National Défense B-GJ-005-404/FP-010

Defence Nationale

Manuel de doctrine interarmées

(FRANÇAIS)

Publiée avec l'autorisation du Chef d'état-major de la Défense

Responsable : J4 Mov Doc 2001-10-111

CANADIAN FORCES
FORCES CANADIENNES
WWW.FORCES.GC.CA Canada

Ca n a da
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4. Amendment 1 to B-GJ-005-404/FP-000, Movement Doctrine for Canadian Forces Operations, is

issued under the authority of the Chief of Defence Staff while the authoritative version has been directly
amended on the Defence Wide Area Network (DWAN) on the J4 Movement (J4 Mov) Web Site. To facilitate
amendment of any downloaded versions the following amendments apply:

a. Remove Foreword pages i & ii

b. Insert new pages i & ii.

c. Remove Contents pages iii to viii.

d. Insert new pages iii to viii.

e. Remove Chapter 2 Annex A pages 2A-1 to 2A-3.

f. Insert new pages 2A-1 to 2A-3.

g. Insert new Appendix 1 to Annex A to Chapter 2, new pages 2A-1-1 to 2A-1-4.

5. The respective pages accompany this notification, which is published, on the J4 Mov Web Site.

6. Recommendations for change should be submitted to the Canadian Forces Joint Doctrine Board
(CFDB) through the chain of command to J4 Mov for the attention of J4 Mov Doctrine.

P M KING
Major
J4 Mov Doc
CSN 842 4387
Com (613) 992 4387

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FOREWORD

1. This manual, B-GJ-005-404/FP-010, Movement Support Sea, is issued under the authority of the
Chief of Defence Staff. It is one publication in the six-part series of staff manuals dealing with the movement
of Canadian Forces (CF). This manual provides detail on the movement by sea of formed units, their
vehicles, and equipment from Canada to an overseas destination for exercises and operations. It does not
address the movement of individuals or the normal administrative movement of materiel by sea. The other
publications in the series are as follows:

a. B-GJ-005-404 / FP-000, Joint Movement Support (GJ404-000 JointSupport -e.doc)

b. B-GJ-005-404 / FP-010, Movement Support Sea (GJ404-010 SeaSupport -e.doc)

b. B-GJ-005-404 / FP-020, Movement Support Rail (GJ404-020 RailSupport -e.doc)

d. B-GJ-005-404 / FP-030, Movement Support Road (GJ404-030 RoadSupport -e.doc)

e. B-GJ-005-404 / FP-040, Movement Support Air (GJ404-040 AirSupport -e.doc)

f. B-GJ-005-404/FP-050 - Movement Support Glossary (GJ404-050 MovementSupportGlossary -

e.doc).

2. This publication is effective on receipt and supersedes CFP B-GL-303-010/FP-005 Volume 10 Part 5
dated Sep 87. It is published on the Defence Wide Area Network (DWAN) on the J4 Movements (J4 Mov)
Web Site and not in hard copy; any hard copy is to be downloaded from the DWAN.

3. Recommendations for change should be submitted to the Canadian Forces Joint Doctrine Board
(CFDB) through the chain of command to J4 Mov for the attention of J4 Mov Doctrine.

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TABLE OF CONTENTS
List of Effective Pages........................................................................................................................................ B
Foreword .............................................................................................................................................................. i

CHAPTER 1 - INTRODUCTION ..................................................................................................................... 1-1

101. General ........................................................................................................................... 1-1

102. Sea-Lift Planning ............................................................................................................ 1-1
103. RESOURCE FACTORS ................................................................................................. 1-1
104. Load Planning Limitations .............................................................................................. 1-4
105. Preliminary Sea-Lift Estimate ......................................................................................... 1-4
106. Port Capacity .................................................................................................................. 1-5
107. Port Reconnaissance...................................................................................................... 1-6
108. Legal Considerations ...................................................................................................... 1-7

ANNEX A - REFERENCES AND STANDARDIZATION AGREEMENTS ......................................1A-1

ANNEX B - PORT RECONNAISSANCE REPORT ........................................................................1B-1
ANNEX B - APPENDIX 1 - PORT RECONNAISSANCE REPORT..............................................1B1-1
ANNEX B - APPENDIX 2 - PORT TERMINAL RECCE HEADINGS............................................1B2-1

CHAPTER 2 - COMMAND CONTROL AND ORGANIZATION..................................................................... 2-1

201. General ........................................................................................................................... 2-1

202. Command ....................................................................................................................... 2-1
203. Appointments and Organizations ................................................................................... 2-3
204. Duties and Responsibilities............................................................................................. 2-4
205. Control ............................................................................................................................ 2-4

ANNEX A - DUTIES AND RESPONSIBILITIES OF KEY MILITARY PERSONNEL .....................2A-1

ANNEX A - APPENDIX 1 - J4 MOVEMENT (J4 MOV) NDHQ .....................................................2A1-1
ANNEX A - APPENDIX 2 - GENERAL RESPONSIBILITIES FOR TASK FORCE HQ/CF
JHQ J4 MOV STAFF ..............................................................................................2A2-1
ANNEX A - APPENDIX 3 - N-THEATRE MOVEMENT CONTROL (MOV CON) UNIT ...............2A3-1
ANNEX A - APPENDIX 4 - RESPONSIBILITIES OF THE MOVEMENT CO-
ORDINATION CENTRE (MCC) ..............................................................................2A4-1
ANNEX A - APPENDIX 5 - RESPONSIBILITIES OF THE TASK FORCE MOVEMENT
OFFICER (TFMO) ...................................................................................................2A5-1
ANNEX A - APPENDIX 6 - RESPONSIBILITIES OF THE SEA TRANSPORT LIAISON
OFFICER.................................................................................................................2A6-1
ANNEX A - APPENDIX 7 - RESPONSIBILITIES OF THE UNIT EMBARKATION
OFFICER (UEO)......................................................................................................2A7-1
ANNEX A - APPENDIX 8 - RESPONSIBILITIES OF THE SUPPORTING CANADIAN
FORCES BASE SUPPORT SERVICES UNITS AND PERSONNEL ....................2A8-1
ANNEX A - APPENDIX 9 - RESPONSIBILITIES OF THE PORT MOVEMENT
CONTROL DETACHMENT ....................................................................................2A9-1
ANNEX A - APPENDIX 10 - RESPONSIBILITIES OF a RAILHEAD MOVEMENT

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CONTROL DETACHMENT SUPPORTING THE MOUNTING OF a SEA

DEPLOYMENT OPERATION ............................................................................... 2A10-1
ANNEX A - APPENDIX 11 - RESPONSIBILITIES OF AN AIRHEAD MOVEMENT
CONTROL DETACHMENT SUPPORTING THE MOUNTING OF a SEA
DEPLOYMENT OPERATION ............................................................................... 2A11-1
ANNEX A - APPENDIX 12 - RESPONSIBILITIES OF THE SHIP’S PARTY ............................. 2A12-1
ANNEX A - APPENDIX 13 - RESPONSIBILITIES OF THE PORT WORK PARTY .................. 2A13-1
ANNEX B - CIVILIAN ORGANIZATIONS AND AGENCIES INVOLVED IN SEA-LIFT................. 2B-1

CHAPTER 3 - STRATEGIC SEA-LIFT OPERATIONS...................................................................................3-1

SECTION 1 - GENERAL ....................................................................................................................3-1

301. Introduction ......................................................................................................................3-1

302. Duties and Responsibilities at the SPOE ........................................................................3-2
303. Preparation Prior to Embarkation ....................................................................................3-2
304. Security and Safety .........................................................................................................3-2
305. Cargo Handling................................................................................................................3-2

SECTION 2 - EMBARKATION/LOADING .........................................................................................3-4

306. Ship’s Party/Personnel ....................................................................................................3-4

307. Baggage ..........................................................................................................................3-5
308. Cargo ...............................................................................................................................3-5
309. General Cargo - Lift on - Lift Off (LOLO) and Break-Bulk Vessels..................................3-5
310. Roll On/Roll Off (RORO) Ships .......................................................................................3-6
311. Container Ships ...............................................................................................................3-8
312. Lift On-Lift Off (LOLO) Ships ...........................................................................................3-8
313. Dangerous Goods ...........................................................................................................3-9

SECTION 3 – DOCUMENTATION ...................................................................................................3-10

314. General ..........................................................................................................................3-10

315. Strength Return - Movement by Ship ............................................................................3-10
316. Sailing Advice Message - Troop Transport ...................................................................3-10
317. Passenger Manifest.......................................................................................................3-10
318. Freight Manifest.............................................................................................................3-10
319. Special Manifest for Dangerous Goods.........................................................................3-10
320. Ocean Bill of Lading ......................................................................................................3-11
321. Cargo Stowage Plan......................................................................................................3-11
322. Sailing Advice Message - Freight ..................................................................................3-11

SECTION 4 - VOYAGE DISEMBARKATION/DISCHARGE............................................................3-12

323. General ..........................................................................................................................3-12

324. Disembarking of Personnel ...........................................................................................3-12
325. Discharge of Cargo........................................................................................................3-12

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326. Marshalling ................................................................................................................... 3-13

327. Marshalling Area........................................................................................................... 3-13
328. Staging Area ................................................................................................................. 3-13
329. Assembly Area.............................................................................................................. 3-13

ANNEX A - MOVEMENT INSTRUCTION .......................................................................................3A-1

ANNEX B - SHIP INSPECTION CHECKLIST.................................................................................3B-1
ANNEX C - STRENGTH RETURN MOVEMENTS BY SHIP (SAMPLE)........................................3C-1
ANNEX C - APPENDIX 1 - STRENGTH RETURN MOVEMENT BY SHIP..................................3C1-1
ANNEX C - APPENDIX 2 - NORTH ATLANTIC TREATY ORGANISATION (NATO)
RANK CODES AND NATIONAL EQUIVALENT FOR CANADIAN
FORCES OFFICERS ..............................................................................................3C2-1
ANNEX C - APPENDIX 3 - NORTH ATLANTIC TREATY ORGANISATION (NATO)
RANK CODES AND NATIONAL EQUIVALENT FOR CANADIAN
FORCES..................................................................................................................3C3-1
ANNEX D - SAILING ADVICE MESSAGE - TROOP TRANSPORT (INSTRUCTIONS) ...............3D-1
ANNEX D - APPENDIX 1 - SAILING ADVICE MESSAGE - TROOP TRANSPORT
(SAMPLE) ...............................................................................................................3D1-1
ANNEX E - SAILING ADVICE MESSAGE - FREIGHT (INSTRUCTIONS) .................................... 3E-1
ANNEX E - APPENDIX 1 - SAILING ADVICE MESSAGE - FREIGHT (SAMPLE) ..................... 3E1-1
ANNEX E - APPENDIX 2 - ABBREVIATED SAILING ADVICE MESSAGE - FREIGHT........... 3E2-1

CHAPTER 4 - TACTICAL SEA-LIFT OPERATIONS .................................................................................... 4-1

401. General ........................................................................................................................... 4-1

402. Types of Loading ............................................................................................................ 4-1
403. Use of Self Sustaining RORO/LOLO Ships.................................................................... 4-1
404. Sea Lines of Communications (SLOC)........................................................................... 4-2
405. Support to Forces Ashore............................................................................................... 4-2
406. Logistics Over the Shore (LOTS) ................................................................................... 4-2
407. Amphibious Operations .................................................................................................. 4-3
408. Inland Waterways Transport........................................................................................... 4-3
409. Maritime Terminology Annex.......................................................................................... 4-4

ANNEX A - BEACH MOVEMENT RECONNAISSANCE REPORT................................................4A-1

ANNEX A - APPENDIX 1 - BEACH RECCE REPORT HEADINGS ............................................4A1-1
ANNEX B - MARITIME TERMINOLOGY ADDENDUM ..................................................................4B-1

CHAPTER 5 - MOUNTING FOR SEA-LIFT ................................................................................................... 5-1

SECTION 1 - PERSONNEL............................................................................................................... 5-1

501. General ........................................................................................................................... 5-1

502. Medical............................................................................................................................ 5-1
503. Identification.................................................................................................................... 5-1
504. Baggage ......................................................................................................................... 5-2
505. Customs.......................................................................................................................... 5-2

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506. Immigration ......................................................................................................................5-2

507. Briefing.............................................................................................................................5-2

SECTION 2 - MATERIEL....................................................................................................................5-3

508. General ............................................................................................................................5-3

509. Loose Cargo ....................................................................................................................5-3
510. Containers .......................................................................................................................5-4
511. Vehicle/Trailer Loads.......................................................................................................5-6
512. Vehicles/Equipment (Wheeled/Tracked) and Aircraft .....................................................5-7
513. Special Stowage Cargo ...................................................................................................5-7

SECTION 3 - DANGEROUS GOODS ................................................................................................5-9

514. Dangerous Goods ...........................................................................................................5-9

515. Terms and Definitions......................................................................................................5-9
516. Segregation ...................................................................................................................5-10
517. Sea Container and Vehicle/Trailer Loads......................................................................5-11
518. Stowage of Sea Containers...........................................................................................5-12
519. Dangerous Goods On Roro And/Or Lolo Vessels.........................................................5-12
520. Dangerous Goods in Break Bulk Ships/Vessels ...........................................................5-13
521. Explosives......................................................................................................................5-13
522. Flammable Liquids ........................................................................................................5-13
523. Control for Sea Movement of Dangerous Goods ..........................................................5-14
524. Dangerous Goods Declaration ......................................................................................5-14
525. Shipping Documents .....................................................................................................5-15
526. Carriage of Dangerous Goods in Limited Quantities.....................................................5-15

SECTION 4 - DOCUMENTATION...................................................................................................5-16

527. General ..........................................................................................................................5-16

528. Requests for Movement by Sea of Dangerous Goods..................................................5-16
529. Detail Required for the Dangerous Goods Declaration.................................................5-16
530. Vehicle/Trailer Load List ................................................................................................5-16
531. Vehicle/Equipment Weight and Dimensions Card.........................................................5-17
532. Vehicle/Equipment Condition Report ............................................................................5-17
533. Pallet/Cargo Identification Card.....................................................................................5-17
534. Cargo List ......................................................................................................................5-18
535. Nominal Roll ..................................................................................................................5-18
536. Customs.........................................................................................................................5-18

SECTION 5 - MOVEMENT TO THE SPOE......................................................................................5-19

537. General ..........................................................................................................................5-19

538. Movement to the Mounting Base...................................................................................5-19
539. Movement to the Sea Port of Embarkation (SPOE)......................................................5-20

ANNEX A - PREPARATION AND PRESERVATION OF TANKS AND SELF

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PROPELLED (SP) GUNS FOR SHIPMENT BY SEA AS DECK CARGO ..............5A-1

ANNEX B - PREPARATION AND PRESERVATION OF WHEELED VEHICLES AND
ARMOURED .............................................................................................................5B-1
ANNEX C - PREPARATION OF VEHICLES FOR SHIPMENT BY SEA AS BELOW-
DECK CARGO ..........................................................................................................5C-1
ANNEX D - SEA CONTAINER INSPECTION CHECKLIST ...........................................................5D-1
ANNEX E - INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE -
CLASSIFICATION .................................................................................................... 5E-1
ANNEX F - COMPATIBILITY GROUPS AND CLASSIFICATIONS (CLASS 1) ............................ 5F-1
ANNEX G - SEA CONTAINER/VEHICLE/TRAILER PACKING CERTIFICATE............................5G-1
ANNEX G - APPENDIX 1 - MULTI MODAL DANGEROUS GOODS FORM ...............................5G1-1
ANNEX H - VEHICLE/EQUIPMENT CONDITION REPORT ..........................................................5H-1
ANNEX I - RESPONSIBILITIES OF a SERVICE REPRESENTATIVE OFFICER .......................... 5I-1
ANNEX I - APPENDIX 1 - EXPLOSIVES LOADING CERTIFICATE ............................................ 5I1-1
ANNEX J - INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE
GENERAL SEGREGATION TABLE FOR DANGEROUS GOODS ........................ 5J-1
ANNEX K - REQUEST FOR CHANGE TO DANGEROUS GOODS MOVEMENT BY
SEA (SAMPLE).........................................................................................................5K-1

GLOSSARY ................................................................................................................................................. GL-1

INDEX..................................................................................................................................................... INDEX-1

LIST OF TABLES
Table 1-1 Advantages and Disadvantages of Ships ...................................................................................... 1-3

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CHAPTER 1

CHAPTER 1 - INTRODUCTION

101. GENERAL

1. The main characteristics and advantages of sea transport is it’s large carrying capacity and
endurance as well as remaining the most economical mode of transport (MOT) for overseas movement of
materiel.

2. Sea transport is most likely to be used in conjunction with air transport to:

a. reduce deployment time;

b. move heavy or large pieces of equipment that are unsuitable for air transport;

c. maintain the subsequent logistic support and sustainment of a Task Force; and

d. reduce costs for deploying/redeploying units and their equipment from, and back to, Canada.

3. The main references applicable to this manual are listed in Annex a to this chapter.

102. SEA-LIFT PLANNING

1. Although the resources, requirements and final sea-lift planning for a sea movement are largely
determined, through the operational planning process (OPP), by the Joint Staff in NDHQ, the planning staffs
at unit and formation levels, are also often required to provide a reasonable estimate for such
exercises/operations.

2. When following the movement estimate process, see B-GJ-005-404/FP-000 Movement Doctrine for
CF Operations (Mov Gen) Chapter 3, for a sea movement, several additional factors must be considered:

a. resource factors that is, availability and types of ships;

b. port capacity;

c. load planning limitations;

d. preliminary sea-lift estimate; and

e. port reconnaissance.

103. RESOURCE FACTORS

1. The factors to be considered to determine the resources required for a sea-lift should include an
understanding of the following:

a. type of shipping resources available for use:

(1) Modernization and refit of a number of former “break-bulk” ships, and new builds, have
produced a variety of specialized ships and vessels. Some examples are Roll-on Roll-off
(RORO); Lift on- Lift off, sometimes referred to as Load-on Load-off (LOLO) ships, Container
ships, Integrated Tug and Barge system (IT and B), Barge Carriers (like the Lighter Aboard
Ship [LASH]) and the Sea Going Barges (SEABEEs). Much of the world’s merchandise now
moves in 20 or 40 ft International Standards Organization (ISO) Sea Containers, on large
container ships over scheduled routes. Smaller “feeder” vessels often move these sea
containers to smaller ports. Such ships on scheduled services are not normally available for

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“spot chartering” for military use. However there are still a significant number of useful ships
and vessels available for chartering on the world market.

(2) Conventional break-bulk ships tend to be relatively slow, generally offer lower tonnage
capability, and take longer to load and discharge than ROROs and LOLOs. Unfortunately
most are not self-sustained and do require supporting “port side” lifting gear. LOLOs are
generally preferable to break-bulk ships as they can usually (but not always) be
loaded/discharged with the ship's integral gear alongside any available mooring space in a
port. ROROs are used extensively in the commercial sector to move a wide variety of cars,
trucks and heavier commercial vehicles. Most ROROs (other than domestic ferries) are
equipped with large ramps, on the stern of the ship, to facilitate rapid loading and unloading
operations. ROROs are most suitable for operational military movement, as vehicles can be
driven on and off, while sea containers can either be stowed on the weather deck if available
or on RORO decks as necessary.

(3) Most ships are reasonably flexible in their employment. However, their inherent requirement
for a specific depth of water can be a limiting factor, depending on the ship/vessel used, or the
port facilities available. Furthermore, it must be remembered that only the ships that have a
self-sustained/contained capability can provide for discharge operation at anchor. (This
capability is particularly significant for Logistics-Over-The-Shore (LOTS) operations and where
undeveloped ports must be used in a tactical sea-lift operation).

(4) For most military sea movement planning purposes, it is recommended that only RORO and
self-sustained LOLO ships be considered.

(5) Depending on the scale and intensity of an operation there may be a requirement for the
Government of Canada to activate the Emergencies Act in order to obtain or modify ships, or
secure port facilities for military use. Such a course of action would follow formal threat
assessments and the formal estimate process.

(6) The generic types of ships/vessels and their advantages and/or disadvantages as shown in
Table 1-1 below;

1-2

Ship Type Advantages
LOLO/Break-bulk Ships Usually cheap and available
offers flexibility for segregation of securing, and discharge. Although
cargo.
Container Ship Many available on the shipping
market. Minimizes handling of
cargo. (less “dunnage”).
Reduces packing/storage
requirement. Fast turn around.
Security of cargo. Segregation
of cargo.
RORO Ship Fast loading and turn around.
No need for shore/ship lifting
gear. Excellent for vehicles.
Often equipped to handle sea
containers on the weather deck.
Lighter Aboard Ship (LASH) Pier not required. No port
congestion. Fast turn around.
Suitable for use in shallow draft
ports. Suitable for inland-
waterways. Capacity for
oversize cargo.
Float on/Float Off (FLO/FLO) Suitable for movement of large
Ships vessels such as barges and
floating cranes.
Troop Ships Suitable for movement of
personnel to areas where there
is no suitable APOD. Personnel
can accompany their supporting
cargo ships.
Table 1-1 Advantages and Disadvantages of Ships
b. sources of availability:
(1) ships of Maritime Command as authorized by NDHQ,
(2) co-operative sea-lift agreements with allied nations,
(3) commercial ships chartered by NDHQ DLBM TM 6, and
(4) passenger and cargo space booked by NDHQ, DLBM TM 6 on scheduled commercial vessels.
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B-GJ-005-404/FP-010
Disadvantages
Time consuming for loading, stowing,
most LOLOs have integral
cranes/derricks may require
supporting handling equipment.
Some break-bulk ships do not have
integral lifting gear
Not generally suitable for vehicles,
that is, lack of shelter and/or tie down
points. May not have integral lifting
gear and generally require
sophisticated port infrastructure.
Diminishing number of suitable
ROROs available on the shipping
market (many are really car carriers).
Not used to maximum cube capacity.
May require ramp facilities (subject to
tidal variations).
Highly specialist with low commercial
availability. Generally not suitable for
vehicles.
Highly specialised use. Often
requires deep water for loading and
off loading
Deployment generally much slower
than air. Few purpose built Troop
ships now available so would
normally be chartered cruise liners.
B-GJ-005-404/FP-010

104. LOAD PLANNING LIMITATIONS

1. The load planning for sea movement of cargo encompasses many factors that must be taken into
consideration prior to any physical preparation.

2. As the CF does not have a military stevedore/port operator trade it is essential to secure contracted
support to operations. If such support was not available, depending on the situation, it might be necessary to
use the capability of allies or use emergency legislation to address such a scenario. To establish if a given
load can be carried in a ship/vessel, the following possible limitations imposed by ship/vessel design and/or
applicable regulation should be considered:

a. type of ship/vessel and configuration, for example, RORO/LOLO, end or side loading, container
carrying capacity, etc.;

b. ship/vessel capacity and tonnage, for example, number and size of cargo compartments, etc.;

c. Task Force Movement Table (TFMT) requirements and the pre-stowage plans;

d. vehicles/equipment restraint fitting (type of clevis, strength and their location on the vehicle);

e. special lift requirements and facilities available, that is, shore/mobile crane, heavy lift, ship's/vessel’s
gear capacity;

f. minimum ship/vessel cargo clearances required for loading, stowing, and inspection of loads during
the voyage (number and location of tie down points on ship/vessel);

g. port handling facilities, i.e., rail, road access, marshalling areas;

h. compatibility of cargo, and requirements for special handling and/or precautions for
handling/loading/discharging; and

i. vehicles and equipment consideration:

(1) weight and dimensions for maximum utilization of tonnage and capacity and for stability
factors,

(2) preparation, preservation, or special packaging required for stowage to meet administrative or
tactical purposes, and

(3) cross-country weight capacity should not be exceeded for vehicle/trailer loads, and all loads
must be properly secured;

j. dangerous goods must meet criteria for:

(1) permit limitations, if applicable,

(2) compatibility and segregation, and

(3) certification and documentation; and

k. dunnaging, blocking, and bracing requirements.

105. PRELIMINARY SEA-LIFT ESTIMATE

1. As a general rule, the best method to determine the resources required for a sea-lift is the
preliminary sea-lift estimate. Generally, the preliminary sea-lift estimate is conducted by the J4 Movement
Staff (J4 Mov). It is based on the information provided by the Task Force Movement Officer (TFMO) in the
TFMT, or the Unit Embarkation Officer (UEO) in the Unit Movement Staff Table (UMST) depending on the

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level of the move. The TFMT/UMST information provides a general indication of the total length in metres
(Lane Metres or LIMs), types of equipment and dangerous goods that will need to be moved by sea. With
this information J4 Mov can estimate what sea-lift is required and seek DLBM TM 6 assistance to approach
the commercial market if necessary. Although this preliminary estimate is primarily conducted at NDHQ an
understanding of the principles involved will assist Canadian Forces (CF) planners to understand the
purpose and requirements of the TFMT/USMT and the movement estimate process.

2. Once sea-lift resources have been secured and, as the Table of Organization and Equipment
(TO&E), and subsequently the TFMT firm up, the TFMO/UEO, perhaps with the support of a tasked
Movement Control Detachment Commander (Mov Con Det Comd), can start to prepare a pre-stowage plan.
The main purpose of a pre-stowage plan is to provide guidance to those personnel executing the loading
operation; in addition, it also provides a basis for the following:

a. call forward of cargo;

b. pre-planning of transport, labour, and cargo handling requirements;

c. checking the trim and stability of the ship/vessel; and

d. ensuring that cargo is loaded in the correct sequence while considering the following factors:

(1) availability of units at the Sea Port of Embarkation (SPOE),

(2) special stowage requirements for heavy vehicles or abnormal loads, and

(3) specific segregation requirements for special cargo such as amenities, classified cargo,
dangerous goods, outsized cargo.

106. PORT CAPACITY

1. Before a port can be considered as a Sea Port of Embarkation (SPOE) or Sea Port of
Disembarkation (SPOD), the port capacity must be considered in relation to the sea movement requirements
of the Task Force for any particular sea-lift operation.

2. As port capacity is often the most important limitation in sea movement, the following factors must be
determined:

a. The Reception Capacity. This is the number and types of ships/vessels that can be handled at one
time. However, the following sub-factors must also be considered:

(1) Channel depth - vessel masters/ship’s captains often insist that there must be at least one
metre under the keel,

(2) number and size of “alongside” berths,

(3) area and depth of water available for anchorage positions,

(4) mooring facilities,

(5) climate and weather (the seasonal variation must be considered),

(6) tidal characteristics,

(7) if necessary pilot/tugs (availability of),

(8) enemy activity, and

(9) Net Explosive Quantity (NEQ) limitations.

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b. The Loading/Discharging Capacity. What is the tonnage that can be handled in one day? These
factors may have a significant effect on the loading/discharge operation:

(1) climate, weather, and tidal variations,

(2) wharf facilities and equipment,

(3) cargo handling gear (slings, Materiel Handling Equipment (MHE), ramps, etc.),

(4) Lighterage available for wet berthing,

(5) distance to anchorage when using Lighterage,

(6) labour available, and

(7) RORO/LOLO facilities, including sea container handling;

c. The Clearance Capacity. This is the tonnage of cargo that can be moved out of port in one day.
The factors that affect it are:

(1) transit shed availability and design,

(2) ground stacking (or “lay down”) and parking areas available,

(3) road and rail access,

(4) inland waterway access,

(5) accessibility of nearby air facilities,

(6) MHE, and

(7) labour and clearance transport availability, and capability.

107. PORT RECONNAISSANCE

1. Prior to deploying on a reconnaissance (recce) of the potential port areas that may be designated as
SPOE/SPOD, J4 Mov will gather and scrutinise any available information on those facilities for example,
intelligence reports, maps, charts, commercial publications, the internet etc. This is required as part of the
sea-lift planning and will also refine the areas to be confirmed by physical recce. a 4 CFMCU Mov Con Det
Comd normally conducts recce of Canadian SPOEs. Depending on the space available on a Recce Party,
recce of overseas SPOD is conducted by a member of J4 Mov or 4 CFMCU.

2. During the port recce, which should ideally be conducted six to eight weeks prior to a sea-lift
operation, the following should be determined:

a. available facilities;

b. condition of existing facilities; and

c. any required modifications.

3. To determine the above, the data identified at Appendix 2 to Annex B of this chapter should be
collected. However, this list may vary depending on circumstances and the scope of the operation.

4. Submission of Data. Information collected is submitted in the form of a Port Reconnaissance

(Recce) Report. It generally consists of general descriptive pages and an attached map/chart displaying

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inspected features that are explained in detail by accompanying notes. a suggested list of items to be
included in a Recce Report is included as Annex B to this chapter.

