joint pub 4-01 - bits96).pdf · joint pub 4-01.3 the defense transportation system (dts) is that...

21 June 1996

Joint Tactics, Techniquesand Procedures

for Movement Control

Joint Pub 4-01.3

PREFACE

i

For the Chairman of the Joint Chiefs of Staff:

1. Scope

The joint tactics, techniques, andprocedures (JTTP) in this publication coverthe integration, management, and utilizationof common-user air, sea, and landtransportation. Its focus is on the supportedcombatant command level.

2. Purpose

This publication has been prepared underthe direction of the Chairman of the JointChiefs of Staff. It sets forth doctrine andselected JTTP to govern the joint activitiesand performance of the Armed Forces of theUnited States in joint operations as well asthe doctrinal basis for US militaryinvolvement in multinational and interagencyoperations. It provides military guidance forthe exercise of authority by combatantcommanders and other joint forcecommanders and prescribes doctrine andselected tactics, techniques, and proceduresfor joint operations and training. It providesmilitary guidance for use by the ArmedForces in preparing their appropriate plans.It is not the intent of this publication to restrictthe authority of the joint force commander(JFC) from organizing the force and executingthe mission in a manner the JFC deems mostappropriate to ensure unity of effort in theaccomplishment of the overall mission.

3. Application

a. Doctrine and selected tactics, techniques,and procedures and guidance established inthis publication apply to the commandersof combatant commands, subunifiedcommands, joint task forces, and subordinatecomponents of these commands. Theseprinciples and guidance also may apply whensignificant forces of one Service are attachedto forces of another Service or whensignificant forces of one Service supportforces of another Service.

b. The guidance in this publication isauthoritative; as such, this doctrine (or JTTP)will be followed except when, in the judgmento f t h e c o m m a n d e r, e x c e p t i o n a lcircumstances dictate otherwise. If conflictsarise between the contents of this publicationand the contents of Service publications, thispublication will take precedence for theactivities of joint forces unless the Chairmanof the Joint Chiefs of Staff, normally incoordination with the other members of theJoint Chiefs of Staff, has provided morec u r r e n t a n d s p e c i f i c g u i d a n c e .Commanders of forces operating as part of amultinational (alliance or coalition) militarycommand should follow multinationaldoctrine and procedures ratified by the UnitedStates. For doctrine and procedures notratified by the United States, commandersshould evaluate and follow the multinationalcommand’s doctrine and procedures, whereapplicable.

WALTER KROSSLieutenant General, USAFDirector, Joint Staff

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Preface

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Intentionally Blank

TABLE OF CONTENTS

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EXECUTIVE SUMMARY ............................................................................................. v

CHAPTER IMOVEMENT CONTROL OVERVIEW

• Purpose..................................................................................................................... I-1• Introduction.............................................................................................................. I-1• Theater Logistic Concept.......................................................................................... I-2• Movement Control.................................................................................................... I-3• Concept of Movement Control.................................................................................. I-4• Principles of Movement Control............................................................................... I-5• Functions of Joint Movement Control....................................................................... I-6

CHAPTER IISTRATEGIC MOVEMENT CONTROL

• Purpose.................................................................................................................... II-1• Defense Transportation System................................................................................ II-1• Joint Operation Planning and Execution System...................................................... II-1• Global Transportation Network................................................................................ II-1• Strategic Movement Control Process........................................................................ II-2• Responsibilities of USTRANSCOM........................................................................ II-5• Responsibilities of a Supporting Combatant Commander......................................... II-6• Responsibilities of the Supported Geographic Combatant Commander.................... II-6• Strategic and Theater Interface................................................................................. II-7

CHAPTER IIITHEATER MOVEMENT CONTROL SYSTEM

• Introduction........................................................................................................... III-1• Theater Movement Control Organization............................................................... III-1• Theater Movement Control System........................................................................ III-3• Transportation Request Process.............................................................................. III-6• Component Movement Capabilities and Organization............................................ III-8• Other Theater Movement Control Considerations................................................. III-10

APPENDIX

A Joint Movement Center Organization................................................................. A-1B References.......................................................................................................... B-1C Administrative Instructions................................................................................. C-1

GLOSSARY

Part I Abbreviations and Acronyms.................................................................. GL-1Part II Terms and Definitions............................................................................. GL-3

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FIGURE

I-1 Elements of a Transportation System............................................................ I-1I-2 Deployment Phases...................................................................................... I-2I-3 Principles of Movement Control................................................................... I-5I-4 Functions of Joint Movement Control........................................................... I-7II-1 Developing Transportation Requirements.................................................... II-2II-2 Command Relationships.............................................................................. II-7III-1 Suggested Joint Movement Center Organization........................................ III-2III-2 Requirements of a Theater Control System................................................ III-4III-3 Other Theater Movement Control Considerations..................................... III-10

EXECUTIVE SUMMARYCOMMANDER’S OVERVIEW

•

•

•

v

Provides an Overview of Movement Control

Discusses Strategic Movement Control

Covers the Theater Movement Control System

The employment of military forces and combat powerdecides the outcome of campaigns and operations. Thesuccess of these forces often depends on sound, timelydeployment, and support. The three elements of atransportation system are mode operations (surface, water,air), terminal operations, and movement control.Movement control is the most critical component of thesystem. It must coordinate the transportation assets of allmodes, terminals, Services, commands, and host nationsduring deployment, sustainment, and redeployment. Forcedeployments occur in five phases: predeployment,movement to a port of embarkation, strategic movement,in-theater reception at a port of debarkation, and theateronward movement. The complexity of the transportationsystem requires that both the providers and users developintegrated, executable movement plans.

Based on the type of Service support agreement, thegeographic combatant commander assigns logisticresponsibilities. They may use either the dominant-useror the most-capable-Service concept. Movement controlis the planning, routing, scheduling, and controlling ofcommon-user assets, and maintaining of in-transit visibilityto assist commanders and operations staffs in force tracking.The five movement control principles form the foundationfor management of all transportation operations and includecentralized control and decentralized execution, fluid andflexible movements, regulated movements, maximized useof delivery capability, and forward support. The functionsof movement control include planning, apportioning,allocating, deconflicting and validating priorities,coordinating movements, and maintaining or updating in-transit visibility systems.

A well-defined, integratedtransportation system isimportant to successfultactical operations.

An effective interfacebetween the strategic andtheater movement systemsis crucial.

Movement Control Overview

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Executive Summary

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The Defense Transportation System (DTS) is that portionof the nation’s transportation infrastructure that supportsthe Department of Defense common-user transportationneeds across the range of military operations. The JointOperation Planning and Execution System (JOPES) isan integrated command and control system that providesinformation to senior decisionmakers concerning joint plansand operations. Decisionmakers use JOPES to plan,execute, and monitor mobilization, deployment,employment, and sustainment activities. The GlobalTransportation Network (GTN) is a DTS automatedsystem for managing cargo and passenger movements.GTN, when fully fielded, will provide an integrated database that accepts input from automated data processingsystems used by the Services, Defense agencies, and UnitedStates Transportation Command (USTRANSCOM).

The deliberate planning process focuses on the time-phasing of movements and the assigning of transportationresources to support initial deployments for a set period,normally around 90 days after deployment commences.Crisis action movement control follows the basic processof deliberate planning. The fundamental difference is thereduced amount of time available to reach allocation,scheduling, identification of threats to transportation assetsen route to the debarkation ports, en route access oroverflight status, and other execution decisions. Peacetimemovement control and execution procedures are the sameas those in wartime.

USTRANSCOM is responsible for providing globaltransport in support of national security objectives. Ithas three subordinate transportation component commands(TCC): the Air Mobility Command, the Military SealiftCommand, and the Military Traffic Management Command.USTRANSCOM coordinates the efforts of the TCC withthe supported and supporting combatant commands. Theintegration of the strategic and theater movementcontrol systems is the joint responsibility ofUSTRANSCOM and the supported combatant commandand requires information exchange and USTRANSCOMforward elements.

The DefenseTransportation System,the Joint OperationPlanning and ExecutionSystem, and the GlobalTransportation Networkplay important roles instrategic movementcontrol.

The strategic movementcontrol process coversmoves planned underboth the deliberate andcrisis action planningprocess.

United StatesTransportation Commandis the transportationmanager for theDepartment of Defense.

Strategic Movement Control

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Executive Summary

The geographic combatant commander has a wide rangeof options for performing movement control. He may directsubordinate joint force commanders and Servicecomponents to perform their own movement control. Hemay establish a theater Joint Transportation Board, a JointMovement Center (JMC), or both. However, to ensure afully integrated and responsive transportation system, thegeographic combatant commander should considerassigning responsibility for theater transportationmovement control to a single joint office, the JMC. TheJMC must plan, allocate, coordinate and deconflicttransportation, as well as establish and operate an in-transitvisibility system to assist in tracking theater movements ofunits, personnel, unit equipment, and materiel. The JMCestablishes the location, identity, and communicationsfacilities of nodes in the transportation system. It alsopromulgates tasking procedures, cycles, and deadlines. Thetheater combatant command movement control plan iskey to a sound movement control system. The plan shouldintegrate the transportation capabilities of the componentcommands. It should produce a movement control systemwith centralized planning and decentralized execution. Thetheater combatant command movement control plan mustalso consider medical evacuation, retrograde, enemyprisoners of war, refugee, humanitarian missions, and otherhost-nation requirements.

The joint tactics, techniques, and procedures in thispublication cover the integration, management, andutilization of common-user air, sea, and land transportation.Its focus is on the supported combatant command level.Strategic and theater level movement control are discussedin detail.

The nature of the theater,composition of the force,and agreements with thehost nation affect theprocedures used formovement controloperations.

Theater Movement Control System

CONCLUSION

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CHAPTER IMOVEMENT CONTROL OVERVIEW

I-1

1. Purpose

This chapter contains an overview of jointmovement control. It establishes howimportant a well-defined, integratedtransportation system is to successfuloperations and presents the five phases offorce deployment. This chapter describes thetheater logistic concept and the two methods,dominant user or most capable Service,commonly used for implementing themovement control support. It definesmovement control and describes how jointmovement control, reception methodology,and terminal operations work in unison toproduce an efficient, effective transportationsystem. This chapter concludes with fourprinciples and six functions of movementcontrol.

2. Introduction

a. The employment of military forces andcombat power decides the outcome ofcampaigns and operations. The success ofthese forces often depends on sound, timelydeployment and support. A well-defined,integrated transportation system is acritical part of this support. It provides timeand place utility for units and sustainment.Inadequate control of logistic movementresults in waste, reduced efficiency, and lossof potential combat power.

b. The three elements of a transportationsystem, shown in Figure I-1, are modeoperations (surface, water, air), terminaloperations, and movement control.Movement control is the most critical

component of the system. It must coordinatethe transportation assets of all modes,terminals, Services, commands, and hostnations during deployment, sustainment, andredeployment.

c. Force deployments occur in f ivephases. The phases are predeployment,movement to a port of embarkation (POE),strategic movement, in-theater reception ata port of debarkation (POD), and theateronward movement. Figure I-2 shows thisprocess, using the continental United States(CONUS) as the origin. In general,predeployment activities are a Serviceresponsibility and movement to a POE withinCONUS is shared between the Services andUnited States Transportation Command(USTRANSCOM). Commercial movement toa POE within CONUS is arranged byUSTRANSCOM’s Mi l i tary Traf f icManagement Command (MTMC).

