PWS_App_D_-_Accessorial_Definitions.pdf

DFTS PWS App D

ACCESSORIAL DEFINITIONS

1.1 (405) Domestic Fuel Surcharge/Adjustment

1.1.1 Section 884 of the 2009 National Defense Authorization Act requires any Government paid fuel rate adjustment, also known as a fuel related surcharge, arising from a DoD transportation contract and funded by Government funds be paid, to the maximum extent practicable, to the cost bearer of the fuel. The cost bearer is the person who actually incurred the cost of providing the fuel used for the motor transportation.

1.1.2 HQ SDDC G3 Directorate, Special Requirements Section publishes the Domestic Freight Fuel-Related Rate Adjustment Table. Fuel rate adjustments are based on the national average of diesel fuel prices as published by the Department of Energy, Energy Information Administration on Monday of each week (or first working day after a Monday if Monday is a Federal holiday).

1.1.3 For more information, please review the adjustment table located on the SDDC Public website at http://www.sddc.army.mil/GCD/default.aspx.

1.2 (520) Overdimensional Freight Service Motor

1.1.1 A shipment shall be considered overdimensional (height, length, width) based upon legal requirements when the height, width, or length exceeds the measurements stated below, as determined by any state, or other Government regulatory authority whose jurisdiction the shipment will travel. All DoD requirements involving Overdimensional Freight Service cannot be used in conjunction with voluntary tenders and must be submitted through the Negotiation/Spot Bid process. Overdimensional shipments will be based on DTOD practical miles.

1.1.2 Dimension measurements include:

1.1.2.1 Height: 162 inches (13 feet 6 inches) measured from the ground to the highest point of the cargo after loading.

1.1.2.2 Length: 636 inches (53 feet). Overlength dimensional charges will not be assessed for interstate/intrastate movements, when the gross length dimensions of the tractor and loaded semi-trailer combination are within the maximum gross length for such equipment combination on interstate and federally designated highways or other state highways and supplemental routes.

1.1.2.3 Width: 102 inches (8 feet 6 inches)

1.1.2.4 Cargo that exceeds these measurements may require permits.

1.1.4 Overdimensional Permit Charges

1.1.4.1. Overdimensional Freight Service (520) will apply only to truckload shipments.

1.1.4.2. All relevant charges directly related to overdimensional freight shipments, including costs of any special permits or toll charges will be included as part of the negotiated rate or Spot Bid.

Carrier must retain valid receipts or documentation and/or permit charge receipts to support any overdimensional or overweight charges.

1.3 (BLK) Blocking, Bracing and Tie Down Services for Vehicles and Military Tanks

1.3.1 When requested by shipper, vehicles and Military tractor tanks shall include blocking, bracing, and tie down (including material and inspector) services on railcars.

1.4 (CHN) Chains and Binders

1.3.1 For shipments moving on flatbed and specialized types of equipment, tendered rates include carrier providing a 10-chain and binder set or 8-nylon strap set to protect and secure the cargo.

1.3.2 The carrier shall provide chain and binder sets and/or nylon straps with fasteners as standard equipment on all vehicles. Charge of CHN(1) $_______ is authorized for each additional chain-and-binder set or nylon strap with fastener furnished above minimum requirements. The carrier will ensure BL is annotated with additional number of chain-and-binder sets and/or nylon straps with fasteners.

1.3.3 For all shipments, the carrier shall ensure that all cargo is properly fastened and secured in accordance with industry standards and DOT safety regulations.

1.4 (DEM) Demurrage (Straight)

1.4.1 A carrier’s notice of arrival will be provided to the consignee within 24 hours (except Saturday, Sunday or holidays) of actual arrival time. When required notice of arrival is not given within 24 hours of arrival, time will be computed from the first 12:01 AM after notice was actually given or after placement, whichever is earlier. The notice to be provided to the consignee will include:

a. Car initials and number;

b. Commodity;

c. Points of shipment, and;

d. Hold point, if the rail car is constructively placed short of the billed destination.

1.4.2 Free time will be computed from the first 12:01 AM after actual or constructive placement, subject to a “Do not deliver before” requirement in the solicitation and BL. Saturday, Sunday and holidays will be excluded in computing free time. Free time will be allowed for each car as follows:

DEM (1) _______ hours for loading.

DEM (2) _______ hours for unloading.

1.4.3 After expiration of free time, the following charges per car per day or fraction thereof will be assessed until car is released.

DEM (3) $_______ for each of the first four days.

DEM (4) $_______ for each of the next two days.

DEM (5) $_______ for each subsequent day.

1.4.4 Termination of Demurrage.

1.4.4.1. Demurrage will terminate when a shipper or a consignee notifies authorized rail personnel of the carrier that the rail car is available. The shipper or consignee will provide information to the carrier that includes the identity of the shipper or consignee, party furnishing the data and car initial and number. A carrier shall maintain information provided by the shipper or consignee, as well as the date, time of receipt, and identity of party receiving the information. The recorded date and time will govern release of car.

1.4.4.2. When the consignor or consignee cannot furnish the required information because of authorized personnel of the railroad not being on duty to accept the information, the consignor or consignee will have until 9:00 AM of the next day on which the railroad has such personnel on duty to furnish advice as to when the car was made available and the car will be considered released at the date and time it was loaded or unloaded and made available to the railroad.

