Attachment_0002_MIL-STD-1366E_Transportability_Criteria_Oct_06.pdf

DEPARTMENT OF DEFENSE

INTERFACE STANDARD FOR

TRANSPORTABILITY CRITERIA

INCH-POUND

MIL-STD-1366E

31 October 2006

SUPERSEDING

MIL-STD-1366D

18 December 1998

AMSC NO A7616 AREA PACK

DISTRIBUTION STATEMENT A. Approved for public release;

Distribution is unlimited.

ii

MIL-STD-1366E

FOREWORD

1. This interface standard is approved for use by all Departments and Agencies of the Department of Defense.

2. In addition to updating data contained in the previous version, this version incorporates characteristics of new transporters such as the C-130J/J-30 aircraft, TSV, and LCAC landing craft. We have also included more detailed information concerning transport in Air Force cargo aircraft, and updated additional transportation asset characteristics.

3. Comments, suggestions, or questions on this document should be addressed to Director, Military Surface Deployment and Distribution Command Transportation Engineering Agency (SDDCTEA), ATTN: SDTE-DPE, 720 Thimble Shoals Blvd, Suite 130, Newport News, VA 23606-4537 or emailed to DPEmail@tea.army.mil. Since contact information can change, you may want to verify the currency of this address information using the ASSIST Online database at http://assist.daps.dla.mil.

