Defense Transportation Journal

The Official Publication of the National Defense Transportation Association

February 2020

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Laws, programs, and regulations affecting capabilities & capacity PLUS, a breakthrough technology you should know

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| Defense Transportation Journal | FEBRUARY 2020

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February 2020

FEATURES

A CALL TO ARMS 8 February 2020

•

Vol 76, No. 1

PUBLISHER

VADM William A. Brown, USN (Ret.) MANAGING EDITOR

Sharon Lo | slo@cjp.com CIRCULATION MANAGER

Leah Ashe | leah@ndtahq.com PUBLISHING OFFICE

NDTA 50 South Pickett Street, Suite 220 Alexandria, VA 22304-7296 703-751-5011 • F 703-823-8761

GRAPHIC DESIGN & PRODUCTION MANAGER

Debbie Bretches

Evolving Law and Culture to Protect Our Merchant Maritime Fleet

By LTC Stacy Flippin, USA (Ret.) & Maj Meghan Smorol, USAFR

FIVE WAYS PAYMENT PROGRAMS AND 13 REGULATIONS PRESERVE CARRIER CAPACITY

By Cheryl Garcia

SUSTAINING THE CIVIL RESERVE AIR FLEET 16

By Kent N. Gourdin

THE IFBATTERY FLOW-BATTERY/ 22 HYDROGEN-GENERATOR

By Karine Christakes, MBA-HR, CSBO

ADVERTISING SALES DIRECTOR

Bob Schotta bschotta@cjp.com

RIBE C S B U S TODoAmY/the-source dtahq.c

ouwrsclee S e h T fficial Ne tter

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hq @ndta cations ess book li b u p ddr Add email a to your

DEPARTMENTS Defense Transportation Journal (ISSN 0011-7625) is published bimonthly by the National Defense Transportation Association (NDTA), a non-profit research and educational organization; 50 South Pickett Street, Suite 220, Alexandria, VA 22304-7296, 703-751-5011. Copyright by NDTA. Periodicals postage paid at Alexandria, Virginia, and at additional mailing offices.

SUBSCRIPTION RATES: One year (six issues) $40. Two years, $60. Three years, $75. To foreign post offices, $45. Single copies, $6 plus postage. The DTJ is free to members. For details on membership, visit www.ndtahq.com.

POSTMASTER: Send address changes to: Defense Transportation Journal 50 South Pickett Street, Suite 220 Alexandria, VA 22304-7296

THE NEXT 75 | By LTG Robert T. Dail, USA (Ret.)........................................................ 6 PRESIDENT’S CORNER | VADM William A. Brown, USN (Ret.)....................................... 7 PROFESSIONAL DEVELOPMENT | Irvin Varkonyi......................................................27 CHAIRMAN’S CIRCLE.......................................................................................28 HONOR ROLL..................................................................................................29 IN MEMORIAM................................................................................................ 30 INDEX OF ADVERTISERS.................................................................................... 30

We encourage contributions to the DTJ and our website.

To submit an article or story idea, please see our guidelines at www.ndtahq.com/media-and-publications/submitting-articles/.

NDTA Headquarters Staff VADM William A. Brown, USN (Ret.) President & CEO COL Craig Hymes, USA (Ret.) Senior VP Operations

THE NEXT 75 Championing the DOD-Industry Partnership

Patty Casidy VP Finance Lee Matthews VP Marketing and Corporate Development Leah Ashe Manager, Database Kimberly Huth Director of Public Relations Rebecca Jones Executive Assistant to the President & CEO For a listing of current Committee Chairpersons, Government Liaisons, and Chapter & Regional Presidents, please visit the Association website at www.ndtahq.com.

EDITORIAL OBJECTIVES The editorial objectives of the Defense Transportation Journal are to advance knowledge and science in defense logistics and transportation and the partnership between the commercial transportation industry and the government transporter. DTJ stimulates thought and effort in the areas of defense transportation, logistics, and distribution by providing readers with: • News and information about defense logistics and transportation issues • New theories or techniques • Information on research programs • Creative views and syntheses of new concepts • Articles in subject areas that have significant current impact on thought and practice in defense logistics and transportation • Reports on NDTA Chapters EDITORIAL POLICY The Defense Transportation Journal is designed as a forum for current research, opinion, and identification of trends in defense transportation and logistics. The opinions expressed are those of the authors and not necessarily of the Editors, the Editorial Review Board, or NDTA. EDITORIAL CONTENT Archives are available to members on www.ndtahq.com.

Sharon Lo, Managing Editor, DTJ NDTA 50 South Pickett Street, Suite 220 Alexandria, VA 22304-7296 703-751-5011 • F 703-823-8761 slo@cjp.com

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| Defense Transportation Journal | FEBRUARY 2020

By LTG Robert T. Dail, USA (Ret.) NDTA celebrated its 75th anniversary in 2019. In addition to reflecting on the association’s rich history, consideration was given to what the future will bring for the organization and its members. To that end, NDTA asked several members and friends of the association to tell us, “what do you think the next 75 years will be like for NDTA?”

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DTA’s distinguished 75-year history is one centered on the enormously strong relationship between government and industry that produced the Department of Defense’s (DOD) unmatched strategic and operational responsiveness, reach, and sustained operations anywhere in the world. This NDTA-sponsored relationship proved remarkably important and successful. Its tremendous advocacy is embodied in the US Transportation Command (USTRANSCOM), created over 30 years ago to operationally synchronize America’s commercial and DOD transportation capability.

In more recent years, NDTA has welcomed the participation of the Defense Logistics Agency (DLA) and the various military services in this partnership. Subsequently, NDTA has vigorously advocated for the resulting vast logistics network comprised of DOD and industry members that dominates the logistics domain for America and its Allies.

The next 75 years will see America continually called upon to engage and, when required, act with our Allies to secure freedom and national interests.

NDTA will be there to sustain and grow the relationships between industry and government members of this enterprise. It will lead and advocate in the face of major challenges that the DOD, our Allies, and their industry partners confront now and well into the future: the threat of attack on our information networks by adversaries; and the dramatic transformations of industry and government supply chains.

Adversaries now attack our information systems and networks largely com-

prised of commercial industry partners.

The threat of lost communications, false information, and other cyber interdiction pose enormous consequences for DOD. Further, Globalization has given way to local influence in the form of trade and tariff policy, regional regulation, data privacy laws, e-commerce giants, lightningquick changes in technology like Artificial Intelligence (AI), unmanned systems, 3D printing, and more expensive labor markets. As a result, supply chains are becoming shorter, smarter, and faster as the threat from cyber attack increases. DOD industry partners will operate in this dynamic environment and will need advocacy from NDTA and assistance from the US Government to ensure that America can continue to adapt and support the greatest military in a dangerous and uncertain world.

More than ever, NDTA will serve the Nation and its members as champion and thought leader of a strong and trusted DOD-industry partnership. NDTA conferences and meetings will serve as a nexus of ideas and strong relationships. It will advocate for transportation and logistics capabilities, policies, and programs that will ensure our troops continue to precisely receive the very best materiel and services they require anywhere on planet earth. That focus will always be central to NDTA. I am proud to be a lifetime member of NDTA and have enjoyed the many rewarding and trusted friendships and association of great American military and civilian patriots who comprise its membership. DTJ

PRESIDENT’S CORNER Get Involved!

VADM William A. Brown, USN (Ret.) NDTA President & CEO

G

reetings everyone, I hope 2020 is off to a great start for you! Washington, DC, continues to boil on many domestic and international fronts. It often seems we are in some kind of stalemate, but I see development and strength in NDTA relationships and values. NDTA continues to look for opportunities to be

The more you participate, the greater the value to you, the government and/ or your company.

resourceful, creative and innovative. As an enterprise, we involve ourselves in issues impacting the logistics capabilities of the Department of Defense(DOD) and our Nation. I invite everyone to continue involvement in NDTA chapters, committees, and at national meetings.

In this issue of the DTJ, we will look into laws, programs and regulations af-

fecting capabilities and capacity. Looking back at NDTA’s 75-year history last year highlighted the importance of comprehensive, non-partisan agreements on our national readiness and capacity to move and sustain people and equipment. Law-based programs such as the Civil Reserve Air Fleet Program (CRAF) and the Voluntary Intermodal Sealift Agreement (VISA) provide our nation with access to US planes and vessels, and the crews to operate them as required. Over the past several years, USTRANSCOM has taken great strides, along with the Joint Staff, to articulate the risk presented if we do not continue to seek new solutions to add to our available options in peace and war.

Another national law that will get a lot of attention in 2020 is the Jones Act of 1920. The Cato Institute has called for the repeal of the Jones Act on its 100th anniversary. Principally, the Jones Act requires goods transported from one US port to another US port to be transported on USbuilt and US-crewed vessels. While NDTA does not and cannot lobby Congress, we can educate on the consequences regarding

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actions. Many countries have similar laws to the Jones Act. Those who do not are subject to foreign entities operating freely in territorial waters, risking the safety and security of national waterways. Likewise, the detrimental effects on US shipbuilding capacity and mariner manning would further cut into an already ailing industry.

The country to likely benefit from repeal of the Jones Act is China, who by the way, heavily subsidizes their shipping industry.

Regarding passenger travel, we are excited to once again host the GovTravels conference in partnership with the Defense Travel Management Office (DTMO). We will be hearing from DOD Chief Management Officer The Honorable Lisa Hershman and the Executive Chairman of Enterprise Holdings, Mr. Andy Taylor. We appreciate DTMO’s very positive involvement to make this event the premier government travel conference.

So, for 2020, be engaged in NDTA! The more you participate, the greater the value to you, the government and/or your company. We are blessed with a great country.

Let’s do our part to keep it that way.

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A CALL TO AR

Evolving Law and Culture to Protect Our Merchant Maritime Fleet

By LTC Stacy Flippin, USA (Ret.) and Maj Meghan Smorol, USAFR1

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n a 2018 Defense News article, The Honorable Mark Buzby, retired Rear Admiral and head of the Department of Transportation Maritime Administration, reflected on the Navy’s inability to escort the massive sealift operation that would be required in the event of a long-term major conflict.2 This deficiency presents great strategic risk for the United States, as each merchant vessel represents an invaluable link in the sealift capacity

required to sustain such an effort. It also poses a moral quandary as merchant ships and their crews are not armed to defend against modern threats, such as hypersonic missiles and satellite-based interdiction, which leaves them exposed to grave danger.

