Military

(1) March units. A march unit is the smallest element of a convoy. As the smallest subdivision of a column, march units may have up to 25 vehicles assigned. A march unit usually represents a squad- to platoon-size element. Each march unit has a march unit commander.

(2) Serials. A serial is a group of two to five march units. It represents approximately a company- to battalion-size element. Each serial has a serial commander.

(3) Columns. A column is a group of two to five serials. It represents approximately a battalion- to brigade-size element. Each column has a column commander.

For example, a medium truck company commander can organize his convoy as a serial by dividing the 60 task vehicles by platoons into three march units of 20 vehicles each. The company commander would then serve as the convoy commander and the platoon leaders would serve as march unit commanders. Remaining vehicles would be added to each march unit for command and control and convoy support.

Convoy commanders should not generally subdivide march units of 20 or fewer vehicles into smaller march units because of road space considerations. This will reduce the amount of road space taken up by the gaps between small march units. If the convoy commander determines that security requirements warrant greater separation between convoy elements, he could divide the 60 task vehicles by platoons into three serials of 20 vehicles each and further subdivide each serial by squads into two march units of 10 vehicles each. In this example, the platoon leaders would serve as serial commanders and the squad leaders as march unit commanders.

(1) Head. The head is the first vehicle of each column, serial, and march unit. Each head should have its own pacesetter. The pacesetter rides in this vehicle and sets the pace needed to meet the scheduled itinerary along the route. The officer or noncommissioned officer at the head ensures that the column follows the proper route. He may also be required to report arrival at certain checkpoints along the route. With the head performing these duties, the convoy commander has the flexibility to move up and down the column to enforce march discipline.

(2) Main body. The main body follows immediately after the head and consists of the majority of vehicles moving as part of the convoy. This is the part of the convoy that may be subdivided into serials and march units for ease of control.

(3) Trail. The trail is the last sector of each march column, serial, and march unit. The trail officer/NCO is responsible for recovery, maintenance, and medical support. The recovery vehicle, maintenance vehicles, and medical support vehicles/teams are located in the trail. The trail officer/NCO assists the convoy commander in maintaining march discipline. He may also be required to report clear time at checkpoints along the route. In convoys consisting of multiple march units and serials, the convoy commander may direct minimum support in the trail of each serial or march unit and a larger trail party at the rear of the column. As the trail party may be left behind to conduct repairs or recovery, the convoy commander should provide trail security and communications.

(1) Column, serial, and march unit commanders. These commanders plan and control the motor movement and enforce march discipline. They may be either officers or noncommissioned officers.

(2) Pacesetter. The pacesetter should be an experienced officer or NCO who rides in the first vehicle of each element in the convoy. The pacesetter maintains or adjusts the rate of march necessary to meet the schedule. In so doing, the pacesetter will direct that the convoy speed up to compensate for lost time due to terrain, weather, traffic conditions, or other obstacles. The pacesetter's job is critical as he must ensure the convoy averages the march rate over the length of the route.

(3) Trail officer. The trail officer is positioned at the rear of the column. He checks and observes vehicles, march units, or serials at the SP. He ensures that approaching traffic from the rear is warned when the column halts. He also picks up guides and markers left by preceding elements of the march column. He investigates accidents on-the-spot, directs evacuation of injured personnel, and effects disposition of disabled equipment.

(4) Trail maintenance officer. A maintenance technician/NCO rides at the rear of the column with maintenance and recovery personnel and equipment and supervises en route maintenance operations. In a small column, the trail officer and the trail maintenance officer may be the same person.

(5) Guides. Guides are used to ensure the convoy follows the prescribed route. Guides become very important when operating in an area where road signs are poor or nonexistent. On controlled routes, the area commander may furnish guides to direct units or vehicles moving over these routes. Highway regulation authorities will use movement regulation teams and military police to assist moving units. Although these teams do not normally escort convoys, they assist convoy commanders in locating supported units, preventing conflict with other convoys, and providing other information on the route. On routes that are not controlled, the moving unit is usually responsible for providing its own guides.

(1) Start point. An SP is the place all elements of a column come under the active control of its commander. On passing the SP, each unit should be traveling at the rate of march and vehicle interval (gap) stated in the operation order. If the convoy is moving on a controlled route, the SP will usually be the first checkpoint on the route that the convoy passes. If the convoy is not moving on a controlled route, the convoy commander will select an SP along the route that is easily recognized on both map and ground.