iii

Table of Contents

1. SCOPE

1.1 General

1.2 Applicability

1.3 Measurement units

2. APPLICABLE DOCUMENTS

2.1 General

2.1.1. Specifications and standards

2.1.2 Other Government documents, drawings and publications

2.2 Non-Government publications

2.3 Order of Precedence

3. DEFINITIONS

3.1 Airdrop (air delivery)

3.2 Athwartship

3.3 Basic Issue Item (BII)

3.4 Breakbulk general-cargo ships

3.5 Cargo tiedown provision

3.6 Circus loading method

3.7 Combat developer (CBTDEV)

3.8 CONUS

3.9 Curb weight

3.10 Cushioned draft gear railcar

3.11 Deck loading

3.12 Defense transportation system (DTS)

3.13. Deployability

3.14 Deployability engineering

3.15 Equipment tiedown provision

3.16 Extraction parachutes

3.17 Flatrack

3.18 Floor contact pressure

3.19 Fragile item

3.20 Gross weight

3.21 Hazardous material

3.22 Heavy vehicles

3.23 Internal aerial delivery

3.43 Spreader bars

3.44 Standard draft gear railcar

3.45 Strategic deployment

3.46 Tactical deployment

3.47 Transportability

iv

3.48 Transportability approval

3.49 Transportability engineering

3.50 Transportability engineering analysis

3.51 Transportability report

3.52 ‘Tween-deck

3.53 Vehicle payload

3.54 Watertight

3.55 Weathertight

4.0 GENERAL REQUIREMENTS

4.1 Transportability Criteria

4.2 DOD Engineering for Transportability and Deployability Program

4.3 Transportability design responsibilities

4.4 Transportability problem item

4.5 Management of transportability problem items

4.6 Hazardous materials packaging and transportation requirements

5. DETAILED REQUIREMENTS

5.1 Highway Transportation

5.1.2 CONUS Highways

5.1.2.1 Unrestricted transport

5.1.2.2 U.S. Federal Bridge Gross Weight formula

5.1.2.3 The National Network

5.1.2.4 U.S. highway permit limits

5.1.2.5 Certification Essential to National Defense

5.1.2.6 Safety

5.1.3 Foreign highways

5.1.4 Military Load Classification (MLC)

5.1.5 Determining crew weights

5.1.6 Cargo restraint requirements

5.2 Rail Transportation

5.2.1 General

5.2.2 North American rail

5.2.2.1 Railcar availability

5.2.2.2 Unrestricted transport

5.2.2.3 CONUS transport for equipment exceeding the AAR diagram

5.2.2.4 Typical vehicle loading on flatcars

5.2.3 Foreign Rail

5.2.3.1. NATO railcar availability

5.2.3.2 NATO Rail

5.2.3.3 NATO rail transport on major rail lines

5.2.3.4 Other foreign rail clearances

5.2.4 Comparison of loading diagrams

5.2.5 Rail impact testing

v

5.3 Water Transportation

5.3.1 General

5.3.2 Breakbulk general-cargo ships

5.3.3 Containerships

5.3.3.1 General

5.3.3.2 Full containerships

5.3.4 Combination ships

5.3.5 Barge Carriers

5.3.5.1 General

5.3.5.2 LASH

5.3.5.3 LASH Lighters (barges)

5.3.5.4 SEABEE

5.3.6 Roll-on/roll-off (RORO) ships

5.3.6.1 General

5.3.6.2 Large Medium speed roll-on/roll-off ships (LMSR)

5.3.6.3 Fast sealift ships (FSS)

5.3.6.4 Cape D class

5.3.6.5 Cape H class

5.3.6.6 Miscellaneous RORO vessels

5.3.7 Support Vessels

5.3.8 Logistics-over-the-shore (LOTS) operations and inland waterways

5.3.8.1 General

5.3.8.2 Landing craft

5.3.8.3 Amphibian

5.3.8.4 Air-cushioned

5.3.8.4.1 Cargo deck and ramps

5.3.8.4.2 Strength limits

5.3.8.4.3 Environmental conditions

5.3.8.4.4 Tiedown rails

5.3.8.4.5 LCAC cargo restraint criteria

5.3.8.4.6 LCAC Heavy weather restraint criteria

5.3.8.5 Future watercraft

5.3.8.6 Designing for transport aboard amphibious ships

5.4 Fixed-wing air transport

5.4.1 Flyable system weight

5.4.2 U.S. military fixed-wing cargo aircraft

5.4.3 Design data

5.4.4 Air cargo handling

5.4.4.1 Shoring

5.4.4.2 463L cargo handling system

5.4.5 Air transport by DOD controlled aircraft

5.4.5.1 AMC and CRAF fixed-wing aircraft

5.4.5.2 AMC fixed-wing aircraft characteristics

vi

5.4.5.3 AMC fixed-wing aircraft deployability

5.4.5.4 Navy and Marine Corps fixed-wing aircraft

5.4.5.5 Army fixed-wing aircraft

5.5 Air delivery by Low Velocity Airdrop (LVAD)

5.5.1 General

5.5.2 LVAD criteria

5.5.3 Airdrop platform

5.6 Rotary-wing and tilt-wing air transport

5.6.1 General

5.6.2 Internal helicopter/tilt-wing transport

5.6.3 External helicopter/tilt-wing transport

5.6.4 NATICK certification

5.7 Lifting and tiedown provisions

5.7.1 General guidance

5.7.2 Equipment tiedown provisions

5.7.3 Lifting provisions

5.7.4 Multipurpose provisions

5.7.5 Cargo tiedown provisions

5.7.6 Large cargo tiedown provisions

5.7.7 Supplemental air transport tiedown provisions

5.7.8 All provisions

5.8 Intermodal cargo containers

5.8.1 Classification and dimensions of cargo containers

5.8.2 Designing for containerization

5.8.3 Rocket and missile containers

5.8.4 Flatracks

5.8.4.1 ISO flatracks

5.8.4.2 FSS flatracks

5.8.4.3 Heavy duty flatracks

5.8.6 Load Handling System (LHS) flatracks

5.8.6.1 Palletized Load System (PLS) M1077 flatrack

5.8.6.2 PLS M1 flatracks

5.8.6.3 PLS M3 flatracks (CROP)

5.9 Shelters

5.9.1 General

5.9.1.1 S-250 shelter

5.9.1.2 Lightweight multipurpose shelter (LMS), S-788

5.9.1.3 S-280 shelter

5.9.1.4 ISO Shelter

5.9.2 Shelter transportability and certification

vii

5.9.2 NATICK certification

5.9.3 Shelter modifications

5.9.4 Nonstandard shelters

5.10 Overloads

5.10.1 General

5.10.2 Overload prevention

5.10.3 Other prime mover overload considerations

5.10.4 Designing for transport

5.11 Assembly/disassembly

5.11.1 General

5.11.2 Transportability design for assembly/disassembly

6. NOTES

6.1 Intended use

6.2 Issue of DODISS

6.3 Data requirements

6.4 Subject term (key word) listing

6.5 International standardization agreements

6.6 Changes from previous issues

APPENDIX

Sample Problem for determining Bridge Formula Requirements A.1 Scope A.2 Applicable documents A.3 Symbols A.4 General requirements A.5 Detailed requirements A.5.1 Example

TABLES

Table 1. Crew Weights Table 2. Typical North American railcar characteristics Table 2. Typical North American railcar characteristics - continued Table 3. Characteristics of Railion (formerly DB) flatcars Table 4. Korean flatcar characteristics Table 5. Deck and hatch characteristics of typical breakbulk vessels Table 6. Deck and hatch characteristics of a typical combination vessel Table 7. LMSR hold summary (USNS Gordon) Table 8. LMSR fixed-ramp characteristics (USNS Gordon) Table 9. Cargo hold door dimensions and locations (USNS Gordon) Table 10. FSS Hold Summary Table 11. FSS Fixed-ramp characteristics Table 12. RORO Ship characteristics viii

Table 12. RORO Ship characteristics continued Table 13. Auxiliary ship characteristics Table 14. Auxiliary ship hatch data Table 15. T-ACS Ship Crane Capabilities Table 16. LOTS Lighterage Compatibility Table 17. USA, USMC, and USN lighterage Table 18. LCAC characteristics Table 19. LCAC capabilities Table 20. LCAC specific limitations for the craft and cargo deck Table 21. LCAC cargo restraint requirement Table 22. LCAC G-force requirements for heavy weather transport Table 23. Crash restraint criteria for Air Force fixed-wing aircraft Table 24. C-27 and C-130 information Table 25. C-17/C-17ER/C-5 Cross-sectional information Table 26. Navy/Marine Corps fixed-wing cargo aircraft capabilities Table 27. Design constraints for Navy/Marine Corps fixed-wing aircraft Table 28. Cargo restraint criteria for Navy/Marine Corps fixed-wing aircraft Table 29. Army fixed-wing cargo aircraft capabilities Table 30. Design constraints for Army fixed-wing aircraft Table 31. Crash restraint criteria for Army fixed-wing aircraft Table 32. LVAD rigged load height Table 33. LVAD acceptable item height Table 34. Maximum gross rigged weights (GRW) for LVAD Table 35. Maximum allowable item weights for LVAD Table 36. Design constraints for Army rotary-wing aircraft Table 37. Crash restraint criteria for Army rotary-wing aircraft Table 38. Design constraints for Navy/Marine Corps rotary-wing aircraft Table 39. Cargo restraint criteria for Navy/Marine Corps Table 40. Army rotary-wing aircraft internal load capabilities for 30 nautical mile radius Table 41. Navy/Marine Corps rotary-wing aircraft internal load capabilities for 30 nautical mile radius Table 43. Army rotary-wing aircraft external load capabilities for maximum radius mission Table 42. Army rotary-wing aircraft external load capabilities for 30 nautical mile radius Table 44. Navy/Marine Corps rotary-wing aircraft external load capabilities for 30 nautical mile radius Table 45. Dry cargo ISO containers Table 46. Design limits for equipment requiring transport in containers Table 47. Maximum gross weight of container (fixed-wing) Table 48. FSS flatracks, dimensions, weight and capacities ix

FIGURES

Figure 1. Typical Dimensions of a Bi-level Flatcar Figure 2. AAR outline diagram of single loads, without end overhang, on open-top cars

