CHAPTER 3 - MOBILIZATION, DEPLOYMENT, AND REDEPLOYMENT

This section describes transportation operations supporting peacetime transportation functions and deployments within USAREUR. While the focus is on activities at the division and Corps level, discussion is included on the USAREUR organization for deployment within which the DTO operates.

Note: Information within this section is drawn from USAREUR regulations and policies, Corps and division regulations and standard operating procedures, and from briefings and interviews with transportation staff at theater, Corps, and division level. Information gained from interviews has been italicized and should not be considered approved doctrine. It is included to identify and document the range of activities that DTOs and other transportation staff and commanders perform to accomplish their responsibilities. Supporting documents are electronically linked (when possible) within the subject areas being discussed.

The following discussion summarizes the USAREUR deployment concept and identifies the responsibilities of key USAREUR deployment and movement organizations that support deploying USAREUR forces. Specific internal deployment responsibilities for V Corps and the 1AD and 1ID are identified in their respective deployment and transportation regulations and SOPs.

USAREUR forces are (or will be) task organized into tailored force packages based on a rotating ready force posture. The divisions establish and maintain Ready Force programs to ensure the readiness and availability of heavy forces to meet both initial and follow-on requirements. Tailored formations will include both AC and RC units organized around brigade combat teams (light and heavy), Corps and division headquarters that provide one light and one heavy JTF headquarters, and EAC elements (including logistics units) capable of conducting RSO&I, intermediate staging base operations, and sustainment for deployed forces.

USAREUR forces will deploy from permanent installations (Home Station) and from exercise sites or other forward locations. Deployment support organizations will control and coordinate the marshaling, embarkation, and movement of these forces. Agencies such as USTRANSCOM and its component commands, Host Nation organizations (e.g., Deutsche Bahn), 21st TSC, and V Corps subordinate units may provide support.

Movement timing and sequencing is controlled through the use of a TPFDD developed by the supported CINC through JOPES. Lift is then allocated to support the movement timetable. OEL data is used to order the correct amount of lift and properly load transport assets.

To provide movement support to the deploying force during the predeployment and deployment phases, USAREUR establishes control, coordination, and support organizations within and between existing commands and agencies. The following paragraphs describe selected key USAREUR commands and staff that support deployments.

Office of the Deputy Chief of Staff for Operations (ODCSOPS). The USAREUR ODCSOPS is the Office of Primary Responsibility for coordinating USAREUR deployments. The ODCSOPS will:

· Provide command policy, guidance and general procedures on deployment planning and execution.

· Operate a Crisis Action Team on a 24-hour basis throughout deployment operations.

· Conduct situation analyses and develop courses of action to support deployment operations.

· Establish a Movement Operations Center (MOC) to manage unit deployments and redeployments.

· Publish the TPFDD letter of instruction (LOI) and validate unit moves and JOPES input.

· Develop, publish and implement an exercise program that supports deployment requirements (Emergency Deployment Readiness Exercise/Sealift Emergency Deployment Readiness Exercise).

USAREUR Movement Operations Center (MOC). The MOC manages all unit and unit equipment deployments and redeployments. The MOC also directs, coordinates and deconflicts all movements in accordance with operational requirements. It provides the synergy between operations and the supporting transportation. More information on the MOC is available at www.opsdiv.hqusareur.army.smil.mil/moc Specific MOC responsibilities include:

· Preparing the movement FRAGO which serves as the call forward document for units deploying and redeploying into and out of theater. The FRAGO also authorizes the ordering of transportation to support the movement.

· Serving as the interface between operational staffs, units and the transportation system.

· Coordinating contingency plans and required movement flow adjustments for validation by USEUCOM.

· Publishing and distributing unit movement guidance for the USAREUR Commander.

Movement Control Board (MCB). The MCB confirms the TPFDD, resolves movement issues, and serves as the sole call forward authority in USAREUR consistent with the commander's intent. Board participants include representatives from the deploying units and the appropriate movement support and control organizations. For a major contingency operation MCB representation would normally include the USEUCOM J4-JMC, USTRANSCOM, Task Force Headquarters, 21st TSC, 1st TMCA, V Corps, 1AD, 1ID, and the deploying unit. The MCB meets as required.

21st TSC provides trained and ready forces to conduct theater-level deployment and redeployment support for a contingency force in support of EUCOM and JCS-directed regional military objectives, or in support of NATO and UN military objectives; theater-level sustainment including military industrial operations, materiel distribution, split-based operations, and deployable logistics force packages; reception, staging, onward movement and integration activities; and force reconstitution as required. It operates at the operational level of combat service support with links to the strategic and tactical levels. 21st TSC deployment related responsibilities include:

· Providing movement management services and highway traffic regulation in coordination with ODCSOPS to coordinate movements into, within, and out of theater for all modes of transport (air, sea, rail, inland waterway, and military/commercial line haul).

· Receiving theater movement priorities from USAREUR MOC, ODCSOPS. Calling units forward through movement directives based on USAREUR ODCSOPS priorities.

· Establishing, maintaining, and on order activating the USAREUR Deployment Processing Center (DPC) at Rhine Ordnance Barracks.

· Being prepared to provide a deployable DPC capability to other APOE that are activated.

· Coordinating the establishment of life support activities in support of Port Support Activities (PSAs) activated at SPOEs.

· Establishing and operating Convoy Support Centers (CSC) in coordination with the HN along MSRs to POEs and/or contingency areas. Reporting mission locations through 1st TMCA.

· Supervising, documenting, and augmenting rail support operations, if necessary.

· Serving as USAREUR executive agent for Host Nation support. Coordinating with all applicable host nation countries for transportation to include HAZMAT, customs and agriculture.

· Coordinating or contracting as required for transportation support from unit home station to POE.

· Serving as lead USAREUR agent for arranging/providing technical and diplomatic clearances.

· On order, receiving ASGs OPCON for conduct of deployment support operations within capability.

· In coordination with USAREUR DCSLOG and Deputy Chief of Staff, Engineer (DCSEN), ensuring availability of BBPCT materials.

· In coordination with ASGs, establishing and operating required deployment support sites.

· Providing intransit visibility (ITV) of forces, associated equipment and sustainment cargo through the use of RF Tags, RF Tag Interrogators, Automated Manifest System (AMS) cards, Optical Memory Cards (OMC), and commercial tracking means.

Within the 21st TSC, the Deployment and Distribution Management Center (DDMC) is the focal point for theater sustainment in support of contingency operations. The DDMC coordinates and synchronizes theater sustainment moving to deployed Corps, Division and EAC units. In support of current contingency operations within the European theater, the DDMC:

· Develops theater sustainment policy and establishes theater specific time definite delivery schedules.

· Oversees the commercial ground LOC supporting Stabilization Force (SFOR) operations in Bosnia and Kosovo Peacekeeping Force (KFOR) operations.

· Is the lead planner for location and employment of AIT on LOCs supporting contingency operations. Establishes and maintains total asset visibility.

· Synchronizes operations within the distribution system to maximize throughput and follow-on sustainment and ensures priorities are executed IAW command directives.

· Through visibility and control, maximizes the capacity of the distribution system.

· Leverages the entire available distribution infrastructure and optimizes pipeline flow to meet requirements/priorities.

· Monitors distribution terminal operations and the flow of multi-consignee shipments.

· Ensures cross-leveling of supplies and efficient retrograde and redeployment of equipment, personnel and supplies.

· Provides advice and recommends changes to the distribution system to the commander.

· Identifies capacity problem areas and actions to be taken within the distribution system.

· Manages and controls the distribution pipeline flow through the use of anticipatory support and the synchronization of material management and movement control.

ASGs/BSBs. 21st TSC operationally controls ASGs/BSBs during deployments. ASGs/BSBs provide the following deployment support:

· Become OPCON to 21st TSC on order of HQ, USAREUR for deployment support operations.

· Prepare and maintain current battle books for deployment support sites and activities in its AOR

· Establish and operate, on a 24-hour basis, Deployment Operations Centers when required.

· Plan for and execute deployment support operations, community transition activities, rear detachment support, security and RSO&I as directed.

· Assist 21st TSC in coordinating support for CSCs and marshaling areas in their geographic areas of responsibility. Develop standard packages to support POEs in their AOR.

· Provide/coordinate life support at all loading sites (e.g., latrines, tents, food, medics).

· Provide backup blocking, bracing, packing, crating, and tie-down (BBPCT) support.

· Perform life support functions (Banking, Commissary, Post Exchange (PX), Theater, Youth Activities, etc.).

· Provide Central Issue Facility (CIF) emergency support to augment lost, damaged, or additional authorized Organizational Clothing Issue Equipment (OCIE).

MOVEMENT ORGANIZATION

Movement planning and operations in USAREUR, both peace and war, are heavily reliant on host nation support and requires extensive coordination with one or more host nation authorities for military movements within or across host nation boundaries. To plan and execute the transportation mission, USAREUR maintains a mature theater and Corps movement structure.

The 1st TMCA, a subordinate organization of the 21st TSC, is the USAREUR Executive Agent for movement control, the USAREUR Movement Control System (UMCS) and surface distribution. The 1st TMCA provides for the transport and movement control of U.S. Forces, their equipment, and materiel and sustainment supplies into, out of and within a theater of operations during contingencies, at war and in peace. (See USAREUR Regulation 55-3, USAREUR Movement Control System Program, for more information on the UMCS.)

Key missions currently performed by 1st TMCA in support of contingency operations in the European theater include:

· Providing mission planning for strategic deployment, sustainment and redeployment.

· Providing theater level liaison to host nations and for contracted assets (rail, barge, sea, road).

· Participating with task force staffs to provide UMCS. Assisting V Corps and divisional staffs in movement planning and execution.

The 1st TMCA commands the 39th Transportation Battalion (MC) located in Kaiserslautern, Germany, and the 14th Transportation Battalion (MC) located in Vicenza, Italy. The 27th Transportation Battalion (MC) located in Wiesbaden, Germany is assigned to 3rd COSCOM within V Corps and receives technical guidance and assistance from 1st TMCA. All of the MC battalions provide support in designated areas of responsibility.

The 1st TMCA homepage located at http://www.21tsc.army.mil/1_tmca/ provides a wealth of information and guidance for military movements within Europe. Available information includes references for rail, highway and container moves, movement of hazardous goods, customer handbooks and customs procedures. Additionally, the 39th Transportation Battalion (MC) Transportation and Movements Handbook, is accessible from the homepage and provides a quick reference on how to obtain required transportation support.

Within V Corps the 1st Infantry Division (1ID) and 1st Armored Division (1AD) receive movement control and transportation services support primarily from the 27th Transportation Battalion (MC). This support arrangement can change however, if the 27th Transportation Battalion (MC) deploys to support other forces. For example, during the deployment of the 27th Transportation Battalion (MC) to support Operation Joint Guard and Operation Iraqi Freedom, the 1st TMCA assumed support for Central Region units in the 27th Transportation Battalion (MC) AOR.