(2) Release point. The RP is the place where elements of a column are released from the active control of the commander. They leave the column to go to their designated areas. The RP, like the SP, must be on the column's route. If the convoy is moving on a controlled route, the RP will usually be the last checkpoint on the route that the convoy passes. If the convoy is not moving on a controlled route, the RP should be a place along the route easily recognized on both map and ground. The RP is neither the final destination nor a place to stop a convoy. The convoy must clear the RP and get off the route with a minimum of delay to prevent congestion with other scheduled movements. Unit guides may meet their units as they arrive at the RP and lead them to their designated area. Multiple routes and cross-country movements should be used from the RP to allow units to spread rapidly.

If the destination is a customer support location, the convoy commander should use an advance party or other communications to contact the receiving unit before arrival of the main body. This will let the receiving units meet the convoy at the RP and guide the vehicles to where they are needed. It will also facilitate getting the vehicles off the route quickly, so as not to interfere with other scheduled traffic. As the vehicles are unloaded, they should be scattered out, and after-operation maintenance performed. Drivers should be informed as to where and at what time to assemble for the return trip.

(1) Time, duration, and purpose. Short halts are made for personal comfort and relief, inspection of equipment, and en route equipment checks. Short halts will normally last 10 to 15 minutes. Longer halts, for messing, refueling, and bivouacking, will last as long as required to accomplish these tasks. When the situation permits, messing and refueling halts should coincide. Convoy commanders must remember that the time taken to get in and out of the rest halt is part of the time allocated for the halt.

(2) Halt procedures. Use the following procedures at halts:

• Plan for halts in areas with good security and fields of fire.
• Avoid halting on curves or grades.
• Never block the road when conducting halts.
• Maintain the prescribed gap to enhance security.
• Keep civilians away from the convoy vehicles.
• Post road guards at the front and rear of the convoy to warn approaching traffic.

(3) Location. Select the locations for scheduled halts in advance. In most areas of operations, the location of rest halt areas on controlled routes will be centrally selected by commanders exercising area control and published in the highway regulation plan. Some types of rest halts, especially those for refueling, maintenance, and messing, may be established by an ASG (COMMZ), CSG (corps), or DISCOM to support all convoys passing over the route. No matter who plans rest halt locations, they should offer adequate ingress and egress to get all vehicles in and out, offer dispersion and concealment, and be large enough to accommodate all vehicles and rest halt functions.

(4) Duties of personnel. During halts, all personnel have certain responsibilities. Officers and noncommissioned officers check the welfare of their soldiers, the security of loads, and en route maintenance. Control personnel inspect vehicles and loads. They give instructions to ensure that the column will get started with a minimum of confusion. Dining, medical, and maintenance personnel perform such special duties as the purpose and duration of the halt permit. Drivers inspect their vehicles and loads and perform en route maintenance.

h. Route Reconnaissance. The decision as to which route to use will depend on routes available under the current highway regulation plan and the ability of routes to support the type of vehicles moving. Often the route will be prescribed by the higher headquarters. In this case, a map reconnaissance will enable the convoy commander and battalion staff to select tentative checkpoints or to confirm those already established. The convoy commander can ascertain critical points and potential ambush sites by contacting the DTO or servicing MC detachment through whose area the convoy will pass. The convoy commander should also conduct either a ground or aerial reconnaissance of the route once the map reconnaissance has been completed. To help them become familiar with the route, subordinate convoy leaders should be included in any reconnaissance. If the reconnaissance shows road or bridge damage, the convoy commander should notify his higher headquarters, which will in turn notify the DTO or MC detachment. The route reconnaissance should include identification of critical points and check points and the selection of an SP, RP, halt sites, and a bypass or alternate route.

i. Escort and Security Elements. Military police units may provide convoy security to a specific convoy or on an area basis. Security of routes is an MP mission. However, the availability of MP support depends on the threat in the area of operations, the sensitivity of the cargo, and other missions the MPs must support. If available, escort and security elements are used to secure and protect the convoy from enemy activity. Convoy escort and security elements are usually the responsibility of the moving unit. However, the MPs may provide them on a mission basis contingent upon the threat and importance of the convoy. Convoy commanders must request MP support through command or movement control channels. If MP support is approved, convoy commanders must closely coordinate with the MP unit directed to provide support. The presence of MPs or other escorts does not relieve the convoy commander from responsibility for the security of his convoy. Convoy commanders must plan and coordinate through their chain of command all matters pertaining to convoy security. These include the following:

• Noise, litter, and light discipline.
• Front, flank, and rear security.
• Security during halts.
• Air cover.
• Fire support.
• Communications security.
• Deception.

