Document text
MHI
Copy 3
FM 101-15
FM 101-15
c i
STAFF OFFICERS’ FIELD MA NUAL J\
TRAFFIC CIRCULATION AND CONTROL
Changes \ WAR DEPARTMENT
No. 1 j Washington 25, D. C., 30 March 1944.
FM 101-15, 13 January 1943, is changed as follows:
■ 9. Definition. — Traffic planning is the progressive and inten-
sive adaptation of road movement to meet existing require-
ments, further the tactical mission, and insure the continu-
ous movement of traffic to and from the forward areas.
Figure I. — Organization for traffic circulation and control.
* * * * *
■ 43. Map Symbols.
* * * * *
b. Road types.
Type of surface
All weather
Earth
Physical characteristics
Paved; such 1
as concrete,
bituminous,
brick, or other
pavement
“"Improved; such as
gravel, crushed rock,
stabilized soil, select
granular material, or
other wearing material
Unimproved;
dusty when
dry, muddy
when wet
Good road (gentle grades,
gradual curves, smooth
surface, good foundation) .
A
C
E
Poor road (steep grades,
sharp curves, rough sur-
face, or poor foundation).
B
i
D
F
(Probably
impassable
In wet
weather.)
^Includes roads of these materials treated with a dust palliative or covered by a
bituminous surface treatment of seal coat.
STAFF OFFICERS’ FIELD MANUAL
■ 53. General. — R egulation as used * * * of individual
columns. It includes the use of traffic control equipment.
Regulation is a function of military police. However, at loca-
tions where engineer work is of prime importance, such as
bridges, ferries, and approaches thereto ; roads under construc-
tion ; and water supply points, the work of the military police
in controlling traffic is subject to such modification or re-
striction by the engineers as the engineer officer in charge
may deem necessary.
* * \ * * *
■ 55. Responsibilities. — The provost marshal is responsible
for all matters pertaining to traffic regulation by military police.
He makes recommendations for the traffic control plan to
traffic headquarters. Responsibility for execution of the con-
trol plan is delegated as indicated in figure 1. '
■ 56. Authority of Military Police. — In the performance of
their duties military police are representatives of the head-
quarters which controls their area, and are not subject to or-
ders from any lesser authority. Military police, when on
traffic duty, assist the movement of columns, make local ad-
justments in routing and scheduling, halt columns temporarily,
and enforce movement priorities in conformity with traffic
plans and orders.
[A. G. BOO. 7 (22 Feb 44).]
By order of the Secretary of War ;
Official: G. C. MARSHALL,
J. A. ULIO, Chief of Staff,
Major Qeneral f
The Adjutant General .
2
570058° — 14
U, S. GOVERNMENT PRINTING OFFICE t t-944
FM 101-15
STAFF OFFICERS’
FIELD MANUAL
TRAFFIC CIRCULATION AND
*
CONTROL
UNITED STATES
GOVERNMENT PRINTING OFFICE
WASHINGTON : 1943
WAR DEPARTMENT,
Washington, January 13, 1943.
PM 101-15, Staff Officers’ Field Manual, Traffic Circulation
and Control, is published for the information and guidance of
all concerned.
This manual contains broad principles and techniques ap-
plicable to large-scale traffic planning, coordination, and
supervision. It is issued for the guidance of staff personnel
charged with traffic circulation and control in divisions and
larger units. Basic techniques pertaining to individual
column movements and their control are contained in
PM 25-10, Motor Transport, and FM 29-5, Military Police.
Logistical data are found in FM 101-10, Staff Officers’ Field
Manual, Organization, Technical and Logistical Data.
[A. G. 062.11 (9-7—42) .]
By order of the Secretary of War:
G. C. MARSHALL,
Chief of Staff .
Official :
J. A. ULIO,
Major General
The Adjutant General.
Distribution :
X
(For explanation of symbols see FM 21-6.)
TABLE OF CONTENTS
Chapter 1. General. Paragraphs Page
Section I. General 1-3 1
II. Organization and coordination 4-8 2
III. Planning 9-14 5
IV. Protective measures 15-18 9
Chapter 2. Intelligence 19—29 11
Chapter 3. Estimate of the situation 30-34 19
Chapter 4. Circulation and routing 35—45 22
Chapter, 5. Schedules 46—52 35
Chapter 6. Regulation 53-62 40
Chapter 7. Terminals 63-66 46
Chapter 8. Orders 67-72 50
Cha p t e r 9. Civilian and evacuation traffic.
Section I. Coordination with civilian traffic 73-81 53
II. Evacuation 82-90 56
Index 63
(III)
FM 101-15
1-2
STAFF OFFICERS’ FIELD MANUAL
TRAFFIC CIRCULATION AND CONTROL
CHAPTER 1
GENERAL
Paragraphs
Section I. General 1-3
II. Organization and coordination 4—8
III. Planning 9-14
IV. Protective measures 15-18
Section I
GENERAL
1. Definition. — Military traffic circulation and control
consists primarily of coordinating and controlling move-
ments of vehicles, animals, foot troops, and civilian refugees
over roadways and within traffic terminals in conformity
with the tactical situation and military needs.
■ 2. Traffic Problem. — The movements of tactical units
and of vehicles engaged in supply and evacuation involve
use of roadways and terminal facilities under conditions
subject to rapid and unpredictable changes. When the
road net is extensive and traffic flow relatively light, the
traffic problem is comparatively simple unless complicated by
enemy activity. However, when the road net is limited or
when flow is heavy, the need for coordination and super-
vision becomes correspondingly greater and detailed traffic
plans may be necessary. This need is intensified when
traffic is subject to mechanized or air attack. Under such
conditions, usually it is necessary to assign priorities to
movements in order of their relatiye importance, specify
routes, schedule movements, limit traffic densities, and pro-
vide field supervision to insure that movements are ex-
ecuted in accordance with the requirements of the situation.
1
3-5
STAFF OFFICERS' FIELD MANUAL
■ 3. Relationship to Combat Operations. — In combat opera-
tions, a numerically superior foe often may be out-ma-
neuvered and defeated by a highly mobile opponent able
swiftly to concentrate superior forces at a decisive point.
Efficient traffic circulation and control insures that the
inherent mobility of modern means of highway transport
is exploited to the utmost. On the other hand, failure prop-
erly to plan and control highway traffic may result in loss
of essential freedom of action, immobilize troops and sup-
plies, and seriously jeopardize the success of combat op-
erations.
Section n
ORGANIZATION AND COORDINATION
■ 4. Organization. — Supervision and coordination of agen-
cies concerned with traffic reconnaissance, planning, and
execution are functions of the G-4 division of the general
staff of each unit. In divisions and higher units, a portion
of the G-4 section is organized into a traffic headquarters.
Specific duties are assigned agencies. These duties are per-
formed in accordance with general principles and policies
approved by the unit commander. Organization for traffic
circulation and control is shown in figure 1 (see par. 6b for
regulating officer).
■ 5. Traffic Headquarters. — Traffic headquarters operates
under an assistant G-4 of each division and higher unit,
or of each service command, port of embarkation, or similar
administrative headquarters provided with a general staff.
Traffic headquarters is charged with the following:
a. Receipt, correlation, and dissemination of traffic in*-
formation.
b. Preparation of traffic circulation and control plans.
c. Supervision over and coordination of agencies furnishing
traffic information and executing traffic plans.
d. Coordination with civilian traffic authorities.
e. Submission of traffic reports to higher and lower head-
quarters.
/. Supervision of driver selection and training.
2
TRAFFIC CIRCULATION AND CONTROL
ENGINEER
Road and bridge reconnaissance
Recommendations* for traffic
circulation
Road maps
Supply of signs and route marking
material
Regulation of traffic ot locations
where engineer work is of prime
importance
Construction, repair, and maintenance
of roads and bridges
PROVOST MARSHAL
Traffic control reconnaissance
Recommendations for control plan
Execution of regulatory measures
for traffic control, including
sign posting and route marking
Local rerouting and rescheduling
in emergencies
Provision of information and
directions along routes
Reports of traffic obstructions
and damage to roads
COMMANDERS OF SUBORDINATE UNITS
Driver selection and training
March discipline
Column control
Guides and guards
NOTE:— Other essential services include:—
Communications (telephone, telegraph, or radio) provided
by the Signal Corps.
First and second echelon maintenance by subordinate units.
Third and fourth echelon maintenance provided by the
Ordnance, or other service which provides the
vehicle.
COMMAND.
SUPERVISION:
LIAISON
Figure 1 . — Organization for traffic circulation and control.
3
6-8 STAFF OFFICERS' FIELD MANUAL
■ 6. Coordination. — a. Each traffic headquarters plans traf-
fic circulation and control within its own area in conformity
with the plans of higher authority. In planning movements
of troops, G—4 coordinates with G-3 on tactical plans, secrecy,
and transportation requirements. Plans of subordinate units
are approved by the next higher echelon of command when
there is a possibility of conflict with adjacent or higher units,
when the movement is part of a movement of higher echelon,
or when the subordinate unit moves outside of its own area
or zone of movement.
b. When the rail system is supplemented or replaced by
motor transport, the regulating officer may be charged with
the control of road movements in supply and evacuation be-
tween the communications zone and the combat zone. In
such cases, G— 4 of the theater commander's staff coordinates
the traffic functions of the various traffic headquarters of the
theater and those of the regulating officer.
c. In the zone of the interior, traffic headquarters estab-
lishes initial contact and arranges for any necessary coordina-
tion with civilian traffic authorities. Although local arrange-
ments pertaining to traffic circulation and control may be
worked out by agencies immediately concerned, traffic head-
quarters is responsible that duplicate, conflicting, or unco-
ordinated requests are not made to civilian traffic authorities.
To effect this coordination, traffic headquarters issues such
directives and requires such reports as are necessary.
■ 7. Information. — Traffic information is kept up to date
and so consolidated that it is immediately available for use
when needed. All agencies collecting or possessing traffic
information (see ch. 2) are responsible for the prompt for-
warding of this information to traffic headquarters. The col-
lection and forwarding of traffic information in the order
and form required is facilitated by use of an appropriate
standing operating procedure.
■ 8. Supervision. — a. In its exercise of staff supervision in
traffic matters over agencies charged with reconnaissance and
execution, traffic headquarters requires such reports and
makes such inspections as may be necessary to insure efficient
traffic operation. Prompt reports are required on all changes
4
TRAFFIC CIRCULATION AND CONTROL 8-12
in road net, on emergency rerouting or other divergence from
approved plans, on progress of scheduled movements, and on
other traffic matters as directed.
b. On receipt from the military police, engineers, or column
commanders of reports concerning changes in the traffic
situation or emergency measures taken in the field, traffic
headquarters takes immediate steps to coordinate traffic as
required by the new situation. New or amended orders are
conveyed promptly to column commanders, military police,
engineers, and other agencies affected by these changes.
Section III
PLANNING
■ 9. Definition. — Traffic planning is the progressive and
continuous adaptation of road movement to the changing
needs of the tactical situation.
■ 10. Basis of Traffic Plan. — The general plan of traffic
circulation and control normally is built around the system
of supply and evacuation, since movements connected there-
with are more readily determined and are of a recurring
nature. Troop movements are superimposed on and are
given preference over supply and evacuation traffic in accord-
ance with tactical requirements. General supply principles
are covered in FM 100-10 and PM 100-15.
■ 11. Space and Time. — Whenever practicable, concurrent
movements are separated in space by assignment to separate,
nonconflicting zones of movement, routes, or traffic lanes.
Whenever the road net is inadequate or other considerations
produce unavoidable route conflicts, a time apportionment
of roadway use must be made, and movements must be sched-
uled or timed to avoid conflict.
■ 12. Requirements of Traffic Plan. — In order that the
traffic mission may be accomplished under the changing and
unpredictable conditions to which military traffic is subject,
the following are fundamental requirement’s of traffic plans:
a. Flexibility . — Flans must be adaptable to ready modifica-
tion, expansion, or alteration.
503289°— 43— 2
5
12-13
STAFF OFFICERS' FIELD MANUAL
b. Simplicity. — Plans should be simple and contain no more
detail than necessary.
