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

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

by

International

Business

Machines

Corporation

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

de-

signed

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

....

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

.....

.

1

2

3

4

5

6

8

10

12

13

14

15

16

17

18

19

20

26

27

28

29

30

31

32

33

36

37

40

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

65

66

67

68

69

Figure

1

Department

of

Defense

Logistics

Network,

Simplified

Schematic

REQUISITIONERS

@)r-.-----,

@r-.----,

Note: Numbers show

norma

I sequences

of

events.

COMMODITY

MANAGERS/ICPs

STORAGE

ACTIVITIES

(DEPOTS)

Purchase

MILITARY

TRANSSHIPMENT

POINTS

®

,..-------,

COMMERCIAL

(OR

MILITARY)

TRANSPORTATION

COMMERCIAL

SUPPLIERS

AND

GENERAL

SERVICES

ADMINISTRATION

THE

LOGISTICS

NETWORK

ELEMENTS

The

Department

of

Defense

(DoD)

logistics

net-

work

consists

of

a

number

of

distinct

elements,

both

military

and

civilian,

whose

coordinated

actions

are

necessary

to

accomplish

the

formi-

dable

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.

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

central-

ized

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

Fed-

eral

Stock

Catalog,

and

are

divided

into

ten

com-

modity

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

struc-

ture

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

com-

modity

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.

Storage

Activities

(Depots)

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

con-

cerned

with

the

operations

of

such

storage

activi-

ties

--

the

wholesalers

of

the

DoD

logistics

net-

work,

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.

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

transpor-

tation

industry

of

the

United

States

(privately-

owned

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

ship-

ment

through

an

overseas

terminal

to

a

requisitioner.

Government-owned

vehicles

(trucks,

rail

cars,

air-

craft,

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

fre-

quently

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.

1

Military

Tr

ans

shipment

Points

These

are

intermediate

material

handling

activi-

ties

which

receive

shipments

in-transit

between

suppliers,

depots

and

requisitioners

and

arrange

for

onward

movement.

The

mode

of

transporta-

tion

or

vehicle

is

usually

changed.

There

are

three

kinds

of

transshipment

points:

2

1.

Water

Terminals:

used

extensively

for

movement

of

low

priority

shipments

be-

tween

CONUS

and

Overseas

water

ports.

The

terminals

at

which

loading

and

dis-

charging

of

vessels

occur

are

referred

to

as

Ports

of

Embarkation

(POE)

and

Ports

of

Debarkation

(POD),

respectively.

Ship-

ments

originating

at

many

different

activi-

ties

are

received

at

the

POE

by

various

modes

of

surface

transport.

They

are

segregated

by

POD.

Required

documenta-

tion

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

ulti-

mate

consignee.

Government

owned

vessels

of

the

Military

Sea

Transport

Service

(MSTS)

are

used

for

many

ocean

shipments.

Com-

mercial

ships

are

employed

when

they

pro-

vide

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

ac-

tivities

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

net-

work

is

to

maintain

operational

forces

in

a

state

of

material

readiness.

The

Office

of

the

Assist-

ant

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

proced-

ures

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

requi-

sitioner

assigns

an

IPD

(Issue

Priority

Desig-

nator)

code

to

each

single-line

item

requisition.

There

are

twenty

codes,

categorized

into

four

groups,

to

designate

combat

readiness

require-

ments,

r

equisi

tioner

's

mis

sion

and

urgency

of

an

item

to

the

mission.>:<

The

UMIPS

code

speci-

fies

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

~rocedure

provides

and

requires

a

standardized-

-

o

Single-line

item

requisition

document

(DD

FORM

1348).

o

Release/Receipt

document

(DD

FORM

1348-1).

o

All-inclusive

coding

system.

o

Supply

status

request

procedure.

Military

~tandard

!ransportation

And

Movement

~rocedure,

provides

- -

o

Objectives,

definition

and

guidance

for

plan-

ning

all

warehousing

and

transportation

ac-

tivities

and

documentation

in

response

to

requisitions.

o

Standard

documents.

o A

uniform

transportation

coding

system,

compatible

with

MILS

TRIP

.

o A

standard

tracing

procedure.

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

mili-

tary

supply

system.

ADP

systems

already

are

used

extensively

through-

out

DoD

in

the

management

of

certain

phases

of

this

enormous

undertaking.

It

is

the

stated

pur-

pose

of

DoD

policies

to

establish

uniform

docu-

ments

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.

~:<See

E50

- -

-0006.

**See

E50---0016.

Storage

depots,

as

the

hubs

of

the

supply

distri-

bution

system,

have

been

challenged

by

the

need

to

perform

all

assigned

functions

within

the

pre-

scribed

times.

Some

volume

ranges

of

typical

large

storage

depots

illustrate

the

magnitude

of

the

tasks

which

must

be

performed:

o

Items

stored

50,000

-

600,000

o

Warehouse

locations

100,000

-

800,000

o

Weekly

line

items

received

3,000

-

25,000

o

Weekly

line

items

issued

10,000

-

50,000

Depot

management

teams

must

develop

responsive

procedures

to

efficiently

plan,

control,

document

and

handle

each

transfer

of

material.

ADP

sys-

tems

offer

great

advantages

in

this

critical

area

of

depot

operations.

The

remainder

of

this

manual

discusses

how

ADP

can

profitably

assist

depot

management.

3

THE

STORAGE

DEPOT

As

a

result

of

the

trend

toward

centralized

ma-

terial

management

throughout

DoD,

storage

depots

generally

do

not

have

to

maintain

detailed

stock

records

or

procure

material

which

they

store.

For

most

classes

of

items

these

are

handled

by

an

ICP.

Four

principal

factors

influence

material

han-

dling

at

a

depot:

o

Physical

arrangement

of

receiving,

storage

and

shipping

facilities.

o

The

number

of

classes

of

material

stored.

o

The

number

of

items

in

storage.

o

The

volume

of

daily

receipt

and

shipment

activity.

These

must

be

considered

thoroughly

in

develop-

ing

any

data

processing

system,

manual

or

auto-

mated,

to

monitor

material

handling

operations

and

produce

necessary

documentation.

Consider

a

depot

storing

only

one

or

two

classes

of

material,

consisting

of

many

bulky

items

-

in

a

few,

large,

closely-grouped

warehouses,

con-

ducting

all

receiving

and

shipping

actions

at

one

centralized

point.

This

situation

contrasts

with

that

of

a

depot

storing

perhaps

twenty

classes

of

material,

consisting

of

a

few

hundred

thousand

smaller

items

stored

in

multiple,

scattered

ware-

houses.

Several

of

the

warehouses

necessarily

are

equipped

with

receiving

and

shipping

(decen-

traliz

ed)

facilities.

The

first

depot

may

experience

little

difficulty

in

using

warehouse

space,

supervising

personnel,

or

controlling

the

flow

of

documentation

and

material

through

the

warehouse

area.

In

the

second,

mere

communication

of

data

required

to

control

these

things

may

be

a

difficult

task.

The

first

may

be

challenged

by

the

problem

of

physically

handling

and

preparing

documentation

to

ship

large

quan-

tities

of

bulk

material.

The

second

may

find

ma-

terial

handling

relatively

easy.

It

may

ship

many

small

items

by

parcel

post,

reducing

shipping

documentation

problems.

Regardless

of

these

differences,

both

types

per-

form

the

same

basic

functions

to

accomplish

a

common

mission.

They

are

faced

with

funda-

mentally

similar

problems

differing

only

in

importance.

4

MATERIAL

HANDLING

FUNCTIONS

With

current

trends

toward

standardization

of

policy

and

document

format

(e.g.,

MILSTRIP,

MILSTAMP),

the

requirements

of

data

processing

systems

themselves

become

increasingly

standard.

There

are

five

principal

functions

ma-

terial

handling

within

a

depot:

Receiving,

Shipment

Planning,

Warehousing,

Transportation

and

Analy-

sis

and

Control.

Receiving

All

depots

must

receive

material

for

storage.

Most

receipts

are

new

material

shipped

by

civilian

suppliers

in

response

to

purchase

orders.

Other

receipts

from

external

sources

consist

of

returned

material

from

consignees

and

bulk

lots

of

mater-

ial

from

other

depots

resulting

from

Iep

re-

distribution

orders.

Some

depots

also

perform

a

maintenance

function.

Reparables

generated

by

this

process

constitute

a

fourth

type

of

receipt

for

storage.

The

objective

of

receiving

operations

is

to

store

material

as

expeditiously

as

possible,

so

that

it

can

be

rapidly

retrieved

for

issue

when

requested.

Failure

to

accomplish

prompt

shelving

and

re-

cording

of

storage

locations

disrupts

not

only

re-

ceiving

operations

themselves,

but

many

other

subsequent

accounting

and

material

handling

op-

erations.

Receiving

work

consists

of

four

phases:

Arrival,

Item

Identification

and

Inspection,

Locator

File

Operations

and

Storage

of

Receipts.

Arrival

Arriving

carriers

submit

copies

of

delivery

doc-

uments

to

a

receipt

control

office

for

preliminary

examination

and

instructions.

If

the

depot

has

a

centralized

receiving

system.

this

control

office

usually

is

situated

in

the

same

building

where

ma-

terial

is

offloaded.

The

vehicle

is

directed

to

an

appropriate

bay.

where

the

material

is

unloaded.

a

package

count

is

taken

and

compared

against

delivery

papers.

and

a

check

is

made

to

insure

that

documentation

is

available

to

identify

each

line

item

in

the

shipment.

A

receipt

is

issued.

and

the

vehicle

is

released.

These

actions

some-

times

are

called

Primary

Receiving

operations.

When

a

de-centralized

receiving

system

is

used.

the

receipt

control

office

examines

the

delivery

documents

and

determines

(from

commodity

man-

ager

designators

and

Federal

Stock

classifications

of

the

items)

in

which

warehouses

the

material

is

to

be

stored.

If

there

are

only

a

few

warehouses

involved.

the

operator

of

the

vehicle

may

be

di-

rected

to

each

for

offloading

and

Primary

Receiv-

ing

operations.

If

many

warehouses

are

involved.

the

receipt

con-

trol

office

directs

the

vehicle

to

the

warehouse

which

is

to

store

most

of

the

material.

This

ware-

house

also

acts

as

a

centralized

receiving

station.

The

entire

shipment

is

off

-loaded.

primary

re-

ceiving

occurs

and

line

items

are

routed

to

ware-

houses

after

proper

storage

locations

have

been

determined.

There

are

two

kinds

of

documenta-

tion

which

accompany

a

shipment

of

material

to

a

depot:

1)

standard

documents

prescribed

by

DoD

or

a

military

service.

and

2)

those

prepared

by

the

delivering

carrier.

Delivery

receipts

prepared

by

individual

carriers.

commonly

referred

to

as

"pros"

or

commercial

way-bills.

are

not

specific

in

listing

each

line

item

in

terms

of

standard

Fed-

eral

Stock

Catalog

nomenclature.

but

usually

list

only

the

number

of

piec

es

of

a

general

commodity

class

being

delivered.

This

is

not

specific

enough

to

be

useful

to

depot

receiving

operations

and

serves.

primarily.

as

a

carrier

record

of

proof

of

delivery.

Standard

Government

documents

are

used

as

the

source

of

information

to

process

receipts.

The

most

common

are:

o

GOVERNMENT

OR

COMMERCIAL

BILL

OF

LADING:

A

contract

for

.hauling

pre-

pared

by

the

shipping

activity.

It

does

not

speoify

individual

line

items

in

terms

of

Federal

Stock

Catalog

nomenclature.

but

lists

total

pieces.

weight

and

cube

of

grouped

line

items

which

fall

into

pre-established

freight

classification.

When

properly

signed

by

shipper.

carrier.

and

receiving

activity

it

serves

as

a

basis

for

transportation

charges

and

payment.

o

DD

FORM

250:

The

purchase

order

used

most

in

procuring

material

from

civilian

contractors.

When

an

order

is

approved.

advance

copies

are

sent

to

the

depots

that

will

receive

the

material.

and

additional

copies

are

forwarded

to

the

contractor.

When

the

material

is

shipped.

the

contractor

must

insure

that

the

DD

250

accompanies

the

shipment

to

the

depot.

This

form

is

very

specific

in

describing

material

in

terms

of

standard

nomenclature.

and

is

the

key

docu-

ment

in

handling

this

kind

of

receipt

when

it

arrives

at

the

depot.

o

DD

FORM

1348-1:

The

standard

MILSTRIP

Release

/Receipt

document

accompanies

ma-

terial

transferred

between

depots.

It

also

identifies

material

being

returned

to

the

de-

pot

by

a

consignee.

For

each

of

these

kinds

of

receipts.

one

DD

1348-1

accompanies

each

line

item

and

is

the

key

document

used

in

handling

the

material.

There

are

other

special

purpose

documents

some-

times

used

in

addition

to

or

in

lieu

of

the

DD

250

and

DD

1348-1.

They

serve

the

same

purpose

of

providing

standardized

descriptions

of

individual

line

items

in

a

shipment

unit.

Regulations

prescribe

that

an

advance

copy

of

DD

250

and

DD

1348-1

be

5

forwarded

to

the

receiving

depot,

and

arrive

be-

fore

delivery.

If

the

shipment

is

originated

by

a

contractor

or

vendor,

a

copy

of

the

DD

250

or

its

equivalent

is

sent

to

the

depot

by

the

contracting

officer.

For

shipments

originating

at

DoD

activi-

ties,

an

advance

copy

of

the

1348-1

is

forwarded

from

the

shipping

activity

at

the

time

of

shipment,

using

the

fastest

means

available.

Additional

copies

are

either

hand-carried

by

the

operator

of

the

delivering

vehicle

or

affixed

in

an

envelope

to

one

of

the

material

containers.

Thus,

if

shipping

activities

follow

prescribed

doc-

umentation

procedures,

most

shipments

arriving

at

a

depot

will

be

accompanied

by

documents

de-

scribing

each

line

item,

and

advance

copies

of

these

documents

also

will

be

available

from

due-

in

suspense

files

maintained

by

the

depot.

Some

depots

make

extensive

use

of

the

advance

documents

in

receipt

operations.

When

a

shipment

arrives,

they

immediately

purge

their

files

of

matching

documents

which

are

then

used

in

the

re-

ceiving

processes.

Other

depots

use

advance

doc-

uments

for

receiving

only

if

documentation

accom-

panying

the

shipment

is

inadequate.

Otherwise

their

files

are

purged

after

physical

receiving

processes

have

been

completed,

the

documents

serving

as

a

reference

file

for

due-ins

and

for

other

accounting

and

reporting

purposes.

When

primary

receiving

operations

are

completed,

steps

immediately

are

taken

to

inform

the

Iep

that

the

material

is

on-hand

at

the

depot.

The

Iep

ad-

justs

its

inventory

records

and

then

may

begin

forwarding

material

requests

to

the

depot

for

which

the

inventory

has

been

received.

Receipts

there-

fore

must

be

stored

in

a

recorded

storage

location

as

rapidly

as

possible

to

insure

that

the

material

will

be

available

for

responding

to

these

requisi-

tions.

Thus

the

second

stage

of

receiving

work

consists

of

rapidly

identifying

and

inspecting

each

line

item,

determining

where

it

is

to

be

stored

and

moving

it

to

that

warehouse

location.

6

Item

Identification

and

Inspection

The

material

is

"spotted"

at

an

identifiable

posi-

tion

on

the

receiving

floor.

Here

it

is

matched

against

the

accompanying

DD

250,

DD

1348-1

or

equivalent

documents

to

insure

that

each

line

item

has

been

received

in

the

proper

quantity

and

is

identical

with

data

stated

on

the

documentation.

A

routine

inspection

for

physical

damage,

labeling,

method

of

pack,

etc.

also

is

conducted.

If

all

ap-

pears

to

be

in

order,

a

copy

of

the

receiving

doc-

ument

is

sent

to

the

locator

file.

