Military reference books and manuals (2009-2023, Volume 6)

Sudan: Rural Access Project (RAP)

PROGRAMME/PROJECT DESIGN REPORT - ANNEX VIII

intercropped with leguminous crops such as cowpea, introduction of inter/ intra-row spacing,

practice of thinning, weeding, and control of harvest and post-harvest losses;

(iii)

improvement of wadi/ depression cultivation through the introduction of minimum tillage

techniques, use of quick maturing crop varieties, crop rotation with leguminous plants and

vegetables (such as watermelon) and plantation of the wadi boundary with local tree species

for protection and plant cover regeneration (Ziziphus spina christii, Acacia seyal).

The promotion of appropriate legislation and community awareness and collaboration is also

included in the institutional development and project management component of BIRDP.

Indeed the output of this component is the formulation and enforcement of a regulatory

framework for water and range governance in the Butana. The negotiation of appropriate

environmental legislation and building community capacity accordingly constitutes key

activities.

The BIRDP provided for the set up of an Environmental Monitoring System (EMS) that will

rely on spatial analysis and remote sensing techniques to track the status of the vegetative

cover before the project interventions and the changes in the nature and composition of the

vegetative cover over the project life. This work will be complemented with ground truthing to

monitor the biodiversity of the vegetative cover and its carrying capacity. Approximately USD

422 000 were budgeted under the BIRDP for resource inventory and monitoring biodiversity.

In relation to the Rural Access Project, the aspects related to access to water, location of

camps and burrow pits and waste management will be addressed as part of the technical

specifications for the construction of the road and will also be incorporated in the clauses of

the contract.

VIII.

Monitoring Aspects

The monitoring of the RAP environmental impacts is covered under the environment

monitoring system proposed for the BIRDP. The relevant section is reiterated here for ease of

reference.

The data collection for environmental monitoring will be done through surveys performed by

competent agencies. For the vegetative cover, satellite imagery data over the Butana on or

around end of August will form the basis of the needed information. By then the maximum

amount of precipitation would have been received. Analysis of the imagery data, and

comparison with the long term Butana NDVI data already available, will reveal the status of

water and grazing and their distribution over the plain. This data shall form the basis for

formulating a policy to regulate land use, grazing areas, and drawing a timetable for livestock

exit strategies, depending on the status of range and water.

Environmental monitoring indicators for the RAP project area will include the following:

The Clay Plain

•

Number of water harvesting sites constructed annually on the clay plain

•

Number of seedlings distributed and seedling growth rate

•

Area in ha under reseeding or protection, by type of range

(open access or

community range)

•

Carrying capacity of the range by type of range (open access range and community

range)

•

% ground coverage by mesquite tree

•

% change in land use

•

% change in waterbodies

•

NDVI trend

Soil and Gully Erosion

•

% change in land use and especially of forested areas

•

% change in waterbodies

•

NDVI trend

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Indicators pertaining more specifically to the management of water and range conditions will

include:

•

Cover by bare ground

•

Cover by sand dunes

•

Ground storey vegetation coverage, including crops

•

Distribution of hafirs, dams and water facilities and water availability

•

Signs of sorghum cultivation beyond the grazing line 14 45 degrees North

The results of the resource inventory should be presented in maps. Water facilities distribution

and distances between them, type of facility, current status (functioning or not), design

capacity, main type of use, method of management, and type of rehabilitation needed, should

also be compiled and tabulated. The map should be widely distributed, and discussed.

The focal point for data collation, interpretation and preparation of aggregated maps and

database will be the Remote Sensing Authority in the Federal Ministry of Science and

Technology. The Remote Sensing Authority will then disseminate the results of the EMS on a

regular basis to the BDA, State Coordination Units. The latter will be responsible for their

distribution to the concerned departments at state and locality level. The findings of the EMS

will also be communicated at the annual policy fora organized by the BDA. For the surface

and groundwater monitoring and relevant equipment will be contracted to a competent

agency under the supervision of the State Water Corporations and the BDA.

IX.

Record of Consultation with beneficiaries

The mission discussed with the beneficiaries the overall degraded situation of the

environment in the Butana as well as the potential impacts of the road. The following are

excerpts of the main opinions voiced by villagers:

− Trees planted on constructed ‘terraces’ are welcomed by villagers. They felt

that seeding the shoulders of the new roads could be a good idea.

− The scenario of land disputes could be true from 6 Arab to Al Musran where

there is predominance of agriculture as opposed to grazing.

− The road could have a negative impact on grazing and forestry.

− The worst case scenario is that farms would plough the land after the first few

showers. In case there are no rains thereafter the pasture as well as the

crops would be lost.

− There are no clear village perimeters and no well defined cattle routes.

− Horizontal expansion in agriculture is unprecedented.

− The road will create many opportunities and attract hordes of new comers.

− The range carrying capacity and the water potential of Butana have never

been estimated

− The number of khors, volume of discharge etc is not known.

− There is an acute energy problem. The Farmers Union provided villages with

butane cylinders. This is a positive contribution.

− There is in room for Village Woodlots. Afforestation of terraces could be the

way out.

− Horizontal expansion in agriculture should be controlled at this point in time.

− Blocking khors, as a form of water harvesting, is common without any due

consideration to hydrological or social consequences or the needs of the

downstream users. This should not be encouraged.

The excerpts above indicate that the villagers have a good sense of the status of the

environment and the deterioration of the resources, and are willing to adopt techniques that

would alleviate such deterioration. The pressure on agricultural expansion - likely to be

exacerbated by the road construction - will need to be mitigated through an active extension

programme under the BIRDP.

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PROGRAMME/PROJECT DESIGN REPORT - ANNEX VIII

Appendix 1. Environmental legislation in Sudan

The Environment (Protection) Act, 2001

Sudan is one of the first African countries that passed sectoral laws for the protection of the

Environment. The Environment Protection Act, 2001 that was enacted in accordance with

the former Constitution of the Republic of the Sudan is the principal legislative framework

providing for uniform rules of substance and procedures on protection of the environment

and use of natural resources.

Customary Law Land Rights

Ethnic communities are territorialized in the Sudan. Each community or its faction inhabits

a definite territory (known as Dar in Arabic) over which it exercises certain group rights.

The principle rights brought to my notice apart from the normal user were:

The right to admit or refuse strangers to water or graze in the Dar and the right to

impose conditions on such entry.

The right to build permanent buildings in the Dar.

The right to cultivate.

The right to sink new wells, or dig out old ones.

The right to beat the Nuggara (drum) and to put Wasms (tribal marks) on the trees

and rocks.”

Since Dar rights are subject to encroachment by the government, it is worthwhile to see the

extent of the encroachment. It may be well to add that customary law has no system of land

registration.

Land Legislations

Before 1984, land use and acquisition of land rights were regulated by seven pieces of

legislation, namely:

The Sudanese Disposition of Lands Restriction Act 1918.

The Disposal of Unoccupied Town and Village Lands Act 1922.

The Pre-emption Act 1928.

The Prescription and Limitation Act 1928.

The Unregistered Lands Act 1970.

The Rent Restriction Act 1982.

The Land Settlement and Registration Act 1925.

In 1984 came the Civil Transaction Act (CTA). This act repealed and re-enacted the six first-

mentioned Acts, of immediate relevance to Dar rights is Section 559 of the CTA. The act

provides that any unregistered land belongs to the government as if it has been registered

under the Land Settlement and Registration Act 1925. This provision first appeared in the

Unregistered Lands Act 1970.

Constitutional Directive Principles of State Policy

The Interim National Constitution 2005, Part I, embodies directive principles of state policy.

Article II, titled “Environment and Natural Resources” needs to be quoted in full:

The people of the Sudan shall have the right to a clean and diverse environment; the

state and the citizens have the duty to preserve and promote the country’s biodiversity.

The state shall not pursue any policy or take or permit any action, which may

adversely affect the existence of any species of animal or vegetative life, their natural and

adopted habitat.

The State shall promote, through legislation, sustainable utilization of normal

resources and best practices with respect to their management.

Guiding principles of state policy are also incorporated in Interim Constitution of

Southern Sudan 2005, Part III. The relevant Article is 44 titled “Environment”. It reads:

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PROGRAMME/PROJECT DESIGN REPORT - ANNEX VIII

Every person or community shall have the right to a clean and healthy environment.

Every person shall have the right to have environment protected for the benefit of

present and future generations, through reasonable legislative action or other measures that:

Prevent pollution and ecological degradation;

Promote conservation;

Environmental Agreements ratified by Sudan.

Specific details and procedure on land are found in sectoral laws including:

Land Settlement and Registration Act 1925 provides rules to determine rights on land and

other rights attached to it and ensure land registration.

Land Acquisition Act

1930 gives the government the power to appropriate lands for

development purposes. It contains detailed procedures to be followed in acquisition of land

and rules governing payment of compensation for land required for public purposes.

The Civil Transactions Act 1984 regulates the different matters related to civil transactions

with respect to titles on land, means of land acquisition, easement rights and conditions to be

observed by land users. It also incorporates the provisions of the Unregistered Land Act 1970

which has been repealed.

Urban Planning and Land Disposal Act 1994 regulates designation of lands for different

purposes and urban planning. With respect to land expropriation for public purposes, Section

13 of the Act recognises the application of its predecessor - Land Acquisition Act 1930.

Forests and Renewable Resources Act, 2002 - this Act includes the provisions of the Central

Forests Act, 1932 and the Provincial Forest Act, 1932 which have now been repealed. The

Central Forests Act,

1932 empowered the Minister of Agriculture, Food and Natural

Resources to declare a central forest reserve an area of land, which is registered under the

Land Settlement and Registration Act, 1925 as Government land. Unless a special license or

a permit has been first obtained from the Director of Forest, any act, including entry upon or

remaining in such forests is an offence.

The Environmental Health Act, 1975 contains detailed provisions for the protection of water

and air from pollution and assigns defined administrative responsibilities to District Councils

with respect to preservation of environmental health in general.

In carrying out EIA, the legal requirements are not confined to the above mentioned Acts.

There are other important sectoral laws that must be considered and used as a yard stick or

standard to identify the negative environmental effects.

The Electricity Act of 2001 controls the electricity market. It provides regulations regarding the

protection of network and standards regarding environmental protection. Article (9) of the said

Act requires that any developer (investor) must comply with existing laws regarding roads,

water courses, communication network, environmental issues and archaeological sites.

Article (13) explains the environmental standards that must be taken into consideration when

establishing power plants. Article (17) requires compensation to any damage that the project

may cause to humans, animals and property.

Land Acquisition

The procedures for land acquisition in any locality are initiated with notification by the

People’s Executive Council in a Gazette stating that it appealed to the President of the

Republic to authorise the acquisition of land for public purposes (Section 4). It is only after

such notification that it shall be lawful to enter into, bore, set out boundaries, mark or

survey land.

An appropriation officer appointed by the People’s Executive Council would notify the

occupant whose land is to be appropriated for public purposes, call upon persons claiming

compensation to appear before him at a place and time (not earlier than 14 days) and to

state the particulars of their claims for compensation (Section 10). He must attempt to

agree on the amount of compensation for that land (Section 10). The Act provides for

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PROGRAMME/PROJECT DESIGN REPORT - ANNEX VIII

further steps to be taken with regard to assessment of compensation if agreement is not

reached.

International Agreements

Sudan has ratified and is party to the following international environmental conventions

and protocols pertaining to the Project:

The 1992 United Nations Framework Convention on Climate Change (UNFCCC),

The 22 March 1989 Basel Convention on the Control of Trans-boundary Movements

of Hazardous Wastes and their Disposal.

