ONWARD
CONTAINERS
MSLs
DEL
MOVEMENT
HEAD
MANIFEST
CONTAINERS
LOAD
HIGH
CONTAINERS
PLAN
CONTAINERS
WAY
DAMMS
Figure 5-1. TC-ACCIS Supports Unit Deployments
5-7.
CONTAINER REQUIREMENTS. As part of unit deployment planning, units must determine their container requirements. Units should identify equipment which can be containerized or moved on commercial/military flatracks. When load planning for containerized deployment, dimensions for UE must be accurate. Load plans should be validated so the appropriate containers and transporters are ordered. Once stuffed and properly documented, the ITO/TMCA coordinates for the containers to be delivered to a truck, rail, air, or sea terminal for staging and embarkation.
5-8.
CONTAINER PLANNING FACTORS. There is no standard formula for calculating container requirements for UE due to the diversity of equipment and composition of various units within the Army. However, MTMC publishes a Deployment Planning Guide, MTMCTEA Reference 94-700-5, Sep 94, which provides estimates of the numbers of containers required for Army combat, CS, and CSS units. The factors below are based on ODS data.
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a.
Ammunition. To estimate 20-foot container requirements for ammunition (Class V), first determine the total weight in S/T of the ammunition requirement. If PLS CROPs are used, the total weight in S/Ts will be the sum of the weight of the CROP, tiedown devices, and ammunition. Then to calculate the number of 20-foot containers required, divide the total weight in S/Ts by a factor of 13.9.
b. General Cargo. To estimate 20- and 40-foot container requirements for sustainment (excluding Class VII), first determine the total weight in S/Ts of the cargo requirement. If PLS
CROPs are used for the 20-foot container requirement, the total weight in S/Ts will be the sum of the weight of the CROP, tiedown devices, and cargo. Then calculate the 20- and 40-foot container requirements by dividing the total weight in S/Ts by factors of 15 (for 20-footers) and 23 (for 40-footers).
5-9.
PRE-DEPLOYMENT PREPARATIONS. Unit requirements are consolidated at the brigade level and coordinated with the ITO for CONUS units, TMCA for OCONUS units. These requirements should then be reviewed and updated at least quarterly. Some commands have their units update this information monthly with the submission of USR.
Units should stipulate in their movement plans when only 20-foot containers can be accepted to meet their deployment requirements. Otherwise, a 40-foot container might be substituted for two 20-foot containers. Weight restrictions vary, but unless very dense cargo like ammunition is loaded, the maximum weight allowance of a container will rarely be exceeded.
The ITO/TMCA should also be prepared to estimate/obtain commercial flatracks should a unit be deploying by containership. Commercial carriers can provide technical expertise for intermodal container/flatrack requirements for stuffing/loading and transportation particularly if origin to destination service is used.
Requests for containers beyond those owned by the unit are passed to the servicing ITO/TMCA. The ITO/TMCA fills requests with containers by cross leveling available inventories of containers or obtaining additional containers through MTMC. The unit provides a date, time, location, and unit point of contact to sign for the container upon delivery. The unit and the ITO/TMCA may also use these requirements to determine MHE/CHE and transportation requirements to support operations.
5-10.
RECEIVING THE CONTAINER. Units receiving containers for deployment perform limited inspections on the containers. Paragraph 7-2 describes what to inspect when a unit receives containers. Basically, the unit performs a visual check of the container for obvious defects and verifies the certification of the ANSI/ISO container. When recording container damage, include each container’s ANSI/ISO alpha prefix and serial number.
Containers require recertification in the 60th month (5 years) after manufacture. There-after, containers should be recertified every 30 months or after any major maintenance/repair has been performed on a container. Most commercially-owned containers are certified under an Approved Continuous Examination Program and are marked ‘ACEP/USA/(year)’ on the CSC
Safety Approved Plate (Builders Plate). Any container, 58 months or older without this marking should have a decal or sticker indicating the date it was recertified. DD Form 2282 is used by DOD
inspectors to show reinspection and is punched with the month through which the recertification is valid. Any container with less than 2 months until its next recertification is due should be recertified.
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Two months are allowed in order to allow a container which is being used to reach its destination. If the container requires recertification, notify the supporting ITO/TMCA. Certification/recertification of containers must be performed by certified inspectors.
5-11.
EQUIPMENT PREPARATION. Equipment preparation for movement is a unit responsibility. The responsibility to properly stuff, BBT, and inventory the contents of unit containers rest with the unit. The unit stuffs and BBT the containers IAW the unit’s load plans.
