FM 5-170 Engineer Reconnaissance
FM 5-170 Engineer Reconnaissance
FM 5-170 Engineer Reconnaissance
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Headquarters,
Department of the Army
Change 1 Headquarters
Department of the Army
Washington, DC, 1 3 July1998
Engineer Reconnaissance
DENNIS J. REIMER
General, United States Army
Chief of Staff
DISTRIBUTION:
Active Army, USAR, and ARNG: To be distributed in accordance with the initial distribution
number 115747, requirements for FM 5-170.
*FM 5-170
Field Manual Headquarters
No. 5-170 Department of the Army
Washington, DC, 5 May 1998
ENGINEER RECONNAISSANCE
Table of Contents
Page
Preface.............................................................................................................................................. vi
____________________________
*This manual supersedes FM 5-30, 22 September 1967, and FM 5-36, 10 May 1985.
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ii
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iii
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Glossary............................................................................................................................ Glossary-1
v
Preface
Field Manual (FM) 5-170 describes how engineer recon teams support and augment a maneuver
battalion or brigade’s recon effort. It is designed as an engineer extension of FMs 17-95 and 17-98.
This manual serves as a guide for both brigade and task force (TF) engineers, as well as for
subordinate leaders (especially recon team leaders) in planning, integrating, and conducting
recon operations. It also serves as a guide for the brigade and TF staffs and subordinate
maneuver commanders on the organization, capabilities, and employment of engineer recon
teams.
This manual sets forth the principles of conducting engineer recon activities supporting a
maneuver brigade or TF. It addresses engineer tactics, techniques, and procedures (TTP) that
highlight critical principles. However, the TTP are intended to be descriptive rather than
prescriptive; they are not a replacement for the TTP and standing operating procedures (SOPs)
that are unique to the supported unit.
FM 5-170 is fully compatible with Army doctrine as contained in FM 100-5 and is consistent with
other combined-arms doctrine. This is not a stand-alone manual. The user must have a
fundamental understanding of the concepts outlined in FMs 100-5, 100-7, 100-16, 71-1, 71-2, 71-3,
17-95, 17-98, 5-71-100, 5-71-2, 5-71-3, 34-1, 34-2, 34-2-1, 34-130, 90-13, 90-13-1, 101-5, and
101-5-1. This manual also implements Standardization Agreement (STANAG) 2269, Engineer
Resources, Edition 3; STANAG 2027, Marking of Military Vehicles, Edition 3; STANAG 2253,
Roads and Road Structures, Edition 4; STANAG 2174, Military Routes and Route/Road Networks,
Edition 4; STANAG 2154, Regulations for Military Motor Vehicle Movement by Road, Edition 6;
and STANAG 2010, Military Load Classification Markings, Edition 5.
Appendix A contains an English to metric measurement conversion chart.
The proponent of this publication is Headquarters, United States (US) Army Engineer School
(USAES). Send comments and recommendations on Department of the Army (DA) Form 2028
directly to Commander, USAES, ATTN: ATSE-TD-D, Fort Leonard Wood, Missouri, 65473-6650.
Unless this publication states otherwise, masculine nouns and pronouns do not refer exclusively
to men.
vi
Chapter 1
Introduction
Combat power is generated by combining the elements of maneuver,
firepower, force protection, and leadership within a sound plan and then
aggressively, violently, and flexibly executing the plan to defeat an enemy.
The key to using combat power effectively is gathering information about
the enemy and the area of operations (AO) through recon. A recon provides
current battlefield information that helps a commander plan and conduct
tactical operations. A recon greatly enhances maneuver, firepower, and
force protection when properly executed.
ORGANIZATION
Engineer recon elements may consist of an engineer platoon, squad, team, or
other element. During military operations, the engineer may be called on to
assist the maneuver force during recon missions. These missions are normally
executed by engineer recon teams, which are organized according to unit
SOPs. (See Chapter 4 for a complete discussion of the engineer recon team.)
Engineer recon teams may operate independently; however, they normally
augment cavalry scout platoons; mechanized, wheeled, or dismounted scout
platoons; or other maneuver units directly involved in recon operations. The
most prominent scout platoon in a force is the high-mobility, multipurpose
wheeled vehicle (HMMWV) scout platoon.
If an engineer recon team is to augment a maneuver scout element, the team
should be task-organized with equipment that is compatible with the
supported maneuver recon force. The engineer team may use its own vehicle
or ride in the vehicles of the scout, cavalry, or infantry unit it supports. It may
move mounted or dismounted, depending on its current equipment,
organization, command and control (C 2) structure, and enemy situation.
MISSIONS
An engineer recon team's primary mission is collecting tactical and technical
information for the supported or parent unit. The team must be able to
perform this mission mounted or dismounted, during the day or at night, and
in various terrain conditions.
A tactical recon is conducted in a high-threat environment and is a combined-
arms effort to—
• Collect information about the enemy’s location and obstacles and the
terrain within the AO.
• Conduct limited marking of obstacles, routes, and demolition work.
• Conduct limited reduction of obstacles in conjunction with maneuver
units.
Introduction 1-1
FM 5-170
1-2 Introduction
FM 5-170
27-1-411-539
Equipment Recapitulation
• The recon team has a limited ability to destroy or repel enemy recon
units and security forces.
• The distance the engineer recon team can operate away from the main
body is restricted to the range of communications, the range of
supporting indirect fires, and the ability to perform CSS operations.
• The recon team has a limited communications capability. Based on the
radio configuration of the vehicle used during the recon and whether
the engineer recon team is working under a maneuver element’s
Introduction 1-3
FM 5-170
33-1-376-410
Equipment Recapitulation
1-4 Introduction
FM 5-170
28-1-446-475
Equipment Recapitulation
Introduction 1-5
FM 5-170
32-1-397-430
Equipment Recapitulation
1-6 Introduction
FM 5-170
32-1-403-436
Equipment Recapitulation
Introduction 1-7
FM 5-170
1-8 Introduction
Chapter 2
Intelligence Preparation of the Battlefield and Reconnaissance and Surveillance Planning 2-1
FM 5-170
Table 2-1 summarizes the engineer’s participation in the IPB process. The
Intelligence Officer (US Army) (S2) and the engineer staff conduct their
analysis by applying enemy doctrinal templates (which include obstacle
templates) to specific terrain. This becomes a situational template (SITEMP).
A SITEMP is basically a doctrinal template with terrain and weather
constraints applied. It is a graphic description of an enemy’s disposition
should he adopt a particular COA. It shows how enemy forces might deviate
from doctrinal dispositions, frontages, depths, and echelon spacing to account
for the effects of terrain and weather, and it focuses on specific mobility
corridors. A SITEMP is a visual technique. By placing a doctrinal template
over a segment of a mobility corridor, the analyst adjusts units or equipment
dispositions to depict where they might actually be deployed in the situation.
Time and space analysis is important in developing a SITEMP, which is used
during the war-gaming process. For further discussion of a SITEMP, refer to
FM 34-130.
2-2 Intelligence Preparation of the Battlefield and Reconnaissance and Surveillance Planning
FM 5-170
Intelligence Preparation of the Battlefield and Reconnaissance and Surveillance Planning 2-3
FM 5-170
2-4 Intelligence Preparation of the Battlefield and Reconnaissance and Surveillance Planning
FM 5-170
Intelligence Preparation of the Battlefield and Reconnaissance and Surveillance Planning 2-5
FM 5-170
The information obtained by the engineer recon team must be relayed to the
TOC quickly to allow the S2, the S3, and the engineer staff to analyze the
information and ensure rapid dissemination to all units. The engineer staff
should ensure that it has a system in place to track all incoming OBSTINTEL
and the method of dissemination as well as a system to display confirmed
OBSTINTEL graphically as opposed to templated obstacles.
2-6 Intelligence Preparation of the Battlefield and Reconnaissance and Surveillance Planning
Chapter 3
Tactical Reconnaissance
Engineers are active participants in recon operations that provide both
maneuver and engineer commanders with information about the terrain,
enemy engineer activity, obstacles, and weather effects within an AO. A
tactical recon normally takes place in a high-threat environment. During a
recon, engineers may assist maneuver units or scouts in reconning the
terrain to determine its effect on maneuverability and the enemy
situation. When the enemy is located, the engineers help determine his
strengths and weaknesses with a focus on enemy engineer activities and
obstacles. A recon team provides the information necessary to allow
combined-arms forces to maneuver against the enemy, attack him where
he is most vulnerable, and apply overwhelming firepower to destroy him.
An engineer recon team ensures that the combined-arms forces have the
freedom to maneuver and the knowledge of where they will encounter
enemy obstacles. This chapter provides basic information on recon
operations. Its focus is on providing the engineers the information needed
to allow them to integrate into a maneuver force’s recon effort. Although
this information is most pertinent to tactical recon missions, the methods
discussed should also be used by squads, platoons, and companies when
conducting technical recons.
PURPOSE AND FUNDAMENTALS
A tactical recon is conducted to gain information forward of friendly lines or to
provide current, accurate information about terrain, resources, obstacles, and
the enemy within a specified AO. This information provides the follow-on
forces with an opportunity to maneuver to their objective rapidly. Engineer
recon teams are involved in three types of tactical recon: route, zone, and area.
During a tactical recon, engineers may also be involved in various technical
recons such as road, tunnel, and bridge recons.
There are six fundamentals common to all successful tactical recon operations.
Every engineer leader should keep these fundamentals in mind when
planning and executing recon missions.
• Using maximum recon force forward. During a recon, every scout,
every engineer, and every pair of eyes make a difference. Engineer
recon teams must not be kept in the reserve. They must be employed,
executing their portion of recon tasks as soon as possible.
• Orienting on the recon objective. A recon team's scheme of maneuver
is focused toward a specific objective or a set of objectives. An engineer
recon team must know where to look for enemy obstacles and enemy
engineer activity at the objective. The objective may be a terrain
RECON TECHNIQUES
Recon techniques achieve a balance between the acceptable level of risk and
the security necessary to ensure mission accomplishment. This balance is
often a tradeoff between speed and security. The faster the recon, the more
risk a recon team accepts and the less detailed recon it conducts. A recon team
must use all available resources when conducting its mission. The primary
tools for any engineer recon team are its senses—particularly, sight, hearing,
touch, and smell. Recon equipment supplements and complements these
senses. The following are some examples of how these senses are used during
recon missions:
• Sight. An engineer recon team looks for—
— Evidence of digging activities, including fighting positions and
tank ditches.
— Movement or activity of enemy engineer vehicles.
— Indications of buried mines.
— Emplaced demolition charges on bridges, tunnels, and so forth.
— Obstacle orientation, depth, composition, and width.
— Enemy vehicles and aircraft.
— Helicopter landing zones (LZs).
— Sudden or unusual movement.
— Smoke or dust.
— Engine exhaust fumes.
— Unusual movement of farm or wild animals.
— Activity of the local populace.
— Vehicle tracks.
— Signs or evidence of enemy occupation.
— Recently cut foliage or vegetation.
— Lights, fires, or reflections.
— Muzzle flashes.
• Hearing. An engineer recon team listens for—
— Vehicle sounds indicating construction of survivability positions.
— Exploding demolition charges.
— Running engines.
— Track sounds.
— Voices.
— Metallic sounds, especially sounds indicating wire emplacement.
— Gunfire sounds (by type of weapon).
DISMOUNTED R ECON
A dismounted recon’s primary purpose is to obtain detailed information about
terrain features, obstacles, or enemy forces. Engineer recon teams normally
conduct a dismounted recon. A dismounted recon is conducted when—
• A detailed recon is required.
• Stealth is required.
• Enemy contact is expected or visual contact has been achieved.
• Vehicle movement through an area is restricted by terrain.
• Time is not limited.
• Security is the primary concern.
Recon teams set up short- or long-duration observations posts (OPs).
Dismounted personnel must provide security for each other when moving.
They should work together in pairs when operating dismounted. When only
one person dismounts, he should never move out of supporting distance of the
vehicle.
As a minimum, a recon team should carry the following when dismounted:
• SOPs, to include templated information on anticipated obstacles.
• Personal weapons.
• Communications equipment.
• Signal operating instructions (SOI) extracts.
• Maps.
• A compass.
• Binoculars (night-vision devices [NVDs], if necessary).
• Seasonal uniform and load-bearing equipment.
• A global positioning system (GPS).
• Radios.
RECON BY FIRE
In a recon by fire, a recon element places direct/indirect fire on positions
where there is a reasonable suspicion of enemy occupation. The goal is to
cause an enemy to disclose his presence by moving or returning fire. Recon
elements conduct a recon by fire when enemy contact is expected and time is
limited or when they cannot maneuver to develop the situation. This method
eliminates any element of surprise the scouts may have had, and it is likely to
give the enemy detailed knowledge of their location. However, it may reduce
the chance of being ambushed within established kill zones. Recon by fire does
not work in all cases. For example, disciplined troops in prepared positions
will not react to the scout's fires. Examples of situations in which a recon by
fire may be employed include—
• The presence of a natural or man-made obstacle.
able to access areas that may be difficult or impossible for ground scouts to
reach.
The advantage gained by employing air-cavalry assets is multifaceted and
flexible enough to accommodate a broad range of ideas and missions. Refer to
FMs 1-114 and 17-95-10 for more complete information.
STEALTH VERSUS AGGRESSIVE RECON
The recon team will use either aggressive or stealth recon techniques, based
on METT-T. A stealth approach is time-consuming and emphasizes avoiding
contact and engaging the enemy. To be effective, a stealth approach must rely
on a dismounted recon and maximum use of covered and concealed terrain. An
aggressive recon emphasizes the rapid identification of the enemy's combat
power and is characterized by a mounted recon and a recon by fire.
ROUTE RECON
Maneuver units or scouts, augmented by engineers, conduct a route recon to
gain detailed information about a specific route and the terrain on both sides
of the route that the enemy could use to influence movement. When the
commander wants to use a specific route, a maneuver unit or scout platoon
with an engineer recon team conducts a route recon. This ensures that the
route is clear of obstacles and enemy forces and that it will support his
vehicles’ movements. Engineers supporting division cavalry squadrons and
armored cavalry regiments will routinely support these units in route recon
missions.
CRITICAL TASKS
During a route recon, a recon element must accomplish a specified number of
tasks unless directed to do otherwise. Based on time available and the
commander's intent, the recon element may be directed to conduct a route
recon to acquire specific information only. The recon leader must clearly
understand which of the following critical tasks must be accomplished:
• Determining the route’s trafficability. (For further information see
Chapter 5.)
• Reconning to the limit of direct-fire range and terrain that dominates
the route.
• Reconning all built-up areas along the route (includes identifying
bypass routes, construction supplies and equipment, ambush sites,
evidence of booby traps, and suitable sites for C 2/CSS facilities).
• Reconning all lateral routes to the limit of direct-fire range.
• Inspecting and classifying all bridges on the route.
• Locating fords or crossing sites near all bridges on the route (includes
determining fordabilty and locating nearby bypasses that can support
combat and CSS units, marking bridge classifications and bypass
routes, and being prepared to provide guides to the bypasses).
• Inspecting and classifying all overpasses, underpasses, and culverts.
• Reconning all defiles along the route.
• Locating obstacles along the route. (Cavalry units may be required to
clear routes of obstacles. See FM 17-95.)
• Locating bypasses around built-up areas, obstacles, and contaminated
areas.
• Reporting route information.
• Finding and reporting all enemy forces that can influence movement
along the route.
TECHNIQUES
Because of the number of critical tasks that must be accomplished, a scout
platoon with an engineer recon team can conduct a detailed recon of only one
route. A scout platoon may be able to handle two routes if the recon is limited
to trafficability only. The following discussion outlines one technique of
accomplishing all tasks as rapidly and securely as possible.
The scout platoon leader receives an order specifying the route the platoon
must recon and defining the route from start point (SP) to release point (RP).
Additionally, the order may specify platoon boundaries, phase lines (PLs),
lines of departure (LDs), and a limit of advance (LOA) or recon objective.
These control measures specify how much terrain on both sides of a route that
the platoon must recon and where the operation must begin and end. The
boundaries are drawn on both sides. They include the terrain that dominates
the route, usually extending out 2.5 to 3 kilometers. This ensures that the
scouts recon all terrain that the enemy could use to influence movement along
the route. An LD is drawn from one boundary to the other behind the SP. This
allows the platoon to cross the LD and be fully deployed before reaching the
route. An LOA or objective is placed beyond the RP on the last terrain feature
dominating the route or out to about 3 kilometers (see Figure 3-2, page 3-10).
