CHAPTER 3 MOTOR TRANSPORT - GlobalSecurity.org · CHAPTER 3 MOTOR TRANSPORT Motor transport is the...

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UNIT ADMINISTRATION

Appendix A contains a breakdown of Army motortransport units according to TOE, mission, assign-ment, and capability. Figure 3-1 is a sample SOPformat for motor transport movements within divi-sions, logistic commands, and higher echelons. See

Section IORGANIZATION AND OPERATIONS

Figure 3-2, page 3-2, for a sample SOP formatfor motor transport service. To furnish routine vehiclecommitments to subordinate units, use a locallyreproduced format. See Figure 3-3, page 3-3, for asample vehicle commitment work sheet.

Classification

STANDING OPERATING PROCEDURE

1. GENERAL. Policies and factors involved in movements.

a. Highway regulation. Purpose, application/scope, responsibilities, methods and procedures.b. Convoy clearance. Minimum vehicle requirements; convoy symbols; procedures; format for request-

ing and furnishing clearance; routing; halts; convoy composition; restrictions on tracked, overweight, oroutsize vehicles.

c. Highway regulation points. Purpose, basis for, responsibilities and procedures, required records.d. Traffic control. Responsibilities, relationship to highway regulation, coordination with provost marshal.e. Return loads. Policies, methods, and procedures for securing and reporting.f. Convoy commanders. Appointment, responsibilities, and functions; relationships with transportation

personnel; instructions to be furnished.g. Halts. Types; policies, procedures, and responsibilities; area policing.h. Security. Responsibilities; defensive measures.i. Records and reports. Responsibilities, methods, required reports.

CHAPTER 3

MOTOR TRANSPORT

Motor transport is the backbone of the Army’s support and sustainment structure,providing mobility on and off the battlefield. Trucks transport personnel, munitions,replacement combat vehicles, petroleum products, critical supply items, and combatcasualties. This chapter addresses organizational and operational aspects of the motortransport unit and provides information needed in planning successful operations.

Figure 3-1. Sample format for motor transport movements SOP

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j. Communications. Responsibilities, means of communication.k. Environment. Protection, spill prevention, transporting HAZMAT.

2. SUPPLY MOVEMENTS

a. Releases. When required, methods of obtaining, formats, dissemination, actions required.b. Diversions and reconsignments. Authority, request procedures.c. Records and reports. Types of required records and reports.

Classification

Figure 3-1. Sample format for motor transport movements SOP (continued)

Classification

STANDING OPERATING PROCEDURE

1. GENERAL. Policies for control, operation, and maintenance of facilities equipment, and installation;command responsibility; technical supervision required and agencies involved.

2. MISSION. Service provided, extent of operation.3. ORGANIZATION. Available operating units, location, and operating limits.4. FUNCTIONS. Scheduled and nonscheduled operations; maintenance of equipment, including respon-

sibilities, procedures, facilities, and inspection practices.5. PLANNING. Troop and equipment requirements, capability estimates, communication procedure and

requirements, rehabilitation requirements.6. OPERATIONS. Operational procedures and controls, pooling and equipment use.7. MAINTENANCE. Responsibilities and procedures for maintenance, regulations, and reports.8. SUPPLY. Responsibilities for supplies, authorized levels, requisitioning procedures, accounting

methods, disposal of excesses.9. INTELLIGENCE AND RECONNAISSANCE. Responsibilities for collection, collation, evaluation, and

dissemination of highway transportation intelligence and reconnaissance information.10. SECURITY. Responsibilities for disaster and defense plans, convoy and cargo security, equipment andfacilities.11. ENVIRONMENT. Responsibilities and procedures for safeguarding water, vegetation, and wildlife. Spillprevention procedures.12. RECORDS AND REPORTS. Responsibilities for operational and personnel status reports, technicalreports, and miscellaneous records/reports.13. TRAINING. Responsibilities for unit and technical training.

Classification

Figure 3-2. Sample format for motor transport service SOP

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Convoy Briefing

The commander briefs all convoy members before theconvoy departs on its mission. A number of topicsshould be addressed in an effective briefing. Withadjustments to local conditions, this briefing shouldinclude the following information.

Situation:• Enemy forces.• Friendly forces.• Support units.

Mission:• Type of cargo.• Origin.• Destination.

Execution:• General organization.• Time schedule.• Routes.• Convoy speed.

20th Transportation Battalion (Truck)AE APO 00000

Date

Subject: Vehicle Commitment

To:

Commitment No

1. Vehicles w/drivers:

Report to:

Location:

Time: Date:

To transport:

Destination:

2. Remarks:

(Signature)

(Rank & Title)

Figure 3-3. Sample vehicle commitment work sheet

'96

'96

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• Catch-up speed.• Vehicle distance.• Emergency measures (for accidents, break-

downs, and separation from convoy).• Action of convoy and security personnel if

ambushed.• Medical support.

Administration and logistics:• Personnel control.• Billeting.• Messing.• Refueling and servicing of vehicles, comply-

ing with spill prevention guidelines.Command and signal:

• Convoy commander’s location.• Assistant convoy commander designation (suc-

cession of command).• Action of security forces commander.• Serial commanders’ responsibilities.• Arm and hand signals.• Other prearranged signals.• Radio frequencies and call signs (for control

personnel, security force commanders, fire supportelements, reserve security elements, medicalevacuation support).

Safety:• Hazards of route.• Weather conditions.• Defensive driving.

Environmental Protection:• Spill prevention.• Transporting HAZMAT.

Convoy Commander’s Checklist

Before departing, convoy commanders should re-view the following questions to ensure thatarrangements are complete:

• Where is the SP? The RP?• What route is to be used?• Has reconnaissance been made? Condition of

route determined?• Can bridges, tunnels, underpasses, and defiles

safely accommodate all loaded and trackedvehicles?

• Are critical points known and listed on strip maps?

• What is the size of serials?• What is the size of march units?• What is the rate of march?• What is the vehicle interval on an open road?

In built-up areas? At halt?• What type of column will be used?• Has provision been made for refueling?• Has a suitable operations area been selected?• Have suitable rest- and mess-halt areas

been selected?• Is road movement table needed? Prepared?

Submitted?• Have convoy clearances been obtained?

What date?• Is escort required? Has it been requested?• Are spare trucks available for emergencies?• Are vehicles fully serviced and ready for

loading?• Is load properly blocked and braced, neat,

and balanced?• Are drivers properly briefed? By whom?

When? Strip maps furnished?• Is convoy marked front and rear of each

march unit? With convoy number when required?Is each vehicle marked? Are convoy flags onthe vehicles?

• Are guides in place? Have arrangements beenmade to post guides?

• Are blackout lights functioning?• Have maintenance services been alerted?• Is maintenance truck in rear? Are medics in rear?

Is there a loan for casualties?• Are all interested parties advised of ETA?• Is officer at rear of convoy ready to take

necessary corrective action, such as investigatingaccidents and unusual incidents and changingloads?

• Who is the trail officer?• Is there a truck load plan? Who is respon-

sible?• Is there a truck unload plan? Who is respon-

sible? Do they have the necessary equipment?• Is there a plan for feeding personnel?• Have times been established for loading

trucks?

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• Has time been established for formation ofconvoy?

• Have times been established for unloadingtrucks?

• Has time been established for releasingtrucks? Who is responsible?

• Is there a carefully conceived plan known toall convoy personnel that can be used in case ofan attack?

• Is a written OPORD on hand if required?• Will a log of road movement be required at

end of trip? Are necessary forms on hand?• Has a weather forecast been obtained?• Do all personnel have proper clothing and

equipment?• Is there a communications plan? Where will

communications equipment be located? Has allcommunications equipment been serviced?

Convoy Commander’s Report

After the move is completed, the convoy commanderprepares a report for submission to his immediatesuperior officer (if required by higher command). Asample report is shown in Figure 3-4, page 3-6.The report may be submitted in the format shownor in the form of a strip map with an appropriatelegend attached.

Convoy Clearance

Units that move convoys on MSRs, ASRs, or othercontrolled routes that require a movement credit (analphanumeric identifier) must request and receiveclearance before beginning movement. A request tomove on a controlled route is known as a movementbid. A movement bid is a form or message thatdetails the itinerary of the move, the number andtypes of vehicles, and movement planning informa-tion. The authority to move is passed to the movingunit as a movement credit. The movement bid issubmitted through the chain of command to theDTO or Corps/EAC MC detachment within whosearea the movement originates. The informationrequired varies according to local regulations. Basedon local SOP, as well as the urgency of the

requirement, the request may be transmitted inhard copy, electronically, or verbally. In CONUS,DD Forms 1265 and 1266 (Figures 3-5, page 3-8,and 3-6, page 3-10) serve as movement bids. InNATO, STANAGs 2154 and 2155 govern movementbids. Field manuals that contain detailed informationon movements bids are FM 55-10 (overseas theaters)and FM 55-312 (CONUS).

In a theater of operations. Before beginning aroad movement over a route requiring a movementcredit, the unit submits a movement bid throughthe chain of command as stated above. The movementbid is a dual-purpose document. It can serve eitheras a request or as an authorization for movement,or both. The requesting agency uses the form toinitiate a movement via highway. The movementcontrol organization uses the form to grant clear-ance and to issue instructions for the road move-ment. Once the request is received, the movementcontrol organization schedules the movement forthe time and over the route requested (if possible). Ifthe move cannot be scheduled at the requested timeor on the requested route, the movement controlorganization notifies the requester. Alternate timesand routes are then arranged. After final coordinationand approval, the movement control organizationissues the necessary movement credit, convoy move-ment number, and any other required information. Theauthorization is returned to the requesting agency.

In CONUS. A military convoy must gainpermission from the appropriate state and cityofficials to travel on public highways. To obtainthis permission, the following documents shouldbe submitted through the ITO at point of origin:

• DD Form 1265.• One copy of operations order.• Four copies of strip map of the proposed con-

voy route.• One copy of each document for each state to

be crossed.• One copy of each document for the local ITO.

The request must reach the approving authority (inmost cases, the local ITO) at least 10 days beforethe planned move.

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Figure 3-4. Sample convoy commander’s report

FORWARD LOAD

420 Trans Bn 4401 Trans Co(Trk) (Lt Trk)

28FE0lC Twelve 2 1/2-Ton Trucks 16 Feb XX(Convoy No) (No. and type of task vehicles) (Date)

TIME

Departed starting point ................................................................................................................................................... 0621 hrArrived 1st loading point ................................................................................................................................................ 0630 hrDeparted 1st loading point ............................................................................................................................................ 0800 hrTime at 1st loading point ...................................................................................................................................... 1 hr 30 minArrived HRP ....................................................................................................................................................................... 1200 hrDeparted HRP ................................................................................................................................................................... 1205 hrTime at 1st unloading point ........................................................................................................................................... 33 min

SUPPLIES AND PERSONNEL

Cargo (STONs) ....................................................................................................................................................................... 50.2Class of supplies ............................................................................................................................................................................ INumber of personnel ................................................................................................................................................................... 0

DISTANCE

Odometer reading of lead vehicle (at 1st loading point) ................................................................................. 21,324 miOdometer reading of lead vehicle (at starting point) ........................................................................................ 21,322 miTotal forward (no load) ......................................................................................................................................................... 2 miOdometer reading of lead vehicle (at 1st unloading point) ............................................................................. 21,381 miTotal forward (loaded) ........................................................................................................................................................ 57 mi

REMARKS

Starting point – company area, RJ 124/167Weak bridge 6.4 mi east of 1st loading point. Road generally in poor condition between starting point and 1stunloading point.

RETURN LOAD

TIME

Arrived 2d loading point (same as 1st unloading point) ....................................................................................... 1245 hrDeparted 2d loading point ............................................................................................................................................. 1300 hrTime at 2d loading point .................................................................................................................................................. 15 minArrived 2d unloading point ............................................................................................................................................. 1400 hrDeparted 2d unloading point ......................................................................................................................................... 1415 hrTime at 2d unloading point ............................................................................................................................................. 15 min

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Figure 3-4. Sample convoy commander’s report (continued)


Cargo (STONs) ........................................................................................................................................................................ 10.0Class of supplies ............................................................................................................................................................. II and IVNumber of personnel ............................................................................................................................................................... 120

DISTANCE

Odometer reading of lead vehicle (at 2d unloading point) ............................................................................... 21,396 miOdometer reading of lead vehicle (at 2d loading point) ................................................................................... 21,381 miTotal return (loaded) .......................................................................................................................................................... 15 miOdometer reading of lead vehicle (at starting point) ......................................................................................... 21,346 miTotal return (no load) ........................................................................................................................................................... 40 mi

REMARKS

Road in excellent condition between 2d loading point and starting point.

ROUND TRIP DATA

TIME

Returned to starting point ........................................................................................................................................... 1,654 miTotal round trip time .............................................................................................................................................. 10 hr 33 minTotal travel time (including halts) ........................................................................................................................................ 8 hrTotal loading time .................................................................................................................................................... 1 hr 45 minTotal unloading time ......................................................................................................................................................... 48 min


Cargo (STONs of Class I) .................................................................................................................................................... 50.2 (STONs of Class II and IV) ................................................................................................................................................ 10.0Number of personnel ............................................................................................................................................................... 120

DISTANCE

Total distance (loaded) ........................................................................................................................................................ 72 miTotal distance (unloaded) ................................................................................................................................................... 42 miTotal round trip distance .................................................................................................................................................. 114 mi

REMARKS

Average rate of march = 14.2 MIH.Ton-miles forward = 2,861; return = 150.Passenger-miles forward = 0; return = 1,800.

/s/

/t/ Thomas A. Young(Convoy commander)

2d Lt, 4401 Trans Co (Lt Trk)(Rank/grade and organization)

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Figure 3-5. Sample DD Form 1265, Request for Convoy Clearance

Jan XX

100th Trans Co (Lt Med Trk) Fort Eustis, VA 23604 John J. Jones1LT, TC

Interstate 64, State Route 168, State Route 33, Interstate 64, Interstate 95, State Route 207,US 301 to Fort A. P. Hill.

I-64 0700 0705 20 Jan XXRt # 168 0732 0737

15-min rest halt, Rt # 33 0754 0814I-64 0835 0840I-95 0859 0904

Rts 207-301 0957 1002

Class I (packaged rations)

1 47 Fort Eustis, VA Fort A. P. Hill, VA

1 1/4-ton truck, utility20 5-ton tractor w/19 stake and platform semitrailers (1 bobtail)

1 5-ton wrecker

22 21 1 NA 2 2 min

20 0700 Jan XX 20 1002 Jan XX 40 MIH

SAMPLE

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X

NA

NA

X

NA

ETA is the time the first vehicle clears the referenced point.

ETD is the time the last vehicle clears the referenced point.

100th Trans Co (Lt Med Trk)

CHARLES C. CHESTNUT

5 Jan XX

Figure 3-5. Sample DD Form 1265, Request for Convoy Clearance (continued)

SAMPLE

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Figure 3-6. Sample DD Form 1266, Request for Special Hauling Permit

5 Jan XX

100th Trans Co (Lt Med Trk) Fort Eustis, VA 0700 183023604 20 Jan XX 21 Jan XX

Fort Eustis, VA Fort Drum, NY

20 Jan XX 1308 VA/MD20 Jan XX 1440 MD/PA21 Jan XX 1145 PA/NY

None

5-ton 8 See Item 12 103.5 98.3 158.3 18,560

12-ton 8 See Item 12 108.3 97.3 348.5 14,240

Orgn Impedimenta 5,000

108.3 98.3 526 37,800

Organization impedimenta.

Registration Numbers

Trac Tlr Trac Tlr

5E5551 – 5T9991 5E5555 – 5T99955E5552 – 5T9992 5E5556 – 5T99965E5553 – 5T9993 5E5557 – 5T99975E5554 – 5T9994 5E5558 – 5T9998

NA NA NA NA

IS 64, VA 168, VA 33, IS 64, IS 95, IS 495E,US1, IS 695, IS 83, IS 81, US 11

SAMPLE

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Figure 3-6. Sample DD Form 1266, Request for Special Hauling Permit (continued)

2 4 4 4 4 18

11 11 11 11 11

1100 x 20 1100 x 20 1100 x 20 1100 x 20 1100 x 20

8,244 6,958 6,958 5,320 5,320 32,800

9,044 8,058 8,058 6,320 6,320 37,800

140 54 162 52

X

100th Trans Co (Lt Med Trk)

Charles C. Chestnut, CPT, TC, Commanding

5 Jan XX

SAMPLE

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Special hauling permit. In CONUS, the DDForm 1266 is used to request permission to moveoversize or overweight vehicles over public roads.Four copies of the form are required, plus a copy foreach state to be crossed. The request must reachthe approving authority at least 15 days beforethe planned move. Only identical vehicles with loadsof uniform weight and dimensions may be listed onthe same DD Form 1266.

PLANNING

Planning ensures the allocation of transportationassets to meet mission requirements based on com-mand priorities and to identify potential shortfalls.

General Planning Factors

Motor transport planning, particularly in its earlystages, must be based on a set of broad planningfactors and assumptions. These planning factorsshould be used only in the absence of specific datarelating to the current situation. Because of thedifferent services performed, loads carried, andterrain crossed, caution should be exercised whenusing the following:

• Task vehicle availability rate – the averagenumber of assigned task vehicles not in mainte-nance and available for daily mission support.See Appendix C for TVAR data on specific ve-hicle types.

• Vehicle payload capacity – the rated cargocapacity of the vehicle. During planning, the off-road payload capacity of the equipment is used todetermine allowable highway load capacities.

• Operational hours per shift – the number ofhours per shift in which vehicles and drivers arenormally employed. Use 10 hours per shift forplanning purposes.

• Operational day – the number of hours perday in which vehicles and drivers are normally em-ployed. Use 20 hours (two 10-hour shifts) per dayfor planning purposes. The remaining 4 hours ofthe day are for scheduled maintenance.

• Daily round trips – the average number ofdaily round trips a vehicle can make per day,

use an average of two trips per day (1 trip pershift x 2 shifts) for vehicles involved in line-haul operations and four trips per day (2 trips pershift x 2 shifts) for local haul operations.