Once stuffed and properly documented, the ITO/TMCA coordinates for the containers to be delivered to a truck, rail, air, or sea terminal for staging and embarkation.
Because of the way a PLS operates and the increased use of the PLS truck to carry containers, makes proper container stuffing and BBT even more critical. During the loading/unloading process the container is tilted and cargo improperly loaded can shift resulting in damage. Leaders must ensure that units properly stuff and BBT cargo in containers.
Unit personnel reduce vehicles IAW the mode of transportation and the carrier’s additional instructions. PSA and A/DACG personnel can assist in reducing vehicles so they will fit into containers or on flatracks. However, the PSA and A/DACG are not the primary source for equipment preparation.
5-12.
VEHICLE REDUCTION STANDARDS. Prepare UE for shipment IAW the mode of transportation and type of move planned. To load in a container, prepare vehicles IAW MTMCTEA Reference 96-55-23. Generally, HMMWVs, CUCVs, and single axle trailers make up the majority of containerizable vehicles.
a.
Reception. Once the containers have transited the system and arrive at the SPOD, the unit may unstuff its containers in a theater staging area near the port or request onward movement of the containers to a forward staging area. If containers are unstuffed upon arrival, the unit informs the port MCT when the containers are empty. The port MCT will then contact higher HQ for disposition.
b. Redeployment. If units anticipate the need to retain the containers it deployed with and ends up redeploying with the same containers used for deployment, the unit should notify the ITO/TMCA. This is to limit the detention charges which are incurred on leased containers. In this situation, arrangements can be made from the beginning to either use Service-owned containers or buy the container from the onset. Units requesting containers for redeployment follow the same request procedures as for deployment. The ITO/TMCA has the responsibility to ensure that containers are returned to a vendor once the unit is through with them. Containers are identified by ANSI/ISO alpha prefix and serial number. The ITO/TMCA will inform MTMC of the disposition requirements and coordinate for transportation of the containers.
Agricultural and customs inspections are required for shipments going from one theater to another. Containers must be inspected during unit stuffing operations by certified personnel. Once the container is stuffed and sealed by the inspector, the container should not be opened. If opened, the container is subject to reinspection.
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c.
NonUnit Documentation. When the container is loaded and ready for shipment, the installation transportation officer will send the TCMD data (DOD Regulation 4500.32-R, Volume 1, MILSTAMP) to the MTMC Area Command through the Defense Data Network for manifesting aboard a ship. The TCMD data automatically generates an ocean cargo manifest which is transmitted electronically to the receiving terminal at the overseas port. The data is passed to the senior movement control organization in the theater for entry in the theater container management system.
Prior to sealing the container, the CCP places a contents list (TCMD listing) in a waterproof envelope labeled “Load List.” The envelope is securely attached to the inside of the container loading door. Both consolidated and partial load lists are made when the container is loaded for stop-off deliveries. The CCP adds necessary container information (van number, SPOE, and stop-off indicator) to the TCMDs received from the shipper for each shipment in the container.
A TCMD or other document containing TCMD data is prepared by the CCP for container shipments moving to a SPOE under terms of the MSC Container Agreement and Rate Guide. The CCP maintains one signed copy to record acceptance by the original inland carrier. The CCP
provides the inland carrier with two copies of the document. The inland carrier gives one of its copies to the ocean carrier’s representative (for example, gate guard or checker) when delivering the container to the carrier’s container yard.
When the container is moved to the POE by a negotiable document, the CCP prepares a commercial bill of lading or GBL. The bill of lading includes the container TCN, the TCN for each shipment unit (contents), and the complete van and seal numbers. The detailed procedures for completing and distributing the bill of lading are contained in DOD Regulation 4500.9-R, Part II for CONUS and in appropriate theater directives overseas.
When a container carrying classified materiel, certain hazardous materiel, or RU quantities of inert components is shipped by an inland CCP, the CCP sends a REPSHIP to the next transshipper (for example, the SPOE). The REPSHIP is sent by ETM (or telephone confirmed by ETM) as soon as possible to ensure its receipt at least 24 hours prior to receipt of shipment. Complete details on REPSHIP procedures are contained in DOD Regulation 4500.32-R.
The inland CCP also completes an in-transit data report received for GBL shipments.
Details for completing and forwarding the in-transit data are also contained in DOD Regulation 4500.32-R.
5-13.