The United States has an opportunity now to modernize the protection of our merchant fleet by advancing the law of selfdefense and to press that legal framework outward so that it becomes recognized in-

ternational law. Simultaneously, we must evolve the military culture to embrace this evolution in law so that the United States can achieve both the strategic and moral imperative to defend the merchant fleet to ensure mission success.

I. LOOKING TO THE PAST A. International Origins

In the international community, protecting the merchant maritime fleet dates back to

The views expressed in this article are those of the authors and do not reflect the official policy or position of the US Army, the Department of Defense, or the US Government.

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RMS

The guided-missile destroyer USS Lassen (DDG 82) escorts the merchant vessel Tomahawk through the Strait of Hormuz. US Navy photo by Mass Communication Specialist 2nd Class Michael H. Lehman/Released.

However, today, protecting the merchant maritime fleet from piracy is more complex from a legal perspective. The 1856 Paris Declaration proclaimed privateering illegal internationally, and while the US is not a signatory, we have not used privateering or Letters of Marque since the War of 1812.7 Regardless of the limitations imposed by the 1856 Paris Declaration, the international community has armed their merchant fleets during times of conflict, such as World War I (WWI) and World War II (WWII).8 B. US Origins

the days of the Barbarossa Brothers, Captain Kidd, and Blackbeard. Often sanctioned by the government, pirates typically began as licensed privateers, like Sir Francis Drake, who was famously licensed by the English government to attack Spanish shipping, and subsequently knighted for his attacks by Queen Elizabeth I.3 Historically, privateering was the way merchant ships protected themselves from pirates.4 Letters of Marque were issued to private entities in exchange for protection or for capturing pirates.5 In the modern era, pirates take hostages for high ransoms.6

The United States also has a long history of arming its merchant ships in times of war. During WWI, President Woodrow Wilson issued an Executive Order authorizing the arming of US merchant ships in March 1917 in the wake of continuing German U-boat attacks on US shipping.9 In the years preceding WWII, in an effort to keep the US out of the issues embroiling Europe, the US Congress passed the US Neutrality Act of 1936 (Neutrality Act), which (in part) made it illegal to arm merchant ships.10 However, as the conflict grew, Congress amended the Neutrality Act in November 1941, authorizing the arming of US merchant ships.11 Specifically, Congress provided that “the President is authorized, through such agency as he may designate, to arm, or to permit or cause to be armed, any American vessel as defined in such Act.”12 In the aftermath of WWII, Congress took further steps to establish this provision as a permanent fixture in US law when in 1948, it passed “An Act Relating to the Arming of American Vessels.”13 This provision of US law, in only slightly modified form, remains in effect today. Specifically, under 10 USC § 261, the President “through any agency of the Department of Defense designated by him, may arm, have armed, or allow to be armed, any watercraft or aircraft that is capable of being used as a means of trans-

portation on, over, or underwater, and is documented, registered, or licensed under the laws of the United States” at any time “when the President determines that the security of the United States is threatened by the application, or the imminent danger of application, of physical force by any foreign government or agency against the United States, its citizens, the property of its citizens, or their commercial interests.”14 Although no US President has had occasion since WWII to direct the arming of US merchant ships, the President has the authority under US law to direct such arming and broad latitude to determine when such arming is required.15 Given the current threat environment, the need to arm merchant ships is visible on the horizon.

II. THE PRESENT DAY

Neither the law nor US military culture has sufficiently adapted to account for the current threats to merchant maritime fleets. The current threats come in a variety of forms; below are some examples.

A. Long-range, Hypersonic, Anti-ship Missiles

The recently released 2019 Missile Defense Review provides a chilling description of the current threat environment, where near-peer competitors are significantly investing in their missile capabilities to increase the capabilities of their current systems, develop new capabilities, and integrate offensive missiles more thoroughly into their offensive operations.16 The US is also now engaged in a race with Russia and China to develop hypersonic weapons.17 In response to this “emerging missile threat environment,” the US has placed increasing emphasis on missile defense. For instance, the Navy, Army, and Marine Corps have been acquiring new long-range missiles to target enemy ships and maritime targets from the land and sea. However, it will not be sufficient for the US to focus only on protecting organic military assets in this new missile threat environment. It must consider how to protect its merchant maritime fleet, as well.

B. Cyber Interdiction

As General Darren McDew, then-Commander of US Transportation Command, www.ndtahq.com |

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testified before Congress in 2018: “threats in the cyber domain pose the greatest threat to our decisive logistics advantage.”18 He stated that the reason for the vulnerability is “because the majority of the Command’s transportation data resides within and travels through the unsecure commercial internet.”19 In addition to the vulnerabilities created by the commercial internet, many merchant fleets also lack the ability, knowledge, or desire to provide the stringent protections to maintain a defensive posture.20 Much of the merchant fleet is untrained in even basic avoidance techniques—such as jamming or GPS tracking capabilities.21 Furthermore, the mix of legacy ships and new systems, the multi-cultural, multi-lingual crews, and the nature of the mobile workforce make training and consistency in even basic cybersecurity protections difficult.22 C. Next Wave Piracy and Modern Privateers

While the focus is on high tech methods in modern wars, we should not lose sight of the historically effective use of pirates and “ground” seafaring violence of the early colonies. And as recent history has shown, the threat of piracy still remains.23 Moreover, actors incapable of competing militarily with the US Navy could turn to piracy-like tactics to engage in asymmetric warfare.

Additionally, pirates could also be inclined to increase attacks during wartime due to the type of cargo and increase in value a wartime footing would place on that cargo.

III. EVOLVING FOR THE FUTURE A. Evolution in the Law

International law must adapt to the realities of modern threats and current military capabilities, and the United States should drive that change. In the context of the merchant maritime fleet, this means taking a more progressive view of “defensive” arms by allowing States greater leeway in the weapon systems and equipment that are deemed “defensive” so as to give a ship a realistic opportunity to survive against today’s threats.

Under widely accepted views, in order to retain protection under international law, non-naval vessels can be used in defensive but not offensive, belligerent acts.

The crux of the question then becomes: when does a merchant ship have the right to act in self-defense? After September 11, 2001, a more progressive view of selfdefense seems to have taken root in the 10

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international law arena that takes into account present-day threats and technological advancements.24 The evolution of the pre-emptive self-defense concept and the growing consensus emerging around the idea that a State may launch strikes into another State against private actors for counter-terrorism purposes are but two examples of this more progressive view of self-defense. The international legal community should again re-examine what truly constitutes defensive weapons so that mariners have not just a theoretical right to self-defense, but a realistic opportunity to defend themselves from today’s threats.

The current threat environment is very different from WWII, which saw the last major naval conflict. Over-the-horizon weapon systems and drone swarms are just two threats that could quickly destroy a merchant ship. Waiting for such an attack to commence before engaging in selfdefense may be way too late. Adapting to current realities means more broadly defining defensive capabilities and allowing merchant ships to engage in pre-emptive self-defense. The law should not become the impediment that renders any right of self-defense as effectively meaningless.

Evolving the concept of self-defense is only part of the equation. There must also be a correlating growth in the means and methods to employ this right. For example, the use of armed private security in lieu of governmental armies and navies for protection is one such method. With limited human capital and resources, the US and other governments are ill-equipped to properly protect their merchant maritime fleets. The use of contractors in recent years, although at times controversial, has generally proven successful. For example, “[t]o date, pirates have not successfully taken a ship protected by armed security guards.”25 What is needed in this area to address some of the issues with private armed security is greater governmental regulation and oversight. We need to adapt international law to facilitate legal instrumentalities to allow military contractors to properly protect merchant ships, which will alleviate the pressure felt by our Navy. Utilizing historical precedent, governments should be allowed to directly employ security contractors through the development of a contractual obligation built from the Letters of Marque and the Montreux Document, spelling out the best practices and legal obligations required for military contractors.26

Additionally, another international challenge with respect to arming merchant ships would be port entry in foreign countries. As aptly demonstrated by the challenges of arming ships to counter pirates, when making port calls, those ships are subject to the law of the foreign nation, including any arms limitations or restrictions. In order to address that issue, the US may need to re-examine or revise its bi-lateral or multilateral international agreements to account for this issue, or

As aptly demonstrated by the challenges of arming ships to counter pirates, when making port calls, those ships are subject to the law of the foreign nation, including any arms limitations or restrictions.

the international community as a whole may need to come together to form some sort of international agreement. Given the apparent difficulty with members of the international community agreeing on the arming of merchant ships to counter piracy, the former may be a more practical approach than the latter.

We may also need to adapt (or amend) domestic law to permit the US government to contract for armed private security, at least with respect to protection of the merchant maritime fleet.27 Currently, 32 C.F.R. 159, “Private Security Contractors Operating in Contingency Operations,” provides the model for the changes needed to standardize and improve contract management and oversight of private military security contractors (PMSCs).28 Expanding this document to protect merchant mariners specifically, will provide the proper protections necessary and also send an important message to the merchant mariner community that the DOD is ready, willing, and able to protect them.

Facilitation of a contractual obligation under control by the government affords the US government the ability to monitor and regulate these private contractor firms. Furthermore, it affords the US legal remedies in the event of a breach of contract. Similarly, contracts should be further utilized as an instrument of self-defense for cyber interdiction. Facilitating stricter contractual penalties for cyber-security failures by

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carriers may also help incentivize additional protections for the merchant maritime fleet.

B. Changes in Military Culture – We can no Longer Accept the “Accept the Risk” Mentality

The United States’ ability to flex warfighting capability anytime, anywhere, is a profound strategic advantage. That strategic advantage hinges on US logistics’ capabilities, in which the merchant fleet is integral. Our adversaries are well aware of this advantage and will seek to degrade our logistics capability. With an increase in our near-peer competitors’ focus on the sea, it is only a matter of time before the fight will move there. Fundamentally, the US military must embrace the idea that the battle will largely be fought and won before the equipment reaches the warfighter. That battle will be on the sea and the merchant vessels hauling the freight will be the key terrain over which nations will fight. We must not only be focused on the battlefield itself, but also how the warfighter and his equipment get there. To do this requires a change in military culture that embraces the idea that protection of the merchant fleet is not merely a memory of a time gone by, but is a requirement of today, not only as a strategic advantage but also a moral imperative.

