CHAPTER 6
MOVEMENT CONTROL IN THE
FORCE PROJECTION PROCESS
6-1. INTRODUCTION. Deployment is the relocation of forces and material to a desired AO. Deployment includes all activities from origin to destination, including CONUS, intertheater, theater legs, staging, and holding areas. This encompasses the following three distinct, but interrelated segments:
- Home station to the POEs (fort to port).
- POEs to the PODs (port to port).
- PODs to the TAA (port to destination).
All segments are interdependent. Therefore, the overall success of deployment relies upon the following:
- Designated Army installations as effective power projection platforms.
- Adequate numbers of flexible strategic lift assets.
- The ability to rapidly throughput and sustain combat power.
If RC units are deploying, then they must complete all necessary requirements for mobilization followed by those common to all deploying units. The mobilization and deployment process depends on the type of unit deploying. See FM 100-17 for detailed information on mobilization and deployment.
To accomplish the mobilization and deployment mission, all services have invested much in infrastructure, strategic lift, and pre-positioned stocks to enhance the possibility for success in the first two segments and part of the third. The supported CINC and deploying commander must also plan for and execute a viable RSO&I plan to ensure success in the final segment of deployment. Force projection platforms and the strategic mobility triad deliver soldiers and material to the AO. The RSO&I process builds combat ready units by using arriving personnel and materiel. The ultimate standard for success for any deployment is whether the CINC's requirements for combat power at a designated location (TAA) are met within his time-line.
6-2. FORCE PROJECTION.The military elements of power projection strategy is force projection. Force projection is the demonstrated ability to alert, mobilize, and rapidly deploy in order to operate effectively worldwide.
6-3. ENTERING THE THEATER.Arrival at a POD represents the transition from the strategic to the operational and tactical levels of war. It is also the normal transfer point, unless otherwise designated, of command authority from the supporting command to supported theater combatant commander. The responsibility of moving the unit and maintaining ITV simultaneously shifts from USTRANSCOM to the theater's senior movements command, MCA, or MCB. The senior movements command continues movement control of the unit to its final prescribed location in the theater.
The Army component commander in this case may be a Corps commander assigned to a joint task force. The Corps MCB will perform the functions identified to the MCA and the COSCOM will perform the functions identified to the TSC in the reception and onward movement process.
6-4. THEATER RECEPTION AND ONWARD MOVEMENTS PROCESS.The reception and onward movement process is different depending on whether the unit deploys with its authorized equipment or deploys to draw pre-positioned material. The reception process for units deploying with their equipment is shown in Figure 6-1.
Figure 6-1. Units Deploying with Equipment
Units deploying to draw pre-positioned material take a specified amount of TAT/NAP equipment with them when they deploy. The reception process for units deploying to pre-positioned materiel sites is shown in Figure 6-2.
Figure 6-2. Reception Process for Units Deploying to Pre-Positioned Materiel Sites
In a mature theater, the TSC provides all logistical support to units located in or passing through its assigned area. The TSC executes support to the reception and onward movement process through its subordinate ASGs. ASGs are normally assigned a geographical AOR in the COMMZ. They are normally located to take advantage of the transportation network and provide responsive logistical support during the reception and onward movement process.
The MCA plans and coordinates onward movement from the POD through intermediate points to the staging area. These include the following:
- Coordinating transportation and selecting modes for onward movement.
- Providing transportation services and Highway Regulation.
- Coordinating marshaling and holding area requirements with the TSC. Marshaling areas are required when units prepare for movement or change from one mode to another. Holding areas are required for units to conduct inspections, prepare vehicles, or await onward movement in case of delays.
- Providing movement schedules to the TSC so that they can plan logistics support to moving units.
Figure 6-3 shows the primary nodes in the reception and onward movement process that must be supported by movement control units.
Figure 6-3. Reception and Onward Movement Process Nodes
The MCA and TSC provide ITV of units transiting transportation/logistics nodes or geographic AORs. This information becomes input to the TA DCSOPS to assist in force tracking.
6-5. AERIAL PORT OF DEBARKATION. An APOD is an airfield designated by the theater combatant commander, in coordination with USTRANSCOM, for the sustained air movement of personnel and material or to serve as an authorized port for entrance into or departure from the theater of operations. Port MCTs perform port clearance missions at APODs. The port MCT controls and manages the processing of units and TAT/NAP equipment for onward movement concurrently with other port clearance missions as shown in Figure 6-4.
Figure 6-4. APOD Port Clearance Missions
In an underdeveloped theater, an AACG and DACG will initially support an arrival airfield. The AACG should move with the lead elements of the deploying force. The port MCT will work with the AACG to execute port clearance missions. The Cargo Transfer Company has the mission responsibility of operating the AACG (see FM 55-15).
