Mil STD 1366e
Mil STD 1366e
Mil STD 1366e
com
INCH-POUND
MIL-STD-1366E
31 October 2006
SUPERSEDING
MIL-STD-1366D
18 December 1998
DEPARTMENT OF DEFENSE
INTERFACE STANDARD FOR
TRANSPORTABILITY CRITERIA
MIL-STD-1366E
FOREWORD
1. This interface standard is approved for use by all Departments and Agencies of the
Department of Defense.
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Table of Contents
1. SCOPE ........................................................................................................................ 1
1.1 General. ..................................................................................................................... 1
1.2 Applicability. ............................................................................................................... 1
1.3 Measurement units. ................................................................................................... 1
3. DEFINITIONS .............................................................................................................. 5
3.1 Airdrop (air delivery). .................................................................................................. 5
3.2 Athwartship. ................................................................................................................ 5
3.3 Basic Issue Item (BII). ................................................................................................. 5
3.4 Breakbulk general-cargo ships. .................................................................................. 6
3.5 Cargo tiedown provision. ............................................................................................ 6
3.6 Circus loading method. ............................................................................................... 6
3.7 Combat developer (CBTDEV). ................................................................................... 6
3.8 CONUS. ..................................................................................................................... 6
3.9 Curb weight. ............................................................................................................... 6
3.10 Cushioned draft gear railcar. .................................................................................... 6
3.11 Deck loading. ........................................................................................................... 7
3.12 Defense transportation system (DTS) ....................................................................... 7
3.13. Deployability. ........................................................................................................... 7
3.14 Deployability engineering. ........................................................................................ 7
3.15 Equipment tiedown provision. ................................................................................... 7
3.16 Extraction parachutes. .............................................................................................. 7
3.17 Flatrack. ................................................................................................................... 7
3.18 Floor contact pressure. ............................................................................................ 7
3.19 Fragile item. ............................................................................................................ 7
3.20 Gross weight. ........................................................................................................... 7
3.21 Hazardous material. ................................................................................................. 8
3.22 Heavy vehicles. ........................................................................................................ 8
3.23 Internal aerial delivery. .............................................................................................. 8
3.43 Spreader bars. ....................................................................................................... 10
3.44 Standard draft gear railcar. ..................................................................................... 10
3.45 Strategic deployment. ............................................................................................. 11
3.46 Tactical deployment. ............................................................................................... 11
3.47 Transportability. ...................................................................................................... 11
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APPENDIX
Sample Problem for determining Bridge Formula Requirements ......................... 115
A.1 Scope. ................................................................................................................... 115
A.2 Applicable documents. .......................................................................................... 115
A.3 Symbols. ................................................................................................................ 115
A.4 General requirements. ........................................................................................... 115
A.5 Detailed requirements. ........................................................................................... 115
A.5.1 Example. ............................................................................................................ 115
TABLES
Table 1. Crew Weights .................................................................................................. 19
Table 2. Typical North American railcar characteristics ................................................... 22
Table 2. Typical North American railcar characteristics - continued ................................. 23
Table 3. Characteristics of Railion (formerly DB) flatcars ................................................. 26
Table 4. Korean flatcar characteristics ........................................................................... 31
Table 5. Deck and hatch characteristics of typical breakbulk vessels ............................. 37
Table 6. Deck and hatch characteristics of a typical combination vessel ........................ 39
Table 7. LMSR hold summary (USNS Gordon) ............................................................... 44
Table 8. LMSR fixed-ramp characteristics (USNS Gordon) ............................................ 45
Table 9. Cargo hold door dimensions and locations (USNS Gordon) ............................. 46
Table 10. FSS Hold Summary ....................................................................................... 58
Table 11. FSS Fixed-ramp characteristics ..................................................................... 58
Table 12. RORO Ship characteristics ............................................................................. 59
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FIGURES
Figure 1. Typical Dimensions of a Bi-level Flatcar. ......................................................... 24
Figure 2. AAR outline diagram of single loads, without end overhang, on open-top cars
(AAR diagram). ........................................................................................................ 25
Figure 3. DOD rail clearance diagram. .......................................................................... 27
Figure 4. Typical vehicle loading on HTTX flatcar (the OTTX layout is similar)................. 28
Figure 5. Typical vehicle loading on TTDX flatcar (the ITTX layout is similar). ................. 28
Figure 6. GIC Diagram. ................................................................................................. 30
Figure 7. NATO Envelope M (formerly Envelope B). ........................................................ 32
Figure 8. Korean clearance diagram. ............................................................................ 33
Figure 9. Comparison of loading diagrams. ................................................................... 34
Figure 10. LASH barge characteristics. ......................................................................... 40
Figure 11. SEABEE barge dimensional data. ............................................................... 41
Figure 13. Typical LMSR inboard profile (USNS Gordon). ............................................. 47
Figure 14a. USNS GORDON deck plan for the 02 Level and A Deck. ............................ 48
Figure 14b. USNS GORDON deck plan for the AB and A decks. ................................... 49
Figure 14c. USNS GORDON deck plan for the BC and C decks. .................................. 50
Figure 14d. USNS GORDON deck plan for the D, E, and F decks. ................................ 51
Figure 15. Typical LMSR end/side ramp positions (USNS Gordon). .............................. 52
Figure 16. Typical LMSR lashing pattern. ....................................................................... 53
Figure 17. FSS inboard profile. ..................................................................................... 54
Figure 18a. FSS deck layout. ........................................................................................ 55
Figure 18b. FSS deck layout continued. ........................................................................ 56
Figure 18c. FSS deck layout continued. ........................................................................ 57
Figure 19. Typical FSS lashing pattern. ......................................................................... 61
Figure 20. Landing Craft, Mechanized (LCM-8). ............................................................ 66
Figure 21. Landing Craft, Utility (LCU 2000). ................................................................. 67
Figure 22. Logistics Support Vehicle (LSV). .................................................................. 68
Figure 23. Lighter, Amphibious (LARC-LX).................................................................... 69
Figure 24. LCAC cargo deck dimensions. ..................................................................... 73
Figure 25. LCAC cargo deck load diagram. .................................................................. 73
Figure 26. C-27 and C-130 equipment design limit cross-sections ................................ 79
Figure 27. C-17/C-17ER equipment design limit cross section ....................................... 80
Figure 28. C-5 equipment design limit cross section ...................................................... 81
Figure 29. Container Dimensions. ................................................................................. 98
Figure 30. FSS Flatrack. .............................................................................................. 101
Figure 31. S-250 shelter. .............................................................................................. 106
Figure 32. Lightweight Multipurpose Shelter, S-788. ..................................................... 108
Figure 33. S-280 shelter (MIL-S-55286). ..................................................................... 109
Figure 34. ISO shelter. .................................................................................................. 110
Figure 35. Sample case for determining bridge formula requirements. ......................... 117
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1. SCOPE
1.1 General.
In accordance with the Department of Defense (DOD) Engineering for
Transportability program described in DOD Instruction 4540.7, Operation of the DOD
Engineering for Transportability and Deployability Program, this standard establishes
basic transportability interface criteria for use in the development and shipment of items
of materiel. The standard covers dimensional and weight limitations for all modes of
transport to ensure that new and modified systems meet the interface requirements of
the Defense Transportation System (DTS) (highways, tunnels, bridges, railways, etc.)
and the DTS lift assets (rotary and fixed wing aircraft, railcars, ships, barges, etc.) for
unrestricted worldwide transport and deployment. It also covers lifting and tiedown
provisions, containerization criteria, overloads, assembly/disassembly, air delivery,
shelter criteria, transportability testing, and modeling and simulation of the
transportation environment. This standard will allow materiel development and
procurement activities to design military equipment to meet the transportability
requirements of various modes.
1.2 Applicability.
This DOD interface standard is for use by the DOD acquisition community, to
include the private sector, in the acquisition of defense materiel and systems. It should
be included, by reference, in appropriate documentation of the DOD acquisition process
to ensure acceptable transportability (see 3.45). The Defense Standards Improvement
Council (DSIC) approved this standard as an interface standard in May 1995; therefore,
reference of this standard in solicitations does not require a waiver.
2. APPLICABLE DOCUMENTS
2.1 General.
The documents listed in this section are specified in sections 3, 4, and 5 of this
standard. This section does not include documents cited in other sections of this
standard or those documents recommended for additional information or as examples.
While every effort has been made to ensure the completeness of this list, document
users are cautioned that they must meet all specified requirements documents cited in
sections 3, 4, and 5 of this standard, whether or not they are listed.
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extent specified herein. Unless otherwise specified, the issues of these documents are
those listed in the issue of the DOD Index of Specifications and Standards (DODISS)
and supplement thereto cited in the solicitation (see 6.2).
STANDARDS
MILITARY
HANDBOOKS
MILITARY
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MANUALS
MILITARY
(Obtain copies from the procuring activity or as directed by the contracting officer.)
(Obtain copies from the Director, SDDCTEA, 720 Thimble Shoals Blvd., Suite 130,
ATTN: SDTEDPE, Newport News, VA 23606-4537, 757-599-1109, or download from
the internet at www.tea.army.mil)
DEPARTMENT OF DEFENSE
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AIR FORCE
(Obtain copies from the procuring activity or as directed by the contracting officer.)
Outline Diagram for Single Loads, Without End Overhang, on Open-Top Cars
(Obtain copies from the Association of American Railroads, Washington DC, toll
free at 877-999-8824).
(Obtain copies from the International Road Federation, 1010 Massachusetts Ave,
NW, Fourth Floor, Washington, DC 20001, (202) 371-5544, www.irfnet.org.)
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(Obtain copies from the Standardization Documents Order Desk, Building 4D, 700
Robbins Avenue, Philadelphia, PA 19111-5094, phone number (215) 697-2179,
facsimile (215) 697-1462.)
(Obtain copies from the R.E.R. Publishing Corporation, Agent, 400 Windsor
Corporate Park, 50 Millstone Road, Suite 200, East Windsor, NJ 08520,
www.cbizmedia.com, toll free 888-215-6084.)
ASTM E 1925 Engineering and Design Criteria for Rigid Wall Relocatable
Structures
(Obtain copies from the American Society for Testing and Materials, 100 Barr
Harbor Drive, West Conshocken, PA 19428, (610) 832-9585, www.astm.org.)