A convoy may be provided MP or combat force escorts. In placing escorts, the commander must consider the number of vehicles available, the size of the convoy, terrain and route characteristics, and likely enemy activity. Escorts should be placed to allow maximum protection for the most critical convoy elements. Since it is easier for vehicles to move forward, some escort vehicles must be positioned in the rear of the march element to which they are attached. If only one escort vehicle is provided, it should be placed to the rear of the convoy so it can be brought forward in the event of a tactical emergency.

j. Convoy Support. Based on the mission and circumstances of the move, support to convoys may include any of the following: fire support, combat aviation support, messing en route, maintenance en route, refueling en route, and medical support en route.

a. Command Responsibilities. The commander of the moving unit is responsible for the mechanical condition of his vehicles. Leaders must inspect all vehicles according to appropriate TMs before departing for the mission. Convoy commanders should also ensure that--

• Additional fuel, water, and lubricants are provided for en route requirements.
• Loads are inspected.
• Tarpaulin, troop safety straps, and end curtains are provided when required.
• Vehicles are hardened when required.
• Columns are identified with appropriate markings.
• Weapons are inspected.

b. Marshaling or Assembly Area Inspection Teams. A technique for large unit movements is to establish marshaling area or assembly area inspection points. As convoys are ready to depart, they proceed to the inspection point for final checks and driver briefings. Unit level maintenance personnel may be available to assist unit leadership in correcting last-minute minor deficiencies. Trucks with major problems will be returned to the parent unit and replaced with serviceable vehicles.

c. Hardening Vehicles. Cover the cargo bed of troop-carrying vehicles with at least a double interlocking layer of sandbags. Cover the cab floor of all vehicles with a double layer of sandbags under the driver's seat. Take care not to hamper pedal movement or hamper the driver's access to them. As an additional precaution, place a heavy rubber or fiber mat over the sandbags to reduce danger from fragments such as sharpened stones, sand, and metal parts of the vehicle. This also prolongs the life of sandbags. Sandbags may also be placed on the fuel tank, fenders, and hood. See Appendix O for more information on vehicle hardening.

When contemplating hardening vehicles for escort and/or gun truck duty, use one escort/gun truck for every eight task vehicles. Prior approval from higher headquarters must be received before task vehicles are converted into escort/gun trucks.

d. Covering Cargo. The main advantage in covering cargo is that it denies intelligence information while providing protection from weather elements. The disadvantage in installing tarpaulins is that they have to be removed for loading and unloading operations. This increases the time it takes to accomplish a mission.

e. Convoy Identification. Each column should be identified by a blue flag on the lead vehicle and a green flag on the rear vehicle. Flags should be mounted on the left of the vehicles, either front or rear. They must be positioned so that they do not interfere with driver vision or functional components of the vehicle. When movement is at night, the lead vehicle shows a blue light and the rear vehicle a green light. The vehicle of the convoy commander and the march unit commanders must display a white and black diagonal flag on the left front bumper. This flag is divided diagonally from the lower left corner to the upper right corner with the upper left triangle white and the lower right triangle black. Trail party vehicles carry an international orange safety flag. State and local police or MP escort vehicles do not display convoy identification flags. See Figure 5-3 for illustrations of flags and flag placement.