During

locator

file

operations,

receiving

person-

nel

may

match

manufacturers

I

part

numbers

on

containers

against

master

catalogs

which

cross-

reference

these

numbers

to

Federal

Stock

Num-

bers

and

descriptions.

If

the

part

number,

de-

scription

and

FSN

listed

in

the

catalog

do

not

match

the

data

on

containers

and

accompanying

documents,

research

clerks

are

informed

of

the

discrepancy

and

perform

detailed

investigation,

matching

material

against

various

catalogs

and

records,

to

positively

identify

the

item.

Master

catalogs

also

are

consulted

to

determine

what

de-

tailed

testing

or

inspection

procedures

must

be

conducted

before

the

material

can

be

stored.

These

inspections

are

performed

and

noted

on

appropri-

ate

warehouse

records.

Locator

File

Operations

During

inspection

work,

locator

clerks

refer

to

files

to

determine

where

each

item

shown

on

re-

ceipt

documents

should

be

stored.

Manual

locator

records

are

maintained

on

a

variety

of

media:

semi-punched

cards,

special

index

or

ledger

cards

and

stencil

plates.

Proper

maintenance

of

such

files

is

extremely

difficult.

Each

item

in

storage

has

at

least

one

record

in

this

file

which

is

organ-

ized

in

stock

number

sequence.

Some

items

are

stored

at

multiple

warehouse

locations

because:

1.

The

total

inventory

of

an

item

cannot

be

ac-

commodated

at

one

location.

2.

Many

small

items

are

deliberately

stored

at

a

bin

location

in

limited

quantities

for

ease

of

iss

ue,

with

bulk

locations

serving

as

an

immediate

source

of

bin

replenishment.

3.

A

"lot"

of

an

item

may

have

special

physical

characteristics

(e.g.,

condition,

type

pack,

unit

of

pack)

which

differ

from

other

lots

of

that

same

item,

requiring

that

it

be

stored

in

a

separate

non-adjacent

warehouse

loca-

tion.

Most

items

have

no

such

special

char-

acteristics.

For

those

that

do,

the

charac-

teristics

which

can

vary

are

few

and

are

known

factors.

Different

lots

of

an

item

also

may

have

to

be

stored

at

separate

loca-

tions

because

of

special

accounting

require-

ments.

An

item

stored

at

more

than

one

warehouse

loca-

tion

may

have

a

separate

record

for

each

of

these

locations,

as

in

a

punched

card

locator

file;

or

all

of

them

may

be

recorded

on

a

single

master

item

record.

When

requests

for

receipt

locations

are

received

by

locator

clerks,

they:

1.

Select

existing

locator

records

for

the

indi-

cated

stock

number.

A

record

may

not

be

found

because:

o

The

FSN

on

the

receipt

document

may

be

invalid.

o A

rec~rd

may

exist

but

cannot

be

found

because

of

manual

filing

or

transcription

errors.

o

The

record

may

have

been

removed

tem-

porarily

from

the

files.

o

The

item

stock

number

may

have

been

changed,

but

a

cross

-reference

between

the

new

and

obsolete

numbers

may

not

have

been

established.

o A

new

item

may

have

been

received.

The

precise

reason

for

this

situation

usual-

ly

is

not

apparent;

so

research

personnel

are

notified,

and

a

detailed

investigation

is

initiated

to

resolve

the

problem.

Real

or

apparent

discrepancies

in

item

iden-

tification

occur

too

often,

with

considerable

expenditure

of

costly,

time-consuming

ef-

fort.

Frequently

the

document

accompany-

ing

the

shipment

is

correct,

but

changes

have

not

been

properly

communicated

and

recorded

on

depot

master

records.

2.

Examine

the

receiving

document

after

the

proper

locator

record

has

been

extracted

from

the

file,

to

see

if

the

item

just

received

has

any

special

characteristics

which

may

prevent

it

from

being

stored

with

already

existing

inventories

of

the

same

item.

These

variable

characteristics,

if

any,

are

com-

pared

against

those

which

may

be

indicated

on

existing

locator

records

for

the

item.

If

the

newly

received

material

matches

any

of

the

existing

stock

in

all

important

respects

(the

normal

situation

at

most

depots),

it

should

be

stored

at

these

locations,

space

permitting.

The

locator

clerk

transcribes

these

location

numbers

and

the

item

identi-

fication

(FSN)

onto

some

convenient

intra-

depot

movement

document

which

will

accom-

pany

the

item

to

storage.

3.

Indicate

"no

location"

on

the

document

which

will

accompany

the

material

to

storage,

if

no

locator

record

can

be

found

in

the

file

or

if

the

newly

received

material

has

special

characteristics

which

prevent

it

from

being

stored

with

existing

stock.

However,

the

item

class

usually

indicates

which

warehouse

should

store

the

item.

This

is

noted

on

the

movement

document

so

that

the

material

may

be

forwarded

to

the

proper

warehouse

supervisor.

4.

Send

the

receiving

document

and

individual

movement

documents

specifying

recommended

storage

locations

to

the

receiving

floor,

where

they

are

matched

with

the

material.

The

re-

ceiving

document

is

forwarded

to

an

appro-

priate

records

section

for

any

further

proc-

essing

necessary.

7

Storage

of

Receipts

If

an

existing

location

is

specified

on

the

move-

ment

document,

the

material

is

transported

to

that

location

and

stored,

space

permitting.

The

movement

document

usually

serves

no

other

pur-

pose

and

can

be

discarded.

If

the

warehouseman

finds

that

the

material

cannot

be

stored

at

the

specified

location,

an

unoccupied

nearby

location

is

selected.

Locator

clerks

then

must

be

notified

that

an

additional

location

has

been

established

for

the

item

to

update

their

records.

This

communi-

cation

usually

is

accomplished

either

by

telephone

or

by

annotating

new

location

data

on

the

movement

document

and

forwarding

it

to

locator

file

personnel.

If

"no

location"

has

been

indicated

on

a

movement

document

received

from

the

locator

file,

the

item

is

transported

to

a

reserved

floor

area

in

the

ware-

house

in

which

it

will

eventually

be

stored.

The

warehouse

supervisor

determines

where

a

suit-

able

empty

location

exists

and

arranges

for

stor-

age

of

the

material.

This

information

then

must

be

communicated

to

locator

file

personnel

for

transcription

onto

their

records.

Properlyac-

complishing

this

feedback

of

location

data

is

vital-

ly

important,

since

without

it

this

portion

of

the

inventory

will

not

be

locatable

for

subsequent

issue.

Shipment

Planning

The

MILSTAMP

regulation

directs

all

shipping

activities

to

establish

a

shipment

planning

function,

to

be

responsible

for:

o

Scheduling

material

and

documents

through

the

internal

processing

cycle

in

accordance

with

UMIPS.

o

Developing

picking,

packing

and

shipping

in-

structions

for

each

line

item

of

material

to

be

iss

ued.

This

data

is

gathered

from

mas-

ter

data

files

which

must

be

maintained

by

shipment

planning.

o

Pre-planning

consolidation

of

individual

line

items

into

shipment

units.

o

Preparing

documentation

to

be

used

by

ware-

house

and

transportation

personnel

in

pre-

paring

each

shipment

for

movement.

In

short,

Shipment

Planning

must

preplan

and

pro-

vide

data

to

accomplish

complete,

rapid

response

to

requests

for

material.

The

speed

and

harmony

of

material

handling

actions

depends

upon

the

timeliness

and

quality

of

information

which

is

de-

veloped

and

disseminated

by

Shipment

Planning.

8

Depots

already

use

punched

card

or

ADP

systems

to

assist

them

in

some

phases

of

these

critical

data

processing

operations.

Manual

and

automated

shipment

planning

procedures

vary

considerably

from

one

installation

to

another,

but

the

basic

op-

erating

concept,

as

envisioned

in

MILSTAMP,

is

described

under

the

following

headings:

Order

Receipt,

Scheduling,

Data

Retrieval,

Consolidation

and

Document

Preparation

and

Distribution.

Order

Receipt

Requisitions

are

received

in

prescribed

MILS

TRIP

format

by

mail,

phone,

teletype,

or

TELE-PROC-

ESSING@

equipment.

Each

item

ordered

has

an

in-

dividual

requisition

number

assigned

by

the

requi-

sitioner.

This

control

number

must

be

used

in

all

further

references

to

the

requisition.

When

a

de-

pot

has

punched

card

capability,

requisitions

not

already

in

this

form

are

keypunched

and

verified,

and

"date

of

receipt"

is

recorded

on

each.

Most

requisitions

are

submitted

directly

to

an

ICP

which

forwards

them

to

the

depot,

after

editing

for

completeness

and

validity

and

checking

stock

avail-

ability.

Relatively

few

requisitions

(for

items

not

controlled

by

an

ICP)

are

sent

directly

to

the

depot

by

requisitioners.

If

they

are,

the

depot

must

per-

form

its

own

detailed

editing

and

inventory

control

operations,

after

which

these

requisitions

may

be

processed

like

those

received

from

rcps.

In

addi-

tion

to

these

two

types

of

material

requests,

an

ICP

may

send

redistribution

orders

to

a

depot,

direct-

ing

it

to

transfer

a

quantity

of

material

to

another

depot.

Regardless

of

the

source

of

these

requests,

or

the

ultimate

shipping

destination

of

the

material,

all

are

processed

the

same,

and

are

called

Material

Release

Orders

(MRO)

in

the

discussions

that

follow.

Scheduling

is

the

process

of:

o

Assigning

to

each

MRO

specific

dates

by

which

certain

depot

operations

must

be

per-

formed

to

insure

on-time

shipment

of

material.

o

Informing

warehouse

management

of

the

im-

pending

workload

schedule.

Because

of

the

very

short

time

allowed

for

complete

depot

processing,

no

formal

scheduling

is

conducted

for

high

priority

(IPG

I

and

II)

MROs.

Shortly

after

receipt

they

are

separated

from

routine

(IPG

III

and

IV)

MROs

and

forwarded

immediately

to

other

data

processing

operations.

Figure

2

Allowable

Depot

Processing

Time

MILSTRIP

ISSUE

PRIORITY

DESIGNATOR

1-3

4-8

9-15

16-20

MILSTRIP

ISSUE

PRIORITY

GROUP

I

II

III

IV

Routine

MROs,

which

account

for

most

of

the

vol-

ume,

are

accumulated

into

large

batches,

usually

received

over

a

period

of

one

or

two

days.

The

"required

shipping

date"

for

each

MRO

is

easily

determined

from

its

IPG

and

"date

of

receipt."

Working

backwards

from

the

required

shipping

date,

two

other

dates

may

be

calculated:

o

Ready-by

date

(RBD):

the

latest

date

by

which

the

warehouse

must

have

completed

all

opera-

tions

to

prepare

material

for

shipment.

Also,

the

latest

date

by

which

transportation

per-

sonnel

must

receive

from

the

warehouse

all

source

documents

necessary

to

prepare

move-

ment

documents

to

accompany

the

shipment

to

the

consignee.

o

Required

Processing

date

(RPD):

the

latest

date

by

which

the

warehouse

must

begin

proc-

essing

the

MRO

to

complete

all

necessary

operations

by

the

RBD.

NOTE:

these

two

dates

and

the

names

applied

to

them

are

not

universal,

but

have

been

used

here

merely

to

describe

critical

time

points

in

the

depot

processing

cycle.

Depot

management

knows

from

experience

how

much

time

must

be

allotted

for

per-

formance

of

all

warehouse

and

shipping

operations

and

uses

this

information

in

calculating

these

dates.

MILSTAMP

TRANSPORTATION

PRIORITY

GROUP

I

II

III

IV

TOTAL

DEPOT

PROCESSING

TIME

16

hours

2

calendar

days

7

calendar

days

8

calendar

days

For

example,

assume

that

experience

indicates

that

routine

MROs

require

four

full

work

days

to

accomplish

all

of

these

operations:

two

days

in

the

warehouse,

and

two

days

in

shipping.

Then,

for

an

IPG

4

MRO

received

on

Julian

Date

100,

the

following

dates

would

apply:

o

Required

Shipping

Date

o

Ready-by

Date

o

Required

Processing

Date

108

(The

depot

is

allowed

eight

days

process-

ing

time

after,

but

not

includ-

ing,

the

date

on

which

the

MRO

is

re-

ceived.

)

106

105

9

For

several

reasons,

scheduling

is

more

difficult

in

practice

than

it

may

appear.

Many

depots,

for

instance,

are

only

staffed

to

prepare

and

ship

ma-

terial

for

routine

MRO

s

during

a

five-day

work

week

using

a

single

shift

of

employees.

If

the

date

of

receipt

(100)

in

the

above

example

were

a

Satur-

day,

the

required

shipping

date

would

be

the

follow-

ing

Sunday

(l08).

Since

this

weekend

date

is

unde-

sirable,

shipment

would

have

to

be

scheduled

for

Friday

(106),

and

other

dates

computed

accordingly.

This

tends

to

create

heavy

peak

workloads,

since

IPG

4

MRO

s

received

on

calendar

date

98

should

also

be

scheduled

for

shipment

on

day

106.

There-

fore,

warehouse

management

always

must

be

aware

of

the

pending

workload

distribution,

so

that

they

can

plan

steps

to

insure

that

each

MRO

is

processed

through

warehouse

operations

on

or

before

its

RBD.

After

schedule

dates

have

been

assigned

to

a

batch

of

MRO

s,

a

report

describing

the

new

workload

is

prepared

for

warehouse

management.

Its

content

and

format,

listing

or

summarizing

new

orders

by

due

date,

are

best

determined

by

an

individual

de-

pot's

needs.

Data

Retrieval

Both

high

priority

and

routine

MRO

s

are

sent

through

a

critical

stage

of

processing

where

volum-

inous

files

of

master

information

are

consulted

to

gather

data

to

be

used

later:

o

To

preplan

consolidation

of

individual

line-

items

into

shipment

units.

o

To

prepare

each

line-item

for

shipment.

The

file

medium,

recording,

maintenance

and

re-

trieval

of

this

data

depend,

of

course,

on

the

data

processing

capability

of

a

given

depot.

Typical

ele-

ments

of

information

which

must

be

obtained

for

each

MRO

are:

10

o

ITEM

IDENTIFICATION

DATA:

Commodity

Manager,

alphabetical

description,

security

classification,

MILSTAMP

air

/water

commod-

ity

codes.

o

STORAGE

AND

TRANSPORTATION

DATA:

Dimensions,

weight

and

cube

per

unit

of

issue,

extended

weight

and

cube

(for

quantity

ordered).

National

Motor

Freight

Classification,

Uni-

form

Freight

Classification

(Rail),

freight

rating

code,

type

of

packaging,

special

han-

dling,

packaging

or

marking

instructions,

codes

indicating

compatibility

for

consolida-

tion

with

other

items.

o

STORAGE

LOCATION

DATA:

Current

bin

and

bulk

locations

at

which

the

material

is

stored.

(NOTE:

See

IBM

GIM

E50-0018

for

a

detailed

discussion

of

these

files

and

some

of

the

problems

encountered

in

using

and

maintaining

them.)

Each

of

these

data

elements

will

be

explained

at

the

point

where

it

is

used

in

later

processing

or

ma-

terial

handling

operations.

Consolidation

When

all

necessary

line-item

information

has

been

gathered,

MRO

s

are

accumulated

into

the

largest

batches

practicable

for

consolidation

into

shipment

units.

Consolidation

consists

of

grouping

together

for

shipment

as

a

unit

all

MRO

s

which

are

common

with

respect

to:

o

Consignee.

o

Issue

priority

group.

o

Project

code.

o

Transportation

compatibility

(generally,

items

requiring

the

same

degree

of

special

handling

or

security

in-transit

and,

whose

carriage

in

the

same

vehicle

will

not

cause

deterioration

or

danger).

