Shrinking budgets, downsizing forces, and many other factors are contributing to the DoD's effort to "rethink the way it does business." Although the DoD's mission remains "to provide for the common defense," the DoD must also be able to project military power anywhere in the world on relatively short notice. This projection of power requires the DoD to maintain a material/communications and logistics infrastructure that enables the DoD to ship personnel and materiel globally in times of peace or conflict, and with enough "visibility" to know where the shipped assets are at any time, as well as their status. Lessons learned from every major military deployment during this century point out that sound logistics practices are critical to the success of military operations. Yet, every major DoD military operation undertaken this century has been plagued by logistics and communications difficulties. To this end, the DoD has started to reengineer many of their logistics and communications business practices, utilizing commercial business practices and techniques such as EDI where practical. The Overseas Shipment Documents Process (OSDP) is one of the business processes where DoD hopes to infuse EDI practices. However, according to the Defense Transportation Electronic Data Interchange (DTEDI) Implementation Plan [1]:
"This process presents the largest and most complex of the DTEDI challenges. To electronically process overseas shipment documents, the defense transportation community needs to develop at least 10 telecommunications links among 15 different systems and support more than 80 EDI interfaces." |
Currently, the DoD is expanding its use of EDI techniques in the logistics process [1]. Further, DoD has addressed its need for Total Asset Visibility (TAV), as well as Intransit Visibility (ITV) through a series of plans, programs, and systems development efforts. These efforts, when completed, will provide the DoD with total visibility of assets throughout the world, the status of these assets, and the ability to exchange asset data.
Currently, the defense transportation community is exchanging bills of lading, invoices, rate tenders, and shipment status messages electronically among its members and commercial industry with some success, often using minimal resources. The United States Transportation Command (USTRANSCOM) has been designated as the lead agency for DTEDI program effort. The objective of the DTEDI program is to automate the transfer of data between information systems that are used for different purposes. The program has categorized critical success factors for the DTEDI program into two categories: Program Administration and Technology Management.
This section focuses on the DoD EDI efforts with respect to the overseas shipment documents process. DoD's current EDI operating concept for the overseas shipment documents process consists of three subprojects:
· Advance Transportation Control and Movement Document (ATCMD) from shipper to clearance authority.
· Bill of lading and other shipment information transactions from shipper to Port of Debarkation (POD).
· Various types of shipment information from POD to consignee.
The operating concept for each of the three subprojects above is only a proposed operating concept, because the availability of automation at each of the required nodes in the transportation pipeline does not presently exist. Pictorial representations of the three subprojects are presented in Figures 2.1-1, 2.1-2, and 2.1-3.
Currently, the "Bill of Lading from Shipper to Clearance Authority Operating Concept," Figure 2.1-1, calls for the utilization of Accredited Standards Committee (ASC) X12 transaction sets to perform the overseas shipment documents process between the shipper to the clearance authority, as well as from the clearance authority to the consignee. The shipper is defined as "A Service or Agency Activity (including the contract administration or purchasing office of vendors) or a vendor that originates shipments [2]." The clearance authority is defined as "The activity that controls and monitors the flow of cargo into the airlift or water transportation system [2]." There are two categories of clearance authorities, Airlift Clearance Authority (ACA) and Ocean Cargo Clearance Authority (OCCA). The ACA is defined as "A service activity that controls the movement of cargo (including personal property) into the airlift system [2]." An example of an ACA would be the Air Mobility Command (AMC). The OCCA is defined as "The Military Traffic Management Command (MTMC) activity which books DoD-sponsored cargo and passengers for surface movement, performs related contract administration, and accomplishes export/import surface traffic management functions for DoD cargo moving within the Defense Transportation System (DTS) [2]."
