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WAR DEPARTMENT
FM 25-10
BASIC FIELD MANUAL
MOTOR TRANSPORT
UNITED STATES
GOVERNMENT PRINTING OFFICE
WASHINGTON : 1942
WAR DEPARTMENT,
Washington, March 12, 1942.
FM 25-10, Basic Field Manual, Motor Transport, is pub-
lished for the information and guidance of all concerned.
[A. G. 062.11 {5—15—41) .]
By order of the Secretary of War:
G. C. MARSHALL,
Chief of Staff.
Official :
J. A. ULIO,
Major General,
The Adjutant General.
Distribution :
B and H 1, 2, 6, 7 (5) ; R (10) ; Bn (5) ; C 5, 11, 17 (10) ;
IC 2, 4, 6-10 (10).
(For explanation of symbols see FM 21-6.)
u
TABLE OF CONTENTS
Paragraphs Page
Chapter 1. General 1-6 1
Chapter 2. Driver.
Section I. General 7-8 5
II. Preliminary Instruction 9-19 8
III. Maintenance hy driver 20-34 14
IV. Driving Instruction 35-47 23
V. Examination and operator’s per-
mit 48-49 34
Chapter 3. Motor march.
Section I. Genera] 50-54 35
II. Types of march 55-59 41
III. March technique 60-71 53
IV. Orders 72-75 71
Chapter 4. Traffic management.
Section I. General 76—82 75
II. Elements of traffic management. 83-85 77
IH. Reconnaissance 86-96 78
IV. The traffic plan 97-104 85
V. Execution of traffic plan 105-113 89
VI, Traffic aids 114-117 95
VII. Logistical data 118-134 103
Chapter 5. Protective measures.
Section I. General 135-143 125
II. Antiaircraft defense 144-148 128
III. Antimechanized defense 149-153 132
IV. Protection against chemical
agents 154-158 138
V. Handling of explosives and inflam-
mable liquids 159-163 142
VI. Security detachments 164—171 144
Chapter 6. Pioneer work, field expedients, and
difficult operations.
Section I. Pioneer parties 172-174 150
II. Field expedients 175-186 157
III. Difficult operations 187-203 166
Chapter 7. Military automotive maintenance.
.Section I. General 204 179
II. Organization for maintenance 205-209 180
HI, Echelons of maintenance 210-215 193
IV. March maintenance 216-221 207
V. Lubrication 222—227 210
VI. Inspections 228 216
VII. Records and reports 229-230 219
Chapter 8. Loading for movement by rail or
water.
Section I. Movements by rail 231-232 223
II. Movements by water 233-237 224
Appendix I. List of references 226
II. Schedule of instruction — Driver training 227
III. Road test procedure (short form) 235
IV. Written examination for driver 240
TABLE OF CONTENTS
Appendix Page
V. Regulations concerning snipment of ex-
plosives and gasoline by truck 242
VI. Inspection report of vehicles shipped by rail
or water 245
VII. Dally report — Status of motor vehicles
<9:00 AM) 247
Vni. Automotive operations and maintenance
sheet 248
IX. Standard form— Driver's aptitude test 249
Index 255
IV
FM 25-10
1-5
BASIC FIELD MANUAL
MOTOR TRANSPORT
(This manual supersedes FM 25-10, September 18, 1939, including section
II, Training Circular No. 66, War Department, 1941.)
CHAPTER 1
GENERAL
■ 1. Definition. — The term “motor transport” as used in
this manual applies to motor vehicles used for transporting
military personnel, weapons, equipment, and supplies, ex-
cluding essentially combat vehicles such as tanks, scout cars,
and armored cars.
■ 2. Scope.— The general fundamentals set forth in this
manual apply primarily to the operation, inspection, main-
tenance, and management of motor transport and to the
training and duties of the operating, maintenance, and traffic
personnel.
■ 3. References. — The references listed in appendix I should
be consulted in conjunction with the study of this manual.
■ 4. Employment. — a. Uses. — Military motor transport is
used for the movement of troops, materiel, and supplies in all
kinds of operations. All types of movements are included,
from those of small units by organic transport to those of
large forces by the army motor pool.
b. Supplementary transportatioji.— When commercial mo-
tor vehicles are used for emergency troop movements, special
consideration must be given to their nonuniformity in per-
formance, carrying capacity, and maintenance requirements.
■ 5. Motor Transport Pools. — In general, it will be found
that a pooling of effort in the use of motor transport will
give the most efficient and economical results (AR 850-15) .
a. Administrative pool. — In this type of pool, the vehicles
and personnel remain with the organizations to which they
are assigned and operate from the organization motor parks.
I
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BASIC FIELD MANUAL
b. Physical pool. — In some cases, the actual grouping of
vehicles and personnel from various organizations is advis-
able. This is normally confined to motor transport units
and on rare occasions to tactical vehicles.
■ 6. Requirements for Efficient Operation. — a. Assignment
of drivers.-^-A driver and an assistant driver should be as-
signed to each motor vehicle. Except for instruction, in-
spection, or like purposes, the vehicle should not be operated
by other drivers if it can be avoided.
b. Prevention of vehicle abuse. — Vehicle abuse is the chief
cause of mechanical failures, excessive operating and main-
tenance costs, and general unsatisfactory performance of the
motor vehicle and its component parts. The following forms
of vehicle abuse should be prohibited:
(1) Improper use of controls, particularly gear shift,
clutch, brakes, and choke.
(2) Racing engine, especially when cold.
(3) Overspeeding, particularly over rough roads and across
country.
(4) Improper lubrication.
(5) Deferred maintenance, including lack of proper serv-
icing and adjustments.
(6> Lack of systematic maintenance inspection and follow-
up.
(7) Overloading and improper loading.
c. Speed limits. — (1) The caution plate mounted on a motor
vehicle indicates the maximum safe speed for which the
vehicle is designed.
(2) The table which follows indicates normal speed limits
for individual vehicles under favorable conditions. For march
rates see chapter 4.
Vehicle
In towns
Open
high-
way
mph
35
45
50
50
2
MOTOR TRANSPORT
6
(3) Past driving over rough, slippery, or congested roads
will not be permitted.
(4) Applicable speed limits set by State or local regula-
tions will not be exceeded. Should emergency conditions re-
quire otherwise, appropriate arrangements will be made with
local traffic authorities.
(5) Regulated governors, when installed, will be set and
sealed at the maximum speed considered safe and not exceed-
ing that indicated on the caution plate.
(6) Vehicle equipped with a tachometer will be driven
habitually in an appropriate gear and not to exceed its pre-
scribed speed In engine revolutions per minute.
(7) In the conduct of marches, the pace will be set by a
leading vehicle at such a rate that the slowest vehicle in the
column can keep up without exceeding safe and economical
speeds.
18) When passing through towns and villages, a proper
reduction in speed will be directed by the column commander,
who should control the march in such manner as to insure
the safety of spectators and civilian traffic and to prevent
prolonged operation at low speeds in a high gear. All such
movements necessarily require coordination with local traffic
authorities so as to permit the passage of entire serials
through "stop” streets or intersections controlled by signal
lights without the necessity of a stop by each individual
vehicle.
d. Factors affecting operation. — (l) Proper selection, train-
ing, and discipline of operating and maintenance personnel.
(2) Strict supervision and control of operations by com-
missioned and noncommissioned personnel.
(3) Organized maintenance with adequate repair facilities
and the performance of routine maintenance and inspection
functions.
(4) Serviceable mechanical condition of vehicles, includ-
ing safety devices.
(51 Recognition of the capabilities and limitations of all
types of vehicles in operation.
(6) Careful reconnaissance of routes to be traveled.
(7) Recognition of the capabilities and limitations of the
drivers.
3
6
BASIC FIELD MANUAL
(8) Training and experience of the commissioned and non-
commissioned personnel.
(9) Recognition of the capabilities and limitations of the
road net.
(10) Limitations imposed by the tactical plan and enemy
activity.
4
MOTOR TRANSPORT
7-8
CHAPTER 2
DRIVER
Paragraphs
Section I. General 1-8
II. Preliminary instruction 9-19
HI. Maintenance by driver 20-34
IV. Driving instruction 35-^17
V. Examination and operator’s permit 48-49
Section I
GENERAL
■ 7. Training (see TF 11-228). — a. The proper training of
drivers is the responsibility of all unit commanders. To train
drivers who are competent to operate the vehicles of their
organizations either alone or in column, a systematic and
progressive course of instruction must be given. Training
schedules should include a maximum of practical instruction
and a minimum of classroom work.
b. (1) Methods of instruction should follow those pre-
scribed in PM 21-5, which include the following steps or
phases:
(a) Preparation on the part of the instructor.
<b) Explanation.
(c) Demonstration or illustration.
(d) Application or practice to acquire skill in execution.
(e) Examination or test, to determine progress or pro-
ficiency.
(/) Discussion, to point out correct or incorrect methods of
execution.
(2) To attain the maximum progress, it is best to provide
an instructor for each three students, all to function under a
senior instructor. The students alternate in driving; those
not driving observe the instruction of, or the execution by,
the student who is driving. (See app. II.)
■ 8. Selection of Drivers.— a. The individuals selected for
drivers should be of average size or larger, be moderate in
habits, alert, dependable, intelligent, and have good judgment.
In addition, they should possess the following qualifications:
5
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BASIC field manual
(1) An accident-free driving record in case of previous
experience.
(2) Normal vision without glasses (visual acuity correctable
with glasses to not less than 20/30 acceptable) .
(3) Average depth perception,
(4) Normal vision at night,
(5) Normal hearing.
(6) Normal reaction time.
(7) Ability to differentiate between red, green, and amber
lights.
b. Through observation and test, the unit commander
should determine the aptitude of prospective drivers before
any instruction Is given, eliminating at the start, most of the
men who are inherently unsuitable. (See app. IX for ex-
amples of aptitude tests.) In doubtful cases, information
obtained through observation and test should be supplemented
by that obtained from station surgeon, former employers, or
traffic officials. (See TM 31-300.)
Section II
PRELIMINARY INSTRUCTION
■ 9. Responsibility. — The Instructor should explain the
object of the training to be given and the responsibility of the
driver in malting his organization an efficient one. This
responsibility includes —
a. Operation and maintenance of motor vehicles in accord-
ance with instructions.
b. Care, condition, and use of vehicle tools and equipment.
c. Loads and loading.
d. Reports and trip tickets.
■ 10. Organization of Motor Park. — The driver should be
acquainted with the organization of the motor park and with
his duties in connection therewith.
■ 11. Fire Precautions and Fire Fighting. — Motor vehicles,
shops, and parks are constantly exposed to fires. Drivers
must, therefore, be instructed in the use of fire-fighting
equipment and required to comply with pertinent fire-pre-
vention regulations. (See app. V.)
MOTOR TRANSPORT
12-14
■ 12. Accident Prevention. — The formulation and observ-
ance of definite rules will eliminate the majority of accidents
incident to the operation and maintenance of motor vehicles.
These rules should include the following:
a. Place the transmission gear shift and power take-off
levers in neutral, and set the hand brake before hand cranking
an engine or starting it with the starting motor.
b. Make sure the way is clear and no personnel is endan-
gered before a vehicle is moved. If the driver cannot see the
road, he should be directed by a dismounted individual, who
should precede the vehicle at a safe distance. This is par-
ticularly important when a vehicle is backed or is moved
through bivouac areas and across country at night without
lights.
c. If it is necessary for a mechanic to work under the
vehicle while the engine is running, make sure that the vehicle
cannot move accidentally, and that there is no loose clothing
that can catch on moving parts.
d. Block up a vehicle safely before the wheels are removed.
e. In order to prevent accidental shorts, remove or discon-
nect the battery when the engine is being cleaned.
/. To avoid carbon monoxide poisoning, provide ample ven-
tilation for garages, shops, vehicle cabs, and vehicles carrying
personnel.
g. Do not operate motor vehicle engines in a garage or
shop longer than necessary to move the vehicle in or out,
unless the vehicle is standing near wide open doors or the
exhaust gases are removed through a safe outlet pipe.
h. In using trouble lights near engine or under hood, be
sure wire guard is not bent, and that light cannot fall and
be broken.
i. The driver will not smoke while vehicle is in motion.
■ 13. Nomenclature and General Purpose of Major Units
of Motor Vehicle. — Preliminary instruction should cover the
nomenclature and purpose of major assemblies only, in order
that the driver may become familiar with his vehicle without
being confused by detail.
■ 14. Signals (see TP 11-262). — a. Before a driver changes
the direction or slows the speed of his vehicle, he should give
the appropriate arm signal to warn other drivers of the con-
7
14
BASIC FIELD MANUAL
templated change. Arm signals should be clearly made and
should be given in time to afford ample warning.
b. The following arm signals are prescribed for military
use:
(1) Turn right. — Extend the left arm outward at an angle
of 45° above the horizontal.
(2) Turn left. — Extend the left arm outward horizontally.
(3) Slow or stop.— Extend the left arm outward to an angle
of 45° below the horizontal.
(4) Start engine. — Simulate cranking.
(5) Report when ready to move (given by unit com-
mander) . — Extend the arm vertically, fingers extended and
joined.
(6) Ready to start. — Senior in truck stands on running
board, faces leader, and extends the arm toward him, fingers
extended and joined, palm toward the leader.
(7) Stop engines. — Cross arms in front of body at the waist
and then move them sharply to the side. Repeat several
times.
(8) Increase speed. — Carry closed fist to the shoulder and
rapidly thrust it vertically upward several times to the full
extent of the arm.
(9) Decrease speed. — Extend arm horizontally from the
shoulder on to front and move arm up and down vertically
about 24 inches; continue motion as long as a decrease in
speed is desired.
(10) Prepare to mount.— Extend the arm horizontally to
the side, palm up, and wave the arm upward several times.
Mount — same signal with both arms.
(11) Prepare to dismount. — Extend the arm diagonally
upward to the side, palm down, and wave the arm downward
several times. Dismount- — same signal with both arms.
(12) Close up. — -Extend the arm horizontally to the side,
palm to the front, then describe a 2-foot vertical circle. Each
driver repeats.
(13) Open up.— Extend the arm horizontally to the side,
palm to the front, then move the arm down to a vertical posi-
tion and up to the horizontal, describing a 90° arc. Each
driver repeats.
(14) Pass and keep going. — Extend the left arm horizontally
and describe small circles toward the front with the hand.
8
MOTOR TRANSPORT
14-15
(15) Immediate danger. — Use three long blasts of whistle,
vehicular horn, siren or klaxon repeated several times, or
three equally spaced shots with rifle or pistol. The person
giving the signal points in the direction of impending danger.
This signal is reserved for warning of air or mechanized attack,
or other immediate and grave danger. At night the alarm
signal will be supplemented by voice warning to indicate
direction of danger.
(16) Drivers to turn around simultaneously . — -Extend the
arm downward, palm to the front. Then move the arm in a
continuous motion'sideward and upward, and sideward and
downward, describing a 180° arc. Each driver repeats.
c. Special signals for ceremonies and drills may be found
in the manuals for the arms and services.
d. In addition to the prescribed arm signals, electrical and
mechanical signals should be used when vehicles are so
equipped.
■ 15. Road Rules and Traffic Regulations for Drivers (see
TP 11-262). — Observance of prescribed road rules and traf-
fic regulations permits the movement of traffic with a maxi-
mum of safety and a minimum of confusion and traffic
direction. The ‘following general rules will be observed by all
drivers:
a. Keep to the right of the road.
b. Give the appropriate warning signal before changing
direction, slowing down, or stopping.
c. Keep on the alert for road signs, column signals, traffic
directions, bad spots in road, and side roads.
d. Give the right-of-way promptly to faster moving
vehicles.
e. Reduce speed on dry, dusty roads,
/. If driving at night with lights, dim your lights when
meeting another vehicle.
g. Use horn only when necessary.
h. If your vehicle is disabled, pull to the right of the road
and signal the succeeding vehicles to pass.
i. At intersection of roads of parallel importance, give
the vehicle on the right the right-of-way.
j. In absence of traffic policeman, signs, or traffic lights,
vehicles on a primary road have right-of-way over those on a
secondary road.
9
15
BASIC FIELD MANUAL
k. Do not pass another vehicle in your column unless that
vehicle is disabled or you are ordered or signaled to do so.
l. Do not pass traffic moving in the same direction as your
own —
(1) When going around a corner or blind curve.
(2) When ascending or descending hills unless you can see
safe passage is assured.
(3) At street intersections or crossroads.
(:!) When the road is not wide enough to allow at least 2
feet between vehicles.
m. When meeting and passing an oncoming vehicle you
will —
(1) Pass on the right giving at least half the road.
(2) Slow down if operating conditions are hazardous.
(3) Permit the vehicle having a clear road ahead to have
the right-of-way.
n. Halt at railroad crossings not guarded by military per-
sonnel or civilian watchmen, and proceed in low gear when
safe.
o. Slow down to a safe stopping speed at all road intersec-
tions not covered by traffic control personnel or traffic control
devices. Drivers will determine by actual test with maximum
load the speed at which a right turn can be made without
crossing center of road and without “screeching of tires,” and
will always conform to this speed when approaching an inter-
section.
p. Do not coast down hills with the clutch disengaged or
the transmission in neutral.
q. Clear the roadway before halting.
r. Do not halt on bridges, in defiles, at points where the
vision of other drivers is restricted, or in such manner as to
block cross traffic or entering side traffic.
s. During the halt—
(1) Stop your engine if the vehicle is to stand longer than
a few minutes.
(2) When dismounted keep to the right of the vehicles, and
off the traveled part of the road.
(3) Perform the prescribed Inspection and maintenance
functions (par. 33).
t. Obey the State and local traffic regulations unless other-
wise ordered.
10
MOTOR TRANSPORT
15-16
U. Under blackout conditions, conform strictly to all re-
strictions on the use of lights.
■ 16. Chains and Traction Devices. — Chains and traction de-
vices should always accompany the vehicle to which they
pertain. They should be kept in serviceable condition and in
proper adjustment to permit installation with a minimum of
delay. Chains and traction devices should be removed when
the necessity for their use no longer exists, in order to prevent
unnecessary damage to roads and wear on tires, chains, and
traction devices.
a. Chains . — Chains are generally necessary in mud, sand,
snow, or slush-ice. Chains should not be used on ice-covered
roads when they cannot bite into the ice. The following gen-
eral rules apply to the application and use of chains:
(1) Chains are applied before the vehicle becomes mired.
(2) Chains are so applied that rotation of the wheel tends
to close the chain fastenings. If improperly installed, rota-
tion of the wheel opens the fastening and the' chain will be
lost.
(3) Fairly loose adjustment gives better traction and less
tire wear than tight adjustment.
(4) On all-wheel-drive vehicles without center differential
or other compensating torque device, chains must be installed
on all wheels to prevent unnecessary strain.
(5) When only single chains are provided for dual-tired
wheels, they should be installed on the outside tires.
b. Traction devices. — (1) Traction devices temporarily con-
vert a truck into a vehicle having many of the cross-country
capabilities of a tractor. Training with them should be con-
ducted frequently under conditions favorable to their use,
such as in sand or mud.
(2) If traction devices which are applied to individual
wheels cannot be tightened sufficiently to prevent slippage of
the wheel inside the device, they should be chained to the
wheel.
(3) When traction devices are applied on a 6-wheel,
6-wheel -drive (6x6) truck, it is preferable, under most con-
ditions, to use an oval-band coupling around the middle and
rear wheels rather than individual devices on each of these
wheels. The truck then becomes a half-track vehicle with
exceptionally low ground pressure.
11
17-18
BASIC FIELD MANUAL
■ 17. Use of Winch.- — The operation, use, and care of the
winch are discussed in Motor Transport Technical Service
Bulletin No. Z-10, Quartermaster Corps. These subjects, and
also the use of the block and tackle with the winch, should be
covered during drivers’ instruction. In addition, practice in
the use of the winch should be worked in during the periods
devoted to cross-country driving.