The 27th Transportation Battalion Headquarters is broken down into 3 primary parts: Plans, Operations and the Highway Traffic Division. The Plans section is responsible for developing the movement plan within the V Corps Area and connecting this plan with the theater movement plan. This planning includes the Battle Field Circulation Plan, the movement of vehicles in the V Corps rear area, the rail plan for the movement of all equipment and personnel by train, the plan for moving all of the supplies by military truck, and other plans relating to movement in the AOR. Operations is primarily responsible for tracking all movement in the V Corps rear, including military and commercial truck, commercial bus, rail, barge or air. The Highway Traffic Division (HTD) develops the battlefield circulation plan governing the movement of all wheeled vehicles in the V Corps rear. The plan covers routes used, the capacity and capabilities of the routes and the direction of traffic flow. Additionally, HTD issues all march credits for convoys in the V Corps rear area.

1ID and 1AD coordinate movements and movements requirements with the 27th Transportation Battalion (MC) and the various movement teams that provide support on a functional and geographic basis. Figure 5-1 provides the battalion’s area of responsibility and subordinate unit locations. A brief description of the various teams follows:

· The 15th MCT is located in Hanau and provides support to 1AD. The 30th MCT is located in Bamberg and supports 1ID. Both MCTs provide support on a regional basis. The MCTs have subordinate Branch Movement Control Teams (BMCTs) and Rail Movement Management Teams (RMMTs). The MCTs are the primary liaison between units needing transportation and the mode of movement. MCT coordination includes committing the military truck companies, ordering trains with the host nation railroad and implementing commercial contracts with truck, bus and barge companies. In a deployed environment the MCTs coordinate directly with the customer unit.

· BMCTs are the smallest element providing MC on an area basis. Generally, each military community will have a BMCT. These teams consist of 2 or 3 civilian transportation specialists who have an excellent working knowledge of transportation in Germany. The BMCT provides movement advice, coordinates all commercial contracts, and commits military truck units.

· RMMTs coordinate rail movement of freight and personnel with the German Railroad (Deutsche Bahn). They receive the rail movement requests from the customer units. After working up the cargo manifest for all equipment, containers and personnel, the RMMT submits a request to the German Railroad for the appropriate number and type of rail cars. On rail loading day, BMCT personnel command and control the load, certify all tiedowns, process the paperwork, coordinate for required MHE support, and communicate between local national railroad authorities and the customer unit.

· Highway Movement Control Teams (HMCTs) are subordinate elements of the Transportation Battalion (MC) Highway Traffic Division, and are responsible for coordinating with the appropriate host nation authority to process movement bids and pass march credits back to the requesting units. The HMCTs in Germany work directly with and are normally collocated with Wehrberichskommando (WBK). The WBK is the military district that controls movement by all military forces through its area of responsibility. The 27th Transportation Battalion (MC) HMCTs are located in Katterbach and Mainz.

The DTO’s primary coordination with the 27th Transportation Battalion (MC) is for transportation support requests. These requests are routinely processed through the supporting MCT. The DTOs also coordinate with the 27th Transportation Battalion (MC) S3 and the CTO for contingency planning and exceptional transportation requirements. The 27th Transportation Battalion (MC) commander frequently coordinates with the division G3s for development of the deployment/movement concepts of operations and with the division G4s for developing the support concept.

During contingency operations, the 27th Transportation Battalion (MC) may provide a Division Support MCT to augment the DTO office. The team consists of a movement control officer, NCOIC, and five to six movement control specialists. The purpose of the team is to assist the DTO with movement programming, highway regulation, and division transportation support. In day to day or a non-contingency environment, the MCT remains attached and under the control of the 27th Transportation Battalion (MC).

Mode Operator

The principal USAREUR mode operator is the 37th Transportation Command, headquartered in Kaiserslautern, GE. The 37th TRANSCOM provides line haul transportation support, distribution services and military police services in support of the Central Region and 21st TSC contingencies. The 37th TRANSCOM trucking capability is in the 28th Transportation Battalion (medium truck [M915]) and the 6966th Transportation Truck Terminal (M915 tractors and Mercedes 5-tons and light vans). The primary trailer is the M872, 40ft trailer. The 28th Transportation Battalion also has two trailer transfer point (TTP) detachments.

The 37th TRANSCOM provides theater Army transportation support. It operates the theater distribution center (TDC) for the 21st TSC in support of theater distribution of Classes II, III (pkg), IV, VII, and IX. The TDC delivers to 98 different activities including all supply support activities on a 24-hour, seven day a week basis. The 28th Transportation Battalion and the 6966th TTT move ammunition, mail, refrigerated and air line of communication (ALOC) cargo, perform heavy lift transport and operate trailer transfer points.

Division transportation support requirements in garrison range from providing military trucks for local installation and unit related movement requirements to obtaining buses to move units to local training. Detailed procedures for submitting, processing and supporting these requirements are spelled out in division transportation SOPs and policies.

Requests for military truck transport support beyond the requesting units organic capabilities are submitted to the DISCOM MCO. Based on the nature of the request and the availability of organic assets, the MCO can commit the DISCOM MSB to support the requirement. If the request exceeds the DISCOM capability, the MCO, depending on Division policy, may forward the requirement to the supporting MCT to obtain support, or to the DTO for resolution or coordination with the 27th Transportation Battalion (MC). The DTO may also coordinate requests with the CTO for Corps assets (HETs, petroleum transport, etc.) that are needed to support non-routine division missions. The installation transportation motor pool (TMP) is often a source for buses, special trucks, vans, and other transportation or equipment not found in the division.

If the requesting unit requires commercial bus support, requests normally flow from brigade and separate battalion S4s to the DTO. The DTO submits the request to the supporting BMCT/ MCT and coordinates (as required by division policy) the necessary funding information with the division’s Resource Management office. Once approved, a commercial bus order with funding information is forwarded by the DTO to the supporting BMCT. The BMCT then coordinates the required commercial bus support.

The DTO may be involved by exception in day to day installation support requirements unless the move is high priority, exceeds division or installation capability or requires external (including commercial) transportation support. When external support is required, the DTO may pre-coordinate the request with the 27th Transportation Battalion (MC) and the CTO.

Military truck and commercial bus support in support of major training exercises and deployment is addressed in more detail in the Mode Planning and Operations discussion within this Section.

DTOs normally deploy and/or participate in Corps and division level FTXs and CPXs. MCO and MCT representatives may be located or co-located with the DTO staff in the division rear command post or in a division control cell. For brigade exercises the DTO may participate as part of a division cell that provides exercise play or control. In certain brigade level or other exercises the DTO may position part of his staff at the exercise location to assist in coordinating exercise deployment/redeployment and external support required during the conduct of the exercise.

Prior to FTXs and CPXs the DTO participates with other division staff in developing exercise plans. For the DTO, this effort may include planning the administrative transportation required to move exercise participants and cargo to, from, and within the exercise location. Depending on the scope of the exercise, the DTO may be required to estimate exercise costs and recommend movement modes. Other DTO activities prior to the exercise may include processing movement bids and coordinating, as required, transportation assets beyond the deploying unit and division capability. Movement credit and transportation support channels for movement to and from exercise locations are normally the same as those established in division SOPs.

· Coordinating MSR selection with the CTO and the 27th Transportation Battalion (MC) and providing MSR recommendations to the G3.

· Coordinating highway regulation and traffic circulation plans for the division area with the division PM, other division staff, DISCOM MCO, CTO and 27th Transportation Battalion (MC).

· Preparing the transportation/movements annexes and appendices to plans and orders.

· Approving/processing convoy requests for movement within the Division area or movements that cross the Division boundary.

The combat training center methodology and facilities provide USAREUR units with tough, realistic combined arms and services training on a complex battlefield. CMTC training, located at Hohenfels Training Area (HTA), is the capstone event of the USAREUR training strategy for maneuver battalions, field artillery battalions, brigades, brigade slices and division cavalry squadrons. USAREUR Regulation 350-50, Combat Maneuver Training Center, provides details of the CMTC program and USAREUR Regulation 350-1, Training in USAREUR, prescribes training guidance for USAREUR units.

Ideally, close combat (heavy) brigade combat teams operating with their assigned, attached, and slice units will receive an opportunity to train at the CMTC every 12 months. Combat support and CSS units participate in CMTC training as part of the combined arms and services team in support of maneuver task force and brigade operations. The CMTC conducts brigade-level exercises that emphasize tactical maneuver training for the battalion TF or division cavalry squadron.

A typical CMTC rotation uses a 3-5-14-3 cycle that includes 3 days for deploying, issuing MILES equipment, and conducting the USAREUR Leader Training Program (ULTP), Phase III, in the Leader Training Center simulation facility, and 5 days of company/team-enhanced situational training exercises (STX). After the STX are 14 days of battalion TF force-on-force training and EXEVALs and 3 days for MILES turn-in, maneuver-box cleanup, and redeployment.

Units participating in CMTC deploy their equipment to the HTA. USAREUR Regulation 350-50 establishes the following limits that cannot be exceeded (unless prior permission from Commander CMTC is granted) for deployment to CMTC:

Personnel and equipment deploy to CMTC by a variety of means including rail, commercial and military truck, convoys, and buses. Determining factors for mode selection includes cost, limitations caused by oversize/overweight equipment and route restrictions. Normally rail is the preferred mode for deploying equipment due in part to its ability to accommodate oversize/overweight equipment and for track vehicle transport. Military and commercial trucks are also be used to transport equipment. Passengers move by a combination of modes including bus, convoy, and rail. Divisional units participating in CMTC use standard division request channels to arrange transportation support and convoy credits for movement to and from CMTC.

Units participating in CMTC are responsible for the offload of equipment at the training location, to include coordination for MHE. Tracked vehicles shipped by rail are offloaded at Parsberg (near Hohenfels) and driven to a designated forward assembly area. The participating unit is responsible for class I and III support, services, and sleeping facilities for security personnel working at the Parsberg railhead. Trucks transporting tracked vehicles offload at ramps as designated by CMTC. Convoys and other wheeled vehicles enter the training area through gates previously designated based on coordination with the CMTC Operations Group S3 and CMTC Provost Marshal’s office.

The CMTC external SOP provides guidance for logistics operations during CMTC. The Director of Plans, Training, Mobilization, and Security (DPTMS), 282nd Base Support Battalion conducts a coordination conference approximately 120 days prior to the participating unit’s rotation. Administrative details for the rotation, including detailed arrival and departure actions, are covered during the conference. Table E-2 to USAREUR Regulation 350-50 provides planning milestones for participating units.