3. DEFINITIONS
3.2 Athwartship.
Across the ship from side to side.
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3.8 CONUS.
Continental United States. This usually excludes Alaska and always excludes
Hawaii.
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3.13. Deployability.
The ability to move forces and materiel anywhere in the world in support of a
military operation.
3.17 Flatrack.
Cargo carrying platform, of a permanent character, suitable for repeated use.
Flatracks do not have sidewalls or a roof structure.
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associated support items of equipment (ASIOE) and cargo attached to the equipment,
contained within the equipment, or projected as payload for the equipment (that is,
shelters). For light vehicles, crew weight and pintle load are considered as payload. The
weight of ammunition and/or additional fuels and lubricants (to include water) necessary
to render the system combat ready is also considered as payload.
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3.29 Lighter.
Small vessel, used in loading/unloading ships in logistics-over-the-shore (LOTS)
operations. In the Army, lighters include amphibians, landing craft, and such harbor
craft as barges.
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include water) necessary to render the system combat ready are considered as
payload.
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standard draft gear devices in these railcars are covered in Rule 21 of the Field Manual
of the AAR Interchange Rules. Typical travel is usually less than 3 inches (76 mm).
Railcars having standard draft gear are so listed in the Universal Machine Language
Equipment Register (UMLER) files maintained by the AAR.
3.47 Transportability.
The inherent capability of an item or system to be effectively and efficiently moved
by required transportation assets and modes.
3.52 Tween-deck.
Any deck below the upper deck and above the lowest deck. General cargo ship
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with one or more decks, known as tween decks, dividing the cargo holds into lower and
upper cargo spaces.
3.54 Watertight.
Designed and constructed to withstand a static head of water without any leakage
(46 CFR 114.400 and 175.400). This refers to structures that must withstand hydrostatic
loading for extended periods of time, including the hull bottom and sides, main deck
plating, tanks, and subdivision bulkheads. The latter are meant to contain the spread
of water that enters the hull as a result of hull breach due to collision, grounding, and so
forth. All weldments and penetrations of such structures are subject to strict testing
requirements to ensure that no leakage occurs under the particular design conditions of
the vessel.
3.55 Weathertight.
Weathertight means that water will not penetrate in any sea condition (46 CFR
114.400 and 175.400). This refers generally to topside structures subject to occasional
and short exposure to water on deck, from boarding waves or wind driven rain and
spray. Regulations specify arrangement and height for weathertight appurtenances, as
well as load and welding specifications, which are generally less stringent than for
watertight structures.
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d. The item has inadequate ramp clearance for ramp inclines of 15°.
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5. DETAILED REQUIREMENTS
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apply to the National Network (see 23 CFR 658 Appendix A.1). These provisions
preempt conflicting state laws and regulations. There is no federal law on height. The
size and weight legal limits of the interstate or National Network vary from State to
State. The Summary of Size and Weight Limits in appendix A of the Directory of
Highway Permit and Mobilization Control (MOBCON) Officials is prepared by the
American Trucking Association, Inc. and summarizes the State legal limits for moves of
oversize and overweight equipment. To ensure general unrestricted CONUS highway
transport, vehicles and vehicle cargo combinations shall be designed to the following
constraints when unrestricted CONUS highway transport is a requirement:
Triple axle load 42,000 pounds (19 051 kg) (3 States have lower limits)
*NOTE: The gross vehicle weight constraint is also dependent on the Federal
Bridge Gross Weight formula, which is presented in 5.1.2.2.
where:
W = overall gross weight on any group of two or more consecutive axles to the
nearest 500 pounds
L = distance in feet between the outer axles of any two or more consecutive axles
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The bridge formula is incorporated into Title 23 CFR 658. A sample problem for
determining bridge formula requirements is in appendix A.1 of this military standard.
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5.1.2.6 Safety.
For movement on public highways, reference shall be made to safety, lighting,
brake, and stopping-distance specifications currently required for commercial vehicles
by the U.S. Department of Transportation. Vehicles and vehicle cargo combinations
shall meet the safety requirements of Title 49 CFR.
Because such a wide variation exists in the foreign legal limits and some countries
have limited highway systems, the following constraints are required to achieve general
unrestricted transport in most North Atlantic Treaty Organization (NATO) countries:
Gross vehicle weight (GVW) is dependent on the vehicle type, as defined in the
Limits of Motor Vehicle Sizes and Weights. Vehicles and vehicle cargo combinations
shall have a military load classification number less than 50, and meet the requirements
of this paragraph and 5.1.2.1 when unrestricted worldwide highway transport is a
requirement. For transportability purposes, the above limits represent the unrestricted
foreign highway transport limits even though highways can be found in foreign countries
that are more restricted.
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The basic crew weight figures include 20.72 pounds (9.40 kg) of clothing, 64.47
pounds (29.24 kg) of equipment, and 32.53 pounds (14.76 kg) of existence load per
person. Weight variances for multiple size crews account for reduced probability of
several 95th percentile crewmembers being assigned to the same system. The basic
body armor weights include a helmet (3 lbs), interceptor vest (8 lbs), vest plate (11 lbs),
deltoid ancillary protection (4 lbs), and lower body protection (3 lbs). Allowances shall
be made to accommodate increases in the crew weight due to operations in cold
weather scenarios. For cold weather scenarios, the clothing weight will increase to 35
pounds (15.88 kg) and the equipment weight will increase to 80 pounds (36.29 kg) per
person. This means a single-soldier crew weight will be 364 pounds (165.1 kg). The
information in this paragraph is based on the Land Warrior and the 82nd Airborne
Division. The materiel developer/contractor shall meet the requirements of this
paragraph when determining crew weights for highway transport. See table 1 for
applicable crew weights.
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334 363
Si ngle-Soldi er C rew
151.5 164.7
640 698
Two-Soldi er C rew
290.3 313.6
936 1,023
Three-Soldi er C rew
424.6 464.0
1,220 1,336
Four-Soldi er C rew
553.4 606.0
1,504 1679 2
Fi ve-Soldi er C rew
682.2 761.6
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Rail: Rail restraint is applied to withstand the greatest forces encountered in normal
transport. Restraint is applied to withstand 4.0 g in the longitudinal direction, 1.5 g in the
lateral directions, and 2.0 g in the vertical direction. Determining the number of
restraints required is based on the breaking strength of the restraints. Straps are not
acceptable restraint except for specifically tested and approved loads.
Air (USAF) Fixed-Wing: Cargo restraint requirements are established to provide for
the safety of the crew and aircraft in a survivable hard landing. Only Air Force approved
restraint devices may be used. Restraint is applied to provide 3.0 g forward restraint
relative to the aircraft, 2.0 g vertical restraint, and 1.5 g restraint aft and lateral. In
addition, the cargo must have the structural integrity to withstand 4.5 g down.
Military Tactical Aircraft: There are varying restraint requirements for different
rotary-wing aircraft and tilt-rotor aircraft. These are provided in the rotary-wing air
transport section of this document. When internal transport is required by any of these
aircraft, the item must be designed to meet the specific restraint requirements.
5.2.1 General.
Equipment requiring rail transport must be capable of being loaded and transported
with very little preparation and at gross weight (with full payload, see 3.20, that is,
loaded to the gross weight rating). Preparation must be kept to a minimum and may
include removing antennas, securing canvas and movable items (booms, gun barrels,
turrets, outriggers, and so forth), and folding mirrors but must not include adding lumber
or hardware items, which are not part of the BII for the equipment. The equipment must
be capable of being secured to a flatcar and in turn capable of restraining its payload
during rail shipment as verified by the rail impact test (see 5.2.5 and 5.7). Full payload
(gross weight) testing is required even for equipment that does not meet the various
clearance diagrams. Consideration in design must be given to the space required for
tiedowns between coupled vehicles such as trucks and trailers, semitrailers, and other
towed items. Loading for vehicles will generally be by the circus loading method, and
time will not be available for involved tiedown schemes devised to overcome
transportability shortcomings. Items developed for movement by the rail mode should
meet the limitation imposed by physical, legal, and administrative characteristics of rail
lines worldwide. This document presents the most significant constraints of North
American and foreign rail systems. These criteria establish guidelines to ensure that
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new military equipment requiring rail transport is compatible with the capabilities and
limitations of North American and foreign rail systems.
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Ty pical
Ty pe R ailcar d eck
Ty pical D eck Ty pical D eck Ty pical 2 Approximate
an d height
Length Width Load Limit N umber N otes
D esignation if abov e top
(ft, mm, in) (ft, mm, in) (lb, kg) Av ailable 3
an y 1 of rail
(ft, mm, in)
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Ty pical deck
Ty pe R ailcar
Ty pical D eck Ty pical D eck height Approximate
an d Ty pical Load Limit
2
Length Width abov e top of N umber N otes
D esignation if (lb, kg)
(ft, mm, in) (ft, mm, in) rail Av ailable 3
an y 1
(ft, mm, in)
51.3 10.0
15 645 3200
Flatcars, 616 126
Others 4.17
100,000 to 140,000 wi dely Flatcars may have standard or
(cushi oned and TO 1270
45 400 to 63 500 avai lable 5 cushi oned draft gear.
standard draft 50
gear) 89.3 8.5
27 228 2591
1072 102
50.5 9.6
15 392 2920
606 115
4.17
100,000 to160,000 wi dely Boxcars may have standard or
Boxcars TO 1270
45 400 to 72 600 avai lable 5 cushi oned draft gear.
50
86.5 9.2
26 365 2896
630 114
46.0 9.6
14 021 2920
552 115
4.17
140,000 to200,000 wi dely Gondolas may have standard
Gondolas TO 1270
63 500 to 90 700 avai lable 5 or cushi oned draft gear.
50
52.5 9.5
16 002 2896
630 114
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Car centerline
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181.0
(4597.4)
15.08
171.0
(4343.4)
14.25
112.0 (2844.8) 9.33
165.0
(4191.0)
108.0 (2743.2) 9.00
13.75
40
(1016.0)
3.33
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1.The Res, Remms and Samms flatcars have drop si des or stakes. The wi dths shown are the full wi dths of these flatcars. For
unrestri cted rai l transport, the desi gner should use the followi ng as the maxi mum i tem/system wi dth :
Res - 2649 mm (8.69 feet, 104 i n.)
