4.0  EXISTING MILITARY FOREIGN CUSTOMS PROCEDURES AND INTERFACES

The following sections describe existing military component transportation roles, Status of Forces Agreements (SOFAs), as well as their procedures and interfaces to customs.

4.1  Military Service and Defense Agency Roles

USTRANSCOM employs its service components--MTMC, Military Sealift Command (MSC), and AMC to satisfy the DoD's worldwide transportation needs. USTRANSCOM integrates all transportation resources while its three components execute the missions. MTMC, the land component, orchestrates movement of equipment, vehicles, weapon systems, supplies, ammunition, and troops within their area of operation. It uses surface transportation assets to accomplish its mission. To enhance its future operations, MTMC is pursuing the single port management concept; similar to the Tanker Airlift Control Element (TALCE) employed by AMC. The sea component of USTRANSCOM, MSC, provides ocean transportation for DoD cargo supporting U.S. forces around the world. Using more than 145 ships organized in four major area commands, MSC fulfills over 90 percent of the DoD's total transportation requirements during both peace and war [4].

4.1.1  Military Traffic Management Command

The current mission statement for MTMC is to:

4.1.2  Air Mobility Command

The AMC mission statement encapsulates who AMC is and what AMC does. Everyone associated with air mobility is part of a cohesive team that makes the AMC mission happen. AMC is responsive to their customers' needs and strives to employ resources in the most effective and efficient ways possible. AMC's total commitment to quality is how AMC will continue to improve process and provide effective, reliable, and efficient services. Global Reach, the ability to project and sustain forces worldwide, is unique to the United States of America. AMC operates around the world, around the clock, in support of America's national interests, every day [4].

4.1.3  Military Sealift Command

The USTRANSCOM component that fulfills 90% of the DoD's total transportation requirements, MSC, has the simplest mission statement of all USTRANSCOM components. It states, simply:

"Service to Customers [6]."

4.1.4  Military Exchange Services

The categories of merchandise and price limitations on goods sold by military exchange services in the continental United States are established by regulations approved by Congress. These limitations do not apply to overseas exchanges.

4.1.4.1  Army and Air Force Exchange Service

One of the largest retail merchandise stores worldwide, the Army and Air Force Exchange Service (AAFES) has the following mission statement:

To sell to the Army and Air Force Exchange Service, a firm must offer its product to the appropriate buyer at headquarters or the exchange region office. No merchandise is purchased by individual exchanges. The headquarters buyers purchase all resale merchandise that is commonly stocked in post and base exchanges in CONUS, and all resale merchandise of United States origin for overseas exchanges. Merchandise peculiar to single exchange regions is purchased by these four exchange regional offices, each of which has approximately 36 exchanges located in its geographical area. The exchange regional offices are as follows:

4.1.4.2  Navy Exchange System

Navy Exchange Command (NEXCOM) is headquarters for the worldwide Navy Exchange System (NEX). The system employs over 18,000 associates to support and manage its four programs:

· Navy Exchanges,
· Navy Lodges,
· Navy Uniforms, and
· Ship Stores.

NEXCOM was officially established in April 1946, with its overriding objective to improve the quality of life of Navy personnel. NEXCOM's roots can be traced back to the merchant "bum boats" of the 1800s. At that time, sailors relied on bumboats for their daily needs. Soon, independent stores cropped up aboard ships and ashore with no standard of conduct.

At the end of World War II, Captain W. H. Bingham was appointed to develop a resale program to legitimize the stores. This resulted in the official establishment of the Navy Ships Stores Office in Brooklyn, NY. The name was later changed to Navy Resale System Office and then to Navy Resale and Services Support Office. In 1981, the command was moved to Staten Island, NY. Ten years later, the name was changed to the present Navy Exchange Service Command, and in 1993, NEXCOM relocated from Staten Island, NY to Virginia Beach, VA.

As headquarters for the Navy Exchange System, one of NEXCOM's primary responsibilities is supporting five Navy Exchange Service Centers (NEXCENs). These service centers are located in:

· Norfolk, Virginia
· Jacksonville, Florida
· San Diego, California
· Pearl Harbor, Hawaii
· Naples, Italy

These NEXCENs assist NEXCOM in fulfilling its quality of life mission by providing assistance to the many retail and service outlets in their geographic regions. They are a vital link between headquarters and the exchanges. Supporting the NEXCENs allows NEXCOM to strengthen the service it provides to all four of the Navy Exchange System Programs.

The Navy Exchange Program is the largest and most complex of the four systems. All of the 123 Navy Exchanges provide authorized patrons with goods and services at overall savings in convenient, modern facilities. Dividends are reinvested in the sailor by directly supporting Morale, Welfare, and Recreation (MWR) programs. These programs include community development activities and all quality of life programs for Navy personnel and their families.

