Movement Control in a Theater of Operations Ss®?Sss

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FM 55-10

MOVEMENT CONTROL IN A THEATER OF OPERATIONS

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DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.

HEADQUARTERS, DEPARTMENT OF THE ARMY y i I' *FM 55-10

HEADQUARTERS Field Manual 55-10 DEPARTMENT OF THE ARMY Washington, DC, 8 December 1992

MOVEMENT CONTROL IN A THEATER OF OPERATIONS

CONTENTS

Page

PREFACE vii CHAPTER 1. MOVEMENT CONTROL IN THE OPERATIONAL ENVIRONMENT Section I. OVERVIEW 1-1. Introduction 1-1 1-2. Levels of War 1-1

Section II. MOVEMENT SYNCHRONIZATION COMPONENTS 1-3. Introduction 1-2 1-4. Movement Control 1-3 1-5. Movement Control and Maneuver 1-3 1-6. Battlefield Circulation Control 1-4 1-7. Basic Principles of Movement Control 1-4 1-8. Sustainment Imperatives 1-5 Section HI. AIRLAND BATTLE OPERATIONS 1-9. Introduction 1-5 1-10. AirLand Battle Doctrine 1-5 1-11. Combat Operations 1-7

Section IV. BASIC APPLICATIONS OF HOST-NATION SUPPORT 1-12. Introduction 1-8 1-13. Host-Nation Support 1-8 CHAPTER 2. STRATEGIC MOVEMENT CONTROL

Section I. STRATEGIC DEPLOYMENT 2-1. Introduction . . 2-1 2-2. Strategic Deployment .2-1 2-3. Strategic Deployment Planning 2-2 2-4. Strategic Deployment Planning Systems 2-2 2-5. Strategic Deployment Movement Control Organizations 2-4 2-6. Unit Deployment 2-6 Section II. THEATER MOVEMENT CONTROL SYSTEM 2-7. Introduction 2-7 2-8. Command Relationships 2-7

DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.

*This'pubfieât'ion?s'upersedês‘FM'55*l(');'22',J'ulÿ’î986. FM 55-10

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2-9. Transportation and Logistics Arrangements in a Joint Force 2-9 2- 10. Theater Joint Movement Control Organizations 2-10 CHAPTER 3. MOVEMENT CONTROL AT ECHELONS ABOVE CORPS

Section I. THEATER ARMY ORGANIZATION 3- 1. Introduction 3-1 3-2. TA Headquarters 3-1 3-3. TA Organization 3-1 / 3-4. Staff Functions 3-1 Section II. MOVEMENT CONTROL ORGANIZATIONS AT EAC 3-5. Introduction 3-2 3-6. Theater Army Movement Control Agency 3-2 3-7. Tremsportation Battalions (MC) 3-9 Section III. MOVEMENT CONTROL TEAMS 3-8. Introduction 3-11 3-9. Air Terminal Movement Control Teams 3-13 3-10. ATMCT Operations Versus A/DACG 3-14 3-11. Movement Regulating Team 3-14 3- 12. Allocation Rules 3-14 CHAPTER 4. MOVEMENT CONTROL IN THE CORPS 4- 1. Introduction 4-1 4-2. Corps Staff 4-1 4-3. Corps Support Command 4-2 4-4. Functional Relationships 4-7 4- 5. MCC/CSG Interface 4-7 CHAPTERS. MOVEMENT CONTROL IN THE DIVISION 5- 1. Introduction 5-1 5-2. Organization 5-1 5-3. Transportation Requests 5-2 5-4. Division Transportation Officer 5-2 5-5. Highway Regulation 5-3 5- 6. DISCOM Movement Control Officer 5-4 CHAPTER 6. MOVEMENT PLANS, PROGRAMS, AND PROCEDURES 6- 1. Introduction 6-1 6-2. Developing the Movement Program . ; 6-1 6-3. Assessing the Distribution Pattern 6-1 6-4. Determining Requirements 6-2 6-5. Determining Capabilities 6-2 6-6. Balancing Requirements Agmnst Capabilities 6-3 6-7. Determining Critical Points 6-4 6-8. Programming by Schematics 6-4 6-9. Selecting a Mode 6-6 6-10. Coordinating 6-7 6-11. Formatting a Movement Program 6-8 6-12. Executing the Movement Program 6-9 6-13. Preparing the Port Clearance Program 6-9

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Page CHAPTER?. HIGHWAY REGULATION Section I. PLANNING, ROUTING, AND SCHEDULING 7-1. Introduction 7-1 7-2. Highway Regulation Planning 7-1 7-3. Fundamentals and Principles of Routing 7-3 7-4. Fundamentals and Methods of Scheduling 7-5 7-5. Clearance Requests 7-6

Section II. PLANNING FACTORS 7-6. Introduction 7-6 7-7. Movement Measurement . .7-6 7-8. Time and Distance Factors 7-7 7-9. Time, Distance, and Rate Calculations 7-8 7-10. Arrive and Clear Time Calculations 7-9 7-11. Deconflicting Movements 7-12 7-12. Diverting and Rerouting 7-13

Section HI. LARGE UNIT MOVEMENTS 7-13. Introduction 7-13 7- 14. Planning 7-13 CHAPTER 8. RECEPTION AND ONWARD MOVEMENT OF UNITS 8- 1. Introduction 8-1 8-2. Theater Reception and Onward Movement Process 8-1 8-3. Aerial Port of Debarkation 8-2 8-4. Air-to-Air Interface Operations 8-7 8-5. Seaport of Debarkation 8-7 8-6. Sea-to-Air Interface Operations 8-11 8-7. Onward Movement of Pre-Positioned Material 8-11 8-8. Movement Control During Repositioning 8-12 8- 9. Planning Sequence for Reception and Onward Movement 8-13 CHAPTER 9. INTERMODAL OPERATIONS Section I. CONTAINERS AND SEAPORTS 9- 1. Introduction 9-1 9-2. Container Control 9-1 9-3. Overseas Theater Support 9-1 9-4. Container Destinations 9-1 9-5. Port Ojxrations 9-3 9-6. Container Discharge at Seaports 9-3 9-7. Seaport Clearance 9-4 9-8. Container Operations at EAC 9-6 9-9. Container Operations at Corps and Division 9-6 9-10. Intertheater and Intratheater Container Movements 9-6 9-11. Daily Container Management Activities 9-8 9-12. Container Management Objectives 9-8 9-13. Retrograde Use of Containers 9-9 9-14. Container Documentation 9-9 9-15. Interface with CONUS 9-9

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Page Section II. AIR CARGO AND AERIAL PORTS 9-16. Introduction 9-9 9-17. Direct Support System 9-9 9-18. ALOC Subsystem of DSS 9-10 9-19. Order Ship Time Objectives 9-10 9-20. Port Clearance and Input to the HF 9-10 9- 21. Onward Movement and Input to the LIF 9-13 CHAPTER 10. TRANSPORTATION REQUEST PROCESS o Section I. SUPPLY SYSTEM INTERFACE 10- 1. Introduction 10-1 10-2. Supply Requisitions and CONUS Procedures 10-1

Section II. TRANSPORTATION REQUEST PROCEDURES 10-3. Introduction 10-3 10-4. MCT Responsibilities 10-3 10-5. Transportation Request Process 10-6

Section III. REQUEST FOR INTRATHEATER AIRLIFT 10-6. Introduction 10-9 10-7. Army Aviation 10-9 10-8. Air Force Airlift 10-13 Section IV. COMMUNICATIONS SUPPORT AND INFORMATION MANAGEMENT 10-9. Introduction 10-19 10-10. Communications Support 10-19 10- 11. Information Management 10-19

CHAPTER 11. MOVEMENT CONTROL IN OTHER OPERATIONAL ENVIRONMENTS

Section I. MILITARY OPERATIONS IN LOW-INTENSITY CONFLICT 11- 1. Introduction 11-1 11-2. Low-Intensity Conflict 11-1 11-3. Movement Control Support 11-1

Section II. CONTINGENCY OPERATIONS 11-4. Introduction 11-2 11-5. Corps Contingency Operations 11-2

Section III. NBC OPERATIONS 11-6. Introduction 11-3 11-7. NBC Threats 11-3 11-8. Movement Control Responsibilities 11-4

APPENDIX A. UNITED STATES CENTRAL COMMAND A-l. Introduction A-l A-2. Command Relationships A-l A-3. Communications A-l APPENDIX B. UNITED STATES EUROPEAN COMMAND B-l. Introduction B-l B-2. Command Relationships B-l B-3. Movement Control Organizations B-4

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B-4. Communications B-6 B-5. First Destination Reporting Points B-6 B-6. Rapid Delivery Service B-6 B-7. Cellular Logistics Team B-6 B-8. Standardization Agreements B-9 APPENDIX C. UNITED STATES FORCES KOREA C-l. Introduction C-l C-2. Command Relationships C-l C-3. Organization C-l C-4. Communications C-4 C-5. Combined Operations C-5 APPENDIX D. UNITED STATES SOUTHERN COMMAND D-l. Introduction D-l D-2. Command Relationships D-3 D-3. Organization D-3 D-4. Communications D-4

APPENDIX E. ROAD MOVEMENT PLANNING Section I. GRAPHING E-l. Introduction E-l E-2. Preparing a Graph E-l E-3. Planning for Route Restrictions E-3 E-4. Publishing Road Movement Tables E-4

Section H. DECONFLICTING E-5. Introduction E-5 E-6. Critical Time and Point Graph E-5

Section HI. GRAPHING, DECONFLICTING, AND PREPARING MOVEMENT TABLES FOR A HIGHWAY MOVEMENT E-7. Introduction E-7 E-8. Reviewing the Situation E-7 E-9. Computing Time Distance of the Route E-8 E-10. Computing Road Space of the First Serial E-8 E-ll. Computing Pass Time of the First Serial E-8 E-12. Computing Road Space and Pass Time of the Second, Third, Fourth, and Fifth Serials . . E-8 E-13. Preparing a Road Movement Graph E-9 E-14. Graphing the First Serial E-10 E-15. Graphing the Second Serial E-10 E-16. Graphing the Third Serial . E-10 E-17. Graphing the Fourth Serial E-10 E-18. Graphing the Fifth Serial E-ll E-19. Using a Road Movement Table E-ll APPENDIX F. TRANSPORTATION MOVEMENT RELEASE AND COMMITMENT WORK SHEET F-l. Introduction F-l F-2. TMR Number F-l F-3. Codes F-2 F-4. Commitment Work Sheet F-3

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Page GLOSSARY . . Glossary-1

REFERENCES References-1

INDEX ...... Index-1 FM 55-10

PREFACE

This publication describes movement control processes and procedures at the strategic, operational, and tactical levels of war. It integrates movement control with mode and terminal operations to describe how movement control activities support reception and onward movement, theater distribution systems, intermodal operations, and contingency operations. The focus is planning the use of available modes of transport to move units, equipment, and supplies through sea and aerial ports of debarkation to their final destination. It also describes transportation request procedures and how transportation resources are managed and controlled. It is a guide for commanders, staffs, and transportation movements control personnel at division, corps, and echelons above corps. This manual supports Army operations doctrine and concepts and discusses the organization, mission, capabilities, and functions of movement control activities. Users acting within the scope of their authority may vary firom this doctrine when such variation will result in improved operations. This manual also implements STANAGs 2023, 2025, 2026, 2154, 2155, 2156, 2158,2159, 2165, 2166,2171,2173, 2174, 2175,2176,2832, 2890, 2943, and 3631. The proponent of this publication is HQ TRADOC. Send comments and recommendations on DA Form 2028 (Recommended Changes to Publications and Blank Forms) directly to Commandant, US Army Transpor- tation School, ATTN: ATSP-TDL, Fort Eustis, Virginia 23604-5399. Unless this publication states otherwise, masculine nouns and pronouns do not refer exclusively to men.

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FM 55-10

CHAPTER 1

MOVEMENT CONTROL IN THE OPERATIONAL ENVIRONMENT

Section I. OVERVIEW

1-1. INTRODUCTION war. Figures 1-1 and 1-2 show the correlation between the levels of war and the transportation ac- a The dynamics of combat power decide the tivities that support them. outcome of campaigns, major operations, battles, and engagements. For combat forces to be successful, they b. Military strategy assigns forces, provides assets, must be delivered to the combat zone (CZ) and then and imposes conditions on the use of force. The sustained by combat service support (CSS) forces. process of moving and relocating forces in support of b. FMs 100-5 and 100-10 are the Army’s national strategy is strategic deployment. Strategic capstone war fighting and sustainment manuals. deployment is a joint undertaking that is planned and They provide the foundation for developing doctrine, conducted within the framework of the Unified Com- force design, materiel acquisition, professional mand System. The Joint Chiefs of Staff (JCS), United education, and individual and unit training. They States Tlansportation Command (USTRANSCOM), apply to Army forces worldwide and may be adapted United States Army Forces Command (FORSCOM), to the unique requirements of each theater. and the theater combatant commander are among the key participants (see FM 55-65). Army transportation 1-2. LEVELS OF WAR units and activities also play a significant role in plan- a. FM 100-5 describes military strategy, opera- ning, coordinating, supervising, and executing the tional art, and tactics as broad divisions of activity or movement of forces and supplies by all available modes levels in preparing for and conducting war. Move- to ports of embarkation (POEs). They also help load ment control activities must support these levels of ships and aircraft.

STRATEGIC TACTICAL

OPERATIONAL

FORWARD NCA THEATER ARMYGROUP/ARMY DEPLOYED DIV BDE BN/CO CORPS

DIV ( OF SEPARATE NCA CONTINGENCY CORPS BN/CO C NC CONT CORPS ) BDE

MAJOR OPERATIONS DECLARATIONS OF WAR CAMPAIGNS BATTLES ENGAGEMENTS

HOURS OR MOB AND DEPLOY DAYS □AYS DAYS DAYS THRU YEARS THRU MONTHS THRU WEEKS MINUTES OR HOURS

Figure 1-1. Levels of War.

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STRATEGIC TACTICAL OPERATIONAL

ECHELONS MATURE MCA JrC FORWARD I DIVISION ARMY GROUP BRIGADE IBN /CO OF DEPLOYED CORPS COMMAND DIVISION OF SEPARATE BRIGADE UNDEVELOPED NCA JFC CONTINGENCY CORPS ou CONTINGENCY CORPS | .BN/CO

TAMCA FSB/ USTRANSCOM MSB TRAFFIC MT MC CORPS MCC DTO / MCO UNIT MANAGEMENT/ MSC MOVEMENT AMC CONTROL CORPS MCC MSB FSB/ STARCMCC DTO/MCO UNIT

MSB TACT FSB/ MODE USTRANSCOM TRANSCOM COSCOM DISCOM TRAC TLR OPERATORS MTMC MOTOR TACT UNIT MSC AIR RAIL TRAC /TRL A MC COSCOM DISCOM I^TTR^um TACT TRAC TRL

INTRATHEATER AIR ASSETS C-t 30 / CH-47 / UH-SO / UH-1

Figure 1-2. Levels of War with Transportation Overlay.

c. Operational art is the employment of military quality of lines of communication (LOC) may deter- forces to attain strategic goals in a theater of war or mine the very structure and tempo of a campaign. theater of operations through the design, organiza- The complicating effects of terrain, weather, and tion, and conduct of campaigns and major opera- enemy interdiction demand that movement planners tions. It involves decisions about when and where to and operators be very flexible and well trained to fight. The transition from the strategic to the opera- plan, control, and execute transportation missions. tional level occurs at the aerial ports and seaports of debarkation (APODs/SPODs). Therefore, the d. At the tactical level, commanders are con- operational level is concerned with reception and cerned with translating potential combat power into onward movement of forces and their sustainment victorious battles and engagements. Tactics involve from their arrival in a theater to their arrival in the moving and maneuvering forces on the battlefield in area where they will be employed. Most of the army relation to the enemy. It also involves the logistical transportation and movement control force structure support of forces before, during, and after engagements is focused at this level to unite the strategic and with the enemy. Transportation missions at this level tactical levels. Transportation missions at the opera- are the same as at the operational level, but the focus is tional level include mode operations, terminal opera- the sustainment of combat operations. The transition tions, movement control and highway regulation between the operational and tactical level is not as clear operations, and intratheater airlift operations. At as that between the strategic and operational level but the operational level, the number, location, and will probably occur in the corps rear (Figure 1-3). Section II. MOVEMENT SYNCHRONIZATION COMPONENTS

1-3. INTRODUCTION maneuver at the operational and tactical levels. It is equally clear that the two must be well coordinated, During the transition from the strategic level of integrated, and synchronized to fight and win. This war to the operational and tactical levels of war the section describes movement control, maneuver, and distinction between movement and maneuver becomes battlefield circulation control in concert with their less clear. It depends upon the perspective of the approved definitions. It also discusses the principles command directing the movement and the METT-T of movement control and sustainment imperatives factors. Clearly, there will be both movement and for AirLand Battle operations.

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STRATEGIC OPERATIONAL TACTICAL LEVEL OF LEVEL OF LEVELOF WAR WAR WAR (CONUS) ( THEATER) [ DIVISION/ CORPS )

FLOW OF PERSONNEL UNITS, EQUIPMENT. SUPPLIES I 1 !" CONUS INSTALLATION^ THEATER CORPS DIVISION FLOT DEPOT POO REAR

RETROGRADE OPERATIONS K 1— Figure 1-3. Movement Control Continuum.

1-4. MOVEMENT CONTROL within the movement parameters defined by the area commander, whether that movement occurs as part Movement control is the planning, routing, of strategic deployment, onward movement from a scheduling, controlling, coordination, and in-transit port of debarkation (POD), or to an assembly area. visibility of personnel, units, equipment, and supplies Effective movement control is the linchpin that in- moving over LOG and the commitment of allocated tegrates logistics systems that sustain forces on the transportation assets according to command plan- battlefield. As such, it becomes a combat multiplier. ning directives. It is a continuum that involves synchronizing and integrating logistics, movement c. To help determine whether a particular move- information, and programs that span the strategic, ment will be planned and controlled as movement or operational, and tactical levels of war. Movement maneuver, planners should consider the following control is guided by a system that balances require- questions: ments against capabilities and assigns resources • What is moving, units or sustainment? based on the combat commander’s priorities. • If it is a unit move, does the movement com- 1-5. MOVEMENT CONTROL AND MANEUVER mit them to combat operations against an a. Maneuver, according to FM 100-5, is the enemy force, regardless of their position on movement of forces supported by fire to achieve a the battlefield? position of advantage from which to destroy or d. Normally, maneuver control will be exercised threaten destruction of the enemy. At the opera- by the G3 for movement of units committed to com- tional level, maneuver seeks a decisive impact on the bat operations against an enemy force. This may be conduct of a campaign. It attempts to gain advantage at the tactical or operational level. It may include of position before battle and to exploit tactical suc- both combat and support units, especially tactical cess to achieve operational results. At the tactical displacement of maneuver and fire support units. level, maneuver seeks to set the terms of combat in a Normally, movement control will be exercised in battle or engagement. It is the means of gaining and moving personnel, supplies, and equipment to sus- sustaining the initiative, exploiting success, preserv- tain forces and relocate combat or support units not ing freedom of action, and reducing the vulnerability directly committed to the battle. However, depend- of friendly forces. ing upon the adequacy of routes, the G3 may direct b. Movement control is not intended to replace or movement planners to assist in planning the move- infringe on the unit commander’s responsibility to ex- ment of committed forces. The G3 must involve ercise organizational control of his unit’s movement movement planners in maneuver planning to

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synchronize and deconflict maneuver plans with ex- be an individual or a unit, must be constantly aware isting movement plans. Movement planners must of requirements and capabilities. Decentralized ex- know both the commander’s intent and operation ecution enhances the flexibility to meet local require- plans (OPLANs), operation orders (OPORDs), and ments and to rapidly reprioritize support. priorities to effectively execute the mission of move- b. Regulated Movements. The need and ment control and support maneuver requirements. capability for regulating movements have increased beyond that experienced in the past. This is the result 1-6. BATTLEFIELD CIRCULATION CONTROL of the requirement to support highly mobile forces, a. Battlefield circulation control (BCC) is a increased supply consumption rates, and the need to major military police (MP) battlefield mission. Its automate logistics operations. Regulation of purpose is to ensure that combat personnel, equip- transportation assets and LOG is required to prevent ment, and supplies move smoothly, quickly, and with congestion and conflict of movements. This becomes little interference on main supply routes (MSRs). even more critical if US forces must share available BCC missions include route reconnaissance and sur- airfields, roads, rail lines, water terminals, and inland veillance, enforcement of highway regulation, strag- waterways with allied forces and the host nation. gler and refugee control, and information Movements must not be validated, approved, or in- dissemination. itiated if any part of the transportation system cannot meet the requirement. Movements must be regu- (1) As part of their BCC mission, MPs conduct lated according to command priorities. route reconnaissance to obtain information on routes and on the nearby terrain from which the enemy can c. Fluid and Flexible Movements. The influence movement on those routes. They con- transportation system must provide an uninterrupted tinually monitor the condition of MSRs and report flow of traffic. One of the biggest challenges of move- these conditions to movement control organizations ment control is rapidly adjusting to changing bat- at all levels. tlefield conditions and priorities. Movement planners must anticipate the need for alternate (2) MP units enforce the command’s highway modes and routes. Movement control cannot be regulation plans to expedite movement on the MSRs. successful unless traffic can be diverted or rerouted. They use mobile teams, traffic control points, roadblocks, checkpoints, holding areas, and defiles d. Maximum Use of Carrying Capacity. This at critical points. principle involves more than just loading each transport vehicle to its maximum carrying capacity. b. BCC complements and enhances movement Transport capability that is not used one day cannot control. Movement planners must understand the be stored to provide an increase in capability for capabilities of MP units and work closely with theMP subsequent days. Similarly, fully loaded transport to integrate and synchronize planning and execution. equipment sitting idle is as inefficient as moving par- For more information, see FM 19-1 and FM 19-4. tially loaded equipment. While allowing for adequate equipment maintenance and personnel rest, 1-7. BASIC PRINCIPLES OF MOVEMENT planners should keep transportation assets loaded CONTROL and moving as much as the tactical situation permits. The five basic principles of movement control However, the commander may direct that vehicles or provide a basis for all transportation operations. aircraft be held for special missions or movement of These principles are discussed below. special weapons. Such use is considered an appropriate use of transportation assets. a. Centralized Control/Decentralized Execu- tion. Control of movements will be centralized at the e. Forward Support. Forward support is de- highest level at which it can be adequately exercised pendent on fast, reliable transportation to move by commanders charged with providing integrated supplies and personnel as far forward as required. logistical support and monitoring the transportation Forward-oriented transportation support is a com- system and infrastructure. This requires a focal point bat multiplier; it allows the commander to con- for transportation movement planning and resource centrate till his forces on the enemy. However, any allocation at all levels. That focal point, whether it requirement for forward support that relinquishes

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centralized control must be balanced against the ef- • Plans to rapidly support the transportation ficiency of the transportation system to provide time requirements or change in direction of the utility and to weight the battle at decisive times and supported force. places. • Plans to provide the movement support necessary for rapid exploitation of ad- 1-8. SUSTAINMENT IMPERATIVES vantages on the battlefield. Just as the scale and complexity of warfare have b. Integration. Movement planning at all levels increased, so has the importance of logistics to suc- must be integrated into CSS and operation planning cess in battle. An army's ability to marshal, transport, to ensure that movement plans support the concept and distribute large quantities of materiel and per- of operation. Movement planners must determine sonnel over the strategic, operational, and tactical both the specified and implied tasks in all orders. levels of war can make the difference between victory Transportation units must be located where they can or defeat. Maneuver and exploitation of tactical provide responsive support. gains often depend on the adequacy of the forces’ sustainment capability. Transportation support and c. Continuity. Sustainment cannot be inter- highway regulation planning require that planners rupted for long without degrading the force’s combat consider the five sustainment imperatives found in power. The frequent movement of combat forces and FM100-10. These are anticipation, integration, con- degradation to transportation capability will chal- tinuity, responsiveness, and improvisation. lenge the movement planner. He must constantly track these changes and be prepared to make adjust- a. Aments. Transportationnticipation. For support movement cannot planners, be interrupted anticipation means being prepared to support combat even when relocating transportation units. operations at decisive times and places. It demands d. Responsiveness. Emergencies or unex- flexibility to accommodate change, the ability to see pected opportunities require rapid response. Plan- the battlefield, and a thorough understanding of the ning to meet such contingencies enhances mission and concept of operations. Anticipation in- responsiveness. This requires the movement planner cludes developing alternative plans to make up for to have current information on hand. He must know closed routes and fewer assets due to enemy action. what assets can be diverted, the restrictions that may Movement planners must also know the supply dis- exist, and where backup support is available. All tribution system. This includes the location of supply available resources must be balanced and matched activities, the frequency and magnitude of their against the immediate need. At the same time, the transportation requirements, and their material and movement planner must recognize the impact of any container-handling equipment capabilities. It also interruption to the transportation system and act to includes maintaining — restore continuous sustainment. • Constant liaison with the DCSOPS/G3 e. Improvisation. Enemy action, interrupted and DCSLOG/G4 to evaluate current communication lines, and unexpected weather con- operations and conduct concurrent plan- ditions disrupt plans and require improvisation. ning for future operations. When this happens, normal procedures may some- times be bypassed and unusual sources of transpor- • Plans, procedures, and the capability to tation used. Improvisation is not without risk, but the divert en route movements to meet changing risk of not improvising may be greater. The key to priorities. improvising is not to limit one’s thinking.

Section III. AIRLAND BATTLE OPERATIONS 1-9. INTRODUCTION imperatives and apply them to the METT-T components (Figure 1-4). This section describes fundamentals of AirLand 1-10. AIRLAND BATTLE DOCTRINE Battle doctrine and its approach to fighting. Move- ment planners must integrate these fundamentals AirLand Battle doctrine is based on securing or with movement control principles and sustainment retaining the initiative and exercising it aggressively

1-5 FM 55-10

AQILITY INITIATIVE DEPTH SYNCHRONIZATION

MOVEMEMT CONTROL FLUID FLEXIBLE • PROACTIVE • CENTRALIZED REOULATED PRINCIPLES MOVEMENTS CONTROL MOVEMENTS • FORWARD FORWARD SUPPORT • FLUID FLEXIBLE MAXIMUM USE SUPPORT MOVEMENTS OF CARRYINQ CAPACITY CENTRALIZED CONTROL/ DECENTRALIZED EXECUTION

SUSTAINMENT • ANTICIPATION • IMPROVISATION • INTEGRATION • CONTINUITY IMPERATIVES • RESPONSIVENESS • ANTICIPATION • IMPROVISION • RESPONSIVENESS

Figure 1-4. AirLand Battle Tenents. to throw.the enemy off balance. Rapid follow-up is must be thoroughly familiar with the capabilities and essential to prevent the enemy’s recovery. The move- limitations of various modes and plan for alternate ment planner must be prepared to support large routes. scale movements on the battlefield and be able to maintain uninterrupted support despite unit reloca- b. Agility. Agility is the ability of friendly forces tions, depth of the battlefield, and enemy interdiction to act faster than the enemy. Movement planners at of logistics activities. Movement planners must be all levels must continuously see the battlefield, know prepared for a war that will be fought with speed and the support priorities, and implement them. Junior intensity. The range and destructiveness of modern leaders must be confident and able to act decisively within the scope of set priorities without guidance weapons systems, plus the high mobility of the com- from a higher headquarters. Detailed planning of batants, generate a need for CSS that must be met with speed and flexibility. The movement planner alternate courses of action enhances agility. Junior leaders will bear the brunt of the action required to must understand the mission of the supported force and know how the battle will be fought. He must provide uninterrupted support and allow CSS forces know the commander’s intent, objectives, and to sustain their agility. priorities. The movement planner must assess his c. Depth. To provide support in depth, the capabilities, plan alternatives, and apply resources in theater’s transportation capability must be inten- the most responsive manner. He must be prepared sively managed. The long distances that must be to provide the support needed to allow the com- covered to provide logistics support will require mander to exploit successes. Winning on the bat- maximum use of transportation assets. During lull tlefield will depend on the Army’s ability to fight and periods, every effort must be made to pre-position support according to four basic tenets: initiative, materiel. This must be done concurrently with agility, depth, and synchronization. moving division- and corps-size reinforcing units. a. Initiative.No country To achieve has a system and maintain of improved the initia- roads that can tive, the movement planner must understand the con- support the volume of traffic that will occur as a cept of operation and commander’s intent. He must reinforcing corps moves into contact, while at the anticipate changes that will be required of the same time maintaining logistics support to a corps transportation system based on the conduct of opera- on line. The capabilities of all available modes of tions and changing support priorities. He must be transportation must be orchestrated. This will re- prepared to apply alternate modes and routes to quire an intensive effort in both movement and traf- compensate for the effects of weather, enemy action, fic control. The movement planner must know the and the movement of forces. To do this, the planner transportation system. He must be aware that the

1-6 FM 55-10

transportation network constantly changes as routes (2) Deep operations at any level are activities are blocked and bridges destroyed. He must keep directed at enemy forces not in contact and are current information on the status of all the designed to influence the course of future close capabilities and facilities within his area of respon- operations. They deny the enemy resupply or rein- sibility and constantly inform the commander of forcement. Deep operations focus on enemy asset use capacity and trends. capabilities which most directly threaten the success of friendly operations. Providing logistical support d. Synchronization. For the tactical commander, to ground forces in deep operations will be an essen- synchronization is the concentration of forces and Ores tial and hazardous task. When selecting modes and at thepoint of decision. To help the tactical commander routes, the movement planner must consider enemy accomplish synchronization, the movement planner capabilities to disrupt operations and all possible must effectively provide the required support. Reserve obstacles. Then he must plan around them. forces and supplies must be positioned at the point and time required. Movement planners must be involved (3) Rear operations at any level are conducted with the tactical planners in the earliest stages of plan- behind friendly forces in contact with the enemy. ning to ensure that the OPLAN is supportable and that They are critical to later operations. For logisticians, the commander is aware of risks involved. Anticipation these operations focus on preparing for the next and planning result in synchronization — maximum phase of the campaign. Rear operation activities economy of force and conservation of resources. with the greatest impact on the movement planner will be the assembly and movement of combat forces, 1-11. COMBAT OPERATIONS materiel, and the relocation of CSS units. The move- a. Transportation units must be prepared to ment planner must constantly keep informed of the perform their mission in an environment where the location of supported units and activities. He must enemy’s capabilities vary widely. In high- or mid- exercise highway regulation and synchronize high- intensity conflicts, these may be modern tank, way regulation and traffic control with unit move- motorized, or airborne forces. In low-intensity ment discipline. conflicts, less mechanized but otherwise well- c. Good intelligence is critical to any military equipped regular and irregular forces and terrorist operation. METT-T is a guide for intelligence groups can be expected to operate against US for- preparation of the battlefield (IPB). METT-T com- ces. Transportation units and infrastructure will be ponents are — prime targets for all threat levels. Transportation units expect the use of NBC weapons on logistical (1) Mission. The first consideration in planning facilities such as ports, airfields, supply points, and a CSS mission is to know and understand the mission other areas where transporters must operate. of the supported combat commander. What is his objective? What is his intent? What is his scheme of b. Close, deep, and rear operations occur at the maneuver? What is the time frame for achieving the same time and will require continuous synchroniza- objective? tion. For commanders at division level and above, synchronization will require deliberate planning and (2) Enemy. Movement planners must an- staff coordination. At brigade level and below, the ticipate enemy intentions and capabilities and how three operations are almost the same. they can affect CSS operations. Many aspects of the enemy’s makeup and actions should be considered in (1) Cmaking and loseexecuting operations CSS plans.at any Thelevel enemy’s include airthe current activities of major committed combat forces capability affects the location of critical ports, air- and their combat support and CSS forces. At the fields, and transportation routes. It also influences operational level, close operations are the efforts of the decision on conduding CSS activities at night. corps and divisions to win current battles. At the tactical level, close operations are the efforts of (3) Terrain (weather). CSS commanders and brigades, battalions, and companies to win current staff officers must continuously assess terrain over engagements. Highly mobile friendly and enemy which they will operate. The availability and condi- forces and exposure to enemy fires will challenge tion of routes and facilities are of vital interest. The logistical planning and operations. transporter must determine whether port facilities,

1-7 FM 55-10

rail lines, road networks and airfields are available missions than others. Relative strengths such as skill and usable. He must identify potential inhibitors to in night operations and map reading will influence all mission accomplishment such as choke points on transport operations. supply routes. Weather also influences decisions. (5) Time. The amount of time available to plan Areas with frequent heavy fog will slow ground move- and execute a transportation mission is measured by ment of personnel and supplies and make aerial the clock and distance (miles/kilometers). Fifty resupply almost impossible. Extremely hot weather miles on a first-class four-lane highway is shorter in will increase requirements for water transport and time than 50 miles on an unimproved two-lane road. cause heat-related casualties to personnel and equip- At the strategic and operational level, time for plan- ment. ning will probably be adequate. At the tactical level, (4) Troops. The commander and staff must time will be more critical due to rapidly changing consider their personnel. The morale and training of tactical situations and requirements. the troops will influence how the transportation mis- NOTE: See Appendix A through D for sion is accomphshed. Differences in training and METT-T factors regarding SWA, Europe, leadership make some units more suitable for some Korea, and Central America.

Section IV BASIC APPLICATIONS OF HOST-NATION SUPPORT 1-12. INTRODUCTION (1) ISAs are agreements among several nations to adopt the same or similar operational, logistical, The Army must be able to conduct successful and administrative procedures. The ISAs’ main ad- combat operations on any battlefield. Identifying vantage is that the system and documentation re- and using host- nation support (HNS) helps to ac- quirements are the same in peace and war. complish missions and functions that support US forces and enhances the Army’s capability to per- (2) Joint logistic plans are formal agreements form its wartime role. Reducing requirements for negotiated with potential sources of HNS. Where US personnel, materiel, and services in one theater possible, civilian transport is identified and ear- allows flexibility in assigning forces to other missions marked for HNS, culminating in a dormant hire con- or other theaters. tract. The plans detail the working base from which to start in an emergency. The production and prac- 1-13. HOST-NATION SUPPORT tice of such plans in exercbes encourages liabon and a. HNS is the manpower, equipment, and joins the appropriate staffs and government agencies facilities an HN provides, mainly in administrative from all countries involved. Thb working relation- and logistic areas. HNS should be used to the limit ship will help with ad hoc planning once hostilities of its assured availability. It can provide transporta- begin. tion support to US forces in a theater or area of (3) Contingency contracting arrangements operations when modes of transport and water ter- cover all requirements that have not been planned minals are available. Whenever possible, support for, including changes to plans and new requirements agreements should be negotiated in advance between as they occur. Making thb system work depends on the US and potential host or third countries. How- knowing and practicing interface at the appropriate ever, not having HNS agreements does not rule out staff levels with the HN. using or planning for HNS. b. HNS is primarily obtained by international standardization agreements (ISAs), joint plans, and contingency contracting.

1-8 FM 55-10

CHAPTER 2

STRATEGIC MOVEMENT CONTROL

Section I. STRATEGIC DEPLOYMENT 2-1. INTRODUCTION 2-2. STRATEGIC DEPLOYMENT a. Strategic movement will usually be con- a. As shown in Figure 2-1, deployment consists ducted as a joint operation in support of force of five phases spanning the strategic, operational, projection. As such, it is important for movement and tactical levels of war. planners to understand the Army’s role in joint planning and how movement control is planned and b. The first three phases of deployment are in conducted for joint operations. This chapter the realm of the strategic level of war. They in- provides an overview of strategic movement control. clude predeployment activities, movement to the The first section describes strategic deployment. POE, and strategic lift. Strategic deployment ends The second section describes movement control in at the APOD or SPOD. USTRANSCOM, in coor- a theater of operations, which addresses the conduct dination with the supporting and supported com- of the operational and tactical levels of war. batant commanders and the services, executes the mission of movement control for these phases of b. JCS Publication 4-01.3 outlines the proce- deployment. dures for conducting movement control in support of joint operations. It defines movement control to be c. The last two phases of deployment are the most critical of the three elements of a transpor- reception at the POD and onward movement to the tation system that includes movement control, mode area where the forces will either assemble or be operations, and terminal operations. Movement committed. These phases are normally in the control is the cornerstone because it coordinates realm of the operational level of war but may be in integration of modes and terminals in executing the tactical level. The theater combatant com- strategic movement. FM 55-65 addresses unit level mander is responsible for reception and onward deployment planning and procedures for strategic movement. deployment by surface transportation.

MOVEMENT STAATES 1C THEATER THEATER RECEPTION TO POE UFT ON VAR O PREDEPLOYMENT MOVEMENT ACTIVITIES -m STRATEGIC OPERATIONAL TACTICAL

Figure 2-1. Deployment Phases.

2-1 FM 55-10

d. The effective interface of the five phases of associated with forces and sustainment. Sustainment deployment into an integrated system is crucial to the is identified as nonunit requirements as they are not successful deployment and sustainment of . military related to a specific deploying unit. During OPLAN forces committed to a theater of operations. It is the execution, USTRANSCOM translates TPFDD data responsibility of USTRANSCOM and the support- into unit and nonunit port calls, which become ing and supported combatant commanders to coor- deployment schedules. dinate the flow of forces and sustainment through d. The objective of strategic deployment is the theater PODs and to provide the interface necessary arrival of forces at the right place and time. The to execute strategic movement control. process must be responsive and flexible to changes 2-3. STRATEGIC DEPLOYMENT PLANNING due to loss or delay of strategic lift assets, weather problems, or changes directed by the theater com- a. Strategic planning begins when the JCS batant commander. Strategic movement control directs the theater combatant commander to planners, mode operators, and deploying units must prepare plans to support military responses to anticipate and be receptive to the theater combatant specific events which may occur in their theater of commander’s directives which could require chang- operations. The theater combatant commander ing the CONUS movement to POE and strategic lift conducts both deliberate and crisis action planning. schedules. The fundamental difference between the two is the amount of time available to prepare and execute the 2-4. STRATEGIC DEPLOYMENT PLANNING plan. SYSTEMS (1) Deliberate planning is the process used The following joint (J) and Army (A) systems when time permits the total participation of com- help strategic level planners and mode operators in manders and staffs of the supported and supporting planning and executing strategic deployment. commands. Procedures involve developing an OPLAN which consists of detailed planning for both a. (J) The Global Transportation Network the strategic movement of forces and for committing (GTN) is an umbrella term used to describe the those forces upon their arrival in the theater. The USTRANSCOM effort to integrate automatic data planning cycle for deliberate planning is 18 to 24 processing (ADP) systems used by the services, months. defense agencies, and transportation component commands to manage cargo and passenger move- (2) Crisis action planning is conducted during ments in the defense transportation system (DTS) emergencies. The procedures are similar to those and provide in-transit visibility. GTN provides used for deliberate planning but are more flexible to USTRANSCOM and its component commands respond to changing events. automated support to plan, provide, and control b. During OPLAN development, the theater common-user ground transportation, airlift, sealift, combatant commander makes decisions regarding and terminal service to deploy, employ, and sustain the employment of military forces. These decisions US forces on a global basis during peace and war. translate into time-phased movement requirements GTN compiles movement requirements from various for forces and sustainment. In coordination with source systems and provides command and control USTRANSCOM and supporting combatant com- (C2) information to allow USTRANSCOM to plan manders, the theater combatant commander balances and direct movement operations and evaluate opera- force and sustainment movement requirements with tional performance. strategic lift assets apportioned by the JCS. During b. (J) JOPES is the DOD-directed, JCS imple- this process, the theater combatant commander uses mented, integrated, conventional C2 system the Joint Operations Planning and Execution System designed to satisfy the information needs of senior (JOPES) to develop time-phased force deployment level decision makers in conducting joint planning data (TPFDD). and operations. JOPES is used to monitor, plan, and c. The TPFDD is a transportation supportable execute mobilization, deployment, employment, and movement plan for units and sustainment. It con- sustainment activities. For strategic movement plan- tains prioritized arrival, routing, and movement data ning, JOPES also produces the TPFDD.

2-2 FM 55-10

Identify the Total Otacnbe Them In Simulate The Movement Raquicanianu. Logistic Tor*nt... Straragic Deployment ill Short Tons Te Produce A Transportation* Feasible OPLAN Square ft*X

Using Movement^, 1 □ PLAN Common-User Crherra V Lift Cub« Peet^Meesuremeni Tons

íÉLLI TPFDD

tàm m

Figure 2-2. The Strategic Transportation Problem.

c. (J) The Transportation Coordinator- equipment lists, transmits the data to FORSCOM for Automated Information Management System joint planning and reporting, transmits the data to (TC-AIMS) is a joint service initiative to provide MTMC for routing, receives routing and port calls, the installation and unit with an automated and generates transportation documentation. capability to generate and maintain movement f. (A) The Computerized Movement Planning data for peacetime, mobilization and deployment, and Status System (COMPASS) is a FORSCOM and C2 reporting. The Army component system of system designed to support Army unit movement TC-AIMS is the Transportation Coordinator- planning in support of joint operations planning and Automated Command and Control Information reporting requirements. It generates transportation System (TC-ACCIS). requirements for active and reserve component d. (J) The Automated System for Processing units. This system, or TC-ACCIS, generates the Unit Requirements (ASPUR) is a Military Traffic automated unit equipment list (AUEL), which Management Command (MTMC) system that reflects the go-to-war equipment profile provided by receives unit equipment list data from installation deploying units. TC-AIMS or TC-ACCIS systems to produce ship loading plans that result in units receiving port calls g. (A) The Mobilization Shipments Con- for movement to the POE. figured for Operational Planning and Execution (MOBSCOPE) provides for planning and initiat- e. (A) TC-ACCIS is the Army’s information ing Army reserve component mobilization move- management and data communications system that ments (home station to mobilization station). active and reserve component units and installations MOBSCOPE uses COMPASS data to generate use to plan and execute movements during peacetime movement requirements and provide these require- and crisis situations. TC-ACCIS maintains unit ments to MTMC.

2-3 FM 55-10

h. (J) Mobilization Movement Control commanders and are responsible for ensuring their (MOBCON) schedules and deconflicts convoy arrival at the POE according to port call messages. movements from home station to mobilization sta- This entails predeployment activities and the move- tion or POE. MOBCON is managed by defense ment of active duty units from their installations movement coordinators (DMCs) in each National and/or the movement of RC units from home stations Guard State Area Command (STARC) state move- to mobilization stations for logistic preparation and ment control center (SMCC). The DMC collects, training before deployment. FM 100-17 will describe analyzes, and combines all DOD-organic highway this process in detail. As the major supporting com- movements. The DMC approves military convoys batant commander that provides Army forces, which originate in their state. Generally, DMCs are FORSCOM has established procedures and systems responsible only for Army Reserve and National to discharge this responsibility. These include the Guard convoys. Upon FORSCOM order, active Forces Command Mobilization and Deployment component units will be integrated into MOBCON. Planning System (FORMDEPS) and FORSCOM Regulations 55-1 and 55-2. General responsibilities 2-5. STRATEGIC DEPLOYMENT MOVEMENT are to — CONTROL ORGANIZATIONS • Redistribute personnel and equipment. a. The Department of Defense (DOD) deployment manager is the USTRANSCOM. • Coordinate requirements with USTRANSCOM provides global land, sea, and air USTRANSCOM. transportation in support of national security objec- • Coordinate TPFDD changes with the theater tives. USTRANSCOM uses the GTN and JOPES to combatant commander. manage cargo and passenger movements through the DTS. The DTS consists of transportation • Direct deployment schedule changes to policies, procedures, and methods used by DOD mobilization station. organizations, other federal agencies, and commer- • On order, relinquish command of deploying cial activities to move DOD-sponsored personnel units to gaining commander. and equipment. While JOPES is used to plan the movement, DTS is used to execute the movement. d. The numbered Armies in the continental United States (CONUSAs) and STARCs play a key b. USTRANSCOM performs its mission by role in military convoy movements in CONUS coordinating the efforts among its three component depending upon the level of mobilization. commands, the joint planning and execution com- munity (JPEC), the supporting and supported com- (1) CONUSAs may become Joint Regional batant commanders, and commercial activities. The Defense Commands (JRDCs). This is planned to three component commands of USTRANSCOM as occur upon order for full mobilization but may occur described in Figure 2-3 are the — to selectively improve C2 for less-than-full mobilization. When this occurs, the JRDC’s movement con- • Military Sealift Command (MSC). trol responsibilities include monitoring military • Air Mobility Command (AMC) formally the movements, providing liaison with POEs and installa- Military Airlift Command (MAC). tions, and providing liaison with Federal Emergency Management Agency (FEMA) regional offices. The • MTMC. JRDC will also prioritize and allocate movement re- MSC provides strategic sealift assets. AMC provides lated resources to include road space and marshaling strategic airlift assets, airlift control elements, and areas. operates selected aerial ports. MTMC coordinates (2) STARCs may become Joint State Area surface transportation for mobilization movements and Commands (JSACs). DMCs in the SMCCs manage movement to POEs. It procures and routes commer- military highway movements. They assign road space cial transportation, operates common-user seaports, for units based on port calls, monitor all DOD and provides deploying units with port call messages. military movements, and coordinate with federal and c. Supporting combatant commanders and the state civil agencies for the units’ mobilization and services provide forces to the supported combatant deployment needs.

2-4 FM 55-10

MILITARY SEALIFT COMMAND (MSC)

I MSC ^

T— MARTIME ADMIN rn READY RESERVE REdiONAL MSC- SEALIFT FORCE COMMANDS CHARTER CONTROLLED READINESS INCLUDING FLEET FLEET PROORAM MSC-EUR

•IB THE SIMOLE MANAGER OPERATING AGENCY FOR COMMON-USER OCEAN SHIPPING. •PLANS FOR AND PROVIDES SEALIFT CAPABILITY IN SUPPORT OF CON- TINGENCY. MOBILIZATION. DEPLOYMENT, AND EMEROENCY PLANS.

• OPERATES THE MILITARY SEALIFT CONTROLLED FLEET AND THE SEA- LIFT READINESS PROORAM. •COORDINATES WITH THE MARTIME ADMINISTRATION FOR PARTI M E EX- PANSION OF SEALIFT CAPABILITY FOR SHIPS FROM THE READY RESERVE FLEET. THE NATIONAL DEFENSE RESERVE FLEET. AND THE US-CONTROLLED COMMERCIAL POOL.

MILITARY TRAFFIC MANAGEMENT COMMAND (MTMC> zni|MTMC|

HO MTMC HO MTMC TRANSPORTATION MTMC EASTERN WESTERN EUROPE ENQINEERINQ AREA AREA AGENCY

*18 THE SINGLE MANAGER OPER ATI N 0 AGENCY FOR-- - ALL MODES OF CONUS TRANSPORTATION. - COMMON-USER OCEAN TERMINALS WITHIN CONUS. CIVIL TRANSPOR- TATION UTILIZATION TO SUPPORT MOBILIZATION. ANO DEPLOYMENT MOVEMENT REOU I R E M E N T S. •INTERFACES WITH AMC. MSC, TRANSCOM. •PREPARES TIME-PHASED MOVEMENT TABLES FROM CONUS DEPARTURE LOCATION TO APOE« AND SPOE* IN SUPPORT OF DEPLOYMENTS.

AIR MOBILITY COMMAND (AMC)

AEROSPACE AUDIO BIST AIR FORCE SSNO AIR FORCE VISUAL SERVICE USAF AIRLIFT 15TH AIR FORCE MCGUIRE AFB, NJ TR/VIS AFB, CA ( A/WS) CENTER NORTON AF6. CA POPE AFB, NC

. IS THE SINGLE MANAGER OPERATING AGENCY FOR INTERTHEATER AIRLIFT. • DEVELOPS SUPPORTING PLAN FOR COMMON-USER AIRLIFT REQUIRE- MENTS AND AERIAL REFUELING IDENTIFIED IN DOD MOBILIZATION PLANS. •OPERATES BASES, APOEa. AND APOa WORLDWIDE IN SUPPORT OF MOBILIZATION AND DEPLOYMENT. • IS RESPONSIBLE FOR PLANNING FOR AND DIRECTINO THE OPERATION OF THE CIVIL RESERVE AIR FLEET.

Figure 2-3. Transportation Component Commands.

2-5 FM 55-10

e. Military installations play a key role in move- h. Federal and state agencies also play an impor- ment control. In their capacity as mobilization sta- tant role in movement control. When directed by the tions, coordinating installations, or supporting President, the FEMA coordinates and adjudicates installations, they— issues involving priorities and allocation of nonin- dustrial facilities according to DOD Directive 3005.2 • Prepare units for deployment. and AR 500-10. FEMA, as one of its many respon- • Guide and assist assigned and supported sibilities, maintains a national system for emergency units in preparing, maintaining, and execut- coordination of transportation activities to include ing unit movement plans and related resource mobilization policy guidance and procedures. documentation. They process unit move- The state DOTs or equivalent agencies for public high- ment data, convoy clearances, and permits. ways, toll roads, bridges, and tunnels administer traffic They also procure transportation for move- regulations in their states and agencies. ment to the POE. • Provide the arrival/departure airfield control 2-6. UNIT DEPLOYMENT groups (A/DACGs) to the APOE and port a. The deploying unit is responsible for moving support activities (PSAs) to the SPOE. its personnel and equipment to mobilization stations • Provide selected logistic support to POEs or and/or POEs. FORSCOM Regulations 55-1 and en route deploying units as outlined in coor- 55-2 require units to develop unit movement plans dinated plans, standing operating proce- and to submit unit movement data. This data is used dures (SOPs), or regulations. by movement control and logistics planners to plan and determine requirements for strategic deploy- • Control units until deployed from the POE. ment. • Provide marshaling and convoy holding areas. b. The unit submits transportation requests and highway movement requests to its UMC or DMC. • Serve as point of contact for updating unit These requests become the basis of planning and movement data through AUEL refinement. deconflicting highway use in the MOBCON process f. The unit movement coordinator (UMC) is the and planning commercial transportation require- principal transportation point of contact for deployments by the ITO and MTMC. ing units. UMCs are located at two levels: as a member of the installation transportation office (ITO) c. Upon receipt of a MTMC or AMC port call, staff and in the reserve component forces. the installation/mobilization station UMC coor- FORSCOM Regulation 55-1 outlines UMC duties dinates convoy movement and transportation sup- for FORSCOM units and is a good guide for other port for movement of personnel and equipment to commands. The UMC conducts movement prepara- the POE. tion and planning and coordinates convoy routes. The UMC is the manager of unit movement data at d. Transportation options for unit equipment the installation level. movement within CONUS are governed by MTMC Transportation Engineering Agency Pamphlet 710-2. g. The CONUS mobilization station UMC uses Commercial transportation will be used for moving TC-ACCIS or COMPASS to provide real-time data unit equipment except when units are located — to FORSCOM, the POEs, MTMC, or other installations. The UMC updates the unit’s movement data • Within a one-day road march to the mobiliza- so supporting installations can plan logistic support tion station or POE. and POEs can plan for air loading and vessel stowage. Through logistics application of automated • More than a one-day road march to the marking and reading symbols (LOGMARS), this mobilization station or POE and commercial data becomes a tool for in-transit visibility within transportation is not available or cannot meet CONUS. the required delivery date (RDD) (Figure 2-4).

2-6 FM 55-10

MOBILIZATION1

IV PHASES II III Pr«poralory Al«d Station MOB Planning Station

FORCES

MANPOWER RAPID EXPANSION POWER PROJECTION MATERIEL í> Pr*d«ploynr)«nt Activities Theater (Deliberate, CAP, & Deployment Mvmt Strategic Theater Onward Ptonnlng/Processlng ) te POE Uft Reception Mvmt PHASES I II III IV V DEPLOYMENT'

Figure 2-4. Conceptual Mobilization Deployment Sequence.

Section II. THEATER MOVEMENT CONTROL SYSTEM

2-7. INTRODUCTION assigned forces. Normally, combatant command is exercised through component commanders (theater a. This section outlines movement control Army, Navy, Air Force, and Marines) or subordinate operations at the theater level. It explains command joint task force commanders. relationships, logistical responsibilities, and functions of joint movement control organizations. b. For logistics within the theater of operations, the theater combatant commander exercises direc- b. The ability to monitor and coordinate com- tive authority. Directive authority for logistics sup- mon-user transportation is essential to the success of ports the theater combatant commander’s joint operations. The theater combatant commander responsibility to effectively execute operational normally integrates the transportation capabilities of plans, maintain effectiveness and economy of opera- his component commanders in establishing the theater tion, and prevent duplication of facilities and movement control system. This results in a movement resources. control system that relies on decentralized execution but retains the capability of the theater combatant com- (1) In exercising directive authority for mander to set policies and priorities. transportation services, the theater combatant commander may delegate the operation of common-user c. This section serves only as a guide. Joint transportation modes and terminals to a component, planners, acting within the limits of their authority, while retaining the authority to set priorities, appor- must adopt the organizational scheme and proce- tion resources, and monitor the entire operation. dures applicable to their theater. Centralized control and decentralized execution is a basic transportation (2) In exercising directive authority for move- guideline that should be implemented to enhance ment control, the theater combatant commander operations. may allow component commanders to plan for and perform their own movement control, create fully 2-8. COMMAND RELATIONSHIPS integrated joint organizations such as a joint a. Within a theater of operations, US Army transportation board (JTB) or joint movement cen- forces are employed under a joint or combined com- ter (JMC), or assign responsibility to one of his staff mand (Figure 2-5). The theater combatant com- elements. Figure 2-6 shows the relationship of Army mander organizes the command to meet the needs of EAC transportation organizations in a joint com- the theater and exercises combatant command of all mand.

