Attachment 0040 Transportability for Better Deployability SDDC TEA Pamphlet 70-1.pdf

TEA Pamphlet 70-1

TRANSPORTABILITY

FOR

BETTER DEPLOYABILITY

July 2005

Transportation Engineering Agency 720 Thimble Shoals Boulevard, Suite 130

Newport News, Virginia 23606-4537 www.tea.army.mil

*This publication supercedes TEA Pamphlet 70-1, May 2004, however, copies of the May 2004 edition still have value, and you may continue to use any copies you have.

Table of Contents

Chapter

Introduction

1 - Background 2 - Modes and Limitations

- Air (Fixed Wing)

- Air (Rotary Wing)

- Highway

- Rail

- Marine

- Transportability Vehicle Growth Metrics 3 - Transportability Problem Item 4 - Acquisition Process 5 - Requirements 6 - Transportability Approval 7 - Modeling and Simulation 8 - Transportability Testing 9 - Deployability 10 - Lessons Learned

References Contact Information Ordering Publications

Introduction

Properly applied transportability engineering is essential to the deployment of military equipment. An item of equipment is of little value if it cannot be transported rapidly and efficiently to where it is needed. This publication is a guide to transportability. It is intended for everyone interested in transportability: decision makers, materiel developers, combat developers, equipment designers and users, logisticians, and transporters. It is not designed to make you an instant transportability expert, but to help you understand the Engineering for Transportability program and the various transport modes. Detailed transportability criteria are given in MIL-STD-1366. This pamphlet will explain how new or modified equipment can affect force deployability, show some examples of lessons learned from past deployments and exercises, as well as cover the following areas of transportability and deployability:

Transportability Definition

This pamphlet provides insight into the Engineering for Transportability program, transport modes and limitations, and the definition of a transportability problem item. It will answer the following questions:

What is transportability?

Why is it important?

What are the limits and restrictions of the transportation infrastructure and assets?

What qualifies as a transportability problem item?

Transportability In Acquisition

This pamphlet explains how transportability fits into the materiel acquisition cycle. It will answer the following questions:

When should TEA become involved in a program?

How should transportability requirements be determined and how are they written?

What is transportability approval, when is it required, and how is it obtained?

How can modeling and simulation be used during acquisition?

What types of tests are required?

Introduction 5

1 Background

Transportability and Deployability Questions

What is it?

Transportability is the inherent capability of an item or system to be effectively and efficiently moved by required transportation assets and modes. Deployability is the ability to move forces and materiel anywhere in the world in support of a military operation. Deployability depends on the interplay among transportability, the available transportation assets, and the supporting infrastructure: installations; worldwide road, rail, waterway and air networks; air and sea terminals; and other transshipment points.

Why do it?

The end of the Cold War and the increasing threat of terrorism have enormously increased the scale and complexity of force projection. The threats can be asymmetric, and the probable battlefields can lie in areas surrounded by rugged terrain and served by fragile transportation infrastructure. Reaching the battle, and arriving within the highly compressed time frames required to conduct decisive operations, is a major technical and operational challenge. It is often necessary to balance combat effectiveness against transportability. Materiel developers and force designers are fully aware that the most sophisticated and capable weapon system is useless if it cannot be moved swiftly to its place of employment, and that minimizing the total force movement requirement is vital to effective force projection.

Background 7

Who does it?

Every official involved in the development and acquisition of military hardware must consider transportability and deployability as essential features. Project managers are key players.

When is it done?

Transportability engineering begins prior to concept refinement and continues throughout the acquisition process. The modes of transportation required for the item and the impact of transportability on total force deployability should be determined by Milestone A of the acquisition process. Transportability characteristics of developmental and commercial-off-the-shelf (COTS) items must be forwarded to TEA no later than 90 days prior to each milestone.

Where are the directives and guidance?

DODI 4540.7, Operation of the DOD Engineering for Transportability and Deployability Program, designates the Transportation Engineering Agency (TEA) as the Army’s transportability agent, responsible for providing transportability assessments and approvals. AR 70-47, Engineering for Transportability establishes TEA as the single point of contact for Army agencies in securing transportability engineering analyses and assistance. MIL-STD-1366, Interface Standard for Transportability Criteria, lists the requirements for all modes of transport.

How does transportability engineering analysis influence design?

Transportability is both an Integrated Logistic Support (ILS) element and a design element. The influence of transportability engineering analysis on the design is greatest, and most effective, at the beginning of the acquisition cycle, because the costs for design changes are minimal during conceptual design. Once the conceptual design is converted to hardware, modification costs increase dramatically. The design engineer should therefore incorporate transportability elements into the item design as early in the cycle as possible.

Equipment items normally enter the inventory with some associated support items. The transportability of all these items must also be planned for as early as possible. Early coordination with TEA transportability engineers is the best way to ensure that the equipment and its associated support items will meet their deployability requirements.

Showing that a proposed weapon system can improve the deployability of the mission force is a powerful justification for proceeding with development and fielding. Transportability considerations are therefore crucial in advanced technology demonstrations and conceptual studies, where tomorrow's military power is first sketched and shaped. The lives of our soldiers and our Nation's success on future battlefields demand no less.

8 Background

2 Modes and Limitations Transportability is the inherent capability of an item or system to be effectively moved by required transportation assets and modes. This chapter provides insight into the transport modes and assets. It also includes a discussion of transport limitations and their impacts.

Air (Fixed Wing) Air transport by fixed wing aircraft is the most important transport mode in terms of rapid strategic mobility. This mode has the greatest demand and the most limited assets. The fixed wing aircraft available for transporting military by equipment are the U.S. Air Force C-130, C- 141, C-17, C-5, and the Civil Reserve Air Fleet (CRAF). All of these aircraft except the C-141 are expected to remain in service well into the 21st century. The USAF plans to retire all C-141s by 2006 and therefore it has been removed from this pamphlet. If you require this information, refer to previous editions of this pamphlet or the Second Edition of TEA PAM 55-24, Vehicle and Equipment Preparation Handbook for Fixed Wing Air Movements. When air transport of military equipment is a requirement, the dimensional and weight limitations of each aircraft must be considered. All vehicles that require air transport must be able to negotiate a 15º ramp for roll-on/roll-off (RORO) loading and unloading. To ensure worldwide strategic transport, an aircraft range of 3,200 nautical miles is required. The data in this section are general. Specific requirements are in MIL-HDBK-1791, Designing for Internal Aerial Delivery in Fixed Wing Aircraft and MIL-STD-1366, Interface Standard for Transportability Criteria.