The Navy Uniform Program provides the sole source of authorized uniforms to all officers and enlisted personnel. Uniforms may be obtained from any one of the 123 Navy Exchange uniform stores worldwide, or through the Uniform Support Center's mail order program.

The Navy Lodge Program was originally established in 1964 as the Navy Hotel and Guest Lodges and operated under the Club Program. Today, lodges provide military families clean, comfortable accommodations at 41 locations around the world.

The Ship Stores Program serves the men and women aboard Navy ships by providing a selection of basic merchandise, convenience items, and gift-type merchandise for purchase by the ship's crew. Ships stores also operate services such as vending machines and electronic game machines for amusement during off-duty hours. Ships stores are appropriated fund activities, but are authorized to make a profit. These profits are used to support shipboard MWR programs.

With the exception of the Ships Stores Program, activities of NEXCOM operate as non-appropriated fund activities. They are self-supporting and all dividends are reinvested in the sailor to support MWR programs and navy exchange buildings and equipment. All of the programs focus on the sailor and the necessity of a good quality of life. This is the mission, goal, and driving force behind NEXCOM.

Most navy exchanges offer a variety of services that may include the following:

· Main Retail Store
· Barber Shop
· Beauty Shop
· Snack bar
· Auto Repair Center
· Cafeteria
· Laundromat
· School Lunch
· Optical Shops
· Flower Shops
· Photo Finishing
· Custom Service
· Tailor Service

Some NEX facilities, due to their size and location, may not offer all of the above listed services. Table 4.1.4.2-1 identifies NEX facilities located in some of the countries delineated in the Statement Of Work (SOW).

4.1.5  Joint Traffic Management Office

The newest component to the USTRANSCOM family, Joint Traffic Management Office (JTMO) actually falls under MTMC command. The mission statement for JTMO is:

4.1.6  Defense Commissary Stores

The Defense Commissary Agency (DeCA), under the authority, direction, and control of the assistant Secretary of Defense (Force Management Policy) is responsible for providing an efficient and effective worldwide system of commissaries for the resale of groceries and household supplies at the lowest practical price (consistent with quality). These services are provided to members of the military services, their families, and other authorized patrons.

The majority of resale merchandise for defense commissary stores is purchased under brand-name contracts issued by the Defense Personnel Support Center (DPSC). The purchase of other than brand name resale items is handled by DeCA. DeCA has two centralized buying activities:  one for purchasing equipment, supplies, and services, and one for all commissary items other than the DPSC brand name items. Along with the two centralized buying activities, there are six regional offices. Firms offering items for resale within defense commissaries must market their items at the regional activity. The two service centers and six regional offices are as follows:

4.2  Status of Forces Agreement

With the United States maintaining the largest contingent of troops overseas and specifically in North Atlantic Treaty Organization (NATO) countries, it became clear that an agreement was needed that defined the status of these forces. On September 19, 1951, the SOFA between NATO and the United States of America was signed in Washington, D.C. This agreement addresses problems associated with and arising from the stationing of armed forces of one NATO country in the territory of another.

The major provisions addressed in the agreement are:

· Obligations of the forces to respect the host nation's laws.
· Provisions for entry, presence, and departure of military and civilian personnel with relaxation to customary immigration procedures.
· Rules for driving permits, wearing of uniforms, and marking of service vehicles.
· Carrying of arms.
· Criminal jurisdiction.
· Claims for damage, taxation, customs duties, and exemptions.
· Foreign exchange controls.
· Actions during wartime conditions.

These provisions are still in effect today and facilitate the stationing and logistical support of troops outside the United States. This section highlights important provisions of the SOFA that relate to the import, acceptance, and maintenance of troops and materials within the respective countries. The following sections identify additional SOFA information found to date specific to the countries of interest.

4.2.1  The Netherlands

The United States may station troops in the Netherlands as mutually agreed upon and for the furtherance of the objectives of NATO. The Netherlands will also provide necessary land and utilities to facilitate the stationing of United States troops. United States forces, its civilian components, and their dependents may import duty free new and used personal effects including furniture for a period of six months from the date of first arrival.

United States forces may procure supplies, facilities, and services directly from local sources in the Netherlands. The United States forces may also import, free of duty, reasonable quantities of supplies and other goods for use by members of the United States forces, civilian components, and their dependents and distribute them through official activities.

United States military exchanges and commissaries, officers clubs, and similar activities may be established and may operate without being subject to taxes. Title to removable equipment, materials, and supplies brought into, or acquired in, the Netherlands by or on behalf of the United States in connection with the SOFA will remain in the United States Government. This property will be free from all duties, inspections, and other restrictions, whether on import or export, and free of all taxes.

