TRANS BN
TRANS BN
O
(TML)
TRUCK
or CSB
CTC
(TRK)
O P
COs
CO
TRK COs
D
CTC
TMT
S
MDM
COs
E
-PLS TRUCKS
- RTCH
CO
- RTCH
-30ft TRLS
- RTCC
CTC -5-Ton CGO TRKS
- 40ft TRLS
PLT
- RTCC
-5-Ton CGO TRKS
-30ft TRLS
20 / 40 FT CAPABILITY
20 FT CAPABILITY
Legend MCB - MVMNT CONTROL BN
CTC - CARGO TRANSFER CO
REQUEST CONTAINER
MCT - MVMNT CONTROL TEAM
CSB - CORPS SUPPORT BN
MOVEMENT / HANDLING
TMT - TRANS MOTOR TRANSPORT
RTCH - ROUGH TERRAIN CONTAINER HANDLER
CMCC - CORPS MVMNT CONTROL CTR RTCC - ROUGH TERRAIN CONTAINER CRANE
TASKING
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FM 55-80
Figure 2-8. Container Requesting and Movement
2-7.
PORT OPERATIONS. The CINC must ensure containers arriving in the theater are promptly discharged and prepared for onward movement. The port manager coordinates with the TMCA who develops the movement program that allocates transportation for the movement of all cargo and personnel from PODs. The TMCA also establishes container management policies and procedures. The transportation command staff provides transportation supervision for onward movement of containers. It may also provide trailer transfer, liaison, or mode operating units at the ports. The supporting MCB will normally assign an MCT to manage the flow of cargo from ports of debarkation.
In combined operations being conducted from friendly soil, the HN may choose to exercise its territorial responsibilities and continue to operate ports in the theater. The responsibilities of US
forces at these ports will be based upon agreements between the US and the HN governments.
2-8.
CONTAINER DISCHARGE AT SEAPORTS. Fixed-port terminals normally provide suitable facilities to off-load containers and transfer them to inland transportation nodes. These can be hub-and-spoke systems, railheads, or trailer transfer points. Fixed-port facilities will be used to the maximum extent possible because large numbers of containers can be processed rapidly. Also, commercial CHE may be available and they have access to inland transportation networks. Offloading containers in-the-stream can be used in conjunction with fixed-port operations if berthing space is limited, the port has been damaged, or deep draft approach channels have been blocked.
FM 55-17 and FM 55-60 provide additional information on terminal operations.
LOTS operations are another means of providing support when established ports are not available or are not adequate. LOTS operations involve discharging ships anchored offshore using Army lighterage and bringing the cargo over the beach or through a degraded port. LOTS
operations are inherently less efficient than fixed-port operations. This is due to a lack of shore-based CHE and weather conditions affecting sea states which adversely impact operations. While LOTS operations will be avoided where possible, LOTS capabilities may be the only available option or be needed to supplement fixed-port capabilities. During ODS, with all the capabilities the port of Ad Dammam offered, Army lighterage was still required to meet deployment and redeployment timelines.
2-9.
SEAPORT CLEARANCE. The theater first gains visibility of inbound containers from the ocean cargo manifest available through the WPS data base. The manifest is sent from the MTMC or Navy command responsible for operating SPOE. MILSTAMP requires transmission of the manifest to the SPOD within 72 hours after the vessel departs from the SPOE. The ocean cargo manifest is compiled from two primary sources: the advance TCMD from the shipper and LIF data from the ocean carrier. The following actions occur upon receipt of the manifest.
Port managers begin preparing documentation to clear the containers through the port. If the containers are shipped under the provisions of the MSC container agreement that requires the ocean carrier to provide inland transportation, it will be annotated on the manifest. If the manifest indicates delivery to the ocean carrier’s terminal only, inland transportation arrangements are made by the port MCT.
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FM 55-80
The port MCT provides this data, through its MCB to the TMCA, which maintains theater visibility of containers. The port MCT produces and transmits the ETA forecast to the consignee (if possible), the destination MCT, the TMCA, MCC, and transportation battalions.
The TMCA processes the manifest into its automated system. This is compiled into an initial master record of every container expected to arrive in the theater. This information is provided to the MCBs and becomes an inbound forecast.
