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Transportation
in the European Theater |
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| 1940s | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| (Source: WELCOME TO EUROPE pamphlet, 1946, issued to new arrivals in Europe -- modified by webmaster) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Effective 1 August 1946, the Quartermaster Corps transferred the functions and responsibilities of truck and aviation units to the Transportation Corps completing the transition of responsibility for management of all transportation. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Military Railway Service | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
 2nd Military Railway Service DI |
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| 1945 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
(Source: Transportation. OCCUPATION FORCES IN EUROPE SERIES ) |
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On Feb 6 1945, the two existing Military Railway Services (1st and 2nd), which had operated independently, were consolidated and a provisional headquarters was established in PARIS (GO#16, ComZ). A director general was appointed to control of all railway operating units. These functions were further defined and somewhat modified, insofar as the command responsibilities were concerned, on April 3 1945 (SOP#32, ETOUSA, subj: "Continental Railways"). The Dir Gen, MRS, was then made responsible for the maintenance of way and equipment and for the operation of railroads on the Continent. The Military Railway Service became an exempted command, responsible to Chief of Transportation, except that the sections of the ComZ had admin authority over the MRS general courts martial, financial transactions, and the issue of ordinary supplies. All MRS units, together with some MP units to act as security guards, were assigned to GHQ, MRS, which in turn reassigned them to the 1st and 2nd Military Railway Service for operations. One of the first acts of the new hqs was to divide the operating territory between the two rail organizations. Boundaries were established on April 6, but the fast pace of the last weeks of the campaign necessitated changes. The areas in effect on V-E Day were roughly north and east of PARIS for the 2nd MRS, and south and west of PARIS for the 1st MRS. Shortly before the end of the campaign, the 2nd MRS Hqs at BRUSSELS established an advance echelon at BRAUNSCHWEIG. Operating Units A Grand Division was normally able to perform Phase I operations over 250 to 400 miles. MRS after V-E Day Adv Sec, GHQ, MRS was established in FRANKFURT on June 4, 1945 ( GO#26, MRS (Prov), 4 Jun 45). The duties of the rear echelon were passed from the 1st MRS to the Paris Prov RGD, organized on June 1 1945 ( GO#24, MRS (Prov), 31 May 45). When HQ ComZ was redes HQ TSFET on Aug 1, MRS, was renamed as U.S. Theater MRS, and was established as a tech comd under the CG, TSFET ( GO#179, HQ USFET, 2 Aug 45). Hqs of 2nd MRS in BRUSSELS closed on Aug 11 and opened the next day in FRANKFURT. Effective Aug 15, a new territorial division was made between the 1st and 2nd MRS (1):
With the reorganization on Aug 15, 1945, the railway operating battalions in Germany under the 2nd MRS were supposed to be:
(3) Based on a poor quality photo copy of the organization chart of the Office of the Chief of Transportation, COMZ (Jul-Sep 1945). Could not make out if the battalion listed was the 712th or 722nd ROB) |
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| (Source: Military Railway Service, The General Board Study No. 123) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The basic operating unit in the ETO was the Railway Operating Battalion consisting of four companies: This basic operating unit was capable of operating 90 to 150 miles of track with not more than one terminal with classification yard facilities. The Bn consisted of 29 officers and 790 EMs. The Railway Shop Battalion was responsible for maintaining and repairing rolling stock, and was equipped to serve from three to four ROBs. |
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| 708th Railway Grand Division | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| (Source: The Saga of the 708 Railway Grand Division, by MAJ A.G. Gregory, 1947) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| The railways in the AOR of the 708th were operated by "area control," with the northern sector operating under the office known as the Hannover Reichsbahndirektion and the southern sector under the Kassel Reichsbahndirektion. Both offices operated under the direction of the Military Railway Service. Full German crews were used. ROB personnel were used for supervisory and guard purposes only. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
716th Railway Operating Battalion 716th Railway Operating Battalion DI |
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727th Railway Operating Battalion 727th Railway Operating Battalion DI |
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| (Source: The 727th Railway Operating Battalion in World War II, Simmons-Boardman Publ. Corp., 1948) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| The Yankee Boomer - Some of the issues published while in Germany | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| The 716th High-Ball - Some of the issues published while in Germany | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| 1950s | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| EUCOM Railway Guide | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 1951 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| (Source: Railway Guide (US-Edition), Effective 20 May 1951) US Duty Trains |