IV. CONCLUSION

Today’s threat environment differs greatly from the environment that existed during the last war that involved a major naval conflict, WWII. However, neither the law nor US military culture has sufficiently evolved to account for the current environment. If the law does not evolve—if it does not allow a State’s merchant fleet a realistic opportunity to defend itself—then the fundamental right of self-defense is hollow and the law is irrelevant. If US military culture does not evolve—if it does not recognize and account for the importance of protecting the US merchant fleet—then the US military may suffer mission failure. Neither one of these outcomes should be permitted to occur. DTJ REFERENCES

1. Contributions provided by the Military Surface Deployment and Distribution Command Legal Office, including Lieutenant Colonel Russell Jackson (USA), Mr. James Dorn (Colonel, USA, Retired), Mr. David DiCenso (Lieutenant Colonel, USAFR, Retired), and Captain Gregory Saloka (USA). The views expressed in this article are those of the authors and do not reflect the official policy

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or position of the US Army, the Department of Defense, or the US Government.

2. David Larter, “You’re on Your Own: US Sealift Can’t Count on Navy Escorts in the Next Big War,” Defense News, last modified October 10, 2018, accessed August 12, 2019, https://www.defensenews. com/naval/2018/10/10/youre-on-your-own-ussealift-cant-count-on-us-navy-escorts-in-the-nextbig-war-forcing-changes/.

3. Jesse Greenspan, “8 Real-Life Pirates Who Roved the High Seas,” History Channel, last modified August 31, 2018, accessed August 12, 2019, https:// www.history.com/news/8-real-life-pirates-whoroved-the-high-seas.

4. Theodore T. Richard, “Reconsidering the Letter of Marque: Utilizing Private Security Providers Against Piracy,” Public Contract Law Journal 39, no.

1 (2010): 423-438.

5. Ibid.

6. Ibid, 418-419.

7. Ibid, 418-420.

8. “Defensively Equipped Merchant Ships,” Wikipedia, last modified June 21, 2018, accessed August 12, 2019, https://en.wikipedia.org/wiki/ Defensively_equipped_merchant_ship.

9. “Defensively Equipped Merchant Ships,” Wikipedia, last modified June 21, 2018, accessed August 12, 2019, https://en.wikipedia.org/wiki/ Defensively_equipped_merchant_ship; Will Englund, “How to End a Filibuster: World War I and the Origin of the Cloture Rule,” The National Constitution Center, last modified April 4, 2017, accessed August 12, 2019, https://constitutioncenter. org/blog/how-to-end-a-filibuster-world-war-i-andthe-origin-of-the-cloture-rule.

10. “The Neutrality Acts,” The Oxford Companion to American Military History, last modified 2000, accessed August 12, 2019, https://www. encyclopedia.com/history/encyclopedias-almanacstranscripts-and-maps/neutrality-acts-0.

11. “American Merchant Marine Heroes and Their Gallant Ships in World War II,” American Merchant Marine at War, last modified May 8, 2002, accessed August 12, 2019, http://www.usmm.org/men_ships.html.

12. Joint Resolution to Repeal Sections 2, 3, and 6 of the Neutrality Act of 1939, and for Other Purposes, Public Law 294, US Statutes at Large 55(1941): 764-765.

17. Iain Boyd, “US, Russia, China Race to Develop Hypersonic Weapons,” The Conversation, May 1, 2019, accessed 11 July 2019, http://theconversation. com/us-russia-china-race-to-develop-hypersonicweapons-114694.

18. General Darren W. McDew, Commander, USTRANSCOM, statement before the House Armed Services Committee, Readiness Subcommittee and the Seapower and Projection Forces Subcommittee, March 8, 2018, 18.

19. General Darren W. McDew, Commander, USTRANSCOM, “On the State of the Command,” statement before the Senate Armed Services Committee, May 2, 2017, 17–18, accessed July 11, 2019, www.armed-services.senate.gov/download/ mcdew_05-02-17.

20. Leah Kinthaert, “8 Experts Weigh in on Cybersecurity in Shipping & Maritime,” KNect 365, last modified April 9, 2017, accessed August 12, 2019, https://knect365.com/shipping/ article/56554e0a-1356-42ac-88cd-564a389bcd1e/ cybersecurity-shipping-maritime.

21. Ibid.

22. Ibid.

23. Jeffrey Gettleman, “Somali Pirates Attack, Raising Fears that a Menace is Back, The New York Times, last modified April 4, 2017, accessed August 12, 2019, https://www.nytimes.com/2017/04/04/ world/africa/somalia-pirates.html 24. As one legal scholar noted, “this process of transformation is most visible in states’ changed interpretations of the principles of immediacy and necessity, which are nowadays understood in more contextualized and permissive terms. The terrorist challenge—especially the prospect of nuclear-armed jihadists—has thrown into sharp relief the need to develop a somewhat broader understanding of the concept of self-defense than the one enshrined in Article 51 of the UN Charter.” Theresa Reinold, “State Weakness, Irregular Warfare, and the Right to Self-Defense Post-9/11,” American Journal of International Law 105 (April 2011): 245.

25. Andrew J. Shapiro, Ass’t Sec’y, Bureau of Political-Military Affairs, Remarks to the Defense Trade Advisory Group, November 9, 2011, accessed July 11, 2019, http://www.state.gov/t/pm/rls/ rm/176925.htm.

14. Arming of American Vessels Act, US Code 10 (1956) §261.

26. “Montreux Document,” International Committee of Red Cross, last modified 2009, access August 12, 2019, http://psm.du.edu/media/ documents/regulations/global_instruments/multi_ stakeholder/montreux/montreux_document_eng. pdf; Theodore T. Richard, “Reconsidering the Letter of Marque: Utilizing Private Security Providers Against Piracy,” Public Contract Law Journal 39, no.

1 (2010): 423-438.

15. Arming of American Vessels Act, §261. There is no statutory authority within Chapter 10 of the United States Code that defines what is meant by “arm” or what is required to qualify as “imminent danger” of physical force.

27. “Department of Defense Regulations and Instructions,” University of Denver, last modified 2014, accessed August 12, 2019, http://psm.du.edu/ national_regulation/united_states/laws_regulations/ defense.html.

16. Department of Defense, Missile Defense Review (2019), III-IV.

28. Ibid.

13. An Act Relating to the Arming of American Vessels, Public Law 817, US Statutes at Large 62(1948): 1095-1096.

Five Ways Payment Programs and Regulations Preserve Carrier Capacity

By Cheryl Garcia, Senior Vice President Government Sales and Relationship Management, Global Transportation at U.S. Bank

T

he partnership between the military and the freight carrier industry is stronger than ever.

It spans from the branches of military service and multiple government agencies to providers around the globe who all play important roles in support of the Department of Defense (DOD) mission.

Without carrier capacity, everything from delivering military vehicles and equipment stateside and overseas to the movement of household goods for those who serve our country would be impacted.

That’s why efficiency and collaboration are so very important.

Successful cross-industry collaboration depends on all parties working together toward a common goal, and everyone has a role to play. What many may not realize is there are programs and regulations involving carrier industry payments that are vital to maintaining carrier capacity. Let’s take a closer look at five of the key ways carrier capacity is supported in the payment process.

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COLLABORATION ACROSS ALL MODES

The DOD operates an increasingly complex supply chain that must reach around the world. Typically, no singular mode whether rail, surface, ocean, or air, transports a ship-

ment from origin to destination. Rather, it is the collaboration amongst providers and in various modes of transport.

Without capacity and an efficient supply chain, the ability to fully supply and support the DOD’s more than 800 military installations in more than 70 countries across the globe would not be possible. While there are more than 130 different DOD systems used to order, transport, track and account for transportation payments, the DOD’s use of a third-party payment system (TPPS) provides a streamlined audit and payment process to: • Connect with true local resources who understand the local regulations and logistics industry www.ndtahq.com |

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• Support readiness with multi-currency and multilingual capabilities • Provide the right data in the right format by capturing all relevant data and ensuring data harmonization for important information such as currencies • Properly control access to data. While not all users need access to all data, they do need access to the right information—which may include data across several entities for analysis.

• Efficiently allow access to reporting and business intelligence By utilizing a TPPS with these attributes, the DOD can better manage freight spend, regardless of geographic or divisional boundaries.

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PAYMENT LAWS AND REGULATIONS

All carriers depend on timely payments to keep their businesses moving and cash is king to maintain their fleets. Before those payments can be made on behalf of the DOD, there are numerous laws and regulations to follow, with just a few featured here: • The Federal Acquisition Regulation (FAR) and Defense Federal Acquisition Regulation Supplement (DFARS) have strict guidelines to govern the transportation and payment processes. Staying abreast of changes is critical to ensuring carriers remain compliant. Carrier associations and online resources such as the Federal Register are a good way to keep current on ongoing updates and changes. When a carrier is not compliant, it risks losing its government business, but the government also risks its dependence on those assets to keep the supply chain intact and provide competitive, affordable, and reliable transportation resources.

• The Federal Prompt Payment Act aligns with the commercial industry goal of maintaining and improving its cash flow. An important trigger to the Prompt Payment Act interest is presenting a proper invoice from the start of the payment process. Accuracy in billing and timely resolution of billing discrepancies directly ties to cash flow and efficient deployment of capital.

• Financial Improvement and Audit Readiness (FIAR) requires the government to follow proper accounting procedures that pass external audit scrutiny. In accordance with FIAR, it 14

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is imperative to maintain internal controls that protect and preserve the audit trail and contribute to the availability of resources.

The payment process also includes significant regulation to ensure that reliable and trustworthy partners are paid. Regulations such as the Bank Secrecy Act (BSA) and regulatory entities such as the Office of Foreign Assets Control (OFAC) serve to protect funding and therefore, aid in ensuring capacity is provided by legitimate carriers.

Regulations require banks to conduct substantial due diligence on customers via a process defined as Know Your Customer (KYC). KYC is a labor-intensive process that involves bank staff reviewing identification documentation to ensure an entity—a person or a corporation—is who/what they claim to be and that subsequent payments are only going to legitimate entities. This is done to mitigate the risks of money laundering and terrorist financing, critical to our country’s security. The KYC vetting processes completed by bank staff, not the payors or payees, provides another layer of security in the overall support of missions.