“Many generals have failed in war because they neglected to ensure thatwhat they wanted to achieve operationally was commensurate with theiradministrative resources. . .”

Field Marshal Montgomery

ELEMENTS OF ATRANSPORTATION

SYSTEM

Mode Operations(Surface, Water, Air)

Terminal Operations

Movement Control

Figure I-1. Elements of a TransportationSystem

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Additionally, USTRANSCOM executes thestrategic movement to the theater. The lasttwo phases, in-theater reception and onwardmovement, are the responsibility of thesupported geographic combatant commander.

d. The transportation system alsoencompasses patient and enemy prisonersof war evacuations, noncombatantevacuation operations, and forceredeployment. Redeployments can taketwice as long as deployments, and plannersmust address them early in an operation. Thetransportation system must be capable ofmoving joint forces by multiple modes. Itmust move forces over long distances andthrough an array of different types ofterminals. It must accomplish all this whileadhering to the timetable of the supported jointforce commander (JFC).

e. The complexity of the transportationsystem requires that both the providers andusers develop integrated, executablemovement plans. An effective interfacebetween the strategic and theater movementsystems is crucial. The supported combatantcommander and Commander in Chief, UnitedSta tes Transpor ta t ion Command(USCINCTRANS), along with othersupporting combatant commanders, areresponsible for establishing that interface.

3. Theater Logistic Concept

a. DOD Directive 5100.1, “Functions ofthe Department of Defense and Its MajorComponents,” states that each Service willprovide its own logistic support. However,title 10, USC, as amended by the DODReorganization Act of 1986, states that

NorthAmerica

Predeployment Movement to Portof Embarkation

StrategicLift Reception Onward

Movement

STRATEGIC MOVEMENT CONTROL THEATER MOVEMENT CONTROL

DEPLOYMENT PHASES

Figure I-2. Deployment Phases

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geographic combatant commanders havedirective authority over logistics withintheir area of responsibility (AOR). Thisauthority ensures the effective execution ofoperation plans. Geographic combatantcommanders are also responsible for tailoringtheir logistic operations to provide aneconomy of force by eliminating unnecessaryduplications among the Service components.

Supporting commands, Services, and Defenseagencies must source and support themovement of logistic requirements to meetthe geographic combatant commander’sstrategic and operational objectives.

b. Geographic combatant commandershave many options when establishing theirtransportation systems. They may use uni-Service, cross-servicing, common-servicing,or joint-servicing support arrangements.Based on the type of Service supportagreement, the geographic combatantcommander assigns logistic responsibilities.They may use either the dominant-user orthe most-capable-Service concept.Regardless of the method, it should allow thecomponents to use the common-user systemfor requirements that exceed organiccapabilities. When implementing a concept,

the geographic combatant commander shouldplan for contingencies that would require adifferent arrangement.

• Dominant-User Concept. Thegeographic combatant commanderassigns the Service component that is theprinciple consumer responsibility forproviding or coordinating logistic

support to the other Service componentsin the theater or designated area.

• Most-Capable-Service Concept. Thegeographic combatant commanderassigns responsibilities to the Servicecomponent most capable of performingthe mission. Usually, the most-capable-Service arrangement is the most efficientand flexible.

4. Movement Control

Movement control is the planning,routing, scheduling, and controlling ofcommon-user assets, and maintaining of in-transit visibility to assist commanders andoperations staffs in force tracking. It alsoincludes reception and onward movement ofpersonnel, equipment, and supplies over lines

A crucial interface between strategic and theater movement occurs at theport of debarkation.

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of communications in accordance withcommand directives and responsibilities.Movement control is a system involving thecoordination and integration of movementinformation and programs spanning all levelsof operations.

5. Concept of MovementControl

Movement control coordinates transportationresources to enhance combat effectivenessand meet the priorities of the supportedcombatant commander. Eff icienttransportation in a theater involvesestablishing effective organization and controlprocedures. It also involves movement andresource management.

a. Organization for Movement Control.The geographic combatant commander has awide range of options for performingmovement control. These options includedirecting subordinate JFC and Servicecomponents to perform their own movementcontrol or creating a fully integrated jointorganization. Regardless, the geographic

combatant commander should taskorganize the movement control functionscommensurate with the mission, size, andgeography of the operational area.

b. Command Authority and Organization.Normally, the geographic combatantcommander (1) delegates operational control(OPCON) of the various parts of thetransportation system to the most-capable-Service components and (2) monitors theentire operation and retains the authority toset priorities and apportion resources. Toexercise this authority, he establishes a JointTransportation Board (JTB), a JointMovement Center (JMC), or both. Inaddition, he may assign the responsibility toa staff element, normally the command’ssenior logistic staff officer.

c. Resource Management. In relation tomovement control, effective resourcemanagement requires the establishmentand maintenance of a flow of resourcesthrough the transportation system thatpermits efficient utilization of user andtransportation resources and capabilities.

MOVEMENT CONTROL 1941-1944

The entire movements machinery [during World War II] was under constantcompulsion to accommodate itself to changes in the build-up schedule or tothe unpredictable shipping situation. Build-up priority tables were closelyfollowed only in the first few days, after which the Buildup Control Organizationissued frequent changes in priorities. Despite the fact that such changes wereanticipated, they caused great confusion. There was no reversing themarshalling process. Once a unit moved forward, its place was immediatelytaken by another, and every change in the priority for embarkation necessitatedholding other units in the marshalling areas like a train on a siding, whilehigher priority units were processed past them. Even so, much of thecongestion could have been prevented. Southern Base Section had beenadvised to hold 25 percent of the marshalling camp capacities free for suchcontingencies, and had failed to do so. The result was that the lines ofcommunications became choked, and elasticity of control was nullified. Toaggravate matters, units were occasionally called forward on short notice andwithout regard for their “readiness date,” and were found to lack most of theirequipment.

SOURCE: Ruppenthal, R.G., Logistical Support of the Armies,Office of the Chief of Military History, USA, 1953

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Maximum throughput at all transportationroute segments, ports, and nodes, along withtimely deliveries, are key measures of successin this effort. For the mode, terminal, andfacility operator functions, resourcemanagement pertains to the efficientemployment of personnel, materiel, andfacilities.

6. Principles of MovementControl

Five movement control principles shownin Figure I-3 form the foundation formanagement of all transportation operations.

a. Centralized Control and DecentralizedExecution. USCINCTRANS and thegeographic combatant commander control

movement planning and resource allocation.Using the most-capable-Service concept, thegeographic combatant commander usuallydelegates OPCON of movements to theService component that has the requiredassets or capabilities to fulfill the mission.This delegation of authority achieves twoobjectives: it satisfies requirements at thelowest level possible, and it frees thegeographic combatant commander to focuson theater-wide critical issues.

b. Fluid and Flexible Movements. Thetransportation system must provide anuninterrupted flow of supplies. It must alsobe flexible enough to change with missionmodifications. The key to successfulexecution is the ability to regulate and managethe transportation system.

FLUID AND FLEXIBLEMOVEMENTS

CENTRALIZED CONTROLAND DECENTRALIZED

EXECUTION

FORWARDSUPPORT

PRINCIPLES OF MOVEMENT CONTROL

MAXIMIZED USE OFCARRYING CAPACITY

REGULATEDMOVEMENTS

PRINCIPLES OFMOVEMENTCONTROL

Figure I-3. Principles of Movement Control

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c. Regulated Movements. Movementcontrol authorities must regulate moves toprevent terminal congestion andscheduling conflicts between Servicecomponents. Proper management oftransportation assets and the transportationnetwork is critical. Advances in technologyhave increased both the capability andrequirement to regulate movements. Highlymobile forces, longer distances, increasedconsumption rates, and shared lines ofcommunications (LOC) are a few of the newchallenges.

d. Maximized Use of Carrying Capacity.Transportation is a limited asset. As such,planners must understand when to use aspecific mode of transport and when tomaximize the use of each mode’s uniquecapabilities. This does not mean simplyloading each mode to its capacity. It meansthe simultaneous, synergistic use of alltransportation resources that best meet thecombatant commander’s requirements.However, some situations may not allowadherence to this principle. The geographiccombatant commander may decide to holdcertain transportation modes in reserve. Thefollowing considerations apply:

• The expeditious movement of cargo tomeet the combatant commander’srequirements may be more importantthan maximizing carrying capacity.

• Terminal congestion may preclude theuse of a given mode.

• Delays during off-loading cause a losttransport capability.

• Stress keeping transport modes loadedand moving.

e. Forward Support. Forward-orientedtransportation support is a combat multiplier;it allows the commander to concentrate all hisforces on the enemy.

7. Functions of Joint MovementControl

The functions of movement control areshown in Figure I-4.

a. Planning. Planning begins when eitherthe geographic combatant commander istasked for a deliberate plan under the JointStrategic Capabilities Plan (JSCP), receipt ofsome other planning order, or when theNational Command Authorities assign a taskto a geographic combatant commander. Itends with the withdrawal or accomplishmentof the mission, or Chairman of the Joint Chiefsof Staff (CJCS) approval of a deliberate plan.Transportation planning is ideally doneunder the deliberate planning process ofthe Joint Operation Planning andExecution System (JOPES). However,planning may have to be done under thecrisis action planning procedures ofJOPES. Ideally, deliberate planning shouldprovide the insights and understanding thatwould allow quick adaption of a deliberateoperation plan (OPLAN) under the crisisaction planning procedures.

b. Apportioning Transportation.Apportioning transportation distributes thecommon-user transport capability amongthe transportation tasks. Apportioningtransportation is a very important decision-making process. It is difficult to apportiontransportation assets in a saturated system.Saturated systems exist when demands exceedcapabilities. During the JOPES deliberateplanning process, the Chairman of the JointChiefs of Staff apportions strategic mobilityand theater transportation assets in the JSCP.The geographic combatant commanders mayfurther apportion their total transportationcapability among Service components orsubordinate JFCs for deliberate planningpurposes. Transportation apportionment isexpressed in percentages.

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commander for theater assets. Normally,USCINCTRANS and the geographiccombatant commander refine their executionplanning based on the CJCS transportationresource allocation and pass this transportationallocation decision to their components. Thecomponent allocating agency expresses thetransportation allocations as a quantifiablemeasure. Examples of quantifiable measuresare sorties, gross tonnages, and square footage.