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| The Mozart - Military Train in USFA | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| (Source: STARS & STRIPES, May 15, 1953) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| USFA announced a change to the schedule of The Mozart military train that takes effect on May 17, 1953. The revised daily schedule looks like this:  With the new schedule, travel is reduced by 70 minutes. Only three intermediate stops (Wels, Linz and the Russian border point at the Enns River Bridge) will be made on the 188-mile route. The military sleeping car arriving in the Salzburg train station from Leghorn (Livorno, Italy) at 9:50 am connects with the eastbound Mozart. Along with the revised schedule, another change to the run to Vienna is that the military train will arrive at and depart from the new West Bahnhof in Vienna. Previously, The Mozart used the Franz Joseph Bahnhof. A military waiting room and a baggage room have been established at the new train station. |
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| (Source: STARS & STRIPES, Feb 18, 1954) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| The Mozart is a military train operated by the US Army Transportation Corps that travels 109 miles from Salzburg to Vienna in Austria. The train is used by US military personnel and dependents only. On each side of the electric engine is a slab of metal more than two feet high that is brightly painted with the US flag. Each of the doors on the coaches is adorned with a smaller US flag and the words "For Americans Only." The sides of the coaches bear an oversized patch of US Forces in Austria (USFA) as well as long red, white and blue stripes. The Mozart leaves Salzburg at 10:35 am. It stops at Wels and Linz before entering into the Soviet-controlled territory for the final leg to Vienna. The train arrives in Vienna at 2:45 pm. It starts its return trip to Salzburg at 3:50 pm. (Until June, the train used to also stop at a Soviet checkpoint at the Enns River bridge.) There are usually six MPs from an MP company (202nd?) who serve on board as train guards. Travelers using the train must have a special Mozart permit as well as the occupational forces travel permit (gray pass). The MP train commander keeps the gray passes for each passenger during the trip to have them available in case the Soviets do a spot check. In earlier days, The Mozart was a sealed train making a night sleeper run from Munich to Vienna. The first trip Munich-Vienna took place in Sept 1945. The night trips ended in 1952. |
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| USAREUR Movement System in 1958 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| (Source: The Transportation Movement System in USAREUR - 1958, report prepared by the Stanford Graduate School of Business, Stanford University, for the US Army Transportation Research Command, Fort Eustis, VA, 1958) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| CARGO AND FREIGHT MOVEMENTS Most cargo entering the European Theater for US Forces arrives by surface carrier through two seaport terminal complexes -- the Bremerhaven Port of Embarkation with Headquarters at Bremerhaven, Germany, and the 11th Port Terminal Command with Headquarters at La Rochelle, France. A relatively small amount enters through air cargo receiving facilities, one of which is located in Germany (Rhein-Main) while the other is in France (Chateauroux). Once it arrives in the theater, cargo is carried by five main modes: rail, commercial and military highway transport, pipelines, air, and inland waterways. Of these modes, military highway transport is the only one operated primarily by Transportation Corps units, although a small number of rail shipments are carried on rolling stock owned or leased by US Forces. Air lift is almost exclusively provided by the Air Force, while rail, commercial highway transport, and inland waterway services are provided by nationalized or privately owned local carriers. The primary concern of the port terminals is to clear the ports in the least possible time. Frequently, cargo is off-loaded directly from ship to overland carrier. Plans and priorities for ship unloading are developed by the port prior to arrival of vessels by utilizing information available in such documents as Sailing Cables, Cargo Stowage Plans, and Ocean Manifests. Stock control agencies within the theater confirm manifested destination information or request reconsignments prior to arrival of the vessel, thereby aiding the port in planning for discharge and forwarding. On retrograde shipments, the present port-call system requires shippers to notify their designated out-loading port of the availability of most types of shipments, which are then called forward by the port terminal headquarters to a selected loading terminal. The terminal then prepares pre-stowage plans, orders any special equipment which may be needed, plans workloads and gang requirements, and makes other preparations for handling the cargo. Upon completion of loading, the terminal