C-130

Modes and Limitations 9

The C-130, a four-engine, high-wing aircraft, is used mainly as a tactical, intratheater aircraft. It is not intended for use as a long-haul aircraft to strategically deploy military equipment, and the cargo versions are not capable of air refueling. The C-130 is loaded through an aft cargo door.

Most of the cargo versions of the C-130 in the Air Force inventory are C-130E’s and C-130H’s.

The newest C-130 models are the C-130J(s) and the C-130J (formerly the C-130J and the C- 130J-30, respectively). Equipment requiring C-130 transport should not exceed the following:

Height: 102 inches Width: 107 inches Length: 468 inches (C-130E/H/J(s)) 636 inches (C-130J)

The height and width design limits allow for 6 inches of clearance between the equipment being loaded and the aircraft ceiling and sidewalls, except where the width is 105 inches. The item length must allow space for restraint to the aircraft deck. An adequate safety aisle is required so that, during flight, the aircraft loadmaster can move from the forward to the aft end of the cargo compartment. Safety aisle dimensions should be 14 inches wide by 72 inches high (safety aisle A) or 30 inches wide by 48 inches high (safety aisle B); the 6-inch safety clearance is included.

Safety Aisle A Safety Aisle B

If passengers are required to be transported with the equipment, a 14-inch-wide passenger safety aisle beginning at the floor between the aircraft wheel well and the equipment must be provided as shown below; the 6-inch safety clearance is included.

10 Modes and Limitations

ALL VEHICLES THAT REQUIRE C-130 TRANSPORT MUST

BE CAPABLE OF ROLL-ON/ROLL-OFF LOADING AND

UNLOADING IN AN OPERATIONAL CONFIGURATION

The maximum concentrated load for bulk cargo on the floor of a C-130 is 50 pounds per square inch (psi). While the maximum payload for a C-130 is 42,000 pounds under ideal conditions, the aircraft range is severely limited at this weight. The heavier the payload, the shorter the distance the aircraft can be flown. Payload is also limited from high altitude airfields or on hot days, when operating into short runways or when refueling at the delivery point is not available. The C-130 must carry sufficient fuel to reach a recovery airfield, so the delivery range is reduced.

All of these factors, as well as other operational considerations, may reduce the C-130 payload.

The C-130 has a permanently installed rail system that limits the available floor width. To a height of 5.5 inches, the width is 105 inches. Because of this, the practical maximum floor width for RORO operations of both wheeled and tracked vehicles is 100 inches, although the Air Force would prefer no more than 96 inches.

Wheeled vehicles:

The C-130’s 35-inch-wide treadways are rated at 6,000 pounds (axle-load) for pneumatic tires, provided the tire pressure is less than 100 psi. In the central part of the aircraft (fuselage station 337 to 682 for C-130 E/H/J(s), 537 to 882 for C-130J) the treadway axle-load limit increases to 13,000 pounds. The allowable load on each tire (and each treadway) is half the axle-load rating.

The maximum axle load on the ramp is 2,500 pounds. If there is one single axle, and nothing else on the ramp, the maximum axle load can be raised to 3,500 pounds. These are flight limits.

Tracked vehicles:

Treadways are rated at 2,800 pounds per linear foot (1,400 pounds per side). In the central part of the aircraft (FS 337 to 682 for C-130 E/H/J(s), 537 to 882 for C-130J) the treadway limit increases to 6,000 pounds per linear foot (3,000 pounds per side). Loading is based on linear length of track in contact with the floor. These are flight limits.

For additional information on the C-130, refer to the 11 September 2002, TEA, White Paper, C-130E/H/J/J-30 Transportability of Army Vehicles and the Technical Orders for the C-130.

Modes and Limitations 11

C-17

The C-17, a high-speed, high-capacity, long-range jet aircraft, can transport outsize and overweight cargo from origins in the United States to forward airfields overseas. Therefore, the C-17 can function as a strategic, intertheater aircraft and as a tactical intratheater aircraft. The C-17 is loaded through an aft cargo door. The design limits for equipment to be transportable in the C-17 are:

Height: 142 inches Width: 196 inches 204 inches if height is less than 136 inches Length: 784 inches (cargo deck) 238 inches (ramp)

These design limits allow for 6 inches of clearance between the equipment being loaded and the aircraft ceiling and side walls. The actual C-17 fuselage contours are shown in the following figures. The maximum payload of the C-17, under ideal conditions, is 167,400 pounds;

however, the maximum payload for a range of 3,200 nautical miles is 130,000 pounds. The maximum tracked vehicle limit is 135,000 pounds. Other operational considerations may further reduce the C-17 payload capability.

The C-17 cargo compartment width is designed for the side-by-side loading of two 99-inch-wide wheeled vehicles (such as 5-ton vans). Wheeled vehicles should not exceed 99 inches in width, including tire bulge, handles, and so forth, to take full advantage of the capability of the C-17.

12 Modes and Limitations

The following table gives general floor load limits for the C-17. More detailed limits may apply to specific systems.

C-17 Floor Load Limits

Cargo Compartment D E F G ramp

Maximum allowable in each compartment (lb) (total weight not to exceed 167,400 lb)

72,000 167,400 35,000 40,000

Maximum allowable pneumatic tire inflatable pressure (psi)

100 100 100 100

Maximum allowable weight per linear foot (lb)

6,200 8,670 6,200 6,200

Single equal-weight axles side-by-side

13,000 20,000 13,000 13,000

Single axles beside 4,500-lb axles

22,000 27,000 22,000 22,000

Vehicle center-lines more than 8 inches from air-craft cen-terline (single or double row)

Bogies (tandem) side-by-side 42-inch axle spacing

23,000 40,000 23,000 23,000

A xl e Lo ad s ( lb

Vehicle centerline within 8 inches of aircraft centerline. Vehicle single-axle weight, single-row

27,000 36,000 27,000 27,000

Modes and Limitations 13

For additional information on the C-17, refer to the 24 May 2002, TEA, White Paper, C-17 Transportability of Army Vehicles and the Technical Orders for the C-17.

