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EDITORIAL REVIEW BOARD AND EDITORIAL MISSION
Ms. Lana R. Batts, Exec Dir., Interstate Truckload Carriers Con{
Dr. Jerry R. Foster, Associate Profess or, Co llege of Business, University of Colorado
COL Norbert D. Grabowski, USA (Ret.), Exec. Ass't., NDTA
Maj Gen John E. Griffith, USAF (Ret.), Tran sportation Logistics Co nsultant
Richard H. Hinchcliff, Consultant
Brig Gen Malcolm P. Hooker, USAF (Ret.), Memb er, Board of Directors, NDTA
Dr. Joseph G. Mattingly Jr., College of Business & Management, Univ. of Maryland
Whitefield W. Mayes, Chief Engineer, Tra nsportation Engineering Agency, MTMC
Prof. Gary S. Misch, Valdosta State College Valdos ta, Georgia
Robert H. Moore, Deputy Chief of Staff for Operations, MTMC
Dr. Richard F. Poist Jr., Professor, Transportation and Logistics, Iowa State University
MG Harold I. Small, USA (Ret.), Cons ultant
Donald E. Tepper, Principal, Tepper and Associates, Public Relations Research Services
COL Joseph Torsanl, USA (Ret.), Consolida ted Safety Services Inc
Dr. David Vellenga, Dea n, Haworth Co llege of Business, Western Michigan University
Dr. L. Leslie Waters, Professor of Tran sporta tion, Emeritus, Indiana University Schoo l of Business
Dr. Clinton H. Whitehurst Jr., Senior Fell ow, Strom Thurmond Institute of Government and Public Affairs, Clem son University
Editorial Objectives
The editoria l objectives of the Defense Transportation fournal are to advanc e knowl edge and sci ence in defense transportation, the partnership between the commercial transportation industry and th e government transporter. DT/ stimulates thought and effort in the areas of defense transportation and logistics by providing readers with:
• New and helpful information about defe nse tr anspor tation issues;
• New theories or techniques;
• Information on research programs;
• Creative views and synt heses of ne w concepts;
• Articles in subject areas that have signifi cant current impact on thou ght and practice in defense transportation;
• Reports on NDTA Chapters
Editorial Policy
The Defense Transportation Journal is designed as a forum for c urrent research, opinion , and identification of trend s in defense transportation. The opinions expressed are those of the authors and not necessarily of th e Ed itors , the Edi torial Review Board , ortheNDTA.
Editorial Content
For all correspo nden ce including manuscripts and book s for review, write:
Joseph G. Mattingly Jr., Editor Defense Transportation Journal
Adjunct Asst. Profess or College of Business & Mgmt. University of Maryland Room 2136A, Tydin gs Hall Co llege Park, MD 20742 (30 1) 405-7163 - V Mail (301) 314-1990- Fax (703) 256- 3172 - Home
Dr. Joseph G. Mattingly Jr.
Editorial
National Highway System
For too many years we have taken for granted our modern conveniences in transportation. Although transportation plays a vital role in our society, many do not appreciate it. Without transportation, our society as we know it would grind to a halt.
During November 1995, the Hearst Newspapers ran a series of articles concerning the condition of the infrastructure of the 40-year-old Interstate Highway System (some 45,530 miles) and the National Highway System (a total of about 160,000 miles including the Interstate Highway System). If we believe what we read and hear about the pressing n eeds to repair highways, to replace bridges, to improve mass transit systems, to relieve congestion at airports, and to improve water port facilities, we must conclude that something must be done or the bridges will collapse and the pavement will be rough and filled with potholes. Deterioration of the infrastructure and increased demands upon the transportation system continue to be blamed for causing congestion and delays which decrease the productivity of the transportation industry.
In addition, we have witnessed nature's impact upon our Transportation infrastructure. Hurricanes, floods, earthquakes and winter ice storms disrupted the transportation network. The effects of the forces of nature have been especially devastating to our aging transportation infrastructure. By disrupting rail, motor, air, water and pipelines , the recovery is delayed and transportation costs are increased by delays and long detours around the damaged facilities.
No one can argue that our lives and our society haven't been changed by the construction of the Interstate Highway System over the last 40 years. But, we are left to argue about what or how it has been specifically changed. There has been much discussion about new towns and other town growth as a result of the location of the Interstate Highway System, while other towns bypassed appeared to die or deteriorate. We must accept that the interstate system has affected where we shop, where we work, how we take our vacations, etc. The growth in si ze of trucks and the truckers' share of the interstate transportation of products is well known. The struggle of the rail industry to survive with this additional competition has been well documented by others . Highway user taxes, collected by the Federal government at the fuel pump , of some $20 billion a year have
created many political arguments about what to do with this pot of gold. Do we build more highways or do we maintain and improve the existing highway network? I believe that the decision to stop the funding of the construction of new highways by the Federal government is a wise decision. The planned spending of funds to improve, maintain and repair the existing 160,000-mile National Highway System appears paramount to me. Preservation and improvement of the existing highway network is necessary for the economic prosperity and national security of the nation.
We should recognize our transportation system as a network, which links the various modes of transportation to each other, links producers with their customers, and links the supply chain segments necessary for global economic growth. This network needs to be modernized and maintained to increase the capabilities and efficiencies of the transportation system and our ability to compete in the world markets.
Since almost 98% of the National Highway System already exists, we should get on with repairs and improvements. DTJ
Ideas expressed on this page are solely the ideas of th e editor and do not necessarily refl-ect the position of th e NDTA or any other officer or member of NDTA.
Attention "Exhibiteers"
Guarantee the best booth for the 1996 Forum at the Buena Vista Palace Hotel in Orlando Florida. Reserve your space with NDTA'.s Exhibits Manager, Denny Edwards.
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MOVING at the SPEED of BUSINESS:
LTG Edward Honor, USA (Ret.) President
Does all of this cold and snowy weather have you thinking about sunny Florida? Well, Orlando, Florida, with all of its fun places and things to do, is the venue for your 51st National Forum and Exposition from 28 September to 2 October. We are structuring a program that will afford maximum educational and professional development opportunities, and will also give you a chance to explore the history and attractions of this fantastic city. This issue of Defense Transportation foumal contains hotel reservation information. Make your reservations early and get your choice of rooms. Our convention rates are valid three days before and three days after the Forum. Plan now to participate and ease into the Fall and Winter of this year with fond and warm memories of Orlando. The Buena Vista Palace Hotel, located right on Disney World and nearby Universal Studios, makes Orlando one of the most exciting meeting places we have used in years. So think Orlando-and plan on attending our 51 st Transportation and Logistics Forum and Exposition.
I am pleased to announce that our newest chapter is in Incirlik, Turkey, thanks to Major Teddy Ross, USAF. He is no stranger to NDTA, as you may recall that he and Helen Thommes established a chapter at Minot AFB, North Dakota, just over three years ago. My congratulations to Major Ross and all of the charter members of the Chapter at Incirlik.