108. LEGAL CONSIDERATIONS

1. This manual provides commanders and planners direction in sea movement for operations,
exercises and routine administration whether in Canada or abroad. In planning an operation, exercise or
effecting routine administration, commanders at all levels must take into account local regulations, Canadian
laws, the laws of the host nation, if applicable, as well as the international laws that may affect the conduct of
the particular operation/exercise. In case of uncertainty, the local representative of the Judge Advocate
General should be consulted.

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ANNEX A - REFERENCES AND STANDARDIZATION AGREEMENTS

1. The following publications and plans are related to and may be used in conjunction with this manual:

a. C-74-300-D01/TA-000, Logistical Data-Ammunition;

b. AAP 6, NATO Glossary of Military Terms and Definitions;

c. ATP 36, Amphibious Operations - Ship to Shore Movement;

d. ATP 39, Amphibious Embarkation; and

e. A-LM-008-039/FP-000, International Maritime Organization (IMO) International Maritime Dangerous

Goods Code (IMDG) 2000.
2. The following NATO Standardization agreements and publications remain extant and have been
wholly or partially incorporated into this manual:

a. Allied Joint Publication (AJP) 4.4 Movement and Transportation Doctrine

b. STANAG 1059 (Edition 7 Amendment 1), National Distinguishing Letters for use by NATO Forces;

c. STANAG 2019 (Edition No 4), Military Symbols for Land Based Systems;

d. STANAG 2456 (AMovP – 3) Movement and Transport Documents and Glossary of Terms;

e. STANAG 2828 (Edition No 4), Military Pallets, Packages and Containers;

f. STANAG 2829 (Edition No 3), Materials Handling Equipment;

g. STANAG 2830 (Edition No 4), Handling Aids; and

h. STANAG 2926, (Edition No 2) Procedures for the use of Freight Container for Military Supplies.

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ANNEX B - PORT RECONNAISSANCE REPORT

The aim of a Port reconnaissance (recce) report is to establish the strength, weaknesses and viability of the
terminal being studied. No facility can be looked at in isolation; the supporting infrastructure, reception and
distribution means are equally important. Ideally each recce should be conducted with a mode expert
available.

The format for a recce report is attached at Appendix 1 to this Annex with detailed headings for each major
type of facility at Appendix 2; they are not designed to be followed rigidly but provide a useful aide-memoire.

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ANNEX B - APPENDIX 1 - PORT RECONNAISSANCE REPORT

1. To: (Authority requesting report)

2. From: (Rank, name and unit of person making report)

3. Maps: (In addition to normal maps include specialist maps, e.g. port plans, charts etc)

4. Publications: (e.g. Facility handbook, intelligence briefing)

5. Date Time Group: (when report was dispatched)

6. General Information

a. Object of the recce, name, location and general description of site (incl grid reference);

b. Dates and times of recce;

c. Controlling authority at site, names and telephone numbers;.

d. Security and defence of the location; and

e. Summary of main points.

7. Detailed Information
See appendix 2 for applicable headings
8. Enclosures
Overlays, plans, sketches, photos etc to be attached to the report.

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ANNEX B - APPENDIX 2 - PORT TERMINAL RECCE HEADINGS

1. A Port Recce Report should show all relevant information about a SPOE/SPOD. The following
headings are suggested, but should not be regarded as exhaustive. Any relevant information that affects the
potential military operation of a port should also be considered and included.

Detailed Information

2. General Characteristics of the Port:

a. terminal plan,

b. chart of sea approaches,

c. layout of port,

d. road, rail, waterway approaches and facilities, including nearby airport,

e. fixed terminal facilities (buildings, uncovered storage, etc); and

f. prevailing weather conditions, frequency of gales, fog, ice, or storms, (the most important factor is
winds) and any restrictions imposed by the effects of climate, weather and the time of day on
operations.

3. Anchorages. Area, location, depths, nature of bottom and mooring buoys, turnaround time berth to
anchorage, action of currents and effects of wind.

4. Port. Engineering. Construction details of -

a. quays,

b. piers,

c. jetties,

d. locks,

e. bridges, and

f. port buildings.

5. Dredging. Details of the adjacent seabed are required to include any ship-turning areas.

6. Alongside. To include the following:

a. lengths and widths of vessels accepted, depth of channel and, basins and berths (alongside);

b. RORO ramp details;

c. tidal ranges and anomalies;

d. weather and seasonal variations;

e. available working length at berths and width of quay;

f. road and rail access to berth;

g. number of pilots and pilot boats, location of pilot station; and

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h. harbour boats (tugs, lighters etc), type, size, capacity and availability.

7. Special Berths and Cargoes. Special cargoes are usually handled at berths set aside for that
purpose. Various terminals or parts of terminals may be completely equipped for specific cargo handling and
such ports, or parts of ports, may be unsuitable for conventional break bulk cargo.

8. Lighterage Berths. Almost any otherwise unused part of a dock can be used for the discharge of
lighters. Given a yardstick of 30m of quay with a water depth of 2 m for each lighter, discharge capacity will
depend entirely on dock space and the availability of MHE to service Lighterage (mobile cranes, forklifts,
etc.).

9. Storage Areas. Whether covered, refrigerated or open locations: size, access, present usage and
availability to CF.

10. Safety and Environmental Policy. Outline of respective port and environmental safety regulations,
and programmes, and the likely effects on discharge/loading operations if fully implemented. Check with
local authorities if special environmental requirements are necessary when loading or off-loading
(discharging) ships.

11. Hazardous Cargo/Dangerous Goods. Storage, compatibility and handling facilities. Outline of
respective port dangerous goods handling regulations and possible effects on discharge operations if fully
implemented (i.e. NEQ limitation).

12. Terminal Equipment. availability to CF, including operator availability, types and capacities and
Safe Working Load (SWL):

a. fixed (Quay) cranes,

b. mobile cranes,

c. gantries and conveyors,

d. cargo handling gear and other Materiel Handling Equipment (MHE).

13. Administrative Facilities.

a. water availability for ships and domestic port use (both drinking water and wash downs for vehicles
etc;

b. lighting and power, supplies and voltages on quays and working areas, floodlighting available;

c. civil labour availability and organisation;

d. communications, telephone, radio, fax, internet access;

e. fuel bunkering, fuel barges and berths, sludge barges and governing regulations;

f. refuelling facilities for support vehicles; and

g. materiel supply - lumber, cable, rope, packing material, tie-down and lashing hardware.

14. Customs, Health, Immigration and Agriculture. Must include:

a. location;

b. contact names and telephone and fax numbers; and

c. charges, documentation and any special requirements.

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15. Road Rail and Inland Water Transport (IWT) Access. Facilities within port, hinterland network,
holding and cross-loading areas, limitations on movement in port.

16. Modes of Transport (MOT) Available for Clearance.

a. quantity and capacity of each (MOT);

b. turnaround time port to first destination;

c. traffic circuits and routes; and

d. restrictions imposed on clearance transport by port/terminal authority and customs.

Estimation of Port capacity

17. Hard and fast calculations of port capacity are unrealistic because there are so many variables to
consider; however, some useable planning guidelines are as follows:

a. The length of the berth generally governs the number of points at which ships can be unloaded.
Tonnage handling capacity over any given berth depends on its width, its facilities, and the nature of
the cargo. An acceptable guideline is to assess the capacity as being 180 tonnes (200 short tons)
per hatch 24 hour (hr) period for a berth apron with a minimum width of 10m (10 yds);

b. 180m is used as the figure for berthing length to accommodate the normal range of cargo ships with
the addition of at least 18m for mooring;

c. The width of the apron will vary from port to port: a rail-served quay should not be less than 23m
wide. Finger piers with ship berths on either side should be at least 28m wide;

d. Berth level above water should normally be about 2m above high water level. Berths appreciably
lower than this may be susceptible to flooding;

e. Berthing yardsticks:

(1) for berths estimated at 200m long with a 9 to 10m water depth, estimate 1080 tonnes (1200
short tons) /24 hr period,

(2) for berths estimated at 100m long with a 6 to 7m water depth, estimate 270 tonnes (300 short
tons) /24 hr period,

(3) for an anchorage berth, estimate 900 tonnes (1000 short tons)/24 hr period, and

(4) for a lighter berth estimated at 35m long with a 2m water depth, estimate 270 tonnes (300
short tons)/24 hr period.

18. Assessment for Specific Operations:

a. Throughput capacity will ultimately depend upon the lowest of the following figures:

(1) reception capacity - the amount of ships that can be handled simultaneously at berth or
anchorage berths,

(2) discharge capacity - the amount of cargo that can be discharged in a 24 hr period,

(3) transfer capacity - the amount of cargo that can be moved from the berth to temporary storage
areas in a 24 hr period,

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(4) storage capacity - the amount of cargo that can be held temporarily in open or covered
storage,

(5) clearance capacity - the amount of cargo that can be cleared from the terminal in a 24 hr
period, and

(6) labour capacity - should be assessed as being enough to operate as many ships/vessels as
are being handled in the terminal;

b. Capacity Assessment:

(1) Stage One. Calculate the number of ships/vessels that can be worked simultaneously (based
on the factors in paragraph 17 above),

(2) Stage Two. Estimate the rate of discharge/loading with all the available berths occupied and
using the yardstick of 180 tonnes (200 short tons) loading or discharged per hatch/24 hr period
for 6 hatches/ship/vessel,

(3) Stage Three. Estimate the amount (in tonnes/short tons) that can be moved from temporary
storage to pier-side or reverse. This will depend on -

i. lift tonnage of available cargo transfer equipment,

ii. distance to temporary storage areas, and

iii. time the equipment is in transit.

(4) Stage Four. Estimate the storage capacity of available storage areas for covered storage
(use factors of 45 per cent of the available cube, and for open storage use the factor of 55 per
cent of the available square area),

(5) Stage Five. Clearance capacity depends on:

(a) availability of MHE for clearance,

(b) time given to load 1 pallet (given that available trucks will hold 20 pallets),

(c) unlimited transport being available, and

(d) given that the port gate clearance will take 10 minutes per vehicle, and

(6) Determine the operating capacity of a marine terminal for containers. Often the limiting factor
here is the availability of mobile, fixed crane gantries - the method by which containers are
loaded/discharged to/from the ship/vessel followed by storage capacity. If the port is designed
for sea containers, storage is often the limiting factor.

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CHAPTER 2

CHAPTER 2 - COMMAND CONTROL AND ORGANIZATION

201. GENERAL

1. The organization for command and control of sea-lift resources may vary slightly depending on the
scale and the category of the sea movement exercise/operation for example, is it a single unit or Task Force
move, CF unique or with allies.

2. Strategic Sea-lift Operations. Strategic operations require sea-lift resources for the
deployment/redeployment of units/formations/task forces between areas of operations, over strategic sea
lines of communication (SLOC), normally, but not necessarily, originating from Canada.

3. Tactical Sea-lift. Tactical Sea-lift operations involve the sea movement of personnel and materiel
within operational areas. Tactical sea-lift operations may include the establishment and use of intra theatre
SLOC, inland waterway transport (IWT) systems, coastal area, and landing beaches for example, for
logistics over the shore (LOTS) or amphibious landings.

202. COMMAND

1. All categories of sea movement will involve some or all of the following organizations:

a. Other Government Departments (OGDs) and agencies such as Transport Canada, Agriculture
Canada and Health and Welfare Canada;

b. National Defence Headquarters (NDHQ) J3 Ops, J4 Mov and DLBM TM 6;

c. Command/Formation Headquarters- (for example, MARPAC, MARLANT, Land Force Areas and 1
CAD) G/A/N 4 Transportation/Movement (G4Tn, A4 Mov etc);

d. CF JHQ/Task Force HQ.

e. unit(s) being moved; and

f. movement control (Mov Con) organizations at the Sea Port(s) of Embarkation (SPOE) and/or at the
Sea Port(s) of Disembarkation (SPOD).

2. The effective use of sea-lift resources for the deployment/ employment/redeployment of Task Forces
in strategic and/or tactical sea-lift operations, requires co-ordination of the responsibilities of the
organizations in the following paragraphs.

3. OGDs and agencies may assist or give direction in some of the following:

a. Transport Canada is responsible for:

(1) regulating transportation equipment and the use of transportation facilities, including airports,
ports, harbours, terminals and inland waterways other than:

(a) those operated by the Canadian Forces (CF) or any Armed Forces co-operating
therewith,

(b) those operated by the Royal Canadian Mounted Police (RCMP), and

(c) those ships/vessels, facilities, and services under the control of the Canadian Minister of
Fisheries and Oceans;

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(2) controlling, regulating, and directing the operation of all modes or systems of transportation,
including air, sea, rail and road other than:

(a) those systems operated by the CF or any Armed Forces co-operating therewith,

(b) those operated by the RCMP, and

c) those under the control of the Canadian Minister of Fisheries and Oceans.

b. Agriculture Canada, Health and Welfare Canada will normally provide information relating to the
policies of countries that CF personnel and equipment are destined for. This will assist deploying
units in their preparations of personnel and equipment for movement. These OGDs will also provide
information and direction on the requirements for the return of CF personnel and equipment to
Canada. This is particularly important for short-term operational and exercise deployments. The
Canadian Food Inspection Agency, of Agriculture Canada, is an example of a government agency
that will provide specific information, and direction, regarding the importation of food, and food
products, into Canada

4. NDHQ/ J3 Operations Staff (J3 Ops) is responsible for identifying the sea-lift requirements, that is,
what materiel/personnel need to be moved in what priority order.

6. NDHQ J4 Movement (J4 Mov) is responsible for:

a. establishing the detailed requirement for movement by sea to overseas ports, conducting strategic
movement recce, identifying the type of ships/vessels needed to meet the task and requesting
commercial acquisition of ships by DLBM TM 6 (including provision of associated ship supporting
services as required);

b. co-ordinating the overall strategic movement, including the provision of the Port Movement Control
Detachments (Mov Con Dets) at the Sea Port of Embarkation (SPOE) and Sea Port of
Disembarkation (SPOD); and

c. issuing of National Movement Orders (Mov Os), often the Mov O is issued as an Annex to the
Operations Order (Op O), detailing strategic movement from the SPOE to the SPOD.

7. Area/Group Headquarters is responsible for:

a. advising NDHQ/ J4 Mov of the number of personnel, vehicles, and the quantity of materiel to be
moved;

b. issuing of Area/Group Mov Os governing the movement of the tasked resources from home locations
to the SPOE/Mounting Bases as extracted from the National Mov O; and

c. ensuring that units maintain up-to-date Unit Movement Staff Tables (UMSTs).

8. CF JHQ/Task Force Headquarters/ Task Force Movement Officer (TFMO) is responsible for:

a. collating from units up-to-date UMSTs and producing related TFMT, for submission to Command
Area/Group Headquarters and NDHQ J4 Mov;

b. co-ordinating operational (normally “in theatre”) movement and issuing operational Mov Os (
including the clearance from SPODs to a Marshalling Area); and

c. liaising with the movement agencies at the SPOE and SPOD, whether CF Strategic Mov Con Dets,
Host Nation (HN) or allied Theatre Movement Co-ordination Centre (TMCC) to ensure efficiency of
operation and regulation of flow. When deployed into a theatre, the CF JHQ is responsible for
receiving personnel and cargo from ships/vessels, once the required strategic clearances have been

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completed. These clearances are the responsibility of the strategic Mov Con Det acting for DCDS
through NDHQ J4 Mov.

9. The unit being moved is responsible for:

a. Preparing, maintaining and submitting to the appropriate superior headquarters an accurate and
current UMST;

b. advising the appropriate superior headquarters on the availability of personnel, vehicles, and
equipment for movement;

c. implementing the appropriate superior HQ Mov Os; and

d. providing port loading/work parties or ships parties (escorts) as directed by TFMO.

10. The strategic Port Mov Con Det is responsible for:

a. acting on behalf of DCDS (through J4 Mov);

b. liaising with the movement agencies at the SPOE and SPOD, civilian, commercial, Host Nation (HN)
or allied Movement Co-ordination Centre (MCC) to ensure efficiency of operation and regulation of
flow.

c. co-ordinating the work of all military personnel and civilian agencies and contractors involved in the
loading and discharging of ships;

d. ensuring that the required clearances and documentation for the embarkation/disembarkation of
personnel and materiel have been made;

e. liasing with the CF JHQ/ ”in theatre” Mov Con Organization to ensure that they are ready to receive
materiel/personnel when disembarkation commences that is, regulate flow into/out of theatre; and

f. maintaining operational control over allocated civil resources.

203. APPOINTMENTS AND ORGANIZATIONS

1. The preparation and despatch of personnel and materiel by sea requires civilian and military
personnel who possess varied technical skills, knowledge, and experience.

2. Normally, key military personnel associated with any sea movement can be appointed under the
following categories:

a. Formation/Unit Personnel:

(1) Movement Staff/Task Force Movement Officer (TFMO),

(2) Sea Transport Liaison Officer (STLO),

(3) Unit Embarkation Officer (UEO),

(4) Ships Party, and

(5) Port work Party;

b. Movement Control Personnel:

(1) Mov Con Officer,

(2) Port Mov Con Det,

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(3) Supporting Railhead Mov Con Det and

(4) Supporting Airhead Mov Con Det;

c. Support Personnel:

(1) Canadian Forces Base (CFB) support services personnel within Canada, and

(2) HN/LN/CF JHQ operations/logistic staff/liaison officers (LOs), within theatre of operations.
3. In addition, some or all of the following civilian organizations or agencies can be involved in the sea
movement of a Task Force:

a. Port Authority;

b. Port Director/Harbour Master;

c. Port Emergency Committee;

d. Canada Ports Corporation (CPC) Police;

e. Customs and Immigration;

f. Agricultural Authorities;

g. carrier;

h. ship’s agent;

i. vessel master/ship’s captain and or port captain assigned by ship/vessel owners;

j. stevedoring company; and

204. DUTIES AND RESPONSIBILITIES

1. Annex a contains specific information, detailed tasks and responsibilities of the key appointments
listed in sub-section paragraphs 1 and 2 above.

2. Annex B describes organization and agencies outlined in paragraph 15.

205. CONTROL

1. Depending on the scope of the movement requirements, the execution of a sea-lift operation can be
carried out in three phases:

a. Phase One. The rapid deployment of high readiness units and formations in accordance with
national or NATO policy. Normally, in this phase RORO vessels will be utilized in for the sea-lift of
the vehicles and mobile equipment, with LOLO/container vessels being used for combat supplies;

b. Phase Two. The resupply/sustainment of the deployed Task Force if required, including the
mobilization and deployment of additional forces from Canada to the area of operations as
necessary. This phase will normally commence on completion of phase one and will involve the
movement of all types of supplies, including vehicles and POL, using appropriate types of
ships/vessels;

c. Phase Three. The redeployment of the Task Force to Canada, or another area of operations.

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ANNEX A - DUTIES AND RESPONSIBILITIES OF KEY MILITARY PERSONNEL

1. The duties and responsibilities of the Mov Staff in NDHQ, CF JHQ and an “in theatre” Movement Unit
are outlined in the following appendices:

a. Appendix 1 - Responsibilities of NDHQ J4 Movement (J4 Mov);

b. Appendix 2 - Responsibilities of CF JHQ Mov Staff;

c. Appendix 3 - Responsibilities of an “in theatre” Movement Unit

d. Appendix 4 - Responsibilities of the Movement Co-ordination Centre (MCC);

2. The duties and responsibilities of the key personnel within a Task Force organization are outlined in
the following appendices:

a. Appendix 5 - Responsibilities of the Task Force Movement Officer (TFMO);

b. Appendix 6 - Responsibilities of the Sea Transport Liaison Officer (STLO);

c. Appendix 7 - Responsibilities of the Unit Embarkation Officer (UEO);

d. Appendix 8 - Responsibilities of a Canadian Forces Base (CFB) Support Services Officer (BSSO);

e. Appendix 9 - Responsibilities of the Port Movement Control Detachment;

f. Appendix 10 - Responsibilities of a supporting Railhead Movement Control Detachment;

g. Appendix 11 - Responsibilities of a supporting Airhead Movement Control Detachment;

h. Appendix 12 - Responsibilities of the Ships Party; and

i. Appendix 13 - Responsibilities of the Port Work Party.

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ANNEX A - APPENDIX 1 - J4 MOVEMENT (J4 MOV) NDHQ

1. J4 Movement (J4 Mov) in NDHQ is a Section of J4 Logistics (J4 Log) and has sub sections of
operations, plans and doctrine (J4 Mov Ops, J4 Mov Plans and J4 Mov Doc). It is responsible for:

a. providing movement and transportation advice to the DCDS;

b. planning strategic movement and transportation support to CF operations (including response to

natural disasters) and exercises, and conducting strategic movement reconnaissance (recce);

c. preparing movement estimates and staff checks to determine the requirement for strategic transport
resources;

d. determining the availability, cost and capability of strategic movement and transportation resources;

e. allocating available strategic movement and transportation resources;

f. identifying strategic movement and transportation shortfalls and arranging for the provision of
additional resources to meet these shortfalls;

g. liaison with DLBM, especially TM 6, for the development, co-ordination and letting of contracts with
commercial carriers for transportation resources;

h. formulating, in co-operation with the NDHQ Joint Staff branches, Task Force Commander and
supporting commands, the Task Force Movement Table (TFMT) for the deploying Task Force;

j. preparing the movement annexes to the national warning order (Wng O) and the national operation
order (Op O);

i. developing the national sustainment and redeployment movement plans;

k. assist in staffing cases for personnel augmentation to 4 CFMCU and any “in-theatre” movement
control (Mov Con) organization;

l. developing and maintaining policy and doctrine for CF Movement to support CF operations;

m. overseeing CF movement systems, policies and standardization proposals;

n. preparing proposals identifying the CF position in relation to civil transport infrastructure

development;

o. the development, integration and maintenance of movements Automated Data Processing (ADP)
systems including the Joint Establishment and Movement Management System (JEMMS);

p. assisting in the development of defence policies in relation to strategic transportation resources;

q. identifying the technical requirements for international agreements and liaison with the responsible
agencies negotiating the appropriate terms;

r. formulating and promulgating policies, instructions, and relevant movement information in

appropriate instructions and publications;

s. advising on the development of movement training courses;

t. preparing and presenting the DND/CF position as it concerns movement in regard to other
government departments such as Transport Canada and to military allies such as NATO, UN, ABCA
and NORAD;

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u. ensuring that movement requirements are considered prior to the acquisition of new equipment; and

w. providing movement staff support as required.

2. J4 Mov Ops, as part of J4 Mov, is responsible for operating the National Defence Movement Co-
ordination Centre (NDMCC) and:

a. co-ordinating the strategic deployment and sustainment of a Task Force between Canada and the
area of operations (AO);

b. exercising control over the National Movements System;

c. assisting force generators in the co-ordination of assembly movement activities;

d. assisting and advising the “in theatre” Task Force HQ in the co-ordination of reception staging and
onward (RSOM) movement activities;

e. providing a "clearing house" function for transportation information;

f. co-ordinating between the various agencies involved with deployment and redeployment including:

(1) between the various NDHQ staffs and force generators on movement matters;

(2) between the providers and users of strategic lift required to source transportation to meet
surge requirements;

(3) interfaces with external agencies such as UN, NATO, Other Government Departments
(OGDs), Non-Government Organizations (NGOs); and

(4) providing or hosting liaison officers from or to the above organisations.

g. tasking 4 CFMCU;

h. monitoring and ensuring that adequate strategic lift resources are generated and available to the
movement task at hand;

i. adjudicating between equal and competing priorities for the allocation of transportation capacity
when two or more activities share a common sustainment pipeline, referring cases to J3 when
necessary;

j. analysing backlogs and recommending route diversions when movement requirements saturate
available capacity; and

k. maintaining statistical data on strategic movement and providing input to the J7 After Lessons
Learned (Action Review [AAR]) process.

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ANNEX A - APPENDIX 2 - GENERAL RESPONSIBILITIES FOR TASK FORCE HQ/CF JHQ J4 MOV
STAFF

1. A Task Force Commander generally exercises responsibility for “in-theatre”, operational, movement
through the J4 Mov division of the Task Force HQ general staff. Although the CF JHQ J4 Staff are
developing detailed SOPs, and the Joint Support Group (JSG) Project are examining alternative options for
theatre activation including Movement, the general duties of the J4 Mov Staff within any CF Task Force HQ
are as follows:

a. to prepare Task Force movement orders (Mov O) and provide movement input to operation plans
and orders;

b. to plan, provision, co-ordinate and monitor the in-theatre movement requirements for deployment*
(reception, staging and onward movement [RSOM]), sustainment and redeployment;

c. to establish priorities for the use of allocated transportation resources;

d. to liase with the host, or lead, nation (HN/LN) and arrange for additional intra theatre movement and
transportation resources as required;

e. to liase with allied forces and ensure that the CF Task Force intra theatre movement plan operates in
conjunction with those of allies;

f. to plan for the retrograde flow of casualties, prisoners, salvageable stores and equipment and advise
J4 Mov Ops at NDHQ of any strategic movement implications;

g. to provide advice to the operations staff (Ops Staff) on the priority of repair to movement terminals or
routes;

h. to co-ordinate intra theatre policy for movement control (Mov Con) and the use of all modes of
transportation (MOT); and

i. to provide movement information to J4 Mov Ops at NDHQ.

* Although NDHQ J4 Mov is responsible to DCDS for strategic movement, which normally embraces
deployment, the Task Force Comd through his Ops and Mov Staff will convey his priorities to NDHQ for that
deployment. The Task Force responsibilities in theatre essentially commence when the strategic transport,
normally air or sea arrives at the APOD/SPOD, and the necessary clearances have been made by the
strategic Mov Con Det for discharge to commence.

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ANNEX A - APPENDIX 3 - N-THEATRE MOVEMENT CONTROL (MOV CON) UNIT

1. When an in theatre Movement Control (Mov Con) Unit is deployed, or established, the CO of that
unit may be designated as the Task Force Movement Officer (TFMO). The TFMO is responsible for
providing advice to the Task Force Commander on executive movement matters within the theatre. The
tasks of the in-theatre Mov Con Unit may be as follows:

a. to establish and operate a Movement Co-ordination Centre (MCC), sometimes referred to as the
Mov Ops cell, see Appendix 4, and be responsible for:

(1) directing and co-ordinating all operational level (intra-theatre) movement and transportation
resources and requesting additional transportation resources from any senior operational MCC
or NDHQ J4 Mov as applicable;

(2) establishing and controlling access to the operational LOC/L of C;

(3) tasking transportation resources held by, or allocated to, the Task Force and co-ordinating and
integrating Host Nation Support (HNS) transportation resources;

(4) co-ordinating the operation of movement terminals;

(5) monitoring the availability and capacity of PODs to receive and sustain the Task Force from
outside the theatre;

(6) establishing and implementing diversion plans as required; and

(7) collating and maintaining theatre movement information and passing it through the Movement
Organisation.

b. provide overall supervision of Mov Con Dets within the theatre and establish and maintain
communications between them; and

c. execute movement orders (Mov Os) in accordance with pre-determined priorities and issue
executive movement instructions (Mov Instrs) to the users.

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ANNEX A - APPENDIX 4 - RESPONSIBILITIES OF THE MOVEMENT CO-ORDINATION CENTRE (MCC)

1. In a major operation, when formations/Task Forces and units are moved by multi-modal means, it
may be necessary for the HQ, that has co-ordinating responsibility for the operation, to establish a
subordinate Movement Co-ordination Centre (MCC) to co-ordinate this activity. For example J4 Mov (for
DCDS) may task 4 CFMCU to establish an MCC in Canada during the deployment phase, or the CF JHQ
might request that 4 CFMCU deploy a MCC into a theatre of operations to co-ordinate the movement
aspects of reception, staging and onward movement (RSOM).

2. When established the MCC is responsible for:

a. co-ordinating the activities of the Movement Control Detachments (Mov Con Dets) operating at the
supporting ports of embarkation/disembarkation (POE/POD), railheads and road movement
terminals, and controlling the flow into, out of and within theatres;

b. within Canada co-ordinating with CFBs for service support for the movement of personnel and
equipment from supporting airheads and/or railheads to the mounting base. In an operational
theatre co-ordinating with the appropriate Host Nation (HN)/ Lead Nation (LN) or CF theatre
activation organisation for the RSOM of personnel and materiel;

c. ensuring that preparation of vehicles and cargo is finalized at the mounting base prior to the call
forward instructions to the Sea Port of Embarkation (SPOE); and

d. co-ordinating with J4 Mov Ops (National Defence Movement Co-ordination Centre [NDMCC]), Task
Force Movement Officer (TFMO), Sea Transport Liaison Officer (STLO) - when appointed, and the
Port Mov Con Det Comd the call-forward activities from the mounting base to the SPOE and RSOM
at/from the SPOD.

