MCHS 0398 - The Movement Controllers Handbook

RLC Movement Controller Handbook covering all aspects of Movement Control.

Page 1   Chapters 1 to 4

Page 2   Chapters 5 and 6

Page 3   Chapters 7 to 9

Page 4   Chapters 10 to 12  -  This Page

Page 5   Chapters 13 to 16

CHAPTER 10

NON-OPERATIONAL UNIT MOVES

CONTENTS

1001. Non-operational unit moves normally fall within two categories as follows:

a. Units warned for movement under the Arms Plot (issued by the Ministry of Defence, Military Operations/Deployments (MO/Deployments).
b. Units warned for emergency tours by the Ministry of Defence.

Issue of Movement Orders and Instructions

1002. MOD (MO) issues the General Staff movement order. This is the authority for all aspects of the unit move and includes the following information:

a. The headquarters responsible for the move.
b. General. Details of the unit to be moved and where it is to move to.
c. Movement timetable. Dates of movement for:

(1) Pre-advance party.
(2) Advance party.
(3) Main body.

d. Freight and baggage allowance details.
e. A list of current regulations relevant to the movement.

1003. Detailed movement instructions will then be issued by the district or other headquarters responsible for the move.

1004. Further information, current regulations, documentary requirements and other matters concerning unit moves are covered at the annexes to this chapter as shown at page 10-1.

Annex A to
Chapter 10

EXECUTIVE RESPONSIBILITIES FOR MOVEMENT BETWEEN THE UNITED KINGDOM AND NORTH WEST EUROPE

Annex B to
Chapter 10

1. Soundly based procedures in the early stages will ensure effective control for the duration of the move. To this end, following receipt of a MOD movement order, district/div HQ staff convene a movements conference; attendance of the unit emplanement officer (UEO) and the unit baggage officer (UBO) is essential, since both officers will maintain direct liaison with Movements staff throughout.

2. District/divisional tpt & mov staff prepare two separate movement instructions:

a. Movement Instruction (Air). This outlines all aspects of documentation and procedures affecting personnel and air freight. It will include an air movement table showing a breakdown of passengers by flights.
b. Movement Instruction (Surface). This defines detailed responsibilities for:

(1) Container control, stuffing, sealing and documentation.
(2) Recovery and excess charges - where applicable.
(3) Documentation requirements.

3. Units are required to submit requisitions for road transport to district/div HQ at least 3 weeks before the emplanement date. Coaches will then be arranged to convey personnel from unit lines to departure airfields as applicable. Baggage vehicles are the unit's own responsibility. (Overnight accommodation is normally arranged when flights are scheduled to depart before 1000 hours the following morning).

4. An essential pre-requisite for container stuffing requires all items to be pre-stacked prior to the arrival of the container. Container loads are to be stacked separately, ie regimental property loads and unaccompanied baggage are stacked separately. The internal dimensions of the container being stuffed are to be marked on the floor and all pre-stacking kept within the markings. Also, the height restriction is not to be exceeded (See Chapter 11 for container capacities and dimensions).

5. The loading of all freight into containers is to be supervised by the Movements staff. Tallying of loads and overall consolidation will be the responsibility of the unit baggage officer.

6. Movements staff, district headquarters and the GFA are to brief the unit on all Customs requirements, for the export or import of unit equipment, personal goods and accompanied and unaccompanied baggage. These are detailed in JSP 327, Chapter 10. Restrictions affecting the movement of regimental mascots, animals and plants are dealt with in JSP 327 Chapter 9.

7. Traffic dispatch advices (TDAs) are to be sent to the consignee/s concerned when the container/sis dispatched from unit lines.

8. The contents of a container are liable to shift during transit. Therefore, a supply of dunnage (unserviceable tyres are particularly suitable) should be provided by the unit to hold boxes firmly in place - especially adjacent to the container doors to prevent possible injury to personnel opening the container at the destination.

Annex C to
Chapter 10

1. The unit is required to provide personnel to assist the district transport and movements staff. Unit staff will be responsible for the preparation of documentation for movement of personnel and dependants by air. Also, for documenting, collecting, stacking and loading regimental property and personal unaccompanied baggage to containers.

Unit Nominated Staff

2. The air movement phase is to be controlled by a unit emplanement officer (UEO) with the assistance of one SNCO.

3. For the surface movement of freight a unit baggage officer (UBO) and one SNCO should be provided.

4. Both the UEO and UBO should maintain close liaison with district Movements staff throughout all stages of the move.

Air Movement

5. The air movement instruction issued by district/divisional tpt and mov staff states whether units are to use nominal rolls for MMARS or F Mov manifests for each flight.

6. Freight. Authorised air freight, normally 500 lbs (227 kgs), is usually allocated to RAF aircraft transporting the unit pax. Methods of application are:

a. When movement is by RAF aircraft, F MOV 238 is to be prepared by the UEO and handed to the district Movements staff at the MCCP.
b. If travelling by civil charter aircraft, then MOD Mov 2 (A) will allocate the freight to a specific aircraft.

7. Personal Weapons. Arms should be transported in appropriate holders or hessian wrapped in bundles of five.

8. Prohibited and Dangerous Items. The unit's attention is to be brought to the list of prohibited and restricted articles in passenger baggage when moving by air.

9. Transport. Requisitions for transport (AF F756) to the departure airfield or JSATC Stanbridge should be submitted to district HQ branch at least 3 weeks before the emplanement date.

10. Containerisation affords security and reduces the number of times a package is handled. Heavy robust packing cases should be avoided in favour of the lightweight pattern. The use of cardboard/Triwall boxes is also recommended.

11. Marking. All packages are to be marked as follows:

a. Regimental Property.
    Identity (eg Officers Mess)
    Regiment/Unit
    Number of boxes (eg 1 of 8)
    Weight (kgs)
b. Unaccompanied Baggage.
    Number, rank and name of owner
    Squadron/battery/company
    Number of box (eg 1 of 6)
    Weight (kgs)

12. Freight Areas. Adequate, covered and secure accommodation should be set aside, in which container loads may be pre-stacked and in which the incoming units property can be stored separately.

13. Accounting. It is the responsibility of the UBO to check, tally, measure and weigh each item of regimental property and unaccompanied baggage. The UBO must also maintain separate records of ownership and the weight of each item.

14. Excess Cubic Measurement Quantities in excess of entitlement may be dispatched on repayment at current rates.

Annex D to
Chapter 10

SUMMARY OF DOCUMENTATION -
COMPLETION AND DISPOSAL

Appendix 1 to
Annex D to
Chapter 10

In consideration of the Ministry of Defence (Army) moving in containers from .............. to ............... the amount of Regimental Property of the Regiment under my command that be in excess of the scale of entitlement to movement as laid down in the Joint Service Manual of Movements (JSP 327), Chapter 2, Annex A

I ....................................... the Commanding Officer the ....................................... hereby agree to indemnify the Ministry of Defence (Army) to the extent of the cost of such movement on the understanding that the rate to be charged per kilogram of excess Regimental Property shall be that applicable to excess Unaccompanied Baggage as notified in DCIs. And I undertake to effect the payment of such a charge through Imprest Account on submission of AF O 1680 prepared by the Transport and Movements Staff controlling the move, when the move has been completed.

Signed ..............................

Witnessed ........................

Witnessed ........................

Date .................................

Appendix 2 to
Annex D to
Chapter 10

SCALES OF ENTITLEMENT

Entitlements for moving unaccompanied baggage within the United Kingdom

Table 1

Baggage entitlement for unaccompanied moves between overseas commands and the United Kingdom on temporary duty and courses of instruction.

Table 2

Baggage entitlement for unaccompanied moves between overseas commands and the United Kingdom on inter-tour leaVe.

Tables 3

Army personnel entitlements to unaccompanied baggage for moves to, from and between commands and stations abroad on permanent change of station or on termination of service.

Table 4

Notes:
(1) Prams. A family may take a perambulator in addition.
(2) Servants/Nannies. Those granted free passages are entitled to0.58cum(104 kg) as unaccompanied baggage.
(3) Personnnel Maristat 2. Those individuals divorced, separated or estranged from their spouse who have legal custody of their children are eligible for the appropriate allowance shown in column (b) and double the child's allowance for each accompanying child.
(4) Own Way Passage. Personnel permitted to travel under own arrangements (ie 'own way passage') are entitled to an additional unaccompanied allowance of 0.15 cu m (27 kg) for each person travelling in the car who would otherwise have travelled free under official arrangements.
(5) Partial Defurnishing Allowance. Applicable to; NWE (Belgium, Holland arid Germany), Denmark, Sardinia, Gibraltar, Cyprus, BATUS but not Hong Kong.
Available to: Married accompanied personnel proceeding to the above areas only.
        Amount: Officers 2.12 cu m (380 kg)
                       Soldiers 1.7 cu m (305 kg)
(6) Spouses joining service personnel:
        Spouses entitlement = Column (c) - Column (b).

Appendix 3 to
Annex D to
Chapter 10

The amount of regimental, public property and equipment which units are entitled to move on change of station is given at Annex A to JSP 327. In all cases authority for movement is issued by the MOD (MO 1 Deployments), the amount being restated in the General Staff Movement Order. This figure can vary from that shown at the Annex, depending on the circumstances under which the unit is moving or deploying. If a unit considers that it has a case for additional regimental or public property or equipment in excess of the published scales or the General Staff Movement Order then the additional authority of MOD (MO 1 Deployments) is required through the normal chain of command.

Appendix 4 to
Annex D to
Chapter 10

FMT 1
DISPATCH OF FURNITURE MOVEMENT TRIAL CONSIGNMENTS - ARMS PLOT MOVES

Appendix 5 to
Annex D to
Chapter 10

MANIFEST OF REGIMENTAL AND PUBLIC PROPERTY

    Appendix 6 to
Annex D to
Chapter 10

NOMINAL ROLL - UNACCOMPANIED BAGGAGE

Appendix 7 to
Annex D to
Chapter 10

CERTIFICATE OF ACCEPTANCE/LIABILITY

    Appendix 8 to
Annex D to
Chapter 10

CERTIFIED that the stores shown at PART C which are for loading in aircraft Flight No .......... are despatched abroad for the maintenance and/or training of HM Forces and are not for sale or re-sale.

Signed ...............................................................

Rank .................................................................

Unit ...................................................................

Date ....................................

I CERTIFY that the materials shown at PART C which are for loading in aircraft Flight No ............... are fit for normal transport and are packed and sealed in their approved containers.

Signed ......................................................

Rank ........................................................

Date .........................................................

Unit ..........................................................

NB. Use continuation sheet if necessary.

Appendix 9 to
Annex D to
Chapter 10

UNIT: Moving from .................................... to ...............................................

1. Establishment No ......................                        Estb str (Excl Offrs) .....................................

2. Entitlement (In accordance with JSP 327)

Band ..........................................

Education Stores .......................

Offrs Mess ................................

Sgts Mess .................................

Orderly Room Stores................

QM Stores (Clothing etc @ 16 kg/ man on estb str) ..........................................................

Recreation Room (incl PRI and Sports Store) ...................................................................

Authorised Excess ....................................

Total .........................................................

Total converted to cubic metres (Divide by 1000, multiply by 4) ........................................

3. Amount Dispatched

4. Excess

5. Amount to be recovered from unit at *£ ....... per cubic metre

Part Two

Certificate by Unit

6. Certified that the strength shown at paragraph 1 represents the establishment strength and not the effective strength of this unit, excluding officers.

Date .....................                           Signed..........................................................................

Appointment................................................................

Certificate by Transport and Movements Branch

7. Certified that the amount shown at paragraph 3 above was the total amount of Regimental and Public Property dispatched by ................. and that the following containers were used to effect its movement:

....................(Qty)

....................(Type)

Date ............................................................

Signed .........................................................

Appointment ...............................................

* As shown in current DCIs.

Annex E to
Chapter 10

PROHIBITED ITEMS - PERSONAL EFFECTS

1. The prohibitions concerning items that may not be consigned are fully covered by Army regulations and the Customs authorities in destination countries. The following therefore is a consolidated list of items that may not be included in unaccompanied baggage:

a. Firearms (including shotguns, antique weapons and offensive weapons of all kinds).
b. Ammunition, explosives or other dangerous inflammable or corrosive materials and liquids.
c. Drugs of any kind.
d. Wines and spirits.
e. Tobacco products.
f. Currency or currency instruments.
g. Compressed gas and aerosol containers of all types regardless of contents.
h. Cigarette lighters, unless new, unused and empty with flint removed.
j. Motor car parts, motor cycles (including mopeds or motorised cycles) or any other motor vehicle capable of being driven on the roads. Internal combustion engines or any part thereof other than engines of Go-carts or motor mowers.

Restricted Items

2. Portable radios, tape recorders, hearing aids and any other transistorised equipment may be consigned in unaccompanied baggage, only if the batteries have been removed.

Insurance

3. Baggage is conveyed in ISO containers as part of a unit's container move at the OWNER'S RISK, and personnel are advised to arrange insurance against loss or damage. This is under private arrangements; guidance is given in current DCIs (A) and AGAI, Vol 32, paragraphs 90.135 to 90.139.

1101. The efficient and speedy handling of both loose and containerised cargo is an essential element in the transportation of military freight and supplies. It is important therefore that the RLC movement controller possesses a working knowledge of packaging, palletization and containerization, as well as being familiar with the various types of mechanical handling equipment commonly in use.

1102. With limited resources in both manpower and equipment, it is the responsibility of military staff at all levels to seek and apply the most efficient methods of moving freight. In principle, the transportation of small individual items is very inefficient and should be avoided wherever possible. Military cargo and stores should therefore be aggregated and palletised or containerised to permit handling with mechanical handling equipment (MHE), thereby reducing manpower requirements and transit times.

1103. Although the palletization of freight and stores is an effective means of reducing manpower and speeding movement, transportation by ISO container provides many advantages and is the optimum method. It achieves a substantial saving in manpower, materials and time, greatly enhancing the control of freight in transit. As an intermodal operation containerization simplifies trans-shipment, although sophisticated mechanical handling equipment and suitable road vehicles are necessary. Whilst container movement also provides protection, security and anonymity for consignments of freight, stuffing and restraint require additional skilled manpower to achieve the even distribution of the load and safe stowage. This can be a time consuming operation and must be offset against the time saved in handling further along the movement chain.