This section describes general guidance and procedures for deployment movement planning and operations by mode within USAREUR. In V Corps, 1ID and 1AD, transportation and deployment SOPs and/or regulations are published (or are in draft) that address mode operations for both peacetime and contingency operations. These documents provide detailed procedural guidance and should be referred to by the DTO when planning or executing mode operations. Additionally, the 1st TMCA homepage at http://www.21tsc.army.mil/1_tmca/ provides information and links to reference documents for mode operations in Europe.

The DTO develops plans to support the movement of the division’s forces by various modes. During contingency operations or exercises involving a significant number of divisional forces, the DTO focuses on coordinating for movement assets (i.e., trains, buses, commercial or military truck support) required to move units from home station to POEs or to destination. Factors influencing mode selection include METT-T, funds available, RDD, lift allocation and equipment shipment characteristics. The DTO balances these factors to develop a plan by mode to move the division’s forces and equipment. In some cases, such as movement in support of a contingency, the mode may be directed.

Within USAREUR the Host Nation controls the movement of military vehicles on all public roads. USAREUR Regulation 55-1, United States Motor Vehicle Operations on Public Roads and the 27th Transportation Battalion (MC) Highway Movement Control Team Customer Handbook provide guidance and policy specific to highway movements in USAREUR. Additional information for highway movements is available in FM 55-30, Army Motor Transport Units and Operations and FM 4-01.30, Movement Control.

In the Federal Republic of Germany, a march credit (approval or clearance) is required for:

· Any movement of 10 or more vehicles (unless special road restrictions such as host nation holidays have been imposed).

· Any vehicle or combination of vehicle and load that exceeds the legal dimensions of width, length, height (oversize) or gross vehicle weight (overweight). See Table 5-1.

March credits are also required when the number of vehicles in a convoy meets or exceeds the number listed below for each host nation:

A quick reference for highway movements is the 27th Transportation Battalion (MC) Highway Movement Control Team Customer Handbook, which is available at http://www.21tsc.army.mil/1_tmac/download/27^th_transbn_handbook.htm. This document includes march credit requirements, procedures for recovering disabled vehicles, restricted travel periods, convoy procedures, marking and identification, escort requirements, requirements and instructions for preparing AE Form 55-1N (March Credit Bid), and other detailed information concerning movement over public highways in Germany. (Note: at the time of production, this handbook was in the process of being updated).

COUNTRY	HEIGHT	WIDTH	WEIGHT	LENGTH
Germany	400 cm	255 cm	40 tons	1200 cm (single vehicle) 1550 cm (tractor/semitrailer) 1800 cm (truck/trailer)
Denmark	360 cm	250 cm	35 tons	1000 cm (2 axles) 1200 cm (other) 1400 cm (tractor/semitrailer) 1800 cm (truck/trailer)
France	400 cm	250 cm	50 tons	1100 cm (single vehicle) 1550 cm (tractor/semitrailer) 1800 cm (truck/trailer)
Netherlands	400 cm	250 cm	50 tons	1100 cm
Belgium	400 cm	250 cm	50 tons	1200 cm (single vehicle) 1550 cm (tractor/semitrailer) 1800 cm (truck/trailer)
Luxembourg	400 cm	250 cm		1000 cm (vehicle w/ 2 axles) 200 cm (vehicle w/ 3 axles) 2000 cm (truck/trailer)

1. Length and width are determined by measuring the vehicle from bumper to bumper (or the load itself if there is overhang)

Divisional units submit road movement bids to the DTO using AE Form 55-1N (STANAG 2155). After validating the request, the DTO processes the movement bid to the supporting HMCT. Routine movement bids must be submitted to the HMCT in accordance with the time standards in Table 5-2 to allow adequate time for the request to be processed with the WBK. The HMCT normally returns approved march credits to the requesting unit five to seven workdays (no later than 3 days) prior to the scheduled move.

Units moving frequently over the same route (defined as at least 15 times a year) can establish a recurring march credit. The requesting unit initiates the process by forwarding an AE Form 55-1N and an accompanying memorandum (identifying the start and release locations and the vehicle density and types) through the DTO to the HMCT. A unit must activate a recurring march credit three working days prior to the requested SP time. The request to activate a

recurring march credit is sent to the servicing HMCT using the bid’s administrative reference number. Recurring march credits are not granted for moves across German State boundaries. M1070/M1000 (HET) moves are not normally granted recurring march credits due the extensive coordination required with civilian authorities for each move.

	STANDARD	OVERSIZE/OVERWEIGHT
IN GERMANY	5 Days	10 Days
BORDER CROSSING INTO ALL COUNTRIES EXCEPT DENMARK	15 Days	15 Days
BORDER CROSSINGS INTO DENMARK	23 Calendar Days	23 Calendar Days
EXCEPTION TO POLICY	7 Days	12 days
M1070/M1000 (HET) MOVES	N/A	18 days

When road movements are requested during restricted travel periods (primarily German holidays) an exception to policy memorandum must be submitted to the servicing HMCT together with the movement bid. Requests must be signed by a lieutenant colonel for battalion size units or smaller or by a colonel for units above battalion level. Road movement bids that do not meet established time requirements per Table 5-2 require a completed AE Form 55-1N and a letter of lateness stating why the movement request is late. Example exception to policy memorandums, letters of lateness, and restricted travel periods are in the 27th Transportation Battalion (MC) Highway Movement Control Team Customer Handbook (being updated).

Road movements in Germany over 75 kilometers by vehicles that are military load classification 50 or over require the permission of the German civilian road traffic authorities. In the interest of public safety and to reduce traffic load on the roads, these moves should be made by rail if possible. Permission to move by road in these cases is granted by exception only. Exceptions to policy are justified when the road movement is essential to achieve operational objectives or training requirements, for reasons of security, and when rail transport is not possible or timely.

V Corps units use the Defense Transportation Reporting and Control System (DTRACS) for selected highway movements. This system facilitates ITV and provides communication with DTRACS equipped convoys and individual vehicles. DTRACS is a two-way satellite communications system that enables vehicles equipped with remote communication terminals (RCTs) to send and receive text messages with DTRACS dispatch facilities. Units may have their own DTRACS dispatch station or rely on the 27th Transportation Battalion (MC) dispatch station. DTRACS provides the ability to monitor and track convoys and provides information concerning emergencies, serious incidents and traffic congestion.

Within the divisions, FSBs and brigade and battalion S4s, depending on local policy, submit requests for military truck transport that exceeds their organic capability to the DISCOM MCO. If suitable transport is available, the MCO commits the MSB to provide support. If divisional assets are not available or not capable of performing the support, the MCO coordinates the request with the supporting MCT to obtain Corps transportation support.

Requests for movement of overweight/oversize equipment and equipment requiring HET support must be submitted in sufficient time to allow coordination with Corps and theater to obtain required assets. This also provides the MCO sufficient time to process road movement bids for overweight/oversize equipment. Timelines for request submissions are specified in the division’s policies and SOPs and generally align with the processing times specified in Table 5-2.

Commercial bus is often used to move soldiers to training events and maneuver training areas (MTA) due to its flexibility and cost effectiveness. Commercial buses are also used to support intra-theater deployments and movement to POEs.

Brigade and separate battalion S4s in the divisions submit commercial bus requests to the DTO office. The DTO then validates and coordinates the request with the supporting BMCT/MCT. The DTO also coordinates (as required by division policy) the necessary funding information with the Resource Management office. Once approved, a commercial bus order with funding information is forwarded by the DTO to the supporting BMCT/MCT. The BMCT/MCT coordinates for the required commercial bus support. The requesting unit is then contacted to confirm the commercial bus support and to verify movement details.

USAREUR Regulation 55-8, Loading and Securing Military Wheeled and Tracked Vehicles on European Railcars, and USAREUR Reg 55-3 provide guidance and policy for rail operations in Europe. Additional information on rail operations is available in FM 55-20, Rail Transport in a Theater of Operations. The 1st TMCA homepage located at http://www.21tsc.army.mil/1_tmca/ provides or contains links to detailed information on rail operations in Europe. Available information includes:

· The use and processing of the International convention for freight traffic by rail (CIM) Military Freight Warrant for US Military traffic.

· Blocking and tiedown of Military tracked and wheeled vehicles on European railways (STANAG 2173).

· Railhead capacities on railheads used by US forces in Germany, Italy and Bosnia Herzegovina.

In USAREUR, rail is heavily used to support movement to major training areas such as Hohenfels and to move equipment in support of contingency operations. Responsibility for planning and executing rail movements for divisional units is a shared responsibility between the deploying unit, the DTO, the BMCT/RMMT/MCT and the host nation rail authorities.

1AD and 1ID units submit rail movement requests on command specific forms/worksheets. Key information includes origin, destination, arrival/departure times and quantity, dimensions, and weight of items to be moved. Treaty Limited Equipment (TLE) numbers must be included in the request for any TLE designated equipment. Submission lead times are found in division movement regulations and SOPs. An AE Form 55-1N (Road Movement Bid) is also submitted to the DTO depending on whether a convoy or oversized/overweight vehicles will move on public roads to or from the railhead. The DTO reviews the requests, determines fund availability or coordinates with the Resource Management office as needed, and then forwards the request to the supporting MCT/RMMT.

The RMMT coordinates the rail movement with the Deutsche Bahn (DB) and provides the DTO with the train load plan and the times for train loading, departure and arrival. The RMMT also prepares the required transportation documentation including the military freight warrant. To assist the unit at the destination railhead, the RMMT provides the DTO or moving unit the POC for the destination BMCT that will assist the unit in offload operations.

The deploying unit is responsible for loading the railcars and blocking and bracing all equipment. Normally a Railhead Commander, a Train Commander and a Railhead Safety Officer/NCO are appointed to manage the loading operation. Medical personnel are also present at the loading site. Depending on the location of the railhead and duration of loading activities, life support facilities and security may be required. The DB rail inspector is the ultimate approving authority for the security of the rail loads. He is responsible for the safe passage of the train and has the authority to refuse movement of improperly secured equipment or any overweight/oversize equipment, based on the rail clearance. The supporting BMCT is the liaison between the moving unit and the DB rail inspector at the rail loading site. BMCT personnel inspect loaded railcars with the DB inspector and coordinate deficiency corrections with the moving unit.

Depending on local policy and security requirements, vehicle operators or soldiers providing security may accompany Military Impedimenta (MI) trains in passenger railcars. U.S. guards/escorts must accompany Abrams Tank Systems (ATS) shipments at all times, regardless of transportation mode. AR 190-14, Carrying of Firearms and Use of Force for Law Enforcement and Security Duties, USAREUR Reg 55-355, Joint Transportation and Traffic Management Regulation - Central Europe and TM 55-2350-255-10-15, Transportation Guide for M1 Tank, provide guidance on security requirements for military equipment. Additionally, guidance for security of ATS during transport is available on the 1st TMCA homepage.