Upon receiving the forecast from the MCB, destination MCTs coordinate with the consignee to determine disposition instructions, delivery location, and capability to handle the containers. They provide instruction back to the port MCT as follows:
• Free flow the container to the manifested consignee.
• Expedite the container to the manifested consignee.
• Divert the container to another consignee.
• Stage the container at the port or other inland nodes.
The port MCT receives disposition instructions and plans onward movement before the ship arrives at the SPOD. The MCT must receive any instructions to divert or stage containers before arranging onward movement. If required, the MCT will coordinate movement clearance.
The advance ocean cargo manifest is only a planning document. Port operators perform 100
percent reconciliation during off-loading. The actual containers discharged will be matched against the advance ocean manifest and all discrepancies noted. If there are differences, the port MCT must notify the TMCA and destination MCTs for disposition instructions. The port MCT and TMCA will update their accounting system.
Port operators, the TMCA, and the transportation command should strive to move containers from the ship directly to the mode of transportation for onward movement. This will prevent accumulation at the port. Immediate transportation may not always be possible or desirable and containers will be held in marshaling yards to await movement. The marshaling yard is a temporary holding area for containers awaiting transportation. It should be organized to promote rapid and continuous movement to and from the port and/or beach. The marshaling yard should be located as near the port operation as possible to reduce handling time.
Marshaling yards may be needed if there are shortages of line haul assets. Using a marshaling yard allows mode operators to program their assets and not have to have those assets sitting idle while the ship is being discharged. The tactical situation may not allow immediate movement due to higher priorities for use of transportation modes or MSRs. Containers may also be staged in a marshaling yard for transportation via rail, highway, inland water, or HNS carriers. FM
55-60 provides information on marshaling yard operations.
Rail, when available, is the most efficient method of moving large quantities of containers from the ports. Rail should be used to move containers as far forward as feasible. Rail is less affected by adverse weather than other modes, but its flexibility is limited because it depends on a fixed roadbed which may be vulnerable to enemy action. Operations in the division area usually do not include rail movement as highway remains the normal mode used to transport containers.
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FM 55-80
Highway transport is the most flexible method of moving containers and will be employed in line haul, local haul, terminal clearance, and transfer operations. This will be the primary mode to forward containers from rail terminals directly to the consignee. Highway transport will be required for multi-stop containers. Port clearance is a good use of HN transportation support and should be planned for if possible. The MCT may need to coordinate off-loading capability with consignee.
Inland water transport can be used when there are sufficient assets, units, and facilities.
This mode can help relieve pressure on rail and truck transportation modes. Inland water is the slowest mode and requires the most container rehandling. Due to variable tides and water depths during seasons, this mode may not be available year round. The advantage is that large quantities can be moved in a single lift.
HNS carriers may move containers. However, they will not normally move CADS
containers. CADS will normally be moved by theater assigned assets to TSA/CSA, for onward movement on corps PLS assets using the CROP.
The consignee should report to the servicing MCT the arrival of all containers and when they are available for pickup. A realistic standard would be to have all leased and/or common-use containers unstuffed within 72 hours. Leased containers might incur detention charges if containers are held beyond 72 hours at the consignee destination.
If upon delivery of the container it is found that the container needs to be delivered to another consignee, the MCT has the following two options:
• Reconsign the container to the proper consignee with the same mode operator.
• Unstuff the container and deliver the cargo using other modes of transport.
2-10.
CONTAINER OPERATIONS AT ECHELONS ABOVE CORPS. Throughput distribution of 20- and 40-foot containers from sea ports or theater marshaling areas to GSSA in the corps will be accomplished when feasible and only when containers are destined for a single consignee. Typically, only 20-foot containers will be throughput into the division area. Throughput distribution is based on priorities and requires coordination between the TMCA and TMMC.
Although the objective is to unstuff containers within three days and return them to the transportation system, this objective may not always be met. Planners must anticipate that units will want to use grounded containers for limited temporary field storage purposes. The TMCA monitors the distribution of containers within the theater and informs the CINC, through the TAACOM, when temporary storage of containers negatively impacts on the DTS. Containers used for storage must be limited so that sufficient containers remain available for transportation purposes. Containers authorized for temporary storage should be Army-owned containers or leased containers and not liner agreement containers. Holding liner agreement containers generates detention charges against the consignee. When units desire to hold containers, the TMCA must be advised so that accountability can be maintained.