(AAR diagram) Figure 3. DOD rail clearance diagram Figure 4. Typical vehicle loading on HTTX flatcar (the OTTX layout is similar) Figure 5. Typical vehicle loading on TTDX flatcar (the ITTX layout is similar) Figure 6. GIC Diagram Figure 7. NATO Envelope M (formerly Envelope B) Figure 8. Korean clearance diagram Figure 9. Comparison of loading diagrams Figure 10. LASH barge characteristics Figure 11. SEABEE barge dimensional data Figure 13. Typical LMSR inboard profile (USNS Gordon) Figure 14a. USNS GORDON deck plan for the 02 Level and A Deck Figure 14b. USNS GORDON deck plan for the AB and A decks Figure 14c. USNS GORDON deck plan for the BC and C decks Figure 14d. USNS GORDON deck plan for the D, E, and F decks Figure 15. Typical LMSR end/side ramp positions (USNS Gordon) Figure 16. Typical LMSR lashing pattern Figure 17. FSS inboard profile Figure 18a. FSS deck layout Figure 18b. FSS deck layout continued Figure 18c. FSS deck layout continued Figure 19. Typical FSS lashing pattern Figure 20. Landing Craft, Mechanized (LCM-8) Figure 21. Landing Craft, Utility (LCU 2000) Figure 22. Logistics Support Vehicle (LSV) Figure 23. Lighter, Amphibious (LARC-LX) Figure 24. LCAC cargo deck dimensions Figure 25. LCAC cargo deck load diagram Figure 26. C-27 and C-130 equipment design limit cross-sections Figure 27. C-17/C-17ER equipment design limit cross section Figure 28. C-5 equipment design limit cross section Figure 29. Container Dimensions Figure 30. FSS Flatrack Figure 31. S-250 shelter Figure 32. Lightweight Multipurpose Shelter, S-788 Figure 33. S-280 shelter (MIL-S-55286) Figure 34. ISO shelter Figure 35. Sample case for determining bridge formula requirements

1. SCOPE

1.1 General.

In accordance with the Department of Defense (DOD) Engineering for

Transportability program described in DOD Instruction 4540.7, Operation of the DOD Engineering for Transportability and Deployability Program, this standard establishes basic transportability interface criteria for use in the development and shipment of items of materiel. The standard covers dimensional and weight limitations for all modes of transport to ensure that new and modified systems meet the interface requirements of the Defense Transportation System (DTS) (highways, tunnels, bridges, railways, etc.)

and the DTS lift assets (rotary and fixed wing aircraft, railcars, ships, barges, etc.) for unrestricted worldwide transport and deployment. It also covers lifting and tiedown provisions, containerization criteria, overloads, assembly/disassembly, air delivery, shelter criteria, transportability testing, and modeling and simulation of the transportation environment. This standard will allow materiel development and procurement activities to design military equipment to meet the transportability requirements of various modes.

1.2 Applicability.

This DOD interface standard is for use by the DOD acquisition community, to include the private sector, in the acquisition of defense materiel and systems. It should be included, by reference, in appropriate documentation of the DOD acquisition process to ensure acceptable transportability (see 3.45). The Defense Standards Improvement Council (DSIC) approved this standard as an interface standard in May 1995; therefore, reference of this standard in solicitations does not require a waiver.

1.3 Measurement units.

This standard uses the measurement system, either English or metric, of the source material as the primary measurement. The conversion to the other measurements system is provided in parentheses.

2. APPLICABLE DOCUMENTS

2.1 General.

The documents listed in this section are specified in sections 3, 4, and 5 of this standard. This section does not include documents cited in other sections of this standard or those documents recommended for additional information or as examples.

While every effort has been made to ensure the completeness of this list, document users are cautioned that they must meet all specified requirements documents cited in sections 3, 4, and 5 of this standard, whether or not they are listed.

2.1.1. Specifications and standards.

The following specifications and standards form a part of this document to the extent specified herein. Unless otherwise specified, the issues of these documents are those listed in the issue of the DOD Index of Specifications and Standards (DODISS) and supplement thereto cited in the solicitation (see 6.2).

STANDARDS

MILITARY

MIL-STD-209 Interface Standard for Lifting and Tiedown Provisions

MIL-STD-810 Environmental Engineering Considerations and Laboratory Tests

MIL-STD-814 Requirements for Tiedown, Suspension, and Extraction Provisions on Military Materiel for Airdrop

MIL-STD-913 Requirements for Certification of Sling Loaded Military Equipment by Department of Defense Helicopters

HANDBOOKS

MILITARY

MIL-HDBK-669 Loading Environment and Related Requirements for Platform Rigged Airdrop Materiel

MIL-HDBK-910 Mobile Tactical Systems Overload Prevention Procedures

MIL-HDBK-1791 Designing for Internal Aerial Delivery in Fixed-Wing Aircraft

(Unless otherwise indicated, copies of above specifications and standards are available from the following website: http://assist.daps.dla.mil).

2.1.2 Other Government documents, drawings and publications.

The following documents form a part of this document to the extent specified herein. Unless otherwise indicated, the issues are those cited in the solicitation.

CODE OF FEDERAL REGULATIONS

CFR Title 23 Highways

CFR Title 49 Transportation

(Obtain copies from the following website: http://www.gpoaccess.gov/cfr/ index.html).

MANUALS

MILITARY

FM 5-170 Engineer Reconnaissance

TM 5-312 Military Fixed Bridges

AFJMAN 24-204/ Preparing Hazardous Materials for Military Air TM 38-250/ Shipment

NAVSUP PUB 505/

MCO P 4030.19/ DLAI 4145.3

AR 70-59 Department of Defense Tactical Shelter Program

OPNAVINST 3900.27B

AFR 80-8/MCO 3920.5A

(Obtain copies from the procuring activity or as directed by the contracting officer.)