Upon arrival at the destination railhead, the railhead commander coordinates with the local BMCT or DB representative for permission to offload the train. When permission is granted, the Train Commander ensures required medical personnel are present and safety requirements are met prior to beginning the offload operation.

Specific procedures for rail operations including checklists and policies are found within division regulations, standard operating procedures and policies.

Air Movement

USAREUR Regulation 55-3, and USAREUR Reg 55-141, USEUCOM Common User Intratheater Transportation, provide guidance and policy for airlift operations in USAREUR. Additional information on airlift operations is available in FM 4-01.30, Movement Control and FM 4-01.011, Unit Movement Operations.

Airlift Request Coordination

Both 1ID and 1AD have established procedures for requesting fixed and rotary wing aircraft. Within the divisions the DTO normally coordinates SAAM requests through V Corps to the USAREUR DCSOPS. USAREUR DCSOPS validates the request and processes it through USEUCOM to the Air Mobility Command Tanker Airlift Control Center (TACC). The TACC then tasks an airlift wing to provide support. The requesting unit or user normally pays for SAAM airlift, unless exercise funding supports the mission. These missions are generally for out of sector deployments or in support of major exercises.

Division JA/ATT missions are normally requested through the Division G3 Training or G3 Air channels. The Division G3 then coordinates the request with the V Corps G3 Air and the 27th Transportation Battalion (MC).

Depending on division procedures, requests for logistical rotary wing airlift support from division organic aircraft are either processed through the Division G3 air or through the DTO. The airlift request is then sent to the division’s aviation brigade. Requests for rotary wing airlift assets beyond the division capability are normally processed through the division G3 staff. The G3 Air then coordinates with the Corps G3 staff to obtain Corps aviation support. Division requests for use of Corps CH 47 assets programmed for sustainment missions are normally coordinated by the DTO with the 27th Transportation Battalion (MC).

For contingency and out of sector deployments divisions normally deploy on USAF aircraft from designated APOEs at Ramstein Air Base or Rhein Main Air Base, Germany. USTRANSCOM, through its AMC component, is responsible for strategic airlift. Airlift assets for deployment could be military, commercial, or both. Chapter 2 of FM 55-15 provides characteristics, dimensions, allowable cabin loads and restrictions for AMC aircraft (C-141B, C-5, KC-10, C-17, C-130) and for Civil Reserve Air Fleet (CRAF) aircraft (B747, B707, DC-8, DC 10, L-1011).

DACG support for battalion size and smaller deploying divisional units may be provided by non-deploying divisional units. The formation of DACG command for contingencies or major deployments is directed by USAREUR ODCSOPS. For out of sector or large-scale deployments, units may deploy through USAREUR’s Deployment Processing Center. The 29th Support Group is responsible for operating the DPC and associated DACG. The DTO may provide liaison personnel from the DTO office at the APOE and APOD for coordination with the D/AACG, deploying unit and the USAF.

During contingency operations, deploying units move to the APOE in accordance with the USAREUR Movement Operation Center (MOC) FRAGO. The FRAGO is a movement execution document developed from the TPFDD and the 1st TMCA Movement Plan.

The following paragraphs discuss air deployment for USAREUR commands undertaking force projection operations. These units process through the USAREUR DPC and deploy from Ramstein AB. The DPC is located at Rhine Ordnance Barracks (ROB), vicinity Kaiserslautern, Germany, and is a force projection platform. It is used to control, stage, and conduct final processing of units (soldiers and their equipment) for aerial deployment from the nearby APOE at Ramstein Air Base. The DPC has a secondary mission of providing life support for deploying or redeploying Army units transiting Ramstein Air Base.

The DPC validates the unit’s readiness for air deployment and assists the unit in correcting any shortfalls. A combined effort between the unit, pusher unit and DPC cadre personnel is used to ensure all deploying soldiers and equipment meet deployment standards.

Prior to departing for the DPC the deploying unit(s) completes required predeployment activities. These activities include the following items:

· Identify, appoint, and train all required personnel for movement, including Unit Movement Officers and HAZMAT qualified soldiers.

· Request and obtain ULNs for use when entering the Unit Deployment List (UDL) in TC-AIMS II. The ULN is also used for aircraft movement scheduling.

· Appoint an LNO to the DPC from the deploying unit’s headquarters. LNO must be in place before the first elements of the unit arrive at the DPC.

· Ensure vehicles meet air transportability standards and have all services completed to applicable standards.

Divisions deploying subordinate units through the DPC are supported by designated pusher units. These units can range from a company to a brigade slice, depending on the size and movement tempo of the unit being deployed. Pusher units are designated by the deploying major subordinate command based on guidelines established by the DPC. For deploying battalions and companies, the pusher unit is normally drawn from the deploying unit’s next higher headquarters. Pusher unit personnel and equipment requirements are identified in the DPC SOP, Pusher Unit Annex.

Depending on movement instructions and local SOP, unit movement to APOE could be by convoy or bus, with selected vehicles/equipment transported by military or commercial trucks and rail. Once mode to POE is determined, deploying units prepare and submit movement bids and commercial transportation requests to the DTO. The DTO in turn validates and processes the requests with the supporting MCT/HMCT/BMCT.

Deploying units move from home station to the DPC in accordance with the USAREUR FRAGO or the DTO produced air movement table/flow schedule. Soldiers not required to process deploying vehicles and equipment report directly to the DPC Personnel Housing Area. Vehicles and palletized equipment are staged in the DPC marshaling area. Within the marshaling area equipment deploying by air will undergo an 8-stage process conducted by the deploying unit and the pusher units. These stages are: (1) vehicle and equipment reception, (2) palletization crew, (3) HAZMAT inspection and configuration, (4) maintenance, (5) fuel/defuel, (6) weight/balance, (7) frustrated cargo and (8) pre-joint air inspection. Step 8 is conducted in the Alert Holding Area.

After completing marshaling area processing, deploying vehicles and equipment move to the DPC Alert Holding Area (AHA) in vicinity of the Weilerbach Rail Head. Within the AHA vehicles and equipment are positioned in chalk sequence, a pre-joint inspection is conducted, and vehicle/equipment deficiencies are corrected. Upon successful completion of the pre-JI, chalks are called forward IAW with the air movement/flow table to the Call Forward Area (Purple Ramp) at Ramstein AB.

At the Call Forward Area equipment is jointly inspected by the TALCE and the DACG, passenger briefings are conducted, and final manifests prepared. The USAF then loads passengers and equipment for departure. Detailed unit and USAF responsibilities at the Call Forward Area are in the Aerial Port of Embarkation Operations section within Chapter 3.

When helicopters deploy by airlift a helicopter holding area may be established to marshal, reduce, weigh and mark the deploying helicopters. For contingency deployments, non-deploying aviation units may be tasked to establish and operate this area. The deploying unit coordinates with the TALCE and the supporting aviation element for the location of the helicopter holding area.

The divisions may be directed to move equipment by sealift in support of contingency operations. SPOEs within Europe include Rotterdam, Netherlands; Antwerp, Belgium and Bremerhaven, Germany. Specific SPOEs supporting contingencies are normally determined as part of the OPLAN TPFDD development process. SDDC operates the SPOE and contracts for the loading and unloading of vessels. SDDC coordinates vessel scheduling and requirements with MSC. The MSC is responsible for providing ocean vessels.

· USAREUR orders movement by sea. The SPOE is identified in the TPFDD, and MSC provides the vessel.

· The deploying unit(s) is alerted for movement. The unit develops its UDL and sends it through established channels to the USAREUR MOC and SDDC via TC-AIMS II. Simultaneously, the supporting MCT prepares the Freight Warrant if the move is by commercial sealift.

· The deploying units(s) send movement requirements to origin MCT/BMCT. The MCT submits the export traffic release (ETR).

· SDDC-Europe confirms shipping availability and processes the ETR. SDDC-Europe notifies 21st TSC if a PSA is required, and determines any other specific movement needs.

· The deploying unit(s) is called forward to the SPOE by the USAREUR MOC or 1st TMCA.

Support of deploying units at the SPOE normally requires a port support activity (PSA). The PSA is a temporary military augmentation comprised of personnel with specific skills that aid the port commander in receiving, processing and clearing cargo. The PSA is in direct support of the SDDC port commander. The 21st TSC normally provides PSA support for major deployments. For undeveloped areas at PODs or for ports where commercial contracted support is not available, the deploying force generally constitutes the PSA. A basic sizing rule for PSAs is a company-sized organization for a deploying brigade and a battalion for a deploying division. PSA functions include:

· Serving as vehicle operators to move all types of equipment in marshaling/staging areas.

The SPOE Operations section of Chapter 3 provides more information on SPOE organization and responsibilities, including PSAs.

The division may establish a liaison team at the SPOE to provide interface between the deploying units, the PSA, SDDC and other supporting organizations. The liaison team assists the deploying unit as necessary and oversees the processing of unit assets through the SPOE. Other team functions could include assisting with the call forward process for divisional units, assisting ship stowage planners in maintaining unit equipment integrity, resolving documentation discrepancies, and coordinating the return to home station of vehicle operators and other support personnel not accompanying the equipment during strategic movement.

Deploying units develop their movement requirements and produce military shipping labels using TC-AIMS II. The labels are placed on each piece of deploying equipment and scanned at the port by a SDDC documentation team. The information is then used to prepare the ship’s manifest. The TC-AIMS II generated UDL is used by SDDC in development of stow plans and by USTRANSCOM (via JOPES) to confirm or adjust sealift allocation. The 27th Transportation Battalion (MC) has published a customer handbook to assist units in using TC-AIMS II. The TC-AIMS II Unit Movement Coordinator & Unit Movement Officer Customer Handbook is available on the 27th Transportation Battalion (MC) home page and provides detailed information for using TC-AIMS II for OEL, UDL and MSL development. (To access the customer handbook within the home page go to “Organization” and then to “TC-AIMS II.”)

During contingency operations, deploying units move to the SPOE in accordance with the USAREUR MOC FRAGO or as directed by 1st TMCA. Unit equipment normally moves to the SPOE from home location by rail or convoy. Selected equipment/vehicles may be transported by military or commercial truck. Supercargoes and soldiers needed to assist in unit processing at SPOE can accompany the equipment on trains or move with convoys. Soldiers returning to home station after equipment has been accepted at the SPOE will normally move by bus. Depending on the mode of movement to SPOE, the deploying unit prepares and submits convoy movement bids, rail movement requirements and any other commercial requests to the DTO. The DTO in turn validates and processes the requests with the supporting MCT/HMCT/RMMT/BMCT.