■ 18. Loads and Loading.— In order that vehicle capacity and
cargo space may be efficiently used, it is necessary that drivers
have a knowledge of loads and loading. The driver ordinarily
should not be required to handle cargo during the loading
and unloading operations, but he should be directly charged
with the following responsibilities:
a. Maximum authorized, load not exceeded unless ordered
by proper authority, — The maximum pay load, road and cross
country, and the maximum tow load are shown on the vehicle
name and caution plate. These loads should not be exceeded
except in case of emergency, and then only when specially
authorized. Lack of knowledge of cargo weight is not an
acceptable excuse for overloading. In order to prevent over-
loading when cargo weight is unknown and scales are not
available, the driver must determine in advance the level of
the rear spring ends under maximum authorized load. Any
load that depresses the springs below that level is an over-
load.
b. Proper location and reasonable distribution within body
(see fig. 1). — Efficient loading insures maximum use of cargo-
carrying capacity and safety in transit. One loose piece of
cargo may release an entire load; and, if the load is unbal-
anced, the vehicle is in danger of overturning, is difficult to
handle, and is a menace to traffic. The following principles
should be observed for correct loading:
(1) Heavy supplies should be placed at the bottom of the
load and properly distributed.
(2) In building up the load, place cargo carefully to avoid
shifting, and distribute the weight equally on both sides of
the body.
(3) Loads should not be built up too high. High loads
cause swaying and danger of overturning and make the
vehicle hard to handle.
12
MOTOR TRANSPORT
18
441574” — 42
■2
13
Figure 1.— Loading of vehicles.
18-20
BASIC FIELD MANUAL
(4) If the truck is not a covered vehicle, a tarpaulin should
be placed over the cargo as a protection against sun, dust,
or rain.
e. Proper securing of load to bod }/. — (1) The safety of loads
on cargo vehicles is dependent upon proper distribution within
the body and the protection offered by the tarpaulin in com-
bination with its rear and front curtains. Cargo lashing is
only required in connection with loads of great length or
height.
(2) Towed loads are attached to their prime movers or
towing vehicles by means of the lunette on the towed load
placed in a pintle on the towing vehicle. The pintle latch
must be closed and secured before the load is moved. Safety
chains, when available, should be used. Care should be taken
in regard to hooking up the electrical connections for lights
and brakes on trailers.
d. Safety of load in transit . — After the load has been placed
in or attached to his vehicle, the driver is responsible for its
safety until the destination is reached.
e. Projecting loads . — The rearmost extension of a load that
extends beyond the tail gate must be marked With a red flag.
f. Explosives and inflammable liquids. — The driver is re-
sponsible for proper handling and transport of explosives and
inflammable liquids. (See app. V.)
■ 19. Map Reading. — Military motor vehicle drivers should
receive sufficient instruction and training in map reading to
enable them to follow routes on marked maps, to choose
routes, and to recognize terrain features represented on topo-
graphic maps. Training should include the use of commercial
highway maps, military topographic maps, military road maps,
airplane photographs, and mosaics.
Section in
MAINTENANCE BY DRIVER
■ 20. General. — a. Proper maintenance is essential to eco-
nomical operation of motor vehicles. This entails the co-
ordination of maintenance functions. Those charged to the
operating organizations embrace preventive maintenance,
minor repairs, and unit replacement possible within the lim-
14
MOTOR TRANSPORT
20-21
Its of the time available, utilizing hand tools and light port-
able equipment provided in Tables of Basic Allowances.
b. In the organization maintenance set-up, the driver and
assistant driver are responsible for preventive-maintenance
functions within the limits of their ability and the equip-
ment available for their use. Driver preventive-maintenance
functions include servicing, lubrication, tightening, cleaning
and washing, care of tools and equipment, care of tires, care
of storage battery, and above all correct driving. In this
connection the technical manual issued with each truck will
be studied carefully.
c. Efficient enforcement of preventive maintenance is the
responsibility of commanding officers of all units operating
motor vehicles. In carrying out this function, definite main-
tenance duties will be assigned the motor vehicle operator
and he will be prohibited, except in an emergency, from
performing any maintenance function not specifically as-
signed. (See AR 850-15.)
d. When operating conditions are particularly arduous, bet-
ter results may occasionally be obtained by relieving drivers
and assistant drivers of all inspection and care-taking func-
tions normally performed after operation and requiring the
maintenance section or other designated personnel to per-
form the duties. This practice should be resorted to only
when absolutely necessary.
■ 21. Servicing. — a. Servicing is defined as the check and
necessary replenishment of gasoline, oil in crankcase, water
or antifreeze in cooling system, and air in tires.
b. Safety precautions concerning the handling of gasoline
must be rigidly enforced.
c. In the replenishment of oil in the crankcase, the follow-
ing rules should be observed:
(1) Take every precaution to prevent dust and other for-
eign matter from entering the crankcase with the oil. Wipe
out the oil measure, the spigot on the oil drum, the funnel,
and the oil filler pipe with a clean cloth before refill oil
touches any of the surfaces.
(2) Pour only the proper amount of oil into the crankcase;
do not overfill.
(3) Use the proper grade of oil for the season.
(4) Wipe off any oil spilled during refilling.
15
21-22
BASIC FIELD MANUAL
d. The water in the radiator should be maintained at the
proper height below the overflow pipe. An overheated engine
should be allowed to cool before any considerable quantity of
water is added to the radiator, or the engine should be allowed
to run and the water added very slowly. In freezing tempera-
tures, if no antifreeze is used, care must be exercised to
prevent freezing. When the cooling system must be drained,
it is necessary in most engines that the cylinder block as well
as the radiator be drained. Clean water, preferably soft,
should be used to fill the cooling system. If conditions make
it necessary to use dirty water, the cooling system should be
drained, flushed, and refilled with clean water at the earliest
opportunity.
e. Tire inflation is discussed in paragraph 26,
■ 22. Lubrication (see TP 25-76 and FS 10-39). — a. A full
discussion of lubrication in general will be found in section V,
chapter 7. This paragraph pertains only to the responsi-
bilities of the driver under the system of decentralized lubri-
cation. In decentralized lubrication, the driver should be
held responsible for the lubrication of all parts that cannot
be damaged by overlubrication, except those requiring special
lubricants. Parts that should be lubricated by the driver
include spring and spring shackle bolts, spring pivot seats,
steering knuckle pivots, steering knuckle tie rod pins, steering
gear connecting rod (drag link) ends, clutch and brake pedal
and brake lever pivots and linkage, accelerator linkage, door
hinges and locks, tail gate hinges, and other slow motion
friction surfaces.
t>. Equipment furnished the driver includes a high pressure
lubricator and an oilcan.
c. Lubrication should be performed in accordance with a
lubrication schedule prepared by organization mechanic or
motor sergeant, and reports should be rendered by drivers
when the lubrication is completed in order that proper rec-
ords may be kept. Grease fittings and oil holes should be
cleaned before lubricant is applied. Careful instruction and
diligent supervision are necessary to assure good lubrication.
Lubrication by the numbers is suggested as an effective method
for teaching lubrication to untrained personnel,
d. Lubrication by drivers involves the use of only two types
of lubricant — oil and chassis lubricant.
16
motor transport
22-24
(1) The 01 ] used for lubrication of linkages, hinges, etc,,
should be of the same grade as that used in the engine crank-
case.
(2) The chassis lubricant used on spring and spring shackle
bolts, steering knuckle pivots, etc., is of semifluid grease
usually having a brilliant color and stringy consistency.
■ 23. Tightening. — a. The distinction between tightening and
adjusting must be definitely understood, otherwise drivers will
undertake operations which they do not have the knowl-
edge, experience, or equipment to perform. In general, ad-
justment involves placing moving parts or assemblies in proper
relative position and securing them in that position. Adjust-
ments, except specified emergency adjustments, are prohibited
to the driver. On the other hand, tightening consists of
drawing up nuts and screws when adjustments are not
involved.
b. When a driver discovers a loose or lost nut, bolt, screw,
stud, or cotter key, he should tighten or replace it unless the
adjustment of a part or assembfy is affected. If adjustment
is involved, report should be made to the chief of section or
other designated individual.
c. A driver should be taught the correct use of the tools
furnished for his use and the proper degree of tightness of
the various nuts, bolts, and screws on his vehicle. If the
drivers are not sufficiently skilled, or if the proper tools are
not furnished for their use, all tightening operations should
be performed by the motor sergeant and mechanics.
■ 24. Cleaning. — a. A motor vehicle should be cleaned after
operation to prevent hardening of dirt accumulations and
to keep dust and other foreign particles from working into
bearing surfaces. The body and exterior parts of the chassis
should be washed, using a hose if available. Water should
not be played on the engine as ignition troubles may result.
Dirt should be wiped from the engine and its subunit assem-
blies. Gasoline will never be used as a cleaning agent; clean-
ing solvent is recommended because of its greater safety.
Gas and oil lines should not be polished, since pressure inci-
dent to polishing is apt to loosen or break the joints. The
use of paint on radiator cores is prohibited, as it retards the
cooling action of air streams passing through the core.
17
24r-26
BASIC FIELD MANUAL
b. Unless the vehicles are very dirty, they should be in-
spected before being washed. This facilitates the detection
of loose parts and assemblies, because broken dust films are
the best evidence of looseness. Scheduled lubrication should
be performed after washing sc that any water or dirt which
has entered bearing surfaces may be forced out by the
pressure of the new lubricant.
c. The decontamination of vehicles after a gas attack is
discussed in FM 21-40.
■ 25. Care of Tools and Equipment. — The driver is responsi-
ble that tools, spare parts, pioneer equipment, chains, traction
devices, towing cables, paulins, fire extinguisher, and other
equipment furnished with his vehicle are in their proper
places, are clean, and are in condition at all times for imme-
diate use. Any equipment which becomes unserviceable
should be repaired or replaced immediately. Shortages or
unserviceable equipment should be reported to the chief of
section, motor sergeant, or ^jther designated individual.
■ 26. Care of Tires (see TM 31-200) . — a . The chief respon-
sibility of the driver in caring for tires is that of proper infla-
tion. Tires should be inflated to recommended pressures and
the pressure checked daily with a reliable gage. Air pressure
cannot be determined satisfactorily by looking at the tire.
b. Wheels, including spares, should be changed periodically
to secure uniform tire wear and to maintain resiliency in the
spare tires.
c. Drivers are also responsible for changing of tires and in
emergencies, the cold patching of tubes. When mounting
tires on a motor vehicle, particular attention should be paid
to sizes. In general, tires should be mounted in pairs. That
is, tires of equal outside diameter should be mounted on the
front wheels and those of equal outside diameter on the rear
wheels of a 4 by 2 vehicle. However, on an all-wheel-drive
vehicle without a center differential or other compensating
device, all tires should have the same outside diameter. In
order to maintain this condition after tires become worn, it
may be necessary to transfer tires from one vehicle to another.
d. When mounting dual tires, the worn tire should be
placed on the inside. Tires differing more than V 2 inch in
18
MOTOR TRANSPORT
26-27
outside diameters should not be mounted on the same wheel
or on the same axle.
e. Drivers should be constantly alert to detect evidence of
excessive or unusual tire wear. The most common causes of
excessive tire wear are —
(1) Improper inflation, including under and over inflation
and '“bleeding” (loss of air from slow leaks and missing valve
caps).
(2) Poor driving, including fast starting and stopping and
improper use of brakes.
(3) Rocks or other foreign material wedged in tire treads
and between dual tires.
(4) Misalinement, due to loose wheel lugs, or incorrect
alinement of front wheels.
(5) Overloading and improper loading.
(6) Improper sizing of tires (different sized tires on the
same axle) .
* 27. Care or Storage Battery (see TF 25-75) . — The motor
vehicle driver should have a general knowledge of the func-
tioning of a storage battery. He should know the ammeter
reading which indicates proper functioning of the generator
and the general procedure to be followed when any abnormal
reading is observed. He should know how to use the storage
battery so as to prolong its period of usefulness. The follow-
ing care by the driver should be routine:
a. Keep battery terminal connections clean and tight. Re-
move and clean corroded connections, using a weak alkaline
solution if available. Dry the connections, apply a thin coat-
ing of vaseline or soft grease, replace and tighten the con-
nections. Corroded terminal connections and battery cables
reduce storage battery efficiency and overload the generator,
and should be replaced.
b. Keep the battery clean and securely clamped in the bat-
tery carrier.
c. Inspect the height of the battery electrolyte each week
during the summer season and every 2 weeks during the win-
ter season. If the electrolyte is below the prescribed level,
report the fact to the chief of section or other designated in-
dividual.
d. Report any unusual performance or battery condition
immediately.
19
28-29
BASIC FIELD MANUAL
■ 28. Duties During Scheduled Maintenance and Technical
Inspections. — a. Before his vehicle is submitted for scheduled
maintenance or technical inspection, the driver should cor-
rect such mechanical defects as are within the limits of his
ability and the tools and equipment provided for his use.
The vehicle should not be cleaned unless it is excessively dirty,
since the dust film aids the mechanics in detecting defects.
b. The driver should report known mechanical defects
which he is not authorized to correct and accompany his
vehicle while it is undergoing scheduled maintenance or tech-
nical inspection in order to further his knowledge of the
mechanical condition of the vehicle and to permit the motor
officer, or his representative, to point out results of improper
operation or vehicle abuse and take proper corrective action.
* 29. Reports. — a. Driver’s reports generally applicable to all
arms and services operating and maintaining motor vehicles
are (AR 850-15) —
(1) Driver’s Report — Accident, Motor Transportation
(Standard Form No. 26).
(2) Driver’s Trip Ticket and Performance Record (W. D.,
Q. M. C. Form No. 237).
b. In case of injury to person or property, the driver of a
motor vehicle will stop the vehicle and render such assistance
as may be needed, complying with State and local regulations
relative to reporting accidents. He will fill out immediately
at the scene of the accident Standard Form No. 26 and deliver
it to his commanding officer immediately upon return to his
station. This must be done in every case regardless of how
trivial the accident may appear to be or whether Government
property or personnel only is injured (AR 850-15). Proper
use of the accident report form protects the careful driver
in that it presents data secured immediately after the occur-
rence of the accident and permits completion of an investi-
gation before facts become distorted.
c. A properly completed driver’s trip ticket furnishes valu-
able data for organization maintenance records as well as a
written report of performance defects and emergency repairs
effected. The report of defects protects the driver and facili-
tates repair by shop maintenance personnel. When driver’s
trip tickets are not used, an oral report should be made by
the driver.
20
MOTOR TRANSPORT
30-31
■ 30. Emergency Roadside Repairs. — a. Emergency roadside
repairs are limited by the ability of the driver and the tools,
supplies, and equipment available for his use.
b. In performing emergency repairs, the driver should not
force any part nor attempt the repair unless he is reasonably
certain that he has diagnosed the trouble correctly. Tam-
pering with mechanisms is prohibited. At the first oppor-
tunity after an emergency repair has been effected, the driver
should report the fact to his chief of section or other desig-
nated individual in order that proper action may be taken.
The following are examples of emergency roadside repairs
which a driver should be permitted to perform after he has
received proper training :
(1) Remove, clean, reset, and install spark plugs,
(2) Adjust fan belt.
(3) Remove, blow out, and install gas lines.
(4) Tighten nuts.
(5) Tape leaks in gas or oil lines and tighten connections.
(6) Drain and clean the sediment bowl of the carburetor or
fuel pump.
(7) Tape electrical lines.
(8) Plug leaks in the cooling system and tighten water-
pump connections.
(9) Loosen tight brakes, subject to inspection by organiza-
tion mechanic at first opportunity.
(10) Change tires and put cold patches on tubes.
■ 31. Driver's Inspection Before Operation. — A motor ve-
hicle is not ready for service until certain items have been
checked. Before moving his vehicle from its overnight park-
ing position, the driver, under proper supervision, makes this
inspection and reports the results to his chief of section or
other designated individual. The driver is held strictly re-
sponsible that all requirements are met. Items are checked
as follows: \
a. Before starting engine.
(1) Surface (ground or floor) under the vehicle for evidence
of leaks.
(2) Radiator for proper amount of water and to see that
air passages are open.
(3) Crankcase for proper amount of lubricating oil. Add
oil if required; spare oil should be carried for use in emer-
gencies.
21
31-32
BASIC FIELD MANUAL
(4) Engine for loose parts or electrical connections.
(5) Gasoline tank for proper amount of gasoline.
(6) Fan belt for proper tension, and for fraying, or
splitting.
(7) Drain valve in air-brake storage tanks closed.
(8) Hand brake set and all transmissions and power take-
offs in neutral.
b. After starting engine and during warm-up period.
(1) Proper functioning of all gages on instrument panel,
including air-pressure gage, as engine comes to operating
temperature.
(2) Horn and all lights for proper functioning.
(3) Action of the windshield wiper.
(4) Fan operation.
(5) Engine for loose parts and unusual noises.
(6) Front axle and steering linkage.
(7) Tools and necessary equipment, including Are ex-
tinguisher. *
(8) Carried load for condition and distribution.
(9) Towed load for condition, attachment to truck, and
brake connections.
(10) Pneumatic tires, including spares, for proper condi-
tion and inflation.
(11) Wheels for tightness.
(12) Springs for condition.
(13) Recheck for water, oil, and gasoline leakage.
(14) Move vehicle and test the clutch, transmission, steer-
ing, and brakes.
■ 32. Driver’s Inspection During Operation. — a. During op-
eration the driver should be alert to detect malfunctioning of
the engine and all operating assemblies, including clutch, the
power transmission system, and brakes. He should be trained
to detect unusual engine sounds or noises and to follow the
proper procedure when they occur. He should glance fre-
quently at the instrument panel gages and know what to do
when abnormal readings are observed. The most common
abnormal readings are —
(1) Ammeter showing discharge when engine is running.
(2) Oil pressure gage showing abnormally high or low read-
ings, or the needle fluctuating.
(3) Temperature gage reading 200° F.
22
MOTOR TRANSPORT
32-35
(4) Gasoline gage failing to show correct amount of gaso-
line.
(5) Air gage reading less than 70 pounds.
b. A motor vehicle will not be operated after trouble has
developed which will prove serious, if operation is continued.
When in doubt, the engine should be stopped and assistance
obtained. Inspection during operation applies to the entire
vehicle and should be emphasized throughout the driving
instruction period.
■ 33. Driver’s Inspection at Halt. — At each scheduled halt
during the march, or at intervals during a day’s work on dis-
patch, the driver should make a careful inspection of his
vehicle to determine its general mechanical condition, report-
ing defects which he cannot correct. A suitable general rou-
tine, the sequence of which may be altered to suit a particular
type of vehicle, is as follows:
a. Allow the engine to run a short time; listen for unusual
noises.
b. Check all items included In the “inspection before opera-
tion” (par. 31).
c. Feel brake bands, wheel hubs, and gear cases for evidence
of overheating.
d. Report promptly the result of the inspection to the chief
Of section or other designated individual.
■ 34. Inspection After Operation. — At the conclusion of the
day’s work, the driver should make an inspection similar to
that made at halts, but more thorough and detailed. If
defects cannot be corrected, they should be reported promptly
to the chief of section or other designated individual. A
suitable routine is as follows:
a. Check all items included in the inspection at the halt
(par. 33).
b. Check body bolts; tighten or replace as required.
c. Drain air tanks to extent necessary to blow off con-
densed moisture.
Section IV
DRIVING INSTRUCTION
B 35. General Rule. — Careful instruction and painstaking
supervision must be the rule during the driving instruction
period to insure that the driver learns the correct performance
23
35-39
BASIC FIELD MANUAL
of his duties and forms the proper habits. A driving course,
properly laid out and organized, will be of great aid to instruc-
tors and will be used when time and facilities permit. (See
app. II.)
■ 36. Motor Vehicle Controls. — The day-to-day condition
and the ultimate service of a motor vehicle, as well as safety
to life and property, depend upon the condition and proper
use of the controls. Consequently, instruction and supervi-
sion. as well as continued practice, are necessary to insure the
correct use of these important devices. The following controls
should be explained and demonstrated:
a. Carburetor choke control (if not automatic).
b. Carburetor throttle control, to include accelerator.
e. Ignition switch.
d. Spark control (if not automatic) •
e. Transmission gearshift lever.
}. Transfer gearshift lever.
g. Clutch pedal.
h. Steering wheel.
i. Brakes, hand and foot.
j. Power take-off and winch controls.
k. Front wheel declutching lever.
