E50 0019_Automated_Processing_of_Material_Handling_Data_at_DOD_Storage_Depots_1963 0019 Automated Processing Of Material Handling Data At DOD Storage Depots 1963

E50-0019_Automated_Processing_of_Material_Handling_Data_at_DOD_Storage_Depots_1963 E50-0019_Automated_Processing_of_Material_Handling_Data_at_DOD_Storage_Depots_1963

User Manual: E50-0019_Automated_Processing_of_Material_Handling_Data_at_DOD_Storage_Depots_1963

Open the PDF directly: View PDF .
Page Count: 75

Download
Open PDF In Browser	View PDF

General Information Manual
Automated Processing of Material Handling Data at
Department of Defense Storage Depots
,

General Information Manual
Automated Processing of Material Handling Data at
Department of Defense Storage Depots

This publication is a product of an IBM Advanced Applications Development Study, part of
IBM's continuing research into its customer's data processing requirements. It is designed as an educational text which, for best grasp of the subject, should be read and
studied carefully.

CONTENTS
THE LOGISTICS NETWORK.
ELEMENTS . . . . . . . . . .
GOVERNING POLICIES ..
NEED FOR AUTOMATIC DATA
PROCESSING . . . .

1
1
2

THE STORAGE DEPOT ..
MA TERIAL HANDLING FUNCTIONS.
Receiving . . . . . . . . . . . . . . . . .
Arrival . . . . . . . . . . . . . . . .
Item Identification and Inspection .
Locator File Operations
Storage of Receipts.
Shipment Planning
Order Receipt.
Scheduling . . . .
Data Retrieval.
Consolidation . . .
Document Preparation and
Distribution
Warehousing . . . . . . . . . . . . .
Custody Work . . . . . . . . . .
Normal Picking Procedures.
Picking . . .
Assembly.
Packing ..
Summary.
Transportation.
Pr e - Planning.
Receipt of Warehouse
Documentation . . . . .
General Rating and Routing
Depot Rating and Routing ..
Transportation Documentation .
Analysis and Control. .
Internal Control . . .
External Reporting.
Int ernal Analys es .
External Analyses ..

THE DATA PROCESSING SYSTEM FOR
DEPOT MATERIAL HANDLING
RECEIVING . . . . . . .
Considerations .. .
System Highlights.
SHIPMENT PLANNING.
Considerations . . . .
System Highlights.
WAREHOUSING . . . . .
Considerations . . . .
System Highlights . . . .
TRANSPORTATION.
Considerations . . . .
System Highlights ..
ANAL YSIS AND CONTROL
Consider ations. . .
System Highlights . . . . . .

4
5
6
6
8
8
8
8
10
10

12
13
14
15
16
16
17
18
19
19
20
20
26
27
28

29
29
30
30

31
31
31
32
33
33

33
36
36
37

40
40
40
42
42
42

FLOW CHAR TS . . . . . . . . . . . . .
Receipt Planning - MILSTAMP
Shipment Units . . . . . . . . . .
Depot Receiving - Line Items ..
Order Receipt. Scheduling and
Releasing - Routine MROs. . .
Shipment Planning Documentation Routine MROs . . . . . . . . . . . . . . .
Warehousing Operations - All MROs .
Transportation Operations - All
MROs . . . . . . . . . . . . . . . . . .
Analysis and Control - Routine
MROs . . . . . . . . . . . . . . . . .
Analysis and Control - All MROs
High Priority Processing . . . . . . .
High Priority Analysis and Control ..
APPENDIX . . . . . . . . . . . . . . . . .
BASIC TCMD CARD . . . . . . . . .
SHIPMENT UNITS DUE RECORD
MA TERIAL RELEASE ORDER CARD
MASTER ITEM WITH LOCATOR
DATA RECORD . . . . . . . . . . . . .
MRO DATA RECORD . . . . . . . . . .
WORKLOAD PLANNING (WORKING
STORAGE) RECORD . . . . . . . . . . . . .
WORKLOAD CARD . . . . . . . . . . . . . .
SHIPMENT UNIT SUMMARY RECORD.
CONSIGNEE MASTER RECORD . . . .
SHIPMENT UNIT CONTROL CARD WAREHOUSING . . . . . . . . . . . . . .
SHIPMENT UNIT CONTROL CARD TRANS POR T A TION INPUT . . . . . .
BILL OF LADING LINE ENTRY CARD ..
RELEASE /RECEIPT DOCUMENT

1348 -1 . . . . . . . . . . . . . . . . . . .
LINE ITEM CHANGE CARD . . . . . .
BILL OF LADING SUMMARY CARD
FREIGHT DESCRIPTION MASTER
RECORD . . . . . . . . . . . . . . . .
BILL OF LADING STATISTICAL
RECORD . . . . . . . . . . . . . . . .
SHIPMENT UNIT CONTROL CARD TRANSPORTATION OUTPUT . .
MRO ANALYSIS AND CONTROL
RECORD . . . . . . . . . . . . . . . .

43
44
46
48
50

52
54

56
58
60
62

64
64
64
64
64
65
65
66
66
66
67
67
67

68
68
68
69
69
69
69

Figure 1

Department of Defense Logistics Network, Simplified Schematic

REQUISITIONERS

COMMODITY MANAGERS/ICPs

STORAGE ACTIVITIES (DEPOTS)

MILITARY TRANSSHIPMENT
POINTS

Purchase

@)r-.-----,

@r-.----,

Note: Numbers show norma I sequences of events.

® ,..-------,

COMMERCIAL (OR MILITARY)
TRANSPORTATION

COMMERCIAL SUPPLIERS
AND GENERAL SERVICES
ADMINISTRATION

THE LOGISTICS NETWORK
ELEMENTS

Storage Activities (Depots)

The Department of Defense (DoD) logistics network consists of a number of distinct elements,
both military and civilian, whose coordinated
actions are necessary to accomplish the formidable task of providing prompt, efficient, reliable
supply support to operating units of our military
services throughout the world. Figure 1 shows
the network's principal operational elements and
the general flow of material and documents within
the system.

These receive, store, preserve and ship material
for one or more commodity manager agencies.
They receive requisitions referred to them by
commodity managers and prepare material and
documentation for shipment. This manual is concerned with the operations of such storage activities -- the wholesalers of the DoD logistics network, who have direct responsibility to commodity
managers, store a broad range of items in bulk
quantities, and ship to many consignees over wide
geographical areas.

Requisitioner
Any military unit, base, ship, or group authorized
to order material. It submits requisitions, in
prescribed MILSTRIP format, either directly to
a supply depot or, most commonly, to the centralized Inventory Control Point (rCP) exercising
control over the item being ordered. It also is
authorized to conduct communication with the
depot and ICP regarding the status of an individual
requisition both before and after shipment.
Commodity Manager (Inventory Control Point)
The Defense Supply Agency (DSA) has established
an organization to centrally control procurement
and distribution of some items commonly used by
more than one military service. These constitute
about one third of the 4 million items in the Federal Stock Catalog, and are divided into ten commodity groups, each controlled by a single manager
agency:
Clothing and Textiles
Medical
Petroleum
General Supplies
Industrial

Construction
Automotive
Electronic
Subsistence
Plant Equipment

Each of the Military Departments (Army, Navy,
Air Force) also has established a similar structure of commodity manager agencies to exercis e
centralized control over groups of items used
almost excl usi vely by a single service.
Each commodity manager agency arranges to
store material it controls at a number of storage
sites (depots or stock points) where it will be
most accessible to requisitioners. The commodity manager agency acts as a centralized
Inventory Control Point (rCP), maintaining stock
levels and complete inventory records for all
material it has stored at each site.