14 Modes and Limitations

C-5

The USAF C-5, a high-speed, high-capacity, long-range jet aircraft, is mainly used as a strategic, intertheater aircraft for transporting cargo and troops. The C-5 can be loaded through either a forward visor door or an aft door under the tail. Both doors come equipped with cargo ramps.

The dimensional design limits for the cargo compartment in the C-5 are:

Height: 156 inches Width: 144 inches 216 inches if height is less than 108 inches Length: 1,454 inches

These design limits allow for 6 inches of clearance between the equipment being loaded and the aircraft ceiling and sidewalls.

The maximum payload of the C-5, under ideal conditions, is 265,000 pounds (range at this payload is 1,600 nautical miles). A more typical payload, considering fuel weight, is 178,000 pounds (range at this payload is 3,200 nautical miles). The strongest portion of the C-5 floor is capable of supporting loads of 36,000 pounds in any 40-inch longitudinal length of floor. Other operational considerations may further reduce the C-5 payload capability.

Modes and Limitations 15

The maximum tracked vehicle weight for the C-5 is 134,200 pounds.

The maximum single axle load allowed on the C-5 is 36,000 pounds and the maximum tandem axle load allowed on the C-5 is 25,000 pounds per axle.

16 Modes and Limitations

A comparison of USAF aircraft design envelopes is shown below. Dimensions are in inches.

Modes and Limitations 17

463L Cargo Pallet

The 463L pallet weighs 290 pounds without any cargo loaded onto it and has a maximum usable surface area of 84 inches by 104 inches. The pallet must be loaded such that the Center of Balance (CB) of the pallet lies within a 24-inch by 28-inch rectangle at the center of the pallet.

The maximum load that may be placed on a pallet is 10,000 pounds and cargo cannot be stacked higher than 96 inches at this cargo weight. Pallet loads may be restricted to 6,000 pounds or less depending on the aircraft received. There are 22 tiedown rings located around the perimeter of the pallet, each tiedown is rated at 7,500-pound capacity.

18 Modes and Limitations

Civil Reserve Air Fleet (CRAF)

The Civil Reserve Air Fleet (CRAF) represents about 50 percent of the USAF total strategic wartime airlift capability. It consists of U.S. civil air carriers that have contracted to provide support personnel, equipment, and aircraft to the USAF. This represents 93 percent of air passenger movement and 30 percent of cargo movement (primarily palletized cargo) when stage II CRAF is employed.

For materiel transport, the CRAF aircraft with the greatest utility is the B-747 wide-body aircraft.

Aircraft cargo capabilities differ not only between carriers, but also within carrier fleets, according to the specific needs at the time it is ordered from the manufacturer. Many freight aircraft are modified passenger aircraft. The specific carrier is the approving authority for loads.

A portion of the B-747 fleet have a nose cargo door, all other cargo aircraft have only a side door.

Because side-door-loaded outsized equipment loads must enter in a lateral aircraft direction and be maneuvered to a longitudinal direction, there is a width-to-length relationship for determining cargo loadability. The longer the item, the narrower it must be. This is driven by the barrel shape of the aircraft fuselage, which causes greater restriction at increased heights. For the B-747, an item 96 inches high and 110 inches wide can be no longer than 232 inches. For the MD-11/DC-10, an item of the same width and length can only be 80 inches high.

For the B-747s equipped with a nose cargo door, the maximum cargo height through this door is 94 inches, which accounts for a 2-inch-thick pallet. Width varies with item height, with a width of 96 inches for a 94-inch-high item. Length is limited by the cargo loader when equipment is driven into the aircraft. Equipment loaded on pallet trains may also be restricted by the aircraft's roller system.

Modes and Limitations 19

Airdrop

Airdrop is used to support several types of military operations: mass assault, tactical insertion, and resupply. In a mass assault operation, a large quantity of personnel, supplies, and equipment are airdropped into the opposing forces' territory to establish a position. In a resupply operation, items such as rations, equipment, ammunition, water, fuel, and medical supplies are airdropped into an area held by friendly forces to replenish dwindling stocks. (This procedure takes place when aircraft landing is impossible.) When possible, items should be airdropped in their operational configurations.

The C-130, C-141, and C-17 are the primary USAF aircraft used for low-velocity airdrop. The C-5 is available but currently limited to a small number of aircraft.

Before heavy vehicles or equipment are airdropped, each item is secured to an airdrop platform.

Energy-dissipating material is placed between the item and the airdrop platform to absorb the shock from impact when the platform strikes the ground.

The dimensional limits of a rigged load (airdrop platform, energy-dissipating material, and the item to be airdropped) include a maximum height of 100 inches and a maximum width of 108 inches. The height is further restricted forward of the rigged item’s center of gravity to allow extraction under a malfunction condition (that is, extraction parachute fails to fully deploy).

The maximum airdrop height for unrigged vehicles with rubber tires and unrigged vehicles with suspension systems is 90 inches. The maximum airdrop height for all other equipment is 84.5 inches.

The maximum airdrop single item gross rigged weight (GRW) is 42,000 pounds. The GRW of an item to be airdropped is estimated based on the following formula:

GRW = 1,600 pounds + (1.18 x item weight for airdrop)

Since 42,000 pounds is the maximum GRW, the maximum item weight for airdrop, which depends on rigging requirements, is currently 34,200 pounds.

20 Modes and Limitations

Air (Rotary Wing)

Rotary wing aircraft are used mainly for short-range, tactical transport missions. These aircraft have the ability to transport essential equipment directly to a forward area without having to contend with enroute terrain obstacles or damaged road or railroad systems. The five common types of military helicopters that are used to transport cargo are the UH-1 and UH-60 utility helicopters, the CH-46, CH-47, and CH-53 cargo helicopters. All five aircraft are capable of external lift operations; however, the CH-47 and CH-53 are the only helicopters with cargo compartments large enough to carry a significant amount of internal cargo.

The dimensional design limits for equipment to be internally transported by CH-47 are:

Height: 72 inches Width: 80 inches Length: 331 inches

These design limits allow for safety clearances of 6 inches between equipment and the aircraft ceiling and 5 inches at the sidewalls.