prepares and forwards Ocean Manifests, Cargo Stowage Plans, and Sailing Cables to receiving ports. Most movements within the theater are "managed" to secure utilization of the various available modes of transport in such a way as to insure accomplishment of all requirements with available capability. Because the present lift capability greatly exceeds requirements, this is primarily a training problem, and its solution is the responsibility of several Transportation Corps agencies throughout the theater. The USATC, CF&A, and installation TO's are charged with the determination of the most effective and economical use of available transport, regardless of mode. A central movements group (594th TG (MC) ) is charged with the final selection of the mode of transport. At both COMZ and Seventh Army levels, movement programs are used to assist in forecasting requirements and matching transport capabilities with these requirements. The 594th TG (MC) uses a formal transportation movement release (TMR) and movement authorization system to control movements and to assist in coordinating movements with shippers, carriers, and consignees. Actual operations of the group are assigned to a number of regional (RTMO) and district or detachment (DTMO) transportation movement offices. At the installation level, an installation transportation officer or his agent prepares necessary transportation documentation, ships, receives, and assists in coordinating the details of movement in his area. Spread along the Line of Communications (LOC) are a number of Trailer Transfer Points and Consolidation and Distribution Points (TTP's and C&D Points). These activities are responsibilities of the 37th THTC and the area commands, respectively. Less-than-truckload (LTL) shipments move between C&D Points on vehicles operated by the 37th Transportation Highway Transport Command. This organization also hauls truckload shipments from TTP to TTP along the LOC. |
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| In the actual movements of shipments along the LOC, service is too slow, documentation is complicated and time-consuming, and information about the status and location of shipments is not readily available. In all phases of the present system, the need for greater speed and accuracy is obvious. When emergency operations are considered, it becomes clear that such needs are not a luxury, but a necessity if the system is to fulfill its emergency mission. |
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| PERSONNEL MOVEMENTS In USAREUR the principal installations concerned with military-connected personnel movements are the Bremerhaven Port of Embarkation (BPOE) for surface, and the Frankfurt and Paris Air Passenger Centers (FAPC and PAPC, respectively). The total annual number of both inbound and outbound passengers approximates 500,000; BPOE and its subports processing approximately 43 per cent, FAPC 39 per cent. and PAPC 16 per cent. The carriers involved in the movement of such personnel are the Military Sea Transport Service (MSTS), the Military Air Transport Service (MATS), and the commercial carriers operating under contracts awarded by MSTS and MATS to augment the military service. Processing requirements placed on the transportation system for passengers inbound to the Theater are fairly restricted, even for surface shipments. Following receipt of the passenger manifest from CONUS surface ports, BPOE checks destinations, schedules debarkation proceedings, arranges for transportation, and provides hotel accommodations as required. The airports, because of the smaller number of passengers arriving per shipment, limit their processing to arranging for onward transportation when the passengers have actually arrived, and providing hotel accommodations as required. However, all ports arrange to notify gaining organizations of arrivals where practicable. The redeployment of personnel to CONUS is a more extensive procedure. The first step in this process is the forecasting by personnel agencies of the number of personnel to be redeployed in future months. The forecasts are consolidated by a Transportation Corps agency at COMZ, and then sent to the responsible agencies in CONUS. These CONUS agencies procure space to meet redeployment requirements and furnish monthly shipping schedules to the ports concerned. Space Allocation Committees (one for BPOE and one for LPOE), consisting of a representative from each service and MSTS, meet monthly to determine how the surface space will be alloted to the Army, Air Force, and Navy. The second step involved in the movement of outbound personnel is known as port-calling. Port-calling for USAREUR, with the exception of Mediterranean Commands, is performed by the Central Control Agency at BPOE for surface and by FAPC and PAPC for air. The port-calling of cabin-class passengers is done by individual; for troop-class passengers, BPOE issues a bulk port-call to each Control Headquarters, which then selects the personnel to fill the demand. Port-calls provide such information as reporting date, mode, and dates by which personnel must perform certain actions prior to leaving the theater, each as delivering POWs to the port to insure their arrival in CONUS ahead of the passenger. Other important steps in the movement of outbound surface personnel, particularly on MSTS vessels, are the arranging of transportation from unit locations to the