Another level of storage activity, the Base Supply
Point, stores a limited number of items in small
quantities for support of base tenants. These
activities generally are responsible for ordering
material from depots to maintain their own stock
levels and are considered as requisitioners in
this discussion.
Commercial/Military Transportation
Reliable and timely transportation resources are
an extremely vital element of the logistics network.
DoD relies heavily upon the commercial transportation industry of the United States (privatelyowned trucking companies, railroads, airlines,
steamships, pipelines, etc.) to transport material
between suppliers, storage sites and users. Most
shipments originating at Continental United States
(CONUS) supply depots are moved by commercial
transportation, either directly to a consignee or to
a CONUS air or water terminal, for further shipment through an overseas terminal to a requisitioner.
Government-owned vehicles (trucks, rail cars, aircraft, ships) are the preferred method of transport
under the following conditions:

1. High priority shipments between points in
CONUS (military airlift, Logair, Quicktrans).
2. Movements of material between activities
overs eas in direct support of troop units.
(Host nation commercial transport is frequently used in normal depot resupply
ope rations).
3. Transporting material from a CONUS air
or water terminal to an air or water
terminal overseas (via MSTS" MATS).
United States Parcel Post also is used, but rigid
size and weight restrictions are a limiting factor.

Military Tr ans shipment Points
These are intermediate material handling activities which receive shipments in-transit between
suppliers, depots and requisitioners and arrange
for onward movement. The mode of transportation or vehicle is usually changed. There are
three kinds of transshipment points:
1. Water Terminals: used extensively for
movement of low priority shipments between CONUS and Overseas water ports.
The terminals at which loading and discharging of vessels occur are referred to
as Ports of Embarkation (POE) and Ports
of Debarkation (POD), respectively. Shipments originating at many different activities are received at the POE by various
modes of surface transport. They are
segregated by POD. Required documentation is prepared for onward movement: and
shipments are loaded onto vessels. Upon
receipt of these combined shipments, the
POD arranges on-carrying transportation
and prepares documentation required to
route each individual shipment to its ultimate consignee. Government owned vessels
of the Military Sea Transport Service (MSTS)
are used for many ocean shipments. Commercial ships are employed when they provide superior service to certain ports of
discharge.
2. Air Terminals: function similarly to water
terminals, for the transshipment of high
priority shipments between CONUS and an
overseas activity, between two CONUS activities or between two overseas points.
3. Consolidation and Distribution (C&D)
Points: combine several shipments and
route them as units to consignees. They
also serve as break-bulk points, receiving
and breaking down consolidated shipments
destined for several different consignees.
There is one C & D point in CONUS, but
they are used widely in overseas areas.

Commercial Suppliers and
General Services Administration
These are manufacturers and distributors who
are. the initial source of supply for DoD material.
They ship bulk quantities of material directly to
supply depots selected by the commodity manager.
GSA procedures are fully integrated with those
of DoD. For example, GSA complies fully with
MILSTRIP and MILSTAMP requirements.
GOVERNING POLICIES
The ultimate objective of the DoD logistics network is to maintain operational forces in a state
of material readiness. The Office of the Assistant Secretary of Defense (Installations and
Logistics) has set forth standard policies to
regulate and control the operation of this vast
supply distribution system. These policies are
the basis upon which detailed operating procedures are developed by the military services for
each activity under their jurisdiction. The most
important of these regulations are:

UMIPS (lIniform Material !ssue Eriority §ystem).

This is a priority coding system. Each requisitioner assigns an IPD (Issue Priority Designator) code to each single-line item requisition.
There are twenty codes, categorized into four
groups, to designate combat readiness requirements, r equisi tioner 's mis sion and urgency of
an item to the mission.>:< The UMIPS code specifies the permissable time between requisition
and receipt of ordered material (supply pipe-line
time). Each element of the network is allotted
part of this time to accomplish its assigned
responsibilities. An activity's effectiveness is
measured by its ability to respond within its
allotted time.
*See IBM GIM E50-0006 for full description.

MILSTRIP~:~

The Military Standard B-equisitioning and .!.ssue
provides and requires a standardized- -

~rocedure

Storage depots, as the hubs of the supply distribution system, have been challenged by the need
to perform all assigned functions within the prescribed times. Some volume ranges of typical
large storage depots illustrate the magnitude of
the tasks which must be performed:

Single-line item requisition document
(DD FORM 1348).

Release/Receipt document (DD FORM
1348-1).

Items stored

All-inclusive coding system.

Warehouse locations

Supply status request procedure.

Weekly line items received

Weekly line items issued

Military ~tandard !ransportation And Movement
provides - -

~rocedure,

Objectives, definition and guidance for planning all warehousing and transportation activities and documentation in response to
requisitions.

Standard documents.

A uniform transportation coding system,
compatible with MILS TRIP .

A standard tracing procedure.

50,000 - 600,000
100,000 - 800,000
3,000 - 25,000
10,000 - 50,000

Depot management teams must develop responsive
procedures to efficiently plan, control, document
and handle each transfer of material. ADP systems offer great advantages in this critical area
of depot operations. The remainder of this manual
discusses how ADP can profitably assist depot
management.

NEED FOR AUTOMATIC DATA PROCESSING
The Defense Supply System is the world's largest
business, procuring, storing and distributing four
million different items with a total inventory value
of over 40 billion dollars. Worldwide, there are
about 750,000 transactions a day within the military supply system.
ADP systems already are used extensively throughout DoD in the management of certain phases of
this enormous undertaking. It is the stated purpose of DoD policies to establish uniform documents and procedures to facilitate wider use of
these systems.
DoD logistics policies have as objectives:
1. Increasing the speed with which material
needs of operational forces are satisfied.
2. Minimizing the cost of operating the supply
system by reducing on-hand inventories at
all locations.

~:lure loarJ or on uoar s, or an saw a es, en s not
i wdd"d, cuilrd, in \'oxes or er:ltes. . .. .. . .. .... . . . .... . . .. . . . . . .. . . . . .. .. ... . .... .....
l;~:,:(j:Screens, Textile p~int.ing, ourhces protect~d wit.h fibrebonrd, in packages...............
l7~"» ;scr.e.en,s., T,ex,'~~le vri.nti!l~, sur:o.;:~ y::o~ce~ed ~i ~h ,not less than Y.i inch wooden boards,
; ,.,).\";. bd.\( ('n ol,).uds . lOt ,,\,(, /.' Inc h, III p,tckagrs . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . .
1:2:,"1·Sculpture ur Statu:lry, ;';01, cement, ~ncrete or iron, in barrels, boxes or crate~.......
i: :'.1';, Sculpture or Statuary, ~OI, metal, NOt" plaster, st.one or terra cotta, in barrels or boxes.
'7:-i:()

-17·:'··~lj:
..---;
Selling Tape, cloth or clot~ and papf)f combined, pnnmed, in packages. . . . . . . . . . . . . . . . .
l:~I;:U: soal~~ ~~~:;s ~~l.l~~.~l~~~ .~~~~~~~ .~~~i(:~~,. ~~~~s. ~~ ~~.~~~~': ~~~ .~~.t~: .i.i~~ .1?~~~~,. i.l~ ~.ar.r.e.l~
!7~f, i21

Note-Cla~~es (ratinf!~)

applY on seals which are d#signed to prevent or t.o indicate
t.ampering with or theft il'om containers or equipment on which they were designated
I to be :lscd.
17J.CO: Searchlight bodies or, sheils, sheet steel, LTL, ill crates; Vol., loose or in packages. . . . .
I.

