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SCMITR
SCMITR
SCMITR
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SCMITR was part of an experimental military shotgun ammunition created in the 1970s by AAI Corporation. It was a variation on flechette ammunition, but instead of containing a bundle of tiny needle-like steel darts, the cartridge contained a stack of razor-edged stamped sheet-metal arrow shapes designed to fly aerodynamically. It was considered to be very promising (in terms of lethality and effective range) but prohibitively expensive to manufacture, so it has never been mass-produced.[1][2]

Development

[edit]

SCMITR was part of the CAWS (Close Assault Weapon System) program, which investigated ~20 mm smoothbore weapons (basically combat shotguns) designed to be effective to ranges of 150 metres against combatants wearing body armor. Flechettes, with their high sectional density, were ideal for penetrating rigid or soft composite armor, but the wounds caused by the tiny darts were considered insufficient to disable an enemy combatant, as the tiny hole would quickly clot and cause relatively little bleeding. The SCMITR darts had the same sectional density as flechettes, but the wide, flat shape of the SCMITR produced a larger, more disabling wound. Since the SCMITR darts were stamped from sheet metal, they had only two fins, which is not enough to provide stability. To overcome this, the fins were twisted slightly, which causes the dart to spin when flying, producing a stable projectile.[1]

The SCMITR cartridge was loaded with eight of these flechettes, each weighing about 1 gram. Dispersion was low, with all eight flechettes capable of hitting within a four-metre circle at a range of 150 metres. Retained velocity at 150 metres was 365 m/s, sufficient for the flechettes to penetrate 76 mm of pine or 3 mm of mild steel.[2]

Applications

[edit]

The SCMITR project was cancelled with the cancellation of the CAWS project in the late 1980s. The most commonly encountered photograph, in Thomas Swearengen's book The World's Fighting Shotguns, shows a SCMITR shell clearly marked as a 20 gauge, smaller than the nominal 12 gauge bore used by the AAI CAWS entry.

See also

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References

[edit]
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SCMITR

View on Grokipedia
from Grokipedia
The SCMITR is an experimental shotgun cartridge developed by the in the late 1970s and early 1980s as part of the military's Close Assault Weapon System (CAWS) program. Designated the 18.5×54mm round, it features a case loaded with eight broad, razor-edged, fin-stabilized projectiles stamped from and propelled by a sabot, designed to extend the effective range of combat shotguns beyond traditional 12-gauge loads to approximately 150 meters while providing superior penetration and hit probability against personnel and light barriers. The CAWS initiative, launched by the U.S. (JSSAP) in the early , aimed to create an advanced automatic shotgun for close-quarters combat, building on experiences from conflicts such as the British and the where shotguns proved effective but limited in range and . AAI's submission, a recoil-operated select-fire weighing about 4 kg unloaded with a 12-round magazine and firing at 450 rounds per minute, relied on the SCMITR to meet requirements for engaging targets at 100–150 meters, including penetration of 1970s-era and 3 mm mild steel plates. In design, the SCMITR differed from conventional rounds by using wider, flat-bladed arrows rather than slender needles, achieving comparable for penetration but creating larger, more incapacitating wounds upon impact. Ballistic tests showed the eight projectiles grouping within a 4-meter circle at 150 meters, with capabilities to perforate 76 mm of pine wood, and the round could also be adapted for standard 12-gauge buckshot use. Despite promising innovations, the CAWS program, including the SCMITR, was terminated in the late amid budgetary cuts and concerns over overall system reliability and cost-effectiveness, preventing adoption by U.S. forces. The technology influenced subsequent research but remains a notable example of experimental ammunition aimed at bridging the gap between shotguns and rifles in .

Background

Legislative Framework

The Sea Cargo Manifest and Transshipment Regulations, 2018 (SCMTR), were enacted by the Central Board of Indirect Taxes and Customs (CBIC) under the powers conferred by section 157, read with sections 30, 30A, 41, 41A, 53, 54, 56, sub-section (3) of section 98, and sub-section (2) of section 158 of the Customs Act, 1962. These regulations were notified vide Notification No. 38/2018-Customs (N.T.) dated May 11, 2018, published in the Gazette of India as G.S.R. 448(E), and came into force on August 1, 2018, superseding the earlier Import Manifest (Vessels) Regulations, 1971, and Export Manifest (Vessels) Regulations, 1976. The statutory framework establishes mandatory procedures for the filing of manifests and transshipment of sea cargo to ensure regulatory compliance at Indian ports. Key terms under SCMTR are defined to delineate responsibilities among stakeholders. An "Authorized Sea Carrier" refers to the master of the vessel, the agent, or any other person notified by the for filing arrival or departure manifests. A "Custodian" is a person approved by the Principal Commissioner or Commissioner of under section 45 of the Customs Act, 1962, responsible for the handling of imported . The "Import General Manifest (IGM)" is the integrated declaration in electronic form delivered by the authorized carrier before or on arrival of the vessel, containing details of imported , while the "Export General Manifest (EGM)" is the corresponding declaration for exported delivered before departure. SCMTR integrates with the Indian Customs Electronic Gateway (ICEGATE) platform for digital filing of manifests, requiring mandatory prior registration for all authorized carriers, custodians, and other stakeholders to access the system. This electronic interface facilitates the submission of IGMs and EGMs, ensuring seamless data exchange with customs authorities. The regulations support broader objectives of enhancing transparency in cargo documentation and expediting clearance processes at sea ports.