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ANNEX A - APPENDIX 5 - RESPONSIBILITIES OF THE TASK FORCE MOVEMENT OFFICER (TFMO)

1. For CF operations where a Task Force is formed, from more than one unit, a Task Force Movement
Officer (TFMO) and a deputy are to be appointed for that Task Force by the Task Force Comd. The TFMO
has the following responsibilities:

a. co-ordinate the planning and execution of all the movement aspects for the deployment of that Task
Force, including preparation of the Task Force Movement Order (Mov O) and conduct of
reconnaissance;

b. is to be fully conversant with the Task Force Comd’s plan and priorities so that he/she is able to
make decisions in accordance with those plans and priorities;

c. is responsible for the preparation of the Task Force Movement Table (TFMT) using the Joint
Establishment and Movement Management System (JEMMS);

d. establish and maintain liaison with the Unit Embarkation Officers (UEOs) of the units in the Task
Force;

e. is to remain in the deploying theatre, until all the Task Force has deployed/redeployed, this will
normally require early deployment of the deputy TFMO (or another designated appointment) to
oversee reception;

f. is the initial point of contact with Port Mov Con Dets (and supporting Rail and Airport Mov Con Dets
and MAMS for supporting operations) for specialist technical matters pertaining to the Task Force;

g. is to keep the movement control (Mov Con) organization informed at all times on the movement
aspects of the deployment; and

must confirm that a deputy TFMO has been appointed, and if this is not the case the TFMO is to ensure
that a deputy is appointed, and establish liaison with him/her. The deputy must be able to act for the
TFMO in all capacities, when required and be prepared to deploy early to oversee reception.

i. where neither the TFMO or deputy can be present at the Port, the TFMO is to ensure the
appointment of a Sea Transport Liaison Officer (STLO), and that individual is conversant with his/her
responsibilities in accordance with Appendix 6, Annex A, Chapter 2 of this publication.

2. Both the TFMO and deputy should be Movement Officer’s Course qualified.

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ANNEX A - APPENDIX 6 - RESPONSIBILITIES OF THE SEA TRANSPORT LIAISON OFFICER

1. Depending on the scale and complexity of an operation, the Task Force Movement Officer (TFMO)
may oversee loading at the port. When this is not practical, a Sea Transport Liaison Officer (STLO) must be
appointed by a mounting or Task Force HQ. The primary role of the STLO is to provide liaison at a seaport
during the deployment and ensure that any changes to the TFMO’s plans for loading are made with his/her
knowledge. These duties may be delegated to a Unit Embarkation Officer (UEO) or the Port Movement
Control Detachment Commander (Port Mov Con Det Comd).

2. The duties of the STLO include:

a. establishing and maintaining liaison with the TFMO/UEO, as early as possible in the stand-by phase,
on all matters concerning the sea-lift;

b. liaison with the CFB support services regarding Task Force administrative requirements at the
mounting base, i.e. office space, rations and quarters, marshalling areas, passenger rest areas, and
stores and equipment storage areas;

c. receiving and forwarding reinforcements and follow-on supplies;

d. liasing, as required, with designated Port Mov Con Det Comd;

e. briefing the OIC/NCO i/c of the Port Work Party and ships party on harbour layout, administration
arrangements, control procedures, and the loading/discharging sequence;

f. assisting with the preparation of cargo and passenger lists;

g. ensuring that vehicles and equipment are properly prepared for sea-lift;

h. co-ordinating, with the Port Mov Con Det Comd, the call forward of vehicles and equipment for
loading at the time and in the order required;

i. ensuring that sufficient unit personnel are readily available for operating wheeled and tracked
vehicles alongside, and aboard ship, during loading/discharging;

j. co-ordinating the administration of unit personnel while they are at the SPOE/SPOD;

k. ensuring that unit’s personnel adhere to port security and safety orders;

l. ensuring the return of personnel not assigned as members of the ship’s party;

m. ensuring receipt of equipment at SPOE/SPOD and its safe custody until it is turned over to a unit
representative; and

n. assuming the responsibilities of the Port Mov Con Det, if that agency is not established/provided at
the SPOE/SPOD.

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ANNEX A - APPENDIX 7 - RESPONSIBILITIES OF THE UNIT EMBARKATION OFFICER (UEO)

1. The Unit Embarkation Officer (UEO) is an officer, warrant officer or Snr NCO responsible for the
planning, training, organizing, Unit Movement Order (Mov O) writing and documenting of his unit for
deployment.

2. Commanding Officers of every unit with a deployable role are to appoint a UEO. Personnel selected
for UEO duties need to be qualified on the Unit Embarkation Officer Course (AGLV) given at the Canadian
Forces School of Administration and Logistics (CFSAL) Trade Training Company.

3. When appointed, the UEO is responsible for the following:

a. establish and maintain liaison with the Movement Control Detachments (Mov Con Det), Mobile Air
Movements Sections (MAMS) and/or Task Force Movement Officer (TFMO), when appointed, and
respond to their direction on all aspects of the embarkation;

b. develop, or update, Unit Mounting Standing Operating Procedures (SOPs) to cover in detail the
warning, deployment and redeployment phases of unit movement;

c. select and/or train personnel required to staff the Unit Embarkation Party;

d. maintain the Unit Staff Table (UST) in Joint Establishment and Movement Management System
(JEMMS) format. Ensure that Unit Movement Staff Tables (UMST) and Load Lists are accurately
prepared and presented when requested, and co-ordinate the preparation of the unit's input to a
Task Force Movement Table (TFMT) when appropriate;

e. be prepared to write and issue the Unit Mov O;

f. co-ordinate the preparation of Movement Requests for Dangerous Goods as required; and

g. conduct reconnaissance of the following:

(1) routes to and from the Port of Embarkation (POE),

(2) POE layout, and

(3) POE facilities.

4. During the Warning Phase, the UEO is to:

a. review appropriate UMSTs or applicable portions of the TFMT;

b. liase with the OIC MAMS/Mov Con Det Comd/TFMO assigned to the POE to arrange for the joint
preparation of Loading Tables;

c. submit Movement Requests for Dangerous Goods as required;

d. with the TFMO, determine the quantity of loose cargo that should be delivered to the POE and held
for use as “filler cargo” whenever space is available. Priorities of delivery must be given to all loose
cargo so that it may arrive at destination in the desired sequence. This will not always be possible
but these priorities will at least indicate to the Mov Con Det/MAMS personnel the degree of urgency
for the shipment of every loose cargo item;

e. liase with the Mov Con Det to outline and co-ordinate requirements at the POE;

f. confirm arrangements with Mov Con Det for the preparation of passenger/cargo manifests;

g. arrange, if practical, for the reconnaissance of the POE by all sub-unit commanders;

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h. plan, with the Mov Con Det and the TFMO, the movement of loads to the POE;

i. write and issue the Unit Mov O;

j. assist in briefing the unit, in particular, ensure that all personnel are briefed on POE conduct,
movement discipline and traffic circuits before they move to the POE; and

k. ensure that appropriate documentation has been completed as required, e.g. passport, yellow book,
etc.

5. During the Deployment Phase, the UEO is to:

a. maintain liaison with the Mov Con Det to ensure that passengers and cargo are presented for
embarkation when required;

b. arrange for the delivery of filler cargo to the POE as required by the Mov Con Det;

c. provide personnel to operate vehicles within the POE as directed and arrange for the positioning of
alternate/replacement vehicles;

d. ensure that all vehicles and cargo are properly prepared for movement prior to departure from the
unit's home location and that passengers have been briefed. Checks by the UEO must include a
100% check of baggage for prohibited dangerous goods items prior to arrival at the POE;

e. ensure that the order of movement specified by the TFMO is followed as closely as possible;

f. provide the Port Mov Con Det with a copy of the nominal roll of the ship’s party;

g. ensure that the OIC/NCO IC of the ship’s party is thoroughly briefed on his/her responsibilities and is
provided with copies of passenger/cargo manifests;

h. ensure that a high standard of discipline is maintained with respect to;

(1) safety perimeters,

(2) traffic circuits, and

(3) out of bounds areas.

i. provide overall supervision of the embarkation of his unit(s) or sub-unit(s). To accomplish this he
must not depart until the last deployment flight/ship.

6. During Redeployment Phase, the duties of the UEO are essentially the same as those outlined for
the Deployment Phase.

7. Further responsibilities may be assigned to UEO in the pertinent Operation Order, according to
specific requirements.

8. Be prepared to act as the TFMO’s representative at the Port (Sea transport Liaison Officer [STLO])
on orders if the TFMO/deputy is unable to be present. (STLO’s responsibilities are at Appendix 6, Annex a
to Chapter 2).

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ANNEX A - APPENDIX 8 - RESPONSIBILITIES OF THE SUPPORTING CANADIAN FORCES BASE

SUPPORT SERVICES UNITS AND PERSONNEL

1. For small exercises or operations, it may be practical for units to proceed directly from home bases
to the port dockside for loading. However, for major exercises or operations where formation(s)/Task Forces
are involved in large scale sea movement, a mounting base will normally be identified at, or near, the Sea
Port of Embarkation (SPOE) to provide support and administration for the formation/Task Force. Normally,
the Canadian Forces Base (CFB) located nearest to the SPOE will be designated to as the mounting base.
When such a requirement exists outside Canada a marshalling area will be established, at or near the Sea
Port of Disembarkation (SPOD), where possible, by the Canadian formation/organisation deployed in that
operational area.

2. The CFB support services units and personnel are tasked by the CFB Commander (Comd)
supporting the mounting base, an individual appointment may be designated as the single focus for co-
ordination of this support. This appointment may be the COS, DCOS or CO of a GS Bn. In this manual the
appointment is generically identified as the Base Service Support Officer (BSSO). The BSSO co-ordinates
all support services provided by the base to the mounting base.

3. The BSSO is responsible for:

a. arranging feeding and accommodation for personnel;

b. arranging local ground transportation to the mounting base for cargo and personnel arriving from
airhead and/or railhead, and to the SPOE in accordance with the call forward instruction;

c. providing a marshalling area for final preparation of vehicles and cargo for sea-lift, i.e. preservation
of vehicles and special packaging, if required;

d. arranging for refuelling/de-fuelling of vehicles as required for sea-lift;

e. providing administrative support for formation/units awaiting call forward instructions;

f. providing a secure area where personnel can be briefed; and

g. it may be necessary for a similar appointment at any Assembly Bases or Staging Bases that are
established depending on the scale and duration of their activation.

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ANNEX A - APPENDIX 9 - RESPONSIBILITIES OF THE PORT MOVEMENT CONTROL DETACHMENT

1. Depending on the scope of an exercise or operation, the requirement to establish a Port Movement
Control Detachment (Port Mov Con Det) will be ordered by the Headquarters (HQ) that has co-ordinating
responsibility for the operation, this will normally be NDHQ, CF JHQ or a designated Area HQ. The Port Mov
Con Det will normally be staffed a General Support Battalion (GS Bn) Movement Platoon (Mov Pl), 4 CFMCU
or, in an overseas operational area, by 4 CFMCU or the deployed Force Mov Con Unit.

2. The Port Mov Con Det Comd is responsible to DCDS, through J4 Mov in NDHQ, for the orderly
movement and processing of personnel and cargo through the Sea Port of Embarkation (SPOE). DCDS
(normally through J3) remains the ultimate authority for what moves, in what priority, unless DCDS delegates
such responsibility to a subordinate HQ.

3. The Port Mov Con Det Comd is responsible for:

a. liasing with the Port Authority regarding:

(1) use of marshalling and holding areas near to quayside,

(2) stevedore services,

(3) access routes to, and through, the SPOE/SPOD,

(4) harbour security and safety orders, and

(5) arranging priorities for loading/discharging, as determined by the mounting HQ (through the
Task Force Movement Officer [TFMO] Unit Embarkation Officer [UEO] or Sea Transport
Liaison Officer [STLO] when appointed) at the SPOE/SPOD;

b. liasing with the shipping agent or carrier regarding:

(1) preparation of stowage plans,

(2) berthing and administration of ship’s party,

(3) timings and sequence for loading/discharging of vehicles and equipment, and

(4) submission of cargo and passenger lists;

c. acting as CF agent at SPOE/SPOD when required to arrange berth, tugs pilot, cranes, and similar
support for a CF ship;

d. liasing with customs and immigration officials for clearance of cargo and personnel;

e. arranging with Agriculture Canada for the inspection of vehicles returning to Canada in accordance
with CFAO 36-4, or successor document;

f. liasing with the UEO/TFMO or STLO for -

(1) preparation of cargo and passenger lists,

(2) briefing on harbour layout, administration arrangements, control, loading/discharging program,

harbour security and safety, and

(3) ensuring vehicles/equipment are properly prepared for sea-lift in accordance with Chapter 3 of
this manual ;

g. issuing call forward instructions to the assembly area;

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h. receiving, controlling and administering personnel and cargo in the port;

j. liasing with the UEO/TFMO, or STLO, for the return of personnel not on ships party;

k. checking cargo loaded/discharged on/from ships/vessels for quantity and condition;

m. controlling the clearance of cargo and personnel from the SPOE/SPOD;

n. dispatching copies of stowage plan, manifests and waybills/straight bills of lading (WSBL) to Mov
Con Det/STLO at the SPOD and /UEO/TFMO; and

p. dispatching sailing advice message to all concerned.

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ANNEX A - APPENDIX 10 - RESPONSIBILITIES OF a RAILHEAD MOVEMENT CONTROL

DETACHMENT SUPPORTING THE MOUNTING OF a SEA DEPLOYMENT OPERATION

Normally, a Movement Control Detachment (Mov Con Det) supervises the loading and/or off-loading of
vehicles and equipment at a railhead. Full details of rail movement operations are found in B-GJ-005-
404/FP-020 Movement Support Rail;

2. The Mov Con Det assigned to a railhead supporting the mounting of a sea deployment operation
(supporting railhead) will be tasked as a Railhead Mov Con Det by its “parent” Headquarters.

3. The Railhead Mov Con Det is responsible to that parent HQ for:

a. co-ordinating with railway officials the off-loading of all rail cars;

b. arranging for the provision of necessary ancillary equipment for the off-loading of wheeled and
tracked vehicles and equipment from all types of rail cars (e.g. side/end/portable ramps, bridge
plates, portable lighting equipment, etc);

c. inspecting (in the company of the Train Conducting Officer, the OC Embarked Personnel, and the
Railway Representative) the condition of quantity of all materiel prior to the off-loading;

d. completing the appropriate portions of the Report of Inspection of Train Equipment as per Annex L to
B-GJ-005-404/FP-020 Movement Support Rail;

e. liasing with the HQ that has co-ordinating responsibility for the operation, Movement Co-ordination
Centre (MCC), Base Service Support Officer (BSSO), Sea Transport Liaison Officer (STLO), as
appointed/established, for the movement of vehicles and equipment to the mounting base or the Sea
Port of Embarkation (SPOE), as applicable;

f. arranging, through the HQ that has co-ordinating responsibility for the operation,/MCC/BSSO/STLO
as appointed/established, for the provision of administrative facilities at the railhead (i.e. water,
toilets, and rest areas for personnel), access route, siding capacities, and manoeuvre space in rail
yard and vehicles and equipment;

g. ensuring that the formation/unit rail work party personnel are abiding by prescribed safety and
security rules (e.g. proper clothing and equipment, guiding/marshalling signals, being aware of
driving hazards while off-loading vehicles from railcars, etc); and

h. maintaining overall discipline while personnel and equipment are in the confines of the railhead area.

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ANNEX A - APPENDIX 11 - RESPONSIBILITIES OF AN AIRHEAD MOVEMENT CONTROL

DETACHMENT SUPPORTING THE MOUNTING OF a SEA DEPLOYMENT OPERATION

1. Air Movement Squadrons’ Mobile Air Movements Sections (MAMS) carry out the airlift traffic
functions on most joint air/land operations.

2. When Canadian Forces (CF) air transport resources are supporting the assembly, and positioning, of
a unit, formation or Task Force, for a sea deployment operation, the MAMS team operating the airfield
supporting that sea deployment, will be under the command of the Airlift Control Element (ALCE)
Commander. However, the ALCE will be responsive to J4 Mov/TFMO and will co-ordinate the air transport
to support priorities.

3. The MAMS team assigned to a supporting airhead operates in accordance with B-GJ-005-404/FP-
040 Movement Support Air, and will hand over personnel, equipment and cargo to the Airhead Movement
Control Detachment (Airhead Mov Con Det) to co-ordinate movement to the SPOE.

4. The Airhead Mov Con Det is responsible to the HQ that has co-ordinating responsibility for the
operation/MCC for:

a. liasing with Airport Officials/OIC MAMS for the designation of marshalling/holding areas at the
supporting airfield, and for the provision of administrative facilities (i.e. water, toilets, and rest area
for personnel);

b. liasing with the HQ that has co-ordinating responsibility for the operation/MCC to confirm expected
loads, itineraries, and timetables and ensuring MAMs/Commercial operators are aware of such
details;

c. when chartered commercial aircraft are used, and MAMS are not present, ensuring that a qualified
guide/marshaller is provided to control the movement of any or all portions of a load being off-loaded,
including personnel, within a 50 ft radius of the aircraft;

d. liasing with the HQ that has co-ordinating responsibility for the operation/MCC /MCC for the
movement of vehicles and equipment to the mounting base or the SPOE, as applicable; and

e. maintaining airport discipline at all times.

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ANNEX A - APPENDIX 12 - RESPONSIBILITIES OF THE SHIP’S PARTY

1. For sea movement operations, where the Headquarters (HQ) that has co-ordinating responsibility for
the operation/MCC requires personnel to accompany the ship/vessel, the applicable Task Force Movement
Officer (TFMO)/Unit Embarkation Officer (UEO), is to ensure that personnel are identified and detailed to
form a “ships’ party”.

2. While at the Sea Port of Embarkation/Disembarkation (SPOE/SPOD), the ship’s party is under the
operational control of the TFMO/UEO/Sea Transport Liaison Officer (STLO)/ or Port Movement Control
Detachment Commander (Mov Con Det Comd) as applicable.

3. The composition of a ship’s party (commonly referred to as supercargo) will vary depending on the
scope of the task, the sensitivity of equipment and accommodation available on board. There will often be
maintenance tasks to be carried out during the voyage and personnel qualified to carry out those tasks will
necessarily be included in the ships party.

4. The ship’s party is responsible for:

a. assisting the Port Mov Con Det to verify, document and load all vehicles and equipment;

b. providing assistance for the preservation/de-preservation of vehicles/equipment, if required;

c. assisting the TFMO/UEO/ STLO (e.g. checking the quantity and condition of cargo
loaded/discharged);

d. assisting in the loading and positioning of vehicles/equipment at the SPOE;

e. ensuring the security of vehicles and equipment during the transit voyage;

f. effecting minor repairs on vehicles and equipment at the SPOE, during the voyage, and at the SPOD
(however, the extent of repairs will be limited to resources available) and carrying out maintenance
on sensitive equipment (e.g. aircraft) during the voyage;

g. liasing with the ship’s staff/crew throughout the voyage regarding the condition and the security of
the load; and

h. assisting with the discharging of vehicles and equipment at the SPOD;

i. when transporting weapons, Chapter 28 of the National Defence Security Policy must be adhered to.
Ship’s parties may be armed to accompany the shipment, in accordance with QR & O 4.30. If an
Armed Party is required they are to be issued DCDS approved ROE's, in accordance with volume 1
and 2 of Use of force manual (B-GJ-005-501/FP-010). Military personnel employed in this capacity
will not automatically be granted peace officers status; and

j. the OIC Ship’s Party is to be issued an independent means of communication to maintain liaison with
the HQ that has co-ordinating responsibility for the operation/MCC (normally NDHQ).

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ANNEX A - APPENDIX 13 - RESPONSIBILITIES OF THE PORT WORK PARTY

1. When a sea-lift operation is carried out using CF or commercial ships/vessels or support facilities,
with limited resources at remote locations, it may be necessary to provide a Port Work Party. The role of this
Port Work Party is to effect, or assist in, the loading/discharging of those ship(s)/vessel(s), or operation of the
support facilities;

2. The Headquarters (HQ) that has co-ordinating responsibility for the operation/MCC will task a
formation or unit to assign personnel for the Port Work Party. The size of the party required at the SPOE
and/or SPOD will depend on the scope of the sea-lift operation, but will normally be composed of the
following personnel and equipment:

a. one officer in charge (OIC);

b. one warrant officer or sergeant;

c. drivers/vehicle technicians (as required);

d. maintenance/Mobile Repair Team (MRT);

e. recovery vehicle; and

f. medical and military police (MP) personnel.

3. The Port Work Party is responsible to the TFMO, UEO or STLO, as appointed, for:

a. inspecting the vehicles and equipment prior to loading, and their preservation when required;

b. tallying of cargo at SPOE/SPOD;

c. marshalling, loading and positioning the vehicles and equipment on the ship as directed by the ship’s
staff/crew;

d. discharging vehicles and equipment under the supervision of ship’s staff/crew;

e. marshalling vehicles and equipment at the SPOD; and

f. performing de-preservation, and wash down, of vehicles and equipment as required at the SPOD.

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ANNEX B - CIVILIAN ORGANIZATIONS AND AGENCIES INVOLVED IN SEA-LIFT

1. Some of the civilian personnel directly involved with an actual sea-lift operation are as follows, but be
advised that many ports are now privately owned and commercially managed. Therefore nomenclature and
decision making authority may well vary from port to port:

a. Port Authority. The directors of the Port Corporation, with overall responsibility for port policy and
management.

b. Port Director/Harbour Master. Responsible to the Port Authority for the overall operation of the
port, including the movement of all ships/vessels within the port, and terminal processing of
merchant ships.

c. Port Emergency Committee. Responsible to the Port Director for overall control of the port,
including expediting the turn-round of ships/vessels and preventing the congestion of port facilities.
The Committee normally consists of the port Director, as Chairman, with a port official as Deputy
Chairman, and other civil (municipal police, labour, pilotage and the shipping industry).

d. Canada Ports Corporation (CPC) Police. Responsible for the overall security of the CPC port
areas.

e. Customs/Immigration/Agriculture. Government agencies responsible for ensuring that national

and international laws and regulations are complied with and correct documentation and procedures
are followed..

f. Carrier. The commercial or naval ships/vessels carrying the Task Force.

g. Ship’s Agent. The representative of the ship/vessel who is responsible for arranging services for
the ship/vessel.

h. Vessel Master/Ship’s Captain. Ultimately responsible for the ship/vessel, including stowage of
cargo.

i. Stevedoring Company. Normally responsible for receiving, delivering, loading/discharging,

handling, and securing cargo at port property. This service is normally contracted for the CF through
a contracting authority (DLBM TM 6) with contract performance control being the delegated
responsibility of the Port Movement Control Detachment Commander (Mov Con Det Comd).

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CHAPTER 3

CHAPTER 3 - STRATEGIC SEA-LIFT OPERATIONS

SECTION 1 - GENERAL

301. INTRODUCTION

1. The strategic sea-lift of an operation includes the overseas deployment and/or redeployment of a
Task Force between Canada and a theatre of operations by sea.

2. Generally, the ships/vessels used for strategic sea-lift are administratively loaded/stowed to ensure
maximum sea-lift utilization.

3. The efficient strategic sea-lift of a Task Force in a major operation, and/or the early deployment and
continuous sustainment by sea-lift of military forces assigned to an international crisis or armed conflict
emergency, requires careful planning and precise execution as follows:

a. planning must include efficient co-ordination and close liaison between all the organizations outlined
in Chapter 2;

b. mounting for sea-lift must be in accordance with Chapter 5, or, if otherwise as specified in the
Movement Orders (Mov Os);

c. embarkation of personnel and the loading/stowing of vehicles, equipment, and materiel through the
assigned Sea Port of Embarkation SPOE must be in accordance with the procedures specified in
Section 2 of this chapter; and

d. execution of all activities supporting a sea-lift must be in accordance with the responsibilities specific
to each agency, organization, or appointment as outlined in Chapter 2.

4. Facilities at the SPOE. In support of a major sea-lift operation and/or the deployment and
sustainment of military forces assigned to an international crisis or armed conflict, the following facilities
should be available on a 24 hour (hr) /7-day basis (24/7) at the selected SPOEs:

a. existing lighting of areas designated for DND use;

b. snow removal from routes and areas designated for DND use;

c. first aid and ambulance service;

d. refuse disposal;

e. supply of drinking water, heat, light, and electricity to working accommodation, including washrooms;

f. permanent structure working accommodation for office space warehousing, vehicle maintenance,
and personnel holding areas;

g. outside areas near the designated jetty for vehicle/cargo marshalling, vehicle refuelling, and
helicopter landing/dismantling;

h. use of wharves, piers, jetties, and cargo handling aids; and

i. access to existing local communications circuits.

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302. DUTIES AND RESPONSIBILITIES AT THE SPOE

1. The Appendices to Annexes a and B of Chapter 2 (which outline the duties and responsibilities of
key military personnel and civilian organizations and agencies involved in the deployment of a Task Force by
sea) should be reviewed by all concerned once tasked for a sea move. Particular attention should be paid to
any amendment, change, or update in procedures, including the order of priority.

2. Any deviation from this manual (or Standing Operating Procedures [SOPs]) or the Sea-lift Mov O
should be reported immediately to the Unit Embarkation Officer (UEO)/Task Force Movement Officer
(TFMO). The UEO/TFMO is responsible for taking appropriate action and for informing those directly
affected by the deviation so that corrective action can be taken

303. PREPARATION PRIOR TO EMBARKATION

1. In conjunction with the Ship’s Agent, the stevedoring company, and the TFMO, the Port Mov Con
Det Comd is responsible for the preparation of a pre-stowage plan for each vessel. The TFMO and the
UEOs are to ensure that vehicles, equipment, and cargoes are prepared for sea-lift in accordance with
Section 1 to Chapter 5 of this publication, and the specific instruction issued by the Port Mov Con Det Comd

2. The movement to the SPOE and the call forward for embarkation/loading on the ship/vessel is to be,
depending on the scope of the operation, in accordance with Section 5 to Chapter 5 of this publication.

3. When the call forward activities are completed, and the time and sequence of embarkation/loading
have been finalized, the Task Force should be briefed on the pertinent aspects of the sea-lift, by the
UEO/TFMO/Sea Transport Liaison Officer (STLO)/Port Mov Con Det Comd. This briefing must be prior to
commencing the actual embarkation/loading of the ship/vessel(s).

304. SECURITY AND SAFETY

1. The overall security of Canadian Port Commission (CPC) port areas is the responsibility of the CPC
Police who ensure that all key personnel involved at the SPOE are briefed on the applicable Port Security
Orders. Access to the military port marshalling area and the physical security of military cargoes is to be
controlled by Military Police personnel (MPs) or CF personnel from the port work party assigned to guard
duty. When applicable, the Maritime Coastal Defence Organization (MCDO) will be responsible to the
Regional Senior Naval Officer for the security of the waters at the SPOE.

2. The Port Director/Harbour Master should provide the Port Mov Con Det Comd and TFMO with
copies of the Port Safety Regulations. The TFMO is responsible for ensuring that these regulations are
known and followed by all military personnel while at the SPOE; in addition, the following general safety
precautions are to be observed by the port work party and the ship’s party personnel:

a. no personnel should pass under, or stand beneath, a suspended load;

b. personnel employed in working ships are to wear gloves, fluorescent jackets/vests safety helmets,
and when specified, safety boots;

c. personnel engaged in guiding and marshalling are to wear fluorescent jackets or sleeve bands;

d. all web belts and items of personal gear should be removed and stowed out of the working area; and

e. smoking aboard ship/vessel is restricted to authorized areas only.

305. CARGO HANDLING

1. Ship/Vessel loading will normally be carried out by civilian stevedores, and/or military personnel, as
arranged by NDHQ J4 Mov (in co-ordination with DLBM TM 6). However, certain vehicles and equipment,

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must only be handled by military personnel. All required cargo handling aids should be arranged through
NDHQ J4 Mov in co-ordination with DLBM TM 6 and the stevedoring company.

2. All personnel involved in the loading operation must be thoroughly briefed to ensure that they
understand the following:

a. the nature of the materiel being handled;

b. the safety precautions that must be adhered to; and

c. the action that must be taken in the event of an accident of fire.

3. Any dropping, damaging or wetting of cargo must be reported immediately; however, the opening,
inspection and repair of suspected damaged cargo must take place on the shore and not on board the
ship/vessel.