In the Almanac issue of the Defense Transportation f ournal, I advised that General Duane Cassidy, USAF (Ret.), the NDTA Vice Chairman, is heading the Resolutions Committee. I also invited you to provide input to these resolutions; it is your opportunity to help
set the course for your association into the next century. Send your recommendations to NDTA Headquarters by 1 June 1996.
I am sure that many of you remember the comedy acts sponsored by USAir at our National Forums. McLean Stevenson frequently provided the humor. I am saddened to report that he passed away during February of this year. We will miss him not only as a humorist, but also as a life member of NDTA.
Another longtime friend and member of NDT A, Major General Rufus Billups, USAF (Ret.), who resided in New Orleans, died of a heart attack in January. Rufus was a co-host for the Forum we had in New Orleans in 1983. A letter of condolence from the Association was sent to his family as soon as I learned of his death.
Award submission time is quickly approaching. I would ask that you take the time now to assure that deserving members of your chapter are recognized for their excellent work during the chapter year. I look forward to receiving your nominations.
Would you like some more excitement after the Orlando Forum and Exposition? Here's an idea: A cruise to Nassau, Bahamas, has been set up for our participants. It's with Carnival Cruise Lines on the Fantasy and leaves Port Canaveral on Thursday, October 3, 1996, at 4:30 p.m. and returns Sunday, October 6, 1996, at 7 a.m. For further details please call Sandy Laubersheimer, SatoTravel, Branch Manager, at (800) 799-7872.
Are you interested in hosting our NDTA Forum and Exposition in the year 2000? Proposals must arrive at this headquarters not later than 1 June 1996. Contact Denny Edwards for meeting specifications. DTJ
John Kelley
Sr. Director-Government Sales & Marketing
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The U.S. Flag Merchant Marine's Containership Fleet:
The Key to u .S. Strategic Sealift
By Albert A. Melvin
he armed forces of the United States of America, at present, have access to the most effective strategic sealift system in history, the intermodal transportation networks of container shipping companies in the U.S. flag merchant marine. However, the debate continues regarding the Department of Defense's future strategic sealift because many of our senior military and political leaders do not fully appreciate: (1) the need for a viable U.S. flag merchant marine and (2) the military benefits of its component companies' container and intermodal systems. The purpose of this article is to make as strong a case as possible for both, in the best military interests of the United States. To understand the future ramifications of U.S. strategic sealift, it is important to understand the fundamentals of America's recent maritime history.
U.S.A. As A Major Maritime Power
From its very inception, America has prided itself as being a maritime power and rightfully so. In his classic writings, including The Influence of Sea Power Upon History, Alfred Thayer "Mahan put a strong emphasis on the inter-dependent fortunes of the navy and merchant marine, and even came near to suggesting that the protection of shipping was the only legitimate reason for having a navy anyway." (Till, p. 76) Of course, the U.S. Navy has many other strategic roles to play, but the U.S. is the only major power maintaining a navy larger than its own national flag merchant marine This has been the case during the past quarter century. For the major part of this century, the U.S. has been the world's major trading nation and naval power, with a merchant marine to match, in quality, if not quantity. Over time, the American merchant marine has proven itself to be just as innovative as the American navy. Since the beginning of ocean borne commerce, dry general cargo was loaded and discharged the same way by vessels carrying their own booms and tackle. After thousands of years, all of that changed in 1956, when Sea-Land Service, a U.S. flag shipping company, pioneered the concept of containerization. Full container vessels now dominate the world's trade lanes leaving the few remaining conventional general cargo vessels relegated to being nothing but an endangered species. The cargo vessel concepts of Roll-On/Roll-Off (RO/RO) and Lighter Aboard Ship (LASH) also originated in the
United States. Several American flag steamship companies took containerization and perfected door-to-door (shipper warehouse door to consignee warehouse door) intermodalism with double stack trains, 45-foot marine containers, eiectronic and computer tracking of cargo, etc. Every major foreign shipping company in the world is doing its best to perfect its own intermodal network along the lines invented and developed by their American counterparts. These intermodal networks are made up of partner organizations including port authorities, railroads, motor carriers and shipowners.
Since World War Two, with a few isolated and very brief exceptions, the world's trade lanes have been open to the safe navigation of ocean borne commerce. "The trouble with successful deterrence is that it breeds complacency and nowhere is that more apparent than in the assumption that an indigenous merchant marine and the ability to defend it are no longer major imperatives for industrial nations dependent upon the sea for their economic well being." (Sharpe, p. 28) Several of the remaining U.S. flag shipping companies play major leadership roles in the commercial ocean freight conferences to which they belong and which heavily influence freight rates for American shippers, consignees, and consumers. A strong U.S. flag merchant marine is just as important to the peaceful commerce of the United States as it is for the strategic sealift of American armed forces. Unfortunately, there are many senior officials in the American government who question the peacetime and wartime value of a strong U.S. flag merchant marine, while
at the same time stating that foreign flag merchant vessels are adequate for our commercial trading and strategic sealift. "Hiring these ships on the open market may have its attractions but the problems start when they enter a war zone and come under attack." (Sharpe, p. 27)
As General Dwight Eisenhower once noted, the U,S. flag merchant marine has become known as America's fourth arm of defense. It has a long and courageous history of providing strategic sealift to American armed forces in World War One, World War Two, the Korean conflict, Vietnam and most recently Operations Desert Shield/Storm. The press stories of some foreign flag vessels carrying U.S. military cargo, refusing to enter the war zones of Vietnam and the Persian Gulf unfortunately were true. There has never been a case of a U.S. flag merchant vessel, carrying military cargo, refusing to enter a war zone. "As a nation we cannot afford to rely on foreign-flag, foreign-manned ships to carry the equipment and supplies required by U.S. forces overseas. The need for more sealift and more seafaring jobs-another way of saying the need for a strong and prosperous U.S.-flag Merchant Marine-will be a continuing theme in Sea Power for a long time to come." (Kelley, p. 7) Regarding other aspects of American strategic sealift, the Maritime Prepositioning Ship (MPS) Program for the Marine Corps, the Afloat Prepositioned Ship (APS) Program for the Army and the Air Force and the Fast Sealift Ship Program have proven to have been successful. These important programs, as well as the Ready Reserve Force (RRF) Program for laid-up U.S . flag Ro/Ro's, container crane vessels, etc. and the Military Sealift Command (MSC) are dependent on a healthy U.S. flag shipping industry to provide an adequate supply of qualified and professional American merchant mariners The heart and soul of a nation's merchant marine are the liner shipping companies flying its flag. The jobs offered by U.S . flag shipping companies are the reason young American men and women enter the merchant marine to make it a career.
Proposed U.S. Maritime Policy
"The Maritime Security Act of 1995 (H.R.1350) would amend the Merchant Marine Act of 1936 to revitalize the U.S. flag Merchant Marine. Passage of H.R.1350 would ensure that there are enough U.S. flag sealift ships and trained mariners to support U.S forces in times of conflict. The legislation is rnnsidered to be urgently needed for the survival of a U.S. flag Merchant Marine. The bill authorizes $100 million a year through FY2005.