Figure 2.1-1 Bill of Lading from Shipper to Clearance Authority Operating Concept
This operating concept calls for the transmittal of the ATCMD from the shipper to the clearance authority utilizing the ASC X12 858 transaction set. The 858 "Shipment Information Transaction Set" can be used to provide the sender with the capability to transmit detailed bill of lading, rating, and/or scheduling information pertinent to the shipment. Information that is found within the 858 transaction set includes:
· General Shipment Information,
· Cargo Manifest,
· Priority,
· Terms of Sale,
· Origin Station, Destination Station,
· Administrative Contacts,
· Route Information,
· Special Handling Instructions,
· Equipment Details,
· Insurance Information,
· Consignee Information,
· Hazardous Material Information,
· Tariff Information, and
· Import, Export License Information.
Once the ATCMD EDI information is received by the clearance authority from the shipper, the clearance authority may issue a "Challenge Status" to the shipper, using the ASC 864 transaction set. The ASC 864 "Text Message Transaction Set" provides the user with the capability to electronically send messages, contracts, explanations, and other one-time communications, with the purpose of providing communication to the recipient in some human-readable form. The clearance authority will utilize this transaction set to communicate to the shipper additional requirements required for the OSDP not previously addressed. The shipper's communications network will dictate what capabilities exist to receive information from the clearance authority. Should the clearance authority "challenge" the shipment, then the DoD's current operating concept calls for the clearance authority to notify the consignee of the challenge. It has not been determined what type of transaction will be used by the clearance authority to notify the consignee. If the transaction is performed via EDI, then an appropriate ASC X12 transaction set may be required.
Figure 2.1-2 presents the "Bill of Lading from Shipper to POD Operating Concept," for the OSDP. The operating concept calls for the use of the ASC X12 858 transaction set as the primary EDI mechanism. As shown and previously discussed, the shipper transmits the ATCMD (858) information to the clearance authority. The clearance authority is then responsible for transmitting the ATCMD data to the Port of Embarkation (POE) so that a manifest may be generated by the POE. The manifest is generated by the POE and sent, using ASC X12 858/304/856 transactions, to the POD and/or to the over-ocean carrier. Any corrections to the manifest are also transmitted by the POE to the POD using 858/304/856 transactions. The ASC X12 304 "Shipping Instructions Transaction Set" provides the format and establishes the shipping instructions data contents. When the transaction set is transmitted to an ocean carrier, it provides all of the information necessary to prepare and distribute a contract of carriage, such as an ocean bill of lading, a sea waybill, or other shipping documents. When the transaction set is transmitted to a freight forwarder or customs broker, it provides for the transmission of shipping and financial information required by the forwarder or customs broker to move the cargo and provide the services requested. The 304 includes information such as:
· Shipment Information,
· Cargo Information,
· Financial Information,
· Import/Export License Information,
· Route Information, and
· Handling Instructions.
Figure 2.1-2 Bill of Lading from Shipper to POD Operating Concept
The ASC X12 "Ship Notice/Manifest Transaction Set" is used to list the contents of a shipment of goods as well as additional information relating to the shipment. This information includes order information, product description(s), physical characteristics, type of packaging, marking, carrier information, and configuration of goods within the transportation equipment. This transaction set enables the sender to describe the contents and configuration of a shipment in various levels of detail, and provides an ordered flexibility to convey information, especially concerning hazardous materials.
The current operating concept calls for the shipper to send the bill of lading and Transportation Control Movement Document (TCMD) information (via 858) to the POE. Shippers use various shipping documents, including Government Bills of Lading (GBL), TCMDs, and commercial paper to move shipments to POEs. The POEs, however, do not have the capability to receive GBLs electronically, nor do they have the capability to create other transportation documents (such as TCMDs or manifests) using EDI standards [1].