- c. Minimum restrictions . — Plans should impose only those
traffic controls necessary to obtain desired results. Traffic
circulation and control should never be prescribed farther
to the front than required by actual needs of traffic.
d. Alternate plans. — Alternate plans, ready for execution,
enhance flexibility and facilitate rapid change to meet new
traffic requirements in a given tactical situation.
e. Provision for future operations . — Plans should be pre-
pared to meet traffic requirements of probable future
operations.
/. Communication. — Traffic plans must provide the signal
communication system necessary for proper execution. The
communication system must provide such connections be-
tween traffic headquarters and traffic control personnel and
column commanders as are necessary to permit rapid trans-
mission of orders and exchange of information (par. 60).
g. Security and secrecy. — Plans should provide for maxi-
mum protection from hostile surprise,’ artifice, observation,
and attack.
h. Timely issuance of orders. — Sufficient time must be pro-
vided to subordinate units for reconnaissance and planning
for organization of their movements in accordance with
designated traffic priorities and restrictions, and for accom-
plishment of their assigned missions.
■ 13. Planning Phases. — Although there are no definite lines
of demarcation between planning phases, planning procedure
may be divided into overlapping steps as follows:
a. Intelligence. — Information needed for planning includes
a complete understanding as to “what” is to be moved, and
“how”, “when”, from “where” to “where”, and “why”; road
and operational data; policies, priorities, and restrictions im-
posed by higher authority; existing traffic flow; time avail-
able for movement; tactical and protective limitations im-
posed by enemy capabilities; and the need for secrecy.
(See ch. 2.)
b . Estimate of traffic situation. — The estimate of a par-
ticular traffic situation includes an evaluation of available
6
TRAFFIC CIRCULATION AND CONTROL
13-14
information, analysis of possible lines of opposing action,
and study of the various possible means of accomplishing
the traffic mission. On the basis of this estimate, a decision
as to the broad basis of the traffic plan is reached. (See
ch. 3.)
c. Traffic circulation. — The plan for traffic circulation will
give assignment of routes, direction of movements, and res-
ervation of or restrictions placed on certain roads. (See
ch. 4.)
d. Traffic schedules. — Traffic scheduling is a means of
assigning routes, making a time apportionment of roadway
use, insuring traffic priorities, coordinating arrivals and de-
partures, preventing traffic congestion, controlling average
speed, and limiting average densities. (See ch. 5.)
e. Control. — Control measures are planned to facilitate
traffic movement and provide regulation not exercised by
the column. (See ch. 6.)
/. Protective measures . — Necessary protective measures
attainable by routing, scheduling, limitations on traffic
density and use of lights, secrecy, and similar means are
included in traffic plans. Recommendations are made to the
area commander regarding measures needed for protection
of traffic within the area. (See par. 17.)
g . Classification of routes . — Routes are classified according
to the degree of control exercised and restrictions imposed
on their use. (See par. 58.)
h. Communication . — Communication is planned to provide
coordination and control of movements and of the agencies
concerned therewith. (See par. 60.)
i. Traffic orders. — The preceding phases culminate in or-
ders which initiate traffic operations. (See ch. 8.)
j. Test of plan . — The traffic circulation and control plan
should be checked to insure that it permits all traffic missions
to be consummated with minimum interference between
columns and with maximum security, speed, and comfort
commensurate with tactical requirements.
■ 14. Plans for Future Actions. — a. General. — Continuity
of traffic operations is achieved by coordinating current and
contemplated actions. Current operations are transitionary
7
14
STAFF OFFICERS' FIELD MANUAL
and furnish a foundation for subsequent traffic activities. As
a military situation may change rapidly to one requiring an-
other course of action, broad traffic plans for possible events
should be prepared in advance and kept up to date. Traffic
headquarters becomes familiar with the situation in areas of
lower echelons through reports and inspections of traffic cir-
culation and control. Thus, it is prepared to route and sched-
ule any necessary movements into or across areas occupied
by lower echelons.
5. Advance or attack . — Prior to occupation of a new area
by advance, attack, or landing operations, thorough prepara-
tion of provisional plans for traffic circulation and control,
including engineer reconnaissance, and repair work, is es-
sential. Information pertaining to the road net may include
maps, aerial photographs, and other data obtained through
G^2. The plan of tactical operations and the transportation
involved are studied and tentative traffic plans in conformity
therewith are made ready for immediate execution. When
lower echelons move forward, higher echelons must be pre-
pared to. take over their areas.
c. Defense . — Active defense calls for continual adjustment
of traffic plans along lines adopted to meet the hostile attack.
Particular attention is given to possible movements of our
own tank destroyer units and other mobile counterattack
elements.
d. Retrograde movements . — When the probable need for
retrograde movement is recognized, previously prepared gen-
eral plans are developed in as complete detail as time for
reconnaissance, planning, and execution permits. Each
echelon of command makes the general plans for movement
of the next lower echelon and retains control of its own area
until the lower echelon is prepared to assume control. Con-
sideration must be given to the tactical plan, especially to
location of road blocks, routes to be demolished or con-
taminated on inception of retrograde movement, and routes
to be used for retirement. The demand which is made on
the road net by heavy refugee movements and evacuation of
military supplies should be anticipated and traffic control
personnel reenforced by other available troops as necessary.
8
TRAFFIC CIRCULATION AND CONTROL
15-17
Section IV
PROTECTIVE MEASURES
■ 15. General. — a. The plan of traffic operations is affected
vitally by protection afforded to traffic movements. Protec-
tive measures that may be provided by the manner of traffic
operations are included in traffic plans. The higher com-
mander prescribes security and secrecy measures for the pro-
tection of the command as a whole or coordinates those
adopted by subordinate commanders. Each area commander
adopts the measures necessary for his own local protection,
including the protection of his lines of communication unless
such protection is furnished by the higher commander. Each
column commander is responsible for the employment of
whatever means he has available to provide security and
secrecy for his own command.
b. The G-2 section plans protective concealment measures
pertaining to counterintelligence. The planning for and
supervision of activities concerning security measures and
tactical measures to preserve secrecy are functions of the
G-3 section. The G-4 section, in addition to prescribing the
manner of traffic movements, makes such recommendations
concerning protection of the roadnet and traffic movements
thereon as it deems necessary.
■ 16. Column Security. — For protective measures taken by
commanders of individual columns, see FM 25-10.
■ 17. Area Security. — Measures which contribute to or pro-
vide security or secrecy of movement within an area may
include —
a. Antiaircraft and ground protection at critical locations
(such as bridges, intersections, and terminals) and on ave-
nues favorable for hostile approach thereto.
b. Imposition of radio silence.
c. Designation of line beyond which lights are prohibited.
d. Dispersion and camouflage of terminals and installations
within such establishments.
e. Camouflage of intersections. Camouflage of important
intersections may be accomplished by screening and painting
and by installation of decoy intersections.
9
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STAFF OFFICERS" FIELD MANUAL
f. Use of smoke. Smoke may be used to screen movements
from enemy ground or aerial observers. In order not to
interfere with movements so screened, care should be taken
to place smoke well above or to one side of such movements.
g. Routing and scheduling —
(1) To prevent accumulation of traffic at intersections.
(2) To limit traffic density when columns are marching
parallel on the same route.
(3) To avoid indicating terminals by preventing simul-
taneous convergence of columns and overconcentration of
traffic.
(4) To obtain deception by prescribing indirect courses
from origin to destination or by bypassing important inter-
sections.
h. Use of infiltration marching (FM 25-10).
i . Employment of night marches.
j. Frequent check of control personnel and traffic aids
to insure their continued functioning. Precautions are taken
to insure against the subversive replacement of traffic per-
sonnel by saboteurs or the rearrangement or destruction
of traffic signs, obstacle markers, and road delineators. 1 Re-
placements may be required after air or artillery bombard-
ment.
■ 18. Blackout Marches. — Night marches without lights or
with the aid of blackout lights and devices, and marches
during periods of mist or ground haze, provide reasonable
security from enemy observation. Routes should be well
marked and guides should be furnished when practicable.
Measures prescribed to maintain secrecy may include —
a. Halting, or clearing of road, when flares are dropped.
b. Movement of motor and animal elements by bounds
between successive areas of concealment.
c. Prohibiting smoking and lighting of matches.
d. Restrictions as to use of flashlights and other lighting
equipment.
e. Suppression of talking and unnecessary noise when
near the enemy.
1 Road delineators are markers (including luminous or reflective
devices and contrasting colors) placed within or immediately ad-
jacent to the traveled portion of the roadway for the purpose
of defining obstacle limits, traffic lanes, and roadway alinement.
10
CHAPTER 2
INTELLIGENCE
■ 19. General. — Information concerning traffic require-
ments, facilities available, and conditions affecting opera-
tions is evaluated, correlated, and interpreted to produce
traffic intelligence. Basic data outlined in this chapter are
obtained through liaison channels and from reports, situa-
tion maps, orders, and field reconnaissance. Usual sources
of traffic intelligence are shown schematically in figure 2.
■ 20. Data on Units. — a. Up-to-date information pertain-
ing to each unit of the command should be readily available
at all times. These data comprise such items as organiza-
tion, strength, amount and type of organic transport (includ-
ing animals and animal -drawn vehicles) , normal method of
movement (whether foot, motorized, or by shuttling) , normal
needs for additional transport, standing operating procedure,
road space and time-length of normal march units, average
rate and length of marches, and similar data bearing on
march capabilities of the unit.
b. By means of periodic reports, traffic headquarters is kept
informed on available motor transport, whether organic, in
quartermaster units, or in pools. (See Form 18, G-4 Periodic
Report, FM 101-5.)
■ 21. Vehicle Characteristics. — The characteristics of ve-
hicles must be considered so far as they influence traffic
operations. Thus, in the selection of routes, consideration
must be given to such vehicle characteristics as weight*
length, width, height, turning radius, fording and hill-climb-
ing ability, and capacity for carrying troops or supplies*
Vehicular speeds and range without refueling are con-
siderations in locating automotive supply installations and
determining length of marches. Adjustments to carburetor,
cooling system, or other equipment, and use of auxiliary
equipment may be necessary for operation at high altitudes
or under extreme conditions of cold, heat, or moisture. Cross-
country ability, armor, speed, range, and special equipment
may be considerations in the selection of vehicles for special
tasks.
11
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STAFF OFFICERS' FIELD MANUAL
■ 22. Characteristics of Motor Columns. — The limitations
of individual vehicles determine the mechanical and physical
limitations of the column. Hence, march units should be
composed of vehicles having similar road performance char-
acteristics. Vehicle capabilities, driver training, march dis-
cipline, character of road, conditions of operation, and col-
umn control normally determine performance of columns.
Road space, time-length, and traffic flow are dependent on
speed and type of movement. For characteristics of infiltra-
tion and open and close column marching, see FM 25-10.
■ 23. Characteristics of Foot and Animal Columns. — Char-
acteristics of foot and animal columns that may be important
in assigning routes and schedules are:
a. Fatigue. — To minimize fatigue, routes assigned foot and
animal columns should be as direct as practicable. Foot
troops may disregard direction of movement prescribed for
vehicular traffic unless traffic flow is very heavy and the
roadway inadequate.
b. Slow rates of march. — For rates of march of foot and
animal columns, see FM 101-10. Due to speed differentials,
conflicts will occur when motor and foot columns use the
same roadway. Wherever practicable, therefore, separate
routes are used for the different types of traffic. If separate
routes are not available, conflict is avoided by scheduling,
by having columns move to one side and halt while overtak-
ing column passes, or by having foot columns march on
side(s) of road thereby leaving major portion of roads free
for passage of higher speed traffic.
c. Cross-country ability. — The cross-country ability of foot
and animal columns permits these columns to utilize routes
that are impassable by motor. Before assigning such routes,
the degree of fatigue resulting from their use should be
considered.