Army elements (port MCT and AACG) at the APOD require external support to perform cargo transport operations (see Table 6-1). This support may be provided by USAF aerial port squadrons at large airfields (established AMC stations) and with AMC TALCE at civilian or smaller contingency airfields (see Figure 6-5).
Table 6-1. Organizations and Functions at an Aerial Port Complex
Organization Or Activity |
Parent Organization |
Major Functions |
| Aerial Port Squadron/Mobility Flight | USTRANSCOM (AMC) | Validate aircraft loads, process and document personnel and cargo, and load and service airlift aircraft. |
| Aeromedical Evacuation Liaison Team | USTRANSCOM (AMC) | Communicate/coordinate aero-medical evacuation requirements between medical facilities and the Global Patient Regulating Center. |
| Port Movement Control Team | Movement Control Battalion | Assist deploying units with onward movement from port. Resolve problems with frustrated cargo. |
| ASG Liaison Element | JTSC or TSC | Coordinate ASG support at port. |
| NEO Liaison Element | Army Component Command | Coordinate all movements of noncombatants. |
| Aircraft Maintenance Team | Army Component Command | Provide technical assistance to Army aviation units deploying through the Joint Aerial Port Complex. |
| Postal Operations Terminal | Air or Army Component Command | Process inbound or outbound mail shipments. |
| Tanker Airlift Control Element | USTRANSCOM (AMC) | Control, coordinate, and monitor US airlift operations. |
| Port Security | Air Component Command, Army Component Command outside airfield | Provide physical security for the airfield and port complex. |
| Cargo Transfer Company | Composite Transportation Group | Transloads cargo between transportation modes. |
Figure 6-5. Notional Aerial Port Complex
Efficient and timely airfield clearance is critical to prevent congestion and sustain the airflow into the APOD. APOD clearance, processing, and onward movement functions are executed sequentially depending on whether units draw pre-positioned material or deploy with their equipment (Figure 6-6). Port MCTs perform the following:
- Coordinate transportation for the onward movement of passengers and baggage/TAT equipment.
- Brief troop commanders and passengers on the current situation and procedures to clear the APOD.
- Task troop commanders to provide baggage off-load teams and assess the status of weapons and classified material.
- Call forward transportation to meet disembarking passengers and direct passengers to awaiting transportation. Ensure each vehicle is marked with unit and destination.
- Coordinate cargo transfer of accompanying cargo and TAT/NAP baggage pallets and reconfigure them by unit and/or destination for onward movement. Baggage vehicles should accompany troop transportation.
- Coordinate expeditious cargo clearance and retrograde cargo operations concurrently.
Figure 6-6. APOD Clearance, Processing, and Onward Movement
Port MCTs also plan and coordinate with the TSC ASG for support necessary to operate a passenger holding area when expeditious clearance is not possible due to port congestion or transportation shortages. The PHA may also be used to give more detailed briefings to the moving unit on the current situation, port clearance procedures, or any other mission requirements.
Units may move from the APOD to their SA or TAA in the following ways:
- Directly via surface transportation.
- Via surface transportation after drawing pre-positioned materiel at storage sites.
- Via theater air transportation. This involves transloading from strategic to tactical aircraft.
- To a holding area to await arrival of ships at SPOD. The unit may assist in the ship off-loading.
6-6. AIR-TO-AIR INTERFACE OPERATIONS. At an air-to-air interface site, soldiers and TAT equipment are transloaded from strategic aircraft to tactical aircraft for onward movement. AAI is used when units or reinforcements are critical or when the strategic aircraft is diverted from its original APOD due to the tactical situation, weather, or lack of clearance capability.
AAIs are normally short notice, short duration missions. Port MCTs must plan to quickly respond to AAI requirements at the APOD or contingency airfields. Clearance requirements include reconfiguring, inspecting, and weighing baggage and TAT/NAP equipment, and manifesting passengers for theater movement. The port MCT must coordinate with the Air Force or HN port operator to arrange for MHE and the TSC ASG to establish a PHA.
6-7. SEAPORT OF DEBARKATION.An SPOD is a port designated by the theater combatant commander in coordination with USTRANSCOM. The SPOD is responsible for the sustained movement of equipment and materiel into and out of the theater of operations. The Composite Transportation Group or MTMC will operate the port. The port MCTs coordinate port clearance missions. The port MCTs plan, control, and manage the processing of the units and equipment for onward movement based on the following:
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The port MCT plans for onward movement based upon ship manifests and discharge rate.