2-7 Figure 2-5. Unified Command Organization. UHF1ED COMMANDS COMMANDS COMPONENT SUROROIHATE MAR CENT US CENTRAL COMMAND SOCCCNT USCENTAr USARCENT USNAVCENT us COMMAND SOUTHERN SOCSOU USARSO USNAVSO US 11 USSOUTHAF i I COMMAND EUROPEAN USAFE SOCCUR USARCUR USNAVEUR UNIFIED COMMANDERS RESPONSWUTICS BASCO ON CENERAL GEOGRAPHIC AREA US ATLANTIC COMMAND (TAC) I I FORCES AZORES C ELAND SOCLANT ■ DCFENSC USARLANT USAFLANT ^ ^ USLAHTrLT (PORSCOM) US FORCES US § § PACIFIC Ë 1MÜIÉ COMMAND JAPAN KOREA SOCPAC USPACAF ^ WESTCOM USPACFLT US FORCES US FORCES MSC A MC MTMC US COMMAND TRANSPORTATION NCA PRESIDENT SECRETARY I OF DEFENSE) 1ST SS3S ArSOC SOCOM WARCOM NAVSPRC— I ^ COMMAND US SPECIAL RESPONSIBKJTCS OPERATIONS BASED ON FUNCTION UNIFIED COMMANDER'S AFSPACE COM NAVSPACECOM COMMAND USA SPACE JCS CHAIRMAN, US SPACE COMMAND ■ ro FM » 55-10 FM 55-10

JOINT/ JOINT UNIFIED TJlANSPOflTATtON COMMAND BOARD

ARMY COMPONENT

TA DCaiOQ

TRANSPORTATION THEATER ARMY COMMAND MOVEMENT CONTROL

TRANSPORTATION TRANSPORTATION BATTALION |MC) BmCAD&OROUP

3 1 TRANSPORTATION MOVEMENT MOVEMENT AIR TERMINAL OPERATING CONTROL "h REQULATINQ MOVEMENT UNITS TEAMS TEAMS CONTROL TEAMS i¡

Figure 2-6. Transportation Organizations in a Joint/Unified Command.

c. A combined command differs from a joint support. However, the theater combatant com- command in that a combined command is estab- mander exercises directive authority over logistics lished when US forces are working with allied and/or operations within his area of responsibility. This HN forces. The combined commander maybe a US authority is given to the theater combatant com- officer or an allied officer depending upon qualifica- mander to ensure the effective execution of tions, seniority, and international alliance. In a com- OPLANs, to provide effectiveness and economy in bined command, logistics is normally a national operations, and to prevent or eliminate unnecessary responsibility. However, the combined commander duplication of facilities and overlapping of functions may exercise directive authority based on interna- among the components. tional agreements, resulting in some form of coalition b. The theater combatant commander may logistics or international sharing of single nation establish uni-service, cross-servicing, common- logistical support. servicing, and joint-servicing support arrangements. He may also assign logistic responsibility, 2-9. TRANSPORTATION AND LOGISTICS including transportation, using the dominant user or ARRANGEMENTS IN A JOINT FORCE most capable service concepts. Under these con- a. It is established US policy that the services, cepts, the theater combatant commander may assign however employed, will provide their own logistic the component with the highest requirement or the

2-9 FM 55-10

greatest capability to provide a particular service the MAGTF will be supported by activation of a responsibility for providing it to the other com- force movement control center (FMCC) to ob- ponents. Therefore, Army component movement tain and manage land transportation and to coor- control organizations must be prepared to support dinate with supporting Army movement control the other components. The JMC will help in this task organizations. by providing the visibility of current and projected requirements and resolving routine questions con- 2-10. THEATER JOINT MOVEMENT CONTROL cerning priorities. ORGANIZATIONS (1) Within the theater, the Army component is a. JTB. The theater combatant commander the usual provider of common-user land and inland may establish a JTB depending upon the size of the waterway transportation, and of water terminal task. The JTB mission is to interpret policies and operations. Additionally, the Army has the mission to resolve overlapping transportation priorities for the conduct logistics over-the-shore (LOTS) operations. JFC. It is routinely made up of representatives from The Army movement control organizations in the the service components, movement control agencies, theater may provide support to the other components and the J3 and J4 of the combatant command. The on an area basis. JTB is not a day-to-day activity; it only meets when required to review priorities and policies and to (2) The Air Force provides common-user air- resolve problems considered to be beyond the lift. The theater combatant commander exercises capabilities of a JMC. It may also meet to consider combatant command over all theater assigned the apportionment recommendations prepared by a common-user airlift assets. This authority is exer- JMC for future operations. cised through the Air Force component commander. The Air Force component commander b. JMC. The theater combatant commander exercises operational control over all assigned or may establish a JMC to coordinate strategic move- attached common-user airlift assets through a C2 ments with USTRANSCOM and to oversee execu- agency, formerly known as the commander of air- tion of theater transportation priorities. lift forces (COMALF). The C2 agency executes (1) The JMC plans future operations and validated, prioritized theater airlift requests for monitors overall theater transportation perfor- the theater combatant commander. mance. It accomplishes its mission by conducting (3) The Navy, through MSC, provides common- cyclic reviews of apportionment and by acting on user sealift for use within the theater. Through Navy emergency transportation requests. The JMC per- cargo-handling battalions and Navy cargo-handling forms the planning task by continual monitoring of and port group organizations, the Navy can also con- the balance between forecasted requirements and duct limited common-user port operations. The current capabilities of all modes. It expedites action Navy performs its movement control operations and coordination for immediate movement require- through the Navy component commander, advanced ments to ensure effective and efficient use of logistics support site, forward logistics site, or a transportation resources. The JMC, normally designated fleet port representative who coordinates through the J4, also acts as the primary advisor to the Navy land transportation requirements with the sup- JFC in the apportionment of transportation porting Army movement control organizations. capability when there is no JTB. When established, the JMC should act as the movements C2 cell for the (4) The Marine Corps has a capability for JFC during the deployment phase of the operation. organic user port operations on a limited basis. To perform movement control missions and sup- (2) The JMC is usually organized along func- port the requirements of the Marine Air Ground tional lines and is the nucleus of an organization that Task Force (MAGTF), the Marine Corps has can be expanded in proportion to the size of the joint strategic mobility offices (SMOs) organic to the force during OPLAN execution. It may be manned MAGTF. The SMO coordinates USMC move- by service component personnel or be created from ment requirements with the JFC, JMC, a service movement control agency (MCA), such as USTRANSOM, and the transportation com- a theater Army movement control agency ponent commands (TCCs). The deploying (TAMCA). The theater combatant commander will

2-10 FM 55-10

choose the organization’s structure based upon (d) Receiving and acting on airlift requests which service has the dominant forces in the com- received from authorized component validators by mand, has the largest requirements, or has the monitoring airlift performance and operations of greatest capability to provide resources. aerial ports, reviewing and validating airlift channels, monitoring air deployment of major forces and (3) The JMC’s major responsibilities include — affecting changes to movement requirements and (a) Planning common-user theater transporta- priorities in JOPES, and monitoring the use and tion by land, sea, and air (excluding bulk liquid fuel return of containers and Air Force 463L pallets. that moves by pipeline) by developing a movement (e) Monitoring sea deployment of forces and plan which supports the priorities of the theater com- recommending changes to movement requirements batant commander. and priorities in JOPES by coordinating with the (b) Apportioning common-user transportation appropriate port commanders for all seaport opera- capability available within the command among the tions, and reviewing and validating sea channels; and projected transportation tasks. Apportionments monitoring container control activities of all joint are included in the JMC movement plan and are force components. approved by the theater combatant commander. (f) Deconflicting transportation requirements JMCs allocate apportioned common-user transpor- that cannot be met at lower levels in the movement tation to the components. control system by monitoring movement of forces (c) Forecasting long-term movement require- during deployments; monitoring port clearance, rail, ments by analyzing requirements, capabilities, highway, and waterway activities; maintaining and shortfalls, alternatives and enhancements to the DTS disseminating military route network information; and by developing options and recommending courses and developing plans for repair of road networks and of action. coordinating with engineers and HNS.

2-11

FM 55-10

CHAPTER 3

MOVEMENT CONTROL AT ECHELONS ABOVE CORPS

Section!. THEATER ARMY ORGANIZATION

3-1. INTRODUCTION 3-3. TA ORGANIZATION a. Movement control in the theater Army (TA) Before and during the early stages of a war, the is performed by movement control organizations TA may approximate the organization shown in and staffs at TA, corps, and division levels. This Figure 3-1. During buildup or as the war progres- chapter describes movement control functions per- ses, it may approximate the organization shown in formed by the TA staff, the TAMCA and its subor- Figure 3-2. dinate transportation battalions (MC), and 3-4. STAFF FUNCTIONS movement control teams (MCTs). a. FM 100-16 describes CSS operations at the b. At theater level, centralized movement con- TA level and assigns staff responsibility for transpor- trol is an imperative to accomplish the last two tation to the TA DCSLOG. Theater movement con- phases of strategic movement: reception and onward trol structure is shown in Figure 3-3 (page 3-4). movement. It is also vital for sustaining the corps and Figure 3-4 (page 3-4) shows movement control and divisions, along with supporting any joint service re- mode operating units at EAC along with the relation- quirements assigned by the theater combatant com- ship of the TA DCSLOG to these organizations. mander to the TA commander. b. The TA DCSLOG has a transportation staff 3-2. TA HEADQUARTERS to execute the responsibilities associated with staff a. The TA headquarters structure provides for supervision of transportation services. In addition to centralized planning and coordinating. It manages those above, this staff also — support missions through a flexible combination of • Advises the commanders and staff on all area-oriented and functional commands. The TA transportation matters. staff sets broad plans and policies to guide subordinate commands, controls and allocates critical • Provides technical assistance to the material, and assigns missions to manage CSS to TAMCA. major subordinate commanders. • Acts as the transportation staff link between b. The general staff of TA headquarters is a TA and the JTB. coordinating staff. On technical matters, the general • Develops plans or planning guidance to pro- staff has direct liaison with staff counterparts of the vide efficient transportation service for the subordinate commands. In some cases, the com- command. manders of certain functional commands serve concurrently as TA headquarters staff officers. When c. In carrying out his responsibilities to the TA this occurs, TA staff personnel are provided by their commander, the TA DCSLOG — respective functional commands or by augmentation. (1) Prepares broad planning guides and policies c. The general staff normally manages by excep- for transportation and develops theater transportation, leaving day-to-day operations, implementation, tion plans. and management to subordinate commands. The (2) Provides technical assistance to the TAMCA, operating under the staff supervision of the TAMCA and TRANSCOM. The TA general staff TA Deputy Chief of Staff, Logistics (DCSLOG), is can access the TAMCA and TRANSCOM through the day-to-day manager of transportation within the normal communications. When an integrated theater. Section II discusses the TAMCA in detail.

3-1 FM 55-10

transportation computer system is developed for the (6) Coordinates with the TA provost marshal on TA, communications between the TA staff, TAMCA, control of military traffic within the communications and TRANSCOM will be enhanced. zone (COMMZ) and physical security of transportation facilities and surface LOCs (rail, highway, inland (3) Prepares transportation planning guides for waterways). TA support, base development, troop bases for future operations, and transportation unit participa- (7) Prepares broad policies and guidance in tion in rear battle operations. close coordination with the TA deputy chief of staff for HN activities to acquire and use HN and allied- (4) Recommends allocation and use of TA nation transportation resources. transportation resources. (8) Develops long-range plans for transporta- (5) Coordinates with and provides liaison to US tion service, troop support, and use of both military Air Force and Navy for the use of allocated transpor- and civilian resources. tation and for Army transportation support of the other services. (9) Establishes policy and procedures to operate and maintain administrative-use vehicles.

Section II. MOVEMENT CONTROL ORGANIZATIONS ATEAC 3-5. INTRODUCTION to destination. To accomplish this mission, the TAMCA requires automated systems to interface At EAC, movement control functions are per- and communicate with activities worldwide that sup- formed by the TAMCA, its subordinate transporta- port the movement of forces and sustainment into the tion battalions (MC), and their subordinate MCTs. theater. The TAMCA organization is flexible and designed to meet the specific transportation and movement con- d. The TAMCA mission is to provide movement trol requirements of the theater. It uses a building management services and highway traffic regulation block concept, which assigns the correct mix of bat- and to coordinate for personnel and materiel move- talions and teams to perform its mission based upon ments into, within, and out of the theater. The the geographical size of the theater, the number of TAMCA coordinates with allied-nation and HN forces, the transportation infrastructure, and the MCAs and transportation component commands as number and type of movement requirements. required. The TAMCA — 3-6. THEATER ARMY MOVEMENT CONTROL • Supports US, allied-nation, and HN forces as AGENCY required. It can be structured as a combined, unified, or US Army agency as determined by a. The TAMCA is aligned to the DCSLOG, TA. the theater commander. The TAMCA serves as the executive agent and primary staff element to the TA commander for plan- • Prepares movement and port clearance plans ning and controlling theater transportation opera- and programs, including reception and on- tions. The TAMCA implements theater priorities ward movement. established by the Deputy Chief of Staff, Operations • Conducts liaison with higher and lower (DCSOPS) in support of the commander’s concept movement control organizations, HN of operation. This requires close coordination with transportation agencies, transportation supply, maintenance, and transportation planners mode operators, and customers. and operators. • Maintains status of movement capabilities. b. The TAMCA plans and coordinates reception and onward movement so units, personnel, and • Commands and controls transportation bat- materiel are received in the theater and delivered to talions (MC) and MCTs. destination with minimum delay. • Provides technical assistance to corps move- c. The TAMCA coordinates and maintains the ment control centers (MCC). status of shipments into the theater and their delivery

3-2 FM 55-10

-f ♦

THEATEt TAMMC TAMCA ARMY

I I I ♦ ♦ «f ♦

ENCOM TAACOM TA HQ TKANSCOM

(•) XXX A

CO«P$ MCO COM atRSCOM TA UNITS

(X> B ■ M H mm m mm m MM ■ HI ■ X 4- +> THEATER SIGNAL AMC OLA USTKANSCOM COMMAND

Command OPCON laaa apaeltlc function«

Command loan OPCON Rol at ton ah I p aatabiltnad by MO^ ■OCM Oparatlonal control

Figure 3-1. Theater Army Organization (Initial).

THEATER TAMMC TAMCA ARMY

♦ 4- + + * PCTRL TRANSCOM TAACOM PERSCOM

(•) - 44- + 4 XXX

NUCLEAR ENCOM MED COM CORPS AMMO

4 +

1. 2 ADA TA HQ SOF CMO

(X) xxxx 44

FIELD MISSILE Ml TCCA) ARMY

AMC DLA USIRANSCOM

LEGEND:

COMMAND M • M RELATIONSHIP E8TABUSHE0 BY MOA m(-)m COMMAND LESS OPCON ■■ ■■ ASSK1NED/ATTACHED AS REQUIRED ■00« OPERATIONAL CONTROL 1 SIZE OF UNIT WILL DEPEND ON MISSION ■(X-OB OPCON LESS SPECIFIC FUNCTIONS 2 CMO INCLUDE THE CIVIL AFFAIRS AND * VARUBLE NUMBER AS REQUIRED PSYCHOLOGICAL OPERATIONS ELEMENTS

Figure 3-2. Theater Army Organization (Mature).

3-3 FM 55-10

oooo- XXX XX-

UNtFltD IHKATCR 03 CORPS DIVISION COMMAND ARMY CIO

DCS O LOO AColS MIGAD! COSCOM 8PT DISCOM O 34 o K DPN9 X o X

—va*^^MCC vM ■•j* — PSft

rSANSCOM cao MSft

—H

TRANS TBANS OPCRATlNG OK RATING TMT UNITS UNITS

L*gand:

Command Commlnal Authority *»•»•< Coordination

Figure 3-3. Theater Movement Control.

JOINT MOVEMENT UNIFIED COMMAND CENTER

THEATER ARMY TA DCSCOÛ TT J_E 1_L TRANSPORTATION* .1 COMMAND I TRANSPORTATION TRANSPORTATION V| BATTALION j¡++ ++■»■ + + + + ++ + + + ++■» h BfltGADEJGROUP (MOVEMENT CONTROlj |

MOVEMENT TRANSPORTATION CONTROL TEAUS f] OPERATINO UNITS *ï=====yi LEGEND:

■««i COMMAND + + ■*■ COMMITTAL AUTHORITY ——— COORDINATION [I J AS REQUIRED • TAMCA AND TRANSCOM OPERATE UNDER THE GENERAL STAFF SUPERVISION OF THE TA DCSLOG.

Figure 3-4. Transportation C2 Force Structure EAC.

3-4 FM 55-10

• Supports the transportation requirements of (2) Plans and programs division (PPD). The its transportation battalions (MC) and the PPD develops, coordinates, publishes, and dis- corps ’ MCCs. tributes the command movement program and prepares transportation movement plans and an- • Develops theater movement control policies. nexes. This division reviews plans or directives • Coordinates the movement of major units. issued by the JFC, TA, TRANSCOM, and logistical command to determine their effect on the move- • Prepares and recommends policies to con- ment system. The division recommends proce- trol, regulate, and expedite the movement of dures to carry out these directives and prepares military-owned and leased containers within supplemental directives as required. This the theater. division — • Recommends site selection for transporta- (a) Provides required management, budget, tion activities (truck terminals, air terminals, and comptroller functions for the TAMCA. railheads, pipeline take-off points, and inland waterway terminals). (b) Maintains liaison with US and HN mode operating and transportation planning agencies to e. The TAMCA is not completely self-sufficient develop and synchronize movement plans and and must rely on the local area support group or TA programs. headquarters for administrative and other support. The TAMCA staff sections and subordinate units are (c) Prepares, staffs, reviews, and issues opera- located to facilitate coordination and communications and contingency plans for both internal and tion with the TA headquarters, the TAMMC, theaterwide operations. TAACOM, transportation battalions (MC), corps (d) Receives movement requirements, calcu- MCC, and the TRANSCOM. As shown in Figure 3-5, lates transportation requirements, collects physical the TAMCA is organized along functional lines. distribution capability data, and compares require- (1) Agency headquarters. The command sec- ments in relation to capabilities. It identifies tion provides administrative support for the unit and shortfalls, develops alternative solutions, and recom- C2 for its subordinate units. The agency head- mends them to the TAMCA commander. quarters is a self-sustaining organization. It must (e) Prepares, coordinates, and disseminates coordinate for general administrative and logistical reception, staging, and onward movement plans that support for staff sections and subordinate units support movement requirements. operating away from the headquarters.

MOVEMENT CONTROL AGENCY

PLANS A FREIGHT HIGHWAY AGENCY PROGRAMS MOVEMENT TRAFFIC HEADQUARTERS DIVISION DIVISION DIVISION

DATA PROCESSING PASSENGER SPECIAL MOVEMENT A MOVEMENT MOVEMENT INFORMATION COMMUNICATIONS DIVISION DIVISION DIVISION DIVISION

Figure 3-5. TAMCA Organization.

3-5 FM 55-10

(e) Prepares, coordinates, and disseminates (h) Superases and controls release of unit reception, staging, and onward movement plans that freight shipments. support movement requirements. (i) Performs periodic staff visits to movement (f) Maintains manpower and equipment control units, shippers and receivers, and mode and authorization documents for the TAMCA and sub- terminal operators. This ensures understanding of, ordinate units. Coordinates the assignment, attach- and adherence to, movement management policies ment, reorganization, inactivation, and relocation of and procedures and resolves problems. subordinate units. (j) Maintains the status of containers, PLSSC, (g) Develops and publishes mission statements and trailers used for transportation of material for subordinate units. between CONUS and the theater. It also develops policies and procedures to control containers and (3) Freight movement division (FMD). The PLSSCs allocated for intratheater use to ensure FMD monitors the freight movement program. proper distribution according to command Based on current and projected movement require- priorities. The FMD prepares, analyzes, and dis- ments, the FMD recommends changes in the freight seminates statistical data on the container manage- movement program, assignment and location of ment performance of consignees, commodity MCTs, and location of transportation mode operat- managers, ports, and carriers. It identifies opera- ing units. In coordination with the movement infor- tional trends and areas for improvement and recom- mation division, materiel management activities, and mends solutions. It ensures compliance by actively CONUS wholesale logistics agencies, it operates a monitoring the inbound and outbound flow of con- freight distribution system. This division— tainers and PLSSC and expediting this movement (a) Coordinates cargo movements with other when required. transportation agencies. (4) Passenger movement division (PMD). The (b) Receives, validates, consolidates, and for- PMD monitors the passenger movement program. wards requirements for cargo intertheater and in- Based on current and projected movement require- tratheater airlift missions. ments, the division recommends changes in the passenger movement program, assignment and location (c) Arranges for guard cars with HN railroads of MCTs, and location of transportation mode or military railway operating battalions for move- operating units. This division establishes, staffs, and ment of sensitive and classified cargo by rail. controls the Army aerial port liaison office (APLO) (d) Plans and coordinates military rail require- at major aerial ports. The APLO programs, coor- ments with HN railroads. dinates, and manages the movement of Army, DOD, and other service passengers. (e) Develops, coordinates, and issues container and freight movement management and control pro- (5) Special movement division (SMD). The cedures based on established container and freight SMD coordinates and monitors movements that re- movement management policies. Develops proce- quire exceptional coordination, monitoring, or dures to maintain visibility and control of containers, reporting. It schedules, documents, and maintains PLSSC, and 463L pallets. visibility over classified and sensitive movement requirements by all modes. In coordination with ap- (f) Develops requirements for leasing commer- propriate transportation agencies, it arranges with cial carrier transportation and monitors use. commercial rail carriers to establish permanent (g) Provides in-transit data on inbound cargo military train schedules and paths, including train movement to CONUS wholesale logistics activities paths for movement of out-of-gauge shipments. This (Logistics Control Activity (LCA), Defense Person- division — nel Support Center (DPSC), and MTMC) and to (a) Collects and analyzes passenger and freight theater materiel management activities in coordina- data and statistics which are used to support policy tion with the TAMCA’s movement information formulation and changes. division.

3-6 FM 55-10

(b) Prepares and documents passenger move- that the agency can perform when DA Movement ments and submits reports to MTMC and AMC as Management System-Redesign (DAMMS-R) is required. operational in the theater. The MID maintains the data base. It receives, processes, and corrects data (c) Ensures economical, efficient, and effective received from MTMC systems. It also works with movement of Army and Army-sponsored passengers DA Standard Port System-Enhanced (DASPS-E) and their family members. data concerning the receipt and onward movement (d) Coordinates transportation battalions of cargo. The MID passes commitment information (MC) and corps MCC support to deploying or to the transportation group or brigade and passes redeploying units. cargo forecast information to the MCTs. The MID also passes data to CONUS to update the logistics (e) Validates all Army intratheater airlift re- intelligence file (LIP). The Tactical Army Computer quests, and forwards requests through the servicing System (TACCS) will be the primary source of com- ALCC to the supporting airlift division. Upon con- munications between the TAMCA headquarters and firmation of the airlift request, notifies the requestor its subordinate transportation battalions (MC), of the specifics of the confirmed airlift request. corps MCCs, MCTs, and mode operators. It will pass (6) Highway traffic division (HTD). The HTD required movement information to lateral com- performs highway regulation functions in the mands for reception and onward movement of pas- COMMZ. It coordinates highway regulation func- sengers and/or cargo within the theater of tions for the theater, coordinating plans with the operations. The MID— transportation battalions (MC) and the corps to en- (a) Directs TAMCA efforts to systematicálly sure they are synchronized. The HTD develops high- develop, implement, review, evaluate, and improve way regulation and traffic circulation plans in transportation related information processing sys- coordination with HN authorities and allied military tems. It identifies system requirements, interfaces, headquarters. The HTD is staffed with movement characteristics, and methods of information process- control, engineer, and military police personnel. ing. Other functions include— (b) Plans, directs, and supervises the functional (a) Changing routings and schedules based on operation of DAMMS-R. changes in priorities. The HTD informs affected units and the provost marshal (PM) through com- (c) Coordinates all issues pertaining to mand channels when possible. For immediate re- transportation documentation and MILSTAMP. quirements, the HTD forwards changes directly to (d) Maintains a central file of HN agreements, the movement regulation teams (MRTs) or traffic reviews and coordinates those under development, control points (TCPs) which can immediately affect and issues provisions applicable to movement con- diversions, holding, or rerouting. trol activities. (b) Evaluating, recording, and disseminating (8) Data processing and communications information from other traffic headquarters on high- division. This division serves as the TAMCA auto- way movements into the HTD area of jurisdiction. mation management office. Primarily, it coordinates (c) Coordinating movements which terminate automation and data communications actions for the outside COMMZ with appropriate movement con- TAMCA and its subordinate units. It manages auto- trol activities and the PM. mation and communications capability improvement projects. It provides technical advice on concepts (d) Developing, in coordination with the en- and engineering for communications-related matters gineer, long-range and short-range plans and to the TAMCA, its subordinate units, and the corps priorities for repairing the road network. MCC. This division— (e) Coordinating with the HN for use of its road (a) Evaluates technical feasibility and cost ef- system. fectiveness of hardware, software, and communica- (7) Movement information division (MID). tions interfaces required for new automated systems The MID accommodates the additional functions or for changes to existing data systems. It passes

3-7 FM 55-10

approved documents to the ADP developer for tech- vised of their current and projected capabilities and nical design, programming, and documentation. report the status of movements as directed. (b) Monitors system development and plans (b) The TAMCA exchanges reports and plans and conducts tests to ensure user requirements are with the TRANSCOM and MTMC. These include satisfied. It evaluates program test results with traffic and port analyses and reports on emergency report users to ensure that it satisfies all identified situations that might curtail service over any portion requirements. of the transportation system. (c) Initiates and monitors ADP contractual ser- (c) The TAMCA, or its subordinate units, com- vices. It provides the contracting officer’s repre- mit mode operators to provide transportation ser- sentative (COR) to ensure that contractual terms are vices. met before payment. (3) Theater Army Material Management Com- (d) Issues regulations, policies, and procedures mand (TAMMC). to govern relations between the division and (a) The TAMMC provides movement require- TAMCA staff and units which use data processing ments to the TAMCA for movement of material. services. It manages the ADP security program including communications security (COMSEC) physi- (b) Enhanced automation capabilities will im- cal security for the TAMCA. prove coordination of intratheater movement services and advance reporting of incoming cargo (e) Develops, monitors, and executes an ADP shipments. It will preclude the need for collocating training program. It provides on-site troubleshoot- the TAMMC and the TAMCA. ing support to diagnose and remedy system and software problems and performs ADP maintenance (4) Theater Army Area Command as required. It maintains input/output controls and (TAACOM). procedures for all assigned systems to ensure that (a) The TAACOM’s supply and maintenance production schedules are met, all data input is ac- activities are heavy users of transportation services. counted for, and all established outputs are These activities request transportation through their produced and released to the customer. servicing MCT The MCT will select the mode based f. Functional Relationships. on the priority and nature of the mission. The TAACOM’s subordinate area support groups (1) CONUS activities. The TAMCA maintains (ASGs) or other designated units provide life sup- close functional relationships with CONUS port and logistic support to the MCTs. transportation activities such as USTRANSCOM (AMC, MTMC, MSC) and containerization and (b) The TAMCA has visibility over movements consolidation points (CCPs). CONUS-based ac- into, within, and out of the COMMZ. The TAACOM tivities provide the TAMCA advance information on ACofS, Services is responsible for planning unit and nonunit personnel and resupply strategic TAACOM transportation requirements. It monitors movements. The computer systems of these or- all transportation activities within the assigned area ganizations must interface to ensure that transporta- and coordinates within the TAACOM MMC and the tion data and information are rapidly available. The TAMCA. TAMCA can then make more timely decisions to (5) Medical Command (MEDCOM). In addi- facilitate reception and onward movement. tion to normal relationships with the MEDCOM as (2) Theater transport services. a transportation user, the TAMCA coordinates with the MEDCOM for its transport requirements in (a) The TAMCA provides movement control scheduling and routing the movement of patients. services to all customers in the COMMZ and backup support to the corps and divisions. It selects the (6) Military police. transportation mode suited for each movement and (a) MP units engaged in traffic control activities coordinates cargo transfer operations. To perform support movement control by enforcing highway this mission, mode operating units and terminals regulation plans. They ensure that only authorized must keep the TAMCA or its subordinate units ad- traffic uses controlled MSRs. MPs use TCPs,

3-8 FM 55-10

roadblocks, checkpoints, holding areas, and defiles (b) The corps MCC participates in TA movement at critical points. planning activities. For example, plans for unit and materiel movements of interest to the corps that originate (b) MP teams patrol between static posts to in areas not controlled by the corps commander require monitor traffic and road conditions. They gather the corps MCC to furnish TAMCA with the corps information on friendly and enemy activity and assist commander’s priorities for consideration. stranded vehicles and crews. They report any road condition changes and enemy actions along the MSR (c) The corps MCC provides the transportation to MRTs operating in their area. battalions (MC) and the TAMCA information on the capabilities of corps units to receive shipments and (c) In coordination with movement control or- highway plans in the corps area. ganizations, MPs will reroute oversized or overweight vehicles that cannot pass on their intended (d) The TAMCA provides technical assistance route. The TAMCA coordinates rerouting and to the corps MCC. diversion instructions through MP channels. The (9) Host nation. HN support may encompass MP brigade and TAMCA must ensure that bat- all forms of transportation and terminal operations. tlefield circulation control (BCC) information con- Certain support will be planned to expedite move- cerning MSRs is quickly passed to MRTs. The ment during the transition to war. Other support will TAMCA and MPs must continuously coordinate depend on contingency arrangements. Both rely on BCC information. close coordination between the TAMCA and the (d) MPs submit enemy prisoner of war (EPW) appropriate level of HN command. Planners must movement requirements to its servicing MCT. recognize that the HN will have its own civil and military commitments, which may limit the support (e) MP liaison personnel are included in the available or the time within which it can be provided. TAMCA table(s) of organization and equipment (TOE). Assigned to the HTD, they perform traffic (10) TRANSCOM. TRANSCOM is the prin- functions and provide liaison to TA MP units. cipal Army transportation operating headquarters in the theater. Although located in the COMMZ, it is (7) Air Force. functionally organized to provide theaterwide (a) As a user of the Army transportation system, transportation services. It may include transporta- the Air Force requests transportation support from tion composite groups, motor battalions, railway its servicing MCT/ATMCT. operating battalions, and terminal battalions. These units will operate interzonal transportation services, (b) As a mode operator, Air Force mobility supporting as far forward as required. For more forces provide strategic, theater, and special-mission information on the TRANSCOM, refer to FM 55-1. airlift. The TAMCA provides an airlift coordinating office(r) to the air component commander’s G2 (a) The TAMCA, through its transportation agency to coordinate the use of airlift apportioned to battalions (MC) and MCTs, commits the the Army. The airlift coordinating office(r) is TRANSCOM’s transportation assets. responsible for relaying and coordinating Army (b) The TRANSCOM reports the location and requirements for both channel and special-mission status of its assets to the TAMCA. airlift and/or coordinating the diversion of airlifted personnel or material of Army interest. 3-7. TRANSPORTATION BATTALIONS (MC)

(8) Corps MCC. a. To decentralize execution of its transportation management and movement control functions, (a) A close working relationship between the the TAMCA may divide the COMMZ into transpor- TAMCA and MCC is required to coordinate the tation movement regions. The number of customers movement of units and materiel from the COMMZ served, number of modes and nodes, and the to the corps and division areas. Movement programs geographical size of the COMMZ determine the size and highway regulation plans must be coordinated of the regions. Regional boundaries may or may not and synchronized to provide for an uninterrupted coincide with other military or political boundaries. flow of traffic within and between areas of responsibility.

3-9 FM 55-10

Transportation battalions (MC) provide C2 of the tation intelligence, and highway regulation. The movement control functions in these regional areas. S2/S3’s movement control responsibilities are to — b. Transportation battalions (MC) are respon- (1) Closely monitor the flow of DOD cargo and sible to the TAMCA for the control and manage- passengers moving into, within, or out of their area ment of movement matters in the interzonal of responsibility to ensure timely delivery consistent transportation system which take place in their with established priorities and RDDs. respective regions. The TAMCA will determine (2) Perform customer liaison visits to ensure which specific functions the transportation battalions that all shippers (consignors) located within their (MC) will perform. Transportation battalions (MC) area of operation are informed on the use of the provide command, control, and supervision of subor- transportation system and requirements for obtain- dinate MCTs (Teams LA through LH). A transpor- ing transportation. Obtain feedback on transporta- tation battalion (MC) will have as many subordinate tion services. MCTs as required to operate in their region based on factors such as number of customers, aerial and (3) Resolve planning, operational, and proce- seaports, and MSRs. MCTs directly interface with dural problems and conflicts within their capability. the mode operators, shippers, and receivers. Other (4) Routinely coordinate movement control responsibilities will normally include the following: matters with the corps MCC behind which the (1) Coordinate with corps MCCs, adjacent transportation battalions (MC) are aligned. transportation battalions (MC), HN transportation (5) Schedule traffic on all controlled routes agencies, transportation mode operators, and cus- according to the commander’s priorities and direc- tomers. tives to avoid conflicts between tactical and nontac- (2) Assist in planning and executing plans for tical movements. Issue clearances and movement the reception, onward movement, and retrograde of credits to units within their area of operation. MCTs personnel and/or cargo. This includes actions as- will forward all clearance requests to the S3. S3s sociated with marshaling and staging areas. It re- coordinate the clearance from its origin to destina- quires coordination with area support group tion including clearance with corps MCCs and commanders to establish C2 and support relation- division transportation officers (DTOs). Coordinate ships for rest halt support, convoy monitoring, issuing of clearances with HN authorities as re- clearance and manifesting procedures, and life sup- quired. port. (6) Coordinate movement schedules with MPs (3) Monitor, manage, and execute the to ensure they are aware of what should be moving. TAMCA’s movement and port clearance plans and These schedules become part of the MP battlefield programs. circulation plan. (4) Monitor the use of containers and PLSSC (7) Commit Army air assets allocated to the located in its area of responsibility. Coordinate with transportation battalions (MC) for CSS air opera- users to expedite their return to the transportation tions. Validate airlift requests when air assets are not system. allocated and forward the requests to the TAMCA. (5) Apply and meet the priorities provided by (8) Provide operational and management the TAMCA. Perform highway regulation functions reports to the TAMCA. in its area of responsibility to prevent congestion. d. Communication between the transporta- Balance transportation assets with requirements action battalions’ (MC) S3s and the corps MCC is cording to directed priorities. Advise TAMCA on critical to the success of the movement control the need for cross-leveling assets. system within the theater. When the corps MCC is (6) Coordinate with HN authorities for cargo unable to meet its transportation requirements transfer locations and for transportation support. with corps transportation assets, it will request TA transportation support from the transportation c. The transportation battalion (MC) S2/S3 per- battalions (MC). If the transportation battalions forms the functions of movement control, transpor- (MC) are unable to fulfill the requirement, they

3-10 FM 55-10

will request assistance from the TAMCA. The Of particular concern will be the movement of large reception and onward movement of units in the unit convoys from the COMMZ to the corps area. theater will require close coordination between the Continual communication is vital for this mission to transportation battalions (MC) and the corps MCC. succeed.

Section HI. MOVEMENT CONTROL TEAMS 3-8. INTRODUCTION transportation system. When requested or directed to, MCTs participate in shipment planning for the a. Movement control teams (LA-LH) are activities they serve. MCTs can also provide field assigned to the corps MCC, transportation battalions assistance in MILSTAMP and container control. To (MC), or TAMCA to decentralize execution of carry out their responsibilities, the MCTs rely heavily movement responsibilities on an area basis or at key on close coordination with mode operating units and transportation nodes. The various sizes and users of transportation. capabilities of MCIk provide flexibility in assign- ments based on anticipated work load. There are c. The MCTs’ duties and functions will depend three types—MCTs, air terminal movement control on the immediate situation. Some of the MCTs duties teams (ATMCTs), and the movement regulating include— team (MRT) as shown in Figure 3-6. Refer to the (1) Processing movement requests and arranging transport for moving personnel and materiel. TEAM TOE 5SML (2) Selecting the mode (air, rail, inland water- PERSONNEL way, or highway) for unprogrammed moves. LA (3) Maintaining communication with the LB transport services, shippers, receivers, and if ap- LC plicable, HN movement control agencies.

LO 11 (4) Keeping a status of and advising the corps MCC, transportation battalions (MC), as applicable, LE on the location of units, installations, and pipeline LF 35 take-off points; transportation requirements;

LO 20 availability of modes of transport; shipper/receiver capabilities to ship and receive; trends of asset use LH capacity and the general transportation movements situation in their areas. ° TEAM LA-LE • Movement Contrat Tmsmt 0 Team LF, LQ - Air Torminal Movomont Control Teams (5) Assisting the unit commanders and service 0 Team LH - Movment Regulating Team installations on transportation matters. (6) Assisting in carrying out the movement pro- Figure 3-6. MCT Structure. gram and directives from higher headquarters. most current TOE or modified table of organization (7) Enforcing movement priorities. and equipment (MTOE) for personnel, equipment, (8) Investigating delays in moving personnel or and theater-unique resourcing. materiel. Providing transportation reference data b. The mission of MCTs is movement control of and intelligence. personnel and materiel and the coordination of bulk (9) Assisting in highway regulation by forward- fuel and water transportation at pipeline and produc- ing movement bids and providing technical advice to tion take-off points. To this end, the MCTs con- units in movement planning. tribute to development of procedures, documents, and practices to facilitate local movement. MCTs are (10) Coordinating movement from origin to the common point of contact for mode operators and final destination and inbound clearing movements users of transportation. Their role is to expedite, when required. coordinate, and monitor traffic moving through the

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(11) Monitoring and reporting on the use and cargo shipments are properly marked and labeled; disposition of controlled vehicles, 463L pallets, prepare entries on government bill of lading (GBL), PLSSC, and containers for which the TAMCA is freight warrants, government transportation re- responsible. quests (GTR), military transportation authorization (MTA), message forms, and routine office cor- (12) Maintaining surveillance of accountable respondence; and operate automated data terminal containers and chassis for other services and assisting and word processing equipment to prepare move- in keeping equipment in the appropriate transport ment documentation. system. (2) Movement specialists function as above but d. Transportation battalions (MC) or the corps are supervised by the senior traffic management MCC will select the sites where the MCTs will coordinator. An additional duty is as a light vehicle operate. Site selection will consider the number and operator to include duties normally associated with types of MCTs available, location and types of cus- driver positions. tomers requiring service, location of major shipper/receiver activities, and location of mode g. Team LB - Movement Control has one TC operators. Ideally, MCTs should be centrally located lieutenant, three movement specialists, and one for close coordination with customers and mode telecommunications operator assigned. They can operators. An additional consideration is that MCTs provide single-shift (12-hour) movement control operating away from their headquarters will require functions at such activities as small supply complexes, logistical support from other units. one- or two-ship fixed water terminals, a two-ship LOTS terminal, or an inland transfer point. Two e. Communications equipment organic to MCTs teams LB willprovide around-the-clock operations. in the field is based on the strength and mission of the Personnel functions and duties are as follows: unit. At present, it may include telephones, landlines and radio teletypewriters, mobile subscriber equip- (1) The team commander is a qualified TC ment (MSE), and TACCS. When an integrated, com- officer, who exercises command, direction, super- puterized system is developed and established for vision, and control over team personnel and opera- transportation use in the field, it is anticipated that tions. When the team is employed independently, MCTs will have an input-output to their higher move- the team commander exercises UCMJ authority over ment headquarters, TAMCA, transportation battalions assigned personnel. (MC), or corps MCC, either directly or through the (2) Movement specialists perform the same area communications net. functions as those in team LA. f. Team LA - Movement Control has two assigned h. Team LC - Movement Control consists of one movement specialists and one movement supervisor. TC captain, one movement supervisor, and five move- This team can provide single-shift (12-hour) movement specialists. This team can provide single-shift ment control functions at intermodal transfer points, (12-hour) movement control functions in support of small Army air terminals, specialized supply installa- such activities as a general support (GS) supply and/or tions, or other activities whose small size or volume maintenance activities, a four-ship fixed water terminal, do not justify a larger team. Two teams LA will or rail or motor terminals. Additionally, to reduce the provide around-the-clock operations. Team LA is control span of the transportation battalions (MC), the most often used to augment larger teams where the regional area may be divided into districts and LC scope and volume of a particular operation warrants. teams established to supervise all movement manage- Where employed separately, team LA reports to and ment in the assigned district. It would then be respon- is supervised by a team LC (MCT level), if estab- sible to the transportation battalions (MC)/MCC for lished; otherwise, team LA reports directly to the supervising and controlling all movement matters for transportation battalions (MC) or MCC. Personnel that portion of the interzonal transportation system functions and duties are as follows: which passes through its assigned territorial area. Per- (1) Movement specialists assist in coordinating sonnel functions and duties are as follows: and allocating transport capability to meet valid (1) The team commander performs the same movement requirements. They gather statistical functions as those in team LB. data for preparing movement reports; ensure that

3-12 FM 55-10

(2) The movement supervisor supervises the movement by providing information on billeting, diversion, reconsignment, and transfer of personnel messing, and transport services to transiting person- and cargo requests. He instructs and supervises sub- nel. The team coordinates material clearance with ordinate personnel in transportation movement, the servicing terminal transfer company, supporting work techniques, and procedures. mode operators, and Air Force personnel and attached liaison personnel from other services. (3) Movement specialists perform the same functions as those in team LA. b. ATMCTs have assigned transportation, medical, adjutant general, and quartermaster i. Team LD - Movement Control consists of one personnel. At smaller terminals, the ATMCT will TC major, three TC captains, one movement super- probably operate from a central location. At larger visor, four movement specialists, and four telecom- terminals, the ATMCT may disperse into functional munications operators. The team can operate on a areas in and around the terminal. two shift (24 hour) basis as a central movement control element supporting operational forces. Person- c. As with the MCTs, the ATMCT is not organic nel functions and duties are as follows: to the transportation battalions (MC) or the corps MCCs. The number of ATMCR and their locations (1) The team commander exercises command, within a theater is based on the number and location direction, supervision, and control over team person- of major air terminals. nel and operations. d. Tbam LF - ATMCT consists of 10 officers and (2) The freight movement officers and move- 25 enlisted personnel. TC officers consist of one major, ment control officers assist the team commander in two captains, and two lieutenants. Other officers are movement management responsibilities. During 24- from the medical service, adjutant general, and quarter- hour operations, they may serve as team commander master corps. The 25 enlisted personnel have special- during 12-hour shift periods. ties similar to the officer branches with the addition of (3) The movement supervisor performs the communications. One team is assigned to each Air same functions as those in team LC. Force terminal that requires coordination for movement of Army personnel and materiel. It works on a (4) The movement specialists performs the two-shift (24-hour) basis. Personnel functions and same functions as those in team LA. duties are as follows: (5) The telecommunications specialists install, (1) The team commander performs the same operate, and maintain manual and automated functions as in team LD. telecommunications equipment. (2) The ATMCT movement control officer j. Team LE - Movement Control consists of one coordinates movement control functions required by TC major, two captains, one movement supervisor, the TAMCA or MCC movement program. When the and two movement specialists. Team LE is basically ATMCT is apportioned airlift, the movement control a smaller version of team LD designed to operate on officer commits assets to support movement require- a single-shift basis under less intense conditions or to ments. He coordinates the clearance of cargo to be augment team LD as the geographic area or work moved by supporting Army transportation units. load increase. Personnel functions and duties are the same as team LD. (3) The ATMCT transportation supervisor assists in coordinating and implementing operations, 3-9. AIR TERMINAL MOVEMENT CONTROL training, administrative matters, and communica- TEAMS tions functions. He consolidates, prepares, reviews, a. Tand processeshe mission reports of of the command ATMCT transportationis to arrange transport, coordinate loading, and expedite activities. He assists in providing staff supervision, movement of personnel and materiel (inbound, policy guidance, and operational supervision relative intratheater, and retrograde) through Air Force and to moving personnel and cargo. civilian air terminals. The ATMCT commander also (4) The ATMCT liaison officer serves as liaison acts as the Army liaison to the air terminal operator. with the airfield commander, Air Force port The ATMCT supports reception and onward operator, and other organizations providing life

3-13 FM 55-10

support and logistics to the ATMCT and transiting TPFDD deployment flow to perform the functions of personnel and equipment. sustained airfield clearance. (5) The ATMCT movement supervisor super- e. FM 55-12 provides additional information on vises diversion, reconsignment, and transfer of per- A/DACG operations. sonnel and cargo. 3-11. MOVEMENT REGULATING TEAM e. Team LG consists of 6 officers and 13 enlisted a. Tfeam LH consists of one TC lieutenant, one personnel assigned with specialties as team LF. TC operations sergeant, one movement specialist, and one officer personnel consist of one major, one captain, administrative specialist. This team augments the and four lieutenants. Ibam LG has the same func- MCTk, transportation battalions (MC), corps MCCs, tional capability of team LF, except that it operates and TAMCAs as necessary. It is not intended to dupli- on a single-shift (12-hour) basis at large terminals or cate other activities but to supplement the above units sustained operations at small airfields. and other teams. Specifically, they operate at locations f. See Chapter 8 for information on the employ- such as critical highway points, APODs, SPODs, trailer ment of ATMCTs during reception and onward transfer points (fit's), terminal transfer locations, first movement operations. destination reporting points (FDRPs), and railheads. Their express purpose is to divert cargo, troubleshoot 3-10. ATMCT OPERATIONS VERSUS A/DACG movement problems, and act as the commander’s eyes a. ATMCTs are transportation movement con- and ears. This team provides the commander with the trol TOE organizations assigned to transportation ability to extend his movement control capability into battalions (MC) or corps MCCs. They operate remote locations that may require a stand-alone opera- primarily at Air Force or civilian terminals on a sus- tion. MRTs replace highway regulation point teams tained basis to support all Army requirements (HRFTs). irrespective of the units/cargo transiting the ter- b. As required, the MRT will interface with HN, minal. materiel managers, MPs, engineers, and other ac- b. A/DACGs are not structured TOE units. tivities as directed by the commander. The transpor- They are provisional organizations created from per- tation battalion (MC), corps MCC, or MCT, in whose sonnel in units or major Army commands area the MRT is operating, commands the MRT. (MACOMs) that have the mission to command and c. Functions and duties of personnel consist of control the loading and unloading of their units the following: and/or equipment for departure and arrival operations. A/DACGs normally operate only for specified (1) The team commander exercises command, periods of time or for specific missions. direction, supervision, and control over team personnel and operations. He maintains communication with his c. Although the functions of both the ATMCT command element and affected operating agencies. and the A/DACG are similar, depending on the theater and the mission, ATMCTs should transition (2) The operations sergeant supervises opera- as the primary control organization when — tions of the team. He controls movements of motor transport equipment and instructs and supervises • An airfield is designated an aerial port for the subordinate personnel in transportation movement sustained air movement of personnel and control procedures and work techniques. material and to serve as an authorized APOE/APOD in the theater of operations. (3) The clerk types messages, recurring and special reports, requisitions, and similar material. • An airfield serves both unit movement and nonunit personnel and sustainment flow. 3-12. ALLOCATION RULES • The theater is joint or combined with multi- The number and type of movement control ple users of limited common-user transporta- organizations within the theater of operations will tion assets. be based on the supported Commanders in Chief (CINCs) concept of operations, number and type d. When the above conditions are expected, of combat forces to be employed, quality of planners should include ATMCT early in the

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transportation infrastructure in the theater, and rules used to determine the number and types of forecasted work load. See Table 3-1 for allocation MCTs required in the force.

Table 3-1. Allocation Rules.

TEAM AREA RULES

MCA ALL 1 per HHC Theater Army, SRC 5100H MCC NATO 1 per HHC COSCOM, SRC 63431L SWA Same NEA No existing rule LA NATO 2 per MCC, SRC 55604L 2 per MC team (LD), SRC 55580LD SWA 2 per MC team (LD), SRC 55580LD NEA 2 per MC team (LD), SRC 55580LD LB NATO 3 per MC team (LD), SRC 55580LD 2 per MCC, SRC 55604L SWA 3 per MC team (LD), 55580LD 3 per MCC, SRC 55604L NEA 3 per MC team (LD), 55580LD in corps 4 per MC team (LD), 55580LD in COMMZ LC NATO 4 per MCC, SRC 55604L 6 per MC team (LD), SRC 55580LD 1 per HHC, Division SWA 2 per MCC, SRC 55604L 2 per MC team (LD), SRC 55580LD 1 per HHC, Division NEA 2 per MC team (LD), SRC 55580LD in corps 1 per MC team (LD), SRC 55580LD in COMMZ 1 per HHC, Division LD NATO 3 per MCA, SRC 55603L SWA 1 per MCA, SRC 55603L NEA 1 per MCA, SRC 55603L LF NATO 1 per MCC, SRC 55604L 1 per MC team (LD), SRC 55580LD SWA 1 per MC team (LD), SRC 55580LD NEA 3 per MCA, SRC 55603L LH NATO 6 per MCC, SRC 55604L 4 per MC team (LD), SRC 55580LD SWA 4 per MCC, SRC 55604L 2 per MC team (LD), SRC 55580LD NEA 3 per MCA, SRC 55603L 2 per MC team (LD), SRC 55580LD

( 3-15

FM 55-10

CHAPTER 4

MOVEMENT CONTROL IN THE CORPS

4-1. INTRODUCTION the CTO, establishes plans and implements logistical support priorities for movement. These a. The corps is the level of command that blends priorities become the basis of the corps movement pro- operational art with tactics. Within the corps area gram and highway regulation plan prepared by the MCC will be numerous types of movements; the principle and the traffic control plan prepared by the provost types will be unit movements and sustainment. All marshal movements, operating concurrently, must be synchronized and coordinated to ensure a con- c. The CTO is a special staff officer who will tinuous flow that maximizes the use of available work for the Chief of Staff. The Chief of Staff has the transportation assets, infrastructure, and LOC. option of placing the CTO under the staff supervision of the G3 or G4. He coordinates with the G3 during b. Movement planning is conducted by the unit movement and maneuver planning. He assesses corps G3 and G4 staffs and by the corps support their impact for transportation requirements and command (COSCOM) (Figure 4-1). On the corps their impact on highway regulation in the corps area. coordinating staff, the G3 plans and directs He advises the G4 of logistical and unit movement maneuver and establishes corps priorities. The G4, requirements. This may include support of reception with recommendations from the corps transporta- and onward movement of forces, replacement operation officer (CTO), exercises staff supervision for tions, and regeneration. The CTO assesses the over- movements and establishes logistics support all effectiveness of movement programs and priorities. The CTO coordinates with the MCC and recommends the types of transportation units and COSCOM transportation support branch. assets required to accomplish the corps’ missions. c. The COSCOM provides CSS to the corps and Other duties are to - an integrated distribution system in the corps area. (1) Plan transportation support, develop It does this through coordinated planning involving policies, provide guidance, and recommend move- the COSCOM staff, subordinate corps support ment priorities and procedures for movement con- groups (CSGs), and functional centers. The corps trol and highway regulation. MCC provides centralized movement control and highway regulation to support corps operations. (2) Plan, coordinate, and oversee large or special movements in conjunction with the MCC. 4-2. CORPS STAFF (3) Prepare the transportation portion of corps a. The G3 plans and directs movement and plans and orders. maneuver of combat units through or within the corps area. This may require rapidly projecting these (4) Guide and assist major subordinate com- forces over extended distances on MSRs. The G3, mands and units transiting the corps area. coordinating with the G4, establishes priorities for (5) Coordinate and synchronize transportation using MSRs for both movement and maneuver. planning with the TA and corps staffs. Maneuver will normally have priority over movements. However, maneuver must be well coor- (6) Coordinate transportation planning with dinated with movements to prevent route congestion, the TAMCA, COSCOM, division and separate enforce movement priorities, and provide con- brigade transportation officers to determine require- tinuous logistical support. Movement planners may ments and establish procedures for movements that also assist the G3 in planning the movement of com- cross boundaries. bat forces. (7) Recommend road repair priorities and b. The G4 establishes logistical support improvements for the road network in the corps plans. The G4, using the recommendations of area in coordination with the corps engineer.

4-1 FM 55-10

(8) Coordinate with the G3, PM, and MCC to vested in the ACof S, Transportation. The ACof S, synchronize traffic control and highway regulation Support Operations has a transportation branch to plans. execute his responsibilities. The ACof S, Support (9) Coordinate with the G5 to plan for the move- Operations also exercises staff supervision over the corps MCC and MMC. His responsibilities for ment of displaced civilians. transportation include developing and coordinating (10) Assess and recommend requirements for plans, policies, and programs to support transporta- HNS. tion requirements, movement control, highway regulation, and cargo transfer operations in the corps (11) Coordinate policy and procedures with the area. JMC when the corps is the Army component of a joint force. a. ACof S, Support Operations. The ACof S, Support Operations integrates external logistics sup- 4-3. CORPS SUPPORT COMMAND port to the corps. For transportation, this includes— Both the corps MCC and transportation mode (1) Integrating supply and transportation re- operating units are assigned to the COSCOM. The quirements and capabilities to develop the corps COSCOM ACof S, Support Operations exercises distribution system. staff supervision for transportation that was formerly

CORPS

I Q3 I ••• I 04 I

I CTO

COSCOM SUPPORT •-•-•-I OPERATIONS I I .±. ♦ ♦ 4 CSG 1 CSG 1 4 44444444 MCC MMC FWD REAR 4 4 4 ♦ 4444444 4 4

TRANS ♦ CSB CSB + ♦ MCT i AT MCT I MRT j BN

LEGEND: COMMAND TRANS TRANS STAFF SUPEIMSION UNITS UNITS • ••• COORDINATION ♦ ♦♦♦♦ COMMITTAL TECHNICAL SUPPORT NOTE: 1MCT COLLOCATED WITH EACH C8Q

Figure 4-1. Corps Transportation C2.

4-2 FM 55-10

(2) Developing support relationships that be- capabilities to develop the corps distribution system. come the basis of the distribution system and corps movement program. (6) Coordinating plans for throughput from TA, (3) Approving plans, policies, and programs to interzonal transportation, intermodal operations, support transportation, movement control, highway and trailer transfer operations. regulation, and cargo transfer operations in the corps (7) Coordinating with the procurement support area. branch on the acquisition and use of commercially (4) Recommending allocation and positioning procured or leased transportation resources and of transportation units attached to subordinate units with the G5 for HN support. of the COSCOM, including cross-leveling of assets (8) Recommending locations of transportation or units to weight the corps battle. nodes and units to support the distribution system (5) Advising the COSCOM commander on the and corps movement program. effective use and operation of transportation units (9) Recommending and coordinating plans, and services. policies, and programs to support transportation, (6) Synchronizing the work of the MCC and movement control, highway regulation, and cargo CMMC. transfer operations in the corps area. (7) Providing input to the CTO in developing (10) Recommending changes in the allocation corps movement annexes and transportation es- of transportation units based on changes in the dis- timates. tribution pattern or to weight the corps battle. (8) Planning continuity of support during (11) Advising the ACofS, Support Operations, operational movements for the COSCOM. on the effective use and operation of transportation units and services. (9) Planning and recommending logistical sustainment of corps movement control and mode (12) Reviewing material distribution plans to operating units and facilities. ensure they are transportation supportable. b. Transportation Support Branch. The (13) Developing contingency plans. transportation support branch is a planning staff that (14) Recommending requirements to con- integrates and synchronizes transportation planning struct, improve, or maintain transportation facilities. with all other support provided by the COSCOM under the ACofS, Support Operations. As such, the (15) Determining support requirements for transportation support branch executes those logistical sustainment of corps movement control responsibilities vested in the ACofS, Support Opera- and mode operating units and facilities. tions for the move function. These include — c. Corps MCC. (1) Preparing movement management policies (1) Mission. The MCC is the corps movement for the COSCOM. control organization. It provides centralized move- (2) Preparing estimates, plans, and policies for ment control and highway regulation for moving per- movement control, mode operations, and terminal sonnel and material into, within, or out of the corps operations. area and ensures effective and efficient use of available transportation capability. The MCC commands (3) Providing input to COSCOM orders. and supervises attached teams engaged in movement (4) Developing input for corps movement an- control and highway regulation. It plans, programs, nexes and transportation estimates. Review corps coordinates, manages, and analyzes transportation orders for transportation supportability and and movement requirements and implements corps specified and implied tasks. priorities. It performs transportation planning, highway regulation, in-transit visibility, asset visibility, (5) Determining transportation requirements and liaison with EAC movement control organiza- from all sources in the corps and defining required tions.

4-3 FM 55-10

(2) Corps MCCC2. • Plans support for reception and onward movement. (a) The MCC is organized as shown in Figure 4-2. The MCC commands and controls its functional • Programs and commits transportation assets divisions and commands, allocates, and supervises to meet movement requirements according the operations of attached or assigned MCTs, to corps priorities. Selects the most effective ATMCTs, and MRTs. The MCC and its attached mode to meet the requirement. teams require personnel, administrative, food ser- • Maintains the current operational status of vice, and maintenance support from the COSCOM corps transportation assets and their HHC or other designated units. availability. Provides reports to the MCC (b) The command section and headquarters commander, COSCOM, and corps staff. detachment normally collocate with elements of the • Validates requests for Army and USAF CSS plans, programs, and operations (PP&O) division air movement operations. Commits corps and the HTD. These two divisions may also provide aviation assets allocated for logistical sup- personnel to other locations in the corps area based port. on mission requirements. Portions of the HTD may collocate with the corps rear command post to • Provides information, priorities, guidance, synchronize movement and maneuver with the rear and taskings to its subordinate MCTs and CP operations cell. ATMCTs. (c) The MCC command post is its primary C2 • Performs transportation planning according facility. Figure 4-3 shows a sample corps MCC com- to priorities established by the corps G3/G4 mand post field layout. in coordination with the COSCOM ACof S, Support Operations. (d) The command post must operate continuously. It normally operates in two 12-hour shifts. • Receives reports from the DTOs, CSGs, and Personnel staffing per shift is based upon the an- MCTs. ticipated work load. • Maintains liaison with theater, joint, com- (e) The command post is normally located near bined and adjacent corps movement control the corps MMC to allow close coordination between activities. Coordinates and monitors the movement and material managers. status of inbound and outbound movements from the corps area and provides reports as (3) Corps MCC organization. required. (a) Detachment headquarters. The detach- • Reports the status and location of containers ment headquarters provides or coordinates ad- and PLSSC to maintain in-transit visibility. ministrative and logistics support for the MCC and its attached teams. The MCC normally provides its • Plans support of contingency operations. organic light vehicle mechanic and cook to the unit • Maintains in-transit visibility of shipments supporting it. and diverts, reconsigns, or holds cargo in (b) PP&O division. The PP&O division is transit. responsible for surface, logistic air, rail, and barge • Recommends reallocation or relocation of movement and container management. If assigned, transportation units or assets to meet excep- the AMC liaison officer will operate in this division. tional movement requirements. It coordinates transportation support and maintains the status of transportation activities throughout the corps. The division also— • Develops and implements the corps movement program based on movement requirements submitted by corps’ major subordinate commands and the COSCOM.

4-4 FM 55-10

MOVEMENT CONTROL CENTER

PLANS, HIGHWAY DETACHMENT COMMAND PROGRAMS, TRAFFIC & OPERATIONS HQ SECTION DIVISION DIVISION

Figure 4-2. Movement Control Center.

OPNS AND INTEL POWER SITUATION ONVT TELEPHONE FAX SWITCH80 SUPPLY MAPS AND CHARTS / \ U—

W □ % £^37 ^7 MVMT CTL ASST MVMT ASST MVMT l v- V OFF CTL OFF CTL OFF

PPAODIV MVMT SPEC ] CM OPNS SGT MVMT SUPVR MVMT SPEC ®0 • TELEPHONE / ULC RADIO TELEPHONE a (S ULC LOGIC MOO m (AND CASE) o - DNVT MONITOR s A KEYBOARD ®IH ¡ICQÜ M S Z TELEPHONE TELEPHONE ■ s (9 :o Z TELEPHONE -z D : ui« !IC3

Figure 4-3. Sample MCC Command Post Field Layout.

