing down thesystem

Figure VI-5. Theater Container Management Objectives

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Army’s Modular Causeway Systems (MCS)and other associated lighterage supports thein-stream off-load requirements forcontainers. LOTS container handlingoperations consist primarily of transferringcontainers from ship to lighterage, fromlighterage to transporters, either across abeach or onto an Elevated Causeway System(ELCAS), and then transporting thecontainers to the Container Control Siteashore.

30. Throughput

During in-stream off-load, throughput islimited by the rate of discharge from the ship,available lighterage, sufficient CHE to supportbeach clearance, distance between ship andshore, and weather conditions. Normally,operations can be done marginally up to seastate 3. Conditions beyond these will degradethroughput planning factors, if notterminating container off-load operationsentirely.

31. Cargo Off-load andTransfer System

COTS is made up of the Navy standardsystem of components, of which the basicbuilding block is the 5' x 5' x 7' Navylighterage pontoon section and the ArmyMCS, which is composed of an intermediatesection of 40' x 8' x 4.5' and two raked ends of20' x 8' x 4.5'. These MCS components canbe configured into various causeway ferriesand floating causeway piers and roll-on/roll-off discharge facilities (RRDF). Refer to JointPub 4-01.6, “Joint Tactics, Techniques, andProcedures for Joint Logistics Over-the-Shore,” for their operational capabilities. Thecomponents of the COTS system are asfollows:

a. Side Loadable Warping Tug (SLWT).The SLWT, the workhorse of the COTSsystem, is used to install, tend, and maintainother causeway system components. The

Navy SLWT is 85 feet long (5 feet shorterthan other Navy standard causeways) to keepit within the parameters for side loading onthe Navy’s landing ship, tank (LST) classships. The Army SLWT is composed of a40-foot section and two 20-foot raked endswhich are configured into 80' x 24' sections.The SLWTs install floating causeways andRRDF. The SLWT is propelled by twoWaterjet Propulsion Assemblies. The SLWTsinstall ELCAS and perform a wide variety ofother functions such as powering causewayferries, emplacing anchors, installing ship-to-shore bulk fuel transfer systems, andperforming surf salvage.

b. Causeway Section, Powered (CSP).The Navy CSP is the normal power unitfor causeway ferries. Its propulsion systemis identical to that of the SLWT; however, theNaval CSP is 5 feet longer than the NavySLWT, while the modular CSP is the samesize as the modular warping tug. The CSPhull is 5 feet longer and it does not have awinch, A-frame, or stern anchor installed.

c. Causeway Section, Non-powered(CSNP). The Navy CSNP is made up of three7-foot wide and six 15-foot longconfigurations of the basic pontoon sectionto produce the 90' x 21' sections. The modularCSNP is made of two 20-foot raked ends anda 40-foot intermediate section configured into24' x 80' sections. The di f ferentconfigurations of the CSNP are describedin the following paragraphs.

• Causeway Section, Non-Powered(Intermediate) (CSNP[I]). The NavyCSNP(I) has flexor units at both ends topermit coupling with other powered ornon-powered causeway sections. Somesections also have side-mounted flexor slotsto permit assembly into a three-causewaywide by two-causeway long dischargefacility. A further variant has side connectorslots and internal spud wells and is used inthe pierhead of the ELCAS.

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• Causeway Section, Non-Powered(Beach End [BE]). The Navy CSNP(BE) is equipped with a folding beachramp. The modular CSNP (BE) isequipped with a sloped end for the beachramp. It is used as the beach end ofcauseway ferries which permits containerhandlers to drive onto the causeway andpick up containers. Additionally, theCSNP (BE) is used as the shore end ofthe causeway pier used by the Navyassault support forces during JLOTSoperations.

• Causeway Section, Non-Powered (SeaEnd [SE]). The Navy CSNP (SE) isequipped with a sloping notch and rhinohorn. The modular CSNP (SE) has asloped end to facilitate the discharge ofcargo from a lighter onto the causewaypier from the RRDF into the lighters. Itis used as the seaward end of thecauseway pier. The notch is designed toreceive the bow of a LST, landing craft,utility (LCU), or a landing craft,mechanized (LCM-8). The rhino hornslips through a hole in the bow ramp ofthe LCU or LCM-8 to hold the LCU orLCM-8 in position while vehicles areembarked and debarked.

d. Elevated Causeway Installable. TheELCAS (NL) is an installable pier facilitydesigned to provide the capability to delivercontainers across the beach. The ELCAS(NL) is a key element in the movement ofcontainerized cargo ashore. It provides thecapability to off-load lighterage from beyondthe surf zone and difficult beach gradients,such as sandbars, that may cause conventionallighterage to ground far from a dry beach.

• The ELCAS (NL) currently operationalin the Navy inventory are Navystandard systems, designated as trainingELCAS (NL), 810 feet long and elevatedfrom the surf by hydraulic jacking gear.Installation of the ELCAS (NL) starts

with the arrival of a Navy constructionengineer (SEABEE) or LASH shipmodified to carry ELCAS (NL) and otherlighterage at the LOTS/JLOTS site.Installation, operation, maintenance, andretrieval of the ELCAS (NL) are coveredin Naval Facility Publication P-460,“Elevated Causeway Facility.”

• ELCAS (NL) require significant effortand time to install. Installation of a3,000 foot ELCAS (NL) takesapproximately 7 days of double shiftwork. Once the ELCAS (NL) has beeninstalled, containers can be lifted directly,by crane, from lighterage onto motortransport vehicles. This greatly reducesthe requirement for container handlingequipment at the beach.

e. Elevated Causeway, Modular. TheELCAS (M) is a modular pier facilitycomposed of container-compatible modules,providing an interface between displacementcraft carrying containers and the beach. TheELCAS (M) will have a nominal length ofup to 3,000', as required to reach a 20" waterdepth at pierhead. The pierhead will be 72'wide by 240' long. The two long sides or thepierhead will have a fendering system toaccommodate lighters. The ELCAS (M) isconstructed by erecting initial section(s)and mounting a construction crane on topof them. Subsequent sections will becantilevered from the previously erectedsections and secured in place with piles. AnELCAS (M) roadway section measures 24'x 40', consisting of three ISO pontoons, eachmeasuring 40' x 8' x 5'. Emplaced on theELCAS (M) pierhead are two vehicleturntables for truck turnarounds. Twocontainer-handling cranes will be stationedon the ELCAS (M) pierhead to transfer cargofrom lighters to container-handling vehiclesfor subsequent transfer to shore. SideLoadable Warping tugs and Barge Ferrieswill be used to install and retrieve the ELCAS(M) system. The ELCAS (M) uses a

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commercial 165 ton (nominal) lattice boomcrane for assembly of the causeway and thehandling of containers. The crane has an 8x 4 truck chassis and a 110' boom.