port of embarkation, the pre-billeting of passengers, the scheduling of ship loading, the preparation and distribution of the passenger manifest, and the transmission of a sailing wire to the CONUS port concerned. Comparable procedures are involved for personnel movements by commercial surface and by air, but they are usually not as involved because of the smaller number of personnel moved on any one shipment. Duty travel within the theater generally consists of small groups or individuals traveling on regularly scheduled trains of the host nations. A few regularly-scheduled all-military trains or cars, employing host-nation equipment, are run for the convenience of certain areas such as Bremerhaven, Berlin, and Leghorn. Large-scale moves within the theater are either training movements of tactical units, or those made in conjunction with a move to or from a port. Such moves are controlled by the 594th TG(MC) and accomplished, where possible, with US-owned equipment. Some of the major problem areas in connection with personnel movements are the unreliable forecasts of the number of personnel to be redeployed; the consequent problem of procuring adequate surface or air space to meet actual requirements; the task of verifying the destinations of inbound passengers by BPOE; late equipment scheduling, which causes uncertainty and delay in the port-calling of personnel and inconvenience to the passengers concerned; and the excessive amount of paper work currently associated with many phases of personnel movements. |
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| HIGHWAY TRAFFIC REGULATION AND CONTROL The responsibilities for highway traffic regulation and control within USAREUR are different in each country in which troops are stationed. Within France and Germany, they are subdelegated to major commanders by the USAREUR Commander, while in Italy they are the direct responsibility of the CG USASETAF. According to FM 100-10, traffic regulation is to be supervised and coordinated through transportation channels, whereas traffic control is a function of the military police. In general, within USAREUR these functions fall within the definitions of this regulation. In Germany, however, regulation of highway convoy movements is designated a "Notification System," and has been transferred to the military police, although current plans call for transportation personnel to resume such regulation in an emergency. This assignment of functions within Germany results in personnel getting "out of the habit" of requesting clearances from the activities which will grant such clearances in an emergency, and does not provide sufficient control of movements to insure adherence to march schedules. It also fails to provide sufficient incentive for traffic headquarters personnel at either Seventh Army or the 594th TG (MC) to become familiar with the capabilities and limitations of all routes in their emergency operational areas. Within both France and Italy, all regulation and control of highway movements is performed by French or Italian Army personnel, who issue movement authorizations through US Army transportation agencies to the units concerned. |
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| BUDGETING AND ACCOUNTING The current USAREUR fiscal policies and procedures directly related to transportation activities appear to closely parallel modern industrial practices. The quality of cost data has been greatly improved by the recent adoption of accrual accounting and financial inventory accounting. In addition, the installation of an account structure which is common to budgeting, funding, and accounting has streamlined the processing of financial data at all command levels. However, several areas still exist in the Army's financial management plan in which expenditures of man-hours could be reduced and accomplishment of assigned missions could be expedited by the introduction of additional improvements. The major legislative acts and international agreements which have influenced the development of current USAREUR fiscal policies and procedures include the Budgeting and Accounting Act of 1921, the National Security Act Amendments of 1949, the Budgeting and Accounting Act of 1950, the St. Gallen Agreement, and the Line-of-Communication Agreement. The current budgeting system provides, among other things, for distribution of tentative budget guidance via command channels; prior determination of the functions to be performed during the budget year; uniformity in content and format of budgets, thus facilitating review and consolidation at higher headquarters; and submission of budget requests on a scheduled basis. The preparation of installation Budget Execution Plans prior to issuance of the Annual Funding Program may be an undesirable requirement, since they are submitted after USAREUR's budget has been forwarded to the Department of the Army. Other problem areas connected with the Army's budgeting system include assigning budgetary responsibilities to certain commanders for operations which are beyond their control, and estimating budget requirements for certain operations of a highly variable nature by application of a cost per unit of performance which is based on both support and operating costs. The current funding system provides for the issuance of Annual Funding Programs near the beginning of the budget year and, in general, for the distribution