The recon platoon leader may add additional PLs, contact points, and
checkpoints to the graphics he receives from his commander. PLs are used to
help control the platoon’s maneuver. The contact points ensure that the teams
maintain contact at particular critical points. Checkpoints are used along a
route or on specific terrain to control movement or to designate areas that
must be reconned. The engineer recon team leader should obtain this
information during the scout platoon OPORD briefing.
The recon platoon leader will also coordinate with the FSO and plan artillery
targets on known or suspected enemy positions and on dominant terrain
throughout the AO. The engineer recon team leader must ensure that this
information is included on his overlay.
The recon platoon leader evaluates the METT-T factors and organizes his
platoon with an engineer recon team to meet mission needs. He ensures that
at least one team is responsible for reconning a route. A three-team
organization is usually the type best suited to recon a route. Team A recons
the terrain left of the route, Team B covers the terrain right of the route, and
Team C and the engineer recon team recon the route and controls the
movement of the other two teams. In this organization, the platoon leader's
team has specific responsibility to clear the route (see Figure 3-3, page 3-11).
The engineer recon team’s tasks will likely include a technical recon of the
route (including bridge load classification and possible locations for employing
SCATMINEs).
EXAMPLE OF A ROUTE RECON
The following example of a route recon is for a cavalry scout platoon with an
engineer platoon attached.
When the scout platoon (with an engineer platoon) conducts a route recon, it often
deploys in a V formation because of the mission’s focused nature. Team A is
positioned to the left of the route, Team B to the right, and Team C (with an engineer
platoon) in the center of the zone along Route Saber. The platoon should deploy into
the formation before reaching LD Patton so that it crosses the LD at the specified time.
The platoon leader reports crossing the LD when the first element crosses it (see
Figure 3-4, page 3-12).
3
8
LOA
(PL CHARLIE)
RP
STREAM 6
B41
PL MARSHALL
5
ROUTE
SABER
4 PL BRADLEY
SP
LD
(PL PATTON)
3
8
LOA
(PL CHARLIE)
RP
STREAM
6
B41
PL MARSHALL
5
ROUTE
SABER
4 PL BRADLEY
SP
LD
(PL PATTON)
3
8
LOA
6
(PL CHARLIE)
RP
STREAM
B41
FORD
PL MARSHALL
5
B
ROUTE
SABER
4 PL BRADLEY
SP
LD
(PL PATTON)
TEAM A
TEAM B
TEAM C
The scout platoon leader is responsible for movement through the zone. He uses
checkpoints to control the movement and to focus on obstacles, key terrain, or
features that may influence movement along the route. The engineers focus on
obstacles that must be located and cleared. Their efforts must focus on specific PIR to
ensure that the recon occurs in a timely manner.
Team C should be positioned along the route so that it can observe the route, and one
element of the team must physically drive the entire route. Unless the sector is very
small or very open, the platoon will move as individual teams. As the sections move to
the checkpoints, they maneuver in a zigzag pattern to clear the sector and accomplish
all critical tasks of a route recon. The lead teams on the flanks must observe the route
and report any restrictions or obstacles that may restrict movement along the route.
Visually clearing the route before Team C travels along it provides for better security
and allows Team C to concentrate on the critical recon tasks. As the teams maneuver
toward the checkpoints, they maintain visual contact with the route (see Figure 3-5,
page 3-14).
After both lead teams report "Set" and are in overwatch positions, Team C begins the
route recon (see Figure 3-6, page 3-15). As the platoon leader moves along the route,
his wingman maneuvers to provide overwatch for the platoon leader and the engineer
platoon. As the engineer platoon leader travels along Route Saber, he is normally
required to send a route classification of the trafficability at intervals designated by the
commander. A route report may be required only if there is a significant or unexpected
change in the route's makeup.
As Team C clears the route, the other teams move ahead, clearing and reconning
critical and dominant terrain. The platoon leader controls and coordinates the teams’
movements. He must ensure that the flank teams remain far enough forward of Team
C to provide security. The flank teams are also assigned responsibility for covering
lateral routes. Team A executes a lateral route and uses contact point B to tie with
Team C on Route Saber (see Figure 3-7, page 3-16).
The platoon order must address actions on the approach to the stream. In this case,
the two flank teams have been given the task of locating bypasses in the form of fords
or unmapped bridges. Team B is successful in locating a ford; Team A is not. The
engineer platoon sends one squad to checkpoint 5, links up with Team B, and
conducts a ford recon. Team B focuses on the steps used for obstacle and restriction
recon and continues its mission (see Figure 3-8, page 3-17).
The engineer squad moves back to contact point B and links up with Team C and the
rest of the engineer platoon. Team C continues its route recon along the route until it
approaches the bridge site. It then executes a bridge recon to establish the bridge’s
trafficability. Team A occupies an overwatch position while Team C and the engineer
platoon recon the bridge. Team B continues its recon one terrain feature beyond the
stream and then occupies a short-duration OP (see Figure 3-9, page 3-18).
Team C and the engineer platoon complete their bridge recon and establish local
security on the approaches to the bridge’s far side. The engineer platoon moves to
checkpoint 6 and observes the bridge during the crossing. Once completed, Team A
passes across the bridge and through Team C, continuing its recon to clear dominant
terrain on the route’s left flank (see Figure 3-10, page 3-19). Once Team A is set, the
platoon resumes its route recon to the LOA (see Figure 3-11, page 3-20).
3
8
LOA
6 RP
(PL CHARLIE)
STREAM
B41
FORD
PL MARSHALL
5
B
ROUTE
SABER
4 PL BRADLEY
SP
LD
(PL PATTON)
3
8
LOA
6 RP
(PL CHARLIE)
STREAM
B41
FORD
PL MARSHALL
5
B
ROUTE
SABER
4 PL BRADLEY
TEAM A
2
TEAM B
TEAM C
SP
LD
(PL PATTON)
3
8
LOA
6 RP
(PL CHARLIE)
STREAM
B41
FORD
PL MARSHALL
5
B
ROUTE
TEAM A SABER
TEAM B
4 PL BRADLEY
TEAM C
SP
LD
(PL PATTON)
3
8
LOA
6 RP
(PL CHARLIE)
STREAM
B41
PL MARSHALL
TEAM A 5
B
ROUTE
TEAM B
SABER
TEAM C
4 PL BRADLEY
SP
LD
(PL PATTON)
3
8
LOA
6
(PL CHARLIE)
RP
TEAM B
STREAM
B41
TEAM A PL MARSHALL
5
B
ROUTE
SABER TEAM C
4 PL BRADLEY
SP
LD
(PL PATTON)
3
8
LOA
(PL CHARLIE)
TEAM A TEAM B
RP
6
STREAM TEAM C
B41
PL MARSHALL
5
B
ROUTE
SABER
4 PL BRADLEY
SP
LD
(PL PATTON)
3
8
LOA
TEAM A (PL CHARLIE)
TEAM B
STREAM TEAM C
6
B41
PL MARSHALL
5
B
ROUTE
SABER
7
4 PL BRADLEY
SP
LD
(PL PATTON)
ZONE RECON
Maneuver units and scouts, with the assistance of engineers, conduct zone
recon missions to gain detailed information about routes, terrain, resources,
and enemy forces within a zone defined by lateral boundaries. Commanders
normally assign a zone recon mission when they need information before
sending their main-body forces through the zone. The recon produces
information about the enemy situation and about routes and cross-country
trafficability within the zone. Engineers play a primary role in obtaining route
and cross-country trafficability information. This is the most thorough and
complete recon mission; therefore, it is very time intensive. It is common for
scouts executing a zone recon with engineer assistance to advance at only 1.5
kilometers per hour.
CRITICAL TASKS
During a zone recon, a recon element must accomplish a specified number of
tasks unless directed to do otherwise. The recon leader must clearly
understand which of the following critical tasks must be accomplished:
• Reconning key terrain in the zone.
• Inspecting and classifying all key bridges within the zone.
• Locating suitable fording or crossing sites near all bridges within the
zone.
• Inspecting and classifying all overpasses, underpasses, and culverts.
• Locating obstacles in the zone; determining how to reduce obstacles
(assets and time) when needed. (Cavalry units may be required to
clear the zone of obstacles. See FM 17-95.)
• Locating bypasses around built-up areas, obstacles, and contaminated
areas.
• Reporting enemy forces in the zone.
• Reporting recon information.
TECHNIQUES
A zone recon is a very time-consuming operation. Unless the orders specify
otherwise, all critical tasks listed above are implied in the zone recon mission
statement. Commanders who want a faster tempo of operations need to
modify the mission statement and ensure that the recon element knows what
its primary recon tasks are. For example, the TF commander may have critical
bridges that need classification to ensure that the main body can move with
freedom. However, he may have two other bridges within the zone that will
not be used by the TF and do not need to be classified.
Mounted maneuver units and TF scouts with engineers can effectively recon a
zone that is 3 to 5 kilometers wide. The zone’s width is determined by the road
network, terrain features, anticipated enemy activity, and time available to
accomplish the mission. If the zone is wider than 3 to 5 kilometers, the recon
element quickly loses the capability to accomplish the critical tasks and move
securely.
When a recon leader receives a zone recon mission, the order will define the
zone by lateral boundaries, an LD, and an LOA or objective. The parent unit
may include additional PLs or other graphic control measures within the zone
to help control the maneuver of the units.
The re con le ad er an alyz es the m ission to d eterm ine what must b e
accomplished. He analyzes any information about the enemy during the IPB
to determine what enemy activity he should expect to encounter. The engineer
commander should work with the recon leader, the S2, and the S3 to ensure
that engineer recon tasks are identified and that enough engineers are
attached to the recon element to accomplish the mission. The engineer
commander will help analyze the terrain by—
• Assisting the S2 in map recon.
• Examining aerial photographs.
• Using an automated terrain-visualization tool.
Depending on the type of recon element, the experience of the attached
engineer recon team, and METT-T considerations, the element can conduct
the zone recon using a two-, three-, or four-team organization. The recon
element must deploy to cover the entire zone. It usually operates in a zone it
knows very little about, so the COA must allow for flexibility, responsiveness,
and security as it moves. The recon leader deploys the scout teams on line
across the LD. He uses PLs, checkpoints, contact points, or TIRS points to
ensure that the element recons the entire zone and that teams maintain
contact with each other. He ensures that scout teams remain generally on line,
which prevents significant gaps that a moving enemy could exploit. Scouts
and engineers dismount as necessary to gather detailed information, clear
danger areas, or move through areas that are not accessible to the vehicles.
The element continues to recon the zone until it reaches the LOA or the final
recon objective.
EXAMPLE OF A ZONE R ECON
The following example of a zone recon is for a battalion scout platoon
augmented with an engineer recon team.
Although strict formations are not generally used by scout platoons forward of the
forward edge of the battle area (FEBA), the platoon leader in this example starts out
with his platoon on line. He will attempt to generally maintain this relationship even
though the teams are not mutually supporting much of the time. The platoon should
deploy into formation before crossing the LD. In this example, Team A is on the left,
Team B is on the right, and Team C is in the center of the zone (see Figure 3-12).
The platoon crosses the LD at the time prescribed in the commander's OPORD, using
the bounding-overwatch technique of movement within the teams. In this mission, the
platoon leader has chosen to position himself and the engineers with Team A because
of the importance of the route and bridge in Team A's AO. The teams maneuver
through the zone in a zigzag pattern to ensure that the zone is properly reconned and
to accomplish all critical tasks of a zone recon. Security is provided within teams
because the zone’s width and terrain prevent the teams from providing mutual support
(see Figure 3-13, page 3-24).
LOA
G (PL RUN)
H
E PL SALLY
3 F
C
B
C J
B
FORD
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
Platoon set on LD
LOA
G (PL RUN)
H
E PL SALLY
3 F
C
B
C J
B
FORD
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
Depending on METT-T factors, the platoon leader chooses the movement technique
best suited for C2. He may choose to have the teams clear and set at all checkpoints,
or he may have them bound through the checkpoints, report clear, and then set at the
PLs. If the platoon leader has not assigned teams a particular checkpoint to orient on,
the team leaders must plan their own measures to control the movement. They move
team elements to contact points to ensure that the move is tied in with that of the other
teams. The platoon leader does not allow any element to cross PL Dick until all
elements have reported set (see Figure 3-14, page 3-26).
When the platoon is set on PL Dick, the leader gives the teams permission to execute
PL Dick and move to PL Sally. The teams immediately begin reconning the stream to
their front. Team A and the engineer recon team must execute a bridge recon and
recon the stream for possible unmarked fords. They must conduct a ford recon at the
known ford in zone.
Once Team C completes its recon of the stream and reports negative results, it moves
to the vicinity of contact point 2 and awaits permission to cross the stream at Team B's
ford. Team C is also prepared to cross at Team A's bridge, if necessary (see Figure
3-15, page 3-27).
As Team A (with an engineer recon team) and Team B complete their recon tasks at
the bridge and ford, they revert to the bounding-overwatch movement technique and
continue to recon. Team C moves across the team boundary and prepares to cross
the stream at the ford (see Figure 3-16, page 3-28).
The zone recon continues with Teams A and B clearing checkpoints D and F,
respectively. The platoon leader holds the teams at those control measures to allow
time for Team C to clear checkpoint B and get on line with the other teams at
checkpoint E. This prevents dangerous gaps from developing between the teams (see
Figure 3-17, page 3-29).
Once Team C sets at checkpoint E, the platoon leader has all elements on line and set
along PL Sally. Teams A and C ensure that they make contact at contact point 3. The
platoon leader gives permission for all elements to execute PL Sally and move to and
set at PL Run (see Figure 3-18, page 3-30).
As the teams move across PL Sally, Teams B and C make contact at contact point 4.
The platoon uses the bounding-overwatch technique within each team. The teams
continue the zone recon in this manner, accomplishing all critical tasks and reporting
all control measures and other recon information, until they reach the LOA or recon
objective (see Figure 3-19, page 3-31).
LOA
G (PL RUN)
H
E PL SALLY
3 F
C
B
C J
B
FORD
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
Platoon sets along PL Dick; teams make contact at contact points 1 and 2.
LOA
G (PL RUN)
H
E PL SALLY
3 F
C
B
C FORD J
B
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
LOA
G (PL RUN)
H
E PL SALLY
3 F
C
B
C J
B FORD
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
LOA
G (PL RUN)
H
E PL SALLY
3 F
C
D
B
C J
B FORD
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
LOA
G (PL RUN)
H
E PL SALLY
3 F
C
D
B
C J
B FORD
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
LOA
G (PL RUN)
H 4
E PL SALLY
3 F
C
D
B
C J
B FORD
C
A
2
STREAM
A PL DICK
1 I
LD
(PL SPOT)
AREA RECON
Before moving forces into or near a specified area, commanders may call on
their scouts or other recon element to conduct an area recon to avoid being
surprised by unsuitable terrain conditions or unexpected enemy forces. The
area could be a town, a ridgeline, woods, or other features that friendly forces
intend to occupy or pass through. Area recon is frequently required for
objective areas to confirm the IPB templates and provide detailed information
regarding enemy dispositions. In addition, area recon within a zone of
operation can be used to focus the scouts on the specific area that is critical to
the commander. This technique of focusing the recon also permits the recon to
be accomplished more quickly. Therefore, an area recon can be a stand-alone
mission or a task to a team or platoon within the larger context of a platoon or
troop recon mission.
CRITICAL TASKS
During an area recon, a recon element must accomplish a specified number of
tasks unless directed to do otherwise. The recon leader must clearly
understand which of the following critical tasks must be accomplished:
• Reconning all terrain within the area.
• Inspecting and classifying all bridges within the area.
• Locating suitable fording or crossing sites near all bridges within the
area.
• Inspecting and classifying all overpasses, underpasses, and culverts.
• Locating obstacles in the area.
• Locating bypasses around built-up areas, obstacles, and contaminated
areas.
• Finding and reporting all enemy forces within the area. (Cavalry units
may be required to clear the area of obstacles. See FM 17-95.)