1.4.5 When the same car is unloaded and reloaded, each transaction shall be treated as independent of the other. In such circumstance, free time for reloading will not begin until 12:01 AM after completion of unloading and notification is given to railroad IAW paragraph 4 above.

1.4.6 Time for loaded or empty cars delivering on interchange tracks where DoD/contractor personnel perform the switching shall be computed beginning at 12:01 AM after actual or constructive placement occurs, and shall continue until the rail cars are returned to the same or another interchange track and notification is given IAW paragraph 4 above.

1.4.7 When a railroad provides two or more cars for its own convenience in lieu of the car(s) ordered by a shipper, any demurrage charge that might accrue shall apply only to the number of car(s) actually ordered.

1.4.8 Under no circumstances shall a carrier charge demurrage charges in situations where the railcars are DoD owned or DoD leased cars, and rail cars are located on DoD owned or DoD contractor-owned rail tracks.

1.4.9 When DoD owned rail cars are located on railroad owned tracks for the convenience of the railroads, that period will be eliminated when computing demurrage charges. DoD owned cars that are located on railroad-owned tracks at the request of shipper or consignee will be subject to demurrage charges as provided in this item.

1.4.10 When a carrier is unable to load, unload, receive, or dispatch to another railroad because of a railroad strike, the following will apply:

1.4.10.1. The time from 12:01 AM after interference begins until 12:01 AM after interference ceases will be excluded by the carrier when computing and filing a claim for demurrage.

1.4.10.2. The time immediately preceding and time immediately subsequent to the interference will be consolidated into one period of detention.

1.4.10.3. When by reasons of delay or irregularity in filling orders, or as the result of an act or neglect of the railroad or because of weather interference described in paragraph 11 below, cars are bunched and placed for loading or unloading in accumulated numbers in excess of the daily placing as ordered or in excess of the number daily received, the Government will be allowed such free time for loading or unloading as it would have been entitled to had the cars not been bunched. A claim, in writing, within thirty (30) days of receipt of demurrage bill must be presented to the railroad, certifying initial and number for each car in the bunching claim.

1.4.11. In circumstances where severe weather conditions (floods, earthquakes, hurricanes, tornadoes, or similar “acts of God”) make it impractical or otherwise, impossible to load or unload a shipment, the duration in time of the severe weather condition will be eliminated in computing demurrage, provided the shipper/consignee advises the railroad/ carrier of the nature and expected duration of the weather interference at or/prior to the time the rail car is released.

1.4.12. In circumstances involving abnormal traffic patterns or unusual scenarios, the applicable demurrage provisions for facilities and shipment that require specifics considerations shall be negotiated in advance between authorized representatives of SDDC and the carrier.

1.5 (DEP) Detention: Vehicles with Power Units

1.5.1 Vehicles equipped with power units that are delayed or detained by shipper or consignee for loading or unloading at shipper, consignee, or other customer approved location will be allowed free time for loading/unloading.

1.5.1.1 Vehicles loaded on Motor Vehicle Transport Trailers (Equipment Code A20): 1 hour free time

1.5.1.2 Vehicles loaded on flat-bed equipment: 3 hours free time

1.5.1.3 Fully palletized shipments, 20,000 lbs. and over: 2 hours free time

1.5.1.4 Carrier power-unit, driver and one towed vehicle: 1 hour free time

1.5.1.5 Tank Truck (Equipment Code AT1/AT2): 2 hours free time

1.5.1.6 Non-palletized shipments, less than 3,000 lbs: 1 hour free time

1.5.1.7 Non-palletized shipments, 3,000 lbs. but less than 10,000 lbs: 2 hours free time

1.5.1.8 Non-palletized shipments, 10,000 lbs but less than 20,000 lbs: 3 hours free time

1.5.1.9 Non-palletized shipments, 20,000 lbs. and over: 4 hours free time

1.5.2 Free time will commence once the carrier has notified the consignor or consignee that the trailer is positioned for loading or unloading. A trailer is considered positioned for loading or unloading when placed in a location with doors open so it can be immediately accessed for loading or unloading within the consignor's/consignee's normal operating hours or acceptance hours as annotated on the BoL. If the shipping/receiving facility requires pickup and/or delivery appointments, wait time spent due to early or late arrivals will not count towards free time. If a carrier is prepared to position its trailer for loading or unloading, but due solely to Government fault is prevented from doing so, free time will commence at that time. However, free time will never commence unless, and until, the carrier has notified the consignor or consignee that its trailer is at the shipping/receiving facility but is unable to position its trailer for loading or unloading due to a Government-caused delay. All requests for detention payments based on Government-caused delays must include sufficient information to establish entitlement to these additional fees. Carriers and Shippers are required to keep separate record-keeping functions for detention purposes. In the event of a dispute between the Carrier 's and Shipper's records, the Shipper's records will prevail.

Minimum data fields will include: date/time carrier arrived; date/time carrier available for load/discharge; date/time load/discharge complete; date/time carrier departed.

1.5.3 Computation of time will be made within normal operating hours at the place of pickup or delivery. If both the carrier or its representative and the receiving Government personnel are permitted to work beyond normal operating hours, that working time will also be included. When loading or unloading is not completed by the close of business for that location, time will resume at the beginning of the next business day.

1.5.4. A shipment will be considered “fully palletized” when at least 90 percent of shipment weight (not including pallet weight) is loaded on pallets.