Each helicopter has a maximum payload rating; however, the lift capability and range of each helicopter differ for each mission. The temperature, altitude, and fuel carried in a helicopter must be considered for each mission. Helicopters can rarely fly at their maximum payload rating. If a requirement exists for helicopter lift, the mission (weight and distance) requirements must be known. The maximum external loads (pounds) that can be lifted by some common helicopters appear in the following tables. Note the dramatic decrease in helicopter payload capability with increasing temperature and altitude. Also, the CH/MH-53 has wide variations in capability depending on the precise model. The CH-47 and CH-53 have two cargo hooks under the helicopter to lift cargo. These cargo hooks are 160 inches apart on the CH-47 and 121 inches apart on the CH-53.

Modes and Limitations 21

Maximum External Loads (lbs) for Helicopters

Mission Scenario UH-1H UH-60A UH-60L CH-46E CH-47D CH-53D CH-53E MV-22

Sea Level, 60 F, 30 NM

2,585 7,843 9,000 5,915 23,324 14,700 34,770 13,320

2,000 ft, 70 F, 30 NM

2,624 7,302 9,000 5,480 23,396 13,900 28,300 9,330

4,000 ft, 95 F, 30 NM

1,169 4,700 6,630 3,780 16,644 7,860 18,200 7,500

The maximum internal load (pounds) that can be lifted by some common helicopters appear in the table below. Internal helicopter payload capability can decrease significantly with increasing temperature and altitude.

Maximum Internal Loads (lbs) for Helicopters

Mission Scenario CH-46E CH-47D CH-53D CH-53E MV-22

Sea Level, 60 F, 30 Nautical Miles (NM)

6,000 23,300 14,770 34,990 13,850

2,000 ft, 70 F, 30 NM

5,600 23,350 13,970 28,600 9,840

4,000 ft, 95 F, 30 NM

3,890 16,900 7,910 18,600 8,010

22 Modes and Limitations

Highway

GENERAL

Highway is the most common transport mode. It is essential for both strategic and tactical deployment, as well as day-to-day operations. Military equipment usually is not located at its strategic deployment port of embarkation, such as ports or airfields. Highway transport can be used to reach these points of embarkation especially if they are less than 400 miles from the origin of the deployment. For tactical deployment, this mode allows the item to be delivered as close as possible to the point where it is needed. This mode is also the most flexible of the surface transport modes. Maximizing the efficiency of the highway network requires that vehicles and vehicular combinations be capable of unrestricted movement. This movement is possible if vehicles or vehicular combinations do not exceed legal size and weight limits imposed by the Federal Government, States, localities, and foreign countries. If the dimensional and weight limits shown in the figures are not exceeded, movement will be generally unrestricted in most States and NATO countries.

There are Federal weight limits on the Dwight D. Eisenhower System of Interstate and Defense Highways, more commonly known as the “Interstate” system, that depend on the number and spacing of axles on the vehicle. The gross vehicle weight limit for the Interstate is 80,000 pounds. More detailed information is available in the Vehicle Sizes and Weights Chart by J.J.

Keller and Associates, Inc.

Modes and Limitations 23

Highway Permits

Vehicles and vehicular combinations that exceed the legal highway limits will require permits for highway transport. The difficulty in obtaining these permits depends on the State’s policy and the amount by which the legal limit is exceeded. Circuitous routing or time restrictions, resulting in transport delays, may be required as a condition of the permit. Permits for vehicles that exceed the legal width and length limits are not as difficult to obtain as those for vehicles that exceed the legal height and weight limits. In general, States will not issue permits for reducible or divisible loads. However, per 23 CFR 658.5, States may treat military vehicles as nondivisible vehicles or loads. DOD 4500.9-R, Defense Transportation Regulation (DTR), Part III, Appendix V, explains the procedures for obtaining highway permits.

THE STATES AND LOCAL GOVERNMENTS OWN AND CONTROL

ALL PUBLIC ROADS WITHIN THEIR BOUNDARIES, INCLUDING

LOCAL, STATE, US, AND INTERSTATE ROUTES. THEY DO NOT

HAVE TO GRANT A PERMIT IF THEY FEEL THE VEHICLE OR

LOAD IS TOO LARGE OR TOO HEAVY FOR SAFE TRANSPORT

24 Modes and Limitations

Certification as Essential to National Defense

During an emergency or if State permits are denied, a highway movement may be declared as essential to national defense. The following requirements must be met for an item to be certified as essential to national defense:

- The item must be essential to mission completion or unit readiness.

- The item cannot be reduced or moved by commercial transporters to conform with the limits.

- There is no alternative to highway transport.

Movement for routine training, maintenance, or equipment displays will not be considered essential to national defense. The shipment must be eligible for highway movement in accordance with the provisions of DOD 4500.9-R. If all these requirements are met, the commander of the transporting installation will request the major commander of the shipping activity to certify the shipment as essential to national defense. The local installation commander cannot certify a shipment as essential to national defense. The Directory of Highway Permit and MOBCON Officials, published by TEA on our website, lists the individuals authorized to determine essentiality to national defense. It also lists military officials authorized to request, and State officials authorized to grant permits for oversize, overweight, or other special military movements on public highways.

Certification as essential to national defense is not a guarantee that State highway officials will allow the shipment. The States have complete authority over their highway network, and their determination is final.

Pavement and structures have a practical load limit. Certification as essential to national defense, followed by the State’s permission, does not ensure the load can be transported safely and without damage to the roadway. Pavement and structure analysis may be required at DOD’s expense before transporting extremely heavy items. If roadways are damaged, DOD may have to reimburse the State for the cost to repair the damages.

CERTIFICATION AS ESSENTIAL TO NATIONAL

DEFENSE IS NOT A GUARANTEE THAT STATE

HIGHWAY OFFICIALS WILL ALLOW SHIPMENT

Modes and Limitations 25

Rail

Rail transport is essential for the shipment and deployment of oversize and overweight equipment. Oversize and overweight equipment is equipment that cannot meet legal highway transport limits. Rail transport is also essential for the land deployment of equipment transported farther than 400 miles. When many items are to be shipped, rail transport is often cheaper than highway transport.

Rail transport of tactical vehicles reduces the time the vehicles must operate during deployment and, thus, places them on the front lines in top operational condition. Rail transport reduces wear and tear on tactical vehicles, minimizes the requirements for en route support, and reduces maintenance requirements.

Although oversize and overweight equipment is routinely transported by rail, there are still maximum limits and restrictions to rail transport. These restrictions are given in clearance diagrams which follow.