■ 37. Aids to Motor Vehicle Control. — Although the devices
given below cannot be classed as controls, they aid in motor
vehicle control and should be explained and demonstrated.
a. Light switches.
b. Horn button.
c. Rear view mirror.
d. Windshield wiper.
e. Speedometer.
f. Blackout devices.
> 38. Instrument Board Gages. — Gages are placed on the
instrument panel in plain view of the driver to give informa-
tion concerning certain assemblies and systems of the motor
vehicle. The instructor should explain the purpose of each
gage, give its normal reading, and tell the driver what to do
when an abnormal reading is observed,
■ 39. Starting and Warming Up Engine. — a. Special atten-
tion should be paid to the proper starting and to the warm-
up period in order that unnecessary engine wear may be pre-
24
MOTOR TRANSPORT
39
vented. In this connection, the Technical Manual (manu-
facturer’s instructions) furnished with the vehlcie will be
followed closely. In general, the following procedure is sat-
isfactory:
(1) Make the prescribed inspection before starting en-
gine (par. 31a), including setting the hand brake and plac-
ing all transmissions and power take-offs in neutral.
(2) Set the choke control (unless automatic) , and the hand
throttle control. Consider the peculiarities of the engine,
engine temperature, fuel, and manufacturer’s instructions.
Care should be taken to avoid excessive use of the choke.
• (3) Disengage the clutch.
(4) Turn on the ignition.
(5) Engage the starter switch contacts. Release the starter
switch contacts as soon as the engine starts.
(a) If the starter device fails to engage the engine fly-
wheel, release the starter switch contacts and allow the
starter armature to come to rest. To avoid damaging the
electric starter assemblies, always make sure that engine
has not been started before depressing starter switch. Try
again. If the device still fails to engage, report to the chief
of section or other designated person.
(b) If the starter device engages the engine flywheel and
locks, release the starter switch contacts, turn off the Ignition,
place the transmission in high gear, release the brake, and
rock the vehicle backward. If the starter device fails to dis-
engage, place the transmission in neutral and report as above.
(c) If the starter device engages the engine flywheel and
the engine fails to start after several attempts, note whether
or not the ammeter needle fluctuates, then report as above.
(6) If the engine is magneto equipped and hand cranking
is necessary, follow the manufacturer’s instructions.
(7) While the engine is running, adjust the setting of the-
dash throttle control to give the desired engine speed. Release
the clutch pedal,
(8) Allow the engine to warm up to the proper operating
temperature, releasing the choke as rapidly as the engine
temperature permits. The choke should be used only as long
as necessary and should never be used excessively. The engine
has reached a safe operating temperature when upon accel-
eration there is no backfiring, and when the oil pressure needle-
remains below the maximum reading on the oil pressure gage:
25
39-40 BASIC FIELD MANUAL
scale with the engine running at its normal operating speed.
In 'case an abnormal reading is noted, an immediate report
should be made.
b. Some engines, when stopped after reaching an operating
temperature, radiate enough heat to cause boiling of the gas-
oline in the carburetor float chamber. This condition, which
is not uncommon during hot weather operation, causes a rich
mixture in the intake manifold. To start the engine, the hand
throttle is fully opened, the carburetor choke is* left in the
normal operating position, and the engine started. The
throttle should be adjusted to the desired engine speed only
after the engine begins to run smoothly. Intermittent de-
pression of the accelerator when the engine is not running
will also produce a rich mixture in the intake manifold; the
procedure outlined above should be followed in starting the
engine.
■ 40. Manipulation of Controls. — a. Drivers should famil-
iarize themselves with the location and manipulation of the
clutch pedal, the transmission gear shift lever, and the brake
lever and brake pedal before actual driving instruction starts.
b. When the candidate first gets into the driver’s seat he
should be required to assume the correct position; that is, sit
erect, without stiffness, squarely behind the steering wheel;
head erect, eyes looking to the front; hands on opposite sides
of the steering wheel, on a horizontal line generally through
the center of the wheel, grasping the steering wheel rim
firmly ‘but without tenseness; both feet flat on the floor
boards except when actually manipulating the accelerator,
the clutch and brake pedals, or the starter switch. The feet
should be placed on the control pedals only when the pedals
are to be operated.
c. After the candidate has familiarized himself with the
location and manipulation : of the controls, the instructor
should start and warm up the engine. He should then
demonstrate the operation of the accelerator; coordinated
movements of the accelerator, clutch tedal, and trans-
mission gear shift lever; gear shifting, to include reverse;
operation ’of the brake controls; manipulation of the steering
wheel; and the use of the engine as a brake. Upon comple-
tion of the demonstration, the candidate should take the
driver’s seat and under careful supervision, practice ma-
26
MOTOR TRANSPORT
40-41
nipulating the controls until he becomes reasonably profi-
cient. In this phase of instruction, the motor vehicle should
ba blocked up securely with wheels off the ground.
* 41. Gear Shifting and Use of Clutch. — a. General . — Pre-
liminary instructions in driving should be conducted on a
large, open field where steering is of secondary importance.
Candidates should be permitted to drive at will with the
transmission in the lower gear ratios until they are reason-
ably familiar with the operation and control of their vehicles,
after which the driving should become progressively more
difficult.
b. Shifting from lower to higher gear. — In shifting from a
lower to a higher gear without < ouble clutching, the following
operations are performed:
(1) Disengage the clutch and at the same time release the
accelerator. The operation of the clutch and the Importance
of completely disengaging it should be understood.
(2) Shift to the next higher gear. The gear shift lever
should be moved smoothly but firmly; it should never be
forced.
(3) Engage the clutch and at the same time accelerate the
engine.
(a) The clutch must be released gradually from the time it
starts to engage until it is fully engaged. Since the clutch
action takes place during a relatively short movement of the
pedal, the driver must know the point at which engagement
starts. He can then increase the engine speed to balance the
engine load. He must also know the injurious effects of
allowing the foot to remain on the clutch pedal (“riding the
clutch”) .
(b) The engine should be accelerated enough to move the
load off smothly, but it should not be raced. During the pre-
liminary instruction period, the accelerator may be blocked
to prevent excessive engine speed.
c. Shifting from higher to lower gear. — After the driver
has become reasonably proficient in shifting from lower to
higher gears, he should receive instruction in shifting from
higher to lower gears, using double clutching. The procedure
is as follows:
(1) Disengage the clutch and shift to neutral; at the same
time decelerate the engine.
27
41-42
BASIC field manual
(2) Engage the clutch and accelerate to an engine speed
slightly in excess of that required in the lower gear to main-
tain the vehicle speed.
(3) Disengage the clutch and shift to the next lower gear;
at the sametime slightly decelerate the engine.
(4) Engage the clutch; at the same time accelerate the en-
gine to effect clutch engagement without shock to the power
transmission system.
(5) Practice double clutching until proficient in shifting
from a higher to a lower gear.
ti. Shifting gears on medium and heavy trucks . — On me-
dium and heavy vehicles it is sometimes difficult to shift
from a low gear to a higher gear without clashing the gear
teeth. The clashing may be avoided by using the double
clutching procedure without accelerating the engine during
the shift.
■ 42. Use of Transmission and Auxiliary Transmission. — a.
A transmission is provided so that the engine may be per-
mitted to run at a speed at which sufficient horsepower is
developed, and at the same time permit the vehicle to travel
at a speed suitable for the road and load conditions. The
addition of auxiliary transmission, usually included as a part
of the power transmission system on 4- and 6-wheel-drive
vehicles, increases the number of gear ratios available and
permits greater flexibility in the transmission of power.
b. The driver should understand what happens when the
gear shift lever is moved and must be practiced in the
manipulation of the controls and the proper use of the trans-
mission and auxiliary transmission. He should be instructed
to shift gears at the proper time so thatd;he engine will never
be permitted to labor unduly when a change from a higher
to a lower gear would lighten the load. If his vehicle is
equipped with a tachometer, he should know the proper en-
gine speeds for efficient operation.
C. The auxiliary transmission normally provided on mili-
tary motor vehicles has two gear ratios: high, which does
not change the gear ratios provided by the main transmis-
sion; and low, which gives a greater gear reduction (higher
reduction ratio) than that provided by the main transmis-
sion. The auxiliary transmission is controlled by a gear
shift lever in the driver’s compartment. The high range is
28
MOTOR TRANSPORT
42-43
used for normal operation and the low range for heavy duty.
The ratios in the auxiliary transmission of most types of
vehicles should not be changed when the vehicle is in motion.
■ 43. Use of Brakes. — a. The brakes should be In such con-
dition that a hard application will cause all wheels to be
locked, but the driver must realize that the maximum retard-
ing effect occurs just before the wheels lock. Intermittent
applications will reduce the wear of brake linings and drums.
Application of the brakes should be gradual and with just
enough force to accomplish the desired result.
b. Judicious use of the braking effect of the engine will
increase the serviceable life of the brake linings and drum*
When the driver anticipates a stop, he should make full use of
the engine braking effect, disengaging the clutch in time to
avoid stalling the engine. When descending hills, a driver
should use the engine as a brake by selecting and engaging
the proper gear ratio, and use the intermittent application
of the brakes to prevent overspeeding the engine. The igni-
tion should not be turned off. The engine speed when de-
scending a hill should be no greater than the speed necessary
to ascend the hill when using the same transmission gear
ratio. On steep hills the gear train necessary to give the
desired results should be engaged before the vehicle is com-
mitted to the hill. Attempting to shift gears after the vehicle
has started down a steep slope may result in a runaway
vehicle. In descent of long, steep hills, the vehicle should
be halted occasionally to avoid too rapid cooling of engine
when used as a brake.
c. At all times a driver should know the performance and
the general condition of his vehicle brakes. When operating
conditions require vehicles to move through water, the brakes
become very inefficient because of moisture on the brake lin-
ings and in the brake drums. If the distance to be traversed
Is short, considerable water may be kept out of the brake
assemblies by a slight application of the brakes while the
vehicle is in the water. After passing through water, the
brakes should be set slightly and the vehicle operated until
sufficient heat has been generated to dry the brakes. Brakes
should be thoroughly' cleaned after extended driving in soft
mud.
d. Vehicle stopping distances are dependent upon the nature
441574 ° — 42 -
43-44
BASIC FIELD MANUAL
and condition of the road surface, the condition of the brakes,
the weight of the load, and the kind and condition of tire
treads. When operating at a speed of 20 miles per hour on a
dry, smooth, level road free from loose material, every motor
vehicle or combination of motor vehicles should be capable,
at all times and under all conditions of loading, of stopping
within the following distances when the foot brake is applied:
(1) Vehicles or combination of vehicles having brakes on
all wheels — 30 feet.
(2) Vehicles or combination of vehicles not having brakes
on all wheels — 45 feet.
e. Drivers should be cautioned against the use of brakes
when a vehicle is skidding, and when it_is being operated on
ice-Covered or wet surfaces. Such surfaces afford little grip-
ping action for tires. A sharp application of the brakes will
lock the wheels, causing the vehicle to skid. The braking
action of the engine should be used to the utmost, declutching
only in time to prevent stalling the engine.
* 44. Turning, Backing, and Parking. — a. After the driver
has acquired facility in starting, simple driving, and stopping
his vehicle, he should be practiced in maneuvering in difficult
places. The ability to turn his vehicle in a confined space, to
back it accurately, and to park it properly under various con-
ditions are essential requirements for the motor vehicle driver.
b. Turns should be made at speeds commensurate with the
load, road, and traffic conditions. The driver should always
give the appropriate arm, electrical, or mechanical signal in
sufficient time to afford ample warning that a change in
direction is to be made. He should keep at least one hand on
the steering wheel when the vehicle is in motion. Turns
should be made with as little confusion to other traffic as pos-
sible. On 2-lane highways, all turns should start and end in
the right lanes. On multiple-lane highways, right turns
should start and end in the extreme right lanes; left turns
should start and end in the lane just, to the right of the center
line. The driver should place his vehicle in the proper lane
some distance before reaching the turn in order to avoid the
possibility of accidents.
c. A driver should never back a vehicle until he is certain
that the way is clear. When the driver’s view is obstructed,
he should act as directed by an assistant on the ground.
MOTOR TRANSPORT
44
(The figure should be symmetrical, with the stakes placed to allow
a side clearance of approximately la inches on the turn. Actual
placement of the stakes should be determined from the perform-
ance of a pilot vehicle, since the total space required for the turn
depends upon the type of vehicle used.)
Figuhe 2. — Reverse turning course.
(The figure should be symmetrical, with the stakes placed to allow
an over-all side clearance of approximately 18 inches at the finish.
The entering lane should be wide enough to permit the movement
if it is executed correctly.)
Figuhe 3. — Backing course.
31
44-45
BASIC FIELD MANUAL
When backing unassisted, the driver should always give warn-
ing of the movement by sounding his horn. Considerable
practice is necessary to back a vehicle safely and accurately.
This is particularly true when the driver is required to back
a towed load,
STOP
(Stakes should be placed so that when parked the vehicle will have
an over-all longitudinal clearance of approximately 10 feet and a
lateral clearance of approximately 3 feet.)
Figure 4. — Parking course.
d. Parking includes turning and forward or backward move-
ment of the vehicle in more or less restricted spaces. Factors
which should be given consideration when parking are space
for maneuver of vehicle, solid standing, interference with
other traffic, and cover if applicable.
e. The use of driving courses outlined by stakes will permit
instruction and practice without interference with other traf-
fic and will make closer supervision possible. The instruction
courses shown in figures 2, 3, and 4 are recommended.
■ 45. Difficult Driving. — a. After the driver has acquired
facility in driving and maneuvering, he should be taken
32
MOTOR TRANSPORT
45-47
through a series of progressively increasing difficulties, such
as ditches, ruts, chuckholes, woods, slippery roads, mud, dif-
ficult curves, and up and down steep slopes until he becomes
reasonably proficient in handling his vehicle under all con-
ditions. This training should include field expedients and
the application and use of chains and traction devices. (See
ch. 6.1
b . The training should start with individual performances
and empty vehicles and should progress to group perform-
ances with loaded vehicles, and with towed loads if used in the
organization.
■ 46. Night Driving. — a. Movements under cover of darkness
are frequently necessary in order to escape observation and
gain security. In forward areas, movements must be made
without lights if casualties are to be minimized and secrecy
preserved. Before such movements are undertaken, drivers
should be given thorough training in marching, with and
without lights.
b. Training in night driving should start with empty ve-
hicles operated over good roads with lights. Careful instruc-
tions should be issued, and the road should be well marked.
After the drivers have become reasonably skilled in driving
with lights, they should be required to traverse the same route
without lights. Provision should be made to prevent flashing
of the stop light. The routes traversed should become pro-
gressively more difficult until drivers are proficient in han-
dling their vehicles under all probable operating conditions.
During this training, special attention should be paid to
march discipline, to the prevention of smoking, and the use of
lights. When a movement with lights is to be continued
without lights, 15 to 20 minutes should be allowed to accustom
drivers’ eyes to the changed conditions.
■ 47. Marching. — a. Successful marching requires well-
trained drivers and teamwork on the part of all elements of
the command. Drivers must therefore be trained in march
organization, march formations, march regulations, camou-
flage and concealment of vehicles, and procedure in case of air
or mechanized attack (chs. 3, 4 and 5). Through instruction
and the enforcement of regulations, a degree of march disci-
pline is attained which enables an organization to pass over
roads with a maximum of speed and safety, and a minimum
33
47-49
BASIC FIELD MANUAL
of interference with other traffic, and to arrive at its destina-
tion in the best possible condition.
b. During training in close-column marching (see par. 57),
special attention should be paid to safe driving distances be-
tween vehicles. These distances, which vary with vehicle
speeds, should be prescribed initially. The controlling ele-
ment in the determination of safe driving distance is the
ability to avoid collision with the vehicle ahead without the
excessive or sudden use of brakes. During the early stages
of training, the following rule, properly modified to meet spe-
cial conditions, gives distances that are considered adequate
for safe marching: The distance in yards between vehicles
should be twice the speedometer reading.
Section V
EXAMINATION AND OPERATOR’S PERMIT
■ 48. Examination (AR 850-15). — Motor vehicle operator’s
permits will be issued only to individuals who have satisfac-
torily passed an examination conducted by a qualified com-
missioned officer. Suitable types of examination are shown in
appendixes III and IV.' The following subjects should be in-
cluded:
a. Mechanical . — Nomenclature and functions of major
units of the motor vehicle.
b. Operation. — (1) Actual driving of the vehicle, involving
use of controls, reversing, and parking under usual conditions
of traffic and terrain.
(2) Traffic regulations, road procedure, safety precautions,
speed limits, vehicle abuse, and reading of road maps.
e. Maintenance . — First echelon (vehicle operator’s) main-
tenance.
■ 49. Operator’s Permit (AR 850-15) . — a. W. D., Q. M. C.
Form No. 228 (U. S. Army Motor Vehicle Operator’s Permit)
will be issued by commanding officers to all operators of mili-
tary motor vehicles, and will indicate the type of vehicle the
holder is qualified to drive.
b. Possession of a motor vehicle operator’s permit should
be a guarantee that the individual is a safe driver. Accord-
ingly the permit will be immediately revoked when an acci-
dent or other cause so warrants.
34
MOTOR TRANSPORT
50 51
CHAPTER 3
MOTOR MARCH
Paragraphs
Section 1. General 50-54
IX. Types of march 55-59
III. March technique 60—71
IV. Orders 72-75
Section I
GENERAL
■ 50. Scope. — T his chapter is concerned principally with the
internal management of the Individual motor column.
■ 51. Definitions. — Arrival time. — The time at which the
head of a column, or specified element thereof, arrives at a
designated point.
Control point. — A definite, easily identified and described loca-
tion along a route of march, at which information and
instructions are given and received in order to facilitate and
regulate supply or traffic.
Clearance time. — The time at which the tail of a column, or
specified element thereof, completes passage by a desig-
nated point.
Column. — One or more march units, or serials, under one
commander using the same route.
Column commander. — The senior officer with the column or
the person designated by him to exercise command.
Control car. — The car which precedes a column, or element
thereof, and sets the rate of march.
Control officer. — An officer, usually the executive or second
in command, who rides at the head of a column, or element
thereof, and regulates the rate of march.
Convoy. — A group of motor vehicles temporarily organized to
operate as a column for the purpose of transporting non-
organic troops or supplies, in contradistinction to organi-
cally motorized tactical units or supply trains.
Distance. — The space from the rear of one vehicle (including
towed load, if any) to the front of the next vehicle in the
column; or the space from the rear element of a march
51
BASIC FIELD MANUAL
unit or serial to the leading element of the following march
unit or serial.
Double staggered column . — A two-lane column of vehicles
moving in same direction so arranged that the vehicles in
one lane are opposite the spaces between vehicles in the
other lane. (See fig. 7.)
Double banking . — The act of overtaking and passing, or park-
ing or moving abreast of, other traffic headed in the same
direction on a roadway.
Entrucking point or detrucking point . — An easily recognizable
location where the head of a motor column, or element
thereof, halts for the loading, or unloading, of troops or
supplies.
Escort . — Troops detailed to prevent interference with a motor
movement by hostile air forces, by mechanized or other
ground forces, or by other traffic.
Guard . — An individual placed at a danger point, such as a
railroad crossing or a turn into or off a main road, to
prevent traffic accidents.
Guide . — An individual who leads or directs a unit or vehicle
over a predetermined route or into a selected locality.
Headway . — The interval of time between individual vehicles,
march units, serials, or columns, measured from head to
head as they pass a given point.
Initial point UP ) . — An easily recognizable point at which a
column, or element thereof, is formed by the successive ar-
rival thereat of its various subdivisions.
Lead . — Linear spacing between the heads of successive ve-
hicles, serials, march units, or columns.
March graph . — A time-space diagram used in planning and
controlling marches and in preparing or checking march
tables or march control tables.
March order . — An order issued by a commander, covering the
details of a march.
March table . — A composite list showing the general-organiza-
tion and time and space schedule for a march movement.
(See par. 130.)
March unit . — One or more motor vehicles under a single
commander for purposes of march control. A company,
troop, battery, or similar organization normally forms the
march unit.