32. Movement

The Army has a variety of lighteragethat may be used to move containers fromship to shore or to port: the LogisticsSupport Vessel (LSV), the LCU 2000, theLCU 1600, the LCM, the Lighter,Amphibious Resupply Cargo 60, and thecauseway ferry. All of the lighters operatewell in moving containers from ship to port.However, when moving containers from shipto beach, the LSV and the causeway ferryare the only vessels that can be off-loadedby the RTCH. The LCU can be off-loadedby the Marine lightweight amphibiouscontainer handler. The rest must be off-loaded by a crane. These limiting capabilitiesmust be considered when planning anoff-load, especially if it will be dependentupon these types of landing craft.

33. Container HandlingConsiderations

a. Crane cycle times, defined as the timerequired to lift and load a container ontolighterage in-stream or surface transportashore, is the critical point in off-loadproductivity . Sufficient auxiliary equipment,such as lighterage and transport equipment,are necessary to efficiently and effectivelyachieve a planned throughput.

b. Site selection and preparation is justas important to the success of JLOTS/LOTSoperations as equipment preparation .Considerations include proximity of stagingareas and beach gradient, width, and surfconditions. Anticipated anchorage sites forboth ships and major LOTS equipmentshould be considered in selecting the off-loadsite. Generally, ships are normally anchored1 to 4 miles off the beach.

34. Planning Factors

Container handling and transportationplanning factors for container operations ina LOTS/JLOTS operation can be found inJoint Pub 4-01.6, “Joint Tactics, Techniques,and Procedures for Joint Logistics Over-The-Shore,” Appendix A.

35. Beach Operations

A critical aspect of transferring cargoashore involves the transfer at the beachof containers from lighterage to transportvehicles. Surface preparation such as beachmatting must be provided as necessary andas quickly as possible to ensure that the CHErequired for beach transfer operations caneffectively move about. In order to supportthe arrival, off-load and inlandmanagement and movement of containers,traditional beach support organizationsand operations may need to be augmentedor modified to include CHE, transportationequipment, and container control functionsand procedures.

a. The rough terrain containerhandler is the most efficient method ofoff-loading causeway ferries and lighteragethat have been beached. They can pick upthe container while on the ferry and placeit directly aboard the container trailer ortransporter ashore, eliminating doublehandling on the beach.

b. The RTCH can operate on bothimproved and unimproved surfaces.

36. Container Control Site

The CCS will receive, identify, anddirect inland distribution and retrogradecontainers. Containers will move directlyfrom beach off-load points to the CCS in orderto limit congestion in the beach area.

APPENDIX ASERVICE SCHOOLS

A-1

The following schools provide courses thatcover some aspects of container training.

1. US Army TransportationCenter and School-SC:551

a. Course No: 531-ASIM6

Title: WPS/DAS3.Length: 7 WeeksScope: Operation of DAS3 hardware,including the Keyboard Visual DisplayTerminal, application of the Department ofthe Army Standard Port System-EnhancedDBOF and WPS software, and logisticsapplications of automated marking andreading symbols (LOGMARS [MTMC]).

b. Course No: 553-F2

Title: Department of the Army MovementManagement System.Length: 7 WeeksScope: Operation of an IBM system andapplication of the Department of the ArmyMovement Management System software.

c. Course No: 553-88N10

Title: Traffic Management Coordinator.Length: 8 Weeks, 3 DaysScope: The performance of critical tasksrelated to cargo documentation, planning, lossand damage control, unit movements,passenger movements, overview of ITOfunctions, orientation on computerized trafficmovement management systems, and theoperation of the TACCS hardware andapplication of Department of the ArmyMovement Management System-Redesignedsoftware.

d. Course No: 8-55-C20-88A/C/D(BQ)

Title: Transportation Officer (BranchQualification).Length: 4 WeeksScope: This transitional course is orientedtoward the practical and theoretical aspectsof transportation operations.

e. Course No: 8C-F12/553-F1

Title: Basic Freight Traffic.Length: 2 WeeksScope: Transportation officer functions;motor, rail, water and air carrier industries;routing; tariff and tenders; freightdocumentation; and the role of transportationoperating agencies.

f. Course No: 8C-F17/553-F5

Title: Surface Deployment Planning.Length: 2 WeeksScope: Instruction for personnel on theresponsibilities of the unit movement officeror noncommissioned officer: unit deploymentplanning; unit movement plans; plan andconduct movement training; COMPASS/AUEL; unit movement automation,preparation of unit supplies and equipment;hazardous cargo by surface mode; plan andconduct CONUS highway operations; convoydocumentation; movement by inlandwaterways; marshalling procedures; use ofcontainers in unit deployment; rail movementplanning; railway equipment characteristicsand use; blocking, bracing, packing, cratingand tie-down procedures and equipment forall modes; rail load out exercise; host nationrail; unit deployment through sea port ofembarkation; use of LOGMARS; FSS and

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port support activity exercise; unit receptionand onward movement in the theater ofoperations; MAGTF/amphibious shipping,logist ics over- the-shore, mari t imeprepositioned shipping; inland waterways;and theater reception and redeployment.

g. Course No: 8C-F22/553-F8

Title: Transportation Coordinator- AutomatedCommand & Control Information System.

Length: 1 WeekScope: Operate TC-ACCIS in the automationprocess of COMPASS data, unit equipmentlist, deployment equipment list, highway data,convoy march tables, unit movement data,request special hauling permit, rail load plans,rail car requirements estimate, blocking andbracing material, Government Bill of Lading,and production of bar code labels. (With thejoint migration of transportation informationmanagement systems, TransportationCoordinators Automated Information forMovement System II [TCAIMS II] IOCFY97 will replace TC ACCIS.) TC ACCISwill support the automated transportationfunctions of Army units only until replacedby TCAIMS II.

h. Course No: 8C-F9/811-F1

Title: Military Standard Transportation andMovement Procedures (MILSTAMP).Length: 1 WeekScope: General knowledge of militarystandard transportation and movementprocedures application and interface withother military standard systems, shipment,planning, documentation, clearanceprocedures, in-transit data reporting,discrepancy reporting, cargo out turn reports,manifesting, Department of Defense ActivityAddress Directory (DODAAD) and MilitaryAssistance Program Address Directory use,and address marking.

i. Course No: 822-88H10

Title: Cargo Specialist.Length: 9 Weeks, 1 DayScope: Rigging and positioning ship’scargo-handling gear and safety nets;operating MHE, winches, and cranes; loadingprocedures for shipment by air, rail, andmotor; and lift-on/lift-off and roll-on/ roll-offstevedoring operations aboard ship forvehicles, heavy lifts, containers, and generalcargo.

