ATP 3-39.10 POLICE OPERATIONS (AUGUST 2021)

Chapter 6

6-34

ATP 3-39.10

24 August 2021

Media coverage can also have an adverse impact on society. Criminals capitalize on disorder, fear,

and instability. In densely populated urban terrain, ubiquitous international media may contribute to

perceptions of disorder and fear when coverage overwhelmingly focuses on violence, disorder, and

destabilizing events. Within a population, fear often increases the opportunities from which criminals can

benefit. When populations fear for their security or property and believe the government is incapable or

unwilling to protect them, they may turn to criminal organizations for protection in exchange for money,

allegiance, or support. Given these conditions, criminals may exploit such opportunities to extort the

population by contributing to and perpetuating the sense of fear, instability, and violence so that people

continue to seek their protection. This cycle of violence and crime is most prevalent in areas lacking effective

governance.

CIVIL DISTURBANCE CONTROL

Demonstrations, public disorder, and riots happen for a number of reasons. Some of these reasons

are economic hardships, social injustices, ethnic differences (leading to oppression), objections to world

organizations or certain governments, political grievances, terrorist acts, other man-made disasters, and

natural disasters. Civil unrest is when a civil society or a segment of its population is in a disturbed or uneasy

state or in turmoil. Civil unrest may range from simple, nonviolent protests that address specific issues, to

events that turn into full-scale riots. Gathering in protest may be a recognized right of any person or group,

regardless of where U.S. forces may be operating. In the United States, this fundamental right is protected

under the

Constitution of the United States,

while other countries have various laws that protect the rights of

their citizens’ rights.

During a state of civil unrest, a civil disturbance can be triggered by a single cause or a combination

of causes. Most protesters are law-abiding citizens who intend to keep their protests nonviolent, but some

protest planners insist that the event involve violence. Violence can be the result of demonstrators beginning

to conduct unlawful or criminal acts and authorities (who are responsible for the safety and welfare of all)

enforcing the laws of the municipality, state, or nation. The level of violence is determined by the willingness

of demonstrators to display and voice their opinions in support of their cause and the actions and reactions

of the control force on scene. Military police play a significant role in restoring order when quelling civil

disturbances by

─



Providing mobile patrols to enhance the security of high-priority targets (such as buildings,

utilities, and services that are critical to the economic and physical well-being of the community).



Providing support to civil authorities to monitor, disperse, contain, or limit crowd movement

through the—



Application of appropriate use of force.



Apprehension of crowd members and leaders.



Canalization or diversion of the crowd.



Communication of interest and intent to the crowd.



Cooperation from the dissident leadership.



Observation points and patrols.



Proclamation of the illegal nature of the crowd actions.



Show of force.



Use of crowd control formations.

Policing

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6-35



Establishing area control to prevent arson and looting and to protect businesses and other targets.

The military police force accomplishes this mission through saturation patrolling, including

vehicle and foot patrols. With augmentation, military police units can perform air and water

patrols. They can enforce populace control measures (such as ordinances to prevent gathering,

permits to gather, restrictions on circulation, restrictions on interference with government and

public functions and personnel, restrictions on possessing weapons, and other measures instituted

by civil authorities).



Neutralizing special threats (such as snipers and bombings) that are highly dangerous to

government forces and the community. Military police Soldiers can take immediate protective

actions, secure an area, isolate the threat and, when authorized, use SRTs (see ATP 3-39.33) to

assist civilian authorities in apprehending or neutralizing the sniper. The military police force is

trained to perform the necessary actions when an explosive device is discovered. Military police

are to secure and evacuate the area, organize search teams, isolate the site, and immediately notify

explosive-ordnance disposal personnel.

Note.

In the United States, where the commitment of military forces to civil disturbances is

considered a last resort and the military involvement is limited by law, nonfederalized National

Guard military police units have long been employed by civil authorities for their unique

capabilities. Military police forces can isolate and contain an area with barricades, roadblocks, and

perimeter patrols. Military police units can assist civil affairs units by enforcing pass and

identification systems and public utility controls.

SUPPORT TO CIVIL LAW ENFORCEMENT

Providing support for domestic civilian law enforcement applies to the restricted use of military

assets to support civilian law enforcement personnel within the United States and its territories. These

operations are significantly different from operations outside the United States. Army forces support

domestic civilian law enforcement agencies under constitutional and statutory restrictions, as prescribed by

corresponding directives and regulations. For additional information see DODI 3025.21.

Except as expressly authorized by the Constitution of the United States or by another act of Congress,

the Posse Comitatus Act prohibits the use of active Army and Air Force as enforcement officials to execute

state or federal law and perform direct law enforcement functions. Likewise, US Navy regulations prohibit

the use of the Marine Corps and Navy for performing direct state and federal law enforcement functions.

However, the Posse Comitatus Act does not apply to state National Guard forces in state active duty status

and Title 32, USC status. Nor does the Posse Comitatus Act restrict the Coast Guard, even when under the

operational control of the Navy, since the Coast Guard has inherent law enforcement powers under Title 14,

USC.

Domestic law enforcement missions differ substantially from similar stability tasks associated with

civil security and civil control. The rights of civilians take precedence during domestic law enforcement

support except in extreme emergencies.

Law enforcement support falls into two broad categories: direct and indirect. Direct support involves

enforcing the law and engaging in physical contact with offenders. Indirect support consists of aid to civilian

law enforcement agencies but not enforcement of the law or direct contact with offenders. Federal laws,

presidential directives, and DOD policy prohibit federal military forces from enforcing laws and providing

security except on military installations. These laws, policies, and directives specify limited exceptions to the

restrictions. When authorized by the Secretary of Defense, federal military forces may provide indirect

support to civilian law enforcement agencies, but support is limited to logistic, transportation, and training

assistance except in life threatening emergencies. State and territorial governors can use state National Guard

forces for direct support of civilian law enforcement as a temporary expedient in accordance with state laws.

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7-1

Chapter 7

Police Engagement

Police engagement is a cornerstone to successful long-term police operations.

Successful police organizations interact with, and gain support from, most of the

population they serve. This holds true for civilian and military forces. Military police

and USACIDC elements conduct police engagement in all environments (supporting

bases and base camps and contingency operations). Police engagement occurs

(formally or informally) when military police and USACIDC personnel interact with

area residents, installation partners, law enforcement partners (local, state, tribal, and

federal), HN police and security forces, media personnel, social work services, and

other organizations that allow military police to gain and share information about threat

and criminal activity within an AO. Information obtained through police engagement

must be collected, analyzed, and distributed in a timely fashion to be of maximum

value to commanders, Soldiers, and the mission.

MILITARY POLICE OPERATIONS

7-1.

Army commanders are responsible for informing and influencing audiences inside and outside their

organizations. They do so to achieve local effects while ensuring that their activities and plans support and

complement their higher headquarters, available strategic communication guidance, and applicable U.S.

policy. Commanders are supported by several activities, including public affairs operations, military

information support operations, military deception, and Soldier and leader engagement.
7-2.

Police engagement is a type of Soldier and leader engagement specific to police operations. Police

engagement is conducted by military police and USACIDC personnel to engage local, HN, and multinational

police partners; police agencies; civil leaders; and local populations. Police engagement also passes and

obtains critical information relevant to police operations to influence internal and external audiences and help

determine policing strategies for an AO. Police engagement enables successful police operations and can

influence broader military operations or affect an AO.
7-3.

The goal of police engagement is to develop routine and reliable networks and relationships through

which police information and police intelligence can flow to military police and USACIDC personnel and

into the operations process. Police engagement is conducted—



Between law enforcement agencies.



With nonlaw enforcement organizations.



With the general population.

7-4.

Police engagement is an activity with two distinct purposes. It is used to inform the populace or other

agencies and organizations of specific data points and themes in an effort to persuade the population; mitigate

potential or occurring discontent or animosity; provide advanced notification of program, policy, or

procedural changes to mitigate potential problems; or gain support and develop a sense of community

involvement. Police engagement is also a means to interact with, and gain valuable information from, the

population or other agencies and organizations. It is enhanced by regular contact and the subsequent

development of trust.

Chapter 7

7-2

ATP 3-39.10

24 August 2021

7-5.

Based on the tactical situation and other requirements, police engagement can be formal or informal:



Formal.

Formal police engagement is generally conducted as part of a deliberate military police

or USACIDC Soldier and leader engagement strategy or a crime prevention strategy to gain

support or information or to convey a message. This activity requires preparation, coordination,

and proper reporting after a police engagement activity. Through formal police engagement,

military police and USACIDC personnel interact with and influence a wide range of personnel

and organizations (HN or multinational police, civil leadership, other governmental agencies,

nongovernmental agencies). In any situation, it is essential that exchanged information and data

are accurate and consistent with the informational themes and operations they represent.



Informal.

Informal police engagement is more widespread and less directive in nature; however,

it is no less important to the overall success of the mission. This level of engagement can occur

many times during a single mission or shift. It is not constrained by location, prior coordination,

or resources. Every time military police Soldiers and USACIDC SAs interact with personnel

outside their organization, they conduct an informal police engagement. By building a rapport

with the community, military police Soldiers establish avenues to obtain police information.

7-6.

During military police operations, military police conduct police engagement in support of bases, base

camps, and contingency operations across the range of military operations. It is important for military police

Soldiers to establish avenues to obtain police information and rapport with the HN community during

deployments. It is equally important to establish open communications with populations around bases and

base camps, to include civilian communities and local law enforcement organizations. Based on current

geopolitical and ideological factors, operations within a foreign operational environment typically add layers

of difficulty to police engagement due to language and cultural differences, possible animosity by HN police,

and potential dislike for the United States.
7-7.

Commanders set priorities and goals and provide resource for police engagement activities. Individual

military police Soldiers and teams interacting with the population conduct the bulk of police engagement.

During engagements leaders and Soldiers maintain a deliberate focus and commit to identifying criminal

actors, crime-conducive conditions. These and other criminal or policing factors could affect and area or

threaten the short- or long-term success of an operation

7-8.

Information and interaction resulting from police engagements should be reported to the staff through

the chain of command at the conclusion of the mission. This can be done through verbal back briefs, written

patrol reports, automated databases, or other reporting mediums. The information can then be evaluated for

further dissemination, analysis, and action, as required. If valuable information is identified, an informal

police engagement can quickly transition to a deliberate collection effort.

PLANNING AND COORDINATION

7-9.

Planning, information collection, analysis, and decision making are key elements of police

engagement. The protection of law enforcement-sensitive information and dissemination of actionable

information are central tenets that are maintained throughout police engagement operations. Effective police

engagement relies on the balance between making information available and the ability to protect sensitive

information. Sensitive or proprietary, if disclosed, may compromise ongoing law enforcement, intelligence,

or military operations.
7-10.

Military police and USACIDC personnel employ multiple engagement considerations before and

during police engagements. The preparation for collection efforts is subject to reviews and revisions as new

situations emerge and additional knowledge is obtained. The ability to redirect the focus of police

engagement and develop new avenues for information flow is a key strength, trained and honed by military

police and USACIDC personnel during the conduct of law enforcement missions supporting operations on

bases and base camps. This action provides the commander with a valuable trained asset for use during

deployments.