100

(:D3i}1

QS:30.G

6.'i
85

37}1
55

30,000
30,000

30,000
10,000

77H

50
300

400

I
I
------- --85
55
30,000 I
250
12,5
150

150
85
85

18,000
12,000
12,000

36,000

I
150

10,000

<:955

@20.4

I
I

li:I~'tl :Seats, hath tub, baby, nested) in boxes. . .... . .. .. .. . ... .. . . . . . ..... .. .... ......... ....
172700Se2.ts, toilet, baby:
! l'lilstie or \Vood, with or without fittings or fastcnings of other materials:
.

~'Y:ti~rbf~I~I~Xfl~t; i~' b~~~~":::.'::: ::::::::: :.': :.' .' .' .' .' .' .'.' .' . .' ::::: :::::::: :: . :. ::. :::

Wood, steel and c:oiton fabric or rubber combined, folded flat, in boxcs................

i~~
~i~
~tg:l
85
55
2';,000
- - - ---- - - - -

;::7:"i,SEEDS: .
,
1
~,o
:: ::;0 I Acorns, 1Il ba~s, barrels or hoxes. . ..... .. . ... ... . .... . ... ... . .. . ..... .. ........ .... .
35
30,000
:: C;'ll:, Ajowan, sec ~ ote, item 17·\002, in brLgs, barrels or b,)xcs.. . . . . . .. . . .. . . .. . . . . . . . . . . ...
85
55
30,000
1;·.>111i Ali:llfa,s('e~ote!itern2'jOO~:inbag;.-;, barrdsorhoxcs ..................... ,........
70
3,'1
30,000
!7>.\Ilj Amse, sec Note, I tern 1"!UD2, III hag~, barrels or boxes ...................... , . . . . . . . . .
70
40
30,0{)0
:;: . . . ;1.;\ Ann.1
110
30,000
Cherry (cherry stones), III hags, barrc.ls or boxes ................. , ..... ,............
65
35
36,000
Chili popper, sec Note, itell1 174002, in bagR, bnrrels or boxe~... . ... . . . . .. . . . . . . . . . .. .
70
1
37!1
30,000
Clover, ,ce );OtI1. item 174002, in ba;;s, barrels or boxes ..................... ,.........
iO
35
30,000
Coriander, 5ce .:-rote, Hem li4002,.in tags, barrelfl or boxeR...........................
70
35
30,000
Cotton, ~rl) :\otr:; itCH; 174002, L,!?,..in bf\~8, bn.rrc~s or bo~c~; Vol., in bulk orin packages
5.5
35
3(),000
Crot~lann.., scTe ?\ o~e, J tCr;!l 1740~L, III bags, hnrrels or boxc.~ ................. , . .. . . . . ..
70
40
;)0,000
CUllun, Bee N ntc, 1tern 114002, lrl bags, barrels or boxes ...... , ....... , . . . . . . . . . . . . . . .
70
40
30,000
DHl, in bn.f!:S'. j,"rrels or boxes........................................................
70
I
37>1
30,000
Fennel, see N (nu, item 174002, in bags, barrels or boxcs. . . .. . . .. . . . . . . ... . .. . . . . . . . . .
70
37~
30.000
Fenugreek, see Note, item 174002, in bags, barrels or boxes . . . . • . .
70
371/2
36,000
Fla.x (linseed), see Note, item 174002, LTL, i'n bag~, barrels o~ boxes; Vol., in packageR - _ . - - - - - --~or in bulk in doth or paper lined vf1hicle3, ·sce ~ot.e. item 17400,1... .................
65
,
37Yz
56,000
Flower Of gurdon, NOI, ~r,c Notp.R, it.ems 17'1002, 17400G, 174008 and li4012, in bagR,
L:,rrels or boxes, or in sef1d cabinets in boxes or cratcs, or in trays, with equipment
oi ]';:1) frame,J, in fibre boxes. See item 60000 for ,·Iasses (ratings) dependent upon
(t~rcer! or rcieased value. '. '.' ...... ~ ............................................... .
{f»5
70
&.130.6
Grape or ruisill, I,TL, in bags, barrels or hoxes; Vo1., in bulk or in packages ......... .
40,000
50
35
Gr~~s sec:':', ~Ol, see Kate, item 17,1002, in bagfl, barrels or boxes .................... .
iO
35
30,000
EJ.iry I.qd,;;o, sec Note, item 174002, in bags ......................................... .
;)0,000
70
35
I:i::np, ~.:< :-\otc, item 174002, in bags, barrels or boxes ...................... , ....... .
70
35
30,000
Honey be:!:l (St. John's broad seeds), ground or powdered, in bags, barrels or boxes .. .
70
36,000
37>1
K '~)ok, Ace ~ ote, item 17-.1002, in bags, barrels or boxes .............................. .
70
30,000
35
L,,;nels, :;r;;'icot cr peach, in bags, barrels or boxes ....•.......... , ............... ; .. ,
70
40
30,000

I
I

Notice that for each type of material, both lesstruckload (LTL) and truckload class ratings are
provided. The full truckload rating is the lower of
the two. The one to be used is determined by comparing the weight of material to be shipped against
the "volume minimum weight" in the far right-hand
column. The truckload rating may be used if the
actual weight exceeds this figure. Note that shipping origins and destinations are not a factor in
the NMFC listing, nor does it indicate the actual
cost for hauling. Knowing the classes of material
to be shipped, one merely uses this list to ascertain class rating codes, and then must consult a
freight tariff to determine the actual dollar rate.
Freight tariffs are carrier price lists consisting
of tables for converting NMFC rating codes into
actual shipping charges. The dollar amount associated with each class rating varies with the distance material is to be shipped. Tariffs may be
published by a single trucking company, but more

often a joint tariff is issued by a group of carriers
serving a certain geographic area. Several tariffs, issued by competing carriers or carrier
associations, might cover the same shipping
points. A shipper must use the most favorable
one to compute shipping charges. Having the
tariff for the general area to which a shipment is
being made, a rate clerk must refer to two sets
of tables in this book.
1. Rate Basis Table (figure 4) indicates a
rate basis code for each set of origins and
destinations governed by the tariff. The applicable rate basis (roughly equivalent to
mileage between shipment origin and destination) is selected from this convenient
matrix.
2. Rate Table (figure 5) indicates, for each
rate basis, the dollar rate applicable to each
class rating code. The dollar charge for
shipping an item is determined by multiplying
its weight by the rate.

