FM 4-01.30 MOVEMENT CONTROL

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*FM 4-01.30(FM 55-10)HEADQUARTERSDEPARTMENT OF THE ARMYWashington, DC, 1 September 2003Field ManualNo. 4-01.30FM 4-01.30MOVEMENT CONTROLDISTRIBUTION RESTRICTION: Approved for publicrelease; distribution is unlimited.ContentsPREFACECHAPTER 1 MOVEMENT CONTROL OVERVIEWDefinition of Movement ControlElements of a TransportatiOn SystemBasic Principles of Movement ControlThe Functions of Movement ControlOther ConsiderationsEmerging DoctrineCHAPTER 2 MOVEMENT CONTROL IN THE FORCE PROJECTION PROCESSForce ProjectionIntratheater Unit MovementIntertheater Unit MovementTransformationMovement ControlUnit Movement CoordinatorACLU-RDI 395 p.1nnnnnnfl 1nocrl

Brigade Movement CoordinatorMobility Support ElementCHAPTER 3 STRATEGIC MOVEMENT CONTROLStrategic Movement Control OrganizationsTheater Joint Movement Control OrganizationsCHAPTER 4 MOVEMENT CONTROL AT ECHELONS ABOVE CORPS (EAC)The Army in an Area of OperationsTransportation CommandTheater Support CommandTransportation Command ElementMovement Control Battalion (EAC)Movement Control TeamsCHAPTER 5 MOVEMENT CONTROL IN THE CORPSCorps Movement Control StaffCorps Support CommandCorps Movement Control BattalionDivision Support Movement Control TeamFunctional RelationshipsMovement Control Battalion and Corps Support Group InterfaceCHAPTER 6 MOVEMENT CONTROL IN THE DIVISIONOrganizationDivision Transportation OfficerMobility Warrant OfficerDivision Support CommandMovement Control OfficerMovement Control Cell in the Division Rear Command PostBrigade Movement ControlCHAPTER 7 DEVELOPING A MOVEMENT PROGRAMACLU-RDI 395 p.2

IntroductionAssess the Distribution PatternDetermine RequirementsDetermine CapabilitiesBalance Requirements Against CapabilitiesPlanning Sequence for Reception and Onward MovementRequirements SchematicMode SchematicSelecting a ModeDetermine Critical PointsDetermine Check PointsDetermine Shortfalls and Recommended SolutionsCoordinate the ProgramFormat and Publish the ProgramExecuting the Movement ProgramPreparing the Port Clearance ProgramCHAPTER 8 HIGHWAY REGULATION PROCEDURESPlanning for Highway RegulationPrinciples of RoutingMethods of SchedulingClearance RequestsCoordinating MovementsDiverting and ReroutingLarge Unit MovementsSample Highway Regulation PlanCHAPTER 9 TRANSPORTATION REQUEST PROCEDURESSupply System InterfaceTransportation Request ProceduresACLU-RDI 395 p.3

Division Transportation Request ProceduresCorps Transportation Request ProceduresEchelons Above Corps Transportation Request ProceduresClearance RequestsCoordinating and Monitoring MovementsRequest for Theater AirliftArmy AirliftAir Force AirliftCHAPTER 10CONTAINER OPERATIONSContainer ManagementContainer ControlCHAPTER 11AUTOMATED IDENTIFICATION TECHNOLOGYGeneral Preparation for AIT UseUnit ResponsibilitiesAIT in Aerial Port OperationsAIT in Seaport OperationsAIT in Railhead OperationsAPPENDICESAPPENDIX AAUTOMATION INFORMATION SYSTEMSAPPENDIX BGEOGRAPHICAL CONSIDERATIONSAPPENDIX CAUTOMATED IDENTIFICATION TECHNOLOGY EQUIPMENTAPPENDIX DTABLES OF ORGANIZATION AND EQUIPMENTAPPENDIX ETRANSPORTATION MOVEMENT RELEASEAPPENDIX FCOMMUNICATIONSAPPENDIX GROAD MOVEMENT PLANNINGAPPENDIX HINTERMODAL TERMINALSAPPENDIX IEXAMPLE HIGHWAY REGULATION PLANAPPENDIX JTYPES OF INTERMODAL ASSETS AND HANDLERSACLU-RDI 395 p.4IThiThiThr\ r'NA rs A e es

