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FM 55-15FM 55-15
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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)
SUPPLIES AND PERSONNEL
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
SUPPLIES AND PERSONNEL
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)
Step 2: Compute required companies =commodity quantity to be moved
x turnaround time(from Step 1)
capacity per vehiclex average number of vehicles available per company
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)
Step 2: Compute required companies =commodity quantity to be moved
x turnaround time(from Step 1)
capacity per vehiclex average number of vehicles available per company
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
Table 3-1. Truck performance data (continued)
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—
Table 3-1. Truck performance data (continued)
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.
Table 3-1. Truck performance data (continued)
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
Step 2: Truck companies required
STONs =1700 STONs x 3.33 hr
=5,661
= 1.24.8 STONs x 50 veh x 20 hr 4,800
Contrs =100 contrs x 3.33 hr
=333
= .331 STON x 50 veh x 20 hr 1,000
Step 3: Additional Truck companies required
STONs =700 STONs x 2.5 hr
= 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
Step 4: Truck companies required
STONs =2600 STONs x 23.31 hr
=60,606
= 8.67.02 STONs x 50 veh x 20 hr 7,020
Contrs =150 contrs x 23.31 hr
=3,495.5
= 1.72 contrs x 50 veh x 20 hr 2,000
• Local haul network between TT #2 and SB #2
Step 1: Turnaround time =2 x 10 km
+ 2.5 = 3.33 hr24 KIH
Step 2: Truck companies required
STONs =1600 STONs x 3.33 hr
=5,328
= 1.14.8 STONs x 50 veh x 20 hr 4,800
Contrs =50 contrs x 3.33 hr
=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
Step 2: Truck companies required
STONs =500 STONs x 3.75 hr
=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
Step 3: Turnaround time =2 x 150 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
Figure 3-16. Route reconnaissance symbols (continued)
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
Figure 3-16. Route reconnaissance symbols (continued)
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
Figure 3-16. Route reconnaissance symbols (continued)
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
ææ
áá
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
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, 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
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, 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
,313
Tru
ck, t
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
,060
FM 55-15FM 55-15
3-513-51
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,
5-T
, 6 x
6,
M52
A2
9,02
09,
680
18,7
008,
030
9,81
017
,840
9,38
424
,612
33,9
968,
539
24,3
3033
,313
Tru
ck, t
rac,
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
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, w
kr,
5-T
, 6 x
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
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, v
an, e
xpan
sibl
e,10
-T, 8
x 8
,M
977
20,9
3016
,935
37,8
6520
,430
16,5
3536
,965
30,0
0032
,000
62,0
00—
——
Tru
ck, v
an, e
xpan
sibl
e,10
-T, 8
x 8
,M
985
20,1
6019
,140
39,3
0019
,660
18,7
4038
,400
26,9
7034
,330
61,3
0026
,470
33,9
3060
,400
Tru
ck, v
an, e
xpan
sibl
e,10
-T, 8
x 8
,M
983
24,2
2014
,750
38,9
7023
,730
14,3
4038
,070
24,2
2026
,750
50,9
7023
,730
26,3
4050
,070
Tru
ck, t
rac,
10-T
, 6 x
6,
M12
3A1C
12,6
5017
,580
30,2
30—
——
13,7
5046
,490
60,2
40—
——
Tru
ck, t
rac,
10-T
, 6 x
6,
M91
6—
—27
,971
——
—14
,220
42,3
4056
,560
——
—T
ruck
, tra
c,10
-T, 6
x 6
,M
916A
1—
—27
,750
——
—16
,000
52,0
0068
,000
——
—T
ruck
, tra
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
,890
88,0
00
Tru
ck, t
rac,
10-T
, 8 x
8,
PLS
, M10
75—
——
26,6
5023
,310
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
,658
48,9
71T
ruck
, tra
c,14
-T, 8
x 4
,M
915A
1—
——
9,92
09,
800
19,7
20—
——
11,5
8036
,540
48,1
20
FM 55-15FM 55-15
3-543-54
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,
14-T
, 8 x
4,
M91
5A2
——
——
—18
,700
——
—12
,000
38,0
0050
,000
Tru