4.2.2  Republic of Germany

The customs office of entry shall, in general, allow goods to be forwarded directly to the agency of the force or the civilian component authorized to receive them under the simplified procedure provided for by German customs legislation. The official certificate shall, in that case, serve as a customs document during transportation. The customs office of entry shall certify clearance on all copies of the official certificate and retain one copy.

The customs office of entry shall in general, permit direct transportation of the goods, under the simplified customs procedure provided for in the German customs legislation (to the German customs office of exit).

4.2.3  Japan

With respect to facilities and areas which are to be used by United States armed forces for limited periods of time, the Joint Committee shall specify, in the agreements covering such facilities and areas, the extent to which the provisions of this agreement shall apply. The SOFA states:

4.2.4  South Korea

The Republic of Korea grants, and the United States of America accepts, the right to dispose United States land, air, and sea forces in and about the territory of the Republic of Korea as determined by mutual agreement.

Members of the United States armed forces, the civilian component, and their dependents shall be subject to laws and regulations administered by the customs authorities of the Republic of Korea.

All materials, supplies, and equipment imported by the United States armed forces (including their authorized procurement agencies and their non-appropriated fund organizations provided for in Article XIII), for the official use of the United States armed forces, the civilian component, and their dependents, materials, supplies, and equipment which are to be used exclusively by the United States armed forces or are ultimately to be incorporated into articles or facilities used by such forces, shall be permitted entry into the Republic of Korea; such entry shall be free from customs duties and other such charges.

United States and foreign vessels and aircraft operated by, for, or under the control of the United States for official purposes shall be accorded access to any port or airport of the Republic of Korea free from toll and landing charges.

4.2.5  Turkey

For the implementation of the "agreement between the parties to the North Atlantic Treaty, regarding the status of their forces," dated June 19, 1951 [11], the two Governments have agreed as follows:

Additionally, defense treaties and agreements exist between the United States and Turkey that address re-distributable and excess equipment and materials furnished pursuant to the mutual defense assistance programs, the introduction of modern weapons into NATO defense forces in Turkey; the establishment of a facility for repairing and rebuilding M-12 range finders in Turkey; the establishment of a weapons production program, the payment to the United States of net proceeds from the sale of defense articles and services under the military assistance program; the grant of defense articles and services under the military assistance program; and a memorandum of understanding on cooperative measures for enhancing air defense capabilities of selected locations within Turkey.

Other treaties and agreements between the United States and Turkey mutually support a lend/lease program, mutual security, postal matters, shipping, trade and commerce, economic and technical cooperation, aviation, and agricultural commodities.

4.2.6  Panama

Agreements and treaties are currently in force that relate to the sale of military equipment, materials, and services to Panama. These treaties and agreements are written and designed to contribute to the internal security of Panama.

Additionally, agreements exist that provide for the common defense and economic and military cooperation between the United States and Panama. Furthermore, an agreement exists that allows the United States the detail of a military officer to serve as adviser to the Minister of Foreign Affairs of Panama.

Other agreements currently in force allow for mutual cooperation for reducing demand, preventing illicit use and combating illicit production and traffic of drugs; the support and assistance from the United States Coast Guard for the National Maritime Service of the Ministry of Government and Justice; and a memorandum of understanding concerning the provision of helicopters for the purpose of more effectively combating the illicit production and trafficking of drugs and other international criminal activities, with general provisions.

Agreements also exist for other areas such as shipping, postal matters, property transfer, scientific cooperation, telecommunication, trade and commerce, use of canals, customs activities, economic and military cooperation, economic and technical cooperation, maritime matters, and military missions.

Finally, the Panamanian Defense Forces were disbanded following the United States military occupation of Panama. A public force, modeled after the Costa Rican National Police, was created in their place. The force was to be trained by the United States. The President of Panama is the nominal Commander-In-Chief (CINC) of the Public Forces.

4.3  Existing Military Procedures and Interfaces

The following background information illustrates the evolution of military organizations involved in transportation over the past several years to arrive at current base locations, and operating posture. Most of the changes have been the result of changing military operational goals, and unrest in many foreign countries. Table 4.3-1 lists the unit and location for the components of USTRANSCOM in the nine countries delineated in the SOW.

4.3.1  Military Traffic Management Command

Since July 1983, Headquarters MTMC Europe has been located in Capelle aan den Ijssel, adjacent to the city of Rotterdam in the Netherlands. Today, MTMC Europe is a regional transportation command with manned sites in eleven nations in the European, Mediterranean, and Middle East areas. Its ports handle over three million tons of cargo per year. The command executes MTMC's worldwide missions in the U.S. European Command, and parts of the U.S. Atlantic Command and U.S. Central Command's area of operations.