36
MOTOR TRANSPORT
51
Marker. — An individual, distinctive sign, or notice placed at a
critical location to indicate a position, direction, procedure,
or obstacle.
Park. — An area used for the purpose of servicing, maintain-
ing or parking vehicles.
Pioneer work. — Rough, hasty construction or demolition tasks
executed to facilitate the movement of friendly troops or
to impede the movement of hostile troops.
Rate of march. — The average speed of a column over a period
of time including short periodic halts.
Regulating point. — An easily recognizable location where an
incoming motor column, or element thereof, is separated
into groups for movement to assembly or bivouac areas, or
to entrucking or detrucking points.
Release point. — A location at which specified elements of a
column revert to control of their respective commanders.
Road block. — Any obstacle which delays or prevents traffic
movement on the road.
Road space (RS) . — The total length of roadway occupied by
a column or element thereof.
Road time. — The total time a column, or element thereof,
requires to clear a given section of road, (Road time=
time length+time distance between ends of the given sec-
tion of road.)
Serial. — One or more march units, preferably with same
march characteristics placed under one commander for
march purposes.
Shuttling. — A method of moving troops and materiel in re-
peated trips by same motor vehicles.
Speed.- — A rate of travel, usually measured in miles per hour.
Spe.edometer multiplier (sm) . — Any number by which the
speedometer reading in miles per hour is multiplied to de-
termine intervehieular lead in an open column (see par, 58) .
Strip map. — A sketch or map, either schematic or drawn to
scale, delineating a route to be followed; sometimes in the
form of a section or strip, cut or reproduced from a map.
Time distance. — The time required to move from one point
to another at a given rate of speed.
Time-gap. — The interval of time, between successive ve-
hicles, march units, serials, or columns as they move past
a fixed point, measured from tail to head.
37
51-52
BASIC FIELD MANUAL
Time length (TL) . — The time required for a column, or ele-
ment thereof, to pass a given point.
Traffic block. — Any use of a section of roadway by vehicles
or traffic which prevents the passage of other vehicles or
traffic in a specified direction.
Traffic bottleneck. — A section of traveled roadway having a
greater traffic density, or a smaller traffic capacity, -than
that of the roadway or roadways leading thereto.
Traffic capacity. — The maximum traffic flow attainable with
close column marching on a given roadway, using all avail-
able lanes.
Traffic density. — The number of vehicles per unit length of
roadway (e. g., 75 per mile).
Traffic flow. — The number of vehicles that pass a given point
within a given period of time (e. g., 500 vehicles per lane
per hour) .
Trail car. — The car carrying the trail officer.
Trail officer. — An officer, usually the motor maintenance offi-
cer, who rides at the rear of a column, or element thereof.
(See par. 60 for duties of a trail officer.)
Turn-around. — A locality where the direction of march may be
reversed.
Vehicle commander. — Usually the senior officer or man riding
in the vehicle.
■ 52. Command. — a. Organically motorized tactical units . —
Movements of organically motorized tactical units are made
under the direction and supervision of the senior commander
in the column.
b. Organic supply column. — Motorized columns carrying or-
ganic equipment and supplies likewise move under the com-
mand of the senior officer or noncommissioned officer present
in the column, and each individual vehicle is commanded by
the senior officer or man riding therein.
c. Convoys. — Movements of troops or supplies in nonorganic
vehicles are in absence of orders to the contrary, commanded
by the senior line officer present. In this case the motor-
transport officer accompanying the vehicles acts only as tech-
nical adviser to the commanding officer of troops. However,
if the troop or supply movement is being handled by the staff
of a higher headquarters as part of a large move, command
arrangements are as follows:
38
motor transport
52-53
(1) The motor-transport units are organized, staffed, and
a commander of troops and a convoy commander are desig-
nated, by the higher headquarters ordering the move.
(2) The convoy commander designated by such orders is
responsible both for the technical operations of vehicles and
for the movement of the column. Orders to convoy-operating
personnel in this case are given only by the convoy commander
and his assistants.
(3) The commander of troops exercises no control over the
movements of the convoy or of individual vehicles, except in
a tactical situation; then the decision rests solely with him.
The troop commander is in all situations responsible for the
administration and discipline of the troops being transported.
(4) Whenever a tactical situation can be foreseen, the sen-
ior combat troop commander will be placed in command of
the convoy, the motor-transport officer acting as his technical
adviser.
■ 53. Organization. — a. General. — The organization of a
motor column depends primarily on the tactical and traffic
conditions likely to affect its movement. The main column
may be organized into serials and march units to facilitate
column control. The management of the main column is
handled by the column commander, assisted by the column
control officer, the column trail officer, commanders of serials
and march units, and such traffic control personnel as may be
posted along the route. Necessary ambulances and medical
personnel and necessary maintenance vehicles, equipment
and personnel, accompany the column to care for march
casualties. Detached parties, operating apart from the main
column, are detailed to perform special duties in connection
with the march. Such parties may be provided by a higher
headquarters for general assistance to several columns, or
they may be detailed from the march column itself. Often
it will be possible to combine one or more of the groups indi-
cated below. When so combined, they are collectively re-
ferred to as the “advance party.”
b. Reconnaissance party . — A traffic reconnaissance should
always precede a motor movement. Necessary reconnaissance
in rear areas is usually provided by traffic personnel of di-
vision or higher units. However, when movements are to be
made over unknown and unpatrolled routes, the column com-
39
53
BASIC FIELD MANUAL
mander should detail a reconnaissance party from his own
column. It may often be desirable to assign this duty to the
traffic escort or to the pioneer party. (Traffic reconnaissance
is covered in pars. 86 to 96, incl.; see ch. 5 for tactical recon-
naissance.)
c. Pioneer party . — Necessary pioneer work in preparation
of the route is usually accomplished by engineer troops.
Lacking these, this important work must be performed by a
pioneer party detailed from the march column. The require-
ments for pioneer work vary greatly. They are negligible
when moving over good roads, but become extremely heavy
when moving cross country or over demolished routes. In
any case an estimate must be made of personnel, tools, ma-
terials, and the time necessary for elimination and reduction
of obstacles. (Pioneer work is covered In ch. 6.)
d. Traffic escorts . — The duties and employment of a traffic
escort are listed in paragraph 111.
e. Quartering party . — The mission of a quartering, party is
to arrange for local purchase 1 of necessary supplies or services
(such as rations, forage, water, firewood, bridge tolls, gasoline,
oil, medical attendance, etc.) and to locate and lay out bivouac
or assembly areas and unloading and parking facilities prior
to arrival of the column. It also prepares a plan for the
defense of the area. On arrival of the column, the quartering
party assists the traffic escort or other traffic personnel in
guiding units to their exact areas and arranges for the prompt
relief and return of empty vehicles to their proper units.
Suitable personnel for this party may include a supply and
agent finance officer, one or more officers from each battalion
and regimental staff, a representative from each company,
troop, or battery, and other necessary assistants.
/. Clean-up party . — It is the duty of the clean-up party to
inspect bivouac areas and halt sites after they are vacated by
the column and to correct and report any deficiencies ob-
served. In peacetime the officer with this party completes
necessary paper work in connection with leased camp sites
(see AR 35-6080 and 30-1415) and any claims arising from
damage to private or public property (see AR 35-7020,
1 See AR 35-320 (agent finance officer) ; AR 5-240 and 30-2210 (local
purchase of rations): AR 5-240 (gasoline, oil. and motor repair
parts) ; and AR 40-505 (civilian medical attendance).
40
MOTOR transport
53-55
35-7030, 35-7040, 35-7050, 35-7060, 35-7070, 35-7080, 35-7100,
35-7220, and 30-1430). On the road, this group follows the
main part of the column and salvages disabled vehicles which
the column trail officer has ordered abandoned. Vehicles
permanently abandoned by the column trail officer are tagged
(if this has not already been done) to Indicate the unit to
which they belong and to show the reason for their unservice-
ability; and a report is made to the supply service concerned,
stating the location and general condition of such vehicles.
Salvage Is covered in detail in chapter 7. Other road duties
of the clean-up party include the picking up of guides, guards,
and markers missed by the main part of the column, the final
investigation of accidents en route (see par. 70) and the
disposition of dead or wounded abandoned by the column.
■ 54. Security. — Protective measures for motor transport are
covered in chapter 5.
Section H
TYPES OF MARCH
■ 55. Mechanics of Column Movement. — a. General. — When-
ever the tactical situation permits, a march column should
be made up of vehicles with similar march characteristics,
even if this requires the temporary separation of a tactical
unit into two or more independent columns. When the tac-
tical situation demands that a column be composed of vehicles
with different march characteristics, the rate of march of
the column is governed by the performance of the slowest
vehicle. For march control purposes, it is usually desirable
to place the slowest vehicle at the head of the column.
b. Speed variance unthin column . — It is theoretically pos-
sible for an entire motor column to move at a constant speed.
Practically, however, a column of any length will cover simul-
taneously many diverse stretches of road and incidents of
terrain, including hills, sharp curves, dust clouds, and vary-
ing road surfaces. The result is that different parts of the
column, regardless of traffic conditions and vehicle perform-
ance characteristics, move simultaneously at different speeds.
This produces accordlon-like action and on a long hill or bad
stretch of road serious conditions may result. On the near
side of the obstruction, a long and constantly Increasing mass
of vehicles will accumulate and on the far side, the column
will be elongated (fig. 5).
41
Vehicles oeeumulote on near side of hill at the
69
basic field manual
do
Figure 5. — Effect of hill or other traffic bottleneck, on a close column (see par. 55) ,
MOTOR TRANSPORT
55-56
c. Solution to problem, of column movement at varying
speeds. — (1) A long column can be held together under such
conditions only by continuously adjusting the speed of the
control car, and every succeeding vehicle in the column, to
that of the vehicle moving at the slowest speed. Column
compactness, if that is desired, can be attained only by sac-
rificing high rates of march. If compactness is not essential,
the ideal type of column movement is such as to permit each
vehicle to pass over any given stretch of road at the same
speed as the control car. This ideal can be approached by
varying intervehicular distances so as to produce constant
headways throughout the column at all speeds. (See fig. 6.)
When this is done the rate of traffic flow up to a section of
road, which must be traversed at a reduced speed, is made
equivalent to the rate of traffic flow over and away from this
section of road. Intracolumn interference is thereby elimi-
nated, and every vehicle in the column is enabled to move as
rapidly as if there were no other vehicles on the road.
(2) In picking up speed after leaving the traffic bottleneck,
the control car should increase its speed gradually, in order to
mitigate the accordion action. If fixed intervehicular dis-
tances had been maintained by the column shown in figure
6, the entire column would have been forced to slow down as
soon as the first vehicle began to ascend the hill. Tire slow
movement would then have been continued until the last ve-
hicle had completed its ascension of the hill, For a column
20 miles long, the result would have been to reduce the speed
of every vehicle from 30 to 10 miles per hour over a road
distance of 20 miles. With the type of column movement
actually shown in figure 6, on the other hand, the rate of
march of each vehicle is reduced from 30 miles per hour to
10 miles per hour only while ascending the hill, The nearer
the approach to constant headways throughout the column,
the nearer will be the approach to the ideal type of column
movement. Variable intervehicular distances are used in all
of the types of march described in the following paragraphs.
■ 56- Infiltration. — a. Description. — Vehicles are dispatched
Individually or in small groups over a carefully marked route.
Observation from the air should discern what appears to be
only normal or routine traffic. (See par. 122.)
43
Troffie flow Is the some toward, through, ond away from
56
BASIC FIELD MAN DAL
44
Figure 6. — Effect of hill or other traffic bottleneck on column moving with constant inter vehicular
headways (example shows an open column using an sm (speedometer multiplier) of 5).
MOTOR TRANSPORT
56
b. Uses. — When sufficient time and road space are avail-
able, this type of march is used to provide the maximum of
secrecy, deception, and dispersion as a means of passive
protection against enemy observation and attack. It is
therefore well suited to daylight marches in the combat zone.
Because an infiltration column provides a minimum of inter-
ference with other traffic and a higher average rate of march,
it is likewise suitable for nontactical motor movements in
peacetime.
c. Execution. — (1) The route oi march must be carefully
marked, and every driver and front seat passenger should be
given detailed instructions regarding it. A strip map should
be provided for each vehicle. Complete operating instruc-
tions to include running speed, maximum speed, and restric-
tions on passing should be issued. Vehicles should be dis-
patched individually or in small groups of not more than 3
to 5 vehicles, and there should be no massing of vehicles
which might disclose the movement to enemy observers.
(2) Deception may be further provided by intermingling
various types of vehicles and by permitting passing within
the column. In order to provide passive protection from
enemy observation and attack, vehicles should normally be
dispatched so as to produce an average traffic density (so far
as the vehicles in the column are concerned) 'of not to exceed
10 vehicles per mile. (See par. 122.) When more than one
movement is taking place simultaneously over the same route,
it may be necessary to coordinate the rates of dispatch in
order to obtain desired dispersion. Dispatching is normally
effected by company, troop, battery, or similar unit in accord-
ance with the plan of the column commander. Staff control
can be exercised at the IP, but movements up to the IP must
be planned so as to avoid an excessive concentration of
vehicles near this point.
(3) Average headways between vehicles are determined ini-
tially by the rate at which vehicles are dispatched; thereafter,
speeds and headways are regulated by individual drivers in
conformity with operating instructions. These may include
the use of a prescribed speedometer multiplier (open column
marching) when slower speeds occur en route or minimum
leads to avoid presenting remunerative targets from the air,
oi'ders of the vehicle commander, and instructions of traffic
personnel. If it should become necessary for any part of the
441574 “ — 42 -
4
45
56-57
BASIC FIELD MANUAL
column to halt on the road, vehicles should stop and pull off
the road as soon as need for the halt is detected,- and if pos-
sible, maintain distances of not less than 100 yards. Super-
vision of movement is effected by stationing necessary con-
trol personnel along the route of march. In order to prevent
massing of vehicles at or near the march destination, it is
important that adequate guides and markers be posted to
insure that vehicles disperse to their assigned areas with
minimum delay. (See par. 122.)
d. Advantages . — This type of march provides the best pos-
sible passive protection from hostile observation and attack.
Under light traffic conditions, movement of individual vehicles
is not affected materially by other vehicles in the column and
is limited only by road conditions, vehicle mobility, and the
training, experience, and physical condition of drivers. Thus,
the rate of march is the highest practicable. Driver fatigue
and the probability of accidents are reduced to a minimum.
Since traffic density is normally very light, cross traffic can
move without impeding the march. A traffic escort is not
normally required, although intersection control may be de-
sirable. Operating conditions resulting from the employment
of the infiltration type of march approximate those to which
individual drivers are accustomed in civilian traffic.
e. Disadvantages . — Time length of column is greater than
with any other type of march. Thus, in spite of a higher
rate of march, the total road time for a column may be longer.
Because of extended distances between vehicles, internal con-
trol of the column is extremely difficult. Since drivers are not
always able to regulate their movements on the vehicle ahead,
careful marking of the route is necessary to prevent indi-
vidual vehicles from getting lost.
■ 57. Close Column, — a. Description . — In this type of march,
the column is formed as compactly as practicable in order
to reduce its time length to a minimum. (See par. 122.)
b. Uses . — Close column is used when a large volume of
traffic must be moved over short distances in a minimum
period of time. It is also applicable to short, high-speed
movements from cover to cover when a minimum time of
exposure may reduce the chances of discovery and attack.
Normally, however, close column is not justified except when
the column is protected by an aerial escort or is otherwise
46
MOTOR TRANSPORT
57
secure from hostile air attack. Close column may be useful
for night moves ur^er blackout conditions, particularly over
poorly marked routes, when it Is essential that distances be-
tween vehicles be short enough to enable drivers to maintain
contact with and follow the vehicle ahead. This type of
march may sometimes be used for peacetime movements
through cities or other congested areas, providing that a traffic
escort is available, the move has been coordinated with civil-
ian traffic authorities, and the movement is Important enough
to warrant delaying civilian traffic. Because of the excessive
intracolumn interference produced by close column march-
ing, close column should never be used when open column
will provide the desired traffic flow.
c. Execution . — When time and road space permit, suf-
ficient headways (1 to 3 min. added to the time length of
the preceding serial or march unit is normally ample) are
prescribed between serials and march units to localize intra-
column interference, allow reasonably smooth marching, and
provide a faster rate of march. If time or available road
space makes it impracticable to divide the column into serials
and march units, the entire column moves in one compact
group as a single march unit (the so-called “follow me” meth-
od of marching) . Within each march unit, drivers are in-
structed to follow the vehicle ahead as closely as they think
is reasonable and consistent with safe driving practices. For
purposes of safety, a maximum speed (greater than the aver-
age running speed) is prescribed for vehicles regaining lost
distances. Changes in speed should always be accomplished
smoothly and gradually in order to insure safety and uniform-
ity of column movement. At the halt, unless the tactical
situation prohibits congestion, vehicles within each march
unit should close up to a distance of approximately 1 yard
between bumpers. March units and serials, however, do not
close on the units ahead. If a multiple lane road is available
for a movement in a single direction, any number of lanes
may be employed. However, since vehicles in a close column
operate at minimum headways possible, there can be no
weaving or interchange of traffic between lanes. A traffic
escort is necessary when close column marching is used.
d. Advantages . — For any given speed, time length and road
space of column are reduced to the minimum practicable, and
the full traffic capacity of the road can be utilized. Because
47
57-58
BASIC FIELD MANUAL
of the small headways between vehicles, column control and
intracolumn communication are the b^jt obtainable. An
aerial escort or active antiaircraft protection can be utilized
to maximum advantage. Since time length of column is re-
duced to the minimum, short moves may be completed before
enemy air units have time to strike.
e. Disadvantages. — This type of march does not provide
dispersion for passive protection against enemy observation
and attack. The strength and type of organization are read-
ily apparent to hostile observation. In most cases, vehicles
will arrive at terminal areas faster than they can be handled
without producing congestion. Careful scheduling and rigid
control of traffic are required if dangerous jams at intersec-
tions are to be avoided. Intracolumn interference is par-
ticularly troublesome and slows down the rate of march of
the column.
■ 58. Open Column. — a. In this type of column an effort is
made to maintain approximately constant headways between
vehicles at all speeds. Intervehicular leads should vary di-
rectly as the speed of movement. (See par. 122.)
b. Uses. — Open column is particularly applicable to tac-
tical moves which must be made during daylight without
aerial escort and when time is so important that lack of
secrecy and reasonable losses from attack are acceptable.
Sufficient dispersion may usually be prescribed to prevent
simultaneous shelling or bombing of two or more vehicles.
Open column may be used to advantage when moving with
driving lights at night, or with blackout lights on moonlight
nights. It is likewise applicable to nontactical peacetime
marches if drivers must depend on vehicle ahead for route
guidance, or when volume of traffic to be moved precludes
the use of an infiltration march.
, c. Execution. — (1) In order to give drivers a practical means
of maintaining approximately constant time intervals or
headways at all speeds, the lead in yards between vehicles
in the column is indicated as the product of the speedometer
reading by a specified number called the speedometer multi-
plier ( sm ) . Drivers and vehicle commanders are held re-
sponsible for maintaining specified sm. At slower speeds and
with smaller speedometer multipliers, it is impossible to
maintain the small leads necessary to provide constant head-
48
MOTOR TRANSPORT
58
ways; at higher speeds and with larger speedometer multi-
pliers, intervehicular leads become so large that it is difficult
for drivers to estimate them accurately. Whenever the
former situation occurs during a march, drivers operate their
vehicles as they would in a close column (unless dispersion
is sought, in which event vehicles will not approach closer
to other vehicles than a minimum prescribed distance) ;
when the latter occurs, drivers operate their vehicles as they
would in an infiltration column until the preceding vehicle
slows down sufficiently to permit resumption of reasonably
accurate estimates of intervehicular distance. (See par. 122.)
(2) The selection of a specific speedometer multiplier lor
any particular stretch of roadway will ordinarily require a
compromise between two mutually conflicting requirements.
In the first place, it is desirable to increase intervehicular
leads so as to avoid presenting a concentrated target to enemy
attack. It is particularly desirable that vehicles never ap-
proach closer to each other on the road than the maximum
diameter of the effective burst area of a shell or light bomb.