Some

depots

specify

additional

criteria

for

consoli-

dation

such

as

proximity

of

storage

locations

of

the

items

to

be

combined.

For

instance,

a

depot

that

handles

material

for

several

Commodity

Managers

may

have

each

type

of

material

stored

in

a

separate

warehouse.

If

thes

e

warehouses

are

widely

sep-

arated'

transporting

all

types

of

material

to

one

control

point

for

assembly

into

a

single

shipment

unit

may

be

too

costly.

In

such

instances,

items

may

be

consolidated

only

if

they

are

owned

by

the

same

Commodity

Manager.

This

example

illus-

trates

the

influence

material

handling

requirements

may

have

on

a

depot's

data

processing

operations.

After

MRO

s

have

been

grouped

into

preplanned

shipment

units,

Transportation

Control

Number

(TCN)

must

be

assigned

to

each

unit.

The

MIL-

S

TRIP

requisition

number

of

the

MRO

containing

the

earliest

required

delivery

date

is

selected

as

the

TCN

for

each

shipment

unit.

Once

assigned,

this

becomes

the

shipment

unit

identifier

and

must

be

used

by

all

activities

in

any

communications

relating

to

the

unit

after

shipment

from

the

depot.

For

convenience,

most

depots

also

assign

an

"in-

ternal

order

number"

to

each

shipment

unit

at

this

time.

This

is

an

unofficial

depot

identifier

which

parallels

the

fourteen-character

TCN,

and

is

used

strictly

for

facilitating

internal

control

of

the

ship-

ment

unit.

The

warehouse

in

which

the

shipment

unit

is

to

be

assembled

is

determined.

This

may

be

the

ware-

house

in

which

the

bulk

of

the

shipment

is

to

be

picked,

or

it

may

be

the

warehouse

in

which

all

shipments

are

regularly

assembled.

Next,

a

de-

termination

is

made

of

whether

or

not

the

shipment

unit

meets

the

rigid

size

and

weight

restrictions

imposed

for

Parcel

Post

delivery.

If

it

does,

and

unless

it

has

high

priority,

it

is

earmarked

for

this

mode

of

shipment.

All

other

shipment

units

are

termed

"freight

shipments."

As

a

general

rule

MILSTAMP

stipulates

that

ship-

ments

be

consolidated

as

much

as

practicable,

to

minimize

costs

of

transportation,

handling

and

documentation

at

all

activities.

However,

for

IPG

I

and

II

MRO

s,

on-time

delivery

is

most

impor-

tant,

and

consolidation

is

to

be

made

only

if

it

will

not

cause

a

delay

in

receipt

of

material

by

the

con-

signee.

When

consolidation

is

not

possible,

single-

line

shipment

units

will

result,

and

the

TCN

is

identical

to

the

requisition

number

of

the

MRO

being

shipped.

Consolidation

must

take

place

prior

to

iss

uance

of

MILSTRIP

Release

Receipt

Documents

(DD

Form

1348-1)

to

the

warehouse

for

picking

and

prepar-

ing

material

for

shipment.

Once

the

composition

of

a

shipment

unit

has

been

determined

by

ship-

ment

planning,

all

other

organizational

elements

of

the

depot

must

make

every

effort

to

maintain

the

integrity

of

the

unit.

11

Document

Preparation

and

Distribution

When

all

master

line-item

data

has

been

accumu-

lated

and

MRO

s

have

been

grouped

into

shipment

units,

each

bearing

a

TCN,

two

working

documents

must

be

prepared

to

display

this

information

to

warehous

e

and

shipping

personnel:

o

One

Shipment

Planning

Worksheet

(SPWS)

for

each

shipment

unit.

o A

MILSTRIP

Release

/Receipt

document

(DD

Form

1348-1)

for

each

MRO.

Although

a

SPWS

is

required

of

all

depots,

its

precis

e

format

is

not

established

by

the

MILSTAMP

regulation.

It

is,

however,

a

multi-

purpose

document

which

must

contain

enough

in-

formation

to

make

it

useful

to

-

o

Warehousing

personnel

in

physically

assembling

and

packing

preplanned

shipment

units.

o

Shipping

personnel

in

planning

transporta-

tion

requirements

and

preparing

movement

documents

(which

should

serve

as

advance

notice

to

them

of

shipment

unit

character-

istics

).

o

As

a

permanent

record

of

shipping

data

for

analyses

and

reporting

purposes.

To

best

serve

these

purposes,

the

SPWS

should

contain

at

least

the

following

information:

12

o

TCN

(and

internal

order

number,

if

used)

of

the

shipment

unit.

o

MILSTAMP

transportation

priority.

o

Project

and

fund

codes

(from

original

MRO).

o

Shipping

address

of

ultimate

consignee.

o

Military

transshipment

points

(if

any)

through

which

the

shipment

will

pass

while

enroute

to

this

consignee.

o

Schedule

dates

for

the

shipment

unit.

o

Estimated

total

weight

and

cube

for

the

shipment

unit.

o

Warehouse

in

which

the

shipment

unit

is

to

be

assembled

for

carrier

pickup.

o

The

following

data

for

each

MRO:

1.

Requisition

number

2.

Federal

Stock

Number

and

description

3.

Quantity

and

unit

of

issue

4.

MILSTAMP

air

/water

commodity

codes

5.

Extended

weight

and

cube

(estimated)

6.

Approximate

dimensions

per

unit

of

issue

7.

Standard

freight

classifications

8.

Freight

rating

code

9.

Special

handling,

marking

or

packag-

ing

codes.

Blank

fields

also

must

be

provided

on

the

form

for

insertion

of

variable

data

(e.g.,

actual

weights,

number

of

containers,

mode

of

ship-

ment,

etc.)

which

must

be

added

during

ware-

house

and

transportation

operations.

The

release

/Receipt

document

(R/RD)

is

a

standardized,

multi-purpose

form

designed

to

serve:

o

As

the

source

document

for

selecting

(picking)

material

from

storage.

o

To

identify

material

in

transit,

physically

moving

with

the

item

to

its

consignee.

o

As

a

convenient

receiving

document

for

the

consignee.

o

As

a

permanent

record

of

shipment

for

each

MRO.

Any

line

item

data

shown

on

the

SPWS

may

be

re-

peated

on

the

R/RD,

but

it

must

contain

at

least

the

following

information:

o

All

original

MRO

data

(coded),

printed

on

the

first

line

of

the

form.

o

Alphabetic

description

of

the

item.

o

Bin

or

bulk

location

from

which

the

mate-

rial

is

to

be

picked.

o

TCN

(and

internal

order

number,

if

used)

of

the

shipment

unit

of

which

the

item

is

part.

o

Schedule

dates.

o

The

warehouse

to

which

the

item

must

be

forwarded

for

assembly

after

picking.

Documents

now

are

ready

for

distribution.

Copies

of

the

SPWS

are

forwarded

to

the

trans-

portation

department

and

to

individual

warehouses

responsible

for

assembling

the

shipment

units.

The

R/RD

s

are

sorted

by

warehouse

location

and

forwarded

to

warehouse

supervisors

for

process-

ing.

Copies

of

both

the

SPWS

and

R/RD

also

are

retained

by

shipment

planning

personnel

who

must

now

exercise

a

control

function,

monitoring

ware-

house

and

shipping

operations

to

insure

on-time

shipment.

Warehousing

"Warehousing"

includes

most

actions

involving

physical

handling

of

material

within

a

depot.

In

addition

to

receiving

work

(which

has

been

dis-

cussed

separately),

there

are

four

basic

ware-

hous

e

functions:

o

Custody

-

all

actions

necessary

to

maintain

material

readily

available

for

issue

while

in

storage.

o

Picking

-

selecting

material

from

its

stor-

age

location

for

issue.

o

Assembly

-

physically

grouping

individual

line-items

of

material

which

comprise

a

preplanned

shipment

unit.

o

Packing

-

marking,

labeling,

packaging,

weighing

and

otherwise

preparing

material

for

shipment.

Depots

consist

of

several

large

warehouses

in

which

these

functions

are

performed.

Most

of

the

available

space

in

these

is

used

to

store

mate-

rial

between

its

receipt

and

issue.

A

relatively

small

amount

of

the

total

warehouse

area

is

re-

served

for

receiving

work,

and

another

small

area

is

reserved

for

assembling

and

packaging

material

for

shipment.

From

the

viewpoint

of

material

handling,

ware-

houses

are

ideally

closely

grouped

to

minimize

intra-depot

transportation

problems,

and

the

entire

depot

is

equipped

with

only

one

receiving

area

and

a

single

shipping

point.

In

practice,

depot

man-

agement

usually

is

not

so

fortunate,

and

the

arrangement

of

facilities

is

just

one

of

many

fac-

tors

which

play

an

important

role

in

determining

how

certain

warehouse

operations

will

be

per-

formed.

Generally,

warehouse

personnel

do

not

become

involved

in

data

processing

operations,

except

that

they

sometimes

are

required

to

report

the

results

of

their

work.

For

instance,

most

of

the

information

required

by

the

warehouse

in

per-

forming

issue

work

comes

from

shipment

planning,

and

accurate

physical

inventory

is

impossible

without

current

item

locations

provided

by

locator

clerks.

Thus,

although

the

following

discussion

of

warehouse

functions

is

necessarily

general,

in

establishing

any

data

processing

system

for

a

particular

depot

the

special

needs

of

warehouse

management,

dictated

by

local

conditions,

must

be

given

thorough

consideration.

13

Custody

Work

This

consists

of

all

operations

necessary

to

insure

that

material

is

always

suitably

stored

and

ready

for

issue

during

the

time

it

is

in

storage

at

the

depot.

The

material

must

be

correctly

identi-

fied,

maintained

in

undamaged

condition,

periodi-

cally

inspected

and

inventoried,

properly

packed,

and

suitably

stored

for

optimum

use

of

storage

space.

In

accomplishing

all

types

of

custody

work,

warehouse

personnel

make

extensive

use

of

data

in

the

locator

file.

They

need

item

locations

to

perform

the

work

itself

and

must

initiate

changes

to

file

data

as

a

result

of

certain

actions.

Some

typical

custody

operations

are

- -

14

1.

REWAREHOUSING:

Relocating

bulk

material

already

in

storage

to

consolidate

the

total

on-hand

quantity,

stored

at

multiple

loca-

tions

and

placing

an

item

with

increasing

demand

in

a

more

accessible

location.

To

perform

this

work,

it

must

first

be

known

that

unnecessary

storage

locations

have

been

reserved

for

a

particular

item.

Since

such

data

is

not

provided

in

report

form,

this

fact

usually

is

detected

by

supervisors

conduct-

ing

visual

inspections

of

a

warehouse

area.

The

material

then

is

moved

to

a

new

loca-

tion,

and

"kill"

notic

es

are

sent

to

the

locator

file

to

delete

obsoleted

locations

from

the

master

item

record.

Occasionally,

whole

classes

of

material

are

moved

from

one

warehouse

section

and

stored

in

another,

requiring

that

each

item

record

be

changed

to

reflect

the

deletion

of

old

locations

and

the

establishment

of

new

ones.

Since

it

is

both

impractical

and

highly

inefficient

to

maintain

a

static

warehouse,

r

ewarehousing

is

almost

continuously

in

process

and

generates

a

constant

flow

of

file

maintenance

transactions.

2.

PHYSICAL

INVENTORY:

Commodity

Man-

agers

usually

specify

when

a

phYSical

count

of

their

material

is

to

be

conducted

and

which

items

are

to

be

involved.

Current

locator

records

are

essential

to

provide

timely

information

on

all

locations

at

which

each

item

to

be

counted

is

stored.

This

data

must

reflect

recent

location

changes,

to

preclude

recounts

of

overlooked

material.

During

inventory

taking,

file

maintenance

transactions

also

might

be

initiated,

e.g.,

when

a

location

that

is

supposed

to

contain

material

is

found

empty.

These

are

samples

of

the

many

and

varied

actions

encompassed

in

custody

work.

Almost

all

require

access

to

locator

records.

Each

storage

warehouse

is

divided

into

conveniently

sized

sections

whose

floor

area

is

marked

off

into

numbered

"slots,"

where

a

specific

quantity

of

ma-

terial

may

be

stored.

An

individual

warehouse

lo-

cation

is

specified

by

stating

a

warehouse

number,

section

and

slot

-

normally

a

permanent

designation.

Once

a

scheme

has

been

established

for

laying

out

and

numbering

sections

and

slots

in

a

warehouse,

it

is

rarely

changed.

However,

a

specific

item

stored

in

a

given

warehouse

location

may

be

changed

as

warehouse

management

transfers

material

within

and

between

warehouses

in

attempts

to

optimize

the

use

of

available

space.

Warehouse

locations

vary

in

size

(cubic

feet),

but

are

of

two

general

types:

o

Bulk

Storage:

Used

for

quantity

storage

of

material

in

bulk

containers

as

originally

packed

by

the

manufacturer.

(The

bulk

con-

tainer

itself

may

be

the

basic

unit

of

issue

or

it

may

contain

several

units.)

This

is

usually

a

large

open

floor

area,

marked

off

into

unpartitioned

slots.

Cartons

of

material

are

stacked

on

pallets.

The

total

available

quantity

of

an

item

may

be

distributed

among

several

bulk

locations.

Some

items,

depend-

ing

on

size,

also

may

be

stored

at

single

bin

locations.

o

Bin

Storage:

Usually

long

rows

of

stacked

shelves,

divided

into

"slots"

by

vertical

partitions.

Bins

are

a

convenient

method

of

storing

limited

quantities

of

small

items

for

rapid

picking

-

always

in

their

basic

unit

of

issue.

There

normally

is

only

one

bin

loca-

tion

assigned

for

a

given

item.

It

is

common

practice

to

concentrate

all

bin

stor-

age

facilities

in

as

few

warehouse

sections

as

possible.

The

bin

and

bulk

locations

of

an

item

may

be

widely

separated,

which

may

present

prob-

lems

when

a

single

MRO

requires

that

material

be

picked

from

both

locations.

Warehouse

management

is

charged

with

the

re-

sponsibility

of

selecting

material

to

fill

two

gen-

eral

types

of

MRO

s:

o

High

priority

(IPG

I

and

II):

These

are

picked

as

soon

as

possible,

seven

days

a

week,

around

the

clock

and

require

especially

smooth

and

rapid

coordination

of

effort.

Barring

unforeseeable

crises,

most

depots

find

that

their

daily

volume

is

relatively

con-

stant

and

can

be

handled

with

a

fixed

amount

of

manpower

on

each

work

shift.

o

Routine

(IPG

III

and

IV):

These

make

up

most

of

the

volume

and

always

are

batched

and

combined

into

shipping

units.

Even

if

the

daily

volume

of

routine

MRO

s

is

fairly

predictable,

the

number

which

must

be

picked

on

any

given

day

varies,

because

most

depots

pick

and

ship

them

only

during

a

regular

work

week

(see

"Scheduling").

Thus,

management

is

faced

with

the

challenge

of

efficiently

ap-

plying

a

fixed

quantity

of

available

man-

hours

to

a

fluctuating

workload.

They

must

constantly

be

advised

of

two

things:

1.

How

many

line-items

have

been

scheduled

for

picking

on

each

of

the

days?

2.

In

what

warehouse

sections

will

this

work

be

performed?

Most

depots

know

from

experience

the

average

number

of

line-

items

which

can

be

picked

per

man-day

of

effort

in

each

warehouse

section.

(One

type

of

material).

Knowing

these

facts,

and

being

at

liberty

to

distribute

personnel

freely

between

work

centers,

management

may

then:

1.

Spread

the

workload

more

evenly

by

proc-

essing

some

MRO

s

earlier

than

sched-

uled

so

that

all

will

be

completed

by

their

RBD.

2.

Plan

personnel

assignments

in

advance

for

warehous

e

sections

in

which

the

known

workload

will

occur.