■ 24. Information From Other Headquarters. — a. General
plans and policies . — Information relating to general traffic
plans and policies and to restrictions and limitations imposed
by higher authority is obtained from current orders and
standing operating procedure (ch. 8). Items thus established
may include designation of area under unit controls, reserva-
12
TRAFFIC CIRCULATION AND CONTROL
24-25
tion or other classification of certain routes, special priori-
ties, location of certain supply and evacuation installations,
and designation of the light line and of the line beyond which
nontactical movements are not permitted. In addition, liai-
son must be effected to provide coordination during changing
situation. New orders and tactical plans must be analyzed
to determine their effect on traffic plans.
b. Adjacent headquarters . — Pertinent traffic information
from adjacent units can be obtained through normal liaison
channels. Except when higher headquarters effects necessary
coordination, information is required in connection with any
interchange of traffic between areas or use of common routes.
c. Lower headquarters . — Information used by lower head-
quarters in preparing traffic plans will prove of value to higher
units as they move forward to take over the same area, or
whenever they route columns through areas normally under
control of the lower echelon.
■ 25. Tactical Situation and Mission. — a. General. — Infor-
mation of the tactical situation and tactical plans is neces-
sary for guidance in formulating traffic plans. Particular
attention is devoted to those tactical aspects that have a
direct bearing on traffic operations. Consideration must also
be given to probable future action in order to insure that
traffic plans are made comprehensive and adaptable to chang-
ing situations.
503289° — 43 — 3
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25
STAFF OFFICERS'
FIELD MANUAL
14
Ei/acuotion ptgns j 1 | Movements of cosualtics
Figure 2. — Sources of traffic intelligence (channels not shown).
TRAFFIC CIRCULATION AND CONTROL
25-26
b. Troop movements. — Information necessary in planning
troop movements includes size, location, and destination (s)
of units involved. Priorities, desired time(s) of arrival, and
other planning data will be indicated by the G-3 section of
the staff. As part of the traffic information map, traffic
headquarters will keep a continuous record of the location
of all major units. Traffic headquarters may require that
all units which move within the area under their jurisdic-
tion keep them informed as to time of proposed move-
ments, developments during movements, and all changes
in schedule or routing. Routine movements or movements
involving only a small number of vehicles may be omitted
from such reports.
c. Supply and evacuation. — The volume of traffic required
to haul ammunition, gasoline, and other supplies; the num-
ber of casualties and prisoners to be evacuated ; and the dis-
placement of evacuation installations will depend on the
intensity and progress of combat action.
d. Time. — The basic time limitation for all major move-
ments is that command decision which states the hour at
which the attack, embarkation, concentration, or other ac-
tion will take place. Knowing this, the available time must
be allocated as required, to reconnaissance, planning, issu-
ance of orders, coordination between units, preparation of
units for movement, and execution of movements. Back-
ground information needed in connection with allotment
of time includes knowledge of time required for each of
the foregoing activities, time-length of units, and time-
distance of routes to be covered.
e . Enemy capabilities. — The presence, absence, or prob-
ability of enemy activities (particularly air, mechanized, or
guerilla activities) will influence selection of routes, times
of movements, control measures, active and passive defense
measures, type of march, and location of terminals.
/. Priorities. — General priorities may be listed in standing
operating procedure. Specific priorities for a given move,
or reservation of routes for special movements, will be desig-
nated as required by tactical and administrative plans.
■ 26. Reconnaissance. — a . General. — Since time available
for reconnaissance usually is limited, priority must be given
15
26
STAFF OFFICERS" FIELD MANUAL
to collection of essential information. This information must
be accurate and kept up to date.
b. Road and bridge data. — Much valuable road and bridge
information is obtainable from studies of maps and aerial
photographs, from civilian authorities, and from organiza-
tions which have operated previously in an area; but such
information must be verified and brought up to date through
field reconnaissance. The following data may be supplied by
engineer reconnaissance units:
(1) Map or sketch of road net, including detours and
alternate routes available.
(2) Physical characteristics of roads, including type of
surface, condition, and road width or number of lanes (see
par. 44) .
(3) Location, type, and characteristics of limiting roadway
features and appurtenances (such as bridges, underpasses,
steep grades, one-way defiles) . Items applicable thereto may
include load-carrying capacity, width, condition of ap-
proaches, vertical clearance, limitations on speed and inter -
vehicular spacings, and effect of possible demolitions.
(4) Mileage and time -distance between important road
intersections.
(5) Location and character of road blocks, such as de-
molished bridges, mine fields, and road craters. (This in-
formation should be reported immediately upon discovery
by any unit.) -
(6) Progress of road and bridge repair and construction.
(7) Location and characteristics of facilities for turning,
parking, and halting, with special attention to defiladed or
forest-covered stretches which offer protection from enemy
observation or fire.
(8) Sites, approaches, and conditions of possible crossings
other than existing bridges (such as fords, ferries, potential
bridge sites) .
(9) Sections of important roads where engineer assistance
is or may be required because of difficult operating conditions,
and the amount and availability of such assistance.
c. Control requirements. — Military police obtain informa-
tion concerning —
(1) Organization of area for control purposes.
16
TRAFFIC CIRCULATION AND CONTROL
26-29
(2) Requirements for traffic control posts and patrols,
including location and number of personnel.
(3) Requirements for traffic aids, such as signs and road
delineators.
(4) Control classification of routes.
(5) Control techniques to be employed.
(6) Communication requirements.
(7) Existing traffic flow.
■ 27. Terminals. — For details concerning the location, lay-
out, and operation of terminals, see chapter 7.
a. Supply installations. — To correlate traffic movements to,
within, and from a supply terminal, the following informa-
tion may be required:
(1) Type of installation (such as railhead, water supply
point) .
(2) Class and amount of supplies handled.
(3) Units to be served.
(4) Exact location.
(5) Lay-out of road net, including parking space and turn-
arounds.
(6) Capacity for loading and unloading vehicles.
(7) Time of opening and closing, and normal hours of
operation, including schedules for various units served.
b. Bivouac areas, camp sites, and other troop installa-
tions. — In planning for the traffic control requirements of an
area to be occupied by troops, information of value will in-
clude exact location, road net around and within the area,
subareas assigned to units, and location of nearby supply
installations. Flans for subsequent circulation and control
will be based on this same information, supplemented by
observation of current traffic conditions.
■ 28. Civilian Coordination. — Much valuable traffic infor-
mation can be obtained from civilian authorities. Coordi-
nation of military and civilian movements, including civilian
evacuation procedure, is discussed in chapter 9.
■ 29. Recording of Information. — a. Most traffic informa-
tion is readily portrayed on a large-scale map of the area
concerned. Road and bridge data are applied directly by
use of symbols (see par. 43) . The map is then covered with
17
29
STAFF OFFICERS' FIELD MANUAL
a transparent sheet, if such is available. Pins or other suit-
able means are used to show locations of traffic posts, termi-
nals, command posts, other pertinent establishments, and
troop units. Control area boundaries, plan of circulation,
progress of movements, and changes in routing may be
superimposed by use of erasable crayon. Upon completion
of a movement, the crayon line is erased and subsequent
movements shown. Changes in road and bridge conditions
are likewise indicated by use of erasable crayon.
b. Records of contemplated and completed movements
may be kept in reference file until they have served their
purpose. A file containing pertinent traffic orders should
also be available.
18
CHAPTER 3
ESTIMATE OF THE SITUATION
■ 30. General. — The estimate of the traffic situation involves
a consideration of broad aspects of the problem of circula-
tion and control and results in a decision as to a general
outline of traffic operations. This estimate requires a basic
knowledge of all factors influencing military traffic, fami-
liarity with the most recent information pertaining to the
problem at hand, continual alertness to present and probable
traffic requirements, and an appreciation of effects that will
result from decisions made. The estimate may be made an
orderly process by giving consideration in turn to the follow-
ing:
a. Traffic mission.
b. Facilities available and limitations under which mission
must be accomplished.
c. Analysis of possible lines of action.
d. Decision.
■ 31. Traffic Mission. — The general traffic mission is to pro-
vide for expeditious and uninterrupted movement of troops
and supplies, and orderly and efficient evacuation of casual-
ties, prisoners, refugees, and materiel, in conformity with
tactical and administrative plans. Specific missions may be
assigned by higher authority or determined by special tactical
needs.
■ 32. Facilities and Limitations. — The quantity, type, limit-
ing characteristics, and condition of available facilities and
equipment, and the tactical limitations under which the mis-
sion must be accomplished are conveniently considered under
the following headings:
a. Tactical situation; plans of own, higher, and adjacent
headquarters.
b. Enemy capabilities, as they affect routing, scheduling,
permissible traffic densities, formation and composition of
columns, blackout operations, use of signal communication,
and active protective measures.
c. Available facilities and equipment:
(1) Road net, including bridges and stream crossings.
19
32-33
STAFF OFFICERS’ FIELD MANUAL
(2) Vehicles or other forms of highway transportation.
(3) Communication facilities.
(4) Traffic control equipment.
(5) Automotive supplies and repair facilities.
d. Number, training, and condition of traffic personnel.
e. Present and probable traffic conditions.
/. Weather conditions.
g. Time available.
■ 33. Analysis. — Consideration of all factors involved and
study of available facts of the situation and their probable
effect on traffic operations will reveal possible lines of action
which favor fulfillment of the traffic mission. Further anal-
ysis must be made of each favorable line of action in light
of enemy capabilities, to hinder accomplishment of the traffic
mission. The following steps will aid in analyzing possible
lines of action. These steps may be abbreviated in simple
situations or when time does not permit a deliberate con-
sideration of each step in turn. Continuous attention is
given to future traffic requirements.
a. Space control. — The need for and extent of space con-
trol is determined as indicated in chapter 4. Tentative plans
for general circulation, reservation of routes, and routing
of important movements are considered.
b. Time control. — Determination of the need for time con-
trol or scheduling is discussed in chapter 5. For purposes
of analysis, usually it is sufficient to determine only if sched-
ules are needed and can be applied within limitations imposed
by the traffic mission.
c. Protective measures. — Enemy capabilities within the
areas involved will determine type and amount of protec-
tive measures necessary. Consideration of type of enemy
activity (such as air, mechanized, or guerilla) , as well as
the extent of this activity, is important. Need for passive
protection must be weighed against urgency of accomplish-
ing movements, availability of active protection, and effect
upon routes and schedules. (See ch. 1.)
d. Regulation. — Details of regulations as regards routing
and scheduling will have been determined in the preceding
steps. Methods, means, and organization employed to super-
20
TRAFFIC CIRCULATION AND CONTROL 33-34
vise execution are indicated in chapter 6. For purposes
of evaluation, it is necessary to determine only if efficient
regulation can be obtained with the personnel and facilities
available.
■ 34. Decision. — The decision as to the general traffic plan
results from integration and correlation of steps described
in preceding paragraphs. Details are worked out after the
basic decision has been made. Time available for detailed
planning, transmission of plan to those involved, and ex-
ecution of movements usually can be determined from the
basic plan. When time is limited, warning and fragmentary
orders (ch. 8) should be issued as soon as practicable.
503289°— 43 — 4
21
CHAPTER 4
CIRCULATION AND ROUTING
■ 35. General. — The traffic circulation plan serves as a basis
for routing all classes of movements over an area road net
in accordance with tactical and administrative requirements
and traffic and load capacities of roads and bridges. The
plan is formulated primarily to provide for the expeditious
movement of vehicles involved in routine supply and evacua-
tion and to insure that such movements do not interfere with
essential tactical traffic. Provisions are made in the circu-
lation plan for tactical traffic so far as it can be foreseen.
a. Tactical movements . — Traffic requirements of combat
troops must be given priority; therefore, the probability of
combat movements and their effect upon routine movements
must be considered. This applies generally to all troop
movements, but more particularly to movements of special
tactical units such as tank destroyer units, armored units,
troops assigned to combat hostile parachutists, and other
reserve units. The tactical situation may demand that these
troops be rushed immediately to any one of several probable
locations to meet an enemy attack or to participate in a
planned attack by friendly forces. Routes contemplated for
use by such units should be reserved if alternate routes for
other movements are available. Otherwise, such routes
should be operated as dispatch routes (par. 58) and routine
traffic thereon limited at all times, so far as practicable, to
afford greatest possible freedom to tactical movements.
