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Army Rail Transportation Units, Oprns [US Army TM 55-20] PDF

276 Pages·1988·5.73 MB·English
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C1, FM 55-20 ii C1, FM 55-20 iii C1, FM 55-20 iv C1, FM 55-20 V FM 55-20 Cl HEADQUARTERS Change DEPARTMENT OF THE ARMY No 1 Washington, DC, 30 October 1988 ARMY RAIL TRANSPORT UNITS AND OPERATIONS FM 55-20, 31 October 1986, is changed as follows: H 1. New or changed material is indicated by a star ( ). 2. Remove old pages and insert new pages as indicated below: Insert pages Remove pages 3. File this transmittal sheet in the front of the publication. DISTRIBUTION RESTRICTION: Distribution authorized to US Government agencies and their contractors only to protect technical or operational information from automatic dissemination under the International Exchange Program or by other means. This determination was made on 29 July 1987. Other requests for this document will be referred to Commandant, US Army Transportation School, ATTN: ATSP-TDL, Fort Eustis VA 23604-5399. DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of contents or reconstruction of the document. By Order of the Secretary of the Army: CARL E. VUONO General, United States Army Chief of Staff Official: WILLIAM J. MEEHAN II Brigadier General, United States Army The Adjutant General DISTRIBUTION: Active Army, USAR, and ARNG: To be distributed in accordance with DA Form 12-11A, Requirements for Army Rail Transport Operations and Units (Qty rqr block no. 391). C1, *FM 55-20 Field Manual HEADQUARTERS No. 55-20 DEPARTMENT OF THE ARMY Washington, DC, 31 October 1986 ARMY RAIL TRANSPORT UNITS AND OPERATIONS PREFACE Operation of rail transport in developed nations is considered to be a host- nation-provided service. In contingency areas, US Army rail units may have to be employed to support the theater of operations. This manual sets forth transportation rail doctrine and organizational struc- ture. It is written to explain the functions of the transportation railway service (TRS) in a theater of operations. It provides basic information for commanders and staffs of supporting units and for staff officers of higher headquarters. It is also intended to serve as a text for student instruction and training of rail unit personnel. The proponency of this publication is HQ TRADOC. Submit changes for im- proving this publication on DA Form 2028 (Recommended Changes to Publications and Blank Forms) and forward to Commandant, US Army Transportation School, ATTN: ATSP-TDL, Fort Eustis, VA 23604-5399. Unless otherwise stated, whenever the masculine gender is used, both men and women are included. This publication contains copyrighted material. H The provisions of this publication are the subject of international agreements: STANAG 2079, Rear Area Security and Rear Area Damage Control STANAG 2156, Surface Transport Request and Surface Transport Reply STANAG 2158, Identification of Military Trains STANAG 2165, Forecast Movement/Transport Requirement — Rail, Road, and Inland Waterways STANAG 2171, Procedures for Military Trains Crossing Frontiers DISTRIBUTION RESTRICTION: Distribution authorized to US Government agencies and thier contractors only to protect technical or operational information from automatic dissemination under the International Exchange Program or by other means. This deter- mination was made on 29 July 1987. Other requests for this document will be referred to Comdt, US Army Transportation School, ATTN: ATSP-TDL, Fort Eustis, VA 23604-5399. DESTRUCTION NOTICE: Destroy by any method that will prevent disclosure of con- tents or reconstruction of the document. *This publication supersedes FM 55-20, 14 June 1974, TM 55-206, 2 August 1968 and TM 55-207,20 January 1967. i Cl, FM 55-20 CHAPTER 1 TRANSPORTATION RAILWAY SERVICE H This chapter implements STANAG 2171 (Edition 5) Section I. OPERATIONS 1-1. RAILWAY SERVICE IN THE military force, except during a prolonged war— THEATER when a civilian work force would be employed to operate the railroad. a. NATO and US war plans involve exten- sive rail use. Rail transport operation in c. In the past, the theater rail system was Europe is a host-nation-provided service. Each operated by US army transportation railway potential host nation in NATO, with emphasis brigades, groups, battalions, and so forth. Now on West Germany, the Netherlands, Belgium, rail units supplement existing host nation rail and France, operates a sophisticated, modern systems or control and operate a contingency railway system. The western area of Europe of- area’s rail system. In some cases, the service fers multiple routing possibilities, plentiful organization is much smaller than was needed marshaling yards, and discharge/loading ter- in the past. minals. Rail line repair and equipment maintenance facilities are dispersed 1-2. ESTABLISHMENT OF RAIL throughout the system. However, the OPERATIONS European railway system poses several poten- a. Military railroads operate on the same tial limiting factors, such as— basic principles as commercial railroads. Primary dependence on electrified train Locomotives pull railcars loaded with freight operations. and passengers over miles of track; train movements are controlled by schedule or Civilian dependence on uninterrupted rail signal communication; and some trains have support. superiority over others. The similarities be- Improbability of civilian rail personnel be- tween military and commercial railways are ing used in the combat zone (corps, division). numerous. The transportation railway service, like its commercial counterpart, performs four H primary functions: train operation, b. Personnel should consult and comply maintenance of way, maintenance of equip- with STANAG 2171 (Appendix D) before mov- ment, and train control. ing trains across NATO borders. The Army uses the area’s existing rail structure as much b. Rail operations in a theater may consist as possible to support the theater army. Ex- of a broad initial or preinvasion plan based on isting trackage, locomotives and rolling stock, limited available intelligence data. As more switching modes, and marshaling yards pro- detailed data becomes available, the initial vide the support needed to operate the rail plan is modified. Initial or preinvasion plan- system without extensive rail construction or ning provides general estimates of the poten- major engineer reconstruction. Extensive rail tial movement capability of a particular construction is beyond the capabilities of a railway system in the theater. 