Rail transport on standard-gauge rail lines in North America and in Europe is more important than rail transport in other areas of the world to military planners, because rail networks are extensive in these areas. Korea also has an important rail network. The five rail clearance diagrams (see following pages) of greatest interest are:

North America:

Association of American Railroads (AAR) outline diagram for single loads, without end overhang, on open-top cars DOD clearance profile for the Strategic Rail Corridor Network (STRACNET)

Europe:

Gabarit International de Chargement (GIC) Envelope B

Korea:

Korean clearance diagram

If equipment exceeds the clearance diagrams, it still may be transported by rail; however, special routing and restrictions may be required. This special treatment will add to the transport time, a luxury not available when rapid deployment is essential.

Rail transport, during rail humping and other train handling, can subject equipment to the greatest longitudinal shock loads of any transport mode. Rail humping is a procedure used in rail classification yards to assemble separate railcars into trains. A railcar is pushed over a hump and is allowed to roll into and couple with the train being assembled. During coupling, the normal speed is usually under 4 mph, but speeds can go as high as 8 mph. All items that require rail transport must pass the MIL-STD-810 rail impact test.

26 Modes and Limitations

The AAR diagram applies to rail lines in North America. Equipment that is mounted on 51-inch-high railcars and falls within the limitations of the AAR diagram will be capable of unrestricted movement on almost all rail lines.

AAR Outline Diagram of Single Loads, Without End Overhang, On Open-Top Cars

Modes and Limitations 27

The DOD STRACNET clearance profile accommodates 96 percent of DOD equipment types and 99 percent of all equipment in the DOD inventory. However, it is only valid for selected routes and sometimes only at severely restricted speeds. Other special conditions may also apply.

DOD Rail Clearance Diagram

28 Modes and Limitations

The GIC applies to rail lines in European countries. Equipment that is mounted on 51.4-inch-high railcars and falls within the limitations of the GIC gauge will be capable of essentially unrestricted movement worldwide on standard-gauge rail lines.

GIC Rail Clearance Diagram

Modes and Limitations 29

Equipment Envelope B applies to rail lines in NATO countries on the European continent. The Envelope B rail network is not as extensive as the GIC equipment network, but equipment mounted on 51.4 inch railcars will be capable of unrestricted movement on 85 percent of the rail lines in Europe.

NATO Envelope B Rail Clearance Diagram

30 Modes and Limitations

The Korean clearance diagram applies to the major rail lines in Korea for equipment secured to a flatcar. Korean railcars are 47.2 inches high for up to 110,200 pounds or 55.1 inches high for heavier loads such as heavy tracked vehicles.

Korean Rail Clearance Diagram

Modes and Limitations 31

Comparison of Rail Clearance Envelopes

32 Modes and Limitations

Marine

Water transport is used for both strategic and tactical deployments. During strategic deployment and joint operations, dry cargo ships transport the equipment and supplies required to conduct and sustain the operation. A dry cargo ship is considered to be usable for military purposes if it has a minimum carrying capability of 2,000 long tons (LT) of cargo and the ability to carry, without significant modification, unit equipment, ammunition or sustaining supplies. The major types of dry cargo ships are breakbulk (general cargo), container, roll-on/roll-off (RORO), barge-carrying, lighter aboard ship (LASH), and sea barge (SEABEE) ships. In general, almost all items of equipment can be transported by ship without major problems or restrictions. The Military Sealift Command (MSC) provides common-user sealift across the range of military operations. Under normal peacetime conditions, the MSC force consists of government-owned ships as well as privately owned ships under charter to MSC. MSC resources available to the Defense Transportation System (DTS) beyond MSC’s active peacetime fleet are fast sealift ships (FSS), large medium-speed roll-on/roll-off (LMSR) ships, and prepositioned ships. The Maritime Administration (MARAD) is the Department of Transportation agency responsible for administering federal laws and programs designed to support and maintain a US merchant marine capable of meeting the Nation’s needs. It is responsible for managing the National Defense Reserve Fleet (NDRF), which contains the Ready Reserve Fleet (RRF). The RRF consists of commercial or former military vessels of high military use including RORO, SEABEE, LASH, container, tanker, crane, and breakbulk ships. Some of these vessels have had their military capabilities enhanced with the addition of systems such as the modular cargo delivery system and the offshore petroleum discharge system. MARAD maintains these vessels in 4-, 5-, 10-, or 20-day readiness status.

Once in the theater of operations, Army, Navy, and Marine Corps watercraft are used for port, inland waterway, logistics-over-the-shore (LOTS), and intratheater movement operations. These watercraft support operations in and around seaports when port facilities are nonexistent, degraded, or denied. Strategic sealift ships may be required to discharge in the stream, employing complex and time-consuming operations to move cargo and personnel across bare beaches. There is a broad spectrum of operations required to open and reconstitute degraded ports, operate in small, undeveloped ports or fishing villages, or gain access through inland waterways. The term LOTS encompasses the capabilities required to operate across this spectrum of operations, to include the discharge of cargo through major or secondary ports inaccessible or denied to deep draft shipping, small ports, villages, inland waterways, and bare beaches when necessary.

Significant changes are being made to the watercraft fleet. These changes will affect watercraft doctrine, policy, deployment training, technology, and material. Transforming the watercraft fleet into a fully modernized joint enabler is one of the key doctrinal changes that are being made. Shallow-draft and high-speed capabilities are being pursued to reduce the in-theater logistics footprint and provide combatant commanders with the agility and flexibility to quickly move forces. One alternative to provide the watercraft fleet with this agility and flexibility is the Joint High Speed Vessel (JHSV). As envisioned, the JHSV will provide a key capability in support of the US defense strategy. It will enable the services to rapidly project, maneuver, and sustain military forces in distant, anti-access or area-denial environments. The Navy (PMS-325)

Modes and Limitations 33 is the lead DoD service for the JHSV program. An Analysis of Alternatives (AoA) is under way for the services to identify alternative ways to use JHSVs in support of combat forces and assess the costs and benefits of each alternative.

As a precursor to procurement, the Army and Navy partnered in a demonstration that began in fiscal year (FY) 2002 to lease and test the High-Speed Vessel Experiment (HSV-X1) (Joint Venture), a commercial-off-the-shelf (COTS) high-speed vessel with military modifications.

