jp4-01.3 'joint tactics, techniques, and procedures for

9 April 2002

Joint Publication 4-01.3

Joint Tactics, Techniques,and Procedures forMovement Control

PREFACE

i

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 and providesthe doctrinal basis for US militaryinvolvement in multinational and interagencyoperations. It provides military guidance forthe exercise of authority by combatantcommanders and other joint forcecommanders (JFCs) and prescribes doctrineand selected tactics, techniques, andprocedures for joint operations and training.It provides military guidance for use by theArmed Forces in preparing their appropriateplans. It is not the intent of this publication torestrict the authority of the JFC fromorganizing the force and executing the missionin a manner the JFC deems most appropriateto ensure unity of effort in the accomplishmentof the overall mission.

For the Chairman of the Joint Chiefs of Staff:

3. Application

a. Doctrine and selected tactics,techniques, and procedures and guidanceestablished in this publication apply to thecommanders of combatant commands,subunified commands, joint task forces, andsubordinate components of these commands.These principles and guidance also may applywhen significant forces of one Service areattached to 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 judgmentof the commander, exceptional circumstancesdictate otherwise. If conflicts arise betweenthe contents of this publication and thecontents 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 morecurrent and specific guidance. Commandersof forces operating as part of a multinational(alliance or coalition) military commandshould follow multinational doctrine andprocedures ratified by the United States. Fordoctrine and procedures not ratified by theUnited States, commanders should evaluateand follow the multinational command’sdoctrine and procedures, where applicable andconsistent with US law, regulations, anddoctrine.

JOHN P. ABIZAIDLieutenant General, USADirector, Joint Staff

ii

Preface

JP 4-01.3

Intentionally Blank

TABLE OF CONTENTS

iii

PAGE

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

CHAPTER IMOVEMENT CONTROL OVERVIEW

• Purpose ..................................................................................................................... I-1• Introduction .............................................................................................................. I-1• Theater Logistic Concept .......................................................................................... I-3• Defense Transportation System ................................................................................. I-4• Joint Operation Planning and Execution System ....................................................... I-4• Global Transportation Network ................................................................................. I-4• Movement Control .................................................................................................... I-5• Concept of Movement Control .................................................................................. I-5• Principles of Movement Control ............................................................................... I-6• Functions of Joint Movement Control ....................................................................... I-7

CHAPTER IIINTERTHEATER MOVEMENT CONTROL

• Purpose .................................................................................................................... II-1• Intertheater Movement Control Process .................................................................... II-1• Responsibilities of USTRANSCOM ........................................................................ II-4• Responsibilities of a Supporting Combatant Commander ......................................... II-6• Responsibilities of the Supported Geographic Combatant Commander .................... II-7• Intertheater and Intratheater Interface ....................................................................... II-7

CHAPTER IIITHEATER MOVEMENT CONTROL SYSTEM

• Introduction ........................................................................................................... III-1• Responsibilities of the Joint Movement Center ....................................................... III-1• Theater Movement Control Organization ............................................................... III-1• Theater Movement Control System ........................................................................ III-3• Component Movement Capabilities and Organization ............................................ III-6• Transportation Request Process ............................................................................. III-10• Other Theater Movement Control Considerations ................................................. III-11

APPENDIX

A Joint Movement Center Organization and Functions ......................................... A-1B Suggested Charter for the Theater Joint Transportation Board ............................ B-1C Movement Plan (Sample) ................................................................................... C-1

iv

Table of Contents

JP 4-01.3

D References ........................................................................................................ D-1E Administrative Instructions ................................................................................ E-1

GLOSSARY

Part I Abbreviations and Acronyms ................................................................... GL-1Part II Terms and Definitions .............................................................................. GL-4

FIGURE

I-1 Elements of a Transportation System ............................................................. I-1I-2 Deployment Phases ....................................................................................... I-2I-3 Principles of Movement Control .................................................................... I-6I-4 Functions of Joint Movement Control ........................................................... I-8II-1 Developing Transportation Requirements ..................................................... II-2III-1 Suggested Joint Movement Center Organization ......................................... III-3III-2 Requirements of a Theater Movement Control System ............................... III-4III-3 Other Theater Movement Control Considerations ...................................... III-12

EXECUTIVE SUMMARYCOMMANDER’S OVERVIEW

•

•

•

v

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

An effective interfacebetween the intertheaterand intratheater movementsystems is crucial.

Movement Control Overview

Provides an Overview of Movement Control

Discusses Intertheater Movement Control

Covers the Theater Movement Control System

The employment of military forces and combat power decidesthe outcome of campaigns and operations. The success ofthese forces often depends on effective support and sound,timely deployment. The three elements of a transportationsystem are mode operations (land, sea, air), terminal operations,and movement control. Movement control is the most criticalcomponent of the system. It entails the coordination of allmodes of transportation assets, terminals, Services, commands,and host nation assets during deployment, sustainment, andredeployment. Force deployments occur in four phases:predeployment activities; movement to and activities at theport of embarkation; movement to the port of debarkation; andjoint reception, staging, onward movement, and integration.The complexity of the transportation system requires that boththe providers and users develop integrated and feasiblemovement plans.

Based on the type of Service support agreement, thegeographic combatant commander assigns logisticresponsibilities; either the dominant-user or the most-capable-Service concept may be used. Movement control consists of(a) the planning, routing, scheduling, and controlling ofcommon-user assets; and (b) maintenance of in-transit visibility(ITV) to assist commanders and staffs in force tracking. Thefive movement control principles form the foundation formanagement of all transportation operations. They includecentralized control and decentralized execution, fluid and flexiblemovements, regulated movements, maximized use of deliverycapability, and forward support. The functions of movementcontrol include planning, apportioning, allocating,deconflicting, validating priorities, coordinating movements,and maintaining or updating ITV systems.

vi

Executive Summary

JP 4-01.3

The Defense TransportationSystem, the JointOperation Planning andExecution System, and theGlobal TransportationNetwork play importantroles in intertheatermovement control.

The intertheater movementcontrol process coversmoves planned under boththe deliberate and crisisaction planning process.

United StatesTransportation Commandis the transportationmanager for theDepartment of Defense.

The Defense Transportation System (DTS) is that portion ofthe global transportation infrastructure that supportsDepartment of Defense (DOD) common-user transportationneeds across the range of military operations. The JointOperation Planning and Execution System (JOPES) is anintegrated command and control (C2) system that providesinformation to senior decision makers concerning joint plansand operations. JOPES includes joint operation planningpolicies, procedures, and reporting structures, and is supportedby automated communication and data processing systems.Decision makers use JOPES to plan, execute, and monitormobilization, deployment, employment, sustainment, andredeployment activities. The Global Transportation Network(GTN) is a DTS-automated system for managing cargo andpassenger movements. GTN is the DOD ITV system, and itprovides C2 functionality for the United States TransportationCommand (USTRANSCOM).

The deliberate planning process focuses on the time-phasingof movements and the assignment of transportation resourcesto support initial deployments for a set period. This period isnormally the first 90 days after commencement of deployment.Crisis action movement control follows the basic process ofdeliberate planning. The fundamental difference between crisisaction and deliberate planning is the reduced amount of timeavailable to allocate resources, schedule movements, andidentify threats to transportation assets. Peacetime movementcontrol and execution procedures are the same as those usedin wartime.

USTRANSCOM is responsible for providing transportationand common-user port management for the Department ofDefense as well as non-DOD agencies upon request. It hasthree subordinate transportation component commands(TCCs): Air Mobility Command, Military Sealift Command, andMilitary Traffic Management Command. USTRANSCOMcoordinates the efforts of the TCCs with the supported andsupporting combatant commands. The integration of theintertheater and intratheater movement control systems is theshared responsibility of USTRANSCOM and the supportedcombatant command. The efficient exchange of informationbetween commands is vital to successful transportationoperations.

Intertheater Movement Control

vii

Executive Summary

The geographic combatant commander has a wide range ofoptions for performing movement control. Subordinate jointforce commanders and Service components may be directedto carry out their own movement control, or the commandermay establish a theater joint transportation board, a jointmovement center (JMC), or both. However, to ensure a fullyintegrated and responsive transportation system, thegeographic combatant commander should consider assigningresponsibility for theater transportation movement control toa single joint office, which is the JMC. The JMC must plan,allocate, coordinate, and deconflict transportation, as well asestablish and operate an ITV system to assist in tracking theatermovements. The JMC establishes the location, identity, andcommunications facilities of nodes in the transportation system.It also promulgates tasking procedures, cycles, and deadlines.The theater 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 control and decentralized execution. The theatercombatant command movement control plan must also considerthe effects of patient movement, retrograde activities,disposition of enemy prisoners of war, refugee traffic,humanitarian missions, and host-nation requirements onpotential movements.

The joint tactics, techniques, and procedures in this publicationcover the integration, management, and utilization of common-user air, sea, and land transportation. The focus of thispublication is on the supported combatant command level.Intertheater and intratheater movement control procedures arediscussed in detail herein.

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

Theater Movement Control System

CONCLUSION

viii

Executive Summary

JP 4-01.3

Intentionally Blank

CHAPTER IMOVEMENT CONTROL OVERVIEW

I-1

1. Purpose

This chapter contains an overview of jointmovement control. It demonstrates theimportance and necessity of a well-definedand integrated transportation system tosuccessful operations, and describes thefour phases of force deployment. Thischapter describes the theater logistic conceptand the two methods, dominant-user or most-capable-Service, that are commonly used forimplementing movement control support. Itdefines movement control and describes howjoint movement control, receptionmethodology, and terminal operations workin unison to produce an efficient, effectivetransportation system. This chapter concludeswith five principles and six functions ofmovement control.

2. Introduction

a. The employment of military forces andcombat power decides the outcome ofcampaigns and operations. The successfulemployment of military forces depends on theimplementation of movement control policies,procedures, and programs guided by thesupported commander’s priorities. Movementcontrol spans the strategic, operational, andtactical levels of war to ensure that thetransportation system is fully integrated andoperating at peak efficiency. Inadequatecontrol of logistic movement results in waste,reduced efficiency, and loss of potentialcombat power.

“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

b. The three elements of a transportationsystem, shown in Figure I-1, are modeoperations (land, sea, and air), terminaloperations, and movement control.Movement control is the most criticalcomponent of the system. It must coordinatethe transportation assets of all modes,terminals, Services, commands, and hostnations (HNs) during deployment,sustainment, and redeployment.

c. Force deployments occur in fourphases. These phases are predeploymentactivities, movement to and activities at theport of embarkation (POE), movement tothe port of debarkation (POD), and jointreception, staging, onward movement andintegration (JRSOI). Figure I-2 shows thisprocess, using the continental United States(CONUS) as the origin. In general,

Figure I-1. Elements of aTransportation System

ELEMENTS OF ATRANSPORTATION

SYSTEM

Mode Operations(Land, Sea, Air)

Terminal Operations

Movement Control

I-2

Chapter I

JP 4-01.3

predeployment activities are a Serviceresponsibility. Movement to a POE withinCONUS is shared between the Services andUnited States Transportation Command(USTRANSCOM). Commercial movementto a POE within CONUS is arranged byUSTRANSCOM’s Mil i tary Traff icManagement Command (MTMC). Additionally,USTRANSCOM executes the movementfrom CONUS to the theater, or intertheatermovement. The last phase, JRSOI, is theresponsibility of the supported geographiccombatant commander.

d. The transportation system alsoencompasses patient movement and enemyprisoner of war (EPW) evacuations,noncombatant evacuation operations(NEOs), and force redeployment.Redeployment can take twice as long asdeployment, and planners must address this

early in an operation. The transportationsystem must be capable of moving joint forcesby multiple modes. It must move forces overlong distances and through an array ofdifferent types of terminals. It mustaccomplish all this while adhering to thetimetable of the supported joint forcecommander (JFC).

e. The complexity of the transportationsystem requires that both the providers andusers develop integrated, feasiblemovement plans. An effective interfacebetween the intertheater and intratheatermovement systems is crucial. The supportedcombatant commander and Commander inChief, United States TransportationCommand (USCINCTRANS), along withother supporting combatant commanders, areresponsible for establishing that interface.

Figure I-2. Deployment Phases

NorthAmerica

PredeploymentActivities

Movement to andActivities at Portof Embarkation

Movement to Portof Debarkation

Joint Reception, Staging,Onward Movement, and

Integration

INTERTHEATER MOVEMENT CONTROL INTRATHEATER MOVEMENT CONTROL

DEPLOYMENT PHASES

I-3


3. Theater Logistic Concept

a. Department of Defense Directive5100.1, Functions of the Department ofDefense and Its Major Components, states thateach Service will provide its own logisticsupport. However, title 10 of the United StatesCode, as amended by the Department ofDefense (DOD) Reorganization Act of 1986,states that a geographic combatantcommander has directive authority overlogistics within his or her area ofresponsibility (AOR). This authority ensuresthe effective execution of operation plans(OPLANs). 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 operational situation, thecombatant commanders can modify or mixany of the following two major options:single-Service logistic support; or lead Serviceor agency support with or without operationalcontrol (OPCON) or tactical control(TACON) of other Service logisticorganizations.

• Dominant-User Concept. Under thisconcept, the geographic combatantcommander determines which Servicecomponent is the principal consumer, andthen assigns responsibility for providingor coordinating logistic support for thatdesignated item or service to thatparticular Service component for thetheater or designated area.

• Most-Capable-Service Concept.Under this concept, the geographiccombatant commander ass ignsresponsibilities to the Service componentmost capable of performing the mission.The most-capable-Service arrangementis usually the most efficient and flexibleof the two concepts.

c. Common-User Logistics. The geographiccombatant commander and planning staff

A crucial interface between intertheater and intratheater movementoccurs at the port of debarkation.