As shown in Figure 2.1-2, the shipper also sends bill of lading and TCMD information via the X12 858 transaction directly to the carrier, or to the Container Consolidation Point (CCP), if required. The CCP provides a means of combining shipments from multiple shippers. These combined shipments may then be sent directly to a single consignee or, by use of stop-offs or Break-Bulk Points (BBP), to multiple consignees. The military services and Defense Logistics Agency (DLA) have established CCPs throughout the Continental United States (CONUS) to consolidate cargo for onward movement. However, some CCP functions may be performed by the POE for loose shipments arriving at the port [2]. The current operating concept calls for the CCP to send bill of lading and TCMD information that they received from the shipper to the POE, or directly to the carrier via 858. The CCP adds the necessary container information to the TCMDs received from the shipper for each shipment. When the container must be moved to the POE by a negotiable document, the CCP prepares the GBLs or Commercial Bills of Lading (CBL) as well [2].
The "Bill of Lading from POD to Consignees Operating Concept" is shown in Figure 2.1-3. The POD will send manifest information using the ASC X12 858/856 transaction set to the Theatre Traffic Management System. The Theatre Traffic Management System will work in concert with the Joint Theatre Transportation System (JTTS). When developed and fielded, the JTTS will be capable of processing shipment information received from port systems; tracking containers and pallets; reading Automatic Identification Technology (AIT) and other devices; interfacing with the Global Transportation Network (GTN); and generating documentation for deploying and re-deploying unit cargo and personnel, and for retrograde cargo [3]. The POD will also send bill of lading (858) and manifest information (858/856) directly to the consignee. Bill of Lading (858) information will also be sent to the carrier from the POD.
When transshipping activities receive multiple shipments that have been unitized, then BBPs may be used. In this case, the current operating concept calls for the POD to forward manifest information (858/856) and bill of lading information (858) to the BBP. Military Standard Transportation and Movement Procedure (MILSTAMP) requires the BBP to notify the POD that the unitized shipment has been received, and requires the BBP to return the singed documentation to the POD. Similarly, the BBP notifies the POD when the shipment is not received within 10 calendar days of its anticipated delivery [2]. This passing of information from the BBP to the POD is shown in Figure 2.1-3 as a dashed line called "Return Information." In both cases, information is passed from the BBP to the POD, and therefore, EDI techniques should be utilized. The ASC X12 858/856 transaction sets for manifest information may be used as the EDI transaction sets for return of signatory information from the BBP to the POD. For notification of late shipments (those shipments not received within 10 calendar days of anticipated delivery), the ASC X12 864 "Text Message Transaction Set" may be used. The BBP is also responsible for forwarding manifest information (858/856) to the consignee and bill of lading information to the consignee and carrier if required.
Figure 2.1-3 Bill of Lading from POD to Consignee Operating Concept
Foreign customs interface of EDI transactions occur between the POD and customs using three ASC X12 transaction sets: 309, 353, and 355. The current operating concept calls for the POD to forward customs manifest information to customs using the ASC X12 309 "U.S. Customs Manifest Transaction Set." This transaction set is used by carriers, terminal operators, port authorities, or service centers to provide U.S. Customs with manifest data on cargo arriving in or departing from the U.S. on oceangoing vessels, railroad trains, or other types of conveyances. The 309 contains information such as:
· Manifest Information,
· Bill of Lading Details,
· Port Information,
· Conveyance Identification, and
· Hazardous Material Information.
The transaction set can also be used by carriers to provide terminal operators, port authorities, or service centers with manifest data on cargo arriving at their facilities.
The POD also sends a customs declaration to foreign customs using the ASC X12 353 "U.S. Customs Events Advisory Detail Transaction Set." This transaction set can be used by carriers to notify U.S. Customs of events concerning cargo-moving in-bond or of conveyance arrivals or departures. These events include the arrival of containers, or cargo covered by individual ocean bills of lading. They also include in-bond numbers which have been moved in-bond to an island destination or which have been exported from the United States. Carriers can also use this transaction set to notify U.S. Customs of the arrival or departure of a conveyance for which an electronic manifest has been filed. It can also be used for the transfer of custodial liability when an in-bond movement involves multiple legs.