Units deploying by sealift may process through a marshaling area and staging area prior to vessel loading. Marshaling areas can be established at the deploying unit’s origin location, in the vicinity or the SPOE, or both. The marshaling area is where the equipment is configured for overseas movement prior to moving to the port staging area. For large scale deployments marshaling areas may be designated near the SPOE. Convoys move directly to the marshaling area (or staging area if a marshaling area is not used) at the SPOE. Equipment moving by rail is offloaded at a railhead in the vicinity of the SPOE by the PSA, deploying or non-deploying units, or both depending on previously established taskings for SPOE operations. Vehicles are then driven or transported to the marshaling/staging area.

If aviation units are deploying by sealift, helicopters may self-deploy into the designated airfield/helipad at or in the vicinity of the SPOE. During contingencies a supporting aviation unit may be tasked to prepare aircraft for shipping at the port. Helicopters could also move to the SPOE by barge after being prepared and shrink wrapped near their origin.

A marshaling area is organized functionally to facilitate processing and movement of arriving containers, vehicles/equipment, and sensitive and hazardous cargo. Functions and facilities in the marshaling area normally include:

· A traffic circulation plan showing movement flow into, through, and out of the marshaling area.

· A central control and inspection point with designated lanes for cargo and container entering or exiting the marshaling yard.

The SPOE Operations section in Chapter 3 provides an example layout and activities for marshaling area operations.

As the vessel readies for loading, equipment is sent from the marshaling area to the staging area by the port commander based on the call forward plan. The SDDC port commander assumes custody of the equipment in the staging area. Activities in this area consist of inspecting equipment for serviceability, scanning MSLs, ensuring secondary loads are secure and inspecting cargo documentation. The PSA operates in the staging area and performs functions as previously described in this section. After the port commander assumes custody of the equipment, vehicle operators and other supporting unit personnel at the SPOE (less supercargoes) return to home station or other designated location.

From the staging area equipment moves shipside for loading. PSA personnel, contracted stevedores, or both drive vehicles onto the vessel. Once the cargo is loaded stevedores secure the cargo in the ship holds.

Supercargoes from the deploying unit normally accompany the equipment during sealift from SPOE to SPOD. These soldiers are responsible for the security and maintenance of unit equipment during transit and off-load. The Movement to POD section in Chapter 3 provides more information concerning supercargo functions aboard ships.

USAREUR Regulation 55-3 provides guidance and responsibilities for inland waterway movements within USAREUR. FM 55-17, Cargo Specialists’ Handbook and FM 55-60, Army Terminal Operations provide additional information for inland waterway operations.

Deploying units may be directed to move equipment to the SPOE by barge. The deploying unit convoys or rails equipment to the Rhine River Terminal (RRT) located in Mannheim, Germany. Depending on the magnitude of the deployment, USAREUR may task a subordinate command to provide the PSA at the terminal. The PSA stages, documents and processes the equipment in preparation for barge loading.

Civilian stevedores load the equipment and lash it to the barges. Vehicles are normally driven onto flat barges. If sea barge (SEABEE) or lighter aboard ship (LASH) barges are used, the equipment is lifted into the barge by crane. Once loaded, the barges are moved to the SPOE. Upon arrival at SPOE, barges are normally unloaded by the PSA at SPOE, and the equipment moved to staging areas to await ship loading. If SEABEE or LASH barges are used, the equipment remains on the barges and the barges are lifted directly onto the SEABEE or LASH vessel.

· Deploying unit contacts origin MCT/BMCT with RDD, ETR and other requirements.

· SDDC contracts for and RRT books the inland waterway movement. SDDC then informs MCT of commercial barge commitment. The MCT prepares the Freight Warrant for payment.

· A deployment meeting with key movement personnel is held to ensure all movement requirements are met.

· Movement clearance and ready to load dates are provided to USAREUR (or to unit if administrative move).

USEUCOM CONTINGENCY OPERATIONS
DTO OBSERVATIONS

USEUCOM is conducting contingency operations that involve deployment and redeployment of 1AD and 1ID forces for Operation Joint Guardian. The two divisions rotated brigade size forces for Kosovo operations (KFOR) as part of Task Force Falcon. Following are DTO observations, lessons learned and considerations drawn from the operations. They are intended to assist future DTOs in planning and executing deployments.

The G4 and DTO are not the lead for deployment operations. The DTO develops and briefs (to operators and deploying commanders) the movement plan to support the commander’s deployment concept. The DTO must clearly convey and familiarize the G3 staff and deploying commanders with the movement plan, and its restrictions, in support of the deployment concept. This process has been aptly described as “get the deployment concept from the operators, develop it into a transportation/movement plan, and sell the plan back to the operators.” Both DTOs spend the majority of their planning effort with G3 planners. One DTO suggested that the DTO position might be better placed on the G3 vice G4 staff.

A critical DTO deployment planning function is synchronizing arriving passengers and equipment at PODs and intermediate locations. This synchronization is critical to meeting the commander’s priorities and timelines for having forces at destination locations. The synchronization task quickly becomes complex considering factors such as 3 day EAD-LAD planning windows for airlift and 7 day windows for sealift. Soldiers arriving prior to equipment may be idle. Equipment arriving prior to soldiers may congest the port and delay onward movement. Compounding the synchronization task are possible limitations on the amount of equipment or number of soldiers that can be present at one time at the various deployment nodes.

A deployment planning and execution management tool used by both DTOs is a spreadsheet or matrix. The spreadsheet lists the deploying units down the left margin (including equipment and personnel density), and time across the horizontal margin. Individual unit moves, by mode, are plotted in the center of the sheet. This tool provides a view of the entire deployment plan and can be easily used to determine the impact of changing individual unit movements on the entire deployment plan. It also depicts the passenger/equipment workload at a node at any given point in time.

Current USEUCOM contingency operations involve deployment of forces by differing modes across multiple nodes. For land and rail movement, deployments cross a number of host nation borders to reach destination. Once the deployment is complete, the focus turns to sustainment operations and ultimately to redeployment. To effectively plan and manage the transportation support for these operations, the DTO must split the office operation. Current experience supports DTO presence at the movement nodes as divisional forces flow in accordance with the movement plan. At these locations, the DTO is on-site to solve problems and recommend any needed adjustments to the deployment flow. As the forces move to subsequent nodes (e.g., POD, ISB) the DTO also moves to the nodes. When deployment is complete, the DTO locates in the AO (division main or tactical CP, based on division needs) and focuses on sustainment tasks such as MSR regulation and control. During the time the DTO is deployed, the DTO NCOIC or other assigned staff remains in garrison. Their mission is two-fold. Support the day to day transportation operations for non-deployed divisional units, and support the DTO in planning and managing the contingency deployment/redeployment and sustainment operations.

Understanding OEL, UDL, JOPES and TPFDD and how they relate, is critical to deployment planning and execution.

Properly documenting and processing deployment equipment, cargo and passenger requirements are absolutely essential for planning and executing the deployment flow to meet the commander’s intent.

Based on command guidance, deploying units build their deployment equipment lists (UDL) using TC-AIMS II. During or prior to this process, the DTO or G3 obtains ULNs from V Corps, and provides them to the deploying unit. The DTO, in coordination with the G3, ensures the UDLs meet the commander’s intent. After the G3 and DTO review/validate the UDLs, the 27th Transportation Battalion (MC) sends them to COMPASS for upload into the JOPES database. Once in JOPES, the deployment flow becomes part of the plan TPFDD. At this point, the TPFDD is normally checked again based on the commander’s intent. When the review is complete, USAREUR requests validation from USEUCOM. Once validated by USEUCOM, USTRANSCOM sources and allocates strategic transportation assets for the deployment.

Common mistakes made within this process that can disrupt the deployment flow are highlighted below.

· Improper or uncoordinated changes to deploying unit’s UDLs after TPFDD validation can be disastrous. USTRANSCOM uses TPFDD movement data to determine the number of ships and aircraft needed to meet the movement requirement. Units that improperly change their UDL and arrive at POEs with more or less equipment than shown on the TPFDD can delay the deployment or cause loss of transport capacity. A solution to this pitfall is unit education in UDL construction, validation and processing, and establishment of “lock-in” periods which prohibit changes to UDLs without processing through established channels.

· Improper equipment configuration or dimensional data in the UDL can causes changes in stow plans or the need for additional aircraft. These problems become apparent when units arrive at POE. Depending on the magnitude of the discrepancies, scheduled ship, aircraft or rail departures may be delayed. These delays often ripple through the entire deployment process. Educating deploying units on the importance of verifying equipment configuration/dimensional data that is input into TC-AIMS II is key to preventing this problem.

The DTO must be prepared to perform as a “multi-functional” logistician. Split staff operations are often the norm during contingency operations. Lacking the full complement of G4 staff officers at any one location can result in the DTO performing a myriad of logistics tasks not normally performed by the DTO office. Examples are writing and coordinating the CSS annex and developing the logistics support concept for upcoming operations.

Educate deploying commanders and their staff on critical deployment functions.

The 1AD and 1ID DTOs provide deployment related officer professional development training to divisional units. The purpose is to educate units on the transportation aspects of the deployment process with the ultimate goal of improving the division’s deployment readiness. Discussion often addresses the importance of UDL preparation, HAZMAT documentation requirements, and transportation restrictions for specific deployment operations.

SECTION II. UNITED STATES FORCES KOREA (USFK) AND EIGHTH UNITED STATES ARMY (EUSA)

This section primarily describes Armistice transportation operations within USFK and EUSA. The focus is on 2ID transportation and its interface with supporting movement organizations and staff. Due to USFK’s heavy reliance on inland surface transportation and HN support for contingency operations, discussion of the USFK Wartime Movements Program has been included.

United States Force Korea, headquartered in Seoul Korea, is a sub-unified command of United States Pacific Command (USPACOM). EUSA is the Army component of USFK. The EUSA mission is to “Provide forces to Combined Forces Command (CFC) and conduct logistical support to assigned, attached and other designated forces to support deterrence on the Korean peninsula. On order, conduct non-combatant evacuation operations as the coordinating authority for Commander USFK (COMUSFK), and conduct other combat operations to support the CFC Campaign plan as directed.”

MOVEMENT ORGANIZATION

At the CFC level, the Combined Transportation Movement Center (CTMC) is a Republic of Korea (ROK) / US combined transportation movement control agency activated during exercise and contingency operations. It serves as the single transportation manager for coordinating theater-level transportation movements and asset management in support of contingency operations. The CTMC performs the following functions:

· Coordinates, monitors, controls and adjusts intra-theater transportation support for all forces in the COMMZ and between Field Army Areas.

· Coordinates for facilities, equipment and personnel to conduct transportation operations at airfields, seaports and beaches.

· Provides staff supervision over Combined Movement Control Centers (CMCC), the Combined Seaport Coordination Center (CSCC) and the Combined Airlift Office (CALO).