4-5 FM 55-10

(c) HTD. The functions of the MCC HTD • Maintains a situation map and the traffic closely parallel those of the TAMCA HTD. The circulation plan reflecting the current HTD performs highway regulation in the corps rear status of MSRs. area. In so doing, it supports the commander’s con- • Coordinates with the rear tactical operations cept of operation by issuing clearances based upon center (RTOC) for MSR maintenance and priorities and deconflicting movement requests to upgrade, repair and decontamination. It also prevent congestion on MSRs. The division also — coordinates with MP or MRT support for • Plans, routes, schedules, and deconflicts traf- traffic rerouting, diversion, or holding fic according to command priorities and is- caused by any type of traffic disruption. sues movement credits for approved (d) Teams. The corps MCC commander posi- movements. tions teams throughout the corps area to extend his • Provides assistance to the corps G4 and CTO control to critical transportation nodes, facilities, or during highway regulation planning to desig- operating units. Allocation of teams normally in- nate MSRs and establish control measures to cludes oneMCT per CSG and each critical transpor- support the concept of operations. tation node in the corps area, ATMCTs at aerial ports, and MRTs at key transportation nodes and • Develops highway regulation plans. other critical locations on MSRs to expedite surface • Coordinates with the corps G2, G3, engineer, movements. The MCTs, MRTs, and ATMCTs are PM, and MPs for route classification and explained below: selection. • MCTs are under the operational control of • Coordinates unit movement requirements the PP&O division. MCTs assist in executing with the corps G3. Assists the G3 in monitor- the corps movement program, select the ing the movement of units into, within, or out mode for unprogrammed requirements, en- of the corps area. Deconflicts movements force movement priorities, and process and maneuver. movement requests for corps units. They are normally employed throughout the corps • Coordinates movements originating in the area at fixed transportation nodes (railheads, corps area which terminate outside the corps terminals, ports, and depots) or on a with the TAMCA, other MCC HTDs, geographic basis. MCTs are also collocated DTOs, and/or HN. with each CSG HQ. • Provides transportation route overlays and • MRTs are under the operational control of traffic circulation plans to support corps the HTD. They provide the commander with OPLANs. the ability to extend his movement control • Coordinates enforcement of highway regula- and highway regulation capability into tion plans with the PM, MP brigade, and HN. remote locations that may require a stand- alone operation. They are positioned to as- • Synchronizes large unit movement tables sist the HTD in regulating movements into with other movements and maneuver. and out of critical transportation nodes or • Maintains liaison with EAC movement agen- along MSRs. cies and coordinates routing for movements • ATMCTs are under the operational control originating outside the corps area. of the PP&O division. They coordinate load- • Collects, processes, and distributes informa- ing and expedite clearance of personnel and tion on MSR status and provides instructions material through USAF air terminals or for diversion or rerouting based upon the designated aerial ports. condition of MSRs, enemy activity, or con- NOTE: The units to which MCTs are gestion. collocated provide food service, supply, • Coordinates placement of MRTs. and administrative support (refer to Chapter 3 ).

4-6 FM 55-10

• Reallocate transportation units based upon directives from the COSCOM ACofS, Sup- 4-4. FUNCTIONAL RELATIONSHIPS port Operations. The following are the functional relationships of c. Corps provost marshal and MPs— the MCC to the TAMCA, CSG, and other staffs and headquarters. • Integrate movement control and highway regulation plans into the MP battlefield cir- a. TAMCA. culation control plan. (1) The TAMCA provides guidance and tech- • Provide traffic control on MSRs and enforce nical assistance to the corps MCC. The TAMCA highway regulation plans. Reroute and provides movement programs, policies, and proce- divert traffic as required by the tactical situa- dures established by the TA commander. Because of tion or as directed by the MCC. the TAMCA’s interzonal transportation responsibility and the presence of TA transportation assets • Provide reports to the MCC on the status of in the corps area, a close working relationship and MSRs. direct communication between the MCC and the d. In the corps area, the petroleum supply TAMCA or its subordinate transportation battalions battalion distributes bulk fuel with organic (MC) are required. medium truck companies equipped with 5,000- (2) The TAMCA coordinates theater plans with gallon tankers. The corps MCC may commit the MCC to ensure synchronization and unity of tractors in support of petroleum distribution re- effort. Likewise, the MCC must coordinate corps quirements when the petroleum supply battalion personnel and materiel movements with the TAMCA has an insufficient number of tractors. The MCC and furnish the TAMCA the corps commander’s may be granted authority by the COSCOM priorities for consideration. ACofS, Support Operations to commit available petroleum unit tractors to support other move- (3) The MCC provides the TAMCA corps recep- ment requirements (dry cargo operations). tion and processing capability and in-transit visibility information. e. The HN may provide transportation assets, facilities, movement control, or highway regulating (4) The TAMCA provides additional MCTs to capability in the corps area. These arrangements will the corps MCC when the MCC requires additional normally be worked out between the COSCOM staff movement control or highway regulation capabilities and HN authorities. The MCC will then implement to meet operational requirements of the TA. these plans and interface with HN movement control b. The CSGs and/or transportation groups — authorities. • Provide transportation support for person- f. DTOs — nel, supplies, and equipment. Capabilities • Coordinate with the corps MCC to obtain may include rail, motor transport, and cargo transportation assets to meet division re- transfer. quirements beyond the division’s organic • Provide asset status and operational readi- capability. ness information to the MCC/MCT on a • Provide input to the MCC to synchronize the routine basis. corps’ movement control and highway • Provide transportation support based on regulation plans. commitments from MCTs. MCTs commit 4-5. MCC/CSG INTERFACE transportation companies by issuing transportation movement releases (TMRs) a. CSGs. CSGs are subordinate commands of through the CSG/ transportation group or its the COSCOM and provide responsive logistics sup- subordinate battalion transportation port to corps units, whether those units are employed branches depending on specified relation- in the corps rear area, a division rear area, or in ships in the COSCOM. support of a separate brigade or armored cavalry regiment. The basic mission of the CSG will vary

4-7 FM 55-10

depending on whether the CSG is employed as a corps support battalions (CSBs). Each CSB in a forward CSG behind a division or as the rear CSG to forward CSG has truck companies assigned to sup- support the corps rear area and to weight the battle port transportation requirements in its assigned (Figure 4-4). Transportation units are positioned in geographic area. The CSG coordinates habitual sup- the CSGs to facilitate distribution to support the port between transportation units and conventional corps. The CSGs must be responsive to the direction ammunition and petroleum units and supports other of the MCC when committed to provide transporta- movement requirements in its area on a mission tion support. basis. Normally, one CSB will be located in the division rear to support nondivisional units operating (1) Each forward CSG is task-organized to sup- in the division sector and provide reinforcing support port nondivisional units on an area basis. It provides to the division. The truck companies assigned to the support through its subordinate multifunctional

CORPS SUPPORT COMMAND HHC FER80NN EL/ SPECIAL STAFF

CHAPLAIN CMS 9 JA AIDS SPECIAL TROOPS COMMAND BATTALION SECTION PAO ta BURO EON

HHC I* MMC AC Of 9 FOR 8 SPT OPS »I CH IE F OF STAFF MCC

PLANS PC T ROLE UM AC tf 8. 01 AC of a. 02 AC of 8, 03 BRANCH SUPPORT

TROOP SUPPORT MAINTENANCE BRANCH SUPPORT

AC Of 8, 04 AC of 8» 06 AC Of S. 06

MUNITIONS TRANSPORTATION SUPPORT SUPPORT

WPNS SrSTE U PROCUREMENT SUPPORT BRANCH BRANCH

' TRANS "1 MEDICAL csa csa BDE (REAR) (F WO) L.rJ.J •I I 1

LEGEND:

——COMMAND 1 Assigned If thrse or more functional Irensportetlon bsttallons In COSCOM. STAFF SUPERVISION

— - — — AS REQUIRED

Figure 4-4. Corps Support Command.

4-8 FM 55-10

CSBs in the division rear will normally be with a variety of motor transportation, cargo transfer, light/medium truck companies. The CSBs in the and trailer transfer capabilities (Figure 4-6). corps area provide logistic support to units in their (3) Both the forward and rear CSGs and their area of responsibility and will normally have a mix of subordinate CSBs have support operations sections medium truck companies. The CSG commander with transportation support branches. Within the may task force organize the CSBs to weight support rear CSG, the transportation support branch tasks (Figure 4-5). transportation units of the transportation battalion (2) The rear CSG supports units in the corps based on commitments from the MCT colocated with rear and units passing through its area of operations the rear CSG headquarters. In the forward CSGs,the and provides reinforcing support to forward CSGs. transportation support branch tasks the transporta- The rear CSG functional battalions provide tion units of its CSBs based on commitments from the corpswide support to corps forces and are used to MCT colocated with the CSG headquarters and may weight the battle. The rear CSG may also form CSBs also reallocate transportation units among its subor- to provide direct support to nondivisional units in the dinate CSBs. In the CSBs, the transportation sup- corps rear area. The functional battalions also pro- port branch places truck companies in habitual vide general support to the forward CSGs. The rear support of ammunition and petroleum companies, CSG will normally have a transportation battalion matches requirements against capabilities, reports

CSQ

CSB CSB CSB

MED MED MAINT MAINT AMMO SUP TRK PETRI TRK FLD WOT ER CO (03) CO (03) CO ( 03) (COO) SUP CO (PETRL) SVC CO CO (OS) SUPPLY CO

FLD SUP AMMO LT/MED MAINT SVC CO CO ( DS) CO ( DS) TRK CO CO (DS) ( DS)

1 Employed behind division rear boundary. 2 Task organized in the DSA.

Figure 4-5. CSG (Forward).

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assets availability to the MCT, and tasks subordinate TMR numbers (see Appendix F), and monitor asset truck companies for mission support. use, availability, and readiness of CSG transportation b. Movement Control Interface. assets. The MCT will also maintain asset visibility, including containers and trailers in their geographic (1) MCC. The corps MCC retains commit- area, through the CSG/CSB transportation support tal authority over transportation assets of the branches. The MCT will pass a match status to the CSGs. This may include requirements for unit MCC, which reflects its ability to balance require- moves and contingency operations within the ments and capabilities in the CSG. It will request corps area. It monitors transportation use additional transportation support and coordinate within each CSG through its MCTs and forecasts backhaul from the corps MCC. The MCT assists in transportation requirements based on priorities. highway regulation within its area of operation by It requests additional transportation assets from forwarding movement bids or requests for convoy EAC or the HN. block times to the HTD and providing route status to the HTD and CSG. (2) MCT. The MCC collocates an MCT with each CSG HQ to commit CSG transportation assets c. Transportation Request Process. to execute the movement program, fill validated re- (1) Within the CSG. quirements in the CSG area of operation by using

CSG

PETROLEUM TRANSPORTATION AMMUNITION SUPPLY l CSB AV M SUPPLY BN BN BN SVC BN BN

I I r — ■ ”1 i 1 r 1 I 1 I CHEMICAL I I WAT ER I 2 I BN I I SUPPLY BN | I I I I

AS REQUIRED

May be host nation support. 2 Attached to support corps In arid environment.

Figure 4-6. CSG (Rear).

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(a) Subordinate companies in the CSB request (b) The CSG transportation support branch transportation support from the CSB transportation will monitor the status of available assets within support branch based on material movement re- its CSBs and will, through the support operations quirements. The transportation support branch section, cross-level assets among the CSBs to tasks its truck companies to fill these requirements accomplish the mission. It will continue to pass based on habitual support relationships for Class requests for CSS air movement operations III/V, recurring distribution requirements, and com- through the MCT to the MCC for committal of mitments passed from the MCT. When require- allocated Army assets and validation of requests ments exceed the organic capability of the CSB, the for Air Force assets. CSB transportation support branch requests addi- (2) In the division area. When the DTQ or tional support from the CSG. The CSG transporta- nondivisional units in the division rear need addition support branch tasks available assets from other tional transportation assets, they will request them CSBs while coordinating with the MCT for TMR through the MCT collocated with the CSG provid- approval. If CSB requirements are projected to ex- ing support to that division. The MCT will first ceed available assets, the CSG cross-levels transpor- coordinate with the CSG transportation support tation assets between CSBs to meet all requirements branch to support the request. If the CSG can within the CSG based on command priorities. If the support the request, the MCT will issue a TMR. If CSG still requires additional capability, it will re- the CSG cannot provide the support, the MCT will quest additional assets from the MCT collocated pass the requirement to the MCC. The MCC will with the CSG. The MCT will pass validated move- assess the transportation capability within the ment requirements to the MCC, which can commit other CSGs to support the requirement and com- another CSG to support the requirements. The mit the CSG that can best provide support. MCC can also recommend to the COSCOM ACofS, Support Operations to reallocate corps transporta- NOTE: See Chapter 10 for more information units between CSGs based on changes to the dis- tion on the transportation request process. tribution pattern in the corps.

4-11

FM 55-10

CHAPTER 5

MOVEMENT CONTROL IN THE DIVISION

5-1. INTRODUCTION though CSS traffic is essential to the success of battles and engagements. Planning and regulating move- a. Movement control planning and execution in ment requires close coordination among the division the division is a staff responsibility, rather than being staff and the commanders and staffs of the brigades, vested in operational units found at EAC and corps. separate battalions, and companies (Figure 5-1). Movement control at division level also includes the movement of noncommitted combat units in the 5-2. ORGANIZATION division area. This requires close coordination be- a. All division headquarters have a transporta- tween the G3 and G4. The G3 plans and directs tion staff. Movement control planning and transpor- maneuver; the G4, through the DTO, plans move- tation management functions are the responsibility of ments. Unless the two are planned concurrently, the the DTO. The DTO is a special staff officer who will best battle plans can be thwarted by road congestion. work for the Chief of Staff. The Chief of Staff has the FM 71-100 series and FM 55-2 have additional infor- option of placing the DTO under the staff super- mation on transportation operations in the division. vision of the G3 or G4. The composition of the b. Movement and maneuver of combat forces is division transportation office is based on the type of normally given priority over other movements, even division. The DTO delegates responsibility for mode

COORDINATING STAFF CORPS DIVISION

G3 • • • G4 COSCOM

DISCOM MCO • • • DTO MCC —r • • • + ♦ * • • • * • • + ♦ + MCT ♦ ♦ + ♦ COMMAND FSB/ • • • MSB/ ♦♦++ S&T FAST • •• »COORDINATION ♦♦♦♦♦♦COMMITTAL

TMT

NOTE: MCO ALSO COMMITS DIVISION AVIATION ASSETS ALLOCATED FOR CSS AIR MOVEMENT OPERATIONS.

Figure 5-1. Division Transportation C2.

5-1 FM 55-10

management, movement programming, and priorities, and availability of assets. The MCO has transportation management to the division sup- committal authority for trucks in the TMT com- port command (DISCOM) MCO. The MCO pany. He may also have committal authority for serves on the DISCOM commander’s staff. aviation brigade assets if aircraft have been allocated by the G3 for CSS air movement operations. b. The brigade headquarters has no separate The MCO must determine that air is the best mode transportation staff and few organic transportation to accomplish the movement requirement. When assets. The brigade S4 normally performs transpor- division transportation requirements exceed organic tation functions with help from the forward support assets, the MCO will request additional support from battalion (FSB) or forward area support coordinat- corps through the MCC or its servicing MCT based ing officer (FASCO). The brigade S4 is also respon- on DTO guidance. sible for highway regulation in the brigade rear area and establishes MSRs in the brigade area in coor- 5-4. DIVISION TRANSPORTATION OFFICER dination with the DTO. The brigade S4 coordinates The DTO has five primary functions. It also with the DTO for highway regulation and movements serves as the formal link between the division and the that cross the brigade rear boundary. He coor- corps MCC. The DTO normally serves in the dinates with the FSB to obtain transportation sup- division rear command post but will operate from the port when requirements exceed the capability of the main or tactical command post when required for brigade. planning future operations or coordinating move- c. The division’s maneuver and combat support ment. DTO staff functions are advisory, planning, battalions and squadrons do not have a separate coordination, technical assistance, and evaluation. transportation staff. The battalion S4 normally per- a. Advisory Functions. The DTO is the forms transportation functions with help from the primary advisor to the division commander, the support platoon leader. Their TOE provides load- coordinating staff, and special staff on transporta- carrying vehicles to support some of their movement tion matters. He recommends the allocation of requirements such as resupplying their companies division transportation assets and the estab- from the brigade support area. The battalion S4 lishment of MSRs. The DTO conducts concurrent requests transportation support and movement planning with the staff to integrate movement and clearance through their brigade S4. maneuver. This includes providing movement d. Both the brigade and battalions depend on control expertise for planning tactical road mar- the DISCOM to provide transportation support ches and for preparing movement orders and when requirements exceed their organic capability. movement tables. The DTO coordinates with the Each brigade, depending upon the type of division, G4 on logistical transportation requirements. He receives logistical support from a FSB or forward provides the DISCOM MCO with policy guidance, area support team (FAST) in the brigade support plans and policies, priorities, and assistance in area (BSA). The support operations officer of the transportation and movement control matters. FSB or the FASCO in the FAST is the brigade S4’s b. Planning Functions. The DTO plans for point of contact for transportation support from the movement of the division by all modes. He must DISCOM. The FSB/FAST forwards requirements to know how the division will fight and must coor- the DISCOM MCO. The MCO has committal dinate transportation and movement control authority for truck assets assigned to the transporta- planning with subordinate units. He obtains the tion motor transport (TMT) company assigned to the division’s priorities from the G3 and G4 and main support battalion, supply and transport (S&T) incorporates the priorities in all planning. He battalion, or supply and services (S&S) battalion in develops and coordinates movement control and the division support area (DSA). highway regulation plans with the division staff, 5-3. TRANSPORTATION REQUESTS the CTO and MCC, and the MCO (paragraph 5-5). Due to the limited resources of the DTO Transportation requests in the division and MCO, the division requires comprehensive are normally initiated by the battalion S4 or SOPs to ensure efficient and effective use of the FSB/MSB/FASCO and sent to the MCO. transportation capabilities and road networks. The MCO considers the justification, division

5-2 FM 55-10

c. Coordinating Functions. Transportation and officers to integrate the traffic circulation plans of movement control operations require continuous both headquarters. coordination by the DTO and the DISCOM MCO. e. Evaluation Functions. Almost all operational The DTO must coordinate plans and actions with and logistical plans and orders will have some impact division staff, provost marshal, division engineer, and on division transportation resources. The DTO others as required. Some functions that require analyzes these plans to assess their impact on these coordination include selection of MSRs with the G3 resources and provides input to the G4’s logistic and G4; priorities with the G3 and G4; highway estimate. regulation and traffic control with the provost marshal; route maintenance with the assistant division 5-5. HIGHWAY REGULATION engineer; air defense coverage of MSRs and a. To support the G4’s staff responsibility for transportation nodes with the assistant division air highway regulation in the division area, the DTO defense officer; security of MSRs with the division prepares a highway regulation plan and traffic cir- rear command post; nuclear, biological, chemical culation plan for the division road network. (See (NBC) status with the division chemical officer; avia- Chapter 7 for information on highway regulation.) tion support with the assistant division aviation of- The plan should be part of the service support annex ficer and G3; and HN resources and plans to handle or a separate annexto the division OPLAN/OPORD. local nationals who may congest MSRs with the G5. The DTO may also coordinate with the G3 and G4 to cross-level nontask vehicles when required. b. The DTO must consider distances, the capacities of the road network, the logistical situa- d. Technical Assistance Functions. The DTO is tion, the mission, and the disposition of units when the focal point for transportation technical guidance developing the plan. The DTO recommends naming and assistance to the division. As such, the DTO — and segmenting MSRs, control measures on each (T) Provides technical assistance to com- MSR, and coordination points where division MSRs manders and staffs for planning movements and link with those of the corps and brigades. preparing movement orders and tables. Since road c. To implement highway regulation plans, the space is usually limited in the division area, road use DTO maintains a system to control the use of those has to be carefully planned and controlled to prevent MSRs which require control and have been classified congestion. as dispatch, supervised, or reserved routes in the (2) Develops the deployment, movement, and OPLAN/OPORD. This involves the capability to highway regulation portions of the division OPLANs receive movement bids (clearance requests) from and OPORDs. subordinate units or corps units operating in the division rear, deconflict movements, and pass move- (3) Provides assistance in planning for movement credits (approved clearances). He must know ment by all modes including strategic deployment. what is moving and be capable of providing rerouting Orchestrates the entire movement to POE and instructions and new control measures in a timely deployment of division assets in coordination with manner to prevent bottlenecks. This requires close the G3. coordination with the G3, provost marshal, and (4) Provides technical assistance to divisional MCO. units for unit movement training. This training d. To exercise highway regulation effectively, should include preparing vehicles for transport, the DTO should maintain a situation map and over- developing vehicle load plans, loading and securing lay of the road network that reflects current informa- vehicles on railcars and in Air Force aircraft, and tion on traffic disruptions, obstructions, regulation reviewing convoy procedures. and control measures, capacities, surface conditions, (5) Provides technical assistance to the and classifications. He must coordinate frequently division G3 and G4 for selecting main and alter- with the G3 for current information on enemy activity nate supply routes. This requires close coordina- such as conventional or chemical strikes on MSRs, tion between the division and corps transportation bridges, and tunnels that could interrupt movement. Close coordination with the G3 is also necessary to

5-3 FM 55-10

support current operations, plan for future opera- e. The MCO also— tions, and synchronize movement and maneuver. • Serves as the principal advisor to the e. The DTO, coordinating with the division en- DISCOM commander and DISCOM gineer, recommends upgrade, maintenance, and staff on transportation matters. repair priorities for the road network in the division • Maintains the status of transportation assets area. allocated to support movements require- 5-6. DISCOM MOVEMENT CONTROL ments. Maintains the status of additional OFFICER transportation assets placed in direct support, attached, or allocated for CSS opera- a. The MCO supports movement control through planning and controlling the use of the tions. division’s task transportation assets. The MCO • Enforces division priorities in committing is normally located in the division rear with the transportation assets and seeks to resolve DISCOM command post. The MCO is the link priority conflicts and competition by employ- between division transportation mode operators ing alternate modes and times or requesting and transportation users. support from corps. b. The MCO is responsible for ensuring that • Recommends solutions to mitigate the ef- transportation assets are properly used and fects of any transportation asset shortfalls promptly released when missions are completed. within the division. The MCO coordinates with supported units to en- • Coordinates arrival of personnel replace- sure delivery to the right location and integrates ments and resupply movements in the retrograde movement of equipment, personnel, division rear with the FSB, MSB, FASCO, EPWs, and deceased personnel. The goal is to and other units as required. This will ensure provide responsive support and avoid congestion that the receiving unit can handle the delivery at loading or delivery sites. and prevent congestion caused by transport c. The MCO commits the MSB or S&T equipment accumulating in the delivery area. battalion’s TMT company assets. Based on DTO • Tracks and reports the status of containers in guidance, the MCO coordinates with the MCT to get the division area. Coordinates arrival and transportation resources from corps units when re- unloading with receiving units. Reports quirements exceed capabilities. The MCO ensures availability for retrograde. the accountability and return of throughput assets, including containers and pallets. The MCO commits • Provides transportation intelligence data to aviation assets to support logistical requirements DISCOM S2/S3 and to the DTO. This data when these assets have been allocated by the G3 for is usually obtained through contact with truck CSS air movement operations and the MCO deter- drivers, dispatchers, and users of surface and mines that air is the best mode. air transportation. d. The MCO develops the division movement • Coordinates with units to ensure adequate program. He coordinates with the division materiel materials-handling equipment (MHE) and management center (DMMC) to determine and plan container-handling equipment (CHE) is for the transportation of material. The DMMC has available for loading and unloading. visibility over material distribution requirements that will require either transportation assets or movement • Coordinates with the DTO to integrate preplanned and immediate requirements clearance. He coordinates with the G1 to determine into highway regulation operations. personnel movement requirements. The MCO will also maintain close and continuous coordination with division units and the DTO to project transportation and movement requirements.

5-4 FM 55-10

CHAPTER 6

MOVEMENT PLANS, PROGRAMS, AND PROCEDURES

6-1. INTRODUCTION tation battalions (MC) and the corps’ MCC must b e resourced with sufficient MCTs and com- This chapter is for movement managers at all munications equipment to provide adequate command levels. It explains how to develop a move- movement control and operational ment program. Developing a movement program flexibility. requires the direct coordination of coordinating staff officers, material managers, movement managers, d. The movement program serves as an and mode operators. authority to commit transportation assets. It authorizes the MCTs to issue TMRs (see Appendix 6-2. DEVELOPING THE MOVEMENT F), directs the transportation mode operators to fur- PROGRAM nish assets, and alerts receiving units to accept a. A movement program is a command direc- programmed shipments so they can unload transpor- tive prepared by the TAMCA, MCC, and MCO. The tation assets promptly. TAMCA, MCC, and MCO must coordinate with the e. The seven basic steps used to develop the coordinating staff (DCSLOG/G4), the COSCOM movement program are to— support operations staff, the MMC, and mode operators to plan an integrated distribution system. • Assess the distribution pattern. The movement program is used to preplan both • Determine requirements. known and anticipated transportation requirements for reception and onward movement and sustain- • Determine transportation capabilities. ment. During the planning process, movement plan- • Balance the requirements against the ners allocate available transportation resources to capabilities. support requirements based on the commander’s priorities. • Determine shortfalls, critical points, and recommended solutions for handling the b. Implementing the commander’s priorities is shortfalls. a responsibility of logisticians at each command level. The movement program supports the commander’s • Coordinate the program. priorities by establishing what requirements can be • Publish and distribute the program. The resourced given available logistics assets, units, and movement program may be issued in extract infrastructure. In doing so, it effectively uses these form. assets and identifies competing requirements and shortages. 6-3. ASSESSING THE DISTRIBUTION PATTERN c. An effective movement program is vital for successful support of combat operations; there- a. The distribution pattern is a complete fore, supported units must provide accurate data logistic picture that shows the locations of supply, when developing transportation requirements and maintenance, and transportation activities. It is inform movement planners of current and the tool by which planners know where support projected operating sites. Movement planners should normally flow and where it may be diverted must be flexible because requirements will change as operational needs dictate. The distribution pat- frequently based on changes in priority, unit loca- tern constantly evolves as the theater develops. tions, asset availability, and conditions of the Development of the distribution pattern is guided LOCs. Therefore, supporting movement plans by the commander’s concept of operation, number, should be fully developed alternatives based on types, and location of in-place and incoming units likely courses of action. The TAMGA’s transpor- to be supported, and their time-phased arrival in

6-1 FM 55-10

the theater. The distribution pattern will delineate period and a basis for planning during the throughput and interzonal transportation require- succeeding period. With a 14-day planning ments which will directly affect the coordination and period, a new planning cycle is initiated preparation of movement programs. every 7 days. The availability of an integrated ADP system which integrates move- b. Movement planners use the distribution pat- ment and supply information will increase tern to develop the transportation network, the com- the accuracy of forecasts and allow for more plete system of routes pertaining to all modes of accurate movement programming. transportation available in the theater. Movement planners study intelligence and engineer information c. Materiel movement requirements are on the area of operations to determine the developed in terms of class of supply, estimated .capabilities of transportation networks. They weight and cube, RDD, and planned origin and des- analyze the enemy situation to determine existing or tination. The list should be grouped by RDD, potential threats to movement. Concurrently, they priority, origin, and destination. Special handling determine the suitability and feasibility of moving requirements such as refrigerated cargo, hazardous supplies and personnel over those transportation cargo, and controlled/sensitive cargo must also be networks. Based on these studies, movement plan- identified. ners recommend locations for transportation units d. Personnel movement estimates are grouped and nodes to optimize the transportation networks. by category such as troops, civilians, patients, or c. Movement planners in the TAMCA and prisoners of war. MCC coordinate with the TRANSCOM/TAACOM e. Major subordinate commands must provide and COSCOM regarding the positioning of transpor- their movement requirements that exceed organic tation units and supply activities. These units should transportation capability for inclusion in the move- be positioned so that their capabilities can enhance ment program. Requirements should be identified the transportation network. as in paragraphs 6-4c/d. d. Movement planners also coordinate with 6-5. DETERMINING CAPABILITIES shippers and receivers to determine their capability to receive, handle, and load by various transportation a. Movement planners at each command modes. This capability is based on factors such as level must determine the capabilities of the availability of MHE, CHE, ramps, labor, storage transportation mode operators in their area of capacity, and other factors that would affect operation. They should obtain from mode transportation services. This information is neces- operators the characteristics and capabilities of sary to efficiently schedule transportation and the following: prevent congestion. • The number of transportation units and their 6- 4. DETERMINING REQUIREMENTSequipment available to support common- user movement requirements. a. Having accurate requirements is the key to developing an effective movement program. • The total number of HN transportation Forecasts must be submitted far enough in advance assets allocated to support common-user for the transportation and supply systems to adjust movement requirements. Include rail, in- their resources to carry out the program. land waterways, and coastal shipping if available and feasible. b. Movement planners use planning periods for forecasting requirements. The length of • The number of third country and US- these periods is based upon the number and contracted assets. rapidity of changes experienced or anticipated. • Reception, material handling, and in-transit A 14-day planning period is desirable to allow a storage capabilities. firm forecast of requirements for the current 7- day period and a tentativec. Intratheater forecast US for Air the Force suc- airlift and airdrop ceeding 7-day period. This method provides a may be planned for if the JTB or JMC apportions tool from which to operate during the current assets for CSS air movement operations to the

6-2 FM 55-10

theater Army. The theater Army commander will • Containers—1.5 hours stuffing and unstuff- allocate apportioned airlift based on command ing time per round-trip. priorities. Movement planners should realize that • Tractors in semitrailer relays—1 hour per requirements normally exceed allocated airlift. They relay. should also be prepared to take advantage of oppor- tune lift. • Palletized load systems (PLSs) with trailer — 30 minutes. d. Movement planners must also update capabilities with changes as they occur and adjust 6-6. BALANCING REQUIREMENTS AGAINST movement programs accordingly. CAPABILITIES e. When developing transport capabilities, a. Balancing requirements against capabilities planners must use planning factors or experience determines whether the available mode assets will based on the type of equipment, availability of MHE support movement requirements. As a result of this and CHE, weather, and terrain. Planners should step, movement planners determine the work load obtain planning factors from mode operators or from for each mode and segment of the transportation FM 55-15. They may also use the following motor network. See paragraph 6-8 for an example of how transport planning factors if actual data is not avail- to balance using schematics. able: b. The movement planner should not limit this (1) Average number of assigned task vehicles process to simply programming the use of available available for daily operations include— transportation capability. The planner must also consider command relationships and geographic • Operational short-range: 83 percent (maxi- areas of responsibility. mum sustained effort for a period of less than 30 days). c. The movement planner must assign requirements against all capabilities in a logical manner. • Long-range: 75 percent. He must consider not only capabilities but also the (2) Vehicle payload is the off-road payload fac- total transportation network, the tactical situation, tor. the priority of movement, and the risk of failure. For example, if a critical shipment must move into (3) Daily round-trips (varies with running time an area that is accessible by multiple road routes, and delays): but only one rail route, it would be prudent to • Line-haul—two per day (one per shift). program the movement by motor transport. Less critical movements could be made by the rail seg- • Local haul—four per day (two per shift). ment. (4) One-way distance used to calculate round- d. Planners must consider all work load require- trips: ments such as — • Line-haul—90 miles. • Direct shipments. • Local haul—20 miles. • Multistops. (5) Average mih: • Retrograde. • Poor roads —10 mih. • Intermodal shipments. • Good roads—20 mih. e. If the planner identifies transportation (6) Delays: shortfalls, he will plan movement according to command priorities and the transportation priority • Trucks—2.5 hours loading and unloading of the shipment. The remainder will be adjusted time per round-trip. and these adjustments will be coordinated with the • Semitrailers — 2.5 hours loading and unload- shipper, receiver, material managers, and logistics ing time per round-trip based on the MHE staffs. availability.

6-3 FM 55-10

Their purpose is to graphically portray total shipping requirements and available transportation 6-7. DETERMINING CRITICAL POINTS capabilities as they relate to the distribution pattern. a. Movement planners must identify critical Planners use two types of schematics. The first is a points where restrictions could slow down or stop requirements schematic (Figure 6-1) and the second movement. Critical points are facilities, terminals, is a mode schematic (Figure 6-2). ports, railheads, and cargo transfer points that if a. Requirements Schematic. First, prepare congested will limit the efficiency and effectiveness a supply distribution net diagram to show the of the entire transportation network. relative position of all origin and destination b. After identifying the critical points, planners points as obtained from movement requirement determine alternative plans or control measures that forecasts and connect them with lines and arrows could reduce or eliminate the risk of congestion. The showing direction. These areas are circled in TAMCA and/or MCC should place movement teams Figure 6-1. Then list the daily shipping require- on the ground where the problems are expected so ments for each origin-destination combination they can respond before delays congest the system. between the points. The requirements are listed They should also coordinate engineer, MP, and air as the class of supply, the tonnage, and the move- defense artillery support where necessary. ment program line number. If forecasts are expressed as total program period tonnages, daily 6-8. PROGRAMMING BY SCHEMATICS average requirements are obtained by dividing Schematics may be used to assist movement the total tonnage by the number of days in the planners balance requirements and capabilities. program period.

1 Eumpic of *n ori|i» pant *Cumplt of i dntinatm point I • 10 ■ LI3 *Eumplt of duly ihipnont nquintnmb intry IXB - 030 132 VII - 240 - LOT Ous of line Munter of ikipmint M V - CO - LIU Soppfr Ton mo otean on mooenionf pnurooi I -lO- 111 UB - 430 - 132 VII - 205 - 147 I 75 -111 I - a LU VII • 35 - LOB V - SO - LUI UB - 310 - L33 IIIB ■ 005 ■ ISO

VII • 40 - L49 C-2 IIIB - 500 - LB5

300-LI5 I -50-119 I - 00 -122 © UB 400-L34 I« • 35 -135 I IB • 125 -L37 1000-150 V - 15 -1113 VII - 200 -152 INB 400-LB6 V - 55 1114 Æ\\] 115 120 L3t It »8 IIIB 400 ICI 100 LSI UB L30 300 1117 200 12

P-4 I 35-121 125 122 I - 05 -123 \JS) L17 VII - 115 -156 U8 - 300 137.31. 39.40 IXB 90 139 me 300 170 me -315 -LB7 VII BOO 152.53.54.55 VII -200 -150 300 L11B V - 80 -1116 V -100-1110.115 V - 05 -1115 UB LOO ¡Z 200 155 I - 150 116.17.18 UB IIIB 1500-108.09.70.71 IIIB 300 171 V - 900 1117.118 119 300 UI9

Figure 6-1. Requirements Schematic.

6-4 FM 55-10

b. Mode Schematic. lines. Do this regardless of whether or not the current program requires movement on a segment. On (1) Prepare a mode schematic for each avail- the outside of the lines, note the mode capacity. able mode. First, diagram mode origin and destina- Mode capacity can be expressed in several forms: for tion nodes as shown in Figure 6-2 and connect with

*.000 TONS

BRAVO ALPHA

// Jb P/' ¿° //s v O % * ZJ* *■ v 7"/> $& f// r

ECHO

& DELTA lie 300 u: vu - loo io & 60 - \ V 00 1111 W lolal 460 Ions • ' \\\ \ * » u iO • \ 1? i*V Vs \2 « U tS - is« t9 ï ê .a\” 5 l «8I1 .» 'D FOXTROT J>0 1?, - i 4 1° «8 0 UB « t,, ho«»'«" "' \ ■ in 1101 § in /in l,W I «n U0} ,2 1104 I '°WlU/?•0Ïoll Ho; I

HOTEL

GOLF

Xi \ «^ § w.í» //,: "t» /*!

SS VI w liJ\S J v\ovv ,„,1 370 10.4 2.000 TONS

LIMA KILO JULIET INDIA

'Balance ot ime brdinti«is *70111 cUify forage capab'tilr between tefmmjls MfMmeni requtiement by Ime number tonnage tnd class ot Supply

Figure 6-2. Mode Schematic-Rail.

6-5 FM 55-10

rail and air, as total daily tonnage capacity between spicuous place during the applicable program major terminals; for motor transport, as the daily period. They provide a means to record changes and ton-mile capacity in a particular area or as segments illustrate the effect of changes on the transportation of a line-haul operation. system as a whole. (2) The final step is to select and allocate a 6-9. SELECTING A MODE mode for each shipping requirement (program line Movement planners use the following basic item). Refer to paragraph 6-9 for mode selection guidelines to allocate the mode of transport: guidance. First, consider allocating capability for the largest requirements moving the longest dis- • Provide service according to command and tance and evaluate movement priorities and ship- transportation priority. Other factors such as ment characteristics. Primary emphasis is placed shipment characteristics, security require- on using the full capability of each mode in the ments, and political considerations are also relative order of economy. Then assign program evaluated. line numbers to each mode and list them between • Whenever possible, minimize or eliminate the nodes as class of supply, tonnage, and the cargo rehandling, avoid crosshauls, and plan movement program line number. Figure 6-2 shows for backhauls. a rail schematic and how shipments might be allocated to rail. • Allocate all available transport equipment necessary to fulfill known requirements. (3) As requirements are added between nodes, deduct the tonnage from that segment’s • Use the most efficient mode for the complete capacity. When all movement requirements have movement or as far forward as possible. See been assigned, transfer the mode allocation informa- Table 6-1. tion to the movement program. (See Figure 6-3.) Retain the schematics and post them in a con-

MCT: MOVEMENT PROGRAM-CARGO

PLANNING PERIOD: 230-244 EFFECTIVE DATE: 230-237

MVMT PRO SUPPLY DEST CNTNR LINE NO CLASS ORIGIN LOCATION DESTN LOCATION MCT TYPE PIECES STON CUBE ROO MODE

51000 JG2 FU330044 AK4SQC FR2829Z2 793rd / 026906 000246 6202« 232 H 51001 JG9 ET400000 AK4RJA LC979260 793rd 20/40 006964 003996 161422 232 H 61002 JG6 ET770699 AK4RJB LC914722 793rd 20/40 006292 003614 149284 232 H SI 003 JH1 ESI 608 76 AK4RKA LC410321 27AO DTO 20/40 006292 003614 148284 232 A 51004 JG9 ET400000 AK4RKB LC124262 27AO DTO 20/40 006964 003680 164622 232 H 61006 JG1 ET996488 1VK4NEC MC620637 636th / 166696 000106 16621 232 R 51006 JG9 ET400000 WK4RCA MC665976 636th 20/40 002119 001166 60633 232 R 51007 JG6 ET770699 WK4RCD MC441610 429th 20/40 002166 00127 ! 62856 232 R 61008 JG9 ET400000 WK4REA MC812223 793rd 20/40 002196 001261 62426 232 R . S1009 WK4SJC MC736246 WK45AY NC078647 793rd / 004963 000042 8969 232 H 61010 WK4SHD MC708466 WK4SBY NC018317 793rd / 004986 000042 9974 232 A 6101 1 WK4SGC MC786628 WK4SCY NC066843 27AD DTO / 006116 000043 9207 232 A 61012 WK4SQC FR282922 WK4SGC MC786828 27AD DTO / 006644 000056 1 1 779 232 H 61014 WK4SQC FR282922 WK4SH0 MC708466 536th / 006910 000069 12436 232 H 51016 WK4SQC FR282922 WK4SJC MC736246 636th / 006909 000069 12436 232 H 51016 JH2 ES660720 9SQD22 LC664443 429th / 000140 001022 166160 232 A 61017 JH2 ES960720 22AVBN LC864443 793rd / 000167 000766 224409 232 A 61019 JG2 FU330044 AK4NNF FU230026 793rd / 046440 000049 6636 232 H 51020 JG2 FU330044 AK4NNG FS892988 793rd ✓ 049660 000060 6676 232 H 61021 AK4SOC PR282922 AK4SWC FT796046 27AD OTO / 004666 000039 8216 232 R 51022 AK4SQC FR282922 AK4STA MC332804 27AD OTO / 003976 000034 7166 232 R 61000 JG1 £7995488 WK4NEC FR282922 636th / 029906 000246 62029 233 H 61001 JG0 ET400000 AK4RJA LC979260 536th 20/40 003679 003446 124336 233 H 61002 JG6 ET770699 AK4AJB LC914722 429th 20/40 003402 003166 I 16608 233 H 61003 JH 1 £5160876 AK4RKA LC410321 793rd 20/40 003399 003154 116670 233 R 61004 JG0 ET400000 AK4RK8 LC 124262 793rd 20/40 003679 00344S 124336 233 H

Figure 6-3. Sample Movement Plan (Cargo).

6-6 FM 55-10

6-10. COORDINATING b. Movement control organizations distribute the completed movement program to each command a. The movement program must be coordinated level for comment and concurrence. During this with movement planners at each command level phase, the program is used to facilitate planning and during both its development and afterward to ensure to show the evolving distribution patterns and integrated planning and synchronized execution. It projected logistic activity but does not authorize also requires coordination with operations, supply, shipments to take place. It becomes a directive once military police, engineer, and air force staffs so that it is approved by the DCSLOG or G4. each knows his responsibilities during execution.

Table 6-1. Mode Selection Guide.

ORDER Of ECONOMY MOST EFFtniVE USE CAPABILITIES LIMITATIONS

Pack animals and kuman Supplementary made to All tactical tenais, all weather esudi- Most inefficient means when tamia to toaf btaien seriate traasportation net «et ter- tioas. Pack animals: un transport f Kable to other surface modes Human nie impassable to other modes. about 2M pounds with a carga density bearers most wasteful of human resources. of am 25 pounds per cubic feet. Human bearer: can transport about BO pounds subject to pack con figuration Pipeline Primary mode lor balk lipoids and All weather conditions: few terrain Flexibility limited by immobile toed dies: solids suspended in liquid. restrictions: most economical and ndnerable to sabotage and enemy action: reliable mode tor bulk liquids: rula- latfe construction tonnages required. thely tow personnel required far operation and maintenance. Water Primary wer-ocean mode Inland All weather conditions: any commodity: Rdatiuely slow: Neiibility limited by ade- urlace mode lor morint lane most economical oner all long-distance quacy el waterways, facilities, and channels: quantities el carta carrier, particularly useful for raliewng miner able to enemy action and éfficult to other modes to more suitable employ- restore. Abo. inland waterways subject to ment. Hooding and (reeling. Rad Primary inland mode lor sustained All weather conditions: any commodity, Fleiibikty limited by fixed routes; raiUiae Hoar ol large quantities ol tiaflic most economical continuous line-haul clearances restrict outsim iwweincnts: euer long distances. operations: greatest sustained ton-mile capability limitad by wait ability of tractne capability, satiety ol specialiied equip- power; rail line highly vulnerable to enemy ment and semces. aclioe. Motor transport Supplementary mode 1er making Most lleiible mode am tratfkable ter- Over-tberoad operations affected by route in- passible an integrated transporta- rain: practically all walker conditions terferences end obstacles created by weather, tion system. Eflectiue in scheduled (terrain lector important): increases terrain, or enemy Kfion; sustained brw-baiH line-haul operations by the trailer- lleaibility ol other modes; can operations oner long distances uneconomical relay system: primary mode lor transport nearly any commodity with a in terms ol toe-mile output versus expendi- distribution operations and rariety ol specialiod equipment for ture ol manpower and equipment logistical support operations in both on- and off-road mosement. combatirme.

k/my An (Helicopter) The most costly Army mode hr the All temam. EHectire wer short Operational capabilities limited by weather. mouement ol supplies. Becomes distances less than 40 km lor eiternal Restricted Nights in snow conditions and the primary mode of transport loads. Helicopter can use animpiwed thunderstorms. Freeing levels above surface when all others ate ineffect he pickup mne (PE) and landing tone (LZ) may limit capabilities. Aircraft catabilittos because ol limitations or physical during eiternal hit operations. limited by cargo toad weight cargo hook restrictions Used to moue only CAPABLE OF LIFTING NEARLY ANY limits, oe cargo door sims. Aircraft amiability those high-priority items and LOAD THAT CAN BE SAFELY RIGGED may be affected by flying hour program or critically needed supplies i.e.. and that is WITHIN THE WEIGHT limita- oew rest requirements. Internat cargo class V. Ill, I, IX, or as selected by tions of the helicopter. CH47 loading may require materials handNag mode managers heticopten are upable of using Air equipment (MHE) Force 4S3L pallets and standard NATO warehouse pallets, when they are equipped with the helicopter internal cargo handling system (HICHS). Air. Complementary mode lor aa- Greatest potential speed ol delnery. Operational capabilities an Army pediting mouement of mission- most Unible with respect to terrain limited by climate aad tratfkability of takeoff and tending area; high ton-mile opentMg Air Force essential traffic primary or maior obstacles: economically more tamable supplementary mode when terrain (when these factors are combined with costs. reduces effectweness ol surface substantial kit capability and air modes; scheduled opérât KM is transport wet long distances). most economical method ol Capabilities are: heauy drop, container employment and produces greatest detiuery system (CDS), taw altitude sustained ton-mile capability. parachute extraction system (LAPES), air land, adierse weather aerial delnery system (AWADL aerial bulk fuel ddnery system (ABFQS).

6-7 FM 55-10

6-11. FORMATTING A MOVEMENT • Origin and destination by UIC/DODAAC PROGRAM and map coordinates. a. During the planning process, planners as- • Transportation priority, selected mode, and sign each movement requirement a movement pro- RDD by Julian date. (Designate the type of gram line number. This line number is used to container with the mode code if required.) identify the requirement and additional informa- c. When programming personnel, list them as tion throughout the development of the movement troops, patients, civilians, or EPWs. program. Figure 6-3 is an example of a movement program for cargo movement. Figure 6-4 is an d. The remarks column should be used to iden- example of a movement program for passenger tify characteristics for items requiring special han- movement. The movement program planning dling. For example, the remarks column could process can also be used to identify and plan for include the dimensions of outsize/overweight equip- the expected arrival of units into the theater. ment. Other examples include items requiring special handling such as controlled temperature, b. Information in the format includes the follow- controlled environment, hazardous cargo, or cargo ing: security. • Program line number. e. The TAMCA compiles activity address files • Class of supply, subclass, and commodity for units in the theater. These files list in-the-clear code (MILSTAMP). unit locations and points of contact and must be safeguarded. The TAMCA provides a copy of the • Estimated weight (STONs) and cube. file to subordinate movement control units. These • Nomenclature. subordinate units also compile activity address files for units in their geographical area and update the

MCT : ; MOVEMENT PROGRAM-PERSONNEL PLANNING PERIOD: 22B-23e EFFECTIVE DATE: 226-232

MVMT PRO SUPPLY OEST CNTNR LINE NO CLASS ORIGIN LOCATION OESTN LOCATION MCT TYPE PIECES STON CUBE

P0001 PAT I ENTS AMS FT230970 AK4PUC FT220930 7 8 3RD 000400 000028 4000.0 226 P0002 PATIENTS AMS FT230970 AK4PU0 FT220930 793RO 000400 000028 4000.0 226 P0003 PATIENTS AMS FT230970 AK4PUL FT220930 793R0 000400 000026 4000.0 226 P0004 TROOPS BRU FS043390 AK4PVJ FS040340 27AD OTO 000400 000046 4000.0 22« P0006 TROOPS BRU FS043390 AK4PVN FS040430 27AO OTO 000400 000046 4000.0 226 P0006 EPtf AK4PUC FT220930 WK4PKU MC782766 630TH 000300 000038 4000.0 227 P0007 EPW AK4PUG FT220930 WK4PRU MC6B4610 B36TH 000300 000036 4000.0 227 P0008 EPW AK4PVJ FS040340 WK4PJU MC780338 429TH 000400 000046 4000.0 227 POOOO PAT I ENTS AMS FT230970 AK4PUC PT220930 793RO 000400 000048 4000.0 227 PO010 PAT I ENTS AMS FT230970 AK4PUG FT220930 793RD 000400 000048 4000.0 227 P001 1 PAT I ENTS AMS FT230970 AK4PUL FT22093O 793RD 000400 000048 4000.0 227 PO012 TROOPS BRU FS043390 AK4PVJ FS040340 27AO OTO 000400 000048 4000.0 227 POO 13 TROOPS BRU FS043390 AK4PVN FS040430 27AO OTO 000400 000048 4000.0 227 P0014 EPW AK4PUC FT220930 WK4PKU MC782786 B38TH 000300 000038 4000.0 229 POO I 6 EPW AK4PUG FT220930 WK4PRU MC884610 636TH 000300 000038 4000.0 229 pooie EPW AK4PVJ FS040340 WK4PJU MC780336 429TH 000400 000048 4000.0 229 P001 7 PAT I ENTS AMS FT230970 AK4PUC FT220930 793R0 000400 000026 4000.0 229 POO 18 PAT I ENTS AMS FT230970 AK4PUG FT220930 799RD 000400 000028 4000.0 229 POO 19 PAT I ENTS AMS FT230970 AK4PUL FT220930 793RO 000400 000026 4000.0 229 P0020 TROOPS BRU FS043390 AK4PVJ FS040340 27AO OTO 000400 000048 4000.0 229 P0021 TROOPS BRU FS043390 AK4pVN FS040430 27AO OTO 000400 000048 4000.0 229 P0022 EPW AK4PUC FT22O03O WK4PKU MC782786 638TH 000300 000038 4000.0 230 PÛ023 EPW AK4PUG FT220930 WK4PAU MC884610 538TH 000300 000038 4000.0 230 P0024 EPW AK4PVJ FS040340 WK4PJU MC780338 429TH 000400 000048 4000.0 230 P0026 PATIENTS AMS FT230970 AK4PUC FT220930 793RO 000400 000046 4000.0 230 P0026 PATIENTS AMS FT230970 AK4PUG FT220930 793RO 000400 000048 4000.0 230 P0027 PATIENTS AMS FT230970 AK4PUL FT220930 793RO 000400 000046 4000.0 230 P0028 TROOPS BRU FS043390 AK4PVJ FS040340 27AO OTO 000400 000048 4000.0 230

Figure 6-4. Sample Movement Plan (Personnel).

6-8 FM 55-10

TAMCA’s master file (Figures 6-5 and 6-6). The 6-12. EXECUTING THE MOVEMENT MCTs and MCO will accept transportation requests PROGRAM from those units located in their geographic area of a. To activate a movement program line num- responsibility and listed on their customer list. MCTs ber, the shipper contacts its servicing MCT or MCO must update their lists frequently due to the fluid and requests its line number be activated. nature of the battlefield. b. The MCT or MCO verifies that the program f. Included in the movement program is an data is still valid by coordinating with the shipper. MSR checkpoint list. It provides ready reference The MCT or MCO will coordinate with the receiver data about the MSR network such as checkpoints, if positive inbound clearance is required. link numbers, feeder routes into the MSR, and distances. Movement control personnel and cus- c. If command priorities change during the cur- tomers can use this information to identify the path rent program cycle and these priority changes effect to be used from origin to destination and to identify program execution, movement planners will coor- segment numbers for use in requesting movement dinate with affected shippers and receivers. bids and receiving movement credits (see Figures d. If shippers or receivers have changes in re- 6-7 and 6-8 and Chapter 7). quirements, capabilities, or locations, they should g. The movement program planning format may contact their servicing MCT or MCO as soon as the also be used to develop individual movement plans. change occurs. Movement plans are initial developmental stages of 6-13. PREPARING THE PORT CLEARANCE a movement program that support specific OPLANs. PROGRAM As such, these movement programs are only plans until they are executed. Because they list unit loca- a. The port clearance program is part of the tions, they should be classified documents. theater movement program. It may also be part of the corps movement program in an undeveloped

CUSTOMER LIST

(ALPHABETICAL LISTING)

AAC NOMENCLATURE GRID COORD U IN MCT

WK4CFC C CO 704 SIG BN AREA NV228645 WCFCAA 793RD MCT WK4CFD D CO 704 SIG BN AREA NV066625 WCFDAA 793RD MCT WK4CFE HHC 704 SIG BN AREA NV399791 WCFUAA 793RD MCT WK4CGA A CO 705 SIG BN AREA NV279958 WCGAAA 792ND MCT WK4CGB B CO 70S SIG BN AREA NV270869 WCGBAA 792ND MCT WK4CGC C CO 705 SIG BN AREA MV997883 WCGCAA 792ND MCT WK4CGD D CO 705 SIG BN AREA MV982803 WCGDAA 792ND MCT WK4CGU HHC 705 SIG BN AREA NV270869 WCGUAA 792ND MCT WK4CHA A CO 706 SIG BN AREA NA995238 WCHAAA 791 ST MCT WK4CHB B CO 706 SIG BN AREA NA007067 WCHBAA 79 1ST MCT WK4CHC C CO 706 SIG BN AREA MA859181 WCHCAA 79 1ST MCT WK4CHD D CO 706 SIG BN AREA MV863984 WCHDAA 79 1ST MCT WK4CHU HHC 706 SIG BN AREA NA007067 WCHUAA 791 ST MCT WK4CIU HHC 20 SIG BDE NV211935 WC IUAA 792ND MCT WK4CJA A CO (CMD RDO) 712 S NV237636 WCJAAA 792ND MCT WK4CJB B CO (FWD RDO) 712 S NV237947 WCJBAA 792ND MCT WK4CJC C CO (SPT RDO) 712 S MA879090 WCJCAA 791 ST MCT WK4CJD 767 CO CABLE & WIRE NV254918 WCJDAA 792ND MCT WK4CJE 761 CO CABLE & WIRE NV264875 WCJEAA 792ND MCT WK4CJU HHC 712 SIG BN (RDO) NV237947 WCJUAA 792ND MCT WK4DBA 500 CIMIC DET NV267B28 MDMAAA 792ND MCT

Figure 6-5. Sample Transportation Customer Alphabetical List.

6-9 FM 55-10

CUSTOMER LIST

793RO MCT

AREA OF OPERATION

AAC NOMENCLATURE GRID COORD UIN

WK4MK3 903 MAINT CO OS NV366725 WMK3AA WK4MK4 904 MAINT CO OS I NV479646 1WMK4AA WK4MK7 HHD 90 MMT BN I OSH NV167504 WMK7AA WK4MV3 713 ACFT MAINT CO NV277643 1MMV3AA WK4MEG 8163 VET SVC TM NV481638 WNEGAA WK4MCB 8153 OEM SVC TM NV481638 WNGBAA WK4MGD 8156 DEM SVC TM NV399704 WNGDAA WK4MHA 8871 ENVIRON SAN IT NV48I638 WNHEAA WK4MKF 8893 MED TM ORTHO NV48I638 WNKFAA WK4MKH 841 EVAC HOSP NV1S7606 WNKHAA WK4MKL 813 CBT SPT HOSP NV416785 WNKLAA WK4MKM 815 CBT SPT HOSP NV462 714 WNKMAA WK4MKP 8094 MASH HOSP NV399704 WNKPAA WK4MKU HHD 89 MEO GP NV481638 WNKUAA WK4WLA 857 MED CO AMBL NV399704 WNLAAA WK4MLB 869 MED CO AMBL NV416785 WNL8AA WK4MLD 8121 MED CO AIR AM NV481638 WNLDAA WK4MLE 8122 MED CO AIR AM NV399704 VUNLEAA WK4MLF 8124 MED CO AIR AM NV462714 WNLFAA

Figure 6-6. Sample Transportation Customer List MCT Area of Operation.

iS di 28 0*" 39 LKl35 I3KE 40 L£eof & 3 KS 27 & **!L T *8 Kti CHRISTINE CHRISTINE 24 25 26 LK1 KM LK127 45KM /3 44

0= 32

CECILE CECILE CECILE CECILE CECILE 33 34 35 36 37 LK1 22KM LK141 43KM LK142 SSKM LK143 43KM LKI 42 KM

Figure 6-7. Schematic Road Network-COMMZ.

6-10 FM 55-10

theater. The TAMCA should begin preparing the transportation assets to provide onward transporta- port clearance program as soon as it receives advance tion based on anticipated arrival date and will ac- manifest data from the CONUS ports, terminal units, tivate line numbers and/or programs. The MCT or other ports of origin. Once the vessel manifest coordinates through movement control channels the (what is actually on the ship and where stowed) is status of program execution. available, the MCT at the terminal programs actual

MSB : CHRISTINE FROM: ZBBBRUOGB TO: HSR AKTONE ♦ !CK LK FROM VIC GRID KM TO VIC CK GRID ! PT NO CITY COORD CITY PT COORD + 24 126 ZEEBRUGGE ES130882 51 ZEIZATE 25 ES578716 25 127 ZEIZATE ES578716 45 ANTWERPEN 26 ES984722 WEST

26 128 ANTWERPEN ES984722 ANTWERPEN 27 FS012744 WEST EAST 27 129 ANTWERPEN FS012744 61 OENENBOS 28 FS560522 BAST

28 130 GBNENBOS F3560522 39 MEERS 29 FS944488 29 131 MEERS FS944488 24 BOCHOLTZ 30 KB900346 30 132 BOCHOLTZ KB900346 11 WÜRSELEN 31 LB006318 31 133 WURSELBN LB006318 97 MUNSTER 44 MC010528 44 151 MUNSTER MC010528 84 OSTERCAPPEN 32 MD490002 TOTAL KMS: 417 HOURS ORIGIN TO DBST: 8.3 RATE OF MARCH: 50KM/H MSR : CECILE

FROM: MIDDELKBRKE TO: MSR CHRISTINE ¡CK LK FROM VIC GRID KM TO VIC CK GRID •PT NO CITY COORD CITY PT COORD 33 140 MIDDELKBRKE DS946742 22 HEIDELBERG 34 ES146672 34 141 HEIDELBERG ES146672 43 GENT 35 BS5325d8 35 142 GENT ES532508 52 BRUSSELS 36 FS012404 36 143 BRUSSELS FS012404 93 VOTTBM 37 FS850188 37 144 VOTTEM FS850188 42 HAUSET 38 XB962220 38 145 HAUSET KB962220 11 WÜRSELEN 31 LB006318 TOTAL KMS: 263 HOURS ORIGIN TO DBST: 5.3 RATE OF MARCH: 50KM/H

Figure 6-8. Sample Checkpoint List.

6-11 FM 55-10

b. The TAMCA provides input to the terminal c. A close working relationship between the commander, if vessel diversion is required. These TAMCA and TAMMC is required to program and TAMCÄs recommendations are based on cargo des- expedite moving nonunit equipment and supplies, tinations; available port capacities, capabilities, and especially those shipped in containers. work loads; and capacities and projected work loads for the various modes and segments of the transportation network.