4. Instructions for the carriage of dangerous goods, including the fuel outage in gas tanks and jerry
cans, and the maximum NEQ permitted at the SPOE should be issued in the Mov O.

5. Prior to handling dangerous goods, the International Maritime Dangerous Goods (IMDG) code must
be consulted for adherence to the general precautions detailed for the loading of each class of dangerous
goods.

6. The Port Mov Con Det Comd, in concert with the carrier and/or his agent, are responsible for
applying the regulations of the IMDG code pertaining to the segregation and stowage requirements for
dangerous goods.

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SECTION 2 - EMBARKATION/LOADING

306. SHIP’S PARTY/PERSONNEL

1. For a sea-lift, where only the ship’s party is embarked, the OIC of the ship’s party prepares and
submits a nominal roll of his party to the Port Mov Con Det Comd. The Port Mov Con Det Comd is
responsible for ensuring, with the carrier/ship’s agent, that adequate accommodation and space are provided
for the ship’s party and their equipment. Sufficient copies of the nominal roll should be produced by the Port
Mov Con Det for addition to the crew list of the ship as “Super Cargo”, or inclusion as passengers on the
voyage, as appropriate.

2. Normally, the advance party and the main body of a Task Force are deployed by air to the area of
operation, and only the ship’s party accompanies the sea-lift. However, whenever operational requirements
dictate that all, or a significant part of, the Task Force deploy by sea, the following procedures are to apply:

a. After a warning order (Wng O) is received for the movement of personnel by sea, a Strategic (Strat)
Mov O will be issued by NDHQ (J4 Mov). a Mov O from the mounting HQ, or the command
concerned normally follows the Strat Mov O. Detailed Movement Instructions (Mov
Instr)/Embarkation Orders for each ship being embarked will normally be prepared by the Port Mov
Con Det Comd of the SPOE concerned. Annex a to this chapter suggests headings for an
embarkation Mov Instr.

b. During the mounting for sea-lift, the personnel of a Task Force are gathered at the Mounting Base,
where all necessary personal documentation is finalized.

c. On their arrival at the Mounting Base, all units/elements of the Task Force are to submit their
nominal roll (prepared in accordance with paragraph 69 of Chapter 5) to the Mounting Base Mov Con
Det Comd (or other individual identified in the Mov O). Copies of the nominal rolls are to be
forwarded to the Port Mov Con Det for completion of the required “Strength Returns Movement by
Ship”.

d. Prior to the embarkation of personnel aboard a ship/vessel, it is to be inspected by the Port Mov Con
Det Comd, the STLO, the Embarkation Medical Officer and a representative of the ship's Captain
and Transport Canada. This inspection is to ensure that the vessel is ready and fit for the reception
of personnel. a “check-list” for this inspection is included in Annex B to this chapter.

e. Once the inspection of the ship/vessel has been completed, and any problems resolved to the
satisfaction of all concerned, the Port Mov Con Det Comd is to make arrangements for the Task
Force UEOs to visit the ship/vessel. This familiarization with the layout of the ship/vessel by key
personnel is to ensure the smooth movement of personnel to their allocated berth, or cabin, once
embarkation commences.

f. The baggage and personal equipment of the Task Force (prepared in paragraphs 1 sub-section 504
to paragraph 2 sub-section 505 in Chapter 5; should be delivered to the assigned area of the SPOE
in advance of the main body. When possible, baggage and equipment is to be accompanied by a
baggage party.

g. When the Port Mov Con Det Comd calls the personnel forward for embarkation:

(1) Prior to leaving the assembly area, the UEOs are to make a “roll-call” to finalize their nominal
rolls,

(2) Personnel arriving from the Mounting Base, or directly from their unit/formation base locations
(depending on the scale/distances), are to be guided to a holding area at the SPOE. At the
SPOE, upon presentation of finalized nominal rolls, the Port Mov Con Det are to issue the
embarkation cards and/or the controlling documents, as required,

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(3) Personnel should be briefed on the embarkation arrangements and the expected time of
embarkation,

(4) Personnel are to be guided to the gangway and ordered to embark. They are to proceed to
their assigned berth or cabin under the direction of the UEOs.

307. BAGGAGE

1. The processing of baggage and personal equipment for sea-lift is to be as follows:

a. Baggage parties are to segregate baggage at the assigned area by units/formations and in
accordance with the segregation requirements in paragraphs 1 sub-section 504 to paragraph 2 sub-
section 505 in Chapter 5;

b. Baggage is to be guarded at all times. The OIC of the baggage party is responsible for the provision
of guards;

c. The baggage parties are to assist the stevedores with the handling/loading of all baggage/personal
equipment; and

d. The ship's baggage officer is to take responsibility for all baggage and personnel equipment at the
ship's/vessel’s rail, and ensure their stowage in accordance with any segregation requirements that
may be pertinent to that move

308. CARGO

1. For sea-lift, the procedures for loading cargo on a ship/vessel will vary depending on the type of
cargo and the type of ship/vessel available.

309. GENERAL CARGO - LIFT ON - LIFT OFF (LOLO) AND BREAK-BULK VESSELS

1. The factors described below pertain to the general loading of cargo on general cargo ships; loading
is normally manually executed by stevedores under the direction of the ship’s Chief Officer (the “Choff”).

2. Stowage. Cargo is stowed in a ship/vessel in such a way as to protect the ship/vessel and prevent
damage to the cargo. In addition, good stowage of cargo (below and/or on deck) maximizes utilization,
fosters rapid turn-around and promotes the safety of the crew and the cargo handlers. To ensure best
stowage, all cargo must be handled properly and protected from the following damage:

a. Chafing. Place protective material where rubbing is likely to occur (between items of cargo and the
ship/vessel or other cargo);

b. Contamination. Cover cargo liable to such damage with a tarpaulin or similar material, and stow
away from commodities that may be affected;

c. Leak. When wet cargo is placed in the same hold, or compartment, as dry cargo, it must always be
stowed under the dry cargo, and an extra layer of dunnage should be laid beneath the latter. When
such cargo is stowed, care must be taken to ensure proper drainage;

d. Condensation or “Sweat”. Whenever possible, cargo susceptible to condensation or “sweat”

damage should be stowed in a refrigerated area, or in an area equipped with mechanical ventilation.
In addition, to ensure adequate ventilation in the hold carrying such cargo, plenty of dunnage should
be used between tiers of cargo, and a continuous air space of at least 15 cm (6 in) below the
weather deck should be provided for; and

e. Pilferage. To prevent pilferage, whenever possible stow susceptible cargo where it can be kept
under observation, or stow other goods on top of that cargo as soon as possible.

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3. “Dunnaging”. This is the process of using any material (usually dry, clean, and rough lumber) to
separate, protect, and prevent movement of stowed cargo. For best results, lay the first layer so that it points
towards the drain and the next layer in the opposite direction. Then stow the cargo on top of the upper layer.

4. Securing. Good stowage practices and appropriate dunnage alone cannot ensure that all cargo will
keep in place during transit. The proper securing of cargo will, at times, require the use of any or all the
following securing techniques:

a. “Blocking and bracing” - involves the placing of “blocks” (or timbers) against the sides or ends of
vehicles, and heavy equipment, to prevent horizontal movement. Any “blocking” must also be
“braced” to be effective; “bracing” strengthens the “blocked” item, by horizontally tying the blocking to
an immovable item;

b. Shoring - the supporting of items by bracing them from below;

c. Tomming - involves the bracing of an item by holding it down from above. This is used when a
stowage space has not been completely filled and there is danger that the motion of the ship
ship/vessel might cause the cargo to shift;

d. Lashing - this requires the binding of cargo to prevent it from shifting with the movement of the
ship/vessel. Lashings should be of a type that can be applied and removed quickly, and of a
material (rope, webbing, wire, or chain) suitable to the cargo to be secured. For lashing, the
following general techniques are applicable:

(1) all parts of a lashing for an item should have equal strength,

(2) lashing should be applied to directly counteract the force to be met, and

(3) the angle that the lashing forms with the deck should not exceed 45 degrees, since the
greater forces are usually horizontal.

5. Cargo Checking. The checking of cargo for exact quantity and condition is required to ensure that
all materiel on the cargo lists have been loaded on the vessel assigned. This tally should be done on the
cargo lists.

310. ROLL ON/ROLL OFF (RORO) SHIPS

1. Due to their characteristic for fast loading of wheeled/tracked vehicles and equipment, and the
normal availability of sufficient space on weather decks for some sea containers, Roll On/ Roll Off RORO
(ferry type) ships/vessels are normally used for deploying military Task Forces. The techniques and
practices described below should be considered.

2. Wheeled/tracked vehicles and equipment should be marshalled and parked, as directed, near the
ship/vessel, in the order required for loading aboard that ship/vessel. Drivers should ensure that:

a. vehicles are in gear for a “standard”, or “manual”, transmission or in “park” for an automatic
transmission;

b. hand-brakes/parking brakes are applied;

c. keys are left in the ignition switch;

d. personal kit and weapons are removed; and

e. refuse is appropriately disposed of.

3. All vehicles/equipment should be checked prior to loading to ensure that:

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a. loads are secured; and

b. fuel condition, including jerry cans, is in accordance with the outage specified in the Mov O, which is
normally at 75% full.

4. To avoid congestion, vehicles should only be called forward to the ramp as required.

5. When driving vehicles or equipment onboard a ship/vessel, ensure that:

a. all mirrors are “turned in” to prevent damage when manoeuvring in tight situations;

b. all vehicles are in 4 wheel drive (use the low gear ratio, otherwise engage the lowest gear possible,
and NEVER change gear when on the ramp);

c. all movement is controlled by a marshaller and/or guides; and

d. all vehicles are driven on the centre of the internal ramps of the ship/vessel.

6. When the vehicle/equipment is in the stowed position, ensure that:

a. it faces the fore or aft of the ship/vessel, or as directed by the ship/vessel’s First Officer;

b. it is switched off;

c. it is left in gear, with the hand-brake/parking brake applied or “park”;

d. the keys are left in the ignition switch; and

e. the recommended distances between vehicles are respected:

(1) lateral - 46 cm (18 in), and

(2) fore and aft - 61 cm (24 in).

Note

1. The minimum distance between vehicles should not be less than 23 cm (9 in). However, if it is
necessary to stow vehicles closer together, strong consideration should be given to the possibility of
the vehicles making contact during the voyage. Therefore, to prevent or minimize damage, the use
of packing material between the vehicles will be necessary.

2. Notwithstanding the above, the recommended distances should normally be adhered to, as
ship/vessel’s crew and/or ships party will have to check the vehicle's lashing during the voyage.

7. When securing vehicles and equipment onboard a ship/vessel, the stevedores are to ensure that:

a. vehicles/equipment are firmly "chocked" against movement;

b. lashings are of the correct type and capacity to secure the load;

c. lashings should be crossed when possible to allow flexibility during the voyage (however, side to side
lashings with an opposing pull are acceptable);

d. lashings are to be attached in a manner that avoids damage to brakes, pipes, lines, and cables;

e. lashings are secured from the correct securing points on the ship/vessel to the vehicles' tie-down
points;

f. a 45 degree angle to the deck is used for best lashing; and

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g. the surrounding cargo is properly secured to prevent damage during the voyage.

311. CONTAINER SHIPS

1. As a general rule, ships/vessels specifically designed, or dedicated to the carrying of sea containers,
are not used for initial deployment in a sea-lift operation. However they are particularly useful for the
transport of sea containerized loads during sustainment operations. Loading procedures are essentially the
same as for general cargo ships.

312. LIFT ON-LIFT OFF (LOLO) SHIPS

1. Sometimes LOLO ships have a combination of container carrying and general cargo capability;, they
are normally (but not always) equipped with their own loading system for handling cargo and sea containers.
Unlike the container ships, which are cellular in design and cannot handle any other cargo commodities.
Self-sufficient LOLO ships are fairly versatile in configuration and provide some flexibility for sea-lift
operations. When LOLO ships are used for the mixed loading of vehicles/equipment and sea containers or
palletized loads, the procedures described below should be considered.

2. Vehicles/Equipment. The general procedures for RORO ships apply, other than the
vehicle/equipment will be “lifted” rather than driven on board.

3. Palletized Loads. Palletized loads can normally be lifted by the “sling method” into the appropriate
hold/deck using the ship’s gear or shore equipment. It can sometimes be driven to the final stow position by
an onboard “fork lift” truck.

4. When using the sling method for loading palletized loads, the following precautions should be taken:

a. Ensure that all personnel involved in the slinging operation are wearing gloves, safety helmets, and
safety boots;

b. Ensure that the slings are in good condition and suitable for the commodities. Damaged or defective
slings must not be used. Sling legs must not be linked, nor shortened with knots or bolts or other
makeshift devices. Slings must be padded or protected from the sharp edges of their loads.
Spreader bars should be used when appropriate;

c. Ensure that the slings are properly adjusted; poorly adjusted slings may dislocate or break packages
and damage their contents. Care must be taken to avoid the crushing of light or fragile articles.
Slings must not be loaded in excess of their rated capacities;

d. Ensure the markings on cargo load (for example, “THIS SIDE UP”, “FRAGILE”, “FOR TOP
STOWAGE ONLY” etc) are observed and taken into account during slinging and stowage;

e. Ensure that the loads are balanced and that the slings are securely fastened around the load or
pallet. Slings that are not placed properly may slip and cause the cargo to fall on the deck or into the
water, and create a hazard for loading personnel;

f. Ensure that all cargo handlers are away from the load and can be seen by the signalman/marshaller
before he gives the signal to lift the load;

g. Ensure that a load or pallet is clear for lifting before the weight is taken. Hands or fingers must not
be placed between the sling and its load while the sling is being tightened around the load. Only
authorized signals should be used when directing crane and/or winch operators (this is usually done
by stevedores); and

h. Ensure that no one passes under or stands beneath a suspended load, and that when it is
manoeuvred into a hold or deck, all personnel waiting below, stand clear until the descending load is
near enough to the deck to be handled safely.

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Note: Safe working loads (SWL) must be marked (in metric tonnes) on the end fittings of slings, a tag
showing the date of inspection must be attached to the sling (such inspection must not be at
intervals greater than once every 12 months).

5. Sea Containers. All sea containers should be handled with approved gear only (that is, straddle
carriers, crane spreaders, gantry cranes, etc). Fork lift trucks must not be used to lift or move sea containers
unless those sea containers are provided with fork lift pockets specially designed for that purpose. When
handling sea containers for a sea-lift, the following should be observed:

a. Loading and securing of sea containers will normally be conducted by stevedores;

b. The structural strength of the deck or hatch components should be considered when sea containers
are carried and when locating and affixing securing devices. At no time should the sea containers
over-stress the decks or hatches of the ship/ vessel;

c. Under normal circumstances, no restraint systems should impose on sea containers, or any of their
fittings, forces in excess of those for which they have been designed; and

d. If sea containers are to be carried on deck the following is to apply:

(1) preferably they should be stowed in a fore and aft direction,

(2) they should not extend over the ship/vessel’s side,

(3) they should be secured in deck supports/fittings specifically provided for that purpose, and

(4) they should not be stacked, unless the upper sea containers are secured so that they cannot
slide or tip.

313. DANGEROUS GOODS

1. As a rule, the loading of dangerous goods should be in accordance with the regulations of the (IMDG
code). However, depending on the method of loading and/or the type of ship/vessel used, when the carriage
of dangerous goods has been approved for a sea-lift operation, the precautions outlined in Section 3 to
Chapter 5 of this manual should be observed.

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SECTION 3 – DOCUMENTATION

314. GENERAL

1. The Port Mov Con Det Comd is responsible for arranging for the preparation of the following
documents that are required prior to, or immediately after, the departure of a ship/vessel on a sea-lift
operation:

a. For personnel:

(1) the Strength Return-Movement by Ship,

(2) the Sailing Advice Message - Troop Transport, and

(3) the Passenger Manifest;

b. For cargo:

(1) the Freight Manifest,

(2) the Special Manifest for Dangerous Goods,

(3) the Ocean Bill of Lading,

(4) the Cargo Stowage Plan, and

(5) the Sailing Advice Message – Freight.

315. STRENGTH RETURN - MOVEMENT BY SHIP

1. In support of a sea-lift of personnel a “Strength Return - Movement by Ship” is to be prepared by the

Port Mov Con Det. a specimen of this form is at Annex C, and the instructions for its completion are in
Appendixes 1 to 3 of Annex C of this chapter.

316. SAILING ADVICE MESSAGE - TROOP TRANSPORT

1. When the ship/vessel has sailed with the personnel, the Port Mov Con Det is to dispatch a Sailing
Advice Message in accordance with the instructions detailed in Annex D, and in the format at Appendix 1 to
Annex D of this chapter.

317. PASSENGER MANIFEST

1. When required for personnel movement on a sea-lift operation, the Port Mov Con Det is to produce
the required Passenger Manifest from the nominal rolls submitted by the UEOs.

318. FREIGHT MANIFEST

1. For the movement of cargo on a sea movement operation, the Port Mov Con Det is to prepare a
Freight Manifest for each ship/vessel. The data from the cargo lists are to be used for that purpose.

319. SPECIAL MANIFEST FOR DANGEROUS GOODS

1. Whenever it is required for the sea movement of large amount of dangerous goods, a Special
Manifest is to be prepared by the Port Mov Con Det.

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320. OCEAN BILL OF LADING

1. An Ocean Bill of Lading (OBL) is normally prepared by the ship’s agent from the information
contained in the freight manifest.

321. CARGO STOWAGE PLAN

1. For sea-lift operations, the cargo stowage plan is to be prepared by the Ship’s Agent or the Carrier
on advice from the Port Mov Con Det on such matters as cargo priorities and vehicle characteristics. Once
prepared, it is reproduced in at least 3 copies to be distributed as follows: one for the SPOE, one for the
carrier, and one is forwarded to the SPOD. This plan indicates the location of all cargo in the ship/vessel's
various cargo spaces and it is used both for planning stows and for documenting actual stows.

2. In addition to the hatch locations of all cargo, the cargo stowage plan is to indicate the following:

a. items of cargo to be discharged at each port;

b. location of heavy lift items and awkward/outsize loads;

c. capacity and location of ship's booms/derricks (cranes);

d. special cargo. for example, mail, attractive or high value items;

e. dangerous goods; and

f. berthing arrangements of the ships party (if tasked to accompany the load).

322. SAILING ADVICE MESSAGE - FREIGHT

1. As soon as the cargo is loaded, and the ship/vessel has sailed, the Port Mov Con Det is responsible
for despatching a Sailing Advice Message. This Sailing Advice Message is to be prepared and actioned in
accordance with the instructions outlined in Annex E, and in the format found at Appendix 1 to Annex E of
this chapter.

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SECTION 4 - VOYAGE DISEMBARKATION/DISCHARGE

323. GENERAL

1. The sea voyage may differ depending on whether it is a personnel and/or cargo sea-lift operation.

2. During the sea voyage for personnel on an operation, the OC Embarked Personnel is responsible to
maintain discipline and to ensure that personnel follow the ship’s rules of conduct. Personnel should be
advised of the Ship's Orders and be fully briefed on the emergency drills and appropriate response actions.
Guard duties for materiel and equipment requiring security and safe custody are to be assigned by the OC
Embarked Personnel. Close liaison with the Ship’s Captain is to be maintained by the OC of Embarked
Personnel who is to advise all personnel, as and when required.

3. Prior to the arrival at the SPOD, the OC Embarked Personnel is to order the personnel to prepare for
disembarkation. Personal weapons are to be re-issued, and work details assigned for
disembarkation/discharge duties.

4. Whenever a ships party is carried on a cargo sea movement, the OIC/NCO i/c of the ships party is
responsible for the security of the vehicles and equipment onboard the ship. In addition, he/she is to liase
with the Ship's Captain on all aspects pertaining to the ships party's welfare and the overall security and
securing of the cargo.

324. DISEMBARKING OF PERSONNEL

1. As a rule, personnel are to be disembarked in an orderly fashion, and a baggage party is to be

assigned to provide assistance. Personnel and their baggage will normally be moved to a marshalling area
where personal baggage will be distributed, and arrangements should be made for food, rest, and onward
transportation to the area of operation.

325. DISCHARGE OF CARGO

1. Normally, for a large sea movement, a Port Mov Con Det will be on site to co-ordinate the discharge
of the ship/vessel. However, when the scope of the operation does not warrant a Port Mov Con Det at the
SPOD, a STLO will normally be appointed for the Task Force to assume those duties in accordance with
Appendix 6 to Annex a of Chapter 2.

2. Generally, the following sequence of events is to take place:

a. all safety procedures and cargo handling techniques pertaining to the loading of a ship/vessel are
also applicable for the discharge operation;

b. the ship/vessel should be discharged in accordance with the priorities established and the cargo
stowage plan; however precautions relevant to the stability of the ship/vessel should be observed;

c. the Port Mov Con Det Comd/STLO is to ensure that pre-arranged stevedores services are provided.
In the event of contractual difficulties he/she is to immediately advise J4 Mov/DLBM TM 6 and obtain
assistance. In extreme circumstances it may be necessary to use Task force personnel as a Port
Work Party to facilitate, rather than just assist in, the overall discharge; and

d. the Port Mov Con Det Comd/ STLO should arrange for the security of the dock area where discharge
operations are taking place with the appropriate authority.

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326. MARSHALLING

1. Marshalling activities for all cargo are to be co-ordinated with the appropriate authority, CF JHQ/Task
Force/Theatre Activation Organization/Host/Lead Nation etc, responsible for the Marshalling Area, and any
Assembly/Staging Areas, before the discharge of a ship/vessel commences.

327. MARSHALLING AREA

1. The Marshalling Area is generally in an area near the SPOD where vehicles/equipment and stores
can be segregated and checked for quantity and condition, and re-united with personnel, who have arrived
by other MOT. In addition, minor maintenance may also be conducted here prior to dispatch to any
Staging/Assembly Areas. When the ship/vessel’s discharge is completed, the Port Mov Con Det
Comd/STLO will sign for the receipt of the cargo on the Ocean Bill of Lading.

328. STAGING AREA

1. If it is a considerable distance to the Assembly Area there may be a requirement to establish and use
a Staging Area. At a Staging area the following activities may take place:

a. vehicles are re-fuelled;

b. minor repairs are completed;

c. personnel are briefed, fed and rested: and

d. vehicles/equipment are formed up into unit packets and directed to the Assembly Area.

329. ASSEMBLY AREA

1. Once the vehicles/equipment and stores arrive at the Assembly Area:

a. vehicles are re-fuelled;

b. minor repairs are completed;

c. personnel are briefed and any final training completed;

d. vehicles and trailers are loaded with their combat supplies: and

e. vehicles/equipment are formed up in unit packets and directed to their operational area.

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ANNEX A - MOVEMENT INSTRUCTION

(SUGGESTED HEADINGS)

1. SITUATION

a. authority for movement;

b. serial numbers and strengths of units, formations, or drafts (may be shown as an appendix);

c. port of embarkation/disembarkation (POE/POD) -code name if assigned;

d. name of ship/vessel; and

e. date of embarkation.

2. MISSION

a. serial numbers of units, formations, or drafts;

b. exact point of embarkation/disembarkation (POE/POD), berth and quay; and

c. time and date of commencement of actual embarkation.

3. EXECUTION

a. list of movement control (Mov Con) personnel responsible for embarkation/disembarkation giving
their appointment and/or responsibility;

b. details of movement to port, (may be given as an appendix);

c. details of ship’s party and port work party required and units required to provide;

d. time of the ship/vessel’s inspection and composition of inspection party (by appointment and by
name if possible);

e. baggage parties-composition, responsibility for provision, and estimated times and dates required;

f. details of baggage movement, including:

(1) loading arrangements at despatching point (rail or road),

(2) time baggage required alongside for loading in a ship/vessel and estimated time of completion,

(3) handling arrangements at port (military and/or stevedores), and

(4) variations in procedure for cabin baggage, accompanied baggage, and cargo baggage.

g. instructions to UEOs on reporting to the SPOE/Port Mov Con Det (or other tasked
personnel/agency); and

h. details of embarkation procedure (may be given as an appendix).

4. ADMINISTRATION AND LOGISTICS

a. documentation - including nominal rolls, strength returns etc.;

b. detail of Ship’s Party and Port Work Party (if not shown in paragraph 3);

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c. port standing orders (may be issued as an appendix or as a separate instruction): and

d. baggage (detail of baggage allowed in cabins and on passenger decks, arrangements for
accompanied baggage and cargo baggage, instructions for marking of baggage, methods to be
adopted for accounting for baggage in transit and responsibility for handling).

5. COMMAND AND SIGNAL

a. responsibility for despatch of Sailing Advice Message and its distribution;

b. requirements for Sailing Advice Message to SPOD of ETA, disembarkation strengths; and

c. communications procedures at SPOD (if not covered by separate instructions).

6. ACK. Detail of HQs and/or units who are required to acknowledge

7. Appendices. List appendices to the order, giving subject of each.

8. Distribution. Give detailed distribution of order. This may be given as an appendix.

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ANNEX B - SHIP INSPECTION CHECKLIST

GENERAL

1. Before moving personnel by sea, a ship/vessel is inspected to ensure its specifications meet the CF
requirements for a sea-lift operation.

INSPECTION

2. A Transport Canada representative, the Port Mov Con Det Comd, the Sea Transport Liaison Officer
(STLO) - if appointed, and the Embarkation Medical Officer (EMO) are to inspect each ship/vessel prior to
embarkation. The purpose of this inspection is to ensure that sanitary conditions and arrangements for the
accommodation, preservation of health, and messing of personnel are satisfactory, and that the ship/vessel
is clean and fit for embarkation. The EMO will ascertain from the Ship’s Captain/Vessel Master that the crew
is free from infectious diseases and, if required, will carry out medical inspection of the ship/vessel’s crew
and a sanitary inspection of the parts of the ship/vessel used by the crew.

3. The main points to check are:

a. that the rooms allotted for blankets, bedding, mess utensils, cleaning gear and personal kit, web
equipment, quartermaster stores, hospital clothing and stores, etc., are used only for the purpose for
which intended;

b. that the baggage rooms and holds are completely clear and ready for use;

c. that the ventilation system is satisfactory and all blowers and fans, etc. are in working condition;

d. that the passenger/personnel decks are dry and clean and the washing facilities in good order.
Ensure the hot and cold water system, and salt and fresh water system are sufficient and in working
condition;

e. that the latrines and urinals are clean, sufficient, and ready for use and that the flush actually works;

f. that the lighting is adequate; (switch all lights on and off during the inspection);

g. that the bedding is sufficient and the linens are stowed in their appropriate places.

h. that the hospital room (if required and provided) is clean and fully equipped with bedding, that the
examination tables for patients are available, and that special wash places are clean and
serviceable;

i. that any galleys, butcheries, and bakeries are clean and in working order;

j. that the cleaning gear is complete and serviceable;

k. that drinking water taps are working;

l. that cabins have correct bedding, cleanliness, fans, lights, glasses, etc. and are clean (inspect a
proportion of the cabins);

m. that the life-saving vests or jackets onboard are sufficient for the number of personnel to be
embarked plus the ship/vessel 's crew; and

n. that the messing arrangements are satisfactory for the number of personnel to be carried.

Documentation

4. Documentation for the inspection consists of:

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a. a “Report of Inspection Prior to Embarkation”, which requires answers to points listed in paragraph 3
above, plus a certificate by the Transport Canada Representative that:

(1) life-saving and fire fighting apparatus are in accordance with Board of Trade Regulations, and

(2) emergency stations were exercised and are in accordance with Sea Transport Regulations;
and

b. a Report of Final Inspection Before Sailing, which ensures that arrangements are satisfactory and
prior instructions as to stowage, berthing, etc., have been carried out.

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ANNEX C - STRENGTH RETURN MOVEMENTS BY SHIP (SAMPLE)

Security Classification (1)

STRENGTH RETURN
MOVEMENTS BY SHIP
On embarkation and disembarkation of (2)

moving from (3) to (4)

To be entered by the Mov Con Det Comd (5)

EMBARKED at Date
Crossing Tropic of Cancer Date
per MV/SS/ Capricorn

DISEMBARKED at Date
DETAIL Strength on Casualties en Strength Casualties Strength REMARKS
(6) departure for route for actually during sea actually (7)
SPOE SPOE. embarked voyage disembarked
(a) (b) (c) (d) (e) (f) (g)
O General Officer
F (OF -9-6)
F Senior Officer
I (OF 5-3)
C Other Officer
E (OF 2-1)
R
TOTAL
N Warrant Officer
C (OR 9-7)
M Sergeants and
MCpl (OR 6-5)
Corporals and
below (OR 4-1)
TOTAL
C Male
I Female
V Children (under
I 10 years
L
I
A
N
S
TOTAL
Number of pieces
of baggage in the
hold:
GRAND
TOTAL
Name Rank Signature
O.C. despatching unit

Mov Con Det Comd

Port of EMBARK.