The 5 June 1992 Convention on Biological Diversity,

The 1933 Convention Relative to the Preservation of fauna and flora in their Natural

State,

The 1951 International Plant Protection 1951

The 1968 African Convention on the Conservation of Nature and Natural Resources

The

1971Convention on Wetlands of International Importance Especially as

Waterfowl Habitat, Ramsar, (amended in Paris, 1982)

The 1972 Convention Concerning the Protection of the World Culture and Natural

Heritage,

The 1973 Convention on International Trade in Endangered Species of Wild Fauna

and Flora,

The 1979 Convention on the Conservation of Migratory Species of Wild Animals,

The 1982 United Nations Convention on the Law of the Sea,

The 1982 Regional Convention for the Red Sea and the Gulf of Aden Environment

The 1987 Protocol Concerning Regional Cooperation in Combating Pollution by Oil

and other Harmful Substances in Cases of Emergency,

The 1985 Vienna Convention for the Protection of the Ozone Layer

The 1987 Montreal Protocol on Substances that Deplete the Ozone Layer,

The 1991Bamako Convention on the Ban of the Import into Africa and the Control of

the Transboundary Movement and Management of the Hazardous Wastes,

The

1994 International Convention to Combat Desertification in Countries

Experiencing Serious Drought and/or Desertification Particularly in Africa,

The 1997 Kyoto Protocol

The 1998 International Legally Binding Instrument for the Application of the Prior

Informed Consent Procedure for Certain Hazardous Chemicals and Pesticides in International

Trade,

2000 Cartagena Protocol on Bio-safety to the Convention on Biological Diversity

2001 Stockholm Convention on Persistent Organic Pollutants,

The parties to the Convention agree to “promote sustainable management, and promote

and cooperate in the conservation and enhancement, as appropriate, of sinks and reservoirs

of all greenhouse gases not controlled by the Montreal Protocol, including biomass, forests

and oceans as well as other terrestrial, coastal and marine ecosystems”.

Sharia and Traditional (Customary) Laws

In brief, Sharia (Muslim) laws and traditional, customary laws were the basis of Sudanese

life before the British conquest of the Sudan in 1898, when Civil Law was introduced.

Denying any intervention with religious freedom, the British established two separate legal

systems: Civil Courts and Sharia Courts. Over the years, recognition has also been given to

traditional leadership and their related powers. The Interim National Constitution of the

Republic of Sudan (INC) (2005) has, however, introduced laws that are not always

consistent with Sharia laws; for Muslims, inheritance and most family laws fall within the

Sharia Courts. In addition, many traditional customs and practices around leadership and

the resolution of disputes have been replaced. The INC does recognise this, and states: the

Sudan is “an all-embracing homeland, where religions and cultures are sources of strength,

harmony and inspiration”, and is “a democratic, decentralised, multicultural, multi-lingual,

multi-racial, multi-ethnic, and multi-religious country where such diversities co-exist”.

Relevant Policies and Institutions

Two key strategies deal with sustainable development in the Sudan, namely:

Environment Strategy (part of the comprehensive strategy) 1992 - 2002.

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PROGRAMME/PROJECT DESIGN REPORT - ANNEX VIII

Quarter Century Strategy 2002 - 20027.

The Institutions of most relevance to this Project are:

• The Ministry of Environment and Physical Development (MEPD)

• The National Roads and Bridges Authority.

• The Ministry of Urban Planning and Housing.

The reviewed Acts and laws provide standards to be considered in assessing the

environmental impacts of the Project. It is important to note here that State organs and local

laws deal with issues at State or local levels, while the Federal Acts are more concerned

with general directives and set limits and standards to certain environmental concerns

without detailing problems of a local nature.

In Sudan concerns for environmental protection are

reflected in major legal instruments (Constitutions and Proclamations/Acts). Such

instruments cover detailed provisions guiding the environmental and social impact

assessment of projects. Sudan has institutional arms in place that would ensure

implementation of its policies and legislation. Thus the legal and institutional framework is

in place to adequately assess the Project and ensure that adequate measures are

undertaken to minimise the adverse impacts and to ensure that project affected persons are

not adversely disadvantaged.

Other laws of relevance to this project include

The Investment Act of 1999 which requires an EIA study as a condition for granting a licence

to implement a project.

The Labour Act, 1997 which tries to protect the work environment and safety of workers and

the Location of Industries Act of 1977 which prohibits the location of industries in residential

areas. Prevention of public health hazards at Project construction sites will be dealt with via

engineering good practice guidelines contained in construction contracts.

TRAINING CIRCULAR

*TC 21-306

No. 21-306

HEADQUARTERS

DEPARTMENT OF THE ARMY

Washington, DC, 27 March 2007

TRACKED COMBAT VEHICLE DRIVER TRAINING

TABLE OF CONTENTS

PAGE

PREFACE

CHAPTER 1 - INTRODUCTION

1-1

CHAPTER 2 - DRIVER SELECTION, TRAINING, AND SUPERVISION

2-1

CHAPTER 3 - SAFETY AWARENESS

3-1

CHAPTER 4 - ENVIRONMENTAL AWARENESS

4-1

CHAPTER 5 - HOW TO USE TSPs

5-1

APPENDIX A - TRACKED COMBAT VEHICLE DRIVER TSPs

A-1

GLOSSARY

Glossary-1

REFERENCES

References-1

DISTRIBUTION RESTRICTION: Distribution authorized to U.S. Government agencies and their

contractors only to protect technical or operational information that is for official Government use.

This determination was made on 26 March 2006. Other requests for this document will be referred

to: Commander, U.S. Army Armor Center, ATZK-TDT-TD, 204 1^st Cavalry Regiment Road, Suite

216, Fort Knox, KY 40121-5123.

DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or

reconstruction of the document.

* This publication supersedes TC 21-306, 10 February, 2000.

FOR OFFICIAL USE ONLY

TC 21-306

PREFACE

This training circular (TC) provides the unit commander, vehicle commander, and the

vehicle driver with the basis for developing a tracked combat vehicle driver training

program and can assist commanders in selecting highly qualified drivers.

TC 21-306 is a result of the Chief of Staff of the Army’s (CSA) direction to the Training

and Doctrine Command (TRADOC) to develop tracked and wheeled vehicle driver

training programs, to include the development of training support packages (TSPs) that

will standardize driver training Armywide. The TSPs described in this publication fulfill

that requirement for tracked vehicles by providing units with flexible training programs

that can be implemented as stand-alone courses or integrated into existing training. The

intent is not to burden unit commanders with unrealistic training programs that cannot

be resourced. The goal is to provide units with TSPs to support driver training that

promotes safe driving practices, accident avoidance, and technical competence. This

TC deals with the training of tracked combat vehicle drivers in support of this program.

The information contained in this publication is applicable to the Active Army, the Army

National Guard/Army National Guard of the United States, and United States Army

Reserve that use these tracked combat vehicles unless otherwise stated.

The proponent of this publication is TRADOC. Record comments and recommendations

on Department of the Army (DA) Form 2028 (Recommended Changes to Publications

and Blank Forms) and send the form directly to Commander, U.S. Army Armor Center,

ATZK-TDT-TD, 204 1^st Cavalry Regiment Road, Suite 216, Fort Knox, KY 40121-5123.

Unless otherwise stated, masculine nouns and pronouns refer to both women and men.

27 March 2007

FOR OFFICIAL USE ONLY

TC 21-306

CHAPTER 1

INTRODUCTION

1-1. PURPOSES

The primary purposes of this publication are to −

a. Supplement Army Regulation (AR) 600-55 (The Army Driver and Operator

Standardization Program [Selection, Training, Testing, and Licensing]) by providing

guidance on how to obtain and use lesson outlines, written and hands-on performance

tests, and listings of supporting training materials for all tracked vehicles.

b. Provide leaders with the tools needed to meet the challenge of producing quality

drivers. Leaders need to emphasize driver training because high-technology, high-

performance tracked vehicles demand greater driver skills and knowledge.

c. Provide tracked vehicle drivers with the techniques to enhance their driving

skills. The driver must know how to operate the equipment effectively in all

environments. The driver must be challenged to use safe driving practices and increase

his awareness for accident avoidance.

1-2. SCOPE

This TC does not replace AR 600-55 which specifies the regulatory requirements for

selecting, training, testing, and licensing drivers. Instead, it provides guidance on how to

obtain and use training support packages (TSPs) developed by the Army proponent for

each tracked vehicle. Unit commanders have the flexibility to make minor modifications

in these training support packages. Unit constraints on terrain and resources may limit

the extent to which a TSP can be implemented. However, drivers must pass the tests in

the TSPs to be issued an Optional Form (OF) 346 (US Government Motor Vehicle

Operator’s Identification Card) according to Chapter 6, AR 600-55.

1-3. SUPPORTING MATERIALS

The supporting materials unique to each tracked vehicle are listed at the end of the

TSPs. The following materials apply to all tracked vehicles:

a. AR 600-55 describes the following:

(1) Responsibilities for conducting the motor vehicle driver program.

(2) Licensing requirements for applicants for motor vehicle driver positions.

(3) The process for choosing potential drivers.

(4) The training program for drivers of all types of vehicles and equipment.

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(5) The testing program.

(6) Controls on issuing licenses.

(7) Types of licenses that may be issued.

(8) The procedures for renewing, revoking, or suspending licenses.

(9) Procedures for qualifying operators to use special equipment and night

vision devices.

b. Soldier Training Publications. The individual tasks in the TSPs were derived from

the Soldier training publications for military occupational specialties (MOSs) with tracked

vehicles.

c. AR 385-55 (Prevention of Motor Vehicle Accidents). This regulation establishes

responsibilities and procedures for carrying out the Army Safety Program's motor

vehicle accident prevention effort.

1-4. CONTENTS

This TC is organized into five chapters, an appendix, a glossary, and references.

a. Chapter 1, Introduction - explains the purposes, focus, and contents of the

manual.

b. Chapter 2, Driver Selection, Training, and Supervision - describes a system for

identifying, selecting, and qualifying tracked vehicle drivers.

c. Chapter 3, Safety Awareness - examines the safeguards necessary to ensure

tracked vehicle operators do not place the physical well being of people in jeopardy.

d. Chapter 4, Environmental Awareness - examines the safeguards necessary to

make sure the environment is not placed in jeopardy by tracked vehicle operators.

e. Chapter 5, How to Use the Training Support Packages (TSPs) - describes the

content of the TSPs referenced in this publication and how to implement them as stand-

alone courses or integrate them into existing training.

f. Appendix A, Tracked Combat Vehicle Driver TSPs - lists all available TSPs.

g. Glossary - contains an explanation of abbreviations and acronyms used in this

manual.

h. References - list all material necessary to manage and supervise the driver

training program properly. Changes to these publications and current publication dates

can be found in DA Pam 25-30 (Consolidated Army Publications and Forms Index).

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CHAPTER 2

DRIVER SELECTION, TRAINING, AND SUPERVISION

This chapter outlines a system (described in detail in AR 600-55) for identifying,

selecting, and qualifying trainers and drivers. The driver’s contribution to combat

efficiency is not always recognized or appreciated; his performance is a critical factor in

keeping a vehicle in operation. Even the best-designed and best-constructed vehicles,

maintained by the best operators and mechanics in the Army, cannot compensate for

poor driving practices. Poor driver training may cause a unit to fail in its mission.

2-1. PREPARATION FOR DRIVER TRAINING

Effective driver training is the result of careful planning and thorough instruction. Before

instruction begins, make a careful and complete estimate of the driver training

requirement. Based on this estimate, develop plans and schedules. Select and train

instructors. Make sure adequate facilities and equipment are available.

Make sure the unit has a current file of all Army, post, and unit publications and policies

that pertain to driver training. Students should be made aware of all regulations during

the first phase of training.

2-2. ESTIMATE OF DRIVER TRAINING SITUATION

a. When preparing to conduct a driver training program, make an estimate of the

driver training situation by answering these questions:

(1) How many personnel require qualification (monthly/annually)?

(2) How many previously licensed drivers need verification or recertification?

(3) What are the capabilities and general experiences of new drivers who

need qualification?

(4) What are the seasonal requirements for unit location?

(5) How much time is available?

(6) What type of tracked-vehicle accidents has the unit experienced?

(7) How many instructors are available?

(8) Will the training be part of unit in-processing?

(9) What special training do the instructors require?

(10) What facilities, supplies, and equipment (including training aids, vehicles,

and driving ranges with varied terrain) are available?

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(11) What major training events are scheduled for the unit?

b. Analyze the answers to help develop and organize an effective plan to carry out

the training. In organizing the training program, analyze the appropriate TSP to

determine the following:

(1) The number of instructors who need training and a schedule for their

instruction.

(2) The duties and responsibilities of each instructor.

(3) The number of drivers who require training or retraining and a schedule for

their instruction.

(4) How students will be grouped and how each group will be rotated.

(5) What facilities, supplies, and equipment are needed and how to get them

ready.

(6) The standards for training required by the appropriate TSP and your unit's

needs.

2-3. INSTRUCTOR SELECTION

Select the best noncommissioned officers for vehicle drivers, maintenance personnel,

and instructors. Normally a battalion-level officer will be responsible for the selection

and training of instructors. All prospective instructors should −

• Be competent and well trained in their MOS.