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SUPPLY CHAIN DATA SECURITY

Cybersecurity attacks remain a constant threat to supply chains. These risks are resulting in sweeping changes in daily operations and regulations that impact capacity.

When examining processes and the data available to you, it can be helpful to ask yourself, “What would happen if this

fell into the wrong hands?” Using one of the most commonly used items in supply chains, the freight bill, it is easy to see the sensitive information that should be protected. These are far more than “pieces of paper” or “basic data.” Freight bills contain contact details for shippers and carriers, quantities, the types of goods being shipped, pickup times, and delivery due dates and times. These details are not for broad consumption and reveal confidential or sensitive information regarding the movement of goods and possible plans.

Security breaches could impact individual deliveries or have broader impacts across multiple carriers, lanes, and modes.

As more supply chain processes and information are digitized, security needs to remain a priority: • What data needs to remain confidential?

• Does the data have multiple layers of protection?

• What steps are necessary to mitigate risks?

Regulations that govern information and cybersecurity are continually evolving (e.g., DOD regulation DFARS 252.204-

7012 addresses the need for additional information protection) and there are programs and resources available to the DOD and industry including: • The Office of the Under Secretary of Defense for Acquisition and Sustainment (OUSD) (A&S) • Cybersecurity Maturity Model Certification (CMMC) initiative

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PAYMENT REPORTING

Strong payment reporting programs help both shippers and carriers proactively manage their operations. The way the information is applied directly influences capacity.

Reporting helps both shippers and carriers determine and allocate resources, analyze performance data, and address inefficiencies. A report focused on invoice exceptions may result in shippers and carriers allocating resources to resolve issues.

It may also result in further analysis into the root causes of the exceptions so they can be avoided in the future. Both applications of reporting facilitate payments and maintain capacity.

Shippers use a variety of reports that are tied to their carrier relationships. These can range from monitoring unpaid invoices and reviewing preferred carrier lanes to analyzing payments across modes and evaluating carrier performance, to name just a few. The actions shippers choose to take can quickly change capacity for multiple parties while providing the flexibility needed in their supply chains.

For carriers, delivering the proper invoice on time and accurately from the start is critical to their accounts receivable turnover and, ultimately to their cash

flow. A healthier cash flow and financial picture for a carrier translates directly into whether they can expand their capacity and provide much-needed assets to support the DOD supply chain. Monitoring unpaid invoice and exception reports can help quickly isolate and resolve issues so payments can be made.

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ACTIONABLE DATA AND INSIGHTS

In addition to reporting, it’s important for both government shippers and carriers to have visibility to actionable financial supply chain data to maintain and maximize carrier capacity. Why the emphasis on actionable?

Collecting data for the sake of collection doesn’t do anything but take up space.

Actionable data enables shippers and carriers to better understand the current state of their financial supply chains and determine next steps.

Both real-time and historical data matter, if information is not current, any decisions may not be as good as they would have been using real-time data. However, historical data should not be disregarded because it provides insight into cycles such as seasonal shifts in capacity and can help spot new trends.

Taking an outward look at what’s happening in the industry, even beyond government shipments, can provide a healthy perspective. There are several indices and tonnage reports available to help shippers and carriers stay attuned to current trends and challenges, including the U.S. Bank Freight Payment Index, which is published quarterly. Some organizations go a step further and benchmark their performance against peers in the spirit of continuous improvement.

CONTINUED PARTNERSHIP

Though perhaps less well known, the programs and regulations that support and govern the financial supply chain are critical to maintaining carrier capacity. They also underpin the strong relationships between the government and industry that allow us to collectively fulfill the DOD’s mission. DTJ

For more information about U.S. Bank Freight Payment, please visit freight.usbank.com or contact us at cpstransportation@usbank.com. www.ndtahq.com |

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By Kent N. Gourdin, Professor and Director of Global Logistics and Transportation Program, Department of Supply Chain and Information Management, College of Charleston

R

eferences to defense requirements occur repeatedly in federal transportation legislation. In fact, every major piece of national legislation pertaining to aviation, from the Civil Aeronautics Act of 1938 to the Federal Aviation Act of 1958 and the Airline Deregulation Act of 1978, include policy statements specifically linking the needs of national defense to the maintenance of a strong ci-

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vilian air transport system. (Civil Aeronautics Act, 1938; Federal Aviation Act, 1958; Airline Deregulation Act, 1978). Integrating these resources with military requirements is accomplished through national defense planning.

ASSESSING STRATEGIC MOBILITY

One of the most significant studies on strategic mobility was the Mobility Capability and Requirements Study-16

(MCRS-16), which was completed in 2010 (GAO-12-510T, 2012, p. 2). Department of Defense (DOD) officials used three different scenarios to examine a broad spectrum of military operations, each of which required the use of a certain percentage of military airlift capacity on the most demanding day of the scenario. With too few aircraft, a potential shortfall would exist, thereby risking mission failure. With more aircraft than re-

Cargo pallets are loaded onto a Kalitta Air Boeing 747 by 436th Aerial Port Squadron Airmen at Dover Air Force Base, Delaware. Kalitta Air, a member of the Civil Reserve Air Fleet, augments Department of Defense aircraft with long-range international capabilities. US Air Force photo by Senior Airman Zachary Cacicia/Released.

initial wave of personnel and their equipment to the fight as quickly as possible and sustain them until resources begin to arrive by ship weeks or even months later.

AMC ASSETS

The Air Force uses two primary aircraft for long-distance moves. The largest airplane in their fleet is the C-5M Super Galaxy, which can carry oversized cargo incapable of being moved by other aircraft (C-5M-Super Galaxy, 2018b Fact Sheet).

The C-17 Globemaster III, which is somewhat smaller than the C-5M, also provides rapid strategic delivery of troops and their equipment to main operating bases or directly to the front lines (C-17 Globemaster III, 2018 Fact Sheet). In addition, the KC10 Extender, primarily used for inflight refueling, can also be configured to carry passengers and cargo as needed (KC-10 Extender, 2014 Fact Sheet).

AIRLINE ASSETS

quired, a potential excess could exist, with the attendant risk that mobility resources would be expended unnecessarily (GAO12-510T, 2012, pp. 3-4).

Recently, the Defense Department completed the MCRS-18. This new assessment looked at the precise number of air refueling tankers, cargo aircraft, and supply ships needed in order to support the Trump Administration’s National Defense Strategy (Sherman, 2018).

STRATEGIC AIRLIFT

Air Mobility Command (AMC), a US Air Force major command, is the single manager for all DOD air transport needs. This includes moving passengers and cargo for all US armed services. In a contingency situation, approximately 90 percent of fighting personnel reach the battle area by air, while roughly 95 percent of the cargo goes by ship (Corpus Christi, 2003). The role of airlift is first and foremost to get the

The CRAF was established in December 1951 and resulted from DOD’s realization that supplemental airlift capability would be needed to support a future major national contingency (Civil Reserve Air Fleet Allocations, 2018). The model has stood the test of time and has remained virtually unchanged since its inception. It is a voluntary program whereby US airlines contractually commit to augment military airlift in national emergencies. To encourage carriers to participate, the government makes peacetime DOD airlift contracts (passenger and cargo) available only to the CRAF partners.

Of primary interest is the long-range international segment, which consists of passenger and cargo aircraft capable of transoceanic operations of 3,500 nautical miles or greater (see sidebar).

CRAF ACTIVATION

There are two important requirements for airline participation in the CRAF. First, www.ndtahq.com |

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As of August 2019, the following 25 carriers were enrolled in the CRAF: International Segment – Long Range Section: • ABX Air • Air Transport International • American Airlines • Atlas Air • Delta Air Lines • Federal Express Airlines • Hawaiian Airlines • Kalitta Air Cargo • Omni Air International • Polar Air Cargo • United Air Lines • United Parcel Service • Western Global International Segment – Short Range Section: • Alaska Airlines • American Airlines • Amerijet International • Delta Air Lines • Jet Blue Airways • Lynden Air Cargo • Miami Air International • MN Airlines dba Sun Country • National Air Cargo Group dba National Airlines • Northern Air Cargo • United Air Lines • USA Jet Airlines National Segment – Domestic Section: • Allegiant Air • Everts Air Cargo • Southwest Airlines

specific aircraft are identified by tail number; second, four crews must also be committed for each aircraft. As a result, the actual composition of the CRAF changes monthly, as aircraft are added to/removed from the list. When called, a company has between 24 and 72 hours to make their aircraft available. The airlines continue to operate in civil status and maintain operational control of their aircraft using company resources for the duration of the mission (Ibid).

The CRAF has been formally activated only twice. The first time was to support the Operations Desert Shield/Storm from August 18, 1990, to May 24, 1991; the second was during Operation Iraqi Freedom from February 8, 2003, to June 18, 2003 (Roberts, 2003, CRS-3).

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MEMBERSHIP INCENTIVES

A key incentive for airlines to join the CRAF (other than patriotism) is the requirement that only participating firms can bid on peacetime contracts to move passengers and freight for the DOD (Civil Reserve Air Fleet Fact Sheet, 2014). These awards are not insignificant and represent the lifeblood for some of the smaller airlines.

For Fiscal Year (FY) 2018, contracts totaling more than $2.6 billion were distributed to CRAF carriers (Contract Defense, 2017). The determination of how much military business to give to the airlines can be quite contentious. The Air Force does not want to justify its own airplanes and crews sitting idle when there are DOD people and cargo that need to move, but omitting the airlines means participation in the CRAF would plummet. In other words, there is a fine line that must be walked between too much and not enough business being given to CRAF carriers.

In addition to the revenue, another justification is that the companies gain valuable peacetime experience moving troops and their cargo, so they will know what to do in the event they are activated.

ISSUES IMPACTING THE CIVIL RESERVE AIR FLEET Different Aircraft Designs

Military cargo is often large, heavy, wheeled and/or bulky, requiring aircraft that are able to support rapid on-load and off-load of these kinds of items. As noted above, aircraft such as the C-5M and the C-17 are designed for this purpose with a high wing that situates the fuselage closer to the ground. In addition, equipment can be loaded from the rear and/or the nose parallel to the line of flight.