DATA ITEM DESCRIPTIONS (DIDs)

DI-PACK-80880 Transportability Report

(Obtain copies assist.daps.dla.mil/online/start/)

TRANSPORTATION ENGINEERING AGENCY (TEA)

TEA Pamphlet 70-1 Transportability for Better Deployability

Directory of Highway Permit and Mobilization Control (MOBCON) Officials

(Obtain copies from the Director, SDDCTEA, 720 Thimble Shoals Blvd., Suite 130, ATTN: SDTE-DPE, Newport News, VA 23606-4537, 757-599-1109, or download from the internet at www.tea.army.mil)

DEPARTMENT OF DEFENSE

DOD Directive 4510.11 DOD Transportation Engineering

(Obtain copies from www.tea.army.mil/dodprog/doddirective451011p.pdf)

DOD Instruction 4540.7 Operation of the DOD Engineering for Transportability and Deployability Program

(Obtain copies from www.tea.army.mil/pubs/nr/deploy/transinstruction/DODI 4540.7 12 oct 04.pdf)

AIR FORCE

AF PAM 10-1403 Air Mobility Planning Factors

(Obtain copies from the procuring activity or as directed by the contracting officer.)

2.2 Non-Government publications.

The following documents form a part of this document to the extent specified here.

Unless otherwise specified, the issues of these documents are those listed in the DODISS cited in the solicitation. Unless otherwise specified, the issues of documents not listed in the DODISS are the issues of the documents cited in the solicitation.

ASSOCIATION OF AMERICAN RAILROADS

Field Manual of the AAR Interchange Rules

Outline Diagram for Single Loads, Without End Overhang, on Open-Top Cars

Universal Machine Language Equipment Register (UMLER)

(Obtain copies from the Association of American Railroads, Washington DC, toll free at 877-999-8824).

INTERNATIONAL ROAD FEDERATION

Limits of Motor Vehicle Sizes and Weights

(Obtain copies from the International Road Federation, 1010 Massachusetts Ave, NW, Fourth Floor, Washington, DC 20001, (202) 371-5544, www.irfnet.org.)

NATO STANDARDIZATION AGREEMENT (STANAG)

STANAG 2021 ENGR Computation of Bridge, Ferry, Raft, and Vehicle Classifications

AMOVP-4 Technical Aspects of the Movement of Military Materiels by Railroad

STANAG 2413 MH Demountable Load Layering Platforms (DLLP)

(Obtain copies from the Standardization Documents Order Desk, Building 4D, 700 Robbins Avenue, Philadelphia, PA 19111-5094, phone number (215) 697-2179, facsimile (215) 697-1462.)

R.E.R. PUBLISHING CORPORATION, AGENT

The Official Railway Equipment Register

(Obtain copies from the R.E.R. Publishing Corporation, Agent, 400 Windsor Corporate Park, 50 Millstone Road, Suite 200, East Windsor, NJ 08520, www.cbizmedia.com, toll free 888-215-6084.)

AMERICAN SOCIETY OF TESTING AND MATERIALS

ASTM E 1925 Engineering and Design Criteria for Rigid Wall Relocatable Structures

(Obtain copies from the American Society for Testing and Materials, 100 Barr Harbor Drive, West Conshocken, PA 19428, (610) 832-9585, www.astm.org.)

2.3 Order of Precedence.

In the event of a conflict between the text of this document and the references cited here, the text with the most severe requirement will take precedence.

3. DEFINITIONS

For the purpose of this document, the following definitions apply.

3.1 Airdrop (air delivery).

A tactical aircraft operation for the delivery of supplies or equipment by dropping cargo from the aircraft (fixed or rotary-wing) in flight. The supplies or equipment can be dropped free-fall or parachute retarded.

3.2 Athwartship.

Across the ship from side to side.

3.3 Basic Issue Item (BII).

Those essential ancillary items required to operate the equipment and to enable it to perform the mission and function for which it was designed or intended. BII must be with the equipment during operation and whenever it is transferred between property accounts.

3.4 Breakbulk general-cargo ships.

Breakbulk ships are designated as general cargo ships because of their ability to carry a variety of cargo in various forms. Cargo loading/unloading operations are accomplished via lift-on/lift-off using shipboard or pierside cranes. The normal constraints encountered with breakbulk vessels are low overhead clearances, limited deck strengths, limited lifting capabilities or ship’s gear, and slow speed of cargo operations.

3.5 Cargo tiedown provision.

A padeye, fixture, or attachment integral to the cargo compartments of trucks or trailers for securing cargo or accessories. See MIL-STD-209.

3.6 Circus loading method.

Loading flatcars by placing a string of flatcars at an end ramp, and driving vehicles on the flatcars filling the entire string. Vehicles are selected and staged so the flatcars are loaded efficiently accounting for the type of flatcar and the type of equipment, and the use of deck space is maximized.

3.7 Combat developer (CBTDEV).

The combat developer (CBTDEV) is the command or agency that formulates warfighting requirements for doctrine, organization, training, materiel, leadership and education, personnel, and facilities (DOTLMPF). May be used generically to represent the user and user maintainer community role in the materiel acquisition process (counterpart to generic use of MATDEV).

3.8 CONUS.

Continental United States. This usually excludes Alaska and always excludes

Hawaii.

3.9 Curb weight.

For light tactical vehicles, the curb weight is the weight of the vehicle with BII on board and with a full load of fuels and lubricants. For medium and heavy tactical vehicles, the curb weight includes the weight of the truck (or trailer), including materials handling equipment (if applicable), with all kits, attachments, accessories, equipment, BII and full complement of fuel, lubricants, coolants, hydraulic fluid, and crew.

3.10 Cushioned draft gear railcar.

Any railcar equipped with center or end-of-car cushioning devices. Cushioned draft gear railcar cushioning devices are covered by Rule 59 in the Field Manual of the AAR Interchange Rules. In general, the distance of draft gear (or center sill of railcars with cushioned underframe) travel from normal position to maximum extension for one end of car is 5 inches or greater.

3.11 Deck loading.

Vessel decks, wharf decks, shop floors, and similiar structural platforms designed to distribute a load, the deck loading is the weight of the Systems/Equipment (S/E) distributed over the S/E’s shadow area (length times width of the S/E) not including small protrusions such as the gun barrel on a tank. Also known as deck strength.