1104. Specifications, data, operating procedures and other important information on palletization, containerization and mechanical handling equipment are detailed in the annexes to this chapter as listed.

Note: Container Movement. Arrangements for the movement of military consignments by container are currently under review. Any resultant changes to the procedures detailed at Annex D to this chapter will be notified as an amendment in due course.

Annex A to
Chapter 11

1. Fundamental to any handling system are the loads which have to be handled. Unitized loads should be moved intact from the source to the distribution point, or the user as far forward in the supply chain as is practicable.

2. Unit loads intended for movement through the combat service support system should incorporate pallets which conform to the parameters of the standard NATO pallet as set out in STANAG 2828. The standard MOD pallet does so.

3. Standard Unit Loads. Where possible unit loads incorporating the standard MOD pallet should conform to the dimensions and weight of the standard unit load which are:

a. Maximum plan dimensions - 43 x 52 inches (1092x1319mm).
b. Maximum height:

(1) All materiel other than ammunition - 62 inches (1600mm).
(2) Ammunition - 54inches (1372mm).

c. Maximum weight - 4000 pounds (1800kg).

4. The shape, dimensions and weights of individual cartons or packages to be loaded onto pallets determine various types of loading for any specific item of cargo. Loads so constructed are subjected to a rigorous system of tests simulating every normal force or movement which they may encounter during movement from manufacturer to unit, to determine the best design. The result is then published as a unit load specification (ULS), giving the number of items, dimensions and weight.

5. A unit load may however, if essential and for valid practical reasons, exceed one or more of the limiting dimensions. In such cases the relevant ULS is clearly marked 'special' and must be treated as such by planners and handling agencies.

6. Specifications and other information for unit load containers and unit load standards are shown at Appendix 1 to this Annex.

7. Flat pallets are normally constructed of steel or timber and are either two-way or four-way according to the number of sides which will accept fork lift equipment.

8. Whilst there are two sizes of standard NATO pallet, the British Ministry of Defence has standardized on only one of these for the unitisation of combat supplies and defence stores. This is now regarded as the standard MOD pallet and measures 1000mm x 1200mm. It is a four-way soft wood pallet with peripheral base and wings. It can be stacked three high when carrying the maximum 4000 pound load and handled by crane fitted with a universal pallet sling. An illustration and further details on four-way pallets are shown in RLC GSTP, Port Operators Handbook, Pamphlet 3, Army Code No 70648 (3).

9. The Post Pallet. This is a pallet with a fixed or detachable superstructure of posts, with or without rails or sides. It permits stacking without compressing the load. In its normal form, the platform is of the same dimensions as the standard MOD pallet, with an internal depth of 940mm. Constructed of tubular steel, the post pallet has detachable mesh sides and is supported on small cupped feet. Special care must be taken to ensure that the concentrated weight does not cause building or aircraft floors to be damaged or pierced. Further information on post pallets is also given in the Port Operators Handbook.

10. The Enclosed Box Pallet. With a pallet base, the enclosed box pallet has metal, wooden or plastic sides and top to form a miniature container. It affords considerable protection to the cargo and has most of the advantages of a fall sized container. Pallets of this type may be cheap, flimsy and non-returnable, or robust and costly. Their use in the Services is restricted to very specific requirements.

11. The RAF Master Pallet. This is an air transport pallet measuring 2743mm x 2235mm and is designed to take four standard MOD pallets up to a maximum weight of 4500 kg.

12. The POL Pallet. This is a skid mounted rectangular frame, constructed of fabricated angle iron with a flat steel and round bar supporting structure. The base is made from corrugated sheet steel drilled to allow spilled fluids to flow out. A spigot and locating hole system on the four comer posts provide a locking arrangement for pallets when stacked. Each pallet is capable of carrying 21 jerrycans (420 litres of fuel). Handling is effected with 'A1 or 'B' Fork Lift Trucks, four way entry. Hand or powered pallet trucks can only be used on a two-way entry basis from the 1325mm sides. The pallets when loaded with POL containers should only be handled by protected equipments meeting the national safety regulations appropriate to that hazardous zone. Definitions of hazardous zones are laid down in JSP 317.

13. Standard 1 Tonne Soft Wood Pallet. This is identified by the letters 'IT' stamped on the centre blocks. Primarily a depot pallet, it is used where the robustness and weight carrying capacity of the NATO pallet is not required It can be handled from all sides by fork lift and pallet trucks and is capable of being slung using the universal pallet sling. This pallet is not to be used with ammunition. The dimensions and capacity are as follows:

a. Length            1200 mm
b. Width              1000 mm
c. Height               160 mm
d Capacity          1000 kg

14. Crate Wood Wire Bound. This is a two-piece storage and transportation container comprising a vertical wood- slatted collar with binding wire stapled to wooden cleats, assembled onto a four-way entry wooden spillage base. It can be handled by all MHE, and when used in conjunction with a top gate can be stacked three high. The dimensions and capacity of the crate are:

a. Length          1200 mm
b. Width            1000 mm
c. Height           1000 mm, 800mm or 600mm
d. Capacity         508 kg

Appendix 1 to
Annex A to
Chapter 11

1. The following types of Unit Loads are currently in use with the Land Service:

a. Unit Load Standard (ULS).
b. Unit Load Container (ULC).

Unit Load Standard (ULS)

2. A ULS is an approved specification for securing a given number of approved ammunition container assemblies (ACA) or large calibre shells onto a standard MOD pallet.

3. All ULS are serial numbered for identification and reference purposes. This type of unit load is termed a break bulk.

4. There are two types of ULS currently in use:

a. Metric ULS. These incorporate the 1200mm x 1000mm metric size pallet. Metric ULS are serial numbered from 200 to 399 inclusive.
b. Imperial ULS. These incorporate the 48inx 40 in (1219mm x 1016mm) imperial size pallet. Imperial ULS are serial numbered from 1 to 199 inclusive.

5. All new ULS currently being produced incorporate the metric size pallet. There are however a substantial number of ULS in service that incorporate the imperial size pallet, although these are gradually wasting out.

6. Palletized loads are normally only rebuilt when the pallet is damaged. When re-palletization of ammunition is necessary it is only to be rebuilt onto metric pallets where a ULS to the metric specification has been published.

Unit Load Container (ULC)

7. A ULC is a specially designed container that incorporates the standard metric pallet criteria as an integral part of its design.

8. ULCs are serial numbered from 001 upwards. However, they are also allocated a previously unused ULS serial number from 1 to 399. This results from technical restrictions in ammunition accounting.

9. ULCs permit a high density ratio in respect of volume, weight and quantity of ammunition, while complying with the weight and dimensional criteria.

10. The ULC has two main advantages over the ULS. These are:

a. Quick and easy access to the contents.
b. The contents are not required to be contained in individual outer packages, thus reducing manpower and litter.

11. A special ULS is a unit load that exceeds the permitted overlap limits.

12. A special purpose pallet is one specifically designed for the type of load carried and will generally exceed the maximum limits allowed for unit loads.

Note: Special purpose pallets should not be confused with special ULS.

Annex B to
Chapter 11

1. A typical designation for a fork lift truck is:

TIFL/4000/24/12/CI

2. Each part of the designation provides information as follows:

TIFL - Truck industrial fork lift.
/4000 - Maximum lifting capacity in pounds.
/24 - Inch centres (distance from face of heel of forks to centre of gravity of rated load).
/12 - Height of lift in feet.
/CI - Motive power (diesel).

3. On all Service fork lift trucks this information is normally shown on a plate affixed to the mast.

4. The stability of the truck depends not only on the weight of the load but also on the distance of the centre of gravity of the load from the pivot point. This distance is calculated using two factors as follows:

a. A constant factor                                                       (K)
b. The inch centres of the load                                      (D)

5. The constant factor is the measurement in inches between the centre of the front axle and the face of the heel of the forks, with the mast vertical. This measurement will vary with different makes and different rated capacities.

6. The measurement in inches from the face of the heel of the forks to the centre of gravity of the load being lifted with the mast vertical is the inch centre.

7. The rating of a truck is measured in inch/pounds and known as the inch pound rating or IPR. This rating is the product of the rated load (W) multiplied by the constant factor and distance of the centre of gravity of the load from the pivot point (K + D). Therefore, IPR = W (K + D).

8. Using the TIFL described in paragraph 1, the IPR can be calculated using the above formula as follows:

W = 4000 lbs
K = 18 inches (by physical measurement)
D = 24 inches
W (K + D)   =   4000 (18 + 24)
                     =   4000 x 42
                     =   168,000 inch pounds.

9. Having found the IPR of the fork lift truck it is now possible to determine accurately what loads can be safely lifted at varying inch centres.

10. For example, a box measures 100 inches x 50 inches and weighs 3905 pounds. The formula used is:

W   =   IPR
           K+D

IPR   =   168000 inch pounds

K   =   18 inches

D   =   25 inches (Half of the shortest measurement)

K+D   =   43 inches

Maximum Lift of TIFL   =   168000
                                                  43

                                         =    3906 pounds.

Therefore, it is safe to lift a box of these dimensions and weight, but only when the longest dimension is in the vertical position.

Annex C to
Chapter 11

1. Whilst some authorities apply slightly different specifications, the International Standards Organisation define a freight container as:-

a. An article of transport equipment of a permanent character, strong enough to be suitable for repeated use and inherently suitable for the storage of materiel.
b. Specially designed to facilitate the carriage of materiel by one or more modes of transport, without intermediate reloading.
c. Fitted with devices permitting its ready handling, particularly from one mode of transport to another.
d. So designed as to be easy to fill and empty.
e. Having a minimum internal volume of one cubic metre (M)

2. The main advantages are:

a. Reduction in pilferage of cargo.
b. Extremely fast method of transportation.
c. Reduction in damage to cargo.
d. Reduction in cost (once the initial outlay has been met).
e. Reduction in cargo documentation.
f. Reduction in packaging of certain cargoes.
g. Door-to-door delivery.

3. These are:

a. Single system of transporting cargo (inflexibility).
b. The initial financial outlay (ships, quays, MHE).
c. The apportioning of responsibility for damaged cargo.
d. The large space required for stacking empty containers.
e. The strict control required to determine the exact whereabouts of containers.
f. The potentially poor utilisation, particularly when shipping to a remote area where the possibility of a return load is unlikely.

Types of ISO Container

4. There are four main groups of container within which there are many variations and systems. These are:

a. Enclosed Containers. An enclosed container has a metal skin of either steel or alloy completely covering the container. Access is either by side or by end doors which, when closed, are watertight and capable of being sealed.
b. Open Containers. Open containers are usually referred to as 'tiltainers' and include many variations, some having ridged walls, others having slatted sides which are removable. All of this type are capable of being loaded from the top and are covered by either a canvas or plastic tilt; hence the name.
c. Tank Containers. For bulk liquids or compressed gases.
d. Dry Bulk Containers. For gravity discharge and pressure discharge (ie for grain).
e. Platform Containers. Essentially flats without superstructure, and consequently do not belong in a fully automated container system since they cannot be top lifted when loaded.
f. Special Containers. These include cattle, collapsible, thermal and refrigerated types.

5. Royal Navy Chacon Containers. These are small, wooden, collapsible containers approximately 2440 mm in each dimension.

6. Pre-planning. Before a container is ordered, it is essential to determine the volume and the weight of the stores or cargo to be moved to ensure that the most suitable container is procured. It is particularly advisable to pre-plan the container load in detail when a mixed cargo is to be loaded. A pre-stowage plan should be drawn to scale on graph paper to simulate a detailed layout of the stow. Experienced personnel may dispense with this, but a good pre-stowage plan is a valuable aid. The following points should be observed:

a. The maximum payload of the container (container weight when Ml less weight when empty). This must not, under any circumstances, be exceeded.
b. The floor loading must never exceed 21.87 tonnes per square metre. If necessary timber should be used to spread the load when this rating is likely to be reached. .
c. The load should be planned so that the weight is evenly distributed throughout the length and width of the container, with the high density cargo stowed at the bottom and low density cargo above. This keeps the centre of gravity at its lowest possible point. In an end-loading container, the load from the centre of the enclosed end must never exceed 65% of the total load, and from the centre to the door end should not exceed 60% of the total load.
d. Where applicable the planned order of stuffing from rear to front should, as far as possible, allow for rapid checking and storage operations during and subsequent to unloading.
e. All cargo in the container must be compatible, and comply with the relevant regulations.

Notes:

(1) When mixed loads are carried, hazardous items should be stowed, wherever possible, adjacent to the door.
(2) All old labels should be removed from the container and it must be properly re-labelled. Where more than one type of hazardous item is stowed in the same container, the lowest flash point or the greatest hazard must be the deciding factor in labelling.

f. All stores allocated to the container must be assembled before the container arrives. Allow three hours to stuff a container when stores are not palletized. In commercial practice 'free time' of one hour per 10 feet of container is allowed before charges for stuffing are raised.
g. The loading and stuffing of the container must be planned to assist those stripping it later.
h. Where side and end doors are provided, the door through which stripping is to be effected should be marked.
i. When two 20 foot containers are mounted on a 40 foot trailer it should be remembered that the end door of the forward container may be blocked by the vehicle headboard or by the other container.

7. The following diagram illustrates the pinwheel stowage pattern of pallets in a container, shown in plan view.

8. Stowage patterns for the standard MOD pallet (1000mm x 1200mm)loaded into a container are shown in the following matrix:

* For two-tier stacking this weight must be halved. Weight Restrictions

9. In many countries the weight restrictions imposed on road semi-trailers will limit the amount of cargo which can be loaded when two 20 foot containers are carried on a single 40 foot semi-trailer. In Germany, for example, the following maximum limitations apply:

a. All up weight of loaded train                38,000 kg
b. Weight of tractor                                    8,200 kg
c. Weight of trailer                                     6,000 kg (approx)
d. Weight of two empty containers            4,120 kg (approx)
e. Tare Weight of train (b+c+d)               18,320 kg

10. From the above it will be seen that each container may be loaded with an average maximum of 9,840 kilograms of cargo, well below the normal maximum weight for such containers.

