WELCOME

MT PLG & MT CAL

INTRODUCTION

AIM
To explain the planning procedure involved
in MT planning and movement calculations.

SCOPE
Ph I Mechanical Transport Planning
Ph II Mechanical Transport Calculations

MECHANICAL TRANSPORT PLANNING

MT PLG & MT CAL IN US MILITARY

Factors that are considered during MT PLG
AND MT CAL:
MT PLG

MT CAL

1. Destinations

1. Real-Time Traffic Monitoring and

Management

2.

Mandated arrival times

2. Traffic congestion areas and peak

periods

3.

Resting/Refueling vehicles

3. Weather conditions

4.

Number and types of vehicles

4. Quality of road networks (capacity,

work zone, detours)

5. Length, width, and weight of

largest/heaviest vehicle

5. Communications (identifying
capabilities, requirements and
protocols for communicating among
military commanders, military
movement coordinators and law

FUNCTIONS OF MT PLG & CAL

IN US ARMY
The important functions are:
Interpreting load plans
Checking oil, fuel and other liquid levels
Regular washing vehicles, general maintenance and
recovery of disabled vehicles
Testing the skill of drivers (ability to drive vehicles over
all sorts of terrain, in convoy or alone in support of
combat ops).
Keeping mileage records as well as fuel and oil
records
Oversize/overweight moves must be coordinated with
civil authorities.

DUTIES OF ASC REGARDING MT

ASC is responsible to provide:
1. Transport for daily maintenance of formations and hold reserve
on wheels for those formations.
2. Transport for a road line of communications.
3. General transport for use at the base.
4. Special transport such as tank transporters, ambulance cars
etc.
5. A general reserve of transport.

FACTORS OF PLG DATA

Though there is no official requirements, ASC and EME
planning staffs should be acknowledged the following info :
a.

General scope of contemplated operations.

b.

Stages of operations with estimated mileage for each

stage and turnround time.

c.

Availability of other methods of transportation e.g.,

railway, air transport, pipeline, waterways etc.

d.

Details of routes and their condition, suggested

location of repair and recovery units.

e.

Estimate of vehicle casualties from all causes.

f.

Recovery policy.

MEASURES OF PLG DATA

Before any operation special measures should be taken to ensure
that all vehicles are in good order. These should include :
1. Intensive vehicle inspection and maintenance within units.
2. Repairs at workshop on a coordinated program.
3. Replacement of any vehicles about to become
unserviceable.
4. Provision of spares and assemblies for use during the
operation.

IMP TERM OF PLG DATA

Circuit of Action. Circuit of action is the return distance
covered by a transport echelon between the points at which
it loads and at which it delivers its load.

Terminal Time. Terminal time is the time taken for loading

and unloading etc. at both ends.
Turnround. It is the time which a transport echelon takes to
move forward, deliver its load return to the replacement
area, refill and return to the point from which it started.

CIRCUIT OF ACTION

TURNROUND

UNLOADING
LOADING

FACTORS AFFECTING TURNROUND

1. Time for loading.
2. Distance.
3. Speed of movement, which is affected by the :
a. State of roads.
b. State of vehicles.
c. State of training.
d. Weather and enemy action.
e. Density of traffic on roads.
f. Time of travel, i.e. day or night.
4. Time for unloading.
5. Time for maintenance, rest and feeding.

TURNROUND AND DISTANCE

1. Turnround:
a. turnround must be equal to the rate at which replenishment is
required.
Improving one or more of the times given above
Or
Shortening the circuit of action.
2. Distance:
a. length of time period
b. a circuit of action of 128 to 144 kilometers or a turnround time of
eight hours is reasonable.

VEHICLES MAINTENANCE & REST

3. Maintenance.
a. maintenance of vehicles.
b. adequate resting of the driver.
Accident might occur due toa. overworking transport
b. lack of maintenance
c. tired drivers
4. Weekly Rest.
a. one clear day off in seven must be given to drivers and
vehicles.
b. a through inspection and minor defects to be adjusted
before they become serious.

THE DUTIES OF THE STAFFS DURING MT

PLANNING
1. Ensuring that utmost economy exercised in the use of
transport.
2. Ensuring no misuse of transport
3. Confirming the current orders on the use of mechanical
transport to all units within the formation and observed.
4. Enforcing rigid driving discipline for avoiding mechanical
transport accidents.
5. Ensuring the proper maintenance of mechanical transport
within the formation.
6. Arranging formation driving testing board for issue of
driving licenses to mechanical transport drivers.