Historical Development

Prior to the introduction of the Sea Cargo Manifest and Transshipment Regulations (SCMTR) in 2018, Indian ports relied on manual manifest processes that often resulted in significant delays, inadequate advance information on , and inefficiencies in clearance procedures. These challenges stemmed from the requirement to submit manifests only upon vessel arrival, which hindered timely risk assessments and contributed to congestion at key gateways, exacerbating logistical bottlenecks in a system handling rapidly growing volumes. The SCMTR was notified on May 11, 2018, under Section 157 of the Customs Act, 1962, to address these issues by mandating electronic filing of advance manifests, aligning India's practices with international standards such as the ' 24-hour advance manifest rule and the International Maritime Organization's (IMO) conventions on for administrative procedures in shipping (FAL Convention). This shift enabled pre-arrival processing, facilitating risk-based inspections and faster clearance to support India's burgeoning maritime trade, which exceeded 1.4 billion tonnes of annual sea handling by 2023. The regulations were driven by the need to enhance against and illicit trade through better preemptive data collection. Implementation began in phases, with initial programs at ports including Mormugao starting in September 2024 to test digital filing protocols and transshipment tracking, followed by major ports such as Mumbai (October 16, 2024) and others like Chennai and Nhava Sheva in subsequent phases. Following successful trials at these and other key facilities, SCMTR achieved nationwide rollout on January 16, 2025, making electronic manifests mandatory across all Indian sea ports and inland container depots. Key amendments in 2025, outlined in CBIC circulars such as No. 25/2025-Customs dated October 8, 2025, and earlier notifications like the third amendment effective May 31, 2025, simplified reporting timelines for short- and medium-haul voyages, bolstered digital compliance through extended transitional provisions until December 31, 2025, and strengthened monitoring to prevent discrepancies in cargo routing. These updates responded to feedback from initial implementations, aiming to reduce compliance burdens while tightening oversight on high-risk shipments.

Core Provisions

Manifest Filing Requirements

The Sea Cargo Manifest and Transshipment Regulations (SCMTR), 2018, mandate the electronic filing of and manifests by authorized sea carriers to ensure accurate of movements at Indian ports. For , the Import General Manifest (IGM), also referred to as the Sea Arrival Manifest (SAM), must be submitted prior to the vessel's arrival, incorporating essential details such as the bill of lading number, and information, description, (HS) codes, and declared value of the goods. This filing is required at least 48 hours before the expected arrival for long-haul voyages exceeding 96 hours, with adjusted timelines of 24 hours for medium-haul (48-96 hours) and 6 hours for short-haul voyages, allowing for progressive updates to reflect any changes during transit. For exports, the Export General Manifest (EGM), equivalent to the Sea Departure Manifest (SDM), is filed to document outbound and close out corresponding records. It includes comparable details to the IGM, such as numbers, details, descriptions, HS codes, and values, but is submitted before the vessel's departure from the Indian of loading. Unlike pre-SCMTR practices that allowed up to 30 days post-departure, the current requirement under SCMTR emphasizes pre-departure submission to align with international standards for advance information, though minor amendments can be made within 24 hours after departure for containerized shipments or 72 hours for non-containerized . All manifests must be filed in a standardized electronic format, specifically JSON or XML, through the Indian Customs Electronic Gateway (ICEGATE) portal, ensuring interoperability with the Customs Automated System. Mandatory fields include container numbers, seal integrity indicators, and flags for hazardous cargo, alongside unique identifiers like the Primary Cargo Identification Number (PCIN) for each consignment to enable tracking and risk assessment. Freight forwarders may submit a Cargo Summary Notification (CSN) in advance to populate these fields, quoting the master bill of lading and house bill details. Proper officers of are responsible for verifying the accuracy and completeness of filed manifests upon receipt, cross-referencing with supporting documents like bills of lading and shipping instructions. Amendments to manifests are permitted only under specific conditions, such as clerical errors or unavoidable delays, provided there is no intent to evade duties; requests beyond the standard update windows require officer approval, with possible if sufficient cause is demonstrated. Exemptions from full manifest filing are limited and apply primarily to low-risk scenarios, such as vessels carrying only coastal at designated berths or certain express sea cargo under prior approval, where simplified declarations suffice to minimize administrative burden without compromising . These provisions briefly link to processes by requiring manifest notations for goods in transit, though detailed handling is governed separately.