1.5.5. If loading or unloading extends beyond the allowable free time, then the carrier can assess a detention charge based on a charge of DEP(1)$_____ for each sixty minutes of delay that occurs during normal operating hours, which is known as detention time. If the delay is less than sixty minutes or exceeds sixty minutes, then the charge is prorated based on the actual minutes of detention time incurred.

1.5.6. Detention time starts when a vehicle is delayed by the shipper, consignor, destination or consignee beyond the allowable free time and ends when the vehicle is released by the shipper, consignor or consignee to either by notifying the driver or the carrier representative that the vehicle is ready for pickup.

1.5.7. Detention time only includes the time the vehicle is delayed during normal shipping and receiving hours. If the vehicle is delayed beyond the shipper's, consignee's or consignor's normal shipping or receiving hours, then the only delay time included in the detention time is the time occurring during normal shipping and receiving hours.

1.5.8 DEP charges will apply when the shipper or consignee:

1.5.8.1 Requires that the tractor be disconnected from the trailer during loading or unloading and parked elsewhere on the shipper’s or consignee’s premises;

1.5.8.2 Directs the trailer be left overnight, (except when loading/unloading is not completed as in paragraph 1.5.3.).

1.5.9. In circumstances where at least 90 percent of non-palletized material can be handled by pallet jack, fork lift, or other type of material handling equipment (MHE), then the calculation for free time allowed shall be one-half of the free time allowed for shipments not palletized. Fully palletized shipments weighing less than 20,000 pounds will be allowed one-half the free time.

1.5.10. A carrier shall be required to submit an invoice for detention no later than one year from the date detention occurred. Supporting documentation submitted by the carrier shall at a minimum include evidence of the times the vehicle arrived, loading/unloading began, loading/unloading ended, and vehicle departure. The carrier will retain documentation on file for one year after the time limit for submitting the invoice.

1.5.11. The carrier will allow the free time period of 2 hours to load and 2 hours to unload bulk fuel shipments.

1.6 (DET) DETENTION: VEHICLES WITHOUT POWER UNITS

1.6.1 Subject to the availability of equipment and carrier’s approval, carriers may spot vehicles without power units (empty or loaded trailers) for loading or unloading on the premises of the consignor or consignee, or on other premises designated by them.

1.6.2 When such trailers are delayed or detained for reasons attributed to the consignor or consignee, the shipment (or the combined weight of multiple shipments) being loaded or unloaded will be allowed 24 hours of Free Time, as follows:

1.6.2.1 Free time will commence once the carrier has notified the consignor or consignee that the trailer is positioned for loading or unloading. A trailer is considered positioned for loading or unloading when placed in a location with doors open so it can be immediately accessed for loading or unloading within the consignor’s/consignee’s normal operating hours or acceptance hours as annotated on the BoL. If the shipping/receiving facility requires pickup and/or delivery appointments, wait time spent due to early or late arrivals will not count towards free time. If a contractor is prepared to position its trailer for loading or unloading, but due solely to Government fault is prevented from doing so, free time will commence at that time. However, free time will never commence unless, and until, the contractor has notified the consignor or consignee that its trailer is at the shipping/receiving facility but is unable to position its trailer for loading or unloading due to a Government-caused delay. All requests for detention payments based on Government-caused delays must include sufficient information to establish entitlement to these additional fees. Contractors and shippers are required to keep separate record-keeping functions for detention purposes. In the event of a dispute between the contractor and shipper records, the shipper’s records will prevail. Minimum data fields will include: date/time contractor arrived; date/time contractor available for load/discharge; date/time load/discharge complete; date/time contractor departed.

1.6.2.2 When any portion of the free time extends into a Saturday, Sunday, or holiday, the computation of free time will resume at 12:01 a.m. on the next day which is not a Saturday, Sunday, or holiday.

1.6.2.3 Free time shall not begin on a Saturday, Sunday, or holiday, but at 8:00 a.m. on the next day which is not a Saturday, Sunday, or holiday.

1.6.3 When a trailer is both unloaded and reloaded, each transaction will be treated independently of the other. Free time for loading shall not begin until free time for unloading has elapsed.

1.6.4 DET will end when consignor or consignee notifies contractor by telephone that loading or unloading has been completed and that the trailer is available for pickup. Such notification shall constitute release of contract’s equipment; contractor shall then connect and pull the equipment in a timely manner.

1.6.5 DET will not apply if loading/unloading and contractor’s being notified of same has not extended beyond the free time. Contractor’s credits earned on equipment held cannot be used by the contractor to offset debits chargeable on equipment waiting to be moved.

1.6.6 Charges for detention of vehicles without power units will be:

1.6.6.1 For each of the first and second 24-hour periods or fraction thereof that vehicle is detained beyond the allowable free time, the charge will be DET(1) per 24-hour day or fraction thereof.

1.6.6.2 For each of the third and fourth 24-hour periods or fraction thereof that vehicle is detained beyond the allowable free time, the charge will be DET(2) per 24-hour day or fraction thereof.

1.6.6.3 For the fifth and each succeeding 24-hour period or fraction thereof that vehicle is detained beyond allowable free time, the charge will be DET(3) per 24-hour day or fraction thereof.

1.6.7 Certain Government installations have specific agreements for storing and relocating for carrier equipment for loading and unloading and/or detention charges.

1.7 (ECS) Empty Cars Ordered but not used

1.7.1. A carrier shall be entitled to submit an invoice charge for a railroad-furnished (car that was ordered by a shipper/consignee but not used, but such charges shall only be owed if the order for those empty rail car(s) was not canceled prior to car commencing movement.

