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CHAPTER 1MOVEMENT CONTROL

This chapter discusses key elements of movement control, includingmovement programming and highway regulation. See Appendix A fortransportation movement control unit TOE data.

ELEMENTS OF MOVEMENT CONTROL

Movement control is the planning, routing, schedul-ing, coordinating, and in-transit visibility of person-nel, units, equipment, and supplies moving overthe lines of communication. Movement control re-quires the commitment of allocated transportationresources in keeping with command priorities. Staffplanners and movement managers have primaryresponsibility for movement control. They, alongwith mode and terminal operators at each level,perform movement control functions.

Movement Controlin the Communications Zone

In a theater army, the TMCA, subordinate transpor-tation battalions (MC), and their MC detachmentsperform movement control functions. The TMCAserves as executive agent and primary staff elementto the theater commander for planning and control-ling theater transportation operations. It providesmovement management services and highwayregulation and coordinates personnel and materialmovements into, within, and out of the COMMZ orlodgment area. TMCA responsibilities include–

• Coordinating with HN and allied MCAs andtransportation component commands.

• Providing technical assistance to corps MCbattalion.

• Ensuring proper use of available HN and mili-tary transportation assets.

Chapter 3, FM 55-10, details TMCA missionsand functions.

Movement Controlin the Corps

The transportation battalion (MC) is the corps move-ment control organization. It provides centralizedmovement control and highway regulation formoving personnel and materiel into, within, and outof the corps area of operations. Responsibilities ofthe MC battalion include–

• Ensuring effective and efficient use of trans-portation resources.

• Commanding and supervising subordinateMC detachments.

• Planning, programming, coordinating, manag-ing, and analyzing transportation and movementrequirements.

• Implementing corps priorities.• Maintaining liaison with higher-level MC

organizations.FM 55-10 discusses the role of transportationmovement management within the corps.

Movement Controlin the Division

The DTO and the DISCOM MCO manage the divisiontransportation system. The DTO advises the com-mander on transportation matters and highway

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regulation. A division support MC detachment fromcorps augments the DTO. The MCO programs move-ments and performs transportation support functionsfor the division. See FM 55-10 for more information.

MOVEMENT PROGRAMMING

The movement program is key to planning bothknown and anticipated transportation requirementsfor reception, onward movement, and sustainment.A complete, well-prepared movement programallocates available transportation resources to sup-port requirements based on the commander’spriorities. It establishes which requirements canbe resourced given available logistic assets,units, and infrastructure. In doing so, it effectivelyuses these assets and identifies competing require-ments and shortages. The seven steps in developinga movement program are–

• Assessing the distribution pattern.• Determining requirements.• Determining transportation capabilities.• Balancing requirements against capabilities.• Determining shortfalls and critical points and

recommending solutions for handling the shortfalls.• Coordinating the plan.• Publishing and distributing the plan.

Assessing the Distribution Pattern

Understanding the distribution pattern is essentialto developing a transportation network. Also,intelligence and engineering data about thearea of operations are needed to determine net-work capabilities.

The distribution pattern is a complete logistic picturethat constantly evolves as the theater/areadevelops. It shows locations of supply, maintenance,and transportation. The distribution pattern’s devel-opment is guided by the commander’s concept ofthe operation; the number, type, and location ofin-place and incoming units; and the time-phasedarrival of units in the theater/area. The distributionpattern outlines throughput and interzonal transpor-tation requirements that directly affect the coordi-nation and preparation of movement programs.

The capability of shippers and receivers toreceive, handle, and load various transportationmodes also affects the movement program. Thiscapability is determined by availability of MHE,CHE, ramps, labor, and storage capacity. Informa-tion on current capability is necessary for theefficient scheduling of transportation and toprevent congestion.

Determining Requirements

Accurate requirements are key to developing aneffective movement plan. Requirement forecastsmust be submitted far enough in advance for thetransportation and supply systems to adjust theirresources to carry out the plan.