Commercial freighters (except for a handful of Russian aircraft) are modified passenger aircraft having a low wing that positions the loading floor as much as 18-feet above the ground. This not only precludes drive-on/drive-off capability but also necessitates getting the cargo up to and down from the plane’s floor.

Different Materials Handling and Aircraft Systems

Military and commercial air cargo handling systems are of very different designs and use pallets requiring different aircraft locking systems. Simply put, civil aircraft can carry military pallets, but commercial pallets cannot move on military planes. Fi-

nally, CRAF crews are not trained to operate in hostile environments, nor do their aircraft include the capability to counter any hostile threats (Banholzer, 2006).

THE CHANGING FACE OF THE AIR CARGO INDUSTRY Redefinition of a Cargo Airline

The CRAF is only as strong as the support it gets from US airlines, whose managers make their business decisions based on profitability, not airlift capability. Cargo transport by air is dominated by the integrated companies such as FedEx and UPS, ranked 1 and 2, respectively, both in the USA, based on tonnage moved (Focus on Air Cargo, 2017), and by a number of nonUS global freight carriers (Transport Topics, 2017). Smaller American carriers (Kalitta, National Air Cargo, and Atlas) may offer some scheduled services but primarily survive on military business and charters.

The two aircraft of choice for military cargo are versions of the B747 and the DC10/ MD11 (AMC Form 312, 2016).

Rebounding Demand for Air Cargo in Question

Beginning in mid-2016, air shipments began to slowly increase. UPS placed a large order for Boeing’s 747-8 F that ensures the assembly line will operate into the next decade, while Atlas Air began adding 747-400 freighters to support increased demand for customers, such as DHL Worldwide Express. This renewed interest in Boeing’s freighter family continued through 2017 and into 2018 even as Delta and United retired the last of their passenger versions. In fact, with Boeing’s new models sold out through 2021, cargo airlines are seeking used alternatives built from 1993 to 2009 (Johnsson, 2018).

Similarly, interest in used MD-11s has risen as well (Putzger, 2018).

Unfortunately, on July 6, 2018, US tariffs on $34 billion worth of Chinese imports took effect, immediately followed by China’s retaliatory imposition of tariffs in the same amount on 545 US products to include automobiles, beef, seafood, dairy and other farm goods (Zhong, 2018).

This pattern continued until December of 2019 when a Phase I Trade Agreement was signed between the two countries.

However, should the US continue to find itself embroiled in a sustained trade war with China, interest in expanding US fleets could disappear, creating a vacuum

Team Dover members use the step truck to enter the passenger seating section of an Air Transport International Boeing 757-200 at Dover Air Force Base, Delaware. The ATI aircraft, part of the Civil Reserve Air Fleet program, was contracted to transport cargo and 30 Team Dover members to Fairchild AFB, Washington, participating in Mobility Guardian 2019.

US Air Force photo by Roland Balik/Released.

eagerly filled by foreign airlines whose markets are unaffected by the economic conflict.

THE NATURE OF MILITARY COMBAT EQUIPMENT

Weapon systems are designed, first and foremost, to accomplish a specific mission; air transportation is, at best, a secondary concern. Most will move by water, where dimensionality and weight are not issues.

However, in the mid-2000s, roadside bomb attacks targeting American and coalition troops in Iraq and Afghanistan resulted in the production of the Mine-Resistant Ambush-Protected vehicle. Because of their intended use and attendant design, they are both bulky and heavy, weighing between 17 and 24 tons [Mine Resistant Ambush Protected Vehicles (MRAP), 2019]. To get them to the Middle East as quickly as possible while simultaneously filling the sealift pipeline, the DOD contracted with two Russian carriers to use their Antonov (AN)-124 aircraft for the initial moves (Menchaca, 2008).

GEO-POLITICAL ISSUES

An examination of America’s strategic airlift capability cannot take place without some appreciation for the global context

within which it must operate. The current administration is taking a radically different view of America’s place in the world than the previous one. President Obama’s “pivot to Asia” has largely decelerated in favor of President Trump’s “America First” approach (Boduszyński and Le, 2017).

Rapprochement with North Korea, a changing relationship with Russia, and the trade war with China are all examples of the uncertainty and upheaval such a dramatic change in America’s national leadership can bring.

China, in particular, is following an aggressive expansionist policy not only in the South China Sea but also elsewhere through its One Belt One Road project, also known as the New Silk Road. The initiative embraces both land and maritime routes (the “Belt” and the “Road,” respectively), with the intent of using infrastructure investments to improve trade relationships in the region. In fact, China already has $1 trillion of major infrastructure works completed or underway in Africa and Central Asia (Bruce-Lockhart, 2017). However, a recent study suggests that the Chinese are using these projects to expand their military footprint, projecting power and influence around the globe from the Horn of Africa into the Middle

East and South Asia (Muňoz, 2018). Another criticism is that less-developed nations may be lured into a project by the promise of economic boon, only to find out they cannot service the debt, putting

China, in particular, is following an aggressive expansionist policy not only in the South China Sea but also elsewhere through its One Belt One Road project, also known as, the New Silk Road.

them in hock to the Chinese (Su, 2017).

Finally, add China’s largely unchecked expansion into the South China Sea (Specia and Takkunen, 2017) to the mix, and the challenges ahead for the DOD transportation planners become clear.

SAFEGUARDING CAPABILITIES

The CRAF is like an insurance policy for the DOD and, by implication, the nation, providing coverage for a future everyone hopes will never occur. The government pays for the use of civilian aircraft during activation, but the expense is small www.ndtahq.com |

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compared to the costs of acquiring and supporting organic aircraft, paying and training aircrews, and maintaining a comparable level of standby and underutilized military airlift capability. In that regard, the CRAF has been a key element in AMC’s arsenal.

However, any insurance plan needs periodic review, even when no claims have been filed. Over the years, studies have been performed by various entities regarding the CRAF (Graham et al., 2003; Bolkcom, 2006). A new congressionally-directed study—and an update to the MCRS-18 study—will take place in 2020.

ISSUES FOR FUTURE CONSIDERATION Downsizing of Commercial Cargo Aircraft

First, commercial aircraft are getting smaller. As discussed above, the B747 is slowly being phased out and has already

Simply put, the nation needs the CRAF. Ironically, the widening gulf between military and airline aircraft needs may be the biggest problem, facing the future of the CRAF.

effectively disappeared from US passenger operations. Despite a bump in shortterm interest from US cargo carriers, the long-term prospects for even the freight version are slim. The reality is that large aircraft with more than two engines are becoming too expensive to operate relative to those with two engines. (Mutzabaugh, 2017).

In some instances, like Amazon’s decision to operate 40 B767Fs (rather than a larger aircraft) in its Amazon Air fleet, the choice of aircraft reflects the nature of e-commerce but will be of little practical value to the CRAF (Reed, 2017).

No New Wide-Body Military Airlifter on the Horizon

Second, there is no C-17 replacement planned anytime soon; a C-X development effort will not be funded until the 2030s.

Thus, the US Air Force’s 220 C-17s and 52 C-5Ms will comprise the entire organic 20

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strategic airlift force at least until 2040, and probably beyond (Aboulafia, 2018).

Perhaps the idea of an MD-17 that could be offered to the airlines at a competitive price, or even provided through some kind of a creative lease arrangement should be revisited. Furthermore, any commercial business could make reopening the production line for military purposes more attractive as well.

Global Political Threats

Third, these issues must be considered within the context of a changing world order. China is aggressively moving to expand its global influence, while the threat from hostile nations like North Korea is becoming more indirect and subtler, requiring planners to think “outside the box” when assessing the need for strategic airlift over the next 20-50 years. In fact, strategic mobility is specifically identified as a key capability in the National Defense Strategy 2018 (National Defense Strategy of the United States, 2018).

The reality is that China’s air carriers, passenger and cargo, operate under a state-managed free-market approach with an objective of strengthening the “Big Three” state-owned airlines China Airlines, China Southern, and China Eastern (Wang et al., 2016). Essentially, the government can direct these resources to be used for military purposes whenever deemed necessary, something that cannot be done in the US. A CRITICAL PARTNERSHIP

The CRAF is a strategic partnership worth sustaining. Simply put, the nation needs the CRAF. Ironically, the widening gulf between military and airline aircraft needs may be the biggest problem facing the future of the CRAF. AMC neither has nor desires an organic fleet sized for a worstcase scenario. Peacetime business provides a good incentive to attract civilian carriers to the program and keep them familiar with moving military cargo, assuming they have the aircraft and the interest to participate. Whether it looks the same in 20 years as it does today remains to be seen, and may be determined at least to some degree by the results of MCRS-18.

Perhaps the DOD needs to increase the pool of suitable aircraft by considering previously-discarded options such as offering the CRAF membership to airlines from, for example, North Atlantic Treaty

Organization (NATO) nations (Graham et al., 2003, p. A-17-19). Another possibility might be to offer a lower-cost civilian version of the C-17 to “friendly” carriers willing to commit them to military service when needed. But whatever the future may hold, the congressional mandate for the nation’s air transportation system is clear— it must meet the needs of both commerce and national defense. To that end, the US must have a strong strategic airlift arm, a necessity impossible to achieve without civilian partners. [Gourdin, 2019]. DTJ REFERENCES

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Menchaca, R. (2008), “Air Force hires Russian jets”, The Post and Courier, 8 January, available at: www.postandcourier.com/news/air-force-hiresrussian-jets/article_beed1308-dc52-5473-b955cf5dd71020f9.html (accessed 7 July 2018).

Mine Resistant Ambush Protected Vehicles (MRAP) (2019), available at: https://asc.army.mil/web/ portfolio-item/cs-css-mine-resistant-ambushprotected-mrap-vehicle-mrap/ (accessed 7 July 2018).

Munoz, C. (2018), “China’s One Belt One Road economic investment also expands military footprint”, The Washington Times, 4/18/18, available at: www.washingtontimes.com/news/2018/apr/18/ china-military-ambitions-seen-one-belt-one-road/ (accessed 11 July 2018).

Mutzabaugh, B. (2017), “For airlines, two engines are better than four”, USA Today, 10/9/17, available at: www.usatoday.com/story/travel/flights/ todayinthesky/2017/10/09/airlines-two-enginesbetter-than-four/703581001/ (accessed 11 July 2018).