Remms - 2774 mm (9.1 feet, 109 i n.)
Samms - 2557 mm (8.39 feet, 101 i n.)
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203
(5156.2)
16.92
197
(5003.8)
16.42
177.0
(4495.8)
14.75
Top of rails
9
15 (381.0) 1.25 (228.6)
0.75
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Figure 4. Typical vehicle loading on HTTX flatcar (the OTTX layout is similar).
Figure 5. Typical vehicle loading on TTDX flatcar (the ITTX layout is similar).
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(3) Load distribution: 16 500 kg (36,376 lb) maximum over a length of 25 000
mm (8.20 ft, 98.4 in.).
(3) Load distribution: more than 16 500 kg (36,376 lb) over a length of 25 000
mm (8.20 ft, 98.4 in.).
(5) The flatcar/equipment unit is not in conformity with (exceeds) the GIC
diagram (see fig 6). The GIC diagram does not include the 15 mm (0.59 in.) per half-
width tolerance.
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800
(31.50) 2.62
430
(16.93)
1.41
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c. Military equipment not ordinary or exceptional for transport. Items that have
dimensions that exceed the ordinary transport criteria but do not exceed the GIC
diagram (see fig 6) are not classified as either ordinary or exceptional transport. These
items must be centered on the flatcar longitudinal centerline to avoid an exceptional
transport military equipment classification.
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1260
(49.61) 4.13 4375
(172.24)
1850 (72.83) 6.07 14.35
4250
(167.32)
2170 (85.43) 7.12 13.94
4150
(163.39)
2600 (102.36) 8.53 13.62
3915
2955 3040 (119.69) 9.97 (154.13)
(116.34) 12.84
9.69 3496
2755 (137.64)
(108.46) 11.47
9.04
Dimensions are in mm (inches) feet 3250
1875 (127.95)
(73.82) 10.66
6.15
1185 3050
(46.65) (120.08)
3.89 Top of rails 10.01
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4500
Dimensions are in mm (inches) feet (177.17)
14.76
4300
(169.29)
14.11
3600
(141.73)
11.81
3100
(122.05)
3200 (125.98) 10.50 10.17
1250
(49.21) 2600 (102.36) 8.53
4.10
50 (1.97) 0.16
350 Top of rails
(13.78)
1.15
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DOD diagram
AAR diagram
GIC
Envelope M
Korean diagram
Top of rails
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5.3.1 General.
Water transport is used for both strategic and tactical deployments. During
strategic deployment, the majority of U.S. Army equipment will be transported by ship.
Marine Corps equipment belonging to the assault follow-on-echelon (AFOE) will be
transported by strategic sealift ships. The Military Sealift Command (MSC) provides
common-user sealift across the range of military operations. Under normal peacetime
conditions, the MSC force consists of government-owned ships as well as privately
owned ships under charter to MSC. MSC resources available to the DTS beyond
MSCs active peacetime fleet are fast sealift ships (FSS), large medium-speed roll-on/
roll-off (LMSR) ships, and pre-positioned ships. As a key element of sea basing, afloat
pre-positioning provides the military equipment and supplies for a contingency forward
deployed in key ocean areas before it is needed. The MSC Pre-positioning Program
supports the U.S. Army, Navy, Air Force, Marine Corps, and the Defense Logistics
Agency. Pre-positioning ships remain at sea, ready to deploy on short-notice the vital
equipment, fuel and supplies to initially support our military forces in the event of a
contingency. The Pre-positioning Program consists of 34 at-sea ships plus 2 aviation
support ships kept in reduced operating status. These ships are pre-loaded with military
equipment and supplies needed for a war or other contingency and they are
strategically positioned in key ocean areas. The Prepositioning Program is divided into
three separate elements: the Combat Prepositioning Force (CPF), the Maritime
Prepositioning Force (MPF) and the Logistics Prepositioning ships. Sixteen MPF ships
carry equipment and supplies for the U.S. Marine Corps. Currently, 10 CPF ships
provide quick-response delivery of Army equipment for ground forces from strategic
locations in the worlds oceans. Ten Logistics Prepositioning Force ships (mostly
tankers and dry cargo ships) are loaded primarily with Defense Logistics Agency fuels,
Air Force ammunition, Marine Corps aviation support equipment, and Navy munitions.
The MPS and APS ships are available for common use after initial discharge and
release by the theater commander.
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The U.S. commercial dry cargo fleet consists of four conventional ship types:
breakbulk, container, barge carriers, and RORO. Various combinations of these four
ship types also exist. For example, combination container/breakbulk, container/RORO,
and container/barge vessels are in service.
For additional information on maritime vessels not covered in this standard, please
see TEA Pamphlet 700-4, Vessel Characteristics for Shiploading, available at http://
www.tea.army.mil/pubs/pubs_order.htm.
Breakbulk vessels are designated as such because of their ability to carry a variety
of cargoes in various forms. These vessels can transport bagged, boxed, palletized,
refrigerated, and limited containerized cargo. The configuration of a conventional
breakbulk vessel is a weather deck with a series of cargo holds beneath. The cargo
holds are divided by tween decks and accessed by a series of hatches. Cargo
operations on a breakbulk vessel are lift on/lift off (LOLO). Since each hold on a
breakbulk vessel is serviced by ships gear (booms, cranes, winches, and so forth),
these vessels are considered to be self-sustaining. Although the breakbulk vessel is not
the preferred vessel to transport tracked and wheeled military equipment, it does have
the capability to offload equipment without the use of shoreside cranes. The normal
constraints encountered with breakbulk vessels are low overhead clearances, limited
deck strengths, limited lifting capability of ships gear, and slow speed of cargo
operations. Table 5 gives dimensional and weight capability data for two representative
classes of breakbulk vessels.
5.3.3 Containerships.
5.3.3.1 General.
Modern containerships (including combination ships) are designed to carry all or
part of their cargo load in containers/flatracks (20 (6.1 m) or 40-foot-long (12.2 m)). The
containership allows containers to be secured without use of dunnage. Containerships
also have the capability for transporting containers that are stacked on the hatch covers.
S/E is transportable on containerships within containers, on flatracks, or on the hatch
covers.
36
Table 5. Deck and hatch characteristics of typical breakbulk vessels
C ape G C lass 28' 6" by 22' 6" 7' 8" to 18' 0" 335 to 1,750
1 13.4, 30,000, 13 615
(2 shi ps) 8.9 by 6.9 2.3 to 5.5 16 to 83.8
42' 6" by 24' 6" 8' 10" to 18' 3" 335 to 1,875 35.8, 80,000, 36 374
2
13.0 by 7.5 2.7 by 5.6 16 to 83.8
21' 3" by 25' 6" 8' 10" to 9' 4" 335 to 1,875 17.8, 40,000, 18 085
3
6.5 by 7.8 2.7 by 2.8 16 to 83.8
42' 6" by 25' 6" 8' 2" to 9' 0" 335 to 1,875 35.8, 80,000, 36 374
4
13.0 by 7.8 2.5 by 2.7 16 to 83.8
17' 6" by 25' 6" 8' 9" to 14' 6" 335 to 1,250 17.8, 40,000, 18 085
5
9.09 by 7.59 2.6 to 4.4 16 to 59.8
35' 0" by 25' 6" 9' 2" to 14' 4" 335 to 785
6 35.8, 80,000 36 374
10.7 by 7.8 2.8 by 4.3 16 to 37.5
27' 6" by 25' 6" 8' 6" to 15' 0" 335 to 785
7 13.4, 30,000, 13 615
8.4 by 7.8 2.6 by 4.5 16 to 37.5
P i oneer C mdr 27' 0" by 16' 0" 7' 10" to 13' 2" 400 to 1,000 10, 22,400, 10,000
1
(+ 2 si ster shi ps) 8.23 by 4.88 2.39 to 4.01 19.3 to 47.6
37
10 and 15
42' 6" by 23' 0" 10' 3" to 12' 2" 495 to 1,865 22,400 and 33,600
2
12.95 by 7.01 3.12 to 3.71 30.0 to 89.3 10,000 and 15,000
MIL-STD-1366E
10 and 15 and 70
42' 6" by 16' 0" 8' 7" to 14' 10" 430 to 1,740 22,400 and 33,600 and 156,800
3
12.95 by 4.88 2.62 to 4.52 20.6 to 83.4 10,000 and 15,000 and 70,000
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10 and 15 and 60
42' 6" by 23' 0" 7' 11" to 14' 10" 390 to 1,740 22,400 and 33,600 and 134,400
4
12.95 by 4.88 24.13 to 45.21 18.7 to 82.3 10,000 and 15,000 and 60,000
10 and 15
35' 0" by 23' 0" 8' 3" to 12' 11" 380 to 1,630 22,400 and 33,600
5
10.69 by 7.01 25.15 to 39.37 18.2 to 78.1 10,000 and 15,000
35' 0" by 23' 0" 7' 9" to 8' 8" 390 to 1,260 10, 22,400, 10,000
6
10.69 by 7.01 23.11 to 26.42 18.7 to 60.3
1. Values gi ven are actual di mensi ons. For desi gn purposes, subtract 12" (.3 m) from the li sted values to ensure adequate clearance.
2. Values gi ven are actual di mensi ons. For desi gn purposes, subtract 6" (.15 m) from the li sted values to ensure adequate clearance. The hi gher values are di rectly
under the hatches.
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facilitate the offload of containers at unimproved ports. This was successfully tested in
two Turbo CADS exercises.
5.3.5.1 General.
Barge carriers are designed to carry specially designed barges or a combination of
such barges and containers. These barges are loaded or discharged at berths by
shore-based cranes. When cargo operations are complete, the barges are ferried by
tugs or other similar watercraft to the barge carrier, or mothership, where the barges are
brought aboard the vessel. The two types of barge carrying systems are the lighter
aboard ship (LASH) and the sea barge (SEABEE). The basic differences between the
two types of barge carriers are their methods of discharging, retrieving, and stowing
barges.