Requirements are forecast using specific planningperiods. The number and speed of experiencedor anticipated changes influence the length ofthese periods. A 14-day planning period allows afirm forecast of requirements for the current7-day period and a tentative forecast for thesucceeding 7-day period. This method provides abasis for operations during the current period andfor planning during the succeeding period. Whenusing a 14-day planning period, a new planningcycle is initiated every 7 days. An ADP systemthat integrates movement and supply informationimproves the accuracy of both forecasts and move-ment programming.

Class of supply, estimated weight and cube,RDD, and planned origin and destination areimportant in determining materiel movement re-quirements. The list is grouped by RDD, priority,origin, and destination and identifies specialhandling requirements. These include refrigeratedcargo, hazardous cargo, and controlled or sensitivecargo. Personnel movement estimates are groupedby category, such as troops, civilians, patients, orprisoners of war.

Determining Transportation Capabilities

The characteristics and capabilities of mode and ter-minal operators determine transportation capabilities.

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critical points, determine alternative plans orcontrol measures that could reduce or eliminate riskof congestion.

Selecting a Transport Mode

Certain criteria should be considered when selectinga mode of transport. Follow these guidelines toachieve the best results:

• Provide service according to command and trans-portation priority. Evaluate other factors, such asshipment characteristics, security requirements, andpolitical considerations.

• Minimize or eliminate cargo rehandling, avoidcrosshauls, and plan for backhauls.

• Allocate all available transport equipment nec-essary to fulfill known requirements.

• Use the most efficient mode for the completemovement or as far forward as possible.

Coordinating the Movement Plan

To integrate planning and synchronize execution, themovement plan should be coordinated with movementplanners at each command level both during and afterdevelopment. So that all players understand theirroles and responsibilities, the plan should also becoordinated with operations, supply, military police,engineers, and Air Force staffs.

Publishing and Distributing the Plan

Movement control organizations distribute the com-pleted movement plan to each command level forcomment and concurrence. During this phase, theplan facilitates planning. It also shows evolvingdistribution patterns and projected logistic activity. Itdoes not authorize shipments to take place. The move-ment plan becomes a directive only when approvedby the DCSLOG or G4.

HIGHWAY REGULATION PLANNING

The objectives of highway regulation planningare sustained movements in keeping with thecommander’s priorities and the most effective andefficient use of road networks. Planning is done

Other information that contributes to the totaltransportation capability includes:

• Availability of equipment to support common-user movement requirements, such as engineer,combined forces, and supply company assets.

• Total number of HN transportation assets andtypes allocated to support common-user movementrequirements. (Include rail, inland waterways, andcoastal shipping if available and feasible.)

• Number and type of third country and US-contracted assets.

• Reception, material handling, and in-transitstorage capabilities.

Intratheater/theater US Air Force airlift and air-drop may be planned for if the JTB or JMC allotsassets for CSS air movement operations to thetheater army. The theater army commander allocatesapportioned airlift based on command priorities.

When developing transport capabilities, use planningfactors or experience based on the type ofequipment, availability of MHE and CHE, weather,and terrain. Use planning factors from this manualwhen information from mode operators is unavailable.

Balancing RequirementsAgainst Capabilities

Balancing requirements against capabilities helpsto determine whether available mode assets willsupport movement requirements. Planners mustconsider all requirements including direct ship-ments, multiple stops, retrograde shipments, andintermodal shipments.

If there is a transportation shortfall, movement plan-ning should focus on command priorities and thetransportation priority of the shipment. The remaindershould be adjusted and coordinated with the shipper,receiver, materiel managers, and logistic staffs.

Determining Critical Points

Critical points are facilities, terminals, ports, rail-heads, and cargo transfer points that, if congested,limit the efficiency and effectiveness of the entiretransportation network. After identifying the

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in a logical sequence and results in publicationof the highway regulation plan and the trafficcirculation plan.

Assembling Information

The first step in planning is to assemble criticalinformation. Sources of information include opera-tions plans and orders, engineering and intelligenceplans or estimates, traffic density information, andterminal and facility data.