• Be qualified to operate the equipment and licensed for one year.

• Have technical knowledge of the equipment.

• Have the knowledge and experience necessary to instruct.

2-4. INSTRUCTOR TRAINING

a. Instructors should be given refresher training to sharpen their skills and help

them become more proficient instructors. It may not be necessary for instructors to take

the entire course that the students receive; however, the entire course must be covered

to make sure instructors are familiar with all teaching points. Refresher training should

cover −

(1) Army, state, local, installation, and unit driving regulations.

(2) Safe driving procedures.

(3) Seasonal hazards.

(4) Operator maintenance and use of the operator’s manual.

(5) Environmental protection procedures.

b. Emphasize the importance of observing student driving techniques so errors can

be corrected immediately.

c. Provide special training for giving the physical qualifications test, the written tests,

and practical exercises. The instructor must know and understand the purpose and

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nature of the tests given. He must adhere to the test administration guides in the TSPs.

Prior to the examinations he must know and thoroughly understand the standards of the

test and how it is scored. (This information will be outlined in the test administration

guide for each examination.)

2-5. DRIVER SELECTION

a. Select the best-qualified personnel (see AR 600-55). Eliminate poor training

risks before training starts; poor drivers often cause units to lose valuable training time

by causing injury to themselves or others or by damaging equipment. When selecting

personnel for training as tracked vehicle drivers, it is best to pick those with previous

driving experience; however, a person with no previous experience can be taught to

operate a tracked vehicle if the requirements are met. Once you have selected a driver,

record information obtained from the interview, battery tests, physical qualification tests,

and the road test on DA Form 348 (Equipment Operator's Qualification Record [Except

Aircraft]). (For proper use of this form, see AR 600-55.)

b. Records Review. The commander or his designated representative will review

the following records:

(1) DA Form 2-1 (Personnel Qualification Record-Part II). Eighth grade reading

comprehension level is required for filling out the required forms and

records.

(2) DA Form 348.

(3) Medical profiles.

c. Interview. After reviewing the records, an interview will reveal useful information

about the individual under consideration. During the interview, note any characteristics

that might affect driver performance.

(1) Areas of concern include:

(a) Maturity.

(b) Attitude.

(d) Hearing.

(e) Extreme nervousness.

(f) Any abnormal characteristics that would negatively affect driver

performance.

(g) Medication (used regularly) that causes drowsiness, impairs vision, or

affects coordination. Check with medical personnel regarding concerns

about medication.

(2) Suggested questions for the interview are −

(a) How much experience have you had in driving a passenger car?

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(b) How many miles have you driven during the past 12 months?

(d) Have you operated any heavy equipment such as tractors, road

graders, or bulldozers? If so, for how long?

(e) How much experience have you had driving a truck of ½-ton or greater

capacity?

(f) Have you ever driven a truck with all-wheel drive?

(g) Have you had an accident in which someone was injured or property

damage exceeded $1,000? If so, explain who was at fault and how, in

your opinion, the accident could have been avoided.

(h) Have you had any traffic violations?

(i) How do you account for your good or bad driving record?

(j) Do you think you would make a good tracked vehicle driver? Why?

(k) Can you repair automobiles or related machinery? If so, what is your

experience with this sort of work?

(l) Do you have any problems with your eyes that would affect your

driving ability (day or night)? Do you wear corrective lenses?

(m) Do you have any hearing problems?

(n) Do you know of any physical problems that might affect your ability to

drive?

(o) Have you ever been involved in a drug or alcohol offense?

2-6. PHYSICAL QUALIFICATIONS TESTS

a. General. Military personnel are required to undergo periodic medical

examinations according to AR 40-501 (Standards of Medical Fitness). In addition, AR

600-55 requires that potential drivers undergo physical qualification tests. The purpose

of these tests is to make sure that all operators of motor vehicles possess at least

minimum physical requirements for safe driving. In addition, they are intended for

diagnostic, guidance, and counseling purposes. AR 600-55 describes the procedures

for administering the physical qualification tests in detail. This section summarizes the

primary components.

b. Equipment. The Portable Driver Testing and Training Device contains all the

materials and instructions necessary to conduct physical qualifications test. The

equipment can be requisitioned through supply channels, or, if assistance is required,

the post safety officer can properly identify the model and source of supply. Equivalent

testing instruments may be constructed locally, provided they are made to accurately

measure the physical characteristics as prescribed in the following paragraphs.

c. Testing Conditions. The general conditions of the test situation are prescribed in

Section III, AR 611-5 (Army Personnel Selection and Classification Testing). In addition,

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the rooms in which the tests are given must be well lighted (without glare) and well

ventilated. The examinee should be made comfortable so that physical discomfort will

not affect test results. If it is necessary to test more than one examinee at a time and

the same room is used for more than one test, testing should be conducted to minimize

distractions. The reaction time test must be given under conditions that are free from

noise and other distractions.

d. Supplementary Instructions to Examiners. The following instructions apply to all

physical evaluation testing and supplement the specific instructions accompanying the

equipment.

(1) Before giving any test, become knowledgeable on the purpose of the test,

the equipment to be used, and the prescribed procedure. Give a number of

trial tests to become familiar with the test and test procedures.

(2) Before each test, explain its purpose to the examinee and tell him what is

expected.

(3) Record measurements on DA Form 348, or an equivalent official form.

(4) On completion of testing, inform the examinee of specific physical

limitations.

(5) Describe compensating measures that may be taken.

e. Physical Characteristics to be Tested. Measure physical characteristics in the

order they are listed in the following paragraphs.

(1) Visual Acuity.

(a) Purpose. To determine whether the examinee can see well enough to

drive safely.

(b) Minimum standard. Uncorrected distant visual acuity of any degree

that is correctable to not less than 20/40 with a numerical designator of

"1," "2," or "3" under the "E" factor of the physical profile serial. Tested

with both eyes open, a visual acuity of 20/40 must be attainable with

corrective lenses, as required. All Army drivers who require corrective

lenses to attain 20/40 visual acuity will be required to wear their

corrective lenses while operating any Army vehicle. Operator permits

will be annotated to reflect this requirement.

(2) Field of Vision.

(a) Purpose. To determine whether the examinee can see to the side

while looking straight ahead.

(b) Minimum standard: A lateral range of 75 percent on each side of the

focus line is the minimum standard acceptable for each eye. If the

standard is not met, the examinee will be referred to appropriate

medical personnel to determine if his lateral vision is sufficient for safe

driving.

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(3)

Depth Perception.

(a) Purpose. To determine how well the examinee can judge distances.

(b) Minimum standard: None; the results of this measure are used in driver

counseling and training.

(4)

Color Perception.

(a) Purpose. To determine if the examinee is colorblind.

(b) Minimum standard: The examinee will not be disqualified for a vehicle

operator’s license because of colorblindness. However, if there is any

indication of colorblindness, he will be given additional training on

traffic light sequence, observation of other traffic, etc., which will

enable him to drive safely.

(5) Foot Reaction Time.

(a) Purpose. To determine whether the examinee can move his foot

quickly enough in response to driving conditions.

(b) Minimum standard: Reaction time up to and including 0.60 second is

acceptable. If the examinee’s reaction time is faster than 0.40 second,

he will be cautioned about the possibility of rear end collisions; that is,

because of his fast reaction time, any sudden application of brakes

invites collision from vehicles behind him driven by persons with slower

reactions. If his reaction time is between 0.50 and 0.60 seconds, he

will be made aware of this slower time and told to allow extra following

distance to compensate for the deficiency. If the reaction time of the

examinee is slower than 0.60 second, he will be referred to appropriate

medical personnel to decide if his reaction time is too slow to permit

him to drive safely.

(6)

Hearing Test.

(a) Purpose. To determine whether the examinee can hear well enough to

drive safely.

(b) Minimum standard: Examinees must attain a numerical designator of

"1" or "2" under the "H" factor of the physical profile serial to

unconditionally pass the hearing test. Those scoring a "3" or "4" will be

referred to appropriate medical personnel to determine if their hearing

is sufficient for safe driving. All driver personnel are required to have

an annual hearing conservation examination.

2-7. INCENTIVE PROGRAMS

Army policy encourages incentive awards programs to motivate personnel to improve

their skills. Every organization should have an incentive awards program for its

drivers to make sure they receive recognition for their efforts.

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Competitive operator maintenance inspections, obstacle driving, and vehicle

maneuvers are a few programs the commander may initiate. These events give drivers

a chance to demonstrate their abilities. They also give the commander a chance to

evaluate the unit’s overall driver training program.

Expert driver badges or certificates presented to qualified drivers give them due

recognition. To emphasize the importance of the awards, the commander should

present them during a ceremony or formation. Requirements for these awards can be

found in AR 600-8-22 (Military Awards).

2-8. PROGRAM ADMINISTRATION

Publications, forms, historical records, and reports are part of daily operations. The

forms and publications used at the unit level should be part of the driver training

program to make sure proper management control and compliance with maintenance

procedures. These forms are covered in detail in AR 600-55.

Both the commander and trainer must be familiar with the publications that govern

driving Army vehicles. The manuals listed in the References section are necessary to

properly manage and supervise the driver training program.

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CHAPTER 3

SAFETY AWARENESS

This chapter discusses safety and common causes of vehicle accidents, as well as the

actions drivers, crews, and leaders should take to prevent accidents. Safety instruction

is a command responsibility as defined in the AR 385-series. A training program

emphasizing safety may prevent loss of life, damage to property and equipment, and

personal injury. Safety practices and application must be monitored at all times during

the training phase through performance to standards. Much of this information may

already be incorporated in the TSP(s) for your unit's tracked vehicles. However, you

may want to read this chapter, review your TSPs, and, where appropriate, supplement

safety and environmental instruction for your unit's drivers.

3-1. FORCE PROTECTION

a. Safety is a component of force protection. Commanders, leaders, and Soldiers

use risk assessment and management to tie force protection into the mission. Risk

management assigns responsibility, institutionalizes commander’s review of operational

safety, and leads to decision making at a level of command appropriate to the risk. The

objective of safety is to help units protect combat power through accident prevention,

which enables units to fight rapidly and decisively with minimum losses. Safety is an

integral part of all combat operations. Safety begins with readiness, which determines a

unit’s ability to perform its mission-essential task list (METL) to standard.

b. Risk management is a tool that addresses the root causes of accidents

(readiness shortcomings). It assists commanders and leaders in not only identifying

what the next accident is going to be, but it also helps identify who will have the next

accident. Risk management is a way to put more realism into training without paying the

price in deaths, injuries, or damaged equipment.

c. Safety demands total chain of command involvement in planning, preparing,

executing, and evaluating training. The chain of command responsibilities include those

listed below.

(1) Commanders −

(a) Seek optimum, not adequate, performance.

(b) Specify the risk they will accept to accomplish the mission.

(d) Accept or reject residual risk, based on the benefit to be derived.

(e) Train and motivate leaders at all levels to effectively use risk

management concepts.

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(2)

Staff −

(a) Assists the commander in assessing risks and develops risk reduction

options for training.

(b) Integrates risk controls in plans, orders, METL standards, and

performance measures.

effectiveness.

(d) Assesses safety performance during training.

(e) Evaluates safety performance during after action reviews (AAR).

(3)

Subordinate leaders −

(a) Apply effective risk management concepts and methods consistently to

operations they lead.

(b) Enforce risk management in accordance with the commander’s

guidance and intent.

(4)

Individual Soldiers −

(a) Report unsafe conditions, and act and correct the situation when

possible.

(b) Establish a buddy system to keep a safety watch on one another.

(d) Work as team members.

(e) Modify individual risk behavior.

Risk management is a five-step cyclic process that is easily integrated into the

decision-making process outlined in FM 5-19 (Composite Risk Management). The five

steps are:

(1) Identify Hazards. Identify hazards to the force. Consider all aspects of

current and future situations, the environment, and known historical

problems.

(2) Assess Hazards. Assess hazards using the risk assessment matrix in

Figure 3-1. Assess the conditions listed in each category to derive a

numeric value where two conditions intersect. Then add the numeric value

of each category to determine the Risk Value. This number will represent

the level of risk for the operation assessed.

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RISK ASSESSMENT MATRIX

Probability

Severity

Frequent

Likely

Occasional

Seldom

Unlikely

Catastrophic

Critical

Marginal

III

Negligible

E - Extremely High

H - High

M - Moderate

L - Low

Figure 3-1. Risk assessment matrix.

