Military cargo demands a level of planning and control far above the movement of conventional dangerous goods, says TT Club. When military shipments pass through commercial supply chains, security, safety, regulatory compliance and political concerns must all be aligned.
Military logistics is a constant factor in the global supply chains and not only limited to the periods of large-scale mobilization or armed conflict. Weapons systems, munitions, missiles, propellants, grenades and component parts are routinely shipped between manufacturers, storage facilities, ports and end users around the world, including in peacetime.
Greater volumes of military cargo are also moving through commercial logistics networks, with many countries increasing their defense spending. Some shipments are shipped direct by the military organizations themselves, but many pass through the hands of freight forwarders, road haulers, port operators and shipping lines.
A special class of dangerous goods
Class 1 dangerous goods are explosives and articles containing explosives, which account for a large part of military cargo. But the risk can vary quite a lot by the particular classification.
Products of Class 1.1, e.g. are liable to mass explosion. In contrast, articles labeled 1.4S are designed so that, in the event of their ignition, the hazardous effects are usually confined within the packaging.
Such classifications may directly impact available transport costs, routing options and regulatory requirements. Any misdeclaration can have serious consequences. Military shippers are usually subject to stringent oversight, exhaustive testing procedures and higher due-diligence requirements.
A complicated regulatory and security landscape
The bulk of military cargo is transported by sea and road, while air freight is typically reserved for operational or urgent needs.
For large volumes, sometimes it is more practical to charter an entire vessel than to use liner services. It can also provide for more flexibility, including the opportunity to use more remote ports with higher explosives limits.
But each shipment must still go through a complex regulatory framework. These might include dangerous goods regulations, export, transit and import licences, trade control requirements and, depending on the circumstances, political approvals.
Security requirements may also be much higher than those normally applied to commercial cargo.
Military shipments may need constant surveillance and attendance, security-cleared personnel, signature controls, detailed tally records and extensive chain-of-custody documentation.
Under a witness-load system, drivers remain with the cargo until they personally witness it being loaded onto the vessel. Drivers at the destination may have to do something similar.
Operational constraints can upset the entire movement
The amount of military cargo that can be carried on one ship can be limited by the allowable amount of explosives on board. This may mean breaking up or separating shipments.
The other big challenge is storage. Most commercial ports will not allow explosives to be stored either prior to loading or after discharge. Thus, direct delivery to vessels and immediate collection after discharge is normal.
This business model requires an adequate number of certified vehicles and qualified drivers to ensure a steady flow of cargo without hindering the vessel’s call at port.
These challenges can be exacerbated by periods of mobilization. Large increases in cargo volumes can lead to congestion across ports and inland transport networks and specialist resources including ADR-qualified drivers may become increasingly scarce.
If the cargo cannot be returned to its manufacturing site or delivered to the port prior to its scheduled window for loading, then a delayed shipment may also create a need for secure temporary storage.
Expertise is needed throughout the supply chain
Moving military cargo is more than simply arranging transportation. All concerned with the shipment should ascertain that they have the necessary approvals and permissions of the competent authority.
This includes the required permits to possess, export, transit and import the cargo and appropriate insurance arrangements covering all relevant jurisdictions.
“Military shipments should not be regarded as any other movement of dangerous goods,” said Mike Yarwood, Managing Director, Loss Prevention, TT Club.
“It’s not possible to treat military-related cargo as just another class of dangerous goods,” Yarwood said.
Every movement, he said, requires detailed preparation, specialist expertise and close cooperation between shippers, carriers, ports, authorities and insurers.
There are serious safety, legal and commercial implications of failure at any stage during the process of classification, documentation, security measures or licensing.
Risks lie beyond operational failures. Illicit trade, sanctions violations and breaches of export controls can lead to serious legal and financial consequences, and can also jeopardize the availability of insurance coverage.