Police Engagement

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ATP 3-39.10

7-3

7-11.

Military police Soldiers are trained to incorporate the following:



Background.

As part of an initial mission analysis (whether the mission is preparing for routine

patrol in support of police operations on a base or base camp or to conduct a series of province-

wide cordon and search operations), military police and USACIDC personnel consider previous

experiences (missions in the area or similar missions in other areas) the authority for the mission

and the intent of the mission. Although these preparation operations normally involve

predetermined objectives (crime prevention, traffic control, security reinforcement), military

police and USACIDC personnel are flexible in their dealings with the populace, transitioning

immediately from one mission set to another as situations develop.



People.

During meetings and discussions, military police identify and reference designated

sources using a variety of means (names, positions, organizations, biometrics). The results of

previous engagements and the agendas of individuals or groups in similar positions could prove

beneficial to future operations.



Meeting preparation.

A primary source of information before a formal police engagement may

include police information and intelligence, intelligence summaries, insights from Civil Affairs

updates, and reviews of current command information themes and messages. Military police and

USACIDC personnel conducting police engagement should also review the current collection plan

for existing information and intelligence requirements. These sources may provide the latest

information from political or cultural advisers. When dealing with HN or multinational officials,

the protocol office and SJA can provide information regarding proper gift exchanges or similar

situations.



Adjacent unit coordination.

Military police and USACIDC personnel frequently have

boundaries that encompass two or more unit AO. When military police elements cross these

boundaries, care must be taken to ensure that the owning unit is aware of their presence and

mission. This coordination is important to address safety and security concerns; military police

must ensure that the police engagement is nested with the maneuver commander’s information

plan and operations. Coordination in support of bases and base camps includes coordinating with

civilian law enforcement in the event that military police or USACIDC personnel need to conduct

operations outside the installation.



Interpreter support.

One key to successful operations is experience and rehearsal with assigned

interpreters. Interpreter support will be required in most operations outside the United States and

may be required in some DSCA. Care is required to ensure that interpreters translate verbiage as

close to verbatim as the language and culture allow. Most interpreters are contracted HN or third

world country nationals. There is generally a limited number of U.S. Soldiers and contracted U.S.

citizens available who have the appropriate language skills required to serve as interpreters.



Uniform and equipment requirements.

Although basic uniform, protection, and equipment

requirements are often in place (especially during operational deployments), it may be productive

to review these requirements before police engagement missions. A risk assessment may indicate

that lowering individual uniform requirements (body armor, protective gear) during meetings with

HN police or civic and religious leaders will maintain adequate protection while allowing a better

flow of information and connection between the parties present. At other times, recording devices

may be used, overtly or covertly, to ensure that all conversations are accurately captured. Care is

required to ensure that these operations comply with U.S. and HN laws.



Post engagement follow-up operations.

Timely summaries to stakeholders are critical to ensure

that information collected is appropriately disseminated, proper analysis is conducted, information

gaps are identified, and collection plans are updated for future engagements. Care must be taken

to ensure that information dissemination restrictions are followed. When conducting police

operations involving U.S. persons, military and other intelligence organizations must operate

under significant constraints. Law enforcement agencies may make information law enforcement-

sensitive, effectively restricting it to law enforcement personnel. Military police and USACIDC

personnel must be familiar with legal and regulatory constraints on law enforcement information.

See ATP 3-39.20.

Chapter 7

7-4

ATP 3-39.10

24 August 2021

LANNING

ONSIDERATIONS

7-12.

Formal and informal police engagement are critical to effective military police operations. They

provide means to gain support within the community, develop positive relationships and a sense of trust with

the population and other organizations (law enforcement and nonlaw enforcement), and relay important

safety and protection information relevant to police operations. Information obtained through police

engagements can be critical to effective police operations and, within a contingency environment, support

Army operations by providing timely and relevant information to the operations process and integrating

processes (intelligence preparation of the battlefield, targeting, and risk management).
7-13.

When planning for police engagements, commanders, PMs, and staffs must ensure that relevant

information and intelligence requirements are provided to military police and USACIDC Soldiers. These

Soldiers must understand the requirements and the intent. This includes elements on deliberate collection

missions and other missions. Many times, chance encounters with the public or other officials can provide

police engagement opportunities, thus resulting in the spontaneous presentation of information relevant to

intelligence requirements. These informal contacts can also result in the collection of information that can

affect operations.
7-14.

Many times, imparting information regarding police operations (law enforcement and policing

initiatives, public safety information, public service communications) is necessary. The PM or military police

commander may want to conduct a police engagement to educate and calm the public following a specific

event or series of events; gain public support for specific investigations or general law enforcement

initiatives; or provide advance notice of upcoming events, initiatives, or other potential changes to the AO

that affect the community. PMs, military police commanders, and staffs must deliberately shape the message

they want to portray to the population.
7-15.

Specific talking points developed in advance of a police engagement can help military police and

USACIDC personnel deliver a consistent message to the public. Talking points regarding policing topics and

other military operations may be issued by a military higher headquarters or other Army law enforcement

organization should be worked through the echelon PM. Civilian agencies, including law enforcement

organizations working with the U.S. military, may also issue talking points. Military police and USACIDC

elements ensure that information is coordinated and synchronized with higher and supporting elements so

that there is no conflict in the message or compromise of protected information.

Individual Motivations

7-16.

Military police should be aware of underlying motivations that may drive persons to interact with, and

provide information to, military police and USACIDC Soldiers. While conducting police operations in

support of bases and base camps, persons may be motivated to pass information to military police due to a

sense of duty or justice. The military culture is based on values that encourage a sense of duty, honor, and

doing what is right. This is beneficial when policing military communities. Others may come forward because

they may be complicit in criminal activity and are cooperating in hopes of receiving leniency. Some may

seek to obtain revenge against an individual that has done something (real or perceived) to slight, hurt, or

anger them. These are just a few possible factors that may motivate members of a population to come forward

with information.
7-17.

Some of the same motivations discussed in the previous paragraph may be relevant within contingency

operations overseas. However, HN personnel may have different motivating factors for interacting and

cooperating with military police and USACIDC Soldiers specifically and with U.S. forces in general. When

military police interact with the HN population, individual sources may be influenced by—



Feelings of support for overall U.S. goals.

This support may stem from a desire to help their

country by assisting U.S. forces or a desire for justice, fear, desperation, or revenge. Individuals

may provide false information to extract revenge or gain an advantage. Victims may see the United

States as a liberating force and protector.



A hope for money or support.

Motivations of self-interest (such as a fear of criminal, terrorist,

or insurgent elements) may cause victims to seek out U.S. or other multinational forces.



Self-serving interest.

Gaining influence, power, or prestige within their own government circles

or among other police and civic leaders

Police Engagement

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7-5

7-18.

In all environments and circumstances, military police (commanders, staffs, and police intelligence

analysts) must be cognizant of the potential motivations behind individuals providing information and their

track record of reliability in reporting information on the enemy or criminal threat. The corroboration of

information is required, especially if it may lead to detention, the use of force, or other targeting.

Public Affairs and the Media

7-19.

The command or installation public affairs office can be extremely important. They assist in scheduling

and preparing for media interactions and will usually accompany military police and USACIDC leaders and

Soldiers to interviews. Soldiers should understand that the media will publish articles about events when

Soldiers are involved. Although the coverage may not always be complimentary, a leader’s job is to ensure

an accurate and fair presentation. Public affairs personnel monitor local media outlets for stories and citizen

concerns. In overseas environments, public affairs personnel may employ HN citizens or other personnel

with knowledge of the language and culture who cannot only translate articles, but can also explain the

significance of terms, slang, and political displays.
7-20.

The operational environment can change rapidly. Singular events may cause sudden or violent shifts

in public sentiment. These events may occur within or outside the affected AO. Civilian media outlets can

be key sources of information for identifying and assessing changes in public sentiment, the geopolitical

climate, or ideological trends. Monitoring these venues can help commanders and staffs develop police

engagement strategies. Individual Soldiers may become spokesmen or media symbols based on single events,

photographs, or statements. This can occur during law enforcement activities that support bases, base camps,

or contingency operations.

Cultural and Religious Considerations

7-21.

In some instances, cultural and religious differences, convictions, and traditions will heavily influence

how individuals within some cultures interact with military police or other Soldiers. Cross-cultural

communication can require significant time to build relationships and trust. Soldiers may have to engage in

conversations to build rapport before engaging in critical discussions and decision making. Many cultures

see our desire to get straight to the point of business and will not build relationships. In some cultures, only

the eldest male can speak for the group and women may not be allowed to speak to men outside their

immediate family. These situations can be significant barriers to effective communication. Military police

and USACIDC Soldiers must understand and shape their police engagement methods to overcome cultural

and religious barriers. The use of female military police or USACIDC personnel may facilitate reaching

female civilians in certain cultures. When available, military police planners will ensure a formal briefing on

local cultural and religious considerations is conducted prior to engagements.
7-22.

Chaplains, although not normally a part of specific military police operations or investigations, can

often provide insight into the religious customs that may discourage an individual from cooperating with

military police. Typically, there is no requirement for an in-depth understanding of all facets of a religion or

culture, but simple rules of behavior and how to interact and ask questions may be extremely helpful.

OORDINATION

CTIVITIES

7-23.

Coordination with other agencies, units, and organizations (other governmental agencies and

nongovernmental organizations) operating in the area is critical to successful police engagement strategies.

Deliberate police engagement strategies should be coordinated and synchronized with associated

stakeholders, units, and organizations operating within the AO. In many formal venues, these stakeholders

may participate with military police and USACIDC personnel. For example, town hall meetings scheduled

to discuss problems within a community may include representation from other law enforcement agencies,

local government officials, unit commanders, and community leaders. Coordination with other stakeholders

and elements in the AO also ensures that supporting interests are not damaged by information disseminated

by military police or USACIDC personnel. The public affairs office will typically work to ensure that talking

points and strategic communication themes are published and synchronized. They can also assist in

modifying or framing a specific message or talking point to mitigate conflict with other friendly efforts.

Chapter 7

7-6

ATP 3-39.10

24 August 2021

7-24.

Training events with HN security forces can be used to instill esprit de corps, which often results in an

increased capability, function, and desire to work with U.S. forces. Common equipment, uniforms, weapons,

and tactics can contribute to a more consistent interaction between forces. Early in Operation Iraqi Freedom,

planners decided to design Iraqi police uniforms with brassards. To match these uniforms closely with the

U.S. military police Soldiers and for easy identification by U.S. Soldiers, Iraqi Police were provided with

Iraqi Police brassards to signify their country. While considered a logistical function at face value, the action

was also a deliberate police engagement strategy designed to build camaraderie and develop a sense of

cooperation and teamwork between military police units and the supported HN personnel and Iraqi police.
7-25.

Visitors to theater detention facilities provide opportunities for military police Soldiers to conduct

police engagement operations at the individual level. Themes and agendas should be carefully vetted with

the higher headquarters information operations officer and element to ensure that they are consistent with

facility SOPs and command guidance. All visitors to theater detention facilities are considered potential

voices to the local community reference the level of care and security provided by U.S. forces. Visitors are

also potential sources of information for U.S. forces. Family members that visit theater detention facilities

generally avoid contact with U.S. forces due to fear and social pressure. When possible, certain aspects of

visits should be designed to lower those preconceptions and afford opportunities for information flow. See

FM 3-63.