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FM 55-80
Once containers are approved for limited temporary storage, they must be off-loaded from the trailer or chassis as quickly as possible. The TMCA, through its MCTs, must ensure that these activities have CHE to ground the containers. The containers then may be unstuffed over a period of time as supplies are issued or reconsigned.
When containers are available for intra-theater movement, they may be used to consolidate shipments to supported units.
2-11.
CONTAINER OPERATIONS AT CORPS AND DIVISION. The geographic location, requirements for increased mobility and dispersion, and lower stock levels, differentiate theater and corps supply activities. However, most of the container-handling concepts at EAC outlined above remain valid for corps. The biggest difference is in the method containers are delivered. Beginning in the corps and throughout the division, the PLS is the primary conveyance for moving 20-foot containers to unit locations without CHE. The corps has limited organic capability to handle 40-foot containers and CHE is extremely limited in the division. Forty-foot containers may require modal operations to unstuff and transship at GSSAs before final delivery can be made to the customer.
When a requirement exists to operate a limited container marshaling yard in the division area, cargo transfer units from EAD assist in establishing the container yard. Division commanders requests augmentation to their logistics capability through the supporting COSCOM. The COSCOM is the first level where a transportation cargo transfer company is attached.
The commodity orientation of GS supply units normally allows them to receive containers stuffed with one commodity. Twenty-foot containers will routinely be moved as far forward as possible to support division units. Containers, less REEFER vans, should not be delivered into the BSA. If delivery to a BSA is required, the container should be immediately unstuffed and retrograded to the rear.
Another container configuration is the CADS stuffed with the CROP flatrack device. These containers are used to throughput Class V to the TSA and CSAs. Once in the TSA/CSA, the CROP
is removed from the container and the container is retrograded to the rear. The CROP, minus the container, is the asset used to move Class V from the TSA/CSA to ASPs and ATPs. The CROP
will be exchanged on a one-for-one basis at the Class V user location and returned to the TSA/CSA for repacking and reuse. CROPs are monitored like containers. They remain a corps asset with the primary mission to move ammunition until redeployment.
The CROP also has the potential to move other classes of supply. When the CROP is used to move cargo (less Class V) to forward areas, the goal is to have the cargo offloaded immediately and the container made available for retrograde. METT-T will determine the need to use containers for field warehousing. In any event, the CROP presents the opportunity to leave fewer and fewer containers in the hands of the customer allowing for greater ultimate control of the container. Figure 2-9, page 2-14, shows the distribution of containers stuffed with CROPs in the corps forward areas.
Also shown in the diagram is the CHU. The CHU is capable of handling 20-foot ANSI/ISO
containers and the CROP will transport container loads with a gross weight of 36,250 pounds.
2-12.
RETROGRADE USE OF CONTAINERS. Containers should be used for retrograde cargo if the cargo can be containerized, if the cargo is on-hand for movement, and if it does not interfere with the reception and onward movement of containers. The TMCA, in coordination with subordinate MCTs and MMCs, must plan for the retrograde use of containers.
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All plans should include policies and procedures for retrograde of empty containers. There should be provisions to establish a RSA near the logistics base receiving containers. RSAs would be operated by theater and corps elements. These would likely be near sea ports and corps storage areas to facilitate redeployment or redistribution of containers. If the number of containers being forwarded to the division is significant, then a hasty RSA might be established near the DSA.
Transporters returning from forward areas with empty containers are directed to the RSA. The RSA informs the CCA on the status of containers in the staging area.
MCTs responsibilities for retrograde operations include:
• Querying customers to find out if they have retrograde cargo that requires movement or receive transportation requests from customers. Determine if the cargo is container compatible and if it is at or near the final destination of the inbound container.
• Forwarding container retrograde requests through their HQ to the port. The port will forward approved shipping dates and an ETR to the origin MCT.
• Coordinating movement of empty containers to a consolidated container collection point if the approved method of retrograde is to line haul retrograde cargo to consolidation points.
• Coordinating for CHE/MHE as needed.