11. External. Thorough checks for the following must be made:

a. Obvious holes or tears in the outside panelling.
b. Broken or distorted door hinges or locks.
c. That solid removable lids of open topped containers are not distorted and that they fit properly on the seating.
d. That canvas tilts are complete and not ripped. They should be in position and fitted correctly.
e. Labels which refer to the previous cargo must be removed to prevent misunderstandings.
f. The temperature setting (in the case of a mechanically refrigerated container) is correct for the commodity about to be packed.
g. That the container bears a current International Convention for Safe Containers (CSC) safety approval plate.

12. Internal. The following points must be checked:

a. The container should be weatherproof unless otherwise constructed. Old patches or repairs should be carefully examined. Potential points of leakage must also be carefully checked. In carrying out this check, care must be taken to ensure that no person becomes locked inside a container.
b. A container should be free from broken flooring or protrusions such as nails, bolts or special fittings, which could cause injury or damage cargo.
c. Cargo tie-down cleats or rings, where provided, should be in good condition and well anchored.
d. Containers should be clean, dry and free of residue and persistent odours from previous cargoes.
e. A folding container or other container with movable or removable main components should be correctly assembled. Removable parts not in use should be packed and secured inside the container.

13. The following precautions must be observed during container loading (stuffing):

a. Damaged cargo to be shut out or noted on paperwork.
b. No smoking allowed.
c. The correct mechanical handling equipment must be used (short masted Hyster).
d. Bridge plates positioned before stuffing commences.
e. Ample lighting to be provided during stuffing.
f. Cargoes to be stowed according to their nature (top stow/bottom stow). Never stow heavy goods on top of light or flimsy packages.
g. The IMDG Code must be consulted for all hazardous goods.

14. It is always necessary to restrain the cargo whilst packing, unpacking or during transit to:

a. Prevent collapse of the stow whilst packing, unpacking or when in transit.
b. Stop any movement of part loads, or of single heavy items.
c. Prevent any damage from heavier items if allowed to move.
d. Prevent the face of the stow collapsing and pressing against the container doors.

15. The normal methods of securing cargo are:

a. Shoring. Timber, bars, struts and splats located in cargo voids to keep the cargo pressed against the walls or other cargo.
b. Lashing. Ropes, wires, chains, strapping or nets secured to designated anchoring points and tensioned against the cargo.
c. Wedging. Wooden distance pieces, pads of synthetic material and inflatable dunnage to fill voids in the cargo and to keep it immobile against the container walls.
d. Locking. Cargo built up to give three dimensional brick-wall effect.
e. Proprietary Securing Equipment. Track locating dunnage which fits into slots in the container walls.
f. Flexible Laminated Bulkheads. Strips glued to container walls before stow is completed and tensioned around the finished stow by straps or other fastenings..

16. The following points should be remembered when applying restraint:

a. Only use the built-in securing points.
b. Any timber used must be dry and seasoned It may also have to comply with certain quarantine regulations.
c. If nails are used to secure cargo to a wooden floor they should only penetrate to the thickness of the floor. Holes must not be drilled in walls or floors. Nails must never be used in a reefer container.
d. Any shoring which presses against the container wall should have extra timber laid longitudinally between the wall and point of support. Alternatively, the weight may be spread over two or more side posts.

17. When the planned quantity of goods has been packed into the container, the following should be noted:

a. Restraint. The goods should be so arranged and secured that they will withstand the normal stresses and strains of the subsequent journey.
b. Customs Inspections. Samples of each type of item placed near the door may save the time and cost involved with possible Customs searches.
c. Security. When the doors are shut all securing lugs should be properly engaged, forcing the door seals into compression. A tamper-proof wire or metal seal should be fixed in the appropriate position on the right hand door, and the number noted. A padlock can be fitted, but its presence may attract thieves rather than the reverse. A label on the outside of the container may also attract thieves.
d. Labels. Dangerous goods labels, if appropriate, should be fitted in the recommended position.
e. Documentation. Ensure that all relevant documentation is completed for the container; that is:

(1) AFG 8076 -Four copies distributed as follows:

1 copy inside container.
1 copy dispatched to consignee by post.
1 copy to the driver of the vehicle.
1 copy retained for file.

(2) BAOR Forms 302/302A. Completed for the containers. (These are Customs declarations and border passes).

Before Unpacking

18. On being presented with a loaded container the following should be checked, or observed, particularly if the container has travelled long distances or crossed international boundaries:

a. That the seal is intact and has not been tampered with.
b. That the external condition of the container is apparently sound. Any damage that may have occurred should be noted.
c. Before opening the doors, due regard should be taken of any labels, e.g. 'Dangerous Goods'.
d. The right hand door should be opened - cautiously - first. This is to guard against improperly secured cargo falling out and causing injury to personnel or any other damage.

After Unpacking

19. When a container has been emptied of cargo it should immediately be checked. Some tariffs are so worded that it is obligatory for the consignee to clean out the container he has just emptied. In most cases this cleaning is taken to mean a thorough sweep out. At all events it is good practice to make a habit of cleaning all containers as soon as they are emptied whether or not they are to be re-used.

Annex D to
Chapter 11

1. The movement of A vehicles by ISO container provides a discreet and secure door-to-door service, particularly when the movement of large numbers of A vehicles is involved.

2. Authorisation for the movement of a vehicle by ISO container is given by the appropriate single Service Movements staff.

3. Detailed requirements for vehicle movement by container are shown at:

a. Appendix 1 - Container Specification and Restraint Equipment.
b. Appendix 2 -Preparation of Vehicles for Loading into ISO Containers.
c. Appendix 3 - Securing Vehicles in Containers and on Flatbeds.
d. Appendix 4 - Vehicle Loading Guide.

4. Movements staff are responsible for:

a. Liaison with all relevant movement agencies, units, the GFA and civilian contractors.
b. Arranging for the provision of mobile loading ramps, through the GFA or contractor.
c. Movement reconnaissance of loading and unloading areas, with particular attention to facilities, i.e. loading ramps and MHE.
d. Provision of a movement control officer/WO/NCO to act as the MOD supervising officer for the supervision of loading/unloading operations. When a movement control representative cannot be provided as MOD supervising officer, this task may be delegated to a unit at the discretion of the appropriate movements staff.
e. Documentation and traffic advice procedures. These require that the following are obtained:

(1) A written declaration from the consigning unit that all vehicles and equipment are free of personal effects, dutiable goods and hazardous material.
(2) A written declaration (annotated on the AF G8076 or equivalent) from the loading inspector that the container has been loaded and the load secured in accordance with the relevant instructions and specifications as follows:

Container Safe Loading Declaration

It is declared that the loading of the container and securing of the load has been carried out in accordance with JSP 327, Chapter 6, Section 13 and the container is safe for movement in all respects.

Date .........................................                 Signature of Loading Officer ..........................

5. Consigning units are responsible for:

a. Preparation of A vehicles for shipment and loading/unloading operations, in accordance with Appendix 2. ( A sufficient number of personnel, type-trained where applicable, with at least one SNCO, are to be provided at all loading/unloading points).
b. Certifying in writing to the MOD supervising officer that all vehicles and equipment are clear of personal effects, dutiable goods and hazardous material.

6. Where the movement is carried out under the terms of the GFA contract, the contractor is responsible for:

a. Hiring containers to meet specifications as laid down in Appendix 1.
b. Provision of mobile ramps of sufficient strength for the vehicle to be loaded and discharged without fouling the ground or the container roof.
c. Shipping to and from NWE in conjunction with UK and NWE Movements staff/HQs and the civilian contractor.
d. Liaison with UK and NWE movement agencies and the civilian contractor.
e. Ensuring civilian contractors are aware of their responsibilities as outlined in these instructions.
f. Customs clearance at UK points of entry and ports of exit.

1. Where the task is carried out under the terms of the MOD Rail Freight Distribution Agreement which provides rail, road or inter-modal road/rail /road transport, the RFD is directly responsible through the RFD Liaison Cell at the MCC HQ QMG for the services detailed at Paragraph 8 below.

8. Civilian contractors are responsible for:

a. Provision of containers of the correct type, size and quantity, with securing points and material in accordance with Appendix 1, at the agreed time and place.
b. Shipping (in conjunction with the GFA where appropriate).
c. Liaison with despatching/receiving movement agencies during loading/unloading operations.
d. UK/Continental haulage.
e. Provision of a loading inspector to supply technical supervision of loading operations including inspection of the load, a physical check of restraint equipment and security of load. Also, the securement of the container to the vehicle and the safety and security of the load in transit. The loading inspector is to sign the container safe loading declaration in accordance with paragraph 4e above.
f. Ensuring that drivers have sufficient hours available to complete the task giving due regard to the MOD and Department of Transport requirements and regulations.

Appendix 2 to
Annex D to
Chapter 11

1. Vehicles are to be prepared for loading into ISO containers as follows:

a. Fuel tanks to be no more than nine-tenths full.
b. All battery leads to be disconnected, taped and securely tied away from terminals.
c. Vehicles to be left in first gear (manual gearboxes); neutral for automatic gear boxes.
d. All switches to be in the off position.
e. Vehicle ignition keys, where applicable, to be placed in a sealed envelope and taped inside the driver's compartment.

2. Remove and stow antennae. Remove and stow antenna cable reel. Ensure that nothing projects beyond the profile of the vehicle. Ensure that turrets are in the correct place and gun barrels are depressed (and secured on Scorpion).

3. Remove and stow any item projecting beyond the profile of the vehicle. Ensure GPMG mount is in the horizontal position.

4. Remove and stow all recovery spades and equipment from both sides. Remove and stow jerrycans and other equipment of similar height from roof cages. Lower or remove yellow flashing light from roof. Ensure GPMG mount is horizontal.

5. Ensure that the penthouse and framework are properly folded and secured and that any roof attachments are removed and stowed.

6. Remove top-box from roof and stow.

7. Remove and stow antenna cable reel. Ensure that side bins are properly closed and gun barrels are depressed.

8. Remove forks when loading two of these equipments into one container. Fully depress rams by removing stops and ensure that vehicle is in two-wheel drive.

9. Ensure that after loading, travel locks are in place to prevent articulated movement in transit; remove forks where necessary.

Ferret Scout Car, CVRT Striker and CVRW Saxon

10. No special requirements

Note:

For all applicable vehicle types, the antennae must be removed and stowed. All tools, i.e. picks, crowbars and spades are to be secured. For vehicles not listed above, refer to the MCC, HQ QMG for advice.

Appendix 3 to
Annex D to
Chapter 11

1. Vehicles are to be secured as follows:

a. CVRT. Two metal scotches are nailed to the container floor and the vehicle reversed onto them. It is then reversed up the scotches until at an angle of 30 degrees to the horizontal, and held in that position with the foot brake. Two additional scotches are nailed at the front of the vehicle and it is then allowed to roll forward and nestle onto the four scotches. First gear (manual) or neutral (automatic) is then selected, the handbrake fully applied, the ignition and master switches placed in the off position and the hatches closed. Finally, the vehicle is strapped down, front and rear, with hand operated tensioners and lashings, conforming to BS5759 1987, with a rating of 5 tonnes.
b. CVRW. Wooden chocks are used for CVRW Land Rovers, trailers and FSCs. The vehicle is reversed up to and then onto the chocks, being held in that position with the handbrake, whilst the front wheel chocks are applied. The vehicle is then secured as for CVRT.

2. Nails. These must be 100mm long, flat headed and 5mm in diameter. They should not be driven fully home, at least 25mm being left proud of the scotch/chock to assist in extraction.

3. Straps and Tensioners. These must conform to BS5759 1987 with a minimum rating of 5 tonnes, claw ended, and be secured to lashing bars within the container of at least a 2 tonne capacity, through the towing eyes of the vehicle. Frayed, knotted or damaged straps must not be used. Wear sleeves are always to be utilised on rubbing parts. Care must be taken not to drop webbing between tracks and scotches.

4. Chocks and Scotches:

a. Chocks. These must be of wood and of sufficient size and strength to restrain the vehicle from movement under normal conditions without reliance on straps.
b. Scotches. Metal scotches must be used, strong enough to withstand the pressure of a CVRT at battle weight without crushing, and be of the correct shape to nestle onto the tracks.

Appendix 4 to
Annex D to
Chapter 11

1. The following vehicle combinations may be loaded to individual ISO containers or flatbeds:

a. 20ft Containers.

One Land Rover ½ ton/¾ ton/1 ton or
One CVRT, ie Scorpion/Samson/Sultan (not SCRA or Ptarmigan) or
One Trailer ½ ton/¾ ton or
One Fox

b. 30ft Containers.

Two Fox or
Two Land Rovers ½ ton/¾ ton or
Two Trailers ½ ton/¾ ton or
One CVRT, i.e. Scorpion/Samson/Sultan (not SCRA or Ptarmigan)

c. 40ft Containers.

Two Fox or
Three Land Rovers ½ ton/¾ ton/1 ton or
Five Trailers ½ ton/¾ ton/1 ton or
Two CVRT, ie Scorpion/Samson/Sultan (not SCRA or Ptarmigan)

d. 30ft Flatbed.

One CVRT or
Two CVRW Fox or
One JCB or
One Ptarmigan Sultan or
One SCRA Sultan

e. 40ft Flatbed.

Two CVRT or
Two CVRW Fox or
Two JCB or
Two Ptarmigan Sultan or
Two SCRA Sultan

2. Stores and Equipment. Boxes, tracklay and similar items may be loaded to any convenient type of container to suit both the handling unit and the equipment concerned. Guidance on the correct type of container can be sought through DTMX.

3. Gun Barrels. Normally, gun barrels only present difficulties when two CVRW Fox are loaded into a 30ft container. The gun of the first vehicle loaded should face forward, offset to the right-hand side of the vehicle. The gun of the second vehicle must face the rear and be offset to the left, so that, when the vehicles are chocked, both barrels cross in the middle of the container, clear of the night sights.

Annex E to
Chapter 11

1. These gantry cranes are commercial equipments designed to lift containers. They are situated at container depots, railheads and ports and can only be operated by specially trained personnel. Where they are not available, other conventional cranes with the required lifting capability may be used, but special tackle including spreaders will be needed. The operation will be slower than with portainer equipments.