COLLABORATION AND FUSION

7-26.

Effective collaboration and fusion are designed to communicate actionable information on threats,

incidents, and information pertaining to the operational environment; to enhance situational understanding;

and to maximize the ability to assess the level of risks and execute plans to mitigate emerging threats.

Networks are developed to enhance the exchange and collaboration of police information. The effective

implementation of a network is based on active participation by military, government, and private sector

security partners in robust multidirectional information sharing. When organizations are provided with a

comprehensive picture of threats or hazards in the operational environment and participate in ongoing

multidirectional information flow, their ability to assess risks, make prudent security decisions, and take

protective actions is substantially enhanced. Similarly, when military police and USACIDC personnel are

equipped with an understanding of the information needs of other military and civilian organizations, they

can adjust information collection, analysis, synthesis, and dissemination activities accordingly.
7-27.

An information-sharing approach constitutes a shift from strictly hierarchical to a networked model,

allowing distribution and access to information (vertically and horizontally) and the ability to enable

decentralized decision making and actions. The objectives of the network approach are to—



Enable secure multidirectional information sharing that focuses, streamlines, and reduces

redundant reporting.



Implement a common set of communications, coordination, and information-sharing capabilities.



Provide a robust communications framework tailored to specific requirements.



Provide a comprehensive common operational picture that includes timely and accurate

information.



Provide timely incident reporting and verification.



Provide a means for the integration of state, local, tribal, and private sector security partners in the

intelligence process, as appropriate.



Protect the integrity and confidentiality of sensitive information.

7-28.

Regardless of the operational environment, subtle influences will create variations in network

membership. The availability of agencies within the local operational environment, the varied personalities

of organizational leaders, and cultural or operational differences between agencies are factors that may

influence membership participation and team dynamics.
7-29.

Military police and USACIDC personnel may develop networks that support bases, base camps, or

specific AO during contingency operations. Standardization provides a platform for tailoring staff, providing

institutional training, and selecting the most appropriate resources (automation, other emerging

technologies). The successful development of networks can increase cooperation between local agencies and

Police Engagement

24 August 2021

ATP 3-39.10

7-7

provide a mechanism for developing local, regional, national, or international networks to enable information

sharing.

ETWORK

ARTICIPANTS

7-30.

A network should be tailored to meet the realities of the operational environment. The network is

influenced by threat assessment, information and intelligence requirements, and the specific needs of

participating agencies. A network will generally consist of agencies located within the immediate operational

environment. Internet connectivity and functional networks have expanded the number of agencies that can

participate in local networks. This is particularly important when specialized capabilities are required to fill

capability gaps supporting operations within the AO. If particular agencies are not represented in the local

environment (Federal Bureau of Investigation, Drug Enforcement Administration field offices, military

intelligence, HN law enforcement), military police and USACIDC personnel can add them to their network

by leveraging another law enforcement network or making direct contact with the agency using Internet

services and functional networks.
7-31.

A network will typically have a core of regular participants. Relationships beyond the core participants

can fluctuate based on numerous factors (specific circumstances, operations, incidents). Relationships will

continue to develop, and the number of core participants may increase as bonds are strengthened through

joint ventures and as agencies expand their own operating networks. The missions and priorities of individual

organizations will greatly affect personnel participation and the level of sharing.
7-32.

A comprehensive communications system to support the network will ensure uninterrupted contact

between elements, when necessary. Contact lists for agencies should be disseminated throughout the network

and routinely checked to validate less frequent contacts and maintain personal working relationships.

Agencies should have compatible communication systems for routine support. (See ATP 3-39.20 for

additional information on establishing networks.) There are significant restrictions regarding information

sharing, especially regarding U.S. persons. The supporting SJA should be consulted to ensure that

information sharing and fusion activities are within the legal parameters established by U.S. law and DOD

policy.

USION

ELLS

7-33.

Fusion cells provide a structured mechanism through which government agencies, civil and military

law enforcement, public safety, and private sector stakeholders can come together with a common purpose

and framework to improve criminal activity prevention, security measures, and contingency planning.
7-34.

A fusion cell is a collaborative effort in which participating agencies coordinate and synchronize their

efforts to facilitate analytical collaboration. It can include law enforcement and intelligence agencies

(depending on the environment and mission) that provide resources, information, and expertise to support

the combined effort. The combined efforts of an effective fusion cell enhance the ability to detect, prevent,

investigate, and respond to criminal and terrorist activity within a specific AO. The primary purpose of a

fusion cell is the analysis of disparate or unrelated data sources. For example, a police agency that is a member

of a police intelligence fusion cell may have information within its files that complements or completes

information in another police, state, or government agency database referencing potential threats. See

ATP 3-39.20 for additional information on fusion cells.

EETINGS

ORKING

ROUPS

AND

OARDS

7-35.

Commanders establish meetings, working groups, and boards to integrate staff, enhance planning and

decision making, and ensure the synchronization of activities. They also designate staff elements to

participate in meetings, working groups, and boards. (See FM 6-0 for additional information on meetings,

working groups, and boards.) These forums are important venues for police engagement activities. The PM,

military police, USACIDC commander, and staff should ensure that police engagement strategies and

opportunities are maximized appropriately during these opportunities.

Chapter 7

7-8

ATP 3-39.10

24 August 2021

7-36.

Meetings, working groups, and boards serve as forums for information exchange and integration, but

are slightly different in their purpose and intent. These forums are described as—



Meetings.

A meeting is scheduled to present and exchange information. Depending on the meeting

purpose, attendees may involve the commander, chief of staff, staff principals, subject matter

experts, and subordinate echelon commanders and staffs.



Working groups.

A working group is a group of predetermined staff representatives who meet to

provide analysis, coordinate information, and provide recommendations for a particular purpose

or function.



Boards.

A board is a temporary group of selected staff representatives with delegated decision

authority for a particular purpose or function.

7-37.

The military police staff participates in numerous meetings, working groups, and boards to ensure the

integration and synchronization of military police missions and requirements. Military police and USACIDC

staffs participate to ensure that specific police-related information and other military police-related

information and intelligence requirements are integrated, relevant, and fused into the operations process.
7-38.

Typically, military police staff elements will participate in—



Meetings.



Operations synchronization (led by the current operations cell).



Operations update and assessment (led by the current operations cell).



Movement synchronization (led by the sustainment cell).



Working groups.



Antiterrorism.



Threat.



Operations and intelligence.



Plans or future operations.



Assessment.



Targeting.



Information operations.



Civil affairs operations.



Personnel recovery.

24 August 2021

ATP 3-39.10

8-1

Chapter 8

Traffic Management and Enforcement

Traffic management and enforcement are integral parts of police operations.

Maintenance and the orderly movement of personnel, equipment, supplies, and other

resources are critical to military operations and a functioning civilian infrastructure.

Traffic management and enforcement are important parts of the overall effort to

establish and maintain traffic control to protect personnel and resources. Effective

traffic control and traffic management require elements from many disciplines

(military police, engineer, transportation, safety). Each element provides specific

technical capabilities to develop and implement traffic management plans that enable

the freedom of movement for military commanders and the communities in the AO.

This chapter focuses primarily on traffic management and enforcement associated with

the police operations discipline; however, a framework is provided which illustrates

the relationship between police operations-related traffic management and

enforcement and the related policing tasks conducted within the security and mobility

support discipline.

SUPPORT

8-1.

Military police conduct traffic management and enforcement support across the range of military

operations. Traffic management and enforcement are critical to maintain freedom of movement for military

and civilian traffic on bases and base camps, within AO, and within HNs in support of civil control efforts to

maintain freedom of movement for military personnel and resources supporting the maneuver commander

during combat operations. Military police conduct traffic management and enforcement as parts of an

overarching and multifunctional traffic management effort. Traffic management is the direction, control,

supervision, and execution of all activities required to enable freedom of movement for persons, vehicles,

and resources. Traffic management holistically involves transportation, military police, engineer, and other

technical capabilities.
8-2.

Traffic management and enforcement by military police are manifest within three mission sets.

Military police—



Conduct traffic control.



Conduct traffic enforcement.



Investigate traffic collisions.

8-3.

During police operations, these operations are conducted within stable environments. They are

characterized by support to general order and law enforcement efforts to maintain order and the rule of law.

Traffic management and enforcement within this context can also be critical during a transitional period; a

nation may experience instability due to certain situations (major conflicts, natural or man-made disasters).

Military police units may be required to assist the HN in establishing civil control and supporting governance

under the rule of law.
8-4.

Traffic management and enforcement also manifest in policing activities typically associated with the

military police discipline of security and mobility support. These activities are not tied to a law enforcement

effort and the rule of law, but focus on enabling orderly movement and preventing disruptions to lines of

communications critical to military operations. It is important to understand that during transitional periods

associated with contingency operations, there may be no clear delineation between law enforcement-related

traffic management and enforcement and security and mobility support.

Chapter 8

8-2

ATP 3-39.10

24 August 2021

Note.

Within the United States or its territories, any traffic operations or another law enforcement

operation conducted off a military installation must be conducted within the constraints of the

Posse Comitatus Act and other U.S. law, state laws, and DOD policy. The local SJA should be

consulted before any activities are conducted off an installation to ensure that operations are

conducted within these legal restrictions.

OLICE

PERATIONS

8-5.

Traffic management and enforcement conducted in support of police operations are law enforcement

or policing tasks that directly support the maintenance of good order and discipline as part of a broader police

mission set conducted by military police. Law enforcement tasks related to traffic management and

enforcement include those associated with traffic enforcement and collisions. Additional traffic control tasks

are conducted as a means to enable freedom of movement and maximize traffic flow through the―



Employment of police engagement and public awareness activities.



Use of traffic control posts (TCPs), when required, during peak traffic times, special events,

collisions, disasters, or other incidents.



Analysis and assessment of traffic conditions to develop recommendations and solutions to traffic

problems.

8-6.

TMCIs receive specific training to conduct traffic management and enforcement. They possess specific

capabilities in traffic collision investigations and enforcement of traffic-related laws, including suppression

of driving under the influence violations. TMCIs provide expertise and assist the PM and military police staff

in developing traffic control and enforcement plans. These plans combine all elements of traffic management

and enforcement (enforcement, investigation, and control) into a holistic traffic plan.
8-7.

In some environments and circumstances, extensive analysis may be required to address systemic

traffic problems. These problems can be the result of―



An increase in traffic volume.



Construction causing serious restrictions in road capacity, thus impeding the flow of traffic.



Natural or man-made disasters or conditions that damage or restrict trafficability (including

combat operations, industrial accidents, or weather and geologic incidents).



Traffic control device and measure loss. This causes chaotic and dangerous conditions for persons

and vehicles.



Special events (ceremonies, festivals, sporting events).

8-8.