On October 1, 1991, the Azores was transferred to MTMC Europe. On December 2, 1991, a temporary MTMC terminal located in Ad Dammam, Saudi Arabia, took on the difficult mission of returning unit equipment and containers. This happened with strict time constraints and minimum staffing under MTMC Europe. On June 25, 1992, MTMC Terminal Saudi Arabia was deactivated.

MTMC Europe was a subordinate of Headquarters MTMC until 1992. On July 10, 1992, MTMC Europe was realigned under MTMC Eastern Area, Bayonne, New Jersey. As part of MTMC, Transportation Terminal Unit (TTU) Spain, Barcelona was added to MTMC Europe in January 1977, MTMC Europe's Outport Barcelona was officially closed on September 30, 1992. Outport Barcelona's closure was due to the reduction of U.S. Air Force presence in Spain.

On October 1, 1992, the overall responsibility of the United States Army Europe (USAREUR) organization, Joint Traffic Management Agency (JTMA) at Oberursel, Germany, was transferred to MTMC Europe. Within the MTMC organization, the control of JTMA was delegated to the Directorate of Inland Theater Transportation (ITTD), formerly the Personal Property Directorate (PPD).

On September 30, 1994, MTMC 1311th Medium Port Command (MTMC Terminal Spain), located at Rota, Spain, was deactivated due to the reduction of the U.S. Air Force presence in Spain. In April 1996, MTMC Europe's Terminal Southwest Asia in Bahrain had been officially activated as MTMC's 1311th Medium Port Command. The terminal has three detachments in Saudi Arabia, Kuwait, and Qatar. On October 1, 1996, MTMC Europe became a subordinate area command of Headquarters, MTMC in Falls Church, Virginia. [8]

4.3.2  Air Mobility Command

The entire globe is Air Mobility Command's area of responsibility. During calendar year 1995, the men and women of the command flew into all but seven nations of the world. Command aircraft during the year flew over 72,000 missions and delivered over 1.8 million passengers and 720,000 short tons of cargo. Tankers off-loaded 137 million gallons of fuel. Even on a slow day, AMC personnel can anticipate flying between 175 and 200 airlift and air refueling missions.

In recent years, AMC airlifters and tankers have been called upon to perform their combat mission to project power and to display national resolve. Examples include transport aircraft loaded with troops en route to Haiti when the invasion was called off. In Operation Southern Watch, airlift and air refueling helped impose a no-fly zone over southern Iraq. For Operation Vigilant Sentinel, which augmented Southern Watch, air mobility ensured a timely response to political turmoil in Iraq and the potential of Iraqi military aggression against the states of Southwest Asia.

The command has supported implementation of many varied national objectives. In support of arms limitations, for example, air mobility aircraft have airlifted nuclear inspectors in compliance with the Strategic Arms Reduction Treaty. Transport and tanker aircraft have flown in support of the campaign to stop illegal drug trafficking.

Efforts to build bridges to the former Soviet Bloc have been supported by Air Mobility Command. Through an on-going program called Provide Hope, AMC airlifts humanitarian cargo to the former Soviet republics. In Cooperative Nugget, the command transported representative army units from 14 nations of the former Soviet Union and Warsaw Pact to the United States for an exercise with U.S. forces. The exercise was part of the Partnership for Peace program designed for nations of the former Soviet Bloc seeking closer ties with NATO. During Peace Shield `95, AMC airlifted American soldiers to the Ukraine for a joint exercise with Ukrainian troops. In an exercise of U.S. and Russian troops, in the United States called Peacekeeper `95, Russian and AMC mobility aircrews conducted joint maneuvers.

AMC flies humanitarian missions virtually every day of the year. An airlift of relief supplies to Bosnia known as Provide Promise surpassed the Berlin Airlift as the longest sustained humanitarian airlift. At home, command aircraft brought medical supplies, equipment, and investigators to Oklahoma after a terrorist bomb destroyed a federal office building in Oklahoma City. Humanitarian missions have also evacuated noncombatants, as well as seriously ill or injured patients. In Operation Assured Response, foreign nationals were extricated from Liberia as factional fighting produced anarchy. Emergency medical evacuations involved people from all stations in life, from an ill President of Fiji, to shark-attack victims, to children who ingested poison. Additional recent operations that show the scope of AMC's global reach mission include those detailed in Table 4.3.2-1.

4.3.3  Military Sealift Command

MSC area commands continue to have important roles in the newly structured MSC. Led by Navy captains and ultimately located in Norfolk, VA; Pearl Harbor, HI; Yokohama, Japan; and Naples, Italy; the area commands will be the MSC face to the fleet. Area commanders will exercise operational control and provide ship husbanding and, in the case of MSC Europe and MSC Far East immediate, priority repair for all MSC ships in their areas of responsibility.