National Defense Strategy of the United States (2018), “Summary of the 2018 National Defense Strategy of the United States”, 1/19/18, p. 7, available at: https://dod.defense.gov/Portals/1/Documents/ pubs/2018-National-Defense-Strategy-Summary.pdf (accessed 31 March 2019).

Putzger, I. (2018), “Boeing eyes 777 conversions as widebody freighter availability tightens”, The Loadstar, 6/26/18, available at: https://theloadstar.co.uk/ boeing-eyes-777-conversions-widebody-freighteravailability-tightens/?utm_source=The+Loadst ar+daily+email&utm_campaign=d8aede5092EMAIL_CAMPAIGN_2018_06_26_11_42&utm_ medium=email&utm_term=0_c4570e43d4d8aede5092-153460577 (accessed 8 July 2018).

Reed, T. (2017), “How to invest in Amazon’s Disruption of the Air Cargo Market”, The Street, 8/14/17, available at: www.thestreet.com/ story/14269453/1/how-to-invest-in-amazon-primeair-disruption-in-the-booming-air-cargo-market. html (accessed 11 July 2018).

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www.ndtahq.com |

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The IFBattery Flow-Battery/ HydrogenGenerator

By Karine Christakes, MBA-HR, CSBO

I

sat quietly listening to top scientists from around the world giving 15 – 30 minute presentations at the International Society for Porous Media held in Spain in May 2019.

A hush fell over the audience as the next speaker approached the podium, Dr. John Cushman, Distinguished Professor from Purdue University in the Departments of Earth, Atmospheric and Planetary Sciences and Mathematics, and President of IFBattery, Inc. Most who attended this conference or others like it in the past had already heard of the technology he and his team at IFBattery had been working on for almost five years.

Watching the reactions of his fellow scientists piqued my interest as I watched eyes grow large and jaws drop as Dr. Cushman began explaining this new technology. One person exclaimed, “That’s impossible!” Others leaned forward in their chairs, hoping to learn how it could be possible.

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| Defense Transportation Journal | FEBRUARY 2020

As a layperson, my explanation of what he presented is simply this, Dr. Cushman and his team at IFBattery have developed a battery that can make a car run on water. If you ask Dr. Cushman, he will add, “and a few other things” with a wink and a nod. Dr. Cushman explained that this new technology, which has so far only been spoken of as a “go green” fairy tale, is actually an “aqueous-based hybrid flow-battery/hydrogen-generator. It can produce hydrogen on-demand, as well as electricity or any binary combination as a function of chemistry and mechanical design.” In simpler terms, it can produce hydrogen onthe-go, as well as electricity, and depending on the application, it can run mostly on hydrogen, mostly on electricity, or some blend of the two.

It may come to be known as the hybrid Series Aqueous-based Flow Electric “SAFE” Hydrogen Generator.

CURRENT ENERGY SOURCES TO POWER VEHICLES

Current energy sources to power vehicles are gas, diesel, electric, hydrogen, or hybrids. There are many benefits to each of these power sources, but there are also drawbacks.

Gas- & Diesel-Powered Vehicles

The most common power sources for vehicles today are gas and diesel. The “grid” already exists, but they use up natural resources and emit destructive greenhouse gases.

natural gas, and oil, which create greenhouse gases as they are being consumed to generate the electricity to her house that is used to power her car.

Other drawbacks include only being able to drive short distances before needing to recharge, between 35 and 300 miles depending on the size of the battery. Recharging time can take between 30 minutes up to 12 hours (https://pod-point. com/guides/driver/how-long-to-chargean-electric-car).

Consider what happens when Diane is away from home and needs to recharge.

Assuming she can find a recharging station, she pulls up and plugs in. Most filling stations can only accommodate one or two cars per hour. To accommodate a nation full of these cars, every gas station in America would have to increase in size by five times.

The real deal-breaker with electric-powered vehicles is that our nation’s electric grid could not deliver that much electricity without being completely revamped to the tune of billions, if not trillions, of dollars.

Hydrogen Fuel Cell Vehicles

Current vehicles fueled by hydrogen are not practical because the pressure level of the tank carrying the hydrogen is extremely high (often 10,000 PSI), making it extremely dangerous. Alternatively, Dr. Cushman adds, “H2 can be adsorbed to metal hydrides creating a very heavy and impractical system.” In the former case,

delivery system in place for people to replace or refill their hydrogen tanks. Current tanks are about the height and width of a 6-foot-tall man and are extremely explosive. There would be an enormous amount of infrastructure required to convert current delivery systems to a pumpand-go system.

Hybrids

Hybrids are a great stepping stone for people who are “green-conscious,” but don’t want the inconvenience of a fully-electric vehicle. Unfortunately, though it may somewhat reduce some of the drawbacks of gas, diesel, or hydrogen-powered vehicles, the benefits are insignificant.

The IFBattery

IFBattery’s technology is the next and perhaps final step in the “go-green” movement. It reduces or completely eliminates many of the drawbacks associated with the other energy sources for vehicles and has other significant benefits: • Eliminates greenhouse gases emitted while driving vehicles • Does not have to be recharged • Does not consume fossil fuels • Does not require the grid to be revamped In addition to creating electricity directly, IFBattery’s technology produces hydrogen on-demand at a pressure of less than 35 PSI which means, in comparative

Electric-Powered Vehicles (EV’s)

Most educated consumers love the idea of running their cars on rechargeable batteries instead of pumping gallon after gallon of non-renewable gas or diesel into their tanks. However, most have never considered the full circle of requirements to run the current electric-powered vehicles.

Consider Diane, a proud go-green consumer who drives home at the end of the day and plugs in her electric car. In the morning, she delightedly pulls out of her driveway, feeling satisfied that she is not using up non-renewable fossil gas, nor is she emitting any greenhouse gases.

But is that true? Not exactly. Diane may not recognize that most power plants use non-renewable fossil fuels, such as coal,

It can produce hydrogen on-demand, as well as electricity or any binary combination as a function of chemistry and mechanical design.” In simpler terms, it can produce hydrogen on-the-go, as well as electricity, and depending on the application, it can run mostly on hydrogen, mostly on electricity, or some blend of the two.

if there was a significant collision that involved any kind of spark, there could be a large car bomb-like explosion that would likely incinerate the car, every person in the vehicle, and perhaps even people near the vehicle.

Another issue with current hydrogen fuel cell cars is that there is no practical

collisions, it is perhaps even safer than that of a gasoline-powered vehicle.

IFBattery’s technology requires only concentrated granules to be delivered to current filling stations, which would then simply combine it with existing water on the premises. A person could pull up to the filling station and pump the solution into www.ndtahq.com |

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the vehicle’s tank just like at a gas station.

This makes it not only safe and more costefficient, but also consumer-friendly.

This technology also provides tremendous flexibility; it can be tuned to produce mostly electricity or mostly hydrogen or anything in between.

Diesel-Assist Vehicles

IFBattery’s technology is designed to assist diesel-powered vehicles in improving mileage and limiting harmful emissions by adding hydrogen to diesel fuel. This is a straight forward exercise with the IFBattery system, and the resultant system is environmentally sound and safe.

IFBattery’s Go-Green technology is: • Safer • More cost-efficient • Renewable • Consumer-friendly There is a huge amount of energy that can be utilized from hydrogen when combined with oxygen. Though to most people, it may conjure images of rockets blasting into space or bombs exploding.

IFBattery’s team of engineers, including Dr. Eric Nauman, Michael Dziekan, Bradford Thorne, Marc Zabit, and Jared Cross, are taking Dr. Cushman’s disruptive tech-

the aluminum disassociates into a proton, H+ and hydroxyl group (OH)-. Then two protons take up two of the electrons from the oxidizing aluminum and are reduced to form H2 gas, while the Al3+ atom takes up three hydroxyls to neutralize itself. If the base that gave the water its basic character is NaOH then the Al(OH)3 molecule would complex with NaOH to form sodium aluminate NaAl(OH)4. Sodium aluminate can be readily converted back to aluminum metal (it is an intermediate in the process that transformations bauxite ore to aluminum metal). These reactions are strongly exothermic and form a type of chemical heat engine.

The Flow-Battery

Consider a battery consisting of an aluminum anode in a basic electrolyte that is separated by a membrane from a catholyte (an electrolyte containing an oxidant) with an embedded cathode current collector.

The current collector is connected electrically to the anode through a load. When the battery is producing current, the anode is oxidizing, producing electrons which are shipped through the load to the cathode current collector where the catholyte is reduced by absorbing electrons. Anions and cations in the electrolyte are simultaneous-

IFBattery’s technology is designed to assist diesel-powered vehicles in improving mileage and limiting harmful emissions by adding hydrogen to diesel fuel. This is a straight forward exercise with the IFBattery system, and the resultant system is environmentally sound and safe.

nology to a whole new level by harnessing this pure green energy into a closed-loop system that is virtually 100 percent recyclable and environmentally safe.

HOW IFBATTERY’S TECHNOLOGY WORKS The Hydrogen Generator

It has been known for some time that when aluminum is placed in a basic (high concentration of hydroxyl group (OH)- ) aqueous environment, hydrogen gas is created. The (OH)- breaks down the aluminum oxide layer covering the aluminum metal, allowing the aluminum to oxidize.

Each oxidized aluminum atom releases three electrons. Water near the surface of 24

| Defense Transportation Journal | FEBRUARY 2020

ly redistributing through the membrane to maintain electro-neutrality. Standard lore would suggest that if the membrane was removed, the catholyte would come in contact with the anode and would short the system by inducing a redox reaction at the anode. IFBattery has constructed a system that defies this standard logic. The IFBattery system combines the hydrogen generator discussed above with the redox battery concept, but without relying upon a membrane.

In the IFBattery flow-battery/hydrogen generating system, there is a single basic electrolyte in convective motion and in direct contact with an aluminum anode which is electrically connected through a

load to a current collector. A strong oxidant is introduced into the electrolyte, making it a catholyte. A significant current through the load electrically connecting the anode to the current collector results. The flow field continually replenishes the catholyte eliminating the need to electrically recharge the system. This begs the question: Why does the battery not short out?