5.3.5.2 LASH.
The LASH is a single-decked vessel with large hatches, wing-tank arrangements,
and a clear access to the stern. The LASH has a rail-mounted gantry crane with a
cargo handling capability of up to 446 LT (999,040 lb, 453 157 kg). This crane can
travel the entire length of the cargo area. The function of this crane is to convey barges
or lighterage from the stowed location aboard the ship to the stern region and to lower
the barges or lighterage into the water. Different classes of LASH ships have capacities
ranging from 49 to 89 barges or a mixture of LASH barges and military lighterage.
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1. Values gi ven are actual di mensi ons. For desi gn purposes, subtract 12" (.3 m) from the li sted values to
ensure adequate clearance.
2. Values gi ven are actual di mensi ons. For desi gn purposes, subtract 6" (.15 m) from the li sted values to
ensure adequate clearance. The hi gher values are di rectly under the hatches.
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LTON (179,200 lbs; 81 284 kg) and has an average cargo capacity of 370 LTON
(828,800 lb; 375 937 kg) The draft ranges from 2 feet 9 inches to 8 feet from light to
loaded, respectively.
5.3.5.4 SEABEE.
The SEABEE is arranged much differently from the LASH in that it has three decks
on which the cargo barges are stowed. Barges are brought to each deck level by a
stern mounted, submersible 2000 LTON (4,480,000 lb; 2 032 094 kg) ships elevator
and are moved internally within the ship by the Transporter (conveyor) System. Two
barges can be loaded or discharged simultaneously in a cycle of about 40 minutes. The
SEABEE ship is the preferred ship to transport Army watercraft such as the landing craft
utility (LCU) and lighter amphibious resupply cargo (LARC). Each SEABEE carrier has
a capacity of 38 barges, however, only 24 barges are currently available per vessel.
The spatial characteristics of the SEABEE barge are shown in figure 11. The overhead
clearance directly below the hatch opening is 14 feet 7 inches, and 3 feet from the
forward and aft ends the overhead clearance is 11 feet 3 inches. The clear opening,
with all hatch covers removed, is 84 feet 0 inches by 30 feet 3 inches. The overhead
clearance below the hatch opening of the barges loaded on the weather deck can be
increased to 16 feet 11 inches by leaving off the hatch covers. The typical empty
SEABEE barge weighs 166 LTON (371,840 lbs; 168 664 kg) and has a cargo capacity
of 834 LTON (1,868,160; 847 383). The draft ranges from 1 feet 9 inches to 10 feet 7
inches from light to loaded, respectively.
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5.3.6.1 General.
RORO vessels are designed primarily as vehicle transports. Some modern RORO
vessels not only carry vehicles but also carry a combination of containers and/or
breakbulk cargo. Cargo includes helicopters, wheeled, tracked, self-propelled, and
towed vehicles. Rapid cargo loading and discharge rates characterize RORO vessels.
The rapid movement of cargo is accomplished by a series of external and internal
ramps. Most RORO ships have external ramps that rest on the pier, allowing access to
the cargo holds. To maintain safe operations, the ramp angle for loading/unloading
procedures is not greater than 15°. When designing wheeled or tracked equipment, the
materiel developer/contractor must allow for adequate clearance underneath the vehicle
to prevent contact at the ramp crest/toe for a 15° ramp and enough clearance above the
vehicle to prevent projection interference problems. The cargo holds of RORO ships
are typically large, open bays, where equipment may be driven into, parked, and lashed
down. For this reason, RORO ships are considered to be self-sustaining. Because of
the versatility of these vessels, they are ideally suited for the movement of unit
equipment. Figure 12 illustrates traffic flow while loading a typical RORO ship.
41
Notes:
1. All hatch covers are closed.
2. All watertight doors are shown open.
3. A-B and B-C hoistable decks are in raised position.
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Since the conversion and new construction LMSRs were built in different shipyards,
their size and design are not the same. Ships built in the same shipyard are alike, that
is, the ships converted at the NASSCO shipyard have the same design (with the
exception of the reconfigured MPF-E ship) and the ships converted at the Newport
News Shipbuilding and Drydock Company shipyard have the same design. The new
construction ships are larger than the conversion ships. Tables 7-9 provide the specific
hold, ramp, and hatch information for the USNS GORDON (a representative LMSR
conversion). Figure 13 shows the USNS GORDONs inboard profile, figure 14 shows
the deck arrangements, while figure 15 illustrates typical side and end ramp positions.
Figure 16 illustrates a typical lashing pattern of 6-foot centers with a cloverleaf socket
located in the approximate center of each 6-foot by 6-foot square.
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Vertical Strength
R amp 1
Width (ft-in., m) Area (ft2, m2)
C learance (lb per ft2 , kPa)
A/B (fwd) 15 ft 6 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 2443, 227
4.7 m
A/B (aft) 15 ft 6 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 1635, 152
4.7 m
B/C (fwd) 15 ft 6 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 1573, 146
4.7 m.
B/C (aft) 12 ft 0 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 408, 38
3.7 m
C /D (fwd) 10 ft 6 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 1562, 145
3.2 m
C /D (aft) 12 ft 0 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 1434, 133
3.7 m
D /E 10 ft 6 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 1655, 154
3.2 m
E/F 9 ft 6 i n., 16 ft. 0 i n., 4.9 m 550, 26.3 1249, 116
2.9 m
02/A 15 ft 6 i n., 18 ft. 0 i n., 5.5 m 350, 16.8 1600, 149
4.7 m
B4 7 ft 6 i n., 18 ft. 0 i n., 5.5 m 550, 26.3 572, 53
2.3 m
1. Vehi cles can be stowed on all ramps.
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D imensions
D eck H old Location Ty pe
(W x H )
A 3 22' 1" X 10' 6" 1 door, portsi de aft Hori zontal Sli di ng -
6.7 m X 3.2 m Waterti ght
A 3 22' 1" X 15' 6" 1 door, portsi de Hori zontal Sli di ng -
6.7 m X 4.7 m forward Waterti ght
A 4 18' 1" X 16' 11" 1 door, mi d ramp Top-hi nged - Fi re
5. 5 m X 5.2 m from A-B
B 3 18' 1" X 16' 1" 1 door, bottom of Verti cal Sli di ng - Fi re
5.5 m X 4.9 m ramp from A-B
B 3 18' 1" X 16' 1" 1 door, top of Top-hi nged - Fi re
5.5 m X 4.9 m ramp from A-B Weatherti ght
C 2 22' 1" X 15' 6" 1 door port, 1 door Hori zontal Sli di ng -
6.7 m X 4.7 m starboard Waterti ght
C 3 22' 1" X 16' 8" 1 door, portsi de Hori zontal Sli di ng -
6.7 m X 5.1 m Waterti ght
C 3 18' 1" X 16' 0" 1 door, starboard Hori zontal Sli di ng -
5.5 m X 4.9 Waterti ght
D 2 22' 1" X 10' 6" 1 door, starboard Hori zontal Sli di ng -
6.7 m X 3.2 m Waterti ght
D 3 22' 1" X 10' 6" 1 door port, 1 door Hori zontal Sli di ng -
6.7 m X 3.2 m starboard Waterti ght
D 3 18' 1" X 10' 6" 1 door, bottom of Top-hi nged - Fi re
5.5 m X 3.2 m ramp from C to D
E 3 22' 1" X 10' 6" 1 door port, 1 door Hori zontal Sli di ng -
6.7 m X 3.2 m starboard Waterti ght
E 3 18' 1" X 10' 6" 1 door, bottom of Hori zontal Sli di ng - Fi re
5.5 m X 3.2 m rampfrom D to E
F 3 18' 0" X 9' 6" 1 door port, 1 door Hori zontal Sli di ng -
5.5 m X 2.9 m starboard Waterti ght
46
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47
48
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Figure 14a. USNS GORDON deck plan for the 02 Level and A Deck.
49
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Figure 14b. USNS GORDON deck plan for the AB and A decks.
50
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Figure 14c. USNS GORDON deck plan for the BC and C decks.
51
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Figure 14d. USNS GORDON deck plan for the D, E, and F decks.
52
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54
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56
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2 Weather 68' 0" x 31' 6", 20.7 x 9.6 13' 0", 4.0 N/A 200, 9.58