Area commands will work with all MSC customers to help develop requirements and provide on-site assistance, as needed. The overseas area commands will continue to provide ocean and intermodal transportation toward requirements that originate in their respective areas of reporting.

The U.S. area commands will reduce significantly in size during the coming years to less than 80 employees each, down from more than 550 at MSC Atlantic in Bayonne, NJ, and 470 at MSC Pacific in Oakland, CA. In the near term, most of the displaced area command employees will remain in their same geographic areas, and some will transition to positions that will be co-located with the area command, but will report to MSC program managers.

MSC Mid-Atlantic, located in Norfolk, VA, will be disestablished and most personnel will move into Naval Fleet Auxiliary Force or Special Mission Program project offices located in the Norfolk area. The reduced MSC Atlantic staff will move to the Norfolk area when funding becomes available, but not later than 1998. The Fast Sealift Squadron staff will remain located in New Orleans. However, the Navy captain serving as the squadron commander and the contractor's on scene representative responsible for ship readiness will be replaced by a civilian that will be headquartered in Washington, D.C., within the Sealift Program. MSC Atlantic will retain offices in Port Canaveral, FL and in Panama.

MSC Pacific, currently located in Oakland, CA, with offices in San Diego, CA, and Pearl Harbor, HI, will relocate to Pearl Harbor, closer to its primary customer, CINC, Pacific Fleet. MSC Pacific will retain an office in San Diego and in Concord, CA.

The size, structure, and functions of both MSC Far East in Yokohama and MSC Europe will remain largely unchanged by the reinvention. MSC Europe, currently located in London with a sub-area office in Naples, will move to Naples to be closer to its customers. It will retain a detachment in the London area for transportation, as well as offices in the Netherlands and in Southwest Asia in Bahrain. MSC Europe also has operational command of Maritime Prepositioning Squadron 1, in the Mediterranean.

MSC Far East remains in Yokohama, Japan, with offices in Okinawa, Korea, Diego Garcia, and Guam. Maritime Prepositioning Squadrons 2 and 3 report to MSC Far East, as does the MSC detachment in Singapore. [9]

4.3.4  Army Air Force Exchange Service

AAFES services active duty military, National Guard members, reservists, and their dependents. Additionally, AAFES does business and buys goods or supplies from some 12,600 United States firms. Approximately 94% of these are small businesses. The sale of some categories of retail merchandise is limited within CONUS by the Armed Service Exchange Regulations approved by the United States Congress. There are no limitations on retail merchandise sold in overseas exchanges.

Fourteen Distribution Centers (DCs) are strategically located to support exchange facilities worldwide. Five DCs are located within CONUS, three in Europe, four in the Pacific, one in Hawaii, and one in Panama. The DCs receive, process, and ship a variety of general and specialized merchandise. The following is a list of DCs located in CONUS.

The Atlanta DC
Forest Park
Atlanta, Georgia
Provides general merchandise support to exchanges located in the southeastern part of the United States.

The Oakland DC
Oakland, California
Distributes general merchandise support to stores west of the Rockies, including Alaska, and throughout the Pacific.

The Waco DC
Waco, Texas
Supports exchanges east of the Rockies and west of the Mississippi.

The Dan Daniel DC
Newport News, Virginia
Serves stores along the northeastern seaboard of the United States and exchanges in Europe with general merchandise support.

The Fashion Distribution Center (FDC)
Dallas, Texas
Distributes women's, men's, and children's fashion and seasonal clothing to exchanges worldwide.

The other DC's located in Europe, the Pacific, Hawaii, and Panama provide local support for high turnover items and also serve as transship points for receipt of store orders from DCs in the United States.

AAFES works in and through the Defense Transportation System. AAFES has been working closely with USTRANSCOM for the past fourteen months on current transportation and billing practices. AAFES believes they have the best distribution system in the world.

4.3.5  Joint Traffic Management Office

On February 2, 1996, USTRANSCOM Command and Control (TCJ5) presented USTRANSCOM's Streamlining Work Group (SWG) recommendations to Commander-in-Chief Transportation (CINCTRANS). Included among these recommendations was the establishment of a JTMO for intermodal cargo and container operations at Headquarters (HQ) JTMO. The SWG's intent was to eliminate fragmented traffic management by combining it into the JTMO traffic management functions currently performed at MTMC, MSC, and AMC.

By a memorandum dated February 5, 1996, Deputy Commander-In-Chief (DCINC) directed MSC and MTMC to develop a joint Concept of Operation (CONOP) for the JTMO. MSC and MTMC developed a separate CONOP and presented a JTMO concept brief to CINCTRANS, who approved establishment of the JTMO for surface intermodal cargo and container movements at HQ MTMC.