I-4

Chapter I

JP 4-01.3

should assess the categories of supply andservices that may be considered for common-user support. While designation of common-user support does not relieve components ofproviding Service-peculiar supplies andservices, the staff assessment will identifyeconomies resulting from consolidatingresources or tasking one or more componentsto provide common-user support to theremainder of the joint force. In someinstances, this support may also be providedto, or by, governmental and nongovernmentalorganizations. In addition to Serviceresponsibility, these options may includefunctional tasking, executive agency, anddominant-user.

Joint Publication (JP) 4-07, Joint Tactics,Techniques, and Procedures for Common-User Logistics During Joint Operations,describes the options available to thecombatant commander and planning staffwhen assessing the need for common-userlogistic support.

4. Defense TransportationSystem

The Defense Transportation System (DTS)is that portion of the global transportationinfrastructure that supports DODcommon-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 theDepartment of Defense.

JP 4-01, Joint Doctrine for the DefenseTransportation System, contains moreinformation on DTS.

5. Joint Operation Planningand Execution System

The Joint Operation Planning andExecution System (JOPES) is an integratedcommand and control (C2) system. It

provides information to senior decision makersconcerning joint plans and operations.Decision makers use JOPES to plan, execute,and monitor mobilization, deployment,employment, sustainment, and redeploymentactivities. Both supported and supportingorganizations use the system. JOPESprovides users with an ordered andcomprehensive set of procedures for solvingcomplex mobility force deployment andsustainment problems. JOPES movementand sustainment information is distributedover the Global Command and ControlSystem.

Chairman of the Joint Chiefs of Staff Manual(CJCSM) 3122 Series, Joint OperationPlanning and Execution System, containsdetailed descriptions of the joint planning andexecution process. CJCSM 3500.3, JointTraining Manual for the Armed Forces of theUnited States, contains detailed JOPESinformation for all exercises sponsored by theChairman of the Joint Chiefs of Staff (CJCS)and the combatant command.

6. Global TransportationNetwork

The Global Transportation Network (GTN)is a fully automated system that provides theuser with vital information needed to bettermanage warfighting and logistic capabilities.It integrates information from a variety of DTSsystems to provide in-transit visibility (ITV)and C2 data support for the President,Secretary of Defense, the combatantcommanders, the Military Services, and otherDOD customers. GTN provides this supportthrough the integration of data processinginformation systems and electronic commerceand electronic data interchange. GTN tracksthe identity, status, and location of DOD unitand non-unit cargo, passengers, patients, andforces. It is capable of tracking military andcommercial airlift, sealift, and land assets fromorigin to destination. GTN’s mission and

I-5


capabilities remain unchanged during peace,contingencies, or war.

7. Movement Control

Movement control is the planning,routing, scheduling, and controlling ofpersonnel and cargo movement over linesof communications (LOCs). Movementcontrol also entails maintenance of ITVto assist commanders and operations staffsin force tracking. In addition, movementcontrol includes reception and onwardmovement of personnel, equipment, andsupplies in accordance with commanddirectives and responsibilities. Movementcontrol is a system involving the coordinationand integration of movement information andprograms spanning all levels of operations.

8. Concept of MovementControl

Movement cont ro l coordinatestransportation resources to enhancecombat effectiveness and meet the priorities

of the supported combatant commander.Efficient transportation to and in a theaterinvolves establishing effective organizationand control procedures. It also involvesmovement and resource 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 of the methodchosen, the geographic combatantcommander must task and organize themovement control functions commensuratewith the mission, size, and geography of theoperational area.

b. Command Authority and Organization.Normally, the geographic combatantcommander: (1) delegates OPCON of thevarious parts of the transportation system tothe most-capable-Service components; and(2) monitors the entire operation and retains

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

I-6

Chapter I

JP 4-01.3

the authority to set priorities and apportionresources. To exercise this authority, thegeographic combatant commander mayestablish a Joint Transportation Board (JTB),a joint movement center (JMC), or both. Asan alternative, the responsibility may beassigned to a staff element, normally thecommand’s senior 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 alltransportation resources and capabilities.Maximum throughput at all transportationroute segments, ports, and nodes, along withtimely deliveries, are key measures of success

in this effort. For the mode, terminal, and facilityoperator functions, resource managementpertains to the efficient employment ofpersonnel, materiel, equipment, and facilities.

9. Principles of MovementControl

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

a. Centralized Control andDecentralized Execution. USCINCTRANSand the geographic combatant commandercontrol movement planning and resourceallocation. Using the most-capable-Serviceconcept, the geographic combatantcommander usually delegates OPCON of

Figure I-3. Principles of Movement Control

FLUID AND FLEXIBLEMOVEMENTS

CENTRALIZED CONTROLAND DECENTRALIZED

EXECUTION

FORWARDSUPPORT

PRINCIPLES OF MOVEMENT CONTROL

MAXIMUM USE OFCARRYING CAPACITY

REGULATEDMOVEMENTS

PRINCIPLESOF

MOVEMENTCONTROL

I-7


movements to the Service component havingthe required assets or capabilities to fulfillthe mission. This delegation of authorityachieves two objectives: it satisfiesrequirements at the lowest level possible, andit frees the geographic combatant commanderto focus on theater-wide critical issues.

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

c. Regulated Movements. Movementcontrol authorities must regulate movementsto prevent 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, fewer PODs, and sharedLOCs are a few of the challenges.

d. Maximum 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 in order to bestmeet the combatant commander’srequirements. However, some situationsmay not allow adherence to this principle. Thegeographic combatant commander maydecide to hold certain transportation modesin reserve. The following considerationsapply.

• The expeditious movement of cargo tomeet the combatant commander’s

requirements may be more important thanmaximizing carrying capacity.

• Terminal congestion may preclude theuse of a given mode.

• Delays during off-loading cause a losttransport capability.

• Transport modes must be kept loaded andmoving.

e. Forward Support. Forward-orientedtransportation support is a combat multiplier.It allows the commander to concentrate allforces on the enemy.

10. Functions of JointMovement Control

The functions of joint movement controlare shown in Figure I-4.

a. Planning. Planning begins when one ofthree conditions exist: the geographiccombatant commander is tasked for adeliberate plan under the Joint StrategicCapabilities Plan (JSCP); receipt of someother planning order; or when either thePresident or Secretary of Defense assigns atask to a geographic combatant commander.It ends with the withdrawal or accomplishmentof the mission, or upon CJCS approval of adeliberate plan. Transportation planning isideally done under the JOPES deliberateplanning process. However, planning mayhave to be done under JOPES crisis actionplanning procedures. Ideally, deliberateplanning should provide the insights andunderstanding that would allow quickadaptation of a deliberate OPLAN under crisisaction planning procedures.

b. Apportioning Transportation.Apportioning transportation distributescommon-user transport capability among thetransportation tasks. Apportioningtransportation is a very important

I-8

Chapter I

JP 4-01.3

decisionmaking process. It is difficult toapportion transportation assets in a saturatedsystem. Saturated systems exist whendemands exceed capabilities. During theJOPES deliberate planning process, theChairman of the Joint Chiefs of Staffapportions strategic mobility and theatertransportation assets in the JSCP. Thegeographic combatant commanders mayfurther apportion their total transportation

capability among Service components orsubordinate JFCs for deliberate planningpurposes. Transportation apportionment isexpressed in percentages.

c. Allocating Transportation. Allocatingis the actual matching of apportionedtransportation assets to operationalrequirements by the Chairman of the JointChiefs of Staff during crisis action planning

Figure I-4. Functions of Joint Movement Control

FUNCTIONS OF JOINT MOVEMENT CONTROL

�DECONFLICTING

PRIORITIES

�ALLOCATING

�APPORTIONING

�PLANNING

�VALIDATION

�JOINT TOTAL

ASSETVISIBILITY &

FORCETRACKING

SPECIAL MOVES

MULTINATIONAL OPERATIONMOVES

SUPPORT TO NEWS MEDIA

�COORDINATING

I-9


or actual execution. The Chairman of the JointChiefs of Staff transmits the transportationallocation decision by execute order toUSCINCTRANS for strategic lift assets andto the combatant commander for theaterassets. Normally, USCINCTRANS and thegeographic combatant commander refine theirexecution planning based on the CJCStransportation resource allocation and pass thistransportation allocation decision to theircomponents. The component allocatingagency expresses its transportation allocationas a quantifiable measure. Examples ofquantifiable measures are sorties, grosstonnage, and square footage.

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 resolve only themost critical conflicting requirements. If thelower levels are unable to resolve the conflicts,the combatant commander may elect to use atheater JTB to do the job. If resolution is notsatisfactory, either USCINCTRANS or thecombatant commander may request theChairman of the Joint Chiefs of Staff toconvene a higher-level JTB.

See JP 4-01, Joint Doctrine for the DefenseTransportation System, for details concerningthe CJCS JTB.

e. Validation. Shipments presented toUSCINCTRANS or a combatant commandtransportation controller for movement mustbe validated by authorities within therequesting unit’s chain of command.Validation confirms the need for themovement, as well as shipment configuration,dimensions, availability, and routing. It alsoconfirms to the supported commander and toUSTRANSCOM that all the informationrecords in the time-phased force and

deployment data (TPFDD) are not only error-free for automation purposes, but alsoaccurately reflect the current status, attributes,and availability of both the mode assets andthe items to be moved. Unit readiness,movement dates, passengers, and cargo detailsshould be confirmed with the unit beforevalidation occurs.

f. Coordinating. The many supportingrelationships and special circumstancesinvolving movement control within theoperational area require exceptional andhighly detailed attention.

• 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.Normally each country provides for itsown logistic support, to includetransportation. However, whenconducting multinational operations,US forces may find their transportationarrangements furnished by the forcesof another nation. US forces may alsobe responsible for providing transportationfor the forces of another nation. In almostall cases, intertheater movement willrequire integration with alliedmovement organizations, internationalmilitary organizations, and/or coalitionpartners. Specific considerations includethe following:

•• Customs. Integration with HNcustoms officials is critical to a smoothand rapid flow of assets through the LOC.Planners should coordinate with HNcustoms and the US Embassy as early aspossible in order to ensure duty-free

I-10

Chapter I

JP 4-01.3

importation of DOD cargo and minimalinterruption or delay in the flow ofintertheater movements.

•• Inland Surface Lines ofCommunications. When operating in atheater, planners use available highways,railroads, and inland waterways to moveunits and resupply forward units. Thegeographic combatant commandermust integrate his or her operationwith that of the HN government. Inthe event that there is not an operatingHN government, the geographiccombatant commander is responsible forintegrating any operational requirementswith the requirements of the civilianpopulation.

•• Host-Nation Support (HNS).Frequently, US forces operate with forcesfrom other nations. Although eachcountry normally provides for its ownlogistic support, competing transportationand LOC demands will require closecoordination. For speed and economy,US forces often secure HNS agreementsfor facilities, transportation, and generallogistic support. The Department ofState (DOS) initially contacts andarranges for HNS. However, it maydelegate this authority to the geographiccombatant commander. The geographiccombatant commander identifiestransportation requirements and monitorstheir consideration during negotiations.

•• Support from Other Nations. Undercertain arrangements, the United Statesobtains logistic support, includingintertheater airlift support, fromnations other than the HN.

•• Support to Other Nations. TheUnited States has certain commitmentsto provide intertheater airlift supportand movement control to other nationsand international organizations, such

as the United Nations.

•• International Military Staffs. TheUnited States often benefits fromcoordination, scheduling, and movementcontrol contributions of allies and HNs,both for intertheater and intratheaterairlift.

• Support to News Media. To ensure themost complete possible news mediacoverage, commanders may be requiredto provide dedicated transportation. Inaddition to in-theater transportation, thismay include transporting media poolmembers into the AOR.

g. Joint Total Asset Visibility (JTAV).JTAV will provide users with timely andaccurate information on the location,

When resupplying forward units, the geographiccombatant commander must integrate anyoperational requirements with those of the HNpopulation.

I-11


movement, status, and identity of units,personnel, equipment, and materiel duringforce projection operations. JTAV is thefoundation upon which DOD-wide assetvisibility is based, requiring horizontalintegration of supply and transportationactivities and one-time data capture. Itincludes in-process, in-storage, and ITV ofassets. Total visibility results from integrationof requirements and information systems fromfour areas: requisition tracking, visibility ofassets in storage or in-process, visibility ofassets in-transit, and asset management withinthe theater.

h. ITV and Force Tracking. ITV is thecontinuous updating of the identity, status,location, and mode of transport of DOD cargo,passengers, and units during movement. It isan integral part of peacetime, contingency, andwartime operations. ITV is applicable tomilitary and commercial airlift, sealift, andland movements from origin to destination.ITV of assets moving through the DTS or in

support of DOD operations is a highly detailedprocess, and an essential element of DODwarfighting capability. While USTRANSCOMis the designated DOD proponent for thedevelopment of a comprehensive, integratedITV capability, it is not the sole owner of theprocess. This process consists of numerousparticipants, who follow designated businessprocedures in order to provide accurate,detailed information and full visibility forUSTRANSCOM and all supportingcombatant commanders. These playersinclude but are not limited to deploying units,node and port operators, commercialtransportation service providers, installations,and depots. ITV players provide informationto the GTN within ITV timeliness criteria,which is outlined by the Under Secretary ofDefense for Acquisition and Technology andspecified in JP 4-01, Joint Doctrine for theDefense Transportation System. GTN will inturn allow the supported combatantcommander to monitor and changedeployment priorities as needed.