(3) Develop Controls and Make Risk Decisions. Develop controls that eliminate

the hazard or reduce its risk. As control measures are developed, risks are reevaluated

until all risks are reduced to a level where benefits outweigh potential costs. Accept no

unnecessary risks and make any residual risk decisions at the proper level of

command.

(4) Implement Controls. Put controls in place to eliminate the hazards or reduce

their risk.

(5) Supervise and Evaluate. Enforce standards and controls. Evaluate the

effectiveness of controls and adjust/update them as necessary.

Note: FM 5-19 should be used to train personnel on the five-step risk management

process and the risk assessment matrix. To obtain a risk management training

support package, contact the U.S. Army Combat Readiness Center, Building 4905,

5^th Avenue, Fort Rucker, AL 36362-5363. (Web site: https://crc.army.mil ).

3-2. DRIVER RESPONSIBILITIES AND GOVERNMENT LIABILITY

All Soldiers are responsible for operating both tactical and nontactical vehicles in a safe

and prudent manner and in accordance with all driving laws, regulations and

procedures. Failure to operate a vehicle in a safe and prudent manner can lead to

administrative and military justice consequences such as reprimand, report of survey,

Article 15, or more serious actions. A Soldier can be held financially liable for the

damage caused to his vehicle or another Government vehicle.

The Government is also responsible for your actions as a vehicle operator. Accidents

and property damage caused by Army drivers result in millions of dollars in liability for

the Government each year. More dollars for accidents mean fewer dollars for training.

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3-3. GENERAL SAFETY GUIDELINES

Everyone in the chain of command should strictly supervise driver training for tracked

vehicle drivers. The following guidelines have proven to be effective when integrated

into training and should be included in programs of instruction:

•

Conduct a complete and thorough safety briefing before the start of all training

sessions.

•

Make sure all drivers are trained and licensed to operate their assigned tracked

vehicles. During training, student drivers should have an OF 346 (US

Government Motor Vehicle Operator’s Identification Card) stamped "LEARNER"

(a learner’s permit). A licensed instructor must accompany a student driver with a

learner’s permit when he drives. The student must never be permitted to operate

a tracked vehicle without proper supervision.

•

Use caution when driving through towns and villages. Streets are sometimes

narrow and difficult to negotiate. If the driver is in doubt, he should stop so the

track commander can dismount a ground guide. Pay attention to pedestrians,

and be aware that tracked vehicles draw curious people who have no idea how

dangerous the vehicles can be.

•

Be aware of vehicle height when entering tunnels, underpasses, and building

overhangs close to roadways.

•

Beware of icy spots on roadways, especially overpasses, which ice over very

quickly.

•

Be alert to the presence of overhead power lines. Before driving on roadways, tie

down antennas to make sure they do not come in contact with overhead power

lines.

•

Be aware of steep or excessively rough terrain.

•

Be aware of potential soft soil conditions or soil erosion.

•

Recon the route of travel when possible.

•

Make sure drivers understand all road signs and traffic signals. Despite their size,

tracked vehicles do not always have the right of way on roadways.

•

Before crossing any bridge or overpass, note the bridge load classification and

the height and width limitations of underpasses. If the vehicle exceeds the

classification, it cannot cross.

3-4. HEARING PROTECTION

Hearing loss is a concern among armor crewmen because of improper fit, wear, and

maintenance of combat vehicle crewman (CVC) helmets. Commanders must make

sure that each Soldier is properly fitted with a helmet and that the helmet is properly

maintained. All crew members will wear CVC helmets; passengers will wear ear plugs

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and Kevlar when the vehicle is operating. When the CVC helmet is worn, make sure

that the chinstrap is fastened. The CVC helmet will not properly reduce sound unless it

is fastened. Personnel should also wear hearing protection while performing

maintenance on a tracked vehicle.

3-5. COMMUNICATIONS

Do not move a tracked vehicle until intercommunications have been established

between all crew members. If communications are lost, the vehicle must halt

immediately. The crew should troubleshoot the system, and notify organizational

maintenance if assistance is required. For safety, the unit commander can authorize the

movement or removal of the disabled vehicle.

3-6. ESCORT VEHICLES

A wheeled vehicle with rotating amber warning lights (RAWLs) should precede a

tracked vehicle or column of tracked vehicles traveling on a road. On high-speed roads

(such as an interstate or autobahn), when contact with the enemy is not imminent and

traffic is normal, escort vehicles equipped with RAWLs and any required convoy signs

or flags should be positioned in the front and rear of the convoy in accordance with

local command policy.

3-7. SHOP AND MOTOR POOL

Certain precautions must be taken in a maintenance shop or motor pool. Oil, water, and

antifreeze spills can cause serious injury. To prevent injuries, all spills must be cleaned

up immediately and the work area should be kept clean at all times. Many injuries result

from using the wrong tools and equipment. All personnel should be instructed in the

proper use of tools. To prevent severe injuries to fingers, wrists, and limbs, all jewelry

must be removed before mounting, dismounting, or performing operator maintenance

on a vehicle. All military vehicles must be equipped with chock blocks. The chock blocks

must be used when the vehicle is parked on inclines or whenever maintenance is

performed.

3-8. HATCH COVERS

Injuries caused by unsecured hatch covers are common. All crew members must check

the hatches before operating the vehicle to make sure they are serviceable and locked

in the proper position. Many vehicles are equipped with chains to secure the hatches. If

the vehicles are equipped with chains, they must be used.

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3-9. RIDING POSITION

Crew members in a tracked combat vehicle must wear CVC helmets and ride with only

their heads and shoulders extended (name tag defilade) out of the hatches. When a

tracked vehicle collides or overturns, injuries are usually the result of crew members

being thrown from the vehicle. If seat belts are installed, they must be worn.

3-10. SPEED CONTROL

Elements in a column of any length may simultaneously encounter many different types

of routes and obstacles; this causes different parts of the column to move at varying

speeds at the same time. To increase safety and reduce column whipping, the

movement or march order should give march speed, vehicle interval, and maximum

catch-up speed.

3-11. EMERGENCY STOPPING PROCEDURES

The driver may have to apply emergency stopping procedures in response to the

loss of brakes, steering, or engine power. Refer to the appropriate vehicle technical

manual (TM) for detailed emergency stopping procedures. If the TM does not contain

information on emergency stopping procedures, the crew should perform the

following:

• Driver notifies the vehicle commander that the brakes, steering, or engine power

have malfunctioned.

WARNING: All crew members must remain inside the vehicle.

• Driver moves the gear select to N (neutral).

• Driver centers the steering column or laterals.

• Driver lets the vehicle coast to a stop.

• Driver sets the parking brake if the vehicle has one.

• Driver shuts down the engine once the vehicle has stopped.

• Vehicle commander notifies the chain of command.

3-12. MOUNTING AND DISMOUNTING TRACKED COMBAT VEHICLES

Commanders and crew members, especially drivers, must make sure the following rules

for mounting and dismounting tracked vehicles are strictly observed by everyone:

• Use extreme caution when mounting or dismounting a vehicle.

• Never climb in front of a weapon to mount the vehicle. Tracked vehicle

commanders must make sure that all weapon systems are clear and positioned

to allow safe access.

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• On stationary firing ranges, mount vehicles over the right rear sprocket, except

vehicles with rear doors or ramps (M113/M2/M3) that are mounted from the rear.

• When mounting or dismounting a vehicle with the engine running, make sure the

driver knows personnel are going to mount or dismount. On moving firing ranges,

personnel should mount vehicles over the right front fender, except for tanks,

which are always mounted over the right rear sprocket. Make sure the driver is

aware of a crew member’s intention to mount.

• Mount the M113, M577, and M901 vehicles from the front or rear (drivers only);

crew members for these vehicles should mount from only the rear.

• Always maintain three points of contact (one hand and two feet or two hands and

one foot) with the vehicle when mounting, dismounting, or moving around on the

vehicle.

• Never mount or dismount a moving vehicle. Drivers must bring the vehicle to a

complete halt before allowing anyone to mount or dismount.

• Never dismount a vehicle by jumping from it.

3-13. CREW EVACUATION DRILLS

Crew evacuation drills are often overlooked during training. The probability of an injury

can be significantly reduced if crews practice proper evacuation techniques and

conditions. Vehicle TMs provide emergency procedures, which should be incorporated

into driver and crew training programs.

3-14. SLAVE STARTING

When slave starting a vehicle, always position the live vehicle alongside the dead

vehicle. Never position the vehicles nose-to-nose. Do not stand between the moving

vehicle and the dead vehicle; serious injury or death could result.

3-15. TRACKED VEHICLE ACCIDENTS

a. Fatigue and Sleep Loss. Fatigue and sleep loss are often factors in vehicle

accidents. To minimize the effects of sleep loss, commanders must develop and follow

a sleep plan based on the following considerations:

(1)

At least five hours sleep is required to enable an individual to maintain

optimal performance; humans do not adapt well to shortened sleep cycles.

(2) Physical strength remains unimpaired until extreme levels of sleep

deprivation are reached.

(3) The most difficult jobs for the sleep-deprived are tasks requiring swift

decisions or complex planning.

(4) Sleep loss typically causes errors of omission.

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(5) Prolonged heat exposure, confinement, noise, and vibration (all of which

are present in armored vehicles) degrade performance and ability to cope

with sleep loss.

(6) Diminished awareness. Drivers should be checked for symptoms of fatigue

or use of controlled substances. Personnel taking prescription drugs that

may cause drowsiness should not drive.

b. Situational Awareness. To avoid situations conducive to accidental injury or to

minimize the possibility of injury in those situations that cannot be avoided, drivers and

crew members must be alert at all times. Take extra precautions when the vehicle’s

metal decks are wet, muddy, or snow covered. They become extremely slippery under

those conditions. Likewise, drivers and crew members should remain alert to the

position of guns, gun mounts, hatches, and other metal projections. Accidental contact

with these or any other projected objects can result in serious injury.

c. Blind Spots. Most tracked vehicles have blind spots where the turret or hull

blocks the forward or peripheral vision of the driver, preventing him from seeing objects

on the ground. The vehicle commander and other crew members should help the driver

identify objects in his blind spot. The driver should anticipate approaching objects that

may fall into this blind spot as he nears them. If in doubt, the vehicle commander should

use a ground guide to assist the driver.

d. Loss of Control. Driving too fast for the road conditions is the main cause for

loss of control in tracked vehicles. If the driver loses control of his vehicle, he must take

immediate steps to regain control of the vehicle. He must release the accelerator, avoid

applying the brakes, and let the vehicle coast to a stop. If the vehicle is sliding, the

driver must steer in the direction of the skid to regain control of the vehicle.

e. Rollovers. The safest place for a crew during a rollover is inside the vehicle. If a

tracked vehicle is about to roll over, the driver must alert the crew members so they can

drop inside the vehicle and assume a safe position by bracing themselves inside the

vehicle. The driver must lower his seat and also brace himself inside the vehicle. Crews

must practice rollover procedures.

f. Accident Prevention. To prevent accidents, drivers must −

(1) Adjust speed and interval to allow for wet road surfaces.

(2) Notify vehicle commander when he is getting sleepy.

(3) Employ proper techniques to prevent or recover from a skid.

(4) Be rotated frequently.

(5) Slow down after dropping off the edge of the roadway before pulling back

on the pavement.

(6) Make sure vehicles have been safety inspected and maintained.

(7) Use the recommended pumping action in emergencies instead of locking

the brakes.

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(8) Allow for the added force of the weight of the vehicle when quick stops are

necessary.

(9) Come to a complete stop and downshift at the crest of hills or steep grades

to use the engine as a braking action to control speed.

(10) Know the distance required for braking at various speeds to make

emergency stops safely. This factor is especially important for vehicles

towing or moving heavy loads.

(11) React and brake when the brake lights of the vehicle ahead go on. Its

driver has already reacted to something and the follow-on vehicles must

slow down or stop in the remaining distance.

(12) After rest stops, inspect beneath vehicles for sleeping personnel.

(13) Use tow bars rather than cables to move disabled vehicles on roads. If tow

cables are used, use a third tracked vehicle of equal weight or heavier as a

braking vehicle.

(14) Always use a braking vehicle when towing an M1-series tank.

(15) Inspect personnel heaters to avoid carbon monoxide poisoning.

Fire Prevention.