Transshipment Regulations

Transshipment of between vessels at Indian ports without undergoing clearance is governed by Regulations 7 and 9 of the Sea Cargo Manifest and Regulations, 2018 (SCMTR), allowing movement of imported, export, or coastal goods under strict supervisory controls to prevent diversion or tampering. A transshipment permit is mandatory for all transshipped goods and is issued through the electronic filing of a Transit Manifest in Form VIII by the authorized carrier, containing details such as the port of origin, destination or inland station, carrier identification, description, and numbers. This filing must occur prior to the commencement of and is valid for the duration of the intended movement, typically aligned with vessel schedules rather than a fixed 30-day period, ensuring seamless integration with the broader manifest filing requirements for arrival and departure. The procedures mandate that all transshipped remain under continuous within designated bonded areas or facilities at the port, with no unloading or handling permitted without prior approval from the proper , except in cases of direct vessel-to-vessel transfers using approved cranes or floating equipment to minimize delays. Authorized carriers are responsible for maintaining integrity, often by affixing customs seals to containers or vehicles unless the Commissioner of Customs grants an exemption based on ; any breakage or tampering triggers liability for duties and penalties. Movements can occur via sea (port-to-port), rail, or road (to inland container depots or special economic zones), with the carrier filing a corresponding arrival manifest at the destination to close the transshipment loop. To safeguard against potential diversion or loss, authorized carriers must furnish a security bond in Form IX (with variants A-D depending on the mode and value), equivalent to the differential payable if the goods were cleared for home consumption, which may be backed by a or for amounts exceeding specified thresholds. Exemptions from bonds apply to low-risk direct sea-to-sea transshipments at major gateway ports, subject to electronic tracking and compliance history; failure to honor the bond results in for full recovery plus . Special provisions simplify coastal transshipment for domestic movements, requiring only the filing of coastal goods manifests under Regulation 5 without additional documentation, provided the goods do not enter the ; electronic tracking via the Indian Customs EDI System (ICES) ensures real-time visibility of movements to inland points. For coastal cargo transiting designated foreign routes (such as via or for connectivity), enhanced bonds in Form X (A-D) are mandatory, with optional bank guarantees to cover risks of international diversion. These measures facilitate efficient hub-and-spoke operations while maintaining revenue protection. In 2025, the Sea Cargo Manifest and Transshipment (Second Amendment) Regulations (Notification No. 20/2025-Customs (N.T.), dated March 28, 2025) updated certain implementation timelines in the regulations. Circular No. 25/2025-Customs, dated October 8, 2025, reviewed the program's implementation, noting that messages for Sea Arrival Manifest (SAM) and Stuffing Event Information (SEI) became operational on January 16, 2025, and Sea Departure Manifest (SDM) on August 26, 2025, with pilots for Stuffing Messages ongoing; it extended transitional provisions until December 31, 2025, to allow full nationwide rollout of all electronic SCMTR messages.