2. School of Military PackagingTechnology (SMPT) SC: 908

a. Course No: SMPT-1

Title: Defense Basic Packaging (MC).Length: 3 Weeks, 4 DaysScope: This course encompasses only themost predominant processes, methods,procedures, containers, and marking methodsand procedures used in the field ofpreservation and packing at DODinstallations. It provides the theory andpractical application of procedures requiredfor cleaning, preserving, processing andmarking of general purpose vehicles,materials handling equipment andconstruction equipment. It also providestraining in the transportation of hazardousmaterials by military aircraft for handlers.

b. Course No: SMPT-5

Title: Hazardous Materials Handling(On-Site).Length: 5 DaysScope: Course content includes recognitionof materials handling markings, hazard classlabels, the effects of each hazard if accidentallyreleased, segregation of classes of hazardsaccording to published compatibility chartsfor loading in truck, railcars, aircraft, and forwarehouse storage; neutralization and cleanup

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of minor spills; emergency measures in caseof major incidents; recognition of damagedcontainers and property disposition of same.

c. Course No: 8B-F2

Title: Defense Packing and UnitizationLength: 2 WeeksScope: The course describes Department ofDefense packing policies, and shows how toconstruct, reinforce, weatherproof, cushion,and block and brace containers. The DODContainer Design Retrieval System programis discussed, along with marking and labelingfor shipment and storage. Containerizationand palletization, car loading and use of freightregulations for railroad shipments, andresource conservation and other topicscovered.

d. Course No: 8B-F32

Title: Defense Marking for Shipment andStorage.Length: 3 DaysScope: An overview of the DOD LogisticsSystems; general and detailed markingrequirements of MIL-STD-129; marking andlabeling hazardous materials; and review,examination, and critique.

e. Course No: 8B-F6

Title: Defense Vehicle Processing forShipment or Storage.Length: 1 WeekScope: The course addresses the causes ofcorrosion and the practical application ofprocedures required for cleaning, preserving,processing, and marking of general purposevehicles, track laying vehicles, materialshandling equipment and constructionequipment.

f. Course No: 8B-F7

Title: Defense Packaging of HazardousMaterials for Transportation.

Length: 2 WeeksScope: The course provides training in theuse of regulatory documents for thetransportation of hazardous materials. Thedocuments include those that regulatedomestic commercial shipments: Code ofFederal Regulations Title 49 (CFR 49);international air shipments; International AirTransport Association (IATA) andInternational Civil Aviation Organization(ICAO); international water shipments;International Maritime Organization (IMODangerous Goods Code); and military airshipments: AFJMAN 24-204, PreparingHazardous Materials for Military AirShipments. Areas of particular study includeclassification, shipping papers, marking andlabeling, placarding and compatibility as wellas containers authorized for packaging ofhazardous materials. In addition, the coursecontains instruction in certificationrequirements. NOTE: This training satisfiesthe requirements of paragraph 33-7, AR55-355/NAVSUPINST 4600.70/AFR 75-2/MCO P4600.14B/DLAR 4500.3, DefenseTransportation Regulation, NAVSUP PUB505/MCO P4030.19E/ DLAM 4145.3, and“Preparation of Hazardous Materials forMilitary Air Shipment,” for the initialcertification.

g. Course No: 822-F13

Title: Defense Basic Preservation andPacking.Length: 2 WeeksScope: Introduction to preservation corrosioncontrol; cleaning and drying; electrostaticdischarge control; preservation materials andequipment; preservatives, cushioning,blocking, and bracing; preservation methods;miscellaneous packaging requirements;introduction to packing; fiberboard boxes;triple wall corrugated fiberboard boxes;wooden boxes; crates; miscellaneouscontainers and fast packs; weatherproofing thepack; cargo unitization; marking and labeling;hazardous materials; packing for parcel post;

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industrial packaging; and preservation andpacking for shipment.

3. US Army DefenseAmmunition Center &School SC:910

a. Course No: AMMO-L-10-OS

Title: Intermodal Dry Cargo Container CSCReinspection Course.Length: 3 DaysScope: This course provides students withinformation required to reinspect intermodaldry cargo containers IAW the Convention forSafe Containers standards. Course contentincludes survey of CSC test requirements;detailed analysis of reinspection criteria foundin the CSC, US Public Law, and Joint ServiceRegulations; orientation of containerstructural members; reporting requirements;and reinspection decal placement. Personnelsuccessfully completing the course will becertified as DOD CSC inspectors as requiredby Army Regulation 56-16, OPNAVInstruction 4620.10, DOD 4500.XX-R, MCO4635.6A, DLA Regulation 4505.5. Studentsshould wear appropriate civilian attire toconduct outside inspection of containers. Thiscourse must be successfully completed every4 years.

b. Course No: AMMO-L-16

Title: General Transportation of HazardousMaterials Course (MTMC-1). Length: 1 WeekScope: Course content reviews changes toDOT and DOD regulations to include UNperformance oriented packaging (POP)marking, labeling and hazard communicationsrequirements. Compatibility of hazardousmaterials during transportation is emphasizedas is physical security of sensitive Armyammunition and explosives. The course willalso cover the requirements for certificationof hazardous material to be shipped bymilitary air. Satisfactory completion of thiscourse meets the training requirements of

AFJMAN 24-204/TM38-250/NAVSUP PUB505/ MCO P4030.19E/DLAM 4145.3 andpara 33-7, AR 55-355, DefenseTransportation Regulation.

c. Course No: AMMO-L-17-OS

Title: Tech Transportation Of HazardousMaterials (MTMC-2)0S.Length: 2 WeeksScope: To provide personnel from all servicesdetailed technical information pertaining toall phases of transportation of hazardousmaterials by all modes of transportation.Course content includes emphasis oninternational and DOT regulations, coveringtransportation of hazardous materials by allmodes. Course material will include UN POPmarking, labeling and hazard communicationsrequirements. Compatibility of hazardousmaterials during transportation is emphasized,as is physical security of sensitive armsammunition and explosives. Internationalregulations covered include the InternationalMaritime Dangerous Goods Code and theInternational Commercial Air TransportAssociations Dangerous Goods Requirements.Students completing the course will fullyunderstand the requirements for shippinghazardous materials by all modes oftransportation, to include highway, rail,commercial air, military air and vessel.Satisfactory completion of this course meetsthe training requirements of para l-20bAFJMAN 24-204/TM 38-250/ NAVSUPPUB 505/MCO P4030.19E/DLAM 4145.3,and para 33-7 AR 55-355, Defense TrafficManagement Regulation.

d. Course No: AMMO-L-22

Title: Naval Motor Vehicle & RailcarHazardous Materials (HM) Inspection(ES-250).Length: 1 WeekScope: This is the basic training courserequired by OP2165 and OP3681 to providenewly assigned inspection personnel with the

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up-to-date requirements, techniques, andprocedures for inspection of motor vehicleand railcars for ammunition, explosives, andother related hazardous materials. Courseprovides students with instruction in DOThazardous materials identification andcommunication procedures, to includeshipping paper preparation, marking,labeling, and placarding requirements; DOTpackaging requirements; DOT loading andunloading requirements to includecompatibility; DOT, DOD, and Navytransport equipment inspection procedures(hands-on) using DD Form 626, MotorVehicle Inspection (Transporting HazardousMaterial), and NAVSEA Form 8023/3blocking and bracing procedures; Navytransportation safety requirements; andsecurity of sensitive conventional arms,ammunition and explosives. The requirementsfor Navy ammunition and explosiveshipments are emphasized.