1.7.2. The provisions of this item shall not be applicable to;

1.7.2.1. Where a rail car is located at the time of the order at rail yard(s) or storage track(s) that service the shipper's facility;

1.7.2.2. Where rail cars are moved or are placed merely for the convenience of the carrier, or;

1.7.2.3. Where the rail car is refused by a shipper as unfit for loading or in a defective mechanical condition.

1.7.3. In situations involving consecutive empty movement that result from a shipper ordering but not utilizing DODX cars, charges will be submitted in carrier’s tender.

1.8 (ELS) Extra Lights – Overdimensional Loads

1.8.1 When a state regulatory agency requires that lights, flashing or not flashing, be placed on an overdimensional shipment, a charge of ELS(1) $______ per vehicle will apply.

1.10 (EXC) Exclusive Use of Trailer or Dromedary

1.10.1. When requested by shipper, a carrier will dedicate the entire motor vehicle or separate cargo-carrying transport vehicle exclusively for that shipment, without breaking seals or locks and without the transfer of any cargo for a carrier’s convenience. Therefore, once EXC is required a carrier shall be prohibited from loading any additional cargo. However, application of this Rule shall not preclude the transfer of a dromedary box from one conveyance to another. EXC can include a trailer, a dromedary attached to the power unit (tractor) or a single dromedary on a trailer (which can include several other dromedaries).

1.10.2. A carrier will verify and ensure that the BL is annotated in writing as follows:

“Exclusive Use of Trailer or Dromedary requested by the Shipper. Do not break seals except in case of emergency or upon prior written approval of the shipper or consignee. If the seal is found broken, or if the seal is broken for emergency/security/inspection reasons, carrier to apply seals as soon as possible and immediately notify both the shipper and the consignee."

1.10.3. EXC is not a request for Expedited Service. Annotation of a RDD shall not constitute a request by the shipper for Exclusive Use.

1.10.4. If a seal or lock is removed by a carrier, the carrier will relock or reseal trailer or dromedary, annotate that fact on the BoL and include the reason for removal of the original lock or seal. In no event shall additional freight will be added to the trailer or dromedary at that time, except upon express authorization of consignee or shipper.

1.10.5. When a shipment is not in EXC, the seal(s) applied to trailers or dromedaries may be removed for the purpose of adding additional freight, however the BL must be annotated with the new seal number(s).

1.10.6. Dromedary shipments requiring EXC will not be partitioned under any circumstances.

1.10.7. Line-haul charges for shipments in vehicles requiring Exclusive Use service shall be invoiced as a truckload, subject to truckload rates, minimum weights and/or minimum charges.

Dromedary line-haul charges for shipments requiring Exclusive Use service will be paid at the highest minimum weight for the equipment.

1.10.8. Charge for Exclusive Use service will be EXC(1) $_____ per mile per trailer or dromedary.

1.11 (EXD) Extra Driver (Continuous Line Haul Service)

1.11.1. When requested by shipper, the contractor will provide an extra driver for continuous linehaul service within legal parameters.

1.11.2. The carrier will verify that the shipper’s request for extra driver is clearly and specifically annotated on the BoL. Any charge for an extra driver will be EXD(1) $______ cents per mile, subject to a minimum charge of EXD(2) $_______ per vehicle. This charge shall be in addition to all other lawfully owned transportation charges.

1.12 (EXP) Expedited Service

1.12.1. EXP is an accessorial service shippers can request a carrier to guarantee delivery before the required Standard Transit Time according to the Defense Transportation Regulation, DoD Standard Transit Times, within legal parameters, such as speed, Hours of Service, etc. For Expedited Service, carriers are permitted to pick up additional cargo along the route, unlike EXC.

1.12.2. When the requested Mandatory Delivery Date (MDD) is less than standard transit time, EXP is required to be annotated on the BoL. Carrier must ensure BoL is annotated with EXP request for charges to apply.

1.12.3 The use of Extra Driver (EXD) shall not be requested in conjunction with EXP to meet an

MDD.

1.12.4. Charges:

1.12.4.1. EXP $______ percent of linehaul.

1.12.5. If the MDD is less than the standard transit time and EXP has not been annotated on the BoL, the carrier is relieved from meeting the MDD and shall deliver the shipment IAW the standard transit time.

1.13 (HOL) Pickup and Delivery on Sundays or Holidays

1.13.1. When a shipper requests, pickup or delivery service to be provided at times other than an installation’s normal operating hours as indicated in the Transportation Facilities Guide (TFG), the shipment will be subject to the following charges:

HOL(1) $______ per hour or fraction per driver on Sundays and holidays, subject to a minimum charge of HOL(2) $______ per driver.

1.13.2. Hourly charges shall commence when the carrier’s driver reports to shipper/consignee/destination and consignee representative with the proper equipment ordered for loading or unloading, and terminates when driver(s) is/are released by the representative. The pickup and/or delivery time shall be annotated on BoL by the representative, the consignor or consignee.

1.18 (LIE) Cargo Liability of Carrier

1.18.1 Contractors will be liable for all loss, damage, undue delay, or miss-delivery of freight in its possession, unless caused by acts of God, acts of the public enemy, act or default of the shipper, act of the public authority or inherent nature or vice of the cargo.