A 54' x 16', 16.5 x 4.9 13' 0", 4.0 19' 6", 5.9 525, 25.14
B 54' x 16', 16.5 x 4.9 13' 0", 4.0 13' 6", 4.1 525, 25.14
C 54' x 16', 16.5 x 4.9 13' 0", 4.0 13' 6", 4.1 525, 25.14
D N/A 13' 0", 4.0 13' 6", 4.1 525, 25.14
E N/A 8' 2", 2.5 N/A 200, 9.58
3 Weather 68' 0" x 31' 6", 20.7 x 9.6 13' 0", 4.0 N/A 200, 9.58
A 54' x 16', 16.5 x 4.9 13' 0", 4.0 19' 6", 5.9 525, 25.14
B 54' x 16', 16.5 x 4.9 13' 0", 4.0 13' 6", 4.1 525, 25.14
C 54' x 16', 16.5 x 4.9 13' 0", 4.0 13' 6", 4.1 525, 25.14
D 54' x 16', 16.5 x 4.9 13' 0", 4.0 13' 6", 4.1 525, 25.14
E 25' x 16', 7.6 x 4.9 8' 2", 2.5 8' 6", 2.6 525, 25.14
4 Weather N/A 13' 0", 4.0 N/A 200, 9.58
A N/A 13' 0", 4.0 19' 6", 5.9 525, 25.14
B N/A 13' 0", 4.0 N/A 525, 25.14
C N/A 13' 0", 4.0 N/A 525, 25.14
D N/A 13' 0", 4.0 N/A 525, 25.14
E N/A 8' 2", 2.5 N/A 200, 9.58
1. The boom li ft capaci ty of all holds i s 70 LTON (156,800 lb, 7000 kg).
2. RORO clear hei ghts are based on smallest constrai nts (hei ght of waterti ght doors) on route from si de port openi ng
to hold. These values are actual di mensi ons. For desi gn purposes, subtract 6" from the RORO and LOLO clear hei ghts
to ensure adequate clearance
58
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External
R amp
C rane C argo D eck R amp
Total D eck N o. of Ac c e s s
Vessel N o. of Length B eam C apacity D eadweight H eight C apacity
Area L o we r D oor
C lass ships (ft, m) (ft, m) (LTON , lb, (LTON , lb, R an g e (LTON ,
(ft2, m2) D ecks 1 (width by
kg ) kg ) (ft, m) 2 lb, kg)
height)
(ft, m) 3
199,362 to
70 14,210 8' 0" to 30' 0" by 72.0
946 106 206,963
FS S 8 156,800 31,830,400 5 19' 6" 13' 1" 161,280
288 32 18 521 to
71 124 14 438 269 2.4 to 5.9 9.1 by 3.99 73 155 4
19 228
387,662 to
113 19,039 7' 6" to 40' 0" by 125.0
LMSR 950' 106 392,584
15 253,120 42,647,360 6 21' 0" 16' 0" 280,000
(new) 290 32 36 015 to
114 813 19 344 576 2.3 to 6.4 12.2 by 4.9 125 000
36 472
907 to 302,087 to
106 113 15,205 5' 5" to 23' 0" by 125.0
LMSR 956 321,831
4 32 253,120 34,059,200 6/7 17' 9" 17' 0" 280,000
(conversi on) 276 to 28 065 to
114 813 15 449 040 1.6 to 5.4 7.0 by 5.2 125 000
291 29 899
18,450 5' 5" to 23' 0" by 65.0
680 97 167,359
C ape D 5 N/A 43,292,480 4 17' 10" 1 7 '' 0 " 145,600
207 30 15 548
18 746 123 1.6 to 5.4 7.0 by 5.2 65 000
36 19,327 9' 6" to 34' 4" by 128.0
653 94 161,372
C ape E 1 80,640 42,608,710 4 19' 0" 18' 3" 286,661
199 29 14 992
36 000 19 637 198 2.9 to 5.8 10.5 by 5.6 130,000
39 28,278 5' 9" to 39' 4" by 225
750 106 214,365
C ape H 3 87,360 63,342,720 4 20' 7" 20' 8" 504,000
229 32 19 915
39 000 28 731 862 1.8 to 6.3 10.5 by 6.3 228 611
30 13,244 9' 11" to 40' 0" by 100.0
685 102 149,088
C ape I 4 67,200 29,666,560 4 17' 11" 16' 0" 224,000
209 31 13,851
30 000 13 456 466 3.0 to 5.5 12.2 by 4.9 100 000
21,599 10' 1" to 82' 0" by 200.0
696 106 146,895
C ape K 2 N/A 48,381,760 3 21' 11" 22' 11" 448,000
212 32 13 647
21 945 665 3.1 to 6.7 25.0 by 7.0 200 000
13,521 13' 8" to 12' 8" by 30.0
682 75 75,644
C ape L 2 N/A 30,287,040 3 17' 5" 14' 2" 67,200
208 23 7028
13 738 012 4.2 to 5.3 3.9 by 4.3 30 000
25 15,896 9' 10" to 24' 10" by 91.6
635 92 118,780
C ape O 1 56,000 35,607,040 4 20' 8" 22' 3' 205,184
194 28 11,035
25,401 16 151 130 2.0 to 6.3 7.6 by 6.8 93 070
41' 0" by
200.0
23' 6"
448,000
12.5 by 7.2
203 209
15,808 11' 2" to (stern)
648 106 176,313 (stern)
C ape R 3 N/A 35,409,920 4 22' 7" 21' 0" by
198 32 16 380 60.0
16,061,718 3.4 to 6.9 20' 4"
134,400
6.4 by 6.2
60 000
(si de)
(si de)
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External
C rane C argo D eck R amp R amp
Total D eck N o. of
Vessel N o. of Length B eam C apacity D eadweight H eight Ac c e s s C apacity
Area L o we r
C lass ships (ft, m) (ft, m) (LTON , lb, (LTON , lb, R an g e D oor (width (LTON ,
(ft2, m2) D ecks 1
kg ) kg ) (ft, m) 2 by height, lb, kg)
ft, m) 3
19' 0" by
12' 0"
5.8 by 3.7
60 7,486 6' 11" to 60.0
499 78 88,357 (stern)
C omet 1 134,400 16,768,640 4 17' 0" 134,400
152 24 8209 15' 0" by
60 963 7 606 150 2.1 to 5.2 60 000
12' 0"
4.6 by 3.7
(si de)
18' 0" by 56.0
13' 0" 125,440
5.5 by 3.4 56 000
70 9,460 8' 6" to
540 83 103,440 (stern) (stern)
Meteor 1 156,800 21,190,400 4 14' 0"
165 25 9610 15' 0" by 54
71 124 9 611 833 2.6 to 4.3
13' 0" 120,960
4.6 by 4.4 54 000
(si de) (si de)
17' 0" by
18' 0"
55.8
5.2 by 5.5
120 9,225 7' 11" to 124,992
Adm. Wi lli am 694 92 153,825 (stern)
1 268,800 20,664,000 4 14' 8" 55 800
M. C allaghan 12 28 14 291 15' 0" by
121 926 9 373 061 2.4 to 4.5 (stern and
13' 0"
si d e )
4.6 by 4.0
(si de)
117 19,278 6' 6" to 43' 0" by 66.0
673 106 184,511
MPS Amsea 5 262,080 43,182,720 7 15' 0" 15' 1" 147,840
205 32 17 142
118 878 19 587 411 2.0 to 4.6 13.1 by 4.6 66 000
21' 3" by
15' 4"
66.0
6.5 by 4.8
120 14,488 7' 8" to 147,840
755 90 140,697 (stern)
MPS Maersk 5 268,600 32,453,120 4 29' 6" 66 000
230 27 13 071 28' 0" by
121 926 14 720 532 2.3 to 9.0 (stern and
11' 0"
si d e )
8.5 by 3.4
(si de)
98.4 19,069 6' 6" to 44' 0" by 200.0
MPS 821 106 149,874
3 220,416 42,714,560 5 18' 0" 18' 1" 448,000
Waterman 250 32 13 924
99 979 19 375 057 2.0 to 5.5 13.4 by 5.5 203 210
1. The number of lower decks i ncludes any car or retractable decks.
2. The values gi ven are actual di mensi ons. For desi gn purposes, subtract 6" from the maxi mum deck hei ght to ensure adequate
clearance.
3. The values gi ven are actual di mensi ons. For desi gn purposes, subtract 12" from the wi dth values and 6" from the hei ghts values to
ensure adequate clearance.
4. The number gi ve i s for pi ersi de operati ons. The ramp capaci ty for i nstream operati ons i s 54.9 LTON/122,976 lb/55 781 kg at sea
state 3.
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5.3.8.1 General.
Once in the theater of operations, Army, Navy, and Marine Corps watercraft are
used for port, inland waterway, LOTS, and intratheater movement operations. These
watercraft support operations in and around seaports when port facilities are
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Ship Ty pe Lighterage
LOTS operations, including those in remote areas with unimproved beaches. Table 17
provides transport weights and dimensional constraints for the landing craft. Figures 20
to 22 show plan views of the LCM-8, the LCU-2000, and the LSV.
5.3.8.3 Amphibian.
The lighter amphibious resupply cargo-60 tons (LARC-LX) is used to transport
tracked and wheeled vehicles, including beach preparation equipment and sustainment
cargo from ship-to-shore or inland transfer points. The LARC-LX is a 1950s design
using antiquated technology. It can be transported on a semi-submersible vessel, in the
well deck of an LSD, or aboard a SEABEE. It is the only amphibian in the Army
inventory, and the only vessel capable of landing on a beach through a breaking surf.
The LARC-LX can be deck-loaded on a commercial vessel or heavy lift ship for
transport overseas. It will be used with the Navys newest Off-Shore Petroleum System
to deliver the beach termination unit and beach tractor to the beach. It will also be fitted
with a large winch to haul conduit ashore. Figure 23 shows a plan view of the LARC-
LX.
5.3.8.4 Air-cushioned.
The current air cushioned amphibious craft is the U.S. Navys lighter air cushioned
air cargo (LCAC). The LCAC is a high-speed, over-the-beach fully amphibious landing
craft capable of carrying a 60-75 ton payload. It can operate from existing and planned
well deck ships and transport weapons systems, equipment, cargo, and personnel from
ship to shore and across the beach. The transport weight and dimensional constraints
for this craft are given in table 18.
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Army
503 60.0
37' 0" 13' 8" 13' 8"
LARC -LX N/A 47 120,000 N/A
11.3 4.2 4.2
54 431
58.4 65
42' 9" 14' 6" 620 14' 6' (Bow)
LC M-8 N/A 116,800 130,000
13.0 4.4 58 4.4 (Bow)
52 980 58 967
65
18' 6" 14' 6" 269 14' 6' (Bow)
LC M-8 Mod 2 N/A TBD 130,000
5.6 4.4 25 4.4 (Bow)
58 967
179.2 97.5
105' 0" 17' 0" 3
1785 15' 1" (Bow)
LC U 1600 3
N/A 358,400 195,000
32 5.2 166 4.6 (Bow)
162 570 88 452
392 224
100' 0" 38' 0" 30' 0" (Bow) 2500 16' 0" (Bow)
LC U-2000 784,000 448,000
30.5 11.6 9.1 (Bow) 232.3 4.9 (Bow)
355,622 203 200
19' 0" (Bow) 2
2000 58.24
256' 0" 60' 0" 17' 0" (Aft) 10500 5.8 (Bow) 2
LS V 4,000,000 116,480
78.0 18.3 5.2 (Aft) 976 16' 0" (Stern)
1,814,400 52 835
4.9 (Stern)
815 4 35
185' 0" 78' 0" 14' 6" 12114 14' 4" (Stern)
HSV-X1 1,630,000 70,000
56.4 23.8 4.4 1125 4.4 (Stern)
739 368 31 752
691 4 75
207" 0" 78' 0" 15' 4" 14000 15' 5" (Stern)
HSV-X2 1,382,000 150,000
63.1 23.8 4.7 1300 4.7 (Stern)
626 865 68 039
820 4 72
207' 0" 78' 0" 14' 8" 14000 15' 0" (Stern)
TSV-1X 1,640,000 144,000
63 23.8 4.5 1300 4.6 (Stern)
743 904 65 318
Marine C orps
112 (Bow)
14' 3" (Bow) 224,000 (Bow)
143
121' 0" 25' 0" 5
1850 4.4 (Bow) 101 606 (Bow)
LC U N/A 286,000
36.9 7.6 171.9 18' 0" (Stern) 97.5 (Stern)
129 730
5.5 (Stern) 194,000
87 998
60 65
LC M Mark 8 42' 0" 14' 0" 588 14' 9" (Bow)
N/A 120,000 130,000
(steel) 12.8 4.3 54.6 4.5 (Bow)
54 432 58 968
60 65
LC M Mark 8 42' 0" 17' 0" 714 14' 9" (Bow)
N/A 120,000 130,000
(alumi num) 12.8 5.2 66.3 4.5 (Bow)
54 432 58 968
789.27 4 36.4
WestPac 279' 0" 78' 0" 14' 3" 30,912 16' 0" (Stern)
1,578,540 72,800
Express 85 23.8 4.3 2,872 4.9 (Stern)
716 026 33 022
N av y
60 28' 4" (Bow)
75.0
78' 0" 27' 0" 1,969 120,000 8.6 (Bow)
LC A C 4
N/A 150,000
23.8 8.2 183 54,431 14' 10" (Stern)
68 040
4.5 (Stern)
1. Values gi ven are actual di mensi ons. For desi gn purposes, subtract 12" (0.3m) from the wi dth for ramps and 6"
(0.15m) from the hei ght li mi tati ons to ensure adequate clearance.