· Coordinates mobilized ROK vessels and aircraft to support sealift and airlift requirements.

The CMCCs are collocated with the First, Second, and Third ROK Armies and the Capital Defense Command. They provide movement control support in each Army area of operations and in Seoul.

Within the EUSA staff, the ACofS G4 Transportation Division is the transportation planner. During Armistice, the Transportation Division conducts intra-theater transportation planning and analysis, develops policies, coordinates combined and joint transportation planning, and provides theater transportation program(s) oversight. At Defense Readiness Condition (DEFCON) 3 or on order the Transportation Division moves to designated wartime locations and conducts wartime transportation movement and staff operations. Specific Transportation Division tasks include:

· Coordinate transportation movements with the ROK Army and Government representative authority.

Within the theater, the 25th Transportation Battalion provides movement control. The battalion’s mission is to provide movement control services and transportation management during Armistice and contingencies to include the common user land transportation (CULT) system for personnel and materiel movements into, within, and out of the ROK in support of the 19th TAACOM, EUSA and USFK. The 25th Transportation Battalion provides movement control support to the 2ID. The 25th Transportation Battalion provides the following movement control services:

· Coordinate freight movement by rail, commercial/military line haul and containers.

· Provide a direct link to the Korean National Railroad for special train services.

The 25th Transportation Battalion is organized with two regional movement control teams (RMCTs). The 1st RMCT is co-located with the 25th Transportation Battalion in Seoul and provides movement control in the northern sector. The 2nd MCT provides movement control for the southern sector of the Korean peninsula. The 1st RMCT supports 2ID. Figure 5-2 shows the battalion’s Armistice locations.

Introduction. 2ID transportation regulations and SOPs address mode operations during Armistice and contingencies. The 2ID regulation 55-2, Transportation Support and Movement Procedures, provides guidance for transportation operations during Armistice. The 2ID Tactical SOP provides transportation guidance during wartime or as directed in operations plans and orders. The following discussion provides a general overview of mode operations within Korea during Armistice with emphasis on road movement.

Unique to the 2ID is that divisional units are spread over 17 installations in armistice. Each movement takes place on ROKA controlled roads and training land. Units have the opportunity to practice tactical movements on a limited and austere road network each time they deploy on a training exercise.

For military vehicle movement over Korean highways, a Combined Highway Clearance Request (CHQ Form 25EK) is required during Armistice for the following conditions:

· Vehicles carrying hazardous or dangerous materials such as munitions or bulk fuel.

· Any vehicle exceeding 4 meters in height, 3 meters in width, 7 meters in length or a total of 40 metric tons.

Convoy clearances during Armistice are approved by ROK movement control elements. US MCTs only inform the RMCTs and 25th Transportation Battalion of US movements. During contingency operations, requesting units prepare and submit the Combined Highway Clearance Request (CHCR) to the servicing MCT at least 72 hours prior to the scheduled move. The MCT coordinates with the ROKA MCC for the convoy clearance approval numbers.

2ID brigades and separate battalions submit convoy clearance requests by E-mail or fax to the DTO using 2ID Form 511. The DTO office obtains convoy clearance during armistice operations direct from the Republic of Korea Army (ROKA) I and V ROK Corps of the Third ROKA (TROKA). ROKA CMCCs coordinate clearances which transit two or more Corps or Army areas. The DTO office has three Korean Augmentation to US Army (KATUSA) soldiers; one driver and two convoy clerks. The KATUSA convoy clerks verify requests and coordinate for clearances from the ROK Corps. When the request is approved (normally three to four days) the requesting unit is provided the convoy number.

The 2ID has developed standard routes which units normally use for convoy movements. These routes are annotated on the Standard Routes and Bypasses map, which is published annually by the Assistant Division Engineer (ADE). Requests to move on non-standard routes are submitted to the DTO. The DTO forwards the request to the ADE section when heavy equipment is involved in the movement. Upon approval by the ADE, the DTO processes the request through the ROKA movement control agencies. Non-standard routes may be disapproved by the ROKA.

Detailed procedures for convoy movements during Armistice are in 2ID Regulation 55-2 and 2ID Pamphlet 55-2, Convoy Commanders Guide.

Movement Restrictions

The ROKA prefers that 2ID move track vehicles between 2000 - 0600 hours when traffic is decreased. Movement times other than these are possible, but require additional coordination with the ROKA. For movements outside this timeframe the ROK requires an explanation of why the movement cannot occur at night and details on the plan to protect and facilitate movement of civilian traffic. There is no restriction on movement times for wheeled vehicles.

There are two key holiday periods which impact US military highway traffic. Chusok is the Korean equivalent to the American Thanksgiving and is celebrated in late September or October. Lunar New Year is celebrated in late January or February. Both of these holidays extend for 3 to 5 days. Travel during these holidays is extremely heavy and travel times may increase by a factor of 2 to 3. US vehicle movement is restricted during these holiday periods to essential official business.

For movement of heavy vehicles over Korean bridges a bridge waiver may be required. Bridges within Korea are limited to vehicles with a military load classification (MLC) of 43 or less. For vehicles weighing more than 43 tons bridge bypasses must be used whenever possible. When no bridge bypasses are available, bridge waivers must be applied for through the ROK Ministry of Defense. When submitting convoy requests (EA Form 511) 2ID units list bridges requiring a waiver and the type and number of vehicles exceeding weight restrictions. The DTO will in-turn forward bridge verification requirements to the ADE. The ADE verifies the request and forwards it to EUSA engineers for approval. EUSA obtains the clearance and notifies the 2ID ADE. The DTO then issues the convoy clearance number.

Rail Movement. The 2ID maintains a rail capability to conduct rail movements for deploying equipment to training exercises, receiving and offloading equipment, and loading equipment for turn-in. Based on unit movement requirements the DTO coordinates with the 25th MCT for rail cars and schedules. The 25th Transportation Battalion procures and inspects the cars, and coordinates with the Korean National Railroad (KNR) for load and tie down inspections. The KNR is the final authority on accepting rail loads for movement. 2ID Reg 55-2 provides detailed guidance for unit and vehicle preparation for rail movements.

Units requesting transportation support from the 25th Transportation Battalion during Armistice prepare a Combined Movement Request (CMR) Form (CHQ Form 26EK). This form is used for requesting freight movement (rail, commercial/military line haul, containers) or unit personnel movement (bus, rail) that exceeds a 40 mile radius. Requirements that do not exceed a 40-mile radius are coordinated through the ITO. The CMR is submitted to the servicing MCT as least 72 hours prior to scheduled movement. The servicing MCT receives the CMR and coordinates for commercial contract support or military transportation assets to meet the requirement. The MCT then contacts the customer unit and confirms the transportation support available to support the mission.

In the 2ID, units attempt to use organic assets to meet local haul requirements prior to requesting transportation support. (Local haul is defined as cargo moving less than two hours away from point of origin.) Transportation requests for external transportation are submitted by requesting units through MSC/Separate Battalion S-4s to the DISCOM MCO. The DISCOM will provide local haul and HET transportation from available assets. If non-divisional assets are required the MCO forwards the request to the DTO. The DTO is the approval authority for requesting non-divisional and commercial transportation assets. For approved missions, the DTO coordinates funding and instructs the 584th Division Support Team to coordinate for assets.

All 2ID unit requests for commercial transportation support are validated by the DTO in coordination with the G3 and Division Chief of Staff. Requests for commercial line haul or MHE are submitted by the MCO to the DTO five weeks prior to the requirement date. The DTO obtains a cost quote from the 25th Transportation Battalion. If commercial transportation is to be used the DTO obtains a fund cite from Resource Management. After receipt of the fund cite the 25th Transportation Battalion issues a contract.

For bus support 2ID units submit requests on EA Form 571 to the TMP for movement. If TMP cannot support the request the TMP will return the stamped EA Form 571 to the requesting unit. Units then submit the EA Form 571 to the DTO. The DTO will in-turn contract for buses using division funds to support essential training missions.

EXERCISES

The 2ID regularly participates in CPXs, FTXs and joint level exercises. These exercises provide opportunities to work with US, ROK and Combined staffs in coordinating and executing transport operations.

The DTO Office establishes operations at the Division Main, Division Rear or Division Tactical CP as required to support exercise operations. The DTO office collocates and works closely with the other mobility related staff sections (ADE, PM, Chemical Office) in each command post. The DTO office also deploys a KATUSA soldier as a liaison to the ROKA Corps. This soldier provides a critical link between the DTO cell and the ROK Corps MCC, and ensures that 2ID movement requirements, procedures and convoy operations are understood.

CPX training includes an annual Summer Exercise (SUMMEREX), Ulchi Focus Lens (UFL), and division level WARPATH exercises.

· SUMMEREX trains the division and MSC staffs in their wartime missions and command post operations. It is critical to gaining familiarity with the division’s mission, unit operations, liaison with ROK counterparts and knowledge of current missions OPLAN. Due to the rapid rotation of 2ID soldiers, this exercise provides continuity between transitioning personnel.

· Ulchi Focus Lens is a theater level exercise that includes CONUS based unit participation. It exercises command post operations and warfighting skills for U.S., ROK and combined forces. Key aspects of this exercise are coordination with the 25th Transportation Battalion, CTMC, and ROKA Corps. The exercise also includes test execution of the Wartime Movement Program and the Wartime Host Nation Support Plan (WHNS).

· WARPATH exercises are Division level CPXs designed to train for actual wartime missions. These exercises involve execution of OPLAN missions, planning for future operations and division level rehearsals. WARPATH is also used to train for Warfighter Exercises. The division typically conducts two WARPATH exercises a year. Each exercise is one to two weeks in duration and involves deployment of CPs to field locations.

The division conducts several brigade and division level FTXs each year. These exercises provide actual experience on the limited road network available in Korea, and include training in convoy operations and movement control functions.

The Foal Eagle Exercise provides training in a full range of transportation missions. The DTO and MCO offices are involved in the reception and onward movement of arriving units. These units arrive in theater via air and sea, offload at selected ports and move to the division area for training with partnership ROKA units. The DTO and MCO shops track movements and receive unit passengers, vehicles, and equipment into the 2ID area via convoy, air, bus and rail. This includes monitoring the arrival of unit containers as part of the Turbo Intermodal Surge (TIS) program. Units then convoy to training areas where they link up with containerized equipment. Each of these steps is repeated during redeployment operations. Foal Eagle provides the opportunity to conduct movement planning, training and execution across a full range of transportation activities.

The Division and DTO receive direct support from the 584th Division Support Team (MC). The 584th DST is assigned to 25th Transportation Battalion (MC) and attached to 2ID. The team works under the direction of the DTO. The 584th DST monitors movements, conducts highway regulation functions, operates the FDRP and assists units with convoy operations. It also coordinates for transportation support that is beyond the division’s organic capabilities.