When an attack, either by the enemy or by our own forces,
is imminent, nontactical traffic on all roads is held to the
minimum commensurate with immediate needs.
b. Supply and evacuation movements . — The large number
of vehicles engaged in routine supply and evacuation, includ-
ing movements of lower units engaged in local supply activi-
ties (such as water supply), must have ready access to all
terminals involved. The circulation plan, therefore, must
provide for the expeditious movement of this traffic from
origin (s) to destination (s) and return. In the event that
certain routes are needed for tactical movements, provisions
22
TRAFFIC CIRCULATION AND CONTROL
35-36
should be made to accommodate supply and evacuation
movements on remaining routes.
c. Miscellaneous movements . — Miscellaneous movements
include movements of engineer, signal, and military police
vehicles performing their respective repair, maintenance, and
patrol functions; movements of special service and supply
vehicles (for example, Army Air Forces, Chemical Warfare
Service, Ordnance) ; movements of individual vehicles such
as staff cars and messenger vehicles; other sporadic military
traffic; and essential civilian traffic. So far as practicable,
the circulation plan should permit the movement of such
traffic and not require it to use circuitous routes unneces-
sarily. Vehicles such as command, reconnaissance, com-
munication, maintenance, and repair on a definite mission
may be permitted to move contrary to prescribed direction
of movement on one-way roads provided they yield the right-
of-way to traffic moving in the proper direction.
■ 36. Basic Requirements. — The general characteristics re-
quired of plans for traffic circulation and control are indi-
cated in chapter 1, section III. The traffic circulation plan
should be the simplest which will serve the requirements of
the situation. Unnecessary regulations or restrictions on use
of roads are avoided. Thus, circulation rarely is prescribed
forward of the artillery position areas, since heavy and con-
tinuous traffic is not expected beyond these points. Similarly,
when the road net is extensive and traffic is light, the only
restrictions ordinarily imposed are to insure that roads and
bridges having low weight carrying ability or limited clear-
ances are not used by vehicles exceeding such limitations.
Since enemy activities or weather conditions may temporarily
limit the use of any road and the tactical situation may
demand unforeseen troop movements, flexibility is an in-
herent requirement. The prescribed traffic circulation plan
should allow the selection of alternative routes which are
readily reached from normal routes. Likewise, traffic should
be so routed that it is enabled to detour quickly to other
roads or to clear the route for passage of special movements.
Probable destruction or impairment of important structures
of the road net is anticipated, and steps are taken to provide
facilities for emergency use.
23
37-38
STAFF OFFICERS' FIELD MANUAL
■ 37. Engineer Services. — Excessive speeds, overloading of
roads and bridges, heavy and continuous traffic on roads with
poor surface or subgrade, and use of roads in need of repair
will cause roads and bridges to deteriorate rapidly. Recom-
mendations for the protection of the road net from such
abuse are submitted by the unit engineer as a result of his
reconnaissance (par. 26b). These recommendations must be
given careful consideration in formulating the circulation
plan and routing traffic. Consideration is likewise given to
probable need for essential engineer construction work and
assistance to vehicles in negotiating important roads and
stream crossings under adverse conditions. Requests for en-
gineer assistance are kept to the minimum consistent with
proper accomplishment of the traffic mission.
■ 38. Traffic Capacity and Flow. — a. Traffic capacity . — Traf-
fic capacity is an inherent quality of a roadway and can be
increased only by the improvement of facilities afforded for
movement. The traffic capacity of a route or system of high-
ways can be defined as the maximum traffic volume which
can be accommodated in vehicles per unit of time. It is
dependent on —
(1) Allowable speed.
(2) Available lanes.
(3) Permissible density (vehicles per unit of distance).
Allowable speed depends upon road conditions, such as width
of lanes and shoulders, type and condition of surface, curva-
ture, and gradient, and also on the tactical situation.
b. Traffic flow. — Traffic flow is defined as the number of
vehicles which pass a given point in a given period of time
(for example, 500 vehicles per hour) . Flow attainable is
limited to the capacity of the worst traffic bottleneck en-
countered and is dependent on factors which affect vehicular
speed and traffic density. (For traffic flow data, see FM
25-10.)
c. Computations in planning . — Traffic flow estimates are
based on consideration of the number of personnel and
amount of supplies and material to be moved; the amount,
capacity, type, and use of highway transportation available;
conditions influencing vehicular speeds and traffic densities;
24
TRAFFIC CIRCULATION AND CONTROL
38-40
and time available for movements. In estimating traffic
flow, allowance must be made for miscellaneous movements
(par. 35c) unless such movements are denied access to routes
contemplated. This estimated traffic flow is then allocated
to as many of the available routes as are necessary to accom-
modate it within the time available without exceeding per-
missible traffic densities.
■ 39. Main Supply Road (M. S. R.). — a. Purpose . — Keeping
all roads open at all times may be impractical or physically
impossible because of the amount of engineer work entailed
in such an undertaking. Since it is desirable that at least
one axial route be kept open for each division, one road,
known as the main supply road, ordinarily is designated as
the route to be kept open. Engineer units have the mis-
sion of performing such maintenance and repair functions
and furnishing such assistance to vehicles as are necessary to
keep traffic moving on main supply roads, regardless of
weather, enemy activity, or other difficulties.
b. Designation . — General considerations in designating
routes are given in paragraph 42. Main supply roads, when
designated, should give easy access to the greatest number of
terminals. In selecting main supply roads, consideration
should be given to those roads which are least subject to
deterioration by bad weather or heavy traffic and which
provide continuous routes throughout army, corps, and divi-
sion service areas. Engineer considerations are contained
in paragraph 37. Roads which provide natural cover and
defilade from enemy observation and fire are selected,
provided other conditions are met.
c. Use . — The main supply road is not intended to be the
road by which all supply and evacuation must move. On
the contrary, traffic normally is dispersed over all roads not
reserved for some other specific purpose, and is routed as
indicated in paragraph 44. Overconcentration of traffic on
the main supply road must be avoided, and rigid control is
exercised to regulate all traffic thereon during critical periods
when other roads are not available.
■ 40. One-Way Roads. — a. General. — Ordinarily, multiple-
lane roads are operated as two-way roads unless one-way
25
40
STAFF OFFICERS' FIELD MANUAL
traffic is absolutely necessary. One-way routing is not pre-
scribed without careful study as to its full effect on traffic,
both on the roadway concerned and on the road net as a
whole. Thus, care is exercised to insure that access to or
egress from any installation is not denied to traffic, that
time-distances 1 between important terminals are not unduly
increased, that vehicles are not forced to use hazardous
roads unnecessarily, and that long back-hauls are not re-
quired. Ordinarily, one-way routes are designated in pairs
so that traffic in both directions is accommodated. The use
of a one-lane road alternately in opposite directions ordi-
narily involves excessive traffic delays with halts on the ap-
proaches thereto and requires a well -organized control sys-
tem which may include posting of control personnel, installa-
tion of control devices and communication facilities, and
scheduling the use of the one-way section. Therefore, such
operation is avoided unless absolutely necessary because of
unavailability of other routes or the greater time consumed
in use of circuitous routes. Whenever the need for one-way
routing ceases, restrictions on direction of movements are
withdrawn promptly and one-way signs removed.
b. When warranted. — One-way movement may be pre-
scribed under the following conditions:
(1) On one-lane roadways. (A one-lane road, if used,
must be operated as a one-way road either permanently in
one direction or alternately in opposite directions.)
(2) On multiple-lane roadways when the full traffic capac-
ity of the roadway is desired for movement in a single
direction.
(3) When traffic flow can be facilitated by reducing the
number of conflicting traffic streams.
(4) When it is essential to simplify traffic control at
heavily traveled or complex intersections.
(5) When two parallel roads form a loop that permits
traffic to move to its terminal by one road and return by the
other.
c. Blackout operations. — One-way routing is especially
advantageous in minimizing traffic accidents and conflicts
1 Time-distance is the time required to move from one point to
another at a given rate of speed.
26
TRAFFIC CIRCULATION AND CONTROL
40-42
and preventing congestion during blackout operations. Even
under blackout conditions, however, the factors stated in a
above must be given due consideration before one-way
operation is prescribed.
■ 41. Enforcement. — Restrictions on use or roads require
personnel and control facilities for enforcement. An im-
portant consideration in formulating the circulation plan
is the feasibility of necessary control by military police,
taking into account their personnel and equipment avail-
able and the enforcability of contemplated restrictions. For
example, a one-lane defile may require no regulation if it is
a part of a one-way road, but the same defile will require
personnel to regulate traffic if it is a part of a two-way
road.
■ 42. Preparation of Circulation Plan. — Preparation of
the traffic circulation plan consists of assimilating all avail-
able pertinent information and prescribing the use of all
important roads in the road net. The following specific
steps are involved in preparing this plan:
a. Indicate restrictions imposed by own or higher head-
quarters. — Any roads, within own or lower unit areas, which
are reserved or otherwise restricted by own or higher head-
quarters must be indicated by the circulation plan.
b. Indicate restrictions imposed by physical characteristics
of roads. — Widths, clearance heights, and load capacities of
critical structures, number of traffic lanes, and type and
condition of surface must be indicated in the circulation plan
to prevent the use of roads by traffic which they cannot
accommodate.
c. Indicate locations of terminals. — The location and classi-
fication of supply, evacuation, and administrative establish-
ments in the area should be indicated in the circulation plan.
For influence of road net on location of terminals see para-
graph 64.
d. Indicate routes and direction of movement thereon . —
Movement of traffic may be facilitated by organizing the
road net into a system of routes and prescribing permissible
direction (s) of movement on all portions thereof. Routes in
27
42
STAFF OFFICERS' FIELD MANUAL
each area should tie in with routes established in other areas
by higher, lower, and adjacent headquarters. The designa-
tion of each route, and, whenever possible, the prescribed
direction (s) of movement thereon, should be consistent
throughout all areas through which the route passes. In
prescribing direction of traffic movement, attention should
be given to considerations affecting one-way operation (par.
40) . If one-way routing is used, care must be taken to insure
that movement to the front, from the front, and in both
directions parallel to the front is possible. In establishing
routes in forward areas, attention should be given to avoid-
ing roads or intersections known to be under enemy fire.
Cities which have not been evacuated and other congested
areas should be bypassed whenever possible. In friendly
territory, the aid of civilian authorities will be helpful in
drawing up detailed plans for routing traffic through cities
which cannot be bypassed.
e. Roads crossing boundaries of area . — When roads cross
into adjacent areas, agreement must be reached with ad-
jacent headquarters concerning traffic regulation, unless
higher headquarters has already prescribed these details.
The road net for each subordinate unit generally is con-
fined to the limits of the tactical area assigned to such unit.
However, in cases where communication of any lower unit
with rear area installations is dependent upon the use of a
road or roads passing through the tactical area of an ad-
jacent unit, or in the case where a road lies on the boundary
between two units, regulations governing the use of these
roads by the adjacent lower units is prescribed by the higher
headquarters.
/. Circulation map . — The circulation plan, issued as an
annex to the administrative order, normally is shown either
on a map or on an overlay. On this map or overlay are shown
the road net with pertinent, up-to-date road data, the loca-
tion and classification of important terminals, and the pre-
scribed circulation on roads. Control classification of roads
also may be shown. A typical circulation map for a division
defending a river line in an area having an exceptionally
good road net is shown in figure 3. Symbols used are ex-
28
TRAFFIC CIRCULATION AND CONTROL
42-43
plained in paragraph 43. Additional information, such as
road types, number of traffic lanes, average time-distance or
distance in miles, and other data useful in planning, if con-
sidered necessary, may be shown by appropriate symbols as
given in paragraph 43.
■ 43. Map Symbols. — a. General . — Symbols listed in this
paragraph may be used to present traffic information and
indicate the traffic circulation plan in convenient and concise
form. Road information shown on a map applies throughout
the length of road between points shown by heavy dots or
cross bars.
503289 ° — 43* — -6
29
STAFF OFFICERS' FIELD MANUAL
Figure 3. — Traffic circulation map.