The port MCT is responsible for planning onward movement and must coordinate with the port operator and the PSA, which supports port clearances. Maintenance is a unit responsibility, but the port MCT must provide guidance and movement instructions to units to ensure that vehicles that move by rail or air are only reconfigured or fueled as required or authorized by the mode operator. The port MCT plans and orders railcars for unit rail movement requirements. The unit loads and ties down its equipment. Port MCTs provide technical assistance. Figure 6-7 shows onward movement from the SPOD.
The following additional organizations provide support at the SPOD:
- The Army headquarters responsible for geographic support responsibilities, such as the TSC or COSCOM, provides logistics and life support for units transiting the port.
- The PSA provides maintenance; configures equipment for onward movement; and provides security, fueling, and other support requirements. The PSA is a tailored organization unique to each port. The PSA is under the operational control of the terminal commander.
Figure 6-7. SPOD Onward Movement Operations
After clearing the terminal, equipment will be processed for onward movement by specific modes at MAs as follows:
- Rail for movement of outsize, oversize, and track vehicles to their SA/TAA.
- Theater (tactical) airlift from a surface-to-air interface of critically needed units or priority reinforcements to their SA/TAA.
- Surface movement by highway of wheeled vehicles to the SA/TAA, pre-positioned material site, or final destination.
- IWW by lighterage, if available, depending on priority of movement and cargo transfer capability.
Figure 6-8 shows the notional configuration of a water port complex showing some of the functions that are performed in the complex. The figure shows a composite profile of the complex including the surface-to-air interface site.
Figure 6-8. Notional SPOD
The MCA or MCB must coordinate APOD and SPOD clearance operations. Units should be moved from the APOD or holding area to the SPOD in the order in which the units are required at the port. The port MCT works with the terminal or port operator to sort the equipment when it is discharged based on priority and mode on onward movement. The port MCT coordinates onward movement requirements and road movement bids, usually at the MA established for movement by that mode. The Port MCT receives requests for line-haul or special transportation requirements, such as HET, and commits TRANSCOM or COSCOM assets.
6-8. SURFACE-TO-AIR INTERFACE OPERATIONS.An alternate method of onward movement from the surface mode for high priority units is the surface-to-air interface. Equipment is separated at the SPOD to begin preparation for air movement. At the surface-to-air interface, equipment, drivers, and a C2 party are processed for onward movement on theater airlift. The MCB normally assigns a port MCT to execute the surface-to-air interface. The port MCT must coordinate with the MCT at the SPOD to ensure that units prepare vehicles and equipment to meet tactical airlift requirements.
The surface-to-air interface is organized similar to a departure airfield. The port MCT requires augmentation to execute the operation as shown in Figure 6-9. This includes portable scales, MHE, dunnage, and shoring.
Figure 6-9. Surface-to-Air Operational Stages
6-9. ONWARD MOVEMENT OF PRE-POSITIONED MATERIEL. Pre-positioned materiel includes combat systems, vehicles, and sustainment stocks. Most APS are located at various land-based sites strategically located around the globe. In addition, a brigade set of equipment, to include sustainment and lighterage, is pre-positioned aboard a fleet of ships.
APS reduces the unit equipment and basic load requirement that must accompany units. The MCA and/or Corps MCB must coordinate with the TSC and liaison party from the unit to plan for onward movement from the storage site to the SA. An MCT will directly coordinate with the moving unit at a MA outside the storage site. The unit advance party will draw APS materiel and linkup with the main body at the SA to complete combat preparations. The MCT will select the plan for any special transportation requirements for unit onward movement from the storage site to the SA.
6-10. MOVEMENT CONTROL DURING REPOSITIONING. The MCA or Corps MCB may be responsible for planning and executing movement control operations in support of unit repositioning during the following:
- Repositioning within the theater of operations.
- Deploying from an OCONUS theater of operations to another theater.
- Redeploying from a theater of operations back to home station.
Movement planners must schedule movements and transportation to support the movement as directed by the DCSOPS or G3. Units are called forward to POEs based on their priority of movement and the processing capacity of the port. Movement planners must make sure people, supplies, and equipment arrive at the transportation node simultaneously based on the estimated processing time at the POE. Units must be at the POE and prepared to load as strategic lift assets become available (Figure 6-10).
Figure 6-10. Operations at a Notional SPOE
Units are called forward from a holding area to the POE based upon a schedule matching the moving units with specific aircraft or vessels. The service logistical commander responsible for integrating logistical support will provide lift support to units while at the POE. The MCB or subordinate units plan, coordinate, and select the mode of transportation and issue or coordinate movement credits for units to move to the POE. Units must arrive in sufficient time to prepare vehicles and equipment for movement according to instructions provided by the terminal commander. See MTMCTEA Pamphlet 700-2 for sample loading times.