Although

some

depots

do

provide

a

limited

amount

of

advance

data

to

assist

warehouse

management,

most

have

not

established

systems

to

provide

the

detailed

guidance

described.

Such

a

reporting

system

would

be

a

valuable

tool

to

expedite

work

flow

and

more

effectively

use

available

manpower.

Normal

Picking

Procedures

The

most

commonly

used

document

for

selecting

material

for

issue

is

the

R/RD.

Each

warehouse

supervisor

receives

these

forms

from

shipment

planning,

usually

in

sequence

by

warehouse

loca-

tion

within

internal

order

number

and

RBD.

Where

material

is

to

be

selected

from

bulk

storage,

R/

RD

s

are

distributed

to

pickers

who

proc

eed

to

the

specified

warehouse

location

and

select

the

proper

quantity

of

the

item.

They

may

mark

each

container

with

the

TCN

or

internal

order

number,

then

transport

the

material

and

associated

R

/RD

to

a

designated

point

in

the

picking

warehouse.

If

there

are

several

areas

in

the

depot

where

ship-

ment

units

are

assembled

for

carrier

pickup,

each

R/RD

should

specify

the

areas

to

which

the

mate-

rial

must

go.

When

sufficient

picked

material

has

been

gathered

in

the

picking

warehouse,

it

is

segregated

by

assembly

warehouse,

loaded

onto

intra-depot

vehicles,

and

transported

to

the

speci-

fied

shipment

assembly

point.

(If

the

item

is

to

be

shipped

Parcel

Post,

this

will

have

been

noted

on

the

R/RD,

and

the

material

is

forwarded

directly

to

the

Parcel

Post

shipping

station.

Here,

it

is

packaged

and

shipped

with

its

R/RD,

and

no

further

actions

are

taken

by

warehousing

or

trans-

portation

personnel.)

In

bin

storage

areas,

which

usually

are

equipped

with

some

form

of

conveyor

system,

R/RDs

for

a

single

order

are

distributed

to

pickers

who

pro-

ceed

through

aisles

of

bins

selecting

items

from

specified

storage

locations.

Material

is

inserted

into

a

small

"tote"

basket,

with

its

associated

R/RDs,

and

is

placed

on

a

conveyor

belt,

at

the

end

of

which

are

personnel

who

segregate

these

baskets

by

final

assembly

warehouse.

The

baskets

then

are

directed

to

the

final

assembly

point

(or

Parcel

Post

shipping

station)

specified

on

the

R/RD.

Frequently,

material

required

to

fill

a

single

MRO

must

be

picked

from

both

a

bin

and

a

bulk

location.

For

example,

assume

that

fifteen

pieces

of

an

item

have

been

ordered

(each

item

listed

in

the

FSC

has

only

one

unit

of

issue,

in

this

case

"piece"),

and

the

material

was

received

from

the

manufacturer

in

cartons

of

twelve

pieces

each.

The

most

desir-

able

method

of

filling

this

order

is

to

pick

one

full

15

carton

from

bulk

storage

and

three

loose

pieces

from

the

bin

location.

This

can

be

a

significant

problem,

because

time

is

lost

in

routing

the

R/RD

and

picking

first

from

one

location,

then

from

another.

Careful

document

control

is

necessary

to

prevent

loss

or

delay

at

either

of

these

places.

Picking

Whether

picking

from

a

bin

or

a

bulk

location,

the

warehouseman

may

encounter

several

situations

requiring

deviation

from

normal

procedures:

16

1.

A

bin

may

not

contain

sufficient

material

to

fill

the

MRO.

The

warehouseman

then

must:

a)

Determine

where

the

item

is

stored

in

bulk

containers

and

arrange

to

have

these

containers

forwarded

to

the

bin

location;

b)

Replenish

the

bin

stock

to

prevent

delays

in

filling

other

MRO

s

for

the

same

item.

2.

The

first

bulk

material

location

shown

on

the

R/RD

may

not

contain

sufficient

quantity

to

fill

the

MRO.

The

warehouseman

then

must

proceed

to

the

alternate

location,

if

any,

specified

on

the

document

and

select

the

remaining

quantity.

Since

the

first

location

is

now

empty,

he

must

inform

locator

file

personnel

so

that

they

may

remove

or

"kill,"

this

location

from

the

item

record.

3.

The

total

material

at

all

specified

locations

may

not

be

sufficient

to

fill

the

MRO.

The

warehouseman

then

must:

a)

Send

appropriate

"kill"

notices

to

the

locator

file;

b)

Request

additional

locations

at

which

the

item

is

stored.

If

none

are

recorded,

or

if

they

too

contain

ins

ufficient

material,

investigation

personnel

are

notified,

and

procedures

are

initiated

to

find

the

re-

quired

material.

(The

depot

must

assume

that

the

material

is

on

hand

because

the

ICP,

which

maintains

the

inventory

rec-

ords,

should

not

have

forwarded

the

MRO

to

the

depot

unles

s

they

had

sufficient

stock

to

fill

it.)

If

the

material

is

found,

the

required

quantity

is

picked

for

issue,

and

the

locator

file

is

informed

of

the

location

of

the

remainder.

If

it

is

not

found,

immediate

steps

must

be

taken

to

inform:

1)

The

shipment

unit

assembly

point,

so

that

personnel

may

revise

the

pertinent

SPWS

to

reflect

the

quantity

that

they

should

actually

receive

from

picking.

2)

The

transportation

department,

so

that

it

may

revise

its

copy

of

the

SPWS;

this

revision

may

affect

the

advance

plan-

ning

for

transportation.

3)

The

ICP,

so

that

it

may

arrange

to

ship

the

material

from

another

dep-ot.

4.

The

item

stored

at

locations

shown

on

the

R/RD

may

not

be

the

item

ordered,

because:

a)

Manual

errors

were

made

by

locator

file

personnel,

such

as

misreading

the

stock

number

or

selecting

the

wrong

locator

record

from

the

file.

b)

The

item

was

moved

in

rewarehousing

operations

between

the

time

the

R/RD

was

prepared

and

when

picking

was

attempted.

Whatever

the

reason,

the

locator

file

must

be

interrogated

and

perhaps

updated

with

kill

notices.

All

of

these

are

time-consuming

operations

and

must

be

held

to

a

minimum.

This

emphasizes

the

importance

of

having

accurate,

currently

updated

location

records

and

a

system

that

provides

rapid

two-way

communication

of

information

between

locator

file

personnel

and

the

warehouse.

Today,

most

depots

rely

upon

telephone

communications

or

the

exchange

of

written

information

on

standard

forms.

Assembly

This

is

the

process

of

physically

bringing

together

all

line

-items

composing

a

preplanned

shipment

unit.

The

key

document

used

is

the

SPWS,

which

should

fully

describe

the

composition

of

each

pre-

planned

shipment

unit

and

the

warehouse

in

which

it

will

be

assembled

for

shipment.

A

depot

may

designate

only

one

point

at

which

all

assembly

and

carrier

pickups

occur,

or

it

may

have

two

or

three

such

points.

For

exceptionally

large

shipments,

most

depots

assemble

in

the

warehouse

in

which

most

of

the

shipment

is

picked.

When

initially

released

by

Shipment

Planning,

SPWS

s

are

forwarded

to

a

document

control

des

k

at

the

specified

assembly

point.

Here

they

are

filed

by

TCN

and

RBD

(or

Internal

Control

Num-

ber),

pending

arrival

of

the

material.

As

each

line

item

of

material

(accompanied

by

an

R/RD)

actually

arrives

from

the

warehouse

in

which

it

was

picked:

o

The

associated

SPWS

is

pulled

from

the

pending

file.

o

The

number

of

units

of

issue

is

checked

to

insure

conformity

with

quantities

stated

on

the

R/RD

and

SPWS,and

the

item

is

checked-

off

on

the

SPWS.

o

The

material,

with

its

R/RD,

is

"spotted"

at

an

identifiable

position

on

the

assembly

floor

reserved

for

the

shipment

unit.

o

This

spot

is

noted

on

the

SPWS

which

then

is

refiled

pending

arrival

of

the

remainder

of

the

material

in

the

shipment

unit.

Each

line

item

is

treated

the

same

until

all

mate-

rial

for

a

shipment

unit

has

been

accumulated.

The

SPWS

then

is

given

to

packing

personnel.

Packing

facilities

normally

are

located

at

each

point

where

assembly

work

is

performed.

In

fact,

some

depots

consider

these

two

operations

a

single

function.

Two

important

tasks

are

accomplished

in

the

packing

operation:

o

Final

steps

are

taken

to

physically

prepare

material

for

shipment.

o

Data

is

developed

and

recorded

for

later

use

by

transportation

personnel

in

preparing

movement

documents.

When

a

SPWS

is

received,

the

associated

material

and

R/RDs

are

brought

to

the

packing

station.

First,

overpacking

is

performed

-

placing

one

or

more

items

with

the

same

freight

class

rating

into

a

single

container

to

prevent

loss

and

minimize

han-

dling.

(This

is

one

reason

that

this

element

of

master

data

is

indicated

for

every

item

on

the

SPWS).

Only

items

with

common

class

ratings

should

be

placed

in

a

single

container,

because

the

transportation

charge

for

each

container

is

based

upon

the

rate

applying

to

the

highest

rated

item

within

it.

For

example,

if

one

pound

of

electronics

parts,

which

have

a

high

freight

rate,

were

over-

packed

with

99

pounds

of

paper

products,

the

depot

would

be

charged

as

if

it

had

shipped

100

pounds

of

electronics

parts.

Next,

any

special

packaging

instructions

shown

on

the

SPWS

are

complied

with,

and

each

container

is

weighed

and

measured.

The

following

required

data

then

is

marked

on

each

container:

o

TCN,

lPG,

project

code

and

required

de-

livery

date

(from

SPWS).

o

Depot

address.

o

Shipping

address

of

ultimate

consignee

(from

SPWS).

o

Shipping

address

of

military

transshipment

points

(POE/POD)

through

which

the

ship-

ment

will

be

routed

to

the

consignee

(from

SPWS).

o

Actual

weight

and

cube

of

the

container.

o

Total

number

of

containers

in

the

shipment

unit

(e.g.,

container

number

3

of

7).

o

Any

special

markings

indicated

on

the

SPWS.

As

stated,

the

SPWS

should

contain

special

packing

and

marking

instructions.

This

point

requires

some

elaboration.

There

are

two

basic

DoD

pub-

lications

from

which

guidance

for

thes

e

actions

is

derived:

The

Packaging

Requirement

Code

(MILSTD

726)

and

the

Military

Standard

Marking

and

Storage

Publication

(MILSTD

129C).

Some

of

these

instructions

are

supplemented

and

amplified

by

publications

of

individual

services

and

govern-

ment

regulatory

bodies.

They

specify

such

things

as:

o

Special

packaging

required

for

specific

com-

modities.

o

Special

packaging

required

because

of

over-

seas

destination

-

regardless

of

commodity.

o

Minimum

data

to

be

included

in

marking

con-

tainers

(as

listed

above).

17

o

Method

of

applying

markings

(labeling.

stenciling).

o

Special

markings

to

indicate

hazardous

or

classified

material

(explosive.

radioactive).

o

Markings

to

indicate

special

handling

requirements.

Most

material

requires

no

special

packaging

or

marking

and

is

packed

and

labeled

routinely.

Where

an

item

does

require

special

actions

by

packing

personnel.

these

instructions

should

be

extracted

from

the

master

item

record

during

the

shipment

planning

operation

and

noted

on

the

SPWS.

Most

of

these

instructions.

which

apply

not

to

a

particular

item

in

the

stock

catalog

but

to

whole

class

es

of

material.

can

be

coded

in

a

readily

interpreted

form

for

display

on

the

work-

sheet.

After

the

material

has

been

physically

readied

for

shipment.

certain

variable

information

must

be

noted

on

the

SPWS

to

indicate

actual

shipment

unit

characteristics.

so

that

movement

documents

may

be

prepared.

This

data

includes:

18

o

Number

of

containers

for

each

line

item.

o

Actual

weight

and

cube

of

each

line

item.

o

Change

in

the

normal

freight

class

rating

for

any

line

item

for

which

a

change

is

necessary.

o

Dimensions

of

the

largest

container

in

the

shipment

unit.

o

Total

weight

and

cube

of

the

entire

shipment

unit.

o

Total

number

of

containers

in

the

entire

shipment

unit.

The

fact

that

an

item

can

be

shipped

at

other

than

its

normal

class

rate

indicated

on

the

SPWS

is

discussed

under

"freight

rating"

later

in

this

section.

When

these

operations

are

completed.

copies

of

each

R/RD

are

placed

in

a

standard

envelope

affixed

to

the

number

one

container

of

the

ship-

ment

unit.

The

containers

then

are

spotted

on

the

shipping

floor

to

await

carrier

pickup.

and

the

SPWS

is

marked

with

this

location.

Copies

of

the

annotated

SPWS

and

each

R/RD

are

forwarded

to

transportation

personnel.

Additional

copies

are

placed

in

a

"completed"

file

at

the

warehouse

document

control

desk

or

forwarded

to

a

central

records

department.

Summary

From

the

foregoing,

several

things

should

be

evident:

1.

Most

file

maintenance

changes

to

locator

records

are

originated

by

warehouse

per-

sonnel

in

performing

custody

work

and

in

receiving

and

issue

operations.

2.

To

perform

almost

any

type

of

warehouse

activity.

the

locator

file

must

be

called

upon

to

rapidly

provide

accurate

item

locations.

3.

With

the

heavy

volumes

and

many

kinds

of

transactions.

and

the

requirements

to

main-

tain

current

and

complete

data

and

to

re-

spond

to

inquiries,

a

highly

efficient

auto-

mated

data

processing

system

may

be

profitably

used.

4.

Dissemination

and

feedback

of

data

between

a

central

reservoir

of

information

(locator

files)

and

personnel

at

many

remote

points

(warehousemen)

requires

an

efficient.

tightly

controlled

communication

and

recording

sys-

tern,

whose

effectiveness

determines

the

re-

liability

of

location

information.

and

therefore

has

a

strong

impact

on

the

speed

and

effi-

ciency

of

all

warehouse

operations.

Transportation

The

depot

transportation

department

is

respon-

sible

for

arranging

adequate

transportation

for

on-time

delivery

and

for

determining

routes

and

shipping

charges.

It

also

prepares

required

docu-

mentation

to

ship

outgoing

material

and

arranges

"spotting"

of

incoming

shipments.

Transportation

shipping

operations

are

discussed

here

under

five

headings:

o

Pre-planning

actions.

o

Receipt

of

warehouse

documents.

o

General

discussion

of

rating

and

routing.

o

Rating

and

routing

at

the

storage

depot.

o

Document

preparation

and

distribution.

Because

of

their

relative

simplicity,

Parcel

Post

shipments

will

not

be

considered.

This

material

is

shipped

with

its

R/RD

immediately

after

pick-

ing,

and

requires

no

additional

documentation.

Pre

-

Planning

When

SPWS

s

are

released

initially

by

shipment

planning,

a

copy

of

each

is

forwarded

to

the

trans-

portation

department.

These

are

reviewed

and,

while

material

is

being

readied

for

shipment

in

the

warehouses,

the

following

actions

are

taken:

1.

A

MILSTAMP

Transportation

Account

Code

is

assigned

to

each

shipment

unit.

2.

A

tentative

determination

of

mode

of

ship-

ment

(rail,

air,

truck,

etc

...

)

is

made

by

analyzing

shipment

unit

characteristics

(priority,

fr

eight

classifications,

approxi-

mate

weight

and

cube).

3.

Estimated

transportation

requirements

for

each

shipping

date

also

may

be

developed.

4.

Release

and

clearance

actions

are

taken

as

necessary.

5.

The

SPWS

is

filed

pending

notification

that

the

material

has

been

prepared

for

shipment.