TMCIs are trained to conduct baseline traffic studies required for gathering traffic-related data to

conduct analysis and assessment on traffic flow. Traffic studies and subsequent analyses and assessments are

critical components to establishing successful traffic control measures. These technical capabilities are

enhanced when combined with multifunctional teams (engineer, transportation, other key capabilities). These

multifunctional teams may be required to conduct large-scale traffic assessments, address problems that may

require road or highway construction, or assist with implementing major changes to traffic control device

implementation and placement.

ECURITY AND

OBILITY

UPPORT

8-9.

Security and mobility support is a military police discipline conducted to protect the force and

noncombatants and preserve the commander’s freedom of action. Military police units expedite the secure

movement of theater resources to ensure that commanders receive the forces, supplies, and equipment needed

to support the operational plan and changing tactical situations. Security and mobility support include many

traffic-

related tasks required for effective traffic control. These tasks include―



Developing traffic regulation and enforcement plans.



Conducting enforcement of main and alternate supply route regulations.



Providing straggler movement control.

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-3



Controlling movement of displaced civilians.



Conducting populace and resource control.

8-10.

The same skills and capabilities required for traffic management and enforcement during law

enforcement missions are equally relevant to security and mobility support and efforts to maintain freedom

of action for U.S. forces. These skills and capabilities make military police Soldiers the optimum choice for

traffic control tasks, regardless of the environment. Military police—



Integrate movement control and highway regulation plans into military police traffic control plans.



Provide traffic control on main supply routes and enforce highway regulation plans.



Reroute and divert traffic as required by the tactical situation or directed by movement control

personnel.



Provide traffic and route reports on the status of main supply routes to movement control centers.

8-11.

Military police conduct security and mobility support to expedite military traffic flow by operating

TCPs at critical locations. They control traffic flow through the employment of holding areas and defiles to

control movement through restricted terrain. Military police apply traffic control measures to enable freedom

of movement by emplacing and monitoring route signs on main supply routes and alternate supply routes and

patrolling those routes to ensure compliance with traffic regulation directives. They may conduct security

and mobility support as a functional element or as part of a combined arms effort. Military police routinely

work with engineer route clearance teams, EOD teams, sustainment (logistics and movement control)

elements, and aviation support to open and maintain the security and viability of lines of communications to

ensure that commanders can deploy and employ forces during critical times and at critical places in the

operation. Security and mobility support are discussed in detail in FM 3-39.

PLANNING

8-12.

Traffic management and enforcement are planned within the context of broader police operations.

Traffic management and enforcement are critical elements to any policing plan; they enable freedom of

movement and facilitate rapid and efficient response times. This enables military police and other traffic

control elements to initiate appropriate actions to mitigate disruptions. The goal of effective traffic

management and enforcement is to enable the use of existing and future road networks (with applicable traffic

control measures) to enable the unencumbered movement of personnel and resources in the most efficient

manner possible. Traffic control includes all active and passive measures used to mitigate traffic congestion,

and it enables the safe movement of vehicular and pedestrian traffic. Traffic enforcement activities are

employed to compel compliance with traffic control measures when voluntary compliance fails.
8-13.

There are many considerations that PMs, military police commanders, and staffs must address when

planning traffic management and enforcement. Traffic management and enforcement at bases and base camps

are characteristically stable; traffic patterns and traffic management are typically well established. Consistent

with law enforcement planning in general, the planning and execution of traffic management and enforcement

within these AO involves incremental changes to address specific incidents, emerging traffic problems, or

changes that affect traffic flow. This may also be the case in some expeditionary environments, depending

on specific mission sets and environmental factors. However, many expeditionary AO require extensive

traffic planning to overcome the lack of planning and significant degradation of the AO and associated

infrastructure due to natural or man-made factors (combat operations, natural disasters, lack of capability

within HN police and security forces).
8-14.

Whether planning incremental changes to existing operations or significant and comprehensive

changes to traffic management and enforcement, PMs, military police commanders, and staffs consider a

myriad of factors. Failure to consider these factors can have a detrimental effect on traffic flow and the ability

of military and civilian populations to move personnel and resources through the AO. Many considerations

have likely been addressed on mature bases and base camps. However, it is important to understand the

importance of these elements so that future recommendations for incremental traffic control adjustments (to

address existing issues, emerging problems, or major construction) can be made with an understanding of the

existing traffic control configurations.

Chapter 8

8-4

ATP 3-39.10

24 August 2021

UNCTIONAL

REA

DENTIFICATION

8-15.

The areas of functional specialization or purpose should be identified. On bases and base camps, these

areas can include—



Headquarters locations.



Training areas.



Residential neighborhoods.



Barracks locations.



Motor pool concentrations.



Warehouse elements.



School zones.

8-16.

Within HN areas near military bases or base camps, areas of functional concentration can include—



Government centers.



Industrial elements.



Airports and seaports.



Residential neighborhoods.



Commercial districts.

8-17.

When establishing traffic routes and patterns, main thoroughfares should be routed around the

periphery of these functional areas. Through traffic should be concentrated on a minimum number of well-

defined, easily controlled routes. This action allows traffic to proceed without the delay caused by vehicles

entering or exiting a facility.

RAFFIC

ONTROL

EASURES

8-18.

The military police staff should identify and establish (when required) a primary traffic control plan to

address high-volume conditions and to mitigate or prevent excessive traffic on side and residential streets.

The traffic control plan should establish major routes to bear most of the traffic load. Primary routes should

pass around the periphery of functional areas to preserve area integrity. Interconnecting routes (arterial routes

and collector streets) should also skirt the boundaries of major areas. Every effort should be made to

discourage the unnecessary use of roads in residential areas, troop housing areas, or other areas where

significant pedestrian traffic and congestion due to high-population densities make excessive vehicle traffic

hazardous; through traffic should be discouraged in these areas.
8-19.

One-way roads may be implemented to improve traffic flow and safety. When throughput capacity is

a problem, narrow roads can carry a greater volume when designated for one-way traffic. One-way traffic

can help reduce congestion at intersections and decrease traffic collisions, especially where a high traffic

collision rate is caused by vehicles that are turning across the flow of traffic. Temporary, one-way roads may

reduce congestion and increase traffic flow (for example, during morning and evening rush hours). Reversing

the flow can mitigate traffic congestion and delays (for example, one way in during morning hours and one

way out during afternoon hours). Eliminating or restricting curb parking can increase safety and traffic flow

on the road and eliminate the need to convert two-way roads to one-way roads.
8-20.

Speed zones should be determined in relation to the roadway and its relative separation from the areas

the road passes through. Elevated or otherwise separated highways designed for through travel can be posted

for higher maximum speeds. Minimum speeds should also be considered for these roadways to prevent

unnecessary traffic backups and unsafe conditions. Lower speeds are required for side and residential streets.
8-21.

The established speed limit should safely handle traffic, allowing for a sufficient stopping distance

between likely hazards. Reasonable speed limits encourage driver compliance. Historically, a speed in the

85th percentile (as surveyed in a particular road or condition) has been used as the rule of thumb for

establishing maximum speed limits. Although, recent studies have shown that actual posted speed limits tend

to be a few percentage points lower than 85 percent. By establishing a speed consistent with what the majority

of the population would choose to drive with no outside interference (the 85th percentile), the speed limit

will be enforceable and more likely to achieve compliance. Unnecessarily restrictive speeds may be ignored

by drivers, requiring greater and unnecessary enforcement efforts.

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-5

EHICLE AND

EDESTRIAN

OLUME AND

OAD

APACITY

8-22.

The volume or throughput of vehicles and pedestrians within an AO is an important data element for

traffic management. The identification of high-volume routes and, conversely, low-volume routes can be

helpful when determining routing options. Traffic studies may be required to obtain accurate data, especially

if historic data is not available. Special attention should be given to cyclic and predictable peaks in traffic

flow (morning and evening commutes, shift changes within major industrial areas, civic or sporting events).
8-23.

All roadways have maximum traffic capacities based on their construction (reinforced concrete,

asphalt, gravel, dirt), which determines vehicle weight, width, and length restrictions. The thickness, quality

of the materials used, slope, grade, and other factors are critical in these determinations. The physical size of

the roadway (width and number of lanes) and characteristics (the number of feeder roads, cross streets,

intersections, roundabouts) can also affect the capacity of the roadway. These characteristics can be

determined by military police conducting hasty route reconnaissance or traffic studies. While military police

are capable of conducting basic route reconnaissance, deliberate route reconnaissance and highly technical

traffic studies require engineer support. Engineers can provide the technical knowledge and capabilities to

assess and classify roads and determine maximum capacities. Engineer technical expertise is also required

when construction or reconstruction of roads and highway networks is needed. See ATP 3-34.81 for

information on route reconnaissance and route classification.

RAFFIC

OLLISION AND

NCIDENT

ISTORY

8-24.

Traffic collision and incident history is an important part of any traffic analysis and planning effort.

The identification of traffic collision history and traffic-related incidents (driving under the influence, road

rage, speeding) can enable the staff to determine trends, patterns, and associations that can be useful in

pinpointing problem areas. This information can lead to further investigations to determine causal

relationships that require mitigating efforts. Traffic collisions should be organized by type, severity, time,

date, and other relevant criteria to aid analysts in identifying relevant trends, patterns, and associations.
8-25.

Collision data for bases and base camps can be queried from ALERTS. The data can then be organized

by criteria and the results manipulated to an appropriate format (written report, briefing, GIS map, or a

combination of the three) to meet the purpose and intent of the assessment. In contingency environments,

there may be no database available for query. The AO may have been disrupted to a point that records were

destroyed; record keeping ceased, thus causing breaks in the historical record; or records relating to traffic

collisions or other incidents were not kept by the HN.
8-26.

When HN records are available, coordination with HN police personnel may produce the desired

collision information. Many times, especially following a major disruption due to combat operations or

natural or man-made disasters, traffic patterns and population movement are altered to a point that historical

data may not provide a relevant picture of current problem areas. This can be especially true when a large

U.S. and multinational presence (military and civilian) has drastically increased the thoroughfare on HN

roads. In these cases, military police and other staff elements may be required to begin tracking collisions

from a given point in time. Trends, patterns, and associations will begin to emerge as time passes and the

data builds.

PECIAL

VENTS

8-27.

Special events often generate heavy traffic volume (pedestrian and vehicular). These events range from

large concerts and sporting events to major holiday celebrations and political events. Regardless of the

specific event, these activities can create major disruptions to routine traffic flow and typically require

significant planning, preparation, resources, and manpower to mitigate disruptions and control traffic ingress

and egress event parking. Traffic control planning for special events is typically conducted as part of a holistic

special event plan that includes other law enforcement activities, coordination of additional joint all-hazard

emergency response requirements (medical, fire, EOD, SRT), engineering assets, public affairs assets, and

associate government or private sector sponsors and coordinators to ensure life, safety, and security of staff,

participants, and spectators.

Chapter 8

8-6

ATP 3-39.10

24 August 2021

8-28.

Traffic control considerations include―



Ingress and egress routes.



Direct routes to and from the immediate event area.



Ingress routes that terminate at designated and identified event parking areas.



Routes that do not allow event traffic to spill over into residential and other nonevent areas.