TECHNIQUES
The order to conduct an area recon mission identifies the area to be reconned
within a continuous boundary. A recon leader completes his troop-leading
procedures using METT-T. He also plans the movement to and, if necessary,
from the area, following the basic rule of using different routes in and out of
the area. The routes are specified for the recon element when it works as part
of a larger unit such as a cavalry troop. The element's primary concern during
movement to the area is security rather than recon. During movement to the
area, it may be appropriate (depending on the commander's intent) for the
recon element to avoid contact.
The recon leader encloses the given area within a zone; he uses boundaries, an
LD, and an LOA. The recon leader can divide the area further by placing
boundaries on identifiable terrain. This ensures that each team is responsible
for specific terrain areas. The recon leader may also choose to orient and focus
teams on checkpoints for both movement and recon. PLs may also be used to
help control movement to the area. The recon leader places contact points at
the intersections of PLs and boundaries and any other places he wants
A
F D
E
G
K
OBJ IRON
OBJ LEAD
C
B
TEAM A
TEAM C LD
(PL BOB)
TEAM D
TEAM B
Platoon set on LD
A
F D
E
G
K
OBJ IRON
OBJ LEAD
C
B
TEAM A
TEAM B
LD
(PL BOB)
TEAM D TEAM C
A
F D
E
G
K
OBJ IRON
OBJ LEAD
TEAM B
TEAM A
C
B
TEAM D TEAM C
Remainder of teams LD
move across LD. (PL BOB)
A
F D
E
G
K TEAM B
OBJ IRON
TEAM A
I
J
TEAM C
OBJ LEAD
C
B
TEAM D
A
F D
E
G TEAM B
K
OBJ IRON
TEAM A
TEAM C
OBJ
LEAD
L
TEAM D
C
B
TEAM A
A D
F
E TEAM B
G
K
OBJ IRON
TEAM C
OBJ
L LEAD
TEAM D
Team D establishes OP at
checkpoint J.
Teams A and B complete their recon of Objective Iron; they establish OPs from which
they can observe into the objective and monitor any changes in the enemy situation.
They also submit detailed reports on enemy dispositions through the platoon leader to
their commander. Team C and the engineer recon team execute a dismounted patrol
of checkpoint E, its portion of Objective Iron (see Figure 3-26).
TEAM A
A D
F TEAM B
E
G
K
OBJ IRON
TEAM C
OBJ
LEAD
L
TEAM D
C
B
Team C and the engineer recon team complete their dismounted recon of checkpoint
E. All teams observe the objective area and send updated spot reports as necessary.
The platoon continues to observe the objective until relieved or assigned subsequent
tasks by its higher headquarters (see Figure 3-27).
TEAM A
A D
F
E
G
TEAM B
K
OBJ IRON
TEAM C
OBJ
LEAD
L
TEAM D
C
B
Team C establishes OP LD
at checkpoint K. (PL BOB)
overwatching element looks for signs of enemy forces in and around the
obstacle. The element visually searches the dominant terrain on the obstacle’s
far side for evidence of enemy positions or ambushes. Once it confirms the
enemy situation from the near side, the engineers and scouts (not in
overwatch) move mounted or dismounted to find bypasses around the obstacle
and to establish OPs on the far side to provide 360-degree security of the
obstacle. If the scouts and engineers are unable to find a bypass, they conduct
their recon from the near side under the security of the overwatch elements.
Obstacle Recon
Once security is established, scouts and engineers move dismounted to the
obstacle using great caution. Trip wires and other wire may indicate that the
enemy is using booby traps or command-detonated mines to prevent friendly
forces from determining the—
• Obstacle’s location and orientation.
• Types of mines in the minefield or the type of obstacle.
• Obstacle’s length and width.
• Existence of enemy coverage, including enemy strength, equipment,
and fire support.
• Equipment necessary to reduce the obstacle.
The engineer recon team reconning the obstacle prepares an obstacle report
with this information and forwards the report through the established
channels to the supported unit’s TOC.
COA Selection
After collecting the facts, the scout platoon/engineer recon team leader
analyzes the situation and the METT-T factors to select a COA. There are four
COAs: bypass, obstacle reduction, support of a deliberate breach, or
continuing the mission.
Bypass
A bypass is the preferred method when it offers a quick, an easy, and a
tactically sound means of avoiding the obstacle. A good bypass must allow an
entire force to avoid the primary obstacle without risking further exposure to
enemy fires and without diverting the force from its objective. Bypassing
conserves reduction assets and maintains the supported unit’s momentum. If
a recon team locates a bypass and the commander approves its use, the scouts
and engineers must mark it according to the supported unit’s tactical SOP
(TACSOP) and report it to their commander. At a minimum, this report should
include the grid location to the far recognition marker and information on how
the obstacle is marked even if it is just to confirm that the bypass is marked
according to the TACSOP. If the recon team is tasked to mark a bypass, the
team must emplace markers so they are not visible to the defending enemy.
Engineers and scouts may be required to provide guides for the main body,
especially if the bypass is difficult to locate or visibility conditions are poor.
Bypassing is not always possible, and breaching may be the best, or only,
solution (such as in the following situations):
• The width, depth, and bottom conditions of wet and dry gaps and
fords.
• The bank’s height and slope and soil stability of wet and dry gaps.
• The water velocity and direction of flow of wet gaps and fords.
• The wind direction for using smoke to obscure the enemy’s vision.
• The location of the forward edge of minefields to support MICLIC and
MCB use.
This information can be obtained much easier if an engineer works closely
with the other recon elements, especially the TF scouts. An engineer recon
team must provide timely and valuable advice when large obstacles are
encountered during a mission. The information is used by all elements of the
breaching operation to finalize the suppression, obscuration, security, and
reduction (SOSR) plans for the breaching operation. The scouts help maintain
security and may call for and adjust indirect fires, as necessary, in support of
the breaching operation.
COA Recommendation/Execution
Once the scouts and engineer recon teams have determined the best COA for a
situation, they execute it or recommend it to higher headquarters for
approval. Generally, the recon team will execute a particular COA without
specific approval if it is addressed in the OPORD received from higher
headquarters or in the unit’s SOP. If the situation discovered is not covered by
previous guidance, the recon team determines the best COA and recommends
it to the commander before execution.
Examples of Obstacles/Restrictions
The following examples illustrate the recon of obstacles and restrictions in two
tactical situations. They are organized using the five-step process (detection,
area se curit y a nd recon, obsta cle recon, COA selecti on, and COA
recommendation/execution).
Example 1: Reconning a Restriction (Not Covered by Fire or Observation)
Detection. The recon team detects a bridge when a dismounted element observes it
from an overwatch position (see Figure 4-1, page 4-8). The bridge was expected
because it was also identified during the recon element's map recon. The dismounted
element confirms that the bridge is there and is intact.
Area Security and Recon. The dismounted scouts and engineers bring their vehicles
into covered and concealed overwatch positions; the scouts establish near-side
security of the bridge. A dismounted patrol with engineers is organized and conducts
recon up to the bridge while overwatched by the vehicles (see Figure 4-2, page 4-9).
The dismounted element recons for both mounted and dismounted bypasses. It must
determine quickly if it is possible to bypass the bridge by using a ford in the local area.
The recon leader monitors the situation and may direct other elements to assume the
mission of locating other bridges or fords to serve as bypasses, as necessary.
If the water obstacle can be forded, the dismounted scouts use the ford to move to the
far side. On the far side, they recon the terrain that dominates the bridge. Far-side
security is established on terrain where they can observe enemy approach routes to
A = Dismounted element
detects the bridge and
confirms that it is still
intact.
the bridge. Once the far side is secure, the scouts/engineers can recon the bridge
itself.
If the water obstacle cannot be easily forded in the local area, the recon team may
have to cross the bridge itself. Before crossing, the dismounted team (with engineers)
visually examines the bridge for structural damage and rigged explosives and mines. If
the bridge appears intact, the dismounted team crosses the bridge one scout at a
time. The recon team moves to the far side quickly and takes up covered and
concealed positions that provide security on the opposite approach to the bridge.
Once the entire dismounted element is secure on the opposite side, it continues
beyond the immediate bank area to secure the far side.
Obstacle Recon. Once the area has been reconned and secured, a dismounted
scout/engineer element moves to the bridge and performs a detailed examination
focusing on information needed to accomplish the mission (see Figure 4-3, page
4-10). The element examines the bridge to—
• Ensure that it is clear and free of demolitions and booby traps. This requires
examining underwater pilings and the underside of the bridge for hidden
explosives, as well as the approaches for mines and booby traps. In addition,
the element looks at the far side to find any electrical cables or wires
connecting the bridge to the shore.
• Find structural damage. Scouts/engineers look for obvious signs of enemy
destruction efforts as well as for less obvious signs of structural damage,
including cracks or fractures in stringers or supports and twisted or untrue
alignments of stringers or supports.
• Conduct a hasty bridge classification (see Appendix B) and a demolition
recon when mission or orders dictate.
The recon team leader consolidates all appropriate and relevant reports (for example,
the bridge, ford, and bypass reports) and relays them to higher headquarters in a
timely fashion.
A = Far-side security is
established.
B = Detailed examination
of the bridge is conducted.
COA Selection. Based on the results of the bridge recon, the team leader determines
that the bridge is secure and that he can safely move the team across it and continue
the mission.
COA Recommendation/Execution. In accordance with the team’s SOP, the scout
leader moves the remainder of his element across the bridge, overwatched by the
other vehicles (see Figure 4-4). The vehicle crosses with only the driver on board. The
leaders and the engineers who watch for any signs of damage or stress on the bridge
observe the crossing.
Once the lead vehicle is across, it moves to link up with the dismounted element and
assists in providing far-side security. At this point, the overwatch vehicles can cross
the bridge, and the recon team continues its mission.
Example 2: Reconning an Obstacle (Covered by Fire)
Detection. Dismounted scouts detect an extensive wire obstacle from a covered and
concealed position. From its vantage point, the team cannot determine any additional
details.
A = After examination of
the bridge is complete, the
rest of the recon element
moves across the bridge.
Area Security and Recon. The recon element (consisting of TF scouts and an
engineer recon team) brings its vehicles up to covered and concealed positions to
overwatch the obstacle. The team then organizes a dismounted element to locate a
bypass and secure the far side. Because of the obstacle’s size, the team informs the
scout platoon leader that it will take considerable time to recon the obstacle. In the
process of executing the patrol, the team discovers that the obstacle’s left flank is tied
into an impassable swamp (see Figure 4-5, page 4-12).
Based on this initial evaluation, the scout platoon leader attempts to increase the
recon’s speed by sending two additional scout teams and the engineer recon team to
find a bypass around the obstacle’s right flank and to conduct an obstacle recon. One
team moves to a dismount point and sends a patrol around the right flank. The patrol
is engaged by enemy machine guns and then are engaged by enemy vehicles in
defensive positions. The team reports that it can maintain contact with the enemy but
can no longer maneuver (see Figure 4-6). The other team finds a position where it can
observe the enemy’s rear; it reports a company-size element in defensive positions
overwatching the obstacle. It also reports that there are no trafficable routes around
the enemy’s right flank (see Figure 4-7, page 4-14). The engineer recon team moves
near the scout team that originally detected the obstacle. At this point, the platoon
leader determines that he does not have the combat power to secure the objective’s
far side. He also determines that the only trafficable bypass is covered by enemy
direct fires. He must conduct a detailed obstacle recon with the support of the
engineer recon team before he can recommend a COA to his commander.
Obstacle Recon. The scout team that originally detected the obstacle is in the best
position to perform the recon. This team links up with the engineers and moves
dismounted to recon the obstacle. Because there is enough light for the enemy to
cover the obstacle visually, the platoon leader coordinates indirect fire to support the
patrol. As the patrol moves out, mortars lay suppressive fires on the known enemy
positions, and artillery fires place smoke into the area between the enemy positions
and the obstacle (see Figure 4-8).
The scouts and engineers move by covered and concealed dismounted routes to the
obstacle. Through probing, grapnel, and visual observation, they determine that the
wire obstacle is oriented north to south and is reinforced with surface-laid mines. They
determine that the minefield consists of TM-62M AT mines. The mines are spaced 4.5
meters apart with two rows spaced 30 meters apart on the near side of the wire and
another two rows on the far side. No AHDs are present. Once this information is
acquired, the scouts/engineers move laterally along the obstacle for 200 meters to
determine its length and confirm that the composition is uniform. They begin to look
for the most favorable reduction site (see Figure 4-9).
Scouts determine
composition of
obstacle and move
to determine size.
COA Selection. The platoon leader evaluates the situation and determines that he
cannot bypass the obstacle and does not have the internal capability to reduce it. He
recommends a breaching operation.
COA Recommendation/Execution. The scout platoon leader recommends to higher
headquarters that the platoon prepare to support a breaching operation. With higher
headquarters’ approval, he orders the platoon to recon the best location for the
support force to suppress the enemy during the breaching operation. Further, he
orders his scouts and the engineer recon team to recon an obscured route for the
breaching force's maneuver to the obstacle. The scout OP team continues to observe
and report on enemy activity. The recon leader then begins coordination with the
element responsible for conducting the breaching operation (see Figure 4-10).
Patrol returns,
establishes OP,
and reports.
EMPLOYMENT CONCEPTS
An engineer recon team can be employed using several methods. Each method
has advantages and disadvantages.
INTEGRATED AS PART OF THE BRIGADE INTELLIGENCE-COLLECTION EFFORT
In this method, an engineer recon team is integrated into a brigade’s collection
effort. This effort normally includes other assets (such as COLTs) and receives
the same CS and CSS as the rest of the brigade’s recon assets. It is imperative
that the engineer battalion understands all aspects of the team’s plan. As a
minimum, the recon team leader should attend the brigade’s R&S rehearsal.
The battalion should track the recon team at all times. Resources (including
use the engineer recon teams, the TF engineer must be involved in the
planning details to ensure that the team is properly used, is integrated into a
sound R&S plan, and receives all necessary support. The TF engineer must
track the status of the recon team at all times, including—
• Reviewing maintenance and personnel statuses.
• Verifying that the recon team’s position is plotted on the TF TOC’s
situation map (SITMAP).
• Ensuring that NFAs have been established around the recon team.
• Ensuring that any intelligence that the recon team collects is sent to
the engineer TOC (in addition to the reporting requirements placed on
them by the TF). The engineer TOC must forward all intelligence
reports immediately to the engineer battalion.
SUPPORT CONSIDERATIONS
An engineer battalion can only provide a limited amount of logistical support
to an engineer recon team, especially after it crosses the LD. For this reason it
is essential that the engineer battalion understands the recon team’s
requirements. The engineer battalion must coordinate closely with the
brigade or TF for support that the battalion cannot provide or that can be
provided more timely by the maneuver units. Examples include casualty
evacuation, vehicle recovery, and maintenance support (including vehicle,
communications, and weapon repair). See Chapter 7 for a detailed discussion
of CSS.
The following example of an engineer recon team assigned a brigade’s NAI
and operating in a TF’s AO illustrates the use of an engineer recon team in a
tactical situation.
Based on the division’s SITEMP, the brigade S2 (with the assistance of the engineer
battalion S2) has developed a SITEMP including templated obstacle locations. Based
on this SITEMP, the brigade commander’s guidance (he wants to penetrate the
northern motorized rifle platoon [MRP] of the northern motorized rifle company
[MRC]), and the commander’s PIR, the brigade has developed one NAI (NAI 301)
looking for OBSTINTEL (see Figure 4-11, page 4-20). In addition to the MRPs
overwatching the obstacles, an additional threat to the engineer recon team templated
on the SITEMP is an infantry platoon overwatching the obstacle on the north wall.
The engineer battalion S3 issues a five-paragraph OPORD to the recon team leader
at the engineer battalion’s TOC (see Appendix C). This OPORD includes a complete
discussion of the enemy situation, all brigade assets that will be operating forward of
the LD, specific instructions on the information that the battalion is expecting from the
recon team, instructions on what nets the battalion expects the team to operate and
report on, and complete information on the service-support plan for the team. For this
mission, the engineer battalion has included in paragraph 3 of the brigade’s OPORD
(tasks to subordinate instructions) that the mechanized TF, in whose area the team
will be operating, will provide security for the engineer recon team during the obstacle
recon. It will also provide all logistical support to the engineer recon team (including
maintenance support and casualty and vehicle evacuations). (Casualty evacuation by
the TF is a backup to using aviation assets by the brigade.) Additionally, the engineer
NAI
301
RP
SP 1
2
LD PL ROCKETS
(PL PISTONS)
his personnel and vehicle information (because the TF plan calls for all support to the
team to come through the scout platoon, including casualty evacuation). The team will
use this method of evacuation if brigade aviation assets are not available.