• Operational distance per shift – the aver-age one-way distance that cargo can be hauledwithin allotted operational hours per shift.Use 90 miles/144 kilometers for line-hauloperations and 20 miles/32 kilometers for localhaul operations.

• Rate of march in the hour – the averagenumber of miles/kilometers that can be covered inan hour (includes all halts during movement). Use20 MIH (32 KMIH) if traveling over good roads and10 MIH (16 KMIH) for bad roads. In addition tothe road surface, consideration must be given toany terrain, weather, or hostile activity that mayeffect the rate of march.

• Delay times – basically any time taken awayfrom the physical forward movement of cargo (anytime not included in the rate of march). Delaytimes include loading and unloading, line-haul relaytime, rest halts, and any other delays en routethat can be anticipated but are not included inrate of march calculations.

– Straight trucks: 2.5 hours for loading andunloading time per round trip (straight haul).

– Semitrailers: 2.5 hours for loading and un-loading time per round trip (straight haul).

– Container transporters: 1.5 hours for loadingand unloading time per round trip (straight haul).

– Truck tractors in semitrailer relay opera-tions: 1 hour per line-haul segment (per relay roundtrip in semitrailer relay operations).

– Palletized Load System: 0.5 hours forloading and unloading time per round trip (straighthaul).

Movement Requirement Formulas

Use the following formulas to compute unit andvehicle requirements on the basis of planningestimates, actual operational data, or a combinationof both. Be sure to compute the load in theappropriate commodity unit (STONs, containers,gallons, etc.).

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Specific loads: loads consisting of one or moreitems that, because of their peculiarities, involve avariation in the normal planning process to deter-mine vehicle requirements for the operation. Itemsmay or may not be packaged with unusual size,shape, cube, or weight. In such cases, attempt firstto determine vehicle requirements by test loadingor by using operational data available from previoussimilar operations. If test loading is not feasible oroperational data unavailable, use the followingsteps to determine vehicle requirements.

NOTE: The vehicle payload and compartmentcube capacity can be obtained from the vehicledata plate, technical manual, or Section II ofthis chapter. The weight and cubic volume of aspecific item or load can be obtained from theshipper, service representative, or applicabletechnical manual.

Step 1: Determine the number of items that may beloaded onto one vehicle by cargo weight.

vehicle payload capacityweight of item to be transported

Step 2: Determine the number of items that may beloaded onto one vehicle by cube capacity.

vehicle compartment capacitycube of item to be transported

If the value using cargo weight is the lesser value,then the weight of the computed load will exceed thevehicle’s payload capacity before all available com-partment space is filled. If the value using cargocube is the lesser, the computed cargo load will “cubeout” (exceed the cubic cargo space available in thevehicle) before it “weighs out” (exceeds the vehiclepayload capacity).

Step 3: Determine the number of vehicles requiredto transport the load based on mission necessity (one-time lift or daily sustained operation).

number of items to be transportednumber of items that can be transported

per vehicle(select the lesser value of Steps 1 and 2)

Turnaround time: total time consumed in around trip movement (including delays). Delayfactors must be accurate. To determine turnaroundtime use the following formula.

turnaround time =2 x distance

+ delays

rate of march(MIH/KIH)

Unit lift operations: the amount of cargo a truckcompany can move at one time (one-time lift). Todetermine the number of vehicles or truck companiesto move a given commodity in one lift, use thefollowing formulas.

required vehicles =commodity quantity to be moved

capacity* per vehicle

required companies =commodity quantity to be moved

capacity* per vehiclex average number of

vehicles available per company

* Appropriate commodity capacity (STONs, con-tainers, gallons, etc.)

Daily lift operations: the amount of cargo a truckcompany can move in a day making a number of trips.The amount of cargo moved will vary based on run-ning times, delays, terrain, and weather. Use thefollowing formula (steps) to compute the number oftruck companies required to move a given amount insustained operations.

Step 1: Compute the trip turnaround time =2 x distance + delays

rate of march

Step 2: Compute the required companies =commodity quantity to be moved

capacity per vehicle x average number of vehiclesavailable per company x operational day

The number of vehicles required can be determinedby omitting the vehicle availability factor from theformula.

required vehicles =commodity quantity to be moved

capacity per vehiclex vehicle availability

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Step 2: Compute the number of segments requiredper leg.

total distance to travelsegment distance from (Step 1)

Step 3: Compute the turnaround time =2 x distance + delays (delay time x # of segments)rate of march

(MIH)

Step 4: Compute required companies =commodity quantity to be moved

x turnaround time(from Step 3)

capacity per vehiclex average number of vehicles available per company

x operational day

Line-Haul Operational Planning Exercise

The seven procedural steps that follow demonstratehow to systematically plan and establish a motortransport network.

Step 1: Determine requirements and resourcesavailable. The following daily cargo tonnage andcontainer (20-foot) requirements are provided by thestaff movements officer:

Origin Destination STONs ContainersRed Port SB #1 1200 100Red Port SB #2 900 50SB #1 SB #2 700Bravo Beach SB #1 500

By conducting a thorough map reconnaissance, youdetermine the need for the following transport unitsto support the transportation network (Figure 3-7,page 3-15):

• Medium truck company, TOE 55727L100(equipped with M915 tractors and M872 trailers) tosupport all line-haul operations. To facilitate an effi-cient port clearance, this truck company will also beused for local haul operations between the port andTT #3.

• Medium truck company, TOE 55728L100(equipped with M931 tractors and M871 trailers) tosupport the local haul operations at TT #1 and TT #2.

Local haul calculations: Use the following stepsto determine the number of truck companies requiredto support a local haul network.

Step 1: Compute the turnaround time =2 x distance

+ delays

rate of march (MIH)




x operational day

Local haul backhaul calculations: Use the fol-lowing steps to determine the number of truckcompanies required to support a local haulbackhaul operation.

Step 1: Compute the turnaround time =2 x distance

+ delays

rate of march (MIH)




x operational day

Step 3: Compute required additional companies =commodity quantity to be backhaul

x delay timecapacity per vehicle

x average number of vehicles available per companyx operational day

Line-haul calculations: Use the following steps todetermine the number of truck companies required tosupport a line-haul leg.

Step 1: Compute the segment distance =(operational hours per shift - delays)

x rate of march2

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For the purpose of this exercise use the followingplanning factors to compute requirements:

• Operational day: 20 hours (two 10-hour shifts).• Vehicle availability percentage: 84.7 percent.• Rate of march:

– 32 KIH – between the origin and destinationTTs on the MSR.

– 24 KIH – between Port Red and TT #3, TT #1and SB #1, TT #2 and SB #2.

– 16 KIH – between Bravo Beach and TT #3.• Delays:

– 2.5 hours per round-trip for all local hauloperations (1.25 hours for loading and 1.25 hours forunloading).

– 1 hour per segment (relay round trip) for line-haul operations.

• Vehicle capacity (from Table 3-1, page 3-16,and Table 3-2, page 3-21).

Figure 3-7. Transportation network

SUPPORT BASE#2 10 KM

TT #2

325 KM

CZCOMMZ

SUPPORT BASE#1

TT #1CZCOMMZ

10 KM

RED PORT

10 KM

TT #3

15 K

M

BRAVO BEACH

150

KM

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Table 3-1. Truck performance data

MA

XIM

UM

GR

AD

Ew

/To

wed

w/o

To

wed

MA

XIM

UM

CR

UIS

ING

TO

WE

D L

OA

D

FO

RD

ING

DE

PT

HV

EH

ICL

EP

AY

LO

AD

Lo

adL

oad

SP

EE

DR

AN

GE

AL

LO

WA

NC

Ew

/o K

itw

/Kit

(lb

)(M

PH

)(m

i )(l

b)

(in

) (

in)

Sm

all u

nit s

uppo

rtve

hicl

e, M

973

4,96

140

6031

186

N

AN

AN

A

Tru

ck, u

tility

, 1/4

-T,

4 x

4, M

151A

1, M

151A

2

800

60—

5630

01,

170

2160

Tru

ck, c

argo

, 1 1

/4-T

,4

x 4,

M99

82,

500

—60

6533

73,

400

3060

Tru

ck, c

argo

, 1 1

/4-T

,4

x 4,

M10

974,

400

—60

6527

54,

200

3060

Tru

ck, u

tility

, 3/4

-T,

4 x

4, M

1009

1,20

0—

3055

250

3,0

001

20—

Tru

ck, c

argo

, 1 1

/4-T

,4

x 4,

M88

0, M

881,

M88

21,

600

—30

5520

03,

000

16—

Tru

ck, c

argo

, 1 1

/4-T

,4

x 4,

M88

3, M

884,

M88

5,w

/com

m s

helte

r 1

,600

2—

3055

200

3,00

016

—

Tru

ck, c

argo

, 1 1

/4-T

,4

x 2,

M89

0 1

,600

1—

3055

200

3,0

001

16—

Tru

ck, c

argo

, 1 1

/4-T

,4

x 4,

M10

082,

900

—30

5525

03,

000

20—

Tru

ck, c

argo

, 1 1

/4-T

,4

x 4,

M10

283,

600

—30

5525

03,

000

20—

Tru

ck, c

argo

, 2 1

/2-T

,6

x 6,

M35

A1

5,00

045

6056

320

6,00

030

72

Tru

ck, c

argo

, 2 1

/2-T

,6

x 6,

M35

A2

5,00

045

6056

300

6,00

030

72

Tru

ck, c

argo

, 2

1/2-

T,

6 x

6, M

35A

2C5,

000

4560

5630

06,

000

3072

Tru

ck, c

argo

, 2 1

/2-T

,M

36A

25,

000

4560

5632

06,

000

3072

Tru

ck, t

k, fu

el-s

vc,

1,20

0-ga

l, 2

1/2-

T,

M49

A2C

600

gal3

4560

5630

06,

000

3072

FM 55-15FM 55-15

3-173-17

MA

XIM

UM

GR

AD

Ew

/To

wed

w/o

To

wed

MA

XIM

UM

CR

UIS

ING

TO

WE

D L

OA

D

FO

RD

ING

DE

PT

HV

EH

ICL

EP

AY

LO

AD

Lo

adL

oad

SP

EE

DR

AN

GE

AL

LO

WA

NC

Ew

/o K

itw

/Kit

(lb

)(M

PH

)(m

i )(l

b)

(in

) (

in)

Tru

ck, t

k, w

ater

-svc

,1,

200-

gal,

2 1/

2-T

,6

x 6,

M50

A2

400

gal4

4560

5630

0 6

,000

3072

Tru

ck, t

k, w

ater

-svc

,1,

200-

gal,

2 1/

2-T

,6

x 6,

M50

A3

500

gal

4560

5630

0 6

,000

3072

Tru

ck, d

ump,

2 1

/2-T

,6

x 6,

M34

2A2

5,0

0045

6056

275

6,0

0030

72

Tru

ck, v

an, 2

1/2

-T,

6 x

6, M

292A

1, M

292A

2,M

292A

5 5

,000

4560

5630

0 6

,000

3072

Tru

ck, t

rac,

2 1

/2-T

,6

x 6,

M27

5A2

7,0

005

3660

5625

017

,000

630

72

Tru

ck, v

an, s

hop,

2 1

/2-T

,6

x 6,

M10

9A3

5,0

0045

6056

300

6,0

0030

72

Tru

ck, d

ump,

5-T

, 6 x

6,

M51

10,0

0047

6052

488

15,0

0030

78

Tru

ck, d

ump,

5-T

, 6 x

6,

M51

A2

10,0

0047

6054

477

15,0

0030

78

Tru

ck, d

ump,

5-T

, 6 x

6,

M81

710

,000

3160

5248

015

,000

3078

Tru

ck, d

ump,

5-T

, 6 x

6M

929,

M93

110

,000

3160

5548

015

,000

3078

Tru

ck, d

ump,

5-T

, 6 x

6,

M92

9A1,

M93

0A1

10,0

0031

6055

500

15,0

0032

80

Tru

ck, t

rac,

5-T

, 6 x

6,

M52

15,0

005

2868

5330

030

,000

630

78

Tru

ck, t

rac,

5-T

, 6 x

6,

M52

A1

15,0

005

4760

5447

730

,000

630

78

Tru

ck, t

rac,

5-T

, 6 x

6,

M52

A2

15,0

005

4760

5447

737

,000

630

78

Tru

ck, t

rac,

5-T

, 6 x

6,

M93

1A1,

M93

1A2

15,0

005,

731

5163

460

37,5

006,

732

80

Table 3-1. Truck performance data (continued)

FM 55-15FM 55-15

3-183-18

MA

XIM

UM

GR

AD

Ew

/To

wed

w/o

To

wed

MA

XIM

UM

CR

UIS

ING

TO

WE

D L

OA

D

FO

RD

ING

DE

PT

HV

EH

ICL

EP

AY

LO

AD

Lo

adL

oad

SP

EE

DR

AN

GE

AL

LO

WA

NC

Ew

/o K

itw

/Kit

(lb

)(M

PH

)(m

i)(l

b)

(in

) (

in)

Tru

ck, t

rac,

5-T

, 6 x

6,

M81

815

,000

5,7

4260

5230

037

,500

6,7

3078

Tru

ck, t

rac,

5-T

, 6 x

6,

M93

2A1

15,0

005,

731

5163

460

37,5

006,

732

80

Tru

ck, c

argo

, 5-T

,6

x 6,

M54

10,0

0051

6053

214

15,0

0030

78

Tru

ck, c

argo

, 5-T

,6

x 6,

M54

A1,

M54

A1C

10,0

0047

6054

350

15,0

0030

78

Tru

ck, c

argo

, 5-T

,6

x 6,

M54

A2,

M54

A2C

10,0

0047

6054

350

15,0

0030

78

Tru

ck, c

argo

, 5-T

6 x

6, M

55A

2,10

,000

4760

5435

015

,000

3078

Tru

ck,c

argo

, 5-T

,6

x 6,

M55

10,0

0046

6052

225

15,0

0030

78

Tru

ck, c

argo

, 5-T

,6

x 6,

M81

3, M

813A

110

,000

5560

5235

015

,000

3078

Tru

ck,c

argo

, 5-T

,6

x 6,

M81

410

,000

5260

5235

015

,000

3078

Tru

ck, c

argo

, 5-T

,6

x 6,

M92

3, M

925

10,0

0042

6055

350

15,0

0030

78

Tru

ck, c

argo

, 5-T

,6

x 6,

M92

3A1,

M92

5A1,

M92

3A2,

M92

5A2

10,0

0042

6063

350

15,0

0030

78

Tru

ck, c

argo

, 5-T

,M

927,

M92

810

,000

3860

5535

015

,000

3078

Tru

ck, c

argo

, 5-T

,6

x 6,

M92

7A1,

M92

8A1,

M92

7A2,

M92

8A2

10,0

0038

6063

350

15,0

0030

78

Tru

ck, w

kr, 5

-T, 6

x 6

,M

62 5

,000

3658

5321

415

,000

3078

Tru

ck, w

kr, 5

-T, 6

x 6

,M

816

7,0

0046

6052

500

20,0

0032

78


FM 55-15FM 55-15

3-193-19

MA

XIM

UM

GR

AD

Ew

/To

wed

w/o

To

wed

MA

XIM

UM

CR

UIS

ING

TO

WE

D L

OA

D

FO

RD

ING

DE

PT

HV

EH

ICL

EP

AY

LO

AD

Lo

adL

oad

SP

EE

DR

AN

GE

AL

LO

WA

NC

Ew

/o K

itw

/Kit

(lb

)(M

PH

)(m

i)(l

b)

(in

) (

in)

Tru

ck, w

kr, 5

-T, 6

x 6

,M

936A

1 7

,000

3160

6350

0 2

0,00

032

78

Tru

ck, w

kr, 5

-T, 6

x 6

,M

936A

2 7

,000

3160

6350

0 2

0,00

032

78

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M29

1A1,

M29

1A1C

, M29

1A1D

,M

291A

2C 5

,000

—60

5835

0 1

5,00

030

78

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M82

0 5

,000

5260

5235

0 1

5,00

0—

—

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M93

4 5

,000

4160

5535

0 1

5,00

030

78

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M93

4A1

5,0

0041

6063

350

15,

000

3078

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M93

4A2

5,0

0041

6063

350

15,

000

3078

Tru

ck, s

take

, 5-T

,6

x 6,

M82

110

,000

4360

6035

0 1

5,00

030

78

Tru

ck, c

argo

, 10-

T,

8 x

8, M

977

22,0

0030

6057

300

20,

000

48—

Tru

ck, c

argo

, 10-

T,

8 x

8, M

978

18,0

0030

6057

300

20,

000

48—

Tru

ck, c

argo

, 10-

T,

8 x

8, M

984

31,0

0030

6057

300

20,

000

48—

Tru

ck, c

argo

, 10-

T,

8 x

8, M

985

21,7

2930

6057

300

20,

000

48—

Tru

ck, t

rac,

10-

T,

6 x

6, M

916

40,0

005

33—

5930

012

6,00

0620

—

Tru

ck, t

rac,

10-

T,

6 x

6, M

916A

168

,000

820

—54

300

130,

0006

20—

Tru

ck, t

rac,

10-T

,8

x 6,

M92

070

,000

528

—64

300

99,

6206

24—


FM 55-15FM 55-15

3-203-20

MA

XIM

UM

GR

AD

Ew

/To

wed

w/o

To

wed

MA

XIM

UM

CR

UIS

ING

TO

WE

D L

OA

D

FO

RD

ING

DE

PT

HV

EH

ICL

EP

AY

LO

AD

Lo

adL

oad

SP

EE

DR

AN

GE

AL

LO

WA

NC

Ew

/o K

itw

/Kit

(lb

)(M

PH

)(m

i)(l

b)

(in

) (

in)

Tru

ck, t

rac,

10-

T,

6 x

6, M

123A

1C30

,000

5

47

6044

350

80,

0006

7830

Tru

ck, t

rac,

14-

T,

6 x

4, M

915

30,0

005

41.1

—65

396

84,

0006

24—

Tru

ck, t

rac,

14-

T,

6 x

4, M

915A

128

,400

519

.9—

5835

7 8

4,00

0620

—

Tru

ck, t

rac,

14-

T,

6 x

4, M

915A

250

,000

8

20

—56

300

105,

0006

20—

Tru

ck, t

rac,

16.