2. All cranes are designed to lift loads from one level to another (vertical movement), although some have a greater horizontal traverse than others. The mobile crane has the advantage that it can be driven to the site of the load being handled. Some also have a rough terrain capability. The following factors which restrict mobility and general usage should be noted:

a. The mobile crane (other than CALM) is not usually air portable.
b. Overhead obstructions on roads may restrict movement or make detours necessary.
c. Overhead electric power lines constitute a real danger when operating or moving the equipment.
d. The use of CALM in forward areas for cross loading stores will inhibit the use of camouflage cover for concealment.
e. As CALM is operated with power supplied by the vehicle engine there is a noise factor which must be considered before operating in a forward area.
f. Ground of low load-bearing capacity will limit the use of other than rough terrain mobile cranes.

Rail Transfer Equipment (RTE)

3. The standard RTE equipment is the Klaus Kranmobil which is a hydraulically operated loading and transport vehicle, specifically designed for the movement of 20 foot containers and flat racks. It is possible to move containers and flat racks from one side of the vehicle to the other in one process. .Also, containers or flat racks may be handled from the ground, from a vehicle or from a rail wagon. The equipment is able to carry 1 x 20 foot container or flat rack.

RTE Technical Data

4. Complete Unit.

Permissible axle loads                                      6/10/9/9 tons.
Technically permissible axle loads                  6/11/11.5/11.5 at 20 km/h
Overall length                                                   11.8m
Total height empty (or with 8' container)        3.98m (RTEMkl)
Total height with container                              4.4m (RTE Mk 2)
Total width                                                        2.5 m

5. Semi Trailer.

Permissible GVW                                             33,000 kg
Technically permissible
Axle load                                                           2 x 12,000 kg at 25 km/h
                                                                           2 x 13.400 kg at 20 km/h
                                                                           2 x 9,000 kg at 80 km/h
Dead weight (approx)                                       17,250 kg

6. Aggregates (lifting arms).

a. Rated lifting capacity at 3,400 mm reach    20tonne (Mk 1)
b. Rated lifting capacity at 4,800 mm reach    17tonne (Mk2)
c. Safe Working Load                                       16.2tonne(Mk2)

7. Load Lifting System.

a. RTE Mk 1    -    Chain sling for containers. Container hooks.
b. RTE Mk 2    -    Container lifting beam (deadweight of beam 0.62 tonne).

8. The SRTE is mounted onto a modified flat rack and is operated from the MMLC DROPS vehicle. It is specifically designed for the loading and off-loading of laden flat racks at railheads and, like the RTE, can be operated by one man using remote control. However, it is less flexible in that it can only load and off-load from one side. The SRTE has medium mobility and is able to operate where the RTE cannot; for example in confined railheads or for unloading disabled trains outside railheads.

9. A limited number of simple rail transfer equipments are held within general support regiments RLC.

10. Typical dimensions and ratings for the SRTE are as follows: Width - 2.80m.

Height (on vehicle)                   4.00m.
Overhang (from rear axle)       3.04m.
Rating                                       16.5 tonne.
Kerb Height                              20. 19 tonne.
Gross Laden                             36.69 tonne.
Weight

Appendix 1 to
Annex E to
Chapter 11

RAIL TRANSFER EQUIPMENT

 Annex F to
Chapter 11

1. The MMLC 8x6 logistic support vehicle is designed to operate the Multilift Mk IV load handling system (LHS) and the EKA simple rail transfer equipment (SRTE).

2. The load handling system is designed to mount and demount flat racks with secured loads of up to 16.5 tonnes gross (approx 15 tonnes net) from a ground level position to the back of the chassis. It is also compatible with the EKA SRTE.

3. The simple rail transfer equipment is specially designed for the unloading and loading of laden flat racks at railheads. It is mounted to and demounted from the vehicle using the Multilift MK IV load handling system.

4. Flat racks can be pre-loaded with palletised ammunition or utilized for the distribution of fuel and water in demountable dispensing units, bulk tanks, drums or jerricans mounted on pallets. Also, they may be used for the movement of containerized accommodation, communications units, medical units, plant and equipment, such as static generators, and for the movement of some vehicles. Two types of flat rack are in current use as follows:

a. Type A (weight 1380 kgs). Used for ammunition.
b. Type GP (weight 1455 kgs). Capable of moving a 20ft ISO container.

5. Further details of this equipment are shown at Appendices 1 and 2 to this Annex.

Appendix 1 to
Annex F to
Chapter 11

TRUCK LOAD HANDLING (DROPS)
15 TONNE, 8 x 6 LHD, MMLC

Appendix 2 to
Annex F to
Chapter 11

1201. The movement of dangerous goods and explosives by land, sea and air is governed by a wide range of statutory regulations and instructions, the relevant parts of which must he clearly understood and applied by those planning and executing such movement. Many of these regulations are referred to within the various sections of this chapter and those most important to the RLC movement controller are also fully listed in the Movements Reference Guide at Chapter 16.

1202. Each of the annexes and appendices which follow in the body of this chapter seeks to provide clear information and guidance on the carriage of dangerous goods and explosives for each mode of transport. However, they are not exhaustive, nor an authority in their own right and must therefore be applied in close conjunction with the appropriate statutory regulations and other Service publications.

UN CLASSIFICATION OF DANGEROUS GOODS

Note: A list of Dangerous Goods labels and their numbers is shown at Appendix 1.

Appendix 1 to
Annex A to
Chapter 12

DANGEROUS GOODS LABELS AND NUMBERS

When moved all dangerous goods must be correctly labelled and numbered as follows:

Annex B to
Chapter 12

1. In the United Kingdom the movement of dangerous goods is subject to the Packaged Goods Regulations (FOR). These Regulations are summarised in the following paragraphs:

2. Dangerous goods are to be packed only in serviceable, authorized containers. Each container is to be labelled in accordance with the instructions contained in Statutory Instrument 1244. A list of the dangerous goods labels and their numbers is at Appendix 1 to Annex A.

3. Dangerous goods may be loaded onto freight vehicles. However, the following segregation rules are to be observed:

a. Oxidising substances are not to be mixed with oxidisable substances.
b. Acids are not to be mixed with alkalis.
c. Cyanides are not to be mixed with foods.
d. Toxic substances are not to be mixed with foods.

4. General. Cargoes are to be secured and loaded on vehicles to prevent movement and damage in transit. Instructions on any special handling labels are to be observed.

5. Accessibility. Dangerous goods are to be loaded in an accessible position so that they may be quickly identified in the event of an accident or fire.

6. Hazardous Liquids in Drums. On occasions it will be necessary to move drums of hazardous liquids of 25 litres capacity or less. In this event, cage or post pallets are to be used to segregate and secure the drums. Post pallets offer greater capacity but when used they are to be lined with Triwalls cut to the appropriate size to prevent containers chafing and falling out of the pallet.

7. The following safety precautions are to be observed on vehicles carrying dangerous goods:

a. One fire extinguisher suitable for fighting engine fuel fires is to be carried.
b. At least one extinguisher suitable for dealing with a fire of the load is to be carried.
c. A first aid kit is to be carried.
d. Appropriate protective clothing is to be carried where necessary.

8. Fire Precautions. Appropriate fire precautions must be fully complied with. These are fully detailed in the following documents:

a. A Guide to the Dangerous Substances (Conveyance by Road in Road Tankers and Tank Containers) Regulations 1981, Regulation 11.
b. Ammunition and Explosives Regulations, Volume 1, Pamphlet 7.
c. A Guide to the Road Traffic (Carriage of Dangerous Substances in Packages etc) Regulations 1981, Regulation 9.
d. JSP 341, Chapter 22.

9. The primary responsibility of the consignor is to inform the driver of the vehicle of the nature of the load. It is normally the consignor who carries out the physical loading. Accordingly, the consignor is to ensure that loading is carried out correctly and securely. Further details of the consignor's responsibilities are at Appendix 1 to this Annex.

10. Where possible, drivers of vehicles carrying dangerous goods are to avoid densely populated areas. Drivers of Service vehicles routed via the Mersey Tunnel are to be instructed to report to the traffic inspector at the main entrance when carrying any of the undermentioned goods:

a. Oils or bituminous substances.
b. Flammable liquids (Flash point below 73°F/25°C)
c. Corrosive acids and compressed gas cylinders (empty or full).

If a route involves the use of any other major tunnel in Great Britain or Northern Ireland, care is to be taken to observe any restrictions which may be laid down by the authority concerned. In all cases it is the responsibility of units to ensure unambiguous routing instructions are given to drivers.

11. Parking Regulations. Vehicles carrying dangerous goods are subject to parking restrictions and these are summarised at Appendix 2 to this Annex.

12. Further requirements under the PGR are detailed and explained at Appendix 3.

13. The Europeen Agreement Concerning the International Carriage of Dangerous Goods by Road (ADR) (Accord European Relatif au Transport International des Marchandises Dangereuses par Route) is a most important document. The essential aspects for the movement controller are:

a. How to use the ADR regulations (See Appendices 5 & 6).
b. ADR Load Multiplier Calculations (See Appendix 7).
c. ADR Kemler Plate (See Appendix 8).
d. ADR Hazardous Cargo Road Movement - Threshold Table (See Appendix 9).

Appendix 1 to
Annex B to
Chapter 12

1. Consignors of dangerous goods by road are responsible for ensuring that:

a. Containers of dangerous goods are correctly labelled.
b. The driver of the vehicle is informed in writing of the name, nature and hazardous properties of the goods being carried, and of the procedure to be followed in the case of emergency, such as the spillage or escape of chemicals. A convenient method of doing this is by using a TREMCARD, an example of which is at Appendix 4.
c. The driver is informed of any particular procedures which apply to the loading and discharge of the products involved.
d. Where haulage contractors are employed, the contractor is checked for competency and informed of:

(1) The nature and hazards of the load to be carried.
(2) Whether conveyance of the chemical in question is controlled by legislation.
(3) The action to be taken in the event of an emergency.

e. AFG 8076 is endorsed in red 'Dangerous Cargo' with the hazard class shown.

Appendix 2 to
Annex B to
Chapter 12

References:

A. JSP 341, Chapter 22.
B. A Guide to the Dangerous Substances (Conveyance by Road in Road Tankers and Tank Containers) Regulations 1981.
C. A Guide to the Road Traffic (Carriage of Dangerous Substances in Packages etc) Regulations 1986.
D. Ammunition and Explosives Regulations Volume 1, Pamphlet 7.

1. Regulations restrict the parking of any vehicles carrying dangerous substances. They apply:

a. For tankers - When the action code on the panel ends in 'E' and the tank is anything more than nominally empty.
b. For packages - When the load contains 3 000kg or more of substances which come under the Regulations.

2. If the vehicle is to be left for more than one hour, it should be placed in a supervised and enclosed vehicle park. If this is not available the vehicle must not be parked:

a. On a road.
b. Within 15 metres of any occupied premises.
c. Where the public pass or gather.

If in doubt the driver should ask the police for advice on parking.

3. For shorter periods the driver should keep the vehicle in sight, where possible, and be within a few minutes call. Otherwise, the vehicle must be supervised by a competent person over 18 years of age.

4. In the event of a breakdown the driver must stay with the vehicle and send someone else to phone for help. A watch must be kept for fire if repairs or recovery are needed.

5. The journey must be completed as soon as possible and the load handed over to the unit nominated to receive it. If this cannot be effected the load must be returned to the store from which it was collected.

Appendix 3 to
Annex B to
Chapter 12

References:

A. JSP 341, Chapter 22, Annex B.
B. A Guide to the Road Traffic (Carriage of Dangerous Substances in Packages etc) Regulations 1986.
C. Information .Approved for the Classification, Packaging and Labelling of Dangerous Substances for Supply and Conveyance by Road.
D. Operational Provisions of the Road Traffic (Carriage of Dangerous Substances in Packages etc) Regulations 1986.

1. The Packages Regulations apply when:

a. The substance carried is in the Approved List shown at Reference C or is like a substance which is in the List.
b. It is in Group 1 or 2 of the class.
c. It is in a receptacle of 5 (Group 1) and of 200 litres (Group 2) or more.

2. The Regulations apply from the moment the loading of dangerous substances is started until the last one is unloaded and the vehicle is free from risk, that is when there is no spilled substance on the load platform.

3. Vehicles travelling under ADR are exempt from the UK regulations.

4. Drivers are directly responsible under the following regulations.

a. Regulation 6 - Keeping the information correctly in the cab.
b. Regulation 8 - Safe loading, stowage and unloading of packages.
c. Regulation 9 - Preventing fire and explosion.
d. Regulation 11 - Showing distinguishing plates when they are needed.
e. Regulation 12 - Parking safely and supervising the vehicle.
f. Regulation 13 - Giving information about the load.

5. The Regulations state that everyone involved in the transportation of dangerous substances has to ensure the loading, stowage and unloading of the vehicle is safely carried out, that is to say:

a. The driver must know about any special procedures, and the emergency action that has to be taken at loading and unloading areas. He must also ensure that:

(1) The vehicle floor is clean.
(2) That all packages are handled carefully.
(3) He has proper personal protection.
(4) No leaking packages are loaded.
(5) That packages do not overhang the sides or end of the vehicle.
(6) Packages cannot move about.
(7) That gas cylinders are well secured, preferably upright.
(8) Recipients are warned about any leaking packages before unloading.
(9) Empties are handled with care as they may still be very dangerous.

b. Packages of hazardous substances have to be specially labelled to provide information for the user of the substances and for those who have to transport them. The transportation information includes:

(1) Name of substance.
(2) UN number.
(3) The dangers involved.
(4) The protection required.
(5) Emergency action.
(6) Telephone number for assistance.

c. All hazardous substances must carry labels on the packages, but the packages may not always come under the Regulations. This would depend on the degree of danger and the size of the container. Where there is any doubt, the consignor must be asked.

6. The vehicle must be marked with distinguishing plates as soon as it is carrying 500 kg or more of dangerous substances which come under the Regulations. The driver must ensure that:

a. The pallets are clean and clearly visible.
b. The distinguishing plates are removed or covered when no dangerous substances under the Regulations remain on board.

7. Distinguishing plates are not needed for International Maritime Organisation (IMO) journeys when the load is on its way to or from a port for a journey by sea. The vehicle should then carry IMO markings, that is a diamond showing the class and the UN number.