At 082000 JAN 97, the team crosses the LD along Route Blue. This information is
sent to the engineer battalion on the MSRT. The engineer battalion disseminates this
information to the brigade (TF 1-23 in particular). At 0300, the team reaches its
dismount point at checkpoint 2 and reports to the engineer battalion, ensuring that a
NFA is established around the team’s vehicle (see Figure 4-13, page 4-22).
Additionally, the battalion’s TOC ensures that the location of the recon team is plotted
on both the engineer battalion and brigade map boards.
By 100500 JAN 97, the dismounted element has located the obstacle and, using the
techniques discussed in Chapter 3, collects all of the required information about the
northern minefield. The dismounted element reports all collected information on the
TF scout net to the TF. The mounted element, who monitored the report to the TF,
relays the same information to the engineer battalion over the MSRT. The engineer
battalion passes the information to the brigade, ensures that the information is plotted
on the brigade and battalion map boards, analyzes the information, and disseminates
it to its subordinate elements.
Upon completion of its mission, the dismounted element returns to the team’s vehicle
and remains in the hide position until the attack. During the attack, the team links up
with the breach force at a predetermined location and assists in guiding the breach
force to the obstacle to begin its reduction effort.
NFA
71D (M)
EFF 090300ZJAN
RESPONSIBILITIES
The following paragraphs outline the responsibilities of an engineer
commander, an engineer staff, and a recon team leader:
An engineer commander—
• Ensures that the acquisition of information on enemy obstacles is one
of the maneuver commander’s PIR or IR.
• Understands exactly how an engineer recon team will be employed.
This includes which vehicles the team will travel with or in, its routes,
how its vehicles/casualties will be evacuated, the indirect-fire plan to
support it, and how acquired OBSTINTEL will be reported and
disseminated.
• Provides and fully supports well-trained and motivated soldiers and
leaders as part of the engineer recon team.
• Develops a scheme of engineer operations (SOEO) that considers
engineer recon integration into the supported unit’s R&S effort.
• Recommends the appropriate command or support relationship for the
recon team.
An engineer staff—
• Assists in developing NAIs to acquire OBSTINTEL for the
appropriate areas of the battlefield (based on the SITEMP, current
intelligence, and the commander’s guidance) and provides this
information to the brigade’s/TF’s S2.
• Ensures that the engineer recon team is tasked with the appropriate
type and quantity of NAIs.
FM 5-170
DTG of
Obstacle Grid Type of How Obstacle Unit to Clear
Obstacle Lane/Grid Marking Remarks
No Coordinates Mines is Marked Obstacle
Clearance
Single-strand NK124456-NK124457
NK123456- Obstacle reported by A/
ENA001MN01/ SB-MV concertina on A/99 EN BN Lane marked to full-lane
NK125457 1-23 IN (031500JAN97)
all four sides pattern using traffic cones
Single-strand
Reported by Engineer
NK450200- concertina on
ENA001MN02+ SB-MV NA Recon Team 1 (NAI 301)
NK453202 enemy side of
(100200JAN97)
minefield
NK189765-
ENA001MN03X SB-MV NA B/99 EN BN 011200JAN97 NA
NK190768
As of: 100600JAN97
NOTE: Obstacle numbering system: ENXXXXXXXXX.
• Characters 1-2: EN meaning enemy obstacle.
• Characters 3-6: Alphanumeric description of the headquarters type and numerical designation that reported the obstacle. Character 3
designates the unit type:
-A, armor division/brigade
-I, infantry division/brigade
-C, cavalry division
-R, cavalry regiment
-Z, corps
• Characters 7-8: Letters indicating obstacle type (see FM 20-32).
• Characters 9-10: Two numbers indicating obstacle number within the obstacle type.
• Character 11: One of four characters indicating obstacle status:
-+ obstacle reported, no clearance planned
-/ clearance of obstacle planned
-- clearance of obstacle in progress
-X clearance of obstacle complete
Figure 4-14. Example of enemy obstacle-tracking chart
Chapter 5
Route Classification
This chapter describes how to perform the technical aspects of a route
recon. Route classification is a tool that helps determine what can travel
down a road network and how fast it may travel. Routes are reconned, and
the results are displayed on map overlays. During war or military
operations other than war (MOOTW), only the necessary and essential
facts about a route are gathered as quickly and safely as possible. (This
information is placed on a route-classification overlay and supplemented
by additional reports.) During peacetime operations, detailed route-
classification missions are performed to obtain in-depth information for
future use.
Route classification may be conducted in a high-threat environment. The
same tenets that guide tactical recons apply to technical recons. All recons
must be coordinated with the supported unit. Combined-arms support
should be planned and rehearsed to support the recon.
The first step in understanding the technical portions of a route recon is
u nderst anding w ha t info rm ati on is n e ede d t o co mp let e a rou te -
classification overlay.
ROUTE-CLASSIFICATION OVERLAY
A route-classification overlay graphically depicts a route’s entire network of
roads, bridge sites, and so forth. (These items are reconned, and the data
recorded as support documenta tion for the complete route.) A route
classification gives specific details on what obstructions will slow down a
convoy or maneuver force along a route. Engineers are the experts on route
classification.
As a minimum, the following information will be included on the route-
classification overlay (see Figure 5-1, page 5-2):
• The route-classification formula.
• The name, rank, and social security number (SSN) of the person in
charge of performing the classification.
• The unit conducting the classification.
• The date-time group (DTG) that the classification was conducted.
• The map name, edition, and scale.
• Any remarks necessary to ensure complete understanding of the
information on the overlay.
Name, Rank
SSN
Unit
DTG
Map Name
Edition
Scale
Remarks:
ROUTE-CLASSIFICATION FORMULA
A route classification must include every alternate road on which movement
can be made and what type of vehicle and traffic load that specific portion of
the route can handle. Routes are classified by obtaining all pertinent
information concerning trafficability and applying it to the route-classification
formula. DA Forms 1248, 1249, 1250, 1251, and 1252 are designed to help
organize recon data. These forms are covered in greater detail later in this
chapter. The route-classification formula is derived from the information
gathered during the route recon. The formula is recorded on the route-
classification overlay (see Figure 5-1) and consists of the following:
(1) Route width, in meters.
(2) Route type (based on ability to withstand weather).
a a
d b b d
c
a = Width of vehicle
b = Width of lane
c = Width of traveled way
d = Width of hard shoulder
e = Width of grading
PC
PT
ad
Ro
CL
Tape
PC PT
4 3 3 4
5 5
CL
CL
R
R
Formula Method
Another method of determining the curve’s radius (see Figure 5-5) is based on
the formula (all measurements are in meters)—
R = (C 2/8M) + (M/2)
where—
R = radius of curve
C = distance from the centerline of the road to the centerline of the road at
the outer extremities of the curve
M = perpendicular distance from the center of the tape to the centerline of
the road
NO TE: Whe n c onditions warrant, se t M at 2 m ete rs from the
centerline, then measure C 2 meters from the centerline. Use this
method when there is a time limitation or because natural or man-
made restrictions prevent proper measurements.
Example: If C is 15 meters and M is fixed at 2 meters, the formula becomes—
R = (152/16) + 2/2
The result of this calculation would be an obstruction to traffic flow, and “OB”
would be placed in the route-classification formula.
CL M 90º
c
R R
CURVE SYMBOL
Sharp curves with a radius of 45 meters or less are symbolically represented
on maps or overlays by a triangle that points to the curve’s exact map location.
In addition, the measured value (in meters) for the radius of curvature is
written outside the triangle (see Figure 5-6). All curves with a radius of 45
meters are reportable and need to be noted on DA Form 1248.
22
3/25
B
Vd
100 m Percent of slope = ------ × 100
Vertical Hd
pe
Sl o distance 100 m
= ------------------- × 100
(Vd) 1,000 m
A
1,000 m = +10%
Horizontal distance (H d)
Map Method
Use a large-scale map (such as 1:50,000) to estimate the percent of slope
quickly. After identifying the slope on the map, find the difference in
elevations between the top and bottom of the slope by reading the elevation
contours or spot elevation. Then, measure and convert the horizontal distance
(usually road distance) to the same unit of measurement as the elevation
difference. Substitute the vertical and horizontal distances in the percent-of-
slope formula and compute the percent of slope (see Figure 5-8).
Pace Method
The pace method is a quick way to estimate percent of slope. Determine,
accurately, the height and pace of each soldier for each member of a recon
team before using this method. As a rule of thumb, the eye level of the average
soldier is 1.75 meters above the ground. The pace of the average soldier is 0.75
meter.
Perform the following procedures for the pace method:
• Stand at the bottom of the slope with head and eyes level.
• Sight a spot on the slope. This spot should be easily identifiable. If it is
not, another member of the team should go forward to mark the
location.
• Walk forward and stand on the marked spot. Record the number of
paces. Repeat this procedure until you reach the top of the slope
(estimate fractions of an eye level).
• Compute the vertical distance by multiplying the number of sightings
by the eye-level height (1.75 meters). Compute the horizontal distance
by totaling the number of paces and converting them to meters by
multiplying by 0.75 (or the known pace-to-meter conversion factor).
180
193
160
B
140
120
100
A
s 1.75 m
p ac e
125
1.75 m
a ces
75 p
Vd
Percent of slope = ------ × 100
Hd
3.50
= ---------- × 100
Angle-of-Slope Method
The angle-of-slope method is a quick way to estimate the percent of slope. The
angle of slope is first measured by using an elevation quadrant, an aiming
circle, an M2 compass, or binoculars with a standard reticle. If the instrument
used to take the angle of measurement is mounted above ground level, the
height difference must be compensated for by sighting above the slope a
corresponding, equal distance. (The corresponding distance is the distance the
instrument is above the ground.) You must conduct the angle of measurement
at the base of the slope. Once you obtain the angle of measurement, refer to
Table 5-2 and enter the column corresponding to the measured angle of slope.
You can read the percent of slope directly from Table 5-2 (see Figure 5-10).
t
igh
of s
gle
An
Angle of slope d
SLOPE SYMBOL
Most vehicles negotiating slopes of 7 percent or greater for a significant
distance will be slowed. Such slope characteristics must be accurately
reported. The symbols illustrated in Figure 5-11, page 5-14, are used to
represent various slopes.
3 25
UNDERPASSES
An underpass is depicted on a map or overlay by a symbol that shows the
structure’s ceiling. It is drawn over the route at the map location. The width
(in meters) is written to the left of the underpass symbol, and the overhead
clearance (in meters) is written to the right of the underpass symbol (see
Figure 5-13).
Horseshoe Semicircular
TUNNEL SYMBOL
Basic tunnel information is recorded on maps or overlays using symbols (see
Figure 5-15). The location of the tunnel entrance is shown on a map or overlay
by an arrow from the symbol to the location of the entrance. For long tunnels
(greater than 30.5 meters), both tunnel entrance locations are indicated.
Tunnel Number 1
Minimum overhead clearance: 5 meters
1 Maximum overhead clearance: 7 meters
5/7 800 Traveled way: 10.5 meters wide; 800
10.5 meters long; easy bypass available
Tunnel Number 2
Minimum overhead clearance: 5 meters
2
5/5 Maximum overhead clearance: 5 meters
100
Traveled way: 15 meters wide (17 meters
15/17
total including sidewalks); 100 meters
long; difficult bypass available
For later reference, a serial number is assigned to each tunnel. (Check for an
existing fixed serial number on the actual tunnel or map sheet; if there is not
a serial number, assign a number based on the unit’s SOP.) Serial numbers are
not duplicated on any one map sheet, overlay, or document. The number is
recorded inside the symbol. The traveled-way width is shown in meters and is
placed below the symbol.
If sidewalks permit the emergency passage of wider vehicles, then the
sidewalks are symbolically represented and the traveled-way width is written
first, followed by a slash, then the total width including the sidewalks.
NOTE: Structures with arched or irregular ceilings will decrease
overhead clearance. An extension of width does not always mean that
the structure will accommodate wider vehicles.
OVERHEAD CLEARANCE
Overhead clearance is the shortest distance between the surface of a traveled
way and any obstruction vertically above it. The measurement of overhead
clearance must be accurate. Obtain the measurements shown in Figures 5-16
and 5-17 and record them on DA Form 1250.
b b
a
a a b
b a a
1a
4a 4
Plan
3
1 2
Profile 6
6a 6a
E
PL
M
SA
E
PL
M
SA
Mountain earth
Brick
River rock
North entrance
STREAM RECON
A stream-crossing site is a location at a body of water where vehicles can
“swim” across and not touch the bottom. Identify and report locations that
permit smooth traffic flow and reduce route obstructions as much as possible.
When conducting a recon of a stream-crossing area, record the stream’s depth,
width, approaches, velocities, and natural and man-made obstacles (see
Figure 5-20).
4a
------ × 100
4b
MEASUREMENTS
Stream depth is usually measured using field-expedient devices such as poles
or weighted ropes. Measure the depth every 3 meters along the planned
stream-crossing route. Recheck depths and currents frequently during
inclement weather. As a result of sudden, heavy rainfall, a sluggish stream or
river may become a torrent very quickly, particularly in tropical and arid
regions. Monitor weather reports of the surrounding area. Storms occurring
miles away can cause flash flooding. Always consider the importance of
upstream dams and locks that may cause elevated levels or flooding when
opened or destroyed. NOTE: The actual depth you measure is recorded
as normal depth when there is little time to recon.
PREEXISTING DATA
In developed areas of the world, special water-navigation maps containing
water-body data are available through government agencies. The S2 can
obtain copies of such maps. However, always check the actual site when
possible; there is no substitute for an actual recon.
STREAM WIDTH
Determine the stream width by using the compass method; an aiming circle,
azimuth indicator, or alidade; or a GPS or by taking a direct measurement.
Compass Method
Determine stream width by using a compass to take an azimuth from a point
on the near shore and close to the water’s edge to a point on the opposite shore
and close to the water’s edge (see Figure 5-21). On the near shore, establish
another point that is on a line and at a right angle to the azimuth selected.
The azimuth to the same point on the far shore is + or - 45 degrees (800 mils)
from the previous azimuth. Measure the distance between the two points on
the near shore. This distance is equal to the distance across the stream.
Angle at A is 90°.
Measure the angle at C.
AB = Tangent C x AC
A C
CURRENT VELOCITIES
Current velocities vary in different parts of a stream. Velocity is usually
slower near the shore and faster in the main channel. Perform the following
procedure to determine stream velocity:
• Measure a distance along a river bank.
• Throw a light floating object (not affected by the wind) into the
stream.
• Record the time of travel it takes for the object to travel the measured
distance. Repeat the procedure at least three times. Use the average
time of the test in the following formula (see Figure 5-23) to determine
the stream’s velocity:
Stream velocity, in meters per second = measured distance, in meters/
average time, in seconds
STREAM APPROACHES
Gently sloping stream approaches are desirable for fording and swimming
operations. Slope is expressed in percent. Ensure that the slope-climbing
capability is considered for the vehicles that are expected to ford/swim the
stream. This information is found on the vehicle’s data plate or dash plate or
L E
P
M
SA
L E
P
A M
S
5-31
C1, FM 5-170
recon and pick up divers when the operation is completed. Helicopters may be
used to drop teams in the water or place teams on the far shore if the situation
permits. Engineer light diving teams routinely conduct river recons at night.
To assist underwater recon teams in maintaining direction, weighted lines
(transverse lines) may be placed across the bottom of the water obstacle.
Buoys or other floating objects are attached to the lines to indicate the survey
area for the underwater recon team(s). When the current is greater than 1.3
meters per second, underwater recon personnel will have difficulty
maintaining a position along the line selected. To assist divers, another
transverse line, parallel to the original line and with lateral lines connecting
both lines, may be placed upstream.
Bottom conditions are easily determined during periods of good visibility and
when the water is clear. However, under blackout conditions or when the
water is murky, the recon is much slower because swimmers must feel their
way across. If the tactical situation permits, diver’s may use underwater
lanterns.