5-T

,10

x 1

0, P

LS, M

1074

33,0

00

3

0—

5022

5 5

0,00

048

—

Tru

ck, t

rac,

16.

5-T

,10

x 1

0, P

LS w

/cra

ne,

M10

7533

,000

30

—50

225

50,

000

48—

Tru

ck, t

rac,

22

1/2-

T,

8 x

6, M

911

48,0

005

2

0—

4330

013

7,00

0628

—

Tru

ck, t

rac,

22

1/2-

T,

8 x

8, M

1070

46,0

005

1

5—

4532

519

0,40

0628

—

1H

ighw

ay r

equi

rem

ent o

nly.

2In

crea

sed

load

s au

thor

ized

for

seve

ral s

peci

fic S

250

shel

ter

payl

oads

.

31,

200-

gallo

n ca

paci

ty fo

r cr

oss-

coun

try

auth

oriz

ed b

y D

A w

aive

r, s

ubje

ct to

loca

l com

man

der’s

dis

cret

ion.

41,

000-

gallo

n ca

paci

ty fo

r cr

oss-

coun

try

auth

oriz

ed b

y D

A w

aive

r, s

ubje

ct to

loca

l com

man

der’s

dis

cret

ion.

5V

ertic

al lo

ads

on th

e fif

th w

heel

onl

y.

6T

owed

load

is th

e to

tal w

eigh

t of t

he s

emitr

aile

r an

d pa

yloa

d.

7V

ehic

les

appr

oved

for

use

with

M87

1 se

mitr

aile

r ca

rryi

ng lo

ads

up to

44,

800

poun

ds.

8V

ertic

al lo

ad o

n tr

acto

r.


FM 55-15FM 55-15

3-213-21

Table 3-2. Truck performance data – Family of Medium Tactical Vehicles (FMTV)

MA

XIM

UM

GR

AD

Ew

/To

wed

w/o

To

wed

MA

XIM

UM

CR

UIS

ING

TO

WE

D L

OA

D

FO

RD

ING

DE

PT

HV

EH

ICL

EP

AY

LO

AD

Lo

adL

oad

SP

EE

DR

AN

GE

AL

LO

WA

NC

Ew

/o K

itw

/Kit

(lb

)(M

PH

)(m

i)(l

b)

(in

) (

in)

Tru

ck, c

argo

, 2 1

/2-T

,4

x 4,

M10

78

5,00

030

6055

400+

9,5

2036

60

Tru

ck, v

an, 2

1/2

-T,

4 x

4, M

1079

5,

000

3060

5540

0+ 9

,520

3660

Tru

ck, c

argo

, 2 1

/2-T

,4

x 4,

LA

PE

S, M

1081

5,

000

3060

5540

0+ 9

,520

3660

Tru

ck, c

argo

, 5-T

,6

x 6,

M10

83 10

,000

3060

5530

0+21

,000

3660

Tru

ck, c

argo

w/M

HE

,5-

T, 6

x 6

, M10

84 10

,000

3060

5530

0+21

,000

3660

Tru

ck, l

ong,

car

go,

5-T

, 6 x

6, M

1085

10,0

0030

6055

300+

21,0

0036

60

Tru

ck, l

ong,

car

go,

w/M

HE

, 5-T

, 6 x

6,

M10

8610

,000

3060

5530

0+21

,000

3660

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M10

87(2

)(2

)(2

)(2

)(2

)(2

)(2

)(2

)

Tru

ck, t

rac,

5-T

, 6 x

6,

M10

8840

,000

122

6055

300+

21,0

0036

60

Tru

ck, w

kr, 5

-T, 6

x 6

,M

1089

—22

6055

300+

21,0

0036

60

Tru

ck, d

ump,

5-T

, 6 x

6,

M10

9010

,000

3060

5530

0+21

,000

3660

Tru

ck, t

k, fu

el/w

ater

-svc

,1,

500/

2,00

0-ga

l, 6

x 6

M10

91(2

)(2

)(2

)(2

)(2

)(2

)(2

)(2

)

Tru

ck, c

argo

, 5-T

, 6 x

6,

LAP

ES

/AD

, M10

9310

,000

3060

5530

0+21

,000

3660

Tru

ck, d

ump,

5-T

, 6 x

6,

LAP

ES

, M10

9410

,000

3060

5530

0+21

,000

3660

1V

ertic

al lo

ad o

n fif

th w

heel

.2

Not

ava

ilabl

e at

tim

e of

pub

licat

ion.

FM 55-15FM 55-15

3-223-22

Step 2: Establish a motor transport schematic(Figure 3-8). The schematic assists the planner byproviding a graphical representation of the transpor-tation distribution network.

Step 3: Determine network workload require-ments. Determine the total workload throughoutthe transportation infrastructure and annotaterequirements on the transport schematic (whichnow becomes a workload schematic). The workloadschematic (Figure 3-9, page 3-23) depicts commodityby segment and assists the planner in the efficientallocation of resources.

Step 4: Assess the highway tonnage capability.The tonnage capabilities of roads and bridges areimportant considerations when selecting routes. Thegross weight of the heaviest load vehicle shouldnot exceed the rated tonnage capacity of theweakest bridge. It is difficult to determine exacttonnage capabilities of a highway for sustained

operations because conditions vary. In the absenceof more accurate data, use Table 3-3, page 3-23, as aguide for highway tonnage capabilities. This tablegives estimates of supply support tonnage capabilitiesfor various conditions involved with sustained opera-tions. The following steps will enable the planner toassess a highway’s capabilities. When more than onecondition is involved in a step, apply the most restric-tive factor.

• Select the type of road surface.• Select the area of operation.• Apply the narrow roadway factor as applicable.• Apply one of the three limiting terrain factors to

the new capability (if applicable). Apply only the mostrestrictive terrain factor.

• Apply the bad weather factor to the new capabil-ity (if weather is expected for a sustained period).

• Determine the workload requirement (convert allcommodities to STONs).

• Identify excess or shortfall capacity.

Figure 3-8. Transportation distribution network

REDPORT

10 K

M

SUPPORTBASE #1

10 K

M

SUPPORTBASE #2

10 K

M

TT #3 TT #1144 KM 144 KM 37 KM

TT #2

475 KM

325 KM 150 KM

BRAVOBEACH

15 K

M

ææ

TTP's

ææMOTOR TRANS SCHEMATIC

FM 55-15FM 55-15

3-233-23

REDUCTION FACTORS FORDAILY TONNAGE FORWARD VARIOUS CONDITIONS

(STONs) (%)

NarrowRoadway

Optimum Supply Supply (Less than Hills SeasonalDispatch Traffic Traffic 24 ft Rolling with Bad

(Rear Area) (COMMZ) (CZ) or 7.20 m) Terrain Curves Mountains Weather

Concrete 60,000 36,000 8,400 25 10 30 60 20

Bituminous 45,000 27,000 7,300 25 10 30 60 30

Bituminous- treated 30,000 18,000 5,800 25 20 40 65 40

Gravel 10,150 6,090 3,400 25 20 50 70 60

Dirt 4,900 2,940 1,600 25 25 60 80 90

HIGHWAYTYPE

WORKLOAD SCHEMATIC

REDPORT

10 K

MSUPPORTBASE #1

10 K

M

SUPPORTBASE #2

10 K

M

TT #3 TT #1 TT #2

475 KM

325 KM 150 KM

BRAVOBEACH

500

1200 / 100900 / 50500

òò

700

900 / 50700ðð ðð

òò

1200

/ 10

090

0 / 5

0

1200

/ 10

050

0

ññ ññ

900

/ 50

700

15 K

M

Figure 3-9. Transportation network workload

Table 3-3. Highway tonnage capabilities

FM 55-15FM 55-15

3-243-24

Step 5: Determine the number of required truckcompanies. Use Table A-1, page A-9, and Table A-2,page A-12, to determine planning capabilities ofthe appropriate truck companies. All three units areauthorized 60 tractors each (cargo trucks for the lighttruck company), rendering 50 (60 x 84.7 percent)

trucks available for daily tasking and planningpurposes. To determine the line-haul and local haultruck company requirements see Figure 3-10. Forthe types of vehicles used in this exercise, the mostrestrictive TVAR is used.

LINE-HAUL TRUCK COMPANY REQUIREMENTS

• Local haul network between Port Red and TT #3

Step 1: Turnaround time =2 x 10 km

+ 2.5 = 3.33 hr24 KIH

Step 2: Truck companies required

STONs =2100 STONs x 3.33 hr

= 6,993

= 1.07.02 STONs x 50 veh x 20 hr 7,020

Contrs =150 contrs x 3.33 hr

=499.5

= .252 contrs x 50 veh x 20 hr 2,000

• Local haul network between TT #1 and SB #1

Step 1: Turnaround time = 2 x 10 km

= 2.5 = 3.33 hr24 KIH



=5,661

= 1.24.8 STONs x 50 veh x 20 hr 4,800


=333

= .331 STON x 50 veh x 20 hr 1,000

Step 3: Additional Truck companies required


= 1,750

= .364.8 STONs x 50 veh x 20 hr 4,800

• Line-haul leg between TT #3 and TT #1

Step 1: Segment distance =(10-1) x 32 KIH = 144 km

Step 2: Number of segments =325 km = 2.26 = 3 segments 144 km

Step 3: Turnaround time =2 x 325 km + 3 = 23.31 hr 32 KIH



=60,606

= 8.67.02 STONs x 50 veh x 20 hr 7,020


=3,495.5

= 1.72 contrs x 50 veh x 20 hr 2,000

• Local haul network between TT #2 and SB #2


+ 2.5 = 3.33 hr24 KIH



=5,328

= 1.14.8 STONs x 50 veh x 20 hr 4,800


=166.5

= .171 STON x 50 veh x 20 hr 1,000

• Local haul network between Bravo Beach andTT #1

Step 1 : Turnaround time =2 x 10 km

+ 2.5 = 3.75 hr16 KIH



=1,875

= .394.8 STONs x 50 veh x 20 hr 4,800

LOCAL HAUL TRUCK COMPANY REQUIREMENTS

• Line-haul leg between TT #1 and TT #2

Step 1: Segment Distance =(10 - 1) x 32 KIH

= 144 km2

Step 2: Number of Segments =150 km

= 1.04 = 1 segment144 km


+ 1 = 10.37 hr32 KIH

Figure 3-10. Line-haul and local haul truck company requirements

FM 55-15FM 55-15

3-253-25

operating expenses. The typical motor park shouldinclude the following facilities:

• Motor park office. This office should be inthe motor park operations area.

• Dispatch office. All vehicular operations arecontrolled through this office. If at all possible, itshould be at the exit of the motor park. This allowsthe dispatcher to visibly check vehicles leavingthe parking area.

• Driver’s room. For orderly operation, thedrivers’ room should be near, but separate from, thedispatch office.

• Vehicle washing facilities. These facilitiesshould be available in all weather conditions. Theyshould be located so that drainage flows away fromparking areas and buildings. Automatic washing fa-cilities should be considered when feasible.

• Motor pool/shop operations. Activities in themotor pool/shop include regularly scheduled preven-tive maintenance and services, general repairs, spotpainting, minor body work, carpentry, and welding.

Fire hazards and environmental restrictions mayrequire that some functions be performed at otherlocations. For example, painting and welding mustbe carried out in separate areas. Mission require-ments and vehicle availability determine which workis performed first.

• Parts room. This facility is centrally locatedwithin the main shop building to afford easy access toparts and tools. It should include an issue counter,bins, and tool racks.

Step 6: Total truck companies required byTOE type:

• 55727L100 (MED TRK) – 14.26• 55728L100 (MED TRK) – 3.55

See Table 3-4 for number of truck companiesrequired by segment.

Step 7: Establish command and control struc-ture:

• Total truck companies required: 17.81 = 18• Total battalions required: 3.6 = 4• Total groups required: .80 = 1• TTPs required: 2• TTP teams required: 10 (3 truck terminals and

2 TTPs x 2 teams per location)

TRANSPORT OPERATIONS

Transport operations support a variety of missionsdepending on unit locations and situations. Whetherin CONUS or overseas, motor transport units areusually employed in a general support role within aspecified area or along specific routes. The follow-ing paragraphs address various aspects of motortransport operations.

Motor Park Facility

The layout of motor parks varies, depending onspace and conditions (Figure 3-11, page 3-26). Fornew construction, a single structure should bebuilt to economize on construction costs and

STONs CONTRS ADDNL TOTAL

TT #3 to TT #l line-haul leg 8.6 1.75 10.35

TT #1 to TT #2 line-haul leg 2.4 0.26 2.66

Red Port to TT #3 local haul 1.0 0.25 1.25

TT #l to SB #1 local haul 1.2 0.33 0.36 1.89

TT #2 to SB #2 local haul 1.1 0.17 1.27

Bravo Beach to TT #3 local haul 0.39 0.39

TOTAL 14.69 2.76 0.36 17.81

Table 3-4. Number of truck companies required by segment

FM 55-15FM 55-15

3-263-26

OFFICE

EXIT ENTER

DISPATCHOFFICE

ENTER

WASHRACK

ENTER

ENTER

MAINTENANCE BAYS

EXIT

EXIT

EXIT

SERVICE

STATION

MAINTOFC WR PARTS ROOM MOTOR PARK SHOP OPERATIONS

EMERGENCYEXIT

EMERGENCY REPAIRAND INSPECTION

Figure 3-11. Motor park facility layout

FM 55-15FM 55-15

3-273-27

Vehicle Loading

The driver is responsible for the proper loading ofthe vehicle. To begin, place heavy supplies at thebottom of the load, distributing them evenly overthe cargo floor. Distributing weight equally ensuresthat the load will not shift. The following rules alsoapply to vehicle loading:

• Do not distribute the load loosely or build ittoo high. High, loosely distributed loads cause sway-ing, making the vehicle difficult to handle andincreasing the danger of overturning or losing cargo.Generally, cargo is not stacked above the top ofthe side rails.

• If the truck has an open body, put a tarpaulinover the cargo to protect against sun, dust, rain, andpilferage.

Figure 3-12. Load placement in trucks and semitrailers

RIGHTWRONG

Select the right vehicle for the right job.

• Place barrels and drums on their sides parallelwith the length of the truck; brace and pyramidthem. If the possibility of leakage prohibits thisplacement, set the drums upright. Note that fewerdrums can be loaded in the same space with theupright arrangement.

• Combine boxed, crated, and packaged cargowith like items or items of compatible shapes ortransportability codes.

• Load sacked cargo separately, ensuring thatthe sacks cannot be punctured by odd-shaped items.Stack sacked cargo in overlapping layers to preventshifting.Figure 3-12 shows the right and wrong placementsof loads in trucks and semitrailers.

WRONG

This load bends the frame, overloads front tires,and makes steering harder.

RIGHT

Place heavy part of load near rear axle for propertire loading and to keep frame from bending.

CONVENTIONAL TRUCKCAB-OVER-ENGINE (COE) TRUCK

30% 70% 20% 80%

Tires, axles, and frame are designed to carry a load distributed as shown.

FM 55-15FM 55-15

3-283-28

Figure 3-12. Load placement in trucks and semitrailers (continued)

WRONG

This placement overloads trailer rear wheels so thatbrakes will not function properly and rubber scuffsaway.

RIGHT

Distribute the load over the full trailer floor.

WRONG

This load bends the frame, overloads rear tires,and makes steering almost impossible.

RIGHT

Set a concentrated load just ahead of the rearaxle with the longest side on the floor, if possible.

40%20% 40%55%45%

Distribute trailer loads equally between the rear tires and the fifth wheel. Thisplacement transfers the load to the tractor.

WRONG

This placement overloadsone spring and set of tires.Brakes lock on the light side,causing skids.

RIGHT

Nothing is overloaded; framewill not twist and loosencross-member rivets.

WRONG

This placement shortens tire life and bendsthe truck rear-axle housing. Applying the trailer brakesmay lock the wheels and cause flat spots and skidding.

FM 55-15FM 55-15

3-293-29

Road Movement Tables

Convoy commanders use road movement tables(Figure 3-13) to track progress during movement.These tables help to ensure that convoys arrive andclear each CP on schedule. They are particularlyuseful if including such details in the body of theOPORD would complicate it or make it unduly long.Road movement tables often require a wider distribu-tion than normal OPORDs. Copies are issued toconvoy operating personnel, movement regulatingteam personnel, and traffic control posts. For securityreasons, tables may not include dates or locations.The road movement table is assigned a security

classification based on its contents. The table’sclassification is not necessarily the same as thatof the OPORDs. The road movement table may beissued as an annex to the OPORD. If issued alonethe table must be signed and authenticated in thesame way as other orders.

The road movement table shows the date of themove, units involved, number of vehicles, and loadclass of the heaviest vehicle. It also shows theroutes and times when serials will arrive at andclear critical points.

Figure 3-13. Suggested format for road movement table

(Classification)

(Classification)

Copy NoIssuing HQPlace of IssueDate-Time Group of SignatureMessage Reference No

Annex B – ”Movement Table” to Operation Order for Movement NoMap:

General Data: 5. Critical points:1. Average speed: (a) Start points.2. Traffic density: (b) Release points.3. Halts: (c) Other critical points.4. Routes (between start points 6. Main routes to start points:

and release points): 7. Main routes from release points:

Load Route Critical Points RouteSerial or Number Class of to from

Movement Unit/ of Heaviest Start Due Clear ReleaseNumber Date Formation Vehicles Vehicles From To Route Point Ref (hr) (hr) Point Remarks

(a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n)

Authentication:Appendixes:Distribution:

FM 55-15FM 55-15

3-303-30

A strip map (Figure 3-14) may also be published as anannex to an OPORD. When a strip map is used, itsdetails should correspond to the data in the roadmovement table, and it should be distributed to thelowest practical level. Where practical and appropri-ate, a strip map may include the following data–

• Start point.• Release point.• Route numbers.• Town names.• Critical points.• Check points.• Distance between CPs.• Total distance.• North orientation.