3.12 Defense transportation system (DTS)

That portion of the global transportation infrastructure that supports DOD common-user transportation needs across the range of military operations. It consists of those common-user military and commercial assets, services, and systems organic to, contracted for, or controlled by the Department of Defense.

3.13. Deployability.

The ability to move forces and materiel anywhere in the world in support of a military operation.

3.14 Deployability engineering.

The science of designing into the force (personnel and materiel) the ability to be moved by transportation assets and/or modes anywhere in the world in support of a military operation.

3.15 Equipment tiedown provision.

An integral part of an item, also called a tiedown eye, fixture, facility, or attachment.

A tiedown provision provides a means of attaching a tiedown lashing to the equipment for restraint purposes during shipment. See MIL-STD-209.

3.16 Extraction parachutes.

One or more parachute(s) (usually smaller than main parachute) used to withdraw an airdropped item from the aircraft.

3.17 Flatrack.

Cargo carrying platform, of a permanent character, suitable for repeated use.

Flatracks do not have sidewalls or a roof structure.

3.18 Floor contact pressure.

The resultant pressure exerted by the weight of S/E on the carrying surface of the transporter through the portions of the S/E actually in contact with the carrying surface.

3.19 Fragile item.

An item of S/E that is susceptible to damage and/or loss of serviceability during transport and handling. It requires special shipping procedures or equipment, environmental control, or special packaging for protection during transport.

3.20 Gross weight.

The weight of the basic equipment (curb weight for vehicles) plus the weight of any associated support items of equipment (ASIOE) and cargo attached to the equipment, contained within the equipment, or projected as payload for the equipment (that is, shelters). For light vehicles, crew weight and pintle load are considered as payload. The weight of ammunition and/or additional fuels and lubricants (to include water) necessary to render the system combat ready is also considered as payload.

3.21 Hazardous material.

A substance or device that, as determined by the Secretary of Transportation, could pose an unreasonable risk to health, safety, and property when transported in commerce and is so designated in the table set forth in 49 Code of Federal Regulations (CFR) 172.101. Included are explosives; flammable, combustible, and pyrophoric liquids; flammable solids; oxidizers, and organic peroxides; corrosive materials;

compressed gases; poisons and irritating materials; etiologic agents; and radioactive materials.

3.22 Heavy vehicles.

As used in this standard, the term “heavy vehicles” means any vehicle where the crew weight, pintle load, ammunition, and any additional fuels and lubricants (to include water) necessary to render the system combat ready are NOT considered as payload.

3.23 Internal aerial delivery.

Internal air transport aboard military prime mission cargo aircraft or Civil Reserve

Air Fleet (CRAF) aircraft.

3.24 Item disassembly.

Removal of parts of an item to reduce its physical characteristics (weight and dimensions) so that transport limitations are not exceeded.

3.25 Item reassembly.

Replacement of parts on an item to restore the item to its operational configuration.

3.26 Large cargo tiedown provision.

A padeye, fixture, or attachment integral to cargo trucks and trailers, flatbed trailers, and flatracks used as a demountable truck or trailer bed for securing large, heavy items.

See MIL-STD-209.

3.27 Lifting provision.

An integral part of the equipment, also called a padeye, lug, eye, facility, or attachment point. A lifting provision provides a means of attaching a sling to the equipment for safe lifting. See MIL-STD-209.

3.28 Light vehicles.

As used in this standard, the term “light vehicles” means any vehicle where the crew weight, pintle load, ammunition, and any additional fuels and lubricants (to include water) necessary to render the system combat ready are considered as payload.

3.29 Lighter.

Small vessel, used in loading/unloading ships in logistics-over-the-shore (LOTS) operations. In the Army, lighters include amphibians, landing craft, and such harbor craft as barges.

3.30 Light weight.

The empty weight of a railroad car including its trucks and any other appurtenances considered standard to the railcar. The light weight is stenciled on every freight car in conjunction with the load limit stenciling, and is abbreviated “LT WT.”

3.31 Load limit.

The maximum weight that can be loaded on a railcar. For railcars meeting standard

AAR design criteria, the load limit is equal to the maximum allowable gross weight on the rails (determined by axle and wheel size) less the light weight of the railcar. Load limit is stenciled on every freight car in conjunction with the light weight stenciling and is abbreviated “LD LMT.”

3.32 Logistics-over-the-shore (LOTS).

Logistics-over-the-shore (LOTS) - Transferring military equipment and supplies from cargo ships anchored offshore to the beach in support of forces ashore. During strategic deployments, most military equipment will be transported by ship. There may be occasions, however, when improved ports are not available because of poor host nation port infrastructure, sabotage, and so forth. LOTS provides both an alternative as well as a supplemental method to move equipment from sealift ships to shore. (Also known as Joint Logistics Over The Shore (JLOTS).)

3.33 Materiel Developer (MATDEV).

The Materiel Developer (MATDEV) is the research, development, and acquisition

(RDA) command, agency, or office (Program Manager (PM)/Program Executive Office (PEO)) assigned responsibility for the system under development or being acquired.

The term may be used generically to refer to the RDA community in the materiel acquisition process (counterpart to the generic use of CBTDEV).

3.34 Multipurpose provision.

A single provision that meets the requirements of this standard for both lifting and equipment tiedown. See MIL-STD-209.

3.35 Operational configuration.

The state that equipment is in when it is fully capable of performing its mission as set out in the requirements document.

3.36 Payload rating.

The maximum weight a vehicle is designed to safely transport. For light vehicles, the crew weight, pintle load, ammunition, and any additional fuels and lubricants (to include water) necessary to render the system combat ready are considered as payload.

3.37 Plane of the provisions.

A geometric plane connecting the centers of all lifting provisions of an item of equipment. The “plane of the provisions” will only be a horizontal plane if the height of the front and rear provisions is the same (see Appendix B of MIL-STD-209 for a pictorial of the “plane of the provisions”).