O.C. unit/O.C.
Embarked Personnel
(8)
Mov Con Det Comd Port of
DISEMB.
Security Classification (1)

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ANNEX C - APPENDIX 1 - STRENGTH RETURN MOVEMENT BY SHIP

(INSTRUCTIONS)

COMPLETION

1. Issuing authority will insert the security classification given in the Movement Order (Mov O),
administrative or other instructions for the move for which this form is prepared.

2. Insert title or serial number (if applicable) of units or portion of unit moving.

3. Insert station and country of departure, unless otherwise instructed.

4. Insert place and country of final destination, unless otherwise instructed.

5. To be entered by the Movement Control Detachment Commander (Mov Con Det Comd):

a. Port, country, and date of embarkation;

b. Name of the ship/vessel;

c. Date of crossing the Tropic of Cancer/Capricorn (delete if not appropriate) (to be taken from the
Ship’s Captain/Vessel Master's logbook);

d. Port, country, and date of disembarkation.

6. Indicate the rank designations in accordance with appendixes 2 and 3.

7. Insert, if appropriate.

8. Delete if not appropriate.

DISTRIBUTION

9. This form will be prepared in six copies by the Mov Con Det Comd at the sea port of embarkation
(SPOE).

10. After completion and signing (as far as possible of the forms the Mov Con Det at the SPOE will retain
two copies for its own use and deliver forward four copies as follows:

a. one copy to the officer commanding the unit or to the O.C. Embarked Personnel;

b. one copy to the despatching unit; and

c. two copies to the Mov Con Det at the sea port of disembarkation (SPOD). These copies are to be
sent by different means, one of them the fastest possible, for example message and post, or
facsimile (fax) and by courier.

11. On arrival at the SPOD the officer commanding the unit or the O.C. Embarked Personnel will hand
his copy (signed and amended as necessary in the event of casualties, etc.) to the Mov Con Det at the
SPOD.

REFERENCES

12. State, if necessary, the specific regulations of the country of origin .

13. State, if necessary, the specific regulations for the Mov Con Det of the country concerned at the
SPOD .

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NOTES: Officer and other rank posts will be identified by a NATO code within the following grades:

1. Officers OF 1-10

2. Other ranks OR 1-9

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ANNEX C - APPENDIX 2 - NORTH ATLANTIC TREATY ORGANISATION (NATO) RANK CODES AND
NATIONAL EQUIVALENT FOR CANADIAN FORCES OFFICERS

NATO Army Navy Air Force

CODE
OF-10 * * *

OF-9 General Admiral General

OF-8 Lieutenant-General Vice-Admiral Lieutenant-General

OF-7 Major-General Rear-Admiral Major-General

OF-6 Brigadier-General Commodore Brigadier-General

OF-5 Colonel Captain Colonel

OF-4 Lieutenant-Colonel Commander Lieutenant-Colonel

OF-3 Major Lieutenant-Commander Major

OF-2 Captain Lieutenant Captain

Lieutenant Sub-Lieutenant Lieutenant

OF-1 Second Lieutenant Acting Sub-Lieutenant Second Lieutenant

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ANNEX C - APPENDIX 3 - NORTH ATLANTIC TREATY ORGANISATION (NATO) RANK CODES AND
NATIONAL EQUIVALENT FOR CANADIAN FORCES

NON COMMISSIONED MEMBERS

National Reference/National Defence Act - Section 21

NATO CODE Army Navy Air Force

OR-9 Chief Warrant Officer Chief Petty Officer Chief Warrant Officer
1st class

OR-8 Master Warrant Officer Chief Petty Officer Master Warrant Officer
2nd class

OR-7 Warrant Officer Petty Officer Warrant Officer

1st class

OR-6 Sergeant Petty Officer Sergeant

2nd class

OR-5 Sergeant1 Petty Officer Sergeant1

2nd class1

Master Corporal Master Seaman Master Corporal

OR-4 Corporal Leading Seaman Corporal

OR-3 Private trained Able Seaman Private trained

OR-2 Private Basic Ordinary Seaman Private Basic

OR-1 Private Recruit Seaman Private Basic

Note1 - With less than three years seniority

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ANNEX D - SAILING ADVICE MESSAGE - TROOP TRANSPORT (INSTRUCTIONS)

1. Movement Control Detachment personnel (Mov Con Det) at the Sea Port of Embarkation (SPOE)
are responsible for ensuring that a Sailing Advice Message -Troop Transport is despatched. The “Advice” is
sent, to all concerned, as soon as possible after the sailing of a ship/vessel on which military or military
sponsored personnel have been embarked in accordance with the instructions given below. a specimen
Sailing Advice Message - Troop Transport is shown in Appendix 1.

a. Precedence. Sailing Advice Messages are to be assigned a precedence in accordance with existing
NATO procedures;

b. Security Classification. The originator is to insert the appropriate security classification;

c. Text:

(1) The text of the message will clearly begin with the word “ADVICE”. When it is not clear from
either the address or the originator's number that the message is for Movement’s Staff (Mov
Staff), the text is to begin “FOR MOV-ADVICE”.

(2) The body of the message is to consist of the particulars given below:

ALPHA Name of ship/vessel.

BRAVO SPOE and estimated time of departure (ETD).

CHARLIE SPOD and estimated time of arrival (ETA).

DELTA Numbers of passengers on board by categories (see Appendices 1 and 2 of

Annex F to this chapter).

ECHO Destination of passengers.

FOXTROT Weight of baggage by categories (see STANAG 2116) and stowage. (This may
be the subject of a separate message if desired.)

GOLF Remarks including medical assistance required on disembarkation, prisoners,

etc.

2. If required, sailing messages may be compiled in several parts, each relating to one port of call.

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ANNEX D - APPENDIX 1 - SAILING ADVICE MESSAGE - TROOP TRANSPORT (SAMPLE)

FROM PORT MOV CON DET QUEBEC

TO CF MOV CON DET ANTWERP//NDHQ OTTAWA J4 MOV

ADVICE SAILING ADVICE MESSAGE - TROOP TRANSPORT

ALPHA MV RESOLUTE

BRAVO QUEBEC/15 SEP

CHARLIE ANTWERP/25 SEP

DELTA ONE - 1 x OF 4
TWO - 6 x OF 3
THREE - 24 x OF 2
FOUR - 8 x OF 1
FIVE - 1 x OR 9
SIX - 6 x OR 8
SEVEN - 28 x OR 7
EIGHT- 35 x OR 6
NINE - 100 x OR 5
TEN - 250 x OR 4
ELEVEN - 250x OR 2

ECHO CONCENTRATION AREA DELTA

FOXTROT ONE - OF 4/45 KG/100 LBS/HOLD 1

TWO - OF 3/210 KG/600 LBS/HOLD 1
THREE - OF 2/1080 KG/2400 LBS/HOLD 1
FOUR - OF 1/340 KG/800 LBS/HOLD 1
FIVE - OR 9/45 KG/100 LBS/HOLD 2
SIX - OR 8/210 KG/600 LBS/HOLD 2
SEVEN - OR 7/1260 KG/2800 LBS/HOLD 2
EIGHT - OR 6/1575 KG/3500 LBS/HOLD 2
NINE - OR 5/4500 KG/10,000 LBS/HOLD 2
TEN - OR 4/11,250 KG/25,000 LBS/HOLD 3
ELEVEN - OR 2/11,250 KG/25.000 LBS/HOLD 3

GOLF NIL

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ANNEX E - SAILING ADVICE MESSAGE - FREIGHT (INSTRUCTIONS)

1. Movements Control Detachment personnel (Mov Con Det) at the Sea Port of Embarkation (SPOE)
are to despatch a “Sailing Advice Message - Freight” for each ship/vessel carrying military cargo as soon as
the loading has been completed. The “Sailing Advice Message – Freight” is to be despatched to each Sea
Port of Disembarkation (SPOD) in accordance with the instructions given below. a specimen “Sailing Advice
Message - Freight” is shown in Appendix 1.

a. Precedence. “Sailing Advice Messages – Freight” will be assigned a precedence in accordance

with existing NATO procedures;

b. Security classification. The originator is to insert the appropriate security classification;

c. Text:

(1) The text of the message will clearly begin with the word “ADVICE”. When it is not clear from
either the address or the originator's number that the message is for Movement’s Staff (Mov
Staff), the text will begin “FOR MOV ADVICE”.

(2) The body of the message is to consist of the particulars given below:

ALPHA Name of ship/vessel

BRAVO SPOE and estimated time of departure (ETD).

CHARLIE SPOD (if known) and estimated time of arrival (ETA). If the SPOE is not known
the country of discharge is to be stated.

DELTA Consignee.

ECHO Priority of discharge by holds.

FOXTROT “Dead weight” tonnage of stores by types excluding those details in GOLF,
HOTEL, and JULIET.

GOLF Appropriate description of classified equipment, ammunition, explosives with the

total dead weight tonnage and full details of stowage.

HOTEL Full description of cabin freight and lock-up stores, with dead weight tonnage
and full details of stowage.

JULIET Full description of stores stowed on deck, with dead weight tonnage.

KILO Numbers and types of wheeled and tracked vehicles, separately showing those
stowed on deck.

LIMA Total dead weight tonnage of cargo including wheeled and tracked vehicles.

MIKE Remarks including details of awkward and exceptionally heavy lifts (e.g.
immobile vehicles and lifts exceeding the capacity of the ship’s derricks
[cranes]).

2. When copies of Movement Instructions (MI) (Freight) have been despatched, to reach the SPOD
before the arrival of a Sailing Message, an Abbreviated Sailing Message - Freight (Vice) is to be sent to the
SPOD. Instructions for preparing this Abbreviated Message are the same as given in paragraphs 1a, 1b and
1c (1) above, with the body of the message consisting of the particulars given below.

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3. A specimen Abbreviated Sailing Advice Message - Freight is shown in Appendix 2. The body of the
message is to consist of the particulars given below:

ALPHA Name of ship/vessel.

BRAVO SPOE and estimated time of departure (ETD),

CHARLIE SPOD (if known) and estimated time or arrival (ETA), if the SPOD is not known, the
country of discharge is to be stated.

DELTA Priority of discharge by holds.

ECHO Reference to the Mov Instr (Freight) number with details of variations e.g.:

(i) Mov Instr (Freight) No complete,

(ii) Mov Instr (Freight) No , less (Stores Identification No.), or less “shut out”

(iii) Mov Instr (Freight) No plus (Stores Identification No.), with full description
of additional cargo.

FOXTROT Full description of cabin freight and “lock-up” stores, with dead weight tonnage and full
details of stowage.

GOLF Total dead weight of cargo, including wheeled vehicles and tracked vehicles.

HOTEL Remarks including details of awkward and exceptionally heavy lifts (e.g., immobile
vehicles and lifts exceeding the capacity of the ship/vessel’s derricks[cranes]).

NOTE: When a full description is required, the following information is to be given:

Identification Number (see STANAG 2023)

Number of packages

Types of stores

Consignee

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ANNEX E - APPENDIX 1 - SAILING ADVICE MESSAGE - FREIGHT (SAMPLE)

FROM PORT MOV CON DET MONTREAL

TO CF MOV CON DET ROTTERDAM//NDHQ OTTAWA J4 MOV

ADVICE SAILING ADVICE MESSAGE - FREIGHT

ALPHA MV CHAMBLY

BRAVO MONTREAL/15 SEP

CHARLIE ROTTERDAM/7 OCT

DELTA CA BDE GP

ECHO 1/4/5/3/2

FOXTROT ONE CANNED FOOD /100

TWO TRACKED VEHICLES /100
THREE WOOD / 48
FOUR WHEELED VEHICLES / 26
FIVE CLOTHING /110
SIX SPARE PARTS / 72
SEVEN OIL (DRUMS) /300

GOLF ONE SIGNAL EQUIPMENT/50/HOLD 1

TWO WP AMMUNITION/30/DECL

HOTEL CA/1501/25, 300 SACKS OF MAIL/LOCK UP/10/HOLD 1

JULIET ONE CA/1711/33 8 x SEA CONTAINERS (CAMP STORES)

KILO ONE 8 x TRUCKS LSVW DECK

TWO 2 x TRACKED VEHICLES/HOLD 4
THREE 6 x TRUCKS 1/4 TON/HOLD 5

LIMA 886

MIKE ONE HEAVY LIFT CRANE REQUIRED FOR TRACKED VEHICLES

TWO 2 x TRUCKS 1/4 TON IMMOBILE

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ANNEX E - APPENDIX 2 - ABBREVIATED SAILING ADVICE MESSAGE - FREIGHT

(SAMPLE)

FROM PORT MOV CON DET MONTREAL

TO CF MOV CON DET ROTTERDAM//NDHQ OTTAWA J4 MOV

ADVICE ABBREVIATED SAILING ADVICE MESSAGE - FREIGHT

ALPHA MV CHAMBLY

BRAVO MONTREAL/15 SEP

CHARLIE ROTTERDAM/07 OCT

DELTA 1/4/5/3/2

ECHO ONE MOV INSTR (FREIGHT) NO 6/74 COMPLETE

TWO MOV INSTR (FREIGHT) NO 7/74 LESS CA/1734/10 AND CA/1734/14
THREE MOV INSTR (FREIGHT) N0 9/74 PLUS CA/810/11 - 20 CASES OF SPARE
PARTS FOR CA BDE GP

FOXTROT CA/1501/25, 300 SACKS OF MAIL/LOCK UP/10 HOLD 1

GOLF 846

HOTEL ONE HEAVY LIFT CRANE REQUIRED FOR TRACKED VEHICLES

TWO 2 x TRUCKS LSVW IMMOBILE

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CHAPTER 4

CHAPTER 4 - TACTICAL SEA-LIFT OPERATIONS

401. GENERAL

1. Tactical sea-lift operations are those that require the movement of a Task Force and its equipment
by sea within an area of operations.

2. Operations mounted in support of tactical sea-lift can use or involve any, or a combination, of the
following:

a. Sea Lines of Communications (SLOC).

b. Support to Forces Ashore.

c. Logistic Over The-Shore (LOTS);

d. Amphibious Operations; and

e. Inland Waterways Transport (IWT);

402. TYPES OF LOADING

1. When using any, or a combination, of the various categories of ships/vessels for deploying a Task
Force in a tactical sea-lift operation, the loading of ships/vessels will vary according to the type of operation.
The types of loading are described below.

2. Administrative Loading. This type of loading makes maximum use of passenger/personnel

billeting and cargo space on a ship/vessel. It is used when direct opposition from the enemy is not going to
be encountered.

3. Combat Ready Loading. CF doctrine does not envisage landing forces in other than a benign
scenario. That said “Combat Ready Loading” would be used for an operation in which armed or hostile
opposition was anticipated. Combat Ready Loading is designed to ensure the integral delivery of “task
organized” units or formations and maximizes unloading/disembarkation efficiency. Selected units are task
organized, according to the Mission Analysis, the Estimate Process and subsequent orders, with their
essential equipment and supplies, and loaded in such a manner, that they will be immediately available to
support the tactical plan upon disembarkation. All ships and vessels must be loaded to provide for flexibility
and be able to react to changes in the tactical plan to facilitate rapid disembarkation of personnel, vehicles
and cargo. Although there used to be three sub divisions of Combat Ready Loading, the differences were
marginal and so rarely practiced to have become confusing. As CF doctrine does not envisage an opposed
landing only one term is retained to preserve understanding of the concept. The specific details of Combat
Ready Loading would depend upon the mission, organization, and types of equipment assigned to a Task
Force (particularly ships and support vessels), and the planned tactical employment of the Task Force.
Once the estimate process had been completed the actual stow plan could be worked out, between the
operations and movement staffs and the ship’s crew.

403. USE OF SELF SUSTAINING RORO/LOLO SHIPS

1. When these types of ships/vessels are used for a tactical sea-lift operation the mounting will
generally be the same as for strategic sea-lift. The main difference will be the type of loading used to
support the tactical plan. In ports where “ocean going”ships/vessels cannot be moored alongside quays,
either due to lack of deep-water berths or enemy demolition, discharge can still be carried out from self
sustaining ships. This is achieved by using the ship’s integral cranes (derricks) to unload into lighterage, and
thus establish a “shuttle” between the ship and the shore. The rate of discharge, using this system, will be

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determined by the availability, capacity and turnaround speed of the “shuttle” craft, and the “shore side”
facilities available.

404. SEA LINES OF COMMUNICATIONS (SLOC)

1. To support the sustainment and/or the reinforcement of a Task Force assigned to an international
crisis or armed conflict, the establishment and use of Sea Lines of Communications (SLOC) is paramount.

2. Normally, the establishment of SLOC will depend on the following:

a. the availability of ships, and protection/security available to the SLOC;

b. the transit time required by ships from Canadian or other sea ports of embarkation (SPOEs) to reach
sea ports of disembarkation (SPODs), or beachheads for LOTS, in the operational area;

c. the facilities and lighterage available for moving personnel, materiel and equipment from ship to
shore, especially if deep-water ports are not available; and

d. the distance of the supported land based units/formations from the SLOC/SPOD/beachhead and the
transport means available to support such movement.

3. The support of SLOC requires the following:

a. protection and security;

b. the orderly assembly, embarkation and movement of personnel and materiel onto ships, and
subsequent disembarkation and onward movement, in the sequence designed to meet the
requirements of the tactical plans; and

c. the establishment and maintenance of an appropriate Movement Control (Mov Con) organization at
all SPOE/SPOD, transit and transfer points.

405. SUPPORT TO FORCES ASHORE

1. “Support to Forces Ashore” has not previously been formally captured in doctrine. It has essentially
encompassed the use of a ship’s facilities to the benefit of forces ashore. For example in the early stages of
an operation, following disembarkation, the ship’s water production capability could be extended to provide
water for disembarked personnel until local sources have been tested, or established, or the ships magazine
could be used to provide secure ammunition storage. Also any spare accommodation could be used to
provide shore based personnel with limited rest and recuperation (R&R) facilities such as a hot shower and
comfortable bed. Clearly such support is dependent upon a ships capabilities and primary tasking priorities.

406. LOGISTICS OVER THE SHORE (LOTS)

1. Logistics Over The-Shore (LOTS) operations provide for the movement of materiel and personnel
over beaches and other shorelines between ocean going transportation and shore side facilities. The CF
preference would be to use an established port, when available, as LOTS is demanding of specialised
engineering and transportation (including MHE) resources, and normally increases time and space factors.
The CF is not currently trained or equipped to conduct independent LOTS operations. The situation and
Operational Planning Process (OPP) will determine whether LOTS is a necessary or viable option.

2. In a tactical sea-lift, LOTS operations, include the following:

a. transferring cargo and personnel from ships into landing craft and/or amphibious vehicles;

b. moving those landing craft and/or amphibious vehicles from the ships to the shore;

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c. unloading landing craft and/or amphibious vehicles at the beaches;

d. cross loading between landing craft and/amphibious vehicles at transfer points; and

e. moving cargo unloaded from landing craft and/or amphibious vehicles to temporary storage and/or
segregation areas or to another destination using surface transport.

407. AMPHIBIOUS OPERATIONS

1. An amphibious operation may be part of a tactical sea-lift plan and would have similarities to LOTS.
The essential difference is that an amphibious operation implies “an other than benign situation”. The CF is
not currently trained or equipped to conduct amphibious landing operations. For an amphibious operation,
equipment and supplies must be loaded to provide maximum support to the landing plan and the scheme of
manoeuvre ashore. The manner in which a ship is loaded, often determines the order and speed with which
equipment and supplies can be unloaded and made available to support tactical employment.

2. The methods of loading the ships/vessels assigned to transport an amphibious operation can only be
determined after conducting Mission Analysis, and the estimate process, including consideration of the
following factors:

a. availability of suitable shipping versus lift requirements for the operation;

b. unloading capabilities in the objective area versus desired rate of build-up ashore;

c. availability of time versus requirements for detailed and thorough co-ordination and planning;

d. availability versus requirements for lighterage/landing craft;

e. desired rate of combat force build up versus logistic development requirements during the landing
phase;

f. requirements for special equipment versus availability; and

g. conflicts between time requirements and weather/climatic conditions.

3. Paramount to mounting an amphibious operation is the availability of specialist ships, support

vessels and equipment and the beach capacity, that is, the amount of cargo that can be discharged over a
given beach length within a stated interval of time. During the initial phase of an amphibious operation, the
beach capacity is limited to the beach or beaches over which the landing is made. The overall capacity may
be increased later, if necessary, by the engineering development of beaches for more efficient operation and
by identifying, and opening, additional sheltered unloading points in nearby rivers or bays. Available
engineering resources, and time and space factors, including specialised training time, during the
Operational Planning Process (OPP) will determine whether such a course is viable. a Beach Recce Report
is at Annex a to this chapter.

408. INLAND WATERWAYS TRANSPORT

1. Normally, Inland Waterways Transport (IWT) is only used for military purposes in underdeveloped
areas in which alternate modes of transportation (MOT) are either lacking or insufficient. However, IWT can
also be used to relieve the pressure on other MOT and can be especially useful for moving non-perishable
supplies. When IWT is required, it is likely that an IWT “managing” service will need to be formed to:

a. formulate and co-ordinate plans for using IWT resources;

b. control and operate the IWT system; and

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c. provide for the integration and supervision of local civilian facilities used in support of military
operations.

2. Prior to using IWT the following must be considered:

a. The characteristics affecting the capability of IWT:

(1) width and depth restrictions of channels,

(2) location of dams and other barriers to navigation,

(3) location, dimensions, and timing of locks,

(4) seasonal floods and droughts - their frequency and duration,

(5) normal “freeze-up” and opening dates,

(6) hazards to navigation, such as rapids and falls,

(7) speed and fluctuation of currents,

(8) waterway maintenance requirements; and

(9) change of channel.

b. The factors limiting the capability of IWT:

(1) availability of suitable barges or craft, operating personnel, and terminal facilities; and

(2) turnaround time (the time required for a barge or craft to load, travel to destination, unload,
return to origin, and be ready to resume loading).

409. MARITIME TERMINOLOGY ANNEX

1. A maritime terminology addendum is at Annex B. The aim of the Annex is to provide a general
outline to some of the more common maritime terminology for those working with sea transport for the first
time.

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ANNEX A - BEACH MOVEMENT RECONNAISSANCE REPORT

1. The aim of movement reconnaissance (recce) reports is to establish the strength, weaknesses and
viability of the terminal being studied. No facility can be looked at in isolation; the supporting infrastructure,
reception and distribution means are equally important. Ideally each recce should be conducted with a mode
of transport (MOT) expert available.

2. The format for a Beach Recce Report is attached. When conducting the Beach Recce the report will
need to be supplemented with the relevant information from the associated list of headings for this type of
activity at Appendix 1 to this Annex.
BEACH RECONNAISSANCE REPORT

1. To: (Authority requesting report)

2. From: (Rank, name and unit of person making report)

3. Maps: (In addition to normal maps include any specialist maps, charts etc)

4. Publications: (e.g. engineering intelligence briefing etc)

5. Date Time Group: (when report was dispatched)

6. General Information

a. Object of the recce, name, location and general description of site (incl grid reference).

b. Dates and times of recce.

c. Controlling authority at site, names and telephone numbers.

d. Security and defence of the location.

e. Summary of main points.

7. Detailed Information

See following appendix for applicable headings

8. Enclosures

Overlays, plans, sketches, photos etc to be attached to the report.

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ANNEX A - APPENDIX 1 - BEACH RECCE REPORT HEADINGS

Detailed Information

1. Physical Detail. Beach centres and limits, profile, positions and bearings, landmarks, jetties, ramps
and hardstanding.

2. Approaches. Offshore, near-shore and foreshore.

3. Anchorages. Location, depths, nature of bottom and area.

4. Sea. Tides, tidal stream and surf, including underwater obstructions (as these may impede
operations at low tide).

5. Nature of Beach. Surface features, composition and lateral movement.

6. Back of Beach. Exits, hinterland, cover and concealment, transit areas, hard and soft standing,
covered storage.

7. Discharge Facilities. vehicle parks, container parks

8. Beach Capacity. dictated by:

a. craft unloading areas;

b. craft quantities capacity;

c. MHE availability; quantity (eqpt and ops), lift capacity and time per lift; and

d. turnaround time ship to shore.

9. Modes of Transport (MOT) Available for Clearance.

a. quantity and capacity of each mode;

b. turnaround time beach to first destination off-loading point;

c. traffic circuits and routes; and

d. restrictions on clearance transport from beach/terminal.

10. Administrative Facilities.

a. communications systems;

b. safety boats;

c. accommodation areas;

d. necessary engineer support;

e. water (drinking and other), fuel, power and lighting; and

f. available labour particularly skilled tradesman.

11. Restrictions. Imposed by effects of climate, weather, tides, the time of day on operations.

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ANNEX B - MARITIME TERMINOLOGY ADDENDUM

1. In order to avoid total confusion and embarrassment, when working with the maritime community,
the following are some of the terms and phrases and customs and courtesies usual when onboard or
working around a ship:

a. One says “in a ship” or “onboard a ship”, Not “on a ship”;

b. A ship is a “she”, not an “it”;

c. A ship “sails from” or “sails” (even if she has none) when she leaves harbour. She makes a
''departure'' when she sails, meaning that her position is fixed accurately on leaving harbour or a
coastline;

d. One can go “'down below” (not downstairs), or “up on deck” (to the upper deck), or “up aloft” (up a
mast). One goes “aft” or “for’d”, and “ashore” or “onboard”,

e. One “turns in” (goes to bed) and “turns out”, and gets a “shake” instead of a call; and

f. If you want to get rid of something over the side you tend to “ditch” or “jettison” it”.

2. The typical designation, organization, and duties of officers on a merchant ship/vessel are:

a. Captain (Master, Old Man) - the ultimate authority onboard a ship;

b. Chief Officer (1st Officer, 1st Mate “Choff”) - essentially the second in command, or deputy
commanding officer. Responsible for the day to day running of the ship, loading and discharge, first
watchkeeper;

c. Second Officer (2nd Mate) - Navigation, 2nd watchkeeper;

d. Third Officer (3rd Mate) - Third watchkeeper, life boat/s and lifesaving equipment;

e. Chief Engineer Officer (Chief) - Head of engine room, and machinery;

f. Second Engineer (Second) - Running of engine room and deck machinery;

g. Radio Officer (Sparks) - Radio watchkeeping, maintenance of electronic equipment, often not carried
with advance of modern communications equipment;

h. Purser (passenger ships only) - Catering, ship's administration, passengers, (essentially the
quartermaster).

Notes:

1. Apart from the captain, who is addressed as “Sir”, the rest are addressed as “Mr.”

2. The rest of the crew is made up of deckhands, engine room staff, cook, and stewards.

3. The Boatswain (Bosun) is the senior deckhand.

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CHAPTER 5

CHAPTER 5 - MOUNTING FOR SEA-LIFT

SECTION 1 - PERSONNEL

501. GENERAL

1. The mounting of an operation using sea-lift involves:

a. the physical preparation of formation/unit personnel, vehicles, and equipment (including dangerous
goods) and associated documentation.

b. movement of the Task Force to the strategic mounting base by air, road and/or rail moves via
assembly, and staging, bases if necessary; and

c. final movement of the Task Force to the Sea Port of Embarkation (SPOE) for loading on the
assigned ships/vessels.

2. Normally, the only personnel that travel on the ship/vessel are the “ships party”. As the “ship’s party”
are neither fare paying passengers, nor strictly crew these personnel are normally classified as “super
cargo”. However, there may be operational circumstances when the following categories of personnel may
also be required to move by ship:

a. formed formations and units;

b. personnel replacements;

c. individual reinforcements and individuals on duty;

d. prisoners of war;

e. casualties; and.ref

f. Red Cross and/or auxiliary service personnel.

3. When a situation requires that personnel listed, in paragraph 2 a to e above, be transported by sea,
to/from an area of operation, they are to be carried in ships specially constructed (or converted in
peacetime), that are authorized and insured for the carriage of personnel.

502. MEDICAL

1. Prior to selecting and training personnel for Ships Party duties, unit COs must ensure that those
personnel are fit for travel by sea.

2. All personnel moving outside Canada must carry their International Certificate of Vaccination (Yellow
Book). Unit COs are to ensure that the relevant inoculations are up to date for all their personnel at all times.

503. IDENTIFICATION

1. Units are to ensure that personnel deploying on operations wear their personal identity discs and
Thermo Luminescent Dosimeters (TLDs), when required, and are in possession of appropriate military
identification cards (including Geneva Convention Identification Cards, when entitled).