The Marine Corps successfully demonstrated the applicability of high-speed shallow-draft technology in Pacific operations, with the leased vessel WestPac Express. In November 2002, the Army leased a fully operational vessel, the TSV-1X (Spearhead) and in 2003, the Military Sealift Command contracted to lease a high speed craft, HSV-2 (Swift), for Naval experimentation, research and development. Characteristics for these leased vessels and other lighters are shown in table 1.

34 Modes and Limitations

R am p C ap ac ity

(S T

O N

.5

.2

(B ow

.5 (S te rn

.4 am p (W id th

)¹

'6

(B ow

'6

(B ow

'1

(B ow

'0

(B ow

'0

(B ow

'0

(S te rn

'4

'0

'3

(B ow

'0

(S te rn

'9

(B ow

'9

(B ow

'5

'0

(S te rn

'4

(B ow

'1 0"

(S te rn

T ro op s

0²

0 23

Fu ll 9 9 11

Sp ee d (k no ts

L ig ht

- 12

- - - 48

Fu ll

5' 0"

4' 6"

6' 7.

5"

9'

'0

'0

'3

3' 6"

(f w d)

(a ft)

3"

'3

'9

3'

D ra ft

L

- 4'

8'

- - - 9'

- 0'

B ea m

'0

'9

'0

'0

'4

'3

'6

'1

'1

'3

'0

'0

L en gt h

'8

'8

'7

'6

1'

'1

1"

C re

6 6 14

5 5 41

C ap

(S

O

N

TB

9.

3 60

84 60

A a (s q ft

1, 2, ,5

,1

,0

1, ,9

H ei gh t

/A

(B ow

'0

(A ft)

'8

'3

W id

'6

"³

'0

'0

'0

"5

'0

'0

'0

'0

" C ar go D ec k

L en gt h

'6

0'

7'

'0

C la ss rm y

LC

M

-8

LC

-8 M od

U

0³

LS

V

SV

-X

TS

V

-1 X ar in e

C or ps

M ar k

St ee l

A lu m in um

SV

-X

W es tP

Ex pr es s*

*W es tP ac

E xp re ss h as tw o de ck s.

D im en si on al d at a is fo r t he m ai n de ck w ith m ez za ni ne d ec k ra is ed

A re a in cl ud es th e m ai n de ck (2

0, sq

ft) a nd u pp er o r m ez za ni ne d ec k (1

0, sq ft)

O ve rh ea d cl ea ra nc e fo r m ai n de ck w ith m ez za ni ne lo w er ed is

'1

0" a nd th e he ig ht o f t he m ez za ni ne d ec k is

'4

P ay lo ad is

S

TO

N w ith fu ll fu el a nd n o tro op s

(3

S

TO

N w ith fu ll fu el a nd tr oo ps

N av y

LC

1 V al ue s g iv en a re a ct ua l d im en si on s.

F or d es ig n pu rp os es , s ub tra ct

2" fr om th e w id th fo r r am ps a nd fr om th e he ig ht li m ita tio ns to e ns ur e ad eq ua te c le ar an ce

2 A lth ou gh la nd in g cr af t a re c ap ab le o f c ar ry in g tro op s, th is sh ou ld o nl y be d on e in si tu at io ns w he n th e di st an ce a nd ti m e of tr av el a re u nd er h ou rs in se a st at es le ss th an

Th es e cr af t a re n ot d es ig ne d to tr an sp or t t ro op s i n hi gh se a st at es

3 Th e

LC

U

C la ss re ac he d th e en d of it s e co no m ic u se fu l l ife in

6, b ut a fe w re m ai n in U

.S . A rm y

R es er ve u ni ts

Th e

LC

U w as re pl ac ed b y th e

LC

U

0.

T he c go de ck w id th o f t he

L C

U

C la ss v ar ie s f ro m

7' 0" to

8' 0" th ro u g ho ut th e ve ss el

Fo r d es ig n pu rp os es

, u se

7'

0" a s t he w or st -c as e va lu e.

4 Th is is th e to ta l d ea dw ei gh t o f t he se v es se ls

M in im um fu el m us t b e ca rr ie d on b oa rd fo r t he v es se l t o pe rf or m a t m ax im um p ay lo ad c ap ac ity

5 Th e ca rg o de ck w id th o f t he

L C

U v ar ie s f ro m

2' 9" to

5' 0" th ro ug ho ut th e ve ss el

Fo r d es ig n pu rp os es

, u se

2'

9" a s t he w or st -c as e va lu e.

Modes and Limitations 35

Vehicles and other equipment must have good, accessible lifting and tiedown provisions to be transported on these strategic sealift ships and watercraft. Equipment too heavy for lift by shipboard cranes requires shoreside cranes. Such equipment is also limited to improved ports where the proper facilities are available. The weight of the equipment to be delivered to unimproved ports or underdeveloped areas should be reviewed to ensure shipboard crane lift.

Specific vessel characteristics and crane capacities are in table 2.

Commercial marine transport increasingly relies on container ships for cargo movement. When commercial marine transport is a requirement, compatibility with intermodal containers or flatracks is essential (see page 40 for design guidance)

LMSR - USNS SHUGHART

36 Modes and Limitations

X H

A T

O

PE

N

IN

G

(L

1" X

8"

" X

6'

'3

" X

6'

'0

" X

'2

" X

6'

'0

" X

" X

5'

" X

" X

" X

6'

'1

0" X

0'

'5

" X

" X

M P

PA

C

IT

Y

O

N

M P

D O

N

(W

" X

X B

O

PA

C

O

N

0 60

SA

B

E

SQ

A

FE

,3

,4

,8

6, T

A

,7

8, 7, C A

R

A D

W E

IG

O

S)

9, 9, 9, T- A

C S to ta l/u sa bl e sq ua re fe et is fo r a re a on m ai n de ck o nl y.

,6

SE

V

IC

SP

(K

O

.7

.0

.9

.3

.2

FT

(F

-I

-3

-7

-4

-6

N G

-I

1-

8-

8-

0-

8-

5-

9-

7-

2-

3-

N A ur tis s/

W rig

K ey st on e St at e

G em

S ta te /G ra nd

C an yo n

St at e

G op he r S ta te

/F lic ke rta il St at e/ nh us ke r S ta te ia m on d St at e/

Eq ua lit y

St at e

G re en M ou nt ai n

St at e/ B ea ve r S ta te ap es Ja co b

C ap es G ib so n/ G ira rd ea u

LT

C

Jo hn

P ag e/

SS

G E dw ar d A

C ar te r A

1C W ill ila m H

. P its en ba rg er

PT

S te ve n L.