FEEDER : FROM : CENEMEOS TO : VOTTEN + ¡CE LE FROM VIC GRID EM TO VIC CX ;RID ! FT NO CITY COORD CITY FT :OCRD 28 149 CENEMEOS FS560522 48 VOTTEN 37 FS850t88 TOTAL EMS: 48 HOURS ORIGIN TO DEST: 1 RATE OF MARCH: 50KM/H

FEEDER FROM: ANTWERPEN-VEST TO: BRUSSELS + ¡CE LE FROM VIC GRID EM TO VIC CE GRID ! FT NO CITY COORD CITY FT COORD 26 148 ANTWERPEN ES984722 35 BRUSSELS 36 FS012404 WEST TOTAL EMS: 35 HOURS ORIGIN TO DEST: RATE OF MARCH: 50EM/H

FEEDER : FROM: ZEIZATB TO: GEHT + ! CE LE FROM VIC GRID KM TO VIC CE GRID •FT NO CITY COORD CITY FT COORD 25 147 ZIEZATE ES578716 21 GENT 35 ES532508 TOTAL EMS: 21 HOURS ORIGIN TO DEST: .4 RATE OF MARCH: 50KM/H FEEDER -S£. FROM: ZEEBRUGGE TO: HEIDELBERG +— ¡CE LE FROM VIC GRID KM TO VIC CE GRID ! FT NO CITY COORD CITY FT COORD

24 146 ZEEBRUGGE ES130362 20 HEIDELBERG 34 ES146672

TOTAL EMS: 20 HOURS ORIGIN TO DEST: .4

RATE OF MARCH: 50KM/H

Figure 6-8. Sample Checkpoint List (Continued).

6-12 FM 55-10

CHAPTER 7

HIGHWAY REGULATION

Section I. PLANNING, ROUTING, AND SCHEDULING

7-1. INTRODUCTION b. The goal of highway regulation planning is to sustain movements according to the commander’s a. Highway regulation consists of planning, priorities and make the most effective and efficient routing, scheduling, and deconflicting the use of use of the road networks. Planning is done in a highways to facilitate movement control. It provides logical sequence and results in publication of the order, prevents congestion, and enforces movement highway regulation plan and the traffic circulation priorities. The extent of regulation and control re- plan. The first step is to assemble critical informa- quired depends upon the number of planned or an- tion. Information is found in operation plans and ticipated movements and the capacity of the road orders, engineering and intelligence plans and es- networks. Highway regulation requires synchroniza- timates, traffic information, and terminals and tion with unit movement and maneuver. facility data. b. Highway regulation is the responsibility of (1) Operation plans, orders, and estimates commanders having area jurisdiction. The highway contain essential information. Movement plan- regulation mission is performed by the TAMCA and ners must read and understand the concept of transportation battalions (MC) in the COMMZ, the operation to effectively support the commander’s MCC in the corps rear area, the DTO in the division intent while executing highway regulation. Infor- rear area, and the brigade S4 in the brigade rear area. mation such as geographic boundaries, task or- MCTs may also perform highway regulation when ganization, priorities, and location of major supply they are assigned a geographical area of respon- activities are also contained in these plans. sibility within the COMMZ or corps rear area. The TAMCA, MCC, and DTO also monitor highway (2) The engineer route reconnaissance or clas- regulation in subordinate command areas and may sification overlays provide detailed information on regulate some of the routes based upon the tactical the characteristics of the road network such as road situation. surface, width, restrictive features and bridge classifications. (See FM 5-36 for details.) This informa- 7-2. HIGHWAY REGULATION PLANNING tion is necessary to determine critical points and a. Highway regulation planning must incor- route capacity. The characteristics of the route are porate planned movement requirements and be contained in the route classification formula. Cur- flexible enough to accommodate immediate require- rent information is required and thorough route ments. reconnaissance may not always be possible or feasible. Therefore, movement planners may also (1) Planned movement requirements are iden- obtain information from aerial photographs, local tified in advance. They are found in movement authorities, intelligence reports, and MP hasty route programs and operation plans and orders. They in- reconnaissance to supplement information obtained volve onward movement of forces from PODs, move- from maps or intelligence studies. ment of supplies and equipment, and unit movement. (3) Traffic density information is the anticipated (2) Immediate requirements are unplanned and volume of traffic on route segments during specific based on requirements generated during the conduct periods. It comes from planned requirements contained of operations. They include requirements such as in the movement program, the OPLAN or OPORD, or unit displacement, unprogrammed resupply, and fragmentary orders (FRAGOs). Planners must extract evacuation. Immediate requirements are normally specified and implied requirements for unit movements, of a higher priority than planned requirements and sustainment movement, and retrograde movements. must be quickly acted upon. These documents may also require moving civilian

7-1 FM 55-10

refugees, unit displacement, or shared use by allied list every critical point but only the most important or HN forces. Each type of movement must be ones that may affect traffic flow. These include— prioritized, planned, and synchronized. • Roadway structures or features that limit (4) Terminals and facilities data include the road width, overhead clearance, or vehicle location of supply points, trailer transfer points, ter- load class. These include washouts, over- minal transfer points, staging and assembly areas, passes, bridges, and degraded road sur- aerial ports and seaports, airfields and drop zones, face conditions. and refuel points. These are considered in terms of • Crossroads at grade level. their total clearance and reception capabilities. Specific considerations include location, access from • Bridges, overpasses, underpasses, ferries, MSRs, and their capability to receive, load, unload, fords, constrictions, and sharp turns under a and stage. The location of reporting points such as 30-meter (100-foot) radius. FDRPs must also be identified. (3) Establish checkpoints (CPs) on each MSR c. When the data is assembled and studied, to segment the MSRs. Segmenting facilitates high- movement planners must identify the road networks way regulation and traffic control planning and that are capable of supporting the volume of traffic execution. CPs— necessary to meet planned and anticipated move- • Are predetermined points on the MSR that ment requirements. These road networks will be are used as a means of regulating and con- recommended as main and alternate supply routes. trolling movement. Units use CPs when re- Planners must also plan extensions of the MSRs to questing movement clearance by using CPs to anticipate forward movement of maneuver forces. identify their start point (SP), release point Alternate supply routes (ASRs) are used when the (RP), and en route CPs. MSRs are disabled and should be planned for in the same manner as MSRs. At this point in planning, it • Are used when describing the MSR in the is necessary to obtain approval of the G4 and G3. highway regulation plan, such as “MSR Spear The G4 has staff supervision for movement planning. supports the corps southern area. It is a The G3 is responsible for terrain management. As paved all weather road from CP 22 to CP 34. such, the G3 must approve the selection of MSRs and From CP 34 to the 54th Division rear bound- ASRs before movement planners can conduct ary, the MSR is an improved fair weather detailed highway regulation planning. road. The MSR can accommodate two-way traffic. The route is classified as an open d. After the G3 approves the MSRs/ASRs, route from CP 22 to CP 34. It is a supervised movement planners develop the highway regulation route from CP 34 to CP 8 at the division rear plan and traffic circulation plan. The highway boundary. Convoys of eight or more vehicles, regulation plan is a written plan that describes the tracked vehicles, or vehicles that cannot MSR network and establishes control measures to maintain a 30 kmih march rate require a promote effective regulation. The traffic circulation movement credit on that segment. The most plan is a map overlay or graphic representation of the restrictive route feature is at CP 35, a bridge MSR network. Both are published as an appendix or with an MLC of 30. Vehicles with an MLC annex to the OPLAN or OPORD. They are used by greater than 30 must use the ford at the PM to develop the traffic control plan. The NJ334Q98. Signs for the ford are posted.” process involves the following procedures: • Enable quick dissemination of information (1) Name each MSR according to command during execution such as a point where traffic directives. Avoid using colors to name MSRs be- will be rerouted. cause MSR status, along with other logistics status, is normally reported as green, amber, red, or black. • Should be established major crossroads, Avoid using numbers to name MSRs because they locations where road conditions change, at may conflict with existing route numbers. major supply or service areas, geographic boundaries, assembly areas, or other critical (2) Determine critical points. Critical points are points. areas of interest to movement planners. Plans do not

7-2 FM 55-10

Planners should identily sufficient CPs to adequately supply activities. It will reflect any restrictive route exercise control, but no more than they have the features, critical points, and rest and refuel areas. It capability to manage when the plan is executed. This may include traffic control points if provided by the requires careful balancing so that excessive CPs do PM before publication of the traffic circulation plan. not impede execution. (6) Determine reporting requirements for units (4) Establish control measures for each route. using the MSR if reporting is necessary to effectively Control measures should be based on the engineer execute the plan and if communications are available. route classifications, planned and anticipated traffic (7) Develop the highway regulation plan to be volume, METT-T, and critical points. Planners must included in the operation plan or order. The written also consider the capabilities of movement control plan will describe the information contained on the and traffic control units to enforce the control overlay and specify the control measures that apply measures. Control measures may change based on to each MSR or critical segments of MSRs. Control the conduct of operations. Movement planners must measures should be coordinated to phases of the ensure that changes are incorporated into FRAGOs operation if they can be determined in advance. or otherwise disseminated quickly. There are five These should be coordinated with the G3, especially control measures: requirements for reserved routes to support large (a) Open route. This is the least restrictive unit movements. control measure. Any unit may use the route without (8) Staff and coordinate the plan. Recommend a movement credit. Minimum control is exercised. points where traffic control will be required. Recom- (b) Supervised route. The movement control mend locations and priorities for engineer repair and headquarters will specify the size of convoys, the upgrade efforts. type of traffic, or characteristics of vehicles that e. Planners must then assess the availability of require a movement credit to use the route. communications equipment to support highway Limited control is exercised. regulation. Communications will be a constraint. Its (c) Dispatch route. A movement credit is reuse must be carefully planned to ensure it is weighted quired to use this route regardless of the number or to routes identified in the planning process as requir- type of vehicles. A dispatch route will normally be ing the most control. Control is based on planned designated when traffic volume is expected to exceed and anticipated traffic volume and the relative im- capacity or when the route is critical to operations portance of preventing congestion on those routes. and priority of use must be strictly enforced. Full 7-3. FUNDAMENTALS AND PRINCIPLES OF control is exercised. ROUTING (d) Reserved route. The route is reserved for the a. Routing is the process of coordinating or exclusive use of a particular unit(s) or type of traffic and directing movements on MSRs or ASRs. no other units/traffic may use the route. Reserved routes may be identified for large unit movements. b. When routing traffic, movement planners Examples are when a maneuver unit must pass another should consider the three fundamentals and four forward, when reserve formations are committed, or principles which govern routing. The fundamentals when units are withdrawn for reconstitution. are balance, separation, and distribution.

(e) Prohibited route. The route is closed and (1) Balance is the process of matching vehicle no unit/traffic may use the route. A route may be characteristics with route characteristics. Balance prohibited due to washouts, destroyed bridges, main- ensures that traffic never routinely exceeds the most tenance, or construction work. It may be prohibited limiting feature of a route. It considers the military load for only short periods, such as the time necessary to classification (MLC) of the vehicles and bridges and the do repairs. route. Balancing also identifies requirements for upgrading routes or ordering caution crossings for cer- (5) Make a traffic circulation plan (see Figure 7-1). tain bridges. Planners should useTB 55-46-1 to obtain The overlay will show all MSRs, checkpoints, and vehicle characteristics. Route characteristics are highway regulation points. It will also include route obtained during the planning process. names, direction of travel, boundaries, and principal

7-3 FM 55-10

FERA FERA 0-

SMAMERVILLE N

XJi XK 23 23

1X2 2X3 •SA •SA ISA

23 ES* 23 SJ

90 80 65 Vt LL

80 SBUM CITY

20 J 23 "APi OSA &

"S 23 3 55 11

XX SNOYE XX 23 TOWN

23 INF DIV XX — 4 CORPS ; ; :

Figure 7-1. Sample Traffic Circulation Plan.

7-4 FM 55-10

(2) Separation is the process of allocating road inbound cleared by the movement control organiza- space for movements to ensure that movements do tion responsible for the area where the movement not conflict. The goal of separation is to prevent originates to the movement control organization congestion on regulated routes. Planners must not where the movement terminates. allocate road space or time blocks to more than one (3) Large unit movements should be scheduled movement requirement. (see Section III). (3) Distribution is the process of allocating as (4) Movements in one direction on routes that many routes as possible to reduce the potential for require a movement credit are treated as a single congestion and prevent deterioration of road sur- movement regardless of the distance or time in- faces. Distribution also promotes passive defense by volved. Each movement retains the same movement distributing and separating traffic. credit to destination. c. The four principles which govern routing (5) Schedules and changes to schedules due to are— immediate movement requirements are provided to • Assign highest priority traffic to routes that the MRTs to execute highway regulation and the PM provide the minimum time-distance. to provide traffic control. • Consider the sustained capabilities of c. The method of scheduling road movements roads and bridges when assigning move- will be based on the control measures specified for ments. the route. There are four types of scheduling methods. From the least restrictive to the most • Separate motor movements from pedestrian restrictive, they are infiltration, route, location, and movements. column. • Separate civilian traffic (vehicular or (1) Infiltration schedule. An infiltration pedestrian) from military movements. schedule is a rate of dispatch assigned to units for 7-4. FUNDAMENTALS AND METHODS OF specific routes and time blocks to achieve an average SCHEDULING traffic flow that is within the capacity of the route. By assigning rates of dispatch to different units that need a. Scheduling is the process of coordinating to use the same route, average traffic flow can be held times for road movements. It involves receiving within desired limits. An infiltration schedule maybe movement bids (requests), deconflicting requests, used for open or supervised routes. and issuing credits (clearances). Scheduling is necessary to— (2) Route schedule. The route schedule is a flexible scheduling method. It apportions blocks of • Apply command priorities. time on MSRs to units, types of movements, phases • Apply the fundamentals of routing to mini- of the operation, or for route maintenance. A route mize delays, conflicts, and congestion. schedule may be used for supervised, dispatch, or reserved routes. • Conduct detailed planning for large unit or high- priority movements. (3) Location schedule. A location schedule is more restrictive than an infiltration or route • Reserve time for route maintenance. schedule. It assigns arrive and clear times to dif- • Reroute or hold movements based on changes ferent units needing to use the same entry point onto in priority or the tactical situation. MSRs. The location will normally be a checkpoint. For example, at a particular checkpoint, unit A may b. The following guidelines apply in scheduling be scheduled to arrive at 1000 hours and to clear at movements: 1015, unit B to arrive at 1020 and to clear at 1030, and (1) Movements on routes requiring movement so on. A location schedule may be used for super- credit must be scheduled. vised or dispatch routes. (2) Movements that cross movement control (4) Column schedule. The column schedule is boundaries must be scheduled, coordinated, and the most restrictive scheduling method. It specifies

7-5 FM 55-10

arrive and clear times at CPs along an entire route. frequently change. Movement planners must an- It may be based on the requestor’s movement bid or ticipate changes and frequently obtain planning movement table or on movement tables issued by the guidance from the G3 and G4. movement control organization. Based upon the c. The DTO or HTD either schedules the move- extent of control required, a column schedule can ment as requested or notifies the unit if it cannot be provide the most effective highway regulation granted. The DTO or MCT will coordinate with the because it provides in-transit times to reach CPs and lower priority requestor to reschedule the move at a helps the pacesetter maintain the prescribed rate of different time or on a different route. If conflicts march. It may be used for supervised, dispatch, or arise during planning that cannot be resolved by the reserved routes. It should be used when congestion DTO or HTD, they must seek resolution of the is anticipated. priority conflict through the staff that approved the 7-5. CLEARANCE REQUESTS priorities. a. Units needing to move on controlled d. Movement credits are returned to the re- routes that require a movement credit must requesting unit through the same channels used for the quest and receive clearance before beginning request. Information on all movement credits issued movement. The request is submitted through the is provided to the provost marshal, MP units, and chain of command to the DTO or corps/EAC movement regulating teams for traffic control and MCT within whose area the movement movement regulating purposes. originates. In the corps, the MCT forwards é. The movement credit gives the requesting requests to its servicing HTD. In the COMMZ, unit the authoritty to move on a controlled route. the MCT forwards the request to its transporta- The credit is a control number. Policies for develop- tion battalion (MC). The request may be trans- ing the codes used for movement credits are mitted in hard copy, electronically, or verbally governed by STANAGs or command directives. based on procedures established in SOPs. Movement credits normally include a command b. The DTO, HTD, or transportation battalion identifier, Julian date, and sequence number. For (MC) reviews requests and considers them based on example, a unit of the 54th Infantry Division will move command priorities for the type of movement and the on Julian date 043. The credit was the third issued unit requiring movement. Priorities for types of move- for that date. The movement credit would be 54-043- ments are normally specified in SOPs, OPLANs, or 003. Additional codes may be added after the se- OPORDs. They include categories such as unit move- quence number to further identify the unit or type of ment, movement of reserves, logistical movement, and movement. Command directives normally prescribe movement of replacements. Unit or task force that moving units chalk the movement credit on the priorities are specified in OPLANs and OPORDs. sides of their vehicles to identify that the movement Unit priorities are based on the commander’s require- is authorized. ments to meet the tactical situation. These priorities

Section II. PLANNING FACTORS 7-6. INTRODUCTION It is expressed as kilometers or miles per hour (kph or mph). Movements are measured by calculating how long it takes to move a given distance. The three b. Pace is the regulated speed of a convoy or an methods of measurement are speed, pace, and rate element as set by a lead vehicle, the pacesetter. It is of march. Movement planners normally use rate of constantly adjusted to suit road, terrain, and weather march in performing movement calculations. conditions. Pace is also expressed as kph or mph. c. Rate of march is the average number of 7-7. MOVEMENT MEASUREMENT kilo-meters traveled in any specific time period. It a. Speedincludes is the actual short rate periodic at which halts a vehicleand short is delays, but moving at a given time as sho on the speedometer. it does not include long halts, such as those for

7-6 FM 55-10

consuming meals or for overnight stops. It is a. Distance Factors. Distance factors are expressed in kilometers or miles in the hour (kmih or expressed in kilometers (km) or meters (m). The mih). terms used to describe distance factors are as follows: 7-8. TIME AND DISTANCE FACTORS (1) Length of any column or element of a column is the length of roadway which it occupies. It is Time and distance factors (Figure 7-2) are used to measured from the front bumper of the lead vehicle perform a wide range of calculations for planning high- to the rear bumper of the trail vehicle and includes way movements. They can be used to conduct detailed all gaps inside the column. planning to develop movement tables or road graphs as outlined in Appendix E. They can also be used to (2) Road space is the length of a column, plus conduct expedient planning and calculating to any additional space (safety factor) added to the deconflict movement requests as outlined in para- length to prevent conflict with preceding or succeed- graphs 7-9 through 7-11. ing traffic.

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tfKTl Mfllttli M»«!, IEAI * T“«H1CIE»P

PISS nuE rmE tip rmE if« Ô Ô 0 0

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_ ^ i!11! ^ riar u*» ^ sum FACTOR PISS riMt '© Ó TIME SPICE Ô ID ID CLEARANCE DISTANCE I IP SP COUNN IENCTK ROAR DISTANCE

PASS EWE Q TINE DtSTINCE Ó ÜÁÍTiriilKEliif 0

Figure 7-2. Distance and Time Factors.

7-7 FM 55-10

(3) Gap is the space between vehicles, march (3) Time gap is the time measured between units, serials, and columns. It is measured from the vehicles, march units, serials, or columns as they pass trail vehicle of one element to the lead vehicle of the a given point. It is measured from the trail vehicle of following element. The gap between vehicles is nor- one element to the lead vehicle of the following ele- mally expressed in meters. The gap between march ment. elements is normally expressed in kilometers. (4) Time lead is the time measured between (4) Lead is the space between the heads of individual vehicles or elements of a column, elements in a convoy or between heads of successive measured from head to head, as they pass a given vehicles, march units, serials, or columns. point. (5) Road distance is the distance from point to (5) Tune distance is the time required for the point on a route, normally expressed in kilometers. head of a column or any single vehicle of a column to move from one point to another at a given rate of (6) Road clearance distance is the distance that march. the head of a column must travel for the entire column to clear the RP or any point along the route. (6) Road clearance time is the total time a Road clearance distance equals the column’s length column or one of its elements requires to travel the or road space plus road distance. road distance and clearance point along the route or the RP. Road clearance time equals the column’s b. Time Factors. Time is expressed in hours or pass time or time space plus time distance. minutes. The terms used to describe time factors are as follows: 7-9. TIME, DISTANCE, AND RATE CALCULATIONS (1) Pass time (or time length) is the time required for a column or its elements to pass a given Time (T), distance (D), and rate (R) factors are point on a route. used to make scheduling calculations for columns of any size. When two of the three factors are known, (2) Time space is the time required for a column the third can be found by using one of the following or its elements to pass any given point on a route plus equations as shown in Figure 7-3. any additional time (safety factor) added to the pass time.

Oivid« a triangle as shown. To find an unknown factor, cover D it. and the uncovered portion of the triangle gives you the for- R T mula for finding the unknown. For example, if distance (0) is unknown, cover it. and RT (rate x time) remains. If rate (R) is unknown, covering R leaves O. Do T. the same for time (T), and you find D remaining. R

Figure 7-3. Finding an Unknown Factor of Distance, Rate, or Time.

7-8 FM 55-10

a. Determining Time. Time equals distance Solution: 8 -i- 30 = .26 hours x 60 = 16 minutes divided by rate. If the distance is 210 kilometers and If the SP time is 0800, then the arrive time at the the rate of march is 42 kmih, the time is 5 hours: first CP will be 0816. 210 -ä- 42 = 5. (2) To calculate the arrive time at the second CP, b. Determining Distance. Distance equals rate take the distance from the first CP to the second CP, multiplied by time. If the rate of march is 40 kmih divide by the rate of march, and multiply by 60. and time is 4 hours, the distance is 160 kilometers: 40 x 4 = 160. EXAMPLE: Distance between CPs: 9 km March rate: 30 kmih c. Determining Rate. Rate equals distance divided by time. If a convoy travels for 5 hours to Solution: 9 -i- 30 = 30 hours x 60 = 18 minutes complete a 190 kilometer trip, its rate of march is 38 If the arrive time at the first CP is 0816, then the kmih: 190 + 5 = 38. arrive time at the second CP will be 0834. 7-10. ARRIVE AND CLEAR TIME (3) Continue this method to calculate the arrive CALCULATIONS time at succeeding CPs through the RP. a. Tb deconflict movements on supervised or dis- e. To calculate the clear times at each CP, plan- patch MSRs by using location or column scheduling, ners must determine the pass time. Calculating pass movement control organizations can use a more ex- time requires four calculations: density, time gaps, pedient method of planning and calculating than re- road space, and pass time. quired to develop road graphs as discussed in Appendix E. Both requestors and movement control (1) Density = 1,000 (meters) organizations must understand and apply time and dis- gap + avg length of vehicle tance factors associated with the movement of convoys EXAMPLE: If the gap is 50 meters and the on MSRs. Moving units must make calculations as part average length of the vehicles in the column is 9 of their movement planning and movement requests. meters, then — b. The minimum essential information needed is Density = 1,000 = 1,000 = 16.94 the arrive and clear times at SPs, intermediate CPs, and 50+9 59 RPs. Therefore, TA, corps, and division SOPs should = 17 vehicles per km specify a clearance request format that requires requesting units to calculate these arrive and clear times (2) Time gaps = [(number of march units - 1) x (see Figure 7-4). The DTO, H I D, or transportation march unit time gap] + [(number of serials - 1) x battalion (MC) may have to perform these calculations (serial time gap - march unit time gap)]. for large unit movements or special movements. They EXAMPLE: If a column has two serials with should check the accuracy of unit requests. three march units and the time gap between c. Use time, distance, and rate factors to calcu- march unit is 5 minutes and the time gap be- late arrive and clear times. The arrive time is the time tween serials is 10 minutes, then — the first vehicle in the column will arrive at an SP, CP, or Time gaps = [(6-l)x5] + [(2-l)x5] = RP. The arrive time is derived from calculating the time [5x5]+[lx5] = 25 + 5 = 30 minutes distance. The clear time is the time the last vehicle in the column will clear that SP, CP, or RP. The clear time (3) Road space = is derived from calculating the pass time. number of vehicles + time gaps x rate d. Calculate arrive times as follows: density 60 (minutes) (1) TEXAMPLE:o calculate numberthe arrive of vehiclestime at the = first102 CP, take the distance from the SP to the first CP, divide density = 17 per km by the planned rate of march, and multiply by 60 rate = 30 kmih (minutes). time gaps = 30 minutes EXAMPLE: Distance from SP to first CP: 8 km Road space =102 + 30 x 30 = 6 +15 = 21 km March rate: 30 kmih 17 60

7-9 FM 55-10

TO« CDR THRU: CDR FROM: 32nd Corps Spt Bn DATE: 26 Mar 19XX 112th MCÇ 34th CSG ATTN: S-4 ATTNs 1124th MCT EXT * X6060 SECTION I MOVEMENT DATA MOVING UNIT CONVOY CDR START POINT RELEASE PT TYPE OF MOVEMENT GRID:NX110300 GRID:NX410410 128th S&S CO. CPT SMITH UNIT LOG: CP 7 LOC: CP 2 RELOCATION MOVEMENT DATE: 29 Mar 19XX SP TIME: 0700 CONVOY # SERIALS SERIAL GAP * MU MU GAP VEH GAP ORGANIZATION 1 N/A 2 5 50M CHECK POINTS DISTANCE (KM) ARRIVE CLEAR ROUTE CRITICAL PTS/ BETWEEN PTS DESCRIPTION HALTS SP CP 7 XXXXXXXXXXXXX 0700 0709 MSG DODGE CP 4 15km 0723 0732 MSR DODGE CP 10 6km 0732 0741 MSR DODGE RP CP 2 14km 0753 0802 MSR DODGE

SECTION II VEHICLE/LOAD DATA - CONVOY COMPOSITION # OF TRACKS # WHEELS HEAVIEST VEH/WT/MLC 0 43 M932 TRACT W/M871 TRL/92,340/51 QTY MODEL DESCRIPTION LOAD INFO W H WT OTHER/HAZ MAT 24 M871 TRL.22 1/2T 358 96 103 60,760 27 M932 TRACT. 5T 280 115 113 3 2 M1QQ9 CUCV 192 95 75 18 CUCV. P/II 185 U!8 M9: TRX,5T,D/S 327 ??5 1ÎI M105A2 IRL; 1 1/2T 166 M101A1 TRL, 3/4T 147 y 1:818 1 M936 TRK , WRKR , 5T 356 115n 113 36,729

REQUESTORS NAME, TITLE, PHONE: ROY, RAMOND, SSG, X6666 SIGNATURE SECTION III

MOVEMENT CLEARED BY: MOVEMENT CREDIT #: AT DTG: CLEARANCE PASSED TO: AT DTG:

POSITIVE INBOUND CLEARANCE BY: DTG:

Figure 7-4. Sample Movement Bid.

7-10 FM 55-10

(4) Pass time = road space x 60 g. The pass time will stay the same throughout rate the route as long as the march rate and density do not change. If the march rate or density changes, then EXAMPLE: Continuation from previous ex- recalculate the pass time to determine the new clear amples. time. Calculations can be simplified by— Pass time = 21 x 60 = 1,260 = 42 minutes • Preparing and using conversion tables for 30 30 changing US common distances to metric f. The pass time at the SP is 42 minutes after the distances (Table 7-1), number of vehicles to first vehicle crosses the SP. If the arrive time at the pass time, and distance to time. SP is 0800, the clear time at the SP will be 0842. If • Standardizing variables to reduce calculation the arrive time at the first CP is 0816, the clear time time. When possible, use standard march at the first CP will be 0858. Use this same method to rates and density. calculate the arrive and clear times at succeeding CPs to the RP. Figure 7-5 graphically portrays this • Using automated programs to calculate ar- process. rive and clear times such as the military application program package (MOVEPLAN).

ARRIVE CLEAR MSR APPLE CP 14 (RP)

CP 11

CP 5

CP 4

CP 3

CP 2

CP 6

CP 7 — — — 0834 0916 CP 1

9 KM 0816 0858 CP 9

B KM 0600 0642 CP 8 (SP) —

Figure 7-5. Arrive and Clear Time Graph.

7-11 FM 55-10

Table 7-1. Conversion Table Kilometers to miles Miles to Kilometers (km x .62 « ml) (mi x 1.609 = km)

1 = .62 1 = 1.609 2 « 1.24 2 = 3.218 3 = 1.86 3 = 4.827 4 = 2.48 4 = 6.438 5 = 3.10 5 = 8.045 6 = 3.72 6 = 9.654 7 = 4.34 7 = 11.263 8 = 4.96 8 = 12.872 9 = 5.58 9 s 14.481 10 = 6.20 10 = 16.090 20 = 12.40 20 = 32.180 30 = 18.60 30 = 48.270 50 = 31.00 50 = 60.450 75 = 46.50 75 = 120.675

7-11. DECONFLICTING MOVEMENTS arrive and clear checkpoints. One method of deconflicting movements is by using a grid as shown a. Movement control organizations must in Figure 7-6. deconflict the planned movement of convoys on controlled MSRs in order to issue movement credits, c. This section of a grid represents an MSR reroute, or divert. They must also monitor the in- from CP 8 to CP 14, divided into one-hour blocks. A transit status of some convoys on controlled routes complete grid should be expanded vertically to cover to find out if movements are going according to the 24-hour military clock and horizontally to cover scheduling. This does not require monitoring every all MSR segments between checkpoints. A separate convoy, but should include monitoring certain criti- grid is prepared for each MSR. The grid squares are cal points or checkpoints. The function can be per- two-inch squares. As movement credits are issued, formed by either MRTs or MPs. Both require apply self- sticking note pad sheets to cover the route communications capability to relay information. segment on the grid that the convoy will occupy during the hour. Annotate on the note pad sheet the b. Without positive control measures and unit, movement credit number, date, and arrive and monitoring, the MSRs may become congested and clear times at the originating CP. Several convoys movements will be delayed. To deconflict movement may occupy an MSR segment during any hour and bids, planners must be able to visualize the location several sheets can be applied to any grid square as of convoys at any time and know when they should long as the movements do not conflict.

MSR APPLE

e - » 0 • 1 1 - T 7-6 8 - 2 2-3 3- 4*6 8-11 11-14 4 0000 0000 0000 0000 0000 oooo oooo oooo OOOO OOOO 0100 0100 0 100 0 100 0 1 00 0100 0100 0100 0100 0100 DIRECTION 6-4 11*6 14-11 0*8 1 ' 0 7 - 1 e - 7 6-2 2-6 4- OF 3 MOVEMENT 0*0 0 - 1 1 • 7 7-8 6-2 2-8 3- 4-6 6-11 11-14 4 0100 0100 0100 0 100 0 1 00 O 1 00 0100 0100 0100 0100 0200 0200 0200 0200 0200 0200 0200 0200 0200 0200

- * 6-7 6-2 2-6 4- 6 - 4 11-3 14 - 11 3 0 - 6 1 0 7 1 /

Figure 7-6. Convoy Deconflicting.

7-12 FM 55-10

d. This method, or one similar, enables the must also anticipate traffic disruptions caused by movement planner to visualize and to quickly deter- congestion due to breakdowns, weather, and mine what is on a MSR segment or what is planned degradation of road surfaces. They request route to be on a MSR segment at any time. (See Appendix E repair, decontamination, and traffic control support for critical time and point graph.) Knowing this in- and advise the G3 and G4 of any actions required to formation will enable the planner to quickly minimize the impact of disruptions. deconflict clearance requests or adjust to changing c. Movement planners must continuously seek out requirements. information from other staff sections to make assess- 7-12. DIVERTING AND REROUTING ments. In addition to receiving reports from MCTs and MRTk, they must coordinate regularly with the G3 and a. Movement planners in the DTO, HTD, or the provost marshal to obtain current information as transportation battalion (MC) must monitor the in- reported through command channels. transit status of convoys to find out if movements are going according to scheduling. They are also the d. On receiving reports of problems on an focal point for diverting and rerouting. They must MSR, the movement control organizations can be able to communicate with MRTs and MPs to progressively adjust traffic plans. They can issue enforce control measures on MSRs or to divert and instructions to the — reroute. SOPs must provide detailed guidance for • Units to hold movements that have not begun coordinating and disseminating information. or to issue new routing instructions. b. Traffic disruptions maybe caused by enemy • MPs or MRTs to hold movements at a staging action that destroys bridges, damages MSRs, or area or CP if they have already begun. contaminates MSRs. They may also be caused by refugees clogging an MSR. Movement planners • MPs or MRTs to reroute movements at a CP.

Section III. LARGE UNIT MOVEMENTS 7-13 INTRODUCTION • Determining the time frame for the move. a. Large unit movements, made to exploit • Analyzing organic and nonorganic move- advantages gained on the battlefield or to form for ment capabilities. an attack in a new direction or location, must be • Establishing movement priorities. executed quickly. Synchronization is critical during planning to open routes for movement and b. Planners must have a thorough understanding to deconflict previously planned movements. of the mission, the commander’s intent, the concept of the operation, and the priority of movement. The b. Maintaining logistical support and fundamental precepts of METT-T drive the planning uninterrupted transportation to other supported for large unit movements as they form the base re- units in conjunction with large unit moves requirement for the time and space factors charac- quires synchronization and continuous coor- terizing the movement. The following factors are dination. Large unit movements will normally be considered: planned by the moving units under parameters defined by the G3 and/or movement control • Task organization of units, current location, headquarters. This depends upon their location and concentration. and whether the movement commits the forces • Adequacy of routes to support vehicles and or moves them from one assembly area to tonnages. another. • Available assembly areas and transportation 7-14. PLANNING modes at origin. a. Planning for movement of large units consists • Control measures, coordination, and logistic of four concurrent steps: support for the movement and at destination. • Determining the requirements for the move. • Assembly areas at destination.

7-13 FM 55-10

• Deception measures before and during the tions must be identified and deconflicted. Less criti- movement and at destination. cal movements must be rerouted, delayed, or shifted to alternate modes. Engineering may be required to • Enemy situation, route and geographic con- upgrade routes or to construct bypasses or bridges. ditions, and weather. Scheduling guidance must be provided to the moving c. Preplanned movements must be reevaluated units. This guidance allows the units to conduct their in terms of their priority in relation to the unit internal planning for the movement. The main factor movement. Critical supplies may have to be pre- will be the availability of routes. Movement planners positioned or moved by alternate modes such as air, can use the following scheduling techniques: rail, or inland waterway if they are available. En • Creating reserved routes for particular units. route logistic support such as refuel on the move (ROM), maintenance, and life support must be pre- • Using location or column scheduling to allo- positioned. Traffic control and MRTs must also be cate time blocks for movement if units share pre-positioned. routes. d. Heavy-equipment transporters (HETs) may • Developing movement tables if routes are support the movement. Using HETs to move heavy limited and the requirement for control is forces increases the capability of the maneuver com- greatest. mander to quickly and efficiently move forces. They Detailed movement tables are necessary for smaller can assist in providing the maxi-mum amount of com- units to execute their portion of the plan. However, bat power at the decisive point and time to attain or the moving unit can develop these plans based on the keep the initiative and have forces arrive in a high allocation of routes or time blocks. Movement con- state of readiness. Using HETs will be governed by trol organizations will not normally develop detailed the availability of HETs, the conditions of the road movement tables for large unit movements. network, and the distance to be travelled. e. Highway regulation planning must be exten- sive and thoroughly coordinated. Critical road junc- FM 55-10

CHAPTER 8

RECEPTION AND ONWARD MOVEMENT OF UNITS

8-1. INTRODUCTION c. In a mature theater, the TAACOM, or equivalent command, provides direct support (less a. This chapter provides an overview of the movement control and line-haul transportation) to reception and onward movement process for units units located in or passing through its assigned area. deploying to a theater of operations. Arrival at a This support includes providing most field services POD represents the transition from the strategic to and classes of supply. The TAACOM executes sup- the operational and tactical levels of war. It is also port to the reception and onward movement process the normal transfer point, unless otherwise desig- through its subordinate ASGs. ASGs are normally nated, of command authority from the supporting assigned a geographic area of responsibility in the command to supported theater combatant com- COMMZ. They are normally located to take ad- mander. The responsibility of moving the unit and vantage of the transportation network and provide maintaining in-transit visibility simultaneously shifts responsive logistical support during the reception from USTRANSCOM to the theater’s senior move- and onward movement process. ments command, TAMCA or MCC. The senior movements command continues movement control d. The TAMCA, or equivalent organization, of the unit to its final prescribed location in the plans and coordinates onward movement from the theater. POD through intermediate points to the staging area b. Although the focus of this chapter is on a (SA). They include- mature theater, the same functions must be per- • Coordinating transportation and selecting formed during contingency operations. The Army modes for onward movement. component commander in this case may be a corps commander assigned to a joint task force. The MCC • Providing transportation services and high- or MCT would perform the functions identified to way regulation. the TAMCA and the COSCOM would perform the • Coordinating marshaling and holding area functions identified to the Theater Army Area Com- requirements with the TAACOM or mand (TAACOM) in the reception and onward equivalent headquarters. Marshaling areas movement process. are required when units prepare for movement or change from one mode to another. 8-2. THEATER RECEPTION AND ONWARD Holding areas are required for units to con- MOVEMENT PROCESS duct inspections, prepare vehicles, or await a. The reception and onward movement onward movement in case of delays. process is different depending on whether the unit • Providing movement schedules to the deploys with its authorized equipment or deploys to TAACOM for the TAACOM to plan logis- draw pre-positioned material. The reception tics support to moving units. process for units deploying with their equipment is shown in Figure 8-1. Figure 8-3 shows the primary transportation nodes in b. Units deploying to draw pre-positioned the reception and onward movement process that material take a specified amount of to-accompany- must be supported by movement control units. troops (TAT) equipment with them when they deploy. (See FM 55-65 for additional information.) e. The TAMCA and TAACOM provide in-transit The reception process for units deploying to pre- visibility of units transiting transportation/logistics positioned material is shown in Figure 8-2. nodes or geographic areas of responsibility. This

8-1 FM 55-10

information becomes input to the TA DCSOPS to b. In an undeveloped theater, an arrival airfield assist in force tracking (Figure 8-4). control group (AACG) may initially support an arrival airfield. The AACG should move with the lead 8-3. AERIAL PORT OF DEBARKATION elements of the deploying force. As the theater a. An APOD is an airfield designated by the develops or when the force structure and/or mission theater combatant commander, in coordination with increases, an ATMCT should be phased in to replace USTRANSCOM, for the sustained air movement of the AACG to execute port clearance missions. Nor- personnel and material or to serve as an authorized mally, this transition takes place when the airfield is port for entrance into or departure from the theater designated an APOD for the theater of operations. of operations. In a mature theater, the TAMCA However, operational requirements may require assigns ATMCTs to perform port clearance missions AACG operations for specific units concurrently at designated APODs. The ATMCT controls and with an ATMCT supporting port clearance missions manages the processing of units and TAT equipment at the same APOD. See Chapter 3 for more infor- for onward movement concurrently with other port mation on ATMCT capabilities. See FM 55-12 for clearance missions as shown in Figure 8-5. more information on A/DACG operations.

PHASE I PHASE U * PHASE III PHASE IV

PRE-APOO/ PERSONNEL! EQUIPMENT LINKUP COMBAT PREPARATION SUSTAINABIUTT SPOD ARRIVAL ONWARD MOVEMENT FIAI l TRANSFER OF LOADING AUTHORITY (TOA) 8POD AREA B EQUIPMENT STAGING AREA W/CARETAKER HQAO ISA) ELEMENT TAT CONVOY ARCA GAINING • ROD COMMAND HOLOINÛ STAGING AREA AREA

X piv SEP BDES EQUIPMENT RECEPTION X ACR) ^ APOD \ / APOO > PARTY TAT HOLDING J t HOLDING ! APOD Aft£A “ /IF\ EQUIPMENT RECEPTION PARTY DEPLOYS ON iux GAINING FIRST AVAILABLE DELAY t j COMMAND AIRCRAFT mV TACTICAL AERIAL PORT ASSEMBLY AREA OF MAIN BODY TAT •X MAIN BODY DEBARKATION OR TAT (APOD) (ATMCT)

GAINING 1 . EOUIPMFNT RECEPTION PARTY COMMAND A- APOD TO SPOO HOLDING AREA B- MEET ARRIVING SHIP C OFP-COAD BHiP 0- MAIN FOUIPUENT TO SA OTHER BN«. CO* 0£T* 2 . MAIN BODY TO SEA

SCHEMATIC FOR UNITS DEPLOYING BY AIR AND SEA

LEGEND:

Uport arrival at tM APOD, uni! bodv paraonn*) move to MOVEMENT TO SPOO main atáQina araa By inland tranapor tat (on arrancad by ATMCT or AACG. • MOVEMENT TO HOLDING AREA Unit «oulpment arrivas at tt\a 8P0D and la unloadad. Th# unll may than nova aroanieatly to an initial mirsnaling area or MOVEMENT OF MAIN BODY tho port operator may load the aquipraant on traneporr arranged by boat nation lor movament to lha ataging area.

Unll pereonnal linkup with Iha vehicle# and equipment tl the MARSHAL I N 0 AREA © designated itaging area and prepare lor employmant ae directed by the theater commander.

Figure 5-1. Units Deploying with Equipment.

8-2 FM 55-10

PHASE I PHASE II PHASE III PHASE iV PRE APOD/ PERSONNEL/EQUIPMENT COMBAT PREPARATION SUSTAINABILITY. SPOD ARRIVAL LINKUP ONWARD MOVEMENT. TOA DIVISIONS BfllSADSS ACR

LIAISON PARTY PRë'PQSITIONEû 91AÛINÛ AREA FORWARD U AT SRI AL 91 TC WITH IAT MA STAQINO ROAD/' AREA RAIL ROAD RAIL

QAINIMa ADVANCE PARTY COMMANO WITN TAT DEL AYS TAA

ACRIAL PORT OP DEBARKATION

MA WAIN BODY *1 UCT WITH TAT

CAINIMO COUUAMO

UNITS DEPLOYING TO PRE~P0SIHONED MATERIAL

LEGEND;

• •••• MOVEMENT OF LIAISON PART V ^Z^>MOVEUEMT OF UAIH BODY

MOVEMENT TO HOLDING AREA ^MA) MAR9MAUNO AREA

— MOVEMENT OF ADVANCE PART T

Figure 8-2. Units Deploying with Pre-Positioned Material.

MAT E RI E L &AJ AIRFIELDS PORVARD AIRFIELDS NON COM QATANT MAIN OPERATING BASES EVACUATIOM COLLOCATED OPENATJHG BASES HOLDING AREAS

Retrograda Flow* FM-ROUJE SITES Tr«lfi« Centr»! Point Tecn/r»ai Halt SKa» Remain Qvar Nlgbl &!«••

SEAPORT OF DEBARKATION

ARdHALIN G -« PBCATorM gi>PPLv\— STAS IN G AREA POINTS J * ARCA

HOLDING J P N F —P O SI I I ON E D ( EN-ROUTC SITES BPOO AREA J MATERIAL STORAGE BITE

APOO MOLDING N-ROU T AREA “)

A A AIRFIELD AEHlM PORT of DEBARKATION FORWARD AJAflELDS V MAIN OPERATING BASES COLLOCATErr TACT ICAL HOSPITALS OPERATING EAStS A9SCMSLY AREA

BATAN T ''ENCMV PRISONER XI I VAC Of VAR F NCLOSORE S/V HO

OTHER 3ITCS Ralroai«d« FIo»« LEGEND:

RETROGRADE

ON WARD MOVBMEN r

Figure 8-3. Reception and Onward Movement Process.

8-3 Figure 8-4. In-Transit Visibility. TAA CORPS * SA \ \ o o QAINIHO H COMMAND TAACOM RCZ/COMMZ H MCT/MA / TA FROM UCCIS WWMCCS POMCUS Vj JrC APOD TAUCA ITV ELEMENTS ATMCT • Proleel iitd anaouta TOA. • Unit raadlneaa In MA/9A. • Unit movamant from POE to gaining command. MCI SPOD i«-r HA -m: WWMCCS LESEND: Unit Movantent Tracking Information Æ SPOE CONUS r APOE ■ 4k 00 FM 55-10 Figure 8-5. APOD Port Clearance Missions. SA/ MATERIAL SITE ED P RE-POSITION MARSHALING/ DESTINATION STAGING AREAS ASQ/CORPS NETWORK IN-THEATER DISTRIBUTION FINAL DESTINATION PERSONNEL REPLACEMENT P P LY ROUND TRANSPORT "X» MAINBODY GROUND TRANSPORT) SPOD RES CRITICAL HOLDING AREA UNITS ft SUPPLY REINFORCEMENT (AIR TRANSPORT) APOD ATMCT LY NEO EQUIPMENT DRIVERS PW (GROUND TRANSPORTATION) ESU NT CAL \ \ MEDEVAC RITI IPM ■TROGRADE MATERIEL RE EQ DEPLOYMENT PR PORT CLEARANCE MISSIONS • * Decaaaed (ramalna) •• MEOEWO •• MATERIEL *• EPW • • Onward movement of forçât • • Reeupply • • Pereonntl -■ NEO «■ Reception of forcee (APOD i SPOD) • Movement of apeolal weepont • Sue tain men I • fi»po»l t Ion (no ol )n-thest»r forex • Deploy m«nt • Retrograde APOE 1 00 ui FM 55-10 FM 55-10

c. Army elements (ATMCT or AACG) at the or smaller contingency airfields (see Figure 8-6). If APOD require external support to perform cargo these USAF units are not available or cannot support transfer operations. This support may be provided cargo transfer operations, the ATMCT or AACG by USAF aerial port squadrons (APS) at large air- must be augmented with Army or HN cargo transfer fields (established AMC stations) and with AMC capability. tanker, airlift control elements (TALCE) at civilian

ARMY UNITS/RrSWiSIWUTirs LIS AT UNITS/RCSPONSIB1UTICS

TYPE TYPICAL TTFt TYPICAL FUNCTIONAL RESPONSIBILITY FUNCTIONAL, RCSPONSWIUTT ORGANIZATION MANNING oftCANrzvnoN MANNING

CoordlnoU on wort movtmtnh ctooronc« 35 ICT Coordínela onward and retrograde oír of Army cor go; In—transit vftlbTUJy; nSCOipl transport; track Air Force cargo. of rotrogrode molerfol. PCR3C0 Pnsvfde contingency personnel support/ ASC LN ÎM LNo suppoH services at APOD; coordiimtbn tracking tor daployod LfSAF base end with ASC; opéralo holding or«o«. Report transient porsonoef. Jn—transît visibility. COMM Provide common-user commun tea tloi^ 66 ASC Ufa support ssryicat at HA. 12 POSTAL Provide postal support to users in oreo. 5 pfte Supervisa A—5 RRDs. 45 OPNS TEAM

RRD Process and frock nonunit personnel. 37 AMC UNlTS/ftCSPONSimUTICS NEO LN TM Coordino*« NEO retro movement. 7 TYPE TYPICAL COO Ordnonea drapesol. 9 FUNCTIONAL RESPONSIBILITY ORGANIZATION MANNING

HOST-NATION TALCS Aircraft scheduling end control. 30

RESPONSIBILITIES 23 AMC will provtd* a TALCE at MAST Provide short-term support for medical each ÄPO0. A TAACE may have evacuees. > Air trottte contre) any of IH« fallowing teams: Coordínale movement of medical • Transportation . AERIAL PORT SQUADRON evacuees. > Commyneelwna - SAFETY • Air croft services Provide In-flight nursing cars to medical • MAINTENANCE evacuees. > SocwrHir • CREW CONTROL » Aw-croff looding and unloading AP Unloading and leading aircraft. • SECURITY POUCE • Office space • WEATHER AP Loading onward movement transport. • Bitlaling • Airfield carnage repair SP Protection of AMC aineraff

(^CPW NEO MOLDING AREA *^0

Cv ASC REP PCRSCÛM KP K CARGO r HOLWNC AREA

&v 0 SECURITY

ATUCT ft AERIAL PORT SQO TEAM NOTES: Û F INC HOST NA OH NORMALLY CONTROLS PAX CAftCO o % THE AIRFIELD ** ATMCr COLLOCATES WITH TALCE K) COORDINATION

Figure 8-6. Notional APOD.

8-6 FM 55-10

d. Efficient and timely airfield clearance is • Move via intratheater air transportation. critical to prevent congestion and sustain the air This involves trans-loading from strategic to flow into the APOD. APOD clearance, process- tactical aircraft at an air-to-air interface. ing, and onward movement functions are executed • Move to a holding area to await the arrival of sequentially (Figure 8-7) depending on whether ships at an SPOD. The unit may assist in the units draw pre-positioned material or deploy with ship off-loading. their equipment. ATMCTs coordinate transportation for the onward movement of passengers and baggage/TAT equipment. They also— 8-4. AIR-TO-AIR INTERFACE OPERATIONS a. At an air-to-air interface, soldiers and TAT • Brief troop commanders and passengers on equipment are trans-loaded from strategic aircraft to the current situation and procedures to clear tactical aircraft for onward movement. This type of the APOD. interface is used when units or reinforcements are • Task troop commanders to provide baggage critical or when the strategic aircraft is diverted from off-load teams and assess the status of its original APOD due to the tactical situation, weapons and classified material. weather, or lack of clearance capability. • Call forward transportation to meet disem- barking passengers and direct passengers to b. Air-to-air interfaces are normally short awaiting transportation. Ensure each vehicle notice, short duration missions. ATMCTs must plan is marked with unit and destination. to quickly respond to air-to-air interface requirements at the APOD or contingency airfields. • Coordinate cargo transfer of accompanying Clearance requirements include reconfiguring, in- cargo and TAT baggage pallets and recon- specting, and weighing baggage and TAT equipment, figure them by unit and/or destination for and manifesting passengers for intratheater move- onward movement. Baggage vehicles should ment. The ATMCT must coordinate with the Air accompany troop transportation. If com- Force or HN port operator to arrange for MHE and mercial or HN transportation is used, the TAACOM ASG to establish a PHA. weapons and classified material should move on troop transportation rather than as bag- 8-5. SEAPORT OF DEBARKATION gage. a. An SPOD is a port designated by the • Concurrently operate expeditious cargo theater combatant comander, in coordination with clearance and retrograde cargo operations. USTRANSCOM, for the sustained movement of e. ATMCTs also plan and coordinate with the equipment and material into and out of the theater TAACOM ASG for support necessary to operate a of operations. It may be operated by MTMC or an passenger holding area (PHA) when expeditious Army transportation terminal unit (TTU). The clearance is not possible due to port congestion or TAMCA or MCC assigns MCTs to coordinate port transportation shortages. The PHA may also be used clearance missions. The MCTs control and to give more detailed briefings to the moving unit on manage the processing of units and equipment for the current situation, port clearance procedures, or onward movement. MCTs can be added incremen- any other mission requirements. tally to coordinate onward movement requirements based on the type of terminal and the f. Units may move from the APOD to their SA terminal clearance capacity. Discharge time or TAA in the following ways: depends on the capacity of the ship and the rate at which it can be loaded or discharged. The MCT • Move directly via surface transportation. plans for onward movement based upon ship • Move via surface transportation after draw- manifests and discharge rate. Figure 8-8 displays ing pre-positioned material at storage sites. a notional SPOD.

8-7 Figure 8-7. APOD Clearance, Processing, and Onward Movement. APPROPRIATE TRANSPORTATION HNLO REOUESTS RESOURCES. © STAN AG FORMAT. F OR WAR DS ATMCT ENSURES MOVEMENT REQUIREMENTS ARE IN PROPER THEM TO HNLO TO ARRANGE TRANSPORT. D MAY ASK ATMCT RRD SISTANCE IN SCHEDULING OFFICE LIAISON RANSPORT FOR NONUNIT E fl SON NE L. WHEN TRANSPORT IS LOADED. PERSONNEL AND EUIPMEN T/CARGO MOVE TO NEXT DESTINATION. PR E-POSITION ED MATERIAL MARSHALING AREA STAGING AREAS SPOD OTHER AS © AUTHORITY ASSETS OR NOTIFIES ATMCT OF DELAT. HOST-NATION HOST-NATION © TRANSPORTATION ©HNTA FURNISHES TRANSPORTATION © (To) 15 © SR. H © 0 (BUS) ASG (TRUCK) (TRAIN) IQ REGULATING ATMCT NOTIFIES REPLACEMENT DETACHMENT (RRDh. ATMCT H/VE ARRIVED. ©IF NONUNIT PERSONNEL BY AMC OF AIRCRAFT OR FROM NAF OR TALCC ITSELF AIRCRAFT NOTIFIED OF )TALCE IS ARRIVAL 'IMMINENT TRANS BN (MC) OR MCC FOR AIRCRAFT ARRIVAL. k^APS TO PREPARE O ATMCT REP AT THE APOD AND /TNTALCE NOTIFIES OR WILL WILL BE DELAYED IF HN TRANSPORT ASG IS NOTIFIED. TALCC TALCE rr—-I AMC NAF ©IF HN PERSONNEL AND EQUIPMENT/ CARGO ARE LOADED. ATMCT PASSES GROUND MOVEMENT REQUIREMENTS (MC). TO MCC TRANS BN o APS 0WHEN TRANSPORT ARRIVES, HA VIA THEATER AIRLIFT AT AAI. \CRITICAL PAX/ /CARGO FORWARDED' © ui INFO FLOW PAX/CARGO FLOW ATMCT. UNIT CARGO IS PLACED NATION, APS, AND/OR UNIT PER- SONNEL. UNIT PERSONNEL ARE LOADED ONTO BUSES BY THE DIRECTLY ONTO HN PROVIDED TRANSPORT. IF AVAILABLE. OR MOVED TO CARGO HOLDING AREA. AREA AS DIRECTED BY ASO. UNIT PERSONNEL WILL MOVE TO OFF-SITE HOLDING BE DELAYED OVER 24 HOURS. “E5h ©AIRCRAFT IS UNLOADED OV HOST 1 \ AIRCRAFT LANDS \ AND IS MET BY APS AND ATM CT HEP. TROOP COMMANDER COORDINATES MOVE- MENT REQUIREMENTS WITH ATMCT. ©IF TRANSPORTATION WILL AIRLIFT SYSTEM THEATER ©;» CH47/C-130 i CO 00 FM 55-10 FM 55-10

ROAD CONVOY HEUCOPTER MARSHALING OPERATIONS AREA □ Mer THANSCOM TERMINAL BATTALION OR HHiiimimwt PORT CONTROL GROUP MTMC (TRANSPORTATION SPOD TERMINAL UNIT) IMIWMMMI KOLDINu AREA MHItlltlHIIM

CARGO / HOST I DOC I NATION I CONTRACT uC> SUPERVISION BA*" — PORT — RAIL HIGHWAY iiiummmninntinniin»HM

PORT CONTROL GROUP CONTROLS ALL ACTIVITY FROM UNIT ARRIVAL IN PORT AREA THROUGH PORT CLEARANCE.

TYPE ORGANIZATION FUNCTIONAL RESPONSIBILITY

MTMC Terminal Supervise Several SPODs

T TU Port Det (PD) Primary Intarlaea with HN ragardlng pert claaranca. Supar- vlaaa ah Ip oft-loading. Oooumanta cargo. Coordinates onward ahlpmant with MCT.

TA AC O M ASS PLT Provide« DS/HS aupply and malnlenance to tenants and tran- alenta. Primary Intarlaea with HN regarding loglstioal support. Coordinates raceptlon of equipment by deploying unit. Coordinates rear area security and area damage control with HN SPOD facilities managar.

Coerdlnatsa onward movement with H N. Arrangea aeeurlty to TAM CA MCT rail anipmenta. Coordlnaiea uaa ot US surface transport resources.

USA F WPLO Identities U8AF cargo for onward air shipment. Initiale« cargo tracKIng, and coordinated ground movement ol USAF cargo.

M SC M SCO Monitors and reports ship arrivals and departures. Coordi- nates berthing and aacurlty ol ship in port. Arrangea ship aupport.

ALL Deploying Provides cargo supervisors and ERP end assists in port SERVICES Unit claarancs.

Figure 8-8. Notional SPOD.

b. The TAMCA or MCC must synchronize movement. The MCT coordinates onward move- APOD and SPOD clearance operations. Units ment requirements and road movement bids, usually should be moved from the APOD or a holding area at the MA established for movement by that mode. to the SPOD in the order in which the units are The MCT receives requests for line-haul or special required at the port. The MCT tells the terminal or transportation requirements, such as HET, and com- port operator how to sort the equipment when it is mits TRANSCOM or COSCOM assets. discharged based on priority and mode of onward

8-9 FM 55-10

c. The MCT responsible for planning onward security, fueling, and other support require- movement must coordinate with the PSA, which ments. The PSA is a tailored organization supports port clearance. Maintenance is a unit unique to each port. It is under the opera- responsibility, but the MCT must provide guidance tional control of the terminal commander. and movement instructions to units to ensure that e. After clearing the terminal, equipment will be vehicles that move by rail or air are not recon- processed for onward movement by specific modes figured or fueled The MCT plans and orders at MAs as follows: railcars for unit rail movement requirements. The unit loads and ties down its equipment. The MCT • Rail for movement of outsize, oversize, and provides technical assistance. Figure 8-9 shows track vehicles to their staging area/tactical onward movement from the SPOD. assembly area (SA/TAA). d. The following additional organizations pro- • Intratheater (tactical) airlift from a sea-to-air vide support at the SPOD: interface of critically needed units or priority reinforcements to their SA/TAA. • The Army headquarters responsible for geographic support responsibilities, such as • Surface movement by highway of wheeled the TAA.COM or COSCOM, provides logis- vehicles to the SA/TAA, pre-positioned tics and life support for units transiting the material site, or final destination. port. • Inland waterway by lighterage, if available, • The PSA provides maintenance; configures depending on priority of movement and equipment for onward movement; and provides cargo transfer capability.