UNIT DOCUMENTATION. For unit deployments, cargo is documented by using a DD Form 1387 or MSL. The MSL consists of bar coded information that contains a TCN. The TCN provides ITV and helps to locate UMD stored and maintained on a computer file. Units maintain their UMD on a UEL. MTMC helps manage and control cargo movement to and through the DTS.
Before the unit commander gets deployment specifics through the movement order, he has already submitted accurate movement data to the appropriate MACOM through UEL updates.
When he gets the specifics, the unit commander submits a final listing of the modes of travel for each item on the DEL. The ITO/TMCA will submit the updates to MTMC. At this time, MSLs are printed for each item on the DEL that will travel by surface or air. Because labels are printed from the DEL, they are only as accurate as the data the units submit.
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MSLs are obtained through the ITO/TMCA if your higher HQ is not equipped to produce them. The deploying unit affixes them to the unit cargo. The PBCR reads the label as each piece of cargo passes through the various segments of the transportation pipeline. The PBCR, a hand-held microcomputer, is uploaded into another computer containing the UMD. It is used to manage, control, and provide ITV of the cargo.
5-14.
TRANSPORTATION CONTROL NUMBER. The TCN for a piece of cargo is a 17-character number consisting of the UIC and a five-digit SUN. This number is on the UEL/DEL.
This TCN is for unit deployments only. See also MILSTAMP DOD Regulation 4500.32-R, Appendix G. A TCN identifies a shipment unit based upon TC-ACCIS generated SUN. The shipment unit is a piece of cargo, equipment, or container that moves through the transportation system as a single package. The contents of a shipment unit are not normally separated until the cargo reaches the final destination. For example, a unit deploys a 5-ton truck and trailer as two separate shipment units because the prime mover is likely to be separated from its trailer during rail or ship loading.
5-15.
CARGO IDENTIFICATION PROCEDURES. Deploying units must ensure that containers are properly marked. The deploying unit does the following:
• Affix MSLs on the secured container door and an adjacent side of each container stuffed.
• Affix a packing list to the door of each stuffed container.
• Affix HAZMAT warning labels or placards (as appropriate) to containers.
• Prepare and affix purging statement to bulk fuel tanks.
NOTE: Units do not own DOD or Army common-use containers. These containers are prepositioned at installations for the units to move equipment to deployment locations. Immediately afterwards, these containers are put back into the transportation system. Therefore, these containers should not be stenciled or permanently marked. Instead, only MSLs and packing lists are affixed to the outside door and adjacent side of the container.
Do not cover MSLs with tape, acetate, or any other material. Bar code readers will be unable to read the label’s bar code data. The UMO (or other designated person) should verify the MSLs against the DEL. MSLs must match the vehicle, equipment, or cargo on which they are applied. Since mismatched MSLs cause significant delays at the POE, discrepancies or changes should be brought to the ITO/TMCA’s immediate attention.
5-16.
LOAD DIAGRAM AND SHIPMENT UNIT PACKING LIST. All containers should have a load plan. Containers cannot be properly loaded without a load plan. Merely stuffing items into a container as they arrive at the load site results in an improperly loaded container. The items to be stuffed should be laid out in a logical manner considering weight, proper space utilization, and what will be needed first as you unstuff the container. Also, commanders should make container load plans an inspection item.
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Development of a packing list is required for all containers. However, if the contents are marked or listed on the container’s exterior, development of another packing list is not required. An example is an inventory of tools or a parts list such as those found in supply bulletins. Do not list classified and sensitive materiel on the packing lists. Packing lists in weatherproof envelops must be securely affixed to the interior contents and exterior door of deployment containers. Personnel will prepare five copies of the packing list for distribution. Distribute copies as follows:
• One copy is filed in the movement plan and retained by the UMO.
• One copy is put on the outside of the shipment unit where it is easily visible or accessible. (This copy is put inside a weatherproof covering.)
• One copy is put inside the shipment unit. (This copy should be placed so that it is visible and accessible to personnel who first open the container doors.)
• One copy is prepared for the unit’s representative (liaison team or supercargo).
• One copy is retained by the hand receipt holder.
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CHAPTER 6
HAZARDOUS MATERIALS AND SENSITIVE CARGO
Packaging, shipping, handling, and inspecting of HAZMAT is mandated by US
and international laws. These laws apply to the use of intermodal containers and container equipment. This chapter provides an overview of doctrinal guidance and tactics, techniques, and procedures that are common to DOD and other US
government agencies and organizations. This chapter also applies to the selection of standard ANSI/ISO commercial- or military-owned intermodal containers that meet the standards for shipment of Class I explosives and other HAZMAT. See Chapter 7 and MIL-HDBK 138 for compliance with container inspection criteria.