e. Course No: AMMO-L-23

Title: Naval Motor Vehicle & Railcar (HM)Inspection Recertification (ES-250)-OS.Length: 3 DaysScope: This is the basic training courserequired by OP2165 and OP3681 to providenewly assigned inspection personnel with theup-to-date requirements, techniques, andprocedures for inspection of motor vehicle andrailcars for ammunition, explosives, and otherrelated hazardous materials. Course providesstudents with instruction in DOT hazardousmaterials identification and communicationprocedures, to include shipping paperpreparation, marking, labeling, and placardingrequirements; DOT packaging requirements;DOT loading and unloading requirements toinclude compatibility; DOT, DOD, and Navytransport equipment inspection procedures(hands-on) using DD Form 626, “MotorVehicle Inspection (Transporting HazardousMaterial),” and NAVSEA Form 8023/3blocking and bracing procedures; Navytransportation safety requirements; and

security of sensitive conventional arms,ammunition and explosives. Therequirements for Navy ammunition andexplosive shipments are emphasized.

4. Quota Procedures

a. Army military personnel will apply forattendance at formal school’s courses throughappropriate channels in accordance with thefollowing regulations:

• Active Army officers - AR 351-1.

• Active Army enlisted personnel - AR614-200.

• Army reserve officers and enlistedpersonnel - AR 135-200.

• Army National Guard officers andenlisted personnel-NGR 350-1, SectionV.

b. Clearance from the appropriate careermanagement agency is required for all activeofficers and warrant officers except asindicated below:

• For officers who are not on active duty;and

• For officers who will attend the branchofficer basic course of their basic branchwithin the first 90 days after entry toactive duty.

c. Air Force, Marine Corps, Navypersonnel and personnel of othergovernmental agencies should makeapplication in accordance with applicableregulations of their Services and agencies.

d. Personnel responsible for the approvalof applications will ensure that students meeteligibility requirements and that the bestqualified individuals are selected to attendcourses.

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5. Navy Supply Corps School

Navy Supply Corps School, 1425 PrinceAve. Athens Ga, 30606-2205 offers varioustransportation related courses. Contact the

Academic Dept. on DSN 588-7240,commercial 706-354-7240 for current courseand registration information.

APPENDIX BREFERENCES

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The development of Joint Pub 4-01.7 is based upon the following primary references.

1. Joint Pub 1-03.21, “Joint Operation Planning and Execution System Reporting Structure(JOPESREP).”

2. Joint Pub 4-0, “Doctrine for Logistic Support for Joint Operations.”

3. Joint Pub 4-01, “Joint Doctrine for the Defense Transportation System.”

4. Joint Pub 4-01.2, “Joint Tactics, Techniques, and Procedures for Sealift Support to JointOperations.” (In Development)

5. Joint Pub 4-01.3, “JTTP for Movement Control.”

6. Joint Pub 4-01.5, “JTTP for Water Terminal Operations.”

7. Joint Pub 4-01.6, “JTTP for Joint Logistics Over-the-Shore (JLOTS).”

8. Joint Pub 5-03 Series, “Joint Operation Planning and Execution System.”

9. DOD Regulation 4500.XX-R, “Management and Control of the DOD IntermodalContainer System.” (Draft)

10. DOD Regulation 4500.32-R, “Military Standard Transportation and MovementProcedures (MILSTAMP).”

11. DOD Directive 4500.37, 2 Apr 87, “Management of the DOD Intermodal ContainerSystem.”

12. DOD Directive 5158.4, 8 Jan 93, “United States Transportation Command.”

13. AFI 24-201, “Cargo Movement.”

14. AFJI 2403, AR 59-18, OPNAVINST 46000.21C, MCO 4631.8C, DLAR 4151.15,“Management of 463L Pallets, Nets and Tie down Equipment.”

15. AFJMAN 24-204/TM 38-250/NAVSUPPUB 505/MCO P4030.19F/DLAM 4145.3,“Preparing Hazardous Materials for Military Air Shipments.”

16. AR 55-1, AFJI 24-312, “CONEX/MILVAN Equipment Control, Utilization, andReporting.”

17. DOD 4500.9-R, “Defense Transportation Regulation (DTR).”

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18. AR 55-38, NAVSUPINST 4610.33, AFJI24-228, MCO 4610.19, DLAR 4500.15,“Reporting of Transportation Discrepancies in Shipments.”

19. AR 56-1, OPNAVINST 4620.8, AFJI 24-313, 1 Nov 82, “Use of Intermodal Containers,Special Purpose Vans, and Tactical Shelters.”

20. AR 56-16, OPNAVINST 4620.1, AFJI 24-218, “Joint Procedures for Coding andMarking DOD-Owned Containers.”

21. AR 56-4, Oct 90, “Management of Army Intermodal Container Systems.” (In Revision)

22. AR 710-2, “Inventory Management Supply Policy Below Wholesale Level.”

23. AR 735-5, “Policies and Procedures for Property Accountability.”

24. Fleet Marine Force Manual 4, “Combat Service Support.”

25. Fleet Marine Force Reference Publication (FMFRP) 4-17, “Intermodel Containerizationin the MAGTF.”

26. FM 54-11, “Container Movement and Handling in the Theater of Operations.”

27. FM 55-65, “Strategic Deployment by Surface Transportation.”

28. FM 100-17, “Mobilization, Deployment, Redeployment and Demobilization.”

29. Military Handbook (MIL-HDBK) 138A, “Container Inspection Handbook forCommercial and Military Intermodal Containers.”

30. MCO 4680.5A, “Containerization Policy.”

31. Operational Handbook 7-8, “Deployment of the Assault Follow-On Echelon.”

32. OPNAVINST 4680, “Navy Containerization Program.”

33. “The International Convention For Safe Containers,” 1972.

APPENDIX CADMINISTRATIVE INSTRUCTIONS

C-1

1. User Comments

Users in the field are highly encouraged to submit comments on this publication to theJoint Warfighting Center, Attn: Doctrine Division, Fenwick Road, Bldg 96, Fort Monroe,VA 23651-5000. These comments should address content (accuracy, usefulness,consistency, and organization), writing, and appearance.

2. Authorship

The lead agent for this publication is the US Transportation Command. The Joint Staffdoctrine sponsor for this publication is the Director for Logistics (J-4).