Figure 4

Sample Rate Basis Tariff Page

Figure 5

Sample Rate Table Page
~

-----------

I
I
I

-1:

To illustrate class rating assume that a shipper
has 4,000 pounds of bagged fenugreek to be shipped
by truck from New York to Chicago. To find the
cost of transportation he - o

Checks the NMFC to find the standard freight
description most closely describing his material. This is entry number 173230 (figure
3 ).

Notes the NMFC class rating code of 70.
Since his shipment does not exceed 36,000
pounds, he is not eligible for the reduced
truckload rating.

Consults one of the freight tariffs covering
shipments from New York to the Chicago
area. He notes that the rate basis between
these two points is 890 (figure 4).

Refers to the rate table in this same tariff
(figure 5), and sees that the rate for transporting class 70 material is $2.28 per hundred pounds. Therefore, the total cost for
4,000 pounds is $91.20.

If he is using a joint tariff, he must contact
one of the participating carriers to arrange
for service, and prepare necessary movement documents such as a bill of lading.

Although the basic approach to class rating is well
standardized by the NMFC system, it can be a
much more complicated task than the straightforward operation outlined above. This is largely
because of the multiplicity of class rate tariffs
with their many footnotes, special rules, exceptions and modifications to the basic NMFC. To
cite just a few typical examples:

Most carriers will haul certain material on
a "Freight all Kinds" (FAK) basis. Only
specifically mentioned categories of material are eligible for this reduced rate,
usually a flat fee per hundredweight, and
then only if the shipment exceeds a certain
minimum weight.

Some tariffs provide special class rating
codes for certain categories of material.
These are exceptions to class ratings contained in the NMFC and take precedence
over those standard ratings. This may be
done for a variety of reasons, such as to
meet competition for hauling certain material within a given area.

Some carriers disregard "volume minimum
weights" contained in the NMFC, and publish their own for certain material. They
may even make a finer distinction than
truckload and LTL shipments, offering
diminishing rates for shipments of 5,000,
10,000 and 20,000 pounds.

Sometimes, a minimum charge is applicable
regardless of the weight of material, to insure that the carrier is adequately remunerated for handling very small shipments.

There are often a variety of accessorial
charges added to basic freight costs for
special services.

Although there are good reasons for such exceptions, there is no uniform pattern for determining
what they are or when they apply. It is generally
recognized that there is great need for tariff simplification. Until this occurs great reliance must
be placed upon highly experienced rate clerks,
well versed in the provisions of each tariff which
he uses.

Commodity Rates (Truck)

Depot Rating And Routing

A commodity rate is a dollar rate quoted for a
specific item instead of by freight classification.
These rates, usually lower than the class rate,
apply only when the item is shipped between certain points specified in the carrier's tariff. Commodity rates are special inducements offered to
acquire the business of shippers who regularly
ship high volumes of a particular item. They may
be issued as addenda to the carrier's class rate
tariff or published as a separate tariff. All tariffs
are constantly being revised through additions and
deletions.

Theoretically, to determine the proper mode of
shipment, a depot rate clerk must compute the
cost of each mode and, assuming that their delivery times are about equal, select the cheapest
one. In practice, however, the mode of shipment
is often readily apparent to experienced personnel
who know the total weight, type of material, destination and allowable transit time for a shipment.
Or it is provided by DTMS (see above). Statistics
show that, although most of a depot's tonnage may
be shipped in carload or truckload lots, the majority of individual shipments are less than
10,000 pounds and constitute the largest part of the
Transportation Department paperwork. These
small shipments usually are shipped by motor
carrier using LTL ratings.

Railroad Rating
The methods of determining rail shipping costs
are almost identical to those used for motor carriers. In fact, the NMFC is patterned after its
rail counterpart, the Uniform Freight Classification (UFC). The UFC specifies both less-carload
(LCL) and carload class rating for each type of
material. Individual rail tariffs contain class,
commodity and FAK rates plus numerous exceptions and rules similar to those for motor carriers.

The rate clerk uses a SPWS to assist him in rating
shipments. Recall that the SPWS contains:
o

NMFC and LTL class rating code for each
line item.

Total weight per line item.

Shipping Destination (POE and lor consignee).

In rating LTL shipments he first selects a "rate
basis" from an applicable tariff, then uses the
"rate table" to compute the cost of shipping each
line item. By adding the line item charges, he
arrives at a total estimated transportation cost
for the shipment. One possible exception is where
packaging of an item changes its class rating.
Entry 172700 in Figure 3 is an example of this.
Normally this commodity is shipped "flat or folded
flat in boxes", with a LTL class rating of 125.
This class rating would be part of the master
record of any item whose NMFC is 172700 and
would appear on the SPWS each time the item was
ordered. However, the item may at some time be
shipped "set up" (SU), in which case its class rating code is 250. If so, packing personnel must
notify the rate clerk by a note on the SPWS (see
Packing). The rating clerk then uses the NMFC
number to look up the applicable class rating.
For shipments exceeding 10,000 pounds, DTMS
specifies the mode of transportation and may indicate specific carriers. The rate clerk, knowing
the shipment unit characteristics, first must use
that carrier's tariff to check for commodity or
special rates which may apply. If the shipment is
not eligible for such rates, he uses the UFC (or
NMFC) to find "volume minimum" weights and
obtain carload (or truckload) class rating codes if
they apply. This task is simplified because the
UFC and NMFC numbers associated with each line
item are shown on the SPWS. When this classification data has been accumulated, he then proceeds
with normal class rating procedures using the carrier's tariff.
After rating and routing are completed, carrier
pickup service is arranged, usually by telephone.
The SPWS, now containing rating, routing and
carrier information is used as the source document for preparing movement documents.

Transportation Documentation
Primary responsibilities of a depot's Transportation D'ivision are the preparation of movement
documents necessary for the conveyance of material from the depot to its consign~es and the
monitoring of carrier performance.
The movement documents prepared include:
o

Government Bills of Lading (GBL}

MILSTAMP Transportation Control and
Movement Documents (TCMD cards)

MILSTAMP Intransit Data Cards (IDC)

Other MILSTAMP cards as required

A Government Bill of Lading is a contract used to
transport material, at government expense, on
commercially owned or operated vehicles. Its
principal functions are:
1. Proof of receipt of the property by the carrier upon signature by its representative.
2. Proof of receipt of the material by the consignee upon his signature (accomplishing the
bill of lading). It then is the basis for the
carrier's submission of a bill to the government for payment of freight charges.
3. Submission of proof of receipt by the consignee justifies payment by the government
when billed by the carrier.
4. The GB/L identifies the government fund or
appropriation to which transportation costs
are charged.
5. Tariff entries, freight descriptions, weight
and measurement data provide the carrier
with the means of determining transportation charges.
6. The Transportation Control Number (TCN)
of each shipment unit is included in the
GB/L.

During warehouse operations, any changes to the
planned shipment unit are annotated on the SPWS
and it is sent to Transportation where it serves as
the data source for preparation of the GB/L.
Though estimates of the shipping charges are
made by the depot's Transportation Division, the
actual charges are calculated by the freight carrier based upon the data shown on the GB/L. It is
essential that the GB /L accurately describe the
material shipped so that the transportation
charges can be correctly assessed by the carrier.