1.18.2 For all shipments, Contractor liability for lost or damaged cargo will be limited to the lower dollar amount either of $100,000.00 per shipment or the actual amount of the loss or damage to the shipment. Should a shipper desire to declare and establish a cargo liability for an amount greater than $100,000.00, the Contractor agrees to provide this increased liability coverage for $0.50 for each $100 increase in loss or damaged cargo liability over the maximum liability.

1.18.3 All DOD shipments governed by this contract are subject to the released liabilities stated in the paragraphs above. No other released liabilities, regardless of where they are published, apply.

1.18.4 The contractor shall submit a linked e-bill in the Third Party Payment System (TPPS) should a shipper desire increased valuation over the maximum liability.

1.19 (MEN) Flagman

1.19.1 When DoD has a bona fide need for flagman service, and this service is requested or required by a shipper or regulatory agency, the applicable compensatory rates for flagman service will be:

1.19.1.1 MEN(1) $____ per mile per flagman, subject to a minimum charge of MEN(2) $____ per flagman. Charges will apply only to the mileage where the service is used.

1.19.1.2 When movement hours are restricted by a regulatory agency, carrier may include an overnight subsistence charge of MEN(3) $_______ per night per flagman.

1.19.1.3 When a flagman is furnished by the state, county, or municipality, the carrier will advance the required charges.

1.20 (MES) Escort

1.20.1 When DoD has a bona fide need for escort vehicle service, and this service is requested or required by a shipper or regulatory agency, the applicable compensatory rates for escort vehicles will be:

1.20.1.1 MES(1) $____ per mile per escort vehicle, subject to a minimum charge of MES(2) $____ per escort. Charges will apply only to the mileage where the service is used.

1.20.1.2 When movement hours are restricted by a regulatory agency, carrier may include an overnight subsistence charge of MES(3) $_______ per night per escort.

1.20.1.3 When an escort vehicle is furnished by the state, country, or municipality, the carrier will advanced the required charges.

1.5 (PER) Overweight Permit Shipments

1.1.1 A shipment shall be considered “overweight” based upon legal requirements when the weight exceeds the measurements stated below, as determined by any state, or other Government regulatory authority whose jurisdiction the shipment will travel.

1.1.2 Dimension measurements include:

1.1.3 An overweight shipment consists of any non-divisible article, which requires an excess weight permit for each interstate and/or intrastate movement. Maximum highway load weight may vary from state to state. As a general rule, the maximum weight that can be hauled legally, without permits, is 45,000 (including cargo loaded on lowboy equipment), 80,000 lbs gross, to include weight of tractor and trailer.

1.1.4 Overweight Permit Charges

1.1.4.1. Overweight Permit Charges (PER) will apply only to truckload shipments requiring specialized equipment.

1.1.4.2. All relevant charges directly related to overweight freight shipments, including costs of any special permits toll charges will be included as part of the negotiated rate or Spot Bid. Carrier must retain valid receipts or documentation and/or permit charge receipts to support any overdimensional or overweight charges.

1.21. (PTS) Protective Tarping Service

1.21.1. All carriers will cover any shipment with tarpaulin(s) where the shipper specifically request PTS due to the nature of the goods in question. The tarpaulin must be both fire and water resistant.

Battle damaged armored tactical vehicles shall be completely covered by a tarpaulin.

1.21.2. Carrier will verify that the BoL is annotated as follows:

“TARPS AND TARPING REQUIRED.”

1.21.3. Charges will be PTS(1) $_______ per shipment.

1.21.4. Contractor may furnish Conestoga-type flatbed trailer in lieu of tarping.

1.22 (PUD) Pickup and Delivery Before or After Normal Operating Hours

1.22.1 When a shipper requests, pickup or delivery service to be provided at times other than an installation’s normal operating hours as indicated in the Transportation Facilities Guide (TFG), the shipment will be subject to the following charges:

PUD(l) $______ per hour or fraction per driver before or after installation’s normal operating hours as indicated in TFG.

1.22.2. Hourly charges shall commence when the carrier’s driver reports to shipper/consignee/destination and consignee representative with the proper equipment ordered for loading or unloading, and terminates when driver(s) is/are released by the representative. The pickup and/or delivery time shall be annotated on BoL by the representative, the consignor or consignee.

1.23. (RCC) Reconsignment or Diversion

1.23.1. Reconsignment or Diversion service will be provided by the carrier subject to the following:

1.23.1.1. Reconsignment and Diversion are considered similar terms, and the use of either term will mean:

1) Change in the place of delivery within the original destination;

2) Change in the original destination; or

3) Any other change in delivery, which requires an additional movement of the shipment.

1.23.1.2. Only entire shipments may be reconsigned.

1) Carrier will charge RCC(1) $______ when shipment does not involve a change in original destination.

2) Carrier will charge RCC(2) $______ per shipment when changed from original destination. The carrier will also be entitled to the applicable published accessorial and line-haul rates from origin to new destination via the interception point. Assessment of linehaul minimum charges will be based on actual total miles travelled from origin via intercept point to new destination.

3) Rates will be negotiated when carrier does not have an applicable lanes on file to or from the interception point.

1.23.2. Payment of all charges for Reconsignment/Diversion will be the responsibility of the shipper.

1.24.3. When a shipper or consignee refuses, rejects or requests a shipment be returned to origin, return movement will be subject to rate of original inbound movement or to the rate applicable for return movements, whichever is lower. Carrier will obtain a BoL from the party requesting return.

Charge for returned freight will be applicable to return/refusal/rejected shipment rate of $_________.

Returning a shipment to the point of origin will not be interpreted as a continuous movement.

