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CHAPTER 2

THEATER CONTAINER OPERATIONS

The transportation distribution system to support container movements (depicted in Figure 2-1) is tailorable, flexible, and expandable to accomplish missions IAW METT-T as the theater grows and matures. There are vehicles best suited for long distance runs to support throughput missions from POEs into the corps area. The corps has a combination of smaller line haul and off-road tactical vehicles which are suited to the corps mission to provide support to forward units in the division area.

Figure 2-1. Container Onward Movement

2-1. THEATER CONTAINER DISTRIBUTION. Within the theater, 20-foot and UE containers should be throughput as far forward as practical. This will be based primarily on the capability of receiving units to off-load and unstuff containers. This is tied to the availability of CHE and MHE. With the introduction of the CROP, the container can be stripped at CSAs and Corps SSAs and only the CROP flatrack must be transported forward.

Figure 2-2, shows three primary channels that containers transit during onward movement in a theater. Shown from top to bottom are the ammunition, sustainment, and UE LOCs. Depending on the intermodal activities required to accomplish distribution along these LOCs, force structure and CHE must be in place to handle the arriving container. Appendix A provides an overview of force structure capabilities and Appendix B provides the capabilities of available Army CHE.

Figure 2-2. The CSS Container Mission

Ammunition uses only 20-foot containers and is delivered to the TSA and CSAs on theater transportation assets. Working in these storage areas are ordnance ammunition companies (see Appendix A, paragraphs A-1 and A-2) who receive strategic configured loads and build mission configured loads for onward movement to the ASPs and ATPs. The CROP is pulled from the container at the CSAs by a corps-assigned PLS truck and the CROP flatrack moves forward loaded with ammunition. Figure 2-3 depicts the Class V distribution process.

Figure 2-3. Class V Container Distribution

Unit equipment primarily uses 20-foot containers and flatracks. The goal is to deliver UE directly to units in their assembly areas. This is dependent on the desired theater destination and the arrival of the supported unit. UE might transit the same channels as sustainment on the way to the final assembly area. Figure 2-4 depicts the UE distribution process.

Figure 2-4. UE Container Distribution

Sustainment comes in 20- and 40-foot containers. The goal is to use 20-foot containers to support the initial deployment. This will allow the theater time to get CHE into place to handle 40-foot containers at the planned destination nodes. Figure 2-5, shows this process. The CTC is the Army's only company designed to handle intermodal transport missions. The CTC has four modular platoons capable of supporting sea, air, rail, and truck terminals. The CTC can work in four separate terminals simultaneously. Theater-assigned or trucks provided by HNS are the only assets capable of transporting a 40-foot container inland. In Figure 2-5, the exception refers to the delivery of 40-foot containers to the division area. Twenty- and forty-foot containers routinely move to GSSAs and DSSAs throughout the corps. Class I, water, and other selected commodities which routinely come in 40-foot containers will be throughput to the division. Delivering a 40-foot container to the division presents challenges. The division has no CHE. Therefore, the container will remain uploaded on the chassis until it is unstuffed and ready for retrograde. When this requirement exceeds the theater's ability to support, the container and chassis is left in the division area. In this situation, the platoons from a CTC must be forward positioned to handle the throughput of 40-foot containers to the division.

Figure 2-5. Sustainment Container Distribution

Forty-foot sustainment containers will generally be moved to GS supply echelons. DS supply echelons either do not have adequate CHE and MHE to unload 40-foot containers or they do not require the volume of material at one time that 40-foot containers provide. A 40-foot container throughput to the division area would be an exception as discussed above. Figure 2-6 summarizes the distribution of containers arriving in theater. Shown in the figure is the in-theater movement of containers to hubs, SSAs, by exception to division DSSA, and to users throughout the COMMZ, corps, and division areas.

Figure 2-6. Overview of Theater Container Distribution

2-2. THEATER CONTAINER MANAGEMENT ACTIVITIES. The TMCA will develop, disseminate, and monitor policies and procedures for containerized shipments moving in the theater. Appendix C provides a sample SOP for container management. TMCA responsibilities may include:

• Tracking the movement of containers consigned to activities within the theater.
• Coordinating and approving reconsignments with the origin and destination MCTs.
• Receiving, diverting, staging, and release from staging requests from theater commodity managers and MCTs.
• Ensuring reconsignment, diversion, staging, and release from staging information is quickly submitted to the ports and MCTs.
• Assisting, through the servicing MCT, shippers in planning the proper stuffing of containers with multiple consignees.