Other MILSTAMP cards serve to supplement the
basic TCMD and indicate special or unusual characteristics of the material being shipped. These
allied cards include:
1. Shipment Units in Consolidation card
2. Household Goods and Baggage card
3. Privately Owned Vehicles card
4. Explosives Lot Number card

The SPWS also serves as the source document for
the preparation of MILS TAMP cards - TCMD,
IDC, etc.

5. Explosives or Dangerous Articles card
6. Excess Dimensions or Weight card

The Transportation Control and Movement Document (TCMD), prepared by the depot, has three
functions:
1. The movement document (way-bill or

manifest) for shipments moving on government owned or controlled vehicles.
2. Advance notice to the consignee or transshipment point.
3. Source of TCMD data to be used in offering
shipment units to Movement Control Authorities (MCA) or Terminal Clearance Authorities (TCA).
An Intransit Data Card (IDC) is prepared by the
Transportation Division for the movement of shipment units wholly within Continental United States
or wholly within an Overseas Theatre. (IDCs
covering export shipment units are created by the
terminal POE.) The IDC is returned to the depot
by the consignee. From the data on the IDC, the
depot is able to produce a series of reports which
reflect:
1. Performance against order and ship time
standards as prescribed by UMIPS,
2. Performance of each segment of the logistics
system, and
3. Realistic point-to-point transit times by
mode.

Analysis and Control
Additional data processing must be accomplished
to provide management with information both before and after shipment of each MRO. This
includes maintaining records for:
o

INTERNAL CONTROL - to monitor timely
and orderly completion of issue procedures
for each material request between receipt
and shipment.

EXTERNAL REPORTING - to give outside
activities prescribed information on the results of issue operations.

INTERNAL ANALYSES - statistical studies
of past depot performance to assist in planning procedures to improve service.

EXTERNAL ANALYSIS - Statistical studies
of past carrier performance to assist in
establishing realistic point -to-point transit
times.

Internal Control
Each depot must have some kind of monitoring
system to insure that positive actions are taken
for each MRO received. In concept this is a
straightforward record keeping operation, but in
practice it is more complex because of the high
volume of transactions. The system must have
the following minimum input data:
1. A record of every MRO received, in sequence by required shipping date.

2. Notification that documents for each MRO
have been prepared and released for processing (e.g., copy of R/RD).
3. Feedback from transportation personnel
that the item has been shipped (e.g., completed copy of R/RD or SPWS).
When notice is received that shipment has occurred
the control file is purged, and the documents are
forwarded to personnel responsible for notifying
external activities. This control file is constantly
reviewed, and expediting actions are initiated
whenever a required shipping date has been exceeded. Especially close control must be maintained over IPGs I and II MROs which sometimes
actually are "walked through" issue operations to
insure that no unnecessary delays occur.

After shipment, the depot must retain readily accessible records reflecting the disposition of each
MRO. Besides their obvious use for audit, these
records also must be accessible on an exception
basis to provide data for MILSTRIP /MILSTAMP
follow-up replies. When material has not been
received by the required delivery date, a requisitioner is authorized to submit status requests to
the activity to which he initially submitted his
requisition (usually, an ICP). The ICP sends a
MILSTRIP status reply indicating supply actions
taken as reflected in their MRC file. If the material should have been received by the status
request date, the ICP also instructs the responsible depot to initiate MILSTAMP tracer actions.
To do this for the MRO in question the depot must
have a minimum of:
o

Original requisition number.

TCN of the shipment unit in which the item
moved.

Transportation priority, mode and date of
shipment.

POE through which shipment was scheduled
to pass (if any).

Type of pack of the shipment unit.

ETA (estimated time of arrival at consignee).

External Reporting
On or before the required shipping date, the depot
must transmit a positive report to the appropriate
ICP, stating supply action taken on each MRO.
Two standard MILSTRIP documents are us ed for
this:
o

MATERIAL RELEASE CONFIRMATION
(MRC): Perpetuates original MRO data and
states the quantity actually shipped. Also
indicates the date and mode of shipment and
the GB /L number under which the item was
shipped.
MATERIAL RELEASE DENIAL (MRD): Used
when the quantity shipped is less than the
quantity requested. Also perpetuates original MRO data and indicates the quantity not
shipped.

Combining this history data with that on the status
request, two MILSTAMP documents are prepared
and transmitted:
o

STATUS FOLLOWUP REPLY - directly to
the consignee.

TRACER ACTION - to the POE.

In addition to these procedures, every depot must
submit periodic activity reports to higher authority. The content and format of these reports,
usually a statistical recap of depot volumes and
performance, are specified by the ICP or Military
Department for whom they are prepared.

Internal Analyses

External Analyses

As each MRO is processed and shipped, large
amounts of statistical data are generated. If
collected, categorized and summarized systematically' this data can be used to produce
extremely useful management reports. All
depots use this accumulated data to some extent,
but since the reports vary so widely from one
activity to another, no attempt can be made here
to describe anyone in detail. However, they.generally provide analyses of such things as: volume
of work processed for each commodity manager,
studies of overall depot response against established time standards, and warehouse effectiveness
in handling each type of material.

The Intransit Data Card contains transportation
priority, mode and date shipped and received by
each DoD activity which handled the shipment unit.
When the shipment unit reaches the ultimate consignee, he returns the IDC to the originating depot.
The TCN on the IDC permits the depot to retrieve,
from the SPWS, the identification of the carrier
who transported the shipment from the depot. This
permits the depot to analyze such facts as:
1. Transit time by mode and carrier to various
destinations (carrier performance).
2. Overall transit times from the depot to the
consignee.
3. Performance by transportation priority.

THE DATA PROCESSING SYSTEM FOR DEPOT MATERIAL HANDLING
The following pages are primarily intended to be
instructional, pointing out data processing requirements and proposing a suggested method of applying IBM data processing techniques to integrate
functions related to depot material handling. It is
hoped the reader will be better equipped thereby
to explore the particular needs of the activity which
he serves.
In addition to a central processing unit, its location dependent upon overall depot workload~ the
concept utilizes the following types of equipment:

RECEIVING
Considerations
1. Preplan the availability of personnel and
equipment to handle the impending receipt
workload.
2. Store each item in a fixed recorded storage
location as quickly as possible. Some common locator file problems which impede
this operation are:

Manual systems of inquiry, research,
transcription, and respons e are inherently slow.

An internal TELE - PROCESSING system
linking selected warehouse stations with the
random access file

Additional delays are experienced becaus e
locator clerks must handle several other
types of transactions.

A TELE-PROCESSING system linking the
depot with external activities, such as
ICPs and POEs.

Extensive catalogue research is required
to det ermine the validity of any FSN
which has no master item record and to
relate a manufacturer's past number to
a FSN.

File data may be unreliable if file maintenance is not current or has been improperly performed. Even though material may be lion hand II at the depot, it is
not readily "available" for issue until it
is stored and its location is recorded.

Large capacity random access storage

Sequential (magnetic tape) storage

The suggested system is presented by examining
each functional area of a depot's material handling work --- Receiving~ Shipment Planning,
Warehouse Operations, Transportation Operations
and Analysis and Status Reporting - - - in terms of
"Systems Considerations ", i.e., those applications
in which the use of IBM equipment provides distinct improvements; and "Systems Highlights ",
i.e., explanations of how the suggested system
responds. An understanding of these requirements
and responses will permit full appreciation of the
flow charts, setting forth major procedural steps,
and the definition of file and document contents,
which follow.