3.38 Potential transportability problem item.

An equipment item in its proposed shipping configuration that, because of its size or weight, or lack of adequate means for lifting and tiedown, may be denied movement.

It may require special permits or waivers and/or special equipment or handling, or may be unacceptably delayed when moving within existing or newly designed transportation systems. A more detailed, technical definition of a transportability problem item is given in section 4 (see 4.4) of this military standard.

3.39 Recovery parachutes.

Parachutes used during airdrop delivery to retard and stabilize the descent of an airdrop item.

3.40 Reporting marks.

Lettering appearing on the sides of all freight cars identifying ownership and car number such as marks including TTX for TTX Company (formerly Trailer Train Company), DODX for Department of Defense (SDDC Operations Center), or BNSF identifying cars of the Burlington Northern Santa Fe railroad company. The “X” denotes private ownership as differentiated from railroad ownership. The first letters used with TTX are arbitrary designations used to differentiate various car types.

3.41 S/E (Systems and equipment).

All items and item components necessary for equipping, maintaining, operating, and supporting military activities, without distinction as to their application for administrative or combat purposes, excluding ships.

3.42 Shipping configuration.

The item/system configuration, stated in weights and dimensions, that a military unit will use for transport. It also includes the restraint arrangement for safe transport of the item/system.

3.43 Spreader bars.

A bar, set of bars, or other framework used during lifting operations to prevent lifting sling legs from damaging an item by compression, friction, and so forth.

3.44 Standard draft gear railcar.

Any railcar that is not equipped with center or end-of-car cushioning devices. The standard draft gear devices in these railcars are covered in Rule 21 of the Field Manual of the AAR Interchange Rules. Typical travel is usually less than 3 inches (76 mm).

Railcars having standard draft gear are so listed in the Universal Machine Language Equipment Register (UMLER) files maintained by the AAR.

3.45 Strategic deployment.

The continuous or sustained movement of units, personnel, and logistic support items between CONUS and overseas areas or between theaters of operation.

3.46 Tactical deployment.

Deployment of units, personnel, and logistic support items within a theater of operations. The C-130 aircraft, helicopters and landing craft are examples of tactical transporters.

3.47 Transportability.

The inherent capability of an item or system to be effectively and efficiently moved by required transportation assets and modes.

3.48 Transportability approval.

A statement by the Director of TEA that an item of materiel, in its shipping configuration, is transportable by the mode(s) of transportation specified in development guides or materiel requirements, or meets amended transportability characteristics approved by higher authority.

3.49 Transportability engineering.

The science of designing into an item or system the inherent capability to be effectively and efficiently moved by required transportation assets and modes.

3.50 Transportability engineering analysis.

An analysis of the transportability of an S/E item or its components, which assesses its ability to be transported by the modes specified in the materiel requirements documents.

3.51 Transportability report.

An information package, submitted on a potential transportability problem item during S/E development/acquisition. It contains all the information necessary for performing a comprehensive transportability engineering analysis. The transportability report is prepared by the materiel developer or contractor in accordance with the format and content of Data Item Description, DI-PACK-80880 and TEA Pamphlet 70-1, Transportability for Better Deployability. The materiel developer is responsible for submitting this report to the appropriate transportability agent.

3.52 ‘Tween-deck.

Any deck below the upper deck and above the lowest deck. General cargo ship with one or more decks, known as ‘tween decks, dividing the cargo holds into lower and upper cargo spaces.

3.53 Vehicle payload.

For light vehicles, payload is any load placed in or on the vehicle that increases the vehicle weight above the curb weight. Payload includes the weight of the driver and passengers (crew), weight of crew’s personal gear, cargo, water cans, table of organization and equipment or common table of allowances items, kits, communications and electronics equipment, cargo cover kits, shelterized systems (including the weight of the shelter), ammunition and/or additional fuels and lubricants (to include water) necessary to render the system combat ready. The trailer tongue load must be included as a part of the payload for Group II High Mobility Multipurpose Wheeled Vehicles (HMMWVs), Heavy HMMWV Variants (HHVs) and HMMWV Expanded Capacity Vehicles. Tongue loads in excess of 200 pounds must be counted as part of the payload for the Group I HMMWV models. For heavy vehicles, the payload shall include cargo only.

3.54 Watertight.

Designed and constructed to withstand a static head of water without any “leakage”

(46 CFR 114.400 and 175.400). This refers to structures that must withstand hydrostatic loading for extended periods of time, including the hull bottom and sides, main deck plating, tanks, and “subdivision bulkheads.” The latter are meant to contain the spread of water that enters the hull as a result of hull breach due to collision, grounding, and so forth. All weldments and penetrations of such structures are subject to strict testing requirements to ensure that no leakage occurs under the particular design conditions of the vessel.

3.55 Weathertight.

Weathertight means that water will not penetrate in any sea condition (46 CFR

114.400 and 175.400). This refers generally to topside structures subject to occasional and short exposure to water on deck, from boarding waves or wind driven rain and spray. Regulations specify arrangement and height for weathertight appurtenances, as well as load and welding specifications, which are generally less stringent than for watertight structures.

4.0 GENERAL REQUIREMENTS

4.1 Transportability Criteria.

This standard provides the interface requirements necessary to design an item of equipment to be transported through the Defense Transportation System (DTS). The information provides the critical characteristics, both for the transport vehicle and transportation system.

4.2 DOD Engineering for Transportability and Deployability Program.

DOD Directive 4510.11, DOD Transportation Engineering, and DOD Instruction

4540.7, Operation of the DOD Engineering for Transportability and Deployability Program, implement a coordinated engineering for transportability and deployability program between the DOD components. This program provides for the inclusion of transportability/deployability requirements in the design of end items of equipment obtained through the materiel acquisition process for the military services.

Transportability is a consideration for all acquisition categories and all acquisition sources, including new or modified equipment, rebuys, and commercial or non-developmental systems.