3. Change Recommendations

a. Recommendations for urgent changes to this publication should be submitted:

TO: USCINCTRANS SCOTT AFB IL//TCJ3-J4/TCJ5-S//INFO: JOINT STAFF WASHINGTON DC//J7-JDD/J4-MD//

Routine changes should be submitted to the Director for Operational Plans andInteroperability (J-7), JDD, 7000 Joint Staff Pentagon, Washington, D.C. 20318-7000.

b. When a Joint Staff directorate submits a proposal to the Chairman of the JointChiefs of Staff that would change source document information reflected in thispublication, that directorate will include a proposed change to this publication as anenclosure to its proposal. The Military Services and other organizations are requestedto notify the Director, J-7, Joint Staff, when changes to source documents reflected inthis publication are initiated.

c. Record of Changes:

CHANGE COPY DATE OF DATE POSTEDNUMBER NUMBER CHANGE ENTERED BY REMARKS__________________________________________________________________________________________________________________________________________________________________________________________________________________

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4. Distribution

a. Additional copies of this publication can be obtained through Service publicationcenters.

b. Only approved pubs and test pubs are releasable outside the combatant commands,Services, and Joint Staff. Release of any classified joint publication to foreigngovernments or foreign nationals must be requested through the local embassy (DefenseAttache Office) to DIA Foreign Liaison Office, PSS, Room 1A674, Pentagon,Washington D.C. 20301-7400.

c. Additional copies should be obtained from the Military Service assignedadministrative support responsibility by DOD Directive 5100.3, 1 November 1988,“Support of the Headquarters of Unified, Specified, and Subordinate Joint Commands.”

By Military Services:

Army: US Army AG Publication Center2800 Eastern BoulevardBaltimore, MD 21220-2898

Air Force: Air Force Publications Distribution Center2800 Eastern BoulevardBaltimore, MD 21220-2896

Navy: CO, Naval Inventory Control Point700 Robbins AvenueBldg 1, Customer ServicePhiladelphia, PA 19111-5099

Marine Corps: Marine Corps Logistics BaseAlbany, GA 31704-5000

Coast Guard: Coast Guard Headquarters, COMDT (G-OPD)2100 2nd Street, SWWashington, D.C. 20593-0001

d. Local reproduction is authorized and access to unclassified publications isunrestricted. However, access to and reproduction authorization for classified jointpublications must be in accordance with DOD Regulation 5200.1-R.

GLOSSARYPART I—ABBREVIATIONS AND ACRONYMS

GL-1

ACE aviation combat elementAFJMAN Air Force Joint ManualAFR Air Force RegulationALOC air lines of communicationsALSS advanced logistics support siteAMC Air Mobility Command; Army Materiel CommandANSI American National Standards InstituteAOR area of responsibilityAPOD aerial port of debarkationAR Army RegulationASG area support groupATACMS Army Tactical Missile SystemAUEL automated unit equipment list

CA civil affairsCADS cartridge actuated devices; containerized ammunition

distribution systemCCA container control activityCCE container control elementCCP consolidation and containerization pointCCS container control siteCFD Container Fleet DivisionCFR Code of Federal RegulationsCG Coast GuardCHB cargo handling battalionCHE cargo handling equipment; container handling equipmentCINC commander of a combatant command; commander in chiefCJCS Chairman of the Joint Chiefs of StaffCOE Army Corps of EngineersCOFC container on flatcarCOMSC Commander, Military Sealift CommandCONEX container expressCONUS continental United StatesCOSCOM corps support commandCOTP Captain of the portCOTS cargo off-load and transfer systemCRAF Civil Reserve Air FleetCRSP central receiving and shipping pointCS combat supportCSA container stuffing activityCSC International Convention for Safe ContainersCSNP causeway section, nonpoweredCSNP(BE) causeway section, nonpowered (beach end)CSNP(I) causeway section, nonpowered (intermediate)

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Joint Pub 4-01.7

CSNP(SE) causeway section, nonpowered (sea end)CSP causeway section, powered; contracting support planCSS combat service supportCSSE combat service support element (MAGTF)CTA common table of allowance

DBOF-T defense business operations fund - transportationDEL deployable equipment listDLA Defense Logistics AgencyDLAM Defense Logistics Agency ManualDLAR Defense Logistics Agency RegulationDOD Department of DefenseDODAAC Department of Defense activity address codeDOT Department of TransportationDTR Defense Transportation RegulationDTS Defense Transportation System

ECU environmental control unitEDI electronic data interchangeEDSS equipment deployment and storage systemELCAS elevated causeway systemEPF enhanced PLS flatrackETM electronic transmissionETR export traffic release

FLS forward logistics siteFM field manualFSS fast sealift shipFTU freight terminal units

GBL government bill of ladingGS general supportGSA General Services AdministrationGSSA general supply support areaGTN Global Transportation Network

HM hazardous materialsHNS host-nation supportHQ headquarters

IATA International Air Transport AssociationIAW in accordance withICAO International Civil Aviation OrganizationIMDG international maritime dangerous goodsIMO International Maritime OrganizationINU integration unitIOC Industrial Operations CommandISO International Organization for Standardization

GL-3

Glossary

ISU internal airlift/helicopter slingable container unitITO installation transportation officerITV in-transit visibility

JFC joint force commanderJLOTS joint logistics over-the-shoreJMC joint movement centerJMTCA joint munitions transportation coordinating activityJOPES Joint Operation Planning and Execution SystemJOPESREP Joint Operation Planning and Execution System Reporting

SystemJS Joint StaffJSCP Joint Strategic Capabilities PlanJTTP joint tactics, techniques, and procedures

LASH lighter aboard shipLCM landing craft, mechanizedLCU landing craft, utilityLOGCAP logistics civilian augmentation programLOGMARS logistics applications of automated marking and reading symbolsLOTS logistics over-the-shoreLRP load and roll palletLST landing ship, tankLSV logistics support vesselLVS logistics vehicle system

MAGTF Marine air-ground task forceMARAD Maritime AdministrationMCO Marine Corps OrderMCC movement control centerMCS modular causeway systemMCT movement control teamMEL maintenance expenditure limitMF mobile facilityMHE materials handling equipmentMIL-STD military standardMILSPEC military performance specificationMILSTAMP Military Standard Transportation and Movement ProceduresMILVAN military van (container)MIPR Military Interdepartmental Purchase RequestMLRS Multiple Launch Rocket SystemMOADS Maneuver-Oriented Ammunition Distribution SystemMPS Maritime Prepositioning ShipsMSC Military Sealift CommandMT measurement tonMTMC Military Traffic Management CommandMWSS Marine Wing Support Squadron

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Glossary

Joint Pub 4-01.7

NATO North Atlantic Treaty OrganizationNAVAIR Naval Air Systems CommandNOACT Navy Overseas Air Cargo TerminalNSN national stock number

OCCA ocean cargo clearance authorityOCONUS outside the continental United StatesOPLAN operation plan

PLS palletized load systemPM program managerPOD port of debarkationPOE port of embarkationPOP performance oriented packaging

QUADCON quadruple containerQD quality distance

REPSHIP Report of ShipmentRO/RO roll-on/roll-offRRDF roll-on/roll-off discharge facilityRSA retrograde storage areaRSPA Research and Special Programs AdministrationRTCC rough terrain container craneRTCH rough terrain container handlerRU release unit