Operation plans, orders, and estimates. Opera-tion plans, orders, and estimates contain essentialinformation that must be read and understood.Movement planners must understand the conceptof operation to effectively support the commander’sintent while executing highway regulation. Theseplans also contain information such as geographicboundaries, task organization, priorities, and loca-tion of major supply activities. See Appendix B forsample plans and orders formats.

Engineering and intelligence plans or estimates.Engineer route reconnaissance or classificationoverlays provide detailed information on road net-work characteristics (such as, road surface, width,restrictive features, and bridge classifications). Thisinformation is needed to determine critical pointsand route capacity (see FM 5-170).

The route classification formula contains routecharacteristics. Although current information isneeded, a thorough route reconnaissance may notalways be feasible. Aerial photographs, local authori-ties, intelligence reports, and MP hasty routereconnaissance are other sources that can supple-ment data obtained from maps or intelligence studies.

Traffic density information. Traffic density infor-mation is the anticipated volume of traffic on routesegments during specific periods. It comes fromplanned requirements contained in the movementprogram, the OPLAN or OPORD, or FRAGOs.Planners must extract specified and implied re-quirements for unit movements, sustainmentmovements, and retrograde movements. These docu-ments may also require moving civilian refugees,

unit displacement, or shared use by allied or HNforces. Each type of movement must be prioritized,planned, and synchronized.

Terminal and facility data. Terminal and facilitydata include the location of supply points, trailertransfer points, terminal transfer points, staging andassembly areas, aerial ports and seaports, airfieldsand drop zones, and refueling points. All facilities areconsidered in terms of their total clearance andreception capabilities. Factors considered includelocation; access from MSRs; and capability toreceive, load, unload, and stage.

Identifying Road Networks

Once data has been assembled and studied, roadnetworks are identified. Road networks must be ableto support the volume of traffic necessary to meetplanned and anticipated movement requirements.Primary and alternate MSRs must be recommended.The forward movement of maneuver forces shouldbe anticipated and MSRs extended well beyond thecurrent area of operation. ASRs are used whenthe primary MSRs are disabled; thus, ASRs shouldbe planned for in the same way as MSRs. At thispoint, planners must get the approval of the G4 andG3. The G4 has staff supervision for movementplanning. The G3 is responsible for terrain manage-ment and must approve the selection of MSRsbefore movement planners can conduct detailedhighway regulation planning.

Developing the Plans

Once the G3 approves the MSRs and ASRs, thehighway regulation and traffic circulation plansare developed. The highway regulation plan is awritten plan that describes the MSR network andestablishes control measures to promote effectiveregulation. The traffic circulation plan is a mapoverlay or graphic representation of the MSR net-work. Both plans are published as an appendix orannex to the OPLAN or OPORD and are used bythe PM to develop the traffic control plan. Thefollowing steps are basic to developing highwayregulation and traffic circulation plans.

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Name each MSR according to command directives.Avoid using colors to name MSRs because MSRstatus, along with other logistics status, is usuallyreported as green, amber, red, or black. Avoid usingnumbers to name MSRs because they may conflictwith existing route numbers.

Determine critical points. Plans do not list everycritical point—only the most important ones that mayaffect traffic flow. Critical points include:

• Roadway structures or features that limit roadwidth, overhead clearance, or vehicle load class. Forexample, washouts, overpasses, bridges, and degradedroad surface conditions.

• Crossroads at grade level.• Bridges, overpasses, underpasses, ferries,

fords, constrictions, and sharp turns under a 30-meter(l00-foot) radius.

Establish CPs on each MSR to segment the MSR.Segmenting the MSR facilitates highway regulationand traffic control planning and execution. CPs shouldbe established at predetermined points along the route,such as:

• Major crossroads.• Locations where road conditions change.• Major supply or service areas, geographic bound-

aries, assembly areas, and other critical points.