"The program would apply to about 50 U.S. flagged ships. Each vessel covered by the legislation would receive $2.3 million in the first year of the program and $2.1 million in each of the next nine years. Priority would be given to container ships and roll-on/roll-off (RO/RO) vessels." (Hudson, p. 6) H.R.1350 has been approved by the U.S. House of Representatives' National Security Committee. The House Special Oversight Panel on the Merchant Marine has reshaped the above-noted H.R.1350 into the Maritime Security Bill H.R.130, changing the Maritime Security Program from a IO-year $1 billion piece of legislation to a
one-year $100 million program, renewable year by year by congressional authorization from general revenues . Any appropriations legislation is better than none at all but for U.S. flag ship owners, H R.130 is far less attractive than H.R.1350 because of the year-to-year financial uncertainty of H.R.130 The United States has now reached a cru-
cial turning point in our maritime history. Unless major maritime reform legislation is implemented by the federal government, APL and SeaLand, representing 83% of the remaining U.S. flag containerized general cargo liner fleet, are contemplating reflagging many of their ves-
Americans overseas so they can promote American goods and services abroad. If this tax provision applied to merchant seamen in the United States, then shipowners could negotiate lower labor costs with maritime labor unions. Germany gives major tax breaks to its merchant seamen, which make them more competitive on the world market.
Source: Colton & Company
sels under foreign flag. Both companies have already reflagged some vessels in 1995. These lines seek compensation for the higher cost of operating vessels with allAmerican crews.
During the last days of the Bush administration, a maritime reform package failed to be adopted by Congress. "At its core was the Contingency Retainer Program (CRP), which called for $1.1 billion to be earmarked for as many as 74 U.S. vessels over the next seven years. It broke down to $1.6 million to $2.5 million per ship, with the money being used to offset the higher costs of operating under U.S. rules and registry." (Muller, p 91) There has always been bipartisan support for the American merchant marine in both Republican and Democratic administrations , but the total amount of funds each year has not been sufficient to stabilize the industry.
The maritime situation today is unique as American armed forces are shrinking in size and are being withdrawn in large numbers from foreign countries, as overseas American bases are being closed or re-aligned. U.S. flag shipping companies have a special preference to carry DoD cargo overseas, but as that cargo volume decreases, there is far less incentive to remain under U.S. flag in order to qualify for that DoD cargo and other U.S. government preference cargo.
During recent years, there have been many congressional proposals designed to replace the existing Operating Differential Subsidy (ODS) in order to maintain between 50 and 110 container ships under U.S. flag. "ODS, which is due to expire by 1997, provides an average of about $4 million per ship for 53 vessels." (Bonney, p. 12) In addition to, or in lieu of, federal funds to American shipowners to offset the higher labor costs of operating under U.S. flag, tax breaks for American merchant mariners could be implemented. American citizens who live and work overseas are subject to IRS rules that make the first $70,000 earned, tax free. The purpose of this tax incentive is to reward the stationing of
H.S.130, as previously noted, is the latest proposal before Congress. It dedicates $100 million as the initial funding for a new Maritime Security Program (MSP) to maintain a U.S. flag maritime fleet of up to 50 modern, efficient, liner, container vessels crewed by American citizen merchant mariners. This proposal will also make available to DoD the American transportation companies' worldwide intermodal systems valued at over $6 billion. $100 million a year is a very small price to pay for the United States to maintain its merchant marine for foreign commerce and strategic sealift. The United States Congress must insure that funds are made available to the Department of Transportation (DoT) to administer through its Maritime Administration (MARAD). Congress has already funded the National Defense Sealift Fund to build and convert sealift vessels. Part of this fund should be made available for the maintenance of the U.S. flag merchant marine. Because the U.S. flag merchant marine is the provider of strategic sealift to the Pentagon, DoD funds must be transferred to DoT when required to fully fund strategic sealift. The overall fleet of U.S. flag merchant vessels could include a number of compact 1000 TEU (twenty foot equivalent unit) self-sustaining full container feeder ships, which are highly sought after in the worldwide charter market for third world trade lanes. U.S. flag merchant vessels provide seagoing jobs for American merchant seamen, including graduates of America's state maritime academies in New York, Massachusetts, Maine, California, Texas and Michigan as well as the federal U.S . Merchant Marine Academy at Kings Point, New York. America's maritime academies constitute a national military asset for the United States. Collectively, they make up the finest maritime educational system in the world. America is fortunate to have these college level maritime training facilities because they provide an abundant supply of maritime logisticians. All graduates of Kings Point receive a USNR commission. The NROTC programs at the state maritime academies need to be expanded to entice more students to pursue a USNR commission. A recent increase in MARAD funding for this program should go a long way in accomplishing this goal. The current USNR Merchant Marine program can take on an enlarged role of providing maritime logistics experts to all DoD components The scope of this paper is not large enough to deal with
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Active Fleet:
Table One
Maritime Administration 1995 Annual Report, May 1995, Table 10 US Oceangoing Merchant Marine, September 30, 1994 1
Total Active Fleet
Inactive Fleet:
Cargo
Total Active and Inactive:
1 Vessels of 1,000 gross tons and over, excluding privately owned tugs, barges , etc.
2 Includes 42 NDRF and 102 RRF vessels.
Note : Tonnage figures may not add due to rounding.
the issue of the American commercial shipbuilding industry. Unfortunately, it takes more than twice as long and costs twice as much money to build a modern container ship in the United States, as it does to build a comparable one in Japan, Germany, Korea and other major shipbuilding countries. Many countries subsidize their shipbuilding industries. One possibility for U.S. yards would be the construction of the compact self-sustaining container feeder vessels noted previously, provided the National Defense Sealift Fund was used to build them. Then an expanded Maritime Security Program could operate them in peacetime, and they would be available in time of war or national emergency.
Strategic Sealift Cost Savings
Provided the U.S. military learns to take full advantage of U.S. flag shipping companies' container and intermodal systems, DoD and DoT will be able to realize tremendous cost savings to more than offset the maritime subsidy program discussed in this paper Since many military vehicles can be placed in containers, it should not be necessary for more RO/RO vessels to be constructed or purchased on the world market. Besides, these vessels are expensive and are not usually commercially viable. Three HMMWV's can fit in a 45-foot dry container. Two can be stowed in a 40-foot container. A standard two and half ton military cargo truck can fit on a 40-foot flatrack container. Proper use of
readily available commercial containers will greatly reduce the need for scarce and expensive RO/RO space, leaving it to be dedicated to the movement of heavy armored vehicles, like the Abrams main battle tank.
Strategic and tactical air and sealift assets are totally complementary when they are used in the proper manner. By combination of sea-air movements, U.S. flag container vessels can move military cargo to major ports with airfields in or near the theater of operations, allowing C130's and C-17's to deliver cargo to the battlefield . C-5's can and should still be used to move critical supplies inter-theater during
the initial days of a conflict.