C-130

SEA LIFT SPOD SAI AIRFIELD

S INLAND V»T£ RWV ML PO DR CDo

M STAG IN G AREA

^ f HGLICOPTER ^ ASSEMBLY )\ MA

SPOD HOLDING AREA TA A

APOD

Figure 8-9. SPOD Onward Movement Operations.

8-10 FM 55-10

8-6. SEA-TO-AIR INTERFACE OPERATIONS 8-7. ONWARD MOVEMENT OF PRE- POSITIONED MATERIAL a. An alternate method of onward movement from the SPOD for high priority units is the sea-to-air a. Pre-positioned material, including combat interface. Equipment is separated at the SPOD to systems, vehicles, and sustainment are normally begin preparation for air movement. At the sea-to- organized under one of the following programs: air interface, equipment, drivers, and a C2 party are • Pre-positioning of material configured to unit processed for onward movement on intratheater sets (POMCUS). (tactical) airlift. The TAMCA or MCC normally assigns an ATMCT to execute the sea-to-air inter- • Pre-positioned ships. face. The ATMCT must coordinate with the MCT at • Theater war reserve stocks. the SPOD to ensure that units prepare vehicles and equipment to meet tactical airlift requirements. b. Pre-positioned material reduces the unit equipment and basic load requirement that must b. The sea-to-air interface is organized accompany units. The TAMCA and/or corps MCC similar to a departure airfield. The ATMCT re- must coordinate with the TAACOM and liaison party quires augmentation to execute the operation as from the unit to plan for onward movement from the shown in Figure 8-10. This includes portable storage site to the staging area as shown in Figure 8-2. scales, MHE, dunnage, and shoring. An MCT will directly coordinate with the moving

- ASSEMBLE VEHICLES INTO CHALKS. UNIT UNIT MARSHALING AS G - INITIAL INSPECTION • LOAD AND FUEL. AREA MCT - CHECK PERSONNEL AND CARGO MANIFESTS. - CALL FORWARD ON ORDER. *

ALERT UNIT - WEIGH/MARK VEHICLES. HOLDING ATMCT AREA - CONFIRM VEHICLE LOAD PLANS. * - CONDUCT JOINT INSPECTION WITH ALCE. -CORRECT DEFICIENCIES. ASG CALL FORWARD ATMCT - TAKE PAX TO HOLDING AREA. AREA ALCE

* READY LINE ATMCT * - ASSEMBLE VEHICLES LOADING ALCE ATMCT - CALL FORWARD BY ALCE RAMP

• ASSIST LOADING

Figure 8-10. Sea-to-Air Operational Stages.

8-11 FM 55-10

unit at an MA outside the storage site. The unit forwardto POEs based on their priority of movement advance party will draw the material and linkup with and the processing capacity of the port. Movement the main body at the staging area to complete combat planners must make sure people, supplies, and preparations. The MCT will select the plan for any equipment arrive at the transportation node simul- special transportation requirements for unit onward taneously based on the estimated processing time at movement from the storage site to the staging area. the POE. Units must be at the POE and prepared 8-8. MOVEMENT CONTROL DURING to load as strategic lift assets become available (Figure 8-11). REPOSITIONING a. The TAMCA or corps MCC may be respon- c. Units are called forward from a holding area sible for planning and executing movement control to the POE based upon a schedule matching the operations in support of unit repositioning when — moving units with specific aircraft or vessels. The service logistical commander responsible for in- • Repositioning within the theater of opera- tegrating logistical support will provide life support tions. to units while at the POE. The TAMCA/MCC or • Deploying from an OCONUS theater of subordinate units plan, coordinate, and select the operations to another theater. mode of transportation and issue or coordinate movement credits for units to move to the POE. • Redeploying from a theater of operations Units must arrive in sufficient time to prepare back to home station. vehicles and equipment for movement according to b. Movement planners must schedule move- instructions provided by the terminal commander. ments and transportation to support the movement See MTMC TEA Pamphlet 700-2 for sample loading as directed by the DCSOPS or G3. Units are called times.

RR HELICOPTER OPERATIONS / r MCT \ / MCT

RAIL OrF-LOAD

COM L MCT TRUCK / OFF-LOAD r MARSHALING ? AREA (MA) PORT i / OPERATIONS CENTER ■/STAGING AREA I (SA) PORT ' J I STAGING AREA I SUPPORT PORT OPERATIONS CENTER CONTROL ACTIVITIES CONTROLS ALL ACTIVITY FROM r i CLEMENT i UNIT ARRIVAL IN PORT AREA THROUGH LOADING ON SHIP.

TERMINAL CDR

Figure 8-11. Operations at a Notional SPOE.

8-12 FM 55-10

(1) At APOEs, ATMCTs ensure that TAT cargo check for identification tags, and conduct a roll and baggage meet the configuration of the scheduled call. Figure 8-12 displays a notional call forward aircraft and any other Air Force requirements. area processing center, including the flow of pas- Moving units may also receive customs and agricul- sengers from reception to manifesting. ture inspections. The ATMCT is responsible for 8-9. PLANNING SEQUENCE FOR RECEPTION maintaining the sterility of the processing center at AND ONWARD MOVEMENT the call forward area and manifesting passengers. The ATMCT coordinates with MP customs and US a. A comprehensive plan for reception and Department of Agriculture representatives to ensure onward movement requires adherence to a step-by- that operations at processing and holding areas meet step process similar to that used to develop a move- their requirements. ment program as described in Chapter 6. Planning must estimate the work load at specific transporta- (2) ATMCTs must also plan for retrograde of tion nodes to determine requirements for movement inoperable equipment, captured equipment, and control, mode operating, and mode change units. sensitive equipment. Planning should be done for operational periods for (3) As part of the manifesting procedure, each mode. It must also identify requirements for the ATMCT should conduct required briefings, MHE, CHE, and HNS (Figure 8-13).

BAGGAG E/TAT HOLDING/ CHfiCK OUT 70-»»- DINING AREA CARRY PLANE

ROLL ■ A¿RTgTIULira CALL CUSTOMS ARCA PALLET CP BUILD BAÛÔAÛ E/TAT MANIFEST BAGGAGE AREA -^.IN TO ROOM ROOM CENTER PLATRINE CP CP LATRINE ATMCT OFFICES

PASSENGER DEPARTURES OUT TO PLANE

Figure 8-12. Notional APOE Processing Center.

DEPART ARRIVE ARRIVE ARRIVE DEPART ARRIVE PRESTOCK STAGING ARRIVE STRATreie CONUS APOD/SPOD HOLDING AREA SPOD SPOD MA POINTS AREA FINAL PUNNING DAT£ D*TIE DATE DATE DATE DATE DATE DATE DESTINATION TIMELINE \ /OAYS\ /DAYS\ /OAYS\ /DAYS\ /WS\ / DATSS. /DAYS\ /OAYS\ /

INCREMENT 1

INCREMENT 2

INCREMENT 3

BALANCE DETERMINE DETERMINE REQUIREMENTS DETERMINE COORDINATE REQUIREMENTS CAPABILITIES A CAPABILITIES CRITICAL POINTS AMONG PUNNERS STRATEGIC PUNNING SEÚUENCE For each mcromont, AvaflabSity for o Include all work-* Identify bottleneck Cnsure inclusion of for ooch kg. Ro- glvtn tlmt period. loads to include or ebake points. supply and mainten- qulromenl oquots txomTno glUrixil* loading and off* Apply intelligence ance planners and generated by US ar tofol lift requfrod modos end routing. loading. Identify bast nation. Involve minus unit's lift Consider military, stiartfolls. Develop host nation sources. all commands ond ter copobitity. civilian, and hotl alternatives. ritorial authorilks nation. along route.

Figure S-13. Reception and Onward Movement Planning.

8-13 FM 55-10

b. During this process, movement planners at SA/TAA. Determine total transit time, maintenance the senior movement headquarters — and crew rest, and return time. (1) Obtain advance arrival information for (9) Resolve conflicts by either rerouting, changing intertheater sea and air movement from port modes, or rescheduling or obtain guidance from operators and operational planners. operational planners. Reconfirm that the selected route can accommodate any oversize or overweight (2) Assess the movement requirements data cargo/equipment being moved. such as RDD, priority of movement, equipment characteristics, and special requirements. (10) Identify requirements for MHE and CHE at the POD for each mode, cargo and trailer transfer (3) Group the requirements for each POD by points, and at destination. Coordinate with the destination geographic location in RDD sequence. TAACOM or COSCOM to provide sufficient MHE (4) Obtain movement priority for requirements and CHE to meet the needs at the points and times that have the same destination and RDD. required. (5) Determine available modes for onward move- (11) Coordinate for holding and storage areas ment based upon planning requirements. Consider the outside of POD staging areas if ports become con- requirement, equipment characteristics, priorities, and gested due to transportation shortages or scheduling modes servicing the PODs and SAs/TAAs. problems. (6) Select mode for each requirement. (12) Identify en route support requirements for fuel, mess, maintenance, and billeting. Coordinate (7) Program the mode for each requirement for with the TAACOM and/or COSCOM for this sup- reporting to POD based upon estimated time for port. POD clearance. This is dependent on the type of strategic asset (airlift, sealift). (13) Determine critical points where highway regulation or traffic control should be established to (8) Determine availability of equipment for maintain the flow of traffic. Coordinate for en route follow-on missions at the POD. Estimate uploading communications. and processing time for each mode at the POD. Apply time/distance factors to estimate transit time c. Plan for retrograde missions for equipment to other transportation nodes or arrival at the re turning fromthe SA/TAA in the same manner as above.

8-14 FM 55-10

CHAPTER 9

INTERMODAL OPERATIONS

Section I. CONTAINERS AND SEAPORTS 9-1. INTRODUCTION designated reporting point (such as trailer transfer point) submits in-transit reports. This section describes container management in an overseas theater. Containers are a c. The TAMCA, coordinating with the permanent type of transport equipment designed TAMMC, sets priorities for container shipment, to be transported by various modes of transpor- diversion, or reconsignment. tation. They facilitate and optimize carrying goods by one or more modes without inter- 9-3. OVERSEAS THEATER SUPPORT mediate handling of the contents. Containers are a. The composition of the commercial equipped with features permitting their ready maritime fleet determines US military use of con- handling and transfer from one mode to another. tainers. National transportation policy requires the This section applies to all commercial and DOD to use existing commercial transportation government-owned containers and PLSSCs equipment to the maximum extent possible. As such, which are part of the transportation system and much of the material that will arrive in a theater of not on unit property books. FM 38-725 provides operations will be in containers. Effective logistics further information on container operations. support will require the efficient movement and han- 9-2. CONTAINER CONTROL dling of containers throughout the DTS and within supply support activities. a. Control of containers must be established at an echelon that permits surveillance of the overall b. Military-owned containers such as military- container situation and centralized management of owned demountable containers (MILVANs) are all containers in the theater. Centralized manage- moved under the provisions of MILSTAMP. Com- ment is necessary to ensure visibility of containers mercial containers are moved under the provisions and to ensure that the containers are used only for of the MSC Container Agreement and Rate Guide. transport and not for other purposes such as per- The rate guide provides rates, terms, and conditions manent storage. Within the theater, that echelon is for worldwide intermodal movement of con- the TAMCA or senior movement control head- tainerized cargo for the DOD. quarters present. Operating within broad theater Army policy directives, the TAMCA develops 9-4. CONTAINER DESTINATIONS detailed policies and procedures for container use a. Within the theater, containers should be and monitors compliance therewith. throughput as far forward as practicable. This will b. Timely and accurate reporting of informa- be based primarily on the capability of receiving units tion is essential to the TAMCA as the theater con- to off-load and unload containers and the availability tainer manager. The TAMCA maintains of CHE and MHE. information on the location and status of all containers in the theater at all times. Each terminal, b. Normally, 40-foot commercial and consignor, and consignee notifies its supporting military-owned containers (Figure 9-1) will be MCT of the receipt, unloading, reloading, and moved to GS supply echelons because DS supply release of containers. The MCT relays this infor- echelons either do not have adequate CHE and mation through its headquarters, either the MHE to unload containers or they do not require corps MCC or transportation battalions (MC) to the volume of material at one time that con- the TAMCA. Each mode operator and each tainers provide.

9-1 FM 55-10

Type I Typ« J IH*lf Siial* (Standard) (ngida Length 3 10 5/B" »■ i s/r- Width 8' 1» 3/4- s- il j/a- Height B' HW' «• 3/I“ Outtide Length 4’ 3" r (" Width C 3" f 3" Height f 10 VT' f 10 1/2'' Cargo Capacity 9.000 Id 9.00010 Empty Weight 90010 1.5001b 'For cargoei with avarall dtntity aacaadtng 4t pound* par cubic toot.

NOTE: CONEXs ar« reusobla m«fal shipping boxes mounlad on skids ond fitted with recessed lifting eyes or lugs ot the top four comers. They «re produced In two styles: full- size and half-size.

OutaMa fît» Langth »' 0" Width »• O" Height »- or Inaldt Length 1*'4" m Width r •" Height r r. Cargo Capacity 41.3001b t Empty Wtight 3.5« lb

NOTE: UiLVANs ar« standard 8-foot high and wide by 20-foot long demountable containers that may be moved by all modes of transportation. They conform to US and International standards. For highway movement, the container Is attached to a MILVAN chassis by coupling its lower four standard corner fittings to compatible mounting blocks on the chassis.

20’ TYPE LENGTH tFEET) TYPE LENGTH (FEET) 20 86 24 RR* Pry-van 20.24.27. ».36. 40 Bulk-dry 24.40 Reafaf ». 24.27. ». » Bulk-leuid ». ». 27 9'6 Refrigerated ». 77.40 Sida door ».40 30’ 8 6

Van Ida ted ».27 Carte Inar ». 40 35' o 6 Inauleted ». ». ». 40 Cattlatalnar » 40* Open-top ».».40 Germanttalnar ».40 40* re Opan-top < 1/2 high) 40 Housing and office 40 40' Platform ». ». 27. ». 40 Display ».40 Platform (1/2 high) ».40 Communication* 40 40* 9’6

NOTE: Th# commercial transportation industry uses many typo* of containers to transport different kinds of cargo. The dry—van container is most commonly used.

Figure 9-1. Container Types.

9-2 FM 55-10

9-5. PORT OPERATIONS 9-6. CONTAINER DISCHARGE AT SEAPORTS a. The TA commander must ensure containers a. Fixed-port terminals normally provide arriving in the theater are promptly discharged and suitable facilities to off-load containers and transfer rapidlymoved forward totheirdestination (Figure 9-2). them to inland transportation nodes. Fixed-port Seaports will be operated either by MTMC, the facilities will be used to the maximum extent possible TRANSCOM, or the HN. Aerial ports will be because they can normally discharge a large volume operated by the Air Force. The TAMCA develops of containers at a rapid pace, are equipped with the movement program which allocates transporta- CHE, and are located close to inland transportation tion for the movement of all cargo and personnel hubs. Off-loading containers in the stream also can from PODs. The TAMCA also establishes container be used in conjunction with fixed-port operations if management policies and procedures. The berthing space is limited. See FM 55-17 for addi- TRANSCOM provides transportation for onward tional information on terminal operations. movement of containers. It may also provide trailer b. LOTS operations are another means of transfer, liaison, or mode operating units at the ports. providing support when established ports are not The TAMCA will normally assign an MCT to manage available or are not adequate. LOTS operations the flow of cargo from PODs. involve discharging ships anchored offshore and b. In combined operations being conducted bringing the cargo over the beach. LOTS operations from friendly soil, the HN may choose to exercise its are inherently less efficient than fixed-port opera- territorial responsibilities and continue to operate tions because they do not have the specialized CHE ports in the theater. The responsibilities of US forces found at fixed ports. While LOTS operations will be at these ports will be based upon agreements be- avoided where possible, LOTS capabilities may be tween the US and the HN governments. needed to supplement fixed ports (Figure 9-3).

MCO

O H GSU R GSU o DSU J OB DSU .j O* DSU -

OTHER OTHER CONSIGNEES ■"1 CONStONEES -1

J TSA H CSA

CONTAINER MOVEMENT

INFORMATION PASSING (PRIORITI ES/RECEPTION CAPABlL IT Y / E TA / INBOUND CLEARANCE)

If SELECTED COMMODITIES

Figure 9-2. Container Distribution Flow.

9-3 F WJ 55-10

0» CONTAINER SWP

: ; : CRANES ON PLOATICCE ^¿ga^sgwwyî?«»^ BELONG BARGE ■&

l SHIPBOARD LOABCKG CRAFT POINT ^ --..-,Æ9-._— CD ; n

LCU WITH EMPTY CONTAINERS AMPHIBIAN LACV UP TO Z MILES OFFSHORE

PARTIALLY CRAME ON BELONG PIER UNLOADED BEACH LCU CRAME JETTY

LOADED LCU □ u G EACMjjirTRANSFER /J

YARD TRAÍLERV ¡I WITM TRACTOR \ WITHIN 5 MILES OS ACV PAYM (SIMPLE CUT AND FILL)

OFF CHASSIS CDOOOO OODODl (STACKED 2 WCH) SO.OOO-POUND CAPACITY ON CHASSIS FRONT LOADING FORK U FT

CONTAINER MARSHALING AREA LONG-HAUL TRUCK LOADING TO LOC AMO POINT RAILHEAD

Figur® 0-3. Typical LOTS Operalioim.

9-7. SEAPORT CLEARANCE the SPOE. The ocean cargo manifest is compiled from two primary sources: the advance transporta- a. The theater first gains visibility of inbound tion control and movement document (TCMD) from containers from the ocean cargo manifest. The the shipper and lift data from the ocean carrier. Of manifest is sent from the MTMC area command the two sources of information, the lift data is the responsible for the POE. MILSTAMP requires the most critical because it provides container identifica- MTMC area command to transmit the manifest to tion and vessel data. SPOD within 72 hours after the vessel departs from

9-4 FM 55-10

b. The following actions occur upon receipt of disposition instructions. The port MCT and the manifest: TAMCA will update their accounting system. (1) Port operators begin preparing documen- f. Port operators, the MCT, and TRANSCOM tation to clear the containers through the port. If the mode operators should strive to move containers containers are shipped under the provisions of the from the ship directly to the mode of transportation MSC container agreement that requires the ocean for onward movement. This will prevent accumula- carrier to provide inland transportation, it will be tion at the port. Immediate transportation may not annotated on the manifest If the manifest indicates always be possible or desirable and containers will be delivery to the ocean carrier’s terminal, inland held in marshaling yards to await movement. The transportation arrangements are made by the port marshaling yard is a temporary holding area for MCT. containers awaiting transportation. It should be organized to promote rapid and continuous move- (2) The port MCT provides this data to the ment to and from the port and/or beach. The mar- TAMCA, which maintains theater visibility of con- shaling yard should be located as near the port tainers. The port MCT produces and transmits the operation as possible to minimize handling time. estimated time of arrival (ETA) forecast to the consignee (if possible), the destination MCT, the (1) If there are shortages of line-haul assets, TAMCA, MCC, and transportation battalions using a marshaling yard allows mode operators to (MC). program their assets and not have to have those assets sitting idle while the ship is being discharged. (3) The TAMCA processes the manifest into its automated system. This produces an initial master (2) The tactical situation may not allow imme- record of every container expected to arrive in the diate movement due to higher priorities for use of theater. transportation modes or MSRs. c. Upon receiving the forecast, destination g. Containers may be transported by rail, high- MCTfc coordinate with the consignee to determine way, inland water, and HN carriers. disposition instructions, delivery location, and (1) Rail, when available, is the most efficient capability to unload the containers. They provide method of moving large quantities of containers from instruction back to the port MCT as follows: the ports. Rail should be used to move containers as • Free flow the container to the manifested far forward as feasible. It is less affected by adverse consignee. weather them other modes, but its flexibility is limited because it depends on a fixed roadbed which maybe • Expedite the container to the manifested vulnerable to enemy action. consignee. (2) Highway transport is the most flexible • Divert the container to another consignee. method of moving containers and will be employed • Stage the container at the port. in line-haul, local haul, terminal clearance, and transfer operations. This will be the primary mode to d. The MCT normally receives disposition in- forward containers from rail terminals directly to the structions and plans onward movement before the consignee. Highway transport will be required for ship arrives at the SPOD. The MCT must receive multistop containers. Port clearance is a good use of any instructions to divert or stage containers HN transportation support and should be planned before arranging onward movement. If required, for if possible. The MCT may need to coordinate the MCT will coordinate movement clearance. off-loading capability with consignee. e. The advance ocean cargo manifest is only a (3) Inland water transport can be used when planning document. Port operators perform 100 there are sufficient assets, units, and facilities. This percent reconciliation during off-loading. Actual mode can help relieve pressure on rail and truck containers discharged will be matched against the transportation modes. Inland water is the slowest advance ocean manifest and all discrepancies mode and requires the most container rehandling. noted. If there are differences, the port MCT must Due to variable tides and water depths during notify the TAMCA and^destination MCTs for

9-5 FM 55-10

seasons, this mode may not be available year round d. When containers are available for in- The advantage is that large quantities can be moved tratheater movement, they may be used to con- (4) HN carriers may move containers. How- solidate shipments to supported units. ever, they will not normally move MILVANs used to 9-9. CONTAINER OPERATIONS AT CORPS ship ammunition. MILVANs will normally be moved AND DIVISION by Army assets. a. The geographic location, requirements for h. When containers are delivered to the consig- increased mobility and dispersion, and lower stock nee, the consignee must unstuff the container as levels differentiate TAACOM and corps supply quickly as possible and report its availability for activities. However, most of the container-handling pickup to the servicing MCT. concepts at EAC outlined above remain valid for corps. i. If on delivery of the container it is found that the container needs to be delivered to another con- b. The commodity orientation of GS supply signee, the MCT has two options: units normally allow them to receive containers stuffed with one commodity • Reconsign the container to the proper consignee with the same mode operator. c. Fully stuffed containers will routinely be moved as far forward as the division rear area to support the • Unstuff the container and deliver the cargo divisions and nondivisional supply activities operating using other modes of transport. in the division rear. Generally, containers moved this far forward should not exceed 20 feet in length due to 9-8. CONTAINER OPERATIONS AT EAC limited CHE. a. Throughput distribution of containers from d. Containers normally will not go into brigade ports or marshaling areas to corps or division areas areas. In exceptional cases, containers with MHE will be accomplished when feasible and when con- required for unstuffing could be forwarded to the tainers are destined for a single consignee. This brigade. An example would be the shipment of bar- method of distribution will be based on priorities and rier materials needed to support a specific engineer requires coordination between the TAMCA and effort. TAMMC. e. Containers normally will not be grounded b. Although the objective is to unstuff con- in the division area. Containers on chassis will be tainers within three days and return them to the unstuffed as soon as possible and the chassis and transportation system, this objective may not always container returned to the transportation -system. be met. Planners must anticipate that units will want Generally, empty containers on chassis will be picked to use grounded containers for limited temporary up when loaded containers are delivered. storage purposes. The TAMCA must limit using containers for storage so sufficient containers remain f. Another container configuration is the PLSSC available for transportation purposes. Containers (Figure 9-4). These containers are used to initially authorized for temporary storage will be accounted throughput Class V to the corps support areas (CSAs) for in the transportation system unless the TAMCA and ammunition supply points (ASPs) in the corps area relinquishes control. Once in the corps area, they are the transportation asset used to move Class V from the CSA forward. They will c. When containers are approved for limited be exchanged on a one-for-one basis at the Class V user temporary storage at TAACOM supply activities, location and returned to the CSA/ASP for repacking they must be off-loaded from the trailer or chassis as and reuse. They will be monitored like containers but quickly as possible. The chassis is even more critical will not be used for retrograde cargo. They remain a to the transportation system in the theater than the corps asset until redeployment. containers. Therefore, the TAMCA must ensure that these activities have CHE to ground the con- 9-10. INTERTHEATER AND INTRATHEATER tainers. The containers then may be unstuffed over CONTAINER MOVEMENTS a period of time as supplies are issued or recon- Concepts for the intertheater and intratheater signed. movement of containers are shown in Figure 9-5.

9-6 FM 55-10

Figure 9-4. Palletized Load System Sideless Container.

CONUS COMMZ CORPS DIVISION

20H TO 40 • FT CONTAINERS • COMMERCIAL S MILITARY J i—y ♦ ♦ f OSSA I J CSSA I

* I 20 - FT CONTAINERS - MILITARY A COMMERCIAL ^ TiT n—1 [ OSSA II USER J [ OSSA II USER I PISCOM || USER I

20 TO 40-FT SPECIAL- PURPOSE CONTAINERS / SHELTERS

I U“R I I USER I I USER I

ROUTINE MOVEMENT SELECTED MOVEMENT

Figure 9-5. Container Movements.

9-7 FM 55-10

9-11. DAILY CONTAINER MANAGEMENT (5) Maintain a container log that reflects all ACTIVITIES containers forecasted or received within their area of responsibility. a. The TAMCA will develop, disseminate, and monitor policies and procedures for containerized (6) Report the receipt of unforecasted con- shipments moving in the theater. These respon- tainers to the TAMCA. sibilities include— (7) Report all empty containers to applicable (1) Tracking the movement of containers and mode operator and coordinate pickup. MILVANs consigned to activities within the (8) Notify the TAMCA when a consignee theater. reports receipt of an unserviceable or damaged con- (2) Coordinating and approving reconsign- tainer or cargo damage. ments with the origin and destination MCTk. (9) Receive and process requests for reconsign- (3) Receiving diversion, staging, and release ment action from customers. from staging requests from theater commodity (10) Monitor retrograde operations. managers and MCTs. (11) Ensure MCTs minimize retrograde back- (4) Ensuring reconsignments, diversions, stag- log. ing, and release from staging information is quickly submitted to the ports and MCTs. 9-12. CONTAINER MANAGEMENT OBJEC- TIVES (5) Assisting shippers in planning the proper stuffing of containers with multiple consignees. The 12 objectives of container management that apply to all transportation managers are to— b. The TAMCA movement information division’s responsibilities are to- • Consolidate shipments for single consignees versus multiple consignees or break-bulk il) Receive all container movement informa- points. tion transactions and ensure it is quickly submitted for input into an automated system. • Minimize the time for holding or consolidat- ing cargo to fill up containers. (2) Monitor automation-generated data and automatic digital network transmissions to the • Maximize container cube use to achieve LCA. economical movements. (3) Ensure that automated cargo forecasts are • Expedite the movement of throughput and promptly forwarded to the concerned organizations. high-priority container shipments. c. The transportation battalions (MC) and • Maintain 100 percent in-transit visibility of corps MCCs, through their subordinate MCTs, containers and contents. will — • Ensure optimum use of container equip- (1) Provide inbound container and PLSSC ment. information to MCTs to be passed to consignees. • Not allow containers to become congested in (2) Provide disposition instructions to the yards. Keep them moving. TAMCA based on information received from the • Move containers as fast as mode operators MCTs and customers. can transport them and consignees can ac- (3) Ensure the MCT notifies consignees of the cept them. impending arrival of multistop containers and the • Ensure containers are unstuffed and released need for priority discharge of these containers at back to the transportation system as soon as intermediate stops. possible. (4) Monitor arrival, unstuffing, and pickup of • Integrate the military and commercial inter- containers within their area of responsibility. modal container management system.

9-8 FM 55-10

Ensure that mode operators are responsive forward approved shipping dates and an export traf- to the needs of consignees as well as transpor- fic release (ETR) to the origin MCT. tation managers. (3) Coordinate movement of empty containers • Try to use containers for retrograde move- to a consolidated container collection point if the ments as much as possible without slowing approved method of retrograde is to line-haul down the system. retrograde cargo to consolidation points. 9-13. RETROGRADE USE OF CONTAINERS (4) Coordinate for CHE and MHE as needed. a. Containers should be used for retrograde (5) Supervise loading and stuffing of containers. cargo if the cargo can be containerized, if the cargo (6) Task the appropriate mode operator to is on hand for movement, and if it does not interfere transport containers. with the reception and onward movement of containers. The TAMCA must plan for the retrograde 9-14. CONTAINER DOCUMENTATION use of containers through its MCTs. Container documentation is carried out accord- b. MCTs monitor retrograde operations. ing to DOD Regulation 4500.32-R (MILSTAMP). They— 9-15. INTERFACE WITH CONUS (1) Query customers to find out if they have The TAMCA provides the link between the retrograde cargo that requires movement or receive CONUS and theater for container control. It advises transportation requests from customers. Determine the joint container control office (JCCO) of the if the cargo is container compatible and if it is at or status of military-owned or -leased containers in the near the final destination of the inbound container. theater. The JCCO is the container control activity (2) Forward container retrograde requests located at MTMC Eastern Area, Military Ocean through their headquarters to the port. The port will Terminal, Bayonne, NJ.

Section II. AIR CARGO AND AERIAL PORTS 9-16. INTRODUCTION • Division supply and transport battalion/main support battalion DSU. This section describes management information and procedures for air cargo as it moves in a theater • Supply and service battalion. of operations. It clarifies the differences between • Central issue facility. shipments representing the air lines of communication (ALOC) portion of the Direct Support System • Clothing Sales Store. (DSS) and all other air cargo. FM 38-725, FM 90-25, • Installation maintenance or supply activities. AR 59-8, and FM 59-11 provide additional information on the ALOC system. • Self-service supply centers (SSSC). 9-17. DIRECT SUPPORT SYSTEM • Medical logistics (MEDLOG) battalion forward/rear. a The DSS is the Army standard supply distribution system for supply Classes II, m(P), IV, V (missile b. DSS objectives are to — components only), VH, VIII, and IX. DSS provides for • Improve supply responsiveness through direct delivery of shipments from a CONUS wholesale reduced order ship times (OST). depot to a supply support activity (SSA). ALOC is a subsystem of the basic DSS standard distribution sys- • Reduce or eliminate intermediate level in- tem. A DSS unit must be an SSA that maintains an ventories thereby reducing costs. authorized stockage list and is authorized to requisition • Meet DA objectives on visibility of requisi- the classes of supply noted above. Examples of SSAs tions and in-transit material. that meet this criteria are — • Meet DA material readiness objectives at Divisional or EAC maintenance battalion lowest cost to the DOD. direct support unit (DSU).

9-9 FM 55-10

• Operate in peacetime the same supply dis- 9-19. ORDER SHIP TIME OBJECTIVES tribution system that will be used in wartime, Tables 9-1 and 9-2 compare the OST objectives of requiring minimal transitional changes. DSS and ALOC for various theaters. Significant dif- 9-18. ALOC SUBSYSTEM OF DSS ferences are in the CCP and POE processing times and Once a unit has been approved as a DSS unit, it the transit time between POEs and PODs. These ob- can then apply for ALOC status. ALOC provides jectives provide a guideline for ALOC port clearance air delivery of routine priority (PD 09-15) air eligible and in-transit movement in a theater of operations. Classes VTII, IX, and selected maintenance related 9-20. PORT CLEARANCE AND INPUT TO THE Class II and IV items to selected OCONUS Army CSS LIE units. Although ALOC units are DSS units as well, they are distinguished by their mission which is primarily a. ALOC is a peacetime and wartime system. repair parts support. The criteria is that it must be a However, the tremendous increase in air cargo DSS unit with a Class IX (repair parts) or mediad volume during wartime mandates intensive management of the receipt and onward movement of ALOC supply support mission. Candidate units for ALOC DSS cargo. Otherwise, the distinction between must be in a location supportable by AMC. Examples ALOC and other air cargo within the theater will of SSAs eligible for ALOC are— disappear. • Medical support activities. b. Figure 9-6 is a sample of an OCONUS • Maintenance or supply battalions. material flow using the European theater. It also shows how ALOC input interfaces with the LIE • Installation maintenance activities.

Table 9-1. DSS/OCONUS Order Ship Time Objectives.

(Surface Hovnent)

Alaska Caribbean Europe Hawaii Japan Korea Cycle segnent OSS DSS DSS OSS OSS DSS ln-theater 5 5 processing KICP processing 33 3 33 3 Depot processing 5 S 5 55 5 In-transit to Z 2 { 22 3 CCP CCP processing 13 10 10 11 It 15 In-transit to POE, POE processing In-transit POE 4 7 10 5 12 18 to POO P00 processing 22 2 11 2 In-transit to 3 1 3 11 2 SSA

SSA processing _£ _£ S 5 S _6 Total order ship 42 40 45 40 52 59 tine (calendar days) *DA established DSS OST objectives for priority designators 09- 15. Wartime activities may affect these objectives.

9-10 FM 55-10

Table 9-2. ALOC Order Ship Time Objective.

(Air Neveaént)

Cycle sagaent Alaska Berlin Caribbean Europe Hawaii Japan Korea Turkey

In-theater 343 processing

NICP processing 222 2 2 2 2 2

Depot processing 433 3 4 4 4 3

In-transit to CCP 4 2 2 2 4 4 4 2

CCP processing 224 2 2 2 2 2

In-transit to POE 2 1 2 1 1 2 1 1

POE processing 222 2 2 2 2 2

In-transit POE 1 3 1 1 2 2 2 4 to POO

POO processing 111 1 1 1 1 1

In-transit to SSA 1 I 1 1 1 1 1 1

SSA processing 444 _4 _3 _4 _4 _4

Total OST 26 25 25 23 25 29 28 26 (Calendar days)

4 DAYS 6 «

DOS

mer ✓ \ MMC DAAS

MAO 2 DAYS

STATUS ± DBS

KJN^

LIF S' DEPOT 3 DAYS TKB GZD

SSA 4 DAYS UNIT

BBC TXA TKB

2 DAYS TX4 • •—rS

1 DAT

AOSN/CAAÛO PLOW CCP APOE APOD 1 DAY 2 DAYS 1 PAY 1 DAY LIF DATA

Figure 9-6. Sample of European ALQC Ship Time Objectives.

9-11 FM 55-10

c. Figure 9-7 shows the flow of the air manifest ATMCT will not receive advance manifest data and The CCP transmits TX4 data to the LIF. The LIF must wait until aircraft arrival. transmits a BDD document to the gaining e. The ATMCT, having received the air manifest TAMCAvTAMMC. The TAMCA/TAMMC then from the Air Force and cargo disposition instructions determines the priority of movement within the from the TAMCA, commits mode operators for on- theater based on this advance arrival information. ward movement of the cargo. This may include early They also can hold, divert, or expedite the ALOC spotting of trailers or preparations for an air-to-air cargo based on changes to theater priorities. The interface (AAI) operation. The ATMCT will also — TAMCA forwards these instructions to the ATMCT at the receiving APOD. Note that the BDD docu- • Update its customer address list to ensure ment is for planning only because it does not assign cargo is sent to the right consignee. the cargo to a specific air mission. • Coordinate with the APOD for staging to d. The APOE will create an air manifest for prepare for onward movement. cargo on each aircraft. If the APOD is tied into the • Send advance notice of incoming cargo to AMC Consolidated Aerial Port Subsystem (CAPS), destination MCTs (if required). the APOE wall forward the manifest to the gaining APOD within one hour of aircraft departure. If the • Request any necessary road clearances for APOD is not tied into CAPS, the APOD and onward movement.

cci> UF APOO ATMCT MMC/TAMCA

FORWARDS RECEIVES TX4 CREATE AIR RECEIVE 7X4 CARD ANDTXA/ MANIFEST BDD-7K-* DATA/ TOTHS UF TRANSMITS DETERMINE SOD DOCUMENT PRIORITY OF TOMMC MOVEMENT; 1 HOLD. DIVERT, SEND AIR RECEIVE AIR RECEIVE AIR EXPEDITE TK4CARD MANIFEST TO TAMCA MANIFEST MANIFEST TO APOO I RECEIVE PLAN FOR PRIORITY OF U FORWARD TXA ARRIVAL OF MOVEMENT ^ CARO TO UF CARGO FROM TAMCA

CREATE CERTIFY CLEARANCE ASSET DOCUMENTS REQUIREMENTS TO MODE OPERTAOR

PLANS FOR AIRCRAFT UPDATE DISCHARGE CUSTOMER ADDRESS UST

DEVELOP CAROG OFF-LOAD SEQUENCE

Figure 9-7. Air Manifest Flow.

9-12 FM 55-10

9-21. ONWARD MOVEMENT AND INPUT TO TMR number, and requesting positive inbound THE LIE clearance for controlled items, the ATMCT will prepare the sequence of pallet flow to be given to the a. Figure 9-8 shows the flow of air cargo once it APOD. enters a theater of operations. Concurrent with cargo off-load, the ATMCT uses the air manifest to d. The APOD will load the pallets based on this reconcile cargo status against the advance air sequence flow, prepare the cargo manifest, and manifest data. release the cargo. A copy of the cargo manifest is given to the ATMCT. b. The ATMCT removes the TK6 card and annotates on it the arrival of the pallet and the depar- e. This reconciliation is sent to the TAMCA ture from the terminal. This may also be done data base for input to the LEF. LOG MARS bar codes electronically by updating the advance manifest data should be used whenever possible to capture automated data. c. After determining the mode for onward movement of cargo from the APOD, assigning a

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THIS PAGE INTENTIONALLY LEFT BLANK

9-14 FM 55-10

APOD AT MOT MODE OPERATOR TMCA/MCC/TRANS BN (MC) HOST NATION DESTINATION MOT COSIGNEE/RECEIVER

DISCHARGES RECEIVES 100% RECEIVES RECEIVES CARGO R ECONCI Ll AT ION DATA REQUEST CARGO PERFORMS 100% U P DAT E S BASE RECONCILIATION DATA BASE IF RAIL RECEIVES (NOTE 1) COMMITMENTS RECEIVES/LOGS IDENTIFIES CARGO IF HIGHWAY AD VAN CE RECEIVES FOR ON WA RD I ISSUES [ISSUES CONVOY 1 STAGES CARGO (NOTE 2) NOTIFI ES SHIPMENT A DVA N C E MOVEMENT r—H CONVOY U—V ►I HIGH WAY I NOTIFICATION IN BB OR THRU I ! HIGH WAY I CLEARANCES RECEIVER MANIFEST IF ARMY AIR ASSETS J J J CLEARANCES | J (NOTE 7) (NOTE 3) AVA I L A B L E J (NOTE 9) IF AIR FORCE MAKES MODE DETERMINATION AIR (NOTE 4) -, I I RECEIVES AND j RECEIVES AND 1 SOLICITS IF INLAND ■ 4 I REQUESTS | I PROCESSES I I PROCESSES A LT E R N AT E IS NOT WAT E R WAY ! TRANSPORTATION ¡ 1 I CONVOY J ■ TRANSPORTATION DATES ABLE TO (NOTE 5) I HIGH WAY REQUESTS I REQUESTS J RECEIVE ISSUES TM R I CLEARANCES I REFERENCE IF HOST SHIPMENT N AT I O N NUMBER (NOTE 6 & NOTE 9) VA L I DAT E S ‘"I I 1 SPOTS I PROCESSES i J COMMITS , NOTIFIES ASSETS I AIRLIFT I ASSETS AT M CT REQUESTS POSITIVE I REQUESTS j IN BOUND ISSUES CLEARANCE POSITIVE IS ABLE FOR ? viy INBOUND TO RECEIVE CONTROLLED ■ CLEARANCE SHIPMENT CARGO RECEIVES t AP P ROVAL POSITIVE I N BOU N D I CLEARANCE REPROGRAMS APPROVAL I SHIPMENT (NOTES)

RECEIVES PA L L E T SEQUENCES COMMITS FLOW PALLET FLOW MODE SEQUENCE O P E R AT I O N

RECEIVES AND LOADS ASSETS RECEIVES SHIPMENT NOTIFICATION PREPARES CARGO RECEIVES MANIFESTS; CARGO RELEASES CARGO MAINFEST

ENTERS DATE FORWAR DS SHIPMENT RECEIVES TMR DATA N OTI F I ES LEFT APOD NOTIFICATION NOTIFICATION RECEIVER ON TMR OF SHIPMENT OF SHIPMENT CARD

RECEIVES PULLS CARGO ASSETS >

CLOSES COMMITS CLOSES LOG ASSETS LOG

Figure 9-8. Air Cargo Flow.

9-15

FM 55-10

CHAPTER 10

TRANSPORTATION REQUEST PROCESS

Section I. SUPPLY SYSTEM INTERFACE

10-1. INTRODUCTION From Table 10-1, the PD of the requisition for an FAD I unit with a UND of A is 01. Movement control in a theater of operations is closely linked to the supply system. The supply sys- (4) Exceptions. There are exceptions to this tem generates much of the transportation require- system of determining priorities. See AR 725-50 for ments that support combat forces. Movement more information. planners at all echelons must understand that supply b. Transportation Priority (TP). Before select- priorities and competing demands for logistics ing the mode of transportation, the transportation resources affect transportation priorities. Under- ofGcer converts the PD on the supply document to a standing the relationship of the supply system to the transportation priority as follows: transportation system is essential to effectively plan and execute movement control. This section addresses PD TP how supply priorities are translated to transportation 01-03 1 priorities for movement of material from CONUS 04-08 2 depots to overseas theaters. 09-15 3 10-2. SUPPLY REQUISITIONS AND CONUS c. Transportation and Mode Selection. Mode PROCEDURES selection is governed by the TP, the standard delivery Transportation priorities are derived from the date (SDD) or RDD, the weight and cube of the priority designator found on all material requisitions. shipment, the nature of the materiel, the cost of the transportation, the distance to be shipped, and the a. Priority Designator (PD). The PD is based modes of transportation available between the depot upon a combination of factors that relate to the mis- and the POE. sion of the unit requesting material and the urgency of need for the material. The requesting unit puts a (1) The following chart gives the preferred PD on all requests it submits to a supply support mode for each TP for movement between CONUS activity. The PD is determined according to the and an overseas theater: Uniform Materiel Movement and Issue Priority Sys- TP PREFERRED MODE tem (DOD Directive 4410.6, UMMIPS). Table 10-1 shows how the PD is determined. 1 air 2 air (1) Force/activity designator (FAD). A Roman 3 ordinary surface numeral (I to V) assigned by the JCS or Army MAOM to indicate the mission essentiality of a unit (2) There are times when the transportation to meet national objectives. officer will select a mode other than the preferred (2) Urgency of need designator (UND). An mode. For example, TP 1 and 2 shipments that normally move by air might move by surface when — alphabetic letter (A to C) assigned by the commander of the unit requesting the materiel. The • The items to be shipped are too heavy or too UND is based on the importance of the requested large to fit in an aircraft. materiel in accomplishing the unit’s mission. • Surface transportation is the only mode avail- (3) Example. The 99th Aviation Company, an able between the POE and POD. FAD I unit, requests a helicopter rotor blade. The commander determines that the unit cannot perform • Surface transportation is more advantageous or more expeditious due to the short distance. its mission without this item and assigns a UND of A.

10-1 FM 55-10

Table 10-1. Priority Designatol's.

URGENCY OF NEED DESIGNATOR FORCE/ B C ACTIVITY UNABLE TO IMPAIRING DESIGNATOR PERFORM MISSION MISSION ROUTINE Top national 01 04 11 priority

Combat 02 05 12 ready

Ready to deploy 03 06 13 within 30 days IV. Ready to deploy 07 09 14 within 90 days

V. Ready to deploy 08 10 15 after 90 days

(3) On the other hand, TP 3 shipments which requisition will be filled and shipped ahead of all normally move by surface, might move by air when— other TP 1 shipments. • Air transportation is the only mode available. d. Supply Systems and Organizations. • The overall cost of shipping via surface is (1) Defense Automated Addressing System greater than shipping via air. (DAAS). The DAAS routes requisitions and related • The materiel being shipped is high value or a information between supply units, material security risk and it would be in the best inter- managers, national inventory control points (NICPs), ests of the government to ship it by air. and CONUS depots. The DAAS also provides the LCA with concurrent images of requisitions and (4) SDD. The SDD is the calendar date that related traffic for recording in the LIE materiel must be delivered to the requisitioner. It is (2) LTE. The LIE is an on-line computerized data based on UMMIPS criteria and includes the normal base that centralizes the collection, correlation, and processing and shipping time the supply and retrieval of supply and transportation data on Army- transportation personnel use to process and move sponsored requisitions maintained by the LCA. The supplies from CONUS depots to overseas locations. LIE furnishes historical supply and transportation (5) RDD. When the SDD will not meet the pipeline progress of a requisition from the time it is sent requisitioner’s requirements, the requisitioner may through the DAAS to the time materiel is received. It specify an RDD, which is the date the materiel is is used to measure DSS performance and focus needed. The RDD is entered on the requisition as management attention on specific pipeline segments an adjustment from the SDD. The RDD does not needing improvement. The data base does not include change the priority of the shipment. This can only be Class m (bulk petroleum) and some Class I perishable done by adjusting the UND. An RDD signals the items. See DA Pamphlet 700-30 or AR 725-50 for LIE system to expedite the shipment. procedures. (6) 999 shipments. Requisitioners may place (3) NICP. The NICP directs the fill of requisi- a 999 in the RDD block of TP 1 shipments (PD 01, tions from stocks on hand at a depot. It does this by 02, and 03 requisitions) according to DA Pamphlet issuing a materiel release order (MRO), which 710-2-1. The presence of the 999 indicates that the authorizes/directs the release of the materiel.

10-2 FM 55-10

(4) Sand containerizationupply depot. point Once (CCP) the materiel or POE. has Depotbeen released, the transportation officer selects a mode bf processing and shipping procedures are outlined in transportation to ship the materiel to a consolidation AR 725-50.

Section II. TRANSPORTATION REQUEST PROCEDURES

10-3. INTRODUCTION (4) Tactical considerations. Coordinate with the requesting unit to determine potential changes in This section discusses how transportation pickup or delivery locations. requirements are supported by movement managers through mode selection and transportation request (5) Highways. Rerouting may be required if procedures in a theater of operations (Figure 10-1). there are changes to route classifications or the distribution pattern. 10-4. MCT RESPONSIBILITIES (6) Rail. Use is limited to lines that support a. Origin MCT Procedures. On receipt of a supply activities or where trans-loading can be ac- transportation request, the origin MCT ensures that complished with MHE, personnel, and trucks. the request is complete and accurate. If the request activates a program line number, the MCT will check (7) Air. Use is limited to aircraft allocated for the program for predetermined mode selection and CSS air movement operations or approved requests commit the mode operator. If there are any changes (Table 10-2). See Section III for airlift request pro- made to the movement requirement such as change cedures. of locations, quantity of material, or priority, the (8) Water. Use is limited to the availability of MCT will revalidate the programmed mode before barges or boats, cargo transfer units and equipment, committing a mode operator. For unprogrammed and channels capable of accommodating the types of movements, the MCT will select the mode and com- craft available. mit a mode operator. (9) HN assets. Use is limited to those modes b. Mode Considerations. The MCT plans to and assets provided by the host country. HNS is commit all available transportation modes to fulfill coordinated by the G5 or unit having a HNS coor- known requirements. Assets should not be reserved dinating mission. in anticipation of unforeseen requirements. The MCT should meet requirements as they occur by d. TMR Number. The TMR is a unique committing transportation mode operators accord- alphanumeric code that specifies and authorizes ing to command priorities, selecting the most effi- movement or represents use of a transportation cient and effective mode, and planning to meet the asset as directed through movement control chan- RDD: nels (see Appendix F). c. Mode Selection. The MCT must also consider e. Positive Inbound Clearance. The origin many other factors in selecting a mode. Figure 10-2 MCT requests positive inbound clearance for sensi- shows some of these considerations. tive, classified, oversize and/or overweight, or other theater-directed shipments through the destination (1) Service considerations. Provide service ac- MCT before issuing a TMR. Requests are for- cording to need based on command priorities. warded to the destination MCT who in turn contacts (2) Security considerations. Consider security the consignee. The destination MCT confirms the requirements for shipments involving nuclear consignee’s location and ability to off-load the cargo. materials, hazardous or classified cargo, or ammuni- (1) The destination MCT forwards this infor- tion. mation back to the origin MCT. If the consignee is (3) Political considerations. Coordinate with unable to receive a shipment, the origin MCT the G5 to determine if there are any political sen- reprograms the shipment by coordinating for alter- sitivities to material being shipped. This may require nate delivery dates (hold), reconsigning the shipment movement at night, by air, or by any other means to to another consignee (divert), or canceling the safeguard sensitive/classified cargo. original request.

10-3 Figure 10-1. Transportation Request Procedures. INÛTC« Cl out LOG NOTIFICATION RËCEIVEC/LOGS RICf IVES CARGO ADVANCE SHIPMENT CONSKSNCC^ A^CCIVIA K NOTIFIES CONSlCNfl NOTIFICATION RlCírvfl/iOG* ADVANCE SHIPPING MCT OESTrNATION to d. Convoy elaarancos ara laauad according and local raqiuramanta outllnod to axiatlng regulation» SOPa or OPORD. «IthBr tllpr- 5. if mdda opaiator cannot próvida BBIBI*. destination 6. M consigna# Oftimet rooolaa chipotant, or divartad. If MCT cnouid ha notified and cblpitiant hold ba Bdjustod. nat* modo should ba aalaotad or ADD should action la conalgnae oan raoatvo shipment, ap furlhar regolrad. HIGHWAY I CLEARANCE J TAMÇA/MCT 1 r--^—‘““"i ISSUES CONVOY/ ! r~ 1N0TESI RECEIVES COMMITMENT COMMITS ASSETS MODS OPEPATQfl I HKJHWAV I CCIARANCE l_ tWOTf 4) _| rREQume CONVOVTI J -»-II »i*n I "“I laauRncB. prR9«l*ct«d. 1. Pfogrammed mov«M«pU mdds hi* B##r\ for un* Tntr*l«r«, mod» dstArmlnatioA U only Aicsstary NOT E Ci progrRiRMBd mov»«. modtd lo S. UnpfoanmiNRd BRipmsma tRat ARV« b««a to TMfi through a cantral claaranca authority prior booking mova by rail, sir, dr barga may require advanee or 9. For «analtlva. olatalflPd. Ov«rslt»/ovarwalgnt tha origin MCT • tharwlaa dl f Hcult-to-haadla ahiprnenta» will await claaranca ot tha ahlpmant Iron lha racalvlng aotlvlty bafora taaulng i TMfl. MODE ISSUES I NOTE II (NOTE SI R€C(ivíS SHIPPING BfOUESIS OPERATOR DCTÉPMINIS NOTIFICATION NUMBER ITMRI FDP ACCUKACT lOCSRfOUCST/ COMFtETFfKCSS COMMITS MODE CHECKSMCOUfST TRANSPORTATION PROVIDES ADVANCE MOVEMENT RELEASE ■" 1 L » I BOOKS CARGO I (RfOTi 21 I 1 T#»n*p9rTát¡An »«avtit flow CpeidiA*i»oa A» reawireé CARGO SUBMITS RECEIVES BfOUESTifUl TBAMSPOBTATION ASSETS/RElEASES e0«SlGN0ll'5HIP'fft 1 0 FM 55-10 FM 55-10

INTER COMMERCIAL AIR BUS THEATER (Civilian k Military) \ TRUCK (strategie / ' HIGHWAY INTRA MILITARY THEATER AIR FORCE ODE 8E ECT ON GROUND I

Reg vsr ARMY od V/IVP arg \ om ♦ 8p •c EG no y/tf fiel ncy Ava ao rea RAIL OCEAN N WATER PIPELINE I

COASTAL INLAND WATERWAY

Figure 10-2. Modes of Transportation.

Table 10-2. Characteristics of Army Rotary-Wing Aircraft (Theater Level).

CAPABILITIES UNIT CH-4TO CH-MA CH-MB

P»sMng«r cap Troop Mala •• 33 1 (w/pod AS) 1 (w/pod 45) Normal cap •• 33 1 1 Total w/craw •• 37 S S UttanVambt •• 24 0 (w/pod 24) 0 (w/pod 24)

Oporational cap Max auth groaa art >t> 50.000 42,000 47,000 Basic wt lb 22.400 20, BOO 21.200 Uaaiul load lb 27,501 21,200 25,800 Normal payload lb 20,206 11,650 16,250

Normal CTUIM spood knots 145 05 110 Enduranco at cruiM hr* * min 2*30 2*00 1 *30 («SO min rasarva) Fuol grada octano JP4 JP4/5 JP4/5

Ertarnal cargo Max auth load lb 28.000 20,000 25,000 Roacuo hoist cap lb 600 NA NA Cgo winch cap lb 3.000 15,000 25,000

(2) The origin MCT schedules routine ship- f. Mode Operator. The MCT commits a ments without an inbound clearance unless the receiv- mode operator identified either in the movement ing activity, through the destination MCT, notifies the program or one in the origin MCT’s geographic origin MCT that it cannot receive the shipment and area. Commitments will flow through predeter- requests the origin MCT to hold or divert. mined channels developed between the movement

10-5 FM 55-10

control headquarters (TAMCA/MCC) and the loaded trucks moving forward to the BSAs for mode operating headquarters. retrograde (backhaul) of damaged and captured (1) If a movement credit is required, the mode equipment, salvage, or EPWs. operator will submit a movement bid (request for (4) As the supply and maintenance companies convoy/highway clearances) to its supporting MCT. in the DSA receive MROs from the DMMC, they (2) If mode operators can no longer support the request transportation support from their battalion transportation request for any reason, they must support operations officer (SOO). The SOO con- notify the MCT immediately. The MCT will either solidates the requests and submits its requirements attempt to establish an alternate delivery date that to the MCO. The MCO selects and commits the satisfies the consignee, select another mode, request mode based on division priorities. If the MCO com- HN assets, delay lower priority shipments, or request mits the division truck company, the MCO will also assistance from its headquarters. coordinate to ensure that MHE will be available to off-load the supplies upon delivery. This prior g. Report of Shipment. The origin MCT nor- coordination will reduce transportation delays mally notifies the destination MCT of the movement and increase the availability of these trucks for other so the destination MCT can coordinate with the missions. receiving activity or consignee. h. Consignee Receives Cargo. The consignee (5) Based upon requests and forecasts, if the notifies the destination servicing MCT when it division is unable to provide the required transpor- receives the shipment. The MCT closes out the tation support using organic assets, the MCO will TMR. If the shipment required positive inbound forward a request (Figure 10-3) for transportation clearance, the destination MCT will forward the support to the DTO or the servicing MCT. Normally, receipt notification to the origin MCT for final recon- the MCO will forward only requests of an exceptional ciliation. Supply activities or consignees may or may nature through the DTO. The DTO requests sup- not have reliable communications with their servicing port from the MCC. MCT. If this is the case, the mode operator will report shipment delivery. b. Corps. The corps resupplies its assigned divisions and separate brigades. The corps may 10-5. TRANSPORTATION REQUEST PROCESS establish supply point or unit distribution depending a. Division. upon the situation. The corps will predetermine these arrangements as part of the CSS planning (1) Transportation requirements are either process. Resupply requirements are based on supply planned or immediate. Division units request requests from the DMMC to the corps materiel transportation support from the DISCOM MCO. management center (CMMC) or by predetermined Depending upon the type of division, location of units daily resupply. The CMMC issues MROs to corps on the battlefield, and defined support relationships, GS units. The GS unit coordinates transportation the request may flow from the brigade or separate through its servicing MCT to move the supplies for- battalion through its FSB/FAST or MSB/S&T bat- ward. Corps transportation assets are also used to talion to the MCO. support units operating in the corps rear area. Units (2) The MCO also coordinates with the DMMC operating in the corps area request transportation support from their servicing MCT (Figure 10-4). and division units to plan and program transportation requirements. This includes movement of sup- (1) The MCT commits the mode operator in its plies and equipment between the division support area of jurisdiction to provide transportation. This area (DSA) and the BSA. The DMMC has visibility may be a corps support battalion or functional over the location and status of supply quantities in transportation battalion depending on the transpor- the division and directs repositioning. The MCO tation alignment within the CSGs. For shipments also coordinates with the G1 to forecast transporta- requiring positive inbound clearance, the MCT will tion requirements to move replacement personnel. coordinate with the destination MCT or MCO to (3) To the extent practical, FSBs and FASTs coordinate the details of delivery or to coordinate any should coordinate in advance with the MCO to use retrograde movements.