I-12

Chapter I

JP 4-01.3

Intentionally Blank

CHAPTER IIINTERTHEATER MOVEMENT CONTROL

II-1

1. Purpose

This chapter explains deliberate and crisisaction planning and the role of intertheatermovement control. It describes the strategicmovement control responsibilities ofUSTRANSCOM and the theater responsibilitiesof the supported and supporting combatantcommands. It concludes by describing theconcept for integrating the intertheater andintratheater movement control systems.

2. Intertheater MovementControl Process

The intertheater movement control processcovers moves planned under both thedeliberate and crisis action planningprocesses.

a. Deliberate Planning Process.Movement control planning addresses themovement of forces through all four phasesof deployment, and is integrated intotransportation planning during the JOPESdeliberate planning process. The deliberateplanning process focuses on the time-phasingof movements and the assignment oftransportation resources to support initialdeployments for a set period, normally aboutthe first 90 days after deployment commences.During this process, transportation planningis conducted by the supported combatantcommand and USTRANSCOM to resolvefeasibility questions such as time-phasing andasset availability that impact intertheater andintratheater movement. Movement controlrequirements are identified and written as anintegrated part of the transportation plan thatis developed in Appendix 4, “Mobility and

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

Captain Sir Basil Liddell Hart

Transportation,” to Annex D, “Logistics”(JOPES Vol. I). Figure II-1 portrays thestrategic transportation methodology thedeliberate planning system uses in creatingtransportation-feasible OPLANs.

• Geographic combatant commandersdevelop a concept of operations foreach JSCP assigned task. The CJCS-approved concept of operation isexpanded into a complete OPLANduring the plan development phase ofdeliberate planning. Componentcommanders and supported combatantcommanders use the OPLAN to developtheir supporting plans. For thedevelopment of an OPLAN, thecombatant commander, Military Services,supporting commands and agencies, andother members of the joint planning andexecution community ensure that theplans are feasible and meet therequirements of the combatantcommander’s concept of operations.Appendix 4, Annex D of the appropriateOPLAN should contain the combatantcommander’s movement controlprocedures. CJCSM 3122 Series, JointOperation Planning and ExecutionSystem, specifies the policies, procedures,and formats to be used across thespectrum of deployment, employment,mobilization, sustainment, andredeployment activities associated withOPLAN development.

• The TPFDD is the JOPES databaseportion of an OPLAN. The TPFDD isa planning database that phases forcesinto operational area at the times and

II-2

Chapter II

JP 4-01.3

DEVELOPING TRANSPORTATION REQUIREMENTS

Identify theTotal MovementRequirements

WHAT

WHO

}Passengers

Square Feet/Cubic Feet/Measurement Tons

ShortTons

Barrels

Describe ThemIn Logistic

Terms

}Prioritize andTime-Phased

WHEN is it neededthere?

WHAT priority doesit have?

WHICH priorities aremost important tothe combatantcommander?

CREATE a time-phased prioritized list}

EstablishMovement

Criteria

Common-User Lift }

OperationPlan

Result

Comparing time-phased prioritiesto apportionedand/or allocatedassets forfeasibility

EQUALS

Transportation-FeasibleOperation Plan

Figure II-1. Developing Transportation Requirements

II-3


places required to support the conceptof operations. It also contains non-unit-related cargo and personnel data, as wellas movement data for the OPLAN. TheTPFDD also contains a listing of in-placeunits, units to be deployed, routing offorces, earliest and latest arrival dates,modes of transportation, and aerial portof embarkation (APOE) and aerial portof debarkation (APOD) designations.The TPFDD’s development andrefinement are critical to developingfeasible OPLANs and operation orders.

• USTRANSCOM uses the TPFDD toanalyze the flow of forces and cargo fromtheir points of origin to arrival in theater,and to distribute the apportionedstrategic transportation resources.During this process, USCINCTRANSfollows CJCS guidance and coordinatesall major decisions with the supportedcombatant commander.

b. Crisis Action Intertheater MovementControl. Crisis action intertheater movementcontrol follows the basic process of deliberateplanning. The fundamental difference is thereduced amount of time available toallocate resources, schedule movements,

and identify threats to transportation assets.Service components usually sendrepresentatives to the transportationcomponent command (TCC) forward-deployed crisis action cells to coordinate theirService transportation priorities. Earlyidentification of the force and its movementrequirements is key to rapid crisis actionmovement planning. USCINCTRANS andthe supported combatant commander mayexercise direct control of movementoperations from initial execution of a TPFDDuntil the situation stabilizes or the theatermatures. Commanders may also requirerepetitive validations of projected movementrequirements (both mode and destination). Inaddition, commanders must ascertaintransportation asset availability through anaccurate TPFDD in order to optimizeintertheater mobility resources and keep thechain of command appraised of deploymentprogress. Furthermore, the continualconstruction and validation of the TPFDDprovides vital information needed to supportcommand strategic theater future planning andfuture operations.

c. Peacetime Movement Control.Peacetime movement control andexecution procedures are the same as those

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 timewhen ships were worth their weight in gold. Soon the war moved on andsupplies were left behind, which are still being gathered up and sorted out tothis day [1953]. Two years after the Korean War started, I visited Pusan. Theyhad been working hard, and by that time they had sorted out probably 75percent of the supply tonnage there. Twenty-five percent of the tonnage onhand was not yet on stock record and locator cards; they did not know what itwas or where it was.

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

II-4

Chapter II

JP 4-01.3

used in wartime. Service components verifyair and surface movement requirements insupport of operations and contingenciesthrough the supporting combatantcommander to the supported combatantcommander, who then validates therequirement to USTRANSCOM forscheduling. USCINCTRANS and thesupported combatant commander monitor thesystem to ensure that it meets their priorities.

JP 3-17, Joint Doctrine and Joint Tactics,Techniques, and Procedures for Air MobilityOperations, JP 4-01.2, Joint Tactics,Techniques, and Procedures for SealiftSupport to Joint Operations, and JP 4-01.5Joint Tactics, Techniques, and Procedures forTransportation Terminal Operations, containinformation on routine sustainmentoperations.

• Organic convoy is an important modeof transport. CONUS convoymovements are the responsibility of therespective Services. They are not visibleto USTRANSCOM during peacetimemovement. However, during wartime,the TPFDD indicates the phasedmovement and thus provides somevisibility. Convoy movements arecoordinated with USTRANSCOMthrough MTMC to ensure correct arrivaltimes at the assigned ports.

• MTMC is the CONUS transportationmanager and provides worldwidecommon-use ocean terminal servicesand traffic management services todeploy, employ, sustain, and redeployUS forces on a global basis. MTMCconducts transportation engineering toensure deployability and feasibility ofpresent and future deployment assets.Additionally, MTMC is the seaportmanager under the single port manager(SPM) concept for all common-userseaports of embarkation (SPOEs) and/orseaports of debarkation (SPODs).

• Air Mobility Command (AMC) isresponsible for providing allintertheater airlift movements. Userssubmit requests for airlift through theirrespective Service or combatantcommand air clearance authority to theUSTRANSCOM mobility control center(MCC).

• Military Sealift Command (MSC) isresponsible for providing all strategicsealift movements. Users submitrequests for common-user sealift throughtheir Service to USTRANSCOM MCC.

3. Responsibilities ofUSTRANSCOM

a. USTRANSCOM is the transportationmanager for the Department of Defense,and is responsible for providing globaltransport in support of national securityobjectives. It uses the GTN and JOPES tomanage the movement of cargo andpassengers through the DTS.

b. Joint Mobility Control Group(JMCG). The JMCG is the focal point toorchestrate and optimize DTS operations. Itis compromised of C2 elements from theMCC, USTRANSCOM, and its threesubordinate TCCs (AMC, MSC, and MTMC)that are linked by real-time command, control,communications, and computer (C4) systems.The JMCG is organized to provide improvedcustomer support through teaming of theUSTRANSCOM customer service teams(CSTs) and the TCCs. The JMCG providesvisibility of movement requirements and C2of global mobility forces and other assets.

JP 4-01, Joint Doctrine for the DefenseTransportation System, contains moreinformation on the JMCG.

• Mobility Control Center. The MCC isthe nucleus of the JMCG. It is the singlefocal point for customers at the combatant

II-5


command, Service, and major shipperlevel, including the Office of theSecretary of Defense, Joint Staff, Armyand Air Force Exchange Service, and theDefense Logistics Agency. Allintertheater transportation requests arereceived, coordinated, processed, andmanaged through the appropriate CST.The MCC is connected with the TCCelements by an integrated C4 system.This C4 system provides the MCC withvisibility of all DTS movementrequirements. I t also providesinformation concerning the location,status, and capabilities of forcesworldwide. The MCC is comprised ofthree teams. The West Mobility Teamcoordinates all US Joint ForcesCommand (USJFCOM), US PacificCommand, US Southern Command, andUS Special Operations CommandTPFDD transportation requirements.The East Mobility Team coordinates allUS Central Command, US EuropeanCommand, US Strategic Command, andU S S p a c e C o m m a n d T P F D Dtransportation requirements. A thirdteam, which is the Non-TPFDD Team,coordinates special assignment airliftmission requests group movements and

channels special access and patientevacuations.

• AMC provides the air mobility forintertheater deployment, sustainment,redeployment, and special common-user missions, such as aeromedicalevacuation. AMC is also the singleaerial port manager and, wheredesignated, operator of common-userAPOEs and APODs. When intertheaterdeployments occur, Air Force organicairlift assets may be augmented by assetsfrom US commercial carriers eitherthrough contract or activation of the civilreserve air fleet (CRAF). Also, at theearliest practical point during large-scalesustainment operations, USTRANSCOM,the geographic combatant commander,and AMC should consider establishingan air express service to link theestablished CONUS commercial airtransportation infrastructure with thetheater.

JP 3-17, Joint Doctrine and Joint Tactics,Techniques, and Procedures for AirMobility Operations, contains moredetailed information concerning jointairlift support.

Organic convoy movements, while coordinated with USTRANSCOM, arethe responsibility of the respective Services.

II-6

Chapter II

JP 4-01.3

• MSC provides strategic common-usersealift across the range of militaryoperations. MSC acquires organic assetsfrom funding provided by theDepartment of the Navy. MSC may beaugmented from the Ready ReserveForce and, through charter agreements,with US and foreign flag commercialcarriers.

JP 4-01.2, Joint Tactics, Techniques, andProcedures for Sealift Support to JointOperations, contains more detailedinformation concerning joint sealiftoperations.

• MTMC is the CONUS transportationmanager and the SPM. MTMCprovides common-user ocean terminalservices and traffic managementservices to deploy, employ, sustain, andredeploy US forces on a global basis.CONUS transport is from the point oforigin to the SPOE or APOE. As theSPM, MTMC operates common-userCONUS ocean terminals and outsideCONUS SPODs. MTMC negotiates andadministers contracts for liner service andprovides cargo booking and/or clearanceservices for MSC-contract ships. MTMC

also manages acquisition of services andfacilities in support of seaport operations.MTMC will coordinate with thecombatant commander and otherappropriate agencies for port operatorsand port support activity (PSA) support.

JP 4-01.5, Joint Tactics, Techniques, andProcedures for Transportation TerminalOperations, contains more detailedinformation concerning joint terminaloperations.

4. Responsibilities of aSupporting CombatantCommander

Certain situations may require that acombatant commander support anothercombatant commander. Types of support mayinclude force deployment, en route basingactivities, and sustainment. Regardless of themission, the supporting combatantcommander should establish a movementcontrol system capable of interfacing withthat of USTRANSCOM and the supportedcombatant command. A JMC withsupporting component movement cells can beused to manage all moves and assurecompliance with the supported combatant

Troop movements may be augmented by US commercial carriersthrough contract or CRAF activation.

II-7


commander’s priorities. For deployments toanother theater, the supporting combatantcommander should establish POE activities.These activities may include arrival/departureairfield control groups (A/DACGs), PSAs orPort Operations Groups (POGs), andmovement control organizations.

5. 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 OPLANs.

See Appendix 4, “Mobility andTransportation,” to Annex D, “Logistics”(JOPES Vol. I).

b. The supported geographic combatantcommander establishes a theater movementcontrol organization with a communicationslink to the strategic movement system, andestablishes POD support activities. Theseinclude the A/DACG, PSA, or POG, as wellas movement control activities receiving andmanaging the onward movement of forces andequipment.

6. Intertheater and IntratheaterInterface

The integration of the intertheater andintratheater movement control systems is thejoint responsibility of USTRANSCOM andthe supported combatant command.USTRANSCOM normally establishesforward elements within the theater tocoordinate intertheater transportationinformation with the supported combatantcommander’s agencies.

a. Information Exchange. Intertheatermovement information exchange occursprimarily among USTRANSCOM, Serviceactivities, and supporting combatantcommanders. These commanders have theresponsibility for keeping the supported

MTMC not only operates common-user CONUS ocean terminals, butalso some SPODs in theaters.

II-8

Chapter II

JP 4-01.3

combatant 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 for strategic mobilityoperations into and out of the theater.

• Intratheater airlift is the Air Forcecomponent’s responsibility. If required,AMC can provide a variety of C2airlift augmentation packages fromwhich the supported combatantcommander can choose. The AMCtanker/airlift control center (TACC) taskspersonnel and equipment that form an AirMobility Division (AMD) including theAir Mobility Element (AME). The AMEis an extension of the AMC TACC anddeploys to the theater when required tofacilitate execution of all intertheater airmobility requirements, including airlift.OPCON of the AME resides with theTACC. The AME generally workswithin the Air Force componentcommander’s air operations center(AOC). If a JMC is established, thegeographic combatant commander mayalso request a senior director for airmobility forces in the JMC, or appointone from his or her own staff. Directconnectivity between the AME, the

JMC’s air mobility branch, the theaterAOC, and the TACC is essential.