Route Reconnaissance

A route reconnaissance overlay (Figure 3-15,page 3-31) is an accurate and concise report ofthe conditions affecting traffic flow along aspecified route. It is the preferred method ofpreparing a route reconnaissance report. A route orroad reconnaissance can be either technical or tac-tical and is required for both the hasty anddeliberate reconnaissance. An overlay and DAForm 1711-R (engineer reconnaissance report) nor-mally satisfy the requirements of hasty route recon-naissance. However, if more detail is required tosupport the reconnaissance, the overlay is supple-mented with written reports describing criticalroute characteristics in more detail. See Figure 3-16,page 3-32, for an explanation of route reconnaissanceoverlay symbols.

The following checklist should be reviewed whenpreparing reconnaissance reports:

• Identification and location of the reconnoi-tered route.

• Distance between points that should be easilyrecognized both on the ground and on the map.

• Percent of slope and length of grades thathave a 7 percent slope or greater.

• Sharp curves with a radius of 82 feet or less.• Bridge military load classifications, limiting

dimensions, and suitable bypasses. Figure 3-14. Sample strip map

• Locations and limiting data for fords andferries.

• Route constrictions, such as underpasses, thatare below minimum standard and, if appropriate,the distances these constrictions extend.

• Locations and limiting dimensions of tunnelsand suitable bypasses.

• Suitable areas for short halts and bivouacsthat offer drive-off facilities, adequate dispersioncover, and concealment.

• Areas of rockfalls and rockslides that maypresent a traffic hazard.

• Environmentally sensitive or protected areas.

17 KM AUBAGNE

35 KM

TOULONSANDOL

MONTELIMAR 21 KM

PIERRALATTE

N540

N94

N575

N113

N559

N7

N538

N

32 KM

ORANGE

27 KMAVIGNON

N10023 KM

PLAN-ORGON

22 KMN113 SALON

51 KM

MARSEILLE N8

FM 55-15FM 55-15

3-313-31

Figure 3-15. Sample route reconnaissance overlay

(B 72)

25

11%70

41

58

ää

1

8/11 àà

àà30057.5

8%

10

2

2810

ááââ

áá

50 60

7.5M X 50 (OB)

8 8

128/8/G/1

ãã

ææ

ææ ææ

34

46

Scale

1/V/1.2/X

LEGEND

1 slide area

îîîîîî

ìììì

FM 55-15FM 55-15

3-323-32

Figure 3-16. Route reconnaissance symbols

57

SYMBOL DESCRIPTION

Axial route. Use a solid line and identify the route by anodd number.

Bypass easy. Use when the obstacle can be crossed in theimmediate vicinity by a US 2 1/2-ton truck (or NATOequivalent) without work to improve the bypass.

Bypass difficult. Use when the obstacle can be crossed inthe immediate vicinity, but some work to improve thebypass is necessary.

Bypass impossible. Use when the obstacle can be crossedonly by repairing or constructing a feature, or by detouringaround the obstacle.

Civil or military route designation. Write the designation inparentheses along the route. Drawn to scale of map.

Concealment. Show roads lined with trees by a single lineof circles for deciduous trees and a single line of invertedVs for evergreen trees. Show woods bordering a road byseveral rows of circles for deciduous trees and severalrows of inverted Vs for evergreen trees.

Critical points. Number, in order, and describe criticalpoints on DA Form 1711-R. Use critical points to showfeatures not adequately covered by other symbols onthe overlay.

Damage or destruction.

Ferry. Draw arrow to the map location of the ferry. Thedata above the symbol shows, in order, the left approach,ferry serial number, ferry type, and right approach. Thedata inside the symbol shows, from left to right, themilitary load classification and the dead weight capacityin tons. The number below the symbol shows the turn-around time in minutes. A question mark indicates un-known information. Difficult approaches are shown by astraight line.Ferry type – V = vehicular, P = pedestrian

àà

àà

àà

àà

àà

àà

VVVV

VVVV

VVVV

VVV

P2

6

12

àà

VP4

20

àà

60

3

(B209)

FM 55-15FM 55-15

3-333-33

SYMBOL DESCRIPTION

Ford. Draw arrow to the ford location. The data above theline shows, in order, the left bank approach, the ford serialnumber, ford type, stream velocity (in meters per second),seasonal limitations, and right bank approach. The leftand right banks are determined by looking downstream.The data below the line shows, in order, length, width,bottom type, and depth. All measurements are in meters.Question marks indicate unknown information.

Ford type – V = vehicular, P = pedestrian

Seasonal limiting factors –X = no seasonal limitations except for limited duration

after sudden flooding.Y = significant seasonal limitations.

Bottom type –M = mudC = clayS = sandG = gravelR = rockP = artificial paving

Approach conditions –

Difficult

Easy

Full NATO bridge symbol. Indicate wheeled vehicles in theupper third of the symbol with the two-way wheeledclassification at the left and the one-way wheeled classi-fication at the right. Show tracked vehicles in the centerthird of the symbol with the two-way tracked classificationat the left and the one-way tracked classification at theright. Place the bridge serial number in the lower third ofthe symbol. Draw the arrow to the location of the bridgeand show bypass conditions on the arrow shaft. Placetraveled way width below the symbol, overhead clearanceto the left of the symbol, and overall length to the right ofthe symbol.

Grades. Show the actual percent of grade. Any grade of7 percent or more is an obstruction and is included in theroute classification formula. Arrows point uphill, and thelength of the arrow represents the length of grade if themap scale permits.

Lateral route. Use a broken line and identify the route byan even number.

OVER5 - 7% 7 - 10% 10 - 14% 14%

éééééééé

éééééé

éééé

éé

5 0.5

1/VP/2.5/X

àààà

32

60 90100 100

83

135M4.5M

8.2M

Figure 3-16. Route reconnaissance symbols (continued)

FM 55-15FM 55-15

3-343-34

SYMBOL DESCRIPTION


Limits of sector. Show the beginning and ending of thereconnoitered section of a route or road with this symbol.

Obstacles. Place the center of the symbol over the loca-tion of the blocked part of the route. Use parallel brokenlines for a proposed block, parallel lines for a prepared butpassable block, and crossed lines for a completed block.

Overhead clearance unlimited.

Parking area.

Railway bridge symbol. Place RL above the symbol toindicate a railway bridge. At the left of the symbol, showthe overhead clearance. Show the overall length of thebridge at the right of the symbol. Indicate the traveled waywidth below the symbol and underline it if it is belowstandard for the classification. Inside the symbol, showthe bridge classification in the upper half. If the class isdifferent for single- and double-flow traffic, show single-flow on the left and double-flow on the right. Place therailway bridge serial number in the lower half of thesymbol. Draw an arrow to the map location of the bridge.On the arrow shaft, indicate the ease of adapting thebridge for road vehicle use. A zigzag line means it wouldbe difficult to adapt, and a straight line means it would beeasy to adapt. Place the bypass symbol on the arrow shaftto indicate bypass conditions.

Railroad grade crossing. Use this symbol to show a levelcrossing where passing trains would interrupt traffic flow.If there is a power line present, show its height, in meters,from the ground. Underline the overhead clearance if it isless than 4.3 meters.

Sharp curve. Point the vertex of triangle to map locationof curve and indicate the radius of the curve, in meters,outside the triangle. A curve of 45 meters or less must bereported on the overlay, and a curve of 25 meters or lessis an obstruction.

Series of sharp curves. Point the vertex of the triangle atthe first curve in the series. Indicate the number ofcurves in the series (left) and the radius of the sharpestcurve (right).

RL

6605

8

6

6045

àààà

RL

60

5408

4

5àààà

4.2

26

7/15-45m or less to need recording-25m or less to be (c=3)

FM 55-15FM 55-15

3-353-35


SYMBOL DESCRIPTION

10.5 m/X/120/006 m/Z/30/4.1 m/(OB)

9 m/V/40/5 m/(OB) (W)

15/6

àà àà

àà

àààà

àà

4 00

74/6

àà

Routes classification formula. Express the formula in theorder of route width, route type, military load classifica-tion, minimum overhead clearance, obstructions, ifpresent, and special conditions.

Route types –X = all-weather routeY = limited all-weather routeA = fair-weather route

Special conditions(T) = regular snow blockage(W)= regular flooding

Tunnel. Draw arrow to map location of tunnel. Placebypass condition symbol on arrow. Show minimum andmaximum overhead clearances to the left of the symbol,the tunnel serial number inside the symbol, and the totaltunnel length to the right of the symbol. Below the symbol,show the traveled way width. If sidewalks are present,follow with a slash and the total traveled way, includingsidewalks. Underline the traveled way if the road enteringthe tunnel is wider than the traveled way of the tunnel. Usea question mark to show unknown information.

Turnout. Use this symbol to show the possibility ofdriving off the road. Draw the arrow in the direction of theturnout (right or left of road). For wheeled vehicles, drawa small circle on the shaft of the arrow. For trackedvehicles, draw a small square on the shaft of the arrowand place the length of the turnout, in meters, at the tip ofthe arrow. When a turnout is longer than 1 kilometer, usedouble arrows.

Traffic control headquarters.

Traffic control post.

Underpass constrictions. Draw the symbol over the road.Place the width of the traveled way, in meters, to the leftof the symbol. If sidewalks are present, follow the traveledway width with a slash and the total width, includingsidewalks. Underline the traveled way width if the roadentering the underpass if wider than the underpass trav-eled way. Show the overhead clearance, in meters, to theright of the symbol. Show both minimum and maximumoverhead clearances, if different.

3.5/4.54

àà

FM 55-15FM 55-15

3-363-36

SYMBOL DESCRIPTION

Unknown or doubtful information.

Width constriction. The number at the left shows thenarrowest width of the constriction, and the one at theright is the total constricted length. Both dimensions arein meters.

Bridge. Arrow extends to the bridge’s location onthe map. Lower portion of symbol indicates the bridgeserial number; the upper portion indicates military loadclassification. Classification numbers must be under-lined if width or overhead clearance is belowminimum standard.

1204

?.........................

..................................

....... ..........

80

4àà

weight of the heaviest loaded vehicle should notexceed the rated tonnage capacity of the weakestbridge. It is difficult to determine exact tonnage capa-bilities of highways for sustained operations becauseconditions will vary. Also, the volume of tactical,administrative, and local traffic using supply routesmay exceed that of cargo-hauling vehicles. This traf-fic further restricts highway transport capabilities.

In the absence of more accurate data, refer back toTable 3-3, page 3-23, as a guide for highway ton-nage capabilities. This table gives estimates ofsupply support tonnage capabilities for variousconditions. Sustained operations, adequate roadmaintenance, and two-way traffic are assumed. Whenmore than one limiting condition is involved, applythe reduction factors in the same order as theyappear in the table (left to right):

• First, narrow roadway.• Second, terrain (rolling hills or mountains).• Third, weather (if conditions are sustained).

Size and weight limits change periodically as a resultof road and bridge construction. Planners must verifylocal limits and clearance and exemption methodswith local military or civilian agencies before puttingvehicles on the road.

Traffic Circulation Plan

A traffic circulation plan (Figure 3-17, page 3-37) isa map overlay or graphic representation that shows aroad net and gives necessary information and trafficrestrictions. The circulation plan establishes one-way,two-way, and alternating routes of traffic flow. Routesmust be available for a circular flow in the requireddirections. A one-way route normally requires a returnroute in the opposite direction. Adequate access andegress routes must be provided to prevent congestionof MSRs. The traffic circulation plan includes–

• All MSRs, checkpoints, and highway regulationpoints.

• Route names, direction of travel, boundaries,and principal supply activities.

• Any restrictive route features, critical points,and rest and refuel areas.

• Traffic control points if provided by the provostmarshal before publication.

Traffic circulation plans frequently combine a stan-dard map with an overlay to give the neededinformation. If the necessary information is toomuch to put on one overlay, use separate overlaysfor different types of information.

Tonnage capacities of roads and bridges are impor-tant considerations when selecting routes. The gross


FM 55-15FM 55-15

3-373-37

Figure 3-17. Sample traffic circulation plan

FEBAFEBA

62

46

1

xxx23

1 x 2BSA

x

231 23

BSAx

2

x

UPTON

2 x 3

x xx233

232

3

BSAx

23

9065

80x

xx

LINDON

80

x

3

xx 232016 xxx

16xxx

xx3

xx

3DSA

N22

MS

R R

ED

xx

23xxx4

N20

MS

R B

LUE

N16

LEETOWN

xx

xx 2523

23 INF DIVxx

4 CORPS

3 xx

25

16

ããææ

ãã

ææ

ããææ

ææ

ãã

N201

ãã

ææ

N36

MS

R G

RE

EN

FM 55-15FM 55-15

3-383-38

bumper, and below the driver’s vision. Markings arelusterless black numerals on a lusterless forest greenbackground. See Figure 3-18 for examples of truckmarkings. See FM 5-170 for weight classificationlistings of specific vehicles.

Bridges. Every military bridge is posted with anumber capacity to indicate the highest weight-classvehicle that can safely cross. Heavier vehicles arebarred except in special cases; for example, crossingat reduced speed or in limited numbers. Fixedbridges may also be marked with the length in feet ofthe span which corresponds to the posted capacity.

There are two types of bridge signs: classification(circular) signs and information (rectangular) signs.In both types, symbols or letters appear in black on ayellow background. See Figure 3-19, page 3-39, andFigure 3-20, page 3-40, for examples.

Figure 3-18. Vehicle classification markings

9”65C

6”55

14 6”

9”18

Military Load Classification System

The military load classification system is a load-capacity rating system based on vehicle weight and itseffect on routes and bridges. In this classificationsystem, whole numbers are assigned to vehicles,bridges, and routes. Most allied military vehicles areexternally marked with their respective classificationnumber. Military load classifications are assigned tobridges and routes based on their safe-load capacityand physical dimensions. See FM 5-36 for a detaileddiscussion of the military load classification system.

Vehicles. Except for prime movers, self-propelledvehicles in Class 3 or higher and towed vehicles inClass 1 or higher are marked to indicate theirclass. Prime movers are marked either with theirown class or the class of the normal combination ofprime mover with trailer or semitrailer. Markings ontrucks should be on the right front, on or above the

FM 55-15FM 55-15

3-393-39

Figure 3-19. Typical bridge signs

SINGLE-LANEFIXED BRIDGE

SINGLE-LANEFLOATING BRIDGE

MAP OVERLAY SYMBOL

MAP OVERLAY SYMBOL TWO-LANE BRIDGEUSED FOR EITHERSINGLE- OR TWO-

LANE TRAFFIC

ACTUAL ROAD SIGN

30 40

60 60FLOATING BRIDGE

60

10080

DUAL-CLASSBRIDGE

ACTUAL ROAD SIGN

60 80

6080

80 100

8060

80

FM 55-15FM 55-15

3-403-40

Figure 3-20. Typical placement of bridge signs

SINGLE-LANE BRIDGE

IF YOU HIT TELLTALEYOU CANNOT CROSS

BRIDGE

TURNOUTAHEAD

ONE-WAYBRIDGE

5KM

TURNOUT

60

BRIDGEHEIGHT

LESS 3 IN

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ââ

ââ

ãã

ãã

ãã

ãã

TWO-LANE, DUAL-CLASS BRIDGE

TURNOUTAHEAD

TURNOUT

ãã

ãã

ãã

ãã

ãã

ãã

ãã ãã

10570

9060

ãã ãã

ãã

BRIDGE5KM

FM 55-15FM 55-15

3-413-41

Routes. Routes are classified according to theroute classification formula. The formula is a briefdescription of the route that is used with a routereconnaissance overlay. The route classificationformula reflects the following:

• Route width.• Route type.• Lowest military load classification.• Obstructions, if any, to traffic flow.• Overhead clearance.• Special conditions on the route.

The width of a route, including bridges, tunnels,roads, and other constrictions, is the narrowestwidth of the traveled way and is expressed in metersor feet. Minimum route widths for wheeled andtracked vehicles in single- and double-flow trafficare shown in Table 3-5.Type. For classification purposes, the type of routeis based on its resistance to the effects of weather.The worst section of the route determines its type.Route types are defined as follows:

• Type X – an all-weather route that, withreasonable maintenance, is passable throughoutthe year to maximum capacity traffic. Roads on aType X route normally have waterproof surfaces andare only slightly affected by precipitation and tem-perature fluctuations. At no time is the route closedto traffic due to weather except for temporary snow orflood blockage.

• Type Y – an all-weather route which, withreasonable maintenance, can be kept open in allweather, although sometimes it is open to lessthan maximum capacity traffic. Roads on a Type Yroute usually do not have waterproof surfacesand are considerably affected by precipitation andtemperature fluctuations. Adverse weatherconditions may cause traffic to be completelyhalted for short periods of up to one day at a time,during which heavy use of the road may causecomplete collapse of the surface.

• Type Z – a fair-weather route which quicklybecomes impassable in adverse weather and can thenbe kept open only by major repairs/construction. AType Z route is so seriously affected by weather thattraffic may be brought to a halt for long periods.

Load. Route load classification is usually deter-mined by the lowest bridge or ferry military loadnumber (regardless of vehicle type or traffic condi-tions). Using the lowest bridge classificationnumber ensures that the route will not be over-loaded. When a proposed route has a military loadclassification lower than that of the vehicles thatmust cross it, this fact is shown on the routereconnaissance overlay. A special reconnaissancedetermines if a change in traffic control proce-dures, such as a single-flow crossing, would makethe route safe for these vehicles. If there is nobridge on the route, the worst section of roadgoverns the route classification.

Obstructions. Obstructions affect the type, amount,and speed of traffic flow. Route obstructions areindicated in the route classification formula by theletters “OB.” (An exception is bridge capacitiesreported separately as a military load classification.)Reconnaissance overlay symbols are used todescribe the nature of each obstruction on theoverlay. The following obstructions mustbe reported:

• Overhead obstructions, such as bridges, tunnels,underpasses, wires, and overhanging buildings, thathave an overhead clearance under 14 feet (4.3 m).