The convoy movement order includes a CCN which identifies the convoy during its entire movement. The CCN is placed on both sides of each vehicle in the convoy and, if possible, on the front and back of each vehicle (see Figure 5-4,). It is also placed on the top of the hood of the lead and rear vehicles of each march unit. See Appendix M for detailed information on convoy clearance procedures, to include the assigning of CCNs to both AC and RC convoys. See Appendix P for specifications for convoy warning signs.

f. Final Preparation. Final convoy preparation includes organizing the convoy, briefing personnel, and inspecting individual equipment and vehicles. Convoy personnel are usually briefed after the vehicles are lined up. After the convoy commander's briefing, personnel are returned to the control of the march unit commanders who give final instructions. Leaders make final inspections of loads to ensure that they are properly secured and that vehicles are ready to move. See Appendix Q for a sample convoy briefing. Radio operators are instructed to check their equipment and enter the net.

a. Entering Convoy Routes. The convoy should depart the assembly area at the time given in the movement order. Police support will reduce interference with other traffic and ensure the integrity of the convoy. Use the "close column formation" when moving from the assembly area to the main convoy route.

NOTE: Risk can be significantly reduced when civilian police assist by controlling civilian traffic. If a civilian police escort is not available, MPs or other military personnel should provide escort service. However, military escorts have no authority to instruct military drivers to disregard traffic control devices or signs.

Most expressways are equipped with entrance and exit ramps and acceleration and deceleration lanes that are designed to allow vehicles to enter and leave without interfering with other traffic. When used properly, these lanes greatly reduce the risk of traffic accidents and help in the movement of the convoy. The following instructions apply both to the initial point of entry to the expressway and the return to it from a rest halt area:

• As mentioned previously, civilian police assistance should be obtained to direct convoy vehicles onto the expressway and to control civilian traffic. When civilian police are not present, use MP or other military personnel to signal military vehicles when it is safe to enter the expressway. Military traffic should not interfere with civilian traffic.
• Before driving onto the entrance ramp, close up convoy vehicles to a maximum distance of 20 yards. This reduces the time the entrance ramp is blocked to normal traffic (see Figure 5-5). Upon reaching the acceleration lane, increase convoy speed to equal as closely as possible that of other traffic on the expressway. The maximum speed authorized for military vehicles on expressways is 50 MPH. Military vehicles moving on controlled access highways will maintain the posted minimum speed or 40 MPH if a minimum speed is not posted. Vehicles that cannot maintain the posted minimum speed will be routed over an alternate noncontrolled access road (refer to AR 55-162). Do not exceed the minimum speed unless directed by the convoy commander. Under no circumstances will the posted maximum speed limit be exceeded.
• When moving into the traffic lane and before merging, the driver must ensure that lanes are clear of oncoming traffic.
• After entering the traffic lane, drivers should not immediately try to move to the prescribed distance for expressway convoy operations but continue for a distance equal to the road space of the column. Drivers should then gradually attain the distance between vehicles for expressway driving or as given by the operation order and the final briefing.

NOTE: Vehicles must not slow down or close up while in a traffic lane of the expressway.

Figure 5-5. Entering and exiting an expressway

b. Driving on Expressways. All vehicles must remain in the right lane once the convoy has entered the expressway. Where the right lane is reserved for traffic turning off at the next exit ramp, the convoy should use the next adjacent lane. Drivers must be alert and prepared to slow down or take other evasive action to avoid vehicles entering the expressway from acceleration lanes.

If a vehicle develops mechanical trouble, the driver should turn on the appropriate turn signal to alert the vehicle behind him and move onto the shoulder of the road or into a parking area and wait for the arrival of the trail party. The remaining convoy vehicles should continue past the halted vehicle, leaving maintenance to be done by the trail party. The following actions will help drivers to avoid drowsiness or "highway hypnosis":

• Keep cab windows open.
• Shift body positions frequently.
• At rest halts, get out of the cab and move about.

c. Exiting an Expressway. To exit an expressway, either to enter a rest area or take another route, move vehicles to the deceleration lane at the earliest opportunity. Reduce speed to posted exit speed limit.

d. Rest and Meal Halts on Conventional Highways. Schedule rest halts so that the convoy will halt for 15 minutes at the end of the first hour of operation and 10 minutes every 2 hours thereafter. When a suitable area is not available at these periods, minor adjustments may be made to this schedule. On conventional highways with adequate off-shoulder parking space, rest and meal halts normally do not present a problem. However, the following precautions should be taken:

e. Rest and Meal Halts on Expressways. Information on the location of rest areas and their truck parking capacities on expressways over which the convoy will move is available at each ITO. The designated federal or state rest areas planned for convoy use should be entered in item 20 of DD Form 1265.