At APOEs, A/DACGs ensure that TAT/NAP cargo and baggage meet the configuration of the scheduled aircraft and any other Air Force requirements. Moving units may also receive customs and agriculture inspections. The port MCT must establish a holding area for personnel and equipment (also known as a sterile holding area) that have been checked and cleared by customs personnel. The port MCT is responsible for maintaining the sterility of the processing center at the call forward area and for manifesting passengers. The port MCT coordinates with MP customs and US Department of Agriculture representatives to ensure that operations at processing and holding areas meet their requirements. Port MCTs must also plan for retrograde of inoperable equipment, captured equipment, and sensitive equipment.
As part of the manifesting procedure, the port MCT should conduct required briefings, check for ID tags, and conduct a roll call. Figure 6-11 displays a notional call forward area processing center, including the flow of passengers from reception to manifesting.
Figure 6-11. Notional APOE Processing Center
6-11. PLANNING SEQUENCE FOR RECEPTION AND ONWARD MOVEMENT. A comprehensive plan for reception and onward movement requires adherence to a step-by-step process similar to that used to develop a movement program. Planning must estimate the workload at specific transportation nodes to determine requirements for movement control, mode operating, and cargo transfer units. Planning should be done for operational periods for each mode. It must also identify requirements for MHE, CHE, and HNS (Figure 6-12).
Figure 6-12. Reception and Onward Movement Planning
During this process, movement planners at the senior movement headquarters do the following:
- Obtain advance arrival information for intertheater sea and air movement from port operators and operational planners.
- Assess the movement requirements data such as RDD, priority of movement, equipment characteristics, and special requirements.
- Group the requirements for each POD by destination geographic location in RDD sequence.
- Obtain movement priority for requirements that have the same destination and RDD.
- Determine available modes for onward movement based upon planning requirements. Consider requirements, equipment characteristics, priorities, and modes servicing the PODs and SAs/TAAs.
- Select mode for each requirement.
- Program the mode for each requirement for reporting to POD based upon estimated time for POD clearance. This is dependent on the type of strategic asset (airlift, sealift).
- Determine availability of equipment for follow-on missions at the POD. Estimate uploading and processing time for each mode at the POD. Apply time/distance factors to estimate transit time to other transportation nodes or arrival at the SA/TAA. Determine total transit time, maintenance and crew rest, and return time.
- Resolve conflicts by rerouting, changing modes, or rescheduling or obtain guidance from operational planners. Reconfirm that the selected route can accommodate any oversize or overweight cargo/equipment being moved.
- Identify requirements for MHE and CHE at the POD for each mode, cargo and trailer transfer points, and at destination. Coordinate with the TSC or COSCOM to provide sufficient MHE and CHE to meet the needs at the points and times required.
- Coordinate for holding and storage areas outside of POD SA if ports become congested due to transportation shortages or scheduling problems.
- Identify en route support requirements for fuel, mess, maintenance, and billeting. Coordinate with the TSC and/or COSCOM for this support.
- Determine critical points where highway regulation or traffic control should be established to maintain the flow of traffic. Coordinate for en route communications.
Plan for retrograde missions for equipment returning from the SA/TAA in the same manner as above.
6-12. GENERIC SUPPORTING THEATER LOC NODES. A number of supporting theater LOC nodes are used in RSO&I. To provide a common understanding of the purpose and capabilities of these nodes, brief generic descriptions are provided. The generic descriptions include the following:
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In addition to these supporting nodes, a number of nodes such as railheads, driver holding areas, tactical assembly areas, and final destinations are used for the theater LOC.
Driver holding areas are locations where deploying unit drivers (and arriving supercargoes and drivers assigned to the PSA) are assembled and provided life support while awaiting the arrival of their unit equipment sent by sea. The DHA should be located in close proximity to the joint water terminal. Facilities are normally provided by the host nation. Billeting, messing, local transportation, and other lift support requirements will be arranged for by contracting with commercial sources or provided by the task force assigned to operate the DHA. The task force also will need to marry-up the unit drivers with the unit's equipment and arrange for onward movement through the local MCT. The size of the DHA and its supporting task force will be determined by the timing and efficiency of the deployment flows.
TAAs are designated areas where contact will be established between the deploying major combat formation and the liaison party of the gaining command. The area will provide sufficient space to permit the combat formation and its attached and supporting units to deploy tactically, the commander to transfer authority to the gaining combat commander, and integrate the formation into the ground component force.
Final destinations are locations where units not otherwise assigned to a theater LOC node will deploy to perform their assigned missions. They serve as termination points for deploying units or sustainment packages.
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