• MTMC operates overseas oceanterminals based on agreementsnegotiated with USTRANSCOM, thegeographic combatant commander,and the HN. MTMC terminalcommanders have access to MTMC’sinformation network. Terminal transferbattalions augment MTMC at the ports,and are responsible for discharging andloading ships in the ports. Thesebattalions are often supported oraugmented by a PSA and contractedlongshoremen. Army componenttransportation units also provide C2 ofoperating units responsible for inlandtransportation services. The size andnumber of the designated SPODs and thecombatant commander’s deploymentflow requirement will normallydetermine the terminal unit forcestructure.

• MSC usually establishes MilitarySealift Command Offices (MSCOs) attheater port facilities, as directed byUSCINCTRANS. Each MSCO isresponsible for coordinating the arrival,loading and 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, and describesthe capabilities of each Service component. Italso describes the issues that the combatantcommander must consider as the theaterexpands and movement from PODs integratewith movements to sustain operations. Itpresents a suggested movement control stafforganization, and identifies theater movementcontrol procedures available to geographiccombatant commanders. The nature of thetheater, composition of the force, andagreements with the HN are all importantfactors in determining the procedures to beused for movement control operations.

2. Responsibilities of the JointMovement Center

Although the responsibilities of the JMCmay vary depending on circumstances, theJMC will normally:

a. Interface with JOPES to monitor andeffect changes to the deployment of forces,equipment, and supplies.

b. Analyze user capabilities to ship, receive,handle cargo and passengers, and recommendsolutions to shortfalls.

c. Advise the logistics directorate of a jointstaff (J-4) on transportation matters that wouldadversely affect combat contingencyoperations.

d. Serve as the liaison with the HN(s) andcoalition partners for transportation issues.

“Aptitude for war is aptitude for movement.”

Napoleon I

e. Disseminate information concerning HNtransportation systems, facilities, equipment,and personnel.

f. Coordinate NEO movement support.

See Appendix A, “Joint Movement CenterOrganization and Functions,” for moreinformation.

3. Theater Movement ControlOrganization

The geographic combatant commander hasa wide range of movement control optionsavailable. Subordinate JFC and Servicecomponents may be directed to carry out theirown movement control. The combatantcommander may establish a theater JTB or aJMC, or both. However, to ensure a fullyintegrated and responsive transportationsystem, the combatant commander shouldconsider assigning responsibility for theatertransportation movement control to a singlejoint office, the JMC. The JMC must beequipped with sufficient communication andautomation capabilities to ensure adequateinterface between intertheater and intratheatertransportation systems and the combatantcommander’s staff. This organization mustbe skilled in coordinating and directing theatertransportation operations in support of unitmovements and logistic resupply operations.The combatant commander’s logistics staffnormally forms the nucleus of a movementcontrol organization, but a properly executedtheater movement control mission requires anadditional predesignated, fully-trained jointorganization. Ideally, such an organizationwould be identified as a force deployment

III-2

Chapter III

JP 4-01.3

option in an OPLAN and be established earlyin the theater to coordinate arrival, theaterexpansion, and operations movementplanning 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 HN) to support the concept ofoperations. The JMC should also be thecombatant commander’s single coordinatorwith USTRANSCOM for intertheatermovements. In addition, the JMC overseesthe execution of theater transportationpriorities. The JMC should be responsible forplanning movement operations andmonitoring the overall performance of thetheater transportation system. The JMCconducts cyclic reviews of transportationapportionment decisions and acts onemergency transportation requests. Whenthere is no theater JTB, the JMC is theprimary advisor to the geographic combatantcommander in the transportationapportionment process. The JMC identifiesthe shortfalls between forecastedrequirements and current capabilities of allmodes. The JMC expedites action andcoordination for immediate movementrequirements to ensure effective and efficientuse of transportation resources.

• Organization. The JMC is functionallyorganized and designed with a peacetimenucleus. It expands in proportion to thesize of the force and the desires of thegeographic combatant commander. Afully developed JMC should have anadministrative section and two divisions,including a plans and programs divisionand an operations division. (SeeAppendix A, “Joint Movement CenterOrganization and Functions.”) Advisorymembers from functional areas impactingmovement planning and execution

augment the JMC as needed. Figure III-1 shows a suggested organization.

• Manning. The geographic combatantcommander first uses his or her own staffand Service component staff personnelresources to form the nucleus of a JMC.The commander should consider taskingcontracting experts to coordinate with HNauthorities for use of available civiltransportation and facilities. Whenexpanding a JMC, the geographiccombatant commander must consider thestructure of the dominant US force aswell as the component-unique movementcontrol requirements of that force. Thecombatant commander may also draw onreserve personnel to augment the JMC.Reserve augmentation personnel shouldparticipate in exercises to ensure that theyare familiar with the procedures of a jointforce headquarters. Geographiccombatant commanders should ensurethat Reserve augmentation forces areproperly sequenced on the TPFDD toensure timely arrival. Finally, thegeographic combatant commander maycoordinate with the USJFCOM andUSCINCTRANS on the creation of a JMCforce deployment option package thatcan be easily inserted into an OPLAN. Ifthe geographic combatant commanderestablishes this JMC augmentationpackage, designated personnel must beprovided with the opportunity to trainwith the respective staffs to which theyare assigned.

b. Combatant Command JTB. Becausetransportation is a critical asset in any militaryoperation, combatant commanders need theability to rapidly allocate available resources.Each command should establish proceduresduring peacetime to immediately react to anemergency or wartime scenario. Therefore,combatant commanders should establish acommand JTB to address transportation

III-3


issues within their respective commands. Thisaction should be initiated as close to thebeginning of a deployment as possible in orderto preclude confusion and backlogs. Thecombatant commander determines whoshould chair the JTB; normally this would bethe J-4.

See Appendix B, “Suggested Charter for theTheater Joint Transportation Board,” foradditional information.

4. Theater Movement ControlSystem

The JMC must plan, apportion, allocate,coordinate, and deconflict transportation, aswell as establish and operate an ITV systemto assist in tracking theater movements. Therequirements for a theater movement controlsystem are shown in Figure III-2.

a. Planning. The JMC serves as theprimary advisor through the J-4 to thecombatant commander on all matterspertaining to the theater transportationsupport structure. The JMC develops theplans necessary to quickly establish a viablemovement network in both well-developedand under-developed theaters. The JMCdevelops the theater movement plan thatsupports the combatant commander’spriorities and concept of operation. The JMCdevelops this plan while considering theatercargo throughput capabilities (including in-depth analysis of airfields, seaports, and landtransportation routes), the TPFDD,apportionment and allocation of transportationresources, and resource protectionrequirements. The plan must meshintertheater movements with reception,

Figure III-1. Suggested Joint Movement Center Organization

SUGGESTED JOINT MOVEMENTCENTER ORGANIZATION

AirliftMovements

Branch

Inland SurfaceMovements

Branch

SealiftMovements

Branch

OperationsDivision

Chief JointMovement

Center

AdministrativeSecretary

Liaison

Host Nation

Combatant orSubordinateJoint ForceCommander

LogisticsDirectorate

Plans andProgramsDivision

III-4

Chapter III

JP 4-01.3

staging, onward movement, and integrationoperations. Although the plan excludes bulkfuel and water moving by pipeline, it mustincorporate movement of these commoditiesby any other mode of transportation.Balancing resources is critical to maintaininga flexible system. To provide an uninterruptedflow of supplies and units, the system’sreception capability must match itsintertheater movement capability. Likewise,the system’s onward movement capabilitymust match its reception capability.Apportioning resources is, therefore, a keyelement of the plan. The plan includestransportation apportionments developed in

consultation with the componentcommanders.

b. Apportioning. Theater-leveltransportation apportionments, usuallyexpressed in percentages and developed incycles, support the combatant commander’sc a m p a i g n a n d o p e r a t i o n p l a n s .Transportation apportionment decisionsmade by the geographic combatantcommander must consider the joint forcemission, resources available, threat, andgeography of the AOR. The components usethe transportation apportionment decision fortransportation allocation and employment.

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

REQUIREMENTS OF A THEATER MOVEMENTCONTROL SYSTEM

PLANNING

APPORTIONING

ALLOCATING

COORDINATING

DECONFLICTINGREQUIREMENTS

FORCETRACKING

III-5


c. Allocating. Allocation is the assignmentof specific transportation resources againstspecific movement missions. If a JMC is notestablished, the geographic combatantcommander usual ly de legates thetransportation allocation process to theService components. Components normallyexpress transportation allocations as sortiesby type of aircraft, gross tonnage, number ofvehicles, or other appropriate terms. If a JMCis established, the Service components workwith the JMC to optimize daily movementsbased on projected daily transportationresources 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. TheJMC also coordinates the accomplishment ofunfulfilled 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

movements that employ common-user assetsand main supply routes.

JP 3-10, Doctrine for Joint Rear AreaOperations, defines the mission of the JRAC.

e. Deconflicting Requirements. The JMCdeconflicts theater transportationrequirements. Deconflicting requirementsinvolves establishing and managing thetransportation request process. It includesvalidating requests and tasking appropriatetransportation assets as described inparagraph 4 below. If the JMC cannotdeconflict a transportation requirement, itforwards it to the JTB for resolution.

f. Force Tracking. The JMC provides thegeographic combatant commander the abilityto locate units that are using common-usertransportation within the theater. Timely,accurate, and complete transmission of ITVdata from theater field activities to the GTN iscritical to successful movement controloperations. Geographic combatant commandersare responsible for theater ITV planning andfurther ensuring that theater movement datais captured and disseminated. With timely,accurate, and complete ITV data, the JMC canmonitor the ITV of inland surface movement

The joint movement center documents movements through PODs, thusproviding the geographic combatant commander with the ability to locate unitsthat are using common-user transport.

III-6

Chapter III

JP 4-01.3

of forces, and provide vital information to thegeographic combatant commander as it isneeded.

5. Component MovementCapabilities and Organization

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 centralizedcontrol and decentralized execution. Thefollowing paragraphs describe thetransportation and movement controlcapabilities of each joint force component.

a. Army Component. The Armycomponent usually provides common-userland and inland waterway transport. It alsoconducts water terminal operations and, whennecessary, logistics over-the-shore (LOTS)operations. It provides common-user landtransport through a movement control agency(MCA), movement control battalion (MCB),and division transportation office (DTO).

Field Manual 4-01.30 (55-10), MovementControl, contains additional information onArmy movement control.

• Movement Control Agency. The Armyfields an MCA to support echelonsabove corps. The MCA positionsmovement control elements throughoutthe theater. These elements providemovement control through movementregulating teams for such operations asLOTS and commercial carrier support.The MCA coordinates and monitors allshipments in the theater to the finaldestination, and selects and controlstheater main supply routes.

•• Contract Supervision Teams. TheArmy component negotiates and awardscontracts to commercial carriers within

an HN. To manage this function, theArmy places contract supervision teamsin the theater.

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

• Movement Control Battalion. The Armycomponent will normally assign an MCBto manage movements andtransportation assets within a corps areaof operations. It positions movementcontrol elements throughout the corpsarea of operations.

• Division Transportation Office. EachArmy division has an organic DTO. TheDTO is responsible for movement controlwithin the division.

• LOTS Operations. LOTS provides thegeographic combatant commander witha limited seaport or over-the-shorecapability where port facilities aredamaged or insufficient for arrivingsealift. The Army uses truck, helicopter,rail, watercraft, terminal service, and cargotransfer units to perform this mission. TheNavy and/or Marine components canoperate in concert with Army units in jointlogistics over-the-shore (JLOTS)operations.

For more information on JLOTSoperations, see JP 4-01.6, Joint Tactics,Techniques, and Procedures for JointLogistics Over-the-Shore (JLOTS).

b. Air Force Component. The Air Forcecomponent provides intratheater common-user airlift. The geographic combatantcommander exercises combatant command(command authority) over all theater-assignedairlift forces through the Air Force ComponentCommander (AFCC), who exercises OPCON

III-7


through the component airlift staff.USCINCTRANS exercises combatantcommand (command authority) of assignedairlift forces. The Commander, AMC, exercisesOPCON of USTRANSCOM assigned airliftassets through the Commander, TACC.OPCON of attached augmentation airlift forcesshould be accomplished under the commandauthority guidelines provided in JP 0-2,Unified Action Armed Forces (UNAAF). TheDirector of Logistics formulates andimplements policies and guidance to ensureeffective logistic support to all United StatesAir Forces.

• Director of Mobility Forces(DIRMOBFOR). The CJTF or theCommander, Air Force Forces(COMAFFOR) and/or joint force aircomponent commander (JFACC) shouldappoint a DIRMOBFOR to function ascoordinating authority for air mobilitiywith all commands and agencies, bothinternal and external to the JTF. TheDIRMOBFOR is normally a senior officerwho is familiar with the AOR or jointoperations area (JOA) and possesses anextensive background in air mobilityoperations. When established, theDIRMOBFOR serves as the designatedagent for all air mobility issues in the AORor JOA, and for other duties as directed.The DIRMOBFOR exercisescoordinating authority between the AOC(or appropriate theater C2 node), theTACC, the air mobility operations controlcenter (when established and whensupporting subordinate commandobjectives), and the JMC, in order toexpedite the resolution of air mobilityissues. At the discretion of the CJTF orthe COMAFFOR and/or JFACC, theDIRMOBFOR may be sourced from thetheater's organizations orUSTRANSCOM. Additionally, theDIRMOBFOR, when designated, willensure the effective integration ofintertheater and intratheater air mobility

operations on behalf of the COMAFFORand/or JFACC. Operationally, theDIRMOBFOR normally works directly forthe COMAFFOR and/or JFACC whileremaining under the administrativecontrol of COMAFFOR or the theaterAFCC. The DIRMOBFOR providesdirection to the AMD, but must beresponsive to the AOC director.