FUNCTIONS OF JOINT MOVEMENT CONTROL

jDECONFLICTING

PRIORITIES

jALLOCATING

jAPPORTIONING

jPLANNING

jVALIDATION

jIN-TRANSITVISIBILITY &

FORCETRACKING

SPECIAL MOVES

MULTINATIONAL OPERATIONMOVES

Inland Surface Lines ofCommunications

Host-Nation Support

Support from Other Nations

Support to Other Nations

International Military Staffs

Multinational Operations

jCOORDINATING

Figure I-4. Functions of Joint Movement Control

c. Allocating Transportation. Allocatingis the actual matching of apportionedtransportation assets to operationalrequirements by the Chairman of the JointChiefs of Staff during crisis action planningor actual execution. The Chairman of theJoint Chiefs of Staff transmits thetransportation allocation decision byexecution order to USCINCTRANS forstrategic lift assets and to the combatant

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d. Deconflicting Priorities. The numberof conflicting priorities in a transportationsystem depends on the demand placed on thesystem. With decentralized execution, it isthe responsibility of the lowest possibleechelon to resolve conflicts. Decentralizedexecution assures that USCINCTRANS andthe combatant commander must resolve onlythe most critical conflicting requirements. Ifthe lower levels are unable to resolve theconflicts, the combatant commander mayelect to use a theater JTB to do the job. Ifresolution is not satisfactory, eitherUSCINCTRANS or the combatantcommander may request the Chairman of theJoint Chiefs of Staff to convene a higher-levelJTB.

e. Validation. Shipments presented toUSCINCTRANS or a combatant commandtransportation controller for movement mustbe validated by authorities within therequesting unit’s chain of command. Thevalidation confirms the need for themovement, shipment configuration,dimensions, and routing. This validationassures that all parties, including the chain ofcommand, are cognizant of the requirement.

f. Coordinating

• Special Moves. Special moves involvethe movement of special weapons orlarge formations within CONUS or atheater. Special moves are oftenpolitically sensitive and can adverselyimpact other operations. USCINCTRANSand the geographic combatantcommander may choose to retainmovement control of special moves.

• Multinational Operation Moves. Inalmost all cases, strategic movement willrequire integration with the movementorganizations and capabilities of alliesin international military organizationsand/or coalition partners. Specificconsiderations include:

•• Inland Surface Lines ofCommunications. When operating in atheater, use must be made of availablehighways, railroads, and canals to moveunits and resupply forward. Thegeographic combatant commandermust integrate his operation with thehost government’s own requirements.In the event there is not an operating hostgovernment, the geographic combatant

commander is responsible for integratingboth assigned forces’ requirements withany civilian population requirements.

•• Host-Nation Support. The simplestand most often used combinedarrangement is host-nation support(HNS). Frequently, US forces operatewith forces from other nations. Althougheach country normally provides for itsown logistic support, competing

When resupplying forward units, thegeographic combatant commander mustintegrate his operation with host government/civilian population requirements.

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transportation and LOC demands willrequire close coordination. For speedand economy, US forces often secureHNS agreements for local transportand facilities. The Department of Stateinitially contacts and arranges for HNS;however, it may delegate this authorityto the geographic combatant commander.The geographic combatant commanderidentifies transportation requirementsand monitors their consideration duringnegotiations.

•• Support from Other Nations. Undercertain arrangements, the United Statesobtains strategic lift support assetsfrom other nations.

•• Support to Other Nations. TheUnited States has certain commitmentsto provide strategic lift support andmovement control to other nations andinternational organizations, such as theUnited Nations.

•• International Military Staffs. TheUnited States often benefits fromcoordination, scheduling, and movementcontrol contributions of allies and hostnations, both for strategic lift and forintratheater lift.

•• Multinational Operations. Normallyeach country provides for its own logisticsupport, to include transportation.However, when conducting combinedoperations, US forces may find theirtransportation arrangements furnishedby the forces of another nation or USforces may be responsible for providingtransportation for the forces of anothernation.

g. In-transit Visibility and ForceTracking. In-transit visibility (ITV) isthe continuous updating of unitidentities, mode of transport, andlocation during movement.USCINCTRANS and the supportedcombatant commander track units,personnel, equipment, and materielduring the strategic phases of adeployment. The supported combatantcommander also performs this functionwithin theater. The systems that comprisethis interface are Global TransportationNetwork (GTN) and JOPES. This willnormally require detailed coordinationand support from USTRANSCOM forthe strategic phases of deployment. Thisinterface al lows the geographiccombatant commander to monitor andchange deployment priorities.

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CHAPTER IISTRATEGIC MOVEMENT CONTROL

II-1

1. Purpose

This chapter outlines the DefenseTransportation System (DTS), JOPES, andGTN. It explains deliberate and crisis actionplanning and the role of strategic movementcontrol. It describes the strategic movementcontrol responsibilities of USTRANSCOMand the theater responsibilities of thesupported and supporting combatantcommands. It concludes by describing theconcept for integrating the strategic and theatermovement control system.

2. Defense TransportationSystem

The DTS is that portion of the Nation’stransportation infrastructure whichsupports Department of Defense (DOD)common-user transportation needs across therange of military operations. It consists ofthose common-user military and commercialassets, services and systems organic to,contracted for, or controlled by DOD. JointPub 4-01, “Joint Doctrine for the DefenseTransportation System,” contains moreinformation on DTS.

3. Joint Operation Planningand Execution System

JOPES is an integrated command andcontrol (C2) system. It provides informationto senior decision makers concerning jointplans and operations. Decisionmakers useJOPES to plan, execute, and monitormobilization, deployment, employment,sustainment, and redeployment activities.

Both supported and supporting organizationsuse the system. JOPES provides users anordered and comprehensive set ofprocedures for solving complex strategicmobility force deployment and sustainmentproblems. JOPES movement and sustainmentinformation is distributed over WorldwideMilitary Command and Control System. JointPubs 5-03.1 through 5-03.3 contain detaileddescriptions of the joint planning andexecution processes. MCM 071-92, “TheJoint Training Manual,” contains detailedJOPES information for all CJCS andcombatant command sponsored exercises.

4. Global TransportationNetwork

The GTN is a DTS automated system formanaging cargo and passengersmovements. The GTN, when fully fielded,will provide an integrated data base thataccepts input from automated data processingsystems used by the Services, Defenseagencies, and USTRANSCOM. The GTNwill provide USTRANSCOM the ability tomaintain ITV of units, personnel,equipment, and materiel. This data willassist in commands tracking units andsustainment during strategic movements on aglobal basis. They will use the informationto manage movement operations, evaluateperformance, and identify transportation coststo users. To enhance the effectiveness of anytransportation effort, therefore, Services,Service components, and other organizationsmust be prepared to feed deployment andsustainment requirements and movementinformation as required to the GTN or

“Battle implies mobility, strategic and tactical. The army which seeks to fightanother must be able to move quickly against it.”

Liddell Hart

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equivalent systems. Joint Pub 4-01, “JointDoctrine for the Defense TransportationSystem,” contains additional information onthe GTN.

5. Strategic Movement ControlProcess

The strategic movement control processcovers moves planned under both thedeliberate and crisis action planning process.

a. Deliberate Planning Process.Movement control planning for operationsconceived under the deliberate planningprocess is continuous, but not necessarilydetailed. It begins with the assignment of atask in the JSCP to a geographic combatantcommander. It ends with the approval ordisapproval of an OPLAN. The deliberateplanning process focuses on the time-phasingof movements and the assigning of

transportation resources to support initialdeployments for a set period, normally around90 days after deployment commences. FigureII-1 portrays the strategic transportationmethodology the deliberate planning systemuses in creating transportation feasibleOPLANs.

• Geographic combatant commandersdevelop a concept of operations foreach JSCP assigned task. Componentcommanders and supported combatantcommanders use the OPLAN to developtheir supporting plans. For thedevelopment of an OPLAN, thecombatant commander, Services,supporting commands and agencies, andother members of the Joint Planning andExecution Community ensure the plansare executable and meet the requirementsof the combatant commander’s (CINC’s)concept of operations. Appendix 4,

Figure II-1. Developing Transportation Requirements

THE STRATEGIC TRANSPORTATION

To Produce ATransportationFeasibleOperation Plan

} }} OperationPlan

Time-PhasedForce andDeployment

Identify theTotalMovementRequirements

DescribeThem InLogisticTerms

Barrels

ShortTons

SquareFeet

Cubic Feet/MeasurementTons

Passengers

TheStrategicDeployment

UsingCommon-User Lift

DEVELOPING TRANSPORTATION

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Annex D of the appropriate OPLANshould contain the combatantcommander’s movement controlprocedures. Joint Pubs 5-03.1, 5-03.11,5-03.2, and 5-03.22, “Joint OperationPlanning and Execution System(JOPES)” Vols I and II and bothSupplements, (to be replaced by theCJCSI 3122 series) specify the policies,procedures, and formats to be used acrossthe spectrum of deployment, employment,mobilization, and sustainment activitiesassociated with OPLAN development.

• Time-phased force and deploymentdata (TPFDD) is the list of units andsustainment requirements needed toexecute the plan. It phases them intothe theater of operations at the times andplaces required to support the concept ofoperations. Its development andrefinement are critical to achievingexecutable OPLANs and to developingexecutable operation orders (OPORDs)when using an approved TPFDD in crisisaction planning.

• USTRANSCOM uses TPFDD toanalyze the flow of forces and cargo fromtheir points of origin to arrival in theater.They distribute the apportioned strategic

transportation resources. During thisprocess, USCINCTRANS follows CJCSguidance and coordinates all majordecisions with the supported combatantcommander.

b. Crisis Action Strategic MovementControl. Crisis action strategic movementcontrol follows the basic process of deliberateplanning. The fundamental difference is thereduced amount of time available to reachallocation, scheduling, identification ofthreats to transportation assets en route tothe debarkation ports, en route access oroverflight status, and other executiondecisions. Service components usually sendrepresentatives to the TransportationComponent Command (TCC) crisis actioncells to coordinate their Service transportationpriorities. Early identification of the force andits movement requirements are key to rapidcrisis action movement planning. Upon initialexecution of an OPORD’s TPFDD, and untilthe situation stabilizes or the theater matures,USCINCTRANS and the geographiccombatant commander may have to exercisedirect control of movement operations.Repetitive validations of projected movementrequirements (both mode and destination)may be necessary using an establishedteleconference. In addition, ascertaining of

MOVEMENT CONTROL IN KOREA

Repeatedly [recalling the experiences of World War II], supplies were landedin such an excess of tonnage over the capabilities of the local logisticorganization to cope with it, that pretty soon many things could not be foundat all. The next thing, the Zone of the Interior had to rush out a special shiploadof something which was right there in the theater—and always at a time whenships were worth their weight in gold. Soon the war moved on and supplieswere left behind, which are still being gathered up and sorted out to this day[1953]. Two years after the Korean War started, I visited Pusan. They hadbeen working hard, and by that time they had sorted out probably 75 percentof the supply tonnage there. Twenty-five percent of the tonnage on hand wasnot yet on stock record and locator cards; they did not know what it was orwhere it was.