Appendix 4 to
Annex B to
Chapter 12

CEFIC TEC (R) - 30G37
09/1985 Rev: 1

Class 3 ADR
It. 32(C)

CARGO
        FLAMMABLE LIQUIDS, HAVING A FLASH-POINT BETWEEN 55°C AND 100°C NOT TOXIC AND NOT CORROSIVE

        Name of substance(s):   WINDSCREEN FLUID (2.METHOXY ETHANOL)
* Coloured liquid usually with perceptible odour
* Completely miscible with water

NATURE OF HAZARD
* Flammable (flash-point between 55°C - 100°C)
* The vapour may be invisible, heavier than air and spread along gound
* May form explosive mixture with air, particularly in empty uncleaned receptacles
* Heating will cause pressure rise with risk of bursting and subsequent explosion
* The liquid or vapour may cause irritation to eyes, skin and air passages

BASIC PERSONAL PROTECTION
* Goggles giving complete protection to eyes                          * Eyewash bottle with clean water
* Plastic or synthetic rubber gloves

IMMEDIATE ACTION BY DRIVER - Notify police and fire brigade

* Stop the engine                                                                     * Keep public away from danger area
* No naked lights. No smoking                                               * Keep upwind
* Mark roads and warn other road users

SPILLAGE
* Stop leaks if without risk
* Prevent liquid entering sewers
* Contain or absorb leaking liquid with sand or earth or other suitable material. Consult an expert
* If substance has entered a water course or sewer or contaminated soil or vegetation, advise police

FIRE
* Keep containers) cool by spraying with water if exposed to fire
* Extinguish, preferably with dry chemical, foam or waterspray
* Do not use water jet

FIRST AID
* If substance has got into the eyes, immediately wash out with plenty of water for several minutes
* Remove soaked treatment when anyone has symptoms apparently due to inhalation or contact with skin or eyes
* In case of burns immediately cool affected skin as long as possible with cold water.

Additional                      Petroleum Centre RLC                                         TELEPHONE: 0202 872271 ext 4242
information:                   West Moors, Wimbourne                                     HI No: 30
                                       Dorset, BH21 6QS                                                UN No: 1188

APPLIES ONLY DURING ROAD TRANSPORT

Appendix 5 to
Annex B to
Chapter 12

1. Identify the goods either:

a. Directly from the classification section at Annex A of the Regulations.
b. From Appendix B5.
c. From the supplement lists.

Note: In the latter two cases, also identify their class and item number shown at Annex A. The supplement lists will also show whether the goods are prohibited under the ADR.

2. Establish whether the packages are below the size limits in the' Ola' marginals, and hence not listed under the ADR.

3. Alternatively, follow the rules in the section in Annex A for:

a. Packages (supported by Appendix A5 where necessary).
b. Labels (supported by Appendix 9 where necessary).
c. Documentation.

4. Establish the gross weight of the consignment. Refer to the table at the start of Annex B (Marginal 10011) to find if the vehicle is then exempt from any of the rules in Part I.

5. For packages:

a. Follow the rules at Annex B, Part I in respect of the vehicle.
b. Modify these if necessary by reference to the class rules in Part II.

6. For tanks and similar containers:

a. Ensure that the material can travel in tanks, etc, by reference to Appendices B1a or B1b.
b. Ensure that the tank, etc, has the necessary approval according to these appendices.
c. Follow the rules in Annex B Part I in respect of the vehicle.
d. Modify these if necessary by reference to the class rules in Part II.

7. An example of the application of these Regulations for a packed fuel consignment is shown at Appendix 6 to this chapter.

Appendix 6 to
Annex B to
Chapter 12

Note: All references to annexes and appendices made below apply only to the ADR and not to those annexes and appendices forming part of this Handbook.

1. The following provides an example of the various actions and requirements under the ADR for a vehicle loaded with a consignment of civgas. The civgas is packed into 20 litre jerricans with a total gross weight of 12 tonnes.

2. The substance can be easily identified by reference to Annex A, as it is a flammable liquid with no other significant secondary properties. It therefore appears in group A of class 3 under item 3 (b). Alternatively, it can be found in Table I of Appendix 5 (under Hydrocarbons, liquid) or in the Supplement index.

3. In the absence of any special note, the substance is of a non-restrictive class and may therefore be carried under ADR.

4. Marginal 2301 a. sets the lower limit for the '(b)' items at 3 litres per inner packaging and not more than 6 litres per total package, so these particular packagings are not exempt from the rules.

5. Under General Conditions of Packing, marginal 2302, paragraph (1) states that Appendix A 5 should be followed unless there are any special conditions in marginals 2302 to 2310.

6. Paragraph (3) of marginal 2302 states that '(b)' items may be packaged in 'Y or 'X' types.

7. Under the Special Conditions, the next reference is marginal 2306 which shows the packaging types allowed for '(b)' items, and it states that steel jerricans must conform to marginal 3522 at AppendixA.5. (Marginal 2308, states that '3 (b)' items can also be packed in light gauge metal packaging conforming to marginal 3540).

8. Appendix A.5, Sections I and II, give the general rules, and the rules for marking the jerricans with the type and approval details. The jerrican specification is given in Section III under marginal 3522. Section IV describes the tests the jerrican will have undergone to meet the required standards.

9. AttheClass3 section, mixed packing under marginal 2311 does not apply, so the next marginal to note is 2312 on labelling. Paragraph (1) states that a single model 3 label must be used for this item, according to Appendix A.9.

10. Finally, under Annex A, marginal 2314, the description of the goods on the convoy note (AF G 8076) will be:

Petrol, 3, 3 (b), ADR.

11. The operator must first determine whether the consignment is large enough to bring in all the rules at Appendix B. This is established by reference to the table in marginal 10001, where item 3° (b) has a limit of 333 kg. One 20 litre jerrican of petrol would be below this limit, but the full consignment clearly weighs more than that, so the vehicle will be governed by all the rules.

12. The rules which then apply to the vehicle and the journey are contained in the following general sections of Part I, and the special sections for Class 3 in Part II. The general rules which apply in this case are in marginals as follows:-

10 204 No more than one trailer.
10 240 Fire extinguishers required.
10 260 Miscellaneous equipment to be carried on vehicles.
10 321 Supervision rules apply with consignments above 10,000 kg as defined in Part II marginal 31 321.
10 325 No passengers allowed.
10 340 Driver must know how to use the extinguishers.
10 353 Restrictions on the use of portable lighting. Petrol has a flashpoint below 55°C, so para (2) also applies.
10 374 No smoking.
10 381 The documents to be carried are the Convoy Note, including the declaration under marginal 2002 paragraph (9) and the instructions in writing (vide marginal 10385).
10 385 Instructions in writing for the driver, normally a Tremcard.
10 414 Proper handling and stowage.
10 415 Cleaning after loading.
10 431 No running of the engine during loading/unloading.
10 500 Two rectangular reflectorised orange plates on the vehicle.
10 503 Parking with the handbrake applied.
10 505 Parking at night, etc, without lights.
10 507 Parking and other action in an emergency.
10 599 Other countries' national regulations may apply.

13. The special rules for Class 3 in Part II of the marginals are:

31 321 Parking rules apply to consignments above 10,000kg.
31 403 Mixed loading restrictions.
31 414 No inflammable materials to be used for stowage in the vehicle. Note: These marginal numbers may be subject to change when a new edition of the ADR is issued.

Appendix 7 to
Annex B to
Chapter 12

1. The United Kingdom regulations apply to the carriage of dangerous substances in receptacles with a capacity of 200 litres or more, except that for more volatile substances, they apply to carriage in smaller receptacles. In general, only dangerous substances in packaging groups I and II apply under the regulations and the 200 litres limit applies to Group II.

2. Legislation within European countries, including the German regulations contained in Gefahrgutverorduung Strasse (GGVS), applies a simple multiplier calculation, defined in the ADR, to determine the threshold limits for road carriage of hazardous cargo. Each dangerous goods substance is grouped under the UN Dangerous Goods Class heading and allocated a multiplier factor. The hazardous load threshold for any vehicle is calculated by multiplying the weight/volume of the substance by the multiplier factor. The threshold level is taken as 1000 Hazard Units or more.

3. The European thresholds are more stringent than those in the UK Status and the 200 litre receptacle size for Packaging Group II substances is not recognised under ADR.

Appendix 8 to
Annex B to
Chapter 12

ADR KEMLER PLATE

1. All military road tankers (UBRE & TTF) carrying hazardous goods to and from the European mainland and in Europe must display the Kemler Plate as shown below.

2. The plate is 400mm x 3 00mm and is divided into two parts. The upper portion contains the Kemler code and the lower part the UN number.

3. The Kemler Code comprises two or three digits which indicate the properties of the hazardous goods. The first digit describes the primary hazard If the same number is repeated this indicates that the product is an intensified hazard

4. Where the letter 'X' is displayed in front of the identification number it means that the substance should not be brought into contact with water.

UN (United Nations) Number

5. This number, which is used worldwide, uniquely identifies the substance and must always be noted and communicated to all emergency services. In the United Kingdom it is known as the 'substance identification' number.

6. There is no provision in the ADR system for words to be placed in this section of the plate, but the presence of the plate itself should be regarded as indicating that hazardous goods are being carried.

Appendix 9 to
Annex B to
Chapter 12

* Excluding the mass of the refrigerating appliance if any.

Notes: 1. The maximum quantities shown in the above table represent a degree of danger which may, from a highly simplified standpoint, be considered as equivalent for each of the substances listed. This danger level shall not be exceeded even where a load not affected by any prohibition on mixed loading includes more than one dangerous substance.

2. Where the same exemption limit applies to the substances concerned, their respective masses are added and the total must not exceed that limit. Where, however, different exemption limits apply to the substances, the maximum quantities allowed for each shall be calculated as follows:

(a) The total actual mass of each substance referred to in any one column of the table shall be multiplied by the factor shown at the head of the column.
(b) The products so obtained are added together and their total shall not exceed 1,000.

3. Up to that figure, the difference divided by the factor corresponding to some other substance gives the exemption limit still not taken up.

Appendix 10 to
Annex B to
Chapter 12

1. The following guidelines are examples and should be noted when using the threshold table to establish the degree of danger:

a. By name.
b. By UN dangerous goods number.
c. By UN hazard division.
d. By ADR item.

2. An example is:

a. Trichloroethylene.
b. UN 1710.
c. 6.1.
d. 15 (c).

3. Using the UN hazard division 6.1 and the ADR item number 15 (C), the threshold of the product is determined on the calculator table and is: 100kg.

4. Notes to Example:

a. Any load below the 100 kg weight of trichloroethylene may be carried without the need for:

(1) An appropriately trained driver.
(2) Provision of a TREMCARD.
(3) Marking the vehicle with orange plates.

b. The convoy note (AF G 8076) accompanying this load must however include the statement:
    LOAD NOT EXCEEDING THE EXEMPTION LIMITS PRESCRIBED IN MARGINAL 10,001 OF ADR

5. Any load at or over the 100 kg limit of the product is to be:

a. Transported by an appropriately trained driver.
b. Accompanied by an appropriate TREMCARD.
c. In a vehicle marked and equipped as a hazardous load carrier.

Note: The convoy note (AF G 8076) accompanying this load must include the statement:
           LOAD CARRIED IN ACCORDANCE WITH THE PROVISIONS OF MARGINAL 2002 OF ADR

6. Where several classes of dangerous goods are packed together in a single container, the consignor is required to declare on the convoy note (AF G 8076) the following statement:
MIXED PACKING NOT PROHIBITED IN ACCORDANCE WITH THE PROVISIONS OF MARGINAL 2002 OF ADR

THE HAZARDOUS CARGO THRESHOLD TABLES
- MULTI SUBSTANCE

An example of the use of the Hazardous Cargo Threshold Table is shown below.

As the total of the products is less than 1,000 kg, this leaves available within the exemption limit, 450 kg (i.e. 1,000 - 550). Therefore, this could be utilized to make up the load with, for example, gas cylinders of Class 2, 1 l°(a), with a limit of 333 kg, up to a value of 450 kg.

Annex C to
Chapter 12

1. The Inter-Governmental Railways Organization (RID), established in 1893, with its Headquarters in Berne. The Organization's official languages are French and German, and difficulties can arise over the translation of documents.

1. The most important regulations dealing with the movement of dangerous goods by rail are:

a. The Convention Concerning International Carriage by Rail (COTIF) (Cmnd 8535).
b. The Uniform Rules Concerning the Contract for International Carriage of Goods by Rail (CIM) - Appendix B to COTIF.
c Regulations Concerning the International Carriage of Dangerous Goods by Rail (RID) - made under CIM.
d. List of Dangerous Goods and Conditions of Acceptance by Freight Train or Passenger Train or Similar Service, BR 22416, 1977 Edition.
e. BRT 2306,British Rail Dangerous Goods Guide.
f. JSP 327, Chapters 6 and 8.

3. Applications for the movement of dangerous goods by rail are to be made in accordance with JSP 327, which also details the procedures for obtaining rail wagons and containers, and the documentation to be used.

4. Dangerous goods labels are to be fixed to all packages and, when used exclusively for consigning dangerous goods, to the outside of the rail wagon. The minimum sizes for labels are to be:

a. Where contents do not exceed 5 litres - 5cm x 5cm.
b. Where contents exceed 5 litres - 10cm x 10cm.
c. Freight container labels - 20cm x 20cm.

5. The wagon and container separation tables for the movement of dangerous goods by rail are at Appendix 2 to BR 300054/3 (The Pink Book).

Annex D to
Chapter 12

1. The organizations, regulations and outline procedures for the movement of dangerous goods by sea, inland water transport and through ports and harbours are covered in the following paragraphs.

2. Organizations. The principal governing bodies and committees concerned are:

a. The International Maritime Organization (IMO).
b. The Maritime Safety Committee (MSC).
c. The Marine Environment Protection Committee (MEPC).

3. The most important regulations dealing with the movement of dangerous goods by sea are:

a. International Maritime Dangerous Goods Code (IMDG Code).
b. Merchant Shipping (Dangerous Goods) Regulations 1981 (SI 1981 No 1747), as amended by Merchant Shipping (Dangerous Goods) (Amendment) Regulations 1985 (SI 1986 No 1069).
c. The Carriage of Dangerous Goods in Ships - Segregation of Dangerous Goods (Merchant Shipping Notice No M1284) July 1987.
d. Other Merchant Shipping Notices as applicable.