• The DIRMOBFOR also has distinctresponsibilities in relation to JFC staffs.Air mobility requirements do notoriginate in the AOC. They originate atthe component level and are validatedby either the JMC (when established) orby the combatant commander's J-3 incoordination with J-4. This may varyslightly in different theaters. In UnitedStates Central Command, for example, theintratheater lift requirements originate inJ-4, while the intertheater requirementsoriginate in J-3. Consequently, anessential role for the DIRMOBFOR is toserve as the principal interface betweenthe AOC and the theater's J-4 and theJMC to ensure appropriate prioritizationof air mobility tasks while balancingrequirements and air mobility capability.Specific duties of the DIRMOBFORinclude the following:

•• Direct the tasking of air mobility forcesattached or assgned to the JFC.

•• Direct the tasking of air mobility forcesattached or assigned to the JFC.

•• Coordinate with the AOC director toenusre that all air mobility operationssupporting the JFC are fully integratedinto the air assessment, planning, andexecution process, and deconflicted withall other air operations.

•• Coordinate with AMC TACC, throughthe air mobility element (AME), allintertheater air mobility missions to

III-8

Chapter III

JP 4-01.3

ensure the most effective use of theseresources in accomplishing the JFC,theater, and USTRANSCOM missions.

•• Assist in the integration andcoordination of the multinational airmobility plan. This assistance could comein the form of deconfliction of airfieldmaximum (aircraft) on the ground (MOG)restrictions and coordination with theAMC TACC on US intertheater airflowwith multinational air movement.

DIRMOBFOR responsibilities arefurther detailed in JP 3-17, JointDoctrine and Joint Tactics, Techniques,and Procedures for Air MobilityOperations.

• Air Mobility Element. The AMEdeploys to the theater as an extension ofthe AMC TACC. The AME is requestedwhen a DIRMOBFOR is established andUSTRANSCOM-assigned air mobilityaircraft are employed in support of acontingency. It becomes an element ofthe AMD. The DIRMOBFOR isresponsible for integrating the expertiseof the theater air mobility planners withthe expertise of the AME, to fulfill theCOMAFFOR’s or JFACC’s guidance tomeet the JFC’s objectives. The AMEprovides air mobility integration andcoordination of USTRANSCOM-assigned air mobility forces. The AMEreceives direction from the DIRMOBFORand is the primary team for providingcoordination with the TACC. Directdelivery strategic air mobility missions, ifrequired, will be coordinated through theAMD and tasked by the AMC TACC.The TACC commander maintainsoperational control of direct deliverymissions during execution. The AMEensures the integration of strategic airmobility missions with theater airoperations planning.

c. Navy Component. The Navy component,through MSC, provides common-user sealiftto the theater. The Navy component, inconcert with Army units, can provide thecombatant commander with over-the-shoredischarge and transfer capabilities, where portfacilities are inadequate or unavailable. TheNavy cargo handling and port group and Navycargo handling battalions (which are reserveunits comprising 92% of total Navy cargohandling capability) conduct limited common-user port operations. The Navy componentperforms its movement control operationsthrough the Navy component command(NCC), naval advanced logistic support site(ALSS), naval forward logistic site (FLS), or adesignated representative. The ALSS and FLSprovide logistic support, to include movementmanagement, to theater naval forces duringcontingency 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. During amajor theater deployment, the Marineexpeditionary force (MEF) commander willactivate a force movement control center(FMCC), a logistic and movement controlcenter (LMCC) and a flight ferry control center(FFCC) to coordinate all strategic, operational,and tactical lift requirements for land and airforces. The FMCC is normally staffed bymembers of the MEF component logistics staffofficer [G-4] Strategic Mobility Office and willcoordinate FFCC operations for air forces andLMCC operations for land forces. The FMCCwill coordinate all strategic lift to move theforces from the aerial and surface POEs to theaerial and surface PODs and will facilitateLMCC representation at the theater JMC.

• The FFCC functions as the agencyresponsible for ferrying operational andsupport aircraft from unit areas to thetheater of operations. The LMCCfunctions as the agency responsible for

III-9


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 logistic support it receives. Logistics is the science ofplanning and carrying out the movement and maintenance of forces. In its mostcomprehensive 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, whendeployed for major operations, the Services become more interdependent.Strategic land, sea and airlifts are examples of this. Commanders-in-chief, intheir operations plans, often designate a Service to provide a common logisticsfunction for the entire theater as per a specified period of time after deployment.For Operation DESERT SHIELD, in some cases, common item supportresponsibilities exceeded the providing Service’s capabilities. After the first60 days, for example, the other Services and host-nation support [HNS] helpedthe Army provide supply class I (subsistence), and class III (petroleum, oils andlubricants). In fact, Saudi HNS provided a large share of subsistence,averaging 250,000 meals a day and an estimated two million gallons ofpotable water a day.

Because of the size of the Coalition response to the Saudi request for assistance,theater support could not simply be integrated into the existing infrastructure.Distribution systems were developed, storage depots and repair facilities built,and supply communications established. Logisticians ensured that complexsupport systems worked efficiently in a remote theater’s very demandingenvironmental conditions, where the well-developed coastal infrastructurebecomes a rudimentary road system inland. Operations DESERT SHIELD andDESERT STORM logisticians succeeded despite the lack of complete informationresulting from rapidly changing and often uncertain situations. Finally, verycomplex force structures magnified logistics challenges.

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 War,DOD Final Report to Congress, April 1992

III-10

Chapter III

JP 4-01.3

executing MEF surface movement controlpriorities from unit areas to the aerial andsurface POEs and from the aerial andsurface PODs to the unit tactical assemblyareas. Further, the LMCC will continue tocontrol all MEF requirements forintratheater lift, lift support, andmovement control (based on the MEFcommanders’ priorities of movement)through all operational phases and theeventual redeployment of forces. TheMarine Logistics Command, whendesignated, will facilitate movementsupport for the MEF throughout theestablished communications zone (rear).

• Each element of the MEF Marine air-ground task force (MAGTF) will activatea unit movement control center (UMCC)to manage organic lift requirements andwill funnel external requirements to theLMCC for sourcing. Further, each UMCCwill execute zonal movement controlunder the direction of the LMCC.

• For smaller scale operations, eachMAGTF will activate a UMCC tocoordinate and control movements andmovement support.

e. The Special Operations Forces (SOF)Component System. The special operations(SO) component J-4 on the staff of the SOFcommander normally directs the coordinationof common-user lift requirements. The SO J-4establishes a system to validate common-userlift requests from SOF units. The nature of thesystem depends on the composition and missionof the assigned forces. The SO J-4 alsoestablishes communication links with the JMCand the joint air operations center (JAOC). Thespecial operations liaison element (SOLE) isnormally located at the JAOC (or AOC) andassists in coordinating SOF requirements.Although the SOLE works for the SOFcommander, it can assist and expedite requestsfor common-user lift support to SOF units.

6. Transportation RequestProcess

The JMC establishes the location, identity,and communications facilities of nodes in thetransportation system. It also promulgatestasking procedures, cycles, and deadlines.The routine request process for all modes oftransportation flows through Servicecomponent logistic channels, and thecomponents validate each request. If a requestrequires an exception to policy or establishedprocedures, or if it calls for a majortransportation operation, the components willforward it to the JMC for validation.

a. Validation

• Validation includes verification of therequirement, review of the threat levelsor threat assessments (see JP 3-10,Doctrine for Joint Rear AreaOperations), and determination ofavailable and feasible modes ofmovement. The validating authoritybalances competing transportationrequirements and the combatantcommander’s transportation priorities.

• Normally there is a validating movementcontrol authority within each componentand at each level of command. Aftervalidation, the authority tries to fill therequest with assigned assets. Forrequirements beyond the authority’scapability, the validated request is sentto the next higher level for action. Toexpedite transportation movementrequests, validating authorities shouldhave access to dedicated communicationfacilities. In any event, the geographiccombatant commander should providefor the validation of emergency androutine requests.

b. Land, Sealift, and Inland WaterwayTransportation Requests. The geographiccombatant commander usually delegates

III-11


execution of this portion of the movement planto the Army component commander. However,specific responsibilities may vary in theaterswhere both Army and Marine Corps forcesexist in large numbers. For example, it is normalto delegate the responsibility for coordinatingmain supply route traffic to the componentthat is the primary user of the route.

• The Army component establishestransportation movement. MCBs and/or movement control teams (MCTs)assume control of movement regions, andmanage all surface and inland waterwaytransportation within their respectiveareas of operations. The number of MCBand MCTs varies, depending on thevolume and complexity of movementswithin a given area. The physical size ofa region depends on its critical areas andgeographic boundaries. MCB and MCTsact on requests received from regionalusers. They task rail, water, or motortransport elements. They also adviseusers on transportation matters and serveas an interface with local HN operators.

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

Surface movement is often most efficiently accomplished by rail.

c. Airlift Request Process. When organicor supporting land or sea transportation isinappropriate or not available, the Servicecomponent validating authority may submit arequest for airlift to the JMC. The JMCvalidates component requests and sends themto the AOC or JAOC. The JMC sends therequests using standard message formatthrough the Joint Interoperability of TacticalCommand and Control Systems.

See MIL-STD 6040 for “US Message TextFormatting.” Procedures for registering andvalidating requirements in the JOPES arespelled out in CJCSM 3122.02, Crisis ActionTime-Phased Force and Deployment DataDevelopment and Deployment Execution.Service validations and movementprocedures will be in accordance with DODRegulation 4500.9, Defense TransportationRegulation, Parts I and II.

7. Other Theater MovementControl Considerations

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

III-12

Chapter III

JP 4-01.3

Figure III-3. Other Theater MovementControl Considerations

OTHER THEATERMOVEMENT CONTROL

CONSIDERATIONS

Patient Movement System

Retrograde Movements

Evacuation ofEnemy Prisoners of War

Noncombatant EvacuationOperations

Component Liaisons

a. Patient Movement System. Medicalelements, such as the theater patientmovements requirements center (TPMRC),may collocate with or have direct access tomovement control organizations. The medicalelement ensures that movement controlauthorities consider all modes of transport forevacuating sick, injured, and woundedpersonnel. They send requests for CONUSpatient evacuation to the Global PatientMovements Requirements Center (GPMRC).The GPMRC coordinates withUSTRANSCOM for patient transfers tospecific CONUS hospitals through the JMCor the senior theater movement controlorganization designated by the combatantcommander.

JP 4-02, Doctrine for Health Service Supportin Joint Operations, and JP 4-02.2, JointTactics, Techniques, and Procedures for

Patient Movement in Joint Operations,contain additional information on theTPMRC and GPMRC.

b. Retrograde Movements. Planners mustunderstand that the retrograde of cargo iscrucial to the overall sustainment effort. Thelean logistic concept requires special emphasison returning repairable parts for depot orcontractor repair. Retrograde also contributesto the maximum use of carrying capacity. Allretrograde cargo requiring movement toCONUS and certain overseas destinationsrequires inspection by the military quarantineinspection authority before release.

c. Evacuation of Enemy Prisoners of War.The geographic combatant commandershould consider evacuation of EPWs duringretrograde operations. Movement controlpersonnel must be aware of the importance ofswift evacuation of captured enemy troops.They should also give ample considerationto EPW evacuation during the validation phaseof the transportation request process.

d. Noncombatant Evacuation Operations.NEOs are generally conducted to assist theDOS in evacuating selected personnel to anappropriate safe haven. These personnelinclude noncombatants, nonessential militarypersonnel, selected HN citizens, and thirdcountry nationals. Once the DOS hasrequested military assistance, the Secretaryof Defense, through the Chairman of the JointChiefs of Staff, will direct the geographiccombatant commander to plan and conductNEO to assist the DOS. NEO usually involvesthe swift insertion of a force and a planned,rapid withdrawal upon completion of themission. Movement control personnel mustdetermine available modes of transportation,identify primary and alternate routes andcheckpoints, and consider and identifyintermediate staging bases.

III-13


JP 3-07.5, Joint Tactics, Techniques, andProcedures for Noncombatant EvacuationsOperations, contains additional informationon NEO.

e. Component Liaisons. Componentcommanders may assign liaison officers(LNOs) to key transportation nodes operatedby another component or the HN. These LNOs

ensure satisfaction of component logisticrequirements. The LNO’s key task is tomonitor and, if necessary, prioritize the actualflow of the component’s forces and materielthrough the node. The LNO also locates andand expedites the shipment of componentcritical items.

III-14

Chapter III

JP 4-01.3

Intentionally Blank

APPENDIX AJOINT MOVEMENT CENTER ORGANIZATION

AND FUNCTIONS

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 landmovement branches. The JMC staff elementsshould develop a system of reports to assistin managing the theater transportationprogram. The following are the suggestedduties of each JMC element.

1. Administrative Section

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

b. Coordinates communicat ionrequirements, including dedicated lines asrequired.