Environmental conditions (such as depth, bottom type, tides and currents,
visibility, and temperature) have an effect on divers, diving techniques, and
equipment. The length of time that divers can remain underwater depends on
water depth, time at depth, and equipment used. When conducting a recon in
a current, swimmers expend more energy, tire more easily, and use their air
supply more quickly. In water temperatures between 73° and 85°F, divers can
work comfortably in their swimsuits, but will chill in one to two hours if not
exercising. In water temperatures above 85°F, the divers overheat. The
maximum water temperature that can be endured, even at rest, is 96°F. At
temperatures below 73°F, unprotected divers will be affected by excessive heat
loss and become chilled within a short period of time. In cold water, the sense
of touch and the ability to work with the hands are affected. Air tanks vary in
size and govern how long divers can operate. Extra tanks should be available
for underwater recon teams, and the facilities to recharge equipment should
be located close enough to respond to team requirements.
Units complete a river-recon report to transmit important information about
the river’s locatio n, n ear- and far- shore ch aracteristics, and river
characteristics. The information is recorded on DA Form 7398-R as shown in
Figures 5-27 and 5-28, pages 5-33 and 5-34.
FERRY RECON
Ferries are considered obstructions to traffic flow and are indicated by the
abbreviation “OB” in the route-classification formula. Ferryboat construction
varies widely and ranges from expedient rafts to ocean-going vessels. Ferries
differ in physical appearance and capacity depending upon the water’s width,
depth, and current and the characteristics of the traffic to be moved. Ferries
may be propelled by oars; cable and pulleys; poles; the stream current; or
steam, gasoline, or diesel engines.
CIVIL FERRIES AND FERRY SITES
Usually, the capacity of a civil ferryboat is expressed in tons and total number
of passengers. In addition, it is often assigned an MLC number. Ensure that
5-32
C1, FM 5-170
LE
MP
SA
5-33
C1, FM 5-170
LE
MP
SA
5-34
FM 5-170
you record the capacity of each ferry when more than one is used at a given
site. The ferries may vary in capacity.
Ferry slips (or piers) are usually provided on each shore to permit easy loading
of passengers, cargo, and vehicles. The slips may range from simple log piers
to elaborate terminal buildings. A distinguishing characteristic of a ferry slip
is often the floating pier that adjusts, with changes in the water depth, to the
height of the ferryboat.
Approach routes to ferry installations have an important bearing on using the
ferry. Reconning and recording the conditions of the approaches (including the
load-carrying capacity of landing facilities) is very important.
Limiting characteristics of ferry sites that should be considered are the—
• Width of the water barrier from bank to bank.
• Distance and time required for the ferryboat to travel from one bank
to the other.
• Depth of the water at each ferry slip.
• Ease in which each landing site can be defended.
Climatic conditions affect ferry operations. Fog and ice substantially reduce
the total traffic-moving capacity and increase the hazard of the water route.
Therefore, you must consider data on tide fluctuations, freezing periods,
floods, excessive dry spells, and their effects on ferry operations.
FERRY INFORMATION
Record limited ferry information (such as the following) on maps or overlays
by using the symbol shown in Figure 5-29. Figure 5-30, page 5-36, gives
examples of completed ferry symbols.
Left-bank
approach
Serial Type of
condition
number ferry
Dead-weight Right-bank
MLC capacity approach
(tons) condition
Turnaround time
2 P 4 VP
? 8 60 ?
12 20
Ferry #2 is a pedestrian ferry with MLC Ferry #4 is a vehicular and pedestrian ferry
of deck unknown, 8-ton dead-weight with MLC of deck 60, unknown dead-weight
capacity, 12-minute turnaround time, capacity,a 20-minute turnaround time, and
and a difficult left-bank approach. a difficult right-bank approach.
3 VP
60 100
18
Ferry #3 is a vehicular and pedestrian
ferry with MLC of deck 60, 100-ton
dead-weight capacity, 18-minute
turnaround time, and difficult
approaches on both banks.
document. Some maps will already show a ferry serial number. Use
this number for your recon. If you do not find a number, record a
number according to the unit’s SOP.
• The type of ferry (V for vehicular and P for pedestrian) is shown after
the serial number. If the ferry can haul vehicles, it can also haul
pedestrians.
• The deck’s MLC is placed in the bottom left box of the symbol. Most
ferries have this information on their data plate.
• The dead-weight capacity of the ferry is the MLC plus the actual
weight of the ferry, in short tons.
• The turnaround time is shown by the number of minutes required to
cross the water obstacle, unload, and return.
When drawing the approach-condition portion of the symbol, pay attention to
the direction of stream flow. Left and right banks are determined by looking
downstream. Approach conditions are determined in the same manner as for
fords. A difficult approach is shown by irregular lines placed on the
corresponding side of the basic symbol.
A question mark is substituted for unknown or undetermined information.
Detailed ferry recon information is recorded on DA Form 1252 (see Figures
5-31 and 5-32, pages 5-37 and 5-38).
MILITARY FERRY AND RAFTING
Recon personnel will be required to locate and report suitable sites for
military rafting or ferrying operations. Military floating bridges are presently
available for such operations. Desirable site characteristics are—
LE
P
A M
S
LE
P
S AM
Through cut
Side-hill cut
Shoulder
Culvert Traveled
way
Surface or wearing course
Fill
Base
Subgrade
Field
Major Divisions Letter Name
CBR
ROAD-CAPACITY COMPUTATIONS
The charts that follow will help give you an accurate estimation of the load-
bearing capacity of a road with flexible pavement. Tables 5-3 (pages 5-40 and
5-41), 5-4 (page 5-42), and 5-5 and Figure 5-34 (page 5-44) will help determine
the road’s load-bearing capacity. The load-bearing capacity of a road for
wheeled vehicles is made by measuring the thickness of the surface and base
course and by determining the type of subgrade material.
Table 5-5. Maximum axle and wheel loads for wheeled vehicles
Hypothetical Vehicle Maximum Single-Axle Maximum Single-Wheel
Class Number Load (in tons) Load (in pounds x 1,000)
4 2.5 2.5
8 5.5 5.5
12 8.0 8.0
16 10.0 10.0
20 11.0 11.0
24 12.0 12.0
30 13.5 13.5
40 17.0 17.0
50 20.0 20.0
60 23.0 20.0
70 25.5 20.0
80 28.0 20.0
90 30.0 20.0
100 32.0 20.0
120 36.0 20.0
150 42.0 21.0
ROAD-CLASSIFICATION FORMULA
The road-classification formula is a systematic way of describing the worst
section of a road. Do not confuse it with the route-classification formula.
Recorded information from the road-classification formula is included in the
route-classification formula. The following paragraphs describe each portion
of the formula shown below:
B g s 4 / 5 r (8 km) (OB) (T)
(1) (2) (3) (4) (5) (6)
(1) Limiting characteristics. Prefix the formula with “A” if there are no
limiting characteristics and “B” if there are one or more limiting
characteristics. Represent an unknown or undetermined characteristic by
a question mark, together with the feature to which it refers. In the
example above, the letter g indicates steep gradients and the letter s
indicates a rough surface (see Table 5-6, page 5-44).
(2) Minimum traveled-way width. Express this width in meters followed
by a slash and the combined width of the traveled way and the shoulders.
In the example above, the minimum traveled way is 4 meters and the
combined width is 5 meters.
eel
lb wh
10 00-
4, 0
b
0 0l
5
7, 0 lb lb
, 00 00
15 10 15,0
Gravel with clay Gravel
Poorly graded Sand Well graded
Fairly clean
Sand clay Sand clay Sand clay
20 Low plasticity Poorly graded Well graded
Silt clay
Clay Medium plasticity
High plasticity
Approximate CBR range of typical soils and untreated base material
25
(3) Road-surface material. Express this with a letter symbol. The formula
above describes the surface material as r, meaning water-bound macadam.
Use the symbols listed in Table 5-7; they are further related to the X, Y,
and Z route types of the route classification described earlier in route-
recon procedures.
(4) Road length. Express the road length in kilometers and place in
parentheses.
(5) Obstructions. Indicate any obstructions along a road by placing the
symbol “OB” after the road length, as shown in the example above. Details
of the obstructions are not shown in the formula; they are reported
separately by appropriate symbols on accompanying maps or overlays or
on DA Form 1248. Report the following obstructions:
• Overhead obstructions (less than 4.3 meters over the route).
• Constrictions in traveled-way widths less than 6 meters for single-flow
traffic or less than 8 meters for double-flow traffic (tracked or
combination vehicles [see Table 5-1, page 5-5]).
• Slopes of 7 percent or greater.
• Curves with a radius of less than 25 meters (report curves of 25.1 to 45
meters).
(6) Blockage. If blockage is regular, recurrent, and serious, then the effects
of snow blockage and flooding are indicated in the road-classification
formula. The symbol for snow blockage is “T” and the symbol for frequent
flooding is “W.”
EXAMPLES OF THE ROAD-CLASSIFICATION FORMULA
A sample Road Reconnaissance Report is shown in Figures 5-35 and 5-36,
pages 5-47 and 5-48. The following are examples of the road-classification
formula:
• A 5.0/6.2k—road with no limiting characteristics or obstructions, a
minimum traveled way of 5.0 meters, a combined width of traveled
way and shoulders of 6.2 meters, and a concrete surface.
• B g s 4/5 1 (OB)—road with limiting characteristics of steep gradients
and a rough surface, a minimum traveled way of 4 meters, a combined
width of 5 meters, gravel or lightly metaled surfaces, and obstructions.
• B c (f?) 3.2/4.8 p (4.3km) (OB) (T)—road with limiting
characteristics of sharp curves and unknown foundation, a minimum
traveled way of 3.2 meters, a combined width of 4.8 meters, paving
brick or stone surface, obstructions and that is 4.3 kilometers
longsubject to snow blockage.
NOTES:
1. Where rock slides are a hazard or poor drainage is a problem,
include information on a written enclosure or legend.
2. DA Form 1248 is primarily self-explanatory. However, ensure that a
new classification formula is entered each time the road changes
significantly, as depicted in Figure 5-36.
BRIDGE-CLASSIFICATION RECON
A bridge recon must take place to ensure that commanders know what bridge
load-carrying capabilities are along a certain route or what material is needed
to destroy a bridge. Engineers are responsible for reconning all bridges.
REQUIRED BRIDGE INFORMATION FOR CLASSIFICATION PROCEDURES
This manual reviews the basics of hasty bridge load-classification procedures
and recon procedures for bridge destruction. Appendix B references hasty
bridge classification. (Refer to FM 5-446 for a complete discussion of bridge-
classification procedures.) The Sheffield Method for bridge destruction is
discussed in FM 5-250.
The method of bridge load classification covered in Appendix B is adequate for
most bridge recons. It allows vehicle operators to avoid bridge failure by
determining what can cross the bridge without causing damage. Vehicle
operators may cross without restrictions if their vehicle’s load class (including
the load) is less than or equal to the bridge’s load class. The vehicle’s load class
can be found in the vehicle’s TM.
L E
P
AM
S
L E
P
AM
S
Superstructure
(upper part) Truss Stringer
Decking
Curb
Handrail
Tread Intermediate
support
Abutment
Superstructure
(lower part)
b
Truss Truss
Cut
led way
Fill Trave
c c
Abutment Abutment
a d a
Intermediate
support a = Approach
b = Overall length
c = Span length, bearing to bearing
d = Length, abutment to abutment
43
3.8 m
3.5 m
3.5 m
Width sign
Yellow background
with letter, figures, Height sign
and symbols in black
Overhead
Length
clearance
Serial number
Traveled-way width
Location of bridge
Bypass conditions
TURNOUT
AHEAD
Truss Girder
Slab
Beam
Suspension Floating
P LE
A M
S
Figure 5-42. Sample Bridge Reconnaissance Report with full NATO symbol
OTHER INFORMATION
When an abbreviated bridge symbol is used or when a recon mission requires
it, columns are added to give the MLC, overall length, roadway width,
overhead clearance, and bypass possibilities (specify use easy, use difficult, or
use impossible). Do not forget to indicate whether the bridge is simply
supported or continuous (see Figure 5-43).
PLE
M
SA
Figure 5-43. Sample Bridge Reconnaissance Report with abbreviated bridge symbol
BRIDGE SKETCHES
Show as much information as possible when sketching the bridge on the
backside of DA Form 1249 (see Figure 5-44).
PLE
AM
S
BYPASSES
Bypasses are detours along a route allowing traffic to avoid an obstruction.
Bypasses limited to specific vehicle types, such as those capable of swimming
or deep-water fording, are noted on the recon report. Bypasses are classified as
easy, difficult, or impossible. Each type of bypass is represented symbolically
on the arrow extending from the tunnel, ford, bridge, or overpass symbol to
the map location (see Table 5-11).
A bypass is considered easy when the obstacle can be crossed within the
immediate vicinity by a 5-ton vehicle without work to improve the bypass. The
bypass is considered difficult when the obstacle can be crossed within the
immediate vicinity; however, some work is necessary to prepare the bypass
(ensure that the estimation of time, troops, and equipment necessary to
prepare the bypass is included on the recon report). The bypass is considered
impossible when the obstacle can be crossed only by repairing the existing
bridge or tunnel, building a new bridge or tunnel, or providing a detour.
Combat Support
This chapter is applicable to all types of recon activities in which the recon
team will be working with other CS elements.
An engineer recon team must take full advantage of available CS assets to
accomplish its mission and reduce its vulnerability on the battlefield. CS
may be provided by mortars, field artillery (FA), ADA, GSR, and aviation
assets. None of these assets are organic to the engineer battalion but may
be available through the brigade or TF. Engineer scouts must understand
the capabilities and limitations of these CS assets.
INDIRECT-FIRE SUPPORT
Mortars and FA are the primary means of indirect-fire support available to
recon teams on the battlefield. Engineer recon teams may request fires to—
• Assist in disengaging from the enemy.
• Provide harassing fire on enemy engineers emplacing obstacles.
• Cover movement.
The FSOs at TF and brigade levels plan and coordinate indirect fires. In
addition to understanding the capabilities and limitations of these assets,
engineer scouts must know what fire-request channels to use to request fires.
FM 6-30 explains how to call for and adjust fires.
MORTAR SUPPORT
A 4.2-inch mortar platoon of six tubes is organic to armor and mechanized-
infantry battalions. A 4.2-inch mortar section is organic to the armored
cavalry troop (two tubes) and division cavalry troop (three tubes). The 4.2-inch
mortar has a maximum effective range of 6,740 meters.
The 12 0-m m m orta r is rep la cing the 4.2 -inch m orta r system i n the
mechanized infantry and armor battalions. The rates of fire per tube are a
maximum of 15 rounds per minute (rpm) for 1 minute with a sustained rate of
4 rpm. The system weighs 320 pounds and the round weighs 33 pounds. The
ranges of the various rounds for the M120 are shown in Table 6-1.
The team can send requests for artillery fire to the recon leader (someone the
brigade has put in control of all recon assets working under brigade control) or
directly to the FA battalion on a fire-direction net. The FSE monitors the
requests (see Figure 6-1).
2B 1
Heavy
3
mortar
Brigade
FSE
2A
Figure 6-1. Possible methods to request fire while under brigade control
Requests for indirect fire can also be sent through the COLT, which has a
secondary mission of processing these requests. The COLT monitors the net
designated in the OPORD and handles the fire request and subsequent
adjustments as a normal FIST. It has the primary mission of lazing targets for
Copperhead rounds and close air support (CAS). A COLT can enter the lazing
information directly into fire-support channels. A COLT is organic to each of
the three DS 155-mm FA battalions of the armor and mechanized infantry
and to the howitzer battery of the armored cavalry squadron. The cavalry
squadron has one organic COLT. From company/troop to brigade level, a COLT
is placed under the control of a fire-support coordinator to augment the FIST’s
lazing capability and to function as a dedicated observation platform.
Engineer Recon Team Working in a TF’s Area or Under a TF’s Control
There are several ways that an engineer recon team can request indirect fire
while working in a TF’s area or under a TF’s control. The TF’s SOP or OPORD
should specify which method it will use. The engineer recon team leader must
coordinate with the TF FSO/FSE on which methods will be used.
The team can send requests for mortar fire to the scout platoon leader or
directly to the mortar platoon on the battalion’s heavy mortar net. The FSE
monitors the requests (see Figure 6-2).
2B 1
Battalion
FSE
2A
Heavy
mortar
The team can send requests for artillery fire to the TF scout platoon leader or
directly to the FA battalion on a fire-direction net. The FSE monitors the
requests (see Figure 6-3).