10-6 Figure 10-3. Transportation Request Procedures (Division). BDE X X FSB/FAST

REAR UNITS 1 DIVISION -► REQUEST "> COMMITMENT COORDINATION AVN BDE DISCOM MCO DMMC MSB/S&T DTO TMT CO X 2 MCT MCC 1 ROUTINE REQUESTS AND AIRLIFT EXCEPTIONAL REQUIREMENTS 1 ■si FM 55-100 Figure 10-4. Transportation Request Process (Corps). DTO MCO "XX t X /\ i MCT i css n CSG(FWD) TRUCK CO AVN BDE -XX*- MCC UNITS UNITS CORPS COSCOM V MCT CMMC TRANS BN TRUCK CO CSG(REAR) 1 HABITUAL SUPPORT RELATIONSHIP X X » TASKING ^ m REQUEST — COORDINATION COMMITMENT «==> TAMCA 1 FM0 00 55-10 FM 55-10 1

(2) If an MCT needs additional transportation onward movement of the cargo. The MCT commits support to satisfy requirements, it forwards requests TRANSCOM mode operators to transport the cargo to the corps MCC. The corps MCC will review the (Figure 10-5). request against established priorities and will commit (1) If TRANSCOM mode operators in the assets from the transportation battalion in the rear MCT’s area of responsibility cannot satisfy all CSG or commit assets of another forward CSG. transportation requests, the MCT will request as- (3) If there is no alternative means of transport sistance from its transportation battalion (MC). within the corps, the corps MCC will forward the The battalion will coordinate for TRANSCOM as- request to the TAMCA’s transportation battalion sets in other geographic areas or coordinate for (MC) supporting the corps. The MCC will coor- allocated HN/allied support. If still unable to ob- dinate directly with the TAMCA for requirements of tain required support, the transportation battalion an exceptional nature such as movement of large (MC) will pass the requirement to the TAMCA for forces, contingency operations, and intratheater air- resolution. lift. (2) The TAMCA will review established c. EAC. The same relationship between the priorities. It will look at the possibility of cross-leveling corps and division exists between the theater Army TRANSCOM assets to meet the requirement. It will and its corps. If a supply request cannot be satisfied also look at using HN or other service transportation at the COSCOM level, then it is forwarded to the assets. If the TAMCA cannot Cnd sufficient assets, TAMMC. The TAMMC will direct supplies to be it will go back to the requestor and see if the RDD released from its general support units (GSUs). The can be changed. If not, it will go to G3 at corps or GSUs coordinate with their servicing MCTs for the C3/J3 at theater for resolution.

Section III. REQUEST FOR INTRATHEATER AIRLIFT 10-6. INTRODUCTION critical high priority Class IX, retrograde of repairables, pre-positioning of fuel and ammunition, a. Airlift is a flexible and essential element of movement of maintenance support teams, and move- the transportation system. Wide ranging CSS needs ment of low density/high-cost munitions when time, within a theater will require Army and Air Force distance, situation, or the condition of roads inhibits airlift assets to support forces. While motor ground transportation. Movement control units at transport will normally be the primary mode to sup- EAC and corps and the MCO in the division will port Army forces, airlift becomes an increasingly commit Army aircraft for CSS air movement opera- important mode as the intensity, depth, and duration tions if aircraft have been allocated for this purpose. of operations increase. b. Airlift can provide rapid movement of cargo, a. Army Aviation Units. The primary aviation passengers, and equipment without regard to terrain unit is the aviation brigade. The aviation brigade is a restrictions. It also makes possible resupply of criti- versatile organization found at division, corps, and cal items over extended distances. There are, how- EAC. It may contain observation, attack, utility, and ever, limitations to the capabilities of airlift. These cargo helicopters and a limited number of fixed-wing include weather conditions, control of airspace, command and control aircraft. weight and cube of material, and the requirement for specialized crews and equipment. This section dis- (1) Division. An aviation brigade is organic cusses the process for obtaining Army and Air Force to each division. Each division aviation brigade is airlift to support CSS requirements. designed, configured, and tailored to meet the tactical requirements of the type of division to which 10-7. ARMY AVIATION it is assigned. The brigade can provide aircraft for Army aviation in CSS air movement operations CSS air movement operations to move troops, sup- includes support for intratheater airlift, LOTS plies, or equipment. The primary asset used by the operations, troop and personnel movements, aerial brigade is the utility helicopter, either the UH-1 or preplanned and immediate resupply, movement of UH-60.

10-9 Figure 10-5. Transportation Request Process (EAC). MCC ■xxx- N/ V / /'v N < Ni' i MOT TA UNITS TAMMC TAMCA i i, <= S. MODE JMC TRANSCOM OPERATORS O COORDINATION TRANS BN (MC) t MOT ATMCT i MOT TA UNITS (MC) TRANS BN APOD SPOD 2 » TASKING ~ £ REQUEST —M COMMITMENT =■ ■ HAS COMMITTAL AUTHORITY ON AREA BASIS J WHEN TRANS BN (MC) AUTHORITY ON AREA BASIS WHEN MCT HAS COMMITTAL ? «A FM 55-10O FM 55-10

(2) Corps. An aviation brigade is organic to operations are characterized as either preplanned or each Army corps. Each corps aviation brigade is immediate. tailored to meet the specific mission requirements of (1) Preplanned requests. Requirements for that particular corps. The corps aviation brigade’s preplanned airlift are determined as part of mdve- mission is to plan, coordinate, and execute aviation ment programming as discussed in Chapter 6. Move- and combined arms operations in support of the ment planners determine in advance that air is the corps scheme of maneuver. In its CSS role, corps best or most effective mode based on the urgency of aviation provides movement of critical forces, sup- the requirement and characteristics of the personnel, plies, and equipment needed to support the battle. supplies, or equipment to be moved (Figure 10-6). The corps commander should routinely allocate sufficient sorties for CSS air movement missions. The (a) Division. Preplanned requests are for- brigade uses a combination of UH-1, UH-60, and warded to the MCO as part of the planning process CH-47 helicopters. to obtain airlift for future operations. The MCO will (3) EAC. EAC aviation brigades are tailored review the requests and either validate them or and configured to meet the needs of the theater. recommend an alternate mode. If the MCO They may be organized with attack, utility, and/or validates the requests, he forwards the requests to the cargo aviation assets. The utility and medium DTO. The DTO will coordinate the requirements helicopters of the EAC aviation brigades provide with the assistant division aviation officer (ADAO), reinforcing support to the corps for CSS air move- a member of the G3 battle staff, to get aircraft allo- ment requirements. cated by the G3. Once the G3 allocates assets for CSS air movement operations, the MCO will pro- (4) Liaison officers. A liaison officer (LNO) is gram the requirement and commit the aviation normally designated by the aviation brigade at each brigade through the aviation liaison officer in the rear echelon to serve as a link between movement control command post. The MCO also commits truck assets organizations, aviation units, and airlift users. The to be used in moving cargo to an airfield, sling point, LNO assists movement control organizations by or landing area. If division aircraft are not available passing advance information to the aviation units and for CSS air movement operations, the DTO will by providing technical advice to movement planners. either work through the G3 and G4 to deconflict b. Army Aircraft and CSS Missions. priorities or validate and pass the request to the corps MCC for corps aviation or USAF support. (1) Observation. Observation helicopters perform visual observation. They can be employed by (b) Corps. The MCC receives preplanned movement planners for route reconnaissance, obser- requests through the MCTs from corps units or vation of surface movements, and to assist in planning validated division airlift requests during the plan- the use of facilities and infrastructure. They include ning process. For corps units, the MCT will review the OH-6A and OH-58. requests and either pass the request to the MCC or recommend another mode. The MCC will coor- (2) Utility. Utilityhelicopters perform a variety dinate requirements with the CTO to obtain G3 of missions to support movement of supplies, equip- allocation. If the G3 has allocated airlift assets to the ment, and personnel They include the UH-1H and MCC for CSS air movement operations, the MCC UH-60A. validates the request, programs, and commits the (3) Cargo. Cargo helicopters perform a variety allocated airlift assets through the aviation LNO to of missions to support movement of forces, supplies, support the missions. The MCC informs the origin and equipment; LOTS operations; and air movement MCT of the validation and committal of air assets. of munitions. They include the CH-47 and CH-54 The MCT concurrently commits highway assets to series. move the personnel or cargo to the onload site or airfield. The MCT will also inbound clear the move- (4) For information on loading and rigging pro- ment with the destination MCT or DTO/MCO. For cedures, see FMs 55-450-2/3/4/5. validated division requests, the MCC either com- c. Army CSS Air Movement Request Proce- mits allocated corps aviation assets or validates the dures. Requirements for CSS air movement request and passes it to the TAMCA.

10-11 Figure 10-6. Preplanned Requests (Army Air). USER î> FS FASCO USER A DAO CO 03 USER / ARMY VALIDATION AUTHORITY TRANSPORTATION PROVIDED LNO • / I / i i ? / DTO => CT CTO USER cc 03 I 4 LNO MCI USER C) DCSOPS LEGEND: —REQUEST AIRLIFT — — COMMITMENT OF ALLOCATED _ • —► COORDINATION/LIAISON RAN BN CA O./n JMC

FM 55-10to FM 55-10

(c) EAC. The TAMCA receives transportation the DCSOPS. The DCSOPS is the tasking authority requests from units in the COMMZ or validated for immediate requests. If the TA cannot support corp^division airlift requests. The request process for CSS missions at that time, the DCSOPS may validate EAC units is basically the same as for corps units. and pass the airlift request to the J3. If the DCSOPS MCTs forward airlift requests through their transpor- does not validate the request, he will pass it back to tation battalions (MC) to the TAMCA. If airlift assets the TAMCA, which will select an alternate mode. have been allocated for CSS, the TAMCA is the com- Simultaneous coordination in logistical channels is mittal authority. If the TAMCA designates transporta- required to support the mission. tion battalions (MC) to commit Army airlift allocated d. CSS Airlift Request Validation. Requests will for CSS air movement operations, then the battalion be reviewed and validated at each level. Requests are also becomes the validating authority for requirements considered valid if forwarded to the next echelon for it must pass to the TAMCA. If the aviation brigade subsequent validation or to the mode operator for cannot support the mission, the TAMCA forwards the execution. The review considers— request to the JMC. The JMC will either commit other service/HN aviation units or return the request to the • The priority and urgency of the movement re- TAMCA for mode change. quirement. (2) Immediate requests. Immediate airlift mis- • The commander’s priorities. sions result from unanticipated, urgent, or priority • The competing requirements and aircraft movement requirements. Movement planners must availability. quickly determine if air is the best and most effective mode based on the urgency of the requirement and • The adequacy of other modes. characteristics of thepersonnel, supplies, or equipment • METT-T factors. to be moved. Request procedures must be responsive and can be flexible to provide rapidly changing situa- • The availability of MHE at the destination if tions (Figure 10-7). required.

(a) Division. Immediate requests may be for- • The location and adequacy of origin and des- warded by unit S4s, the DISCOM, or through opera- tination landing zones. tional channels to the G3 to meet urgent requirements. 10-8. AIRFORCE AIRLIFT Concurrently, the information flow must also pass through movement/support operations channels to a Air Force theater airlift and airdrop is generally coordinate logistical aspects of the movement. The G3 designated as common-user airlift to support the air is the tasking authority for division aviation assets and movement requirements of all service components as- the validation authority for requests passed to corps. signed to the theater of operations. Air Force airlift and The DTO and ADAO coordinate to obtain G3 ap- airdrop can be used to supplement Army transportation proval. The MCO and liaison officer coordinate the capability under certain circumstances. However, Air mission. These events occur simultaneously. Force airlift and airdrop generally require much longer lead times to plan and coordinate than do Army CSS air (b) Corps. Ifairlift assets have not been previously movement operations because — allocated for CSS missions, the MCC or requesting unit passes the request through command channels to the • Material and personnel must be moved to an G3. The G3 is the tasking authority for immediate airfield. This requires supplemental transpor- requests. If the corps cannot support CSS missions at tation and additional coordinatioa that time, the G3 may validate and pass the airlift • Material and other air cargo must be pal- request to the TA. If the G3 does not validate letized or rigged. Personnel must be mar- the request, he will pass it to the MCC, which will select shaled and manifested. Load planning and an alternate mode. Simultaneous coordination in DACG is required. logistical channels is required to support the mission. • Request procedures inherently require longer (c) EAC. If airlift assets have not been previously lead times because the final validator is the allocated for CSS missions, the TAMCA or requesting theater combatant command agent, not the unit passes the request through command channels to Army.

10-13 Figure 10-7. Immediate Airlift Requests (Army Air). P / FSB/ \ * 99 JL/ USER A DAO 09 DTO USER 7* s I / I / MCO r / [>fc * ARMY LAUDATION AUTHORITY 1 i/ TRANSPORTATION PROVIDED 03 cro USER / S' MCC /*/ UNO J9 USER DCS0P8 \ * 1 LEGEND: — ■ » REQUEST TASKING — • COORDINATION/ADIftNCE TASKINO INFO t / iu_y MCA

FM 55-10 FM 55-10

b. The Army component commander must the Air Force C2 agency to support the requirement, validate and prioritize all Army airlift and airdrop and, in turn, tasks an Air Force unit to execute the requests. The Army component commander nor- mission (Figure 10-8). mally designates the TAMCA as the Army validator. d. The theater combatant commander’s agent is The TAMCA passes validated Army airlift and normally subordinate to the JMC, when established. airdrop requests to the theater combatant Airlift requests, or apportionment, are executed commander’s agent (normally the JMC) to prioritize according to the theater combatant commander’s and validate all service component requests for priorities and are not normally changed below the common-user airlift within the theater. The agent component command level The theater combatant aligns requests with theater priorities. If the agent commander may establish a JTB to resolve conflicts validates a request, he designates it as an air- between the service components regarding airlift. lift/airdrop requirement. e. As with Army aviation requests. Air Force c. The agent then tasks the Air Force com- requests are either preplanned or immediate. Within ponent commander who in turn passes the tasking to the immediate category, requests can be noted as

THEATER THEATER COMBATANT COMBATANT COMMAND COMMAND AQENT (JMC/JTB)

AIR FORCE COMPONENT ASOC

AMC AIR FORCE C2 TACP AGENCY Ï-Î-

CCT TALCE WING WING OPERATIONS TALO CENTER

SQUADRON

LEGEND:

— ■' COMMAND — . —.— OPCON & COMMAND

OPCON 1 WHEN OPCON ORANTEO BY AMC ..--OPCON AND/OR COMMAND ...... COORDINATION

Figure 10-8. Air Force Airlift Organizations.

10-15 FM 55-10

emergency requests. Air Force airlift/airdrop request as a requirement to the USAF C2 agency. requirements can begin at any level either as a re- TALOs are located at each echelon and provide early quest for Air Force airlift or airdrop or as a request warning to USAF C2 agencies that an Army request for transportation that movement managers deter- for Air Force air is in the validation process. If the mine can best be satisfied using airlift or airdrop. request is not validated at any level, it will be returned to the originator for alternate mode selection. (1) Preplanned requests. Preplanned airlift missions are based on known or projected require- (2) Immediate requests. Unanticipated or ments and are programmed in advance per command urgent ground force requirements and priority directives. They include requirements to provide transportation requests are validated and passed airlift of personnel, cargo, mail, and courier material as immediate airlift requests. Immediate request on a regular, routine basis or to meet one-time validation is expedited through command chan- requirements. The amount of time required to nels. coordinate preplanned airlift is established by the (a) The TALO, attached to the lowest Air Force component based on operational echelon, closest to the requesting command, requirements and the capability of the available notifies the USAF C2 agency of the impending airlift apportioned by the theater combatant com- request through an advance notification net. Coor- mander. Preplanned airlift requests are validated dination between the S3/G3 and S4/G4 ensures that through movement control channels (Figure 10-9). movement control channels are kept current on air- (a) Division. The MCO receives transportation lift request status. requests which are reviewed to determine the most (b) The USAF C2 agency will execute effective mode. If the MCO decides that Air Force validated immediate airlift requirements by airlift or airdrop is the most effective mode, the MCO directing an alert sortie to launch or, if the urgency coordinates with the requestor and forwards the of the situation warrants, by diverting a mission request to the DTO as an Air Force airlift request. in progress. Immediate airlift requests will not be The DTO coordinates details of the request with the supported without validation by the Army and the theater airlift liaison officer (TALO), validates the theater combatant command agent. request, and forwards the request to the corps MCC. The TALO acts as a coordinator and assists with the (3) Emergency requests. These requests are preparation of the request. The TALO also provides special types of immediate requests for requirements early notiftcation and coordination through Air that are critical to accomplish the tactical mission or Force channels. for unit survival. These missions are the highest priority established by the JFC. The immediate air- (b) Corps. The MCC receives transportation lift request validation procedure is required for or airlift requests from corps units or validated airlift emergency requests. requests from DTOs and either validates the request or selects an alternate mode. If the MCC validates (4) Format. Airlift requests should be sub- the request, it forwards the request to the TAMCA. mitted using an approved message format as If the MCC does not validate the request, it selects described in FM 100-27 or DD Form 1974, Joint another mode. The CTO integrates airlift require- Tactical Airlift Request. Command specific formats ments for CSS and other intratheater movement to must include the minimum essential information support priorities established by the G3. listed in these formats. (c) EAC. The TAMCA receives transportation f. Army units using Air Force airlift or airdrop or airlift requests from units located in the COMMZ (Figure 10-10) have specific requirements for drop or validated requests from MCCs. The TAMCA zone or landing zone control and survey, consolidat- either validates the request or selects an alternate ing the supplies or personnel and preparing them for mode. If the TAMCA validates the request, it for- movement, and preparing documentation. Refer to wards the request to the theater combatant com- FM 100-27 and FM 55-12 for these requirements. mand agent. The agent validates the request for For information on documentation and air move- the theater combatant commander and passes the ment planning, refer to FM 55-9.

10-16 Figure 10-9. Preplanned Airlift Requests (Air Force). USER TALO / \ OO • • FSB/ USER PASCO Q3 CO TALO OO \ 'IF TALO ASSIGNED BELOW DIVISION LEVEL USER \ * ARMY VALIDATION AUTHORITY DTO -A TRANSPORTATION PROVIDED TALO OO/ X / t CC MOT USER COORDINATION/ADVANCE TASKING INFO DCSOPS (MC) MCT USER TA MCA TRANS ■■i..i- —» REQUEST/REQUIREMENT BN 'S — _ TASK I NO LEGEND: rC AU E OO OCN CY L-N rv •AP PO MAN woo OO AB OO OO COM CO mJ. -vl ? FM 55-10 Figure 10-10. Immediate Airlift Request (Air Force). rSB/ TALO FAS CO oo / 2 $3 USER LO TA OO TRANSPORTATION PROVIDED ARMY VALIDATION AUTHORITY IP TALO ASSIGNED BELOW DIVISION LEVEL OTO NT/ 03 USER TALO oo ADVANCE NOTIFICATION!NET MCC G3 USER REOUEST/REOUIREMENT USER TAMCA —. —^ TASKING/DIVERSION _ • COOR DIN AT I ON/ADVANCE TASKING INFO LEGEND: NT 1/ N AGE CY oo IAF C2 AQ OO DE / • AF FON MAN OO COM COM woe oo

FM ? 55-1000 FM 55-10

Section IV. COMMUNICATIONS SUPPORT AND INFORMATION MANAGEMENT

10-9. INTRODUCTION is a distributed system which is communications intensive and dependent. DAMMS-R, as part of The transportation request process and effec- the CSS battlefield functional area control system tive movement control depend on reliable com- (BFACS), is supported by existing peacetime local munications capabilities for both voice and data and long-haul communications systems and must transmissions. DAMMS-R serves as an efGdent have the capability to operate over varied com- management information system which will provide munications nets including the defense data net- a reliable automated information processing work (DDN); commercial dial-up; automatic capability for planning, programming, coordinating, digital network; automated teleprinter exchange and controlling movements and transportation service (TELEX); and the Army area tactical com- resources in a theater of operations (TOPNS) during munications systems comprised of combat net wartime. System functions will support the readiness radio (CNR), mobile subscriber equipment mission in garrison and during training exercises to (MSE), and the tri-service tactical communications promote the rapid transition to war. DAMMS-R will system (TRI-TAC). Field wire or cable will be used be the standard Army theater transportation system, to connect terminal equipment to the signal nodes. encompassing all levels of movement management and all modes of transport less pipeline at theater, 10-11. INFORMATION MANAGEMENT corps, and division levels. When fully developed, DAMMS-R will be capable of providing each theater a. DAMMS-R will support the operational and with the necessary go-to-war information processing management functions of each echelon of the capabilities. TOPNS transportation system, and it will be operated by organizational personnel in a garrison 10-10. COMMUNICATIONS SUPPORT and/or field environment during peacetime, wartime, a. The operational concept for DAMMS-R or national emergency. Because of the dynamic emphasizes standardized integrated transportation nature of the battlefield and the need of commanders application modules. These modules operate in a and CSS activities to know the status of cargo and distributed mode on multiple hardware platforms passengers that are being moved, one of the most over a variety of communications interfaces both to important missions of DAMMS-R is effective and internal system users as well as to external informa- effident information management DAMMS-R is tion systems. DAMMS-R provides wartime comprised of seven subsystems (shipment manage- functionality without additional training or substitu- ment module [SMM] which includes the controlled tion of software features. This concept will be imple- move [CM] module, MCT operations [MCT op], mented by operating DAMMS-R on standard transportation addressing subsystem [TAS], highway military tactical computers or comparable non- regulation [hwy reg], convoy planning, operational developmental item (NDI) computers. The planned movement programming, and mode operations architecture for objective DAMMS-R in an open [mode op] which interface with each other. In addi- systems architecture environment is military com- tion, DAMMS-R will interface with a wide variety of puters or comparable NDI computers that meet Army external supply and transportation management in- tactical command and control system —common formation systems (Figure 10-11). hardware software (ATCCS-CHS) requirements. b. The capabilities that are being designed to b. DAMMS-R will consist of portable DAMMS-R and the applicable subsystem(s) that will microcomputer work stations tied into a local area be involved with the information produced are iden- network (LAN). Each LAN will consist of a file tified in Figure 10-12. server, communication server, and work stations. c. DAMMS-R will interface with the following Organizations without a LAN will have stand-alone external systems to pass or receive the information workstations that will use modems to receive/pass shown: information from/to a LAN. These LAN will in turn be tied into a wide area network (WAN) using a (1) Standard Army Ammunition System-Levels variety of communications interfaces to both internal 1/3 and 4 (SAAS 1/3, SAAS 1/4): movement require- risers and external information systems. DAMMS-R ments; reply to movement requirements; movement

10-19 FM 55-10

event report; theater movement program; shipment manifest; passenger manifest; and trace, hold, divert, forecast; addressing file update data; and trace, hold, and expedite requests and responses. divert, and expedite requests and responses. (8) Combat Service Support Control System (2) Standard Army Retail Supply System-Level 1: (CSSCS): ITV TCN query, addressing file update movement requirements; reply to movement event data, MSR problem report, controlled route data, report; theater movement program; shipment MSR status report, unit move status report, nonunit forecast; addressing file update data; and trace, hold, move status report, theater movement program, divert, and expedite requests and responses. transportation asset status report, critical cargo visibility report, traffic circulation plan, highway (3) Medical supply (MEDSUP) module of the regulation plan, critical cargo transportation Theater Army Medical Management Information shortfall report, and US message text format System (TAMMIS): movement requirements; reply (USMTF) D827/D828 messages relating to convoy to movement requirements; movement event report; clearances/highway regulation. theater movement program; shipment forecast; addressing file update data; and trace, hold, divert, (9) Transportation Coordinator Automated and expedite requests and responses. Command and Control Information System (TC-ACCIS): unit equipment list data, movement (4) Terminal Management System (TERMS)/ requirements, reply to movement requirements, air- Department of the Army Standard Port System- lift request (intratheater), airlift mission schedule, Enhanced (DASPS-E)/Worldwide Port System addressing file update data, movement event report, (WPS): advance ocean cargo manifest; vessel and air manifest, passenger manifest, and rail load plan cargo discharge information; SPOD cargo to be data. moved; transportation support work sheet; addressing file update data; and trace, hold, divert, and (10) Prisoner of War Information System expedite requests and responses. (PWIS): movement requirements, reply to movement requirements, movement event report, (5) Logistics Intelligence File (LIF): advanced theater movement program, shipment forecast, air shipment information. airlift request (intertheater), airlift mission schedule, (6) Global Transportation Network (GTN)/ and addressing file update data. In-Transit Visibility (ITV): ITV requests and respon- (11) Unit Level Logistics System (ULLS) fami- ses related to movement information for command ly of systems: vehicle maintenance/management interest cargo and passengers. data, vehicle operator qualifications data, movement (7) Cargo Movement Operations System requirements, reply to movement requirements, and (CMOS)/Consolidated Aerial Port Subsystems - addressing file update data. Phase II (CAPS U): movement requirements; reply (12) Joint Operation Planning and Execution to movement requirements; movement event report; System (JOPES): deployment data for forces theater movement program; addressing file update moving to the TOPNS. data; convoy clearance requests and responses; air export clearance requests and responses; air

10-20 Figure 10-11. DAMMS-R Interfaces. ACR SEP BDE/ MCT MRT MCO MSB DTO BN MCT • AN uua oTNnTV piro-i CMOS esses TAUMIS SAAS-US TCACCO (MEOSUP) OASPS-EWPS CMOS CT CAPS! M RT MCC/ CMMC TAMMC cases TA MCA SAAS-VS TAMMlS snuu (MCDSUP) 9ARSS-1 SARSS-1 PW19-2 DASPS'EWPS DASPS-EWPS SAAS-4 OTMTV JOPES SAAS-1/3 I esses \ TC ACCS ULLS IM* CAPS I I TAMMlS (MEDSUP) oaoa « MMC TA AC O M TML TTP . FOOT TRNSFR/ TRAN8COM 'TRANS OP- ^ TRANS BN CONUS LIF TERUS/WPS ULLS OTW/nV OASPS-E/WPS I I EXTERNAL INTERFACING SYSTEMS LEGEND: f—I DAMMS-H SARSS-1 esses to ?

FM 55-10 Figure 10-12. DAMMS-R Capabilities and Subsystems. OMP CP X HwyReg X Mode Op MCI Op SMM IAS Capabilities DAMM5-R for all data accurate addressing I. Maintain manage Intertheater, intratheater, 2. Support and of forces and cargo within and export movements theater transportation system. an army-managed and activities engaged in theater locations oil and lubricants, intertheater line, bulk petroleum, to destination. physical distribution. pipe- of all shipments (less 3. Maintain visibility nondivision transportation system personnel, and Intratheater origin household goods movements) from divert, or expedite 4 Accomplish cargo trace, hold, transportation network. in response to customer requirements. points in the theater actions at designated control support oordinate and provide transportation 5. C of army upport the time-sensitive allocation 6. S requirements. support of customer movement resources in owned or controlled transportation vehicle lan convoy and oversize/overweight 7. P theater of operations. simulations in any and perform convoy movement movements movements, schedule and deconflict with host - over U S controlled routes, coordinate for deconflicting move- nation activities responsible movements, ments over their roads for highway ■ fO ro o

FM 55-10 Figure 10-12. DAMMS-R Capabilities and Subsystems (Continued). OMP CP HwyReg Mode Op X MCT Op SMM TAS DAMM5-R Capabilities from espond to a full range of contingencies 13. R 16. Provide 100 percent accountability for the cargo 14 Provide visibility of all Intertheater a request 15. Provide the capability to initiate when llocate resources and set priorities 12. A of rovide data for performance evaluation 11. P assets. and intermodal container detention. stimate commercial E 10. and requisitions. in upating records rail ssist in controlling common-user A 9. peacetime to wartime. movement of all commercial sea containers. in the for a shipment status at any point transportation pipeline. transport semitrailers, rolling stock, motor or discrepancies to assist and identify losses special interest designated as critical cargo or cargo. or misrouted cargo, race lost, frustrated, T 8. which has been which passes through a port and for more activities to identify opportunities assets and more effective use of transportation efficient traffic management. capabilities. transportation requirements exceed receiving carriers, shipping activities, and ro ? <*> FM 55-10 Figure 10-12. DAMMS-R Capabilities and Subsystems (Continued). X OMP CP HwyReg Mode Op MCT Op SMM TAS Capabilities DAMM5-R external supply and transportation 17. Interface with management Information. pass movement PWIS, CAPS II. DASPS-E, LIE, MEDSUP, systems (CMOS. external command and control 18. Interface with ULLS, and WPS) to efficiently SAAS, SARSS. TERMS. GTN/ITV, and TC ACCIS). systems (CSSCS. ■ IO o 4k FM 55-10 FM 55-10

CHAPTER 11

MOVEMENT CONTROL IN OTHER OPERATIONAL ENVIRONMENTS

Section I. MILITARY OPERATIONS IN LOW-INTENSITY CONFLICT 11-1. INTRODUCTION evacuation operations, disaster relief, and peacemaking. They frequently take place away from Military operations in low-intensity conflict customary facilities, requiring deep penetration and (LIC) support political, economic, and informational temporary establishment of long LOCs in a hostile actions. Planning for LIC is the same as planning for environment. Planning for contingency operations war and may involve direct military action, although will normally take place at the unified command level the objectives are generally to support friendly using time-sensitive planning techniques and crisis- governments short of direct action. action procedures. 11-2. LOW-INTENSITY CONFLICT 11-3. MOVEMENT CONTROL SUPPORT a. Defined. LIC is a limited political-military confrontation between contending states or groups a. Movement planners at all command levels below conventional war and above the routine, must be involved in the planning process to deter- peaceful competition among states. It frequently in- mine the magnitude of transportation and movement volves protracted struggles of competing principles requirements for the area of operations and recom- and ideologies. LIC ranges from subversion to the mend force structure to support the requirements use of armed force. It is waged by a combination of during deployment, employment, and redeployment. means employing political, economic, informational, b. Movement planners must coordinate with and military instruments. LICs are often localized. intelligence personnel to obtain specific information For more information, see FM 100-20 and FM 63-6. regarding availability and capacities of aerial and b. US Army Missions. Army support to military seaports, inland surface routes, and transportation operations in LIC fall into four broad categories. intelligence data. These are support for insurgency and counterinsur- c. Movement control requirements will vary gency, combatting terrorism, peacekeeping opera- based on the mission and number and type of units tions, and peacetime contingency operations. deployed. They may range from an MCT to an MCA. (1) Support for insurgency and counterinsur- Whatever the requirement, these units must deploy gency includes support for either an incumbent early, establish communication with the rear support government or with an insurgency. activity, plan for organic transportation, or have the capability for contingency contracting based on (2) Combatting terrorism includes protecting availability of HN assets. installations, units, and individuals from the threat of terrorism. d. Movement control functions in LIC are not materially different than those in other levels of con- (3) Peacekeeping operations include military flict but they may be accomplished differently. Basic operations and peacekeeping forces designed to missions and tasks are still key requirements in LIC. maintain peace already obtained. Forces must be deployed, sustained, and redeployed. (4) Peacetime contingency operations are Movement planners must anticipate, be flexible, and politically sensitive military activities normally char- be innovative. Without an effective movement con- acterized by short-term, rapid projection or employ- trol structure, the sustained synchronization of logis- ment of forces in conditions short of war. They tical support to the military forces could severely include diverse actions such as noncombatant limit an operation’s success.

11-1 FM 55-10

Section II. CONTINGENCY OPERATIONS 11-4. INTRODUCTION control unit to operate the aerial port. If equipment is moving by sea, an MCT should deploy to the SPOD Contingency operations are usually joint; they prior to arrival of the first ship. The MCC head- involve the projection of CONUS-based forces into a theater combatant commander’s area of respon- quarters and its organic divisions should phase in as sibility. The Army corps headquarters may form the deployed units arrive yet maintain the capability to interface with and assist with elements managing the nucleus of a joint task force, responsible for planning, integrating, and executing actions at the strategic, deployment of corps units through the POEs. operational, and tactical levels of war. To achieve a (3) To facilitate this planning, the MCC, DTO, rapid and dedsive response, the closure of forces into and support operations staffs should collocate per- the area must be carefully managed. See FM100-15 sonnel to work with operational planners in defining for more information on contingency operations. requirements and developing movement plans to support strategic deployment. 11-5. CORPS CONTINGENCY OPERATIONS c. Deployment Phase. Deployment during a a. Planning. Planning for corps contingency contingency will most likely be chaotic because of the operations consists of planning for predeployment, compressed planning cycle and frequent changes. deployment, buildup, employment, and redeploy- Additionally, deploying unit commanders will make ment phases of a low- or mid-intensity conflict. The frequent changes to manifests. The corps MCC and corps must be able to quickly task organize a force for its subordinate teams should anticipate changes and rapid deployment and quickly deploy the force. It be flexible and responsive. They must provide assis- must simultaneously plan for deployment and tance in preparing vehicles and equipment, control- employment of the force, as hostilities may begin ling movements to and through APOEs and SPOEs, before the whole force arrives in the area of opera- and coordinating with the deploying DTOs or tions. Therefore, a requirement for potential force equivalent subordinate movement planners. The entry planning exists. Lastly, it must provide an DTOs are primary transportation planners for the operational headquarters capable of conducting divisions and are most knowledgeable about their rapid response, early deployment, and combat opera- units, personnel, and equipment. They can provide tions. These missions clearly dictate requirements for invaluable assistance to the CTO and MCC. Unit movement control units during each phase. movement representatives must remain at the APOE b. Predeployment Phase. throughout the deployment of their units’ contingency operation to continue providing assistance where (1) During the predeployment phase, the CTO, needed. MCC, DTOs, and COSCOM transportation staff will assist the corps in planning and preparing for strategic d. Force Buildup. deployment. This will require movement planners to (1) A critical mission of the CTO is involvement quickly determine requirements for strategic lift, plan in the planning sequences with the G3 and G4. The the use of allocated strategic lift, and coordinate CTO and/or COSCOM may also provide personnel movement to POEs. It also requires them to assist to a JMC if the theater combatant commander deter- units in preparing personnel and equipment for move- mines that one should be established. The corps ment. Movement planners must closely coordinate MCC should collocate initially with the corps for- with operational planners as they develop courses of ward operating base. Clearance of the APOD will be action. The approved course of action and availability a high-speed priority operation. The MCC must of strategic lift directly influences both the tailoring have an ATMCT in charge of the onward movement and echelonment of forces. Movement planners must of the units and cargo. All cargo will most likely have also articulate requirements to echelon the MCC, the highest transportation priority. Therefore, the MCTs, and transportation mode operating units early in the deployment process along with the combat and MCC must establish priority listing of the incoming other support forces. cargo in conjunction with the G3 and G4. The unit commanders, G3, G4 and MCC must ensure that (2) For example, a C2 element such as an adequate MHE and CHE are included as early ATMCT should be an early deploying movement deploying equipment.

11-2 FM 55-10

(2) The corps MCC and MCTs must be able movement program and seek to have sufficient to communicate with each other and with mode aircraft allocated to this mission. operators deployed to the area of operations. This e. Employment. The only difference between is necessary to manage and control the use of this phase and the buildup phase is the attainment of transportation assets in concert with the military objectives. Movement control missions in commander’s priorities. Communications re- the area of operations remain the same. quirements and resources must be identified in the planning process. f. Redeployment. (3) If HN assets are available, they should be (1) During the redeployment phase, movement used to support onward movement and resupply. planners will prepare the corps for strategic Contingency contracting and Class A agents may be redeployment. This will require the ability to quickly required. The movement control organization must determine requirements for strategic lift, movement articulate transportation requirements to contract- to POEs, and assisting units in preparing personnel ing officers. The need for transportation of any type and equipment for movement. It requires close coor- will be an urgent priority. If HN assets are not avail- dination with operational planners as they develop able, early arrival of organic transportation assets plans to phase the withdrawal of units based on must be specified in the planning process. strategic lift apportioned to the task. It also requires that movement planners articulate requirements for (4) It is vital that the corps be sustained during the phased redeployment of movement control units the buildup and employment phases. This requires and integrate their redeployment along with the com- close coordination of movement and material bat and other support forces. managers to plan movement requirements. The MCC must develop a movement program and high- (2) Redeployment of certain units and equip- way regulation plan. It must perform the coordina- ment may begin as early as the deployment phase. tion required to stay informed on the status of the Movement planners must identify and program the road network. Military police will be required for use of strategic lift for retrograde operations and BCC missions, including traffic control. coordinate transportation to move units and equipment to POEs. (5) Many areas of the world have poorly developed road networks or roads that will only (3) The major difference between deployment marginally support convoy operations. Dense and redeployment from a movement control vegetation, jungles, mountains, and desert terrain perspective is the phasing of redeployment of move- with temporary forward operating bases and long ment control units. Because the PODs are in distances between units and support activities dic- CONUS, nondeployed units should be considered tate a heavy reliance on air movement operations. for reception activities, leaving movement control Movement planners must identify requirements units in the area of operations to complete the for CSS air movement operations as part of the redeployment mission.

Section III. N OPERATIONS 11-6. INTRODUCTION these immediate effects, nuclear munitions have longer lasting effects resulting from residual radia- The threats from using nuclear, biological, or tion and radioactive fallout based on the type of chemical agents directed against US forces and the munition, method of delivery, and weather. areas in which they operate will have a direct impact on movement control planning and execution. b. The use of biological and chemical agents may have immediate or long-term effects, depending upon 11-7. NBC THREATS the type of agents used. The immediate effects are a. The use of nuclear munitions will have im- casualties, contamination of supplies and equipment, mediate and long-term effects on the battlefield. and contamination of LOCs in the target area and The immediate effects are casualties, destruction downwind. Longer lasting effects will result depend- of supplies and equipment, destruction of LOCs, and ing upon the persistence of the agent, method of damage to communications equipment. Besides delivery, and weather.

11-3 c. The immediate and long-term effects of NBC • Coordination measures to provide en route attacks on movement control operations will be diversions through traffic control points shortages of mode operating equipment, disruption and/or MRTs. of movement plans and programs, degradation of c. After making an initial assessment and imme- LOCs, disruption of communications capability, and diate adjustments, movement planners must con- degradation of personnel performance. sider the sustained capability to support based on 11-8. MOVEMENT CONTROL RESPONSIBILITIES changes of priorities, operating areas, support relationships, and distribution patterns. Follow-up a. Movement planners at each echelon must be actions may include— aware of the threat and antidpate the impact of using NBC agents in movement control planning. They • Reallocating areas of responsibility among must plan alternate modes and routes to compensate movement control elements. for the immediate and long-term effects of these • Coordinating with material managers for dis- agents in their area of responsibility. position of contaminated material en route . b. Movement planners should establish • Revising the movement program based on checklists for coordination in the event of an NBC availability of routes and transportation attack. Planners must receive accurate informa- modes. tion quickly to make immediate adjustments to en route movements, to provide guidance to mode • Obtaining updated priority requirements operators, to adjust movement programs, and to from the G3 and G4. provide advice. Planning considerations include— • Coordinating for decontamination and • Coordination measures to determine loca- repair of routes and structures. tion of attack, time, type agent, and radius • Coordinating movement of large quantities of contaminated area. of water for decontamination. • Capability to assess the in-transit status of d. Coordination between movement managers highway movements and whether any and material managers and between movement movements are immediately or potentially managers and mode operators is essential in affected. responding to changing logistical and support re- • Procedures to receive route information, quirements that result from an NBC attack. Due to assess routes, and determine which routes the potential damage to communications equipment should receive priority for reconnaissance. or degraded communications capability, movement planners should use liaison personnel to gather infor- • Determination of which programmed mation and present movement control considera- movements should continue as scheduled, tions to key staff sections at each command echelon. be cancelled, or rerouted.

11-4 FM 55-10

APPENDIX A

UNITED STATES CENTRAL COMMAND

A-l. INTRODUCTION A-2. COMMAND RELATIONSHIPS a. This appendix outlines movement control a. The Third United States Army (TUSA), considerations within United States Central Com- located at Fort McPherson, is the Army component mand (USCENTCOM). command (ARGENT) for CENTCOM. It provides planning guidance for army units that could be b. The CENTCOM mission is to prevent coer- deployed in wartime. cion of friendly states and deter attempts by hostile regional states to achieve gains by the threat or use b. The 318th TAMCA serves as executive agent of force. It is also to assist friendly states to provide for movement control into, within, and out of the for their own security and contribute to the collec- ARGENT area of responsibility. It commands and tive defense. supervises assigned and attached units in support of c. Figure A-l shows METT-T factors affecting the ARGENT mission and coordinates with HN and movement control in the region. The southwest Asia allied forces (Figures A-3 and A-4). CENTCOM (SWA) region is a large, diverse area. The popula- may also direct the use of the ARGENT movement tion is 316( + ) million with 17 different ethnic control structure to support all ground movement in groups, 420 major tribal groupings, six major lan- the CENTCOM area of responsibility to include guage groupings, hundreds of dialects, and three support of all component commands. major religions. The command’s area of responsibility begins in the east with Pakistan and includes c. MCTs provide command and control within Afghanistan, Iran, Iraq, and Jordan on the Asian the area of operations (AO) for which they are continent, the entire Arabian peninsula, and Egypt, responsible. The number and types of MCTs will be Sudan, Ethiopia, Djibouti, Somalia, and Kenya on based on the nature of the conflict, munbers of the African continent. It includes the waters of the forces to be supported, the location of the deployed Red Sea and Persian Gulf (Figure A-2). forces, APOEs, SPOEs, and other factors. MCTs will operate as needed to simultaneously ensure that d. HNS potential ranges from good to nonex- the theater commander’s guidance for movement istent, depending on the specific country involved. priority is adhered to and to effect maximum use of LOCs also vary—from the few used regularly in sup- all available transportation assets. port of pre-positioned supplies, equipment, and personnel; to those used periodically for exercises; to A-3. COMMUNICATIONS those identified but not used due to political considerations. Because of the vast distances involved, communications in the CENTCOM AO present unique e. US forces apportioned to CENTCOM are challenges. The TAMCA has no transportation unique; there are few permanently forward-deployed Standard Army Management Information System forces in the area. Those consist mainly of US Navy (STAMIS). It relies on its own manual system for Central Command (NAVCENT) or US Marine obtaining transportation and those ADP systems Centred Command (MARCENT) missions. The vast which CENTCOM and ARGENT bring into the AO majority of forces are identified by OPLAN and (Figure A-5). TPFDD. FM 55-10

REGION MISSION ENEMY TERRA» TROOPS TIME

LARDE REOIOM! NO FORCES STRATEGIC MULTIPLE COUNTRIES (PEACE) IOC DMT MIO/HIOH MOUNTAINS, JONÍT7 10,000+ SOUTHWEST SUPPORT NTEMSITY SCAS/DESERT COMBMEO US NM OPN(WAR) COALITION LOWLANDS OBJECTIVES/ IMMATURE THEATER HNS VARIES PO RE IO N CONVEMTIOIUL FORCES W/COUMTRV POLICY LIMITED RAIL DISPERSED PORTS MULTIPLE ALOOSLOC

Figure A-1. Movement Control and METT-T.

STAN Modi Isrran« on SY A RAN Sos AO

ORGAN PA ISTA WAI 3* BAHRAIN OATA E GY UAE Arab SAU AR BIA OMAN V s

su DAN DJ OU

SOMALIA IA

Indian Ocsan

KENYA

Figure A-2. CENTCOM Area of Operations.

A-2 FM 55-10

CENTCOM J TB

MMC ARGENT 318TH MCA J 143RD TRANSBN TRANSCOM (MG)

MRT

TRANS GP JL L ATMCT MCT

TRANS BN te

LEGEND «MM COMMAND COMM1TAL AUTHORITY

— — • ADVISORY COORDINATION

Figure A-3. Command Relationship.

COMMAND SECTION

CDR(BO)

I AGENCY PLANS FREIGHT HIGHWAY HQS & PROG DIV MOV DIV TRAFFIC DIV

CMDT ( MAJ ; CHIEF (COL) CHIEF (COL) CHIEF ( COL )

MTOE 59803 LA ROI EFF 891001

Figure A-4. 318th Organization.

A-3 FM 55-10

FACTOR CONOITIOHS/RAHGE IMPACT

WEATHER Hot desert summers Range of temperature through cold mountainous extremes for troops wi nters. and equipaent to be prepared to fight In is broad. Dust and high ambient temperatures affect use of engines and other equipment.

ROAD MSRs range from four-lane Throughput of road NETWORKS divided highways in desert nets severely to poor secondary roads in limited in many desolate mountains with cases. Poor sharp bends, high gradients, cover or concealment poor surface, and few ASRs. for daylight operations due to lack of widespread vegetation in. the area.

LANGUAGE Preponderance of Arabic Traffic signs often (only) used on signposts. unreadable; local HN civilians cannot answer simple routing inquiries. Commercial communications systems not usable without Interpreters. LOCAL Not necessarily friendly May be hostile to US POPULATION or neutral. forces; sabotage of roads, equipment, and communications a problem.

HN SUPPORT Range from excellent to May hamper very limited or non- operations severely. exi stent. US forces must perform all tasks.

RANGE Threats are numerous; Hampers planning; numerous regional hostile difficult to focus forces and people. on one nation's territory for battle. War planning must be broadbased and flexible.

Figure A-5. Factors Affecting Movement and/or Movement Control in the AO.

A-4 FM 55-10

APPENDIX B

UNITED STATES EUROPEAN COMMAND

This appendix implements STANAGs 2023,2025,2026, 2154,2155,2156,2158, 2159,2165,2166, 2171,2173,2174, 2175,2176,2832,2890,2943, and 3631.

B-l. INTRODUCTION a. This appendix outlines movement control organizations and procedures within the United States European Command (USEUCOM) area of responsibility, focusing on the North Atlantic Treaty Organization (NATO) countries in the central European region. b. The USEUCOM mission is to support US interests throughout its area of responsibility, provide combat ready forces to NATO, and to support F other CINCs as directed by the national command authority. c. The USEUCOM area of responsibility is large and diverse. It encompasses 13 million square miles, extends from Norway to the south of Africa (less the area assigned to USCENTCOM), and includes 76 countries (Figure B-l). Within the central European region of NATO, the USEUCOM area of responsibility includes Germany, Belgium, Luxembourg, Netherlands, Denmark, Italy, France, and the United Kingdom. Figure B-2 shows METT-T factors that impact on movement control operations in these countries. B-2. COMMAND RELATIONSHIPS a. The United States Army, Europe (USAREUR), located in Heidelberg, Germany, is Figure B-1. USEUCOM Area of Responsibility. the Army component command of USEUCOM. Most US Army forces stationed in the USEUCOM c. USAREUR’s mode operator is the 37th area of responsibility are assigned to USAREUR. TRANSCOM headquartered at Kaiserslautern, b. USAREUR’s movement manager is the 1st Germany. The 37th TRANSCOM is assigned to the TMCA headquartered in Oberusal, Germany. It 21st TAACOM. The 1st TMCA exercises committal operates under the staff supervision of the assistant authority over transportation assets of the 37th DCS LOG, USAREUR. The 1st TMCA supports US TRANSCOM. The 37th TRANSCOM commands forces in northern, central, and southern Europe. The three subordinate transportation battalions and one 1st TMCA performs theater TAMCA functions. civilian support center.

B-1 FM 55-10

TIME (STRATEGIC ENEMY REGION MISSION TERRAIN TROOPS LOC DISTANCE)

OCLÛJVM 1 NATO PEACiKCePINQ • SMALL REGIOM; StNOCE COUNTRY • US AHNT FORCE (PEACE) NOTHffWfST tunopf » SUPPORT MIO-tEVEl • SOUTHERN UPLANDS, CENTRAL • STRONG HOST U S MTENSITT PLATEAU, NORTHERN LOWLANDS NATION MTMSTS SUPPORT AREA: 1t,m 8Q COMVENTlOMAL AND • WA TURC THEATER: GOOD RAN. ANO Mices NUCLEAN HIGHWAY NETWORK. NORTHERN SEAPORTS. AHO OISPIM8EO AIR- PORTS POPULATION: •^00,000 { KST ) » LOC RUNS N TO S. SMALL FRONT; LINEAR SUPPORT

DENMARK NATO PEACEKEEPING « SMALL REGION. SINGLE COUNTRY • US ARMY FORCE (PEACE) • PENINSULA {COASTAL OPERATTOW) MIO-LEVE l « STRONG MOST NORTHERN SUPPORT 4700 NM INTENSITY NATKM U t EUROPE « ROLLING HILLS, 500 ISLANDS. SUPPORT INTERESTS CONVENTIONAL ANO LOWLANDS NUCLEAR AREA so • MATURE THEATER: 0000 MUL AND HMHWAY NETWORK. SEAPORTS AND AIRPORTS

POPUCATTO* • LOC RUMS M TO l SMALL FRONT: Ml?;oao (EST) UNCAR SUPPORT

» NATO PEACEKEEPING • LARGE REGION. SINGLE COUNTRY • US ARMY PONCE (PEACE)

NORTHWESTERN « SUPPORT MID-LEVEL MOUNTAINS, UPLANDS ANO • STRONG HOST 4140 NM U S INTENSITY NATION EUROPE LOWLANDS tirrCACIT* SUPPORT CONVENTIONAL AND NUCLEAR MATURE THEATER; COASTAL AREA SM74 SO OPERATIONS, GOOD RAIL AND HIGHWAY NETWORK ANO DISPERSED AIRPORTS AND SEAPORTS POPULATION: 44,102,000 (EST) • LOC RUNS S TO N. LARGE FRONT; UNCAN SUPPORT

« NATO PEACEKEEPING • LARGE REGION, SINGLE COUNTRY U S ARMY FORCE (PEACE)

WESTERN • SUPPORT MID-LEVEL • MOUNTAINS, ROLLING HILLS, ANO STRONG HOST 4100 NM U S INTENSITY LOWLANDS NATION EUROPE INTERESTS SUPPORT CONVENTIONAL AND NUCLEAR • MATURE THEATER; GOOD RAIL AND AREA 412,404 SO HIGHWAY NETWORK. DISPERSED MILES SEAPORTS AND AIRPORTS

• LOC RUNS W TO C. LARGE FRONT; POPULATION: UNCAR SUPPORT 40,1*7,000 (ESI)

NATO PEACEKEEPING ♦ IARÛC REGION. SINGLE COUNTRY • US ARMY FORCE (PEACE)

NORTH CENTRAL SUPPORT MIDLEVEL • SOUTHERN MOUNTAINS. CENTRAL • STRONG HOST U S INTENSITY UPLAND* ANO NORTHERN NATION EUROPE SUPPORT INTERESTS LOWLANDS ♦ CONVENTIONALAND NUCLEAR AREA MRIISQ « MATURE THEATER; GODO HAIL AMO HIGHWAY NETWORK, NORTHERN SEAPORTS AND DISPERSED

POPULATION: • LOC RUNS NW TO SC. LARGE FRONT: (EST) UNEAR SUPPORT

Figure B-2. Movement Control and METT-T.

B-2 FM 55-10

TIME (STRATEGIC TERRAIN TROOPS REGION MISSION ENEMY LOC DISTANCE)

• LAROineOION, SIND l£ COUNTRY • US ARMT ' NATO PtACCKCC NNO ronce (PEACE) • KMMtULA (COASTAL OACRATIONS) • »TRONO MOST >NM ■ aufronr • NKt-teWfl. •OVTWN nrTENxrr NATION u • • MOUNTAIN*. VALUVt, ROLUM SUPPORT eunoFC tNTWMT» • COMVCNDOMAL ANO Mua RUCUAA AMA ua¿M K • MATUnCTWCATCN; OOOO RAH. «MD HNUMMT NETWORK, KAAOnr*

M^ULATWN: • LOC RUN* NW TO «E. IAKK NMNT; «a^nuN» (UT) UNCARSUnPORT

• SMALL MaKMiSUMLE COUNTRY • US ARMT • NATO PEACEKEENNQ (PCACQ PONCE • STRONG HOST •400 NM (WESTERN • SUPPORT ■ MlfrUVEL • PLATEAU MTENSITV NATION U S SUPPORT CUROPE) INTERESTS • CONVUmONAi. ANO • NATURE THEATER; OOOO RAIL AMD NUCLEAR MMIPNAY NETWORK, AND AIRPORTS AREA SS* SO

• LOC RUNS N TO S. SMALL PROSIT; POPULATION: UNEAR SUPPORT 1 (SST I

• SMALL REOION: SIMOie COUNTRY • US ARMY NETHERLANDS NATO PEACEKEEPING (PEACE) FORCE • STRONO HOST NO TM «WEST SUPPORT MIO-LEVEL • EASTERN UPLANDS, ROLLING HILLS, MTENSITV NATION EUROPE U * ANO NORTHERN LOWLANDS SUPPORT INTERESTS CONVENTIONAL ANO • MATURE THEATER; OOOO RAIL AND NUCLEAR AREA - H,77S SO HIGHWAY NETWORK. NORTHERN MILES SEAPORTS AND DISPERSED AIRPORTS

POPULATION: 12,000,000 (EST ) • LOC RUNS NW TO SE. SMALL FRONT: LINEAR SUPPORT

Figure B-2. Movement Control and METT-T (Continued).

(1) The 28th Transportation Battalion, head- companies operating out of Kaiserslautern and Idar- quartered in Mannheim, has three medium truck Oberstein; one HET in Mannheim, one refrigerated companies, one HET company, one POL truck com- van company in Kaiserslautern, and two TTPs in pany, and one TTP. The 53d Transportation Bat- Kaiserslautern. talion, headquartered in Kaiserslautern, has four d. MTMC Europe, a subordinate command medium truck companies (one located in Pir- of MTMC, operates common-user ocean terminals masens) and one TTP. The 106th Transportation in direct support of USEUCOM. These terminals Battalion, headquartered in Ruesselsheim, has four currently are located in Bremerhaven and Norden- medium truck companies operating out of Fuerth, ham, Germany; Rotterdam, Netherlands; Giessen, Ruesselsheim, and Bremerhaven and four Leghorn, Italy; Izmir, Turkey; Cadiz, Spain; Lajes TTPs located at Fuerth, Bremerhaven, Giessen, and Field, Azores; Piraeus, Greece; and Felixstowe, Rhein Main Air Base. UK. MTMC Europe can open military terminals (2) The 6966th Civilian Support Center, head- at other locations based on operational require- quartered in Kaiserslautern, has three medium truck ments.

B-3 FM 55-10

B-3. MOVEMENT CONTROL ORGANIZATIONS area of responsibility encompasses the northern sector of Germany as far south as Cologne, to Bel- Figure B-3 shows the organization of the 1st gium, the Netherlands, and Denmark. The TMCA. It has three transportation battalions (MC) battalion’s three MCTs are located at Rotterdam, and two movement regions assigned. The 3d Move- Bremerhaven, and Moenchengladbach. The 27th ment Region is collocated with the headquarters. Transportation Battalion serves as the primary interface with MTMC-Europe on cargo entering the a. The 4th Movement Region is located at Royal theater through the ports of Bremerhaven, Norden- Air Force (RAF) Mildenhall, United Kingdom heim, and Rotterdam. Figure B-5 shows its area of (UK). During peacetime, it is known as the 4th responsibility. Movement Region Control Team. It coordinates all wartime US transportation and movement require- d. The 39th Transportation Battalion (MC), ments within the UK. headquartered in Kaiserslautern, performs movement control functions for the central region. Its b. The 14th li-ansportation Battalion (MC), head- area of responsibility encompasses the central and quartered in Vicenza, Italy, performs movement con- southwestern portion of Germany, joining the boun- trol functions within the southern region (Figure B-4). daries of the 27th Transportation Battalion to the Peacetime responsibilities involve movement control north, and the 502d Corps MCC to the east, and the services in Italy, and a planning cell in Türkey. Swiss border to the south. The battalion’s MCTs are c. The 27th Transportation Battalion (MC), located in Baumholder, Stuttgart, Kaiserslautern, headquartered in Bremerhaven, performs move- and Mannheim. It also commands ATMCTs located ment control functions for the northern region. Its at Ramstein and Rhine Main Air Base.

tsr TRANSPORTATION MOVEMENT CONTROL AGENCY soao Mcc

MOVEMENT CONTROL TEAMS

HHC 14TH TRANS BN 27TH TRANS BN 9BTH TRANS BN 1ST TMCA

MOVEMENT MOVEMENT MOVEMENT CONTROL CONTROL CONTROL ATMCT TEAMS TEAMS TEAMS

R—' COMMAND TECHNICAL 5T0TH BDMOVRCN «TH MOV RON STAFf QUIDANCE MIL POLICE CO. PLANNING FLANNINQ ( RAIL QUAND ) CEU CEU TASKINO AUTHORITY

Figure B-3. 1st TMCA.

B-4 FM 55-10

ANNEX B

MTH TUANS BN MCT AND AMF-L MCI MOT VtCENZA ITALY (22ND A3G>

MCT LIVORNO <8TH ASO)

NAPLES

SICILY RESPONSIBILITY OF THE NAVY

Figure B-4. 14th Transportation Battalion’s Area of Responsibility.

e. The 502d MCC is assigned to V Corps. It performs movement control functions for the V Corps area of responsibility. The center’s MCTs are located in Nuremberg and Frankfurt (Figure B-5). DK f. Within the European theater, MCTs have theater-unique teams assigned to them. They include the — (1) Branch movement control team (BMCT). BMCTs are the smallest movement control elements NL providing movement control on an area basis. BMCTs are assigned to specific location support, 27Tn TRANS BN such as depots, TIPs, or trailer terminals. BMCTs provide interface with the consignor, consignee, and mode operator. 502ND (2) Highway movement control team (HMCT). MCC HMCTs are responsible for coordinating US forces’ use of HN road networks. HMCTs are collocated with the German Verkerskommandtur (transportation commander’s) office. (3) Rail movement management team (RMMT). RMMTs are responsible for the control of US forces’ cargo and passengers moving via the Ger- Figure B-5. Areas of Responsibility for man federal raihoad, Deutsche Bundesbahn (DB). 1 st TMCA and V Corps.