30
CHAPTER 5
SCHEDULES
■ 46. Uses. — Traffic schedules are employed to provide coor-
dination of highway movements in time and space. Nor-
mally, however, they should not be used when desired coor-
dination can be more readily obtained by other means, such
as by assignment of independent routes or zones of move-
ment. Specific uses are as follows:
a. To provide time coordination of arrivals and departures
of columns and vehicles at origins, destinations, and inter-
mediate locations in accordance with administrative and
tactical needs.
b. To provide for uninterrupted movement of traffic by
preventing meeting of columns at locations without adequate
facilities for their simultaneous accommodation.
c. To provide for movement of traffic in accordance with
priorities by prescribing periods during which specific facili-
ties are reserved for designated movements.
d. To minimize delays, conflicts, congestion, and their at-
tendant evils by insuring that traffic flow never exceeds the
capacity of the worst traffic bottleneck to be encountered,
and by spreading peak traffic flow over longer time intervals.
e. To provide detailed regulation of individual movement.
/. To obtain secrecy and passive protection by prescribing
movements during darkness.
g. To limit traffic densities to those prescribed by coor-
dinating simultaneous movement of two br more columns
over the same sector of roadway.
■ 47. Types. — a. Infiltration . — An infiltration schedule is the
vehicular dispatch rate assigned to a unit for use dur-
ing a specified period. Vehicles dispatched proceed inde-
pendently to their destination over a prescribed route.
By assigning appropriate dispatch rates to different units
using the same route, it is possible to insure that average
traffic flow (or density) , particularly at the worst traffic
bottleneck, is held within desired limits.
(1) Example. — Several units must use a certain route on
which average traffic flow must be restricted to 200 vehicles
35
47-48
STAFF OFFICERS' FIELD MANUAL
per hour in order not to exceed desired traffic density at the
worst bottleneck. This is accomplished by dividing the dis-
patch rate of 200 vehicles per hour among units concerned
in proportion to number of vehicles to be moved and urgency
of their respective missions. Other traffic must be kept off
the route or allowance made for existing traffic flow.
(2) Caution . — This type of schedule is not applicable to
moves where immediate organized action against the enemy
may be required. When applied to other moves, it requires
that routes be well marked and individual drivers be thor-
oughly instructed.
b. Location . — A location schedule apportions time to dif-
ferent movements at an individual location, such as an initial
point of march, an intersection or other traffic bottleneck, or
terminal.
c. Column ( including shuttling) . — A column schedule desig-
nates the arrival (clearance) times for an individual move-
ment at specific control points along a prescribed route of
march.
d. Route . — A route schedule apportions time to different
movements proceeding along or intersecting a given route.
Route schedules are used principally on dispatch routes (par.
58).
e. System. — A system schedule is the composite schedule
for time control of all important movements on a given road
net.
■ 48. Need. — The need for time coordination in accomplish-
ment of tactical, administrative, or traffic objectives usually
is indicated in pertinent movement orders. Further need for
schedules may be determined by analyzing locations where
traffic streams cross or converge (such as intersections and
defiles). Potential conflict at such locations is revealed if
movements expected for each day (or other appropriate inter-
val of time) are plotted graphically on a “traffic map” in the
manner described in paragraph 29. Ordinarily, location
schedules are not required when columns do not exceed a
time-length 1 of 3 to 5 minutes, as conflicts can be solved in
the field.
1 Time-length is defined, as time required for a column or element
thereof to pass a given point.
36
TRAFFIC CIRCULATION AND CONTROL
49-51
■ 49. Procedure. — a. In general, movements should be so
scheduled that each individual unit can perform its mission
without traffic conflict. Since this cannot always be done,
however, special consideration is given to high priority traf-
fic. The procedure under these circumstances is to prepare
a schedule for movement having highest priority, follow with
schedules for other movements in order of priority, and
correlate conflicting requirements by rerouting or by giving
preference where necessary to these movements having higher
priorities.
b. The location offering the most difficulty or requiring
greatest attention is selected as the starting point for coor-
dination of various movements. Schedules for various loca-
tions, columns, routes, and the system are then worked out.
This procedure must be modified, when necessary, to insure
that low priority movements are not prohibited from using
roads for extended periods of time; and provision should
be made for routine traffic to infiltrate between scheduled
units.
■ 50. Priority. — Designation of traffic priority is a com-
mand function and is based on tactical, administrative, and
traffic considerations. Comparative urgency of conflicting
movements is used as a basis for determining priority. As
a rule, however, requirements of combat troops are given
first consideration. Within combat units, preference may be
extended to and separate routes reserved for armored units,
tank destroyer units, and troops to combat hostile parachute
troops. Antiaircraft units may also take precedence on oc-
casion. Under certain conditions, special consideration may
be given to supply movements, ambulances, Signal Corps
trucks, and trucks loaded with road and bridge material.
In the advance, forward movements normally have preced-
ence over other movements. Loaded vehicles usually have
priority over empty vehicles. Isolated vehicles of troop com-
manders, staff officers, and messengers are allowed freedom
of movement whenever possible.
■ 51. Timing of Movements. — a. Minimum restrictions . —
Time limitations are kept to the minimum necessary to ac-
complish the purpose for which a schedule is used. More
37
51
STAFF OFFICERS' FIELD MANUAL
detailed limitations require undue time, effort, and energy
on the part of all concerned. Thus in some instances, the
designation of day or hour of departure from, clearance of,
or arrival at, a single critical location often may be all that
is required.
b. Flexibility.— -Ordinarily, necessary flexibility in schedules
is obtained by allowing a factor of safety in computing time-
length, road space, and rates of march. This factor of
safety is increased in proportion to the size of the unit
being moved, amount of other traffic likely to be encountered,
uncertainty of conditions affecting operations, and known
influences that may cause a disruption of schedules. In
specifying earliest allowable arrival time and latest allowable
clearance time at locations near the end of a long march,
greater tolerances are necessary than at beginning of march.
This factor of safety and latitude for contingencies should
be provided in the schedule and not in the manner of execu-
tion. Movements must be executed according to schedule
whenever possible .
c. Logistical data. — The march day, rates of march, time-
length and road space of columns, march graphs, shuttling
data, types of march, and other pertinent information needed
in timing of movements are included in PM 101-10 and FM
25-10.
d. Timing of successive columns. — The headway 2 between
successive columns traveling in the same direction is com-
puted by adding the time-length of the preceding column
and the time-gap 3 desired between columns. Sufficient time-
gaps may be prescribed between columns, serials, march
units, or individual vehicles to permit cross movement of other
traffic. If different rates of march are used, scheduling
of successive columns will be greatly complicated, and pro-
visions for passage of columns may be necessary. Further
consideration of headway between columns is indicated in
e(2) below.
2 Headway is defined as the interval of time between individual
vehicles, march units, serials, or columns, measured from head to
head as they pass a given point.
3 Time-gap is defined as the interval of time between successive
vehicles, march units, serials, or columns, as they move past a fixed
point, measured from tail to Head.
38
TRAFFIC CIRCULATION AND CONTROL
51-52
e. Timing of columns meeting from opposite directions . —
(1) When two columns proceeding in opposite directions use
a section of a one-lane roadway alternately (for example,
a ponton bridge or other one-lane defile) the head of one
column should not reach this section of roadway until the
tail of the other column has cleared it.
(2) Where a series of columns use a section of one-lane
roadway alternately in opposition directions, the headway
between two successive columns must be equal to the com-
bined time-lengths of the preceding column and the column
from the opposite direction plus twice the time- distance of
the ' defile at the prescribed speed plus the safety factor
desired.
(3) When two columns marching in opposite directions will
meet on a roadway having two or more traffic lanes, an effort
should be made to have such columns pass each other at
the intersection which has the heaviest traffic flow so that
cross movements will not be unduly restricted by waiting
for each column to clear individually.
/. Timing of intersecting columns . — The minimum head-
way necessary between intersecting columns is the time-
length of the first column plus whatever time-gap is desired
as a factor of safety.
fl 52. Operation. — A careful check of all considerations af-
fecting traffic movement should be made before placing
a schedule in operation, unless time is so limited that ex-
ecution must be concurrent with planning. Operation of
schedules is observed closely and prompt adjustments made
where necessary to provide efficient operation or to accommo-
date additional movements.
39
CHAPTER 6
REGULATION
■ 53. General. — Regulation as used herein is the external
control of traffic movement by control personnel as differ-
entiated from measures such as march organization, tech-
nique, and discipline for the internal control of individual
columns. It includes the use of traffic control equipment.
Regulation normally is a function of military police, but
under certain conditions it is delegated to engineers. Engi-
neers regulate traffic at locations where their work is of prime
importance, such as bridges, ferries, and approaches thereto;
roads under construction; and water supply points.
■ 54. Mission. — Regulation of traffic movements has as its
mission the following:
a. Execution of control plan.
b . Promotion of free and orderly movement of traffic by
on-the-spot prevention or reduction of impending conflicts
and alleviation of unavoidable conflicts.
c. Provision of route and location information to drivers
and column commanders.
d . Collection and forwarding of data pertinent to control
of traffic movements, with recommendations for control
plans.
e. Local adjustment of routing and scheduling necessary
to meet emergency traffic conditions.
/. Enforcement of traffic regulations and restrictions.
■ 55. Responsibilities.— The provost marshal, as comman-
der of the military police unit and as a member of the
special staff, is responsible for all matters pertaining to traffic
regulation by military police. He prepares a plan for regu-
lation of traffic, based on information of control require-
ments (par, 26c), and submits it to traffic headquarters for
approval. Responsibility for execution of the control plan is
delegated as indicated in figure I.
■ 56. Authority of Military Police. — Military police as-
signed to traffic duty are obeyed as representatives of the
commanding general, except that the senior officer present
40
TRAFFIC CIRCULATION AND CONTROL 50-57
may countermand the orders of the military police, if he
considers such action necessary in accomplishing the mission
of the command. In the latter event, the responsible officer
must answer to the commanding general of the area for
action taken and for any results that may follow. Subject
to the foregoing, military police assist the movement of col-
umns, make local adjustments in routing and scheduling,
halt columns temporarily, and enforce movement priorities
in conformity with traffic plans and orders.
■ 57. Control Systems. — a. Organizational control . — Or-
ganizational control is the regulation exercised by a particu-
lar unit along its route of march. The objectives are to
assure priority of road use to the unit or proper coordination
with other traffic on the route. Under this control, regula-
tion consists of escorting the column, providing traffic flow
regulation at successive points of conflict, and assisting in
meeting any emergency situation which may develop. Neces-
sary guards and guides are furnished from column personnel.
b. Area control. — (1) Area control involves the regulation
of all traffic moving within or through a given area (usually
the tactical area of the unit) . It is established whenever the
number and type of movements in an area are such that
unified control is necessary. Military police of the area con-
cerned provide police regulation for all movements within
their area, including movements of other echelons through
or within the area. Control personnel of the area may be
assisted by control personnel of passing columns, or by per-
sonnel from higher echelons during periods when such assist-
ance is necessary. However, jurisdiction is transferred to
control personnel of higher echelons or of units moving
through the area only when specifically directed by higher
headquarters.
(2) The designated area is organized into a variable num-
ber of subareas, each containing a number of traffic posts
and patrols. An officer or noncommissioned officer super-
vises the activities of each subarea from a control post estab-
lished at a key point, usually near an important intersection.
Subareas may either consist of small areas embracing sec-
tions of several roads or be organized along routes divided
41
57-58
STAFF OFFICERS’ FIELD MANUAL
into sectors of suitable length. Their size depends on the
traffic requirements, nature and extent of road net, degree
of control needed, control facilities available, existence of
towns and defiles calling for special treatment, and proba-
bility of interference by enemy action. The activities of the
subareas are controlled through an area control station at
traffic headquarters.