2B 1
Battalion
FSE
2A
Engineer Recon Team Working with a Cavalry Squadron or Under Troop Control
A recon team working under squadron control would request fire the same
way as if it were under brigade control (see Figure 6-1, page 6-5). However, if
the recon team is placed under a troop’s control, the call for fire changes
slightly. When working for or with an armored cavalry troop, requests for all
indirect-fire support normally goes through the troop FIST on the troop’s fire-
support net. The FIST selects the best available fire support to engage the
target. If the FIST passes the fire mission to the troop mortar platoon, the
recon team sends all adjustments of the fire mission directly to the mortar
platoon (see Figure 6-4). If the FIST passes the fire mission to a supporting
artillery unit, the recon team sends all adjustments of the fire mission to the
FIST, who relays the message to the artillery unit on a digital fire-direction
net (see Figure 6-5).
5 1
FIST 2
4
Mortar
1
3
FIST
2
AIR DEFENSE
Air-defense assets are scarce; maneuver units cannot plan on always receiving
dedicated air-defense protection. Consequently, recon teams must be able to
protect themselves from enemy air attacks during all combat operations. Air-
defense measures include taking actions to avoid enemy air attack or to limit
the damage if attacked and, if necessary, fighting back.
PASSIVE AIR DEFENSE
Passive air defense is the team’s first line of defense against enemy air attack.
It includes all measures—other than active defense—taken to minimize the
effects of hostile air action. There are two types of passive air defense: attack
avoidance and damage-limiting measures.
Attack Avoidance
If an enemy pilot cannot find you, he cannot attack you. Recon teams use
concealment, camouflage, deception, and any other necessary action to
prevent the enemy from seeing them.
Team positions must provide effective concealment. When concealment is not
ava ila ble, v ehicles must b e c a mo ufla ge d to ble nd into the na tura l
surroundings. Track marks leading into the position must be obliterated. All
shiny objects that reflect light and attract attention must be covered.
Damage-Limiting Measures
Dispersion is one of the most effective ways to reduce the effects of enemy air
attack. When the team is on the move and air guards identify an enemy air
attack, vehicles disperse quickly, move to a concealed position if possible, and
stop (a stationary vehicle is more difficult to see than a moving one).
Another damage-limiting measure is using natural or man-made cover to
reduce the effects of enemy munitions. Folds in the earth, depressions,
buildings, and sandbagged positions can provide this protection.
ACTIVE AIR DEFENSE
Although passive measures are the first line of defense against an air attack,
a recon team must be prepared to engage enemy aircraft. The decision to fight
back against an air threat is based on the situation and the capabilities of the
organic weapon systems. All team members must understand the weapon-
control status. They can defend against direct attacks but cannot engage
aircraft that are not attacking them unless the weapon-control status allows
it.
Engineer scouts have several weapon systems (machine guns and small arms)
that can be used against aircraft. Engaging aircraft with volume fire is the
key to effectively using small-arms and machine-gun fires against an air
attack. These fires must be coordinated to be effective. Delivered on the team
leader’s command, they are directed at an aim point in front of the target;
gunners do not attempt to track the target. The rules for selecting the aim
point are listed in Table 6-2. They are simple and logical; they must be learned
and retained by everyone in the team.
• Smoke. The smoke grenade is the most commonly used marker, but it
has limitations. Wind may cause smoke to drift above trees, and some
colors can blend with the background. Violet or white smoke shows up
well with most backgrounds.
• Flares. Flares are good for attracting attention at night; they are
sometimes effective during the day.
• Mirrors. Signal mirrors are probably the best ground-to-air devices
for attracting attention. If the sun is shining and the operator is
skillful, pilots can see a mirror flash miles away. VS-17 signal panels
are also good visual references for pilots.
• Lights. Pocket-sized, battery-powered strobe lights produce brilliant
white or blue flashes at about 1 1/2-second intervals. The flash is
visible at night for 1 to 3 miles. Vehicle lights, such as an unshielded
red taillight, are visible to a pilot for several miles at night. Chemical
glow lights can be used to mark friendly positions. Another technique
that can be used at night is to tie an infrared or green chemical light
on a 10-foot string. When aircraft are in the area, a team member can
swing the rope in a circular motion to mark the location.
Evolving technology provides a more accurate, secure, and effective means of
supplementing or replacing traditional methods. Using a GPS will pinpoint a
position to avoid fratricide during CAS operations.
GROUND SURVEILLANCE RADAR
A GSR team can augment a recon team’s surveillance capability by detecting
targets and providing accurate range and azimuth readings to enemy
locations and obstacles during limited-visibility conditions. A team consists of
three soldiers, one AN/PPS-5 radar unit, and an APC or a HMMWV.
For combat operations, GSR tea ms are usually attached to TFs and
squadrons. The teams may be attached or under OPCON to companies/troops
or recon elements for specific missions. When GSR is attached or under
OPCON to a recon team, the team leader must plan its employment.
CAPABILITIES AND LIMITATIONS
GSR teams provide mobile, all-weather battlefield surveillance. When
employed in pairs, they can provide observation from a given vantage point 24
hours a day.
The AN/PPS-5 has a line-of-sight range of 10,000 meters against vehicles and
6,000 meters agai nst personnel. It can detect targets through light
camouflage, smoke, haze, light snow and rain, and darkness. Foliage, heavy
rain, and snow seriously restrict its radar-detection capability.
GSR is designed to detect targets moving against a background. It is generally
ineffective against an air target unless the aircraft is flying close to the
ground. It is vulnerable to enemy direction-finding and jamming equipment.
The GSR team is normally equipped with a single radio. If forward with the
recon team, the GSR team should send all reports to the recon team.
EMPLOYMENT
A GSR team should be assigned a specific sector of surveillance and frequency
of coverage. However, GSR cannot be used for continuous surveillance because
the enemy can detect radar signals. The tasks assigned to GSR teams in their
surveillance mission may include the following:
• Searching avenues of approach or possible enemy positions on a
scheduled or random basis to determine the location, size, and
composition of enemy forces and the nature of their activity.
• Monitoring point targets such as bridges, defiles, or road junctions and
reporting quantity, type, and direction of enemy vehicles and
personnel moving through the target area.
• Extending the recon team’s observation capabilities by enabling them
to survey distant points and areas of special interest.
GSR must be positioned in an area that is free of ground clutter (such as trees,
thick vegetation, and buildings) and that affords long-range observation and a
wide field of view. Normally, the team will be assigned a general area, and the
GSR team leader will select the specific position. To avoid enemy suppressive
fires, the team should be prepared for rapid displacement by selecting several
alternate positions ahead of time.
During a recon, GSR is best employed to the recon team’s flanks or oriented on
potential enemy locations. Since recon is a moving operation, the GSR teams
will have to move as necessary to support the team.
CHEMICAL
When in a nuclear, biological, and chemical (NBC) environment, NBC recon
elements can augment an engineer recon team’s operational capability by
providing NBC detection, warning, and sampling. The Fox (or its replacement)
is a high-speed, high-mobility, wheeled, armored carrier capable of performing
NBC recon on primary, secondary, or cross-country routes throughout the
battlefield. The basic item or equipment to perform NBC recon is the M93-
series NBC Reconnaissance System (NBCRS) or the Fox vehicle. A team
consists of one Fox vehicle with its crew; two Fox vehicles and their crews
compose a squad. NBC recon units are organic to the heavy division, the corps,
the ACR, and the light ACR.
Depending on the other assigned priorities, an NBC recon team may be
attached or under OPCON to an engineer battalion or a TF for specific
missions. The NBC recon team can significantly enhance the engineer recon
teams by being integrated into the overall R&S plan for monitoring NAIs.
CAPABILITIES AND LIMITATIONS
An NBC recon team assists an engineer recon team and in turn provides the
maneuver force commander with information to maintain momentum and
flexibility and avoid contamination.
The team has the capability to—
• Conduct an NBC recon and survey while on the move.
Class II
This class includes items of equipment (other than principal items) that are
prescribed in authorization and allowance tables. Individual tools and tool
sets, individual equipment and clothing items, chemical lights, batteries,
engineer tape, tentage, and housekeeping supplies are requested through the
supply sergeant.
Class III and Class V
Class III comprises all types of POL products. Class V is ammunition, to
include small arms, mines, and demolitions. For optimum security, refueling
and rearming should occur simultaneously under the cover of darkness. This
resupply usually occurs daily or at the conclusion of major operations. The two
techniques of refueling and rearming—tailgate and service station—are
covered later in this section.
The team leader must control the redistribution of supplies when fuel and
ammunition cannot be delivered or when only limited supplies are available.
He continually monitors the section's supply status through logistical reports.
He notifies the chain of command when a specific vehicle or the team as a
whole is critically short of these major classes of supply. The team leader
should ensure that ammunition is equally distributed throughout the team
before any tactical operation and during consolidation on an objective.
When planning for refueling, the team leader should keep the range and
capacity of his vehicles and the requirements of future operations in mind; the
amount of fuel required determines how much time it will take to refuel. The
team leader must realize that a vehicle’s cruising range and estimated fuel
consumption are only approximations, subject to the effects of weather,
terrain, and other factors. The team must refuel vehicles whenever the
tactical situation permits. When time is limited, the assistant team leader
must choose between refueling vehicles that need the most fuel first or giving
limited amounts to each. Each vehicle crew needs to maintain a stock of Class
III-P materials (such as oil, grease, and hydraulic fluid), replenishing these
POL products every time refueling takes place.
Class IV
This class includes construction and barrier materials. Barrier materials such
as lumber, sandbags, concertina or barbed wire, and pickets are used by the
team to construct OPs and obstacles and to improve fighting positions. These
materials are requested through the company or directly from the S4.
Class VI
This class covers personal demand items. Tobacco products, candy, and toiletry
articles are normally sold through the exchange system during peacetime or
for units not in a combat environment. In a combat environment, these items
are sent with Class I as sundry packs.
Class VII
This class includes major end items. These are major pieces of equipment,
assembled and ready for intended use, such as combat vehicles, missile
launchers, artillery pieces, and major weapon systems. Major end items that
Team A Team B
Team C
Back
LOGPAC from RP to RP
led by PSG
PSG
Class I Classes Central LOGPAC
III and IV site set up by PSG
Team A
Team C
Team D
LOGPAC
from RP led
by PSG
LOGPAC sets up service
station for OPs in depth
Back
to RP
• Ensuring that all tools and basic-issue items are properly marked,
stored, maintained, and accounted for.
• Updating the vehicle’s status constantly.
Unit Maintenance (Operator Level)
Operator maintenance includes proper care, use, and maintenance of assigned
vehicles and crew equipment such as weapons, NBC equipment, and NVDs.
The driver and other crew members perform daily services on the vehicles and
equipment, to include inspecting, servicing, tightening, performing minor
lubrication, cleaning, preserving, and adjusting. The crew is required to record
the checks and services, as well as all equipment faults that they cannot
immediately correct, on DA Form 2404. These reports are the primary means
of reporting equipment faults through the assistant team leader to the team
leader, and ultimately to organizational maintenance personnel.
Checks and services are prescribed for the automotive system and weapon
systems. They are divided into three groups:
• Before-operation checks.
• During-operation checks.
• After-operation checks.
These services are explained in every operator's manual and should be
conducted as stated in the manual. Although operators must learn to operate
equipment without referring to the manual, maintenance must be performed
using the appropriate TM, not from memory.
EVACUATION
Evacuation is necessary when a vehicle is damaged and cannot be repaired
on-site within two hours or when it is the only means available to prevent
capture or destruction by the enemy.
When a vehicle needs to be evacuated, the team leader reports its exact
location, the vehicle type, and the extent of damage, if known, on the
appropriate net to personnel designated in the unit’s SOP or OPORD. Two
soldiers should remain with the vehicle to assist in evacuation and repair,
provide security, and deliver the repaired vehicle back to the team as soon as
possible. A recovery vehicle from the company, battalion, or TF maintenance
team will evacuate the damaged vehicle. It is vital that the damaged vehicle
be placed in a covered position that allows the recovery vehicle to reach it
without exposing the recovery crew to enemy fire.
If a recovery vehicle is not available or if time is critical, other team vehicles
(if available) can evacuate the damaged vehicle for short distances. The
decision to do this rests with the team leader. Procedures for towing are
contained in the operator's manual. If the damaged vehicle will be lost for an
extended period, the team can replace other vehicles' damaged equipment
(such as weapons and radios) with properly functioning items from the
damaged vehicle. The damaged equipment can then be repaired or replaced
while the vehicle is being repaired. Self-evacuation by the team is a last resort
that should be considered only to avoid losing the damaged vehicle to the
enemy.
DESTRUCTION
When evacuation of damaged or inoperable equipment is impossible, it must
be destroyed. Team leaders must make sure crews are trained to destroy the
vehicle rather than allow it to fall into enemy hands. Instructions for
destroying each item of equipment are included in the operator' s manual.
The team leader should get the commander's authorization before destroying
any equipment. However, when communications fail, the team leader must
use his judgment to decide whether or not evacuation is possible. Every
reasonable effort must be made to evacuate secure equipment, classified
materials, and all weapons.
MEDICAL TREATMENT AND EVACUATION
Leaders must emphasize high standards of health and hygiene. Soldiers must
shave daily (so that their protective masks will seal) and bathe and change
clothes regularly to prevent disease. Each soldier should carry shaving
equipment, soap, a towel, and a change of clothing in a waterproof bag inside
his pack.
During cold weather, soldiers must check their hands and feet regularly to
prevent frostbite, trench foot, or immersion foot. They must also learn that the
effects of windchill on exposed skin are equal to those of temperatures much
lower than the thermometer shows. A moving vehicle will cause a windchill
effect even if the air is calm.
WOUNDED SOLDIERS
Battlefield positioning and dispersion make the treatment and evacuation of
wounded personnel two of the most difficult tasks that an engineer recon team
must execute. To ensure successful handling of wounded engineers, brigades,
battalions, and TFs must specifically allocate CSS assets to the engineer recon
team to assist in evacuation. In addition, operational planning or SOPs must
cover evacuation procedures in detail.
In the engineer recon team, it is the team leader’s responsibility to ensure that
wounded team members receive immediate first aid and that the commander
is notified of all casualties. Using engineer scouts who are trained as combat
lifesavers is critical. As a minimum, one member of each engineer recon team
must be trained as a combat lifesaver. If wounded team members require
evacuation, the team leader can do one of the following:
• Coordinate evacuation with the closest troop, scout platoon, or
company team for ground evacuation.
• Request that the brigade/battalion TF task-organize a dedicated
ambulance to the team for operations forward of the larger element. In
the case of the HMMWV section, the ambulance should be a HMMWV
variant located (for security) with the nearest company team.
• Conduct self-evacuation with organic team assets.
• Coordinate for aerial evacuation through the battalion TF.
Aerial evacuation, if it is available, is preferred because of its speed. The
engineer scouts coordinate with their higher command and then switch to the
FRONT
ATTACH TO EPW A
DATE OF CAPTURE
NAME
SERIAL NUMBER
RANK
DATE OF BIRTH
UNIT
LOCATION OF CAPTURE
CAPTURING UNIT
SPECIAL CIRCUMSTANCES OF CAPTURE
WEAPONS/DOCUMENTS
FORWARD TO UNIT B
DATE OF CAPTURE
NAME
SERIAL NUMBER
LE
RANK
DATE OF BIRTH P
UNIT
M
SA
LOCATION OF CAPTURE
CAPTURING UNIT
SPECIAL CIRCUMSTANCES OF CAPTURE
WEAPONS/DOCUMENTS
ATTACH TO ITEM C
DATE OF CAPTURE
NAME
SERIAL NUMBER
RANK
DATE OF BIRTH
UNIT
LOCATION OF CAPTURE
DESCRIPTION OF WEAPONS/DOCUMENTS
BACK
(IN RED)
EPW
EPW
Search thoroughly
Tag correctly
LE
Report immediately
P
Evacuate rapidly
Segregate by category A M
Safeguard from danger/escape S
EPW
DESCRIPTION:
1. The tag should be made of durable material and perforated into
three parts.
2. Each part of the tag should measure approximately 10 x 15 cm.
3. The tag should be pierced at the top and the bottom, with
added reinforcement around the holes to facilitate attachment.
TYPE OF DOCUMENT
DATE/TIME OF CAPTURE
CIVILIANS
When dealing with civilians or detained noncombatants, care must be taken.