2. Plans and Programs Division

a. Develops, coordinates, publishes, anddistributes the movement plan that apportionsthe available theater common-usertransportation assets according to thegeographic combatant commander’spriorities.

b. Recommends joint transportation policyand procedures for the request and use ofcommon-user transportation resources.

c. Provides validated transportationsupport requirements, including requests andmaterials handling or container handlingequipment, to supporting combatantcommands and HN agencies.

d. Analyzes requirements, capabilities,shortfalls, alternatives, and enhancements tothe theater transportation system. Developsoptions and recommends solutions.

e. Develops standards and procedures forthe collection and presentation of statisticaldata necessary to perform movement control,including forecasts of long-term movementrequirements and an ITV system to captureand disseminate theater movement data.

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

g. Coordinates policies and procedureswith other military forces, in-country USgovernment agencies, and HN or indigenousauthorities concerned with the evacuation ofrefugees and civilians.

h. Receives, evaluates, and maintainstransportation intelligence.

3. Operations Division

This division oversees the daily operationsof the JMC. It evaluates movementperformance to assure adherence to thegeographic combatant commander’spriorities. The following are the threeOperations Division branches.

a. Airlift Movement Branch

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

A-2

Appendix A

JP 4-01.3

• Monitors intratheater airlift requirementsand capabilities.

• Monitors the operation of aerial ports andother airfields to determine capabilitiesand limitations.

• 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 database by thesupported combatant commander.

• Coordinates aeromedical evacuationmissions.

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

• Monitors effective control or negotiationand awards of tenders to airliftcommercial carriers.

• Notifies the Chief, Operations Division,when forecasted airlift requirementsexceed the airlift capability.

b. Sealift Movement Branch

• Monitors the sea deployment of forcesand materiel by sealift. Effects changesto the sealift movement requirements andpriorities contained in the JOPESdatabase. Ensures that the actual timethe unit line number arrives at the SPODis entered into the JOPES database.

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

• Coordinates with MTMC and MSCrepresentatives and the appropriate port

commanders for all seaport and JLOTSsite operations, and assesses each waterterminal’s or LOTS and/or JLOTS site’slimitations and capabilities.

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

• Monitors joint container control activitieswithin ports.

• Arbitrates conflicting sealift requirementsthat cannot be resolved at lower levels inthe movement control system.

• Maintains data on the entire sealiftoriented transportation infrastructure.

• Monitors effective control or negotiationand awards of tenders to sealiftcommercial carriers.

• Notifies the Chief, Operations Division,when forecasted sealift requirementsexceed the sealift capability.

c. Land Transportation Branch

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

• Monitors the movement of forces usingrail, highway, or inland waterway assets.

• Monitors port clearance, rail, highway,and inland waterway activities.Coordinates with sealift movementbranch on special case LOTS and/orJLOTS operations movement support.

• Maintains and disseminates informationon military and HN surface transportationnetwork. This information includes dataon obstructions, detours, capacities,critical choke points, surface conditions,

A-3

Joint Movement Center Organization and Functions

and enemy activities affecting highway,inland waterway, and rail nets.

• Develops short- and long-rangetransportation plans pertaining to repairpriorities of the surface transportationnetwork. Coordination with HNactivities and the senior engineerassigned to the geographic combatantcommander’s or subordinate JFC’s staffis essential.

• Monitors effective control or negotiationsand awards of tenders to surfacecommercial carriers.

• Notifies the Chief, Operations Division,when forecasted land transportationrequirements exceed the land capabilities.

• Monitors inland container managementprogram.

• Monitors effectiveness of negotiation andaward of tenders to commercial carriers.

• Develops policy and procedures oftheater commercial surface transportation.

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

• Validates and/or coordinates requests forHN inland surface movement support.

A-4

Appendix A

JP 4-01.3

Intentionally Blank

APPENDIX BSUGGESTED CHARTER FOR THE THEATER JOINT

TRANSPORTATION BOARD

B-1

1. Mission

The combatant commander may convenethe JTB during wartime or contingencies. TheJTB will ensure that combatant commandcommon-user transportation resourcesassigned or available are apportioned toachieve the maximum benefit in meetingobjectives.

2. Responsibility

The command JTB represents thecombatant commander in the performance offunctions listed in paragraph five. Thechairman of the JTB has decision authority inthese areas, except when a matter cannot beresolved within the JTB. In such instances,the matter is referred to the combatantcommander for decision.

3. Membership

The command JTB normally is composedof the following:

a. Chairman. Normally the combatantcommand Director for Logistics.

b. Principal Members

• Combatant command Deputy Director,Operations Directorate.

• Combatant command Deputy Director,Plans and Policy.

• US Army component representative.

• US Navy component representative.

• US Mar ine Corps componen trepresentative.

• US Air Force component representative.

• Specia l Operat ions componentrepresentative.

• Other members as directed by thecombatant commander.

c. Non-Voting Member. USTRANSCOMLNO to the combatant command.

d. JTB Secretariat. Normally a staffofficer from the J-4.

4. Management Concept of aCommand JTB

When convened, the command JTB acts forthe combatant commander by communicatingguidance to the combatant command staff andcomponent commands and/or subunifiedcommands. Guidance includes theestablishment of priorities and allocations forthe use of airlift, sealift, and landtransportation capability. The chairman of thecommand JTB will notify the combatantcommander when movement requirementsexceed capabilities. The JTB will then presenta recommendation to either reprioritize andapportion or to request additional assets toaccomplish the assigned missions.

5. Functions

The JTB will perform the following tasks:

a. Monitor transportation requirements andcapabilities through JOPES and throughcoordination with USCINCTRANS andcomponent commands and/or subunifiedcommands.

b. Adjudicate competing lift requirements.

B-2

Appendix B

JP 4-01.3

c. Recommend to the combatantcommander courses of action (COAs) toresolve transportation movement problemsidentified by the JMC (if established).

d. Closely monitor the projectedoperational activities of the combatantcommand to anticipate developing problemsor future resource requirements.

e. As needed, provide an interface amongthe supported combatant command,USCINCTRANS, other supporting combatantcommands, and Service components onmatters concerning transportation.

6. Procedures

The JTB will follow the procedures below:

a. As directed by the JTB chairman, meetin open or general sessions. These sessionsmay be followed by closed or executivesessions.

b. Establish standing operating procedures,including those required for relocation to analternate command post.

c. Receive administrative support from theJ-4 and the logistics readiness center.

d. Refer matters that cannot be resolvedwithin the command JTB to the combatantcommander.

e. Invite, at its discretion, suchrepresentatives as may be required to attendmeetings of the command JTB.

f. Honor, if appropriate, the request of otheroffices to attend the command JTB meetings.

7. Functions of the JTBSecretariat

The JTB Secretariat will be responsible forthe following:

a. Provide continuity for the commandJTB.

b. Attend all meetings of the commandJTB.

c. Evaluate proposed COAs for thecommand JTB and make appropriaterecommendations.

d. Monitor transportation and strategicmovement requirements and capabilities.

e. Issue the decisions of the command JTB.

f. Respond to the requirements of thecommand JTB.

g. Provide a record of proceedings of eachcommand JTB meeting.

APPENDIX CMOVEMENT PLAN (SAMPLE)

C-1

APPENDIX 4 TO ANNEX D USCINCEUR OPLAN 4999-97 ( )

MOBILITY AND TRANSPORTATION ( )

( ) REFERENCES: Cite documents containing information necessary for background,completeness, and understanding of this appendix.

1. ( ) Concept of Mobility and Transportation Operations. Outline the concept of mobilityand transportation operations.

a. ( ) Transportation Policies. State currently applicable key transportation policies orreference documents, by paragraph or other identifier, in which policies may be found.

b. ( ) Concept of Deployment. Establish the general concept of all major forces andaccompanying supplies to be used in the plan compatible with the OPLAN. Indicate availabilityof organic transportation capability and the need for airlift or sealift augmentation. Includespecial guidance for transportation operations that normally would not be encountered, suchas the need for JLOTS operations, assault by airdrop troops and equipment, or the need forbuilding or improving assault landing fields or support facilities. Also include the use ofmaritime pre-positioning ships after discharge of cargo and prior to release of the ships to thecommon-user pool as theater shipping resources.

c. ( ) Movement Support. Establish the general concept for movement of augmentationpersonnel, equipment, critical supplies, malpositioned assets, retrograde material, and resupply.Include special consideration for petroleum, oils, lubricants, ammunition, SOF, medical andnoncombatant evacuation, civil relief supplies, news media products, and medicaltransportation (including patients returned to duty) in that concept (refer to Annex Q, “MedicalServices,” CJCSM 3122.03, Joint Operation Planning and Execution System, Volume II,Planning Formats and Guidance). Also consider and include appropriate references to uniquetransportation support discussed in other sections of this plan. State the desired mode ofshipment (air or surface) for both the intertheater and intratheater LOCs. Identify the anticipatedsource; i.e. organic, AMC, MSC, HNS transportation assets, or augmentation. Apply thesegeneral concepts to support the ground, air, and naval forces included in the plan and stateand provide for difference, as required. Give special attention to maximizing sealift movementsvia container, since container ships are more readily available than other ship types, andcontainerization reduces the time needed to close forces.

d. ( ) Ports. Establish the general concept for operation of sea and aerial ports, includingService and HN responsibilities and level of command responsible for their operation. Identifyports designated primarily for interface between intertheater and intratheater movementcapability, and alternate ports if primary ones cannot be used. Identify deficiencies or expansionrequirements, including capabilities or responsibilities for repair of port damage in the civilengineering support plan. Indicate the most desirable destination or intermediate locations.State whether the ports have the capability for both cargo and passengers, and describe available

C-2

Appendix C

JP 4-01.3

HNS. Indicate whether capabilities for expansion of LOC and port operations will be requiredas the support needs of combat forces change. Include the concept and responsibilities foroperations at alternate ports or the designated LOTS area. Provide specific information oncapabilities and alternate airports and seaports, as required, in paragraph 3 below and in TABA to this appendix.

e. ( ) Planning Factors. Identify source of the planning factors used in plan development,including the following.

(1) ( ) Airlift factors and sources.

(2) ( ) Sealift factors and sources.

(3) ( ) Attrition factors and sources.

(4) ( ) Land factors and sources.

(5) ( ) Throughput capability for APODs and SPODs.

(6) ( ) Throughput capability for LOTS operations to include offshore petroleumdischarge operations and water discharge operations.

(7) ( ) Contingency actions to be taken due to enemy actions, i.e., nuclear, biological,and chemical offensive operations, sabotage to APOD and/or SPOD, or other enemyattacks.

If planning factors used have not been approved, identify them specifically and showhow requirements and capabilities were developed, as well as other pertinent formulas andmethodology of computation of the planning factors.

2. ( ) Responsibilities of Supporting and Subordinate Commands. Outline the specificresponsibilities of supporting and subordinate organizations for moving and receivingpassengers and cargo and for providing movement resources and services in the objectivearea. Items to consider include the following.

a. ( ) General transportation responsibilities or a statement about where they are listedin the reference.

b. ( ) A summary of transportation requirements to support the plan, including:

(1) ( ) Intratheater airlift.

(2) ( ) Intertheater airlift.

(3) ( ) Intertheater sealift.

(4) ( ) Intratheater sealift.

C-3

Movement Plan (Sample)

(5) ( ) Intratheater land transportation.

c. ( ) A description, in general, of the JFC’s transportation planning responsibilities.Such responsibilities might include apportionment of common-user transportation andestablishment of movement priorities.

d. ( ) A description, in general, of the transportation responsibilities of the componentcommands and HNs to support the plan. Such responsibilities might include common-userport, air terminal, and pre-positioned 463L pallets; reception, staging, and surface transportservices; allocation of theater transport resources; or submission of transportation requirementsfor deployment, employment, resupply, and sustainment operations.

e. ( ) A description of the JMC organization (if established) outlining transportationresponsibilities at all command levels to support deployments, reception, and sustainment offorces. The JMC description should show the interface with USTRANSCOM and itscomponents, as well as organizational interfaces between the supported and supportingcombatant commanders, components, and subordinate JFCs.

3. ( ) Capabilities and Limitations. Outline limitations, such as inadequate air and oceanterminal capacity (terminal reception, discharge, and clearance), including LOTS capability,container handling capability; lack of alternate facilities, transit rights and authorization; andsimilar limitations that may adversely influence the operation. OPLANs will contain LOCsthroughput analysis in order to identify constraints and to develop mobility and transportationconcepts that will permit improved planning.

a. ( ) Describe operational conditions:

(1) ( ) That might be limiting, such as the need for limited mobilization of airliftsupport.

(2) ( ) For a declaration of emergency to aid in lift force generation and deployment.

(3) ( ) For special type of lift required that may be critical to the support of theconcept of operations.

b. ( ) Describe weather conditions that could limit the execution of the planned operation.

c. ( ) Describe SPOD limitations, including port capacity; berth limitations by class;lighterage facilities; materials handling equipment (MHE) availability and shortfalls;throughput capacity; and restrictions on use.

d. ( ) Describe airfield limitations, including maximum on ground; petroleum, oils,and lubricants capabilities; MHE availability and shortfalls; availability of hazardous andmunitions parking areas; turnaround time; and available air sorties per day.

4. ( ) En Route Support Requirements. Refer to TAB A.

C-4

Appendix C

JP 4-01.3

TABS:

A-En Route Support Requirements

B-Reception and Onward Movement

TAB A TO APPENDIX 4 ANNEX D TO USCINCEUR OPLAN4999-97 EN ROUTE SUPPORT REQUIREMENTS (U)

( ) Movement planning will consider en route support requirements at each stop betweenPOE and POD. Items to consider in determining these requirements include support for theflow of strategic airlift aircraft; facilities for aircrews, passengers, and equipment aboardaircraft; and availability of en route bunkering stations for strategic sealift. Supportedcombatant commanders will identify en route stops to their respective AOR and, as required,interface support arrangements. Supporting combatant commanders and/or providingorganizations will identify en route support requirements for each intermediate stop by N-day (day an active duty unit is notified for deployment or redeployment) and/or C-day(unnamed day on which a deployment operation begins), including information and formatof Exhibits 1 and 2 of this tab to the supported combatant commander. Supported combatantcommanders will include aggregate information in their respective OPLANs, based oninput from supporting combatant commanders and/or providing organizations.