4. The main bodies and regulations governing movement on inland water transport in European waters are:

a. The British Waterways Board.
b. The European Provisions Concerning the International Carriage of Dangerous Goods by Inland Waterways (Accord Europeen Relatif au Transport International des Marchandises Dangereuses par voie de Navigation Interieure) (ADN).
c. The Accord European Relatif au Transport International des Marchandises Dangerereuses par voie de Navigation Interieure Rhin (ADNR).

5. The movement of dangerous goods in ports and harbours is controlled and regulated by:

a. The British Ports Association.
b. The Docks and Harbours Act 1970.
c. The Dangerous Substances in Harbour Areas Regulations 1986, (SI 1987 No 37). (DSHA).
d. The Dock Regulations, 1988 (SI 1988 No 1655).
e. Safety in Docks. Approved Code of Practice and Guidance Notes, 1988.
f. Explosives, Storage and Transport Committee (ESTC ) Leaflet No 17. Notes on Dangerous Substances in Harbour .Areas Regulations, 1987.

 6. Application for Shipping Space. Details of the policy and procedures are contained in JSP 327. Chapter 9. Under normal circumstances, applications should be made to the MCC, HQ QMO.

7. Packaging and Labelling. Instructions for the packaging and labelling of all dangerous goods are contained in Statutory Instrument 1747 of 1981 and the IMDG Code. All packages are to be labelled with the dangerous goods label applicable to the contents.

8. Storage of Dangerous Goods. Full Details are contained in the general introduction to the IMDG Code-page 0117.

9. The terms and definitions used for the segregation of the various classes of dangerous goods are shown at Appendix 1.

Appendix 1 to
Annex D to
Chapter 12

1. Movements personnel should be familiar with the following standard terms and definitions used in the handling and stowage of hazardous goods when moved by sea:

a. 'Away from'.
Effectively segregated so that the incompatibly dangerous in the event of an accident may be carried in the same compartment or hold or on deck, provided a minimum horizontal separation of 3 metres projected vertically is obtained.
b. 'Separated from'.
In different compartments or holds when stowed under deck. Provided the intervening deck is resistant to fire and liquid, a vertical separation, ie 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.
c. 'Separated by a complete compartment or hold from'.
Means either a vertical or a horizontal separation. If the intervening decks are not resistant to fire and liquid, then only a longitudinal separation, ie 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.
d. 'Separated longitudinally by an intervening complete compartment or hold from'.
Vertical separation alone does not meet this 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 24 metres longitudinally.

Notes:
1. The segregation, if any, is shown in the individual schedules of IMDO.
2. See IMDG, Subsection 6.2 of the introduction to Class 1, for segregation within Class 1.

Annex E to
Chapter 12

1. The regulations to be observed by the agencies involved when moving dangerous goods by surface means to the Continent are:

Annex F to
Chapter 12

MOVEMENT OF DANGEROUS GOODS IN CONTAINERS

1. The organisation responsible for and the regulations to be observed with the movement of dangerous goods by container are:

a. Organisation:
    Packaging Industries Research Association (PIRA).
b. Legislation and Regulations:

(1) International Convention for Safe Containers (CSC).
(2) STANAG 2926 (MH) Procedures for Use and Handling of Freight Containers for Military Supplies.
(3) STANAG 42180 (MMS) NATO Levels of Requirements Applicable to Packaging. (AC/301 (SG/C)).
(4) STANAG4281(MMS)StandardisationofMarkingsforShipmentandStorage(AC/301(SG/C)).
(5) Freight Containers (Safety Convention) Regulations 1984 (SI 1988 No 1890).

2. It is important that personnel who are responsible for packing dangerous goods into a container should be aware of the nature of the commodity and any hazards that nay be involved.

3. Incompatible substances must not be packed together in the same container. This minimises any risks from cross tainting, infestation and hard and soft packages. This applies to dangerous goods when packed with other commodities, as well as with other dangerous goods. The following points should also be noted:

a. It is prudent to avoid mixing different classes of dangerous goods within the same container, even though some national authorities permit certain compatible classes to be mixed.
b. All goods in the same class are not necessarily compatible. For example acids and alkalis in Class 8, peroxides and permanganates in Class 5.
c. Dangerous goods should not be packed with other cargo or dunnage of a combustible nature.
d. Substances that react with water must not be packed with items having a water base.
e. Foodstuffs should not, as a general rule, be packed with dangerous goods and must never be packed with poisons.
f. If dangerous goods and general cargo are packed together, the former should be stowed near the door to facilitate inspection.

4. Particular care must be taken over the handling of dangerous goods into and out of the container. If the cargo or packaging is damaged in any way while packing or unpacking the container, the damage should be investigated at once and the appropriate action taken. Other points to note when handling dangerous goods are:

a. Packages must never be dropped or thrown down.
b. The use of hooks or bars should be kept to a minimum and any rough handling avoided.
c. Instructions on the package such as 'KEEP UPRIGHT' should be rigidly adhered to.

5. The normal requirements for packing to prevent chafing movement or collapse are even more important where dangerous goods are concerned. The presence of even one small parcel of dangerous goods within a container will render that container hazardous and subject to the appropriate controls and regulations.

6. A guide to the segregation of hazardous goods for shipping is at Appendix 1.

Appendix 1 to
Annex F to
Chapter 12

SEGREGATION OF HAZARDOUS GOODS FOR SHIPPING

Annex G to
Chapter 12

1. The air movement of dangerous goods on operations and exercises is covered at Chapter 5 of this Pamphlet.

2. F13 80 (Air Waybill) and F/Mov 569 are to be submitted to the Air Cargo Allocation Centre (ACAC) RAF High Wycombe. Call forward will then be notified as appropriate..

3. For instructions on the completion of F/Mov/569, see JSP 335, Section 2, Leaflet 1.

4. Packages must be marked on the outside with:

a. The correct shipping name and corresponding UN or ID number.
b. The full name and address of the shipper or consignee.
c. If required, the specific packaging markings.

5. The correct labels must be attached to each dangerous goods package. If possible, the labels should be placed next to the consignee's address.

6. All dangerous goods packages must be labelled with the appropriate hazard label.

7. THIS WAY UP' labels must be used on combination packaging containing liquid dangerous goods, excluding liquids in inner receptacles of 120 ml or less. Where freight is restricted to carriage on cargo-only aircraft, the 'CARGO AIRCRAFT ONLY' label must be affixed to the package.

8. To determine the precise requirements for the packaging of dangerous goods, the appropriate sections of the Dangerous Goods Regulations should be consulted.

9. This check list is shown at Appendix 1 to this Annex and it should be referred to where any doubt exists.

10. Emergency instructions for the movement by air of vehicles and general service equipment (GSE) with leaking fuel tanks on operations and exercises are shown at Appendix 2 to this Annex.

Appendix 1 to
Annex G to
Chapter 12

DANGEROUS GOODS CHECK LIST

Shipper's (Consignor's) Declaration

1. The following must be carefully checked and verified by Movements personnel:

a. Are the names and addresses of the shipper and the consignee shown? For Division 6.2, the telephone number of the consignee must also be shown.
b. Have the notes on 'Non-applicable' shipment types been deleted?
c. Has the 'Radioactive' shipment type been declared? Are the air waybill numbers and the places of departure and destination shown? If not, this must be verified with the shipper and entered.
d. Is the following information correctly shown for each entry:

(1) Proper shipping names including the technical name for not otherwise specified (NOS) entries when applicable?
(2) Class or division (For Class 1 the compatibility group must be included)?
(3) UN or ID number?
(4) Subsidiary risk(s)?
(5) Packaging group?

e. Has any amendment or alteration been endorsed by the shipper?
f. Are the name and title of the signatory, place and date shown?
g. Is the declaration signed?

2. The following should be checked when dealing with packages:

a. Does the number of packages shown on the declaration agree with the number being consigned?
b. Does the type of packaging correspond with the type shown on the declaration?
c. Are the shipping name and the applicable UN or ID number shown on the package(s)?
d. When specification packaging is used, are the packages marked accordingly?
e. If specification packaging is over-packed and the specification markings are not visible, has the overpack been marked 'Inner packages comply with prescribed specifications'?
f. If special markings are required are they on the package?
g. Is the correct hazard label, and when applicable the subsidiary risk label(s), on the package(s)?
h. Is the 'CARGO AIRCRAFT ONLY' label or 'MAGNETISED MATERIALS' label attached as required?
j. For liquids in combination packaging, is the package orientation properly indicated on two opposite sides?
k. Is the consignor's or consignee's name and address shown on each package?
l. Is the package free from damage and leakage and in proper condition for carriage?

3. For the movement of dangerous goods by air the shipper (consignor) has responsibility for preparing the package for movement and uses the International Civil Aviation Organization (ICAO) Regulations to do this. However, road regulations, ie the ADR orPGR, are complied with when conveying dangerous goods to and from the airfields (that is placarding/marking of road vehicles etc).

4. Under ICAO the operator is an airline or agent and they receive goods into storage ready for air movement. The responsibilities for consignments under ICAO cease in this instance at the steps of the aircraft and the Airlines Loading Regulations for Dangerous Goods then apply.

Appendix 2 to
Annex G to
Chapter 12

THE CARRIAGE OF VEHICLES AND GENERAL SERVICE EQUIPMENT (GSE) WITH LEAKING FUEL TANKS-OPERATIONS AND EXERCISES

1. During operations and exercises, vehicles and GSE occasionally develop fuel leaks, and it may be necessary to take emergency remedial action to allow transportation by air during the recovery phases.

2. Vehicles and GSE that are presented for air movement with leaking fuel tanks during operations and exercises are to be prepared as follows:

a. Minor Leaks. Minor leaks in fuel tanks, pipes and unions, where accessible, are to be repaired temporarily using 33H/390 Oilyte stick. UK MAMS teams should be in possession of this sealant.
b. Major Leaks. Tanks with major leaks are preferably to be removed and all fuel lines sealed. Alternatively, the tank is to be drained and flushed with kerosene or AVTUR and vented for as long as exercise or operational conditions allow prior to loading.

Annex H to
Chapter 12

MOVEMENT OF AMMUNITION
AND EXPLOSIVES
(DEFINITIONS AND TERMS)

Movement Planning for Military Ammunition and Explosives

1. The following definitions and terms must be clearly understood and strictly applied when planning the movement of ammunition and explosives:

Hazard Divisions

2. Hazard Division 1.1

a. Explosives which have a mass explosion hazard.
b. The explosion will result in severe structural damage, the severity and range being determined by the amount of high explosives involved. There may be a risk from heavy debris propelled from the structure in which the explosion occurs.

3. Hazard Division 1.2

a. Explosives which have a projection hazard but not a mass explosion hazard.
b. The explosion results in items burning and exploding progressively, a few at a time. Furthermore, fragments, firebrands and unexploded items may be projected in considerable number; some of these may explode on impact and propagate fire or explosions. Blast effects are limited to the immediate vicinity.

4. Hazard Division 1.3

a. Explosives which have a fire hazard and either a minor blast hazard or a minor projection hazard, or both, but not a mass explosion hazard.
b. This division includes some items which burn with great violence and intense heat, emitting considerable thermal radiation (mass fire hazard) and others which burn sporadically. Items in this division may explode but do not usually form dangerous fragments. Firebrands and burning containers may be projected.

5. Hazard Division 1.4

a. Explosives which present no significant hazard.
b. This division includes items which are primarily a moderate fire hazard. They do not contribute excessively to a fire. The effects are largely confined to the package. No fragments of appreciable size or range are to be expected. An external fire does not cause the simultaneous explosion of the total contents of a package of such items.
c. Some, but not all, of the above are called Safety Ammunition or Safety Explosives (Compatibility Group S), formerly called the 'Safety Class'. These items are so designed and/or packaged that any explosive effect during storage and transport is confined within the package, except when an external fire has degraded this packaging. An external fire must not cause effectively instantaneous explosion of the total contents of the package.

Ammunition Compatibility Groups

6. Ammunition and explosives have been grouped into twelve compatibility groups: A to H, J, K, L and S. Group I is omitted to avoid possible confusion between the letter I and the Roman numeral I. Group S is given a distinctive letter since it allows a unique possibility for mixing in storage and transport.

7. Net Explosive Quantity (NEQ). Not all of the explosive commodity constitutes a mass explosive risk. For example, the packaging and casing of detonators, shells, bombs or mines are not included. The limitations imposed on the quantities of explosive that may be conveyed are set in terms of net weight of explosive. This is known as the NEQ and is measured in kilograms (kg). The proportion of the all up weight of the explosive in its Service container or pallet and the NEQ varies from one weapon to another. The variation can be from approximately 5% to 70%.

8. Examples are:

All ammunition has a NEQ. That in compatibility group S (eg S A ammunition) is inconsequential in movement planning.

9. Further information on explosive substances, compatibility grouping and classification is given in the table at Appendix 1.

Appendix 1 to
Annex H
Chapter 12

DEFINITIONS AND CLASSIFICATIONS OF EXPLOSIVE SUBSTANCES

Annex J to
Chapter 12

1. The following regulations cover the movement of ammunition and explosives by road:

a. Statutory Instrument 1989, No 615. The Road Traffic (Carriage of Explosives) Regulations (CER) 1989.
b. Approved Code of Practice (ACOP) Carriage of Explosives by Road 1989.
c. JSP 327, Chapters 6 & 8.
d. Ammunition and Explosive Regulations (A & ER), Volume 1, Pamphlet 7, Section 2, paragraphs 31-135.
e. A & ER, Volume 2, Part 11.
f. JSP 316.
g. JSP 341, Chapters 12 and 22.
h. Manual on NATO Safety Principles for the Conveyance of Military Road Transport (AC/258-D/288).
j. The Movement of Military Ammunition by Civilian Road Vehicles (AC/15-D/362).
k. ESTC Leaflet No 19. Notes on the Conveyance by Road of Military Explosives Regulations 1977.
l. ESTC Guidance Notes, Note 2. Recommendations for the Carriage by Road of MOD Radioactive Materials in the UK, 1984.
m. UKLFSI No. 1 (Special Security Instructions).
n. The Classification and Labelling of Explosives Regulations 1983 (Statutory Instrument 1983/1140).
o. Guide to the Classification and Labelling of Explosives Regulations 1983.