Units use CPs when requesting movement clearance,identifying the unit SP, RP, and en route CPs. CPs arealso used when describing the MSR in the highwayregulation plan (such as, “MSR Walnut is a super-vised route between CP 3 and CP 6 between 0600hours and 1200 hours”). CPs enable quick dissemina-tion of information during execution, such as a pointwhere traffic will be rerouted. Sufficient CPs shouldbe identified, but no more than operating and controlunits have the capability to manage. Excessive CPswill impede execution of the plan.

Establish control measures for each route.Planners should base control measures on engineerroute classifications, planned and anticipatedtraffic volume, METT-T, and critical points. Theymust also consider the capabilities of movementcontrol and traffic control units to enforce the

measures. Control measures change frequently, andmovement planners must ensure that thesechanges are incorporated into FRAGOs or otherwisequickly disseminated.

Open route. This is the least restrictive controlmeasure. Any unit may use the route without a move-ment credit. Minimum control is exercised.

Supervised route. The movement controlheadquarters specifies the size of convoys or charac-teristics of vehicles that require a movement credit touse the route. Limited control is exercised.

Dispatch route. A movement credit is required touse this route regardless of the number or type ofvehicles. A dispatch route is designated when trafficvolume is expected to exceed capacity or the route iscritical to operations and priority of use must bestrictly enforced. Full control is exercised.

Reserved route. The route is reserved for theexclusive use of a particular unit(s) or type of traffic.No other units or traffic may use the route. Reservedroutes should be identified for large unit move-ments. Examples include the following:

• When a maneuver unit must pass anotherforward.

• When reserve formations are committed.• When units are withdrawn for reconstitution.

Prohibited route. The route is closed and no unit/traffic may use the route. A route may be prohibiteddue to washouts, destroyed bridges, maintenance, orconstruction work. It may be prohibited for only shortperiods, such as the time necessary to do repairs.

Create a traffic circulation plan. This overlay (Fig-ure 1-1, page 1-6) shows all MSRs, checkpoints, andHRPs. It also includes route names; direction oftravel; location of boundaries; principal supply activi-ties; any restrictive route features, critical points, andrest and refuel areas; and traffic control points (ifprovided by the PM before publication of the plan).

Determine reporting requirements for units us-ing the MSR. (If reporting is necessary to effec-tively execute the plan, and if communicationsare available.)

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Figure 1-1. Sample traffic circulation plan

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Develop the highway regulation plan and includeit in the OPLAN or OPORD. The written plandescribes information contained on the overlay. It alsospecifies the control measures that apply to eachMSR or to critical segments of MSRs. If determinedin advance, control measures should be coordinatedto phases of the operation. These should be coordi-nated with the G3 – especially the requirements forreserved routes to support large unit movements.

Staff and coordinate the plan. Recommend pointsthat require traffic control, as well as locations andpriorities for engineer repair and upgrade efforts.

Once all procedures are implemented, plannersmust assess the availability of communicationsequipment to support highway regulation. Communi-cations is always a constraint. However, carefulplanning will ensure that its use is weighted to routesidentified as requiring the most control. Control isgoverned by the planned and anticipated trafficvolume and the relative importance of preventingcongestion on these routes.

FUNDAMENTALS AND METHODSOF SCHEDULING

Scheduling is the process of coordinating timesfor road movements. It involves receiving move-ment bids (requests), deconflicting the requests,and issuing credits (clearances). Scheduling isnecessary to–

• Apply command priorities.• Apply the fundamentals of routing to minimize

delays, conflicts, and congestion.• Conduct detailed planning for large unit or high-

priority movements.• Reserve time for route maintenance.• Reroute or hold movements based on changes in

priority or the tactical situation.

Scheduling Guidelines

It is important to follow certain guidelines whenscheduling movements. For example, movementson routes requiring a movement credit must bescheduled. Also, movements that cross movement

control boundaries must be scheduled, coordinated,and inbound-cleared. These functions are accom-plished by the movement control organizationresponsible for the area where the movement origi-nates to the movement control organization wherethe movement terminates. Other important guidelinesare as follows:

• Large unit movements should be scheduled.• Movements in one direction on routes that

require a movement credit are treated as a singlemovement regardless of the distance or time in-volved. Each movement retains the same movementcredit to destination.