On May 22, 1996, USTRANSCOM established direction responsibilities for the formation of JTMO at HQ MTMC. The mission of the office will be to serve as the single USTRANSCOM focal point for the execution of surface intermodal movements within the defense transportation system. [10]

4.4  Military Cargo on Military Overseas Carriers

Shipping military equipment and personnel into foreign countries can be a complicated process. In order to gain an understanding of the military transportation network, graphics depicting the various scenarios by which military equipment and personnel are shipped to foreign countries were developed. These graphic scenarios include:

· Exercise driven shipments,
· Non-exercise driven shipments, and
· DoD normal freight shipments.

The scenarios were generated using Ft. Riley as the initiation point because of its geographical handicap. Ft. Riley is located in the center of the United States, which makes an overseas deployment from Ft. Riley uniquely difficult. The closest airfield that can support a major deployment is Forbes Field, located sixty miles east of Ft. Riley. The closest seaport is Beaumont, TX, eight hundred and fifty miles southeast of Ft. Riley. Ft. Riley has a long history of wartime deployments, and annual deployments to Germany in support of warfighter exercises. According to the Traffic Management Officer (TMO) at Ft. Riley, they are also responsible for the deployment of over 290 military units comprised of U.S. Army Reserve and National Guard units, as well as the active duty Army units at Ft. Riley. Bremerhaven, Germany was selected as the port of debarkation.

The TMO at Ft. Riley, KS provided the information for the development of this research. Whether it's a peacetime deployment for training or emergency deployment for some contingency mission overseas, the circumstances surrounding the shipment of cargo will impact the method and the information flow of the shipment process. The underlying difference between these three scenarios is in whom will incur the cost of shipping the equipment.

For almost all exercise driven shipments, the unit or shipper relies on funds budgeted for the exercise from Forces Command (FORSCOM) to cover shipment costs. In the case of national emergency, Congress will appropriate funds for the cost of shipment. When equipment has to be shipped in a non-exercise driven scenario, the funds will come from the command designating the move for the units at Ft. Riley. For DoD normal freight shipment, Tank Automotive Command (TACOM), or the receiving depot will incur the cost of shipment. In most cases, when a shipment is sent back to the depot within the allotted return time, the depot will credit the installation for the shipment charges. If the cargo is shipped back to the vendor for resale, the vendor will incur the cost of shipment.

The graphics in the following sections illustrate the shipping scenarios from the perspective of the freight manager or shipper. The freight manager or shipper's perspective is the same perspective used to develop the As-Is Model of Overseas Shipment Documents Process presented in Section 2.2. The dashed lines show the line of communications that are not visible from the freight manager's perspective. The colored lines depict means of communication that the organizations use to transmit shipment information. The circled items identify the automated EDI shipping systems involved in the transportation process.

4.4.1  Exercise Driven Shipments

The only two methods for shipping cargo overseas are by surface vessel ship and aircraft. The following subsections detail the land shipment operations for over the road carriers and railroad carriers.

4.4.1.1  Surface Vessel Overseas Carriers

The deployment scenario in Figure 4.4.1.1-1 is an exercise driven deployment such as Operation Joint Guard or Operation Desert Shield. In this scenario, the Unit Movement Officer at Ft. Riley, KS is shipping cargo to Frankfurt, Germany.

Figure 4.4.1.1-1  Military Freight Shipment by MSC (Exercise Driven)

The following bullets explain the process depicted in Figure 4.4.1.1-1.

· Unit Movement Officer (UMO) identifies the equipment to be shipped in the Transportation Coordinator's Automated Command and Control Information System (TCACCIS).

TCACCIS is a database that contains a military unit's Authorized Unit Equipment List (AUEL). This AUEL represents all the equipment that the unit is authorized to have. The UMO accesses the AUEL data and selects the equipment for shipment. TCACCIS generates the Deployable Equipment List (DEL). In conjunction with the DEL, TCACCIS prints a Military Shipping Label (MSL). The MSLs are placed on the equipment being shipped for tracking purposes. The UMO submits the DEL to the TMO for verification.

· TMO verifies DEL and transmits the DEL data to FORSCOM.

FORSCOM reviews the DEL and coordinates lift requirements with the USTRANSCOM. USTRANSCOM validates requirements by shipment mode, then coordinates lift requirements with AMC, MTMC, and MSC. The clearance authority also coordinates with MTMC and MSC during the approval process. At this stage, MTMC begins coordinating surface vessels, over the road movements, and railroad movement of cargo to the seaport. For land surface movement, MTMC releases port call information that identifies the POE, and the date that the cargo is due at the port, to the TMO.