Ultimately, 95% of all supplies will move by sea in an expanded conflict. Conservatively, air transportation costs ten times as much as it does to move cargo by sea. Each hour of air transit takes one day of sea transit. Through the proper utilization
of combined sea-air moves , less aircraft are required and transportation costs are greatly reduced. As a result , DoD should be able to cut back on the multi-billion dollar C-17 program At a cost of over $150 million per plane, one C-17 pays for one and a half years of the annual $ 100 million Maritime Security Fleet program of 50 container ships mentioned above.
DoT will be able to eliminate all but a few of the remaining conventional self-sustaining breakbulk vessels in the Ready Reserve Force. Auxiliary crane ships (TACS), helicopter repair vessels, offshore petroleum discharge ships (OPDS's), Roll-On/Roll-Off (RO/RO) vessels and other Ready Reserve Force vessels must still be managed by MARAD with DoD funds from the National Defense Sealift Fund.
Practical Benefits of Containerization
It is not difficult to see why the commercial international trade of general cargo embraced the concept of containerization and made conventional break bulk vessel obsolete Prior to containerization, an American shipper in Chicago, exporting machinery to a buyer in Seoul, Korea, would have to engage in a very costly, time-consuming and complicated transportation process. After expensive packaging and crating, the commodity would move from the factory by truck to a box car at the nearest rail facility. After arrival at a Pacific Coast port, the cargo would move by truck to a warehouse to be slung aboard a conventional
vessel. With luck, the ship would make a direct call at Pusan but, more likely than not, the cargo would be transloaded to another vessel in Yokohama or Kobe for on carriage to Korea. After arrival at the final discharge port, the crate of machinery would move by truck to the final buyer in Seoul. Hopefully, it would arrive intact without having been dropped or broken into. Barring inclement weather at the various seaports, the overall Chicago to Seoul transit time would probably exceed two months. In the international transportation business, there is an expression that three moves equal a fire, in terms of potential damage when cargo is physically handled. In this example, the crate of machinery would have to be handled at least ten times by warehouse and longshore labor. Unless DoD fully adopts containerization, this is the way military cargo must move if transported on conventional cargo vessels.
Today, the same exporter would load a 20-foot marine container at his factory, with his own less costly packaging and seal the fully loaded waterproof steel or aluminum container at his loading dock. The cargo would not be physically handled again until the container arrived at the buyer's warehouse in Seoul, some 30 days later. In transit, the container's contents would be totally protected from inclement weather and pilferage, as it moved intermodally from truck to train to ship and finally to truck at final destination. In addition, containerized cargo is continuously tracked by the carrier's computer and satellite telecommunication networks, so that both the shipper and consignee can track its movement 24 hours a day by personal computer simply by knowing the applicable bill of lading number.
By replacing the Chicago exporter in this example with a military facility anywhere in the United States and by replacing the consignee in Seoul with a deployed U.S. Army unit in an overseas combat zone, it is easy to see what containerization and intermodalism have to offer the armed forces of the United States. The container vessels of U.S. flag shipping companies are vital for America's strategic sealift. Mr. Christopher L. Koch, the former Chairman of the U.S. Federal Maritime Commission, has stated: "There is a second rationale for a merchant marine, which is the commercial, economic, and trading interests of this nation. And as I have tried to ask: Are we comfortable with being totally dependent on foreign shipping to carry 100% of our imports and all of our exports? The question answers itself, I think. As a matter of commercial trading interest, we are out of our minds if we surrender that substantial part of our international transportation infrastructure to our trading partners/competitors." (Hessman, p. 12)
While the present and existing container and intermodal systems of U.S. flag shipping companies are very important for the international commercial interests of the United States, they are absolutely vital for the strategic sealift capability of American armed forces in forward power projection in times of world crisis.
U.S. Military Use of Contalnerization/lntermodal
The U.S. Department of Defense is no stranger to transocean transportation by means of containerization . During the Cold War, the non-crisis supply of U.S. armed forces overseas was carried out by cargo movement in marine containers by U.S. flag shipping companies to the amount of at least 90% of the total volume of general cargo. This occurred after containerization was firmly established for commercial international trade. This movement continues unabated to the present and no change is expected in the future. During the height of the Vietnam conflict, Sea-Land Service regularly supplied the U.S. military with container cargo. A state-of-the-art container crane was put into service in Cam Ranh Bay turning that harbor into a major container port. During Operations Desert Shield/Storm, "seven U.S. flag carriers operating under the Special Middle East Shipping Arrangement (SMESA) moved 29% of all dry cargo that went to the Gulf, equating to 37,000 FEU (forty foot equivalent unit), between August 1990 and March 1991." (Boyes, p. 30) Most shipping experts believe that instead of 29%, the container cargo percentage should have been at least 85%.
While DoD has seen the merit of containerization in peacetime, it has been reluctant to heavily rely on it in wartime out of fear that if container cranes were knocked out of action in the war zone, then non-self-sustaining full container ships could not be readily unloaded. Exceptions were made in the Vietnam and Gulf conflicts because the applicable container gantry cranes were secured and not in danger of being made inoperable. Through the foresight of DoD and the Maritime Administration (MARAD), we now have nine container crane ships to unload full container ships. With proper protection, we should no longer fear a lack of container cranes in a· war zone. These cranes now exist in almost every commercial port in the world. Self-sustaining container feeder ships serve the few ports that do not have container cranes.
Another major reason for DoD to use U.S. flag container systems during times of war and national emergency is
the pipeline system proposed by American President Lines. The concept is that DoD cargo can move with regular commercial cargo on U S. flag ships sailing on their peacetime fixed day of the week schedules. APL estimates that during peacetime , 4% to 7% of their vessel capacity is made up of military cargo. During the Gulf conflict that percentage jumped to 30% with no interruption in APL's regular commercial service If required, the percentage could have gone much higher. Similar figures apply to Sea-Land and the other U .S. flag carriers. This space is always available 52 weeks a year, year in and year out. It exists today. DoD seems to be learning the value of this concept. The U.S. Army's Military Traffic Management Command (MTMC) has established the Joint Unit Intermodal Transportation Initiative QUITI) to take full advantage of containerization and intermodalism. As a result, full container ship movements were successfully used to help move elements of the 4th Infantry Division (Mechanized) to South Korea during the 1993 "Team Spirit" exercise.
In 1995, the U.S. Transportation Command (TRANSCOM) is conducting several exercises to test the benefits of containerization and intermodalism. These exercises have the TRANSCOM prefix of Turbo. One is Turbo-CADS, which stands for Containerized Ammunition Distribution System. In this exercise a U.S. flag full containership is being used to move ammunition in containers from the U.S. West Coast to the Far East for discharge and to return with other ammunition in containers to the U.S. West Coast. Another TRANSCOM exercise in 1995 is Turbointermodal Surge. The purpose of this exercise is to move combat service support equipment of the Third Battalion, 29th Artillery of the Fourth Infantry Division from Ft. Carson , Colorado, via containers and intermodalism, to a U.S. West Coast load port and back again to Ft. Carson. It is ironic that 39 years after the start of containerization, the U.S. military is now conducting these aggressive exercises to test the full military potential of containerization and intermodalism. It is even more ironic that this should happen in 1995 when possible lack of federal funding is putting existing U.S flag containerships in jeopardy.
