By Donna Miles
American Forces Press Service
SCOTT AIR FORCE BASE, Ill., Nov. 7, 2012 – A vintage 12-inch
action figure now found only on the Internet depicts the stereotypical
defense courier, complete with a black brief case, handcuffs, cell phone
and secret papers.
 Air
Force Staff Sgt. Kelly Adler, right, goes over customer service
training with Navy Petty Officer 2nd Class Evan Seller at the Defense
Courier Station at Royal Air Force Station Mildenhall, Great Britain,
Feb. 14, 2012. Adler is one of six airmen and Seller one of four sailors
assigned to the station, one of 18 operated around the world by U.S.
Transportation Command’s Defense Courier Division. U.S. Air Force photo
by Senior Airman Jerilyn Quintanilla (Click photo for screen-resolution image);high-resolution image available. |
|
Air Force Col. Darryl Stankevitz, chief of U.S. Transportation
Command’s Defense Courier Division, quickly dispels the “G.I. Joe
Defense Courier” image as he kicks off orientation classes here for
service members selected to join the elite corps of defense couriers.
“I tell them, ‘You all thought that when you were coming out here that
you would get your own briefcase and set of handcuffs,’” he said. “Well
that’s not it. That’s not how we really operate.”
With a heritage
dating back to the Military Postal Express Service that moved highly
classified and sensitive mail abroad during World War I, the Defense
Courier Division remains true to its original mission.
“We move
anything that is highly sensitive or classified that our government
needs us to move,” Stankevitz said. “It can be anything from an envelope
all the way up to large crypto[logical] equipment that’s thousands of
pounds.”
One might think the development of the Secret Internet
Protocol Router Network, better known as SIPRNet, would make most
personal deliveries a thing of the past.
Not so, Stankevitz said.
That’s because the vast quantity of highly classified messages,
documents and images the Defense Department relies on to conduct its
day-to-day business would consume so much computer bandwidth that it
would overwhelm the classified network, he said.
“There is still a
lot of material that must be physically hand-delivered -- partly to
ensure that the SIPRNet can keep going,” Stankevitz explained. “Given
how much has to be transmitted, real-time, for different operations and
events going on, sometimes there’s more that needs to be moved than you
can physically do, electronically.
“And it is actually quicker
for us, at times, to move some of that physically with our couriers,
because of the volume of what we are carrying,” he added.
In
addition, many of the courier deliveries involve equipment used to run
the Defense Department’s secure networks and cryptologic operations, he
said.
“These are items that have to be kept secure while in
transit,” Stankevitz said. “It’s not something that you can put in the
mail or hand off to [a commercial parcel service] because there could be
a risk of tampering in transit. That’s why we need to send a courier.”
The 235 soldiers, sailors and airmen who make up the Defense Courier
Division are assigned to 18 stations around the world that maintain 24/7
operations and several other substations. Collectively, according to
John McAllister, deputy director, they move about 1.5 million pounds of
material annually -- made up of about 80,000 pieces ranging from
envelopes, referred to as “flats,” to giant crates transported using the
division’s own vans, trucks and tractor trailers.
Although the
“James Bond” mystique may be misleading, the couriers operate according
to a strict Transcom instruction designed to protect the classified
material they handle, store and transport. Working in two-person teams,
they are required to maintain constant physical or visual contact with
their shipments. The couriers can’t be out of each other’s sight for
more than 15 minutes. And contrary to popular assumption, they carry
weapons only when traveling through a combat zone.
Couriers
typically fly on military, contract or commercial aircraft. But
increasingly, especially for deliveries within the continental United
States and Europe, they drive the shipments themselves using the courier
division’s own fleet of vans, trucks and tractor trailers, Stankevitz
said.
“Even though you may think traveling by air would be
faster, sometimes you have to rely on the availability of aircraft and
their timing,” he noted. “So sometimes it is actually quicker and more
convenient for us to use one of our vehicles and drive it on the road.”
McAllister said he spends much of his time planning out missions in the
courier division’s operations center. “What are we carrying? How big is
it and where does it need to go?” he said. “Those are really the only
questions we need to know. We don’t need to know what’s in the package.”
In fact, couriers never know what they are carrying. “What we do know
is that it is all highly sensitive material,” Stankevitz said. “It’s
some of the most-sensitive material that our nation has.”
Just as
computers have changed the nature of many courier shipments, they have
helped make the process faster and more efficient. Introducing
technology similar to that used by commercial shipping companies,
courier division planners now consolidate shipments whenever possible so
they can dispatch a single courier team to make deliveries to a single
destination.
“Ten years ago, every station was independent,”
McAllister said. “But over the years, there has been greater and greater
visibility through a centralized command center. We set up a network
and started to merge requirements.”
Planners now collaborate with
the State Department’s Diplomatic Courier Service, particularly when
servicing countries where the U.S. military has no status of forces
agreement, McAllister said.
“It all comes down to, what needs to
move and who is in the best position to move it, through the
interagency,” he added. “So we do a lot of cooperation through the
interagency to make the most-efficient move possible.”
These and
other efficiencies have made a big impact in the courier division’s
bottom line, Stankevitz said, eliminating duplication and reducing
costs. Adopting a new air transportation system saved the division $1
million a year, he noted, while having couriers hitch rides on other
Transcom air missions eliminated the need for a $4.3 million air carrier
and air taxi service contract.
“We’ve become much more efficient
in the way we do business,” Stankevitz said. “Our operating cost, which
directly ties to what we charge our customers, has dropped about 40 to
45 percent, because of actions we took.”
As he’s witnessed
evolution within the Defense Courier Division, Air Force Master Sgt.
Delano Lucas still calls it the best job a service member could ever
have.
Like all couriers, he came to the field from another
military specialty, in his case, he said, attracted by the “chance to do
something different.” He added what’s kept him in the career field has
been the opportunity to broaden his military portfolio while working in a
joint command.
“When you are progressing through the grades,
your potential is based on not only what you have done, but your
potential to lead effectively in the next grade,” he said. “And what
better way of actually displaying that talent and character trait than
by going and executing in something that is outside your normal [career
field]?”
Air Force Chief Master Sgt. Kevin Moon said he “jumped
at the chance” to join the courier division 14 years ago and has never
looked back. He currently serves as chief of the Baltimore Station at
Fort Meade, Md., the largest of 18 worldwide, where he oversees 35
fellow couriers.
“It’s much better than I could have expected or hoped for,” he said.
McAllister summed up much of the allure. “Traveling the world
delivering top-secret material. It is not a bad way to tell your cousins
what you do,” he said.
Another big motivator, Lucas said, has
been the opportunity to operate almost autonomously with a level of
responsibility rarely afforded a mid-level or senior noncommissioned
officer.
“[Couriers] are not only seeing a lot of things and
doing something different, but they have an incredible amount of
responsibility -- just those two people carrying some of the
most-sensitive material that our nation has,” he said.
Stankevitz agreed, adding, “Being entrusted with that is a huge responsibility.”
It’s a responsibility he expects to continue long into the future.
“Changing requirements may change how we operate and where we operate
out of, but we will still continue to operate,” Stankevitz said.
“Overall, we are still going to see a demand for our business for the
foreseeable future.”