of funds via command channels to cover operations in the succeeding quarter. An important exception to the latter provision is the funding procedure for commercial line-haul activities. Such funds are suballoted to the Central Finance and Accounting Office at Heidelberg, which by-passes command channels in effecting a monthly distribution of funds to approximately 70 transportation offices, thereby creating a heavy communications and accounting workload. The accounting system is designed to protect public funds and provide accurate financial data for management purposes. Since the recent adoption of accrual accounting, financial inventory accounting, and an account structure common to all fiscal activities, reliable cost data can be developed and equitably applied. There is evidence, however, that procedures covering the administration of transportation funds and the development and application of cost data are in need of further imrpovements. |
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| USAREUR Transportation Movement System - Organization 1958 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| General US Army, Europe (USAREUR), with headquarters at Heidelberg, Germany, constitutes the Army element of US Forces, Europe, in support of NATO (organization chart). It is subordinate to US European Command (USEUCOM), whose Headquarters is located in the vicinity of Paris, France (map). The USEUCOM Commander is also the Commander of SHAPE. USEUCOM policy statements have delegated certain responsibilities to the respective US Forces. In compliance with these policies, each service issues implementing directives to subordinate commanders and other services as applicable. The Commander in Chief, USAREUR, is assigned responsibility by USEUCOM Policy Directive Nr. 64-1 dtd 8 March 1956 for "making available, operating and maintaining land transportation service for US Forces within France, Germany and Benelux." The CG USASETAF, charged with the same responsibility in Italy, was subsequently assigned to CINCUSAREUR. The objectives of these assignments are to insure economy of operation without duplication in peacetime, while providing the maximal operational effectiveness and efficiency necessary to support emergency war plans. The "55" Series of USAREUR Circulars, prepared by the Transportation Officer, USAREUR, under the staff supervision of G-4, USAREUR, are those with which the Army, Air Force, and Navy must comply in shipping and receiving all persons and things via land transportation modes within the theater. Similarly, all services must comply with US Air Forces Europe (USAFE) directives in securing intratheater air transportation, Military Air Transport Service (MATS) directives for intratheater air lift via MATS, and Military Sea Transport Service (MSTS) directives for ocean transport. USAREUR Circulars are frequently expanded by subordinate commands, within the scope of the circulars, to furnish additional guidance. Operational units generally prepare Standing Operating Procedures (SOP'S) for their personnel to insure uniformity in operations. Technical Service Chiefs, such as the Transportation Officer, may issue technical bulletins, memoranda, or letters over their signatures to insure compliance with the technical aspects of general command policies and directives. The organization chart (presented above) provides a graphic illustration of the relationships within USEUCOM units. |
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| List of main elements of the USAREUR Transportation Movement System: | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Area Commands in USAREUR The US Forces in Europe, as tenants of the host nations of France, Germany, and Italy, are required to comply with the Status of Forces Agreements in effect between the governments of the US and each host nation. In order to perform essential "housekeeping" functions and to afford a proper posture for an emergency, three types of area command are in existence, each within a separate nation. In France, the conventional Communications Zone (COMZ) is organized into a Base Section (BASEC) and an advance section (ADSEC), with headquarters at Poitiers and Verdun, respectively. The principal area of responsibility of BASEC is the post and depot complex in western and southern France. ADSEC comprises the area of northeastern France, with its depot complex. A number of depots located in Germany west of the Rhein have recently also been assigned to ADSEC, although the CG ADSEC does not have area support responsibility in Germany. In addition to BASEC and ADSEC, the area commands around Orleans and Paris support COMZ units and other lodger units in their areas of responsibility. Within each of the sections and commands, posts or installations have been established to administer the areas assigned to and occupied by US Forces, such as depots, headquarters, troop casernes, and the dependent housing areas constructed for or by US Forces. Posts also furnish the necessary administrative, recreational, and logistical support for service personnel and their dependents. In Germany, the US Forces Area is divided into Northern, Southern, and Western Area Commands (plus the Bremerhaven and Berlin Commands). Each command is divided into subareas or installations which render "post" support to lodger units and US personnel. The Seventh Army and all other combat elements in Germany are lodger units of these installations. Their primary responsibility is training to maintain maximum combat effectiveness. In Italy, USASETAF is organized into three posts (or camps). The 1st Missile Command Medium is stationed at Vicenza, US Army Special Troops SETAF are at Camp Passalacqua in Verona (SETAF Hq.), and the US Army Logistical Command is located at Camp Darby in Livorno. |