• Schedules and changes to schedules due toimmediate movement requirements are given tothe MRTs to execute highway regulation and tothe PM to provide traffic control.

Types of Schedules

The method of scheduling road movements is basedon the control measures specified for the route. Thefour types of schedules (ranging from the least tothe most restrictive) are infiltration, route, location,and column.

Infiltration. An infiltration schedule is a rate ofdispatch assigned to units for specific routes andtime blocks. The desired result is an average trafficflow that is within the capacity of the route. Byassigning rates of dispatch to different units thatneed to use the same route, average traffic flow canbe held within desired limits. An infiltration sched-ule may be used for open or supervised routes.

Route. The route schedule is a flexible schedulingmethod. It apportions blocks of time on MSRs tounits, types of movements, phases of the operation, orfor route maintenance. A route schedule may beused for supervised, dispatched, or reserved routes.

Location. A location schedule is more restrictivethan an infiltration or route schedule. It assignsarrive and clear times to different units that needto use the same entry point onto MSRs. The locationis normally a checkpoint. For example, at a particu-lar checkpoint, Unit A may be scheduled to arrive

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at 1000 hours and to clear at 1015, Unit B toarrive at 1020 and to clear at 1030, and so on. Alocation schedule may be used for supervised or dis-patch routes.

Column. The column schedule is the most restric-tive scheduling method. It specifies arrive and cleartimes at CPs along an entire route. It is based eitheron the requester’s movement bid or movement tableor on movement tables issued by the movementcontrol organization. A column schedule can bethe most effective method of highway regulation. Itprovides in-transit times to reach CPs and helpsthe pacesetter to maintain the prescribed rate ofmarch. It may be used for supervised, dispatch, orreserved routes. It should be used when congestionis anticipated.

As a rule of thumb – the longer the time and distanceinvolved, the more restrictive the method of schedul-ing should be.

MEASURING MOVEMENTS

Movements are measured by calculating how long ittakes to move a given distance. The three methods ofmeasurement are speed, pace, and rate of march. Theyare defined as follows:

• Speed is the actual rate at which a vehicle ismoving at a given time as shown on the speedometer.It is expressed as KPH or MPH.

• Pace is the regulated speed of a convoy or anelement as set by a lead vehicle, the pacesetter. Itis constantly adjusted to suit road, terrain, andweather conditions. Pace is also expressed as KPHor MPH.

• Rate of march is the average number ofkilometers traveled in a specific time period. It in-cludes short periodic halts and short delays, butdoes not include long halts, such as those for eatingmeals or for overnight stops. It is expressed inKMIH or MIH. Rate of march is used in move-ment calculations.

TIME-DISTANCE FACTORS

Time and distance factors (Figure 1-2, page 1-9)are used to perform a wide range of calculations

for planning highway movements. They can be usedto develop movement tables and to conduct expe-dient planning and calculating to deconflictmovement requests.

Distance Factors

Distance factors are expressed in kilometers ormeters. The following terms are used to describedistance factors:

• Length of any column or element of a column –length of roadway which the column occupies. It ismeasured from the front bumper of the lead vehicle tothe rear bumper of the trail vehicle and includes allgaps inside the column.

• Road space – length of a column, plus anyspace (safety factor), added to the length to preventconflict with preceding or succeeding traffic.

• Gap – space between vehicles, march units,serials, and columns. Gap is measured from thetrail vehicle of one element to the lead vehicle ofthe following element. The gap between vehiclesis normally expressed in meters. The gap be-tween march elements is normally expressed inkilometers.

• Lead – linear spacing between the headsof elements in a convoy or between heads ofsuccessive vehicles, march units, serials, or columns.

• Road distance – distance from point to pointon a route, normally expressed in kilometers.

• Road clearance distance – distance that thehead of a column must travel for the entire columnto clear the RP or any point along the route. Roadclearance distance equals the column’s length orroad space plus road distance.