Here is what Dr. Cushman believes happens: As in the hydrogen generating system, hydrogen gas is formed at the anode, but because the oxidant is a very large molecule compared to the size of a proton, it is effectively screened from the oxidizing aluminum electron source by the reduction of protons at the aluminum surface. At the current collector, there are few free protons to reduce to hydrogen gas, and since the collector is electrically connected to the oxidizing aluminum, it freely receives electrons to reduce the oxidant at the current collector (which effectively becomes the cathode current collector). In summary, there is an oxidation of the aluminum anode (loses three electrons per atom) coupled with a reduction of two protons (accepts two electrons per two protons) at the aluminum surface to form hydrogen gas, H2. On average, there are many free electrons which may be transported through a conductor to the current collector where they encounter the oxidant which is subsequently reduced, thus giving rise to electrical current through the load.

Increasing the Power of a Single Cell

In most batteries, the current, and subsequently the wattage, is increased by increasing the size of the anode and cathode (usually by rolling them up together with a membrane separating the two, which gives rise to the cylindrical shape of many batteries). This is equivalent to a large conglomeration of primitive cells in a parallel arrangement with current linearly proportional to the area and the voltage unchanging with the area of the electrodes. In the IFBattery system, the size of the anode and cathode are of limited importance.

So, the question then becomes, how does the IFBattery system increase power in a unit cell? The answer is somewhat surprising: By increasing the number of cells in the series arrangement in a common catholyte. Technically, because they share a common electrolyte, the cells are not in a true series arrangement, as is a se-

Figure 1. Testing diesel emissions and power for small engines that have diesel-assist.

ries of isolated batteries touching anode to cathode. If the IFBattery series is N cells long, the power of the series increases as roughly WN=W0 N2, where W0 is the power of an isolated primitive cell, and WN is the power of the series of N cells.

For a classical series, the power of the series would increase linearly with N. The reader should note that the power of an individual cell in the series arrangement goes up linearly with the number of cells in the series, which is in stark contrast to a classical series arrangement wherein the power of an individual cell remains constant irrespective of N. Dr. Cushman and his team believe there are several critically important processes taking place in the flow-battery: oxidation of the aluminum anode, reduction of protons to form hydrogen gas at the anode surface, reduction of the oxidant at the cathode current collector, and additional events resulting from the proprietary design of the series arrangement. The distribution of electrons between hydrogen gas production and electric current production shifts toward the electric side with an increasing number of cells in the series arrangement. For example, if you take a single cell that has three watts at max power, then cut it into eighths and arrange the pieces anode to cathode in the common catholyte, the max power would be

just under 200 watts for the same amount of metal. The comparable classical system would have less than 24 watts if arranged in a classical series arrangement for singlecell batteries.

Thermodynamic Advantages of the Battery

One of the real advantages to the IFBattery system is that the production of hydrogen is an exothermic reaction which warms the battery in even the coldest of climates.

This makes the electric side of the battery function in cold environments far more efficiently than its peers.

THE FUTURE

Currently, IFBattery is discussing applications of this technology with the US Military and various industrial conglomerates.

Short-term goals are to assist the military in safely adding hydrogen to their diesel fuel (diesel-assist) to increase efficiency by up to five percent and decrease harmful emissions. This plug-n-play diesel-assist product will allow the vehicles to run much cleaner and hotter, which will allow the vehicles to run further on a single tank of fuel.

Longer-term goals include a wraparound diesel-assist plug-n-play product which will enable diesel vehicles to travel in extremely cold temperatures without

the battery quickly discharging, otherwise known as classical thermodynamic deterioration of the battery.

The ultimate goal will be to completely replace the loud, pungent-smelling diesel engines currently being used by the military with IFBattery’s quiet, clean, “gogreen” hydrogen-electric batteries that will significantly reduce fuel costs, currently in upwards of $400/gallon in some theaters and will, most importantly, improve the stealth ability of our military’s vehicles in top-secret operations that require quiet entry.

The “IF” in IFBattery

Although Dr. Cushman says that the “IF” in IFBattery first stood for Immiscible Fluid, when I hear “IF” in IFBattery now, I think what IF my car could run on water, what IF everything in my house from my lights to heat to computers could run on water. And the what IFs hold even greater implications for commerce. What IF the farmer’s tractor can run on water? What IF a trucker’s big rig could run on water? This is no longer a fairy tale. This technology is real and is becoming available. DTJ Acknowledgments: J.H. Cushman provided much of the technical details on the Flow-Battery/Hydrogen-Generator from IFBattery, Inc. www.ndtahq.com |

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MAIL OR FAX TO: National Defense Transportation Association | 50 S. Pickett St., Suite 220, Alexandria, VA 22304-7296 | (FAX) 703-823-8761

Costs are minimal, but the rewards are great! >> Contact NDTA for more information at 703-751-5011 or visit www.ndtahq.com <<

NDTA MEMBERSHIP

Maybe you know someone who would like to join. The National Defense Transportation Association (NDTA) is a non-political, non-profit educational Association composed of government, military, and industry professionals dedicated to fostering a strong and efficient global transportation and logistics system in support of national security. Membership in NDTA affords opportunities to serve and educate the community in your area of expertise as well as other special benefits.

APPLICATION FOR MEMBERSHIP

CORPORATE MEMBERSHIP

Corporate membership in NDTA provides increased exposure and networking opportunities for those companies wanting to do business with the US government or military. Membership should be a key part of any business plan where the defense and government logistics, transportation, travel and distribution system is the target market.

Corporate membership will offer your team the opportunity to be a part of the discussion and share ideas with top military, government, their execution teams, and industry leaders—the individuals who are setting and influencing the transportation, travel and distribution agenda for today and the future.

Name

APPLICATION FOR MEMBERSHIP

Position/Title Name Organization Position/Title Mailing Address Organization City

State Zip Mailing Address

Work Phone

Email

Birth Date

Chapter Affiliation

City Work Phone

State Zip Email

Sponsor Fax

Membership Type

Membership Type

n Life $450.00 n Regular – 3 Years $150.00 n Military/Government – 3 Years $135.00 n Regular – 1 Year $55.00 n Military/Government – 1 Year $50.00 n Young Leaders (under 35 years of age) $40.00 n Retired (not gainfully employed) $40.00 n Student $20.00

n Chairman’s Circle Plus (global or national company with multiple operating entities) n Chairman’s Circle (global or national operating company) n Sustaining Member (national or regional operating company) n Regional Patron (small business or local operating company)

University Program Custom program development creates a unique relationship for participation with the NDTA including participation in: • National NDTA & USTRANSCOM events • University on-site instruction and publishing opportunities • Student membership and scholarship awards • Local chapter engagement

Amount Remitted $______________________ Donation to the Foundation $______________________

Check #_________

n Discover n Visa n MasterCard n American Express

Card No. Expiration Date Cardholder’s Name Signature

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| Defense Transportation Journal | FEBRUARY 2020

For more information on Corporate Membership and University Programs, contact Lee Matthews 703-751-5011 or lee@ndtahq.com.

PROFESSIONAL DEVELOPMENT Travel Academy Inaugurated at GovTravels 2020 Irvin Varkonyi • NDTA Educational Coordinator, ivarkonyi@ndtahq.com

T

he inaugural Travel Academy will kick off at GovTravels on Feb 2526, 2020. A series of 17 educational breakout sessions will be offered that provide attendees with focused learning opportunities in five topic tracks:

TECHNOLOGY

The travel industry across all segments is experiencing disruptions to their business which demand adaptation by industry stakeholders. The Travel Disruptors session will offer insight on disruptions in air travel, rail movement, personal car usage, and traveler accommodations. Panelists will include representatives from Avis Car Rental and Wyndham Hotels.

In DTMO Overview of Leisure Services, presented by the American Services Travel Team, learn about booking discounts for leisure travel for military personnel for hotels, cars, flights, packages, cruises, and more.

Other sessions in this track include Duty of Care: Shared Responsibility, which will explore the responsibility or legal obligation of an organization to look after the health, safety and security of their employees while they’re traveling for business.

Big Five Trends: Travel Trends Driving the Paradigm Shift of Government Travel will examine how the travel industry is rapidly evolving to meet changing consumer expectations. A paradigm shift is taking place across the travel ecosystem to deliver intelligent solutions that elevate the traveler experience from door-to-door. Attendees in this session will learn first-hand what is trending and how the “Travel Industry Revolution” is impacting the government sector from Sabre’s Chief Scientist.

The audience for the panel discussion, Technology Trends to Make the Traveler’s Journey Easier, will be introduced to the latest emerging trends and technology being deployed in the commercial sector

by Transportation Management Companies (TMCs) and airlines. Moderated by DTMO, this session will answer several questions including what are the latest trends in travel technologies designed to improve the traveler’s experience?

Other sessions in this track include US Air Force Permanent Change of Station (PCS) Automation and Process Improvement and Global Distribution Systems.

CONTRACTING

TRAVEL MEASUREMENTS

CARE OF TRAVELERS

The City Pair Program Management Office will provide an update on the Fiscal Year (FY) 2019 closeout, the current status of FY2020, and review the FY2021 solicitation items. The General Services Administration (GSA) will present this session.

The Defense Human Resource Activity’s (DHRA) Office of General Counsel will conduct the session Ethics Training for Industry and Government. Learn how you can avoid the ethical landmines of the government-industry relationship and ensure you are ready to do what is right when ethical dilemmas arise. Not your stereotypical attorney, Tom Serrano will provide both an informative and entertaining presentation of applying ethical principles from both government and industry perspectives.

To ensure that travel programs are performing at their best, travel managers in both the Federal Government and commercial sectors utilize data and key performance indicators to measure the health and success of their travel programs. In Travel Data and Performance Metrics, we will review how performance metrics are used in both the Federal Government and commercial sectors. Presenters from CWT Data and Analytics, DTMO, and other organizations will also facilitate a discussion on metrics, data, and visualization best practices and techniques used to improve the management and performance of travel programs.

CWT Solutions Group and Rockport Analytics, in collaboration with the Global

Business Travel Association (GBTA), produce an annual forecast of travel prices to help businesses and travel managers navigate the impact of economic, political, and technological influences on global travel prices. Attendees at the 2020: Global Forecast of Travel Prices session will learn about the forecast methodology and what predictions the forecast has for travel prices in 2020.

Another session to be presented during this track will be Measuring quality in the traveler experience and travel program management.

