Canadian troops deploy to Dover to move cargo
DOVER AIR FORCE BASE, Del. (USTCNS) --- Canadian forces are working with personnel here as part of an agreement in which Canadian and U.S. forces work together to move cargo and passengers downrange.
This activation, which took place by mutual consent Dec. 5, 2001, was the first one since the Canada - United States Integrated Lines of Communication Agreement was signed in 1979.
"The agreement was somewhat used during the Gulf War and Kosovo, however (before Operation Enduring Freedom) it's never been formally activated," said Canadian army Maj. Serge Pelletier, assigned to Military Traffic Management
Command headquarters. "When activated, (Canadian and U.S.) transportation resources and infrastructure blend into one."
The Canadians have been working hand-in-hand with 436th Aerial Port Squadron personnel to move cargo like food, equipment and mail on channel airlift going to Canadian troops in Doha, Qatar, which is then flown using
intratheater lift to Afghanistan. Cargo is loaded straight into Air Mobility Command's global airlift tracking system.
Under the Cooperative Airlift Agreement, the United Kingdom, Australia, Canada, and other countries can move their cargo on U.S. aircraft, but on a space-available basis. With the activation of ILOC, Canadian cargo is treated with the same priority as the U.S.
"Whatever has the highest priority moves first," said Pelletier. "Canadian cargo can move on U.S. planes, like it does here. In other places, U.S. cargo may be moved on Canadian planes or ships if it's high-priority."
Pelletier overseas a team of Canadian air force traffic technicians. These troops have been deployed to various bases since February to support Operation Apollo, Canada's name for Operation Enduring Freedom.
While Canadian navy and air force troops have been involved with the war for some time now, the technicians went to Ramstein and Rhein-Main Air Bases in Germany to begin processing Canadian army troops in February.
"Everything the U.S. does, we do at home, only the U.S. specializes more," said Canadian air force Warrant Officer Mike Forrest, one of the traffic technicians.
"That is because of the sheer magnitude of the volume being processed here," added Canadian Air Force Sgt. George Lake. "We have to be a jack-of-all trades, meaning each of us must know how to handle dangerous cargo, customs procedures and document, weigh, build and load pallets."
While the Canadians are required to do all aspects of cargo movement, the actual processes remain the same. Pelletier, who's worked with the U.S. Army for five years, joked that he got chosen for the job because he 'speaks American.'
"There are many little differences between (our country's militaries), so my job is to explain things in a way either country can understand," said Pelletier. "I'm a bit of a translator. For example, here they have TDY (temporary duty), but in Canada it's just called TD. When cargo is high-priority in Canada, we call it IOR (Immediate Operation Requirement), but here they call it 'triple 9.'"
The aerial port personnel here have been working to make the Canadians transition to Dover as easy and smooth as possible, and so far the transition has been practically transparent, according to Master Sgt. Karen Ernst, noncommissioned officer in charge of cargo processing.
"I showed them how to enter cargo into our tracking system," said Ernst. "There had to conform to our system, but they've become pretty self-sufficient. This
experience really opened my eyes to the similarities in the transportation process. There're also very nice people, and fun to work with."
"The people at 436th APS have given us fantastic support," he said. "Colonel (Michael) Friedlein, Major (Scott) Harbula, Master Sergeant Karen Ernst, and everyone here have been going out of their way to make sure we understand how things work and truly integrate us. So far, our operation here has been hailed as a great success by the J4 of the Canadian Contingent co-located with Central Command at MacDill Air Force Base, Florida, and that is thanks to the folks here in Dover."
(FROM AIR MOBILITY COMMAND PUBLIC AFFAIRS)
This activation, which took place by mutual consent Dec. 5, 2001, was the first one since the Canada - United States Integrated Lines of Communication Agreement was signed in 1979.
"The agreement was somewhat used during the Gulf War and Kosovo, however (before Operation Enduring Freedom) it's never been formally activated," said Canadian army Maj. Serge Pelletier, assigned to Military Traffic Management
Command headquarters. "When activated, (Canadian and U.S.) transportation resources and infrastructure blend into one."
The Canadians have been working hand-in-hand with 436th Aerial Port Squadron personnel to move cargo like food, equipment and mail on channel airlift going to Canadian troops in Doha, Qatar, which is then flown using
intratheater lift to Afghanistan. Cargo is loaded straight into Air Mobility Command's global airlift tracking system.
Under the Cooperative Airlift Agreement, the United Kingdom, Australia, Canada, and other countries can move their cargo on U.S. aircraft, but on a space-available basis. With the activation of ILOC, Canadian cargo is treated with the same priority as the U.S.
"Whatever has the highest priority moves first," said Pelletier. "Canadian cargo can move on U.S. planes, like it does here. In other places, U.S. cargo may be moved on Canadian planes or ships if it's high-priority."
Pelletier overseas a team of Canadian air force traffic technicians. These troops have been deployed to various bases since February to support Operation Apollo, Canada's name for Operation Enduring Freedom.
While Canadian navy and air force troops have been involved with the war for some time now, the technicians went to Ramstein and Rhein-Main Air Bases in Germany to begin processing Canadian army troops in February.
"Everything the U.S. does, we do at home, only the U.S. specializes more," said Canadian air force Warrant Officer Mike Forrest, one of the traffic technicians.
"That is because of the sheer magnitude of the volume being processed here," added Canadian Air Force Sgt. George Lake. "We have to be a jack-of-all trades, meaning each of us must know how to handle dangerous cargo, customs procedures and document, weigh, build and load pallets."
While the Canadians are required to do all aspects of cargo movement, the actual processes remain the same. Pelletier, who's worked with the U.S. Army for five years, joked that he got chosen for the job because he 'speaks American.'
"There are many little differences between (our country's militaries), so my job is to explain things in a way either country can understand," said Pelletier. "I'm a bit of a translator. For example, here they have TDY (temporary duty), but in Canada it's just called TD. When cargo is high-priority in Canada, we call it IOR (Immediate Operation Requirement), but here they call it 'triple 9.'"
The aerial port personnel here have been working to make the Canadians transition to Dover as easy and smooth as possible, and so far the transition has been practically transparent, according to Master Sgt. Karen Ernst, noncommissioned officer in charge of cargo processing.
"I showed them how to enter cargo into our tracking system," said Ernst. "There had to conform to our system, but they've become pretty self-sufficient. This
experience really opened my eyes to the similarities in the transportation process. There're also very nice people, and fun to work with."
"The people at 436th APS have given us fantastic support," he said. "Colonel (Michael) Friedlein, Major (Scott) Harbula, Master Sergeant Karen Ernst, and everyone here have been going out of their way to make sure we understand how things work and truly integrate us. So far, our operation here has been hailed as a great success by the J4 of the Canadian Contingent co-located with Central Command at MacDill Air Force Base, Florida, and that is thanks to the folks here in Dover."
(FROM AIR MOBILITY COMMAND PUBLIC AFFAIRS)
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