Only emergency stopping is authorized on expressways. Official rest areas or parking areas may be used for scheduled halts of military convoys. On most expressways, these areas are located at 25- to 30-mile intervals. Normally, separate parking areas within the rest area are designated for truck and passenger car parking. Convoys should use the portion reserved for trucks. Ensure that there is space for other vehicles. Convoy vehicles should not occupy more than 50 percent of the truck parking space at any time. If the number of trucks in a convoy will exceed 50 percent of the truck parking area, organize the column into serials. Maintain a sufficient time gap between serials to allow one to clear a rest area before the following serial arrives. Or, you may schedule convoy serials into different rest areas; however, this separates serials to such an extent that control is reduced.

Normally, acceleration lanes are provided at rest areas to facilitate merging of vehicles with other traffic. The same procedures are used when departing a rest area as when making an initial entry onto an expressway.

Meal halts on expressways require careful planning because of their longer duration. If the selected rest area cannot accommodate all of the convoy vehicles, one of the following options can be taken:

• Phase the convoy into a rest area in serials with enough time gap to allow the preceding serial to eat and clear before the arrival of the next serial.
• Have all serials halt at about the same time but at different rest areas. However, this will require excessive gaps between elements, thus reducing the commander's control.
• Use the leapfrog method by requiring the first serial to halt at a rest area while the second serial continues on to the next area, usually 25 to 30 miles ahead. By the time the first serial has completed its halt and arrived at the area where the second serial stopped, the second serial should be ready to join the column.
• Leave the expressway and use a previously selected area. This option allows all personnel to take a meal halt at the same time.

f. Refueling Halts. The majority of military vehicles can travel 300 miles without refueling. Since this exceeds the distance a convoy normally travels in one day, arrangements for mass refueling before reaching the overnight halt are unnecessary. Vehicles with limited range should be refueled during the noon meal halt as well as during regular refueling halts.

g. Toll Roads, Bridges, and Tunnels. A convoy representative should be assigned to clear the convoy at the initial entrance to toll facilities and any intermediate points where tolls are collected. When possible, obtain toll tickets before the convoy departs from its point of origin. When this is not feasible, the convoy representative should arrive at the toll facility entrance well ahead in advance to purchase tickets and arrange for the uninterrupted movement of the convoy through the toll facility.

h. Halts Due to Mechanical Failure. A vehicle disabled because of mechanical failure should immediately be moved from the traffic lane to a location where it will not be a hazard to other traffic. If a breakdown occurs while driving on an expressway or highway, the driver should take immediate action appropriate to the time of day and degree of visibility in the area.

i. Accident Procedures. If an accident occurs, every effort must be made to reduce its effects and to keep the convoy moving. If an accident happens in the convoy, the following steps should be taken:

• Keep moving. Only the vehicle immediately behind the vehicle should stop and render assistance.
• Give first aid. Give immediate attention to injuries according to FM 21-11.
• Wait for assistance. Do not move the damaged vehicle until an accident investigation has been completed by civilian police. Report any accident to civilian police IAW AR 385-40.
• Clear the traffic lane. The crew of the affected vehicle should make every effort to clear the traffic lane as soon as possible. In case of injuries, the crew of the assisting vehicle may be required to move the damaged vehicle.
• Prepare the accident report. Whenever a military vehicle is involved in ANY accident, the driver will prepare a SF 91.

On-the-spot information will be recorded on the form by the operator involved. If the operator is unable to prepare the report at the scene of the accident, it will be prepared by anyone so directed. The report must be completed and delivered to the operator's immediate supervisor as soon as possible for use in preparing DA Form 285.

Whenever state or local regulations require submission of accident reports to their agency, the report will be submitted first to the appropriate claims officer for review to ensure that the rights of the United States government are not prejudiced by admission of liability.

It is essential that personnel be trained to obtain all vital information at the scene of the accident and to complete all entries on the form. Information will often be unavailable after witnesses have left or vehicles have been removed from the scene of an accident. Each item of the report should be checked to make sure it gives a complete picture of facts leading to the accident and what occurred in the accident. If there is any question as to the validity of information obtained for the report, a notation should be made to this effect.

NOTE: When another driver is involved in the accident, his name should be obtained from his driver's permit.