System Highlights

1. Us e advance TCMD and other standard data
to prepare workload forecasts.

keyboard. The locator file response is in punched
card form, showing FSN and locations at which
the item is presently stored.
If no locations exist for the item, the locator file

2. Master item records will be stored in a random access file, with direct access available
through remote terminals situated at receiving stations.
Using advance copies of receiving documents,
due-in cards will be punched for each line item.
These will immediately be processed against the
master item record file to insure that matching
records exist. If not, research can be conducted
and a master record established (without locations) prior to arrival of the material. The cards
are then filed until the shipment arrives. Of
course, if an invalid FSN has been shown on the
documentation the research will be inconclusive
and the situation cannot be corrected until the
material is visually inspected.
When material arrives, cards are pulled and inserted into the remote terminal; variable item
characteristics are manually entered through a

response indicates the warehouse in which the
class of material is normally stored. When a
suitable location has been selected, the card is
inserted into a warehouse terminal and the location is entered in the Master Item Record through
the manual keyboard, thus immediately updating
the file.

SHIPMENT PLANNING
material to fill a single MRO must be
picked from both locations, two records
will be created - one with the bin location and another with the bulk location.
Each of the records also contains all
original MRO data and schedule dates,
plus that portion of the total quantity to
be picked from the specified location. An
identifying "tag," indicating that the requisition has been "split," is also a part
of each record.

Considerations
Shipment planning is the heart of a depot's data
processing activity related to material handling.
It is here that orders are first received, scheduled, combined with a variety of master data,
sequenced, grouped into shipment units and issued
to operational departments in the form of standard
documentation. These documents are, in effect,
sets of detailed instructions describing work to be
accomplished by specific scheduled dates. While
issue work is actually being performed, shipment
planning must monitor its progress and collect
operational data to assemble post-shipment history records for reporting purposes.
The quality of work performed by shipment planning has a profound effect on overall depot performance: where it is done well, succeeding steps
of the issue process are greatly benefited; where
it is done inadequately, noticeable inefficiencies
may result in subsequent material handling
operations.
Because of volume, compressed processing time
cycles, and scope of the work, performing all of
the interrelated shipment planning operations is a
difficult, if not impossible, task without an integrated approach using an ADP system.

The approximate weight of material for
each record is computed and the expanded
MRO records are merged into a pending
file.

"Splitting" requisitions is a departure from existing procedure and is being suggested because it
offers several positive advantages:
o It facilitates the preparation of a more
accurate workload planning report for
each warehouse section.
o

Two 1348s will be prepared for the MRO
allowing concurrent picking from both
locations; reducing processing time and
lessening the need for exchanging documents between warehouses.

System Highlights
An ADP system can provide valuable assistance
in handling most of the routine data manipulation
and record keeping involved in shipment planning.
The system flow charts in this chapter describe
how these basic requirements may be satisfied.
But in addition to performing these routine functions, this conceptual approach has been designed
to further utilize inherent IBM data processing
equipment capabilities.
1. Upon receipt, routine MROs are assigned

schedule dates and recorded on disc or tape.
They are then processed against the master
item record file where, for each MRO:
o

A bulk and bin location are extracted from
the Master Item Record.

The quantity to be selected from each of
these locations is computed. When

o All bin material is commonly packed together into as few containers as possible.
Each bulk container, on the other hand,
is usually shipped "as is." Thus, a separate 1348-1 for each portion of the item
should assist the consignee in matching
documents against a physical count of
material.
It is most important to realize that two records

are created primarily for internal convenience,
and is only a temporary measure. When shipment
occurs, these must be re-combined into a single
record, on the basis of their common requisition
number, to facilitate external reporting (only one
MRC and MRD may be transmitted per MRO).
Thus, provisions are made to insure that both portions of the MRO are shipped simultaneously as
parts of the same shipment unit.

2. Once a day, the pending file is used to prepare a Workload Planning document, displaying for warehouse management the backlog of routine work per warehouse section for each of the next several
days. A sample report, prepared on Julian date 104, is illustrated in figure 6:

Figure 6 Sample Workload Planning Report

WORKLOAD PLANNING (IPG 3 & 4)

OATE OF REPORT:

104
TOTAL OPTIONAL WORKLOAO

TOMORROW'S REQ'O WORKLOAO

105

RPO

SECTION

PICKING
RATE

NUMBER
OF LINES

I
I

PIECES

WEIGHT

I PERSONNEL
I
REQ'O

NUMBER
OF LINES

582

340

1560

403

120

342

2060

403

160

210

742

410

670

4.3

505

1.9

1.3

440

7.5

1031

TOTAL 403

I
I

16890

NUMBER
OF LINES

I
I
I
I
I

100

NUMBER
OF LINES

I PERSONNEL
I
REQ'O
I

3.1

2.4

8.5

131

1.2

1.7

3.0

1.3

200

I
I

2.7

390

I
I

10.3

830

I
I
I

I
I

5620

280

I PERSONNEL
I
REQ'O

1.8

I
I

3 :

1.4

140

I
I

408

NUMBER
OF LINES

240

6.3

TOTAL 404

I PERSONNEL
I
REQ'O
I

107

RPO

404

I PERSONNEL
I
REQ'O

106

RPO

403

PREFERREO OPTIONAL WORKLOAO

107

RPO

WAREHOUSE

106

RPO

I
I

2.0

125

408

136

194

5040

1.9

180

408

130

3890

1.1

270

408

112

4600

1.4

140

2.5

153

2.1

3.8

171

2.4

2.0

115

1.6

2.2

1.4

I
I

408

3200

408

165

280

408

270

1130

891

1568

160

8970

2.3

250

23320

3.8

350

12.5

1490

I
I

TOTAL 408

198

2.8

4.9

300

4.2

20.9

1157

16.2

1.4

1.3

25.5

226

2.6

139

AREA TOTAlS

3.5

I
I

21.8

2522

31.5

1990

1.6

Picking Rate: a constant, developed
from experience. The average number of
MROs which can be picked per man -day
of effort in a particular warehous e section.

Tomorrow's Required V/orkload: The
number of MROs which each section MUST
begin processing, and for which documents
will be prepared, on day 105; also shows
the estimated number of man-days required to perform this work.

Total Optional Workload: the total number
of MROs and the required work force for

each of the following two days; this is
shown because a section manager, wi,ose
workload on day 105 is light, may request
that some of these documents be released
for processing earlier than required.
o

Preferred Optional Workload: that portion
of the TOTAL optional work which is for
consignees who also have one or more
MROs bearing an RPD of 105. Thus, a
section manager desiring additional work
should select it from this category since
he will thereby assist in creating larger
shipment units on day 105.

Simultaneously. with the preparation of this report,
a partially prepunched Workload Selection Card is
prepared for each warehouse section. After consultation, in which warehouse management determines the most desirable method of handling the
forecast workload, they may indicate on this
card what portions of the optional work they can
handle the following day. The cards are then returned to shipment planning for processing and
document preparation.
This comprehensive planning system is an extremely powerful tool in the hands of a management team, allowing them to do such things as:
o

Smooth-out a peak workload over several
days.