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504. BAGGAGE

1. Normally the Movement Order (Mov O) produced by NDHQ, for a sea movement operation, will
stipulate the scale of baggage and personal equipment to accompany a unit, formation, or draft, depending
on the needs of the operation and the space available.

2. When personnel are required to deploy by sea, the baggage and personal equipment of each
member should be prepared to conform to the following baggage segregation requirements aboard a vessel:

a. cabin baggage - that which accompanies the member in the cabin or on the “troop-deck”;

b. accompanied baggage - that which is stowed in a baggage room and is accessible during the
voyage; and

c. cargo baggage - that which is stowed in a luggage hold and is not available until disembarkation.
This baggage is also referred to as “hold “baggage.

3. Personnel being moved by sea-lift are normally required to stow their personal weapons in a “lock-
up” provided for that purpose, where breechblocks and magazines are secured separately.

505. CUSTOMS

1. The customs clearance of personal effects is an individual's responsibility: however, units should
ensure their personnel are briefed on their entitlements. Current regulations may be obtained by consulting
the nearest movement or traffic agency or customs office.

2. All personnel departing from Canada with attractive items (for example, serial-numbered items like
cameras and binoculars, or jewellery etc) should be advised to register these with Canada Customs by
completing Customs Form Y38 - Certificate of Identification of Articles Previously Exported from Canada,
and having it signed by a customs officer. These forms and this service are not available outside Canada
therefore, to avoid having to pay unnecessary import duties on their return to Canada, units should ensure
that members are aware of this regulation prior to their deployment.

506. IMMIGRATION

1. To satisfy the requirements of the immigration authorities upon return to Canada, units must ensure
that all personnel embarking on a sea move are in possession of a valid Passport, a NATO Travel Order, or
proof of Canadian citizenship as detailed in the Mov O.

507. BRIEFING

1. Personnel should be briefed well in advance of a sea move and a final verification should be
conducted prior to departing from the unit. The following CFAOs should be referred to, where applicable:

a. CFAO 20-21, Passports and NATO Travel Orders;

b. CFAO 20-12, Transportation of Personnel;

c. CFAO 20-15, Shipment of Baggage;

d. CFA0 20-17, Canadian Customs-Personal Duty Exemptions; and

e. CFAO 20-40, Moving or Storage of Furniture and Effects.

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SECTION 2 - MATERIEL

508. GENERAL

1. The proper preparation of materiel for sea-lift is essential to the safe loading and effective
transportation of equipment and stores to their destination, and generally includes cleaning, packaging,
marking, and preservation.

2. Cleaning. The departments of Agriculture and Health and Welfare regulations require that all
vehicles and wheeled equipment, including trailers, are properly cleaned prior to being granted entry into
Canada; these requirements are also applicable for entry into most countries and/or provinces (that is,
Newfoundland). Therefore, all mobile support equipment (MSE) is to be cleaned of all contamination
(whether natural or chemical), as directed by the responsible authority. The cleaning of all MSE is a
responsibility of the user.

3. Packaging. A-LM-187-001/IS-001 and A-LM-187-002/IS-001, provide details on the basic principles

of packaging and preservation into standard procedures and techniques.

4. Marking. The directions for marking stores, vehicles, and equipment are to be outlined in
paragraphs under those headings in the Mov O/Mov Instrs. The requirements for marking, labelling, and
placarding of dangerous goods are detailed in the International Maritime Dangerous Goods (IMDG) Code
2000 at Part 5, Chapter 5.2 to 5.3, issued by the International Maritime Organization (IMO). These
requirements will be dealt with separately in paragraphs 11 to 14 of Section 3 to this Chapter.

5. Preserving. Annexes a and B to this chapter detail the requirements for the preparation and
preservation of wheeled and tracked vehicle equipment to be shipped by sea as deck cargo. These are
outlined in Parts 9 and 10 of C-04-010-022/VP-001, Preservation for Storage and Shipment of Vehicles and
Vehicular Components. Annex C to this chapter contains the procedures for the shipment of vehicles as
below deck cargo.

509. LOOSE CARGO

1. As a rule, depending on the size of individual packages, wherever practical consolidated loads are to
be prepared for shipment by sea however unit integrity should also be considered. The consolidation of
individual pieces, or packages, on pallets or in container packages (for example, tri-wall container), results in
better utilization of sea-lift capacity, minimizes handling and reduces stowage space. In addition,
consolidated loads require less documentation and reduce packing requirements, pilferage, and loss or
damage. Whenever possible, “sea containers” should be utilized for transport in order to minimize damage
or loss of loose cargo see B-GJ-005-404/FP-000 Movement Doctrine For Canadian Forces – (Movement
General), Chapter 6.

2. Whenever possible, units are to consolidate loose cargo in tri-wall containers which are to be
secured on pallets. Normally, the general purpose NATO standard 1000 mm by 1200 mm (40 in by 48 in)
wooden hard based pallet (NSN 3990-21-881-1482) is to be used: however, some typical loads may require
the provision of special purpose pallets e.g.;

a. drums, barrels - 1200 mm by 1200 mm (48 in by 48 in); and

b. ammunition, explosives, aircraft bombs, submarine mines, torpedo warheads, and missiles - as
required depending on the size of the commodity.

3. The specifications for the provision of flat pallets for sea movement are:

a. solid top/bottom hard base (NSN 3990-21-818-5659), or full bottom hard base (NSN 3990-21-881-
1482);

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b. four-way entry for fork lift handling; and

c. inherent strength to support a uniformly distributed load of at least 1000 kg (2205 lbs.) for handling,
and at least 4000 kg (8820 lbs.) for stacking.

4. The correct consolidated loading of stores on pallets is essential for safety in pallet handling and
efficient use of stowage space on a ship. The following steps are recommended for the best, consolidated
loading of stores on pallets:

a. place all fragile cargo on the top portion of the load to prevent damage;

b. ensure that the load does not exceed the capacity of the pallet (that is, for a 1000 mm by 1200 mm
pallet - 1000 kg (2205 lbs.);

c. ensure, whenever possible, that the height of the load is not greater than the maximum pallet
dimension that is, 1200 mm high for a 1000 mm by 1200 mm pallet; and

d. install angle boards (NSN 3540-01-300-6142), if required, on the top sides of the load to prevent
chaffing, tearing, or ripping of the stores prior to securing the stores on the pallet with strapping.

5. Non-palletized packages that are unsuitable for manual handling or consolidation should be provided
with fork-lift and overhead handling devices.

6. All pallets of stores or non-palletized packages should be marked or suitably placarded with a
pallet/cargo identification card. The details on completion of this card are in paragraph 1 of Sub-Section 533
to this Chapter.

7. All marking should be in a contrasting colour to the background to provide clarity.

510. CONTAINERS

1. Subject to the availability of sea containers, and the provision of appropriate materiel handling
equipment (MHE), at the point of origin, in transit terminals and destination (including all rail, road, air and
sea terminals), the factors described below should be considered prior to “stuffing” a sea container.

2. Physical Characteristics of the Cargo. The cargo selected for sea containerization must be
“stuffed” in a type of sea container that is appropriate:

a. general dry cargo in bags, cartons, boxes, or crates are loaded in a standard “dry” sea container.
Such cargo is normally consolidated on pallets and can be stuffed/ “de-stuffed” by hand and/or by
using a fork lift; and

b. other types of cargo like pipes, lumber, drums, perishables, or bulk liquids, require the use of specific
handling equipment, and the provision of special-purpose sea containers like the “open top”,
“platform”, “refrigerated containers” (or “reefers”), “insulated”, “side loading” or “tank containers”.

3. Compatibility of the Cargo. a homogenous sea container load is normally achieved by using the
appropriate type and size of sea container for the stores and equipment to be moved. However, in situations
where this is not possible, care must be taken to ensure that the following segregation of cargo within a sea
container are respected:

a. consistency of load and users, that is, medical supplies for a rear echelon should not be stuffed with
stores for a front-line unit, and rations should not be intermingled with insecticides or petroleum, oil
and lubricant (POL) products;

b. categories of cargo for stuffing a sea container:

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(1) wet and dry cargo should normally be stuffed in separate sea containers; however, when this
is not possible, the dry cargo should normally be placed over the wet, they must be packed
with sufficient intermediate dunnage to prevent damage,

(2) weight - light and fragile items should be placed over heavy cargo, and low density pieces over
high density stores,

(3) size - palletized loads of general cargo should not exceed the length and width dimensions of
the pallets,

(4) dangerous goods should not be stuffed with general cargo, and

(5) odorous cargo (that is, POL) should not be stuffed with a commodity that would be affected
(that is, rations);

c. security arrangements should be made for high value items or cargo susceptible to pilferage, such
as amenity goods, or which require concealment or low visibility to eliminate possible detection
and/or identification by satellite during movement; and

d. safety requirements for fragile commodities such as electronic components, tubes or radios requiring
the extra protection and environmental integrity of a sea container.

4. Optimum Utilization of Sea Container Cube and Weight Capacities. While maximum sea
container utilization is normally desirable, the feasibility of handling containerized cargo with or without MHE
at origin and destination should not be overlooked and must always be taken into consideration; however,
when optimum utilization is required the following apply:

a. for stuffing high density items, a better cubic utilization is often obtained by using smaller packaging
thus ensuring that excessive weight is not placed in a sea container. Care should be taken to ensure
that the laden weight of a sea container does not exceed the lifting capacity of available MHE or
highway weight limitations imposed on routes used to reach the SPOE, or in countries through which
the sea container will travel from the SPOD. These road or highway limitations may vary depending
on the time of year, the route conditions, the type of axle, and the maximum gross vehicle weight;

b. while stuffing a sea container, care must be taken to ensure that the weight of the cargo is equally
distributed throughout that sea container;

c. for best sea container utilization, and safe arrival of contents at destination, the stuffing techniques
must be adequate to withstand the forces exerted by all modes of transportation (MOT) and to avoid
water damage theft and pilferage, contamination, and fire;

d. normally, for sea containerization, the need for bulky and excessive packaging of cargo is eliminated,
thus allowing better cargo space/weight utilization; and

e. prior planning sea container stuffing will normally allow better utilization of a sea container’s capacity,
each plan for a sea container load should consider the ease and sequence for de-stuffing a sea
container at the destination (that is, the cargo that is required first at the destination should be stuffed
into the sea container last). The techniques for improving sea container de-stuffing activities at
destination are:

(1) fork lift openings in pallets or skids should face the doors of the sea containers;

(2) height clearance at the top should be provided for items to be handled by fork lift;

(3) cargo should be tightly packed and distributed within the prescribed sea container weight
limitation while avoiding wedging or jamming; and

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(4) provisions should be made for adequate blocking and bracing to prevent shifting and damage
of cargo within a sea container.

5. To ensure that cargo will be adequately protected and that a sea container is suitable, a “Container
Inspection Check List” is included at Annex D to this chapter.

6. For security, other operational or economical, reasons it may be necessary to stuff vehicles in sea
containers. Although the methods for securing vehicles in sea containers normally depend on the type and
size of vehicle, the following general rules are applicable:

a. vehicles must be placed in gear with the hand-brakes on, or in “park” for automatic transmission;

b. battery cables must be disconnected (taping of cables is a good method to prevent accidental
electrical shortages)and secured away from battery posts;

c. fuel tanks should not be more than 75 percent full;

d. breakable parts such as exterior mirrors and antennas must be removed, folded or protected; and

e. vehicles must be secured to the floor, including “chocking” the wheels on all four sides so that no
lateral, longitudinal or vertical movement is possible.

f. When securing and dunnaging vehicles and trailers with pneumatic tires inside sea containers,
ensure that they are secured in such a manner that if/when the tires deflate, no movement is
possible. If pneumatic tires were to deflate, chains would loosen so additional blocking around the
wheels, or other attachments, are necessary. Each different piece of equipment being secured will
require a unique means of blocking.

511. VEHICLE/TRAILER LOADS

1. Vehicles and trailers being transported by sea may be loaded with cargo subject to the following
limitations:

a. the cargo load should not normally increase the length, width or height of the vehicle/trailer;

b. cargo loads should not exceed the rated cross-country load of the vehicle/trailer;

c. equipment and stores loaded on vehicles/trailers should, whenever practical, be boxed, crated, or
palletized to the extent necessary for protection during transit;

d. cargo carried in the bed of a vehicle/trailer must be securely tied down with nets, ropes, or tarpaulins
to prevent movement in any direction and possible damage;

e. parts and tools which are normally carried on vehicles, or trailers, and which are binned or boxed,
are to be shipped in place and secured to prevent damage;

f. classified materiel and attractive items must not be included in any vehicle/trailer load;

g. cargo prepared for each vehicle/trailer load must be clean, free of fluid leaks, and should not spoil or
contaminate accompanying cargo; and

h. dangerous goods placed in vehicles/trailers must be easily accessible.

2. To assist in the overall sea-movement planning and to provide an individual record for each load, a
vehicle/trailer load list, showing the contents of each laden vehicle/trailer, is to be prepared by each unit or
element of the Task Force. The details on completion and distribution of this form are in paragraph 1 of Sub-
Section 530 to this Chapter. The format at Annex G to this Chapter should be used, although a WSBL may
also be acceptable in most circumstances.

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512. VEHICLES/EQUIPMENT (WHEELED/TRACKED) AND AIRCRAFT

1. Normally, when a Task Force moves by sea with RORO vessels, most vehicles/equipment and small
aircraft (rotary and fixed wing) can be embarked on such ships/vessels without any modification or reduction
in size. However, depending on the type of ships/vessels used, or the space available in the
compartments/holds, certain vehicles/equipment and larger aircraft may require some degree of disassembly
in order to reduce their size. In such cases, the units/elements of the Task Force are to prepare all
vehicles/equipment and aircraft in accordance with the vehicles/equipment and helicopters size limitations
outlined in the sea movement order (Mov O).

2. The general preparation for the sea movement of vehicles and equipment is as follows:

a. vehicles and equipment must be given a maintenance inspection in accordance with the mechanical
standards outlined in CFTO C-40-002/AG-000 Electrical Mechanical Engineering (EMU) Inspection
Systems, Part 3, paragraph 13;

b. vehicle and equipment tie-down rings or lashing attachment clevis must be installed and serviceable;

c. vehicles and equipment requiring preservation, depending on the type of ship/vessel used and/or on
the stowage location required (that is, below/above deck), are to be prepared in accordance with
Annexes a to C to this chapter;

d. vehicles and equipment exteriors are to be washed and free of soil or mud. Particular attention and
care should be taken when cleaning the following:

(1) wheel wells,

(2) the bumper area,

(3) axles;

(4) frame and undercarriage (chassis) areas; and

(5) engine compartments.

e. vehicles and equipment interiors are to be cleared of:

(1) personal kit/weapons, and

(2) refuse;

f. crew-served weapons must be secured by making provision for the shipping of breechblocks
separately;

g. antennas and mounts are to be removed, when possible, and stored with the vehicle/equipment’s
other auxiliary items;

h. fuel tank level and condition, and any accompanying jerry cans, are to be prepared in accordance
with the outage specified in the sea Mov O for the ship/vessel, or for specific stowage locations; and

i. vehicle/equipment documentation must be prepared for all vehicles/equipment and their load (see
paragraphs 1 Sub-Section 502 to paragraph 1 of Sub-Section 502 to this Chapter for details on
completing the documentation).

513. SPECIAL STOWAGE CARGO

1. For sea movement, military cargo is classified for stowage purposes into either “open” or “special
stowage” cargo; the former normally includes general stores, vehicles and equipment and the latter the

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attractive/high value items, pilferable stores, classified materiel, dangerous goods and sensitive or secure
equipment.

2. During the general preparation phase, all types of cargo requiring special stowage are to be properly
segregated and prepared for sea movement in accordance with the techniques, procedures and/or orders
governing their specific handling.

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SECTION 3 - DANGEROUS GOODS

514. DANGEROUS GOODS

1. General. Due to its specific nature, the carriage of dangerous goods by sea is controlled by law,
both in support of an exercise during peacetime or of operations during an armed conflict.

2. In Canada, the Dangerous Goods Shipping Regulations, issued by Transport Canada, under the
authority of the Canada Shipping Act, govern the loading of all ships/vessels, including Department of
National Defence (DND) ships/vessels. All ships/vessels loaded in foreign ports are governed by regulations
issued by the country that has jurisdiction over that port of loading. Most countries, including Canada, have
adopted the dangerous goods classification and stowage system of the International Maritime Dangerous
Goods (IMDG) Code issued by the International Maritime Organization (IMO). Therefore, for CF sea-lift
operations, the IMDG Code is to be followed. However, the interpretation of the IMDG Code, by some
countries, to satisfy local requirements, should be given careful consideration.

3. Notwithstanding the above, during the assembly phase to the SPOE, units or elements of the force
moving by air, rail, or road are subject to the following regulations governing each particular mode:

a. A-LM-117-001/FP-001 The Transportation of Dangerous Goods by Canadian Forces (CF) Aircraft;

b. CFAO 20-19, Service Airlift - General Policy;

c. CFAO 20-21, Service Airlift - Materiel;

d. A-LM-158-004/AG-001, Transportation Manual, Volume 4, Movement of Materiel;

e. International Air Transport Association (IATA) Dangerous Goods Regulations IBSN 92-9171-403-8;

f. A-LM-008-40/FP-000, The Transportation of Dangerous Goods Regulations;

g. International Civil Aviation Organization (ICAO) Technical Instruction for the Safe Transport of
Dangerous Goods by Air Doc 9284-AN/905;

h. International Maritime Organization (IMO) International Maritime Dangerous Goods Code (IMDG)
2000 IBSN 92-801-5090-1.

i. A-LM-007-005/AX-002, Emergency Responsive Guide for Dangerous Goods.

515. TERMS AND DEFINITIONS

1. Dangerous Goods. These goods include any article, or substance, capable of posing a significant
risk to health, safety, or property and are subject to special regulations for carriage by sea.

2. Proper Shipping Name. To ensure that any substance, or article, of dangerous goods, can be
readily identified during transport the proper shipping name must be marked on all packaging and indicated
on all shipping documents. This is partly so that, in the case of a spill or leak, the necessary response
actions and emergency equipment can be quickly determined to properly deal with the situation). The
General Index, in Volume II of the IMDG Code 2000 contains an alphabetical list of dangerous goods;
specifically “the proper shipping name” is that portion of the entry that is shown in capital letters.

3. United Nations (UN) Numbers. All dangerous goods, listed by proper shipping name in the IMDG
Code, are further identified by UN Numbers, which are assigned to specific substances within each
classification. Individual schedules for each UN Number, or groups of UN numbers, are contained in the
IMDG Code and specify the classification and handling requirements for each substance. UN Numbers for

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Class 1 (Explosives) can be obtained from C-74-300-D01/TA-000 Ammunition-Logistical Data. UN numbers

for other classes should be assigned by the manufacturer and listed on the packaging.

4. Classification. All dangerous goods are classified according to the type of risk involved. Many of
the classes are further sub-divided, when applicable, into divisions by degree of hazard. The IMDG Code
classification system is explained at Annex E to this chapter.

5. Compatibility Group. The classification Code for Class 1 (explosives) has been further sub-divided
into compatibility groups, according to the properties of an item, which may or may not make it acceptable for
carriage with items of similar or different properties. Substances other than Class 1 (explosives) are not
assigned compatibility groups. Annex F is an extract of the IMDG Code showing these compatibility groups
and how they are applied to Class 1 divisions.

6. Net Explosive Quantity (NEQ). The NEQ, sometimes referred to as NEC (net explosives content),
of all explosives is required to obtain a permit to move dangerous goods by sea and to ensure that the total
NEQ of a load for a ship/vessel is within the limitations imposed on the SPOE/SPOD. The NEQ for all
ammunitions and explosives is listed in C-74-300-D01/TA-000 Ammunitions-Logistical Data. Where a liner
service, or contracted vessel, is employed to carry explosives, and is scheduled to make stops in ports
between the SPOE and SPOD, or pass through a canal, then the NEQ permitted in those ports/canals must
be considered.

7. Packaging Group. For packing purposes, the dangerous goods of all classes, other than Classes
1, 2, and 7 have been divided into packaging groups according to the degree of danger they present. The
packaging group to which a substance is assigned, is given on the individual schedule and in the general
index of the IMDG Code. They are:

a. packaging group 1- great danger;

b. packaging group 2 - medium danger; and

c. packaging group 3 - minor danger.

8. Packing/Packaging. For dangerous goods of Classes 1, 2, and 7 specific packing/packaging

instructions, pertinent to each substance, are given on the individual schedules. For all other classes,
packing/packaging instructions are outlined under the packaging group on the individual schedules of the
IMDG Code. a “container packing certificate” is to be prepared in accordance with the regulations detailed in
the IMDG Code, Chapter 5.4. The certification statement and format of the forms is reproduced at Annex G
to this Chapter.

9. Marking/Labelling. Each receptacle containing dangerous goods is to be marked with the proper
shipping name (and the NEQ where applicable) and identified with a distinctive label that indicates the
dangerous character. The markings and labelling are to be in accordance with the IMDG Code regulation
Part 5, Chapters 5.2 and 5.3.

10. Placards. In general, when vehicles or sea containers are used to carry dangerous goods, they
should bear IMDG Code class placards not smaller than 250 mm by 250 mm in size. Full details are in the
IMDG Code Chapter 5.3.

516. SEGREGATION

1. For a sea-lift operation, the preparation of the pre-stowage plan, indicating the segregation and
stowage of all cargo including dangerous goods, on a ship, is a responsibility of the Port Mov Con Det, in co-
ordination with the priorities issued by the TFMO/UEO and the carrier. The location of sea containers with
dangerous goods is to be indicated on the stowage plan and on the special dangerous goods list or manifest.
In addition, the total quantity of each dangerous substance described on the stowage plan and on the
dangerous goods list and/or manifest are to be shown. To ensure effective planning and optimum stowage
units must give due consideration to the following when preparing their cargo, including dangerous goods:

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a. all individual items/pieces of dangerous goods must be properly packaged, marked, and labelled in
accordance with the requirements on the individual schedules for those goods in the IMDG Code;

b. all consolidated/ palletized dangerous goods must be properly packaged, marked, and labelled in
accordance with the requirements on the individual schedules for those goods in the IMDG Code;
however:

(1) goods of the same compatibility group but of different divisions may sometimes be
consolidated together (that is, small quantities, part lots) providing that the whole is treated as
belonging to the division having the smaller number, and

(2) goods in compatibility group “S” may be consolidated with goods in all compatibility groups
other than “A” and “L”, which must be prepared separately;

c. all prepared dangerous goods must be properly identified and segregated from other cargo prior to
movement to the SPOE and handled appropriately throughout the movement chain. The
segregation of sea containers carried on ships/ vessels is to be in compliance with the provisions of
Chapter 7.2 of the IMDG Code. Sea containers stowed below deck on ships/ vessels are to be
properly segregated and secured against the forces encountered at sea.

517. SEA CONTAINER AND VEHICLE/TRAILER LOADS

1. When sea containers and vehicles/trailers are used to pack any item or materiel classified as
dangerous goods, the following are applicable:

a. the sea containers, and the load-carrying portion of vehicles and trailers into which dangerous goods
are to be packed, must be serviceable and damage free;

b. when dangerous goods form only part of the load of a sea container, vehicle, or trailer, they must be
packed so as to be accessible (i.e., near the doors of the sea container or the rear of the vehicle or
trailer);

c. packages containing dangerous goods (and indeed any other goods!) are to be tightly packed within
the sea container, vehicle, or trailer, and adequately braced and secured to prevent any damage
during transit;

d. no incompatible substances are to be packed into the sea container, vehicle, or trailer;

e. all dangerous goods packages must be inspected for damage prior to packing into the sea container,
vehicle, or trailer;

f. all dangerous goods packed in a sea container, vehicle, or trailer must be properly identified,
marked, and labelled;

g. all vehicles/trailers with POL loads (for example, Jerry Cans) must have the tarpaulins removed to
prevent any build up of vapours and to facilitate inspection for leaks;

h. at least four appropriate IMDG Code placards must be placed externally in a conspicuous place on
each sea container, vehicle, or trailer packed with dangerous goods, one on each side, and one on
each end;

i. a Dangerous Goods Declaration must be prepared in accordance with paragraph IMDG Code
regulations at Chapter 5.4 (an example is reproduced at Appendix 1 to Annex G to this Chapter) ;

j. a sea container, vehicle, or trailer packing certificate must be prepared in accordance with the format
shown in Annex G; and

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k. it is recommended that commodities of dangerous goods should be kept as cool as practicable, this
recommendation is to be applied to the sea container as a whole for stowage purposes (the surface
of a sea container can heat rapidly when in direct sunlight and the cargo may also become heated).

518. STOWAGE OF SEA CONTAINERS

1. The ship’s Chief/First Officer/Mate is normally responsible for loading and decides where sea
containers are stowed and secured on decks of ships/vessels. On decks that are not specifically designed
and fitted for the purpose of carrying sea containers, the following guide is normally followed:

a. sea containers carried on deck should preferably be stowed in a fore and aft direction;

b. sea containers should be stowed so that they do not extend over the ship/vessel's side. Adequate
supports should be provided when sea containers overhang hatches or deck structures;

c. sea containers should be stowed and secured so as to permit safe access for personnel in the
necessary working of the ship/vessel;

d. all sea containers should be effectively secured, preferably at the bottom corners, in a way that will
guard against sliding. Restraint against tipping should be effected by securing the top or bottom
corners as may be practicable;

e. sea containers carried on decks or hatches should not be stacked unless the upper sea containers
are secured so that they cannot slide or tip;

f. under normal conditions, no restraint system should impose forces in excess of those for which sea
containers, or any of their fittings, have been designed;

g. at no time should the sea containers over-stress the deck or hatches. The hatch covers should be
secured to the ship/vessel so that tipping of the entire hatch cover is prevented; and

h. the structural strength of the deck or hatch components should be taken into consideration when sea
containers are carried thereon and when locating and affixing securing devices.

519. DANGEROUS GOODS ON RORO AND/OR LOLO VESSELS

1. For the carriage of dangerous goods on these ships/vessels, ensure that:

a. the declaration of dangerous goods for vehicles/trailers carrying dangerous goods is in accordance
with IMDG Code regulations at Chapter 5.4 paragraph 5.4.2.1 (an example is reproduced at
Appendix 1 to Annex G to this Chapter);

b. the marking and labelling of vehicles/trailers carrying dangerous goods are in accordance with the
IMDG Code regulations;

c. the special dangerous goods list, or manifest, and/or stowage plan indicate clearly those
vehicles/trailers in which dangerous goods are loaded and their location onboard a ship/vessel. The
total quantity of each substance, in addition to the description, is also shown in the list, manifest,
and/or stowage plan;

d. certain dangerous goods are required to be stowed in a well-ventilated space, if these goods are
carried on a closed vehicle deck, ensure that this deck is well ventilated;

e. ensure that the following stowage and segregation requirements are met:

(1) on vehicle decks, vehicles/trailers, pallets, or sea containers containing dangerous goods are
stowed in such a way that they are accessible at all times, especially for fire-fighting,

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(2) trailer tanks or “pods” containing dangerous goods are stowed in accordance with the
requirements of the IMDG Code,

(3) the stowage requirements for vehicles/trailers, pallets, or sea containers containing dangerous
substances are in accordance with those detailed in the IMDG Code, except that substances
of class 3.1 and 3.2 should only be carried on deck,

(4) the dangerous goods required to be carried “on deck only” are not to be carried on closed
vehicle decks, but may be carried on open vehicle decks when authorized by the competent
authority, and

(5) when a dangerous goods consignment forms only part of the load of a vehicle/trailer, it is
packed so as to be accessible.

520. DANGEROUS GOODS IN BREAK BULK SHIPS/VESSELS

18. When “break bulk” ships/vessels are used on a sea-lift operation to transport dangerous goods the
following are applicable:

a. Loading/Unloading. Those activities for the handling/loading/unloading of dangerous goods on a

ship/vessel must be conducted in accordance with the applicable segregation and stowage
requirements of the IMDG Code.

b. Segregation. The IMDG Code Segregation Table, also reproduced at Annex I to this chapter,
outlines the general requirements for segregation between classes of dangerous goods. However,
since the properties of substances or articles within each class may vary greatly, the individual
schedules and relevant introduction to that class, in the IMDG Code, must always be consulted for
individual requirements for stowage and segregation. The segregation terms applicable to the
Segregation Table are defined in Figure 5-1 to Annex I of this chapter.

c. The terms “holds” and “compartment” used in the IMDG Code, concerning the segregation of
incompatible dangerous goods, mean “a space enclosed by steel bulkheads, and/or steel plating,
and by steel decks”. The boundaries of such a space should be resistant to tire fire and water liquid.

d. Stowage. The requirements for the stowage of dangerous goods are specified in the introduction to
the various classes and on the individual schedules of the IMDG Code.