(This diameter will generally not exceed 30 to 50 yards.) In
the second place, it is often necessary to reduce intervehicular
leads in order to facilitate column control, decrease road
time, minimize delay to cross traffic, or increase traffic flow
through traffic bottlenecks.
(3) Since intervehicular lead in open column marching
varies directly as speed, the stretch of road at which the
slowest speed occurs is the one which is critical insofar as
dispersion of vehicles in the column is concerned. (Mo-
mentary halts or reductions in speed may be disregarded.)
Hence, it is necessary to base the selection of a speedometer
multiplier on the slowest speed expected between halts.
Thus,
desired minimum intervehicular lead
Speedometer multiplier=
slowest speed expected between halts
For example, as a result of careful consideration of the
requirements affecting the selection of speedometer multi-
pliers as indicated in (2) above, it is decided that vehicles
should not approach closer than 35 yards. The slowest speed
expected during the next stage of an open column march is
10 miles per hour. Vehicles average 7 yards in length. The
highest speed expected is 30 miles per hour. It' is obvious
49
58 BASIC FIELD MANUAL
that if an intervehicular lead of at least 42 yards is main-
tained at 10 miles per hour, sufficient lead will be provided
at all speeds greater than 10 miles per hour. Hence, the
speedometer multiplier in this case should be 42/10 or 4-j-.
A speedometer multiplier of 5 would be prescribed. At 30
miles per hour intervehicular lead will be 150 yards. (This
example is illustrated in fig. 6.) It is often advisable to pre-
scribe a minimum distance beyond which vehicles will not
close either at the halt or while the column is in motion. The
speedometer multiplier obtained by use of the above formula
must not produce an intervehicular headway greater than
that required to maintain time length of columns within the
prescribed limit.
(4) In order to localize intracolumn interference resulting
from inaccurate maintenance of intervehicular headways, it
is desirable to have serials and march units move a specified
number of minutes behind the head of the column. Vehicles
do not close up at the halt, but stop with approximately the
same spacing between vehicles as was being maintained just
before the halt was executed.
(5) If it becomes necessary or desirable to reduce the time
length of a march unit while it is in motion, the march unit
commander can indicate a smaller speedometer multiplier.
When this is done, the head of the march unit should slow
down or stop until the tail of the unit has been able to close
up sufficiently to observe the smaller speedometer multiplier.
This time should be approximately equal to the desired reduc-
tion in time length. When it becomes necessary or desirable
to increase the time length, this may be accomplished by indi-
cating a larger speedometer multiplier. Before the time
length is increased, the march unit commander should make
certain that there is sufficient time-gap between the rear of
his unit and the head of the following unit to absorb the in-
crease. The march unit control car should then continue
the march at the fastest safe speed, each following vehicle
slowing down until it is following the car ahead by the desired
distance.
(6) When protective dispersion is not necessary (e. g., dur-
ing peacetime marches or under conditions of friendly air
superiority) a doubled staggered formation may be used.
(See fig. 7.)
50
MOTOR TRANSPORT
58
(7) A traffic escort is required for an open column, except
where other traffic an the route of march is light.
d. Advantages . — Open column provides the best possible
compromise between the conflicting requirements of a large
traffic flow (or short time length of column) and a wide dis-
persion of vehicles within the column. Intracolumn interfer-
ence is minimized, and the rate of march is practically as
high as in infiltration marching. Column control is not as
good as with close column, but it is much superior to that ob-
tainable by infiltration. Driver fatigue and probability of
accident is much less pronounced than in close column
TRUCK NO. 2 RETURNS TO LEFT LANE AFTER TOSSING SHORT NARROW STRETCH: TRUCK NO.A
SWINGS OVER TO RIGHT LANE TO TOSS THROUGH NARROW STRETCH
Figure 7. — Double staggered column.
marching. Because time interval between vehicles is greater
than in close column, it is easier to direct units to alternate
routes in an emergency. On dusty roads, open column gives
drivers better vision and better control of their vehicles than
if close column were used.
e. Disadvantages . — Because of the relative regularity of
vehicle spacing, little secrecy is possible in moves of this type
during daylight, and more losses will be suffered during aerial
and mechanized attacks than will be the case with an infiltra-
tion column. Intervehicular headways in an open column are
generally longer than in a close column, and consequently the
full traffic capacity of the road is not utilized- Other traffic
may be delayed, since headways are smaller than in inflltra-
51
58-59
BASIC FIELD MANUAL
tion marching and may not be sufficient to permit such traffic
to pass through the column. Driver fatigue is greater than
when infiltration marching is used, and drivers must be
trained to estimate and maintain the variable leads required.
■ 59. Shuttling. — a. General . — When repeated trips of the
same vehicles are required in order to transport troops or
supplies, a system of movement known as shuttling is em-
ployed. Any of the foregoing types of march, depending on
traffic and tactical conditions, may be used for shuttling.
This system is not well suited for the movement of troops to
an area in which combat is imminent unless the force moved
in the first trip is capable of sustained combat pending ar-
rival of remainder of unit. The dumping of organic cargoes
in order to move foot troops by shuttling must be limited
to those supplies not immediately needed in combat area.
b. Planning .—The formulas given in paragraph 131 may be
used for estimating the time required for shuttling move-
ments. Terminals are selected so as to provide adequate
turn-around facilities. The preparation of entrucking and
detrucking tables (see par. 127) will help eliminate delay and
confusion at terminals; and the march graph (see par. 129)
will assist in scheduling the movement.
c. Execution . — There are two general methods by which
shuttling may be performed. In the first method, troops or
supplies may be transported over the entire distance between
the origin and the final destination. This is the normal
method of shuttling and the only method applicable to the
movement of supplies. It is easy on the troops to be moved,
and it eliminates uncertainty in making contact with troops
once they start out on the road on foot. Total time required
for shuttling by this method is somewhat greater than by
other methods, but in most tactical movements time saved by
having troops march part of the way on foot is negligible and
usually does not justify the complicated planning required.
Sometimes it may be desirable to have troops march part of
the way on foot. In this case, the truck column on its first
trip will stop short of the destination at a previously recon-
noitered turn-around. The troops detruck and march the
remaining distance on foot. Meanwhile, the troops to be
transported on the second trip start off on foot as soon as
the truck column clears the original entrucking point with
52
MOTOR TRANSPORT
59-60
its first load. The tracks which transported the first load of
troops, after turning around, then move back along the line
of march or on parallel routes, pick up the second load of
troops, and transport them to a second detrucking point
nearer to the destination than was the first. The process Is
continued until the last load is picked up and transported to
the final destination. This method of shuttling has the ad-
vantage of reducing the total time required for the movement
and truck mileage with consequent savings in gas and oil.
Its disadvantages are lack of simplicity and greater troop
fatigue. This method of shuttling may be varied by having
the truck column return all the way to the origin to pick up
loads after discharging preceding loads at previously reCon-
noitered turn-arounds short of the destination; or by having
the truck column transport the first load direct from the
origin to the destination and on subsequent trips proceed all
the way to the destination after picking up troops who have
meanwhile proceeded on foot along the route of march.
Section III
MARCH TECHNIQUE
■ 60. Control. — a. March discipline. — March discipline is
indispensable to the control of a march column. The specific
objective of march discipline is to insure intelligent coopera-
tion and effective teamwork on the part of march personnel.
Such cooperation and teamwork can be attained only through
constant and thorough supervision by every officer and non-
commissioned officer, adequate training and considerable
practical experience in actual marching, and meticulous
attention to all of the following details of march technique:
(1) Immediate and effective response to all signals and
orders.
(2) Strict obedience to traffic regulations, rules of the road,
and instructions of traffic personnel.
(3) Effective use of cover, concealment, camouflage, dis-
persion, radio silence, blackout precautions, and other pro-
tective measures against air, ground, mechanized, or chemical
attack.
(4) Prompt relaying of visual signals.
(5) Correct speeds and headways.
(6) Proper care of transport and equipment.
(7) Observance of rules of march hygiene.
53
60
BASIC FIELD MANUAL
b. Intracolumn communication . — As a rule, whatever
method of intracolumn communication is Used, only brief,
simple messages should be transmitted while a column is in
motion. Long or complicated messages are best transmitted
verbally, or in the form of a written order, while the column
is halted. Various methods of intracolumn communication
are discussed below:
(1) Two-way voice radio sets located in the control, trail,
and commander’s cars, supplemented by small receivers in all
other vehicles in the column, provide the best intracolumn
communication possible and permit maximum flexibility in
the control of a motor column.
(2) , In the absence of radio facilities, or when radio silence
must be enforced, less complete control of the march column
can be effected by use of visual and sound signals, and motor-
cycle messengers and staff cars. Standard hand signals for
this purpose are given in paragraph 14. Flag signals are
sometimes used, but they are rather complicated and are
usually undesirable because of camouflage considerations.
Sound signals and pyrotechnics are generally reserved for
warning against sudden danger — as an air, mechanized, or
chemical attack.
(3) When other means of communication cannot be used,
simple messages from the front of the column may be written
on a sign board and posted on the right side of the road tor
displayed by a guide) so as to be visible to oncoming vehicles.
Such messages are then noted by the driver and commander
of each vehicle as they pass the sign board. Provision is
made to pick up these sign boards (or guides) as the rear of
the column passes. Longer messages directed to a specific
vehicle in the column may be written on a message blank,
given to a guide stationed along the route, and transferred
by him to the proper vehicle. For this purpose, Use may be
made of the railroad expedient of fastening the message to a
large wire loop and suspending this loop at the end of a forked
stick held or placed 6 to 8 feet high on the right of the column
where it can easily be caught on the arm of the front seat
passenger while the vehicle continues in motion.
(4) Written or verbal messages may be sent from rear to
front by motorcycle messengers, who drive up alongside the
vehicle concerned and. transmit the message directly to the
driver or front seat passenger. In this connection, a proved
54
MOTOR TRANSPORT
60
expedient is the use of a short stick with a common clothespin
at one end. Communication facilities installed along the
route of march may also be available for use in the control
of a moving column. Aircraft may sometimes be available to
pick up a radio or panel message from one part of a long
column and transmit it by visual signal or radio while flying
directly over another part of the column.
c. Control personnel. — (1) Column, serial, and march unit
commanders. — Column, serial, and march unit commanders,
together with their command echelons, are free to move
wherever necessary to Insure proper control. It is usually
desirable, however, that commanders be near the head of their
respective units in order to make prompt decisions as different
situations arise. It may sometimes be desirable for the col-
umn commander to leave the column and move directly to the
march destination. Whatever his location, however, the
column commander should habitually keep in close touch
with any detached parties sent out to the front, rear, or flanks
of the main part of the column.
(2) Control officers . — Detailed control of the main column
(or element thereof) is usually delegated to the column (serial
or march unit) control officer. This is normally the executive
officer or second in command. The column control officer’s
echelon includes that part of the headquarter’s staff not else-
where employed, and representatives from each serial or
march unit within the column. Control officers are respon-
sible for leading the column (or element thereof) along the
designated route, and for regulating the speed of movement
(see par. 55). Time length of column (or element thereof) is
regulated in accordance with instructions transmitted by the
column (serial or march unit) commander or by traffic per-
sonnel of a superior headquarters. The column control officer
(by radio or other means of intracolumn communication)
should periodically announce the time the head of the column
passes specified check points along the route of march. If the
column is moving in accordance with a march table or a
march graph, the control officer is responsible that the move-
ment schedule indicated therein is strictly adhered to, and
particularly that the tail of the column clears points of pos-
sible conflict with other columns within allowable time limits.
In the event this becomes impossible, both the column com-
mander and traffic control personnel must be notified.
55
60 BASIC FIELD MANUAL
(3) Trail officers. — The column (serial or march unit) trail
officer marches at the rear of the column (or element
thereof) . His job requires considerable skill and good judg-
ment, as well as a thorough knowledge of motor transport
technique. For this reason, an experienced motor officer or
transport officer is usually selected. Trail officers usually
perform the following duties :
(a) Dispatch individual vehicles, march units, or serials
from the column (serial or march unit) IP.
(b) Report location of tall of column (or element thereof)
to their respective control' officers when called on to do so.
(c) Inspect disabled vehicles and decide whether to repair
them on the spot, abandon them (see par. 66) or take them
in tow.
( d ) Note infractions of march discipline, and when neces-
sary take immediate corrective action.
(e) Prevent vehicles or other columns from passing from
the rear whenever this operation presents a traffic hazard.
(/) When column halts, post necessary guards, warning
flags, caution lights, or flares to warn traffic approaching
from the rear.
( g ) The column trail officer picks up and, as soon as prac-
ticable, returns to the head of the column all guides and
markers distributed by preceding elements of the column.
(4) Traffic escort. — The traffic escort, in addition to other
duties (see par. Ill) assists the control officer by eliminating
or minimizing traffic delays and traffic hazards.
(5) Assistant drivers. — Assistant drivers or front seat pas-
sengers should be constantly on the alert for column signals
and warnings, and for signs placed along the road, transmit-
ting them back along the column when appropriate and
warning the driver. This is particularly important at night
or under conditions of poor visibility. The assistant driver
should constantly assure himself that the driver is awake.
At halts, he should assist the driver in inspecting his vehicle.
d. Identification of special vehicles. — To assist in identifi-
cation for control purposes, message center vehicles of com-
panies and similar units should display guidons. Message
centers of battalions, regiments, and similar units may be
indicated by distinctive symbols or panels displayed on the
front, rear, top, and sides of appropriate vehicles. When
56
MOTOR TRANSPORT
60-61
necessary for camouflage or other reasons, guidons may be
cased and symbols or panels may be covered or temporarily
removed. The trail car in a column may have red cloth
attached to the radiator grill and tail gate. The column
control car can be indicated by white cloth. Green cloth may
be used for serial control cars. Serial trail cars may use
yellow cloth. Colored lights of suitable design or special
patterns formed with luminous buttons should supplement
colored cloth in night operations. Vehicles within a column
should be numbered serially to facilitate formation of the
column and identification of individual vehicles. Such num-
bers may be drawn on the sides of vehicle cabs with soft
chalk crayons, or indicated by previously prepared cloth,
paper, or metal signs. Special markings, such as red flags
or painted signs, will be displayed on vehicles transporting
explosives or inflammable liquids. To assist drivers in night
driving during blackouts, the use of patches of white or
luminous paint on the rear of vehicles is indicated.
e. Use of vehicle odometer or mileage indicator . — points
along the route of march can be conveniently referred to in
terms of the mileage from the IP (or other specially desig-
nated point). The odometer reading of each vehicle on
passing this point should, therefore, be noted and recorded
by the driver or front seat passenger. Trip odometers, in
vehicles so equipped, should be set at zero on passing the IP
(or other specially designated point) . .
■ 61. Entrucking and Detrucking. — a. General. — Entruck-
ing and detrucking are often the critical operations in a motor
movement. It is, therefore, essential that detailed plans be
made whenever possible to insure that these operations pro-
ceed in an expeditious and orderly manner.
b. Organic transportation . — Entrucking in and detrucking
from organic transportation should be a part of “Standing
operating procedure” in every motorized and mechanized
organization.
(1) Entrucking is normally completed while trucks are
dispersed in bivouac or assembly areas. Each march unit
and serial commander is responsible for the formation of his
own unit and for scheduling his movements so as to arrive
at and clear serial and column IP’s within prescribed time
limits and without halting to wait on the road. If danger-
57
61
BASIC FIELD MANUAL
ous congestion, delay, and traffic conflicts are to be avoided,
great care must be used in selecting routes to IP’s and in
scheduling arrival and clearance times thereat. The sequence
prescribed for the clearance of march units and serials at the
column IP is based primarily on tactical considerations.
(2) Detrucking ordinarily is effected after the march col-
umn has deployed in unit assembly or bivouac areas. For rea-
sons of security and avoidance of traffic delays, movement of
each vehicle should be continuous and uninterrupted from
time of arrival at the regulating point until the final destina-
tion is reached. This may be facilitated by posting guides
fpar. Ill) or markers (par. 108) at the regulating point and
other appropriate locations within the detrucking area.
(3) Assembly and bivouac areas should be assigned so as
tc facilitate entrucking for the next movement. Each unit
commander, or his representative with the quartering party,
posts guides and markers to indicate the exact location of
assembly areas of subordinate units. As each vehicle arrives
at the entrance to its assembly area, it leaves the route of
march and is directed by guides or markers to its position.
Detrucking takes place only after each vehicle has been
spotted in its designated location. While in assembly or
bivouac areas, all units provide their own local security
against air and ground forces. This must be continuous
from the arrival of the first vehicle until the area is vacated.
After assembly or bivouac areas have been occupied, each
truck moving therein at night must be preceded by a man
on foot in order to avoid running over sleeping personnel. As
an additional precaution, the routes used by vehicles should
be delineated, and troops should sleep at a safe distance
therefrom.
c. Nonorganic transportation. — (1) When nonorganic
transportation is involved, entrucking and detrucking be-
comes a rather complicated operation. Entrucking and de-
trucking tables (see par. 127) are usually prepared for large
or important movements. When entrucking is properly or-
ganized and executed, vehicles move past the IP and take
their proper places in the convoy without halting. The con-
voy trail officer is usually stationed at the IP to see that the
convoy forms in the prescribed order and is dispatched in
accordance with the instructions of the convoy commander
and convoy control officer.
58
MOTOR TRANSPORT
61
(2) Entrucking and detrucking points should be located
on the road so as to be as convenient as possible to the troops
or supplies to be moved. Main roads should be avoided, if
practicable, in order to minimize interference with other
traffic. If a choice exists, entrucking and detrucking points-
should be selected so as to favor loaded vehicles with routes
having shorter time distances and more gentle grades. Ade-
quate loading or unloading facilities should be available, par-
ticularly when supplies are being moved. In a supply con-
voy, trucks may be loaded prior to the start of the march;
in a troop movement, however, personnel are entrucked' just
prior to departure, and when practicable, trucks are headed
in the proper direction before troops are loaded. Troops
should not arrive or be entrucked any sooner than necessary
to allow trucks to move off promptly at the prescribed time.
(3) Entrucking or detrucking groups, including any or-
ganically motorized groups that are to move as part of the
convoy, are numbered serially in the order in which they
are scheduled to pass the IP. For purposes of identification,
the leading vehicle of each group should have prominently
displayed on the lower right hand corner of its windshield
the number of its group. The primary consideration in num-
bering these groups is the order in which the commander
desires them to move in the convoy. It is desirable, however,
to avoid complicating the interior organization of the motor
transport unit by changing the original arrangement of ve-
hicles in the convoy. A reinforced battalion Cor equivalent
unit) is about the largest organization that can be handled
efficiently as an entrucking or detrucking group.
(4) Loading of personnel at entrucking points, including
counting off men into vehicle loads and designating trucks to
carry them, is carried out under the supervision of troop
officers in a covered position off the road. It is desirable that
each unit be given full details beforehand as to location of
its entrucking points and the number and capacity of vehicles
allotted to it. In assigning vehicle loads, tactical necessity
may outweigh consideration of the comfort of troops as well
as the rated weight capacity of vehicles (see FM 101-10 for
personnel capacity of standard trucks) . When loading must
be accomplished under difficult conditions, complete plans
must be made to meet the incoming motor transport convoy
at a regulating point, divide it into entrucking groups, guide
59
61-62
BASIC FIELD MANUAL
these groups to entrucking points, route and schedule their
movements to the initial point, conduct the convoy to a regu-
lating point at the march destination, break up the convoy
into detrucking groups, guide these groups to detrucking
points, and route and schedule the movement of detrucking
groups to the IP at which the convoy forms for its return
trip. These plans must be prepared so as to eliminate traffic
conflicts, conserve the energy of troops being moved, and
facilitate the prompt return of nonorganic transportation.