• Reductions in traveled-way widths which arebelow the standard minimums prescribed in FM 5-170for the type of traffic flow. Examples are widthreduction due to bridges, tunnels, craters, lanes throughmine areas, and projecting buildings or rubble.

• Gradients (slopes) of 7 percent or greater.

WIDTHS

TRAFFIC Wheeled TrackedFLOW Vehicles Vehicles

Single 18 to 24 ft 19.5 to 26 ft(5.5 to 7.3 m) (6 to 8 m)

Double Over 24 ft Over 26 ft(7.3 m) (8 m)

Table 3-5. Minimum route widths for wheeledand tracked vehicles

FM 55-15FM 55-15

3-423-42

• Curves with radius of less than 82 feet(25 meters).

• Ferries.• Fords.

NOTE: Slopes of 5 percent or more and curves of45 meters or less must be reported on thereconnaissance overlay (even though they donot meet the obstruction criteria) to ensure thatminimal trafficability requirements are reported.

If an obstruction appears in the route classificationformula, refer to the route reconnaissance overlayto determine the exact type and location of theobstruction.

Formulas. Examples of typical route classificationformulas are shown in Table 3-6.

Convoy Movement

A convoy is a group of vehicles moving from the sameorigin to destination that are organized under a singlecommander for the purpose of control. All vehicles

normally move at the same march rate. The numberof vehicles that make up a convoy will be determinedby theater policy, standardization agreements, orhost nation traffic regulations. In the absence ofpolicies to the contrary, convoys should consistof six or more vehicles. Also, when 10 or morevehicles per hour are dispatched to the samedestination over the same route, they will be consid-ered a convoy.

To aid in control, large columns may be broken downinto serials, and serials may be broken down intomarch units. Each column and each organized elementmust include the following personnel:

• Commander, either officer or noncommissionedofficer, whose place in the column varies to bestcontrol the convoy.

• Pacesetter, in the first vehicle of the first ele-ment, to lead the column and regulate its speed.

• Trail officer, in each column, travels in the rearof each element to deal with problems that occurwithin the column.

MINIMUM MILITARYWIDTH OF ROUTE LOAD

FORMULA TRAVELED WAY TYPE CLASSIFICATION REMARKS

20 ft Z 10 20 ft fair 10 Based on 20-ft min width of travledweather way, accommodates wheeled

and tracked, single-flow traffic.No obstructions.

20 ft Z 10 20 ft fair 10 If used for double-flow traffic, min(OB) weather width of traveled way (20 ft) is

considered an obstruction.

7 M Y 50 7 M limited 50 If used for wheeled or tracked(OB) all weather vehicles in double-flow traffic,

min width of traveled way (7M) isconsidered an obstruction.

10.5 M X 10.5 M all- 120 Based on 10.5-m min width of120 (OB) weather traveled way, accommodates

wheeled and tracked vehicles indouble-flow traffic.

Table 3-6. Typical route classification formulas

FM 55-15FM 55-15

3-433-43

Column identification. Each column is identifiedaccording to STANAG 2027 guidance. For example,a blue flag on the lead vehicle, a green flag on the lastvehicle. When moving at night the lead vehicle alsoshows a blue light and the last vehicle a green light.The column commander’s vehicle displays a flagbisected by a diagonal line to form two triangles. Theupper triangle is white; the lower is black. In areaswhere vehicles drive on the left side of the roadway,flags are mounted on the right side of the vehicle;otherwise, they are mounted on the left side.

Each column is identified for the entire movementby a number known as a “movement number” or“identification serial number.” The controlling andscheduling movement control organization assignsthis number at the time it assigns the movementcredit. Command directives or STANAGs normallyprescribe that moving units chalk the movementcredit on the sides of their vehicles and, if possible,in the front of their vehicles to identify that themovement is authorized. In Europe, the movementnumber includes a date, organizing authority, andsequence number, as follows:

• Two digits indicating the day of the month whenmovement is scheduled.

• Three or four letters indicating the organizingauthority. First two letters are the national symbolsshown in STANAG 1059.

• Two or three digits indicating the serial numberassigned by the responsible authority; one letter toidentify elements of the column (optional).

For example, movement number 15-JSV-412Didentifies column number 8, composed of V Corpsvehicles, which will be moved by US authority onthe third day of the current month. The elements of aconvoy may be identified by adding a letter behindthe movement number. Based on circumstances,columns may also be identified IAW theater policy,HN guidance, or other STANAGs.

In CONUS, movement numbers normally include acommand identifier, Julian date, and sequence num-ber. For example, a unit from Fort Bragg, NC willmove on Julian date 010, and the credit was the firstissued for that date. The movement credit would

be FB-010-01. Codes may be added after the se-quence number to further identify the unit or type ofmovement. See FM 55-10 for more information.

NOTE: Command directives will determine themakeup of movement numbers in any theaternot governed by a STANAG. For a descriptionof how to develop a movement number in CONUS,see FM 55-312.

Movement credit. A movement credit is an alloca-tion granted to one or more vehicles in order to moveover a controlled route in a fixed time accordingto movement instructions. Besides the allocation ofa movement number or identification serial number,a movement credit indicates times at which thefirst and last vehicle of a column are scheduled topass the entry and exit points. These are the pointswhere the column enters and leaves the controlledroute. The credit is a control number. Policies fordetermining the codes used for movement creditsare governed by STANAGs, HN traffic regulations,or command directives.

Preparing for Vehicle Air Movement

Units which must be ready for immediate air move-ment should make preparations well in advance toavoid delays in loading vehicles on transporting air-craft. Essential items of information which shouldbe known beforehand for each vehicle are–

• Weight with load.• Dimensions.• Center of balance.• Prepared hazardous materials (IAW TM

38-250).

Weight and dimensions. The weight and dimen-sions of almost all Army equipment can be foundin TB 55-46-1. If this publication is not availablebut a scale is, weigh the item. If an item of equipmentis too big to manhandle onto a scale, load it on avehicle and weigh it on a vehicle scale. Make sure thatscales are calibrated.

Center of balance. The CB of cargo items mustbe determined before the weight and balance of aloaded aircraft can be computed. The shipping

FM 55-15FM 55-15

3-443-44

agency is responsible for marking each item of cargowith the correct gross weight and a CB point. Markall items measuring 10 feet or longer and thosehaving a balance point other than at center. Markvehicles with load-carrying capability to show anempty or loaded CB, whichever is appropriate. Itemsnot marked according to these guidelines will not beaccepted for airlift.

The weight and CB of a vehicle is determined after allsecondary loads are secured. Secondary loads areitems of baggage or cargo transported in truck bedsand trailers that must be included in total vehicleweight. Nothing can be added to or removed from avehicle that has been weighed without afterwardsreweighing the vehicle.

Terms used in measuring and weighing vehicles in-clude:

• RDL – reference datum line. Predetermined pointfrom which all measurements are taken.

• FOH – front overhang. Distance in inches fromfront bumper to center of front axle.

• WB – wheelbase. Distance in inches from centerof front axle to center of rear axle or center oftandem axles.

• ROH – rear overhang. Distance from rear orcenter of tandem axles to rear bumper.

• FAW – front axle weight in pounds.• RAW – rear axle weight in pounds.• MOMENT – the product obtained by multiplying

the weight at a given point by its distance in inchesfrom the RDL.

To compute the CB of a vehicle, multiply the weightof each axle by its distance from the RDL. The resultis called the moment. Next divide the moment by thegross weight of the vehicle. The resulting CB figure isthe number of inches measured aft from the RDL to thepoint where the vehicle will balance. Compute CB tothe nearest whole inch.

(Wl x D l) + (W2 x D2) = CBgross weight

where W1 = front axle weightW2 = rear axle weightD1 = distance from RDL to front axleD2 = distance from RDL to rear axle

See Figure 3-21 for illustrations of weight and mea-surement points.

Figure 3-21. Weight and measurement points

FOH WB ROH

RDL

FAW RAW

FM 55-15FM 55-15

3-453-45

After computing CB, mark both sides of thevehicle with masking tape to form a “T” shape. Use agrease pencil or magic marker to write the grossweight in the crossbar of the “T.” Write the letters“CB” in the vertical bar to mark exact CB position.Mark axle weights above each axle. See Figure 3-22,page 3-46, for an example of a CB marker. Thefollowing examples illustrate methods to determineweight and CB of typical cargo. The examples in-clude single-axle, multiaxle, and tracked vehiclesand skid-mounted cargo.

Example 1 – vehicles:Step 1. Determine front and rear axle weights.Step 2. Determine distance from front and rear

axles to the RDL.Step 3. Enter the weights and distances into the

CB formula:

(5,000 x 60) + (10,000 x 180) =

300,000 + 1,800,00015,000 15,000

Step 4. Divide the total moment by the gross weight.

= 2,100,000

= 140 inches15,000

The CB of the vehicle measured from the front end(RDL) is 140 inches.

Example 2 – trailers:When using the formula to compute CB of a trailer,consider the tongue to be the front axle; consider theactual axle to be the rear axle.

Step 1. Weigh tongue and axle.Step 2. Measure the distance from the end of the

tongue to the center of the axle.Step 3. Enter the weights and distances into the

formula.

(150 x 1) + (3,600 x 80) =3,750

150 + 288,000 = 288,150 = 76.843,750 3,750

The CB of the trailer measured from the tongue (RDL)is 77 inches.

Example 3 – multiaxle vehicles:Step 1. Determine all axle weights.Step 2. Determine distance from each axle to

the RDL.Step 3. Enter the weights and distances into the

formula.

(10,000 x 42) + (13,600 x 209) + (11,200 x 463) =34,800

420,000 + 2,842,000 + 5,185,600 =

8,448,00034,800 34,800

Step 4. Divide the total moment by the grossweight.

8,448,000 = 243 inches34,800

The CB of the vehicle measured from the front end(RDL) is 243 inches.

Example 4 – tracked vehicles:Step 1. Weigh the vehicle on a platform scale

(truck scale, coal yard scale) large enough toaccommodate the entire vehicle. Record weight.

Step 2. Drive the vehicle onto a wooden beam orpole until the vehicle tilts forward. Mark the CB andgross weight on the side of the vehicle at the pointof tilt.

Example 5 – skid-mounted cargo:Step 1. If the skid-mounted cargo will fit on the

scale, weigh the whole load.Step 2. Place the load on a pipe and center it until

it balances. Mark the CB at the balance point.

Example 6 – skid-mounted cargo:If the skid-mounted cargo is too large to fit on a scaleat one time, use the CB formula. Consider the supportbraces between the skids to be axles.

Step 1. Support the overhang at the same heightas the scale with a block of wood.

Step 2. Measure the distance from the RDLto the front and rear points of support (same asaxles).

FM 55-15FM 55-15

3-463-46

Step 3. Enter the weights and distances into theformula.

(1,500 x 50) + (2,050 x 110) =

75,000 + 225,500 =3,550 3,550

300,000 = 84.6 inches3,550

The CB of the cargo measured from the RDL is 85inches.

International Markings and Road Signs. Person-nel serving in overseas locations should be able toreadily identify standardized vehicle markings androad signs. For guidelines concerning NATO militaryvehicle markings and illustrations of various roadsigns prescribed by NATO and the Geneva Conven-tion, refer to Appendix D.

Hazardous Materials. Packages , freight containers,and means of transport containing hazardousmaterials must be marked, labeled, and placardedIAW 49 CFR, Part 172. Refer to Appendix E ofthis manual for guidance and illustrations of hazard-ous materials marking, labeling, and placarding forall modes of transportation.

Figure 3-22. Center of balance marker

MASKING TAPE

VEHICLE CHARACTERISTICS

Tables 3-7 through 3-22, pages 3-47 through 3-73 listmechanical data on authorized motor transport ve-hicles. This information includes truck performancedata; CB of single-unit trucks; and axle weights,dimensions, and capacities for prime movers andtowed vehicles.

PLANNING STATISTICS

Table 3-23, page 3-73, contains average vehiclestopping distances for prime movers and passengervehicles. Use this table to determine safe vehiclegaps at various speeds on average, hard-surfacedroads. Since well trained drivers can reduce the dis-tance traveled during the perception and reactionperiods, the planner should consider the physicalcondition and training of drivers for a particular

operation. Keep in mind that rain, snow, or icepresent special conditions. Braking distances arebased on the assumption that vehicles are loadedand have good brakes, tires, and traction. Theaverage values in Table 3-23 have been determinedfrom the standpoint of safety only; the tacticalsituation may require larger or smaller gaps. Inthe absence of definite information, the rule ofthumb method may be used for certain speeds todetermine the gap between vehicles in a convoy:speedometer reading (MPH) x 2 = gap in yards (orspeedometer reading (KPH) x 1.2 = gap in meters).Use this method only for speeds marked with anasterisk in Table 3-23. See Figure 3-23, page 3-75,for illustrations of Army motor transport vehicles.See Appendix A for motor transport unit capabilities.

The information included here provides the motor transport planner with vehicle characteristicsand capabilities. Other planning information includes statistics on safe vehicle distances, localand line-haul operations, and highway tonnage capabilities.

Section IIMOTOR TRANSPORT DATA

FM 55-15FM 55-15

3-473-47

Table 3-7. Vehicle axle weights

Tru

ck, c

argo

,2

1/2-

T, 6

x 6

,M

35A

16,

580

7,32

013

,900

5,98

07,

420

13,4

007,

470

16,8

3024

,300

6,97

016

,820

23,7

90

Tru

ck, c

argo

,2

1/2-

T, 6

x 6

,M

35A

2, M

35A

2C2

6,76

06,

960

13,7

206,

105

7,09

513

,200

6,90

511

,815

18,7

206,

250

11,9

5018

,200

Tru

ck, c

argo

,2

1/2-

T, 6

x 6

,M

36A

26,

850

8,26

015

,110

6,25

08,

360

14,6

107,

700

17,8

1025

,510

7,10

017

,910

25,0

10T

ruck

, car

go,

2 1/

2-T

, 6 x

6,

M36

A2C

7,14

08,

270

15,4

106,

510

8,38

014

,890

7,37

513

,035

20,4

106,

745

13,1

4519

,890

Tru

ck, t

k, fu

el-s

vc,

1,20

0-ga

l, 2

1/2-

T,

6 x

6, M

49A

2C6,

420

8,44

014

,860

5,76

58,

575

14,3

406,

980

11,6

8018

,660

7,63

511

,545

19,1

80T

ruck

, tk,

wat

er,

1,00

0-ga

l, 2

1/2-

T,

6 x

6, M

50A

26,

410

8,17

014

,580

5,79

08,

290

14,0

807,

220

15,7

1022

,930

6,70

015

,730

22,4

30

Tru

ck, t

k, w

ater

,1,

000-

gal,

2 1/

2-T

,6

x 6,

M50

A3

6,31

08,

840

15,1

505,

655

8,97

514

,630

7,52

511

,875

19,4

006,

870

12,0

1018

,800

Tru

ck, v

an, s

hop,

2 1/

2-T

, 6 x

6,

M10

9A3

6,86

58,

935

15,8

006,

210

9,07

015

,280

7,02

513

,775

20,8

006,

370

13,9

1020

,280

Tru

ck, r

epai

r, s

hop,

2 1/

2-T

, 6 x

6,

M18

5A3

6,87

510

,405

17,2

806,

220

10,5

4016

,760

7,03

515

,245

22,2

806,

380

15,3

8021

,760

Tru

ck, v

an, e

xpan

sibl

e,2

1/2-

T, 6

x 6

,M

292A

2—

——

8,04

513

,164

21,2

09—

——

8,63

517

,974

26,6

09T

ruck

, van

, exp

ansi

ble,

2 1/

2-T

, 6 x

6,

M29

2A5

——

—7,

520

15,4

1022

,930

——

—8,

110

20,2

2028

,330

CU

RB

WE

IGH

T (

LB

)G

RO

SS

WE

IGH

T, P

AY

LO

AD

& P

ER

SO

NN

EL

(L

B)

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

W/W

INC

HW

/O W

INC

H W

/WIN

CH

W/O

WIN

CH

VE

HIC

LE

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

FM 55-15FM 55-15

3-483-48

Table 3-7. Vehicle axle weights (continued)

CU

RB

WE

IGH

T (

LB

)G

RO

SS

WE

IGH

T, P

AY

LO

AD

& P

ER

SO

NN

EL

(L

B)

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

W/W

INC

HW

/O W

INC

H W

/WIN

CH

W/O

WIN

CH

VE

HIC

LE

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

Tru

ck, t

rac,

2 1/

2-T

, 6 x

6,

M27

5A2

6,57

06,

075

12,6

455,

905

6,22

012

,125

6,66

512

,880

19,6

456,

100

13,0

2519

,125

Tru

ck, d

ump,

2 1/

2-T

, 6 x

6,

M34

2A2

6,91

08,

865

15,7

756,

255

9,00

015

,255

6,97

513

,800

20,7

756,

320

13,9

3520

,255

Tru

ck, c

argo

,5-

T, 6

x 6

,M

54, M

54A

1,M

54A

1C8,

735

11,2

1019

,945

7,88

411

,347

19,2

319,

404

20,8

9130

,295

8,55

321

,028

29,5

81T

ruck

, car

go,

5-T

, 6 x

6,

M54

A2

8,70

011

,700

20,4

007,

720

11,8

2019

,540

9,93

030

,870

40,8

008,

950

30,9

9039

,940

Tru

ck, c

argo

,5-

T, 6

x 6

,M

54A

2C8,

720

11,9

4020

,660

7,74

012

,060

19,8

009,

890

31,1

7041

,060

8,91

031

,290

40,2

00T

ruck

, car

go,

5-T

, 6 x

6,

M55

9,00

015

,060

24,0

608,

150

15,2

0023

,350

9,18

024

,880

34,0

608,

327

25,0

2233

,349

Tru

ck, c

argo

,5-

T, 6

x 6

,M

55A

28,

840

15,0

6023

,900

7,88

015

,160

23,0

409,

450

24,8

8034

,330

8,49

025

,022

33,5

12

Tru

ck, c

argo

,5-

T, 6

x 6

,M

813

9,85

011

,170

21,0

209,

065

11,2

9020

,355

10,1

7520

,845

31,0

209,

390

20,9

6530

,355

Tru

ck, c

argo

,5-

T, 6

x 6

,M

813A

19,

855

11,2

6521

,120

9,07

011

,385

20,4

5510

,135

20,9

8531

,120

9,35

021

,205

30,4

55T

ruck

, car

go,

5-T

, 6 x

6,

M81

410

,000

13,5

4023

,540

9,23

513

,640

22,8

7510

,000

23,4

9533

,495

9,28

023

,595

32,8

75T

ruck

, car

go,

5-T

, 6 x

6,

M92

3—

——

9,70

011

,770

21,4

70—

——

9,85

521

,615

31,1

75

FM 55-15FM 55-15

3-493-49


CU

RB

WE

IGH

T (

LB

)G

RO

SS

WE

IGH

T, P

AY

LO

AD

& P

ER

SO

NN

EL

(L

B)