521. EXPLOSIVES

1. Specific stowage categories for Class 1 (Explosives) have been defined and are at Chapter 7.1
paragraph 7.1.7.2 of the IMDG Code. In addition, whenever military explosives are part of, or form the total
load, such activities must, in all cases, be conducted in the presence of a Service Representative Officer
(SRO). The duties and responsibilities of the SRO are detailed in Annex H to this chapter.

2. The different stowage arrangements required for both “on deck” and “below deck” cargo are at
Chapter 7.1 of the IMDG Code.

522. FLAMMABLE LIQUIDS

1. Class 3 substances may be transported by sea, in quantities and packages specified in the IMDG
Code; however, the following is applicable to all sea-lift operations:

a. Petroleum, Oil and Lubricants (POL). POL may be transported subject to the type of container
and the quantities specified on the individual schedules of the IMDG Code, and the segregation and
stowage requirements for compatibility with other dangerous goods carried;

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b. Tent Group Equipment. Used stoves, heaters, burners and lanterns that are un-purged and
drained of fuel must be prepared for sea-lift in accordance with the IMDG Code for the specific fuel
used, and:

(1) all closures are to be securely closed with vents and shut off valves in the “OFF” or “CLOSED”
position,

(2) all equipment is to be wrapped in protective materiel and packed in strong outside packaging,
or firmly secured in an upright position,

(3) all equipment must be packed so as to be readily accessible for inspection prior to loading on
the ship/vessel, and

(4) when carried as a vehicle/trailer load, care must be taken to ensure that no tent group
equipment is packed with any item of dangerous goods not compatible with the specific fuel
used.

523. CONTROL FOR SEA MOVEMENT OF DANGEROUS GOODS

1. No CF Dangerous Goods may be authorized for sea movement unless cleared by J4 Mov. As UEOs
consolidate their unit “Unit Movement Staff Tables (UMSTs)”, and TFMOs their “Task Force Movement
Tables (TFMT)” they will identify what needs to be moved by sea. Dangerous Goods are identified as an
essential part of this process, which is explained in detail at Annex C to chapter 3 of B-GJ-005-404/FP-000
(Movement Doctrine for Canadian Forces Operations). Once J4 Mov has scrutinized and verified the TFMT
they approach DLBM TM 6 to tender for a contractor/s (unless designated military shipping is available, CF
or allied) to move the Task Force. As part of the tendering process contractors must verify than they are
appropriately registered and licensed to transport the dangerous goods identified in the annex in the contract
tender (this is extracted from the TFMT – hence the need for accuracy). The contractor is generally required
to ensure that he is cleared to enter the SPODs identified by J4 Mov, although depending on the nature of
the operation, this responsibility may fall to DND or NATO authorities.

a. as soon as units or elements of a Task Force have identified their requirements to move Dangerous
Goods by sea, the UEO/TFMO must ensure they are entered on the UMST/TFMT. The
UMST/TFMT must be forwarded expeditiously through the chain of command to J4 Mov. Once
DLBM TM 6 has awarded a contract, this information is notified back down the same chain of
command, including the annexes identifying what has been authorised for movement (including
Dangerous Goods), so that everyone concerned is aware;

b. ideally, requests must be received from all units and elements of the Task Force at least six weeks in
advance of sailing date, albeit operational circumstances often compress this timeframe; and

c. if there are any changes to the requirement to move Dangerous Goods (either increase or decrease)
this is to be reported immediately through the Movement chain of command by the fastest possible
means so that contract amendment action can be taken. If using a message the format at Annex K
to this chapter is to be used.

d. The same timely identification of Dangerous Goods for movement by military shipping is required as
above and any differing requirements will be promulgated by J4 Mov once ascertained.

524. DANGEROUS GOODS DECLARATION

1. The dangerous goods documentation should in addition carry, or be accompanied by, a certificate of
declaration that the shipment is properly packaged, marked, and labelled, and in proper condition for
carriage in accordance with the operative regulations. Documentation must be completed in accordance
with Chapter 5.4 of the IMDG Code with the wording of the declaration at Chapter 5.4 paragraph 5.4.1.1.11.
Examples of the formats are reproduced at Annex G to this Chapter.

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525. SHIPPING DOCUMENTS

1. Even when a shipment contains both dangerous and non-dangerous goods a separate shipping
document for dangerous goods is not necessarily required. However, when both dangerous and non-
dangerous are carried, and are listed on one document, the dangerous goods are to be listed first.

526. CARRIAGE OF DANGEROUS GOODS IN LIMITED QUANTITIES

1. In accordance with the general scheme for the carriage of dangerous goods of classes 1 to 9 in
limited quantities, as detailed in the IMDG Code, dangerous goods may be carried in limited quantities
without declaring them as dangerous goods. However the provisos of column 7 of the “Dangerous Goods
List” and Chapter 3.4 of the IMDG Code must be followed.

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SECTION 4 - DOCUMENTATION

527. GENERAL

1. The following documentation is to be completed, as applicable, in preparation for a deployment by

sea:

a. List of Dangerous Goods requested for movement by sea (UMST/TFMT);

b. Dangerous Goods Declaration;

c. Vehicle/Trailer Load List;

d. Vehicle/Equipment Weight and Dimension Card;

e. Vehicle/Equipment Condition Report;

f. Pallet/Cargo Identification Card;

g. Cargo List;

h. Nominal Roll; and

i. Customs.

528. REQUESTS FOR MOVEMENT BY SEA OF DANGEROUS GOODS

1. The purpose of the dangerous goods lists is to enable units/elements of the Task Force to outline
their requirements and to obtain authority for the sea transportation of such goods. Outline directions for the
preparation and submission of these lists are contained in paragraph 1 to Sub-Section 524 of this Chapter
and detailed in Annex C to chapter 3 of B-GJ-005-404/FP-000 (Movement Doctrine for Canadian Forces
Operations).

529. DETAIL REQUIRED FOR THE DANGEROUS GOODS DECLARATION

1. To properly complete the Multi Modal Dangerous Goods Form, reproduced at Annex G to this
Chapter, that must accompany any shipment of dangerous goods, the following information must be included
(see IMDG Code Chapter 5.4 paragraph 5.4.5.1 and also paragraph 5.4.1.1.11 for wording of certification):

a. proper shipping name;

b. IMO class and, when assigned the division of the goods, and for substances and articles of Class 1,
the compatibility group and the stowage category;

c. UN number;

d. number and kind of packages;

e. gross weight (kg); and

f. NEQ, if applicable.

530. VEHICLE/TRAILER LOAD LIST

1. An itemized list of the contents of each vehicle/trailer must be prepared (on one of the formats at
Annex G to this Chapter – although a WSBL will also often be acceptable). If any dangerous goods are part

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of a load, they must be listed first, including their location in the vehicle/trailer. This list should be made in at
least 4 copies for distribution as follows:

a. Copy 1 - attached to the Vehicle/Equipment condition Report;

b. Copy 2 - attached to the Vehicle/Trailer;

c. Copy 3 - Port Mov Con Det; and

d. Copy 4 - unit.

531. VEHICLE/EQUIPMENT WEIGHT AND DIMENSIONS CARD

1. Where the weights and dimensions for vehicles/equipment for sealift are identified on the Forms at
Annex G to this Chapter, or the WSBL, there is no longer a requirement for a separate weight and dimension
card. Otherwise the weight and dimension information to be included on a locally produced card is as
follows:

a. CFR number;

b. type of vehicle/equipment;

c. weight in kg; and

d. dimensions in metres (Length by Width by Height [L by W by H]) and volume in cubic metres.

532. VEHICLE/EQUIPMENT CONDITION REPORT

1. A Vehicle/Equipment Condition Report in the format at Annex H to this chapter is to be reproduced

for each vehicle/piece of equipment. 4 copies should be completed at the mounting base or SPOE
marshalling area prior to the actual loading on the ship/ vessel. Distribution is to be as follows:

a. Copy 1 - carrier;

b. Copy 2 - vehicle/equipment;

c. Copy 3 - Port Mov Con Det; and

d. Copy 4 - unit.

533. PALLET/CARGO IDENTIFICATION CARD

1. The following information for pallets and packages of stores for a sea-lift must be identified on the
Forms at Annex G to this Chapter, or the WSBL, which replaces the requirement for a separate pallet
identification card:

a. the designated ship/vessel’s name;

b. the voyage number and date of sailing;

c. the weight and volume (in metric);

d. the SPOE/SPOD;

e. the unit/element identification, as required;

f. the NSN, if applicable; and

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g. the priority allocated in accordance with the Mov O/ Movement Instructions (Mov Instr).

534. CARGO LIST

8. Each unit or element of the Task Force is to prepare a cargo list for each ship/vessel on which its
cargo will move. This list, submitted to the Port Mov Con Det will provide the necessary information for the
preparation of the Freight Manifest and Ocean Bill of Lading. The cargo list is to show:

a. the description of the cargo;

b. the number and type of packages;

c. the weight in kg; and

d. the volume in metric.

535. NOMINAL ROLL

1. A ''Strength Return-Movement by Ship'' (see Annex C to chapter 3 of this manual) is required to

provide a summary of personnel embarked on either a military or commercial ship/vessel. Normally, the Port
Mov Con Det will prepare the Strength Return-Movement by Ship and also a consolidated, supporting
nominal roll for each ship/vessel, drawn from the particulars given in the nominal rolls submitted by all units
or elements of the Task Force. Consequently, the units/elements of the Task Force must prepare a nominal
roll of personnel to be deployed by sea-lift that identifies the following:

a. Service Number (SN), rank, name and initial; and

b. the number of pieces of baggage for:

(1) cabin baggage,

(2) accompanied baggage, and

(3) cargo baggage (baggage for the hold).

536. CUSTOMS

1. The Port Mov Con Det is responsible for filing a copy of all the freight manifests of a sea-lift with
Canada Customs. Although no specific Canadian customs documentation is required for movement from
Canada (export), when time allows, re-entry to Canada (import), can be significantly eased by completing the
form B-13A (Export Declaration). The following certification is to be included on the last page of the freight
manifest and signed by the Port Mov Con Det Comd:

“The supplies and equipment listed on this manifest are for the exclusive use of, or consumption by,
personnel of the Canadian Forces.

Signed (Name, Rank, Appointment)

2. Customs documentation for entry to Canada on redeployment will be as detailed in the Sea
Movement Order.

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SECTION 5 - MOVEMENT TO THE SPOE

537. GENERAL

1. Depending on the scope of the operation and the locations of the units or elements involved, various
supporting movements will be required prior to sea-lift deployment:

a. movement to a mounting base, via assembly and staging areas if necessary; and/or

b. movement to the port marshalling areas.

538. MOVEMENT TO THE MOUNTING BASE

1. Within Canada the requirement to assemble at a CFB at or near the SPOE exists whenever the Task
Force is made up of a number of units from different locations. For movement, this area is known as a
“mounting base”. The units or elements move from their “home” location by air, rail, or road, via assembly
and staging bases if necessary, in accordance with the National Mov O. The Movement of Forces
publications that govern such moves are as follow:

a. B-GJ-005-404/FP-000, Movement Doctrine for Canadian Forces Operations - (Movement General);

b. B-GJ-005-404/FP-020, Movement Support Rail;

c. B-GJ-005-404/FP-030, Movement Support Road; and

d. B-GJ-005-404/FP-040, Movement Support Air.

2. Operational units and formations departing from their home locations will be supported in their
respective moves by their parent, Area Headquarters traffic and transportation organizations for example,
GS Bn Movement Platoons (Mov Pl). Units moving only a short distance by road may be ordered to report
directly to the mounting base or even direct to the SPOE. The following movement agencies will normally
support the associated supporting arrival points:

a. airhead. MAMS and/or Mov Con Det

b. railhead. Mov Con Det

3. The HQ responsible for movement, or MCC (when formed), co-ordinates activities at the airhead and
railhead, controls Mov Con Dets, and liases with the BSSO for the support services required by the Task
Force arriving at the mounting base.

4 At the mounting base, units finalize preparations and perform the verifications required prior to
forming up for their call forward to the SPOE. The TFMO/UEOs (depending on the level of the move)
arrange for the completion of all documentation, and forward the details to the Mov Con Det/MCC and
TFMO.

5. The BSSO provides all support services required for the Task Force, including liaison facilities with
the Mov Con Dets/Mounting HQ/MCC/STLO and TFMO as appointed and applicable.

6. Whenever the call forward is received from the Port Mov Con Det, the UEO/Mounting Base Mov Con
Det (if established) will dispatch the required elements of the Task Force from the mounting base to the port
marshalling area at the SPOE.

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539. MOVEMENT TO THE SEA PORT OF EMBARKATION (SPOE)

1. For a small-scale sea-lift, involving a single unit or units from the same formation, the Task Force
may move directly from their home location to the SPOE if so instructed in the Mov O.

2. For a large scale sea movement, that may involve several ships/vessels or more than one formation,
and which requires the identification of a mounting base the TFMO identifies the time and sequence for the
movement of the Task Force from that mounting base, and informs all concerned. Upon receipt of the call
forward, from the Port Mov Con Det, the TFMO or his representative, will advise an identified dispatcher (the
STLO, a UEO, a Mounting Base Mov Con Det [if tasked and established]). This “dispatcher” will then send
the agreed elements of the Task Force forward to the port marshalling area at the SPOE.

3. Upon arrival at the port marshalling area, personnel and their equipment are guided by the port work
party, to the respective areas for the segregation of vehicles, stores, equipment and dangerous goods. At
that stage, the UEOs will arrange for the completion of the vehicle inspection report and the final
preparations, including any final preservation of vehicles and materiel, if required, and the finalization of all
unit documentation for the sea movement.

4. The port work party will support the Port Mov Con Det activities under the direction of the
TFMO/STLO, including:

a. verifying the appropriate documentation of all vehicles/equipment;

b. marshalling and guiding;

c. co-ordinating the provision of drivers for vehicles and operators for MHE and equipment; and

d. co-ordinating the provision of Military Police (MP), medical, and recovery support services.

2. The TFMO is responsible for ensuring that finalized copies of all load lists have been forwarded by
UEOs, and been received by the STLO and the Port Mov Con Det Comd.

3. Upon receipt of all load lists, the Port Mov Con Det Comd arranges for the preparation of the
stowage plan and of all manifests and bills of lading in respect to the sea-lift.

4. When the assembly preparations are completed, the Port Mov Con Det Comd, in co-ordination with
the STLO/UEO/TFMO and the carrier, establishes the time and sequence of embarkation and loading.

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ANNEX A - PREPARATION AND PRESERVATION OF TANKS AND SELF PROPELLED (SP) GUNS FOR
SHIPMENT BY SEA AS DECK CARGO

SECTION 1 - PREPARATION AND PRESERVATION

CLEANING

1. Clean out hull, exterior compartments, and toolboxes.

2. Wash vehicle thoroughly. Remove all traces of mud, dirt, and stones from the exterior of the tank
(although written as “tank” throughout this Annex the procedures apply equally to self propelled [SP] guns),
including the track and suspension.

LUBRICATION

3. Lubricate clutch suspension, linkages, etc. with grease 3-GP-685 (MIL-G-10924).

4. Engine and Gearboxes. All lubricants are to be suitable for operation at the point of debarkation and
are to be topped-up or changed, as necessary, to meet this requirement.

5. Unpainted Metal Surfaces. Cover all unpainted metal surfaces such as breechblock, etc., with
grease 3-GP-685 (MIL-G-10924).

COOLING SYSTEM

6. Top up the cooling system using a mixture of 60 per cent glycol and 40 per cent water.

FUEL TANKS

7. As detailed in the Mov O, or as directed by the ship/vessel master, drain/top up fuel tanks as
necessary to the specified level.

PAINT

8. Touch up painted surfaces as necessary.

BATTERY

9. Clean and paint battery boxes.

10. Clean battery tops, posts, and cable ends using a solution of baking soda and water (680 g soda to 5
litres water) 1-1/2 lb. soda to 1 gallon water).

CAUTION

Care must be taken to prevent entry of cleaning solution into the batteries.

11. As detailed in the Mov O, or as directed by the ship/vessel master, disconnect the battery, tape the
cable ends with pressure sensitive tape, and fasten them securely away from the battery posts.

INTAKE AND EXHAUST SYSTEMS

12. Cover all exhaust outlets and all exposed air intakes with pressure sensitive tape.

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CLUTCH PEDAL

13. Block out clutch pedal (if applicable); do not block to full extent of release travel.

BRAKE PEDAL

14. Block out brake pedal.

HULL

15. Wrap wireless equipment, including headsets, in waterproof barrier material (NSN 8135-21-550-
5745) and secure with pressure sensitive tape.

16. Place hand telephone set in box provided, and seal box with tape.

17. Tape any loose cable ends.

MISCELLANEOUS

18. Lubricate all exposed external threads and hardware with grease 3-GP-685 (MIL-G-10924).

19. Close and secure all hatches. Secure loaders hatch from outside with a padlock.

20. Remove hull drain plugs and install rodent screens. Wrap drain plugs in waterproof barrier material
(NSN 8135-21-107-4063) and place in left front storage bin.

21. Open lower storage bins, cut strips of greaseproof barrier material (NSN 8135-21-550-5745) and
place along bin edges (sufficient thickness to form a seal). Close and secure lids.

22. Fit engine tarpaulin 3.66 m by 3.66 m (12 ft by 12 ft) over the rear deck and tie down securely.

23. Fit turret tarpaulin 2.74 m by 3.81 m (9 ft by 14 ½ ft) over the turret and tie down securely.

Ensure that the muzzle cover is secure.

NOTE: It is most important that the tarpaulins and muzzle covers are dry, serviceable, and treated with
PR6 before fitting.

25. Record preservation on appropriate preservation tag.

SECTION 2 - DE-PRESERVATION

26. Remove all barrier materials and seals.

27. Refuel vehicle.

28. Connect batteries.

29. Check lubricants for contamination; change if necessary.

30. Wash vehicle with fresh water, as soon as possible, to remove salt spray.

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ANNEX B - PREPARATION AND PRESERVATION OF WHEELED VEHICLES AND ARMOURED

PERSONNEL CARRIERS (APC) FOR SHIPMENT BY SEA AS DECK CARGO

SECTION 1- PREPARATION AND PRESERVATION

CLEANING

1. Steam-clean the vehicle thoroughly.

LUBRICATION

2. Lubrication procedures are as follows:

a. Chassis. Lubricate with grease 3-GP-685 (MIL-G-10924);

b. Engine and Gearboxes. All lubricants are to be suitable for operation at the point of debarkation
(POD) and are to be topped up or changed, as necessary, to meet this requirement; and

c. Unpainted Metal Surfaces. Cover all unpainted metal surfaces such as steering knuckles, slip joints
etc. with grease 3-GP-685 (MIL-G-10924).

COOLING SYSTEM

3. Top up the cooling system using a mixture of 60 per cent glycol and 40 per cent water.

FUEL TANKS

4. As detailed in the Mov O, or as directed by the ship/vessel master, drain/top up fuel tanks as
necessary to the specified level..

PAINT

5. Touch up painted surfaces, as necessary.

BATTERY

6. Clean and paint battery boxes.

7. Clean battery tops, posts, and cable ends using a solution of baking soda and water (680 g soda to 5
litres water) (1 - ½ lb baking soda to 1 gal water).

CAUTION

Care must be taken to prevent entry of cleaning solution into the batteries.

8. As detailed in the Mov O, or as directed by the ship/vessel master, disconnect the battery, tape the
cable ends with pressure sensitive tape, and fasten them securely away from the battery posts.

INTAKE AND EXHAUST SYSTEMS

9. Tape over exhaust outlets and all exposed air intakes with pressure sensitive tape.

10. Cover large grill opening on APC with waterproof barrier material (NSN 8135-21-550-5745).

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CLUTCH

11. Block under clutch pedal (if applicable). Do not block to full extent of release travel.

MISCELLANEOUS ITEMS

12. Inflate tires to correct operating pressure.

13. Remove canvas, clean, dry, and wrap the canvas in waterproof barrier materiel (NSN 8135-21-550-
5745).

14. Secure superstructure against loss.

15. Remove wiper blades, exterior mirrors, and arms, and store in vehicle.

16. “Open cab” type vehicles. Lower windshield onto hood, secure and wrap with waterproof barrier
material. Seal all dash openings.

17. Close all windows and cover with waterproof barrier material.

18. Close and seal cab side vents.

19. Remove floor/hull drain plugs and install rodent screens. Wrap drain plugs in waterproof barrier
material and store in vehicle.

20. Seal engine compartment hood, as necessary, with waterproof barrier material and pressure
sensitive tape.

21. Record preservation on appropriate preservation tag.

Install closure kits on Armed Personnel Carriers (APCs).

SECTION 2 - DE-PRESERVATION

23. Remove all barrier material and seals.

24. Refuel vehicle.

25. Connect batteries.

26. Check all lubricants for contamination. Change if necessary.

27. Wash vehicle with fresh water, as soon as possible, to remove salt spray.

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ANNEX C - PREPARATION OF VEHICLES FOR SHIPMENT BY SEA AS BELOW-DECK CARGO

1. Wheeled and tracked vehicles to be shipped by sea as below-deck cargo, are to be prepared as
follows:

a. Vehicle and trailer loads are to be secured with ropes or nets. No personal equipment is to be
shipped in vehicles;

b. Side, rear view mirrors are to be removed or adjusted inwards against the cab sides;

c. Ensure that all checklist items are properly stored and secured;

d. Check all lubricants, engines, gearboxes, and hydraulic fluid reservoirs, and top up where required;

e. Ensure that the cooling system is 60% glycol 40% water;

f. Check batteries for cleanliness, security, and proper electrolyte level. As detailed in the Mov O, or
as directed by the ship/vessel master, disconnect the battery, tape the cable ends with pressure
sensitive tape, and fasten them securely away from the battery posts;

g. Close all doors, hatches, windows, and compartment covers; and

Open all floor drains and protected ventilators.

i. As detailed in the Mov O, or as directed by the ship/vessel master, drain/top up fuel tanks as
necessary to specified level.

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ANNEX D - SEA CONTAINER INSPECTION CHECKLIST

1. To ensure maximum cargo protection the following inspection of both the interior and exterior of a
dry sea container should be carried out prior to commencing “stuffing”:

a. Floor, Walls, Doors, and Top. The sea container should be reasonably free of dents or bulges and
the floor and wall surfaces nail-free, and reasonably smooth, to avoid damage to the cargo;

b. Cleanliness. The container should be clean and free from any contaminating agents or noxious
odours that may taint the cargo. Dunnage, debris, and residue from previous cargoes must be
removed;

c. Watertight. To assure the watertight integrity of the sea container, the quickest and most effective
method of inspection is to enter the sea container, close the doors, and observe whether any light
can be seen. Check any existing patches or repairs carefully to ensure they are watertight, as even
small holes can cause considerable water damage. Another method is to hose down the sea
container with water and check the interior for leakage;

d. Doors. Check the doors, hinges, locks, and gaskets for condition and operation;

e. Fittings. Cargo tie-down cleats, or rings, should be in good condition and well anchored. If
ventilator openings are present, ensure that they have not been blocked off and that they are
equipped with baffles to prevent rain or seawater entry. Check fittings that secure the sea container
to the trailer chassis, they should all be in working order and locked onto the sea container;

f. Lifting Devices. Check the lifting devices at each corner of the sea container. If they are obviously
damaged, broken, or bent, it may mean that the sea container cannot be lifted and handled by
container cranes; and

g. Covers/Hatch Panels. Open tops (“rag tops”) are usually supplied with a fabric cover. Check their
condition, as well as the "tie downs" used to secure them to the sea container. Check that any hatch
panels have a close, watertight fit.

2. When a special-purpose sea container is being used, in addition to the above, the following should
be inspected:

a. Motors/Compressors. Check motors and compressors to see that they are in good operating
condition and perform as required, ensure that adequate fuel has been supplied;

b. Valves/Piping. Check valves and piping to ensure that they are free of leaks and have tight fittings.
Valves should operate smoothly and seal tightly;

c. Electrical Wiring. Connections should be clean and free of corrosion. Switches should operate
properly. The inspector should be alert for potential shock hazards.

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ANNEX E - INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE -CLASSIFICATION

1. The International Maritime Dangerous Goods (IMDG) Code at Chapter 2 paragraph 2.0.1.1 details
the classification of dangerous goods and defines the substances which fall within each division as follows:

a. Class 1 - Explosives:

(1) Division 1.1 - substances and articles that have a mass explosion hazard,

(2) Division 1.2 - substances and articles that have a projection hazard but not a mass explosion
hazard,

(3) Division 1.3 - substances and articles that have a fire hazard and, either a minor blast hazard
or a minor projection hazard or both, but not a mass explosion hazard,

(4) Division 1.4 - substances and articles that present no significant hazard,

(5) Division 1.5 - very insensitive substances which have a mass explosive hazard; and

(6) Division 1.6 - extremely insensitive articles that do not have a mass explosive hazard.

b. Class 2 - Gases:

(1) Division 2.1 - flammable gases,

(2) Division 2.2 - non-flammable non-toxic gases, and

(3) Division 2.3 - toxic gases;

c. Class 3 - Flammable liquids:

d. Class 4 - Flammable solids; substances liable to spontaneous combustion; substances which, in

contact with water, emit flammable gases:

(1) Division 4.1 - flammable solids, self-reactive substances and desensitized explosives

(2) Division 4.2 - substances liable to spontaneous combustion, and

(3) Division 4.3 - substances that, in contact with water, emit flammable gases;

e. Class 5 - Oxidizing substances and organic peroxides:

(1) Division 5.1 - oxidizing substances; and

(2) Division 5.2 - organic peroxides;

f. Class 6 - Toxic and infectious substances:

(1) Division 6.1 - Toxic substances, and

(2) Division 6.2 - infectious substances;

g. Class 7 - Radioactive material;

h. Class 8 - Corrosive substances; and

i. Class 9 - Miscellaneous dangerous substances and articles.