* 62. Halts. — a. Duration and ■ frequency . — During 'moves
of less than 3 hours’ duration no halt is necessary except dur-
ing blackouts or under adverse driving conditions. Halts for
large columns are usually prescribed in orders from higher
headquarters. Por smaller columns where the choice lies
with the column commander, a halt of 15 minutes at the end
of the first hour should be made. Thereafter, a halt of 10
minutes every 2 hours is advisable. One half hour to 1 hour
is usually allowed for mess and refueling halts. During com-
bat both the duration and frequency of halts may have to
be reduced to shorten road time and decrease the period of
exposure to enemy attack.
b. Selection of halting places . — Halting places are gener-
ally selected in advance by the reconnaissance party. During
active operations, winding roads and wooded stretches make
the best halting places, since they prevent a straight line
target for air attack and provide good concealment. If the
halt is of only brief duration, the column may stop on the
shoulder of the road on which it is traveling. Otherwise,
vehicles should be parked in irregular patterns under cover —
preferably on the right side of the road. A column should
never halt on a traveled lane, on a narrow road, or at any other
location where it will interfere with other traffic, if such
places can possibly be avoided. It is desirable that halting
places provide turn-around facilities so the column may be
quickly reversed if necessary. Crossroads, railroad crossings,
and similar points are avoided as far as possible, both to
prevent interference to cross traffic and to keep the column
clear from points likely to attract artillery fire or air bom-
bardment. No part of the column should stop on steep grades
or bridges. Comfort of personnel and servicing facilities for
vehicles are important considerations in selecting sites for
60
MOTOR TRANSPORT
62
long halts. During peacetime, when a column starts from
a populous area, its first halt should be delayed until the
country is reached so as to permit relief Of personnel. For
the same reason halts should not ordinarily be made in
villages or towns unless there is a special need therefor.
c. Procedure at halt . — Columns should be halted at points
providing adequate sight distance for approaching traffic. In
all cases at least 200 yards of clear view must be maintained
to the rear of the last vehicle of the column. When the
column halts so as to force traffic proceeding in the same direc-
tion to move on the left of the center line of the roadway,
400 yards clear sight distance should be available throughout
the entire length of the parked column. If road conditions
prevent these sight distances, steps must be taken to fore-
warn approaching traffic (see par. 60c; also d below).
(1) If crossroads, railroad crossings, and similar danger
points lie within the halt area of a column, subordinate com-
manders will require vehicles to stop at least 15 yards or more
from the crossing. When halting on the road, vehicles pull
off as far to the right as possible. If shoulders are soft, it
may be necessary to keep left wheels on the firm-traveled
part of the road. When parked at the side of the road, front
wheels of all vehicles are cut toward the center of the road
so as to facilitate a prompt start at the end of the halt;
if parkeu off the road, vehicles should be headed In direction
of probable movement when march is resumed.
(2) It is usually desirable to halt at a specified time, rather
than on a hand signal transmitted from the head of the col-
umn. Otherwise, the tail of a long column may not receive
the order to halt until the head of the column has resumed
movement. Halting distances between vehicles depend on
the tactical situation and road space available. (See pars.
56c, 57c, and 58c.)
d. Duties at halts . — Drivers or assistant drivers make the
inspection required in paragraph 33. Guards, warning flags,
caution lights, or flares should be posted in front and rear
of the column and at any other points where there is a
hazard to passing traffic. Troops remain off the road to
the right of their assigned vehicles and must keep the traveled
portion of the roadway clear at all times. If the column
blocks parts of the road at the halt so that it is necessary to
operate two-way traffic in a single lane, authorized traffic
441574° — 42 5 61
62-63
BASIC FIELD MANUAL
movements should be alternated by using flags transmitted
alternately from one end of the single lane road to the other
by the last vehicle of each passing traffic group, or pilots to
control traffic first in one direction and then in the other
(see par. 109). When traffic approaching the halted column
(or element thereof) from the rear cannot clear the column
prior to its resumption of march, trail officers will require this
traffic to remain behind until it is safe for it to pass.
■ 63. Reversing Direction. — There are three general meth-
ods by which a column may reverse direction:
a. Circling back. — This is the simplest method of reversing
direction. If too long a detour is not involved, a loop road
is used. However, a loop road is not essential when a passable
circuit of sufficient size is available off the road, or when the
road itself is of sufficient width. When traffic must leave the
road to circle back it may sometimes be necessary to cut a
gap in a fence or fill in a wide ditch. This is often preferable,
however, to a long roundabout detour.
b. Consecutive Y -turns. — A Y-turn differs from a turn
made by circling back in that it is necessary to operate the
vehicle in reverse at one stage of a Y-turn. Crossroads, road
forks, or even wide points in the road are generally sufficient
to accommodate a Y-turn. whereas a much larger area is
required for circling back. The back movement of a Y-turn
should be executed to the driver’s left, rather than to his
right, unless poor footing or some other local feature makes
this inadvisable. (See fig. 8.) When a Y-turn is executed
in this manner, vehicles coming out of the turn conflict least
with succeeding vehicles in the column. If the backing move-
ment is executed to the right, on the other hand, it is neces-
sary for vehicles leaving the turn to cross the path of vehicles
entering the turn. Assistant drivers should always dismount
in order to assist their drivers in making a Y-turn. When
trail loads are being carried, Y-turns are very difficult and
require great skill on the part of drivers and assistant drivers.
With trail loads, therefore, it is usually worthwhile to make a
considerable detour in order to execute the turn by circling
back.
Consecutive Y-turns are Y-turns executed successively
from the head of the column, or elements thereof. Vehicles
MOTOR TRANSPORT
63
follow each other round the turn as closely as practicable.
When completing the turn, the leading vehicle moves out in
the new direction in the same manner as from a halt. Other
vehicles follow in turn, taking up their positions in column
in accordance with the type of march specified.
c. Turning simultaneously . — The quickest way to reverse a
column is to have all vehicles turn simultaneously. When
this is done, the head of the column becomes the tail and the
order of march is reversed. Y -turns will usually be used,
although vehicles may circle back simultaneously if there is
sufficient space available. Other traffic should be blocked off
at both ends of the column before the signal for reversing
direction is given. The movement may be executed more
promptly if the order to turn can be transmitted by radio
to every vehicle in the column. When only a few vehicles,
such as commanders’ cars, control cars, trail cars, and similar
vehicles are equipped with radio, the order to turn may be
transmitted by radio to these vehicles, and relayed by hand
signal (see par. 14) or motorcycle messenger to individual
63
63-64
BASIC FIELD MANUAL
vehicles. When no radio communication is possible, the order
to turn is transmitted from the column control car to all
vehicles in the column by means of relayed hand signals, or
by a motorcycle messenger dispatched by the column com-
mander. On receiving the signal to reverse direction, each
driver immediately turns his vehicle around and, as soon as
the vehicle ahead has moved out, resumes running speed in
the new direction.
B 64, Refueling. — a. General . — Halts made for other pur-
poses should be used for refueling (and replenishing oil)
whenever possible. It is important that refueling be accom-
plished before there is any possibility of exhaustion of fuel
by any vehicle in the column. If done too early, however, the
refueling operation will have to be repeated more frequently
than necessary. Refueling is usually accomplished imme-
diately at the end of a run; but during tactical operations
advantage is taken of every opportunity to keep fuel tanks
filled. When a limitation of the supply of fuel available re-
quires that vehicles be partially refueled only, close supervision
of fuel distribution is necessary to take care of individual
differences in fuel requirements of various vehicles.
E>. Fire precautions . — In order to minimize the fire hazard,
engines must be cut off, care must be taken to avoid spilling
fuel, and there must be no smoking on or near vehicles during
the refueling operation. (See sec. V, ch. 5.) When a column
Is subject to enemy attack, refueling is a particularly hazard-
ous operation. It is therefore highly desirable that refueling
during combat be carried out under cover of darkness, or if
In daylight, in wooded areas.
c. Methods . — Fuel may be made available to vehicles in a
column from —
Filling stations.
Tank trucks equipped with pumps.
Filled containers.
Gasoline dispensing units (QM) .
d. Filled containers . — Of the four methods of refueling
a column given in c above, the third is by far the most rapid.
Whenever it is practicable, therefore, gasoline should be sup-
plied in filled containers. Ordinarily these containers should
be issued to each vehicle before the beginning of the march.
The next best procedure is to supply fuel in filled containers
64
MOTOR TRANSPORT
64-65
which can be distributed down the length of the column from
a truck during a halt.
e. Tank trucks equipped with pumps. — Refueling may be
accomplished in four ways when tank trucks are used:
(1) Tank trucks may be spotted at intervals along the
column. In this case, empty containers are filled from the
tank truck and carried by drivers to their respective vehicles.
(2) Tank trucks may be spotted off the road at the heads of
serials or march units. When this is done, the vehicles of
each such serial or march unit move in turn past the tank
trucks and are refueled by pump.
(3) Tank trucks may themselves move along the column
and refuel each truck in turn.
(4) When each vehicle carries spare fuel containers com-
pletely or partially filled, but there is not enough fuel to
complete the march, a considerable saving in refueling time
may be effected by arranging for tank trucks to refuel only
specified vehicles in the column (say every fourth vehicle) .
While this is being done the spare fuel in the containers of
the specified vehicles is distributed to the other vehicles in
proportion to their needs.
f. Filling stations and gasoline dispensing units ( QM ). —
A column may be refueled from a filling station or QM gaso-
line dispensing units as from stationary tank trucks (see c
above) .
g. Refueling during an infiltration march. — Necessary fuel
supplies are spotted at the predetermined location for the
halt. Vehicles are then refueled immediately on arrival and
dispatched individually as soon as refueling is completed.
■ 65. Maintenance. — a. When a column is divided into march
units and serials, maintenance vehicles generally march at
the rear of their respective organizations. During the march,
maintenance activities of personnel assigned to such vehicles
are usually confined to minor repairs. Major repairs and dis-
abled vehicles (see par. 66) are handled under the supervision
of trail officers.
b. In order to conserve their energy for important mainte-
nance work at the end of the march, mechanics should be
directed to sleep and get as much rest as possible while the
column is in motion. Further details on march maintenance
are given in chapter 7.
65
66-67 BASIC FIELD MANUAL
■ 66. Disabled Vehicles. — a. Removal from roadway. — Dis-
abled vehicles must be cleared from the traveled portion of
the roadway without delay. This is particularly important
when traveling through towns or other congested areas.
When possible, a disabled vehicle should be pushed off, to the
side of the road, and the driver should signal successive
vehicles to pass. Troops -should detruck and remain under
cover until the vehicle is able to proceed or until they are
picked up by the trail officer. If the vehicle is repaired prior
to arrival of the trail officer, it should resume the march at
the first opportunity and, when so directed, utilize subsequent
halt periods to move up to its former position in the column.
A maintenance vehicle at the rear of each march unit should
be equipped with towing facilities in order to take care of
disabled vehicles which cannot be repaired on the spot. If
feasible, the trail officers group should include one or two
spare vehicles to pick up personnel or materiel of disabled
vehicles.
b. Abandonment . — Decision as to temporary abandonment
of vehicles is usually made by the trail officer of the march
unit or serial to which the vehicle is assigned. If temporary
abandonment is decided on, the trail officer leaves the driver,
and if possible a mechanic, to effect necessary repairs. Deci-
sion as to permanent abandonment is usually made by the
column trail officer. When a vehicle is to be permanently
abandoned, a tag is attached to the vehicle showing the unit
to which it belongs and the reason for its unserviceability.
■ 67. Messing. — a. General. — The messing of personnel on a
motor march differs little from that of other troops on the
march. On one-day trips or shorter moves, the meal en route
is usually a cold lunch, although it is preferable to serve a
hot meal whenever circumstances permit. If cold lunches are
carried, hot or cold di'inks will generally be served from ther-
mos jugs or cans. During a night march, coffee should be
available for distribution at, the halt. March menus should
provide an ample amount of vitamin A, since a deficiency of
this vitamin may impair driver vision and thus increase the
danger of accidents.
b. Mess supplies The supply officer is usually charged with
local purchase (see par. 53e) and supply of food during a
motor movement. He usually accompanies the quartering
66
MOTOR TRANSPORT
67-68
party in order to make advance arrangements for procure-
ment of food and delivery at the proper place.
■ 68. Night Marches. — o. Purpose. — Night marches are
usually made to provide concealment from hostile observa-
tion. They may also be made as part of a forced march when
sufficient distance cannot be covered by daylight marching
alone. In hot weather, night marches may be made to avoid
excessive heat.
b. .Reconnaissance and route marking .— Advance reconnais-
sance, preferably by daylight, should be made whenever pos-
sible (see sec. m, ch. 4). Traffic personnel and markers (see
par, SI) should be posted prior to darkness, if practicable, but
in any event well in advance of the column.
c. Driving lights . — Operation at night when driving lights
are permitted differs from daylight operation only in the
measures that must be taken to overcome the adverse influ-
ence of darkness upon ease of control and avoidance of
accidents. In .general, vigilance of drivel’s must be increased,
and speed must be reduced so that drivers are not required to
“overdrive” their lights. Some deception, as well as a rela-
tively high rate of march, can be obtained on dark nights
by turning off all driving lights in a column except those of
the vehicle at the head of each serial or march unit,
d. Blackout marches. — (1) Night marches under blackout
conditions are particularly difficult for motor columns, espe-
cially when made on poor roads. Practicable speeds will vary
from that possible on good roads on a moonlight night to that
of men on foot individually guiding vehicles across a bad
stretch of roadway. In order to maintain close contact be-
tween various elements of the column, it may be necessary to
reduce distance between march units and serials to that be-
tween individual vehicles. It is extremely important that
marker lights, reflectors, windshields, and especially blackout
driving lights be kept scrupulously clean in order to utilize
efficiently the small amount of light allowable under black-
out conditions. The stoplights of all vehicles not equipped
with blackout lights must be disconnected.
(2) Blackout lighting equipment on vehicles greatly facili-
tates movement under blackout conditions, particularly on
dark nights. Visibility characteristics of vehicle blackout
lamps are indicated below:
67
68-70
basic field manual
Lamp
Distance visi-
ble as four
lights
Distance visi-
ble as two
lights
Distance visi-
ble as one
light
Maximum
height at
which visi-
1 ble to air
observers
Up to 20 yards .
20-300 yards...
450 feet.
Rear marker.
Up to 30 yards.
20-00 yards
00-300 yards...
450 feet.
5,000 feet.
Because of the possibility that enemy observation posts
equipped With telescopes may pick up the blackout lights of
vehicles moving near the front, it may be necessary to desig-
nate a line beyond which no lights whatsoever will be per-
mitted. Under these conditions, road delineators and illumi-
nated road signs provide effective aids to njovement.
e. Special precautions . — On night marches strict march
discipline is required to prevent accidents, keep units from
becoming lost, and eliminate unauthorized use of lights and
matches. Constant effort is necessary to prevent drivers from
becoming drowsy. This may be accomplished by relieving
drivers every 2 hours, by dismounting and exercising them
during halts, and by serving hot coffee. The front seat pas-
senger can help keep the driver awake by making conver-
sation with him and insisting on getting replies. Drivers
who do not see well at night must be relieved immediately.
■ 69. Unexpected Road Blocks. — The reconnaissance party
or the traffic escort should discover road or traffic blocks,
report them to the column commander, and take necessary
action to remove them or to detour the column prior to its
arrival at the block. When a suitable detour is not available
ahead of the column, the column commander must either
take necessary action to clear the road block or direct the
column to reverse its direction of march (see par. 63) .
■ 70. Accidents. — a. In war. — During active combat, or under
other wartime conditions where a traffic accident is a minor
consideration, the main part of the march column does not
68
MOTOR TRANSPORT
70
stop to render assistance. If the accident blocks the route,
however, the occupants of vehicles in rear must clear the way
at. once, and then proceed with the march. Necessary steps to
care for the injured and salvage vehicles and cargoes are
carried out under direction of the trail officer, assisted by
medical, maintenance, and salvage personnel.
b. In peace. — (1) Care for injured. — When an accident in
peacetime results in injury to personnel, the injured should
be given first-aid treatment, rendered every other possible
assistance, and taken to a hospital if necessary. Injured civil-
ians should be taken to the nearest hospital, civilian or mili-
tary. In case of injury to military personnel when no medical
officer is with the column, the injured person, or persons,
usually should be taken to the nearest military hospital. In
cases of severe injury, he may be taken to the nearest civilian
hospital (see AR 40-505) for emergency treatment. In the
latter event, the next higher superior must be notified imme-
diately, giving full details.
(2) Notify column commander or designated staff officer . —
Peacetime accidents, however trivial, which result in injury
to an individual or damage to property, are reported to the
column commander or designated staff officer without delay.
(3) Restore normal traffic movements. — This is usually
taken care of by traffic personnel. It is desirable that dam-
aged vehicles be left undisturbed insofar as practicable, in
order to assist the investigating officer in determining how
the accident occurred. Safeguards against further accidents
should be provided by posting guards to warn approaching
traffic and to prevent unsafe parking of vehicles in the vicinity
of the accident. Witnesses should remain at the scene of the
accident to provide information for the investigating officer.
The remainder of the column resumes the march without
further delay. Other traffic is kept moving, if possible, and
not allowed to congregate around the scene of the accident.
(4) Conduct of investigation. — (a) Detailed investigation
of accidents involving vehicles of a march column are usually
conducted by the trail officer or by some other officer specif-
ically designated by the column commander as the investi-
gating officer.
(t>) Pending arrival of the investigating officer, the senior
officer or enlisted man at the scene of an accident takes neces-
69
70-71
basic field manual
sary steps to preserve evidence, assembles witnesses, and
records their names, addresses, and driver and car license
numbers. Drivers of vehicles involved in the accident obtain
information necessary for Ailing in their driver's accident
report (Standard Form No, 26) . All military witnesses should
make note of facts regarding injuries to persons and damage
to property, so that full information can be given to the com-
manding officer charged with appointing a board of officers to
investigate the accident or injuries.
(c) The accident investigating officer proceeds to the scene
of the accident at once. He sees that the medical officer takes
care of any injured, and after giving orders for disposition
of dead or injured, questions witnesses, obtains or checks their
names and addresses, and when possible takes their sworn
statements. Photographs should be taken to provide evidence
for possible future use. The investigating officer’s report is
submitted on Standard Form No. 27. (See AR 850-15.)
■ 71. Cold Weather Marching. — a. Conditions of ice, snow,
and extreme cold modify the usual effect of terrain features
on motor marches and present special problems. Lakes,
rivers, and swamps, when frozen, may cease to be obstacles to
motor movement' (see par. 134 for carrying capacity of ice) .
Mobility of motor vehicles is dependent on ice conditions and
depth of snow. Possible effects of sudden changes in tem-
peratures. such as thaws and freezes, must be considered.
Charcoal, gasoline, or oil stoves in the body of the truck, and
specially designed tarpaulins are necessary to insure the com-
fort of troops being transported. When such expedients are
used, due precautions must be taken to eliminate the hazards
of fire and carbon monoxide poisoning. Tires should be freed
from ice and engines warmed up to a temperature of at least
140° F., before beginning a march in cold weather.
b. Under conditions of thawing and freezing, vehicles
heavily encrusted with mud (particularly track-laying ve-
hicles) should have such mud removed from working parts
while still unfrozen. Vehicles should not be parked on soft
ground or in pools of water or slush when freezing may be
expected: Planks, logs, or brush may be used to provide dry
standing under such conditions.
’0
MOTOR TRANSPORT
72-75
Section IV
ORDERS
■ 72. Warning Orders. — Warning orders are of great value
in alerting troops and preparing them for a march prior to
receipt of the detailed march order. A warning order should
be issued orally, or in the case of a large unit, in writing, as
soon as information of a contemplated move is received. The
following is an example of a warning order for a march:
910th Field Artillery
Fort Meade, Md.,
7 April 19 — , 7:45 AM
To: (Staff and command distribution).
1. This regiment marches 8 April (tomorrow) after 7:00 AM, to
Join the THIRD ARMY southeast of WAYNESBORO.
2. Pass privileges are suspended at once.
3. Details later.
By order of Colonel A:
X
Lt. Col., 910th, FA
Executive.
OFFICIAL:
Y
Capt.. 910th FA
S— 3
■ 73. Reconnaissance. — If practicable, a road or aerial recon-
naissance of the route of march should be made prior to the
issuance of the march order. In the continental United
States, detailed information for the march may be obtained
from the various civilian “Highway Traffic Advisory Commit-
tees to the War Department” (see par. 132). Technique of
reconnaissance for motor movements is covered in seotion III,
chapter 4. (See ch. 5 for tactical reconnaissance.)