S/T short ton (2,000 lbs)SA staging areaSEABEE Sea barge: one type of barge carrier transport systemSLWT side loadable warping tugSMCA single manager conventional ammunitionSMPT School of Military Packaging TechnologySPOD seaport of debarkationSPOE seaport of embarkationSSA supply support activity, supply support area

T-ACS auxiliary crane shipTAA tactical assembly areaTAACOM Theater Army Area CommandTAIS Transportation Automated Information SystemsTAMCA Theater Army Movement Control AgencyTAVB Aviation Logistics Support ShipTC-ACCIS Transportation Coordinator-Automated Command & Control

Information SystemTCAIMS II Transportation Coordinator's Automated Information for

Movement System IITCC transportation component command

GL-5

Glossary

TCMD transportation control and movement documentTCN transportation control numberTEU twenty-foot equivalent unitTMO traffic management officeTOFC trailer on flatcarTP Technical PublicationTPFDD time-phased force and deployment dataTRADOC United States Army Training and Doctrine CommandTRANSCOM United States Transportation CommandTRICON triple containerTSA theater storage area

UE unit equipmentUN United NationsUSCG United States Coast GuardUSNR US Navy ReserveUSTRANSCOM United States Transportation Command

WCA water clearance authorityWPS Worldwide Port System

463L system. Aircraft pallets, nets, tie-down,and coupling devices, facilities, handlingequipment, procedures, and othercomponents designed to interface withmilitary and civilian aircraft cargo restraintsystems. Though designed for airlift,system components may have to moveintermodally via surface to supportgeographic combatant commanderobjectives. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

Air Mobility Command . The Air ForceComponent Command of the USTransportation Command. Also calledAMC. (Joint Pub 1-02)

allowable stacking weight. The amount ofweight that can be stacked on corner postsof a container when subjected to 1.8 timesthe force of gravity. (This term and itsdefinition are approved for inclusion in thenext edition of Joint Pub 1-02.)

American National Standards Institute.The United States standards organizationthat establishes procedures for thedevelopment and coordination of voluntaryAmerican National Standards. Also calledANSI. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

approval authority. A representative (personor organization) of the Commandant, USCoast Guard, authorized to approvecontainers within terms of the InternationalConference for Safe Containers. (This termand its definition are approved for inclusionin the next edition of Joint Pub 1-02.)

breakbulk cargo. Any commodity that,because of its weight, dimensions, ornoncompatibility with other cargo, must be

shipped by mode other than MILVAN orSEAVAN. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

breakbulk ship. A ship with conventionalholds for stowage of breakbulk cargo,below or above deck, and equipped withcargo-handling gear. Ships also may becapable of carrying a limited number ofcontainers, above or below deck. (This termand its definition are approved for inclusionin the next edition of Joint Pub 1-02.)

centralized receiving and shipping point.Actual location where containers with cargomust be sorted before transshipment to theappropriate SSA or owning unit. Singleconsignee cargo and ammunition will notpass through the centralized receiving andshipping point. Cargo will be shippeddirectly to the owner with the movementorganization maintaining visibility andammunition will go directly to theappropriate ammunition storage facility.Also called CRSP. (This term and itsdefinition are approved for inclusion in thenext edition of Joint Pub 1-02.)

common use. Services, materials, orfacilities provided by a Department ofDefense agency or a Military Departmenton a common basis for two or moreDepartment of Defense agencies. (JointPub 1-02)

common use container. Any Departmentof Defense-owned, leased, or controlled 20or 40 foot International Organization forStandardization container managed byUSTRANSCOM as an element of theDepartment of Defense common usecontainer system. (This term and itsdefinition are approved for inclusion in thenext edition of Joint Pub 1-02.)

PART II—TERMS AND DEFINITIONS

GL-6 Joint Pub 4-01.7

common-user military land transportation.Point-to-point land transportation serviceoperated by a single-Service for commonuse by two or more Services. (Joint Pub1-02)

component-owned container. 20- or 40- footInternational Organization for Standardizationcontainer procured and owned by a singleDepartment of Defense Component. Maybe either on an individual unit propertybook or contained within a component pool(e.g., USMC Maritime PrepositioningForce containers). May be temporarilyassigned to the Department of Defensecommon-use container system. Also calleda Service-unique container. (This term andits definition are approved for inclusion inthe next edition of Joint Pub 1-02.)

container. An article of transport equipmentthat meets American National StandardsInstitute/International Organization forStandardization standards designed to betransported by various modes oftransportation; designed to facilitate andoptimize the carriage of goods by one ormore modes of transportation withoutintermediate handling of the contents andequipped with features permitting its readyhandling and transfer from one mode toanother. Containers may be fully enclosedwith one or more doors, open top,refrigerated, tank, open rack, gondola,flatrack, and other designs. (This term andits definition are provided for informationand are proposed for inclusion in the nextedition of Joint Pub 1-02 by Joint Pub4-01.)

Container Control Officer. A designatedofficial (E6 or above or civilian equivalent)within a command, installation, or activitywho is responsible for control, reporting,use, and maintenance of all Departmentof Defense-owned and controlledintermodal containers and equipment.This officer has custodial responsibility for

containers from time received untildispatched. (This term and its definitionare approved for inclusion in the nextedition of Joint Pub 1-02.)

Container Fleet Division. Subordinateelement of Military Traffic ManagementCommand responsible for administrationof all Army containerized ammunitiondistribution system and United StatesTransportation Command common-usecontainers. Also called CFD. (This termand its definition are approved for inclusionin the next edition of Joint Pub 1-02.)

container handling equipment. Items ofmaterials handling equipment required tospecifically receive, maneuver, and dispatchInternational Organization for Standardizationcontainers. Also called CHE. (This termand its definition are approved for inclusionin the next edition of Joint Pub 1-02.)

container number. A van, ISO, and containernumber in this publication are consideredthe same. (This term and its definition areapplicable only in the context of this puband cannot be referenced outside thispublication.)

containerization. The use of containers tounitize cargo for transportation, supply andstorage. Containerization incorporatessupply, transportation, packaging, storageand security together with visibility ofcontainer and its contents into a distributionsystem from source to user. (This term andits definition are approved for inclusion inthe next edition of Joint Pub 1-02.)

containership. A ship specially constructedand equipped to carry only containerswithout associated equipment, in allavailable cargo spaces, either below orabove deck. Containerships are usuallynon-self-sustaining and do not havebuilt-in capability to load or off-loadcontainers, and require port crane service.

GL-7

Glossary

GL-8

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Joint Pub 4-01.7

A containership with shipboard-installedcranes capable of loading and off-loadingcontainers without assistance of port craneservice is considered self-sustaining. (Thisterm and its definition are approved forinclusion in the next edition of Joint Pub1-02.)