All HAZMAT must be properly prepared and documented IAW DOD Regulation 4500.9-R, Parts II and III; TM 38-250; and other service or command regulations. Documentation must include the total HAZMAT quantity and a certification statement stating that the HAZMAT has been properly classified, described, packaged, marked, and labeled. Only specially trained individuals are authorized to certify HAZMAT for transportation (see paragraph 5-5). Contact the ITO for assistance in determining what certification requirements apply to each container being prepared for shipment.
6-1.
PREPARING/DOCUMENTING HAZARDOUS MATERIALS. The following steps may be used as a guide when preparing HAZMAT for shipment:
• Step 1. Determine proper shipping name, hazard class, UN/ID number, and packing group from the Hazardous Materials Table in Title 49 CFR. Also identify any subsidiary hazard classes.
• Step 2. Determine the mode(s) of transport from origin to destination. The shipper must ensure that the shipment complies with the various modal requirements. Mode of transport can affect the packaging, quantity per package, labeling, and/or segregation of HAZMAT. (Refer to: Title 49 CFR; vessel shipments - IMDG Code; commercial air - IATA; or, military air - TM 38-250 (joint regulation).
• Step 3. Determine and select the proper packaging IAW the proper modal regulations.
When selecting an authorized container, consider the quantity per package. The DOD Performance Oriented Packaging PC III database should be used to determine appropriate and certified packaging. (Contact DLA, DOSO-DH, DSN 695-4788 or (804) 379-4788, FAX X3793, to obtain access to this program.)
• Step 4. Packaging shall be marked IAW MIL-STD 129 and applicable modal regulations.
• Step 5. Select the proper labels and apply as required. Refer to the Hazardous Materials Table. Labels are not needed for fuel in vehicle fuel tanks.
• Step 6. Prepare packing lists according to instructions. List HAZMAT packed inside containers or vehicles first (refer to paragraph 5-16). Only authorized abbreviations are permitted for HAZMAT. Refer to Title 49 CFR.
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• Step 7. Determine segregation requirements for HAZMAT based on each mode of transport or combination thereof. Segregation requirements are found in Title 49 CFR, Parts 173
through 177, and are specific for each mode of transport.
• Step 8. Determine the proper placards IAW Title 49 CFR.
• Step 9. Ensure HAZMATs are loaded, blocked, and braced IAW with Title 49 CFR
and DOD-approved specifications. Container loading diagrams for ammunition/explosive items can be obtained by contacting the US Army Defense Ammunition Center, ATTN: SMCAC-DET, Savanna, IL 61074-9639.
• Step 10. Ensure water commodity and special handling codes are used on the UEL/DEL.
• Step 11. Prepare shipping documentation. Ensure the shipping papers (GBL, CBL, DD
Form 836, and so forth) contain the required entries: proper shipping name, hazard class and division, UN/ID number, packing group, total HAZMAT expressed in metric units of measure with the English equivalents following in parentheses, certification statement, and applicable emergency response information (see DOD 4500.9-R, Part II).
Also, a dangerous goods declaration/certificate will be provided for each vehicle or freight container in which HAZMAT are loaded (see DOD 4500.9-R, Part II).
All rules and regulations governing the shipment of HAZMAT must be met. When in doubt about shipping or classifying any hazardous or questionable materials, contact the ITO or installation safety office. Failure to follow these rules can result in frustrated cargo and ultimately effect the mission. These actions delay shipment, hamper cargo accountability, and also increase the through-the-port work load and congestion. The deploying unit must ensure the following:
• All ammunition and explosives are properly secured in containers and vehicles.
Ammunition is not permitted into the port or aboard vessels without prior authorization from MTMC.
• That the provisions of DOT Exemptions, which may be used for shipment are followed (for example, vehicle fuel tanks will be no more than three-quarters full when shipping under DOT
Exemption 7280). Otherwise, fuel tanks must be only one-quarter full when shipping aboard a commercial vessel that is carrying civilians in addition to military cargo.
• Fire extinguishers, that are in racks designed for them, are not removed from motor vehicles.
• Oxygen and acetylene tanks are labeled, marked with the prime mover UIC/SUN and removed from the vehicle and placed on a separate pallet.
• Trailer mounted equipment containing combustion engines (such as generator sets) are only 50 percent full.
• Five-gallon fuel cans, field cans, water heaters, gasoline lanterns, portable generators, blow torches, and similar equipment (in which combustibles or fuel other than diesel are used or stored) are completely drained and cleaned before shipment. Under a declared national emergency, fuel may be carried in 5-gallon fuel cans. These cans must remain in built in cradles designed for such purposes.