PrefaceThis manual describes the organizations, processes, procedures, and systems involvedin the control of movements across the military spectrum. The focus of this manual isfor the reader to gain an understanding of the movement control system and how itfunctions from the strategic to the tactical level. It focuses on the planning, controlling,and managing of the use of available modes of transport to move units, equipment, andmateriel. It also describes transportation request procedures, container operations, andhow transportation resources are controlled and managed.The Chief of Staff of the Army has mandated that the Army be able to move a combatcapable brigade anywhere in the world within 96 hours. To put a viable combatcapability on the ground anywhere in the world in this time frame will require effectivemovement control.This manual remains consistent with Army operations, logistics doctrine, and conceptscurrently published or in the process of being published. However, the reader iscautioned that logistics doctrine is changing — and changing rapidly. The on-goingefforts to reduce the Army logistics footprint and move to the Objective Force willrequire doctrinal change. Users acting within the scope of their authority may varyfrom this doctrine in this manual when such variation will result in improvedoperations.The Army's environmental strategy into the 21st century defines its philosophy andcommitment in protecting and preserving the environment and natural resources forpresent and future generations. Sound environmental practices and considerations mustbe integrated into all Army documents, missions, and operations. In keeping with theArmy's vision to be a national leader in environmental stewardship, commanders andleaders must ensure that all local, state, federal, and host nation laws and regulationspertaining to the environment are included in the planning process and followed to anextent consistent with operational considerations.The proponent of this publication is the United States Army Combined Arms SupportCommand (CASCOM). Send comments and recommendations on Department of theArmy (DA) Form 2028 to Commander, US Army Combined Arms Support Commandand Fort Lee, ATTN: ATCL-T, Fort Lee, Virginia. 23801.Unless this publication states otherwise, masculine nouns and pronouns do not referexclusively to men.ACLU-RDI 395 p.5nrInnnAfl 1flocA

Chapter 1Movement Control OverviewDEFINITION OF MOVEMENT CONTROL1-1. Movement control is the planning, routing, scheduling, controlling, coordination,and in-transit visibility of personnel, units, equipment, and supplies moving over Line(s)of Communication (LOC) and the commitment of allocated transportation assetsaccording to command planning directives. It is a continuum that involvessynchronizing and integrating logistics efforts with other programs that span thespectrum of military operationsthe strategic, operational, and tactical levels. Movementcontrol is a tool used to help allocate resources based on the combatant commander'spriorities, and to balance requirements against capabilities.ELEMENTS OF A TRANSPORTATION SYSTEM1-2. The transportation system is comprised of three distinct elements (see Figure 1-1).These elements are mode operations (highway, rail, water, and air), terminal operations,and movement control. Of these elements, movement control is the most criticalcomponent of the system. A movement control system must coordinate the efforts oftransportation modes, terminals, services, commands, contractors, and host nationsduring deployment, sustainment, and redeployment. The timely insertion of movementcontrol capability into the area of operation is critical.ELEMENTS OF ATRANSPORTATIONSYSTEMMode OperationsTerminal Operations1s/ Movement ControlFigure 1-1. Movement Control is the Most Critical of the Three Elements of a Transportation System.ACLU-RDI 395 p.6nnnnnA niaAgg

BASIC PRINCIPLES OF MOVEMENT CONTROL1-3. The five basic principles of movement control provide a basis for all transportationoperations (see Figure 1-2). These principles are discussed RALIZEDEXECUTIONFigure 1-2. Movement Control Principles Centralized Control and Decentralized Exeution. Centralized Control meansthat a focal point for transportation planning and resource allocation exists at eachlevel of comman involved in an operation. The focal point is an individual or unitthat is aware of the current and future requirements of the supported force as wellas the apabilities available to meet the requirements. Centralization of movementcontrol normally occurs at the levels charged with integrating logistics suppor.Decentralized Execution of mode and terminal operations is equally important.Decentralized execution of transportation missions means terminal and modeoperators remain free to assign and control the specific transportation assets thatwill meet the requirement. This practice enhances the flexibility to prioritizesupport and accomplish the mission. Regulated Movements. Movement control authorities regulate moves to preventterminal congestion and scheduling conflicts among Service components. Propermanagement of transportation assets and the transportation network is critical.The regulation of movements has three applications. One application is theACLU-RDI 395 p.7nr)nr-,r1Af1 ,1cf,