The current operating concept calls for foreign customs to issue a manifest acceptance to the POD using the ASC X12 355 "U.S. Customs Acceptance/Rejection Transaction Set." This transaction set can be used by U.S. Customs to report errors and discrepancies discovered in the U.S. Customs transaction sets to ocean carriers, terminal operators, port authorities, and service centers.
2.2 Model of Overseas Shipment Documents Process
In order to fully describe the overseas shipment documents process, an Integrated Definition Language 0 (IDEF0) activity model was developed for part of the transportation process. The IDEF0 modeling technique was chosen for the following reasons:
· It provides a business view of the process.
· It provides a means of integrating actions with information.
· It provides for development of business cases.
· It provides a foundation on which performance metrics can be measured.
An IDEF0 model is a pictorial representation of a business process consisting of boxes and arrows. The boxes of an IDEF0 model represent business activities: the actions or series of actions that have a purpose and create something (output). The arrows represent objects that interact with the activity. Figure 2.2-1 presents a pictorial diagram of IDEF0 objects.
Figure 2.2-1 Pictorial Diagram of IDEF0 Objects
Figure 2.2-1 indicates four types of arrows: input, output, control, and mechanism. The input arrow represents items, such as objects or data that are either consumed or somehow transformed by the activity. The output arrow represents items that occur as a direct result of the activity. The control arrow of an IDEF0 model represents conditions that influence, rule, or regulate the desired output. The mechanism arrows represent the items (e.g., people, machinery, etc.) that perform the activity. The functions of each arrow are important when interpreting the "Model of the Overseas Shipment Documents Process" developed for this task.
Figure 2.2-2 Transportation Processes
The "Model of Overseas Shipment Documents Process" was based upon the Transportation Processes diagram from the DTEDI Implementation Plan [1], depicted in Figure 2.2-2. The model focuses on the "movement" section of the transportation processes diagram, where the overseas shipment documents activity occurs. The entire "movement" section was not modeled. Only the overseas shipment documents activity and its by-products were considered during the development of the model. The domestic shipment activity, status information activity, and discrepancy report activity were omitted from the model because they are not within the scope of the overseas shipment documents activity.
The model was developed from the perspective of the shipper. The scope of the model is limited to those activities involved in the movement of cargo, with respect to the overseas shipment documents process. The activity definitions are included as part of the model. The arrow definitions are included in Table 2.2-1. The model is pictorially presented in Figures 2.2-3 through 2.2-6.
Activity Name |
Activity Number |
Activity Definition |
MOVEMENT |
0 |
The third of four activities required to perform the "overseas shipping document process." The other three include 1) Tender Submission 2) Planning and 4) Payment. The movement activity defines the scope of this model. The model was developed from the "shipper's perspective," where the shipper is defined as the owner of the cargo. There are three major activities associated with movement: Prepare Cargo, Transport Cargo, and Release Cargo. |
Figure 2.2-3 A-0 Movement
Activity Name |
Activity Number |
Activity Definition |
PREPARE CARGO |
1 |
The Prepare Cargo activity consists of all of the actions necessary to ready the cargo for transportation. It includes determining the cargo-specific requirements for shipping, making the cargo ready by packaging or other means, as well as staging the cargo. The cargo is prepared by either the shipper or carrier, using the previously developed shipping plans, and considering required regulations/standards, as well as the clearance authorities' requirements. Information outputs of the activity include the completed TCMD, as well as the preparation status during any portion of the activity. |
TRANSPORT CARGO |
2 |
The Transport Cargo activity consists of all of the actions necessary to ship the cargo from the POE to the POD. It includes loading the cargo, moving the cargo, and unloading the cargo according to the plan, bill of lading, and any regulations or standards. Once the cargo is loaded, a manifest of the cargo is developed, and the bill of lading is executed. The status of the cargo is monitored and reported (typically to the GTN) during both the movement activity and the unloading activity. The shipper and/or the carrier will be responsible for the loading of the cargo, while the carrier is responsible for both the movement and the unloading of the cargo. The major output of this activity is the incoming cargo to the POD and completed movement documentation. |