• The battery box and cover are serviceable. The battery box and cover must be positioned so as not to touch the terminals and to prevent arcing.
• Batteries of nonself-propelled equipment (such as generators) are disconnected and terminal ends are protected from arcing and corrosion.
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• Bulk fuel carriers are drained and have the proper placards affixed. If required, units will purge bulk fuel carriers IAW the respective TM.
• When motor vehicles with fuel in tanks are shipped in closed freight containers, battery cables must be disconnected and secured and the following warning affixed to the access door:
“WARNING-MAY CONTAIN EXPLOSIVE MIXTURES WITH AIR-KEEP IGNITION
SOURCES AWAY FROM OPENING.”
6-2.
AMMUNITION. Ammunition shipments are normally scheduled through military ammunition ports. To meet deployment requirements, ammunition may be moved through a commercial port. If the unit is deployed through a commercial seaport and must carry basic load ammunition with them, the MTMC manager for the port must be notified of the intent to ship ammunition. The unit submits the following data through the ITO/TMCA early in movement planning:
• The DOD Ammunition Code.
• DOT proper shipping name.
• Total quantity.
• Number of packages.
• Total net explosive weight in pounds.
• Weight of each package in pounds.
• Cube of each package.
• UN identification number.
• Classification code consisting of hazard class and division number followed by compatibility group letter.
• Shipment configuration (for example, vehicle upload, container, and so on). This will allow processing of DOD explosives safety waivers and Coast Guard permits.
6-3.
RESPONSIBILITIES. The Joint Munitions Transportation Coordinating Activity under the command and control of the Commander, Industrial Operations Command, consolidates all services containerized munitions movement requests for OCONUS shipment aboard common-use sealift. Also, CONUS distribution (for example, ABL training) movements are identified for applicable container use by the JMTCA. In coordination with the Container Fleet Division of the Military Traffic Management Command, Eastern Area, IMDG-certified containers (commercial-and military-owned) are used to satisfy movement requirements.
The CFD is responsible for the accountability and control of the CADS fleet. The CADS fleet contains the following ANSI/ISO container types:
• Restraint MILVANs.
• Commercial end opening and side opening containers.
• Half-height containers.
• Flatracks.
• Support equipment such as the CROP.
Refer to Appendix E for a discussion of container characteristics and types.
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The JMTCA is responsible for determining the container type to employ for each shipment. This determination will be based upon the specific physical characteristics of the munitions, operational requirements, outloading efficiency, and overall cost effectiveness. The JMTCA will request outloading comparisons from the US Army Defense Ammunition Center, as required, to assist in the analysis of all possible munitions load configurations. The JMTCA uses the Munitions Transportation Management System to consolidate all Service munitions movement requirements for Single Manager Conventional Ammunition and Non-SMCA munitions for OCONUS. The JMTCA, using MTMS prepares the export traffic release requests and transmits the information to the appropriate MTMC area command in order to create port call files to facilitate routing preparation and munitions being called forward to seaports of embarkation. Data incorporated into the JMTCA ship planning/DOD Identification Code roll up messages allows CINCs to influence the munitions mix and the mode and time frame for receipt in-theater.
JMTCA is responsible to coordinate with CFD to ensure distribution actions are taken to preposition containers by type at applicable shipping installations. This enables the JMTCA to meet initial and sustainment munitions movement requirements in support of contingency and peacetime operations.
6-4.
CONTAINERS LOADING. Shipment of ammunition is approved in MILVANs with or without mechanical load bracing systems and in ANSI/ISO containers when loaded using internal blocking and bracing methods described in approved USADAC drawings. Over-the-road movement of HAZMAT within foreign countries must comply with HN rules/regulations and CINC
requirements for movement between NATO countries and/or to and from a seaport for import/export. HN rules, which differ from country to country, generally involve additional precautions in preparing cargo and loading vehicles.
6-5.
CLASSIFIED AND PROTECTED SENSITIVE CARGO. Classified cargo is cargo that requires protection in the interest of national security. Classified cargo shipments have characteristics that require them to be identified, accounted for, secured, segregated, or handled in a special way to ensure their safeguard or integrity. Sensitive cargo is cargo that could threaten public safety if it is compromised. Sensitive cargo must be properly secured and identified to port personnel so sufficient security can be provided. Do not identify security cargo or classified cargo on the outside of the shipping containers.
6-6.
CLASSIFIED