2. When loads of mixed hazard divisions are carried, the NEQs are to be aggregated and they shall be deemed to be in the HD which is highest in the following lists: HD 1.1 (highest), 1.2, 1.3, 1.5 and 1.4 (lowest). The NEQ of HD 1.4 can be ignored when aggregating with other HDs except when transported in private light goods (PLG) vehicles (see paragraph 3).

3. Compatibility Groups (CG). Ideally each vehicles should only carry ammunition belonging to one compatibility group. If this is not possible the following rules are to be applied:

a. CGs A, H and L must be carried in separate vehicles.
b. Different categories of CGL are to be carried in separate vehicles.
c Fuses in CG B may be carried with CGsD or E where the fuses are components. (The aggregate is treated as CGF).
d. Detonators of CG B maybe carried with CG D, E and F if they are packed in an approved transit container. The aggregate load is to be considered as CG B.
e. CGs C, D and E may be carried together with CG G.
f. CG S may be carried with CGs B, C, D, E, F, G or J.

4. Safe working explosive limits for PLO, ordinary and special goods vehicles are detailed in this table:

Notes:
1. The aggregation rules at paragraph 2 are to apply when calculating explosive limits.
2. See A&ERs, Volume 1, Pamphlet?, Paragraph 58.
3. For the purpose of these regulations the following definitions are used to identify vehicle types:

a. Private Light Goods (PLG) Vehicles. PLG are those which are not goods carrying vehicles. Included in this vehicle type are saloon cars, estate cars, minibuses and Landrovers. A PLG vehicle may be fuelled by petroleum spirit or diesel.
b. Ordinary Goods Vehicles (OGV). Vehicles intended to be used to carry goods. Most load carrying military B vehicles can be considered as OGVs. These may be fuelled by petroleum spirit or diesel.
c. Special Goods Vehicles (SGV). A vehicle which is specially constructed or adapted with additional safety features to allow the carriage of larger quantities of ammunition than those allowed in an OGV. Few military vehicles meet the requirements of SGV.

Appendix 1 to
Annex J to
Chapter 12

EXAMPLE OF ORDERS FOR DRIVERS AND ESCORTS OF VEHICLES CARRYING AMMUNITION AND EXPLOSIVES

(Orders for drivers and escorts should be written in the following manner and meet the requirements of specific tasks)

1. As the driver or the escort of a military vehicle carrying explosives you are to ensure that these instructions are strictly observed.

2. The following checks are to be made before the journey begins:

a. All parts and accessories of the vehicle are to be in good and efficient working order and the load of explosives carried in the vehicle is to be stowed so that no part of it is likely to fall from the vehicle.
b. No leakage of fuel.
c. All military vehicles used for conveyance of explosives are to carry an efficient fire extinguisher of adequate size capable of extinguishing an engine fuel fire. Additional fire extinguishers are also to be carried as may be required.
d. A closed receptacle is to be held in the vehicle cab for tobacco products, which will not be opened within 10 metres of the vehicle. Matches, cigarette lighters or other means of striking a light may not be carried. Fitted cigarette lighters are to be removed from the vehicle.
e. Ammunition is to be securely loaded so as to prevent any movement during transit.
f. Vehicles carrying palletised ammunition moving independently, and every fifth vehicle in a convoy, are to carry a tool capable of cutting high tensile steel strapping on pallets in the event of an emergency.
g. Fuel, other than in vehicle tank(s), is not to be carried on vehicles carrying explosives.
h. You are to be in possession of a certificate of training in the carriage of explosives.
j. You are to have in your possession the following information:

(1) A copy of your route (and staging posts when applicable).
(2) The hazard classification code, NEQ and correct technical name of each type of explosive/ammunition carried.
(3) The name, address and contact telephone number of the consignor, consignee and transport operator.
(4) F Mov 773.
(5) F Mov 774 or any additional supplementary hazardous load warning sheets relevant to the ammunition carried.

3. The following requirements must be carefully observed:

a. You are to follow the prescribed route and ensure the journey is completed without delay.
b. The escort is to travel in the cab. The vehicle canopy must be tied down and the load secured against unauthorised access.
c. Periodic halts are to be made, initially after 30 minutes and thereafter at intervals of not more than two hours' driving to check the stability and security of the load and to ensure that there is no over-heating of any part of the vehicle.
d. During the journey the distance between vehicles displaying orange plates should be at least 100 metres on normal roads and 200metres on dual carriageways or motorways. Where this is difficult to achieve, ie in urban areas, the distance may be reduced to that which maintains convoy discipline.
e. Smoking is not permitted:

(1) In the cab or at the rear of the vehicle.
(2) Within 20 metres of the vehicle.
(3) Within 50 metres of the vehicle when being refuelled.

f. Do not park under trees in the event of a thunderstorm.
g. Security. Loaded vehicles are not to be left unattended.
h. Ensure that speed limits applicable to the type of vehicle are not exceeded.
j. Except in cases of emergency vehicles are not to halt on or near a speed limited road or elsewhere at a place where stopping would be likely to endanger the safety of the members of the public.
k. Vehicles carrying ammunition or explosives are only to be staged in authorised areas. These areas are shown on the detail sheet.
l. No unauthorised or drunken person should be allowed to approach the ammunition or explosives. If attacked you are to protect the ammunition and endeavour to apprehend the attackers using the minimum force necessary. Notify the local police and ammunition depot as quickly as possible. (Telephone contact numbers to be included).
m. When refuelling the vehicle, ensure that the engine and lights are switched off and that the no-smoking rules are strictly obeyed.

4. Any freight, stores or material liable to cause or communicate a fire or explosion are not to be permitted on vehicles carrying ammunition. In particular the following are prohibited:

a. Fuel other than in the vehicle fuel tank(s).
b. Inflammable liquids.
c. Compressed Inflammable gases.
d. Lamps and cookers using liquid or gas as a fuel.
e. Oil or grease-soaked waste.
f. Tobacco products, matches, cigarette lighters and vehicle fitted lighters as specified at paragraph 2.
g. Passengers (escorts and crew members are not treated as passengers).

5. In the event of an accident or fire the following basic procedures as laid down in F Mov 773 are to be observed to ensure that the load is safeguarded and the risk to the public is minimised:

a. Accidents.

(1) When an accident occurs involving a vehicle transporting ammunition, the driver or escort is to take immediate steps to safeguard the load, and to ensure that other traffic is warned and that bystanders are kept at a safe distance. They are also to prevent smoking and the use of matches or flame within 50 metres.
(2) The general rule is that ammunition should not be moved until a clearance has been obtained from an ATO or AT. However, when as a result of a traffic accident, ammunition blocks the road it may be moved to a place of safety in order that the road may be cleared.
When the circumstances of the accident suggest the ammunition is likely to have been damaged, or the ammunition has been damaged or involved in a fire or explosion it is not to be touched until an ATO or AT has advised that it may be moved. The presence of ammunition or explosives should not prevent rescue operations when there is a danger to life, or the fighting of a fire by qualified persons.
(3) Traffic is to be diverted from the scene.
(4) Bystanders are to be kept at a safe distance which, whenever possible, should be at least 270 metres.

b. Fire.

(1) Should a vehicle transporting ammunition catch fire the driver or escort is to remove the day glow pouch and carry out the actions laid down in F Mov 773 and F Mov 774.
(2) If immediate fire fighting action is unsuccessful and when it is not possible to remove the explosives from the vehicle or control the fire, move clear of the vehicle. The prescribed safety distances should be applied when any ammunition carrying vehicle is involved in a fire.
(3) If possible, request a passer-by to notify the fire service and police.

c. In all instances the following are to be informed:

(1) Police.
(2) Fire brigade.
(3) Consignee.
(4) Ammunition depot.
(5) The Joint Service Explosive Ordnance Disposal Operations Centre (JSEODOC).
      Note: As many as possible contact telephone numbers for the above authorities should be carried.

d. Breakdown.

(1) Advice is to be sought from the transport operator.
(2) Notify the local police and ensure the vehicle hazard warning device (4 way flasher) is switched on.
(3) Prevent smoking or the use of flame within 20 metres of the vehicle.
(4) Inform the ammunition depot.
(5) If it is necessary for the vehicle to be towed ,the ammunition must be off-loaded before towing commences under the supervision of an ATO or AT.
(6) No repair at a garage or workshop is to be undertaken until the ammunition has been removed from the vehicle.

6. Loading Ammunition. The driver and escort of a vehicle used for conveyance of explosives by road are to be present when that vehicle is loaded. If a civilian driver not employed by the MOD is to drive the vehicle he must be present during the loading. When the vehicle has been loaded the escort must sign a copy of the convoy note(s)/wagon waybill(s) to certify that the vehicle has been loaded with the ammunition listed on those convoy note(s)/wagon waybill(s) and, if applicable, to note any deficiencies on them. The signature of the escort is to be obtained before the vehicle is allowed to leave the ammunition depot.

7. Unloading Vehicles. When a vehicle is unloaded the ammunition depot, the driver and escort are to be present during the unloading. The escort is to endorse a copy of the convoy note(s)/wagon waybill(s), or any other form used for documenting and receiving ammunition, after it has been checked by a member of the receiving organization in the presence of the driver and escort.

8. Checking a Delivery. When making a delivery of explosives it is the responsibility of the escort to:

a. Check the details of the explosives against the convoy note or other paperwork supporting that delivery.
b. Ensure that the person receiving the explosives signs the convoy note or other paperwork, to show that the delivery was correctly made or to note any discrepancy.
c. Check the ammunition remaining on the vehicle to ensure that it is correct.

9. Action on Finding a Discrepancy. If at anytime during the delivery of explosives a discrepancy is found, the escort is to:

a. Check with the driver the explosives remaining on the vehicle.
b. Check any delivery being made at the time the discrepancy was found.
c. Inform the traffic branch at the ammunition depot.
d. Report with the driver, to OIC Traffic as soon as possible after their return to the ammunition depot.

10. When explosives are delivered by road to a port or airfield for shipment or air freighting, the following instructions will apply:

a. Ammunition or explosives are not to be offloaded to quay, ship or airfield unless allowed by the authorised representative supervising their handling.
b. The driver and escort are not to leave the dock or airfield until dismissed by the authorised representative of the Government Freight Authority.

11. General Precautions.

a. Vehicles carrying ammunition filled with white phosphorus are to travel at the rear of the convoy.
b. Vehicles are to carry a first aid kit comprising bandages, pads and a container of at least one litre of water with instructions on its use.
c. Whenever practicable a filled water container of sufficient size to immerse an ammunition container should be carried on the vehicle.
d. When palletized explosives filled with white phosphorus are carried, a tool capable of cutting high tensile steel strapping is to be readily available on the vehicle.
e. In the event of a leakage of white phosphorus ammunition, the container is to be immersed in water and removed from the vehicle while still immersed. Where no water is available the container is to be removed immediately from the vehicle and positioned in the most suitable place to burn itself out without spreading fire. Depending upon the circumstances, a sentry is to be left at the site to ensure that passers-by do not become contaminated with white phosphorus. The incident and location are to be reported to the police and arrangements made for the removal of the debris and decontamination of the area.

12. First Aid. The following first aid action is to be taken in the event of any person being burnt or contaminated by phosphorus:

a. Where practicable immerse the burn area in water immediately. Alternatively, pour liberal quantities of water over the area.
b. Apply a large wet dressing and ensure that it is kept wet so that burning will not recommence.
c. No other preparation is to be used as phosphorus is soluble in oil or grease and may be absorbed into the system resulting in systemic poisoning.
d. In the event of phosphorus being splashed into an eye liberal quantities of water are to be used to wash the eye and a wet dressing in the form of a pad applied. This dressing is to be kept wet by pouring water on to it. It is not to be removed or allowed to dry as burning will recommence.
e. The contaminated person is to be taken to the nearest medical establishment for treatment as quickly as possible.

Note: Under no circumstances is copper sulphate, in any form, and hydrogen peroxide to be included as part of the first aid treatment.

Appendix 2 to
Annex J to
Chapter 12

1. Vehicle Checks.

a. Fuel system not leaking.
b. Braking systems fully serviceable.
c. Lighting system in working order.
d. Vehicle platform clean and free from protruding nails.
e. No friction between tyres and chassis (before and after loading).
f. Fire extinguishers (X2 9 litre gas/water and XI BCF), spare wheel(s), tool kits(s), vehicle jack(s), cutting equipment (if load palletised) and a container of water if white phosphorus loaded, are to be carried.
g. Correct cover plates on batteries.
h. Hazard warning lights.
i. Lockable container for tobacco products.
j. Engine switches off during loading.
k. Driver and escort to carry certificates of training.
l. Dayglow orange pouch containing load documentation.
m. Vehicle labelled.
n. A single layer only of pallets is to be loaded. No packages are to be loaded above sides/tail board.

2. Prohibited Articles.

a. Fuel, other than in vehicle tank.
b. Inflammable liquids.
c. Compressed inflammable gases.
d. Lamps and cookers using liquid or gas as fuel.
e. Oil or grease soaked waste.
f. Tobacco products, except when secured in a locked container.
g. Matches, lighters, etc, or any means of producing a naked light.
h. Passengers are not to be carried, except when Group S loaded or Net Explosive Quantity (NEQ) less than 2 kg.

3. Documentation.

a. Copy of route and details of staging posts.
b. Hazard classification code of each explosive carried.
c. Correct technical name of each ammunition nature carried.
d. NEQ of each ammunition nature carried.
e. F Mov 773.
f. Relevant F Mov 744A to G.

4. Vehicle Placards.

a. Orange hazard plates front and rear.
b. Highest Hazard Division (HD) label carried (each side of load compartment).

The above are NOT REQUIRED when:

a. Less than 10 kg NEQ B carried.
b. Less than 500 kg NEQ of HD 1.4 carried.
c. Only 1.4 HD carried.
d. Less than 50 kg NEQ of ammunition carried (apart from that detailed above).