SOURCE: Palmer, W.B.,The Quartermaster Review, July-August 1953

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transportation asset availability through anaccurate TPFDD is also critical tooptimization of strategic mobility resourcesand to keep the chain of command appraisedof deployment progress.

c. Peacetime Movement Control.Peacetime movement control andexecution procedures are the same as thosein wartime. Each Service coordinates itsCONUS DTS movements with theappropriate TCC. USCINCTRANS and thesupported combatant commander monitor thesystem to ensure it meets their priorities. JointPubs 4-01.1, “JTTP for Airlift Support to JointOperations,” 4-01.2, “JTTP for SealiftSupport to Joint Operations,” and 4-01.5“JTTP for Water Terminal Operations,”contain information on routine sustainmentoperations.

• Organic convoy is an important modeof transport. CONUS convoymovements are the responsibility of therespective Service. They are not visibleto USTRANSCOM during peacetimemovement (during wartime, the TPFDDin JOPES indicates the phased movementand thus provides some visibility).Convoy movements are coordinated with

USTRANSCOM to ensure correctarrival times at the assigned ports.

• Military Traffic Management Commandis responsible for the commercialground movement of cargo to POE. Arouting authority is delegated by MTMCto the installation transportation officer(ITO) or transportation movement office(TMO) based on shipment weight andmode. Depending on shipment weightand mode, the ITO or TMO may arrangefor the movement or may request andreceive a routing/rating from MTMC.

• Air Mobility Command (AMC) isresponsible for providing all strategic airmovements. Users submit requests forairlift through their Service or combatantcommand air clearance authority to AMC.

Special assignment airlift missionmovements are handled through AMC andthe requesting Service or command.

• Military Sealift Command (MSC) isresponsible for providing all strategicsealift movements. Users submit requestsfor common-user sealift through theirService to MSC.

Organic convoy movements, while coordinated with TRANSCOM, are theresponsibility of the respective Service.

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6. Responsibilities ofUSTRANSCOM

USTRANSCOM is the transportationmanager for the Department of Defense.USTRANSCOM is responsible for providingglobal transport in support of national securityobjectives. It uses the GTN and JOPES tomanage the movement of cargo andpassengers through the DTS. It has threesubordinate TCCs: the AMC, the MSC,and the MTMC. USTRANSCOMcoordinates the efforts of the TCC with thesupported and supporting combatantcommands.

a. AMC provides the airlift for strategicdeployment and sustainment operationsand for special common-user missions suchas aeromedical evacuation. AMC is alsoresponsible for operating some military aerialports both within and outside CONUS. Whenstrategic deployments occur, Air Forceorganic airlift assets may be augmented byassets from US commercial carriers eitherthrough contracts or activation of the CivilReserve Air Fleet stages. Also, at the earliestpractical point during large-scale sustainmentoperations, USTRANSCOM, the geographiccombatant commander, and AMC should

consider establishing an air express serviceto link the established CONUS commercialair transportation infrastructure with theoverseas theater. Joint Pub 4-01.1, “JTTP forAirlift Support to Joint Operations,” containsmore detailed information.

b. MSC provides sealift for strategicdeployment and sustainment operations.MSC acquires organic assets from fundingprovided by the Department of the Navy.MSC may be augmented from US-flagcharter, assets from the Ready Reserve Force,and through charter agreements from US andforeign flag commercial carriers. Joint Pub4-01.2, “JTTP for Sealift Support to JointOperations,” contains more detailedinformation.

c. MTMC manages the surfacetransport of defense materiel and theCONUS air and surface transport ofpassengers. Transport is from the point oforigin to the seaport of embarkation (SPOE)or aerial port of embarkation. MTMCcoordinates all activities with the supportedcombatant commander. It recommendsSPOEs, establishes booking procedures, andmanages the movement of cargo ontocommon-user ships. MTMC operates

Troop movements may be augmented by US commercial carriers throughcontracts or activating CRAF stages.

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common-user CONUS ocean terminals andsome seaports of debarkation (SPODs) intheaters. MTMC can operate ports duringcontingencies, if contracts or HNS provide thelabor needed to load and unload the ships.MTMC can work with the combatantcommander to create water terminaloperations force packages to operate SPODswhere insufficient infrastructure or unreliablestevedoring labor would preclude the use ofHNS. Joint Pub 4-01.5, “JTTP for WaterTerminal Operations,” contains more detailedinformation.

7. Responsibilities of aSupporting CombatantCommander

Certain situations may require that acombatant commander support anothercombatant commander. Types of support mayinclude the deployment of forces, en routebasing activities, and sustainment. Regardlessof the mission, the supporting combatantcommander should establish a movementcontrol system capable of interfacing withUSTRANSCOM’s and the supportedcombatant commander’s movementcontrol systems. A JMC, with supportingcomponent movement cells, can be used to

manage all moves and assures compliancewith the supported combatant commander’spriorities. For deployments to another theater,the supporting combatant commander shouldestablish port of embarkation activities, whichcould include Arrival/Departure AirfieldControl Group (A/DACG), Port SupportActivity (PSA) or Port Operations Group(POG), and movement control organizations.

8. Responsibilities of theSupported GeographicCombatant Commander

a. The supported geographic combatantcommander must ensure that USTRANSCOMand its TCCs clearly understand theatertransport requirements. While developingrequirements and priorities, the supportedgeographic combatant commandercoordinates with USTRANSCOM to ensurethat the movement control system will beready to manage strategic movement. Thesupported geographic combatant commandernormally outlines the organization anddescribes the operational concept formovement control in appropriate OPLANsAnnex D, Appendix 4, titled: “Mobility andTransportation.”

Military Traffic Management Command not only operates common-user CONUSocean terminals, but also some seaports of debarkation in theaters.

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b. The supported geographic combatantcommander establishes a theater movementcontrol organization with a communicationslink to the strategic movement system, andestablishes port of debarkation supportactivities. These include the A/DACG, PSAor POG as well as movement control activitiesthat receive and manage the onwardmovement of forces and equipment.

9. Strategic and TheaterInterface

The integration of the strategic and theatermovement control systems is the jointresponsibility of USTRANSCOM and thesupported combatant command.USTRANSCOM normally establishesforward elements within the theater tocoordinate strategic transportat ioninformation with the supported combatantcommander’s agencies.

a. Information Exchange. Strategicmovement information exchange occursprimarily among USTRANSCOM, Serviceactivities, and supporting combatantcommanders. These commanders have theresponsibility for keeping the supportedcombatant commander informed of issues thatrequire joint attention.

b. USTRANSCOM Forward Elements.USTRANSCOM may place elements fromeach of its subordinate TCCs in a theater toprovide management of strategic mobilityoperations into and out of the theater. FigureII-2 portrays the typical organizationalstructure and relationship of the TCC forwardelements to a combatant commander.

• Intratheater airlift is the Air Forcecomponent's responsibility. If required,augmentation packages to assist C2 oftheater airlift can be provided. AMC can

COMMAND RELATIONSHIPS

Joint MovementCenter

AirOperations

Center

Chairman JointChiefs of Staff

United StatesTransportation

Command

MarineForces

NavyForces

AirForceForces

ArmyForces

CombatantCommand

MilitarySealift

Command

MilitaryTraffic

ManagementCommand

NationalCommandAuthorities

Forward Elements

Strategic DirectionCombatant CommandOperational ControlStrategic Airlift OperationsCoordinate/Validate

G-4Logistics

Officer

N-4Logistics

Officer

AirMobility

Command

TheaterArmy

MovementControlAgency

Figure II-2. Command Relationships

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provide a variety of augmentationpackages that the supportedcombatant command can choose from.Augmenters can work within the AirForce component commander’s AirOperations Center. If a Joint MovementCenter is established, the geographiccommander may also request a seniordirector for the Airlift MovementsBranch (AMB) in the JMC or appointone from his own staff. Directconnectivity between the air mobilityelement (AME), the JMC’s AMB, andthe theater air operations center isessential.

• MTMC operates overseas oceanterminals based on agreementsnegotiated with USTRANSCOM, thegeographic combatant commander,and the host nation. MTMC terminal

commanders have access to MTMC’sinformation network. The Armycomponent is normally responsible forwater terminal operations in theater andits transportation units are speciallydesigned to provide C2 of operating unitsresponsible for terminal and inlandtransportation services. The size andnumber of the designated SPODs and theCINC’s deployment flow requirementwill normally determine the terminal unitforce structure.

• MSC usually establishes MilitarySealift Command Offices (MSCO) attheater port facilities, as directed byUSCINCTRANS. Each MSCO isresponsible for coordinating the arrival,loading or discharge, and departure ofvessels under the OPCON of MSC.

CHAPTER IIITHEATER MOVEMENT CONTROL SYSTEM

III-1

1. Introduction

This chapter outlines movement controloperations at the theater level. It describesthe capabilities of each Service componentand major considerations that the combatantcommander must integrate as the theaterexpands and movement from PODs mustintegrate with movements to sustainoperations. It presents a suggestedorganization and identifies proceduresavailable to geographic combatantcommanders on deciding how to controltheater movements. The nature of the theater,composition of the force, and agreements withthe host nation (HN) affect the proceduresused for movement control operations.

2. Theater Movement ControlOrganization

The geographic combatant commander hasa wide range of options for performingmovement control. He may directsubordinate JFC and Service componentsto perform their own movement control.He may establish a theater JTB or a JMC,or both. However, to ensure a fully integratedand responsive transportation system, thecombatant commander should considerassigning responsibility for theatertransportation movement control to asingle joint office, the JMC. This JMC mustbe equipped with sufficient communicationand automation capability to ensure adequateinterface between strategic and theatertransportation systems and the combatantcommander’s staff. This organization mustbe skilled in coordinating and directing theatertransportation operations in support of unitmovements and/or logistic resupply

operations. The combatant commander’slogistics staff would form the nucleus of amovement control organization, but toproperly execute a theater movement controlmission, an additional predesignated, fullytrained joint organization is required. Ideally,such an organization would be identified as aforce deployment option in an OPLAN andbe established early in the theater to coordinatearrival, theater expansion, and operationsmovement planning and execution.

a. Joint Movement Center. If a JMC isestablished by the geographic combatantcommander, it should coordinate theemployment of all means of theatertransportation (including that provided byallies or HNs) to support the concept ofoperations. The JMC should also be thesingle coordinator of strategic movementsfor the combatant commander withUSTRANSCOM. In addition, it oversees theexecution of theater transportation priorities.The JMC should be responsible for planningmovement operations and for monitoring theoverall performance of the theatertransportation system. The JMC conductscyclic reviews of transportation apportionmentdecisions and acts on emergencytransportation requests. When there is notheater JTB, the JMC is the primaryadvisor to the geographic combatantcommander in the transportationapportionment process. The JMC identifiesthe difference between forecastedrequirements and current capabilities of allmodes to assist in the planning process. Itexpedites action and coordination forimmediate movement requirements to ensureeffective and efficient use of transportationresources.

“Aptitude for war is aptitude for movement.”

Napoleon I

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• Organization. The JMC is organizedfunctionally and designed with apeacetime nucleus. It expands inproportion to the size of the force andthe desires of the geographic combatantcommander. A fully developed JMCshould have an Administrative Sectionand two divisions such as a Plans andPrograms Division and an OperationsDivision. (See Appendix A, “JointMovement Center Organization.”)Advisory members from functional areasthat impact movement planning andexecution augment the JMC, as needed.Figure III-1 shows a suggestedorganization.