B-5 FM 55-10

B-4. COMMUNICATIONS It provides dedicated pickup and delivery service of less-than-truckload (LTL) shipments. a. Daily business is accomplished through a series of communications systems that include the b. An RDS system operates with a mixed fleet Defense Switched Network (DSN), European of general cargo vehicles making regular runs along Telephone System (ETS), commercial telephone ser- predetermined routes. These commitments are on a vice, direct link with HN railway telephone system. daily basis regardless of the amount of cargo at the Defense Data Network (DDN), telex, and the Stand- points of origin. It is envisioned that the service be ard Theater Army Command and Control System operated as a hub and spoke system. Daily pickups (STACCS). and deliveries are made to and from consignees to operating centers or hubs. Sorting and movement b. Secure communications system includes among the operating centers occur overnight with secure telephone (STU III), radio telephone/ delivery the following day. teletype (mobile) (RATT), Worldwide Military Command and Control System (WWMCCS), KL43, c. Drivers stop at all designated pickup points and FAX (secure). along their particular spoke and deliver and/or receive cargo along the route. As directed by a B-5. FIRST DESTINATION REPORTING distribution center, the hub will also support all spe- POINTS cial transportation requirements needed to transport a. The FDRPs support the Army’s concept of critical high-priority supplies and/or equipment to a the fluidity and lethality of the modern battlefield. particular customer. Transportation requirements The FDRP’s primary purpose is to divert en route beyond the capability of the hub will be passed to cargo to units as they displace on the battlefield. corps or theater assets for support. RDS highlights include the following: b. FDRPs can be located wherever the command decides there is a need. Useful locations are (1) The operating centers in the region are at the corps and division rear boundaries along located so that ideally all customers can receive same MSRs where vehicle drivers can check in to confirm day or next day delivery. Documentation would be the location of the consignee. If the consignee is no the minimum required for accountability and data longer at the location first provided to the driver, the collection and need not be the same as for normal FDRP diverts the driver and cargo to an alternate TMR system. consignee and/or destination. An FDRP is not a rest (2) The system should be limited to movement stop, although it could be collocated with one estab- of the highest priority items identified by the TA lished by the TAACOM or COSCOM. commander. The remainder of the movements c. An FDRP can be comprised of an MRT, should take place within the TMR system. However, MCT, or personnel detailed from these or other to minimize the waste of transportation assets, if the movement control organizations. It may also include high- priority shipments are LTL, nonpriority ship- supply and MP personnel. ments will be moved on the same vehicle. d. The ability to communicate with the corps (3) The service must operate on a schedule to and theater movement control headquarters is criti- minimize communications and documentation re- cal to any FDRP operation. Information flowing to quirements. It must operate daily to all potential the FDRP must be continuous and timely. As the origins and destinations to meet established delivery tactical situation changes and combat units move standards. around on the battlefield, the FDRP must be notified (4) The time standard should be delivery the so it can redirect vehicles that have supplies destined day after the shipments are available for movement. for those locations or units. B-7. CELLULAR LOGISTICS TEAM B-6. RAPID DELIVERY SERVICE a. Missions. a. The rapid delivery service (RDS) was (1) The primary mission of the cellular logistics developed to move high-priority items, including team (CLT) is to serve as liaison and interface be- retrograde, among theater shippers and consignees. tween the US transportation system and the German

B-6 FM 55-10

military transportation battalions which have subor- minimum manning (one per site) with authorized dinate terminal transfer units. CLTs maintain structure. visibility of in-transit US shipments and supplies by (2) Based on the mission of the German military perpetuating US documentation and reporting status terminal transfer units, CLTs will normally operate at back through US channels. Technical guidance to one of the following: airhead, railhead, SPOD (land assist in the loading of US- unique equipment is also side), inland waterway port, depot, or other locations provided (Figures B-6 and B-7). dictated by mission need. CLT duties and respon- (2) Csibilities remainLTs have unchanged, the authority regardless to divert ofcargo location. when the US movement control system directs it. Addi- (3) The CLT is employed in three groups. tionally, CLTs can request transportation assets as a Detachment headquarters will collocate with the user for onward movement of this diverted cargo. German military battalion headquarters. Each com- b. Capabilities. pany team will collocate with a German terminal transfer company in the German battalion. (1) CLTs can perform simultaneous operations at six terminal transfer sites that may be operated by (4) All CLT members must possess basic the German military transportation battalion. TV/enty- German language skills to assist them in mission four hours per day capability is possible, requiring accomplishment.

COSCOM WHNS

MCI I US 1 811 PT QP OE LNO 1 OE TEAM TRANS RÛMT TRANS BN WHNS

US TERM GE TRANS ■ • • • • TRANS BN CLT HO SEC WHNS

QE TRANS CO

US TRANS BN/ CLT GE C8B TERM CO 8EC h..J TRANS CO

LEGEND:

1 ■ COMMAND GE TRANS BN LNO T«*m U «olleeiUd with MCT

• • • • • OBLIGATORY COOPERATION 1 Normal l••klnat

3 — — — TASKING (FUNCTIONAL CHAIN) Spacial lacking»

INFORMATIONS 4 TRANS flQMT UKdo S only

Figure B-6. Corps CLT Command Relationships.

B-7 FM 55-10

1ST TMCA

37TM TRANSCOM UK<30 9

TRANS BN (MC)

5 3 US I I TRANS GP GE LNO 1 GE TEAM TRANS RQMT TRANS BN WH N S

US TERM GE TRANS TRANS BN CLT HQ SEC WHN6

G E TRANS CO

US GE TRANS BN CLT TERM CO SEC H TRANS CO LEGEND:

I “COMMAND GE TRANS BN LNO T«Km is collocated with MCI

2 • • • • • OBLIQ ATORY COOPERATION Normal taeUngs

— — — FUNCTIONAL CHAIN OF COMMAND 3 Special task ings INFORM AT JON S

Figure B-7. Theater CLT Command Relationships.

c. Organization. The CLT consists of 19 sol- d. Duties of CLT Members. diers: (1) Detachment headquarters: (1) The detachment OIC is responsible for the overall operation of the team. He directs detach- 1 CPT, 88A, CLT OIC ment administration and establishes plans, policies, 1 SFC, 88N, NCOIC and procedures. He also serves as special staff 1 SPC, 88N, Documentation Clerk/Driver officer (logistics operations officer for battalion (2) Company team (soldiers equally divided S3) of a German transportation battalion. into two teams): (2) The detachment NCOIC is the principal en- 2 SSG, 88N, Chief Documents Supervisor listed assistant to the OIC. He supervises detachment 2 SGT, 88N, Freight Movements NCO personnel; plans, directs, and controls subordinates; 6 SPC, 88N, Freight Movements Specialist and instructs and supervises subordinates in transpor- 6 PFC, 88N, Freight Movements Specialist tation movement procedures and work techniques.

B-8 FM 55-10

(3) The detachment clerk, vehicle driver, and and recorded. He prepares cargo documentation as administrative specialist consolidates and forwards needed during terminal transfer operations. He also management reports to higher headquarters. He gathers statistical data for preparing movement operates communications equipment and automated reports and provides guidance to German personnel data terminals as required. He also performs duties on proper loading of US-unique equipment. of a freight movements specialist when required. B-8. STANDARDIZATION AGREEMENTS (4) The chief document supervisor supervises cargo documentation, preparation, and collection. a. USAREUR develops their own forms to im- He reviews, consolidates, and prepares technical and plement the provisions and data/information of administrative reports governing transportation NATO STANAGs. movement operations. He plans, directs, and con- b. A list of NATO STANAGs (in use or under trols subordinates. development) pertaining to movement control is (5) The freight movements specialist ensures listed in the preface. that cargo shipments are properly marked, labeled,

B-9 FM 55-10

EXTRACT OF STANAG 2023

NATO racussmsp

Agreed Engliah/Prench texts STANAG 202 S (Edition 2)

HATY/ ABXT/ AIR NATO STAKDAHBIZATIOH AGaignaiT (STANAG)

MARKING OF MILITANT CANCO POR INTERNATIONA! MOTEMSNT BY ALL INTSRNATIQWAT. KRINS OP TRANSPORT

“nexeB A. location of Barking on packages B. Definitions

Related documents s STANAG 1059 OP - National Distinguishing Letters for use by NATO Porees STANAG 2019 OP - Military Symbols STANAG 2175 V? — Classification and Designation of Plat Vagons suitable for Transport- ing Military Vehicles and Equipment STANAG 2316 AMMO- Marking of Ammunition (and its Pickaging) of a Calibre below 20 am STANAG 2322 AMMO— Minimum Markings for the Identifi- cation of Ammunition (and its Packaging) STANAG 3150 MMS - Codification of Equipment - Uniform System of Supply Classification STANAG 3151 MMS - Codification of Equipment - Uniform System of Item Identification STANAG 3427 TN - Colours for Identification of Air- Dropped Supplies STANAG 3854 TN - Policies and Procedures goTerning the Air Transportation of Dangerous Cargo STANAG 4123 LOG - Methods to Determine and Classify the Hasarda of Ammonit ion International Convention for Bail Transport oT Goods (cm) (1) International Regulation concerning the Carriage of Dangerous Goods by Ball (RID - Annexe I to Cm) European Agreement on the Carriage of Dangerous Coeds by Road (ADR) International Maritima Dangerous Goods (DfDG) of Intergovernmental Maritime Consultative Organisation (IHCO) European Agreement on the Carriage of Dangerous Goode by Inland Vatervays (ADH) United Bâtions Hasard Code

HOTE: (l) The C.I.M. is also used for road transport by Belgium, Prance, Italy and Netherlands

- 1 - Amendment 4 Jg NATO UBCLASSIPIHD

B-10 FM 55-10 NATO UNCLASSIFIED

AIM

1. The aim of this agreement is to standardize, for the use of the NATO forces:

a. Marking of military cargo, and

b. Handling and storage instructions,

for consignments of military cargo tor international movement by all international means of transport, except where the move is national in character and is handled exclusively by that nation's means of transport.

AGREEMENT

2. Participating nations agree to standardize:

a. Marking of military cargo

b. Handling and storage instructions for consignments of military cargo for international movement by all international means of transport, except where the move is national In character and is handled exclusively by that nation's means of transport.

GENERAL

3. The principles followed in this STANAG, and which will apply to subsequent amendments and supplements, are as follows:

a. Subject to over-riding security consideration, the system of markings should be the same in peace as in war.

b. The system must comply, insofar as practicable, with commercial requi rements.

c. Existing international and NATO Standardization Agreements should be observed where obligatory, and made use of where practicable, in preference to devising new standards, symbols, etc.

d. The STANAG concerns those marks which are essential information to personnel handling cargo in transit. Other marks of distinct national interest are permitted insofar as they do not detract from the clarity of the essential markings.

e. AM marks should be made in BLACK except where another colour will provide greater clarity or is specifically prescribed.

f. All marks should be simple so that they can be readily applied to a cosignment and easily recognized for sorting purposes.

g. In the case of air-dropped supplies, the provisions of STANAG 3427 regarding the colour identification code will apply.

-2- Amendment 4 jg NATO UNCLASSIFIED

B-11 FM 55-10

NATO TOCLASSIPI5P

b. Measurements are expressed in the setric system, and if these are not the normal units of the consignor or consignee, in feet and inches also. They are to be rounded up to the next centimetre or inch.

i. In the case of transport of vehicles, ST AN AC a 2175 and 2163 apply.

DETAILS 0? THS AGHBKMENT

4. Markings and labels. Subject to over-riding security considerations, the following movement marks and labels are to appear on packages as shown in Annex A. When a large number of packages containing the same type of material are dispatched by one consignor, to one destination, providing thsy form part of a single consignment, only 109â of the total number of packages need hear the markings specified. If the consignor so wishes, the unmarked packages may bear the identification number, followed by a serial number within the consignment:

a. Consigning Nation. The National Distinguishing Letters given ln STANAG 1059 are to be placed OUTSIDE and to the LEFT of a rectangle containing the consignment Identification Number.

b. Identification Number. The consignment Identification Number, as laid down by the consigning nation, is to be contained in a rectangular frame.

c. Port of Discharge. The sea port or airport of discharge is to be shown in clear.

d. Consignee Unit. The consignee's address is to be shown in clear

e. Weights and Dimensions. The following are to be marked on packages as appropriate and/or necessary:

(1) Cross weight (See AAP-6).

(2) Cube.

(3) Outside dimensions: length, width, height. The only outside dimensions to be shown are for packages having any single dimension of 1.8 metres (72 inches) or more.

f. Package Numbers. Consignments consisting of a number of related packages are to be marked by the ase of two numbers separated by an oblique stroke. The first number will indicate the individual package, the second will indicate the total number of packages (e.g. 6/12).

g. Priority Marks. The degree of national priority allocated to a consignment and the priority marks applied will be in accord with an internationally agreed system. In the absence of such an international priority system, the degree of priority desired will be indicated by the consignor, according to his own national system

- 3 - Amendment 4 ie NATO UNCLASSIFIED

B-12 FM 55-10

NATO tTNCLASSIFIEJ

h. Commodity Identification. Commodity (item) identification will be by NATO Stock Number, Commodity Hark or nomenclature, in accord with the normal procedures of the consignor.

i. Special Cargo Labels. The labels specified in the International Conventions and STANAGs listed in the related documents are to be used for dangerous cargoes.

5. Handling and storage inatruetlonet

a. With regard to the handling and storage of consignments, no symbols are given in this instruction, as appropriate symbols are being adopted by the International Standards Organization (ISO).

b. The point of balance shall be marked by a vertical line not less than 7-6 cm (3 inches) long, painted from the bottom edge of both sidee of packages over 3 metres (10 feet) in length or those which are unbalanced. The letters "C.C." shall be stencilled or printed immediately above or alongside of this mark.

6. Location of markings on packages:

a. Commodity (item) identification is to be shown on one side and address markings are to be shown or. the opposite side of packages with a volume equal to or lesa than 2Ô0 litres (10 cubic feet). Additionally, when the volume of the package is more than 280 litres (10 cubic feet), both commodity identification and address markings will be shown on the end of the package to the right when facing the side showing addreee markings. The opposite end and the top and bottom shall be used only for special cargo markings or labels required to be placed there by law, international agreement or regulations of the consignor, or required for safe handling. Other special cargo, narkings as required, to include handling and storage instructions not otherwise displayed, shall be shown on or attached to one aide of the package, prefer- ably the side showing commodity identification.

b. Packages which are non-parallel sided are to be marked In at least one location with commodity identification and address markings.

c. The position of markings or labels is shown in Annex A-1 to A-3. The detailed mandatory and optional composition of commodity identification and address markings is shown in Appendix 1 to Annex A.

d. Where there are no surfaces suitable for stencilling, weather- proof tags or .labels are to be used.

e. The position of the markings: gross weight (VT) and cubic capacity (CU) shown on the sketch attached to Annex A does not apply to ammunition packages. Detalle of ammunition markings are given in STANAGa 2316 and 2322.

- 4 - Amendment 4

ie NATO UNCLASSIFIED

B-13 FM 55-10

HATO UHCLASSmgP

7. Documenta. Documenta and detailed lleta of contente are to be firmly attached to the outeide of at least one package, of any consignment, if the nature of the package permits. Otherwise the documents and lists are to be placed inside the package or packages.

PÍPLEHEHTATIOK Qp THE AGRESKEHT

6. This STANAG is implemented when the neceeeary orders/instructlons to adopt the method described in this agreement have been leaned to the forces concerned.

- 5 - Amendment A Jff HATO DHCLASSIPIP

B-14 FM 55-10

NATO UNCLASSIFIED

ANNEX A TO STANAG 2023 (Edition N2 2)

LOCATION OF MARKINGS ON PACKAGES

Fig. A

Package with voluae up to 280 litres (10 cu ft)

US BT/30/94 lb dar 85 - 12 (Optional) Commodity Mark 714 ROB Other Commodity Information Fort Eustis As Required Nationally Boston (Optional )

Antwerp KO BAOR Rheindahlen 2/10 500 lb/266 kg

96 cu ft/12.7 m3

A-1 NATO UNCLASSIFIED

B-15 FM 55-10

NATO UNCLASSIFIED

ANNEX A TO STANAG 202 3 (Edition N 2 2) LOCATION OF MARKINGS ON.PACKAGES'

Fig. C

Non-parallel sided package

Coimodity Mark Other Cotrmodity Information

As Reouired Nationally

US BT/30/94

15 Mar 85 - 12 (Optiona!)

71A ROB

Fort Eustis Boston (Optional)

Antwerp

HQ BA0R Rheindahlen

2/10 500 lb/266 kq

96 cu ft/12 7 m

A-3 NATO ^CLASSIFIED

B-16 FM 55-10

NATO UNCLASSIFIED

ANNEX A TO STANAG 2023 (Ed i tIon No. 2) LOCATION OF MARKINGS ON PACKAGES

Flo, B

Package with volume over 280 liters (10 cu ft)

Corrmod I ty Mark Other Commodity Information As Required Nationally US BT/30/94 15 Mar 66 ~ 12 (Optional) 714 ROB Fort Eustis Boston (Optional) Antwerp US BT/30/94 HQ BAOR Rheindahlen 16 Mar 66 - (Optional) 2/10 600 lb/266 kg 714 ROB 96 cu f t/12.7m* Commodity Mork Fort Eustis Othor Coffmodity Information Boston (Optlonal) As Rsqulrad Nationally Antwerp HQ BAOR Rheindahlen 2/10 600 lb/266 kg 96 co ft/12.7m*

A-2 NATO UNCLASSIFIED

B-17 FM 55-10

NATO UNCLASSIFIED

APPP1DIX 1 TO ANNEX A TO STAN AC 2023 (Edition N2 2)

"COMMODITY IDENTIFICATION" FORMAT

LINE 1 : Commodity (item) Identification by nomenclature, NATO Stock Number, and/or Consnodity Mark according to National System of consignor,

LINES , 3, etc. : Other Commodity information as required nationally.

"ADDRESS MARKING" FOE.'.AT

LINE 1 : Consignment (Shipment) Identification Number.

LINE 2 : Required Delivery Date and Project Code (optional) and Priority Mark.

LINES . 5 and A- : From Consignor.

LINE 5 : From Port of Embarkation (optional).

LINE 6 : Via Port of Discharge (if applicable).

LINE 7 : To Consignee.

LINE 8 : Unit Number, Total Units, WT of each Unit, Cube of each Unit.

B-18 FM 55-10

EXTRACT OF STAN AG 2155

NATO UNCLASSIFIED

Agreed Eng I ish/French Texts STANAG 2156 (Edition 2) NAVY/ARMY/AIR NATO STANDARDIZATION AGREEMENT (STANAG)

ROAD MOVEMENT BIO AND CREDIT

Annexes A. Road Movement Bid (Not for Initial movements) B. Road Movement Bid (For initial movements) C. Road Movement Credit Granted

Related Documents STANAG 2026 M4T NATO Travel Order STANAG 2041 M&T Operation Orders, Tables and Graphs for Road Movement STANAG 2154 M&T Regulations for Military Motor Vehicle Movement by Road STANAG 2174 M&T Military Routes and Route/Road Networks STANAG 2176 MIT Procedures for Military Road Movement Across National Frontiers

AIM

1. The aim of this agreement is to provide participating nations with standardized documents (see paragraph 5 below) for road movement In a format suitable for automatic data processing (ADP) and/or manual hand I ing, appl icable in peace and in wartime In al I NATO Forces.

AGREEMENT

2. Participating nations agree to comply with the instructions contained in this STANAG in respect of road movement Bio and Credits.

GENERAL

3. The printing of the documents is to be made in at least one of the two official NATO languages (English and French). In addition, the language of the country of origin, may be used (Annexes A and B only). (1)

4. When travelling from one NATO country to another the above mentioned documents are not a substitute for the NATO Travel Order (STANAG 2026).

DESCRIPTION

5. The documents to be used are as follows:

a. Road Movement Bid (Not for initial movements) - Annex A. b. Explanatory notes to Road Movement Bid (Not for initial movements) - Appendix 1 to Annex A. c. Road Movement Bid Teletype Message (Not for initial movements) ~ Appendix 2 to Annex A. d. Road Movement Bid (For initial movements) - Annex B.

NOTE : (1) in the examples of Annexes A and B German is used as the language of country of origin.

-1- Jg NATO UNCLASSIFIED

B-19 FM 55-10

NATO UNCLASSIFIED

e. Explanatory Notea to Road Movement Bid (For initial movements) Appendix 1 to Annex B. f. Road Movement Credit Granted - Annex C. g. Road Movement Credit Granted Teletype Message - Appendix 1 to Annex C.

IMPLEMENTATION OF THE AGREEMENT

Í. This STANAG ia implemented when the necessary ordera/instructions bringing into uae the documenta mentioned in the Agreement have "been issued to the forcea concerned.

- 2 - ie NATO ÏÏNCLASSIFIED

B-20 FM 56-10

NATO UNCLASSIFIED ANNEX A TO STANAC 2155 (Edition No. 2)

Marschanmeldung / Road Movement Bid / Demande de Mouvement par Route

(nicht fur Anf ingsbcwegungcn / not for rnitiil movements I pis pour ties mouvements imtiaui)

Nu' von VerhQSt awtlwtu'len

f Olentdtellen-Nr To oe »Mied m Ov Mo« HQ only Marteradlt - Remplir Mulement oar Movement No OrO«nliaiion No Numero de I’ orgenttme orgeniimet de mouvement No de mouv

I ■ -i i i i ' i i i i 1 lFi1 I I I 1 I I 1 1 1.1

Sa no neiltat t Warteniermacr Veroond / Emneil B Nationality Formation / unit 50 De moved Na nonalliu Formation Ow unite OCvant ,a*rC mouv

1—L ' I i I 1 '' '' '' i > ‘ I 1 I I *77 g w Ponteltiani Crt Pottjqe c Ode LOv Jtion Code gottai Lieu I I I I I I I I I 1 I I I 1 I L. lj l.lSl59 I I I 1.J Ü-Lbi Strafte ! unt er» un Sr'• I I I I I L ü 2 jfaiefe ^u .1 JU •rei Lute»! reie'jte ’m « ►■«.•-.rtf je .oattuge iw

1 ' I 1 i ' J I 1 5 S Só &<. 6S 66 69 70 71 r . U n /ant u’cr < • : Tvoaattcnv.e’tte < 'i Tyoe o* n«av>et( venm.i>ea •O«»1 wa-gnt .n -onnat •'ucrstlt.• ML'U w pQ.jt >Ota' ma« • mum aomr*t ce *n iOnn*% Q ao . K ette P j j T rac • t vvntk.n J-L J" Wnetlt Cnanriie« —J- Aouet XJ. Pouas

Crtift-e Breite < none / Lange Nrtj*in.um Wiiitn > Hciint / L e »* g t n Ma«iinwm Largeur / Hauteur / Longueur 2. Hon« 3. L ange *u' tjngtrei < ‘ i i Length ot tne longett «enicie I .Breite Ha.gnt Icm^ongueur du venicu'e 'e ni-jt '©n* iNidtn Hauteuf ln I 1. Largeur SS S6 59

Geforderte MartehgeicnwIrMjlq» eit M: N

Sonstige Str. . BAB I )2. Sonnige Str. 1. BAß AutOOaMn Otner »oadt Other roeoi */hn Autootnn 'km/h l i i I- Autoroute 1 —if^Autre» reitet *' Autoroute A,atre» routet 60 62 63 TT

OAnxahf der MartchgruOOen (11 > ’ E.nnenen (31 / Taneinheiten (31 * Numoer o f marenmg gr u0l MW numoer o- »a . • O nomo't da tout-unxee de mercha (31 Nomore de groupemant« de marche <11/ n0more d u-tlre* de marche i2l nil I 1 70 71 "W '"W O Summe der Marichaottanoe ivunche« Mertengruooen Ul'E.nnelteh (3 WTe.ie.nhe.ten I 3» r. Tgtei I.me mterve. Oeteveen march.ng grouo» Mi/ eohvovi(2»/0e«»>et» i3l ^ r*. i3» Toteide* intervene» de temo* entre groupement* oe marche MW uhtie* de merche I2W «outumte* de merthe 13 l2Jl I Imirt (3 il I lm»h Eg »A 16 19 12 13 U 16 16 17 L uhde'crtttc Nation coil# UTM • Re' Cnj« .noidwaht Q Awfkommeniort / 0't*engeO» UTM re« ^ 'Point of origin / Loceflon Réf. de prelection Mercator la neuen Pomt d’ origin« / Lieu j I . isair'i . i i t i i i I j I ■'ll ,,/ov 1 fc ■ i i » 'B W 20 Tr gr Lanoercoue UTM • Re' Nation cocía RMenchtiel / Ortiengaoe UTM ref Coee .ndmunnt * Damnation / Piece Lieu Ref. de erclectlon Mercator ta net-on Iuho / ®def i i i I i i i i i i i i I I i I i i I i i I LU 1 i i i i i I 1 U U 72 7) A -J2T I NATO UNCLASSIFIED

B-21 FM 55-10

NATO UNCLASSIFIED

S , M#rtchwv«ç/ Rout* / lttn«r*lra d*manâfe 1 . Abl«ut0orth I 2. Rttn«nfoif • im AQiAwtoun* t SIAM peint S«aw»nc* AI «tan point Pomt >nifiA< Swccauton «u point initial

UTM Rfff EJH i ' ' I 12 1) g

, O^rcniaufpunk tA'C'•nryOcrgAng Control pointv/BO'OAr C'Otting point Points d* COnVO'A'OOintO« t<-jncnni«m#ntO* f'Ontifr«

U I i 1 i i 1 i i 1 U I i I i i I i i I U i i I i i 1 i i I TT K Tô 31 32 33 il 40 41 42 46 49

Rast ' TH / Long nau S^OM n*vt Mjita de longue du'«« / Hait« ’ecnniQu« CetO'dert« OAU*' TH.Pjtt P*Ou-'*0 OuratiOn O ^ mo't n«its/ ft AuS'AtMOunfet »ono®< S^a'scnstraf\e E nlanrou l>[ -n a>e te M t ' «le *ong "lâits Po-nt O* *n»*v 'O :n# rouî» Ou'®« a®rr>®nce« cCw' n®it« tacnn-Qu» Poinj o• ''oni tn« 1 Po-nt d« sor*'* d» l .l«n*rair# Po nt 3 entra« tu' .t-ne-ai'# naiteo® ongutdj'ee

U3M R*l I üTM R«t llJsKJ 1 J l"i-" U I I I I I I 1 L LL SOSG SI 59 66 6766 69 70 EU U U I I |UTM R*t I juTMRrf JHours I ) jmin 12 13 u is 30 31 32 33 3c

UTMRft I IUTM Rpi [ I [hgyjin, I I [mm U LL I L 1 L _l_i 3S 36 4 3 52 S3 SL 55 UFM Rai UT M R»( s a mi U U I i_J ' 1 i l " S6 S 7 6» 73 74 7^ 76 [ I UTM Rai UTM P»f Hourt [ EU U LU. I I 1 1 1. J 12 13 U 27 30 31 32 33 34

IU f M R»f 1 I I j jmin Mill Ll—U^»’ y 36 40 44 46 ÇT S2 53 5T5T 5 -u».Ju*Ourthl R t:'eave oo-n *

I ' I I I I » 1. J UÎMRtt 56 60 63

CM . 9*< •«'*«'»• l“«t < « • '3 vvO §• c'»M«'»».nr , 1 • »a« »®ii®Q»' "*«* 1 »«V- *>® Cê' O" •• OB B®* awB*'

ud tr I 1 ]~ 5 ? f « $ e<»«B»ll*r^»«l iw

N® il •••<« At »««•<.<« m ■ «O'«»« B M • AB ®l •!«••• M

Aolini «B» *JS*‘ Blwr^OBi O* «*BB®«I H®m®>B a» -B

■-¡«t 1 tfU 1 n-rn-i _ A «•«O'wl • M A >IB BM BM • I

AfflBXI U»' ■Al»' «B iBWBI

ftoaonOAe« t f torO®rm»®* Sp««lAI fOOulramant* ¿■Ipvnc«* p#rtiCwll«rM X

A-A- Olonaigrao, M»m®, Oi«nst»t«l>*, T®l*ion-Air. f ufm t / 8 3 Ran«, nam®. n®aogwan®n, iwapnon® NO NATO UNCLASSIFIED C'®d«, nom, orgami/n®. No ■}» l®t#©non®

B-22 FM 55-10 APPENDIX 1 TO ANNEX A TO STANAG 2155 (Edition 2) EXPLANATORY NOTES TO THE FORM ROAD MOVEMENT BID (not for Initial movements)

1 . General notes

a. The blocks marlced by a bold under I I ne must be filled In como IeteIv. When using a two-coloured form (Red and Black) the blocks marked in red must be filled in completely.

b. The completion of additional blocks is left at the discretion of the unit submitting the road movement bid (if no information is given on short halts, long halts and vehicle distance the provisions laid down in the hosting countries regulations will be applied.

c. The prescr i bed b Iocks are to be filled in carefully by wr i t i ng in block letters.

d. The forms are to be completed by using a single letter or numeral only for each block provided; lengthy Information should be abbrev i ated.

e. Zeros are to be crossed slantwise (0).

f. Enter words I ef t-aI i oned and figures r i oht-aIi gned.

g. Hyphens (-) and slants (/) and other symbols must not be used. Leave blanks instead.

2. Special notes (instruction) for the completion of the form lines spec i f ied below

a. Head i no The movement number to be assigned and the activity (marked) identification number are to be entered in the headline by the movement headquarters responsible for the movement processing.

By wav of exception, the entries are to be made left-aligned without spaces.

The visiting forces will make the following entries unless their movement is processed by a German movement agency:

BE 111111 CA 666 666 DA 999 999 PR 666 666 LU 222 222 ML 333 333 UK 888 888 US 444 444

On the basis of these codes the addresses of the movement agencies will be transferred from the address file to the forms issued.

A- 1 -1 NATO UNCLASSIFIED

B-23 FM 55-10

NATO UNCLASSIFIED

Ad F Enter either the earliest starting time or the latest release time or both when required.

Ad Number of vehicles subdivided into wheeled and tracked veh i cI es.

Ad K. Enter the military load class and the maximum permitted total weight of the heaviest vehicle in tonnes so that also those bridges which have not been assigned a military load class, can be taken into consideration.

Ad L Enter the maximum width of the widest vehicle, the maximum height of the highest vehicle and the maximum length of the longest vehicle of the march column.

Ad C + P If the march column is subdivided under 0, P is to be completed accord i ngI y.

Ad C + R If the point of origin and the destination of the movement are indicated the nation code must also be entered. (e.g. BRUSSELS BE - HANNOVER GE)

Ad S Conspicuous road crossings shall be scheduled as start points, control points and release points. For that purpose, the six digit UTM-reference plus group of letters (e.g. MO 634223) shall be precisely determined and entered In clearly legible way in the respective squares. For visiting forces the start point may be the border cross ing.point.

Ad S 2 If two or more movements at the same start point with the same release time are planned by different services, the sequence at the start point should be fixed by the superior HQ organ i zat i on.

Ad S 3 Enter control points or border crossing points only if the movement is to follow a particular route for compelling reasons (such entries will limit the search for the optimal route by means of computation).

Ad S 3+4 If necessary, indicate in the blocks "F5" 23, 32, 41, 50 as well as 'Fe'' 14, 35, 56, and "F7" 14, 35, the sequence of control points and/or the exit points for long halts and short halts.

Ad S 4 Indicate by UTM-reference, where the column Is to leave the route for a desired long halt or short halt and where It will re-enter the route. In the field "Required duration of long halt/short halt" the duration Is to be filled in by hours and minutes. (Example: Long halt 02 h 30 min short halt 00 h 30 min).

Additional data below the horizonal line is to be filled in by the German Mov HQ only when needed.

A- 1-2 NATO UNCLASSIFIED

B-24 FM 55-10

NATO UNCLASSIFIED NATO SECRET

»utatfull t ) ANNEX B TO STANAG 2155 (wh«n nt'*< in) (•O'Vi «voir namoiI) (Edition No. 2)

Marschanmeldung / Road Movement Bid / Demande de Mouvement par Route

ftir A ni*ngtô****«flung«* ( Sfr ) < *Of initiai rnOv^n*oti /pour mOuv«m«ntl in>tl*oa

M«nchk raolt -Nr OI«n»t»t«ll«n— N r Nur von Var^OSt au»(ufO'l«n Mûv«m«nt No Organltatlon No Toba

i i i i i i J—L-L Al ±-U±.

AMencMerander VerOend / Einheit Formation / unit tO b« movad BNetionaiKAt • Nailonality, Formation ou unfti devant taira mouv Nationeilt«

t i i I I » I » I 1 » I i' i U—LJ J—L LJ 22 5) p01t<«itiani On Rottago code Location Code ooi'«• Lieu

SC S9 60 00 S r jr\e/ u*' 'e- ■ >jn t r Sï-eetyQw.irtrrt R»J*/ Logement Al 12 13 ¡rt" il o D morue orw, OieniMte" c. r —Q or O r gam t j|l on ncen'ent eu orcjnitme tuOe'le^r

I I I I I I I I S3

•r. Oec» name C -»denam« Aooc'at-on co n ve n t io ne ne

I I I i i I II

Alarm»!*, ’•n c 'uh«»te Abiau ♦ :«lt G. R ». o ri a t Aie/t »no«' E arile»» »ta" in g -|me RrlO»»ti c. > . . i n «. Hau'« d« oattaflt au oolnt in't<*i a« P'J» tot Prlontt [_JMV I^JSû URÂ U Su» demande Hour / Heur* UU 72 73 7t 75 76 75 80

At«>mme(\nahmen H A i«'t meatu'e» Metu'Ci o* aie''e A,3 u ia 19 23 2c 26 29 33 1C 36

39 ¿3 cc CS S3 SC S6 I AntaM der K ri J, T yo d«« »cnv.«»»ien ghi 3- Length O* the longait v«hkt« u Largau cm H«>J**U' Ldneuawr du véhicula la plua long 29 32 JS

NATO SECRET B / NATO UNCLASSIFIED

B-25 FM 55-10

NATO SECRET

(wann au»Mfcjllt) ' (whan filial in) (ap^at avoir ótá rampli)

NOafordarta Marschgatchwindlgkalt W. Kfz • Abatand . Avaragaspaad required on Vahicla distança , Vlttasa moyenna dsmandaa Distança antra vahiculat I I « 8AB Sonttlga StraSan iirMy Sonstige StraQan II a I I. Autobahn ¿.Other roads | m/2.Other roads L _ 1 I Int Autorouta LuJ m Au trat routas n Autorouta Autres routas Tg 30 19 il OÎ? 0. Anzahl dar Marschgruppen (1)/ Einheiten (2Ï Pswmma dar Marschabstlnde »wl*ch*n Marschgruppen (1) / Einhalten (21 Number of marching groups (1 )/ convoys (2) Total time Intarval between marching groups (U/ convoys <2> Nombra da groupements da marcha (1 )/ d'unités da marcha (2) Total das intervenes da tempe entra groupements da marcha (1 )/unltás da marche (

ml I2IL I’M. I Min Ull 1 Min ¿6 47 (8 49 SO St 52 S3 Q. Aufkommensort'/ Ortsangabe UTM-Ref Landercoda Point of origin / Location UTM ref Nation code Point d' origine / Lieu Rél de protection Mercator Code indiquent la nation und / ode and / or I .... i i i i i ,1 .JL.. I ,1 I li at / ou Li lililí 54 70 79 80 D Marschziel / Ortsangabe 1 UTM —Ref Lándercode '• Destination / Placa UTM ref Nation code Réf. de prelection Marcstor Code indiquant la nation und / oder and / or A i5 at / ou LiT¿ i..i i-i i i i i i i i 11 i i Jo I I i I I I I I TTTT I 36 39 40 Cewunschtor Marschweg / Requested Route/ ttlndrairademandé

2.Reihenfolge am Ablaufpunkt Ablaufpunkt Sequence at start point Start point Succssslon su point initial Pomt initial J I UTM Ref U 45 48 49 3 Durchlaufpunkte/Grenzubergang Control points/8order crossing point Points de controle/Point da franchissement da frontière

Ref y50 i 51 » i » » 55 i » » S8 i u59 11160 M 641111 67 y6Í iTT i 11 ijIT i IJ76 UTM

4. Ratten / Long halts/ Haltes da tongua durée

Ausfahrpunkt von dar Marschstraße Einfahrpunkt fn die Marsehstrs&e Geforderte Dauer der Rast Pomt of exir from the route Point of entry td the route Required durattorrof long haft Pomt de sortie da fitmeraire Point d'entrée iur í'Kiné'eire Duree demandée peur halte de longue duree

BU u i i i i i i i i i UTM Rtf I 1 UTMRef I M i Min IZ <1 14 15 19 22 23 27 30 31 34 Mi u I I I I I I I I I UTM Ref I I I I I I I I I i M i l " 35 36 40 43 44 48 51 52 55 u I I I I I I I I lu™s»< I I I 1 I I I I luTMR»« Min 55 57 61 64 65 69 73 76

Auslaufpunkt Raleas# point Point da dislocation IM] J I LLAJ UTMRef 12 13 14 16 21 Tachn Halte nach _ __ _ Std _ — .Min Merachtelt Short halts after __ _ _ h_ _ _ min of march Haltes techniques aprfcs_ . . h . . _ min de marche

*tltsondw Erfordaml.M Spacial raqulramantt halgances partlcullèrae NATO SECRET Olenttgred. Name . Dienststelle. Telefon - Nr. B-Jr Renk, name, heedqueteri. taiapnone No Grade, nom, organisme. No da téle'phone F orm 1/83 NATO UNCLASSIFIED

B-26 FM 55-10

NATO UNCLASSIFIED

APPENDIX 2 TO ANNEX A TO STANAC 21 S1) (Edition 2) ■

EXAMPLE OF A TELETYPE MESSAGE ROAD MOVEMENT BID (Not for Initial novementa)

From EMÇR 5 241050 Z May 78

To VerkK 731 KÖLN

For information VBK III - G 3/VerkFÜ

Subject Road Movement Bid No. 21/78 Road Movement Credit Granted 27-BEA-11

ALPHA: 7 ARTY -Me*- CN

BRAVO: BE

CHARLIE: 2 INF DIV

FOXTROT: ONE: 271930 Z May 70

INDIA: ONE: 4®

TWO: 25

JDLIET: MAN 7 t

KILO: ONE: 14

TWO: 11

THREE: 15

FOHR: 11

LIMA: ONE: 269 cn

TWO: 31® cm

THREE: 810 cm

MIKE: ONE: 100 m

TWO: ■50 m

NOVEMBER: ONE: 50 km/h

TWO: 40 km/h

A-2-1

ie NATO UNCLASSIFIED

B-27 FM 55-10

NATO UNCLASSIFIED

OSCAR: TWO: 3

QUEBEC: HEVERLEE (PS 202352) BE

ROMEO: BENSBERG (LB 710480) GE

SIERRA: ONE: (FS 210341)

THREE: KB 969220

LB 486440

LB 57 1392

LB 664460

FOUR: LB 207351 - LB 334315

01 h 00 min

FIVE: LB 686461

A-2-2 jg NATO UNCLASSIFIED

B-28 FM 55-10

NATO UNCLASSIFIED APPENDIX 1 TO ANNEX B TO STANAG 2166 (Edition 2)

EXPLANATORY NOTES TO THE FORM ROAD MOVEMENT BID

(For initial movements)

1. General notes

a. The bIocles marked by a bold underline must be filled in completely. When using a two-coloured form (Red and Black) the blocks marked in red must be filled in completely.

b. The completion of additional blocks is left at the discretion of the unit submitting the road movement bid (If no information is given on short halts, long halts and vehicle distance the provisions laid down in the hosting countries regulations will be applied).

c. The prescribed blocks are to be filled In carefully by writing in block letters.

d. The form is to be completed by using a s i no Ie letter or numeral only for each square of the blocks provided; lengthy information should be abbreviated.

e. Zeros are to be crossed slantwise (4).

f. Enter words Ief t-aIi oned and figures r i oht-aI i oned■

g. Hyphens (-) and slants (/) and other symbols must not be used. Leave blanks Instead.

2. Special notes (instructions) for the completion of the form lines specified below

a. Head ing The movement number to be assigned and the activity (marked) identification number are to be entered in the headline by the movement headquarters responsible for the movement processing. By wav of exception, the entries are to be made left-aligned without spaces. The visiting forces will make the following entries unless their movement is processed by a German movement agency :

BE 111 in CA 666 666 DA 999 999 FR 656 555 LU 222 222 NL 333 333 UK 888 888 US 444 444

B-1-1 NATO UNCLASSIFIED

B-29 FM 55-10

NATO UNCLASSIFIED

On the baalB of these codes the addressee of the movement agencies vill he transferred from the address file to the forms issued.

Ad C Enter superior HQ or organization.

Ad E Check off the applicable alert stage causing the movement. Check off the square "On call" if the movement is not to he included in the time schedule of the overall movement plan.

Ad F Enter the earliest starting time at the start point or border crossing point. The entry is determined by the situation given by the superior headquarter (Army Group/Corps), e.g. declaration of Reinforced Alert without prewarning.

Ad G Enter in block 80 the assigned priority 1-7 which determine the priority of move on the march route. As a basis for planning, in addition, there is the possibility to request a certain arrival sequence within a major formation by entering the letters A - J in block 79- In this case "A" means highest priority.

Example; The march column of a corps with priority level "A" will arrive prior to any other march column with the priority levels "B", "C, etc. The time given in "F" is to be taken into account.

Ad B Enter relevant alert measure(s) causing the movement. Up to nine alert measures may be entered.

Ad I Number of vehicles, sub-divided into wheeled and tracked vehicles.

Ad K Enter the military load class and the maximum permitted total weight of the heaviest vehicle in tonnes so that also those bridges which have not been assigned a military load class, can be taken into consideration.

Ad L Enter the maximum width of the widest vehicle, the maximum height of the highest vehicle and the maximum length of the longest vehicle of the march column.

Ad 0 + P If the march column is subdivided under 0, P is to be completed accordingly.

Ad Q + R If the point of origin and the destination of the movement are indicated tbe nation code must be entered, tcu. (e.g. BRUSfc.'.S BE-KANNOVER GE).

F-1-2

ie NATO UNCLASSIFIED

B-30 FM 55-10

NATO UNCLASSIFIED

Ad S Conspicuous road crossings are to be scheduled as start points, control points and release points. ?or that purpose, the sir digit UTH-reference plus group of lettsrs (e.g. MS 65422}) shall he precisely determined and entered in a clearly legible way in the respective squares.

Ad 3 2 If eeveral agencies plan two or more movements with the same priority and the same tiae of departure at the same start point, the priority of move from the start point will be determined by the next higher headquarters and entered subsequently by the movement agency processing the movement.

Ad S 5 + 4 If necessary, indicate in the blocks 5C, 59, 68 as well as 14, 35, 5^ the sequence of control points and/ or of exit points for long halts in which the movement is to touch these points.

Ad S 4 For desired long halts indicate at which Junction the column is to leave the route for the long halt and where it shall re-enter the route. In the block "Required duration of long halt” the duration must be entered in hours and minutes (e.g. 02 h 30 min).

Ad T If the blocks "Short halts" are not filled in, a short halt for 30 minutes will automatically be produced after each two hours running-time by the system (only on German territory).

B-1-5 Jff HATO UNCLASSIFIED

B-31 FM 55-10

NATO UNCLASSIFIED ANNEX C TO STANAG 2IBS (Ed i t ion 2)

ROAD MOVEMENT CREDIT GRANTED CREDIT DE MOUVEMENT PAR ROUTE ACCORDE (Example/Exemple)

Movement No No de mouvement

A. Format ion/Unit to be moved Formation ou unite devant faire mouvement

8. Nat iona1i ty Nat i onaI i té

C. Superior HO or organization Commandement ou organisme supérieur

D. Code name Appellation conventionnelle

E. Alert stages Stades d’alerte

F. (1) Time for first vehicle to cross start point (Date/time group) Heure de passage du premier véhiculé au point initial (Groupe oate/heure)

(2) Latest release time Heure d'arrivee au plus tard au point de di s Iocat i on

G. Pr i or ity Priori té

H. Alert measures Mesures d’alerte

I. Number of vehicles Nombre de véhiculés

(1) Wheeled A roues

(2) Tracked A chen i I I es

C-1

Jg OTAN SAUS CLASSIFICATION

B-32 FM 55-10

NATO UNCLASSIFIED

J. Type of haàvieet vehicle Type du véhicule le plus lourd

K. Max. military load claeaification Classement militaire max.

(1) Wheeled A roues

(2) Tracked A chenilles

Maximum admissible total weights, in tonnes Poids total maximum admissible, en tonnes

(j) Wheeled A roues

(4) Tracked A chenilles

L. Max. width, height and length(cm) Largeur, hauteur et longueur max. (cm)

(1) Width Largeur

(2) Height Hauteur

(3) Length Longueur

M. Vehicle distance Distance entre véhicules

('. ) Motorways Autoroutes

(2) Other roads Autres routes

N. (l) Average speed Vitesse moyenne

(a) Motorways Autoroutes

(b) Other roads Autre's routes

c - 2

3e OTAN SANS CLASSIFICATION

B-33 ti ATO UNCLASSIFIED

(2) Length of coluan Longueur du groupement de marche

(a) Motorwaya Autoroutes

(b) Other roads Autres routes

(3) Pass time Durée d'écoulement

(a) Motorways Autoroutes

(b) Other roads Autres routes

¡.'unter of marching groups, convoys and/or packets Hombre de groupements da marche, d'unités ne marche et/ou de sous-unités de marche

(1) Marching groups Groupements de marche

(2) Convoys Unités de marche

( 3 ) — c'.;n tu Sous-unités de marche

Total time intervals between marching group.-, convoyo and/or packets, in minutes Total des intervalles de temps entre les grouDementc de marche , les unités de marche et/ou sous-unités de marche, en minutes

(1) M-Tching groups Group nr.ents de marche

(2) Convoys Unités de marche

(î) lackets Sous-unités de marcha

Point of origin and/or UTM-rcf., nation code Point d'origine et/ou coordonnées DTK, code de la nation

Bestination and/or UTM-ref., nation code Bestination et/ou coordonnées UTTI, code de la nation

C - 3 OTAH SAWS CLASSIFICATION FM 55-10

NATO UNCLASSIFIED APPENDIX 1 TO ANNEX C TO STANAG 215b (edition 2)

EXAMPLE OF A TELETYPE MESSAGE ROAD MOVEMENT BID (Not for initial movements)

From EMRR 3 241030 Z May 78

TO VerkK 731 KÖLN

For information WBK MI - G 3/VerkFU

Subject Road Movement Bid No. 21/78 Road Movement Credit Granted 27-BEA-ll ALPHA: 7 ARTY BN

BRAVO: BE

CHARLIE: 2 INF OIV

FOXTROT: ONE 271930 Z May 78

INDIA: ONE 40

TWO 25 .ML II. r : Man 7 t

KILO: ONE: 14

TWO: 11

THREE 13

FOUR: 11

LIMA: ONE: 269 cm

TWO: 310 cm

THREE: 810 cm

MIKE ONE 100 m

TWO 50 m

NOVEMBER: ONE 50 km/h

TWO 40 km/h

OSCAR: TWO 3

C-l-1

B-35 FM 55-10

NATO UNCLASSIFIED

QUEBEC: HEVERLEE (FS 202352) BE

ROMEO: BENSBERG (LB 710480) GE

SIERRA: ONE: FS 210341

THREE: KB 969220

LB 486440

LB 664460

LB 571392

LB 664460

FOUR: LB 207351 - LB 334315

01 h 00 m'n

FIVE: LB 686461

C-l-2

B-36 Ii/ S S 3 FI ZD

S. Route ordered Itinéraire laperd

Pass time from - Military Civilian ( 1 ) Start point UTM-ref.; Route No.{ Route No.; Point initial Coordonnées to ; Ho.d'iti- Ho.de U TM Durée d'écoulement néraire route (2) Sequence at start point; de - à militaire civile Sucoecaion au point initial (3) Control points; Pointe de contrôle (4) Long halto/short halte; Haltee de longue durée/haltes techniques (Point of exit from the route/duration of the halt/point of entry to the route

Point de sortie de l'itlnéraire/durée de la halte/polnt d'entrée uur l'itinéraire

(3) Release point Point de dislocation

U. Special instructions C - 4 Instructions particulières O';'/.N S/tHS Cl-AüSIFIC/H'TON FM 55-10

EXTRACT OF STANAG 2156

MATO UNCLASS1F1EC'

En^ i i sh/*■ feueb (.exes agreea STAF.'AG 2156 (^dicton A)

NAVY/ARMY/AIR

NATO STANDARDIZATION AGREEMENT (STANAG)

SURFACE TRANSPORT REQUEST AND SURFACE TRANSPORT REPLY

Annpyps A. Surface Transport Request/Reply (Form) B. General Instructions tor Completion C. Surface Transport Request (Format) D. Surtace Transport Reply (Format)

Related Documents STANAG 2021 ENGR Computation of Bridge, Raft and Vehicle Classifications STANAG 2023 MMS Marking of Military Cargo for Inter- national Movement by All International Means of Transport STANAG 2155 M&T Road Movement Bid and Credit STANAG 2165 M&T Forecast Movemenr/Trans-ori- Requirements-Rai 1, Roa>- i-r.rf Inla iJ Waterways STANAG 2166 M&T Movements and Transport Documents Used for Movements by Ship STANAG 217A M&T Military Routes and Route/Road Networks STANAG 2175 VF Classification and Designation of Fiat Wagons Suitable for Transporting Military Vehicles and Equipment STANAG 3093 TN NATO Air Transport Request and Answer to Air Transport Request (NARAT and TRANSAR)

AIM

Th» aim of this agreement is to standardize:

a. The data which forces must submit to the responsible asencf.es of another nation from which they request surface transport (Surface Transport Request).

b. The data which is transmitted to the forces of another nation to meet submitted surface transport requirements (Surface Transport Reply).

-1-

2156.1/1U Jg NATO UNCLASSIFIED

B-38 FM 55-10

NATO UNCLASS I T I F T

AGREEMENT

2. Participating nations agree to comply with Instructions set out below when preparing the Information to be incorporated in the SURFACE TRANSPORT REQUEST and the SURFACE TRANSPORT REPLY.

3. It Is further agreed that:

a. The forces of a nation request transport capacity from another nation only If they are not in a position to accomplish a required transport with their own means.

b. Transport Request and Reply may be transmitted by form or by electronic means .

c. The format for SURFACE TRANSPORT REQUEST and SURFACE TRANSPORT REPLY will be as shown In the relevant Annexes.

d. The printing of the documents Is to be made In at least one of the two official NATO languages (English or French). In addition, the language of the country of origin may be used.

e. The data supplies will be submitted In one of the NATO languages (or In the language of the host nation If so agreed between the nations Involved).

4. This STANAG applies to the following surface movement means:

a. road,

b. rail, without Initial rail movements,

c. Inland waterways,

d. sea.

DETAILS OF THE AGREEMENT

5. The Surface Transport Request

a. When a unit or formation plans a movement for which It does not possess appropriate or adequate means of surface transport. It must submit a SURFACE TRANSPORT REQUEST to the headquarters concerned (Movements and Transport Agency) In accordance with national Instructions and International agreements In force.

b. The SURFACE TRANSPORT REQUEST is designed so Chat the receiving headquarters (Movements and Transport Agency) has sufficient information to Independently:

(1) Compare requirements against capabilities.

-2-

21S6.2/114Jg NATO UNCLASSIFIED

B-39 FM 55-10

NATO UNCLASSIFIED

(2) Select suitable means ot surface transport to meet taiks.

(3) Arrange tor the necessary surtace transport.

c The SURFACE TRANSPORT REQUEST may be used for transportation required to support port oepratlons, but will not be u<>ed to rennest transport escorts or routing control. If handling services at origin or destination are required, they must be specifically Indicated under paragraph 43 "Remarks" of the form.

d. The form SURFACE TRANSPORT REQUEST is at Annex A. INSTRUCTIONS FOR COMPLETION ara at Annexes B and C. Examples of SURFACE TRANSPORT REQUEST by form and by electronic means are at Appendices 1 and 2 to Annex C, respectively.

6. The Surtace transport Reply

a. The headquarters concerned (Movements and Transport Agency), having considered the SURFACE TRANSPORT REQUEST, will send the unit or formation a reply in the torm of a SURFACE TRANSPORT REPLY, which:

(1) Is used to give the requesting unit or formation a reply as soon as possible so that it may prepare for the surface transport movements requested.

(2) May be circualted as an integral part of (or as an annex or supplement to) the movement order/instruction Issued by the responsible authorities.

b. tThe SURFACE TRANSPORT REPLY does not include a movement credit (in accordance with STANAG 2155) which may be required.

c. The form SURFACE TRANSPORT REPLY is at Annex A. INSTRUCTIONS FOR COMPLETION are at Annexes B and D. Examples of SURFACE TRANSPORT REPLY by form and by electronic means are at Appendices 1 and 2 to Annex D, respectively.

IMPLEMENTATION OF THE AGREEMENT

7. This STANAG is Implemented when the necessary orders/instructions have been issued directing the forces concerned to put the content of this agreement into effect.

-3-

2156.3/114Jg NATO UNCLASSIFIED

B-40 FM 55-10

Surface Trafltport fta^ueit/Kept/ (For«) Security Claulf(cation

(?) 0ÄIGIKAT0R (full addr»»»/local(on/coordlnatei) j) Reference No «) OTG Rtqwett Trant port Reply

10 Info (S) Telephone No (F) To (B) Info 9 Info

(6 Tele» No

II) Nation (12) Noveaent priority (IS) Identification niÄier/Name of operation [16) Naae/Signature

(14) Preferred transport (IS) Agency to be billed ”1 a) Road Qb) R* c leT d Sea ïTransport agency Reference No Transporter Reference No yy'y'y' OTG 7ZL /X/ ■////// Telephone / ZlZ Tele« z Z r Naae/Sionature Na«e/Signaturez Info Info / y z (17) Transport Reply No (19) Reference No 2« In (27) Assigned transport y y y Road b) Rail

(II) Transport agency 25 In // / ) Sea Z (21) Telephone No Z 2B Naaa/S gnature (21) îo ZZ (26) Info z z v/y///A (29) Identification (X) a) Consignor (fgll address/locatlon/coordinates) (31) Railway station, port (32) a) Earliest start of (33)*) Beginning of Code No/ b) Loading point (full address/localton/coordmatei coordinates loading date/tlae loading Transport-No a) Preferred b) Ttae required for b) End of loading b) Assigned loading

z 35! a) Consignee (full addrets/locanon/coordinetes) (36) Railway station, port (37) Arrival data/tiw (») b) Unloading point (full address/tocatton/coordmaus) coordinates a) Earliest a) Tire required to a) Preferred b) Latest wiload b) Assigned c) Assigned b) leg1nning of wiioading c) Cnd of wsloading a)

Y//////Ay/ZA%> A )g) Routing inforeation, intermediate halts/ (40) Quantity and type of assigned (41) 3 (42) full nare and address, telephone no. talei no, Halts at tne boroer (locat

A Z 43) Aererfes (e g, special condHions/requirerents, inforeation on fellowing--on transports, transshipment capacity, classified materials, type of corner fittings for containers), reference to enclosures, if applicable (neater, sheets/peges)

B-41 FM 55-10

R»qut«tin9 Açencjr Security CUtstftetnon Ref VI/AJ-OTC

toed, continued Dengerous Goods «eight

«) Ouèn- b) Nétur» Of LOid c) ContenC/ftiil twitch d) Trtntport Nctnt f) Tout g) length h) Width J) felÿit ■) n) p) g) tlty nwber ACM 1«C BIO AO#

Personnel 1st clett Beggige per person 1*4) •ccoenodetlon (see e)

Personnel 2nd cl

B-42 B-43 (Edition •) ANNEX B TO STANA(;'?l?f kg 1 kg r 2,20 lbs; 1 lb r 0.454 B - 1 NATO UNCLASSIFIED NATO UNCLASSIFIED FOR COMPLETION GENERAL INSTRUCTIONS cm = 0,39 inches; 1 inch = 2,54 cm 1 peter » 100 centimeters (cml.1 ThSu|, The agency have been numbered. from and to the requesting information transmitted mode. preferred transport n in completely - irrespective of in writing. It is to be filled by telephone must be confirmed concerned; bids made the Movements and Transport Ager.:/ written or electronic means to Request may be forwarded by * face Transport the request. Only the boxes containing for the agencies processing surrounded by bold lines are reserved The hatched blocks be issued by the agency which arranges the transport. Surface Transport Reply will msasurea. (m); Dimensions are required in meters the format is not sufficient. (kg); Weights are required in kilograms ars at Annex C and D, respectively. Reply". Request" and "Surface Transport as a combined "Surface Transport A. Thla form serves house number, postal code, place. B. The full address contains: street, by an UTM six-figured grid reference (e.g. NC 123456). C. Coordinates are to be indicated to alert/states/stages/ (DTG) annotated with the time zone used or according D. Times are to be Indicated in date-time-groups E the space provided in Surface Transport Replies may be supplemented by enclosures if P. Surface Transport Requests and Request and Reply both the form and electronic formats of the Surface Transport C. Detailed instructions for completing

FM 55-10 FM 55-10

NATO UNCLASSIFIED ANNEX C TO STANAG 2156 (Ed i t i on 4)

SURFACE TRANSPORT REQUEST FORMAT

Append ixes: (. Surface Transport Request - Message Example 2. Form-Example

instructions for the completion of the Surface Transport Request format

Remarks :

Boxes for which no data are provided ara to be omi tted in teletype messages. Remarks which only apply to railway transports or troop transports by means of buses belonging to the railways ("bus transports") have been marked by putting an E before the respective remark.

The entries in the boxes marked by and are not transmitted to the users.