TAB B TO APPENDIX 4 TO ANNEX D TO USCINCEUR OPLAN4999-97 RECEPTION AND ONWARD MOVEMENT (U)

1. ( ) In certain scenarios, the reception and onward movement of forces and materielfrom POD to final destination is as complex and extensive as the move to the theater ofoperations. The magnitude of the reception and onward movement operation may require aseparate supporting plan, in which case such a support plan will be summarized here.

2. ( ) The reception and onward movement transportation plan should describe how railand highway movement, airlift, sealift, inland waterways, and HNS will be used. Certaintreaty arrangements may also provide support. At a minimum, include what is to be moved;movement origin (equating to origin of intratheater move); intermediate stops; mode andmode changes; and final destination. In addition to primary emphasis on transportation,place particular emphasis on the requirements of LOC units, elements, and liaison elements.

APPENDIX DREFERENCES

D-1

The development of JP 4-01.3 is based upon the following primary references.

1. DOD Directives

a. DOD Directive 4500.9, Defense Transportation Regulation.

b. DOD Directive 4500.54G, DOD Foreign Clearance Guide.

c. DOD Directive 5100.1, Functions of the Department of Defense and Its MajorComponents.

2. Joint Publications

a. JP 0-2, Unified Action Armed Forces (UNAAF).

b. JP 1-02, Department of Defense Dictionary of Military and Associated Terms.

c. JP 3-0, Doctrine for Joint Operations.

d. JP 3-17, Joint Doctrine and Joint Tactics, Techniques, and Procedures for Air MobilityOperations.

e. JP 3-35, Joint Deployment and Redeployment Operations.

f. JP 4-0, Doctrine for Logistic Support of Joint Operations.

g. JP 4-01, Joint Doctrine for the Defense Transportation System.

h. JP 4-01.2, Joint Tactics, Techniques, and Procedures for Sealift Support to Joint Operations.

i. JP 4-01.5, Joint Tactics, Techniques, and Procedures for Transportation TerminalOperations.

j. JP 4-01.6, Joint Tactics, Techniques, and Procedures for Joint Logistics Over-the-Shore(JLOTS).

k. JP 4-01.7, Joint Tactics, Techniques, and Procedures for Use of Intermodal Containers inJoint Operations.

l. JP 4-01.8, Joint Tactics, Techniques, and Procedures for Joint Reception, Staging, OnwardMovement, and Integration (JRSOI).

m. JP 4-02, Doctrine for Health Service Support in Joint Operations.

D-2

Appendix D

JP 4-01.3

n. JP 5-0, Doctrine for Planning Joint Operations.

o. JP 5-00.2, Joint Task Force Planning Guidance and Procedures.

p. CJCSM 3122.01, Joint Operation Planning and Execution System Vol I: (Planning Policiesand Procedures).

q. CJCSM 3122.02, Crisis Action-Time Phased Force and Deployment Data Developmentand Deployment Execution.

r. CJCSM 3122.03, Joint Operation Planning and Execution System Vol II: (PlanningFormats and Guidance).

s. CJCSM 3150.16, Joint Operation Planning and Execution System Reporting Structure(JOPESREP).

t. CJCSM 3500.3, Joint Training Manual for the Armed Forces of the United States.

3. Army Publications

a. FM 3-17 (100-27)/FM 4-61/AFM 2-50, Doctrine for Multi-Service Air MovementOperations.

b. FM 4-01.0111 (55-65), Strategic Lift.

c. FM 4-01.08 (100-17-3), Reception, Staging, Onward Movement, and Integration.

d. FM 4-01.30 (55-10), Movement Control.

e. FM 4-20.41 (10-500-1), Airdrop Support Operations in a Theater of Operations.

4. Navy Publication

Naval Warfare Publication No. 39, Naval Coastal Warfare Doctrine.

5. Marine Corps Publications

a. FMFM 4-1 (USMC), Combat Service Support Operations.

b. MCDP 1-2, Campaigning.

c. MCDP 4, Logistics.

d. MCWP 3-32, Maritime Prepositioning Force (MPF) Operations.

e. MCWP 4-1, Logistics Operations.

D-3

References

f. MCWP 4-11, Tactical Logistics.

g. MCWP 4-11.3, Transportation Operations.

h. 5-12D, Organization of Marine Corps Forces.

6. Coast Guard Publication

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

7. Air Force Publications

a. AFDD 2-6, Air Mobility Operations.

b. AFDD 2-6.1, Airlift Operations.

D-4

Appendix D

JP 4-01.3

Intentionally Blank

APPENDIX EADMINISTRATIVE INSTRUCTIONS

E-1

1. User Comments

Users in the field are highly encouraged to submit comments on this publication to:Commander, United States Joint Forces Command, Joint Warfighting Center Code JW100,116 Lake View Parkway, Suffolk, VA 23435-2697. These comments should addresscontent (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 JP 4-01.3, 21 June 1996, Joint Tactics, Techniques, andProcedures 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-JDETD//

Routine changes should be submitted to the Director for Operational Plans and JointForce Development (J-7), JDETD, 7000 Joint Staff Pentagon, Washington, DC20318-7000, with info copies to the USJFCOM JWFC.

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__________________________________________________________________________________________________________________________________________________________________________________________________________________

E-2

Appendix E

JP 4-01.3

5. Distribution

a. Additional copies of this publication can be obtained through Service publicationcenters listed below (initial contact) or the USJFCOM JWFC in the event that the jointpublication is not available from the Service.

b. Only approved joint publications and joint test publications are releasable outsidethe combatant commands, Services, and Joint Staff. Release of any classified jointpublication to foreign governments or foreign nationals must be requested through thelocal embassy (Defense Attaché Office) to DIA Foreign Liaison Office, PSS, PO-FL,Room 1A674, Pentagon, Washington, DC 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.

Army: US Army AG Publication Center SL1655 Woodson RoadAttn: Joint PublicationsSt. Louis, MO 63114-6181

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

Navy: CO, Naval Inventory Control Point700 Robbins AvenueBldg 1, Customer ServicePhiladelphia, PA 19111-5099

Marine Corps: Commander (Attn: Publications)814 Radford Blvd, Suite 20321Albany, GA 31704-0321

Coast Guard: Commandant Coast Guard (G-OPD), US Coast Guard2100 2nd Street, SWWashington, DC 20593-0001

CommanderUSJFCOM JWFC Code JW2102Doctrine Division (Publication Distribution)116 Lake View ParkwaySuffolk, VA 23435-2697

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, InformationSecurity Program.

GLOSSARYPART I — ABBREVIATIONS AND ACRONYMS

GL-1

A/DACG arrival/departure airfield control groupAFCC Air Force Component CommanderALSS advanced logistic support siteAMC Air Mobility CommandAMD air mobility divisionAME air mobility elementAOC air operations centerAOR area of responsibilityAPOD aerial port of debarkationAPOE aerial port of embarkation

C2 command and controlC4 command, control, communications, and computersCJCS Chairman of the Joint Chiefs of StaffCJCSM Chairman of the Joint Chiefs of Staff ManualCOA course of actionCOMAFFOR commander, Air Force forcesCONUS continental United StatesCRAF civil reserve air fleetCST customer service teams

DIRMOBFOR director of mobility forcesDOD Department of DefenseDOS Department of StateDTO division transportation officeDTS Defense Transportation System

EPW enemy prisoner of war

FFCC flight ferry control centerFLS forward logistic siteFMCC force movement control center (USMC)

G-4 Marine Corps component logistics staff officer (Marine Corpsbrigade or higher staff)

GPMRC Global Patient Movement Requirements CenterGTN Global Transportation Network

HN host nationHNS host-nation support

ITV in-transit visibility

GL-2

Glossary

JP 4-01.3

J-4 logistics directorate of a joint staffJAOC joint air operations centerJFACC joint force air component commanderJFC joint force commanderJLOTS joint logistics over-the-shoreJMC joint movement centerJMCG Joint Mobility Control GroupJOA joint operations areaJOPES Joint Operation Planning and Execution SystemJP joint publicationJRAC joint rear area coordinatorJRSOI joint reception, staging, onward movement, and integrationJSCP Joint Strategic Capabilities PlanJTAV joint total asset visibilityJTB Joint Transportation BoardJTTP joint tactics, techniques, and procedures

LMCC logistic and movement control centerLNO liaison officerLOC line of communicationsLOTS logistics over-the-shore

MAGTF Marine air-ground task forceMCA movement control agencyMCB movement control battalionMCC mobility control centerMCT movement control teamMEF Marine expeditionary forceMHE materials handling equipmentMSC Military Sealift CommandMSCO Military Sealift Command OfficeMTMC Military Traffic Management Command

NCC Navy component commandNEO noncombatant evacuation operation

OPCON operational controlOPLAN operation plan

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

SO special operationsSOF special operations forcesSOLE special operations liaison element

GL-3

Glossary

SPM single port managerSPOD seaport of debarkationSPOE seaport of embarkation

TACC tanker/airlift control centerTACON tactical controlTCC transportation component commandTPFDD time-phased force and deployment dataTPMRC theater patient movement requirements center

UMCC unit movement control centerUSCINCTRANS Commander in Chief, United States Transportation CommandUSJFCOM United States Joint Forces CommandUSTRANSCOM United States Transportation Command

advanced logistic support site. See navaladvanced logistic support site.

aerial port. An airfield that has beendesignated for the sustained air movementof personnel and materiel, as well as anauthorized port of entrance into or departurefrom the country where located. Also calledAPORT. (JP 1-02)

aeromedical evacuation. The movement ofpatients under medical supervision to andbetween medical treatment facilities by airtransportation. Also called AE. (JP 1-02)

air logistic support. Support by air landingor airdrop, including air supply, movementof personnel, evacuation of casualties andenemy prisoners of war, and recovery ofequipment and vehicles. (JP 1-02)

air mobility. The rapid movement ofpersonnel, materiel and forces to and fromor within a theater by air. This includesboth airlift and air refueling. (This termand its definition are provided forinformation and are proposed for inclusionin the next edition of JP 1-02 by JP 3-17.)

air mobility division. Located in the airoperations center to plan, coordinate, task,and execute the air mobility mission.Consists of the air mobility control team,airlift control team, aerial refueling controlteam, aeromedical evacuation control team,and the air mobility element. Coordinateswith the joint force commander’s movementrequirements and control authority, thetheater Air Mobility Operations ControlCenter, if established, and the Air MobilityCommand’s tanker airlift control center asrequired. (This term and its definition areprovided for information and are proposedfor inclusion in the next edition of JP 1-02by JP 3-17.)

allocation (transportation). Allocation bydesignated authority of available transportcapability to users. (This term and itsdefinition modify the existing term and itsdefinition and are approved for inclusionin the next edition of JP 1-02.)

allotment. The temporary change ofassignment of tactical air forces betweensubordinate commands. The authority toallot is vested in the commander havingcombatant command (command authority).(JP 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 asapportionment of air sorties and forces forplanning, etc. (JP 1-02)

apportionment (air). The determination andassignment of the total expected effort bypercentages and/or by priorities that shouldbe devoted to the various air operations fora given period of time. Also called airapportionment. (JP 1-02)

area of responsibility. The geographical areaassociated with a combatant commandwithin which a combatant commander hasauthority to plan and conduct operations.Also called AOR. (JP 1-02)

combatant commander. A commander inchief of one of the unified or specifiedcombatant commands established by thePresident. Also called CINC. (JP 1-02)

common servicing. That function performedby one Military Service in support ofanother Military Service for whichreimbursement is not required from theService receiving support. (JP 1-02)

GL-4 JP 4-01.3

PART II — TERMS AND DEFINITIONS

common-user transportation. Transportationand transportation services provided on acommon basis for two or more Departmentof Defense (DOD) agencies and, asauthorized, non-DOD agencies. Common-user assets are under the combatantcommand (command authority) of theCommander in Chief, US TransportationCommand, excluding Service-unique ortheater-assigned transportation assets.(JP 1-02)

cross-servicing. A subset of common-userlogistics in which a function is performedby one Military Service in support ofanother Military Service and for whichreimbursement is required from the Servicereceiving support. (JP 1-02)

deployment database. The Joint OperationPlanning and Execution System databasecontaining the necessary information onforces, materiel, and filler and replacementpersonnel movement requirements tosupport execution. The database reflectsinformation contained in the refined time-phased force and deployment data from thedeliberate planning process, or developedduring the various phases of the crisis actionplanning process, and the movementschedules or tables developed by thetransportation component commands tosupport the deployment of required forces,personnel, and materiel. (JP 1-02)

director of mobility forces. Normally a seniorofficer who is familiar with the area ofresponsibility or joint operations area andpossesses an extensive background in airmobility operations. When established, thedirector of mobility forces serves as thedesignated agent for all air mobility issuesin the area of responsibility or jointoperations area, and for other duties asdirected. The director of mobility forcesexercises coordinating authority betweenthe air operations center (or appropriate

theater command and control node), thetanker airlift control center, the air mobilityoperations control center (when establishedand when supporting subordinatecommand objectives), and the jointmovement center, in order to expedite theresolution of air mobility issues. The directorof mobility forces may be sourced from thet h e a t e r ’s o rg a n i z a t i o n s o r U STransportation Command. Additionally, thedirector of mobility forces, when designated,will ensure the effective integration ofintertheater and intratheater air mobilityoperations, and facilitate the conduct ofintratheater air mobility operations. Alsocalled DIRMOBFOR. (This term and itsdefinition modify the existing term and itsdefinition and are approved for inclusion inthe next edition of JP 1-02.)

dominant user concept. The concept that theService that is the principal consumer willhave the responsibility for performance ofa support workload for all using Services.(JP 1-02)

force tracking. The identification of unitsand their specific modes of transport duringmovement to an objective area. (JP 1-02)

forward logistic site. See naval forwardlogistic site.