• Manning. The geographic combatantcommander should first use his own staffand Service component staff personnelresources to form the nucleus of a JMC.The commander should consider

including manning to coordinaterequirements for contracting with HNauthorities for use of available civiltransportation and facilities. Whenexpanding a JMC, the geographiccombatant commander must considerthe structure of his dominant force andcomponent-unique movement controlrequirements. The combatant commandermay also draw on reserve personnel toaugment the JMC. Reserveaugmentation personnel shouldparticipate in exercises to assure they arefamiliar with the procedures of a jointforce headquarters. Geographiccommanders should ensure that reserveaugmentation forces are properlysequenced in either an exercise or anactual TPFDD. Finally, the combatantcommander may coordinate with USCommander-in-Chief, Atlantic Commandand USCINCTRANS on the creation of

Figure III-1. Suggested Joint Movement Center Organization

SUGGESTED JOINT MOVEMENTCENTER ORGANIZATION

Plans andProgramsDivision

Liaison

Host Nation

AdministrativeSecretary

Combatant orSubordinate Joint

ForceCommander

J-4

AirliftMovements

Branch

Inland SurfaceMovements

Branch

Chief JointMovement

Center

SealiftMovements

Branch

OperationsDivision

III-3


a JMC force deployment option packagethat can be easily inserted into anOPLAN. If this JMC augmentationpackage is established, designatedpersonnel must be provided theopportunity to train with the combatantcommander’s and Service components’staffs.

b. Theater Joint Transportation Board.The geographic combatant commander mayestablish a theater JTB to review anddeconflict policies, priorities, andtransportation apportionments beyond theauthority of a JMC . This JTB consists ofrepresentatives from the Service components,movement control agencies, and thecombatant command J-3 (Operations), J-4(Logistics), and J-5 (Plans). The combatantcommander determines who should chair thetheater JTB; normally this would be the J-4.If the theater JTB is unable to support theCINC’s concept of operations with assignedassets, requests should be made to theChairman of the Joint Chiefs of Staff foradditional transportation assets. TheChairman of the Joint Chiefs of Staff mayconvene a JTB to address transportationapportionment and allocation issues.

3. Theater Movement ControlSystem

The JMC must plan, allocate, coordinateand deconflict transportation, as well asestablish and operate an in-transit visibilitysystem to assist in tracking theater movementsof units, personnel, unit equipment, andmateriel. The requirements of a theatermovement control system are shown in FigureIII-2.

a. Planning. The JMC serves as theprimary advisor through the J-4 to thecombatant commander on all matterspertaining to the theater transportation supportstructure necessary to quickly establish aviable movement network in either well-

developed or under-developed theaters. TheJMC develops the theater movement planthat supports the combatant commander’spriorities and concept of operation. TheJMC develops this plan while consideringtheater cargo throughput capabilities(including in-depth analysis of airfield,seaports, and surface transportation routes),the TPFDD, apportionment and allocation oftransportation resources, and resourceprotection requirements. The plan mustmesh incoming strategic movements withtheater reception and onward movementoperations. It excludes bulk fuel and waterthat move by pipeline; however, it mustincorporate their movement by any othermode of transportation. Balancing resourcesis critical to maintaining a flexible system. Toprovide an uninterrupted flow of supplies andunits, the system’s reception capability mustmatch its strategic movement capability.Likewise, the system’s onward movementcapability must match its reception capability.Apportioning resources is, therefore, a keyelement of the plan. The plan includestransportation apportionments developed inconsultat ion with the componentcommanders.

b. Apportioning. Theater leveltransportation apportionments, usuallyexpressed in percentages and developed incycles, support the combatant commander’scampaign and operation plans. Transportationapportionment decisions must consider thejoint force mission, resources available, threat,and geography of the AOR. The componentsuse the transportation apportionment decisionfor transportation allocation and employment.

c. Allocating. Allocating is the assignmentof specific transportation resources againstspecific movement missions. If a JMC is notestablished, the geographic combatantcommander usually delegates thetransportation allocation process to the Servicecomponents. Components normally expresstransportation allocations as sorties by type

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of aircraft, gross tonnages, number ofvehicles, or other appropriate terms. If aJMC is established, the Service componentswork with the JMC to optimize dailymovements based on projected dailytransportation resources available.

d. Coordinating. The JMC coordinatesall common-user theater air, land, and seatransportation. The JMC initially coordinatescommon-user transportation through themovement plan. The JMC monitors thetransportation system, analyzes movementperformance, and prepares adjustments.The JMC also coordinates the accomplishment

of unfulfilled requirements forwarded bycomponent control elements. Implementationof adjustments occurs during the developmentof priorities or the scheduling of assets. TheJMC must coordinate with a Joint Rear AreaCoordinator (JRAC), if a JRAC is established.The JMC approves all unit surface movementsthat use common-user assets and main supplyroutes.

e. Deconflicting Requirements. TheJMC deconflicts theater transportationrequirements. Deconflicting requirementsinvolves establishing and managing thetransportation request process. It includes

Figure III-2. Requirements of a Theater Movement Control System

REQUIREMENTS OF A THEATERMOVEMENT CONTROL SYSTEM

PLANNING

APPORTIONING

ALLOCATING

COORDINATING

DECONFLICTINGREQUIREMENTS

FORCETRACKING

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validating requests and tasking appropriatetransportation assets as described in paragraph4 below. Those transportation requirementsthat cannot be deconflicted by the JMC areforwarded to the JTB for resolution.

f. Force Tracking. The JMC provides thegeographic combatant commander the ability

to locate units that are using common-usertransport within the theater. The JMC canmonitor the inland surface movement of forcesduring theater movements (such asdocumenting arrivals at air ports ofdebarkation/SPOD and movements tointermediate staging areas or to final tacticalassembly areas).

LOGISTICS IN THE PERSIAN GULF WAR

The logistician’s trade is an essential element of the art of war. During thePersian Gulf war, a common thread that linked Coalition forces success wasthe logistics effort to transport, sustain, and maintain a force in the often hostileArabian peninsula environment as well as a large number of forces, from allServices, outside the theater. A force is only as combat capable as theeffectiveness of the logistics support it receives. Logistics is the science ofplanning and carrying out the movement and maintenance of forces. In itsmost comprehensive sense, logistics encompasses those aspects of militaryoperations that deal with: design and development, acquisition, storage,movement, distribution, maintenance, removal, and disposition of materiel;movement, evacuation, and hospitalization of personnel; acquisition orconstruction, maintenance, operation, and disposition of facilities; andacquisition or provision of services.

Although each nation was responsible for its own logistics, in addition to thesupport Coalition members provided to US forces there were occasions whenthe United States had to give assistance to other Coalition partners. Also,when deployed for major operations, the Services become moreinterdependent. Strategic land, sea and airlifts are examples of this.Commanders-in-chief, in their operations plans, often designate a Service toprovide a common logistics function for the entire theater as per a specified

The Joint Movement Center documents movement through sea ports of debarkation,thus providing the geographic combatant commander with the ability to locate unitsthat are using common-user transport.

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period of time after deployment. For Operation DESERT SHIELD, in somecases, common item support responsibilities exceeded the providing Service’scapabilities. After the first 60 days, for example, the other Services and host-nation support (HNS) helped the Army provide supply class I (subsistence),and class III (petroleum, oil and lubricants). In fact, Saudi HNS provided alarge share of subsistence, averaging 250,000 meals a day and an estimatedtwo million gallons of potable water a day.

Because of the size of the Coalition response to the Saudi request forassistance, theater support could not simply be integrated into the existinginfrastructure. Distribution systems were developed, storage depots and repairfacilities built, and supply communications established. Logisticians ensuredthat complex support systems worked efficiently in a remote theater’s verydemanding environmental conditions, where the well-developed coastalinfrastructure becomes a rudimentary road system inland. Operations DESERTSHIELD and DESERT STORM logisticians succeeded despite the lack ofcomplete information resulting from rapidly changing and often uncertainsituations. Finally, very complex force structures magnified logisticschallenges.

Though not without its problems, the logistics efforts of the United States andits allies were among the more successful in history. Moving a combat forcehalfway around the world, linking supply lines that spanned the entire globe,and maintaining unprecedented readiness rates, are a tribute to the peoplewho make the logistics system work. Logisticians from all Services supportedmore than half a million US Service members with supplies, services, facilities,equipment, maintenance, and transportation.

SOURCE: Conduct of the Persian Gulf W ar,DOD Final Report to Congress, April 1992

Operations”), and determination ofavailable and feasible mode ofmovement. The validator considerscompeting transportation requirementsand the combatant commander’stransportation priorities.

• Normally, there is a validatingmovement control authority withineach component and at each level ofcommand. After validation, theauthority tries to fill the request withassigned assets. For requirementsbeyond the authority’s capability, thevalidated request is sent to the next higherlevel for action. To expedite transportationmovement requests, val idatingauthorities should have access todedicated communication facilities. In

4. Transportation RequestProcess

The JMC establishes the location,identity, and communications facilities ofnodes in the transportation system. It alsopromulgates tasking procedures, cycles, anddeadlines. The routine request process for allmodes of transportation flows through Servicecomponent logistic channels. Thecomponents validate each request and forwardit to the JMC.

a. Validation

• Validation includes verification of therequirement, review of the threat levelsor threat assessments (see Joint Pub3-10, “Doctrine for Joint Rear Area

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any event, the geographic combatantcommander should provide for thesimultaneous validation of emergencyand routine requests.

b. Surface, Sealift, and InlandWaterway Transportation Requests. Thegeographic combatant commander usuallydelegates execution of this portion of themovement plan to the Army componentcommander. However, specific responsibilities

may vary in theaters where both Army andMarine Corps forces exist in large numbers.For example, it is normal to delegate theresponsibility for coordinating main supplyroute traffic to the component that has primaryuse of the route.

• The Army component establishestransportation movement. MovementControl Centers (MCC) and/orMovement Control Teams (MCT) arein control of movement regions tomanage surface and inland waterwaytransportation. The number of MCC/MCT varies depending on the volumeand complexity of movements. The sizeof a region depends on its critical areasand geographic boundaries. MCC/MCTs

act on requests received from regionalusers. They task rail, water, or motortransport elements. They are responsiblefor controlling and supervising allmovements through their regions. Theyalso advise users and serve as an interfacewith local HN operators.

• The Army component validates sealiftrequests in coordination with MSC andMTMC forward elements.

c. Airlift Request Process

• A detailed description of airlift requestprocedures is found in Joint Pub 3-17,“JTTP for Theater Airlift Operations,”Chapter III.

• When organic or supporting surface orsea transportation is inappropriate or notavailable, the Service componentvalidating authority may submit arequest for airlift to the JMC . TheJMC validates component requestsand sends them to the air operationscenter (AOC) or joint air operationscenter (JAOC). The JMC sends therequests using standard message formatthrough the Joint Interoperability of

Surface movement of vehicles is often most efficiently accomplished by rail.