While the U.S. Navy is DoD's provider of strategic sealift, the U.S. Army is the primary customer, closely followed by the U.S. Air Force. For containerized strategic sealift to realize its full potential, it should be truly "purple" under the day to day control of the U.S Transportation Command. Instead of independent MSC, MTMC, and MAC offices throughout the world, DoD would be better served in the area of common user sealift and airlift to have TRANSCOM billets established at all major U.S. Military commands throughout the world. The best plans in the world have no value unless they are implemented. The U.S. flag merchant marine is the key to U.S. strategic sealift, as the title for this paper states. As Mr. C. L. Koch, formerly with the FMC, states: "With regard to national security, you can't say where we are going to have to deploy our armed forces, or when, or
with what forces, four months from now, let alone four years from now The worst thing you can do to the armed forces is to not have them prepared And we have some of the most advanced, the most sophisticated, the most capable set of transportation logistics companies in the world in our U.S. carriers. Are we just going to blow that off? It doesn't make sense to me." (Hessman, P. 16)
Conclusion
Unlike U.S. strategic airlift, U.S. strategic sealift exists today in ample quantity for any war or national emergency. This valuable national asset exists in the entity of the U.S. flag merchant marine's containership fleet. Its continued existence is dependent upon DoD support for the now-pending maritime reform legislation. With that support and DoD's commitment to containerization and intermodalism, the American armed forces will be served by the most cost-effective and efficient strategic sealift system in history. In the final analysis, there is no viable alternative to a strong U.S. flag merchant marine, as America's fourth arm of defense. The true strength of any maritime nation's merchant marine is the liner fleet that operates under its national flag. Almost every major maritime nation in the world is down to a handful of liner companies. The United States is no exception in this regard. The big difference is that the remaining American companies (American President Lines, Ltd., Matson Navigation Company, Sea-Land Service, Crowley Maritime Corp., Farrell Lines, Inc. and Lykes Bros. Steamship Co.) are some of the best managed, most innovative and most cost-efficient international container and intermodal transportation companies in the world. The challenge for future American strategic sealift is to insure that their vessels remain under U.S. flag with all-American crews. We cannot remain a true maritime nation with only a U.S. Navy and without a U.S. flag merchant marine for peace and war. DTJ
REFERENCES
1. Till, Geoffrey. Maritime Strategy and the Nuclear Age. New York: St. Martin's Press , 1982.
2. Sharpe, Richard. "The Foreword to Jane's Fighting Ships 1992-1993." Sea Power, August 1992.
3. Kelley, William C. Jr. "President's Message-The Moral Obligation Plank." Sea Power, March 1993.
4. Muller, E. J. "Muted War Cry." Seatrade Review, November 1992.
5. Bonney, Joseph. "First Hurdle." American Shipper, March 1993
6. Hessman, James D. "An Orderly Liquidation of the U.S. Merchant Marine." Sea Power, February 1993.
7. Boyes, Jane R. C. "Post Desert Storm Reflections." Containerization International, August 1991.
8. Hudson, Rebecca J. "Legislative Report." Sea Power, August 1995.
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In transit Visibility or
by Mr. Thomas Manzagol and Ms. Eleni Brown
"Victory is the beautiful, bright colored flower. Transport is the stem without which it would never bloom." When Winston Churchill made this statement, little did he know that the stem would be blamed for many a late receipt of muchneeded supplies. For years supply clerks have faced that inevitable, damnable question, "Where's my stuff?" In an age where information is an extremely valuable commodity, the war-fighters deserve an answer to this question. The data that comprises this answer often plays a critical role in command and control, and key strategic decisions. Moreover, in a time of downsizing and budget constraints, we need asset visibility information to deter costly duplicate requisitions and divert critical supplies, personnel, and equipment to where they are most needed.
This article will attempt to sort out the past, present and future of the elusive elements which comprise the DoD definition of intransit visibility. Throughout our analysis of ITV we have endeavored to integrate the tangible benefits, to the serviceman or woman, who will ultimately use this capability. Additionally, by unfolding the responsible agents and challenges ahead we believe we have provided a logical route for effecting an enhanced ITV capability today.
What Is lntransit Visibility?
The term "intransit visibility" was coined during analysis of requisition order-ship-time. ITV was the ability to determine how long something was in the transportation segment of the logistics pipeline. Various automated ITV transportation transactions, contained in MILSTAMP (DoD 4500.32R) were designed to measure performance of the transportation system and provide "intransit" visibility.
Today, intransit visibility is one of three pieces of the puzzle needed to answer that question. Total Asset Visibility (TAV) provides the answer, and is composed of ITV, in-process visibility, and in-storage visibility. We will focus on intransit visibility, or seeing things move through that metaphorical stem which Churchill mentioned. Currently, ITV is defined to include real-time intransit status updates of sustainment cargo, unit equip-
ment, personnel, patients, and personal property as they move through the DoD and civilian transportation systems, also known as the Defense Transportation System (DTS).
Who's in Charge of ITV?
U.S. Transportation Command (USTRANSCOM), the manager for the DTS, is also the lead for development and implementation of a DoD ITV capability. ITV is not a single automated system. It is a capability! USTRANSCOM's Global Transportation Network (GTN) is the prototype system that will support this ITV capability. GTN will become the database for assimilation and dissemination of ITV data for all DoD customers. The GTN queries existing DoD and civilian vendor systems to pull ITV status information for its users. GTN will achieve initial operational capability in 1997, and will achieve full operational capability (FOC) by the year 2000. At FOC, GTN will provide the essential data needed to support the evolving Global Command and Control System and become the transportation module of the Joint Operational Planning and Execution System OOPES).
How Do We Get ITV Before 1997?
Current DoD implementation plans, relating to Defense Total Asset Visibility (DTAV), are based on acquiring data from several prototype automated information systems and databases which are not yet robust enough to support all CONUS, intra-theater, and intertheater requirements for intransit visibility. Without a phased approach for achieving ITV at the DoD level, we will be unable to effect the required automated infrastructure until mid-1997, or beyond. The challenge unfolds.
The Challenge: How Do We Determine Where the "Stuff" Is?