(1)

All crew members must be aware of the danger of fire when operating

tracked vehicles. Flammables and miscellaneous items should not be

stored in the vehicle. Leaders should establish some simple rules or an

standing operating procedure (SOP) to help prevent fires on vehicles. (For

details that apply to a specific vehicle, see the vehicle TM.

(2)

Clean up all gasoline and diesel fuel spills immediately. Use only

authorized cleaning agents. Never use gasoline or diesel fuel to clean up

spills. All vehicles or convoys should have a spill kit. Follow the unit SOP to

report spills, and the clean up and disposal of spill residue.

(3)

All tracked combat vehicles are equipped with fire extinguishers, both fixed

and portable; crew members must know how and when to use them. To

make sure fire extinguishers are ready for instant use, periodically weigh or

check them to determine operability and replace them if necessary.

(a) Fixed Fire Extinguishers. Fixed fire extinguishers that require only the

action of a trip handle or sensor to operate are installed on vehicles to

cover areas where fires are most likely to start. They should be

inspected during the preventive maintenance checks and services, in

accordance with the vehicle's TM. Do not start the engine of the

tracked vehicle if the fixed fire extinguishers are inoperable or if they

have been removed for maintenance.

(b) Portable Fire Extinguishers. Portable fire extinguishers are used to

fight fires outside the effective range of the fixed extinguishers. The

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portable extinguishers must be manned whenever the vehicle is being

refueled. The portable fire extinguishers should be inspected during

the preventive maintenance checks and services; if they are

inoperable, they should be replaced or refilled before the vehicle is

started.

h. Ground Guides. Ground guides are needed for tracked vehicles to be moved

safely. Using ground guides is so routine that safety rules are sometimes overlooked.

This must not happen. Train ground guides and drivers in standard hand and arm and

flashlight signals before either guiding or driving a tracked vehicle. Drivers and ground

guides must know and observe the following rules:

(1)

Ground guides are required when a tracked vehicle is moved in a confined

or congested area, during limited visibility, or if the driver is in doubt about

adequate clearance; for example, on narrow bridges or in passages with

low overhead clearances.

(2)

Ground guides should never stand in front of a vehicle when the engine is

running. The ground guide should stand beside the right or left fender when

talking to or directing the driver.

(3)

Ground guides must be used in cantonments, bivouac sites, and parking

areas.

(4)

Ground guides must never run in front of vehicles, or walk backwards while

guiding vehicles.

(5)

Flashlights with a colored filter should be used when vehicles are moved at

night.

(6)

Ground guides should walk 9 meters in front of, and to the left of, the left

track to observe traffic to the front and rear of the vehicles. The ground

guide is the correct distance from the tracked vehicle when the driver can

see the ground guide’s feet.

(7)

Any time a tracked vehicle is being moved in reverse and a ground guide is

necessary, two ground guides must be used. The rear ground guide must

always be visible to the front ground guide.

(8)

If the driver loses sight of the signal, or if there is any question about the

signal from the ground guide, the driver will stop until the signal is visible or

the confusion is eliminated.

(9)

The front ground guide will immediately signal the driver to stop if he loses

sight of the signal of the rear ground guide.

(10)

When a vehicle arrives at a night parking area (other than the occupation of

an assembly area as a part of a tactical operation), a ground guide

dismounts and establishes contact with the guard on duty. The guide and

the driver must understand where the sleeping area is and where the

vehicle is to be parked. The ground guide must search the area for people

sleeping on the ground where the vehicle is to park before he moves the

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vehicle into the parking area. As a minimum, blackout drive must be used,

and if conditions permit, service drive turned on.

(11) All tactical sleeping areas must be marked with a chemical light or flashlight

and have a guard equipped with night vision goggles (NVGs). The guard

must hand carry a flashlight or chemical light to signal or guide vehicles.

The guard must be briefed on his duties and on what actions he should

take when a vehicle drives into the bivouac or assembly area. A loud,

distinct, immediately audible warning device must either be carried by the

guard or be accessible in case a vehicle enters the designated sleeping

area. Troops who will sleep in the area must be briefed on what device is

being used and what action they should take. (The unit SOP must specify

the same information.) The first priority of the guard is to warn sleeping

personnel; he then attempts to gain the attention of the vehicle driver or

vehicle commander without endangering himself.

(12) All road accesses into the bivouac or assembly area must have a guard

posted to warn vehicle crews that there are troops on the ground. The

guard should help ground guide the vehicle to its destination, ensuring that,

as a minimum, blackout drive is used. If conditions permit, use service

drive.

Refueling Operations.

(1)

Refueling is a total crew effort; assign each crew member specific duties

and responsibilities during refueling. Drivers normally refuel the vehicle

while other crew members take care of the remaining petroleum, oils, and

lubricants (POL) requirements. The unit SOP must include the following

refueling requirements:

(a) Any vehicle approaching a refueling point must have two ground

guides, one front and one rear. The POL handler may act as ground

guide.

(b) All vehicles should park on level ground with the parking brake on.

(d) A crew member or fuel handler on the ground will have a portable fire

extinguisher available.

(e) Vehicles must be grounded while refueling.

(f) No smoking will be allowed within 15 meters of the vehicle refueling

point.

(g) Any spilled fuel on the vehicle should be cleaned up prior to moving

out.

(h) All POL products stowed on board must be secured prior to moving

out.

(i) Use drip pans under connections and valves to catch spills and drips.

(j) Ensure proper personal protective equipment is available and used.

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(k) Ensure spill kit is available.

(l) Follow unit SOP for spill clean up, reporting, and disposal of waste.

(2) During tactical operations, the vehicle may be refueled under combat or

simulated combat conditions. Assign each crew member specific duties

and responsibilities during refueling. During tactical refueling, the driver

remains in the driver’s compartment, while the crew refuels the vehicle.

Refueling under combat or simulated combat conditions should be the

same as under usual conditions except −

(a) The vehicle will continue to run.

(b) The track commander and one crew member refuels the vehicle, while

one crew member maintains security.

outside the vehicle.

(d) A fuel handler will be on the ground to supervise the refueling

operation. He should have a fire extinguisher available in case of fire,

as well.

Railhead Operations. A safety briefing should be conducted before railhead

operations. The briefing should include the following:

(1)

Do not smoke during loading operations. A smoking area should be

designated at least 15 meters away from the nearest vehicle.

(2)

Wear protective headgear until you are clear of the railcars.

(3)

Be alert for hazards that could cause electrocution. All antennas and

equipment stored on the outside of the vehicle should be removed or

secured before moving onto the railcar.

(4)

Do not stand on top of vehicles.

(5)

Secure all gun tubes, M88 booms, and M578 cranes in travel lock before

loading them onto the railcar.

(6)

Do not stand on moving flatcars.

(7)

Guide from at least a one-car interval away from the vehicle you are

guiding. Ground guides will never guide from the railcars onto which their

vehicles are loading.

(8)

Do not walk backward while ground guiding on railcars or when you are in

the path of a moving vehicle.

(9)

Secure all hatches when the rail master has inspected the train and

released it for movement.

(10)

Loading is complete when the rail master has inspected the train and

released it for movement.

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Disabled Vehicles. If a vehicle becomes disabled, the crew should do

everything possible not to obstruct traffic or create conditions that might

cause an accident. If possible, the crew should move the vehicle out of the

way and post guides. Approaching vehicles must be warned; flares,

warning triangles, flashlights, and reflective vests are normally available as

warning devices. At least two warning triangles should be carried on each

vehicle. To alert traffic to a disabled vehicle, the crew should place the

triangles on the shoulder of the road 100 meters behind the vehicle.

Rough Terrain.

(1)

Tracked vehicles travel easily and quickly over rough terrain, which may

give drivers false confidence in their driving ability. Many accidents occur

when a tracked vehicle is moving tactically cross-country, and the driver

either fails to see or underestimates an obstacle, such as a hole or ditch,

and attempts to negotiate it too quickly. This can break a track and cause

steering loss or stress the vehicle and cause mechanical failure, either of

which may result in crew casualties or serious injuries. Drivers often forget

that other crew members may not be in secure seating positions and may

be thrown around inside of vehicles because they cannot see the terrain

and brace themselves accordingly. The driver and tracked vehicle

commander must warn crew members when driving under tree limbs and

man-made features so crew members can react and seek safety.

(2)

The difficulty of negotiating rough terrain is compounded when visibility is

poor (such as driving through snow, rain, sleet, fog, dust, sand, or battle

smoke). Drivers and tracked vehicle commanders must adjust their vehicle

speed accordingly to ensure the safety of the crew and vehicle. Some of

the reasons drivers may lose control of a tracked vehicle are -

(a) Loss of steering.

(b) Loss of brakes.

(d) Excess speed.

(e) Oversteering.

(f) Improper braking and downshifting.

(g) Adverse weather conditions.

(h) Faulty roadbed.

(i) Very rough or unstable terrain.

(3)

Tracked vehicle drivers and commanders should observe the following

rules when negotiating rough terrain:

(a) Alert crew members when approaching rough or unstable terrain.

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(b) Scan the area ahead of the vehicle to detect obstacles, holes, and

ditches as early as possible.

holes, and ditches.

(d) Make sure all equipment inside the vehicle, especially ammunition and

empty canisters, are secured before negotiating rough or unstable

terrain.

(e) Make sure crew members and passengers wear installed seatbelts at

all times.

(f) Make sure all hatches are in the locked position before encountering

rough terrain. Have crew members periodically inspect open hatches

to make sure they stay in the locked positions. Safety pins must be in

place.

(g) Warn the crew when approaching overhead obstacles.

(h) Warn the crew when the vehicle goes out of control.

(4)

Unit commanders and tracked vehicle commanders must remember that

the urgency of tactical maneuvering does not outweigh the safety of the

crew and vehicle. It is the tracked vehicle commander's responsibility to

make sure the driver operates the vehicle at safe speeds to allow control of

the vehicle at all times. Safe vehicle operation is directly affected by the

terrain and weather conditions.

m. Night Operations

(1) Limited Visibility.

(a) Night driving operations demand extraordinary precautions by the

driver and tracked vehicle commander. They must adjust the speed of

the vehicle to ensure the safety of the crew and vehicle. Limited

visibility will cause the driver to lose sight of emerging terrain,

obstacles, or oncoming traffic. Drivers should not look directly into

oncoming headlights because this may cause temporary blindness.

The driver should watch the right edge of the road until the oncoming

vehicle has passed. Once night vision is lost, it takes several minutes

to regain it.

(b) If a life-threatening situation occurs in a training environment during

limited visibility or night driving conditions, the vehicle's service driving

lights and interior white lights should be turned on (subject to the unit

commander’s policies). This action warns other vehicles of the

presence of the tracked vehicle, indicates there is an emergency, and

lets the crew see. Radio the emergency on the unit frequency and

explain the nature of the problem and the required help. Commanders

should specify in the unit SOP that blackout marker, or blackout drive

as a minimum, be used during all night maneuvers.

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(c)

When driving during limited visibility in a nontactical mode, service

drive lights should be turned on. These rules should be in the unit SOP

and applied during normal operations. During limited visibility or

blackout operations, the unit commander and tracked vehicle crew

should make sure that −

• Before moving a vehicle in an assembly area, a member of the crew

walks completely around the vehicle to make sure that moving the

vehicle will not endanger anyone. The tracked vehicle commander

gives the command "CLEAR" to indicate it is safe to start and move

the vehicle.

• During combined operations, a safe distance is maintained between

dismounted troops and moving vehicles.

• Personnel assigned dismounted tasks during blackout conditions

are given ample time to complete their tasks. If possible, conduct a

detailed daytime reconnaissance of the terrain.

• Individuals assigned dismounted tasks are authorized to halt an

exercise in order to correct a hazardous situation, to adjust speed to

conditions, or to maintain proper interval during convoy operations.

• The vehicle is halted if the driver's vision is blocked or the tracked

vehicle commander's vision devices become obscured.

• The driver's night vision viewers are properly adjusted for

maximum resolution.

(2)

Night Vision Devices (NVD).

(a) Night tactical operations increase the problems facing the driver and

vehicle commander. Night vision devices give the driver a limited field

of view and distorted depth perception, so vehicle speed must be

slower at night than during the day. The vehicle commander should

wear NVDs so he can help the driver negotiate the terrain. During

practice sessions, maintain a maximum vehicle speed of 22 kilometers

until night vision driving experience is obtained; however, avoid

overconfidence. NVD skills deteriorate without use, so they must be

practiced and maintained. When driving with NVDs, the driver must

wear the head harness so both hands remain free for driving. Wearing

NVDs for extended periods causes eyestrain, so drivers should stop a

minimum of every 30 minutes to rest the eyes for at least 3 minutes.