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ANNEX F - COMPATIBILITY GROUPS AND CLASSIFICATIONS (CLASS 1)

Compatibility Classification
Description of Substance or Article to Be Classified
Group Codes
Primary explosive substance A 1.1 A

Article containing a primary explosive substance and not B 1.1 B

containing two or more effective protective features. Some 1.2 B
articles, such as detonators for blasting, detonator assemblies for 1.4 B
blasting and primers, cap type, are included even though they do
not contain primary explosives
Propellant explosive substance or other de-flagrating explosive C 1.1 C
substance or article containing such explosive substance 1.2 C
1.3 C
1.4 C
Secondary detonating explosive substance or black powder or D 1.1 D
article containing a secondary detonating explosive substance, in 1.2 D
each case without means of initiation and without a propelling 1.4 D
charge, or article containing a primary explosive substance and 1.5 D
containing two or more effective protective features.
Article containing a secondary detonating explosive substance E 1.1 E
without means of initiation, with a propelling charge (other than 1.2 E
one containing a flammable liquid or gel or hypergolic liquids). 1.4 E
Article containing a secondary detonating explosive substance, F 1.1 F
with its own means of initiation, with a propelling charge (other 1.2 F
than one containing a flammable liquid or gel or hypergolic 1.3 F
liquids) or without a propelling charge. 1.4 F
Pyrotechnic substance, or article containing a pyrotechnic G 1.1 G
substance, or article containing both an explosive substance and 1.2 G
an illuminating, incendiary, tear or smoke-producing substance 1.3 G
(other than a water-activated article or one containing white 1.4 G
phosphorus, phosphides, a pyrophoric substance, a flammable
liquid or gel or hypergolic liquids)
Article containing both an explosive substance and white H 1.2 H
phosphorus 1.3 H
Article containing both an explosive substance and an flammable J 1.1 J
liquid or gel 1.2 J
1.3 J
Article containing both an explosive substance and a toxic K 1.2 K
chemical agent 1.3 K
Explosive substance or article containing an explosive substance L 1.1 L
and presenting special risk (such as due to water activation or 1.2 L
presence of hypergolic liquids, phosphides or a pyrophoric 1.3 L
substance) and needing isolation of each type.
Articles containing only extremely insensitive detonating N 1.6N
substances.
Substance, or article, so packaged or designed, that any S 1.4 S
hazardous effects arising from accidental functioning are confined
within the package. Unless the package has been degraded by
fire, in which case all blast or projection effects are limited to the
extent that they do not significantly hinder or prohibit fire-fighting,
or other emergency response efforts in the immediate vicinity of
the package

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Compatibility Classification
Description of Substance or Article to Be Classified
Group Codes
Notes: This table is reproduced for the guidance of planners only when preparing explosives for
movement the IMDG Code is authoritative with all the special notes and guidance required for safe
handling at Chapter 2.1

Figure 5F-1 Compatibility Groups, Class 1 (Explosives)

Compatibility Group
Hazard
Division ∑ A-S
A B C D E F G H J K L N S
1.1 1.1A 1.1B 1.1C 1.1D 1.1E 1.1F 1.1G 1.1J 1.1L 9

1.2 1.2B 1.2C 1.2D 1.2E 1.2F 1.2G 1.2H 1.2J 1.2K 10

1.3 1.3C 1.3F 1.3G 1.3H 1.3J 1.3K 1.3L 7

1.4 1.4B 1.4C 1.4D 1.4E 1.4F 1.4G 7

1.5 1.5D 1

1.6 1.6N 1

∑ 1.1 - 1 3 4 4 3 4 4 2 3 2 3 1 1 35
1.6

Figure 5F-2 Scheme of classification of explosives, combination of the Hazard Division

with the Compatibility Group

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ANNEX G - SEA CONTAINER/VEHICLE/TRAILER PACKING CERTIFICATE

1. In accordance with IMDG Code Chapter 5.4 paragraph 5.4.2.1 those responsible for the packing of
dangerous goods into a sea container/vehicle/trailer are to provide certification confirming the following:

a. The sea container/vehicle/trailer was clean, dry, and apparently fit to receive goods.

b. If the consignments include goods of class 1, other than division 1.4, the sea container/vehicle/trailer
is structurally serviceable in conformity with IMDG Code Chapter 7 paragraph 7.4.6.

c. Dangerous Goods, which should be segregated, have not been packed together onto or in this sea
container/vehicle/trailer (unless approved by the competent authority concerned in accordance with
IMDG Code Chapter 7 paragraph 7.2.2.3.

d. All packages have been externally inspected for damage, leakage or sifting, and only sound
packages packed.

e. Drums have been stowed in an upright position, unless otherwise authorised by the competent
authority.

f. All packages have been properly packed onto or in this sea container/vehicle/trailer and secured.

g. Where Dangerous Goods are transported in bulk packaging, the cargo has been evenly distributed.

h. The sea container/vehicle/trailer and packages therein are properly marked, labelled and placarded.

i. When solid carbon dioxide (CO2 – dry ice) is used for cooling purposes, the sea
container/vehicle/trailer is externally marked or labelled in a conspicuous place, such as the door end
of a sea container with the words “DANGEROUS CO2 GAS (DRY ICE) INSIDE. VENTILATE
THOROUGHLY BEFORE ENTERING”.

j. The Dangerous Goods transport document required in IMDG Code Chapter 5.4 paragraph 5.4.1 (an
example is reproduced at Appendix 1 to this Annex) has been received for each dangerous goods
consignment packed onto or in this sea container/vehicle/trailer.

2. The wording of the declaration is to be as follows:

“It is declared that the packing of goods into this sea container/vehicle/trailer has been
carried out in accordance with the provisions of IMDG Code Chapter 5.4 paragraph 5.4.2.1”

The person signing is to clearly print his/her name on the document.

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ANNEX G - APPENDIX 1 - MULTI MODAL DANGEROUS GOODS FORM

1. This form may be used as a combined “transport or shipping document” and “packing certificate”
and, also as a dangerous goods declaration, as it meets the requirements of SOLAS 74, chapter VII,
regulation 5; MARPOL 73/78, Annex III, regulation 4. See IMDG code Chapter 5.4 paragraphs 5.4.1.3.3 and
5.4.5

1 Shipper/Consignor/Sender 2 Transport document number

3 Page 1 of pages 4 Shippers reference
5 Freight forwarders reference
6 Consignee 7 carrier (to be completed by the carrier)
SHIPPER’S DECLARATION
I hereby declare that the contents of this consignment are fully and accurately
described below by the proper Shipping Name, and are classified, packaged,
marked and labelled/placarded and are in all respects in proper condition for
transport according to the applicable international and national government
regulations.
8 This shipment is within the limitations 9 Additional handling information
prescribed for: (Delete non- applicable)
PASSENGER AND CARGO AIRCRAFT
CARGO AIRCRAFT ONLY

10 vessel/flight No. 11 Port/place of

and date loading

12 Port/place of 13 Destination
discharge

14 Shipping marks * Number and kind of packages; description of goods Gross mass (kg) Net mass (kg) Cube (m3)

15 Container 16 Seal number(s) 17 Container/ vehicle 18 Tare mass (kg) 19 Tare gross mass
identification No./ registration No. (including tare) (kg)
vehicle registration
No.
CONTAINER/VEHICLE PACKING 21 RECEIVING ORGANIZATION RECEIPT
CERTIFICATE

I hereby declare that the goods described Received the above number of packages/containers/trailers in apparent good
above have been packed/loaded into the order and condition, unless stated hereon: RECEIVING ORGANIZATION
container/vehicle identified above in REMARKS:
accordance with the applicable provisions.†
MUST BE COMPLETED AND SIGNED BY
PERSON RESPONSIBLE FOR
PACKING/LOADING

20 Name of company Haulier’s Name 22. Name of company (OF SHIPPER

PREPARING THIS NOTE)
Vehicle reg. No.
Name/status of declarant Name/status of declarant
Signature and date
Place and date Place and date
Signature of declarant DRIVER’S SIGNATURE Signature of declarant

* DANGEROUS GOODS:

You must specify: Proper Shipping Name, hazard class, UN No., packing group, (where assigned)
marine pollutant ands observe the mandatory requirements under applicable national and international
governmental regulations. For the purposes of the IMDG Code see IMDG Code Chapter 5.4 paragraph

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5.4.1.1

† For the purposes of the IMDG Code see Chapter 5.4 paragraph 5.4.2.

2. The functions of the dangerous goods transport document required in IMDG code Chapter 5.4
paragraphs 5.4.1. and of the container/vehicle packing certificate required in paragraph 5.4.2.1 may be
incorporated into a single document (of which the above is an example); if a combined form is not used then
the separate “dangerous goods transport document” and the “container/vehicle packing certificate” must be
attached to one another. For example the form above could be used as the covering “dangerous goods
transport document” while the simpler form below could be used as the supporting “container/vehicle packing
certificate”.

Container/Vehicle Packing Certificate

1 Shipper/Consignor/Sender 2 Transport document number

3 Page 1 of pages 4 Shippers reference
5 Freight forwarders reference
14 Shipping marks * Number and kind of packages; description of goods Gross mass (kg) Net mass (kg)
Cube (m3)

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NOTES: Documentary Aspects of the International Transport of Dangerous Goods Container/Vehicle

packing Certificate

1. The signature given in Box 20 of the “Multi Modal Dangerous Goods Form” must be that of the
person controlling the container/vehicle operation. Who is signing to certify the following:

“It is certified that the sea container/vehicle/trailer was clean, dry, and apparently fit to
receive goods” meaning:

a. If the consignments include goods of class 1, other than division 1.4, the sea
container/vehicle/trailer is structurally serviceable.

b. No incompatible goods have been packed into the sea container/vehicle/trailer unless
specifically authorised by the competent authority.

c. All packages have been externally inspected for damage and only sound packages packed.

d. Drums have been stowed in an upright position, unless otherwise authorised by the competent
authority.

e. All packages have been properly packed and secured the container/vehicle/trailer

f. Where materials are transported in bulk packagings, the cargo has been evenly distributed in
the container/vehicle/trailer.

g. The packages and the container/vehicle/trailer have been properly marked, labelled and
placarded. Any irrelevant mark, labels and placards have been removed.

h. When solid carbon dioxide (CO2 – dry ice) is used for cooling purposes, the sea
container/vehicle/trailer is externally marked or labelled in a conspicuous place, such as the
door end of a sea container with the words fi“DANGEROUS CO2 GAS (DRY ICE) INSIDE.
VENTILATE THOROUGHLY BEFORE ENTERING”.

2. When the “Multi Modal Dangerous Goods Form” is used as a sea container/vehicle/trailer packing
certificate only, not a combined document (i.e. both a Transport/Shipping document and packing
certificate), a dangerous goods declaration, signed by the shipper or supplier, must have been
issued/received to cover each dangerous goods consignment packed in the container/vehicle/trailer.

Note: The container packing certificate is not required for tanks (as in fuel tankers not as in Main Battle
Tanks!).

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ANNEX H - VEHICLE/EQUIPMENT CONDITION REPORT

CFR VEHICLE TYPE DATE SHIPPED DATE RECEIVED

DISPATCHING UNIT RECEIVING UNIT SHIP/VESSEL NAME

INSPECTED BY CONSIGNEE CONSIGNOR

DETAIL 1st RECEIVER 2nd RECEIVER 3rd RECEIVER 4th RECEIVER

1 FRONT BUMPER
2 SIGNAL LIGHT ASSY (L/R)
3 HEADLIGHT ASSY (L/R)
4 GRILLE
5 WINDSHIELD
6 WINDSHIELD WIPERS
7 FENDER (L/R) FRONT
8 DRIVER'S DOOR
9 DOOR WINDOWS (L/R)
10 MIRROR OUTSIDE LEFT
11 REAR VIEW MIRROR
12 DASH GAUGES
13 FENDER, LEFT, REAR
14 REAR BUMPER
15 TAIL LIGHT ASSY (L/R)
16 TAIL GATE
17 REAR WINDOW
18 CLEARANCE LIGHTS
19 FENDER RIGHT, REAR
20 PASSENGER DOOR
21 MIRROR OUTSIDE RIGHT
22 TIRES
23 STANDARD TOOL KIT
24 JACK
25 SPARE TIRE
26 SEAT BELTS
27 CAB INTERIOR
28 HOOD
29 BATTERY
30 ENGINE
31 UNDERCARRIAGE
32 OTHER/AVGP/TRACKED/ETC
DAMAGE CODE IDENTIFICATION CHART
A BENTB C CUT E CRACKED G SMASHED
B ROKEN D DENTED F MISSING H SCRATCHED
ACCEPTED ACCEPTED ACCEPTED ACCEPTED
(1st RECEIVER) 2nd RECEIVER) (3rd RECEIVER) (4th RECEIVER)
DATE DATE DATE DATE
SIGNATURE SIGNATURE SIGNATURE SIGNATURE
MOV CON DET MOV CON DET MOV CON DET MOV CON DET

SIGNATURE SIGNATURE SIGNATURE SIGNATURE

CARRIER INSP CARRIER INSP CARRIER INSP CARRIER INSP

RECEIVED IN APPARENT GOOD ORDER EXCEPT AS NOTED

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ANNEX I - RESPONSIBILITIES OF a SERVICE REPRESENTATIVE OFFICER

1. A Service Representative Officer (SRO) will be appointed by the mounting/Task Force HQ to act in
an advisory capacity for the loading/unloading of military explosives on ships/vessels for sea-lift operations.
a SRO is to be an Ammunition Technical Officer (ATO) or an Ammunition Technician 921 (WO or above).

2. The SRO is responsible for:

a. being present while military explosives are loaded on to, or discharged from, a ship/vessel, and when
any compartment or magazine containing military explosives in a ship/vessel is first opened;

b. advising the Ship’s Captain/Vessel Master on the safe stowage and segregation of any such
explosives that are to be carried on the ship/vessel;

c. ensuring that the stowage places and magazines of the ship/vessel meet the required standards and
are free from grit, dust, oily waste, and rubbish before the loading of the explosives begins;

d. reviewing the ship/vessel’s stowage plan with the Port Mov Con Det Comd, the carrier or ship’s
agent, and the Ship’s Captain/Vessel Master to ensure it is correct in relation to compatibility and
limits;

e. checking if there is a permit available to use the dockside, and ensuring the terms of the permit are
not violated in respect to allowable NEQ limits;

f. ensuring that ammunition sea containers and/or pallets are packed, marked, labelled, and secured
properly. The labels are to be in accordance with the requirements of the IMDG code (the SRO, or
Port Mov Con Det, should have a quantity of labels and/or placards to replace those lost or damaged
in transit);

g. ensuring explosives signs, no smoking signs, and fire fighting equipment are available and
posted/positioned appropriately;

h. briefing the foreman of the loading crew with regard to safety precautions, which must be followed
(non-compliance to the prescribed safety precautions could result in the removal of offenders and/or
the ceasing of operation);

i. advising the Port Mov Con Det Comd of the most appropriate dockside locations for ammunition
awaiting loading;

j. assisting in the interpretation of the IMDG code regulations for stowage aboard the ship/vessel,
especially with regard to the construction of special magazines or containers;

k. issuing an Explosives Loading Certificate (see Appendix 1 to this Annex) to the Ship’s
Captain/Vessel Master, if satisfied that the ammunition is packed, labelled, and stowed in a safe and
satisfactory manner, as prescribed in the IMDG code;

l. making minor repairs, when required at dockside, to packages or pallets loads of ammunition
(therefore some hand tools and packaging/dunnaging material should be brought to the port, or
arranged prior to the arrival of ammunition sea containers);

m. ensuring that the carrier has provided for adequate dunnaging to secure the ammunition aboard the
ship/vessel;

n. ensuring that the nearest fire-fighting organization is contacted and briefed prior to the
commencement of loading or discharging and, if possible, requested to provide a fire-fighter to
remain on site, or check the site daily for possible fire hazards, or conditions which may restrict

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B-GJ-005-404/FP-010

access to the site by fire-fighting equipment. Port regulations may also require a fire hose to be laid
out and charged during the loading or discharge of explosives; and

o. arranging for the provision of appropriate security measures, as required.

3. The Explosive Loading Certificate is to be prepared in accordance with the form shown in
Appendix 1.

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 B-GJ-005-404/FP-010

ANNEX I - APPENDIX 1 - EXPLOSIVES LOADING CERTIFICATE

Name of Ship/Vessel Distinctive Numbers or Registry Gross Tonnage

letters

1. The undersigned certifies that:

a. I was present at
on 20
when explosives were loaded into the above mentioned ship/vessel; and

b. To the best of my knowledge and ability these explosives (itemized / list attached) were loaded in
accordance with the Dangerous Goods Shipping Regulations, and the IMDG Code.

Dated at
this day of 20

Service Representative Officer

NOTE

This certificate is authorized by the above mentioned regulations made under the
Canada Shipping Act. The SRO acts in an advisory capacity only. The SRO, the
Department of National Defence (DND), and the Crown in the right of Canada, are not responsible for the
efficacy or otherwise of the loading, or for any breach of Dangerous Goods Shipping Regulations or any
damage caused thereby.

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ANNEX J - INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE GENERAL

SEGREGATION TABLE FOR DANGEROUS GOODS

1. The following table shows the “general” provisions for segregation between the various classes of
dangerous goods. It is included for the guidance of planners who are warned that IMDG Code chapter 7.2
remains authoritative on this subject and takes precedence in the event of any conflict.

2. Since the properties of substances, materials or articles within each class may vary greatly, the
“Dangerous Goods List” must always be consulted for particular provisions for segregation as, in the case of
conflicting provisions, the “particular provisions” take precedence over the “general” provisions.

TYPE &CLASS 1.1 1.3

1.2 1.6 1.4 2.1 2.2 2.3 3 4.1 4.2 4.3 5.1 5.2 6.1 6.2 7 8 9
1.5
Explosives * * * 4 2 2 4 4 4 4 4 4 2 4 2 4 X
1.1, 1.2, 1..5
Explosives * * * 4 2 2 4 3 3 4 4 4 2 4 2 2 X
1.3, 1.6
Explosives * * * 2 1 1 2 2 2 2 2 2 X 4 2 2 X
1.4
Flammable gases 4 4 2 X X X 2 1 2 X 2 2 X 4 2 1 X
2.1
Non-toxic, non- 2 2 1 X X X 1 X 1 X X 1 X 2 1 X X
flammable gases
2.2
Toxic gases 2 2 1 X X X 2 X 2 X X 2 X 2 1 X X
2.3
Flammable liquids 4 4 2 2 1 2 X X 2 1 2 2 X 3 2 X X
3
Flammable solids (incl. 4 3 2 1 X X X X 1 X 1 2 X 3 2 1 X
self-reactive & related
substances &
desensitised explosives)
4.1
Substances liable to 4 3 2 2 1 2 2 1 X 1 2 2 1 3 2 1 X
spontaneous combustion
4.2
Substances which, in 4 4 2 X X X 1 X 1 X 2 2 X 2 2 1 X
contact with water, emit
flammable gases
4.3
Oxidising substances 4 4 2 2 X X 2 1 2 2 X 2 1 3 1 2 X
(agents)
5.1
Organic peroxides 4 4 2 2 1 2 2 2 2 2 2 X 1 3 2 2 X
5.2
Toxic Substances 2 2 X X X X X X 1 X 1 1 X 1 X X X
6.1
Infectious Substances 4 4 4 4 2 2 3 3 3 2 3 3 1 X 3 3 X
6.2
Radioactive Material 2 2 2 2 1 1 2 2 2 2 1 2 X 3 X 2 X
7
Corrosives substances 4 2 2 1 X X X 1 1 1 2 2 X 3 2 X X
8
Miscellaneous X X X X X X X X X X X X X X X X X
Dangerous substances
and articles 9

Numbers relate to the following terms as defined in the IMDG code Chapter 7.2.2

1. “Away from”.

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B-GJ-005-404/FP-010

2. “ Separated from”.

3. “Separated by a complete compartment or hold from”.

4. “Separated longitudinally by an intervening complete compartment or hold from”.

X The segregation, if any, is shown in the Dangerous Goods List

* See IMDG code Chapter 7 subsection 7.2.7.2

SEGREGATION OF PACKAGES CONTAINING DANGEROUS GOODS AND STOWED IN THE

CONVENTIONAL WAY

DEFINITIONS OF THE SEGREGATION TERMS

Legend/Key

Reference package

Package containing incompatible goods

Deck resistant to liquid and fire

Note: Full vertical lines: represent transverse bulkheads between cargo

spaces (compartments or holds) resistant to fire & liquid.

1. Away from:

Effectively segregated so that the incompatible

goods cannot interact dangerously in the event
of an accident but may be transported in the
same compartment or hold or on deck, provided
a minimum horizontal separation of 3 m (10 ft)
projected vertically is obtained.

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 B-GJ-005-404/FP-010

2. Separated from:

In different compartments or holds when stowed

under deck. Provided the intervening deck is
resistant to fire and liquid, a vertical separation,
i.e. in different compartments, may be accepted
as equivalent to this segregation. For on deck
stowage, this segregation means a separation
by a distance of at least 6 metres horizontally.

3. Separated by a complete compartment or hold

from:

Either a vertical or a horizontal separation. If the

intervening decks are not resistant to fire and
liquid, then only a longitudinal separation, i.e. by
an intervening complete compartment or hold, is
acceptable. For on deck stowage, this
segregation means a separation by a distance
of at least 12 metres horizontally. The same
distance has to be applied if one package is
stowed on deck and the other one in an upper
compartment.
Note: One of the two decks must be resistant
to fire and to liquid.

4. Separated longitudinally by an intervening

complete compartment or hold from: 24 m including
intervening
Vertical separation alone does not meet this compartment
requirement. Between a package under deck
and one on deck, a minimum distance of 24
metres, including a complete compartment,
must be maintained longitudinally. For on-deck
stowage, this segregation means a separation
by a distance of at least 12 metres
longitudinally.

Figure 5J-1 IMDG Code Segregation Terms

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ANNEX K - REQUEST FOR CHANGE TO DANGEROUS GOODS MOVEMENT BY SEA (SAMPLE)

FROM: HQ 1 CMBG EDMONTON

TO: NDHQ OTTAWA//DLBM/J4 MOV OPS//

INFO: 4 CFMCU MONTREAL//PORT MOV CON DET “LOCATION” (e.g. SPLIT)//

LFWA HQ EDMONTON//G4//ZEN

1 ASG HQ EDMONTON//G3 MOV//ZEN

SUBJECT: REQ FOR CHANGE TO DANGEROUS GOODS MOV BY SEA

REF: B-GJ-005-404/AF-010

1. 1 PPCLI

2. EXERCISE BRAVE DUCK 01

3. MV JONATHAN - 18 JUL 2001

4. QUEBEC CITY - NARVIK, NORWAY

5. SER 1 – DELETE CARTRIDGES FOR WEAPONS (BLANKS) 7.62 MM, QTY 34,560 RDS,
WT 920.80 KG, NEQ 27.65 KG, UN 0014, CLASS 1.4 S
– INSERT CARTRIDGES FOR WEAPONS (BLANKS) 7.62 MM, QTY 40,000 RDS,
WT 950.00 KG, NEQ 30.00 KG, UN 0014, CLASS 1.4 S

SER 2 - DELETE AMMUNITION SMOKE, GREN HAND SMK, QTY 1440, WT 541.68 KG,
NEQ 230.40 KG, UN 0303, CLASS 1.4 G

- INSERT FLARE SURFACE, TRIP, QTY 960, WT 710.90 KG, NEQ 305.40 KG,
UN 0092, CLASS 1.3 G

6. CONTACT 1 PPCLI CAPT ABLE, CSN 528-3942

Key to Text:

1. Unit to be moved.

2. Name of exercise/operation.

3. Name of ship/vessel and its date of sailing.

4. SPOE - SPOD.

5. Changes to items to be moved by sea, by serial number:

a. Proper shipping name and description;

b. Quantity;

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c. Gross weight in kg;

d. NEQ in kg;

e. UN number; and

f. IMDG Code Class.

6. Contact unit, move, and phone number.

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GLOSSARY

1. Refer to the general glossary, document “GJ404-050 MovementSupportGlossary –e”.

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INDEX
“
“Combat Ready Loading” ..................................4-1
“FOR TOP STOWAGE ONLY”..........................3-8
“FRAGILE”.........................................................3-8
“freeze-up”.........................................................4-4
“insulated”..........................................................5-4
“manual” ............................................................3-6
“on deck” .........................................................5-13
“open top” ..........................................................5-4
“park” ..........................................................3-6, 5-6
“platform” ...........................................................5-4
“refrigerated containers” ....................................5-4
“side loading”.....................................................5-4
“standard” ..........................................................3-6
“sweat” damage.................................................3-5
“tank containers”................................................5-4
“the proper shipping name” ...............................5-9
“THIS SIDE UP” ................................................3-8
4 E
4 wheel drive .....................................................3-7
A
accompanied baggage ......................................5-2
adequately braced...........................................5-11
administratively loaded/stowed .........................3-1
aircraft bombs....................................................5-3
alternate modes of transportation .....................4-3
amphibious vehicles ..........................................4-3
angle boards......................................................5-4
automatic transmission......................................3-6
avoids damage ..................................................3-7
B
breechblocks .....................................................5-7
bulk liquids.........................................................5-4
C
C-74-300-D01/TA-000.....................................5-10
cabin baggage...................................................5-2
cables ................................................................3-7
cargo baggage ..................................................5-2
cargo lists ..........................................................3-6
carrying of sea containers .................................3-8
certificate of declaration ..................................5-14
Certificate of Vaccination...................................5-1
chain of command ...........................................5-14
Chief Officer ......................................................3-5
Choff ..................................................................3-5
continuous air space .........................................3-5
counteract the force...........................................3-6
CPC ...................................................................3-2
customs clearance ............................................5-2
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Customs Form Y38 ...........................................5-2
D
Damaged or defective slings .............................3-8
damaging ...of cargo..........................................3-3
dangerous goods........................................3-3, 5-9
Dangerous Goods ...........................................5-14
Dangerous Goods Shipping Regulations ..........5-9
deployment ........................................................3-1
destination .........................................................5-5
directions for marking ........................................5-3
distances between vehicles...............................3-7
DLBM TM 6 .......................................................3-2
Doc 9284-AN/905 ..............................................5-9
dropping...of cargo ............................................3-3
drums.................................................................5-4
dry cargo............................................................3-5
dunnaging vehicles............................................5-6
Duty Exemptions ...............................................5-2
electricity to working accommodation ...............3-1
embarkation arrangements ...............................3-5
embarkation of personnel..................................3-4
Explosives .......................................................5-10
F
fluctuation of currents ........................................4-4
fluorescent jackets.............................................3-2
G
general cargo ships ...........................................3-5
Geneva Convention Identification Cards...........5-1
gross weight ....................................................5-16
H
hand-brakes.......................................................5-6
hazards to navigation ........................................4-4
homogenous sea container ...............................5-4
I
IATA...................................................................5-9
IBSN 92-9171-403-8 .........................................5-9
ICAO..................................................................5-9
IMDG .................................................................3-3
IMDG Code......................................................5-11
IMDG Code classification ................................5-10
inspection ...intervals...12 months .....................3-9
IWT ....................................................................4-1
J
jerry cans ...........................................................5-7
B-GJ-005-404/FP-010

L seasonal floods and droughts ........................... 4-4

Segregation Table ...........................................5-13
landing craft....................................................... 4-3
Self-sufficient LOLO ships................................. 3-8
layout of the ship/vessel.................................... 3-4
serial-numbered items....................................... 5-2
List of Dangerous Goods ................................ 5-16
ship’s party ........................................................ 3-4
loading of dangerous goods.............................. 3-9
ships specially constructed ............................... 5-1
local civilian facilities ......................................... 4-4
signalman .......................................................... 3-8
local communications circuits............................ 3-1
SLOC................................................................. 4-1
LOTS ................................................................. 4-1
SPODs ..............................................................4-2
lumber ............................................................... 5-4
SPOE .......................................... 3-1, 3-2, 3-3, 3-4
M SPOE/SPOD ...................................................5-17
stevedores......................................................... 3-5
maritime terminology......................................... 4-4 Storage of Furniture .......................................... 5-2
marshaller.......................................................... 3-8 stowage ............................................................. 5-7
MCDO ............................................................... 3-2 strategic mounting base .................................... 5-1
metric tonnes..................................................... 3-9
strategic sea-lift ................................................. 3-1
missiles.............................................................. 5-3
MOT .................................................................. 4-3 '
movement of stowed cargo ............................... 3-6
''Strength Return-Movement by Ship'' .............5-18
Movement Order ............................................... 5-2
Moving or Storage of Furniture ......................... 5-2 S
N stuffing high density items................................. 5-5
submarine mines, .............................................. 5-3
NATO ................................................................ 5-2
supporting a sea-lift ........................................... 3-1
NATO Travel Orders ......................................... 5-2
SWL...................................................................3-9
NDHQ................................................................ 5-2
Non-palletized packages................................... 5-4 T
NSN 3540-01-300-6142 .................................... 5-4
tactical sea-lift operation ................................... 4-1
NSN 3990-21-881-1482 .................................... 5-3
Tactical sea-lift operations ................................ 4-1
O tarpaulin............................................................. 3-5
tarpaulins........................................................... 5-6
organization....................................................... 3-1
Task Force ........................................................ 4-1
organizations and agencies .............................. 3-2
temporary storage .............................................4-3
P terminal facilities................................................ 4-4
TFMO ................................................................ 3-2
packaging .......................................................... 5-3 TFMO/UEO .....................................................5-10
Passports .......................................................... 5-2 tight situations ................................................... 3-7
perishables ........................................................ 5-4 time of year........................................................5-5
Personnel being moved by sea......................... 5-2
timing of locks.................................................... 4-4
personnel replacements.................................... 5-1 TLDs .................................................................. 5-1
pilferage............................................................. 3-5 Tomming ........................................................... 3-6
POL ................................................................... 5-5
torpedo warheads.............................................. 5-3
Port Mov Con Det Comd ................................... 3-4 Travel Orders ....................................................5-2
preparation of formation/unit personnel ............ 5-1 tri-wall container ................................................ 5-3
preservation....................................................... 5-3
protection during transit..................................... 5-6 U
provision of guards............................................ 3-5
UMST/TFMT....................................................5-14
R
V
R&R................................................................... 4-2
Vehicle/Equipment condition Report ...............5-17
refuse is appropriately disposed ....................... 3-6
vehicle/equipment documentation..................... 5-7
restrictions of channels ..................................... 4-4
ventilation in the hold carrying........................... 3-5
RORO................................................................ 5-7
voyage............................................................... 3-7
S
W
Sea Port of Embarkation ................................... 3-1
waterway maintenance ..................................... 4-4

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weather/climatic conditions ...............................4-3 Y

weight of the cargo ............................................5-5
Y38 ....................................................................5-2
well-ventilated space .......................................5-12
wetting of cargo .................................................3-3
WSBL ..............................................................5-17

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