MECHANICAL TRANSPORT
CALCULATION

IMP FACTORS IN MT CAL

Capacity of a Route. The capacity of route is measured
in vehicles per hour (vph). It can only be obtained from
route intelligence or observation.
Flow. The number of vehicles that pass a given point
within a given period of time, expressed in vehicles per
kilometer (vpkm)
Average Speed. The average distance covered in each
hour, excluding specified halts)

IMP FACTORS IN MT CAL

Short Halts.
a. The observance of routine short halts will be at the discretion
of the commander controlling road movement over
the route in
question.
b. Short halts when specifically ordered will normally be of 10
minutes duration and will be made every two hours,
normally ten
minutes after each 110 minutes running.
c. All columns following the same itinerary will stop at the
time.

same

d. The nature of the road might make the halt to take place in one
particular part of the route rather than simultaneously at a fixed time.

IMP FACTORS IN MT CAL

Long Halts.
a. No standard rules for the observance of long halts
are laid down since the existence of cover from the
air and the need for refuelling are most important
factors.
b. Long halts must always be specifically ordered
and plotted on movement graphs.
c. For the planning purpose a long halt of one hour
after every six hours of driving is to be used as
guideline.

IMP FACTORS IN MT CAL

Density.
1. Density determines upon two factors:
a. the degree of possible enemy interference (ground or air)
b. the characteristics of the route.
2. Tactical limitations may make density vary from as low as 2-1/2 vpk when
conditions most favour for air attack to a density of 70 vpk at night or in bad
flying weather 70 vpk
For example, from tail to bonnet is about the optimum practical density, a
greater density causes a reduction in speed sufficient to lower the capacity
of the route.
Running Time.
The time taken by one vehicle to complete the journey without specified
halts is called the running time. It is simply the total distance divided by the
average speed.

IMP FACTORS IN MT CAL

Time Past a Point (TPP). Time required by a serial to pass a point.The
following is simple formula for calculating the time taken for a column to pass a
point:
TPP (in minutes) =
Number of vehicles x 60
. + 2 mins per 25 veh
Traffic density (vpkm) x average speed (kmph)
Extra Time Allowance and Gaps. An allowance, over and above calculated
times past a point, must be made. This is :
a. Two minute per 25 vehicles will always be added to the calculated TPP of
each serial.
b.

In addition extra time will be allowed between serials. This will be allotted
arbitrarily by the staff concerned, according to the road conditions, the
relative urgency of the move and the availability of the route.

IMP FACTORS IN MT CAL

Time Required to Complete a Move.
The time required to complete a move is the time elapsing between the
passing of the start point by the first vehicle and the passing of the
release point by the last vehicle. In order to arrive at this it is necessary
to calculate :
1. The total TPP of the column. This will include gaps between
serials.
2. The time taken by one vehicle to complete the journey (without
halts). Always consider the last vehicle.
3. Time spent in halts (if any). This must include.
a. Any halts while waiting to cross the SP.
b. Halts made by the last vehicles.

IMP FACTORS IN MT CAL

Block Timings. It is convenient to consider the cal of block
timing in the fol sequence :
a. Total the time past a point of all the serials.
b. Add time spent in halts while any of the serials are
astride the start point.
c. Add any extra time allowed between the serials based on
experience.
Gaps. The extra time allowance of 2 min per 25 veh, should
allow comd to arrange the necessary gaps within their own
columns. But in addition the staff must allow for larger time
gaps between serials.

CALCULATIONS
Routes.
A-B good (main) rd in the rear area, C-D bad
(secondary) rd a div area.
Columns.
X Armoured regiment .. 150 veh
Y ST unit 400 veh

CAL OF TIME FLOW ON GD RD

What is the time flow on A-B for a column of 3 ton veh(e.g.
column Y). A density of 40 vpk and average speed of 25
kph is accepted by the comd.
Flow = Average speed X density
= 25 x 40
= 1000 vph

CAL OF TIME FOW ON BAD RD

What is the time flow of C-D for a column of all types of veh
(e.g. column X). The comd considerers that the density
must not exceed 10 vpk and avg speed 8 kph.
Flow = Average speed X density
= 8 X 10 vph
= 80 vph

CAL OF DENSITY OVER BAD RD

To obtain a rapid concentration over the route C-D the comd
of column X wants it to arrive over a period of not more than
1-1/2 hrs. To achieve this what density must be accepted ?
150 veh must arrive in 1-1/2 hrs. Flow on the route must be :
150
= 100 vph
1-1/5
Flow
= Avg speed X Density
100
= 8 X density
100
= Density
8
Density = 13 vpk

CAL OF TIME REQR ON GD RD

How long will it take to pass the SP on route A-B ?
Flow on A-B = 1000 vph
Time reqr (TPP) = 400 hrs = 400 X 60 min + 32 min
1000
1000
[ 2 min per 25 veh]
= 24 min + 32 min = 56 min

SUMMARY
MT Plg
Duties of ASC
Planning Data
Factors Affecting Turnround
Veh Maint & Rest
Staff Duties in connection with MT

Mov Cal
Definitions
Problems

CONFIRMATION

ANY
Question
?

CONCLUSION

THANK YOU