Global Patient Movement RequirementsCenter. A joint activity reporting directlyto the Commander in Chief, USTransportation Command, the Departmentof Defense single manager for the regulationof movement of uniformed servicespatients. The Global Patient MovementRequirements Center authorizes transfersto medical treatment facilities of the MilitaryDepartments or the Department of Veteransaffairs and coordinates intertheater andinside continental United States patientmovement requirements with theappropriate transportation component

GL-5

Glossary

GL-6

Glossary

JP 4-01.3

commands of US Transportation Command.Also called GPMRC. (JP 1-02)

Global Transportation Network. Theautomated support necessary to enable USTransportation Command (USTRANSCOM)and its components to provide globaltransportation management. The GlobalTransportation Network (GTN) provides theintegrated transportation data and systemsnecessary to accomplish globaltransportation planning, command andcontrol, and in-transit visibility across therange of military operations. Thedesignated Department of Defense (DOD)in-transit visibility system, providingcustomers with the ability to track theidentity, status, and location of DOD unitsand non-unit cargo, passengers, patients,forces, and military and commercial airlift,sealift, and surface assets from origin todestination across the range of militaryoperations. The GTN collects, integrates,and distributes transportation informationto combatant commanders, Services, andother DOD customers. GTN providesUSTRANSCOM with the ability toperform command and control operations,planning and analysis, and businessoperations in tailoring customerrequirements throughout the requirementsprocess. Also called GTN. (This term and itsdefinition are for information and are proposedfor inclusion in JP 1-02 by JP 3-17.)

host nation. A nation that receives the forcesand/or supplies of allied nations, coalitionpartners, and/or NATO organizations to belocated on, to operate in, or to transitthrough its territory. Also called HN.(JP 1-02)

host-nation support. Civil and/or militaryassistance rendered by a nation to foreignforces within its territory during peacetime,crisis or emergencies, or war based onagreements mutually concluded betweennations. Also called HNS. (JP 1-02)

intertheater airlift. The common-user airliftlinking theaters to the continental UnitedStates (CONUS) and to other theaters aswell as the airlift within CONUS. Themajority of these air mobility assets isassigned to the Commander in Chief,United States Transportation Command.Because of the intertheater ranges usuallyinvolved, intertheater airlift is normallyconducted by the heavy, longer range,intercontinental airlift assets, but may beaugmented with shorter range aircraft whenrequired. Formerly referred to as strategicairlift. (This term and its definition areprovided for information and are proposedfor inclusion in JP 1-02 by JP 3-17. )

in-transit visibility. The ability to track theidentity, status, and location of Departmentof Defense units, and non-unit cargo(excluding bulk petroleum, oils, andlubricants), and passengers; medicalpatients; and personal property from originto consignee or destination across the rangeof military operations. Also called ITV.(JP 1-02)

intratheater airlift. Airlift conducted withina theater. Assets assigned to a geographiccombatant commander or attached to asubordinate joint force commander (JFC)normally conduct intratheater airliftoperations. Intratheater airlift provides airmovement and delivery of personnel andequipment directly into objective areasthrough air landing, airdrop, extraction, orother delivery techniques as well as the airlogistic support of all theater forces,including those engaged in combatoperations, to meet specific theaterobjectives and requirements. During large-scale operations, US TransportationCommand assets may be tasked to augmentintratheater airlift operations, and may betemporarily attached to a JFC. Formerlyreferred to as theater airlift. (This term andits definition are provided for information

GL-7

Glossary

and are proposed for inclusion in JP 1-02by JP 3-17. )

joint movement center. The center establishedto coordinate the employment of all meansof transportation (including that providedby allies or host nations) to support theconcept of operations. This coordinationis accomplished through establishment oftransportation policies within the assignedoperational area, consistent with relativeurgency of need, port and terminalcapabilities, transportation assetavailability, and priorities set by a joint forcecommander. Also called JMC. (JP 1-02)

joint servicing. That function performed by ajointly staffed and financed activity in supportof two or more Military Services. (JP 1-02)

joint tactics, techniques, and procedures.The actions and methods that implementjoint doctrine and describe how forces willbe employed in joint operations. They areauthoritative; as such, joint tactics,techniques, and procedures will be followedexcept when, in the judgment of thecommander, exceptional circumstancesdictate otherwise. They will bepromulgated by the Chairman of the JointChiefs of Staff, in coordination with thecombatant commands and Services. Alsocalled JTTP. (JP 1-02)

line of communications. A route, either land,water, and/or air, that connects an operatingmilitary force with a base of operations andalong which supplies and military forcesmove. Also called LOC. (JP 1-02)

movement control. 1. The planning, routing,scheduling, and control of personnel andcargo movements over lines ofcommunications. 2. An organizationresponsible for the planning, routing,scheduling, and control of personnel andcargo movements over the lines of

communications. Also called movementcontrol center or MCC. (JP 1-02)

naval advanced logistic support site. Anoverseas location used as the primarytransshipment point in the theater ofoperations for logistic support. A navaladvanced logistic support site possesses fullcapabilities for storage, consolidation, andtransfer of supplies for support of forward-deployed units (including replacementunits) during major contingency andwartime periods. Naval advanced logisticssupport sites, with port and airfield facilitiesin close proximity, are located within thetheater of operations but not near the mainbattle areas, and must possess thethroughput capacity required toaccommodate incoming and outgoingintertheater airlift and sealift. When fullyactivated, the naval advanced logisticsupport site should consist of facilities andservices provided by the host nation,augmented by support personnel locatedin the theater of operations, or both. Alsocalled NALSS. (JP 1-02)

naval forward logistic site. An overseaslocation, with port and airfield facilitiesnearby, which provides logistic support tonaval forces within the theater of operationsduring major contingency and wartimeperiods. Naval forward logistic sites maybe located in close proximity to main battleareas to permit forward staging of services,throughput of high priority cargo, advancedmaintenance, and battle damage repair.Naval forward logistic sites are linked toin-theater naval advanced logistic supportsites by intratheater airlift and sealift, butmay also serve as transshipment points forintertheater movement of high-priority cargointo areas of direct combat. In providingfleet logistic support, naval forward logisticsite capabilities may range from very austereto near that of a naval advanced logisticsupport site. Also called NFLS. (JP 1-02)

GL-8

Glossary

JP 4-01.3

operational control. Command authority thatmay be exercised by commanders at anyechelon at or below the level of combatantcommand. Operational control is inherentin combatant command (commandauthority) and may be delegated within thecommand. When forces are transferredbetween combatant commands, thecommand relationship the gainingcommander will exercise (and the losingcommander will relinquish) over theseforces must be specified by the Secretaryof Defense. Operational control is theauthority to perform those functions ofcommand over subordinate forces involvingorganizing and employing commands andforces, assigning tasks, designatingobjectives, and giving authoritativedirection necessary to accomplish themission. Operational control includesauthoritative direction over all aspects ofmilitary operations and joint trainingnecessary to accomplish missions assignedto the command. Operational control shouldbe exercised through the commanders ofsubordinate organizations. Normally thisauthority is exercised through subordinatejoint force commanders and Service and/orfunctional component commanders.Operational control normally provides fullauthority to organize commands and forcesand to employ those forces as thecommander in operational control considersnecessary to accomplish assignedmissions; it does not, in and of itself, includeauthoritative direction for logistics ormatters of administration, discipline, internalorganization, or unit training. Also calledOPCON. (JP 1-02)

port of debarkation. The geographic point atwhich cargo or personnel are discharged.This may be a seaport or aerial port ofdebarkation; for unit requirements; it mayor may not coincide with the destination.Also called POD. (JP 1-02)

port of embarkation. The geographic point ina routing scheme from which cargo orpersonnel depart. This may be a seaport oraerial port from which personnel andequipment flow to a port of debarkation;for unit and nonunit requirements; it mayor may not not coincide with the origin. Alsocalled POE. (JP 1-02)

supported commander. 1. The commanderhaving primary responsibility for all aspectsof a task assigned by the Joint StrategicCapabilities Plan or other joint operationplanning authority. In the context of jointoperation planning, this term refers to thecommander who prepares operation plansor operation orders in response torequirements of the Chairman of the JointChiefs of Staff. 2. In the context of a supportcommand relationship, the commander whoreceives assistance from anothercommander’s force or capabilities, and whois responsible for ensuring that thesupporting commander understands theassistance required. (JP 1-02)

supporting commander. 1. A commander whoprovides augmentation forces or othersupport to a supported commander or whodevelops a supporting plan. Includes thedesignated combatant commands andDefense agencies as appropriate. 2. In thecontext of a support command relationship,the commander who aids, protects,complements, or sustains anothercommander’s force, and who is responsiblefor providing the assistance required by thesupported commander. (JP 1-02)

time-phased force and deployment data. TheJoint Operations Planning and ExecutionSystem database portion of an operationplan; it contains time-phased force data,non-unit-related cargo and personnel data,and movement data for the operation plan,including the following: a. In-place units;b. Units to be deployed to support the

GL-9

Glossary

operation plan with a priority indicating thedesired sequence for their arrival at the portof debarkation; c. Routing of forces to bedeployed; d. Movement data associatedwith deploying forces; e. Estimates of non-unit-related cargo and personnelmovements to be conducted concurrentlywith the deployment of forces; and f.Estimate of transportation requirements thatmust be fulfilled by common-user liftresources, as well as those requirementsthat can be fulfilled by assigned or attachedtransportation resources. Also calledTPFDD. (JP 1-02)

traffic management. The direction, control,and supervision of all functions incident tothe procurement and use of freight andpassenger transportation services. (JP 1-02)

transportation component command. Thethree component commands of United StaesTransportation Command: Air Force AirMobility Command, Navy Military SealiftCommand, and Army Military TrafficManagement Command. Eachtransportation component commandremains a major command of its parentService and continues to organize, train, andequip its forces as specified by law. Each

transportation component command alsocontinues to perform Service-uniquemissions. Also called TCC. (JP 1-02)

unified command. A command with a broadcontinuing mission under a singlecommander and composed of significantassigned components of two or moreMilitary Departments, that is establishedand so designated by the President throughthe Secretary of Defense with the adviceand assistance of the Chairman of the JointChiefs of Staff. Also called unifiedcombatant command. (JP 1-02)

validation. Execution procedure used bycombatant command components,supporting combatant commanders, andproviding organizations to confirm to thesupported commander and USTransportation Command that all theinformation records in a time-phased forceand deployment data not only are error freefor automation purposes, but also accuratelyreflect the current status, attributes, andavailability of units and requirements. Unitreadiness, movement dates, passengers, andcargo details should be confirmed with theunit before validation occurs. (This termand its definition are approved for inclusionin the next edition of JP 1-02.)

GL-10

Glossary

JP 4-01.3

Intentionally Blank

Assess-ments/

Revision

CJCSApproval

TwoDrafts

ProgramDirective

ProjectProposal

J-7 formally staffs withServices and combatantcommands

Includes scope of project,references, milestones, andwho will develop drafts

J-7 releases ProgramDirective to Lead Agent.Lead Agent can be Service,combatant command, orJoint Staff (JS) Directorate

STEP #2Program Directive

�The combatant commands receivethe JP and begin to assess it duringuse

18 to 24 months followingpublication, the Director, J-7, willsolicit a written report from thecombatant commands and Serviceson the utility and quality of each JPand the need for any urgent changesor earlier-than-scheduled revisions

No later than 5 years afterdevelopment, each JP is revised

STEP #5Assessments/Revision

�

ENHANCED

JOINT

WARFIGHTING

CAPABILITY

Submitted by Services, combatant commands, orJoint Staff to fill extant operational void

J-7 validates requirement with Services andcombatant commands

J-7 initiates Program Directive

�

STEP #1Project Proposal

All joint doctrine and tactics, techniques, and procedures are organized into a comprehensive hierarchy as shown in the chartabove. is in the series of joint doctrine publications. The diagram belowillustrates an overview of the development process:

Joint Publication (JP) 4-01.3 Logistics

JOINT DOCTRINE PUBLICATIONS HIERARCHYJOINT DOCTRINE PUBLICATIONS HIERARCHY

JP 1-0 JP 2-0 JP 3-0

PERSONNEL

JP 4-0 JP 5-0 JP 6-0

LOGISTICSINTELLIGENCE OPERATIONS C4 SYSTEMSPLANS

JOINTDOCTRINE

PUBLICATION

Lead Agent forwards proposed pub to Joint Staff

Joint Staff takes responsibility for pub, makesrequired changes and prepares pub for coordinationwith Services and combatant commands

Joint Staff conducts formal staffing for approval as aJP

STEP #4CJCS Approval

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

PRA develops two draft pubs

PRA staffs each draft with combatant commands,Services, and Joint Staff

�

�

�

STEP #3Two Drafts

JP 1

JOINTWARFARE

JP 0-2

UNAAF

�

�

�

�

�

�

�

�

jp4-01.3 'joint tactics, techniques, and procedures for

Documents