Defense Business Operations Fund. Arevolving industrial fund concept for a largenumber of Defense support functions,including transportation. Utilizesbusiness-like cost accounting to determinetotal cost of a business activity. DefenseBusiness Operations Fund-Transportationis comprised of those Defense BusinessOperations Fund accounts assigned by OSDfor USCINCTRANS control. Also calledDBOF. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

Defense Transportation System. Thatportion of the Nation’s transportationinfrastructure that supports DOD common-user transportation needs across the rangeof military operations. It consists of thosecommon-user military and commercialassets, services, and systems organic to,contracted for, or controlled by theDepartment of Defense. Also called DTS.(Joint Pub 1-02)

Department of Defense container system.All Department of Defense-owned, leased,controlled 20- or 40-foot intermodalIn te rna t iona l Organ iza t ion fo rStandardization containers and flatracks,supporting equipment such as generator setsand chassis, container handling equipment,in fo rmat ion sys tems, and o therinfrastructure that supports DODtransportation and logistics operations,including commercially providedtransportation services. This also includes463L pallets, nets, and tie-down equipmentas integral components of the DODIntermodal Container System. Size and

configuration of the common-use portionof the DOD container system controlledby USTRANSCOM, will be determined byUSTRANSCOM based on establishedrequirements and availability ofcommercially owned containers andequipment. USTRANSCOM will lease orprocure additional containers as requiredto augment the DOD container system.(This term and its definition are approvedfor inclusion in the next edition of JointPub 1-02.)

Department of Defense intermodal containersystem. See Department of DefenseContainer System.

destination. The place where a containermovement ceases. The destination may bethe ultimate user or consumer of containercontents, a retail supply point, or aconsolidation and distribution point. (Thisterm and its definition are approved forinclusion in the next edition of Joint Pub1-02.)

flatrack. Portable, open-topped, open-sidedunits that fit into existing below-deckcontainer cell guides and provide acapability for container ships to carryoversized cargo; and wheeled and trackedvehicles. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

infrastructure. A term generally applicableto all fixed and permanent installations,fabrications, or facilities for the support andcontrol of military forces. (Joint Pub 1-02)

Institute of International ContainerLessors. A technical committee consistingof container owners, operators, andmanufacturers located in Bedford, NY, whoprepare the Repair Manual for Steel FreightContainers. The repair manualimplements the physical standards forgeneral cargo containers established by the

GL-9

Glossary

International Convent ion for SafeContainers (CSC-International SafeContainer Act of 1980, 46 U.S.C. 1503).Also called IICL. (This term and itsdefinition are approved for inclusion in thenext edition of Joint Pub 1-02.)

intermodal. Type of international freightsystem that permits transshipping amongsea, highway, rail and air modes oftransportation through use of AmericanNational Standards Institute/InternationalOrganization for Standardizationcontainers, line-haul assets and handlingequipment. (This term and its definitionare approved for inclusion in the nextedition of Joint Pub 1-02.)

intermodal support equipment. Fixed anddeployable assets required to assistcontainer operations throughout theintermodal container system. Included arestraddle cranes, chassis, rough terraincontainer handlers, container cranes andspreader bars. (This term and its definitionare approved for inclusion in the nextedition of Joint Pub 1-02.)

intermodal systems. Specialized transportationfacilities, assets, and handling proceduresdesigned to create a seamless transportationsystem by combining multimodaloperations and facilities during the shipmentof cargo. (This term and its definition areprovided for information and are proposedfor inclusion in the next edition of JointPub 1-02 by Joint Pub 4-01.)

International Convention for Safe Containers. Aconvention held in Geneva, Switzerland, on2 Dec 1972, which resulted in setting standardsafety requirements for containers moving ininternational transport. These requirementswere ratified by United States on 3 January1978. Also called CSC. (This term and itsdefinition are approved for inclusion in thenext edition of Joint Pub 1-02.)

I n t e r n a t i o n a l O r g a n i z a t i o n f o rStandardization. A specifiedinternational agency for standardization.This agency is comprised of members frommore than 80 countries. The agency’s aimis to promote worldwide agreement ofinternational standards. Also called ISO.(This term and its definition are approvedfor inclusion in the next edition of JointPub 1-02.)

in-transit visibility. The capability providedto a theater combatant commander to havevisibility of units, personnel, and cargowhile in transit through the DefenseTransportation System. (Joint Pub 1-02)

joint logistics over-the-shore. Logisticsover-the-shore operations conducted by twoor more Military Services. (This term and itsdefinition are approved for inclusion in thenext edition of Joint Pub 1-02.)

logistics over-the-shore operations. Theloading and unloading of ships without thebenefit of fixed port facilities, in friendlyor nondefended territory, and, in time ofwar, during phases of theater developmentin which there is no opposition by theenemy. Also called LOTS. (This term andits definition are approved for inclusion inthe next edition of Joint Pub 1-02.)

long ton. 2,240 pounds. Also called L/T orLTON. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

materials handling equipment. Mechanicaldevices for handling of supplies withgreater ease and economy. (Joint Pub 1-02)

measurement ton. Volume measurementequal to 40 cubic feet. Also called M/T orMTON. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

GL-10

Glossary

Joint Pub 4-01.7

military performance specificationcontainers. Written standards containersmust meet. Aviation and Troop Command,US Army, procures military performancespecification containers for Army and willperform like services for other Departmentof Defense Components on request. Alsocalled MILSPEC container. (This term andits definition are approved for inclusion inthe next edition of Joint Pub 1-02.)

Military Sealift Command. A majorcommand of the US Navy, and the USTransportation Command’s componentcommand responsible for designatedcommon-user sealift transportation servicesto deploy, employ, sustain, and redeploy USForces on a global basis. Also called MSC.(This term and its definition are providedfor information and are proposed forinclusion in the next edition of Joint Pub1-02 by Joint Pub 4-01.)

Military Traffic Management Command.A major command of the US Army, andthe US Transportation Command’scomponent command responsible fordesignated, continental United States landtransportation, and common-user waterterminal and traffic management service todeploy, employ, sustain, and redeploy USForces on a global basis. Also calledMTMC. (This term and its definition areprovided for information and are proposedfor inclusion in the next edition of Joint Pub1-02 by Joint Pub 4-01.)