(b) During periods of reduced visibility, such as at night during severe

weather (especially during heavy rain, frequent lightning flashes, or

heavy overcast conditions), the night vision viewer cannot be relied

upon for safe vehicle operations. The unit SOP should specify whether

or not to slow down or stop field exercises when severe environmental

hazards exist.

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n. Dust and Smoke. During normal operations, dust can be a concern when driving

in any formation; smoke will most likely present a problem during field training

exercises. Drivers and vehicle commanders should observe the following rules when

traveling under dust or smoke conditions:

(1) Regardless of visibility conditions, wear goggles when driving in an open-

hatch position. Wear clear-lensed goggles at night unless NVDs are used.

Wear a bandanna or surgical mask over the nose and mouth to avoid

breathing heavy dust or smoke.

(2) Vehicles in an extended convoy should maintain a distance of twice the

normal interval, or as specified in the unit SOP, during dusty conditions to

allow the dust to dissipate. When driving on extremely dusty roads or trails,

use a staggered column formation if traffic conditions permit. If vehicles in a

convoy become engulfed in dust, the convoy commander should adjust his

convoy's speed accordingly. Any vehicle commander who becomes

engulfed in dust should alert the convoy commander by radio, move to the

right side of the road, and stop to allow the dust to dissipate. Do not back

up vehicles while engulfed in dust. Observe extreme caution to ensure

oncoming vehicles are not jeopardized. The lead vehicle must warn trail

vehicles to return to column formation if traffic is encountered.

(3) While driving on-line, vehicles should maintain their horizontal distance and

adjust speed to dust or smoke conditions. If dust or smoke becomes so

thick that total disorientation or vertigo should occur, the platoon

leader/sergeant should radio to halt the formation. Do not back up vehicles

while engulfed in dust or smoke.

o. Shallow Water Fording Operations. A pre-operation plan with an emphasis

on safety is the key to reducing unnecessary risks. The following are some

important shallow water fording considerations that should be incorporated into the

unit SOP:

(1) Make sure the fording site has adequate entrance and exit points and a

firm bottom.

(2) Make sure the water depth at the fording site is below the vehicle fording

limits and the site is clear of submerged obstacles.

(3) Make sure dismounted troops crossing are attached to a safety line.

(4) Do not cross more than one tracked vehicle at the same time, and do not

cross a tracked vehicle beside dismounted troops.

(5) During training exercises, make sure drivers and crew members wear life

vests if water is over 1.5 meters deep.

(6) Do not exceed 8 kilometers.

(7) Make sure all vehicle fording and swimming instructions are followed in

accordance with the vehicle TM.

(8) Do not wear load bearing equipment (LBE) during fording or swimming

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operations. It could snag on vehicle components and prevent crew

members from evacuating through the top hatches during emergencies.

(9) Turn tank turrets over their left or right side in case the driver needs to

evacuate his compartment. This also provides a platform for the crew to

stand on if they need to exit the vehicle.

(10) Leave top hatches open in case the crew needs to evacuate.

(11) Store sensitive items, such as chemical alarms, muzzle boresight devices,

and small arms inside the vehicle. If the vehicle sinks, these items can be

recovered easily.

p. Cold Weather Operations. Cold weather conditions require additional

precautions and actions by the driver. The driver must adjust speed, following distance,

and driving techniques to counter the hazards of snow, ice, and freezing conditions.

Additional maintenance precautions must be enacted to prevent damage to track,

suspension, and drive train components. The unit SOP should list winter clothing that

will be carried by crews during cold weather operations. Tracked vehicle commanders

should inspect crew members to make sure the required clothing is worn during

maneuvers and while conducting vehicle maintenance.

q. Vehicle Recovery. Vehicle recovery is difficult and time consuming. FM 4-30.31

(Recovery and Battle Damage Assessment and Repair) explains in detail the various

techniques and methods of vehicle recovery.

r. Convoy Driving. The planning and coordination involved in convoy operations

require aggressive staff action. FM 55-30 (Army Motor Vehicle Transport Units and

Operations) describes convoy operations, tells how to plan, organize, and control them,

and provides a guide for training individual drivers.

3-16. FORCE PROTECTION (FRATRICIDE)

a. Fratricide is a component of force protection and is closely related to safety.

(1) Fratricide is the employment of weapons, with the intent to kill the enemy or

destroy his equipment, that results in unforeseen and unintentional death,

injury, or damage to friendly personnel or equipment.

(2) Fratricide is by definition an accident.

(3) Risk assessment and management is the mechanism with which incidence

of fratricide can be controlled.

b. The primary causes of fratricide are:

• Direct fire control failures. These occur when units fail to develop defensive

and, particularly, offensive fire control plans.

• Land navigation failures. These result when units stray out of sector, report

wrong locations, and become disoriented.

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• Combat identification failures. These failures include gunners or pilots being

unable to distinguish thermal and optical signatures near the maximum range

of their sighting systems and units in proximity mistaking each other for the

enemy under limited visibility conditions.

• Inadequate control measures. Units fail to disseminate the minimum

maneuver and fire support control measures necessary to tie control

measures to recognizable terrain or events.

• Reporting communication failures. Units at all levels face problems in

generating timely, accurate, and complete reports as locations and tactical

situations change.

• Weapons errors. Lapses in individual discipline lead to weapon charging

errors, accidental discharges, mistakes with explosives and hand grenades,

and similar incidents.

• Battlefield hazards. Unexploded ordnance, unmarked or unrecorded

minefields, and booby traps litter the battlefield. Failure to mark, remove,

record, or anticipate these hazards increases the risk of friendly casualties.

c. Fratricide results in unacceptable losses and increases the risk of mission

failure. Fratricide undermines the unit’s ability to survive and function. Units

experiencing fratricide often observe these consequences:

• Loss of confidence in the unit leadership.

• Increasing self-doubt among leaders.

• Hesitation to use supporting combat systems.

• Over-supervision of units.

• Hesitation to conduct night operations.

• Loss of aggressiveness during fire and maneuver.

• Loss of initiative.

• Disrupted operations.

• General degradation of cohesiveness, morale, and combat power.

d. Actions to control fratricide should include the following:

• Establish a restricted fire line or other spatial separation from supporting fires.

• Reconnoiter and mark the entire route with key leaders.

• Train vehicle recognition and identification continually.

• Complete full-force rehearsals of all phases and possible contingencies.

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• Coordinate with any adjacent units that will move mounted or dismounted.

• Enforce absolute compliance with sleep plan.

Note: Fratricide risk assessment and reduction measures are provided in the Center for

Army Lessons Learned (CALL) Handbook No. 92-3 (Fratricide Risk Assessment for

Company Leadership). To obtain this handbook, contact the Center for Army Lessons

Learned, U.S. Army Combined Arms Command, ATTN: ATZL-LL, 10 Meade Avenue,

Fort Leavenworth, KS 66027-1314. (Web site: http://call.army.mil ).

3-17. ABRAMS EMERGENCY WATER EGRESS PROCEDURES

Always perform composite risk management and a map reconnaissance prior to all

maneuver operations. When possible, a route reconnaissance should also be

conducted. All obstacles, to include water obstacles, should be pointed out to all

personnel and hazard mitigation procedures should be established and followed during

the operation. When traveling as part of a task force/team the lead vehicle must radio all

follow on vehicles that they have encountered an obstacle and provide specific details

about the location of the obstacle and how to maneuver around or through the obstacle.

When traveling beside a river, canal, or any waterway, tank crews need to be aware of

the stability of the surface they are traveling on. If the surface is sand, loose soil or

gravel, be aware that the weight of the tank may cause a shifting of the surface which

could cause your tank to slide or roll down the embankment and into the water. The

tank commander (TC) must take extra precautions when conducting night operations

that require the driver to use the NVD. It is extremely difficult for the driver to identify

water while using the NVD. When using the NVD and if the situation/mission allows, the

turret should be positioned so the main gun is over the rear deck. In the event your tank

becomes partially submerged, all crew members may have to perform the following

emergency procedures.

WARNING: At the first indication of water submersion, brace for impact. Do not

attempt to leave your station until the vehicle has stabilized and the TC/gunner

has attempted to power traverse the gun tube to the rear.

WARNING: If you are buttoned up, DO NOT open any hatch until you have

visually determined that the hatch you are about to open is not submerged.

Note: The steps below are listed in the order they should be performed; some steps will

be performed simultaneously by different crew members. The steps should be

performed as quickly as possible to increase the probability of all crew members safely

evacuating the tank. Crew members should be aware that the driver is particularly

vulnerable to becoming trapped while submerged especially if he has the NVD installed

and the gun tube is not over the rear deck.

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a. Announce: “WATER, WATER, WATER”.

WARNING: The driver must not attempt to open the driver’s hatch if the NVD is

installed. With the NVD installed the hatch can only be partially opened, which

will increase the amount of water entering the driver’s station.

Note: The material change Modification Work Order 9-2350-200-50-29 was released 1

October 2004 and eliminates the wing nuts to mount the driver’s NVD. When this

modification has been made to all Abrams tanks, the steps regarding tightening and

removal of the wing nuts should be disregarded.

WARNING: When installing the NVD with wing nuts, the wing nuts are ONLY to be

tightened with your fingers. If pliers are used to tighten the wing nuts and a

rollover or accident occurs and the driver cannot find the pliers, he will be unable

to remove the NVD. If the vehicle has lost power and the turret cannot be

traversed to the rear, the driver will be trapped in the driver’s station.

b. TC - send flash report across FM radio as soon as possible.

c. TC - caution all crew members not to open a hatch without verification that it is

not submerged and to begin emergency water egress procedures.

Note: If you determine that the driver or another crewman is injured, follow the

procedures for removing an injured crewman.

d. If the vehicle has power, perform the following steps.

Note: If the crew compartment becomes submerged, you may be forced to evacuate

before these steps can be performed.

WARNING: Do not extend any part of your body between the turret and the

driver’s station unless the turret lock is set to LOCKED. You can be seriously

injured or killed if the turret is traversed while you are between the turret and the

driver’s station.

(1) TC - power traverse the turret to position the main gun over the rear deck.

(2) TC/Loader - determine which hatches are submerged and which are clear.

Announce to crew which hatches are submerged and warn them not to

attempt to open those hatches.

(3) Loader - lock the turret.

(4) Loader - remove all safety screens and guards.

(5) Loader - announce “CLEAR”.

(6) Driver - be prepared to turn on the bilge pump if water enters and covers

the bilge pump intake valve.

(7) TC - determine if the crew should remain with or on top of the vehicle and

the method for getting to the shore. Announce the method to the crew.

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(8) TC - determine the best route of evacuation for the driver and announce

“DRIVER EVACUATE THROUGH THE TURRET” or “DRIVER REMOVE

THE NVD AND EVACUATE THROUGH THE DRIVER’S HATCH”.

(9) TC - announce “CREW EVACUATE”.

If the vehicle does NOT have power, perform the following steps.

(1) TC - if at any time the crew compartment becomes submerged, announce

“CREW EVACUATE” and the method of getting to shore.

WARNING: Do not extend any part of your body between the turret and the

driver’s station unless the turret lock is set to LOCKED. You can be

seriously injured or killed if the turret is traversed while you are between

the turret and the driver’s station.

(2) TC - check the power source and switch to emergency mode. If power is

restored, perform the steps above for evacuation with power. If the power

is not restored, continue with the steps below.

(3) TC - tell the gunner to manually traverse the turret to position the main gun

over the rear deck.

(4) TC/Loader - determine which hatches are submerged and which are clear.

Announce to the crew which hatches are submerged, and warn them not to

attempt to open those hatches.

(5) Gunner - traverse the turret to position the main gun over the rear deck.

(6) Loader - lock the turret.

(7) Loader - stow the loader’s safety guard and other equipment to allow the

driver to exit through the turret.

(8) Loader - announce “CLEAR”.

(9) TC - if the gun tube cannot be traversed, request M88s be dispatched for

emergency recovery and that other element vehicles position their vehicle

to perform recovery operations.

If the gun tube cannot be power or manually traversed and the driver is trapped

in the driver’s compartment with rising water or already submerged, and the driver is in

imminent danger of drowning, perform the following steps.