· Upon receipt of port call information, the TMO inputs the data for the Domestic Route Order (DRO) into the Military Traffic Management Command's CONUS Freight Management system (CFM). This DRO is transmitted to the MTMC area command requesting either commercial line haul or rail movement to POE.

The CFM is used to submit the route order electronically. The CFM also handles GBL data electronically for electronic payment to the carrier. MTMC area command coordinates with the POE to ascertain the surface vessel availability; MTMC uses the Worldwide Port System (WPS) as the electronic interface with the port. Once coordination with the port is complete, MTMC area command issues a route order approval to the TMO for the rail load or line haul of the equipment to the POE.

· TMO conducts rail-loading operations.

A train transports equipment to the POE in Beaumont, TX to be loaded on ocean vessel. Once the equipment is loaded on a vessel to Germany, the POE generates a ship's cargo manifest. The ship's manifest is not always forwarded to the POD prior to the vessel arrival into the port of debarkation. During Operation Desert Shield, the POD did not receive any advanced notice of arriving cargo until the cargo ship docked and a hard copy of the ship's manifest was delivered to the POD.

· Ocean vessel transports equipment to the POD in Bremerhaven, Germany.

Information gathered to date from the military transportation organizations indicates the POD as the location where foreign customs documentation is completed, if required.

· Equipment is transported to the final destination by rail or line haul, depending on type of equipment.

The receiving organization is usually responsible for the movement of the cargo after it has been released to the consignee.

4.4.1.2  Airborne Overseas Carrier

Depending on the amount and size of the cargo, aircraft is a timely method by which to deliver military cargo to its destination. Palletized cargo and light vehicle cargo, many times, is shipped by air to overseas military airfields and, in some cases to foreign controlled international airports. Military airborne carriers are more restrictive on what type of equipment is shipped by air. There are many factors to consider in the decision to use airborne carriers over surface vessel carriers. Figure 4.4.1.2-1 illustrates the procedure and information flow in its simplest form for the shipment of military cargo on a military air carrier.

Figure 4.4.1.2-1  Military Freight Shipment by AMC (Exercise Driven)

· UMO develops DEL with TCACCIS.

UMO identifies equipment to be shipped from the AUEL on TCACCIS. Once the DEL and MSLs are obtained, the UMO submits them to the Ft. Riley Unit Movement Coordinator (UMC).

· UMC transmits the DEL through FORSCOM to USTRANSCOM using the Global Command and Control System (GCCS).

FORSCOM must be in the loop of information to track and organize military unit deployment timelines.

· AMC coordinates with the Aerial Port Of Embarkation (APOE) and transmits the type of aircraft and its arrival time, commonly referred to as the air flow schedule. The air flow schedule is transmitted using GCCS through FORSCOM to the Ft. Riley UMC.

· Ft. Riley UMC sends seven copies of the shipment manifest with the cargo to the local APOE.

A commercial carrier can be used to move the cargo to the APOE but, in this scenario, the cargo is moved by internal resources.

· Air Force personnel load the aircraft and generate aircraft manifest at the APOE using Consolidated Aerial Port System II (CAPS II).

The DEL and cargo information is manually input into the CAPS II system. CAPS II and TCACCIS do not have a common data interface.

· The aircraft manifest is transmitted electronically to Aerial Port Of Debarkation (APOD) using CAPS II.

The APOD does receive advanced manifesting data. However, it has yet to be determined whether this advanced manifesting data is used to clear foreign customs. Information gathered to date indicates that if military cargo on a military carrier has to clear foreign customs, the custom clearance documentation is not finalized until the cargo has arrived at the APOD.

· All documentation is completed at the APOD if cargo has to clear foreign customs.

· Consignee receives cargo.

4.4.2  Non-Exercise Driven Shipment of Cargo

A major difference between non-exercise and exercise-driven shipments is in the payment process. For example, if an organization needs to ship six vehicles to a subordinate unit overseas and there is no military exercises going on to absorb the cost of shipment, the organization will have to cover the cost of shipment. The lines of communication and authorization required to complete this type of shipment vary from an exercise driven shipment.

4.4.2.1  Airborne Overseas Carrier

The following bullets explain the process depicted in Figure 4.4.2.1-1.

Figure 4.4.2.1-1  Military Freight Shipment (Non-Exercise Driven) by Air

· Once the authorization is given to ship the cargo by air, the UMO/shipper receives a Transportation Authorization Code (TAC).

The TAC is the authorization code assigned to the shipment to determine what exercise/organization will fund the shipment.

· The TAC and shipper's request is submitted to the Fort Riley Freight Office (FRFO).