RELEASE CARGO |
3 |
The Release Cargo activity consists of all of the necessary actions required to clear the incoming cargo and documentation through customs. The local customs personnel will perform this activity in accordance with local customs regulations with respect to the type of cargo requiring release. Local customs may in fact release the cargo conditionally to the consignee. A conditional release is one where the shipper or carrier must perform additional activities prior to the finalization of the movement process. At the completion of this activity, the cargo is released and the necessary paperwork is finalized to complete the movement activity. |
MONITOR CARGO STATUS |
4 |
The Monitor Cargo Status activity is an iterative process that consists of all of the actions necessary to report the current cargo position within the Defense Transportation System to the GTN. The GTN is an automated system that provides the integrated transportation data necessary to accomplish transportation planning, command and control, patient movement, and intransit visibility of units, passengers, and cargo during peace and war. Status reports are generated during this activity in response to report requests. |
Figure 2.2-4 A0 Movement
Activity Name |
Activity Number |
Activity Definition |
Determine Cargo Specific Requirements |
11 |
The Determine Cargo Specific Requirements activity consists of all actions necessary for the shipper to develop the initial paperwork for the cargo movement. The shipper will utilize the shipping plan as the major guide, and adhere to the required regulations and standards where required. The shipper will develop the initial paperwork that will satisfy the clearance authority, as well as any paperwork required for the readying and staging of the cargo. The major output of this activity includes the cargo preparation checklist that will be used to ready the cargo, and the TCMD. The TCMD, which is prepared by the shipper, lists all of the data about a shipment, and may be prepared in several different formats. All cargo, except unaccompanied baggage (Code-J), must have a completed TCMD. The ATCMD provides the clearance authority, port, receivers, and others with advance notice of shipment information necessary to process the cargo through the Defense Transportation System. |
Make Ready |
12 |
The Make Ready activity consists of all of the necessary actions required to prepare the cargo for staging. The shipper, guided by the cargo preparation checklist, will prepare the cargo for staging at the POE. The shipper may interact with the carrier prior to staging to determine carrier-specific staging requirements prior to the actual staging activity. The Make Ready activity also includes putting the cargo on pallets, if required. |
Staging |
13 |
The Staging activity consists of all of the necessary actions required to prepare the cargo for loading onto the transportation equipment (plane, ship). The carrier, utilizing the plan as a guide, will organize the cargo in the order that it will be loaded onto the transportation equipment. |
Figure 2.2-5 A1 Prepare Cargo
Activity Name |
Activity Number |
Activity Definition |
Load |
21 |
The Load activity consists of all of the necessary actions required to place the cargo onto the transportation equipment. Utilizing the plan and the bill of lading as a guide, and considering any necessary regulations and standards, the carrier, shipper, and POE personnel will load the cargo. Necessary documentation required for the movement of cargo is also finalized at this point. Those documents include the executed bill of lading as well as the completed manifest. |
Move |
22 |
The Move activity consists of all of the necessary actions required for transporting the cargo from the POE to the POD. The carrier, utilizing the plan as a guide, will move the cargo to the POD as stated by the manifest and executed bill of lading. |
Unload |
23 |
The Unload activity consists of all of the necessary action to remove the cargo from the transportation equipment and prepare it for release by the local customs personnel. The carrier, aided by POD personnel if required, will off-load the cargo, and finalize any documentation necessary at the POD for the successful release of the cargo from customs. |
Figure 2.2-6 Transport Cargo
Arrow Name |
Arrow Definition |
Bill of Lading |
Two Types: Commercial Bill of Lading (CBL) and Government Bill of Lading (GBL).