1.26.5. Time waiting for return paperwork after expiration of free time is considered unloading time and subject to detention charges.

1.27 (RCL) Redelivery

1.27.1. When final delivery of a DoD shipment cannot be accomplished due to circumstances beyond the control of, and through no fault of the carrier, then the carrier will contact consignee for additional guidance within 24 hours of original delivery attempt.

1.27.2 A shipment shall not be considered late delivery if it involves circumstances that require a redelivery. If redelivery is not accomplished, or if forwarding instructions are not furnished by the shipper/consignee to the carrier within 24-hours of carrier’s notification of the original delivery attempt, the shipment may be subject to additional changes

1.27.3. The redelivery charge will be RCL(1) $_______ per hundred pounds, subject to a minimum charge of RCL(2) $_______ per shipment, and a maximum charge of RCL(3) $_______ per shipment.

1.27.4 Redelivery charges shall not apply to any shipment if a consignee elects on its own to pick up a shipment at carrier terminal (not applicable to rail).

1.28. (RLS) Relocation of Vehicle

1.29.1 At shipper/consignee request, a carrier shall provide Relocation of Vehicle (trailer spotting) service, i.e. moving a vehicle from one location to another within the same installation/property. A charge of RLS(1) $_______ will be assessed for each relocation and must be certified by shipper or consignee on the BoL.

1.31. (SAT) Pickup and Delivery on Saturdays

1.31.1. When a shipper requests, pickup or delivery service to be provided at times other than an installation’s normal operating hours as indicated in the Transportation Facilities Guide (TFG), the shipment will be subject to the following charges:

SAT(1) $______ per hour or fraction per driver on Saturdays, subject to a minimum charge of SAT(2) $______ per driver.

1.31.2. Hourly charges shall commence when the carrier’s driver reports to shipper/consignee/destination and consignee representative with the proper equipment ordered for loading or unloading, and terminates when driver(s) is/are released by the representative. The pickup and/or delivery time shall be annotated on BoL by the representative, the consignor or consignee.

1.32. (SDL) Split Delivery

1.32.1. A carrier will verify and ensure that a BoL is annotated when delivery to more than one location within same receiving installation/facility is requested by the shipper/consignee.

1.32.2. For each Split Delivery provided, excluding the final delivery, a charge of SDL(1) $_______ will apply.

1.32.3. Split Delivery can be used with stop-off service.

1.33 (SNS) Satellite Motor Surveillance Service

1.33.1 Satellite Motor Surveillance Service (SNS) is a Transportation Protective Service (TPS) that provides Defense Transportation Tracking System (DTTS) with in-transit security capability to monitor the visibility of sensitive DoD shipments transported on commercial vehicles by using automatic vehicle location reports every 15 minutes, in-transit movement status changes, and emergency notification.

1.33.2 After becoming Surface Deployment and Distribution Command (SDDC)-approved, the carrier will contact DTTS Operations and Quality Branch Chief at the contact number provided in Section A, VIII, Table 1, to begin DTTS approval. The carrier will:

1.33.2.1 Use a DTTS approved SNS Vendor (SNSV).

1.33.2.2 Provide DTTS with:

a) Standard Carrier Alpha Code (SCAC)

b) Dispatch location

c) Twenty-four hour phone number

d) Fax number

e) Email address

1.33.2.3 Register vehicles with DTTS as required in paragraph 1.33.3 below.

1.33.3 Carrier vehicles equipped with SNS capability or re-equipped following maintenance or equipment upgrade shall be registered with DTTS by successfully completing the procedures set forth below in subparagraph a-d. Successful registration must occur prior to any carrier being authorized to transport DoD Arms, Ammunition and Explosives (AA&E) and Other Sensitive Material (OSM). Submission of information to SDDC to perform registration will include:

1.33.3.1. Power unit (tractor/truck) number

1.33.3.2. SNSV name and transceiver identification number

1.33.3.3. Tractor/truck manufacturer, model year, color, and Vehicle Identification Number (VIN)

1.33.3.4. State and license tag number, coupled with other characteristics of the tractor/truck to help DTTS successfully identify it to police in the event of an emergency. Vehicle registration information will be faxed to (618) 220-5386 or e-mail to sddc.safb.dtts@us.army.mil for entry into the DTTS database. The carrier will then call DTTS at the contact number provided in Section A, VIII, Table 1 to obtain procedures for testing of the panic button alert feature for each vehicle to complete the registration process.

1.33.4. The carrier is responsible for notifying police in the event of an emergency.

1.33.5. Unless a carrier’s vehicle is in an authorized, protected environment (i.e., SDDC-approved carrier terminal, military secure holding), SNS equipment installed on carrier vehicles, including the panic button emergency alert feature, will provide 24-hour uninterrupted service. The carrier’s SNS monitoring station will be continually manned by a qualified individual capable of providing immediate assistance in response to an emergency or DTTS inquiry. The carrier will also comply with communication requirements outlined in Item 103, Dual Driver Protective Service (DDP). The carrier must ensure the SNSV provides continuous messaging and positioning service, including immediate notification of EMERGENCY button activations by drivers.

1.33.5.1. Carriers providing SNS on shipments to/from Alaska must utilize satellite equipment that has been modified to operate in the Northwestern Tier of Canada through use of the Shaw Tracking Network and the Anik F2 Satellite. Non-modified equipment will lose coverage in northwestern Canada and Alaska and does not meet the requirements to provide SNS.