(1) Loader - evacuate the vehicle with a flash light and determine the source

of the resistance.

WARNING: Do not put yourself in a position to be pinned or injured by the

gun tube in case of sudden movement.

(2) Loader - remove the source of resistance if possible, if not continue with

the steps below.

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WARNING Recovering vehicles need to be in a position that will not allow

them to be pulled into the water.

WARNING: Do not get between tanks while they are moving into position

or when the recovering vehicle is attempting to pull the gun tube free from

the resistance or you could be injured.

(3) TC - communicate by radio or hand and arm signals for one of the other

task force vehicles to position their vehicle close enough to wrap the tow

cables around the gun tube and attempt to move the gun tube enough to

allow driver to evacuate the vehicle through the crew compartment.

(4) TC - communicate to other task force vehicles to begin preparing their

vehicles for self-recovery operations. Begin self-recovery as soon as it is

apparent that you will not be able to traverse the turret to the rear.

(5) Gunner - attempt to locate any kind of tubing that could be used to provide

air to the driver and thread the tubing through the turret/driver’s hatch and

into the driver’s compartment.

Note: If the tubing is too long or too narrow, the driver mostly likely will not be

able to pull in enough air to prevent him from drowning.

g. If self-recovery is unsuccessful, notify higher headquarters and again request

immediate M88 recovery and medical assistance. Wait for recovery.

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CHAPTER 4

ENVIRONMENTAL AWARENESS

Protection of natural resources is an ever-increasing concern to the Army. It is the

responsibility of all unit leaders to decrease, and if possible, eliminate damage to the

environment when conducting training, operations other than war, and (as appropriate)

during combat. Instructors should reconnoiter potential driving course sites to make

sure vehicle maneuver minimizes damages to vegetation and waterways.

4-1. ENVIRONMENTAL RISK MANAGEMENT

Environmental risk management consists of the following steps:

a. Identify Hazards. Identify potential sources for environmental degradation during

analysis of mission, enemy, terrain, troops, time, civilians (METT-TC) factors. This

requires identification of environmental hazards. An environmental hazard is a condition

with the potential for polluting air, soil, or water and/or destroying significant natural or

cultural resources.

b. Assess Hazards. Analyze potential severity of environmental degradation.

Severity of environmental degradation must be considered when determining the

potential effect an operation will have on the environment. The risk impact value is

defined as an indicator of the severity of environmental degradation. Quantify the risk to

the environment resulting from the operation as extremely high, high, moderate, or low,

using risk categories in Chapter 2 of FM 3-100.4 (Environmental Considerations in

Military Operations). The environmental risk impact value should be determined

conservatively. Consult with the environmental office for other local requirements

relating to wildlife and natural vegetation.

c. Make Environmental Risk Decisions. Make decisions by analyzing the

environmental risk. Determine if alternate actions will better protect the environment

while still accomplishing the mission. Determine if the mission needs to be adjusted by

the commander.

d. Brief Chain of Command. Brief the chain of command (to include the installation

environmental office, if applicable) on proposed plans and pertinent high-risk

environmental effects. Risk decisions are made at a level of command that corresponds

to the degree of risk. Gather the appropriate land-use and digging permits.

e. Implement Controls. Implement environmental protection measures by

integrating them into plans, orders, packing lists, SOPs, training performance

standards, and rehearsals.

f. Supervise. Supervise/enforce environmental protection standards.

Note: Each U.S. installation is subject to local and state environmental regulations in

addition to federal legislation. For information specific to your activity, contact the

installation environmental office. If you are overseas or on deployment, contact your

higher S-3/G-3.

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CHAPTER 5

HOW TO USE TRAINING SUPPORT PACKAGES (TSPs)

5-1. PURPOSES

The purposes of this chapter are to −

a. Describe the contents of a TSP.

b. Describe how to use the tracked vehicle driver training TSPs.

c. Describe how to obtain the tracked vehicle driver TSPs referenced in this

publication.

5-2. OVERVIEW

A TSP is a complete, exportable package for integrating training products, materials,

and information necessary to train one or more critical tasks. TRADOC Regulation 350-

70 (Systems Approach to Training Management, Processes, and Products), Appendix E

(9 March 1999), defines the contents and format of a TSP. The TSPs referenced in this

publication prescribe "model" tracked vehicle training programs for units. Unit

commanders have the authority to make minor modifications necessary to conform to

unit training restrictions. However, the TSP proponent must approve major

modifications. The Chief of Staff of the Army mandated development of these TSPs to

standardize tracked vehicle driving requirements and stress accident avoidance.

5-3. CONTENTS OF A TSP

Each tracked vehicle TSP contains the following:

a. Title Page. The title page contains general information such as the TSP number,

title, individual tasks addressed, effective date, proponent, and address for sending

comments and recommendations.

b. Preface. The preface contains the conditions and standards for all tasks covered

in the TSP as well as a table of contents. It also specifies if the TSP includes more than

one lesson.

c. Lesson(s). Each lesson consists of five sections:

(1) Section I - Administrative Data. This section contains information needed

to manage training. It includes the following information:

(a) All Courses Including This Lesson. The lesson plan(s) contained in the

TSP may also be taught as part of a residential course or contained in

another exportable training program. Some lessons are simply taught

as part of unit training.

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(b)

Task(s) Taught or Supported. If the TSP contains only one lesson,

then the tasks listed here will be the same as the ones listed in the

preface.

(c)

Reinforced Task(s). These tasks are not taught as part of the TSP.

However, the TSP provides refresher or integrated training.

(d)

Academic Hours. This paragraph specifies the time required to train

each task, administer each lesson (if more than one) and conduct

student testing. It also specifies an overall time for implementing the

TSP.

(e)

Test Lesson Number. If the test is not included in this lesson, list the

test lesson number in which this lesson’s terminal learning objective is

tested and the test results are reviewed with the students. Put “N/A” if

not tested in a separate lesson.

(f)

Prerequisite Lesson(s). Some TSPs or lessons within a TSP may build

on the contents of other ones. In such cases, this paragraph lists TSPs

or lesson plans in the recommended training sequence.

(g)

Security Clearance/Access. Most TSPs will be unclassified. Any

statement that limits distribution will be listed here.

(h)

Foreign Disclosure Restrictions. List the appropriate foreign disclosure

restriction statement. Refer to TR 350-70 Chapter I-1 for foreign

disclosure restriction statements.

(i)

References. This paragraph lists references used to develop the TSP.

It may differ from the training materials required by the instructor and

the students.

(j)

Student Study Assignments. The instructor may require students to

study material prior to implementation of the TSP. In such cases, the

instructor needs to prepare a student handout describing the study

assignment and make provisions for students to pick up study

materials.

(k)

Instructor Requirements. This paragraph specifies the number of

instructors, to include whether a primary instructor and small group

instructors are needed. It also describes any special qualifications

instructors must possess to train the task(s) to standard.

(l)

Additional Support Personnel Requirements. This paragraph lists

support personnel and their qualification requirements. Support

personnel could include bus drivers, audiovisual equipment operators,

range operators, etc.

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(m) Equipment Required. This paragraph lists all equipment and tools

needed to accomplish instruction. Examples include the number and

type of tracked vehicles, night vehicle devices, protective masks, and

dummy mines, etc.

(n)

Materials Required. Instructor materials include manuals, checklists,

terrain boards, audiovisual supplies, and other instructional aids.

Student materials include anything students need before or during the

class, such as maps, compasses, and flashlights.

(o)

Classroom, Training Area, and Range Requirements. For exportable

TSPs, these requirements may be general in nature since they are

dependent on unit resources.

(p)

Ammunition Requirements. This paragraph lists all ammunition

requirements using official nomenclature and approved basis of issue.

The TSPs in this publication do not require the use of ammunition.

(q)

Instructional Guidance. This paragraph describes what the instructor

needs to accomplish prior to training. It may include information about

scheduling resources, preparing other instructors, preparing the

training site, etc.

(r)

Branch Safety Manager Approval. If not required, put N/A. See

Chapter I-2 of TR 350-70 for requirements.

(s)

Proponent Lesson Plan Approvals. The lesson plans in this

publication's TSPs have been approved by the Chief of the Staff of the

Army and by the school proponent for each tracked vehicle. Any

significant changes cannot be implemented without coordination with

the proponent.

(2)

Section II - Introduction. This section specifies the method of instruction

for the TSP or lesson, the instructor-to-student ratio, the time required to

teach the lesson, and the media used (if applicable). It also contains the

following:

(a) Motivator. This short motivational introduction to the lesson can be a

discussion, short demonstration, or videotape designed to peak the

student's interest to focus them on the material they are about to learn

and should include at least one Army value.

(b) Terminal Learning Objective. This objective describes what the student

will be able to do at the completion of the lesson. It specifies an action,

conditions, and an overall standard.

requirements for the lesson, to include potential hazards. Warnings

and cautions should be listed in the presentation section of the lesson,

since they will be more meaningful to students when presented in the

context of job performance.

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(d) Risk Assessment Level. The TSP will list an initial risk assessment of

low, medium, caution, or high. The TSP proponent assigned this rating

based on an analysis of potential hazards that could be encountered

during the training. A hazard is defined as any condition with the

potential to cause injury to personnel, damage to equipment, or loss of

materiel. Training with a risk assessment of "high" must approved by

the unit or installation commander.

(e) Environmental Considerations. This paragraph describes how to

ensure the training does not have an adverse impact on the

environment. It does not address how the environment affects task

performance. The training developer or instructor should include

environmental issues when conducting risk assessment for the

training. If there are any environmental risks or controls, they should be

highlighted in this section.

(f) Evaluation. This paragraph describes how the terminal learning

objective will be tested, and the minimum passing score.

(g) Instructional Lead-in. The purpose of the instructional lead-in is to tie

the terminal learning objective to previous learning or student

experience and lead into the actual presentation.

(3)

Section III - Presentation. This section describes the instructional

methods and content. It consists of the following:

(a) Enabling Learning Objective. The enabling learning objective specifies

the action, conditions, and standards for a task or part of a task. Some

TSPs may not have enabling learning objectives.

(b) Learning Steps/Activities. For each learning step/activity, the TSP will

list the method of instruction, instructor-to-student ratio, time of

instruction and media (if required). If this information remains the same

for a large number of learning steps/activities, then it may be listed

once following the enabling learning objective and prior to the first

learning step/activity.

steps/activities to remind instructors to check on student learning, ask

questions, etc.

(4)

Section IV - Summary. This section provides guidance on summarizing

instruction and soliciting student feedback prior to testing. It consists of the

following:

(a) Review/Summarize Lesson. This paragraph provides a brief summary

of the material covered the lesson or TSP.

(b) Check on Learning. This paragraph includes specific questions that the

instructor can use to determine the students' mastery of the lesson or

TSP.

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lesson relates to this one. This paragraph may be deleted if there is not

a follow-on lesson.

(5)

Section V - Student Evaluation. This section describes how students will

be evaluated and how they will receive feedback. It consists of the

following:

(a) Testing Requirements. This paragraph describes the testing method

and pass/fail criteria. It includes a full description of the test

administrative procedures, to include setting up the test site, providing

instructions to students, and using a scoring checklist.

(b) Feedback Requirements. This paragraph describes how students can

learn their test scores and schedule remedial/refresher training.

d. Tests. Each TSP contains a written test and one or more hands-on,

criterion-referenced performance exercises. Each test consists of a

test administration guide, an answer key or test scoring checklist, and

a evaluation feedback statement that tells the students how to get

remedial training if required. The test administration guide provides the

following information:

(1)

Task number and title.

(2) Personnel, equipment, and material required.

(3) Test planning time.

(4) Site requirements (and a layout diagram if appropriate).

(5) Pretest preparation.

(6) Instructions for administering the test and instructions for scoring the

test. The scoring checklist contains instructions to the students and the

performance measures evaluated by the instructor.

Supporting Materials. Some TSPs may contain viewgraphs or student handouts

that enhance the instruction.

5-4. HOW TO OBTAIN COPIES OF TRACKED COMBAT VEHICLE DRIVER TSPs

The Army Training Support Center (ATSC) is responsible for distributing driver TSPs as

part of the CSA directive to support standard driver training at unit level. However,

additional copies of the driver TSPs can also be obtained in the following ways:

a. Call the Training Media Support Directorate at ATSC at DSN 826-4668 or

commercial (757) 878-4668.

b. Log on to the internet site for the General Dennis J. Reimer Training and

Doctrine Digital Library at (https://www.train.army.mil ) or the Army Knowledge Online

(www.us.army.mil ). This site contains digital copies of the TSPs that can be

downloaded.