Detour routes that allow normal traffic (not event-related) to avoid the event area.



Emergency vehicle access. Personnel should designate, mark, and protect routes for emergency

vehicles and ensure that emergency vehicle operators are briefed on these routes.



Barriers, traffic cones, temporary signing, and other associate traffic control equipment.



Public awareness.



Specific routes and parking plans publicized through media outlets, flyers, and other venues

before the event.



Directional and guide sign use.



Event operations centers for law enforcement and other emergency response personnel.



Traffic control personnel requirements.



Critical intersections and choke points which require that manned TCP requirements be

identified.



Personnel requirements identified, to include enough personnel for breaks or rotations.



TCPs in place before the event start and end times. Failure to place TCPs early may result in

traffic control personnel being unable to get through traffic and reach their assigned location.



TCP personnel able to answer questions from the public regarding directions, parking, and

other general event information.



Communications.



Dedicated event radio frequency for event support personnel (apart from the standard law

enforcement net) to avoid interference with normal (nonevent) police operations.



Additional batteries and charging capacity.



Dedicated call signs.



Logistics.



Water points or delivery plans for event support personnel.



Meal delivery or rotation plans.



Latrine requirements.

RITICAL

NCIDENT

ESPONSE AND

NCREASED

HREAT

ONDITIONS

8-29.

PMs, military police commanders, and staffs must ensure that traffic planning and traffic control

requirements are included in local crisis incident response planning. Crisis incidents, regardless of their

nature, will significantly impact normal traffic patterns. Planners must consider the potential impacts and the

actions and resources that are required to mitigate those effects.
8-30.

Some incidents are relatively localized. Traffic control considerations in these cases may be relatively

easy to employ and may be within the capabilities of the force that is on duty at the time of the incident.

However, other incidents may impact a larger area, creating significant traffic control challenges. These

incidents are inherently chaotic and involve many elements, each with their own personnel, equipment, and

other requirements. These assets must be able to move into the incident area. They must be resupplied and

sustained. Civilians and military personnel not directly involved with the incident and relief effort must be

evacuated, housed, and sustained. All of these moving pieces disrupt the normal flow of traffic; traffic control

efforts must be emplaced to enable appropriate movements to occur.
8-31.

Typically, military police staffs will be involved with establishing critical-incident response plans for

bases or base camps within contingency environments. These plans will typically address a wide variety of

incidents deemed most likely to be faced by elements within the affected AO. These critical-incident response

plans are based on the environmental conditions specific to the AO, threats within the area, and potential

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-7

man-made disasters due to industrial or other facilities within the AO or area of interest. A critical event may

result in shutting down all access points to the base or base camp stopping all vehicle and pedestrian traffic

from entering or exiting. For each individual incident response plan, military police planners responsible for

law enforcement and traffic control planning must assess the likely impact area for each specific incident and

develop traffic control recommendations accordingly. These recommendations must be coordinated and

synchronized with all other elements of the crisis response plan. Military police planners must understand

the requirements of other response and relief elements to be prepared to support those requirements.
8-32.

Increases in the force protection condition can also significantly impact traffic flow and traffic control

requirements. Military police staff must be heavily involved with the antiterrorism personnel responsible for

developing antiterrorism plans for bases and base camps to ensure that they understand the increased

requirements inherent with an elevated force protection condition and plan accordingly. Increased force

protection condition requirements can impac

t traffic control planning and execution in areas that have―



Manpower and equipment requirements increased

due to―



Checkpoint operations.



Random antiterrorism measure requirements.



Law enforcement patrol requirements.



Parking constraints.



Movement or the addition of traffic control devices (barriers, lighting).



Route changes.



Ingress and egress routes.



Road closures (due to increased standoff requirements).



Traffic implications emanating from parking constraints (due to increased standoff requirements).

TRAFFIC CONTROL

8-33.

Traffic control includes the actions and measures employed to facilitate the movement of personnel

and resources and to mitigate disruption to the flow of traffic. These traffic control activities and measures

range from those requiring extensive manpower expenditures to those requiring considerable initial-cost

equipment and automated technologies expenditures (thus requiring relatively low maintenance and having

little to no manpower requirements).
8-34.

Traffic control activities are an integral part of military police traffic management. Traffic control

measures and activities can include―



TCPs.



Traffic control devices.



Police engagement and public education campaigns.



Traffic studies and assessments.

RAFFIC

ONTROL

OSTS

8-35.

traffic control post

is a manned post that is used to preclude the interruption of traffic flow or

movement along a designated route (FM 3-39). A TCP is used to support police operations or security and

mobility support operations when required to facilitate movement. TCPs are established to provide traffic

control on a specific point of terrain where freedom of movement is degraded. The primary purpose of TCPs

is to ensure the orderly traffic movement according to the traffic control plan, prevent unnecessary delay, and

meet command safety requirements.
8-36.

TCPs are employed in all environments, from bases and base camps to contingency operations. They

can be deliberate traffic control measures conducted based on traffic control plans, traffic assessments, or

specific contingency plans. TCPs can also be conducted as hasty traffic control measures in response to traffic

Chapter 8

8-8

ATP 3-39.10

24 August 2021

collisions, threat incidents, or other unforeseen circumstances that impact traffic flow. For example, TCPs

may be employed—



When a road network is inadequate to accommodate traffic.



To ensure that designated traffic or convoys receive priority and uninterrupted movement.



When serious delays or congestion occur or are anticipated due to a temporary condition.



To facilitate detours around―



Traffic collision sites.



Threat incident sites.



Temporary roadway degradations (downed bridges, damaged roadways, flooded streets).



To support special control and security requirements for designated persons.



To facilitate traffic control supporting special events.



In response to reported interruptions of traffic.

8-37.

The configuration and exact positioning of a TCP depends on several factors. The safety of military

police Soldiers conducting traffic control operations is the foremost concern. It is critical to ensure that traffic

control personnel are able to see all approaching vehicles and threats and that the drivers are able to see traffic

control personnel. The following factors affect military police positioning:



Degree of control required.



Amount of time available to plan and prepare for execution.



Design and characteristics of the intersection or roadway.



Traffic volume and types.



Light and weather conditions.



Threat conditions.

RAFFIC

ONTROL

EVICES

8-38.

Traffic control devices are used to facilitate traffic movement by providing information, direction, and

instructions to vehicle operators and pedestrians. They are used as an economy of force measure that reduces

the requirements for military police or other personnel to physically conduct traffic control functions,

facilitate the safety of personnel and equipment, and transmit information to vehicle operators and

pedestrians. Traffic control devices include―



Signs. These can include permanent, temporary, or automated message boards or other

information delivery means.



Traffic signals.



Pavement markings.



Railroad crossing control signals and mechanisms.



Drop gates.



Barriers used to change traffic direction, stop traffic, or segregate traffic elements.



Speed reduction devices (speed humps, serpentines).



Road reflectors.



Roadway grooving.



Traffic cones and portable bollards.

8-39.

Permanent and semipermanent traffic control devices are generally emplaced by engineer personnel,

and their placement is based on extensive traffic control studies and accepted design standards. This

placement typically achieves the desired effect within the capacity of the roadway in relation to traffic

volume. However, in some instances, the placement and number of devices may not be adequate. Military

police can provide recommendations, based on traffic studies and subsequent analyses, for additional traffic

control devices or the modification of timing, phasing, or positioning of individual devices.
8-40.

Temporary traffic control devices are used extensively by military police conducting traffic activities.

These devices function similarly to their more permanent counterparts, but they are easily transported,

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-9

emplaced, and moved, thus facilitating traffic control operations. Temporary traffic control devices are used

for―



Traffic collisions sites.



Temporary revisions to traffic flow (detours, channelization, redirection).



TCPs.



Entry control points.



Checkpoint operations.



Parking control.



Public information.



Hazard identification.



Restricted or exclusion area marking.

OLICE

NGAGEMENT AND

UBLIC

NFORMATION

FFORTS

8-41.

Effective traffic control requires communication with all persons affected by traffic control measures.

This is particularly important when there are significant or long-term changes to normal traffic patterns, laws,

and policies. Police engagement and public information campaigns can reduce frustration and increase

community cooperation. The methods used to provide for public information and police engagement

strategies depend largely on the amount of time between the knowledge of a change or disruption and the

actual traffic event.
8-42.

Changes to traffic flow and routes may be planned with significant lead time. Construction projects,

planned special events, or deliberate changes to traffic control devices and measures are examples where

extensive police engagement and public information campaigns are typically conducted. In these cases,

military police can inform the public of planned disruptions during normal contact operations, including at

routine law enforcement patrols, community meetings, and interagency forums. Military police also

coordinate with public affairs to develop and distribute community service announcements well in advance

of the specific event. Key to these efforts is community awareness and expectation management. If the

community knows well in advance of a special event or change to traffic flow, they can prepare and

compensate for associated delays or the increased distances associated with alternate routes. The public, to

include businesses and other employers, are encouraged to make adjustments to their normal operations and

routines to reduce traffic impact. These methods may include―



Carpooling.



Driving alternate routes.



Using public transportation.



Adjusting or staggering work hours.



Telecommuting.



Teleconferencing.

8-43.

Many times, incidents occur unexpectedly with little or no warning. In these instances, the timelines

for developing police engagement strategies and public information campaigns are significantly compressed.

In these instances, police engagement opportunities may be limited to immediate notifications and contact

with the community while concurrently conducting hasty traffic control measures. In short- or no-notice

situations, the public affairs office has the capability to rapidly get information to the community through a

variety of methods.

RAFFIC

ONTROL

TUDIES AND

SSESSMENTS

8-44.

Traffic control studies are designed to obtain information on various traffic problems and usage

patterns in an AO. They can be complex, man power intensive, and require multifunctional teams that include

engineer, law enforcement, safety, transportation, and other specialties. The PM or military police

commander uses traffic control studies to identify current conditions and problem areas. These studies can

also be critical to identifying future requirements and strategies concerning traffic control and associated

traffic enforcement efforts. The results of traffic control studies are used by the PM, military police

Chapter 8

8-10

ATP 3-39.10

24 August 2021

commanders, safety office, department of public works, and staffs (including police intelligence analysts) to

conduct analysis and assessment of the AO specific to traffic-related concerns and incidents.
8-45.

GIS software can greatly enhance the analysis, assessment, and subsequent production of police

information and associated police intelligence specific to traffic flow and associated impacts. This

information and police intelligence are critical to military police planning and significantly enhance

situational understanding when integrated into the planning and decision cycles of other functional,

multifunctional, and maneuver commanders through the Army operations process. See ATP 3-39.20 for

additional information on police intelligence production, dissemination, and integration into the operations

process.
8-46.

A traffic study is an investigation that provides a thorough assessment of the current operating

conditions and physical characteristics of an AO regarding traffic movement and pedestrians. The

information obtained through a traffic study can be analyzed to produce assessments of current and potential

future traffic-related problem areas. This enables PMs, commanders, and staffs to develop solutions and

remedial measures to

mitigate identified problem areas. Mitigation solutions can include―



Traffic movement control devices.



Emplacing or upgrading signs.



Emplacing or upgrading traffic signals.



Emplacing or upgrading road markings.