apportionment of cargo carrying capacities to movement requirements. The second isthe regulation of traffic through the LOCs, including MSRs. The third deals with forceprojection. Transportation planners must determine which traffic and LOCs requirecontrol.The free flow of goods and services will work in a non-saturated environment.However, saturation of the system normally occurs because highly mobile forces extendresupply lines. As we move to the objective force, one critical aspect is the reduction ofconsumption. However, the concept of support (i.e., number of distribution points, dispersion of forces, frequency of resupply, distance of LOCs, non-contiguous area ofoperations, etc.) can saturate the transportation system. Inadequate transportationcapabilities in relationship to the size of the force supported will require prioritization.Movement controllers must therefore regulate movements and execute the commander'spriorities for use.An additional consideration is the support the Army provides to the other Services. Injoint and combined environment, regulation of transportation assets and LOCs willprevent congestion and enforce priorities. Regulation of LOC movements is critical.This is always important when US forces must share available airfields, roads, rail lines,water terminals, and inland waterways with allied forces, contractors, commercial users,and the host nation. A clear articulation of priorities is essential. Fluid and Flexible Movements. Transportation systems must provide theuninterrupted movement of personnel, supplies, and services. To do this, thesystem must be capable of rerouting and diverting traffic. Maintaining flexibilityis one of the biggest challenges facing transportation planners and operators in achanging battlefield with shifting conditions and priorities. The assurance of anuninterrupted flow of traffic is essential to battlefield superiority. Movementcontrol has failed if it does not provide uninterrupted flow of traffic. Toaccomplish this task, the transportation system must be linked to information andcommunications systems, without these systems movement control cannot supportthe future force. Maximum Effective Use of Carrying Capacity. This principle is simple: Keeptransportation assets fully loaded and moving as much as the tactical situationpermits. This includes the disciplined use of returning transportation assets tosupport retrograde of equipment, personnel, and supplies; and fast off-loading toreturn them to the system to increase capability for later operations. Transportcapability that is not used one day cannot be stored to provide an increase incapability for subsequent days. Similarly, fully loaded transport equipment sittingidle is as inefficient as moving partially loaded equipment. Maximum use includesthe prompt return of transportation assets to ensure their rapid availability forsubsequent operations. (It also avoids demurrage, storage, and other penaltycharges against the government.). Planners must temper this principle withappropriate attention to adequate equipment maintenance and crew rest. Forward Support. Forward support is rapid delivery of supplies and personnel asfar forward as possible. It is dependent on fast, reliable transportation to movesupplies and personnel as far forward as the tactical situation requires and permits.The key to forward support is rapid reception and clearance at destination units. ItACLU-RDI 395 p.8nnnnnA n1 052A7

is frequently necessary to temporarily augment destination units' reception andclearance capabilities to ensure success.THE FUNCTIONS OF MOVEMENT CONTROL1-4. The functions of movement control consist of planning, allocating, routing,coordinating, and in-transit visibility (ITV). Figure 1-3 shows these functions.Figure 1-3. Movement Control Functions Planning. Planning involves the known and anticipating the unknown.Anticipation means being prepared to support combat operations at decisive timesand places. It demands flexibility to accommodate change, the ability to see thebattlefield, and a thorough understanding of the mission and concept ofoperations. For movement planners, anticipation includes developing alternativeplans to make up for routes and assets lost due to enemy action. Movementplanners must also know thesupply distribution system, the location of supplycustomersupply activities, the frequency and magnitude of their transportationACLU-RDI 395 p.9nnnnrun1aQgQ