Within the Army, the primary source of both ITV
and supply status data is the Logistics In noonnl'n nnGl Intelligence File (LIF). The capability Ill 000011\IOr 1-0111·
time ITV is the cornerstone of effective power projection so vital to our national defense. the LIF provide~ is of vital importance limn 11'\I io llln to the accomphshment of the Army's \11110 I I I 10 Ul'ti Can We Get There From Here? logisti~s support mission. Through the l'nnnnnolnnn nl Yes. Currently, the Army is working LIF, client server fed databases such as \IUl-110\-0\UIIO UI towards an initial operating capability (IOC) CINCVIEW and Logistics Data Network nllnl'li\lD ftn\llDn for ITV through the Army TAV gateway. By (LOGNET), as well as customer gateways, UU0\1\110 pUIIOI- demonstration of the capability on 30 June including Army TAV and Navy I\J\ft.\Jll'linn QR 1995, the Army has upgraded the LIF to Streamlined Automated Logistics pl-UtO\I\IUII OU include a real-time updated Unit Transmission System (SALTS) receive sus- \lilGl In nun Movement Visibility file, which can be tainment cargo ITV and supply status data. lt\lil \U UUI- accessed remotely through Army TAV. The LIF was primarily designed to support nGtinnGl t\nlnnon The ITV roe, in consonance with the management analysis/metrics of the logistics llli\lUlllil U'lsltillOO. ongoing transition of the Department of pipeline. Until now, it was unable to provide Transportation's Volpe "fusion center" ITV of movements of Army units, personnel, or for RF tag data to the LIF, enables the Army to take patients and was primarily focused on one service. some critical first steps in demonstrating an enhanced
DoD needs a central TTV real-time updated data- ITV capability. base capability that provides data on the exact loca- The Army's developmental efforts, combined with tion of requisitioned supplies or "stuff," as we have the prototype GTN capability and Army TAV, have called it. But how do we get the real-time data? already demonstrated an interim ITV capability that Automated identification technologies (AIT) such as could provide a roadmap for achieving the DoD ITV barcode labels, laser optical cards and radio frequency and DTAV implementation visions. The rest of the chal(RF) tags may be used as hardware peripherals for cap- lenge is obtaining the necessary DoD and inter-Service ture of source data automation . The use of such AIT at support to develop the interim 80% solution into subseinstallations, depots and DTS nodes will reduce repeti- quent ITV requirements. Won't it be nice to tell that tive manual keypunching of information, and could combat arms soldier, "Yes, I know exactly where your virtually eliminate frustration of critical cargo at mili- stuff is!" DTJ tary surface and aerial ports. The challenge becomes the leveraging of automated systems at the source to provide the data without further complicating the mission of the deploying units and support personnel. Additionally, the simplifying of cargo processing and increased accuracy of information provided by personnel at the transportation node is critical to overall success
From a tactical perspective, by encoding container and air pallet content information on RF tags, while concurrently providing near-real-time updates to a remotely accessed central ITV database, the soldier, sailor, or airman working in the most austere of OCONUS ports of debarkation will not need to search through a mire of containers, or air pallets to ascertain the location of a critical commodity, or piece of equipment (stuff). Timely implementation of an enhanced ITV capability could therefore, markedly decrease requisition order-ship times, manpower requirements, acquisition, and transportation rehandling costs. Additionally, there will be an increase in efficiency in the use of lift assets, port operational throughput, and customer satisfaction. In essence, real-
KENTUCKY
: Cut-off date for reservations is August 29, 1996. After this date, reservations will be honored only on a space-available basis at convention rate.
HEADQUARTERS HOTEL
$115 per night-SGL/DBL
$61 per night-SGL (Gov't rate, inclusive of tax; or current per diem rate)*
• All government rooms, available on a first-come first-serve basis.
Rates are per night, per room and do not indude state and local occupancy taxes of 10%. Due to the limited number of room types, requests are honored on a first-come , first-served basis.
USAir has been chosen as the official airline for the Forum and is offering a 5% discount off applicable First Class and lowest applicable published promotional round-trip fares. This discount is valid providing all rules and restrictions are met and is applicable for travel from the Continental United States, Bahamas, Canada and San Juan, PR Period of travel may be any time between September 5 and October 5, 1996 Please advise that you are attending the NDTA conference. Purchasing your tickets from USAir directly benefits NDTA by holding down Forum expenses.
Call USAir at 1-800-334-8644, or your travel agent and ask for the NDTA Gold File#54310003 fare when you book your travel.
FORUM CAR RENTAL RESERVATIONS
Dollar Rent A Car has been designated as the official car rental company for the 1996 Forum. Forum registrants will receive a $3 discount coupon applicable to rentals of 3 or more days.
Dollar provides the best overall value to Forum attendees available at the Orlando International Airport. Call now for our best price-then take an additonal $3 off-more reasons why Dollar makes sense. (see below).
• Rates include unlimited mileage; pick-up and drop-off at the airport.
• Forum $3 discount coupon for rentals of 3 days or more.
• Rates indude free LOW for renters on official travel status.
Age restrictions may apply. Local ta,ces, airport fees, LDW, fuel charges not included Call your professional travel agent or Dollar at 1-800-800-0044 and ask for the FORUM rate.
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VISIOn=
The future of government travel looms like a congested highway interchange That's why SatoTravel is building a better way to travel-right now .
Our vision-"Do it better. And make it simple."
Through innovative programs like book-it-yourself software and proprietary accounting and management support systems, we're building new roads far ahead of schedule. And SatoTravel is working with our partners to streamline the travel document process by automating forms, regulations, per diem computations and electronic interfaces.
All to make your journey into the future an easier one.
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jUssion:·.,Service to Gstomers
Military Sealift Command
Military Sealift Command-"Mission: Service to Customers." With that statement and after months of hard work, the US Navy's Military Sealift Command inaugurated a new organizational structure in Febru-, ary. The Navy command responsible for all ocean transportation for the DoD has adopted program management and a matrix organization structure to improve communication, accountability and-most important-service to customers.
Also with a new look is the Command's Newspaper, Sealift, published by the Public Affairs Office headed by Marge Holz. Steve Rosa is the editor. The slick, new design sports four-color photography, environmentally friendly inks, and is printed on recycled paper.
"~,Of TR,.1vs,. Maritime Administration
The Madtlme AdminiSUation has
\ 0 ~; issued its 1995 survey of US shipbuildsr..ires OI'"'"' ing and repair facilities. The survey is
N e w s
required by law primarily for use in determining whether an adequate mobilization base exists for national defense and for use in a national emergency. The survey provides a database that is used to evaluate the feasibility of proposed shipbuilding programs. Determinations are made as to which existing shipyards might construct proposed ships consistent with ship size and delivery date requirements. The report may be obtained from MARAD's Division of Cost Analysis and Production, telephone 202-366-5807.
DoT
Continuing the Clinton administration's strong support for American shipbuilding, Secretary of Transportation Federico Pena recently announced the approval of a $215 million federal financing guarantee for the construction of five modern, double-hull tankers by Newport News Shipbuilding and Drydock Co., of Newport News, Va.
The guarantee approved is for Hvide Van Ommeren Tankers, I-V L.L.C., headquartered in Fort Lauderdale, Fla., to have the five "Double Eagle" product tankers built at the Virginia shipyard. Hvide Van Ommeren is a partnership of Hvide Marine, Inc , a Florida company, Newport News Shipbuilding, Tenneco (parent of Newport Nei'Vs Shipbuilding) and Union Labor Life Insurance Company.
CPOSWORUM ru1se
ondering what you can do after this year's Forum?
Here's an idea for you A cruise to Nassau, Bahamas, has been set up for our participants. This special cruise is with Carnival Cruise Lines on the FANTASY. It leaves Port Canaveral on Thursday, October 3, 1996, at 4:30 p.m. and returns Sunday, October 6, at 7 a.m. The cost is $249 per person based on double occupancy with $84 50 per person port charges A deposit of $25 per person is required with booking. There is limited availability on cabins with these rates. Accommodations are on a first come basis. Please call Sato Travel for upgraded cabin rates. Cancellation stipulations apply. For further details, please call Sandy Laubersheimer, Branch Manager, at (800) 799-7872.