BOX/ MEANING REMARKS PARAGRAPH

ab c

1 Title: Transport Request cross relevant box on form, state title in electronic transmission

2 Originator full address, location, co-ord inates

3 Reference Number for requesting unit’s own use

4 DTG time of completion of request

5 Telephone Number of or ig inator

6 Telex Number of or I g i nator

7 Address of Mov HQ to may be omitted in teletype which request is to be messages sent

8) 9) Info addressees if any; may be.omitted in teletype 10) messages

C-1

2156.Cl/ NATO UNCLASSIFIED 1 1 4pt

B-44 FM 55-10

HATO UNCLASSIFIED

a b c

11 Originating nation

12 Movement Priority the agency which assigned the priority and the node to which it refers is to be Indicated. As long as no NATO wide priority system for movement exists, the nation receiving the transport request must ensure that the priority requirement of the nation requesting support is clearly understood

13 Identification number/ originator to complete, if required name of operation

14 Preferred transport cross relevant box on form, state mode preferred mode in electronic transmission. One preferred transport mode can be indicated per form/format. If only one transport mode is suitable this is to be Justified under remarks. Fin When bus transports are requested cross box a) (road) and enter a corresponding remark in 43

m Insert appropriate 15 Agency to be billed — data, if required

30 a Consignor unit which requires surface transport. If the transport is to report to a location different to 30 a or 31 that address is to be additionally indicated under 30 b.

30 b Loading Point Not applicable for rail transports. m For bus transports complete only if other than 30 a

31 a Preferred railway flfl Not applicable for bus transports; station, port of rail connection or loading point, embarkation respectively, as appropriate

32 a Earliest start of This entry may be omitted if 37 is com- loading date/tlme pleted . [T| For rail/bus transports time data are to be requested in local time

C - 2 NATO UNCLASSIFIED

B-45 FM 55-10

NATO UNCLASSIFIED

a b c

32 b Time required for ff] complete always loading

31* a Departure time this entry may be omitted if 32 or 37 preferred is completed. m Not applicable for rail transports

35 a Consignee full address, location, ■ co-ordinates of the recipient

35 b Unloading point complete only if location la other than specified in 35 a or 36 a. Bl Not applicable for rail trana- ports. For bus transports complete only if location is other than specified in 35 a

36 a Preferred railway location, coordinates. station, or port of m Not applicable for bus trans- debarkation or un- ports; rail connection or loading loading point, respectively, if required

37 this entry may be omitted if 32 or 34 is completed

37 a Earliest arrival date/ m This entry may be omitted if time 32 a or 37 b is completed

37 b Latest arrival date/ I5T This entry may be omitted if time 32 or 37 a is completed

38 a Time required for fil Complete always unloading 43 Remarks e.g. special condItions/requirements, information on follow-on transport, transhipment capacity, classified materials, type of corner fittings, flight number on ship's name, reference to enclosures, If applicable (number, sheets/pages) .

bk a Personnel 1st class indicate number of male (m) and number of female (f) personnel

44 e Baggage per person weight in kg

C-3 NATO UNCLASSIFIED

B-46 FM 55-10

NATO UNCLASSIFIED

a b c

A4 r Total of peraonal weight In kg baggage

45 a Personnel 2nd claaa Indicate number of male (m) and number of female (f) personnel

45 e Baggage per person weight In kg

45 f Total of personal weight In kg baggage

46 a Quantity Information should be given In the b Nature of load following sequence: either: tracked vehicles, wheeled vehicles, containers, break bulk cargo. Within the equipment categories similar types should be entered in the same line, e.g. Leopard 2 combat tank, 5 t truck, 40 foot containers, box pallets, etc.; or: the equipment to be transported la entered in a summarized manner in accordance with tactical requirements

c Content provide general, summarized Informa- tion, If appropriate: spare parts, food, etc. The loads of the trucks to be transported are to be Indicated only when classified materials or hazardous goods are concerned

d Maximum weight per unit Insert the maximum indivisible weight of the heaviest unit In kg

e Total weight total weight per serial in kg

f Length ) dimensions in meters. g Width ) The dimensions of the largest single h Height ) piece of cargo are to be indicated;

1 Volume volume In m1

d through 1 QQ This entry may be omitted if during the transport of military equipment the rail code number or the loading class Is indicated in column c. Re column e: Otherwise Indicate the weight of the heaviest vehicle of the equipment type C - 4 NATO UNCLASSIFIED

B-47 FM 55-10

MATO UNCLASSIFIED

a b c

«»6 j MLC Military Loading Class (MLC) of vehicles ÎË1 Not applicable

46 Dangerous goods ) Hazardous goods are to be Indicated Following ) In accordance with the desired mode 1' - ADNR system ) of transport. The hazard class must 1 - IMDG system ) be specified precisely. n - RID system ) n - ADR system ) m A transport re mf n and q 1st not applicable

47 continue as required

If additional space is required separate enclosures may be attached to the individual boxes.

C - 5 NATO UNCLASSIFIED

B-48 FM 55-10

NATO UNCLASSIFIED APPENDIX 1 TO AhNÉZ I to STANAG 2156 (Edition 4)

SURFACE TRANSPORT REQUEST

Message Example

From: 1-1 Cav

To : Mov HQ 762 Info: HHC 1st Armored Division Une 1 ass i f i ed

1 : Transport Request 2: 1-1 Cav.Obrien Bks, 8540 Schwabach (Pv 480 655 ) 3: NIL 4: 050900 Z may 86 5: 0 91 22/8 30 7: Mov HQ 762 - Dez Eb 8: HHC 1st Armored Division, Transportation Officer 11: US 12: 2 13: "Certain Sentinel" 14: Rail 15: NIL 16: Donnelly, Major 30 a): A + 8 trp, 1-1 Cav, Obrien Bks, 8540 Schwabach (Pv 480 *t;c) 31 a): Schwabach Bf (Pv 479 658) 32 a): 1st Train: 121000 A may 86 2nd Train: 121730 A may 86

32 b): 3 hours 35 a): 1-1 Cav (from 12 - 23 may) Camp Algier, 8484 Grafenwöhr (QA 107 093) 36 a): Grafenwöhr - Lager (QA 107 108) 38 a): 2 hours 43: Redeployment 24 may 86 45: 1st Train: m/170 2nd Train: m/170

C-1-1 NATO UNCLASSIFIED

B-49 NATO UNCLASSIFIED

46 a) 12; b) M 60 A 3 Tank; c) 12 x 3170 47 a) 1; b) M 88 Rec Veh; c) 1 x 3534.10 48 a) 12; b) M 113 Carr; c) III; e) 10.500; f) 126.000 49 a) 2; b) M 109 A 1 Trk Shop Van; c) 2 x 1433.02 50 a) 12; b) M 577 Carr; c) 12 x 3337.03 51 a) 12; b) M 901 Tow Veh; c) III; e) 11.700; f) 140.400 52 a) 2; b) M 106 A 1 Carr; c) 2 x 3338.02 53 a) 3; b) M 151 Trl. Utility; c) V; e) 1.000; f) 3-000

54 a) 12; b) M 60 A 3 Tank ; c) 12 x 3170 55 a) 1; b) M 8b Rec V'ih; c) 1 x 3534.10 56 a) 18; b) M 113 Carr; c) III; e) 10.500; f) 189.000 57 a) 6; b) M 901 Tow Veh; c) III;' e) 11.700; f) 70.200 58 a) 6; b) M 577 Carr; c) 6 x 3337. 03 59 a) 3; b) M 106 Carr; c) 3 x 3336.03 60 a) 4; b) M 151 Trk with M 149 A 1 Tri; c) V; e) 2.200; f) 8.800 61 a) 1; b) M 135 Trk; c) II; e) 5.800; f) 5.800

C-1-2 MATO UNCLASSIFIED FM 55-10

NATO UNCLASSIFIED ANNEX D TO STANAG 2156 (Edition 4 )

SURFACE TRANSPORT REPLY FORMAT

Appendix 1 : SURFACE TRANSPORT REPLY - Message Example Appendix ? : FORM-EXAMPLE

BOX/ PARAGRAPH MEANING REMARKS

1 Title: Transport Reply cross relevant box on form, state title in electronic transmission

3 Reference No A DTG of the transport request, to which this 13 Identification number/) reply relates name of operation )

17 Transport reply number assigned by replying agency

18 Transport agency replying agency

19 Reference number of replying agency

20 DTG time of completion by replying agency

21 Telephone number of replying agency

22 Telex number of replying agency

23 Address of requester may be omitted in electronic messages

2K - 26 Info addressees if any; may be omitted in teletype messages

27 Assigned transport mode cross relevant box on fora; state assigned mode in electronic transmission

29 Identification Code No assigned by replying agency

31 6 Assigned railway station, location, co-ordinates or port of embarkation or loading

33 a Beginning of loading DTG (rail/bus transport in local time)

33 ü End of loading DTG (rail/bus transport in local time)

D - 1 NATO UNCLASSIFIED

B-51 FM 55-10

KATO UNCLASSIFIED

a b c

34 b Assigned departure tine DTG (rail/bus transport in local time)

36 b Assigned railway station, location, or port of debarkation or unloading

37 c Assigned arrival date/ DTG (rail/bus transport in local time) tine

38 b Beginning of unloading DTG (rail/bus transport in local time)

38 c End of unloading DTG (rail/bus transport in local time)

39 Routing Information locations, intermediate halts, halts at the border etc, co-ordinates, times

UO Quantity and type of assigned transportation means

41 Length (m) and weight information given by railway authori- (t) of trains ties (if applicable)

42 Agency providing the full name and address, telephone No, transport means telex No, name of responsible person (if available)

43 Remarks flight number or ship's name

44 d Transport neans for personnel 1st class accommodation

45 d Transport means for personnel 2nd class accommodation

46 d Transport means assigned for load of aerial 46 of request

47 d Transport means assigned for load of serial 47 of request

48 d continue as required

D - 2 NATO UNCLASSIFIED FM 55-10

NATO UNCLASSIFIED APPENDIX I TO ANMFX D TO STANAG 2156 (Edition )

SURFACE TRANSPORT REPLY Message Example

From: Mov HQ 762 To: 1-1 Cav Info: HHC 1st Armored Division Unclassified 1: Surface transport reply 3: NIL H: O509OO Z may. 86 13: CERTAIN SENTINEL 17: 648/86 18: VerkK 762 - Dez Eb, Sandstrafie 38 - 40, 8500 Nürnberg 70 19: 43-22-20 20: 091015 Z may 86 21: 09 11/6 50 01, App 2 31 22: RGFKHD 23: 1-1 Cav -S3, Obrien Bks, 8540 Schwabach über MCT Nürnberg 24,25,26: TerrKdo Süd - VerkFü/3, Mannheim WBK VI - G 3/VerkFü, München HHC 1st Armored Division, Ansbach Cdr 2nd Supcom, Nellingen MCT - Rail section, Nürnberg 27: Rail 28: Kriegbaum, OLt u. VerkOffz 29: 1st train: 02-GE-12-140 163-GE 2nd train: 02-GE-12-140 164-GE 31 b): Schwabach Bf (PV 479 658) 33 a): 1st train: 121000 A may 86 2nd train: 121430 A may 86 33 b): 1st train: 1213OO A may 86 2nd train: 121730 A may 86

D-1-1 NATO UNCLASSIFIED

B-53 FM 55-10

HATO UNCLASSIFIED

31» b): 1st train: 121355 A nay 86 2nd train: 12l8b5 A nay 66 36 b): 1st train: Grafenvflhr-Lager (QA 107 108) 2nd train: Vllseck-Lager (QA 240 024) 37 c): 1st train: 121900 A may 86 2nd train: 122155 A nay 86 38 b): 1st train: 121930 A may 86 2nd train: 122230 A may 86 38 c): 1st train: 122100 A may 86 2nd train: 122400 A may 86 39: 1st train: Nürnberg Rbf, 14.10/14.20 Neiden 17.00/17.25 2nd train: Nürnberg Rbf, 19.05/19.20 Neukirchen b. Sr, 21.12/21.13 i*0: 1st train: 3 Bn, 13 Samns, 12 Rs, 3 Kls 2nd train: 3 Bn, 13 Samns, 11 Rs, 3 Kls 41: 1st train: 565/1890 2nd train: 545/1752 42: Bundesbahndirektion Nürnberg, Pn 5105, Sandstraße 38 - 40, 8500 Nürnberg 70, Tel: 09 11/2 19 55 37 45 d) 1st train: 3 Bn 2nd train: 3 Bn 46 d): 12 Samns 47 d): 1 Samns 48 d): 4 Rs 49 d): 1 Kls 50 d): 4 Rs 51 d): 4 Rs 52 d): 1 Kls 53 d): 1 Kls 54 d): 12 Samms 55 d): 1 Samms 56 d): 6 Rs 57 d): 2 Rs 58 d): 2 Rs 59 d): 1 Rs 60 d): 2 Kls 61 d): 1 Kls

D-1-2 NATO UNCLASSIFIED

B-54 FM 55-10

MIU - tm.lA»»lriu» »rrtHJiA t tuHtrum* OTAN SANS CiASSiriUTlONg^.^^' irftm ort MuRApil' rrrt» m Tnrsorc di Srf Jœ^WO» JQ W *- «MMX «•(> IVMU-KMUK SBorttr Clatlflcatloi , CltuiricAtMn m Sfarlt^ s~m~ w J Ai «J-1S-M-I0 hemt/lw* 1.1 CAT. CMIEN RS. «540 ScMbtCk 0S0M0Z Mf II (PVAtOt») i »•w»» • 09122/e 30 N0« HQ TU MC Irt AAMOftED DKISI« •J MR Wte R 0» tb Tr«nsportttlon Offtctr PIMIIMI» *.mm* riMU« ÛT ■CttTAf SOfTlgl* 'iTriv-ib^ Oonctljr, Major "na= «R/<

tolRMM W»» • «Mk

Il Hat, «M. r«*

uinini uJST.^'rï T= □*r

«J i—w ^-1*— ' nr l=Cg llRRRO.

IlJ UlR^MR R/R « ¡3" ÛT

Ml p.w^.1 wi*. 0! M4UR1«» tod • H> «■ • «Rl •I IMR^ taM (Ml «a^ •) «oHRT^hiRiH* »I IIR Mtriaw *< t) /#•««# rum o«) SchwtblCh Bf oA ♦ B TW. 1-1 CAV. OBftICN BtS. 1^’lJIOOOA My H 8S40 SctMibACti (PVA60655) (P¥»î965ê) > ' 1?ITMA M» «5 T»l. M1?2/8 30 .1 •) *»•)

r )ta «i "R 'W«rw * . . . Vi-J «a>l«»l («M». ItRl/ MJ 4^—«~ ■•àwjwi*. ,l;1 '} —1 RHO. («WM.) Rw* a» «W< lêe*«Én («RMN» M ' ■■■*" • ■ • t) WIIM«/». «»R «I MÉR »OR

I •»•) I 1-1 CAV (fron 12-23 MV) C«D AL6IIR ii») 6rtf«rMflhr-LB9»r 1484 Ù-lfto-Wir (QA107093) (QA107106)

UIMMO. MMWQRIi R R. «RW tl¡ fcMMUi W* *W * »—R< STi «OR ». MM O mfmrn» R»«WR» R « - M «RI—R. ^ «ta. ■l.l/> IHM» R N*. *• «RR*

JJ B—rt» ap«clAl condUion9/r*qulr««nts, inforoatlon on rono«-on transoort, trananipMnr capacity, claaalflad aatarlala, typa of comar nttlriBa, fll*ht nuaber or ahlp’a naaa),rafaranca to ancloauraa, If appllcabla (nunbar, ahe«ta/pa«ta). Pnarquas (pa^ «icaria condltlona/baaolna apáctaui, ranaalsneoanta Mr }(• tranaporta ultárlmrr», capacita da iranabordaoant, aatanala fXaaalfléa, typa daa farrvraa dea contanaura, niaaro d« *ol ou nam du Mvlra), référence tua placea jolntea, la caa échéant. BaOaployaant ?» May B6 - -- - —

HATO UHCLASlTtCO

B-55 FM 55-10

la»4/tfc*rf« OTAN SANS CLASSIFICATION Séant/ Cfttsif JcjCJan CI«tlflcatlon de Séante fair ititr»ctlM«

at ’*••••• •> i Mt •)|M. IM'MM m\+M »irf il (M«*> J •» •»«•/ I,, I *| »’ :=n:'| "¡ ••a— I »»iw» I MM« I i»*»« ^ I.. TMÍTTTirlM •)! {* t. l«|| «MM MUM»MM)/ U »» »i a) •■■■»IWI In»l MlMi ■)> l*.m. Mt I'Mta Tit Troln: «/I/O Mr •> • «> 2nd Tr«in: a/170

•MM M m «U il . «)

46 12 N 60 A 3 TANK 1? « 3170

A 88 RÍC VEH 2 x 3534.10

4C A M3 CARR m 10.500 126.000

N 109 A 1 TSK SHOP VAN 2 x 1433.02

M 12 N 577 CARR 12 x 3337.03

12 M 901 TON VEH 11.700 140.000

62 M 106 A 1 CARR 2 i 3338.02

53 A 151 TRK UTILITY 1.000 3.000

A 60 A8 TANK 12 x 3170

A 88 REC VEH 1 x 3534.10

56 18 A 133 CARR 10.599 169.000

A 901 TON VEH 1.700 70.200

A 577 CARR 6 x 3337.03

51 A 106 CARR 3 x 3336.03

tt A 151 TRK «1th A 149 A 1 TRL 2.200 8.800

5.800

C-l-2

«ATO UNCtASSlHtO

B-56 FM 55-10

Miu - Muuatriu» »mßkfix * OIM SMS cussirianwgSîTisr Vf» fewanrt fco«u**l/ IBUUOI <•) trrmmifwmax I *• ormi-tmuK Saoritr ciBiiftotloi CliulflGittai di Siartsd • ) ta* t^MI^ iMtaWlf»/

U IrH^wl- HT w 7) Inmtt/timmU 1-1 tU. OMin nu. I «I «S-1S-M-1S 0S09002 Mf W |>tf lr/»r»—t* (msMss) tj Mi « li III ll«l ' l •H.MM MIH/gJO MMDMD MM HQ TU WC lit ®msi« ¿J *■< a TraniperUtlon Offlnr ¡jl fwrmtm* — • »1 ifj MM HrzrZwT" m DS «CCRTAIR SERT HCL* 1 Dontlly, Major «•»JS «w ar^ ~i Po — —*n ■*■ -—rrr Te 3326 •3-22-W Bund«•bahnd1r«kt1on ne? :» T6: VQmbOPC Pn 5109 0*x Eb 060830* My 66 M.05-1966 8500 HürnbT» SW*M> 2* 37 6undoob«hn«»l» toflMMM I «M MAM M sr üTEriH^vS Torrfde SOd/TorkPU/3 - Honnhoio □ d •» f—i I «3-22-20 6*6/86 USE n - C 3/TortcFO - HOnehon HHC lot ARHO«ES DIVISIOO - Anobech Bl> —/MM - . l>M^*vl aMMt/*XMB MMMMI HJ Cdr 2nd SUPC0K - HoUlnson HOT HO 762 - Dot Et O91015Z MT 66 aa n^L HCI - Boll Soetlon - HOmborg UpPM*. «M. DMA/ SondotroOo 36 • *0 ll^li-î «a. 6500 HUr 'b«p( IC 1^ 0911/6 50 01 lit 2 3i 1-1 CAT - S 1 11! ta»*» Wta * ErlcçD«ui OU u. VerkOff7 OBRIEH BKS RC PK HD 8118 MMI Wj I»MMMH SJ W <*MI«M> (•■Il 19« iiiii*i-M 9 , î*^****? **^* >1 («tete *>M« (Wl • ») IIM te « («te/ te*ta M iMM.IIlMIM (teta. «I toc froin «»•) SCfltaAbOCtl If 02-CE-I2-U0- u A ♦ 6 TW», 1-1 CAT. «BIEN BES. 1. )<21000* ooy 66 8540 SCtMAbACh (PV4806SS) (PT4796S8) 1. )'l2l000A Hr 86 167-GE ?.1 1217306 Mv 86 2. )121T3QA My 66 2nd Troin TPI. 09122/6 30 02-CE-12-1A0- •) Sehuoboeh Bf \Ck-Ct (PV479656) ) hours

UK) n«l«U ■•1 PMM*.• — «>19 iMIl/Sl «I d «MitaMta *1« *p IIMM^MM (Ml MPM. MM Mill«*)/ «) 111«*« fM PM «Mte

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»—orín (a.g. spoelal cendltlona/roqulr—enta, inforootlon on follow-on transport, tronsnip—nt capacity, cl ass tried uterlals, typo of comer fittings, flight nunbor or ship’s nano), rofsrvncs to oneloouros, ir appllcsblo (nuabor, shoots/pages). R—arques fpir -isapls condltlons/bosolns spéclsui, ronsolgnoaonts our lea transports ultdrlsurs, capacité de transbordment, Mtérlols cla—Iflcs, typo dos formroa dos contonours, ntaaro du vol ou noa du navi rol, roforoncs «ut plecas Jolntsa, 1« cu échéant. Rodoploiaontt 2» iH«v 66 D O-l

MATO lasfl AWlTttO

B-57 FM 55-10

Secuity CltssiflcAton 1M CM»U«U« UtlrvctlMa/ ClKiifteitton Parité Í l«tr

) IM«. MM UM« Km* C«»r —t . <>11 ST.*: •i> u m «H* *1 ■ al ir* Train: a/IZO

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4« H-M A 3 TANK 12 i 3170

47 N 80 »rc V£H ? x 3534.Ï0

40 H 113 CARA « la 10.500 126.000

41 » 109 A 1 TRK SHOP VAN 2 x 1433.02 I Cl»

M N 577 CAAR 12 x 3337.03 I la

M 901 TOW VEH 11 4 la 11.700 140.000

U N 106 A 1 CAM 2 x 3338.02 1 n»

N 151 TS¿ uTiliîY 1 Kl 1.000 3.000

N 60 A8 TANK 12 x 3170

65 N 88 RFC VEH I x 3534.10

133 CARR 6 la m 10.599 189.000

901 TOM VEH III 2 la 11.700 70.200

177 CARR 6 x 3337.03 2 «a

1 la 106 CARR 3 x 3336.03

151 TRK wltfi 149 A 1 TRI 1 lia 2.200 S.800

ns TRK I Cl» 5.000 5.800

ti.

D-?.*

MACO «MCLASUflCO

B-58 FM 55-10

EXTRACT OF STANAG 2159 HATO UNCLASSIFIED

Agreed Engliah/Prench texts STAHAG 2159 (Edition Ho. 4)

NATY/AEMT/AIR

HATO STAIfEARDIZATION .-tGRBEHEHT (STANAG)

IDENTIFICATION OF MOVEMENT CONTROL ANS TRAFFIC COKTROL PERSONNEL AND AGENCIES

Related Documente! STANAG 1059 National Distinguishing Letters for Use by NATO Armed Forces. STANAG 2019 Military Symbols STANAG 2025 Sasic Military Road Traffic Regulations.' STANAG 2O35 Marking of Headquarters and Dumps* STANAG 2174 Military Routes and Route/Road Networks.

AIM

1. The aim of this Agreement is to standardize, for the use of the HATO Forces, methods of identifying movement control and traffic control personnel and agencies.

ACRureMETiT

2. Participating nations agree to adopt, for the use by HATO Forces, the Identification of Movement Control and Traffic Control Personnel and Agencies described in the following paragraphs.

IDENTIFICATION OF MOVEMENT CONTROL PERSONNEL

3. Armbands will be used to identify all movement control personnel who come into personal contact with forces (individual members and/or units of the forces) being moved by water, rail, road or air transport modes.

4« The armband will be red, approximately 42 cm (16£ in.) long and 9 cm (3Ü' in.) wide wi4$i an eight-spoked yellow wheel 7.5 cm (3 in.) in diameter, centred on the band.'

5« The armband will be worn by movement control personnel while on duty in accordance with the uniform regulations of the country concerned, and in a manner so that the wheel is clearly visible. Staff Officers may wecu: normal staff armbagp^8 if that is the usual praotice of the countries .concerned.

-1- ee HATO UNCLASSIFIED

B-59 FM 56-10

»ATO UHCULSSIPISD

XDKHTIFICATIOS Of TRAgPIC COHTROL PERSONNEL

6. Personnel posted along routes' and engaged In the physical direction of traffic control« will vear vhlte cuffs. A general description (including recommended dimensions) of these cuffs is contained in 8TA5AG 202% IDBfTIPICATIOH OF MOVEMEST COSTBOL ATO TRAFFIC CONTROL AGENCIES

7. St.indard identification and guide signs shall he used to identify and provide road directions to movement control and traffic control agencies.

6* Por those agencies which are part of a superior headquarters, identification signs will conform with STASAG 2055«

9. Por those agencies which are not an integral part of a superior headcuarters. identification signs will conform to STASAG 2019« Annex I,

10. The guide signs for the agencies noted in 8 and 9 will conform to STASAG 2174» and will display the following s

a. The symbols laid down in STASAG 2019, or if no appropriate symbol can be found in STASAG 2019, an eight-spoked wheel.

b. The national distinguishing letters in accordance with STASAG 1059.

o. The direction and/or distance to the agency concerned, if neoessary. IMPliEWESTATIOK OP TSE AGRESMEST

11. This STASAG will be considered to be implemented when the necessary orders/instruotiens have been issued directing the forces concerned to put the content of this Agreement into effect.

-2-

oe SATO TJSCLASSIPIKD

B-60 FM 55-10

EXTRACT OF STAN AG 2165

NATO UNCLASSIFIED

Agreed Eng I ish/French texts STANAG 2165 (Edition No. 3)

NATO STANDARDIZATION AGREEMENT (STANAG)

NAVY/ARMY/AIR FORECAST MOVEMENT/TRANSPORT REQUIREMENTS - RAIL. ROAD AND INLAND WATERWAYS

Annex A. Table of Forecast Movement Requirements - Rail, Road and Inland Waterways.

1. The aim of this agreement is to standardize for NATO Forces a document common to several means of transport for the purpose of submitting forecast movement requirements, Including movement requirements based on approved contingency plans, to their own national authorities and/or to the nations concerned in such movements.

AGREEMENT

2. Participating nations agree to use the standard format found at Annex A for the "Table of Forecast Movement Requirements - Rail, Road and Inland Waterways".

FORECAST MOVEMENT REQUIREMENTS

3. As soon as military authorities have knowledge of their movement (or transport) requirements, for a given period of time, they are to Inform the military authority responsible for the organization of movements (or transport) in the originating nation (or in the originating zone in a nation) as soon as possible.

4. When forwarding the essential information the requesting authority must use the format of the "Table of Forecast Movement Requirements - Rail, Road and Inland Waterways" shown at Annex A as follows:

a. Action To the military authority of the originating nation (or in the originating zone in a nation) In charge of the organization of movements.

b. Information : To the military authorities concerned of the transiting nation and nation of destination (or the transiting zone and zone of destination in a nat i on).

-1- cp NATO UNCLASSIFIED

B-61 FM 55-10

NATO UNCLASSIFIED

5. Study of the "Table of Forecast Movement Requirements - Rail, Road and Inland Waterways" will allow the military authority in charge of the organization of movements In the originating nation (or In the originating zone i n a natI on):

a. To carry out a preliminary survey on the possibilities of granting the request.

b. To take the first steps with the military authorities of the transiting nation and nation of destination (or the transiting zone and zone of destination in a nation).

c. To select the type of transport to be used.

d. To inform the requesting authority:

(1) Of steps taken to satisfy his requests.

(2) Of the movements for which it will be necessary for the requesting authority to make out a "Transport Request" In accordance with the provisions of STANAG 2166.

e. To develop supporting transportation plans for forecast requirements resulting from approved contingency plans.

6. The Forecast Movement Requirements - Rail, Road and Inland Waterways must be forwarded, if possible, in writing in at least one of the two official NATO languages. It can also be forwarded by signal or by telephone by using the code identifying the different items and columns. A specimen of the "Forecast Movement Requirements - Rail, Road and Inland Waterwyas" as transmitted by signal, Is enclosed at Appendix 2 to Annex A.

IMPLEMENTATION OF THE AGREEMENT

7. This STANAG is considered to be implemented when the necessary orders/Instructions have been issued directing the forces concerned to put the content of this agreement Into effect.

-2-

cp NATO UNCLASSIFIED B-63 UK! ÍUe» TAJTGO n-iqT“ Uilfi pod/ E jref- >oto eove ROSO co*- ■ence ■ent Dot« ■cve- 1U£ 3£C patch of dis rut» PATA No. Sketor OSCAR Clesa 2021 N0VD1- BC» Each 6PCCUL LOADS Weight IIKC Muinber LIllA Cube KILO laOAOS CARGO Weight LEI JUL Cate- gory Type INDIA (Ríqutítlní Authority) (tdltna iftJi u»n x TO STAWAO (,) EAL th< Orltlnitlng Nation) (Conpttonl Authority of HOTEL Muner Type HíTO waminip CU erred trans- pre Type of port U) TO ruai f01TROT concerned Notional tonei notions/ ECHO coordin- ■Uon ♦ óte! of destin- to (2) froa {•«««••»«•«•»•»•«•• for the Porlod of TIM (BUK«Hlfl. fPfflill KEWIPIWnTfl-miL. KOAP AWmLHjP_HATBWAT8 TAttX or ■ -fOBmflT HOYP1DIT DELTA nee com it CHARLIE turc coord Ip” ates turc' J of dem explanation aee Appendix I to this Annex BRAVO nor Constt- ALFA encelo or Nick Naue. Refer* OTES: ..for notes ine TOI EICHT HIÑE SIX BETUI rvo THREE FOUR FIVE CMC I ten ¡erial

FM 55-10 FM 55-10

APPENDIX 1 TO ANNEX A TO STANAG 2165 (Ed i t ion No. 3)

NOTES ON TABLE OF FORECAST MOVEMENT REQUIREMENTS - RAIL. ROAD AND INLAND WATERWAYS

HEADINGS MEANING REMARKS

(1) CI aas i f i cat I on Enter classification of report as determined by originating agency.

(2) Period of Forecast Enter period of forecast as announced by the appropriate national authority.

(3) Requesting Authority Enter unit designation for organization responsible for submitting, e.g. 97th Signal Group.

(4) Competent Authority of Enter unit designation of the Originating Nation organization directed to receive forecast within orIginat ing nation.

COLUMN MEANING REMARKS

Ser i a I or The I terns Use separate serial or line number for each shipment forecast

AI pha Reference Number or N i o ken ame

Bravo Cos Ignor Enter specific dispatching agency

Char Ii e Location and Coordinates Enter exact location and coordinates (2 letters, 6 f igures)

De I ta Consignee Enter specific receiving agency

Echo Location and coordinates Enter exact location and coordinates (2 letters, 6 figures)

Foxtrot Nat ion/NationaI Zones Enter National Distinguishing Concerned letters' (see STANAG 1069)

Golf Type of Transport Enter preferred mode: Road Preferred IWT, Rail (see STANAG 2166)

A-1-1

cp NATO UNCLASSIFIED

B-64 FM 55-10

NATO UNCLASSIFIED

COLUMN MEAN ING REMARKS

Hôte I / Ind i a Number and Type Passenger Enter number of passengers and general description. Personnel are normally listed as troops, patients, civilians, POWs and such other categories as will assist the movements personnel In selecting the mode of transportation.

Juliet/KMo/ Class of Supply and Enter class of supply, Lima Tonnage estimated tons and cube. Note : (State type of ton used e.g. Metric Ton (MT) Long Ton (LT), Short Ton (ST). The movement programmers are not normally concerned with an Inventory of specific Items within a class; however, I terns requiring special handling must be specified In the remarks column so that the outstanding characteristics can be readily Identified. For example, heavy lifts other than vehicles should be expressed In units, dimensions and tons for each lift.

M i ke/ Special Loads Enter number of vehicles/ November/ tanks to be moved weight In Oscar/Papa tons (see note at Juliet above) for each, military load classification in accordance with STANAG 2021 (Road) and sketch number of the unified contours booklet (Rail).

Quebec Rate of Dispatch Enter tons (see note at Juliet above) of cargo or number of vehicles/tanks which can be moved dally (the capacity of the shipping and receiving organization determines).

Romeo Date Movement to Enter earliest date that commence movement can commence.

A-1-2

B-65 FM 55-10 NATO UNCLASSIFIED

COLUMN MEANING REMARKS

S i erra Date Movement Preferred/ Enter date movement preferred Required for Completion /required for completion followed by preferred or required as applicable.

T ango Priorities Enter assigned priority.

Un¡form Remarks Enter any Information which will assist In planning the move, e.g. heavy lifts, dangerous material, special handling data on wheeled vehicles and passenger requIrements.

A-2-3

cp NATO UNCLASSIFIED NATO UNCLASSIFIED FM 55-10

APPENDIX 2 TO ANNEX A TO STANAG 2166 (Ed 11 ion No. 3)

MESSAGE (Specimen)

FROM HQ/ADVANCED BASE UK

10 EMG/CM TPT

SUBJECT TABLE OF FORECAST MOVEMENT REQUIREMENTS - RAIL, ROAD AND INLAND WATERWAYS FOR PERIOD OF 10 JAN TO 16 JAN 1966

PRECEDENCE ROUTINE

ONE ALFA P/156

BRAVO 3 REPL BN

CHARLhE ZEEBRUGGE ES (6 figures)

DELTA 9 REPL CO

ECHO MUNSTER MC (6 figures)

FOXTROT BE/NL/GE

GOLF RAIL

HOTEL 200

INDIA TROOPS

JULIET BAGGAGE

KILO 8 MT

LIMA 400 CU FT

MIKE NIL

NOVEMBER NIL

OSCAR NIL

PAPA NIL

QUEBEC 50 MT PER DAY

ROMEO 12 JAN

SIERRA 15 JAN REQUIRED

TANGO TWO

UNIFORM NIL

A-2-1 cp NATO UNCLASSIFIED

B-67 FM 55-10

NATO UNCLASSIFIED

TWO ALFA TP7723

BRAVO DEPOT 603

CHARLIE ZEEBRUGGE ES (6 -figures)

DELTA ASP 503

ECHO MUNSTER MC (6 figures)

FOXTROT BE/NL/GE

GOLF RAIL

HOTEL NIL

INDIA NIL

JULIET AMMUNITION

KI LO 4000 MT

LIMA 1500 CU METERS

MIKE NIL

NOVEMBER NIL

OSCAR- NIL

PAPA NIL

QUEBEC 1000 MT/PER DAY

ROMEO 12 JAN

SIERRA 16 JAN REQUIRED

TANGO TWO

UNIFORM NIL

A - 2 - 2

NAIQ_yNCLASSIFIED

B-68 FM 55-10

NATO UNCLASSIFIED

THREE ALFA TP415

BRAVO DEPOT 605

CHARLIE GHEEL FS <6 -figures)

DELTA ASP 505

ECHO GELEINDAHLEN LB (6 -figures)

FOXTROT BE/NL/GE

GOLF RAIL

HOTEL NIL

INDIA NIL

JULIET NIL

KILO NIL

LIMA NIL

MIKE 10

NOVEMBER 40 MT

OSCAR 40

PAPA 345

QUEBEC

ROMEO 12 JAN

SIERRA 17 JAN REQUIRED

TANGO TWO

HEAVY LIFT REQUIRED AT DESTINATION

A - 2 - 3

NATO UNCLASSIFIED

B-69 FM 55-10

EXTRACT OF STAN AG 2166

NATO UNCLASSIFIED

Agreed English/French texts STANAC 2166 (Edition 3) NAVY/ARMY/AIR NATO STANDARDIZATION AGREEMENT (STANAC)

MOVEMENTS AND TRANSPORT DOCUMENTS USED FOR MOVEMENTS BY SHIP

Annexes A. Cargo Tratflc Message £. Sailing Signal - Load Advice C. Sea Movement Resource Signal D. Cargo Stowage Plan

Related Documents : STANAC 2023 MMS - Marking of Military Cargo tor International Movement by all International Means of Transport STANAC 2133 M&T - Road Movement Bid and Credit STANAC 2156 M&T - Surface Transport Request and Surface Transport Reply STANAC 2165 M&T - Forecast Movement/Transport Requirements - Rail, Road and Inland Waterways

AIM

1. The aim or this agreement Is to standardize the essential movements and transport documents used tor the movement of materials by ship to and from NATO nations so that loading and discharge can be carried out efficiently. Cargo Is forwarded from ports and beaches to the final destination in accordance with STANACs 2155, 2156 and 2163.

AGREEMENT

2. Participating nations agree to adopt t he following documents for movement or material by ship between NATO nations.

a. Cargo Traffic Message : See Annex A

b. Sailing Signal - Load Advice : See Annex B

c. Sea Movement Resource Signal : See Annex C

d. Cargo Stowage Plan : See Annex D

DEFINITION

3. The following term and definition are used for the purpose of this agreement :

Net Explosives Quantity (NECj)

The quantity in kilograms of the explosive substance present In a container, ammunition, building, etc.. It does not Include such substances as white phosphorous, war gases or smoke and incendiary composition unless the substances contribute significantly to the dominant hazard of the Hazard Division concerned. -1-

2166.El/ NATO UNCLASSIFIED

B-70 FM 55-10

NATO UNCLASSIFIED

DETAILS OF THE AGREEMENT

4. When vessel sailing time from the Port of Embarkation to the Port of Debarkation la more than T¿ hours, the Cargo Traffic Message, Annex A, Is to be dispatched. When vessel sailing time Is less than 72 hours, the Sailing Signal - Load Advice, Annex B, or Sea Movement Resource Signal, Annex C, Is to be dispatched as deemed appropriate by the sender. Annex C Is used to advise movement staffs and naval shipping control authorities of the allocation of shipping and Its schedule following the activation of plans. It gives advance notice of arrival times and cargo details to enable reception planning to begin.

IMPLEMENTATION OF THE AGREEMENT

5. This STANAG Is Implemented when the necessary orders/lnstructlons to use the documents mentioned In this agreement have been Issued to the forces concerned. Annexes A, B and C are not to be used as a substitute for a ships cargo manifest.

-2-

2166.£2/ NATO UNCLASSIFIED 1 l4pt

B-71 FM 55*10

NATO UNCLASSIFIED

ANNEX A TO STANAG 2166 (Edition 3) Appendices 1. SpecInen Cargo Trafile Message ï. Vessel Stowage Location Codes 3. Abbrevlations/Acronyas

CARGO TRAFFIC MESSAGE

1. Movements staffs at the port of loading will dispatch a Cargo Traffic Message (CTM) for each ship carrying military cargo as soon as loading Is completed. The CTM will be dispatched to each port of discharge. When any portion of the CTM is classified, the entire CTM will be classified appropriately.

2. Instructions for preparing the CTM are given below. A specimen CTM is shown at Appendix I.

a. Precedence. CTMs will be assigned a precedence in accordance with existing NATO procedures.

b. Security Classification. The originator will insert the appropriate security classification.

c. Text

(1) Paragraph 1. Ship Identification

(a) Ship prefix, e.g., USS, USNS, USCG, SS, MS, MV, NS.

(b) Ship name or number.

(d) Vessel terms of carriage (status code (US only)).

(e) International Radio Call Sign (IRCS).

(f) Type commercial ship (vessel classification), e.g.. Cl, C2 C4, LASH, SEABEE, RORO.

(2) Paragraph 2. Movement Data

(a) Departure port.

(b) Departure hour/day (ZULU date time group).

(d) Estimated Time of Arrival (ETA) next port of call (date).

(e) Subsequent ports of call (for loading and discharge) where cargo operations will be conducted.

A-l

2166.EAl/ NATO UNCLASSIFIED lUpt

B-72 FM 56-10

HATO UNCLASSIFIED

(3) Paragraph 3. Operational Handling Information

(a) Ship characteristics (self-sustaining, non-aelf-sustaining, etc.).

(b) Special berthing requlreoents.

(c) Special Inforaatlon If required by theater or host nation port area conoander, e.g., expected arrival draft, overall length, beam and capacity In metric tonnes (H.T.) and cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) In parentheses, followed by abbreviation, e.g., (AO L/T, 10 M/T)).

(d) "Manifest on Board" or "Manifest Forwarded Separately" by method, e.g., AUTODIN (US only), mall, etc..

(e) "Cargo for Trans-shipment at (port of discharge)", when applicable.

(A) Paragraph A. Total cargo loaded In metric tonnes (M.T.) and cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) In parentheses, followed by abbreviation, e.g., (AO L/T, 10 M/T).

(5) Paragraph 5. For each port of discharge. Include a separate paragraph with total cargo loaded for that part In metric tonnes (M.T.) and cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) In parentheses, followed by abbreviation, e.g., (AO L/T, 10 M/T) and a summary as follows (excluding cargo for trans-shipment).

(a) Deck load by military service (or consignee when appropriate) description (Include number of wheeled and number of tracked vehicles), metric tonnes (M.T.) and cubic metres (cu.m.) (US only: include long tons (L/T) and measurement tons (M/T) In parentheses, followed by abbreviation, e.g., (AU L/T, 10 M/T), excluding ammunition/ explosives'

(b) Hatch load by military service (or consignee when appropriate) description (Include number of wheeled and number of tracked vehicles), metric tonnes (M.T.) and cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) In parentheses, followed by abbreviation, e.g., (A0 L/T, 10 M/T), excluding ammunition/ explosives.*)

*) Identified by the first three positions of the vessel stowage location code (Appendix '¿) Indicates stowage location for LASH/SEABEE vessels by the last tour positions of the barge number.

A-2

2166.EA¿ HATO UNCLASSIFIED

B-73 FM 55-10

NATO UNCLASSIFIED

Total number ot refrigerated (REEFER) containers for each nllltary service (or consignee when appropriate) metric tonnes (M.T.) and cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) in parentheses, followed by abbreviation, e.g., (40 L/T, 10 M/T).

(d) Total number of other containers (SEAVANs, MILVANs, MSCVANs) for each military service (or consignee when appropriate) metric tonnes (M.T.) and cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) in parentheses, followed by abbreviation, e.g., (40 L/T, 10 M/T)) excluding those containing ammunltlon/exploslves.*)

(e) Total number of containers (SEAVANs, MILVANs, MSCVANs) containing ammunltlon/exploslves for each military service (or consignee when appropriate) metric tonnes (M.T.), cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) in parentheses, followed by abbevlatlon, e.g., (40 L/T, 10 M/T) and Net Explosive Quantity (NEQ) by UN Code (International Maritime Dangerous Goods (IMDG) Code) UN Code to Include decimal fraction sub-division, e.g., 1.1, 1.2, IMDG compatibility group code, and stow location.

(f) Description of bulk ammunltlon/exploslves for each military service (or consignee when appropriate) metric tonnes (M.T.), cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) in parentheses, followed by abbreviation, e.g., (40 L/T, 10 H/T), Net Explosive Quantity (NEQ) by UN Code (International Maritime Dangerous Goods (IMDG) Code) UN Code to Include decimal fraction sub- division, e.g., 1.1, 1.2, IMDG compatibility group code, and stow location.

(g) Heavy lirt cargo exceeding the capacity of the ships booms, number of pieces, stow location, weight (metric tonnes (M.T.)) (US only: Include long tons (L/T) and measurement tons (M/T) in parentheses, followed by abbreviation, e.g., (40 L/T, 1U M/T).

(h) Protected (sensitive) and/or classified cargo number of pieces stow location, Identification number (for US, use Transportation Control Number).

(1) For LASH/SEABEE shipments, list all barges by number, by military service (or consignee when appropriate) and indicate cargo description (including summary of containers as indicated above, if applicable) In metric tonnes (M.T.) and cubic metres (cu.m.) (US only: Include long tons (L/T) and measurement tons (M/T) In parentheses, followed by abbreviation, e.g., (40 L/T, 10 M/T).

Identified by the first three positions of the vessel stowage location code (Appendix 2) indicates stowage location for LASH/SEABEE vessels by the last four positions of the barge number. A-3

2166.EA3/ NATO UNCLASSIFIED lUpt

B-74 FM 55-10

NATO UNCLASSIFIED

(6) Final Paragraph. Trana-ahlpment Data (As required).

(a) Port of trans-shipment.

(b) Información epeclfylng responsibility for trans-shipment of cargo.

(d) Cargo data as required In Instruction S for each port of discharge.

(e) For LASH/SEABEE shipments, the port of trans-shipment Is the port of discharge of the vessel. For movement of barge from vessel port of discharge to inland barge port of discharge. Indicate "TOWED" In lieu of name of on-carry vessel. Summarize cargo data by barge number and barge port of discharge.

A-

216b.EA*./ NATO UNCLASSIFIED llopt

B-75 FM 55-10

WAT0 UNCLASSIFIED

APPENDIX 1 TO ANNEX A TO STANAC 2166 (Edition 3)

SPECIMEN CARGO TRAFFIC MESSAGE

A. BREAKBUUC

FROM Preparing Activity

TO Receiving Activity (Other addreaaeea aa required)

UNCLASSIFIED

SUBJECT : Cargo Traffic Message

1. USNS Comet / A-1893 / 11 / KCMV / Co.

2. Departed Bayonne NJ 160940Z May for Antwerp ETA 20 May. Subsequent port Rotterdam.

3. Self-sustaining. Manifest forwarded separately via AUTODIN.

0. Total cargo loaded 1970 M.T., 7268 cu.m. (19o0 L/T, 6018 M/T).

5. Total cargo loaded for Antwerp 1095 M.T., 0063 cu.m. (1078 L/T, 3588 M/T).

Location Military Service/ Number of M.T. cu.m. Consignee Vehicles

1LH Army General 26 66 (26 L/T, 59 M/T) 1LT Army General lo 36 (lo L/T, 32 M/T) 3LH Army Wheeled Vehicles 10 85 028 (8o L/T, 378 M/T) 3UT Army Wheeled Vehicles 11 111 573 (110 L/T, 506 M/T) 3LT Army Wheeled Vehicles 36 365 1875 (360 L/T, 1656 M/T) 3UD Army Wheeled Vehicles 11 091 1083 (080 L/T, 957 M/T)

6. Total cargo loaded for Rotterdam 875 M.T., 3205 cu.m. (862 L/T, 2830 M/T).

OLH Army Wheeled Vehicles 12 73 366 (72 L/T, 320 M/T) OLT Army Wheeled Vehicles 23 233 1198 (230 L/T, 1058 M/T) OUT Army Wheeled Vehicles 07 o77 1037 (o70 L/T, 1269 M/T) oMD Army Tracked Vehicles 2 89 197 (88 L/T, 17o M/T) OMD Army Hazardous, 2 5 (2 L/T, 5 M/T) UN Class 1.2 D, NEQ 1851 kg OSL TCN W253olo031XXX Army General 5 pcs

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E2166.EA5/ NATO UNCLASSIFIED llopt

B-76 FM 55-10

NATO UNCLASSIIFED

SPECIMEN CARGO TRAFFIC MESSAGE (Specimen/SEAVANs)

B. SEAVANs

FROM : Preparing Activity

TO Receiving Activity (Other addressees as required)

UNCLASSIFIED

SUBJECT Cargo Traffic Message

1. SS American Lancer / A-1899 / W2 / WZJB / C<>.

2. Departed Charleston SC 2S0630Z May for Bremerhaven ETA 2 June.

3. Non-selt-sustalnlng. Manifest forwarded separately via AUTODIN. Cargo for trans-shipment at Bremerhaven.

A. Total cargo loaded 29 SEAVANs 257 M.T., 1566 cu.m. (253 L/T, 1382 M/T).

5. Total cargo loaded for Bremerhaven 240 M.T., 1526 cu.m. (237 L/T, 1348 M/T).

4 Reefer SEAVANS Army General 39 M.T. Ill cu.m. (3U L/T, 98 M/T)

24 SEAVANS Army General 201 M.T. 1415 cu.m (198 L/T, 1250 M/T)

6. Cargo for trans-shipment at Bremerhaven to Esbjerg via TBN.

1 Reefer SEAVAN Navy General 16 M.T. 39 cu.m. (16 L/T, 35 M/T)

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B-77 FM 55-10

NATO UNCLASSIFIED

SPECIMEN CARGO TRAFFIC MESSAGE

C. LASH/SEABEE

FROM Preparing Activity

TO Receiving Activity (Other addressees as required)

UNCLASSIFIED

SUBJECT Cargo Traffic Message

1. SS Doctor Lykes / A-1897 / W / KUNB / SEABEE.

2. Departed Galveston TX 2016ASZ May for Rotterdam ETA 29 May.

3. Non-self-sustaining. Manifest forwarded separately via AUTODIN.

A. Total cargo loaded 91 M.T., 207 cu.m. (90 L/T, 183 M/T).

5. For Mannheim via Rotterdam (towed) 91 M.T., 207 cu.m. (90 L/T, 183 M/T).

Barge No. 0006 Army Tracked Vehicles 89 M.T. 197 cu.m. (88 L/T, 174 M/T)

Barge No. 0006 Army General 2 M.T. 10 cu.m (2 L/T, 9 M/T)

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2166.EA7/ NATO UNCLASSIFIED 11 Apt

B-78 FM 55-10

NATO UNCLASSIFIED

APPENDIX 2 TO ANNEX A TO STANAG 2166 (Edition 3)

VESSEL STOWAGE LOCATION CODES (Breakbulk Cargo Only)

The vessel stowage location code la a three-position alpha-nuoerlc code that Identifies where breakbulk cargo Is stowed on a vessel.

First position: Hatch Number. Will be Identified by a numeric code 1 through 8, as appropriate.

Second and third positions: Hold or Deck.

Code Description Code Description

ID* First deck ML Mate Locker 2D* Second deck NK Middle trunk 3d* Third deck OD On deck AL Ammo Locker RD Orlop deck CM Care of mate PL Paint Locker DT Deep tank RB Reefer box (cargo) FL Flight deck SL Security locker FD Forecastle deck SD Shelter deck FT Forecastle tween deck SR Ship's refrigerator FR Freeze box or room ST Strong room - HD Hanger deck TA Tank deck LZ Lanzarette TD Tween deck LH Lower hold UD Upper deck LR Lower reefer flat UR Upper reefer flat LK Lower trunk UK Upper trunk LT Lower tween deck UT Upper tween deck LV Lower van rlat UV Upper van flat HR Mall roots CH Chi 11 box or room MD Main deck PD Proa deck MT Main tween deck LM Mast locker

* It vessels have lettered decks, use deck letter In second position and letter "D" in third position.

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Z166.EA8/ NATO UNCLASSIFIED llopt FM 55-10

NATO UNCLASSIFIED

APPENDIX 3 TO ANNEX A TO STANAC 2166 (Edition 3)

Abbrevlatlons/Acronyas

AUTODIN Automatic Digital Network CTM Cargo Traffic Message cu.m. Cubic Metre (1000 cubic decimetres) e.g. For Example ETA Eatlmated Time of Arrival HL Heavy Lift IMDC International Maritime Dangerous Goods IRCS International Radio Call Sign LASH Lighter Aboard Ship L/T Long Ton (2,240 pounds) HILVAN Military-owned demountable container MS Motor Ship M.T. Metric tonne (unit of 1000 kilograms) M/T Measurement Ton (40 cubic feet) MV Motor Vessel NEQ Net Explosive Quantity NS Nuclear Ship REEFER Refrigerated shipping container RORO Roll-on/Rol1-off SEABEE Sea-Barge SEAVAN Commercial or Government-owned (leased) shipping container SS Steamship TBN To be Named TCN Transportation Control Number USCG United States Coast Guard USNS United States Naval Ship USS United States Ship

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2166.EA9 NATO UNCLASSIFIED

B-80 FM 55-10

NATO UNCLASSIFIED

ANNEX B TO STANAG 2166 (Edition 3)

SAILING SIGNAL - LOAD ADVICE

(Classification)

(SHORT FORMAT)

PRECEDENCE For both action and Infonsatlon this aust always be "IMMEDIATE" to ensure arrival In advance of the ship.

FROM Originator (usually the aoveaent authority at the port of loading).

TO Sailing Signals have a wide distribution which varies according to the destination port of the particular aoveraent. Sailing Signals should be sent to the same addressees as the corresponding SEAMOV signals. The following should always be Included :

MOD and Coamand HQ Naval HQ and shipping control authorities Despatching authorities Moveoent authorities at origin and at destination ports International co-ordinating authorities

INFORMATION As appropriate

TEXT:

SAILING SIGNAL LOAD ADVICE NUMBER

ALPHA Code nane of plan or ad hoc aoveaent

BRAVO Ship's naae and International nuaber or nickname

CHARLIE Departure port and actual tlae of departure

DELTA Arrival port and estimated tlae of arrival

ECHO Either : Plan serials plus or minus, or:

Specific load details Including personnel, numbers of ISO containers, tonnages and IMDC hazard classes for dangerous goods

FOXTROT Remarks

(Classification)

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B-81 FM 55-10

NATO UNCLASSIFIED

ANNEX C TO STANAG 2166 (Edition 3)

SEA MOVEMENT RESOURCE SIGNAL (SEAMOV)

(Classification)

PRECEDENCE In view of che short warning time this will almost Invariably be "IMMEDIATE"

FROM Originator

TO SEAMOV resource signals have a wide distribution which varies according to the destination ports of the particular planned or ad hoc aoveaent. The following should always be Included:

MOD and Command HQ Naval HQ and shipping control authorities Movement authorities at origin and at destination ports International co-ordinating authorities

INFORMATION As appropriate

TEXT:

ALPHA Plan code word or 'ad hoc' as appropriate

BRAVO H hour (ETD of first ship In plan)

CHARLIE SEALIFT

ONE Serial TWO Ship's name, International number or nickname THREE Port of loading FOUR Time alongside FIVE Time of departure SIX Port of arrival SEVEN Expected time of arrival EICHT Expected time to complete offload NINE Return port and expected time of arrival

DELTA CARGO (Plan serials of details where known)

(Classification)

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2166.EC1/ NATO UNCLASSIFIED IUpt

B-82 FM 55-10

NATO UNCLASSIFIED

ANNEX D TO STANAC 2166 (Edition 3)

CARGO STOWAGE PLAN

Appendix 1 - General Foraat

PURPOSE

1. The purpose of this document Is to provide a diagram of a vessel's cargo space showing the location (both on and below decks) of all cargo. The format of this diagram may be used as required for planning stows and for documenting actual stows.

GENERAL FORMAT

2. See Appendix 1.

INFORMATION SHOWN ON THE CARGO STOWAGE PLAN

3. The hatch location of all cargo will be indicated accurately and In addition the cargo stowage plan will show:

a. Items of the cargo to be discharged at each port.

b. The location of "Heavy Lift" items and awkward/outslze loads.

c. Capacity and location of ship's booms/derrlcks.

d. Special cargo, e.g. mail, attractlve/hlgh value Items, etc..

e. Hazardous cargo.

PREPARATION

A. The preparation or the cargo stowage plan should be divided Into the following three main parts:

a. A representation of cargo specifying, for each type. Its weight, volume, location (both on and below decks) and destination.

b. A recapitulation, by hatches of total tonnage for each port of discharge.

c. Miscellaneous entries, e.g. summaries of heavy lifts, awkward/outslde loads, boom/derrlck capacities, etc..

5. Cargo stowed In the lower holds will be shown In profile (side view) while Chat on deck In between decks will be shown In plan (Cop view).

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B-83 FM 55-10

HATO UNCLASSIFIED

6. The locación of cargo for each pore of discharge will be shown by che following colour code:

Isc Pore of discharge : solid green 2nd Pore or discharge : solid red 3rd Pore of discharge : solid yellow 4ch Pore of discharge : horiiontal green scrlpes 5ch Pore of discharge : verclcal red scrlpes 6ch Pore of discharge : horizontal yellow scrlpes 7eh Pore of discharge : verclcal green scrlpes 8ch Pore of discharge : borlzonCal red scrlpes 9ch Pore of discharge : verclcal yellow scrlpes

NOTE: If Che use of a colour code Is noc pracclcable, Che locadon of cargo for each port ot discharge should be shown by shading, cross-checking or ocher suitable Means.

7. The volune and weight of each Itea of cargo will be shown both In ■easureoenc Cons (1 measurement ton • 40 cubic feet) and long Cons (1 long con m '¿¿‘*0 pounds), or In metric tonnes and cubic metres. In Che stowage plan at Appendix 1 to this Annex these details are given In measurement tons and long cons.

CONSOLIDATED STOWAGE PLAN

8. When a vessel Is loaded at more chan one terminal within a given pore, or at more Chan one pore, Che shipping authority responsible for the documentación of each loading will forward copies of Che cargo scowage plan to each successive loading terminal.

9. It will be Che responsibility of Che final loading terminal to prepare and distribute Che final cargo stowage plan Indicating cotai cargo loaded.

LEGEND of abbreviations used on Stowage Plan (see Appendix 1)

BXS Boxes C Packages CR Crates CT Cartons CU.M. Cubic Metre (10U0 Cubic Decimetres) PCS Pieces TRK Trucks CO Containers FT Palletized Unit Loads M.T. Metric Tonne (Unit of 100 Kilograms) M/T Measurement Ton L/T Long Ton TW Total Weight EA Each (e.g., 2 EA 2} T TRK - Two such 2i coo trucks

D-2

2166.ED^ NATO UNCLASSIFIED

B-84 f •

MATO UNCLASSIFIED STAMAG 2lfe6 (Edition 3)

STOWAGE PLAN (General Foraat)

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FM 5&-10 MATO imCLASSIFIED

CD i 00 en FM 55-10

EXTRACT OF STANAG 3631

NATO UNCLASSIFIED

Agreed Knglieh/Prench texts STAMAC 3631 , (Edition 2)

N ATï/ARMY/AIR

NATO STANDARDIZATION AGREEMENT (STANAG)

WARTIME AIR MOVEMENT PRIORITY SYSTEM FOR NATO COUNTRIES