Transportability is important throughout the acquisition cycle. However, it is essential that transportability be considered at the beginning of the materiel acquisition process when the impact on design is the greatest. Incorporation of transportability characteristics into the initial concepts and designs minimizes the impact on program cost and schedule. It is easier and less costly to incorporate equipment characteristics that support transport into the initial design than it is to alter or retrofit actual hardware.

Transportability is equally important in other stages of the acquisition cycle. The omission of transportability considerations during the middle or later stages of the cycle, or deletion during tradeoff decisions, can negate all transportability efforts and advances made during the early stages.

4.3 Transportability design responsibilities.

The materiel developer and/or contractor shall be responsible for incorporating transportability considerations into equipment design.

4.4 Transportability problem item.

An S/E item is considered a transportability problem item when any of the following conditions apply:

a. The item is wheeled or tracked, and is to be towed, hauled, or self-propelled on or off highway.

b. The item increases the physical characteristics of the designated transport medium.

c. The item requires special handling or specialized loading procedures.

d. The item has inadequate ramp clearance for ramp inclines of 15°.

e. Exceeds any of the following conditions:

(1) Length - 20 feet (6096 mm, 240 in).

(2) Width - 8 feet (2438 mm, 96 in).

(3) Height - 8 feet (2438 mm, 96 in).

(4) Weight - 10,000 pounds (4,536 kg).

(5) Weight per linear foot - 1,600 pounds/foot (2381 kg/m).

(6) Floor contact pressure - 50 psi (344.7 kPa).

4.5 Management of transportability problem items.

If an S/E item meets any of the conditions listed in 4.4a-4.4c, or exceeds the criteria of 4.4e, a transportability report shall be submitted by the MATDEV to the appropriate service transportability agent. The report shall be prepared by the materiel developer or contractor and shall be in accordance with the format and content of Data Item Description, DI-PACK-80880 (see 6.2).

4.6 Hazardous materials packaging and transportation requirements.

In addition to the transportability criteria identified in this document, all shipments of hazardous materials will also comply with applicable modal packaging and transportation requirements as identified in AFJMAN 24-204/TM 38-250/NAVSUP PUB505/MCO P4030.19/DLAM 4145.3 - Preparing Hazardous Materials for Military Air Shipment, 49 CFR, The International Maritime Dangerous Goods Code, and the United Nation’s Recommendation on the Transportation of Dangerous Goods.

5. DETAILED REQUIREMENTS

5.1 Highway Transportation.

Highway transport vehicles developed for over-the-road movement should meet the physical, legal, and administrative limitations on roadways, bridges, and other structures imposed by Federal, State, and local transportation authorities. This document summarizes general size and weight constraints of CONUS and various foreign highway systems. These limits establish guidelines to ensure that new military highway transport equipment is compatible with the capabilities and limitations of CONUS and foreign highway systems. This is important, since military vehicles are not normally exempt from Federal, State, or local size and weight limitations.

5.1.2 CONUS Highways.

5.1.2.1 Unrestricted transport.

Federal weight limits apply to vehicles and vehicle cargo combinations on Interstate highways. States may issue permits for nondivisible vehicles or loads. On other non-interstate highways, the state establishes weight limits. Federal length and width limits apply to the National Network (see 23 CFR 658 Appendix A.1). These provisions preempt conflicting state laws and regulations. There is no federal law on height. The size and weight legal limits of the interstate or National Network vary from State to State. The “Summary of Size and Weight Limits” in appendix A of the Directory of Highway Permit and Mobilization Control (MOBCON) Officials is prepared by the American Trucking Association, Inc. and summarizes the State legal limits for moves of oversize and overweight equipment. To ensure general unrestricted CONUS highway transport, vehicles and vehicle cargo combinations shall be designed to the following constraints when unrestricted CONUS highway transport is a requirement:

Height 162 inches (4115 mm, 13.5 ft)

Width 96 inches (2438 mm, 8 ft)

Length 40 feet for a single unit (12192 mm, 480 in) 55 feet for a combination unit (16 764 mm, 660 in) 48 feet for a semitrailer (14 630 mm, 576 in)

Single axle load 20,000 pounds (9072 kg)

Tandem axle load 34,000 pounds (15 422 kg)

Triple axle load 42,000 pounds (19 051 kg) (3 States have lower limits)

Gross vehicle weight *80,000pounds (36 287 kg)

*NOTE: The gross vehicle weight constraint is also dependent on the Federal Bridge Gross Weight formula, which is presented in 5.1.2.2.

5.1.2.2 U.S. Federal Bridge Gross Weight formula.

The bridge gross weight formula specifies the relationship between the axle (or groups of axles) spacing and the weight that the axle(s) may carry to prevent overstressing highway bridges. The bridge formula is:

W = 500 (LN/(N-1) + 12N + 36)

where:

W = overall gross weight on any group of two or more consecutive axles to the nearest 500 pounds

L = distance in feet between the outer axles of any two or more consecutive axles

N = number of axles in the group under consideration

The bridge formula is incorporated into Title 23 CFR 658. A sample problem for determining bridge formula requirements is in appendix A.1 of this military standard.

5.1.2.3 The National Network.

The National Network has been identified based on which large vehicles authorized by the Surface Transportation Assistance Act (STAA) of 1982 are allowed to operate.

One configuration allowed to travel on the National Network is the truck tractor-semitrailer-trailer combination. (Trailers must be no longer than 28 feet (8534 mm, 336

in) for unrestricted National Network transport.) This network includes the Interstate System plus other qualifying Federal-Aid Primary System Highways. Title 23 CFR 658 establishes the requirements for highway transport on the National Network and identifies the network.

5.1.2.4 U.S. highway permit limits.

The U.S. highway permit limits are constraints within which a State will allow highway transport under its permit procedures when unrestricted highway transport is not possible. The conditions for which a State will issue movement permits without certification as essential to the national defense are in the Directory of Highway Permit and MOBCON Officials. Note that these limits are adjusted by particular conditions at movement time and should be verified with the appropriate State highway official prior to highway transport. Vehicles and vehicle cargo combinations shall meet the permit limit criteria in the Directory of Highway Permit and MOBCON Officials when U.S.

highway transport within permit limitations is a requirement.