1.33.5.2. Questions pertaining to specific units or coverage should be directed to the appropriate satellite vendor. Shippers may only utilize SNS carriers with properly configured and modified satellite equipment for shipments to this region.

1.33.6. Each driver will be equipped with a remote panic button along with one receiver per vehicle.

Drivers will report an emergency by pressing the vehicle’s emergency button or drivers’ remote panic button. The vehicle’s emergency button will be located within easy reach of the driver and the remote panic button will be located in each driver’s possession.

1.33.7. If a driver needs to test an emergency button, a “U” status message (see paragraph 8.g below) will be sent to DTTS at least 20 minutes prior to testing. Driver may also call SDDC DTTS at the contact number provided in Section A, VIII, Table 1 prior to testing.

1.33.8. The following provides tracking procedures and/or requirements:

1.33.8.1. To initiate DTTS Service:

a) The vehicle driver will begin DTTS tracking upon arrival at origin by enabling DTTS per SNSV instruction. This action will generate a "B" message to DTTS and initiates the required 15 minute position reports.

b) The SNSV will provide the driver with "on-screen" verification (“DTTS ON”) that DTTS service has been enabled. The driver will not send any other SNS messages or depart a protected environment until verification is received.

c) Driver will position the satellite message display unit in a manner that allows the shipping inspector or other designated shipper personnel to observe the "DTTS On" message without having to climb aboard the cab of the vehicle.

1.33.8.2. Loading DTTS Shipment. The driver will send an "L" status message for new shipments subject to SNS tracking. The text portion of this message will include the shipment identification (i.e., BL number), trailer number, drom number, origin, and destination for each SNS shipment loaded. In the event this information exceeds the space provided for one text message, submit as many additional status "L" messages as necessary to convey all required information.

1.33.8.3. Departing Protected Environment. When departing point of origin, a secure holding area, a carrier terminal, or from a location due to a delay status, the driver will provide DTTS with a "D" status message to include location. Status code “D” places the shipment into a movement status for DTTS. A “D” message code will be used when previous shipment status would have been L, T,M, A, U, or O.

1.33.8.4. Carrier Terminal. Upon entering an SDDC-approved carrier terminal, the driver will send a "T" status message. In the text portion of the message, the driver will provide location of the terminal and a telephone number, including area code. DTTS understands that SNS shipments entering a terminal on a given vehicle may not depart on that same vehicle. Therefore, prior to departing a terminal with SNS shipments, drivers will utilize the same procedures as stated in subparagraph

1.33.8.2 and 1.33.8.3 above.

1.33.8.5. Military Secure Holding Area. When entering a military secure holding area, the driver will send an "M" status message. In the text portion of the message, the driver will provide activity name, area code and phone number so that DTTS staff can call to obtain further shipment status information. Driver will indicate whether the load remains with the vehicle or is offloaded. Prior to departing the secure holding area with SNS shipments, drivers will enter Bill of Lading (BL) number(s) on the vehicle in a “D” message. If any new shipments requiring SNS have been loaded on the vehicle, driver will utilize the same procedures as stated in subparagraph b and c above.

1.33.8.6. Change in Carrier Equipment. Drivers will report any in-transit shipment transfer to different carrier equipment using the “C” status message. For these messages, drivers will provide the identification number(s) of the new tractor and/or trailer as well as each BL transferred. If the required information exceeds the space provided for one text message, submit as many additional status "C" messages as necessary. The driver of the tractor receiving an SNS shipment will follow loading procedures in subparagraph b above, while the driver of the tractor transferring the SNS shipments will complete “C” equipment change message. A “C” message shall be sent from both the losing and gaining tractors to identify the shipment(s) transferred. One of the “C” messages shall include an explanation of the reason for the transfer and a plain text location. If no SNS shipments remain on the vehicle, the driver will terminate DTTS service using the disable procedures set forth in paragraph 1.33.8.10. below.

1.33.8.7. Unusual Delay During Shipment. The driver will send a “U” status message explaining an unusual delay that occurs during shipment transit. Examples that qualify as a “U” situation include:

1.33.8.7.1. Unusual Delay – Bad or severe weather, unexpected road closure, traffic accidents that shut down traffic, or other similar types of circumstances that create an unexpected delay. The “U” message will explain the applicable reason or factual circumstances in the text portion of the message and give the exact location of the vehicle/shipment, i.e., truck stop, shop name, city and state.

1.33.8.7.2. Mechanical Breakdown – Identify highway number, mile marker, and maintenance problem. The driver will immediately notify the contractor who in turn will notify SDDC DTTS at the contact number provided in Section A, VIII, Table 1. If the driver determines the “situation” meets the Emergency definition found in Section J, Appendix D, the driver will report the emergency by pressing the emergency button.

1.33.8.7.3. Other - Provide information not covered under other status messages, such as estimated time of arrival at destination, or explain emergency.

1.33.8.8. Arrived, Awaiting Offload. When arriving at destination and awaiting offload, driver will send an "A" status message. In text portion of the message, provide activity name and phone number where the driver can be reached.

1.33.8.9. Offload at Destination. When shipment has been offloaded, driver will send an “O” status message. In text portion of the message, provide activity name and each BL delivered to that activity. If the initial “O” message this exceeds the space provided for one text message, the driver should submit as many additional status "O" messages as necessary to convey the required information.