A

depot

must

apply

to

the

Defense

Traffic

Manage-

ment

Service

(DTMS)

for

releasing

or

routing

in-

structions

for

shipments

which

exceed

~

0,

000

pounds,

are

out-sized,

or

require

special

handling

(e.g.,

explosives).

The

depot

provides

DTMS

basic

TCMD

data

plus

certain

amplifying

information

for

each

shipment

unit

for

which

clearance

is

re-

quired.

The

reply

from

DTMS

specifies

the

mode

of

transportation

to

be

used

and

routing

instruc-

tions'

including

military

transshipment

terminals

to

which

the

material

is

to

be

sent.

This

informa-

tion

is

noted

on

the

SPWS.

When

a

shipment

unit

does

not

require

releasing

but

will

be

routed

through

a

military

air

or

water

terminal,

the

depot

must

obtain

clearance.

Clear-

ance

is

requested

by

submitting

a

standard

TCMD

to

the

Terminal

Clearing

Authority

(TCA)

with

jurisdiction

over

the

applicable

terminal.

The

TCA,

knowing

the

transportation

capability

of

each

terminal,

may

return

a

MILSTAMP

"challenge"

document

to

the

depot,

denying

the

request

and

specifying

an

alternate

terminal.

If

no

challenge

is

received

within

a

prescribed

time,

the

depot

routes

the

shipment

as

originally

planned.

This

initial

routing

plan

was

developed

in

Shipment

Planning

which

indicated

on

the

SPWS

the

termi-

nals

(POE

/POD)

through

which

shipments

to

the

consignee

normally

are

routed.

If

this

routing

is

changed,

it

is

noted

on

the

SPWS,

and

packing

personnel

are

notified

so

that

they

may

properly

label

containers.

19

Receipt

of

Warehouse

Documentation

When

each

shipment

unit

is

ready

for

shipment,

the

warehous

e

forwards

an

annotated

copy

of

its

SPWS

to

the

transportation

department

(see

PACKING).

This

is

matched

with

the

copy

already

on

file.

At

that

point,

transportation

personnel

will

attempt

to

consolidate

this

shipment

unit

with

others

ready

for

movement

to

the

same

destina-

tion.

For

instance,

several

shipment

units

for

one

ultimate

consignee

might

be

ready

for

shipment

on

the

same

day,

or

perhaps

shipments

for

sev-

eral

different

consignees,

all

initially

bound

for

the

same

POE,

are

ready

for

shipment

together.

Just

as

individual

line

items

were

earlier

com-

bined

into

shipment

units,

these

now

are

grouped

into

larger

"transportation

units"

whenever

pos-

sible

(NOTE:

although

shipment

units

may

be

so

combined,

each

shipment

unit

retains

its

identity).

The

SPWS

s

for

the

transportation

unit

then

are

given

to

a

rate

clerk

who

will

rate

and

route

the

shipment.

He

determines

the

mode

of

transporta-

tion

and

estimates

the

cost

of

this

service

based

on

the

characteristics

and

destination

of

the

material.

Before

examining

rating

and

routing

at

a

storage

depot,

a

discussion

of

these

complex

functions

in

general

terms

may

be

helpful.

General

Rating

and

Routing

Although

there

are

other

methods

of

transporting

material,

this

discussion

is

restricted

to

common

carrier

truck

and

railroad.

For

truck

shipments

there

are

two

general

types

of

rates:

Class

and

commodity.

Class

Rates

(Truck)

- A

class

rate

is

one

which

applies

not

to

a

specific

item,

but

to

a

class

or

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

con-

sultation,

in

which

warehouse

management

deter-

mines

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

re-

turned

to

shipment

planning

for

processing

and

document

preparation.

This

comprehensive

planning

system

is

an

ex-

tremely

powerful

tool

in

the

hands

of

a

manage-

ment

team,

allowing

them

to

do

such

things

as:

o

Smooth-out

a

peak

workload

over

several

days.

o

Assist

in

improving

consolidation

by

accepting

work

earlier

than

scheduled,

when

they

are

capable

of

handling

it.

o

Determine,

in

advanc

e,

the

most

efficient

distribution

of

personnel

between

work

centers

where

the

projected

workload

will

occur.

o

Assign

personnel

in

advance

to

perform

planned

custody

work,

rather

than

waiting

to

see

how

much

excess

manpower

is

available.

o

Exercise,

to

a

limited

extent,

control

over

the

number

of

documents

circu-

lating

in

the

warehouse

at

any

given

time.

(It

appears

inappropriate

to

prepare

pick-

ing

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

num-

ber

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.

o

For

Transportation

-

Shipment

Unit

Con-

trol

Cards,

GBL

Line

Entry

Cards.

35

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

pre-

pared

by

shipment

planning

are,

in

effect,

instruc-

tions

which

warehousemen

use

in

preparing

ma-

terial

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:

36

o

Providing

a

summary

of

the

impending

workload

to

facilitate

advance

planning,

(allocation

of

work

gangs,

etc.)

as

dis-

cussed

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.

o

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.

o

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

reser-

voir

of

information

maintained

for

the

use

of

personnel

distributed

throughout

the

warehouse

area.

o

Warehousemen

require

access

to

location

data

to

perform

almost

every

type

of

operation--receiving,

issue,

and

custody

work.

o

Poor

reliability

and

slow

response

from

the

file

have

a

very

detrimental

affect

on

warehouse

operations.

o

Changes

to

locator

file

data

are

continu-

ously

being

generated

by

warehouse

per-

sonnel'

but

there

are

often

considerable

delays

in

communicating

and

recording

this

information.

Thus,

since

the

Warehousing

Division

is

com-

pletely

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.

o

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

capac-

ity

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,

pick-

ing

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

com-

munications

between

picking

and

assembly

personnel

is

facilitated.

o

All

items

coming

from

bin

storage

are

designated

by

asterisks

for

the

conven-

ience

of

assembly.

Line

items

4

and

5

represent

a

"split"

MRO

coming

partially

from

bin

and

partially

from

bulk

storage.

o

Freight

class

rating

codes

are

displayed

and

sequenced

to

assist

in

overpacking

decisions.

o

The

form

serves

as

a

uniform

medium

for

Packing

to

record

package

numbers

and

actual

shipment

unit

characteristics

for

transportation.

o

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

Plan-

ning.

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

Transporta-

tion,

using

another

Shipment

Unit

Control

Card.)

Changes

may

be

made

in

the

pre-

planned

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.

37

w

00

Figure

7

Sample

Shipment

Planning

Work

Sheet

FROM:

TO:

TRANSPORTATION

OFFICER

USA

.ARMOR

&

ARTY

FIRING

CTR

FT

STEWART

GEORGIA

ROD:

3123

TeN:

il33

0433

0930001

W/H

L/I

DOCUMENT

NUMBER

STOCK

NUMB

ER

ITEM

NO.

S I

REQN'RI

DATEFERIAL

FSCI

FIIN IADD'L DESCRIPTION

506

*<)01

il33

0433

093

0002

65052998599

T9ISULF

505

002

il3304330930003

65055317757

CHIDRPH

505

003

il3304330940004

65051607400

PROCAINE

506

*<)04

il33

0433

0940007 65252988088

FIXER

P

505

005

.A3304330940007

65252988088

FIXER

P

506

*<)06

.A33

0433

0950003

65056855167

VITllMINS

506

007

il33

0433

0950026

65202999676

IMPRESS

506

008

.A3304330940002

65102002185

BAND

COMP

506

*<)09

.A33

0433093

0001

65307841250

COVER

L

505

010

.A33

0433

0950006

65158172276

NEEDLE

*

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ITEMS

I

PAGE

1 OF 1

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I

REMARKS:

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4.

Locator

System:

Through

remote

terminals

located

at

key

points

in

the

warehous

e

area.

warehouse

personnel

are

provided

with

direct

access

to

storage

location

records.

The

principal

advantages

of

this

system

for

issue

and

custody

work

are:

o

Immediate

response

to

inquiries.

o

File

maintenance

is

performed

as

changes

occur;

the

speed

of

this

operation

insures

the

availability

of

current

location

data.

o

Files

are

updated

by

a

single

transcription

of

data

through

a

remote

keyboard.

o

Transcription

accuracy

is

assured

through

printback

of

change

data

at

the

recording

terminal.

The

randomly

accessible

locator

records

may

be

used

in

other

ways.

such

as

in

assisting

man-

agement

to

more

productively

utilize

available

warehouse

space.

Periodic

printouts

showing

each

item

and

its

storage

locations

will

indicate

those

items

which

are

unnecessarily

occupying

multiple

storage

locations.

This

listing

may

be

used

as

a

guide

to

plan

rewarehousing.

39

TRANSPORTATION

Considerations

The

depot

Transportation

Department

begins

planning

for

movement

of

material

at

the

time

shipment

planning

documents

are

released

to

the

warehouse,

and

its

actions

are

not

culminated

until

the

shipment

leaves

the

depot.

In

the

interim,

Transportation

must:

o

Know

shipment

unit

characteristics

to

ob-

tain

release

and

clearance,

when

required,

and

to

plan

the

best

possible

movement

of

material

from

the

depot.

o

Compute

estimated

transportation

charges

for

each

shipment

unit.

o

Arrange

for

carrier

pick-up

of

each

ship-

ment

unit.

o

Prepare

shipment

movement

documents.

o

Provide

shipment

planning

with

positive

proof

of

shipment

to

update

status

records

and

inform

the

ICP

of

the

shipment

date

of

each

MRO.

System

Highlights

40

1.

Shipment

Planning

Worksheet:

The

sample

SPWS

in

figure

7

comprehensively

displays

data

which

is

required

by

the

Transportation

Division:

o

All

shipment

unit

characteristics

neces-

sary

for

obtaining

release

or

clearance

are

shown.

These

actions

may

be

com-

pleted

while

the

material

is

being

pre-

pared

in

the

warehouse.

o

Basic

LTL

and

FAK

tariff

information

have

been

extracted

from

the

consignee

master

record;

the

minimum

shipping

charge

is

also

shown.

o

LTL

shipping

costs

have

been

computed

for

each

line

item

based

on

the

estimated

weight

prior

to

packing.

These

may

re-

quire

adjustment

when

actual

shipping

weights

become

known.

o

Using

data

shown

on

the

advance

copy

of

the

SPWS,

mode

of

shipment

may

be

tentatively

assigned;

the

rate

clerk

can

also

determine

whether

standard

class

rates

will

be

used

or

whether

more

favorable

options

can

be

applied

(e.g.,

FAK

or

commodity

rates).

o

Handwritten

entries

on

the

far

right

side

of

the

form

(entered

subsequent

to

pack-

ing)

show

packaging

data

and

actual

weight

and

cube

for

each

line

item.

Based

on

this

data,

actual

LTL

shipping

charges

may

be

readily

computed

without

additional

research.

o

The

form

is

a

convenient

medium

for

recording

final

shipment

data

such

as

GBL

number,

carrier

code,

data

of

shipment,

etc.

By

displaying

rate

data

we

are

not

attempting

to

provide

a

total

solution

to

the

rating

problem.

Rating,

as

it

presently

exists,

is

far

too

difficult

a

task

to

develop

a

generalized

solution

encom-

passing

all

tariff

provisions

and

commodity

rate

options.

However,

since

the

majority

of

shipments

are

made

by

truck

at

standard

LTL

class

rates,

rate

clerks

need

only

look

for

possible

exceptions.

Providing

them

with

LTL

data

drastically

reduces

the

amount

of

manual

research

which

they

would

otherwis

e

have

to

perform.

2.

GBL

Line

Entry

Cards:

These

partially

pre-punched

cards

are

received

from

Ship-

ment

Planning

along

with

each

advance

SPWS.

One

card

is

received

for

each

probable

GBL

entry.

(When

class

rates

are

used,

all

FSC

items

having

the

same

NMFC

or

UFC

and

class

rating-code

appear

as

a

single

entry

on

the

GBL).

As

an

example,

four

cards

would

be

punched

for

the

shipment

unit

de-

scribed

in

figure

7:

one

card

covering

the

first

seven

line

items,

and

separate

cards

for

each

of

the

last

three

items.

When

the

annotated

SPWS

is

received

from

the

ware-

house:

o

The

transport

mode

is

determined

and

rates

are

computed

if

different

from

those

shown

on

the

SPWS.

o

Mode

of

shipment,

total

pieces,

weight

and

cube

are

punched

into

the

GBL

line

entry

card.

o

These

cards

are

then

used,

along

with

other

types

of

master

cards,

to

prepare

the

GBL;

simultaneously,

required

MILSTAMP

documents

(TCMD

and

In-

transit

Data

Card)

are

produced

and

historical

tape

records

are

generated.

3.

Shipment

Unit

Control

Cards:

One

of

these

cards

is

received

with

each

SPWS

from

ship-

ment

planning.

When

material

is

ready

for

shipment,

the

Transportation

Division

punches

variable

data

into

the

card

and

uses

it:

o

In

preparing

the

GBL.

o

As

a

feedback

document

for

Shipment

Planning.

It

serves

as

positive

notifi-

cation

that

shipment

has

occurred.

41

ANALYSIS

AND

CONTROL

Considerations

In

addition

to

its

uses

the

physical

move-

ment

of

stock,

a

depot

data

processing

system

must

be

capable

of

performing

the

following

functions:

o

Monitor

the

progress

of

each

MRO

being

pro-

cessed

by

the

depot

to

assure

timely

per-

formance

of

issue

functions.

o

Respond

to

MILSTRIP

and

MILSTAMP

re-

porting

requirements

including

dispatch

to

the

ICP

of

an

MRC

or

MRD

for

each

MRO.

o

Maintain

historical

activity

records

for

response

to

MILSTRIP

and

MILSTAMP

tracing

actions

and

for

evaluation

of

the

performance

of

each

depot

organization

and

each

transportation

company.

System

Highlights

In

the

system

described

here,

four

files

are

used

for

monitoring

and

control:

42

1.

Unshipped

MROs

- a

record

is

created

in

this

file

for

each

MRO

immediately

upon

receipt.

When

the

MRO

is

released

to

the

warehouse

its

record

is

"tagged"

to

indicate

that

processing

has

begun.

The

record

re-

mains

in

the

file

until

either

shipment

is

made

or,

in

the

case

of

a

stock-out

condition,

until

an

MRD

is

sent

to

the

ICP.

The

file

is

a

source

of

information

for

responding

to

MILS

TRIP

status

inquiries

prior

to

shipment.

2.

In

Process

In

Warehouse

-

as

each

MRO

is

released

to

the

warehouse

by

Shipment

Plan-

ning,

its

corresponding

record

is

added

to

this

file.

These

records,

sequenced

by

serial

line

item

number

(shown

on

SPWS)

and

TCN,

remain

in

the

file

until

a

Shipment

Unit

Control

Card

and

associated

Line

Item

Change

Cards,

if

any,

are

received

from

the

warehouse.

At

that

time:

(a)

records

for

which

Line

Items

Change

Cards

have

been

submitted

are

altered;

an

MRD

is

punched

for

any

item

on

which

the

quantity

being

shipped

is

less

than

the

quantity

ordered;

(b)

all

MRO

records

matching

the

TCN

in

the

SUCC

are

transferred

into

the

In

Proc-

ess

In

Transportation

File,

unless

a

Line

Item

Change

Card

indicates

that

an

item

has

been

deleted

from

the

preplanned

ship-

ment

unit;

(c)

a

daily

exception

report

is

prepared

displaying

those

shipment

units

which

have

not

been

reported

as

completed

by

their

RBD.

3.

In

Process

in

Transportation

-

contains

a

record

for

each

MRO

which

is

physically

ready

for

shipment

and

for

which

movement

documents

are

being

prepared.

