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CHAPTER 5

UNIT DEPLOYMENT OPERATIONS

5-1. PLANNING. When deploying UE (including vehicles) both advantages and disadvantages of container use should be considered. Commanders should realize that local inconveniences will not override USTRANSCOM's primary concern which is to meet the required delivery dates established by the supported CINC's operations order, TPFDD, concept of operations, and logistical support requirements for all units preparing to deploy.

All units have equipment that can move in containers, but not all units can move all their equipment in containers. The key to successfully using a combination of RO/RO and containerships is to identify units with high percentages of equipment which can be containerized.

The advantages for deploying units using intermodal container systems and containerships lie primarily in movement to and operations at the SPOEs and SPODs. Intermodal container systems can speed handling of cargo through seaports by reducing the handling of each piece of cargo and time spent loading/unloading the unit's equipment to/from the ship. Containerization also enhances security of the shipment and reduces public visibility of a unit move or deployment.

The disadvantages lie in increased equipment preparation time by the unit and increased CHE/MHE support requirements needed at the installation and in theater. When using flatracks and containers, vehicles must be prepared, loaded, and secured in a manner different from RO/RO shipping. Available loading docks, CHE/MHE, and cargo documentation requirements are also considerations. However, time spent at the unit and installation is more than compensated for by savings in vessel load/discharge times at SPOEs/SPODs. Field training exercises demonstrate that unstuffing vehicles in a theater requires minimal time and personnel training.

USTRANSCOM, through its surface components MTMC and MSC, can provide planning assistance to unit commanders to facilitate deployment by intermodal container systems. Also, the JTMO can contract to provide commercial door-to-door service for follow-on units, but this capability may not be feasible early in an operation. This type of service can decrease the stress on the limited RO/RO ships being used to move combat forces during initial surge operations.

FM 100-17 and FM 55-65 provide deployment planning guidance.

Once a unit is notified that it will deploy using containers, the plans which the unit has developed are implemented. Good planning will help avoid hurried last minute stuffing of containers. This results in the following:

• Units not knowing what was loaded.
• In what container to look.
• Not knowing when equipment is missing if containers are delayed in transit.

5-2. KEY PLAYERS. Having soldiers properly trained and appointed in writing can greatly improve unit readiness. The roles of the UMO, unit load teams, and hazardous cargo certifying official are explained below.

5-3. HAZARDOUS CARGO CERTIFYING OFFICIAL. To ensure the safe transport of HAZMAT IAW Federal, State, Local, and International Laws, each HAZMAT shipping unit must be properly certified by qualified personnel. Improper preparation/certification of hazardous cargo can result in frustrated cargo, causing mission failure, and/or result in the loss of life or equipment. Certification requirements can be found in DOD Regulation 4500.9-R, Part II and TM 38-250. To certify HAZMAT, each unit should have a primary and an alternate school-qualified person officially appointed by the unit commander. Hazardous material training teams visit most installations at least annually. Consult the ITO/TMCA for scheduling details.

5-4. DEPLOYMENT TRAINING. Deployment training usually requires a great deal of simulation and challenges commanders to provide realism. Training should focus on particular segments of the deployment operation or key personnel and should rehearse or exercise that one element. Training exercises may range from a brigade SEDRE to testing the load plan of any given vehicle in the unit. A SEDRE is an extension of the EDRE which brings into play the actual loading of UE aboard a ship.

Commanders should ensure that their units train for deployment using containerization. Commanders must also ensure that key individuals or elements in their units are properly trained to carry out their special deployment duties when containers are to be used. Ensure UMOs, load teams, and certified container inspectors are trained. Ensure that personnel required to handle and or prepare HAZMAT for shipment are trained and records of this training are maintained IAW Title 49, CFR, Part 172, subpart H, and DOD Regulation 4500.9-R, Part II, Chapter 204, paragraph E, Training. Ensure units validate their UE container load plans to prevent a last minute rush to stuff equipment in containers.

5-5. EMERGENCY DEPLOYMENT READINESS EXERCISE. An EDRE or SEDRE is designed to exercise unit readiness and movement plans to deploy. As a goal, all deployable units should participate in an EDRE at least annually. An EDRE is not a test for the commander. It is a tool to allow the commander, with assistance from higher HQ, to identify unit training strengths and weaknesses and use the results to set training priorities to correct shortfalls. If executed properly, an EDRE can be a valuable evaluation process for commanders at all levels to determine their unit's readiness. FORSCOM Directive 525-5 contains more information on conducting EDREs. For a realistic training event, commanders should:

• Actually issue basic loads.
• Ensure that units physically load MTOE equipment and maximize secondary loads. Units should exercise container requests, movement, and stuffing procedures.
• Adhere strictly to proper packing and documentation procedures so all potential problems and exact amounts and types of material may be identified. (Some executing procedures may have to be simulated if the exercise can not extend beyond the home installation.)
• Use external evaluators.