requirements, and their material and container-handling capabilities. Thetransportation planning function is vital to the success of military operations at alllevels of command. Staff planners serve on the coordinating or special staffs ateach echelon of command. Integral to staff planning is coordination with otherfunctional planners to ensure plans are synchronized with supporting andsupported commands, and that they support the concept of operation. Allocating. The allocation function assigns transportation capability againstplanned transportation tasks. It is a critical function in decision making because itforces,planners to analyze and synchronize transportation tasks, capabilities, andpriorities. An army's ability to marshal, transport, and distribute large quantities ofmateriel and personnel over the strategic, operational, and tactical levels of warcan make the difference between victory or defeat. Maneuver and exploitation oftactical gains often depend on the adequacy of the forces' ability to respond tochanging and competing priorities. Rapid response is required to meetemergencies and support unexpected opportunities. Frequent movement ofcombat forces using transport capability normally committed to other tasks,makes maintaining continuity of sustainment support a challenge. Plans are madeto respond to these kinds of contingencies. When the response is demanded, theplanner must have the needed information immediately available with which tomake decisions on how best to meet the emergency or support the discoveredopportunity. Knowledge of LOC status, MSR condition, asset location and eligibility, are all crucial elements to the transporters decision process. Thetransportation planner must constantly review and adjust available capabilities tomaximize the support provided. Movement control personnel allocate needs tocapabilities based on priorities when there are not enough assets to satisfy alltransportation demands. Movement control units require automated informationsystem support coupled with assured communications to execute the allocationfunction in a timely manner. Routing. The routing function is the process of coordinating and directingmovements on Main Supply Routes (MSR) or alternate supply route, andregulating movement on LOCs to prevent conflict and congestion. When routingtraffic, movement planners consider the following routing principles. Assign highest priority traffic to routes that provide the minimum time-distance. Consider the sustained capabilities of roads and bridges when assigningmovements. Separate motor movements from pedestrian movements. Separate civilian traffic (vehicular or pedestrian) from military movements. Consider consolidating shipments that can be applied to a selected route.The routing fundamentals are balance. separation, and distribution. Balance. This fundamental matches vehicle characteristics with routecharacteristics. Balance ensures that traffic never routinely exceeds the mostlimiting feature of a route. It considers the military load classification of thevehicles, bridges, and the route. Balancing also identifies requirements forupgrading routes or ordering caution crossings for certain bridges. PlannersACLU-RDI 395 p.10nnnnru ni aszgo

should use TB 55-46-1 to obtain vehicle characteristics. Routecharacteristics are obtained during the planning process using automatedinformation systems. maps, or route reconnaissance. Separation. This technique allocates road space for movements to ensurethat movements do not conflict. The goal of separation is to preventcongestion on regulated routes. Planners must not allocate road space ortime blocks to more than one movement requirement. Distribution. This practice uses as many routes as possible to reduce thepotential for congestion and prevent deterioration of road surfaces. Distribution also promotes passive defense by distributing and separatingtraffic. Coordinating. Coordinating is where movement control units interface with unitsand shippers to provide transportation support. During this process, they matchrequirements with modes based on priorities, the principles of movement control,and the mode selection guidelines. Movement control units then task mode andterminal operators to provide support. Coordination extends to allied forces, hostnations, and non-governmental agencies. Reliable communications are crucial tothis process. In transit Visibility. ITV is the capability to track from origin to destination,equipment, personnel, and supplies, as they more through the transportationsystem. Gathering information from different sources (including automatedinformation systems) meets the need to keep track of equipment, personnel, andsupplies, as they move through the transportation system. ITV enables movementcontrol units to answer the commanders information needs and accomplish theplanning and allocation functions to support them. The United StatesTransportation Command (U STRANSCOM) uses the Global TransportationNetwork (GTN) for tracking strategic movements. Theater TransportationCommanders will use the Movement Tracking System to track movements.-OTHER CONSIDERATIONS1-5. In addition to the basic principles and functions of movement control, there areseveral other considerations that are involved. The other considerations have a directbearing on how movement control is performed. They are discussed in the followingparagraphs. Improvising. Improvising is taking an action with assets immediately available toaccomplish something that would not ordinarily be attempted with them. The keyto improvising is not to limit one's thinking. Unexpected tactical opportunity,enemy action, interrupted communication lines, and unexpected weatherconditions disrupt plans and require improvisation. When this happens, normalprocedures are bypassed and unusual transportation actions taken. Improvisinginvolves risk, but the risk of not improvising is greater. Continuity. The frequent movement of combat forces using transport capability,ACLU-RDI 395 p.11nnnnnAni apRn

normally committed to other tasks, makes maintaining continuity of sustainmentsupport a challenge. The transportation planner must constantly review and adjustavailable capabilities to maximize the support provided. While it is very difficultto balance these two tasks (transport of combat forces and maintainingsustainment), it remains the goal of the transportation planner. Peace to War. To the maximum extent possible, commanders assigntransportation responsibilities, establish procedures, and train using the sameorganizational structure in peacetime as it will use in war. The initiation of amilitary operation should only represent an increase in intensity, not a shift to newstructure, procedures, and systems. Movement control eleme

APPENDIX F APPENDIX G APPENDIX H APPENDIX I APPENDIX J Division Transportation Request Procedures . in the control of movements across the military spectrum. The focus of this manual is for the reader to gain an understanding of the movement control system and how it

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