When

a

shipment

is

made,

the

corresponding

SUCC

is

forwarded

by

the

Transportation

Depart-

ment

to

Shipment

Planning

and:

(a)

"split"

MRO

records

(items

picked

from

both

bin

and

bulk

storage)

are

combined

into

a

single

record

on

the

basis

of

their

common

Requi-

sition

Number;

(b)

an

MRC

is

punched

for

each

MRO;

(c)

each

MRO

record

is

trans-

ferred

to

a

Shipped

File,

and

the

matching

record

originally

recorded

in

the

Unshipped

MROs

File

is

deleted;

(d)

a

daily

exception

report

is

produced

indicating

those

shipment

units

which

have

not

been

shipped

by

their

required

shipping

data.

4.

Shipped

File:

contains

an

abbreviated

record

for

each

MRO

shipped

from

the

depot.

This

file

may

be

used

for

a

wide

variety

of

analyses

and

is

also

the

source

of

information

for

re-

sponding

to

MILSTAMP

status

inquiries.

This

overall

system

is

a

powerful

management

tool

providing

data

to

exercise

positive

control

over

each

MRO.

The

system

insures

that

each

MRO

received

is

actually

processed

and,

through

the

medium

of

timely

"late"

reports,

permits

ex-

pediting

action

to

PREVENT

delayed

shipment.

Data

required

for

depot

performance

analyses

is

generated

as

a

by-product

of

the

monitoring

system.

Another

type

of

analysis

is

concerned

with

Intransit

Data

Cards.

When

received

from

consignees,

these

cards

are

processed

against

the

Bill

of

Lading

Statistical

File,

TCN

being

the

common

field,

to

prepare

Transit

Time

analyses

by

carrier

name

and

destination.

FLOW

CHARTS

To

show

how

automatic

data

processing

equip-

ment

can

be

used

to

meet

DoD

storage

depot

data

processing

requirements,

flow

charts

incorpo-

rating

major

procedural

steps

have

been

prepared.

These

do

not

necessarily

represent

the

only

pos-

sible

systems

design

to

meet

the

requirements.

However,

these

charted

procedures

are

based

upon

intensive

studies

of

DoD

procedures

and

regula-

tions

and

upon

numerous

discussions

with

per-

sonnel

responsible

for

depot

material

handling

operations.

Naturally,

the

sequence

and

arrange-

ment

of

processing

steps

are

dictated

by

local

depot

requirements.

The

system

design

covers

ten

data

processing

applications:

o

Receipt

Planning

-

MILSTAMP

Shipments

Units.

o

Depot

Receiving

-

Line

Items.

o

Order

Receipt,

Scheduling

and

Receiving

-

Routine

MROs.

o

Shipment

Planning

Documentation

-

Routine

MROs.

o

Warehousing

Operations

-

All

MROs.

o

Transportation

Operations

-

All

MROs.

o

Analysis

and

Control

-

Routine

MROs.

o

Analysis

and

Control

-

All

MROs.

o

High

Priority

Proc

es

sing.

o

High

Priority

Analysis

and

Control.

Each

application

is

described

textually

in

num-

bered

steps

and

illustrated

by

a

standard

systems

design

flow

chart

keyed

to

the

text.

Manual

op-

erations"

are

included

where

necessary

to

show

the

full

sequence

of

data

flow.

Additional

references,

keyed

in

the

flow

charts

thus

0

are

included

in

the

Appendix

starting

on

page

64.

These

refer

to

the

detail

of

input/output

documents

and

record

contents

which

are

pertinent

to

the

step

represented

by

the

flow

chart

symbol.

This

detail

is

arranged

in

the

Appendix

in

the

same

order

in

which

it

first

appears

in

the

text

and

flow

charts.

43

Receipt

Planning

-

MILSTAMP

Shipment

Units

CD

o

CD

44

DoD

Regulations

state

that

effective

1

Octo-

ber

1964

shipments

sent

to

a

depot

must

be

preceded

by

a

TCMD

for

each

shipment

unit

(S IU).

The

TCMDs

will

be

held

for

daily

process-

ing.

(Almost

all

shipments

being

sent

to

the

depot

are

routine

priority).

The

day

due

at

the

depot

is

computed

from

the

shipping

date

and

ETA

on

the

TCMD,

and

is

included

on

the

New

S

IUs

Due

file.

The

New

S/Us

Due

file

is

sorted

into

TCN

within

priority

group

sequence.

The

TCMD

cards

are

forwarded

to

the

depot

receiving

area

and

are

put

in

a

s/Us

Due

Card

file

in

TCN

within

priority

group

sequence.

When

the

material

is

received

the

TCN

is

determined,

and

the

TCMD

is

pulled

from

the

S

Iu

Due

Card

file

to

signify

receipt

of

the

S

Iu

at

the

depot.

If

a

MILSTAMP

Instransit

Data

Card

(IDC)

®

accompanied

the

shipment,

the

date

offered

for

delivery

is

punched

into

the

IDC,

and

it

is

transmitted

to

the

shipper

of

the

material

who

will

use

it

for

various

analyses

and

studies.

The

S

IUs

Received

cards,

the

New

S

IUs

Due

file

and

the

Due

file,

all

in

TCN

within

IPG

sequence,

are

used

to

create

an

updated

S

IUs

Due

file.

If

the

S

Iu

is

over-

due,

a

Status

Request

card

and

a

listing

of

late

S

IUs

are

prepared.

The

s/Us

File

is

sorted

into

whatever

se-

quences

are

required

for

receipt

planning.

Two

examples

are:

(a)

TCN,

within

day

due,

within

commodity,

within

transportation

mode,

and

(b)

TCN

within

day

due

within

mode

within

commodity

code.

A

report

of

S

IUs

due

by

mode

is

helpful

to

the

depot

receiving

manager

in

the

assign-

ment

of

his

material

handling

personnel

ac-

cording

to

the

pending

workload

for

each

mode.

A

report

of

S

IUs

due

by

commodity

code

aids

each

warehouse

manager

in

plan-

ning

his

assignment

of

personnel

to

each

warehouse

to

receive

and

store

the

S

IUs

due.

Receipt

Planning

-

MILSTAMP

Shipment

Units

45

Depot

Receiving

-

Line

Items

®

46

The

procurement

agency

or

other

DoD

ship-

ping

activity

that

initiates

a

shipment

of

material

(new,

returned

or

transferred)

is

required

to

send

to

the

depot

an

advance

notice

that

identifies

each

line

item

in

the

shipment.

A

Receipt

Due

-in

Card

is

key

punched

and

verified

for

each

line

item

being

shipped

to

the

depot.

The

Receipt

Due-in

Cards

are

checked

against

the

Master

Item

and

Locator

Rec-

ords

to

assure

that

a

record

exists

for

each

item

due.

If

no

Master

Item

Record

exists

for

the

FSN

or

manufacturer's

stock

number,

an

exception

listing

is

produced.

The

Receipt

Due-in

Cards

are

sorted

into

document

number

sequence

and

filed

at

the

depot

receiving

area

awaiting

the

material.

Invalid

FSNs

are

researched

to

determine

correct

coding

and

the

corrections

are

made

to

the

Receipts-Due

File.

If

a

valid

FSN

(e.g.

a

new

item),

is

on

the

exception

listing,

the

data

necessary

to

es-

tablish

a

Master

Item

and

Locator

Record

is

gathered

and

added

to

the

Master

Item

File

prior

to

the

receipt

of

the

material.

Upon

receipt

of

the

material

and

receiving

documents,

each

item

is

identified

and

the

quantity

received

is

determined.

If

the

items

in

the

shipment

were

in

the

Receipts

-Due

File,

the

quantity

received

and

date

of

receipt

are

punched

into

the

Receipts

Due

Card.

If

the

item

did

not

have

a

card

in

the

Re-

ceipts

-Due

File

an

investigation

is

made

to

determine

the

source

of

the

receipt

and

the

necessary

material

receipt

data.

The

data

is

key

punched

and

verified

into

Material

Receipt

Card

format.

®

The

Material

Receipt

Card

is

placed

in

a

terminal

at

the

receiving

area

and

the

Master

Item

and

Locator

Record

is

assessed

to

ob-

tain

current

location

data

and

inspection

re-

quirements.

These

are

punched.

at

the

ter-

minal.

into

a

card

which

accompanies

the

material

to

the

detailed

inspection

opera-

tions

and

to

storage.

The

Material

Receipt

Card

is

transmitted

to

the

ICP

having

con-

trol

over

the

item.

When

the

material

is

placed

into

storage.

the

warehouseman

notes

the

actual

storage

location

on

the

Storage

Card.

The

Storage

Card

is

entered

into

a

terminal

at

the

warehouse

and

the

actual

location

is

keyed

in

to

update

the

Master

Item

and

Lo-

cator

Record

and

to

serve

as

a

proof

of

storage

of

the

received

item.

Depot

Receiving

-

Line

Items

47

Order

Receipt.

Scheduling

and

Releasing

-

Routine

MROs

48

MROs

are

received

at

the

depot

by

m<:til.

phone.

teletype

or

transceiver

in

either

manual

or

punched

card

format.

Manual

MROs

are

converted

to

punched

card

(1348m)

for

internal

depot

processing.

High

priority

MROs

(IPG

1

or

2)

are

sepa-

rated

for

periodic

processing

during

the

day

(e.g.

every

2-3

hours).

Routine

MROs

(IPG

3

or

4)

are

held

for

processing

during

a

daily

run.

During

the

daily

run.

the

date

received

(normally

to-

day's

date)

is

entered

into

the

system

and

the

MRO

is

scheduled

through

the

depot;

the

date

received

and

the

IPG

of

the

MRO

determine

the

required

shipping

date

(RSD)

and.

know-

ing

the

RSD.

the

required

processing

date

(RPD)

and

ready-by-date

(RBD)

can

be

cal-

culated.

The

quantity

to

be

picked

from

bulk

and/or

bin

storage

is

calculated

from

the

order

ed

quantity

and

data

on

the

Master

Item

record;

the

warehouse

section

in

which

the

picking

is

to

be

accomplished

is

also

in-

cluded

in

the

Pending

Workload

record.

If

one

MRO

requires

picking

from

both

bulk

and

bin

storage.

two

records

are

created

for

the

pending

file.

The

MRO

is

edited

for

validity

and

completeness

and

a

check

is

made

to

ins

ure

that

the

item

ordered

has

a

storage

location

assigned

in

the

Master

Item

file.

MROs

with

additional

remarks

(E

or

5

in

col.

3).

while

included

in

the

Pending

MRO

file.

are

also

forwarded

to

the

document

dis-

tribution

section

so

that

the

additional

re-

marks

will

be

available

to

Warehousing

and/

or

Transportation.

as

appropriate.

Invalid.

incomplete

or

rejected

MROs.

along

with

a

machine

listing

showing

the

reason

for

their

refusal.

are

forwarded

to

an

administrative

review

section

for

action

and

follow-up.

The

new

pending

MROs

are

sorted

into

re-

quired

processing

date

within

consignee

sequence

and

then

merged

with

the

pending

workload

from

Tomorrow's

date

(the

day)

is

en-

tered

into

the

machine.

All

Pending

MROs

are

used

to

accumulate

workloads

on

the

disk.

by

warehouse

section.

for

the

Workload

Planning

Report.

MROs

which

have

tomor-

row's

required

processing

date

must

be

re-

leased

today

because

they

are

tomorrow's

required

work

for

the

warehouse;

MROs

with

RPDs

other

than

tomorrow's.

are

tomorrow's

optional

work

for

the

warehouse.

If

the

ware-

house

management

elects

to

accept

some

of

CD

the

optional

work.

it

is

desirable.

from

a

trans-

portation

standpoint,

that

the

optional

work

be

taken

from

those

consignees

who

are

already

included

in

tomorrow's

required

work.

This

data

is

accumulated

on

the

disk.

After

all

MROs

have

been

used

to

update

the

disk,

a

Workload

Planning

Report,

with

Workload

cards

for

each

warehouse

section

is

produced.

The

Workload

Selection

Cards

and

Planning

Document

show

for

each

warehouse

section:

required

workload,

total

optional

workload

by

day,

and

the

desired

portion

of

each

day's

optional

workload.

Warehouse

management

selects

optional

work

by

indicating

on

the

report

the

number

of

additional

line

items

desired

for

each

warehouse

section.

This

information

is

written

on

the

selection

cards

and

then

punched

into

these

cards.

Warehousing

man-

agement

then

assigns

available

personnel

to

each

warehouse

section

according

to

the

manpower

needs

indicated

on

the

report.

The

Selected

Workload

cards

are

used

to

reflect

on

the

disk

selected

optional

work

in

terms

of

line

items.

After

the

disk

has

been

updated.

all

Pending

MROs

are

processed

through

the

machine

and

the

following

is

accomplished:

a.

MROs

with

tomorrow's

RPD

are

written

on

the

Released

Workload

file.

b.

MROs

with

other

RPDs

are

checked

against

the

warehouse

section

disk

rec-

ord;

if

the

RPD

has

a

need

for

additional

line

items,

"one"

is

subtracted

from

this

figure

and

the

MRO

is

released;

if

addi-

tional

line

items

are

not

required.

the

MRO

is

written

on

the

new

Pending

MRO

file.

NOTE:

MROs

that

have

been

split

into

two

pending

records.

one

for

bulk

picking

and

one

for

bin

picking

are

never

released

as

optional

work;

both

portions

are

always

released

on

their

RPD

to

ins

ure

that

they

are

shipped

together.

The

released

workload

is

sorted

into

FSN

sequence

for

further

processing.

Order

Receipt,

Scheduling

and

Releasing

-

Routine

MROs

49

Shipment

Planning

Documentation

-

Routine

MROs

50

The

released

MROs,

in

FSN

sequence,

are

processed

against

the

Master

Item

file

and

the

following

operations

are

performed:

a)

Current

location

data

is

retrieved,

b)

master

storage

and

transportation

data

is

extracted

and

c)

need

for

bin

replenishment

to

satisfy

the

bin

picking

quantities

while

maintaining

maximum

bin

stock

levels

is

determined.

If

no

location

now

exists

for

an

item,

the

MRO

is

rejected

and

a

machine

listing

and

punched

MROs

are

produced.

Bin

Replenishment

cards

are

punched

and

sent

to

the

bulk

storage

ware-

house

for

picking

and

transfer

to

the

bin

storage

area.

Bin

replenishment

operations

precede

order

selection

so

that

adequate

bin

stock

will

be

on

hand,

thus

reducing

picking

delays

which

might

be

caused

by

bin

stock-

outs.

The

released

workload

with

the

master

stor-

age

and

transportation

data

is

sorted

for

consolidation

into

shipment

units

(S

IU).

The

criteria

for

consolidation

as

required

by

Milstamp

consist

of

(major

to

minor):

trans-

portation

priority

group,

project

code,

com-

patibility

and

consignee.

Other

criteria

such

as

depot

area,

commodity

manager,

NMFC

and

less

-load

class

rating

are

included

in

this

sort,

if

desired

by

the

depot.

A

Shipment

Unit

Summary

File

is

developed,

and

the

TCN

for

the

S/u

is

assigned

by

tak-

ing

the

requisition

number

of

the

line

item

requiring

the

earliest

delivery

date.

(If

an

internal

order

number

is

given

to

each

S/u

to

simplify

intra-depot

communications

it

is

also

assigned

at

this

time.)

Estimated

totals

of

pieces,

weight

and

cube

are

accumulated.

The

released

MROs

in

S

Iu

sequence,

the

S

lu

summaries

and

the

Consignee

Master

File

are

used

to:

a.

Determine

if

the

S

lu

can

be

shipped

parcel

post.

b.

Print

Shipment

Planning

Work

Sheets

(SPWS)

for

each

freight

S/u

for

use

by

assembling,

packing

and

transportation.

CD

c.

Punch

S/u

Control

Cards

for

Warehousing

and

Transportation

on

freight

S/Us.

(The

S

Iu

Control

Card

will

later

be

used

to

reflect

the

transfer

of

the

S/u

from

Ware-

housing

to

Transportation

and

from

Trans-

portation

to

the

Shipped

File.)

d.