Send your deposit to: SatoTravel
4400 Dauphine Street, Bldg., 601, Room 601A
New Orleans, LA 70146
~MSEA
American Overseas Corporation. AMSEA has equipped the M.V. Overseas Joyce with a new "award winning" Malin 3000 Precision Diesel Engine Analyzer. She joins the M V. Overseas Philadelphia & M V Overseas New Orleans which were equipp ed with the Malin 3000 analyzers last year. The Malin units are supplied with the new "Windows" software which enhances the presentation of the data and provides color charts and graphics.
US~r
USAir. USAir has received final approval from the Spanish government and DoT to begin daily service between Philadelphia and Madrid beginning June 15, 1996. USAir will also begin service from its hub in Philadelphia to Munich, subject to a "show cause" order. DoT also gave initial approval to USAir's application to fly between Philadelphia and Rome, also subject to a "show cause" order. The flight will originate in Los Angeles.
QUALCOMM. QUALCOMM
Inc. (NASDAQ: QCOM) recently announced that its OmniTRACS satellite system is being used by the United States Army to support peace-keeping activities in Bosnia The OmniTRACS satellite system, marketed as EutelTRACS® in Europe, is a two-way mobile co mmunications and tracking system that provides the Army with the ability to track the progress of US Forces and supplies over treacherous mountain roads. "For the first time, Army truck drivers will have two-way communications and command control over long distances," stated US Army logistics analyst John Waddick.
Carnegie Group
Carnegie Group. IBM Printing Syst ems Company will soon empower th eir customer engineer service representatives by delivering service information via a userfriendly graphical interfac e application that integrates multiple service tools, databases, Internet access, and advanced customer engineer workflow management. This application, called Enhanced Service Platform (ESP), utilizes Carnegie Group, Inc.'s (CGI) Field Service WorkBench (FSWorkB ench) technology to tie together IBM Printing Systems' suite of service applications and databases, including Lotus Notes.
LOCKHEED MARTI~
Lockheed Martin. Sanders and Lockh eed Martin Tactical Aircraft Systems have received a $20 5 million contract under the Advanced Technology Support Program (ATSP) to develop computer-based technical manuals for US Air Force aircraft. The project will create a new common authoring system for Interactive Electronic Technical Manuals, with the goal of replacing the huge volumes of technical documents currently required by aircraft maintenance crews
INNOIDG
Innovative Logistics Techniques, Inc. INNOLOG exceeded all industry
averages in a recent D&B supplier rat-
ings survey. The study, which was initiated by a request from the National Guard, found that INNOLOG surpassed customer e xpectations in every category including: quality, responsiveness, technical support, timeliness, cost, attitude of supplier personnel and quantity delivered versus quantity ordered . Their overall rating was also above industry standards.
OAG. Official Airline Guides is paving the way for a new method of travel planning. OAG, a division of Reed Travel Group, announces the release of OAG HotelDisk, Government Version. OAG's newest product, the Government Version of OAG HotelDisk is a comprehensive travel planning database combined with mapping software that enables users to quickly locate quality hotels and build ground itineraries. Updated quarterly, OAG HotelDisk is available in both singl e-user and LAN Windows format. It provides information on the largest metropolitan areas in the US and Canada, including 5 ,000 cities, 400 interactive maps and 27,000 hotels.
EMER!:I WORLDWIDE A GF Company
Emery Worldwide . Emery Worldwide has promoted Daryl V. Mosby to the newly created position of vice president, government and postal relations. Mosby has 21 years experience in government transportation marketing. In his new position, Mosby is responsible for the expansion of Emery's Government and Postal Relations Specialty Group, which provides transportation and logistics services to the US Postal Service , DoD, State Department and other governmental and non-governmental agencies.
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Federal Express
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Chapter
hosted 50 Russian workers at her house for a joint N e W S Mir/NDTA picnic pig roast. My how times have changed!
ALL AMERICAN CHAPTER
24 members attended a recent Chapter meeting and viewed the video, "NDTA-The First 50 Years," which portrays the history of NDTA, how and where it started, and its objectives. Jane Clarke submitted the winning Chapter Theme for 1996: "Moving Today for Tomorrow ." The theme will be displayed on all Chapter correspondence during 1996. Clarke was awarded a specially designed NDTA coffee mug with gold print
Our next chapter event will be a visit to Overnite Transportation Company Truck Terminal located in Bensalem, PA. The dinner with Ovemite representatives at the Holiday Inn and the tour of the Ovemite facility promises to be informative. The visit should also symbolize "Government/Industry Partnership in Transportation" and assist Chapter members to understand industry's involvement in ground transportation and how they support moving DoD-sponsored cargo The All American Chapter's ambition is to double membership in 1996.
'? \ ;,~ , t i, .
1 1f' A1l
All American Chapter Officers/ Directors (left to right): Bob Vidinha , President; Steve Pratt , Vice President, Military Affairs; Verlyn Kupukupu , Treasurer; Directors: Dlemarshae Deans , Jane Clarke and Don Buccuti. Not pictured: Mark Cullen , Vice President, Civilian Affairs, and Director, Jack Poulson.
SPACE COAST CHAPTER
The Space Coast Chapter was fortunate to have Viacheslav (Slava) Gavrilov as a guest speaker. Mr. Gavrilov is the Manager of the Testing Division of RSC Energia. As the official representative at Kennedy Space Center for the Mir docking module project, he provided a very informative and entertaining program. The evening included a briefing, short video, photo boards, question and answer period, and token exchange. Chapter President Bill Richards, not to be outdone, provided and led a vodka toast. The dinner was not the Chapter's first encounter with Russian Space Program employees. Earlier in the year, Florida Vice President Maria Cornell
DALLAS-FT. WORTH CHAPTER
This year's Dallas-Ft. Worth NDTA scholarships were awarded to Brian Dunn, son of Bill and Lucille Dunn, and Ryan Mullin, son of Mike and Sharon Siar. Dunn attends UT Austin and is majoring in Physics. Mullin attends UNT Denton and is majoring in Criminal Psychology.
All of us are saddened by the death in January of longtime member Jo Dickinson. Jo had recently retired from AAFES and had been battling cancer. Burial and memorial services were held in Amarillo.
Col. Carl Salyer has retired and left his post at AAFES as well as this chapter's Vice President of Programs. Salyer has done an outstanding job with this chapter's programs, and for that our members salute him. Salyer and his family will relocate to Cleveland, Ohio.