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APPENDIX A

TRACKED COMBAT VEHICLE DRIVER TSPS

TSP 051-12B-U01 Drive an AVLB

4 October 1999

TSP 051-12B-U02 Drive an ACE

4 October 1999

TSP 051-12B-U03 Wolverine Driver Training Support Package

4 October 1999

TSP 061-226-B0002 Drive an M109-Series Howitzer

4 October 1999

TSP 061-266-B0001 Drive an M922

4 October 1999

TSP 061-310-M0001 Drive an M993

4 October 1999

TSP 071-U-M113

Drive an M113-Series Vehicle

4 October 1999

TSP 071-W-BFVS Bradley Fighting Vehicle (BFV) Driver Training Support Package

4 October 1999

TSP 091-M88-1001 M88A1/M88A2 Driver Training Support Package

4 October 1999

TSP 171-A-1002

M1/M1A1 Tank Driver Training Support Package

4 October 1999

TSP 171-A-1136

M1A2/M1A2 (SEP) Tank Driver Training Support Package

4 October 1999

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REFERENCES

This list of publications includes all material necessary to manage and supervise the

driver training program properly. Changes to these publications and current publication

dates can be found in DA Pam 25-30.

Department of the Army Regulations

AR 40-501

Standards of Medical Fitness

27 June 2006

AR 190-5

Motor Vehicle Traffic Supervision

22 May 2006

AR 385-10

The Army Safety Program

29 February 2000

AR 385-55

Prevention of Motor Vehicle Accidents

12 March 1987

AR 600-55

The Army Driver and Operator Standardization Program

(Selection, Training, Testing, and Licensing)

31 December 1993

AR 600-8-22

Military Awards

25 February 1995

AR 611-5

Army Personnel Selection and Classification Testing

10 June 2002

AR 614-200

Enlisted Assignments and Utilization Management

2 August 2005

Department of the Army Forms

DA Form 2-1

Personnel Qualification Record-Part II

DA Form 348

Equipment Operator’s Qualification Record (Except Aircraft)

DA Form 2028

Recommended Changes to Publications and Blank Forms

Department of the Army Pamphlets

DA Pam 25-30

Consolidated Army Publications and Forms Index

Field Manuals

FM 3-100.4

Environmental Considerations in Military Operations

15 June 2000

27 March 2007

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MANAGEMENT OF CHANGE PROCEDURE

Engineering Services Department

CONTENTS

ABBREVIATIONS

SCOPE

OBJECTIVE

IDENTIFYING RELEVANT MODIFICATIONS

FULL ENGINEERING MODIFICATIONS

CONFIGURATION CHANGE

MAINTENANCE MODIFICATION

ROLES AND RESPONSIBILITIES

IDENTIFIED PERSONNEL

Initiator / Originator

Responsible Job Officer

Senior Technical Authority

Mechanical Structural Technical Authority

Instrument Electrical Technical Authority

Process Technical Authority

Maintenance Authority

Facility Manager

HSE Technical Authority

DCC Administrator

Senior Operating Authority

MANAGEMENT OF CHANGE PROCEDURE

FULL ENGINEERING CHANGE PROCEDURE

Initiation

Full Engineering Change

CONFIGURATION CHANGE PROCEDURE

Initiation

Configuration Change

MAINTENANCE MODIFICATION PROCEDURE

Initiation

Maintenance Modification

TEMPORARY MODIFICATIONS

EMERGENCY MODIFICATIONS

INADVERTENT MODIFICATION

MODIFICATION REGISTER AND UPDATE OF RECORDS

MODIFICATION RECORDS

ATTACHMENT A - MOC FLOWCHART

ATTACHMENT B - MOC PROFORMA

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SCOPE

This Management Of Change procedure details the responsibilities and activities to be

followed for all modifications required on the AIOC (Operated by BP Amoco) facilities and

associated pipelines whether they are permanent or temporary, major or minor, on existing

facilities or additions to existing facilities. It details the process from start to finish, referencing

AIOC critical documentation.

The critical interface with drilling is triggered from their own procedure when there is a

modification that effects either Operations or the overall platform integrity, likewise any

modification that effects the drilling operation will be triggered from this procedure.

Only authorized modifications may be implemented. Exceptional and Emergency

modifications, detailed in section Inadvertent Modification may obtain immediate approval

after the relevant offshore risk assessment procedure has been implemented, but full

application of this instruction must follow as soon as reasonably practicable.

The standards and specifications being applied are those used in the original design of

AIOC operated sites including Chirag-1 platform, subsea pipeline, Sangachal, Western and

Northern Route Export Pipelines, any deviation from these will be documented.

Any person with the relevant process or engineering knowledge may initiate the

procedure. Though the Line/Facility Manager and the Operations Team Leader should

approve the proposal before the MOC is submitted for circulation. Thereafter nominated

authorities within Production Operations and other departments will review the justification

and proposal, for information and comment and then final approval.

This instruction has been written with the Production Operations Management structure

taken into consideration and it has been specifically designed to be rigorous but not onerous.

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Objective

To ensure that all modifications are justified, assessed, controlled and documented in a

consistent manner in order that:

1. Safety is not compromised

2. The technical integrity of AIOC-operated sites is not compromised

3. Proposed modifications are given due consideration to prevent unnecessary cost

4. Proposed modifications are publicized to the relevant departments within and outwith Production

Operations when necessary

5. Interfaces with all disciplines are taken into account before committing to the modifications

6. The integrity of the modification process remains intact and is auditable

7. The Safety Case does not have its validity impaired by the modifications

In addition to these specific objectives, this instruction also provides guidelines on the actual

process flow through the procedure. An overview of this process is shown in Attachment A, and

detailed in Section 4. The major steps are:

 Initiation

 Review

 Approval

 Implementation and Commissioning

 Documentation and Control

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Identifying Relevant Modifications

Modifications have been split into three categories, determined by the type of modification

involved: - Configuration. Change is one where it is a variable setting change to a previously installed

piece of equipment; - Maintenance Modification is a change to maintenance interval or methodology; -

Full Engineering Modification covers all of the other scenarios outlined below.

Full Engineering Modifications

Some examples of Full Engineering Modifications

 A physical change or addition made to equipment; vessels, pipework, pumps,

instrumentation, protective devices and electrical systems

 Basic mechanical design changes (e.g. bolt types, joint types, pump seals)

 Other modifications that do not affect the process directly may still require a Chirag 1

Management of Change request. (Re routing of pipework may introduce dead legs and hence

corrosion black spots, modification to skid floor plates may affect drainage etc.)

Configuration Change

A Configuration Change can be defined as a change to existing equipment that has variable

settings.

Some examples of Configuration Changes

 A change in the setting or arrangement of protective devices installed for safety or

environmental reasons (e.g. safety valves, alarms, trips, and interlocks)

 A software change made to the principle on which the platform's Control, Shutdown or Fire

and Gas systems operate, when the platform can be affected by a computer or other

programmable device.

If there are any doubts as to what proposed changes should be subject to this procedure, the

Senior Technical Authority will give guidance on the matter.

Maintenance Modification

Some examples of Maintenance Modifications

 A change to the frequency of planned maintenance

 A change to the methodology of maintenance:

i.e. after operational experience it is found that all of the seals on a pump do not need

replaced or the seat on a control valve does not need refurbished on a major overhaul.

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Roles and Responsibilities

Identified Personnel

This procedure has been designed to be rigorous but not onerous in its application. The

recognized authorities are highlighted and their roles and responsibilities are defined as follows along

with the other personnel involved in the process:

 Initiator / Originator

 Responsible Job Officer

 Senior Technical Authority

 Mechanical / Structural Technical Authority

 Instrument / Electrical Technical Authority

 Process Technical Authority

 Maintenance Technical Authority

 Senior Operating AuthorityOperations Authority (Area Team Leader)

 Modifications Coordinator

 DCC Coordinator

Formatted: Bullets and Numbering

 HSE Technical Authority

Initiator / Originator

The Initiator or Originator can be any person with relevant process or engineering knowledge,

the minimum responsibility here is to ensure that the proposal and initial idea has been agreed with

both their line manager and the Operations Team Leader. There should be some documentary evidence

of the problem and thought processes that have been established in the diagnosis.

The Initiator / Originator has the responsibility for filling out the following documentation.

Management of Change forms, section A.

Responsible Job Officer

The Responsible Job Officer (RJO), is nominated by the Senior Technical Authority (STA), if

there is no obvious candidate. He is responsible for collating design contributions from all required

disciplines, fostering a team approach. The initiator and RJO can be the same person and his minimum

responsibilities are:

1. Overall control and progression of the modification, from Statement of Requirements (SOR), to

handover and commissioning of the completed modification.

2. Reviewing the requirement for completing the modification.

3. Reviewing the requirement to implement the modification utilizing AIOC personnel or external

engineering contractor support. This review must be completed with the STA.

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4. Reviewing which departments and disciplines should be involved in the procedure. This review

must be completed with the STA.

5. When using a support contractor, liaison with their nominee regarding all aspects of the detailed

engineering requirements, costs and modification close out.

6. Overseeing all internal engineering modifications

7. Ensuring that all relevant documentation has been updated by the disciplines concerned with the

modification.

8. Ensuring the modification is completed as per the workpack.

9. Resource planning for modification implementation.

The Responsible Job Officer has the immediate responsibility for the records and documentation

listed below, and he is ultimately responsible for ensuring that all other documentation is updated as

per the individual discipline requirements.

 Management of Change forms, section A, B, D, F where applicable

 Answer or reply to all comments raised in “Part H” to the acceptance of prior to approval of

MOC.

 Statement of Requirements and as-much information as possible for all disciplines to

comment on

 Scope of work

Senior Technical Authority

The minimum responsibilities expected of the STA are those of ensuring that:

1. STA reviews all Modification proposals concerning AIOC-operated facilities.

2. Modification proposals are prepared, approved and progressed using this procedure in the proper

manner giving final authoritative guidance with justifications when required.

3. External departments and bodies are involved when necessary: Health and Safety,

Environmental, Logistics, Marine, Aviation, Sangachal, Oil Rocks, AIOC comms, GPA,

SOCAR, FOC.

4. The modification does not jeopardize the technical integrity or the Safety Case of the platform.

5. If the justification on economic or safety grounds is not clear, or if there are several options for

implementation, then the STA will initiate the work required to confirm the benefits and the

preferred option, before the modification is finalized.

6. Deciding whether the modification is a Configuration Change, a Full Engineering Modification

or a Maintenance Modification.

7. Decide on the allowable timescales for temporary modifications.

8. Post modification review and final sign off.

9. Decide if the modification should be covered by this procedure or separate procedures, such as

the case for major projects.

10. Decide with the Operations Manager whether the proposal should be:

a. immediately progressed.

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b. delayed, pending resource or finance.

c. rejected.

The Senior Technical Authority has the overall responsibility for the integrity of the following

documentation and records, but it is the responsibility of the RJO to ensure they are updated.

 Management of Change sections В, С 4

 Safety Case books 2 and 3

Mechanical Structural Technical Authority

The Mechanical / Structural Technical Authority (MSTA) has the responsibility for:

1. Reviewing all Modification proposals for Mechanical and Structural workscope implications.

2. Ensuring the modification does not jeopardize the technical integrity or the safety case of the

platform.

3. Ensuring that all mechanical modifications are to the required standards.

4. Ensuring that the relevant weight control procedure has been adhered to.

5. Ensuring that potential corrosion risks have been addressed.

6. Ensuring that all modifications adhere to the relevant AIOC standards.

7. The TA must review the information as presented and avoid the temptation to indulge in opinion

engineering

Any comments or questions requiring answers / justification to be incorporated into “Part H”

Comments section.

The Mechanical / Structural Technical Authority has the overall responsibility for the integrity of

the following documentation and records, but it is the responsibility of the RJO to ensure they are

updated.

 Register of Mechanical Equipment

 Weight control documentation

 Pressure systems inspections

Instrument Electrical Technical Authority

The Instrument Electrical Technical Authority (IETA) has the responsibility for:

1. Reviewing all Modification proposals for Instrument Electrical workscope implications.

2. Ensuring the modification does not jeopardize the technical integrity or the

3. Safety Case of the platform.

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