Punch

B/L

Line

Entry

Cards

for

use

by

Transportation

in

automatically

prepar-

ing

B

IL

Continuation

Sheets

for

freight

s/Us.

e.

Create

a

file

of

line

item

data

for

each

freight

S

Iu

MRO.

f.

Create

a

file

of

line

item

data

for

each

Parcel

Post

S

Iu

MRO.

Both

the

Freight

and

Parcel

Post

line

item

data

files

also

contain

consignee

and

trans-

shipment

address

codes

which

will

be

used

to

obtain

in-the-clear

addresses

from

the

Shipping

Address

Master

files;

the

in-the-

clear

addresses

will

appear

on

the

label

stencils.

Each

line

item

in

every

S

Iu

(both

freight

and

parcel

post)

will

be

assigned

a

sequential

line

item

number

within

its

TCN

for

internal

control.

The

Freight

S/u

MRO

file

and

the

Shipping

Address

Master

file

are

used

to

produce

label

stencils

for

each

S/u.

The

Freight

S/u

MRO

file

is

sorted

into

warehouse

picking

sequence

prior

to

pre-

paring

the

picking

documents;

a

typical

pick-

ing

sequence

is:

slot,

within

TCN,

within

section,

within

warehouse.

Freight

S

Iu

MROs

in

picking

sequence

are

used

to

prepare

the

picking

document,

the

Release

Receipt

Document

(RRD)

1348-l.

o

The

Parcel

Post

S

lu

MROs

are

used

to

pro-

duce

a

parcel

post

listing,

grouping

MROs

being

shipped

under

one

TCN

for

use

by

assembly

and

packing,

and

a S

lu

Control

Card

for

Warehousing

on

each

parcel

post

S/u.

0.®.®

For

parcel

post

S/Us,

these

steps

are

identical

to

steps

1'5",

f6\

and

f7\

for

freight

S/Us.

\::J

\V

\.!...)

Shipment

Planning

Documentation

-

Routine

MROs

51

Warehousing

Operations

-

All

MROs

52

All

picking,

assembly,

packing,

labeling,

transportation

and

control

documents

are

sent

to

a

document

distribution

section

for

dissemination

to

the

appropriate

Warehouse

or

Transportation

operational

group.

If

one

of

the

released

RRD

s

has

an

E

or

5

in

col-

umn

3,

the

original

MRO,

which

contains

the

additional

remarks

is

retrieved

and

for-

warded

to

the

operational

group

that

re-

quir

es

this

information.

On

freight

S/Us,

an

advance

copy

of

a

SPWS,

a S

/U

control

card

and

B

IL

Line

Entry

cards

are

forwarded

to

a

transportation

preplan-

ning

group

for

initial

transportation

action.

Each

warehouse

section

receives

their

pick-

ing

documents,

RRD

1348-1,

in

picking

sequence

but

with

freight

and

parcel

post

line

items

grouped

separately.

Warehouse

picking

uses

the

RRDs

to

go

to

the

location

and

obtain

the

material;

if

the

material

is

available

at

the

indicated

location

in

suffi-

cient

quantity,

the

material

and

the

RRD

are

forwarded

to

the

assembly

area.

If

the

location

does

not

contain

the

item

or

if

only

part

of

the

required

quantity

is

stored

at

the

location,

the

warehouseman

must

communicate

with

the

Master

Item

record

from

a

remote

terminal

in

order

to

"kill"

(remove)

the

depleted

location

and

to

receive

a

new

location

from

which

to

fill

the

order.

The

warehouseman

keys

in

at

least

the

fol-

lowing:

FSN,

warehouse

location,

and

type

of

action

code.

The

response

at

the

remote

warehouse

terminal

prints

out

additional

locations

that

the

master

item

record

has

stored

and

the

warehouseman

would

look

for

the

item

at

the

indicated

locations.

CD

®

If

the

Master

Item

record

does

not

contain

any

additional

locations,

a

visual

search

for

the

material

is

initiated.

If

the

material

is

found,

the

Master

Item

record

is

updated

to

include

the

new

location,

and

the

material

and

RRD

are

forwarded

to

the

assembly

area.

If

enough

stock

cannot

be

found,

the

RRD

is

annotated

to

show

the

quantity

being

shipped

and

Shipment

Planning,

Assembly,

Packing

and

Transportation

are

notified

of

the

refusal.

If

all

or

part

of

the

quantity

ordered

is

avail-

able

for

shipment,

the

material

and

RRD

are

forwarded

to

the

ass

embly

area.

While

the

picking

operations

are

being

per-

formed,

Assembly

and

Packing

can

plan

for

the

workload

coming

to

them

from

the

ad-

vance

copies

of

the

SPWS

and

the

parcel

post

listings.

Manpower

requirements

can

be

determined,

personnel

can

be

assigned,

floor

space

can

be

assigned

for

the

S IUs

in

the

assembly

area,

labels

can

be

prepared

from

the

label

stencil

and

boxes

or

crates

can

be

made

prior

to

the

receipt

of

the

material.

All

line

items

are

received

from

the

picking

operations

until

the

S/u

is

complete.

When

all

material

in

the

S/u

has

been

as-

sembled,

it

is

packed,

labeled,

marked,

weighted

and

measured.

Three

copies

of

the

RRD

are

affixed

in

an

envelope

to

the

out-

side

of

the

number

one

carton

of

the

ship-

ment.

If

the

S

Iu

contains

one

or

more

line

items

that

have

been

changed

during

warehousing

operations,

(e.g.

full

or

partial

warehouse

refusal)

the

total

number

of

changes

is

put

on

the

S/u

Control

card

and

a

line

item

change

card

is

created

for

each

change.

For

freight

S/Us

packing

personnel

note

actual

pieces,

weight

and

cube

for

each

line

item

on

the

SPWS

as

well

as

noting

any

ex-

ceptions

to

the

planned

data

on

the

SPWS.

The

annotated

SPWS

and

a

copy

of

the

RRD

are

sent

to

the

Transportation

Department

so

that

movement

documents

can

be

properly

prepared.

Parcel

Post

S/Us

are

shipped

directly

from

the

warehouse

since

no

additional

documen-

tation

is

required.

Warehousing

Operations

-

All

MROs

53

Transportation

Operations

-

All

MR"Os

54

The

Transportation

Department

receives

from

Shipment

Planning

an

advance

copy

of

the

SPWS

from

which

transportation

actions

are

initiated.

The

S/u

is

tentatively

routed

by

assigning

the

mode(s)

of

transportation

to

be

used

and

determining

which

military

terminals,

transshipment

or

break

bulk

points

are

to

be

used.

(These

actions

are

being

performed

in

Transportation

concurrent

with

warehouse

picking

operations.)

Release

units

(RU)

are

offered

to

a

Move-

ment

Control

Authority

(MCA)

who

deter-

mines

actual

routings

and

gets

clearance

from

a

Terminal

Clearance

Authority

(TCA)

if

the

RU

is

routed

through

a

military

air

or

water

terminal.

The

routing

instructions

are

sent

to

the

depot

from

the

MCA.

Less-than-Release

Unit

(LRU)

shipments

that

are

to

pas

s

through

a

military

air

or

water

terminal

are

offered

to

the

TCA

di-

rectly

from

the

depot.

The

TCA

will

either

accept

the

S/u

as

offered

or

refuse

it

by

sending

a

challenge

to

the

depot

while

also

suggesting

alternate

routing.

The

planned

routing

is

noted

on

the

SPWS

which

is

filed

with

the

S/u

Control

Card

and

B/L

Line

Entry

Cards

in

TCN,

within

RBD,

within

POE,

within

priority

group

sequence.

If

the

routing

is

to

a

terminal

POE

other

than

the

one

indicated

on

the

SPWS

by

Shipment

Planning,

the

assembly

warehouse

for

the

S

Iu

must

be

notified

so

that

the

correct

labels

and

markings

can

be

applied

to

S/u

containers.

When

the

warehouse

has

completed

its

op-

erations

and

the

material

is

ready

for

ship-

ment'

copies

of

the

SPWS

for

the

S/u,

and

1348-1

for

each

line

item

in

the

S/U,

are

forwarded

to

Transportation.

The

advance

documents

are

pulled

from

the

Preplanned

Pending

File.

Although

line

items

were

con-

solidated

into

S

IUs

during

Shipment

Planning

operations,

it

is

possible

that

Transportation

can

group

S

IUs

into

Transportation

Units

(T

IU)

and

make

one

GBL

for

movement

from

the

depot

in

the

same

vehicle.

This

is

desir-

able,

not

only

because

of

the

resulting

de-

crease

in

the

number

of

shipping

documents,

but

also

because

lower

freight

rates

(cost

.

per

hundred

pounds

shipped)

are

usually

charged

for

larger

shipments.

If

further

con-

solidation

is

possible,

the

documents

are

re-

turned

to

the

Shipments

Pending

file

until

the

maximum

number

of

s/Us

practical,

are

consolidated.

(})

When

maximum

consolidation

is

achieved

and

mode

determination

is

finalized,

the

estimated

freight

charges

are

calculated

using

data

contained

on

the

SPWS

and

the

appropriate

Freight

Tariff.

The

appropria-

tion

or

fund

that

is

to

be

charged

for

the

cost

of

transportation

on

the

GBL

is

noted

on

the

SPWS

along

with

the

Transportation

Account

Code

(TAC)

that

will

be

charged

for

movement

of

material

through

facilities

of

military

controlled

transportation

systems

which

require

reimbursement

for

their

services.

A

GBL

number

is

assigned

and

the

desired

carrier

is

notified

to

insure

that

he

will

be

able

to

accept

the

shipment.

The

S

Iu

Control

Card

and

B/L

Line

Entry

Cards

are

edited

for

correctness.

B

IL

Summary

Card

entries

are

posted

to

the

SPWS.

When

required,

additional

remarks

to

indicate

excess

dimensions,

ammunition

lot

number,

special

handling,

etc.

are

noted

on

the

SPWS.

Cards

are

key

punched

and

verified

to

por-

tray

the

required

data

indicated

on

the

SPWS.

The

cards

and

a

Freight

Description

File,

maintained

in

random

access

storage,

are

inputs

to

a

machine

run

that

produces

the

necessary

transportation

and

control

docu-

ments:

a.

GBL

continuation

sheets

(the

cover

sheets

are

typed

from

data

on

the

SPWS).

b.

MILSTAMP

TCMD

and

IDC.

c.

B/L

Statistical

Record

to

be

used

for

sub-

sequent

analysis.

d.

Output

S/u

Control

Cards

that

will

update

the

In-Transportation

File.

®®

The

#2

and

#3

copies

of

the

GBL

and

the

IDC

are

held

with

the

material

awaiting

car-

rier

pickup

while

the

TCMD

is

forwarded

to

the

appropriate

DoD

Agency

as

advance

no-

tic

e

of

the

shipment.

Transportation

Operations

-

All

MROs

55

Analysis

and

Control

-

Routine

MROs

CD

56

Freight

and

Parcel

Post

Shipment

Unit

Files

for

routine

MROs

released

today

are

merged

in

line

item

number

within

TCN

sequence.

The

newly

released

slUs

plus

the

SIUs

pre-

viously

released

to

the

Warehouse

minus

the

SIUs

that

the

Warehouse

either

shipped

via

Parcel

Post

or

transferred

to

Transpor-

tation

permit

us

to

obtain

files

of:

routine

S

IUs

remaining

in

the

Warehouse,

routine

SIUs

completed

by

the

Warehouse,

and

a

report

showing

those

shipment

units

that

are

late

in

Warehousing.

If

a

line

item

change

by

the

Warehouse

requires

that

a

material

release

denial

(MRD)

be

sent

to

the

Iep,

the

MRD

is

punched

and

transmitted.

The

routine

SIUs

shipped

Parcel

Post

and

those

transferred

to

Transportation

are

sorted

into

requisition

number

within

ware-

house

sequence.

S

Iu

control

cards

were

punched

during

the

B

IL

run

for

each

freight

S

Iu

that

was

shipped

today.

These

cards

along

with

the

file

of

slUs

completed

today

by

the

Ware-

house

and

the

file

of

the

SIUs

previously

in

Transportation

create

the

following

docu-

ments

and

files:

a.

A

Material

Release

Confirmation

for

each

routine

MRO

shipped

today

(freight

or

Parcel

Post

MROs

are

included

in

the

S

IUs

Completed

By

Warehousing

File.)

The

MRC

is

transmitted

to

the

proper

ICP.

b.

A

file

of

the

routine

S

IUs

that

are

still

in

Transportation,

and

c.

A

listing

of

routine

SIUs

that

are

late

in

Transportation,

i.e.

SIUs

whose

RSD

was

today

but

that

are

still

in

Transportation.

CD

d.

A

file

of

all

shipments

made

today

(high

priority

or

routine,

freight

or

Parcel

Post).

This

is

done

by

scanning

the

High

Priority

in

Process

random

file

(which

is

explained

in

later

charts)

and

removing

all

high

priority

MROs

that

were

shipped

today

and

including

them

in

the

file

of

today's

shipments.

Today's

shipments

are

sorted

into

requisi-

tion

number

within

priority

group

sequence

for

further

processing.

Today's

shipments

are

merged

with

the

pre-

vious

shipped

requisitions

for

the

period

(to

be

used

to

answer

MILSTAMP

status

follow

-up

requests).

All

low

priority

MROs

are

sorted

by

requi-

sition

number

on

the

day

that

they

are

received.

New

pending

MROs

are

added

to,

and

ship-

ments

are

taken

from,

the

Unshipped

File

which

portrays

all

routine

MROs

in

process

(received

but

not

yet

shipped)

within

the

depot.

Analysis

and

Control

-

Routine

MROs

57

Analysis

and

Control

-

All

MROs

®

58

The

depot

receives

MILSTRIP

requests

for

status

on

individual

line

items.

If

the

MRO

has

not

been

shipped.

the

status

is

ascer-

tained

by

searching

either

the

High

Priority

in

Process

File

or

the

Unshipped

Routine

MROs

File.

dependent

upon

the

IPD

of

the

line

item.

The

search

is

performed

on

requi-

s

ition

numb

er

.

If

the

item

has

been

shipped.

a

cross

refer-

ence

must

be

made

between

the

requisition

number

and

the

TCN

under

which

the

MRO

was

shipped.

Once

the

status

has

been

determined,

whether

the

item

has

been

shipped

or

still

in

process

within

the

depot.

a

Status

Follow-up

Reply

is

sent

to

the

DoD

agency

indicated

on

the

status

request.

In

addition.

if

the

item

has

been

shipped.

the

depot

initiates

MILSTAMP

transportation

tracer

action

on

the

TCN

by

forwarding

a

card

to

the

transshipment

point

that

received

the

S / U

from

the

depot.

®

Since

the

"MROs

shipped"

file

contains

line

item

detail

data.

the

file

can

be

sorted

into

whatever

sequenc

e

is

required

for

MRO

analys

es

(i.

e.

priority.

late

shipments.

as-

sembly

warehouse.

etc.).

Each

day

the

B

/L

Statistical

File

is

sorted

into

B/L

number

sequence.

A B

/L

Register

is

produced.

In

addition.

the

period

-to

-date

file

of

B

/L

Statistic

s

is

updated

to

include

the

new

B/Ls.

Periodically.

the

B

/L

File

is

sorted

into

TCN

sequence

and

processed

against

batches

of

MILSTAMP

In-transit

Data

Cards

returned

by

consignees.

Carrier

code.

extracted

from

the

B/L

records.

is

added

to

in-transit

data

which

is

recorded

on

an

output

file

for

each

shipment

unit.

The

In-Transit

Data

File

is

then

used

to

prepare

analysis

reports.

For

example.

a

comparative

study

of

carrier

transit

time

in

delivering

shipments

of

each

IPG

to

spe-

cific

destinations

is

useful

in

future

carrier

selection

and

in

estimating

delivery

dates.