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Tactical Command and Control Systems.Joint Pub 6-04.10, “US Message TextFormatting Program, Description of USMessage Text Formatting Program,”contains more information on messagetext formatting.

• Per Joint Pub 3-17, “JTTP for TheaterAirlift Operations,” there are three basictypes of airlift requests:

•• Planned airlift requests whenrequirements are known or projected inadvance.

•• Immediate airlift requests whenrequirements are identified too late forthe normal tasking cycle.

•• Emergency airlift requests for shortnotice air movement requirements,usually pressing tactical requirements.

5. Component MovementCapabilities andOrganization

The geographic combatant commandmovement control plan is key to a soundmovement control system. The plan shouldintegrate the transportation capabilities of thecomponent commands and produce amovement control system with centralizedplanning and decentralized execution. Thefol lowing paragraphs describe thetransportation and movement controlcapabilities of each joint force component.

a. Army Component. The Armycomponent usually provides common-userland and inland waterway transport. Theyalso furnish water terminal operations and,when necessary, logistics-over-the-shore(LOTS) operations. They provide common-user land transport through a Theater ArmyMovement Control Agency (TAMCA),Movement Control Center, and DivisionTransportation Office (DTO). Field Manual

55-10, “Movement Control in a Theater ofOperations,” contains additional informationon Army movement control in a theater ofoperations.

• TAMCA. The Army fields a TAMCAto support echelons above corps. TheTAMCA positions movement controlelements throughout the theater. Theyprovide movement control throughmovement regulating teams for suchoperations as LOTS and commercialcarrier support. The TAMCA coordinatesand monitors all shipments in the theaterto the final destination and selects andcontrols theater main supply routes.

•• Contract Supervision Teams. TheArmy component negotiates and awardscontracts for the use of commercialcarriers within a host nation. To managethese elements, the Army places contractsupervision teams in the theater.

•• Movement Regulating Teams. TheArmy component establishes movementregulating teams to monitor and controltraffic on theater Army and corps roadnetworks.

• MCC. The Army component willnormally establish a MCC to managemovements and transportation assetswithin a corps area of operations. Itpositions movement control elementsthroughout the corps area of operationsto provide support.

• DTO. Each Army division has anorganic DTO. The DTO is responsiblefor movement control within the division.

• LOTS Operations. LOTS provides thegeographic combatant commander alimited seaport or over-the-shorecapability where port facilities aredamaged or insufficient for arrivingsealift. The Army uses truck, helicopter,

III-9


rail, watercraft, terminal service, andcargo transfer units to perform thismission. The Navy and/or Marinecomponents can operate in concert withArmy units in joint logistics-over-the-shore (JLOTS) operations.

b. Air Force Component. The Air Forcecomponent provides theater common-userairlift. The geographic combatantcommander exercises combatant command(command authority) over all theater-assignedairlift forces through the Air ForceComponent Commander (AFCC), whoexercises OPCON through the componentairlift staff. USCINCTRANS exercisescombatant command (command authority) ofassigned airlift forces. The commander,AMC, exercises OPCON of USTRANSCOMassigned airlift assets through theCommander, TACC. The exception is theCommander, Air Combat Command, whoexercises OPCON of C-130s. OPCON ofattached augmentation airlift forces should beaccomplished under the command authorityguidelines provided in Joint Pub 0-2, "UnifiedAction Armed Forces (UNAAF)."

• Director of Mobility Forces. Thedirector of mobility forces (DIRMOBFOR)will normally be a senior officer who isfamiliar with the AOR or joint operationsarea (JOA) and possesses an extensivebackground in airlift operations. Whenestablished, the DIRMOBFOR serves asthe designated agent of the AFCC or jointforce air component commander, ifdesignated, for all airlift issues in theAOR or JOA and for other duties asdirected. The DIRMOBFOR exercisescoordinating authority between the airliftcoordination cell, the air mobilityelement, the Tanker Airlift ControlCenter (TACC), the joint movementcenter, and the air operations center inorder to expedite the resolution of airliftproblems.

• Air Mobility Element. The AME is anextension of the Air Mobility CommandTACC deployed to a theater whenrequested by the geographic combatantcommander. It coordinates strategicairlift operations with the theater airliftmanagement system and collocates withthe air operations center wheneverpossible.

c. Navy Component. The Navycomponent, through MSC, providescommon-user sealift to the theater. TheNavy component, in concert with Army units,can provide the combatant commander withover-the-shore discharge and transfercapabilities, where port facilities are notavailable or inadequate. Navy cargo handlingbattalion and Navy Cargo Handling and PortGroup are Navy component organizations thatconduct limited common-user port operations.The Navy component performs its movementcontrol operations through the Navycomponent command (NCC), naval advancedlogistic support site (ALSS), naval forwardlogistic site (FLS), or a designatedrepresentative. The ALSS and FLS providelogistic support, to include movementmanagement, to theater naval forces duringmajor contingency and wartime periods. Theycoordinate Navy land transportationrequirements with Army movement controlorganizations or the JMC. The NCC submitsrequirements for airlift to the JMC.

d. Marine Corps Component. TheMarine Corps component has a strategicmobility officer (SMO) and an embarkationofficer organic to their Marine air-ground taskforce (MAGTF) staffs. The SMO cancoordinate Marine Corps movementrequirements with the geographic combatantcommander, the JMC, and USTRANSCOM.The Marine Corps activates a ForceMovement Control Center (FMCC) withintheater to coordinate and providetransportation services to all land-basedelements of the MAGTF. As the Marine’s

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primary movement control agency withintheater, the FMCC establishes liaison andcommunications with the JMC and forwardsall transportation shortfalls to the JMC. IfMarine Corps forces are afloat and part of anamphibious force, the command relationshipsestablished between the commander,amphibious task force and the commander,landing force would take precedence.

e. The Special Operations Forces (SOF)Component System. The special operationscomponent logistics officer (SOJ4) on the staffof the SOF commander normally directs thecoordination of common-user liftrequirements. The SOJ4 establishes a systemto validate common-user lift requests fromSOF units. The nature of the system dependson the composition and mission of theassigned forces. The SOJ4 also establishescommunication links with the JMC and theJAOC. The special operations liaison element(SOLE) is normally located at the JAOC (orAOC) and assists in coordinating SOF

requirements. Although the SOLE works forthe SOF commander, they can assist andexpedite requests for common-user liftsupport to SOF units.

6. Other Theater MovementControl Considerations

The geographic combatant commandmovement control plan must also consider theareas shown in Figure III-3.

a. Medical Evacuation System. Medicalelements such as the Theater PatientMovements Requirements Center (TPMRC)may collocate with or have direct access tomovement control organizations. Theyensure that movement control personnelconsider all modes of transport for evacuatingsick, injured, and wounded personnel. Theysend requests for CONUS patient evacuationto the Global Patient MovementsRequirements Center (GPMRC). TheGPMRC coordinates with USTRANSCOMfor patient transfers to specific CONUShospitals through the JMC or the senior theatermovement control organization designated bythe combatant commander. Joint Pubs 4-02,“Doctrine for Health Service Support in JointOperations” and 4-02.1, “Joint Tactics,Techniques, and Procedures for HealthService Logistics Support in JointOperations,” contain additional informationon the TPMRC and GPMRC.

b. Retrograde Movements. Plannersmust understand that the retrograde of cargois crucial to the overall sustainment effort.Retrograde also contributes to the maximumuse of carrying capacity. All retrograde cargorequiring movement to CONUS and certainoverseas destinations requires inspection bythe military quarantine inspection authoritybefore release.

c. Evacuation of Enemy Prisoners ofWar (EPW). The geographic combatantcommander should consider evacuation of

OTHER THEATERMOVEMENT CONTROL

CONSIDERATIONS

Medical Evacuation System

Retrograde Movements

Evacuation ofEnemy Prisoners of War

Component Liaisons

Figure III-3. Other Theater MovementControl Considerations

III-11


EPW during retrograde operations.Movement control personnel must be awareof the importance of swift evacuation ofcaptured enemy troops. They should also giveample consideration to EPW evacuationduring the validation phase of thetransportation request process. FM 55-10,“Movement Control in a Theater ofOperations,” contains additional informationon EPW evacuation.

d. Component Liaisons. Componentcommanders may assign liaison officers tokey transportation nodes operated byanother component or the HN. Theseliaison officers ensure satisfaction ofcomponent logistic requirements. Theliaisons’ key tasks are to monitor and, ifnecessary, prioritize the actual flow of theircomponents’ materiel through the node. Theyalso locate and expedite the shipment ofcomponent critical items.

III-12

Chapter III

Joint Pub 4-01.3

Intentionally Blank

APPENDIX AJOINT MOVEMENT CENTER ORGANIZATION

A-1

The JMC is functionally organized anddesigned for expansion in proportion to thesize of the force. An Administrative Section,Plans and Programs Division, and OperationsDivision are normal staff elements of the JMC.The Operations Division may be furthersubdivided into Airlift, Sealift, and InlandSurface Movement Branches. The JMC staffelements should develop a system of reportsto assist in managing the theater transportationprogram. The following are the suggestedduties of each JMC element.

a. Administrative Section

• Provides administrative support to theJMC, including physical security andclassified document control.

• Coordinates communication requirements,including dedicated lines as required.

b. Plans and Programs Division

• Develops, coordinates, publishes, anddistributes the movement plan thatapportions the available intratheatercommon-user transportation assetsaccording to the geographic combatantcommander’s priorities.

• Recommends joint transportation policyand procedures for the request and useof common-user transportationresources.

• Provides transportation supportrequirements, including requests andmaterials handling or container handlingequipment, to supporting CINCs and HNagencies.

• Analyzes requirements, capabilities,shortfalls, alternatives, and enhancements

to the theater transportation system.Develops options and recommendssolutions.

• Develops standards and procedures forthe collection and presentation ofstatistical data necessary to performmovement control, including forecasts oflong-term movement requirements.

• Prepares augmentation plans to facilitatethe expansion of the JMC when required.

• Coordinates policies and procedures withother military forces, in-country USgovernment agencies, and HN orindigenous authorities concerned withthe evacuation of refugees and civilians.

• Receives, evaluates, and maintainstransportation intelligence.

c. Operations Division. This divisionoversees the daily operations of the JMC. Itevaluates movement performance to assureadherence to the geographic combatantcommander’s priorities. The following arethe three Operations Division branches.

• Airlift Movement Branch

•• Receives and validates airlift requestsfrom components. Coordinates with theDIRMOBFOR for the theater airliftschedule, or routes to other modes oftransportation if theater common-userairlift cannot meet the requirement.

•• Monitors theater airlift requirementsand capabilities.

•• Monitors the operation of aerial portsand other airfields to determinecapabilities and limitations.

A-2

Appendix A

Joint Pub 4-01.3

•• Reviews and validates regularlyscheduled airlift channel missions todetermine adequacy of support.

•• Monitors the air deployment of majorforces. Effects changes to airliftmovement requirements and prioritiescontained in the JOPES data base by thesupported combatant commander.

•• Coordinates aeromedical evacuationmissions.