5. Packages/Pallets. The markings and their positioning on packages and pallets are to be as follows:

a. Hazard classification code Each vertical face.
b. UN serial number Rear vertical face.
c. Correct technical name Rear vertical face.
d. Service designation Each of two adjacent vertical faces.
e. Details of manufacturer Anywhere

Note:
1. Details of the duties and responsibilities of the Government Authorised Explosives Representative (GAER) are given at Annex N to this chapter.

Appendix 3 to
Annex J to
Chapter 12

1. When military vehicles are carrying explosives they are to be marked in two ways:

a. Two blank rectangular reflecting orange-coloured plates are to be fixed where they are clearly visible, one at the front and the other at the rear of the vehicle. Each plate is to be 400 mm x 300 mm and have a black border not more than 15 mm wide.
b. Two placards are to be fixed where they are clearly visible, one at each side of the vehicle, trailer, semi-trailer or freight container. These placards are diamond shaped and have an orange background with a black border. Each side is to be a minimum of 250 mm in length and :

(1) The placard for explosives of Hazard Division (HD) 1.1, 1.2 and 1.3 will be a pictogram of a bomb blast in the upper half with the figure 1 at the bottom of the diamond. The F Mov 605 A-D (Rev 90) series will meet this requirement. F Mov 605 A-C are overprinted with HD 1.1, 1.2 and 1.3 respectively. Compatibility Group (CO) letters should be added using permanent felt tip pen alongside the HD, no less than 75 mm in height. (See Figure 1).
(2) The placard for explosives of HD 1.4and 1.5 will be as for that at Subparagraph 1b(1) above, less the pictogram. The F Mov 606 (Rev 90) series will meet this requirement. F Mov 606 A-B are overprinted with HD 1.4 and 1.5 respectively. CG letters should be added using permanent felt tip pen below the HD, no less than 75 mm in height. (See Figure 2).

2. When explosives in different HDs are carried together, for placarding purposes all the explosives are deemed to be in the HD which comes highest in the following list, that is HD 1.1 (highest), 1.2,1.3, 1.5 and 1.4 (lowest). However, when explosives in HD 1.5 are carried with explosives of HD 1.2 the aggregate is deemed to be in HD 1.1.

3. When explosives of different CGs are carried together, no CG letter is to be written on the placards.

4. When explosives are carried solely in connection with an application for their classification the F Mov 606C is to be used without either a HD number or CG letter inserted.

5. The marking of vehicles does not apply in certain circumstances. Those most commonly applying to military explosives are:

a. The total quantity of explosives carried in the vehicle does not exceed 50 kg Net Explosive Quantity (NEQ), except that in the case of HD 1.4 the limit is 500 kg.
b. The vehicle is carrying only HD 1.4 S explosives.

6. These markings should only be displayed when a vehicle is carrying ammunition or explosives.

Placards for Vehicles Carrying Explosives

Annex K to
Chapter 12

MOVEMENT OF EXPLOSIVES BY RAIL

Regulations

1. The following regulations cover the movement of explosives by rail:

a. STANAG 1890 (VF), Regulations for Safety in Transport of Military Ammunition and Explosives by Rail.
b. BR 30054, British Rail Working Manual for Rail Staff.
c. BR 2468 BR Byelaws Relating to Explosives.
d. BR 2206/2, Conditions of Acceptance and Carriage by Rail of Military Explosives 1990.
e. Statutory Instrument 1977/889, The Conveyance by Rail of Military Explosives 1977.
f. A&ER Volume 1, Pamphlet?, Sections, Paragraphs 151 - 208.
g. JSP 327, Chapter 6.
h. BR2306, BR Dangerous Goods Guide.

General

2. The movement of ammunition by rail in the UK is governed by BR 2468, Byelaws Relating to Explosives. In addition, personnel involved in the rail movement of ammunition must acquaint themselves with port and route restrictions which may place further loading constraints over and above the NEQ limits shown below.

Weight Limits

3. Per Wagon or Container. A wagon or container must not carry more than 20 tonnes net explosive quantity (NEQ) of explosives in Division 1.1, 1.2, 1.3 or 1.5 (Division 1.4 has no limit).

4. Per Group of Wagons or Containers. NEQ limits also apply when wagons and containers are grouped together in a train. More than one group of wagons may be carried on a train only when the specified minimum separation distance between the wagons is in force.

Groups of Wagons: Maximum NEQ & Minimum Separation Distances

5. For groups of hazard division (HD) 1.1 explosives, also with 1.1, 1.3 or with 1.5 explosives:

a. Between groups of HD 1.1 explosives.
b. Maximum NEQ in any group: 40 tonnes NEQ.
c. Minimum separation distance: 80 metres (263 feet).

6. For groups of division 1.3, and 1.5 explosives (when alone or together):

a. Maximum NEQ in any group (1.3 and/or 1.5): 120 tonnes NEQ.
b. Minimum separation distance between groups: 40 metres.

7. For groups of division 1.2 and 1.4 explosives (in a group of wagons):

a. Maximum NEQ for division 1.4: No maximum.
b. Maximum NEQ for division 1.2: No maximum, but has a limit of 20 tonnes NEQ per wagon or container.

Note:
Wagons containing divisions 1.2 or 1.4 may be included as part of any wagon or container group but:
- are not included in NEQ calculation for the group and, if required,
- may form part of the separation distance between any explosive group.

8. JSP 327, Chapter 6 fully explains the necessary procedures.

Annex L to
Chapter 12

1. The principal regulations for the movement of explosives by sea are:

a. International Maritime Dangerous Goods Code (IMDG Code).
b. Merchant Shipping (Dangerous Goods) (Amendment) Regulations 1985 (SI 1986 1069).
c. Carriage of Dangerous Goods in Ships - Segregation of Dangerous Goods (Merchant Shipping Notice No Ml284) Jul 1987.
d. Dock Regulations, 1988 (SI 1988 No 1655).
e. Approved Code of Practice and Guidance Notes, 1988.
f. ESTC Leaflet No 17. Notes on the Dangerous Substances in Harbour Areas Regulations, 1987.
g. Manual on NATO Safety Principles for the Conveyance of Military Ammunition and Explosives in Ships and Harbour (AC/258-D/289).
h. JSP 327, Joint Service Manual of Movements 1995, Chapter 9, Section 8.
i. JSP 316, Marking of Ammunition and Associated Packages.
j. Statutory Instrument 890 of 1977.

2. Regulations governing the movement of explosives on inland waterways are:

a. European Provisions Concerning the International Carriage of Dangerous Goods by Inland Waterways (Accord Europeen Relatif au Transport International des Marchandises Dangereuses par voie de Navigations Interieure) (ADN).
b. Accord Europeen Relatif au Transport International des Marchandises Dangereuses par voie de Navigation Interieure Rhin (ADNR).
c. Manual on NATO Safety Principles for the Conveyance of Military Ammunition and Explosives on Inland Waterways (AC/258).

Note: In the future it is likely that Germany will be authorised to control the movement of explosives on inland waterways with procedures being based on RID/ADR and the IMDG Codes.

Regulations for the Movement of Explosives by ISO Container

3. The regulations covering the use of ISO freight containers for the movement of explosives are as follows:

a. Freight Containers Safety Convention Regulations 1984 (SI 1988 No 1890).
b. ESTC Leaflet No 21. Conditions for Use of Freight Containers for the Conveyance of Military Explosives.

4. A table showing permitted storage mixtures for the movement of Class 1 explosives by sea is at Appendix 1 to this Annex.

5. The Government Authorised Explosives Representative (GAER) is the official military representative at the harbour and will be present throughout the movement of military explosives through the harbour.

6. The GAER is responsible for ensuring that the movement is carried out safely and in accordance with regulations. The GAER is responsible for bringing to the immediate attention of the harbour master and/or the Service department concerned any unsafe practices or violation of regulations that may be observed.

7. Further information on the duties and responsibilities of the GAER is given at Annex N to this chapter.

Appendix 1 to
Annex L to
Chapter 12

MOVEMENT OF CLASS 1 EXPLOSIVES BY SEA -PERMITTED STORAGE MIXTURES

"X" indicates that goods of the corresponding compatibility groups may be stowed in the same compartment, portable magazine, freight container or vehicle (see IMDG Code 6.2).

Notes:
1. Articles in compatibility group G (other than fireworks and those requiring special stowage) may be stowed with articles of compatibility groups C, D and E provided no explosive substances are carried in the same compartment, portable magazine, freight container or vehicle.
2. A consignment of one type in compatibility group L should only be stowed with a consignment of the same type within compatibility group L.

Annex M to
Chapter 12

1. The following regulations cover the movement of explosives by air:

a. Technical Instructions for Safe Transport of Dangerous Goods by Air - ICAE DOC 9284 - AN/905 and Supplement.
b. Manual of NATO Safety Principles for the Transportation of Military Ammunition and Explosives by Military Aircraft (AC/258 - D/291).
c. STANAG 3854 (TN), Policies and Procedures Governing the Air Transportation of Dangerous Cargo.
d. STANAG 4289 (APIC), Transportation of Military Ammunition and Explosives by Military Aircraft.
e. ESTC Leaflet No 12. Recommendations for the Carriage of Munitions of War in Civil Aircraft, 1977.
f. JSP 335. Carriage of Dangerous Cargo by Air.
g. A&ERVolume 1, Pamphlet?, Section 4, paragraph 1001-1024.

2. The regulations contained in JSP 335, concerning dangerous air cargo, are especially important for the RLC movement controller and are to be strictly observed when moving explosives by air.

3. Military explosives may be carried as cargo in RAF transport aircraft subject to the following conditions:

a. Aircraft in the Dangerous Air Cargo (DAC) role:

(1) Explosives (other than those in compatibility groups C, G and K) may be carried in RAF transport aircraft operating in the DAC role. The quantity that may be carried is governed by payload and capacity available.
(2) C, G and K explosives (other than lachrymatory or CS composition stores) may not be carried in RAF transport aircraft without the prior approval of MOD (Mov 3 (RAF)). When approval has been obtained the carriage of C, G and K explosives is limited to aircraft operating in the DAC role.

b. Aircraft in the Passenger-cum-Freight (PCF) role:

(1) Explosives in the C, G and S groups up to a maximum of 100 kg NEQ may be carried in the same RAF transport aircraft as passengers when operating in the PCF role.
(2) In an emergency a maximum of 100 kg NEQ of explosives in HD 1.2,1.3 and 1.4 may be carried in the same RAF transport aircraft but only with the prior approval of the controlling air movement authority (CAMA).
(3) An aircrew member, normally the loadmaster is appointed to be responsible for the ammunition carried as cargo in RAF transport aircraft.
(4) The sponsor, in conjunction with the CAMA, is to decide whether an explosives qualified escort is to be provided for particular consignments such as C, G, J, K and L, giving due consideration to the nature of the ammunition being carried, the route of the aircraft and the facilities and explosives trained personnel available en route. The sponsor is normally to provide the escort who is to travel as an additional aircrew member.

Operations and Exercises

4. Provided that the air waybill is supported by a completed safety certificate on either F/Mov/569 or F/Mov/239, there is no restriction on the types or quantities of explosives that may be carried in RAF transport aircraft tasked for operations and exercises, subject to the conditions set out below:

a. Passengers other than those directly involved in the operation or exercise are not to be carried.
b. Explosives are not to be carried on the person by passengers in aircraft operating in the strategic role, but are to be stowed in their approved containers in a separate part of the aircraft.
c. Explosives may be carried on the person in all aircraft employed in the tactical role when it is necessary for the individual to emerge from the aircraft in fighting trim. Personnel carrying electrical explosive devices (EED) are to be specifically briefed prior to emplanement to ensure that the EEDs are properly screened from radio frequency (RF) and electrostatic hazards at all times in the aircraft. Such items must not be removed from their metal clips nor must the lids of metal containers be removed. These precautions are also to apply within the perimeter of the airfield.

Army Aircraft

5. The regulations covering the movement of explosives in Army aircraft are contained in A&ER Volume 1, Pamphlet 7, Section 4, paragraphs 1007, 1010 and 1023.

Segregation

6. Ammunition and explosives in different HDs and CGs are to be segregated as far as practicable.

7. Ammunition and explosives are to be segregated from other dangerous cargo, particularly corrosives. Ammunition is not to be carried with F&L in bulk, nor with radioactive stores. During operations or exercises, when there is no tactical alternative, ammunition may be carried with F&L.

Annex N to
Chapter 12

1. The Government Authorised Explosives Representative (GAER) is normally a specialist appointment of the Movement Controller (Mov Con) Class 1 RLC Employment. GAER duties are also carried out by selected officers and civilians.

2. A GAER is required by the Ministry of Defence, as detailed in current regulations, to be in attendance during the loading and discharge of military explosives in a United Kingdom port, explosives anchorage, or any place where such explosives are transported between vehicle, train or ship.

3. The GAER is responsible for ensuring that all safety requirements, in accordance with regulations, are complied with and for advising the master of a vessel, and/or harbour authorities regarding the handling and stowage of military explosives. Although principally concerned with sea movement, the GAER must also be conversant with the regulations governing the movement of military explosives by road and rail, and may be called upon to work in locations other than ports. The duties of a GAER may be performed by:

a. Selected officers and WO/SNCO Movement Controllers Class 1 RLC.
b. Civilians recruited in the Civil Service grade of Stores Officer Grade 'C' (SOG C), and selected by HQ QMG Andover, Movement Control Centre (MCC).
c. Ammunition Technicians and Ammunition Technical Officers of the RLC.

4. GAERs are concerned with the practical side of the movement of military explosives within a port or harbour, dealing with pre-stow meetings, and attending the loading, unloading and cross-loading of explosives. They are employed exclusively on GAER duties, being detailed by HQ QMG Andover, MCC for particular tasks.

5. The military GAER additionally performs normal Movement Control duties, such as the detailed planning of the movement of explosives and hazardous substances and provides advice to units and organisations on the regulations governing such movement.

6. GAERs are controlled by the MCC, HQ QMG, and are located at:

a. HQ QMG Andover, as a pool within the MCC, available for use in any UK port or explosives anchorage. Four GAERs are held within the pool.
b. Marchwood Military Port (MMP) - Five GAERs.
c. HQ UKSC (G), (Log Sp 3 (Mov)) - One GAER.

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Last modified: August 27, 2008