Assist in improving consolidation by
accepting work earlier than scheduled,
when they are capable of handling it.

Determine, in advanc e, the most efficient
distribution of personnel between work
centers where the projected workload will
occur.

Exercise, to a limited extent, control
over the number of documents circulating in the warehouse at any given time.
(It appears inappropriate to prepare picking documents immediately upon receipt
of an MRO. This not only decreases
potential consolidation, but there is a
practical limit to the amount of work
which a warehouse can handle with fixed
resources. Also, storage locations may
change between the time a document is
prepared and the time material is picked.

3. The Workload Selection Cards are used to
extract the required workload and the number of additional line items requested from
the pending file. Then, Shipment Units are
developed, and SPWSs, 1348-1s, and the
following supplementary documents are
produced:
o

For Warehousing - Bin Replenishment
Cards, Shipment Unit Control Cards.

For Transportation - Shipment Unit Control Cards, GBL Line Entry Cards.

Assign personnel in advance to perform
planned custody work, rather than waiting
to see how much excess manpower is
available.

WAREHOUSING
Considerations
Although warehouse personnel are only indirectly
involved in data proceSSing, it plays an extremely
important role in the overall success of a depot's
warehousing operations. Issue documents prepared by shipment planning are, in effect, instructions which warehousemen use in preparing material for shipment. The more accurate and
complete this information is, the better this work
will proceed without interruption.
In addition to providing basic issue documents,
shipment planning can, through the use of an IBM
data processing system, assist the warehouse in
several other ways such as:
o

Providing a summary of the impending
workload to facilitate advance planning,
(allocation of work gangs, etc.) as discussed in Shipment Planning.

o Providing a convenient feedback medium
for the warehouse to use in informing
Shipment Planning of actions taken and
exceptions encountered during issue
operations.

Assisting the warehouse in maintaining bin
stock levels - especially significant at
depots where a great number of items are
stored in both bin and bulk quantities.

Maintaining current storage location data
and making it immediately available upon
request.

Operation of the locator file is a topic of special
importance in any discussion of warehousing
because:
o

Although it may be handled by a separate
clerical group, the file is a central reservoir of information maintained for the use
of personnel distributed throughout the
warehouse area.

Warehousemen require access to location
data to perform almost every type of
operation--receiving, issue, and custody
work.

Poor reliability and slow response from
the file have a very detrimental affect on
warehouse operations.

Changes to locator file data are continuously being generated by warehouse personnel' but there are often considerable
delays in communicating and recording
this information.

Thus, since the Warehousing Division is completely involved in using and maintaining the
locator file, a need exists for a system which
effectively overcomes the inherent deficiencies
of manual filing and retrieval systems.

System Highlights
In addition to a method for producing required
issue documentation, the following documents and
procedures have been incorporated into the ADP
procedure to assist Warehousing management:
1. Bin Replenishment Card - shows the bulk
and bin locations and the quantity of an item
which must be transferred from bulk storage
to replenish bin stock. The quantity (units
of issue) to be transferred is such that:
o

The day's scheduled bin picking may
proceed without interruptions caused
by depleted inventory.

The bin will be at approximately full
capacity at the conclusion of the work
day.

To establish such a system, the approximate bin
capacity (units of issue) and starting bin inventory
must be known for each item. Then, as released
MROs are processed against the Master Item
Record File in Shipment Planning, (prior to
issuance of picking documents), bin demand is
accumulated. When this accumulated demand
fully depletes bin inventory, a replenishment card
is punched with a quantity equal to total bin capacity plus demand, less the starting inventory. After
the transfer of material from bulk to bin has. taken
place, these cards may be accumulated to produce
periodic bin activity reports to assist management
in revising location assignments to facilitate more
efficient picking.
2. Shipment Planning Worksheet: Some of the
salient features of the sample SPWS shown
in figure 7 are:
o

In addition to document number and FSN,
the TCN, serial line item number, picking warehouse number and assembly
warehouse number are shown for each
MRO in the shipment unit. Since all this
data is duplicated on 1348-1s, easy communications between picking and assembly
personnel is facilitated.

All items coming from bin storage are
designated by asterisks for the convenience of assembly. Line items 4 and 5
represent a "split" MRO coming partially
from bin and partially from bulk storage.

Freight class rating codes are displayed
and sequenced to assist in overpacking
decisions.

The form serves as a uniform medium
for Packing to record package numbers
and actual shipment unit characteristics
for transportation.

It is a comprehensive document which

displays all routine instructions required
for Assembly and Packing operations.
3. Shipment Unit Control Cards - when issue
documents are released to the warehouse,
Shipment Planning maintains a Status Record
in storage describing each shipment unit
and the MROs of which it is composed. As
the unit proceeds from warehousing to
Transportation and is finally shipped, this
progress is monitored by Shipment Planning. To facilitate the monitoring process,
a Shipment Unit Control Card is forwarded
to the warehouse with each SPWS. When
the shipment unit has been physically readied
for shipment, the warehouse inserts the
actual RBD on their card and returns or
transmits it to Shipment Planning where it
is used to update the Status File. (A similar
procedure is recommended for Transportation, using another Shipment Unit Control
Card.) Changes may be made in the preplanned shipment unit. For example, a
partial shipment of a line item may occur,
or, if one line item will delay an entire
shipment it may have to be withdrawn from
the shipment unit and shipped independently.
For each such change, a separate card is
punched indicating: TCN, line items serial
number, type of change and revis ed quantity
(if applicable). These are forwarded with
the SUCC to Shipment Planning.

w
00

Figure 7 Sample Shipment Planning Work Sheet

SHIPMENT PLANNING WORK SHEET

FROM:
IPG

COMM.
MGR.

TO:

TRANSPORTATION OFFICER
USA .ARMOR & ARTY FIRING CTR
FT STEWART GEORGIA

ASSEMBLY W/H

IPD

REQ'D
READY
BY
SHIPPING
DATE
DATE

DTE SHP'D

ETA

DOD

/~"

j p ff"

Ilf

3b~
I RATE
I BASIS
I
I 110
I

L TL TARIFF

N 1420
W/H
NO.

L/I
NO.

S REQN'RI DATEFERIAL

506 *<)01

il33 0433 093 0002

STOCK NUMB ER
FSCI

FIIN

ITEM
DESCRIPTION

65052998599

T9ISULF

il3304330930003

65055317757

003

il3304330940004

65051607400

PROCAINE

506 *<)04

il33 0433 0940007

65252988088

FIXER P

002

505

QTY.