MILVAN. Military-owned demountablecontainer, conforming to United States andinternational standards, operated in acentrally controlled fleet for movement ofmilitary cargo. (Joint Pub 1-02)

movement control team. Movement controlteams (MCTs) are Army units thatdecentralize the execution of movementresponsibilities on an area basis or at keytransportation nodes. The mission of MCTs

is movement control of personnel andmateriel and the coordination of bulk fueland water transportation at pipeline andproduction take-off points. To this end,the MCTs contribute to the developmentof procedures, documents, and practicesto facilitate local movement. Their roleis to expedite, coordinate, and monitortraffic moving through the transportationsystem. MCTs are tailored to meet theanticipated workload. Other servicemovement requirements that exceed theirorganic capability will be requestedthrough the Army MCTs. TheMovement Control Center (MCC) is thehigher headquarters for the MCTs andis located at Corps level. Also calledMCT. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

non self-sustaining containership. Acontainership that does not have a built-incapability to load or off-load containers, andrequires a port crane or craneship service.(This term and its definition are approvedfor inclusion in the next edition of JointPub 1-02.)

origin. Beginning point of a deploymentwhere unit or non-unit-related cargo orpersonnel are located. (Joint Pub 1-02)

palletized load system. A truck withhydraulic load handling mechanism, trailerand flatrack system capable of self-loadingand -unloading. Truck and companiontrailer have a 16.5 ton payload capacity.Also called PLS. (This term and itsdefinition are approved for inclusion in thenext edition of Joint Pub 1-02.)

palletized load system flatrack. Topless,sideless container component of palletizedload system, some of which conform to ISOspecifications. (This term and its definitionare approved for inclusion in the nextedition of Joint Pub 1-02.)

GL-11

Glossary

Sealift Enhancement Program. Specialequipment and modifications which adaptmerchant-type dry cargo ships and tankersto specific military missions. They aretypically installed on Ready Reserve Forceships or ships under Military SealiftCommand control. Sealift enhancementsfall into three categories: productivity,s u r v i v a b i l i t y, a n d o p e r a t i o n a lenhancements. Also called SEP. (Thisterm and its definition are approved forinclusion in the next edition of Joint Pub1-02.)

seavan. Commercial or Government owned(or leased) shipping containers which aremoved via ocean transportation withoutbogey wheels attached, i.e., lifted on andoff the ship. (Joint Pub 1-02)

self-sustaining containership. Acontainership with shipboard-installedcranes capable of loading and off-loadingcontainers without assistance of port craneservice. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

Service-unique container. Any 20- or40-foot International Organization forStandardization container procured orleased by a Service to meet Service-uniquerequirements. (This term and its definitionare approved for inclusion in the nextedition of Joint Pub 1-02.)

shelter. An International Organization forStandardization container outfitted withlive- or work-in capability. (This term andits definition are approved for inclusion inthe next edition of Joint Pub 1-02.)

short ton. 2,000 pounds. Also called S/T orSTON. (This term and its definition areapproved for inclusion in the next editionof Joint Pub 1-02.)

single manager. A Military Department orAgency designated by the Secretary ofDefense to be responsible for managementof specified commodities or commonservice activities on a Department ofDefense-wide basis. (Joint Pub 1-02)

stuffing. Packing of cargo into a container. (Thisterm and its definition are approved forinclusion in the next edition of Joint Pub 1-02.)

supply support activity. Activities assigneda DOD activity address code and that havea supply support mission, i.e., direct supportsupply units, missile support elements,maintenance support units. (This term andits definition are approved for inclusion inthe next edition of Joint Pub 1-02.)

tare weight. The weight of a containerdeducted from gross weight to obtain netweight or the weight of an empty container.(This term and its definition are approvedfor inclusion in the next edition of JointPub 1-02.)

theater-assigned transportation assets.Transportation assets that are assignedunder the combatant command (commandauthority) of a geographic commander.(This term and its definition are providedfor information and are proposed forinclusion in the next edition of Joint Pub1-02 by Joint Pub 4-01.)

throughput. The average quantity of cargoand passengers that can pass through a porton a daily basis from arrival at the port toloading onto a ship or plane, or from thedischarge from a ship or plane to the exit(clearance) from the port complex.Throughput is usually expressed inmeasurement tons, short tons, orpassengers. Reception and storagelimitation may affect final throughput.(Joint Pub 1-02)

GL-12

Glossary

Joint Pub 4-01.7

transportation component command. Thethree component commands ofUSTRANSCOM: Air Force Air MobilityCommand, Navy Military Sealift Command,and Army Military Traffic ManagementCommand. Each transportation componentcommand remains a major command of itsparent Service and continues to organize,train, and equip its forces as specified by law.Each transportation component commandalso continues to perform Service-uniquemissions. Also called TCC. (Joint Pub1-02)

traverse racking test load value. Externallyapplied force in pounds or kilograms at thetop-corner fitting that will strain or stretchend structures of the container sideways.

(This term and its definition are approvedfor inclusion in the next edition of JointPub 1-02.)

United States Transportation Command.The unified command with the mission toprovide air, land, and sea transportation forthe Department of Defense, across the rangeof military operations. Also calledUSTRANSCOM. (This term and itsdefinition are provided for information andare proposed for inclusion in the next editionof Joint Pub 1-02 by Joint Pub 4-01.)

unstuffing. Removal of cargo fromcontainer(s). (This term and its definitionare approved for inclusion in the nextedition of Joint Pub 1-02.)

Assess-ments/

Revision

CJCSApproval

TwoDrafts

ProgramDirective

ProjectProposal

J-7 formally staffs withServices and CINCS

Includes scope of project,references, milestones,and who will developdrafts

J-7 releases ProgramDirective to Lead Agent.Lead Agent can beService, CINC, or JointStaff (JS) Directorate

STEP #2Program Directive

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The CINCS receive the pub andbegin to assess it during use

18 to 24 months followingpublication, the Director J-7, willsolicit a written report from thecombatant commands andServices on the utility and qualityof each pub and the need for anyurgent changes or earlier-than-scheduled revisions

No later than 5 years afterdevelopment, each pub is revised

STEP #5Assessments/Revision

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Submitted by Services, CINCS, or Joint Staffto fill extant operational void

J-7 validates requirement with Services andCINCs

J-7 initiates Program Directive

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STEP #1Project Proposal

All joint doctrine and tactics, techniques, and procedures are organized into a comprehensive hierarchyas shown in the chart above. is in the series of joint doctrine publications.The diagram below illustrates an overview of the development process:

Joint Pub 4-01.7 Logistics

JOINT DOCTRINE PUBLICATIONS HIERARCHY

JOINT PUB 1-0

PERSONNELand

ADMINISTRATION

JOINT PUB 3-0 JOINT PUB 5-0 JOINT PUB 6-0

OPERATIONS C4 SYSTEMSPLANS

JOINT PUB 0-2

JOINT PUB 1

UNAAF

JOINTWARFARE

JOINTDOCTRINE

PUBLICATION

Lead Agent forwards proposed pub to Joint Staff

Joint Staff takes responsibility for pub, makesrequired changes and prepares pub forcoordination with Services and CINCS

Joint Staff conducts formalstaffing for approval as a Joint Publication

STEP #4CJCS Approval

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Lead Agent selects Primary Review Authority(PRA) to develop the pub

PRA develops two draft pubs

PRA staffs each draft with CINCS, Services,and Joint Staff

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STEP #3Two Drafts

ENHANCEDJOINT

WARFIGHTINGCAPABILITY

INTELLIGENCE

JOINT PUB 2-0

LOGISTICS

JOINT PUB 4-0