■ 74. March Plans. — Every motor movement must be care-
fully planned as to its own operation, and coordinated with
other movements so as to prevent dangerous traffic conflicts.
When there is any possibility of producing serious conflicts
with other traffic, organization commanders should obtain
authority for a march made on their own Initiative and
give advance notice of time of movement and routes used.
Logistical data needed for planning a motor march are given
in section VII, chapter 4.
■ 75. March Orders. — a. General. — The march order should
be issued in sufficient time to allow subordinates to make their
71
75
BASIC FIELD MANUAL
plans, issue their orders, and complete their preparations for
the march. The amount of detail given in march orders will
depend on the tactical and traffic situation, the state of train-
ing of the command, and the degree of adherence to a
standing operating procedure.
b. Form. — Brief fragmentary orders may be used for simple
motor movements. A detailed march order is issued in the
form of a b -paragraph field order accompanied by appro-
priate annexes. Annexes to the march order may include one
or more of the following:
( 1 ) Administrative order.- — When administrative details are
too voluminous for convenient inclusion in paragraph 4 of
the march order, it is customary to issue an administrative
order as an annex thereto. Any of the following information
may be included in the administrative order:
( a ) Supply. — Methods of supplying food, water, fuel, am-
munition, vehicle parts, etc. Special instructions with refer-
ence to local purchase of supplies and services.
(b) Evacuaticm. — Details with reference to evacuation of
march casualties, burial, salvage of disabled vehicles and
their cargoes, disposition of captured material, and han-
dling of prisoners of war. Special instructions with refer-
ence to use of civilian hospitals for military casualties.
(c) Traffic. — Necessary general instructions as to relief of
drivers, doubling, blackout restrictions, marking of vehicles,
marking of routes, maximum speeds, obedience to local traf-
fic regulations, etc.
id) Personnel. — Uniform to be worn and equipment to be
carried by personnel, method of handling mail, instructions
to quartering and clean-up parties, details as to camp site
routine, hygiene and sanitation, etc.
(e) Maintenance. — Instructions relative to vehicle main-
tenance, and special types of repairs authorized or prohibited.
(/) Miscellaneous. — Any necessary administrative instruc-
tions not otherwise covered.
(2) March table. — See paragraph 130.
(3) Strip map. — See paragraph 114,
(4) Entrucking and detrucking tables. — See paragraph 127.
c. March graph. — A march graph provides the simplest
means of determining the detailed time schedule of a march.
(See par. 130 for examples of march graphs.)
72
MOTOR TRANSPORT
75
d ■ Example of march order. — See also PM 101-5.
910th Field Artillery
Fort Meade, Md„
7 April 19 — , 1:00 PM
FO 93
Map: Strip map (Annex No. 1).
1. a. No change in enemy situation.
V. The THIRD ARMY is concentrating in the CUMBERLAND
VALLEY.
2. a. This regiment will Join the THIRD ARMY by marching to
a concealed bivouac area immediately southeast of WAYNESBORO,
starting after 8:00 AM, 8 April.
D. Route: See strip map (Annex No. 1).
c. Troops (in order of march) :
(1) Reconnaissance, pioneer, and quartering party:
Captain C, commanding.
Lieutenant B with 4 men and 2 reconnaissance cars from
Headquarters Battery.
Lieutenant D, one man from each battery, and one truck
from 2d Battalion Headquarters Battery.
Lieutenant E with 12 men and 2 trucks (loaded with pioneer
tools and bridge timber) from 1st Battalion Headquarters
Battery.
(2) Traffic escort:
Lieutenant F, 3 NCOs, 30 privates, and 7 vehicles from Head-
quarters Battery.
(3) First serial :
Headquarters and Headquarters Battery (less detachments).
First Battalion (less detachments).
(4) Second serial :
Second Battalion (less detachments) .
Medical Detachment.
Regimental Supply and Maintenance Platoon (less detach-
ment) .
(5) Clean-up party:
Lieutenant G, 6 men, and 1 truck, all from Regimental Supply
and Maintenance Platoon.
3. a. Reconnaissance, pioneer, and quartering party will leave by
4: 00 PM (today) 7 April.
b. Traffic escort will move out at 7: 00 AM (tomorrow) 8 April.
c. Conduct of the march:
(1) See march table (Annex No. 2).
(2) Between EMMITSBURG AND ROUZERVILLE blackout
' lights will be used. Beyond ROUZERVILLE no lights
whatsoever will be permitted.
4. See Adm O 37 (Annex No. 3).
5. a. The control car of the second serial will relay radio messages
when necessary between the column control car and the column
trail car.
b. (1) Three long blasts of whistle, horn, or klaxon, repeated
several times, will be the warning signal for an air or mechanized
attack.
(2) A series of short horn blasts given by any control car will
signal the “all clear,”
c. Messages to the column control car.
By order of Colonel A:
X
Lt. Col., 910th FA
Executive.
75
BASIC FIELD MANUAL
OFFICIAL:
Y
Ca.pt., 910th FA
,S-3
Annexes:
No. 1 — Strip map
No. 2 — March table
No. 3 — Administrative order £:37
Distribution: A
2 copies to THIRD ARMY
NoTE.-^-The order as given above is more complete than is neces-
sary when a well-developed "Standing operating procedure” is
In use.
74
MOTOR TRANSPORT
76-79
CHAPTER 4
TRAFFIC MANAGEMENT
Paragraphs
Section I. General 76-82
II. Elements of traffic management 83-85
IH. Reconnaissance 86-96
IV. The traffic plan 97-104
V. Execution of traffic plan 105—113
VI. Traffic aids 11-L117
VH. Logistical data , 118-134
Section I
GENERAL
■ 76. Scope. — Military traffic management consists pri-
marily of coordinating and controlling movements of ve-
hicles, animals, foot troops, and civilian refugees over road-
ways and within traffic terminals in conformity with the
tactical situation and military needs.
■ 77. Definitions.— For definitions of special terms used in
traffic management and motor marching, see paragraph 51.
■ 78. OBJECiiVE.-t-The objective of military traffic manage-
ment is indicated in FM 100-10, which reads in part as fol-
lows:
“Traffic circulation and control should be such as to obtain
the best possible use of the road net within a theater of
operations to the end that mobility of the troops may be
maintained and that supplies may always be available as
and where needed.”
■ 79. Characteristics of Military Traffic. — a. Mass move-
ments . — Military traffic management is principally concerned
with movements of groups of vehicles having a common mis-
sion, rather than with random movements of individual ve-
hicles having limitless variations in origin and destination,
such as is the case with civilian traffic.
b. Sudden changes .- — Traffic flow under military conditions
is subject to large, erratic, and ofttimes unpredictable changes;
and flow may be entirely interrupted for short or long periods
of time. Since such changes and interruptions may occur
75
79—82
BASIC FIELD MANUAL
with little or no advance warning, it Is essential that Infor-
mation of these changes be immediately transmitted to a
central agency having all necessary means and authority to
initiate proper corrective measures in time to prevent dan-
gerous congestion. This agency operates under supervision
of G-4 of the headquarters which controls the area involved.
e. Passive protection. — Passive protection, obtained by
camouflage, concealment, and dispersion of vehicles, is of
paramount importance.
d. Discipline and training. — Because all military agencies
concerned are subject to centralized control, special traffic
measures may be adopted that could not be utilized in civilian
practice. Proper driver training, march training, and march
discipline greatly assist in the execution of the traffic plan
and lessen the amount of detailed control otherwise necessary.
■ 80. Coordination. — a. Traffic management must also pro-
vide effective correlation of all available motor equipment and
road facilities with the different types of traffic to be moved.
These in turn must be coordinated with announced plans of
higher headquarters and needs and desires of adjacent units.
b. When civilian traffic is an important consideration or
when movement must proceed over roads under jurisdiction
of civilian authorities, advance notice should be given to
appropriate civilian agencies so that military traffic can be
coordinated with civilian traffic. (See par, 132, with refer-
ence to appropriate agency and manner of contact.)
■ 81. Military Agencies Involved .— 1 Traffic management re-
quires definite fixing of responsibility in ' a single central
authority operating under supervision of the' headquarters
controlling the area involved, and close cooperation of all
agencies involved, The traffic functions of military agencies
involved in traffic management are indicated in FM 29-5,
100-5, 100-10, and 101-5,
■ 82, Civilian Evacuation. — a. General. — Uncontrolled civil-
ian evacuation and refugee movements may result in large
volumes of heterogeneous traffic, provide concentrated targets
for enemy air attack, and delay or seriously immobilize vital
military operations. Such movements are a special form of
civilian traffic and require particular consideration in the
planning and execution of military operations. Control of
76
MOTOR TRANSPORT
82-85
this type of civilian movement is unusually difficult because
of uncertainty as to volume, type, and timing of traffic to be
expected, and because of the state of panic that may exist.
b. Interference of refugee movements with military traffic
in the theater of operations must be avoided or minimized by
requiring —
(1) That evacuation take place prior to or during a lull in
military movements.
(2) That refugees use roads or trails which carry little or
no military traffic.
(3) That refugee traffic be diverted from areas most impor-
tant for military operations.
(4) That refugee traffic be organized as march columns,
whose movements are directed so as to cause least interfer-
ence with essential military traffic.
Section II
ELEMENTS OF TRAFFIC MANAGEMENT
■ 83. General. — As indicated in paragraph 76, traffic move-
ment emanates from a system of roads, vehicles, drivers, and
foot and animal units. All factors must be managed so as
to promote expeditious traffic movement and minimize traffic
congestion and accidents.
■ 84. Traffic Capacity. — The traffic capacity of a route or
system of highways can be defined as the maximum traffic
volume which can be accommodated in vehicles per unit of
time. It is dependent on allowable speed, available lanes,
and permissible density (vehicles per unit of distance).
Allowable speed will depend on road conditions and the
tactical situation. Permissible density will depend upon the
limitations imposed by requirements for dispersion as passive
protection against air attack or artillery fire. The capacity
of various sections of a road will vary — the section of least
capacity limits the volume of traffic. Having been assigned
a route by higher authority, the column or march unit com-
mander must exercise diligence to insure that the road is
used to the fullest capacity consistent with the tactical
situation.
■ 85. Control of Traffic Conflicts. — a. All traffic accidents
arise from the same basic cause, which is the conflict of
441574° — 42 6
77
85-87
BASIC FIELD MANUAL
moving traffic units with each other or with fixed objects
in or adjacent to the normally traveled roadway. Conflicts
which the column or march unit commander must consider
are of four types —
' < 1 ) Between vehicles on intersecting courses.
(2) Between vehicles meeting head-on.
(3) Between vehicles moving along a road and other
vehicles, persons, or objects at the edge of or immediately
adjacent to the road.
<4) Between vehicles proceeding at different speeds in the
same direction.
b. These conflicts, producing either collisions or congestion
are due to many factors, including deficiencies of roads, vehi-
cles, and drivers. The last two mentioned are the most
important from the viewpoint of the column or march unit
commander. Through ignorance, lack of skill, physical in-
capacity, carelessness or recklessness, drivers aggravate the
potential hazards and bottlenecks. This problem can only be
solved by proper training and march discipline (see par. 15).
Lamps, brakes, identification markers, horns, windshield
Wipers, mirrors, warning flares, tools, and all other equipment
important to traffic safety must be kept in good working con-
dition at all times. Excessive loading should be avoided and
overhanging loads should be properly marked at all times.
Except in emergencies, no driver should he required to drive
more than a maximum of 10 to 12 hours in one day, and he
should be given ample opportunity for rest.
Section III
RECONNAISSANCE
■ 86. General. — Traffic reconnaissance is necessary to obtain
field information needed for traffic management. Since In-
formation must be the most recent obtainable, the type of
information and amount of detail will depend primarily on
available time, trained personnel, equipment, and on the
tactical situation.
■ 87. Traffic Reconnaissance Personnel. — Traffic reconnais-
sance personnel include all persons who obtain field informa-
tion for use in planning, facilitating, and regulating traffic
movements. Their specific duties and procedures are indi-
78
motor transport
87-88
eated in subsequent paragraphs. In some cases a traffic
reconnaissance party may be accompanied by an engineer
or pioneer party (sec. I, ch. 6), a quartering party, (par. 53),
and route marking details (par. 108) . In other cases the
traffic reconnaissance party may be charged with performing
these functions in addition to their reconnaissance duties. In
forward areas reconnaissance parties should, where possible,
accompany security detachments for their own protection. If
reconnaissance personnel must operate alone, they 'should be
furnished armored vehicles or at least equipped strongly with
offensive and defensive means. In small units, both technical
and tactical, reconnaissance missions may be assigned to a
single reconnaissance party.
■ 88. Information Regarding Specific Routes. — In recon-
naissance of specific routes, the following information may
be required:
a. Road information. — (1) Location of route (some form
of road map must be made if one is not already available) .
(2) Location and character of road blocks.
(3) Time distance between various points marking off
distinct sections of the roadway.
(4) Number of traffic lanes available in each section.
(5) Types of surface and condition of roadway (including
shoulders) .
(6) Limiting features (clearance widths and heights, and
maximum allowable loads) of structures such as bridges,
culverts and overpasses.
(7) . Location and characteristics of routes that provide
maximum protection from hostile mechanized or air attacks.
(8) Location and characteristics of mines, contaminated
areas, and potential traffic bottlenecks.
(9) Maximum gradients and lengths of steep hills.
(10) Location and characteristics of turn-around
facilities.
(11) Location and characteristics of by-pass routes or de-
tours around congested areas, fords, bottlenecks, possible
ambush sites, and road blocks.
(12) Road construction proposed, required, and in
progress.
(13) An estimate of engineer work needed and probable
equipment and time necessary for its completion.
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BASIC FIELD MANUAL
(14) An estimate of personnel and material required for
decontamination of gassed roads or other special tasks.
b. Terminal and halt information. — Suitable sites for, and
pertinent characteristics of halts, turn-arounds, bivouac and
assembly areas, entrucking or detrucking points, regulating
points, initial points, and other terminal facilities.
c. Supply information. — (1) Facilities for procurement of
fuel, repair parts, rations, water, and other supplies.
(2) Repair and replacement facilities for vehicles and
armament.
(3) Evacuation and hospital facilities.
(4) Toll charges, if any, on the route.
d. Traffic movements. — The probable volume of traffic
that may be encountered along the route, any significant
time variations in existing traffic flow, and any traffic blocks
that might be expected.
e. Control measures . — (1) Location and type of traffic aids
including signs, road delineators or other markers, and traffic
signal devices.
(2) Markers, signals, guides, or guards that may be needed
at specific locations.
(3) Determination of practicable speeds through potential
traffic bottlenecks and around sharp curves.
/. Other agencies. — When movements are to be made over
routes under the jurisdiction of other units or under civilian
control, contact with these agencies should be made well
in advance in order to obtain full information regarding
possible routes, time when they may be used to best advan-
tage, and local assistance that may be expected. - (See par.
132.)
■ 89. Sources of Information. — a. Maps and aerial photo-
graphs. — Preliminary information as to the location of roads,
their general alinement, and other characteristics may be
obtained from a study of maps or aerial photographs, from
consultation with the engineer officer of the pertinent service
area, and from civilian traffic authorities. (See par. 132.)
b. Field reconnaissance. — Even though other sources of
information may be available, actual field reconnaissance is
usually necessary to supplement data already obtained, to
substantiate this information, and to bring it up to date.
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MOTOR TRANSPORT
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■ 90. Reconnaissance Equipment. — Equipment needed for re-
connaissance will vary with type of information sought. In
addition to general equipment carried by a reconnaissance
party in the field, traffic reconnaissances should give special
attention to the following requirements:
a. Transportation. — Sufficient light vehicles, preferably with
good cross-country performance, are a necessity. When con-
tact with the enemy is probable, armored vehicles affording
protection to personnel should be used. Aircraft may be
needed, for hasty road reconnaissance and for locating
impending traffic jams.
b. Communication. — Communication facilities in the form
of radio and motorcycles are desirable. Panels should also be
carried when aircraft are being used in traffic work.
c. Maps and aerial photographs. — Maps, particularly road
maps, are needed for orientation and guidance and provide a
convenient form on which to record road data. Recent
aerial photographs provide a valuable supplement to maps,
particularly when old maps must be used.
d. Special equipment. — The following equipment will be
found useful:
(1) Recording speedometer.
(2) Compass.
(3) Tapes or calibrated rods for bridge, culvert, ford, and
overpass measurements.
(4) Engineer sketching equipment.
(5) Camera.
(61 Means for erecting signs and for testing soundness of
bridge timbers.
■ 91. Instructions to Personnel. — a. Directives for recon-
naissance cover the following points:
(1) The 'mission of the reconnaissance party, including
routes or area to be reconnoitered, the exact extent and
nature of information to be obtained, and form of report
desired.
(21 Brief statement of tactical situation.
(31 Maximum loads expected, maximum over-all lengths,
widths, and heights of vehicles when loaded, and minimum
turning requirements.
(4) Personnel, transport, and equipment available for the
work.
(5) Place and time report will be submitted.
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BASIC FIELD MANUAL
b. Upon receipt of a reconnaissance directive, the com-
mander of the reconnaissance party issues a warning order
to members of the party, studies information available at the
headquarters issuing the directive, makes a map and aerial
photograph study of possible routes, and plans his recon-
naissance, In deciding how much information to obtain, the
reconnaissance commander must be guided by his mission
and is, of necessity, limited by the time available. Detailed
procedures for obtaining specific types of information to-
gether with recording forms are indicated in FM 5-5 and
5-35,
Figure 9. — Standard method of measuring vertical clearances
under arches.
* 92. Traffic Obstruction. — a. Passability . — If the route is
blocked or is otherwise impassable, a detour around the ob-
struction should be reconnoitered and marked. If the route
can be made passable by limited amounts of work, and time
is available, a rough estimate of time and amount of work
needed should be made. Otherwise, a record should be made
of the nature and extent of the obstructions.
b. Limiting widths . — Whenever movement may be re-
stricted because of narrow widths of roadways or structures
(such as bridges and tunnels), limiting widths should be ob-
tained. (See par. 115.)
c. Limiting heights . — Wherever an obstruction over a road-
way is low enough to interfere with traffic movements, the
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MOTOR TRANSPORT
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clearance height should be obtained. A suggested manner
of obtaining clearance heights is shown in figure 9.
d. Fords . — Fords are inspected for passability, particularly
with reference to depth (see par. 133), possible variation in
depth due to tides or flood, condition of bottom and ap-
proaches, and strengths of current. The exact route through
the ford is carefully marked.
e. Ice and snow. — Depths (see pars. 119 and 134) and con-
dition of ice crossings should be determined, as well as the
depth and condition of snow over roadways. If dirt, sand,
or cinders will be necessary to provide better traction, avail-
ability of these materials should be noted, giving locations
and amounts.
■ 93. Type and Condition of Roadway, and Number of Traf-
fic Lanes. — Methods of classifying roadways and indicating
the number of traffic lanes are indicated in paragraph 115.
■ 94. Bridges. — a. General . — Bridges should be carefully
checked whenever there is any question of their condition,
load capacity, or clearances afforded to traffic. If necessary,
a detour must be found or the bridge strengthened.
b. Allowable loads on bridges. — (1) In general, newer
bridges on the following named roads will carry gross loads
as indicated:
Strategic highways of the United States as indicated on
War Department strategic map dated September
15, 1939 15 tons.
National and State highways 15 tons.
Country roads 10 tons.
(2) Older bridges will vary and no assumption should be
made of their load capacity unless same is indicated on the
bridge or otherwise posted. For new bridges with heavy
concrete or other type floors giving wide load distribution,
single vehicles moving over the center of the bridge at
steady speeds of 5 miles per hour or less may exceed the
posted loading by 50 percent on one-lane bridges, and by
100 percent on multiple-lane bridges. For old bridges under
same conditions, the posted capacity should not be exceeded
by more than 25 percent. In case of doubt, the more de-
tailed check methods are indicated in FM 5-35. However,
when exact computations are desirable, engineer personnel
should be consulted.