Traffic control measures.



Adjusting traffic flow directions (one-way streets, alternate flow changes based on peak

hours, traffic directions).



Widening or constricting specific traffic flow areas.



Emplacing traffic control personnel at critical intersections and choke points.



Access control operations hours.



Traffic enforcement measures.



Setting up speed zones.



Increasing law enforcement presence.



Public information and police engagement activities for—



Educating the public.



Notifying the public of changes affecting installation policies.



Encouraging other mitigation measures (car pools, public transportation, alternate work

schedules).



Increased visibility, safety, and driver confidence.



Lighting critical areas.



Applying or replacing reflective material on signs, barriers, and roadways.



Emplacing safety barriers and guardrails.



Major construction.



Performing new road construction.



Widening roadways.



Repairing damaged roadways.

Note.

Although PMs, military police commanders, and staffs may identify traffic control device

requirements, military police do not emplace, change, or remove permanent or semipermanent

traffic control devices. These efforts must be coordinated with engineers, safety and transportation

personnel, and other stakeholders. Within bases, base camps, or in urban areas in a contingency

environment, appropriate commanders, staffs, and HN agency personnel (as appropriate) are the

decision-makers for permanent or semipermanent traffic control device emplacement or removal.

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-11

8-47.

Military police have the capability to conduct basic traffic studies. Complex studies and analysis

require a multifunctional team that includes engineers, safety and transportation personnel, and other

specialties, based on the AO and conditions. Traffic control studies are used to ensure that the traffic control

plan is adequate and provides for safe and efficient traffic movement. Continuing traffic control studies

improve the flow of information for planning and action between military police, engineers, and safety and

transportation personnel.
8-48.

Traffic studies are required when changes occur in traffic conditions. These changes could be major

issues (such as the disruption of primary ingress or egress routes) or relatively minor issues (such as the

addition of a new secondary road or a new building with increased parking problems). Traffic studies may

be required in contingency operations to assess traffic patterns and make recommendations to commanders

about improving traffic flow, routing military or civilian traffic, and employing traffic control measures.

These studies may require the formation of a traffic study team of military police, engineers, safety and

transportation personnel, or other specialties (as required). The type of change will determine the nature and

depth of each study. Studies may be required in day and night environments to obtain relevant results.
8-49.

The traffic study team should be familiar with the traffic control devices in place. The manuals for

specific traffic control devices may be required to ensure that the team understands the standardized criteria

and operational capabilities for the automated devices. The team must have the administrative equipment

required for their study, including—



Timing devices (stopwatches, radar).



Measuring equipment (tape measures, laser range finders, study equipment).



Flashlights, reflective vests, or other safety equipment.



Sufficient administrative supplies (pencils, pens, paper, drawing templates, standardized data

collection forms).

8-50.

Some studies may be focused on a single intersection or area; others may be conducted across an entire

AO. The intent and breadth of a specific study will determine the study personnel and resources needed and

the requirements for capabilities beyond military police operations (engineers, safety and transportation

personnel, other specialties). Typically, TMCIs are best suited to participate in military police traffic studies.

If TMCIs are unavailable or not available in sufficient quantities, experienced military police Soldiers are

capable of conducting traffic studies.
8-51.

A traffic study team should be composed of at least two study personnel per location. More personnel

may be required based on the characteristics of the site and the threat conditions in the area. For large-scale

studies, especially within a contingency environment, command and control are critical. Studies are best

conducted as a mission assigned to a single headquarters to ensure that an adequate span of control,

communications, protection, and other support considerations are coordinated and synchronized.
8-52.

Additional planning operations should be considered when selecting and implementing traffic study

teams. These operations include ensuring that—



Specific guidance and intent are provided to the team members. This is critical to ensure that the

collected data is valid.



Study teams have redundant communications to notify their chain of command of problems or

emergencies.



Uniformed Army law enforcement personnel do not cause invalid study results (depending on the

specifics of the study). Study teams may need to be dressed in civilian clothes or, at a minimum,

be absent of uniform items or equipment that clearly indicate a law enforcement presence.



Deliberate traffic enforcement measures in the areas of the studies are curtailed for a few weeks

before and during the study. Recent law enforcement presence at the study sites can cause invalid

results.



Adequate quantity and quality data is collected. Typically, the more samples or incidents recorded,

the more reliable the results will prove. For example, a study at each stop sign should span 1 hour

or more and include at least 50 vehicles for each approach to the intersection. For studies on sites

with high accident frequencies, personnel should study other locations with similar characteristics

for comparison purposes. The greater the number of comparable sites studied, the greater the

probability of obtaining relevant data and accurate assessments.

Chapter 8

8-12

ATP 3-39.10

24 August 2021

Maps and Diagrams

8-53.

It is important that personnel have a detailed map or diagram of the AO to study its current condition.

The map should include existing traffic control devices (signs, signals, markings, speed zones). If current

traffic control devices are known and mapped, this information must be available to the traffic study team.

GIS products may need to be created to provide quality map information.
8-54.

Many times, especially within deployed environments, detailed knowledge of an AO is limited or

nonexistent. It is likely that traffic studies may be required to cover an entire city or AO. Data must be

collected and documented so that valid analyses and realistic assessments of existing traffic control measures

and requirements can be conducted.
8-55.

Known problem areas should be marked, including—



Choke points.



Key problem areas or intersections (areas of significant congestion, delay, or accidents).



Route designations. See ATP 4-16.



Open.



Supervised.



Dispatched.



Reserved.



Prohibited.



Identified danger areas or zones.



Restricted or exclusion areas.

Photographs and Geographic Information System Tools

8-56.

Photographs of key locations or problem areas can be helpful in the analysis and assessment of traffic

study data. The personnel participating in the analysis and assessment may not be able to personally see the

sites. This can be due to transportation or scheduling limitations. The number of personnel physically on the

study team may also be limited due to increased threat, especially in a contingency environment. Aerial or

satellite photographs of the AO can be extremely helpful to the traffic study team.
8-57.

GIS tools can be helpful in producing incident maps with overlay data. GIS software can enhance

traffic analysis through layered graphics; blended geographic data; and descriptive information to map places,

events, and incidents to identify patterns and associations relevant to traffic management. See ATP 3-34.80

and ATP 3-39.20 for additional information on GIS.

RAFFIC

TUDY

ETHODS

8-58.

There are several methods that can be used to study traffic flow and traffic control measures. The

methods used depend on the specific study being conducted. Multiple methods can be used simultaneously.

These methods typically involve vehicle and driver surveys (used to capture information [driving habits, trip

purposes]), vehicle counts, and movement characteristics (number of passes, average speed, weight

specifications). Traffic studies are most constrained by the ability to gain cooperation and willing

participants. Typical traffic study methods include—



Mailed or distributed questionnaires.

On bases and base camps, questionnaires can be the most

effective survey means based on cost versus benefit. Vehicle registration records can be used to

obtain mailing lists for the questionnaires, or the questionnaires can be distributed at access control

points. Developing mailing lists in support of contingency operations within urban areas overseas

may be problematic. Further, HN mail systems may be inadequate or nonexistent. Checkpoints

can provide a means for distribution within HN environments, although obtaining survey returns

may be problematic. A large sample population must be included to compensate for historically

low response rates.



Roadside interviews.

While manpower-intensive, roadside interviews may be the most

productive method, especially within HN populations, although language barriers and interpreter

support must be considered. The greatest challenge is determining a location that will minimally

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-13

affect traffic flow while allowing access to the appropriate target population. This method is not

generally effective for high-volume highway studies due to traffic flow and safety considerations.

Roadside interviews are typically conducted where traffic can be channelized into a checkpoint

area. In general, military police should—



Interview 50 percent of drivers during nonpeak hours and 25 percent of drivers during peak

hours.



Ensure that interview stations are visible and safe.



Maximize contacts by arranging several interviewing stations on a lane; there should not be

more than five interviewers in a single lane.



Mitigate delays by ensuring that each interview takes no more than 30 to 40 seconds.



Travel diaries.

This is a technique where the public is requested to keep a detailed account of

their travel habits (times, purposes, types of transportation, frequency) and other pertinent

information. Travel diaries are largely constrained by the willingness of the public to participate.



Home interviews.

Home interviews are very resource-intensive and time-consuming operations.

Because they are conducted in person, home interviews can provide explanations of intent and

survey clarity. They can also provide a means for military police personnel to interact with the

public and foster community support.



Town hall meetings.

A town hall meeting is designed for residents to meet with their local leaders

and public officials to hear from them on topics of interest or to discuss specific upcoming policy

or regulation. Town halls can be another means for military police to interact with the public and

foster community support or to inform them about upcoming changes.

8-59.

Typical traffic counting methods include—



Installing hardware on or into the roadway. With the exception of pneumatic tubes, these devices

are installed by engineers and are not typically employed by military police. Military police may

coordinate with traffic engineers to obtain data from these devices.



Electronic or magnetic sensors.

These devices are typically installed within the grooves in

the road. Depending on the capability of the sensors used, they can detect vehicle movement

(numbers), weight, and speed.



Pneumatic road tubes.

This method consists of a rubber tube placed across the lanes of the

road. Pressure exerted on the tube activates an attached counting mechanism. It can count the

number of axle movements over the roadway. The tubes are temporary mechanisms that are

relatively easy to emplace and remove.



Plate sensors.

These devises are installed within the roadway and have the capability of

measuring vehicle weight and speed.



Conducting assessments from areas adjacent to the roadway.



Manual observation.

This is the most common method. Manual observation involves placing

personnel at specific locations to record vehicle and pedestrian movements. These counts can

be done manually and totaled on standardized logs for compilation and analysis. In some

cases, mechanical or electronic counting mechanisms may be employed. Manual observation

allows observers to document traffic numbers, types, and directions of travel. This

observation method presents a higher level of risk for the study team in areas with heavy

traffic or where the threat level is high.



Sensors.

A variety of sensors are available that can be placed above the roadway (from

bridges, overpasses, or other structures) or along the side of the roadway. The types of sensors

vary; they include passive infrared, acoustic, and microwave. These sensors can detect the

presence, speed, and type of vehicle. Depending on the type of sensor employed, the weather,

background noise, or other environmental conditions can limit its capabilities.



Video image detection.

This technology uses video cameras and associated software

applications to record vehicle numbers, types, and speed.

Chapter 8

8-14

ATP 3-39.10

24 August 2021

RAFFIC

TUDY

YPES

8-60.

Traffic studies are conducted to gather specific data relevant to traffic flow and traffic control. Many

of these studies will be conducted simultaneously; the data collected from a single study will generally be

considered along with data from other studies. The studies discussed in this section include—



Traffic control devices.



Signs.



Signals.



Pavement markings.



Camera, radar, and other detection devices.



Origin destination.



Vehicle occupancy.



Pedestrians.



Speed.



Speed delay.



Vehicle volume.



Traffic collision.

Traffic Control Device Studies

8-61.