• Supervising loading and stuffing of containers when required.
• Tasking the appropriate mode operator to transport containers.
USE OF CROP & CHU IN THE CORPS & DIV
Class I thru IX, less CL V
CL I
CL II
CL I
CL II
CL II
CL IV
CL II
CL I
CL II
DIV
CORPS
SSA
SSA
SSA
THROUGHPUT
Container Handling Unit (CHU)
CL V
UNITS Container Roll-Out Platform (CROP)
CSA
ASP
ATP
AMMO MOVEMENTS
CORPS
DIV
BDE
FULL AND EMPTY MVMT BY TRANS MDM TRK CO (PLS) AND TRANSFER TO DISTRIBUTION CENTERS
AND UNITS
CROP REMOVED FROM CONTAINER, ONLY CROP GOES FORWARD
Figure 2-9. Corps Onward Movement
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FM 55-80
2-13.
INTERFACE WITH CONUS. The TMCA, through MTMC, provides the link between the CONUS and theater for container control. As appropriate, TMCA advises MTMC of the status of military-owned or leased containers in the theater.
The MTMC port manager will provide ITV for containers arriving/departing the theater. It will manage their discharge from the vessel and make disposition based on theater guidance. The port MCT will coordinate with the MTMC port manager for redeployment/retrograde of containerized cargo and empty containers. The JMCC, MTMC, or Service component commander can also provide visibility over intermodal container systems entering and departing the theater. The MCB will have MCTs stationed at theater APODs and SPODs to ensure timely and accurate reporting.
The CINC may direct the TAACOM to establish a CCA to ensure that a viable theater container management program is established, maintained, and enforced to the maximum extent possible consistent with the tactical situation. This CCA would initially be resourced from organic assets. The CCA ensures that critical intermodal container-handling resources (personnel and equipment) are deployed in sufficient time to allow for smooth reception, onward movement, and accountability of cargo and containers. The CCA monitors the appropriate use, efficiency, and effectiveness of the intermodal container system.
The CCA should maintain communication with MTMC to ensure availability of adequate and timely information on the containers and contents inbound to the theater. It advises the supported CINC and keeps MTMC informed of problems encountered. The accountings for, unstuffing, and return of containers entering the theater are managed by the CCA. The CCA coordinates with ITOs and organizational points of contact to ensure continuous accountability of all containers arriving, departing, and moving within the theater. If the Army is not the Service designated to establish a CCA, it may establish its own CCA. For example, each EAC movement agency, such as the TMCA, may manage containers used by Army units.
2-14.
INVENTORIES. DOD-wide container inventories are conducted on an annual basis upon direction of the CFD, HQ MTMC, Eastern Area. This inventory is used to maintain the DOD
ANSI/ISO container register. For the CADS fleet, this inventory will be used to verify property accounting and financial records as well as external reporting requirements.
The US Department of Transportation’s Maritime Administration publishes an annual report entitled, “Inventory of American Intermodal Equipment,” that identifies quantities and types of containers held in the inventories of US flag marine carries and leasing companies in the US.
Distribution of this report can be obtained by writing to Maritime Administration, Office of Port and Intermodal Development (MAR-810), 400 Seventh Street SW, Washington, DC, 20590.
The Army is responsible for verifying Army-owned containers on property records among the various MACOMs.
2-15.
CONTAINERS LOST, DAMAGED, OR DESTROYED. DOD common-use and CADS containers which cannot be located and/or accounted for during the inventory require the initiation of a property adjustment document. A property adjustment document is defined as a report of survey and/or transportation discrepancy report. The Commander, HQ MTMC, Eastern Area, is the approving authority for property adjustment documents.
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Army-owned containers lost, damaged, or destroyed will be accounted for and adjusted using report of survey procedures IAW AR 735-5.
During operations, CINCs are responsible for containers in their AOR. Containers should not be indiscriminately used for purposes for which they are not intended (for example, bunkers, shower stalls, shelters, and so on). Containers should be retrograded from forward areas to marshaling areas for integration back into the DTS.
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CHAPTER 3
TECHNOLOGY
This chapter discusses technology relating to automated shipping and tracking management systems. Automated ITV initiatives were used in operations in Somalia, Haiti, and Bosnia. Several of these test projects using automated tracking capabilities proved effective in tracking, locating, classification, prioritization, and content identification of containers from origin to final destination.