|
Cargo |
The items to be shipped. Includes both materiel and personnel. |
Cargo Preparation Checklist |
A list prepared in accordance with regulations and standards and detailing how the cargo should be prepared for loading to fulfill the requirements stated in the GBL and plan. |
Carrier |
The contracted agent responsible for transporting the cargo. |
Clearance Authority |
The activity that controls and monitors the flow of cargo into the airlift or water transportation system. |
Executed Bill of Lading |
The completed bill of lading. |
GTN |
Global Transportation Network - A repository of transportation information that can provide status of cargo. |
Incoming Cargo and Documentation |
The cargo and documentation that arrives at the release authorization point. |
Loaded Cargo |
The cargo that has been readied for shipment. |
Local Customs |
The local customs regulatory officials that will approve the release of the cargo. |
Local Customs Regulations |
Those rules and regulations that the local customs officials must follow in order to release the cargo. |
Manifest |
A list of loaded cargo. |
Moved Cargo |
The cargo that arrives at the release approval point. |
Plan |
The previously developed documentation that describes the rules, requirements, and actions necessary to ship the cargo. |
POD |
Port of Debarkation - The place where the cargo is removed from the equipment that transported it (ship, airplane) and placed it on shore. |
POE |
Port of Embarkation - The place where the cargo is loaded onto the equipment that will transport it to its destination. |
Preparation Status |
The information that is transmitted to the shipper (and GTN) that details the status of the cargo within the transportation network. |
Prepared Cargo |
The cargo that has been readied for staging. |
Regulations/Standards |
The rules that govern the preparation and transportation of the cargo. |
Released Cargo |
The customs cleared cargo that has been approved for release. |
Release Condition Response |
The actions that the shipper or shipper's agent performs to satisfy local customs personnel during a conditional release. |
Release Condition |
The conditions that need to be met for the cargo to be released. |
Release Status |
The current release state of the cargo. |
Report Request |
The call for notification from authorities to ascertain the cargo's status. It may be an electronic or paper response. |
Shipper |
The "owner" of the cargo to be transported. |
Status Report |
The report that delineates the current whereabouts of the cargo, its condition, and release status. May also include Estimated Time of Arrival (ETA). |
TCMD |
Transportation Control Movement Document - Provides clearance authority, ports, etc. with the information necessary to process shipments, and is the basis for the preparation of manifests. |
Transportation Status |
The current position of the cargo within the transportation system. |
Transport Ready Cargo |
The cargo that has been packaged and prepared for shipment. |
2.3 Assessment of the Overseas Shipment Documents Process Operating Concept
The overseas shipment documents process-operating concept presented in the DTEDI Implementation Plan is a proposed operating concept. DTEDI has broken the OSDP operating concept into three subprojects: ATCMD from shipper to clearance authority, bill of lading and other shipment information transactions from shipper to POD, and various shipment information from POD to consignee. DTEDI states that "...these operating concepts need to be thoroughly analyzed before they can be considered complete." DTEDI identifies program management critical success factors key to EDI efforts, and groups them into two categories: Program Administration and Technology Management. Within the Program Administration category, DTEDI identifies the following as critical success factors:
· Recognize one lead agent for the DTEDI Program.
· Centralize Trading Partner Management.
· Coordinate Military Service and Defense Agency Implementation.
· Measure program performance.
· Monitor program-funding requirements.
Critical success factors for Technology Management includes the following:
· Resolve data quality problems.
· Consider other data quality matters.
· Use Commercial-Off-The-Shelf (COTS) software.
· Ensure a viable communication infrastructure.
In addition, the Implementation Plan lists future initiatives that are critical for the defense transportation community in order to continually improve its business techniques by enhancing its EDI capabilities. These future initiatives include the following:
· Evaluate emerging EDI applications and techniques.
· Pursue the development of Electronic Data Interchange For Administration, Commerce, and Transport (EDIFACT).
· Integrate EDI with identification technologies.
Assessing the OSDP operating concept at this time is difficult because there is no explanatory text provided for the three subproject diagrams. However, from an EDI perspective, important EDI implementation-considerations may be derived from the proposed operating concept. These EDI implementation considerations are assessed with respect to the "Model of Overseas Shipment Documents Process," and EDI assertion points are included in the model.