Traffic control device studies are conducted to determine if devices are adequate (in numbers or types)

and if they are placed in a manner that safely and effectively achieves the desired effect. Typically, traffic

control device studies are conducted to determine the initial requirements and placement of traffic control

devices. In mature areas, this will generally be in conjunction with new roadway construction or major

revisions to a road or road network. These studies will typically be conducted by traffic engineers with input

from, and coordination with, other technical specialists (military police, safety personnel). In contingency

environments where the road infrastructure has been destroyed or is primitive, large-scale traffic control

device studies are required as a precursor to major construction. Traffic engineers will lead the study, and

other specialists support the effort.
8-62.

Following the initial study and subsequent emplacement of traffic control devices, personnel should

periodically conduct follow-up studies to ensure that the device remains effective. Scheduled cyclic studies

are typically conducted by the supporting city or other supporting civil engineer assets. Changes in the

environment (new roads, building infrastructure, degradation of roadways), especially those that alter traffic

patterns, may render existing traffic control devices ineffective or even dangerous. These changes result in

the requirement for a traffic control device study. These cyclic studies may occur annually, monthly, or at

other intervals based on the operational environment and conditions specific to the locations. Military police

conduct cyclic traffic device studies on a limited basis when appropriate engineer assets are unavailable.
8-63.

Traffic control device studies can also be initiated based on problem areas identified through

community complaints, traffic collision data, or traffic disruptions documented by law enforcement patrols

on daily patrol reports. Military police, due to their patrol presence across the AO and visibility over traffic

collisions and disruptions, are uniquely positioned to identify these disruptions and the requirements for

conducting device studies. Areas and conditions identified by military police as traffic problem areas

represent the primary instances where military police assets will conduct traffic control device studies.
8-64.

The following types of traffic control devices may be studied separately or in combination:



Signs.

Signs are used to regulate, warn, or guide traffic. These devices include automated signs

used to pass important hazards or threat warnings to the public.



Evaluating conditions.



Indicating inventory.



Validating placement locations.



Confirming adequacy of an intended message.

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-15



Signals.

Signals are used to regulate, warn, or guide traffic. The purpose of these powered or

automated devices is the same as for signs.



Pavement markings.

Pavement markings are used to regulate, warn, or guide. This includes lines,

patterns, words, and other markings set into pavement or curbing. These markings are all studied

for the same reasons.



Camera, radar, and other detection devices.

These devices are used to monitor traffic flow,

capture the speed of vehicles violating traffic regulations, or capture and display vehicle speed for

driver awareness and deterrent effect.

Sign Studies

8-65.

Sign studies can be conducted to determine the need for keeping, replacing, or adding signs. Study

teams can collect data for the analysis of the relationship between driver obedience to posted signs and

collision frequencies. Sign studies can enable military police to make recommendations on how to improve

driver obedience; this may include selective enforcement, education, sign relocation, fresh paint, reflective

material, or a combination of these measures.
8-66.

Sign studies include the determination of sign—



Type.

The study team may determine that a change to current signage is required; for example, a

stop sign may no longer be needed and should be replaced by a yield sign.



Size and shape.

Sign size and shape are typically standardized. In foreign countries, military

police must use the standard established and understood by the HN.



Color.

Sign color is also standardized. The team should examine existing signs for fading or

alteration due to vandalism. Signs may require replacement if excessive degradation of the sign is

identified.



Reflectivity.

The reflective property on signs must allow visibility at night to allow for sufficient

reaction time. Maintenance is required if additional reflective material or sign replacement is

deemed necessary to correct degraded reflectivity.



Location (including sign visibility).

The team determines sign placement, including distances

from pavements or curbs, distances from intersections, heights, and other key characteristics

unique to specific locations. Signs should be placed in locations where the target population can

observe the device and have adequate time to react. Sign movement or additional signage may be

recommended. Trees, shrubs, walls, or other objects may obstruct views.



Driver compliance.

Key to the overall intent of sign studies is the determination of driver

compliance. The level of driver compliance can be attributed to many possible factors, to include

those previously listed. However, driver noncompliance may not be a result of failure to observe

or understand traffic control signs or other devices. In these instances, targeted enforcement by

law enforcement at identified problem areas may be required.

8-67.

The data from sign studies is organized for analysis and assessment by military police and staffs from

other study teams represented. The results of subsequent analyses and assessments can be used to determine

a need for—



Improved sign compliance through targeted enforcement and traffic control measures. (Facts from

this study can be used to justify the need to the public.)



Removed or modified sign types at intersections where a combination of the following factors

exist:



Intersection views are unobstructed and allow a clear view and adequate reaction time for

motorists, typically in areas where speed is low. Care should be taken when recommending a

reduction in control measures at any intersection where posted speed limits are high.



Vehicular conflicts at the intersection are not a problem.



Traffic collision rates at the location are extremely low.

Chapter 8

8-16

ATP 3-39.10

24 August 2021

8-68.

A lack of visibility may often be a reason for noncompliance. Obstructions affecting visibility may

include—



Hourly or seasonal variations (weather, leaves, branches on trees, parked cars).



Man-made obstructions (buildings, fences).



Separations between the driver and the sign. On wide, multilane streets, drivers on interior lanes

may not observe signs placed on the shoulder of the road. This can be corrected by putting another

8-69.

Reflective markings on the pavement may be used to complement existing traffic control devices and

help alert motorists of traffic control requirements.

Signal Studies

8-70.

Signal studies are performed to check driver compliance of traffic control signals, typically at

intersections or near intersections where signal devices warn drivers of upcoming traffic devices or

intersections. They can be used to determine a need for targeted enforcement, education, signal retiming, or

other physical changes.
8-71.

Traffic control signals at intersections permit conflicting traffic movements to occur in an orderly and

safe manner through a common space. The various traffic movements, whether pedestrian or vehicular, are

signaled to move for specified periods or phases.
8-72.

Traffic control signals are studied to identify and document—



Signal type.

The signal may be a fixed-time, flashing, traffic-actuated, or another type.



Location and position.

Signals may be centered over the intersection, over each lane direction,

mounted on poles on the side of the roadway, or in other configurations.



Physical information.

This information includes the size of the signal, number of lights, presence

of shields or other devices to control visibility, and other characteristics.



Phasing (the time the light is applicable to each direction at an intersection).

The movements

at an intersection are grouped; these groups of movements make up a separate phase. Each phase

of a signal is devoted to only one set of movements. The movements within a phase are those that

can proceed concurrently without major conflict. Movements are sometimes allowed to occur

simultaneously, even though minor conflicts are possible. Pedestrians can typically cross

intersections while turning movements are occurring; these actions are known as permitted

movements. A movement that occurs without any simultaneous permitted movement is known as

a protected movement. A traffic control signal allowing only one movement to occur while all

others are halted (such as a left turn across the roadway) is an example of a protected movement.



Phase timing (green, amber, and red time).

Timing refers to the length or duration of elements

within a given phase (such as the respective duration of each light interval [green, amber, and red

or the interval between green lights]). Important timing intervals for traffic control signals include

the—



Green interval.

Green interval is the period of the phase during which the green signal is

illuminated.



Amber interval.

Amber interval is the period of the phase during which the amber light is

illuminated.



Red interval.

Red interval is the period of the phase during which the red light is illuminated.



Effective green time.

Effective green time is the total time spanning the green and amber

intervals. This is the actual time that movement through an intersection (with respect to that

light phase) is allowed.



All-red interval.

All-red interval is any period or interval when all of the intersection signals

are red.



Intergreen interval.

Intergreen interval is the time between the end of a green light for one

phase and the beginning of a green light for the subsequent phase.

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-17



Pedestrian walk interval.

Pedestrian walk interval is the time during which the pedestrian is

signaled to cross the roadway. Typically, a pedestrian signal interval is 4 to 7 seconds. (The

pedestrian crossing time should be based on the average time required for a pedestrian to cross

the intersection.) The pedestrian crossing time must be totally within the green interval for

vehicular traffic traveling the same direction as the pedestrian right-of-way. In some

instances, especially for extremely wide roadways and heavy traffic areas, pedestrian

movements may be isolated phases (no other movements allowed) and timing may be

increased.



Cycle times.

A cycle is one complete iterative sequence of all phases of the signal.

8-73.

Typically, a signal study is conducted with observers on opposite, diagonal corners of the intersection.

In this manner, each team element can check traffic in two lanes, alternating to the left and right. This

requirement is due to the traffic flow and increased fluidity associated with signaled intersections. If a specific

trigger initiated the study (high vehicle collision rates, extreme congestion), personnel should ensure that the

study is conducted during the same time of the day and days of the week associated with the trigger event.
8-74.

Additional team members for specific sites may be required in some circumstances. Factors that may

increase team size requirements include studies conducted—



On multilane intersections.



In higher-threat environments.



Where high pedestrian traffic is involved concurrently with associated vehicular traffic.

8-75.

Data from traffic signal studies is organized for analysis and assessment by military police and staffs

from other study teams represented. The results of subsequent analyses and assessments can be used to

determine the need—



For a special enforcement program to improve signal compliance. (Facts of this study can be used

to justify this need to the public.)



To make physical changes to traffic signals.



Faulty timing.

Faulty timing may be responsible for some compliance problems, particularly

if the phases are too short.



Lights placed at improper angles.

Improper placement may allow both approaches to see

lights at the same time, thus creating confusion. This can be corrected by using hoods or

louvers.



Physical locations.

Signals at complex intersections may be confusing. An assessment of

repositioning options may be warranted.



Stop lines or other pavement markings.

Adding pavement markings can increase reaction

time and driver awareness. Directional lights may be necessary at intersections with a high

number of left turns.



To improve the visibility of signals.



Hourly or seasonal changes.

These changes may include foliage or the position of the sun

in the morning or late afternoon.



Hoods and louvers.

These devices may be used to shade the signal and help reduce glare if

the sun is causing visibility problems.



Illuminated advertising signs.

These types of signs may interfere with signal observation.

Pavement Marking Studies

8-76.

Pavement markings are the lines, patterns, words, and other markings set into the pavement or curbing.

They can be used to mark areas restricted from vehicular traffic (fire lanes, no parking zones). They can also

be used to identify the roadway (such as in highway confidence markings). Pavement markings can provide

advanced warning of turn lanes or exit ramps. They are used extensively to identify stop lines and pedestrian

crosswalks. Pavement markings are typically used to augment or enhance existing traffic control measures

Chapter 8

8-18

ATP 3-39.10

24 August 2021

to increase awareness and compliance. When studying pavement markings, personnel should check the

marking—



Type.

The marking types include solid lines, double lines, or left-turn lines.



Visibility.

The marking visibility is determined by condition and reflectivity.



Material.

The material used on the marking includes paint or other material.



Measurement.

The marking measurement includes line length and width.

8-77.

Data from pavement marking studies is organized for analysis and assessment by military police and

staffs from other study team capabilities represented. The results of subsequent analyses and assessments can

be used to determine the need to—



Improve pavement marking compliance observance through targeted enforcement and traffic

control measures. Facts from this study can be used to justify the need to the public.



Make markings more visible. The lack of visibility may be caused by the fading or degradation of

reflective material and may often be the reason for noncompliance.



Add pavement markings where none currently exist to augment existing traffic control measures.

Camera, Radar, and Other Detection Device Studies

8-78.