2. For wheeled and tracked i tems, the wi dth of the ramp i tself i s 19' (5.8m). Therefore, the maxi mum wi dth, wi dth
from outsi de-of-ti re to outsi de-of-ti re or outsi de-of-track to outsi de-of-track i s 19' (5.8m) mi nus 1' (.3m) to ensure
adequate clearance on the LSV bow ramp.
3. The LC U 1600 C lass reached the end of i ts economi c useful li fe i n 1996, but a few remai n i n U.S. army Reserve
uni ts. The LC U 1646 was replaced by the LC U 2000. The cargo deck wi dth of the LC U 1600 C lass vari es from 17'
0" to 28' 0" throughout the vessel. For desi gn purposes, use 17' 0" as the worst-case value.
4. Thi s i s the total deadwei ght of these vessels. Mi ni mum fuel must be carri ed on board for the vessel to perform at
maxi mum payload capaci ty.
5. The cargo deck contact area pressure li mi t i s 80 psi (552 kPa). Areas used for loadi ng or unloadi ng cargo, such
as ramps, are restri cted to wheel or track loads equal to a verti cal load factor of 1.5g of the vehi cle wei ght. The
cargo capaci ty li sted for the LC AC i s at i ts overload wei ght (maxi mum cargo capaci ty). The normal capaci ty load i s
60 tons (120,000 lbs, 54 431 kg).
6. WestPac Express has two decks. D i mensi onal data i s for the mai n deck wi th mezzani ne deck rai sed. Area
i ncludes the mai n deck (20,074 sqft) and upper or mezzani ne deck (10,838 sqft). Overhead clearance for mai n deck
wi th mezzani ne lowered i s 8'10" and the hei ght of the mezzani ne deck i s 7'4". Payload i s 425 STON wi th full fuel and
no troops/306 STON wi th full fuel and 970 troops.
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Length
Hull (Less C ushi on) 8 1 '1 0 "
On C ushi on (C onventi onal Ski rt) 87'11"
On C ushi on (D eep Ski rt) 9 1 '9 "
B eam
Hull (Less C ushi on) 4 6 '9 "
On C ushi on (C onventi onal Ski rt) 4 7 '0 "
On C ushi on (D eep Ski rt) 49'2" @ reduced N2
47'8" @ desi gn N2
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LCAC are being modernized through a Service Life Extension Program (SLEP).
This program does not change LCAC dimensions, but it does increase the maximum
allowable craft weight (see table 19) and it changes the optimal longitudinal center of
gravity (LCG) position. All characteristics changed by SLEP are indicated as SLEP
LCAC. Regardless of listed capabilities, LCAC is much like an aircraft in operational
capability. In hot weather, LCAC capabilities are significantly reduced. It should also be
noted that in most cases LCAC loads are limited by cargo weight and not by cargo
square footage. Likewise, deep skirt is also a modification to the skirt system, which
allows the craft to operate higher above the water thus reducing the possibility of
damage to the craft in high sea conditions. This modification is a part of SLEP, but also
is installed on some standard LCACs.
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Table 20. LCAC specific limitations for the craft and cargo deck
Item Limitation
Maxi mum Allowable C raft Wei ght (i ncludes li ght craft wei ght, fuel 368,250 lbs conventi onal ski rt;
cargo, embarked personnel) 372,700 lbs deep ski rt
389,984 lbs SLEP LC AC
Opti mal Operati onal (cargo and fuel) Longi tudi nal C enter of 490-495 i nches Standard LC AC
Gravi ty (LC G) from the Forward Perpendi cular (FP) 480-485 i nches SLEP LC AC
Opti mal LC G Loaded (li ghtshi p plus cargo) 487 i nches Standard LC AC
481 i nches SLEP LC AC
Opti mal Transverse C enter of Gravi ty (TC G) C enterli ne
Maxi mum Allowable Footpri nt Wi thout Shori ng 8 0 p si
Tracked and Wheeled Vehi cles over 50,000 lbs C enter rai ls only
6000-lb Forkli ft (hard rubber ti res) movement on deck load li mi t 3,000 lbs
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rapidly reversed. LCAC is limited to 50 knots forward speed and with wind speed of 25
knots common in the operating areas, cargo can easily experience 75 knots of wind
over the deck. This does not include the salt spray/green water or rapid reverse
propeller pitch operations that dramatically increase the loading on cargo. These
environmental conditions have a major negative impact on transporting soft-top
vehicles. Numerous Class A mishaps have occurred due to soft tops coming loose and
being sucked into LCAC propellers. Likewise, doors on soft-top vehicles have come off
during transport and created Foreign Object Debris (FOD) problems. Studies are
currently underway to determine loading factors on LCAC cargo. Until the loading
factors are known and steps are taken to minimize the risk to LCAC operations, soft-top
vehicles that show significant wear may be required to have the soft-top removed prior
to transport.
G's
D irection
Peacetime C ombat
Forward 1.5 1
Aft 1 0.5
Si de/Transverse 1 0.5
Verti cal 1.5 0.5
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G's
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SLCPs are available online at www.fas.org. These SLCPs are submitted by the ship,
approved by group and are reviewed by the Type Commanders. SLCPs can be
obtained by contacting the appropriate Amphibious Group responsible for the specific
vessel.
Other military aircraft types with limited cargo capabilities and/or limited
numbers:
C-5C (2 modified C-5As used for Space Shuttle payloads)
KC-10 (Boeing (formerly McDonnell Douglas) DC-10-30 tanker)
KC-135A/E/R (Boeing 707 Tanker)
C-9A (21 Med-Evac Boeing (formerly McDonnell Douglas) DC-9-30s)
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5.4.4.1 Shoring.
Standard sized lumber and plywood are both used to shore aircraft loads. Shoring
is used to protect the aircraft floor, distribute cargo load over a larger area of aircraft
floor (and substructure), and, on occasion, to reduce the ramp-angle during vehicle
loading (see MILHDBK-1791). Shoring weight is part of the aircraft payload, reducing
the usable payload available for military equipment. On international flights, shoring
must meet treatment requirements to prevent the transport of insects and disease. The
shipper is responsible for any required shoring; it is not provided by the Air Force.
Systems should be designed to minimize the requirements for shoring to limit the future
logistics burden during air movement and minimize volume of solid waste generated.
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Table 23. Crash restraint criteria for Air Force fixed-wing aircraft
Aircraft Ty pe Forward G's Aft G's Lateral G's U p G's D own G's
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a. Strategic Deployment. The C-5 and C-17/C-17ER are the military aircraft for
equipment deployment. The C-141 is no longer in service. S/E should no longer be
designed for transport on this aircraft. A range of 3,200 nautical miles (nm) is required to
support efficient worldwide deployment. Conditions that reduce aircraft payload include
temperature, altitude, runway lengths and winds encountered. To ensure deployment
analyses reflect real-world deployment conditions in most operational scenarios, the
payloads that should be used for the C-17, C-17ER, and C-5 are 130,000 pounds (58
900 kg), 127,500 pounds (57 800 kg) and 178,000 pounds (80 700 kg), respectively. While
reduced range will allow increased payload, other factors (ground time for intermediate
stops, the potential for mission abort at intermediate airfields, and less direct routing)
result in reduced air fleet throughput.
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adequately long and wide dirt runway. Conversely, an aircraft would have to make an
assault landing on a paved runway that was not sufficiently long and/or wide for a
normal landing.
Operation of the C-130 into any airfield with a length between 3,000 feet and 5,000
feet, and/or a width between 60 feet and 80 feet is considered an assault landing. The
maximum payload the C-130 can deliver by assault landing is 35,000 pounds. If aircraft
fuel is not available at the assault airfield, this payload is further reduced to allow aircraft
fuel for a recovery flight.
Operation of the C-17 into any airfield with a length between 3,500 feet and 5,000
feet, with a width of at least 90 feet, is considered an assault landing. The maximum
payload is not limited when doing assault landings on a paved runway. Also, there is no
further reduction beyond the numbers shown in paragraph 5.4.5.3(b) when doing
assault landings on unpaved runways.
5.5.1 General.
LVAD (that is ~28 ft/sec (8.5 m/sec) parachute retarded descent) is used to support
mass assault or resupply military operations. The C-130, C-5, and C-17 aircraft have
airdrop capabilities. Energy-dissipating material placed between the item and the
airdrop platform (see para 5.5.3) mitigates landing shock. Rigged load height (item,
cushioning material and airdrop platform) vary with aircraft type and is shown in table
32. Acceptable item height also varies with equipment type and is shown in table 33.
Maximum gross rigged weights (GRW) for LVAD are shown in table 34. For equipment
design purposes, the maximum allowable item weights for LVAD are shown in table 35.
Actual weight allowed may vary based on final rigging procedures.