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BASIC FIELD MANUAL
■ 95. Congested Areas. — Congested areas present special
problems to reconnaissance parties, primarily because of
possible conflict with other military movements or with
civilian traffic. If these conflicts are to be minimized, special
information will be needed so that necessary correlations
can be made. Such information may include the following:
a. Local regulations. — Copies of pertinent local regulations
may be obtained.
b. Route or routes. — As far as possible, the more congested
sections should be by-passed. If impracticable to by-pass the
area, it may be possible to use two or more routes simul-
taneously in order to reduce time required for passage.
c. Timing of movements. — When practicable, arrival at
large cities should be so timed as to permit passage at a
time when volume of local traffic movements is at a mini-
mum. Hence, recommendations of local authorities should
be obtained regarding best time for making proposed
movements.
d. Recommended type of march. — The type of march used
will determine time length and road time of a column in
passing through a congested area and will govern the extent
to which cross traffic will be delayed. Hence, recommenda-
tions should be made as to type of march, time length of
column, headway between vehicles, and time gap between
march units and serials.
e. Speed. — Local regulations will normally govern speeds
of casual individual vehicles. However, for column move-
ments with an escort, different speed limits may be desirable.
The reconnaissance party should, therefore, obtain informa-
tion regarding all locations where speed must be decreased
or may be increased, and the speeds applicable thereto.
f. Time distance . — The time distance between points of
entry into and exit from the congested area may be needed
for planning of movements through the area.
g. Camp sites or billets. — If the command is to be halted
within the area, the reconnaissance party may be required
to locate suitable camp sites or billets.
h. Supply Information. — Information regarding supplies
may be obtained: or actual arrangements to obtain supplies
may be made, if the reconnaissance party has been charged
with this duty.
i. Traffic control. — Local authorities will usually lend will-
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MOTOR TRANSPORT
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ing cooperation and may furnish escorts to guide and protect
column movements. Consequently, the nature and amount
of this assistance should be determined, and an estimate
made of additional traffic control personnel and equipment
needed to insure efficient handling of traffic movements
through the area. (See par. 132.)
■ 96. Reports. — The report containing the information re-
quired by the reconnaissance directive, along with any other
pertinent data obtained, is delivered in the form, and at the
time and place specified by the directive. A suitable report
in most instances can be prepared by marking the route or
routes on a road map or an aerial photograph with colored
pencils, and indicating thereon the information which lias
been obtained by means of conventional symbols (see par.
115) and by including photographs and sketches.
Section IV
THE TRAFFIC FLAN
■ 97. General. — Although the commanding officer of a col-
umn or march unit is not directly involved in traffic planning
as such, it is essential that he have general knowledge of
the factors involved in such planning by higher headquarters.
■ 98. Information Needed for Plan. — a. Plans of other head-
quarters. — Flans of higher headquarters, and all traffic re-
strictions and priorities imposed by them, and plans of adja-
cent units, or units using the same route successively, must
be considered.
5. Traffic origin and destination. — A general conception of
origin and destination of military traffic should be obtained
through a map study of the location and lay-out of terminal
areas, together with more detailed information obtained
from agencies directly responsible for movement of troops
and supplies.
c. Priorities, volume, and type of traffic. — Traffic priorities
and information regarding volume of military traffic and its
composition (foot troops, animals, artillery, tanks, trucks,
passenger vehicles, motorcycles, ponton trailers, etc.) should
be available from appropriate staff agencies.
d. Tactical and protective limitations. — All restrictions or
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BASIC FIELD MANUAL
precautions pertaining to time, type, spacing routing, or
active defense of traffic movements must be determined.
e. Road data. — It is necessary to have information of ail
available roadways, their relationship to each other, and
their traffic characteristics. Types of road data that may
be needed are listed in paragraph 88.
f. Civilian traffic. — During peacetime, military traffic must
be superimposed on normal civilian traffic flow and coordina-
tion with civilian traffic authorities is frequently necessary.
During active operations, military traffic personnel must make
provision for military control of civilian traffic. (See pars.
82 and 132.)
■ 99. Traffic Planning. — The preparation of traffic plans is
the responsibility of the G-4 division of the staff of a divi-
sion, corps or army, which coordinates the needs and plans
of the various staff sections, arms' and services. Road
reconnaissance, recommendations to G-4, sign posting, and
sometimes aid in execution, are engineer jobs. Execution of
the plan — the actual regulation of traffic — is assigned to the
military police, under the direction of the provost marshal.
Because traffic control serves primarily to further troop
movements, supply and evacuation, it must be closely coordi-
nated with tactical plans. The basic attributes of a good plan
are simplicity and flexibility.
■ 100. Systems of Control. — Execution of the plan may be
controlled by the organizational or area systems (see par.
106) . The system to be used is a part of the traffic plan.
■ 101. Traffic Schedules. — Traffic schedules impose severe
restrictions on movement and are used only when a time
apportionment of roads is necessary because of bottlenecks
and priorities. The following types of schedules may be used:
a. Infiltration schedules. — This type of schedule prescribes
for each unit concerned, the maximum number of vehicles
that may be dispatched from the origin over a designated
route during any 1 hour.
b. Column schedules. — Such schedules are usually given in
the form of march graphs, march tables, or march control
tables (see par. 129).
c. Looation, route, and system schedules. — These schedules
are necessary to coordinate column schedules at important
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101-103
traffic bottlenecks and at locations where an intersection or
junction of movements occurs.
■ 102. Classification of Routes. — a. General. — Routes may
be classified according to degree of control exercised by the
traffic authority. Actual control employed at any time will
be the minimum required to obtain desired results.
b. Open. — An open route is a roadway over which a central
traffic authority normally exercises only a minimum of super-
vision. Ordinarily, supervision on an open route is limited
to control of traffic at intersections with a dispatch or a
supervised route, and to the posting of necessary traffic signs
and regulations. Traffic control personnel needed on an
open route are usually furnished by march columns using the
route. Control exercised by central traffic authority on an
open route is analogous to civilian control over local farm
roads carrying a small traffic flow.
c. Supervised. — A supervised route is a roadway over which
limited control (by means of traffic posts, traffic patrols, or
both) is exercised by a central traffic authority. Small units
are ordinarily allowed to use a supervised route without prior
correlation of individual march schedules, but time of access
to the route may be regulated at control posts in conformity
with the traffic situation. Control on a supervised route is
somewhat analogous to the civilian control normally exercised
over primary highways.
d. Dispatch. — A dispatch route is a roadway over which
full control, both as to priorities of use and the regulated
movement of traffic in time and space, is exercised by a cen-
tral traffic authority. Dispatch routes are controlled by the
schedule system (see par. 101). The operation of a dispatch
route is analogous to that of a railroad.
e. Reserved. — A reserved route is one that is set aside for
the exclusive use of a designated unit or specified type of
traffic, or for other specific purposes.
* 103. Night Operations. — The primary reason for night
movements is to obtain secrecy and concealment. They
may be desirable also to obtain maximum traffic flow over
a route by utilizing it 24 hours each day, or to cover greater
distances by lengthening the duration of marches. The
fundamental considerations affecting the planning of night
movements are reduced visibility and maneuverability, highly
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BASIC FIELD MANUAL
variable rates of march and greater time distances, reduced
capacity of roadways, the possible need of one-way routing,
increased difficulty of communication, and greater need of
special traffic aids.
■ 104. Traffic Orders. — The completed traffic plan cul-
minates in the traffic order, issued by the headquarters
responsible for traffic control, as a paragraph of the admin-
istrative order. The traffic order should contain all in-
formation and regulations necessary for guidance of units
using the road net. Standing traffic orders and regulations
need not be repeated. If time permits and the situation
requires it, any or all of the following information may be
included in the traffic order :
a. Time effective . — Whenever any provisions of the traffic
order extend over a period of time different from that of
other paragraphs of the administrative order, the time
applicable in each instance should be stated.
b. Location of terminals . — Locations of supply, evacuation,
administrative establishments, and other traffic terminals
are usually stated elsewhere in the administrative order.
However, information as to the location of all important
traffic terminals is essential to the execution of the traffic
order and should be indicated on the circulation map, if
one is issued.
c. Routes . — Direction of movement on each important
roadway, number of traffic lanes, type and condition of sur-
face, weight and clearance limitations of structures or other
limiting features, average time distance during daylight
between terminals and junctions, and control classification
of each route should be indicated whenever practicable.
This information is usually shown on the circulation map.
d. Time and space restrictions . — If the use of a roadway
is restricted by schedules (see par. 101), or if a roadway
is reserved for the exclusive use of a designated unit or for
other purposes during any period of time, such information
should be stated in the traffic paragraph, shown on the
circulation map, or indicated in a time schedule annex
to the administrative order. If no vehicles, or only specially
designated vehicles, are allowed to proceed beyond a speci-
fied point during hours of daylight or hours of darkness,
such restrictions should be indicated on the circulation map.
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MOTOR TRANSPORT
104-106
e. Priorities. — Traffic priorities may be Indicated by sched-
ules or by time and space reservations. However, if no
schedules exist, or if it is not practical to make time or
space reservations, priorities should be stated in the main
part of the traffic order.
f. Restrictions on type of traffic. — Whenever any type of
traffic (such as foot troops, animal columns, or empty ve-
hicles) is restricted from using, or is required to use, speci-
fied routes, these limitations should be clearly indicated.
g. Protective measures. — Measures pertaining to security
or passive protection of traffic movements, such as limita-
tions on traffic, special routing or scheduling, or blackout
operation, may also be prescribed in the traffic order.
h. Traffic communications. — Unless indicated elsewhere
or already in effect, all general information pertaining to
the location of traffic headquarters or other traffic estab-
lishments and to communication regulations affecting them
should be stated.
i. Construction. — Functional specification of road and
bridge work required and the priorities of such work should
likewise be indicated in the traffic order.
Section V
EXECUTION OF TRAFFIC PLAN
■ 105. General. — This section is primarily devoted to tech-
niques applicable to execution of the traffic plan by traffic
control personnel. The commanders of small units should
have detailed knowledge of the various control systems used
in order to insure intelligent cooperation with traffic control
personnel.
■ 106. Systems of Control and Techniques. — a. Systems . —
There are two general systems of control; their use in a par-
ticular, situation depends upon the number of routes avail-
able, the traffic conditions, and tactical considerations.
(1) Organizational control. — Under organizational con-
trol, traffic personnel from the organization on the march
exercises control, usually by means of an escort. The escort
regulates traffic only along the route traveled by the column
and only insofar as necessary to assure its free movement
with a minimum interruption of other traffic. This type of
control is chiefly used in movements of individual units when
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BASIC FIELD MANUAL
conflict with civilian or less important military traffic is all
that is anticipated.
(2) Area control. — Under area control, the headquarters
responsible for traffic control in the area assigns traffic per-
sonnel to point, escort, and patrol duty in order to regulate
all traffic in accordance with the circulation plan in effect.
Area control is used chiefly when large scale traffic opera-
tions are being conducted, and when a single unified control
over all traffic on a road net is necessary. (For further de-
tails see FM 29—5.)
b. Techniques.- — The three control techniques are —
(1) Intersection regulation (also regulation of other bottle-
necks) .
(2) Regulation by escorts.
< 3 ) Regulation by patrols.
A combination of (1) and (3> above is normally required
in area control; (2) is most often used in organizational con-
trol. However, all techniques are interwoven, as an escorted
column may often pass through a controlled area, and escort
personnel often do intersection duty.
■ 107. Traffic Control Personnel. — Traffic control person-
nel are used primarily to keep traffic moving in conformity
with the traffic plan. Under organizational control, personnel
involved consists of specialists from the organization in-
volved; under area control, traffic control duties are usually
performed by military police detailed by the headquarters
responsible for traffic control in the area. The intensive
specialized training and equipment needed for this important
duty are beyond the scope of this manual; these subjects
are covered in great detail in FM 29-5 and TF 11-262. All
drivers should be familiar with the signals employed by mili-
tary police as described in FM 29-5.
■ 108. Route Marking. — Markers may be used to aid a spe-
cific march, or to aid general traffic movements within an
area. Individuals should not be posted where signs can be
used with equal effectiveness. The mission of marking de-
tails Is to post signs which will guide traffic over proper roads
and protect it from traffic conflict and road hazards. The
detail will need a supply of all types of signs, tools for in-
stallation, a marked route map, and a light vehicle. If pos-
sible, signs should be installed well In advance of the column,
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MOTOR TRANSPORT
108-109
preferably the day prior to the march. Signs placed by col-
umn personnel are usually picked up under supervision of the
column trail officer <see par. 60). When movements are to
be made at night, the route should preferably be marked
during daylight. If the column is to be led by a guide, the
guide should go over the marked route during daylight, and
if possible, also at night.
■ 109. Passage or Columns. — a. Considerations affecting
overtaking and passing of individual vehicles (par. 15) also
apply generally to columns. Permission should be obtained
from the trail officer of the overtaken column before passing
Is begun. Traffic control personnel are posted at the head
and tail of the slower or halted column to facilitate the pass-
ing operation, or to prevent it.when passing is unsafe. When
the lane to be used for passing is clear of traffic for the entire
length of the column being passed, the guard at the tail end
of the halted column signals the faster column to move by.
When the last element of the faster column has cleared the
head of the halted column, normal operations are resumed.
Passage of columns should be made at prearranged suitable
locations and during a scheduled halt of the slower column
whenever possible. •
b. On roads where the number of lanes available for
movement is equal to the number of lanes occupied by
the two columns concerned, escort personnel from each
column are responsible that all vehicles are cleared from
the counterflow lane before the arrival of the head of their
respective columns. When any column contains vehicles
of unusual length, such as ponton semitrailers, it may be
necessary to post, guards at curves to prevent conflicts re-
sulting from the rear sweep of these vehicles during the
passing operation.
e. When a one-iane road must be used by columns pro-
ceeding in opposite directions, alternate one-way operation
may be employed, utilizing a traffic control post at each end
of the road. If possible these posts should be connected
by radio, wire, visual, or sound communication. When rapid
communication between ends of the road are not available,
the last vehicle in each group should be distinctively marked
by traffic post personnel admitting group to roadway. This
distinctive marker is picked up by traffic post personnel at
exit of roadway.
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BASIC FIELD MANUAL
■ 110. Halts. — Wherever possible, halts should be confined
to locations where the halt will not Interfere with other traffic
on the roadway. Vehicles should be moved off the road
(preferably to the right) into bivouac or parking areas,
sidings, minor roadways. If it is necessary to halt on the
road, all vehicles must park as far to the right as practicable.
Intersections, railroad crossings, or other cross flow facilities
should not be blocked (or sight distances unnecessarily lim-
ited) by halted vehicles. When a halt must be made to permit
passing of columns, such halt should be timed to coincide with
a regular rest or mess halt. Detailed information pertaining
to halts for march columns is given in paragraph 62.
■ 111. Traffic Escorts a. Functions. — (1) The primary
functions of a traffic escort are to guide a column and to
protect it from interference by vehicles that are not a
part of the column. Signs and signals are used whenever
possible to replace personnel and thus reduce the number of
men required in the escort party or release them for other
duties. Column guidance may be accomplished by desig-
nating a guide to lead the column, by stationing guides at
locations where the column may stray from the march route,
or by using appropriate markers.
(2) Guides are especially useful at night, or when it is
necessary to leave the road and travel over short stretches
of difficult ground, such as along a detour or into a bivouac
or assembly area. If the movement is to be made after
dark, guides should go over the road during daylight (and
preferably also after nightfall) to observe and mark every
detail that will identify the route during darkness. Traffic
escorts establish temporary control posts successively for-
ward at all locations where control is needed. This pro-
cedure is especially important prior to entry of the column
on one lane open roads when there is a possibility of meeting
another column at a location where passing is impossible.
b. Posting escorts . — When escort personnel are mounted
on solo motorcycles, or use other individual transportation
having similar mobility characteristics, they may again be
posted forward as needed. Their greater speed allows them
to proceed ahead of the column to duty at another location.
Ordinarily, however, escort personnel should not be required
to double a moving column. The following system utilizes
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MOTOR TRANSPORT
111
fewer vehicles, but requires more personnel:
(1) Before starting out to post the route, the escort officer
distributes the escort detail in vehicles in such a manner as
to leave one vehicle empty.
(2) The detail moves out sufficiently far in advance to
permit posting of personnel without interfering with the
marching column.
Figure 10. — Method of posting escort personnel.
(3) Assume that the escort commander has three vehicles
in the order A, B, C, from front to rear, and that B and C
each carry five members of the escort, while A carries only the
escort commander and driver. Let point X be the position
of the first location to be posted (fig. 10) .
(4) On or before reaching point X, the escort commander
gives to the driver of vehicle A Instructions for posting point
X. The driver of vehicle A parks his vehicle where it will
not interfere with traffic and assumes the duties of his post.
441574“— 42 7
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BASIC FIELD MANUAL
(The same procedure may be used if two or more persons
are required at the post.) The escort commander then
mounts vehicle B, now at the head of the column, where he is
able to control movements of the escort party and be in posi-
tion to give instructions for posting the next location. In a
similar manner, personnel from vehicle B post locations in
the order 1, 2, 3, 4, and 5.
(5) Vehicle B is left at point Y, the driver being used for
post duty at that point. The remainder of the detail moves
on ahead and posts locations from vehicle C in the same
manner.
(6) When the march column clears point X, vehicle A fol-
lows and picks up personnel at locations 1, 2, 3, 4, and 5. It
then joins the rear of the column in a position just ahead of
the trail officer. In a like manner, when the column and
vehicle A clears point Y, vehicle B follows and picks up post
personnel at successive locations 6, 7, 8, 9, and 10. These
loaded vehicles remain at the rear of the column until a
halt or other condition permits them to pass the column and
rejoin the escort commander.
(7) If posts are numbered consecutively from the beginning
to the end of the route, the escort commander and his assis-
tants will have a means of checking whether any post has
been missed. The error will be detected shortly after it
occurs and only a short distance will have to be traveled to
pick up a missing man. A distinctive flag or sign should be
placed on the trail car so that members of the escort party
can easily identify the end of the column.
■ 112. Traffic Patrols. — Traffic patrols, mounted in small,
highly maneuverable trucks or in motorcycles, are used in
area control to provide liaison between key control points,
supervise traffic between such points, and provide frequent
checking of critical points on the road net when road or traffic
blocks are most likely to develop. (See PM 29-5.)
■ 113. Night Operation. — Traffic control at night is compli-
cated by reduced visibility. The tactical situation will deter-
mine whether headlights are permitted, or whether operation
will be subject to blackout restrictions.
a. With headlights . — Traffic control at night when head-
lights are used is similar to daylight control except that
transmission of visual signals is more difficult and special
94
MOTOR TRANSPORT
113-114
attention must be given to marking the route for night opera-
tion (see FM 29-5).
b- Under blackout conditions . — When movements must be
made with secrecy, and blackout driving lights, blackout
marker lights, or no lights at all are allowed, special control
measures are needed. Signals usually given by hand must
be transmitted by special means, and their range is greatly
reduced. Efficiency of messenger service and motorcycles
is decreased because of decreased mobility. Road time is
increased, and rates of march are more difficult to estimate
and maintain. Plans should be as detailed as possible;
and all arrangements for coordination should be completed
during daylight. Ordinarily, one-way traffic will facilitate
execution and control of movements under blackout condi-
tions, All routes should be carefully reconnoitered, and
traffic control personnel, signs, and signals should all be
posted prior to darkness.
Section VI
TRAFFIC AIDS
■ 114. Traffic Maps. — a. General . — Types of maps used pri-
marily for traffic purposes are indicated in the following sub-
paragraphs. Traffic information presented in graphic form
through use of symbols (see par. 115) may include the fol-
lowing items:
(1) Road net.
(2) Designation and numbering of specific routes.
(3) Identification of traffic terminals, cities, towns, inter-
sections, traffic establishments, and important terrain fea-
tures.
(4) Road data (see par. 88).
(5) Direction of traffic movements.
(6) Control classification of routes.
(7) Traffic flow.
b. Strip map . — Strip maps ale particularly useful to com-
manders of smaller units in organizational column control.
They are used to give a schematic picture of a route of march
and, if desired, information and restrictions pertaining
thereto (see fig. 11). Strip maps should be reproduced In
quantity and supplied to all personnel concerned (including
column commanders, control officers, trail officers, serial an
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