Time Factors

Time is expressed in hours or minutes. The followingterms are used to describe time factors:

• Pass time (or time length) – time required fora column or its elements to pass a given point ona route.

• Time space – time required for a column orits elements to pass any given point on a route plusany additional time (safety factor) added to thepass time.

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• Time gap – time measured between vehicles,march units, serials, or columns as they pass a givenpoint. It is measured from the trail vehicle of oneelement to the lead vehicle of the following element.

• Time lead – time measured between individualvehicles or elements of a column, measured fromhead to head, as they pass a given point.

• Time distance – time required to move fromone point to another at a given rate of march. It is

the time required for the head of a column or anysingle vehicle of a column to move from one pointto another at a given rate of march.

• Road clearance time – total time required fora column or one of its elements to travel theroad distance and clear a point along the route orthe RP. Road clearance time equals the column’spass time or time space plus time distance.

VEHICLE FACTORS

LENGTH VEHICLE DISTANCE LEAD

VEHICLE GAP

PASS TIME TIME GAP TIME LEAD

ROAD CLEARANCE DISTANCE

COLUMN LENGTH RP ROAD DISTANCE SP

PASS TIME TIME DISTANCE

ROAD CLEARANCE TIME

COLUMN/ELEMENT FACTORS

ROAD SPACE

COLUMN LENGTH

COLUMN GAP LEAD FACTOR

LENGTH

PASS TIME TIME GAP TIME LEAD

SAFETYFACTOR

PASS TIME

TIME SPACE

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SAFETY

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DISTANCE, RATE,AND TIME CALCULATIONS

Distance, rate, and time factors are used to makescheduling calculations for columns of any size.When two of the three factors are known, the thirdcan be found by using one of the equations shown inFigure 1-3. These factors are determined usingthe following formulas:

• Distance equals rate multiplied by time. If therate of march is 40 KMIH and time is 4 hours, thedistance is 160 kilometers.

40 x 4 = 160• Rate equals distance divided by time. If a convoy

travels for 5 hours to complete a 190 kilometer trip, itsrate of march is 38 KMIH.

190 ÷ 5 = 38• Time equals distance divided by rate. If the

distance is 210 kilometers and the rate of march is42 KMIH, the time is 5 hours.

210 ÷ 42 = 5

ARRIVE AND CLEARTIME CALCULATIONS

Arrive and clear times are not the same as timefactors. The time factors measure a quantity of timeor distance. Arrive and clear times represent actualtime as displayed on a clock. The arrive time is thetime the first vehicle in the column will arrive at anSP, CP, or RP. It is derived from the time distance.The clear time is the time the last vehicle in thecolumn will clear that SP, CP, or RP.

Calculating Arrive Times

The arrive time at the SP is the same as the SPtime. Calculate arrive times as follows:

• To calculate the arrive time at the first CP,take the distance from the SP to the first CP,divide by the planned rate of march, and multiply by60 (minutes). Add this amount of time to the arrivetime at the SP to determine the arrive time at thefirst CP.

Example: Distance from SP to first CP: 10 kmMarch rate: 50 KMIH

Solution: 10 ÷ 50 = .20 hrs x 60 = 12 minIf the arrive time at the SP was 0800, then thearrive time at the first CP would be 0812.

• To calculate the arrive time at the second CP,take the distance from the first CP to the second CP,divide by the rate of march, and multiply by 60. Addthis amount of time to the arrive time at the first CP todetermine the arrive time at the second CP.

Example: Distance from first to second CP: 15 kmMarch rate: 50 KMIH

Solution: 15 ÷ 50 = .30 hrs x 60 = 18 minIf the arrive time at the first CP was 0812, then thearrive time at the second CP would be 0830. Continuethis method to calculate the arrive time at succeedingCPs through the RP.

Calculating Clear Times

To calculate the clear times at each CP, plannermust determine the pass time. Calculating pass timerequires four calculations: density, time gaps, road

D

TR

Figure 1-3. Finding an unknown factor ofdistance, rate, or time

DR

Divide a triangle as shown. To find an unknownfactor, cover it. The uncovered portion of the trianglegives you the formula for finding the unknown.