1-1 FM 55-20 1-3. PHASES OF OPERATION Fleet operation. Upon entry into a theater, communications may not exist. There may be Military railway operations are ac- only a single stretch of track with no sidings or complished in three phases. Normally, these passing tracks. Loaded trains are run forward phases are conducted in sequence. However, until the tracks at the railhead are full. Trains depending on military requirements, a phase II are then unloaded and returned to the port or or III operation may be initiated without pro- point of origin (see Figure 1-1). Fleet operation gression through the preceding phases or is an emergency measure and is discontinued regress to a previous phase. These phases aim as soon as possible because it limits railway to reduce requirements for military units and capacity—and grouped trains make good personnel for railway operations. Con- targets for the enemy. sequently, skilled local labor and host nation support is a prime consideration in initiating Block operation. This operation permits phase II and III operations. In discussing the train to operate from one block to the next these phases, the terms "civilian labor" in a station (see Figure 1-2). The train operates and "host nation support" are not synonymous from one block station to another under terms, as host nation support can be other authority of the TRS train- movement operator than civilian labor. or station agent. Two types of block operations a. Phase I. Only military personnel conduct are used: positive and permissive. The positive phase I operations. Personnel use this phase operation has definite security advantages, but during the early stages of a military operation. the permissive operation is more efficient. In a Phase I is used in or near the combat zone positive operation, the use of the block is where military need and security restrict the limited to one train at a time. The train can employment of civilians. stop if it is attacked or if the line is obstructed. It can also backup to the last station passed or b. Phase II. This phase is a joint civilian- to a safe place and wait until the track is secure military operation under direct military super- before proceeding. In permissive block opera- vision. In this phase, both military and local tions, more than one train moving in the same civilian railway personnel operate and main- direction may occupy the same block at one tain the railway lines. time. c. Phase III. A phase III operation is nor- Train order operation. During train order mally used in the rear areas of the communica- operation, the communications system must tions zone. Local civilian railway personnel be adequate and dependable and sufficient operate and maintain rail lines under the direc- sidings and passing tracks must be available. tion and supervision of the highest military The dispatcher issues train orders and controls railway echelon in the theater. The operation is movement. A train order remains in effect un- instituted as soon as practical. Under this til it is fulfilled, superseded, or annulled. A operation, military railway personnel may be train order authorizes movement of trains released for duty in more critical areas. when not provided for by timetable. A train order operation is described in Chapter 4. 1-4. METHODS OF OPERATION Timetable operation. Timetable operation is used in the theater when traffic is stabilized. a. Existing railway facilities support The timetable contains schedules and special military operations in a theater. Communica- instructions relating to train operation. It is tions and railway signal facilities may be also the authority for movement of trains. The damaged, destroyed, or inoperative—including train order operation must be used in conjunc- any form of centralized traffic control, elec- tion with a timetable for maximum effect, trically operated interlocking plants, and because military train operations usually con- automatic block signal systems. sist of extra trains not shown in the timetable. b. The four methods of train operation used See Chapter 4 for more discussion on timetable by the TRS in a theater are— operation. 1-2 FM 55-20 The four methods are generally used in the Fuel/lube, sand, and water station. order discussed and progress to the more flexi- Signal systems. On newly constructed or ble and precise timetable operation in stabi- lized rear areas. rehabilitated lines, signals of the simplest kind are installed. Automatic block signals and in- terlocking switches are maintained and used 1-5. USE OF EXISTING FACILITIES only when already in existence. If used, they a. As the theater of operations expands, ex- require tight security since they are highly isting tracks and facilities are used as much as vulnerable to sabotage. possible. Captured track is rehabilitated as needed. If possible, new track construction is Telephone and telegraph !ines. The most avoided because of the manpower required. dependable and fastest method of dispatching However, when new construction would take trains is by telephone. Existing telegraph lines less time and manpower than rehabilitation, it are easily converted for telephone operations. may be advisable to construct new track and If sidings are equipped with telephone boxes, facilities. train crews help the train dispatcher to move trains in emergencies. b. Those facilitiesthat may require rehabilitation or new construction are— Enginehouses. Roundhouses and turn- Main lines, yards, and sidings. When new tables are easily recognizable from the air. In construction is required, plans for the location an area subject to enemy attack, enginehouse and layout of tracks should consider current facilities may have to be avoided. If round- and future requirements. For rehabilitation, houses and turntables do exist, precautions the general track surface must be good enough should be taken to ensure that locomotives will to meet immediate requirements. Track im- not become useless if the facilities are disabled. provement is undertaken only as necessary to Newly constructed enginehouses should be meet minimum requirements for safe simple frame structures without complicated operation. windows and doors. 1-3

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