WARTIME MOVEMENTS PROGRAM (WMP)

The wartime movements program is designed to provide early identification by commanders of movement requirements beyond organic and attached transportation capability during a contingency. It is executed in accordance with movement priorities designated by the CFC CINC. The program is intended to support existing or programmed transportation movement requirements that can be defined in sufficient detail during the first 30 days of a contingency. USFK Reg 55-35, Wartime Movements Program, dated 1 June 1999, establishes policies, procedures and responsibilities for the WMP. The WMP concept:

· Meets requirements that exceed the organic and attached lift capability of the shipping unit or activity.

Examples of WMP support include movement of unit equipment during relocations within the theater, onward movement of units deploying to the theater, movement of APS-4 vehicles and equipment, in-theater resupply, and container movement. Assets used for the WMP are primarily highway and rail. Types of ROK assets that may be mobilized include rail cars (coach, fuel, flat and gondola), buses, line haul truck systems and inland barges for fuel, vehicles, and break bulk cargo.

The WMP planning process begins with unit identification of movement requirements that exceed the unit’s organic and attached transportation capability. Units prepare a USFK Form 169 and submit their wartime movements requirements (WMR) request to their next higher headquarters. The unit’s higher headquarters reviews, validates and consolidates requests, and checks to see if any requirements can be met by organic assets. Requirements that exceed available capability are forwarded to the higher headquarters’ major subordinate command (MSC). The MSC also reviews, validates and consolidates requests, and checks to see if organic assets can meet any of the requirements. The MSC then forwards requirements beyond its capability to EUSA G4 Transportation Division. The Transportation Division validates the requirements and sends them to the ROK Defense Transportation Command (TRANSCOM) for review and approval and inclusion in the TRANSCOM Wartime Transportation Support Plan. Once approved, the G4 Transportation Division provides copies of the WMP and the associated control line numbers for each WMR to the 25th Transportation Battalion and to MSCs for use in exercise and contingency planning.

To activate WMP transportation, units contact their local MCT 48 hours prior to the transportation requirement and request activation of the WMP line number. The MCT validates the WMP control line number and relays it to the CMCC for execution. The CMCC attempts to meet the requirement with available ROK transportation assets. If the CMCC cannot fulfill the requirement, it sends the request to the CTMC. Based upon assets available the CMCC or CTMC notifies the MCT and requesting unit of the movement specifics (i.e., type and quantity of transportation to be provided, estimated time of arrival of transportation assets, special instructions).

The review, update and submission of WMP requirements are done on an annual basis. MSC requirements are due to EUSA G4 Trans Division NLT than 31 January of each year. The US WMR are submitted by the EUSA G4 to the ROK TRANSCOM NLT than 31 May of the same year. The EUSA G4 normally hosts two WMP conferences each year.

This section describes transportation operations supporting peacetime transportation activities and deployments within USARPAC. The focus is on transportation operations within the 25th ID(L) and its interface with supporting movement organizations and staff.

Note: Information within this section is drawn from USARPAC regulations, division and garrison standard operating procedures and policies, briefings, and interviews with transportation staff at component command, Corps, and division level.

MOVEMENT ORGANIZATION

The USARPAC mission is to provide trained and ready forces for the Commander in Chief US Pacific Command (USCINCPAC) in support of military operations and peacetime engagements in the Asia-Pacific AOR in order to contribute to regional stability, crisis response, and decisive victory. The Commander USARPAC provides deployment/redeployment guidance to USARPAC units, to include the 25th ID(L), headquartered at Schofield Barracks, HI. Within the USARPAC staff, the DCSLOG TRETS Division provides transportation policy and guidance. USARPAC Reg 55-1, USARPAC Unit Movements, prescribes procedures and assigns responsibilities to AC and RC units and installations for operational unit movements governed by AR 220-10.

The 25 ID(L) receives non-divisional transportation support from the 45th Corps Support Group (FWD) located at Schofield Barracks, HI. Within the 45th CSG (F) the 524 CSB has a light/medium truck company and the 17th CSB has a heavy boat company equipped with LSVs.

The DTO staff organization within the 25 ID(L) is unique. Division and select garrison transportation functions are consolidated under DTO management. In Oct 99, the Director of Logistics (DOL) Unit Movement Branch and the Deployment Training Center moved from DOL to the DTO. The purpose of this arrangement is to improve deployment training and execution while centralizing management of deployment functions within the Division.

Garrison and Installation Support

Garrison transportation support missions include the routine requirements for local moves of cargo and personnel. Transportation assets may include CULT, TMP vehicles, or DISCOM or CSG assets. Detailed procedures for submitting, processing and supporting these requirements are spelled out in the 25 ID(L) deployment handbook and Annex M to 25th Infantry Division (Light) Garrison SOP.

Requests for CULT and tactical vehicle transport support beyond the requesting unit’s organic capabilities are submitted to the DISCOM MCO. The DISCOM MCO processes all external transportation requests for on-island (Oahu) requirements. The DTO processes external transportation requests for off-island requirements, protocol requirements, special requirements in support of Allies, and any requests that require contracted transportation. Based on the nature of the request and the availability of organic assets, the MCO can commit the DISCOM MSB to support the requirement. If the request exceeds the DISCOM capability the MCO forwards the requirement to the DTO or the Director of Transportation, United States Army Schofield (USASCH), as appropriate. In the case of tactical vehicle transport, the MCO may coordinate directly with the 45th CSG to obtain support. The DTO is not normally involved in these day to day taskings, unless the move is high priority or exceeds available transportation resources.

Exercises

Deployment for exercises within the 25 ID(L) is unique in that all off-island training events involve the deployment of forces by either sealift or airlift. Exercises range from deployments in support of JCS level exercises to movement of units to the big island of Hawaii for up to brigade (-) task force size training exercises. Depending on the size of the force to be deployed and the exercise location, extensive planning may be required to move by these modes. Considerations include planning time required, force preparation, and support requirements (e.g., DACG and PSA support, vehicle reduction, load planning, HAZMAT documentation) to meet the various airlift and sealift transportation requirements. For deployments to the Pohakuloa Training Area (PTA) located on the big island, LSVs are often used to move forces and equipment.

For division level exercises the DTO staff is normally split between the division rear and the division main. The DISCOM MCO also normally co-locates with the DTO in the division rear. During Warfighter Exercises and CPXs, the DISCOM MCO and DTO form a Highway Traffic Headquarters (HTH) in the division rear CP to manage all movements forward of the Division rear boundary. Key DTO exercise functions include:

· For JCS level exercises, coordination with exercise sponsor or action agent for strategic lift allocation, unit reception and redeployment of forces.

The 25 ID(L) routinely rotates brigades for participation in JRTC and NTC. The Deployment to Training Centers discussion in Chapter 2 of this Guide provides transportation coordination requirements for units participating in JRTC and NTC rotations. FORSCOM Reg 350-50-2, Training at the JRTC, and FORSCOM Reg 350-50-1, Training at the NTC, describe the specifics of JRTC and NTC training including deployment and redeployment guidance and prepositioned equipment available at both training sites.

Strategic airlift (including SAAM and commercial charter) and sealift for forces deploying to JRTC and NTC are coordinated by the DTO. The G3 Air coordinates JA/ATT airlift. The DTO coordinates the rail movement and commercial truck movement of equipment from CONUS PODs to training sites and from training sites to CONUS POEs. The DTO normally provides personnel from the DTO staff at the CONUS PODs and POEs to ensure the smooth transition of modes. These personnel also locate at the exercise site to facilitate force reception and redeployment.

Introduction. In the 25 ID(L), transportation and deployment SOPs address mode operations for peacetime and contingencies. The 25 ID(L) Deployment Handbook, Garrison SOP, Tactical SOP and Division RSOP provide detailed guidance for mode operations and should be referred to by the DTO. This section provides a general overview of 25 ID(L) mode operations. Movement to APOEs and SPOEs is addressed in the Deployment Operations section which follows this discussion.

Within Hawaii convoy clearance is required for any movement of 25 or more vehicles in a serial over public roads. A special hauling permit (DD Form 1266, Request for Special Hauling Permit) is required for any vehicle exceeding 24,000 pounds per axle, all tracked vehicles and any vehicle or load exceeding 9 feet wide, 60 feet long and 13 feet high. Convoys and vehicles requiring special hauling permits are prohibited on local highways from 0600-0800 hours and 1600-1800 hours Monday through Saturday. Sunday movements are by special request and approved only on an exception basis. Administrative convoys on public roads must maintain a gap of 100 meters between vehicles to allow civilian traffic to pass. Clearances for tactical convoys at the Pohakuloa Training Area (PTA) are processed IAW the 25 ID(L) Tactical SOP.

Requesting units prepare DD Form 1265, Request for Convoy Clearance and DD Form 1266 (if required) and forward the request to the DTO 10 workdays prior to the move. The DTO coordinates the convoy movement schedule with local authorities (Department of State Transportation) and with the STARCs for CONUS movement. Special hauling permits are forwarded to the Director of Transportation for approval. After processing the convoy request, the DTO assigns a convoy permit number. More detailed procedures for convoy operations are found in the 25 ID(L) Garrison SOP and Tactical SOP.

Rail is not available as a transportation mode within Hawaii. The 25 ID(L) does, however, use rail in support of contingency operations and exercises, and maintains the requisite skills for rail operations. An example is the Division’s use of rail mode to support JRTC deployments and redeployments. Brigade Task Forces participating in the exercise often move their equipment by sealift to CONUS SPODs such as Beaumont, TX. From the SPOD the equipment is loaded on railcars for onward movement to Fort Polk, LA. The JRTC exercising unit is then responsible for unloading the train, and loading the equipment back on the train at exercise completion.

The DTO coordinates requirements for rail moves with the destination ITO, who in turn coordinates with SDDC. The 25 ID(L) Deployment Handbook provides detailed rail planning and loading procedures.

This discussion focuses on 25 ID(L) use of SAAM, JA/ATT and commercial aircraft to deploy forces and equipment for exercises and contingency operations. The 25 ID(L) also uses C-12, C-20 and rotary ring aircraft. These aircraft are primarily used for special needs such as inter-island travel, transport of hazardous cargo, or transport of small numbers of soldiers to and from the PTA. Detailed airlift request procedures and responsibilities for all of these types of aircraft and airlift missions are provided in the 25 ID(L) Deployment Handbook.

SAAM and JA/ATT. Deploying units using SAAM request the airlift through the DTO NLT 60 days prior to the mission. Due to their cost, SAAMs are normally only used when other means are not feasible or do not meet mission requirements. The DTO validates the requirement, coordinates the SAAM mission with AMC, and issues a SAAM number. The DTO also coordinates SAAM funding provided by the division to AMC. JA/ATT missions are coordinated through the G3 Air and are commonly used for inter-island deployments supporting exercises.