TRAVEL SECURITY

During TSA Update on Security, learn how the Transportation Security Administration (TSA) continuously addresses the issue of security in a changing threat environment. While aviation security is the number one priority, TSA is constantly looking at ways to make the future passenger experience more convenient, expedient, and secure.

Over two weeks alone in December, the number of cyber-attacks against unmanned, unmonitored physical security systems has outpaced the number of cyber-attacks against humans 200 to 1.

The Cybersecurity threats and solutions for Government Travel session will discuss the top targeted systems in your company— physical security systems, video monitoring systems, and alarm systems. In 100 percent of cases where Trusted Internet deploys cybersecurity tools, physical security systems are found compromised.

Learn how to stop it with Trusted Internet, LLC. Other sessions include Bus Industry Safety, Security, and Emergencies Preparedness, and USTRANSCOM GOPAX: Demonstration of GOPAX #9 Redesigned System.

We look forward to seeing you at the GovTravels Symposium as we embark upon this new chapter in our educational endeavors! DTJ www.ndtahq.com |

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CHAIRMANâ&#x20AC;&#x2122;S CIRCLE

These corporations are a distinctive group of NDTA Members who, through their generous support of the Association, have dedicated themselves to supporting an expansion of NDTA programs to benefit our members and defense transportation preparedness.

AAR CORP. + PLUS Agility Defense & Government Services + PLUS AIT Worldwide Logistics, Inc. + PLUS American President Lines, LLC + PLUS American Roll-on Roll-off Carrier + PLUS Amtrak + PLUS Atlas Air Worldwide Holdings + PLUS Bennett Motor Express, LLC + PLUS Chapman Freeborn Airchartering, Inc. + PLUS Construction Helicopters, Inc. (d/b/a CHI Aviation) + PLUS Crane Worldwide Logistics, LLC + PLUS Crowley + PLUS Deloitte + PLUS DHL Express + PLUS Enterprise Holdings + PLUS FedEx + PLUS Freeman Holdings Group + PLUS Goldratt Consulting North America LLC + PLUS Hapag-Lloyd USA, LLC + PLUS International Auto Logistics + PLUS Landstar System, Inc. + PLUS Liberty Global Logistics-Liberty Maritime + PLUS Maersk Line, Limited + PLUS Matson + PLUS National Air Cargo, Inc. + PLUS Omni Air International, LLC + PLUS SAP Concur + PLUS Schuyler Line Navigation Company LLC + PLUS Senator International Freight Forwarding LLC + PLUS The Suddath Companies + PLUS TOTE + PLUS Tri-State + PLUS United Airlines + PLUS US Ocean LLC + PLUS Waterman Logistics + PLUS Western Global Airlines + PLUS Amerijet International, Inc. Anacostia Rail Holdings Berry Aviation, Inc. BNSF Railway Boeing Company Boyle Transportation, Inc. Bristol Associates Choice Hotels International Crowe LLP 28

| Defense Transportation Journal | FEBRUARY 2020

CSX Transportation CWTSatoTravel Echo Global Logistics, Inc. Global Logistics Providers JM Ship, LLC KGL Holding mLINQS National Air Carrier Association Norfolk Southern Corporation

Sealift, Inc. Telesto Group LLC The Pasha Group The Port of Virginia Transportation Institute U.S. Bank Freight Payment Union Pacific Railroad UPS Wyndham Hotels & Resorts, Inc.

HONOR ROLL

OF

SUSTAINING MEMBERS AND REGIONAL PATRONS

ALL OF THESE FIRMS SUPPORT THE PURPOSES AND OBJECTIVES OF NDTA

SUSTAINING MEMBERS AAT Carriers, Inc. ABODA by RESIDE Accenture Federal Services Admiral Merchants Motor Freight, Inc. Air Transport International, Inc. Airlines for America Al-Hamd International Container Terminal AMAC Logistics LLC American Maritime Officers American Moving & Storage Association American Trucking Associations ArcBest Army & Air Force Exchange Service Arven Services, LLC Associated Global Systems Atlas World Group International ATS Specialized, Inc. Avis Budget Group Baggett Transportation Company BCD Travel Beltway Transportation Service Benchmarking Partners, Inc. Best Western International Bolloré Logistics C.L. Services, Inc. CarrierDrive LLC Club Quarters Hotels Cornerstone Systems, Inc.

REGIONAL PATRONS ACME Truck Line, Inc. Agile Defense, Inc. Amyx Apex Logistics International Inc C5T Corporation CakeBoxx Technologies LLC Cartwright International Cavalier Logistics

Council for Logistics Research Delta Air Lines DGC International Duluth Travel, Inc. (DTI) El Sol Travel Inc. Ernst & Young Estes Forwarding Worldwide, LLC Europcar Car & Truck Rental Eurpac Evanhoe & Associates, Inc. Excl Hospitality – Suburban Suites/MainStay Suites Extended Stay America Hotels FlightSafety International GeoDecisions Getac Greatwide Truckload Management Green Valley Transportation Corp.

Hertz Corporation Hilton Worldwide Intercomp Company Intermodal Association of North America (IANA) International Association of Movers International Longshoremen’s Association (ILA), AFL-CIO Interstate Moving | Relocation | Logistics Keystone Shipping Co. KROWN1 FZC Kuehne + Nagel, Inc. LMI Marine Engineers’ Beneficial Association

Marriott International Martin Logistics Incorporated Mayflower Transit McCollister’s Transportation Systems, Inc. McKinsey & Company Mercer Transportation Company National Charter Bus National Motor Freight Traffic Association, Inc. National Van Lines, Inc. Northern Air Cargo, LLC Oakwood Worldwide Omega World Travel Omnitracs, LLC One Network Enterprises, Inc. Oracle ORBCOMM PD Systems, Inc. Perimeter Global Logistics (PGL) Pilot Freight Services Port of Beaumont Port of San Diego Ports America Portus Preferred Systems Solutions, Inc. Prestera Trucking, Inc. Priority Worldwide Professional Drivers PTS Worldwide Radiant Global Logistics Radisson Hotel Group Ramar Transportation, Inc.

Roadrunner Transportation Systems Ryzhka International LLC Sabre SAIC Savi SeaCube Containers Seafarers International Union of NA, AGLIW Shiplify, LLC Sixt rent a car LLC Skylease 1, Inc. Southwest Airlines St. Louis Union Station Hotel a Curio Hotel Collection by Hilton Stevens Global Logistics, Inc. TMM, Inc. Toll Global Forwarding Transport Investments, Inc. Transportation Intermediaries Assn. (TIA) Travelport Trusted Internet, LLC TSA Transportation LLC TTX Company Tucker Company Worldwide, Inc. United Van Lines, Inc. Universal Logistics Holdings, Inc. USA Jet Airlines Vetcom Logistics Wapack Labs Corporation Women In Trucking Association, Inc. YRC Freight

Chassis King, Inc. Columbia Helicopters, Inc. Dalko Resources, Inc. Enterprise Management Systems HLI Government Services JAS Forwarding John D. Odegard School of Aerospace Sciences Kalitta Charters, LLC Kansas City Southern

Lineage Logistics LMJ International Logistics, LLC Lynden, Inc. MacGregor USA, Inc. Move One Logistics NFI North Carolina State Ports Authority NovaVision Inc. Overdrive Logistics, Inc. Owner-Operator Independent

Drivers Association Patriot Contract Services, LLC PITT OHIO Port Canaveral Port of Port Arthur Seatac Marine Services TechGuard Security Trans Global Logistics Europe GmbH

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IN MEMORIAM LTC James M. Turley, USA (Ret.)

J

ames (Jim) Merrill Turley passed away December 10, 2019.

Born November 2, 1938, Jim grew up on White Eye Valley Farm in Scott County, Indiana. He earned a BS in Ag-

riculture at Purdue University and became a commissioned officer in the US Army upon graduation in 1961. In the Army, he continued his education with an MBA from Babson Institute in Wellesley, Mas-

sachusetts, and in military institutes and programs including Transportation Basic and Advanced courses, Logistics Executive Development, and the Command and General Staff College.

In 1964 he married Mary Jo Meyer and they began married life at Fort Riley, Kansas. Jim never forgot his farming roots, but he found a new home in the Army and served for 23 years. The family moved many times to posts as far as Hawaii and Germany. In 1981 Jim and family moved to West Lafayette, where he was assigned at his alma mater Purdue as Professor of Military Science. The family made the area their permanent home after Jim’s retirement from the Army in 1984 at the rank of Lieutenant Colonel.

While known as a family man to those close to him, he performed many roles in the Army including deployment in Berlin during the Cuban Missile Crisis, two tours in Vietnam, USPACOM joint staff, and Inspector General EUSAREUR MACOM. After his Army retirement, he taught in the Department of Organizational Leadership & Supervision at Purdue, was a Research Associate at Purdue’s Center for Public Policy & Public Administration, produced a manual for LTAP, and performed various grant administration and development projects for other organizations. After his second retirement from Purdue in 2004, he continued to serve in organizations such as NDTA (since 1986), Lafayette Rotary Club, Alpha Gamma Rho Fraternity, Reserve Officers Association, and Tippecanoe County Historical Society.

Jim is survived by his loving family including his children, grandchildren, siblings, nieces, nepews, grand-nieces, and grand-nephews.

Jim’s focus on service—both professionally and personally—exemplified the way he lived his life. DTJ

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| Defense Transportation Journal | FEBRUARY 2020

SUPPORTING THOSE WHO SERVE

APLâ&#x20AC;&#x2122;s dedicated U.S. flag services connect mainland U.S. with Asia, the Mediterranean, the Middle East, as well as Guam.

From essential supplies for our troops to household goods of Service Members and their families, our long-standing relationship with the military has proven time and again that we have the resources and know-how to be the mission critical link in your supply chains.

To learn more about how we support those who serve, visit www.apl.com/USFlag

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Providing access where and when you need it most.

We make goods and information accessible from around the world. That has special meaning to the U.S. Armed Services. Access to networks in more than 220 countries and territories gives you the flexibility to operate, innovate and lead change. Through access, FedEx is changing whatâ&#x20AC;&#x2122;s possible.

fedex.com Š2009 FedEx

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| Defense Transportation Journal | FEBRUARY 2020