•• Develops and manages theater aircontainer policy (436L pallet system) andprocedures.

•• Notifies the Chief, OperationsDivision, when forecasted airliftrequirements exceed the airlift capability.

• Sealift Movement Branch

•• Monitors the sea deployment of forcesand materiel by sealift. Effects changesto the sealift movement requirements andpriorities contained in the JOPES database. Ensures the actual time the UnitLine Number arrives at the SPOD isentered into the JOPES data base.

•• Represents the JFC in internationalbodies regulating the priority of shiparrivals and their destinations.

•• Coordinates with MTMC and MSCrepresentatives and the appropriate portcommanders for all seaport and JLOTSsite operations, and assesses each waterterminal’s or LOTS/JLOTS site’slimitations and capabilities.

•• Monitors and determines requirementsfor changes to scheduled sealift routesor channels.

•• Monitors joint container controlactivities within ports.

•• Arbitrates conflicting sealiftrequirements that cannot be resolved atlower levels in the movement controlsystem.

•• Maintains data on the entire sealiftoriented transportation infrastructure.

•• Notifies the Chief, OperationsDivision, when forecasted sealiftrequirements exceed the sealiftcapability.

• Inland Transportation Branch

•• Arbitrates c o n f l i c t i n g l a n dtransportation requirements that cannotbe resolved at lower levels in themovement control system.

•• Monitors the movement of forcesusing rail, highway, or inland waterwayassets.

•• Monitors port clearance, rail, highway,and inland waterway activities.Coordinates with Sealift MovementBranch on special case LOTS/JLOTSoperations movement support.

• • Main ta ins and d isseminatesinformation on military and HN surfacetransportation network. This informationincludes data on obstructions, detours,capacities, critical choke points, surfaceconditions, and enemy activities affectinghighway, inland waterway, and rail nets.

•• Develops short- and long-rangetransportation plans pertaining to repairpriorities of the surface transportationnetwork. Coordination with HN

A-3

Joint Movement Center Organization

activities and the senior engineerassigned to the geographic combatantcommander’s or subordinate JFC’s staffis essential.

•• Notifies the Chief, OperationsDivision, when forecasted landtransportation requirements exceed theland capabilities.

• • Monitors inland container managementprogram.

•• Monitors effectiveness of negotiationand award of tenders to commercialcarriers.

•• Develops policy and procedures oftheater commercial surface transportation.

•• Monitors border crossings, portclearance, and inland waterway activities.

•• Validates and/or coordinates requestsfor HN inland surface movement support.

A-4

Appendix A

Joint Pub 4-01.3

Intentionally Blank

APPENDIX BREFERENCES

B-1

The development of Joint Pub 4-01.3 is based upon the following primary references:

1. DOD Directives

a. DOD Directive 5100.1, “Functions of the Department of Defense and Its MajorComponents.”

2. Joint Publications

a. Joint Pub 0-2, “Unified Action Armed Forces (UNAAF).”

b. Joint Pub 1-02, “DOD Dictionary of Military and Associated Terms.”

c. Joint Pub 3-0, “Doctrine for Joint Operations.”

d. Joint Pub 3-17, “Joint Tactics, Techniques, and Procedures for Theater Airlift Operations.”(In Development)

e. Joint Pub 4-0, “Doctrine for Logistic Support of Joint Operations.”

f. Joint Pub 4-01, “Joint Doctrine for the Defense Transportation System.” (In Revision)

g. Joint Pub 4-01.1, “Joint Tactics, Techniques, and Procedures for Airlift Support to JointOperations.” (In Development)

h. Joint Pub 4-01.2, “Joint Tactics, Techniques, and Procedures for Sealift Support to JointOperations.” (In Development)

i. Joint Pub 4-01.5, “Joint Tactics, Techniques, and Procedures for Water TerminalOperations.”

j. Joint Pub 4-01.6, “Joint Tactics, Techniques, and Procedures for Joint Logistics Overthe Shore (JLOTS).”

k. Joint Pub 4-02, “Doctrine for Health Service Support in Joint Operations.”

l. Joint Pub 5-0, “Doctrine for Planning Joint Operations.”

m. Joint Pub 5-00.2, “Joint Task Force Planning Guidance and Procedures.”

n. Joint Pub 5-03.1, “Joint Operation Planning and Execution System, Vol I, (PlanningPolicies and Procedures).”

o. Joint Pub 6-04.1, “US Message Text Formatting Program.”

B-2

Appendix B

Joint Pub 4-01.3

3. Army Publications

a. FM 10-500-1, “Airdrop Support Operations in a Theater of Operations.”

b. FM 55-10, “Movement Control in a Theater of Operations.”

c. FM 55-65, “Strategic Deployment by Surface Transportation.”

d. FM 90-25/FMFRP 5-33/MACP 55-35, “Airlift for Combat Operations.”

e. FM 100-27/FMFM 4-61/AFM 2-50, “Doctrine for Multi-Service Air MovementOperations.”

f. AR 55-355, “Defense Traffic Management Regulations.”

4. Navy Publications

a. Naval Warfare Publication No. 39, “Naval Coastal Warfare Doctrine.”

b. FMFM 4-1 (USMC), “Combat Service Support Operations.”

5. Coast Guard Publication

a. US Coast Guard, Commandant Instruction 16601.1, “Guidance for Formulation of LocalPort Readiness Committees.”

APPENDIX CADMINISTRATIVE INSTRUCTIONS

C-1

1. User Comments

Users in the field are highly encouraged to submit comments on this publication to theJoint Warfighting Center, Attn: Doctrine Division, Fenwick Road, Bldg 96, Fort Monroe,VA 23651-5000. These comments should address content (accuracy, usefulness,consistency, and organization), writing, and appearance.

2. Authorship

The lead agent for this publication is the US Transportation Command (USTRANSCOM).The Joint Staff doctrine sponsor for this publication is the Joint Staff/J4-MD.

3. Supersession

This publication supersedes Joint Pub 4-01.3, 26 January 1994, “Joint Tactics, Techniques,and Procedures for Movement Control.”

4. Change Recommendations

a. Recommendations for urgent changes to this publication should be submitted:

TO: HQDA WASHINGTON DC//DASG-HCD-D//INFO: JOINT STAFF WASHINGTON DC//J7-JDD//

Routine changes should be submitted to the Director for Operational Plans andInteroperability (J-7), JDD, 7000 Joint Staff Pentagon, Washington, D.C. 20318-7000.

b. When a Joint Staff directorate submits a proposal to the Chairman of the JointChiefs of Staff that would change source document information reflected in thispublication, that directorate will include a proposed change to this publication as anenclosure to its proposal. The Military Services and other organizations are requestedto notify the Director, J-7, Joint Staff, when changes to source documents reflected inthis publication are initiated.

c. Record of Changes:

CHANGE COPY DATE OF DATE POSTEDNUMBER NUMBER CHANGE ENTERED BY REMARKS__________________________________________________________________________________________________________________________________________________________________________________________________________________

C-2

Appendix C

Joint Pub 4-01.3

5. Distribution

a. Additional copies of this publication can be obtained through Service publicationcenters.

b. Only approved pubs and test pubs are releasable outside the combatant commands,Services, and Joint Staff. Release of any classified joint publication to foreigngovernments or foreign nationals must be requested through the local embassy (DefenseAttache Office) to DIA Foreign Liaison Branch, C-AS1, Room 1A674, Pentagon,Washington, D.C. 20301-7400.

c. Additional copies should be obtained from the Military Service assignedadministrative support responsibility by DOD Directive 5100.3, 1 November 1988,“Support of the Headquarters of Unified, Specified, and Subordinate Joint Commands.”

By Military Services:

Army: US Army AG Publication Center2800 Eastern BoulevardBaltimore, MD 21220-2898

Air Force: Air Force Publications Distribution Center2800 Eastern BoulevardBaltimore, MD 21220-2896

Navy: CO, Navy Aviation Supply OfficeDistribution Division (Code 03443)5801 Tabor AvenuePhiladelphia, PA 19120-5000

Marine Corps: Marine Corps Logistics BaseAlbany, GA 31704-5000

Coast Guard: Coast Guard Headquarters, COMDT (G-OPD)2100 2nd Street, SWWashington, D.C. 20593-0001

d. Local reproduction is authorized and access to unclassified publications isunrestricted. However, access to and reproduction authorization for classified jointpublications must be in accordance with DOD Regulation 5200.1-R.

GLOSSARYPART I—ABBREVIATIONS AND ACRONYMS

GL-1

A/DACG Arrival/Departure Airfield Control GroupAFCC Air Force Component CommanderALSS naval advanced logistic support siteAMB air mobility branchAMC Air Mobility CommandAME air mobility elementAOC Air Operations CenterAOR area of responsibility

C2 command and controlCINC Commander-in-Chief, combatant commanderCJCS Chairman of the Joint Chiefs of StaffCONUS continental United States

DIRMOBFOR Director Mobility ForcesDOD Department of DefenseDTO division transportation officeDTS Defense Transportation System

EPW enemy prisoner of war

FLS naval forward logistic siteFMCC Force Movement Control Center

GPMRC Global Patient Movements Requirements CenterGTN Global Transportation Network

HN host nationHNS host-nation support

ITO installation transportation officerITV in-transit visibility

J-3 OperationsJ-4 LogisticsJ-5 PlansJAOC joint air operations centerJFC joint force commanderJLOTS joint logistics-over-the-shoreJMC Joint Movement CenterJOA joint operations areaJOPES Joint Operation Planning and Execution SystemJRAC joint rear area coordinatorJSCP Joint Strategic Capabilities Plan

JTB Joint Transportation BoardJTTP joint tactics, techniques, and procedures

LOC lines of communicationsLOTS logistics-over-the-shore

MAGTF Marine air-ground task forceMCC Movement Control CenterMCT movement control teamsMSC Military Sealift CommandMSCO Military Sealift Command OfficeMTMC Military Traffic Management Command

NCC Navy component command

OPCON operational controlOPORD operation orderOPLAN operation plan

POD port of debarkationPOE port of embarkationPOG port operations groupPSA port support activities

SMO Strategic Mobility OfficeSOF special operations forcesSOJ4 special operations component logistics officerSOLE special operations liaison elementSPOD seaport of debarkationSPOE seaport of embarkation

TACC Tanker Airlift Control CenterTAMCA Theater Army Movement Control AgencyTCC Transportation Component CommandTMO transportation movement officeTPFDD Time-Phased Force and Deployment DataTPMRC Theater Patient Movements Requirements Center

USCINCTRANS Commander in Chief, United States Transportation CommandUSTRANSCOM United States Transportation Command