Commercial charter aircraft are regularly used to move large groups of soldiers to an APOD. Requests for charter aircraft are submitted to the DTO 90 days prior to the mission. The ITO/UMO validates the request and sends it to USTRANSCOM. USTRANSCOM forwards the request to AMC for aircraft chartering and scheduling. Charter aircraft normally deploy from Hickam AFB. Based on the airlift schedule, the deploying unit coordinates its movements with the DTO and the A/DACG. Flights destined for CONUS require a US Agriculture inspection which must be coordinated by the DTO.

All baggage and passengers must be weighed prior to being moved to Hickam AFB. Troop commander’s coordinate with the DTO for obtaining access to scales for weighing all buses and baggage trucks prior to arrival at the APOE. The deploying unit coordinates bus transportation for passenger movement to the APOE with the DISCOM MCO. The DTO coordinates contract bus transportation from APOD to designated destinations, and for redeployment movement to APOE.

For less than planeload movement of passengers the 25 ID(L) routinely uses commercial airline tickets. The DTO coordinates for group and exercise airline tickets for moves exceeding 10 passengers. Moves of less than 10 passengers are usually coordinated by the user using DD Form 1610 travel orders. The DTO may, however, be involved in these small moves depending on special circumstances such as foreign carriers or urgency of the movement requirement.

Commercial tickets are usually for trans-oceanic flights and inter-island flights supporting exercises. For trans-oceanic flights the DTO will publish a tentative deployment/redeployment airflow schedule that includes the number of seats blocked on each flight. Based on the schedule and seats available, the deploying unit prepares the passenger manifest and its excess baggage requirements. The passenger manifest is forwarded to the DTO who then begins coordination with the US Army Garrison-Hawaii (USAG-HI) Transportation Division for procurement of commercial airline seats. The deploying unit is responsible for preparing a DD Form 1610. The DTO then coordinates with the USAG-HI Transportation Division for procurement of by-name commercial tickets based on the manifest. The DTO in turn provides the tickets to the deploying unit. The deploying unit coordinates movement of deploying personnel and baggage through the DISCOM MCO.

The DTO is responsible for planning and initial coordination of cargo/troop movements through the ports in Hawaii and overseas. The 25 ID(L) routinely deploys/redeploys through Pearl Harbor and Kawaihae Harbor located on the big island of Hawaii. For most off-island deployments, the DTO office publishes detailed surface movement orders and a PSA memorandum of instruction (MOI) for G3 signature and tasking. The MOI outlines specific PSA operations commensurate with the exercise. Other DTO responsibilities during sealift operations include:

· Coordinating with Terminal Department, Fleet Industrial Supply Center for facilities and other support.

· Arranging for and coordinating movement and inspection of all containers to the port.

A designated PSA is responsible for coordinating the staging, loading and discharge of all Division cargo and supercargoes at the ports. The PSA is formed from a combination of personnel and equipment resources from the deploying unit, the designated MCC, and the 45th Support Group (when utilized). PSA personnel are primarily used to drive vehicles on/off RORO vessels and to stage equipment. Commercial, Army or Navy stevedores are used to lash/unlash equipment on vessels and to load/unload equipment on break bulk ships.

The Director, Terminals Department, Fleet and Industrial Supply Center, Pearl Harbor (FISC-PH) has operational control over all port support activities assisting with the loading/discharging of cargo at Pearl Harbor and the Big Island. The Commander of the SDDC terminal has operational control over all other port support activities assisting with the loading/discharging of cargo at SDDC ports.

All vehicles and equipment designated for deployment by sealift are inspected prior to arrival at the SPOE. The 25 ID(L) RSOP describes Alert Holding Area (AHA) procedures for equipment processing. A PSA MCC coordinates all movements to and from the SPOE. The deploying task force MCC schedules and publishes a movement order for convoys of less than 25 vehicles from the AHA to the designated port operations area. Helicopters self deploy to SPOE. The 25 ID(L) Deployment Handbook provides detailed guidance for preparation of vehicles for shipment.

The 25 ID(L) uses a three-phase approach to ensure equipment is properly documented for deployment/redeployment. Phase I occurs when the unit creates a UDL for equipment/cargo being shipped. Phase II is accomplished in the AHA when actual vehicle weight and height dimensions are input into TC-AIMS II to print the MSLs. Two MSLs are placed on each vehicle. Phase III involves the transfer of data from the MSL to the Worldwide Port System (WPS) to generate cargo shipment manifests.

Kawaihae Harbor is used for vessel operations in support of 25 ID(L) exercises conducted at Pohakuloa Training Area. Units request their shipping requirements through the DTO. The primary means of equipment transportation to PTA is LSVs. Commercial barges and JA/ATT missions are also used. The 45th CSG(F) has two vessels assigned. Units coordinate directly with the 5th Heavy Boat Company for upload and discharge operations. Load up is typically conducted at Waipio Point or an alternate site designated by the Fleet and Industrial Supply Center, Pearl Harbor.

When LSVs cannot meet mission requirements, the DTO and G3 coordinate for the use of commercial barges. The G3 must authorize funds for contracting the vessels. Once funds are authorized, the DTO coordinates with the FISC-PH and MSC to contract for the barge and to coordinate civilian stevedores. Commercial barge load up is conducted at designated piers at Pearl Harbor under the supervision of the FISC-PH.

Use of the Kawaihae Harbor docks is coordinated with the PTA Operations, as the USMC also frequently uses the harbor. For LSV discharge operations deploying units lash/unlash and stage equipment for movement to PTA. For commercial barge discharge MSC coordinates for civilian stevedores to lash/unlash equipment from barges. For convoy operations to and from the port, units coordinate movements with the PTA DOD police. Units requiring buses and trucks at the PTA submit requirements to the DTO.

DEPLOYMENT OPERATIONS

Deployment Concept

The 25 ID(L) mission is to prepare for worldwide deployment and conduct military operations as directed. This includes the requirement to be capable of deploying in response to worldwide contingency missions spanning the full range of military operations from disaster relief/humanitarian assistance to mid/high intensity combat operations. The 25 ID(L) has no forced entry capability and must plan on deploying into a secured area such as an Intermediate Staging Base secured by allied or other U.S. contingency forces.

The division’s organization for deployment is based on DRBs, DRFs, Deployment Modules, Augmentation Forces and Rear Detachments. While brigade combat teams comprising the DRB and battalion task forces (DRF) are organized for the purpose of conducting military operations, modules are designated solely for the purpose of conducting deployment operations. 25 ID(L) and United States Army Hawaii (USARHAW) units are divided into a total of 39 Deployment Modules to include units of the 1st Brigade, 25ID(L) at Fort Lewis, WA.

The Deployment Outload Operations Systems consist of several outload nodes, an outload flow concept for soldiers, vehicles and pallets, and an outload C2 system. The outload headquarters is normally provided by the USAG-HI. The USAG-HI is responsible for controlling the flow of passengers, vehicles, and pallets through the outload nodes. Elements of the USAG-HI routinely provide DACG support, ammunition transportation Naval Magazines operations and liaison with the Navy during PSA operations. An Outload Support Battalion (OSB) may be designated to assist with outload operations at teach of the outload nodes. This unit is under OPCON of the outload headquarters.

Movement to APOEs and SPOEs

The 25 ID(L) plans for use of Hickam AFB as the APOE and Ford Island as the SPOE in support of deployment operations. Units begin preparing for deployments in unit areas and unit marshaling areas (UMA). Within the UMA units marshal their vehicles and prepare to move to the alert holding area, normally located at Wheeler Gulch. Outsized equipment is weighed at the Lyman scales enroute to the AHA. At the AHA vehicles and pallets are weighed, marked, and inspected in preparation for air or sea movement. The Outload Headquarters then directs movement of chalks to the APOE, and movement of march units to the SPOE.

All deploying soldiers process through a designated POM site. The Multi-technology Automated Reader Card (MARC) is the USARHAW standard for deployability status tracking. Each soldier’s MARC card is reviewed to determine status of deployability requirements. If deficiencies are noted, they are corrected at the appropriate POM station. From the POM site personnel not involved in driving/commanding vehicles will move to the personnel holding area (PHA) IAW the movement schedule/flow. At the PHA personnel are manifested by chalk (using MARC cards) and then moved as required by bus to the APOE.

For air deployments, vehicles and passengers depart from Hickam AFB. For sea deployments, only passengers deploy from the APOE. Outload operations at the airfield are controlled by the DACG. Vehicles and pallets undergo a JI between deploying unit and DACG representatives, and the US Air Force. The deploying unit prepares final load plans based on the results of the JI. Vehicles and pallets are loaded on the aircraft as directed by USAF representatives. When passengers arrive from the PHA they are joined by vehicle commanders/drivers for final manifesting prior to loading the aircraft.

For sea deployments the SPOE is normally Ford Island. The PSA is run by the DOL with support from the OSB. The Outload Headquarters marshals units in the AHA IAW the ship load plan and dispatches march units from the AHA to the SPOE as directed by the Port Control Support Team. At the SPOE load teams from the OSB drive vehicles onto the ship and tie them down under the direction of the ship’s loadmaster.

The 25 ID(L) maintains control and visibility over units moving to POEs through the use of the Automated Movement Flow Tracking (AMFT) system. AMFT is an ALPS application which allows units to be tracked “fort to port” as they move through the various arrival and departure deployment nodes (AHA, PHA, PSA, D/AACG). For example, as a chalk moves through the various nodes enroute to the POE arrival/departure information is input into the AMFT. If arrival/departure times do not meet the published air flow schedule color-coded status indicators flash on the terminal. The system also allows the input of remarks from the various nodes to identify problems or required actions. AMFT captures and provides detailed chalk information such as individual equipment items and their associated TCNs, and a by name listing of soldiers within a chalk. The AMFT provides a means for having one common movement flow/schedule that is visible to the deployment units, support units and the deployment headquarters. It provides a means for determining the status of the deployment flow and identifying problems for immediate correction.

MOVEMENT ORGANIZATION

Mode Operator

Air Movement

Airlift Request Coordination

USEUCOM CONTINGENCY OPERATIONS DTO OBSERVATIONS

SECTION II. UNITED STATES FORCES KOREA (USFK) AND EIGHTH UNITED STATES ARMY (EUSA)

MOVEMENT ORGANIZATION

Movement Restrictions

EXERCISES

WARTIME MOVEMENTS PROGRAM (WMP)

MOVEMENT ORGANIZATION

Garrison and Installation Support

Exercises

DEPLOYMENT OPERATIONS

Deployment Concept

Movement to APOEs and SPOEs

USEUCOM CONTINGENCY OPERATIONS
DTO OBSERVATIONS