Weekly/Monthly

Analyses

Analysis

and

Control

-

All

MROs

59

High

Priority

Processing

CD

o

60

High

priority

(IPG

1 &

2)

MRO

s

are

accu-

mulated

for

periodic

processing

(e.g.,

every

2 - 3

hours).

The

MRO

s

are

sorted

into

FSN

sequence.

The

sorted

MRO

s

are

edited

while

a

check

is

made

of

the

availability

of

adequate

bin

stock

to

satisfy

the

high

priority

orders.

There

will

usually

be

sufficient

bin

stock

since

maximum

bin

stock

levels

are

main-

tained

each

day

during

the

low

priority

bin

replenishment

run.

If

the

bin

is

out

-of

-.stock,

a

bin

replenishment

card

is

punched

at

the

warehouse

storing

the

bulk

portion

of

the

item

so

that

sufficient

bulk

packages

can

be

transferred

to

the

bin

area

prior

to

the

bin

picking

operations.

Rejected

MRO

s

are

punched

out

and

a

listing,

showing

the

reason

for

rejection,

accompanies

them

to

the

ad-

ministrative

group

for

action,

follow-up

and

re-entry

to

the

shipment

processing

pro-

cedure.

The

MRO

with

Master

Data

File

is

sorted

for

consolidation

(see

step

10,

low

priority).

The

MRO

s,

in

Siv

sequence,

are

summar-

ized

by

S

Iv

and

a

TCN

is

assigned.

The

MRO

s,

Siv

summary,

and

Consignee

Master

File

are

input

to

this

run,

which

produces:

o A

High

Priority

In-process

File

in

RAMAC®

storage,

for

machine

mon-

itoring

and

control.

o

SPWS.

o S

Iv

Control

Cards

for

Warehousing.

o S

Iv

Control

Cards

and

B

IL

Line

Entry

Cards

for

Transportation.

o A S

Iv

MRO

File

with

consignee

and

transshipment

point

data.

(1)

CD

The

High

Priority

In-process

File

retains

all

high

priority

MRO

s

until

the

end

of

the

day

on

which

they

are

shipped.

Since

the

scheduled

completion

time

and

day

for

Ware-

housing

and

Shipping

operations

are

included,

a

periodic

automatic

machine

check

can

be

made

to

highlight

those

MRO

s

that

have

exceeded

their

scheduled

completion

in

Warehousing

andlor

Transportation.

The

S

Iv

MRO

s

and

Address

Master

Files

are

used

to

produce

the

label

stencils.

The

S

Iv

MRO

s

are

sorted

into

warehouse

picking

sequence.

The

picking

document,

RRD

1348-1,

is

printed

remotely

at

the

warehouse

that

is

to

pick

the

material.

The

preceding

is

only

practical

where

the

volume

of

high

priority

MRO

s

justifies

this

procedure

to

consolidate

MRO

s

into

SIVs.

When

consolidation

on

high

priority

MRO

s

is

not

desired

during

shipment

planning,

consolidation

is

done

at

Transportation.

The

number

of

these

runs

are

thereby

reduced.

The

operations

performed

by

the

picking,

assembling,

packing

and

transportation

per-

sonnel

as

well

as

the

preparation

of

the

movement

documents

are

identical

to

thos

e

previously

shown

except

that

they

are

han-

dled

as

an

acceleration

of

the

low

priority

system.

High

Priority

Proc

es

sing

61

High

Priority

Analysis

and

Control

@

®

62

The

S

lu

Control

Card

and

Line

Item

Change

Cards.

if

necessary.

are

entered

at

the

re-

mote

terminal

when

Warehousing

has

com-

pleted

its

operations

on

the

S/u.

The

op-

erator

keys

in

the

time

and

date

so

that

the

High

Priority

In-process

File

can

be

updated

to

indicate

the

transfer

of

the

Slu

to

Trans-

portation.

When

Transportation

releases

the

S

lu

to

the

carrier.

their

S

lu

Control

Card

is

entered

at

their

remote

terminal.

The

mode.

GEL

number.

time.

and

date

are

keyed

in.

updating

the

In-process

File.

Material

Releas

e

Denial

or

Confirmation

Cards

are

punched

and

transmitted

to

the

ICP

as

required.

The

record

stays

on

the

High

Priority

In-process

File

until

the

daily

run

of

low

priority

shipments

(step

4d

page

56).

At

that

time

it

is

added

to

the

Today's

Shipments

File

and

cleared

from

the

High

Priority

In-process

File.

A

periodic

audit

(perhaps

each

hour)

is

made

of

the

High

Priority

In-process

File

and

a

print

-out

is

made

of

all

MRO

s

late

in

either

Warehousing

or

Transportation.

A

daily

run

is

made

to

report

all

high

pri-

0rity

MRO

s

that

were

completed

in

Ware-

housing

during

the

day.

High

Priority

Analysis

and

Control

Periodic

Audit

Daily

Run

63

APPENDIX

• -

BASIC

TCMD

CARD

Document

Identifier

Trailer

or

container

number

Shipper

code

Commodity

code

Air

Dimension

code

POE

POD

Mode

Type

pack

Transportation

Control

Number

(TCN)

Consignee

Transportation

Priority

Required

Delivery

Date

(RDD)

Project

Code

Date

Shipped

ETA

Transportation

account

code

Pieces

Weight

Cube

• -

SHIPMENT

UNITS

DUE

RECORD

Basic

TCMD

(complete)

Day

due

at

depot

• -

MATERIAL

RELEASE

ORDER

CARD

Document

Identifier

64

Routing

Identifier

(depot)

Media

and

Status

Federal

Stock

or

Part

number

Unit

of

Issue

Quantity

Document

Number

Supplementary

Address

Signal

Code

Fund

Code

Distribution

Code

Project

Code

/

Issue

Priority

Designator

Required

Delivery

Date

Routing

Identifier

(ICP)

Management

Codes

Unit

Price

e-

MASTER

ITEM

WITH

LOCATOR

DATA

RECORD

Federal

Stock

Number

Commodity

Manager

Abbreviated

Item

Description

Transportation

Compatibility

Code

NMFC

Code

&

RAMAC

e

Address

of

Freight

Description

LTL

Class

Rating

Code

UFC

Code

&

RAMAC

Address

of

Freight

Description

"No-Parcel-Post"

Code

Special

Handling

Code

Special

Lab

eling

Code

Special

Packaging

Requirements

Other

Item

Characteristics

Water

Commodity

Code

Air

Commodity

Code

Air

Dimension

Code

Unit

Length,

Width,

Height

Unit

Weight

and

Cube

Unit

of

Issue

(U

II)

Unit

Price

Bin

Location

Capacity

(Units

of

Issue)

of

Bin

Location

Bin

Inventory

(For

each

bulk

location,

2 - 3

per

item)

Location

Number

of

U

II

Per

Bulk

Pack

Type

Bulk

Pack

Condition

Code

Bulk

Unit

Weight

Bulk

Unit

Cube

Manufacturer's

Part

Number

Overflow

address

of

additional

bulk

locations

e-

•

MRO

DATA

RECORD

Original

MRO

(complete)

"Partial"

Code

(if

part

bulk

and

part

bin)

Bin

or

Bulk

Code

Picking

Warehouse

Section

Picking

Quantity

Weight

of

Quantity

to

be

Picked

Date

MRO

Received

Required

Processing

Date

(RPD)

Ready-by-date

(RBD)

Required

Shipping

Date

(RSD)

Priority

Group

(high

or

routine)

Commodity

Manager

Type

Pack

RAMAC

Address

of

Master

Item

Record

Warehouse

Location

Condition

Code

Line

Item

Weight

Line

Item

Cube

Inspection

Required

prior

to

issue?

(yes

/no)

Abbreviated

Item

Description

Transportation

Compatibility

Code

NMFC

+

RAMAC

Address

of

Freight

Description

UFC

+

RAMAC

Address

of

Freight

Description

L

TL

Class

Rating

Code

LCL

Variation

Code

Special

Handling

Code

Special

Labeling

Code

Special

Packaging

Requirements

Other

Item

Characteristics

Water

Commodity

Code

Air

Commodity

Code

Air

Dimension

Code

Unit

Length,

Width

and

Height

Unit

Weight

and

Cube

TCN

Sequential

Line

Item

Number

Ready-by-date

(S

/U)

Required

Shipping

Date

(S

/U)

Parcel

Post

or

Freight

S

/U

Code

RAMAC

Addresses

of

POE,

POD

and

Consignee

•

WORKLOAD

PLANNING

(WORKING

STORAGE)

RECORD

Constants

Warehouse

Section

Picking

rate

(no.

of

line

items/man

day)

Variables

Day

(NWD)

-

required

workload

a.

Total

line

items

b.

Total

pieces

c.

Total

weight

NWD +

1,

Workload

-

optional

a.

Total

b.

Preferred

line

items

(consignees

included

in

required

workload)

NWD

+

2,

Workload

-

optional

a.

Total

line

items

b.

Preferred

line

items

(consignees

included

in

required

workload)

Optional

Workload

Selected

By

Ware-

housing

Management

NWD+

1

a.

Preferred

line

items

b.

"Other-than-preferred"

line

items

NWD+

2

a.

Preferred

line

items

b.

"Other-than-preferred"

line

items

65

66

• -

WORKLOAD

CARD

Prepunched

Warehouse

number

Warehouse

section

•

Required

workload

(next

working

day)

Optional

workload

(next

working

day

+ 1)

a.

For

consignees

included

in

re-

quired

workload

b.

For

consignees

not

included

in

re-

quired

workload

Optional

Workload

(next

working

day

+

2)

a.

For

consignees

included

in

re-

quired

workload

b.

For

consignees

not

included

in

required

workload

WareJ.1ousing

management

selects

additional

work:

Optional

workload

(next

working

day

+

1)

a.

For

consignees

included

in

re-

quired

workload

b.

For

consignees

not

included

in

required

workload

Optional

workload

(next

working

day

+ 2)

a.

For

consignees

included

in

re-

quired

workload

b.

For

consignees

not

included

in

required

workload

NOTE:

All

workloads

are

indicated

by

number

of

line

items.

• -

SHIPMENT

UNIT

SUMMARY

RECORD

TCN

RDD

Total

Weight

(estimated)

Total

Cube

(estimated)

First

Line

Item

Requisition

Number

Last

Line

Item

Requisition

Number

Total

Number

of

Line

Items

in

S/u

RBD

(S/U)

RSD

(S/U)

Assembly

Warehouse

Consignee

Highe

st

IPD

in

S I U

Air

Dimension

Code

Air

Commodity

Code

Water

Commodity

Code

Parcel

Post

Code

(yes

Ino)

• -

CONSIGNEE

MASTER

RECORD

Consignee

Code

Freight

in-the-clear

Address

Parcel

Post

in-the-clear

Address

Air

POElpOD

&

RAMAC

Addresses

Water

POE

I

POD

&

RAMAC

Addresses

Less

Truck

Load

Tariff

Number

Rate

Basis

Freight

Rate

at

Class

Rating

Code

100

Minimum

Truck

Freight

Charge

F

AK

Minimum

Weight

FAK

Freight

Rate

•

-

SHIPMENT

UNIT

CONTROL

CARD

-

WAREHOUSING

Prepunched

for

Warehousing

TCN

Ready-by-date

(RBD)

Priority

Parcel

Post

(yes

or

no)

Total

number

of

line

items

Assembly

warehouse

number

Commodity

Manager

Added

by

Warehousing

Total

number

of

line

item

changes

Date

to

transportation

(or

date

shipped

parcel

post)

• -

SHIPMENT

UNIT

CONTROL

CARD

-

TRANSPORTATION

INPUT

Prepunched

for

Transportation

TCN

Priority

Required

Shipping

Date

Required

Delivery

Date

Project

Commodity

Manager

Air

Dimension

Code

POE

(air

/water)

POD

(air

/water)

Consignee

Address

Code

• -

BILL

OF

LADING

LINE

ENTRY

CARD

Prepunched

•

TCN

SPWS

Sequential

Line

Numbers

NMFC

&

Freight

Description

RAMAC

Address

UFC

&

Freight

Description

RAMAC

Address

Stoc

k

or

Part

Number

Added

by

Classifier

Type

Pack

Pieces

Weight

Cube

Mode

67

•

RELEASE/RECEIPT

DOCUMENT

1348-1

112

3J41516 7

819110111112113114115161171181920

2122

23124

25

1

2627281

29

JlI31

32133134135136137

3813914G

41142

43

44

45146147148

49150

5lf52

53

5455156

5715859

60

61

62163164

6566167168169170171172

73174115116177118119180

DOC:I

RI

M

STOCK

OR

PART

NUMBER

......

QUANTITY

DOCUMENT

NUMBER

"~PPLEMENTARY

l[UND

DISIR1BU·

PROJ-

>-

REQ'D

~I~)

NIT

PRICE

IDENT.

FROM

II<

FSC

1

FIIN

1 ADDT'L

~;:

il

REQUISInONER

1 DATE 1 SERIAL

it

i:

ADDRESS;

110M

ECT

~

t::

DEl

I

DOLLARS

leTS.

S

i!!!:::

;:

:::

~

~ ~

DATE

A5A

.AM5

2

6505

2998599

BT

00012

A

33043

3093

0002

00000

A13

.AMA

2C

0000140

SHIPPED

FROM

SHIP

TO

MARK

FOR

PROJECT

TOTAL

PRICE

ATLANTA

GENERAL

DEPOT

USA

ARMOR

&

ARTY

FIRING

eTR

DOLLARS

ICTS.

A

FORREST

PARK

GA.

B

FT

STEW

ART

GEORGIA

C 0 E

16~0

WAREHOUSE

LOCATION

WREa~

UNIT UNIT WEIGHT UNIT

UFC

N M F C FREIGHT

RATE

DOCUMENT

~~TD

QUANTITY

PACK

CUBE

DATE

506-A-69401

12

2.1

.1

03380C

060000

3102

00012

F G H I J K L M N 0

P.

Q R S

SUBSTITUTE

DATA

(ITEM

ORIGINALLY

REQUESTED)

FREIGHT

CLASSIFICATION

NOMENCLATURE

I

RPD

105

I

RBD

106

I

T U

Iv

ITEM

NOMENCLATURE

I

T9ISULF

I

ASSY

WHSE

506

I

w x

Iy

-

SELECTED

BY

AND

DATE

TYPE

OF

CONTAINER(S)

TOTAL

WEIGHT

-

RECEIVED

BY

AND

DATE

INSPECTED

BY

AND

DATE

5

1

J~/6,

/pr

R

H

2~

~r

E

IU

C

Ps 3

EU

7 8

~E

P~KED

BY

AND

DATE

NO.

OF

CONTAINERS

TOTAL

CUBE

IS

WAREHOUSED

BY

AND

DATE

WAREHOUSE

LOCATION

VE

E

R

r.~,

/11 I / R

5

..

4

oS

6

Sr!9

10

REMARKS:

I I I I

AA

IBB

Icc

ICD

lEE

FIRST

DESTINATION

ADDRESS

DATE

SHIPPED

---+------------------------

I

11

12

FF

IGG

13

TRANSPORTATION

CHARGEABLE

TO

14

A'.:3304330930002'ER'S

SIGNATURE

(AND

DATE)

1'5

RECEIVER'S

DOCUMENT

NUMBER

•

LINE

ITEM

CHANGE

CARD

• -

BILL

OF

LADING

SUMMARY

CARD

TCN

68

TCN

Sequential

Line

Item

Number

Type

of

Change

Code

(e.g.,

deletion,

partial

shipment)

Actual

Quantity

Being

Shipped

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

-

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)

G-

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

e-

..

•

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

69

E50-0019

International

Business

Machines

Corporation

Data

Processing

Division

112

East

Post

Road

,

White

Plains

,

New

York

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

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