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C -2A(R)
Max. Payload 54,354 9,400/[N/A] 10,000
Wi thout C argo 950
Mi ssi on 24 650 4250/[N/A] 4530
C age
Max. Payload
155,000 47,328/[0] 34,965
KC -130R 2.5 Load Factor 3,000
70 300 21 500/[0] 15 860
(LF) 2
Max. Payload
175,000 47,328/[9,965] 45,000
KC -130R (Overload) 2.25 3,500
79 379 21 500/[4500] 20 400
LF
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Table 28. Cargo restraint criteria for Navy/Marine Corps fixed-wing aircraft
Ty pe/
Fwd G's Aft G's Lateral G's Up G's
C ategory of Aircraft1
C -130 3 2 1.5 2
Fi xed-wi ng cargo transport 3 2 2 2
C arri er Onboard D eli very (C -2) 20 7 7 4
1. For commerci al deri vati ves, use g-levels above for appli cable type/category or the
FAA requi rement, whi chever i s hi gher. For FAA requi rements lower than the values
above, approval wi ll be based on gui deli nes set forth i n NAVAIR Instructi on 13100.15
"Engi neeri ng Techni cal Revi ew of C ommerci al D eri vati ve Ai rcraft Programs."
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C argo D oor 2 55 65 50 65 60
1.3 1.6 1.2 1.6 1.6
C -12 52 52 167 54 57 200
S i de D oor 1.3 1.3 4.2 1.3 1.4 9.5 4
1. Ai rframe di mensi ons. For C -23 and C -12 allow 6 i n. (152 mm) at top and 10 i n. (254 mm) on one si de
(for crew passage) and 5 i n. (127 mm) on the other si de. When C -23 has cargo rollers i nstalled, use 72.5
i nches (1.8 m) for the compartment hei ght.
2. The left-si de crew door can be used to load cargo. (On the C -23A thi s door i s parti ally blocked by the
fli ght mechani c seat.)
3. Floor structural capaci ty i n mai n cabi n vari es from 125 to 150 lbs./ft2 (5.99 - 7.18 kPa). See fli ght
manual for detai led loadi ng li mi ts.
4. Floor structural load li mi t for cargo placed on the seat tracks. Use 100 lbs./ft2 (4.79 kPa) for cargo
placed on cabi n decki ng.
Aircraft
Fwd G's Aft G's Lateral G's Up G's D own G's
C -12 9 1.5 1.5 3 3
C -23A 9 1.5 4 3 6
C -23B 9 1.5 4 3 6
1. C rash restrai nt i s based on ti edown provi si on strength (ulti mate load) and addi ti onal
ti edown lashi ng to i tem hard-poi nts. C argo nets are also used, when appropri ate, on
small i tems.
C -130 C -5 C -17
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C -130 C -5 C -17
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5.6.1 General.
Rotary-wing aircraft (helicopters) are used mainly for short-range, tactical missions.
Tilt-wing aircraft allow vertical take-off and landing with greater aircraft range and speed
in flight over helicopters. Cargo is transported either internally or suspended externally
beneath the aircraft by special helicopter slings. Each aircraft has a published maximum
payload rating based on optimum flight conditions. However, mission specifics and
other factors will likely reduce actual flyable payload.
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H elicopter
Fwd G's Aft G's Lateral G's Up G's D own G's
UH-60A/LQ
MH-60K 12 3 8 3 -
HH-60L
C H-47D /F
4 2 1.5 2 4
MH-47E
1. C rash restrai nt i s based on ti edown provi si on strength (ulti mate load) and addi ti onal
ti edown lashi ng to i tem hard-poi nts. C argo nets are also used, when appropri ate, on
small i tems.
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2. P ayloads are not normally practi cal for Medevac versi ons (UH-60Q and
HH-60L); i t i s not possi ble to restrai n maxi mum payload wei ght to the
requi rements of Table 37.
Sea lev el, 60°F 2,000 ft, 70°F 4,000 ft, 95°F
H elicopter 1
(lb, kg) (lb, kg) (lb, kg)
1,763 1,622 724
UH-1N
800 736 328
5,925 5,955 3,503
C H-46E
2688 2701 1589
12,749 10,610 4,860
C H-53D
5783 4813 2204
29,941 27,827 17,004
C H-53E
13 581 12 622 7713
27,261 26,441 20,190
MH-53E
12 365 11 993 9158
3,763 3,802 2,323
SH-60B
1707 1725 1054
5,589 4,988 3,028
SH-60F
2535 2263 1373
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paragraph 5.6.4) certifies equipment for internal transport on Army helicopters. NAVAIR
certifies equipment for internal transport on Navy and Marine Corps helicopters.
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C argo H ook Sea lev el, 60°F 2,000 ft, 70°F 4,000 ft, 95°F
H elicopter 1
Limit (lb, kg) (lb, kg) (lb, kg) (lb, kg)
9,000 7,843 7,302 4,700
UH-60A
4082 3550 3310 2130
9,000 9,000 9,000 6,630
UH-60L
4082 4082 4082 3000
9,000 6,512 5,640 2,998
MH-60K
4082 2950 2550 1350
26,000 (11 800)
center 23,324 23,396 16,644
C H-47D
17,000 (7710) 10 580 10 610 7550
fwd/aft
26,000 (11 800)
center 20,657 19,171 16,567
MH-47E
17,000 (7710) 9370 8690 7510
fwd/aft
1. Mi ssi on:
-Warm-up, 8 mi n. @ i dle power.
-Take-off/hover out-of-ground-effect 1 mi n @ T/O power.
-C rui se @ 100 KTAS for 30 nauti cal mi les wi th external load.
-Hover out-of-ground-effect 1 mi n.
-offload payload.
-Return 30 nauti cal mi les @ best range speed.
-Land wi th 20 mi n reserve fuel.
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Sea lev el, 60°F 2,000 ft, 70°F 4,000 ft, 95°F
H elicopter 1
(lb, kg) (lb, kg) (lb, kg)
1,542 1,464 333
UH-1N2
699 664 151
5,801 5,268 3,416
C H-46E
2631 2390 1549
12,568 10,450 4,718
C H-53D
5701 4740 2140
31,321 27,689 16,706
C H-53E
14 207 12 560 7578
27,179 26,376 20,087
MH-53E
12 328 11 964 9111
4,583 4,172 2,248
SH-60B
2079 1892 1020
5,505 4,905 2,948
SH-60F
2497 2225 1337
6,144 5,546 3,589
HH-60H
2787 2516 1628
15,393 12,641 9,167
MV-22
6982 5734 4158
1. Mi ssi on:
-Warm-up, 8 mi n. @ i dle power.
-Take-off/hover out-of-ground-effect 1 mi n @ T/O power.
-C rui se @ 100 KTAS for 30 nauti cal mi les wi th external load.
-Hover out-of-ground-effect 1 mi n.
-offload payload.
-Return 30 nauti cal mi les @ best range speed.
-Land wi th 20 mi n reserve fuel.
2. C rui se w/external load at 65 KTAS. Insuffi ci ent power to crui se @ 100
KTAS.
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Meeting these requirements ensures that military equipment can be safely and
efficiently lifted or tied down for transport. The following paragraphs provide general
guidance on lifting, tiedown and cargo tiedown provisions. Consult MIL-STD-209 for
more detailed information on lifting and tiedown provisions.
(1) Equipment tiedown provision strengths are based on the gross weight of the
item/system.
(2) Equipment tiedown points should be located symmetrically about the item of
equipment, preferably mounted on the front and rear ends, and higher than the center
of gravity.
(3) Equipment tiedown provisions shall have the required strength to meet the
directional load factors in MIL-STD-209. These forces are applied statically and
independently. For design purposes, each tiedown provision shall be used for restraint
in only one longitudinal direction, either fore or aft, and only one lateral direction, either
left or right. Tiedown of equipment will be entirely by the tiedown provisions without
depending on any blocking or brakes.
(1) Required strengths for lifting provisions are based on the equipment gross
weight and items lift requirements (requirement for helicopter transport and crane lift).
(2) When locating lifting provisions the designer shall consider a range of sling
angles that will be used for lifting in the field. The range to consider is as follows: Sling
legs yielding a 45° equal length single apex sling assembly (with respect to the plane of
the provisions) to those same length sling legs attached to an 8-foot by 20-foot
container spreader bar. Sling legs are never less than 12 feet in length.
(3) Lifting provisions shall be located such that the item/system will not be
damaged due to compressive forces exerted on the item through contact with a sling
leg.
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(1) All cargo carrying vehicles/platforms shall have cargo tiedown provisions.
(2) The number of cargo tiedown provisions shall be determined by the size of the
cargo area.
(3) The strength of the cargo tiedown provisions is based on the maximum payload
capacity of the cargo area.
(1) Equipment with a payload greater than 5,000 pounds shall be equipped with
four large cargo tiedown provisions.
(2) Required strength of large cargo tiedowns is based on the maximum payload
rating of the cargo area.
(3) The front and rear end of the cargo area must be equipped with either two or
four large cargo tiedown provisions.
(4) If the cargo area is longer than 40 feet, then the cargo area shall be equipped
with two rows of large cargo tiedown provisions (either two or four provisions in each
row) along either side of the longitudinal centerline of the cargo area.
(1) Equipment weighing over 10,000 pounds that requires transport on USAF cargo
aircraft shall be equipped with supplemental air transport tiedown provisions. The
requirement for supplemental air transport provisions is in addition to meeting the
requirements for equipment tiedown provisions used for other modes of transport.
(2) The number of supplemental air transport tiedown provisions depends on the
weight of the item, the strength of the provisions, and the directional capabilities of the
provisions.
(3) The required strength for the supplemental air transport tiedown provisions shall
be 10,000 or 20,000 pounds for vehicles suitable for C-130 transport, and 25,000 or
50,000 pounds for C-17/C-5 transport.
(1) Provisions that can be removed are prohibited. A tiedown or lifting provision that
doubles as another device, such as a towing provision, shall not be used if the
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(4) All lifting, tiedown, and cargo tiedown provisions shall be designed to prevent
the movable parts from freezing in place during cold weather or from jamming because
of accumulations of mud, paint, rust, and/or infrequent use.
(5) The use of spreader bars to meet the requirements of MIL-STD-209 is not
allowed unless approved by SDDCTEA or the appropriate service transportability agent.