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

W/W

INC

HW

/O W

INC

H W

/WIN

CH

W/O

WIN

CH

VE

HIC

LE

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

Tru

ck, c

argo

,5-

T, 6

x 6

,M

923A

1—

——

10,2

0511

,970

22,1

75—

——

10,1

8521

,990

32,1

75

Tru

ck, c

argo

,5-

T, 6

x 6

,M

923A

2—

——

8,93

012

,000

20,9

30—

——

8,91

022

,020

30,9

30T

ruck

, car

go,

5-T

, 6 x

6,

M92

510

,750

11,8

2022

,570

——

—10

,905

21,6

6532

,570

——

—T

ruck

, car

go,

5-T

, 6 x

6,

M92

5A1

11,2

2512

,020

23,2

75—

——

11,2

3522

,040

33,2

75—

——

Tru

ck, c

argo

,5-

T, 6

x 6

,M

925A

29,

980

12,0

5022

,030

——

—9,

960

22,0

7032

,030

——

—

Tru

ck, c

argo

,5-

T, 6

x 6

,M

927

——

—10

,200

14,1

0024

,300

——

—10

,205

24,0

9534

,300

Tru

ck, c

argo

,5-

T, 6

x 6

,M

927A

1—

——

10,9

8514

,080

25,0

65—

——

11,1

8523

,880

35,0

65T

ruck

, car

go,

5-T

, 6 x

6,

M92

7A2

——

—9,

450

14,3

4023

,790

——

—9,

430

24,3

6033

,790

Tru

ck, c

argo

,5-

T, 6

x 6

,M

928

11,2

3014

,170

25,4

00—

——

11,2

3524

,165

35,4

00—

——

Tru

ck, c

argo

,5-

T, 6

x 6

,M

928A

112

,045

13,9

2026

,165

——

—12

,245

23,9

2036

,165

——

—

Tru

ck, c

argo

,5-

T, 6

x 6

,M

928A

210

,480

14,4

1024

,890

——

—10

,460

24,4

3034

,890

——

—

FM 55-15FM 55-15

3-503-50


CU

RB

WE

IGH

T (

LB

)G

RO

SS

WE

IGH

T, P

AY

LO

AD

& P

ER

SO

NN

EL

(L

B)

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

AX

LE

LO

AD

W/W

INC

HW

/O W

INC

H W

/WIN

CH

W/O

WIN

CH

VE

HIC

LE

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

Fro

nt

Rea

rT

ota

lF

ron

tR

ear

To

tal

Tru

ck, d

ump,

5-T

, 6 x

6,

M51

9,30

511

,580

22,6

658,

460

13,2

5021

,980

9,50

311

,580

21,0

838,

658

11,6

6120

,319

Tru

ck, d

ump,

5-T

, 6 x

6,

M51

A2

9,15

013

,550

22,7

008,

260

13,6

6021

,920

9,50

323

,160

32,6

638,

658

23,3

2231

,980

Tru

ck, d

ump,

5-T

, 6 x

6,

M81

710

,400

13,3

5523

,755

9,61

013

,480

23,0

9010

,670

23,0

8533

,755

9,88

023

,210

33,0

90

Tru

ck, d

ump,

5-T

, 6 x

6,

M92

9—

——

10,2

9013

,700

23,9

90—

——

10,4

9523

,495

33,9

90

Tru

ck, d

ump,

5-T

, 6 x

6,

M92

9A1

——

—10

,080

13,7

5023

,830

——

—11

,185

23,8

8035

,065

Tru

ck, d

ump,

5-T

, 6 x

6,

M92

9A2

——

—9,

710

14,1

1023

,820

——

—9,

910

23,9

1033

,820

Tru

ck, d

ump,

5-T

, 6 x

6,

M93

011

,340

13,7

5025

,090

——

—11

,545

23,5

4535

,090

——

—T

ruck

, dum

p,5-

T, 6

x 6

,M

930A

110

,680

13,7

6022

,440

——

—12

,245

23,9

2036

,165

——

—

Tru

ck, d

ump,

5-T

, 6 x

6,

M93

0A2

10,7

7014

,150

24,9

20—

——

10,9

7023

,950

34,9

20—

——

Tru

ck, t

rac,

5-T

, 6 x

6,

M52

9,00

89,

998

18,9

968,

163

10,1

5018

,313

9,38

424

,612

33,9

968,

539

24,7

7433

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Tru

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rac,

5-T

, 6 x

6,

M52

A1

9,22

010

,230

19,4

508,

500

10,5

6019

,060

9,51

024

,940

34,4

508,

730

25,3

3034

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FM 55-15FM 55-15

3-513-51


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M52

A2

9,02

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680

18,7

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9,81

017

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9,38

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33,9

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24,3

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Tru

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5-T

, 6 x

6,

M81

810

,260

9,90

520

,165

9,47

010

,030

19,5

0010

,635

24,5

3035

,165

9,84

524

,655

34,5

00

Tru

ck, t

rac,

5-T

, 6 x

6,

M81

914

,665

20,4

0035

,065

——

—14

,665

32,4

0047

,065

——

—T

ruck

, tra

c,5-

T, 6

x 6

,M

931

——

—10

,077

13,7

5123

,828

——

—10

,710

25,4

3036

,140

Tru

ck, t

rac,

5-T

, 6 x

6,

M93

1A1

——

—10

,340

10,8

0021

,140

——

—10

,710

25,4

3036

,140

Tru

ck, t

rac,

5-T

, 6 x

6,

M93

1A2

——

—9,

065

10,8

3019

,895

——

—9,

435

25,4

6034

,895

Tru

ck, t

rac,

5-T

, 6 x

6,

M93

210

,679

13,7

6122

,440

——

—11

,770

25,4

7037

,240

——

—

Tru

ck, t

rac,

5-T

, 6 x

6,

M93

2A1

11,4

0010

,840

22,2

40—

——

11,7

7025

,470

37,2

40—

——

Tru

ck, t

rac,

5-T

, 6 x

6,

M93

2A2

10,1

2510

,870

20,9

95—

——

10,4

9525

,500

35,9

95—

——

Tru

ck, t

rac,

wkr

,5-

T, 6

x 6

,M

629,

325

24,0

0033

,325

——

—5,

027

35,2

9840

,325

——

—T

ruck

, wkr

,5-

T, 6

x 6

,M

543A

1,M

543A

29,

090

25,1

6034

,250

——

—5,

115

36,5

3541

,650

——

—

FM 55-15FM 55-15

3-523-52


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Tru

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5-T

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6,

M81

610

,530

24,5

2035

,050

——

—13

,060

35,4

6048

,430

——

—

Tru

ck, w

kr,

5-T

, 6 x

6,

M93

611

,630

25,9

7037

,600

——

—7,

690

36,9

1044

,600

——

—

Tru

ck, w

kr,

5-T

, 6 x

6,

M93

6A1

12,0

7526

,080

38,1

55—

——

7,83

537

,320

45,1

55—

——

Tru

ck, w

kr,

5-T

, 6 x

6,

M93

6A2

10,8

0026

,110

36,9

10—

——

6,56

037

,350

43,9

10—

——

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

,M

291A

2C—

——

8,90

016

,900

25,8

00—

——

9,86

031

,340

41,2

00T

ruck

, van

, exp

ansi

ble,

5-T

, 6 x

6,

M82

0—

——

10,7

7517

,420

28,1

95—

——

10,9

5022

,245

33,1

95

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

,M

820A

1—

——

10,7

5017

,145

27,8

95—

——

10,9

2521

,970

32,8

95

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

,M

820A

2—

——

10,0

7020

,125

30,1

95—

——

10,2

4524

,950

35,1

95T

ruck

, van

, exp

ansi

ble,

5-T

, 6 x

6,

M93

4—

——

10,5

9017

,850

28,4

40—

——

10,7

6522

,675

33,4

40T

ruck

, van

, exp

ansi

ble,

5-T

, 6 x

6,

M93

4A1

——

—11

,190

18,0

9029

,280

——

—11

,410

22,8

7034

,280

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

,M

934A

2—

——

9,91

518

,120

28,0

35—

——

10,1

3522

,900

33,0

35

FM 55-15FM 55-15

3-533-53


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977

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0032

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62,0

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——

Tru

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,M

985

20,1

6019

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39,3

0019

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33,9

3060

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Tru

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,M

983

24,2

2014

,750

38,9

7023

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14,3

4038

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24,2

2026

,750

50,9

7023

,730

26,3

4050

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Tru

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rac,

10-T

, 6 x

6,

M12

3A1C

12,6

5017

,580

30,2

30—

——

13,7

5046

,490

60,2

40—

——

Tru

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rac,

10-T

, 6 x

6,

M91

6—

—27

,971

——

—14

,220

42,3

4056

,560

——

—T

ruck

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c,10

-T, 6

x 6

,M

916A

1—

—27

,750

——

—16

,000

52,0

0068

,000

——

—T

ruck

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c,10

-T, 8

x 6

,M

920

26,0

2010

,180

36,2

00—

——

27,9

2043

,640

71,5

60—

——

Tru

ck, t

rac,

10-T

, 8 x

8,

PLS

, M10

74—

——

30,2

0024

,810

55,0

10—

——

32,1

1055

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88,0

00

Tru

ck, t

rac,

10-T

, 8 x

8,

PLS

, M10

75—

——

26,6

5023

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49,9

60—

——

28,5

5054

,410

82,9

60

Tru

ck, t

rac,

14-T

, 8 x

4,

M91

5—

——

9,92

09,

710

19,6

30—

——

11,3

1337

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48,9

71T

ruck

, tra

c,14

-T, 8

x 4

,M

915A

1—

——

9,92

09,

800

19,7

20—

——

11,5

8036

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48,1

20

FM 55-15FM 55-15

3-543-54


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14-T

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M91

5A2

——

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——

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38,0

0050

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Tru

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22 1

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M91

119

,954

19,9

9839

,952

——

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58,6

0080

,400

——

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ruck

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c,22

1/2

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,M

1070

18,3

6822

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41,0

90—

——

21,4

7264

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86,2

35—

——

Stlr

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t,6-

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373A

2—

——

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040

9,43

0—

——

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21,4

30

Stlr

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348A

2—

——

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090

9,81

0—

——

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21,8

10

Stlr

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ansi

ble,

6-T

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M31

3—

——

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15,3

50—

——

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,000

27,3

50S

tlr, v

an, s

tor,

6-T

, 4-w

hl,

M75

0—

——

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160

15,3

10—

——

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,700

20,8

00S

tlr, s

take

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T, 4

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127

——

——

9,95

013

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——

——

23,8

0037

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Stlr

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ke,

12-T

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hl,

M12

7A1,

M12

7A1C

——

——

10,2

3014

,240

——

——

23,5

0038

,240

Stlr

, sta

ke,

12-T

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hl,

M12

7A2C

——

——

10,0

8013

,840

——

——

23,9

3037

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Stlr

, van

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12-T

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M12

8A1C

——

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10,8

3014

,695

——

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24,6

0038

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FM 55-15FM 55-15

3-553-55

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M12

8A2C

——

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10,6

0015

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——

——

24,5

7039

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Stlr

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12-T

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M12

9A1C

——

——

11,1

7015

,245

——

——

24,8

6039

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Stlr

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ply,

12-T

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hl,

M12

9A2C

——

——

10,7

0015

,400

——

——

24,6

7039

,400

Stlr

, low

-bed

, wkr

,12

-T, 4

-whl

,M

269,

M26

9A1

——

——

10,5

2014

,200

——

——

28,0

4038

,200

Stlr

, tk,

fuel

,12

-T, 4

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,M

967,

M96

7A1

——

——

9,72

014

,040

——

——

29,2

2039

,840

Stlr

, tk,

fuel

,12

-T, 4

-whl

,M

969,

M96

9A1

——

——

10,9

8016

,060

——

——

30,7

8041

,860

Stlr

, tk,

fuel

,12

-T, 4

-whl

,M

970,

M97

0A1

——

——

11,4

9016

,810

——

——

29,2

2042

,610

Stlr

, trk

, fue

l,12

-T, 4

-whl

,M

131A

2—

——

—8,

900

12,4

00—

——

—21

,020

32,7

44

Stlr

, tk,

fuel

,12

-T, 4

-whl

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131A

4—

——

—9,

470

12,9

00—

——

—22

,640

36,1

65S

tlr, t

k, fu

el,

12-T

, 4-w

hl,

M13

1A4C

——

——

9,47

012

,900

——

——

22,6

4036

,165

Stlr

, tk,

fuel

,12

-T, 4

-whl

,M

131A

5—

——

—9,

385

12,7

85—

——

—22

,550

36,0

50


FM 55-15FM 55-15

3-563-56

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Stlr

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M10

62—

——

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64,6

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tlr, l

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ed,

22 1

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M87

1—

——

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15,9

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——

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60,7

00S

tlr, l

ow-b

ed,

22 1

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M87

1A1,

M87

1A2

——

——

8,14

012

,240

——

——

32,3

0057

,240

Stlr

, low

-bed

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-T, 4

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,M

172A

1—

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16,6

00—

——

—41

,606

66,6

00

Stlr

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-bed

,25

-T, 4

-whl

,M

172

——

——

11,5

1016

,600

——

——

41,6

0666

,600

Stlr

, fla

t-be

d,34

-T, 6

-whl

,M

872

——

——

12,8

4016

,800

——

——

56,4

0084

,000

Stlr

, fla

t-be

d,34

-T, 6

-whl

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872A

1, M

872A

2,M

872A

3—

——

—12

,140

19,2

40—

——

—56

,770

86,4

40

Stlr

, low

-bed

,40

-T, 6

-whl

,M

870

——

——

11,0

0016

,500

——

——

56,5

0096

,500

Stlr

, HE

T,

60-T

, 8-w

hl,

M74

7—

——

—24

,000

31,0

00—

——

—10

6,00

015

2,00

0S

tlr, H

ET

,70

-T, 8

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,M

1000

——

——

41,6

8050

,400

——

——

146,

000

190,

400

Tra

iler,

car

go,

3/4-

T, 2

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101

——

——

1,24

01,

340

——

——

2,67

02,

840


FM 55-15FM 55-15

3-573-57


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101A

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2,78

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Tra

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am

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M33

2—

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495

2,87

5—

——

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511

5,87

5

Tra

iler,

car

go,

1 1/

2-T

, 2-w

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M10

5A2

——

——

2,52

02,

750

——

——

5,38

55,

750

Tra

iler,

tk, w

ater

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1/2-

T, 2

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107A

1—

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010

2,28

0—

——

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345

5,61

5T

raile

r, tk

, wat

er,

1 1/

2-T

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M10

7A2

——

——

2,10

02,

380

——

——

5,71

05,

440

Tra

iler,

tk, w

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T, 2

-whl

,M

149

——

——

2,17

02,

500

——

——

5,57

55,

830

Tra

iler,

tk, w

ater

,1

1/2-

T, 2

-whl

,M

149A

1—

——

—2,

350

2,71

0—

——

—5,

690

6,04

0

Tra

iler,

tk, w

ater

,1

1/2-

T, 2

-whl

,M

149A

2—

——

—2,

385

2,73

0—

——

—5,

717

6,06

2T

raile

r, P

LS,

16.5

-T, M

1076

——

——

9,38

016

,530

——

——

31,2

2049

,520

FM 55-15FM 55-15

3-583-58

Table 3-8. Center of balance: location on single-unit vehicles

CB

WIT

HO

UT

PA

YL

OA

DC

B W

ITH

EV

EN

LY

DIS

TR

IBU

TE

D P

AY

LO

AD

LO

CA

TIO

NL

OC

AT

ION

LO

CA

TIO

NL

OC

AT

ION

W/W

INC

H W

/O W

INC

HW

/WIN

CH

W/O

WIN

CH

Beh

ind

Beh

ind

Beh

ind

Beh

ind

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

VE

HIC

LE

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

Tru

ck, a

mb,

1 1/

4-T

, 4 x

4, M

1010

——

36.4

66.0

——

——

Tru

ck, c

argo

,1

1/4-

T, 4

x 4

, M10

08—

—30

.557

.6—

——

80.5

Tru

ck, c

argo

,1

1/4-

T, 4

x 4

, M10

28—

—30

.554

.9—

——

83.9

Tru

ck, c

argo

,2

1/2-

T, 6

x 6

, M35

A1

38.0

81.0

38.0

85.5

46.0

110.

046

.511

3.0

Tru

ck, c

argo

,2

1/2-

T, 6

x 6

, M35

A2,

M35

A2C

36.5

78.1

36.3

82.8

45.6

97.2

45.6

101.

1T

ruck

, car

go,

2 1/

2-T

, 6 x

6, M

36A

236

.310

2.0

36.1

106.

945

.312

1.3

45.3

125.

6

Tru

ck, t

k, fu

el-s

erv,

1,2

00-g

al,

2 1/

2-T

, 6 x

6, M

49A

2C41

.087

.541

.092

.146

.992

.746

.996

.4

Tru

ck, t

k, w

ater

, 1,0

00-g

al,

2 1/

2-T

, 6 x

6, M

50A

241

.086

.041

.090

.746

.989

.446

.993

.3T

ruck

, tk,

wat

er, 1

,000

-gal

,2

1/2-

T, 6

x 6

, M50

A3

41.0

89.9

41.0

94.5

47.7

94.3

47.7

98.0

Tru

ck, v

an, s

hop,

2 1/

2-T

, 6 x

6, M

109A

347

.487

.147

.691

.4—

102.