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| Transportation Staff Officers The Transportation Officer of each major command is a technical or special staff officer responsible for advising the commander on transportation matters, and for the technical supervision of all transportation activities and units assigned the commander. In addition, he is frequently assigned operational control of transportation units assigned to the command. His responsibilities require a staff, which is organized similarly in all headquarters (see Fig. 3). The usual organization includes Administrative, Plans (and Intelligence), Traffic (Operations), and Materiel (Supply) Branches. |
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| All staff branches develop and/or review that cost and budgeting data which is required to support their respective functions. Fig. A-6 illustrates the staff branches and commands subordinate to the Transportation Officer, COMZ. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Installation Transportation Officer Each Post Commander has a Transportation Officer on his special staff, who advises the Commander on all transportation activities, receives and ships all freight for the Post, including household goods and baggage, and accomplishes the transportation documentation. Assistant Transportation Officers and Transportation Agents, representatives of the Transportation Officer, are appointed and located to function for the Transportation Officer. The Transportation Officer initiates all Military Freight Traffic Warrants, Bills of Lading, Passenger Transportation Warrants, Transportation Requests, claims against carriers, shipment discrepancy reports, etc. His staff organization varies with the responsibili. ties assigned to him. He usually operates the administrative Motor Pool, utility railroad, and/or assigned harbor craft, and is responsible for maintenance of equipment. Ile is authorized to obligate funds for Post transportation operations and maintenance, line-haul, accessorial transportation and drayage, or local haul, and maintains a record of these obligations. |
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| Tactical Transportation Officer Headquarters Seventh Army and each subordinate Corps and Division are authorized Transportation Officers and transportation staff personnel under their Tables of Organization. The Seventh Army Transportation Division is shown in Fig. 5. |
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| Transportation Water Terminal The primary Ports of Embarkation are located at Bremerhaven, Germany; Livorno, Italy; and LaRochelle, France. Each Port Commander, except in Italy, is also a post commander whose peacetime responsibilities include operations such as dependent housing, Post Exchange, commissary, nursery, open messes, and service-club facilities, which require a sizeable staff which has no direct connection with the primary missions of the post-tbose of discharging and loading ships and receiving and shipping persons and things to and from the pier areas. This discussion concerns itself only with the organizational elements responsible for the shipment and receipt of personnel and cargo and the fiscal activities connected with these movements. The Bremerhaven Port of Embarkation (Fig. 6), assigned to CGUSAREUR, consists of the "Bremerhaven Enclave," the Subports of Rotterdam and Mannheim (Fig. 7), and the 593d TC Detachment (MC) London, with subports at Southampton and Liverpool. The 11th Transportation Terminal Command (Fig. 8) at LaRochelle is assigned to CG BASEC, and operates terminals and posts at LaPallice (near LaRochelle), Bassens, and St. Nazaire. The Leghorn Port (Fig. 9) at Livorno, Italy, is assigned the CO of the USASETAF Logistical Command, who has delegated operation of the port to his staff Transportation Officer. The broad mission of the commanders of Army terminals is to: |
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| Air Passenger Centers | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| 37th Transportation Highway Transport Command | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| 594th Transportation Group (Movement Control) |
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| (1) Plan, program, and control movements of military traffic within, to and from France, Germany, and Benelux Countries except for those movements which are the responsibility of the CG Seventh Army. (2) Maintain movement-control liaison with transportation agencies of host nations within the unit's area of responsibility, and furnish movement requirements to specific carriers. (3) Be the sole commitment authority for the 37th, Trans portation Highway Transport Command. (4) Operate US Army Air Traffic Coordinating Offices (AATCO's) at Chateauroux, France, and Rhein-Main, Germany. (5) Notify major subordinate commands of impending arrival of personnel from CONUS. (6) Prepare the Intratheater Supply Movement Program. (7) Prescribe border-crossing points for all military surface shipments crossing international borders to insure most economical routing consistent with desired service. (8) Obtain international highway clearances as required. (9) Provide and administer procedures for obtaining French government highway permits for non-French truck carriers engaged in the transportation of US military-sponsored supplies into France. |