1.33.8.10. To end SNS Service:

1.33.8.10.1. After the last shipment has been offloaded, the driver will immediately disable DTTS per SNSV instruction. This action will generate an "S" status message to DTTS.

1.33.8.10.2. Driver will be provided with “on-screen” verification that DTTS service has been disabled.

1.33.8.11. Automatic “P” messages will alert DTTS of vehicle’s current location. Positions reported will be within one quarter mile of the actual vehicle location.

1.33.8.12. At a minimum carriers will ensure that position is reported every 15 minutes whenever an SNS shipment departs a protected environment. While in authorized protected environments, it is the carrier’s option to continue providing 15-minute vehicle updates. DTTS reserves the right to require a carrier to file more frequent updates when operational requirements dictate additional notification.

1.33.8.13. Failure of SNS equipment. If SNS equipment or system fails while in-transit, the driver will immediately notify the carrier dispatcher, who in turn shall immediately contact SDDC DTTS at the number provided in Section A, VIII, Table 1. The driver will provide DTTS with a telephonic location/status report every two hours, with a final telephonic report upon complete repair of the satellite transceiver or arrival at destination, or arrival at an activity offering secure holding, whichever is closer. If repairs cannot be made or are not feasible, the defective unit will be removed from the DTTS database and the equipment/SNS equipment will not be reinstated until repairs or replacement are made and the system tested as per paragraph 3 above.

1.33.9 The carrier will ensure the shipper has annotated the BoL as follows:

“Satellite Motor Surveillance Service (SNS) requested. In the event of SNS system failure, driver will immediately notify dispatcher who will contact DTTS at 1-800-826-0794. Driver must subsequently provide DTTS a telephonic location/status report every two (2) hours, with a final telephonic report upon delivery at destination, or secure holding area, whichever is closer.”

1.33.10 SNS VENDOR (SNSV) QUALIFICATION REQUIREMENTS AND STANDARDS

1.33.10.1 SNSV Qualification Process: Any satellite vendor seeking to qualify as DoD-approved SNS vendor must be able to continuously support DoD’s mission requirement to monitor the movement of SNS shipments 24-hours a day, 7 days a week, 365 days per year. In order to meet this fundamental qualification standard, the vendor must possess the necessary technical and system redundancy, including at a minimum the following requirements:

a) Redundant hardware and satellite infrastructure and architecture in the vendor’s primary network operations center.

b) A separate fully functional, geographically-dispersed contingency site that can demonstrate complete and separate capability to ensure continuous operations.

c) A qualified technical staff available 24/7/365 with the expertise to provide assistance to any inquiry from the DTTS staff regarding an in-transit SNS shipment.

d) Evidence of written certification that Sections 1-3 above are in place and available in support of the DTTS mission.

e) Hazards of Electromagnetic Radiation to Ordnance (HERO) testing. Electrical or battery powered equipment must be tested and DoD HERO certified. The vendor is responsible to ensure HERO certification is provided. The vendor will be provided with DoD points of contact to assist in the HERO certification process.

f) An interested vendor will present its request for qualification, which sufficiently demonstrates the relevant equipment/system/functional capabilities to the DTTS Program Management Office (PMO) for review and analysis. If it is initially determined that a prospective vendor system and their functional capability may meet minimal DoD requirements and standards, the DTTS PMO will recommend a test phase.

g) A test phase will demonstrate a vendor’s ability to provide all the services specified in this publication to DTTS. The test phase involves monitoring non-AA&E/OSM shipments moving from origin to destination traversing varying geographical conditions. At DTTS’s discretion, this test phase process may entail several test movements. Test(s) will be conducted using the required standard interface.

h) Upon successful completion of the test phase, the DTTS PMO will notify HQ SDDC Carrier Services in writing that the SNSV is approved for use by a carrier if both the test phase process and HERO certification are successful.

1.33.10.2 Standard Interface: The SNSV will use a data transfer method that conforms to current DoD information assurance requirements. Record layout will be developed by the IRRIS PMO in coordination with DTTS PMO to ensure data integrity. Contact the IRRIS PMO at sddc.safb.irristech@us.army.mil for all interface questions and concerns.

1.33.11 HERO Certification. Three critical steps must be accomplished prior to utilizing an electromagnetic radiation-emitting device on any trailer asset. These three steps are:

1.33.11.1. Certification: All electromagnetic radiating devices must first be Hazards of Electromagnetic Radiation to Ordnance (HERO) certified by an approved DoD agency.

1.33.11.2. Validation: All HERO-certified devices must be approved for use by the Naval Ordnance Safety and Security Activity (NOSSA), in the installed configuration on the trailer asset and proven to be within DoD safe operating parameters. Please contact, NOSSA, Code N72, 1-301-744-6082 or NSWCDD, Code J52, at 1-540-653-3444, to schedule a validation of the installed device on your asset.

1.33.11.3. Documentation: Copies of all approved NOSSA validations must be sent by carriers and received by SDDC via e-mail at sddc.safb.dtts@us.army.mil as part of the SDDC carrier performance record; in turn, your company will receive a reply from SDDC that these steps were successfully completed. Carriers are encouraged to retain a copy of the validation report in their company records.

1.34. (SOC) Stop-Off in Transit

1.34.1. Stop-off in transit service can consist of up to three stops between origin and destination.

Stop-off service will apply only on shipments subject to truckload rates.

1.34.2. Charges:

1.34.2.1. Line-haul

1.34.2.1.2. When rate qualifiers are based on distance, and the mileage through the…