CHAPTERS
Major Teddy Ross, USAF, the man who started an NDTA chapter in Minot, North Dakota, has done it again! When the Air Force transferred him to Turkey, he took his organizational talents with him and built another chapter in Incirlik, Turkey. Congratulations to Ted and the 44 charter members of the "Hodja" Chapter! lLT Troy A. D'Agostino, USA, has volunteered to work on starting a chapter in the Anniston, Alabama, area. Likewise in North Carolina, MSgt Larry E. Sies, USAF (Ret.), has decided to work on building an NDTA chapter in the Goldsboro (Seymour-Johnson AFB) area. If anyone is interested in helping these knights in their quest, please contact Norbert Grabowski at NDTA headquarters.
Pictured left to right: Yana Kasanova, translator ; Mary Chetirkin , Launch Site Support Engineer, McDonnell Douglas; Mr. Gavrilov; LCDR Janice Wynn ; Rich Martucci , NASA Launch Site Support Manager; Bill Richards , Chapter President; Lorin Leaf, Membership Director; and in front, Maria Cornell, Florida NDTA State Vice President.
Greetings! Hopefully, the buzz of activity surrounding your Chapter's A-35 program has kept you more involved than ever in NDTA. As I've written here before , A-35 is a crucial component of maintaining a creative and involved membership. And a strong communications network between
A-35 members is crucial to developing meaningful and rewarding programs. Please continue to flow requests for information, recognition, and your ideas through your Region A-35 Representative, who will forward everything to me
Over the past few months, I've received many requests for A-35 activity ideas, and I'd like to tell you about a few I've observed here in Washington. Your Region and/or Chapters may be doing all of these and more; if so, please let me know about them so they can be shared
I recently attended the Washington, DC, Chapter Board of Directors meeting. Four of the six items on the agenda for old business were A-35 activities. These activities included the Chapter's Food Assistance program, which is an ongoing activity organized by their A-35 Group. In addition, an A-35 Auction planning update was given. This event is given annually by the A-35 Group. Items are donated by companies and individuals and are auctioned off to attendees paying a small admission fee that covers the cost of food served at the auction. I can tell you from personal experience that the auctions have been tremendously enjoyable, and each one I have attended has lightened my checkbook. The money raised has gone to the Chapter's Scholarship Fund. Two other activities where members of this Chapter's A-35 Group have had prominent roles are the Constitution and By-Laws Review Update and the NDTA Day Reception. Along the line of Public Service Activities, I have been contacted by "Friend Ships," a non-profit organization providing charitable services around the globe. My intent is to have the organization contact the Region A-35 Representatives directly. If you want information about the organization, please call me.
I have also received leads for potential A-
35 members, as well as requests for more information about A-35 Chapters Please keep them coming in In order to ensure that every request is satisfied, I will be forwarding these leads and requests directly to the Region A-35 Representatives. I will be available to you for any questions or comments you may have.
Theresa Giordanengo Vice-President A-35
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Bookshelf Ideas
CLM's Annual Conference Proceedings, Annual Meeting 1995 published by The Council of Logistics Management, 2803 Butterfield Road, Suite 380, Oak Brook, IL 605211156, 1995, price $40.00.
This is a collection of 35 papers presented during the 1995 Council of Logistics Management's Annual Conference on "Logistics: The Crossroads of Commerce." This year's 527 page edition of the Proceedings contains " The 1995 Ohio State University Survey of Career Patterns in Logistics," by Bernard J. Lalonde and James H. Masters. This annual study contains current data about the "typical" chief logistics executive's age, education, salary, mobility, responsibilic ty, staff size, budget, and positioning within the firm's operations. The Proceedings also contain Herbert W. Davis' yearly compilation of industry statistics entitled, "Physical Distribution Costs and Service: 1995."
The Proceedings features the President's Annual Report, Executive Summary of Creating Logistics Value: Themes for the Future by C. John Langley. Jr., Robert A. Novack and Lloyd M. Rinehart, and Executive Summary of World Class Logistics: The Challenge of Managing Continuous Change. Other topics included are: Activity Based Costing and Management, Benchmarking, Business Issues in the 90s, Carrier Management, CEO's Views: The Value of Logistics, Contract Logistics, Cross Docking Issues And Applications: Flow Through Logistics, Current Research and Surveys, Electronic Data Interchange, Fundamental NN70rld Class Logistics Practices, ISO 9000, Logistics 101. Logistics Issues in NAFT A, Logistics Profiles by Industry, Measuring Performance in Logistics Activities, Partnershipping/Strategic Alliances, Professional Development Issues, Regulatory Compliance Standards. Strategic Planning, Table Topics, Third Party Logistics Services, Warehousing, and Working with Logistics Service Providers ..
The 465 page book offers a wide variety of articles on almost all aspects of the firm's logistics function and is a valuable asset for the logistics manager's bookshelf.
Sea Power, January 1996, Special Edition The Almanac ofSeapower-1996, edited by Vincent C. Thomas Jr., published by the Navy League of the United States, 2300 Wilson Blvd., Arlington, Virginia 22201-3308, price $14.95
This special edition is the fourteenth annual issue of The Almanac of Seapower. This special edition provides the latest status report on America's maritime capabilities. This book, as were the first thirteen almanacs, is an important reference work for those working in, studying, writing about, or otherwise concerned with naval
Dr. Joseph G. Mattingly, Jr.
and maritime affairs.
The special edition is an encyclopedic compendium of facts and commentary concerning most aspects of national and international activities related in any way to the seas from a geopolitical impact-military, economic, and diplomatic. It contains 10 essays on the Navy, Marines, Coast Guard, Pacific, Middle East, Russian/European Navies, Weapons Proliferation, Research and Development, Maritime, and Oceanography. Those students of defense transportation and the merchant marine will find an interest in this special edition as it has become a standard reference work for the professional and an invailuable primer for those unfamiliar with the importance of the sea. Sections as follows: Facts and Figures, Navy Ships, Navy Aircraft, Marine Corps, Coast Guard and Flag Officers plus a eight page Bibliography, Index and Directory of Navy League Leadership contributes to the usefulness of the Almanac for researchers.
Lieutenant General Kenneth R. Wykle, An Oral History, Deputy Commander in Chief United States Transportation Command, Conducted by Dr. James K. Matthews, Director, Research Center, USTC, Scott Air Force Base, Illinois. March 1996, Available upon request from USTRANSCOM Research Center, Com. 618-2566167 or DSN 574-6167.
This history is organized around questions submitted in advance of the interview. It covers a wide range of issues including Role of the Deputy Commander in Chief, Lift Capability, Budget issues, operations, manpower and personnel, and organizational issues. I believe that this oral history should prove to be of great interest to defense transportation operators and planners. It is a valuable reference for government and business decision makers in the transportation arena and those concerned with strategic mobility.
GAO Transportation Reports prepared by the US General Accounting Office, are of specific interest to readers. We have listed several examples of some recent issues on transportation subjects:
GAO/RCED-95-225FS Airport Improvement ProgramsUpdate of Allocation of Funds and Passenger Facility Charges, 1992-94, July 1995.
GAO/RCED-95-234 Electric Vehicles-Efforts to Complete Advanced Battery Development Will Require More Time and Funding, August 1995.
For copies of GAO Reports or for additional information, contact:
US General Accounting Office, PO Box 6015
Gaithersburg, MD 20760; 202-275-6241
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