GL-2

Glossary

Joint Pub 4-01.3

aerial port. An airfield that has beendesignated for the sustained airmovement of personnel and materiel, andto serve as an authorized port for entranceinto or departure from the country inwhich located. (Joint Pub 1-02)

aeromedical evacuation. The movementof patients under medical supervision toand between medical treatment facilitiesby air transportation. (Joint Pub 1-02)

airlift control center. An operations centerwhere the detailed planning, coordinating,and tasking for tactical airlift operationsare accomplished. This is the focal pointfor communications and the source ofcontrol and direction for the tactical airliftforces. Also called ALCC. (Joint Pub1-02)

air logistic support. Support by air landingor airdrop, including air supply,movement of personnel, evacuation ofcasualties and prisoners of war, andrecovery of equipment and vehicles.(Joint Pub 1-02)

allocation (transportation). Apportionmentby designated authority of availabletransport capability to users. (Joint Pub1-02)

allotment. The temporary change ofassignment of tactical air forces betweensubordinate commands. The authority toallot is vested in the commander havingcombatant command (commandauthority). (Joint Pub 1-02)

apportionment. In the general sense,distribution for planning of limitedresources among competing requirements.Specific apportionments (e.g., air sortiesand forces for planning) are described as

apportionment of air sorties and forcesfor planning. (Joint Pub 1-02)

area of responsibility. 1. The geographicalarea associated with a combatantcommand within which a combatantcommander has authority to plan andconduct operations. 2. In naval usage, apredefined area of enemy terrain forwhich supporting ships are responsiblefor covering by fire on known targets ortargets of opportunity and by observation.Also called AOR. (Joint Pub 1-02)

combatant commander. A commander inchief of one of the unified or specifiedcombatant commands established by thePresident. (Joint Pub 1-02)

common servicing. That functionperformed by one Military Service insupport of another Military Service forwhich reimbursement is not requiredfrom the Service receiving support. (JointPub 1-02)

cross-servicing. That function performedby one Military Service in support ofanother Military Service for whichreimbursement is required from theService receiving support. (Joint Pub1-02)

deployment data base. The JOPES (JointOperation Planning and ExecutionSystem) data base containing thenecessary information on forces, materiel,and filler and replacement personnelmovement requirements to supportexecution. The data base reflectsinformation contained in the refined time-phased force and deployment data fromthe deliberate planning process, ordeveloped during the various phases ofthe crisis action planning process, and the

GL-3

PART II—TERMS AND DEFINITIONS

GL-4

Glossary

Joint Pub 4-01.3

movement schedules or tables developedby the transportation componentcommands to support the deployment ofrequired forces, personnel, and materiel.(Joint Pub 1-02)

dominant user concept. The concept thatthe Service which is the principalconsumer will have the responsibility forperformance of a support workload forall using Services. (Joint Pub 1-02)

force tracking. The identification of unitsand their specific modes of transportduring movement to an objective area.(Joint Pub 1-02)

global transportation network. Theautomated support necessary to enableUSTRANSCOM and its components toprovide global transportationmanagement. The global transportationnetwork provides the integratedtransportation data and systems necessaryto accomplish global transportationplanning, command and control, and in-transit visibility across the range ofmilitary operations. Also called GTN.(This term and its definition are providedfor information and are proposed forinclusion in the next edition of Joint Pub1-02 by Joint Pub 4-01.)

host nation. A nation which receives theforces and/or supplies of allied nationsand/or NATO organizations to be locatedon, to operate in, or to transit through itsterritory. (Joint Pub 1-02)

host-nation support. Civil and/or militaryassistance rendered by a nation to foreignforces within its territory duringpeacetime, crisis or emergencies, or warbased on agreements mutually concludedbetween nations. (Joint Pub 1-02)

in-transit visibility. The capabilityprovided to a geographic combatantcommander to have visibility of units,personnel, and cargo while in-transitthrough the Defense TransportationSystem. (Upon approval of this revision,this term and its definition will modifythe existing term and its definition andwill be included in Joint Pub 1-02.)

joint movement center. The centerestablished to coordinate the employmentof all means of transportation (includingthat provided by allies or host nations) tosupport the concept of operations. Thiscoordination is accomplished throughestablishment of transportation policieswithin the assigned area of responsibility,consistent with relative urgency of need,port and terminal capabilities,transportation asset availability, andpriorities set by a joint force commander.(Joint Pub 1-02)

joint servicing. That function performedby a jointly staffed and financed activityin support of two or more MilitaryServices. (Joint Pub 1-02)

joint tactics, techniques, and procedures.The actions and methods whichimplement joint doctrine and describehow forces will be employed in jointoperations. They will be promulgated bythe Chairman of the Joint Chiefs of Staff,in coordination with the combatantcommands, Services, and Joint Staff.Also called JTTP. (Joint Pub 1-02)

movement control. The planning, routing,scheduling, and control of personnel andcargo movements over lines ofcommunications; also an organizationresponsible for these functions. (JointPub 1-02)

GL-5

Glossary

National Command Authorities. ThePresident and the Secretary of Defenseor their duly deputized alternates orsuccessors. Also called NCA. (Joint Pub1-02)

naval advanced logistic support site. Anoverseas location used as the primarytransshipment point in the theater ofoperations for logistic support. A navaladvanced logistic support site possessesfull capabilities for storage,consolidation, and transfer of suppliesand for support of forward-deployed units(including replacement units) duringmajor contingency and wartime periods.Naval advanced logistics support sites,with port and airfield facilities in closeproximity, are located within the theaterof operations but not near the main battleareas, and must possess the throughputcapacity required to accommodateincoming and outgoing intertheater airliftand sealift. When fully activated, thenaval advanced logistic support siteshould consist of facilities and servicesprovided by the host nation, augmentedby support personnel located in thetheater of operations, or both. Also calledALSS. (Joint Pub 1-02)

naval forward logistic site. An overseaslocation, with port and airfield facilitiesnearby, which provides logistic supportto naval forces within the theater ofoperations during major contingency andwartime periods. Naval forward logisticsites may be located in close proximityto main battle areas to permit forwardstaging of services, throughput of highpriority cargo, advanced maintenance,and battle damage repair. Naval forwardlogistic sites are linked to in-theater navaladvanced logistic support sites (ALSSs)by intratheater airlift and sealift, but mayalso serve as transshipment points forintertheater movement of high-prioritycargo into areas of direct combat. In

providing fleet logistic support, navalforward logistic site capabilities mayrange from very austere to near that of anadvanced logistic support site. Also calledFLS. (Joint Pub 1-02)

operational control. Transferablecommand authority that may be exercisedby commanders at any echelon at orbelow the level of combatant command.Operational control is inherent incombatant command (commandauthority). Operational control may bedelegated and is the authority to performthose functions of command oversubordinate forces involving organizingand employing commands and forces,assigning tasks, designating objectives,and giving authoritative directionnecessary to accomplish the mission.Operational control includes authoritativedirection over all aspects of militaryoperations and joint training necessary toaccomplish missions assigned to thecommand. Operational control should beexercised through the commanders ofsubordinate organizations. Normally thisauthority is exercised throughsubordinate joint force commanders andService and/or functional componentcommanders. Operational controlnormally provides full authority toorganize commands and forces and toemploy those forces as the commanderin operational control considers necessaryto accomplish assigned missions.Operational control does not, in and ofitself, include authoritative direction forlogistics or matters of administration,discipline, internal organization, or unittraining. Also called OPCON. (Joint Pub1-02)

specified command. A command that hasa broad continuing mission, normallyfunctional, and is established and sodesignated by the President through theSecretary of Defense with the advice and

GL-6

Glossary

Joint Pub 4-01.3

assistance of the Chairman of the JointChiefs of Staff. It normally is composedof forces from a single MilitaryDepartment. See also combatantcommand; unified command. (Joint Pub1-02)

time-phased force and deployment data.The Joint Planning and Execution Systemdata base portion of an operation plan; itcontains time-phased force data, non-unit-related cargo and personnel data, andmovement data for the operation plan,including: (a) In-place units; (b) Unitsto be deployed to support the operationplan with a priority indicating the desiredsequence for their arrival at the port ofdebarkation; (c) Routing of forces to bedeployed; (d) Movement data associatedwith deployment of forces; (e) Estimatesof non-unit-related cargo and personnelmovements to be conducted concurrentlywith the deployment of forces; and (f)Estimate of transportation requirementsthat must be fulfilled by common-user liftresources, as well as those requirementsthat can be fulfilled by assigned orattached transportation resources. Alsocalled TPFDD. (Joint Pub 1-02)

Transportation Component Command.The three component commands ofUSTRANSCOM: Air Force AirMobility Command, Navy MilitarySealift Command, and Army MilitaryTraffic Management Command. Eachtransportation component commandremains a major command of its parentService and continues to organize, train,and equip its forces as specified by law.Each transportation component commandalso continues to perform Service-uniquemissions. Also called TCC. (Joint Pub1-02)

unified command. A command with abroad continuing mission under a singlecommander and composed of significantassigned components of two or moreMilitary Departments, and which isestablished and so designated by thePresident, through the Secretary ofDefense with the advice and assistanceof the Chairman of the Joint Chiefs ofStaff, or, when so authorized by the JointChiefs of Staff, by a commander of anexisting unified command established bythe President. (Joint Pub 1-02)

Assess-ments/

Revision

CJCSApproval

TwoDrafts

ProgramDirective

ProjectProposal

J-7 formally staffs withServices and CINCS

Includes scope of project,references, milestones,and who will developdrafts

J-7 releases ProgramDirective to Lead Agent.Lead Agent can beService, CINC, or JointStaff (JS) Directorate

STEP #2Program Directive

l

l

l

The CINCS receive the pub andbegin to assess it during use

18 to 24 months followingpublication, the Director J-7, willsolicit a written report from thecombatant commands andServices on the utility and qualityof each pub and the need for anyurgent changes or earlier-than-scheduled revisions

No later than 5 years afterdevelopment, each pub is revised

STEP #5Assessments/Revision

l

l

l

Submitted by Services, CINCS, or Joint Staffto fill extant operational void

J-7 validates requirement with Services andCINCs

J-7 initiates Program Directive

l

l

l

STEP #1Project Proposal

All joint doctrine and tactics, techniques, and procedures are organized into a comprehensive hierarchyas shown in the chart above. is in the series of joint doctrine publications.The diagram below illustrates an overview of the development process:

Joint Pub 4-01.3 Logistics

JOINT DOCTRINE PUBLICATIONS HIERARCHY

JOINT PUB 1-0

PERSONNELand

ADMINISTRATION

JOINT PUB 3-0 JOINT PUB 5-0 JOINT PUB 6-0

OPERATIONS C4 SYSTEMSPLANS

JOINT PUB 0-2

JOINT PUB 1

UNAAF

JOINTWARFARE

JOINTDOCTRINE

PUBLICATION

Lead Agent forwards proposed pub to Joint Staff

Joint Staff takes responsibility for pub, makesrequired changes and prepares pub forcoordination with Services and CINCS

Joint Staff conducts formalstaffing for approval as a Joint Publication

STEP #4CJCS Approval

l

l

l

Lead Agent selects Primary Review Authority(PRA) to develop the pub

PRA develops two draft pubs

PRA staffs each draft with CINCS, Services,and Joint Staff

l

l

l

STEP #3Two Drafts

ENHANCEDJOINT

WARFIGHTINGCAPABILITY

INTELLIGENCE

JOINT PUB 2-0

LOGISTICS

JOINT PUB 4-0

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