UFC

CHIDRPH

12
8

I
I
I

NMFC

RATING :EX

BT 033800 1060000
I
BT 033800 : 060000

070
070

505

005

.A3304330940007

65252988088

FIXER P

506 *<)06

.A33 0433 0950003

65056855167

VITllMINS

505

l200

033800 I 060000

070

033800 : 060000

070

I
I
I

033800 060000

070

033800 : 060000

070

506

007

il33 0433 0950026

65202999676

IMPRESS

CN 033800 1060000

506

008

.A3304330940002

65102002185

BAND COMP

PG 032330 1056480

070
085

506 *<)09

.A33 0433093 0001

65307841250

COVER L

028160 : 049390

100

010

505

.A33 0433 0950006

65158172276

BIN ITEMS

REMARKS:

PAGE

PAGES

NEEDLE

I MIN.
I CLASS
I CHARGE I "100"
I RATE
I
I
I

2.40

I
I

3.00

FAK TARIFF
MIN. WT. I RATE
I
6M I 2.00

LESS LOAD FREIGHT CLASSIFICATION DATA

UII

IADD'L

I
I
I
I
I
I
I
I
I

BX 070100 139640

I
I
I
I
I
I
I

POE

POD

CARRIER CODE

a- 11,/673

DOCUMENT NUMBER

ROUTING:

106 3108 .AMA

BILL OF LADING NUMBER

3123
il33 0433 0930001

TRANS.
ACCT.

DTE TO TPN

506

ROD:
TeN:

PROJ.

100

I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I

FAK COST (EST.)

120,00

RATE

COMMODITY
COST

2.10

.53

2.10

2.51
2.10

2.10
2.10

534

3.3¥

/tJ.:L1

2.10

.23

SPECIAL INSTRUCTIONS
MARKING

FUND CHARGED

lPACKING

I I

AIR
DIM. LNGTH WDTH HGHT

/17

LINE ITEM TOTALS
WEIGHT

CUBE

25
/(,1

TOTAL
PACKAGES

TYPE
PKG.

/
t-9
/o-j:}-

e-I

534

120

534

100

534

4
17

544

533

175

;J.p,- REQ'D
FSC 1
FIIN
1 ADDT'L ~;:
il REQUISInONER 1 DATE 1 SERIAL it i: ADDRESS;
110M
ECT
~ t:: DEl
DOLLARS leTS.
~
~ ~ DATE

DOC:I RI
M
IDENT. FROM II<
S
A5A .AM5 2

i!!!:::

6505

2998599

PARK

A
WAREHOUSE LOCATION

B FT

GA.

WREa~

506-A-69401
F
G
SUBSTITUTE DATA (ITEM ORIGINALLY REQUESTED)

- J~/6,

IU 1
P
s

P~KED

UNIT WEIGHT

UNIT
PACK

UFC

.1
03380C 060000
2.1
J
L
I
K
M
FREIGHT CLASSIFICATION NOMENCLATURE

/pr

/11

TYPE OF CONTAINER(S)

~r
3

NO. OF CONTAINERS

I
I
I
I
IBB

TOTAL WEIGHT

TOTAL CUBE

I
I
I
I
Icc
DATE SHIPPED

12
TRANSPORTATION CHARGEABLE TO

I
I
I
I
Iv

105

RBD

106

ASSY

RECEIVED BY AND DATE

R
E
C
EU 7
IS
VE WAREHOUSED BY AND DATE
E
R
Sr!9

RPD

I
I
I
I
Iy

16~0

00012

3102

WHSE

506

INSPECTED BY AND DATE

8
WAREHOUSE LOCATION

10
I
I
I
I
lEE

I
I
I
I
ICD

---+-----------------------I
I
I
I
IGG

TCN
Sequential Line Item Number
Type of Change Code (e.g., deletion,
partial shipment)
Actual Quantity Being Shipped

0000140
TOTAL PRICE
DOLLARS ICTS.

PROJECT

0
DOCUMENT
~~TD QUANTITY
DATE

A'.:3304330930002'ER'S SIGNATURE (AND DATE)

LINE ITEM CHANGE CARD

~I~)

eTR
C
FREIGHT RATE

N M F C

.AMA 2C

A13

12
H

AA
FIRST DESTINATION ADDRESS

UNIT
CUBE

FIRING

GEORGIA

T9ISULF

BY AND DATE

r.~,

REMARKS:

•

& ARTY

STEWART

SELECTED BY AND DATE

5
H

00000

U
ITEM NOMENCLATURE

5 ..

0002

MARK FOR

USA ARMOR

ATLANTA GENERAL DEPOT

3093

SHIP TO

SHIPPED FROM

FORREST

;: :::

00012 A 33043

•

1'5

RECEIVER'S DOCUMENT NUMBER

BILL OF LADING SUMMARY CARD
TCN
Carrier Code
B/L Number
Mode
Date Shipped
Desired Delivery Date
Estimated Cost of Transportation
Fund Charged
RU/LRU Code
Number of Carloads or Truckloads
Total Number of Line Items (MROs)

•
•

FREIGHT DESCRIPTION MASTER
RECORD
Code (Freight Description RAMAC
Address)
Freight Description Nomenclature as
required for B /L line entries

G-

BILL OF LADING STATISTICAL
RECORD
Carrier Code
B/L Number
Mode
Date Shipped
Transportation Priority
Commodity Manager
Estimated Cost of Transportation
Fund Charged .
Number of Packages
Weight
Cube
TCN
Consignee Coded Address
Release Unit (yes or no)
Storage-in-transit Applied (yes or no)

..
•
•

MRO ANALYSIS AND CONTROL
RECORD (ALSO HIGH PRIORITY IN
PROCESS RECORD)
Original MRO (complete)
Date Received
Required Ready-By-Date (S/U)
Required Shipping Date (S /U)
Required Shipping Date (MRO)
Priority (high or routine)
Commodity Manager
Number of Days Late and Reason Code
TCN
POE/POD
Warehouse Picking Section
Assembly Warehouse
Actual Ready-By-Date
Quantity Denied and Reason
Actual Shipping Date
Mode
GBL Number
ETA
Type Pack
Transportation Account Code

SHIPMENT UNIT CONTROL CARD TRANSPORTATION OUTPUT
Output of GBL Run
TCN
GBL Number
Date Shipped
ETA
Mode
Type Pack
Commodity Code (air /water)
Air Dimension Code
POE (air /water)
POD (air /water)
Transportation Account Code

E50-0019

International Business Machines Corporation
Data Processing Division
112 East Post Road, White Plains , New York

Source Exif Data:

File Type                       : PDF
File Type Extension             : pdf
MIME Type                       : application/pdf
PDF Version                     : 1.3
Linearized                      : No
XMP Toolkit                     : Adobe XMP Core 4.2.1-c043 52.372728, 2009/01/18-15:56:37
Producer                        : Adobe Acrobat 9.13 Paper Capture Plug-in
Modify Date                     : 2009:10:08 14:52:02-07:00
Create Date                     : 2009:10:08 14:52:02-07:00
Metadata Date                   : 2009:10:08 14:52:02-07:00
Format                          : application/pdf
Document ID                     : uuid:1d5526c2-ca97-425b-b5cb-afee9ad88759
Instance ID                     : uuid:8ff15bb7-32e8-45ab-951e-aa4aa94afc48
Page Layout                     : SinglePage
Page Mode                       : UseNone
Page Count                      : 75

EXIF Metadata provided by EXIF.tools

E50 0019_Automated_Processing_of_Material_Handling_Data_at_DOD_Storage_Depots_1963 0019 Automated Processing Of Material Handling Data At DOD Storage Depots 1963

E50-0019_Automated_Processing_of_Material_Handling_Data_at_DOD_Storage_Depots_1963 E50-0019_Automated_Processing_of_Material_Handling_Data_at_DOD_Storage_Depots_1963

Navigation menu

Versions of this User Manual:

Views

Navigation