Implementation

Stakeholder Roles and Registration

The Sea Cargo Manifest and Transshipment Regulations, 2018 (SCMTR) define distinct roles for key stakeholders to ensure efficient documentation and movement at Indian . Authorized Sea Carriers, primarily shipping lines, are responsible for filing the Sea Arrival Manifest (SAM) and Sea Departure Manifest (SDM) prior to vessel movements, enabling customs verification of details. Custodians, such as port authorities and freight stations, manage storage, handling, , and stripping reports, along with reporting actual vessel arrival and departure times to facilitate seamless operations. Shipping Agents, acting on behalf of carriers, coordinate these filings and ensure compliance with manifest requirements, often serving as intermediaries for data submission. Registration for SCMTR compliance begins with obtaining an ICEGATE ID through the official portal, which serves as the foundational for all customs-related interactions. Once registered on ICEGATE, stakeholders submit a dedicated SCMTR application via the dashboard, providing entity details, authorized personnel information, and supporting documents including (PAN), Goods and Services Tax Identification Number (GSTIN), identity proofs such as or passport, and entity-specific proofs like memoranda of understanding for shipping lines. Applications are reviewed by jurisdictional officers, with approvals granted online; separate registrations are required for multiple roles held by the same entity, and one registration per role covers operations across all relevant ports. Digital tools under SCMTR facilitate automated compliance through the ICEGATE platform, where stakeholders upload manifests in format via web interfaces, SMTP, or integrations for messages like Import General Manifest (IGM). Platforms such as the Single Window Interface for Facilitating Trade () and related systems support message exchange, including IGM uploads, to streamline data flow between carriers, agents, and customs authorities. The Central Board of Indirect Taxes and Customs (CBIC) provides comprehensive guidelines, user manuals, and dedicated helplines (e.g., 1800-3010-1000) for stakeholder support, along with email assistance for queries on registration and operations. While initial registrations are permanent for approved entities, carriers may require periodic updates or bonds, such as National Surety Bonds for notified carriers, to maintain authorization. SCMTR applies universally to all vessels, whether flying foreign or Indian flags, entering Indian territorial waters at designated gateway ports, ensuring standardized compliance for import, export, and transshipment activities.

Compliance Timelines and Penalties

The Sea Cargo Manifest and Transshipment Regulations (SCMTR), 2018, impose strict timelines for filing manifests to ensure timely customs processing and security screening of sea cargo entering or leaving India. The Import General Manifest (IGM), also known as the Sea Arrival Manifest (SAM), must be filed electronically before the vessel departs from its last foreign port of call (except for non-containerized cargo, which must be filed before arrival at the Indian port). Amendments without prior approval are permitted if filed within voyage-duration-specific windows before expected arrival: 6 hours for short-haul voyages (<48 hours), 24 hours for medium-haul (48-96 hours), and 48 hours for long-haul (>96 hours); post-arrival amendments or those beyond these windows necessitate customs approval. The Export General Manifest (EGM), or Sea Departure Manifest (SDM), must be filed before the vessel's departure from the Indian port, with allowances for filing up to 7 days post-departure under certain conditions, followed by a Sea Departure Notification within 24 hours for containerized cargo or 72 hours for non-containerized cargo. For transshipment, permits via the Customs Inland Manifest (CIM) must be obtained at least 24 hours prior to the originating vessel's departure, with confirmatory filings upon arrival at the transshipment customs area. As part of the 2025 rollout, mandatory SDM and SDN filings commenced on August 4, 2025, with export incentives now linked to compliance; the full system is operational pan-India as of August 26, 2025. Non-compliance with these timelines triggers penalties under Regulation 13 of the SCMTR, which imposes fines up to INR 50,000 per violation for authorized carriers failing to file or amend manifests correctly. For manifest errors leading to unaccounted , Section 116 of the Customs Act, 1962, applies, levying penalties up to the value of the or twice the export duty for coastal shipments, with potential of or vessels in cases of willful non-filing under Sections 112 or 114. Minor breaches, such as inadvertent delays in amendments, may be resolved through under Section 137 of the Customs Act, allowing settlement via payment of a reduced fine at the discretion of customs authorities to avoid protracted proceedings. To facilitate adaptation during the 2025 rollout, the Central Board of Indirect Taxes and Customs (CBIC) provided grace periods through transitional provisions under Regulation 15(2), extended multiple times to December 31, 2025 (Notification No. 61/2025-Customs), following phased rollout with SAM implementation on January 16, 2025, and SDM on August 26, 2025, allowing extensions for initial system integrations and electronic filings via ICEGATE, with no penalties imposed for good-faith efforts during this phase. These extensions aimed to mitigate disruptions for shipping lines and agents transitioning from legacy manual processes to SCMTR's digital requirements. Compliance is enforced through audits and monitoring mechanisms integrated into the Indian Customs Electronic Gateway (ICEGATE) system, where customs officers conduct random checks on filed manifests and records, supported by automated alerts for discrepancies in declarations or timelines. Authorized carriers are required to maintain track-and-trace records for at least five years, enabling post-filing audits to verify adherence and detect patterns of non-compliance. Disputes arising from penalties or filing rejections can be resolved through appeals to the Commissioner of (Appeals) within 30 days of the adjudication order, as per Section 128 of the Customs Act, 1962, with further recourse to the Customs, Excise and Service Tax Appellate Tribunal (CESTAT) under Section 129A if needed. This hierarchical process ensures administrative review before judicial escalation, promoting efficient resolution of SCMTR-related grievances.