Figure 2.3-1 shows many potential assertion points for EDI transactions in the business case model of the overseas shipment documents process. These EDI assertion points are areas where EDI transactions could be performed in lieu of paper transactions. Each potential assertion point is indicated by a red arrow that points in the same direction as the Input, Control, Output Mechanism (ICOM) to which it is attached. The direction of the EDI assertion arrow is not indicative of the direction of data flow for the proposed EDI transaction.
Figure 2.3-1 Business Case Model A-0 EDI Assertion Diagram
When the "Model of Overseas Shipment Documents Process" is broken into its A0 activities, the EDI assertion points are shown associated with the indicated activity. The Business Case Model A0 EDI Assertion Diagram is provided in Figure 2.3-2.
Figure 2.3-2 Business Case Model A0 EDI Assertion Diagram
As shown in Figure 2.3-2, the movement of cargo consists of four activities. The four activities have EDI assertion points coupled to their ICOMs. In order to provide an assessment of these EDI assertion points, each activity has been assessed individually. These activity assessments, with respect to the assertion of EDI transactions, are provided in the following sections.
2.3.1 Prepare Cargo EDI Assertion Diagram
Figure 2.3.1-1 shows the proposed EDI assertion points for the "Prepare Cargo" activity.
Figure 2.3.1-1 Prepare Cargo EDI Assertion Diagram
As shown in Figure 2.3.1-1, there are four proposed EDI assertion points related to the Prepare Cargo activity. The first EDI assertion point is coupled to the clearance authority for the Determine Cargo Specific Requirements activity. During this activity, the shipper will determine and develop the necessary paperwork to satisfy the clearance authority, as well as any paperwork required for the readying and staging of the cargo. The Determine Cargo Specific Requirements activity also has two other EDI assertion points: one coupled to the cargo preparation checklist for the Make Ready activity, and one coupled to the TCMD. Finally, an EDI assertion point is proposed for the preparation status that is coupled to the Staging activity. Figure 2.3.1-1 implies an electronic interface between the shipper and clearance authority, and is consistent with DTEDI's OSDP operating concept, Subproject 1, as shown in Figure 2.3.1-2.
Figure 2.3.1-2 DTEDI OSDP Operating Concept, Subproject 1
The DTEDI operating concept calls for the shipper to send ATCMD information to the clearance authority using ASC X12 transactions. The proposed EDI assertion points for the Prepare Cargo activity includes EDI transactions of TCMD data, preparation status data, and clearance authority couplings. Not included in DTEDI Subproject 1 is the proposed cargo preparation checklist EDI assertion point. Although not required to complete the foreign customs interface, an electronically transmitted cargo preparation checklist might be advantageous for expediting the OSDP.
Figure 2.3.1-1 is also consistent with the North American Trade Automation Prototype (NATAP) model of the shipments documents process. The NATAP model has the shipper electronically exchanging information with the host customs agency, which acts as the "clearance authority" in the commercial-model instantiation.
2.3.2 Transport Cargo EDI Assertion Diagram
Figure 2.3.2-1 shows the proposed EDI assertion points for the Transport Cargo activity.
Figure 2.3.2-1 Transport Cargo EDI Assertion Diagram
Figure 2.3.2-1 shows three activities associated with the transportation of cargo, with four proposed EDI assertion points identified. Three of the proposed EDI assertion points are coupled with the "Load" cargo activity. Bill of lading and manifest information could be transacted using EDI as proposed in Figure 2.3.2-1. This is consistent with the DTEDI OSDP Subproject 2 operating concept shown in Figure 2.3.2-2.
Figure 2.3.2-2 DTEDI OSDP Operating Concept, Subproject 2
DTEDI Subproject 2 calls for bill of lading information to be transacted electronically between shipper, POE, CCP, and carrier, depending on the type of cargo to be shipped. Manifest information is electronically exchanged between the POE, POD, and over-ocean carrier in DTEDI Subproject 1.