Accurate shipping documentation decreases the possibility of cargo becoming lost or frustrated. When this happens, frustrated cargo reduces confidence in the distribution system and subsequently operational readiness.
3-1.
BACKGROUND. The increased use of containerization, both for UE and sustainment, demands a responsive management system to track shipments from origin to destination. The supported CINC needs accurate logistics information when planning, modifying, or committing resources in support of operations. Logistics considerations often are the unknown variables planners need to make decisions affecting a planned operation. Detailed and timely logistics information is often unavailable. Lessons learned in ODS, Somalia, Haiti, and Bosnia demonstrated the need to improve the quality of logistics information. With each deployment, the increased use of automated tracking technology on containers has resulted in improved, near real time visibility of Army assets in transport.
3-2.
DOD TRANSPORTATION POLICY. DOD transportation policy requires shippers of cargo to generate transportation information IAW procedures established in DOD transportation regulations. Joint Publication 4-0 delineates that DOD Regulation 4500.32-R, MILSTAMP, be used to document the transportation requirements of cargo in the DOD intermodal container system.
MILSTAMP prescribes standard data elements, codes, formats, documents, forms, rules, methods, and procedures required by DOD components and other US Government Agencies/civil authorities, in the transportation and movement of materiel to, within, and beyond the DTS. DOD Regulation 4500.9-R, DTR, Part II, Cargo Movement, prescribes policies and procedures and assigns responsibilities for performing traffic management functions initiated or sponsored by DOD
activities.
3-3.
AUTOMATED INFORMATION SYSTEMS. DOD automated information systems are designed to interface with commercial transportation information systems to receive and pass required personnel, unit, and cargo movement data and other transportation information to appropriate commands and agencies throughout the DTS. This capability exists to the extent commercial carriers have formatted their EDI reports to DOT standards.
3-4.
AUTOMATIC IDENTIFICATION TECHNOLOGY. AIT is a suite of equipment and storage media which supports source data automation to facilitate the rapid collection, consolidation, storage, and retrieval of data to and from a particular STAMIS or joint AIS. In regards to commercial industry, EDI is recognized as the most cost effective and efficient means of information transfer from commercial carriers to the military for data acquisition and support of ITV objectives.
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FM 55-80
However, the requirement for direct vendor linear bar coding of DOD shipments is mandated contractually.
a.
Strategic Automation Information Systems. The strategic AIS refers to those automated systems which provide visibility and status of resources from the vendor/depot level through the DTS. Data elements from item shipment through port of debarkation forward are sent via EDI, and/or MILSTAMP transaction sent to the GTN. Supply status MILSTAMP transactions are forwarded to the Army LIF. TAV is the user level application to gain access to aggregated movement/status data.
b. Total Asset Visibility. TAV consists of three subordinate parts; in-storage, in-transit, and in-process visibility. In-storage visibility provides visibility of resources in static inventory.
ITV provides information on resources moving through the strategic, operational, and tactical logistics pipelines. In-process provides visibility of resources while in maintenance, calibration, or acquisition . The TAV concept is being implemented to track resources throughout the world. TAV
supports cross-leveling, shipping, or redirecting assets in support of mission requirements.
However, no execution module exists to perform redistribution tasks on-line. TAV/ITV data will be accessible from NDI office automation equipment already available in support operations sections at each echelon. Programs are also being developed to run on NDI office automation equipment which will allow access to the various STAMISs through a Windows-NT operating environment for the purpose of easier access to the various current systems.
c.
Integrated Combat Service Support System. The ICS3 establishes the overall architecture and needs for CSS automation and communications and will be the focal point for the future. It supports the need to bring about the total integration of CSS automation and supporting communications into a single, responsive, and seamless configuration. STAMIS interface and communications capabilities are vital to linking CSS automated systems from the factory to the foxhole.
The use of AIT enables the rapid execution of battlefield distribution in a power projection scenario, builds confidence in the supply system, and answers difficult questions like, “What’s in the distribution pipeline and where is it?” A combination of AIT media can be used to facilitate the overarching battlefield distribution and DOD t