A properly planned EDRE identifies the need for support personnel, maintenance assistance teams, food service support, security, PSA, A/DACG, and marshaling and staging area operations.

A successful EDRE gives each level of command the opportunity to experience the challenge associated with equipment readiness and equipment transfers in deployment. Units with a short notice deployment may have to acquire equipment from cross leveling among units or other sources on the installation. Units should practice technical inspections, procedures for receiving filler equipment, geographic or mission specific training requirements, adjusting PLL, and any alterations made to the unit movement plans as a result of the EDRE.

The commander of the evaluated unit should participate in developing evaluation criteria for their unit's EDRE. Timelines should be devised for following-up on noted deficiencies. Once corrective action is taken, these areas should be reevaluated. Finally, leaders should review available lessons learned and apply as appropriate. The CALL and the JULLS offer excellent data base resources for leaders to review when planning exercises.

5-6. STRATEGIC TO OPERATIONAL MOVEMENT. Planners at all levels must understand the connectivity of the strategic documentation process. Mistakes, shortcuts, or failure to use the system as intended can result in the following:

• Lack of visibility in the logistics pipeline.
• Delay the delivery of UE and supplies to the unit at the destination in the area of operations.
• Cause the UE and supplies not to be delivered at all.

All these foster a lack of confidence in the distribution system which further leads units to not use the system properly. A detailed discussion of the process units should follow is presented next.

Detailed listings of the unit's total anticipated movement requirements consisting of all UE, accompanying supplies, and baggage comprises UMD. The UMD or UEL is used to create the data base that permits movement planners (like USTRANSCOM or the supported CINC) to plan strategic lift, theater reception, onward movement, and CHE requirements from origin to the units tactical assembly area. The TC-ACCIS produces the source data used to create the UEL. Detailed UELs include a comprehensive description of the unit cargo to be moved along with transportation descriptive information such as length, width, height, and cube. Also, movement codes prescribed by the MILSTAMP to identify hazardous and/or movement characteristics of the cargo to be moved are available. As part of a joint service effort, the capabilities of TC-ACCIS are to be incorporated into a joint unit level transportation operating system called the TC AIMS II for capturing UMD and building/reporting UEL. Once inputted into TC-ACCIS, the UEL becomes an AUEL. AUELs are commonly used for general or notional planning purposes. When the unit determines what equipment will actually deploy, the AUEL is finalized and becomes the DEL. UMD should be updated at least quarterly. Some high profile units do this monthly in conjunction with the submission of their USR. In any event, it must not become a last minute requirement in the midst of a mobilization and deployment.

The DEL for CONUS units are transmitted to FORSCOM for deliberate planning, exercises, and crisis action or contingency deployments. It is also transmitted to MTMC Area Commands when exercising an actual deployment and to FORSCOM. FORSCOM uses the UMD for force planning, strategic mobility analysis, and to update JOPES operations plans. MTMC uses the UMD for rate, route, and terminal operations planning.

The TC-ACCIS program produces barcoded MSL IAW MILSTAMP specifications. Unit movement personnel affix two MSLs to each piece of equipment and shipping container destined for movement. In addition to the to/from addresses, each MSL contains key data pulled from the DEL to assist the DTS in shipping the cargo and ensuring delivery to the unit destination. The MSL also contains the model nomenclature; UIC; bumper number; serial number; item description; length by width by height, weight, cube; and TCN. The TCN for unit moves (prescribed by MILSTAMP) contains the UIC and the SUN directly from the DEL which are used to provide unique item identification (ownership) of the cargo. The TCN is displayed in barcode symbology as well as in-the-clear markings. These MSLs are readable with a PBCR.

Once UE arrives at the SPOE, its arrival is captured and reported into the WPS by scanning the MSL. Ship stow planners then use this data and DEL reported to MTMC to stow plan the vessel using the CODES. The ICODES will supersede CODES when it is fielded. As UE is loaded, the MSLs are scanned to record actual stowage location and this data is added to the WPS database. The WPS data will be used to electronically transmit a detailed ocean cargo manifest to the port of debarkation for offloading and onward movement planning. Unit representatives can also obtain information on which ship and in what stow location the UE has been loaded by accessing WPS or ICODES (when available).

Figure 5-1 shows an overview of some of the key automated systems supporting the deployment process. While the diagram is busy, it is intended to reinforce the importance of working with the available transportation systems which support strategic deployments. All these systems, in some form or another, come into play whenever units are sent from one AOR to another. For example, when USAREUR sent units from Germany to Bosnia, the new operating area was still within the USAREUR area of influence, but TPFDD was needed to manage highway, rail, sea, and air movements. Managing UMD, needed to provide deployment information to the CINC, requires all command and control systems to be standardized. Failure to use the established systems fosters a lack of confidence in the CSS community which can result in loss of control.

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.

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. 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.

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.

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.

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.