B en ne tt

C ap es F ea r/F lo rid a

C ap es F ar ew el l/F la tte ry es M ay /M oh ic an

FL

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

PF

LP

S

LP

S

R R

F

R R

F

R R

F

T Y

PE

/C

L

SS

vi at io n M ai nt en ce

S-a (T

-A V ux ili ar y C ra ne

S hi p

C 6-

S- M

A 1q d (T

-A C

S 1)

6-

S- M

A 1q d (T

-A C

S

C 6-

S- M

A c (T

-A C

S 4/

5/ 6)

S- M

A 1x b (T

-A C

S

C 6-

S-d (T

-A C

S

0) ak bu lk

4-

S- 1u ak bu lk /C on ta

S-a on ta in er S hi p

C 9-

M -1 b

Fo re ig n

Fo re n ta in er /L

SH

S-b

C 9-

S-d

H ea vy ift

S-a

Ta bl e 2.

V es se l C ha ra ct er is tic s

Modes and Limitations 37

X H

A T

N

W

'0

" X

0'

'7

" X

" X

" X

4"

" X

" X

" X

" X

" X

M P

C A

PA

C

O

N

.6

M P

D O

N

H

'0

" X

" X

4"

" X

7"

" X

" X

" X

" X

" X

" X

" X

" X

" X

0" X

2'

'8

" X

2"

0" X

2'

" X

" X

" X

" X

" X

" X

2'

" X

X B

O

PA

C

O

N

1.

B

A

4, 7, 2, 1, 4, 5, 5, 1, 0, 0, 1, 0, 2, 0, 1, ,2

T

A

2, 0, 2, 2, 9, 3, 3, 7, 1, 4, 4, 9, 6, 6, 6, 7, 3, 5, 3, C A

R

A D

W E

IG

O

9, SE

R

V

O

.3

-I

N

-0

-5

N G

-I

N

1-

5-

4-

3-

6-

0-

9-

4-

5-

7-

0-

N A

SG

M at ej K oc ak

/P

FC

E ug en e

A

O br eg on

/ M A

J S te ph en

W . P le

Ja m es A nd er so n, Jr /P

FC

W ill ia m B

B au gh

/1

LT

A le x B on ny m an

/C

PL

L ou is

J.

au ge

, J r/P

V T

Fr an kl in

J.

P hi lli ps

LT

H ar ry L

. M tin

2L

Jo hn

B ob o/

SG

T W ill ia m R

B ut to n/ 1L

T B al do m er o Lo pe z/

LT

Ja ck

Lu m us /P

FC

D ew ay e T.

W ill ia m s

G Y

SG

T

Fr ed

W . S to ck ha

PL

R oy

M . W he dm ira l W ill ia m

M . C al la gh es D ec is io n/

D ia m d/ om in go

/D ou gl as

/D uc at o

C ap e Ed m on t

C ap es H en ry

/H ud so n

C ap e H or n

C ap es In sc rip tio n/

In tre pi d/

Is ab el /Is la nd es K en ne dy /K no x

C ap es L am be rt/ Lo bo s

C ap e O rla nd o

C ap es R ac e/

R ay

/R is e

C ap e Ta yl es T ex as

/T rin es V ic to ry /V in nt es W as hi ng to n/ W ra om et et eo r

FL

E

A D

R O

A D

R O

A D

R O

A D

R O

A D

R O

A D

R O

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

R R

F

T Y

PE

/C

L

PS

er ae rs k

Pr iv at e

A m

Se a

LM

SR

Pr iv e as

T ur bi ne e D

(G 1-

D sl

C ap e E

(G 0-

D sl

C ap e H

(G 2-

D sl

C ap e H

(G 2-

D sl

C ap e I (

C 7-

S-a) e K

(D sl

C ap e L

(D sl

C ap e O

(D sl

C ap e R

(D sl

C ap e T

(D sl

C ap e T

(D sl

C ap e V

(D sl

C ap e W

(D sl

C 3-

ST

-1

C 4-

ST

Ta bl e

(C on t)

38 Modes and Limitations

X H

A T

N

" X

" X

" X

1'

'0

" X

" X

" X

" X

1" X

0" X

'7

" X

" X

M P

C A

PA

C

O

M P

D O

N

" X

" X

" X

" X

" X

" X

" X

" X

" X

" X

7"

1" X

X B

O

PA

C

O

B

A

0, 4, 1, 6, 2, 5, T

A

7, 2, 1, 2, 3, 6, 5, R

A D

W E

IG

O

SE

V

O

-I

-2

-9

N G

-I

0-

4-

6-

2-

N A

SN

S B ob H op e/

Fi sh er /S ea y/ en do nc a/

Pi lil aa u/

B rit tin /B en av id ez

S

W at so n/

Si sl er /D ah l/R ed lo ud /C ha rlt on /W at ki ns /P om er oy

So de rm

S G or do n/ G ill ila nd

S Sh ug ha rt/ Y an o

U

SN

S A lta ir/

A nt ar es

/P ol lu x

U

SN

S A lg ol

/B el la tri x/ R eg ul us

S C ap el la /D en eb ol a

C ap e N om e

LT

C

C al vi n

P.

T itu s/

M A

J B er na rd

F

Fi sh er /S

P5 E ric G

. G ib so n

TS

G

T Jo hn C ha pm ae rs k

C on st el la tio n

FL

E

SC

F

PE

/C

L

SR

PE

C la ss

A vo nd al e

N ew

C on st ru ct io n W

A

TS

O N

C la

SS

C O ew st ru ct io n

G O

R D

O N

C la ss

N ew po rt

N ew s C on ve rs io n

SH

U

G H

A R

T C la

SS

C

O C on ve rs io n

FS

S

A vo nd al e C on ve rs io n

N A

SS

C

O C on ve rs io n

Pe nn sh ip

C on ve rs io n

R O

R O

/C on ta

S-a

C

S-a

R O

/C on ta in er

B re ak bu lk

M -P

V T1 ith

5% st ow fa ct or a pp lie d

L eg en d:

C om ba t P re po si tio ni ng

F

C om ba t P re po si tio ni ng S hi p

LP

S

- L og is tic s P re po si tio ni ng S hi p

M

PS

M ar iti m e

Pr ep os iti on in g Sh ip

M ili ta ry S ea lif t C om m an d

Ta bl e

(C on t)

Modes and Limitations 39

Containers and Flatracks Cargo containers and flatracks are transport equipment designed and constructed to facilitate the international and intermodal exchange of goods. They are designed to be used repeatedly and to provide security during transport. Also, their fittings readily permit handling and transfer from one transport mode to another. A very strong trend exists for commercial ocean carriers to equip their fleets predominantly with ships that have standardized container cells and to withdraw breakbulk ships from service. Thus, force deployability will be improved if many pieces of individual military equipment can be containerized or placed on flatracks for movement in commercial containerships. Designing for container/flatrack transport effectively increases the strategic sealift assets available for deploying the force.