The shipper's request is produced in TCACCIS similar to the DEL. If the cargo is not part of the AUEL stored in the TCACCIS database; the shipper must create a shipment Unit Equipment List (UEL) for the cargo.

· The FRFO prepares an ATCMD and submits it to the ACA.

The ATCMD is transmitted to the ACA for approval by Local Area Network (LAN), or telephone. Once approved, the information is entered into the CAPS II system and transmitted to the APOE. The ACA, using the LAN or telephone, transmits an ACA cleared cargo report to FRFO.

· Once the ACA clears the cargo for shipment, the FRFO completes the GBL and the TCMD using the CFM. FRFO electronically transmits the TCMD by CFM to MTMC's western region office, and the GBL is electronically transmitted to the transportation payment center.

The TCMD, with the Transportation Control Number (TCN), is sent to the carrier and a hard copy is sent to the APOE, specifically to the AMC office for processing the aircraft manifest for the cargo. The aircraft manifest is sent with the aircraft to the APOD, and if necessary, is used for the foreign customs clearance process.

4.4.2.2  Surface Vessel Overseas Carriers

Figure 4.4.2.2-1 depicts the information flow and actions taken for a non-exercise driven deployment by sea. The CFM System is the primary system used to transmit EDI data between the FRFO and MTMC western regional headquarters. It is also used for electronic payment.

Figure 4.4.2.2-1  Military Freight Shipment (Non-Exercise Driven) by Sea

The following bullets explain the process depicted in Figure 4.4.2.2-1.

· The FRFO receives the TAC and the shipper's request form from the shipper.

· The FRFO submits an ATCMD or an export release request to MTMC's western regional office.

· The MTMC regional office submits the ATCMD or export release request to the clearance authority.

Once approved by the clearance authority, the MTMC regional office transmits a DRO to FRFO. This domestic route order contains information on ship arrival schedules and the modes of domestic travel are available to the FRFO. The TMO selects a domestic carrier from the list of carriers provided in the DRO.

· The TMO inputs the GBL and TCMD in the CFM, and coordinates with the domestic carrier for pickup of the cargo.

The domestic carrier delivers the cargo to the POE with a copy of the cargo manifest.

· The cargo is loaded onto an overseas surface carrier.

The MTMC port office tries to maintain shipment integrity. When there is not enough room on the ship to accommodate all the cargo in one specific shipment, the shipment may be set aside for the next available ship. In some cases, the shipment may be split between two different vessels; this is not common practice and results in loss of shipment integrity.

· Once the ship arrives at the POD and unloads the cargo, the foreign customs clearance documentation is finalized.

4.4.3  Department of Defense Normal Freight

The FRFO has contracted carriers such as Federal Express (FedEx), Emery, United Parcel Service (UPS), or a local transportation company to handle normal DoD freight. The contracted carrier is responsible for the transportation paperwork and customs clearance documentation.

Figure 4.4.3-1  DoD Normal Freight Shipment

Figure 4.4.3-1 depicts shipment scenarios of air and surface vessels. The normal freight shipment diagrams are the same as the non-exercise driven shipments by air and sea. The major difference is that once the FRFO receives authorization to ship and completes the GBL for carrier payment, the cargo becomes the responsibility of the contracted carrier. If UPS or FedEx is used as the carrier, the TMO will have ITV by using the FedEx or UPS carrier tracking software via the Internet.

4.4.3.1  DoD Normal Freight Shipment by Aircraft

The following bulleted items explain the normal freight shipment by aircraft process.

· FRFO contacts ACA with a request to ship cargo.

An EDI system is in place using a telephone network system connected to TCACCIS (TELNET) but the system has a lot of down time, so the transaction is conducted with a telephone and fax machine.

· FRFO receives ACA authorization to ship; FRFO prepares GBL and TCMD.

The CFM is used to transmit the GBL for electronic payment to the contracted carrier. A hard copy of the TCMD accompanies the cargo. The carrier is responsible for any custom documentation required by foreign customs to clear the cargo.

4.4.3.2  DoD Normal Freight Shipment by Surface Vessel

The following bulleted items explain the normal freight shipment by surface vessel process.

· FRFO requests authorization from the clearance authority to ship the freight. After FRFO receives the authorization, the freight manager prepares and transmits the GBL using CFM for electronic payment to the carrier.

· The commercial domestic carrier moves the CCP.

· CCP personnel prepare the cargo, the ship's manifest, and the TCMD prior to the cargo being loaded on the overseas vessel.

· At this stage, the cargo is loaded into a sealand container, or milvan; these containers are then loaded onto the ship. The sealand containers are twenty or forty foot rectangular metal containers.

· Once the cargo is off-loaded at the POD, the containers are opened and the cargo is inspected.