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40 12190 40' 0" 11985 39' 3-7/8" 2259 7' 4-31/32" 19 3/4 10 3/8
20 6055 19' 10-1/2" 5853 19' 2-7/16" 2259 7' 4-31/32" 13 1/2 10 3/8
10 2
2990 9' 9-3/4" 2787 9' 1-23/32" 2259 7' 4-31/32" 10 3/8 10 3/8
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8 by 8 by 20 85 80 219 52,900
2.44 by 2.44 by 6.10 2159 2032 5563 23 995
8 by 8 by 40 85 80 460 67,200
2.44 by 2.44 by 12.19 2159 2032 11 684 30 482
67,200
8 by 9.5 by 40 85 100 460
2.44 by 2.90 by 12.19 2159 2540 11 684 30 482
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transportation, handling, and storage. See 4.6 for more information about transporting
hazardous materials.
5.8.4 Flatracks.
This section addresses the ISO flatracks, FSS (35-foot (10.5 m)) flatracks, and the
conventional containership (40-foot (12 m)) heavy-duty units. There are other flatracks
available in varying sizes, configurations, and methods of employment. Flatracks are
portable, open-top, open-side, tween-deck (see 3.50) cargo-carrying platforms that fit
into the standard cells of container-carrying ships (see fig 30). The heavy duty flatracks
have approximately twice the cargo capacity of commercial flatracks. The FSS and
heavy-duty flatracks provide the capability to stow vehicles, oversized equipment, and
breakbulk cargo that cannot be placed into containers. Heavy-duty and FSS flatracks
are provided with wood flooring and recessed 70,000-pound (310 kN) capacity D-rings
for securing cargo.
External Dimensions:
Length 40 feet 0 inch (1220 cm)
Width 8 feet 0 inch (244 cm)
Height 13 feet 0 inch (396 cm) *
*Some heavy duty flatracks have adjustable endposts allowing a cargo height
range from 8 feet 6 inches to 13 feet 0 inch.
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Ty pe I Ty pe II Ty pe III
Quanti ty aboard 53 22 3
NOTE: The maximum gross lifting weight of a heavy-duty flatrack, using a 40-foot
(12.19 m) spreader is 67,200 (30 480 kg) pounds.
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drawing of NATO STANAG 2413 and can be loaded, transported and unloaded using
the LHSs of the partner nations vehicles. The partner nations are the United States,
France, Germany, and the United Kingdom. Payloads on other than the PLS truck and
trailer will be reduced and limited by the vehicles LHS payload and rating.
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M1 (Intermodal) Flatrack
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5.9 Shelters.
5.9.1 General.
A rigid wall shelter is a transportable facility designed and constructed to house
equipment, such as electronics and communication systems, shop sets, medical
equipment, and so forth. These shelters see widespread use and are exposed to
multiple forms of transportation, which result in shelters being the primary interface for a
systems mobility. The DoD Joint Committee on Tactical Shelters (JOCOTAS) has
recognized a limited number of shelters as standard and acceptable for DoD use.
These shelters are identified in the Defense Acquisition Deskbook under JOCOTAS.
General design, construction and test criteria for DoD shelters are described in ASTM E
1925, Engineering and Design Criteria for Rigid Wall Relocatable Structures. Specific
performance, interface, and fabrication details are found in ASTM specifications for
each shelter type. Nonstandard shelters have not been demonstrated to be suitable for
transport within the DTS.
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85 5/8 79 1/16 70 1/8 78 1/16 75 3/32 64 3/32 30 55 19 9/32 15 7/32 3 1/2 37 36 39 2 3/32
S-250/G
2175 2008 1781 1983 1907 1628 762 1397 490 387 89 940 914 991 53
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mounting an auxiliary power unit. The LMS types are described in Figure 32. The LMS
configuration has been the basis of the production of three versions of the SICPS Rigid
Wall Integrated Shelter.
NSN: 5411-01-333-0663 S-787/G Shelter, Non-Expandable, Rigid Wall,
Integrated (SICPS Rigid Wall Shelter - Version 1)
The integrated shelter payload must meet the requirements of both the LMS
payload and the HMMWV total payload and individual axle load ratings.
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Tare Weight
Tare Weight
with mounting
without Pay load
Ty pe N SN kit and pintle D escription
mounting kit (lb)
extender
(lb)
(lb) 1
The basi c shelter consi sts of the shelter
structure wi th personnel door, a door access
ladder for when the shelter i s mounted on a
host vehi cle, a drai n plug i n the floor of the
I 5411-01-357-3582 608 746 3,300
shelter, front and rear vehi cle mounts wi th
hardware, i nserts for attachment of a bootwall,
roof-edge doubler plate, and fold out steps on
the si de wall.
Shelter modi fi ed. Thi s shelter i ncludes
everythi ng contai ned i n the type I basi c shelter
II 5411-01-357-3583 643 781 3,300 and i n addi ti on, a 29-i nch wi de by 33-i nch
hi gh tunnel across the bottom front of the
shelter wi th openi ngs on each si de.
1. The mounti ng ki t wei ghs 88 pounds and the pi ntle extender wei ghs 50 pounds.
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N omenclature A B C D E F G H I J K L
S-280/G, S-280
A/G, B /G C /G
(lb, kg) (lb, kg)
1,380 1,400
Empty wei ght
626 635
6,380 8,500
Gross wei ght
2894 3856
Li fti ng and
11,000 14,400
ti edown provi si on
4990 6532
capaci ty
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N omenclature A B C D E F G H I J K L M N O
1-side 2-side
N on-expandable
Shipping Mode expandable expandable
(lb, kg)
(lb, kg) (lb, kg)
3,860 5,520 6,950
Empty Wei ght
1751 2504 3153
11,140 9,480 8,050
Payload
5053 4300 3651
15,000 15,000 15,000
Total
6804 6804 6804
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5.10 Overloads.
5.10.1 General.
Items of equipment developed for movement by any mode of transport should meet
the payload limitations imposed by the transport equipment. Staying within the payload
capabilities of the transport equipment promotes safe transport, reduces potential
damage to transport equipment, and reduces transporter maintenance requirements.
When determining the payload and/or gross weight of the transport equipment, the
designer must consider all associated items of equipment that are transported with the
item or system. Consistent with the definition of gross weight and vehicle payload,
associated items of equipment may include such items as camouflage, concertina,
tents, extra fuel, water, spreader bar assemblies, and tools and spare parts.
5.11 Assembly/disassembly.
5.11.1 General.
The objective of transportability design is to ensure developed items of equipment
are capable of rapid and efficient deployment by all required transport modes. Large
and heavy items of equipment may not meet weight and dimensional transport
limitations, thereby requiring alternate routing, special procedures, and/or disassembly
for transport. This can cause unnecessary delays during item transport, costly delays
for receiving units, and use of valuable time to reassemble the item. When practical, an
item of equipment should be designed such that transport can be achieved without
major disassembly of the item.
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6. NOTES.
This section contains information of a general or explanatory nature that may be
helpful, but is not mandatory.
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APPENDIX
Appendix
Sample Problem for determining Bridge Formula Requirements
A.1 Scope.
This appendix establishes a sample application of the bridge formula.
A.3 Symbols.
As stated in paragraph 5.1.2.2, the following letter symbols apply.
W = overall gross weight on any group of two or more consecutive axles to the
nearest 500 pounds.
L = distance in feet between the extreme of any group of two or more consecutive
axles.
A.5.1 Example.
See figure 35. For a vehicle with weights and axle dimensions as shown in this
figure, bridge formula requirements are determined as follows.
A.5.1.1
Determine axle combinations to be analyzed. The contractor and/or MATDEV must
determine bridge formula requirements for all axle combinations. For the example in
figure 35, the possible axle combinations are:
1 through 2 2 through 4
1 through 3 2 through 5
1 through 4 3 through 4
1 through 5 3 through 5
2 through 3 4 through 5
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APPENDIX
A.5.1.2 Using bridge formula, determine maximum allowable loading for each
axle combination.
a. For the single axle (axle 1), tandem axles (axles 2-3 and 4-5), and vehicle gross
weight (axles 1-5); the actual axle loads must not exceed 20,000 pounds, 34,000
pounds, and 80,000 pounds, respectively. Please note that the bridge gross weight
formula defines a tandem axle as two or more consecutive axles whose centers may be
included between parallel vertical planes spaced more than 40 inches and not more
than 96 inches apart, extending across the full width of the vehicle. In figure 35, axle
groupings 2 through 3 and 4 through 5 are each spaced 4 feet apart. Therefore, these
two axle groupings are both tandem axles. As shown in the figure, the actual axle loads
for the single axle, tandem axles, and gross weight are 12,000 pounds, 34,000 pounds
(for both 2-3 and 4-5), and 80,000 pounds, respectively. Hence, the bridge formula is
not exceeded for these combinations.
b. For the other axle combinations, the following calculation shows an example of a
bridge formula calculation. This calculation is for the axle combination 1 through 3.
This is the maximum allowable load for axles 1 through 3 under the bridge formula.
All other axle combinations would be computed similarly to this.
For this axle combination, W actual (46,000 pounds) < W maximum (51,500
pounds).
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APPENDIX
d. Using the bridge formula, the maximum allowable loading for each of the
possible axle combinations for this example are (see A.5.1.1):
e. There is one exception to the bridge formula. Two consecutive sets of tandem
axles may carry a gross load of 34,000 pounds each providing the overall distance
between the first and last axles of such consecutive sets of tandem axles is 36 feet or
more. In figure 35, the distance between the first axle of grouping 2 through 3 and the
last axle of 4 through 5 is 34 feet. Hence, this example does not meet the exception.
f. Please note that for this example: For axle combination 2 through 5 W actual
(68,000 pounds) > W maximum (64,500 pounds). Therefore, the example in figure 35
does not meet the bridge formula because the loading for axle combination 2 through 5
exceeds the bridge formula allowable.
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Review activities:
Army - CR3, PT, SM, TM2
Navy - AS, CG, NP, TD
Air Force - 13
DLA - CC, DH, GS
Other - SE, SP
NOTE: The activities listed above were interested in this document as of the date
of this document. Since organizations and responsibilities can change, you should
verify the currency of the information above using the ASSIST Online database at http://
assist.daps.dla.mil.
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