■ 58. Classified Routes. — As part of the control plan, traffic
headquarters classifies available routes in accordance with
the degree of control necessary for proper regulation of
traffic. Actual control imposed on these routes at any time
is the minimum required to obtain desired results; and the
full degree of control authorized by the classification pre-
scribed is not employed during periods when lesser control
will suffice. At intersections, the route having the higher
classification determines the control classification. Control
classifications of military routes are as follows :
a. Open . — An open route is a roadway over which only a
minimum of supervision is exercised. Supervision is limited
to control of traffic at intersections with routes of a higher
classification and to occasional patrols. Organizational con-
trol normally is used on such routes.
b. Supervised . — A supervised route is a roadway over which
limited control is exercised by means of traffic posts, traffic
patrols, and to some extent by regulation of time of access
to the route for major columns. Supervised routes are the
type usually employed under area control when traffic re-
quirements are not heavy.
c. Dispatch . — A dispatch route is a roadway over which
full control, both as to priority of use and the regulated move-
ment of traffic in space and time, is exercised. Strict regu-
lation of traffic on these routes is necessary in order to carry
out traffic plans. This type of route normally is employed
under area control when the road net is limited and traffic
requirements are heavy.
d. Reserved . — A reserved route is one that is set aside for
the exclusive use of a designated unit or a special type of
traffic, or for other specific purposes. Such reservations
impose severe restrictions on use of all intersecting routes
42
TRAFFIC CIRCULATION AND CONTROL
58-59
and require a high degree of control to block access to the
route by movements not authorized to use it Hence, such
designations should be used only as necessary to insure un-
restricted passage of highly important traffic. In designat-
ing a reserved route for a specific movement, the period of
reservation should be definitely stated, and should be only
as long as required for clearing the route and for actual
movement of the column.
■ 59. Emergency Operations. — a. Alternate plans. — Adjust-
ment of traffic routing and scheduling frequently are neces-
sitated by changes in the tactical situation, damage to
roads, or traffic congestion. In instances where a break-
down of the traffic plan can be anticipated and if the road
net allows, alternate plans are prepared to meet such an
emergency. These plans may involve rerouting, rescheduling,
and reassignment of control personnel. Alternate plans
are drawn up in such detail as is practicable and go into
effect immediately on occurrence of the emergency they are
designed to meet.
b. Improvisatio?i . — Traffic emergencies which cannot be
anticipated or for which no plans have been made may re-
quire immediate solution in the field. Under such condi-
tions, military police assist column commanders to take
necessary immediate action without awaiting or seeking
orders from higher authority. Decision as to the action to
be taken is made by the column or unit commander. How-
ever, information and recommendations provided by control
personnel should be given careful consideration in making
this decision.
c. Notification. — Reports on emergency traffic situations
and actions taken are transmitted immediately to traffic
headquarters. This permits progressive adjustments of traf-
fic plans throughout the affected area. Changes resulting
from the emergency and from subsequent modification of
plans by traffic headquarters are communicated to control
personnel as soon as possible in order that they may make
necessary modifications in their local handling of the emer-
gency. Column commanders and others affected are likewise
notified.
43
60
STAFF OFFICERS' FIELD MANUAL
■ 60. Communication. — The characteristics of military traffic
and the conditions under which it operates require that su-
pervision over movements be coordinated at all times and
that traffic headquarters, column commanders, and control
personnel be abreast of traffic conditions and changes in plans
affecting their operations. Hence, an adequate system of
communication must connect traffic headquarters with sub-
areas of the control organization. Similarly, officer control
posts of subareas and important control points and patrols
must be interconnected. The system must be dependable
under all conditions and permit rapid transmission of mes-
sages. Two-way communication should be provided, and the
equipment used should be of a type that can quickly and
easily be extended or moved to new locations. Whenever
practicable, alternative, dissimilar systems of communica-
tion should be available to insure against total disruption if
one is put out of service. Applicable systems are indicated
below.
a. Radio . — Radio is desirable in that it can be placed in
operation quickly and provides instantaneous two-way com-
munication. However, its use is limited in certain instances
because of secrecy requirement, poor transmission conditions,
and possibility of interference by enemy radio activity.
b. Wire . — Wire systems are applicable to traffic communi-
cation in that they provide for rapid interchange of messages
and are not readily tapped by the enemy. The principal dis-
advantages are the comparatively long time required to put
the system into operation and the difficulties of maintaining
service during periods of wet weather or heavy enemy ac-
tivity. Telephone, telegraph, or teletype systems may be used,
but telephones have the advantage of not requiring specially
trained personnel for their use.
c. Messenger . — Messenger service as the sole means of
communication usually is not rapid enough for general use
with motor traffic, but is employed in conjunction with other
means. Messengers should be provided with suitable trans-
portation. Airplanes may be used over long distances; %-ton
trucks, motorcycles, or bicycles are useful in moving through
traffic jams on the road.
44
TRAFFIC CIRCULATION AND CONTROL
60-62
d. Air-ground . — Aiivground communication may be estab-
lished by radio, loudspeakers, dropped and picked up mes-
sages, or panels. (See TM 1-465.)
■ 61. Control Devices. — Full use is made of all traffic con-
trol devices available in the command. Control devices are of
particular value when they replace personnel. Intersection
regulation, particularly at night, is facilitated by the use of
flashlight batons, white clothing, and other personnel equip-
ment. Signs, delineators, and other markers are of general
application in all regulation.
■ 62. Aircraft. — Whenever tactical and visibility conditions
permit, light, slow -flying aircraft may be used for hasty route
reconnaissance, communication (par. 60d) , and traffic regu-
lation from the air. Because of opportunities provided for
observation, qualified traffic personnel in airplanes can assist
in general coordination and supervision over a wide area,
particularly if airplanes are equipped with loud speakers
or can communicate by radio with traffic personnel on the
ground.
45
CHAPTER 7
TERMINALS
■ 63. General. — a. Definition. — A terminal is a transporta-
tion facility where troops, supplies, or transportation units
are assembled, distributed, sheltered, or maintained. Traffic
terminals may include cantonments; camp sites; bivouac,
staging, and assembly areas; entrucking and detrucking
points; depots; distributing points; railheads; truckheads;
airports; automotive service installations ; construction proj-
ects; clearing stations; command posts; hospitals; message
centers; prisoner-of-war inclosures; regulating stations;
ports; and similar establishments.
b. Relation between traffic and terminals. — Efficient use
of transportation is dependent on proper coordination and
prompt handling of movements at terminals. As the origin
and destination of all important movements, terminals by
their location, lay-out, and operation affect to a great extent
the routing and scheduling of movements on the entire road
net. To prevent congestion and avoid presenting the enemy
with remunerative targets, terminals must be able to absorb
the traffic flow approaching them; maintain dispersion of
vehicles; and provide, through adequate loading, unloading,
and dispatch facilities, an outgoing traffic flow at least equal
to entering traffic flow or vehicular storage facilities suffi-
cient to handle the excess of incoming over outgoing traffic
flow.
■ 64. Location. — a. Elements. — Important elements to be
considered in the selection of a terminal site are the mis-
sion to be served, location with respect to the road net and
to other installations, and adequacy of site.
b. Mission. — In order to fulfill its mission, a terminal must
be so situated that it is accessible to all units that will use
its facilities. It must be located to provide direct access
from installations in the rear and must be near enough to
units served to provide short, direct lines of communication.
c. Relative location . — A terminal must be so located in re-
lation to the road net and the origins and destinations of
traffic using the terminal that adequate facilities, as direct as
46
TRAFFIC CIRCULATION AND CONTROL 64-65
feasible, are provided for interchange of traffic; that circu-
lation is facilitated; and that use of heavily traveled routes
and intersecting courses are avoided so far as practicable.
The site chosen must be at a distance from intersections or
other locations where converging columns and heavy traffic
tend to attract enemy observation.
d . Adequacy of site . — A terminal site should be adequate
as to size, terrain, and camouflage possibilities. It should
be large enough to accommodate all the needs of the termi-
nal, including ample road net, parking areas, and turn-
arounds. Whenever possible, fairly level ground should be
selected in order to avoid steep grades that would present
difficulties to parked or moving vehicles. Terminal areas
should be well drained in order to provide a solid foundation
for movement and parking. At locations where enemy ac-
tivity may be anticipated, attention must be given to camou-
flage considerations, including availability and character-
istics of cover, availability of natural camouflage material,
and general lay-out of area, especially of the road net and
parking facilities.
■ 65. Lay-Out. — a. Circulation . — Internal routing of traffic
within terminals should generally provide for rotary opera-
tion, with loading facilities so located that vehicles move in
a manner analogous to a factory assembly line. Entrances
separate from exits are desirable, and cross and reverse
movements should be avoided wherever possible. Routing
will depend to a great extent upon whether vehicles enter
the terminal loaded or arrive empty to be loaded. To comply
with considerations of security, an orderly arrangement must
be combined with nonuniform appearance and dispersion.
Regular patterns should be avoided in the lay-out of road-
ways and facilities, but a systematic organization is essential.
b. Dispersion , deception, and camouflage . — Dispersion of
facilities within a terminal area should be obtained to the
extent practicable for passive protection from air attack.
Deception as to use of the area is aided by avoiding creation
of uniform traffic patterns, not permitting vehicles to stand
in line, and using all roads equally. Vehicles being loaded or
standing in parking areas should be covered with camouflage
47
65-66
STAFF OFFICERS' FIELD MANUAL
materials and parked under trees or other shelter. Road,
trail, and path surfaces are readily visible from the air,
especially those of yellow clay. These surfaces are less con-
spicuous from the air, however, if they are made narrow.
Turn-outs from the main roadway should be screened or the
surface treated to conform as far as practicable to color and
texture of surroundings. Stub-end roads are handled simi-
larly, or a dummy road is extended beyond the stub end to
avoid indicating terminal locations. Roads and paths should
be wired. Rigid camouflage discipline must be enforced.
c. Parking . — Concealed parking areas should be available
at or near the terminal to take care of trucks which are not
in use or cannot be loaded immediately, and thus prevent
congestion on approach roads. Such areas may be equipped
for servicing and refueling waiting vehicles. Provisions
should be made to accommodate the accumulation of vehicles
that may be expected as a result of emergency suspension of
terminal operations or blocking of exit from terminal.
d. Number and type of vehicles. — Lay-out of facilities
should be such as to accommodate the number and type of
vehicles expected to use them. Consideration must be given
to maximum lengths, widths, and turning radii; cross-country
mobility; and possibly to loading heights and vehicle
capacities.
e. Loading facilities. — Loading facilities must be laid out to
allow free flow of traffic, to accommodate vehicles expected
to use them, to minimize time required to load and unload,
and to comply with camouflage requirements.
■ 66. Operation. — a. Responsibility. — Planning and execu-
tion of traffic movements within a terminal are the respon-
sibility of the officer in charge of the installation. Coordina-
tion with traffic headquarters is effected on matters pertain-
ing to location with respect to' road net, traffic lay-out, sched-
ules, and control requirements.
b . Scheduling arrivals and departures. — To provide for
efficient terminal operation and maintain control over traffic
moves involved, arrivals and departures are scheduled to
provide a uniform flow of vehicles during hours of operation.
When other forms of transportation are involved in a trans-
48
TRAFFIC CIRCULATION AND CONTROL
66
fer of loads at a terminal, highway movements are sched-
uled to provide necessary coordination. If high priority
movements require use of approach roads, other movements
must be scheduled to avoid conflicts.
c. Internal routing . — Correlation of traffic movements
within a terminal may be provided by a combined informa-
tion and administrative control station at the entrance. By
this means, incoming vehicles can be given information as
to location of appropriate loading sites and roads leading
thereto, and routing cards or other necessary papers may
be issued. A corresponding station at exit may inspect dis-
patch slips and check unauthorized use of vehicles.
d. Control measures. — Traffic control posts are estab-
lished at the entrance and exit of the terminal and at other
points where traffic conflicts warrant. Signs are posted
wherever needed, but in areas subject to hostile ground ac-
tivity, signs should be replaced by guides to avoid disclosing
location to enemy. Parking areas are clearly indicated, and
vigorous control measures are taken to insure against ac-
cumulation of vehicles on roads or in unauthorized areas.
e. Night operation. — Since many terminal operations may
take place at night, provision must be made for extinguish-
ing unnecessary lights, completely obscuring necessary light
sources, or operating with allowable intensity of reduced
illumination (see current War Department blackout specifi-
cations) . Routes may be marked with radioactive or reflect-
ing delineators. Necessary directions and location of im-
portant installations are indicated by illuminated or reflec-
torized signs. Roads should preferably be restricted to one-
way or alternate one-way traffic under blackout conditions.
f. Emergency operations . — Provisions may be made for
action in case of fire, attack by mechanized forces or para-
chute troops, or other emergency, and routes may be desig-
nated for use by emergency vehicles. Immediate steps
should be taken to obtain engineer assistance required in
repairing or replacing roads put out of service. Engineer
facilities may also be needed to aid vehicles in negotiating
difficult sections of roadway.