The TMCA movement information division's responsibilities are to:

• Receive all container movement information transactions and ensure they are quickly submitted for input into an automated system.
• Monitor automation-generated data and automatic digital network transmissions to supporting HQ.
• Ensure that automated cargo forecasts are promptly forwarded to the concerned organizations.

The transportation battalions and corps MCCs, through their subordinate MCTs, may:

• Provide inbound container and CADS information to MCTs to be passed to consignees.
• Provide disposition instructions to the TMCA based on information received from the MCTs and customers.
• Ensure the MCT notifies consignees of the impending arrival of multi-stop containers and the need for priority discharge of these containers at intermediate stops.
• Monitor arrival, unstuffing, and pickup of containers within their AOR.
• Maintain a container log that reflects all containers forecasted or received within their AOR.
• Report the receipt of unforecasted containers to the TMCA.
• Report all empty containers to appropriate mode operators and coordinate pickup.
• Notify the TMCA when a consignee reports receipt of an unserviceable or damaged container or cargo damage.
• Receive and process requests for reconsignment action from customers.
• Monitor retrograde operations.
• Ensure MCTs reduce retrograde backlog.

2-3. CONTAINER MANAGEMENT OBJECTIVES. When developing container management procedures, the TMCA must consider the following container management objectives. These objectives represent goals which will improve theater distribution of containers.

• Consolidate shipments for single consignees versus multiple consignees or breakbulk points.
• Minimize the time for holding or consolidating cargo to fill up containers.
• Maximize container cube use to achieve economical movements.
• Expedite the movement of throughput and high-priority container shipments.
• Maintain 100 percent ITV of containers and contents.
• Ensure optimum use of container equipment.
• Ensure containers do not become congested in yards. Keep them moving.
• Move containers as fast as mode operators can transport them and consignees can accept them.
• Ensure containers are unstuffed and released back to the transportation system as soon as possible.
• Integrate the military and commercial intermodal container management system.
• Ensure that mode operators are responsive to the needs of consignees as well as transportation managers.
• Use containers for retrograde movements as much as possible without slowing down the system.

2-4. OCONUS CONTAINER MANAGEMENT. Planning for reception, staging, and onward movement of containers at water terminals requires advance notice of a ship's cargo manifest to facilitate efficient movement of arriving containers. Under the SPM concept, the MTMC, as port manager, receives an advance ship's manifest through WPS. The port MCT also has the capability to receive its own copy of the advance ships manifest through WPS.

During early entry operations in an austere environment, a composite transportation group HQ may serve as the port manager and operator until the MTMC becomes operational.

2-5. PLANNING. MTMC, working with the TMCA, provides an advance manifest of inbound containers that the TMCA matches to UIC. TMCA works with the port operators and unit representatives to coordinate the discharge times for UE. Containers arriving at the port must be efficiently discharged and expeditiously moved forward where supplies and equipment are needed. The port manager must plan for and be fully aware of theater reception and onward movement requirements to plan container operations.

To effectively and efficiently support the reception, discharge, onward movement, and inland management and movement of containers, traditional port reception support organizations and CSS functions may need to be modified or augmented. This might include specialized MHE/CHE, transport equipment, and command and control functions.

Ad hoc Joint or Combined staffed CCE, like the one established in Operation Joint Endeavor, may be needed. They would be responsible for sorting and moving inland containerized cargo. Once established, they would be assigned to a theater or corps support command depending on the supported CINCs requirements. These CCEs would forward reports to a Joint or Combined movement control center. CCSs are established to receive, identify, direct inland distribution, and retrograde containers. CCSs are locations where vehicles deliver containers from a port or beach area to the CCE where CHE/MHE is available to unstuff, sort, and prepare cargo for movement inland.