0—

105.

6T

ruck

, van

, rep

air

shop

,2

1/2-

T, 6

x 6

, M18

5A3

92.7

51.3

96.8

—10

5.4

—10

8.8

51.0

Tru

ck, v

an, e

xpan

sibl

e,2

1/2-

T, 6

x 6

, M29

2A2

——

57.0

120.

0—

—65

.013

4.0

Tru

ck, v

an, e

xpan

sibl

e,2

1/2-

T, 6

x 6

, M29

2A5

——

58.0

125.

0—

—65

.014

3.0

Tru

ck, t

rac,

2 1/

2-T

, 6 x

6, M

275A

1,M

275A

232

.568

.232

.072

.8—

93.1

—96

.7

FM 55-15FM 55-15

3-593-59

Table 3-8. Center of balance: location on single-unit vehicles (continued)

CB

WIT

HO

UT

PA

YL

OA

DC

B W

ITH

EV

EN

LY

DIS

TR

IBU

TE

D P

AY

LO

AD

LO

CA

TIO

NL

OC

AT

ION

LO

CA

TIO

NL

OC

AT

ION

W/W

INC

H W

/O W

INC

HW

/WIN

CH

W/O

WIN

CH

Beh

ind

Beh

ind

Beh

ind

Beh

ind

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

VE

HIC

LE

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

Tru

ck, d

ump,

2 1/

2-T

, 6 x

6, M

342A

239

.486

.539

.990

.044

.210

2.3

44.2

105.

9T

ruck

, car

go,

5-T

, 6 x

6, M

5439

.999

.840

.110

5.9

54.1

124.

454

.712

8.8

Tru

ck, c

argo

,5-

T, 6

x 6

, M54

A2

40.0

103.

040

.510

8.0

54.0

135.

054

.513

9.0

Tru

ck, c

argo

,5-

T, 6

x 6

, M54

A2C

40.0

104.

040

.510

9.0

54.0

136.

054

.514

0.0

Tru

ck, c

argo

,5-

T, 6

x 6

, M55

40.3

134.

8—

—49

.115

7.1

——

Tru

ck, c

argo

,5-

T, 6

x 6

, M55

A2

40.5

135.

540

.014

1.5

55.0

170.

254

.517

3.0

Tru

ck, c

argo

,5-

T, 6

x 6

, M81

340

.595

.140

.099

.050

.312

0.5

49.8

123.

9

Tru

ck, c

argo

,5-

T, 6

x 6

, M81

3A1

40.5

95.2

40.0

99.0

50.3

120.

749

.812

4.0

Tru

ck, c

argo

,5-

T, 6

x 6

, M81

438

.612

3.7

38.2

128.

261

.615

0.7

61.2

154.

3T

ruck

, car

go,

5-T

, 6 x

6, M

923

——

40.1

98.0

——

51.0

123.

0T

ruck

, car

go,

5-T

, 6 x

6, M

923A

1—

—42

.896

.6—

—54

.612

2.4

Tru

ck, c

argo

,5-

T, 6

x 6

, M92

540

.193

.7—

—51

.112

0.0

——

Tru

ck, c

argo

,5-

T, 6

x 6

, M92

5A1

43.3

92.4

——

55.1

118.

6—

—

Tru

ck, c

argo

,5-

T, 6

x 6

, M92

7—

—39

.212

5.6

——

49.4

151.

0T

ruck

, car

go,

5-T

, 6 x

6, M

927A

1—

—41

.812

2.9

——

56.0

149.

7

FM 55-15FM 55-15

3-603-60

CB

WIT

HO

UT

PA

YL

OA

DC

B W

ITH

EV

EN

LY

DIS

TR

IBU

TE

D P

AY

LO

AD

LO

CA

TIO

NL

OC

AT

ION

LO

CA

TIO

NL

OC

AT

ION

W/W

INC

H W

/O W

INC

HW

/WIN

CH

W/O

WIN

CH

Beh

ind

Beh

ind

Beh

ind

Beh

ind

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

VE

HIC

LE

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

Tru

ck, c

argo

,5-

T, 6

x 6

, M92

839

.512

0.0

——

49.3

147.

0—

—T

ruck

, car

go,

5-T

, 6 x

6, M

928A

142

.111

8.3

——

56.3

145.

2—

—T

ruck

, dum

p,5-

T, 6

x 6

, M51

38.7

98.3

38.9

102.

747

.411

8.4

47.7

121.

7T

ruck

, dum

p,5-

T, 6

x 6

, M51

A2

38.7

99.7

38.7

104.

058

.013

0.0

58.0

133.

0

Tru

ck, d

ump,

5-T

, 6 x

6, M

817

42.3

94.6

41.7

98.2

49.8

114.

249

.211

7.1

Tru

ck, d

ump,

5-T

, 6 x

6, M

929

——

44.1

95.2

——

50.5

116.

0T

ruck

, dum

p,5-

T, 6

x 6

, M92

9A1

——

46.8

93.8

——

49.7

113.

7T

ruck

, dum

p,5-

T, 6

x 6

, M93

041

.491

.4—

—50

.511

3.0

——

Tru

ck, d

ump,

5-T

, 6 x

6, M

930A

147

.190

.1—

—50

.011

0.4

——

Tru

ck, t

rac,

5-T

, 6 x

6, M

5234

.587

.834

.092

.646

.212

0.7

45.7

124.

0

Tru

ck, t

rac,

5-T

, 6 x

6, M

52A

234

.088

.534

.594

.0—

131.

0—

134.

0T

ruck

, tra

c,5-

T, 6

x 6

, M81

838

.082

.738

.586

.2—

116.

4—

119.

2T

ruck

, tra

c, w

kr,

5-T

, 6 x

6, M

819

56.6

125.

2—

——

148.

2—

—T

ruck

, wkr

,5-

T, 6

x 6

, M62

—12

4.5

——

—15

6.4

——

Tru

ck, w

kr,

5-T

, 6 x

6, M

543A

247

.013

1.0

——

——

——


FM 55-15FM 55-15

3-613-61


CB

WIT

HO

UT

PA

YL

OA

DC

B W

ITH

EV

EN

LY

DIS

TR

IBU

TE

D P

AY

LO

AD

LO

CA

TIO

NL

OC

AT

ION

LO

CA

TIO

NL

OC

AT

ION

W/W

INC

H W

/O W

INC

HW

/WIN

CH

W/O

WIN

CH

Beh

ind

Beh

ind

Beh

ind

Beh

ind

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

VE

HIC

LE

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

Tru

ck, w

kr,

5-T

, 6 x

6, M

816

47.9

134.

9—

—43

.015

0.9

——

Tru

ck, w

kr,

5-T

, 6 x

6, M

936

43.2

125.

1—

——

165.

1—

—T

ruck

, wkr

,5-

T, 6

x 6

, M93

6A1

52.9

122.

4—

——

148.

0—

—T

ruck

, van

, exp

ansi

ble,

5-T

, 6 x

6, M

291A

2C—

—56

.014

1.0

——

64.0

163.

0T

ruck

, van

, exp

ansi

ble,

5-T

, 6 x

6, M

820

——

54.3

133.

3—

——

144.

4

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M82

0A1

——

54.3

132.

7—

——

143.

9

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M82

0A2

——

56.1

143.

5—

——

152.

5T

ruck

, van

, exp

ansi

ble,

5-T

, 6 x

6, M

934

——

54.3

138.

0—

——

161.

2T

ruck

, van

, exp

ansi

ble,

5-T

, 6 x

6, M

934A

1—

—57

.513

2.8

——

—14

3.4

Tru

ck, v

an, e

xpan

sibl

e,5-

T, 6

x 6

, M93

5—

—56

.914

6.9

——

—15

5.5

Tru

ck, c

argo

,10

-T, 8

x 8

, M97

744

.795

.0—

—62

.411

3.2

——

Tru

ck, c

argo

,10

-T, 8

x 8

, M98

545

.310

0.7

——

67.4

117.

6—

—T

ruck

, tra

c,10

-T, 8

x 8

, M98

343

.059

.7—

——

——

—T

ruck

, wkr

,10

-T, 8

x 8

, M98

445

.510

1.0

——

——

——

Tru

ck, f

uel,

svc,

10-T

, 8 x

8, M

983

49.0

65.6

——

——

——

FM 55-15FM 55-15

3-623-62


CB

WIT

HO

UT

PA

YL

OA

DC

B W

ITH

EV

EN

LY

DIS

TR

IBU

TE

D P

AY

LO

AD

LO

CA

TIO

NL

OC

AT

ION

LO

CA

TIO

NL

OC

AT

ION

W/W

INC

H W

/O W

INC

HW

/WIN

CH

W/O

WIN

CH

Beh

ind

Beh

ind

Beh

ind

Beh

ind

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

Ab

ove

Fro

nt

VE

HIC

LE

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

Gro

un

dA

xle

CL

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

(In

)(I

n)

Tru

ck, t

rac,

16.5

-T, 1

0 x

10,

PLS

, M10

74—

—55

.010

1.0

——

65.0

144.

0T

ruck

, tra

c,16

.5-T

, 10

x 10

,P

LS w

/cra

ne, M

1075

——

55.0

105.

0—

—65

.014

8.0

Tru

ck, t

rac,

22 1

/2-T

, 8 x

8, M

1070

43.6

711

8.68

——

——

——

Tru

ck, u

tility

,3/

4-T

, 4 x

4, M

1009

——

30.8

48.5

——

—80

.5

FM 55-15FM 55-15

3-633-63

CA

RG

O D

EC

K D

IME

NS

ION

SC

AR

GO

BO

DY

LO

AD

ING

ME

AS

UR

EM

EN

TS

Hei

gh

tT

op

To

pA

bo

veo

fo

fV

EH

ICL

EL

eng

thW

idth

Gro

un

dU

nd

erB

ow

sS

ide

Rac

ksS

teer

ing

Wh

eel

TY

PE

(in

)(i

n)

(in

)(i

n)

(cu

ft)

(in

)(c

u f

t)(i

n)

(cu

ft)

1 1/

4-to

n:

M88

0, M

881

98.6

69.9

34.0

NA

NA

NA

NA

39.5

151.

9 1,

2

M88

298

.669

.934

.0N

AN

AN

AN

A39

.512

4.6

1, 2

, 3

M88

3, M

884

98.6

69.9

34.0

NA

NA

NA

NA

39.5

151.

9 1,

2

M88

598

.669

.934

.0N

AN

AN

AN

A39

.515

1.9

1, 2

, 4

M89

0, M

891

98.6

69.9

31.0

NA

NA

NA

NA

39.5

151.

9 1,

2

M89

298

.669

.931

.0N

AN

AN

AN

A39

.515

1.9

1, 2

, 5

2 1/

2-to

n:

M35

Al,

M35

A2

146.

888

.051

.960

.044

1.9 6

36.5

272.

828

.921

6.0

M35

A2C

147.

087

.652

.560

.044

0.5 6

36.5

272.

028

.821

4.6

M36

A2

210.

088

.051

.871

.875

9.3 8

38.0

406.

430

.032

0.8

5-to

n: M54

, M54

A1

168.

088

.056

.560

.048

0.2 10

, 11

36.5

286.

1 10

29.0

222.

0 10

M54

A1C

168.

088

.055

.560

.048

2.5

10, 1

136

.528

7.5

1030

.023

1.7

10

M54

A2

168.

088

.055

.561

.048

0.2

10, 1

136

.528

6.1

1029

.022

2.0

10

M54

A2C

168.

088

.455

.560

.048

2.5 10

, 11

36.5

287.

5 10

30.0

231.

7 10

M55

, M55

A2

244.

088

.057

.261

.375

1.5

1236

.545

3.5

28.0

360.

3

M81

316

8.0

88.3

56.8

57.2

468.

0 12

, 15

36.5

298.

8 15

29.3

237.

0 15

M81

3A1

168.

088

.356

.857

.446

8.0

12, 1

536

.529

8.8

1529

.323

7.0

15

M81

424

3.8

87.8

57.3

60.0

733.

0 12

36.3

449.

631

.338

7.5

M82

121

8.8

97.8

64.0

48.8

604.

3 13

(13)

(13)

(13)

(13)

M92

3, M

925

168.

088

.356

.857

.446

8.0

12, 1

536

.529

8.8

1529

.323

7.0

15

M92

3A1,

M92

3A2,

Table 3-9. Dimensions and loading capacity for cargo truck bodies

FM 55-15FM 55-15

3-643-64

Table 3-9. Dimensions and loading capacity for cargo truck bodies (continued)

CA

RG

O D

EC

K D

IME

NS

ION

SC

AR

GO

BO

DY

LO

AD

ING

ME

AS

UR

EM

EN

TS

Hei

gh

tT

op

To

pA

bo

veo

fo

fV

EH

ICL

EL

eng

thW

idth

Gro

un

dU

nd

erB

ow

sS

ide

Rac

ksS

teer

ing

Wh

eel

TY

PE

(in

)(i

n)

(in

)(i

n)

(cu

ft)

(in

)(c

u f

t)(i

n)

(cu

ft)

M92

5A1,

M92

5A2

168.

088

.359

.857

.446

8.0

1236

.529

8.8

1532

.327

7.3

M92

7, M

928

244.

088

.356

.857

.446

8.0 12

, 15

36.5

298.

8 18

29.3

237.

0 18

M92

7A1,

M92

8A1

244.

088

.359

.857

.446

8.0 12

, 15

36.5

298.

8 18

32.3

402.

7

10-t

on:

M97

721

6.0

90.0

65.0

48.0

954

0.0

18 (

16)

(17)

38.0

242

7.5

2

M98

521

6.0

90.0

65.0

48.0

1454

0.0

18(1

7) (7

)38

.0 2

427.

5 2

1C

ubic

cap

acity

red

uced

5.6

cub

ic fe

et fo

r w

heel

wel

ls.

2H

eigh

t and

cub

e m

easu

red

to to

p of

cab

.3

Cub

ic c

apac

ity r

educ

ed 2

7.3

feet

for

com

mun

icat

ions

kit.

4C

ubic

cap

acity

red

uced

0.8

cub

ic fe

et fo

r co

mm

unic

atio

ns ti

e-do

wn

brac

kets

.5

Cub

ic c

apac

ity r

educ

ed 4

0.1

cubi

c fe

et fo

r co

mm

unic

atio

ns k

it.6

Cub

ic c

apac

ity r

educ

ed 6

.6 c

ubic

feet

for

curv

e of

bow

s.7

See

Top

of S

teer

ing

Whe

el c

olum

n fo

r cu

be.

8C

ubic

cap

acity

red

uced

8.5

cub

ic fe

et fo

r cu

rve

of b

ows.

9C

ubic

cap

acity

red

uced

27.

0 cu

bic

feet

for

spar

e tir

e an

d ca

rrie

r in

car

go b

ody.

10C

ubic

cap

acity

red

uced

26.

1 cu

bic

feet

for

spar

e tir

e an

d ca

rrie

r in

car

go b

ody.

11C

ubic

cap

acity

red

uced

7.0

cub

ic fe

et fo

r cu

rve

of b

ows.

12C

ubic

cap

acity

red

uced

10.

2 cu

bic

feet

for

curv

e of

bow

s.13

Hei

ght a

nd c

ube

mea

sure

d to

top

of b

ulkh

ead.

14H

eigh

t ove

r sp

are

tire.

15C

ubic

cap

acity

red

uced

14.

5 cu

bic

feet

for

spar

e tir

e an

d ca

rrie

r in

car

go b

ody.

16C

ubic

cap

acity

red

uced

93.

8 cu

bic

feet

for

whe

el w

ells

.17

See

Top

of S

teer

ing

Whe

el c

olum

n fo

r he

ight

. Ste

erin

g w

heel

is h

ighe

r th

an s

ide

rack

s.18

Cub

e m

easu

red

to to

p of

spa

re ti

re.

FM 55-15FM 55-15

3-653-65

CA

RG

O D

EC

K D

IME

NS

ION

SC

AR

GO

BO

DY

LO

AD

ING

ME

AS

UR

EM

EN

TS

Hei

gh

tT

op

To

pT

op

Ab

ove

of

of

of

VE

HIC

LE

Len

gth

Wid

thG

rou

nd

Pan

els

Ste

erin

g W

hee

lS

hie

ldT

YP

E(i

n)

(in

)(i

n)

(in

)(c

u f

t)(i

n)

(cu

ft)

(in

)(c

u f

t)Table 3-10. Dimensions and loading capacity for dump truck bodies

2 1/

2-to

n:

M34

2A2

130.

070

.053

.024

.5(1

)26

.5(1

)52

.027

3.8

5-to

n:

M51

123.

082

.059

.025

.0(1

)27

.0(1

)51

.029

7.6

M51

A2

123.

082

.059

.025

.0(1

)27

.0(1

)51

.029

7.6

M81

712

4.8

81.9

59.0

25.0

(1)

27.1

(1)

51.8

306.

3

M92

912

4.8

81.9

59.0

28.0

(1)

27.1

(1)

51.8

306.

3

M93

012

4.8

81.9

59.0

25.0

(1)

27.1

(1)

51.8

306.

3

20-t

on:

F50

7019

1.5

85.1

66.5

34.3

(2)

NA

(2)

58.8

537.

0 3,

4

M91

721

6.0

84.0

68.0

31.0

(2)

NA

(2)

(2)

753.

6 3

1R

emov

ed c

ab s

hiel

d st

owed

in d

ump

body

. See

Top

of C

ab S

hiel

d co

lum

n fo

r cu

be.

2C

ab s

hiel

d ca

nnot

be

rem

oved

. See

Top

of C

ab S

hiel

d co

lum

n fo

r cu

be.

3C

ube

capa

city

red

uced

12.

9 cu

bic

feet

for

hois

t dog

hous

e in

dum

p bo

dy.

4C

ube

capa

city

red

uced

1.8

cub

ic fe

et fo

r rib

s in

dum

p bo

dy.