49
CHAPTER 8
ORDERS
■ 67. General. — Combat orders include information and in-
structions essential for coordinated execution of traffic move-
ments. (For composition and form of combat orders see
FM 101—5.)
■ 68. Warning Orders. — Warning orders convey advance in-
formation to subordinates in time to enable them to effect
necessary preparations for carrying out impending opera-
tions. When a warning order has been given general dis-
tribution, matters fully covered therein need not be repeated
in subsequent orders.
■ 69. Movement Orders. — Movement orders direct that cer-
tain movements be made. They prescribe the march mission
and the limitations imposed by the higher unit. The desti-
nation, time of arrival or other time limitations, and route
are prescribed where such items are necessary to obtain per-
formance and coordination desired by higher authority. (See
par. 354, FM 100-5.)
■ 70. March Orders. — March details are prescribed in the
march order prepared by headquarters responsible for con-
ducting the march. (See FM 25-10.)
■ 71. Traffic Orders. — The traffic order is prepared by traf-
fic headquarters and issued as a paragraph of the adminis-
trative order. It should contain all information and regula-
tions necessary for guidance of. traffic using the road net.
Standing traffic orders and regulations need not be repeated.
If time permits and the situation requires, any or all of the
following items 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 appli-
cable in each instance should be stated.
b. Location of terminals. — Locations of supply, evacuation,
and administrative establishments, and other traffic termi-
nals usually are indicated elsewhere in the administrative
order. However, information as to the location of all im-
50
TRAFFIC CIRCULATION AND CONTROL
71
portant traffic terminals is essential in 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, restrictions imposed by own or higher headquarters,
route identifications, and control classification of each route
should be indicated whenever practicable. Additional data as
indicated in paragraph 42/ may be included if necessary.
Route information usually is shown on the circulation map.
d . Time and space restrictions . — If the use of a roadway
is restricted by schedules, or if a roadway is reserved for the
exclusive use of a designated unit or for other purposes dur-
ing any period of time, such information should be stated in
the traffic paragraph, shown on the circulation map, or indi-
cated in a time schedule annex to the administrative order.
If no vehicles, or only specially designated vehicles, are
allowed to proceed beyond a specified point during hours of
daylight or hours of darkness, such restrictions should be
indicated on the circulation map.
e. Priorities . — Traffic priorities may be indicated by sched-
ules or by time and space reservations. However, if no sched-
ules exist, or if it is not practical to make time or space
reservations, priorities for troop movements, class HI and
class V supplies, fortification materials, class I supplies, etc.,
should be stated specifically, unless they are covered in stand-
ing operating procedure.
/. Restrictions on type of traffic . — Whenever any type of
traffic (such as foot troops, animal columns, or empty
vehicles) is restricted from using or is required to use speci-
*
fied routes, these limitations should be indicated clearly.
g. Protective measures . — Measures pertaining to security
or passive protection of traffic movements (such as limita-
tions on traffic density, special routing or scheduling, or
blackout operation) may also be prescribed in the traffic
order.
h. Control . — Organization of the area into subareas is
indicated when such subdivision is necessary. Locations of
traffic control posts and officers’ control stations may be
prescribed, but latitude should be allowed for conditions
which may require that such establishments be changed.
51
71-72 STAFF officers' field manual
Marking of routejs and other control measures may be
indicated.
i. Communication . — Unless indicated elsewhere or already
in effect, all general information pertaining to the location
of traffic headquarters or other traffic establishments and
to communication regulations affecting them should be
stated.
j. Construction. — Functional specification of road and
bridge work required and the priorities of such work should
likewise be indicated in the traffic order.
■ 72. Standing Operating Procedure. — The administration
and control of traffic is simplified and uniformity of per-
formance is promoted when the standing operating pro-
cedure used by divisions and higher units set forth those
traffic instructions, control measures, and procedures that
can be standardized. Items covered by standing operating
procedure usually are not repeated in traffic orders. How-
ever, any departure therefrom is indicated. The following
are examples of items pertaining to traffic operations that
may be covered by standing operating procedure:
a. Organization of command into columns or column.
b. Method of establishing liaison.
c. Priorities of movement.
d. Use of lights.
e. Type of march.
/. Halts.
g. Shuttling procedure.
h . Speeds.
i. Procedure of posting markers and guides.
j. Method of regaining position in column after dropping
out.
k. Action in event of air or mechanized attack while en
route, including method of sounding alarm.
l. Organization of transportation pools.
m. Normal supply routine.
n. Maintenance procedure.
o. Protective measures including limitations on traffic
density.
p. Communication.
q. Emergency operations.
r. Reports.
52
CHAPTER 9
CIVILIAN AND EVACUATION TRAFFIC
Paragraphs
Section I. Coordination with civilian traffic 73-81
II. Evacuation 82—90
Section I
COORDINATION WITH CIVILIAN TRAFFIC
■ 73. Scope. — This section sets forth practices for coor-
dination of civilian and military motor movements in con-
tinental United States or other friendly territory. Full co-
ordination is sought between civilian and military traffic.
Nevertheless, after an area has been declared a theater of
operations, the military commander will adopt such measures
as are necessary to prevent civilian movements interfering
with tactical operations. If martial law is declared, the
military commander assumes control of all civilian move-
ments.
■ 74. Responsibility. — Responsibility for coordination of
civilian and military traffic and cooperation with civilian
traffic authorities is a function of G-4 section of the general
staff. (See pars. 5 and 6.)
■ 75. Coordination With Civilian Traffic Authorities. —
a. Procedure for obtaining coordination between military
and civilian traffic authorities within continental United
States, together with kind and character of the information
necessary, and forms for its timely and rapid exchange, is
contained in FM 25-10.
b. During wartime, secrecy requirements governing all
troop movements may restrict to a large extent information
furnished civilian authorities. Such information must be
confined to that necessary for accomplishment of the move-
ment and must be carefully safeguarded.
■ 76. Routing. — Routes selected should avoid congested
areas and roads or other traffic bottlenecks whenever con-
sistent with the purpose of the move. Bypass routes should
be used whenever practicable.
53
76-78
STAFF OFFICERS" FIELD MANUAL
a. Establishment of routes . — Military and civilian traffic
authorities in consultation should establish routes and al-
ternative routes for military movements through cities.
These routes can be marked by civilian authorities, and
measures for the control and coordination of military and
civilian traffic can be concentrated thereon.
b. Multiple routes . — In order to minimize interference with
civilian traffic, long columns may sometimes be divided into
several shorter columns which are routed over separate routes.
In such cases, plans must provide for the reassembly of the
column at the far side of the congested area.
■ 77. Scheduling. — When practicable, military columns
should pass through congested areas during periods when
the density of civilian traffic is not critical. Night moves
afford least interference with civilian movements; day moves
should avoid the “rush"' hours just before and just after
the normal workday. Periods and areas of abnormal traffic
density caused by athletic contests, fairs, and other special
events should be corisidered in routing and scheduling.
■ 78. March Formations for Passage Through Congested
Areas. — Whenever consistent with tactical and adminis-
trative considerations, the type of march formation em-
ployed in passing through congested areas should be such
as to expedite the military movement and at the same time
minimize interference with civilian traffic.
a. Close column . — Close column affords the most compact
grouping of vehicles and thus provides the shortest time-
length of column. Close column, however, prohibits the
infiltration of civilian traffic into or through the march unit.
The formation of the column into small march units (15 to
20 vehicles), separated by a time-gap of 2 to 5 minutes,
facilitates the passage of cross traffic. When close column
is used, each march unit may have to halt at the outskirts of
the congested area until stragglers close up. Average speed
of column should conform to that of routine civilian traffic
unless the roadway is reserved for the movement. An escort
should be provided for each march unit.
b. Open column. — (1) Intervehicular spacings used in open
column will provide ordinarily for the infiltration of civilian
54
TRAFFIC CIRCULATION AND CONTROL
78-80
traffic into the column. Heavy cross traffic, however, will be
seriously impeded unless large speedometer multipliers are
used or sufficient time- gap is provided between march units.
An escort normally is required unless very large speedom-
eter multipliers are used. Average speed of column should
usually conform to that of routine civilian traffic.
(2) When an open column formation is being used in un-
congested areas, passage through congested areas will usually
be facilitated and less interference to civilian traffic will be
caused if each march unit successively adopts a close column
formation before passing through the congested area. In
this manner, the relative merits of open and close column
are utilized to best advantage and the total time lost is only
that required for the longest march unit to close up.
c. Infiltration . — Infiltration marching, obtained by dis-
patching vehicles individually or in small groups at a rate
which permits their ready absorption in the normal traffic
flow, involves a minimum of interference with civilian traffic.
Successful application of this method of marching requires
that routes be clearly marked, that each vehicle conform
strictly to traffic regulations prescribed for civilian traffic,
and that individual drivers be well trained. No traffic escort
and little prior planning are necessary when this method of
marching is used. Because of the time consumed in chang-
ing from open or close column, infiltration usually is not
warranted solely for the purpose of passage through con-
gested areas.
■ 79. Halts. — Halts should usually be planned to occur out-
side areas of high traffic densities unless special facilities are
provided therein for parking vehicles. However, other con-
siderations, such as fueling, water supply, messing arrange-
ments, and bivouacking, may be deciding factors. Vehicles
should be parked off the road or on minor traffic streets
whenever possible. Intersections must not be blocked. Ci-
vilian authorities may indicate desirable halt locations and
permanently mark them.
■ 80. Civilian Aid. — Arrangements made with civilian au-
thorities to facilitate passage of military columns may in-
clude the provision of civilian police escorts, posting of police
55
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STAFF OFFICERS' FIELD MANUAL
officers to regulate traffic along the route, clearing of routes
of all other traffic, and provision of special controls and
communication system.
■ 81. Civil Traffic Regulations. — Military or civil police
on duty will be obeyed strictly and state and local highway
regulations will be observed carefully. Military columns
may disregard civil traffic regulations only at request or with
consent of appropriate civilian authorities, and then only if
necessary precautions are taken to insure safety to both
military and civilian traffic. Safety precautions necessary
include posting of control personnel at all locations where
traffic lights, stop signs, or turn prohibitions are to be dis-
regarded and use of escorts by each march unit where speed
limits, usual direction of movement, or rules pertaining to
truck traffic are to be violated. Under martial law, civil
traffic rules will be supplanted or modified as necessary by
special military traffic regulations.
Section II
EVACUATION
■ 82. Necessity. — Normally, complete evacuation of the
civilian population is undesirable, both from the military
viewpoint and because of its effect on the civilian popula-
tion. Evacuation is dictated by the military situation and
will be carried out only when necessary for the successful
operation of our own troops and to spare the civilian popula-
tion from the hardships of war. The relative safety of the
civilian population at home or in evacuation, together with
the means available and the time necessary for the opera-
tion, are dependent upon the military situation. Advan-
tages to be secured must be carefully weighed against the
disadvantages of such a move, and the resulting decision
must be in furtherance of the national effort,
* 83. Advantages. — In a theater of operations, evacuation of
the population from the area of contact with the enemy is
advantageous both to the military forces and to the popu-
lation. Areas, lines of communication, and facilities are
freed for the exclusive use of the military forces and unham-
56
TRAFFIC CIRCULATION AND CONTROL
83-86
pered maneuver room is obtained. Civilians, by their re-
moval from the danger zone, are enabled to avoid the dangers
of the battlefield and possible panic with its attendant dis-
astrous results,
■ 84. Disadvantages. — Disadvantages consist of dislocation
of normal industry; reduction or stoppage of normal power,
communication, transportation, and other utilities; clogging
of lines of communication (highways and railroads) by
movements of the evacuated population; and diversion of
military effort to the problems entailed by the evacuation.
The population is torn from its home surroundings, forced to
leave its property and normal means of livelihood, and in
general is required to undergo all the hardships of a major
disaster. The objections to movements of entire popula-
tions are so great that civilian evacuation will only be accom-
plished when the military situation dictates that it be done,
and then only in accordance with well-organized plans.