Figure 2.3.2-1 also shows a proposed EDI assertion point for transportation status information coupled to the Load, Move, and Unload activities. This is consistent with the "Defense Intransit Visibility Integration Plan" which calls for the GTN to monitor the status of all shipments. Figure 2.3.2-1 is also consistent with the NATAP model. NATAP defines the manifest as the bill of lading information augmented with additional required Government data. The NATAP model identifies the common data elements that are routinely contained on the bill of lading and manifest that will be exchanged electronically as part of the foreign customs interface (NATAP Data Elements Reference).
2.3.3 Release Cargo EDI Assertion Diagram
Figure 2.3.3-1 shows the proposed EDI assertion points for the Release Cargo activity.
Figure 2.3.3-1 Release Cargo EDI Assertion Diagram
As shown in Figure 2.3.3-1, the Release Cargo activity has three proposed EDI assertion points. Two of the proposed EDI assertion points (one for local customs and the other for release condition response) are directly related to foreign customs interface electronic data transactions. Recall that local customs has been defined in the model of overseas shipment documents process as the "local customs regulatory officials that will approve the release of the cargo." This will be where the interface with foreign customs occurs in the OSDP. The release condition response has been defined in the model of overseas shipment documents process as "the actions that the shipper or shipper's agent performs to satisfy local customs personnel during a conditional release." One such way to satisfy local customs personnel is to provide/augment/update electronic shipment data. The other proposed EDI assertion point is for release status, which is a proposed EDI message to the GTN. This proposed EDI assertion point could provide for intransit visibility.
Figure 2.3.3-1 is consistent with the DTEDI OSDP Subproject 3 operating concept, as well as the NATAP model. In the DTEDI OSDP Subproject 3 operating concept, EDI transactions occur between the POD and local customs. See Figure 2.3.3-2. These transactions are shown as ASC X12 309 Customs Manifest, 353 Customs Declaration, and 355 Manifest Acceptance. These transactions could occur via the electronic foreign customs interface.
Figure 2.3.3-2 DTEDI Subproject 3
In the NATAP model, shipment information is sent to foreign customs via EDI from a transponder located within the truck or rail car. In the case of a truck, when approaching the border the driver receives either a "red" or "green" light indicating whether the cargo (as well as the truck and driver) have been cleared through customs and immigration. This operating concept is presented in Figure 2.3.3-3.
Figure 2.3.3-3 NATAP Foreign Customs EDI Interface
2.3.4 Monitor Cargo Status EDI Assertion Diagram
Figure 2.3.4-1 shows the proposed EDI assertion points for the Monitor Cargo Status activity.
Figure 2.3.4-1 Monitor Cargo Status EDI Assertion Diagram
As shown in Figure 2.3.4-1, the Monitor Cargo Status activity has EDI assertion points coupled with it from all of its ICOMs. The Monitor Cargo Status activity has been defined in the model of overseas shipment documents process as "an iterative process that consists of all of the actions necessary to report the current cargo position within the Defense Transportation System to the GTN." It is proposed that all status reports and report requests utilize EDI transactions with the GTN during the Monitor Cargo Status activity because the GTN is the automated system that provides the integrated transportation data necessary to accomplish transportation planning, command and control, patient movement, and intransit visibility.
2.3.5 Summary of OSDP Operating Concept Assessment
At present, three subprojects for performing the overseas shipment documents process using EDI have been developed and are included in DTEDI. Those three subprojects are:
1. ATCMD from shipper to clearance authority.
2. Bill of lading and other shipment information transactions from shipper to POD.
3. Various shipment information from POD to consignee.
From an EDI perspective and given the information available within DTEDI, there is nothing precluding the implementation of the three subprojects that make up the overseas shipment documents process. Further, these three subprojects share consistencies with the "Model of Overseas Shipment Documents Process," as well as NATAP's operating concept.