Military materiel should be transportable in 8.5-foot-high by 8-foot-wide by 20-foot-long American National Standards Institute/International Organization for Standardization (ANSI/ ISO) containers or flatracks, where practical, to take full advantage of the intermodal benefits of containerization. Other common containers for military transport are the ANSI/ISO 9-foot-6-inch-tall containers and the ANSI/ISO 40-foot-long containers. When C-130 transport is required the container height is limited to 8 feet.

For rail, truck, and ocean transport, a 20-foot container or flatrack is limited to a gross weight of 52,900 pounds and a 40-foot container to a gross weight of 67,200 pounds. For air transport, lower maximum weights apply. The weight of the containers alone is generally less than 6,000 and 9,000 pounds for 20- and 40-foot containers, respectively.

The door openings of 8-foot-high ANSI/ISO containers are 90 inches wide and 84 inches high.

The door openings of 8-1/2-foot-high ANSI/ISO containers are 90 inches wide and 89 inches high. The door openings of 9-1/2-foot-high ANSI/ISO containers are 90 inches wide and 102 inches high. Interior widths and heights are subject to slight variations, but are always larger than the door openings. Items being designed for containerization should be no more than 85 inches wide and no more than 85 inches high (80 inches high if designed for 8-foot-high containers and MILVANs.) Commercial 8-1/2-foot-high ANSI/ISO containers/flatracks are now so common that, if military equipment fits within them, it will be readily container/flatrack transportable, at least on the ocean leg of its journey. The interior lengths of 20- and 40-foot containers are at least 19-feet 3-inches and 39-feet 4-inches, respectively. However, consideration must also be given to restraining the item in the container

40 Modes and Limitations

Shelters Many communications, support, and weapons systems require the use of shelters. When shelters are used, they should be made the same size and equipped with the same fittings as ANSI/ISO containers, or standard shelters such as the S-250, S-280, S-787 Standardized Integrated Command Post System (SICPS), or S-788 Lightweight Multipurpose Shelter (LMS) should be used. The use of nonstandard shelters should be avoided! Developers must take care not to overload shelters and their prime movers. As the following chart shows, overloading a system prime mover is possible even if the maximum theoretical shelter payload is not exceeded. When calculating shelter weight, do not forget to include basic issue items (BII), camouflage nets, ladders, manuals, cable reels, and any other items that will be carried on the shelters.

Allowable Shelter Payloads on Different Prime Movers1

Shelter

Shelter Empty

Weight/ Gross

Weight (lb)

HMMWV

M1037 (lb)2

(max payload = 3,331 lb)

Heavy

HMMWV

M1097 (max payload) (lb)2

(max payload = 4,401 lb)

Expanded Capacity Vehicle

M1113 (lb)2

(max payload = 5,120 lb)

2.5 Ton

Truck (lb)3

(max payload = 5,000 lb)

5 Ton Truck (lb)3

(max payload = 10,000 lb)

S-2504 770/3,300 1,783 2,530 2,530 2,530 2,530 S-7875 2,750/4,400 N/A7 1,650 1,650 1,650 1,650 S-7885 630/3,930 1,923 2,993 3,300 3,300 3,300

S-832/G 2,505/3,987 48 1,118 1,482 1,482 1,482 S-832A/G 2,680/3,987 N/A7 943 1,307 1,307 1,307 S-842/G 2,861/4,057 N/A7 762 1,196 1,196 1,196

S-842A/G 2,941/4,057 N/A7 682 1,116 1,116 1,116 S-280/G, A/G, B/G6 1,380/6,380 N/A7 N/A7 N/A7 3,620 5,000

S-280C/G 1,400 N/A7 N/A7 N/A7 3,600 7,100 1 Shaded area are limited by vehicle payload; unshaded areas limited by shelter payload.

2 Two-man crew and gear at 640 lb and shelter tare weight deducted from allowable payload. If the HMMWV pulls a trailer, the pintle load must be deducted from the above figures.

3 Shelter tare weight deducted from allowable vehicle payload.

4 Payloads shown are unshielded; for EMI shielding, deduct 12 lb from these payloads. Tare weight does not include mounting cradle (82 lb).

5 Tare weight does not include mounting kit (88 lb) and pintle extension (50 lb).

6 Payloads shown are unshielded; for EMI shielding, deduct 10 lb from these payloads.

7 Shelter incompatible with vehicle or would overload it empty.

Modes and Limitations 41

Lifting and Tiedown Provisions Equipment without adequate provisions is a logistic burden during deployment, especially when time is critical. Inadequate designs create restraint and handling problems during transport, especially transport by rail and marine modes. In addition, inadequate designs can cause damage to equipment and be dangerous to personnel.

All items of military equipment must have adequately designed lifting and tiedown provisions.

Vehicles must have provisions designed for the gross vehicle weight (fully loaded vehicle) because vehicles are deployed with unit equipment in their cargo beds. Cargo vehicles shall be equipped with BII tiedown assemblies (chains, load binders, shackles, and so forth) with a working load limit suitable for the design limit load of the cargo provisions and in the quanitity necessary to adequately restrain all possible payloads on the vehicle. The design limit load of the cargo tiedown provisions shall meet or exceed the safe working load of the number of anticipated tiedown assemblies to each provision (Title 49 CFR 393.102).

BII tiedown assemblies must also meet tiedown requirements for full vehicle payload for all modes of transport on which the cargo vehicle will be transported. Lifting and tiedown provisions must be integral to the equipment.