Camera, radar, and other detection device studies are typically focused on obtaining data that assesses

the effectiveness of the device or increased compliance. These devices are used to monitor traffic flow,

capture the speed of vehicles violating traffic regulations, or capture and display vehicle speed for driver

awareness and a deterrent effect. These devices are typically employed in problem areas as an additional

traffic control measure to existing signs, signals, or markings. Their employment is typically based on staff

recommendations to provide additional control measures in problem areas as an economy of force measure.

When assessments of the effectiveness of these devices result in further noncompliance, targeted enforcement

by law enforcement patrols is typically warranted.

Origin Destination Studies

8-79.

An origin destination study is used to determine travel patterns for traffic in an AO during a typical

day. It is useful in assisting long-range traffic planning, especially when there are substantial changes

anticipated in the AO or mission. An origin destination study is conducted to determine the amount of traffic

and the impact of movement on an AO. The study focuses on three categories of movement or trips, defined

as one-way movement, from start point (origin) to end point (destination).
8-80.

Trips are further classified as—



Internal.

Internal is defined as one point to another point within a given area (assigned AO, city

boundary).



External.

External is defined as a given area (assigned AO, city boundary) to a destination outside

the area or vice versa.



Through.

Through is defined as trips traveling through the AO, with a start point and an end point

outside the area (assigned AO, city boundary).

8-81.

Typically, origin destination studies are conducted using questionnaires, roadside interviews, or home

interviews. The exact method must be determined ahead of time, based on the characteristics of the AO, time

constraints, and other factors. The number of personnel needed to conduct this study depends on the method

of study used. A sampling of the typical traffic is taken. Based on the extrapolation of the data collected, an

estimate of the percentages for each type of movement (internal, external, or through) can be determined.

The greater the number of samples, the greater the accuracy of the study. To encourage cooperation, the

community should be made aware in advance of the reasons for the study. Information concerning the study

should be disseminated to the public.
8-82.

Questions directed to the public in an origin destination study may include the following:



How do you normally travel to and from your place of duty?



Do you drive a car?



Are you a passenger in a car?

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-19



Do you take public transportation?



Do you walk?



Please answer the following if you drive a car:



How many people are typically in the car (include self)?



Where does your trip originate (street address, city)?



What is your normal route?



Where do you park your car upon arrival at your destination (parking lot location or

identification, nearby building number or landmark, or nearest intersection)?



Where do you work?



What is your destination and the destination of other members in your car pool?



What is the normal time for your commute?



What are your normal alternate routes in the event of delays?

8-83.

Information from these studies can be used to anticipate present and future traffic patterns, especially

the future demand on the road network, when data from consecutive studies is compared and analyzed. When

compiling data, samples should be collected to provide representative percentages for a 24-hour period.

Origin destination studies can provide information concerning the—



Number of trips into, within, and through an AO.



Time of day, mode of travel, and number of occupants in a vehicle during a trip.



Current travel patterns, areas that generate the most traffic, and efficiency of traffic lanes

concerning flow and safety.



Evaluations of the general road plan and current or foreseeable problems.



Need for revised flow patterns, alternate routes, new streets, and parking areas.



Parking patterns in major functional areas of the AO.

Vehicle Occupancy Studies

8-84.

Vehicle occupancy studies are used to determine the number of occupants in each vehicle passing a

given location or entering or exiting a particular road. These studies can be used in conjunction with volume

studies and are generally used to determine vehicle occupancy during peak traffic times. Vehicle occupancy

studies are typically manual counts that require study teams to position themselves where they can observe

the target traffic flow and personnel inside the vehicles. Data is tabulated to reflect the number of persons

within a vehicle and the direction of travel. To ensure that enough data is collected to be statistically relevant,

at least 500 vehicles should be counted at each location.
8-85.

A vehicle occupancy study is typically conducted within a time period before significant increases in

traffic flow begins (during shift changes, morning or evening rush hours) and after significant traffic flow

has ended. The exact window should be determined by staff, based on local traffic patterns and other

requirements. Separate counts can be made for morning peak, evening peak, and other peak traffic periods.

Comparison data can also be collected during nonpeak times. Counts of passenger cars, trucks, and military

vehicles should be in separate categories. Counts of buses or other mass transit can typically be obtained

from transit system records. The results of the study can be used to determine the current use of—



Car pools.

The need for encouraging carpooling or the evaluation of requirements to establish a

car pool program to mitigate traffic congestion.



Public transportation.

Available public transportation and the need for future public transit

systems or capacity.



Parking facilities.

Current parking facilities and requirements for the construction of additional

facilities.



Networks.

Networks and potential requirements for additional road capacity.

Pedestrian Studies

8-86.

Pedestrian studies are used to determine if any pedestrian-vehicle conflicts exist at certain locations.

They are also used to establish the need for special precautions at high accident locations or other congested

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ATP 3-39.10

24 August 2021

areas (schools, hospitals, troop areas). The resulting data is typically a manual count, obtained by a study

team using mechanical counters. Counts should be tabulated at 15- or 30-minute intervals. This enables

analysts to isolate and compare pedestrian traffic at specific time frames and with corresponding vehicle

traffic volumes.
8-87.

Counts should be made during peak pedestrian hours; the hours should be tailored to meet the

characteristics of the specific AO. If service facilities (shopping, other commercial areas) are studied, counts

should be made on days of heavy use. The results of pedestrian studies can be used to determine the—



Need for pedestrian protection measures (sidewalks, fences, crosswalks).



Pedestrian traffic interference with vehicle turning. These determinations can result in

recommendations to adjust traffic signals.



Need for school crossing guards.



Extent and impact of jaywalking. Where jaywalking is deemed hazardous, remedial action may

be necessary. This is typically focused on public education campaigns as a first effort, followed

by further traffic control or enforcement measures (if necessary).

Speed Studies

8-88.

Speed studies measure vehicle speeds at specific locations. The intent is to measure vehicle speeds to

determine what the maximum and minimum safe speeds are for the given roadway. To be reflective of normal

driving behavior, the study should be made in good weather and without military police presence. Military

police observers, who are not in military police uniform, should be inconspicuously located while collecting

data. The speed detection equipment used should not be mounted on a law enforcement vehicle. Speeds

should be checked on a controlled basis (such as every second or third vehicle). The study should not be

conducted at a location that has recently been subjected to a speed enforcement program.
8-89.

Speed study data is typically collected over a 24-hour period, and it is spread across three time periods

(morning, afternoon, and evening) at each location to capture an accurate representation of vehicle speeds

across the entire period (peak traffic times should be excluded). Each location should be studied for at least

1 hour, with a minimum of 50 vehicle speeds collected (the more samples collected, the more accurate the

study). Data is tabulated and grouped by speed and type of vehicle (passenger or commercial).
8-90.

Only free-floating vehicles should be checked. Free-floating vehicles are driven by persons who are

free to choose their own speed (not restricted by traffic congestion, groups of vehicles, or other environmental

conditions that would artificially slow their travel). Study personnel should only check the lead vehicle in a

line or group of vehicles. They should not measure the speed of vehicles changing lanes, passing, or turning.

Speed studies are typically conducted at—



Roadways that have recently had changes in the speed limit or where existing speed limits need

to be evaluated.



Locations where traffic control devices are proposed.



Major thoroughfares.



Locations with high collision frequencies.

8-91.

Personnel analyzing data received in a speed study must consider the maximum and minimum speeds

in normal conditions. The average speed is not useful. The maximum safe speed is typically considered to be

in the 85th percentile; the minimum safe speed is in the 15th percentile. To obtain percentile averages, use

the following:



Find the total number of vehicles checked (cumulative total).



Find 15 percent of this total number (multiply the number by 0.15). Round the results to the nearest

whole number.



Subtract this 15 percent from the cumulative total. The result is the 85th percentile.



Find the total number of vehicles traveling in each speed classification. (For example, one vehicle

was traveling 66.6 miles per hour, three vehicles were traveling 60.0 miles per hour, and two

vehicles were traveling 54.5 miles per hour.) List groupings on a table from fastest to slowest. In

the cumulative total column, insert a running total.

Traffic Management and Enforcement

24 August 2021

ATP 3-39.10

8-21



Start at the top of the cumulative total column (the highest speed recorded), and add the numbers

downward until the number most equal to 15 percent of the total is found. This is the 85 percentile.



Subtract 85 percent from the cumulative total to get the 15th percentile.

8-92.

Speed studies are conducted to determine the—



Proper speeds for new or improved roads. A speed study shows statistically the maximum and

minimum safe driving speeds. From this information, speed limits can be set (or readjusted).



Posted speeds that require revision. If the speed study reflects the 85th percentile (speeds grossly

inconsistent with posted speed limits), revision to the posted speed may warrant additional

assessment.



Traffic control devices that are needed. A study helps determine where traffic control devices are

needed to encourage safe approach speeds to intersections or dangerous locations.



Potential cause and effect relationships between speed and the number of accidents (requires

correlation to collision data).

8-93.

Additionally, speed studies can help military police to—



Determine compliance with established speed limits, including the effectiveness of speed control

programs and the need for change in the enforcement program.



Determine the appropriate timing on traffic signals. For example, the timing of an amber traffic

signal depends on the speed of approaching traffic. Speed limits are never set to match the timing

of signals.



Prepare traffic speed maps showing areas where slow speeds cause congestion and fast speeds

create danger areas.



Determine if complaints about speeding are justified.

Speed Delay Studies

8-94.

Speed delay studies are used to determine speed variations along particular routes at different times;

the number, location, cause, frequency, and duration of delays; and the overall speed and travel time along a

route. A speed delay study shows overall speed and moving speeds between specified locations. It shows

delay times and the cause, frequency, and location of delays. Although speed delay studies target peak traffic

times, nonpeak times can also be measured for comparison data.
8-95.

The speed delay study requires a driver and a recorder. The study teams travel along predetermined

routes. The length of the routes and predetermined landmarks should be identified before the study. The study

should be conducted during peak hours, and multiple teams should conduct studies on the same day.
8-96.

The study vehicle enters the mainstream of traffic at the starting point. If more than one car is used on

the same route, start times should be staggered. The recorder documents the start time, the odometer reading

at the beginning of the route, the elapsed time, the odometer reading when passing the predetermined

landmarks, and the time and odometer reading at the end of the route. The location, nature, and time of delays

are also recorded. A stopwatch is used to time delays. Delays are anytime the study car is not moving (at stop

signs or signals, while waiting to make left turns, because of congestion). Speed delay studies can help

military police—



Map travel speeds on different routes to determine the most efficient routes of travel.



Locate points of congestion and insufficient road capacity.



Evaluate traffic control devices and the adequacy of posted speed limits.



Determine priorities for traffic control and road construction programs.



Study emergency vehicle movement times at different times of the day.

Vehicle Volume Studies

8-97.

Vehicle volume studies are conducted to obtain information on the number, direction, and variations

of vehicle traffic passing through an intersection or along a major route. Vehicle counts are typically

conducted over 12- or 24-hour periods and include peak traffic times. Vehicle volume studies should be

conducted on normal workdays and during good weather conditions to obtain normal volume counts. The

ATP 3-39.10 POLICE OPERATIONS (AUGUST 2021) - page 6