ck, t
rac,
22 1
/2-T
, 8 x
8,
M91
119
,954
19,9
9839
,952
——
—21
,800
58,6
0080
,400
——
—T
ruck
, tra
c,22
1/2
-T, 8
x 8
,M
1070
18,3
6822
,722
41,0
90—
——
21,4
7264
,763
86,2
35—
——
Stlr
, van
, elc
t,6-
T, 2
-whl
,M
373A
2—
——
—6,
040
9,43
0—
——
—12
,540
21,4
30
Stlr
, van
elc
t,6-
T, 2
-whl
,M
348A
2—
——
—5,
090
9,81
0—
——
—12
,930
21,8
10
Stlr
, van
, exp
ansi
ble,
6-T
, 4-w
hl,
M31
3—
——
—11
,225
15,3
50—
——
—20
,000
27,3
50S
tlr, v
an, s
tor,
6-T
, 4-w
hl,
M75
0—
——
—9,
160
15,3
10—
——
—12
,700
20,8
00S
tlr, s
take
,6-
T, 4
-whl
,M
127
——
——
9,95
013
,500
——
——
23,8
0037
,500
Stlr
, sta
ke,
12-T
, 4-w
hl,
M12
7A1,
M12
7A1C
——
——
10,2
3014
,240
——
——
23,5
0038
,240
Stlr
, sta
ke,
12-T
, 4-w
hl,
M12
7A2C
——
——
10,0
8013
,840
——
——
23,9
3037
,840
Stlr
, van
, car
go,
12-T
, 4-w
hl,
M12
8A1C
——
——
10,8
3014
,695
——
——
24,6
0038
,695
FM 55-15FM 55-15
3-553-55
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
Stlr
, van
, car
go,
12-T
, 4-w
hl,
M12
8A2C
——
——
10,6
0015
,220
——
——
24,5
7039
,220
Stlr
, van
, sup
ply,
12-T
, 4-w
hl,
M12
9A1C
——
——
11,1
7015
,245
——
——
24,8
6039
,245
Stlr
, van
, sup
ply,
12-T
,4-w
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
-whl
,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
,M
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
Table 3-7. Vehicle axle weights (continued)
FM 55-15FM 55-15
3-563-56
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
Stlr
, tk,
fuel
,7,
500-
gal,
4-w
hl,
M10
62—
——
—*
10,6
00—
——
—33
,182
64,6
00S
tlr, l
ow-b
ed,
22 1
/2-T
, 4-w
hl,
M87
1—
——
—10
,220
15,9
00—
——
—35
,320
60,7
00S
tlr, l
ow-b
ed,
22 1
/2-T
, 4-w
hl,
M87
1A1,
M87
1A2
——
——
8,14
012
,240
——
——
32,3
0057
,240
Stlr
, low
-bed
,25
-T, 4
-whl
,M
172A
1—
——
—11
,510
16,6
00—
——
—41
,606
66,6
00
Stlr
, low
-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
,M
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
-whl
,M
1000
——
——
41,6
8050
,400
——
——
146,
000
190,
400
Tra
iler,
car
go,
3/4-
T, 2
-whl
,M
101
——
——
1,24
01,
340
——
——
2,67
02,
840
Table 3-7. Vehicle axle weights (continued)
FM 55-15FM 55-15
3-573-57
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
Tra
iler,
car
go,
3/4-
T, 2
-whl
,M
101A
1—
——
—1,
225
1,34
0—
——
—2,
511
2,78
0
Tra
iler,
am
mo,
1 1/
2-T
, 2-w
hl,
M33
2—
——
—2,
495
2,87
5—
——
—5,
511
5,87
5
Tra
iler,
car
go,
1 1/
2-T
, 2-w
hl,
M10
5A2
——
——
2,52
02,
750
——
——
5,38
55,
750
Tra
iler,
tk, w
ater
,1
1/2-
T, 2
-whl
,M
107A
1—
——
—2,
010
2,28
0—
——
—5,
345
5,61
5T
raile
r, tk
, wat
er,
1 1/
2-T
, 2-w
hl,
M10
7A2
——
——
2,10
02,
380
——
——
5,71
05,
440
Tra
iler,
tk, w
ater
,1
1/2-
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
——
——
——
Table 3-8. Center of balance: location on single-unit vehicles (continued)
FM 55-15FM 55-15
3-613-61
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, 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
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, 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
VEHICLE LENGTH WIDTH Height Cube Height CubeTYPE (in) (in) (in) (cu ft) (in) (cu ft)
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
VEHICLE LENGTH WIDTH Height Cube Height CubeTYPE (in) (in) (in) (cu ft) (in) (cu ft)
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
VEHICLE LENGTH WIDTH Height Cube Height CubeTYPE (in) (in) (in) (cu ft) (in) (cu ft)
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
VEHICLE LENGTH WIDTH Height Cube Height CubeTYPE (in) (in) (in) (cu ft) (in) (cu ft)
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
HEIGHTTOP OF SHIPPING
VEHICLE LENGTH WIDTH SIDE PANELS CUBETYPE (in) (in) (in) (cu ft)
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
HEIGHTTOP OF SHIPPING
VEHICLE LENGTH WIDTH SIDE PANELS CUBETYPE (in) (in) (in) (cu ft)
M1074 431 96 127 3,050M1075 431 96 128 3,065
M1076 299 96 117 1944
HEIGHTTOP OF SHIPPING
VEHICLE LENGTH WIDTH SIDE PANELS CUBETYPE (in) (in) (in) (cu ft)
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
Figure 3-23. Army motor transport vehicles (continued)
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
Figure 3-23. Army motor transport vehicles (continued)
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
Figure 3-23. Army motor transport vehicles (continued)