5.1.2.5 Certification Essential to National Defense.

Certification for highway movement essential to national defense is certification by an appropriate military authority that the cargo is “essential cargo.” The oversize or overweight shipment cannot be reduced in size or weight and the shipment must be moved via highway. This certification is a means to inform regulatory authorities of the importance of the movement to allow maximum flexibility in approving the permit. This materiel must be eligible for highway movement in accordance with the provisions of DOD 4500.9-R, Defense Transportation Regulation (DTR), Part III, Mobility. Training, maintenance, and public-relations mission movements, or savings of transportation cost or time, are not justifications for meeting certification requirements. Once the installation commander determines that the materiel meets the requirements, he/she must request that the Army commander of the shipping command certify the movement is essential to national defense for movements by other than commercial carriers. Local installation commanders cannot make this certification. Certification that the movement is essential to national defense does not guarantee that U.S. highway authorities will allow movement. States have absolute authority over their public roadways both in peacetime and wartime and will make all final determinations of transport capability.

5.1.2.6 Safety.

For movement on public highways, reference shall be made to safety, lighting, brake, and stopping-distance specifications currently required for commercial vehicles by the U.S. Department of Transportation. Vehicles and vehicle cargo combinations shall meet the safety requirements of Title 49 CFR.

5.1.3 Foreign highways.

The weight and dimensional constraints at which vehicles and vehicle cargo combinations can move on foreign highways without permits constitute the foreign legal limits. These weight and dimensional legal limits vary from country to country.

Because such a wide variation exists in the foreign legal limits and some countries have limited highway systems, the following constraints are required to achieve general unrestricted transport in most North Atlantic Treaty Organization (NATO) countries:

Width 2.50 meters (8.2 ft, 98.4 in)

Height 4.00 meters (13.12 ft, 157.5 in)

Length 10.00 meters - single unit (32.81 ft, 393.7 in)

14.00 meters - combination unit (45.93 ft, 551.2 in)

Single axle load 10 000 kg (22,046 pounds)

Tandem axle load 16 000 kg (35,274 pounds)

Gross vehicle weight (GVW) is dependent on the vehicle type, as defined in the Limits of Motor Vehicle Sizes and Weights. Vehicles and vehicle cargo combinations shall have a military load classification number less than 50, and meet the requirements of this paragraph and 5.1.2.1 when unrestricted worldwide highway transport is a requirement. For transportability purposes, the above limits represent the unrestricted foreign highway transport limits even though highways can be found in foreign countries that are more restricted.

For unrestricted highway transport in Korea the following apply:

Width 3.00 meters (9.84 ft, 118.1 in)

Height 4.00 meters (13.12 ft, 157.5 in)

Length 17.00 meters (55.77 ft, 669.3 in)

19.00 meters (62.34 ft, 748.0 in) (twin combinations on four-lane expressway)

Single axle load 10 000 kg (22,046 pounds)

Tandem axle load 16 000 kg (35,274 pounds)

Gross weight 40 000 kg (88,185 pounds)

5.1.4 Military Load Classification (MLC).

FM 5-170, STANAG 2021, and TM 5-312 provide guidance on route reconnaissance and classification. To make maximum use of existing routes, the military load-carrying capacity of the routes in a basic military road network must be determined. This process is called classification. The MLC system assigns whole numbers to vehicles, bridges, roads, and routes. Usually, the lowest bridge MLC number determines the MLC of a route. The materiel developer should request an MLC from the Tank-Automotive and Armaments Command (TACOM) for vehicles and vehicle cargo combinations during the engineering and manufacturing development phase of acquisition. Vehicles and vehicle cargo combinations shall be designed to the MLC requirement.

5.1.5 Determining crew weights.

The materiel developer must account for the weight of the crew when determining the GVW and axle loads of highway transporters. Also, the crew weight is considered a part of the payload for light vehicles. This weight includes the soldier’s body weight plus the weight of the soldier’s basic load of clothing, ammunition, individual equipment and weapon, and food. TEA identifies planning guidelines for crew member weights as follows:

The basic crew weight figures include 20.72 pounds (9.40 kg) of clothing, 64.47 pounds (29.24 kg) of equipment, and 32.53 pounds (14.76 kg) of existence load per person. Weight variances for multiple size crews account for reduced probability of several 95th percentile crewmembers being assigned to the same system. The basic body armor weights include a helmet (3 lbs), interceptor vest (8 lbs), vest plate (11 lbs), deltoid ancillary protection (4 lbs), and lower body protection (3 lbs). Allowances shall be made to accommodate increases in the crew weight due to operations in cold weather scenarios. For cold weather scenarios, the clothing weight will increase to 35 pounds (15.88 kg) and the equipment weight will increase to 80 pounds (36.29 kg) per person. This means a single-soldier crew weight will be 364 pounds (165.1 kg). The information in this paragraph is based on the Land Warrior and the 82nd Airborne Division. The materiel developer/contractor shall meet the requirements of this paragraph when determining crew weights for highway transport. See table 1 for applicable crew weights.

5.1.6 Cargo restraint requirements.

Transported items need to be secured to prevent movement and damage to the item and the transporter, and to prevent collateral damage. Restraint requirements vary by mode, and can not readily be compared between modes as basic assumptions used differ. For purposes of determining restraint, 1 g is the weight of the restrained item.

Highway: Current enforcement policy of the Federal Motor Carrier Safety Administration, Department of Transportation is to restrain payloads against 0.4 g deceleration in the forward direction, 0.5 g acceleration in the rearward direction, 0.25 g acceleration in the lateral direction, and 0.2 g acceleration in the vertical direction.

These are considered normal operating conditions for motor vehicles. Cargo securement devices and systems must be designed and used such that under normal operating conditions the working load limit (WLL) for the devices is not exceeded.

Working load limits for different type restraints are typically ¼ of the breaking strength for chain, ¼ of the nominal strength for wire rope,…