Impact and Applications

Effects on Indian Trade and Logistics

The implementation of the Sea Cargo Manifest and Transshipment Regulations (SCMTR) has significantly enhanced efficiency in India's maritime sector by mandating advance electronic filing of manifests, which allows for pre-arrival processing and reduces clearance delays compared to traditional manual submissions. This shift has streamlined , enabling faster turnaround times at ports through standardized formats and validation. For instance, automated platforms integrated with SCMTR requirements have minimized errors in manifest submissions, accelerating the overall processing of and . Increased transparency under SCMTR has curbed potential revenue leakage by ensuring precise tracking of movements and accurate declaration of goods, fostering better oversight by authorities and reducing discrepancies in billing and duties. The regulations promote integration with existing digital systems, such as those managed by the Central Board of Indirect Taxes and (CBIC), which supports seamless data flow for operators. Adoption among shipping lines and agents has been encouraging, with major stakeholders leveraging compliance platforms to handle manifests efficiently since the initial phases in early 2025, with full nationwide rollout ongoing and transitional provisions extended to December 31, 2025. Despite these benefits, SCMTR has presented initial challenges, particularly for smaller agents and freight forwarders, who face upfront costs for software upgrades and training to meet electronic filing mandates, potentially straining operations in a transitioning ecosystem. Congested ports like Jawaharlal Nehru Port Trust (JNPT) have experienced ongoing transshipment delays unrelated to but compounded by compliance adjustments, highlighting the need for infrastructure upgrades. At ports such as Mundra, early implementation has shown improved processing speeds through digital manifests, contributing to record cargo handling volumes exceeding 200 million metric tonnes in 2024-25. Economically, SCMTR has supported a modest uptick in sea cargo volumes, aligning with India's overall export growth of approximately 5% year-on-year in the first half of 2025, by enhancing predictability and reducing operational bottlenecks in the . Looking ahead, the regulations align with the National Logistics Policy 2022's emphasis on and integration, paving the way for further enhancements in multimodal connectivity and cost efficiencies across the sector.

International Comparisons and Challenges

The Sea Cargo Manifest and Transshipment Regulations (SCMTR) in draw parallels with international advance cargo information requirements, particularly the ' Importer Security Filing (ISF), also known as the rule, which mandates submission of detailed cargo data at least 24 hours before loading onto a vessel at the foreign . Similarly, SCMTR aligns with the European Union's Entry Summary Declaration (ENS) under the Union Customs Code, where carriers or their representatives must file safety and security data up to 24 hours prior to loading for deep-sea consignments. However, SCMTR places primary filing responsibility on authorized sea carriers for both arrival and departure manifests, imposing direct liability on them for inaccuracies or delays, in contrast to the ISF's shared model where importers bear responsibility for the detailed ISF while carriers handle the less comprehensive Automatic Manifest System (AMS). SCMTR supports global standards by complying with the World Customs Organization's (WCO) SAFE Framework of Standards, which promotes secure and facilitated through advance electronic data exchange to enable . It also adheres to the International Maritime Organization's (IMO) Convention on Facilitation of International Maritime Traffic (FAL), requiring standardized advance information to streamline port formalities and reduce manual interventions. These alignments facilitate cross-border but highlight differences, such as SCMTR's emphasis on unique identifiers like the Primary Cargo Identification Number (PCIN) for tracking, which exceeds basic ENS requirements but introduces stricter pre-arrival timelines varying by voyage distance (e.g., 96 hours for long-haul). Challenges in SCMTR adoption include interoperability hurdles with legacy or non-ICEGATE systems used by international shipping lines, leading to filing errors and delays during the 2025 rollout. For EU-India trade, data privacy concerns arise under the General Data Protection Regulation (GDPR), as manifest filings may involve of consignees, necessitating additional safeguards to avoid cross-border transfer violations. Criticisms focus on the regulations' rigid timelines—such as 72 hours pre-departure for imports—which have been extended multiple times due to stakeholder feedback, particularly affecting perishable goods where delays in customs approval risk spoilage and economic losses. Industry advocates have called for integrating AI-driven tools to automate low-risk cargo clearances, reducing manual verifications and easing burdens on time-sensitive shipments. Ongoing developments in 2025 include the Central Board of Indirect Taxes and Customs (CBIC) issuing Circular No. 25/2025-Customs on October 8, emphasizing pan-India enforcement of Sea Arrival Manifests (SAM) and Sea Departure Manifests (SDM) while addressing compliance gaps through further consultations. These efforts aim to enhance digital integration, with explorations into for real-time visibility to mitigate tracking discrepancies in multi-port operations.

References

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