The first officer or noncommissioned officer to arrive at the scene of the accident will take charge by supervising emergency aid, directing military traffic, warning civilian traffic, and directing placement of warning devices until the trail officer arrives. The trail officer, aided by available medical and maintenance personnel, will supervise and direct care of the injured and disposition of the damaged vehicles. Further assistance needed should be requested from the agencies listed in the convoy operation order.

j. Vehicle Accidents Causing a Fire or Creating an Electrical or Fire Hazard. Motor convoys travel mostly over highways in rural areas. Fire departments in these areas are widely scattered, and firefighters may have to travel a long distance to respond to an emergency. This means that convoy control personnel will probably be the first to arrive at the scene of the accident and must be prepared to rescue endangered personnel, attempt to control the fire, or take steps to prevent a fire. If the accident results in a vehicle fire, convoy supervisory personnel should take the following actions:

• Halt the control vehicle a safe distance from the fire. Direct the driver or other convoy personnel to notify the nearest fire department and police department, using the most expeditious means; for example, roadside emergency, service station, or private residence telephone. If radio communication is available, notify the convoy commander.
• Remove injured personnel from burning vehicles as quickly as possible, even when it means subjecting a person to further injury. Follow established first aid procedures in caring for the injured before attempting to control fire in unoccupied vehicles.
• Keep spectators at a safe distance.
• Attempt to extinguish the fire with the control vehicle extinguisher, extinguishers from other vehicles, or with sand or mud.

In the event of an accident involving a truck carrying either explosives or hazardous cargo, supervisory personnel must take the following actions:

• Approach cautiously. Resist the urge to rush in; people involved in the accident cannot be helped or rescued until the hazards are known.
• Move and keep people away from the scene.
• Use the Emergency Response Guidebook as a guide.
• Immediately notify all assisting agencies and personnel of the hazards involved.

If the accident results in a fire hazard, supervisory personnel should do the following:

• Halt the control vehicle a safe distance from the accident. Direct the driver or other convoy personnel to notify police and fire departments by the fastest means. When radio communication is available, notify the convoy commander.
• Turn off the ignition and lights of the vehicles involved. Because of the possibility of sparks, do not remove battery cables unless absolutely necessary.
• Remove injured personnel as soon as possible.
• Keep spectators away from the area where flammable liquids are spilled or toxic fumes have accumulated.
• Guard against smoking by spectators or cigarettes thrown from passing vehicles. If personnel are available, post guards to warn passing vehicle drivers of a fire hazard.
• Notify nearby residents when spillage may place them in danger.

If the accident involves high-tension power lines, an extremely dangerous situation exists. The danger is even greater when the downed lines are touching a vehicle. Convoy supervisory personnel will take the following steps:

• Contact police immediately and explain the situation. The police will be able to contact power company personnel for emergency assistance more quickly than convoy personnel.
• Keep spectators at least 100 feet from downed wires.
• If wires are touching any of the vehicles involved, direct the occupants to remain in place until power company workers can cut off the electricity and remove the wires.
• In case of serious injury where death may be imminent unless rescue is effected, attempt to remove the wires, assist the injured from the vehicle, render first aid, and obtain medical assistance.

The following procedures are NOT routine. Perform the following when the possibility of death may result.

• Remove the wire from the vehicle by looping a completely dry fiber or cotton rope around it and pulling it free.
• Lift the wire from the vehicle using a completely dry-seasoned wooden pole.
• Reduce the risk of electrical shock by standing on a rubber vehicle floor mat, dry wooden planking, or other nonconductive material. Rescue personnel must be aware that the ground in the immediate vicinity of where a hot wire is touching may be charged and should be avoided.

k. Convoy Commander's En Route Report to Clearance Authority. During peacetime, administrative convoys will not normally be required to report their movement progress at origin, en route, and destination. If required, the convoy commander will provide an en route report to the next higher headquarters. During mobilization and selected exercises, special instructions included with the approved convoy clearance will direct the convoy commander to report to the appropriate headquarters upon departure, at selected halt locations, and upon arrival. The en route report will outline the position of the convoy. If the convoy requires more than one day, the report should include, as a minimum, the following information--

• Time of arrival at overnight stop.
• Estimated time of arrival at state lines on the following day.
• Complete details and circumstances of any accident or incident.
• Highway clearance number and convoy commander's name.