These personnel should be processed through the military police or the local
police authority.
Bridge Classification
Bridge and vehicle classification allows vehicle operators to avoid bridge
failure due to overloading. Vehicle operators may drive across without
restrictions if their vehicles’ class numbers are less than or equal to the
bridge class number. This appendix provides a quick method of estimating
bridge capacity in the field.
BRIDGE SIGNS
All classified vehicles and bridges in the theater of operations require
classification signs. Bridge signs are circular with a yellow background and
black inscriptions. Sign diameters are a minimum of 16 inches for one-lane
bridges and 20 inches for two-lane bridges. A two-lane bridge classification
sign has two numbers, side by side, on its sign (see Figure B-1). The number
on the left is the bridge classification when both lanes are in service
simultaneously. The number on the right indicates the classification if the
bridge is carrying one-way traffic and the vehicles proceed along the
centerline of the bridge. For bridges with separate classifications for wheeled
and tracked vehicles (dual classification), use a special circular sign that
indicates both classifications (see Figure B-1, right side). Classify bridges
greater than class 50 as dual-class bridges. Use a separate rectangular sign, if
necessary, to show bridge width limitations.
Two-way One-way
66 78
One-way
78
18 23
23 Two-way
68
10' 57 68
CLASSIFICATION PROCEDURES
Tables B-2 through B-9 and Figures B-2 through B-16, pages B-2 through
B-26, are used to determine the bridge classification of various bridges.
BRIDGE DIMENSIONS
L _____ ft bR
bd _____ ft
bR _____ ft
td _____ in (do not include td
wearing surface)
bd
7. Final classification
T1 T2 W1 W2
Moment (Step 5)
Width (Step 6)
Final (lowest number)
BRIDGE DIMENSIONS
L _____ ft df
tc _____ ft
df _____ ft tc
R
bR _____ ft
R _____ ft
L
5. Final classification
T1 T2 W1 W2
Factors (Step 3)
Width (Step 4)
Final (lowest number)
Nominal d b Tf tw m v Lm Lc
Size (in) (in) (in) (in) (kip-ft) (kips) (ft) (ft)
W39x211 39.250 11.750 1.438 0.75 1,770 450 100 12.4
W37x206 36.750 11.750 1.438 0.75 1,656 425 95 12.4
W36x300 36.750 16.625 1.688 0.94 2,486 520 94 17.6
W36x194 36.500 12.125 1.250 0.81 1,492 431 93 12.8
W36x182 36.375 12.125 1.187 0.75 1,397 406 93 12.8
W36x170 36.125 12.000 1.125 1.06 1,302 381 92 12.7
W36x160 36.000 12.000 1.000 1.06 1,217 365 92 12.7
W36x230 35.875 16.500 1.250 0.75 1,879 421 91 17.4
W36x150 35.875 12.000 0.937 0.62 1,131 350 91 12.7
W36x201 35.375 11.750 1.438 0.75 1,545 402 90 12.4
W33x196 33.375 11.750 1.438 0.75 1,433 377 85 12.4
W33x220 33.250 15.750 1.250 0.81 1,661 392 85 16.6
W33x141 33.250 11.500 0.937 0.62 1,005 313 85 12.1
W33x130 33.125 11.500 0.875 0.56 911 300 85 12.1
W33x200 33.000 15.575 1.125 0.56 1,506 362 84 16.6
W31x180 31.500 11.750 1.312 0.75 1,327 327 80 12.4
W30x124 30.125 10.500 0.937 0.68 797 273 77 11.1
W30x116 30.000 10.500 0.875 0.62 738 263 76 11.1
W30x108 29.875 10.500 0.750 0.56 672 255 76 11.1
W30x175 29.500 11.750 1.312 0.56 1,156 304 75 12.4
W27x171 27.500 11.750 1.312 0.68 1,059 282 70 12.4
W27x102 27.125 10.000 0.812 0.68 599 217 69 10.6
W27x94 26.875 10.000 0.750 0.50 546 205 68 10.6
W26X157 25.500 11.750 1.250 0.50 915 237 65 12.4
W24x94 24.250 9.000 0.875 0.62 497 191 62 9.5
W24x84 24.125 9.000 0.750 0.50 442 174 61 9.5
W24x100 24.000 12.000 0.750 0.50 560 173 61 12.7
S24x120 24.000 8.000 1.125 0.50 564 286 61 8.4
S24x106 24.000 7.875 1.125 1.18 527 224 61 8.3
S24x80 24.000 7.000 0.875 0.62 391 183 61 7.4
W24x76 23.875 9.000 0.687 0.50 394 163 61 9.5
W24x153 23.625 11.750 0.250 0.43 828 217 60 12.4
S24x134 23.625 8.500 1.250 0.62 634 283 60 9.0
S22x75 22.000 7.000 0.812 0.81 308 168 56 7.4
W21x139 21.625 11.750 1.187 0.50 699 198 55 12.4
S21x112 21.625 7.875 1.187 0.62 495 238 55 8.3
W21x73 21.250 8.250 0.750 0.75 338 148 54 8.7
W21x68 21.125 8.250 0.687 0.50 315 140 54 8.7
W21x62 21.000 8.250 0.625 0.43 284 130 53 8.7
Nominal d b Tf tw m v Lm Lc
Size (in) (in) (in) (in) (kip-ft) (kips) (ft) (ft)
S20x85 20.000 7.125 0.937 0.37 337 195 51 7.5
S20x65 20.000 6.500 0.812 0.68 245 132 51 6.9
W20x134 19.625 11.750 1.187 0.43 621 177 50 12.4
W18x60 18.250 7.500 0.687 0.62 243 115 46 7.9
S18x86 18.250 7.000 1.000 0.43 326 184 46 7.4
W18x55 18.125 7.500 0.625 0.37 220 108 46 7.9
S18x80 18.000 8.000 0.937 0.50 292 133 46 8.4
W18x50 18.000 7.500 0.562 0.37 200 99 46 7.9
S18x55 18.000 6.000 0.687 0.50 199 126 46 6.3
S18x122 17.750 11.750 1.062 0.56 648 145 45 12.4
S18x62 17.750 6.875 0.750 0.37 238 100 45 7.3
S18x77 17.750 6.625 0.937 0.62 281 163 45 7.0
W16x112 16.750 11.750 1.000 0.56 450 136 42 12.4
S16x70 16.750 6.500 0.937 0.62 238 146 42 6.9
W16x50 16.250 7.125 0.625 0.37 181 94 41 7.5
W16x45 16.125 7.000 0.562 0.37 163 85 41 7.4
W16x64 16.000 8.500 0.687 0.43 234 106 40 9.0
W16x40 16.000 7.000 0.500 0.31 145 75 40 7.4
S16x50 16.000 6.000 0.687 0.43 155 105 40 6.3
W16x36 15.875 7.000 0.437 0.31 127 74 40 7.4
W16x110 15.750 11.750 1.000 0.56 345 127 40 12.4
S16x62 15.750 6.125 0.875 0.56 200 129 40 6.5
S16x45 15.750 5.375 0.625 0.43 150 104 40 5.7
W15x103 15.000 11.750 0.937 0.56 369 121 38 12.4
S15x56 15.000 5.875 0.812 0.50 173 110 38 6.2
S15x43 15.000 5.500 0.625 0.43 132 93 38 5.8
W14x101 14.250 11.750 0.937 0.56 344 114 36 12.4
S14x40 14.250 5.375 0.375 0.37 119 83 36 5.7
S14x51 14.125 5.625 0.750 0.50 150 104 36 5.9
S14x70 14.000 8.000 0.937 0.43 204 87 35 8.4
S14x57 14.000 6.000 0.875 0.50 153 101 35 6.3
W14x34 14.000 6.750 0.437 0.31 121 78 35 7.1
W14x30 13.875 6.750 0.375 0.25 109 61 35 7.1
W14x92 13.375 11.750 0.875 0.50 297 96 34 12.4
S14x46 13.375 5.375 0.687 0.50 126 99 34 5.7
S13x35 13.000 5.000 0.625 0.37 85 72 33 5.3
S13x41 12.625 5.125 0.687 0.37 108 104 32 5.4
W12x36 12.250 6.625 0.565 0.31 103 56 31 7.0
S12x65 12.000 8.000 0.937 0.43 182 73 30 8.4
W12x27 12.000 6.500 0.375 0.25 76 44 30 6.9
Nominal d b Tf tw m v Lm Lc
Size (in) (in) (in) (in) (kip-ft) (kips) (ft) (ft)
S12x50 12.000 5.500 0.687 0.68 113 120 30 5.8
S12x32 12.000 5.000 0.562 0.37 81 62 30 5.3
S12x34 11.250 4.750 0.625 0.43 81 72 28 5.0
W11x76 11.000 11.000 0.812 0.50 202 67 28 11.6
S10x29 10.625 4.750 0.562 0.31 67 48 27 5.0
W10x25 10.125 5.750 0.437 0.25 59 38 25 6.1
S10x40 10.000 6.000 0.687 0.37 92 53 25 6.3
S10x35 10.000 5.000 0.500 0.62 65 88 25 5.3
S10x25 10.000 4.625 0.500 0.31 55 46 25 4.9
W10x21 9.875 5.750 0.312 0.25 48 36 25 6.1
W10x59 9.250 9.500 0.687 0.43 132 56 25 10.0
S9x25 9.500 4.500 0.500 0.31 51 43 24 4.8
S9x50 9.000 7.000 0.812 0.37 103 45 23 7.4
S8x35 8.000 6.000 0.625 0.31 65 34 20 6.3
S8x28 8.000 5.000 0.562 0.31 49 35 20 5.3
W8x31 8.000 8.000 0.437 0.31 61 33 20 8.4
W8x44 7.875 7.875 0.625 0.75 81 40 20 8.3
W7x35 7.125 7.125 0.562 0.37 58 37 18 7.5
W6x31 6.250 6.250 0.562 0.37 45 31 16 6.6
8 -1 50
s 50
as
Cl
0
7 ss 4
Required Deck Thickness (in)
Cla
30
6 Class
16
Class
5
s8
4 Cl a s
3
Minimum thickness = 3 in
20 30 40 50 60 70
1.0
0.9
Profile Factor
0.8
0.7
0.6
4 5 6 7 8
Span/Rise Ratio
100
90
80 td = 22 in
70
60 td = 20 in
td = 18 in
50
40
td = 16 in
30
td = 14 in
20
td = 12 in
mLL (kip-ft)
td = 10 in
10
9
8
7
6 td = 8 in
10 20 30 40 50 60
Provisional
Total Crown Load Class
Arch Span Thickness
(ft) tc + df
60 (in ft) 150
72 6 140
130
50 66 120
60 5 110
54 100
40 48 4 90
42 80
36 3 70
30
60
30
50
24 2
20 40
18
30
12 1
20
10 9
10
Tracked Wheeled
Vehicles Vehicles
120
100
90
150
80
70 120
60 100
90
50 80
70
40
60
30 50
40
30
20
20
16
16
12
12
5,000
4,000 0
15
3,000
0
10
2,000 60
80
40
1,000
30
20
MLL (kip-ft/lane)
16
500
400 12
300 8
200
4
100
50
10 15 20 25 30 40 50 60 70 80 90
5,000
4,000 0
15
3,000
0
10
2,000
60
80
40
1,000
30
MLL (kip-ft/lane)
500
400
300
200
100
50
10 15 20 25 30 40 50 60 70 80 90
200
180 0
15
160 10 0
140
80
120
60
100
80
VLL (kips)
40
60
30
50
40 20
30 16
12
20
10 15 20 25 30 40 50 60 70 80 90
200
180 0
15 1 00
160
140 80
120
60
100
80
VLL (kips)
40
60
30
50
40
30
20
10 15 20 25 30 40 50 60 70 80 90
______________________
Classification
Copy 1 of 10 copies
HQ, 99th Engineer Battalion
NK111111
080500 JAN 97
OPERATION ORDER 97-11
References: 1st Bde OPORD 97-23
Map sheet V107
Time Zone Used Throughout The Order: Local
Task Organization:
A/99 En Bn B/99 En Bn Bn control
1/C/99 En Bn C/99 En Bn (-)
Recon Team 1
1. SITUATION.
a. Enemy Forces.
(1) Terrain and Weather.
(a) Observation is generally limited along the valley floor due to the terrain’s
undulating nature. Multiple intervisibility lines, generally running north to south and spaced between
500 to 1,000 meters, will hamper observation. Movement to the higher elevations along either the
north or south wall will obviously improve observation. Winds (expected to exceed 20 knots until at
least 111200 JAN 97) will lift sand from the desert floor and hamper observation. Observation at
night will be extremely limited due to the light data for the next 72 hours. Note that on 8 JAN 97 the
moon sets before the sun and on 9 through 11 JAN, the moon sets soon after the sun; therefore,
night-vision goggles (NVGs) will provide limited capabilities for the next 72 hours and make
observation, movement, and the acquisition of OBSTINTEL more difficult.
______________________
Classification
______________________
Classification
Start Stop
Date BMNT SR SS EENT MR MS % Illum
NVG NVG
8 JAN 0555 0654 1701 1800 0550 1633 ***** ***** 0%
9 JAN 0555 0653 1702 1801 0643 1743 ***** ***** 0%
10 JAN 0555 0653 1703 1802 0731 1853 ***** ***** 4%
11 JAN 0554 0653 1704 1803 0813 2002 ***** ***** 9%
(b) The only cover from both direct and indirect fires is provided by the
undulating terrain previously mentioned. Concealment during movement can be enhanced by
traveling parallel to the intervisibility lines when available. The dusty and windy conditions may
make mounted movement less detectable by the enemy.
(c) The pipeline running parallel to the LD along the 30 easting is the only
existing obstacle in the AO. Crossing points for this pipeline have been identified at NK 302215 and
NK 295090.
(d) The terrain in the vicinity of the templated obstacle system is believed to be
unsuitable for minefield reduction by MCBs because of the undulating terrain and the soil
composition.
(2) Enemy Situation.
(a) The 133d motorized rifle battalion (MRB) is currently preparing defenses
along the 47 easting. This unit’s expected strength is estimated to be 12 T-80s, 32 BMP-1s, 3 AT-5s,
and 1 dismounted infantry company. The 133d MRB began preparing its defenses 071500 JAN 97
and are not expected to complete its countermobility and survivability effort before 091600 JAN 97.
The 133d MRB is expected to have a company-size combined-arms reserve at a strength of three T-
80s and eight BMP-1s.
(b) As of 080100 JAN, three enemy MRCs have been located and are depicted
on the SITEMP. The expected positioning of the subordinate MRPs is also templated as well as the
anticipated combat security observation post (CSOP) and artillery positions. Expect to come within
direct-fire range of the CSOPs when crossing the 42 easting and the main defenses when crossing
the 44 easting. Enemy artillery is expected to be in position not later than (NLT) 081600 JAN;
expect to come within indirect-fire range when crossing the 25 easting. However, the enemy will
rarely use indirect fires against recon forces. Expect the enemy to use its rotary-wing assets in its
attempt to try to locate and destroy recon forces. The enemy is not expected to be supported by
fixed-wing aircraft. Although the enemy has the capability to employ chemical weapons, it has
chosen not to due so thus far in the campaign. However, if the enemy does employ chemicals, we
expect them to emplace a persistent chemical agent at center of mass NK 410280.
______________________
Classification
______________________
Classification
The enemy is not nuclear capable. Expect the enemy to use dismounted strong points to tie its
obstacles into the restricted terrain at vicinities NK 450210 and NK 440100. These dismounted
forces will be supplied with AT-5s to assist in their mission of preventing the obstacle system from
being reduced along the walls of the valley. Additionally, the enemy will use dismounted patrols to
protect all minefields.
(c) The templated obstacle system is included on the SITEMP. No confirmed
obstacle locations have been obtained as of 080100 JAN. We expect the enemy to continue to lay
its minefields similar to the method used throughout the campaign. We expect the enemy to
mechanically lay its minefields and expect each minefield to be comprised of SB-MV mines and be
200 to 300 meters long and 60 to 120 meters deep. The mine spacing has consistently been 4.5
meters and the depth of the mines have been up to 9 inches. NOTE: The SB-MV is magnetic-
influence initiated and must be detected by probing. Operating hand-held mine detectors
may detonate the mine. If mines are surface laid, it is probably due to the soil conditions and
indicates the probable success of using MCBs. The enemy has routinely used a single-strand of
concertina fence on the enemy side of the minefield as a frat fence. The enemy is expected to
emplace a total of 15 minefields in its defense.
b. Friendly Forces.