FM 55-15FM 55-15

3-663-66

CA

RG

O D

EC

K D

IME

NS

ION

SC

AR

GO

BO

DY

LO

AD

ING

ME

AS

UR

EM

EN

TS

Hei

gh

tT

op

To

pA

bo

veo

fo

fV

EH

ICL

EL

eng

thW

idth

Gro

un

d U

nd

er B

ow

sS

ide

Rac

ksS

ide

Pan

els

TY

PE

(in

)(i

n)

(in

)(i

n)

(cu

ft)

(in

)(c

u f

t)(i

n)

(cu

ft)

1/4-

ton:

M10

071

.537

.824

.5N

AN

AN

AN

A18

.029

.7 1

3/4-

ton:

M10

194

.865

.331

.749

.017

0.5

2, 3

33.3

114.

6 2

18.3

60.9

2

M10

1A1

94.3

66.0

34.0

49.0

170.

5 2,

333

.311

4.6

218

.360

.9 2

1 1/

2-to

n:

M10

4,

M

104A

111

0.0

74.0

38.3

59.3

273.

2 4,

545

.320

7.7

418

.079

.1 4

M10

510

9.8

74.0

37.0

60.0

276.

0 4,

545

.020

5.0

418

.070

.04

M10

5A1,

M

105A

210

9.8

74.0

37.0

60.0

276.

0 4,

545

.020

5.9

418

.079

.0 4

1C

ubic

cap

acity

incr

ease

d be

caus

e to

p 4.

5 in

ches

of s

ide

pane

ls a

re 4

6.0

inch

es w

ide.

2C

ubic

cap

acity

red

uced

4.6

cub

ic fe

et fo

r w

heel

wel

ls.

3C

ubic

cap

acity

red

uced

0.4

cub

ic fe

et fo

r cu

rve

of b

ows.

4C

ubic

cap

acity

red

uced

5.6

cub

ic fe

et fo

r w

heel

wel

ls.

5C

ubic

cap

acity

red

uced

0.5

cub

ic fe

et fo

r cu

rve

of b

ows.

Table 3-11. Dimensions and loading capacity for cargo trailer bodies

FM 55-15FM 55-15

3-673-67

Table 3-12. Dimensions and loading capacity for stake and platform semitrailer cargo bodies

CARGO DECK DIMENSIONS CARGO BODY LOADING MEASUREMENTS

Height AboveVEHICLE Length Width Ground Height Capacity

TYPE (in) (in) (in) (in) (cu ft)

12-ton:

M128, M128A1 335.5 89.0 57.0 78.5 1,356.4M128A1C 336.0 89.0 57.0 78.5 1,358.4

M128A2C 337.5 89.5 60.0 78.5 1,372.2

Table 3-13. Dimensions and loading capacity for van semitrailer cargo bodies

CARGO DECK DIMENSIONS CARGO BODY LOADING MEASUREMENTS

Height AboveVEHICLE Length Width Ground Height Capacity

TYPE (in) (in) (in) (in) (cu ft)

12-ton:M127 335.8 88.8 60.6 47.8 824.8M127A1 335.8 88.8 60.5 47.8 824.8

M127A1C 335.8 88.8 60.5 48.0 828.3M237A2C 335.8 88.8 59.8 48.0 828.3

M270A1 459.8 84.0 51.8 48.8 1,090.7

22 1/2-ton:M871 349.3 87.3 55.4 48.0 847.1

M871A1, M871A2 372.0 87.3 55.0 48.0 902.1

34-ton:M872,

M872A2 484.8 93.0 60.0 52.0 1,356.8

M872A1,M872A3 484.8 93.0 55.0 52.0 1,356.8

FM 55-15FM 55-15

3-683-68

Table 3-14. Shipping dimensions and cube for cargo trucks

TOP OF TOP OFSIDE RACKS STEERING WHEEL

VEHICLE LENGTH WIDTH Height Cube Height CubeTYPE (in) (in) (in) (cu ft) (in) (cu ft)

1 1/4-ton:

M880, M881 219 80 NA NA 74 3 751 3

M882 219 82 NA NA 74 3 769 3

M883, M884, M885 219 80 NA NA 74 3 751 3

M890, M891 219 80 NA NA 71 3 720 3

M892 219 82 NA NA 71 3 738 3

2 1/2-ton:

M35A1, M35A2 265 96 89 1 1,311 2 81 1 1,193 2

M35A1 WWN,M35A2 WWN 279 96 89 1 1,380 1 81 1 1,256 2

M35A2C 265 98 89 1 1,338 2 82 1 1,233 2

M35A2C WWN 279 98 89 1 1,409 2 82 1 1,298 2

M36A2 329 96 89 1 1,597 2 81 1 1,458 2

M36A2 WWN 344 96 89 1 1,701 2 81 1 1,548 2

5-ton:

M54, M54A1 297 98 93 1 1,566 2 86 1 1,449 2

M54 WWN,M54A1 WWN 314 98 93 1 1,657 2 86 1 1,532 2

M54A1C, M54A2C 298 99 92 1 1,571 2 86 1 1,469 2

M54A1C WWN 315 99 92 1 1,661 2 86 1 1,552 2

M54A2 297 98 93 1 1,566 2 86 1 1,449 2

M54A2 WWN 314 98 93 1 1,657 2 86 1 1,532 2

M54A2C WWN 314 99 92 1 1,655 2 86 1 1,547 2

5-ton:

M55, M55A2 377 98 93 1 1,989 2 86 1 1,839 2

M55 WWN,M55A2 WWN 389 98 93 1 2,052 2 86 1 1,898 2

M812 399 124 139 6 3,980 6 (7) (6)

M813 304 98 94 1 1,621 2 87 1 1,500 2

M813 WWN 320 98 94 1 1,706 2 87 1 1,579 2

M813A1 307 99 94 1 1,654 2 87 1 1,531 2

FM 55-15FM 55-15

3-693-69

Table 3-14. Shipping dimensions and cube for cargo trucks (continued)

TOP OF TOP OFSIDE RACKS STEERING WHEEL


M813A1 WWN 323 99 94 1 1,740 2 87 1 1,620 2

M814 378 98 94 1 2,016 2 89 1 1908 2

M814 WWN 396 98 94 1 2,111 2 89 1 1,999 2

M821 WWN 379 115 113 1, 5 2,851 2, 5 (1, 5) (2, 5)

M923 314 98 94 1 1,674 2 87 1,550

M923A1, M923A2 311 97 97 1 1,694 2 94 1,641

M925 WWN 327 98 94 1 1,744 2 87 1,614

M925A1,M925A2 WWN 332 98 97 1 1,827 2 94 1,770

M927 389 98 94 1 2,074 2 91 2,008

M927A1, M925A2 386 98 97 1 2,124 2 94 2,058

M928 WWN 402 98 94 1 2,143 2 91 2,075

M928A1,M928A1 WWN 408 98 97 1 2,245 2 94 2,175

Bridge Transporter 373 116 116 1, 5 1,905 2, 5 (1, 5) (2, 5)

10-ton:M977 WOWN,

M977 WWN 401 96 (8) (4) 101 3 2,268 3

M985 WOWN,M985 WWN 401 101 (8) (4) 101 3 2,268 3

1 For height over bows or top of cab shield, use operational height of vehicle listed in TB 55-46-1.2 For shipping cube over side rack/bows and/or top of cab shield, use operational cube of vehicle listed

in TB 55-46-1.3 Height and cube measured to top of cab.4 See Top of Steering Wheel column for cube.5 Height and cube measured to top of bulkhead.6 Cube capacity over materials-handling crane mounted in body.7 Height over spare tire.8 Steering wheel is higher than side panels. See Top of Steering Wheel column for height.

FM 55-15FM 55-15

3-703-70

TOP OF TOP OFSTEERING WHEEL SIDE PANELS


2 1/2-ton:

M342A2 261 96 (1, 2) (3, 4) 83 5 1,204 4, 6

M342A2 WWN 273 96 (1, 2) (3, 4) 83 5 1,259 4, 6

5-ton:M51, M51A1,

M51A2 266 98 (1, 2) (3, 4) 89 5 1,337 4, 6

M51 WWN,M51A1 WWN,M51A2 WWN 282 98 (1, 2) (3, 4) 89 5 1,415 4, 6

M817 274 98 (1, 2) (3, 4) 91 5 1,411 4, 6

M817 WWN 289 98 (1, 2) (3, 4) 91 5 1,488 4, 6

M929 275 98 (1, 2) (3, 4) 91 5 1,420 4, 6

M930 WWN 289 98 (1, 2) (3, 4) 91 5 1,492 4, 6

20-ton:

F5070 313 103 (2) (3, 4) 125 5 2,333 4, 6

M917 351 98 (2) (3, 4) 141 2 2,807 4

1 Side panels stowed in cargo body are higher than steering wheel. See Top of Side Panels column for height.2 For height over bows or top of cab shield, use operational height of vehicle listed in TB 55-46-1.3 See Top of Side Panels column for cube.4 For shipping cube over side racks/bows and/or top of cab shield, use operational cube of vehicle listed in

TB 55-46-1.5 Height of cab shield stowed in dump body.6 Cube with cab shield stowed in dump body.

Table 3-15. Shipping dimensions and cube for dump trucks

FM 55-15FM 55-15

3-713-71

Table 3-16. Shipping dimensions and cube for cargo trailers

TOP OF TOP OFSIDE RACKS SIDE PANELS


12-ton:M127, M127A1 346 98 109 2,107 61 NAM127A1C 349 98 109 2,144 61 NAM127A2C 352 98 108 2,145 60 NA

22 1/2-ton:M871 358 96 103 2,049 55 NAM871A2 377 96 103 2,129 55 NA

34-ton:M872, M872A1,

M872A2 492 96 106 2,898 58 NAM872A3 493 96 106 2,904 58 NA

40-ton:M870 510 96 70 1,984 40 NAM870A1 505 96 70 1,964 40 NA

TOP OF TOP OFSIDE RACKS SIDE PANELS


1/4-ton:

M100 108 57 NA NA 431 1542

3/4-ton:

M101A1, M101A2 147 74 651 4102 501 3152

1 1/2-ton:

M104A1 166 84 841 6782 571 4602

M105, M105A1,M105A2 166 83 821 6542 551 4392

1 For height over top of cab, use operational height of vehicle listed in TB 55-46-1.2 For shipping cube over side racks/bows and/or top of cab shield, use operational cube of vehicle listed

in TB 55-46-1.

Table 3-17. Shipping dimensions and cube for stake and platform semitrailers

FM 55-15FM 55-15

3-723-72

Table 3-18. Shipping dimensions and cube for van semitrailers

HEIGHTTOP OF SHIPPING

VEHICLE LENGTH WIDTH SIDE PANELS CUBETYPE (in) (in) (in) (cu ft)

M747 513 137 105 4,208M1000 622 144 144 7,464



M131A4C 374 96 107 2,265M131A5C 376 96 107 2,236

M967, M969 368 96 105 2,147M1062 433 97 123 2,990

Table 3-20. Shipping dimensions and cube for heavy equipment transport trailers

Table 3-19. Shipping dimensions and cube for fuel tankers

TOP OFVAN

VEHICLE LENGTH WIDTH Height CubeTYPE (in) (in) (in) (cu ft)

12-ton:

M128 344 97 140 2,712M128A1 346 97 140 2,720

M128A1C 350 99 143 2,868M128A2C 347 99 146 2,903

FM 55-15FM 55-15

3-733-73

Table 3-21. Shipping dimensions and cube for PLS



M1074 431 96 127 3,050M1075 431 96 128 3,065

M1076 299 96 117 1944



2 1/2-ton:M1082 209 96 58 674

5-ton:

M1095 220 96 58 709

AVERAGE DISTANCE

MPH KPH ft/sec Perception Reaction Braking Total1

(ft) (m) (ft) (m) (ft) (m) (ft) (m)

Passenger vehicles 2 :

20* 32.2 29.3 22 6.7 22 6.7 25 7.6 69 21.025* 40.3 36.7 28 8.5 28 8.5 35 10.7 91 27.730* 48.3 44.0 33 10.0 33 10.0 48 14.6 114 34.635* 56.3 51.3 39 11.9 39 11.9 67 20.4 145 44.240* 64.4 58.7 44 13.4 44 13.4 90 27.4 178 54.245* 72.4 66.0 50 15.3 50 15.3 117 35.7 217 66.350* 80.5 73.4 55 16.8 55 16.8 148 45.2 258 78.855 88.5 80.7 61 18.6 61 18.6 185 56.4 307 93.660 96.6 88.0 66 20.1 66 20.1 228 69.6 360 109.865 104.6 95.4 72 21.9 72 21.9 275 83.9 419 127.770 112.6 102.7 77 23.5 77 23.5 332 102.5 486 149.5

SPEED

Table 3-23. Average vehicle stopping distances

Table 3-22. Shipping dimensions and cube for FMTV trailers

FM 55-15FM 55-15

3-743-74

Table 3-23. Average vehicle stopping distances (continued)

AVERAGE DISTANCE

Perception Reaction Braking Total1

(ft) (m) (ft) (m) (ft) (m) (ft) (m)

Single-unit vehicles (gross weight less than 10,000 pounds):

20* 32.2 29.3 22 6.7 22 6.7 30 9.2 74 22.625* 40.3 36.7 28 8.5 28 8.5 42 12.8 98 29.830* 43.3 44.0 33 10.0 33 10.0 58 17.7 124 37.735* 56.3 51.3 39 11.9 39 11.9 80 24.4 158 48.240* 64.4 58.7 44 13.4 44 13.4 106 31.4 194 58.245* 72.4 66.0 50 15.3 50 15.3 138 42.1 238 72.750 80.5 73.4 55 16.8 55 16.8 177 54.0 287 87.655 88.5 80.7 61 18.6 61 18.6 222 67.5 344 104.760 96.6 88.0 66 20.1 66 20.1 273 83.3 405 123.5

Single-unit, two-axle vehicles (gross weight of 10,000 pounds or more):

20* 32.2 29.3 22 6.7 22 6.7 40 12.2 84 25.625* 40.3 36.7 28 8.5 28 8.5 64 19.5 120 36.530 48.3 44.0 33 10.0 33 10.0 92 28.0 158 48.035 56.3 51.3 39 11.9 39 11.9 126 38.4 204 62.240 64.4 58.7 44 13.4 44 13.4 165 50.3 253 77.145 72.4 66.0 50 15.3 50 15.3 208 63.4 308 94.050 80.5 73.4 55 16.8 55 16.8 256 78.1 366 111.755 88.5 80.7 61 18.6 61 18.6 310 94.5 432 131.760 96.6 88.0 66 20.1 66 20.1 372 113.5 504 153.7

Single-unit, multiaxle vehicles and combination vehicles 3 (gross weight of 10,000 pounds or more):

20* 32.2 29.3 22 6.7 22 6.7 50 15.3 94 28.725 40.3 36.7 28 8.5 28 8.5 80 24.4 136 41.130 48.3 44.0 33 10.0 33 10.0 115 35.1 181 55.135 56.3 51.3 39 11.9 39 11.9 157 47.9 235 71.740 64.4 58.7 44 13.4 44 13.4 205 62.5 293 89.345 72.4 66.0 50 15.3 50 15.3 260 79.3 360 109.950 80.5 73.4 55 16.8 55 16.8 320 97.6 430 131.255 88.5 80.7 61 18.6 61 18.6 388 118.3 510 155.560 96.6 88.0 66 20.1 66 20.1 465 141.9 597 182.1

1 Add 30 feet or 9 meters to each total stopping distance shown to determine actual gap to use betweenvehicles.

2 Does not include buses. Refer to section with weights and axles corresponding to buses.3 Tractor trucks, semitrailers, and trailers.

* Rule of thumb method may be used at this speed.

MPH KPH ft/sec

SPEED

FM 55-15FM 55-15

3-753-75

LIGHT FLEET

M1038, 1 1/2-TON, HMMWV

M1009, 4 X 4, 3/4-TON, CUCV

M973, 1 1/2-TON, SUSV

Figure 3-23. Army motor transport vehicles

FM 55-15FM 55-15

3-763-76

M1078, 2 1/2-TON, TRUCK-CARGO(LMTV)

M1084, 5-TON, TRUCK-CARGO(MEDIUM TACTICAL VEHICLE)

M813, 5-TON, TRUCK-CARGO M35A2, 2 1/2-TON, TRUCK-CARGO

M923A2, 5-TON, TRUCK-CARGO

M818, 5-TON, TRUCK-TRACTOR M931, 5-TON, TRUCK-TRACTOR

MEDIUM FLEET

Figure 3-23. Army motor transport vehicles (continued)

FM 55-15FM 55-15

3-773-77

M1070, TRUCK-TRACTOR/M-1000, 70-TON, SEMITRAILER(HET)

M911, 8 X 6, 60-TON, TRUCK-TRACTOR(CHET)

M915, 6 X 4, TRACTOR-LINE-HAUL

M977, 8 X 8, 10-TON, TRUCK-CARGO(HEMTT)

M1070, 8 X 8, 22 1/2-TON, TRUCK-TRACTOR(HET)

HEAVY FLEET


FM 55-15FM 55-15

3-783-78

M872, 6 X 6, 34-TON, SEMITRAILER, FLAT-BED,DUAL-PURPOSE BREAK-BULK/CONTAINER

TRANSPORTER

M989A1, 11-TON, TRAILER, FLATBED(HEMAT)

M127A2, 4 X 4, 12-TON, SEMITRAILER, STAKEM172A1, 4 X 4, 25-TON, SEMITRAILER,LOW-BED

M871, 4 X 4, 22 1/2-TON, SEMITRAILER,LOW-BED, BREAK-BULK/CONTAINER

TRANSPORTER

M747, 8 X 8, 60-TON, SEMITRAILER(HET)

TRAILERS


FM 55-15FM 55-15

3-793-79

M1062, 4 X 4, 7,500-GALLON, SEMITRAILER, TANK, FUEL

M1000, 8 X 8, 70-TON, SEMITRAILER (HET)

M131A5C, 4 X 4, 5,000-GALLON, SEMITRAILER, TANK, FUEL

M1076, 16.5-TON, TRAILER (PLS)

TRAILERS


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