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CHAPTER 4

SUSTAINMENT OPERATIONS

4-1. CONTAINER CONSOLIDATION LOCATIONS AND CAPABILITIES. DLA's consolidation and containerization points are located at the New Cumberland Depot, New Cumberland, Pennsylvania and the Sharp Depot, Stockton, California. MTMC has container stuffing activities located at the following ports:

• Fleet Industrial Supply Center, Norfolk, Virginia.
• Military Ocean Terminal, Oakland, California.
• Pacific Northwest Outport, Seattle, Washington.

The capabilities of military installations to outload, stuff, and receive containers are documented annually on DD Form 1726 and provided to MTMC. It includes daily container outload capabilities for peacetime and mobilization. Reports are received from all DLA distribution depots, MTMC container stuffing activities, and Service designated installations. This data is essential to MTMC in determining if the capability exists to move materiel from depots through SPOEs IAW the CINC's TPFDDs.

4-2. FORECASTING CONTAINER REQUIREMENTS. During the deliberate planning process, requirements for the containerization of sustainment materiel are developed through the detailed sourcing of operation plans. Requirements are determined by the CINCs and then sourced by the Services and DLA in support of the CINC's concept of operation. Service item managers pass requirements to DLA. DLA consolidates these requirements and then determines what items can and will be containerized at their two CCPs. MTMC container stuffing activities will determine, by exception, items that will be consolidated and containerized at the container stuffing activities.

4-3. CONSOLIDATION PROCEDURES. Individual shipments usually arrive at CCPs accompanied by the appropriate TCMD information. At inland CCPs, a copy of the TCMD should be found in a waterproof envelope on the number one (lead) box of each shipment unit. The TCMD for shipments arriving at MTMC container stuffing activities must be provided ahead of time to the port through the WCA. The CCP/container stuffing activities uses any available data and the assistance of the shipper and sponsoring Service to prepare documents for shipments arriving without TCMDs. The CCPs receive automated advance TCMD-type data from shipping depots. This helps them create TCMD data for the containers they build and ship.

Upon receipt of inbound trucks or rail cars, the CCP will verify shipment unit count and note discrepancies on the carrier's freight bill. These discrepancies are reported IAW DOD Regulation 4500.9-R, Part II. Materiel is accumulated and positioned in separate locations by ALOC, DODAAC, and mode of onward movement (for example, surface or air). All consolidated shipments received with a shipping depot TCN will be directed through the small package sorting line. Incoming small package cargo will be sorted by priority and by ALOC DODAAC. The accompanying documentation is checked for availability and accuracy and when required, documentation is prepared for cargo arriving without documentation. Packages are consolidated by consignees into large shipment units and forwarded to the appropriate staging area (surface or air) to be consolidated with other cargo. GSA vendor shipments will be examined for transportation damage, erroneous markings, and other discrepancies. The required discrepancy reports will be prepared. Purchase order(s) will be annotated with CCP receipt date and processed accordingly. Vendor receipts, other than GSA, will be processed in the same manner as freight.

4-4. CONTAINER BOOKING. The CCP begins the container booking process by projecting the requirements for containers. To preclude a substantial increase in processing time and storage facilities, the cargo does not have to actually be on-hand at the CCP to determine the container requirements. Instead, the CCP forecasts based on experience and insight into future trends.

The CCP develops the container requirements for each destination stated simply by number and size. The CCP submits the requirement to the OCCA/booking office which books the total number of containers required with the appropriate ocean carrier. Having secured the booking, the OCCA booking office then furnishes the CCP with a block of TCNs, one per container. The CCP coordinates directly with the ocean carrier's agent for spotting of empty containers.

The CCP coordinates directly with the ocean carrier's agent for pickup of full containers as indicated in the ETR instructions. The line haul or drayage of containers is generally specified by the OCCA under the terms of the MSC Container Agreement and Rate Guide. The service is provided by ocean carriers through interline agreements with commercial line haul carriers. Other alternatives for line haul or drayage which may be used (when indicated in the ETR) include using organic equipment and commercial tariffs, tenders, or other contracts.

Upon release of the container for delivery to the POE, the CCP submits complete advance TCMDs for the container to the WCA or OCCA. The advance TCMD is the notification to the OCCA and terminal that the container is stuffed and en route to the SPOE. In addition, the TCMD ties together the container TCN, the container serial number, and the container contents.

After completing a shipment, the CCP maintains records detailing the actions undertaken including a TCN cross-reference file between shipment units and containers. Various Service publications detail the length of time and method for keeping such files.

4-5. AUTOMATED MANIFEST SYSTEM. The AMS automates the process discussed above. The AMS is currently being used by DLA to replace the manual inventory process. AMS is a credit card sized data file readable by magnetic scanners. The card is loaded with shipping, inventory, and destination data and accompanies the container. The lead TCN on cargo inside the container triggers an imbedded data base loaded on the card. This data base can then be monitored providing ITV for not only the container, but also the contents of the container. The AMS data base can be transferred to other data bases, eliminating the need to manually enter the data upon arrival at destination.

4-6. CARGO EXCLUDED FROM DLA CONSOLIDATION AND CONTAINERIZA-TION POINTS. The following materiel and/or shipments should not be routed to a DLA consolidation and containerization point:

• Release unit shipments or combination of less than release unit shipments which economically fill a container for a single consignee or overseas breakbulk activity.
• Single items oversize to a 20-foot container (maximum item dimensions 85 inches x 85 inches x 228 inches) or occupying 50 percent or more of the space in a 40-foot container (for example, vehicles or construction equipment).
• Air-eligible items, including special projects such as Army's ALOC and Remote Area Support, outsized to a 463L pallet (88 inches x 92 inches x 96 inches) or over 10,000 pounds.
• Air Force, Marine Corps, or Navy high-priority (TP1 and TP2 designated 999, 777, 555, N_, and E_, or required delivery date (at destination) under 21 days) which have not been downgraded to surface.
• Shipments that are "Parcel Post" eligible and more economical to ship via Fleet Post Office and Army Post Office to the overseas destination. (NOTE: More economical evaluation must include cost of CONUS as well as OCONUS transportation.)