(1) Higher.
(a) 1st Brigade plans to conduct a brigade breaching operation and penetrate the
northern MRP of the northern MRC as shown on the SITEMP. Other brigade recon assets include
two COLTs and one chemical recon vehicle. The planned locations for each of these assets are
shown on the maneuver graphics.
(b) Engineer recon team 1 is attempting to answer the brigade commander’s PIR
for location, composition, and orientation of the enemy’s obstacles.
(c) If bypasses of the enemy obstacles can be located, the brigade commander
would prefer to bypass the obstacles as close to the north wall as possible.
(2) Lower. Do not expect TF recon assets to cross the LD before EENT on 9 JAN 97.
2. MISSION. The 99th Engineer Battalion conducts an area recon of NAI 301 NLT 082000 JAN
97 to facilitate the brigade’s attack at 110500 JAN 97.
3. EXECUTION.
Intent. The purpose of this mission is to identify enemy obstacles within NAI 301 to confirm or deny
the enemy’s COA and facilitate breaching operations. The end state is the identification of enemy
obstacles in NAI 301 NLT 100500 JAN 97 and recon team 1 in position at checkpoint (CP) 15 ready
to link up and guide the breach force to the obstacle location NLT 110001 JAN 97.
______________________
Classification
______________________
Classification
______________________
Classification
______________________
Classification
c. Coordinating Instructions.
(1) Task organization is effective upon receipt of this order.
(2) All units will participate in the intelligence updates to occur at 0800 and 2000 each
day.
(3) The LOA for recon assets is PL Celtics.
4. SERVICE SUPPORT.
a. Support Concept.
(1) The recon team will cross the LD fully uploaded according to the battalion’s TACSOP.
These supplies will come from the engineer battalion. This basic load is expected to sustain the
team throughout the mission.
(2) Emergency resupply will be coordinated through the engineer battalion’s TOC and
delivered by aviation assets. Backup resupply will be through TF 1-23.
b. Medical Evacuation and Hospitalization. The primary means of MEDEVAC is by air
(requested through the battalion’s TOC); backup is by ground evacuation (performed by TF 1-23).
c. Personnel Support. EPWs will be turned over to TF 1-23 for evacuation to the rear.
5. COMMAND AND SIGNAL.
a. Command. The chain of command is the commander, the XO, the S3, and the
commander of C Company.
b. Signal.
(1) All traffic from recon team 1 to the battalion’s TOC will be over MSRT (primary) or the
battalion’s command net (alternate).
(2) The recon team’s current location will be sent by the battalion’s TOC to TF 1-23.
(3) OBSTINTEL will be reported according to the TACSOP.
ACKNOWLEDGE:
PATTON
LTC
OFFICIAL:
(Authentication)
Overlays:
SITEMP
Maneuver graphics with artillery targets
CSS graphics
______________________
Classification
Engineer Recon
A general engineer recon gathers engineer information of a broad nature
within an AO. It considers construction material, resources, and terrain
features having engineer applications.
A general engineer recon may be conducted in conjunction with other recons.
The Engineer Reconnaissance Report (see Figures D-1 and D-2, pages D-2
through D-6) will help ensure that all important information is captured.
The Engineer Reconnaissance Report is used to report items that are not
adequately covered by other report forms previously discussed in this manual,
but one of significance to engineer activities. The following information is
included in the report:
• Heading. Self-explanatory.
• Key. The key references the item of the report and its corresponding
location on the recon overlay. The object’s serial number (or critical
point number) is entered in this column.
• Object. Shown by a conventional symbol (see Figure D-3, pages D-7
and D-8) or a brief written description.
• Work Estimate. If a work estimate is included as part of the report,
enter yes; if not, enter no.
• Additional Remarks. In this column, report the object’s location by
grid coordinates followed by remarks, calculations, and sketches.
Make this information as detailed as possible to alleviate the necessity
for an additional recon.
• Authentication Block. This is for the company commander’s signature
block and signature.
• Work Estimate. The work estimate is on the back of the DA Form
1711-R. Each work estimate is keyed by a serial or critical point
number to the appropriate object on the reverse side of the form. Only
those columns that are appropriate need be completed. Draw
additional sketches when necessary (see Figure D-2).
E
PL
M
SA
E
PL
M
SA
E
PL
M
SA
E
PL
M
SA
LE
M P
SA
Stone Paint
Aggregate
(including gravel Glass stock
and slag)
Cordage, nets,
Quarrying
yarns
equipment
Building
Powered
contractors
hand tools
Factories
Water-purification
equipment (civilian)
Factory symbol
plus plant Electrical supply
product equipment
Engineering
Possible military
workshops
water point
Signs
This appendix implements STANAGs 2027 and 2154.
Procedures for posting military routes are standardized for the US and
Allied Nations (STANAG 2027). However, this system may be integrated
into other road-sign systems in accordance with military requirements.
MILITARY ROUTE SIGNS
There are three general types of standard route signs—hazard, regulatory,
and guide. Table E-1 lists the way each type may be used. The size of these
signs is not prescribed; they must be large enough to be easily read under poor
lighting conditions. Exceptions to this rule are bridge classification signs for
which dimensions are specific. As a guide, signs for civil international road
use are usually not less than 16 inches square.
Signs E-1
FM 5-170
HAZARD SIGNS
Hazard signs indicate traffic hazards and require coordination with civil
authorities. Hazard signs are square and are installed in a diamond position
(see Figures E-1 and E-2). A military hazard sign has a yellow background
with the legend or symbol inscribed in black. The wording on these signs is in
the language or languages determined by the authority erecting the sign.
Figure E-1. Example of hazard signs not included in the Geneva Convention
E-2 Signs
FM 5-170
Red
Black
Yellow
background
Red
Black
REGULATORY SIGNS
Regulatory signs regulate and control traffic and define the light line.
Regulatory signs have a black background on which the legend or symbol is
superimposed in white. Exceptions to these rules are bridge classification
signs, stop signs, no-entry signs, and signs that apply to civil as well as
military traffic. Check with civilian authorities to ensure compliance when
erecting signs in areas with civilian traffic.
Light Line
Indicate the light line (the line where vehicles must use blackout lights at
night) with a rectangular sign preceded by two warning panels placed
according to the situation and nature of the terrain (see Figure E-3, page E-4).
Locate the first warning panel 200 to 500 meters before the light line.
Bridge/Raft Signs
All classified vehicles and bridges in the theater of operations require
classification signs. Bridge signs are circular with yellow background and
black inscriptions. Sign diameters are a minimum of 40 centimeters for one-
lane bridges and 50 centimeters for two-lane bridges. A two-lane bridge has
two numbers, side by side, on the sign. The number on the left is the bridge
classification when both lanes are in use at the same time. The number on the
right indicates the classification if the bridge is carrying one-way traffic and
the vehicles proceed along the centerline of the bridge (see Figure E-4, page
E-4).
Signs E-3
FM 5-170
BLACK-OUT
1,000 M
Size of sign: 70 x 60 cm
Colors: White lettering on black background
One-way
Two-way
One-way 66 78
78
18 23
23 Two-way
68
10' 57 68
For bridges with separate classifications for wheeled and tracked vehicles
(dual cl assifi ca ti on), use a special circular sign that indica tes both
classifications (only applicable if the classification is over 50) (see the right
side of Figure E-4). Use a separate rectangular sign, if necessary, to show the
bridge’s width limitations. For one-way or two-way traffic bridges, the sign is
to be a minimum of 50 centimeters.
Rectangular Bridge Signs
Additional instructions and technical information are posted on rectangular
signs, which are a minimum of 41 centimeters in height or width and have a
yellow background with the appropriate letters and symbols in black. Write
the figures as large as the sign permits. Theater commanders may make
special arrangements to indicate vehicles of exceptional width or to indicate
low overhead obstructions. Use separate signs to show width or height
limitations (see Figure 5-38, page 5-52) or technical information (see Figure
E-5). Width and height signs are not required on bridges where existing
civilian signs are in place and sufficiently clear.
E-4 Signs
FM 5-170
45
FLOATING BRIDGE
Signs E-5
FM 5-170
40 80 40
80
VEHICLES
ABOVE CLASS
40 USE INSIDE
LANE
E-6 Signs
FM 5-170
GUIDE SIGNS
Guide signs indicate direction or location. These signs consist of the military
route number and the appropriate directional disk. If standard signs are not
available, construct military route guide signs by placing a directional disk
over a rectangular panel upon which the route number is inscribed (see Figure
E-8).
205
OR
205
Directional Disks
A directional disk consists of a fixed black arrow, with or without a bar, on a
white background. Eight equally spaced holes around the edges of the
circumference allow the disk to be nailed with the arrow pointing in the
desired direction. These disks are no larger than 16 inches in diameter (see
Figure E-9, page E-8). They are used as standard guide signs to indicate
military axial and lateral routes. Directional disks may be used together with
unit signs to indicate direction to locations of major units (groups and above).
Smaller units may not use directional disks. However, any arrow sign that
provides a different shape and color from the standard direction disks can be
used to indicate smaller units.
Headquarters and Logistical Signs
Use these signs to mark a headquarters and logistical installation. Use the
appropriate military symbol (see FM 101-5-1). The inscription is black on a
yello w ba ckground. This sym b ol ma y be supplem ented b y nationa l
distinguishing symbols or abbreviations. For division headquarters and above,
nationality is always indicated. Colors other than black or yellow are
prohibited except for national distinguishing symbols.
Signs E-7
FM 5-170
E-8 Signs
FM 5-170
15 cm 3 cm 12 cm
30 cm 15 cm 15 cm
60 cm
Space for
military
Signs E-9
FM 5-170
205
OR
205
OR
205
E-10 Signs
FM 5-170
C
80
Signs E-11
FM 5-170
E-12 Signs
Appendix F
Symbols
Table G-1 identifies symbols used in recon missions.
4 VP
20
Symbols G-1
FM 5-170
1/VP/2.5/X
5 0.5
100 100
Full NATO bridge symbol. See Chapter 5 for a complete
4.5 m 60 90 135 m
discussion.
83
8.2 m
OVER
5-7% 7-10% 10-14% 14%
Parking area.
G-2 Symbols
FM 5-170
10.5 m/X/120/00
Route-classification formula. See Chapter 5 for a
6 m/Z/30/4.1 m/(OB)
complete discussion.
9 m/V/40/5 m/(OB) (W)
Symbols G-3
FM 5-170
5/6 1
Tunnel. See Chapter 5 for a complete discussion.
G-4 Symbols
Glossary
Glossary-1
FM 5-170
CL centerline
cm centimeter(s)
co company
COA course of action
COLT combat observation and lazing team
CP checkpoint
CPT captain
CS combat support
CSOP combat security outpost
CSS combat service support
cy cubic yard
DA Department of the Army
DEUCE Deployable Universal Combat Earthmover
DPICM dual-purpose improved conventional munitions
DS direct support
DST decision-support template
DTG date-time group
EA engagement area
EENT end evening nautical twilight
eff effective
EN engineer
eng engineer
engr engineer
EPLRS Enhanced Position Location Reporting System
EPW enemy prisoner of war
equip equipment
FA field artillery
FAC forward air controller
FDC fire-direction center
FEBA forward edge of the battle area
FIST fire-support team
FM field manual
FM frequency modulated
FRAGO fragmentary order
Glossary-2
FM 5-170
Glossary-3
FM 5-170
Glossary-4
FM 5-170
Glossary-5
FM 5-170
Glossary-6
FM 5-170
Glossary-7
FM 5-170
Glossary-8
References
SOURCES USED
These are the sources quoted or paraphrased in this publication.
Army Publications
DA Pam 738-750. Functional Users Manual for the Army Maintenance Management System
(TAMMS). 1 August 1994.
FM 1-114. Tactics, Techniques, and Procedures for the Regimental Aviation Squadron.
20 February 1991.
FM 5-71-2. Armored Task-Force Engineer Combat Operations. 28 June 1996.
FM 5-71-3. Brigade Engineer Combat Operations (Armored). 3 October 1995.
FM 5-71-100. Division Engineer Combat Operations. 22 April 1993.
FM 5-114. Engineer Operations Short of War. 13 July 1992.
FM 5-250. Explosives and Demolitions. To be published within 6 months.
FM 5-446. Military Nonstandard Fixed Bridging. 3 June 1991.
FM 6-20-40. Tactics, Techniques, and Procedures for Fire Support for Brigade Operations (Heavy).
5 January 1990.
FM 6-30. Tactics, Techniques, and Procedures for Observed Fire. 16 July 1991.
FM 17-95. Cavalry Operations. 24 December 1996.
FM 17-95-10. The Armored Cavalry Regiment and Squadron. 22 September 1993.
FM 17-98. Scout Platoon. 9 September 1994.
FM 20-32. Mine/Countermine Operations. To be published within 6 months.
FM 21-26. Map Reading and Land Navigation. 7 May 1993.
FM 34-1. Intelligence and Electronic Warfare Operations. 27 September 1994.
FM 34-2. Collection Management and Synchronization Planning. 8 March 1994.
FM 34-2-1. Tactics, Techniques, and Procedures for Reconnaissance and Surveillance and
Intelligence Support to Counterreconnaissance. 19 June 1991.
FM 34-130. Intelligence Preparation of the Battlefield. 8 July 1994.
FM 71-1. Tank and Mechanized Infantry Company Team. 22 November 1988.
FM 71-2. The Tank and Mechanized Infantry Battalion Task Force. 27 September 1988.
FM 71-3. The Armored and Mechanized Infantry Brigade. 8 January 1996.
FM 90-13. River Crossing Operations. 30 September 1992.
FM 90-13-1. Combined Arms Breaching Operations. 28 February 1991.
FM 100-5. Operations. 14 June 1993.
FM 100-7. Decisive Force: The Army in Theater Operations. 31 May 1995.
FM 100-16. Army Operational Support. 31 May 1995.
FM 101-5. Staff Organization and Operations. 31 May 1997.
FM 101-5-1. Operational Terms and Graphics. 30 September 1997.
Standardization Agreements
STANAG 2010. Military Load Classification Markings. 18 November 1980.
STANAG 2021. Military Computation of Bridge, Ferry, Raft and Vehicle Classifications.
18 September 1990.
STANAG 2027. Marking of Military Vehicles. 18 December 1975.
STANAG 2154. Regulations for Military Motor Vehicle Movement by Road. 19 June 1992.
STANAG 2174. Military Routes and Route/Road Networks. 25 February 1994.
References-1
C1, FM 5-170
DOCUMENTS NEEDED
These documents must be available to the intended users of this publication.
READINGS RECOMMENDED
These readings contain relevant supplemental information.
Army Publications
FM 3-4. NBC Protection. 29 May 1992.
FM 3-5. NBC Decontamination. 17 November 1993.
FM 3-19. NBC Reconnaissance. 19 November 1993.
FM 19-40. Enemy Prisoners of War, Civilian Internees, and Detained Persons.
27 February 1976.
References-2
Index
A doctrinal templates, 2-2
aerial recon, 3-6 double flow, 5-4
air defense, 6-10
air support E
flares, 6-12 engineer recon, D-1
lights, 6-12 engineer recon team, 1-2, 2-1, 6-4, 6-6, 6-7,
mirrors, 6-12 7-1
smoke, 6-2, 6-12
air-defense artillery, 6-1 capabilities, 1-2
characteristics, 1-2
area recon, 3-32, 6-15 limitations, 1-3
area security, 4-4 evacuation, 7-8, 7-9
B event templating, 2-2
Index-1
FM 5-170
Index-2
ENGINEER RECONNAISSANCE REPORT PAGE __________ OF ___________ PAGES
For use of the form, see FM 5-170; the proponent agency is TRADOC.
TO FROM
REPORT NO
MAPS SCALE
DELIVER TO (Organization, Place, Hour, and Date)
TIME WORK
KEY OBJECT ADDITIONAL REMARKS AND SKETCH
OBSERVED ESTIMATE
DENNIS J. REIMER
General, United States Army
Chief of Staff
Official:
JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
04699
DISTRIBUTION:
Active Army, Army National Guard, and US Army Reserve: To be distributed in accordance with
the initial distribution number 115747, requirements for FM 5-170.
PIN: 076496-000