For example

• If distance (D) is unknown, cover it and RT(rate x time) remains.

• If rate (R) is unknown, covering R leaves D .T

• Do the same for time (T), and you findremaining.

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space, and pass time. These four calculations aredetermined using the following formulas:

• Density =1,000 (m)

vehicle gap + avg length of vehicle

NOTE: Vehicle gap is expressed in meters, repre-senting the gap between vehicles. Average lengthof vehicle is expressed in meters, representingthe average length of the most common vehicle inthe column.

Example: If the vehicle gap is 100 meters and theaverage vehicle length is 18 meters, then–

Density =1,000

=1,000

=8.5 vehicles per km100 + 18 118

• Time gaps = [(number of march units - 1)x march unit time gap]+ [(number of serials - 1)x (serial time gap - march unit time

gap)].

Example: If a column has two serials with twomarch units each and the gap between marchunits is 5 minutes and the gap between serials is10 minutes, then–

Time gaps =[(4 - 1) x 5] + [(2 - 1) x 5] = [3 x 5] +[1 x 5] = 15 + 5 = 20 minutes

Road space =

number of vehicles +

time gaps x ratedensity 60 (minutes)

Example: number of vehicles = 87

Density = 8.5 per kmRate = 50 KMIHTime gaps = 20

Road space =87

+20x 50

=10.2+16.7 =26.9 km8.5 60

• Pass Time =road space x 60

rate

Example: Continuation from above.

Pass time =26.9 x 60

=1,614

= 32.2 or 33 min

50 50

NOTE: Always round pass time up regardless ofthe decimal value.

In this example, the clear time at the SP is 33 minutesafter the first vehicle crosses the SP. If the arrivaltime at the SP is 0800, the clear time at the SP will be0833. If the arrival time at the first CP is 0812, theclear time at the first CP will be 0845. Use this samemethod to calculate the arrive and clear times atsucceeding CPs to the RP. This movement can bedepicted as follows:

CP Arrive Time Clear Time1 0800 08332 0812 08453 0830 0903

The pass time will stay the same throughout the routeas long as the march rate and density do not change. Ifthe march rate or density changes, then recalculatethe pass time to determine the new clear time.

REST HALTS

The march rate compensates for short halts, but doesnot include scheduled rest halts. Plan scheduled resthalts during the movement planning process. Resthalts are scheduled either at a CP or between CPs.

When planning rest halts, allow time to get vehiclesoff the road and staged, time to rest, and time toget vehicles back on the road. If you need 10minutes for a rest halt, then schedule 15 minutes forthe halt to ensure time to get vehicles on and offthe road.

If a rest halt is scheduled at a CP, the arrive timeat the CP does not change. What changes is the cleartime at that CP and the arrive and clear times atsucceeding CPs. Adjust the clear time by the sched-uled halt time. If a rest halt is scheduled betweenCPs, adjust both the arrive and clear times at thenext CP by the scheduled halt time. Continuing with

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Note the 15-minute delay in clearing CP 2, arrivingat CP 3, and clearing CP 3.

The pass time will stay the same throughoutthe route as long as the march rate and density donot change. If the march rate or density changes,you must recalculate the pass time to determinethe new clear time. Follow these guidelines tosimplify calculations:

• Prepare and use conversion tables for changingUS common distances to metric distances, number ofvehicles to time length, and distance to time.

• Standardize variables to reduce calculationtime. When possible, use standard march rates anddensity.

• Use automated programs such as MOVEPLANor DAMMS-R to calculate arrive and clear times.

the previous example, if you plan a 15-minute resthalt between CP 2 and CP 3, you must adjust thetimes as follows:

CP Arrive Time Clear Time

1 0800 08332 0812 08453 0845 0918

Note the 15-minute delay in arriving and clearingCP 3. If you planned the rest halt at CP 2, youradjustments would be as follows:

CP Arrive Time Clear Time

1 0800 08332 0812 09003 0845 0918