Another method which might be used is the hub-and-spoke distribution system. Containers entering the system for reception and onward movement requires assets such as CHE/MHE and trucks to support container operations.

If a situation does not allow the off-loading of containers at a port facility, a LOTS or intra-theater SLOC may be established.

During the deliberate planning process, CINCs develop requirements and work with USTRANSCOM and DOD logistics agencies to improve the use of the DOD container system for movement between origin and destination of all classes of supply and unit equipment, consistent with the CINC's concept of operations. Figure 2-7, shows the percentage of containerized sustainment cargo a theater can expect to receive in containers. These planning factors are found in volume I of the AFPDA document.

Figure 2-7. Percent Sustainment Containerized Cargo

Unified commanders should integrate the DOD container system into their exercises to improve the readiness of their forces to use effectively and efficiently intermodal containers and systems in the field. USTRANSCOM works with the DOD logistics agencies and CINCs to perform the following:

• Determines overall intermodal container scenario-based contingency requirements.
• Recommends the size and composition of the DOD-owned nucleus container fleet.
• Coordinates with the Services to program acquisition.

USTRANSCOM develops agreements with industry to provide intermodal capability during contingencies for containers, chassis, containerships, terminal services, and ITV systems. For example, when the applicable sealift program VISA/SRP is activated, shipping companies whose containerships are acquired, in addition to their vessels, must provide at least three sets of containers, chassis, and other support equipment.

During operations, USTRANSCOM provides DOD container capability through purchase, lease, or when appropriate, by requesting transfer of Service-owned container capability not in use.

MTMC develops and maintains contingency plans and positions DOD common-use and CADS containers based upon requirements of the DOD components once validated by USTRANSCOM and Services respectively.

Through MTMC's Joint Traffic Management Office, USTRANSCOM negotiates intermodal rates and procures related services to meet DOD intermodal transportation requirements. The JTMO also acts as the DOD agent for procurement (lease or buy) of commercial ANSI/ISO intermodal containers, flatracks, and support equipment for DOD common-use container system service or, upon request, for Service-unique requirements. Chapter 1 provides an overview of these responsibilities.

During the deliberate planning process, USTRANSCOM plans for optimizing the DOD container system for the origin to destination movement of all classes of supply and unit equipment IAW the supported commander's concept of operations and logistical support. Container requirements need to be defined and submitted to USTRANSCOM for planning purposes including development of the TPFDD. USTRANSCOM provides transportation intelligence for CINCs that includes theater intermodal infrastructure assessment, CHE availability, port throughput capabilities, and other types of transportation intelligence.

2-6. CONTAINER CONTROL. Control of containers should be centralized and established at an echelon that permits surveillance of the overall container situation. Centralized management is necessary to ensure visibility of containers and that the containers are used primarily for transport and not for other purposes such as field bunkers or sleeping quarters. Within the theater, that echelon is the TMCA or senior MCA HQ present. Operating within broad theater Army policy directives, the TMCA develops specific policies and procedures for container use and monitors compliance.

The TMCA, coordinating with the TMMC, sets priorities for container shipment, diversion, or reconsignment. To do this, timely and accurate reporting of information to the TMCA is essential as the theater container manager. The TMCA maintains information on the location and status of all containers in the theater. Each terminal consignor and consignee notifies its supporting MCT of the receipt, unstuffing, stuffing, and release of containers. The MCT relays this information through its HQ, either the corps MCC or transportation battalions to the TMCA. Each mode operator and each designated reporting point (such as a trailer transfer point) submit in-transit reports to its higher HQ. The types of transportation assets available to deliver containers to unit destinations makes it possible to limit the number of containers which must be left with the customer.

Figure 2-8 shows the theater organizations supporting container requests and movement. Depicted are the customers, movement control agencies, and mode operators. This figure also reflects the cargo transfer company's mission to support cargo operations in the division by sending a platoon forward when needed. This mission was added to Section I of the TOE effective April 1995. Now when divisions have requirements to conduct cargo transfer operations or establish a limited container marshaling yard, they can request to be augmented to perform this additional cargo transfer mission.

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. Off-loading 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.

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.

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.

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, 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.

Figure 2-9. Corps Onward Movement

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.

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.

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.

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.