■ 85. Staff Relationships. — The G-l section of the general
staff is charged with the general planning for the evacuation
of civilians. (See FM 101-5.) In planning and conducting
the movement phases of an evacuation, G-l coordinates with
G-3 for effect on military movements; and with G-4 for
transportation, routes, schedules, and measures for the con-
trol of evacuation and refugee traffic.
■ 86. Planned Evacuation.- — A planned evacuation usually is
accomplished in two phases:
a. Voluntary phase . — The initial phase of evacuation will
occur sometime prior to expected land engagements of mili-
tary forces in the area. During this period, individuals (ex-
cept those engaged in essential services) are permitted or
encouraged to evacuate voluntarily. Such voluntary
evacuees will be largely those who possess a safe place of
refuge and are able to provide their own transportation or
utilize public carriers. The removal of certain classes (such
as institutionalized individuals, the aged and infirm, ex-
pectant mothers, children, and persons engaged in non-
essential services) is accomplished during this period. Pro-
vision of transportation, shelter, and essential services for
57
86-87
STAFF OFFICERS' FIELD MANUAL
these classes may be necessary. Livestock are transported to
rear areas if practicable. As most of the vehicles involved
have separate destinations and times of movement, traffic
resulting from voluntary evacuation will be largely of the
nature of individual movements. Rapid dispersion over
available roads may be expected except for the group move-
ments of classes for which special facilities are provided.
b . Forced phase . — The forced phase of evacuation is the
period during which civilians, except those serving with or
necessary to the military forces, are cleared from the area.
This phase is ordered by the military commander and is
initiated in time to clear the area before it is needed for the
conduct of intensive military operations. At first, forced
evacuation may be merely an acceleration of the voluntary
phase. However, as the need for military movements be-
comes progressively greater, evacuation movements must be
further systematized and regimented. The regimented stage
may be characterized by employment of evacuation columns
or convoys and a program by which movements are routed
and scheduled in such a way as to provide a minimum of
interference with military operations.
■ 87. Planning of Movements. — a. General . — Efficiency in
evacuation is dependent largely on the thoroughness of ad-
vance preparations. Plans for evacuation movements and
their control must be initiated as far ahead as the probable
need of evacuation can be foreseen, and then developed in as
complete detail as time permits. Traffic plans must be co-
ordinated with evacuation plans, and be sufficiently flexible
to permit revisions under changing conditions and to provide
for rapid execution if sudden need for evacuation arises.
The need for large numbers of trained personnel must be
anticipated.
b. Organization of evacuation area. — (1) Zones . — Progres-
sive evacuation from front to rear will be facilitated if the
area is organized into evacuation zones based roughly on
population distribution, road net available, and tactical con-
siderations.
(2) Districts . — Each zone or area is organized into districts
along the line of familiar divisions, such as school districts,
58
TRAFFIC CIRCULATION AND CONTROL
87
police precincts, census tracts, counties, or similar areas.
These districts afford a basis for formation and functioning
of local control agencies, designation of refugee evacuation
centers, and scheduling of movements. Existing organiza-
tions, such as civilian defense organization and local govern-
ments, should be used to the greatest extent possible.
Schoolhouses, bus stations, villages, or similar places which
offer facilities necessary for the care, organization, and dis-
patching of evacuees, are designated as refugee evacuation
centers.
c. Population census . — Information obtained during regis-
tration and classification of civilians will include data on
number who will evacuate or be evacuated during the volun-
tary phase and those who will remain until the forced phase.
Also, figures are obtained or estimates made of the number
which will use each type of transportation.
d. Highway transportation . — An inventory of all vehicles
available, public and private, is taken and the number and
types of vehicles which will be available after voluntary
evacuation has taken place is determined. Availability of
vehicle operators and mechanics and best procedure for ob-
taining their use are ascertained. An estimate is then made
of additional vehicles and operators required, and plans are
formulated for their provision at places and times needed.
Shuttling may be necessary.
e. Destination (s) . — Location(s) of reception center (s) and
the rate at which evacuees can be absorbed must be known
for planning routes and schedules.
/. Routes . — During voluntary phase of evacuation, few re-
strictions may be necessary on use of roads. As military
movements become greater in volume and the evacuation ac-
celerates, evacuation traffic is assigned roads which may be
used without interference with military operations. The
locations of refugee evacuation centers in relation to recep-
tion centers must be studied in order to assign routes pro-
viding minimum conflict points between movements from
the various districts. Routes chosen should avoid traffic bot-
tlenecks wherever feasible. The thorough marking of evacu-
ation routes in advance is essential. Alternate routes
should be designated, wherever practicable, to provide for
59
87
STAFF OFFICERS' FIELD MANUAL
bypassing possible road blocks. Civilian crews and equip-
ment are provided to repair damage to roads or bridges
and to install facilities for emergency use. Maps of routes
are issued to guide traffic and facilitate observance of orders.
g. Timing . — Due to the lack of training and discipline of
civilians and the many variables in conditions and opera-
tions which will be encountered, forced evacuation move-
ments are scheduled in broad terms, such as days, parts of
days, or other appropriate intervals.
(1) The program of evacuation movements must permit
the clearing of the area in time to avoid conflict with military
operations. Zones are cleared successively from the front to
the rear.
(2) Overtaxing of roads, supply points, and shelter areas
is prevented by scheduling use of evacuation facilities by
successive groups of evacuees. If the road net is extensive
and movements light, infiltration schedules may be used.
These schedules may designate the time of movement of
groups identified by automobile license numbers (the last
one or two numbers of the license identifying the group),
or may prescribe the clearing of districts progressively, or
may incorporate other means of designating and alloting
time to portions of the population. If the road net is re-
stricted and danger of disruption of military movements
exists, the formation of evacuation movements into columns
and appropriate scheduling thereof may be necessary in addi-
tion to a time schedule for coordination of districts. Rear
areas may be evacuated on infiltration schedules simultane-
ously with and in preparation for the evacuation of forward
areas on column schedules.
(3) Coordination of individual columns at conflict points
must be effected largely in the field. Whenever a conflict
between military and evacuation movements develops, the
evacuation traffic is halted (off the road if possible) until
military traffic has passed.
h. Control of evacuation traffic .— Measures for the control
of evacuation traffic will depend on whether evacuation is
voluntary or forced. Normal control measures, including
the posting of proper instructions concerning military routes,
traffic regulation at conflict points, and .occasional patrols
60
TRAFFIC CIRCULATION AND CONTROL
87-88
within vicinity of cities, should suffice for the voluntary
phase. Civilian agencies should have little difficulty in han-
dling this phase of evacuation. The forced phase of evacua-
tion, however, may require careful and continuous supervi-
sion of evacuation movements. Aircraft are particularly
useful in this phase (par. 62). To effect compliance with
plans and orders during the forced phase of evacuation, a
complete area control organization and the escorting of
evacuation columns may be required. Columns should be
formed of vehicles of similar operating characteristics and
organized into march units of small size (not exceeding 20
vehicles in number). The lead driver of each march unit
should be carefully selected and instructed. Military police
and specially detailed troops augment civilian control per-
sonnel where necessary. Control measures may include any
or all of the following:
(1) Intersection regulation.
(2) Use of guides and column control personnel.
(3) Employment of patrols along the routes.
(4) Establishment of control stations.
(5) Means of barring access to military routes.
i. Supplies and essential services . — Supply points and
establishments for rendition of services essential to the wel-
fare of the evacuees are located along evacuation routes.
Facilities for refueling vehicles are provided at appropriate
intervals. Communication facilities may be necessary to
permit the agency directing the evacuation to keep abreast
of the progress of movements, to receive and transmit timely
information concerning conditions along the routes and at
evacuation terminals, and to effect any necessary adjust-
ment in plans. The existing communication system is util-
ized so far as practicable. Additional facilities, if necessary,
may be provided by radio, wire, aircraft, or messengers.
■ 88. Orders. — a. Warning orders . — Warning orders are
issued sufficiently in advance of a forced evacuation to permit
fueling and servicing of vehicles and completion of final
preparations.
b. Evacuation orders — Evacuation orders designate the
schedule of evacuation, direct all concerned to carry out pre-
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STAFF OFFICERS' FIELD MANUAL
viously assigned duties, and contain any additional instruc-
tions necessary to insure coordinated performance.
■ 89. Evacuation in Panic. — Traffic generated by a spon-
taneous, panicky, mass movement is heterogeneous, undis-
ciplined, and of such high densities that all roads may be
choked. Drastic measures, applied without hesitancy or
sympathy for distress, are required to bring such traffic
under control before severe congestion renders effective mili-
tary movements impossible. Such measures may include —
a. Choking off of evacuee movements at the source until
a lull in military movements occurs.
b. Forcible clearance of roads needed for military pur-
poses and the barring of access thereto.
c. Direction of evacuees to areas clear of military traffic
routes where they can be absorbed temporarily and brought
under control.
d. Rapid organization of movements into columns.
e. Escorting of movements.
/. Assistance to evacuees by commandeering and supplying
transportation.
■ 90. Nonevacuees. — Upon the approach of the enemy, civil-
ians who have not been evacuated as a part of a planned
movement are required to remain off all highways. Be-
cause of unpredictable military requirements, casual traffic
at such times cannot be allowed. Force is used as neces-
sary to enforce the above. However, advance planning
usually can prevent such a situation from getting out of hand
without frequent resort to force.
62
INDEX
Paragraph Page
Advantages of evacuation 83 56
Aid, civilian 80 55
Aircraft 62 45
Analysis 33 20
Animal columns, characteristics 23 12
Area security 17 9
Authority of military police 56 40
Basic requirements 36 23
Blackout marches 18 10
Capacity and flow 38 24
Characteristics:
Foot and animal columns 23 12
Motor columns 22 12
Vehicle 21 11
Circulation 35-45 22
Civil traffic regulations 81 56
Civilian aid 80 55
Civilian coordination 28 17
Civilian traffic, coordination 73-81 53
Classified routes 58 42
Column :
Foot and animal 23 12
Security 16 9
Timing 51 37
Combat operations.. 3 2
Communication 60 44
Concentrations, troop 45 34
Control devices 61 45
Control systems 57 41
Coordination 6 4
Data on units 20 11
Decision 34 21
Disadvantages 84 57
Emergency operations 59 43
Enforcement 41 27
Estimate of the situation 30-34 19
Evacuation 82-90 56
Facilities 32 19
Flow 38 24
Foot columns, characteristics 23 12
Formations 78 54
Future actions 14 7
Halts 79 55
Headquarters 5 2
Information 7, 29 4, 17
Intelligence _ 19-25 11
63
INDEX
Paragraph Page
Lay-out 65 47
Limitations 32 19
Location- 64 46
Main supply road (M. S. R.) 39 25
Map symbols 43 29
March formations 78 54
March orders 70 50
Marches, blackout 18 10
Military police, authority — 56 40
Mission :
Regulation 54 40
Traffic 31 19
Movement orders 69 50
Movements:
Planning 87 58
Timing 51 37
Necessity for evacuation 82 56
Nonevacuees 90 62
Orders 67—72, 88 50, 61
Organization 4 2
Panic, evacuation in 89 62
Passage, congested areas 78 54
Planned evacuation 86 57
Planning 9-14 5
Protective measures 15—18 9
Reconnaissance, intelligence 26 15
Recording of information 29 17
Regulation 53-62 40
Requirements, basic 36 23
Responsibilities 55, 74 40, 53
Roads :
Main supply (M. S. R.) 39 25
One-way 40 25
Routes, classified 58 . 42
Routing 35-45, 76 22, 53
Schedules:
Need 48 36
Operation 52 39
Priority 50 37
Procedure 49 37
Timing of movements 51 37
Types 47 35
Uses 46 35
Scheduling 77 54
Security :
Area 17 9
Column 16 9
Situation, estimation 30-34 19
Space 11 5
Staff relationships 85 57
Standing operating procedure 72 52
Supervision 8 4
64
INDEX
Paragraph
Symbols, map 43
Systems, control 57
Page
29
41
Tactical situation 25
Terminals 27,63-66
Time n
Traffic capacity 38
Traffic orders 71
Traffic problems 2
Troop concentrations 45
13
17,46
5
24
50
1
34
Units, data 20 11
Vehicle characteristics 21 11
Warning orders
68, 88 50, 61
O
65