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| US Army Transportation Center | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| (A) Provide services for rail operations. (1) Provide liaison with the administrative and operational headquarters of European railways, or rail services in support of US Forces owned and/or controlled rail equipment. (2) Provide technical assistance to purchasing and contracting officers in matters pertaining to the procurement of rail services. (3) Make utilization surveys in installations assigned military-owned or -controlled rail equipment, and recommend assignment and/or reassignment of the equipment. (4) Provide train conductors and required food services on all military passenger trains except those operating within Italy and to and from Berlin. (5) Provide and control an operational fleet of US Army-owned rail equipment in support of US forces in Europe. (6) Distribute, stable, and exercise control over US owned and -controlled rail equipment. (B) Provide traffic management services. (1) Review proposed commercial line-haul truck agreements negotiated by local transportation officers with commercial highway carriers for shipments subsequently assigned. (2) Conduct special research projects, studies, and analyses to determine areas in which more economical and efficient transportation procedures may be developed, and make appropriate recommendations. (3) Compare the costs of current and probable future military transportation services with costs based upon commercial tariffs, and make appropriate recommendations. (4) Perform studies to determine trends in customer service and equipment utilization, based upon statistical data, and make appropriate recommendations. (C) Operate a CONEX distribution agency called the USAREUR Joint CONEX Control Activity in accordance with AR 55-165. (D) Conduct technical inspection of transportation ac tivities as directed by the Transportation Officer, COMZ. |
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| Supply Installations and Depots | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Transportation Battalion (Infantry Division) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| (Source: FM 55-37 Transportation Battalion, Infantry Division, July 1957) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| 1970s | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Theater Movement Control in 1970s | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 1969 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| (Source: FM 55-10, Army Transportation Movements Management, DA, June 1969) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| ORGANIZATION 2-1. General Staff Sections  a. The transportation functions of the theater army support command (TASCOM) are supervised by specialists assigned to the general staff section of the Assistant Chief of Staff (ACofs), Movements. The primary duties of these specialists are to advise the commander and staff on all transportation matters, to develop such plans or planning guidance as are necessary to provide an efficient transportation service for the command, and to provide technical supervision of all movement control centers (MCC's) within the theater.b. The ACofS, Movements, has general staff supervision of the following transportation-related functions (among others)(1) Transport mode operations.(2) Movements management, excluding POLby pipeline.(3) Terminal operations.(4) Highway regulation.(5) Traffic control. c. In carrying out his responsibilities to the commander, the ACofS, Movements, uses his own staff resources and those of the transportation command to perform the following functions:(1) Advise the commander on effective use of the transport services and effective operations of those elements of the shipping and receiving services that have a direct bearing on fulfilling the commander's movement requirements.(2) Recommend transportation movements management policies.(3) Prepare implementing directive for the entire theater. (Such directives are in consonance with the guidelines issued by the theater army.)(4) Conduct the ship's destination meeting (para 5-15a(21)). d. The headquarters, TASCOM, staff is a broad policy and planning staff which operates on a management-by-exception basis. It develops broad policy and planning guidance and does not become involved in day-to-day operations, planning, implementation, or management. The transportation command, because it contains the functional movement control center, technical specialists, and automatic data processing (ADP) facilities, performs the complete operational mission. This includes operational planning and management, implementing, evaluating, and summary reporting to headquarters, TASCOM. Representation on joint theater boards and committees normally will be provided by the transportation command. The transportation command ACofS, movements, is also the chief of the movement control center, TASCOM. |
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